A Short History of the (Modern) Colorado Central Railroad
To start, the “modern” Colorado Central railroad is my freelanced model railroad based in the northeastern plains of Colorado in the fall of 1959. Because it is a freelance railroad, liberty was taken with the actual history of Colorado railroads to provide a plausible explanation of the railroad and its reason for being. As Alan McClelland stated in his book “The V&O Story” creating a plausible reason for the model railroad to be, including its route, traffic, interchanges, etc., creates a “history” of the railroad’s existence.
The original (real) Colorado Central Railroad was incorporated in 1865 and in 1899, following numerous financial reorganizations; it became part of the Colorado and Southern railroad, a subsidiary of the Chicago, Burlington and Quincy (CB&Q) Railroad. The right-of-way was eventually acquired by the Union Pacific Railroad. While the “real” Union Pacific route is from Cheyenne, Wyoming to Denver, Colorado, history has been “modified” to permit the Colorado Central to follow this route changing it slightly in favor of travelling from Cheyenne to Aurora, Colorado along U.S. Route 85, by-passing the Denver and Rio Grande’s North Yard. This then is the “modern” Colorado Central (CC). I have chosen to build the northern end of this railroad.
Originally intending to terminate in Santa Fe, NM, interchanging with ATSF, the early activity by the Fort Worth and Denver and the ATSF caused the railroad to re-evaluate the original decision and divert to Enid, OK as the terminus, taking advantage of the agricultural products available in southern Colorado and western Oklahoma.
So, here is the fictitious history of my version of the modern Colorado Central.
Early Years (1903-1941)
Founded in 1903, the Colorado Central railroad (hereafter referred to as the CC) was established as a bridge route from Cheyenne to southern Colorado. It was also expected to provide support to the agricultural areas of the eastern plains of the Colorado foothills. The D&RGW and the Colorado and Southern (CB&Q) had headed into the mountains to exploit the mining needs leaving much of the high plains without adequate service.
Progress continued through 1916 when the nation entered World War I. The railroad was taken over by the USRA during the war, and the railroad’s equipment took a heavy beating. Following the war the railroad invested in new motive power buying several 2-8-2 Mikados, more powerful new 2-8-0 Consolidations, and a single 2-6-6-0 which proved to provide insufficient power, to meet the anticipated needs of the future, replacing the older motive power which was made up of 4-6-0s and 4-4-2 Atlantics, and earlier 2-8-0 Consolidations. New rolling stock including passenger equipment was also acquired. The railroad progressed through 1929 when the stock market crashed and the Depression began.
As the Depression years passed the railroad continued to operate as a lifeline to the communities that it supported, bring goods to each community and delivering their products to various markets. It also provided a primary means of transportation for people. As the threat of war again loomed, and the President called for increased support to our future allies, the railroad effort began to rise to meet the challenge. Diesel-powered switchers (Alco S1s) were acquired and a diesel-powered passenger engine, and Alco DL-109, was ordered. Ten RS-1s were also ordered in 1941, but they were sent to Russia and original order was not filled until late in 1943.
The Post-War Years (1941-1959)
During World War II, the Colorado central was stretched to its limit providing support to the war effort through the movement of troops and supplies throughout the system. Agricultural products, coal and other war commodities were transported throughout the system to transfer points in Wyoming, Denver, Pueblo, and Enid. Oklahoma. Military personnel were moved to various military locations in the region.
The war effort was extremely hard on the railroad’s equipment, and by the war’s end most of the equipment was worn out. Once again new locomotives were required, but the acquisition of this equipment was impacted by the immense need by all railroads to acquire new equipment. During the war General Motors had been permitted to build its FT locomotives which had proven very successful, demonstrating the advantages of the diesel-electric concept. These engines were highly desired by almost all of the railroads needing new power. The days of the steam locomotive were numbered and everyone knew it.
The Colorado Central was “waiting in line” to get its chance, having acquired a few post-war Consolidations to provide interim support. During this period, the Alco DL-109, originally ordered during the period just prior to Pearl Harbor, was delivered. At about this same time Alco introduced their FA locomotive and the railroad “jumped” at the chance to get in on the availability of this equipment, purchasing approximately 20 units initially. Additional locomotive sets were purchased in a subsequent order, establishing the Colorado Central as an Alco railroad. Five RSC-2s were purchased in 1948, to supplement the FA fleet. The RSC’s A1A wheel arrangement proved satisfactory, spreading the weight over lighter rail on several branch stubs. For Passenger service, two A-B-A sets of Alco PA/PBs were purchased, each unit powered by an Alco 244 V16 diesel engine sporting 2000 horsepower.
