Then and Now South Park video (South Platte area)

The video below is another fantastic film from "Then and Now Colorado."  There are five then and now shots related to the South Park Line in here.  They are listed here:

0:36 Rolling Rock Curve on North Fork of South Platte River, followed by a view in the other direction
1:01 South Platte Hotel
1:07 Glen Isle
1:44 Dome Rock along the North Fork of the South Platte River
 

The Argo Mill and Tunnel have a curious future!

If there is a non-railroad, non-natural, iconic structure along the Clear Creek line it has to be the Argo Mill.  The looming Idaho Springs structures with its name blazoned across them have stood as a defining feature for over a century, 125 years to be exact.

Helen H. Richardson, The Denver Post

I recall being able to tour inside of the mill many years ago, but not the Argo Tunnel itself.  That changed in May of 2017.  For the first time in 75 years the tunnel was again open for visitors.  Shotcrete Technologies founder Mary Jane Loevlie, along with several other investors, purchased the Argo Gold Mine and Mill in 2016 with the intention of making it an "economic engine" for Idaho Springs.

But it doesn't stop there.  There are ambitious...very ambitious plans in store for the Argo Mill.  The Denver Post states, "Their plan is audacious. A 160-room luxury hotel and convention center discretely built into Rose Gulch and flanked by a dozen cabins abutting 400 acres of trailed open space. Don’t think wood-and-stone mountain lodge. Think steampunk, a mix of Victorian and industrial designs heavy on the glass, steel and concrete.

"There’s a funicular or tram to ferry tourists to tunnel tours and the hotel. A pedestrian-friendly village, accessed by a bridge over Clear Creek, will step up the hill, with a park, retail and a destination-type restaurant. Single-family homes will anchor the east side. A terraced collection of smaller, 750-square-foot houses, to the west, above the mill, could help shelter local workers."

Those are some serious ambitions!  If it works, hopefully, all that tourism will continue to boost the Georgtown Loop's ridership.  Maybe it will even give Idaho Springs and the C&S Railway Society a possible location for getting no. 60 up and running!  Just dreaming...


Sources:
Argo Mill and Tunnel website.

"How Idaho Springs plans to turn the Argo Mine Superfund site into a tourist attraction" by Jason Blevins.  The Denver Post. 16 May 2017.

Why they never had to re-lay track at Leadville

from O Gauge Forum

Layin’ track.  That’s what the folks did in Central City when they wanted to build a tourist operation that opened in 1968.  That’s what the SeaBees did when they helped restore the Georgetown Loop.  That’s what another group did when they rebuilt the Central City tourist line again in the late 1980’s.  And that’s what has been happening in Como over the last year.  Layin’ track.

So, why didn’t the Leadville, Colorado and Southern have to lay any track?  There’s a curious little story about that.

from Burlingtonroute.org

There was enough traffic from the Climax Molybdenum mine that, while the rest of the narrow gauge was gone by 1941, the isolated Climax to Leadville line was standard gauged in 1943.  This kept the line running for almost four decades longer despite its only connection with the outside world being via the Rio Grande connection in Leadville.

In 1981, Amax, the owner of the Molybdenum mine, closed it down.  By this point the Burlington Northern had fully absorbed the C&S.  BN then listed the Climax-Leadville line as abandoned, but never requested authorization to pull up the rails.  The reason for this is that Pat Wadsworth, Amax’s public relations director said, “‘Even if the mine wasn’t running we still wanted the railroad connection.”  The mine did reopen here and there post-1981 and,

from Climaxmolybdenum.com

possibly, the company didn’t want to lose its connection in case things ramped up again.  He apparently put some pressure on the Burlington Northern to keep the line.  Wadsworth stated, “‘We made it clear that we could move a lot of that traffic [significant coal traffic that Amax currently shipped elsewhere via the BN] to other railroads if the Burlington really tried to abandon the Climax line.’”

In the words of Ed Quillen in Colorado Central Magazine, “that threat from Amax-which could mean years of expensive litigation for the Burlington, as well as the loss of a good customer-probably explains why the Burlington was willing to offer one hell of a bargain in 1988 [other sources say December 1987].”

from Trip Advisor

This bargain was as follows: For $10, you could have “a dozen miles of track, along with two diesel locomotives, various cars and cabooses and maintenance equipment, and the roundhouse” as long as you promised to keep the line operable.

The takers?  Leadville residents, Ken and Stephanie Olsen.

After five brief months of rebuilding several freight cars to carry tourists and renovating the old, brick Leadville depot, they began running the Leadville, Colorado & Southern on Memorial Day of 1988.  According to Stephanie Olsen this name was chosen “‘because everybody here called it the Colorado & Southern.  We couldn’t use that name, and we did want Leadville in the name.’”

