OSL North Side Branch

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By Thornton Waite

The North Side Branch was built from Rupert, on the Twin Falls Branch, 73.6 mile west to Bliss on the OSL mainline. It runs along the north side of the canyon carved out by the Snake River, south of and parallel to the Union Pacific main line across southern Idaho. It is also parallel to the Twin Falls Branch, on the South side of the Snake River. The line was built between the years 1909 and 1911 to serve the farmland being opened up by the new irrigation projects. Construction was started by the Minidoka and Southwestern Railroad and completed by the Oregon Short Line after OSL absorbed the M&SW in 1910.

The line was built due to irrigation of the area. The Milner Dam was completed on March 1, 1905, backed by Frank Buhl of Pennsylvania and Peter Kimberly of Chicago, who provided money to build the dam. In 1906 the Twin Falls North Side Land and Water Company was organized by W.S. and J.S. Kuhn to develop the irrigation of the land north of the Snake River under the Carey Act.  Among the towns proposed as part of the irrigation project were Wendell and Jerome. Other proposed towns such as Milner did not survive.

The new farming area needed a railroad in order to prosper, and M&SW made plans to build a line from Rupert to Bliss to profit from transporting the agricultural products. The M&SW line to Twin Falls had been completed in 1905, and the railroad looked at the opportunities for expansion and revised its articles of incorporation to allow construction of the North Side line and other branch lines branch lines. Prior to the construction of the North Side Branch a survey was made by the Oregon Short Line from Rupert northwest to Fuller, east of Bliss, which was expected to be a productive area once irrigation was introduced,[1] but a route to Bliss was ultimately chosen.  The new line crossed the new Idaho Southern Railroad line at Hillsdale.

In March 1908 the railroad reported it that work would begin May 1 on the line from a point on the Twin Falls Branch to Fuller.[2] Grading for the line from Rupert began in September 1909, before the entire right-of-way had been acquired. In October 1909 it was reported that OSL had procured about 2/3 of the right-of-way it needed for the line between Rupert and Bliss.[3] In December 1909 the railroad reported that the line was under construction from Rupert west to Bliss, 72.4 miles.[4] Apparently it was decided that the line would be built west to Bliss, not Fuller, on the OSL mainline. The grading was performed by the Utah Construction Company.[5]

The Corporate History of the Oregon Short Line stated that tracklaying began on July 18, 1910,[6] by M&SW and was in progress when M&SW was conveyed to OSL on October 31, 1910. However, in its annual report the railroad reported that as of June 30, 1910, the railroad had laid track over 5.93 miles of the line from Rupert. At that time grading was in progress on 65.10 miles, and that worky was completed in August 1910. In November 1910 the railroad reported grading was in progress on 1.75 miles,[7] presumably slowed down due to the winter weather.

In June 1911 the railroad announced that construction work had been completed at Wendell and that the line to Jerome would soon be finished and that the line between Rupert and Bliss would be completed and in use by July 4.[8] However, construction fell behind schedule, and as of June 30, 1911, tracks had been laid on 63.78 miles of the 72.78 miles line and another 9.00 miles of grading had been completed.[9] Completion of the line from Rupert to Jerome was not celebrated until August 22, 1911, when a special train took 100 “Jeromettes” to Rupert for the ceremony. Operation of the line from Rupert to Bliss began on December 1, 1911, when the line was officially completed and opened for traffic. [10],[11]

There were rumors in the local newspapers that this line was built to relieve the main line through Shoshone, providing a r route which was 72 miles shorter between Salt Lake City and Boise than the main line,[12] a fact promoted by the backers of line. After the line was built from Rupert to Bliss, supporters hoped the railroad would build a section from a point 20 miles west of Ogden on the Lucin Cutoff in Utah through the Raft River Valley to Rupert. R. B. Reasoner was the locating engineer for the proposed Salt Lake & Idaho Railroad. [13]  However, the land along the line of the proposed Salt Lake & Idaho was not as productive as the farms and ranches along the Twin Falls Branch, and the railroad instead ended up building the Raft River Branch from Burley to Idahome, which was never profitable.

