Introduction

Allow me to introduce to you a friend of mine, Ray Schmudde, who has a bedroom sized layout with a ton of operations capability, the San Ramon Valley & Northern.  Here is a sketch of the track plan:

And here are a few photos.  Below is Chamisa

Here is Meade on the upper with East Chamisa below

Ute Springs on the left and Trudell on the right of this center peninsula

This blog will mainly feature Ray's fictional works, a newspaper and a blog.  The Chamisa Standard and the Farmer is a take off of a newspaper near our area, the Silverton Standard and the Miner.  The SRVN Fan Blog is a fictional account of the happenings on the layout.  I have enjoyed these and secured Ray's permission to post.  I hope you enjoy them too.

Eric Miller

March 2020 Chamisa Standard

The Chamisa Standard and the Farmer

March 2020

Editor’s Note: Business Editor Lincoln Pinn is on assignment in the valley.  During his absence, in place of the Business News and in honor of history month, the Standard will be running essays on area history.  In this issue: the history of railroading in the San Ramon Valley.  Mr. Pinn will return next month.

San Ramon Valley Rails: A History

By

Ida B. Past, Chair, San Ramon County Historical Society

Gold and silver strikes, abundant coal deposits, and excellent timber stands in the surrounding hills drew the Denver and Rio Grande into the valley during the last quarter of the 19^th century.  Taking off from Martinsburg at the southern end of the Rio Grande/Santa Fe joint line, the route wound west across the Front Range.  Like most early rail lines in the southern mountains of our state, the right-of-way into the valley was surveyed for narrow gauge.  However, by the time track construction began, the slim gauge was already in decline, with many narrow gauge routes being converted to standard gauge.  Thus, Rio Grande laid standard gauge over the Front Range and into the San Ramon Valley.  The resulting tight radius curves and steep grades would have operating consequences to this day.

The Rio Grande established Chamisa as its base in the valley, a base that continues today, several railroad companies later.  After reaching Chamisa, the line struck west, establishing Trudell, reaching the tiny hamlet and trading post of Ute Springs, and finally arriving in Carolton via the “mini” tunnel district that winds through the Closet Range of the Rockies.  Just west of Trudell, the railroad put in a branch to the north, establishing the Daugherty grade—named after locating engineer L.D. Daugherty—to reach the high-country mineral deposits around Meade, Mineral Gulch, and Red Canyon.  

Only after achieving the valley and the profitable ore deposits in the surrounding mountains did the railroad realize the agricultural potential afforded by the valley’s fertile soil, plenty of water, and sunny days.  The railroad promoted agricultural development by acquiring raw land and selling those acres along with its land-grant holdings to farmers moving into the valley.  At the time of the 1893 Silver Panic and the decline of precious metals mining, the valley agricultural economy was already established and probably saved our portion of the Rio Grande. 

The First World War saw traffic increase dramatically on the line.  Coal and agricultural products moved out of the valley mainly to the east.  However, the railroad’s western connection at Carolton, which saw traffic at only half the volumes of movements east, offered access to western gateways and Pacific coast ports.  This connection would prove quite beneficial during World War Two as an alternative east-west through route.  However, that route would never achieve the prominence enjoyed by other east-west routes due to the extreme curvature and the lack of adjoining major population centers.

Between the wars, a rich vein of molybdenum was discovered in an old silver mine just outside of Meade.  Quickly, the Ivins Mining Company bought the claim and many adjacent claims, and formed Ivins Molybdenum, or Ivins Moly as it became known.  Ivins Moly grew and prospered during the Second World War, providing significant traffic for the DRGW and prosperity to the town of Meade, which had never fully recovered from the collapse of the silver market.  Post war, moly demand lessened due to increased competition from other sources and decreased demand.  Nevertheless, the mine remained active, though with significant reductions in tonnage until the recent production uptick due to changes in the domestic steel market.

The DRGW was quick to convert the San Ramon line to diesel in the late 40s, early 50s.  The tortuous path over the Front Range, the “mini” tunnel district over the divide, and many tight curves on the Daugherty grade limited steam power to the Rio Grande’s 2-8-0 Consolidations.  No articulateds or decapods ever burnished steel into the valley.   Consolidation double-headers with mid- and end-train helpers were common—and expensive, with a crew on each engine.  Thus, multi-unit diesel lash-ups requiring only one crew quickly spelled the end to steam in the valley.   By 1953 internal combustion led all trains into the valley.  In 1988, at the end of the D&RGW reign, GP40-2s dominated the head-end of freight trains when Philip Anschutz merged his Denver road with his new Southern Pacific acquisition and branded both as SP. 

