My other sites:

Following Louisiana's & Mississippi's Historic Railroads
http://oldrrs-blog.blogspot.com/

My Ride Reports
http://my-ride-reports.blogspot.com/

Finding the Lumber Mill Railroads http://lumbermillrrs.blogspot.com/

Following the Historic Rails of Mississippi http://mississippirails.blogspot.com/

Bayou Sara Branch of the Louisville, New Orleans & Texas Railroad

Captions are usually above the pictures.

This one is going to be way too long for the impatient.
This short branch has a history and now a future.
It is rare that an "all but abandoned" spur is revived, again.
Not only are the 439 pictures I took on this one included,
so are 2 other rides. You may have to refresh your browser
to get them all to open.

For quite a while Bayou Sara and all the rails which came its way have been of great interest. 
And, we can't forget the ferries. That is also an elongated story.

The story of the  Zee Branch, Slaughter, La. to the historic stop on the Louisiana Railway and
Navigation Co, where now presides a paper mill, is fairly amazing, at least to me.

I  have found in my jumbled stack of clippings a few historic passages
reflecting on the area and the railroad..

This from a book on the Feliciana Parishes. (Counties in the rest of the USA)


THE TOWN OF SLAUGHTER,
a thriving, fast growing, incorporated town of two hundred
houses, situated on both sides of the Louisville, New Orleans
and Texas Railway, just on the dividing line between the First
and Second Wards, 300 yards north of the line which divides
East Feliciana from East Baton Rouge, 108 miles north of New
Orleans, nineteen miles north of the capital of Louisiana, thirteen
miles southwest of the seat of justice of East Feliciana, the point
of junction of the Woodmlle and Bayou Sara R.R. with the main
trunk of the L. N. O. and T. R. R. Besides its railways centering
on it. Slaughter's geographical position is so favorable as to
promise rapid future growth and a large aggregation of commercial
capital and population. It holds under natural tribute
without a competitor, all the country west of it, between it and
the Mississippi, and by the same natural ties, all the country
east of it, between it and the Amite river, and bids fair with such
advantages to become a formidable rival to its older commercial
competitor, viz: Clinton, Bayou Sara, Port Hickey and Woodville.
Slaughter is situated on a well-chosen rolling site with
great natural advantages redounding perceptibly to the health
and longevity of its bustling throng of energetic citizens; its
natural drainage is so perfect that the heaviest downpours of
rain, pass out of sight as if by magic, leaving its streets and sidewalks
clean and dry in a very few minutes. Its architecture,
which bears the stamp of the useful and solid, consists of a number of large and 
commodious warehouses, storehouses, the railroad
depot, and Mr. Oscar Howell's renowned Windsor Hotel,
a Methodist and a Baptist church, Kernan Institute and two or
three preparatory schools, some public and some private. And
its suburbs are adorned by many handsome, pleasant private
residences and cottages.
When its tributary country, east and west, becomes fully
developed by the inflow of immigrants and capital, its present
productive capacity will soon increase ten-fold, and in that event
it is not unreasonable to predict that Slaughter will grow into a
populous and prosperous center of commerce and population.


The writer's flowery predictions have not worked out.
The new railroad's rebirth in that community may help to lure business 
"up the road" from congested Baton Rouge.
That may be likewise overly optimistic.
This article, written in 2009, closes the door on the last use of the  line from Baton Rouge 
to Zee.
Closed Rail Spur Hurts Progress   
Friday, November 13, 2009

A nine-mile spur prevents a key West Feliciana Parish industrial site from linking to the remaining 2,900 railroad miles in Louisiana - and to business beyond the state, industry leaders claim, local media reports. The spur runs west from Slaughter in lower East Feliciana Parish, crosses U.S. 61 at Delombre and enters West Feliciana Parish shortly before reaching the Renew Paper mill on the Mississippi River.

Known as the "Zee" Spur for its former service to what was once a Crown-Zellerbach mill, the track saw operations suspended after Renew Paper's predecessor, Tembec, closed in 2007 as the final customer on the line, a spokesman for Canadian National Railway's U.S. operations confirmed.

"It's not abandoned," CN spokesman Patrick Waldron said. However, the track sustained damage from Hurricane Gustav in 2008, and improvements are needed at road and bridge crossings, he said.