The North Side Branch had one major bridge, across the Malad River at milepost 66, west of Wendell. The original bridge was an 82’ through metal and wood Howe truss bridge built in 1911 on rock abutments. It was replaced in 1921 by a 100’ steel through plate girder bridge, which was removed when that segment of the line was abandoned. There were also minor bridges across the Minidoka Gravity Extension Canal at milepost 18.39 and the North Side Canal at milepost 21.39. These original bridges were replaced with steel through plate girder bridges in 1929 and 1918, respectively. The North Side Canal bridge was originally a frame trestle, replaced by two 60’ through plate girder bridges on concrete abutments and piers.

The branch line was a typical agricultural rail line for many years. In the 1940s and 1950s the line shipped out large quantities of agricultural products. Hazelton alone shipped out up to one million dollars worth of beans, sugar beets, and potatoes. The sugar beets went to the sugar factories at Paul, Nampa, and Twin Falls.[14]

On occasion, such as following a wreck, the main line trains would be routed over the North Side Branch. In the 1930s the North Side Branch was upgraded so that it could be used as a secondary main line between Minidoka and Bliss. However, due to declining traffic, in 1989 the UP petitioned the Interstate Commerce Commission to abandon the 14 miles between Wendell and Bliss. The service had been reduced from twice a week to weekly in the previous fall since there was no traffic over that segment. In the interim the railroad used the line to store boxcars and other rolling stock. The Idaho Public Utilities Commission objected to fast-tracking the proceedings, but permission was received from the ICC in January 1990. The line from Wendell, MP 57.50, west to Bliss, to MP 71.80, a distance of 14.30 miles, was abandoned in 1990. In 1993 the railroad sold the 0.60 miles of line from MP 71.80 to 72.40, at Bliss to the Evans Grain & Elevator Company, which continues to use it the spur for handling grain cars. The 57.30 mile segment from Rupert west to Wendell, MP 0.20 to 57.50, was sold to the Eastern Idaho Railroad in 1993, which continues to operate the line in a prosperous agricultural area.

Passenger Service

Passenger service on the Northside Branch was basic and minimal. The first train schedules showed one mixed train, daily except Sunday, running from Minidoka to Bliss and return. Passengers would board the train at Minidoka after getting off a mainline train, and the connecting train would leave Minidoka for Rupert and the North Side Branch after train to Buhl on the Twin Falls Branch had departed.

1914

The schedule for June 14, 1914, showed the following trains, daily-except-Sunday:

There were station agents at Rupert, Eden, Jerome, Wendell, and Bliss.

This was an unusual schedule, since it required a train crew to run over the line in each direction. This was changed in later years, and the revised schedule allowed one crew to run the train in both directions.

When the trains began running the train crews would stop at Jerome to get coal and water and leave the train there while they performed switching at Jerome. They would then take the train to the station, causing the travelers to wait up to an hour or have to walk along the roadbed. After the residents filed a complaint with PUC, and the commission talked to OSL, and the practice was stopped. [44]

1922

On January 31, 1922, the Oregon Short Line filed an application to reduce the train service on numerous branch lines in southern Idaho. The passenger and freight business had dropped to the point that continued operations were no longer economical, and the railroad was losing money on the trains. One of the reasons was that much of the business was being diverted to trucks and buses. The lines to be affected included the North Side Branch.

Public hearings were held in the affected regions and there were many protests by citizens, cities, towns, villages, commercial clubs, and chambers of commerce. They were held at Jerome on April 7 for the North Side Branch

The hearings brought out that about 80% of the freight and express originating on the branch lines was “through traffic”, and 20% of the passenger traffic was through traffic. There had been a significant dropoff in traffic from 1920 to 1921, as well as from 1921 into 1922.

