March: Colorado Railroad Museum
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Colrado Railroad Museum-Delay Junction
The main building, ticket office and gift shop is a replica of an 1880s style depot building. Dedicated in 2000, it is a composite of what a late nineteenth century railroad would put up at a small division point. It also houses a collection of rare photographs, artefacts and documents, as well as model cars and locomotives, and a reconstructed telegrapher's office staffed by a mannequin! The downstairs exhibition hall features seasonal and travelling displays, the Denver HO Society's "Denver and Western" operating model train layout is south of the exhibition hall, and the Robert W. Richardson Library contains over ten thousand railroad related books. The Denver Garden Railway Society has its G-scale, railway exhibit at the museum. They operate on Saturday mornings throughout the year. The museum also holds "Ride the Rails" days on Saturdays when visitors can ride behind historic engines on a 3⅓ mile 36" gauge oval track around the museum grounds. Lastly, the Cornelius W. Hauck Roundhouse, completed in 2000, is where maintenance and restoration work is carried out. Visitors can view the operation from a glassed in walkway inside the perimeter of the building.
Denver HO Model Railroad Club Layout
Located in the lower level of the main building, the Denver HO Model Railroad Club is one of the oldest and largest model railroad clubs in the Rocky Mountain region. The layout replicates the various types of Colorado mountain railroading in HO and HOn3. HO scale is a model train that is 1/87th of the real size of standard gauge trains and track. HOn3 is the same scale, but designed for narrow gauge trains and track. Members of the Denver HO Model Railway Club will operate the model train layout on most Tuesdays 1:00 to 4:00PM. For more information, visit DenverHOModelRRClub.org.
Denver HO Model Railroad Club Layout
Located in the lower level of the main building, the Denver HO Model Railroad Club is one of the oldest and largest model railroad clubs in the Rocky Mountain region. The layout replicates the various types of Colorado mountain railroading in HO and HOn3. HO scale is a model train that is 1/87th of the real size of standard gauge trains and track. HOn3 is the same scale, but designed for narrow gauge trains and track. Members of the Denver HO Model Railway Club will operate the model train layout on most Tuesdays 1:00 to 4:00PM. For more information, visit DenverHOModelRRClub.org.
Denver HO Model Railroad Club Layout
Located in the lower level of the main building, the Denver HO Model Railroad Club is one of the oldest and largest model railroad clubs in the Rocky Mountain region. The layout replicates the various types of Colorado mountain railroading in HO and HOn3. HO scale is a model train that is 1/87th of the real size of standard gauge trains and track. HOn3 is the same scale, but designed for narrow gauge trains and track. Members of the Denver HO Model Railway Club will operate the model train layout on most Tuesdays 1:00 to 4:00PM. For more information, visit DenverHOModelRRClub.org.
Denver HO Model Railroad Club Layout
Located in the lower level of the main building, the Denver HO Model Railroad Club is one of the oldest and largest model railroad clubs in the Rocky Mountain region. The layout replicates the various types of Colorado mountain railroading in HO and HOn3. HO scale is a model train that is 1/87th of the real size of standard gauge trains and track. HOn3 is the same scale, but designed for narrow gauge trains and track. Members of the Denver HO Model Railway Club will operate the model train layout on most Tuesdays 1:00 to 4:00PM. For more information, visit DenverHOModelRRClub.org.
Denver HO Model Railroad Club Layout
Located in the lower level of the main building, the Denver HO Model Railroad Club is one of the oldest and largest model railroad clubs in the Rocky Mountain region. The layout replicates the various types of Colorado mountain railroading in HO and HOn3. HO scale is a model train that is 1/87th of the real size of standard gauge trains and track. HOn3 is the same scale, but designed for narrow gauge trains and track. Members of the Denver HO Model Railway Club will operate the model train layout on most Tuesdays 1:00 to 4:00PM. For more information, visit DenverHOModelRRClub.org.
Denver HO Model Railroad Club Layout
Located in the lower level of the main building, the Denver HO Model Railroad Club is one of the oldest and largest model railroad clubs in the Rocky Mountain region. The layout replicates the various types of Colorado mountain railroading in HO and HOn3. HO scale is a model train that is 1/87th of the real size of standard gauge trains and track. HOn3 is the same scale, but designed for narrow gauge trains and track. Members of the Denver HO Model Railway Club will operate the model train layout on most Tuesdays 1:00 to 4:00PM. For more information, visit DenverHOModelRRClub.org.
