Colorado Railfan: First Look at Union Station

Longtime web photographer and near-permanent fixture on CR, Kevin Morgan of ColoradoRailfan.com visited Union Station and the Moffat Tunnel with his apprentice railfan photographers on Sunday. They explored the outcome of the Union Station Project, a project that broke ground 4 years ago and officially wrapped up just last month.

The new waiting room fuses much of its past elegance with modern touches. The chandeliers are a big improvement over the unbelievably ugly Carter-era fluorescents.
Photo: Kevin Morgan, ColoradoRailfan.com 

The DUSPA project's main effort was to enhance the station with the goal of tying all of the FasTracks projects to one central transportation nexus. Once FasTracks wraps up, it should allow a person to ride from any Light Rail or commuter rail (like from DIA) to any other point on RTD's rail or express bus service using the station as a hub. The connections are made between the train platforms, the light rail platform further out from the station and the underground bus terminal.

Union Station survives intact (more or less) with 6 train platforms, light rail and bus terminal, ready to connect another century of passengers, near and far.
Photo: Kevin Morgan, ColoradoRailfan.com

Now that the remodel of Denver Union Station is complete, one could wonder at the possibilities of intercity transit along the Front Range and possibly the I-70 corridor. Doing so could level out some of Denver's pricey real estate and extend the effective range of any working family within 20 miles of I-25 while reducing the impact on traveler and environment. Surely, Union Station is now up to the challenge.

Be sure to check out the rest of Kevin's photos from the day, including a primarily-EMD powered manifest at Plain harkening back to the days of the Rio Grande!◊

Blue Flags Save Lives

Photo: HemiAdda2d

Thanks for your patience. There is a reason CR has sat idle for the last few weeks. In railroading, a locomotive or track that is blue flagged may not be moved or moved upon for any reason for the protection of workmen who are often under or between cars. In other words, blue flags mean that someone may be injured or killed if the equipment or connected cars are moved. Violation of a blue flag will often result in a suspension or a Trump-like dismissal. It may sound draconian, but rules are often written after someone has died for want of a common sense protection found in such rules. A clear, layman's explanation can be found in Blue Flags, an article by Charles H. Bogart, published by Trains magazine.

Ed: Regular readers of CR may wish to read further.

In May, I found myself in the position where I decided to blue flag Colorado Railroads. If I hadn't relieved myself of this responsibility (yes, it's not just a joy), I would have had a hard time balancing needs. The consequences wouldn't have been life and limb, but since I tend to sacrifice the important for the sake of the urgent on occasion, I wanted to avoid the hazard altogether because it was one of those situations where those kinds of mistakes are amplified.

Photo: Roger Durfee

At that time, someone in my extended family learned they had a terminal illness. Days ago, that person took their last breath. This person was a great encouragement to me and always showed support and kindness in everything they've said or done for me and my wife and kids. The last 5 weeks in particular have been tough because nature of the illness robbed us of communication with each other.

Now that this person has crossed into eternal life with Jesus, the wounding is complete and the healing can begin in me and mine. I appreciate your thoughts and prayers for my family as we set about finding "the new normal" for us and resume what we can when we can. For now, the blue flag is about to come off the blog and we can resume the wonder that is Colorado Railroads together!◊

POTD: Putting A Bow On A Colorful Week

BNSF 5391, a GE Dash 9-44CW struggles up the grade toward Palmer Lake with only one of her two teammates pulling along. Something tells me its not the brand new powerbar in the back! Additional color enhancements by God.
Photo: Joe Blackwell

Photographer Joe Blackwell has gone 3 for 3 in POTD the latter half of this week, although it wasn't by coincidence. BNSF and rare colors have been the theme and Joe seems to capture a great deal of it near his home in Palmer Lake. When he first retired, one of his first shots in July 2009 was of a BNSF train   struggling to make the summit of the Palmer Lake Divide separating the Arkansas and Platte River drainages. Neither BNSF pumpkins nor rainbows are unusual colors to Colorado, however. Yet just behind the lead engine is a CSX locomotive, just like Monday when another struggling BNSF train was led by the Central of Georgia NS heritage unit with a CSX engine in the second spot. One could say I put a bow on the entire package with this shot, but it wasn't planned. I wish I was that good.◊

POTD: Ah, Springtime In Palmer Lake!

