C&S Narrow Gauge Employee Timetables

[Jim Courtney]

A few days ago I received an unexpected gift from a gentleman named Phil Marceau. Last summer, Dale Kreutzer and I helped Phil assess/price his large Sn3 brass collection for sale. His collection included quite a few OMI Sn3 C&S locomotives, passenger cars and cabooses (that's where I came in). As a gesture of thanks, Phil sent me a couple of C&S books from his collection, a huge binder of 8x10 photos of C&S locomotives and rolling stock, and a copy of a C&S Employee Timetable for the South Park Division from the fall of 1902.

I love employee timetables as they are chock full of fascinating tidbits of info, such as: What scheduled trains ran in 1902 and when? What stations were open depots with agent/operators. Where exactly were the water tanks located? Was there a wye at Hancock in 1902? What special operational rules were in effect?

Evidently my newly acquired copy of the 1902 timetable was reprinted by the Colorado Rail Museum some 50 years ago in 1973. I completely missed it, didn't know it existed. In 1973, I was graduating from college and beginning medical school. It would be another 10 years before I developed a specific interest in the C&S narrow gauge lines, much less have time to begin modeling equipment.

The timetable is slightly larger than the scanning bed on my printer, so I had to piece together some pages vertically. I had considered sending the .jpeg files to either Darel or Mike to be placed in the files section, but it seems that few folks go there anymore. So consider this an open thread for any and all C&S narrow gauge employees timetables. So, here we go!

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Note that in 1902, passengers could ride in the caboose of scheduled freight trains between Como and Jefferson. However, the caboose would not be spotted at the platforms, the passengers had to "lug" their luggage through the snow or weeds down the track to the depot.

In 1902, retainer valves were termed "extra pressure cocks". Straight air was not to be used in trains.


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C&S locomotive 7 was rebuilt to match its modern sisters in July, 1902. On the timetable it is still listed as a class "A" locomotive with the same low tractive effort of the never-rebuilt Cooke 2-6-0s 11, 12 and 13. Rebuilt Brooks moguls 21 and 22 have the same TE as the Cooke 2-8-0s. This is the first that I've read of locomotive classes A through D as to tractive effort. The familiar class designations (B3-C, B4-D, etc.) weren't devised until about 1906.

The chart of empty tare weights by car type is interesting . . . the big St. Charles reefers of 1900 are 5 tons heavier in light weight than the Tiffanies, and an empty flat car weighed the same as a 4-wheel bobber caboose (less crew).

The C&S narrow gauge had an extensive number of physicians/surgeons on retainer along the route--the predecessor of todays HMOs??

Both Breckenridge and Leadville had telephone service in 1902.


Page 4



There was only one First Class train on the Platte Canon segment, the Denver-Leadville passengers, then numbered 71 westbound and 72 eastbound. As always, they met at Como.

Mixed trains 83 and 84 were the Morrison mixed trains, leaving the mainline at Sheridan Jct. The way freights numbers 85 and 86 were Second Class trains, having superiority to all extra freights that they might meet (they "kept the main" unless otherwise instructed by the dispatcher).

Mixed trains 81 and 82 were the overnight mixed trains serving Denver/Leadville. They were nicknamed the "Tomcats" (they were out all night, came in in the morning).

On the station list, the "D" denotes an open depot, with agent/telegraph operator for train orders. As no hours are listed, they were likely staffed 24/7. The telegraph call signs for the open depots are list to the right of the station name (i.e. Grant = US). Note that all the Platte Canon stations that catered to the summer tourists, do not have open depots in October, after the tourist season. Similarly no "Fish Trains" are on the timetable after Labor Day.


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Locomotive ratings in tons are shown for the west bound grades as well as the Jefferson to Kenosha grade.


Page 7



No scheduled freight trains over Boreas and up the Tenmile, just the daily passenger trains 71/72 and the Tomcats 81/82. Note that both the east bound and west bound passenger trains had a 20 minute layover at Dickey, presumably to water and coal the locomotives.

Note that the original DSP&P water tank is listed just downgrade from Kokomo in 1902. Rick Steel's B&B book says the tank burned in 1902, perhaps too late to stop the printing for a correction.


Page 8



Note mixed trains 87-88 and 89-90. Both run from Dickey to Dillon and return. There is no passenger service beyond Dillon to serve Keystone and the Montezuma Mining District. Is this a separate consist (locomotive and combine) operating out of Dickey? Or, as in later years, did the two passenger trains back to Dillon and return to Dickey in that 20 minute "layover" on the prior page? If so, they would have cut in any Dillon consigned freight cars at Dickey to be considered mixed trains.


