- John, In the article about the construction of the bridge that appeared in the March 11, 1909 Engineering News (see the files section under Bear RiverMessage 1 of 8 , Feb 20, 2004View SourceJohn,
In the article about the construction of the bridge that appeared in
the March 11, 1909 "Engineering News" (see the files section
under "Bear River Bridge Drawings"), the first and nexet-to-last
paragraphs discuss the design and construction of the bridge to
accomodate possible future expansion to standard gauge. Obviously,
this never ocurred, as standard gauge was only extended to the
I only wish I had seen the bridge before they took it down. We went
to Lake Tahoe every summer during the '50s, and the drive thru
Colfax on US 40 was always enjoyable (especially as we had finally
escaped the heat of the valley). Even though my dad was a train
fan, I was unaware that the NCNG had ever existed, and we never took
the slight detour to see the (then inactive) bridge. It took Best's
book to show me the light.
If I can fit it, I might lay dual gauge track on my version of the
bridge, but it might be easier to select one or the other or rubber
cement two alternate sets of bridge track.
Keep checking in.
--- In NCNGRR@yahoogroups.com, John Teall <themnax@y...> wrote:
> er - intended for standard gauge? where did that come
> i'd have sworn the gravel spur was on the placer
> county (same side as the s.p. connection at colfax)
> side but i could be mistaken.
> overbuilt to a capacity adiquite for standard gauge
> maybe, but this is the first i've heard of it if that
> was the case. it WAS stout (or at least way better
> built then the spectacular failure to ritualy demolish
> it at the begining of constructing the dam seemed to
> demonstrate). but as far as i know i've never heard
> that there had ever been any serious intention to
> standard gauge.
> (not that i would know but this is (i think) the first
> i've heard THAT)
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- ... i wish you could have seen it too the attempt to blow it up at the cerimony to mark the begining of constructing the dam was hillarious or at least iMessage 2 of 8 , Feb 21, 2004View Source--- Doug Stuard <dstuard@...> wrote:
> John,i wish you could have seen it too
> In the article about the construction of the bridge
> that appeared in
> the March 11, 1909 "Engineering News" (see the files
> under "Bear River Bridge Drawings"), the first and
> paragraphs discuss the design and construction of
> the bridge to
> accomodate possible future expansion to standard
> gauge. Obviously,
> this never ocurred, as standard gauge was only
> extended to the
> gravel spur.
> I only wish I had seen the bridge before they took
> it down. We went
> to Lake Tahoe every summer during the '50s, and the
> drive thru
> Colfax on US 40 was always enjoyable (especially as
> we had finally
> escaped the heat of the valley). Even though my dad
> was a train
> fan, I was unaware that the NCNG had ever existed,
> and we never took
> the slight detour to see the (then inactive) bridge.
> It took Best's
> book to show me the light.
> If I can fit it, I might lay dual gauge track on my
> version of the
> bridge, but it might be easier to select one or the
> other or rubber
> cement two alternate sets of bridge track.
> Keep checking in.
the attempt to blow it up at the cerimony to mark the
begining of constructing the dam was hillarious
or at least i tought so.
no one had thought to set charges, near as i could
tell, to blow the pins on that little center section,
i guess they must have just expected it to collapse
from the tow main towers leaning toward it.
no way was it about to. the concrete footings where
they had set the charges were pulverized alright
but the whole thing just rose up in the air maybe a
foot or so if that, then settled right back down
pretty much where it had been with that little plate
girder section in the middle kind wedged in there
keeping it from being able to colapse.
you know the politicians had all made speaches about
what a wonderful thing the dam was going to be and all
that, and made this big cerimonial production of
blowing it up, and when the dust cleared it just stood
there, kinda messed up, but not about to fall down.
we moved up to colfax in 57 and lived there untill the
year i graduated high school in 66. my dad was shorty
teall who was a 'telegrapher/towerman/clerk' for the
s.p. right there in colfax. i used to hang out down
at the depot whenever i could. bringing him his lunch
and eating it with him or just being there most of his
shift a lot of times when i wasn't in school like in
there were a bunch of maps like that one of colfax in
the back of best's book in the back desk in the
office, along with a bunch of bill harges locotomotive
opperator's manuals and other treasures.
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- ... It sure must have been a hoot! I read the account and saw some pics in Best s and Browne s books. Thanks for the first-hand report! Since you spent soMessage 3 of 8 , Feb 21, 2004View Source--- In NCNGRR@yahoogroups.com, John Teall <themnax@y...> wrote:
> >It sure must have been a hoot! I read the account and saw some pics
> > Doug
> i wish you could have seen it too
> the attempt to blow it up at the cerimony to mark the
> begining of constructing the dam was hillarious
> or at least i tought so.
in Best's and Browne's books. Thanks for the first-hand report!
