Suits Filed Anticipating Tennessee Pass Activation

Well, that didn't take long.

Proving that there is nothing new under the sun, the action announced on the 31st of December, 2020, Rio Grande Pacific To Lease Tennessee Pass Route, became the subject of at least two separate suits filed by lawyers whose interest in what's best for Colorado is dubious at best. The Union Pacific and Rio Grande Pacific most likely expected this knee-jerk reaction.

The Town of Avon and Eagle County have both agreed to split the cost of a challenge filed with the Surface Transportation Board (STB). Apparently, the occupants of the town and county are already convinced that the rails are mere days away from coursing with crude oil. The idea that the company doesn't want to haul crude and instead haul other freight and possibly provide a commuter service to towns along the line like the one they already conduct in Texas seems to fall on deaf ears.

The second suit comes in a January 8th filing with the STB. A corporation that was seeking to use the Tennessee Pass Route for their own purposes argued the STB should reject the Union Pacific's right to reactivate the line. That corporation is the similarly named Colorado Pacific Railroad, owned by eastern Colorado billionaire businessman Stefan Soloviev's KCVN, LLC. They are the owners of the Towner Line and most recently they failed to force UP to sell the Tennessee Pass route to them. They apparently have no corporate railroad presence on the web.

The STB is limited in what it can and can't decide. According to the Colorado Sun, 

Michael Booth, a spokesman for the Surface Transportation Board, said the board operates like a court, with strict parameters for approving or rejecting rail plans. The board’s goal is to insure [sic] rail traffic rolls smoothly and that competitive issues are resolved, Booth said. It doesn’t have a lot of leeway for rejecting plans by an operator who promises to fix up a critical corridor that has been neglected for decades.

“We have limited jurisdiction to decide economic regulatory affairs,” Booth said. “The board’s concern is mainly, ‘Does the line serve a public purpose?’” 

The Colorado Sun article continues, 

Before trains roll over Tennessee Pass, there will be much more review and studies by a host of local, state and regional authorities, including the Forest Service and Colorado Department of Transportation. The transportation board is a first step in what will be a long process.

The length of time reactivating this line is something that all parties must be prepared for. It is going to take some time to understand what activating the line means and doesn't mean for everyone involved. Pueblo alone will find its future a little brighter by becoming a junction again and not merely a stop on the Front Range. 

More importantly, if the Tennessee Pass route is rehabilitated, it will be updated and upgraded with Positive Train Control, a much safer means of controlling rail movements than the CTC-based approach that was in place in 1997 when the line was inactivated.⚒

Of Lines Loved and Lost

For Christmas, I received Narrow Gauge in the Rockies by Lucius Beebe and Charles Clegg, sixth printing, first published in 1958. It is illustrated with photos from W.H. Jackson, Otto Perry, and Richard Kindig, and paintings by Howard Fogg. Its pages are flowing with history and elaborate, almost florid accounts of life surrounding the narrow gauge in Colorado. Its foreword speaks of the narrow gauge railfan as if they were the Hebrews of old, saying,

To perpetuate the memory of the narrow gauges a generation that would gladly exchange the com­forts of here and now for yesterday in Boreas Pass has taken steps that stand as a testament of de­votion without parallel among other antiquar­ians no matter how dedicated. The Rocky Mount­ain Railroad Club tells their story in volumes that only a toler­ably strong man may heft; there is a Narrow Gauge Museum and Motel at Alamosa toward which dedi­cated railroad buffs every­where as Moslems [sic] toward Mec­ca; there is a periodical devoted solely to narrow gauge tidings which is the de­votion­al reading of The Faith­ful, and there are narrow gauge books, pamph­lets, post cards, ex­cursions, engine models, book ends, beer mugs, paperweights and pictured likenesses of the cars beyond all counting. To have ridden the San Juan or the Silverton Train is a greater experience than to have seen Shelley plain. The Faithful sigh for the snowsheds of Lizard Head and by the waters of Gunnison they sat them down and wept.

Even though it's a bit ostentatious and maybe pretentious in its prose, I can't help but see myself in this paragraph. I have indeed turned myself toward Golden (now where the said Museum and former-motel owner moved from Alamosa), bought countless mementos, ridden the Silverton Train and the surviving portion of the San Juan each many times over. I mourned the loss of the Rio Grande Southern while walking Lizard Head Pass and sat in the depths of the Gunnison and--I kid you not--wept bitter tears silently by its banks that the Denver & Rio Grande narrow gauge is no more.

