PacificNG - User contributions [en]

Category:45.25in Gauge Railroads

2021-11-16T16:40:09Z

Randy Hees:

<span class="paracap">A</span> unique gauge used by Union Plank Walk & Rail Track Company in 1854. The odd gauge has been attributed to the wheel sets on hand used on its original four wheel horse drawn car. It seems more likely that the gauge was chosen based on the spacing of the timbers supporting the long wharf.

At the time the gauge was chosen there were no other railroads in the Eureka area, and no expectation that any would be built. In fact, It would be 1901, before the standard gauge California Northern (Later the Eel River & Eureka, later the San Francisco & Northwestern, later the North Western Pacific) reached Arcata

Ultimately only three railroads would use this gauge:

• Union Plank Walk & Rail Track Company, which would become the Arcata & Mad River Railroad

• The Northern Redwood Lumber Company which shared ownership with the A&MR

• Isaac Warren’s logging line, first at Warren Creek, later at Glendale

Category:45.25in Gauge Railroads

2021-11-16T16:35:47Z

Randy Hees:

<span class="paracap">A</span> unique gauge used by Union Plank Walk & Rail Track Company in 1854. The odd gauge has been attributed to the wheel sets on hand used on its original four wheel horse drawn car. It seems more likely that the gauge was chosen based on the spacing of the timbers supporting the long wharf.

unique gauge used by Union Plank Walk & Rail Track Company in 1854. The odd gauge has been attributed to the wheel sets on hand used on its original four wheel horse drawn car. It seems more likely that the gauge was chosen based on the spacing of the timbers supporting the long wharf.

At the time the gauge was chosen there were no other railroads in the Eureka area, and no expectation that any would be built. In fact, It would be 1901, before the standard gauge California Northern (Later the Eel River & Eureka, later the San Francisco & Northwestern, later the North Western Pacific) reached Arcata

Ultimately only three area railroads would use this gauge:

• Union Plank Walk & Rail Track Company, which would become the Arcata & Mad River Railroad,
• The Northern Redwood Lumber Company which shared ownership with the A&MR,
• Isaac Warren’s logging line, first at Warren Creek, later at Glendale

Category:45.25in Gauge Railroads

2021-11-16T16:10:26Z

Randy Hees:

Quartette Mining Company

2021-06-07T02:35:02Z

Randy Hees: correcting history of locomotive 2

[[Narrow_Gauge_Railroads_of_Nevada|Nevada]] / [[Narrow_Gauge_Railroads_of_Nevada#Mining|Mining]] / [[Quartette Mining Company]]

===History===
Compiled by Randy Hees.
<span style="float:right;">__TOC__</span>
The Quartette Mining Company railroad connected their gold mine near Searchlight Nevada, with its 20 stamp mill on the Colorado River, 16 miles away where there was water available for milling operations. Passengers were reportedly carried from Searchlight to a steamboat landing on the Colorado River.

Soon after the railroad was completed, the mines hit water, eventually providing sufficient water to allow milling to take place at a new 20 stamp mill, built at the mine site, This lead the company to first abandon the riverside mill (and likely with it the railroad), then the old mill to the mine site as well. By 1906 the railroad was no longer in use.

In 1907 the American Prospecting and Development Company proposed a new project including a riverside smelter, and reactivation and extension of the Quartette railroad, but nothing came to pass. Other proposals included using the rails to build a railroad north to El Dorado Canyon, and over Railroad Pass to Las Vegas after 1905.

The railroad (or possibly only the rails) were sold to J. F. Kent in 1910, and removed for use on Kent’s Yellow Pine Mining Co. railroad. The railroad is also listed among assets sold with the mine and mill by the Mining & Scientific Press in 1913. Rumors suggest at least one locomotive and some cars may have been sold to Arden Plaster Co.

----
'''Bibliography'''
Myrick, David F. Railroads Of Nevada and Eastern California: Volume II. Berkeley: Howell-North Books, 1962. ISBN 978-0874171938.
Porter Steam Locomotives, Light & Heavy, (NMRA Chattanooga TN, 2001)
John M. Townley, Early Development of EI Dorado Canyon and Searchlight Mining Districts” Nevada Historical Society Quarterly, Spring 1968, Vol XI No 1.

