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-The Project Gutenberg EBook of Three Little Lines, by Josie Mary Moore Crum

-

-This eBook is for the use of anyone anywhere in the United States and most

-other parts of the world at no cost and with almost no restrictions

-whatsoever.  You may copy it, give it away or re-use it under the terms of

-the Project Gutenberg License included with this eBook or online at

-www.gutenberg.org.  If you are not located in the United States, you'll have

-to check the laws of the country where you are located before using this ebook.

-

-Title: Three Little Lines

-       Silverton Railroad; Silverton, Gladstone and Northerly;

-       Silverton Northern

-

-Author: Josie Mary Moore Crum

-

-Release Date: July 16, 2020 [EBook #62664]

-

-Language: English

-

-Character set encoding: UTF-8

-

-*** START OF THIS PROJECT GUTENBERG EBOOK THREE LITTLE LINES ***

-

-

-

-

-Produced by Stephen Hutcheson and the Online Distributed

-Proofreading Team at https://www.pgdp.net

-

-

-

-

-

-

-    _FRONT COVER_—“The covered turntable at Corkscrew Gulch. It served

-    as part of the main line.” (_C. W. Gibbs_) See discussion and

-    diagram pages 12, 13 and 14.

-

-

-

-

-                           THREE LITTLE LINES

-

-

-                          By Josie Moore Crum

-

-

-                           SILVERTON RAILROAD

-                    SILVERTON, GLADSTONE & NORTHERLY

-                           SILVERTON NORTHERN

-

-

-The originals of these articles appeared in Bulletin 74 of the Railway

-and Locomotive Historical Society in October 1948. A second edition was

-published by Bert Baker in the fall of 1956. The present volume contains

-additional information and pictures gathered since the appearance of the

-earlier publications.

-                                                                  J.M.C.

-

-                             Copyright 1960

-                          by Josie Moore Crum

-

-   All rights reserved. No part of this book may be reproduced in any

-           form without written permission of the publishers.

-

-                             Reprint Rights

-                         L.A. “Johnny” Johnson

-                                Box 348

-                         Ouray, Colorado 81427

-

-

-                              Published by

-                          DURANGO HERALD-NEWS

-                           Durango, Colorado

-

-

-

-

-                              INTRODUCTION

-

-

-The Southwest has had a most romantic history. It is the oldest portion,

-both in the way of interior exploration and in the way of settlement, in

-the United States.

-

-The Coronado Expedition of several hundred Spaniards left Mexico in 1540

-and journeyed up into what is now central New Mexico. The convoy

-consisted of soldier aristocrats on their caparisoned horses and in

-their picturesque regalia, and of common soldiers, fortune seekers and

-servants. Accompanying the train were hundreds of horses packed with

-supplies and hundreds of cattle, sheep and hogs for food purposes.

-

-They established themselves at Tiguex, New Mexico and spent two years,

-1540-42, conquering the Indians and searching for treasure. One party

-went west and discovered the Grand Canon and another went east as far as

-Kansas. They found no riches but explored, mapped and named the country

-and took possession of it for Spain.

-

-New Mexico was settled in 1595, permanently, except for a short period

-when the populace fled because of an Indian uprising. The first capital

-was San Juan though it was soon moved to nearby Santa Fe. It should be

-noticed that this settlement preceded colonization on our eastern coast.

-

-No one knows when the Spanish first entered Colorado but the country

-seemed well-known and named when Juan Rivera made his first trip into it

-in 1765. He led a party across the southwestern part of the state to the

-Utah border and back to the Gunnison River near Hotchkiss. Within the

-next ten years he made three more trips of the same kind.

-

-The Escalante expedition of 1776 wanted to find a northern route from

-Santa Fe to Los Angeles. They followed the same trail as had Rivera to

-Hotchkiss but from there went north and then west to Utah Lake. Because

-of a shortage of food they started home, crossing Utah, the Colorado

-River and Arizona and arriving at Zuni, New Mexico. This party very

-thoroughly mapped and named everything in the course of the journey.

-

-The most commonly traveled route across Colorado was the “Old Spanish

-Trail”, used in the 1830’s and 40’s by trade caravans operating between

-Santa Fe and Los Angeles, woolen goods going to the west and horses and

-mules to the east. It traversed Colorado, Utah and southern Nevada. All

-of these caravans, incidentally, crossed the Animas River and Ridges

-Basin Pass just at the south edge of Durango. This last part was later

-used by the American pioneers.

-

-Meanwhile, trappers were thoroughly working every stream in southwestern

-Colorado and selling their furs at Taos or Santa Fe.

-

-After the war with Mexico and due to the treaty of 1848 the United

-States acquired all of the southwestern part of the country.

-

-Gold was discovered on Cherry Creek, the Denver area, in 1859 and a rush

-to that place began. The same year Captain Baker led a prospecting group

-into what was later Silverton and named the spot “Baker’s Park”.

-

-Two years later he, with another party, made his way up the Animas River

-and established the little town of Animas City, fifteen miles north of

-present Durango. There the settlers panned the river for gold and built

-the first bridge in all of southwestern Colorado, “Baker’s Bridge”. The

-panning Operation was not successful and, on news of the outbreak of the

-Civil War, the whole citizenry precipitately departed.

-

-After the Civil War a young man by the name of Otto Mears moved into the

-Saguache country and went into the wheat raising and merchandising

-businesses. To get his wheat to market he had to start building roads.

-He ended up with about 450 miles of roads which laced together all of

-the mountain towns in the extremely rugged San Juan Mountains.

-

-Mears served as Indian Commissioner for a number of years and, as such,

-negotiated several treaties with the Utes. The first one in 1868 forced

-them out of central Colorado, the second one in 1873 forced them out of

-the San Juan Mountains and the third one in 1881 forced them out of

-Colorado entirely.

-

-The Denver and Rio Grande Railroad arrived in Durango in 1881 and in

-Silverton the next year. Meanwhile it was building another line from

-Salida to Grand Junction and arrived there in 1883. Four years later a

-branch was run from Montrose to Ouray.

-

-The same year, 1887, the Silverton Railroad, one of the subjects of this

-booklet, started out of Silverton and was completed in 1889. The next

-one, also a Mears creation, was the Rio Grande Southern, built in ’90

-and ’91, which ran from Ridgway via Telluride and Rico to Durango.

-

-

-

-

-                                GLOSSARY

-

-

-  C. & S.—Colorado and Southern

-  D. & R. G.—Denver and Rio Grande

-  R. G. S.—Rio Grande Southern

-  R. G. W.—Rio Grande Western

-  S. G. & N.—Silverton, Gladstone and Northerly

-  S. N.—Silverton Northern

-  S. R.—Silverton Railroad (Railway)

-  W. P. & Y. R.—White Pass and Yukon Railway

-

-

-

-

-                         THE SILVERTON RAILROAD

-

-

-The Silverton Railroad! The most intriguing piece of narrow gauge in the

-world! The railroad of the steepest grades, the sharpest curves, the

-crookedest loops, the highest altitude and the oddest switchbacks, on

-one of which sat a wye with a depot inside and on the other a

-housed-over turntable! And the railroad of the famous Otto Mears passes!

-

-Otto Mears and Fred Walsen, after the Opening up of the rich Yankee Girl

-mine made it feasible, in 1882 and ’83 built a toll road they called the

-“Rainbow Route” from Ouray to Silverton. This was the most famous and

-the most difficult piece of road engineering of the day. The line crept

-along the precipitous mountains of the Uncompahgre River and Red

-Mountain Creek canons and in places was cut out of sheer granite walls.

-It was so narrow and crooked in places that only by the expedient of

-backing up or unhitching a buggy and setting it on a sidehill could

-another conveyance get by. The grades were so steep, often 19%, that

-most of the early cars could not climb them. It was the road of the

-famous Bear Creek toll bridge where a driver stopped and parted with his

-cash, $2 for a saddle horse or $5 for a buggy and team.

-

-While Mears and Walsen were constructing their road from Ouray to Red

-Mountain in the summer of 1882, the Denver and Rio Grande was completing

-its railroad from Durango to Silverton. The next year while Mears and

-Walsen were extending their road from Red Mountain to Silverton, the D.

-& R. G., through its construction engineer, Thomas Wigglesworth, was

-making a survey from Silverton to Red Mountain and Ironton Park. Nothing

-came of it but one wonders if it did not give Mears the idea of building

-a railroad himself.

-

-The Silverton Railroad was incorporated on July 5, 1887 and chartered on

-July 8. Mears was the president of the company and John L. McNeil was

-the treasurer. Though we have no evidence to the effect, Walsen was,

-without doubt, an incorporator and official. Since much of the Rainbow

-Route toll road grade was to be used the railroad adopted the name.

-Incidentally a new wagon road had to be built.

-

-The first part from Silverton to Chattanooga would not be too difficult

-but Red Mountain would have to be ascended on a steep grade and by many

-curves to the summit, Sheridan Pass. Then the line would have to go

-around a succession of curves to Red Mountain town and over more curves,

-grades and switchbacks from there down to Ironton. The greatest of

-engineering skill was necessary to accomplish such an undertaking.

-

-The first necessity, of course, was a locomotive. So the company

-purchased the D. & R. G.’s No. 42, a Baldwin of 30 tons, called 60

-class. It was overhauled and given the number “100” and the name

-“Ouray”. The number may be seen on the old-fashioned kerosene headlight

-in a picture herein.

-

-The 5.3 miles of railroad from Silverton to Burro Bridge must have been

-constructed in the summer of 1887 for it is known to have been in

-operation by the first of June of the next year. In 1888 Charles W.

-Gibbs, who had served under Mr. Wigglesworth on a number of projects,

-became the locating and construction engineer. He started late in May at

-Burro Bridge and in early November had completed 11.2 miles through Red

-Mountain and to Ironton. Only 11.2 miles in over five months! But anyone

-acquainted with the country is not surprised.

-

-Spurs then or later were laid to the Yankee Girl, Vanderbilt, North

-Star, Silver Bell, Guston and Treasury Tunnel. The map here included was

-made by Mr. Gibbs and appeared in a September 1890 Bulletin of the

-American Society of Civil Engineers. Mr. Gibbs built the 1.5 miles from

-Ironton to Albany in 1889.[1] Albany was the Saratoga mill which stood

-against the east hill of Ironton Park. His report notes 5% grades, 30°

-curves, 3-foot gauge and 30-lb. rail. No reliable figures for the cost

-of construction are available but ordinarily a railroad of that kind at

-that time ate up about $25,000 to the mile.

-

-In 1888 Mr. Gibbs was writing love letters to Miss Adeline Hammon of

-Colorado Springs and the next year they were married. She has kept his

-letters all these years from which these excerpts, dealing with the

-construction of the railroad from Burro Bridge to Ironton, are taken.

-

-“Chattanooga, June 10, 1888. Arrived here bag and baggage about three

-weeks ago and have my headquarters 10,200 feet above sea level and my

-next camp will be still higher, about 11,000 feet. More than 100 Mexican

-workers camped nearby.”

-

-“Gustine Mine, July 22, 1888. I am occupying the house of a former mine

-superintendent and have many conveniences not found in a railroad camp.

-Went to Silverton on the passenger train last night and returned this

-morning. Regular trains are running to where my first camp was

-(Chattanooga) and in a month’s time will be here and maybe they will get

-track laid before that as the grading will be done in two weeks time.

-About 400 Mexicans working.”

-

-“Gustine Mine, August 11, 1888. Work is getting along splendidly and

-during this week I will get surveys made to Ironton which is as far as

-the line will be built this year. By the middle of next week the work

-will be only two miles from here and in a very short time at my door.”

-

-“Gustine Mine, September 16, 1888. Construction work will be done in

-about five weeks; then I shall go to Telluride to make a short survey

-for a three foot gauge road.” (This became the Rio Grande Southern.)

-

-“Ironton, October 3, 1888. Since writing you I have moved from the

-Gustine Mine to Ironton and we are living in a large vacant hotel, lots

-of room but not the conveniences we had at the mine.”

-

-“Ironton, October 29, 1888. Since my last letter to you I discharged all

-my men but one and moved to Silverton but was put in charge of the work

-train and the track laying outfit so am back in the grader’s camp but

-will be done here in about a week.”

-

-Wyes were placed at Sheridan Junction, Red Mountain and Ironton in 1888

-and at Albany the next year. That of the D. & R. G. was used at

-Silverton. Very little room was available at Red Mountain and so only

-the smallest kind of wye could be made—one just big enough to

-accommodate an engine and a car and the depot had to be set inside of

-it.

-

-Not counting the wyes there was only one switchback, that at Corkscrew

-Gulch, the most famous in the world as it contained a housed-over

-turntable.

-

-Curvature was almost continuous. Four curves were particularly

-sharp—those at Chattanooga, Red Mountain, Joker Tunnel and Ironton.

-Steep grades were also almost continuous, some as much as 5%. Some maps

-have shown the grade at Chattanooga as 7%. This is an error. Mr. Gibbs,

-the builder, stated it was 5% and a recent survey has substantiated his

-figure.

-

-Bridges, as compared to those on the Rio Grande Southern Railroad, were

-very small, there being, outside of water boxes and culverts, only

-three. Two were on the main line, one where the railroad crossed Mineral

-Creek at Chattanooga and the other where the railroad crossed Red

-Mountain Creek at Joker Tunnel. The other one was on the Treasury Tunnel

-Branch.

-

-The name of Burro Bridge for the station at milepost 5.3 is very

-misleading since the railroad sported no span at all at that point. The

-supposition is that the word applied to the wagon-road bridge across

-Mineral Creek somewhat below and away from the railroad. This road

-branched off from the main Silverton-Red Mountain highway about five and

-one-half miles north of Silverton, crossed Mineral Creek and made its

-way up Middle Fork Gulch and across Ophir Pass to Ophir. This, first a

-burro trail and later a very rugged wagon road, was in use for perhaps

-fifteen years before the advent of the rail line. Since the Silverton

-Railroad unloaded freight for Ophir in the neighborhood of Burro Bridge

-it is assumed that this was the reason for the adoption of the name for

-the station.

-

-The town of Chattanooga eventually grew up to the left of the location

-shown on the map in order to avoid Mineral Creek floods.

-

-No account of the arrival of the first train in Red Mountain has been

-found but it is known to have occurred on September 17, 1888. A picture

-herein shows the train with Engine 100 and Mears standing beside the

-pilot. It can be assumed that it was a gala occasion, especially for the

-mines, for here was an efficacious way of getting supplies and of

-shipping ore.

-

-The unloading of freight on the Silverton Railroad was quite informal.

-Outside of Red Mountain the line maintained no bona fide stations or

-agents. Therefore, materials were dropped off, especially for the mines,

-at the most convenient points.

-

-So far the railroad owned only one locomotive, Number 100, and so had to

-rent from the D. & R. G. The same was true of cars and coaches.

-

-The railroad had been projected to Ouray, 26.6 miles in all. Mears might

-have used his toll road but that was, in some places, 19 per cent grade,

-out of the question for a railroad. The steepest ever attempted in

-Colorado was 7.6%. Construction from Ironton to the foot of Ironton Park

-would have been easy but there the canon began where the greater part of

-six miles would have had to be blasted out of solid rock, where slide

-rock could have been quite bothersome, where snow blockades would have

-been continuous for a long winter and where snowslides, two in

-particular, the Riverside and the Mother Cline, that ran every year,

-would have been almost impossible to conquer. The Riverside slide that

-came from two sides, filling the canon and burying the wagon road, often

-had to be tunnelled to accommodate the summer traffic. The writer, with

-her parents, was through one in the summer of 1903 or ’04.

-

-At the same time surveys were made for another branch of the system, one

-that was to go up the Animas River from Silverton to Mineral Point, 19

-miles, and possibly across the divide to Lake City.

-

-Through operation to Ironton began in June 1889. The claim that two

-daily passenger trains ran there has generally been disbelieved but the

-following table for 1889, copied from the Official Railway Guide of May

-1891, proves the point.

-

-                           SILVERTON RAILROAD

-                         Otto Mears, President

-    S. K. Hooper, General Passenger and Ticket Agent, Denver, Colo.

-   Moses Liverman, General Manager and Ticket Agent, Silverton, Colo.

-                            October 23, 1889

-

-      []Mixed       []Pass’r  Miles                     []Pass’r       []Mixed

-

- Lv. 7:00 A.M.  Lv. 1:10 P.M.    .0  Silverton     Ar. 11:10 A.M. Ar. 5:20 P.M.

-     7:34 A.M.      1:44 P.M.   5.0  Burro Bridge      10:36 A.M.     4:46 P.M.

-     7:49 A.M.      1:59 P.M.   7.5  Chattanooga       10:21 A.M.     4:31 P.M.

-     8:11 A.M.      2:21 P.M.  12.5  Summit            9:58 A.M.      4:09 P.M.

-     8:25 A.M.      2:35 P.M.  15.0  Red Mountain      9:50 A.M.      4:00 P.M.

-     8:26 A.M.      2:36 P.M.  15.5  Vanderbilt        9:44 A.M.      3:54 P.M.

-     8:27 A.M.      2:37 P.M.  16.0  Yankee Girl       9:43 A.M.      3:53 P.M.

-     8:45 A.M.      2:55 P.M.  17.0  Paymaster         9:25 A.M.      3:35 P.M.

- Ar. 9:00 A.M.  Ar. 3:10 P.M.  20.0  Ironton       Lv. 9:10 A.M.  Lv. 3:20 P.M.

-

-

-[a]Daily except Sunday.

-

-

-Everything was finished and working properly. Mr. Gibbs must have had

-the feeling of “well done” and that he deserved a reward. Mrs. Gibbs

-tells the following story:

-

-“Late in September of 1889, Mr. Gibbs and I were married at Colorado

-Springs and started for Silverton, going by the way of Montrose and

-through Ouray where we stayed overnight at the beautiful Beaumont Hotel.

-The next morning we rode the stage to Ironton and there transferred to

-the little Silverton Railroad train. As we climbed the grade toward the

-summit the conductor came through the coach where I was the only

-passenger and asked me if I were cold. I couldn’t deny it so he stopped

-the train, picked up some wood along the track and built a fire in the

-little pot-bellied stove.

-

-“In November and December Mr. Gibbs made a preliminary survey from the

-town of Dallas to Telluride, which was to be the route for the Rio

-Grande Southern Railroad, and finished the day before Christmas. We

-stayed overnight in Ouray and left the next morning in a snow-storm.

-When we reached Ironton my husband heard the line was blocked by snow so

-he left me with the Strayers while he went on to Silverton.

-

-“He made arrangements for me to meet him in Red Mountain on New Year’s

-day, which I did. Two men besides us were going to Silverton. A shallow

-trail had been beaten in the deep snow between the rails. The two men

-held the ends of a ski pole while I hung to the middle of it and we

-plodded down the track. We came to a sharp hairpin curve and cut it out

-by sliding downhill from the track above to the one below. A few miles

-farther on we reached an engine with a snowplow, which was a great

-relief. When we reached Silverton and got to our room a nice warm dinner

-was sent up to us by Moses Liverman, superintendent of the S. R.

-

-“A few days latter we left for my husband’s old home in Maine. This is

-what we had planned for our wedding trip but my daughters have always

-maintained that the others to Silverton by stage and train with all

-their difficulties were really the wedding journey.”[2]

-

-The table below was furnished by Mr. Ridgway. Joker Tunnel (water

-drainage) did not exist at the time the map was made but was projected

-or started by 1892. The second column of figures was taken from the 1892

-survey of the locating engineer, R. L. Kelly.

-

-          Station         Mears Timetable of 1889  Actual Mileage, 1892

-

-  Silverton                         0.                      0.

-  Burro Bridge                      5.                      5.

-  Chattanooga                       7.5                     7.3

-  Summit (Sheridan Pass)           12.5                    10.7

-  Red Mountain                     15.                     11.9

-  Vanderbilt                       15.5                    12.5

-  Yankee Girl                      16.                     12.7

-  Paymaster                        17.                     13.7

-  Corkscrew Gulch                                          14.1

-  Joker Tunnel                                              15.

-  Ironton (Depot)                  20.                     16.5

-  Albany                                                    18.

-

-The exaggerated mileages of the 1889 timetable would have added

-considerably to the freight charges, in the case of Ironton over 21%. It

-will be noticed beginning with Red Mountain that each Mears figure is 3

-to 3½ miles more than the Kelly figure. Mr. Kelly was one of the ablest

-engineers of his day and his mileages cannot be questioned.

-

-The table below was copied from an Official Railway Guide of October

-1893 but no date is given for the time it was in effect. It is

-interesting because the mileages are different and because, at the time,

-only one passenger train was running.

-

-      1       M              Stations                  2

-

-  7:30 A. M.   0  Lv.        Silverton        Ar. 11:50 A. M.

-  8:00         6           Burro Bridge           11:40

-  8:10         9            Chattanooga           11:30

-  8:30        13              Summit              11:10

-  8:40        14           Red Mountain           10:50

-              15            Vanderbilt

-  8:55        15            Yankee Girl           10:45

-              16       Paymaster coal track

-  9:10        17          Corkscrew Gulch         10:25

-              18        Paymaster ore track

-  9:20 A. M.  20  Ar.         Ironton         Lv. 10:00

-

-All carrier lines issued paper passes but Mears wanted to do something

-special for _his_ railroad. Outside of the paper ones his passes fell

-into four categories—buckskin, plate, medallion and filigree. The first

-three were for the Silverton Railroad alone while the fourth, though

-made especially for the Rio Grande Southern Railroad, was usable on the

-S. R.

-

-There were two designs of the silver plate pass. It is supposed that the

-first die broke and a substitute had to be made. The medallion passes,

-ordinarily silver, have the date 1890, the number and the name of the

-recipient on the back. Two extra-special ones have come to light. Each

-is made of two _gold_ medallions set back to back and hinged to form a

-locket and each has a little diamond in the face. An odd silver pass, a

-spoon with a plate pass hanging from underneath, has been discovered.

-The filigrees, silver and gold, have been extensively treated in the

-book, _Rio Grande Southern Story_.

-

-According to an item in a Rico _Sun_ of November 28, 1891, copied from a

-Denver _Sun_, a company called “Ouray and Ironton Electric Railway,

-Light and Power,” consisting of Mears, Walsen, Charles Munn, James H.

-Cassanova and William H. Wallace, with capital of $800,000, filed

-articles of incorporation with the Secretary of State on November 20.

-Its purpose was to build a cog road from Ouray to Ironton, with a branch

-up Poughkeepsie Gulch (Uncompahgre River) to the head of Cement Creek.

-

-The following quotation is from Mr. Arthur Ridgway:

-

-“The assumption that Mr. Mears contemplated extending the S. R. from

-Ironton to Ouray is correct but he was deterred because of its being so

-formidable an undertaking. He may have considered Albany as the possible

-point for the origin of the extension at first but later Ironton proved

-the more feasible. Anyway, he had a preliminary location for an

-_electric_ railway, Ouray to Ironton, made in 1892 by the then noted

-locating engineer, R. L. Kelly. No doubt the impracticability if not the

-utter impossibility, of operating steam locomotives over the heavy

-grades and severe curvature known to be necessary dissuaded him from the

-purpose until the recognized practicability of electric railway

-operation became apparent in 1892. Whatever the delay (a long one for

-Mr. Mears) it was not until 1892 that a survey was made and even then,

-as stated before, for electric operation. The map I have of the

-completed location shows a line starting from a connection with the

-Denver & Rio Grande at the Ouray depot, eight miles in length, to a

-connection near the Ironton depot, incorporating 7% maximum gradients

-and 35° maximum rate of curvature. With even these severe physical

-characteristics considerable tunnelling was necessary. I do not have the

-estimated cost of the project but it must have been staggering. It is

-small wonder that with the difficulty of financing so costly a scheme

-and the great financial panic a year later in 1893, together with the

-contemporary decadence of silver mining, the project was permanently

-shelved by even the visionary Mr. Mears.”

-

-D. & R. G. track already lay between Ouray and Ridgway and between

-Silverton and Durango. Mr. Mears, by the end of 1891, had completed the

-Rio Grande Southern from Ridgway to Durango. Only eight miles from

-Ironton to Ouray were needed to make a complete 243 mile circle. If only

-that eight miles could have been constructed! Then a sightseer could

-have started at Ridgway, taken a side trip to Telluride (14.6 miles),

-proceeded to Durango, to Silverton and back to starting point. He should

-not have attempted it in the winter or spring because of snow blockades

-or snowslides but in the summer or fall he could have had the thrill of

-a lifetime.

-

-He would have looked upon or wended his way among snowcapped peaks,

-hundreds over 12,000 or 13,000 feet high and some over 14,000 feet, many

-so sharp as to be termed “needles”; would have crossed several passes,

-one over 10,000 feet and another over 11,000 feet in altitude; would

-have gone up one canyon and down another, often beside rushing, tumbling

-rivers. He would have passed over breathtakingly high bridges, over

-trestles set against bare cliffs, around U-curves innumerable, over

-switchbacks, over a turntable, through rock tunnels and even through

-snow tunnels.

-

-But the thrills and scenery would have been tempered with trouble, that

-trouble-trouble-boil-and-bubble kind, such as delays because of engines

-having to blow up, hot boxes, trees across the track, boulders and lots

-of them on the track, mudslides, washouts, a derailed engine or car or a

-couple of each and a missing bridge or two.

-

-If his luck were still holding he would have ridden the last lap on the

-electric railway, down the awesome Red Mountain Creek and Uncompahgre

-River canyons where sheer rock walls would have risen hundreds of feet

-above him and dropped hundreds of feet below him and, as he turned a

-last curve, he would have beheld the never-to-be-forgotten sight of the

-little town of Ouray, the gem of all mountain towns, nestled in a deep

-pocket surrounded by towering peaks.

-

-

-                     THE SILVERTON RAILROAD COMPANY

-

-                                                        Denver, Colorado

-                                                       March 28th, 1892.

-

-Dear Sir:

-

-I beg to hand you herewith a report from the auditor of the earnings of

-the Silverton Railroad for the years 1889, 1890 and 1891, showing also

-the mileage and bonded debt.

-

-I may add for your information that this road is built through the

-famous Red Mountain district of the San Juan Country, in which are

-located the well-known Yankee Girl and Guston mines, besides many other

-producing properties.

-

-This is the only road that can be built through this district because of

-lack of room. The mines mentioned are large producers, and there are

-many more which are being developed rapidly. This is one of the best

-known mining districts in Colorado. From Ironton to the town of Ouray,

-which is reached by another branch of the Denver & Rio Grande, the

-distance is seven miles over very precipitous country.

-

-The reason the road has not been extended to Ouray is because of the

-excessive cost, but capitalists are now engaged in making estimates and

-plans for an electric road to cover this distance to follow the line of

-the Mears toll road as indicated on the map. (No map accompanies this

-material.) A line of this kind can be built to operate much more cheaply

-than a railway line, and we have good reason to expect that this gap may

-be so filled during this year. At the present time stages make daily

-trips each way over the toll road, and the trip from Silverton to Ouray

-is a favorite one with the tourists on account of the beauty and

-grandeur of the scenery on the toll road.

-

-There is every reason to expect that the earnings for the year 1892 will

-increase in the same proportion as in the past, and will continue for a

-great many years. The Silverton Railroad is also authorized to build up

-the Animas River. We would like very much this year to extend the road

-in that direction some 12 or 15 miles in order to reach a very rich and

-valuable mining district. There are a great many very extensive mines of

-low grade material lying between Silverton and the summit of the range

-towards the northeast, and our object in offering to you the bonds of

-the present line of the railroad is to obtain funds to extend the line

-up the Animas River.

-

-We can offer you at the present time $400,000 out of a total of

-$425,000. These bonds are issued in denominations of $1,000 each. The

-interest is payable semi-annually on the first of April and the first of

-October at the rate of six per cent per annum in U. S. gold coin.

-

-                           Yours very truly,

-                                           John L. McNeil,[3] Treasurer.

-

-

-                  AMERICAN SOCIETY OF CIVIL ENGINEERS.

-                            INSTITUTED 1852.

-

-

-                             TRANSACTIONS.

-  NOTE.—This Society is not responsible, as a body, for the facts and

-             opinions advanced in any of its publications.

-

-

-                                  450.

-                      Vol. XXIII.—September, 1890.

-

-

-     THE TURN-TABLE ON THE MAIN TRACK OF THE SILVERTON RAILROAD IN

-                               COLORADO.

-

-

-                   By C. W. Gibbs, M. Am. Soc. C. E.

-

-

-                            WITH DISCUSSION.

-

-The Silverton Railroad is a short line but 17.5 miles long, and has the

-reputation of being the steepest (5 per cent. grade), the crookedest (30

-degree curves) and the best paying road in Colorado; and is owned by one

-man, Otto Mears. It also has a turn-table on its main track, and it is

-the purpose of this paper to describe it and explain why it was so

-placed.

-

-This road leaves the Denver and Rio Grande at Silverton, and runs over a

-divide 11 113 feet above sea level, then down into the rich mining

-country beyond. The country is very rough and rugged, and in order to

-reach the town of Red Mountain it was necessary to run up on a

-switchback, as no room for a loop could be found. A wye was, therefore,

-built, and the engine could be turned while the train stood on the main

-track. The engine was thus placed ahead of the train, only the train is

-pulled out of the station rear end ahead. It runs thus till the

-turn-table is reached. The train is stopped at a point marked A, Plate

-XXII; the engine uncoupled, run on to the table, is turned and pulled up

-to a point near B, where it is stopped. The train is then allowed to

-drop down to the turn-table and the engine backed on to it. In coming up

-from Albany the train is stopped on the down grade between the summit at

-B and the table; the engine is taken off, turned on the table and run up

-to about A; the train is then allowed to drop to the table as before and

-the engine backed up and coupled on, taking not over five minutes in

-going either way.

-

-The reason of putting the table in was that there were no mines to the

-east of Ironton as shown on Plate XXI, but between the turn-table and

-the loop there were several that it was very desireable to reach, and

-the side hill is so steep that it is impossible to make a loop on it.

-

-This table is the source of a great deal of comment from tourists, of

-whom there are many during the summer months, as it is on the line known

-as the “circle,” so extensively advertised by the Denver and Rio Grande

-Railroad.

-

-The road is used both for a freight and passenger road, and as before

-mentioned, is the best paying road in Colorado, two engines being kept

-busy hauling ore to Silverton from the Red Mountain district.

-

-The object of writing this paper was to describe what the author thinks

-is quite a novelty, being the only turn-table that he has ever heard of

-which is used upon a switchback in this manner, and where the grades are

-adjusted as they are to let the train run by gravity on the table from

-both ways.

-

-Plate XXI is a print from a photograph of the map filed in Washington,

-and is about 9 000 feet to the inch.

-

-Plate XXII is an enlarged sketch of the line near the turn-table.

-

-

-                              DISCUSSION.

-

-J. Foster Cromwell, M. Am. Soc. C. E.—It occurs to me that the use of

-this turn-table being simply to turn the engine during transit, while

-the train waits, and, moreover, as the service is a special one on a

-spur line, it would have been better to obtain an engine capable of

-running in either direction and not requiring to be turned, rather than

-resort to a turn-table in the main track which contains an element of

-danger as well as of delay to the traffic. The device, however, is an

-ingenious one to meet the peculiar conditions of line; and if experience

-with it proves satisfactory, there are other problems on a larger scale

-relating to change of direction in mountain location that it may help to

-solve.

-

-C. W. Gibbs, M. Am. Soc. C. E.—If a special engine had been procured, as

-Mr. Crowell suggests, it would have been at an extra expense, owing to

-the limited number wanted; and even with a special design, it might have

-been difficult for any engine to have backed its load over so steep a

-grade and such sharp curves without more danger than was suggested there

-might be at the turn-table. The delay to traffic amounts to nothing, for

-there are no competing lines, nor do I expect there ever will be. The

-turn-table has now been in actual operation every day since June, 1889,

-and no accident has ever occurred.

-

-    [Illustration: PLATE XXII.

-    TRANS. AM. SOC. CIV. ENG’RS.

-    VOL. XXIII. N^o. 450.

-    GIBBS ON

-    SILVERTON RAILROAD.

-    SKETCH

-    SHOWING ALIGNMENT

-    OF

-    SILVERTON RAILROAD,

-    AT

-    CORKSCREW.

-    C.W. GIBBS, Chief Engineer.]

-

-

-

-

-                          AUDITOR’S STATEMENT

-               EARNINGS AND EXPENSES, SILVERTON RAILROAD

-                       YEARS 1889, 1890 AND 1891

-

-

-                                 1889

-

-  Gross earnings from Frt. Psngr. Exp. Etc.              $ 80,881.66

-  Operating and all other expenses                         34,285.04

-                                                           46,596.62

-  Interest on first mortgage bonds 1 year                  25,500.00

-                                                           21,096.62

-

-                                 1890

-

-  Gross earnings from Frt. Psngr. Exp. Etc.              $105,673.39

-  Operating and all other expenses                         51,127.22

-                                                           54,546.17

-  Interest on first mortgage bonds 1 year                  25,500.00

-                                                           29,046.17

-

-                                 1891

-

-  Gross earnings from Frt. Psngr. Exp. Etc.              $121,611.38

-  Operating and all other expenses                         57,548.37

-                                                           64,063.01

-  Interest on first mortgage bonds 1 year                  25,500.00

-                                                           38,563.01

-

-            Length of line                        17 miles

-            Length of side tracks                  8 miles

-                                                  25 miles

-            Floating debt                              Nil

-            Bonded debt                        $425,000.00

-

-                                                  Alex Anderson, Auditor

-

-At the time the foregoing statement was made, the Company owned the

-following equipment:

-

-  3 locomotives

-  2 coaches

-  1 baggage and express car

-

-In addition to the above, the company now owns 50 freight cars, which it

-has since purchased, and it also has a floating debt of $32,502.76.

-

-                                                  Alex Anderson, Auditor

-

-As has already been noted Engine 100 was purchased and put into service

-as soon as the railroad started operating.

-

-The Rio Grande Southern Railroad bought a number of engines in both 1890

-and ’91 and, as it was not yet in operation and did not need so many, it

-kept its sister railroad in supply. A record of those it loaned to the

-S. R. in 1892 is as follows:

-

-  No. 8—January 1 to April 12

-  No. 5—July 7 to November 19

-  No. 7—August 14 to September 2

-  No. 6—September 2 to October 10

-  No. 34—November 27 to December 31

-

-A picture of No. 5 with a train at Summit may be found herein.

-

-It has always been supposed that the Shay engine belonged originally to

-the Silverton Railroad but the Lima Locomotive Works’ records reveal

-that Mears bought it under his own name in the spring of 1890. It, as

-No. 269, was used on construction of the Rio Grande Southern throughout

-that year and the next.

-

-It isn’t known how or when it got into the possession of the S. R. but

-it was with that company in the summer of 1892 and a picture of it on

-the lower leg of the turntable track exists. It seems to have been

-called both “Ironton” and “Guston” during this period. It was traded to

-the R. G. S. for the latter’s Engine 34 on November 27, 1892. (Note that

-the table above shows the 34 merely on loan. The trade date, however, is

-correct.)

-

-Locomotive 34 was a Baldwin of the 56 class which had, before going to

-the R. G. S., belonged to both the D. & R. G. and the R. G. W. The S. R.

-numbered it “101” but several years later changed it to a mere “1”.

-

-Red Mountain and Ironton became two flourishing towns with plenty of

-stores and all the appurtenances of civilization. In the eighties and

-early nineties Red Mountain had three newspapers. In 1890 it had a

-population of 598 while Ironton had 322. Even Chattanooga had a mill,

-some stores and 51 people. The locality was a beehive of activity as

-mines and mills were working every place. The hills were liberally

-sprinkled with houses, stores, mills, boarding houses, barns and mine

-buildings. An incendiary fire at Red Mountain on August 20, 1892

-destroyed practically the whole town causing property damage estimated

-at $259,000. But nothing daunted these optimists. They immediately went

-about rebuilding it.

-

-The transportation of supplies to the district—machinery, timbers for

-mines, lumber, living necessities, coal and feed for animals—must have

-been terrific for such little trains to handle. Return trains carried

-ore bound for the smelters at Silverton and Durango. A company in which

-Mears was interested built a smelter, the Standard, at Durango in 1889,

-to handle copper ore from the Red Mountain area but it did not prove a

-success. Eventually, in 1897, the property was sold and rased. The slag

-pile may still be seen just south of town.

-

-Operation, not counting sharp curves and steep grades, was complicated.

-Turning facilities were numerous for such a short piece of

-railroad—Silverton, Sheridan Junction, Red Mountain, Corkscrew Gulch,

-Ironton and Albany. The Operation of the turntable has already been

-exhibited. It, very soon after completion, began having trouble with

-snow, and a long entrance shed was built to alleviate the condition.

-Each leg of the wye at Red Mountain would accommodate only two cars, and

-so the engine and baggage car went around it and hooked onto the other

-end of the coaches.

-

-Four regular freights and probably an extra one or two operated. The

-company did not have enough engines or anything else for such traffic

-and so must have borrowed from the R. G. S. and the D. & R. G. Passenger

-business was only a sideline but Mears maintained the dignity of his

-little railroad by running daily, each way, two passenger trains, each

-with two or three coaches and baggage car. He charged 20c per mile

-straight and had all the riders he could handle.

-

-Business had been very good, so good, in fact, that the Silverton

-Railroad had the reputation of being the best-paying for its size in the

-state. Mears even used profit from it to assist the R. G. S. which was

-not doing as well as had been expected.

-

-An extension of the Silverton Railroad up the Animas River Valley had

-been considered for several years. It became a reality in 1893 when the

-two miles from Silverton to the Silver Lake mill at Waldheim were built.

-It was considered a part of the S. R. system, not a separate line.

-

-The San Juan’s most common precious metal was silver. Others were gold,

-lead, zinc and copper. Trouble had been brewing for some time but when

-the government repealed the Sherman Silver Purchasing Act in 1893 a

-panic descended not only on the San Juan but on all of the United

-States.

-

-All mining towns had, of course, boomed and were replete with hordes of

-promoters, prospectors, miners and hangers-on. Saloons, gambling joints

-and brothels flourished. Now, mines closed by the dozens and the

-populace departed. Many towns, especially the small ones, were

-practically deserted. Train operation came down to a mixed freight and

-passenger.

-

-As some of Mears’ letters indicate, he was, after the panic, having a

-most difficult time in making ends meet. He gave up the Rio Grande

-Southern almost immediately and allowed it to go into receivership on

-the 2nd of August, 1893. He tried, however, to hang on to the Silverton

-Railroad but, as some of the letters reveal, he had to do a good deal of

-juggling with bonds, stocks and notes to stave off creditors.

-

-In 1896 the company claimed 18.25 miles of track from Silverton to

-Albany, 3.75 miles of branches and .48 miles of spurs. In the same year

-it listed two locomotives, three combination cars, 36 box cars, one

-caboose and one “other”.

-

-Even with the hard times Mears managed by borrowing to extend the

-railroad in 1896 from Waldheim to the Sunnyside mine at Eureka, another

-6½ miles. This entire piece, Silverton to Eureka, he incorporated as the

-Silverton Northern. This railroad was justified as both the Silver Lake

-and Sunnyside mines carried a good deal of gold.

-

-At the turn of the century the most talked of and anticipated event in

-the mining country was the Meldrum Tunnel which was to bore through the

-range west of Red Mountain town and connect with mines at Pandora near

-Telluride on the other side.

-

-The tunnel was to be large enough to contain a railroad which was to

-connect the Silverton Railroad with the Rio Grande Southern at Pandora.

-This would have saved much mileage and would, except at the ends, have

-been free from snow.

-

-Andrew Meldrum, a Scotchman, the originator of the project, raised money

-and started work in 1898. He left a point on the west side one and a

-half miles south of Pandora and drilled eastward until he had reached a

-depth of 1400 feet. Except for one joggle it was quite straight. At the

-same time he ran another tunnel westward from a point about one-half of

-a mile north of Joker Tunnel to a depth of 600 feet or more. Altogether

-he drilled about 1.6 miles on the west side and .6 mile on the east

-side. Finally, in 1900, with 3.4 miles yet to go, he ran out of money

-and had to abandon the project.

