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Summer of Steam Part III: Sierra Railroad Iron Horse Roundup, Golden Sunset Dinner Train and Others 8/30-9/1/2002

8/30/2002 The Sierra Railroad was hosting their second Iron Horse Roundup and I received tickets via the telephone. Since the Yosemite Mountain Sugar Pine Railroad and Railtown 1897 are in somewhat close proximity, I arranged to visit and ride each of them.

Leaving at the very early hour of 4:15 AM, I drove from Santa Ana driving north on Interstate 5 to California Highway 99. I stopped for petrol and a snack of Ding Dongs at Selma before continuing north from Fresno on California Highway 41 to just south of Fish Camp.

The Yosemite Mountain Sugar Pine Railroad is a historic three foot narrow gauge railroad with two operating steam train locomotives located near Fish Camp, California, in the Sierra National Forest near the southern entrance to Yosemite National Park. Rudy Stauffer organized the YMSPRR in 1961, utilizing historic railroad track, rolling stock and locomotives to construct a tourist line along the historic route of the Madera Sugar Pine Lumber Company. Service began with the purchase of three-truck Shay locomotive 10 from the West Side Lumber Company railway of Tuolumne, California. Built in 1928, 10 was recognized as the largest narrow gauge Shay locomotive and one of the last constructed.

After his retirement in 1981, Rudy Stauffer was succeeded by his son, Max, as the railroad's owner and operator. In 1986, the YMSPRR purchased Shay No. 15 also a former West Side Lumber Company locomotive from the West Side & Cherry Valley Railroad tourist line in Tuolumne. The two steam locomotives operate daily during the summer months, while the railroad's Model A "Jenny" railcars, capable of carrying about a dozen passengers, typically handle operations during the off-season.

The current railroad follows a portion of grade originally carved into the mountain by the Madera Sugar Pine Lumber Company in the early 20th century. The company originated in 1874, when it was organized as the California Lumber Company to log the area surrounding Oakhurst, California. The Madera Sugar Pine Lumber Company once had a large sawmill at Sugar Pine, California, just south of the current YMSPRR. The railroad had seven locomotives, over 100 log cars and 140 miles of track in the surrounding mountains. In addition to the railroad, the Company also transported lumber in a flume that stretched 54 miles from Sugar Pine to Madera, California. This was the most efficient way to transport rough cut lumber out of the mountains for finishing and transport at the bottom of the mountain. The Madera Sugar Pine Lumber Company practiced clearcutting, which removed almost every single tree within the stands of timber surrounding the YMSPRR track. The thick forest surrounding YMSPRR today belies this history, although large stumps from the original old growth timber dot the forest floor lining the tracks. Due to the onset of the Great Depression and a lack of trees, the operation closed in 1931. But the graded right-of-way through the forest remained, enabling the Stauffer family to reconstruct a portion of the line in 1961. The current railroad utilizes locomotives, converted log disconnect cars, and other railroad equipment purchased from the West Side Lumber Company after it ceased railroad operations in 1961.

Yosemite Mountain Sugar Pine 3 truck shay 10, ex. Fiberboard Paper Products 10 1965, exx. Pickering Lumber 10 1958, exxx. West Side Lumber Company 10 1934, nee Pickering Lumber Company 10, built by Lima in 1928.

Arriving at 9:15 AM, I met David Vorous, the conductor for the day then bought a ticket for both the railcar and steam trips. Our conductor let the eight riders board and put me in the front seat with him then placed the safety chains on the railcar and started the 1928 Model A before we reversed down the grade. David rang the bell at the grade crossing and we passed more equipment on the siding, all of which used to belong to Westside Lumber Company and was brought here by truck.

The tracks we were riding on were relaid on the grade of the Madera Sugar Pine Company, which operated trains from 1899 to 1931 on miles of narrow gauge track. Nearly one-and-a-half billion board feet of lumber were harvested from the forest and five wood-burning Shay locomotives hauled the log trains to the mill over an extensive network of tracks. To get the logs down to the finishing mill in Madera where they would be cut into lumber, a 69-mile long flume, the world's longest, was used.