Ownership of the LC&S has since been passed down to the Olsen's children: Derrick Olsen and Kirstin (Olsen) Ayers and her husband Steven.

The line still runs today from May to October taking passengers on a 2 1/2 hour trip from Leadville to close to Climax and back.

from LC&S Facebook page

Sources:

“How an isolated Railroad Kept Running for 119 Years” by Ed Quillen.  Colorado Central Magazine. 1 September 2003.  http://cozine.com/2003-september/how-an-isolated-railroad-kept-running-for-119-years/

Leadville, Colorado & Southern website. Www.leadville-train.com.  Accessed 26 February 2018.

"The Leadville Train: Sit Back and Enjoy the Fall Colors" by Kathy Bedell.  Leadville Today.  12 September 2014.

Happy Easter! The C&S being born again

In 1972, the song that would later become the state song of Colorado, hit the airwaves. John Denver’s “Rocky Mountain High” was a biographical tune containing the lines, “He left yesterday behind him; you might say he was born again.”

Denver’s reference to “born again” was a tip of the hat to what came to be called the Jesus Movement, a generation of young, often long-haired hippies who eschewed both the sex and drugs culture of the 60s and 70s as well as the stodgy nominal church life of many of their parents. Instead, they discovered that to follow Jesus was a radical new life, akin to begin “born again,” a phrase Jesus Himself used when he explained to a seeker that eternal life is life that begins not in Heaven, but now, at the point of following Him.

On this Easter Sunday, when many of us celebrate that Jesus conquered death, making a way for us to be “born again,” it is a delight to see a symbol of this new life in a tiny railroad that has been experiencing rebirths lately. It might be a stretch to call it a symbol, but I’d like to believe the Lord looks kindly on a our meager attempts to resurrect that which was lost.

There have been so many rebirths in the C&S world this past year, but the one that I want to focus on this Easter is C&S caboose 1006, proudly being born again thanks to the C&S Railway Society. They hope that this year the resurrection will be complete.

Compression block for 1006's new frame-Sept 2017

The society sent me an update on the status of 1006 and their vision for 2018. While completion within the year is the goal, they understandably state, “but with all projects of this nature, it’ll be done when it’s done.” The focus right now is on frame assembly. With all the components of the frame present in Silver Plume, the society is “drilling out the tongue and groove for the frame members to go together.” After the frame is put together the plan is to use a Georgetown Loop forklift, operated by Jeff Badger, who volunteered, “and lift the original body from the frame. After that it will be a matter of replacing individual pieces of the body frame and re-siding the caboose.”

One hope that the society has is to acquire a grant from the Denver Garden Railway Society. In January the C&S Ry. Society made a presentation to them of the 1006 project. If this grant goes through it will “practically bring the project to completion.”

Thankfully, 1006 was rescued way back in 1941 and has repeatedly been saved from neglect and the elements over the years. 2018, however, with this most extensive of restorations on the tiny bobber, may truly be the year of the born again 1006.

Happy Easter! He is risen!

Video of DSP&P grade near Cliffdale

I was not aware that Cliffdale existed!  In this video that I found on Youtube, the narrator shows us a short stretch of South Park grade along the north fork of the South Platte River that led to Cliffdale, a town (once?) a bit to the west of Pine. 




The description of the video is as follows: "Back in the late 19th century, the Denver South Park & Pacific Railroad, and later the Colorado Southern used to travel along the North Fork of the South Platte River here near Cliffdale. Today the tracks are gone, but you can still walked along their path at Pine Valley Park, near Pine, Colorado."

Ride the Georgetown Loop in 1903 (or 1901)

I know a number of folks have seen this footage before (I seem to recall having it on a C&S DVD somewhere), but, if you haven't, here is rare film of a C&S train traveling the Georgetown Loop.  It was copyrighted as 1903, though, some references say that the footage is from 1901.



Many will notice just how fast the train seems to be going.  An online discussion about this led to many pointing out that film cameras were cranked by hand at this time and this gives the impression of moving fast.

One person from this online discuss made this note:
According to a 1904 Clear District timetable of the Colorado & Southern Railroad the speed over the bridge was 4 mph.
According to the special instructions No train or engine will exceed a speed of four (4) miles per hour in crossing the iron bridge between Georgetown and Silver Plume
Other special instructions lists speeds. Passenger trains were allowed 24 mph south of Golden, 15 mph from Golden to Forks Creek, 20 mph Forks Creek to Georgetown and 15 mph Georgetown to Silver Plume.
My timetable is a Colorado Railroad Museum reprint.

