Re: Modeling Colfax (was Re: Bear River bridge progress report)
- --- 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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