==Reference Material Available Online==
===Photographs===
Collected Quartette Company Photographs.
Images collected from private collections, libraries and historical societies.

===Equipment Roster===
No 1, 0-6-2t Porter 2423 Oct. 1901, class 2-C-S, 10x14.<br />
This locomotive may have been sold to Yellow Pine Mining along with the rails in 1910.<br /><br />

No 2(?) 0-8-0t Porter 2685 March 1903 class D-S, 11x14, .<br />
Sold to Arden Plaster, 1907.<br />

'''Notes'''<br />
Photos show 4 wheel square bodied cars. Some were reportedly found in the area as late as 1963.<br />

[[Narrow_Gauge_Railroads_of_Nevada|Nevada]] / [[Narrow_Gauge_Railroads_of_Nevada#Mining|Mining]] / [[Quartette Mining Company]]

Ash Meadows Clay

2021-06-07T01:44:11Z

Randy Hees: adding photo links

==Data==

Ash Meadows Clay Railroads | United Death Valley Clay Company | Coen Companies Inc

36” gauge

8 miles of track

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the [[Tonopah & Tidewater Railroad]]. In 1927 the mechanization of the mining began and they laid a (36”) [[“baby gauge”]] to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the [[Pacific Coast Borax company]] was moving its operations out of Death Valley, with only limited operations on the [[Death Valley Railroad]] to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

==Photographs==

All found at the Nye County History Project

Crew gathered around Plymouth Locomotive http://nyecountyhistory.com/collection/toles_7.jpg

Plymouth Locomotive with train http://nyecountyhistory.com/collection/toles_8.jpg

Shovel used in Clay pit http://nyecountyhistory.com/collection/toles_9.jpg

[[Narrow_Gauge_Railroads_of_Nevada|Nevada]] / [[Narrow_Gauge_Railroads_of_Nevada#Mining|Mining]] / [[Ash Meadows Clay Railroad]] /[[Amargosa Valley ]]

Ash Meadows Clay

2021-06-07T01:27:54Z

Randy Hees:

==Data==

Ash Meadows Clay Railroads | United Death Valley Clay Company | Coen Companies Inc

36” gauge

8 miles of track

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the [[Tonopah & Tidewater Railroad]]. In 1927 the mechanization of the mining began and they laid a (36”) [[“baby gauge”]] to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the [[Pacific Coast Borax company]] was moving its operations out of Death Valley, with only limited operations on the [[Death Valley Railroad]] to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

==Photographs==

[[Narrow_Gauge_Railroads_of_Nevada|Nevada]] / [[Narrow_Gauge_Railroads_of_Nevada#Mining|Mining]] / [[Ash Meadows Clay Railroad]] /[[Amargosa Valley ]]

Ash Meadows Clay

2021-06-07T01:22:51Z

Randy Hees:

==Data==

Ash Meadows Clay Railroads | United Death Valley Clay Company | Coen Companies Inc

36” gauge

8 miles of track

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the [[Tonopah & Tidewater Railroad]]. In 1927 the mechanization of the mining began and they laid a (36”) [[“baby gauge”]] to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the [[Pacific Coast Borax company]] was moving its operations out of Death Valley, with only limited operations on the [[Death Valley Railroad]] to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

===Photographs===

[[Narrow_Gauge_Railroads_of_Nevada|Nevada]] / [[Narrow_Gauge_Railroads_of_Nevada#Mining|Mining]] / [[Ash Meadows Clay Railroad]]

Ash Meadows Clay

2021-06-07T01:17:25Z

Randy Hees: Adding links to other railroads

Ash Meadows Clay

2021-06-07T01:14:39Z

Randy Hees:

==Data==

Ash Meadows Clay Railroads | United Death Valley Clay Company | Coen Companies Inc

