I've been a model railroader and railfan for well over 60 years now. My interests lie in the steam era and the early diesel era. My modeling has been in HO, but I do have a closet interest in Fn3 :-)
It's been a number of years since I've done any layout construction, and the new Louisiana Central pike under construction is by far my most ambitious effort. Follow along with me on this new adventure of the Louisiana Central.
The photographs that I’ve posted over the last couple months were made during the trip Ron Findley and I had taken in May of 1989. Since I’ve been featuring images of shortlines mostly in Arkansas, I thought I’d post one additional Arkansas image that Ron had in his collection (though not from our trip together).
Ron’s grandparents lived in southern Arkansas, so he had an affinity for anything railroad in that area. Featured here is one of the three GE 70 ton diesel locomotives that the Prescott & Northwestern Railroad had in its possession at one time, the #25. I really liked this composition, so decided to feature it today. The scene is at the Potlatch Mill in Prescott, Arkansas.
The PNW #25 was purchased from the Sacramento Northern, their #202. It had been built in July, 1956. It was powered by a Cooper-Bessemer FWL-6T engine, a very late model unit with 720 horsepower.
This is likely a duplicate slide that Ron had in his collection. Unfortunately the photographer and photo date weren’t noted. I’m speculating that the photograph was recorded sometime in the 1970s or later based on those huge Missouri Pacific wood-chip hoppers.
The El Dorado & Wesson Railway (reporting marks EDW) is a shortline rail carrier in the state of Arkansas. Its present line runs 5.5 miles from El Dorado, Arkansas to Newell, Arkansas. It was a Sunday in May of 1989, the day after Ron and I had visited the five short line railroads reported on previously. We headed up to Reader, Arkansas early that morning to check out the “new” Reader Railroad. After having toured the property and taken the round trip journey on the train, we headed back down to the south. We decided to ferret out the El Dorado & Wesson Railway down in El Dorado to see what they had to offer.
Arriving in El Dorado, we found the railroad’s engine house. And inside was the company’s roster: three Alco S2 switchers. The railroad was obviously shut down for the day, and not a soul was in sight. Frankly, there wasn’t much to see. But the fact that the railroad had three locomotives to handle a train for under 6 miles suggests that they had ample traffic and perhaps some stiff grades. Due to the high security gates, Ron recorded his views from the outside.
El Dorado & Wesson Railway Company Alco switching locomotives in the engine house in El Dorado, Arkansas. These are all Alco S2 locomotives. Note the 3rd locomotive in the shadows. Unfortunately Ron didn’t record the numbers on these two units, and I have no notes either. But read on below.
The E&W purchased these three locomotives from the Kentucky & Tennessee Railroad in 1987, their numbers 101, 103, and 104. The E&W didn’t repaint them — merely re-lettered them for the E&W.
We circled around to the other end of the building to inspect the 3rd locomotive, another Alco S2.
El Dorado & Wesson Railway Company S2 diesel #24 in the engine house in El Dorado, Arkansas.
All three locomotives looked pretty spiffy in their white paint. Regarding their numbers, I am quite certain that the two locos in the first photo are numbered 22 and 23. I have seen other photos of numbers 22 and 24, but nothing of the 3rd unit. I am speculating as its number being 23 based on former units on the roster. Units numbered between 18 and 21 (all Alcos) were painted green. Later units 25 and 26 are EMD SW switchers, and are painted green. That leaves only 23 “unaccounted for”, hence my assumption.
Again, today I’m continuing the series of the road trip that Ron Findley and I were taking back in May of 1989. It was a Saturday, and we had already visited several rail lines that morning. The fifth and final stop in our journey that day was in Fordyce, Arkansas. Our goal was the Transitank Car Corporation which was purported to have a small diesel switcher. As I figure, this company did railroad tank car repair and maintenance. We managed to find the locomotive buried between some cars off in the woods.