Meanwhile, Renew Paper's chief executive, Allen Byrd, said the mill that's now operating at between 40 percent and 50 percent capacity expects to approach full capacity in the next several months. More capacity means Renew Paper must sell more paper and container products to customers farther away, he said.

When Renew Paper begins engaging customers more than 500 miles away, something that could happen by year's end, rail shipments would be more cost-effective than truck shipments, Byrd said. Former operators of the mill divided shipments about evenly between truck and rail, he said.

The state struggled for two years to recruit a new mill operator at a time when forest products plants were closing throughout the country because of pressure from imports, higher operating costs and lower demand in the recession - so curtailing costs is a key to industrial success.

In addition, West Feliciana recently was eliminated, in part because of no rail service, from consideration by a major industrial employer, one that considered locating near Renew Paper, said Steve Jones, who heads the West Feliciana Community Development Foundation. The prospect is still looking at other sites in Louisiana, he said.

Both Jones and Byrd said CN claims the repairs could cost $2.5 million.

"From a business point of view, I can see (CN) saying, ‘If we're going to spend $2 million, we need to get a return on our money,'" Jones said. "That's logical. But at the same time, there doesn't seem to be any haste to do anything."

Waldron wouldn't confirm the $2.5 million figure but didn't dispute it. Asked what it would take to resume service on the Zee Spur - state or local assistance, federal transportation or economic development grants, matching business investments - he didn't offer a remedy.

"That's a difficult question to answer," Waldron said. "I can just tell you what its status is now. We are willing to talk to anybody and talk about future business, but at this point we don't have anything there and there's not a timeline for restoring its service."

An irony, Jones said, is that CN also operates the railroad running south from Slaughter through downtown Baton Rouge, on to New Orleans and connecting with the former Illinois Central line to Chicago, assets it picked up in a 1998 merger. The downtown Baton Rouge rail right-of-way contains disputed development rights the city-parish is attempting to acquire with state help for the Alive project. The development rights have been a point of contention there for years.

"They're just very slow to respond," Jones said. "They have been slow to respond in resolving issues with the city-parish and the state on the park."

About the downtown Baton Rouge project, Waldron said, "We do believe a resolution will be reached, and it won't be an issue."

But he said he could forecast neither a timeline nor a possible outcome on the Zee Spur.

Rail service also helps Renew Paper because it can load railcars for two to three days before shipping, Byrd said, while tractor-trailers arrive at the mill expecting quick turnarounds every 30 minutes to an hour. Renew Paper and CN have been in discussions since June about the costs of reopening the nine-mile track, he said.

"That's what it boils down to: How does the $2.5 million get paid?" Byrd said. "It's a business discussion. ... We envision having rail to this site again. The two parties just have not been able to make a lot of progress on the negotiations."  

A New Beginning


Aug 05, 2014 
PROGRESS AT PULP AND PAPER MILL IN ST. FRANCISVILLE


ST. FRANCISVILLE — Today, Governor Bobby Jindal and KPAQ Industries LLC President and CEO Bob Boschee highlighted the company’s growth and success in West Feliciana Parish since the company’s reopening of the paper mill in 2010. The company now employs 295 workers at the paper mill with an average salary of $64,000, plus benefits, eclipsing the initial hiring target of 233. Louisiana Economic Development estimates the project is resulting in 919 new indirect jobs, for a total of more than 1,200 jobs in the Capital Region and surrounding areas. To date, the company has invested more than $33 million in the mill facilities. Its total capital investment is expected to reach an estimated $38 million by the end of 2014.

KPAQ is not only a leader in the paper and pulp industry, but a leader in the community as well. We congratulate KPAQ’s staff on their success and wish them the best as they continue to improve the paper mill.