36” gauge

8 miles of track

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the Tonopah & Tidewater Railroad. In 1927 the mechanization of the mining began and they laid a (36”) [[“baby gauge”]] to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the Pacific Coast Borax company was moving its operations out of Death Valley, with only limited operations on the Death Valley Railroad to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

Ash Meadows Clay

2021-06-07T01:13:33Z

Randy Hees:

==Data==

Ash Meadows Clay Railroads | United Death Valley Clay Company
Coen Companies Inc
36” gauge
8 miles of track

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the Tonopah & Tidewater Railroad. In 1927 the mechanization of the mining began and they laid a (36”) [[“baby gauge”]] to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the Pacific Coast Borax company was moving its operations out of Death Valley, with only limited operations on the Death Valley Railroad to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

“baby gauge”

2021-06-07T01:11:14Z

Randy Hees: Created page with "In the Amagosa Valley, in the Death Valley area, three track gauges were used. The Tonopah & Tidewater used 4’8 ½” standard gauge while the Death Valley Railroad and the..."

In the Amagosa Valley, in the Death Valley area, three track gauges were used. The Tonopah & Tidewater used 4’8 ½” standard gauge while the Death Valley Railroad and the Ash Meadows clay railroad used 36”gauge, and the “Baby Gage*” "ore gathering railroad" at Ryan, and the Gerstley Mine tramway were 24” gauge. The term “baby gage” was used for both the “ore collecting” line at Ryan (24” gauge) the Gerstley tram way (24” gauge), the Ash Meadow clay railroad (36” gauge”) and the narrow gauge branch to the Lila C mine (presumed to be 36” gauge).

Local use spelled “gage” without a “u” as is more common elsewhere. Much of the 24” gauge “Baby Gage” equipment was transferred to Boron California for use there in the Pacific Borax mine. Some of that equipment was later returned to Ryan and Gerstley. Some is now found in the Death Valley Museum at the Furnace Creek Ranch.

Ash Meadows Clay

2021-06-07T01:04:39Z

Randy Hees:

==Data==

Ash Meadows Clay Railroads
United Death Valley Clay Company
Coen Companies Inc
36” gauge
8 miles of track

Initially built as a narrow gauge mining railroad hauling clay to the standard gauge Tonopah & Tidewater railroad at Bradford Siding. In 1928 the T&T added a third rail between Death Valley Jct and Bradford and clay was hauled directly to Death Valley Jct. The line was standard gauged in 1931 when the DV RR was abandoned.

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the Tonopah & Tidewater Railroad. In 1927 the mechanization of the mining began and they laid a (36”) [[“baby gauge”]] to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the Pacific Coast Borax company was moving its operations out of Death Valley, with only limited operations on the Death Valley Railroad to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

Ash Meadows Clay

2021-06-07T00:58:58Z

Randy Hees: Created page with "==Data== Ash Meadows Clay Railroads United Death Valley Clay Company Coen Companies Inc 36” gauge 8 miles of track Initially built as a narrow gauge mining railroad hauli..."

==Data==

Ash Meadows Clay Railroads
United Death Valley Clay Company
Coen Companies Inc
36” gauge
8 miles of track

Initially built as a narrow gauge mining railroad hauling clay to the standard gauge Tonopah & Tidewater railroad at Bradford Siding. In 1928 the T&T added a third rail between Death Valley Jct and Bradford and clay was hauled directly to Death Valley Jct. The line was standard gauged in 1931 when the DV RR was abandoned.

==History==

Long time well known desert resident "Dad" Fairbanks found the clay deposits at Ash Meadows in 1916, with others quickly following in his footsteps.

By 1925 General Clay had operations in the clay pits, trucking the dried clay to the Bradford siding of the Tonopah & Tidewater Railroad. In 1927 the mechanization of the mining began and they laid a (36”) “baby gauge” to the pits from Bradford Siding where the clay was loaded on standard gauge cars.

