Uggh... this sucks. Thank God for Roper. At least he understands.
Thursday, May 16, 2013
Tuesday, May 14, 2013
"Along The Blue" #13
Work on either the layout or at the workbench has been pretty much non-existent, having now been laid up with a bum foot for over a month. And that idleness will probably continue now as the busy rodeo season kicks off. However, I have been able to gather more stories for "Along The Blue".
For me, historical railroad modeling should tell a story. With these regular series of posts, it was my intention to present (and record for myself) a way of life. In a previous post entitled The Human Element , I spoke to the importance of a knowledge and understanding of this when modeling historical periods. Rivet counting is one thing; knowing the story is another. Not everything was always happy, or evolved around the railroad either. Sometimes life was extremely tragic, such as the story below.
Though non-railroad related, I will continue to document stories such as these here, as they help convey to me a sense of time and place, and add a personal side to my modeling.
Breckenridge Bulletin; May 19, 1900;
A HORRIBLE ACCIDENT.
Three Little Children are Carried to Death by the Infuriated Blue.
Almost in the identical spot where young Fred Palmer was drowned last August, on Sunday afternoon last, three more children lost their lives in a similar manner. On that afternoon Mr. Emmet Emmons and his family, consisting of wife and three children, had gone across the Blue on a visit with the family of U.G. McKinley. And after a pleasant stay of several hours were returning home again, accompanied by Mrs. McKinley and little son.
When the party had reached the bridge above Dickey, the horses became unmanageable for some reason, and upset the wagon and all its occupants into the river. When the accident occurred, Mr. C.G. Richardson was standing near the bridge, and he at once began the work of rescue, succeeding in saving both the ladies and one of the children. The other three, two of Mr. Emmons and one of Mr. McKinley's, between the ages of two and four years were taken away by the mad waters to a horrible death.
As soon as possible, searching parties for the missing children organized. About nine or ten o'clock one of the Emmons children and the McKinley boy were found about three-fourths of a mile down the river, and about eleven o'clock Mr. I.C. Palmer started for this place to procure caskets for their burial, which occurred Monday afternoon, being conducted by Rev. C.M. Cooper, who returned with Mr. Palmer.
At last accounts the third child had not been found, and since the Blue is very full of water, it is doubtful if the body will be recovered. As a matter of course, the Emmons and McKinley families are prostrated with grief over the catastrophe, and in fact, it has cast a glean of sadness over the entire county that will require a long time to efface.
For me, historical railroad modeling should tell a story. With these regular series of posts, it was my intention to present (and record for myself) a way of life. In a previous post entitled The Human Element , I spoke to the importance of a knowledge and understanding of this when modeling historical periods. Rivet counting is one thing; knowing the story is another. Not everything was always happy, or evolved around the railroad either. Sometimes life was extremely tragic, such as the story below.
Though non-railroad related, I will continue to document stories such as these here, as they help convey to me a sense of time and place, and add a personal side to my modeling.
Breckenridge Bulletin; May 19, 1900;
A HORRIBLE ACCIDENT.
Three Little Children are Carried to Death by the Infuriated Blue.
Almost in the identical spot where young Fred Palmer was drowned last August, on Sunday afternoon last, three more children lost their lives in a similar manner. On that afternoon Mr. Emmet Emmons and his family, consisting of wife and three children, had gone across the Blue on a visit with the family of U.G. McKinley. And after a pleasant stay of several hours were returning home again, accompanied by Mrs. McKinley and little son.
When the party had reached the bridge above Dickey, the horses became unmanageable for some reason, and upset the wagon and all its occupants into the river. When the accident occurred, Mr. C.G. Richardson was standing near the bridge, and he at once began the work of rescue, succeeding in saving both the ladies and one of the children. The other three, two of Mr. Emmons and one of Mr. McKinley's, between the ages of two and four years were taken away by the mad waters to a horrible death.
As soon as possible, searching parties for the missing children organized. About nine or ten o'clock one of the Emmons children and the McKinley boy were found about three-fourths of a mile down the river, and about eleven o'clock Mr. I.C. Palmer started for this place to procure caskets for their burial, which occurred Monday afternoon, being conducted by Rev. C.M. Cooper, who returned with Mr. Palmer.
At last accounts the third child had not been found, and since the Blue is very full of water, it is doubtful if the body will be recovered. As a matter of course, the Emmons and McKinley families are prostrated with grief over the catastrophe, and in fact, it has cast a glean of sadness over the entire county that will require a long time to efface.
Wednesday, May 1, 2013
Lucky Dog
Roper has South Park in his blood!
Too bad he is of little knowledge when it comes to historical information.
Friday, April 26, 2013
Monday, April 22, 2013
"Along The Blue" #12
Just a normal week on the High Line:
Summit County Journal; Mar 6, 1909
Ice King Reigns in Realm of Boreas
Here is the week's diary of railroading on the High Line:
Friday - Train No. 71 arrives here in Breckenridge at midnight in the wake of a crew of shovelers who had performed a hard and long day's work. All put up at Dickey for the night. Four days' blockade is broken.
Saturday - No. 72, from Dickey, goes through on time, but has only reached Argentine when No. 71 passes it. It then gets through all right. No. 71 but a few minutes late until it leaves Dillon, when the engine leaves track and topples over, Engineer Thady breaking his wrist. With another engine the train proceeds on it's way to Leadville, arriving there at 9 p.m.
Sunday - Opinions of orthodox people not withstanding, Sunday is the day of days for travel on the South Park. The day was fine, and everything moved nearly on schedule time. No. 72 brought in thirteen mails by way of Leadville, and Breckenridge was in touch with the course of events once more.
Monday - No.72 on time here, but five hours late in Como. No. 71 had a hard time of it through South Park and did not arrive here till midnight.
Tuesday - A howling wind creates further havoc on the pass. Two engines put in the afternoon in a vain attempt to push through from this side. No. 72 arrives from Leadville at 6 p.m., and returns to that city.
Wednesday - Though it was a veritable summer day, so far as sunshine and warmth were concerned, it not only failed to lift the blockade, but added to the treacherous ice which is now the chief difficulty. When 72 had arrived, but a few minutes late, three engines and a gang of section men started for the pass to open the road. No word having been received from them by 4 o'clock, 72 returned to Leadville.
Thursday - Nothing moved over the pass. No. 72 returned to Leadville on 71's time. Weather fine.
Friday - No change apparent.
Summit County Journal; Mar 6, 1909
Ice King Reigns in Realm of Boreas
Here is the week's diary of railroading on the High Line:
Friday - Train No. 71 arrives here in Breckenridge at midnight in the wake of a crew of shovelers who had performed a hard and long day's work. All put up at Dickey for the night. Four days' blockade is broken.
Saturday - No. 72, from Dickey, goes through on time, but has only reached Argentine when No. 71 passes it. It then gets through all right. No. 71 but a few minutes late until it leaves Dillon, when the engine leaves track and topples over, Engineer Thady breaking his wrist. With another engine the train proceeds on it's way to Leadville, arriving there at 9 p.m.
Sunday - Opinions of orthodox people not withstanding, Sunday is the day of days for travel on the South Park. The day was fine, and everything moved nearly on schedule time. No. 72 brought in thirteen mails by way of Leadville, and Breckenridge was in touch with the course of events once more.
Monday - No.72 on time here, but five hours late in Como. No. 71 had a hard time of it through South Park and did not arrive here till midnight.
Tuesday - A howling wind creates further havoc on the pass. Two engines put in the afternoon in a vain attempt to push through from this side. No. 72 arrives from Leadville at 6 p.m., and returns to that city.
Wednesday - Though it was a veritable summer day, so far as sunshine and warmth were concerned, it not only failed to lift the blockade, but added to the treacherous ice which is now the chief difficulty. When 72 had arrived, but a few minutes late, three engines and a gang of section men started for the pass to open the road. No word having been received from them by 4 o'clock, 72 returned to Leadville.
Thursday - Nothing moved over the pass. No. 72 returned to Leadville on 71's time. Weather fine.
Friday - No change apparent.
Friday, April 19, 2013
"Along The Blue" #11
A severely sprained ankle has sidelined me for the last week. And as a result, absolutely no progress has been made towards the layout or even my workbench for that matter. I've been doing some reading though, and I thought I'd share a little more of life in the valley with you:
The Blue Valley Times; Jul 4, 1913;
Small Blaze At Dillon Depot
Sparks from a locomotive found lodging between the boards of the rather dilapidated platform on the west side of Dillon's railroad depot on Tuesday ignited a stringer near the north end of Agent Kellar's new summer kitchen. The fact was discovered and the incipient blaze put out.