The Transitank Car Corp. center-cab switcher seen in Fordyce, Ark. I believe it to be an H.K. Porter 45 or 50 tonner, 300 hp, with two 4-wheel trucks, each with a single traction motor using side rods to transmit power to the 2nd axle. I suspect she had a mishap at some point as there appears to be a slight bend in the chassis and some damage at the hood end.
Leaving Fordyce, we drove to Camden to spend the night. Early the next morning, we headed over to the East Camden & Highland Railroad. We located the facility in what I believe was the Highland Industrial Park. Ron documented the two locomotives that we found there.
East Camden & Highland Railroad SW14 locomotive #60. Built in March 1949 as Pittsburgh & Lake Erie #8746, it had been upgraded into an SW14 by the Illinois Central Gulf in April 1980.East Camden & Highland Railroad SW1200 locomotive #63 (likely) in the Highland Industrial Park in East Camden, Arkansas.
Today I’m continuing the series of the road trip that Ron Findley and I were taking back in May of 1989. It was a Saturday, and we had already visited several rail lines that morning. The fourth stop in our journey that day was in Warren, Arkansas. Our goal was to seek out the headquarters of the Warren & Saline River Railroad. It was headquartered in the Southern Lumber Co. (Potlatch) mill there, and upon locating the facility, our first sighting was of all things, an old former Rock Island caboose. It was behind a tall chain-link fence, but we photographed it through the links as best we could. And then an interesting thing happened. But rather than repeating the story, read this post that I made back in March of 2024.
We were led to the road’s two locomotives, #75 and #73. It was obvious that the #73 was the active locomotive, as the #75 was sans its engine, apparently needing some serious work. These diesel-electric locomotives are Whitcomb Locomotive Company 75 tonners, model 70DE24. They’re powered by a Sterling “Viking” series VDS-8 1200 horsepower diesel engine.
Warren & Saline River locomotives #75 and #73. At some point after these images were taken, both locomotives were sold to the Fox River Trolley Museum. The #75 was used as a parts source for the #73. But eventually the #73 was taken out of service due to major coolant water leaks. Another source says she was sadly scrapped in February, 2026.
And below is an overall view of the railroad area at the mill.
The railroad area per se, with the main part of the mill in the background. The two locomotives are behind the silver container (perhaps a truck trailer sans its bogie?). Note the unusual tank car at left . . . I’m speculating that this was a home-built effort.
Below is a photograph of some wood-chip hoppers being loaded just a short distance away. At left we see just a bit of the straddle lumber carrier. And just barely seen is the former Rock Island caboose . . . look just to the left of that metal tower at far right and you’ll (barely) see the caboose off in the distance. Follow the link above to see Ron’s photograph of it.
Wood-chip hoppers being filled at the Southern Lumber Company.
And finally, here’s the photograph of the lumber straddle carrier. This thing is the tallest straddle carrier that I’ve ever seen!
The Southern Lumber Company’s lumber straddle carrier.
Back in December of 2025 I posted an end of year progress report. This featured the new rail yard installation in the town of Willis, Mississippi. After completion of the wiring and switch motor installations, I turned my attention to the town of Monterey, Louisiana. This is the eastern terminus for the Louisiana Central Railroad. I’ve finished the rail yard there, as well as the industrial trackage that is served in Monterey. I also have completed the industrial park trackage for Willis, which happens to be just beyond the Monterey limits. As you study the photos, along with their descriptions, it may be a bit confusing when looking at those industrial areas. If so, follow this link to see a track plan where structure outlines are seen. This may help your understanding. For information, all images were taken while standing on a short stool. Actual grade here is 53″ above floor level. So, let’s move on to the photos.