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Trains 91 and 92 are the Alma mixed, joining the mainline at Garos. There was a single scheduled Second Class mixed train over Alpine Pass, 93 and 94, plus who knows how many extra freights.

On the westward climb up Chalk Creek there were only two open depots, located just a couple of miles apart: St Elmo, with an agent to handle that community's passenger and freight business, and Romley with an agent to handle the freight business of the Mary Murphy operations. No turntable is listed at St. Elmo.

Note that Hancock has a water tank listed, but no wye. This agrees with Dave Eggleston's research, that the wye at Hancock (to turn helpers) was not installed until 1903.

The stone engine house at Alpine would not burn for several more years. Both water and coal are listed at Alpine--where would they be if not inside the engine house?? A turntable is also listed as well. There is speculation that the turntable in the engine house was never in use or removed after the tunnel was reopened by Receiver Trumbull. If it wasn't available for use in 1902, why is it listed as such??


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The Alma mixed left at 10:20 AM and returned from Como, arriving at 4:00 PM.

Note the operation of the Leavick Branch: Mixed trains three days a week. The train departed Hill Top Jct. at 4:30 PM, arrived Leavick an hour later at 5:30 PM, returned to Hill Top Jct. by 6:45 PM. Is this a separate consist? If so, with what did it connect?? Or, did the consist of the Alma mixed, after returning to Alma at 4:00 PM, then turn and run back down to Hill Top Jct. for a run up to Leavick and back?

Also note that Jeff Ramsey's water tank doesn't exist at Horseshoe on this timetable, nor anywhere on the branch. Was the water tank erected after 1902? A wye is located at Mudsill (just below Leavick) to turn the locomotive for the return trip.


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Back cover. The timetable was likely designed and printed to be folded into thirds with the center of the back page showing. This would allow it to be stored in a trainman's grip or in the inside pocket of a heavy coat for consultation. When I worked summers for the Rock Island, the CRI&P Employees Timetable measured about 4" x 8".
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I remember that I have a few other C&S Narrow Gauge employee timetables somewhere in my filing cabinet. When I die they will likely end up in a dumpster. As time permits, I will try to scan them and add them to this thread. If any of you have any C&S employee timetables for any of the years of C&S NG existence, please share them here.

I want to again thank Phil Marceau for sharing this wonderful document with me!

[Dave Eggleston]

Jim,

Thanks so much for sharing this. I didn't know of the 1902 CRM reprint, either. So this is an important addition for someone like me interested in the 1895-1898 period, to help fill in gaps in other timetables and documents.

The turntable at St Elmo was installed in 1885 in anticipation of Aspen traffic and also with the final realization by the UP that the line was inoperable beyond that point and Pitkin between December and June most years. It was first rumored to be moved to the shed in 1890, then several other times but the scanty evidence seems strongest that it moved in 1898 or 1899. Hence it's omission at St Elmo. Whether it was used after installation at the shed will keep being debated incessantly, I'm sure. I can't believe that it wasn't at least a few times. Coal and water were definitely in the shed at this time, the platform and tank dating back to 1882.  Also a section house and bunk house.

Parlins would get a wye in Dec 1902, IIRC.

I understand most of the abbreviations but I see "O" at a few locations, such as Gunnison and Baldwin. I thought this might be oil at first but I'm probably wrong as I don't see it at places like Como. Can anyone clarify what may be obvious to others?

[Chris Walker]

Thanks Jim,

Snap!


That's been sitting on my shelf for quite a while now after pulling it from my archives, with the intention of posting, But; been busy building another new car for my Tramway, learning lettering, kerning and cutting stencils 'cos Coronado don't carry full size decals.

O is for Operator:  Sheridan Jct, Como(pg4) Gunnison, Baldwin, in 1902 with a glaring omission for Leadville.

The 1910 TT No. 17 has Leadville, but not Baldwin.


The 1922 TT No. 22 has the addition of B for Bulletin/Orders listed for Sheridan Jct., Como, Leadville, Gunnison*. and the addition of R for Register at Sheridan Jct., Morrison, Waterton, Pine Grove, Grant, Como, Alma, Dickey, Leadville(Yd), Buena Vista, Romley.
* D&RGW operation

[Dave Eggleston]

Thanks Chris.

I'll admit I'd love to see the Gunnison District page of that 1910 ETT.

[Chris Walker]

Dave Eggleston wrote

I'll admit I'd love to see the Gunnison District page of that 1910 ETT.

Lem'me get through this day; I'll try tonight to get it for you.....

[Dave Eggleston]

Much appreciated, no rush. Thanks!