In 1928 the Pacific Coast Borax company was moving its operations out of Death Valley, with only limited operations on the Death Valley Railroad to Ryan for tourist service, and the current clay pit operator G. Ray Boggs, convinced the T&T (DVRR) to lay a third rail from Death Valley Junction to Bradford siding. This would allow the now unneeded DVRR equipment to be used for the clay operations. The roasting plant was converted into a clay drying and packaging operation. The peak years were 1927 through 1929 with over 30,000 tons shipped.

As of June 1928, the company was using two gasoline powered shovels, each capable of handling 75 tons in an 8 hour shift. At that time they were considering larger shovels.

In May 1931, the DVRR equipment, rails, and other material were removed, and shipped to Carlsbad New Mexico, for the U.S. Potash operations. In preparation for the change, the clay railroad was converted to standard gauge, and shipments were now made directly via standard gauge cars provided by the Tonopah & Tidewater. Reportedly, T&T locomotive no. 1 was kept available to switch the clay spur. By 1933 the output was down to 4,000 tons.

When the T&T ceased operations in 1940, the clay railroad was scrapped, and the ties sold to the T&T who used them to maintain the that railroad while they waited for authority to scrap the railroad.

==Locomotives and other equipment==

Plymouth FL-2, c/n 2439, 9/20/1926, 36” 4-ton, gas/friction, Buda KTU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Co., Bradford Siding, Inyo County CA, 10/31/1927
Returned to H C Collins as trade in on c/n 2751

Plymouth DLC-6, c/n 2751, 11/1/27, 36” 7-ton, gas/mechanical, Climax TU engine
Sold by H C Collins Co (dealer) Los Angeles CA
To United Death Valley Clay Company, 10/23/1928
To Coen Companies Inc, Death Valley Jct. CA
Disposition after 1931 unknown

Rolling stock
The company owned 12, narrow gauge 4-wheel side dump “steam shovel cars”, likely built by the Western Wheeled Scraper Co., for use in the clay fields. Between 1928 and 1930, the Death Valley Railroad provided 12 narrow gauge hoppers. After the third rail was removed, the Tonopah and Tidewater provided 5, 55-ton gondolas to move the clay from Bradford Siding to Death Valley Junction.

==Sources==

R H Hehmuth, Fate-Root-Heath Co., Plymouth Locomotive, 1914- 2002 (by the author, St George UT, 2015)

Richard E. Lingenfelter, Death Valley and the Amargosa: A Land of Illusion (University of California Press, Berkeley, 1986)

David Myrick, Railroads of Nevada and Eastern California, Vol 2, (Howell North Books, Berkeley, 1963)

Southern Nevada Clay Industry Expanding, Reno Gazette-Journal 26 Jun 1928

Stephen B. Castor, Brett T. McLaurin, Steve Ludington, and Kathryn S. Flynn, Mineral Resource Assessment of Selected Areas in Clark and Nye Counties, Nevada, U.S. Geological Survey Scientific Investigations Report 2006-5197 Prepared in cooperation with the Nevada Bureau of Mines and Geology and the University of Nevada, Las Vegas, Chapter F. Mineral Resource Potential of the Ash Meadows and Amargosa Mesquite Trees Areas of Critical Environmental Concern, Nye County, https://pubs.usgs.gov/sir/2006/5197/sir2006-5197f.pdf