When it was built for the Colorado & North Western in 1898 by the Brooks Locomotive Works in Dunkirk, NY, (later part of Alco), this was one of the three largest narrow gauge locomotives in the world (#30-#32). To set the steam chests under the 60" diameter smokebox, they were to be canted outward. This had been done on some of Brook's recently built standard gauge engines, but it caused major lubrication problems and, of the three, only #30 had the sloping steam chests, as can be seen in the three photos above. The C&NW ran west from Boulder, CO, up the Boulder Canyon to Ward and Eldora. Freight traffic was not enough to keep the railroad profitable, so it advertised itself as the "Switzerland Trail of America" to entice tourist revenue, but finally went bankrupt in 1909. Its successor, the Denver, Boulder & Western had an even shorter life, going bankrupt in 1919. In 1920, the operation was bought by Morse Brothers Machinery & Supply Co., in Denver, which traded the three engines to the Colorado & Southern in 1921. Renumbered #74 and classified as a B-4-F, the locomotive worked on the C&S until 1943, when the last of its narrow gauge trackage was abandoned. Returned to Morse Brothers, it sat until 1948 when it was bought by the Rio Grande Southern. It had a brief life on the RGS until operations ceased in 1951 and, the following year was donated for display in the City of Boulder, CO. In 2012, after a cosmetic restoration, it was leased to the museum. #30 weighs 945,000 lbs. With 16" x 20" cylinders, a 19.3 sq ft grate, 130 sq ft firebox and total heating surface of 1,289 sq ft, it operated at 180 psi delivering 21,172 lbs tractive effort. The original inside Stephenson valve gear was replaced with Walschaert by the C&S.
Union Pacific Railroad 4-8-8-4, 4884-1 Class "BIG BOY", No. 4019
25 of these largest of steam locomotives were built in 1944 to haul heavy wartime freight trains over the mountains of Wyoming and Utah. Number 4000-4024 these locomotives served well and logged millions of miles before being replaced by diesels in the late 1950s. Eight of 25 are still in existence and are on display in museums and parks. The 4005 is on displaly at the Forney Transportation Museum in Denver. This accurate model was built by Herbert W. Votaw between 1958 and 1962, requiring 2,050 hours of work, and was the first in his locomotive series. Begun in 1943, the uncompleted model was set aside until after the Rio Grande No. 3712 was completed in 1958. Then the 4019 was disassembled and rebuilt including a completely detailed cab interior. The coal in the tender is actual coal from a "Big Boy's" tender as well as the sand in the sand domes. The model is 133 inches long, 16-34 inches high and 10-3/4 inches wide, and weighs 410 pounds.
UNION PACIFIC RAILROAD 4-8-4, FEF-3 CLASS No. 844
The 835-844 were the last steam locomotives built for the Union Pacific. These ten fast passenger locomotives were authorized by the War Production Board in 1944 to handle troop movements to the west coast. The 800s served well through the 1950s until the diesels took over. Today 844 survives as the only large steam locomotive continually retained for operation by any Class 1 railroad in the nation. In 1962, when new diesels were number in the 800 series, the ICC required the engine to be renumbered 8444. When the last of these diesels were retired in the 1990s, 8444 regained its original number again. This venerable locomotive is housed at Cheyenne, Wyoming, along with Challenger No. 3985 where they operate out of on occasional excursions and company functions. ABOUT THE MODEL This accurate model was built by Herbert W. Votaw between 1958 and 1961, requiring 1,848 hours of work, and was the third in his locomotive series. After studing the prototype, any drawins and over 200 close-up detail photos were taken of the engine parts. Herb crawed all over and under the real locomotive to gather needed information. All of the 6,720 pieces were made from scratch out of hard and soft wood, masonite, aluminum, bronze, sheet metal, steel bars, steele and copper wire, plastic, glass and hard cardboard. The model is 116 inches long, 16-78 inches high, and 10-3/4 inches wide.
