Fictional Railroads

Thanks Thad! I always liked the lettering on the Rio Grande Southern.

After two weeks, I have about 9 miles of track going from Carbon to Hickory Valley. Its a branch line up to some coal mines. The C&L follows the Kentucky River valley up into the mountains.


The C&L crosses the South Fork of the Kentucky River just west of Hickory Valley.


About halfway between Carbon and Hickory Valley Old No. 99 hauling empty hoppers over the KY River.


The Rocky Road leaps over Pine Creek.

My fictional railroad

Although mines is in progress, I've got mines planned out.:hehe:

My railroad is called the Silverlake & Berrybush railroad.

The railroads motto is "The railroad where only the finest berries grow!"

On a island known as berrybush island off the coast of maine, it was first discovered by expoditionists in 1507 in search of a remedy for medicine for England & was the sole place for harvesting the red berry by sea expodition until in 1630 it was imigrated by people from england, ireland & scotland in order to find the most ripe & lucious berries to hopes of finding a way to cure diseases & other remedies or recipes. Others were exiles who were sent to the island by the king & imigrants who left to find a better life from England & also those being welsh, dutch or german origin. The first town established was berrybush in the summer of 1630. The island was rich in resources & numerous farms & mills sprang up over time in the 1690s to the 1730s to make progress.

In the early part of the nineteenth century, progress on trasporting goods slowed down due to competation between owners of mills and places. Nothing was being delivered fast enough as usual by ship to keep up with demand. In 1826, a decision was made that they had to find a way to get berries & other goods to places more faster than by horse & wagon or canal.

A man named Issac Douglas who was a visionary camed with a solution, to build a railroad to connect the small towns & villages all over the island cause he had seen the demonstations in england in 1829 from the rainhill trials as to what steam locomotion can do. With him and five other bussiness men, Archibald Norman, Reginald Bald, Fredrick Oswald, George Corman & Thomas Edwards, their plan was put into action. With the stock market business to help, they made enough funds to begin building. The ground was surveyed & track building began. Track began being laid in the middle of 1829 & was completed in 1832. In 1833 the first railroad estasblished was the Silverlake & Morrisville railroad which connected the towns of Silverlake & Morrisville. The first locomotives were british built, imported from england, resembling the john bull used on the Camden & amboy railroad, they had six but when American based manufacturers began to appear between 1830 & 1850, they turned to them for future orders.

It was built to transport the ripe, lucious berrys out of the farmlands & plains to the harbours at silverlake because there was no rail connection to the outside world cause supplies were brought in by ships to transport the rails & ties necessary to build the tracks, esspecially locomotives.

Over time, as progress growed, two more railroads came much later, the berrybush & tullington railroad was formed in 1860 to connect the big towns & the industries like the steel mills & farming plants that were springing up all over the place. It actually started construction in 1853, but didn't reach tullington until 1856. It was built to also transport the berries to the towns as well. It connected to the narrow gauge simonwood railway at berrybush. They had 13 locomotives 4 of them being Fireless locomotives, first putted into service in 1873 when the steel mills came, which are based there cause of hazardous fumes there & the risk of food poisoning. It was changed to the berrybush & raspail railroad in 1906 when the rail line was extended there.

And in 1883 the harriston & lawlylilly railroad was built to connect to the factorys & the mines to transport raw materials out from there to send them to the ports. The town of harriston was built with port cities connecting to it. It began laying track from harriston in 1881 and finally reached lawlylilly in 1883. It was in the middle of the island with the other two on both sides. They had 12 locomotives on the fleet 4 of them being vertical boiler types that worked at the slate mines.

In 1893, the tracks were upgraded to a double track line to increase rail traffic & to connect the 3 railroads together to flow better & things began to pick up & they planned to extend the line to the outside world. eventually in the early part of the 20th century, progress slowed downed. In 1908, the three railroads were threatened with bankruptcy as profits were beginning to drop cause ships weren't transporting cargo fast enough, & the slate mines began to close as well due to imports from other countries. so as a way to continue with profitability, a decision was made to merge the three railroads together into one railroad to avoid bankruptcy.