This film is listed on IMDB as well with the following description: Georgetown is a silver-mining town at 8,500 feet near the crest of the Rockies. Hooked somehow to the rear of a four-car passenger train is a camera that pans the scenery and, when the train goes around curves, looks ahead to see the engine and passenger cars: the passengers wave hundreds of white handkerchiefs out of the train's left-side windows for the benefit of the camera. The town comes into view; the tracks are above the town, so the camera looks down on dozens of modest rooftops as it pans the area.

A user review on IMDB said the following:
This film was in fact shot in 1901 a part of a whole series of films taken on the Union Pacific Railroad in July of that year by Billy Bitzer. Just a couple of years after William Henry Jackson's famous 1899 photograph of the loop ("The Far-Famed Georgetown Loop"). 

[This following paragraph is obviously wrong] The train is, I assume, the Overland Limited, which featurs by name in several of the other films. The rote was a particularly dramatic one and it would be good to also have the films taken as it traversed "The Fish Cut" in Wyoming, crossed the Dale Creek Fill and went through the Sherman Hill tunnel through the Rockies. 

Mutoscope was more careless about copyrighting its material than its rival Edison and 1903 is in fact the copyright date. It does also appear correctly in IMDb under the 1901 date.

I assumed this video was the same as the one I have on DVD, but that one is credited to Edison, so if the above user is correct, this film is different.

The 5 Remaining C&S Locos - Update 6

Be sure to visit a more recent update such as this one.

As my reading and research continues I want to continually update this article from its original form as published in The Bogies and the Loop.  Updates are in bold and underlined.   This update includes new details related to C&S 71 and C&S 31 (DSP&P 191) thanks to excellent articles in recent The Bogies and the Loop editions.

And Then There Were Five:

 The Stories of the Remaining Five C&S Locomotives 

By Kurt Maechner  

          On a cold winter morning in 1986 C&S 71 was hauled up onto a flatbed truck in Central City. The destination was the newly reconstructed portion of the Georgetown Loop route. The engine got away, but much to their surprise, when they tried to move the tender, they were met by a string of Central City residents barring its passage out of town. They gathered in protest like Greenpeace stopping a whaling ship. What is it about these little engines that pulled people out of bed to protect it? Why do we still haggle on internet groups about the fates of these relics of a bygone railroad? Perhaps they each say something about life, even about us. Maybe we can even learn from their stories.

         Five engines remain of the C&S from its roster of 69. Each has an intriguing story of how it outwitted the grim scrapper. These are their stories…and a little about what each says about life.

The Other 64 

    A vast majority of the C&S engines met the scrapper one way or another. 35 of the 69 were scrapped by the C&S itself. 29, though eventually scrapped, were sold or traded to various companies and lumber railroads including Morse Brothers, Hallack & Howard Lumber Company, Manistee & Luther R.R., Clarkson Saw Mill Company, B.G. Peters Salt & Lumber Company, Oak Grove & Georgetown R.R. Co., J.J. White Company, Ed Hines Lumber Company, and the Montrose Lumber Company. A few notable exchanges include C&S 55 that was sold to the Milwaukee Road and operated on their Bellevue & Cascade narrow gauge line. Number 64 was moved to Mexico to run for the Sosa & Garcia Company. Two engines (no. 69 & 70) went to the White Pass & Yukon Route in Alaska. Finally, two of the C&S’ last and largest engines, no. 75 and 76 were eventually purchased, and converted to standard gauge, by the Central Railway of Peru to be used for the Cerro de Pasco Copper Corp. There are several hearsay reports that one of the engines tumbled to the bottom of a canyon due to an unrecorded derailment. 

In 2017 I was contacted by Bob Whetham, author of In Search of the Narrow Gauge.  During

a trip to Peru in 1965 he stumbled upon what he and others believe to be the remains of either C&S 75 or 76 in a scrap yard in Huancayo.  He noted at the time that he "remember[ed] the canted cylinders which were very unusual."  His photo (right) shows the tender in the background and the boiler behind that tender (it is not the engine in the foreground). 

Mike Trent on the DSP&P forum commented, "I would state that I am quite certain, beyond a reasonable doubt, that this is #76's tender. I have spent quite a bit of time comparing this image to others of #76. This had a distinctive rivet pattern, and it seems to fit, right down to the bunker sides.  It seems likely that the boiler in the back is one of the two. The only other photo I have ever seen shows a boiler complete with piston valves with the steam dome cover removed in what appears to be a different location than this one. The boilers would be harder to distinguish....But I'm going to get on board that this is #76's tender."

Presumably, it was eventually scrapped completely at a later date.

     And then there were five.

71: All Roads Lead to Home  

       Do all roads really lead to Rome? In real life, all roads lead to home. In all its small positive and negative nuances, our home affects us more than any other influence in life. Whether we love it or have run from it, it must be reckoned with. One C&S loco was adopted by a town, and despite unsuccessful efforts to remove it, and successful efforts to abuse it, it remains affectionately at its adopted home.