Exactly what season it is might fool many a viewer but not locals and certainly not Joe Blackwell. He caught this BNSF southbound coal drag behind SD70MAC #9719 coming through Palmer Lake after the storm in the background left more than a little hail behind.
Photo Joe Blackwell

Today's POTD is a set of coming-and-going photos by Palmer Lake's Joe Blackwell. The recent spate of hailstorms that have rushed northward along Front Range has not passed unnoticed by railroad photographers. The juxtaposition of winter white from storms whose winds "shake the darling buds of May" with their bright green leaves seems irresistible to the shutterbug.

It's the same train, same vantage point, but a completely different perspective! BNSF SD70MAC #9767, from the same order as the lead unit, trails a pumpkin in almost mirror fashion of the other end of the train. The same cannot be said of the skies.
Photo: Joe Blackwell

Of particular interest is the contrast between the skies of the two photographs. This is no trick. The storm and the innocent-looking cotton puffs are indeed in the same sky. The only difference is the angle and the time it took for the length of the train to pass. It's just a hint of the volatile nature of springtime in the Rockies.◊

Santa Fe, All the Way 1: The Race To Uncle Dick Wooten's Ranch

Amtrak only recently celebrated its 40th year with surprisingly popular heritage locomotives. What might not be as popular is the nationalized passenger rail corporations' under-the-radar hints of rerouting the Southwest Chief, a Chicago - Los Angeles daily train running on BNSF-owned rails. The re-route would take it away from southeastern Colorado and south toward the north Texas panhandle. Today is the first in a series exploring both the problem and the history behind trains 3 and 4, known once and not so long ago simply as, "The Chief."

The Race to Uncle Dick Wooten's Ranch

by Steve Walden, Editor

In the old west, possession really was nine-tenths of the law.

William Strong, AT&SF

No place was this clearer than in the railroad wars between the Rio Grande and the Santa Fe between 1876 and 1880. When Atchison, Topeka & Santa Fe Railway President Thomas Nickerson gave the authorization for the Santa Fe to build into New Mexico, his words were the pebbles that started an avalanche down a mountainside. His General Manager was an ambitious man in his 40s named William B. Strong. Strong had already made an appearance in Colorado Springs to Denver & Rio Grande Railroad President, General William J. Palmer, stating that the Santa Fe's only ambition was to connect with the Southern Pacific, forming a southern transcontinental link, but that it didn't have the funds at the time. Palmer was satisfied at this, but Strong was also pushing for an exclusive agreement between to the two railroads that in effect would make the Rio Grande a vassal or even a subsidiary of the Santa Fe. Palmer declined such offers outright, knowing that his objective of El Paso and beyond would be instantly shelved. Strong was also open, however, to arrange an agreement with the Rio Grande to feed traffic to the Rio Grande at Pueblo. It was an agreement that Palmer felt would guarantee his railroad additional income and strengthen his road's position to continue on its course toward El Paso.

Palmer's original plan for reaching El Paso and eventually Mexico City actually went through the Santa Fe's namesake city, reaching the San Luis Valley by La Veta Pass and then south along the Rio Grande, through Santa Fe along the river all the way to the border town of El Paso, on the western tip of Texas. Yet, as the Rio Grande progressed  southward through Colorado Springs and Pueblo, and finally to Walsenburg and La Veta, the appeal of Raton Pass, sitting just south of the Colorado-New Mexico border, was in vital competition with the call of the San Juan mountains in southwest Colorado and the mining revenue that the Rio Grande could lay hold of exclusively. The merchants of old Santa Fe were anxious for a railroad to make their goods accessible by a means far more efficient than the mountain route of the Santa Fe Trail that had served the city since the 1820s.

The Santa Fe Trail was a torturous affair, a crossing of the desert southwest, roamed by settlers, bandits, trappers, miners, explorers and bands of Native American warriors. Worst of all, Raton Pass--the highest point--was an axle-breaking collection of hairpin turns and conestoga-crushing overhangs. In 1865, the same year that saw both the end of the Civil War and the beginning of the westward migration of thousands of veterans and their families,an enterprising man named Richens Lacy "Uncle Dick" Wooton gathered a troop of Mexican laborers and commenced building a toll road over Raton Pass that greatly eased the travel for passengers and commerce. Over 5,000 wagons used his road in 1866, and one three month period saw Wooton collect $9,164. In terms of purchasing power, that would equate roughly to $127,000 today, a tidy sum for any entrepreneur to gross in a quarter, and a very compelling reason for the Santa Fe Railway to close in on its goal, Santa Fe, New Mexico territory.