In 1996, Anschutz sold his SP (which included the old DRGW) to Union Pacific.  Almost immediately, things began to change for valley rail traffic.  The UP had wanted the SP lines and markets, but not necessarily the tracks and products of our valley and environs.  San Ramon traffic, though abundant in the eyes of locals, was mostly single-car or short strings of cars, which required a lot of switching and the running of local trains to sort, distribute, and collect railcars.  Also, the valley’s east-west route was redundant for the UP, with faster and less demanding routes now in its fold with the SP acquisition.   Service to area shippers declined as the UP attempted to manipulate rail customers toward trucks, which were more expensive.  Thus declining rail shipments further reduced UP’s interest in area traffic.  With fewer shipments, UP began rationalizing valley trackage, first by removing many of the tracks in the Chamisa yard and then razing the Chamisa roundhouse. 

As the new millennium drew near, UP began abandonment proceedings, citing unprofitability.  This set into motion a concerted effort by area chambers of commerce, several area banks, area shippers, and the San Ramon Valley Economic Development Foundation (SRVED).  Also playing a major role was Harper Industries, owner of the Red Canyon Coal Mine.  Like other valley rail customers, without rail, the coalmine could not afford transportation costs by any other mode.  Ivins Moly also helped.  This group, led by SRVED, opened negotiations with UP.  The initial plan was to entice an existing short-line to buy and operate the line.  And while there was some interest, time was running out.  Finally, out of this ad hoc group, a plan developed.  A consortium of local banks was formed to create a loan fund to buy the line.  Old, long-time DRGW/SP employees and current UP employees were recruited to form the nucleus of a new short line.  A railroad management consultant from the Midwest was brought in to shepherd the purchase and startup of the San Ramon Valley & Northern. 

At startup, as part of the sales agreement, SRVN acquired several MP15 engines that were UP surplus.  SRVN also acquired a well-used GP40 and an old SW9.  The sales agreement gave UP trackage rights to the Red Canyon Coal Mine, but after a year or so, SRVN negotiated the end of those rights and took over all coal traffic.  An SD7 was bought to handle the Daugherty Grade to Meade/Red Canyon.  Toward the end of 2018, the railroad sold its fleet of MP15s, “endcabs,” to a used-locomotive dealer and replaced them with used but rebuilt GP10s and GP7s.  An old ALCO S2 was added to the roster.  Several small industrial locomotives would be added to and then subtracted from the roster, along with other units as the SRVN does a modest business in leasing locomotives to other railroads. 

Now as spring approaches in 2020, our legacy of steel rails continues.  With the addition of the Santa Train, the summer tourist train, and its continued transport of goods in and out of the valley, SRVN has firmly established its place in the San Ramon Valley economy, just as it is secure in the hearts and lives of area residents.

March 2020 SRVN Fan Blog

SRVN Fan Blog—March 2020

Wow!  The SRVN is really living large, railfans.  Last week I was driving back from a job interview in Ute Springs (I didn’t get the job, damn!) to my digs outside of Chamisa, when I thought that I’d stop by the Ute Springs Yard and see what was happening.  Wish I had had my camera as the SRVN was really firing on ALL cylinders that morning, and I mean ALL cylinders.  First, I see SW1200 #135 moving cars onto the elevator annex track and then sitting on the main elevator track.  So I park by the elevator and look toward the sawmill, and there’s the little GE 45 tonner tied onto a woodchip car.  Then I walked over to the Valley Growers loading bungalow to see if I could score a cup of java, when here comes GP10 #700 pulling into the yard.  The 700 cuts off from it train and pulls onto the annex track, just shy of the outbounds.  The 135 runs ahead to the 700’s train and pulls the whole string, minus one tank onto the elevator track.  The string was so long, the 135 ended up on the west switch by the main. 

The 700 backs toward the stranded tank car and pulls it down to the warehouse and sawmill track and spots the tank at the Standard Oil bulk depot.  Then the 700 returns to the outbounds on the annex track, ties on, and leaves town, for Chamisa, I presume.  Then the 135 started distributing cars to the sawmill, the elevator, Valley Growers, and Mountain Valley.  I watched for a while, but I was getting hungry, so I headed home, in time to see SD7 #5303 leave Trudell with 8 cars for Chamisa.  But, SRVN fans, I saw three, count them 3 engines in Ute Springs, two of which looked to be assigned there.  How’s that for prosperous railroadin’?  Don’t know if those two engines have full-time crews or not, probably not for the little 45 ton dinky, but the 135 was running with its crew when I was there. 

The m.o.w. crew has been out working on the line this early spring.  They seem to have the track at the start of the branch in shape now as the SD7 has stopped derailing there.  Does the FRA ever inspect here?  But then the SRVN goes real slow.  Maybe they’re exempt from federal inspections.

