December, 2004
Hi Guys,
As a sometimes visitor to the site at Georgetown, and having ridden the
trains 3 times over the years, it came as quite a shock to see you were
gone. From a lofty vantage point here in Australia, I know that it is
wrong to be simply subjective and decree the closure, but the internal
politics of people without either a passion or a vision ( i.e. the CO
Historical Society) makes you wonder how you survived so long. Fight the
good fight, and remember there are those around the planet who care for
the outcome.
Regards
Mike Jackson
Melbourne Australia
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October 8, 2004
GEORGETOWN LOOP RAILROAD, INC. BECOMES HISTORY
Now that the 2004 season has come to an end, Georgetown Loop, Inc. and its steam trains have become part of Clear Creek County's remarkable history. Let's take a brief look at some facts. The Georgetown, Breckenridge & Leadville and Colorado & Southern Railroad Companies operated their trains to Silver Plume, over the Loop, from 1884 to 1939, a total of 55 years. It would be difficult to calculate how many trips their trains actually made over the Loop during that time. In the 30 years (20 over the completed line) that GLRR, Inc. operated here, they have run approximately 12,000 round trips over the Loop and High Bridge and carried close to two million people on those trains-all in perfect safety. It is highly unlikely that the original railroad ever ran anywhere near that many trains or carried that many people over the Loop. Georgetown Loop Railroad, Inc and its Shay Engines 8, 12 and 14 along with the Baldwin 40 and 44 now join the ranks of history that is every bit as valid as the original railroads that ran over the Loop. Colorado Historical Society people have done a lot of grumbling over the fact that our equipment is not authentic to Colorado and this railroad in particular. That's one reason they are trying to get C&S No.9, 60 and 71 etc back in service here. If one considers the number of trips made and people carried over the Loop, doesn't GLRR, Inc. and its equipment rank even higher now, in some ways, than the original railroads? If we could ever come back, I don't see how anyone could say we were not using appropriate historic equipment.
In my own 5 years of service with this railroad, I have worked at least 1400 round trips over the Loop and High Bridge, walked well over 400 miles (based on an average of pedometer readings) up and down our train, talked to thousands of our wonderful guests, seen new sights on every ride and enjoyed every minute of it as an experience of a lifetime. I wonder how many of the original C&S crew equaled that. The people I have worked with and worked for are the most wonderful and knowledgeable one could imagine. We have been like a family and it is sad to have to bid farewell to the railroad we have loved so much.
Some thoughts about the Georgetown Loop that have not been brought forth yet: Think of all the publicity photos around Clear Creek County and Colorado, depicting Engines 12, 14 and 40 of GLRR, Inc. The pictures are used in Clear Creek County and Colorado tourism brochures, websites and are sold in countless locations in the form of postcards, paintings, t-shirts, calendars and numerous other gift items. After this year, all of these photographs will be obsolete. Photos of GLRR, Inc. engines can no longer be used to advertise the Georgetown Loop or Clear Creek County. Postcards alone are printed in the thousands by several different companies. They still hold unsold stock of these cards in their warehouses, as do the stores who sell them, and will find them unsellable. Rails fans and collectors will always like these items, but the average tourists want pictures of what they did and saw. I've had 30 years experience photographing for postcards around Colorado and am quite familiar with the need for up-dated pictures on the cards. If a card is not current, customers will say, “That's not the train I rode” or “Those cards show a steam locomotive pulling the train. Why didn't they run that train today?” Etc. Etc.
There now is the problem of how to promote next years train with pictures for County Tourism, websites and things for the tourists to buy. To begin with, it is still unknown what, if any, train will operate here. It will not be possible (except with computer manipulation) to get pictures of the new train on the Loop until it is actually there running next spring. Then it will take time to photograph and publish the pictures. Postcards, for instance, are often printed in batches of thousands to get the cost-per to practical levels. Many cards are printed in Italy or other countries and publishing time from new photo to products in the stores can take several months. Pictures and advertising for the new railroad operation will need to be in place well before the season opens. What will they use? Perhaps the funny picture, on the CHS card, of an elf standing in the middle of the stream looking up at the “Georgetown Loop-The-Loop” will suffice? Since they still cannot explain to anyone just what train will run here next year, perhaps Mr. Bell and Mr. Behrens, of the CHS, would be willing to walk out on the middle of the High Bridge and pose there, holding up their famous banner {THE TRAIN IS ALIVE IN 2005}for a photograph. That picture could then be used for early publicity until a real train of some sort is in place. That picture would surely convince everyone that an actual train will operate next season.
