The Colorado Railroad Museum Rail Report continues a long tradition that began with the Rocky Mountain Railroad Club, connecting rail enthusiasts through shared history, preservation, and a love of railroading. Now produced by the Museum, the newsletter brings together longtime Rocky Club members and new readers alike by sharing stories of preservation and restoration developments, current rail news, progress on Museum projects and Rocky Mountain Railroad Club history.
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We’re delighted to continue this long tradition with a new look and feel. All aboard!
Paul Hammond Dave Schaaf
Executive Director Rail Report Editor
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Rail Watch
Highlights and regional happenings.
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CSXT No. 1875, an ES44AH model, is CSX's Pittsburgh & Lake Erie Heritage Unit. It was at BNSF's 31st Street Yard in Denver on July 13, 2026. This unit came north from Texas and was put on the H-DENLAU train bound for Montana. Photo by Chip.
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Union Pacific No. 4014 passing Reading & Northern No. 2102 at Oak Street in Pittston, Pennsylvania, on the afternoon of July 1st, 2026. On the right, well-known British railfan Francis Bourgeois makes a video. Photo by Oren Helbok.
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In a scene that looks more like the Milwaukee Road in Montana than rural Pennsylvania, Union Pacific No. 4014 crossing the Hometown Trestle near Tamaqua, Pennsylvania, on the way between Jim Thorpe and Reading on the morning of July 2nd, 2026.
Photo by Oren Helbok.
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BNSF No. 2712 is an EMD GP39-2 rolling northbound on the Kountry Line along the west side of the South Platte river in southwest Denver. This branch line is a remnant of the narrow gauge South Park Line that once went all the way to Gunnison, Colorado. What makes this photo unusual is that the industrial moves on this track typically happen at night. This was just before 6 pm on June 3, 2026. Photo by Dave Schaaf.
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Engine No. 40 heads back to the Silver Plume engine house at the end of the day. Georgetown Loop, July 3, 2026. Photo by Kit Courter.
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Former Montana Rail Link (MRL) No. 113, GP-9 nee-Northern Pacific no. 293, ex-BN
No. 1729. This unit was purchased and moved to the Leadville, Colorado & Southern Railway located at Leadville. No rail access is possible these days since the former Denver & Rio Grande Western Tennessee Pass line was rail banked back in 1997. MRL 113 had trucks removed at Great Western Railway transload and the locomotive placed on a special semi-truck. Starting Thursday morning, July 16, 2026, the highway move was made by interstate and other highways via Kenosha Pass (once used by the narrow-gauge Denver, South Park & Pacific) to Buena Vista, Colorado, then north to Leadville. Photo and info by Chip.
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Rocky Mountain Rail Preservation
The Silverton Train: An American Icon
By John Bush
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I first became aware of the “Silverton” in the summer of 1952. The Rio Grande Southern (RGS) had been abandoned in November of the previous year. The scrapping operation was ongoing and could be witnessed from my father’s office in Telluride. He was sure that the branch to Silverton would be the next thing to be abandoned. He and my mother took us to Durango in July of that year and we rode car Silver Vista to Silverton and back.
The movies Denver & Rio Grande (released in 1952) and Around the World In 80 Days (released in 1956) helped ensure that the branch from Durango to Silverton survived.
The D&RGW continued to operate the 4th division until permission to abandon all but the portion from Durango to Silverton was given in 1969. A flood in September 1970 severely damaged the branch. The Rio Grande rebuilt the damaged portion but gave notice that it would not do it again and began to search for a buyer to take over the line.
Charles Bradshaw took over ownership and created the Durango & Silverton Narrow Gauge Railroad in 1981. He sold it to First American Railways in 1997. In July of 1998 it was purchased by American Heritage Railways, headed up by Allen Harper. Under Harper's leadership the Durango & Silverton has grown into the successful railroad it is today.
The following is a statement of Allen Harper’s philosophy regarding the value of history and its application to the Durango & Silverton.