I remain,

Rusty Rails

p.s. I stopped in at Ed’s Railyard Tap for a quick one and to check if it was still open with all the coronavirus talk and everything.  Ed was behind the bar and few SRVN employees were enjoying a post-shift libation.  Railroading will continue through this virus deal, with the SRVN taking the usual precautions as recommended by the San Ramon Valley Health Dept.  I also learned that #135 is soon to be assigned elsewhere, but the “where” is not yet known.

SRVN Track Plan Schematics

Red Canyon Coal Mine

July 2015 Chamisa Standard

The Chamisa Standard and the Farmer

July 2015

CHAMISA—In a joint news release issued yesterday, the Union Pacific (UP) and the San Ramon Valley & Northern (SRVN) announced that on August first the SRVN will assume responsibility for all UP unit coal trains travelling on SRVN rails to the Red Canyon Coal Mine, located in Red Canyon, west of Meade, Colorado.  An SRVN spokesperson explained that when SRVN bought the San Ramon branch from the UP, a condition in the sales agreement allowed for UP to have priority trackage rights for UP unit coal trains to and from the Red Canyon mine.  The UP has continued to exercise those rights. 

However, a slowing in rail coal traffic (down 17.4% in May from May 2014) and the sluggish coal export market due to the strong dollar caused the UP to consider how to better utilize its motive power and crews elsewhere in its vast system and to initiate talks with SRVN about amending that original agreement.  SRVN will supply both crews and engines for this new arrangement, which has a trial period of one year before becoming permanent or reverting back to the original condition of UP trackage rights for unit coal trains.  Financial terms were not disclosed, but sources close to the SRVN say that the SRVN will receive the lucrative originating charges for outbound coal loads plus a generous mileage allowance from the UP.  If the UP wishes to return to SRVN rails at the end of the year’s trial, the UP will pay measurably more for trackage rights.

When asked if the SRVN had the crews and motive power to handle this increased traffic, the SRVN spokesperson said that the railroad had highly qualified personnel familiar with the route to Red Canyon, but that motive power was an issue, which the railroad was confident would be addressed before year’s end.  “We have one unit already on the property, just awaiting lettering,” said the spokesperson.  “Several more are expected before the end of the year.  With the decline in coal traffic mentioned by UP, the SRVN is in a good position to ramp up to the needs of this new traffic stream.  Until then, our roster of end-cab diesels is capable enough to handle SRVN traffic needs, especially the bumper harvest expected this fall, for which we are obtaining more equipment for grain transport.”

July 2015 SRVN Fan Blog

SRVN Fan Blog – July 2015

Hey, rail buddies, have you heard that San Ramon is taking over Uncle Pete’s unit coal run to and from the Red Canyon Mine?  How they hope to make any money off such a low-rate commodity as coal is beyond me.  With all the power plants going to natural gas and with the buck so strong against most currencies, especially the yen and the Euro, no wonder Uncle Pete is taking a walk.  Can hardly wait until next summer to see if the UP wants back its trackage rights over the SRVN.  Don’t hold your breath.

What’s even more interesting, railfans, is that the SRVN has obtained a old SD7 in the “as delivered” DRGW paint scheme.  Apparently, this unit came from some railroad museum. SRVN intends to use this engine for the unit coal job.  Folks I know at the SRVN engine house say that earlier tests with their end-cab diesels and their GP40 show that none of those EMDs could handle the coal drags.  They even tried their stepchild Alco S2, which supposedly did as well as the GP40!  Supposedly, they’re looking for other EMDs with more tractive effort to protect these coal movements.  The end-cab efforts were doubtful at best as those units don’t have dynamic brakes, and they’d have to come down the Daugherty grade with the retainers set.  Setting and releasing retainers would tie up the SRVN more than the UP’s priority trackage rights. 

In another “quest” for low revenue freight, SRVN has picked up some old 40’ woodchip cars from CSX.  These are old coal hoppers that were on the B&O, to which B&O added extensions to increase volume for the lighter commodity.  The cars still carried B&O reporting marks!  I doubt that they’ve seen service in long time, and they look it.  SRVN has simply painted out the B&O marking and added “SRVN.”  The cars have gotten new trucks.  We’ll have to see what other “make as little money as possible” schemes the San Ramon can come up with.

Stay tuned!  I remain,

-Rusty Rail

Elevators and End Cabs

Loading cars at Ute Springs

A line of end cabs at leaving East Chamisa

September 2015 Chamisa Standard

The Chamisa Standard and the Farmer

September 2015

CHAMISA—The San Ramon Valley Farm Bureau reports the anticipation of a record harvest this fall.  Already, valley elevators are requesting extra cars to ease the storage burden and to create space for harvest grain.