His visit to Palmer only a recent memory, Strong had the authorization from Nickerson on February 26, 1878, to move the railroad forward. He immediately contacted A.A. Robinson, his chief engineer, with orders to get some men and lay claim to Raton Pass. Robert Athearn, in his chronicle of the Rio Grande, Rebel of the Rockies, describes what happened:

Robinson promptly boarded a Rio Grande train at Pueblo and headed for El Moro, where, late at night, he got a horse and pushed on to the home of "Uncle Dick" Wooton near the Pass. James A. McMurtrie, chief engineer for the Rio Grande, was on the same train and carried the same instructions, but unlike Robinson, he stayed overnight at El Moro, unaware of the urgency of the situation. When on the morning of February 29, McMurtrie and his men arrived at the scene of his proposed endeavors, he was greeted by Robinson and a group of transients pressed into service, all busily engaged in what they said was railroad building. The little "armies"...about equal in strength, eyed each other for a while, and after some exchange of threats, the Rio Grande men moved and began work on an alternative but much less desirable crossing at Chicken Creek. McMurtrie had lost the game by about thirty minutes. To clinch it's title to the ground, the Atchison Company asked for, and received, an injunction prohibiting its rival from interfering with construction.

While the date of February 29th is suspect (1878 was not a leap year), the railway purchased the pass crossing from Wooton nonetheless that year. Joseph J. Gallager, Cultural Geographer and author of the Urbana Group's report to the National Park Service's National Register of Historic Places, wrote a fitting conclusion about the Santa Fe on the Santa Fe Trail.

... Since the Atchison, Topeka & Santa Fe Railroad had won the race for the right of way through Raton Pass, it was their trains that were to Thunder into Las Vegas (New Mexico) on July 4, 1879, and eventually into Santa Fe on February 9, 1880. Soon after this date, wagon use of the trail as a means of long distance transportation of goods and individuals proved inefficient, thus closing this chapter in history of the Santa Fe Trail. 

All was not completely settled, however. The Atchison, Topeka & Santa Fe Railroad was over-committed and would soon become the Atchison, Topeka & Santa Fe Railway under financial restructuring. It would proceed from New Mexico on to the Pacific coast, though not altogether unchallenged by the Rio Grande and other railroads with which it was destined to come in conflict. The race to Raton had set the stage for the Royal Gorge War, one of the most famous civil conflicts in Colorado.

While on the topic of names, the Railway portion of the name Atchison, Topeka & Santa Fe Railway picked up in said restructuring has outlasted the "AT&" of the AT&SF to BNSF Railway as its direct descendant. BNSF became the west's largest rail ..way or railroad in 1995 when Burlington Northern Railroad and AT&SF merged to become Burlington Northern Santa Fe Railway and then simply BNSF. It remains the owner of the rails of the original route over Raton Pass, which Amtrak finds to be intolerable under current maintenance standards. Amtrak has dropped more than enough hints that it plans to move its Southwest Chief away from its traditional route if maintenance standards aren't improved to keep travel times down. BNSF is not willing to increase maintenance on what it sees as a former main line, no longer a major contributor to its bottom line. The Colorado Rail Passenger Association has been driving hard to preserve the Southwest Chief on its original route. Consider joining ColoRail and adding your voice to preserve a vital link to Colorado and nearly 200 years of western history.◊

POTD: BNSF Hiring Pony Power

Norfolk Southern 2728, an SD70M-2, leads sister 6941, an SD60E downgrade from Palmer Lake, CO with a southbound BNSF manifest. BNSFs lack of power to match traffic levels has led to some unusual colors on point.
Photo: Joe Blackwell

Photographers love a power shortage when it means rare locomotives! Sunday's Photo of the Day contained one of Norfolk Southern's heritage units, and today's likewise features some pony power, but no heritage units unless you count Cascade green of Burlington Northern, which grows rarer by the year. Joe Blackwell, no stranger to POTD, captured the rare power near Monument in April this year as the BNSF manifest continued downgrade from Palmer Lake on the Pikes Peak Sub. He also has caught CSX power on point near the same location.◊

POTD: Highball Summer 2014!

For Memorial Day, our Photo of the Day is by our first contributing photographer to Colorado Railroads, John Hill of Denver. He managed to catch Denver & Rio Grande Western (D&RGW) class K-27 "Mudhen" #463 out west of Antonito on the Cumbres & Toltec Scenic Railroad. Mr. Hill's photograph appears here online for the first time.

Photo: John Hill, contributing photographer

Fans of the narrow gauge built by the D&RGW will remember the C&TS has preserved the remaining narrow gauge portion of the San Juan Extension of the D&RGW that ran between Alamosa and Durango, Colorado from 1881 until 1970. Famed engine #463 and her sister #464 on the Huckleberry Railroad are the only surviving members of the K-27s, the smallest of the Rio Grande's narrow-gauge Mikados, also known by the Whyte notation 2-8-2.

