Re: C&S RPO 11: More details
Posted by Jim Courtney on Nov 05, 2018; 1:29am
URL: http://c-sng-discussion-forum.254.s1.nabble.com/C-S-RPO-11-Linn-Moedinger-s-Shapeways-Print-in-Sn3-and-Hon3-tp12427p12621.html
Keith,
I personally like the short, double door express cars. I am not seeing them in these trains.
Look again at the first decade train stopped at Shawnee. The first head end car is one of the short express cars, before the 1906-1910 rebuilding, when the end platforms and small side windows were removed.
Perhaps Chris or Ken can comment, but I suspect that the short express cars 1 and 2 were more often assigned to Clear Creek runs with the shorter round trips, while the two larger express cars 3 and 4 were used on the much longer Denver-Leadville run. I'd like both a short 2 door car and a long single door car as a print.
But that doesn't mean that the short cars never made the trip to Leadville -- here you go, the eastbound passenger making the station stop at Dillon in the mid 1920's:
Photographer unknown, Courtney collection. Unusually heavy motive power for the passenger train!
After Mike sees the train pass back through Dickey for the second time, and the two car train arrives at Como, the RPO-Coach with mail clerk from the eastbound train will be cut into the train between the express car and coach and return to Denver.
In fact the express / RPO coach / coach train (maybe with a second coach?) would make for quite a long train for 71-72.
Maybe in the 1930s, but such trains were common out of Denver in the early 1920's. Consider these two Otto Perry portraits:
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42509/rv/singleitem/rec/21
C&S 21 leaves Denver for Como in 1918 with a 5 car consist.
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42471/rv/singleitem/rec/6
C&S 9 leaves Denver at the same location in 1922 with a 4 car consist. The head end cars are the same on both trains, express car 3 and RPO-Coach 41-42-43.
My Spidey sense tells me that the clerk would not lock up the RPO in Como and let the car go on to Leadville alone.
This is speculation on my part -- from 1931 'til 1938, the RPO clerk would stay with the RPO all the way Denver to Leadville. All mail and express would be unloaded at Leadville and the clerk would lay over. The next morning, the clerk would load all eastbound mail for Denver.
In the years 1917 to 1931, the mail clerk would stay with the RPO-Coach, Denver to Como. The RPO-Coach would be turned and cut into the eastbound train for the return trip to Denver.
In seasons when there were fewer passengers and less express, one of the RPOs 10-13 would serve the purposes of two cars (the express car and RPO coach) as long as the express for those trips could be accommodated in the baggage part of the RPO and all the passengers would fit into one coach. In such instances both the eastbound train from Leadville and the westbound from Denver would carry an RPO. The mail clerk still made a daily round trip Denver-->Como-->Denver. At Como mail for that station would be unloaded, any remaining collected mail in the Denver RPO would be transferred to the Leadville RPO, along with accumulated mail from Como, Faiplay and Alma for the trip to points east. The mail compartment on both RPOs would be locked and empty between Como and Leadville.
So, someone needs to explain to me how mail got to Climax, Breckenridge and Dillon between 1917 and 1931. It obviously arrived in Leadville on the broad gauge D&RG. Was there a locked compartment in the express cars that bags of "storage mail" could be carried to points between Leadville and Dickey??
Finally, I would really like a print of Combine number 30. Remember, between 1917 and 1938, there were no regular passenger trains running on the South Park on Sundays. But in the summers, the Fish Train (train number 70) ran Sundays only, west bound from Denver in the morning to Grant, and had a very early Monday morning departure (train 73) from Grant to allow fishermen to get back to work in Denver Monday morning. Number 30 was almost always in that consist:
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42516/rv/singleitem/rec/17
C&S 18 departs Denver one Sunday in 1920 with a two car Fish Train.
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42455/rv/singleitem/rec/7
C&S 8 at Sheridan Jct one Sunday in 1931 with a three car Fish Train.
In other news, I finally have 6 days in a row off -- maybe I'll make some progress on the HOn3 version of RPO 11.