The view looking West. Monterey is on the opposite side of the aisle from Willis, which a part of is visible at left. Unfortunately I can’t show the entirety of the yard as I’m standing in an access pop-up (which we’ll see later). But we’ll see the missing section when I show views looking back to the East. There are 10 tracks in this view. Starting from right to left, they are: #1) the T&P connection for their local train to swap interchange cuts on the LC trackage. #2) the MOW equipment track (also has room to hold a commuter train during the day). #3) the Louisiana Central mainline . . . it literally ends at the slight curve to the right in the distance. #4) the passing siding. #5~8) the 4 track yard. #9) the industrial lead and a run-around. #10) a second industrial lead for the team track platform, and also industries and a wye (which we’ll see when the camera turns to face East).
Zooming down to the far end of the yard, we see the industrial trackage. It’s quite compressed in this view, but another later view will give a better sense of its size. it you draw an imaginary line cross-ways between those two center tracks that don’t connect (one has a small curve at its end), everything below that line is in Monterey. Everything above that line is actually in Willis (note the tracks curving off to the left at the top). What we have here is a double-ended industrial complex. The view from this side is into a kraft paper plant. The view on the other end will be into a plywood mill. The structure placement, and arrangement will (hopefully) give the impression of a different industry depending on which end you’re viewing it from. Those two outside thru tracks will be used for both wood chips and pulpwood in a loads in/empties out scenario. If you click that link I mention above for the railroad’s plan, it might be clearer what is to happen here.
I’ve moved into the aisle to get a little different perspective of the yard complex. Again, I can’t show the eastern end, as my back is against benchwork curving behind me. The distance from the camera to the far wall is about 23 feet (the overall room is 27 feet). The two tracks at left coming toward the camera are (at left) the lead to a wye and a freight house, and (at right) a spur to a bulk oil dealership.
I turned the camera horizontally here to capture a broader view of the yard, though it compresses things a bit. Those little “towers” seen along the wall are supports for infrared LEDs that are part of the detection system for the hidden staging tracks that aren’t going to be visible once the layout has scenery and structures in place. If you look very closely at the T&P track along the wall, you may see that it’s actually a downward grade that extends almost to the far wall. The T&P train will come into the scene from behind a tree and bush line a few feet from the first switch that it comes to.
Again, another aisle view of the industrial area. This view isn’t quite as compressed. More of those LED supports are seen grouped at upper right. Some are for the T&P staging track, the others for an Illinois Central staging track that enters the layout at “downtown” Willis.
Turning the camera to look to the East, the length of the industrial area is more apparent. Again, the industry “divides” where those two center tracks don’t connect. Pulpwood will be loaded on the left-most track, wood chips on the right side near the aisle. The industry structures won’t allow the tracks to be easily seen as continuous. There will be structure blocking the view of the “ends” of the tracks.
And we move up to the yard itself. Now we see the big picture, with the mainline curving in at the top of the right side of the view. It crosses the tail track of the wye, then has a left hand curved switch leading into the yard’s ladder. The first right hand switch leads into the T&P track coming from staging, and the switch-back is to the Sean Cannery Company at the upper left.
Moving even closer, the wye is in full view. The right side of the wye leads to the freight house. The track just below the mainline is to a wholesale grocer’s warehouse. The tail track of the wye is long enough to hold two Alco RS3 locomotives. The 40′ boxcar helps to give a sense of scale to the scene. If you look closely, you’ll notice the somewhat rectangular seam in the table top. Scroll down to see what that is.
The access pop-up where I was standing to record those first few views of the yard looking West. It was necessary so that I could reach easily into that corner behind it. Wherever you don’t have access, that’s where you’ll have your problem. 🙂
If you have questions about any of what you’ve seen here, please leave a comment and I’ll address your question. There’s still much to do to get the yard operational. All track switches will be powered by Tortoise motors, and those need to be installed. While every length of track and all the switches have power feeds soldered to the rail bottoms, those feeders need to be connected to the power bus. And finally, the control panels need to be constructed and installed. Lots to do, but it will happen!
Well, that’s it for now. I’ll post more updates as the visible work takes place. In the meantime, I’ll keep posting images of real railroading that I’ve taken a fancy to.