September 2015 SRVN Fan Blog

SRVN Fan Blog—September 2015

Hey, rail buffs!  The SRVN ran its first coal drag for Uncle Pete the other day.  They used that “new” (read: very old but refurbished) SD7 that they picked up from that railroad museum in Wyoming.  The SD7 was repainted in DRGW as-delivered paint scheme, with the four narrow stripes along the base of the hoods and cab.  San Ramon painted out the words “Rio Grande” but have yet to letter the old unit for SRVN. The old SD had no problem dragging the eight DRGW cars up the infamous Daugherty grade, but sources at the yard office have told your blogger that these particular cars are easy rolling.  Good thing it’s empties up and loads down for our little valley line. 

However, one must wonder how this line plans to stay in business, given some of their operating practices.  The San Ramon had positioned their ex-UP SW1500 at the Red Canyon Coal Mine to work the coal trains, but the SD ended up running around its train at Meade, leading the train to Red Canyon, and then running around it again at the mine.  The SW ended up taking two cars, one empty and one load, to Meade, picked up two other cars bound for Chamisa, and then headed downhill to Chamisa yard.  Guess it’s more cost efficient to have the road crew do the coal mine switching, even if it means running around the train three times, than to have a separate crew and engine just waiting for those rarer and rarer coal drags.  Wonder how much that SW adventure cost our little railroad in crew and fuel. 

Word on the street is that more 567 EMDs are bound for the San Ramon.  Could this mean an end to the end-cab switcher experiment?  All the current end-cabs are 645 EMDs, with the exception of the SW7 #1800, which is the Chamisa yard switcher, and the Alco S2 that they use for their tourist runs.  Why would they go back to the older 567 units?  The San Ramon’s head of locomotives must be pulling his hair out or crazy, depending on what level this decision was made. 

Stay tuned!  I remain,

Rusty Rail

food, drink, and rumors

January 2016 Chamisa Standard

The Chamisa Standard and the Farmer

January 2016

Economic Forecast for the San Ramon Valley—Can snow make up for coal?

With above normal snow across the valley so far this winter, area farmers are looking forward to a profitable year with adequate ground moisture, a lessened demand on pumping from the aquifer, and lower fuel prices, all of which should aid in improving ag’s bottom line in 2016.  Commodity price trends are still an unknown, but no great swings from last year’s market averages are expected.

On the negative side, however, is deceased demand for coal at the mine in Red Canyon.  Following the national trend, coal production at the Red Canyon Mine has slowed as foreign demand for the high quality met coal, and Red Canyon product in particular, has slackened.  Coal shipments on the San Ramon Valley & Northern (SRVN) have been reduced to supplying coal to those utilities that still have long-term contracts with Red Canyon.  A Red Canyon spokesperson declined to comment on the length of their existing contracts, but added that some area power plants, such as the Valley’s own CO-OP, are coal-only plants and are unable to convert to cheaper natural gas. 

At the railroad, SRVN managers are expecting the national economic upswing to result in increased activity in construction materials, which should offset the softened market for frac sand which showed such great promise a mere 12 months ago.  Agricultural products, a mainstay for the railroad, should continue to remain strong.  The SRVN’s tourist train, “never a mother lode,” is expected to see a slight increase in passenger numbers.

December 2015 SRVN Fan Blog

SRVN Fan Blog—December 2015

Though final numbers aren’t available to your intrepid blogger, it looks like our favorite valley line has had a profitable harvest season.  The potato warehouses are still shipping as are the elevators.   Sadly, as your trusty correspondent predicted in September, unit coal shipments have fallen off dramatically, mirroring the industry trend.  One bright spot, however, is that smaller coal shipments continue to Colorado power plants that still utilize coal.  Two loads of coal passed through Chamisa yard headed for Grand Junction, CO, power plant in early December.  Currently, a loaded string of coal hoppers sits in Chamisa awaiting transit to Carolton and on the Salt Lake City.  Of course, the SRVN continues to supply the San Ramon Valley CO-OP power plant in Martinsburg.  However, my contacts in Carolton and Martinsburg report that the interchange tracks are devoid of coal hoppers needing to travel to Red Canyon Coal. 

Recent snows have brought out ex-DRGW Russell plow X-67 to clear the Meade and Red Canyon branches.  These plow runs occurred early in the morning, and so your loyal correspondent was unable to capture any photos.  In other “snow” news, the SRVN won’t be running a Santa Train again this year.  The passenger equipment has already been winterized and stored until next tourist season.  If you ask me, and believe me—they don’t, the SRVN is missing a real money-maker and PR success by ignoring this obvious holiday market. 

The hot rumor in the Chamisa cafes (a rumor maybe started at Ed’s Trackside Tap?) is that the SRVN may soon be hosting logging trains originating in Meade.  The only credibility to this tall story that your fthfl srvt can imagine is that Palmquist Pulpwood sends pulpwood out of Meade, so that it wouldn’t be too much of a stretch for them to bring in larger logs.  But where would the equipment come from? 

