Check out the Longview, Portland and Northern Page, which is an abandoned papermill shortline that
once interchanged with the Coos Bay branch of this railroad.
And the  Oregon Pacific and Eastern Page which is an abandoned shortline that once interchanged with
the Siskiyou branch of this railroad, when it was owned by Southern Pacific.
Check out Shane Gill's NW Railscan website, which is allows you to listen to CORP radio traffic LIVE on the
Last Update:  October 24, 2007
The Central Oregon and Pacific Railroad is one of the largest shortline operations in Oregon.   Just like the
Portland and Western, it too operates on ex-Southern Pacific tracks, now owned and leased from Union Pacific.  
And also like the Portland & Western, the Central Oregon and Pacific Railroad is a subsidiary of a large parent
railroad company.  In this case,
Rail America.

CORP, short for Central ORegon and Pacific, began life in the early to mid 1990s (some sources indicate about
1994, others say 1995) as a subsidiary for the large railroad firm RailTex.  Southern Pacific was looking to shed
some of its less profitable branch lines and that included it’s branch lines from Eugene to Coos Bay and from
Eugene to California.   RailTex sent out a group of people to Oregon who quickly organized CORP to take over
these lines.    A lease agreement was signed and CORP would then have exclusive access as the primary
shipper on the two major Southern Pacific branch lines that ran south and west out of Eugene.  One of the lines
would be the Siskiyou Branch that connects Southern Oregon to Northern California over the Siskiyou
Mountains.    This would leave the entire line from Eugene, Oregon to Black Butte, California under CORP
operational control.  In addition, the Coos Bay line between Eugene and Coquille, Oregon would also come
under CORP control.   The Coos Bay line is one of the more historical lines in the Northwest, with several
interesting features including 3 of the largest operational swing bridges in the United States, all of which were
built in 1914.  While not the oldest line in Oregon, it is one of the most original, using many original bridges,
signals, and sometimes rail.   This was mainly due to Southern Pacific’s lack of interest in maintaining or
modernizing the line.   Most of the lines date to around 1914, but some sections in and around Coos Bay were
originally constructed in the late 1800s.

When Southern Pacific was running the lines, they were using old SD9s that made only about 1750 h.p. each.   
But CORP brought in new power in the form of  GP38s and GP40s, which made substantially more horse power
(2300-3000), without adding that much more stress on the old track.   

By 1996; Southern Pacific had been bought out and absorbed into the Union Pacific Railroad along with it most
of its least agreements to the short lines around Oregon.  CORP would continue to lease, operate and maintain
the lines.   With Union Pacific acting as the new owner, little would change.

The Siskiyou line sees frequent traffic as one of the major connections between Oregon and California.   Cars
are brought to Black Butte, California, where they are interchanged with Union Pacific.   The line also has plenty
of historical significance as it dates to the 1880s.  It runs through multiple tunnels and climbs a steep grade to
clear the Siskiyou pass.    In one of these tunnels, number 13, the
last deadly train robbery in U.S. history would
occur in 1923.   This very tunnel would also recently burn, partly collapse and close down the line for an
extended period, but it's currently being completely rebuilt and the line will eventually be open again.

The Coos Bay branch sees less frequent traffic.  Its bridges and rails are old and were very neglected by
Southern Pacific.  Some of the bridges were rebuilt in the 1970s in anticipation of heavy coal trains from a coal
mine that never materialized, but much of the line is still in need of refurbishing.  Traffic on this coastal branch
is measured in number of trains were per week or month rather than number of trains per day.   Several saw
mills along the line are served as are several customers in and around Coos Bay.   The largest shipper,
Gardiner Paper Mill, closed down in the late 1990s, making the line’s future questionable.  In addition, the giant
Coos Bay swing bridge was in such bad shape, it would literally fall apart every time a train passed over it.   But
state and federal money to the tune of about 7 million dollars is being pumped into repairing the historical
bridge, which should give a new lease on life for the line for a while longer.   CORP has secured several grants
and funds that will help refurbish this line over the next several years and it's short term survival appears

The CORP parent company, RailTex, was later bought out by RailAmerica in 2000, making RailAmerica the new
parent company of CORP and the largest railroad parent company in the world.  RailAmerica also owns several
other Northwest railroads, including the Puget Sound & Pacific RR and Cascade & Columbia River RR, both in
Washington State and the old E&N Railroad on Vancouver Island, Canada.  