Since you spent so much time at the Colfax Depot, you might be
interested in my first scrath-build project for my NTrak module set:
Source material was Best's book and Signor's "Donner Pass", web
photos as well as some measurements I took while out there on a trip
I have also modelled the concrete enginehouse (narrowed to 5 stalls)
and hope to add the packing sheds that were west of the depot,
although my source material is kinda thin on those.
Maybe you or others in the group might have some info?
- ... http://mywebpages.comcast.net/dstuard/railimages/Colfax1.jpg ... http://mywebpages.comcast.net/dstuard/railimages/Colfax2.jpg ... all i ever saw of thatMessage 4 of 8 , Feb 22, 2004View Source--- Doug Stuard <dstuard@...> wrote:
> It sure must have been a hoot! I read the accounthttp://mywebpages.comcast.net/dstuard/railimages/Colfax1.jpg
> and saw some pics
> in Best's and Browne's books. Thanks for the
> first-hand report!
> Since you spent so much time at the Colfax Depot,
> you might be
> interested in my first scrath-build project for my
> NTrak module set:
>all i ever saw of that engine house of course was the
> Source material was Best's book and Signor's "Donner
> Pass", web
> photos as well as some measurements I took while out
> there on a trip
> in '97.
> I have also modelled the concrete enginehouse
> (narrowed to 5 stalls)
> and hope to add the packing sheds that were west of
> the depot,
> although my source material is kinda thin on those.
> Maybe you or others in the group might have some
footings and the tracks which at first, in 57 had a
whole bunce of outfit cars (box and some obsolete
passinger that had been converted to living quarters
for track crewes) parked on them. later in the early
to mid 60s there was a silica ball mill that turned
the silica rock that was the hydraulic mining tailings
into the fine powder that colgate put in toothpaste
occupied the site.
now the fruit sheds were still a going (albeit
seasonal) concern in the all through the 60s and well
into the 70s
the (east) end nearest the depot was a concrete cold
storage room that i'm not sure what year it was added
on but likely either during the last years of the
narrowgauge just befor wwii or very shortly thereafter
last time i was up there, just a couple of years ago,
the structure itself was mostly still there. what had
been the cold storage room had some outfit
manufacturing scateboard in there and they had knocked
a new hole in the wall for a loading door. i don't
think they lasted very long. this was oh more or less
arround ten years ago or so that was in there. the
next section of the fruit sheds that abbuted and
shared the platform on the standard gauge side was the
actual sorting and packing shed itself. somewhere not
too long before i got back down here from my sojurn up
in oregon, in 87, that had been converted into a kind
of minimall with a couple of botiquie type shops and a
restaurant of some kind. not really a good location
for retain and i don't think anyone in there stayed
very successfull at it very long. when i was up there
a couple of three years ago they were mostly empty and
the restaurant bussiness was closed and likely up for
current status in the last couple of years unknown.
essentialy the overall shape of the structure remained
unchainged as far as the roofline and the track
platform (north) side of it, with visualy signifigant
but structrualy cosmetic chainges on the street side.
weather any of that is still there i can't say for
sure but chances are REAL good it still is.
after the skateboard place moved out of the cold
storage room there was what looked like the beggining
of partial demolition so i don't know if that has
since taken place. the cold storage room was a
concrete structure so unless somebody put some money
and effort into tearing it down it's likely still
there or at least enough of it to get dementions off
of. the sorting shed was a mostly wooden structure,
but like i said had been maintained and is likely stll
there. further west of there had once been the
transfer shed for the narrowgauge, that (along with as
noted, the engine house itself), was already gone
when i first set eyes on the place in 57.
the y for turning engines incidently was still in
place and on rare occasions used prior to the building
of the silica ball mill and i'm not sure but possibly
in the late 50s and early 60s a single f-unit was most
often used on the work trains and would sometimes be
turned on that y. and occasionaly other power. the
ends of it would accomodate two f-units as i recall
but not three or four.
sometimes when there was more then one eastbound
freight to get in the clear they'd back it in on the
track still identified as roundhouse lead.
sometimes when my dad was working there
they'd swap power on eastboud freights especialy if
there were units failing on one.
in those days, well right up until arround 80 or 81
when my dad retired at norden they were still using
mid train helpers that were cut off at norden and sent
back down the hill light to roseville.
if a train at colfax needed additional units they'd
grab these and put them on there.
i don't know when the stopped having a 24 hour manned
office in colfax but in 77 when i left for oregon for
ten years (and my dad was still working third trick i
think it was at norden) i know they still did.
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