Revenues for the North Side Branch were as follows:

OSL wanted to discontinue the daily passenger train and replace it with a daily except Sunday mixed train. After public hearings were held, the PUC denied the application on May 27, 1922. The agency did not feel the public should be deprived of the railroad service even though it was not economical and the highways were being subsidized, so that freight and passengers were being diverted from the trains.

1926

The schedule in 1926 showed the train ran daily, as follows:

Note:  Intermediate station stops were at Paul, Budge, Schodde, McHenry, Worthington, Hazelton, Eden, Perrine, Falls City, Barrymore, Jerome, Appleton, Wendell, and Tuttle.

Although a scheduled passenger train ran over the line in the 1920s, a motor car was being used by the Depression years. One of the motor cars was M-64.[45] According to legend, Conductor Miller would call out “All Aboard from the Valley of Paul, through the Garden of Eden, to the Land of Bliss.”

1941

The train schedule on December 21, 1941, was not as convenient to travelers going on the North Side, requiring an earlier departure from Minidoka. A motor car was being used to provide the passenger service.

Train service reverted to mixed train service during World War II.

1950

By 1950 a good paved highway paralleled the tracks.

Mixed train, daily-except-Sunday, Rupert-Bliss

Intermediate station stops at Paul, Hazelton, Eden, Jerome, and Wendell

1952

On February 26, 1952, the railroad applied to the Public Utilities Commission to discontinue mixed trains #465/466 between Rupert and Bliss. The mixed train used a combine car in the 2510-1515 series, built by Pullman in 1912. Half of the car was for mail and express, and the other half had seating for 38 passengers. The car had steam heat, a stove, and water cooler, and separate toilets for men and women. The train usually had a light Pacific 2-6-2 and sometimes a refrigerator or stock car.[46]

The railroad applied to discontinue the service since the mail contract had been lost and the number of passengers had declined, along with the shipments of express, milk, cream, and newspaper. In the first 10 months of 1951 revenue had been $22,747.22, and expenses had been $54,464.33, with train losses of $31,717.11, or $0.82 a mile. The mail revenues had been $12,882.01 in the first 10 months of 1951. No protests were filed and permission to discontinue the train was received on April 15, 1952.[47]

After the ending of the scheduled train service in the early 1950s a passenger could ride a mixed train from Minidoka to Rupert and transfer to a Greyhound Line bus to reach towns on the North Side line. This service was provided until the mixed train on the Twin Falls Branch was discontinued in early 1970. The schedule for 1954 showed the train/bus connection, with significantly fewer stops on the route. The Overland Greyhound Lines bus route also went through Twin Falls and Buhl. Essentially a dedicated passenger would have to ride the Buhl train 49 to Rupert, arriving at 6:05 AM, and from there catch a bus to Bliss, leaving at 12:30 PM. The returning bus bypassed Filer and Buhl, although it took longer.

Mixed train, daily, Minidoka-Rupert; daily Northern Greyhound bus Rupert-Bliss

Intermediate station stops at Burley, Twin Falls, Filer, and Buhl

1964

The schedule in 1964 was:

Stations

The stations along the line in 1930 were as listed below. Many of these stations were abandoned over the years.

Rupert (MP 0)

Travers  (MP 3.5)

Paul Sugar Factory - Spur (MP 4.2)

Paul (MP 5.9)

Budge (MP 7.9)

Schodde (MP 15.9)

McHenry (MP 19.8)

Worthington- Spur (MP 22.0)

Hazelton (MP 24)

Eden (MP 29)

Perrine (MP 34.8)

Falls City (MP 42)

Barrymore (MP 43)

Snyder – Spur (MP 47.0)

Jerome (MP 48)

Appleton MP 52.9)

Wendell (MP 57)

Tuttle (MP 67)

Bliss (MP 73)

Station Summaries

Rupert (MP 0): The North Side Branch left the Twin Falls Branch at Rupert, on the Twin Falls Branch.

Travers (MP 3.5): This siding was named for William Travers, OSL Division Engineer.