Am I embarrassed to admit to those tears? No. Those who don't understand the loss and share in the grief have my pity. Furthermore, for all the faults, both real and perceived, the days of yesterday contained, they also had gems, real and perceived, that today's progressed people have never experienced. It is truly a loss that our forebears did not retain them.

Nonetheless, I cannot stand in judgment of those who failed to keep those lost treasures, for one by one, other, non-narrow gauge lines are similarly dying in front of our eyes with only a little interest shown in preserving them. I am thinking chiefly of the Tennessee Pass line from Pueblo all the way to Dotsero. It is more than 21 years after seeing its last through revenue train, and the line is suffering from profound neglect.

This may be just my own opinion, but it seems Union Pacific cares little for jobs or industry in Salida, Leadville or Minturn. With the closure of Burnham and other points and routes, it's easy to think that the suits sitting in UP headquarters wonder why all jobs can't be based in Omaha, Seattle and San Diego. It's highly doubtful we would fare better with CSX or NS, were they to merge with the UP.

I believe the citizens of Colorado and her government need to be able and willing to use their powers to preserve the thoroughfares built and maintained by generations before so that the means of moving people and goods through Colorado does not waste away. Even the Moffat Route is not impervious to the forces of consolidation and removal. Am I looking at a future in which Granby and Craig sit isolated like Gunnison and Dolores and the Moffat Tunnel lies in ruins like the Alpine Tunnel? I sincerely hope not.⚒


Beebe, L., & Clegg, C. (1970). Narrow gauge in the Rockies. Berkeley, Calif: Howell-North

POTD - Thin Air and Thin Rails On the Monarch Branch

In the twilight of the narrow gauge era of the Denver & Rio Grande Western, the Monarch Branch had the rare distinction of being standard-gauged in 1956 and converted to diesel operation.¹ This was the year after the Marshall Pass line was scrapped. Thus, the conversion would end Salida's long years as a 3-rail terminal and as a cornerstone of the far-famed Narrow Gauge Circle. Still, for another 26 years, the Monarch branch would continue in use until 1982 when a shutdown of the steel furnaces at Pueblo obviated the need for limestone from the quarry near the summit of the pass. The Rio Grande officially abandoned the branch in 1984.²

Photo of the Day: John Dziobko
Click image for full size, original image

Button copy and a high-nosed EMD GP-9 would be the first clues that this isn't a recent photograph. In fact, it's early September 1969 on the Denver & Rio Grande Western's Monarch branch above Salida and its junction with the Tennessee Pass Route. Our Photo of the Day shows just how intense mountain railroading on the Rio Grande could be! Tight curves prevented six-axle diesels from working the branch. Grades of 4.5% and a pair of switchbacks, the only switchbacks on the entire system, were hardly enough to keep the brakes on the limestone gondolas from smoking. The easy access of US 50--the "Backbone of America" as Time magazine called it--and its activity into the 1980s made the branch something of a legend for the Rio Grande, especially among railfans. Those who witnessed the railroad's regular herculean struggle against gravity would seldom soon forget it!⚒

Footnotes:
1 Rio Grande: To the Pacific by Robert LaMassena 2nd Ed p176
2 www.drgw.net Monarch branch by Nathan Holmes

POTD - A Plow In Aspen Gold

Photo of the Day: James Belmont

With the weather turning colder again, it's only fitting for the mind to turn to the one thing that made Colorado winters famous--or infamous, to the minds of railroad presidents and their accountants: snow. First in the line of defense of the high mountain passes and deep canyons were the plows, of which the Denver & Rio Grande Western railroad's X-67 is one of very few built for them by the Russell Car & Snow Plow Company. Further, she was listed by the Rio Grande as a plow, rather than a plow and spreader. Nevertheless, she looks fantastic sitting in Minturn on a relatively hot spring day in June 1981, awaiting the call to action in a fresh coat of Grande Aspen gold with wide-vision caboose 01509. Since Tennessee Pass has been dormant for 20 years now (grrr!), X-67 has been summering in Glenwood Springs, not a bad way to spend one's time!⚒

POTD - Full Moon Lights An Empty Main Line

Photo of the Day: Kevin the Krazy 1

On the night of a full moon in early April, near Salida but far from the city lights of Denver and Pueblo, photographer Kevin A. Sadowski opened the shutter on his Canon for a full 30 seconds, allowing as much starlight as possible to reach the sensor at the back. Waiting in the stillness, the quiet of the Royal Gorge Route over Tennessee Pass has not been broken by a revenue freight for 18 years. At the end of the half-minute, Mr. Sadowski was probably a bit colder, and in possession of the Photo of the Day.◊