Stay tuned.

I remain,

Rusty Rail

4820 in Meade

Unprecedented Times

I decided to interrupt the historical postings here in order to post the latest from Ray since it is more meaningful as to what we are experiencing currently this month.

April 2020 Chamisa Standard

The Chamisa Standard and the Farmer

April 2020

Business News—Editor Rides a Train; Special Report: Coronavirus Slows Economy

By Lincoln Pinn, Business Editor

Editor’s Note: Just before the COVID-19 pandemic struck, the Standard planned to send Business Editor Pinn on special assignment, to sample various area jobs that are vital to our local economy.  Shelter-in-place halted that assignment.  Nevertheless, the Standard thought it worthwhile to present what information he obtained during the abbreviated project and to end with an update of COVID-19 effects on our business community. 

Chamisa—In the first part of March, we arranged to visit and “work” with numerous area business establishments.  Then shelter-in-place guidelines began, causing this project to end just as it began, which coincided with this writer’s first visit while on the way to several others. 

The project began with the San Ramon Valley & Northern (SRVN) short-line railroad, whose rails have served the valley and surrounding area since they were the Denver and Rio Grande’s, back in the late 19^th century.  Your correspondent arranged to ride a train from Chamisa to Meade.  Once in Meade, I was to tend bar at the Grand Hotel and work with the lumberjacks at Palmquist Pulpwood. 

Our train left Chamisa at 12:39 p.m. with seven cars behind engine 5303, an SD7, built for low speed pulling power, conductor Cole Smoak told me.  Our engineer was I. Ron Horse.  “Half Ute, half locomotive, call me Ron,” he said as we eased out of Chamisa yard.  I wondered where the rest of the crew was and was told that all SRVN trains use just two-person crews.  We traversed the valley, passing Trudell, where the elevator was loading several grain cars.  West of Trudell, Cole pointed out a red pickup truck beside the track.  “That’s Ben Diron,” Cole said as he acknowledged a radio message from Ben and waved to him at trackside.  “He throws the switch that directs us up the branch to Meade.  Otherwise, we’d have to stop, throw the switch, stop again and set it back for the mainline, and then try to make it up the steep grade from a standing start.  This way we don’t lose any momentum and it saves a ton of time.”  The long steep grade is called the Daugherty Grade, after the Denver and Rio Grande’s contract locating engineer.  Train engineer Ron said, “We just call it “the hill.” 

While we ascended the mountain, Cole received a radio message that due to the pandemic, Colorado’s governor had closed restaurants, bars, and any gatherings of more than ten people. Shelter-in-place was highly recommended.  I reached the Grand Hotel through my cell phone and learned that they were closing the hotel and bar the next day with the restaurant going to take-out only.  They recommended I postpone my bartender stint until the pandemic ended.  As the train slowed to enter Meade, I was able to contact someone at Palmquist Pulpwood, who said that though lumberjack work was the essence of social distancing, they would have to have somebody accompany me the entire time for my own safety and that they thought it best we cancel my attempt at forestry work.  I concurred. 

In view of my work at Meade being cancelled, I asked conductor Smoak if I could return to Chamisa with the train.  He readily agreed and offered to let me “pull the pin.”  “No pun intended,” he chuckled. 

Engineer Horse stopped our train short of a switch that led to some railcars.  On the side track–called a “run around”–sat engine 4820, a GP7, waiting for us.  Cole motioned for me to follow him.  We climbed down and walked to the rear of our engine, waving to the crew in 4820.  Obviously, these railroaders knew the drill.  Cole turned some air valves and had me yank on a lever connected to the coupler at the rear of the locomotive.  I couldn’t move it.  Cole spoke into his radio and had Ron back up our engine to “take in the slack.”  Then I could move the lever and “pull the pin.”  We walked forward to the railcars in front of us.  When we got there Cole again spoke into the radio, and Ron answered with two blasts of the horn and eased forward to couple onto the cars.  When the engine coupled, Ron blew another blast.  Cautioning me to remain away from the train, Ron then stepped between the engine and the cars, connected the air hoses, and opened the air valves.  He told me to go back to the engine while he walked up to the far end of our new train, just three cars. 

Back in the cab, I heard Ron answer Cole on the radio.  After two horn blasts, Ron pushed our new train back to clear the switch.  Out the side window, I saw engine 4820 pull ahead and couple onto the train we brought up to Meade.  Shortly, 4820 slowly pulled our old train clear of the switch.  By then Cole had returned to our engine, and we were ready to descend the hill. 

As our short train passed the switch to Red Canyon, Ron moved some switches on the control stand, and I heard a loud whine from the roof of the engine as the diesel motor slowed.  “Dynamic brakes,” Ron said.  Our engine was the only SRVN locomotive that had them.  It was the safest way to come off the mountain, though we really didn’t need to use them with only three cars. 