A subsidiary of Amzak Capital Management, KPAQ formed in July 2010 and announced the reopening of the St. Francisville paper mill. The mill had been idle after two previous owners – Tembec Inc. and West Feliciana Acquisition LLC – ceased operations. With a stabilized market and new leadership, KPAQ reopened the mill for commercial operations in late 2010. Today, the paper mill produces more than 250,000 tons of products annually.
“KPAQ has grown out of a startup from a bankruptcy to become a sustainable packaging manufacturer in the pulp and paper industry,” Boschee said. “The support of the State of Louisiana and the Louisiana Economic Development organization, including the Quality Jobs Program, has been instrumental in the company’s success and growth.”
With 295 employees, KPAQ ranks as one of the largest private-sector employers in West Feliciana Parish. KPAQ is the only independent paper mill in North America to manufacture its products completely from Southern softwood fiber. Products include lightweight linerboard, paper bags and unbleached market pulp. All of KPAQ’s finished products are recyclable and in full compliance with the Sustainable Forestry Initiative, an independent nonprofit focused on protecting the viability of forests and their resources.
To secure the project, LED offered KPAQ a competitive incentive package, which includes a performance-based grant of up to $16.75 million, payable in annual installments over eight years, along with the comprehensive workforce solutions of LED FastStart® – the nation’s No. 1-ranked state workforce development program. The company also is utilizing Louisiana’s Quality Jobs Program.
Through its parent company, KPAQ is continuing efforts to acquire a short-line rail route from the Illinois Central Railroad, a business unit of Canadian National Railway, through Geaux Geaux Railroad LLC, a logistics company affiliated with the mill. Reopening the rail line that runs from near St. Francisville through Slaughter, Zachary and on to Illinois Central’s Baton Rouge yard will provide additional growth opportunities for KPAQ and other businesses along the route.
“KPAQ is one of the most significant private employers in West Feliciana Parish,” said Parish President Kevin Couhig. “The investment made by KPAQ, assisted by Louisiana Economic Development, has strengthened our community, and it is hard to overestimate the positive effects of their successful efforts to save this operation. In a country with less and less manufacturing each year, having KPAQ in our community provides a positive and lasting economic impact to the people of our parish.”
About KPAQ Industries
 KPAQ Industries LLC is an independent manufacturer of virgin unbleached pulp and paper products located in St. Francisville, Louisiana. Founded by Amzak Capital Management in July 2010, KPAQ provides market leadership in the containerboard industry, offering a comprehensive range of enhanced lightweight, high-strength Kraft linerboard, market pulp and specialty Kraft paper products. KPAQ's focus is on independent corrugated converters in the industry. The company is committed to meeting and exceeding the expectations of its customers, employees and its community.
For more information, visit www.kpaq.com.

What is Watco?
Watco is the short line railroad company that will be serving the mill.

From their website.
With a growing inventory of 35 railroads operating in the United States and Western Australia, Watco Transportation Services (WTS) is the largest privately owned short line operator in the United States.
The WTS network covers 4,500 miles of track and ships more than half a million carloads annually. WTS short lines transport a variety of commodities such as agricultural and food products, lumber and forest products, paper and paper goods, infrastructure metals and minerals, chemicals, plastics and energy products.

Locally, they are active in Baton Rouge and Bogalusa with several other railroads in the state. 
It appears that the Baton Rouge Southern will be providing service for the paper mill.




The boring portion of this ride report / article / whatever is almost concluded.
Now you know as much as I did (maybe you know more?) about the railroad and its history,
and its state until just a few months ago when nothing had happened since
the last owner of the mill shut down and rail service concluded.

I almost forgot about the Gloster Southern RR that may have serviced the mill and is probably
responsible for fixing the bridge across Big Thompson Creek, rebuilt in 2001.
This I assumed and I may be wrong.
That happens all the time.
The Illinois Central may have had that responsibility.
Whatever, the Gloster Southern did come to Slaughter.

This from Wiki:

Though it does not mention the mill, possibly it was a component of that operation.

The Gloster Southern Railroad (reporting mark GLSR) is a United States shortline railroad that operates in Mississippi and Louisiana. The GLSR began operation in 1990 and provides freight service from Gloster, Mississippi, to the Illinois Central Railroad (now Canadian National Railway - CN) interchange at Slaughter, Louisiana.
The line was owned by Georgia-Pacific (GP) which had purchased and refurbished 35 miles (56 km) of an abandoned branch line to provide service to a GP oakwood mill in Gloster. The GLSR operated four or five freight trains per week until the plant closed in December 2002. One year later, Genesee and Wyoming Inc acquired three short-line railroads from GP. However, this sale did not include the GLSR.
In September 2004, GP announced that they would re-open the Gloster oakwood mill. However, they did not continue to operate the GLSR. On January 6, 2008, a local railfan observed a Kansas City Southern Railway (KCS) train heading north through Lobdell, Louisiana. Behind the three KCS locomotives was a former GLSR CF7 locomotive which had its number boards covered with grey duct tape. The McComb Enterprise Journal reported on April 2, 2008, that the Georgia-Pacific Corporation is closing its railroad and that the town of Gloster was interested in the rail bed.[1]
The Gloster Southern Railroad applied to discontinue service on its entire line in December 2009,[2] and crews began removing the railway and roadbed. By June 2013, it was reported that all of the track had been moved and sold for recycle.