Union Pacific Railroad 4-8-8-4, 4884-1 Class "BIG BOY", No. 4019
25 of these largest of steam locomotives were built in 1944 to haul heavy wartime freight trains over the mountains of Wyoming and Utah. Number 4000-4024 these locomotives served well and logged millions of miles before being replaced by diesels in the late 1950s. Eight of 25 are still in existence and are on display in museums and parks. The 4005 is on displaly at the Forney Transportation Museum in Denver. This accurate model was built by Herbert W. Votaw between 1958 and 1962, requiring 2,050 hours of work, and was the first in his locomotive series. Begun in 1943, the uncompleted model was set aside until after the Rio Grande No. 3712 was completed in 1958. Then the 4019 was disassembled and rebuilt including a completely detailed cab interior. The coal in the tender is actual coal from a "Big Boy's" tender as well as the sand in the sand domes. The model is 133 inches long, 16-34 inches high and 10-3/4 inches wide, and weighs 410 pounds.
View from the cab of Colorado & North Western #30
When it was built for the Colorado & North Western in 1898 by the Brooks Locomotive Works in Dunkirk, NY, (later part of Alco), this was one of the three largest narrow gauge locomotives in the world (#30-#32). To set the steam chests under the 60" diameter smokebox, they were to be canted outward. This had been done on some of Brook's recently built standard gauge engines, but it caused major lubrication problems and, of the three, only #30 had the sloping steam chests, as can be seen in the three photos above. The C&NW ran west from Boulder, CO, up the Boulder Canyon to Ward and Eldora. Freight traffic was not enough to keep the railroad profitable, so it advertised itself as the "Switzerland Trail of America" to entice tourist revenue, but finally went bankrupt in 1909. Its successor, the Denver, Boulder & Western had an even shorter life, going bankrupt in 1919. In 1920, the operation was bought by Morse Brothers Machinery & Supply Co., in Denver, which traded the three engines to the Colorado & Southern in 1921. Renumbered #74 and classified as a B-4-F, the locomotive worked on the C&S until 1943, when the last of its narrow gauge trackage was abandoned. Returned to Morse Brothers, it sat until 1948 when it was bought by the Rio Grande Southern. It had a brief life on the RGS until operations ceased in 1951 and, the following year was donated for display in the City of Boulder, CO. In 2012, after a cosmetic restoration, it was leased to the museum. #30 weighs 945,000 lbs. With 16" x 20" cylinders, a 19.3 sq ft grate, 130 sq ft firebox and total heating surface of 1,289 sq ft, it operated at 180 psi delivering 21,172 lbs tractive effort. The original inside Stephenson valve gear was replaced with Walschaert by the C&S.
Firebox Butterfly Door in Colorado & North Western #30
When it was built for the Colorado & North Western in 1898 by the Brooks Locomotive Works in Dunkirk, NY, (later part of Alco), this was one of the three largest narrow gauge locomotives in the world (#30-#32). To set the steam chests under the 60" diameter smokebox, they were to be canted outward. This had been done on some of Brook's recently built standard gauge engines, but it caused major lubrication problems and, of the three, only #30 had the sloping steam chests, as can be seen in the three photos above. The C&NW ran west from Boulder, CO, up the Boulder Canyon to Ward and Eldora. Freight traffic was not enough to keep the railroad profitable, so it advertised itself as the "Switzerland Trail of America" to entice tourist revenue, but finally went bankrupt in 1909. Its successor, the Denver, Boulder & Western had an even shorter life, going bankrupt in 1919. In 1920, the operation was bought by Morse Brothers Machinery & Supply Co., in Denver, which traded the three engines to the Colorado & Southern in 1921. Renumbered #74 and classified as a B-4-F, the locomotive worked on the C&S until 1943, when the last of its narrow gauge trackage was abandoned. Returned to Morse Brothers, it sat until 1948 when it was bought by the Rio Grande Southern. It had a brief life on the RGS until operations ceased in 1951 and, the following year was donated for display in the City of Boulder, CO. In 2012, after a cosmetic restoration, it was leased to the museum. #30 weighs 945,000 lbs. With 16" x 20" cylinders, a 19.3 sq ft grate, 130 sq ft firebox and total heating surface of 1,289 sq ft, it operated at 180 psi delivering 21,172 lbs tractive effort. The original inside Stephenson valve gear was replaced with Walschaert by the C&S.
Kitchen Cars are used to feed maintenance-of-way (MOW) employees and extra gangs during the summer months. Extra gangs are groups of 30-50 men who repair rails, ties and switches along the railroad track. They are hired only when there is extra work available. MOW is the most important task on the railroad; if the track isn't in good shape, nothing can run. The meals served in kitchen cars were simple and hearty. A favorite was pies. Fruit, meat, and vegetable pies were all easy to assemble and could be baked at any altitude. Pies were cooled on screened shelves attached to the car. Preparing food in a kitchen car was hot, hard work. Cooks had to peel and chop vegetables, knead brea, roll out pie dough, boil potatoes, all in a car that was usually 90 degrees or hotter. The stove was kept roaring not only for cooking and baking, but to heat hot water for washing.