Today CORP operates out of two major yards in Roseburg and Eugene.   Offices and Engine repairs facilities are
located in Roseburg while major switching is conducted in the Union Pacific yard in Eugene.   A few jobs
originate out of smaller yards on the line such as Medford and Coos Bay, Oregon and Weed, California.

One special distinction about the CORP railroads, and the subject of several websites (linked below) is the fact
that CORP is one of the few railroads to still have a few semaphores and wig wag signals on it’s lines.   
Unfortunately, these historical signals are fast disappearing as CORP is removing the last of them over the next
several years.  

While still owned by a large corporation, CORP has managed to do what Southern Pacific could not.  It has
continued to make the lines viable and improved customer service.   If not for CORP, these lines might well
have been abandoned 10 years ago.   Especially the Coos Bay branch.  For now, it appears they will remain to
serve customers for many more years to come.
In the last years that Southern Pacific operated the line, diesel SD-9s were used.  When CORP was organized
and took over, most of the old SD-9s were retired and replaced by several dozen GP38, GP40s and SD40s and
few misc. locomotives.  The SD-9 and GP-9s are now completely gone.  But you can still see long consists of the
historic and increasingly rare 9 series locomotives on the
Port of Tillamook Bay Railroad.
Number 3809 is just one of a number of CORP locomotives serving on this line.   This was the first unit I spotted parked in Mapleton.   It's
a nice looking and well maintained GP38-3, that was built in 1969 and makes about 2000 h.p.    Photos: Spring, 2004.
Number 3822 is a sister locomotive to the above unit.  It's a GP38, built in 1967.   I spotted it heading towards Coos Bay, near Reedsport,
making a rare Saturday run.  Note the extremely rare wig wag near Reedsport.   See below for more info.  Photo: September, 2004.
Number 3804 is a GP38-3 built in 1970.  I spotted it on a siding, just north of the huge Coos Bay swing bridge.  In fact the north approach
to the bridge is just a few hundred beyond on the left track.   See below for more info.  Photo: November, 2004.
Points on the Coos Bay Branch
The Coos Bay Branch of CORP has more individual bridges than any other short line in Oregon.   Tens of
thousands of feet of bridges span several large lakes and many rivers and creeks on this line.   Many of the
bridges are original, built between 1912 and 1916 and then overhauled over the years.  Some were completely
torn out and rebuilt from the ground up in the mid 1970s and early 1980s.  In addition, the Coos Bay branch has
3 powered swing bridges, including the longest one in the U.S.   A fourth hand cranked swing bridge used to
exist in Coos Bay, but it's since been replaced with a rigid span.  

There are also a significant number of tunnels on this line, including the longest railroad tunnel in Oregon.  All
of the tunnels were dug between 1912-1916.   While I couldn't photograph all the bridges and tunnels on the
line, I have many pictures below.   Some bridges and tunnels are located on parts of the line that are only
accessible by the railroad itself or private gated property.   

