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Colorado & Southern, Fort Worth & Denver Train Pictures

The Denver, Texas, and Gulf Railroad acquired rights over the Denver & Rio Grande between Pueblo and Trinidad in 1887. It added the third rail to make the line standard gauge and then began building toward Texline. The Colorado & Southern began as a collection of bankrupt narrow gauge railways in 1898. The C&S came under the control of the CB&Q in 1908 although it continued to operate as a separate company. Around 1910 the C&S acquired control of the Fort Worth and Denver City. Construction of the Fort Worth and Denver City began in north Fort Worth in November 1881 and reached Wichita Falls in September 1882. The line reached Harrold in 1885, Chillicothe in 1886, Amarillo in 1887 and met the Denver, Texas, and Gulf Railroad 30 miles into New Mexico on March 14, 1888. Both the C&S and FW&DC shifted from dispatching trains via telegraph to telephone in 1921. The Fort Worth and Denver City was renamed the Fort Worth and Denver Railway Company on August 7, 1951.

Burlington Northern train 151 with Colorado & Southern SD45 at Bowie, Texas

In 1926, the FW&DC added 15 regular and 2 dwarf GRS color light signals on 2.5 miles of double track and 5 miles of single track in Fort Worth. In 1931, it added 51 GRS color light signals between Saginaw and Henrietta and six color light signals at Childress in 1932. A national signal survey taken in 1946 indicated that the FW&DC had no signals in the following areas where passenger trains exceeded 60mph and freight trains exceeded 50mph:
Henrietta to Wichita Falls 18 miles 15 trains/day
Wichita Falls Childress 106 miles 11 trains/day
Childress to Amarillo 115 miles 13 trains/day
Amarillo to Texline 117 miles 12 trains/day

In 1952, the FW&D installed US&S automatic interlocker controlling four signals at Henrietta and installed US&S signals between Henrietta, TX and Wichita Falls 17 miles. In 1953, it ordered GRS CTC for Wichita Falls to Esteline 123 miles. The project used a modified form of CTC with power switches at one end of the siding and spring switches at the other end. The project was finished in 1955. At the time, the line had 4 passenger and 8 freight trains a day. In 1954, it installed GRS automatic interlockers at Quanah to control four signals, at Acme to control four signals, and Vernon to control seven signals and one switch.

During the late 60s, there was very little traffic on this line. With the opening of the Powder River Basin in the early 70s coal traffic to Texas boomed. Locomotives from connecting railroads at Fort Worth were pooled with BN power. During the late 70s and early 80s BN was using SD40s and U30Cs. Pool power from the MKT and Santa Fe was SD40s. SP units were SD40s and U33Cs.

Not much changed on the line operationally, until the BN added CTC between Trinidad and Des Moines in the mid80s and then added block signals between Amarillo and Des Moines around 1990. The segment from Estelline to Amarillo remained dark territory until a head on collision near Clarendon in May 2002. The railroad then began installing CTC islands on this segment.

A few pictures have been added to this gallery from a short trip I made in 2006. These pictures are not high resolution pictures from slides but snap shots from an HD video camera. Those pages will not have disk numbers. I've also added a few timetable pages as reference:

former ATSF Boise City Subdivision

former FW&D Dalhart Subdivision

plus Red River and Wichita Falls Subs

Lynn, CO

Ludlow

Des Moines, NM

Grande

Grenville

Mount Dora

Royce

Clayton

Texline

Dalhart

Amarillo

exATSF Dumas

Kasota

Clarendon

Ashtola

Hedley

Memphis

Carey

Quanah

Chillicothe

Vernon

Iowa Park

Henrietta

Dick Worsham

Bellevue

Bowie

Fruitland

Alvord

Decatur

Herman

Saginaw

North Yard

Tower 60

Fort Worth

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