D&RGW 3600 Locomotives

D&RGW 3600 LOCOMOTIVES

by Dave Straight and John Hill

3600’s. Mention that number series and those who follow the Denver and Rio Grande’s steam locomotive fleet will smile and fondly remember the 2-8-8-2 articulated giants, the world’s largest at their construction in 1927. Built by the American Locomotive Company, the first ten were class L131 numbered 3600 through 3609 and followed by class L132 numbered 3610 through 3619 built in 1930. 131,800 pounds of tractive effort, 63" diameter drive wheels, 26" x 32" cylinders and weighing in at 649,000 pounds. I remember being told that for every four scoops of coal into the firebox, one went straight up the smokestack.

Sadly all met with the scrapper's torch in 1955 and 1956, five in 1955, engines 3600, 3603, 3614, 3617 and 3618, the remainder in 1956 with none saved for posterity. Unfortunately, this was the same for all but one locomotive of the D&RG standard gauge steam fleet. 

Author Dave Straight met several engineers, hostlers and the like while out photographing the final days and hours of the great beasts. Here are a couple of anecdotes from the fellows he met as well as himself; 

“A hoghead named Alvie Powell, brought the first 3600 into Phippsburg, Colorado approximately in  1947. Alvie was an engineer who worked over the hill in the D&SL Days. He was quite a character, and he liked the 3600’s.”

“The last two 3600's under steam were: the 3609 and the 3619. Ironically the last 2 numbered engines in each class. Sadly enough, the last day they operated, was Oct. 27th,1956. They left Tabernash that afternoon. Joe Preiss and Flory Iacovetto, engineer and fireman respectively. Both were D&SL employees. Joe was a veteran from the days on the line over Corona/Rollins Pass." 

“About a week before their leaving Tabernash, A hostler let me up in the cab of the 3609."Just don't touch anything!" they told me. But I got to blow the whistle. I can't tell you how much of a charge I got out of that. Later on, we went over to a little diner across the highway. The cook had a little, black & white TV set on. It looked like a blizzard on Corona Pass! His rabbit ears antenna weren't much good. He started lamenting about those (censored) steam engines and how their steam generator "jacked up the reception." Plus the fact, some (censored) was blowing the whistle! Of course, needless to say I kept my mouth shut for a change. What a sight to see the 3609 pound out of Tabernash, tied to the tail of a Moffat Tunnel freight. ‘Twas quite a day.” 

“Another character said he had a 3600 running at 75MPH, that’s right, 75MPH between Flat and Troublesome. If you’re not familiar with those names they are between Kremmling and Parshall along the Colorado River. I leave this one for you the reader to decide but…”

Dave’s friend, retired D&RGW employee Gerry Decker, relates in a letter to Dave about his father Dean who was a D&RGW conductor. Gerry says,

I don’t have too many 3600 stories. Dean was on the first one west with tonnage. He said the road foreman got off after a few tunnels and rode the caboose to Bond. He told Dean at Bond that he wouldn’t have ridden through another tunnel if they gave him what it cost new at the factory! He referred to it as ‘a miserable S.O.B!’ ... Frank Woodruff was on one west and they stopped someplace east of Bond. Don’t remember where. Frank went to the headend and the Hogger was passed out drunk. Frank told the fireman, who was promoted, to run the engine and he refused so Frank sent the head brakeman to the rear end and Frank ran the engine into Bond. He said, ‘That S.O.B., never thanked me for saving his job or even bought me a cup of coffee!’ 

Dean always remarked how bad they smoked. The company issued the crews some old WW1 gas masks and he said they were useless! The best they could do was keep a box of packing waste and a bucket of water in the cab. They would grab a wad of waste, dip it in the water, and cover their faces in it while going thru the tunnel. Dean also carried a small mirror with him to help pick cinders out of his eyes. He said he could get a cinder in his eye by just looking at a picture of a 3600. ... Dean said that there was a practice in helper service for other engines to be ahead of a 3600 because they put out too much smoke and heat that would about kill the crews on the smaller engine. He said they tried that at first but that didn’t last too long.” 