Chicago, Burlington & Quincy O-5A #5629
The Chicago, Burlington & Quincy Railroad bought eight Northern(4-8-4) type locomotives from Baldwin in 1931 (#5600-#5607). Designated Class O-5, the new locomotives had Elesco feedwater heaters and Timken roller bearings. They were used to haul both freight and passenger services and proved very successful. The CB&Q then made some modifications to the design and built thirteen of its own at its West Burlington Workshops in 1937 (#5608-#5620). Designated Class O-5A the new locomotives used Baldwin boilers but were fitted with Worthington SA feedwater heaters. A further fifteen were built in 1939 (#5621-#5635), bringing the roster to thirty-six. You can see two of this last batch on the CBQ #5631 and CBQ #5633 pages of this website. Many O-5s were subsequently rebuilt to O-5A standards with Boxpok drivers, roller bearings, lightweight rods, vestibule cabs and solid cast pilots. Some, like #5629, were converted to burn oil. The Northern was arguably the optimum steam locomotive for passenger service and fast freight. The eight drivers could operate on most US main lines, the four wheel trailing truck supported a large firebox for maximum firebox and boiler capacity, and the four wheel leading truck gave good riding and tracking. The Baldwin built O-5 engines weighed 461,000 lbs, the O-5as 473,700 lbs but, except for the Worthington SA feedwater heaters, the locomotives were identical. They had 28" x 30" cylinders and were equipped with Baker valve gear and 74" drivers with a driver wheelbase of 19' 3" and engine wheelbase of 45' 6". The grate was 106.5 sq ft and the 433 sq ft firebox heating surface included 45 sq ft of arch tubes and an 83 sq ft combustion chamber. With an additional 2,403 sq ft of superheating the total heating surface was 7,628 sq ft. The tender is 350,500 lbs light with a capacity for 27 tons of coal and 18,000 gallons of water. The air pumps were balanced each side. Operating at a boiler pressure of 250 psi, they delivered 67,500 lbs tractive effort.
Chicago, Burlington & Quincy O-5A #5629
The Chicago, Burlington & Quincy Railroad bought eight Northern(4-8-4) type locomotives from Baldwin in 1931 (#5600-#5607). Designated Class O-5, the new locomotives had Elesco feedwater heaters and Timken roller bearings. They were used to haul both freight and passenger services and proved very successful. The CB&Q then made some modifications to the design and built thirteen of its own at its West Burlington Workshops in 1937 (#5608-#5620). Designated Class O-5A the new locomotives used Baldwin boilers but were fitted with Worthington SA feedwater heaters. A further fifteen were built in 1939 (#5621-#5635), bringing the roster to thirty-six. You can see two of this last batch on the CBQ #5631 and CBQ #5633 pages of this website. Many O-5s were subsequently rebuilt to O-5A standards with Boxpok drivers, roller bearings, lightweight rods, vestibule cabs and solid cast pilots. Some, like #5629, were converted to burn oil. The Northern was arguably the optimum steam locomotive for passenger service and fast freight. The eight drivers could operate on most US main lines, the four wheel trailing truck supported a large firebox for maximum firebox and boiler capacity, and the four wheel leading truck gave good riding and tracking. The Baldwin built O-5 engines weighed 461,000 lbs, the O-5as 473,700 lbs but, except for the Worthington SA feedwater heaters, the locomotives were identical. They had 28" x 30" cylinders and were equipped with Baker valve gear and 74" drivers with a driver wheelbase of 19' 3" and engine wheelbase of 45' 6". The grate was 106.5 sq ft and the 433 sq ft firebox heating surface included 45 sq ft of arch tubes and an 83 sq ft combustion chamber. With an additional 2,403 sq ft of superheating the total heating surface was 7,628 sq ft. The tender is 350,500 lbs light with a capacity for 27 tons of coal and 18,000 gallons of water. The air pumps were balanced each side. Operating at a boiler pressure of 250 psi, they delivered 67,500 lbs tractive effort.