That is, it was thought to have been put out. But on Wednesday afternoon the platform burst into flames near the south end of the summer kitchen, and it was found that the smoldering fire had eaten its way along the affected stringer underneath the kitchen, for a distance of about 20 feet. With the aid of some section men and others who were handy, the blaze was speedily put out.
It happened that the Superintendent of bridges and buildings was at the depot at the time, which fact promises to lead to some needed repairs around the place.
The Blue Valley Times; Aug 8, 1913;
Six Cars of Calves
Six carloads of yearling cattle, consigned to Hamilton & Bach, of the Blue River valley, were unloaded at the corral of the Dillon railroad yard last night. There were 186 head. The cattle were bought in northern Alberta, Canada, and shipped here in charge of Mr. Levine, a former ranch-man of Grand County. They were on the road three weeks and traveled 2,000 miles. Mr. Levine declares as unfounded, the report in a Denver paper that forty-five head of the consignment disappeared at Greeley.
Though the Dickey section house is only three miles away and a crew of section men had been dilly-dallying in the vicinity of Dillon yard all summer, the late announcement of the six cars of cattle billed for Dillon and would arrive here after dark, found the siding un-repaired and unsafe.
To put it in shape for a reasonably safe reception of the six cars of cattle, a crew of laborers had to be collected and a special train made up in Leadville to come to Dillon and repair the siding leading to the stock chute. The train arrived with a car of half-rotten ties collected en route for the emergency, and the laborers were kept busy putting the track in shape till 'way after midnight.
The Blue Valley Times; Jul 4, 1913;
Small Blaze At Dillon Depot
Sparks from a locomotive found lodging between the boards of the rather dilapidated platform on the west side of Dillon's railroad depot on Tuesday ignited a stringer near the north end of Agent Kellar's new summer kitchen. The fact was discovered and the incipient blaze put out.
That is, it was thought to have been put out. But on Wednesday afternoon the platform burst into flames near the south end of the summer kitchen, and it was found that the smoldering fire had eaten its way along the affected stringer underneath the kitchen, for a distance of about 20 feet. With the aid of some section men and others who were handy, the blaze was speedily put out.
It happened that the Superintendent of bridges and buildings was at the depot at the time, which fact promises to lead to some needed repairs around the place.
The Blue Valley Times; Aug 8, 1913;
Six Cars of Calves
Six carloads of yearling cattle, consigned to Hamilton & Bach, of the Blue River valley, were unloaded at the corral of the Dillon railroad yard last night. There were 186 head. The cattle were bought in northern Alberta, Canada, and shipped here in charge of Mr. Levine, a former ranch-man of Grand County. They were on the road three weeks and traveled 2,000 miles. Mr. Levine declares as unfounded, the report in a Denver paper that forty-five head of the consignment disappeared at Greeley.
Though the Dickey section house is only three miles away and a crew of section men had been dilly-dallying in the vicinity of Dillon yard all summer, the late announcement of the six cars of cattle billed for Dillon and would arrive here after dark, found the siding un-repaired and unsafe.
To put it in shape for a reasonably safe reception of the six cars of cattle, a crew of laborers had to be collected and a special train made up in Leadville to come to Dillon and repair the siding leading to the stock chute. The train arrived with a car of half-rotten ties collected en route for the emergency, and the laborers were kept busy putting the track in shape till 'way after midnight.
Tuesday, April 2, 2013
"Along The Blue" #10
Leadville Herald Democrat; Feb 11, 1893;
The White Death
The Crew of a Rotary on the South Park Meet With a Terrible Fate
Frisco, Colo. Feb, 10 - A snow slide struck a Union Pacific snow plow and two engines at this place at 9 O'clock this morning, and instantly killed Engineer Lynch and Fireman Smith, and seriously injured Engineers Boynton and McGreevey and Brakeman Hawkins. A mountain of snow covered the unfortunate men, and it took several hours to dig out the dead and injured.
Details of the Disaster.
The terrible accident has caused intense excitement. The accident occurred about a mile west of Frisco, and not far from Dickey, about thirty one miles from Leadville. At this point the road runs along the side of the mountain, which is very steep, and there is a deep gulch below, extending down probably several hundred feet.
The rotary had been ordered out in the morning to keep the track clear and was standing on the track steaming up. John Lynch, the engineer on the rotary, was engaged in oiling the machine, and J.B. Smith, the fireman on the rotary, was also standing near, as were John Roan, a Fireman, Dan McGreevey, an engineer, and William Boynton, engineer of engine 263.
There was some snow falling, and all hands were busy preparing for a vigorous campaign against the heavy drifts. Suddenly, against the noise of the escaping steam, could be heard a distant rumble. It grew louder and louder, and suddenly the men realized that an avalanche was upon them. An effort was made to escape from the impending danger, for it was now seen that the awful snow slide was directly above them. It was too late, and with a frightful roar the mass of rock and snow plunged down like lighting, crashing everything beneath it into the gulch below.
When those who escaped alive were able to realize what had occurred, an awful site met their gaze. The rotary had been knocked off the ledge and was a total wreck. Engine 263 was knocked off the side, and was covered with snow, while beneath a mass of snow and rock 150 feet long and ten feet deep were the bodies of Lynch, the engineer, and J.B. Smith, the Fireman of the Rotary. Roan had his nose broken and head bruised, but not seriously, while William Boynton, of engine 263, has a badly sprained and bruised ankle.
The officials were at once notified of the accident and a wrecking crew dispatched to the scene. The injured men were all sent to Denver. The remains of Lynch were sent to Breckenridge for burial. The other man, Smith, is from Como, and his remains were taken there.
The track in the vicinity of the accident has been cleared away, and traffic is moving, another rotary having been dispatched to the scene of the trouble in order to keep everything clear.
The White Death
The Crew of a Rotary on the South Park Meet With a Terrible Fate
Frisco, Colo. Feb, 10 - A snow slide struck a Union Pacific snow plow and two engines at this place at 9 O'clock this morning, and instantly killed Engineer Lynch and Fireman Smith, and seriously injured Engineers Boynton and McGreevey and Brakeman Hawkins. A mountain of snow covered the unfortunate men, and it took several hours to dig out the dead and injured.
Details of the Disaster.
The terrible accident has caused intense excitement. The accident occurred about a mile west of Frisco, and not far from Dickey, about thirty one miles from Leadville. At this point the road runs along the side of the mountain, which is very steep, and there is a deep gulch below, extending down probably several hundred feet.
The rotary had been ordered out in the morning to keep the track clear and was standing on the track steaming up. John Lynch, the engineer on the rotary, was engaged in oiling the machine, and J.B. Smith, the fireman on the rotary, was also standing near, as were John Roan, a Fireman, Dan McGreevey, an engineer, and William Boynton, engineer of engine 263.
There was some snow falling, and all hands were busy preparing for a vigorous campaign against the heavy drifts. Suddenly, against the noise of the escaping steam, could be heard a distant rumble. It grew louder and louder, and suddenly the men realized that an avalanche was upon them. An effort was made to escape from the impending danger, for it was now seen that the awful snow slide was directly above them. It was too late, and with a frightful roar the mass of rock and snow plunged down like lighting, crashing everything beneath it into the gulch below.
When those who escaped alive were able to realize what had occurred, an awful site met their gaze. The rotary had been knocked off the ledge and was a total wreck. Engine 263 was knocked off the side, and was covered with snow, while beneath a mass of snow and rock 150 feet long and ten feet deep were the bodies of Lynch, the engineer, and J.B. Smith, the Fireman of the Rotary. Roan had his nose broken and head bruised, but not seriously, while William Boynton, of engine 263, has a badly sprained and bruised ankle.
The officials were at once notified of the accident and a wrecking crew dispatched to the scene. The injured men were all sent to Denver. The remains of Lynch were sent to Breckenridge for burial. The other man, Smith, is from Como, and his remains were taken there.
The track in the vicinity of the accident has been cleared away, and traffic is moving, another rotary having been dispatched to the scene of the trouble in order to keep everything clear.
