The Union Pacific - Southern Pacific Merger of 1996

-- Don Phillips Foreshadows a Near-fatal Error by Union Pacific --

No one who was watching the western railroad mergers of the 1990s can escape two incontrovertible facts.

First fact: BNSF could have kept the still-immensely popular Warbonnet paint scheme. The cost of finding a UV-resistant red and yellow would have paid for itself in public relations and railfan revenue in months if not days

Second fact: the Union Pacific and the Southern Pacific merger, while seemingly necessary, nearly destroyed the combined railroad

The first fact remains most vexing for railfans. Conversely, the second fact was more acutely felt and certainly was the most vexing problem for people dependent on the industry.

circa 1995

The ingredients for the problem were evidential but not entirely foreseeable, as Don Phillips wrote about them almost a year before the merger. In Trains magazine dated November 1995, he forecast a pile of bodybags for San Francisco and Denver, among other places. He claimed that the time of the "mega-merger" was really a time of the mega-takeover and that we would have four or "perhaps only two" massive rail systems.

While I am relieved to say the big four remain, his warning about the need for bodybags proved true. He wrote,

UP has the management talent and strength to simply wipe out SP management if it wants to (which it probably does).

The newly combined UP-SP organization functioned for hours and that was all it took for problems to surface. Yards began to fill as dwell time increased. As weeks and months wore on, it only got worse Trains sat for days in sidings outside hubs with customers screaming for their goods that were so overdue, proverbially the ⌛ hourglass was supplanted by the 🗓️ calendar.

The cause of these delays was hinted at by Phillips in that same editorial. He wrote:

It has always been one of railroading's mysteries as to why SP has remained railroading's weak sister despite serving some of the country's most lucrative territory -- California and the chemical coast of Texas and Louisiana.

Incidentally, Phillips also mentions that it was a real question of what would happen to the Western Pacific and Denver & Rio Grande Western routes. He added that BNSF would certainly want them either via trackage rights or outright acquisition. It may have turned out better for the Tennessee Pass if the latter had proved true. If only we could have seen a Conrail-like split out west!

In any event, I watched as it would take years for the UP merger takeover of SP to truly work out. In the simplest terms, it was a case of chemistry where Union Pacific's management crossed with Southern Pacific's infrastructure with explosive results.

More to the point, it was where a new owner took over old and different plant without truly understanding the differences of infrastructure. Like putting Windows on a Mac or Android on an iPhone, the system choked and failed to run. Worse, because the SP management was largely ushered out, there was no brain trust to help understand the how and why things were done before. Unfortunate, but it does hold value for those who want to learn their lessons from history and not necessarily from experience.

Colorado Railroad Museum Looks At the Rio Grande Southern and Galloping Goose No. 7

The folks at the beloved Colorado Railroad Museum have always worked to preserve the Centennial State's railroad history. While what that has looked like has changed quite a bit over the last 50 years or so, it's no different than the different ways society itself has changed over the years. It is especially gratifying to see the museum producing videos on YouTube that fuel the future interest in Colorado's unique narrow gauge history. ⚒

FeedRabbit Delivers Colorado Railroads To Your Email Inbox

Much as I appreciate Google, I am also painfully aware that the G is notorious for buying up services (like YouTube, Picasa or FeedBurner) and then choosing to alter functions or drop the service altogether. They have on occasion bought out the competition and then closed up shop, in the process denying a feature or service that the public might otherwise have enjoyed. It's expensive, but when you have the resources that Google has, it's not that big of a problem. 

The changes they made to FeedBurner were especially disruptive to this site because, while FeedBurner still works, it no longer has some key functionality that was very important to some of this site's readership. Specifically, FeedBurner was especially effective in distributing posts published here by email. In fact, when Google made the change, I pledged I would keep looking for a service to assist you, my readers. I am happy to report that I found such a service! 

As you can see, FeedRabbit delivered a recent post directly
to my inbox without any ads or issues. Pretty good for free!

Feedrabbit.com is perhaps the best and simplest means of working a subscription by e-mail service. Their site is very intuitive and easy to use, and best of all, its basic service is free! You are welcome to continue enjoying the site both by email or directly. And as ever, direct your feed reader or FeedRabbit to this RSS link: http://www.corailroads.com/feeds/posts/default?alt=rss You can still use FeedBurner as well, of course.⚒

Winter Park Express On Virtual Railfan

You never know where a friendly face might turn up! Check out Amtrak's Winter Park Express this morning as it passed the Virtual Railfan Camera: 

If you ever feel like looking in on the Moffat Route west of Denver as it climbs the Big Ten Curve, the folks at Virtual Railfan have you covered. More details on the camera and route are covered by Colorado Railfan.⚒

Coal Fades From the Durango & Silverton

Over 142 years of coal-fired steaming is finally coming to an end in Durango. 

