Clear Lake Lumber Co. Railway
The
Real Clear Lake History:
The town of Clear Lake dates its industrial origin back to 1892 in which there
was a shingle mill built near the lake of the same namesake. A two mile
logging railroad was soon built and logs were brought down to the mill beginning
with a discarded “steam dummy” from a unidentified street railway
and eventually moving up to a 35 ton Climax around the turn of the century.
Around 1902 the millsite suffered a large fire and much of the industrial
center had to be rebuilt. Not slowing down the determined loggers and
townspeople, a new mill was built and the company aquired more Climax locomotives.
Around this time there was an investment frenzy about the northwest and a
good flow of cash came into the company. The mill of humble beginnings
grew to be one of the largest inland mills in the state.
B.R. Lewis, a very astute
and seasoned logging railroad tycoon, eventually gained control of the company
and brought with him his love for Shay locomotives. The company began
to phase in Shay locomotives to it’s roster and phase out the tired
Climax locos. Within the span of a few busy years, the railroad boasted
ten miles of track, three locomotives and forty cars.
Operating and expanding
at a blazing pace under B.R. Lewis the railroad eventually grew to allow for
common carrier operations west to Mt. Vernon and east to Hamilton. The
railroad also made a connection with the Northern Pacific mainline.
Towards the end of WWI, the Clear Lake Lumber Co. operated 35 miles of mainline
and over 60 miles of branchline. Seven locomotives, 225 logcars and
32 donkey engines could be seen and heard all over the south Skagit basin
and around Cultus Mountain.
The company eventually
ran out of money, like most logging companies did, and around 1929 it was
sold to the Puget Sound Pulp and Timber Company out of Everett, Washington.
Operations continued but at a much smaller scale.
Although it began as
a humble operation with less than adequate equipment, the Clear Lake Lumber
Co. grew into one of the most prolific and important logging companies in
western Washington.
Reference: Logging
Railroads in Skagit County – Dennis
Blake Thompson
There are various operations
that can be had on this layout. For motive power choose a geared locomotive,
rod engines are too big and will not make it around the curves or over the
grades on this layout. Figure most of the time will be spent moving
empties up to camp and bringing loads down to the dump. This seems simple
until you realize that you must negotiate a 4% and sometimes 8% grade with
huge loads and not very good brakes. With this in mind there are a few
prototype rules that must be followed:
1) Never place the engine directly coupled
to a load of logs. Always use a flat car, extra skeleton with drawbar
or idler car between you and the load. If the load shifts there will
be some room between you and the logs reducing the possibility of personal
injury or damage to the locomotive.
2) When
heading downgrade on grades of 4% or greater, you must place the locomotive
BEHIND the load. This is for you and the locomotive’s protection.
If you have a crummie or other non-logging cars then they must be placed behind
the locomotive. Again if the loads shift or braking power is lost, your
chances of survival will be much greater if you are behind a hundred thousand
pounds of logs headed downgrade instead of under them. When this is
not possible, use extreme caution and keep speeds to a crawl.
3) When
negotiating switchbacks downgrade, braking distances will increase drastically.
A 7mph speed limit must be observed within 300 yards of any switchback turnout.
You must begin braking well before the turnout on the switchback when heading
downgrade. If this is not adhered to, the possibility of overshooting
the switchback stub is possible and a fatal accident is certain.
4) When
negotiating high trestles, the speed limit is 10mph. If you are in doubt
about the trestle’s ability to hold the load, then stop the train and
send the fireman across on foot. Crack open the throttle slightly and
then depart the locomotive allowing it to creep unattended across the trestle.
If all is well on the other side of the crossing, the fireman can jump in
and apply brakes. You may then cross the trestle on foot, re-board the
locomotive and continue.
5) There
are no signals. Trains heading downgrade always have the right of way.
The whistle punks will let you know when all is clear if there is more than
one locomotive operating on the line.
6)
The current limit
for a consist on the line heading down from Camp 3 is 6 skeleton or disconnect
cars fully loaded with four foot diameter logs or smaller. Larger logs
will be handled on a case by case basis, usually not to exceed 4 loaded disconnects.
Be sure to pace out the switchback stubs to make sure you have enough room
if you are bringing down a load of 5 disconnects or greater. Use extreme
caution if you are planning on moving more than 5 loads at one time.
It is probably safer to make two runs to the closest siding and continue downgrade
from there.
7) During the heat of the summer, you should have a speeder follow your logging train to ensure that cinders from the locomotive do not catch the woods or track on fire. Keep a water car with the speeder or at strategic locations for fighting any fires that may occur.
With these rules you can come up with plenty of situations with
the various types of narrowgauge loads available for Trainz.
This layout has many of what Model Railroader magazine has dubbed Layout Design Elements or LDEs. An LDE is a detailed structure or location that one tries to model to appear as realistic as possible. The Trainz environment and custom content approaches that of a model railroad’s detailing ability with regards to LDEs. As such, this layout is intensely detailed and if you are not careful on your initial game/system settings this layout will kick your computer right in the Gonads!. It may only be one baseboard but it packs a lot of punch. You may experience crashes and lockups if you try to run everything too high at the onset. Try going very conservative on your sliders and resolution the first time you load it and then go from there.