       When the railroad finally received permission to abandon the South Park in 1937, the C&S, finding no buyers in 1938 for their surplus locomotives, began the process of scrapping them.  This began in 1938 with No. 5 and one month later consumed 65 and 58.  

     There was an attempt at saving at least one engine for posterity.  The railroad made an offer to any town along its line: A free narrow gauge locomotive to stuff and mount. This would have been engine 6.  Despite the number of people who protested the abandonment of the line, not a single town along its remaining rails took them up on the offer.  A memo to the Superintendent of Motive Power stated that "the scrapping of 6 narrow gauge engines, one of which we asked you to hold up anticipating that we could use the engine for historical purposes.  We now find that none of the towns is agreeable to accepting this engine.  You may therefore scrap engine 6."

     However, by 1941, one town (and eventually Idaho Springs), Central City, who had lost its railroad connection 10 years earlier, changed its mind and said yes. Engine 71, that had the unfortunate privilege of being used on many scrapping operations on the line, was chosen. Along with gondola 4319 and combination car 20, it was taken to the end of track at Black Hawk in April of 1941. It was then hauled by truck and found a home on exhibit near the site of the Central City depot.

     There it would remain for a little over 45 years.

   She did receive some attention over the years.  During the 1950's or 1960's, the CB&Q sent someone along to spiff up the paint and, in the process, added the Burlington herald to the whole train.  A fence was also added to keep vandals out.  Rick Steele comments in the Narrow Gauge Forum that he scraped and repainted the engine and No. 20 back to the original C&S markings in 1970.

       Puffs of steam would return to the air in Central City, however, in 1968 as the Colorado Central Narrow Gauge tourist railroad laid track to Packard Gulch. They ran trains with two Central American locomotives. This group, along with the locos and rolling stock, eventually moved to take over operation of trains on the Georgetown Loop project in 1973. The Colorado Historical Society (CHS), who owned the track, had the idea of also taking 71 to Silver Plume to restore it and run it on the Loop. The engine was indeed taken to Silver Plume in 1986 which lead to much consternation in Central City. A town newspaper referred to the situation as the “Great Train Robbery.” When the CHS then tried to move the tender, this is when some city residents came out to stop it. Their town had requested the locomotive and they wanted to keep it. Following this incident, the engine was promptly returned home...sort of.

   For reasons I have yet to determine, around this time, instead of returning the engine to its display site in Central City, it was placed on display, along with the rest of its train, on a new stretch of rail in Black Hawk.  During the winter of 1987, a trucker by the name of Steve Clifford, who related his story in The Bogies and the Loop, happened to pass through Black Hawk when he noticed "a flimsy make-shift shed constructed over locomotive No. 71 and its tender."  This chance encounter led him to find out just what was going on (and also to him receiving a bid to transport the train on his truck back to Central City).

      

     Something was indeed going on.  Steam rose again from the bear trap stack of 71 from 1987 to 1990. Another organization stepped in to run the Central City line, this time named The Blackhawk and Central City Narrow Gauge Railroad, and No. 71 was their star. There is a lot of discussion on the efficacy of the running of the locomotive in these years. That being said, she did live again, if even for a brief moment of relived
history. The group certainly had big goals. A tourist guide from 1988 states the railroad as planning “to reach Blackhawk in the next five years.” This, unfortunately, was not to happen. The railroad folded and 71 sat again, still, with her gondola and combine until she was moved once again. 

  The Narrow Gauge Discussion forum states that at some point the land where the train had previously been displayed was sold, and so the train, minus the gondola, was transferred to the Couer d'Alene Mine on the opposite side of the valley in the early 1990s.  By 1996 a chain link fence had been erected around the engine .

Casinos came to the City of Central in 1991 and she was eventually placed high up with the combine on a display track by Harvey’s Wagon Wheel Casino. The gondola sits in a park near Eureka Street. There’s much consternation over her most recent appointment, but, let’s face it, she’s at least at home.

74: Being left behind may be a part of the plan 

     We are all prone to asking, “What might have happened if…” Regret and longing make us wonder if we had not been left behind by some person, job, or opportunity, would we have found what we really wanted? Then again, maybe being left behind was part of the plan, a far greater plan than our own. 74 may have wondered this as it sat lonely at Morse Bros. Machinery in 1948.