This from "HawkinsRail".
They do not mention the mill, either, so why go to Slaughter?

"The Gloster Southern Railroad began operations in August of 1986, providing shortline rail service from Gloster, Mississippi, 35 miles south to Slaughter, Louisiana, and in interchange with the Illinois Central (now Canadian National). The line was owned by Georgia-Pacific which purchased and refurbished the abandoned branch line to provide service to a its plywood mill operation in Gloster. A pair of ex Santa Fe CF7 road switchers was secured to handle traffic. The GLSR operated two or three freight trains per week until the plant closed in December 2002. The branch line is a segment of the former Yazoo & Mississippi Valley, which was absorbed into the original Illinois Central in 1946. The Gloster Southern also operated the former Columbia & Silver Creek shortline from 1988 to 1995".

I'm getting off track here, but comparing the dates, Tembec closing in 2007, the track being damaged by the hurricane in 2008 and Gloster, closing in 2002, there is a void.  There still remains a siding at Slaughter which may have been an exchange location for materials from or to the mill.

Who ran the tracks from Slaughter to the mill is a  present mystery to me.

I will find the answer.
My cereal is getting soggy and there are chores to do.
More later.

It's later.

As you can see I have this huge folder of folders and each folder holds much material pertinent to this story.

First a rehash of an old ride up from Baton Rouge where I visited the Canadian National Yard and
then braved my way to Scotlandville to begin the ride up the rails to Slaughter and west to the gravel
road, Tom Mills Rd,  which is the first place you can see the rails east
of Big Thompson Creek if you are not an insane geezer biker.
You'll understand in a moment.

Below is an example of how I can be wrong. 
But, it opens the door to a needed explanation. 

The rails from Slaughter to Bayou Sara (St.Francisville) were built by
the Louisville, New Orleans & Texas Railroad, not the West Feliciana.

I know this is getting sidetracked but I have to add it.

The  Louisville, New Orleans and Texas acquired railroads
before it was acquired.
Imagine fish in the ocean.
The small fish:
        Clinton and Port Hudson Railroad 1889
        Mississippi Valley and Ship Island Railroad 1884
            Grand Gulf and Port Gibson Railroad 1881
        Mobile and Northwestern Railroad 1891
        Natchez, Jackson and Columbus Railroad 1890
        West Feliciana Railway 1889

The LNO&T built the connection between Slaughter and Bayou Sara.

The West Feliciana was available on November 20, 1888
It was bought by the Louisville, New Orleans & Texas on October 14, 1889.
 The LNO&T built a line from Slaughter, La. to Bayou Sara
to connect the  branch to their mainline.
That was also in 1889 and my source lists the purchased railroad as "the Woodville RR".
Sloppy journalism? 

I am fighting the urge to elaborate. Be glad for my restraint.

Up the LNO&T from north Baton Rouge.

The attached comments (to the pictures) are from 2010, sigh.







Looking South


I just noticed that most or all of the depots were on the west side of the tracks.
Continuity? 


Yazoo & Mississippi Valley Railroad Company.
This from Wiki:
This information fills the void between the LNO&T and the Illinois Central.
All that is left is the conversion of the rails from the Baton Rouge area from
IC to Canadian National to Watco
Then there is  the name, "Geaux Geaux".
As it is mentioned above , it is the paper company's rail transportation controlling entity, nothing more.


The Yazoo and Mississippi Valley Railroad (Y&MV) was incorporated in 1882 and was part of the Illinois Central Railroad system (IC). Construction began in Jackson, Mississippi, and continued to Yazoo City, Mississippi. The line was later expanded through the Mississippi Delta and on to Memphis, Tennessee. In 1886, the IC purchased the Mississippi and Tennessee Railroad.[1] In 1892, the IC bought the Memphis to New Orleans Louisville, New Orleans and Texas Railway. These lines were merged it into the Y&MV.[citation needed]
Between 1945 and 1946 the IC began to absorb its subsidiaries and the Yazoo and Mississippi Valley Railroad ceased to operate as an independent railroad.