Wednesday, March 27, 2013
Funky Business
It's been a month since my last blog entry. For whatever the reason, I've been in a funk when it has come to working on the layout. I had a cold for a week, which went away and then returned with a vengeance for another two weeks. That really didn't help put me in the mood to do anything. I did acquire a few things that are needed though. One of those was the skirting, and I managed to get it installed. I acquired an C&S #22, a #70, and an NCE Cab04pr throttle. I also collected the necessary parts to build a "walk-around" sound system as Lance Mindheim has described and installed. I plan to have individual sound in all of my locomotives. But when operating alone, it will be nice to listen to the chest thumping bass as if I were seated in the cab of the locomotive.
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There are a few more little tasks that need to be completed so I can get them off my plate and move forward. What really needs to happen; is that I get up the nerve to start painting the backdrop.
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I ordered the skirting from Premier Table Linens. It is attached with Velcro for ease of installation.
Here is the hinged information panel on the left side of the layout. It includes a Sony digital photo frame and a PVC sign. The right side panel will receive similar treatment with information and photos pertaining to the High Line.
I need to step it up with rodeo season fast approaching. I'm considering putting together a tool kit containing enough supplies to build rolling stock during idle times out on the road.
~Cowboy Up!
Thursday, February 28, 2013
"Along The Blue" #9
113 years ago today:
Summit County Journal; Feb 28, 1900;
Some More Storms.
Last Saturday's Journal vouchsafed the prediction that the C&S railroad would be free from snow and open for traffic on that day between Como and Leadville - the territory covered by the snow-blockade. That prediction was made in good faith, and would undoubtedly have proved true, were it not for the fatal disability to the rotary snow plow, ascending Boreas Pass from the Como side on that date.
On the way to Denver for repairs the big whirling machine collided with a locomotive and further disabled its vital parts, so that by the time repairs were completed the territory between Breckenridge and Como previously open for traffic was visited by another terrific northerner and blockaded for a period of three full days.
In the meantime the half dozen engines hemmed in between Boreas and Kokomo ran out of coal and all efforts to open the High Line were practically abandoned.
Today the rotary is endeavoring to plow its way through the snow in the Ten Mile, which when accomplished will be the means of relieving Frisco, Kokomo and Robinson, where they have not been favored with a mail since February 14.
No freight has passed over this end of the C&S system during the past two weeks, but the railroad people say that the system will be open by tonight.
A Pointer - It takes a good and substantial roadbed, first-class engines, plenty of fuel and a strong rotary plow to operate a railroad over the hazardous territory traversed by the High Line and without all these requisites the management cannot expect to perform even fairy satisfactory service.
Summit County Journal; Feb 28, 1900;
Some More Storms.
Last Saturday's Journal vouchsafed the prediction that the C&S railroad would be free from snow and open for traffic on that day between Como and Leadville - the territory covered by the snow-blockade. That prediction was made in good faith, and would undoubtedly have proved true, were it not for the fatal disability to the rotary snow plow, ascending Boreas Pass from the Como side on that date.
On the way to Denver for repairs the big whirling machine collided with a locomotive and further disabled its vital parts, so that by the time repairs were completed the territory between Breckenridge and Como previously open for traffic was visited by another terrific northerner and blockaded for a period of three full days.
In the meantime the half dozen engines hemmed in between Boreas and Kokomo ran out of coal and all efforts to open the High Line were practically abandoned.
Today the rotary is endeavoring to plow its way through the snow in the Ten Mile, which when accomplished will be the means of relieving Frisco, Kokomo and Robinson, where they have not been favored with a mail since February 14.
No freight has passed over this end of the C&S system during the past two weeks, but the railroad people say that the system will be open by tonight.
A Pointer - It takes a good and substantial roadbed, first-class engines, plenty of fuel and a strong rotary plow to operate a railroad over the hazardous territory traversed by the High Line and without all these requisites the management cannot expect to perform even fairy satisfactory service.
Wednesday, February 13, 2013
Roper Sez:
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Gee whiz Pa... When you gonna post those layout photos you've been promising everybody?
So... I still haven't purchased that new camera that was on my to do list, but here are some recent pictures of the layout as it stands today anyways:
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I constructed the backdrop and wings out of Gatorboard. I found a local source with very reasonable pricing ( Laird Plastics ). They have offices nationwide, so check them out. All of my future benchwork and layout construction will be made using this material. The wings (view blocks) are hinged and can fold inward when being transported. Currently, only one of them is finished, with a sign and a digital photo frame containing a slideshow of prototype photographs. The other wing will have a similar setup.
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I have yet to order the skirting for the layout. But I found a commercial company ( Premier Table Linens ) that again, seems to offer reasonable rates. The red trim on the fascia will be the topic of a future blog post.
The backdrop is in desperate need of landscape painting. The blue base is very intense right now. Eventually very little of it will be visible, as a long ridge of mountains are directly behind Dickey and the sky will also portray a fairly cloudy day.
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It took a while to get it right, but I'm pleased with the LED lighting I installed in the aluminum angled valance. Many thanks for the recommendations from Ted Dilorio, Bernie Kempinski and Ronald Halma. I started with three warm white strips. But they were too yellow; so I ordered 3 bright white strips. They were too blue. But mixed together, I think they are just right. Its hard to tell since no scenery or finished models populate the layout yet. In the future I will add an RGB strip for special lighting effects. What a great and inexpensive way to light a layout!
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My next steps are to construct the two staging cassettes and install the skirting. Then the layout will be moved out into the family room, and my life will return to the workbench and building models again!
Tuesday, February 5, 2013
"Along The Blue" #8
Photographic evidence of my progress will be posted in the following week or so. For now, please enjoy another installment of adventure and tragedy along the C&S, in all it's graphic and gory detail!
The Leadville Daily and Evening Chronicle; Feb 8, 1892;
KILLED ON THE CARS
W.O. Hook, a Brakeman on the South Park, Meets a Violent Death Early Sunday Morning.
Another accident, resulting in loss of life, occurred Sunday morning, making a total of three on the Denver and South Park Railroad during the past eight days. W.O. Hook, a brakeman, was struck on the head with a club from the effects of which he died three hours later. But very little is known of the accident, as Hook spoke only a few words afterward. It seems that when his train, a freight, was standing at a station on the east side of Breckenridge, about 4 O'clock Sunday morning, Hook left the caboose for the purpose of setting or loosening the brakes. On the mountain divisions of the various railroads it is customary with the brakemen to use a "club", in order that the brakes may more easily be tightened. The "club" is a piece of hard wood, nearly two inches in diameter and round in form. It is about two feet in length and weighs probably two pounds.
A few moments after the train arrived at Breckenridge, the door of the caboose was opened and Hook staggered in, remarking he had been struck with a club. He fell in a heap on one of the seats and passed immediately into a comatose condition. The other members of the crew were sitting in the caboose at the time; but thought nothing serious had happened and paid little attention to the matter. When the train arrived in Dickey however, one of the crew noticed that Hook was very pale and seemed to be very sick. He walked over to him and began shaking him but every effort to arouse him was in vain. An examination reveled a small lump immediately over the left temple, which was only discernible on the closest inspection.
Upon arrival in Leadville, it was found that the injured man had passed beyond all human aid. The body was at once removed to the Morgue by Coroner Nelson. An inquest was deemed unnecessary, but a post-mortem examination was performed by the South Park company's surgeon, result of which is as follows:
Removing the skull cap found no fracture of skull, but an extraravation of blood forming a clot of about four ounces by weight, which came from a rupture of the temporal-artery, the pressure of which upon the brain caused death.
The most plausible theory as to the cause of Hooks death is that he left his club in the brake wheel, and when air was released it made the wheel revolve quickly, throwing the club out and hitting him in the head.
Hook leaves a wife, at present residing in Fort Collins.
Monday, January 14, 2013
New Book
I recently finished reading a new book (2013) by author Jim Sapp and members of the Park County Historical Society. The book is a text version of recordings made during an interview of Andy Anderson in 2005. I love reading personal stories of life on the railroad, and I found this book a very enjoyable and interesting read. I recommend it to anyone interested in South Park railroad history.
The book is printed upon placing an order, but I found the process and shipping very fast and easy. Below is text from the authors website describing the contents.
The softcover book is available online for 12.95 from BLURB.
The life and times of Andy Anderson - An oral history of life in Como, Colorado during the early days of the railroad era in South Park.