On a Saturday in May of 1989 Ron Findley and I departed Bastrop, Louisiana and headed north to Crossett, Arkansas. Our goal was to see the northern terminus of the A&LM Railway -and- the home of the Ashley, Drew & Northern Railway (the AD&N). The first thing we came across was the diesel shop for the AD&N. All was quiet when Ron recorded these views on that overcast day.
The AD&N diesel shop in Crossett, Arkansas — a tidy little place unlike what we were used to seeing on a shortline railroad. The locomotive #1810 on the right is a GP10, former IC GP9 #9352. It was rebuilt into a GP10/GP9u at the IC Paducah shops in March 1978. She was put in service for the AD&N in April 1978. The locomotive #1812 at left is a GP28. Built as IC #9429, she was purchased by AD&N in December 1983. It remained in ICG colors until May 1984.Moving to the left of the shop building, we see unit #1208. This locomotive is an EMD SW1200. The 900 hp switcher was originally numbered 178 and was purchased new in June 1963.
In last week’s post we saw an Arkansas & Louisiana Missouri Railway caboose in Monroe, Louisiana. Later that same Saturday morning Ron and I arrived in Bastrop, La. where we checked out the A&LM facilities there. Ron photographed switcher #11 (also seen last week), then turned his attention to the structure featured below.
This combination office and freight station (often referred to as the depot) is located on Pine Street. I really like this building, having seen it a couple times. The white paint over the asbestos siding and the green roof give it a unique Southern look. Indeed, I plan to build something similar to serve my Louisiana Central (model) Railroad in the town of Monterey.
The Arkansas & Louisiana Missouri Railway office and freight station (the Depot) located on Pine Street in Bastrop, Louisiana. The tracks are on the right side of the building. The railroad’s sign looks a bit understated . . . classic short-line. Looks like the front door isn’t being used at this time, as the pickup would make access a bit inconvenient.The right side of the A&LM office/freight station. That’s an interesting little critter on the track. It isn’t obvious to me what it is, but I’ll speculate it to be a traveling air compressor, or perhaps a pump.
In late 2024 I posted an image of this structure taken by Tom Blackwell in August of 1990. That same beat-up pickup truck was still there. Click here to see that image. I took a look at Google Maps to check out the state of the building in 2026. Unfortunately, the structure appears to have been demolished. Sad!
On the next day of our Louisiana/Mississippi/Arkansas journey, Ron and I left Vicksburg, heading back into Louisiana. Our plan was to follow the line of the Arkansas & Louisiana Missouri Railway. Early on that Saturday morning in May of 1989 we arrived in Monroe, the southern terminus of the railroad. While there Ron recorded this view of an A&LM caboose.
A&LM caboose #485. This former Illinois Central side door cab looked to be in good condition.
We then turned north heading for Bastrop, Louisiana, very roughly the midpoint of the A&LM. Arriving there, Ron composed this image of a diesel switcher, an EMD SW7, #11.
Arkansas & Louisiana Missouri Rwy. SW7 Switcher #11 parked in Bastrop, Louisiana. For a small short line railroad, management projected a prosperous image with this sharp paint job.
. . . of a MidSouth railroad train. A few weeks ago I posted photographs of the Fairground Street bridge spanning the MidSouth’s yard in Vicksburg, Mississippi. This was on a Friday in May of 1989 during a trip Ron Findley and I were on, making our way up to Arkansas. Ron also snapped a few images of some MidSouth locomotives and rolling stock there in Vicksburg.
MidSouth Geep #1007 at the MidSouth yard in Vicksburg, Miss. This is a former Illinois Central GP10, #8112, then #9112. The MidSouth was scarcely three years old when this image was taken, and the old Geep is looking pretty good.MidSouth caboose #1605 at the MidSouth yard in Vicksburg, Miss. This former Illinois Central Gulf hack is also looking pretty good in its MidSouth paint. A friend of mine had spent some time on the ICG as a brakeman, and he told me that those big, heavy cabooses rode well.