Mining Railroads of Nevada

2021-06-07T00:43:58Z

Randy Hees: /* Mining Railroads. */

<div style="margin-left:auto;margin-right:auto;width:95%;margin:10px;">

==Mining Railroads.==

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[ Ash Meadows Clay | United Clay Products]] </span><br />
'''[[:Category:36in Gauge Railroads|36in Gauge]]. ''' <br /><br />
<span class="rlbottom">Near Death Valley Jct Nye County. 1927 - ca. 1931, Standard gauge 1931-1940</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Cortez Mining Company|Cortez Mining Company.]]</span><br />
'''[[:Category:30in Gauge Railroads|30in Gauge]].''' <br /><br />
<span class="rlbottom">Near Tenabo Eureka County. 1890 - ca. 1930</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Dayton Sutro & Carson Valley Railroad|Dayton Sutro & Carson Valley Railroad.]]</span><br />
'''[[:Category:36in Gauge Railroads|36in Gauge]].''' Initially constructed as the Lyon Mill & Mining Company, J.M. Douglas purchased the line from Fred Birdsall who had become interested in the San Joaquin & Sierra Nevada in California. The line operated a single locomotive, a Porter 0-4-2 named "Joe Douglas" until some time in the 1890's when operations ended, the exact date currently unknown.
<span class="rlbottom">Dayton, Lyon County. 1881 - ca. 1900</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Eureka Mill Railroad|Eureka Mill Railroad.]]</span><br />
'''[[:Category:24in Gauge Railroads|30in Gauge]].''' Short by even shortline standards, this line was built by the Union Mill Compnay in 1872 due their Eureka Mill being in a location unreachable by the Virginia & Truckee along the Carson River. Initially horse drawn, a Porter 0-4-0T was purchased later. The mill burned down in 1892, leaving the railroad abandoned. Sometime after 1906 the equipment was sold.<br />
<span class="rlbottom">Santiago Canyon ([[Virginia & Truckee Railroad|V&T]]) to Eureka Mill. 1872 - 1906</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Eureka & Ruby Hill Railroad|Eureka & Ruby Hill Railroad.]]</span><br />
'''[[:Category:36in Gauge Railroads|36in Gauge]].''' Constructed to connect the Eureka Consolidated Mines with their smelter operations in Eureka, in 1875 the line was purchased by the Eureka & Palisade Railroad. Under E&P control, trackage was expanded to the Richmond Consolidated Mine and associated Smelter. In 1893 operations were abandoned after the mines shut down. In 1902 operations resumed on a smaller scale until the flood which wiped out much of the E&P in 1910.
<span class="rlbottom">Eureka to Ruby Hill, Eureka County. 1874 - 1893 and 1902 - 1910</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Lyon Mining & Milling Company|Lyon Mining & Milling Company.]]</span><br />
'''[[:Category:36in Gauge Railroads|36in Gauge]].''' Initially constructed as the Lyon Mill & Mining Company, J.M. Douglas purchased the line from Fred Birdsall who had become interested in the San Joaquin & Sierra Nevada in California. The line operated a single locomotive, a Porter 0-4-2 named "Joe Douglas" until some time in the 1890's when operations ended, the exact date currently unknown.
<span class="rlbottom">Dayton ([[Carson & Colorado Railroad|C&C]]) to Rock Point Mill (Dayton, NV). 1881 - ca. 1900</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Pacific Tungsten Company|Pacific Tungsten Company.]]</span><br />
'''[[:Category:24in Gauge Railroads|24in Gauge]].'''<br />
<span class="rlbottom">Mill City, Pershing County. 1918 - 1947</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Quartette Mining Company|Quartette Mining Company.]]</span><br />
'''[[:Category:36in Gauge Railroads|36in Gauge]].'''Hauled gold ore from the Quartette mine near Searchlight to their stamp mill 16 miles away on the Colorado river. Discovery of a water source close to the mine lead to the construction of a new mill near the mine in 1906. Operations ceased on the railroad shortly thereafter, the remaining equipment and rails were sold between 1910 and 1915.
<span class="rlbottom">Searchlight, Clark County. 1902 - 1908</span>
</div>

<div class="roadlist"><span class="mapicon">[[file:png_map_notavailable_150px.png|100px]]</span>
<span class="rltitle">[[Yellow Pine Mining Company|Yellow Pine Mining Company.]]</span><br />
'''[[:Category:36in Gauge Railroads|36in Gauge]].'''Constructed to tap lead and manganese deposits west of Jean. The railroad hauled ore from the mines down steep grades to the smelter in Goodsprings for processing. The final product was then shipped down to Jean for transloading on the Los Angeles & Salt Lake Railroad (now Union Pacific). Ore shipments ceased by 1930 and the railroad was scrapped in 1934.
<span class="rlbottom">Jean to Goodsprings, Clark County. 1911 - 1934</span>
</div>


</div>