Paul (MP 6): Paul was named for Charles H. Paul, an engineer who worked for the U.S. Reclamation Service when the Minidoka Irrigation Project was being built. The townsite was laid out by the Bureau of Reclamation by the Minidoka Irrigation Project. and established in 1905. The first homesteaders arrived in 1904, but irrigation water wasn’t available until 1907.[15] The post office was opened in 1913. A sugar factory opened here in 1917, closed in 1925, and reopened in 1936, and was again closed. There was also a Kraft cheese factory at Paul. The population of Paul in 1938 was 400, in 2000 it was 973, and in 2023 it was 1725.

The ICC Valuation shows that Paul had a one story passenger and freight depot, 9’ x 40’, although the date of construction was not listed. It was presumably erected when, or shortly after, the North Side Branch was built. It was later replaced with a larger two story depot, 23' x 88', with living quarters for the station agent on the second floor. The depot was between 5^th and 6^th streets, on the north side of the tracks. The waiting room was on the west end, with the ticket office in the center, and the baggage and freight room on the east end. The IPUC granted the Union Pacific authority to close the Paul agency on September 5, 1968,[16] and the depot was retired and sold to a local farmer in January 1969. It was moved away from the tracks and has been converted into a private residence at 110 W 440 N in Rupert, Idaho.

In 1930 Paul had three stockpens and two additional pens for sheep or hogs. It had one double deck loading chute and a capacity of fifteen cattle or horses or 48 sheep or hogs in the immediate loading dock. Water was available. The sugar factory also had one stockpen with one single deck loading chute, and a capacity of five head of livestock in the immediate loading deck. In 1936 the livestock facilities were unchanged. There was a capacity of 63 head of livestock in the immediate loading decks, and water was available.[17]  In 1951 there were five stockpens with an additional two pens for sheep or hogs, and one double deck loading chute. The immediate loading deck had a capacity of fifteen cattle or horses or 85 sheep or hogs. Water, lights, scales, and a truck chute were available.

Budge (MP 7.9): This siding was named for Judge Alfred Budge, Justice of the Idaho Supreme Court.

Schodde (MP 15.9): This siding was named for Henry Schodde, a local stockman. In 1951 Schodde had a truck chute for livestock shipments.

McHenry (MP 19.8): This siding as named for Charles W. McHenry, a local farmer.

Worthington (MP 22.0): This station was named for James Worthington, a local farmer. The bridge near Worthington went across the North Side Canal and was replaced in 1918 with two 60’ through plate girders on concrete pier and abutments, replacing the original frame bridge. [18]

Hazelton (MP 24): The town was named for Hazel Barlow, daughter of J.B. Barlow, who founded the town. The new settlement was the direct result of the Carey Act, which opened up for irrigation and agriculture. Hazelton was first settled in 1905 and the town was founded in 1911 and incorporated in 1914.[19] The 1938 population was 429 and in 2023 it was 813.

The townsite was laid out by Hazelton Lumber, owned by Frank Chittenden of Ripon Wisconsin.[20] The men who worked on the canal stayed in a large hotel at Hazelton.[21] Although Idaho Southern Railroad ran through Hazelton for several years, the railroad went out of business, leaving the North Side Branch to serve the village.

The first depot at Hazelton was a boxcar, which had no seats for waiting passengers and it was not heated. As a result there was a complaint to the Public Utilities Commission of the State of Idaho in December 1913. The PUC discussed the matter with OSL officials and the OSL committed to installing a depot building as soon as the weather permitted. [22] In 1914 the railroad then built a one story 27' x 38' passenger and freight depot on Railroad Street between Howard Avenue and Brooks Avenue. The waiting room was on the east end, the ticket office in the center, and the freight and baggage room on the west end. The second floor had the living quarters for the agent. Permission to close the agency was received from the IPUC on June 7, 1972. [23] What appears to be the depot is located across the street from the tracks on Railroad Street.

Hazelton also had stockyards, built in 1911. In 1930 there were two stockpens with one single deck loading chute and a capacity of ten head of livestock in the immediate loading deck. Water was available by 1936. There was a capacity of twelve head of livestock in the immediate loading deck, and water was available.[24]  The stockyard facilities were unchanged in 1951.