Andy's father “Brownie” Anderson, was an engineer for the Colorado and Southern Railroad in Como and quite the pack rat, saving all things railroad oriented. Ultimately this collection will be shared with the public when the Como Depot restoration is completed.
Born in Leadville and raised in Como, Andy worked for the railroad briefly as a youngster in its final years before abandonment in 1937. His recollections of growing up in Como “back in the day” convey a sense of a simpler time in our history when small town children had all the riches America had to offer, and such things were not measured in dollars.
When America entered World War II Andy answered the call and served his country as a mechanic on Navy PBY aircraft patrolling the Pacific. The “greatest generation” is a term that we hear about to describe Americans from the 1930’s and 40’s who were the epitome of what made America the greatest country on earth. Unselfish, dedicated, capable, hard-working and self-reliant are just of few of the attributes that describe them. That concept, all too seldom experienced today, comes alive when you get to know Andy through his oral history.
At 92 years young, time is catching up with Andy. One of a very few living links to the railroad era in Park County and to life in Como when it was still a railroad town, Andy Anderson is a living treasure. His legacy can teach us all some valuable lessons – if we will just listen.
Thursday, January 3, 2013
"Along The Blue" #7
I hope you'all had a great holiday season. I made some progress on the Dickey layout over the Christmas break. I've completed the front fascia and lighting valance. I need to get the backdrop up and install the lighting next. Pictures to follow soon. I promise!
Meanwhile, I've found several stories relating to the poor condition of the branch line from Dickey to Dillon and Keystone. Many a derailment occurred along this short four mile stretch of track over the years. Here are just a few of them; all of which written with a sense of discontent:
Blue Valley Times; Sep 20,1912;
Engine 67 Has Come to Grief
Neglected Conditions Imperils Lives of Coach-Load of Passengers
" For want of a nail the shoe is lost; for want of a shoe the horse is lost; and for want of a horse the man is lost."
No, it was this way:
"For want of a nut the truck was lost; for want of a truck the engine was lost; and for want of an engine the train was lost."
Monday afternoon's passenger train, with Engineer Gallagher and Conductor Kirschner in charge, had backed out of Dillon toward Dickey about three-fourths of a mile, when, on a curve, a set of trucks on the tender of the engine (No. 67) got sufficiently out of order to cause the tender to leave the rails and plow a zigzag course across the ties for about forty feet. Not less than twenty ties were broken plumb in two almost midway between the rails, and the pieces forced apart from one to inches. Finally the engine, too, left the rails, and came to a sudden stop when the drivers dropped into the rotten ties and dirt. The two coaches, going ahead of the engine and tank, were on unimpaired track and kept going about thirty feet after they had become detached from the tank and the brakes had automatically set. Nothing toppled over, and no one was hurt.
Another engine was telegraphed for from Leadville, and it arrived about 9:30 o'clock. However, instead of hurrying the train on to it's destination, so that it's passengers might make connections at Leadville, several hours were consumed in a futile attempt to budge the derailed rattle-trap. The train got underway between 2 and 3 o'clock Tuesday morning, and the dawn of another day was visible over the Mosquito range when when the passengers were dumped off in the Cloud City.
Tuesday afternoon a wreck train and crew arrived on the scene. A temporary set of serviceable trucks were placed under the tender and the same hauled to Dickey in the evening. The dead engine was removed and the track repaired late in the evening.
Necessarily, Tuesday's train, both coming and going, disregarded express mail, baggage and passengers in the wilderness, whither also everything and everybody repaired and that wished to get away on that day's cannonball. Among them were a a number who had walked back to town the evening before.
Summit County Journal; Nov 14, 1913;
Up to Date Business Methods
Five minutes after the Colorado and Southern passenger train was derailed between Dickey and Dillon Monday night, and the passengers were thinking of a way to spend a few hours at Dillon if they were there, the well known voice of Dimp Meyers was heard shouting "Any place on earth for a dollar!". And in a few minutes passengers that could find no excuse that did not satisfy the proprietor of the Dillon Star Barn, as to why they should not go to Dillon, were enjoying a ride in a three seated carryall. Dimp says the Star Barn is going to be a paying proposition if hustling counts and that he intends to follow all trains and pick up wrecked and belated passengers.
Meanwhile, I've found several stories relating to the poor condition of the branch line from Dickey to Dillon and Keystone. Many a derailment occurred along this short four mile stretch of track over the years. Here are just a few of them; all of which written with a sense of discontent:
Blue Valley Times; Sep 20,1912;
Engine 67 Has Come to Grief
Neglected Conditions Imperils Lives of Coach-Load of Passengers
" For want of a nail the shoe is lost; for want of a shoe the horse is lost; and for want of a horse the man is lost."
No, it was this way:
"For want of a nut the truck was lost; for want of a truck the engine was lost; and for want of an engine the train was lost."
Monday afternoon's passenger train, with Engineer Gallagher and Conductor Kirschner in charge, had backed out of Dillon toward Dickey about three-fourths of a mile, when, on a curve, a set of trucks on the tender of the engine (No. 67) got sufficiently out of order to cause the tender to leave the rails and plow a zigzag course across the ties for about forty feet. Not less than twenty ties were broken plumb in two almost midway between the rails, and the pieces forced apart from one to inches. Finally the engine, too, left the rails, and came to a sudden stop when the drivers dropped into the rotten ties and dirt. The two coaches, going ahead of the engine and tank, were on unimpaired track and kept going about thirty feet after they had become detached from the tank and the brakes had automatically set. Nothing toppled over, and no one was hurt.
Another engine was telegraphed for from Leadville, and it arrived about 9:30 o'clock. However, instead of hurrying the train on to it's destination, so that it's passengers might make connections at Leadville, several hours were consumed in a futile attempt to budge the derailed rattle-trap. The train got underway between 2 and 3 o'clock Tuesday morning, and the dawn of another day was visible over the Mosquito range when when the passengers were dumped off in the Cloud City.
Tuesday afternoon a wreck train and crew arrived on the scene. A temporary set of serviceable trucks were placed under the tender and the same hauled to Dickey in the evening. The dead engine was removed and the track repaired late in the evening.
Necessarily, Tuesday's train, both coming and going, disregarded express mail, baggage and passengers in the wilderness, whither also everything and everybody repaired and that wished to get away on that day's cannonball. Among them were a a number who had walked back to town the evening before.
Summit County Journal; Nov 14, 1913;
Up to Date Business Methods
Five minutes after the Colorado and Southern passenger train was derailed between Dickey and Dillon Monday night, and the passengers were thinking of a way to spend a few hours at Dillon if they were there, the well known voice of Dimp Meyers was heard shouting "Any place on earth for a dollar!". And in a few minutes passengers that could find no excuse that did not satisfy the proprietor of the Dillon Star Barn, as to why they should not go to Dillon, were enjoying a ride in a three seated carryall. Dimp says the Star Barn is going to be a paying proposition if hustling counts and that he intends to follow all trains and pick up wrecked and belated passengers.
Monday, December 24, 2012
Merry Christmas!
Breckenridge Bulletin; Dec 26, 1907;
Christmas In The Mountains
Christmas in Breckenridge was a most lovely sun-shiny day, and sleighing was superb. It was quiet in town, but from the amount of shopping previously done and the number of Christmas trees carried into homes, it was the liveliest and most joyful home day the town has ever seen. All the mines, mills and other industries took a day off, and all laboring men enjoyed the day. The stores all closed at noon.
At the Methodist church Christmas eve a Sunday school entertainment and Christmas tree was enjoyed, which surpassed anything of the kind previously held at that church. The audience packed the building to its utmost, and every one present hugely enjoyed the program by the little folks, which consisted of songs, solos, duets, declamations, etc. The old folks took back seats and drank in the inspiration of youthful smiles and laughter, until it is more than probable that the majority of them that night dreamed of home and mother and Santa Clause. Each Sunday school scholar received a sack of sweetmeats from the tree, and went home brim full of a joy "that passeth understanding".
For Christmas.
And New Year's holidays the Colorado & Southern will sell tickets to state points at one fare for the round trip. Tickets on sale December 24th, 25th, 31st and January 1st, good to return until January 3rd.
Wednesday, December 19, 2012
"Along The Blue" #6
Summit County Journal; Sep 3, 1904;
Yesterday morning, at Gold Hill, a point midway between Dickey and Braddocks, west-bound freight train No. 81 ran into a bunch of Ben Rice's cattle, killing three head and injuring four others.