We stopped briefly at a gap in the tress so David could point out Mount Raymond. At one time, the lumber company had clear cut from here all the way over to the peak and nature has since restored the forest. Nature is so incredible! We proceeded down the four percent grade starting by passing a grove of Incense Cedar. Cedar trees can grow almost anywhere here easily but pines need a more controlled environment. We travelled around a horseshoe curve which took Chinese labourers two years to remove the materials deposited on the inside of the curve with picks and shovels then passed a grove of bracken ferns and white ferns with their flat needles. The two kinds of pine trees here are the Sugar Pine and Ponderosa Pine. Oak seedlings were located along the tracks where the sun hits the grades and all of these trees were very important to the Native Americans, who had a use for each. We came to a forest service road which used to be a railroad grade; tracks were put out into the forest, the lumber was harvested then the tracks were pulled up, leaving only the abandoned grades, which the US Forest Service loves to use as roads.

We passed Manzanita and bear clover growing along the tracks as we continued to descend to the bottom of Lewis Creek and at the North Fork, the railcar started up a twelve percent grade then we came to the switch for the turn- around loop and rounded it to the back and stopped. We detrained for five minutes in this picnic area which has a stage for sing-alongs during their evening barbecue trains. During the layover, the advantages of thinning out the forest and the dead ground cover was explained, so if there was a fire, the heat would not be as intense so the fire would not cause as much damage. The red-tailed birds were also busily singing away. People can take the first train down to enjoy some peace and quiet or to picnic. The railcar makes the four-mile round trip in thirty minutes, while the steam train makes the same trip in over an hour. I enjoyed the railcar's climb back up the four percent grade to the station.

Once back at the depot, Yosemite Mountain Sugar Pine 10 pulled out of the engine house then reversed to the train. After a quick hot dog, chips and a Coca-Cola for an early lunch, it was time to board the steam train and I rode in an open car on a log bench. The shay descended slowly and I enjoyed the sounds of this working locomotive, as well as watching the gears turn. Riding the railcar earlier allowed me to totally enjoy the trip. Once we reached the loop, the shay worked the twelve percent grade with ease and during our layover at the bottom, David and I walked down the tracks to the switch at the end of the loop and on the way back to the train, we found bear droppings a few days old. The shay put on quite a show on the four percent grade back to the depot and after such an enjoyable experience, I think this is an excursion that everyone who loves steam trains should take. I said my goodbyes to David, thanking him for a great morning of narrow gauge train riding.

I took the direct route to Oakdale by continuing on California 41 north to the south entrance of Yosemite National Park where I had to pay twenty dollars to cut through the park. I did not just drive through, as I stopped for pictures on my way through; the south tunnel viewpoint was outstanding. I found it strange that at midday, the park was almost empty. However, as I drove California Highway 120 to Oakdale, many cars were en route to the park for the the Labour Day Weekend. I took the old steep grade near Moccasin which reminded me of driving in the Tehachapi Mountains. At Chinese, there was a Sierra steam locomotive on the house track then I made my way to the Best Western in Oakdale and after checking in, drove to the Sierra Railroad shops to see their collection of engines before going to KFC/A&W where I had a little of both before relaxing for the rest of the day.

It was still dark when I left the hotel and found a doughnut shop for breakfast. Driving through the empty streets of Oakdale was a big change from yesterday. The only steam engine present was the Quincy 2-6-2T 2, built by American Locomotive Company in 1924, which would follow our diesel-pulled train with Sierra GP9 46 to MP 8.5 where Quincy 2 would take on water. Our train had two former Long Island Railroad commuter coaches with open windows, the lounge and one of the table cars from the Golden Sunset Dinner train.

We departed at 7:20 AM with twenty-seven riders and I was in coach 2893, riding with Rich Webster from San Bernardino, an former Santa Fe employee, and we talked most of the trip out. This was all new trackage as I had only ridden on the Sierra Railroad from Jamestown west to Chinese and east to the Granite Spur. The train slowly passed the Golden Sunset Dinner Train trainset before curving by the railroad's shops then escaped from Oakdale into the ranch land with orchards. It was fun listening to the horn of our train then minutes later, Quincy 2 whistled as it was following us out to MP 8.5. We reached the slightly rolling hills with cattle and horses running away from the train then climbed Sand Hill and made our way to Warnersville Road, where we detrained at the airport. Off to the right were parts of locomotive car bodies and traction motors. When Quincy 2 arrived, it was watered and off to the east, we heard a whistle and moments later, everyone saw the Sierra 2-8-0 28, steaming towards us alone.

Sierra 28 stopped then Quincy 2 reversed our train east and stopped as I walked out into a field to a culvert and a few minutes later, Quincy 2 performed a very smokey photo runby bringing happiness to all.