     World War II either saved or destroyed many an engine. Many of the unemployed locos were scrapped for the war effort. Others were used where needed. C&S 74 had the privilege of working with two sister engines on the last remaining narrow gauge portion of the railroad between Leadville and Climax. Molybdenum was a hot commodity in the war effort and Climax had a lot. So much, in fact, that they needed to standard gauge the line, which they did in 1943. Numbers 74, 75, and 76 were then placed on flatcars and shipped to Denver. They were sold to Morse Bros. Machinery and sat on their property for three years. That’s when a Peruvian railroad came looking for some narrow gauge motive power. They took 75 and 76. 74 was left behind to wallow away alone. Left behind.

     Two years later, though, another life awaited 74. In 1948, the Rio Grande Southern was wheezing out its last breaths. The Galloping Geese had bought it a few more years, but the light was fading. The Rocky Mountain Railroad Club knew their chance to see and ride the line was dwindling. They wanted to plan as many excursions as possible. When the club approached the RGS receiver about this, he remarked that it was too costly to lease a D&RGW engine to haul their trains. The Club countered by suggesting that they buy a locomotive. For whatever reason, they took the bait and purchased 74.

     One member of that railroad club was a man named Dr. John B. Schoolland. He was very interested in the Colorado & Northwestern Railroad which ran through his resident town of Boulder and discovered that 74 had started its career on that very railroad. Recognizing that the RGS was near its terminus, he set out to save the engine so it could be displayed in Boulder. The city’s community started various fundraisers that eventually ‘bought’ 74 and had her shipped via rail. 74 returned home in August of 1952 and was placed in Central Park along with a D&RGW coach and RGS caboose.

  The years were not kind as neglect and vandalism set in. Various community members and students worked to touch up the engine off and on. Unfortunately, the RGS caboose was destroyed via a student prank using dynamite and was replaced with a Rio Grande caboose. In 1979 the Boulder Model Railroad Club committed to taking care of the site. 

74 and her train were eventually moved a bit to a new curved track.  Mike Trent on the Rio Grande Southern Technical Page wrote, "In February 1982, the train was moved about 40 feet north of its original location to allow improvements to be made in the park and because the track under the train had deteriorated badly. Almost all ties under the engine were completely rotted away, and the weight of the locomotive had caused her to settle about three to four inches. The BMRC volunteers were called upon to help, and they did, in a big way. Rail was located and donated with the help of the Georgetown Loop Railroad and State Historical Society. The City of Boulder bought brand new ties, and the volunteers, along with some willing professional help, laid a curved section of track for the train's new home. Dr. Schoolland was present to help drive the 'Golden Spike.'"  For a few months after the move the engine was dressed up in C&S livery and even sported a fabricated Bear Trap stack before being returned to its original look as C&N #30.

In the early 2000s the Colorado Historical Society shipped it to a company to see if the engine could be restored for use on the Georgetown Loop Railroad. This was decided against, but 74 was cosmetically restored by the West Side Locomotive Company of Denver and returned to Boulder.  In 2012, she was leased to the Colorado Railroad Museum in Golden where she resides today.  Who could have guessed that being left behind in 1948 would have saved her for our enjoyment today?

9: Sometimes reinventing yourself opens new doors.  

     Most of us like to stay on the rails marked out for us. With change comes friction and we like to avoid it at all costs. But complacency can also destroy us. Some of us learn that to find life anew we must reinvent ourselves in some way: physically, occupationally, or spiritually. Sometimes that reinvention comes whether we like it or not. This is the story of little number 9, a mogul that has lived more lives than any other C&S engine.

     If ever there was controversy surrounding a C&S locomotive, number 9 takes the cake. Built by Cooke in 1884, the loco started out on the South Park Line. She had the honor of pulling the last scheduled passenger train from Denver to Leadville in 1937. She spent two more years on the Clear Creek line and South Platte branch, but an opportunity in 1939 put the engine out of the scrapper’s hand. From 1939 to 1940 New York hosted the World’s Fair. Many railroads sent representative trains. The Chicago, Burlington, & Quincy, which now owned the C&S, planned on sending one of their Cooke moguls as a narrow gauge representative.  Engines 5, 6, 8, or 9 were the options.  They settled on No. 6, leaving the others to be scrapped.  However, according to Narrow Gauge to Central and Silver Plume, "the suggestion was made that the 9 was in better shape and might well be used instead--which was in fact done."

   According to The Mineral Belt Vol. 2, "C&S 2-6-0 Number 9, Railway express and RPO car 13, and coach 76 were put on exhibit in Denver before being moved to the New York World's Fair in 1939.  Number 9 had just been run through the backshop and coaches were resplendent in new paint.  The 2-6-0 was the only engine of this wheel arrangement saved from scrapping."

     Evading the torch by inches, number 9 then was sent along with her two cars to the World's Fair. CB&Q then kept the little train in storage at their Aurora, Illinois shops until 1948 when Chicago held its railroad fair. The engine and her coaches were leased to the fair to be run as a quaint old time western train. Painted for the defunct Deadwood Central (which, incidentally, according to The Mineral Belt Vol. 1 was the railroad from which CB&Q 537 came from), labeled “Chief Crazy Horse”, and sporting a hack false balloon stack, the engine chugged around a small track pulling visitors.