After we arrived back in Chamisa, I offered to buy the Cole and Ron a pizza at Joe’s, but they had to do some switching in the yard with another engine.  Besides, with the virus restrictions in place, Joe’s was now only able to do takeout.  Nevertheless, I thanked my conductor and engineer for a safe day, a look at modern railroading, and a chance to “pull the pin.”

So where are we now? It’s been a few weeks since this writer rode that train, a very tough few weeks for area businesses.  Tourism is nonexistent.  Refunds are quickly draining the bank accounts of local motels and B&Bs, with tourists either cancelling reservations or establishments contacting customers and telling them not to come.  The Ute Springs Hampton Inn remains open for now, but with only a few business travelers.  A random phone survey revealed that almost all area restaurants are closed, with only a few doing takeout.  All nonessential businesses have furloughed most of their employees, and many essential businesses are working with reduced staff. 

Reflecting the national decline in rail traffic, the SRVN railroad has also seen a drop off.  As manufacturing has slowed to a crawl nationally, the demand for steel—and thus scrap metal—has fallen sharply.  Valley Salvage in East Chamisa hasn’t shipped a car in over two weeks.  Likewise, shipments of frac sand from Chamisa Aggregate have fallen by more than half as crude oil prices have tanked.  However, gravel and ballast have remained steady. 

The agriculture sector continues at seasonal norms with incoming fertilizer, seed, and fuel helping to make up for rail traffic shortages in other sectors.  But those shipments will soon be complete.  Grain shipments are steady but slower than normal for this time of year.  Potato and produce shipments are just about finished for the season.  Hay won’t move until the first cutting later this year. 

Coal shipments from Red Canyon remain slow.  The mine maintains that they are not closing, although some more reductions in force may become necessary.

However, a few bright spots exist.  The Ute Springs sawmill sees strong demand as construction season begins.  Construction workers can more easily practice social distancing while they work.  The same can be said for Palmquist Pulpwood in Meade as the national run on paper products (toilet paper, paper towels, etc.) has caused a spike in demand for pulp.  Ivins Molybdenum is shipping plenty of ore, ironic, given the slowdown in steel production.  Some analysts suggest that molybdenum is being stockpiled since its price has tumbled. 

The railroad has not commented about this summer’s tourist train.  No reservations have been taken and no equipment is yet on site. 

We all hope our report next time has better news. 

SRVN Fan Blog—April 2020

SRVN Fan Blog—April 2020

Of all the luck!  Last month I told you about how I stopped by at Ed’s for a quick one after coming back from Ute Springs.  Well, I’m driving home, listening to the radio when I hear the announcement that our governor is ordering all non-essential folks to stay at home, “stay-in-place” I think they called it.  It’s all because of this coronavirus business.  Heck, I swung the pickup around and hightailed it for City Market, where I stocked up on beer, chips, toilet paper, and frozen pizza.  The store was packed with people buying some of the same stuff.  After I got home I realized I shoulda bought more.  Anyway, it looks like we’re in for a long haul of sittin’ around doin’ nuthin’. 

But not me.  I’ve got scads of videos, my satellite dish, and my email account.  Just as long as those unemployment checks keep coming.  Speaking of unemployment, my brother-in-law has gotten on at the Ute Springs sawmill.  He has to wear a mask while he works, and he told me that he would bring me any groceries I need.  Maybe he’s not such a bad dude after all.

So the other day I’m watching some train videos and I hear what had to be dynamic brakes coming down the Daugherty grade.  I’ve heard it several other times, since.  Now I can’t see the railroad from my place, but if the wind is right I sure an hear it.  Man, dynamics wailin’ and the flanges screamin’, it sure sounds like the SRVN is working the branch good.  Hearing the dynamics tells me that that only could be the SD7 5303 creeping down the grade. 

I read the Trains newswire, and it says that nation-wide, rail traffic is way down. So I’ve been on the old email, checking with my contacts.  Turns out things are pretty slow at the interchanges.  Apparently, UP is planning on doing some track work during this lull in rail traffic as a bunch of empty DRGW ballast hoppers are sitting at Martinsburg.  Lazy UP never got around to painting them, I guess. 

I keep waiting to hear about the tourist train, but everyone I know who knows anything about the railroad says they haven’t heard squat.  This virus deal has sort of thrown a monkey wrench in a lot of plans.  Even Joe’s Pizza is only doing takeout. 

Say, I did learn something interesting during on email exchange.  Did you know that “home road use only” on those SRVN coal hoppers that shuttle between Red Canyon Coal and the Martinsburg power plant means that the cars have solid, friction bearings on the trucks, not roller bearings, and thus can’t be interchanged?  Leave it to SRVN to squeeze every dollar they can out of equipment that should have been scrapped years ago. 