Chicago, Burlington & Quincy O-5A #5629
The Chicago, Burlington & Quincy Railroad bought eight Northern(4-8-4) type locomotives from Baldwin in 1931 (#5600-#5607). Designated Class O-5, the new locomotives had Elesco feedwater heaters and Timken roller bearings. They were used to haul both freight and passenger services and proved very successful. The CB&Q then made some modifications to the design and built thirteen of its own at its West Burlington Workshops in 1937 (#5608-#5620). Designated Class O-5A the new locomotives used Baldwin boilers but were fitted with Worthington SA feedwater heaters. A further fifteen were built in 1939 (#5621-#5635), bringing the roster to thirty-six. You can see two of this last batch on the CBQ #5631 and CBQ #5633 pages of this website. Many O-5s were subsequently rebuilt to O-5A standards with Boxpok drivers, roller bearings, lightweight rods, vestibule cabs and solid cast pilots. Some, like #5629, were converted to burn oil. The Northern was arguably the optimum steam locomotive for passenger service and fast freight. The eight drivers could operate on most US main lines, the four wheel trailing truck supported a large firebox for maximum firebox and boiler capacity, and the four wheel leading truck gave good riding and tracking. The Baldwin built O-5 engines weighed 461,000 lbs, the O-5as 473,700 lbs but, except for the Worthington SA feedwater heaters, the locomotives were identical. They had 28" x 30" cylinders and were equipped with Baker valve gear and 74" drivers with a driver wheelbase of 19' 3" and engine wheelbase of 45' 6". The grate was 106.5 sq ft and the 433 sq ft firebox heating surface included 45 sq ft of arch tubes and an 83 sq ft combustion chamber. With an additional 2,403 sq ft of superheating the total heating surface was 7,628 sq ft. The tender is 350,500 lbs light with a capacity for 27 tons of coal and 18,000 gallons of water. The air pumps were balanced each side. Operating at a boiler pressure of 250 psi, they delivered 67,500 lbs tractive effort.
Chicago, Burlington & Quincy O-5A #5629
The Chicago, Burlington & Quincy Railroad bought eight Northern(4-8-4) type locomotives from Baldwin in 1931 (#5600-#5607). Designated Class O-5, the new locomotives had Elesco feedwater heaters and Timken roller bearings. They were used to haul both freight and passenger services and proved very successful. The CB&Q then made some modifications to the design and built thirteen of its own at its West Burlington Workshops in 1937 (#5608-#5620). Designated Class O-5A the new locomotives used Baldwin boilers but were fitted with Worthington SA feedwater heaters. A further fifteen were built in 1939 (#5621-#5635), bringing the roster to thirty-six. You can see two of this last batch on the CBQ #5631 and CBQ #5633 pages of this website. Many O-5s were subsequently rebuilt to O-5A standards with Boxpok drivers, roller bearings, lightweight rods, vestibule cabs and solid cast pilots. Some, like #5629, were converted to burn oil. The Northern was arguably the optimum steam locomotive for passenger service and fast freight. The eight drivers could operate on most US main lines, the four wheel trailing truck supported a large firebox for maximum firebox and boiler capacity, and the four wheel leading truck gave good riding and tracking. The Baldwin built O-5 engines weighed 461,000 lbs, the O-5as 473,700 lbs but, except for the Worthington SA feedwater heaters, the locomotives were identical. They had 28" x 30" cylinders and were equipped with Baker valve gear and 74" drivers with a driver wheelbase of 19' 3" and engine wheelbase of 45' 6". The grate was 106.5 sq ft and the 433 sq ft firebox heating surface included 45 sq ft of arch tubes and an 83 sq ft combustion chamber. With an additional 2,403 sq ft of superheating the total heating surface was 7,628 sq ft. The tender is 350,500 lbs light with a capacity for 27 tons of coal and 18,000 gallons of water. The air pumps were balanced each side. Operating at a boiler pressure of 250 psi, they delivered 67,500 lbs tractive effort.
Golden City & San Juan Railroad GE 55-Ton Switcher #4
This GE 55-Ton centre cab switcher was formerly on the East Broad Top Railroad in Orbisonia, PA, then at the Durango & Silverton before coming to the museum in 2006. Like EBT #M-7, which you can see on the East Broad Top page of this website, #4 was built as a 50 ton switcher in 1964, but a subsequent owner increased its weight to 55 tons. You can see other GE switchers on the North Carolina Transportation Museum page of this website, the Savannah Roundhouse Railroad Museum, the Mid-Continent Railway Museum, the Illinois Railway Museum Yard and the Southeastern Railway Museum pages.