In 1914, the Silverlake & Morrisville railroad merged with the two other railroads on the island, the Berrybush & raspail railroad & the Harriston & Lawlylilly railroad to form the Silverlake & Berrybush railroad & they finally connected to the outside world by constructing a steel rolling lift bridge by lotustown to the boarder of the US cause WW1 broke out & it was the driving force of the merger & sir reginald thin hat was apointed as CEO chairman of the railroad. The newly formed railway began a complete renovating and upgrading of it infrastructures & height & width clearences of bridges, tunnels, & stations to make them wider & taller enough for the larger locomotives & rolling stock to move through them easily without causing an accident & to accodimate larger locomotives & rolling to come over the years.

In 1917, the silverlake & berrybush railroad was eventually nationalized along with all other north american railroads when WW1 broke out. It was returned to private ownership in 1920. They bought locomotives from the early 20th century to help expand the new line. There old locomotive fleet became surplus in the late 1910s & early 1920s. When the 3 railroads had their old locomotives, all together they had 40. to make a greater profit, they needed new power. Their first new locomotive was a CN pacific from canada built in 1913 exclustivly as a prototype & rebuilt as a northern prototype in 1927. leased locomotives were also sent on trial due to a locomotive shortage back then.

In 1923 as the B&O had electrified a four mile section on their route in 1895, the Silverlake & Berrybush railroad planned to electrify a part of their line as well. It reached from the town of harriston to the berrybush aluminum company. It was completed in six months. The first electric locomotive was put into service in august of 1923. The line was made to either have three rail or overhead operated electric locomotives run on the line with power supplied from the power station. It connects to the mount Norris cog railway, first founded in 1896, at trent Norton. The construction of this line was the result of the closure of the narrow gauge mid berrybush railway later on.

The railroads name sake passenger train was the "green hornet" put into service in 1886 along with the "juggerdasher" in 1894, the "heavydasher" in 1907 & the "berryliner" in 1916 which moved as fast as the wind, & they had passenger trains stop at the end of the line, a few miles before the bridge to the outside world, where engines from other railroads take there trains through out the way. Engines from those railways pull there trains here. These engines stay the night & go home next day.

Like all other major american railroads, the great depression had a huge impact on the island in 1929, which resulted in the railroad to cut down on rail services. The kirk nurmon branch had been closed in 1934 as a example. To keep up with profitability, they built a fleet of motor cars to cut down on losses seven in all. each was a little different, three built for passenger service and four for freight service, made from spare parts & old run down automobiles. their first was a rail truck with fence like sides for transporting freight & passengers that are broke & jobless.

Despite losing money, they were able to get back on profit by introducing the new steamliners by upgrading their old roster with lightweight passenger cars purchased from the budd company & other manufacturers. They went as far as up to New York City, Philadelphia, Chicago & los angeles to generate profits where other railway engines take over thought the way. Leashed locomotives were also used due to power shortage. The railroad had also bought in the first diesel streamliner, the silverlake zephyr which like the pioneer zephyr was built in 1934 by the budd company for the chicago, Burlington & quincy railroad, & they had purchased there first diesel engines, the box cab type in 1935 to power there re-equipped berryliner & juggerdasher & painting them to match the trains. The new streamliners were a immediate success & They were able to generate enough cash to get themselves out of the depression & out of receivership.

Things would be appearing to pick up, but their was worse to come.

Continues on page 4.

I've got to say, I never paid any attention to this thread in the couple of months that this has been going on....my loss.

I want to get my hands on one of those BC&T locos.... that is an AMAZING paint job! I love the punch the green gives against that black! I need to get some of that "foreign" power on my route. And a great bit of Photoshop work on the real-world train.

I had to laugh about the Baton Rouge and New Orleans.... you just KNOW that everyone would be calling it the BRuNO.