Like the engine heading west toward Chama, the C&TS, along with most of the other heritage railroads in Colorado, are setting out on their summer season this weekend. No doubt, hopes are high that this season will be enjoyable and productive. While there are no guarantees, the bizarre events like caterpillars, wildfires, and infrastructure problems of the last few years have hopefully abated to allow a good and enjoyable season for staff, visitors, and railfans alike.◊

POTD: Central of Georgia Sits In Center of Denver

Norfolk Southern Heritage unit 8101 sits in the lead of an eastbound manifest in the Elyria-Swansea neighborhood of Denver. While road traffic on the I-70 viaduct whistles by at 65 MPH, one could time the lowly manifest train with a sundial.
Photo: Kevin Morgan

Kevin Morgan of ColoradoRailfan.com reports the following on his site earlier this month:

BNSF is under powered, under manned, and over capacity.

That's likely why they're borrowing power from everyone they can to keep the freight moving! This enviable problem explains the presence of Norfolk Southern Heritage unit 8101, designed for Central of Georgia, and CSX 482, an AC powered unit with the lightning bolt under the cab. Yet the outlook for this train crew mid-shift is like the weather, overcast and flat. Half their shift has passed and they've moved all of 3 miles with their manifest freight. Who said heritage units are glamorous?◊

Denver: The Garden With No Gate

For Mother's Day 2014, a poem by Susie Kerin, Colorado writer from the early 20th century.

The Garden

Near the mountains is a lovely garden,
Denver beauteous, haven of the West ;
Through her welcome arch the tired tourist
Finds an oasis of peace and rest.

In this garden there is always sunshine,
Happiness, good will, and blessings rare ;
Rising in a cloud of benediction
To descend in fragrance through the air.

May all those who wander through this garden
Breathe this air from yonder snow capped crest,
And enjoy each happy, restful hour
As the sun sinks in the golden west.

Susie Kerin
1870 - 1952

The Welcome Arch as portrayed in Susie Kerin's book on the page opposite the poem above. The Welcome Arch stood at 17th & Wynkoop streets in front of Denver Union Station greeting tourist and traveler upon their arrival.

Editor's Note: Typeset as appears in the original publication Poems of Sunny Colorado published in 1922. Special thanks to Larry Lootsteen and Lisa Flynn for doing the research and performance with Bono during U2's 360 Tour stop in Denver in 2011, which inspired this post.◊

Steam Generator Cars Legacy Lives On In UP Yellow

Union Pacific's EMD E9 #949 idles at Denver's North Yard with the Howard Fogg, a steam generator car in from Cheyenne for repair to the car's wheels. Photo: John Hill, contributing photographer

Contributing photographer John Hill captured Union Pacific's historic EMD E9  in Denver with car #209, known as the Howard Fogg. It is the last boiler car for the UP. The car is comparable to former Alco PB #6002 that the Rio Grande renumbered 253 when they converted it to generate steam for passenger trains like the California Zephyr, the Rio Grande Zephyr and the Ski Train. Nathan Holmes of DRGW.net explains the reason behind steam generator cars. In practice, the former diesel engines like the Alco were easier to convert because they were already built to MU (multiple unit) control standards. Therefore, they ran between the engines instead of behind them like the Union Pacific. The Howard Fogg must ride behind the engine lashup and not within it.

About Howard Fogg, the Painter

Named for the renowned railroad painter in 1996 after he passed away on October 1st of that year. Fogg issued numerous paintings of locomotives at the end of steam and the heyday of cowl-bodied diesels. This was during a period when American railroading was arguably the most colorful and diverse.

Examples of Fogg's paintings can be found illustrating many published works, including some editions of the definitive Rio Grande book, Rebel of the Rockies by Robert Athearn, as well as his own books. His works come on calendars, playing cards, porcelain platters and even things you can hang on your wall with frames. Most recently, Richard and Janet Fogg have published Fogg In the Cockpit, a book and a blog about Richard's father. Colorado railroads and narrow gauge were a favorite theme among Fogg's many paintings.

Legacy of Steam Power Survives To See a Big Boy

Given today's wireless and electronic gadgetry, it is a bit ironic that the power cars are indispensable for present passenger special operations using equipment made to run when steam was not just an option, it was the only way to power the cars in your train. Eventually, however, the standard for car power changed when Amtrak took new Amfleet and Superliner cars that relied on HEP, or Head End Power, based on the ready supply of electricity from today's diesel-electrics. Yet nothing seemed capable of killing off the last vestige of steam from the surviving vintage passenger cars like those of Union Pacific.