“The preservation of history is an endeavor no less important to the future of this nation than the preservation of life itself. History defines and documents the very character of our country. It portrays our greatest social and technological triumphs as well as reminds us of our failures so that they may not be repeated. Most important, history absolutely points out to us the true source of America’s greatness: the ideas, inventions, courage, ethics and morality of the men and women living in our atmosphere of freedom."
"This country will continue to prosper only as it recognizes and builds upon the lessons of its own history. Economic vitality, quality of life, and social justice are all a product of our and are sustained as we understand the past and its relationship to our future. History may be a compilation of words, objects, and processes, but it translates into the human character traits of strength, courage, creativity, perseverance, morality, and the ability to achieve greatness. America’s greatest era still lies ahead for future generations but the road to that future can be found only by reading the map of our past, our history.”
“We are all guardians of history. The best way to preserve history is to make its presentation so interesting and exciting that people will pay a fair price for the experience.”
The D&S is responsible for the upkeep of the the 45 mile line to Silverton and the repair and rebuilding of:
- 8 steam locomotives recently converted to burn oil instead of coal.
- 4 diesel locomotives for road service
- 2 diesel switch engines
- 25 coaches in service
- 16 open gondolas
- 2 private cars available for charter
- 4 concession cars
- 5 cabooses, 1 in service, 4 in various states of rebuild.
- 21 pieces of freight equipment
Beyond these responsibilities, the D&S has taken the opportunity to utilize their machinery and expertise to contribute to the preservation and restoration of a number of pieces of equipment that have played a role in Rocky Mountain railroad history.
The D&S shops did significant work on RGS steam locomotive No. 41 from February of 2022 through November 2023.
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Recently D&S completed extensive work on D&RGW No. 340 which has now been shipped back to Knott’s Berry Farm. These locomotives both last worked in Colorado in the early 1950s.
Combination car No. 211, which belongs to Lake City Colorado has been rebuilt from “chicken coop” status to operating condition. About 50% of the original material was saved during the restoration. It was operated on several charter trips and will now return to Lake City for protected display.
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RGS caboose No. 0404, now belonging to the Colorado Railroad Museum (CRRM), was recently given a major rehabilitation by D&S crews. Fortunately it was completed in time to run when RGS No. 20 visited in early 2026, allowing both a Rio Grande Southern locomotive and caboose to operate together in the San Juans, a rare occurance.
Crews from the D&S are working in Como on “Klondike Kate” the 2-6-2 from Alaska. The work includes a new front tube sheet, new braces, and the lower 1/3 of the first course of the boiler. They are also aiding in the running gear work required.
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In 2022 the D&S made new piston rings for No. 491 at CRRM.
Also for the Museum D&S is replacing 2 axles, replacing driver tires, renewing the valve motion and replacing the firebox side sheets, and the lower wrapper sheets on D&RGW No. 346. When completed this engine will be able to run on the line to Silverton as well as Cumbres Pass.
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D&S has made body bolsters for RPO Cars No. 163 (C&TS) and No. 168 (CRRM).
The railroad has formed and installed a door sheet for West Side Lumber No. 9 at the Midwest Central in Iowa in 2025.
D&S now has the cab from D&RGW No. 278, which it will rebuild and reinstall on the locomotive currently in Cimarron, Colorado.
When No. 346 is completed, D&S will begin work on D&RGW C-16 No. 223 which will be returned to operating condition for the first time since 1941.
Clearly the Durango & Silverton is playing a significant role in the preservation of Colorado's unique railroad history.
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The two photographs of Como featured in this article are courtesy of Tom Lawson. All remaining images are courtesy of Jerry B. Day.
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A bit of Rocky Mountain Railroad Club History
By Jim Ehernberger
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The Rocky Mountain Railroad Club had existed for over a year before field trips and its first excursion took place in 1939. On August 27, 1939, about 20 members drove to Manitou Springs, Colorado, and chartered a Manitou & Pikes Peak Railway train (engine and one car) to the summit of Pikes Peak. The Manitou & Pikes Peak Railway was incorporated on November 17, 1888, and the railroad opened June 30, 1891, as a standard gauge line, rail weight of 40 pounds per yard. In order to traverse 25% grades, this line was a cog system, and operated primarily for tourist business. In 1938 a gasoline motor car was placed in service and proved economically successful, such that the following year diesel rail cars were purchased to supplement steam train operations. Up until 1938, all equipment dated back to 1890, consisting of six steam locomotives, six passenger cars, and a variety of work equipment.