The MidSouth Rail Corporation, reporting mark MSRC, was established to purchase and operate rail lines previously owned by the Illinois Central Gulf Railroad, focusing on enhancing freight services in the region.
In May of 1989, on the Saturday before our arrival at the Reader Railroad in Hope, Arkansas, Ron Findley and I stopped to check out things in Warren, Arkansas. While there we discovered the Southern Lumber Company’s 4-6-0 steam locomotive #123 that is on display in the city’s park. While still basically intact, it was in sad shape. Missing many of it’s appliances, and needing a fresh paint job, it stood alone in a well mowed open area there.
Note that there is a builders plate attached to the front corner of the tender, it stating that this locomotive was built by Baldwin with construction number 17911 in May of 1920. However, I’ve seen information that this isn’t this locomotive’s builders plate. This source (https://www.rgusrail.com/arsl123.html) says that the locomotive was built by Baldwin, but in 1907 for the Morelia & Tacambaro Railway Company at Guanajunto, Mexico. It was later sold to the Southern Lumber Company in Warren, Arkansas, where it was renumbered #123 and appears to have worked on the Warren & Ouichita Valley Railway, jointly owned by the Southern Lumber Company and Arkansas Lumber Company.
I’m willing to accept this information as a locomotive’s builders plate is normally affixed to the smokebox, aligned with the stack. I’ll speculate that a well-meaning, but misguided citizen found some number plates and attached them to the tender. The locomotive has all spoked wheels, both on the locomotive itself, and also the tender. According to the aforementioned website, she’s an oil burner weighing 112,000 lbs., 85,000 lbs. on its 54” drivers, and has 18” x 24” cylinders. Operating at 150 psi, it delivered 18,288 lbs. of tractive effort.
If you’d like to see more photos of this little steamer, visit the website linked to above. Fortunately the engine is featured there with a fresh coat of paint, and someone had the wisdom to paint over those white drivers, rods and domes with black.
I’ve been spending some time going through the slides that I’ve inherited from the late Ron Findley. In doing so, I finally realized that the images I posted last week of the bridges in Vicksburg, Mississippi were taken during a trip he and I had made back in May of 1989. We stopped at several places, both in Louisiana and Arkansas, as we worked our way up to Reader to visit the “new” Reader Railroad.
This photograph is of Reader’s 2-6-0 steamer #2. She would be on duty that Sunday for our trip. The little Mogul was once owned by the W.T. Carter operation. She was built by Baldwin in 1907, but has been backdated considerably in appearance since.
The engineer and fireman can be (barely) seen as the locomotive is being prepared for the run that day. The journey through the woods is quite leisurely and it terminates at an Armstrong turntable. The crew issued a request for volunteers to help spin the locomotive for the return trip. Naturally Ron and I assisted.
It was on a Friday in May of 1989 that Ron Findley was passing through Vicksburg, Mississippi. While there, he passed by the MidSouth Railroad yard near the Mississippi River. That rail yard has an ancient pair of bridges crossing above the yard with but a single lane for automobile traffic. While Ron was focused on the rail cars there, I find the real interest to be in the bridges themselves.
These two bridges are both iron Pratt through truss bridges of similar design and were used in railroad service. The bridges were purchased used from two different locations, reassembled in Vicksburg in 1895, and used for automobile traffic. I’ve traveled across that bridge a couple times, both during trips that Ron and I took together. I’m glad I had those opportunities as the bridges were eventually closed to traffic. The last I heard back some years ago, they were still there spanning the rail yard.
The MidSouth rail yard passing below the twin bridges. Ron was actually taking a photo of the pulpwood cars below.A better view of the 2nd bridge span. Again, Ron was photographing the loaded wood chip hoppers below. If you look closely, you’ll see the a plaque on the top above the bridge entry. It reads Keystone Bridge Co., Pittsburgh, PA. The other span also has this plaque.
