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An Historical Perspective



Kling's Stationery
704 Main Lewiston
To purchase please call 473-8501
Order price is $34.95 US Currency

This would make a great collection to a model railroad library.


The first train arrived at Lewiston on September 15, 1898, nearly three years after construction of the Lewiston Railroad Depot. This train traveled over the newly completed Northern Pacific Railway Company's line from Moscow to Lewiston, via Kendrick.

In 1907, Northern Pacific Railway expanded 62.7 miles under the name of Clearwater Short Line Railway Company which pushed east from Arrow to Stites, Idaho, following the Clearwater River the entire distance. At this time, crews were already two years into the difficult task of construction 66 additional miles of track between Joseph (now Spalding) and Grangeville. To complete the heavy tunnel construction required on this line, large numbers of Chinese and Irish immigrants were brought in. This segment of construction represents an incredible engineering feat as well as an awesome human accomplishment.

From Culdesac to the "loop", a distance of 8 miles, the line follows the crooked Lapwai Canyon at a constant 3% grade, passing over 11 trestles. Continuing up the rugged mountain side, the "loop" rises another 1900 feet, through 7 tunnels totaling 3,003 feet, and over an additional 17 wooden trestles, varying in length from 50 to 685 feet. Most of this construction is breath taking. For example, "Halfmoon Bridge", is a dramatic structure containing nearly one million feet of lumber. Also referred to as Bridge 22, it is 685 feet long, 141 feet high, and was built on a 14 degree reverse curve. The balance of this segment of the railroad to its terminus in Grangeville traverses the Camas Prairie, from which the railroad received its name. The first train arrived at Grangeville on December 9, 1908.

With the completion of the Oregon-Washington and Idaho Railroad Company's (predecessor to the Oregon-Washington Railroad and Navigation Company and ultimately the Union Pacific Railroad Company) line from Riparia, Washington to Lewiston, train service to the west of Lewiston began July 7, 1908. This line follows the Snake River over its entire length.

With two major railroad companies in the area, competition between the Oregon-Washington and Idaho Railroad and the Northern Pacific (now Burlington Northern Santa Fe) was fierce and the right-of-way battle over traffic became known as the "Clearwater Railroad War". In an effort to settle this "war", and ultimately reduce costs, these two railroad companies agreed on joint use of all of the lines extending from Riparia to Stites, and from Spalding to Grangeville in a contract dated September 1, 1909. Later that year, the parties entered into a second contract agreeing to organize a new company to operate the property on an unbiased basis. This contract brought the Camas Prairie Railroad Company into existence on December 3, 1909. The term of the contract is 999 years, thus providing a permanent end to the conflict while insuring consistent, reliable rail service to the region.

In 1925, the Northern Pacific, Union Pacific, and Clearwater Timber Company (predecessor of Potlatch Corporation) made an agreement to construct a 40 mile branch line between Orofino and Headquarters, Idaho. The construction was complete in 1928 and all track was incorporated into the Camas Prairie Railroad. This segment is considered by many to be the most scenic line on the Camas Prairie. The line follows the rugged Orofino Creek canyon for most of its length with grades at times exceeding 2.5%. The Camas Prairie maintains 42 bridges and trestles in this remote canyon which is for the most part inaccessible by roads.

In 1985, 11.7 miles of the Camas Prairie were abandoned: 10 miles between Revling and Headquarters, and another 1.7 miles between Kooskia and Stites. The remaining track comprises the 256 miles of main line the Camas Prairie operates over today.

The agreement to pool their track resulted in equal ownership of the Camas Prairie between the Union Pacific and Burlington Northern Santa Fe railroads. The Camas Prairie Railroad is unique in that it does not own any property or rolling stock. Throughout the years it has maintained its independence as a separate railroad with all equipment and locomotives furnished by the parent companies. This enables the Camas Prairie to continue to provide full service transportation products to all of our customers in the region. We are equipped to handle virtually any commodity in car load or container volumes and will retain that ability throughout the 999 year term of our operating contract.

In 1997, Burlington Northern Santa Fe and Union Pacific agreed to to sell the shortline railroad to an independant company. Camas Prairie Railroad's sale became official in 1998, and the name was officially changed to Camas Prairie RailNet, which it currently operates under.