Other dilemmas loom as well. Despite the publicity of the contract situation, there will be a large number of people unaware that the well-known trains will not be here in 2005 and will be extremely unhappy to learn what has happened when they come for a ride next year. Those of us who worked the train as conductor/brakeman have tried to answer the questions asked by hundreds of our passengers about the situation. They point to the CHS banners and say, “That sign says THE TRAIN will run next year.” We then had to try to explain that it won't be THIS train, but something else that is still unknown. If people come here next summer and do not find a real steam operation in place, they will extremely upset.
Those of us who worked on the train were often asked, “Will you work for the new operator?” I would usually answer, “No, I have no desire to be a part of re-inventing an operation that has run so well for the last 30 years. I plan to remain with our people and be a part of our next operations as they come along”. In fact, I will not even ride whatever runs here next year. After working as brakeman for five years with GLRR,Inc. and doing mechanical work on the equipment in the Silver Plume shop during the winter, I have a very good knowledge of why and how our trains have operated so safely all these years. The new operator chosen for next year is unfamiliar with operating on this steep and winding mountain railroad and they are going to have to prove themselves as being capable of a safe operation for a year or two before I'll even get on their train.
Railroad history books are numerous and they are loaded with historical photographs. Those depicting the early days of trains running from Denver to Silver Plume and the Argentine Central Railroad, which ran from Silver Plume to Mt. McClellan from 1905-1918, include many, many pictures of train wrecks. They, indeed, had their problems in those days. In today's modern railroading, the news often records wrecks as well. When the history books record the 30 years of operations of Georgetown Loop Railroad, Inc., there will countless photographs, but NOT ONE OF A TRAINWRECK. I sincerely hope the new operator will have a safe venture, but they will have a lot to learn and be extremely careful.
With the successful record of GLRR, Inc. in mind, it would seem that the CHS would jump at the chance to keep the railroad operating with the same company. It would insure a practical railroad operation and keep Clear Creek County's economy from tourism in check as well. It has been evident however, that the CHS, even from the early attempts at negotiating the contract in the beginning of the year, has really wanted GLRR,Inc. to leave so that they can run the operation themselves. The amount of money the CHS refused to negotiate with in March, 2004 to complete a contract was peanuts compared to what they are now willing to spend to get a whole new operation under way with very questionable equipment.
The CHS has yet to really explain to anyone what they have apparently had in mind for a long time.
Ron Ruhoff, GLRR, Inc conductor, Clear Creek County resident and Photographer.
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Sept. 10th, 2004
Open letter to Loop Coordination Committee members:
All of you folks on the LPCC have been hearing the promises from CHS about the train will run in 2005. After attending the August 25th meeting, it seems important to us that you hear more about the Georgetown Loop. Here briefly is a short form of the history.
In the early 1960s the state highway department began planning to build the new interstate highway right up the middle of this valley. This would have destroyed our railroad grade and the mining history the valley contains and the Colorado Historical Society felt this history should be preserved. They were successful in getting the highway department to locate the interstate on the side of Republican Mountain where you see it now.
Our company became interested in building the Loop and approached the Society in the fall of 1972 to see if they would let us rebuild the railroad, as they had made no move to begin the project. In the spring of 1973 one of our owners contacted the US Navy Reserve CBs who were looking for a railroad project for their summer training. Our owners and volunteers went to an industrial track that Union Pacific had donated to the Society “as is where is”. Our crew pulled up the track, fittings and usable ties, loaded it on trucks and hauled it to Silver Plume. The CBs set the first bridge, the pin truss, in 1973 and laid track up to High Fill. Not well known is the fact that the pin truss bridge was purchased by our owners and donated to this project. Our owners and volunteers extended the track around High Fill curve before stopping for the winter. Our company provided a railroad engineer to advise the CBs on proper railroad construction. In 1974 the CBs completed the pin truss bridge, installed the bridge at the mine stop and completed the track to Silver Plume. Over the next several years our employees and volunteers extended the track from the mine stop to the high bridge. Our people also built the original platform at the mine stop and at the Georgetown end of the line. In 1979 our employees installed the water tank in the Silver Plume yard that had been donated to the Society by the Coors company. In 1981 our employees went to Paonia Colorado and removed switches and rail again donated by the Coors company to complete the track layout in the yard at Silver Plume. By 1975 we were able to operate our first passenger trains and we have run every year since then. In 1984, the new high bridge was completed and the track and facilities below the bridge were complete in time for our 1985 season. And someone said the GLRR, Inc. is anti-preservation??