The below pictures of the Coos Bay branch, begin in Noti, just west of Eugene and end where the line
currently stops, in Coquille.   The tracks south of Coquille have been abandoned and removed.
The first major historical bridge, is located near Noti, Oregon, spanning Elk Creek.  This one was more difficult to photograph as it was
enshrouded in trees and access to the trestle was fenced off with no trespassing signs.
This bridge is located south of Noti, near Vaughn Station, spanning Noti Creek.  Shortly past here, the line makes a huge horseshoe curve
and a short spur line leaves the line to service a mill.    The B&W picture shows this bridge under construction in 1914.  Courtesy of Sam
This is Vaughn Station.  One of two major spur lines that leave the CORP mainline and serve mills.   In this case, the spur serves the
Weyerhauser mill at Vaughn.   Pictures left to right:   Vaughn station, the tracks on the right are the main line, while the Vaughn spur is on
the left.  -  Showing the derailer located on the Vaughn spur.  -  The Vaughn spur splits off into two tracks.
CORP stores several cars on this spur and the mill does apparently ship a few cars per week by rail.
Vaughn used to be a the site of a huge mill complex.  Today only part of the mill remains.  The spur tracks, which used to run the length of
the complex have since been cut back.   The pictures on the left show the remains of a small railroad bridge that crossed Noti creek to a
plywood mill that has since been closed down.  The pictures on the right show where the tracks now end, just north of the road that runs
through the mill.

Just west of here is a 1/2 mile long tunnel, that I've so far been unable to photograph.
Continuing west along Wildcat Creek, the line then goes through a short tunnel near Austa that I've also been unable to photograph.  The
line then follows the Suislaw River west, crossing numerous bridges before coming to the town of Mapleton.  (The site where my above
locomotive pictures were taken.)
Mapleton is a major car set location for CORP.  There are several mills in the area that CORP serves.    Near Mapleton is the site of a now
abandoned spur that ran to a mill.  The mill appears to still be operational, but the spur was long removed.  The old crossing light poles can
still be seen, along with the remains of the spur on either side of the highway.  The highway has since paved over the tracks.    Note the
above crossing, in Mapleton which has both crossing guards for cars and a stop sign for the trains.   From Mapleton, the line continues
west along the Suislaw River, before it makes one last spectacular crossing over it.
This is the first swing bridge on the Coos Bay branch, heading out of Eugene.   This one is located near Florence, Oregon over the Suislaw
River.   It's probably the most well known as it's easily visible along a major highway route between the Willamette Valley and the Coast.  
Built in 1914,  the structure looks like it's been barely maintained in the last few decades.  The bridge tender building is literally falling apart,
and if one didn't know any better the bridge looks abandoned.  But it's not.   The rail and decking do appear to be newer and was probably
rebuilt in the early 1980s as some sources indicate.  This is the only the swing bridge on the line that is usually left in the closed position all
the time.   This bridge is also sometimes called the Cushman bridge after the name of the community (now mostly gone) that was located
next to the bridge.  The south approach to the bridge is 1/2 mile long low level trestle that crosses the South Inlet Marsh.
This large trestle is not far south of the Suislaw River swing bridge, near South Inlet Slough, over an unnamed creek.
This tunnel, called Tunnel 15, was the first tunnel on the line that I was able to access.  Located just north of the old townsite of Canary and
south of the above pictured trestle.  This tunnel is just under 1/2 mile long.   The pictures are of the south portal.  The siding switch in the
picture on left leads to the town site of Canary, just behind me.   In the picture on the right looking from the south portal, you can see the
Canary siding.
This is what is left of Canary.  I have no idea of the town history or even if it was much of a town, but this building is the only structure left.  
Looking much like it used to be perhaps a general store or other commercial building, it's now used as a house. Canary is nothing more
than an unused siding today, but does have one very significant point of interest.  An old abandoned baggage car.
I'm guessing this baggage car served as a maintenance shed for Southern Pacific and was parked here many decades ago and hooked up
to 110 volt power.  A power box and exterior lights indicate that it was meant to sit here permanently, but the power box has been long
disconnected and car appears to be abandoned.   The doors were not locked and a quick peak inside showed a few junk items and railroad
signs, but not much else.    Another newer looking shed is located next to the baggage car and probably now serves as the tool shed.   The  
significance of this place to maintenance personnel is that two tunnels are located within a few hundred feet in either direction from here.
This short curving tunnel is located just south of Canary and is called Tunnel 16.  A recurring theme I noticed with the tunnels was that they
all seemed to have had electrical power at some point, but the power has long been disconnected.    Old power poles and transformers
remain along with lines draped over and inside the tunnels.    In this tunnel, I found some interesting old light fixtures, abandoned and strung
along the side of the tunnel.  Pictures are of the north portal.
From the above tunnel, the line heads south
to the Siltcoos Lake.   This bridge crosses
the Mill Arm Marsh at the north end of
Siltcoos Lake.  It appears to have been one
of the bridges completely rebuilt in the 1970s
or 1980s.
The first of two long low
level trestles that cross
inlets on the east bank of
the Siltcoos Lake.  
This is the second long trestle that crossed an inlet of Siltcoos Lake, but was more accessible, although probably identical to the first one.   
This trestle was mostly original, although the approach was rebuilt at some point.  Note how the old pilings were cut off and the new steel
pilings were driven right through the middle of the some of the old wood pilings.
This trestle is located near the remote resort of Ada Station.   The trestle seperates the main body of Siltcoos Lake from the Fiddle Creek
Arm of the Lake.   Front left to right:  Looking south from Ada Station across the bridge.   Looking North toward Ada Station from the south
end of the bridge.   Looking north across the bridge with an old structure in view on the right.   A larger view of the old structure.    I believe
this used to be a platform for water barrels that were stored here to fight fires on the original wood trestle.  The original wood trestle was
torn out in 1976 and replaced with this steel and concrete structure.   Just south of here is another tunnel.
This tunnel just south of the above trestle is called Tunnel 17 and is about 1/4 mile long.   It's in an area that is only accessible by boat or the
above trestle.   Note the charred roof of the tunnel in the picture on the right.  This is probably from decades of daily steam locomotives
running through this tunnel until the 1950s and then diesels from then on.   Pictures are of the north portal.