Let that sink in a moment. Your grandfather never knew a day without coal affecting his life. Whether he knew it or not, coal fired his morning whether he used an electric toaster or a gas-fired water heater. The coffee he drank was brought to his country by a steam ship or roasted by steam or brewed and somewhere in the loop, there was, as likely as not, coal. 

When I was a kid, my class and I toured the massive Coors Brewery in Golden, on the other side of Clear Creek from the Colorado Railroad Museum. In the bowels of the plant, generating the power for the entire complex, boiling mash, and heating the entire plant as well as the Colorado School of Mines! Inside the plant, massive boilers fired by natural gas and--you got it--coal surged with energy for all that light, heat and cold, to make the best beer in the world (micro brews notwithstanding), along with the best geological minds known to man. I might be a bit biased because my uncle Clifford graduated from there. Inside the furnace, a large, flaming tornado of coal whips around in the combustion chamber in a scene that is slightly terrifying even while it is contained inside by convective air currents and steel walls. The power plant continues to burn on even today, but with more flexibility.1

A coal fire inside a locomotive is no fire tornado but no less intense; a scene worthy of a medieval poetic vision of hell. Small mountains and valleys aglow in hundreds and thousands of shades of luminescent orange. Open the door used to feed the iron horse and a wall of heat rolls out and bathes the entire landing with radiant energy. Leave the door open too long and it threatens to set the denim and wool worn in the cab alight. Children, especially those fascinated by fire, visit the cab with their parents to get a peep of the firebox. Watch the warmth fill their cheeks and their eyes alight with that amazing flame that powered us out of the sticks.

For the men and women firing a locomotive with coal is part science and part art. The engineer may command the locomotive but the fireman is the power and heart of the locomotive. Fire it well and you arrive at the destination on time or early. Fire it worse and the speed suffers, the schedule falls behind, or it could be that you don't arrive at all. On mountain railroads like the Rio Grande and Colorado & Southern, along with their surviving remnants, coal firing meant a specific dynamic for the cab. 

It was said long ago, "The engineer sleeps on the uphill side, the fireman sleeps on the downhill," Little sleeping ever happened for either side of the cab, obviously. Nevertheless, when the train is going uphill, an engineer need only make sure the engine is not slipping. Meanwhile the fireman must shovel a great deal of coal to generate all the steam the engine is using, pulling against all the cars and gravity. He needs to make sure there's an even bed of coal burning and burning as evenly as possible, even while jostling and shaking its way up the grade. Downhill, conversely, the fireman rests more as the engine is mostly idle, only generating air pressure for the engineer. His job is to keep the entire train from gravity's clutches with the air brakes. An engineer who wasted steam and a fireman who wasted coal meant problems. 

The art of steaming is still alive and well because every steam railroad uses the same basic principles to drive a locomotive. The art of firing a locomotive is going the way of the manual transmission and handmade consumables, unfortunately. There are several reasons, and not just the obvious one.

The first and most obvious is that coal produces ash in the form of cinders. Not only must these cinders be cleaned out every day at a special location called the ash pit, but during combustion, small bits of still-burning coal in the process of becoming ash can be carried through the boiler tubes and out the stack with the smoke of the engine. The more the engine works, the more ash it produces. The harder the steam works, the more forceful the stack ejects the ash, carrying it further. On windy days and in dry conditions, this has become a serious risk to the railroad and, sadly, more than one wildfire has sprung from an ill-fated cinder that escaped and flew too far. This makes the railroad a risk to every family in the valley. Mitigation of removing combustible fuels and screens and water misting the stack have not been enough some years. In fact, the very scenery of San Juan National Forest the train travels through is put at risk of burning to ashes. And you thought the cinders hurt your eyes!

Another reason is the coating of ash that has drifted down over the Animas River valley. Some years, in downtown Durango it was palpable. Although the railroad has worked in recent decades to decrease the burden on surrounding businesses by using a wood-based alternative fuel to bunker the locomotives overnight.