Now for CHS' doing what they say they will do, go up to the Devils Gate Viaduct and look at the abutments. On each side you find steps cast onto the sides of the abutments. You will also see a large number of granite blocks lying on the ground. These blocks were the abutments from the original high bridge. CHS was to have them cut into thin blocks (maybe 6"”thick) and “glue” them to the concrete abutments to make them appear as the original abutments looked.
The new high bridge was completed in 1984 and those granite blocks are still laying where they were in 1984.
At the August 25th meeting, questions were raised as to the status of engines 9, 60 and 74(30). The stock CHS answers were:
We are looking into that
It is being evaluated
That's under investigation.
No one in the audience heard anything faintly resembling a concrete answer. The same goes for any rolling stock to be used with the non-existing locomotives.
CHS has decided to award a contract to an out of state company that has little or no three foot narrow gauge equipment, no locomotives. The money earned by the GLRR, Inc. stays in Colorado. That company has said they WILL acquire some diesels and run diesels for the first year or two and would even disguise them as steam engines. The RFP plainly states that the vendor selected WILL run a steam powered tourist railroad. When questioned about modifying the RFP, their attorney stated that the RFP cannot be altered or it voids the RFP process. So how can CHS enter into a contract with such a vendor?
As an aside, we have learned that a deal has been made to place #9 on display in Breckenridge and get their display engine (#111) to be “evaluated” for use at the Loop. #111 is from the same central
American railroad as the GLRR, Inc. #40 and 44. So much for using “historic Colorado & Southern “ equipment.
You all have heard the railfans indignation at the thought of using the historic C & S passenger cars in daily tourist train service, so we wont repeat it.
What this all boils down to is this:
CHS has shown no steam locomotives are available, cars exist only in someone's imagination, but
“THE TRAIN WILL RUN IN 2005”.
Those of you who are concerned about the businesses of Georgetown and Silver Plume and the sales tax revenues to those towns and Clear Creek County it may be the time has come to demand that CHS put up or scrap this RFP process and deal in a reasonable manner with the GLRR, Inc. You all know what the railroad means to you, if CHS fails, realize it is no skin off their nose. All the CHS employees will continue to get paid, they don't risk losing their houses or businesses, their kids will still go college, they will buy a new car next year and take a great vacation. Who will be the losers-Georgetown, Silver Plume and Clear Creek County. We are the employees of the GLRR, Inc. who make this current railroad what it is, the premier steam powered tourist railroad of this country. We have become internationally known and attract visitors from all over the globe. These people buy souvenirs and eat at the local businesses. A diesel powered train will cut a big piece of this business out, as people will not be excited about such a ride. A smaller train will not accommodate the crowds now handled by the GLRR, Inc. thus a still smaller piece of the tourist profit pie.
We spoke to a person who called CHS to inquire about operating the Loop. This person told us the CHS spokesperson said that CHS felt the property was under utilized and perhaps a hotel could be added. This would sweeten the pot for a potential operator. We wonder if that has been the draw for the operator designate who has expressed interest in additional development in the Georgetown area. In the newspaper article at the time the “notice of intent to award a contract” the operator designate was quoted as saying they were interested in getting a toe hold in Georgetown. The recent Denver Post article (9/3/04) indicates the same intent. Is the operator designate another Walter Berry, wanting a hotel down by the lake, with a ski lift to the top of Saxon Mountain or perhaps an outlet mall at that location or an amusement park like their New York State operation? We wonder if operating the train is simply a necessary evil to accept for the opportunity of large-scale development in the Georgetown area. The idea of a hotel was brought up at the 8/25 meeting and CHS quickly pointed that “that was just a for instance”. Real curious how this hotel thing keeps popping up. It does make sense, since the RFP terms practically guarantee the operator to lose his shirt on the deal. Or perhaps this is what CHS expects to happen and after one or two years, will have to terminate the contract of the new operator for failure to perform to CHS' expectations and be forced to take over the operation themselves. By that time they may actually have a steam locomotive to operate and maybe some cars. Or perhaps they will locate a non-profit to operate the railroad. Does anyone know of a local non-profit that might have a close tie in to CHS?