By 1950, the railroad had acquired additional Alco S1 switch engines. The RS-1s had been heavily used during the war and all but two were retired and sold. The remaining two locomotives provide additional power when needed. Several S3 switchers were acquired in 1954 to supplement the yard switching requirements and replacing the early S1 acquired prior to 1941.
Ten RSD-4s and 5s were acquired in 1952-54 as the standard diesel power replacing the remaining steam engines. Their C-C trucks provided better traction than the A1A trucks of the RSC-2s. Thus by 1955, the Colorado Central was completely transitioned to diesel-electric power. In 1958, RSD-12s began to arrive. Powered be Alco’s new 251B V-12 engine, they provided 1800 rated horsepower. These units were purchased with a low short hood, providing better visibility for their crews. To accommodate very heavy coal trains from Wyoming, some RSD-15s with 2000 HP Alco 251B V-16 diesel are being acquired.
In 1954, with passenger service declining, three Budd RDC-2 were acquired to support the local passenger traffic that still existed. Primarily commuter service to and from larger population centers. One of these units has been taken out of active service and converted into a self-propelled rail inspection and track analysis unit. An older retired FB unit was also converted into a steam generator to provide passenger car heating when used with non-steam generated locomotives.
Rolling Stock
The railroad’s rolling stock was heavily used during the war, but while passenger equipment survived the period better than the freight equipment, some new equipment was required. A new stainless-steel passenger train was acquired to operate on the Denver (Aurora) to Enid train – the Pronghorn Flyer, an overnight trip to Oklahoma and return. Additional commuter-style passenger cars were also acquired.
Freight equipment, particularly boxcars, hoppers and gondolas needed to be replaced. A fleet of PS-1 boxcars, soon arrived, followed by steel gondolas and a number of new USRA style hoppers. The caboose fleet, mostly built in the 1920s was no longer useable and new equipment was ordered, initially being supplemented by used ATSF-style units and several used Milwaukee Bay window cabooses with their unusual corrugated sides. Now new International Car Company standard cabooses are starting to arrive.
The Future
The future of the railroad looks bright, although passenger service is on the decline as the automobile are seeing more service. The prospect of a strong freight market looks very promising. But there may be some warning clouds on the horizon as both the D&RGW and the CB&Q are becoming more and more interested in possible acquisition or merger with the Colorado Central. But, as of now, fall of 1959, the future looks very good.
The original (real) Colorado Central Railroad was incorporated in 1865 and in 1899, following numerous financial reorganizations; it became part of the Colorado and Southern railroad, a subsidiary of the Chicago, Burlington and Quincy (CB&Q) Railroad. The right-of-way was eventually acquired by the Union Pacific Railroad. While the “real” Union Pacific route is from Cheyenne, Wyoming to Denver, Colorado, history has been “modified” to permit the Colorado Central to follow this route changing it slightly in favor of travelling from Cheyenne to Aurora, Colorado along U.S. Route 85, by-passing the Denver and Rio Grande’s North Yard. This then is the “modern” Colorado Central (CC). I have chosen to build the northern end of this railroad.
Originally intending to terminate in Santa Fe, NM, interchanging with ATSF, the early activity by the Fort Worth and Denver and the ATSF caused the railroad to re-evaluate the original decision and divert to Enid, OK as the terminus, taking advantage of the agricultural products available in southern Colorado and western Oklahoma.
So, here is the fictitious history of my version of the modern Colorado Central.
Early Years (1903-1941)
Founded in 1903, the Colorado Central railroad (hereafter referred to as the CC) was established as a bridge route from Cheyenne to southern Colorado. It was also expected to provide support to the agricultural areas of the eastern plains of the Colorado foothills. The D&RGW and the Colorado and Southern (CB&Q) had headed into the mountains to exploit the mining needs leaving much of the high plains without adequate service.
Progress continued through 1916 when the nation entered World War I. The railroad was taken over by the USRA during the war, and the railroad’s equipment took a heavy beating. Following the war the railroad invested in new motive power buying several 2-8-2 Mikados, more powerful new 2-8-0 Consolidations, and a single 2-6-6-0 which proved to provide insufficient power, to meet the anticipated needs of the future, replacing the older motive power which was made up of 4-6-0s and 4-4-2 Atlantics, and earlier 2-8-0 Consolidations. New rolling stock including passenger equipment was also acquired. The railroad progressed through 1929 when the stock market crashed and the Depression began.