-

-However, Meldrum’s dream did materialize in 1946 during World War II

-when the government loaned the Idarado Mining Company, which had bought

-the old Treasury Tunnel workings at Red Mountain, the money to complete

-a tunnel through the mountain to the Pandora side. It takes several

-drops and rises and goes in various directions in order to contact the

-ore veins, so that the total length is 7½ miles. This amount does not

-include some tail tunnels.

-

-The Idarado property is now considered one of the richest in the world

-for hardrock ores—silver, gold, lead, zinc, copper and manganese.

-

-Meldrum lived out his life in Ouray and died in a cabin there all alone,

-a few years too soon to see his dream come true.

-

-Everybody hoped and expected that mining would soon revive but the time

-dragged on and it did not. William Jennings Bryan ran for president of

-the United States in 1896 on a “free coinage of silver” platform and the

-“Silver San Juan”, Mears especially, ardently campaigned for him. When

-Bryan was defeated, Mears gave up on a mining revival and early in 1897

-moved to the East. There he took up several business enterprises and

-stayed for ten years. However, he retained a general supervision over

-his railroads and made numberless trips back to the San Juan.

-

-Revenues had decreased so greatly that the railroad was finally, in

-1898, forced into receivership. Alex Anderson, a Scotchman and a former

-auditor, was made the receiver.

-

-The Crawford interests who were promoting the Joker Tunnel (a drainage

-operation) got control of the railroad in a foreclosure sale in 1904. On

-November 3 of that year it was incorporated by Otto Mears, Alex

-Anderson, John Ewing, George Crawford and Harry Riddell as the Silverton

-Railway, with Mears as president. The new company replaced the old

-30-lb. steel with 45-lb. Mr. Ridgway, as superintendent at this time,

-1904 and 1905, had to keep three sets of books—one for the S. R., one

-for the S. Ry. and one for the S.N.

-

-Just before and after the reorganization, business revived until it was

-nearly as good as in the beginning though only one passenger train ever

-ran again and then only as far as Joker Tunnel. The train consisted of

-two coaches and a baggage car to Red Mountain where one coach was set

-out and the rest went on to Joker. In 1912 a daily passenger was running

-only as far as Red Mountain. In 1919 and ’20 a passenger was still going

-to the same destination. During this period about two freights operated

-though the number depended on the amount of business. A little engine

-could haul three loads up to Red Mountain and a big one could haul five.

-Both handled ten loads down. In the winter operation was suspended

-either for short periods or for the season because of snow blockades.

-

-The turntable was still standing in early 1906 for John Crum who that

-spring drove a logging team from Albany Gulch to the Gold Lion mine, at

-night turned his horses loose on a flat nearby and in the morning had to

-play tag with them around the table to catch them.

-

-Mears, who was expecting great things of the Cold Prince mine and mill

-at Animas Forks on the Silverton Northern, decided he needed a turntable

-worse there than at Corkscrew. So, in the summer of 1906, Edward Meyer,

-an engineer, took a train to the gulch to retrieve all essential and

-removable parts along with other appurtenances. These were then

-transported to and installed at Animas Forks.

-

-Joe Dresbach, the general manager of the time, has also stated that

-essential and removable parts of the turntable at Corkscrew were

-retrieved and installed at Animas Forks.

-

-Charles Decker, an engineer, says that the housing and operating parts

-of the turntable at Corkscrew were gone when he went there for the first

-time in 1907. The train merely ran over the stationary table onto a

-switchback that had been extended to hold several cars, and then backed

-out.

-

-After the turntable was abandoned a train leaving Red Mountain headed

-into Corkscrew Gulch, backed down to Joker Tunnel, headed into Corkscrew

-again and finally backed to Red Mountain. Or the operation was reversed

-by backing out of Red Mountain to begin with. As trains will not back

-through much snow downhill and practically none uphill this railroad got

-into trouble in the winter no matter how it started out or what it did.

-

-Mears was employed by the D. & R. G. to reconstruct the railroad in the

-Animas canyon after the disastrous flood of October 5, 1911. He used S.

-Ry., S. G. & N. and S. N. engines and crews to work from the north end.

-Trains went to Joker Tunnel to pick up rails that had been brought that

-far by freight teams from Ouray. Silverton ran out of coal, and some

-that had already been hauled to the Treasury Tunnel at Red Mountain was

-brought back to town. In about 60 days the line was open and the first

-two freight cars to arrive in Silverton were one of caskets and one of

-beer.

-

-Many derailments and minor accidents occurred but in its 39 years of

-operation only one fatality. In 1902 or ’03 an engine ran off a short

-rail at Sheridan Junction causing it to overturn. The engineer, Bally

-Thompson, was caught and crushed under the boiler. The whole top of his

-head and jaw were torn off and his skin was cooked like that of a

-roasted turkey.

-

-The year ending June 30, 1911 showed a cash balance of $9 while the year

-ending December 31, 1917 turned up with a deficit of $25,241. Regular

-operation ceased in 1921 and abandonment proceedings were held in the

-early fall of 1922. All rolling stock, including Engines 100 and 101 (1)

-were turned over to the S. N.

-

-Below is the last station list ever published:

-

-     .00          Silverton             9,300

-    5.30        Burro Bridge           10,236

-    7.23         Chattanooga           10,400

-   10.64           Summit              11,235

-   11.97        Red Mountain           11,025

-   12.66         Vanderbilt

-   12.85         Yankee Girl

-   13.26          Robinson

-   13.46           Guston

-   13.93    Paymaster Coal Track

-   14.38       Corkscrew Gulch

-   14.81     Paymaster Ore Track

-   15.03        Silver Belle

-   16.06            Joker

-

-As the track was not immediately removed an occasional train was run to

-Red Mountain or even to the mines beyond. With the salvaging of the

-rails in 1926 the Silverton Railroad made its last run.

-

-The original Red Mountain Town was on the east side of the small hill

-called the Knob. The place began declining about 1907 and the time came

-when it was deserted and all structures were in a state of near or

-complete collapse. The Idarado, the old Treasury Tunnel, to the north

-side of the Knob, with all its prosperous looking mine and mill

-buildings and its nice dwellings, most of which were moved there from

-Eureka, now constitutes the town of Red Mountain. _This_ Tunnel is a

-World War II development and is famous because it bores through the

-mountain to the mines on the Telluride side.

-

-The new highway has almost obliterated the old railroad grade. It may be

-seen crawling along on the sidehill up to Burro Bridge, and again at

-Chattanooga Loop and overhead as it climbs to the summit. It also may be

-seen curving around the Knob to old Red Mountain town, crawling along

-the mountain to Corkscrew Gulch and dropping down to Joker Tunnel. Then

-all traces of it are gone except some old grade at Albany. First a road,

-then a railroad and again a road!

-

-

-

-

-                    SILVERTON, GLADSTONE & NORTHERLY

-

-

-The Gold King Mining Company, under President W. Z. Kinney, promoted a

-railroad for the purpose of hauling concentrates from mills along Cement

-Creek to the smelters at Silverton. According to the Manual the railroad

-was chartered April 6, 1899 and completed in July. James Dyson located

-the route and the Rocky Mountain Construction Co., incorporated in

-Maine, constructed the 7.5 miles of line and the one-half mile of

-sidings from Silverton to Gladstone. Forty-five-pound rail was used.

-Track left the main line of the D. & R. G. at the north end of Silverton

-and there a roundhouse was built. San Juan County records show that the

-property was conveyed from the construction company to the railroad

-company July 21, 1899. Two figures, $247,838 and $252,979, have been

-given as the cost of the job. The difference may have covered equipment.

-

-The S. G. & N. bought Engine 32 from the Rio Grande Southern through the

-D. & R. G. purchasing agent, C. M. Hobbs, for $3252. Mr. Hobbs

-instructed Mr. Lee, general superintendent of the R. G. S., to letter it

-properly, deliver it to W. Z. Kinney at Silverton on August 1, 1899 and

-collect the money. Two very nice made-to-order coaches, that had seats

-for passengers in one end and baggage compartments in the other, were

-obtained. Two trains ran daily consisting, generally, of an engine, two

-loads and a passenger coach. The first year of operation showed a

-surplus of $35,366.21.

-

-The company, evidently, did not have enough power and in October 1900 it

-was asking the R. G. S. for another locomotive like the one it already

-had, but none was available. Meanwhile, a company in Palestine, Texas

-had bought R. C. S. 33 (exactly like 32) but on finding it

-unsatisfactory, had shipped it back. The R. G. S. placed it in the

-Burnham Shops at Denver where, in 1902, it underwent extensive repairs.

-Then it was sold to the S. G. & N.

-

-The two locomotives mentioned above were sisters to the Silverton

-Railroad’s No. 101 (1), formerly R. G. S. 34. All three were of the same

-make and the same class and had the same owners at the same time and in

-the same order—the D. & R. G., the R. G. W. and the R. G. S. All of

-these engines ended up with the S. N. (So did S. R. No. 100.) All had

-five owners. The 33 had six owners if one would count the company in

-Texas but, as far as is known, no money changed hands.

-

-A new locomotive, No. 34, a Baldwin of the 100 class, was purchased in

-1904. The Manual of 1905 lists three engines, two coaches, and twenty

-freight cars; the one of 1909 says two locomotives, two coaches, ten box

-cars and twenty-one gondolas. Engine 32 was the one out of service at

-this time. Eventually its boiler went to a sawmill at Cascade. No. 33

-lasted a few years longer.

-

-Except for Mr. Kinney of Silverton, the board of ten directors elected

-in 1904 were all from Maine, Massachusetts or New Brunswick and the

-trustee under the mortgage was the Newtonville Trust Co. of Newtonville,

-Mass. In 1905 the funded debt was $100,000 and the outstanding stock,

-$121,000. In the year ending June 30, 1909, the railroad had carried

-16,667 tons of freight and 3,916 passengers.

-

-It was not uncommon for service to be discontinued for short or long

-periods in any winter on account of snow blockades but the suspension in

-the fall of 1911 was due to the extensive washouts on the D. & R. G. in

-the Animas Canon. S. G. & N. men and equipment were sent to assist in

-the reconstruction.

-

-Excursions were often run to Gladstone for picnics or to gather

-columbines either to send out of town for some special doings or for any

-kind of local celebration.

-

-According to the Official Guides of 1913, 1914 and 1915 mixed trains ran

-thrice weekly—Monday, Wednesday and Friday. In 1913 trains left

-Silverton at 1:00 P.M. and arrived at Gladstone at 1:45 P.M.; left

-Gladstone at 2:15 P.M. and arrived at Silverton at 3:00 P.M. This was a

-considerable decline from the original two trains per day.

-

-About the first of January 1910, Mears, Slattery and Pitcher leased the

-Gold King mine. On January 15 of the same year the Silverton Northern

-Railroad leased the S. G. & N. and five years later, on June 10, 1915,

-bought it at auction. San Juan County records show that the deed was

-made July 23. Mears then owned all three railroads. Only one S. G. & N.

-engine, the 34, was in service. The partners gave up the lease on the

-mine in 1917 and Mears, then 77 years old, left for California, never to

-return.

-

-Mrs. Percy Airy has a little story to tell of this period. In 1911 her

-husband was working at the Gold King mill at Gladstone and they were

-living in a little cabin with almost no furniture and conveniences. One

-morning while she was washing, Percy came rushing in, saying he was

-bringing his uncle Jack Slattery, Otto Mears, James Pitcher and Louis

-Quarnstrom in for dinner. Flustered and dismayed were no words for it!

-At such a camp no fresh stuff was available but she managed a dinner of

-ham, scalloped potatoes, a canned vegetable, biscuits with butter and

-jam, fresh canned mountain raspberries, cake and coffee. She had only

-two stool chairs and one of them was occupied by the washtub which Mears

-urged her not to move. She put one man on the other stool chair, two on

-the bed and two in rockers. Being very young, only nineteen, she was so

-embarrassed she wouldn’t sit down at the table. Everybody praised her

-dinner and she felt better. When Mears left he presented her with a very

-rich piece of gold ore, about the size of a large orange, and told here

-if she’d always keep that she’d never be poor. Later she engaged a

-jeweler to make a watch charm from it for her husband. A small cracked

-charm and two small pieces of ore were all that was returned to her. The

-fellow claimed he had had to break the big chunk all to pieces to get

-the charm and had thrown the scraps away. Of course every small grain of

-that ore was valuable.

-

-Business kept dwindling until only an occasional train was run. The

-following table indicates that the track was still lying in 1923.

-

-       SILVERTON, GLADSTONE & NORTHERLY

-             Official Roster 1923

-

-      0  Silverton                     9,300

-    3.2  Yukon Mills

-    5.0  Porcupine Gulch

-    7.0  Fishers Mill

-    7.5  Gladstone                    10,600

-

-No exact date can be found for the tearing up of the rails but it

-probably was in 1926, the same year the S. R. was dismantled. All

-equipment went to the S. N. as it already belonged to it anyway.

-

-The government, during our war with Japan, established military posts in

-Alaska. The railroad up there, the White Pass and Yukon, needed more

-locomotives and in 1942 it purchased all that were left on the S.N.—the

-3, 4 and 34. (The S. N. had ceased operation three years previously.)

-The 34, as should be remembered, had belonged to the S. G. & N. When the

-Alaskan railroad received the 34 it numbered it “24”. After Diesel power

-was obtained there the 24 (nee 34), then about forty years old, was

-retired to the boneyard.

-

-One of the original S. G. & N. coaches was bought from the S. N., moved

-to Durango and set up on Main Avenue as the “Pioneer Diner”. Later,

-after changes and additions, it became the “Chief Diner”. It is still

-operating and may be seen in Durango.

-

-

-

-

-                           SILVERTON NORTHERN

-

-

-Mears hoped to run a railroad from Silverton to Mineral Point and

-possibly on to Lake City, following practically the same route as the

-wagon road he had built twelve years previously. C. W. Gibbs, chief

-engineer, made surveys from Silverton to Eureka in both 1889 and ’90 but

-nothing was immediately attempted, probably because of all effort and

-money going toward the construction of the Rio Grande Southern. However,

-two miles from Silverton to Waldheim were built in 1893 as an extension

-of the Silverton Railroad.

-

-According to San Juan County records the Silverton Northern was

-incorporated on September 20, 1895. Fred Walsen was the president, Otto

-Mears the vice-president and Alex Anderson the secretary-treasurer.

-

-Construction began at the North Star bridge, the end of the first piece

-of railroad, in late April of 1896 and the 6½ miles were completed to

-Eureka in late June. The transfer of the property from the construction

-company to the railroad company was made on July 1st. Silverton Northern

-books gave the cost of construction as $272,400. Meanwhile the first two

-miles had been transferred from the Silverton Railroad to the Silverton

-Northern. A big celebration took place at Eureka on the completion of

-the line and Mrs. Edward G. Stoiber drove the golden spike. A picture is

-extant which shows the crowd there.

-

-S. R. Engine 101 was transferred to the S. N. but henceforth was to go

-by the number of 1. Of course, the company could borrow a locomotive or

-other equipment from the S. R. or the D. & R. G. as needed.

-

-Ever since the panic of 1893 with its demonetization of silver, mining

-in the San Juan had been seriously crippled but, since the Sunnyside

-mine near Eureka and the Silver Lake mine near Waldheim produced good

-values in gold, the S. N. could make a profit.

-

-Mining men, Mears among them, had great hopes that mining would revive

-as of old if William Jennings Bryan could be elected as president.

-Bryan, it should be remembered, was running in 1896 on a platform of

-silver coinage at 16 to 1 with gold. When he was defeated Mears lost

-hope for any improvement in mining and moved to the East where he took

-up several projects. One was the building of the Chesapeake Beach

-railroad from Washington to the beach. Another was the promotion of the

-Mack Truck Co. with himself as the first president. He, at that early

-date, saw the possibilities of automobile transportation.

-

-Though Mears stayed in the east until 1907 he exercised a strong

-supervision over his San Juan railroads and made a number of trips back

-to the country to oversee them.

-

-In 1901 the company owned one locomotive, one passenger coach, ten box

-cars and one service car. For the year ending June 30, 1901 it had

-operated 3376 miles of mixed and 1310 miles of passenger service. In

-1902 it paid a dividend of 10%.

-

-The Gold Prince mine, four miles up the Animas River canon from Eureka,

-was then flourishing so Mears decided to build a railroad to the place.

-He hired Thomas Wigglesworth as surveyor and constructor. Construction

-from Silverton to Eureka had been easy—no hard grading and only two

-small bridges—but from Eureka to Animas Forks, the little town near the

-Gold Prince, it was to be very difficult—up a rough canon and over 7% to

-7½% grade, the very maximum for a steam railroad.

-

-Mr. Vest Day gives an account of its building:

-

-“Mr. Thomas Wigglesworth, for whom I had worked several times before,

-hired me to get stuff together and go up to Animas Forks to establish a

-camp. Late in May of 1904 I loaded on the train at Durango about a

-carload of surveyor’s equipment and camp supplies, among which was a

-350-lb. cook stove, all to be taken by rail to Eureka. There the two

-Peck brothers packed it on burros and, since the snow was deep and soft,

-they often had to spread gunny sacks out for the burros to step on,

-especially for the one with the stove, to keep them from sinking in too

-deeply. Everything arrived at Animas Forks in good order.

-

-“The snow was six feet deep around the cabins we were to occupy so I had

-to shovel paths and dig down to get the doors open. Then I had to gather

-wood out of the tree tops but had the stove up and a good supper ready

-when Mr. Wigglesworth arrived with three other young fellows.

-

-“We first did some preliminary surveying, running a line from Animas

-Forks to the divide in case Mr. Mears should decide on a railroad to

-Lake City. The snow was so deep we could not drive the stakes so we cut

-turning points in the hard crust with a hatchet.

-

-“Then we started to work in the canon which was a hard problem and had

-labored a month trying to get a line up the east side when Mr.

-Wigglesworth remarked to Mr. Mears that he’d like to build the railroad

-on the other side where the road was. Mears told him to go ahead and

-take it as it was his road anyway. Even though we used the road grade,

-still a lot of work had to be done and R. T. F. Simpson, who was to run

-the commissary, brought with him from New Mexico, 100 Navajo Indians to

-do the rough labor. About 25 whites were employed but they acted as

-powder men, clerks or other such things. We were all finished in the

-fall.

-

-“While we were there Mr. Wigglesworth procured for Roy Goodman and me a

-railroad bicycle that Mears had had made for Mrs. Stoiber. She was not

-at that time using it. This contraption had a framework to which was

-fastened four light-weight flanged wheels with rubber on them, that ran

-on the track. Above was a platform on which were two stationary bicycles

-side by side. The riders treadled the bicycles and the two chains that

-pulled the two rear wheels and were connected with two small wheels on

-the axle of the car, drove the car, so it ran nicely on the track. We

-had a grand time going back and forth to Silverton on it.”

-

-Marion A. Speer, a lad from Texas, went to work in the spring of 1904 as

-a nipper on the railroad which was building from Eureka to Animas Forks.

-His job was to carry heavy tools such as drills and picks from the

-blacksmith shop to the drilling and blasting crews, and the dull ones

-back. The work was very hard but he had to have the money if he expected

-to go to the Colorado School of Mines, which was his intention. One day

-Wigglesworth, his boss, came to him and told him he’d have to let him go

-as the work was too heavy for him. Marion, then, proceeded to “bawl his

-eyes out”. When Wigglesworth found out the reason he not only took him

-back but hired a Mexican boy to help him.

-

-The construction outfit used Engine 3 which was brand new that year, was

-very powerful and a beauty and was called “Gold Prince” after the mine

-at Animas Forks. That piece of railroad was completed in the fall except

-for sidings which were laid the next year.

-

-Young Speer worked at the Silver Lake mill for several summers and often

-got to ride in Engine 100; he also went to Gladstone in the 34 and was

-on the S. N. coach, the Animas Forks, when it turned over the first

-time. The track still lay to Albany in 1907 for a train took a bunch of

-picnickers, of which he was one, down that way and let them off.

-

-The railroad workers, among whom was Speer, ate at the Silver Wing

-(Condit) boarding house, and they were lolling around outside one

-evening in June of 1904 when a terrific explosion took place at the

-Toltec blacksmith shop, directly across the river, about 200 feet away.

-Debris of all descriptions peppered the boarding house.

-

-The Silverton _Standard_ reported the event thus:

-

-_An Awful Explosion_—“Three men, Percy Kemper, Edward Crane and L. W.

-Lofgren, were killed last Sunday night about ten o’clock by a powder

-explosion at the Toltec Tunnel of the Sioux Mining Company, located

-above Eureka near the mouth of Picayune Gulch.

-

-“Kemper and Crane were literally blown to pieces, parts of their bodies

-being found in different places, 300 and 400 yards from the scene of the

-explosion. The blacksmith shop was, of course, demolished. When the

-sound of the explosion brought others to the scene, Lofgren was still

-alive, but he died on the way to Silverton. The remains of the other two

-unfortunate men were brought to this city Monday afternoon.

-

-“Lofgren, it seems, had been working behind a metal mine car which

-absorbed much of the force of the explosion. This accounts for the fact

-that Lofgren was not killed outright.

-

-“At the coroner’s inquest held Monday a verdict was returned that the

-three men came to their deaths by and through carelessness in heating

-powder.

-

-“The largely attended triple funeral was held Wednesday afternoon under

-the auspices of the Miner’s Union of which all three of the deceased

-were members in good standing, the local Odd Fellows, however, turning

-out in honor of their deceased brother, Lofgren. Reverend Shindler

-preached the funeral sermon.”

-

-Vest Day reports that his survey crew helped pick up the pieces of the

-bodies the next morning and put them into nail kegs.

-

-Mr. Meyer, the locomotive engineer on the construction crew, claimed the

-Indians would stop work on almost any pretext but especially to chase

-ground hogs. Mears decided to put a stop to such foolishness and hired

-25 white kids and supplied them with rifles to kill the animals. It

-didn’t help much because when they were out of the way the Indians could

-find plenty of other excuses to dawdle.

-

-Mr. Arthur Ridgway stated that when he came to the S. N. in October of

-1904 work was still going on under the supervision of Marshall B. Smith,

-Mears’s son-in-law, with Navajo labor. Operation of the line began the

-next Spring after the snow went off.

-

-In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up

-Cunningham Gulch to the Green Mountain and Old Hundred mines, which

-added 1.3 miles of railroad to the system. The S. N. must have been in

-financial straits at this time for Mears had to raise money in New York

-to pay interest on the bonds.

-

-This railroad went north from Silverton as did the other two. The

-termini of the S. R. and S. N. were not much more than six air miles

-apart with the S. G. & N. in between. Animas Forks is at the foot of

-Mineral Point. One may ride out on the top of Mineral Point, as this

-writer has done and see the waters divide, the Uncompahgre going to the

-north and the Animas to the south. Mears never got the courage to build

-a railroad up there as first projected nor on to Lake City.

-

-During the year ending June 30, 1905 the railroad carried 31,433

-passengers and 43,349 tons of freight. The Manual or Guide lists for

-1905, two engines, for 1909, three and for 1911, two. One or two

-passenger cars, one or two baggage and several freight cars were

-claimed. It should be remembered that equipment was interchanged between

-these little lines and was also borrowed from the D. & R. G.

-

-The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an

-old one from the D. & R. G, which it numbered 2, but it was of such

-little good it was soon scrapped. Mears bought the 3 new in 1904 and the

-4 new in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased

-and in 1915 bought the S. G. & N. and got its engines, the 32, 33 and

-34. Numbers 100, 32 and 33 were scrapped between 1909 and 1912 but 1 was

-still in use in 1916 for it is shown in the picture of the zinc train

-that was running at that time. All four of those just noted sat for a

-number of years in the boneyard at Silverton. Numbers 3 and 4 were used

-on the snow bucking because 34 was too large for the plow.

-

-Mears could always think up something novel and smart. He had already

-put out the silver and gold passes and had devised the railroad bicycle

-but now he wanted to do something special in the way of a passenger

-coach for this run. He bought an old narrow gauge sleeper from the D. &

-R. G., that had been used on the run from Pueblo via Salida to Alamosa

-after 1890 and is thought to have been one of those that came to Durango

-and Silverton From ’81 to ’83. He had it painted a bright green, put the

-words in gold, “Silverton Northern Railroad” over the windows and named

-it the “Animas Forks”. It had four upper and four lower berths on each

-side, half as many as a modern sleeper has. It was different also in

-that the berths had wooden slat bottoms instead of solid metal as we

-know them. Ten feet or less at one end was walled off for a kitchen

-while 20 feet or more was equipped with seats and tables. There was a

-menu card, lengthy and beautifully printed, and a liquor list to delight

-a connoisseur. Of course a porter was present to administer the drinks.

-

-The engine _pushed_ the cars from Eureka to Animas Forks. It would not

-have done to have had them behind for, if a coupling had broken, the

-brakes would not have been able to hold them on such a steep grade and a

-runaway and wreck would have resulted. As, at first, there was no way of

-turning at Animas Forks the engine had to back down _pulling_ the cars,

-a decidedly risky business. A turntable was desperately needed and so,

-in 1906 or ’07, Mears used certain parts of the one at Corkscrew Gulch

-to complete the one he was building at Animas Forks. Then the engine

-could turn and, by setting the cars on a spur, could get ahead and keep

-them from running away. Before starting they tested the brakes most

-thoroughly; then the brakeman stayed on top of the cars clubbing them

-all the way down. Everybody breathed a sigh of relief when they got

-stopped at Eureka.

-

-They generally hauled a car of coal and an empty or a coach up and three

-cars of ore down. The biggest load ever taken up was a car of coal and a

-car of cement. Speed from Silverton to Eureka was ten miles per hour but

-from Eureka to Animas Forks, four miles, and the same on the return

-trips.

-

-The Stoiber brothers had developed the Silver Lake mine in Arastra Gulch

-and built the mill at the mouth of the gulch; later Ed took over the

-mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim

-which, because of its size—ball room, game rooms, etc.—and its fine

-construction and expensive furnishings, became known as the “Mansion”.

-There they entertained most lavishly, often passing out expensive party

-or dinner favors. (The author acquired one of them—a beautifully

-engraved solid silver dinner spoon.)

-

-The madam undertook a good part of the management of the mine herself,

-sometimes all of it, and was capable of subduing the most obstreperous

-miner who ever landed there. She was the lady who, to spite her

-neighbors, built the tall fence around her place in Silverton.

-

-They left Silverton about 1904 and, after Stoiber died, the madam

-erected a fine home in Denver, surrounding it with a fence. She had one

-husband before Stoiber and two others afterwards but no one knows for

-sure what became of them. Her last home was a villa in Italy where she

-died. A large fortune was left behind which is still being handed down

-to heirs of heirs.

-

-Mears signed a contract with the Gold Prince mine at Animas Forks, to

-haul its ore to Silverton over the winter of 1906-07. Therefore, it was

-necessary to prepare against the vicious snow slides between Eureka and

-Animas Forks. He decided to build several heavily timbered snow sheds

-and anchor them in rock in the hillsides. The first, 500 feet long, at a

-bad place near the Silver Wing boarding house, not far from Eureka, was

-completed in October. A slide that winter smashed it and dumped it into

-the Animas River Canon. Mears gave up on snow sheds.

-

-On March 24, 1906 concussion, which is the rush of air at the edges of a

-slide, did great damage to the Green Mountain mill in Cunningham Gulch

-and killed the mine foreman. It also destroyed several S. N. cars. At

-the same time a slide demolished the boarding house at the Shenandoah

-mine and killed twelve men.

-

-Near Animas Forks two men were asleep in the same bed. One was thrown

-toward the center of the room and carried away while the other was

-thrown toward the wall and was saved. In the same season two men were

-killed at the Robert Bonner mine near Burro Bridge on the S. R.

-

-These are only samples of slides that happened nearly every winter.

-Often bodies, frozen stiff, were recovered from slides and stood against

-the handiest wall.

-

-One summer a request came to Silverton for a great quantity of

-columbines for some national convention that was to be held in Denver. A

-“Columbine Special” train was run from Silverton to Animas Forks for the

-purpose of procuring them. Mears donated the use of the train, railroad

-men donated their services and townspeople donated their time. They

-gathered what they estimated to be 25,000. A hardware man supplied

-washtubs in which the flowers were packed and shipped. They went out of

-Silverton on flat cars but were transferred to box cars at Alamosa. The

-columbines reached Denver and were displayed in front of the Denver Post

-building.

-

-The Pullman was in a couple of wrecks, the first in the summer of 1908.

-New rail was being laid and hadn’t, in one place, been spiked. Meyer was

-the engineer and was pulling a train of three coaches going south when

-the accident happened near Silver Lake, two miles out of Silverton. The

-engine and one coach went over the rail all right but the next coach

-caught on it, turned over and took the Pullman with it. When Conductor

-Hudson came along getting people out he found one woman with her head

-and shoulders completely through a window on the under side. The car had

-lit on a couple of ties, which held it up, preventing her from being

-crushed. Only her hat was knocked off. When settlements were made the

-worst casualty was found to be a box of peaches for which the owner

-asked and received 75 cents.

-

-Another time, about 1911, a train was going north when, near Waldheim,

-the Pullman, which had too long a wheelbase for curves, gave a swing and

-the top part left the trucks, flopping over and taking a coach with it.

-Booker was the engineer this time, Hudson, the conductor and Ruble, the

-fireman. When they arrived they found the dust so thick they could

-scarcely see or breathe. Ruble and Hudson walked along on the sides of

-the coaches pulling people out of the windows. They came to Mrs. William

-Terry securely fastened and soon found the trouble—her skirt was caught

-between a rock and the side of the coach. Ruble used his pocket knife to

-cut a piece out of the back. The poor fellow, easily embarrassed anyway,

-never heard the end of cutting off the lady’s skirt.

-

-How Mrs. Terry remembers it:

-

-“It was a Saturday afternoon in the summer time and the train was full

-of people going home from Silverton. In the Pullman everybody was

-talking and joking and having a good time. Suddenly the car gave a flop

-over on one side and everything was confusion. I was thrown against the

-slats of the berth and got several bumps on the head. I grabbed a

-handful of willows out the window which pulled through my hand leaving

-green streaks that lasted for days. My skirt was caught at the back and

-someone cut a chunk out of it. It had been jerked loose from the waist

-anyway so it came off. But those were the days when women wore

-petticoats and I had a nice one of iridescent taffeta, that rustled and

-had reams of ruffles.

-

-“Broken glass had flown in every direction and many people had cuts. One

-woman who had on a white dress came up to me and asked me if her hat was

-on straight. I told her it was but that she had better look at her

-dress. The whole front of it was covered with other people’s blood.

-Passengers sat on the hill waiting for a train to come for them.

-Everybody was very excited and upset. The porter went around offering

-drinks to help settle our nerves but I didn’t take any. Cuts and bruises

-were the worst damages. The injured were loaded in a box car and taken

-to the hospital.

-

-“My garb was a towel around my head, the coat of my just-past beautiful

-new plaid suit and the rustling ruffled petticoat. The suit, of course,

-was ruined as a skirt to match could not be obtained. I never got any

-damages, either, because I was riding on a pass. I lost two combs, too,

-that had real gold trimming.”

-

-The Pullman had made its last trip. It was pulled into the D. & R. G.

-yards at Silverton where it sat for a while, was gradually dismantled

-and finally burned. W. L. Bruce of Durango, about 1920, took some parts

-of the doors and door casings and some of the slats of the berths—all

-beautiful cherry wood—and made a porch swing.

-

-A picture of the front part of the zinc or “Zinc Special” train of World

-War I years is shown herein. A newspaper called the first shipment of

-ten cars “the largest ever made in Colorado.” Zinc with copper made the

-brass that was used in shells. A train of ten carloads of rich

-concentrates was shipped about once a week from the Sunnyside mill at

-Eureka, was picked up by the D. & R. G. at Silverton and transported to

-a smelter at Pueblo in 48 hours.

-

-The Terry family, owners of the famous Sunnyside mine, the biggest

-shipper on the D. & R. G., was dickering with the U. S. Smelting and

-Refining Company regarding the sale of the mine and chartered a train

-for the use of those coming to investigate. A group of eastern

-capitalists—seven of them millionaires—accompanied by mining engineers,

-clerks, servants etc., made the trip in January or 1917. The train was

-the D. & R. G. president’s narrow gauge special, thought to be the only

-one of its kind in existence. The cars were beautifully finished and

-furnished. It was so outstanding and unique as to have been exhibited at

-the World’s Fair at San Francisco in 1915.

-

-Snow was pretty deep. Much good stuff was on the train and the crew got

-slightly befuddled. Just at the north end of Silverton the coupling back

-of the engine came loose and the engineer went several miles before he

-noticed he had lost the train. He did some quick thinking and plowed the

-track on to Eureka. When he came back he told everybody that the snow

-was so deep he thought it better to go ahead and clear the line and then

-come back and get the train.

-

-The outfit parked at Eureka for about a week while officials and

-engineers made a thorough investigation of the Sunnyside which, a few

-months later, resulted in the sale of the mine. On the way back to

-Durango the train, called the “Million Dollar Special”, was wrecked

-about a mile south of Rockwood. The engine and the three coaches turned

-over. Nobody was seriously hurt but two of the cars caught fire from the

-cookstove and completely burned.

-

-In February 1906, three passenger trains on week days and two on Sundays

-ran between Silverton and Eureka. In 1913 a train, running six days per

-week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15, left

-Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and ’20 a

-schedule as follows was in operation: leave Silverton at 8:00 A.M. for

-Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00,

-back at 2:00; leave for Eureka at 3:00, back at 5:00;—two trips to

-Eureka and one to Joker Tunnel seven days per week.

-

-Though there seems to have been no scheduled service in 1923, at least

-the track was still lying and trains must have been run as needed. This

-period, it should be remembered, was one of hard times following World

-War I.

-

-              SILVERTON NORTHERN

-            Official Roster, 1923

-

-    0.   Silverton                     9,300

-    1.   Power

-    2.   Waldheim

-    3.   Robin

-    3.2  Collins

-    4.7  Howardsville

-    0.   Howardsville

-    1.1  Old Hundred

-    1.3  Green Mountain

-    6.2  Hamlet

-    7.4  Minnie Gulch

-    8.5  Eureka                       10,000

-         Astor

-         Lion Tunnel

-   12.5  Animas Forks                 11,200

-

-The branch to Green Mountain operated only a short time because the

-mines up that way turned out to be poor producers. The part from Eureka

-to Animas Forks is claimed never to have paid expenses and soon quit

-regular operation though occasional trains ran up there until sometime

-in the twenties. Mears offered the right-of-way to the county if it

-would take up the track, which it did, and Mr. Meyer hauled the junk

-down in 1936.[4] Like the S. R., it was a road to begin with and ended

-up by being one again.

-

-The section from Silverton to Eureka revived and lasted the longest of

-any of the three little railroads. Ore was shipped over it from the

-Sunnyside mine and mill until 1939 when the mine closed down because of

-a miner’s strike.

-

-In the summer of 1942 the property was advertised for sale for $17,000

-in delinquent taxes. Mrs. Cora Pitcher, Mears’s daughter, sold it to the

-Dullen Steel Products Company and paid the taxes. This company shipped

-the shop equipment, rails and rolling stock out in October.

-

-The United States had, after it became involved in war with Japan,

-established military bases in Alaska. The railroad there, the White Pass

-and Yukon, needed more motive power and the government requisitioned the

-three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they

-were re-numbered to 22, 23 and 24, respectively. In 1947 word was

-received from the War Surplus Board and the W. P. & Y. Ry. that twelve

-engines—7 D. & R. G., 2 C. & S. and 3 S. N.—had been received by the

-Alaska Railroad but when Diesel power was obtained there, all except No.

-34 (24) were returned to Seattle to M. Block & Co., a junking outfit.

-The last known of the 34, it was sitting in the railroad yards at

-Skagway, Alaska, in a state of dismantlement.

-

-In 55 years, 1887 to 1942, the three little Silverton railroads started,

-prospered, declined and perished and nothing, unless one considers still

-discernible roadbeds and rotting ties, remains to attest their

-existence. No equipment except one coach, which is scarcely recognizable

-as such, has survived. A few little relics such as small amounts of

-paper material, a goodly number of pictures and S. R. buckskin, silver

-and gold passes have survived and they are scattered from one end of the

-United States to the other. Pathetic mementos they are, for agents that

-played such a large part in the life and prosperity of their community.

-

-

-

-

-                        THE FOLLOWING PAGES....

-    Views and Documents of Narrow Gauge Railroading in the San Juan

-                               Mountains.

-

-

-    [Illustration: PLATE XXI.

-    TRANS.AM.SOC.CIV.ENGRS.

-    VOL. XXIII. N^o. 450

-    GIBBS ON

-    SILVERTON RAILROAD.

-    Silverton

-    RAILROAD

-    1888]

-

-    [Illustration: The two levels of track at Chattanooga Loop.

-                                                (_Violight Productions_)]

-

-    [Illustration: The first train to Red Mountain with Mears beside the

-    engine pilot.

-                                               (_Denver Public Library_)]

-

-    [Illustration: The Chattanooga Loop.

-                                                         (_C. W. Gibbs_)]

-

-    [Illustration: Passengers transferring from the train to the stage

-    at Red Mountain.

-                                                        (_R. A. Ronzio_)]

-

-    [Illustration: The two levels of track approaching Corkscrew Gulch.

-                                                         (C. W. _Gibbs_)]

-

-    [Illustration: Ironton and the turntable

-                                             (_U. S. Geological Survey_)]

-

-    [Illustration: The Yankee Girl mine buildings.

-                                         (_Colo. State Historical Soc._)]

-

-    [Illustration: The track to Albany in the foreground.

-                                             (_U. S. Geological Survey_)]

-

-    [Illustration: Red Mountain—The small round hill was called “The

-    Knob.”

-                                         (_Colo. State Historical Soc._)]

-

-    [Illustration: Red Mountain—Depot at right. National Belle mine on

-    the hillside. Jail over the heads of the men.

-                                                          (_Ray Cooper_)]

-

-    [Illustration: A snow-bucking train and the Red Mountain depot.

-                                               (_Denver Public Library_)]

-

-    [Illustration: Rio Grande Southern Engine 5 on lease to the S. R.,

-    at Summit.

-                                               (_Denver Public Library_)]

-

-    [Illustration: The Corkscrew turntable.]

-

-    [Illustration: The dismantled turntable in 1958.

-                                                      (_F. S. Cummings_)]

-

-    [Illustration: S. G. & N. bond

-                                                      (_David Lavender_)]

-

-                           STATE OF COLORADO

-                       United States of America.

-                 FIRST MORTGAGE SIX PER CENT GOLD BOND

-       The Silverton, Gladstone _and_ Northerly Railroad Company.

-

-    [Illustration: Silver Lake mill at Waldheim

-                                                   (_Silverton Variety_)]

-

-    [Illustration: Mogul mill at Gladstone

-                                                    (_John B. Marshall_)]

-

-    [Illustration: Old Hundred mill on the S. N.

-                                                    (_John B. Marshall_)]

-

-    [Illustration: Eureka and the Sunnyside mill

-                                                   (_Silverton Variety_)]

-

-    [Illustration: Pushing cars up to Animas Forks.

-                                                    (_Morris W. Abbott_)]

-

-    [Illustration: Gold Prince mill at Animas Forks

-                                                   (_Silverton Variety_)]

-

-    [Illustration: The Gold King mill at Gladstone.

-                                                    (_Morris W. Abbott_)]

-

-    [Illustration: A passenger train on the S. G. & N.]

-

-    [Illustration: Silverton Smelter on Cement Creek.

-                                                    (_Morris W. Abbott_)]

-

-    [Illustration: Green Mountain mill on the S. N.

-                                                    (_John B. Marshall)_]

-

-    [Illustration: Silverton

-                                                 (_Colo. State Highway_)]

-

-    [Illustration: Columbine day at Silverton.

-                                                     (_Mrs. Louis Puls_)]

-

-    [Illustration: The Silver Lake mill and cables to the Shenandoah

-    mill.

-                                                    (_John B. Marshall_)]

-

-    [Illustration: S. G. & N. coach No. 2

-                                                         (_John Keller_)]

-

-    [Illustration: The zinc train.

-                                                      (_Mrs. Wm. Terry_)]

-

-    [Illustration: Engine 34 at Silverton.

-                                                        (_Lad G. Arend_)]

-

-    [Illustration: Engines 3 and 4 at Silverton.