One thing that CHS seems to be unaware of is the need to have multiple steam engines, each capable of carrying the full load of business. Steam engines are wonderful machines, but require a tremendous amount of maintenance. Additionally, some serious diesel locomotives are necessary to provide maintenance for the railroad, to perform rescue operations when a steam engine on today's train decides it needs time off and to substitute for the steam engine until the steam engine is coaxed back into service.
We, the employees of the GLRR, Inc., will not work for another operator of the Loop. We, just like the owners, have put our blood, sweat and tears into this railroad, it is our railroad. This is not simply an employer-employee relationship, WE ARE A FAMILY. We have willingly worked extra to resolve problems, at times on our own, with no expectation of compensation because this is our railroad. We built it, we keep the equipment in good repair and we operate it safely for our passengers. This little mountain railroad is hard on equipment and difficult to operate, considerable skill is required to do so safely. The future vendor will have to bring in people from their other operation who are used to a railroad running in a flat state, using equipment which is new to them. This seems a certain recipe for difficulty, hopefully not a disaster as that would kill the railroad forever. If you feel that a diesel powered train with 3 or 4 cars carrying 100 people per trip will keep your business going, we thank you for reading this and wish you luck.
We don't want to close the GLRR, Inc., we love it.
DO YOU?
For your further information, the owners of the GLRR, Inc. had no part in putting this letter together. This is solely the effort of the people that have signed the letter. Our owners have repeatedly told us that though they appreciate our loyalty to them, that if our livelihood requires any of us to work for a new operator, we should do so without any apologies to them.
Natasha Bettis, Fireman GLRR, Inc., 5 years railroad experience
Howard Burkhard, Engineer 13 years experience GLRR,
Boiler Inspector 26 years, 20 years with GLRR
Ryan N Davis, Conductor, 1st year GLRR, Total experience 5 years
Gary Easterling, Roadmaster/Engineer, 11 years railroad experience
Steve Flemmer, Mechanic, 15 years experience, 4 years GLRR
John A Hammond, Trainmaster/Diesel Electrician, 24 years with GLRR
Ted Krumreich, Engineer(FRA Cert) 22 years experience, 17 years GLRR
Wayne Lyle, Conductor/Brakeman, 5 years GLRR
Jason Midyette, Conductor, 5 years GLRR
E W “Skip” Luke, Engineer GLRR, Inc. 40 years railroad experience
Steve Peck, Fireman/Student Engineer, 14 years experience
Jeff Ramsey, Conductor/Shop, 2 years with GLRR, Railroad Historian
Phil Reader, Engineer/Locomotive Mechanic, 27 years of engine service
Ron Ruhoff, Conductor, 5 years, GLRR, Inc. photographer for 30 years
Shane Schabow, Student Brakeman, 1st year GLRR
Gus Sitas, Fireman/Track crew, 8 years railroad, 2 years GLRR
K S Wilcomb, Engineer, 18 years experience, GLRR and other tourist lines
Sam Wilson, Fireman, 7 years steam locomotive experience
Bob Woodring, Machinist, 45 years experience, 16 years GLRR
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While I cannot speak for GLR's owners, I do find a few items in the RFP objectionable. CHS sets forth a business model which they think is workable and they require all bidders to adhere to their model.
While the merits of their model are up for debate, the fact remains that each bidder's proposal must adhere to their terms. If you have another approach to the situation you would rather take, it must be submitted as a second, alternate, proposal in addition to the first. The RFP states:
"CHS will also allow additional alternative proposals that suggest a different approach to operating and managing the Georgetown Loop Historic Railroad. Important: an offeror must also submit a standard proposal that adheres to all mandatory requirements to be able to submit an alternate or optional proposal."