Author Dave Straight’s attached photo of the 3600’s and a 3700 being towed to their demise brought forth his comment, “The sound of hissing air being sucked into and blown out of the cylinder cocks was a sad moment as I stood and watched them fade away.”

3607 at the Pueblo Coaling Tower on Feb 12, 1956 Dave Straight Photo

3619 near Fraser 10-20 1956 Dave Straight

3619 at Tabernash CO 10-20-1956 Dave Straight

 L 131 3609 at Tabernash Colorado  Sept 30, 1956 Dave Straight

3612 at Winter Park CO Sept 30, 1956 Dave Straight Photo

3609 at Winter Park CO Robert LeMessena Sept 1956 DPL-WHD Photo

3619 South of Tabernash CO  10-20-1956 Dave Straight Photo

3600 at Mitchell Curves with Train 35 on May 31 1941 R.H. Kindig, DL Straight Collection

3609 West of Malta CO with Train 33 with 71 Cars 3-24-1940 R.H. Kindig, DL Straight Collection

3606 and 1510 South of Littleton CO with 107 Cars 12-1-1940 R.H. Kindig, Dave Straight Collection

3612 at Tabernash Colorado Ready for Helper Service Sept 30, 1956, Dave Straight Photo

3602 at the West Portal of Tennessee Pass  3-24-1940 R.H.  Kindig  Photo Dave Straight Collection

Sadness On a Sunday Morning
L-131/2 class locomotives 3611, 3615, 3610, and L-105 class leader 3700 are pushed to their doom at the hands of a scrapper's torch. The culprit at the back is FT 5431 and 2 B-units on March 25, 1956 in Pueblo,CO. This is, to my knowledge, the last photograph of these steam engines, forever lost. Dave Straight Photo

"The sound of hissing air being sucked into and blown out of the cylinder cocks was a sad moment as I stood and watched them fade away."

---

Editor's note: Dave and John both have my deep personal gratitude for their patience in letting me put this article together. Having to work with my errors and delays is something that few can work with and it speaks to their great fortitude and generosity. I look forward to writing about the 3600s and hopefully, I will be able to use their incredible photographs and collections in the future! - SRW, ed.◊

Ask the Editor: Can I Get From Vail to Denver Using Old Rails?

One of the first questions I received using the Ask the Editor form is from Tim S. of Sydney, Australia who asks,

"Is it possible to get from Vail to Denver using old rails?"

Vail ski area, photo by David Benbennick

Here's my answer,

Hi Tim!

Good to hear from you via the site! I'd be happy to answer your question and if I don't quite answer your question or you have follow-up questions, please let me know!

First, a qualification. You don't mention the means you'd be traveling so I'll be just talking routes, not actual access to travel the routes. Any properties as well as your legal access to them are yours to discover and arrange, meaning none of what I say should be taken as an endorsement to pursue any activity, legal or otherwise.

Colorado's main expansion and consolidation of railroads happened between 1872 and 1917. Skiing, Vail's reason for being, did exist in a primitive way toward the end of that period, but didn't take off until after WW2. Vail as a town isn't much older than I am, incorporated in 1966, the ski area having been there for since 1962. So, if there was ever rail service near Vail, it would have been by coincidence, not by design of serving Vail.



The route over Vail Pass is the most direct candidate for a rail route to Denver. But it was completed in 1940 when the original US 6 was pushed through to Utah on it's way from Massachusetts to California. The grades over Vail Pass, at present, would be pushing the limits of rail technology. It would be very difficult without changing the route or the design of conventional rail travel.

The other direction out of the Vail Valley comes out at where Gore Creek flows into the Eagle River which is followed by the Tennessee Pass Route of the Rio Grande, the railroad that inspired the graphics for Colorado Railroads. It would be possible to follow that route all the way over Tennessee Pass and down the Arkansas River to Pueblo. That route has been out of service since 1997 (18 years this fall). Pueblo to Denver has been in active rail service since 1872, or thereabout. At present, Union Pacific owns both routes, in whole for TP and in part for the Front Range.

If you are interested in older routes, or in narrow gauge railroads that served nearly all the towns except Vail, I can go into further detail.

Keep Exploring!

Steve

If you have a question for the editor, please use the form in the near column or send an e-mail to editor@corailroads.com◊

POTD: Brawny Muscle At Mitchell On Tennessee Pass

Perhaps nowhere--at least not in the last 40 years--is the idea of railroading in Colorado more realized than Tennessee Pass. A former narrow gauge route surveyed as a way to reach the riches of Leadville's mines and supply them, punched through the summit with a tunnel bore and classic lopsided profile of 1.7% grade on one side and 3% on the other, Tennessee Pass runs right through the heart of the state and until the Union Pacific merger in 1996, served with distinction as the highest mainline in the nation.