Well, I’m home in self-isolation, watching RR videos and Bigfoot shows.  I hope the beer holds out.  Maybe I’ll drag out the old Lionel, but that would piss off the cat.

I remain,

Rusty Rails

5303 Scenes

Here are scenes that go with the April 2020 SRVN News articles above.

Chamisa Standard Business Editor Lincoln Pinn rides 5303 with Conductor Cole Smoak and Engineer I. Ron Horse to Meade.  Here they are entering the Daugherty Grade west of Trudell.

Passing the Red Canyon switch heading up towards Meade.

Dynamic brakes applied for the descent of Daugherty Grade heading down to Trudell.

Frac Sand and Pulpwood

And now we continue to post back issues of the news before the virus.  Here are some photos to go with the next articles.

Chamisa Aggregate at East Chamisa

 And Palmquist Pulpwood at Meade

August 2016 Chamisa Standard

The Chamisa Standard and the Farmer

August 2016

Business News—Grain up oil down

Chamisa—The San Ramon Valley & Northern (SRVN) railroad has announced that they will now be interchanging freight traffic with the BNSF at both Martinsburg and Carolton.  Previously, the Carolton interchange was only with Union Pacific (UP), while the SRVN interchanged at Martinsburg with the BNSF and UP joint line.  The BNSF has acquired a trackage rights agreement with UP which includes the SRVN interchange in Carolton.  Primary beneficiary of this agreement will be valley grain shippers that will now have a more economical freight rate to Pacific coast ports.  Competition should also lower rates on the UP at the Carolton gateway.  The SRVN spokesperson suggested that longer grain trains could be expected for this fall’s grain harvest, both to take advantage of the lower grain rates and to take advantage of quantity shipment discounts. 

While on the subject of grain, the San Ramon County extension office reports an expected bumper crop due to this year’s good weather and sufficient moisture.  Excess fall rains could hamper harvest and still reduce yields somewhat.  However, the forecast is for normal fall rainfall. 

The SRVN railroad reports a successful summer season with its scenic tourist train.  A fall-color railfan trip is planned for late September, which will run from Chamisa to Meade and back as well as a trial run to Carolton and back on the next weekend.  Details are available on the railroad’s website. 

East Chamisa—As quickly as the frac sand business boomed, it has just as quickly deflated.  Multi-car shipments from Chamisa Aggregate have seemingly disappeared, with only one car showing up for loading so far this month.  Chamisa Aggregate built a special loading structure earlier this year to handle multi-car frac-sand shipments.  Obviously, the yearlong decline in oil prices has affected the nation-wide demand for frac sand as drillers cap wells and slow production.  No word yet on labor force adjustments at Chamisa Aggregate. 

Meade—One bright spot in this summer’s business news is the uptick in shipments at Palmquist Pulpwood.  Several railcars per week have been shipped from their siding in Meade.  The SRVN has even assigned a dedicated locomotive to switch the businesses in Meade as well as to work Red Canyon Coal in Red Canyon.  As coal has suffered even greater declines nationally than oil, the need for a Red Canyon Coal Mine-only switcher, which the railroad attempted once before, seemed unnecessary, but the extra Meade business benefits every company using rail on the SRVN branch. 

July 2016 SRVN Fan Blog

SRVN Fan Blog—July 2016

Well your blogger’s favorite short line has endured the same traffic downturn that the rest of the rail industry has experienced.  The one bright spot has been a slight uptick in traffic this July, an uptick that may have seen a potentially dangerous situation (so the rumor mill says).  More on that later on. 

My last blog hinted at logging trains between Meade and the Mountain Lumber Mill in Ute Springs.  We’ve waited over six months for that traffic to develop, but so far there have been no log trains, nor log train equipment, anywhere near the SRVN.  We have seen a major increase in pulpwood coming out Palmquist Pulpwood in Meade, so maybe the old rumor mill (a.k.a. Ed’s Rail Yard Tap?) was too awash in its own product to accurately predict upcoming traffic flows. 

Speaking (writing?) of pulpwood, above I mentioned a rumor of a dangerous situation.  Allegedly, one of the MP1500s took a short train up empties up the Meade branch and was to switch Red Canyon Coal and Meade, pulling two cars of coal from Red Canyon and two cars of pulpwood and an empty gravel car out of Meade.  Word in that the weight of the four loads caused the MP1500 to runaway on the straight (and steepest) stretch of the Daugherty Grade, the engineer doing everything to get control of the train before the tight, 225° curve at the bottom of the grade.  Luckily, the drag of the wheel flanges in the bottom curve was just enough for the engineer to regain control of the train.  I can get no one at the SRVN to comment on this incident, either officially or unofficially.  But I have heard increased talk of using heavier engines on the Meade branch while keeping the MP1500s for local work on the valley line. 