Just south of here is a town site called Booth which was a major logging community that at the time was only accessible by boat or the
railroad.   The town was torn up and a logging road was later built to the area, but it's gated off miles before the town site.  I  hope to later
visit the site and see what I can find.  Picture on right shows Booth in the 1930s.  Courtesy of the Umpqua River Museum.

The line continues south and goes over numerous long low level trestles as it crosses Tahkenitch Lake.  For miles the line is only
accessible by train or by boat.
This is the only view of any of the Tahkenitch Lake bridges that can be had by road.  Picture taken off of 5 mile road of the Home Point
bridge over the lake.  Just south of this point, the line goes through another tunnel, under 5 mile road. The line then follows Franz Creek until
it reaches the Smith River and then follows it south.
The line continues to follow the Smith River.  Just before crossing the Smith River and then the Umqua River via a huge swing bridge, the
line branches off at Gardiner Junction.  Here, a 4 mile long mill spur ran to the International Paper Mill at Gardiner.   The mill has been
closed down and the line abandoned since 1999.   The line was operated by the
Longview, Portland & Northern Railroad and I have an
entire page dedicated to the abandoned line with dozens of pictures.
These pictures are from my abandoned Longview, Portland & Northern RR page.  The tracks in the foreground are the abandoned LP&N
tracks.   The bridges in the background are of the CORP line as it crosses the Smith River, just before the approach to the Umpqua River
swing bridge pictured below.
The next swing bridge on the Coos Bay branch is located near Reedsport, Oregon over the Smith River.   This large structure also dates to
1914 and was originally opened and closed via four huge gas powered motors.   The bridge tender would have to use a boat to get to the
center span and operate the bridge.   Today, the gas motors have been replaced by huge electric motors and powered from transformers
located on the south span of the bridge.  The bridge is normally left in the open position for boat traffic and is then closed when a train
approaches.  I believe the Conductors on the locomotives are now responsible for opening and closing the bridge as a small shack is
located at each end of the bridge with bridge controls located inside (see bottom right pictures.)   Just south of the bridge, the line enters
the town of Reedsport, which is one of the larger towns on the line.
These pictures show the Reedsport bridge in the closed position.  Apparently the crews typically shut the bridge on the run into Coos Bay
and leave it shut until they make the return run either late that day or the next day.  
I haven't quite figured out what this abandoned railroad building was used for, but it looks like some kind of storage or tool shed used in
conjunction with the swing bridge.   Until the late 1970s or 1980s, a train order station was located on the bridge itself, so it might be related
to that, such as a speeder storage shed.   The faded sign on the building says "Motorcycle Riding is Prohibited".   
One of two abandoned spur lines that branch off of the line just south of the swing bridge in Reedsport.  This one heads off  on the east side
of the line and splits off into three seperate track.   All end prematurely, due to late road construction, but appear to have once entered a
small industrial area near downtown Reedsport.  Today, the spur lines are completely abandoned and rusted, although still connected to
the mainline.
The other abandoned spur on the west side of the mainline is longer, but harder to spot.   It's connection to the mainline was completely
severed, but most of the track remains, although very buried in brush and grass.  It heads off in a westerly direction to a closed down saw
mill, about a third of a mile away.
The westerly spur continues west under Hwy 101 before reaching a city access road.  Here, the tracks were haphazardly paved over.   
They continue on into the old mill complex, where they dead end.