Inconspicuous to a fault, the Howard Fogg blends in with the passenger consist, ahead of the first dome and behind tool car Art Lockman and #6936, this time speeding through La Salle, Colorado, on its northbound jaunt to Cheyenne Frontier Days.
Photo: John Hill

Finally, in 2000, the car was upgraded to include HEP. The boiler still supplies the steam heat as needed for consist, but HEP provides the power for the high voltage needs on the train. Cars can be electric or steam, but everything from tools and bench work to AC, cash registers, and reading lights depend on the Howard Fogg. Union Pacific needs the Howard Fogg as a support car for the move of Big Boy 4014 from California to Wyoming, presently underway, which Kevin Morgan has confirmed is in Las Vegas, NV on April 30th.◊

Free Admission Today At Colorado Railroad Museum

Just a quick reminder today that admission is free today at the Colorado Railroad Museum. For those who need the extra nudge, the savings would pay for gas for at least the Denver region. If you carpooled, it might even cover your lunch! Goose rides around the loop, if available, will still require the purchase of a ticket.

Admission is free at the museum because it receives funding from the Denver area Scientific & Cultural Facilities District (SCFD). Part of the requirements for SCFD is that since SCFD is funded by a public tax, the public should receive something back for what it has no choice about paying. Socialism has never been more cultured than in Denver.◊

Special POTD: Through the Rockies, Not Around Them

Our Photo of the Day is truly special. Union Pacific is in the midst of a public relations tour de force with it's move of Pomona, California-based RailGiants former Big Boy, now UPP 4014*, but in years past, it was far from a lock as the home of big steam. Nearly every western US class 1 railroad had big steam in the 1940s. A World War and post-war boom stretched a national rail system to its limits and fed the need for big and bigger steam engines to move the freight (and passengers, imagine that!) over the mountain ranges that separate the bread basket of the world from the Pacific coast and her ports. These western railroads were interested in diesels, but knew that they would have to turn to tried-and-true steam technology.

Rio Grande 3619 slows for a moment outside Tabernash, Colorado while it returns from a helper stint to the Moffat Tunnel on October 20, 1956. The 3619 was usually under the care of former-D&SL Joe Priess, engineer and Flory Iacovetto, fireman. The photo appears for the first time online here, making it a special POTD. Click to enlarge.
Photo: Dave Straight. 

While Union Pacific had their 3900 Challenger-class locomotives, Rio Grande had the same type from the same maker and order, called L-97 class, numbered 3800-3805. What UP didn't have was the Denver & Rio Grande Western's L-131 and L-132 classes numbered 3600-3609 and 3610-3619. The last of her class and only days away from her date with the scrappers torch (dear God, why?), this might be one of the last photos of the Rio Grande's largest, most powerful steam engines.◊

* - Union Pacific Passenger reporting mark avoids conflict with UP 4014, an active diesel on their roster, which is the same reason behind UPY. See UtahRails.net data on UP 4014, Note E. It seems no one wants to repeat the confusion over 844/8444/844. 

POTD: Two Rocky Mountain Favorites Far From Home

How do you follow the greatness of the last three POTDs by Mike Danneman? It's not impossible, but highly improbable. Yet I can't help but go for a great night shot. I have truly enjoyed rail photography's love affair with night-time exposures. The 24-7-365 nature of railroading and the natural absence of light makes for time exposures that highlight what would be missed and hide what would be obvious from a similar exposure taken in the daytime.

The Folsom local lights up the night in Sacramento, California as it makes its scheduled pick-ups and
drop-offs, far from the Rocky Mountains UP 1901/(ex-D&RGW 3155) called home in its early years.
Photo: Joe M

California photographer Joe M. published this photograph on his RRPictureArchives.net site in 2009. His one photo that qualifies for inclusion as POTD is Union Pacific 1901, last seen here on Tuesday when she was with her two sisters. Today, we have the former Rio Grande GP60 waiting while she takes her conductor back on board. Tools like the trusty lantern of the conductor are as old as railroading itself. A lantern serves to light the right-of-way, as it does here, as well as inspect cars and signal to the rest of his team how they should proceed. It's a long night in Sacramento, California, longer still if you dream about enjoying a cold one after your shift is done.◊

POTD: Shamrocks, Clovers, Three Days Are Over

Mike Danneman, whose photos are 3 for 3 this week on POTD, has delivered a fine string from his flickr account. The St. Patrick's Day theme this week has been pretty fun ...for me, at least! Monday, the obvious connection was the green locomotive. Tuesday was less obvious with Rio Grande's last 3 locomotives pulling together as a single unit, a subtle nod to Patrick's use of a shamrock (similar to clover) to teach the concept of the Trinity to his friends. Today, it's even more obscure for those who don't know their Irish lore.