-                                                        (_R. H. Kindig_)]

-

-    [Illustration: Train entering a snow cut in the S. N.

-                                                        (_Joe Dresbach_)]

-

-    [Illustration: Bucking snow with Engine 4 on S. N.

-                                                        (_Edward Meyer_)]

-

-    [Illustration: Engine 4 turned over into the Animas River.

-                                                        (_Edward Meyer_)]

-

-    [Illustration: Silver filigree, 2.7 by 1.5 inches

-                                                         (_C. W. Gibbs_)]

-

-    [Illustration: Silver Plate, 3.65 by 2.2 inches.

-                                                    (_Morris W. Abbott_)]

-

-    [Illustration: Gold filigree, 2.5 by 1.4 inches

-                                                       (_F. C. Krauser_)]

-

-    [Illustration: Buckskin, 4.05 by 2.6 inches.

-                                                    (_Morris W. Abbott_)]

-

-    [Illustration: Fob or medallion, silver or gold, for 1890, 1.5 by

-    1.2 inches

-                                                       (_Josie M. Crum_)]

-

-    [Illustration: Commutation coupons on the S. N. These came in

-    booklets and one was torn out for each trip.]

-

-    [Illustration: Bill of Fare]

-

-                             Bill of Fare

-                      SILVERTON NORTHERN R. R. CO

-                          _Car_: Animas Forks

-                                                         Dolls. Cts.

-                                SOUPS

-

- ◯Chicken 25c           ◯Vegetable 25c        ◯Oxtail 25c

- ◯Clam Chowder 25c      ◯Clam Juice 25c       ◯Tomato 25c

- ◯Mock Turtle 25c       ◯Mulligatawny 25c     ◯Chicken Gumbo 25c

- ◯Julienne 25c          ◯Consomme 25c

-

-                                FISH

-

- ◯Norway Mackerel 50c   ◯Russian Caviar 50c   ◯Smoked Sardines 35c

- ◯Kippered Herring 50c  ◯Bismark Herring 50c  ◯Boneless Sardines 50c

-

-                                BEEF

-

- ◯Chili Concarne 50c    ◯Roast Beef 50c       ◯Vienna Sausage 50c

- ◯Lunch Tongue 50c      ◯Boochout Bacon 25c   ◯Yacht Club Beef 50c

- ◯Boned Chicken 50c     ◯Chicken Tamales 50c  ◯Liebig Beef 50c

- ◯2 Boiled Eggs 25c

-

-                           BREAKFAST FOOD

-

- ◯Quaker Oats 25c       ◯Egg O’See 25c        ◯Shredded Wheat 25c

-

-                             VEGETABLES

-

- ◯Baked Beans 35c       ◯Corn on Cob 25c      ◯Peas 25c

- ◯Asparagus Tips 25c    ◯Hominy 25c           ◯Banquet Corn 25c

- ◯Macaroni and Cheese 25c

-

-                        PUDDINGS _and_ FRUITS

-

- ◯Plum Pudding 25c      ◯Stuffed Olives 25c   ◯Plain Olives 25c

- ◯Apricots 25c          ◯Peaches 25c          ◯Apricot Preserves 25c

- ◯Marrach. Cherries 25c ◯Currant Jelly 25c    ◯Marmalade 25c

- ◯Pear Preserves 25c    ◯Raspberry Preserves 25c

-

-                              RELISHES

-

- ◯Tomatoes 25c          ◯Mushrooms 25c

-

-                  CHEESE _and_ BENT WATER CRACKERS

-

- ◯McClaren Cheese 25c   ◯Roquefort Cheese 25c ◯Chow Chow 15c

- ◯Shelled Pecans 25c

-

-                             SANDWICHES

-

- ◯Caviar 25c            ◯Sardines 25c         ◯Tongue 25c

- ◯Tea 15c               ◯Coffee 15c           ◯Milk 15c

- ◯Cream 25c             ◯Biscuits and Butter 10c extra

- Bread and Butter supplied with all meals

- ◯Wines and Cigars

- A separate check must be issued to each passenger.

- No check issued for less than twenty-five cents to each person.

- _No._ 1982                                                  _Total_

- NOTE: Parties are requested when ordering to make a cross at each

- individual item ordered, thus Ⓧ

- ¶Please report any complaints to the office

-

-    [Illustration: Wine List]

-

-                        Wine List

-              SILVERTON NORTHERN RAILROAD CO

-                    Car: Animas Forks

-                                             Dolls. Cts.

-                         LIQUORS

-

-  Private Stock Whiskey           per drink        $ .20

-  Greenbrier Bourbon Whiskey      per drink          .20

-  Scotch Whiskey                  per drink          .20

-  Holland Gin                     per drink          .20

-  Burke’s Ale                     per pint           .40

-  Burke’s Stout                   per pint           .40

-  Benedictine                     per drink          .25

-  Green Chartreuse                per drink          .25

-

-                          WATERS

-

-  Manitou Water                   per quart        $ .35

-  Ginger Ale                      per quart          .50

-  Red Raven Splits                per half-pint      .20

-

-                          WINES

-

-  Mumm’s Extra Dry                per pint         $2.50

-  White Seal Champagne            per pint          2.50

-  Chateau Blanc Wine              per pint           .75

-  LaRose Wine                     per pint          1.25

-  Grave’s Wine                    per pint           .75

-  Imported Sherry                 per quart         2.50

-  Imported Port                   per quart         2.50

-  Saarbuch Steinwein Wine         per pint          1.25

-  Liebfraumilch Wine              per pint          1.50

-  Sparkling Burgundy              per pint          1.50

-  California Port                 per pint          1.25

-  Cigars and Cigarettes

-                                                 _Total_

-

-    [Illustration: MAP OF “AROUND THE CIRCLE” TOUR]

-

-  The course of the traveler on the Denver & Rio Grande’s great “Around

-  the Circle” tour is indicated by arrows. Start may be made from

-  Denver, Colorado Springs or Manitou, or Pueblo. At Ridgway, on the

-  western turn, the course divides. The traveler may follow the arrows

-  by the outer, “All Rail,” route; or he may take the inner, “Rail and

-  Stage,” denoted by the arrows and dots. When purchasing his ticket he

-  has his choice, the “Circle” round-trip fare being the same in either

-  case. The various side trips marked should not be neglected. For them

-  special low rates are granted; the “Circle” ticket permits stop-overs.

-

-

-

-

-                            ACKNOWLEDGMENTS

-

-

-  Abbot, Morris W.—Contributor of reports and “Transactions” from the

-          Yale Library

-  Airy, Mrs. Percy—The story of entertaining Mears

-  Baker, Bert—Data on the snowshed, the explosion and the snowslides

-  Beaber, Ross—Publisher of the Silverton Standard—much assistance

-  Camp, A. M.—A nephew of John L. McNeil who was an incorporator and

-          secretary-treasurer of the S. R. and the R. G. S.—data

-  Cooper, Ray—Silverton and S. R. history

-  Cooper, R. E.—Data on engines

-  Day, Vest—A member of the survey crew on the S. N.—data and stories

-  Dresbach, Joe—An auditor and general superintendent of the S. N.—data

-          and assistance

-  Fischer, Robert A—Work on the S. R. map

-  Ferguson, John—Information on the Meldrum and Treasury Tunnels

-  Gibbs, Mr. and Mrs. Charles W.—Mr. Gibbs was Chief Engineer and

-          builder of the S. R., part of the S. N. and most of the R. G.

-          S.—data.

-  Henry, Myron—Data concerning the S. R.

-  Keenan, John—Information on the Meldrum and Treasury Tunnels

-  Keller, John—Data on the Shay engine and a S. G. & N. coach

-  Marshall, John—Data on the mines and history of the region and

-          contributor of reports from the Los Angeles Library

-  Meyer, Edward—A locomotive engineer on all three railroads and a

-          superintendent of the S. N.—much information

-  Railway and Locomotive Historical Society—Loan of the copyright of

-          most of the material herein

-  Ridgway, Arthur—General Superintendent of the Silverton Railway and

-          the S. N. in 1904 and ’05. He was also Engineer and Chief

-          Engineer for the D. & R. G. for about fifty years.

-  Speer, Marion A.—A member of the construction crew on the S. N.—data

-  Terry, John—His father and uncle were owners of the Sunnyside

-          mine—data

-  Terry, Mrs. William—Her husband was half-owner of the

-          Sunnyside—stories

-  Wampler, Harold—Loan of Mears letters

-  Wigglesworth, William—Constructor of the Boston Coal and Fuel Co.

-          line—data concerning his father, Thomas Wigglesworth

-

-

-

-

-                               Footnotes

-

-

-[1]The mileages used are from the R. L. Kelly survey of 1892.

-

-[2]Mr. Gibbs died at 89½ years of age as a result of a fall. His wife,

-    nearing 94 years old, is still alive.

-

-[3]Mr. McNeil established most of the pioneer banks in Southwestern

-    Colorado.

-

-[4]The little turntable sat for some years in the yards of the county

-    garage in Durango.

-

-

-    [Illustration: Map]

-

-

-

-

-                          Transcriber’s Notes

-

-

-—Retained publication information from the printed edition: this eBook

-  is public-domain in the country of publication.

-

-—Silently corrected a few typos.

-

-—Transcribed some text within images.

-

-—In the text versions only, text in italics is delimited by

-  _underscores_.