This is the double track south of the swing bridge.   Note the approach red signal light to the bridge which stays on all the time.  
This bridge located in the city of Reedsport isn't huge, but it's a rare double track bridge on the line.
A turntable was also installed somewhere in Reedsport  in 1940 to turn around switcher engines that worked the mills between Eugene
and Reedsport, but that is also long gone.
In Reedsport, south of the bridge, the double track makes a wide sweeping curve in a slight easterly direction before coming back together
into a single track and leaving town.    Note Reedsport's finest!  Also, note the abandoned railroad trailer in the background in the picture in
the middle.    One thing that was interesting about the track in Reedsport was the dates on the rail.  The mainline track had a date of 1937.    
The siding, which was extremely rusty and appeared to not be used, was dated 1922.
A closer view of that abandoned trailer.   Abandoned in a field next the line at the south end of town.  I wouldn't have thought anything of this
old trailer if I hadn't noticed the faded logo on it.  Southern Pacific!  Obviously, this was owned by Southern Pacific, which built this line in
1914 and operated it up until the early 1990s, when it leased was to CORP and then merged with Union Pacific a few years later.   From it's
rusty condition, it looks like it's been abandoned here for a very long time.  Note the inventory sticker from 1983.

South of Reedsport, the line crosses Scholfield Creek and then over Scholfield Marsh over a series of low level trestles and fills. Although I
made the hike out to the creek, I couldn't get a picture of the bridge thanks to a careless resident's dog keeping me at bay from the area.
This crossing may not seem significant to the average person, but the rail fan will immediately recognize the very rare and elusive
wig-wag signal.  Once very common on railroads, they are all but extinct and the Coos Bay CORP branch is one only a few left in the entire
state.   This signal is located on an old very short county road called Thorton Oar Lane, off of Scholfield Creek road.  What is strange about
this crossing is that the road only goes a few hundred feet and serves one or two residences.   One has to one wonder what prompted
Southern Pacific to put such an expensive crossing signal here so many decades ago, when so many other similar crossings have no
signals at all?  My only guess is that the angle of the tracks and road and the blind view make this a particularly dangerous crossing.   
Although installed by Southern Pacific many decades ago (note the lock is still stamped with SP markings) the signal is now maintained by
CORP and looks as if it was actually recently painted.   It's one of only two left on this line and just like all the others, it's days are probably
numbered too.
Not far east of the above wig wag just off of Scholfield road is the  remains of this bridge.  I believe this to be an old railroad bridge that
connected the SP line, only a few hundred feet from the end of this bridge to a logging railroad, which is now probably Scholfield county
After driving down Scholfield Creek road we came to the turn out near this tunnel.  Near the turn out, we found this strange looking dump
car just abandoned next to the tracks.    I believe the tunnel is called tunnel 19.   It's the longest railroad tunnel in Oregon, at just over 3/4
mile long.   I had my father in law, Bill Marks, with me this time (in the pictures).   Note the abandoned electrical wiring in the tunnel and the
abandoned power pole located just outside the tunnel.  This tunnel was dug fairly wide.  Although the portal was the same width as the
others, the interior was about 50% wider and appeared to be mostly dug into solid rock or sandstone.  PIctures show the north portal.  
This is probably one of the most remote crossings on the line.   Continuing past the tunnel, the line heads into an area that is accessable
only by one long steep, winding dead end dirt road.  Near the south portal of the above tunnel is this crossing.  Note that the sign still says
Southern Pacific, even though SP has not existed on this line for over 10 years.