Also this month, the SRVN ran its first UP unit coal train from Martinsburg to Red Canyon and back.  Word is the UP is happy with the SRVN service.  This move saves UP crew and motive power costs, especially since UP now has so many units in storage due to the downturn in overall rail traffic.  SRVN used their SD7 for the move.  It had no trouble controlling the loaded unit train coming down the famous Daugherty Grade. 

The SRVN two-car tourist train has been running, using the SW7 on point, which looks terrible in its dirty condition.  The refurbished ALCO S2 is still in the engine house.  Apparently, the S2 will take over the tourist train chores later this month.  I’ve seen the S2’s paint job, and it’s real nice, but doesn’t at all match the DRGW colors on the passenger equipment.  One would think SRVN management would be more concerned about how their tourist train looks.  No word on whether or not the railroad will run a Santa train this year after cancelling last year.

Stay tuned.

I remain,

Rusty Rail

Engine 542 and the SRVN Interchanges

Photos related to the next blog entries.  Here's a shot of engine 542 at the Chamisa roundhouse.

Carolton and Martinsburg interchanges.  This is where cars will enter and exit the layout.

September 2016 SRVN Fan Blog

SRVN Fan Blog—September 2016

San Ramon Valley railfans are excited about the UP granting trackage rights to BNSF into Carolton.  Apparently, BNSF is allowing UP trackage rights somewhere in the Midwest and entry into Carolton was granted to reciprocate.  Talk among railfans is that given BNSF’s experience this year with forest fires, flooding, and mudslides, the railroad needed another east-west option.  This might mean BSNF detours across the SRVN valley line, as we’ve seen the UP do in the past.  Ah, this is looking to be a great time for railfans in the Valley. 

Cynics in the railfan community have argued that BNSF isn’t so much interested in an alternate east-west detour route as much as the line wants to take advantage of the San Ramon Valley’s rich agricultural resources and the shorter route west through Carolton.  Why else would BNSF just introduce a low-cost nine-car grain rate through the Carolton gateway?  Both Canada and the US are predicting that this year’s harvest will be 15% larger than last year’s bumper crop.  Despite the strong dollar, grain demand is high at west-coast ports, for both the Asian and South American markets.  Will UP counter with a low multi-car grain rate of its own? 

Your faithful correspondent thinks the latter argument is the more realistic scenario, although I’m sure SRVN management would love to charge BNSF for traversing the Carolton-Martinsburg segment.  I just don’t expect it to happen. 

In other late summer observations: SRVN finally started running its tourist train with newly painted Alco S2 #542.  Friday’s down-mountain trip was delayed as the tourist train had to hold at Meade until an empty coal drag came up the Daugherty grade.  Unit train coal traffic is down to about one train a week up to Red Canyon, although smaller shipments, e.g. to San Ramon Valley Electric Co-op and the power companies in Grand Junction and Salida, still polish the rails out of Red Canyon. 

Stay tuned.

I remain,

Rusty Rails

November 2016 Chamisa Standard

The Chamisa Standard and the Farmer

November 2016

Business News—National coal and oil slumps felt in the valley; Ag continues to shine

Chamisa—The San Ramon Valley & Northern (SRVN) railroad has seen its coal and frac sand traffic drop considerably this fall season, paralleling the national trend.  At the same time, grain shipments from the valley have exceeded last year’s totals, with the addition of BNSF’s presence at the Carolton interchange giving valley elevators access to both BNSF and UP at either east or west gateways. 

Competition between the two major western railroads has induced each of them to introduce a low, nine-car grain rate to either gateway.  Taking advantage of the economical BNSF rate, Mutual Grain in Ute Springs has and has already shipped one nine-car unit grain train to west coast ports through the Carolton gateway.  The SRVN told the Standard that these cars entered the valley through the Martinsburg interchange.  Sources in the valley railfan community tell us that UP currently has a nine empty grain cars sitting in Carolton, waiting for pickup.  Which elevator these cars are bound for is unknown. 

SRVN traffic on its Meade branch has fallen as well.  Pulpwood traffic is expected to improve as soon as the ground freezes in the high country.  Ivins Molybdenum has been doing underground expansion, receiving equipment and material while minimizing its ore traffic.  The company expects ore shipments to increase with the New Year.  CDOT remains a steady, if small, SRVN customer.  However, rumors of a major construction project may see more traffic heading up the Meade branch this coming spring. 

In keeping with the spirit of the season, SRVN has announced that it will run a Santa Claus train in the valley and up to Meade the week before Christmas.  The railroad apparently having learned its lesson from last year’s cancellation of this popular ride.