-

-

-

-

-

-

-

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+*** START OF THE PROJECT GUTENBERG EBOOK 62664 ***
+
+    _FRONT COVER_—“The covered turntable at Corkscrew Gulch. It served
+    as part of the main line.” (_C. W. Gibbs_) See discussion and
+    diagram pages 12, 13 and 14.
+
+
+
+
+                           THREE LITTLE LINES
+
+
+                          By Josie Moore Crum
+
+
+                           SILVERTON RAILROAD
+                    SILVERTON, GLADSTONE & NORTHERLY
+                           SILVERTON NORTHERN
+
+
+The originals of these articles appeared in Bulletin 74 of the Railway
+and Locomotive Historical Society in October 1948. A second edition was
+published by Bert Baker in the fall of 1956. The present volume contains
+additional information and pictures gathered since the appearance of the
+earlier publications.
+                                                                  J.M.C.
+
+                             Copyright 1960
+                          by Josie Moore Crum
+
+   All rights reserved. No part of this book may be reproduced in any
+           form without written permission of the publishers.
+
+                             Reprint Rights
+                         L.A. “Johnny” Johnson
+                                Box 348
+                         Ouray, Colorado 81427
+
+
+                              Published by
+                          DURANGO HERALD-NEWS
+                           Durango, Colorado
+
+
+
+
+                              INTRODUCTION
+
+
+The Southwest has had a most romantic history. It is the oldest portion,
+both in the way of interior exploration and in the way of settlement, in
+the United States.
+
+The Coronado Expedition of several hundred Spaniards left Mexico in 1540
+and journeyed up into what is now central New Mexico. The convoy
+consisted of soldier aristocrats on their caparisoned horses and in
+their picturesque regalia, and of common soldiers, fortune seekers and
+servants. Accompanying the train were hundreds of horses packed with
+supplies and hundreds of cattle, sheep and hogs for food purposes.
+
+They established themselves at Tiguex, New Mexico and spent two years,
+1540-42, conquering the Indians and searching for treasure. One party
+went west and discovered the Grand Canon and another went east as far as
+Kansas. They found no riches but explored, mapped and named the country
+and took possession of it for Spain.
+
+New Mexico was settled in 1595, permanently, except for a short period
+when the populace fled because of an Indian uprising. The first capital
+was San Juan though it was soon moved to nearby Santa Fe. It should be
+noticed that this settlement preceded colonization on our eastern coast.
+
+No one knows when the Spanish first entered Colorado but the country
+seemed well-known and named when Juan Rivera made his first trip into it
+in 1765. He led a party across the southwestern part of the state to the
+Utah border and back to the Gunnison River near Hotchkiss. Within the
+next ten years he made three more trips of the same kind.
+
+The Escalante expedition of 1776 wanted to find a northern route from
+Santa Fe to Los Angeles. They followed the same trail as had Rivera to
+Hotchkiss but from there went north and then west to Utah Lake. Because
+of a shortage of food they started home, crossing Utah, the Colorado
+River and Arizona and arriving at Zuni, New Mexico. This party very
+thoroughly mapped and named everything in the course of the journey.
+
+The most commonly traveled route across Colorado was the “Old Spanish
+Trail”, used in the 1830’s and 40’s by trade caravans operating between
+Santa Fe and Los Angeles, woolen goods going to the west and horses and
+mules to the east. It traversed Colorado, Utah and southern Nevada. All
+of these caravans, incidentally, crossed the Animas River and Ridges
+Basin Pass just at the south edge of Durango. This last part was later
+used by the American pioneers.
+
+Meanwhile, trappers were thoroughly working every stream in southwestern
+Colorado and selling their furs at Taos or Santa Fe.
+
+After the war with Mexico and due to the treaty of 1848 the United
+States acquired all of the southwestern part of the country.
+
+Gold was discovered on Cherry Creek, the Denver area, in 1859 and a rush
+to that place began. The same year Captain Baker led a prospecting group
+into what was later Silverton and named the spot “Baker’s Park”.
+
+Two years later he, with another party, made his way up the Animas River
+and established the little town of Animas City, fifteen miles north of
+present Durango. There the settlers panned the river for gold and built
+the first bridge in all of southwestern Colorado, “Baker’s Bridge”. The
+panning Operation was not successful and, on news of the outbreak of the
+Civil War, the whole citizenry precipitately departed.
+
+After the Civil War a young man by the name of Otto Mears moved into the
+Saguache country and went into the wheat raising and merchandising
+businesses. To get his wheat to market he had to start building roads.
+He ended up with about 450 miles of roads which laced together all of
+the mountain towns in the extremely rugged San Juan Mountains.
+
+Mears served as Indian Commissioner for a number of years and, as such,
+negotiated several treaties with the Utes. The first one in 1868 forced
+them out of central Colorado, the second one in 1873 forced them out of
+the San Juan Mountains and the third one in 1881 forced them out of
+Colorado entirely.
+
+The Denver and Rio Grande Railroad arrived in Durango in 1881 and in
+Silverton the next year. Meanwhile it was building another line from
+Salida to Grand Junction and arrived there in 1883. Four years later a
+branch was run from Montrose to Ouray.
+
+The same year, 1887, the Silverton Railroad, one of the subjects of this
+booklet, started out of Silverton and was completed in 1889. The next
+one, also a Mears creation, was the Rio Grande Southern, built in ’90
+and ’91, which ran from Ridgway via Telluride and Rico to Durango.
+
+
+
+
+                                GLOSSARY
+
+
+  C. & S.—Colorado and Southern
+  D. & R. G.—Denver and Rio Grande
+  R. G. S.—Rio Grande Southern
+  R. G. W.—Rio Grande Western
+  S. G. & N.—Silverton, Gladstone and Northerly
+  S. N.—Silverton Northern
+  S. R.—Silverton Railroad (Railway)
+  W. P. & Y. R.—White Pass and Yukon Railway
+
+
+
+
+                         THE SILVERTON RAILROAD
+
+
+The Silverton Railroad! The most intriguing piece of narrow gauge in the
+world! The railroad of the steepest grades, the sharpest curves, the
+crookedest loops, the highest altitude and the oddest switchbacks, on
+one of which sat a wye with a depot inside and on the other a
+housed-over turntable! And the railroad of the famous Otto Mears passes!
+
+Otto Mears and Fred Walsen, after the Opening up of the rich Yankee Girl
+mine made it feasible, in 1882 and ’83 built a toll road they called the
+“Rainbow Route” from Ouray to Silverton. This was the most famous and
+the most difficult piece of road engineering of the day. The line crept
+along the precipitous mountains of the Uncompahgre River and Red
+Mountain Creek canons and in places was cut out of sheer granite walls.
+It was so narrow and crooked in places that only by the expedient of
+backing up or unhitching a buggy and setting it on a sidehill could
+another conveyance get by. The grades were so steep, often 19%, that
+most of the early cars could not climb them. It was the road of the
+famous Bear Creek toll bridge where a driver stopped and parted with his
+cash, $2 for a saddle horse or $5 for a buggy and team.
+
+While Mears and Walsen were constructing their road from Ouray to Red
+Mountain in the summer of 1882, the Denver and Rio Grande was completing
+its railroad from Durango to Silverton. The next year while Mears and
+Walsen were extending their road from Red Mountain to Silverton, the D.
+& R. G., through its construction engineer, Thomas Wigglesworth, was
+making a survey from Silverton to Red Mountain and Ironton Park. Nothing
+came of it but one wonders if it did not give Mears the idea of building
+a railroad himself.
+
+The Silverton Railroad was incorporated on July 5, 1887 and chartered on
+July 8. Mears was the president of the company and John L. McNeil was
+the treasurer. Though we have no evidence to the effect, Walsen was,
+without doubt, an incorporator and official. Since much of the Rainbow
+Route toll road grade was to be used the railroad adopted the name.
+Incidentally a new wagon road had to be built.
+
+The first part from Silverton to Chattanooga would not be too difficult
+but Red Mountain would have to be ascended on a steep grade and by many
+curves to the summit, Sheridan Pass. Then the line would have to go
+around a succession of curves to Red Mountain town and over more curves,
+grades and switchbacks from there down to Ironton. The greatest of
+engineering skill was necessary to accomplish such an undertaking.
+
+The first necessity, of course, was a locomotive. So the company
+purchased the D. & R. G.’s No. 42, a Baldwin of 30 tons, called 60
+class. It was overhauled and given the number “100” and the name
+“Ouray”. The number may be seen on the old-fashioned kerosene headlight
+in a picture herein.
+
+The 5.3 miles of railroad from Silverton to Burro Bridge must have been
+constructed in the summer of 1887 for it is known to have been in
+operation by the first of June of the next year. In 1888 Charles W.
+Gibbs, who had served under Mr. Wigglesworth on a number of projects,
+became the locating and construction engineer. He started late in May at
+Burro Bridge and in early November had completed 11.2 miles through Red
+Mountain and to Ironton. Only 11.2 miles in over five months! But anyone
+acquainted with the country is not surprised.
+
+Spurs then or later were laid to the Yankee Girl, Vanderbilt, North
+Star, Silver Bell, Guston and Treasury Tunnel. The map here included was
+made by Mr. Gibbs and appeared in a September 1890 Bulletin of the
+American Society of Civil Engineers. Mr. Gibbs built the 1.5 miles from
+Ironton to Albany in 1889.[1] Albany was the Saratoga mill which stood
+against the east hill of Ironton Park. His report notes 5% grades, 30°
+curves, 3-foot gauge and 30-lb. rail. No reliable figures for the cost
+of construction are available but ordinarily a railroad of that kind at
+that time ate up about $25,000 to the mile.
+
+In 1888 Mr. Gibbs was writing love letters to Miss Adeline Hammon of
+Colorado Springs and the next year they were married. She has kept his
+letters all these years from which these excerpts, dealing with the
+construction of the railroad from Burro Bridge to Ironton, are taken.
+
+“Chattanooga, June 10, 1888. Arrived here bag and baggage about three
+weeks ago and have my headquarters 10,200 feet above sea level and my
+next camp will be still higher, about 11,000 feet. More than 100 Mexican
+workers camped nearby.”
+
+“Gustine Mine, July 22, 1888. I am occupying the house of a former mine
+superintendent and have many conveniences not found in a railroad camp.
+Went to Silverton on the passenger train last night and returned this
+morning. Regular trains are running to where my first camp was
+(Chattanooga) and in a month’s time will be here and maybe they will get
+track laid before that as the grading will be done in two weeks time.
+About 400 Mexicans working.”
+
+“Gustine Mine, August 11, 1888. Work is getting along splendidly and
+during this week I will get surveys made to Ironton which is as far as
+the line will be built this year. By the middle of next week the work
+will be only two miles from here and in a very short time at my door.”
+
+“Gustine Mine, September 16, 1888. Construction work will be done in
+about five weeks; then I shall go to Telluride to make a short survey
+for a three foot gauge road.” (This became the Rio Grande Southern.)
+
+“Ironton, October 3, 1888. Since writing you I have moved from the
+Gustine Mine to Ironton and we are living in a large vacant hotel, lots
+of room but not the conveniences we had at the mine.”
+
+“Ironton, October 29, 1888. Since my last letter to you I discharged all
+my men but one and moved to Silverton but was put in charge of the work
+train and the track laying outfit so am back in the grader’s camp but
+will be done here in about a week.”
+
+Wyes were placed at Sheridan Junction, Red Mountain and Ironton in 1888
+and at Albany the next year. That of the D. & R. G. was used at
+Silverton. Very little room was available at Red Mountain and so only
+the smallest kind of wye could be made—one just big enough to
+accommodate an engine and a car and the depot had to be set inside of
+it.
+
+Not counting the wyes there was only one switchback, that at Corkscrew
+Gulch, the most famous in the world as it contained a housed-over
+turntable.
+
+Curvature was almost continuous. Four curves were particularly
+sharp—those at Chattanooga, Red Mountain, Joker Tunnel and Ironton.
+Steep grades were also almost continuous, some as much as 5%. Some maps
+have shown the grade at Chattanooga as 7%. This is an error. Mr. Gibbs,
+the builder, stated it was 5% and a recent survey has substantiated his
+figure.
+
+Bridges, as compared to those on the Rio Grande Southern Railroad, were
+very small, there being, outside of water boxes and culverts, only
+three. Two were on the main line, one where the railroad crossed Mineral
+Creek at Chattanooga and the other where the railroad crossed Red
+Mountain Creek at Joker Tunnel. The other one was on the Treasury Tunnel
+Branch.
+
+The name of Burro Bridge for the station at milepost 5.3 is very
+misleading since the railroad sported no span at all at that point. The
+supposition is that the word applied to the wagon-road bridge across
+Mineral Creek somewhat below and away from the railroad. This road
+branched off from the main Silverton-Red Mountain highway about five and
+one-half miles north of Silverton, crossed Mineral Creek and made its
+way up Middle Fork Gulch and across Ophir Pass to Ophir. This, first a
+burro trail and later a very rugged wagon road, was in use for perhaps
+fifteen years before the advent of the rail line. Since the Silverton
+Railroad unloaded freight for Ophir in the neighborhood of Burro Bridge
+it is assumed that this was the reason for the adoption of the name for
+the station.
+
+The town of Chattanooga eventually grew up to the left of the location
+shown on the map in order to avoid Mineral Creek floods.
+
+No account of the arrival of the first train in Red Mountain has been
+found but it is known to have occurred on September 17, 1888. A picture
+herein shows the train with Engine 100 and Mears standing beside the
+pilot. It can be assumed that it was a gala occasion, especially for the
+mines, for here was an efficacious way of getting supplies and of
+shipping ore.
+
+The unloading of freight on the Silverton Railroad was quite informal.
+Outside of Red Mountain the line maintained no bona fide stations or
+agents. Therefore, materials were dropped off, especially for the mines,
+at the most convenient points.
+
+So far the railroad owned only one locomotive, Number 100, and so had to
+rent from the D. & R. G. The same was true of cars and coaches.
+
+The railroad had been projected to Ouray, 26.6 miles in all. Mears might
+have used his toll road but that was, in some places, 19 per cent grade,
+out of the question for a railroad. The steepest ever attempted in
+Colorado was 7.6%. Construction from Ironton to the foot of Ironton Park
+would have been easy but there the canon began where the greater part of
+six miles would have had to be blasted out of solid rock, where slide
+rock could have been quite bothersome, where snow blockades would have
+been continuous for a long winter and where snowslides, two in
+particular, the Riverside and the Mother Cline, that ran every year,
+would have been almost impossible to conquer. The Riverside slide that
+came from two sides, filling the canon and burying the wagon road, often
+had to be tunnelled to accommodate the summer traffic. The writer, with
+her parents, was through one in the summer of 1903 or ’04.
+
+At the same time surveys were made for another branch of the system, one
+that was to go up the Animas River from Silverton to Mineral Point, 19
+miles, and possibly across the divide to Lake City.
+
+Through operation to Ironton began in June 1889. The claim that two
+daily passenger trains ran there has generally been disbelieved but the
+following table for 1889, copied from the Official Railway Guide of May
+1891, proves the point.
+
+                           SILVERTON RAILROAD
+                         Otto Mears, President
+    S. K. Hooper, General Passenger and Ticket Agent, Denver, Colo.
+   Moses Liverman, General Manager and Ticket Agent, Silverton, Colo.
+                            October 23, 1889
+
+      []Mixed       []Pass’r  Miles                     []Pass’r       []Mixed
+
+ Lv. 7:00 A.M.  Lv. 1:10 P.M.    .0  Silverton     Ar. 11:10 A.M. Ar. 5:20 P.M.
+     7:34 A.M.      1:44 P.M.   5.0  Burro Bridge      10:36 A.M.     4:46 P.M.
+     7:49 A.M.      1:59 P.M.   7.5  Chattanooga       10:21 A.M.     4:31 P.M.
+     8:11 A.M.      2:21 P.M.  12.5  Summit            9:58 A.M.      4:09 P.M.
+     8:25 A.M.      2:35 P.M.  15.0  Red Mountain      9:50 A.M.      4:00 P.M.
+     8:26 A.M.      2:36 P.M.  15.5  Vanderbilt        9:44 A.M.      3:54 P.M.
+     8:27 A.M.      2:37 P.M.  16.0  Yankee Girl       9:43 A.M.      3:53 P.M.
+     8:45 A.M.      2:55 P.M.  17.0  Paymaster         9:25 A.M.      3:35 P.M.
+ Ar. 9:00 A.M.  Ar. 3:10 P.M.  20.0  Ironton       Lv. 9:10 A.M.  Lv. 3:20 P.M.
+
+
+[a]Daily except Sunday.
+
+
+Everything was finished and working properly. Mr. Gibbs must have had
+the feeling of “well done” and that he deserved a reward. Mrs. Gibbs
+tells the following story:
+
+“Late in September of 1889, Mr. Gibbs and I were married at Colorado
+Springs and started for Silverton, going by the way of Montrose and
+through Ouray where we stayed overnight at the beautiful Beaumont Hotel.
+The next morning we rode the stage to Ironton and there transferred to
+the little Silverton Railroad train. As we climbed the grade toward the
+summit the conductor came through the coach where I was the only
+passenger and asked me if I were cold. I couldn’t deny it so he stopped
+the train, picked up some wood along the track and built a fire in the
+little pot-bellied stove.
+
+“In November and December Mr. Gibbs made a preliminary survey from the
+town of Dallas to Telluride, which was to be the route for the Rio
+Grande Southern Railroad, and finished the day before Christmas. We
+stayed overnight in Ouray and left the next morning in a snow-storm.
+When we reached Ironton my husband heard the line was blocked by snow so
+he left me with the Strayers while he went on to Silverton.
+
+“He made arrangements for me to meet him in Red Mountain on New Year’s
+day, which I did. Two men besides us were going to Silverton. A shallow
+trail had been beaten in the deep snow between the rails. The two men
+held the ends of a ski pole while I hung to the middle of it and we
+plodded down the track. We came to a sharp hairpin curve and cut it out
+by sliding downhill from the track above to the one below. A few miles
+farther on we reached an engine with a snowplow, which was a great
+relief. When we reached Silverton and got to our room a nice warm dinner
+was sent up to us by Moses Liverman, superintendent of the S. R.
+
+“A few days latter we left for my husband’s old home in Maine. This is
+what we had planned for our wedding trip but my daughters have always
+maintained that the others to Silverton by stage and train with all
+their difficulties were really the wedding journey.”[2]
+
+The table below was furnished by Mr. Ridgway. Joker Tunnel (water
+drainage) did not exist at the time the map was made but was projected
+or started by 1892. The second column of figures was taken from the 1892
+survey of the locating engineer, R. L. Kelly.
+
+          Station         Mears Timetable of 1889  Actual Mileage, 1892
+
+  Silverton                         0.                      0.
+  Burro Bridge                      5.                      5.
+  Chattanooga                       7.5                     7.3
+  Summit (Sheridan Pass)           12.5                    10.7
+  Red Mountain                     15.                     11.9
+  Vanderbilt                       15.5                    12.5
+  Yankee Girl                      16.                     12.7
+  Paymaster                        17.                     13.7
+  Corkscrew Gulch                                          14.1
+  Joker Tunnel                                              15.
+  Ironton (Depot)                  20.                     16.5
+  Albany                                                    18.
+
+The exaggerated mileages of the 1889 timetable would have added
+considerably to the freight charges, in the case of Ironton over 21%. It
+will be noticed beginning with Red Mountain that each Mears figure is 3
+to 3½ miles more than the Kelly figure. Mr. Kelly was one of the ablest
+engineers of his day and his mileages cannot be questioned.
+
+The table below was copied from an Official Railway Guide of October
+1893 but no date is given for the time it was in effect. It is
+interesting because the mileages are different and because, at the time,
+only one passenger train was running.
+
+      1       M              Stations                  2
+
+  7:30 A. M.   0  Lv.        Silverton        Ar. 11:50 A. M.
+  8:00         6           Burro Bridge           11:40
+  8:10         9            Chattanooga           11:30
+  8:30        13              Summit              11:10
+  8:40        14           Red Mountain           10:50
+              15            Vanderbilt
+  8:55        15            Yankee Girl           10:45
+              16       Paymaster coal track
+  9:10        17          Corkscrew Gulch         10:25
+              18        Paymaster ore track
+  9:20 A. M.  20  Ar.         Ironton         Lv. 10:00
+
+All carrier lines issued paper passes but Mears wanted to do something
+special for _his_ railroad. Outside of the paper ones his passes fell
+into four categories—buckskin, plate, medallion and filigree. The first
+three were for the Silverton Railroad alone while the fourth, though
+made especially for the Rio Grande Southern Railroad, was usable on the
+S. R.
+
+There were two designs of the silver plate pass. It is supposed that the
+first die broke and a substitute had to be made. The medallion passes,
+ordinarily silver, have the date 1890, the number and the name of the
+recipient on the back. Two extra-special ones have come to light. Each
+is made of two _gold_ medallions set back to back and hinged to form a
+locket and each has a little diamond in the face. An odd silver pass, a
+spoon with a plate pass hanging from underneath, has been discovered.
+The filigrees, silver and gold, have been extensively treated in the
+book, _Rio Grande Southern Story_.
+
+According to an item in a Rico _Sun_ of November 28, 1891, copied from a
+Denver _Sun_, a company called “Ouray and Ironton Electric Railway,
+Light and Power,” consisting of Mears, Walsen, Charles Munn, James H.
+Cassanova and William H. Wallace, with capital of $800,000, filed
+articles of incorporation with the Secretary of State on November 20.
+Its purpose was to build a cog road from Ouray to Ironton, with a branch
+up Poughkeepsie Gulch (Uncompahgre River) to the head of Cement Creek.
+
+The following quotation is from Mr. Arthur Ridgway:
+
+“The assumption that Mr. Mears contemplated extending the S. R. from
+Ironton to Ouray is correct but he was deterred because of its being so
+formidable an undertaking. He may have considered Albany as the possible
+point for the origin of the extension at first but later Ironton proved
+the more feasible. Anyway, he had a preliminary location for an
+_electric_ railway, Ouray to Ironton, made in 1892 by the then noted
+locating engineer, R. L. Kelly. No doubt the impracticability if not the
+utter impossibility, of operating steam locomotives over the heavy
+grades and severe curvature known to be necessary dissuaded him from the
+purpose until the recognized practicability of electric railway
+operation became apparent in 1892. Whatever the delay (a long one for
+Mr. Mears) it was not until 1892 that a survey was made and even then,
+as stated before, for electric operation. The map I have of the
+completed location shows a line starting from a connection with the
+Denver & Rio Grande at the Ouray depot, eight miles in length, to a
+connection near the Ironton depot, incorporating 7% maximum gradients
+and 35° maximum rate of curvature. With even these severe physical
+characteristics considerable tunnelling was necessary. I do not have the
+estimated cost of the project but it must have been staggering. It is
+small wonder that with the difficulty of financing so costly a scheme
+and the great financial panic a year later in 1893, together with the
+contemporary decadence of silver mining, the project was permanently
+shelved by even the visionary Mr. Mears.”
+
+D. & R. G. track already lay between Ouray and Ridgway and between
+Silverton and Durango. Mr. Mears, by the end of 1891, had completed the
+Rio Grande Southern from Ridgway to Durango. Only eight miles from
+Ironton to Ouray were needed to make a complete 243 mile circle. If only
+that eight miles could have been constructed! Then a sightseer could
+have started at Ridgway, taken a side trip to Telluride (14.6 miles),
+proceeded to Durango, to Silverton and back to starting point. He should
+not have attempted it in the winter or spring because of snow blockades
+or snowslides but in the summer or fall he could have had the thrill of
+a lifetime.
+
+He would have looked upon or wended his way among snowcapped peaks,
+hundreds over 12,000 or 13,000 feet high and some over 14,000 feet, many
+so sharp as to be termed “needles”; would have crossed several passes,
+one over 10,000 feet and another over 11,000 feet in altitude; would
+have gone up one canyon and down another, often beside rushing, tumbling
+rivers. He would have passed over breathtakingly high bridges, over
+trestles set against bare cliffs, around U-curves innumerable, over
+switchbacks, over a turntable, through rock tunnels and even through
+snow tunnels.
+
+But the thrills and scenery would have been tempered with trouble, that
+trouble-trouble-boil-and-bubble kind, such as delays because of engines
+having to blow up, hot boxes, trees across the track, boulders and lots
+of them on the track, mudslides, washouts, a derailed engine or car or a
+couple of each and a missing bridge or two.
+
+If his luck were still holding he would have ridden the last lap on the
+electric railway, down the awesome Red Mountain Creek and Uncompahgre
+River canyons where sheer rock walls would have risen hundreds of feet
+above him and dropped hundreds of feet below him and, as he turned a
+last curve, he would have beheld the never-to-be-forgotten sight of the
+little town of Ouray, the gem of all mountain towns, nestled in a deep
+pocket surrounded by towering peaks.
+
+
+                     THE SILVERTON RAILROAD COMPANY
+
+                                                        Denver, Colorado
+                                                       March 28th, 1892.
+
+Dear Sir:
+
+I beg to hand you herewith a report from the auditor of the earnings of
+the Silverton Railroad for the years 1889, 1890 and 1891, showing also
+the mileage and bonded debt.
+
+I may add for your information that this road is built through the
+famous Red Mountain district of the San Juan Country, in which are
+located the well-known Yankee Girl and Guston mines, besides many other
+producing properties.
+
+This is the only road that can be built through this district because of
+lack of room. The mines mentioned are large producers, and there are
+many more which are being developed rapidly. This is one of the best
+known mining districts in Colorado. From Ironton to the town of Ouray,
+which is reached by another branch of the Denver & Rio Grande, the
+distance is seven miles over very precipitous country.
+
+The reason the road has not been extended to Ouray is because of the
+excessive cost, but capitalists are now engaged in making estimates and
+plans for an electric road to cover this distance to follow the line of
+the Mears toll road as indicated on the map. (No map accompanies this
+material.) A line of this kind can be built to operate much more cheaply
+than a railway line, and we have good reason to expect that this gap may
+be so filled during this year. At the present time stages make daily
+trips each way over the toll road, and the trip from Silverton to Ouray
+is a favorite one with the tourists on account of the beauty and
+grandeur of the scenery on the toll road.
+
+There is every reason to expect that the earnings for the year 1892 will
+increase in the same proportion as in the past, and will continue for a
+great many years. The Silverton Railroad is also authorized to build up
+the Animas River. We would like very much this year to extend the road
+in that direction some 12 or 15 miles in order to reach a very rich and
+valuable mining district. There are a great many very extensive mines of
+low grade material lying between Silverton and the summit of the range
+towards the northeast, and our object in offering to you the bonds of
+the present line of the railroad is to obtain funds to extend the line
+up the Animas River.
+
+We can offer you at the present time $400,000 out of a total of
+$425,000. These bonds are issued in denominations of $1,000 each. The
+interest is payable semi-annually on the first of April and the first of
+October at the rate of six per cent per annum in U. S. gold coin.
+
+                           Yours very truly,
+                                           John L. McNeil,[3] Treasurer.
+
+
+                  AMERICAN SOCIETY OF CIVIL ENGINEERS.
+                            INSTITUTED 1852.
+
+
+                             TRANSACTIONS.
+  NOTE.—This Society is not responsible, as a body, for the facts and
+             opinions advanced in any of its publications.
+
+
+                                  450.
+                      Vol. XXIII.—September, 1890.
+
+
+     THE TURN-TABLE ON THE MAIN TRACK OF THE SILVERTON RAILROAD IN
+                               COLORADO.
+
+
+                   By C. W. Gibbs, M. Am. Soc. C. E.
+
+
+                            WITH DISCUSSION.
+
+The Silverton Railroad is a short line but 17.5 miles long, and has the
+reputation of being the steepest (5 per cent. grade), the crookedest (30
+degree curves) and the best paying road in Colorado; and is owned by one
+man, Otto Mears. It also has a turn-table on its main track, and it is
+the purpose of this paper to describe it and explain why it was so
+placed.
+
+This road leaves the Denver and Rio Grande at Silverton, and runs over a
+divide 11 113 feet above sea level, then down into the rich mining
+country beyond. The country is very rough and rugged, and in order to
+reach the town of Red Mountain it was necessary to run up on a
+switchback, as no room for a loop could be found. A wye was, therefore,
+built, and the engine could be turned while the train stood on the main
+track. The engine was thus placed ahead of the train, only the train is
+pulled out of the station rear end ahead. It runs thus till the
+turn-table is reached. The train is stopped at a point marked A, Plate
+XXII; the engine uncoupled, run on to the table, is turned and pulled up
+to a point near B, where it is stopped. The train is then allowed to
+drop down to the turn-table and the engine backed on to it. In coming up
+from Albany the train is stopped on the down grade between the summit at
+B and the table; the engine is taken off, turned on the table and run up
+to about A; the train is then allowed to drop to the table as before and
+the engine backed up and coupled on, taking not over five minutes in
+going either way.
+
+The reason of putting the table in was that there were no mines to the
+east of Ironton as shown on Plate XXI, but between the turn-table and
+the loop there were several that it was very desireable to reach, and
+the side hill is so steep that it is impossible to make a loop on it.
+
+This table is the source of a great deal of comment from tourists, of
+whom there are many during the summer months, as it is on the line known
+as the “circle,” so extensively advertised by the Denver and Rio Grande
+Railroad.
+
+The road is used both for a freight and passenger road, and as before
+mentioned, is the best paying road in Colorado, two engines being kept
+busy hauling ore to Silverton from the Red Mountain district.
+
+The object of writing this paper was to describe what the author thinks
+is quite a novelty, being the only turn-table that he has ever heard of
+which is used upon a switchback in this manner, and where the grades are
+adjusted as they are to let the train run by gravity on the table from
+both ways.
+
+Plate XXI is a print from a photograph of the map filed in Washington,
+and is about 9 000 feet to the inch.
+
+Plate XXII is an enlarged sketch of the line near the turn-table.
+
+
+                              DISCUSSION.
+
+J. Foster Cromwell, M. Am. Soc. C. E.—It occurs to me that the use of
+this turn-table being simply to turn the engine during transit, while
+the train waits, and, moreover, as the service is a special one on a
+spur line, it would have been better to obtain an engine capable of
+running in either direction and not requiring to be turned, rather than
+resort to a turn-table in the main track which contains an element of
+danger as well as of delay to the traffic. The device, however, is an
+ingenious one to meet the peculiar conditions of line; and if experience
+with it proves satisfactory, there are other problems on a larger scale
+relating to change of direction in mountain location that it may help to
+solve.
+
+C. W. Gibbs, M. Am. Soc. C. E.—If a special engine had been procured, as
+Mr. Crowell suggests, it would have been at an extra expense, owing to
+the limited number wanted; and even with a special design, it might have
+been difficult for any engine to have backed its load over so steep a
+grade and such sharp curves without more danger than was suggested there
+might be at the turn-table. The delay to traffic amounts to nothing, for
+there are no competing lines, nor do I expect there ever will be. The
+turn-table has now been in actual operation every day since June, 1889,
+and no accident has ever occurred.
+
+    [Illustration: PLATE XXII.
+    TRANS. AM. SOC. CIV. ENG’RS.
+    VOL. XXIII. N^o. 450.
+    GIBBS ON
+    SILVERTON RAILROAD.
+    SKETCH
+    SHOWING ALIGNMENT
+    OF
+    SILVERTON RAILROAD,
+    AT
+    CORKSCREW.
+    C.W. GIBBS, Chief Engineer.]
+
+
+
+
+                          AUDITOR’S STATEMENT
+               EARNINGS AND EXPENSES, SILVERTON RAILROAD
+                       YEARS 1889, 1890 AND 1891
+
+
+                                 1889
+
+  Gross earnings from Frt. Psngr. Exp. Etc.              $ 80,881.66
+  Operating and all other expenses                         34,285.04
+                                                           46,596.62
+  Interest on first mortgage bonds 1 year                  25,500.00
+                                                           21,096.62
+
+                                 1890
+
+  Gross earnings from Frt. Psngr. Exp. Etc.              $105,673.39
+  Operating and all other expenses                         51,127.22
+                                                           54,546.17
+  Interest on first mortgage bonds 1 year                  25,500.00
+                                                           29,046.17
+
+                                 1891
+
+  Gross earnings from Frt. Psngr. Exp. Etc.              $121,611.38
+  Operating and all other expenses                         57,548.37
+                                                           64,063.01
+  Interest on first mortgage bonds 1 year                  25,500.00
+                                                           38,563.01
+
+            Length of line                        17 miles
+            Length of side tracks                  8 miles
+                                                  25 miles
+            Floating debt                              Nil
+            Bonded debt                        $425,000.00
+
+                                                  Alex Anderson, Auditor
+
+At the time the foregoing statement was made, the Company owned the
+following equipment:
+
+  3 locomotives
+  2 coaches
+  1 baggage and express car
+
+In addition to the above, the company now owns 50 freight cars, which it
+has since purchased, and it also has a floating debt of $32,502.76.
+
+                                                  Alex Anderson, Auditor
+
+As has already been noted Engine 100 was purchased and put into service
+as soon as the railroad started operating.
+
+The Rio Grande Southern Railroad bought a number of engines in both 1890
+and ’91 and, as it was not yet in operation and did not need so many, it
+kept its sister railroad in supply. A record of those it loaned to the
+S. R. in 1892 is as follows:
+
+  No. 8—January 1 to April 12
+  No. 5—July 7 to November 19
+  No. 7—August 14 to September 2
+  No. 6—September 2 to October 10
+  No. 34—November 27 to December 31
+
+A picture of No. 5 with a train at Summit may be found herein.
+
+It has always been supposed that the Shay engine belonged originally to
+the Silverton Railroad but the Lima Locomotive Works’ records reveal
+that Mears bought it under his own name in the spring of 1890. It, as
+No. 269, was used on construction of the Rio Grande Southern throughout
+that year and the next.
+
+It isn’t known how or when it got into the possession of the S. R. but
+it was with that company in the summer of 1892 and a picture of it on
+the lower leg of the turntable track exists. It seems to have been
+called both “Ironton” and “Guston” during this period. It was traded to
+the R. G. S. for the latter’s Engine 34 on November 27, 1892. (Note that
+the table above shows the 34 merely on loan. The trade date, however, is
+correct.)
+
+Locomotive 34 was a Baldwin of the 56 class which had, before going to
+the R. G. S., belonged to both the D. & R. G. and the R. G. W. The S. R.
+numbered it “101” but several years later changed it to a mere “1”.
+
+Red Mountain and Ironton became two flourishing towns with plenty of
+stores and all the appurtenances of civilization. In the eighties and
+early nineties Red Mountain had three newspapers. In 1890 it had a
+population of 598 while Ironton had 322. Even Chattanooga had a mill,
+some stores and 51 people. The locality was a beehive of activity as
+mines and mills were working every place. The hills were liberally
+sprinkled with houses, stores, mills, boarding houses, barns and mine
+buildings. An incendiary fire at Red Mountain on August 20, 1892
+destroyed practically the whole town causing property damage estimated
+at $259,000. But nothing daunted these optimists. They immediately went
+about rebuilding it.
+
+The transportation of supplies to the district—machinery, timbers for
+mines, lumber, living necessities, coal and feed for animals—must have
+been terrific for such little trains to handle. Return trains carried
+ore bound for the smelters at Silverton and Durango. A company in which
+Mears was interested built a smelter, the Standard, at Durango in 1889,
+to handle copper ore from the Red Mountain area but it did not prove a
+success. Eventually, in 1897, the property was sold and rased. The slag
+pile may still be seen just south of town.
+
+Operation, not counting sharp curves and steep grades, was complicated.
+Turning facilities were numerous for such a short piece of
+railroad—Silverton, Sheridan Junction, Red Mountain, Corkscrew Gulch,
+Ironton and Albany. The Operation of the turntable has already been
+exhibited. It, very soon after completion, began having trouble with
+snow, and a long entrance shed was built to alleviate the condition.
+Each leg of the wye at Red Mountain would accommodate only two cars, and
+so the engine and baggage car went around it and hooked onto the other
+end of the coaches.
+
+Four regular freights and probably an extra one or two operated. The
+company did not have enough engines or anything else for such traffic
+and so must have borrowed from the R. G. S. and the D. & R. G. Passenger
+business was only a sideline but Mears maintained the dignity of his
+little railroad by running daily, each way, two passenger trains, each
+with two or three coaches and baggage car. He charged 20c per mile
+straight and had all the riders he could handle.
+
+Business had been very good, so good, in fact, that the Silverton
+Railroad had the reputation of being the best-paying for its size in the
+state. Mears even used profit from it to assist the R. G. S. which was
+not doing as well as had been expected.
+
+An extension of the Silverton Railroad up the Animas River Valley had
+been considered for several years. It became a reality in 1893 when the
+two miles from Silverton to the Silver Lake mill at Waldheim were built.
+It was considered a part of the S. R. system, not a separate line.
+
+The San Juan’s most common precious metal was silver. Others were gold,
+lead, zinc and copper. Trouble had been brewing for some time but when
+the government repealed the Sherman Silver Purchasing Act in 1893 a
+panic descended not only on the San Juan but on all of the United
+States.
+
+All mining towns had, of course, boomed and were replete with hordes of
+promoters, prospectors, miners and hangers-on. Saloons, gambling joints
+and brothels flourished. Now, mines closed by the dozens and the
+populace departed. Many towns, especially the small ones, were
+practically deserted. Train operation came down to a mixed freight and
+passenger.
+
+As some of Mears’ letters indicate, he was, after the panic, having a
+most difficult time in making ends meet. He gave up the Rio Grande
+Southern almost immediately and allowed it to go into receivership on
+the 2nd of August, 1893. He tried, however, to hang on to the Silverton
+Railroad but, as some of the letters reveal, he had to do a good deal of
+juggling with bonds, stocks and notes to stave off creditors.
+
+In 1896 the company claimed 18.25 miles of track from Silverton to
+Albany, 3.75 miles of branches and .48 miles of spurs. In the same year
+it listed two locomotives, three combination cars, 36 box cars, one
+caboose and one “other”.
+
+Even with the hard times Mears managed by borrowing to extend the
+railroad in 1896 from Waldheim to the Sunnyside mine at Eureka, another
+6½ miles. This entire piece, Silverton to Eureka, he incorporated as the
+Silverton Northern. This railroad was justified as both the Silver Lake
+and Sunnyside mines carried a good deal of gold.
+
+At the turn of the century the most talked of and anticipated event in
+the mining country was the Meldrum Tunnel which was to bore through the
+range west of Red Mountain town and connect with mines at Pandora near
+Telluride on the other side.
+
+The tunnel was to be large enough to contain a railroad which was to
+connect the Silverton Railroad with the Rio Grande Southern at Pandora.
+This would have saved much mileage and would, except at the ends, have
+been free from snow.
+
+Andrew Meldrum, a Scotchman, the originator of the project, raised money
+and started work in 1898. He left a point on the west side one and a
+half miles south of Pandora and drilled eastward until he had reached a
+depth of 1400 feet. Except for one joggle it was quite straight. At the
+same time he ran another tunnel westward from a point about one-half of
+a mile north of Joker Tunnel to a depth of 600 feet or more. Altogether
+he drilled about 1.6 miles on the west side and .6 mile on the east
+side. Finally, in 1900, with 3.4 miles yet to go, he ran out of money
+and had to abandon the project.
+
+However, Meldrum’s dream did materialize in 1946 during World War II
+when the government loaned the Idarado Mining Company, which had bought
+the old Treasury Tunnel workings at Red Mountain, the money to complete
+a tunnel through the mountain to the Pandora side. It takes several
+drops and rises and goes in various directions in order to contact the
+ore veins, so that the total length is 7½ miles. This amount does not
+include some tail tunnels.
+
+The Idarado property is now considered one of the richest in the world
+for hardrock ores—silver, gold, lead, zinc, copper and manganese.
+
+Meldrum lived out his life in Ouray and died in a cabin there all alone,
+a few years too soon to see his dream come true.
+
+Everybody hoped and expected that mining would soon revive but the time
+dragged on and it did not. William Jennings Bryan ran for president of
+the United States in 1896 on a “free coinage of silver” platform and the
+“Silver San Juan”, Mears especially, ardently campaigned for him. When
+Bryan was defeated, Mears gave up on a mining revival and early in 1897
+moved to the East. There he took up several business enterprises and
+stayed for ten years. However, he retained a general supervision over
+his railroads and made numberless trips back to the San Juan.
+
+Revenues had decreased so greatly that the railroad was finally, in
+1898, forced into receivership. Alex Anderson, a Scotchman and a former
+auditor, was made the receiver.
+
+The Crawford interests who were promoting the Joker Tunnel (a drainage
+operation) got control of the railroad in a foreclosure sale in 1904. On
+November 3 of that year it was incorporated by Otto Mears, Alex
+Anderson, John Ewing, George Crawford and Harry Riddell as the Silverton
+Railway, with Mears as president. The new company replaced the old
+30-lb. steel with 45-lb. Mr. Ridgway, as superintendent at this time,
+1904 and 1905, had to keep three sets of books—one for the S. R., one
+for the S. Ry. and one for the S.N.
+
+Just before and after the reorganization, business revived until it was
+nearly as good as in the beginning though only one passenger train ever
+ran again and then only as far as Joker Tunnel. The train consisted of
+two coaches and a baggage car to Red Mountain where one coach was set
+out and the rest went on to Joker. In 1912 a daily passenger was running
+only as far as Red Mountain. In 1919 and ’20 a passenger was still going
+to the same destination. During this period about two freights operated
+though the number depended on the amount of business. A little engine
+could haul three loads up to Red Mountain and a big one could haul five.
+Both handled ten loads down. In the winter operation was suspended
+either for short periods or for the season because of snow blockades.
+
+The turntable was still standing in early 1906 for John Crum who that
+spring drove a logging team from Albany Gulch to the Gold Lion mine, at
+night turned his horses loose on a flat nearby and in the morning had to
+play tag with them around the table to catch them.
+
+Mears, who was expecting great things of the Cold Prince mine and mill
+at Animas Forks on the Silverton Northern, decided he needed a turntable
+worse there than at Corkscrew. So, in the summer of 1906, Edward Meyer,
+an engineer, took a train to the gulch to retrieve all essential and
+removable parts along with other appurtenances. These were then
+transported to and installed at Animas Forks.
+
+Joe Dresbach, the general manager of the time, has also stated that
+essential and removable parts of the turntable at Corkscrew were
+retrieved and installed at Animas Forks.
+
+Charles Decker, an engineer, says that the housing and operating parts
+of the turntable at Corkscrew were gone when he went there for the first
+time in 1907. The train merely ran over the stationary table onto a
+switchback that had been extended to hold several cars, and then backed
+out.
+
+After the turntable was abandoned a train leaving Red Mountain headed
+into Corkscrew Gulch, backed down to Joker Tunnel, headed into Corkscrew
+again and finally backed to Red Mountain. Or the operation was reversed
+by backing out of Red Mountain to begin with. As trains will not back
+through much snow downhill and practically none uphill this railroad got
+into trouble in the winter no matter how it started out or what it did.
+
+Mears was employed by the D. & R. G. to reconstruct the railroad in the
+Animas canyon after the disastrous flood of October 5, 1911. He used S.
+Ry., S. G. & N. and S. N. engines and crews to work from the north end.
+Trains went to Joker Tunnel to pick up rails that had been brought that
+far by freight teams from Ouray. Silverton ran out of coal, and some
+that had already been hauled to the Treasury Tunnel at Red Mountain was
+brought back to town. In about 60 days the line was open and the first
+two freight cars to arrive in Silverton were one of caskets and one of
+beer.
+
+Many derailments and minor accidents occurred but in its 39 years of
+operation only one fatality. In 1902 or ’03 an engine ran off a short
+rail at Sheridan Junction causing it to overturn. The engineer, Bally
+Thompson, was caught and crushed under the boiler. The whole top of his
+head and jaw were torn off and his skin was cooked like that of a
+roasted turkey.
+
+The year ending June 30, 1911 showed a cash balance of $9 while the year
+ending December 31, 1917 turned up with a deficit of $25,241. Regular
+operation ceased in 1921 and abandonment proceedings were held in the
+early fall of 1922. All rolling stock, including Engines 100 and 101 (1)
+were turned over to the S. N.
+
+Below is the last station list ever published:
+
+     .00          Silverton             9,300
+    5.30        Burro Bridge           10,236
+    7.23         Chattanooga           10,400
+   10.64           Summit              11,235
+   11.97        Red Mountain           11,025
+   12.66         Vanderbilt
+   12.85         Yankee Girl
+   13.26          Robinson
+   13.46           Guston
+   13.93    Paymaster Coal Track
+   14.38       Corkscrew Gulch
+   14.81     Paymaster Ore Track
+   15.03        Silver Belle
+   16.06            Joker
+
+As the track was not immediately removed an occasional train was run to
+Red Mountain or even to the mines beyond. With the salvaging of the
+rails in 1926 the Silverton Railroad made its last run.
+
+The original Red Mountain Town was on the east side of the small hill
+called the Knob. The place began declining about 1907 and the time came
+when it was deserted and all structures were in a state of near or
+complete collapse. The Idarado, the old Treasury Tunnel, to the north
+side of the Knob, with all its prosperous looking mine and mill
+buildings and its nice dwellings, most of which were moved there from
+Eureka, now constitutes the town of Red Mountain. _This_ Tunnel is a
+World War II development and is famous because it bores through the
+mountain to the mines on the Telluride side.
+
+The new highway has almost obliterated the old railroad grade. It may be
+seen crawling along on the sidehill up to Burro Bridge, and again at
+Chattanooga Loop and overhead as it climbs to the summit. It also may be
+seen curving around the Knob to old Red Mountain town, crawling along
+the mountain to Corkscrew Gulch and dropping down to Joker Tunnel. Then
+all traces of it are gone except some old grade at Albany. First a road,
+then a railroad and again a road!
+
+
+
+
+                    SILVERTON, GLADSTONE & NORTHERLY
+
+
+The Gold King Mining Company, under President W. Z. Kinney, promoted a
+railroad for the purpose of hauling concentrates from mills along Cement
+Creek to the smelters at Silverton. According to the Manual the railroad
+was chartered April 6, 1899 and completed in July. James Dyson located
+the route and the Rocky Mountain Construction Co., incorporated in
+Maine, constructed the 7.5 miles of line and the one-half mile of
+sidings from Silverton to Gladstone. Forty-five-pound rail was used.
+Track left the main line of the D. & R. G. at the north end of Silverton
+and there a roundhouse was built. San Juan County records show that the
+property was conveyed from the construction company to the railroad
+company July 21, 1899. Two figures, $247,838 and $252,979, have been
+given as the cost of the job. The difference may have covered equipment.
+
+The S. G. & N. bought Engine 32 from the Rio Grande Southern through the
+D. & R. G. purchasing agent, C. M. Hobbs, for $3252. Mr. Hobbs
+instructed Mr. Lee, general superintendent of the R. G. S., to letter it
+properly, deliver it to W. Z. Kinney at Silverton on August 1, 1899 and
+collect the money. Two very nice made-to-order coaches, that had seats
+for passengers in one end and baggage compartments in the other, were
+obtained. Two trains ran daily consisting, generally, of an engine, two
+loads and a passenger coach. The first year of operation showed a
+surplus of $35,366.21.
+
+The company, evidently, did not have enough power and in October 1900 it
+was asking the R. G. S. for another locomotive like the one it already
+had, but none was available. Meanwhile, a company in Palestine, Texas
+had bought R. C. S. 33 (exactly like 32) but on finding it
+unsatisfactory, had shipped it back. The R. G. S. placed it in the
+Burnham Shops at Denver where, in 1902, it underwent extensive repairs.
+Then it was sold to the S. G. & N.
+
+The two locomotives mentioned above were sisters to the Silverton
+Railroad’s No. 101 (1), formerly R. G. S. 34. All three were of the same
+make and the same class and had the same owners at the same time and in
+the same order—the D. & R. G., the R. G. W. and the R. G. S. All of
+these engines ended up with the S. N. (So did S. R. No. 100.) All had
+five owners. The 33 had six owners if one would count the company in
+Texas but, as far as is known, no money changed hands.
+
+A new locomotive, No. 34, a Baldwin of the 100 class, was purchased in
+1904. The Manual of 1905 lists three engines, two coaches, and twenty
+freight cars; the one of 1909 says two locomotives, two coaches, ten box
+cars and twenty-one gondolas. Engine 32 was the one out of service at
+this time. Eventually its boiler went to a sawmill at Cascade. No. 33
+lasted a few years longer.
+
+Except for Mr. Kinney of Silverton, the board of ten directors elected
+in 1904 were all from Maine, Massachusetts or New Brunswick and the
+trustee under the mortgage was the Newtonville Trust Co. of Newtonville,
+Mass. In 1905 the funded debt was $100,000 and the outstanding stock,
+$121,000. In the year ending June 30, 1909, the railroad had carried
+16,667 tons of freight and 3,916 passengers.
+
+It was not uncommon for service to be discontinued for short or long
+periods in any winter on account of snow blockades but the suspension in
+the fall of 1911 was due to the extensive washouts on the D. & R. G. in
+the Animas Canon. S. G. & N. men and equipment were sent to assist in
+the reconstruction.
+
+Excursions were often run to Gladstone for picnics or to gather
+columbines either to send out of town for some special doings or for any
+kind of local celebration.
+
+According to the Official Guides of 1913, 1914 and 1915 mixed trains ran
+thrice weekly—Monday, Wednesday and Friday. In 1913 trains left
+Silverton at 1:00 P.M. and arrived at Gladstone at 1:45 P.M.; left
+Gladstone at 2:15 P.M. and arrived at Silverton at 3:00 P.M. This was a
+considerable decline from the original two trains per day.
+
+About the first of January 1910, Mears, Slattery and Pitcher leased the
+Gold King mine. On January 15 of the same year the Silverton Northern
+Railroad leased the S. G. & N. and five years later, on June 10, 1915,
+bought it at auction. San Juan County records show that the deed was
+made July 23. Mears then owned all three railroads. Only one S. G. & N.
+engine, the 34, was in service. The partners gave up the lease on the
+mine in 1917 and Mears, then 77 years old, left for California, never to
+return.
+
+Mrs. Percy Airy has a little story to tell of this period. In 1911 her
+husband was working at the Gold King mill at Gladstone and they were
+living in a little cabin with almost no furniture and conveniences. One
+morning while she was washing, Percy came rushing in, saying he was
+bringing his uncle Jack Slattery, Otto Mears, James Pitcher and Louis
+Quarnstrom in for dinner. Flustered and dismayed were no words for it!
+At such a camp no fresh stuff was available but she managed a dinner of
+ham, scalloped potatoes, a canned vegetable, biscuits with butter and
+jam, fresh canned mountain raspberries, cake and coffee. She had only
+two stool chairs and one of them was occupied by the washtub which Mears
+urged her not to move. She put one man on the other stool chair, two on
+the bed and two in rockers. Being very young, only nineteen, she was so
+embarrassed she wouldn’t sit down at the table. Everybody praised her
+dinner and she felt better. When Mears left he presented her with a very
+rich piece of gold ore, about the size of a large orange, and told here
+if she’d always keep that she’d never be poor. Later she engaged a
+jeweler to make a watch charm from it for her husband. A small cracked
+charm and two small pieces of ore were all that was returned to her. The
+fellow claimed he had had to break the big chunk all to pieces to get
+the charm and had thrown the scraps away. Of course every small grain of
+that ore was valuable.
+
+Business kept dwindling until only an occasional train was run. The
+following table indicates that the track was still lying in 1923.
+
+       SILVERTON, GLADSTONE & NORTHERLY
+             Official Roster 1923
+
+      0  Silverton                     9,300
+    3.2  Yukon Mills
+    5.0  Porcupine Gulch
+    7.0  Fishers Mill
+    7.5  Gladstone                    10,600
+
+No exact date can be found for the tearing up of the rails but it
+probably was in 1926, the same year the S. R. was dismantled. All
+equipment went to the S. N. as it already belonged to it anyway.
+
+The government, during our war with Japan, established military posts in
+Alaska. The railroad up there, the White Pass and Yukon, needed more
+locomotives and in 1942 it purchased all that were left on the S.N.—the
+3, 4 and 34. (The S. N. had ceased operation three years previously.)
+The 34, as should be remembered, had belonged to the S. G. & N. When the
+Alaskan railroad received the 34 it numbered it “24”. After Diesel power
+was obtained there the 24 (nee 34), then about forty years old, was
+retired to the boneyard.
+
+One of the original S. G. & N. coaches was bought from the S. N., moved
+to Durango and set up on Main Avenue as the “Pioneer Diner”. Later,
+after changes and additions, it became the “Chief Diner”. It is still
+operating and may be seen in Durango.
+
+
+
+
+                           SILVERTON NORTHERN
+
+
+Mears hoped to run a railroad from Silverton to Mineral Point and
+possibly on to Lake City, following practically the same route as the
+wagon road he had built twelve years previously. C. W. Gibbs, chief
+engineer, made surveys from Silverton to Eureka in both 1889 and ’90 but
+nothing was immediately attempted, probably because of all effort and
+money going toward the construction of the Rio Grande Southern. However,
+two miles from Silverton to Waldheim were built in 1893 as an extension
+of the Silverton Railroad.
+
+According to San Juan County records the Silverton Northern was
+incorporated on September 20, 1895. Fred Walsen was the president, Otto
+Mears the vice-president and Alex Anderson the secretary-treasurer.
+
+Construction began at the North Star bridge, the end of the first piece
+of railroad, in late April of 1896 and the 6½ miles were completed to
+Eureka in late June. The transfer of the property from the construction
+company to the railroad company was made on July 1st. Silverton Northern
+books gave the cost of construction as $272,400. Meanwhile the first two
+miles had been transferred from the Silverton Railroad to the Silverton
+Northern. A big celebration took place at Eureka on the completion of
+the line and Mrs. Edward G. Stoiber drove the golden spike. A picture is
+extant which shows the crowd there.
+
+S. R. Engine 101 was transferred to the S. N. but henceforth was to go
+by the number of 1. Of course, the company could borrow a locomotive or
+other equipment from the S. R. or the D. & R. G. as needed.
+
+Ever since the panic of 1893 with its demonetization of silver, mining
+in the San Juan had been seriously crippled but, since the Sunnyside
+mine near Eureka and the Silver Lake mine near Waldheim produced good
+values in gold, the S. N. could make a profit.
+
+Mining men, Mears among them, had great hopes that mining would revive
+as of old if William Jennings Bryan could be elected as president.
+Bryan, it should be remembered, was running in 1896 on a platform of
+silver coinage at 16 to 1 with gold. When he was defeated Mears lost
+hope for any improvement in mining and moved to the East where he took
+up several projects. One was the building of the Chesapeake Beach
+railroad from Washington to the beach. Another was the promotion of the
+Mack Truck Co. with himself as the first president. He, at that early
+date, saw the possibilities of automobile transportation.
+
+Though Mears stayed in the east until 1907 he exercised a strong
+supervision over his San Juan railroads and made a number of trips back
+to the country to oversee them.
+
+In 1901 the company owned one locomotive, one passenger coach, ten box
+cars and one service car. For the year ending June 30, 1901 it had
+operated 3376 miles of mixed and 1310 miles of passenger service. In
+1902 it paid a dividend of 10%.
+
+The Gold Prince mine, four miles up the Animas River canon from Eureka,
+was then flourishing so Mears decided to build a railroad to the place.
+He hired Thomas Wigglesworth as surveyor and constructor. Construction
+from Silverton to Eureka had been easy—no hard grading and only two
+small bridges—but from Eureka to Animas Forks, the little town near the
+Gold Prince, it was to be very difficult—up a rough canon and over 7% to
+7½% grade, the very maximum for a steam railroad.
+
+Mr. Vest Day gives an account of its building:
+
+“Mr. Thomas Wigglesworth, for whom I had worked several times before,
+hired me to get stuff together and go up to Animas Forks to establish a
+camp. Late in May of 1904 I loaded on the train at Durango about a
+carload of surveyor’s equipment and camp supplies, among which was a
+350-lb. cook stove, all to be taken by rail to Eureka. There the two
+Peck brothers packed it on burros and, since the snow was deep and soft,
+they often had to spread gunny sacks out for the burros to step on,
+especially for the one with the stove, to keep them from sinking in too
+deeply. Everything arrived at Animas Forks in good order.
+
+“The snow was six feet deep around the cabins we were to occupy so I had
+to shovel paths and dig down to get the doors open. Then I had to gather
+wood out of the tree tops but had the stove up and a good supper ready
+when Mr. Wigglesworth arrived with three other young fellows.
+
+“We first did some preliminary surveying, running a line from Animas
+Forks to the divide in case Mr. Mears should decide on a railroad to
+Lake City. The snow was so deep we could not drive the stakes so we cut
+turning points in the hard crust with a hatchet.
+
+“Then we started to work in the canon which was a hard problem and had
+labored a month trying to get a line up the east side when Mr.
+Wigglesworth remarked to Mr. Mears that he’d like to build the railroad
+on the other side where the road was. Mears told him to go ahead and
+take it as it was his road anyway. Even though we used the road grade,
+still a lot of work had to be done and R. T. F. Simpson, who was to run
+the commissary, brought with him from New Mexico, 100 Navajo Indians to
+do the rough labor. About 25 whites were employed but they acted as
+powder men, clerks or other such things. We were all finished in the
+fall.
+
+“While we were there Mr. Wigglesworth procured for Roy Goodman and me a
+railroad bicycle that Mears had had made for Mrs. Stoiber. She was not
+at that time using it. This contraption had a framework to which was
+fastened four light-weight flanged wheels with rubber on them, that ran
+on the track. Above was a platform on which were two stationary bicycles
+side by side. The riders treadled the bicycles and the two chains that
+pulled the two rear wheels and were connected with two small wheels on
+the axle of the car, drove the car, so it ran nicely on the track. We
+had a grand time going back and forth to Silverton on it.”
+
+Marion A. Speer, a lad from Texas, went to work in the spring of 1904 as
+a nipper on the railroad which was building from Eureka to Animas Forks.
+His job was to carry heavy tools such as drills and picks from the
+blacksmith shop to the drilling and blasting crews, and the dull ones
+back. The work was very hard but he had to have the money if he expected
+to go to the Colorado School of Mines, which was his intention. One day
+Wigglesworth, his boss, came to him and told him he’d have to let him go
+as the work was too heavy for him. Marion, then, proceeded to “bawl his
+eyes out”. When Wigglesworth found out the reason he not only took him
+back but hired a Mexican boy to help him.
+
+The construction outfit used Engine 3 which was brand new that year, was
+very powerful and a beauty and was called “Gold Prince” after the mine
+at Animas Forks. That piece of railroad was completed in the fall except
+for sidings which were laid the next year.
+
+Young Speer worked at the Silver Lake mill for several summers and often
+got to ride in Engine 100; he also went to Gladstone in the 34 and was
+on the S. N. coach, the Animas Forks, when it turned over the first
+time. The track still lay to Albany in 1907 for a train took a bunch of
+picnickers, of which he was one, down that way and let them off.
+
+The railroad workers, among whom was Speer, ate at the Silver Wing
+(Condit) boarding house, and they were lolling around outside one
+evening in June of 1904 when a terrific explosion took place at the
+Toltec blacksmith shop, directly across the river, about 200 feet away.
+Debris of all descriptions peppered the boarding house.
+
+The Silverton _Standard_ reported the event thus:
+
+_An Awful Explosion_—“Three men, Percy Kemper, Edward Crane and L. W.
+Lofgren, were killed last Sunday night about ten o’clock by a powder
+explosion at the Toltec Tunnel of the Sioux Mining Company, located
+above Eureka near the mouth of Picayune Gulch.
+
+“Kemper and Crane were literally blown to pieces, parts of their bodies
+being found in different places, 300 and 400 yards from the scene of the
+explosion. The blacksmith shop was, of course, demolished. When the
+sound of the explosion brought others to the scene, Lofgren was still
+alive, but he died on the way to Silverton. The remains of the other two
+unfortunate men were brought to this city Monday afternoon.
+
+“Lofgren, it seems, had been working behind a metal mine car which
+absorbed much of the force of the explosion. This accounts for the fact
+that Lofgren was not killed outright.
+
+“At the coroner’s inquest held Monday a verdict was returned that the
+three men came to their deaths by and through carelessness in heating
+powder.
+
+“The largely attended triple funeral was held Wednesday afternoon under
+the auspices of the Miner’s Union of which all three of the deceased
+were members in good standing, the local Odd Fellows, however, turning
+out in honor of their deceased brother, Lofgren. Reverend Shindler
+preached the funeral sermon.”
+
+Vest Day reports that his survey crew helped pick up the pieces of the
+bodies the next morning and put them into nail kegs.
+
+Mr. Meyer, the locomotive engineer on the construction crew, claimed the
+Indians would stop work on almost any pretext but especially to chase
+ground hogs. Mears decided to put a stop to such foolishness and hired
+25 white kids and supplied them with rifles to kill the animals. It
+didn’t help much because when they were out of the way the Indians could
+find plenty of other excuses to dawdle.
+
+Mr. Arthur Ridgway stated that when he came to the S. N. in October of
+1904 work was still going on under the supervision of Marshall B. Smith,
+Mears’s son-in-law, with Navajo labor. Operation of the line began the
+next Spring after the snow went off.
+
+In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up
+Cunningham Gulch to the Green Mountain and Old Hundred mines, which
+added 1.3 miles of railroad to the system. The S. N. must have been in
+financial straits at this time for Mears had to raise money in New York
+to pay interest on the bonds.
+
+This railroad went north from Silverton as did the other two. The
+termini of the S. R. and S. N. were not much more than six air miles
+apart with the S. G. & N. in between. Animas Forks is at the foot of
+Mineral Point. One may ride out on the top of Mineral Point, as this
+writer has done and see the waters divide, the Uncompahgre going to the
+north and the Animas to the south. Mears never got the courage to build
+a railroad up there as first projected nor on to Lake City.
+
+During the year ending June 30, 1905 the railroad carried 31,433
+passengers and 43,349 tons of freight. The Manual or Guide lists for
+1905, two engines, for 1909, three and for 1911, two. One or two
+passenger cars, one or two baggage and several freight cars were
+claimed. It should be remembered that equipment was interchanged between
+these little lines and was also borrowed from the D. & R. G.
+
+The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an
+old one from the D. & R. G, which it numbered 2, but it was of such
+little good it was soon scrapped. Mears bought the 3 new in 1904 and the
+4 new in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased
+and in 1915 bought the S. G. & N. and got its engines, the 32, 33 and
+34. Numbers 100, 32 and 33 were scrapped between 1909 and 1912 but 1 was
+still in use in 1916 for it is shown in the picture of the zinc train
+that was running at that time. All four of those just noted sat for a
+number of years in the boneyard at Silverton. Numbers 3 and 4 were used
+on the snow bucking because 34 was too large for the plow.
+
+Mears could always think up something novel and smart. He had already
+put out the silver and gold passes and had devised the railroad bicycle
+but now he wanted to do something special in the way of a passenger
+coach for this run. He bought an old narrow gauge sleeper from the D. &
+R. G., that had been used on the run from Pueblo via Salida to Alamosa
+after 1890 and is thought to have been one of those that came to Durango
+and Silverton From ’81 to ’83. He had it painted a bright green, put the
+words in gold, “Silverton Northern Railroad” over the windows and named
+it the “Animas Forks”. It had four upper and four lower berths on each
+side, half as many as a modern sleeper has. It was different also in
+that the berths had wooden slat bottoms instead of solid metal as we
+know them. Ten feet or less at one end was walled off for a kitchen
+while 20 feet or more was equipped with seats and tables. There was a
+menu card, lengthy and beautifully printed, and a liquor list to delight
+a connoisseur. Of course a porter was present to administer the drinks.
+
+The engine _pushed_ the cars from Eureka to Animas Forks. It would not
+have done to have had them behind for, if a coupling had broken, the
+brakes would not have been able to hold them on such a steep grade and a
+runaway and wreck would have resulted. As, at first, there was no way of
+turning at Animas Forks the engine had to back down _pulling_ the cars,
+a decidedly risky business. A turntable was desperately needed and so,
+in 1906 or ’07, Mears used certain parts of the one at Corkscrew Gulch
+to complete the one he was building at Animas Forks. Then the engine
+could turn and, by setting the cars on a spur, could get ahead and keep
+them from running away. Before starting they tested the brakes most
+thoroughly; then the brakeman stayed on top of the cars clubbing them
+all the way down. Everybody breathed a sigh of relief when they got
+stopped at Eureka.
+
+They generally hauled a car of coal and an empty or a coach up and three
+cars of ore down. The biggest load ever taken up was a car of coal and a
+car of cement. Speed from Silverton to Eureka was ten miles per hour but
+from Eureka to Animas Forks, four miles, and the same on the return
+trips.
+
+The Stoiber brothers had developed the Silver Lake mine in Arastra Gulch
+and built the mill at the mouth of the gulch; later Ed took over the
+mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim
+which, because of its size—ball room, game rooms, etc.—and its fine
+construction and expensive furnishings, became known as the “Mansion”.
+There they entertained most lavishly, often passing out expensive party
+or dinner favors. (The author acquired one of them—a beautifully
+engraved solid silver dinner spoon.)
+
+The madam undertook a good part of the management of the mine herself,
+sometimes all of it, and was capable of subduing the most obstreperous
+miner who ever landed there. She was the lady who, to spite her
+neighbors, built the tall fence around her place in Silverton.
+
+They left Silverton about 1904 and, after Stoiber died, the madam
+erected a fine home in Denver, surrounding it with a fence. She had one
+husband before Stoiber and two others afterwards but no one knows for
+sure what became of them. Her last home was a villa in Italy where she
+died. A large fortune was left behind which is still being handed down
+to heirs of heirs.
+
+Mears signed a contract with the Gold Prince mine at Animas Forks, to
+haul its ore to Silverton over the winter of 1906-07. Therefore, it was
+necessary to prepare against the vicious snow slides between Eureka and
+Animas Forks. He decided to build several heavily timbered snow sheds
+and anchor them in rock in the hillsides. The first, 500 feet long, at a
+bad place near the Silver Wing boarding house, not far from Eureka, was
+completed in October. A slide that winter smashed it and dumped it into
+the Animas River Canon. Mears gave up on snow sheds.
+
+On March 24, 1906 concussion, which is the rush of air at the edges of a
+slide, did great damage to the Green Mountain mill in Cunningham Gulch
+and killed the mine foreman. It also destroyed several S. N. cars. At
+the same time a slide demolished the boarding house at the Shenandoah
+mine and killed twelve men.
+
+Near Animas Forks two men were asleep in the same bed. One was thrown
+toward the center of the room and carried away while the other was
+thrown toward the wall and was saved. In the same season two men were
+killed at the Robert Bonner mine near Burro Bridge on the S. R.
+
+These are only samples of slides that happened nearly every winter.
+Often bodies, frozen stiff, were recovered from slides and stood against
+the handiest wall.
+
+One summer a request came to Silverton for a great quantity of
+columbines for some national convention that was to be held in Denver. A
+“Columbine Special” train was run from Silverton to Animas Forks for the
+purpose of procuring them. Mears donated the use of the train, railroad
+men donated their services and townspeople donated their time. They
+gathered what they estimated to be 25,000. A hardware man supplied
+washtubs in which the flowers were packed and shipped. They went out of
+Silverton on flat cars but were transferred to box cars at Alamosa. The
+columbines reached Denver and were displayed in front of the Denver Post
+building.
+
+The Pullman was in a couple of wrecks, the first in the summer of 1908.
+New rail was being laid and hadn’t, in one place, been spiked. Meyer was
+the engineer and was pulling a train of three coaches going south when
+the accident happened near Silver Lake, two miles out of Silverton. The
+engine and one coach went over the rail all right but the next coach
+caught on it, turned over and took the Pullman with it. When Conductor
+Hudson came along getting people out he found one woman with her head
+and shoulders completely through a window on the under side. The car had
+lit on a couple of ties, which held it up, preventing her from being
+crushed. Only her hat was knocked off. When settlements were made the
+worst casualty was found to be a box of peaches for which the owner
+asked and received 75 cents.
+
+Another time, about 1911, a train was going north when, near Waldheim,
+the Pullman, which had too long a wheelbase for curves, gave a swing and
+the top part left the trucks, flopping over and taking a coach with it.
+Booker was the engineer this time, Hudson, the conductor and Ruble, the
+fireman. When they arrived they found the dust so thick they could
+scarcely see or breathe. Ruble and Hudson walked along on the sides of
+the coaches pulling people out of the windows. They came to Mrs. William
+Terry securely fastened and soon found the trouble—her skirt was caught
+between a rock and the side of the coach. Ruble used his pocket knife to
+cut a piece out of the back. The poor fellow, easily embarrassed anyway,
+never heard the end of cutting off the lady’s skirt.
+
+How Mrs. Terry remembers it:
+
+“It was a Saturday afternoon in the summer time and the train was full
+of people going home from Silverton. In the Pullman everybody was
+talking and joking and having a good time. Suddenly the car gave a flop
+over on one side and everything was confusion. I was thrown against the
+slats of the berth and got several bumps on the head. I grabbed a
+handful of willows out the window which pulled through my hand leaving
+green streaks that lasted for days. My skirt was caught at the back and
+someone cut a chunk out of it. It had been jerked loose from the waist
+anyway so it came off. But those were the days when women wore
+petticoats and I had a nice one of iridescent taffeta, that rustled and
+had reams of ruffles.
+
+“Broken glass had flown in every direction and many people had cuts. One
+woman who had on a white dress came up to me and asked me if her hat was
+on straight. I told her it was but that she had better look at her
+dress. The whole front of it was covered with other people’s blood.
+Passengers sat on the hill waiting for a train to come for them.
+Everybody was very excited and upset. The porter went around offering
+drinks to help settle our nerves but I didn’t take any. Cuts and bruises
+were the worst damages. The injured were loaded in a box car and taken
+to the hospital.
+
+“My garb was a towel around my head, the coat of my just-past beautiful
+new plaid suit and the rustling ruffled petticoat. The suit, of course,
+was ruined as a skirt to match could not be obtained. I never got any
+damages, either, because I was riding on a pass. I lost two combs, too,
+that had real gold trimming.”
+
+The Pullman had made its last trip. It was pulled into the D. & R. G.
+yards at Silverton where it sat for a while, was gradually dismantled
+and finally burned. W. L. Bruce of Durango, about 1920, took some parts
+of the doors and door casings and some of the slats of the berths—all
+beautiful cherry wood—and made a porch swing.
+
+A picture of the front part of the zinc or “Zinc Special” train of World
+War I years is shown herein. A newspaper called the first shipment of
+ten cars “the largest ever made in Colorado.” Zinc with copper made the
+brass that was used in shells. A train of ten carloads of rich
+concentrates was shipped about once a week from the Sunnyside mill at
+Eureka, was picked up by the D. & R. G. at Silverton and transported to
+a smelter at Pueblo in 48 hours.
+
+The Terry family, owners of the famous Sunnyside mine, the biggest
+shipper on the D. & R. G., was dickering with the U. S. Smelting and
+Refining Company regarding the sale of the mine and chartered a train
+for the use of those coming to investigate. A group of eastern
+capitalists—seven of them millionaires—accompanied by mining engineers,
+clerks, servants etc., made the trip in January or 1917. The train was
+the D. & R. G. president’s narrow gauge special, thought to be the only
+one of its kind in existence. The cars were beautifully finished and
+furnished. It was so outstanding and unique as to have been exhibited at
+the World’s Fair at San Francisco in 1915.
+
+Snow was pretty deep. Much good stuff was on the train and the crew got
+slightly befuddled. Just at the north end of Silverton the coupling back
+of the engine came loose and the engineer went several miles before he
+noticed he had lost the train. He did some quick thinking and plowed the
+track on to Eureka. When he came back he told everybody that the snow
+was so deep he thought it better to go ahead and clear the line and then
+come back and get the train.
+
+The outfit parked at Eureka for about a week while officials and
+engineers made a thorough investigation of the Sunnyside which, a few
+months later, resulted in the sale of the mine. On the way back to
+Durango the train, called the “Million Dollar Special”, was wrecked
+about a mile south of Rockwood. The engine and the three coaches turned
+over. Nobody was seriously hurt but two of the cars caught fire from the
+cookstove and completely burned.
+
+In February 1906, three passenger trains on week days and two on Sundays
+ran between Silverton and Eureka. In 1913 a train, running six days per
+week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15, left
+Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and ’20 a
+schedule as follows was in operation: leave Silverton at 8:00 A.M. for
+Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00,
+back at 2:00; leave for Eureka at 3:00, back at 5:00;—two trips to
+Eureka and one to Joker Tunnel seven days per week.
+
+Though there seems to have been no scheduled service in 1923, at least
+the track was still lying and trains must have been run as needed. This
+period, it should be remembered, was one of hard times following World
+War I.
+
+              SILVERTON NORTHERN
+            Official Roster, 1923
+
+    0.   Silverton                     9,300
+    1.   Power
+    2.   Waldheim
+    3.   Robin
+    3.2  Collins
+    4.7  Howardsville
+    0.   Howardsville
+    1.1  Old Hundred
+    1.3  Green Mountain
+    6.2  Hamlet
+    7.4  Minnie Gulch
+    8.5  Eureka                       10,000
+         Astor
+         Lion Tunnel
+   12.5  Animas Forks                 11,200
+
+The branch to Green Mountain operated only a short time because the
+mines up that way turned out to be poor producers. The part from Eureka
+to Animas Forks is claimed never to have paid expenses and soon quit
+regular operation though occasional trains ran up there until sometime
+in the twenties. Mears offered the right-of-way to the county if it
+would take up the track, which it did, and Mr. Meyer hauled the junk
+down in 1936.[4] Like the S. R., it was a road to begin with and ended
+up by being one again.
+
+The section from Silverton to Eureka revived and lasted the longest of
+any of the three little railroads. Ore was shipped over it from the
+Sunnyside mine and mill until 1939 when the mine closed down because of
+a miner’s strike.
+
+In the summer of 1942 the property was advertised for sale for $17,000
+in delinquent taxes. Mrs. Cora Pitcher, Mears’s daughter, sold it to the
+Dullen Steel Products Company and paid the taxes. This company shipped
+the shop equipment, rails and rolling stock out in October.
+
+The United States had, after it became involved in war with Japan,
+established military bases in Alaska. The railroad there, the White Pass
+and Yukon, needed more motive power and the government requisitioned the
+three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they
+were re-numbered to 22, 23 and 24, respectively. In 1947 word was
+received from the War Surplus Board and the W. P. & Y. Ry. that twelve
+engines—7 D. & R. G., 2 C. & S. and 3 S. N.—had been received by the
+Alaska Railroad but when Diesel power was obtained there, all except No.
+34 (24) were returned to Seattle to M. Block & Co., a junking outfit.
+The last known of the 34, it was sitting in the railroad yards at
+Skagway, Alaska, in a state of dismantlement.
+
+In 55 years, 1887 to 1942, the three little Silverton railroads started,
+prospered, declined and perished and nothing, unless one considers still
+discernible roadbeds and rotting ties, remains to attest their
+existence. No equipment except one coach, which is scarcely recognizable
+as such, has survived. A few little relics such as small amounts of
+paper material, a goodly number of pictures and S. R. buckskin, silver
+and gold passes have survived and they are scattered from one end of the
+United States to the other. Pathetic mementos they are, for agents that
+played such a large part in the life and prosperity of their community.
+
+
+
+
+                        THE FOLLOWING PAGES....
+    Views and Documents of Narrow Gauge Railroading in the San Juan
+                               Mountains.
+
+
+    [Illustration: PLATE XXI.
+    TRANS.AM.SOC.CIV.ENGRS.
+    VOL. XXIII. N^o. 450
+    GIBBS ON
+    SILVERTON RAILROAD.
+    Silverton
+    RAILROAD
+    1888]
+
+    [Illustration: The two levels of track at Chattanooga Loop.
+                                                (_Violight Productions_)]
+
+    [Illustration: The first train to Red Mountain with Mears beside the
+    engine pilot.
+                                               (_Denver Public Library_)]
+
+    [Illustration: The Chattanooga Loop.
+                                                         (_C. W. Gibbs_)]
+
+    [Illustration: Passengers transferring from the train to the stage
+    at Red Mountain.
+                                                        (_R. A. Ronzio_)]
+
+    [Illustration: The two levels of track approaching Corkscrew Gulch.
+                                                         (C. W. _Gibbs_)]
+
+    [Illustration: Ironton and the turntable
+                                             (_U. S. Geological Survey_)]
+
+    [Illustration: The Yankee Girl mine buildings.
+                                         (_Colo. State Historical Soc._)]
+
+    [Illustration: The track to Albany in the foreground.
+                                             (_U. S. Geological Survey_)]
+
+    [Illustration: Red Mountain—The small round hill was called “The
+    Knob.”
+                                         (_Colo. State Historical Soc._)]
+
+    [Illustration: Red Mountain—Depot at right. National Belle mine on
+    the hillside. Jail over the heads of the men.
+                                                          (_Ray Cooper_)]
+
+    [Illustration: A snow-bucking train and the Red Mountain depot.
+                                               (_Denver Public Library_)]
+
+    [Illustration: Rio Grande Southern Engine 5 on lease to the S. R.,
+    at Summit.
+                                               (_Denver Public Library_)]
+
+    [Illustration: The Corkscrew turntable.]
+
+    [Illustration: The dismantled turntable in 1958.
+                                                      (_F. S. Cummings_)]
+
+    [Illustration: S. G. & N. bond
+                                                      (_David Lavender_)]
+
+                           STATE OF COLORADO
+                       United States of America.
+                 FIRST MORTGAGE SIX PER CENT GOLD BOND
+       The Silverton, Gladstone _and_ Northerly Railroad Company.
+
+    [Illustration: Silver Lake mill at Waldheim
+                                                   (_Silverton Variety_)]
+
+    [Illustration: Mogul mill at Gladstone
+                                                    (_John B. Marshall_)]
+
+    [Illustration: Old Hundred mill on the S. N.
+                                                    (_John B. Marshall_)]
+
+    [Illustration: Eureka and the Sunnyside mill
+                                                   (_Silverton Variety_)]
+
+    [Illustration: Pushing cars up to Animas Forks.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Gold Prince mill at Animas Forks
+                                                   (_Silverton Variety_)]
+
+    [Illustration: The Gold King mill at Gladstone.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: A passenger train on the S. G. & N.]
+
+    [Illustration: Silverton Smelter on Cement Creek.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Green Mountain mill on the S. N.
+                                                    (_John B. Marshall)_]
+
+    [Illustration: Silverton
+                                                 (_Colo. State Highway_)]
+
+    [Illustration: Columbine day at Silverton.
+                                                     (_Mrs. Louis Puls_)]
+
+    [Illustration: The Silver Lake mill and cables to the Shenandoah
+    mill.
+                                                    (_John B. Marshall_)]
+
+    [Illustration: S. G. & N. coach No. 2
+                                                         (_John Keller_)]
+
+    [Illustration: The zinc train.
+                                                      (_Mrs. Wm. Terry_)]
+
+    [Illustration: Engine 34 at Silverton.
+                                                        (_Lad G. Arend_)]
+
+    [Illustration: Engines 3 and 4 at Silverton.
+                                                        (_R. H. Kindig_)]
+
+    [Illustration: Train entering a snow cut in the S. N.
+                                                        (_Joe Dresbach_)]
+
+    [Illustration: Bucking snow with Engine 4 on S. N.
+                                                        (_Edward Meyer_)]
+
+    [Illustration: Engine 4 turned over into the Animas River.
+                                                        (_Edward Meyer_)]
+
+    [Illustration: Silver filigree, 2.7 by 1.5 inches
+                                                         (_C. W. Gibbs_)]
+
+    [Illustration: Silver Plate, 3.65 by 2.2 inches.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Gold filigree, 2.5 by 1.4 inches
+                                                       (_F. C. Krauser_)]
+
+    [Illustration: Buckskin, 4.05 by 2.6 inches.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Fob or medallion, silver or gold, for 1890, 1.5 by
+    1.2 inches
+                                                       (_Josie M. Crum_)]
+
+    [Illustration: Commutation coupons on the S. N. These came in
+    booklets and one was torn out for each trip.]
+
+    [Illustration: Bill of Fare]
+
+                             Bill of Fare
+                      SILVERTON NORTHERN R. R. CO
+                          _Car_: Animas Forks
+                                                         Dolls. Cts.
+                                SOUPS
+
+ ◯Chicken 25c           ◯Vegetable 25c        ◯Oxtail 25c
+ ◯Clam Chowder 25c      ◯Clam Juice 25c       ◯Tomato 25c
+ ◯Mock Turtle 25c       ◯Mulligatawny 25c     ◯Chicken Gumbo 25c
+ ◯Julienne 25c          ◯Consomme 25c
+
+                                FISH
+
+ ◯Norway Mackerel 50c   ◯Russian Caviar 50c   ◯Smoked Sardines 35c
+ ◯Kippered Herring 50c  ◯Bismark Herring 50c  ◯Boneless Sardines 50c
+
+                                BEEF
+
+ ◯Chili Concarne 50c    ◯Roast Beef 50c       ◯Vienna Sausage 50c
+ ◯Lunch Tongue 50c      ◯Boochout Bacon 25c   ◯Yacht Club Beef 50c
+ ◯Boned Chicken 50c     ◯Chicken Tamales 50c  ◯Liebig Beef 50c
+ ◯2 Boiled Eggs 25c
+
+                           BREAKFAST FOOD
+
+ ◯Quaker Oats 25c       ◯Egg O’See 25c        ◯Shredded Wheat 25c
+
+                             VEGETABLES
+
+ ◯Baked Beans 35c       ◯Corn on Cob 25c      ◯Peas 25c
+ ◯Asparagus Tips 25c    ◯Hominy 25c           ◯Banquet Corn 25c
+ ◯Macaroni and Cheese 25c
+
+                        PUDDINGS _and_ FRUITS
+
+ ◯Plum Pudding 25c      ◯Stuffed Olives 25c   ◯Plain Olives 25c
+ ◯Apricots 25c          ◯Peaches 25c          ◯Apricot Preserves 25c
+ ◯Marrach. Cherries 25c ◯Currant Jelly 25c    ◯Marmalade 25c
+ ◯Pear Preserves 25c    ◯Raspberry Preserves 25c
+
+                              RELISHES
+
+ ◯Tomatoes 25c          ◯Mushrooms 25c
+
+                  CHEESE _and_ BENT WATER CRACKERS
+
+ ◯McClaren Cheese 25c   ◯Roquefort Cheese 25c ◯Chow Chow 15c
+ ◯Shelled Pecans 25c
+
+                             SANDWICHES
+
+ ◯Caviar 25c            ◯Sardines 25c         ◯Tongue 25c
+ ◯Tea 15c               ◯Coffee 15c           ◯Milk 15c
+ ◯Cream 25c             ◯Biscuits and Butter 10c extra
+ Bread and Butter supplied with all meals
+ ◯Wines and Cigars
+ A separate check must be issued to each passenger.
+ No check issued for less than twenty-five cents to each person.
+ _No._ 1982                                                  _Total_
+ NOTE: Parties are requested when ordering to make a cross at each
+ individual item ordered, thus Ⓧ
+ ¶Please report any complaints to the office
+
+    [Illustration: Wine List]
+
+                        Wine List
+              SILVERTON NORTHERN RAILROAD CO
+                    Car: Animas Forks
+                                             Dolls. Cts.
+                         LIQUORS
+
+  Private Stock Whiskey           per drink        $ .20
+  Greenbrier Bourbon Whiskey      per drink          .20
+  Scotch Whiskey                  per drink          .20
+  Holland Gin                     per drink          .20
+  Burke’s Ale                     per pint           .40
+  Burke’s Stout                   per pint           .40
+  Benedictine                     per drink          .25
+  Green Chartreuse                per drink          .25
+
+                          WATERS
+
+  Manitou Water                   per quart        $ .35
+  Ginger Ale                      per quart          .50
+  Red Raven Splits                per half-pint      .20
+
+                          WINES
+
+  Mumm’s Extra Dry                per pint         $2.50
+  White Seal Champagne            per pint          2.50
+  Chateau Blanc Wine              per pint           .75
+  LaRose Wine                     per pint          1.25
+  Grave’s Wine                    per pint           .75
+  Imported Sherry                 per quart         2.50
+  Imported Port                   per quart         2.50
+  Saarbuch Steinwein Wine         per pint          1.25
+  Liebfraumilch Wine              per pint          1.50
+  Sparkling Burgundy              per pint          1.50
+  California Port                 per pint          1.25
+  Cigars and Cigarettes
+                                                 _Total_
+
+    [Illustration: MAP OF “AROUND THE CIRCLE” TOUR]
+
+  The course of the traveler on the Denver & Rio Grande’s great “Around
+  the Circle” tour is indicated by arrows. Start may be made from
+  Denver, Colorado Springs or Manitou, or Pueblo. At Ridgway, on the
+  western turn, the course divides. The traveler may follow the arrows
+  by the outer, “All Rail,” route; or he may take the inner, “Rail and
+  Stage,” denoted by the arrows and dots. When purchasing his ticket he
+  has his choice, the “Circle” round-trip fare being the same in either
+  case. The various side trips marked should not be neglected. For them
+  special low rates are granted; the “Circle” ticket permits stop-overs.
+
+
+
+
+                            ACKNOWLEDGMENTS
+
+
+  Abbot, Morris W.—Contributor of reports and “Transactions” from the
+          Yale Library
+  Airy, Mrs. Percy—The story of entertaining Mears
+  Baker, Bert—Data on the snowshed, the explosion and the snowslides
+  Beaber, Ross—Publisher of the Silverton Standard—much assistance
+  Camp, A. M.—A nephew of John L. McNeil who was an incorporator and
+          secretary-treasurer of the S. R. and the R. G. S.—data
+  Cooper, Ray—Silverton and S. R. history
+  Cooper, R. E.—Data on engines
+  Day, Vest—A member of the survey crew on the S. N.—data and stories
+  Dresbach, Joe—An auditor and general superintendent of the S. N.—data
+          and assistance
+  Fischer, Robert A—Work on the S. R. map
+  Ferguson, John—Information on the Meldrum and Treasury Tunnels
+  Gibbs, Mr. and Mrs. Charles W.—Mr. Gibbs was Chief Engineer and
+          builder of the S. R., part of the S. N. and most of the R. G.
+          S.—data.
+  Henry, Myron—Data concerning the S. R.
+  Keenan, John—Information on the Meldrum and Treasury Tunnels
+  Keller, John—Data on the Shay engine and a S. G. & N. coach
+  Marshall, John—Data on the mines and history of the region and
+          contributor of reports from the Los Angeles Library
+  Meyer, Edward—A locomotive engineer on all three railroads and a
+          superintendent of the S. N.—much information
+  Railway and Locomotive Historical Society—Loan of the copyright of
+          most of the material herein
+  Ridgway, Arthur—General Superintendent of the Silverton Railway and
+          the S. N. in 1904 and ’05. He was also Engineer and Chief
+          Engineer for the D. & R. G. for about fifty years.
+  Speer, Marion A.—A member of the construction crew on the S. N.—data
+  Terry, John—His father and uncle were owners of the Sunnyside
+          mine—data
+  Terry, Mrs. William—Her husband was half-owner of the
+          Sunnyside—stories
+  Wampler, Harold—Loan of Mears letters
+  Wigglesworth, William—Constructor of the Boston Coal and Fuel Co.
+          line—data concerning his father, Thomas Wigglesworth
+
+
+
+
+                               Footnotes
+
+
+[1]The mileages used are from the R. L. Kelly survey of 1892.
+
+[2]Mr. Gibbs died at 89½ years of age as a result of a fall. His wife,
+    nearing 94 years old, is still alive.
+
+[3]Mr. McNeil established most of the pioneer banks in Southwestern
+    Colorado.
+
+[4]The little turntable sat for some years in the yards of the county
+    garage in Durango.
+
+
+    [Illustration: Map]
+
+
+
+
+                          Transcriber’s Notes
+
+
+—Retained publication information from the printed edition: this eBook
+  is public-domain in the country of publication.
+
+—Silently corrected a few typos.
+
+—Transcribed some text within images.
+
+—In the text versions only, text in italics is delimited by
+  _underscores_.
+
+
+
+
+
+
+
+End of Project Gutenberg's Three Little Lines, by Josie Mary Moore Crum
+
+*** END OF THE PROJECT GUTENBERG EBOOK 62664 ***
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-

