Class 1 Railroading in 1982

The illustrious David P. Morgan, longtime editor of Trains Magazine wrote towards the end of his time in 1982 about what constitutes a Class 1 Railroad in the United States. In 2020, we have just 5 railroads functioning in a semi-national capacity. In 1982, it was a much more interesting question. 

His January 1982 column, "How Many Class 1s?" states, 

For all practical purposes, there are officially 39 railroads in the United States. . . .  [They] employ 92 per cent of American railroaders, operate 94 per cent of rail mileage, and handle 98 per cent of rail traffic. These 39 are the Class 1 (annual gross revenues of 50 million dollars or more) line-haul railroads

Of the roads he goes on to list, fully 7 of them were active in Colorado at the time of his writing: 

• Atchison, Topeka & Santa Fe
• Burlington Northern 
• Colorado & Southern 
• Denver & Rio Grande Western
• Missouri Pacific (soon to merge with UP)
• National Railroad Passenger Corporation (Amtrak)
• Union Pacific

Morgan continued his analysis, weeding out railroads like the C&S, which would be absorbed into BN later that year and concluded, "Now we have, in effect 17 Class 1's--less than half the number we started with..." Burlington Northern, Rio Grande, Santa Fe, Union Pacific were the Colorado railroads included. He reduced the number even further by saying "75 per cent of the Class 1 route-miles of the country are controlled, or predictably will be, by just seven camps:" ATSF, BN and UP were in Colorado at the time. He concludes, 

In sum, we have far fewer railroads in the U.S. than the number that appears at first blush, although in terms of the world (2 roads in Canada, 1 in Mexico, and of course 1 each in France, Germany, India, Japan, Russia, U.K., etc.) we have a distance to go, particularly in view of the fact that 154 years after B&O's charter we still do not possess rails under one flag linking the Atlantic and Pacific Oceans.

Well sir, if you're looking for a monolithic rail structure in America, it still hasn't arrived 38 years later, a whopping 192 years in total! Although, thanks to a round of mergers in the 1990s, we have today 2 Class 1 freight railroads in Colorado. Neither of which seem to have a vested interest in the state as the Rio Grande did back in 1982. ⚒

POTD - Electric Wig Wag Lights A Lonely Crossing Under A Distant Moon

Lonely Vigil

You've driven hours on miles and miles of lonely two-lane highway to reach a lonely, seemingly forgotten county road crossing on the open plain of eastern Colorado. The wind stirs and a bite in the air tells you that you are not so far from another winter's chill. You smell the hint of agriculture, and it seems a feed lot must not be too far away. But the air also carries a bit of juniper from Devil's Canyon from the north and west.

You feel it before you see it. A slight hum in the rails and then a flash of a beam cuts through the night. Within moments, the bell and the light activate at the crossing, though it's just you it warns as it wags almost lazily back and forth in time with the bell. A second or two later, the Southwest Chief is upon the crossing. A blast of wind and a whiff of diesel, a blur of streaking lights, chrome and steel wheels, it flies over the rails!

Photo of the Day: Jadon H.

All too quickly, the end of the train flashes past and the marker lights recede around the corner, taking one of the slight bends in this straight line part of the state. The signal stops, its job accomplished for the night. It will not see the next train, the westbound Chief for hours. The moon passes behind the crossbucks and you see again the myriad of stars and galaxies wheeling slowly onward above. A meteor, like the Chief, flashes for a brief second and is gone, swallowed up in the night. You turn for your vehicle. Suddenly, a warm mug and a soft bed don't sound so bad right now. ⚒

POTD - Early Fall Evening Paints The Southwest Chief With Subtle Hues

The route presently served by Amtrak's Southwest Chief has survived the nationalization of passenger service, service cutbacks, meal cutbacks, and maintenance funding impasses to become one of the most popular trains, certainly in the west and perhaps the entire system. The ongoing challenge will be to keep the present Mountain route while still expanding connections to Pueblo and up the Front Range to Colorado Springs, Denver, and Fort Collins.

Photo of the Day: Jadon H.

RailPictures.Net photographer Jadon H. has ventured out of Texas to southeastern Colorado to deliver some first class photos of Southwest Chief. The eastbound Amtrak #4 descends into Trinidad from Raton Pass and the highest point on the former Atchison, Topeka & Santa Fe system. Passing in front of Fishers Peak, the eastern skies turn the finest southwestern pastels as the day comes to a close, reflected in the silver Superliner cars. The long descent across the prairie beckons the P42 DCs on into the night. ⚒

POTD - Old Bridge With a New Perspective

Today, we are finishing our look at Timothy Tonge's work along the Joint Line between Larkspur and Palmer Lake, an examination that wouldn't be complete without a stop at the ATSF bridge just south of Larkspur. This bridge is no stranger to those familiar with the line as it passes over both East Plum Creek and West Fox Farm Road as it splits from South Spruce Mountain Road. Spruce Mountain, of course, was the old Denver highway before I-25 was built. On July 19, 2019, a pair of BNSF swooshes lead a coal train south over the bridge on the climb to Palmer Lake.