What if you're not interested in operating the railroad under any terms other than those stated in your alternate proposal? That decision is made by the CHS:
"The CHS, at its sole discretion, reserves the right to accept or reject in whole or in part any proposed optional plan or alternate proposal. An offeror's standard proposal should not be dependent upon the optional plans or activities described in the alternate proposal. "
What if they reject your alternate in favor of your proposal that follows their business model? Sounds like a good time to gracefully bow out of the running - ha, not so fast. Again the RFP:
"A proposal submitted in response to this RFP shall constitute a binding offer . A submission in response to this RFP acknowledges acceptance by the offeror of all terms and conditions including compensation, as set forth herein ." (emphasis added)
Does this sound like a great thing to get yourself into? I don't think so and I venture to guess that the owners of GLR didn't think so either. Obviously there had to be more to their decision than what I have here, but can you blame someone for not wanting to get themselves into such a mess?
Natasha Bettis
Idaho Springs, Colorado
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September 6, 2004
Re: Georgetown Loop Railroad (http://www.georgetownloop.com/) -- family train operation pushed out by Colorado Historical Society
This looks like a power-and-money grab by a "non-profit" bureaucracy.
Have ridden the Georgetown Loop, and found it (and its Gift Shop) to be attractive, responsible, well-run -- and not the trashy tourist-trap that most such operations have become. With some technical background, and some familiarity with steam technology, I closely examined the current trains, track and facilities, and carefully observed the operation of the train, up close. I was quite impressed.
Indeed, this is -- by far -- the most impressive historic/steam train operation that I have ever seen, and something for which Colorado should be proud and grateful.
Its historic significance is presented in a fairly clean, straightforward unsullied form. This would be in keeping with only legitimate justification for any "Historical" society or foundation.
The decision to put the Georgetown Loop Railroad contract up for bid suggests that the Colorado Historical Society is willing to turn the Georgetown Loop Railroad over to the low bidder, and into another of Colorado's cheap, glitzy, filthy tourist traps -- where history is prostituted for profit.
If there was any doubt about that, it was completely eliminated by the statement from Ron Trottier, general manager of the winning bidder, Railstar (which operates tourist trains in Maine and New York, and restores train equipment), to Denver's Channel 9 News (Denver Post, Wed., Aug.18, 2004) which says:
"We'd look forward toward maybe expanding into other areas, other possible ventures in the immediate area between Georgetown and Silver Plume, tourist-related activities that would be consistent with the railroad and historic park."
For those unfamiliar with this vague language, using parlance common in the tourism industry, such announcements generally mean that the winning bidder plans to turn the site into a tourist-trap / theme-park -- completely trashing the historical experience, and replacing it with $5 hot dog stands, $10 ferris-wheel rides, a strip mall of trashy knick-knack stores, and more pavement and flashing lights than a block in downtown Las Vegas. And where better than along I-70, between Denver and the ski resorts?
This would NOT be the first time that a "civic" organization has turned to whoring its icons for profit, with a host of not-so-clever excuses ("We wanted to be sure more people would have the 'experience'", "We wanted to be sure of the financial viability of the program," "We wanted to expand the offerings to the public") -- all to cover their real reasons.
For most such organizations (typically ruled by clannish, elitist, snobbish and possessive 'do-gooder' busybodies, who have never turned a wrench in their lives), the real reasons are petty spite and the egotistical thrill of arrogant authoritarianism, or to feed other less-popular historical project ambitions (requiring the "milking" of the popular operations for funds), or simply the desire of organization officials to get control of more money (some of which always finds its way into their pockets, or those of their friends and families).
The operation of historic steam trains (and other steam vehicles, such as steam tractors and steam fire engines) is an ungodly complicated, demanding and risky business, and requires a technical knowledge and sophistication that is utterly beyond most historical society people -- who know a pretty painting when they see one, but generally wouldn't know a steam whistle from a steam valve.