-The Project Gutenberg EBook of Three Little Lines, by Josie Mary Moore Crum

-

-This eBook is for the use of anyone anywhere in the United States and most

-other parts of the world at no cost and with almost no restrictions

-whatsoever.  You may copy it, give it away or re-use it under the terms of

-the Project Gutenberg License included with this eBook or online at

-www.gutenberg.org.  If you are not located in the United States, you'll have

-to check the laws of the country where you are located before using this ebook.

-

-Title: Three Little Lines

-       Silverton Railroad; Silverton, Gladstone and Northerly;

-              Silverton Northern

-

-Author: Josie Mary Moore Crum

-

-Release Date: July 16, 2020 [EBook #62664]

-

-Language: English

-

-Character set encoding: UTF-8

-

-*** START OF THIS PROJECT GUTENBERG EBOOK THREE LITTLE LINES ***

-

-

-

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-Produced by Stephen Hutcheson and the Online Distributed

-Proofreading Team at https://www.pgdp.net

-

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-</pre>

-

-<div id="cover" class="img">

-<img id="coverpage" src="images/cover.jpg" alt="Three Little Lines" width="662" height="1000" />

-</div>

-<p class="pcap"><a href="#cover"><i>FRONT COVER</i></a>&mdash;&ldquo;The covered turntable at Corkscrew Gulch.

-It served as part of the main line.&rdquo; (<i>C. W. Gibbs</i>)

-See discussion and diagram pages <a href="#Page_12">12</a>, <a href="#Page_13">13</a> and <a href="#Page_14">14</a>.</p>

-<div class="box">

-<h1>THREE LITTLE LINES</h1>

-<p class="center"><span class="large"><b>By Josie Moore Crum</b></span></p>

-<p class="tbcenter"><b>SILVERTON RAILROAD</b>

-<br /><b>SILVERTON, GLADSTONE &amp; NORTHERLY</b>

-<br /><b>SILVERTON NORTHERN</b></p>

-<p class="tb">The originals of these articles appeared in Bulletin 74 of the Railway and

-Locomotive Historical Society in October 1948. A second edition was published

-by Bert Baker in the fall of 1956. The present volume contains additional information

-and pictures gathered since the appearance of the earlier publications.

-<span class="lr"><b>J.M.C.</b></span></p>

-</div>

-<p class="center">Copyright 1960

-<br />by Josie Moore Crum</p>

-<p class="center">All rights reserved. No part of this book may be reproduced in any form without written permission of the publishers.</p>

-<p class="center">Reprint Rights

-<br />L.A. &ldquo;Johnny&rdquo; Johnson

-<br />Box 348

-<br />Ouray, Colorado 81427</p>

-<p class="tbcenter">Published by

-<br />DURANGO HERALD-NEWS

-<br />Durango, Colorado</p>

-<div class="pb" id="Page_v">v</div>

-<h2 id="c1"><span class="small">INTRODUCTION</span></h2>

-<p>The Southwest has had a most romantic history. It is the oldest portion,

-both in the way of interior exploration and in the way of settlement, in the

-United States.</p>

-<p>The Coronado Expedition of several hundred Spaniards left Mexico in

-1540 and journeyed up into what is now central New Mexico. The convoy

-consisted of soldier aristocrats on their caparisoned horses and in their picturesque

-regalia, and of common soldiers, fortune seekers and servants. Accompanying

-the train were hundreds of horses packed with supplies and hundreds of

-cattle, sheep and hogs for food purposes.</p>

-<p>They established themselves at Tiguex, New Mexico and spent two years,

-1540-42, conquering the Indians and searching for treasure. One party went

-west and discovered the Grand Canon and another went east as far as

-Kansas. They found no riches but explored, mapped and named the country

-and took possession of it for Spain.</p>

-<p>New Mexico was settled in 1595, permanently, except for a short period

-when the populace fled because of an Indian uprising. The first capital was

-San Juan though it was soon moved to nearby Santa Fe. It should be noticed

-that this settlement preceded colonization on our eastern coast.</p>

-<p>No one knows when the Spanish first entered Colorado but the country

-seemed well-known and named when Juan Rivera made his first trip into it in

-1765. He led a party across the southwestern part of the state to the Utah

-border and back to the Gunnison River near Hotchkiss. Within the next ten

-years he made three more trips of the same kind.</p>

-<p>The Escalante expedition of 1776 wanted to find a northern route from

-Santa Fe to Los Angeles. They followed the same trail as had Rivera to Hotchkiss

-but from there went north and then west to Utah Lake. Because of a

-shortage of food they started home, crossing Utah, the Colorado River and

-Arizona and arriving at Zuni, New Mexico. This party very thoroughly

-mapped and named everything in the course of the journey.</p>

-<p>The most commonly traveled route across Colorado was the &ldquo;Old Spanish

-<span class="pb" id="Page_vi">vi</span>

-Trail&rdquo;, used in the 1830&rsquo;s and 40&rsquo;s by trade caravans operating between Santa

-Fe and Los Angeles, woolen goods going to the west and horses and mules

-to the east. It traversed Colorado, Utah and southern Nevada. All of these

-caravans, incidentally, crossed the Animas River and Ridges Basin Pass just at

-the south edge of Durango. This last part was later used by the American

-pioneers.</p>

-<p>Meanwhile, trappers were thoroughly working every stream in southwestern

-Colorado and selling their furs at Taos or Santa Fe.</p>

-<p>After the war with Mexico and due to the treaty of 1848 the United States

-acquired all of the southwestern part of the country.</p>

-<p>Gold was discovered on Cherry Creek, the Denver area, in 1859 and a

-rush to that place began. The same year Captain Baker led a prospecting

-group into what was later Silverton and named the spot &ldquo;Baker&rsquo;s Park&rdquo;.</p>

-<p>Two years later he, with another party, made his way up the Animas River

-and established the little town of Animas City, fifteen miles north of present

-Durango. There the settlers panned the river for gold and built the first bridge

-in all of southwestern Colorado, &ldquo;Baker&rsquo;s Bridge&rdquo;. The panning Operation was

-not successful and, on news of the outbreak of the Civil War, the whole

-citizenry precipitately departed.</p>

-<p>After the Civil War a young man by the name of Otto Mears moved into

-the Saguache country and went into the wheat raising and merchandising

-businesses. To get his wheat to market he had to start building roads. He ended

-up with about 450 miles of roads which laced together all of the mountain

-towns in the extremely rugged San Juan Mountains.</p>

-<p>Mears served as Indian Commissioner for a number of years and, as such,

-negotiated several treaties with the Utes. The first one in 1868 forced them

-out of central Colorado, the second one in 1873 forced them out of the San

-Juan Mountains and the third one in 1881 forced them out of Colorado entirely.</p>

-<p>The Denver and Rio Grande Railroad arrived in Durango in 1881 and

-in Silverton the next year. Meanwhile it was building another line from

-Salida to Grand Junction and arrived there in 1883. Four years later a branch

-<span class="pb" id="Page_vii">vii</span>

-was run from Montrose to Ouray.</p>

-<p>The same year, 1887, the Silverton Railroad, one of the subjects of this

-booklet, started out of Silverton and was completed in 1889. The next one,

-also a Mears creation, was the Rio Grande Southern, built in &rsquo;90 and &rsquo;91, which

-ran from Ridgway via Telluride and Rico to Durango.</p>

-<hr class="dwide" />

-<h2 id="c2"><span class="small">GLOSSARY</span></h2>

-<dl class="undent"><dt>C. &amp; S.&mdash;Colorado and Southern</dt>

-<dt>D. &amp; R. G.&mdash;Denver and Rio Grande</dt>

-<dt>R. G. S.&mdash;Rio Grande Southern</dt>

-<dt>R. G. W.&mdash;Rio Grande Western</dt>

-<dt>S. G. &amp; N.&mdash;Silverton, Gladstone and Northerly</dt>

-<dt>S. N.&mdash;Silverton Northern</dt>

-<dt>S. R.&mdash;Silverton Railroad (Railway)</dt>

-<dt>W. P. &amp; Y. R.&mdash;White Pass and Yukon Railway</dt></dl>

-<div class="pb" id="Page_1">1</div>

-<h2 id="c3"><span class="small">THE SILVERTON RAILROAD</span></h2>

-<p>The Silverton Railroad! The most intriguing piece of narrow gauge in the

-world! The railroad of the steepest grades, the sharpest curves, the crookedest

-loops, the highest altitude and the oddest switchbacks, on one of which sat

-a wye with a depot inside and on the other a housed-over turntable! And the

-railroad of the famous Otto Mears passes!</p>

-<p>Otto Mears and Fred Walsen, after the Opening up of the rich Yankee

-Girl mine made it feasible, in 1882 and &rsquo;83 built a toll road they called the

-&ldquo;Rainbow Route&rdquo; from Ouray to Silverton. This was the most famous and the

-most difficult piece of road engineering of the day. The line crept along the

-precipitous mountains of the Uncompahgre River and Red Mountain Creek

-canons and in places was cut out of sheer granite walls. It was so narrow and

-crooked in places that only by the expedient of backing up or unhitching a

-buggy and setting it on a sidehill could another conveyance get by. The grades

-were so steep, often 19%, that most of the early cars could not climb them.

-It was the road of the famous Bear Creek toll bridge where a driver stopped

-and parted with his cash, $2 for a saddle horse or $5 for a buggy and team.</p>

-<p>While Mears and Walsen were constructing their road from Ouray to Red

-Mountain in the summer of 1882, the Denver and Rio Grande was completing

-its railroad from Durango to Silverton. The next year while Mears and

-Walsen were extending their road from Red Mountain to Silverton, the

-D. &amp; R. G., through its construction engineer, Thomas Wigglesworth, was making

-a survey from Silverton to Red Mountain and Ironton Park. Nothing came

-of it but one wonders if it did not give Mears the idea of building a railroad

-himself.</p>

-<p>The Silverton Railroad was incorporated on July 5, 1887 and chartered

-on July 8. Mears was the president of the company and John L. McNeil was

-the treasurer. Though we have no evidence to the effect, Walsen was, without

-doubt, an incorporator and official. Since much of the Rainbow Route toll

-road grade was to be used the railroad adopted the name. Incidentally

-a new wagon road had to be built.</p>

-<div class="pb" id="Page_2">2</div>

-<p>The first part from Silverton to Chattanooga would not be too difficult

-but Red Mountain would have to be ascended on a steep grade and by many

-curves to the summit, Sheridan Pass. Then the line would have to go around a

-succession of curves to Red Mountain town and over more curves, grades and

-switchbacks from there down to Ironton. The greatest of engineering skill was

-necessary to accomplish such an undertaking.</p>

-<p>The first necessity, of course, was a locomotive. So the company purchased

-the D. &amp; R. G.&rsquo;s No. 42, a Baldwin of 30 tons, called 60 class. It was overhauled

-and given the number &ldquo;100&rdquo; and the name &ldquo;Ouray&rdquo;. The number may be seen

-on the old-fashioned kerosene headlight in a picture herein.</p>

-<p>The 5.3 miles of railroad from Silverton to Burro Bridge must have been

-constructed in the summer of 1887 for it is known to have been in operation

-by the first of June of the next year. In 1888 Charles W. Gibbs, who had

-served under Mr. Wigglesworth on a number of projects, became the locating

-and construction engineer. He started late in May at Burro Bridge and in early

-November had completed 11.2 miles through Red Mountain and to Ironton.

-Only 11.2 miles in over five months! But anyone acquainted with the country is

-not surprised.</p>

-<p>Spurs then or later were laid to the Yankee Girl, Vanderbilt, North

-Star, Silver Bell, Guston and Treasury Tunnel. The map here included

-was made by Mr. Gibbs and appeared in a September 1890 Bulletin of the

-American Society of Civil Engineers. Mr. Gibbs built the 1.5 miles from Ironton

-to Albany in 1889.<a class="fn" id="fr_1" href="#fn_1">[1]</a> Albany was the Saratoga mill which stood against

-the east hill of Ironton Park. His report notes 5% grades, 30&deg; curves, 3-foot

-gauge and 30-lb. rail. No reliable figures for the cost of construction are available

-but ordinarily a railroad of that kind at that time ate up about $25,000

-to the mile.</p>

-<p>In 1888 Mr. Gibbs was writing love letters to Miss Adeline Hammon of

-Colorado Springs and the next year they were married. She has kept his letters

-all these years from which these excerpts, dealing with the construction of the

-railroad from Burro Bridge to Ironton, are taken.</p>

-<p>&ldquo;Chattanooga, June 10, 1888. Arrived here bag and baggage about three

-<span class="pb" id="Page_3">3</span>

-weeks ago and have my headquarters 10,200 feet above sea level and my next

-camp will be still higher, about 11,000 feet. More than 100 Mexican workers

-camped nearby.&rdquo;</p>

-<p>&ldquo;Gustine Mine, July 22, 1888. I am occupying the house of a former mine

-superintendent and have many conveniences not found in a railroad camp.

-Went to Silverton on the passenger train last night and returned this morning.

-Regular trains are running to where my first camp was (Chattanooga) and in

-a month&rsquo;s time will be here and maybe they will get track laid before that as

-the grading will be done in two weeks time. About 400 Mexicans working.&rdquo;</p>

-<p>&ldquo;Gustine Mine, August 11, 1888. Work is getting along splendidly and

-during this week I will get surveys made to Ironton which is as far as the line

-will be built this year. By the middle of next week the work will be only two

-miles from here and in a very short time at my door.&rdquo;</p>

-<p>&ldquo;Gustine Mine, September 16, 1888. Construction work will be done in

-about five weeks; then I shall go to Telluride to make a short survey for a three

-foot gauge road.&rdquo; (This became the Rio Grande Southern.)</p>

-<p>&ldquo;Ironton, October 3, 1888. Since writing you I have moved from the

-Gustine Mine to Ironton and we are living in a large vacant hotel, lots of

-room but not the conveniences we had at the mine.&rdquo;</p>

-<p>&ldquo;Ironton, October 29, 1888. Since my last letter to you I discharged all

-my men but one and moved to Silverton but was put in charge of the

-work train and the track laying outfit so am back in the grader&rsquo;s camp but

-will be done here in about a week.&rdquo;</p>

-<p>Wyes were placed at Sheridan Junction, Red Mountain and Ironton in

-1888 and at Albany the next year. That of the D. &amp; R. G. was used at Silverton.

-Very little room was available at Red Mountain and so only the smallest kind of

-wye could be made&mdash;one just big enough to accommodate an engine and a car

-and the depot had to be set inside of it.</p>

-<p>Not counting the wyes there was only one switchback, that at Corkscrew

-Gulch, the most famous in the world as it contained a housed-over turntable.</p>

-<p>Curvature was almost continuous. Four curves were particularly sharp&mdash;those

-at Chattanooga, Red Mountain, Joker Tunnel and Ironton. Steep grades

-<span class="pb" id="Page_4">4</span>

-were also almost continuous, some as much as 5%. Some maps have shown

-the grade at Chattanooga as 7%. This is an error. Mr. Gibbs, the builder, stated

-it was 5% and a recent survey has substantiated his figure.</p>

-<p>Bridges, as compared to those on the Rio Grande Southern Railroad,

-were very small, there being, outside of water boxes and culverts, only three.

-Two were on the main line, one where the railroad crossed Mineral Creek at

-Chattanooga and the other where the railroad crossed Red Mountain Creek at

-Joker Tunnel. The other one was on the Treasury Tunnel Branch.</p>

-<p>The name of Burro Bridge for the station at milepost 5.3 is very misleading

-since the railroad sported no span at all at that point. The supposition is

-that the word applied to the wagon-road bridge across Mineral Creek somewhat

-below and away from the railroad. This road branched off from the main

-Silverton-Red Mountain highway about five and one-half miles north of

-Silverton, crossed Mineral Creek and made its way up Middle Fork Gulch and

-across Ophir Pass to Ophir. This, first a burro trail and later a very rugged

-wagon road, was in use for perhaps fifteen years before the advent of the rail

-line. Since the Silverton Railroad unloaded freight for Ophir in the neighborhood

-of Burro Bridge it is assumed that this was the reason for the adoption

-of the name for the station.</p>

-<p>The town of Chattanooga eventually grew up to the left of the location

-shown on the map in order to avoid Mineral Creek floods.</p>

-<p>No account of the arrival of the first train in Red Mountain has been

-found but it is known to have occurred on September 17, 1888. A picture herein

-shows the train with Engine 100 and Mears standing beside the pilot. It can be

-assumed that it was a gala occasion, especially for the mines, for here was an

-efficacious way of getting supplies and of shipping ore.</p>

-<p>The unloading of freight on the Silverton Railroad was quite informal.

-Outside of Red Mountain the line maintained no bona fide stations or agents.

-Therefore, materials were dropped off, especially for the mines, at the most

-convenient points.</p>

-<p>So far the railroad owned only one locomotive, Number 100, and so had

-to rent from the D. &amp; R. G. The same was true of cars and coaches.</p>

-<div class="pb" id="Page_5">5</div>

-<p>The railroad had been projected to Ouray, 26.6 miles in all. Mears

-might have used his toll road but that was, in some places, 19 per cent grade,

-out of the question for a railroad. The steepest ever attempted in Colorado was

-7.6%. Construction from Ironton to the foot of Ironton Park would have

-been easy but there the canon began where the greater part of six miles

-would have had to be blasted out of solid rock, where slide rock could

-have been quite bothersome, where snow blockades would have been continuous

-for a long winter and where snowslides, two in particular, the

-Riverside and the Mother Cline, that ran every year, would have been almost

-impossible to conquer. The Riverside slide that came from two sides, filling

-the canon and burying the wagon road, often had to be tunnelled to accommodate

-the summer traffic. The writer, with her parents, was through one in

-the summer of 1903 or &rsquo;04.</p>

-<p>At the same time surveys were made for another branch of the system,

-one that was to go up the Animas River from Silverton to Mineral Point,

-19 miles, and possibly across the divide to Lake City.</p>

-<p>Through operation to Ironton began in June 1889. The claim that two

-daily passenger trains ran there has generally been disbelieved but the following

-table for 1889, copied from the Official Railway Guide of May 1891,

-proves the point.</p>

-<p class="center"><span class="large"><b>SILVERTON RAILROAD</b></span>

-<br />Otto Mears, President

-<br />S. K. Hooper, General Passenger and Ticket Agent, Denver, Colo.

-<br />Moses Liverman, General Manager and Ticket Agent, Silverton, Colo.

