The PV Hooper Branch
Illustration by Otto M. Vondrak. Not all lines and stations shown. Not an official map. ©2017 White River Productions
Willada (Lancaster) Marengo Marengo Garfield Blackwell Winona Harpole Sutton COLFAX Mockonema Ankeny LaCrosse
BN - Burlington Northern BNSF - BNSF Railway CSP - Camas Prairie Railway GRNW - Great Northwest Railroad NP - Northern Pacific PCC - Palouse River & Coulee City PLRR - Palouse River Railroad SIE - Spokane & Inland Empire SPS - Spokane, Portland & Seattle WIR - Washington & Idaho Railway UP - Union Pacific
Park
Palouse Falls State Park
Canyon Central Ferry
Lyons Ferry State Park
Joso 0 UP/BNSF Riparia GRNW (CSP) 5 MILES 10 15 Chambers Penawawaa v er Almota Shawnee Fallon Glenwood Palouse
Juno St. John
THORNTON Farmington Belmont
Armstrong Pullman Moscow
LEFT: Off to the races! Startled by the squeal of a brake application, a trio of horses gallops alongside a loaded grain train dropping down the grade into Sunset on August 24, 2011. Of note, the nearest horse is of the Appaloosa breed, which is native to the Palouse region as a result of the Nez Perce Tribe’s centuries- old breeding program. ABOVE: WAMX 4046, a former Amtrak GP40, drags a lone covered hopper around the east wye at Winona on August 23, 2011.
with NP’s February 1886 announcement that it would begin construction south from Spokane into the Palouse, the OR&N declared the agreement void and began aggressive expansion north of the Snake River. First, it built a bridge at Riparia and pushed north to connect with the Colfax line at LaCrosse. From Colfax, the OR&N extended its railhead northeast to Farmington on the Idaho
border, then turned north toward Tekoa (“Tee-koh”), Fairfield and ultimately Spokane, which it reached in October 1889. From Tekoa, the OR&N built a branch northeast into Idaho to tap the riches of the Wallace silver mining district. Colfax lies in a deep valley at the confluence of two forks of the Palouse River, and the original 1884 line
descended from the plateau to the west on a 3.0 percent compensated grade. This profile required establishment of a helper district, which proved such an impediment to efficient operations that efforts began in 1887 to locate a less torturous route for westbound traffic. Further growth came when the Pleasant Valley Branch was completed in July 1889, leaving the original mainline
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