     She was again stored until leased in 1957 by the tourist hauler Black Hills Central in South Dakota. The line simply put the engine on display. I have read in a few spots that some believe the engine was pulled

behind another engine and made to look operational by burning tires in the boiler.

     Twenty-four years later, in 1981, the Colorado & Southern was finally absorbed into the Burlington Northern and the controversy began. By 1986 BN and the Black Hills Central entered a legal fight over the ownership of the mogul. The end result was that BN decided to send it home by giving it to the Colorado Historical Society. They had it stored on Morningstar siding near Silver Plume on the Georgetown Loop RR. It was relettered on one side in alignment with C&S days, though it still retained a red cab for some time. Its greatest surprise was yet to come.

     When the CHS, who owned the GLRR trackage, and the folks who owned and operated the railroad  reached an impasse in negotiations, a major debacle resulted. The end result was that the operator took all of the rolling stock and locos off the property and moved or donated them elsewhere. Still wanting to operate the railroad, the CHS, hunted for a new operator. However, they had no locomotives…except number 9. Both 74 and 9 were shipped away to check the feasibility of restoring one of them to operation. It was determined that number 9, using 74’s tender would be the best bet. In 2006 Uhrich Locomotive Works completed work on number 9 and sent her back to the Loop. It was an exciting day, yet, retained a bitter end.

     There was already an uproar over the changing of GLRR operators, but the furor was somewhat tempered by the excitement of seeing a real C&S loco run again. When number 9 was pulled out of service due to mechanical problems before the end of the season in 2006, many people’s anger erupted. Regardless of opinions on all sides of the issue, number 9 was traded to the town of Breckenridge. They had an old Sundown and Southern locomotive at their Rotary Snowplow Park. This engine seems to have more promise to have the power to pull trains on the Loop and is being refurbished.

     The trade originally required that number 9 had to be operated. There were plans to build a short section of track in Breckenridge and run the loco off of compressed air. This has all changed and, after an impressive cosmetic makeover at Mammoth Locomotive Works, the engine was put on display in December 2010 between a rotary and a C&S boxcar at what is called Rotary Snowplow Park. Reinvented once again.

31: Age Matters 

     Popular culture (read: those trying to make money) bombard us with a belief that whatever is young and new is better. It wasn’t that long ago, however, when age was venerated, when being older made your opinion and insight valuable to others. Today, it seems, all it takes is being young, trendy, and having the ability make a hit song. C&S 31 comes from the former era and it holds a title: the oldest locomotive in Colorado; and that counts for something.

     C&S 31's story is not as storied as her other surviving companions, but it contains its curiosities just as well.  In the words of Jason Midyette who chronicled her story in The Bogies and the Loop, her "survival was more a result of random chance than any actual plan; had the C&S kept it, it would have been rebuilt and modernized (and ultimately scrapped) and had the locomotive been in better shape, it might not have been set aside for display in 1932."  

    Built in 1880, C&S 31 began its career as number 51 on the South Park Line. It later joined the Denver, Leadville, & Gunnison as 191 and finally the C&S as number 31. It served for 22 years on those lines until it was sold for $2000 in April 1899 (or 1902-sources vary), a year after the creation of the C&S, to the Edward Hines Lumber Company in Wisconsin and run as Washburn & Northwestern #7. In 1905 it was sold to the Robbins Lumber Co. in Rhinelander, which was bought in 1919 by the Thunder Lake Lumber Co. As a side note, one source said that the cautious owner of the line thought it was too heavy to be used unless the ground was frozen. Midyette states that "By 1932, No. 191 was completely worn out and seldom used."  It was retired that year and placed on display at the Rhinelander Logging Museum in Wisconsin, moving there under its own power for the last time. It remained there for a little over four decades.


    The locomotive's time at Rhinelander was not kind.  The museum at the time pursued a philosophy that the more access the public has to history, the more likely they are to feel connected to it.  Consequently, the engine was fully accessible and climbable.  As a result, many parts went missing and the loco's condition diminished.
     
    Finally, in February 1973, through the efforts of Bob Richardson of the Colorado Railroad Museum, the engine was moved back home. Richardson found that a Mexican railroad that owned an original Thunder Lake engine was closing down.  He convinced the Rhinelander Museum to accept his offer that if he could get this engine to them, they would give him No. 31. 