The line continues south towards Ten Mile Lake.  It crosses over several very long low level trestles over inlets on the west bank of Ten
Mile Lake, before reaching the town of Lakeside.  Lakeside used to be a huge resort town and major passenger destination on this line in
the 1920s and 1930s.  From there, the line continues south, following Hwy 101 all the way to Coos Bay.
This is the crown jewel on the Coos Bay line.    At least a crown jewel to historical railroad fans, like myself.  To the railroad, it's  one giant
and expensive headache.   The Coos Bay swing bridge was built in 1914 and at almost 500 feet long, the center span is the longest swing
bridge in the United States.   Sitting right on the ocean has really taken it's toll, along with little to no maintenance from it's prior owner,
Southern Pacific.    Pieces of the bridge would literally fall on the locomotives  as they crossed.    It almost seemed as if it would be this
bridge that would doom the line to closure.   But not long ago, the bridge was sold to the local port authority by Union Pacific (who
purchased Southern Pacific) and the port has been able to secure about 7 million dollars of federal and local funding to repair the bridge.  
Repairs were taking place in 2004, and the bridge and the Coos Bay branch appears to be secure to last well into the 21st century.
Picture on the far left, was taken a few hundred feet north of the north bridge approach.  The track on the left heads to the bridge.
Pictures of the south end of the main railyard in Coos Bay.   This yard was probably originally constructed for the Coos Bay, Roseburg &
Eastern in 1890s.  But soon it would come under Southern Pacific ownership.   In it's heyday this was the hub of the Coos Bay branch.   A
three stall roundhouse, turn table, car shop and machine shop, to name a few, were all located here.   But today, the only remaining
Southern Pacific buildings are the two speeder shacks you see pictured above.    CORP still uses the yard to store and load cars.   Note the
old and probably mostly abandoned rusted baggage car pictured above.   This was probably used for MoW operations and may still be.
Pictures taken in November, 2004.
A few feet east of the above intersection most of the track has been removed, but a few short sections remain and are even put to use.   
These two cabooses serve as a local expresso shop.   If anyone has specific info about these cabooses, such as dates of manufacture,
history, type, please
Email me.   Pics taken in November, 2004.
Just a few feet east of the above cabooses was this abandoned crossing signal still in place.   It once guarded a driveway to a trailer park,
but no more.  I'm surprised it's still here, however.    Pics taken in November, 2004.
Just a few feet east of the above abandoned crossing is this abandoned trestle.    Beyond the trestle, the tracks are completely gone, as
are any signs they existed.   I believe the rails were removed in the late 1990s.  Pics taken in November, 2004.
At the east end of Coquille, a few feet of abandoned rail lays in the weeds, apparently missed by the scrappers for some mysterious
reason.   A crossing sign remains.   A plywood mill once existed here, but like so many others in our state, it is no more.  These tracks only
hint at what used to be the continuation of this line to Myrtle Point.  From there it continued on to Powers under the ownership of the Coos
Bay Lumber Company and later Georgia-Pacific.    Southern Pacific abandoned the portion of the line from here to Myrtle Point in the
summer of 1989.  (Thanks to Bill Bitner for the info.)   Pics taken in November, 2004.
Points on the Siskiyou Branch
Note:  The Siskiyou branch of CORP is the former Southern Pacific mainline that runs from Eugene, Oregon to
Weed, California.   I haven't had a chance to take as many photographs of this CORP branch, but a few are
shown below.
The CORP mainline in Cottage
Grove, looking south.   The
track on the right used to be
Oregon Pacific & Eastern
line that branched off of the
SP here and headed 20 miles
west.   Today it's abandoned.
December, 2003.
The CORP mainline in Cottage
Grove, looking north.  Just to
the right of the picture was the
Oregon Pacific & Eastern
railyard and loco shops.  
They're all gone now.
December, 2003.
The CORP mainline in Cottage Grove.   This bridge is
over the Coast Fork, Willamette River.
December, 2003.
CORP preparing to depart with a full load to finished lumber from the Weyerhauser Mill in Cottage Grove.   The CORP Siskiyou branch is
actually owned by Union Pacific.   UP aquired the line, when it merged with Southern Pacific in the mid 1990s.   The UP leases the line out
to CORP.   In most cases, CORP operates it's own red/white painted locomotive power, but between Eugene and Roseburg, CORP has an
arrangement to borrow UP locomotives, while using CORP crews.    December, 2003.
These photos are of the same train on it's way from Roseburg to Eugene, seen here passing through Cottage Grove.   This is called the
Roseburg-Eugene Hauler, Job 508.   Normal power is what you see here, several UP locomotives on point and several UP locomotives cut
into the middle of the train (far right picture).  The crews, however, are CORP crews.   When UP closed down the Eugene Yard, CORP cut a
deal to pre-block cars coming onto the UP at Springfield Jct. in exchange for the use of UP power on the 501 and 508 jobs.  Information
courtesy of Larry Tuttle.   January, 2005
This concludes a look at the CORP Railroad.
As more pictures become available, I'll add them here.  
If anyone has any further information on any of the above railroad that you'd like to share, you
Email me anytime.  Thanks.
Copyright © 2004, 2005 Brian McCamish,  All Rights Reserved