-<br />October 23, 1889</p>

-<table class="center">

-<tr class="th"><th> </th><th><a class="fn" id="fr_a" href="#fn_a">[]</a>Mixed </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Pass&rsquo;r </th><th>Miles </th><th> </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Pass&rsquo;r </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Mixed</th></tr>

-<tr><td colspan="10" class="l"><hr class="dwide" /></td></tr>

-<tr><td class="l">Lv. </td><td class="l">7:00 A.M. </td><td class="l">Lv. </td><td class="l">1:10 P.M. </td><td class="r">.0 </td><td class="l">Silverton </td><td class="l">Ar. </td><td class="l">11:10 A.M. </td><td class="l">Ar. </td><td class="l">5:20 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">7:34 A.M. </td><td class="l"> </td><td class="l">1:44 P.M. </td><td class="r">5.0 </td><td class="l">Burro Bridge </td><td class="l"> </td><td class="l">10:36 A.M. </td><td class="l"> </td><td class="l">4:46 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">7:49 A.M. </td><td class="l"> </td><td class="l">1:59 P.M. </td><td class="r">7.5 </td><td class="l">Chattanooga </td><td class="l"> </td><td class="l">10:21 A.M. </td><td class="l"> </td><td class="l">4:31 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">8:11 A.M. </td><td class="l"> </td><td class="l">2:21 P.M. </td><td class="r">12.5 </td><td class="l">Summit </td><td class="l"> </td><td class="l">9:58 A.M. </td><td class="l"> </td><td class="l">4:09 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">8:25 A.M. </td><td class="l"> </td><td class="l">2:35 P.M. </td><td class="r">15.0 </td><td class="l">Red Mountain </td><td class="l"> </td><td class="l">9:50 A.M. </td><td class="l"> </td><td class="l">4:00 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">8:26 A.M. </td><td class="l"> </td><td class="l">2:36 P.M. </td><td class="r">15.5 </td><td class="l">Vanderbilt </td><td class="l"> </td><td class="l">9:44 A.M. </td><td class="l"> </td><td class="l">3:54 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">8:27 A.M. </td><td class="l"> </td><td class="l">2:37 P.M. </td><td class="r">16.0 </td><td class="l">Yankee Girl </td><td class="l"> </td><td class="l">9:43 A.M. </td><td class="l"> </td><td class="l">3:53 P.M.</td></tr>

-<tr><td class="l"> </td><td class="l">8:45 A.M. </td><td class="l"> </td><td class="l">2:55 P.M. </td><td class="r">17.0 </td><td class="l">Paymaster </td><td class="l"> </td><td class="l">9:25 A.M. </td><td class="l"> </td><td class="l">3:35 P.M.</td></tr>

-<tr><td class="l">Ar. </td><td class="l">9:00 A.M. </td><td class="l">Ar. </td><td class="l">3:10 P.M. </td><td class="r">20.0 </td><td class="l">Ironton </td><td class="l">Lv. </td><td class="l">9:10 A.M. </td><td class="l">Lv. </td><td class="l">3:20 P.M.</td></tr>

-<tr><td colspan="10" class="l"><hr class="dwide" /></td></tr>

-</table>

-<div class="fnblock">

-<div class="fndef"><a class="fn" id="fn_a" href="#fr_a">[a]</a>Daily except Sunday.</div>

-</div>

-<div class="pb" id="Page_6">6</div>

-<p>Everything was finished and working properly. Mr. Gibbs must have

-had the feeling of &ldquo;well done&rdquo; and that he deserved a reward. Mrs. Gibbs

-tells the following story:</p>

-<p>&ldquo;Late in September of 1889, Mr. Gibbs and I were married at Colorado

-Springs and started for Silverton, going by the way of Montrose and through

-Ouray where we stayed overnight at the beautiful Beaumont Hotel. The next

-morning we rode the stage to Ironton and there transferred to the little

-Silverton Railroad train. As we climbed the grade toward the summit the

-conductor came through the coach where I was the only passenger and asked me

-if I were cold. I couldn&rsquo;t deny it so he stopped the train, picked up some wood

-along the track and built a fire in the little pot-bellied stove.</p>

-<p>&ldquo;In November and December Mr. Gibbs made a preliminary survey from

-the town of Dallas to Telluride, which was to be the route for the Rio Grande

-Southern Railroad, and finished the day before Christmas. We stayed overnight

-in Ouray and left the next morning in a snow-storm. When we reached

-Ironton my husband heard the line was blocked by snow so he left me with

-the Strayers while he went on to Silverton.</p>

-<p>&ldquo;He made arrangements for me to meet him in Red Mountain on New

-Year&rsquo;s day, which I did. Two men besides us were going to Silverton. A shallow

-trail had been beaten in the deep snow between the rails. The two men

-held the ends of a ski pole while I hung to the middle of it and we plodded

-down the track. We came to a sharp hairpin curve and cut it out by sliding

-downhill from the track above to the one below. A few miles farther on we

-reached an engine with a snowplow, which was a great relief. When we

-reached Silverton and got to our room a nice warm dinner was sent up to us

-by Moses Liverman, superintendent of the S. R.</p>

-<p>&ldquo;A few days latter we left for my husband&rsquo;s old home in Maine. This

-is what we had planned for our wedding trip but my daughters have always

-maintained that the others to Silverton by stage and train with all their difficulties

-were really the wedding journey.&rdquo;<a class="fn" id="fr_2" href="#fn_2">[2]</a></p>

-<div class="pb" id="Page_7">7</div>

-<p>The table below was furnished by Mr. Ridgway. Joker Tunnel (water

-drainage) did not exist at the time the map was made but was projected

-or started by 1892. The second column of figures was taken from the 1892

-survey of the locating engineer, R. L. Kelly.</p>

-<table class="center">

-<tr><td colspan="3" class="l"><hr class="dwide" /></td></tr>

-<tr class="th"><th>Station </th><th>Mears Timetable of 1889 </th><th>Actual Mileage, 1892</th></tr>

-<tr><td class="l">Silverton </td><td class="c">0.&nbsp; </td><td class="c">0.&nbsp;</td></tr>

-<tr><td class="l">Burro Bridge </td><td class="c">5.&nbsp; </td><td class="c">5.&nbsp;</td></tr>

-<tr><td class="l">Chattanooga </td><td class="c">7.5 </td><td class="c">7.3</td></tr>

-<tr><td class="l">Summit (Sheridan Pass) </td><td class="c">12.5 </td><td class="c">10.7</td></tr>

-<tr><td class="l">Red Mountain </td><td class="c">15.&nbsp; </td><td class="c">11.9</td></tr>

-<tr><td class="l">Vanderbilt </td><td class="c">15.5 </td><td class="c">12.5</td></tr>

-<tr><td class="l">Yankee Girl </td><td class="c">16.&nbsp; </td><td class="c">12.7</td></tr>

-<tr><td class="l">Paymaster </td><td class="c">17.&nbsp; </td><td class="c">13.7</td></tr>

-<tr><td class="l">Corkscrew Gulch </td><td class="c"> </td><td class="c">14.1</td></tr>

-<tr><td class="l">Joker Tunnel </td><td class="c"> </td><td class="c">15.&nbsp;</td></tr>

-<tr><td class="l">Ironton (Depot) </td><td class="c">20.&nbsp; </td><td class="c">16.5</td></tr>

-<tr><td class="l">Albany </td><td class="c"> </td><td class="c">18.&nbsp;</td></tr>

-<tr><td colspan="3" class="l"><hr class="dwide" /></td></tr>

-</table>

-<p>The exaggerated mileages of the 1889 timetable would have added considerably

-to the freight charges, in the case of Ironton over 21%. It will

-be noticed beginning with Red Mountain that each Mears figure is 3 to 3&frac12;

-miles more than the Kelly figure. Mr. Kelly was one of the ablest engineers

-of his day and his mileages cannot be questioned.</p>

-<p>The table below was copied from an Official Railway Guide of October

-1893 but no date is given for the time it was in effect. It is interesting because

-the mileages are different and because, at the time, only one passenger train

-was running.</p>

-<div class="pb" id="Page_8">8</div>

-<table class="center">

-<tr><td colspan="7" class="l"><hr class="dwide" /></td></tr>

-<tr class="th"><th>1 </th><th>M </th><th> </th><th>Stations </th><th> </th><th>2</th></tr>

-<tr><td class="l">7:30 A. M. </td><td class="r">0 </td><td class="l">Lv. </td><td class="c">Silverton </td><td class="l">Ar. </td><td class="l">11:50 A. M.</td></tr>

-<tr><td class="l">8:00 </td><td class="r">6 </td><td class="l"> </td><td class="c">Burro Bridge </td><td class="l"> </td><td class="l">11:40</td></tr>

-<tr><td class="l">8:10 </td><td class="r">9 </td><td class="l"> </td><td class="c">Chattanooga </td><td class="l"> </td><td class="l">11:30</td></tr>

-<tr><td class="l">8:30 </td><td class="r">13 </td><td class="l"> </td><td class="c">Summit </td><td class="l"> </td><td class="l">11:10</td></tr>

-<tr><td class="l">8:40 </td><td class="r">14 </td><td class="l"> </td><td class="c">Red Mountain </td><td class="l"> </td><td class="l">10:50</td></tr>

-<tr><td class="l"> </td><td class="r">15 </td><td class="l"> </td><td class="c">Vanderbilt </td><td class="l"> </td><td class="l"> </td><td></td></tr>

-<tr><td class="l">8:55 </td><td class="r">15 </td><td class="l"> </td><td class="c">Yankee Girl </td><td class="l"> </td><td class="l">10:45</td></tr>

-<tr><td class="l"> </td><td class="r">16 </td><td class="l"> </td><td class="c">Paymaster coal track </td><td class="l"> </td><td class="l"> </td><td></td></tr>

-<tr><td class="l">9:10 </td><td class="r">17 </td><td class="l"> </td><td class="c">Corkscrew Gulch </td><td class="l"> </td><td class="l">10:25</td></tr>

-<tr><td class="l"> </td><td class="r">18 </td><td class="l"> </td><td class="c">Paymaster ore track </td><td class="l"> </td><td class="l"> </td><td></td></tr>

-<tr><td class="l">9:20 A. M. </td><td class="r">20 </td><td class="l">Ar. </td><td class="c">Ironton </td><td class="l">Lv. </td><td class="l">10:00</td></tr>

-<tr><td colspan="7" class="l"><hr class="dwide" /></td></tr>

-</table>

-<p>All carrier lines issued paper passes but Mears wanted to do something

-special for <i>his</i> railroad. Outside of the paper ones his passes fell into four

-categories&mdash;buckskin, plate, medallion and filigree. The first three were for the

-Silverton Railroad alone while the fourth, though made especially for the

-Rio Grande Southern Railroad, was usable on the S. R.</p>

-<p>There were two designs of the silver plate pass. It is supposed that the

-first die broke and a substitute had to be made. The medallion passes, ordinarily

-silver, have the date 1890, the number and the name of the recipient

-on the back. Two extra-special ones have come to light. Each is made of

-two <i>gold</i> medallions set back to back and hinged to form a locket and each

-has a little diamond in the face. An odd silver pass, a spoon with a plate pass

-hanging from underneath, has been discovered. The filigrees, silver and gold,

-have been extensively treated in the book, <i>Rio Grande Southern Story</i>.</p>

-<p>According to an item in a Rico <i>Sun</i> of November 28, 1891, copied from

-a Denver <i>Sun</i>, a company called &ldquo;Ouray and Ironton Electric Railway, Light

-and Power,&rdquo; consisting of Mears, Walsen, Charles Munn, James H. Cassanova

-and William H. Wallace, with capital of $800,000, filed articles of

-incorporation with the Secretary of State on November 20. Its purpose was

-to build a cog road from Ouray to Ironton, with a branch up Poughkeepsie

-<span class="pb" id="Page_9">9</span>

-Gulch (Uncompahgre River) to the head of Cement Creek.</p>

-<p>The following quotation is from Mr. Arthur Ridgway:</p>

-<p>&ldquo;The assumption that Mr. Mears contemplated extending the S. R. from

-Ironton to Ouray is correct but he was deterred because of its being so formidable

-an undertaking. He may have considered Albany as the possible point

-for the origin of the extension at first but later Ironton proved the more

-feasible. Anyway, he had a preliminary location for an <i>electric</i> railway, Ouray

-to Ironton, made in 1892 by the then noted locating engineer, R. L. Kelly.

-No doubt the impracticability if not the utter impossibility, of operating

-steam locomotives over the heavy grades and severe curvature known to be

-necessary dissuaded him from the purpose until the recognized practicability

-of electric railway operation became apparent in 1892. Whatever the delay

-(a long one for Mr. Mears) it was not until 1892 that a survey was made

-and even then, as stated before, for electric operation. The map I

-have of the completed location shows a line starting from a connection with the

-Denver &amp; Rio Grande at the Ouray depot, eight miles in length, to a connection

-near the Ironton depot, incorporating 7% maximum gradients and 35&deg; maximum

-rate of curvature. With even these severe physical characteristics considerable

-tunnelling was necessary. I do not have the estimated cost of the

-project but it must have been staggering. It is small wonder that with the

-difficulty of financing so costly a scheme and the great financial panic a year

-later in 1893, together with the contemporary decadence of silver mining,

-the project was permanently shelved by even the visionary Mr. Mears.&rdquo;</p>

-<p>D. &amp; R. G. track already lay between Ouray and Ridgway and between

-Silverton and Durango. Mr. Mears, by the end of 1891, had completed the

-Rio Grande Southern from Ridgway to Durango. Only eight miles from

-Ironton to Ouray were needed to make a complete 243 mile circle. If only

-that eight miles could have been constructed! Then a sightseer could have

-started at Ridgway, taken a side trip to Telluride (14.6 miles), proceeded to Durango,

-to Silverton and back to starting point. He should not have attempted

-it in the winter or spring because of snow blockades or snowslides but in

-the summer or fall he could have had the thrill of a lifetime.</p>

-<div class="pb" id="Page_10">10</div>

-<p>He would have looked upon or wended his way among snowcapped

-peaks, hundreds over 12,000 or 13,000 feet high and some over 14,000 feet,

-many so sharp as to be termed &ldquo;needles&rdquo;; would have crossed several passes,

-one over 10,000 feet and another over 11,000 feet in altitude; would have

-gone up one canyon and down another, often beside rushing, tumbling rivers.

-He would have passed over breathtakingly high bridges, over trestles set against

-bare cliffs, around U-curves innumerable, over switchbacks, over a turntable,

-through rock tunnels and even through snow tunnels.</p>

-<p>But the thrills and scenery would have been tempered with trouble, that

-trouble-trouble-boil-and-bubble kind, such as delays because of engines having

-to blow up, hot boxes, trees across the track, boulders and lots of them on the

-track, mudslides, washouts, a derailed engine or car or a couple of each and

-a missing bridge or two.</p>

-<p>If his luck were still holding he would have ridden the last lap on the

-electric railway, down the awesome Red Mountain Creek and Uncompahgre

-River canyons where sheer rock walls would have risen hundreds of feet above

-him and dropped hundreds of feet below him and, as he turned a last curve, he

-would have beheld the never-to-be-forgotten sight of the little town of Ouray,

-the gem of all mountain towns, nestled in a deep pocket surrounded by towering

-peaks.</p>

-<h3 id="c4">THE SILVERTON RAILROAD COMPANY</h3>

-<p><span class="lr">Denver, Colorado</span>

-<span class="lr">March 28th, 1892.</span></p>

-<p>Dear Sir:</p>

-<p>I beg to hand you herewith a report from the auditor of the earnings

-of the Silverton Railroad for the years 1889, 1890 and 1891, showing also

-the mileage and bonded debt.</p>

-<p>I may add for your information that this road is built through the famous

-Red Mountain district of the San Juan Country, in which are located the

-well-known Yankee Girl and Guston mines, besides many other producing

-properties.</p>

-<div class="pb" id="Page_11">11</div>

-<p>This is the only road that can be built through this district because of

-lack of room. The mines mentioned are large producers, and there are many

-more which are being developed rapidly. This is one of the best known mining

-districts in Colorado. From Ironton to the town of Ouray, which is reached

-by another branch of the Denver &amp; Rio Grande, the distance is seven miles

-over very precipitous country.</p>

-<p>The reason the road has not been extended to Ouray is because of the

-excessive cost, but capitalists are now engaged in making estimates and plans

-for an electric road to cover this distance to follow the line of the Mears toll

-road as indicated on the map. (No map accompanies this material.) A line

-of this kind can be built to operate much more cheaply than a railway line,

-and we have good reason to expect that this gap may be so filled during this

-year. At the present time stages make daily trips each way over the toll road,

-and the trip from Silverton to Ouray is a favorite one with the tourists on

-account of the beauty and grandeur of the scenery on the toll road.</p>

-<p>There is every reason to expect that the earnings for the year 1892 will

-increase in the same proportion as in the past, and will continue for a great

-many years. The Silverton Railroad is also authorized to build up the Animas

-River. We would like very much this year to extend the road in that direction

-some 12 or 15 miles in order to reach a very rich and valuable mining district.

-There are a great many very extensive mines of low grade material lying

-between Silverton and the summit of the range towards the northeast, and

-our object in offering to you the bonds of the present line of the railroad is to

-obtain funds to extend the line up the Animas River.</p>

-<p>We can offer you at the present time $400,000 out of a total of $425,000.

-These bonds are issued in denominations of $1,000 each. The interest is payable

-semi-annually on the first of April and the first of October at the rate

-of six per cent per annum in U. S. gold coin.</p>

-<p><span class="center">Yours very truly,</span>

-<span class="lr">John L. McNeil,<a class="fn" id="fr_3" href="#fn_3">[3]</a> Treasurer.</span></p>

-<div class="pb" id="Page_12">12</div>

-<p class="tbcenter"><b><span class="large">AMERICAN SOCIETY OF CIVIL ENGINEERS.</span></b>

-<br /><span class="smaller">INSTITUTED 1852.</span></p>

-<hr />

-<p class="center"><b><span class="large">TRANSACTIONS.</span></b>

-<br />NOTE.&mdash;This Society is not responsible, as a body, for the facts and opinions advanced in any of its publications.</p>

-<hr />

-<p class="center"><b><span class="large">450.</span></b>

-<br /><span class="smaller">Vol. XXIII.&mdash;September, 1890.</span></p>

-<hr />

-<p class="center"><b><span class="large">THE TURN-TABLE ON THE MAIN TRACK OF THE SILVERTON RAILROAD IN COLORADO.</span></b></p>

-<hr />

-<p class="center">By <span class="sc">C. W. Gibbs</span>, M. Am. Soc. C. E.</p>

-<hr />

-<p class="center smaller">WITH DISCUSSION.</p>

-<p>The Silverton Railroad is a short line but 17.5 miles long, and has the reputation

-of being the steepest (5 per cent. grade), the crookedest (30 degree curves) and the

-best paying road in Colorado; and is owned by one man, Otto Mears. It also has a

-turn-table on its main track, and it is the purpose of this paper to describe it and

-explain why it was so placed.</p>

-<p>This road leaves the Denver and Rio Grande at Silverton, and runs over a

-divide 11&nbsp;113 feet above sea level, then down into the rich mining country beyond.

-The country is very rough and rugged, and in order to reach the town of Red

-Mountain it was necessary to run up on a switchback, as no room for a loop could

-be found. A wye was, therefore, built, and the engine could be turned while the train

-stood on the main track. The engine was thus placed ahead of the train, only the

-train is pulled out of the station rear end ahead. It runs thus till the turn-table is

-reached. The train is stopped at a point marked A, <a href="#fig1">Plate XXII</a>; the engine uncoupled,

-run on to the table, is turned and pulled up to a point near B, where it is stopped.

-The train is then allowed to drop down to the turn-table and the engine backed on

-to it. In coming up from Albany the train is stopped on the down grade between

-the summit at B and the table; the engine is taken off, turned on the table and

-run up to about A; the train is then allowed to drop to the table as before

-and the engine backed up and coupled on, taking not over five minutes in going

-either way.</p>

-<p>The reason of putting the table in was that there were no mines to the east of

-Ironton as shown on <a href="#fig2">Plate XXI</a>, but between the turn-table and the loop there were

-<span class="pb" id="Page_13">13</span>

-several that it was very desireable to reach, and the side hill is so steep that it

-is impossible to make a loop on it.</p>

-<p>This table is the source of a great deal of comment from tourists, of whom

-there are many during the summer months, as it is on the line known as the

-&ldquo;circle,&rdquo; so extensively advertised by the Denver and Rio Grande Railroad.</p>

-<p>The road is used both for a freight and passenger road, and as before mentioned,

-is the best paying road in Colorado, two engines being kept busy hauling ore to

-Silverton from the Red Mountain district.</p>

-<p>The object of writing this paper was to describe what the author thinks is quite

-a novelty, being the only turn-table that he has ever heard of which is used upon a

-switchback in this manner, and where the grades are adjusted as they are to let the

-train run by gravity on the table from both ways.</p>

-<p><a href="#fig2">Plate XXI</a> is a print from a photograph of the map filed in Washington, and is

-about 9&nbsp;000 feet to the inch.</p>

-<p><a href="#fig1">Plate XXII</a> is an enlarged sketch of the line near the turn-table.</p>

-<p class="tbcenter"><b><span class="large">DISCUSSION.</span></b></p>

-<p>J. Foster Cromwell, M. Am. Soc. C. E.&mdash;It occurs to me that the use of this

-turn-table being simply to turn the engine during transit, while the train waits, and,

-moreover, as the service is a special one on a spur line, it would have been better

-to obtain an engine capable of running in either direction and not requiring to be

-turned, rather than resort to a turn-table in the main track which contains an element

-of danger as well as of delay to the traffic. The device, however, is an ingenious one to

-meet the peculiar conditions of line; and if experience with it proves satisfactory, there

-are other problems on a larger scale relating to change of direction in mountain

-location that it may help to solve.</p>

-<p>C. W. Gibbs, M. Am. Soc. C. E.&mdash;If a special engine had been procured, as

-Mr. Crowell suggests, it would have been at an extra expense, owing to the limited

-number wanted; and even with a special design, it might have been difficult for any

-engine to have backed its load over so steep a grade and such sharp curves without

-more danger than was suggested there might be at the turn-table. The delay to traffic

-amounts to nothing, for there are no competing lines, nor do I expect there ever

-will be. The turn-table has now been in actual operation every day since June, 1889,

-and no accident has ever occurred.</p>

-<div class="pb" id="Page_14">14</div>

-<div class="img" id="fig1">

-<img src="images/p01.png" alt="" width="1600" height="972" />

-<p class="pcap"><span class="ssn"><span class="smaller">PLATE XXII.

-<br />TRANS. AM. SOC. CIV. ENG&rsquo;RS.

-<br />VOL. XXIII. N<sup>o.</sup> 450.

-<br />GIBBS ON

-<br />SILVERTON RAILROAD.</span>

-<br /><br />SKETCH

-<br />SHOWING ALIGNMENT

-<br /><span class="smaller">OF</span>

-<br /><span class="large">SILVERTON RAILROAD,</span>

-<br /><span class="smaller">AT</span>

-<br /><span class="large">CORKSCREW.</span>

-<br />C.W. GIBBS, Chief Engineer.</span></p>

-</div>

-<div class="pb" id="Page_15">15</div>

-<h2 id="c5"><span class="small"><span class="ss">AUDITOR&rsquo;S STATEMENT</span></span>

-<br /><span class="smaller">EARNINGS AND EXPENSES, SILVERTON RAILROAD

-<br />YEARS 1889, 1890 AND 1891</span></h2>

-<table class="center">

-<tr class="th"><th colspan="2"><span class="small">1889</span></th></tr>

-<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$ 80,881.66</td></tr>

-<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">34,285.04</span></td></tr>

-<tr><td class="l"> </td><td class="r">46,596.62</td></tr>

-<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>

-<tr><td class="l"> </td><td class="r">21,096.62</td></tr>

-<tr class="th"><th colspan="2"><span class="small">1890</span></th></tr>

-<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$105,673.39</td></tr>

-<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">51,127.22</span></td></tr>

-<tr><td class="l"> </td><td class="r">54,546.17</td></tr>

-<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>

-<tr><td class="l"> </td><td class="r">29,046.17</td></tr>

-<tr class="th"><th colspan="2"><span class="small">1891</span></th></tr>

-<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$121,611.38</td></tr>

-<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">57,548.37</span></td></tr>

-<tr><td class="l"> </td><td class="r">64,063.01</td></tr>

-<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>

-<tr><td class="l"> </td><td class="r">38,563.01</td></tr>

-</table>

-<table class="center">

-<tr><td class="l">Length of line </td><td class="r">17 miles</td></tr>

-<tr><td class="l">Length of side tracks </td><td class="r"><span class="u">8 miles</span></td></tr>

-<tr><td class="l"> </td><td class="r">25 miles</td></tr>

-<tr><td class="l">Floating debt </td><td class="r">Nil</td></tr>

-<tr><td class="l">Bonded debt </td><td class="r">$425,000.00</td></tr>

-</table>

-<p><span class="lr">Alex Anderson, Auditor</span></p>

-<p>At the time the foregoing statement was made, the Company owned the

-following equipment:</p>

-<div class="verse">

-<p class="t0">3 locomotives</p>

-<p class="t0">2 coaches</p>

-<p class="t0">1 baggage and express car</p>

-</div>

-<p>In addition to the above, the company now owns 50 freight cars, which

-it has since purchased, and it also has a floating debt of $32,502.76.</p>

-<p><span class="lr">Alex Anderson, Auditor</span></p>

-<div class="pb" id="Page_16">16</div>

-<p>As has already been noted Engine 100 was purchased and put into service

-as soon as the railroad started operating.</p>

-<p>The Rio Grande Southern Railroad bought a number of engines in both

-1890 and &rsquo;91 and, as it was not yet in operation and did not need so many, it

-kept its sister railroad in supply. A record of those it loaned to the S. R. in

-1892 is as follows:</p>

-<div class="verse">

-<p class="t0">No. 8&mdash;January 1 to April 12</p>

-<p class="t0">No. 5&mdash;July 7 to November 19</p>

-<p class="t0">No. 7&mdash;August 14 to September 2</p>

-<p class="t0">No. 6&mdash;September 2 to October 10</p>

-<p class="t0">No. 34&mdash;November 27 to December 31</p>

-</div>

-<p>A picture of No. 5 with a train at Summit may be found herein.</p>

-<p>It has always been supposed that the Shay engine belonged originally to

-the Silverton Railroad but the Lima Locomotive Works&rsquo; records reveal that

-Mears bought it under his own name in the spring of 1890. It, as No. 269,

-was used on construction of the Rio Grande Southern throughout that year

-and the next.</p>

-<p>It isn&rsquo;t known how or when it got into the possession of the S. R. but

-it was with that company in the summer of 1892 and a picture of it on the

-lower leg of the turntable track exists. It seems to have been called both

-&ldquo;Ironton&rdquo; and &ldquo;Guston&rdquo; during this period. It was traded to the R. G. S. for

-the latter&rsquo;s Engine 34 on November 27, 1892. (Note that the table above shows

-the 34 merely on loan. The trade date, however, is correct.)</p>

-<p>Locomotive 34 was a Baldwin of the 56 class which had, before going

-to the R. G. S., belonged to both the D. &amp; R. G. and the R. G. W. The S. R.

-numbered it &ldquo;101&rdquo; but several years later changed it to a mere &ldquo;1&rdquo;.</p>

-<p>Red Mountain and Ironton became two flourishing towns with plenty of

-stores and all the appurtenances of civilization. In the eighties and early

-nineties Red Mountain had three newspapers. In 1890 it had a population

-of 598 while Ironton had 322. Even Chattanooga had a mill, some stores and

-51 people. The locality was a beehive of activity as mines and mills were working

-<span class="pb" id="Page_17">17</span>

-every place. The hills were liberally sprinkled with houses, stores, mills,

-boarding houses, barns and mine buildings. An incendiary fire at Red Mountain

-on August 20, 1892 destroyed practically the whole town causing property

-damage estimated at $259,000. But nothing daunted these optimists. They

-immediately went about rebuilding it.</p>

-<p>The transportation of supplies to the district&mdash;machinery, timbers for

-mines, lumber, living necessities, coal and feed for animals&mdash;must have been

-terrific for such little trains to handle. Return trains carried ore bound for

-the smelters at Silverton and Durango. A company in which Mears was interested

-built a smelter, the Standard, at Durango in 1889, to handle copper

-ore from the Red Mountain area but it did not prove a success. Eventually, in

-1897, the property was sold and rased. The slag pile may still be seen just

-south of town.</p>

-<p>Operation, not counting sharp curves and steep grades, was complicated.

-Turning facilities were numerous for such a short piece of railroad&mdash;Silverton,

-Sheridan Junction, Red Mountain, Corkscrew Gulch, Ironton and Albany.

-The Operation of the turntable has already been exhibited. It, very soon

-after completion, began having trouble with snow, and a long entrance shed

-was built to alleviate the condition. Each leg of the wye at Red Mountain

-would accommodate only two cars, and so the engine and baggage car went

-around it and hooked onto the other end of the coaches.</p>

-<p>Four regular freights and probably an extra one or two operated. The

-company did not have enough engines or anything else for such traffic and so

-must have borrowed from the R. G. S. and the D. &amp; R. G. Passenger business

-was only a sideline but Mears maintained the dignity of his little railroad

-by running daily, each way, two passenger trains, each with two or three

-coaches and baggage car. He charged 20c per mile straight and had all the

-riders he could handle.</p>

-<p>Business had been very good, so good, in fact, that the Silverton Railroad

-had the reputation of being the best-paying for its size in the state. Mears even

-used profit from it to assist the R. G. S. which was not doing as well as had

-been expected.</p>

-<div class="pb" id="Page_18">18</div>

-<p>An extension of the Silverton Railroad up the Animas River Valley had

-been considered for several years. It became a reality in 1893 when the two

-miles from Silverton to the Silver Lake mill at Waldheim were built. It was

-considered a part of the S. R. system, not a separate line.</p>

-<p>The San Juan&rsquo;s most common precious metal was silver. Others were gold,

-lead, zinc and copper. Trouble had been brewing for some time but when

-the government repealed the Sherman Silver Purchasing Act in 1893 a panic

-descended not only on the San Juan but on all of the United States.</p>

-<p>All mining towns had, of course, boomed and were replete with hordes

-of promoters, prospectors, miners and hangers-on. Saloons, gambling joints and

-brothels flourished. Now, mines closed by the dozens and the populace departed.

-Many towns, especially the small ones, were practically deserted. Train

-operation came down to a mixed freight and passenger.</p>

-<p>As some of Mears&rsquo; letters indicate, he was, after the panic, having

-a most difficult time in making ends meet. He gave up the Rio Grande Southern

-almost immediately and allowed it to go into receivership on the 2nd of

-August, 1893. He tried, however, to hang on to the Silverton Railroad but,

-as some of the letters reveal, he had to do a good deal of juggling with bonds,

-stocks and notes to stave off creditors.</p>

-<p>In 1896 the company claimed 18.25 miles of track from Silverton to

-Albany, 3.75 miles of branches and .48 miles of spurs. In the same year it

-listed two locomotives, three combination cars, 36 box cars, one caboose and

-one &ldquo;other&rdquo;.</p>

-<p>Even with the hard times Mears managed by borrowing to extend the

-railroad in 1896 from Waldheim to the Sunnyside mine at Eureka, another

-6&frac12; miles. This entire piece, Silverton to Eureka, he incorporated as the Silverton

-Northern. This railroad was justified as both the Silver Lake and

-Sunnyside mines carried a good deal of gold.</p>

-<p>At the turn of the century the most talked of and anticipated event in

-the mining country was the Meldrum Tunnel which was to bore through the

-range west of Red Mountain town and connect with mines at Pandora near

-Telluride on the other side.</p>

-<div class="pb" id="Page_19">19</div>

-<p>The tunnel was to be large enough to contain a railroad which was to

-connect the Silverton Railroad with the Rio Grande Southern at Pandora.

-This would have saved much mileage and would, except at the ends, have

-been free from snow.</p>

-<p>Andrew Meldrum, a Scotchman, the originator of the project, raised money

-and started work in 1898. He left a point on the west side one and a half

-miles south of Pandora and drilled eastward until he had reached a depth of

-1400 feet. Except for one joggle it was quite straight. At the same time he

-ran another tunnel westward from a point about one-half of a mile north of

-Joker Tunnel to a depth of 600 feet or more. Altogether he drilled about 1.6

-miles on the west side and .6 mile on the east side. Finally, in 1900,

-with 3.4 miles yet to go, he ran out of money and had to abandon the project.</p>

-<p>However, Meldrum&rsquo;s dream did materialize in 1946 during World War

-II when the government loaned the Idarado Mining Company, which had

-bought the old Treasury Tunnel workings at Red Mountain, the money to

-complete a tunnel through the mountain to the Pandora side. It takes several

-drops and rises and goes in various directions in order to contact the ore

-veins, so that the total length is 7&frac12; miles. This amount does not include

-some tail tunnels.</p>

-<p>The Idarado property is now considered one of the richest in the world

-for hardrock ores&mdash;silver, gold, lead, zinc, copper and manganese.</p>

-<p>Meldrum lived out his life in Ouray and died in a cabin there all alone,

-a few years too soon to see his dream come true.</p>

-<p>Everybody hoped and expected that mining would soon revive but the

-time dragged on and it did not. William Jennings Bryan ran for president of

-the United States in 1896 on a &ldquo;free coinage of silver&rdquo; platform and the

-&ldquo;Silver San Juan&rdquo;, Mears especially, ardently campaigned for him. When Bryan

-was defeated, Mears gave up on a mining revival and early in 1897 moved to

-the East. There he took up several business enterprises and stayed for ten

-years. However, he retained a general supervision over his railroads and made

-numberless trips back to the San Juan.</p>

-<p>Revenues had decreased so greatly that the railroad was finally, in 1898,

-<span class="pb" id="Page_20">20</span>

-forced into receivership. Alex Anderson, a Scotchman and a former auditor,

-was made the receiver.</p>

-<p>The Crawford interests who were promoting the Joker Tunnel (a drainage

-operation) got control of the railroad in a foreclosure sale in 1904. On

-November 3 of that year it was incorporated by Otto Mears, Alex Anderson,

-John Ewing, George Crawford and Harry Riddell as the Silverton Railway,

-with Mears as president. The new company replaced the old 30-lb. steel with

-45-lb. Mr. Ridgway, as superintendent at this time, 1904 and 1905, had to keep

-three sets of books&mdash;one for the S. R., one for the S. Ry. and one for the S.N.</p>

-<p>Just before and after the reorganization, business revived until it was

-nearly as good as in the beginning though only one passenger train ever ran

-again and then only as far as Joker Tunnel. The train consisted of two

-coaches and a baggage car to Red Mountain where one coach was set out and

-the rest went on to Joker. In 1912 a daily passenger was running only as

-far as Red Mountain. In 1919 and &rsquo;20 a passenger was still going to the

-same destination. During this period about two freights operated though the

-number depended on the amount of business. A little engine could haul

-three loads up to Red Mountain and a big one could haul five. Both handled

-ten loads down. In the winter operation was suspended either for short periods

-or for the season because of snow blockades.</p>

-<p>The turntable was still standing in early 1906 for John Crum who that

-spring drove a logging team from Albany Gulch to the Gold Lion mine, at

-night turned his horses loose on a flat nearby and in the morning had to play

-tag with them around the table to catch them.</p>

-<p>Mears, who was expecting great things of the Cold Prince mine and

-mill at Animas Forks on the Silverton Northern, decided he needed a turntable

-worse there than at Corkscrew. So, in the summer of 1906, Edward

-Meyer, an engineer, took a train to the gulch to retrieve all essential and

-removable parts along with other appurtenances. These were then transported

-to and installed at Animas Forks.</p>

-<p>Joe Dresbach, the general manager of the time, has also stated that

-essential and removable parts of the turntable at Corkscrew were retrieved

-<span class="pb" id="Page_21">21</span>

-and installed at Animas Forks.</p>

-<p>Charles Decker, an engineer, says that the housing and operating parts

-of the turntable at Corkscrew were gone when he went there for the first

-time in 1907. The train merely ran over the stationary table onto a switchback

-that had been extended to hold several cars, and then backed out.</p>

-<p>After the turntable was abandoned a train leaving Red Mountain headed

-into Corkscrew Gulch, backed down to Joker Tunnel, headed into Corkscrew

-again and finally backed to Red Mountain. Or the operation was reversed by

-backing out of Red Mountain to begin with. As trains will not back through

-much snow downhill and practically none uphill this railroad got into trouble

-in the winter no matter how it started out or what it did.</p>

-<p>Mears was employed by the D. &amp; R. G. to reconstruct the railroad in the

-Animas canyon after the disastrous flood of October 5, 1911. He used S. Ry.,

-S. G. &amp; N. and S. N. engines and crews to work from the north end. Trains

-went to Joker Tunnel to pick up rails that had been brought that far by

-freight teams from Ouray. Silverton ran out of coal, and some that had already

-been hauled to the Treasury Tunnel at Red Mountain was brought back to

-town. In about 60 days the line was open and the first two freight cars to

-arrive in Silverton were one of caskets and one of beer.</p>

-<p>Many derailments and minor accidents occurred but in its 39 years of

-operation only one fatality. In 1902 or &rsquo;03 an engine ran off a short rail at

-Sheridan Junction causing it to overturn. The engineer, Bally Thompson, was

-caught and crushed under the boiler. The whole top of his head and jaw were

-torn off and his skin was cooked like that of a roasted turkey.</p>

-<p>The year ending June 30, 1911 showed a cash balance of $9 while the

-year ending December 31, 1917 turned up with a deficit of $25,241. Regular

-operation ceased in 1921 and abandonment proceedings were held in the early

-fall of 1922. All rolling stock, including Engines 100 and 101 (1) were turned

-over to the S. N.</p>

-<div class="pb" id="Page_22">22</div>

-<p>Below is the last station list ever published:</p>

-<table class="center">

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr><td class="r">.00 </td><td class="c">Silverton </td><td class="r">9,300</td></tr>

-<tr><td class="r">5.30 </td><td class="c">Burro Bridge </td><td class="r">10,236</td></tr>

-<tr><td class="r">7.23 </td><td class="c">Chattanooga </td><td class="r">10,400</td></tr>

-<tr><td class="r">10.64 </td><td class="c">Summit </td><td class="r">11,235</td></tr>

-<tr><td class="r">11.97 </td><td class="c">Red Mountain </td><td class="r">11,025</td></tr>

-<tr><td class="r">12.66 </td><td class="c">Vanderbilt</td></tr>

-<tr><td class="r">12.85 </td><td class="c">Yankee Girl</td></tr>

-<tr><td class="r">13.26 </td><td class="c">Robinson</td></tr>

-<tr><td class="r">13.46 </td><td class="c">Guston</td></tr>

-<tr><td class="r">13.93 </td><td class="c">Paymaster Coal Track</td></tr>

-<tr><td class="r">14.38 </td><td class="c">Corkscrew Gulch</td></tr>

-<tr><td class="r">14.81 </td><td class="c">Paymaster Ore Track</td></tr>

-<tr><td class="r">15.03 </td><td class="c">Silver Belle</td></tr>

-<tr><td class="r">16.06 </td><td class="c">Joker</td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-</table>

-<p>As the track was not immediately removed an occasional train was run

-to Red Mountain or even to the mines beyond. With the salvaging of the rails

-in 1926 the Silverton Railroad made its last run.</p>

-<p>The original Red Mountain Town was on the east side of the small hill

-called the Knob. The place began declining about 1907 and the time came

-when it was deserted and all structures were in a state of near or complete

-collapse. The Idarado, the old Treasury Tunnel, to the north side of the Knob,

-with all its prosperous looking mine and mill buildings and its nice dwellings,

-most of which were moved there from Eureka, now constitutes the town of

-Red Mountain. <i>This</i> Tunnel is a World War II development and is famous

-because it bores through the mountain to the mines on the Telluride side.</p>

-<div class="pb" id="Page_23">23</div>

-<p>The new highway has almost obliterated the old railroad grade. It may

-be seen crawling along on the sidehill up to Burro Bridge, and again at

-Chattanooga Loop and overhead as it climbs to the summit. It also may be

-seen curving around the Knob to old Red Mountain town, crawling along

-the mountain to Corkscrew Gulch and dropping down to Joker Tunnel. Then

-all traces of it are gone except some old grade at Albany. First a road, then a

-railroad and again a road!</p>

-<div class="pb" id="Page_25">25</div>

-<h2 id="c6"><span class="small">SILVERTON, GLADSTONE &amp; NORTHERLY</span></h2>

-<p>The Gold King Mining Company, under President W. Z. Kinney, promoted

-a railroad for the purpose of hauling concentrates from mills along Cement

-Creek to the smelters at Silverton. According to the Manual the railroad

-was chartered April 6, 1899 and completed in July. James Dyson located the

-route and the Rocky Mountain Construction Co., incorporated in Maine,

-constructed the 7.5 miles of line and the one-half mile of sidings from Silverton

-to Gladstone. Forty-five-pound rail was used. Track left the main line of the

-D. &amp; R. G. at the north end of Silverton and there a roundhouse was built. San

-Juan County records show that the property was conveyed from the construction

-company to the railroad company July 21, 1899. Two figures, $247,838 and

-$252,979, have been given as the cost of the job. The difference may have

-covered equipment.</p>

-<p>The S. G. &amp; N. bought Engine 32 from the Rio Grande Southern through

-the D. &amp; R. G. purchasing agent, C. M. Hobbs, for $3252. Mr. Hobbs instructed

-Mr. Lee, general superintendent of the R. G. S., to letter it properly, deliver it

-to W. Z. Kinney at Silverton on August 1, 1899 and collect the money. Two

-very nice made-to-order coaches, that had seats for passengers in one end

-and baggage compartments in the other, were obtained. Two trains ran daily

-consisting, generally, of an engine, two loads and a passenger coach. The

-first year of operation showed a surplus of $35,366.21.</p>

-<p>The company, evidently, did not have enough power and in October

-1900 it was asking the R. G. S. for another locomotive like the one it already

-had, but none was available. Meanwhile, a company in Palestine, Texas had

-bought R. C. S. 33 (exactly like 32) but on finding it unsatisfactory, had

-shipped it back. The R. G. S. placed it in the Burnham Shops at Denver where,

-in 1902, it underwent extensive repairs. Then it was sold to the S. G. &amp; N.</p>

-<p>The two locomotives mentioned above were sisters to the Silverton Railroad&rsquo;s

-No. 101 (1), formerly R. G. S. 34. All three were of the same make

-<span class="pb" id="Page_26">26</span>

-and the same class and had the same owners at the same time and in the same

-order&mdash;the D. &amp; R. G., the R. G. W. and the R. G. S. All of these engines ended

-up with the S. N. (So did S. R. No. 100.) All had five owners. The 33 had

-six owners if one would count the company in Texas but, as far as is known,

-no money changed hands.</p>

-<p>A new locomotive, No. 34, a Baldwin of the 100 class, was purchased

-in 1904. The Manual of 1905 lists three engines, two coaches, and twenty

-freight cars; the one of 1909 says two locomotives, two coaches, ten box cars

-and twenty-one gondolas. Engine 32 was the one out of service at this time.

-Eventually its boiler went to a sawmill at Cascade. No. 33 lasted a few years

-longer.</p>

-<p>Except for Mr. Kinney of Silverton, the board of ten directors elected in

-1904 were all from Maine, Massachusetts or New Brunswick and the trustee

-under the mortgage was the Newtonville Trust Co. of Newtonville, Mass.

-In 1905 the funded debt was $100,000 and the outstanding stock, $121,000.

-In the year ending June 30, 1909, the railroad had carried 16,667 tons of freight

-and 3,916 passengers.</p>

-<p>It was not uncommon for service to be discontinued for short or long

-periods in any winter on account of snow blockades but the suspension in the

-fall of 1911 was due to the extensive washouts on the D. &amp; R. G. in the Animas

-Canon. S. G. &amp; N. men and equipment were sent to assist in the reconstruction.</p>

-<p>Excursions were often run to Gladstone for picnics or to gather columbines

-either to send out of town for some special doings or for any kind of local

-celebration.</p>

-<p>According to the Official Guides of 1913, 1914 and 1915 mixed trains

-ran thrice weekly&mdash;Monday, Wednesday and Friday. In 1913 trains left

-Silverton at 1:00 P.M. and arrived at Gladstone at 1:45 P.M.; left Gladstone

-at 2:15 P.M. and arrived at Silverton at 3:00 P.M. This was a considerable

-decline from the original two trains per day.</p>

-<p>About the first of January 1910, Mears, Slattery and Pitcher leased the

-Gold King mine. On January 15 of the same year the Silverton Northern

-Railroad leased the S. G. &amp; N. and five years later, on June 10, 1915, bought

-<span class="pb" id="Page_27">27</span>

-it at auction. San Juan County records show that the deed was made July 23.

