The following is from the mailing to SFMO members attending the
1992 convention at Colorado Springs, Colorado.
Guide was compiled with the assistance of:
|
Mel McFarland
|
Gordon Bassett
|
|
Tobey Campbell
|
Larry Green
|
2006 annotations inside [ ] by
LeRoy Guatney (see copyright notice at bottom of page)
(these annotations are by no means complete, especially
since I have not been to a few of these places)
I have also made some minor editing corrections (typewriter typoes, etc.)
The
Atchison, Topeka & Santa Fe
Railway Company
COLORADO DIVISION
and
JOINT LINE
Santa Fe Modelers
Organization
Colorado Springs
Introduction and Background
The Arkansas River has been a natural
transportation route since prehistoric times. In order to meet the Kansas
land grants the railroad had to cross into Colorado by January 1, 1873. The
state line was reached on December 26, 1872. The line was extended to
Granada, Colorado under the name Colorado and New Mexico Railroad. The Santa
Fe stopped there while surveys were completed westward. The national economy
was suffering through a depression, and there was no money to build
railroads.
In 1875 construction was finally possible. Albert Alonzo Robinson had been
the engineer behind getting to Colorado. He was ready with surveys into
Colorado and New Mexico. From 1878 to 1908 the route of the Santa Fe through
the valley was the company's main line to the Pacific. The building of the
Belen Cutoff delegated the route to secondary.
The roadbed is largely in its original location. The mainline between La
Junta and Trinidad has seen some major realignment, but for the most part the
line from La Junta to Denver is "original."
To LaJunta
Just inside Colorado, Granada was originally a Division Point. The town was
located at the mouth of Granada Creek, but in 1876 it was moved. Granada
Creek is east of town about where the highway crosses over the Santa Fe.
Don't miss the depot and locomotive on display at Lamar. The engine was
moved a year ago [1990 or 1991,
Steam Locomotive No. 1819
Built by Baldwin Locomotive Works - Nov. 1906
(Philadelphia, PA - Cost $23,239.51)
Weight with Tender - 322,775 Pounds
Tractive Effort - 42,500 Pounds
Converted from Compound to Simple and Waiscaert [sic]
Valve Gear - November 1927
Schmidt Superheater applied October 1930
Engine converted from Coal to Oil and National Draft Gear
Supplied September 1941
Last Date in Service October 1953
Total Mileage 916,626
Territory Worked - Middle Divisions - Santa Fe Railroad
(Missouri, Kansas, Colorado)
Type of Service - Freight, Passenger, Switch.
Donated to City of Lamar by Santa Fe Railroad February 1956
(Above Information Restored by Prowers County Historical Society 1/90)
]
to this spot. At Lamar US 50
detours around John Martin Reservoir to Las Animas. North of the main line
was the Arkansas Valley District. Construction started in 1906 to reach the
many farms on the north side of the river. From 1900 to 1920 the valley saw
tremendous development. Irrigation and the Santa Fe were responsible for most
of the growth. The abandoned grade you see along the highway
[Hasty westward for several miles] is the old Santa Fe
Arkansas Valley Branch. The main line was relocated when the dam was built in
1939. Before the dam the highway followed the railroad and the river.
Las Animas Junction is where the last major Santa Fe
line construction in Colorado starts. The line enables Colorado traffic to
get to Texas. The junction can be reached by taking a dirt road along the
south side of the tracks east from Las Animas, but you have to walk the last
half mile. [You can also continue South on Colo 101 from town
(Kit Carson Museum on your left after you cross the tracks) no more than a
mile or two, and take the first left turn after you cross the Purgatoire
(Picketwire) River. Go straight east crossing the tracks, you will then have
to turn due North crossing the grade again and a third time after the road
bends easterly. As you approach the main line to the North, Las Animas Jct.
will be on your left. You may be able to see the Purgatoire bridge a little
further west on the main line. Keep safe and an eye out for trains!]