Eden (MP 29): The townsite was laid out in 1905 and settlement began in 1907 with the arrival of the railroad. Originally known as Hillsdale, in 1910 the name was changed to Eden in in the Bible since the fertile land in the surrounding valley made residents think of the Garden of Eden. Another source states the name may have been given by an unknown senator. The post office was opened in 1912 and the village incorporated in 1918.[25] The 1938 population was 409 and in 2023 it was 402.

Eden had a two story 27' x 38' passenger and freight depot with a 24' x 46' one story wing, built in 1912. Eden also had a 12' x 20' pump house, a 24' diameter by 16' high wood water tank on a wood tower, and a 404' deep well, all built in 1912. The PUC authorized the UP to close the agency on June 28, 1962.[26] After the railroad closed the agency and the depot closed the building depot was reportedly moved to a farm to the north of town.[27]

In 1930 Eden had a 50,000 gallon water tank supplied by a 50 gpm gas pump from a deep well, with an auxiliary 176 gpm electric pump. By 1951 the 50 gpm gas pump had been retired. Only the foundation for the water tank remains, although the siding tracks remain in use for deliveries of feedstock.

The stockyard was built in 1911. In 1930 Eden had four stockpens and one single deck loading chute, with a capacity of 35 head of livestock in the immediate loading deck. Water and scales were available. In 1936 the stockyard was unchanged, but there was a capacity of 48 head of livestock in the immediate loading decks, and water and scales were available. [28] In 1951 Eden had four stockpens with one double deck loading chute and a capacity of 48 head of livestock in the immediate loading deck. Water, lights, and private scales were available.

Perrine (MP 34.8): This station was named for Ira B. Perrine, who promoted and developed the North Side irrigation district.

Falls City (MP 42): The station was probably named for the nearby Pillar Falls. It had a post office from 1909 through 1916.

In 1912 there was a shelter for passengers, built from an old carbody. In 1951 Falls City had two stockpens with one single deck loading chute and a capacity of six head of livestock in the immediate loading deck.

Barrymore (MP 43): The town was named for the actress Ethel Barrymore at the suggestion of I.B. Perrine. It was originally to be named Manson, for Oregon Short Line general superintendent E.C. Manson, who owned 40 acres of land a mile south of the new town. The name of Barrymore was used starting in 1910.[29] Barrymore had a 6’ x 8’ passenger shelter, built in 1912.

Snyder (MP 44.6): This was a spur track named for W.L. Snyder, who had a potato cellar served by this track.

Jerome (MP 48): The town was reportedly named for Jerome Kuhn, the third son of W.S. Kuhn[30], who financed the North Side Irrigation Project with with I.B. Perrine and S.B. Milner. It is also possible it was named for Jerome Hill, the grandfather of Jerome Kuhn, or his son, Jerome H. Kuhn, Jr. They were all associated with the Pittsburgh banking firm which backed the irrigation projects and water-generated electrical systems under the Carey Act. Construction of this 150,000 acre north side irrigation project began in the late winter of 1907 and water was began flowing into the irrigation system on April 1, 1909. After numerous financial difficulties the North Side Development Company became today’s North Side Canal Company.[31]

The Twin Falls North Side Investment Company developed the townsite, platting it in 1907 and providing a deep well, water system, post office, electricity and telephone service, at a time when development of the North Side Project was in progress.  Thousands arrived for the land drawing held on September 30, 1907. The land for the townsite was auctioned off by I.B. Perrine from his stagecoach, while the farmland was auctioned off the following day. Land was set aside for city parks and churches, at no cost.

Jerome was incorporated in 1909[32] and it became the Jerome County seat in 1919. In 1910 the population was 970 and in 1918 about 1200. [33] The population in 1938 was 1976 and in 2023 it was 13,135.