I never did follow up on the alleged "another depot".
I moved north into Slaughter.
Disregard the "1859" below.
This from Here

Slaughter was incorporated in 1888. It received its name from the original owners of the land on which it is located, Mr. Will Slaughter and his brother Joe. When the railroad was being cut through, the place was called Burnsville from a Mr. Burns who cut the right of way. At that time a post office was located there and called Belzara. After the railroad was completed and a depot put there, the station and post office were both changed to Slaughter.
 I suppose the town was a product of the presence of the LNO&T RR.





This is the south arm of the wye that connects the main line to the Zee branch going west.
You can see from the crossing that no train had passed here in a while.
The feed store lies within the wye.
Black dots are my travels.
All of that will be revisited below.
This is where that south arm of the wye connects to the main north-south rails.
This is where La.412, coming from the west, crosses the tracks which enter Slaughter.
More pictures from here to come.
The next pictures are my ride from Slaughter following the rails west.
This is the little store at Lindsay on La.964. We'll revisit it, also.
At Lindsay, the land owner or some evil person had placed these deadly spikes.
If someone had stepped or had fallen on these things they would be hurt badly.
I know the railroad didn't do it. They are too smart and know the consequences.

Looking west at Lindsay.
Don't strain at the mile post markings.
We'll get to them later.
Looking east into the farmer's property.
There is a statute saying
"Thou shalt not encourage illegal activity".

I got illegal and went on the property cause I just had to check out the caboose.
Notice that it is similar to the pink caboose.
Update. I now believe the property may belong to the parish.
Who is to say what function this place served.

I, then, as I would again, went out on US 61, south of St.Francisville.
"De l'ombre" means "shade" in French.
I can find no other reference to the area.
Possibly it is on a railroad document.


I had stopped on the motorcycle, a better tool than a truck,  and shot down the slope from US 61.
Then I shot west toward Tom Mills Road.
Tom Mills is where I have mistakenly labelled "Jackson Line crossing WF".
Of course, everyone knows, that is where the South Shore RR crossed
the LNO&T/ Y&MV / ICG / and possibly the GLSR?
In other words, this is a historic place.
Heading down Tom Mills, the road dips to the rail crossing.
I took a walk back toward US 61 in search of the South Shore Crossing which I thought was the Jackson
Railroad. The South Shore did come very close to Jackson, La and may have been over
a historic right of way.  I used my GPS, not to get lost, very funny, but to pinpoint the crossing.

The GPS would not be required.  This was a heck of a find.
It is where the South Shore RR crossed the Illinois Central Gulf, the ICG, the designation at the time.

 
Now I'll take you where few have gone. This was in 2012 or 2013.

Heading west toward Big Thompson Creek and the mill,
this is what you see down the railroad tracks.
This whole write is the result of my desire to see how things have changed.
Though CN said these rails were not officially abandoned, reality speaks differently.




Ignore the top picture, below.
It belongs with the South Shore crossing shots.


Discarded ties from the last redo.
The height was amazing.
I'll be honest.
I've ridden motorcycles all my long life and I was dragging
my feet as I rode between the rails on this narrow route.







They were serious about stabilizing the track.





We looked for the alleged 1923 plaque.  We couldn't find it.



On that trip I returned to the South Shore Crossing for better pictures.
That misplaced shot belongs with these.




I would be wrong with my dire forecast.
The reference to "Yankees" references the location as a Civil War battlefield.
This was north of the mill on the mill's road.
I have traced the rails from Bayou Sara behind the power plant.
Maybe I'll add that ride to  this one?

 "Live" should be exchanged for "existing" below.
Those rails had not "lived" for a long time.
I don't think the mill was "out of business" at the time but just starting up.


Here we go on the ride done on the 12 of January, 2015.

I started taking pictures at Port Barre.
There are 100 miles of pictures coming  up.

Something is happening at east Port Barre.
There is now a new limestone road
coming from the direction of Dixie Storage.
I don't know who it belongs to. My guess, Dixie.