The PUEBLO DISTRICT
Starting at LA JUNTA... The line west was built in two sections. The La Junta
to Rocky Ford section was finished in 1895. From there to Pueblo was finished
in 1876.
Entering La Junta from the east on US 50, you climb a hill where you start to
see the town. Across the road from WINTER LIVESTOCK (on the North side of the
road) there is a street going south. About one block away there are several
refrigerator cars turned into a garage. Lettering is visible inside the
garage.
Take the BUSINESS DISTRICT turn from US 50, note the lone remaining Santa Fe
Bunk House across the road to the north. At the HICKORY HOUSE
[now another business] take the first street south
(Sunset) you will see the end of a Santa Fe depot
[from Fort Lyon]. You can see the bay window once you
are past it. Turn right on 4th Street. You will see depots marked Cheraw and
McClave. We are told all of these came from off the Arkansas Valley Branch.
Return to US50, turn left. Go to the next stop sign. Turn Right, go over the
highway, (US 50) there is a turnoff to the yards. A few years ago you could
have seen the roundhouse and machine shop buildings. The road is blocked at
the other end, entrance is not advised. Check at the depot for permission.
Return to US 50 backtracking to first right turn. Watch for the GA 160 in use
as a grain bin, and the caboose as a bank drive up window.
LA JUNTA, Milepost 555 was the site of major offices until a few years ago.
The offices were in the business district at 4th and SANTA FE. The building
is still standing and has a Santa Fe sign.
Watch for the Depot. AMTRAK #3 is there in the morning, #4 at night. The
feed company building down the street is obviously ex-freight house. Take the
turn for 350 south, bypass the park for now. Go out of town, along the main
road to Trinidad 1½ miles to a salvage yard. There is an unidentified
wooden depot [Thatcher], and several freight car
remains around.
Back to the park, watch across the tracks for the teardrop shaped water tank.
At the park is 2-6-2 1024, which ended its service at La Junta. The tracks
are the California bound main line. There is a wye where it meets the Pueblo
line just north of you. Take the road under the bridge along the cemetery
toward the water tank. See the two open platform wooden coaches.
Backtrack on 350 to Anderson (about 3 blocks from park) to the Otero Museum
and their display train (US Army industrial, Santa Fe box cars). La Junta had
a military base with a branch line north of town (road on other end of town).
That road past the east end of the yards would take you there. Head west
along US 50, leaving town..
The Caboose at McDonalds is ex-Santa Fe, number unknown. The main line is on
the north side of the road to near Rocky Ford where we cross over it. At the
time this is written, there is a Denver Turn, the 344/443 daily. You might
see BN coal trains, one reporting mark "WFAX" is the Holcomb loads or emptys
to Holcomb (Garden City), Kansas' power plant. Other coal trains go to Las
Animas Junction to go south to the Texas panhandle and Amarillo.
SWINK, Milepost 559.3 was a junction with the Arkansas Valley District. The
town was founded in 1900. Once the AV developed the town grew rapidly on the
fruit business. The town was platted in 1906.
NEWDALE, Milepost 562.6 was only a siding and shipping point. There was an
agricultural branch line south to Hawley.
ROCKY FORD Milepost 565.6 former connection with the Americal Crystal Sugar
Company, was founded in 1870, before the railroad. Rocky Ford depot, as is
generally the rule along here belongs to the city.
WALGRO, Milepost 571 was only a siding and shipping point.
MANZANOLA, Milepost 574.5 originally Catlin. At Manzanola the tracks cross
over us again. Manzanola still has a depot standing.
Many of the grade crossings along here still
[no longer] have
"wig wag" signals.
FOWLER, Milepost 583.1 was named for Professor O. S. Fowler, a phrenologist
(who studied the shapes of human skulls). He came to Colorado for his health.
The town was called Southside and Sibley. At Fowler we take the road to the
right as we get to town, behind the old wooden ART car. Follow this street to
the depot. (Donut shop MIGHT be open.) Take the road around the depot and the
road north to the MP, now UP.