This was followed by the passing of Sierra 28 on a photo runby. Both engines then reversed, Sierra 28 by us and Quincy 2 and train to the grade crossing where we re-boarded and continued to Folgarty Road, where Quincy 2 performed another very smokey runby on a curve then we proceeded straight back to Oakdale so as not to delay any of the day's other train movements. I enjoyed the sounds of Quincy 2 working its way back to Oakdale through the open windows of our car and our train almost hit a dog. A few chasers were out and I feel they should have bought a ticket for better light than they were getting on our westbound journey. We arrived at Oakdale at 9:50 AM, ending my first steam trip on the western end of the Sierra Railroad.

The Sierra Railway served the West Side Lumber Company mill at Tuolumne, as well as the Pickering Lumber Company, in Standard, California. The West Side operated an extensive 3 foot narrow gauge logging railroad in the Sierra Nevada range. It operated into the 1960s, and was the last of the narrow-gauge logging railways operating in the American West. The Pickering Lumber Company operated an extensive logging railroad that extended northeast of Standard all the way north to what is now the South Grove of Big Trees State Park. In addition to seasonal steam and diesel-powered train rides, the Railtown experience includes tours of the locomotive roundhouse originally built in 1910, the machine shop, and related exhibits. Movie paraphernalia used in filming train sequences is on display. Volunteer opportunities are available to help preserve and educate the public about the park. Duties include giving tours of the roundhouse as well as delivering speeches about the locomotives and the surrounding areas while on a short train-ride tour. Since 1929, when The Virginian was filmed with the Sierra 3, the Sierra Railway properties have been a major resource to the motion picture industry. Over 200 movies, television shows and commercials have featured Railtown and its trains. Sierra's tracks, locomotives and cars have long been seen on the silver screen; film credits include Go West with the Marx Brothers, High Noon with Gary Cooper and Grace Kelly, 3:10 To Yuma (1957) featured 3 in the end of the movie, as well as Back to the Future Part III with Michael J. Fox and Christopher Lloyd. Television programs that regularly used the Sierra property include Wild, Wild West, Iron Horse, Tales of Wells Fargo, and perhaps most famously, Petticoat Junction. The Sierra 3 locomotive and Sierra's coach 5 were the Hooterville Cannonball. Locomotive No. 3 was also used in numerous episodes of Little House on the Prairie.

My Visit

I went back to the Best Western, checked out and drove up to Jamestown. With Sierra 28 in Oakdale, I wondered what might be pulling the train there and upon arrival, found Sierra Railway MRS-1 613, ex. United States Navy 65-00613, nee United States Army B-2058, built by American Locomotive Company in 1953. If the name is 'Sierra Railway', it is state-owned here in Jamestown, but if the name is 'Sierra Railroad', then it is the private company down in Oakdale.

I bought a ticket to Rock Spur 3.5 miles west of Jamestown and since I had already ridden this line before, I was just going to sit back and ride. We departed and past the newly-rebuilt water tank complete with a roof. Gone was the old water tank from "Petticoat Junction" fame. The commentary was interesting and in time, we came to the Rock Spur where first, the trailing water speeder came by, which is required to operate during very dry conditions such as these, since fire danger was extreme today. Next, 613 ran around the train to pull us back to Jamestown and on the return trip, I was so relaxed that I almost fell asleep, but the locomotive's loud horn brought me back to reality. I detrained, bought an ice cream sundae at the social event that was occurring before walking out to the turntable. After I changed clothes, I drove back to Oakdale and filled the car before returning to the Roundup.

Iron Horse Roundup Part II 8/31/2002

With nothing to do until 5:30 PM, I took two more train rides. When the 11:30 train returned, it had both Quincy 2 and Sierra 28 double-headed. For the 1:00 PM train, only Quincy 2 would be following us out to MP 5.2 and I rode in the former Long Island coach 2803 and had a nice breeze coming in through the open window. As I was on a nice relaxing trip, I thought back to the last 2,782 days of my sobriety and of all I had accomplished during that time. Thank God I gave up drinking when I did so I could enjoy life so much more fully now. If I was still drinking, I would have either been dead by now or back at home passed out on another Saturday. Instead, I was watching a western holdup at MP 5.2 complete with a safe box full of money being blown up, which occurred while Quincy 2 was coupling to our train.