Looking west from the crossing.

Looking east.
Double rails now cross La.741 which was once the route of the Southern Pacific going into Port Barre.
 The double rails may go into the old Port Barre Yard.
That is something to investigate.


I had to stop at Courtableau.


The evidence of rail work was there, also.
The bridge is singe lane.


Looking west back toward Port Barre.
More evidence.


Below.
Back in 2011,  I'd been this way.
When you go into Port Barre on the old road, what was US 190,
which used the rail bridge to cross the Atchafalaya, these are the rails you'd cross to go
into south Krotz Springs. These rails are now a spur which ends at a tank car filling station.

Looking to the east they climb to the present elevated main line and the bridge.
This is what was happening when I was recently there.


I continued up the embankment to the present main line.
 A whole parade of work vehicles were on the tracks.
Looking east toward the bridge.


I turned around and recrossed the tracks.
"Crossing guards" were on every crossing.


This is looking west.
There is a passing track there, also.
That is something new on the post to the left.


Zooming down a little.
I have no recollection of taking this shot.
How did I do it on the move?


The next in the sequence is correct.


I quit that location and went toward the bridge.
Through the brush I could see the parade of track machinery.


Up on the crossing I shot west at the parade.
That is the town hall below, and beyond,  the famous water tower.

I circled back under the rails at the bridge approach
.


Back across the crossing.with a picture.

  
 Both sides of the bridge have been heavily cleaned.

 
I crossed the river going east. The rail bridge is downstream.


Immediately after the bridge, turn right and follow the road.
You are looking at where you were.
The bridge is half covered with a sheet.


I crossed the rails on the gravel road.
There was once a large cypress mill and town down here.
It had it's own rail spur.


Looking east.


This is an interesting location.
What you are looking at is the present rail route the rails take to Lottie.
Wasn't always that way.
They once lay between the present route and the old route of US Highway 190.
This present route parallels an old highway, La.7.  You can see it named, "Old State Road" in Lottie.
Understanding it all took me a while.
Find it all is ongoing.



Continuing over the crossing you can see the excess of "ballast".
I've spent some time here.
Until all this activity it was a great place to train watch.


Alas, it was time to push on.
I crossed the Six Mile Bridge.
Lottie would be next.
At some point along here, the old rail route goes under this bridge.
I've guessed at the exact location.


I went north at Lottie on La.81.
McKneely Spur was next. (always spelled differently)
That is not the spur down there. That is the new passing track which the railroad installed to
service the Livonia Yard down south and the Melville Bridge to the west.


This is the old spur which serviced a lumber mill or lumber shipping point.
Straight ahead are sections of elevated rail which cross the Morganza Spillway.
Before 1958 they were on the "ground".


Immediately after crossing the tracks look fast.
That is the route of the rails before the Morganza Spillway was built.
It went, likewise, to the Melville Bridge.


Another shot.


Morganza is a sad place.
It is going away quickly.
The cute old buildings are being torn down.
Nothing is replacing them.
In the movie, "Easy Rider"., the boys attempted to eat at one of the cafes,
one of the now gone buildings.


Obviously an old ride.






Yes, back then I'd go anywhere.
I wanted to be beneath the Morganza Spillway structure on the river side,
so I went there.
That is Old La.1, still in good shape after all that water and years.
The structure  route  bypassed it in 1958.
My  bike was almost 1  year old in this shot.
I'd crashed it down below Erath right after Hurricane Rita.
I'd slid about 100 feet in pig manure.
Those are the Moto Guzi mirrors on it.


Back to the flood of 2011.
The present high water is about as high.


Right now I'm going to throw a wrench into the gears of railroad history.
I found the route of the little acknowledged river route of the Texas & Pacific RR.
which passed through Old River Landing, now below water.
Here is the berm.
Don't believe it? I don't care.
I have documentation which is indisputable, signed by Wilbur Naquin of Mamou.


I bypassed  New Roads and headed to the Audubon Bridge over the Mississippi.





Down there is the route of the old Louisiana Rail and Navigation Co.'s route to Baton Rouge.

Don't get dizzy. These are the return pictures.
This is going west.