Some great work and some great backstories here!

I've just thought of a new road. The Los Angles & Sierra. I think this will replace North Valley, just because it Connects to my city on it's main line.

It Runs from Los Angles to New Orleans.

My head can't think of it's history at the moment other than it was born in 1960 and has a Steam Program. Which is a bit strange because it had no steam to diesel era. It was born at the end of Steam.

I don't have a good pictures yet, but my Enfield and Eastern, is located in the eastern portion of New England. What we have today is a far cry from what the original company was when it was originally formed in the early 1830s.

In 1640 the settlers founded the small village of North Amerhill, which is located on what is now known as the Enfield River. The great falls at this location supplied the Native Amercians with fish and the settlers found the falls to be perfect for their grist mills. The area was very prosperous, and during the 1750s, numerous grist mills were in operation. The river also became quite an important transportation route as the area was located quite a distance away from the more populous coastline.

In 1828, George Enfield built the first textile mill. He used the water as power for his mill, and his business became quite successful. By 1831, other mills had been built in the same area. The river supplied both power for the mills and transportation of the finished goods to the sea port at Eastport. As time went on, other business entrepreneurs built their own textile factories, and due to the increase in mills, there were now problems with the transportation of goods. The skiff operators had to battle constantly with low water during the summer months as the mills drew off the water to power their equipment. Eventually fights broke out amongst the mill owners and the shippers, and nothing was being transported anywhere. The local economy started to suffer as the mills ran out of raw materials, and anything that was transported, had to go on a very long and difficult overland journey.

Late in 1831 and early 1832, the discussion started about buidling a railroad from Enfield to the seaport of Eastport, which is located about 65 miles way. Work started immediately on the surveying for the route, and money was raised from the different towns, which became stock holders in the new railroad. The new rail company ran its first trains as far as Wrentham in mid 1834.

The Enfield Railroad, which it finally became known as, changed its name numerous times as it reached the different towns along the route, and even changed from Railway to finally Railroad at the end. By 1838 the new "railroad" finally reached Eastport, which was the final destination of this line. The original Enfield line followed the former tow path that ran along the river in the valley. The rail line bypassed the major cities along the way, but none the less did quite wells as it suppled services to the smaller towns such as Factoryville, Brimley, and Franklin Mills on its short branch that ran up that way.

In 1845 the Boston & Maine built its line to Eastport. They ran their line up on bluff above the river, and connected the major cities such as Pembroke, Wrentham, Acton, Bowman, and Eastport. The original Enfield Railroad never built a main passenger terminal like the B&M did, but shared the terminal with the B&M. During this time, the two companies coexisted nicely and interchanged traffic at different points along the way. The B&M even supplied passenger service to Factoryville and Brimley along the old River Line. A branch was also built to Willows Point. This line served the shoe mills at Devereaux, and the residents out on the point with commuter service to Eastport. The venerable B&M also had the advantage too of connecting the more genteel towns of Parkdale, Cottage Hill, and Radford. These towns had commuters that traveled to both Eastport and Boston. By 1885 the B&M had merged in the operations of the old Enfield RR as it swallowed up numerous other shortlines in New England. The ERR became the River Line, which it is still known as today, while the original B&M became the Eastport Branch.

Eastport is located out on a cape just above Cape Ann between Plum Island and Seabrook, New Hampshire. The Merrimack River is on one side with the Enfield River on the more southern end. This cape forms a safe quiet harbor that is protected from the storms that hit the area during the winter months. The service along these lines was quite successful as the B&M transported commuters and goods to and from Eastport, Boston and other points west and north. They also built an interchange at Ipswich Junction where the line crossed the former Eastern Railroad, which by 1888 was now controlled 100% by the B&M.