We head west along this line, also used by the SP/D&RGW to NA Junction where
we rejoin the Santa Fe.
NA JUNCTION, MP 591.6 The UP and Santa Fe share the line to Pueblo. In 1971
the Santa Fe and Missouri Pacific decided to convert to a joint line to
Pueblo. Utilizing parts of each others track from NA Junction, a single track
TCS controlled line was started. The line is controlled by Santa Fe
dispatchers. Each has abandoned part of their grade. You can see the
abandoned grade all along the route. [ex-MoP east of here
is now unused.]
BOONE Milepost 598.6 was a stage station on the Santa Fe trail. The station
was named Fosdick when the MP first arrived. H.M. Fosdick was a civil
engineer on the MP. At Boone the Santa Fe depot was a museum
[now Town Hall] (trackside location.) The Union
Pacific bought out the Missouri Pacific in the 1980's.
AVONDALE, Milepost 603.6 the town is actually two miles away, to the south.
The area gained notoriety when the Pueblo Army Depot opened during World War
II. The Santa Fe agency was closed in 1977. Avondale is where the Pueblo
Depot Activity and Test Track branch line cuts off just before we get back to
US 50.
Watch for junction with Colo 231, there you will find the Santa Fe Avondale
depot. [Fujita's Cafe, and Mrs. Fujita doesn't mind the
photographers.]
DINSMORE, Milepost 606.6 spur probably served cattle shipments.
GAS SPUR, Milepost 608.9 originally served a natural gas pumping station.
PUEBLO AIR BASE, Milepost 610.7, Pueblo airport was a B-24 training base
during WW II, they have a small museum and aircraft disply. It also includes
several high speed rail test vehicles from the old DOT Testing at the test
track. It is now home of several industrial functions, including a US
Government Book Store.
BAXTER BEET TRACK, Milepost 612.2, Originally built to aid shipping out sugar
beets, now it is used to load and unload industrial materials.
ECONOMY BUILDING SPUR, Milepost 615 is located after the railroad crosses
over the highway. Note the abutments for the missing MP bridge.
Take 4th Street into Pueblo. Just before you reach Fountain River and I-25
you cross over what was the C&S main line from Denver to Pueblo until 1901.
Following a major flood in 1921 the Santa Fe moved their entrance into
Pueblo. The changes were south of us, in an area near an old stock yard.
There was a brewery and the MP had a freight yard near there too. (See map
[not included here]) Go to Santa Fe Drive, turn left.
The Loaf and Jug store sits near the site of the Denver and New Orleans
freight house (predecessor of the C&S).
PUEBLO JUNCTION: Going South on SANTA FE turn left after passing First Street
and a few stores, on an unmarked dirt road before you get to the three story
warehouse. This is the alignment of the original ATSF main line from PUEBLO
JUNCTION. Formerly a block tower crossing of ATSF, MP, D&RGW, C&S. UP and
D&RGW now share the tracks to NA Jct. D&RGW and AT&SF (joint with BN) yards
are west of you. The Santa Fe had a small yard alongside the tracks of the
C&S south of you and a spur around the hill to a smelter that stood on the
hill. The C&S had a big yard immediately north of you. Virtually all trains
through Pueblo pass through here. The hill in the center, north of the Santa
Fe is a favorite local vantage point.
Return to Santa Fe Drive, go north (right) to 1st Street, go west to Union
turn left (south), watch for the ATSF 2900 on display
[now at Pueblo Union Depot] (yucco paint). The Santa
Fe stone station and Freight house stood on the southwest corner of 2nd and
Court.
The flood in 1921 caused the movement and channelization of the river. The
river ran well north of where it is now. The diversion project moved it
south, behind the substantial wall.
UNION STATION [Pueblo Union Depot], restored building.
The D&RGW engine house is east of you, as are the original D&RG Walker Yards.