Southern Pacific never looked better than August 1, 1999, squeezing between rockfall fencing
and rafters intent on enjoying Browns Canyon and the Arkansas in the short summer season.
Photo: Mike Danneman

Yes, in one of the crueler changes of the UP-SP merger (also mentioned all 3 days, unintentionally), the snaking coal drags and other serpentine trains that plied the Tennessee Pass route have vanished. Tennessee Pass was the original standard gauge route "Thru the Rockies" before the acquisition of the Denver & Salt Lake by the Rio Grande and it's official merger in 1947.

Today's photo is perhaps as exceptional as they come. Thank you, Mr. Danneman, for sharing these with us!◊

POTD: 3 In A Row - The Rio Grande GP60's

In his second appearance this week for POTD, Mike Danneman is an accomplished railroad photographer whose work shows up in books and Trains magazine with enough regularity that many photographers might envy him. Of course, he has a way of being in the right place at the right time!

GP60s 3156, 3154, & 3155 lead SP and UP locomotives head north toward Blue Mountain Crossing
between the Big Ten curves and Tunnel 1 west of Denver on its way to Salt Lake City, Utah.
Photo: Mike Danneman

As an example, he captured today's Photo of the Day in the foothills west of Denver as the three GP60s of the Rio Grande--the last locomotive units ever--hauled the Denver to Roper (Salt Lake City) manifest train up the grade toward the Moffat Tunnel on the old Denver & Salt Lake. In an interesting twist, it would seem a the six locomotives formed a recapitulation of 60 years (roughly) of the Rio Grande's ownership history with itself, Southern Pacific and Union Pacific. Regrettably, all three locomotives have been repainted or renumbered, per Utah Rails, but all are still active within the last year.

There is no doubt that it's a late 90s Denver skyline, is there?◊

POTD: St. Patrick's Day Green Cruises By On The Moffat Road

BN and March 17th seem to go together, don't you think? In this case, Mike Danneman captured a surviving BN locomotive in Cascade Green on the long ramp of a grade toward the Flat Irons and the Moffat Tunnel. As a direct result of the UP-SP merger, BNSF obtained trackage rights over the Moffat Road and since then has sent a remarkable quantity of trains via that route.

Spartan-nosed BN 7062, an EMD SD40-2, leads it's Stockton-based consist through Rocky, passing
a Union Pacific coal drag with it's distributed power visible behind the derail stand on Oct 1 1999.
Photo: Mike Danneman

No stranger to trackage rights, BN had long enjoyed the fruits of it's agreement with the Rio Grande for a connection between Denver and it's southern Colorado assets along the Joint Line. Now with well over 15 years on the route, BNSF's colors appear to be on the Moffat to stay.◊

Sunday Video: Between the Rails With D&RGW 486

David Schneider of Fringe Photography in New Mexico posted his very first video on YouTube about a month ago now and it was on a very agreeable subject. He tweeted me (@COrailroads) the link. If this is your first time between the rails, you're going to find it a unique experience!



I tweeted back that I felt 486 looked a lot better like this than sitting in the parking lot at the Royal Gorge.

@corailroads yikes! Can't image 486 just sitting. Glad you enjoyed the video!
— david (@ifringe) March 5, 2014

Follow my twitter account here.◊

Off-Rails: You Can Work Satellite Search And Rescue For Missing Airliner

Longmont, Colorado-based Digital Globe is using "crowd sourcing" to aid in the search for the missing Malaysia Airlines flight 370 by putting digital satellite photographs taken after the flight online. The site tomnod.com then allows any pair of eyes, any at all, to search the images and tag items that look like what a search and rescue team looks for, including wreckage, life rafts, oil slicks or anything "unusual" that could point to what happened to the aircraft lost last weekend. Those who can look with their eyes and click with their fingers are encouraged to help with this effort. Even if nothing comes of it, it's more productive for our hearts than clicking our tongues and shaking our heads at the tragedy. Numbered among the missing is Texan Phillip Wood and two American children, ages 4 and 2.


http://www.tomnod.com/nod/challenge/malaysiaairsar2014

The instructions there are simple:

1. Use the map to explore the area
2. Look for the objects listed on the left
3. When you find something, select the icon, then click the map to drop a tag

Give it a shot. It's not hard. The worst that you can do is point out a whale or a refraction of water to someone else. At best, you can point something out that leads to survivors making it home. Concerned companies like Digital Globe are among the reasons I'm proud to live in Colorado.◊