This brings us to a hidden reason for switching from coal. Every night, the roundhouse and the engines idled in the yard must bunker each coal fire. The boiler of each engine to be used the next day needs to be kept warm with a fire that continues to burn through the night, tended overnight by staff. No bunker, and a crew would have to show up much earlier each morning and consequently run into service time limits. Instead, for more than 14 decades, a hostler tends each fire in the roundhouse as the engines doze with steam wisps and the quiet of a small downtown. 

For months, the mechanical staff have labored to switch the insides of each Mikado from coal to oil. Rather than working a bed of fire, a fireman simply works the atomizer and heat to bring the fuel to life in the firebox. The oil is kept warm, lest it get too thick to form the mist, but otherwise requires no skill and no magic to coax rock to burn. Last Mikado to change is engine 481 which will undergo conversion this spring. From the Durango & Silverton Narrow Gauge Railroad blog, 

... The D&SNG’s last active coal burning locomotive, number 481, will see its final winter as a coal burning engine before undergoing a conversion to burn oil later in 2024. “A few years ago I always thought we would want to keep a coal burner,” said Randy Babcock, AHR Chief Mechanical Officer “the reality is that it just doesn’t make business sense to maintain a locomotive that we only intend to use a quarter of the year.” [archive]

Much as I would love for the only continuous, all Colorado narrow gauge heritage railroad to continue to burn the same fuel they've always used from Hesperus,2 the railroad has to live in harmony with everyone else in their valley. Two towns and two counties rely more than a little on this enterprise that prospers every summer and winter with a great amount of tourism, the majority from outside the region. 

The change has already been very apparent on engines emerging from Durango each day the past summer and fall, with engine stacks free of cinder screens or water halos and, my sister will be happy to note, children will have to go somewhere else to get a cinder in their eye!3 I will miss the smell of coal smoke, but its a small price to pay for the health and wellbeing of a living, breathing steam engine program showing everyone what nineteenth century tech can do for people in the 2020s. 

As of February, seats for early summer season are readily available. Come May, that will absolutely change. We're all counting on it! ⚒

Footnotes

1 - Colorado Energy Nations Boiler 5 Upgrade Project at Powermag.com and at archive.org

2 - King II mine - Global Energy Monitor wiki

3 - When I asked my sister if she remembered her trip 45 years later, she said that her eyes still hurt. Bless her heart!

New Plans Hinted At the Colorado Railroad Museum

Denver's Channel 4 (KCNC, nee KOA, currently branding itself as CBS Colorado) checked in at the Colorado Railroad Museum this past weekend and the museum is hinting at big plans. 

Doug Tagsold's Model Railroad of the Colorado & Southern Faithful to the Original

Model railroads are not featured here often for the simple reason that they're an imitation of the prototype, a re-creation that has license to include or exclude what the creator wills. That's their right and their creation reflects their devotion to the aspects they wish to create. Yet once in a while comes a layout so noteworthy and consistent with what one can see in the historic record that they have to be held up with pride and recognized as an authentic representation of the railroad and its environs. 

Such is the case with the above video, Colorado & Southern Denver to Silver Plume Freight. Doug Tagsold's Clear Creek District layout tour showcases his representation of the old Colorado Central line from South Denver through all the points of interest one can reasonably recount to the far famed loop above Georgetown and finally Silver Plume. While the pacing can be slow, it follows all the steps necessary to ready a steam engine for the trip. Soon enough, you're on your way. 

Everything feels and looks accurate, considering the historic photos available from the books and libraries. If I wanted to show a friend what the Georgetown Loop trip would have looked like a century ago, this would be about as close as I could come without time travel. 

Well done, sir! ⚒

The Route of the Rio Grande Southern

Once in a while, I come across a resource or an item so well-done, I can't help but share it. RGSrr.com is an old school site in terms of its layout and design, but one I'm very glad to count on. It has been going for years and has very handy details on the underdog narrow gauge railroad. Their work retracing route is at the end of this article.

If you have never been to see the remnants of the Rio Grande Southern, make every effort to see it sooner than later! The RGS has been abandoned for 70 years now and despite all efforts of fans and whole organizations, the San Juan mountains persist in reclaiming what Otto Mears and his partners built. Winters in Colorado are serious, but the San Juans get the most snow. The canyons are deeper, locking the snows deep late into spring and yes, even summer. One Fourth of July weekend, I was not surprised so much as impressed to find a snow and ice dam still straddling the Uncompahgre River above Ouray. Winter arrives early, stays late and works hard to break rock, timber and whatever else is in its way.