Steam-engine knowledge is almost exclusively in the hands of a few (almost purely male) blue-collar craftsmen, who have made a lifetime hobby/obsession out of steam trains, with precious little thought to their own fortunes. The most successful such operations, and the most spectacular, are typically those precious few family organizations which have succeeded in passing the knowledge down through the family tree.
While this clannish arrangement is justifiably criticized as too exclusive, that is remedied by contracts which require the family to submit to thorough historical and technical documentation by outside observers, approved by the organization. (With videotape, digital imaging and CAD technology being what it is today, this is incredibly easy to do, for those who know what the heck they're doing.)
But the family structure in these steam-machine restorations and operations is incredibly important, because it tends to reduce the dangerous carelessness, miscommunication, destructive turf-fighting and litigation which typically plague operations involving such complex, risky and expensive machinery.
More basically, family operations involve a closeness and informality which sharply reduces costs, improves communications, expedites operations and accelerates urgently needed changes. Commercial operations simply can't compete on merit.
Furthermore, in steam operations (and many other historic technology operations), the successful, LONG-running family organizations are vastly more stable and dependable than most commercial operations.
While executives of a corporation face little or no risk from safety disasters (all too possible with railroads of any kind), family operations have a powerful PERSONAL stake in the survival of those aboard the train, and are far more safety-conscious. (That's a major issue for a historical society, which chooses a 'low bidder' who later gets people killed: The Society's assets -- including all historic properties -- are subject to seizure in a lawsuit , and in some cases the officers of the organization are personally liable, despite any "corporate veil" or contract liability waiver).
Finally, there is the matter of family honor. A corporation -- legally defined by a balance sheet and income statement, and a diverse board of largely anonymous decision-makers and shareholders -- is only a THING. In itself, it has no soul, no personal dignity, no conscience.
A family does.
The constant battle in historic preservation is between the convenient and the conscientious -- between practicality and perfection -- between profit and quality. Commercial operations INEVITABLY gravitate towards convenient, practical profit. In historic technology, most long-running family organizations strongly gravitate towards conscientious, perfected quality. This clearly seems to be the case with the current family operation at Georgetown.
Trading off this outstanding tradition for a juicy show-biz contract is a level of sluttiness unconscionable for any civic organization, and most particularly any "historic society." While I have no personal or business affiliation with the Georgetown Loop or any of its people, I feel personally violated, as a member of the history-loving public, by this callous, calculated, radical -- and seemingly reckless -- devolution of one of Colorado's finest historic institutions.
This should not happen.
Richard Harris
Technical and Industrial Historian
Wichita, KS
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August 31, 2004
Who can I contact to show my support for the current operator? My 13 year
old daughter and I drove out from St. Louis just to ride the Loop. I was
saddened by the recent developments, and wanted to ride it while there was
still a chance. Unfortunately my wife, her 2 sons and my other daughter was
unable to make the trip with us and I am upset that she will not be able to
have the experience of the thrilling ride. I would not have made the trip
to ride behind a diesel. We spent four to five hundred dollars on the trip.
We stayed in Idaho Springs, ate lunch in Georgetown, purchased souvenirs,
went to the Colorado Railway Museum, along with a few other things. This
is money that will not be spent again next year to come out and ride behind
a diesel. If in a couple of years Steam is returned, so will we. My 73
year old Father has planned to come out and ride the train at the end of
September. He also is making the trip before the change occurs. Again this
is money spent in the local economy that will not be there if diesels are
the motive power for the loop.
A proven loyal operator is in place, rather than run them off, They should
be embraced and commended for all that they have done. Don't let this
squabbling ruin a good thing for the economy of Colorado, and the loyal
railfans who make the trip to see it.
Sincerely,
Scott Francis
O'Fallon, Mo
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September 2, 2004
Last week a fellow 4449 Crew Member and I spent a few days visiting the Georgetown Loop Railroad. We wanted to see this operation one last time before the current operator left. As with many people, we felt all Spring and early Summer that the State would wake up to the reality that a new operator could not be found to offer the same service as the Ashbys do now. Unfortunately the politics of the CHS (operated by the State of Colorado) would not waiver.
Here is what we saw during our visit: One of the very best and safest run passenger operations we have seen in our years of railroading. My friend and I have seen and operated on many freight and passenger railroads. What we witnessed at the Loop was simply a professional, well-run, friendly group of employees that took perfect care of the equipment and followed all operating rules to the letter.