On the return trip, I rode the former Southern Pacific commuter gallery car which had been rebuilt into a table car. It has a galley in the middle, ceiling fans above the booth seating, a beverage station, restroom at each end and large windows complete with cloth blinds. It rode very smooth and I enjoyed my ride back to Oakdale.

For the 2:30 PM train, I was allowed to stay on board and rode the lounge car for a repeat of the last trip. This car came from the Crooked River Dinner Train and I wondered how often I had ridden in every car on the same train, thinking this was a first. I met up with Rick again, and this time, with his wife Eunice. The lounge car was crowded with people buying drinks trying to cool off and I sat on the south side of the train so I had ridden both sides equally. The line for service stretched halfway through the car and I did some interesting people-watching from the end of my "U" booth seat, with the little children being quite entertaining. We came to Milepost 5.2 and you guessed it, another robbery with a little different twist, the Army saved the day this time. The only other change was that Sierra 28 was on the point. I had a nice conversation with Conductor Dick for most of the ride back.

I detrained and photographed both steam engines in perfect light then wanting to escape the heat, I ventured to the Hershey Store, as the company has a large plant in town and walked over to the closed Cowboy Museum in the restored Souther Pacific depot before returning to the Roundup grounds to sit up Union Pacific GP38-2 378. Sitting in the engineer's seat brought back a flood of memories of running one of these on a Bosques de Chihuahua trip with Let's Travel Tours. Every control was instinct to me. If I had the reverse lever, I could have run it, but of course, only if I had permission.

I went into the Sierra depot to relax after calling home and going to the bank. I also bought a USA Today, since I did not pick up one on Friday, and found an excellent interview with David Gunn, Amtrak's president.

Golden Sunset Dinner Train 8/31/2002

The dinner train before everyone boarded, which consisted of Sierra GP9 48, power car, table car "Yosemite Valley", half dome, "El Capitan" and Sierra GP20 50. I was seated in "Yosemite Valley", a home-built table car from another of the former Long Island commuter cars. Only the circular window in the doors gave away the origins of this beautiful wooden interior car. It used to carry hundreds of commuters to and from work and now only happy dinner train passengers. We departed at 6:44 PM and I was seated with Michael from Carmel and Wayne from Melbourne, Florida, who is was a large fan of the Sierra Railroad which he models.

Our meal started with shishkebob chicken, cheese and layered rolled-up meats. The three of us spotted where the Atlas Branch once left the Sierra's mainline. Next came the French Onion soup and bread was already on the table, which I enjoyed. We came to Warnersville Road and once passed that, I was back on new trackage and by this point, the sun had set and Venus shone bright in the western sky. The salads came next but since I am not a salad eater, I passed on that.

We passed through Paulsville where our route turned east then when it grew dark enough, the floodlight under the car turned on, lighting up the outside the train. Michael told us about John Allen, who pioneered or developed several aspects of the hobby on his HO scale Gorre & Daphetid model railroad in Monterey, and what happened to it. The name is a play on words "Gory and Defeated". Michael was once invited to it and it was the most interesting model railroad story I had heard. We passed the turkey barns with hundreds of those creatures inside and Michael explained why they had to have rooves on the building. If there was no roof and it rained, the turkeys would turn their necks up and try to drink, but would not close their mouths and would drown standing up. I used the example of the cow and the three of us all had a good laugh.

We arrived at Warnersville and would be served the main course after our layover, so it would not get cold sitting on the table while the passengers detrained. The smokers all get their habits fixed and I star-gazed on this late summer's night. What a beautiful star-filled night sky! At 9:00 PM, we started the journey back to Oakdale as my prime rib arrived and I enjoyed my meal thoroughly, along with the excellent conversation. For dessert, we had an apple cobbler which I sampled and enjoyed each other's company all the way back, where I was the first passenger off the train. I said goodnight to Dick and the rest of the crew before I returning to my car and driving to Motel 6 in Turlock for the night.

To Home 9/1/2002

After checking out and going to McDonald's for breakfast, I drove California 99 south towards home, stopping twice for petrol in Fresno and Bakersfield and had good Union Pacific freight action on my drive down the San Joaquin Valley. Interstate 5 was taken the rest of the way home and I returned to a very hot and humid Southern California, battling traffic from south Los Angeles to Orange County and then an easy drive the rest of the way home, ending a most interesting summer of steam.

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