The line was double-tracked over much of the route during the 1890s as the New Haven had gained control of the B&M. Like other parts of the New Haven, there were plans to electrify the system but this never came about. The panic of 1910 put the system into bankruptcy. JP Morgan had caused problems with his illegal stock manipulation schemes and this caused the panic. The bankruptcy lasted until just after WW1, and the boom times of the 1920s brought some prosperity back to the area once again. By 1925 the system was back on its feet after trimming a few shorter, and less profitable lines in and around South Acton, Wrentham, and Acton.

Like other railroads in the country, the Great Depression took its toll on the service. There were some more branch trimmings around Acton and Wrentham this time, but the service boomed again during WWII as the mills were supplying textiles and shoes to the troops during the war. This uptick in manufacturing and shipping took its toll on the rail infrastructure, and sections were rebuilt and a few were single tracked. The system continued to operate quite successfully up through the 1950s, but as the mills closed one by one, when the original purpose of the rail lines ceased, the freight service was cut back to a less frequent basis. By this time, the lines handled more incoming than outgoing goods, and were mostly there to serve as commuter lines rather than freight lines.

In the 1970s, the lines still hosted a daily 5-days per week freights and daily commuter service. The passenger service was now handled by the MBTA, but run by the B&M. The passenger trains were now RDCs instead of locomotive hauled, but they served the purpose quite well. The old Willows Point branch was still successful as well, with a local based out there on the point with its 5-day freight operation as well.

In 1982 Guilford Transportation took over. This spelled the beginning of the end of New England rail operations as we know it. Immediately they caused a strike as they busted the unions, and changed the number of crew members on the trains. They also went through great lengths to discourage freight service on the branch lines. What was once a daily except for weekend service to Eastport and Willows Point, became once a week if needed. The if needed freight became once a month, and the single train took all day and then some to travel to Willows Point due to the poor track conditions. The lines became so weeded over with small trees growing out of the sidings, and there were frequent derailments as rails collapsed under the weight of standing trains. The yards were mostly ripped up now since there was no use for any car storage. The only good track was that to Eastport because it was owned by the MBTA for commuter service.

By 1989 GTI wanted out, and threatened to cancel all freight service on the route. The residents, who had been fighting the declining service for years wanted to run the lines themselves. Over the years, GTI was brought to court, but nothing was done to improve service. In 1992 a stalemate was broken after a state judge ordered the company to give up and either operate the service, or let someone else take over. Surprisingly they let someone else take over.

In 1994, the Enfield and Eastern was born. This little company, which inherited a broken down system with lots of rusty tracks, and an amalgamation of different locomotives, started running trains again. Initially the service was as needed, just as GTI had left it, but as time has gone on, the freight service is coming back albeit slowly and steadily. It will never be at the pre-Guilford, or the pre-1950s levels, but there will be some service on the line.

In late 2005, the Enfield and Eastern became the designated operator of additional Guilford lines including former Plymouth and Bristol. These lines are part of the Maine Division, which runs up the coast from Newburyport along the former Eastern Railroad as far as Portland Maine, and consists of some smaller, but separated branches such as the Plymouth and Bristol and Bristol and Sandy Point.

Recently passenger service has been increasing almost to the point where it was prior to the Guilford takeover, and much credit can be given to GEPTA and GPTA (Greater Eastport Trainsit Authority and Greater Plymouth Transit Authority) as well as the MBTA (Massachusetts Bay Transit Authority) and of course Amtrak. There is through service from Enfield to Boston as well as trains from Bristol to Boston and Eastport.

As said before, the freight service has been a bit slower coming back, but it has been on a slow and and steady basis. The freight carried today, on the original line, is no longer textiles. Instead it includes, sand, gravel, coal, manufactured goods, plastic pellets, fish, poultry, livestock, and beer from a brewery that is on the line. On the Maine Division, an Enfield and Eastern subsidiary, the South Bristol Industrial, serves a large industrial park located just outside of Bristol. Located "in the woods" is a large number of plastics and other manufacturing companies as well as a recently relocated ethanol refinery.