Yesterday morning, at Gold Hill, a point midway between Dickey and Braddocks, west-bound freight train No. 81 ran into a bunch of Ben Rice's cattle, killing three head and injuring four others.
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Friday, December 14, 2012
"Along The Blue" #5
I wish I had more to report on my layout progress. But I don't. So..... unlike many of the dormant blogs out there, I will continue to give ya'all something to read if you're interested:
Summit County Journal; Jun 12, 1915;
Section Men Were Held Up by a Footpad
Last Friday afternoon about 3 o'clock, an unexpected visitor approached the three section men,
A. Johnson, A. Sanderlin and Chas. Storm while they were at work on the C.& S. track just below the road crossing near the Breckenridge cemetery.
They caught sight of the highwayman coming toward them from a clump of trees about seventy-five feet away and at once perceived his intent, as he was masked and carried a revolver. They awaited his arrival as per orders and upon first request to fork over their hard earned cash, they unhesitatingly complied and handed over $92.00.
Again, obedient to the outlaw they boarded a handcar and proceeded toward Dickey. At dredge No. 1 they alighted and phoned Sheriff Detwiler. The Tonopah auto took the sheriff to the holdup scene, where Johnson, the section foreman and party joined him. An effort was made to track the guilty party to a hiding place, but no footprints could be found beyond the cemetery gate.
The section men were evidently considerably excited for their descriptions of the hold-up man are very indefinite. The man may have been a runt or a six-footer for all we know, there is no clue to his identity.
Heath, the car inspector stationed at Dickey, offers the only feasible solution: The spirits of the criminally inclined return to earth in bodily form and continue their evil practices and escape without detection. As proof of this statement, Mr. Heath refers that this party came directly out of the cemetery and returned to the same place and hasn't been seen since.
Being unfamiliar with the term, I had to look up Footpad on Wikipedia:
A footpad is an archaic term for a robber or thief specializing in pedestrian victims. The term was used widely from the 16th century until the 19th century, but gradually fell out of common use. A footpad was considered a low criminal, as opposed to the mounted highwayman who in certain cases might gain fame as well as notoriety. A modern word in place of footpad would be mugger. A mugger is a person who accosts another person while they are both on foot, and commits the crime of robbery. This often includes a violent nature resulting in injury to the victim.
Summit County Journal; Jun 12, 1915;
Section Men Were Held Up by a Footpad
Last Friday afternoon about 3 o'clock, an unexpected visitor approached the three section men,
A. Johnson, A. Sanderlin and Chas. Storm while they were at work on the C.& S. track just below the road crossing near the Breckenridge cemetery.
They caught sight of the highwayman coming toward them from a clump of trees about seventy-five feet away and at once perceived his intent, as he was masked and carried a revolver. They awaited his arrival as per orders and upon first request to fork over their hard earned cash, they unhesitatingly complied and handed over $92.00.
Again, obedient to the outlaw they boarded a handcar and proceeded toward Dickey. At dredge No. 1 they alighted and phoned Sheriff Detwiler. The Tonopah auto took the sheriff to the holdup scene, where Johnson, the section foreman and party joined him. An effort was made to track the guilty party to a hiding place, but no footprints could be found beyond the cemetery gate.
The section men were evidently considerably excited for their descriptions of the hold-up man are very indefinite. The man may have been a runt or a six-footer for all we know, there is no clue to his identity.
Heath, the car inspector stationed at Dickey, offers the only feasible solution: The spirits of the criminally inclined return to earth in bodily form and continue their evil practices and escape without detection. As proof of this statement, Mr. Heath refers that this party came directly out of the cemetery and returned to the same place and hasn't been seen since.
Being unfamiliar with the term, I had to look up Footpad on Wikipedia:
A footpad is an archaic term for a robber or thief specializing in pedestrian victims. The term was used widely from the 16th century until the 19th century, but gradually fell out of common use. A footpad was considered a low criminal, as opposed to the mounted highwayman who in certain cases might gain fame as well as notoriety. A modern word in place of footpad would be mugger. A mugger is a person who accosts another person while they are both on foot, and commits the crime of robbery. This often includes a violent nature resulting in injury to the victim.
Monday, December 10, 2012
"Along The Blue" #4
These two slightly different articles about the same incident; while both gory and tragic, also gleam a little bit of information about the daily railroad operations at Dickey:
Breckenridge Bulletin; Feb 16, 1907;
TO ETERNITY IN A TWINKLING
John B. Lasley was run over by the cars at Dickey Wednesday at about noon and instantly killed. Lasley was for two or three years car inspector at Dickey for the C.& S. road.
On the day he came to such a sudden and untimely end he was engaged in freeing the switch track of some ice which had accumulated upon it. An extra freight train was switching around near him, and all at once while his back was turned toward the moving train and his attention directed to loosening a bolt in the rail, the engine and two cars came upon him. People nearby saw his danger and attempted to warn him, but he either did not hear them or failed to understand what they meant.
The engineer and fireman, it seems, from the evidence they gave before the coroners jury, did not notice the unfortunate man. A car loaded with ties struck him and in an instant he was in eternity, his body a horribly mangled mass of flesh and bones. One arm and one leg were severed and practically every bone in his body was crushed, and his entrails and pieces of bones and flesh were strewn along the track for over two-hundred feet.
Dr. Condon was immediately summoned, and at once secured a coroner's jury and they proceeded to the scene of the the accident and held an inquest, returning the verdict of death "as the result of an unavoidable accident". The facts brought out at the inquest were substantially the same as given above.
Deceased was about 34 years old, a young man of good habits, industrious and honest. Not long since he was married to Miss Elsie Shea, at Dickey. He had been employed as car inspector there some two or three years.
Summit County Journal; Feb 16, 1907;
LASLEY MET HORRIBLE DEATH
At 1 o'clock Wednesday afternoon, Coroner Condon was called by wire to Dickey to hold an inquest upon the remains of John Lasley, reported killed at that place. Dickey is a coal and water station on the Colorado and Southern, seven miles north of Breckenridge.
The doctor hastily picked up a jury and left in a sleigh for the scene of the accident. Upon their arrival at Dickey a most horrible sight presented itself. The body of John Lasley was literally ground into an unsightly mass, only the head bore semblance of what was once a strong, healthy man.
Lasley was in the employ of the railroad company, as hostler in the engine house. On the day above mentioned, a west bound extra freight stopped at Dickey to do a lot of moving and switching of freight cars. The train, in charge of Conductor Williams, was a double header. While the cars were being moved about on the several tracks and sidings, Mr. Lasley was around and on the right of way, and to pass away the time had been assisting the section hands in picking ice from between the rails.
At about 12:30 o'clock, Lasley and the section foreman ceased work on the icy switches and started to walk down the main line track towards the depot, situate about one hundred yards away. The two men walked leisurly along, paying but slight attention to the shifting of cars.
Just north of the water tank the trainmen made what is known as a "flying switch", the engine with several cars remaining on the main line and backing down toward the two men on the track. Seeing the pending danger the footmen were in, in continuing to walk the track, the fireman on the other engine, the station agent and others shouted to the men to jump off, but Lasley it seems, did not hear, and certainly did not heed the cry of danger or notice the rapidly approaching cars till hit by a car load of cross-ties. The section boss barely made a clear get-away.
He was knocked down, run over, dragged and mangled. The coroner's jury returned a verdict of death in accordance with the above facts, but attached no blame upon anybody.
Deceased was married and resided at Dickey with his wife, formerly a Breckenridge lady by the name of Sellia Shea. He was about 35 years of age. He leaves a young widow but no children. The remains will be sent to Grand Junction today for burial.
Breckenridge Bulletin; Feb 16, 1907;
TO ETERNITY IN A TWINKLING
John B. Lasley was run over by the cars at Dickey Wednesday at about noon and instantly killed. Lasley was for two or three years car inspector at Dickey for the C.& S. road.
On the day he came to such a sudden and untimely end he was engaged in freeing the switch track of some ice which had accumulated upon it. An extra freight train was switching around near him, and all at once while his back was turned toward the moving train and his attention directed to loosening a bolt in the rail, the engine and two cars came upon him. People nearby saw his danger and attempted to warn him, but he either did not hear them or failed to understand what they meant.