The turntable is still in place, but the roundhouse was torn down in the
early 1970's. The present D&RGW and Santa Fe yards, and towers, are west of
you. Power often runs light past the depot. Switch engines often pull cars
this far. Good views from the Union Avenue bridge.
One block north and west is the old D&RGW freight house. Go north on Victoria
to Elizabeth. The Arkansas River ran through here before channelization. The
power plant on your left's cooling ponds are in the old channel. Go left to
4th. You will pass the "modern" Santa Fe freight house about ¼ mile
before you make the left onto 4th. You can still find indications of the old
Santa Fe main line. The yards started here and ran northwest at about a 45
degree angle away from us. This area was filled with the main line and spur
tracks until the 1950's. Some of the tracks were still in place a few years
ago. Many of the buildings still show remains of railroad service.
The Santa Fe roundhouse with 24 stalls was east of the McDonalds. Turn into
Midtown Shopping Center go right around the Sears. Access to the AT&SF yards
are from north side of shopping center. The Santa Fe built a new yard in the
1950's. The yard included a hump yard but it has not seen much use since the
1970's. They do some car repair here. There is a road to the D&RGW/SP yard
office that runs between the Santa Fe and D&RGW yards.
The old main line to Denver ran northeast from here, through town, but was
relocated further west as the town grew. If you travel north on West Street
to 17th you can head west to the north end of the Santa Fe yards. It is
possible to wind through the streets to a point where the D&RGW heads west.
The spot is called Canyon Junction but unless you have plenty of time this is
not really recommended.
You can Return via 5th Street to I-25 or by way of 13th Street. Note that the
Colorado State Hospital (Mental Ward) is in this area.
THE JOINT LINE
The D&RG built from Denver to Pueblo in 1871 and 1872. The Santa Fe arrived
in Pueblo in 1876, heading west for Leadville. After losing the Royal Gorge
to the D&RG in 1880 they leased rights over the Rio Grande to Denver until
1887 when they built their own line. The C&S was formed in 1899 from several
failing railroads including the Denver and New Orleans.
In 1901 they negotiated with the Santa Fe to use their line from Pueblo to
Denver, abandoning the longer ex-D&NO line a little at a time until the
1930's.
Heading north out of Pueblo on I-25, the old C&S was across the river to the
east. The D&RGW main line is now generally used by D&RGW and some BN coal
traffic heading south (some still goes through the Santa Fe yards). At about
US-50 junction the original Santa Fe main passes under the highway, going
around the hill parallel with the D&RGW to our right. Between here and Eden
it can be seen....only if you know what you are looking for. Go north to EDEN
Exit, go west under I-25 to frontage road, turn left (south) to Platteville
Road over hill to industrial area and Liberty Railcar, good area for
southbound BN and AT&SF.
LIBERTY RAILCAR, northwest of tracks, deep cut north of here, return to I-25
the same way you came in. This is the "newer" Santa Fe main line to Denver.
North to BRAGDON (Beacon Hill) Exit.
BRAGDON, Milepost 630.6 starts the paired track to Denver. The USRA in 1917
formed the operations edict that still governs trains between these two
cities. Exit 106 on I-25 (Bragdon) AT&SF and BN leave D&RGW here to approach
yards at PUEBLO. There are crossovers here, plenty of signals, Also called
TAPP on D&RGW. Joint Line in use north of here. Sometimes trains get stacked
here if Pueblo is busy.
PINON, Milepost 632.7, the old Santa Fe depot is north east of town in a
grove of trees. It was repainted white a couple of years ago.
HENKEL, Milepost 643.7 is only a spur now. A short distance north is the
D&RGW's site of Wigwam, (D&RGW Milepost 98.1) was a local shipping point the
name came from the conical hills to the east.