   Now back in her home state she was restored to her appearance as DL&G 191, including cutting back her smokebox to its length while on the South Park.  One very unique aspect of 51/191/31 is that, as stated in The Bogies and the Loop,
 she "received little in the way of updates and has remained a remarkably original example of an 1880's narrow gauge freight locomotive."  In addition to its authenticity, it is believed to be the oldest surviving locomotive in the state at over 130 years old. In 2009 the engine received an entire cosmetic make-over at CRRM and has been proudly displayed on numerous publicity materials related to the museum. For at least a few of us, yes, age matters.

 60: Stay ready for work 'til the end.  

     For those who relish the goal to eat, drink, and be merry, life’s twilight years hold little promise. But for those who believe their lives hold a greater purpose, one that outshines occupation, we want to stay ready for work, whatever divine work this might be.  One of the five C&S survivors did just that.

     C&S 60 began her life on the Utah & Northern in 1886. She eventually joined the DL&G and ultimately the Colorado & Southern. A story concerning her latter days suggests that the engine was being used to scrap the remainder of the Clear Creek line in 1941 when, well, she just broke down in the town of Idaho Springs where the loco was subsequently donated to the city for display.  

     The "break down" story, however, is likely a myth.  The Colorado & Southern Railway Society, a historical preservation group that has taken on the mantel of caring for No. 60 and her coach, have studied the engine's service records at the Colorado Railroad Museum and there found evidence to discredit such a story.  

     Their research reports, "The C&S mileage records for 60 show she received a complete overhaul in April of 1936. She ran for a year till mid 1937 when she was stored serviceable in Leadville from mid 1937-January 1939.  The records contain monthly inspection sheets filled out for every month of her layup and which state she was stored serviceable in Leadville."

     There the diminutive consolidation lived out her remaining years ready to do the work she was born to do.  In fact, she had the chance to do just that one more time when in the early winter of 1939 she again plied the rails for 6 months.  She was stored again in June, but this time, as she awaited another fire in her belly, the mileage record demonstrates that it was not to happen again.

     The C&S Ry. Society, consequently concludes that "all of our research seems to support that the idea of the breakdown is a myth."  They theorize that "the story of the 'breakdown' seems to come from having one of her eccentric links disconnected.  We haven't determined why that is or when it was done.  However, from the records, and from physical inspection this far, 60 appears to be in excellent mechanical condition with only mild wear from her service time."

     When the Clear Creek lines were abandoned in 1941, as mentioned in the story of No. 71, towns were offered a locomotive for display purposes, and Idaho Springs stepped up.  There is a bit of a complication in this gift, though.  Apparently, Clear Creek County argued, as long ago as 1936, that the railway had not paid a tax debt.  In 1941 the county accepted the locomotive as a settlement for this dispute.  Curiously, the town specified in the agreement that they wanted No. 60 to wear a snowplow.

     No. 60 then traveled to the Burlington Route's shops in Aurora, Illinois to be readied for display.  She was shipped back by flat car and was shoved along with coach 70 by engine 69 to the town.  The engine and her small train were on display on the old right of way in front of a gift shop for many years.  Some have referenced that the gift shop owner sometimes burned old tires in the boiler to simulate steam in order to garner customers.

   As in the case of engine 71 in Central City, it appears that the Chicago, Burlington, & Quincy Railroad sent a crew to spiff up the engines in the 1950s or 1960s and consequently repainted the engine with the Burlington herald on the tender and "C&S" under a smaller engine number on the cab.  When the paint scheme was returned to the original, as it is today, is unclear.

     Using temporary track early in the '80s the train was moved forward into what is now Harold A. Anderson Park.  This is where she is today.  At some point the old Idaho Springs school house was moved next the train and converted to the town hall.  In the summer of 2015 the C&S Ry. Society completely needle scaled and repainted 60's smokebox with a graphite based paint mix to reflect its appearance while in operation.  They also added coal boards to the tender.

     In recent years number 60 also was taken into consideration for operation on the Georgetown Loop. This was decided against, of course, but the consolidation still sits proudly on the track ready to do the work she did so long ago.

     History has led these five locomotives down a trail as serpentine as the grades they once climbed. Where will history take us? It might, like 71, take us back where we came from. We might find ourselves left behind like 74, but it could turn out better than we expect. Maybe we’ll find ourselves in a situation that requires us to reinvent ourselves like number 9. For those of us who’ve earned our keep, we may need to remember that age matters like C&S 31. Yet, no matter what life brings our way, no matter when we might finally drop off the serviceable list like number 60, there’s a calling to keep doing the work we were created to do until we change trains at that great Union Depot that awaits us all.

References

Bodiecalifornia.  (2010, 29 Nov.). C&S 9 – Where Is It Now?  Message posted to http://ngdiscussion.net/phorum/read.php?1,174896.