The engineer and fireman, it seems, from the evidence they gave before the coroners jury, did not notice the unfortunate man. A car loaded with ties struck him and in an instant he was in eternity, his body a horribly mangled mass of flesh and bones. One arm and one leg were severed and practically every bone in his body was crushed, and his entrails and pieces of bones and flesh were strewn along the track for over two-hundred feet.
Dr. Condon was immediately summoned, and at once secured a coroner's jury and they proceeded to the scene of the the accident and held an inquest, returning the verdict of death "as the result of an unavoidable accident". The facts brought out at the inquest were substantially the same as given above.
Deceased was about 34 years old, a young man of good habits, industrious and honest. Not long since he was married to Miss Elsie Shea, at Dickey. He had been employed as car inspector there some two or three years.
Summit County Journal; Feb 16, 1907;
LASLEY MET HORRIBLE DEATH
At 1 o'clock Wednesday afternoon, Coroner Condon was called by wire to Dickey to hold an inquest upon the remains of John Lasley, reported killed at that place. Dickey is a coal and water station on the Colorado and Southern, seven miles north of Breckenridge.
The doctor hastily picked up a jury and left in a sleigh for the scene of the accident. Upon their arrival at Dickey a most horrible sight presented itself. The body of John Lasley was literally ground into an unsightly mass, only the head bore semblance of what was once a strong, healthy man.
Lasley was in the employ of the railroad company, as hostler in the engine house. On the day above mentioned, a west bound extra freight stopped at Dickey to do a lot of moving and switching of freight cars. The train, in charge of Conductor Williams, was a double header. While the cars were being moved about on the several tracks and sidings, Mr. Lasley was around and on the right of way, and to pass away the time had been assisting the section hands in picking ice from between the rails.
At about 12:30 o'clock, Lasley and the section foreman ceased work on the icy switches and started to walk down the main line track towards the depot, situate about one hundred yards away. The two men walked leisurly along, paying but slight attention to the shifting of cars.
Just north of the water tank the trainmen made what is known as a "flying switch", the engine with several cars remaining on the main line and backing down toward the two men on the track. Seeing the pending danger the footmen were in, in continuing to walk the track, the fireman on the other engine, the station agent and others shouted to the men to jump off, but Lasley it seems, did not hear, and certainly did not heed the cry of danger or notice the rapidly approaching cars till hit by a car load of cross-ties. The section boss barely made a clear get-away.
He was knocked down, run over, dragged and mangled. The coroner's jury returned a verdict of death in accordance with the above facts, but attached no blame upon anybody.
Deceased was married and resided at Dickey with his wife, formerly a Breckenridge lady by the name of Sellia Shea. He was about 35 years of age. He leaves a young widow but no children. The remains will be sent to Grand Junction today for burial.
Monday, December 3, 2012
A Visit to Dickey
Sad but true; its the beginning of December and there is no snow in Colorado's high country. The recent drought we are under has lowered the level of Dillon reservoir enough to once again expose the site of Dickey. Since the construction of the reservoir in 1963, only one other time (effects from the 2002 drought) has this occurred. The previous re-surfacing of Dickey was documented in the official publication of the Denver, South Park and Pacific Historical Society (The Bogies and the Loop; numbers 44 & 48).
I paid my first visit to Dickey this week. It was really more like visiting the surface of the moon or an atomic bomb blast site. Dickey is situated near the inlet of the Blue River, and the underwater currents have changed much of the contours of the landscape. It is very difficult to locate the grade. Much of the dirt and sediment having been washed away. But the foundations of all the structures can still be seen. And for those who do their homework, they can be identified. There are also plenty of artifacts scattered about to signify what was once a vital community.
Hopefully soon, the snow will pile up across Colorado. I also hope to have the opportunity to pay another visit in the springtime, before the run-off which will submerge Dickey once again.
Hopefully soon, the snow will pile up across Colorado. I also hope to have the opportunity to pay another visit in the springtime, before the run-off which will submerge Dickey once again.
~ Cowboy Up!
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| The pump house and cistern. |
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| The section/eating house. |
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| Some of the artifacts found and placed atop a water tank footing. |
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| The grade towards Dillon and Keystone. |
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| The grade towards Breckenridge. |
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| Pine Beetles have reeked devastation upon the area tree population. |
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| Sadly, the Blue River is all but dried up. |
Sunday, December 2, 2012
"Along The Blue" #3
A few stories about one of my favorite subjects; Jugheads:
Summit County Journal; Jun 18, 1904;
On Saturday last, Pery Ault's team took fright at a passenger train at Dickey and ran away. Team and train left Dickey at the same time, the former beating the later into Dillon by two minutes. No damage was done.
Breckenridge Bulletin; Feb 28, 1913;
While the driver who took Sheriff Thomas to Dickey Friday was in the section house getting warmed up, the team warmed themselves up by running away, but were stopped half way to Frisco without much damage having been done.
Summit County Journal; May 31, 1902;
Strayed from the Braddock ranch along Blue River, sorrel horse, weight about 1050, branded BD on left shoulder, white star on forehead, bushy mane, quite a number of white spots on body. Last seen at Dickey station, May 23. Liberal reward for information or return of animal to Dode Potter, at dredges, Breckenridge.
Summit County Journal; Jun 18, 1904;
On Saturday last, Pery Ault's team took fright at a passenger train at Dickey and ran away. Team and train left Dickey at the same time, the former beating the later into Dillon by two minutes. No damage was done.
Breckenridge Bulletin; Feb 28, 1913;
While the driver who took Sheriff Thomas to Dickey Friday was in the section house getting warmed up, the team warmed themselves up by running away, but were stopped half way to Frisco without much damage having been done.
Summit County Journal; May 31, 1902;
Strayed from the Braddock ranch along Blue River, sorrel horse, weight about 1050, branded BD on left shoulder, white star on forehead, bushy mane, quite a number of white spots on body. Last seen at Dickey station, May 23. Liberal reward for information or return of animal to Dode Potter, at dredges, Breckenridge.
Monday, November 26, 2012
"Along The Blue" #2
I haven't had much time to work on the layout of late, so I don't have any updates. I did however catch up with some of my favorite blogs over the long weekend. A recent post by Trevor Marshall on his blog describes how he is replicating the moves a prototype railroad crew would perform while switching.
So I thought now would be an appropriate time to post this story about the importance of stopping before coupling. Who knows.... maybe we can save the limb or life of one of our own miniature crewmen ( :
~ Cowboy Up!
Breckenridge Bulletin; Apr 16, 1904;
Accident to J.B. O'Connor.
Last Saturday Brakeman J.B. O'Connor, while coupling two engines, working on the rotary on its way to clear the road to Leadville, met with a very painful accident and may lose his left foot. While the engines were coaling and taking water at Dickey, two were detached and in coupling up these, Mr. O'Connor used his left foot to push the automatic coupler on the draw head so they would couple together and his right foot accidently slipped as the engines came together, catching the left foot between the bumper coupler and crushing and cutting it very badly.
The injured man was hurriedly brought to town and Dr. Scott met him at the depot and took him to the Arlington house where the doctor dressed the wound and sent the injured man to the railroad hospital at Denver when the train passed through Saturday night.
Summit County Journal; Apr 16, 1904;
A very serious accident befell J.B. O'Connor, a C.& S. brakeman, at Dickey, on last Saturday. In attempting to make a coupling, he used one of his feet to move one side of the coupling device. The result was very costly to him. His foot was caught and crushed.
Dr. Scott took the unfortunate brakeman to St. Lukes hospital, Denver, where the railroad company's chief surgeons will try to avoid amputation. O'Connor resides at Denver, where he has a wife and five children.
So I thought now would be an appropriate time to post this story about the importance of stopping before coupling. Who knows.... maybe we can save the limb or life of one of our own miniature crewmen ( :
~ Cowboy Up!
Breckenridge Bulletin; Apr 16, 1904;
Accident to J.B. O'Connor.
Last Saturday Brakeman J.B. O'Connor, while coupling two engines, working on the rotary on its way to clear the road to Leadville, met with a very painful accident and may lose his left foot. While the engines were coaling and taking water at Dickey, two were detached and in coupling up these, Mr. O'Connor used his left foot to push the automatic coupler on the draw head so they would couple together and his right foot accidently slipped as the engines came together, catching the left foot between the bumper coupler and crushing and cutting it very badly.
The injured man was hurriedly brought to town and Dr. Scott met him at the depot and took him to the Arlington house where the doctor dressed the wound and sent the injured man to the railroad hospital at Denver when the train passed through Saturday night.