The first train arrived at Lewiston on September 15, 1898, nearly three years after construction of the Lewiston Railroad Depot. This train traveled over the newly completed Northern Pacific Railway Company's line from Moscow to Lewiston, via Kendrick.

In 1907, Northern Pacific Railway expanded 62.7 miles under the name of Clearwater Short Line Railway Company which pushed east from Arrow to Stites, Idaho, following the Clearwater River the entire distance. At this time, crews were already two years into the difficult task of construction 66 additional miles of track between Joseph (now Spalding) and Grangeville. To complete the heavy tunnel construction required on this line, large numbers of Chinese and Irish immigrants were brought in. This segment of construction represents an incredible engineering feat as well as an awesome human accomplishment.

From Culdesac to the "loop", a distance of 8 miles, the line follows the crooked Lapwai Canyon at a constant 3% grade, passing over 11 trestles. Continuing up the rugged mountain side, the "loop" rises another 1900 feet, through 7 tunnels totaling 3,003 feet, and over an additional 17 wooden trestles, varying in length from 50 to 685 feet. Most of this construction is breath taking. For example, "Halfmoon Bridge", is a dramatic structure containing nearly one million feet of lumber. Also referred to as Bridge 22, it is 685 feet long, 141 feet high, and was built on a 14 degree reverse curve. The balance of this segment of the railroad to its terminus in Grangeville traverses the Camas Prairie, from which the railroad received its name. The first train arrived at Grangeville on December 9, 1908.

With the completion of the Oregon-Washington and Idaho Railroad Company's (predecessor to the Oregon-Washington Railroad and Navigation Company and ultimately the Union Pacific Railroad Company) line from Riparia, Washington to Lewiston, train service to the west of Lewiston began July 7, 1908. This line follows the Snake River over its entire length.

With two major railroad companies in the area, competition between the Oregon-Washington and Idaho Railroad and the Northern Pacific (now Burlington Northern Santa Fe) was fierce and the right-of-way battle over traffic became known as the "Clearwater Railroad War". In an effort to settle this "war", and ultimately reduce costs, these two railroad companies agreed on joint use of all of the lines extending from Riparia to Stites, and from Spalding to Grangeville in a contract dated September 1, 1909. Later that year, the parties entered into a second contract agreeing to organize a new company to operate the property on an unbiased basis. This contract brought the Camas Prairie Railroad Company into existence on December 3, 1909. The term of the contract is 999 years, thus providing a permanent end to the conflict while insuring consistent, reliable rail service to the region.

In 1925, the Northern Pacific, Union Pacific, and Clearwater Timber Company (predecessor of Potlatch Corporation) made an agreement to construct a 40 mile branch line between Orofino and Headquarters, Idaho. The construction was complete in 1928 and all track was incorporated into the Camas Prairie Railroad. This segment is considered by many to be the most scenic line on the Camas Prairie. The line follows the rugged Orofino Creek canyon for most of its length with grades at times exceeding 2.5%. The Camas Prairie maintains 42 bridges and trestles in this remote canyon which is for the most part inaccessible by roads.

In 1985, 11.7 miles of the Camas Prairie were abandoned: 10 miles between Revling and Headquarters, and another 1.7 miles between Kooskia and Stites. The remaining track comprises the 256 miles of main line the Camas Prairie operates over today.

The agreement to pool their track resulted in equal ownership of the Camas Prairie between the Union Pacific and Burlington Northern Santa Fe railroads. The Camas Prairie Railroad is unique in that it does not own any property or rolling stock. Throughout the years it has maintained its independence as a separate railroad with all equipment and locomotives furnished by the parent companies. This enables the Camas Prairie to continue to provide full service transportation products to all of our customers in the region. We are equipped to handle virtually any commodity in car load or container volumes and will retain that ability throughout the 999 year term of our operating contract.

In 1997, Burlington Northern Santa Fe and Union Pacific agreed to to sell the shortline railroad to an independant company. Camas Prairie Railroad's sale became official in 1998, and the name was officially changed to Camas Prairie RailNet, which it currently operates under.

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