The equipment used is an eclectic selection of diesels ranging from some older RS3s and other switchers to some Geeps and GEVOs purchased from Guilford, CSX, Norfolk Southern, and Conrail. The passenger equipment is from the MBTA and Amtrak.

Due to Screenshot problems, I can't post them now. But the paint job is Dramatic.

Warning-Large Shots.

Oh, here's some LA&S SD70ACe's

Mine is the Mississippi & South Pass Railroad, it was a real one but never got off the ground. It was suppose to go from the Mississippi River in Allamakee County Iowa west over the plains to South Pass Wyoming and on to the Pacific. It was planned and incoprerated in 1852 with a capitalization of $50,000,000, if it did happen it would have been the first trans-contential railroad in the U.S. and would have been built a decade before the Union Pacific and Central Pacific was finished. But the plans fell to the wayside and the project was abondoned.

Branks River Conection Co.

Back in 1900's the Patrick & Methany Railroad (P&M) was built to serve the towns between Patrick and Methany. The line runs thru some open grasslands following the Branks River. The line carried grain and other goods for the towns. At one point in time, there was a small line that served a lumber mill in Methany.

Now, its the 21st centery and times have changed. The Branks River Conection Co. (BRCC) owns the old P&M. Union Pacific built lines at the two terminals and the BRCC runs the old line to move cars between the towns. It also serves the various towns.

When the BN merged with the Santa Fe, the BRCC was in luck by adquiring 3 GP-40s that have been leased be TSLX (Tim Schrider Leasing). They are now the work horses for the line. There is a daily pasenger train and the other 2 GP's are seen pulling heavy freights. (still waiting for them from Jointedrail's shortline service)

Railfan Weekends brings the original P&M 4-6-0 #104 out of the shed to pull a pasenger train and sometimes a light freight.

VIA Rail Superliner:


NS SD70ACE One Line:





peter

Arbor Lines; Freight (maybe passenger later on) Shipping. Arbor Lines consists of 3 companies fight now:
Arbor Lines - Roadway & Intermodal Shipping
Cathair Lines - Rail Shipping
Cathair Express - Air Shipping

Possible passenger services have yet to be named & designed.

Cathair (not Cat Hair!, it's Gaelic for "Tree") Lines:





Arbor Lines

(looking at giving it a bit of black)

.

Could do a GP9/7 from the new VMD website?
I made up a new railroad, but since the camera is gone, cant take a photo of a new railroad (Inspired by the White Pass and Yukon RR), the Alaska South-East System/railroad. Its a NG railroad and im planning to find some NG stuff. (Mabye , a fictional C44-9W in NG?(Would like that)) :wave: P.s. What about a SD40-2NG

Why Not?

i was going through my old cdps and i cam across this

My fictional railroad

Hey everybody! I'm back!

Sorry if i'm bumping. I've decided to split my railroads history into two parts cause of the limitations of 10000 characters. So here's my second part of my railroad.

When WW2 broke out, like all other railroads it was called into action to help transport the weapons & troops to the sea coasts to aid the united states army. The factories on the island were in full swing of production to manufactor the parts & weapons needed for war effort. The mines reopened to serve the war effort as well as ammunition dumps to ship metals needed for the war effort. They borrowed locomotives from other railroads to serve there needs cause they were in need of extra power to transport loads & because of wartime restrictions on new locomotive designs, although they did purchase a few new ones for the war effort. They picked up old worn down locomotives to be overhauled for the war. They transported men & machines to the coast for the war. When the war ended, the railroad entered the big times again.

In the 1950s, as steam was being phased out, the railroad went to purchase examples that were being scrap because they were desprate to update their fleet. The company's president went all over the nation to find locomotives that were either wrecked, damaged or on there way to be scrapped to the various railroads that were selling their steam power for scrap. Eventually the railroad file 2 lawsuits that followed.