BUTTES, Milepost 643.7, also named for the conical "buttes". At BUTTES,
(deserted race track) take the exit, there is a crossover right next to the
highway where trains can cross from north bound track to south bound track,
or reverse. BUTTES, crossover is used by Colorado Springs CSDU coal trains to
get back on northward track. They BACK from power plant to Buttes. Northward
track leaves southward track again.
CHOICE OF TWO ROUTES FROM HERE,
CHOICE A: follow along AT&SF, south bound track along I-25
NIXON POWER PLANT, Colorado Springs coal train has balloon loop around the
plant, (no public access). Continue North to FOUNTAIN, taking Exit,
Immediately to your right is a paved road east to the tracks and a long Santa
Fe girder bridge, good for southbound trains. Continue north on Old US 85.
CHOICE B: follow back road along D&RGW (North bound track) road winds north,
where the road crosses over D&RGW the oringal C&S had paralleled the D&RGW
from just north of the bridge where we crossed Fountain Creek just north of
Buttes to this point. The road along here is on their old roadbed. Once you
reach the school in Fountain turn left to the Santa Fe tracks, and Santa Fe
Drive (US 85).
Old crossover north of Fountain, northbound trains often wait at CREWS, at
start of single track at Widefield.
CREWS, Milepost 654.4. Continue north on old 85, past Security's exits, under
South Academy for about a mile. Watch for the Y junction take the right to
KELKER. Listen for the Santa Fe's hot box detector.
DRENNAN, Milepost 658.9 is across the field. The industrial spur is served by
both the Santa Fe and the Rio Grande. The BIG LIFT SWITCHER runs south to do
the local work in Colorado Springs. This is about as far south as they go.
KELKER, Milepost 659.9 Tracks you cross are US Army to Fort Carson, often
yard is full of DODX, Trailer Train, UP or ATSF heavy flats.
Continue past sewage plant (phew) and junk yards, straight, through two
traffic lights, the road curves right and up hill to a grade crossing. Watch
for the Drake Power Plant and D&RGW joint yards. If you turn left at the
grade crossing you can drive along the power plant and the west side of the
yards. This location is the DOUBLE CROSSOVER if you hear that on your
scanner. If you stayed on Sierra Madre you can go on to Cimmaron Street (next
light.) Cimmaron Exit leads to I-25, or stay on this street north to old
D&RGW depot, now a restaurant (and a good one). Colorado Springs lost its
locally based Santa Fe switcher many years ago. The Santa Fe sends the BIG
LIFT switcher to do Colorado Springs local work almost daily. On some
weekends it goes south on the 443 to Pueblo or LaJunta. When it comes back,
sometimes it is dropped off in Colorado Springs for monday morning's work.
Across from the D&RG depot is restored narrow gauge 4-6-0 #168. One of the
first D&RG display locomotives. The D&RGW office north of the restaurant was
originally the Rock Island's. Now the place is not regularly manned. The
D&RGW's GP-30 #3006 [now resides at Burnham] has a
telephone on it when they are out doing their switching. To get out of here
go north to Kiowa Street (see Catholic Church.) go right one block, turn
left, one block, turn left again on Bijou, to I-25 (Don't you love one way
streets.)
The ex-Santa Fe depot is an office building five blocks east of downtown on
COLORADO or PIKES PEAK Avenues. The yards are now largely abandoned.
North of the BIJOU Exit on I-25 the tracks parallel I-25 north. The SINGLE
CROSSOVER is just north of the bridge at the station. Near the Park.
Dispatcher often refers to 7-11 at Uintah exit, it is used for "coffee
break". North end of the Colorado Springs siding is just south of Fillmore
exit (145), accessible by frontage road. The old CRI&P main line (now D&RGW)
heads west ½ a mile to meet the old Santa Fe PIKEVIEW connection.
Next exit is Garden of the Gods Road, there is an industrial spur called
Russina here. There is a road, Mark Dabling, east of the main line running
south to Fillmore, north to the next exit. Continue north on I-25 to Academy
Exit, if you go into Air Force Academy, there is a bridge over the main line,
take next left (dirt road) south to ACADEMY siding, trains often wait here.