Jerome had a two story 30' x 30' passenger and freight depot with one story wings 30' x 47' and 30' x 41'. It was built in 1912. There were also a 1-1/2 story 24' x 32'section house, a bunk house, ice house, and other associated buildings. Jerome also had a 12' x 16' pump house, a 24' diameter by 16' high wood water tank on a wood tower, and a 326' deep well, all built in 1912. A pumper’s house was built in 1912, consisting of a carbody and lean-to, 8’ x 16’ and 5’ x 14’ with a cellar.

In 1930 Jerome had a wye to turn locomotives.  There was also a 150 ton Snow Balanced bucket coaling station, built in 1912, which was in use in 1930. A new well and pumping facilities were added in 1925.[34]  The 50,000 gallon water tank was supplied by a 50 gpm gas pump from a deep well and an auxiliary 175 gpm electric pump.  By 1951 the 60 gpm pump had been retired. In 1951 the coaling station was still in service, although it was soon retired.

There were minor issues associated the location of the OSL depot, since Idaho Southern already had a depot in town, along with various spur tracks. The IS depot was at the corner of South Birch Street and West Avenue B. A suitable location was worked out between OSL officials and the town businessmen, headed by William A. Peters. In the interim station agent Frank Avery lived in a boxcar while the depot was built. [35] The IS line was never extended east to Milner, as originally planned and it ended operations in 1916.

In 1920 the Jerome Retail Merchants’ Association complained to the Public Utilities Commission of the State of Idaho that the Jerome depot was about one mile from the center of town, and that this caused an inconvenience to the residents. There was a spur track which went to within 1300’ of the business district, and they wanted the PUC to direct the railroad to put a passenger and freight depot closer to the center of town.[36] There were apparently some meetings between the railroad and the association, and the railroad agreed to change the methods of handling the freight, and the complaint was dismissed.[37]

The UP petitioned the Idaho Public Utilities Commission to dualize the Wendell and Jerome agencies, and approval was received on January 18, 1967. The Jerome-Wendell agencies were dualized effective April 1, 1967. On January 31, 1968, UP requested permission from PUC to close the agencies at Kimberly, Filer, Buhl, and Jerome.[38]

After depot was closed it was purchased by the city for $1 and on February 16 and 17, 1978, it was moved away from the tracks at a cost of $10,000. The building had to be cut in half when it was moved up Main Street to Buchanan and then north onto a foundation between the post office and tennis courts. It was refurbished to become the Senior Citizen Center until a city bond election authorized a new, more modern facility. The Jerome County Historical Society, which had been in Pioneer Hall, needed to expand, and they were able to rent the former depot for $1 a year. Located at 212 First East, it holds the museum exhibits.[39]

The stockyard was built in 1911. In 1930 Jerome had four stockpens with one double deck loading chute, and a capacity of sixteen head of livestock in the immediate loading deck. Water and scales were available. In 1936 the stockyard was the same, but the immediate loading deck had a capacity of 22 head of livestock. Water and scales were available. [40] In 1951 Jerome had four stockpens with one double deck loading chute and a capacity of sixteen head of livestock in the immediate loading deck.  Water, light, truck chute, and private scales were available.

Appleton (MP 52.9): This siding was named for the apples raised in the area. No stock facilities were listed in the 1930s, but in 1951 Appleton had one single deck loading chute.

Wendell (MP 57): The townsite was established in 1907 and the post office opened the following year. The town was named for Wendel Kuhn, the eldest son of W.S. Kuhn, who financed the North Side Irrigation project. At some point in time the spelling was changed to “Wendell,” adding the second ‘l’. In 1910, when it was incorporated, the population was 482 and in 1918 about 600.[41] The population in 1938 was 886, and in 2023 it was 3010.

The railroad had reached Wendell by June 1911 and a celebration held on June 11. Wendell had a two story , 30' x 30' freight and passenger depot with wings 30' x 47' and 30' x 41', built in 1912. The depot was located between F and G avenues and Shoshone and Idaho. There were also a 1-1/2 story section house 24' x 32', an ice house, and other associated buildings.