Photo of the Day - Timothy Tonge

Now to reveal the hidden theme mentioned last week: All three of the Photos of the Day have been taken using a drone. It would be impossible to get each of these shots any other way, unless Mr. Tonge has quietly developed an ability to fly and take photos at the same time. Each of the shots has given us a new view of BNSF operations on this very picturesque, scenic portion of the Joint Line. Done well, a drone can elevate anyone's photographic abilities. Done poorly, it can be a menace and even illegal. I think we can all agree that long-time railroad photographer Timothy Tonge has done well!⚒

POTD - A Crossover Before Crossing Over Palmer Divide

It's been quite a while since we've had a Photo of the Day, so it should be a good one! A new photographer has been making quite an impact over at RailPictures.net. His name is Timothy Tonge and his photos, while not all from Colorado, hold nothing back in the way of beauty and sight lines! A prime example of this is his photo of a BNSF grain train heading south at Spruce, Colorado on the Joint Line between Colorado Springs and Denver late on a summer evening, July 11, 2019.

Photo of the Day by Timothy Tonge

As Mr. Tonge also points out, Spruce was one of the locations where the main lines of the Rio Grande (lower, left) and Santa Fe (right) crossed over each other. By the middle of the frame, the former Rio Grande main is the curving grade on the right! All of this was a fight to gain the elevation needed to crest the Palmer Divide just a couple miles distant.

Those familiar with the line will notice something a little strange about this shot. Although there are 4 locomotives, they are all trailing as pushers. The train is following the right-hand rule that is almost always in place on the Joint Line, allowing both UP and BNSF to use the former Rio Grande and former Santa Fe main lines as a double-tracked expressway for most of its distance between Denver and Walsenburg. It is remarkable that despite mergers, this has remained a two-railroad district for over a century!

PS: There is a theme to the Photos of the Day over the next week. While they all feature the same photographer, railroad, and section of the Joint Line, there is also a hidden theme that will be revealed on the 15th.⚒

Last Surviving Wig Wag in Colorado Still Wags For Amtrak Twice a Day

As a young kid fascinated with trains, I would get my folks to take me often enough to the Colorado Railroad Museum in Golden. Usually, it was my dad, but it could just as easily have been my mom and her mom as well out to stretch their legs and wander the small network of trails. Usually there was nothing running, not even the Gooses (sic) back then. But one time I remember stopping to view the strangest contraption I'd seen there or any on other right of way to my memory. When I got the courage to ask a volunteer, they said it was their wig wag signal. "Wig... wag? What's a wig wag?"

Long before the crossbucks and alternating red lights had become standard at railroad grade crossings, there were different means of attracting motorists' attention to the very real but too often unseen danger of a train approaching. A sensible solution by Albert Hunt, a Pacific Electric technician, decided that mimicking a crossing guards' lower half wave with a red lantern, then the railroad's universal indication to stop, would be the simplest and mechanically easier than a lot of other options. The gantry mounted wig wags were supplemented by other mounts, usually a pedestal in the median or off to the right of the lane approaching the crossing. The pedestal mounted a counter-weighted target with the box upside down, causing the target to wag like a person waving for attention.



The signals were deemed obsolete in 1949 when the now-common alternating red lights and crossbucks was standardized. Nevertheless, the ones in place since then have been wagging like the family dog for every train that crosses their stretch of rail.



While there doesn't appear to be a conspiracy afoot to remove these arcane contraptions, the number of active signals is dropping fast. The relative quiet of the original Atcheson Topeka & Santa Fe Railway route through Colorado's southeast and over Raton Pass allowed semaphore line signals to remain in place for years. That same quiet allowed the wig wags to survive as well, until the last decade. Wig wags at Manzanola and Rocky Ford have been retired, leaving a lone survivor in Delhi. A thoughtful aficionado with the know-how and resources has even placed a sign with it's unique status as "COLORADO'S LAST WIG WAG." Each day, Amtrak's Southwest Chief hustles by at track speed, one train in each direction, and precious little else. The rest of the day is reserved for quiet observation with cars and coyotes, along with the occasional antelope.

Surviving Wig Wags

The following map details a number of surviving wig-wags across the nation, mostly from Dan's Wig Wag Site. The red ones have been retired in the last 15 years or so. With less than 40 remaining, you might want to grab a photo of the survivors while you can.