Now, we are done with the bridge.
After the bridge, it was time to hunt rail.
The first red line to the left is coming from the bridge.
I'd turn right on US 61 and at the next right
I'd go south to the mill I've been talking about.
You might tell this is getting a little long for me.
A little irritation might be noted.


Down the newly "paved" road I went.
The state must have a hand in promoting the mill.

Don't get confused. These shots were taken leaving the mill.
You can see the large piles of new ties.
Coming in the railroad is on your left.


At the mill the tracks split.
A single rail goes to the north portion.


The other rails divide and go beneath the mill.


This is the spit at the mill entrance.


Looking north.


Here ya go.
The red line is my moving around.
I did not want to be questioned so I kept it simple.
That would happen later.


Look at the third route down to Tom Mills.
Where the tracks cross on the map will be the next shot.



This is looking toward the mill.
Little has been done here.
But not "nothing".


Looking back to the east, away from the mill,
someone has been building track.


Looking  far back toward the east, away from the mill,  a mile point was spied.
I had not seen it before.
Tom Mill crossing is near MP 8.
Not many know that.
Remember it. That's 8 miles from somewhere.


The tracks go downhill and turn from Tom Mills Rd.


I don't known what to make of this.
Possibly they are old crossing timbers.
But why is the area beneath them dug out.
I don't think it was a bridge because the hill is too steep.


Looking back east across Tom Mills from that pile.
No train has come this way in a while.


Remember I showed you the location where the South Shore RR crossed the ICG.

Over under sideways down.








I'm very proud of those pictures so you got to see them twice.
But, this time around something new was learned.

"There was a connector between the South Shore and the ICG.
Look at the map.

South Shore going N/S.
ICG going E/W.

 Now look at Google Earth..
The ground evidence is there.

At US 61, you can see my black marker sticking through the woods.  
I'll bet if you poke around you'll find that berm and that heads off to the South Shore.

Another shot.
It's plain as day.

 Back to tracking the Zee to Slaughter.
Back on US 61 headed south to the rail crossing.

Looking east toward Slaughter.


I turned around after crossing the tracks and headed back north.


A fast shot caught the length of rail.


A Google Earth shot of the west side of US 61.


OK, the mile post is now 7.89.
From here to just past Tom Mills ain't far.


Looking east there is a trestle down there.



Hwy 68 South and MP 6.15.


West


East




Hwy 964 South MP 4.54
 

Lindsay and the Caboose.





The store has not changed.


Back up 964  South Shore going north.
Location marked on map.

The yellow pin and line marks the South Shore's route.


Below, Lindsay can be seen on the left.
I'd head  up 955 (sitting on the Port Hudson & Clinton ROW, and then turn east down La.412.
The railroad is inaccessible until it crosses the tracks just west of Slaughter.


Slaughter



La.412 Crossing MP 1.74
At this point I'll go out on a limb and suggest Slaughter is MP 0.00




At Holly Road I saw this and questioned why a derailer would be here.


I saw the strange house.


Which had been stranger.
Check out the roof supports in the back.



On the next road crossing there was another derailer.


I rode behind the wye and feed store.
Lots of railroad building stuff was there.





Slaughter's downtown.


The south arm of the wye is behind that long building which is the new fire station.


This is the reason for the 2 derailers.
I guess the work crew required the protection.



Again
.

Again


More


Now some main line shots.

Taken from the crossing at the south end of the park
on the main line looking north toward town.


Looking south from that crossing toward Baton Rouge
where the side track begins.


An older picture also looking south but from
farther north in the park.


Farther south looking toward Baton Rouge.


This is on the north side of the Zee Wye.
The north arm is to the left.


Turning around from where I was above,
I shot south to where the north entrance to the mainline
sidetrack starts.
New ties are at the ready there, also.

Below are two older shots depicting the state of affairs
in 2014.



Looking down at the wye, the main line crosses at the top.
Left is north, right is south.
The feed store lies within.
 You know it was a customer.


This is an overview of my travels in Slaughter.
The motorcycle was missed, but, I was
probably less conspicuous in the pickup
with the NRA stickers.


One more thing. I found where the New Orleans, Natalbany & Natchez RR
met the LNO&T RR.
I was going to stop last time but a cop was giving a ticket and I did not want to bother him.


That curved ridge in the distance by the trees is it.
Who says, "little is left". You just have to look.



Trip overview and goodbye.