The UP petitioned the IPUC to dualize the Wendell and Jerome agencies, and approval was received on January 18, 1967. The Jerome-Wendell agencies were dualized effective April 1, 1967.

The stockyard was built in 1911. In 1930 Wendell had two stockpens with two double deck loading chutes and a capacity of 17 head of livestock in the immediate loading deck. Water and scales were available. In 1936 there were three stockpens and two double deck loading chutes, with a capacity of seventeen head of livestock in the immediate loading deck. Water was available. [42] In 1951 Wendell had two stockpens with two double deck loading chutes and a capacity of 17 head of livestock in the immediate loading deck. Water and private scales were available.

Tuttle (MP 67): Tuttle was named for C.I. Tuttle, Assistant General Freight Agent for the Oregon Short Line. Another source states it was named for Daniel S. Tuttle, an Episcopalian missionary in Idaho from 1867 to 1886. It was a shipping point for the nearby Hagerman Valley. The post office was established in 1905.

The station had a 10' x 12' shelter built in 1915. In 1921 the residents of Tuttle petitioned the Public Utilities Commission of the State of Idaho to require the OSL to build a depot and freight house and to maintain an agency there. In response the railroad agreed to keep the shelter cleaner and provide better service, and it was agreed that an agent was not required.[43]

In 1930 Tuttle had one stockpen with one double deck loading chute and a capacity of four head of livestock in the immediate loading deck. No stock facilities were listed in 1936 or 1951.

Bliss (MP 73): The North Side Branch joined the Second Subdivision at Bliss.

Profile

The North Side line was relatively flat, dropping only 900 feet in the 83 miles.

Cost Estimate

The Oregon Short Line Railroad Company prepared a cost estimate for the construction of the North Side Branch from Rupert to Bliss. The estimate was not dated, but may have been prepared after the construction of the line. The line was originally laid with used 72# rail rolled in 1898.[48]

Length of Main Track – 72.78 miles

Length of Side Track – 7.67 miles

Maximum grade ascending – 0.80%

Maximum grade descending – 0.80%

Total ascents – 247’

Total descents – 1140

Steel bridges – (1) 90’

Pile and Frame trestles – (22) 1290 linear feet

Engineering - $47,000.00

Right of Way - $75,000.00

Grading – $422.240.00

Bridges, Trestles, etc. - $36,630.00

Ties - $218,965.00

Rails - $265,500.00

Frogs and Switches - $7,809.00

Track Fastenings - $52,577.00

Tracklaying and Surfacing - $101,200.00

Fencing right of way - $33,180.00

Crossings, signs, etc. - $2,000.00

Telegraph Line - $16,380.00

Station Buildings - $23,250.00

Water Stations - $23,320.00

Fuel Stations - $1,200.00

Miscellaneous Structures - $16,970.00

General Expense - $5,000.00

Total cost - $1,348.221.00

Average cost per mile - $18,524.60

Cross ties were untreated, at $.95 each, 225,500 ties. Switch ties and bridge ties separate.

Second Hand 70# steel rail was used.

144 Cattle guards at $55.00

Water Stations:

Water Tanks – 4 @ $2800.00 each

Pump Houses, Pipe Lines, etc. – 4 @ $2500.00

Contingencies - $2100.00

Total - $23,320.00

Fuel Stations:

Coaling Platform – 1 @ $1200.00

Stations Buildings:

Passenger Depots – 5 @ $3000.00

Freight Depots – 1 @ $2500.00

Combination coal houses – 5 @ $125.00

Water Supply at Stations - $3,000.00

Contingencies - $2,1125.00

Total - $23,250.00

Miscellaneous Structures:

Section Houses - 5 @ $1500.00

Jap Houses – 4 @ $500.00

Combination coal houses – 9 @ $50.00

Tool Houses – 8 @ $125.00

Stock yards – 4 @ $1200.00

Contingencies - $1,545.00

Total - $16,980.00

End Notes

[1] Railroad Age Gazette, January 1, 1909, p. 36