You can take road through the Academy to the North Gate, which also has good
view of the track.
On I-25 continue north to BAPTIST ROAD which leads west to mainline, see park
and trail on old abandoned ATSF grade which runs from Academy Siding north to
Palmer Lake, but not always on the old grade. Continue west across the
tracks, make a U Turn, MONUMENT Siding is almost visible. Nice Afternoon
shots here, Return toward I-25 but Don't go to I-25, take first left north,
this is the old road to Monument. The siding is on your left, not very
accessible.
Continue through Monument, sorry this takes a few lefts and rights, but after
you get through town go under D&RGW bridge westward to PALMER LAKE. Old
MONUMENT on the Santa Fe is gone. Go to first stop sign, go left (west) one
block then north.
As you travel to Palmer Lake the railroad is above you on the right. Most of
it is inaccessible, except by the trail.
PALMER LAKE, Milepost 686.2 is the highest point between Denver and Pueblo
and one of the highest points on the Santa Fe. The Santa Fe had a depot and
eating house on the east side of the lake. Pushers cut off here and return to
Denver, on very rare occasions trains from the south have pushers. The normal
scene is for helpers to arrive from the north. The caboose is still in use on
many BN coal trains [FREDs], as well as a few D&RGW
trains. Palmer Lake had a small picturesque Santa Fe depot until the early
1970's. It was moved in [from PRING] after the older
depot and eating house was torn down. It served both tracks and had a bay
window on both sides. There is plenty of room for variety shots here. On a
good summer day usually a dozen or so railfans can be found, there are lots
of good photo spots... if there are trains.
Take road (Colorado 18) north, there is also access to tracks north of here.
There is a set of signals where sometimes you will find a southbound train
waiting. This is the result of a southbound train "drifting" into the middle
of a northbound train at the junction.
There is a scenic old crossover where trains really snake. You can hear long
coal trains with helpers for a LONG TIME before they show up. Also the cut
off helpers FLY north, watch out for them.
SPRUCE siding is north of the cross over, there are steps over fences to the
tracks. Trains are regularly spotted here waiting for Palmer Lake to clear
up. Returning to the road at the top of the hill is a dirt road EAST to
GREENLAND and I-25 if you want. If you stay on the two lane concrete you
reach LARKSPUR. Watch for ATSF bridge south of town.
Continue North to I-25. Except for leaving I-25 at Castle Rock things are
pretty straight forward from here, except for the fact that NORTHBOUND trains
are pretty inaccessible. Watch for Southbound trains on the Santa Fe tracks.
For best results if trains are moving is to take the FRONTAGE ROAD at TOMAH
(ex-FRISCO (AT&SF) caboose at camground!) there is a spot, just as you are
ready to rejoin I-25 where you can hike up over the tracks and get a nice
broad curve for southbound trains with Castle Rock in the background.
CASTLE ROCK, Milepost 705.2, The old depot is on the hill west of the
highway and is a private residence [now FOR SALE]. The
old D&RG stone depot has been moved away from the tracks and is visible from
I-25. North of Castle Rock take US-85 to Sedalia. Watch for the Passenger car
in junk yard was ATSF wooden coach, modernized, sold and used in a former
VICTORIA STATION restaurant. Exit to new housing development, leads to
southbound tracks, the tracks are hard to get to along here. ORSA siding is
located North of here, the only way in is to hike.
SEDALIA, Milepost 712.8, Watch for the SANTA FE water tank at Sedalia. Turn
south at the traffic light go across both sets of tracks, and on the next
corner turn right to see old AT&SF depot. At next corner
[Text ends, must have run out of space.]
Copyright © 2006 uncited annotations, photos, and web layout,
not original author content, LeRoy W.L.
Guatney.
Web Version created: 1 September 2006.
Last Update: 10 September 2006.
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