MM: You missed something - Colorado Springs failed to live up to their side of the agreement. To this day, they are not well regarded by the two railroads and the PUC in any light. Still very adversarial to this day. (El Paso County has a few issues with the PUC and the railroads as well, especially where a succeeding regime chose not to honor the original agreement and some of the ludicrous assumptions by city and county planners and officials since.)
another of Chico's Orphans.
The fact that UP/BNSF did not install the second track across the gap during the coal boom, and now with the boom winding down, suggests they might never install a second track. For a while they were planning a bypass further east out on the prairies., but that idea seems to have died.
In Novemeber 1960, I traveled to Colorado Springs to do work at the Broadmore Hotel. The first business stop was in Chicago, in connection with work at McCormick Place, then via Texas Chief and my first ride in a dome to Wichita, for a churcj job, then the mixed-train sleeper connection to the Colorado Eagle. The porter did not wake me up in time to exist the train at the Spirngs, and after hrriedly dressing I found the conductor who had the train stop at Palmer Lake. I went to the tower to ask the towerman to call a taxi for me, and he said he would drive me back to the Springs as soon as his relief would arrive, just few miniutes to wait. The rest of the trip included the joint D&RGW-ATS&F train to Denver, the Brown Palace, the CZ to Salt Lake City,and a flight to Boise and then air back to Boston.
Palmer Lake, named after the founder of the Denver and Rio Grande, is featured on pages 46-47 in the September issue of trains. I have substantial experience with the creation of the thirty four mile single track from Palmer Lake to just south of Colorado Springs where two tracks remain for the thirty six miles to Pueblo Jct. and the route eastward toward La Junta.
The relocation for former northward trains on Santa Fe tracks over to the D&RG tracks was instigated at the request of the City of Colorado Springs because the trackage northward from Pikes Peak Ave. crossed so many residential streets (many at less than right angles) in north Colorado Springs. This track built in 1871-72 had seen the City grow in the ensuing 100 years so the citizens asked the City to look for a solution. The City negotiated with the two railroads and contributed significant funds to cover the realignment costs. As a trade-off the City was given title to the Santa Fe ROW between Pikes Peak Ave. and the CRI&P crossing in north Colorado Springs after the relocation. The Air Force Academy also wanted the Santa Fe tracks removed from the Academy Grounds so their influence weighed into the decision. The Academy now owns the former Santa Fe ROW through its grounds.
THe BNSF and UP are now the operators of the Joint Line and have an agreement covering train operations. They have the funds to recreate a double track where the current 34 mile single track exists and have not chosen to do so. I believe the UP ROW (former D&RG) has sufficient room for another main track when the two RR find it necessary.
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