The trains were sold out on may of the runs we were on. While in the cab with the crews we saw 3 different sets of engine crews during our visits. All kept a steady watch for any sign of trouble and were quite skilled in their operation of #40 as she climbed and descended the 4% grades and curves of the Loop.
Hanging around the depot and the town of Georgetown and Silver Plume were CHS banners proclaiming "The Train Will Run in 2005!". Pictured on these banners was a drawing of a steam loco that resembled Thomas The Tank Engine. These banners were clearly erected to do "damage control" by the CHS. The business owners in town have had several town meetings in the last few weeks where the CHS has tried to convince them that "They have a train". Unfortunately, that is NOT true.
Nearly all the rolling stock at the Loop belongs to the current operator and will be moved out, starting this week.
The CHS has NO operating locomotive. NONE! They hastily moved C&S #9 to the Uhrich Locomotive Works in Strasburg, CO a few months ago. CHS had intended the #9 to go to Chama for inspection and rebuilding but was turned away in route when CHS 'discovered' there was asbestos under the jacket. Uhrich agreed to remove the asbestos and do an ultrasound test. #9 would take HUNDREDS of thousands of dollars and YEARS to get operating. Even then she would be too small to pull the trains of the Loop. While we were there, #40 pulled 9 car trains that were completely full.
The CHS now realizes the waste of time and money they have made with #9. CHS is now trying to trade #9 to the town of Breckenridge for the 2-8-0 #111 on display there. This engine was a South American Baldwin similar to #40. She was bought by Breckenridge out of the auction in Kansas a couple years ago. She was cosmetically restored by Uhrich a year ago. This engine, too, would require hundreds of thousands of dollars and YEARS to re-build.
On Thursday, we watched CNW #30 moved out of the park in Boulder by the CHS. In their haste to find a steam locomotive CHS convinced the Parks Department of Boulder to give them #30 for use on the Loop. This angered many of the townsfolk of Boulder since the engine had been in the park for the past 52 years and was well cared for.
I have a soft spot in my heart for #30 since my great-grandfather was killed on this engine in the April 18, 1901 wreck on Grassy Mtn in the CNW.
Again, #30 (RGS #74) will take hundreds of thousands of dollars and YEARS to rebuild.
While on the #40 one day we received a call from a friend on the SVRY that just had been contacted by the CHS. The SVRY was approached about leasing to the CHS the old 70-ton Porter DIESEL that the group had bought at the Kansas auction. The engine is not operable and would take PLENTY of work to make it run.
The CHS has no train. They have NO passenger cars. When the Ashbys leave this fall, they will clean the shop down to the bare walls and floors since ALL the machine equipment and tools are theirs. The spare ties and rails and track equipment will all go.
What the CHS has is a handful of old boxcars, a caboose and the track in place. Lets talk about the track. The track maintenance we saw at the Loop was simply the best we had seen on any operating tourist railroad we had ever been on. There were NO broken ties or even ties that looked worn. The ballast was neatly applied and in perfect condition. We saw absolutely no evidence of track movement even on the sharp curves and steep grades of this amazing railroad.
In summary, what the CHS is doing to this operator and the towns that rely on the railroad, borders on criminal. This year the railroad will carry over 140,000 people. That is a huge impact on a town like Georgetown whose population itself is only 1,000 people.
The current operator has 32 years experience running this line with NO accidents. That is impressive. The State should have considered that finding a comparable operator with this experience and safety record is even harder then finding historic narrow gauge railroad equipment that is capable of handling the demands of the traffic on the Loop.
If any of you have the chance to ride the Loop, do it now. The Shays #12 and #14 and Baldwins #40 and #44 will all be sent to the CRRM at Golden in the next few weeks. The cars will go a number of museums in the area for storage.
The public is the big loser here. Many thanks to the crews we met at the Loop for warm hospitality during these trying times. We wish you the best and thank you for 32 years of spectacular mountain railroading at it's finest!
Martin E. Hansen
Francis Hansen & Martin LLP
1148 N.W. Hill St.
Bend, OR 97701