Summit County Journal; Apr 16, 1904;
A very serious accident befell J.B. O'Connor, a C.& S. brakeman, at Dickey, on last Saturday. In attempting to make a coupling, he used one of his feet to move one side of the coupling device. The result was very costly to him. His foot was caught and crushed.
Dr. Scott took the unfortunate brakeman to St. Lukes hospital, Denver, where the railroad company's chief surgeons will try to avoid amputation. O'Connor resides at Denver, where he has a wife and five children.
Wednesday, November 21, 2012
"Along The Blue" #1
Breckenridge Bulletin; Nov 9, 1907;
WORKING THE LAW OVERTIME
Dispute as to Which of Two Citizens Owns the Coal Belonging to Railroad, in Court.
One of the most peculiar lawsuits ever started since Heck was a pup occupied the attention of the police judge, the district attorney and court attaches last Saturday. "Brocky" Myers being the complaining witness and "Jack" Zeigler the defendant.
Between Breckenridge and Dickey a great deal of coal is jostled from the tenders of moving engines and some of our best citizens torture the abominable local coal trust almost to tears by gathering it up for use instead of permitting themselves to be robbed by extortionate prices. Among these coal pickers are the two men who had the aforesaid trouble.
"Brocky" goes down the track, picks his coal and puts it into small piles to be hauled later.
Mr. Zeigler has a horse and buggy and whatever coal he finds he brings home forthwith. "Brocky" brought the suit up on the charge that Zeigler had loaded up and hauled home two tons of coal he had put into small piles.
In common with most everybody else, Judge Miars didn't seem to think much of the case, as it was the subject of jest, laughter and joke all over town, and soon as he could find an excuse to do so, threw it out of court. The particular point upon which it was dismissed was an error in the information alleging the crime to have been committed "November 31st" instead of October 31st.
Well, the county pays the costs to keep the mighty machinery of the law constantly oiled for suckers.
WORKING THE LAW OVERTIME
Dispute as to Which of Two Citizens Owns the Coal Belonging to Railroad, in Court.
One of the most peculiar lawsuits ever started since Heck was a pup occupied the attention of the police judge, the district attorney and court attaches last Saturday. "Brocky" Myers being the complaining witness and "Jack" Zeigler the defendant.
Between Breckenridge and Dickey a great deal of coal is jostled from the tenders of moving engines and some of our best citizens torture the abominable local coal trust almost to tears by gathering it up for use instead of permitting themselves to be robbed by extortionate prices. Among these coal pickers are the two men who had the aforesaid trouble.
"Brocky" goes down the track, picks his coal and puts it into small piles to be hauled later.
Mr. Zeigler has a horse and buggy and whatever coal he finds he brings home forthwith. "Brocky" brought the suit up on the charge that Zeigler had loaded up and hauled home two tons of coal he had put into small piles.
In common with most everybody else, Judge Miars didn't seem to think much of the case, as it was the subject of jest, laughter and joke all over town, and soon as he could find an excuse to do so, threw it out of court. The particular point upon which it was dismissed was an error in the information alleging the crime to have been committed "November 31st" instead of October 31st.
Well, the county pays the costs to keep the mighty machinery of the law constantly oiled for suckers.
Monday, November 19, 2012
The Human Element
The end of another full time rodeo season, a couple of injured horses and the start of school has given me more time to spend on the layout. Lately though, I've been researching old newspaper articles. Specifically, I've been looking for items that pertain to factual stuff like the dates things were built, structures, colors, schedules, locomotive assignments and so forth.
I recently read a post on another blog (sorry, I don't remember which one!), that has made me think about something that is maybe just as important. And without knowledge of it, how could I portray the place, time and mood of the location I am modeling? I can build a model right down to every nut, bolt and rivet of the prototype. But what is the story behind it which would really help bring my scenes to life? At least to myself anyways.
I've been interested in and researching the South Park Line for 30 years. The names of South Park railroaders like Anderson, Colligan, Oshier and Speas to name just a few; conjure up visions of great adventures on the High Line. Their stories have been well documented. But what about the supporting actors? Those whose stories were lost long ago?
Dickey was not a town. It was a junction point on the railroad that just happened to be in the middle of a large ranching community. There was no central business district. The C&S depot and eating house at Dickey had become the gathering place for the local residents. Dickey was abandoned in 1938 and has been at the bottom of Dillon Reservoir since 1963.
In my quest for information, I've come across long forgotten stories about the life of the people in Dickey and the Blue River area. I would like to present bits and pieces of them here. I will occasionally post a newspaper clipping in a regular blog story titled "Along The Blue". They are raw and uncut. Told with the style so typical of the period. Some are long and some are short. Some are funny and some are sad. But they all give a sense of a place and time, long ago gone and almost forgotten.
~ Cowboy Up!
I recently read a post on another blog (sorry, I don't remember which one!), that has made me think about something that is maybe just as important. And without knowledge of it, how could I portray the place, time and mood of the location I am modeling? I can build a model right down to every nut, bolt and rivet of the prototype. But what is the story behind it which would really help bring my scenes to life? At least to myself anyways.
I've been interested in and researching the South Park Line for 30 years. The names of South Park railroaders like Anderson, Colligan, Oshier and Speas to name just a few; conjure up visions of great adventures on the High Line. Their stories have been well documented. But what about the supporting actors? Those whose stories were lost long ago?
Dickey was not a town. It was a junction point on the railroad that just happened to be in the middle of a large ranching community. There was no central business district. The C&S depot and eating house at Dickey had become the gathering place for the local residents. Dickey was abandoned in 1938 and has been at the bottom of Dillon Reservoir since 1963.
In my quest for information, I've come across long forgotten stories about the life of the people in Dickey and the Blue River area. I would like to present bits and pieces of them here. I will occasionally post a newspaper clipping in a regular blog story titled "Along The Blue". They are raw and uncut. Told with the style so typical of the period. Some are long and some are short. Some are funny and some are sad. But they all give a sense of a place and time, long ago gone and almost forgotten.
~ Cowboy Up!
Friday, November 16, 2012
The Square Round House
I've recently come across two more newspaper articles. I think it is safe to say the new engine house was painted the same color as the depot being that it was constructed only one year after the "Painting Gang" came through town:
Summit County Journal; Oct 25, 1902;
Round House at Dickey
The Colorado and Southern Railway company is building a round house at Dickey, with room to "stall" six engines. The building will be completed and ready to use before winter sets in and will be a convenience that the company has long been in need of on this side of Boreas. But instead of being located at the out of the way place of Dickey, the structure should have been located at Breckenridge.
Gradually the C.& S. management is placing the South Park line in shape to handle traffic more economically. Besides many improvements heretofore noticed the road-bed is being relaid with new steel rails between Denver and Leadville.
Breckenridge Bulletin; Nov 15, 1902;
Round House Completed.
The square round house at Dickey is completed, and the iron horses have a stable in which to stand while having to lay over or wait a bit at Dickey.
The weather has been very favorable for out door work. And every one has been taking advantage of the favorable weather to have all contract work done before snow begins to fall.
Summit County Journal; Oct 25, 1902;
Round House at Dickey
The Colorado and Southern Railway company is building a round house at Dickey, with room to "stall" six engines. The building will be completed and ready to use before winter sets in and will be a convenience that the company has long been in need of on this side of Boreas. But instead of being located at the out of the way place of Dickey, the structure should have been located at Breckenridge.
Gradually the C.& S. management is placing the South Park line in shape to handle traffic more economically. Besides many improvements heretofore noticed the road-bed is being relaid with new steel rails between Denver and Leadville.
Breckenridge Bulletin; Nov 15, 1902;
Round House Completed.
The square round house at Dickey is completed, and the iron horses have a stable in which to stand while having to lay over or wait a bit at Dickey.
The weather has been very favorable for out door work. And every one has been taking advantage of the favorable weather to have all contract work done before snow begins to fall.
Thursday, November 15, 2012
The Painting Gang
One of the difficulties of modeling the earlier periods of railroading is determining color from black and white photographs. Sometimes we get lucky and find personal accounts of such things. In this case, the color of the facilities on the station grounds:
Summit County Journal; Jul 27, 1901;
On the Fix-Up.