The Rio Grande Southern is not well known to many even in its home state of Colorado. By all rights, it shouldn't have existed. Born November 5, 1889, less than 3 years 8 months before the Silver Panic of 1893, it was barely off and running before it fell into receivership and out of the hands of its founder, the Pathfinder of the San Juan. It went where its namesake, the Denver & Rio Grande Western, had not dared to climb, beyond Ridgway to Telluride, Ophir, Rico, down to Dolores and Mancos and east into Durango, connecting two very distant points of the Rio Grande narrow gauge empire. 

How the little narrow gauge persisted for another 60 years is a story recounted in many books, but the miracle was thankfully preserved not just in text but on film, even into the last days of dismantling by faithful friends of the railroad that connected most of the western San Juans. The spindly-legged trestles and light, narrow gauge rails made riders quail and even refuse to travel the return trip. It was built to get ore from the mines to the mills in Durango and Denver and it did, barely. 

In this cropped view taken from the Denver Public Library, it's easy to see how the Ophir Loop used trestle and curve, cut and fill to shoehorn a railroad through the deep canyons, climbing the San Juans of Colorado
Photo: Thomas McKee

Below, we find RGSrr.com's Route of the Rio Grande Southern. It shows with remarkable clarity, exactly where the railroad ran, how it worked with valleys and loops completed by curved trestles, fighting for every foot of altitude! It has a key that shows which trestles went where and which there are pictures for. It is an incredible resource for the narrow gauge modeler and railroad historian! ⚒

Understanding Railroads - Railcars Explained in 15 Minutes

If you explore the rails in Colorado for any amount of time, you've likely found a railcar you've not paid any attention to before. Ever wonder why some boxcars have a generator on one end? What is a rotary dump gondola? Why can you feel heat coming off this tank car? By far, the most common question I still get from folks outside the railfan community is, "What happened to the caboose?" All of this is covered in YouTube channel Practical Engineering's video below.

While this video is not directly related to Colorado, nearly every railcar described I have seen in Colorado at one time or another, even the specialized "Schnabel" car. She is a brute, too! You never know what's going to wander down the rails these days. You might even see a 737 "fly" under a bridge!

A BNSF train passes under the new pedestrian bridge at Palmer Lake, Colorado on its way north on Father's Day 2023 carrying a number of narrow-body 737 fuselages for final assembly at Boeing
Photo: Karen Walden

I appreciate Practical Engineering putting out this video. His announcement of a deep dive into railroad engineering by a railfan certainly sounds promising.⚒

Rocky Mountaineer - Rockies to the Red Rocks of Moab

Something that railroads do much better than roads or airways is taking many people to a common destination while letting them see the country in which they're traveling. It combines the rugged beauty of driving with the ability to get up and stretch one's legs, interact with and meet more people than you would normally. We've lost touch with that. Luckily, the Rocky Mountaineer is giving those who can afford it a chance to travel from Denver to... wait, Moab? Let the RM make its case.

; 

Jeb Brooks takes you on a 30 minute tour 

I won't say this is a renewal of the Rio Grande Zephyr by any stretch. The RGZ was more old school passenger train than this train crew ever dreams about. Nonetheless, it is inspiring to see the Rocky Mountaineer opening up the western slope to those minds looking for something more than the next Ibiza or Parksville.⚒

Thoughts On Don Phillips' Loss of Mobility

Pagosa Springs in October is pretty, but can you live there? // Milan Suvajac

For over 12 years now, I have been plowing my way through Trains Magazine's Complete Collection*, taking notes on American railroading from 1940 - 2010. I have made it all the way to 1993, reinforcing the old notions that slow and steady wins the race, and eating an elephant is accomplished one bite at a time. My collection of notes numbers in the thousands for this magazine's articles and advertisements alone. 

There, in July's issue, sandwiched between an ad for Erie Lackawanna VHS cassettes and an ad for FastTrack, a video magazine subscription that predated vlogging by a mere 20 years, was a column that could have been written yesterday. Don Phillips, for all his east coast swagger, nailed down a plight. This plight is both near to my heart and yet so far from a possible solution that will likely never see a resolution to my satisfaction. It is the plight of everyone who lives in Colorado's rural counties and towns. 