-Mears then owned all three railroads. Only one S. G. &amp; N. engine, the 34, was in

-service. The partners gave up the lease on the mine in 1917 and Mears, then

-77 years old, left for California, never to return.</p>

-<p>Mrs. Percy Airy has a little story to tell of this period. In 1911 her

-husband was working at the Gold King mill at Gladstone and they were

-living in a little cabin with almost no furniture and conveniences. One

-morning while she was washing, Percy came rushing in, saying he was bringing

-his uncle Jack Slattery, Otto Mears, James Pitcher and Louis Quarnstrom

-in for dinner. Flustered and dismayed were no words for it! At such

-a camp no fresh stuff was available but she managed a dinner of ham,

-scalloped potatoes, a canned vegetable, biscuits with butter and jam, fresh

-canned mountain raspberries, cake and coffee. She had only two stool chairs

-and one of them was occupied by the washtub which Mears urged her not

-to move. She put one man on the other stool chair, two on the bed and two

-in rockers. Being very young, only nineteen, she was so embarrassed she

-wouldn&rsquo;t sit down at the table. Everybody praised her dinner and she felt better.

-When Mears left he presented her with a very rich piece of gold ore, about

-the size of a large orange, and told here if she&rsquo;d always keep that she&rsquo;d

-never be poor. Later she engaged a jeweler to make a watch charm from

-it for her husband. A small cracked charm and two small pieces of ore

-were all that was returned to her. The fellow claimed he had had to break

-the big chunk all to pieces to get the charm and had thrown the scraps

-away. Of course every small grain of that ore was valuable.</p>

-<p>Business kept dwindling until only an occasional train was run. The

-following table indicates that the track was still lying in 1923.</p>

-<div class="pb" id="Page_28">28</div>

-<table class="center">

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr class="th"><th colspan="3">SILVERTON, GLADSTONE &amp; NORTHERLY</th></tr>

-<tr class="th"><th colspan="3"><span class="smaller">Official Roster 1923</span></th></tr>

-<tr><td class="r">0 </td><td class="l">Silverton </td><td class="r">9,300</td></tr>

-<tr><td class="r">3.2 </td><td class="l">Yukon Mills</td></tr>

-<tr><td class="r">5.0 </td><td class="l">Porcupine Gulch</td></tr>

-<tr><td class="r">7.0 </td><td class="l">Fishers Mill</td></tr>

-<tr><td class="r">7.5 </td><td class="l">Gladstone </td><td class="r">10,600</td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-</table>

-<p>No exact date can be found for the tearing up of the rails but it probably

-was in 1926, the same year the S. R. was dismantled. All equipment went

-to the S. N. as it already belonged to it anyway.</p>

-<p>The government, during our war with Japan, established military posts

-in Alaska. The railroad up there, the White Pass and Yukon, needed more

-locomotives and in 1942 it purchased all that were left on the S.N.&mdash;the

-3, 4 and 34. (The S. N. had ceased operation three years previously.) The

-34, as should be remembered, had belonged to the S. G. &amp; N. When the

-Alaskan railroad received the 34 it numbered it &ldquo;24&rdquo;. After Diesel power

-was obtained there the 24 (nee 34), then about forty years old, was retired

-to the boneyard.</p>

-<p>One of the original S. G. &amp; N. coaches was bought from the S. N., moved

-to Durango and set up on Main Avenue as the &ldquo;Pioneer Diner&rdquo;. Later, after

-changes and additions, it became the &ldquo;Chief Diner&rdquo;. It is still operating

-and may be seen in Durango.</p>

-<div class="pb" id="Page_29">29</div>

-<h2 id="c7"><span class="small">SILVERTON NORTHERN</span></h2>

-<p>Mears hoped to run a railroad from Silverton to Mineral Point and

-possibly on to Lake City, following practically the same route as the wagon

-road he had built twelve years previously. C. W. Gibbs, chief engineer,

-made surveys from Silverton to Eureka in both 1889 and &rsquo;90 but nothing

-was immediately attempted, probably because of all effort and money going

-toward the construction of the Rio Grande Southern. However, two miles

-from Silverton to Waldheim were built in 1893 as an extension of the

-Silverton Railroad.</p>

-<p>According to San Juan County records the Silverton Northern was

-incorporated on September 20, 1895. Fred Walsen was the president, Otto

-Mears the vice-president and Alex Anderson the secretary-treasurer.</p>

-<p>Construction began at the North Star bridge, the end of the first

-piece of railroad, in late April of 1896 and the 6&frac12; miles were completed to

-Eureka in late June. The transfer of the property from the construction

-company to the railroad company was made on July 1st. Silverton Northern

-books gave the cost of construction as $272,400. Meanwhile the first two miles

-had been transferred from the Silverton Railroad to the Silverton Northern.

-A big celebration took place at Eureka on the completion of the line and

-Mrs. Edward G. Stoiber drove the golden spike. A picture is extant which

-shows the crowd there.</p>

-<p>S. R. Engine 101 was transferred to the S. N. but henceforth was to

-go by the number of 1. Of course, the company could borrow a locomotive

-or other equipment from the S. R. or the D. &amp; R. G. as needed.</p>

-<p>Ever since the panic of 1893 with its demonetization of silver, mining

-in the San Juan had been seriously crippled but, since the Sunnyside mine

-near Eureka and the Silver Lake mine near Waldheim produced good values

-in gold, the S. N. could make a profit.</p>

-<p>Mining men, Mears among them, had great hopes that mining would

-revive as of old if William Jennings Bryan could be elected as president.

-<span class="pb" id="Page_30">30</span>

-Bryan, it should be remembered, was running in 1896 on a platform of silver

-coinage at 16 to 1 with gold. When he was defeated Mears lost hope for

-any improvement in mining and moved to the East where he took up several

-projects. One was the building of the Chesapeake Beach railroad from Washington

-to the beach. Another was the promotion of the Mack Truck Co.

-with himself as the first president. He, at that early date, saw the possibilities

-of automobile transportation.</p>

-<p>Though Mears stayed in the east until 1907 he exercised a strong supervision

-over his San Juan railroads and made a number of trips back to the

-country to oversee them.</p>

-<p>In 1901 the company owned one locomotive, one passenger coach, ten

-box cars and one service car. For the year ending June 30, 1901 it had

-operated 3376 miles of mixed and 1310 miles of passenger service. In 1902

-it paid a dividend of 10%.</p>

-<p>The Gold Prince mine, four miles up the Animas River canon from

-Eureka, was then flourishing so Mears decided to build a railroad to the place.

-He hired Thomas Wigglesworth as surveyor and constructor. Construction

-from Silverton to Eureka had been easy&mdash;no hard grading and only two

-small bridges&mdash;but from Eureka to Animas Forks, the little town near the

-Gold Prince, it was to be very difficult&mdash;up a rough canon and over 7%

-to 7&frac12;% grade, the very maximum for a steam railroad.</p>

-<p>Mr. Vest Day gives an account of its building:</p>

-<p>&ldquo;Mr. Thomas Wigglesworth, for whom I had worked several times before,

-hired me to get stuff together and go up to Animas Forks to establish a

-camp. Late in May of 1904 I loaded on the train at Durango about a carload

-of surveyor&rsquo;s equipment and camp supplies, among which was a 350-lb.

-cook stove, all to be taken by rail to Eureka. There the two Peck brothers

-packed it on burros and, since the snow was deep and soft, they often had

-to spread gunny sacks out for the burros to step on, especially for the one

-with the stove, to keep them from sinking in too deeply. Everything arrived

-at Animas Forks in good order.</p>

-<p>&ldquo;The snow was six feet deep around the cabins we were to occupy so I

-<span class="pb" id="Page_31">31</span>

-had to shovel paths and dig down to get the doors open. Then I had to

-gather wood out of the tree tops but had the stove up and a good supper ready

-when Mr. Wigglesworth arrived with three other young fellows.</p>

-<p>&ldquo;We first did some preliminary surveying, running a line from Animas

-Forks to the divide in case Mr. Mears should decide on a railroad to Lake

-City. The snow was so deep we could not drive the stakes so we cut turning

-points in the hard crust with a hatchet.</p>

-<p>&ldquo;Then we started to work in the canon which was a hard problem and

-had labored a month trying to get a line up the east side when Mr. Wigglesworth

-remarked to Mr. Mears that he&rsquo;d like to build the railroad on the

-other side where the road was. Mears told him to go ahead and take it

-as it was his road anyway. Even though we used the road grade, still a lot of

-work had to be done and R. T. F. Simpson, who was to run the commissary,

-brought with him from New Mexico, 100 Navajo Indians to do the rough

-labor. About 25 whites were employed but they acted as powder men, clerks

-or other such things. We were all finished in the fall.</p>

-<p>&ldquo;While we were there Mr. Wigglesworth procured for Roy Goodman and

-me a railroad bicycle that Mears had had made for Mrs. Stoiber. She was not

-at that time using it. This contraption had a framework to which was fastened

-four light-weight flanged wheels with rubber on them, that ran on the track.

-Above was a platform on which were two stationary bicycles side by side.

-The riders treadled the bicycles and the two chains that pulled the two

-rear wheels and were connected with two small wheels on the axle of the car,

-drove the car, so it ran nicely on the track. We had a grand time going back

-and forth to Silverton on it.&rdquo;</p>

-<p>Marion A. Speer, a lad from Texas, went to work in the spring of 1904

-as a nipper on the railroad which was building from Eureka to Animas Forks.

-His job was to carry heavy tools such as drills and picks from the blacksmith

-shop to the drilling and blasting crews, and the dull ones back. The work

-was very hard but he had to have the money if he expected to go to the

-Colorado School of Mines, which was his intention. One day Wigglesworth,

-his boss, came to him and told him he&rsquo;d have to let him go as the work was

-<span class="pb" id="Page_32">32</span>

-too heavy for him. Marion, then, proceeded to &ldquo;bawl his eyes out&rdquo;. When

-Wigglesworth found out the reason he not only took him back but hired

-a Mexican boy to help him.</p>

-<p>The construction outfit used Engine 3 which was brand new that year,

-was very powerful and a beauty and was called &ldquo;Gold Prince&rdquo; after the mine

-at Animas Forks. That piece of railroad was completed in the fall except for

-sidings which were laid the next year.</p>

-<p>Young Speer worked at the Silver Lake mill for several summers and

-often got to ride in Engine 100; he also went to Gladstone in the 34 and

-was on the S. N. coach, the Animas Forks, when it turned over the first time.

-The track still lay to Albany in 1907 for a train took a bunch of picnickers,

-of which he was one, down that way and let them off.</p>

-<p>The railroad workers, among whom was Speer, ate at the Silver Wing

-(Condit) boarding house, and they were lolling around outside one evening

-in June of 1904 when a terrific explosion took place at the Toltec blacksmith

-shop, directly across the river, about 200 feet away. Debris of all descriptions

-peppered the boarding house.</p>

-<p>The Silverton <i>Standard</i> reported the event thus:</p>

-<p><i>An Awful Explosion</i>&mdash;&ldquo;Three men, Percy Kemper, Edward Crane and

-L. W. Lofgren, were killed last Sunday night about ten o&rsquo;clock by a powder

-explosion at the Toltec Tunnel of the Sioux Mining Company, located above

-Eureka near the mouth of Picayune Gulch.</p>

-<p>&ldquo;Kemper and Crane were literally blown to pieces, parts of their bodies

-being found in different places, 300 and 400 yards from the scene of the

-explosion. The blacksmith shop was, of course, demolished. When the sound of

-the explosion brought others to the scene, Lofgren was still alive, but he died on

-the way to Silverton. The remains of the other two unfortunate men were

-brought to this city Monday afternoon.</p>

-<p>&ldquo;Lofgren, it seems, had been working behind a metal mine car which

-absorbed much of the force of the explosion. This accounts for the fact that

-Lofgren was not killed outright.</p>

-<p>&ldquo;At the coroner&rsquo;s inquest held Monday a verdict was returned that the

-<span class="pb" id="Page_33">33</span>

-three men came to their deaths by and through carelessness in heating powder.</p>

-<p>&ldquo;The largely attended triple funeral was held Wednesday afternoon under

-the auspices of the Miner&rsquo;s Union of which all three of the deceased

-were members in good standing, the local Odd Fellows, however, turning

-out in honor of their deceased brother, Lofgren. Reverend Shindler preached

-the funeral sermon.&rdquo;</p>

-<p>Vest Day reports that his survey crew helped pick up the pieces of the

-bodies the next morning and put them into nail kegs.</p>

-<p>Mr. Meyer, the locomotive engineer on the construction crew, claimed

-the Indians would stop work on almost any pretext but especially to chase

-ground hogs. Mears decided to put a stop to such foolishness and hired 25

-white kids and supplied them with rifles to kill the animals. It didn&rsquo;t help

-much because when they were out of the way the Indians could find plenty

-of other excuses to dawdle.</p>

-<p>Mr. Arthur Ridgway stated that when he came to the S. N. in October

-of 1904 work was still going on under the supervision of Marshall B. Smith,

-Mears&rsquo;s son-in-law, with Navajo labor. Operation of the line began the next

-Spring after the snow went off.</p>

-<p>In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up

-Cunningham Gulch to the Green Mountain and Old Hundred mines, which

-added 1.3 miles of railroad to the system. The S. N. must have been in

-financial straits at this time for Mears had to raise money in New York

-to pay interest on the bonds.</p>

-<p>This railroad went north from Silverton as did the other two. The

-termini of the S. R. and S. N. were not much more than six air miles apart

-with the S. G. &amp; N. in between. Animas Forks is at the foot of Mineral

-Point. One may ride out on the top of Mineral Point, as this writer has

-done and see the waters divide, the Uncompahgre going to the north and the

-Animas to the south. Mears never got the courage to build a railroad up

-there as first projected nor on to Lake City.</p>

-<p>During the year ending June 30, 1905 the railroad carried 31,433 passengers

-and 43,349 tons of freight. The Manual or Guide lists for 1905,

-<span class="pb" id="Page_34">34</span>

-two engines, for 1909, three and for 1911, two. One or two passenger cars,

-one or two baggage and several freight cars were claimed. It should be remembered

-that equipment was interchanged between these little lines and

-was also borrowed from the D. &amp; R. G.</p>

-<p>The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an

-old one from the D. &amp; R. G, which it numbered 2, but it was of such little

-good it was soon scrapped. Mears bought the 3 new in 1904 and the 4 new

-in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased and in

-1915 bought the S. G. &amp; N. and got its engines, the 32, 33 and 34. Numbers

-100, 32 and 33 were scrapped between 1909 and 1912 but 1 was still in use

-in 1916 for it is shown in the picture of the zinc train that was running

-at that time. All four of those just noted sat for a number of years in the

-boneyard at Silverton. Numbers 3 and 4 were used on the snow bucking

-because 34 was too large for the plow.</p>

-<p>Mears could always think up something novel and smart. He had already

-put out the silver and gold passes and had devised the railroad bicycle

-but now he wanted to do something special in the way of a passenger coach

-for this run. He bought an old narrow gauge sleeper from the D. &amp; R. G.,

-that had been used on the run from Pueblo via Salida to Alamosa after 1890

-and is thought to have been one of those that came to Durango and Silverton

-From &rsquo;81 to &rsquo;83. He had it painted a bright green, put the words in gold,

-&ldquo;Silverton Northern Railroad&rdquo; over the windows and named it the &ldquo;Animas

-Forks&rdquo;. It had four upper and four lower berths on each side, half as many as

-a modern sleeper has. It was different also in that the berths had wooden

-slat bottoms instead of solid metal as we know them. Ten feet or less

-at one end was walled off for a kitchen while 20 feet or more was equipped

-with seats and tables. There was a menu card, lengthy and beautifully

-printed, and a liquor list to delight a connoisseur. Of course a porter was

-present to administer the drinks.</p>

-<div class="pb" id="Page_35">35</div>

-<p>The engine <i>pushed</i> the cars from Eureka to Animas Forks. It would not

-have done to have had them behind for, if a coupling had broken, the brakes

-would not have been able to hold them on such a steep grade and a

-runaway and wreck would have resulted. As, at first, there was no way

-of turning at Animas Forks the engine had to back down <i>pulling</i> the cars,

-a decidedly risky business. A turntable was desperately needed and so, in

-1906 or &rsquo;07, Mears used certain parts of the one at Corkscrew Gulch to

-complete the one he was building at Animas Forks. Then the engine could

-turn and, by setting the cars on a spur, could get ahead and keep them

-from running away. Before starting they tested the brakes most thoroughly;

-then the brakeman stayed on top of the cars clubbing them all the way

-down. Everybody breathed a sigh of relief when they got stopped at Eureka.</p>

-<p>They generally hauled a car of coal and an empty or a coach up

-and three cars of ore down. The biggest load ever taken up was a car of

-coal and a car of cement. Speed from Silverton to Eureka was ten miles

-per hour but from Eureka to Animas Forks, four miles, and the same on

-the return trips.</p>

-<p>The Stoiber brothers had developed the Silver Lake mine in Arastra

-Gulch and built the mill at the mouth of the gulch; later Ed took over the

-mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim

-which, because of its size&mdash;ball room, game rooms, etc.&mdash;and its fine construction

-and expensive furnishings, became known as the &ldquo;Mansion&rdquo;. There

-they entertained most lavishly, often passing out expensive party or dinner

-favors. (The author acquired one of them&mdash;a beautifully engraved solid

-silver dinner spoon.)</p>

-<p>The madam undertook a good part of the management of the mine herself,

-sometimes all of it, and was capable of subduing the most obstreperous

-miner who ever landed there. She was the lady who, to spite her neighbors,

-built the tall fence around her place in Silverton.</p>

-<p>They left Silverton about 1904 and, after Stoiber died, the madam erected

-a fine home in Denver, surrounding it with a fence. She had one husband

-before Stoiber and two others afterwards but no one knows for sure what

-<span class="pb" id="Page_36">36</span>

-became of them. Her last home was a villa in Italy where she died. A large

-fortune was left behind which is still being handed down to heirs of heirs.</p>

-<p>Mears signed a contract with the Gold Prince mine at Animas Forks, to

-haul its ore to Silverton over the winter of 1906-07. Therefore, it was

-necessary to prepare against the vicious snow slides between Eureka and

-Animas Forks. He decided to build several heavily timbered snow sheds and

-anchor them in rock in the hillsides. The first, 500 feet long, at a bad

-place near the Silver Wing boarding house, not far from Eureka, was completed

-in October. A slide that winter smashed it and dumped it into the

-Animas River Canon. Mears gave up on snow sheds.</p>

-<p>On March 24, 1906 concussion, which is the rush of air at the edges

-of a slide, did great damage to the Green Mountain mill in Cunningham

-Gulch and killed the mine foreman. It also destroyed several S. N. cars.

-At the same time a slide demolished the boarding house at the Shenandoah

-mine and killed twelve men.</p>

-<p>Near Animas Forks two men were asleep in the same bed. One was

-thrown toward the center of the room and carried away while the other was

-thrown toward the wall and was saved. In the same season two men were

-killed at the Robert Bonner mine near Burro Bridge on the S. R.</p>

-<p>These are only samples of slides that happened nearly every winter.

-Often bodies, frozen stiff, were recovered from slides and stood against

-the handiest wall.</p>

-<p>One summer a request came to Silverton for a great quantity of columbines

-for some national convention that was to be held in Denver. A &ldquo;Columbine

-Special&rdquo; train was run from Silverton to Animas Forks for the purpose of

-procuring them. Mears donated the use of the train, railroad men donated

-their services and townspeople donated their time. They gathered what they

-estimated to be 25,000. A hardware man supplied washtubs in which the

-flowers were packed and shipped. They went out of Silverton on flat cars but

-were transferred to box cars at Alamosa. The columbines reached Denver

-and were displayed in front of the Denver Post building.</p>

-<p>The Pullman was in a couple of wrecks, the first in the summer of 1908.

-<span class="pb" id="Page_37">37</span>

-New rail was being laid and hadn&rsquo;t, in one place, been spiked. Meyer was

-the engineer and was pulling a train of three coaches going south when the

-accident happened near Silver Lake, two miles out of Silverton. The engine

-and one coach went over the rail all right but the next coach caught on it,

-turned over and took the Pullman with it. When Conductor Hudson came

-along getting people out he found one woman with her head and shoulders

-completely through a window on the under side. The car had lit on a couple

-of ties, which held it up, preventing her from being crushed. Only her hat

-was knocked off. When settlements were made the worst casualty was found

-to be a box of peaches for which the owner asked and received 75 cents.</p>

-<p>Another time, about 1911, a train was going north when, near Waldheim,

-the Pullman, which had too long a wheelbase for curves, gave a swing

-and the top part left the trucks, flopping over and taking a coach with

-it. Booker was the engineer this time, Hudson, the conductor and Ruble,

-the fireman. When they arrived they found the dust so thick they could

-scarcely see or breathe. Ruble and Hudson walked along on the sides of the

-coaches pulling people out of the windows. They came to Mrs. William Terry

-securely fastened and soon found the trouble&mdash;her skirt was caught between

-a rock and the side of the coach. Ruble used his pocket knife to cut

-a piece out of the back. The poor fellow, easily embarrassed anyway, never

-heard the end of cutting off the lady&rsquo;s skirt.</p>

-<p>How Mrs. Terry remembers it:</p>

-<p>&ldquo;It was a Saturday afternoon in the summer time and the train was

-full of people going home from Silverton. In the Pullman everybody was talking

-and joking and having a good time. Suddenly the car gave a flop over

-on one side and everything was confusion. I was thrown against the slats

-of the berth and got several bumps on the head. I grabbed a handful of

-willows out the window which pulled through my hand leaving green streaks

-that lasted for days. My skirt was caught at the back and someone cut a chunk

-out of it. It had been jerked loose from the waist anyway so it came off.

-But those were the days when women wore petticoats and I had a nice one

-of iridescent taffeta, that rustled and had reams of ruffles.</p>

-<div class="pb" id="Page_38">38</div>

-<p>&ldquo;Broken glass had flown in every direction and many people had cuts.

-One woman who had on a white dress came up to me and asked me if her hat

-was on straight. I told her it was but that she had better look at her dress. The

-whole front of it was covered with other people&rsquo;s blood. Passengers sat on

-the hill waiting for a train to come for them. Everybody was very excited

-and upset. The porter went around offering drinks to help settle our nerves

-but I didn&rsquo;t take any. Cuts and bruises were the worst damages. The injured

-were loaded in a box car and taken to the hospital.</p>

-<p>&ldquo;My garb was a towel around my head, the coat of my just-past beautiful

-new plaid suit and the rustling ruffled petticoat. The suit, of course, was

-ruined as a skirt to match could not be obtained. I never got any damages,

-either, because I was riding on a pass. I lost two combs, too, that had real

-gold trimming.&rdquo;</p>

-<p>The Pullman had made its last trip. It was pulled into the D. &amp; R. G.

-yards at Silverton where it sat for a while, was gradually dismantled and

-finally burned. W. L. Bruce of Durango, about 1920, took some parts of

-the doors and door casings and some of the slats of the berths&mdash;all beautiful

-cherry wood&mdash;and made a porch swing.</p>

-<p>A picture of the front part of the zinc or &ldquo;Zinc Special&rdquo; train of World

-War I years is shown herein. A newspaper called the first shipment of ten

-cars &ldquo;the largest ever made in Colorado.&rdquo; Zinc with copper made the brass

-that was used in shells. A train of ten carloads of rich concentrates was

-shipped about once a week from the Sunnyside mill at Eureka, was picked

-up by the D. &amp; R. G. at Silverton and transported to a smelter at Pueblo in

-48 hours.</p>

-<p>The Terry family, owners of the famous Sunnyside mine, the biggest

-shipper on the D. &amp; R. G., was dickering with the U. S. Smelting and Refining

-Company regarding the sale of the mine and chartered a train for the use of

-those coming to investigate. A group of eastern capitalists&mdash;seven of them

-millionaires&mdash;accompanied by mining engineers, clerks, servants etc., made

-the trip in January or 1917. The train was the D. &amp; R. G. president&rsquo;s narrow

-gauge special, thought to be the only one of its kind in existence. The cars

-<span class="pb" id="Page_39">39</span>

-were beautifully finished and furnished. It was so outstanding and unique as

-to have been exhibited at the World&rsquo;s Fair at San Francisco in 1915.</p>

-<p>Snow was pretty deep. Much good stuff was on the train and the crew

-got slightly befuddled. Just at the north end of Silverton the coupling

-back of the engine came loose and the engineer went several miles before he

-noticed he had lost the train. He did some quick thinking and plowed the

-track on to Eureka. When he came back he told everybody that the snow was

-so deep he thought it better to go ahead and clear the line and then come

-back and get the train.</p>

-<p>The outfit parked at Eureka for about a week while officials and engineers

-made a thorough investigation of the Sunnyside which, a few months later,

-resulted in the sale of the mine. On the way back to Durango the train,

-called the &ldquo;Million Dollar Special&rdquo;, was wrecked about a mile south of

-Rockwood. The engine and the three coaches turned over. Nobody was

-seriously hurt but two of the cars caught fire from the cookstove and completely

-burned.</p>

-<p>In February 1906, three passenger trains on week days and two on

-Sundays ran between Silverton and Eureka. In 1913 a train, running six

-days per week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15,

-left Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and &rsquo;20

-a schedule as follows was in operation: leave Silverton at 8:00 A.M. for

-Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00, back at

-2:00; leave for Eureka at 3:00, back at 5:00;&mdash;two trips to Eureka and one

-to Joker Tunnel seven days per week.</p>

-<p>Though there seems to have been no scheduled service in 1923, at

-least the track was still lying and trains must have been run as needed.

-This period, it should be remembered, was one of hard times following World

-War I.</p>

-<div class="pb" id="Page_40">40</div>

-<table class="center">

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr class="th"><th colspan="3">SILVERTON NORTHERN</th></tr>

-<tr class="th"><th colspan="3"><span class="smaller">Official Roster, 1923</span></th></tr>

-<tr><td class="r">0.&nbsp; </td><td class="l">Silverton </td><td class="r">9,300</td></tr>

-<tr><td class="r">1.&nbsp; </td><td class="l">Power </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">2.&nbsp; </td><td class="l">Waldheim </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">3.&nbsp; </td><td class="l">Robin </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">3.2 </td><td class="l">Collins </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">4.7 </td><td class="l">Howardsville </td><td class="r"> </td><td></td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr><td class="r">0.&nbsp; </td><td class="l">Howardsville </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">1.1 </td><td class="l">Old Hundred </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">1.3 </td><td class="l">Green Mountain </td><td class="r"> </td><td></td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr><td class="r">6.2 </td><td class="l">Hamlet </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">7.4 </td><td class="l">Minnie Gulch </td><td class="r"> </td><td></td></tr>

-<tr><td class="r">8.5 </td><td class="l">Eureka </td><td class="r">10,000 </td><td> </td><td></td></tr>

-<tr><td class="r"> </td><td class="l">Astor </td><td class="r"> </td><td></td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr><td class="r"> </td><td class="l">Lion Tunnel </td><td class="r"> </td><td></td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-<tr><td class="r">12.5 </td><td class="l">Animas Forks </td><td class="r">11,200</td></tr>

-<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>

-</table>

-<p>The branch to Green Mountain operated only a short time because the

-mines up that way turned out to be poor producers. The part from Eureka

-to Animas Forks is claimed never to have paid expenses and soon quit

-regular operation though occasional trains ran up there until sometime in the

-twenties. Mears offered the right-of-way to the county if it would take up the

-track, which it did, and Mr. Meyer hauled the junk down in

-1936.<a class="fn" id="fr_4" href="#fn_4">[4]</a> Like

-the S. R., it was a road to begin with and ended up by being one again.</p>

-<p>The section from Silverton to Eureka revived and lasted the longest of

-any of the three little railroads. Ore was shipped over it from the Sunnyside

-mine and mill until 1939 when the mine closed down because of a miner&rsquo;s

-strike.</p>

-<p>In the summer of 1942 the property was advertised for sale for $17,000

-<span class="pb" id="Page_41">41</span>

-in delinquent taxes. Mrs. Cora Pitcher, Mears&rsquo;s daughter, sold it to the

-Dullen Steel Products Company and paid the taxes. This company shipped

-the shop equipment, rails and rolling stock out in October.</p>

-<p>The United States had, after it became involved in war with Japan,

-established military bases in Alaska. The railroad there, the White Pass and

-Yukon, needed more motive power and the government requisitioned the

-three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they were

-re-numbered to 22, 23 and 24, respectively. In 1947 word was received

-from the War Surplus Board and the W. P. &amp; Y. Ry. that twelve engines&mdash;7

-D. &amp; R. G., 2 C. &amp; S. and 3 S. N.&mdash;had been received by the Alaska Railroad

-but when Diesel power was obtained there, all except No. 34 (24) were

-returned to Seattle to M. Block &amp; Co., a junking outfit. The last known

-of the 34, it was sitting in the railroad yards at Skagway, Alaska, in a

-state of dismantlement.</p>

-<p>In 55 years, 1887 to 1942, the three little Silverton railroads started,

-prospered, declined and perished and nothing, unless one considers still

-discernible roadbeds and rotting ties, remains to attest their existence. No

-equipment except one coach, which is scarcely recognizable as such, has

-survived. A few little relics such as small amounts of paper material, a

-goodly number of pictures and S. R. buckskin, silver and gold passes have

-survived and they are scattered from one end of the United States to the

-other. Pathetic mementos they are, for agents that played such a large part

-in the life and prosperity of their community.</p>

-<h2 id="c8"><span class="small">THE FOLLOWING PAGES....</span>

-<br />Views and Documents of Narrow Gauge Railroading in the San Juan Mountains.</h2>

-<div class="pb" id="Page_42">42</div>

-<div class="img" id="fig2">

-<img src="images/p02.png" alt="" width="903" height="1599" />

-<p class="pcap"><span class="ssn"><span class="small">PLATE XXI.

-<br />TRANS.AM.SOC.CIV.ENGRS.

-<br />VOL. XXIII. N<sup>o.</sup> 450

-<br />GIBBS ON

-<br />SILVERTON RAILROAD.</span>

-<br /><br /><span class="large"><span class="sc">Silverton</span></span>

-<br /><span class="smaller">RAILROAD</span>

-<br /><span class="smallest">1888</span></span></p>

-</div>

-<div class="pb" id="Page_43">43</div>

-<div class="img" id="fig3">

-<img src="images/p02a.jpg" alt="" width="1600" height="1032" />

-<p class="pcap">The two levels of track at Chattanooga Loop.

-<span class="jr">(<i>Violight Productions</i>)</span></p>

-</div>

-<div class="pb" id="Page_44">44</div>

-<div class="img" id="fig4">

-<img src="images/p03.jpg" alt="" width="1600" height="1097" />

-<p class="pcap">The first train to Red Mountain with Mears beside the engine pilot.

-<span class="jr">(<i>Denver Public Library</i>)</span></p>

-</div>

-<div class="pb" id="Page_45">45</div>

-<div class="img" id="fig5">

-<img src="images/p03a.jpg" alt="" width="1600" height="1004" />

-<p class="pcap">The Chattanooga Loop.

-<span class="jr">(<i>C. W. Gibbs</i>)</span></p>

-</div>

-<div class="pb" id="Page_46">46</div>

-<div class="img" id="fig6">

-<img src="images/p04.jpg" alt="" width="1600" height="963" />

-<p class="pcap">Passengers transferring from the train to the stage at Red Mountain.

-<span class="jr">(<i>R. A. Ronzio</i>)</span></p>

-</div>

-<div class="pb" id="Page_47">47</div>

-<div class="img" id="fig7">

-<img src="images/p04a.jpg" alt="" width="1600" height="963" />

-<p class="pcap">The two levels of track approaching Corkscrew Gulch.

-<span class="jr">(C. W. <i>Gibbs</i>)</span></p>

-</div>

-<div class="pb" id="Page_48">48</div>

-<div class="img" id="fig8">

-<img src="images/p05.jpg" alt="" width="1600" height="979" />

-<p class="pcap">Ironton and the turntable

-<span class="jr">(<i>U. S. Geological Survey</i>)</span></p>

-</div>

-<div class="pb" id="Page_49">49</div>

-<div class="img" id="fig9">

-<img src="images/p05b.jpg" alt="" width="1996" height="1265" />

-<p class="pcap">The Yankee Girl mine buildings.

-<span class="jr">(<i>Colo. State Historical Soc.</i>)</span></p>

-</div>

-<div class="img" id="fig10">

-<img src="images/p05c.jpg" alt="" width="1200" height="822" />

-<p class="pcap">The track to Albany in the foreground.

-<span class="jr">(<i>U. S. Geological Survey</i>)</span></p>

-</div>

-<div class="pb" id="Page_50">50</div>

-<div class="img" id="fig11">

-<img src="images/p06.jpg" alt="" width="1200" height="887" />

-<p class="pcap">Red Mountain&mdash;The small round hill was called &ldquo;The Knob.&rdquo;

-<span class="jr">(<i>Colo. State Historical Soc.</i>)</span></p>

-</div>

-<div class="img" id="fig12">

-<img src="images/p06a.jpg" alt="" width="1200" height="742" />

-<p class="pcap">Red Mountain&mdash;Depot at right. National Belle mine on the hillside.

-Jail over the heads of the men.

-<span class="jr">(<i>Ray Cooper</i>)</span></p>

-</div>

-<div class="pb" id="Page_51">51</div>

-<div class="img" id="fig13">

-<img src="images/p06c.jpg" alt="" width="1200" height="711" />

-<p class="pcap">A snow-bucking train and the Red Mountain depot.

-<span class="jr">(<i>Denver Public Library</i>)</span></p>

-</div>

-<div class="img" id="fig14">

-<img src="images/p06d.jpg" alt="" width="1200" height="759" />

-<p class="pcap">Rio Grande Southern Engine 5 on lease to the S. R., at Summit.

-<span class="jr">(<i>Denver Public Library</i>)</span></p>

-</div>

-<div class="pb" id="Page_52">52</div>

-<div class="img" id="fig15">

-<img src="images/p07.jpg" alt="" width="1200" height="848" />

-<p class="pcap">The Corkscrew turntable.</p>

-</div>

-<div class="img" id="fig16">

-<img src="images/p07a.jpg" alt="" width="1200" height="947" />

-<p class="pcap">The dismantled turntable in 1958.

-<span class="jr">(<i>F. S. Cummings</i>)</span></p>

-</div>

-<div class="pb" id="Page_53">53</div>

-<div class="img" id="fig17">

-<img src="images/p07c.png" alt="" width="1080" height="1502" />

-<p class="pcap">S. G. &amp; N. bond

-<span class="jr">(<i>David Lavender</i>)</span></p>

-</div>

-<p class="center"><span class="ss">STATE OF COLORADO</span>

-<br /><span class="sc">United States of America.</span>

-<br /><span class="large"><span class="ss">FIRST MORTGAGE SIX PER CENT GOLD BOND

-<br /><span class="sc">The Silverton, Gladstone <span class="smaller"><i>and</i></span> Northerly</span> Railroad Company.</span></span></p>

-<div class="pb" id="Page_54">54</div>

-<div class="img" id="fig18">

-<img src="images/p08.jpg" alt="" width="1600" height="968" />

-<p class="pcap">Silver Lake mill at Waldheim

-<span class="jr">(<i>Silverton Variety</i>)</span></p>

-</div>

-<div class="pb" id="Page_55">55</div>

-<div class="img" id="fig19">

-<img src="images/p08a.jpg" alt="" width="1573" height="1000" />

-<p class="pcap">Mogul mill at Gladstone

-<span class="jr">(<i>John B. Marshall</i>)</span></p>

-</div>

-<div class="pb" id="Page_56">56</div>

-<div class="img" id="fig20">

-<img src="images/p09.jpg" alt="" width="1600" height="1022" />

-<p class="pcap">Old Hundred mill on the S. N.

-<span class="jr">(<i>John B. Marshall</i>)</span></p>

-</div>

-<div class="pb" id="Page_57">57</div>

-<div class="img" id="fig21">

-<img src="images/p09a.jpg" alt="" width="1600" height="982" />

-<p class="pcap">Eureka and the Sunnyside mill

-<span class="jr">(<i>Silverton Variety</i>)</span></p>

-</div>

-<div class="pb" id="Page_58">58</div>

-<div class="img" id="fig22">

-<img src="images/p10.jpg" alt="" width="1100" height="1329" />

-<p class="pcap">Pushing cars up to Animas Forks.

-<span class="jr">(<i>Morris W. Abbott</i>)</span></p>

-</div>

-<div class="pb" id="Page_59">59</div>

-<div class="img" id="fig23">

-<img src="images/p10a.jpg" alt="" width="1600" height="981" />

-<p class="pcap">Gold Prince mill at Animas Forks

-<span class="jr">(<i>Silverton Variety</i>)</span></p>

-</div>

-<div class="pb" id="Page_60">60</div>

-<div class="img" id="fig24">

-<img src="images/p11.jpg" alt="" width="1200" height="901" />

-<p class="pcap">The Gold King mill at Gladstone.

-<span class="jr">(<i>Morris W. Abbott</i>)</span></p>

-</div>

-<div class="img" id="fig25">

-<img src="images/p11a.jpg" alt="" width="1200" height="728" />

-<p class="pcap">A passenger train on the S. G. &amp; N.</p>

-</div>

-<div class="pb" id="Page_61">61</div>

-<div class="img" id="fig26">

-<img src="images/p11c.jpg" alt="" width="1200" height="777" />

-<p class="pcap">Silverton Smelter on Cement Creek.

-<span class="jr">(<i>Morris W. Abbott</i>)</span></p>

-</div>

-<div class="img" id="fig27">

-<img src="images/p11d.jpg" alt="" width="1200" height="841" />

-<p class="pcap">Green Mountain mill on the S. N.

-<span class="jr">(<i>John B. Marshall)</i></span></p>

-</div>

-<div class="pb" id="Page_62">62</div>

-<div class="img" id="fig28">

-<img src="images/p12.jpg" alt="" width="1000" height="572" />

-<p class="pcap">Silverton

-<span class="jr">(<i>Colo. State Highway</i>)</span></p>

-</div>

-<div class="img" id="fig29">

-<img src="images/p12c.jpg" alt="" width="1000" height="641" />

-<p class="pcap">Columbine day at Silverton.

-<span class="jr">(<i>Mrs. Louis Puls</i>)</span></p>

-</div>

-<div class="pb" id="Page_63">63</div>

-<div class="img" id="fig30">

-<img src="images/p12k.jpg" alt="" width="1000" height="753" />

-<p class="pcap">The Silver Lake mill and cables to the Shenandoah mill.

-<span class="jr">(<i>John B. Marshall</i>)</span></p>

-</div>

-<div class="img" id="fig31">

-<img src="images/p12n.jpg" alt="" width="1000" height="590" />

-<p class="pcap">S. G. &amp; N. coach No. 2

-<span class="jr">(<i>John Keller</i>)</span></p>

-</div>

-<div class="pb" id="Page_64">64</div>

-<div class="img" id="fig32">

-<img src="images/p13.jpg" alt="" width="1000" height="355" />

-<p class="pcap">The zinc train.

-<span class="jr">(<i>Mrs. Wm. Terry</i>)</span></p>

-</div>

-<div class="img" id="fig33">

-<img src="images/p13g.jpg" alt="" width="1000" height="373" />

-<p class="pcap">Engine 34 at Silverton.

-<span class="jr">(<i>Lad G. Arend</i>)</span></p>

-</div>

-<div class="img" id="fig34">

-<img src="images/p13h.jpg" alt="" width="1000" height="572" />

-<p class="pcap">Engines 3 and 4 at Silverton.

-<span class="jr">(<i>R. H. Kindig</i>)</span></p>

-</div>

-<div class="pb" id="Page_65">65</div>

-<div class="img" id="fig35">

-<img src="images/p13k.jpg" alt="" width="874" height="1200" />

-<p class="pcap">Train entering a snow cut in the S. N.

-<span class="jr">(<i>Joe Dresbach</i>)</span></p>

-</div>

-<div class="img" id="fig36">

-<img src="images/p13m.jpg" alt="" width="1000" height="397" />

-<p class="pcap">Bucking snow with Engine 4 on S. N.