The first was on the New York Central, cause as its steam fleet was being withdraw, the thin controller known as sir thin hatt, went to the NYC to get withdrawn examples for a branchline being reopened, the company president, Alfred Pearlman refused. The S&BRR sued the NYC for illmattered conduct. Mr pearlman tried to win the suit, but lost when the NYCs last president, Patrick E. Crowley, stepped in, because, He had heard of the railroads independence and said the railroad did have the rights to purchase locomotives from any railroad and cause sir thin hatt was their with him when he was under apprentenceship at the time when they camed up with the hudson name, but pearlman had never heard of the islands independence. As ordered by court, Mr Pearlman was forced to give up some engines, hand picked by sir thin hatt, controller of the SL&BRR and chairman of the railroad board. Among the engines purchased were 3 hudsons, 3 pacifics, 3 mohawks, a niagara, 3 mikados, 3 berkshires, 2 ten wheelers & a couple of others to be based on the new branch known as "the little central" which is based on the NYC.

The second was when other railroads were being dieselized, General Electrics & the Electro Motive Division tried TWELVE times to get the S&BRR to dieselize as well, but they refused to dieselize cause of their independence & they already had diesels on the railroad. Like the Norfolk & western, they refused dieselization as well, but unlike the N&W, they resisted the longest, & did something about it. On the twelfth time, the railroad sued them for refusing to listening to their independence. They refused to dieselize & the two companys gave up. Ironically, they eventually decided to purchase diesels from various railroads that were retiring them, cause they needed more power, but it was not to replace steam.

The automobile & airline industries too had a Impact on the railroad. When Amtrak was formed in 1971, all railroads turned over their passenger sevices to the railroad itself, but not the SL&BRR. They fought differently. Instead of turning over its passenger revenue, it continued to maintain passenger service. The government tried several times to get the railroad to turn over its passenger service but nothing helped. The railroad chose to keep its passenger service & mantain it under its rule. When the united states post office announced that all U.S. mail would be shipped by truck and airplane, they tried to get the SL&BRR to end RPO business on their line, but it didn't help. They chose to continue RPO service on their line, as well as REA service & it continues to this day because of their independence & seperation from the rest of the nation.

Because of the islands large degree of independence, they were able to aquire a large amount of locomotives that were either donated by other railroads, brought by scrap lines, or purchased by places of such which is why you see alot of locomotives that were thought to be scrapped (like NYCs hudsons or PRRs S1 duplex or ATSFs mountains). It was done in 1942 to 1962 to preserve steam, diesel or electric types that were deemed obsolete although some were picked up in the 1960s, 1970s, 1980s, & 1990s. It was also done way back in the early part of the 20th century as well. They have also brought in other locomotives from other places around the world to find better homes like britain, germany, russia, austrailia, china & others. locomotives purchased there of differnet gauges were regauged to fit the standard 4 ft, 8 & 1/2 inches of track. It's why steam traction was preserved. They currently have about 300 locomotives in their fleet. From the smallest of the 4 wheelers to the largest of the 4-8-8-4 & from numerous examples like 4-8-4s & 4-6-2s to the rarest like the 4-2-2 & 0-4-4.

They have also bought alot of the other railways old equipment that were being either sold to places, scrapped or retired. they also bought passenger equipment from other railroads like PRRs broadway limited, NYCs 20th century limited, IC city of new orleans, MR Hiawatha, B&Os national limited, SP coast daylight, & a lot of others, because amtrak had retired many of the names of namesake trains. They have even purchased a varity of different freight cars from other railroads as well.

They have there own repair works with blueprints of all of the engines on the railway that were from other railways from the companys that had made them, as well as a engine shed, servicing facilities & turntable. They were able to manufactor their own parts to replace those when ready, thanks to the nearby steel mills & manufactor plants. They could even build their own locomotives from scratch if they wanted too. They once had their own headquarters in tullington but has since moved to silverlake in 1924.

Since privatization, they have gone from being the SL&BRR to the SilverBerry railroad company (AKA Silverberry rail) in 1996 & are still thriving as of today & as to seem most likely to surpass the union pacific railroad as the biggest railroad network in the country. They are now not only responsible for the freight & passenger operations but also for the maintenance of the track & infrastructure of the railway.