[Chris Walker]

[Jim Courtney]

Wow Chris . . . you've been sitting on these cool things all these years?? Tsk, Tsk.

I would love to see the October 1910 timetable posted in full -- it would give a final snapshot of the South Park Division just before the great dismemberment began.

If you don't have time, maybe you could send me the original or a copy and I will scan and post it here.
I guess I could fly down and pick it up . . . Alaska Airlines is advertising great deals on round trip airfares to New Zealand.
Tell me, when you cross the equator, does it hurt when you're turned upside down ??

[Keith Hayes]

You guys!

While everyone is looking, are there any operating rules to go with the timetables? Something beyond which train has rights in which direction?

[Chris Walker]

Jim Courtney wrote

Wow Chris . . . you've been sitting on these cool things all these years?? Tsk, Tsk.

Dr Jim wants the last drop of my blood, me thinks.

Jim Courtney wrote

I would love to see the October 1910 timetable posted in full -- it would give a final snapshot of the South Park Division just before the great dismemberment began.

I'll get right on it as soon as the sun shines.

Jim Courtney wrote

Tell me, when you cross the equator, does it hurt when you're turned upside down ??

Every time I flew up to the USA, Jim.

Keith,
you probably want a C&S Rulebook: they are separate entities from ETT's which carry only special instructions.
On the old NZR we had to carry the Rules&Regs Book; Working Timetable; Loco Staff Operating Instructions; 25KV Overhead Operating Manual, Lading & Dangerous Goods Manual; and Train Operator Local Instructions.
My "district" was 1000Km long, on 4 mainlines, and a branch, with 7 different Signalling systems with differing rules.

[Dave Eggleston]

Thanks Chris for this page!

[Dave Eggleston]

Keith, finding a Book of Rules would be a Holy Grail moment--especially a UP-controlled DSP&P and/or DL&G version. I've not seen any, though wonder if buried in the archives at the CO RR Museum, the CO Historical Society or UWyoming in the Ehrenberger Collection one may lurk.

[Darel Leedy]

Hey Keith, I have an 12/1/1929 C&S rule book you can have.  I will bring it to the next operating session

[Chris Walker]

A Holy Grail moment;  you must be Colorado Jones.

[Chris Walker]

Jim Courtney wrote

I would love to see the October 1910 timetable posted in full -- it would give a final snapshot of the South Park Division just before the great dismemberment began.

OK Jim,

here goes....

[Jim Courtney]

Wow! I just woke up from my turkey induced Thanksgiving Day nap to find this great gift! Thanks Chris!

I'll admit that I didn't expect this depressing timetable . . . the new CB&Q management is already at work by October 1910, undermining the South Park division, cutting service.

There are no passenger trains! Just mixed trains everywhere, with a pair of Denver - Como scheduled freights. The Denver-Leadville mixed trains pretty much follow the schedules of the usual passenger trains, but they no longer meet at Como. The west bound mixed makes pretty poor time up Platte Canon, so maybe doing some switching along the way.

The Gunnison mixed is still plodding along, at least for a few more weeks, then annulled forever.

Morrison, by comparison is booming.

Lots of info here, lots of study to digest it all.

Thanks again, Chris!

[Dave Eggleston]

I'll second Jim's thanks for sharing this! A wonderful addition to the operational record.

[Keith Hayes]

Chris, thanks for posting!

Morrison was the job to have. Three trains each way starting at 8 am in Morrison and finishing at 6 pm with an hour for lunch.

I don't really understand the Como-Gunnison service: 94 makes sense westbound, but how do 93 and 95 work eastboud? 93 just stops at Macune at 3:05. How to get to Como? Does the train turn into 100 and run to Bunie for the night?

And what of that rule allowing passengers on trains between Como and Jefferson? Westbound, the trains run at the end of the day, and eastbound, one train runs in the morning. Was the school in Jefferson?

Jim, do photos of the era indeed reflect 80-81 running as mixed trains? Seems like all I recall are two car passengers with main-express/ or baggage, depending upon the year.

[Geoff Hamway]

Hi Keith --

I can't speak to C&S practice, but on the RGS by 1903 all of the passenger runs were carded as First Class Mixed trains.  Photos predominantly show predictable all-passenger consists.  But if you look at RGS dispatcher train sheets, it's apparent that labeling them as mixed trains did allow for the occasional addition of a few freight cars.  They couldn't abuse this privilege too much, because the trains still had schedules to keep and (in some cases) important connections to make.  But the "mixed" label clearly gave the railroad flexibility to include a few freight cars when they needed to.  

Geoff Hamway

[Jim Courtney]

Good points as to "mixed trains", Geoff.