Photo of the Day: Mike Danneman

A whopping ten units on Tennessee Pass pull and shove their coal train up 3% grade at Mitchell, Colorado, September 5, 1995. With new AC4400CW and two manned helper sets, Mr. Danneman says, "This was Tennessee Pass at SP’s best!" It's hard to disagree, Mike.◊

PS: For those interested, Fred Frailey (one of the best) writes about the Long Autumn of Tennessee Pass in his blog at Trains magazine (2012).

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!◊

Video - Gerald Sharp's Run 8! Roaring EMDs On Tennessee Pass

On long, windy, winter nights, videos from summers past remind me that there are warm summer days still to come in Colorado, even in the high mountain parks and peaks, canyons, valleys and playful creeks. Only a few months remain to plan our trips to the tracks, even if it's a daydream of a trip. Winter's hold still lingers, and while it does, we can watch videos both historic and recent.

Gerald Sharp recently uploaded a Gerfmon production titled Run 8! Roaring EMDs On Tennessee Pass, Colorado 1992. Although it's considerably lengthy at 34 minutes, it may turn out to be worth your while. The video follows two trains on two different days as they take on helpers at Minturn, Colorado and proceed up the 3% grade to the summit tunnel atop Tennessee Pass, between Eagle-Vail and Leadville.

If you are short on time, the highlights include: Rio Grande SD40T-2 and GP40s pulling out of Minturn, Rio Grande manifest rounding a curve eastbound ascent, and one long, continuous shot of an SP manifest with TOFC through a high mountain park. Really, though, the whole video is worth your time, especially to see the helper operations. (Oh, Lord!)



As long as you're here, I have a small but growing number of playlists the CR YouTube channel. Enjoy!◊

POTD - Vanishing Color: Summit Tunnel

Once upon a time, not so long ago, there were four western Class I railroads. Instead of yellow or orange locomotives, there were green ones, red ones, grey ones, blue ones and even a few left over from the previous mergers. It was a much more colorful west. Strangely, others who remembered further back bemoaned the lack of diverse colors even then. We don't know what we have until it's gone. This week's theme for Photo of the Day (POTD) is vanishing colors.

Monday's vanishing colors POTD is one from "Slideshow Bruce" Fingerhood titled "summit tunnel," Early afternoon sunshine highlights half the nose of the southbound unit, yielding a nice contrast between the left and right sides and also to the smoky confines from which the unit has just emerged. This is one of the better photographs from this now silent location. Perhaps the most recent loss of color, the UP-SP merger would shutter the Tennessee Pass route from Dotsero to just west of Canon City and cover Rio Grande gold and black EMDs and Southern Pacific gray and red GE locomotives with Armour yellow paint and patches.

Southern Pacific locomotive 175, a GE-AC4400CW heads down from the summit of a
still-active Tennessee Pass in June 1996. UP would complete the merger in mere months
Photo: Bruce Fingerhood

The Rio Grande's Tennessee Pass in 1984

In 1984, the Rio Grande was in its prime, and the video camera was just becoming semi-affordable. Primitive by today's digital standards, it stood head and shoulders above the movie cameras of the previous generations. Enjoy this blast from the past. I've added it to the Rio Grande Memories - Std Gauge playlist available on Colorado Railroads' YouTube channel (note: this is the corrected link to the active YouTube channel)

Tennessee Pass Update: Rust, Dust, Weeds and Little Else

If you wonder, like I sometimes do, what Tennessee Pass looks like about now, with all the aspens aglow and fluttering in the early fall breezes, head on over to Colorado Railfan and check out Kevin Morgan's pictures taken just last Saturday. The rails are 15 years rusted and the signals are shot, but the colors are beautiful!

POTD - Beneath One Bridge and Over Another

Rounding out this week's theme for Photo of the Day of Tennessee Pass, Carl Weber returns to Colorado Railroads with a worthy photo indeed! How could I not include Red Cliff? Those who haven't been, should, despite the lack of rail traffic. The town is as aptly named as any. Good way to go out on a Friday.