Resource Review: Railway Productions' Cumbres & Toltec Scenic Railroad DVD

The Cumbres & Toltec Scenic Railroad DVD Review Category Rating Factual Accuracy & Detail ★★★★★ Entertainment Value and Appeal     ★★★★★ Subject Choice ★★★☆☆ Production Quality ★★★★☆ Value ★★★☆☆ Overall ★★★★☆

There have been perhaps hundreds, even thousands of videos of various quality and length devoted to Colorado's surviving narrow-gauge lines. Some of the most professional and entertaining focus on the entire state, while others just as good tend to settle on the Durango & Silverton Narrow Gauge Railroad or the Cumbres & Toltec Scenic Railroad. The latter of the two is the subject of The Cumbres & Toltec Scenic Railroad DVD by Railway Productions, the production branch of online railroad retailer www.a-trains.com. 

A 20th Century Yearbook of the C&TS

Why this DVD, a reissue of the original VHS release? There are lots newer. There's a few different reasons. The bulk of the footage was shot in the late 1990s, a specific point in time in the heritage railroad's history that has since passed. This is before the ridership dive in the 2002 fire season in Colorado, before the 2010 destruction of Lobato trestle and the epic struggle to continue service and rebuild the trestle and reconnect the terminals on the 64-mile line between Antonito, Colorado and Chama, New Mexico. It is a yearbook of the railroad at the end of the 20th century with differences in the last 14 years both small and great that familiar eyes will spot.

For example, regular consists at the time of the video's production still contained a number of converted boxcars used to haul passengers from the earliest days of the C&TS. The railroad has since built it's own, semi-standardized fleet of passenger coaches in Pullman green and later Tuscan red.

Another clear example of it's time-capsule quality is a demonstration of the use of Chama's iconic coaling tower. Probably the tallest building in Chama for the first hundred years, the coaling tower has long since been out of service, with each of the engine's tenders stocked with the use of a tractor's scoop bucket or front-end loader. The coaling demonstration alone is worth the effort to get this video. Part of a larger feature documenting each step taken to prepare the locomotives for service each morning, the coaling tower sequence (a little less than 8 minutes into the main video) is invaluable to any model railroader seeking to create their own version for their railroad or anyone wanting to understand the rigors of coal-fired steam operations on a railroad. 

End To End Coverage With Broad Appeal

Although other aspects of railroad technology like narrow gauge versus standard and outside-frame Mikados are briefly discussed, he video itself has a broader range of appeal and technical aspects are discussed but not in great detail. History, operations, scenery, landmarks and geography are woven together quite masterfully throughout the video. The shots are well-produced and the narration, while not top quality like those of say, Pentrex, still flows smoothly and easily, giving a naturally good feel to the experience. The background music also belies a budget production of the mid- to late 90s. In fact, it reminded me of the job training videos that so many businesses used to educate or motivate their employees, often having the opposite effect! On the other hand, the music is composed by a professional and remains relatively unobtrusive while still giving a sense of drama or anticipation where appropriate. 

The video is thorough despite being a bit dated. Both Chama and Antonito departures are extensively covered, with a ride on trains climbing both sides, and coverage meets at the summit of Cumbres Pass. Pacing shots of engine 484 out of Antonito are especially nice, if not entirely steady by today's digital standards. Autumn gold aspen groves show up often. Mudhen 463 makes a few prominent appearances. Fans of the engine will remember that she broke down in 2002, necessitating a costly and extensive rebuild from 2009 to 2013. Also appearing briefly is rotary snowplow OY during her possibly last-ever outing in 1997. Whiplash Curve, Phantom Curve, Tanglefoot Curve (called Cumbres Loop "in the old days" according to the narration), Windy Point, Mud and Rock Tunnels, Lobato and Cascade Trestles, and the dramatic Toltec Gorge get their close-ups with photo freights and passenger runs. In all, a very balanced and well thought-out production that makes a fine 20th century. 