As the Depression years passed the railroad continued to operate as a lifeline to the communities that it supported, bring goods to each community and delivering their products to various markets. It also provided a primary means of transportation for people. As the threat of war again loomed, and the President called for increased support to our future allies, the railroad effort began to rise to meet the challenge. Diesel-powered switchers (Alco S1s) were acquired and a diesel-powered passenger engine, and Alco DL-109, was ordered. Ten RS-1s were also ordered in 1941, but they were sent to Russia and original order was not filled until late in 1943.
The Post-War Years (1941-1959)
During World War II, the Colorado central was stretched to its limit providing support to the war effort through the movement of troops and supplies throughout the system. Agricultural products, coal and other war commodities were transported throughout the system to transfer points in Wyoming, Denver, Pueblo, and Enid. Oklahoma. Military personnel were moved to various military locations in the region.
The war effort was extremely hard on the railroad’s equipment, and by the war’s end most of the equipment was worn out. Once again new locomotives were required, but the acquisition of this equipment was impacted by the immense need by all railroads to acquire new equipment. During the war General Motors had been permitted to build its FT locomotives which had proven very successful, demonstrating the advantages of the diesel-electric concept. These engines were highly desired by almost all of the railroads needing new power. The days of the steam locomotive were numbered and everyone knew it.
The Colorado Central was “waiting in line” to get its chance, having acquired a few post-war Consolidations to provide interim support. During this period, the Alco DL-109, originally ordered during the period just prior to Pearl Harbor, was delivered. At about this same time Alco introduced their FA locomotive and the railroad “jumped” at the chance to get in on the availability of this equipment, purchasing approximately 20 units initially. Additional locomotive sets were purchased in a subsequent order, establishing the Colorado Central as an Alco railroad. Five RSC-2s were purchased in 1948, to supplement the FA fleet. The RSC’s A1A wheel arrangement proved satisfactory, spreading the weight over lighter rail on several branch stubs. For Passenger service, two A-B-A sets of Alco PA/PBs were purchased, each unit powered by an Alco 244 V16 diesel engine sporting 2000 horsepower.
By 1950, the railroad had acquired additional Alco S1 switch engines. The RS-1s had been heavily used during the war and all but two were retired and sold. The remaining two locomotives provide additional power when needed. Several S3 switchers were acquired in 1954 to supplement the yard switching requirements and replacing the early S1 acquired prior to 1941.
Ten RSD-4s and 5s were acquired in 1952-54 as the standard diesel power replacing the remaining steam engines. Their C-C trucks provided better traction than the A1A trucks of the RSC-2s. Thus by 1955, the Colorado Central was completely transitioned to diesel-electric power. In 1958, RSD-12s began to arrive. Powered be Alco’s new 251B V-12 engine, they provided 1800 rated horsepower. These units were purchased with a low short hood, providing better visibility for their crews. To accommodate very heavy coal trains from Wyoming, some RSD-15s with 2000 HP Alco 251B V-16 diesel are being acquired.
In 1954, with passenger service declining, three Budd RDC-2 were acquired to support the local passenger traffic that still existed. Primarily commuter service to and from larger population centers. One of these units has been taken out of active service and converted into a self-propelled rail inspection and track analysis unit. An older retired FB unit was also converted into a steam generator to provide passenger car heating when used with non-steam generated locomotives.
Rolling Stock
The railroad’s rolling stock was heavily used during the war, but while passenger equipment survived the period better than the freight equipment, some new equipment was required. A new stainless-steel passenger train was acquired to operate on the Denver (Aurora) to Enid train – the Pronghorn Flyer, an overnight trip to Oklahoma and return. Additional commuter-style passenger cars were also acquired.
Freight equipment, particularly boxcars, hoppers and gondolas needed to be replaced. A fleet of PS-1 boxcars, soon arrived, followed by steel gondolas and a number of new USRA style hoppers. The caboose fleet, mostly built in the 1920s was no longer useable and new equipment was ordered, initially being supplemented by used ATSF-style units and several used Milwaukee Bay window cabooses with their unusual corrugated sides. Now new International Car Company standard cabooses are starting to arrive.
The Future
The future of the railroad looks bright, although passenger service is on the decline as the automobile are seeing more service. The prospect of a strong freight market looks very promising. But there may be some warning clouds on the horizon as both the D&RGW and the CB&Q are becoming more and more interested in possible acquisition or merger with the Colorado Central. But, as of now, fall of 1959, the future looks very good.