It's September 4, 1990 and the warmth belies the proximity to autumn and aspen gold.
Rio Grande SD40T-2 5379 passes beneath the soaring US 24 bridge at Red Cliff, Colorado
Photo: Carl Weber, B_And_A_Fan collection

PS: If you love Tunnel Motors, check out 5379's factory fresh paint job in 1977.

POTD - Minturn Years Later and Months Before

We are in Minturn for the second time this week for Photo of the Day and our theme of Tennessee Pass. This time, however, we are only a few months away from the Southern Pacific merger with the Union Pacific, 5 years to the day before 9/11.

The sun glares off the remarkably clean and unaltered nose of Geep 3099 as
she leads a colorful consist and train into the yard at Minturn in July 1996.
Photo: John Jauchler

POTD - At the Summit, Cresting the Continent

Colorado Railroads continues the theme of Tennessee Pass for Photo of the Day by going to the summit of Tennessee Pass, where a tunnel pierces the divide, emerging after half a mile on the other side of the pass.

Railblazer is a veritable shrine to the Rio Grande. It hasn't been updated in 4 years and the photos are small by today's standards, yet I can't help but go to it to find vintage photos of the Grande in her glory.

Geep 3117 a GP40-2 is westbound on Tennessee Pass in September 1980.
In seconds, she'll plunge with her stable-mates into the tunnel beneath the summit
Photo: Railblazer

POTD - Has Anyone Seen My Right-of-way?

It's hard to believe that only 10 years before this photo was taken, this right-of-way was part of a well-maintained transcontinental railroad system, a vital national link carrying goods and commodities from Pueblo and points east to Salt Lake City and points west. In 2006, It's hard to see it among the weeds as nature attempts to reclaim the land for its own use.

A ballast train eases itself along the weed-choked main at first is east of MP 325
east of Eagle,Colorado on June 29, 2006. Rusted rails makes you go slow as snails
Photo: Todd Busse

PS: If you'd like to see more of Todd's trip, he posted some of his photos on RailroadForums.com.

POTD - Theme of the Week - Tennessee Pass

This fourth week of August, our POTD theme is Tennessee Pass. I know that a lot of folks would like to see the line return to service. Conversely, I know a lot of Eagle valley residents would just as soon it never run again. Yet Minturn was a railroad town from the start, and that's where we start today. Tomorrow, we'll visit Eagle.

EMD SD45 #5319 pulls into Minturn, a crew change point, on 11/12/76.
Rebuilt to SD40M-2 by MK Rail, she now works for the UP as 4704.
Photo: John Carr, CarrTracks Data: UtahRails.Net

POTD - Silent Testimony in Buena Vista

Editors note: POTD continues, but after today, most will have a photo and a brief caption without the essay. Essays need to be fact-checked for accuracy, each of which can require significant blocks of time.

Life in Buena Vista since 1997 has been considerably quieter than the previous century, thanks to the Union Pacific's decision to mothball the Tennessee Pass route in favor of the Moffat Tunnel route. It's been considerably cleaner, as well. In the 40s and 50s, the Rio Grande's monster steam engines caused a smoky haze to hang over the entire Arkansas River valley, causing respiratory issues for soldiers training at nearby Camp Hale.

Such days seem foreign to the summer scene below captured by Adam Lutt. The Rio Grande bridge has eluded the paint cans of Southern Pacific and--thus far--Union Pacific. The former main line has sat dormant for so long that nearly all the kids in this scene have never seen a coal or TOFC unit train come through this valley. The thrum of diesel engines, the rumble of a rail grinder, and the chuffing of iron horses are all as foreign as can be from this simple day playing in the creek, their echo fading from human memory as the paint slowly fades from the bridge above. It's only a matter of time before the railroad vanishes completely from Tennessee Pass, a matter of time, and money, unless a client develops on these once-heavily traveled rails or Union Pacific gets serious about preserving and maintaining their future options. Yet if they do, they could just as easily paint over the bridge's Rio Grande lettering altogether, disturbing the nostalgic reverie of Grande Fans like me.

I think I'll go skip a rock.

Locals and their guests play beneath a railroad bridge of the Rio Grande in a tame
and cool Arkansas River in Buena Vista, strictly a summer activity in Chaffee County
Photo: Adam Lutt

Royal Gorge Route Revamps Routine, Rigs Re-moisturizing Railcar

Happy Fourth of July Weekend, everyone!

It is a happy Fourth for the Royal Gorge Route and their riders. According to their representative, they're back in business. In fact, they said,