The visionary theories of the know-alls relative to the abandonment of the South Park line by the C.& S. people are now effectually squelched. At present the Colorado & Southern has a large force of laborers on the High Line, placing the track in better condition and "fixing things up" generally, and the improvements are made with a view to permanency.
Among the new things now receiving attention we notice new and extensive sidetracks and greater switching facilities at Kokomo, a 12-pocket elevated coal chute at Dickey, which will enable engines to coal in one minute; the station buildings along the line, especially those at Dickey, Dillon and Breckenridge, have undergone thorough repairs, and the painting gang is now recoating them with a bright red; the trestle work on one of the long twin bridges on Boreas pass will be 200 feet long and thirty feet deep in the center.
One of the high bridges near Birdseye has already been dispensed with by an earth-fill.
Summit County Journal; Jul 27, 1901;
On the Fix-Up.
The visionary theories of the know-alls relative to the abandonment of the South Park line by the C.& S. people are now effectually squelched. At present the Colorado & Southern has a large force of laborers on the High Line, placing the track in better condition and "fixing things up" generally, and the improvements are made with a view to permanency.
Among the new things now receiving attention we notice new and extensive sidetracks and greater switching facilities at Kokomo, a 12-pocket elevated coal chute at Dickey, which will enable engines to coal in one minute; the station buildings along the line, especially those at Dickey, Dillon and Breckenridge, have undergone thorough repairs, and the painting gang is now recoating them with a bright red; the trestle work on one of the long twin bridges on Boreas pass will be 200 feet long and thirty feet deep in the center.
One of the high bridges near Birdseye has already been dispensed with by an earth-fill.
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| Bright red it is. |
Tuesday, November 13, 2012
Fun With Foam
This past weekend I paid a visit to the local Home Depot to gather materials for the two staging cassettes which need to be constructed. Instead, I came home with a sheet of pink insulation foam. I immediately went to work with a hack-saw blade and carved in the basic land forms. A messy job, but someone had to do it!
After gluing down the foam, I applied two coats of grey latex paint in preparation for a layer of Sculptamold goop to be added at a later date.
Despite my poor photography caused by an iPhone, bad lighting and the temporary grey color of everything; to my minds eye, it's starting to look allot like Dickey. Maybe its because it looks much like a cold wintry day so typical of the area.
I'm excited to get some real scenery started. But the shadow box and lighting must come first.
~ Cowboy Up!
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a.JPG)
After gluing down the foam, I applied two coats of grey latex paint in preparation for a layer of Sculptamold goop to be added at a later date.
Despite my poor photography caused by an iPhone, bad lighting and the temporary grey color of everything; to my minds eye, it's starting to look allot like Dickey. Maybe its because it looks much like a cold wintry day so typical of the area.
I'm excited to get some real scenery started. But the shadow box and lighting must come first.
~ Cowboy Up!
b.JPG)
a.JPG)
Monday, October 29, 2012
Up Next....
I plan to use Gatorboard for the backdrop and fascia. It is strong, lightweight (the layout is heavy enough as it is!) and resists warping better than masonite. It is also available in a 10' length, so there would be no seam in the backdrop or fascia. It is rather expensive, but I think the trade off will be more beneficial than going with a lesser material.
While I wait for the Gatorboard to arrive, I will investigate lighting options and maybe even build the two hidden staging cassettes.
I'm looking forward to recreating scenes such as below with a backdrop behind it!
- Cowboy Up!
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Thursday, October 25, 2012
Painted Rail
In the past, I've always spray painted individual rail sections with rattle cans of Floquil roof brown and grimy black before spiking it down. For this layout, I hand laid the un-weathered rail first. This created the problem of how to paint the rail once the track laying was completed. I considered using my airbrush; but it is a siphon feed as opposed to gravity feed (meaning it feeds paint from the bottom as opposed to the top, thus making it difficult to get it down low on the layout). Even then, it would require an extremely steady hand to accomplish.
Enter Floquil's Rail Marker set. What I would consider as one of the top tools to come along recently. I hesitated on them at first because I am using code 55 rail, and I thought the pen tips would be to large. As a test, I caved in and spent the measly $9 for a set of three (Rust, Rail Brown, Tie Brown). Am I glad I did! These things worked great!
I applied the rust as a first coat and it had a slight translucent effect after it dried. After letting that cure for two days, I followed up with a coat of Rail Brown. The results can be seen below. I am more than pleased with the effect and highly recommend these pens!
- Cowboy Up!
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Enter Floquil's Rail Marker set. What I would consider as one of the top tools to come along recently. I hesitated on them at first because I am using code 55 rail, and I thought the pen tips would be to large. As a test, I caved in and spent the measly $9 for a set of three (Rust, Rail Brown, Tie Brown). Am I glad I did! These things worked great!
I applied the rust as a first coat and it had a slight translucent effect after it dried. After letting that cure for two days, I followed up with a coat of Rail Brown. The results can be seen below. I am more than pleased with the effect and highly recommend these pens!
- Cowboy Up!
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Thursday, October 4, 2012
New Locomotive Type?
My other brother Derrell has pointed out that I own three 0-4-0T "Jughead" types (T for tail).
Lol! That name couldn't be more appropriate!
Thanks d!
- Cowboy Up!
Lol! That name couldn't be more appropriate!
Thanks d!
- Cowboy Up!
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| Missing At The Bar (Missy) |
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| Dash For Sonshine (Sonny) |
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| Joes Royal Jay (Joe) |
Thursday, September 20, 2012
Turnout Servos Installed
I have successfully installed all of the turnout servos. I utilized the micro servos available from
Tam Valley Depot. They are very small but work great! Come to think of it; anything bigger is overkill when throwing Sn3 turnouts.
I modified the positioning of the servo bracket by mounting them sideways on a block of wood. This allows the servo arm direct swing to more precisely line up the stub turnouts. To control the servos, I utilized Tam Valley's Quad Pic, Dual Three Way and Hex Frog Juicer. There will be no control levers or switches on the fascia of the layout. Control of the turnouts will be from a wireless NCE DCC throttle.
I found the installation and programming of these to be easy and am very pleased with the way they operate. I am looking forward to operating the layout using this method!
- Cowboy Up!
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Wednesday, September 19, 2012
Tuesday, September 4, 2012
Making Progress
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Having the Labor Day weekend off from rodeo gave me the opportunity to make some real progress on the layout. I am happy to report that all of the rail has been completed with the exception of the hidden staging yards, which have yet to be constructed. I have also installed all of the feeders and completed all of the layout wiring for DCC. All that remains is to install the turnout servo motors.
The layout will then be put through a vigorous shakedown, working out any bugs before painting the rails and adding dirt and weeds. After all of this is completed, I can move on to the shadow-box and lighting installation!
For reference; I used code 55 rail from Micro Engineering, stub turnouts from Railway Engineering and 150% HO spikes from the Proto:87 Stores. The turnout modules and servos are from Tam Valley Depot and the wireless DCC system is from NCE.
I took the following pictures with my iPhone so please excuse the quality!
- Cowboy Up!
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Tuesday, August 14, 2012
Roper Sez:
Thursday, May 31, 2012
Rail going down
Just to update that I have been spiking rail. The wait for some materials to arrive and my busy schedule has slowed progress; but it has all been forward progress! The details and photos to follow after enough has been completed to make it worth my while.
- Cowboy Up!
- Cowboy Up!
Friday, April 20, 2012
Cinders for ballast
I've completed ballasting all the roadbed with cinders. My previous experience has been that it is much easier to get this completed before hand laying rail. The look of a heavily used mainline is only temporary as much of this will be overgrown with dirt and weeds once scenery is complete.
I begun by sanding the ties level. Then proceeded to use a four part process to distress and stain the ties. After they were dry, I poured cinders from Mountain Modelcraft, securing them with the tried and true white glue method.
- Cowboy Up!
Step 1: Stain with Silver wood. Step 2: Distress ties with a heavy-duty wire brush tool designed for use in a drill.
Step 3: Stain with Weather-It. Step 4: Dry brush with Quaker Grey.
I begun by sanding the ties level. Then proceeded to use a four part process to distress and stain the ties. After they were dry, I poured cinders from Mountain Modelcraft, securing them with the tried and true white glue method.
- Cowboy Up!
Step 1: Stain with Silver wood. Step 2: Distress ties with a heavy-duty wire brush tool designed for use in a drill.
Step 3: Stain with Weather-It. Step 4: Dry brush with Quaker Grey.
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