The branch led along the third track on which the train sat at the depot, and beside the 133-lb. steel
of the main line for a mile or so east of Lawrence before turning northeast. Soon after the turn was
Rex, a blind siding, then the light track began to parallel the busy pavement of US 24-40. We even
felt a little smug as we watched the mad mobs rush by our leisurely little byway.
We did not stop at Tonganoxie, largest town between terminals, but brushed past its weatherbeaten
station, underpassing US 24-40 and up the valley beside a county road, watching the mileposts go by
until we passed Fairmount, Lansing and Alfa to swing into the Missouri Pacific mainline track at
Cochrane. Riding was smoother along here, and we chuffed along beside the wide Missouri River
into Leavenworth. At the antique brick MoP-UP station there we were joined by Lawrence McDonald,
E.C. Jones and H.H. Hoover from Kansas City Chapter. Mr. Hoover visited with us for a time, but had
to return to Kansas City in order to be back to work in time. Messrs. Jones and McDonald decided to
stick it out and go to Lawrence with us. They had come up from Kansas City earlier in the day via
Santa Fe mixed train from Bonner Springs, and had been enjoying themselves looking around
Leavenworth and visiting the MoP tower.
Our genial conductor had told us that if we wished we could stay on the combine while they did their
Leavenworth chores, so up the hill we went over the old LK&W (Leavenworth, Kansas and
Western--also Look, Kuss and Wait). The track paralleled the MoP for a mile or so along the bluff
and then turned up a draw past Fort Leavenworth and on up to the end of the line at Knox, the
switch serving the Federal Penitentiary. There we could see the rotted ties and abandoned fill of the
LK&W where it wound through the hills to start its bucolic ramble over to Holton, Onaga and Clay
Center. It was five-mile-an-hour track going back down to Leavenworth, and this three miles of line
has no scheduled service in the timetable. It was a real treat to us.
Back in Leavenworth we paused in the tiny yard beside the CGW track near the end of the bridge
to fill the tank with water and turn the 492 on the turntable (a motor-powered one here--those in
Lawrence and Topeka are "armstrong" type), and assemble the train for the return trip. We had
our combine and one boxcar. Going back we stopped at Tonganoxie to get a can of cream and thus
keep a farmer-skipper in good spirits.
At Lawrence it was after dark when we arrived about 6:30 PM and a mainline local freight was
blocking our way back into the station, so Mr. Jones and Lawrence McDonald had to get off the
combine and hot-foot it to the depot, about a half-mile, in order to catch No. 70, powered by
4-8-4 #807, to get back to Kansas City.
The trip went to prove that the poet really had something when she said she never saw a train she
wouldn't ride, no matter where it was going. It was fun, and we had as deep a sense of satisfaction
after it was over as if we had ridden a sleek streamliner, or perhaps more so. We are railfans and it
was a day with steam on the Union Pacific.
(From the September 1953 issue of "Sparks"; Volume #1/Issue #8):
"FOLLOWING THE SMOKE TRAILS" (By Harry M. Landis)---
Having just read the book "Rails that Climb" a story of Dave Moffat's efforts to secure a direct
western connection for the city of Denver, Colorado, and with a weeks vacation available, and a
desire to find cooler temperatures, I loaded the wife and two boys into the Ford on August 15 and
headed northwest.
After making connection with the Union Pacific mainline at Lexington, Nebraska, the scenery
immediately improved (as far as a steam R.R. fan was concerned anyway). While driving westward
along highway 30, saw numerous Union Pacific freights powered by 9000's with a few diesels mixed in,
and several passenger trains which appeared to be second, third, and even fourth sections of trains
operated earlier in the day, all of which were being pulled by 800 class engines.
Making the night's stop at Sydney, Nebraska, we visited the depot and learned from the Bulletin
Board that five regularly scheduled eastbound passenger trains were due within the next two hours
(between 7 and 9 PM.). As each of these trains were operating in from two to four sections, you can
imagine the activity at this division point. All of these trains were handled by steam except the
City of San Francisco and the City of Los Angeles. Number 4440, 0-6-0 was sighted here doing
switch duty.
An early start Sunday morning put us in Cheyenne in time for breakfast. Here a visit at the cordial
invitation of the engineer, to the cab of Number 827 headed east on second six which was running in
four sections on that day, added an unexpected thrill. A quick tour of the roundhouse and back shops
brought views of a pair of 3900's and 4002 very much dismantled and undergoing repairs, plus sight
of numerous 3700, 3800, 3900 and 4000's being serviced. Here, too, were seen rotaries number 056
and 076. Only three freight diesels were in evidence in Cheyenne plus one diesel switcher which bore
the old clanging type bell.
On west to Laramie with a short stop on Sherman Hill to watch a 9000, a 3500, and a 3-unit diesel
each with 52 cars dropping down the hill toward Cheyenne. Number 9 passed us here with a 3-unit
diesel and 15 cars moving up the grade. More big steam power at Laramie, with a glimpse of the 833
booming east on the Hill with fourth number six (7 cars) and being followed by 3943 and 4021 with
65 and 66 freight cars respectively.