Note about the photos on this site:
Most photos were taken by me, except for those that are otherwise indicated.   I usually allow people to use my photos for personal use or
websites.  Simply
Email me.   I may not have authority to grant permission regarding some photos that were only loaned to me by others
specifically for this website.   Every effort has been made not to include other's photos without the proper permission and credits, however, if you
see any photos which belong to you and that I don't have permission to use, I apologize.   If you send me an
Email, I will remove the photos
immediately or give proper credit, which ever you wish.
Locomotives and Equipment
This used to be the location of the 4th and final swing bridge on the Coos Bay branch, located over Coal Bank Slough.  Today, it appears
that the swing bridge was removed and replaced with a fixed steel girder span, unless I'm mistaken and the girder span does indeed swing
open.  The original swing bridge was a wood truss structure, that may have been built as early as the 1890s.   It was rebuilt sometime after
1916.   Both the oringal and later swing bridges were hand operated.  PIcs taken in November, 2004.
The end of the Coos Bay branch as of November, 2004.   These pictures are at the southwest end of Coquille.   The track east of here  been
mostly pulled up with a few exceptions that you'll see below.    When I visited the area, CORP crews were taking a lunch break here.  
Apparently removing the last of the yard/siding tracks that were used to switch a plywood mill in Coquille.  (Thanks to Bill Bitner for the
info.)    I'm also not sure how far west CORP plans to continue dismantling tracks.  I believe CORP still ships a few loads from about 1 mile
west of this location.   Pics taken in November, 2004.
Update 10-24-07

On 9-21-2007 with virtually no warning, CORP shut down the Coos Bay Branch line, they claim due to dangerous
tunnels.   This decision is extremely controversial and highly contested by local business and state agencies.
The fate of the line is unknown at this time.    The Coos Bay branch is closed from Vaughn to Coos Bay.
The Siskiyou Branch is still operation and appears to be unaffected by this decision.

This article and others from the Coos Bay Newspaper explain some of what's going on.