URL: http://c-sng-discussion-forum.254.s1.nabble.com/C-S-RPO-11-Linn-Moedinger-s-Shapeways-Print-in-Sn3-and-Hon3-tp12427p12621.html
Keith,
I personally like the short, double door express cars. I am not seeing them in these trains.
Look again at the first decade train stopped at Shawnee. The first head end car is one of the short express cars, before the 1906-1910 rebuilding, when the end platforms and small side windows were removed.
Perhaps Chris or Ken can comment, but I suspect that the short express cars 1 and 2 were more often assigned to Clear Creek runs with the shorter round trips, while the two larger express cars 3 and 4 were used on the much longer Denver-Leadville run. I'd like both a short 2 door car and a long single door car as a print.
But that doesn't mean that the short cars never made the trip to Leadville -- here you go, the eastbound passenger making the station stop at Dillon in the mid 1920's:
Photographer unknown, Courtney collection. Unusually heavy motive power for the passenger train!
After Mike sees the train pass back through Dickey for the second time, and the two car train arrives at Como, the RPO-Coach with mail clerk from the eastbound train will be cut into the train between the express car and coach and return to Denver.
In fact the express / RPO coach / coach train (maybe with a second coach?) would make for quite a long train for 71-72.
Maybe in the 1930s, but such trains were common out of Denver in the early 1920's. Consider these two Otto Perry portraits:
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42509/rv/singleitem/rec/21
C&S 21 leaves Denver for Como in 1918 with a 5 car consist.
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42471/rv/singleitem/rec/6
C&S 9 leaves Denver at the same location in 1922 with a 4 car consist. The head end cars are the same on both trains, express car 3 and RPO-Coach 41-42-43.
My Spidey sense tells me that the clerk would not lock up the RPO in Como and let the car go on to Leadville alone.
This is speculation on my part -- from 1931 'til 1938, the RPO clerk would stay with the RPO all the way Denver to Leadville. All mail and express would be unloaded at Leadville and the clerk would lay over. The next morning, the clerk would load all eastbound mail for Denver.
In the years 1917 to 1931, the mail clerk would stay with the RPO-Coach, Denver to Como. The RPO-Coach would be turned and cut into the eastbound train for the return trip to Denver.
In seasons when there were fewer passengers and less express, one of the RPOs 10-13 would serve the purposes of two cars (the express car and RPO coach) as long as the express for those trips could be accommodated in the baggage part of the RPO and all the passengers would fit into one coach. In such instances both the eastbound train from Leadville and the westbound from Denver would carry an RPO. The mail clerk still made a daily round trip Denver-->Como-->Denver. At Como mail for that station would be unloaded, any remaining collected mail in the Denver RPO would be transferred to the Leadville RPO, along with accumulated mail from Como, Faiplay and Alma for the trip to points east. The mail compartment on both RPOs would be locked and empty between Como and Leadville.
So, someone needs to explain to me how mail got to Climax, Breckenridge and Dillon between 1917 and 1931. It obviously arrived in Leadville on the broad gauge D&RG. Was there a locked compartment in the express cars that bags of "storage mail" could be carried to points between Leadville and Dickey??
Finally, I would really like a print of Combine number 30. Remember, between 1917 and 1938, there were no regular passenger trains running on the South Park on Sundays. But in the summers, the Fish Train (train number 70) ran Sundays only, west bound from Denver in the morning to Grant, and had a very early Monday morning departure (train 73) from Grant to allow fishermen to get back to work in Denver Monday morning. Number 30 was almost always in that consist:
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42516/rv/singleitem/rec/17
C&S 18 departs Denver one Sunday in 1920 with a two car Fish Train.
http://digital.denverlibrary.org/cdm/fullbrowser/collection/p15330coll22/id/42455/rv/singleitem/rec/7
C&S 8 at Sheridan Jct one Sunday in 1931 with a three car Fish Train.
In other news, I finally have 6 days in a row off -- maybe I'll make some progress on the HOn3 version of RPO 11.
Jim Courtney
Poulsbo, WA
Poulsbo, WA
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