Developing a Diesel Roster

OK, you asked for it! This is a sketch of the history; I haven't fleshed it out yet.

Santiam Pacific Railroad History

J. Valentine Benzheimer purchased the Corvallis & Eastern RR, formerly the Oregon Pacific, in 1905. Rumored that JV won the C&E in a poker game w/Hammond, though the most likely reason is that the railroad was taken as payment for loans due. It was renamed the Santiam Pacific in 1906.
The SMP made an alliance with the Milwaukee Road, and began to build to make a connection with the MILW in Missoula, MT. SMP received some financing before MILW started their penchant for bankruptcies.
The line was extended from Hoover to Redmond in 1910, after the Oregon Trunk reached town. The SMP acquired trackage rights from Redmond to Madras over OT. SMP reached Hermiston in 1914, Lewiston in 1915, and Missoula in 1916. SMP acquired the line between Metolius and Madras from the OT after the OT abandoned the route in favor of track age rights over UP between South Junction and Metolius in 1923. SMP also acquired the line down to Mecca, across the Deschutes River from Warm Springs and formerly the OT main line, which SMP operates as a branch line.
SMP benefited from traffic increases during WWI, mostly spruce from the Oregon Coast Range. SMP management was extremely frugal (good German heritage!), and purchased many used steam engines from the Southern Pacific and Milwaukee Road; tended to run diesels 20-25 years (instead of 15) before replacing them. Used steam engines include 4-4-0s from the C&E; SP 2-6-0s, 2-8-0s, 4-6-2s, and 2-8-2s; and MILW 2-6-6-2s taken from Rocky Mountain Sub; they tended to run trains short and frequently. The SMP survived the Great Depression without suffering from bankruptcy (but just barely) then built up lumber traffic, which was shipped, to the East. Built a reputation as a fast freight forwarder/originator for the MILW, and became a bridge route between the SP and MILW, although the MILW always tended to send more traffic south over the SP than SP sent east over SMP. SMP still worked hard to maintain good relations with the SP.
The line between Niagara and Hoover was rebuilt in the 1930s when Detroit and Big Cliff Dams were built. The track was relaid higher up the hillside, which required a great deal of earth moving. The reconstruction also resulted in a line with fewer curves and a more consistent grade.
Santiam Pacific purchased FTs during WWII in 1943 to handle traffic increases. Finished dieselizing in 1950, when the used steam engines finally wore out.
SMP traditionally had little interchange with the Northern Pacific in Missoula. Most of the east/west interchange was with the MILW. Passenger service drastically reduced in 1960, due to the discontinuance of the Olympian Hiawatha. Daily service between Yaquina City and Missoula was continued using RDCs, much like the WP Zephyrettes. Passenger diesels lost their steam generators, except for a couple held as backups, and all were transferred to freight service.
By 1969, SMP existed on MILW interchange and originating lumber and paper traffic. TOFC traffic is slowly growing, mostly on long hauls to/from the East. The railroad has a lot of older diesels, nothing newer than GP35s, SD35s and U28Cs. They’re thinking about purchasing some new SD45s, and may borrow a pair from the SP for testing purposes.

Dieselization

Current Diesels and Usage:

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• Diesel Model Date Purchased # Series Usage
  SW1 1938 70 series Industrial switching
  S12 1950 80 series Switching
  RDC 1960 100 series Passenger
  FT (traded in) 1943 1300 series General freight
  DRS 4-4-1500 (traded in) 1947 1400 series General freight
  F3 (traded in) 1947 1500 series General freight
  GP7 1950 1600 series General freight and locals
  F7 1950 1700 series General freight
  AS616 (traded in) 1954 1800 series General freight
  GP9 1955 1900 series General freight and locals
  RF16 (purchased new) 1952 2000 series General freight, special use
  GP35 1964 2500 series Fast freight
  SD35 1965 2600 series Manifest freight
  U28C 1966 2800 series Manifest freight</font>

Notes:
First purchased FTs in 1943, then F3s and BLW DRS 4-4-1500s in 1947.
F7s and GP7s purchased in 1950, which ended the steam era on the SMP.
AS616s purchased in 1954, GP9s in 1955 finish first-generation.

FTs traded in 1964 for GP35s.
DRS 4-4-1500s traded in 1965 for SD35s.
RF16s acquired as demos from Baldwin in 1952. [/LIST]

Focus is on fast trains, so most diesels are 4-axles. Some 6-axle engines picked up for special purposes (mostly AS616s). SD35s acquired specifically for large, slow freights, and because the AS616s were on their last legs. GP40s were seen as too slippery for the mountain grades. Decided to sample GE 6-axle diesels, starting with U28Cs in 1966. SMP purchased a few used diesels from MILW, SP and other railroads (can’t pass up a good deal!), mostly Baldwin. Borrowing a pair of SD45s from SP for testing purposes.

Occasional run-through power was seen from the MILW in Missoula. Little power shows up from the SP, though the yardmaster in Albany tends to grab unattended SP SD9s or F7s and send them over the hill to Redmond. NP run-through traffic is possible (though unlikely), as is OWL power on grain traffic to Yaquina City. The Mount Hood will occasionally send a GP9 from Milwaukee Jct. to equalize power; this engine sometimes ends up in Redmond before it’s sent back east.


Interchange Notes

Interchange with Oregon Western Lines established at Condon, OR. Mostly traffic east to Missoula, some grain traffic to Yaquina City.
Interchange with Mount Hood RR established at Milwaukee (sic) Jct. (near Antelope). Almost entirely traffic to Missoula.
Most traffic to/from SP is interchanged in Albany. Very little goes east on SMP to Missoula.
Most traffic to/from SP&S interchanged in Redmond or Albany. Since the two lines are direct competitors, there is very little interchange. Very little goes south on the OT.
NP interchange is in Missoula, except traffic to/from Seattle, which is interchanged in Albany via SP&S.
UP interchange is in Hermiston.
GN interchange is via SP&S in Redmond, except traffic to/from Seattle, which is interchanged in Albany via SP&S.
COP interchange is in Prineville Jct.
Goose Nest &Crater Lake interchange is in Condon.

Run-Through Trains

Southern Pacific will send trains up from Chemult to Redmond, then over Santiam Pass, and vice versa, when Willamette Pass is clogged with excess traffic or is closed due to a wreck or weather. These trains tend to be long and over-powered, since SP doesn’t want to stall somewhere along the line.
SP&S occasionally sends a train over Santiam Pass between Albany and Redmond if the Oregon Electric line between Portland and Albany is closed. These are run-through trains directly to and from Pasco, and do not switch en-route on the OT. Conversely, if there is a wreck on the OT north of Madras, both SP&S and UP will detour trains over SMP between Redmond and Albany, or between Metolius and Hermiston (via Antelope) for UP. UP trains over Santiam Pass will use SP trackage north of Albany to Portland.

I've also got a complete list of stations along the Oregon Trunk/Santiam Pacific and the industries located in each town that the SMP will be switching. I took it from a similar list in the SP&S Historical Society's newsletter.

Pat