(n.d.) C&S Narrow Gauge Locomotive Data.  Retrieved from http://narrowgauge.homestead.com/.

“Central City’s Colorado & Southern Railroad.” (1990, Summer). Colorado Yesterday & Today: A Magazine of Adventures, 13.

Clifford, Steve. (October 2017). "Hauling C&S No. 71." The Bogies and the Loop, 9-15.

"Colorado & Northwestern #30" RGUSRAIL. Retrieved from http://www.rgusrail.com/cocrm.html

Colorado Steam. (1999-2010). Retrieved from http://www.steamlocomotive.com/colorado/.

Correspondence with the Colorado & Southern Railway Society via their Facebook page.  

Fritz, B. (2001). Surviving Steam Locomotives in Colorado.  Retrieved from http://wasteam.railfan.net/.

Griswold, P.R., Kindig, R.H., & Trombly, C. (1988). Georgetown and the Loop.  Denver: The Rocky Mountain Railroad Club.

Griswold, P.R. (1988). Railroads of Colorado: Colorado Traveler Guidebooks.  Frederick: Renaissance House Publication.

--> A Guide to the Exhibits at the Colorado Railroad Museum.  (2011). Retrieved from   www.coloradorailroadmuseum.org.

Hauck, Cornelius W.  Narrow Gauge to Central and Silver Plume.  Colorado Rail Annual no. 10. Colorado Railroad Museum, Golden 1972. 

History. (2011). Retrieved from www.coloradorailroadmuseum.org.

Jensen, Robert, F. Hol Wagner Jr., and Robert LaMassena. "Denver, Leadville, and Gunnison 2-8-0 No. 191." Colorado Railroad Museum Equipment Data Sheet No. 15.  Colorado Railroad Museum, 2010.  

Larson, Kurt.  "Washburn Northwestern Railroad." www.battleaxcamp.tripod.com. 2008.

Loop Communication Committee.  (2005, 27 April).  Meeting Minutes. Retrieved from www.savethetrain.org. 

Midyette, Jason. (2014). Colorado & Southern No. 9: One Short Season. The Ill-Fated Return to Service of a Narrow Gauge Locomotive. South Platte Press.

Midyette, Jason. (January 2018). "Sole Survivor: the last DSP&P locomotive."  The Bogies and the Loop, 9-13. 

Digerness, David S. (1977).  The Mineral Belt Vol. 1 Old South Park - Denver to Leadville - An Illustrated History, Featuring the Denver, South Park & Pacific Railroad, and the Gold-and-Silver Mining Industry. Sundance Books.

Digerness, David S. (1978).  The Mineral Belt Vol. 2 - Old South Park - Across the Great Divide.  Sundance Books.

Narrow Gauge Discussion Forum

National & State Registers. (1999-2010). Retrieved from www.ColoradoHistory.org. 

Pictorial Supplement to Denver South Park & Pacific: Abridged Edition.  (1986). Lakewood: Trowbridge Press.

Poor, M.C. (1976). Denver South Park & Pacific: Memorial Edition.  Denver: Rocky Mountain Railroad Club.

Rhinelander Logging Museum Complex. (2010). Retrieved from http://www.rhinelanderchamber.com/.

Ross, D. (2009). Colorado & Southern RR Steam Locomotives.  Retrieved from http://donsdepot.donrossgroup.net/.

Ross, D. (2009). Thunder Lake Lumber Co. Robbins RR.  Retrieved from http://donsdepot.donrossgroup.net/.

Schoppe, B. (2011, January). Greetings from the President. The Bogies and The Loop, 22.

Shreiner, T. (2009, 20 July). C&S 71 Video.  Message posted to http://groups.yahoo.com/group/DenverSouthPark/. 

Trent, M. (2011). Engine No. 74 – Back Home Again (1952-present). Retrieved from http://www.riograndesouthern.com/RGSTechPages/_bdwhite/index.htm Page.

Trent, M. (2011). Engine No. 74 – The Colorado & Southern Years (1921-1945). Retrieved from http://www.riograndesouthern.com/RGSTechPages/_bdwhite/index.htm Page.

Trent, M. (2011). Engine No. 74 – The Rio Grande Southern Years (1948-1952). Retrieved from http://www.riograndesouthern.com/RGSTechPages/_bdwhite/index.htm Page.

Trent, Mike (2017).  "Possible Photo of C&S 75 or 76 in 1965." Denver, South Park & Pacific Railroad Forum. Retrieved from https://groups.yahoo.com/neo/groups/DSP-P/conversations/topics/19725 

Whetham, Bob. Correspondence via email and blog comment.  Retrieved from http://alpinetunnel.blogspot.com/2012/07/the-five-remaining-c-locomotives.html?showComment=1483821780124#c8669007517712290998

--> -->