Today the railroad still transports berries, but now transports grain, sand, gravel, coal, steel, pipes, chemicals, machines, general merchandise, milk, produce, meats, lumber, ore, parts, logs, livestock, liquids, scrap metal, limestone, charcoal, slate, rock, oil, gas, stone, leather, glass, automobiles, plastics, fertilizer, brick, granite, construction vehicles, clothing, tools, & other kinds of freight to the outside world that continues to change as the island remains the same, using the same steam locomotives that have found refudge from the scrap yard.

the history of the other railways, the narrow gauge simonwood railway, the narrow gauge mid berrybush railway, and the mount Norris cog railway will be explained later on.

There you go, the history of this ficional railroad. One more thing, this is the little railroad where Nick the Steam Engine will take place. you'll see.

It will be updated over time.

okanaganrailfan said:

My fictional line, which I've been running and revamping since 2006, is Pacific Northwest Railway Company. Being that I've only recently moved to Trainz, I'm still working on getting my units painted again. I had a nice collection in MSTS.

But heres my first completed unit, PNRC SD60 #3800

Click to expand...

Nice engine. Really cool. Where I can find it?

My route is fictional route originally was built in 1910 and hauled mostly bricks, logs, and coal. Intresting enough this 50miles. What makes this fictional route cool is that not only did all off its orginal steam engines survive. But still in service and main power used today here and there. But it doesn't haul bricks or logs anymore instead it now hauls mostly coal, ore, and grain with maybe 1 or 2 railfanning passenger runs during the weekends. It is called Rockville East Coast Railroad. So sit back and see just what a old fashion railroad was like.

Removed....

Time for me to put my foot down and make my presence felt on this thread hehehe:hehe::

The Fruitridge Subdivision is a branch line operating out of the industrial community of Fruitridge, Northland and connects with the El Najera Subdivision in a small 110,000 populated city called Kendrick Park, Northland roughly 70 miles west. The line was constructed in 1914 with the arrival of the Fruitridge Silokomplex and met up with the JP aka Javarrington Pacific's El Najera Sub later that same year. Over the years traffic is been nothing but modest with the makeup of the trains that are usually associated with branch line services. Only grain trains roam down the line today and usually see no fewer than four and no more than eight trains a day. Usually its either four, six, or eight trains a day depending on the day of the week and what the Silokomplex has in store for the railroad. The reason it's all even numbered for the amount of trains is due to the fact it can distribute the round trips evenly. With either two, three, or four trains per day in both directions.

You can see GP38-2s, SD40-2s, GP40-2s, GP38-3s, SD40-3s, GP40-3s, SD50s, SD50S, GP59, and occasionally GP60s, and SD60s on the line.

The Eastmont Norther considered adding chunks of double track stretches at different locations on the line in order to allow their local and manifest trains that travel between El Najera and Meadowhaven to use the line so it wouldn't have to travel 96 miles south to the Dooling Tower just 24 miles north of Olajuwon to enter the El Najera Line to get to it's final destination but decided against it on grounds the line would have to be shut down entirely and service suspended for their customers and the Fruitridge & Golden Plover Silokomplex would be directly affected due to trains using both facilities travel down the Fruitridge Line.

There are two segments that are doubled track for roughly 10 miles each.

Keep it up

PerRock said:

VIA Rail Superliner:

NS SD70ACE One Line:

peter

Click to expand...

Some pretty neat projects
Do you know where to get that track on some of your pics? I am also working on a route myself. Its A Fictional as well. It takes place in the desert and it is a short 30 mile long U.S. Ore Route. The Railroad is California Ore Co. and I have someone reskinning some gevos and dash 9s. I had barley started because there was not really much track to choose from to match the scenery. If you can give me a link to this track, it would be pretty cool! Thanks
-Dijon