Color	Status
	Active at last check
	Retired or removed

Surviving anachronisms? Sure. Historic? Yes, and until BNSF or Amtrak decides differently, the signal at Delhi will keep wagging each way, twice a day.◊

POTD - Morning Sunlight Warming a BNSF Warbonnet

I've been following a photographer posting under the the name of "BUFFIE" for some time now. Their specialization is in industrial Denver's yards, so the scenic quality is harder to quantify, but today's photo is clearly a well thought-out effort. Here's a warm welcome and congratulations on making Photo Of the Day for the first time!

Photo of the Day: BUFFIE

When Santa Fe revived the Warbonnet scheme in the early 1990s, the result couldn't have been more positive. The now-standard full-width nose of the cab strongly resembles the EMD full cowl body that so iconically represented the railroad during the zenith of its passenger service and the hood portion retains the "blue bonnet" feel from its more recent past in terms of shape and lettering. After the BNSF merger, the eventual decision was made to switch to a new combined paint scheme that reflected the "northern heritage" of BN as well as the Santa Fe, now known as Heritage 2.

Only last Monday (the 13th), BNSF 755 wears her colors as proudly as possible, while her bolsterless trucks and undercarriage rust more closely resembles the earth around her than the fine silver that matched her flanks. The GE Dash 9-44CW has just now received the full morning light of the sun to warm up with, while a puddle reflects the red, yellow, and silver that used to roam in far greater numbers--not once, but twice!--under the blue skies of America's vast southwest.◊

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.◊

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

BNSF Heritage Hoppers

Heritage fleets just keep on getting bigger. This year, BNSF has finally gotten with the program and produced a half-hearted "heritage hopper" harem.


Photo by John Csoka

It's almost as if they looked at UP and NS and said, "Oh, alright. Here. But don't expect us to paint them snazzy colors or anything."

What? You mean like these?



Both photos by Keith Schmidt.

The models were created by MTH, but probably could be adapted by the prototypic Union Pacific. A look at some concepts from the model railroading world might just show us what's possible for BNSF to try, if they're ever so inclined. In particular, Lionel (yes, that Lionel, 3 rails and all) designed some passable heritage designs that would catch anyone's eye.

Burlington 1848

Burlington Northern 1970

Frisco 1876

Great Northern 1889

Northern Pacific 1870

Santa Fe 1996

Above 6 photos Lionel.com LLC. (Catalog)

As with Union Pacific, the road numbers of the locomotives signify a year. In this case, it's based on the year the railroad started (save Santa Fe), rather than the year they joined the system. While there are no prototypical or "real" engines for these models (at least, not yet), I have to admit that when the design is scaled up, they look pretty sharp. To wit:



Which is your favorite? What about a Colorado & Southern locomotive? Do you think UP should start painting heritage hoppers based on the success of the Heritage Fleet?◊

Englewood Selling Its Santa Fe Station

Editor's Note: A cold, chronic illness symptoms, and Christmas shopping have had the cumulative effect of blocking at least two major posts and a few POTDs from reaching you this week. I hope to get them out this weekend.

---

"Anyone want to buy, renovate and use a historic train depot?" So begins an article from the Englewood Herald.

POTD - Empty Hoppers In the Sunset

From a river named "The Animas" in the San Juan mountains to a town named Las Animas on the eastern plains, it's hard to believe they're in the same world, let alone the same state at the same rough latitude (0.5° difference). From narrow gauge Rio Grande rails hung precariously on canyon walls to standard gauge Santa Fe rails somewhere in a vast prairie, these are Colorado Railroads!

Empty Hoppers In the Sunset - Coal hoppers wait their turn for service in beside a
piece of disused rail in the quiet town of Las Animas, Colorado, on June 16, 2008
Photo: Jenny Vaughn

Santa Fe Railway Historical and Modeling Society Convention

There are a few more train shows still coming this year. Most of the shows will be in Denver, except where noted. I will be breaking them up into individual posts so that any comments will be specific for the event.

Here we go for the second half of the year:

July 21-25, 2010, Denver 

The Santa Fe Railway Historical & Modeling Society will be hosting it's international convention next week Wednesday  through Sunday at the Doubletree Hotel, Denver near the old Stapleton airport at 32nd Ave (MLK) and Quebec. This mulit-day conference is aimed at the serious Santa Fe fan. It will be themed around the Colorado Flyer, a premier passenger train between Chicago and Denver in the 1930’s.  The group will also be featuring the Royal Gorge war, a bloodless war in the 1880s between the Santa Fe and Denver and Rio Grande.  

As it says on their site, you don't have to be a member to attend. The cost of the convention this year will be $130.00. This includes clinics, contests, displays, banquet and Sunday breakfast, a pin, and a patch. Extra banquet tickets are $45.00, extra breakfast tickets are $25.00. For reservations and further information, visit their site. 

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Flag Day - Colorado's Star

This isn't directly related to railroads, but with today being Flag Day, I thought it would be appropriate and a little interesting to look at the flag when Colorado's star was added . It was first used on July 4, 1877, the first Independence Day after Colorado's admission into the Union.