"What?" say the rural denizens of Colorado. "We're okay." Yeah? Hand me your drivers license. Still ok? No, and why not? Because your four wheels (or sometimes two) are your ticket to American freedom. If you handed over your precious Colorado drivers licenses, you would be cut off from work, from home, from your leisure activities and your grocery store, pharmacy and your doctor when you are sick. Any trip in America and especially Colorado nearly always begins with the private vehicles we own.

We own vehicles? Not all of us. But let's consider: Cars are the required luxury. The essential option. The one thing everyone is free to decline at the peril of losing everything. If you have made it past 60, you know that your insurance premiums are rising and will rise until you eventually cannot afford them or you voluntarily surrender your life on four wheels. You either die before you reach that age or you must surrender your freedom. Oh, that will never happen to you. 

Others have never driven a car, but most of us don't know them, couldn't relate to them, or actually ignore them. These are the people who know bus schedules, rely on programs and family members to care enough to meet their transportation needs. But try living near Springfield, Craig, Sterling, or Cortez without a license to live drive. What if next week or next year something happens and you're forced to join their ranks? You're just one heartbeat, one blackout, one prescription away, but best not to think about how thin your lifeline really is.

As we found out in 2020, being stuck at home is no fun. Telecommuting, even if you have great internet service, has its limitations. Even the American workplace, for good or for ill, is beginning to require attendance from their employees again. In fact, it's hardly a secret that most of rural America has been languishing since the 1950s. Even in periods of massive growth, such as the teens, multiple Colorado counties have experienced double-digit loss percentages. Why? I'm not sure, but I have a feeling that losing the local train has something to do with it.

The local train? Local train, as in not intercity, not hub-and-spoke, not long-distance. I won't re-say what Mr. Phillips skillfully wrote nearly 30 years ago now, but let me say that I sincerely believe he is right in this case. Please click or tap to view the article.

So, what do we do? Do we just click our tongues and click our mouses (or swipe or scroll) on to the next story? Or do we start thinking about the idea of making things local again? Do we make a point of shopping locally if we can. Heck, what about just trying to remember our neighbors' faces and names? What about remembering the checkout person at the store, or the cleaning person emptying the trash for us? Connecting locally can change everything, especially our living patterns.

I don't have an easy, ready-made solution in the offing for the small town shrink-down, but it all starts with a mindset. Just because it isn't "our problem" doesn't mean it's not worth our time and effort to fix. It needs our attention before the price of groceries goes any higher.  Or did you think these problems weren't linked to yours? ⚒

* The collection is now obsolete, superseded by a deluxe subscription to the magazine, which allows online access to the entire back catalog of the magazine including the last 12+ years. 

Union Pacific Grade Crossing Accident Raises Eyebrows and Questions

This story has been all over the news outlets in Denver, and its reach has gone international, mostly for the shocking lack of common sense by all the officers involved.  Police from Platteville and Ft Lupton, two small municipalities north of Denver, pulled over Yareni Rios-Gonzalez, a 20 year-old woman from Greeley. They executed a high-risk stop, got her handcuffed and placed her in the back of a police cruiser. 

Less than 2 minutes later, a Union Pacific freight train broadsided the cruiser at 50 miles per hour. Rios-Gonzalez was still inside. 

She survived, and her lawyer is suing the police departments responsible. 

Like the expert of record here, most are dumbfounded by the negligence of the police officers. What is less clear are the factors that made the accident possible: 

• Poor location - the officer conducting the stop could have signaled the driver to pull over later or had her move further away from the tracks
• Task saturation - All five of the officers were conducting a search of Rios-Gonzalez' vehicle and no one officer was in command of the overall scene
• The crossing was marked by crossbucks, but there were no signals or gates. Had there been, flashing lights and gates would have activated, potentially raising the alert in time for the officers

But all of these wouldn't have mattered if the one officer had followed a rule given to all motorists in the Colorado Drivers Handbook in section 11.5:

It's pretty hard to break two of the three bullet points in one maneuver, but the officer in question managed to find one instance where it's possible to do that. They managed to park on railroad tracks, and they were on a railroad crossing which is certainly within 30 feet. The tragedy is that this whole accident was something a 16 year-old driver could easily avoid by following the rules every driver living in Colorado is required to know and abide by.

Grade crossing safety is a clear lesson taught in handbooks, public service announcement ads, and campaigns like Operation Lifesaver, started 50 years ago this year by the very same Union Pacific. Like all instructions (and, incidentally, safety belts), they only work when applied. ⚒

PS: Since this was originally written, an officer was charged.