Information is lacking regarding details of these early trips. In 1939 engine 3, in 1940 engine 6, and 1941 engine 5 operated each of those years for the Club. Due to the Second World War, Club activities, other than a few meetings, were all that took place. On August 4, 1946, M&PP engine 4 was used. Another three years passed until July 17, 1949, when M&PP engine 6 handled the train. The sixth trip took place on August 25, 1953, with engine 5. Additional trips were operated later, and those will be covered in a future Rail Report.
Many photos exist, but are not readily available in order to do a complete coverage.
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The cog locomotives were built by the Baldwin Locomotive Works as Vauclain Compounds, and designed for the steep grades. The first Club excursion over the Manitou & Pikes Peak Railway operated from Manitou at 6,320 feet elevation to the summit of Pike’s Peak, reaching 14,115 feet elevation. This image was made at the summit on August 27, 1939. Photo by H. E. High / James L. Ehernberger collection.
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The Manitou yard is the scene in this image dated July 17, 1949. Locomotive 6 brings the coach from the shop down to the Manitou station where Club members are waiting to take the train on the 8.9-mile trip to the summit of Pike’s Peak. Manitou is located a few miles west of Colorado Springs, at an elevation of 6,320 feet. On the left are the "modern" single-car train sets (with power cars to be added) that will follow our special on that day. Jack A. Pfeifer Photo / James L. Ehernberger collection.
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Mountain View is located at mile post 4.62, and at that location one of the old coach cars was placed on the ground, primarily serving as a shelter for workmen and a telephone to the dispatcher. At this point the elevation is 10,012 feet, indicating the train had climbed 3,692 feet since leaving its initial station at Manitou. Several watering facilities were available, and taking water provided passengers an opportunity to stretch their legs and view the scenery. Note the dress code of the passengers at that time. The date is July 17, 1949. Jack A. Pfeifer Photo / James L. Ehernberger collection.
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Cog railways have existed at several locations in the world due to the mountainous terrain. As the train continued upward toward Pikes Peak, the grade continued at 25%, meaning for every 100 feet of horizontal distance it had a rise of 25 feet. In this view near the summit at Windy Point, one may see the lightweight rails, and the steel cog placed in between. Those matched the locomotives, transferring power, and would also prevent undesired reverse movements causing run- aways. At this elevation, some people could get “light-headed” due to the lack of oxygen. Jack A. Pfeifer Photo / James L. Ehernberger collection.
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The so-called “end of track” truly was the end of track located at the 14,115-foot summit of Pikes Peak. The regular, scheduled trains normally took about an hour and a half. This movement, with photo stops, took longer. At the Summit, a gift shop and restaurant was available for train passengers during the brief stay prior to the return down the mountain to Manitou, a distance of 8.9 miles. It was quite an experience when the locomotive was working hard up the 25% grade, only a few feet from the single coach car. This trip made on July 17, 1949, was the fifth up to this time, and over the years at least that many more were operated by the Club. Jack A. Pfeifer Photo / James L. Ehernberger collection.
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Content contributions this month from Oren Helbok, Kit Courter, Chip Sherman,
Dave Schaaf, John Bush, Jerry B. Day, Tom Lawson and Jim Ehernberger.
Editorial assistance from Paul Hammond and Maddie Schaaf.
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A Note from Executive Director Paul Hammond
With this edition of the Rail Report, we bid a fond farewell to Maddie Schaaf, one of Trains magazine’s “Young Guns in Preservation” for 2025. Maddie has been the Rail Report’s layout and schedule maestro (a.k.a. overall coordinator) behind the scenes, keeping things on-time and dependable throughout this now-electronic publication’s first year. We wish her well as she embarks on a career in the larger world of public relations, and hope that our paths cross again soon—and frequently. Clear signals ahead, Maddie!
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