Keith asked: Jim, do photos of the era indeed reflect 80-81 running as mixed trains? Seems like all I recall are two car passengers with main-express/ or baggage, depending upon the year.

I dunno, Keith. Until Chris posted Timetable No. 10, I've never looked for them, so I wouldn't have recognized them if I did. Up until now, I've labored under the conventional wisdom that C&S Denver-Leadville passenger trains were always straight passenger consists. I re-read Gordon Chappell, et al.'s comments in the Rail Annual on the South Park Line. They indicated that the Leadville passenger was a straight passenger consist in the first decade, usually three cars (RPO-baggage, 2nd class (smoker) coach, and a first class coach for the ladies and non-smokers. Sometimes the consist increased to four cars.

The Rail Annual stated that on November 1, 1910, (less than a month after timetable No. 10 was published) the new C&S management suspended all train service over Boreas pass, likely using the first substantial snow fall as an excuse. Through Denver-Leadville passenger service was not resumed until January 31, 1913--public pressure forced the Colorado Railroad Commission to order the C&S to restore that service.

During the 27 month suspension of service, passenger service to Breckenridge was provided as a daily passenger turn, Leadville to Dillon to Breckenridge and back:




Consist heading north along the Blue River is Rhode Island C&S 61, an RPO /smoker coach (C&S 41-43) and a first class coach. I have no idea what was happening on the Denver to Como run at this period of time.

The Rail Annual states that when through Denver to Leadville passenger service was restored in 1913, it was daily except Sunday, and that the RPO did not run through past Como. The Denver - Como segment was daily 7 days a week. With this new info, it is not clear whether these trains were mixed trains or straight passenger. Possibly both, full passenger trains April-October (when the tourists were out and about), possibly mixed trains October through April.

As to photos of mixed trains in the 1910-1912 era I reviewed my files and came up with a couple of possibilities:




This photograph is from the Klingers' Highline Memories . . .  book. A snowy scene with a mixed train of sorts. Four locomotives taking Water at Baker's Tank, trailed by what looks to be a reefer and a single coach. The locomotives all have shotgun stakes without spark arrestors and the other locomotive headlights and appliances seem consistent with 1910. But I've taken this as a "snow train", bucking snow to clear Boreas, with a reefer for tools and provisions that would not freeze and a coach for the section men to ride in until it was time to get out and shovel snow.

This photo, published in the Klingers' last book is more convincing for a 1910 mixed train:




A C&S westbound mixed train takes water at Crossons in Platte Canon. The caption in the book dates the photo to the 1920s which was puzzling to me. With Chris's posting of Timetable No. 10, I've spent some time studying the photo. I believe there are many clues that the photo dates to 1910-1912:

--The locomotive is indistinct but I can make out a butterfly plow and what looks to be a horizontal air tank atop the fireman's running board, c/w a rebuilt Cooke 2-6-0, regular passenger power at that time. There is no evidence of any spark arrestor on the stack. The "Como" arrestors started showing up 1912-1913.

--None of the four boxcars in the consist have USSA grab irons and stirrups on both ends--these were applied 1914-1916. Three of the boxcars (with horizontal boards covering the side door rails) are St. Charles cars from the 1897 and 1898 orders. Two of the three still seem to carry faded "The Colorado Road" lettering. The third, just ahead of the RPO still carries the original factory lettering from St. Charles. The 4th boxcar, with the big C&S block monogram, seems recently painted, has a different roof, is taller and rides a bit higher above the rails than the St. Charles box cars. I believe it is one of the phase 2 boxcars, outshopped in 1907 and 1908.

--Note that the former UPD&G RPO-express car (C&S 10-11-12) has no end platforms. There is a growing body of photographs suggesting that the head end cars lost their end platforms as early as 1902, many (if not most) by 1910. But the RPO has not yet been rebuilt to its final configuration, complying with the new 1912 USPS guidelines for narrow gauge 15' RPO compartments. That rebuilding is assumed to have happened between late 1912-1913.

--Finally, the coach has clerestory screened windows in a triplet arrangement, suggesting it is one of the three second class coaches 53-54-55. Notice that the car number is above the bolster, not the center of the car, per the 1906 re-numbering convention. Is there a first class coach following, out of frame to the right, bringing up the rear of the train?? who knows . . .

So, IMHO, everything in the photo is consistent with a date of 1910-1912, and the consist may be typical of the mixed train consists noted in the Timetable No. 10.  Since I'm most interested in the summers of 1909 and 1924, I don't know as much as I should about the C&S in the early 'teens. When I have some more time, I intend to read through the "Highline" volume of the Documentary History Series to try to glean more of how operations worked in that era of great change to the South Park division.