Other notes: The DVD includes an extra 30 minutes of bonus footage including a bit more of OY. It is tacked on after the original 56 minutes. A preview of the video is available for Windows users at the retailer's site. Other retailers: InternetTrains.com, Colorado Railroad Museum 

Category	Rating
Factual Accuracy & Detail - Has the facts straight. Goes into sufficient detail to inform the audience without getting bogged down or over-simplifying	★★★★★
Entertainment Value and Appeal - Is the video just for the hard core fans, or can anyone sit back and enjoy the video?	★★★★★
Subject Choice - How common is the subject matter? Does the railfans' world need another video on this subject? How likely will there be another video made on the same subject?	★★★☆☆
Production Quality - Writing, editing, camera work, narration, and music must exceed nominal qualities by significant margin to achieve full marks	★★★★☆
Value - Does the video deliver a high value (with time, quality, accuracy) for the price asked by the distributor?	★★★☆☆
Overall - The average of the 5 categories. Accuracy is likely to find a contrast with quality and appeal is likely to contrast with subject choice, and value is affected by the other four.	★★★★☆

So it's a generally favorable review. I didn't find anything to fully criticize outside of the number of Cumbres & Toltec videos already out there and the MSR price of $30  ($24.95 + 5.00 S&H). With Blu-Ray gaining more of the mainstream market, I can't bring myself to part with that much for a VHS re-issue to DVD. Again, not a lot to criticize on a great 90 minute video that's eminently watchable, especially for those who remember the previous century!

Do More

Want more of the Cumbres & Toltec Scenic Railroad?

• Ride the Cumbres & Toltec Scenic Railroad this year!
• Find out about the Friends of the Cumbres & Toltec Scenic Railroad mentioned in the video
• Read the Wikipedia article
• Learn more about the Narrow Gauge Circle
• Find more posts about the Cumbres & Toltec Scenic Railroad on Colorado Railroads◊

BNSF Derailment Caught On Camera, Axle Rolls Into Sedalia Gas Station

The small town of Sedalia just south of Denver had a little more than it could handle Thursday, February 6th, when a BNSF freight train derailed 17 cars at the town's main intersection, tying up US 85 and Colorado Highway 67 for days afterward. As the Amarillo-to-Denver mixed freight of mostly empties pulled through the highway grade crossing, surveillance video from a gas station shows the train cars lurching high off the tracks. Next, a contractor's truck backs out of the way when an axle from one of the cars began rolling downhill toward the camera. The axle continued rolling into the gas station's covered front porch, knocking out two columns before being stopped by a third.

Unlike road-bound vehicles, railcars typically rest on their axles, rather than bolt directly to them. This makes for quick access of a part that often requires replacement or repair. A minor derailment causing an axle to roll free is considerably rare. Locals took advantage of the photo op beside the large freight wheels that weigh 1 to 1.5 tons. It was a happy ending, despite the inconvenience, because no one was reported injured.

An axle from the train rests against the gas station
where it came to a stop in Sedalia Feb 6th.
Photo: The Denver Channel/Pat Norwood

The town of Sedalia is toward the northern end of Colorado's Joint Line at the junction of US 85, and Colorado 67 just north of its connection to Colorado 105, the Truck Route between Monument and south Denver.

History of the Joint Line 

The Joint Line was built when the Denver & Rio Grande Railroad built south from Denver toward Pueblo in 1871 and the Atchison, Topeka & Santa Fe Railway built north from NA Junction near Pueblo to Denver in 1876. After the Rio Grande converted the line to mixed gauge service, the lines could have been used in parallel, but until World War I, there was no joint operation agreement. As part of the United States Railroad Administration's management, the two lines were converted to directional running, right hand rule, with crossovers switched to allow northbound trains to use the eastern track and southbound trains to use the western track, no matter the railroad, Rio Grande or Santa Fe, owning the train. After the USRA returned the railroads to their owners, the Rio Grande and Santa Fe saw the cooperation as mutually beneficial and left the agreement in place.

Colorado & Southern and the Burlington (CB&Q) were allowed trackage rights over the Joint Line when the the rails of the Ft. Worth and Denver City, a third railroad roughly following the same alignment as Colorado 83, were taken up around the same time. South of Pueblo, C&S and the Rio Grande had a similar arrangement as the Santa Fe. As a result, C&S and later the Burlington and the Burlington Northern had a continuous presence along the Joint Line, with the 70s and 80s showing Rio Grande gold and black locomotives and Santa Fe bluebonnets and later warbonnets along with Chinese red Burlingtons and later BN green and blacks for a truly colorful microcosm of western railroads, save the UP until the late 90s.

Opinion

Considering that the crossing in question is just north of a maintenance change over between the Union Pacific (Rio Grande) and BNSF (Santa Fe), it's an interesting point for a derailment. Nonetheless, derailments because of ice buildup or sand accumulation from highway plowing are surprisingly common, especially considering the cold and snowy weather in Colorado around the time in question. Regardless, no one was injured, and that's cause for relief. Would that everyone else was so fortunate!

Footnotes

Tracking Ghost Railroads In Colorado by Robert Ormes