-<span class="jr">(<i>Edward Meyer</i>)</span></p>

-</div>

-<div class="img" id="fig37">

-<img src="images/p13n.jpg" alt="" width="1000" height="429" />

-<p class="pcap">Engine 4 turned over into the Animas River.

-<span class="jr">(<i>Edward Meyer</i>)</span></p>

-</div>

-<div class="pb" id="Page_66">66</div>

-<div class="img" id="fig38">

-<img src="images/p14.jpg" alt="" width="777" height="460" />

-<p class="pcap">Silver filigree, 2.7 by 1.5 inches

-<span class="jr">(<i>C. W. Gibbs</i>)</span></p>

-</div>

-<div class="img" id="fig39">

-<img src="images/p14a.jpg" alt="" width="772" height="475" />

-<p class="pcap">Silver Plate, 3.65 by 2.2 inches.

-<span class="jr">(<i>Morris W. Abbott</i>)</span></p>

-</div>

-<div class="img" id="fig40">

-<img src="images/p14c.jpg" alt="" width="779" height="436" />

-<p class="pcap">Gold filigree, 2.5 by 1.4 inches

-<span class="jr">(<i>F. C. Krauser</i>)</span></p>

-</div>

-<div class="pb" id="Page_67">67</div>

-<div class="img" id="fig41">

-<img src="images/p14k.png" alt="" width="800" height="536" />

-<p class="pcap">Buckskin, 4.05 by 2.6 inches.

-<span class="jr">(<i>Morris W. Abbott</i>)</span></p>

-</div>

-<div class="img" id="fig42">

-<img src="images/p14m.png" alt="" width="800" height="1066" />

-<p class="pcap">Fob or medallion, silver or gold, for

-1890, 1.5 by 1.2 inches

-<span class="jr">(<i>Josie M. Crum</i>)</span></p>

-</div>

-<div class="img" id="fig43">

-<img src="images/p14n.png" alt="" width="852" height="1572" />

-<p class="pcap">Commutation coupons on the S. N.

-These came in booklets and one was

-torn out for each trip.</p>

-</div>

-<div class="pb" id="Page_68">68</div>

-<div class="img">

-<img src="images/p15.png" alt="Bill of Fare" width="800" height="144" />

-</div>

-<table class="center">

-<tr class="th"><th colspan="4"><span class="larger">Bill of Fare</span></th></tr>

-<tr class="th"><th colspan="4">SILVERTON NORTHERN R. R. CO</th></tr>

-<tr class="th"><th colspan="4"><span class="small"><i>Car</i>: Animas Forks</span></th></tr>

-<tr class="th"><th> </th><th> </th><th class="r">Dolls. Cts.</th></tr>

-<tr class="th"><th colspan="3">SOUPS</th></tr>

-<tr><td class="l">&#9711;Chicken 25c </td><td class="l">&#9711;Vegetable 25c </td><td class="l">&#9711;Oxtail 25c</td></tr>

-<tr><td class="l">&#9711;Clam Chowder 25c </td><td class="l">&#9711;Clam Juice 25c </td><td class="l">&#9711;Tomato 25c</td></tr>

-<tr><td class="l">&#9711;Mock Turtle 25c </td><td class="l">&#9711;Mulligatawny 25c </td><td class="l">&#9711;Chicken Gumbo 25c</td></tr>

-<tr><td class="l">&#9711;Julienne 25c </td><td class="l">&#9711;Consomme 25c</td></tr>

-<tr class="th"><th colspan="3">FISH</th></tr>

-<tr><td class="l">&#9711;Norway Mackerel 50c </td><td class="l">&#9711;Russian Caviar 50c </td><td class="l">&#9711;Smoked Sardines 35c</td></tr>

-<tr><td class="l">&#9711;Kippered Herring 50c </td><td class="l">&#9711;Bismark Herring 50c </td><td class="l">&#9711;Boneless Sardines 50c</td></tr>

-<tr class="th"><th colspan="3">BEEF</th></tr>

-<tr><td class="l">&#9711;Chili Concarne 50c </td><td class="l">&#9711;Roast Beef 50c </td><td class="l">&#9711;Vienna Sausage 50c</td></tr>

-<tr><td class="l">&#9711;Lunch Tongue 50c </td><td class="l">&#9711;Boochout Bacon 25c </td><td class="l">&#9711;Yacht Club Beef 50c</td></tr>

-<tr><td class="l">&#9711;Boned Chicken 50c </td><td class="l">&#9711;Chicken Tamales 50c </td><td class="l">&#9711;Liebig Beef 50c</td></tr>

-<tr><td class="l">&#9711;2 Boiled Eggs 25c</td></tr>

-<tr class="th"><th colspan="3">BREAKFAST FOOD</th></tr>

-<tr><td class="l">&#9711;Quaker Oats 25c </td><td class="l">&#9711;Egg O&rsquo;See 25c </td><td class="l">&#9711;Shredded Wheat 25c</td></tr>

-<tr class="th"><th colspan="3">VEGETABLES</th></tr>

-<tr><td class="l">&#9711;Baked Beans 35c </td><td class="l">&#9711;Corn on Cob 25c </td><td class="l">&#9711;Peas 25c</td></tr>

-<tr><td class="l">&#9711;Asparagus Tips 25c </td><td class="l">&#9711;Hominy 25c </td><td class="l">&#9711;Banquet Corn 25c</td></tr>

-<tr><td colspan="2" class="l">&#9711;Macaroni and Cheese 25c</td></tr>

-<tr class="th"><th colspan="3">PUDDINGS <i>and</i> FRUITS</th></tr>

-<tr><td class="l">&#9711;Plum Pudding 25c </td><td class="l">&#9711;Stuffed Olives 25c </td><td class="l">&#9711;Plain Olives 25c</td></tr>

-<tr><td class="l">&#9711;Apricots 25c </td><td class="l">&#9711;Peaches 25c </td><td class="l">&#9711;Apricot Preserves 25c</td></tr>

-<tr><td class="l">&#9711;Marrach. Cherries 25c </td><td class="l">&#9711;Currant Jelly 25c </td><td class="l">&#9711;Marmalade 25c</td></tr>

-<tr><td class="l">&#9711;Pear Preserves 25c </td><td colspan="2" class="l">&#9711;Raspberry Preserves 25c</td></tr>

-<tr class="th"><th colspan="3">RELISHES</th></tr>

-<tr><td class="l">&#9711;Tomatoes 25c </td><td class="l">&#9711;Mushrooms 25c</td></tr>

-<tr class="th"><th colspan="3">CHEESE <i>and</i> BENT WATER CRACKERS</th></tr>

-<tr><td class="l">&#9711;McClaren Cheese 25c </td><td class="l">&#9711;Roquefort Cheese 25c </td><td class="l">&#9711;Chow Chow 15c</td></tr>

-<tr><td class="l">&#9711;Shelled Pecans 25c</td></tr>

-<tr class="th"><th colspan="3">SANDWICHES</th></tr>

-<tr><td class="l">&#9711;Caviar 25c </td><td class="l">&#9711;Sardines 25c </td><td class="l">&#9711;Tongue 25c</td></tr>

-<tr><td class="l">&#9711;Tea 15c </td><td class="l">&#9711;Coffee 15c </td><td class="l">&#9711;Milk 15c</td></tr>

-<tr><td class="l">&#9711;Cream 25c </td><td colspan="2" class="l">&#9711;Biscuits and Butter 10c extra</td></tr>

-<tr><td class="x"></td></tr>

-<tr><td colspan="3" class="l">Bread and Butter supplied with all meals</td></tr>

-<tr><td class="x"></td></tr>

-<tr><td class="l">&#9711;Wines and Cigars</td></tr>

-<tr><td class="x"></td></tr>

-<tr><td colspan="3" class="l">A separate check must be issued to each passenger.</td></tr>

-<tr><td colspan="3" class="l">No check issued for less than twenty-five cents to each person.</td></tr>

-<tr><td colspan="2" class="l"><i>No.</i> <span class="larger">1982</span> </td><td class="r"><span class="large"><i>Total</i></span></td></tr>

-<tr><td class="x"></td></tr>

-<tr><td colspan="3" class="l">NOTE: Parties are requested when ordering to make a cross at each individual item ordered, thus &#9421;</td></tr>

-<tr><td colspan="3" class="l">&para;Please report any complaints to the office</td></tr>

-</table>

-<div class="pb" id="Page_69">69</div>

-<div class="img">

-<img src="images/p15a.png" alt="Wine List" width="800" height="149" />

-</div>

-<table class="center">

-<tr class="th"><th colspan="3"><span class="larger">Wine List</span></th></tr>

-<tr class="th"><th colspan="3">SILVERTON NORTHERN RAILROAD CO</th></tr>

-<tr class="th"><th colspan="3"><span class="small">Car: Animas Forks</span></th></tr>

-<tr class="th"><th> </th><th colspan="2" class="r">Dolls. Cts.</th></tr>

-<tr class="th"><th colspan="3">LIQUORS</th></tr>

-<tr><td class="l">Private Stock Whiskey </td><td class="l">per drink </td><td class="r">$ .20</td></tr>

-<tr><td class="l">Greenbrier Bourbon Whiskey </td><td class="l">per drink </td><td class="r">.20</td></tr>

-<tr><td class="l">Scotch Whiskey </td><td class="l">per drink </td><td class="r">.20</td></tr>

-<tr><td class="l">Holland Gin </td><td class="l">per drink </td><td class="r">.20</td></tr>

-<tr><td class="l">Burke&rsquo;s Ale </td><td class="l">per pint </td><td class="r">.40</td></tr>

-<tr><td class="l">Burke&rsquo;s Stout </td><td class="l">per pint </td><td class="r">.40</td></tr>

-<tr><td class="l">Benedictine </td><td class="l">per drink </td><td class="r">.25</td></tr>

-<tr><td class="l">Green Chartreuse </td><td class="l">per drink </td><td class="r">.25</td></tr>

-<tr class="th"><th colspan="3">WATERS</th></tr>

-<tr><td class="l">Manitou Water </td><td class="l">per quart </td><td class="r">$ .35</td></tr>

-<tr><td class="l">Ginger Ale </td><td class="l">per quart </td><td class="r">.50</td></tr>

-<tr><td class="l">Red Raven Splits </td><td class="l">per half-pint </td><td class="r">.20</td></tr>

-<tr class="th"><th colspan="3">WINES</th></tr>

-<tr><td class="l">Mumm&rsquo;s Extra Dry </td><td class="l">per pint </td><td class="r">$2.50</td></tr>

-<tr><td class="l">White Seal Champagne </td><td class="l">per pint </td><td class="r">2.50</td></tr>

-<tr><td class="l">Chateau Blanc Wine </td><td class="l">per pint </td><td class="r">.75</td></tr>

-<tr><td class="l">LaRose Wine </td><td class="l">per pint </td><td class="r">1.25</td></tr>

-<tr><td class="l">Grave&rsquo;s Wine </td><td class="l">per pint </td><td class="r">.75</td></tr>

-<tr><td class="l">Imported Sherry </td><td class="l">per quart </td><td class="r">2.50</td></tr>

-<tr><td class="l">Imported Port </td><td class="l">per quart </td><td class="r">2.50</td></tr>

-<tr><td class="l">Saarbuch Steinwein Wine </td><td class="l">per pint </td><td class="r">1.25</td></tr>

-<tr><td class="l">Liebfraumilch Wine </td><td class="l">per pint </td><td class="r">1.50</td></tr>

-<tr><td class="l">Sparkling Burgundy </td><td class="l">per pint </td><td class="r">1.50</td></tr>

-<tr><td class="l">California Port </td><td class="l">per pint </td><td class="r">1.25</td></tr>

-<tr><td class="l">Cigars and Cigarettes</td></tr>

-<tr><td class="l"> </td><td colspan="2" class="r"><i>Total</i></td></tr>

-</table>

-<div class="pb" id="Page_70">70</div>

-<div class="img" id="fig44">

-<img src="images/p16.png" alt="" width="1000" height="1455" />

-<p class="pcap">MAP OF &ldquo;AROUND THE CIRCLE&rdquo; TOUR</p>

-</div>

-<blockquote>

-<p>The course of the traveler on the Denver

-&amp; Rio Grande&rsquo;s great &ldquo;Around the Circle&rdquo;

-tour is indicated by arrows. Start

-may be made from Denver, Colorado

-Springs or Manitou, or Pueblo. At Ridgway,

-on the western turn, the course divides.

-The traveler may follow the arrows

-by the outer, &ldquo;All Rail,&rdquo; route; or

-he may take the inner, &ldquo;Rail and Stage,&rdquo;

-denoted by the arrows and dots. When

-purchasing his ticket he has his choice, the

-&ldquo;Circle&rdquo; round-trip fare being the same

-in either case. The various side trips

-marked should not be neglected. For them

-special low rates are granted; the &ldquo;Circle&rdquo;

-ticket permits stop-overs.</p>

-</blockquote>

-<div class="pb" id="Page_71">71</div>

-<h2 id="c9"><span class="small">ACKNOWLEDGMENTS</span></h2>

-<dl class="undent"><dt>Abbot, Morris W.&mdash;Contributor of reports and &ldquo;Transactions&rdquo; from the Yale Library</dt>

-<dt>Airy, Mrs. Percy&mdash;The story of entertaining Mears</dt>

-<dt>Baker, Bert&mdash;Data on the snowshed, the explosion and the snowslides</dt>

-<dt>Beaber, Ross&mdash;Publisher of the Silverton Standard&mdash;much assistance</dt>

-<dt>Camp, A. M.&mdash;A nephew of John L. McNeil who was an incorporator and secretary-treasurer of the S. R. and the R. G. S.&mdash;data</dt>

-<dt>Cooper, Ray&mdash;Silverton and S. R. history</dt>

-<dt>Cooper, R. E.&mdash;Data on engines</dt>

-<dt>Day, Vest&mdash;A member of the survey crew on the S. N.&mdash;data and stories</dt>

-<dt>Dresbach, Joe&mdash;An auditor and general superintendent of the S. N.&mdash;data and assistance</dt>

-<dt>Fischer, Robert A&mdash;Work on the S. R. map</dt>

-<dt>Ferguson, John&mdash;Information on the Meldrum and Treasury Tunnels</dt>

-<dt>Gibbs, Mr. and Mrs. Charles W.&mdash;Mr. Gibbs was Chief Engineer and builder of the S. R., part of the S. N. and most of the R. G. S.&mdash;data.</dt>

-<dt>Henry, Myron&mdash;Data concerning the S. R.</dt>

-<dt>Keenan, John&mdash;Information on the Meldrum and Treasury Tunnels</dt>

-<dt>Keller, John&mdash;Data on the Shay engine and a S. G. &amp; N. coach</dt>

-<dt>Marshall, John&mdash;Data on the mines and history of the region and contributor of reports from the Los Angeles Library</dt>

-<dt>Meyer, Edward&mdash;A locomotive engineer on all three railroads and a superintendent of the S. N.&mdash;much information</dt>

-<dt>Railway and Locomotive Historical Society&mdash;Loan of the copyright of most of the material herein</dt>

-<dt>Ridgway, Arthur&mdash;General Superintendent of the Silverton Railway and the S. N. in 1904 and &rsquo;05. He was also Engineer and Chief Engineer for the D. &amp; R. G. for about fifty years.</dt>

-<dt>Speer, Marion A.&mdash;A member of the construction crew on the S. N.&mdash;data</dt>

-<dt>Terry, John&mdash;His father and uncle were owners of the Sunnyside mine&mdash;data</dt>

-<dt>Terry, Mrs. William&mdash;Her husband was half-owner of the Sunnyside&mdash;stories</dt>

-<dt>Wampler, Harold&mdash;Loan of Mears letters</dt>

-<dt>Wigglesworth, William&mdash;Constructor of the Boston Coal and Fuel Co. line&mdash;data concerning his father, Thomas Wigglesworth</dt></dl>

-<h2 id="c10"><span class="small">Footnotes</span></h2>

-<div class="fnblock"><div class="fndef"><a class="fn"  id="fn_1" href="#fr_1">[1]</a>The mileages used are from the R. L. Kelly survey of 1892.

-</div><div class="fndef"><a class="fn"  id="fn_2" href="#fr_2">[2]</a>Mr. Gibbs died at 89&frac12; years

-of age as a result of a fall. His wife, nearing 94 years old, is

-still alive.

-</div><div class="fndef"><a class="fn"  id="fn_3" href="#fr_3">[3]</a>Mr. McNeil established most of the pioneer banks in Southwestern Colorado.

-</div><div class="fndef"><a class="fn"  id="fn_4" href="#fr_4">[4]</a>The little turntable sat for some years in the yards of the county garage in Durango.

-</div>

-</div>

-<div class="img">

-<img src="images/p17.png" alt="Map" width="1000" height="1192" />

-</div>

-<h2>Transcriber&rsquo;s Notes</h2>

-<ul>

-<li>Retained publication information from the printed edition: this eBook is public-domain in the country of publication.</li>

-<li>Silently corrected a few typos.</li>

-<li>Transcribed some text within images.</li>

-<li>In the text versions only, text in italics is delimited by _underscores_.</li>

-</ul>

-

-

-

-

-

-

-

-<pre>

-

-

-

-

-

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+<div>*** START OF THE PROJECT GUTENBERG EBOOK 62664 ***</div>
+
+<div id="cover" class="img">
+<img id="coverpage" src="images/cover.jpg" alt="Three Little Lines" width="662" height="1000" />
+</div>
+<p class="pcap"><a href="#cover"><i>FRONT COVER</i></a>&mdash;&ldquo;The covered turntable at Corkscrew Gulch.
+It served as part of the main line.&rdquo; (<i>C. W. Gibbs</i>)
+See discussion and diagram pages <a href="#Page_12">12</a>, <a href="#Page_13">13</a> and <a href="#Page_14">14</a>.</p>
+<div class="box">
+<h1>THREE LITTLE LINES</h1>
+<p class="center"><span class="large"><b>By Josie Moore Crum</b></span></p>
+<p class="tbcenter"><b>SILVERTON RAILROAD</b>
+<br /><b>SILVERTON, GLADSTONE &amp; NORTHERLY</b>
+<br /><b>SILVERTON NORTHERN</b></p>
+<p class="tb">The originals of these articles appeared in Bulletin 74 of the Railway and
+Locomotive Historical Society in October 1948. A second edition was published
+by Bert Baker in the fall of 1956. The present volume contains additional information
+and pictures gathered since the appearance of the earlier publications.
+<span class="lr"><b>J.M.C.</b></span></p>
+</div>
+<p class="center">Copyright 1960
+<br />by Josie Moore Crum</p>
+<p class="center">All rights reserved. No part of this book may be reproduced in any form without written permission of the publishers.</p>
+<p class="center">Reprint Rights
+<br />L.A. &ldquo;Johnny&rdquo; Johnson
+<br />Box 348
+<br />Ouray, Colorado 81427</p>
+<p class="tbcenter">Published by
+<br />DURANGO HERALD-NEWS
+<br />Durango, Colorado</p>
+<div class="pb" id="Page_v">v</div>
+<h2 id="c1"><span class="small">INTRODUCTION</span></h2>
+<p>The Southwest has had a most romantic history. It is the oldest portion,
+both in the way of interior exploration and in the way of settlement, in the
+United States.</p>
+<p>The Coronado Expedition of several hundred Spaniards left Mexico in
+1540 and journeyed up into what is now central New Mexico. The convoy
+consisted of soldier aristocrats on their caparisoned horses and in their picturesque
+regalia, and of common soldiers, fortune seekers and servants. Accompanying
+the train were hundreds of horses packed with supplies and hundreds of
+cattle, sheep and hogs for food purposes.</p>
+<p>They established themselves at Tiguex, New Mexico and spent two years,
+1540-42, conquering the Indians and searching for treasure. One party went
+west and discovered the Grand Canon and another went east as far as
+Kansas. They found no riches but explored, mapped and named the country
+and took possession of it for Spain.</p>
+<p>New Mexico was settled in 1595, permanently, except for a short period
+when the populace fled because of an Indian uprising. The first capital was
+San Juan though it was soon moved to nearby Santa Fe. It should be noticed
+that this settlement preceded colonization on our eastern coast.</p>
+<p>No one knows when the Spanish first entered Colorado but the country
+seemed well-known and named when Juan Rivera made his first trip into it in
+1765. He led a party across the southwestern part of the state to the Utah
+border and back to the Gunnison River near Hotchkiss. Within the next ten
+years he made three more trips of the same kind.</p>
+<p>The Escalante expedition of 1776 wanted to find a northern route from
+Santa Fe to Los Angeles. They followed the same trail as had Rivera to Hotchkiss
+but from there went north and then west to Utah Lake. Because of a
+shortage of food they started home, crossing Utah, the Colorado River and
+Arizona and arriving at Zuni, New Mexico. This party very thoroughly
+mapped and named everything in the course of the journey.</p>
+<p>The most commonly traveled route across Colorado was the &ldquo;Old Spanish
+<span class="pb" id="Page_vi">vi</span>
+Trail&rdquo;, used in the 1830&rsquo;s and 40&rsquo;s by trade caravans operating between Santa
+Fe and Los Angeles, woolen goods going to the west and horses and mules
+to the east. It traversed Colorado, Utah and southern Nevada. All of these
+caravans, incidentally, crossed the Animas River and Ridges Basin Pass just at
+the south edge of Durango. This last part was later used by the American
+pioneers.</p>
+<p>Meanwhile, trappers were thoroughly working every stream in southwestern
+Colorado and selling their furs at Taos or Santa Fe.</p>
+<p>After the war with Mexico and due to the treaty of 1848 the United States
+acquired all of the southwestern part of the country.</p>
+<p>Gold was discovered on Cherry Creek, the Denver area, in 1859 and a
+rush to that place began. The same year Captain Baker led a prospecting
+group into what was later Silverton and named the spot &ldquo;Baker&rsquo;s Park&rdquo;.</p>
+<p>Two years later he, with another party, made his way up the Animas River
+and established the little town of Animas City, fifteen miles north of present
+Durango. There the settlers panned the river for gold and built the first bridge
+in all of southwestern Colorado, &ldquo;Baker&rsquo;s Bridge&rdquo;. The panning Operation was
+not successful and, on news of the outbreak of the Civil War, the whole
+citizenry precipitately departed.</p>
+<p>After the Civil War a young man by the name of Otto Mears moved into
+the Saguache country and went into the wheat raising and merchandising
+businesses. To get his wheat to market he had to start building roads. He ended
+up with about 450 miles of roads which laced together all of the mountain
+towns in the extremely rugged San Juan Mountains.</p>
+<p>Mears served as Indian Commissioner for a number of years and, as such,
+negotiated several treaties with the Utes. The first one in 1868 forced them
+out of central Colorado, the second one in 1873 forced them out of the San
+Juan Mountains and the third one in 1881 forced them out of Colorado entirely.</p>
+<p>The Denver and Rio Grande Railroad arrived in Durango in 1881 and
+in Silverton the next year. Meanwhile it was building another line from
+Salida to Grand Junction and arrived there in 1883. Four years later a branch
+<span class="pb" id="Page_vii">vii</span>
+was run from Montrose to Ouray.</p>
+<p>The same year, 1887, the Silverton Railroad, one of the subjects of this
+booklet, started out of Silverton and was completed in 1889. The next one,
+also a Mears creation, was the Rio Grande Southern, built in &rsquo;90 and &rsquo;91, which
+ran from Ridgway via Telluride and Rico to Durango.</p>
+<hr class="dwide" />
+<h2 id="c2"><span class="small">GLOSSARY</span></h2>
+<dl class="undent"><dt>C. &amp; S.&mdash;Colorado and Southern</dt>
+<dt>D. &amp; R. G.&mdash;Denver and Rio Grande</dt>
+<dt>R. G. S.&mdash;Rio Grande Southern</dt>
+<dt>R. G. W.&mdash;Rio Grande Western</dt>
+<dt>S. G. &amp; N.&mdash;Silverton, Gladstone and Northerly</dt>
+<dt>S. N.&mdash;Silverton Northern</dt>
+<dt>S. R.&mdash;Silverton Railroad (Railway)</dt>
+<dt>W. P. &amp; Y. R.&mdash;White Pass and Yukon Railway</dt></dl>
+<div class="pb" id="Page_1">1</div>
+<h2 id="c3"><span class="small">THE SILVERTON RAILROAD</span></h2>
+<p>The Silverton Railroad! The most intriguing piece of narrow gauge in the
+world! The railroad of the steepest grades, the sharpest curves, the crookedest
+loops, the highest altitude and the oddest switchbacks, on one of which sat
+a wye with a depot inside and on the other a housed-over turntable! And the
+railroad of the famous Otto Mears passes!</p>
+<p>Otto Mears and Fred Walsen, after the Opening up of the rich Yankee
+Girl mine made it feasible, in 1882 and &rsquo;83 built a toll road they called the
+&ldquo;Rainbow Route&rdquo; from Ouray to Silverton. This was the most famous and the
+most difficult piece of road engineering of the day. The line crept along the
+precipitous mountains of the Uncompahgre River and Red Mountain Creek
+canons and in places was cut out of sheer granite walls. It was so narrow and
+crooked in places that only by the expedient of backing up or unhitching a
+buggy and setting it on a sidehill could another conveyance get by. The grades
+were so steep, often 19%, that most of the early cars could not climb them.
+It was the road of the famous Bear Creek toll bridge where a driver stopped
+and parted with his cash, $2 for a saddle horse or $5 for a buggy and team.</p>
+<p>While Mears and Walsen were constructing their road from Ouray to Red
+Mountain in the summer of 1882, the Denver and Rio Grande was completing
+its railroad from Durango to Silverton. The next year while Mears and
+Walsen were extending their road from Red Mountain to Silverton, the
+D. &amp; R. G., through its construction engineer, Thomas Wigglesworth, was making
+a survey from Silverton to Red Mountain and Ironton Park. Nothing came
+of it but one wonders if it did not give Mears the idea of building a railroad
+himself.</p>
+<p>The Silverton Railroad was incorporated on July 5, 1887 and chartered
+on July 8. Mears was the president of the company and John L. McNeil was
+the treasurer. Though we have no evidence to the effect, Walsen was, without
+doubt, an incorporator and official. Since much of the Rainbow Route toll
+road grade was to be used the railroad adopted the name. Incidentally
+a new wagon road had to be built.</p>
+<div class="pb" id="Page_2">2</div>
+<p>The first part from Silverton to Chattanooga would not be too difficult
+but Red Mountain would have to be ascended on a steep grade and by many
+curves to the summit, Sheridan Pass. Then the line would have to go around a
+succession of curves to Red Mountain town and over more curves, grades and
+switchbacks from there down to Ironton. The greatest of engineering skill was
+necessary to accomplish such an undertaking.</p>
+<p>The first necessity, of course, was a locomotive. So the company purchased
+the D. &amp; R. G.&rsquo;s No. 42, a Baldwin of 30 tons, called 60 class. It was overhauled
+and given the number &ldquo;100&rdquo; and the name &ldquo;Ouray&rdquo;. The number may be seen
+on the old-fashioned kerosene headlight in a picture herein.</p>
+<p>The 5.3 miles of railroad from Silverton to Burro Bridge must have been
+constructed in the summer of 1887 for it is known to have been in operation
+by the first of June of the next year. In 1888 Charles W. Gibbs, who had
+served under Mr. Wigglesworth on a number of projects, became the locating
+and construction engineer. He started late in May at Burro Bridge and in early
+November had completed 11.2 miles through Red Mountain and to Ironton.
+Only 11.2 miles in over five months! But anyone acquainted with the country is
+not surprised.</p>
+<p>Spurs then or later were laid to the Yankee Girl, Vanderbilt, North
+Star, Silver Bell, Guston and Treasury Tunnel. The map here included
+was made by Mr. Gibbs and appeared in a September 1890 Bulletin of the
+American Society of Civil Engineers. Mr. Gibbs built the 1.5 miles from Ironton
+to Albany in 1889.<a class="fn" id="fr_1" href="#fn_1">[1]</a> Albany was the Saratoga mill which stood against
+the east hill of Ironton Park. His report notes 5% grades, 30&deg; curves, 3-foot
+gauge and 30-lb. rail. No reliable figures for the cost of construction are available
+but ordinarily a railroad of that kind at that time ate up about $25,000
+to the mile.</p>
+<p>In 1888 Mr. Gibbs was writing love letters to Miss Adeline Hammon of
+Colorado Springs and the next year they were married. She has kept his letters
+all these years from which these excerpts, dealing with the construction of the
+railroad from Burro Bridge to Ironton, are taken.</p>
+<p>&ldquo;Chattanooga, June 10, 1888. Arrived here bag and baggage about three
+<span class="pb" id="Page_3">3</span>
+weeks ago and have my headquarters 10,200 feet above sea level and my next
+camp will be still higher, about 11,000 feet. More than 100 Mexican workers
+camped nearby.&rdquo;</p>
+<p>&ldquo;Gustine Mine, July 22, 1888. I am occupying the house of a former mine
+superintendent and have many conveniences not found in a railroad camp.
+Went to Silverton on the passenger train last night and returned this morning.
+Regular trains are running to where my first camp was (Chattanooga) and in
+a month&rsquo;s time will be here and maybe they will get track laid before that as
+the grading will be done in two weeks time. About 400 Mexicans working.&rdquo;</p>
+<p>&ldquo;Gustine Mine, August 11, 1888. Work is getting along splendidly and
+during this week I will get surveys made to Ironton which is as far as the line
+will be built this year. By the middle of next week the work will be only two
+miles from here and in a very short time at my door.&rdquo;</p>
+<p>&ldquo;Gustine Mine, September 16, 1888. Construction work will be done in
+about five weeks; then I shall go to Telluride to make a short survey for a three
+foot gauge road.&rdquo; (This became the Rio Grande Southern.)</p>
+<p>&ldquo;Ironton, October 3, 1888. Since writing you I have moved from the
+Gustine Mine to Ironton and we are living in a large vacant hotel, lots of
+room but not the conveniences we had at the mine.&rdquo;</p>
+<p>&ldquo;Ironton, October 29, 1888. Since my last letter to you I discharged all
+my men but one and moved to Silverton but was put in charge of the
+work train and the track laying outfit so am back in the grader&rsquo;s camp but
+will be done here in about a week.&rdquo;</p>
+<p>Wyes were placed at Sheridan Junction, Red Mountain and Ironton in
+1888 and at Albany the next year. That of the D. &amp; R. G. was used at Silverton.
+Very little room was available at Red Mountain and so only the smallest kind of
+wye could be made&mdash;one just big enough to accommodate an engine and a car
+and the depot had to be set inside of it.</p>
+<p>Not counting the wyes there was only one switchback, that at Corkscrew
+Gulch, the most famous in the world as it contained a housed-over turntable.</p>
+<p>Curvature was almost continuous. Four curves were particularly sharp&mdash;those
+at Chattanooga, Red Mountain, Joker Tunnel and Ironton. Steep grades
+<span class="pb" id="Page_4">4</span>
+were also almost continuous, some as much as 5%. Some maps have shown
+the grade at Chattanooga as 7%. This is an error. Mr. Gibbs, the builder, stated
+it was 5% and a recent survey has substantiated his figure.</p>
+<p>Bridges, as compared to those on the Rio Grande Southern Railroad,
+were very small, there being, outside of water boxes and culverts, only three.
+Two were on the main line, one where the railroad crossed Mineral Creek at
+Chattanooga and the other where the railroad crossed Red Mountain Creek at
+Joker Tunnel. The other one was on the Treasury Tunnel Branch.</p>
+<p>The name of Burro Bridge for the station at milepost 5.3 is very misleading
+since the railroad sported no span at all at that point. The supposition is
+that the word applied to the wagon-road bridge across Mineral Creek somewhat
+below and away from the railroad. This road branched off from the main
+Silverton-Red Mountain highway about five and one-half miles north of
+Silverton, crossed Mineral Creek and made its way up Middle Fork Gulch and
+across Ophir Pass to Ophir. This, first a burro trail and later a very rugged
+wagon road, was in use for perhaps fifteen years before the advent of the rail
+line. Since the Silverton Railroad unloaded freight for Ophir in the neighborhood
+of Burro Bridge it is assumed that this was the reason for the adoption
+of the name for the station.</p>
+<p>The town of Chattanooga eventually grew up to the left of the location
+shown on the map in order to avoid Mineral Creek floods.</p>
+<p>No account of the arrival of the first train in Red Mountain has been
+found but it is known to have occurred on September 17, 1888. A picture herein
+shows the train with Engine 100 and Mears standing beside the pilot. It can be
+assumed that it was a gala occasion, especially for the mines, for here was an
+efficacious way of getting supplies and of shipping ore.</p>
+<p>The unloading of freight on the Silverton Railroad was quite informal.
+Outside of Red Mountain the line maintained no bona fide stations or agents.
+Therefore, materials were dropped off, especially for the mines, at the most
+convenient points.</p>
+<p>So far the railroad owned only one locomotive, Number 100, and so had
+to rent from the D. &amp; R. G. The same was true of cars and coaches.</p>
+<div class="pb" id="Page_5">5</div>
+<p>The railroad had been projected to Ouray, 26.6 miles in all. Mears
+might have used his toll road but that was, in some places, 19 per cent grade,
+out of the question for a railroad. The steepest ever attempted in Colorado was
+7.6%. Construction from Ironton to the foot of Ironton Park would have
+been easy but there the canon began where the greater part of six miles
+would have had to be blasted out of solid rock, where slide rock could
+have been quite bothersome, where snow blockades would have been continuous
+for a long winter and where snowslides, two in particular, the
+Riverside and the Mother Cline, that ran every year, would have been almost
+impossible to conquer. The Riverside slide that came from two sides, filling
+the canon and burying the wagon road, often had to be tunnelled to accommodate
+the summer traffic. The writer, with her parents, was through one in
+the summer of 1903 or &rsquo;04.</p>
+<p>At the same time surveys were made for another branch of the system,
+one that was to go up the Animas River from Silverton to Mineral Point,
+19 miles, and possibly across the divide to Lake City.</p>
+<p>Through operation to Ironton began in June 1889. The claim that two
+daily passenger trains ran there has generally been disbelieved but the following
+table for 1889, copied from the Official Railway Guide of May 1891,
+proves the point.</p>
+<p class="center"><span class="large"><b>SILVERTON RAILROAD</b></span>
+<br />Otto Mears, President
+<br />S. K. Hooper, General Passenger and Ticket Agent, Denver, Colo.
+<br />Moses Liverman, General Manager and Ticket Agent, Silverton, Colo.
+<br />October 23, 1889</p>
+<table class="center">
+<tr class="th"><th> </th><th><a class="fn" id="fr_a" href="#fn_a">[]</a>Mixed </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Pass&rsquo;r </th><th>Miles </th><th> </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Pass&rsquo;r </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Mixed</th></tr>
+<tr><td colspan="10" class="l"><hr class="dwide" /></td></tr>
+<tr><td class="l">Lv. </td><td class="l">7:00 A.M. </td><td class="l">Lv. </td><td class="l">1:10 P.M. </td><td class="r">.0 </td><td class="l">Silverton </td><td class="l">Ar. </td><td class="l">11:10 A.M. </td><td class="l">Ar. </td><td class="l">5:20 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">7:34 A.M. </td><td class="l"> </td><td class="l">1:44 P.M. </td><td class="r">5.0 </td><td class="l">Burro Bridge </td><td class="l"> </td><td class="l">10:36 A.M. </td><td class="l"> </td><td class="l">4:46 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">7:49 A.M. </td><td class="l"> </td><td class="l">1:59 P.M. </td><td class="r">7.5 </td><td class="l">Chattanooga </td><td class="l"> </td><td class="l">10:21 A.M. </td><td class="l"> </td><td class="l">4:31 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:11 A.M. </td><td class="l"> </td><td class="l">2:21 P.M. </td><td class="r">12.5 </td><td class="l">Summit </td><td class="l"> </td><td class="l">9:58 A.M. </td><td class="l"> </td><td class="l">4:09 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:25 A.M. </td><td class="l"> </td><td class="l">2:35 P.M. </td><td class="r">15.0 </td><td class="l">Red Mountain </td><td class="l"> </td><td class="l">9:50 A.M. </td><td class="l"> </td><td class="l">4:00 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:26 A.M. </td><td class="l"> </td><td class="l">2:36 P.M. </td><td class="r">15.5 </td><td class="l">Vanderbilt </td><td class="l"> </td><td class="l">9:44 A.M. </td><td class="l"> </td><td class="l">3:54 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:27 A.M. </td><td class="l"> </td><td class="l">2:37 P.M. </td><td class="r">16.0 </td><td class="l">Yankee Girl </td><td class="l"> </td><td class="l">9:43 A.M. </td><td class="l"> </td><td class="l">3:53 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:45 A.M. </td><td class="l"> </td><td class="l">2:55 P.M. </td><td class="r">17.0 </td><td class="l">Paymaster </td><td class="l"> </td><td class="l">9:25 A.M. </td><td class="l"> </td><td class="l">3:35 P.M.</td></tr>
+<tr><td class="l">Ar. </td><td class="l">9:00 A.M. </td><td class="l">Ar. </td><td class="l">3:10 P.M. </td><td class="r">20.0 </td><td class="l">Ironton </td><td class="l">Lv. </td><td class="l">9:10 A.M. </td><td class="l">Lv. </td><td class="l">3:20 P.M.</td></tr>
+<tr><td colspan="10" class="l"><hr class="dwide" /></td></tr>
+</table>
+<div class="fnblock">
+<div class="fndef"><a class="fn" id="fn_a" href="#fr_a">[a]</a>Daily except Sunday.</div>
+</div>
+<div class="pb" id="Page_6">6</div>
+<p>Everything was finished and working properly. Mr. Gibbs must have
+had the feeling of &ldquo;well done&rdquo; and that he deserved a reward. Mrs. Gibbs
+tells the following story:</p>
+<p>&ldquo;Late in September of 1889, Mr. Gibbs and I were married at Colorado
+Springs and started for Silverton, going by the way of Montrose and through
+Ouray where we stayed overnight at the beautiful Beaumont Hotel. The next
+morning we rode the stage to Ironton and there transferred to the little
+Silverton Railroad train. As we climbed the grade toward the summit the
+conductor came through the coach where I was the only passenger and asked me
+if I were cold. I couldn&rsquo;t deny it so he stopped the train, picked up some wood
+along the track and built a fire in the little pot-bellied stove.</p>
+<p>&ldquo;In November and December Mr. Gibbs made a preliminary survey from
+the town of Dallas to Telluride, which was to be the route for the Rio Grande
+Southern Railroad, and finished the day before Christmas. We stayed overnight
+in Ouray and left the next morning in a snow-storm. When we reached
+Ironton my husband heard the line was blocked by snow so he left me with
+the Strayers while he went on to Silverton.</p>
+<p>&ldquo;He made arrangements for me to meet him in Red Mountain on New
+Year&rsquo;s day, which I did. Two men besides us were going to Silverton. A shallow
+trail had been beaten in the deep snow between the rails. The two men
+held the ends of a ski pole while I hung to the middle of it and we plodded
+down the track. We came to a sharp hairpin curve and cut it out by sliding
+downhill from the track above to the one below. A few miles farther on we
+reached an engine with a snowplow, which was a great relief. When we
+reached Silverton and got to our room a nice warm dinner was sent up to us
+by Moses Liverman, superintendent of the S. R.</p>
+<p>&ldquo;A few days latter we left for my husband&rsquo;s old home in Maine. This
+is what we had planned for our wedding trip but my daughters have always
+maintained that the others to Silverton by stage and train with all their difficulties
+were really the wedding journey.&rdquo;<a class="fn" id="fr_2" href="#fn_2">[2]</a></p>
+<div class="pb" id="Page_7">7</div>
+<p>The table below was furnished by Mr. Ridgway. Joker Tunnel (water
+drainage) did not exist at the time the map was made but was projected
+or started by 1892. The second column of figures was taken from the 1892
+survey of the locating engineer, R. L. Kelly.</p>
+<table class="center">
+<tr><td colspan="3" class="l"><hr class="dwide" /></td></tr>
+<tr class="th"><th>Station </th><th>Mears Timetable of 1889 </th><th>Actual Mileage, 1892</th></tr>
+<tr><td class="l">Silverton </td><td class="c">0.&nbsp; </td><td class="c">0.&nbsp;</td></tr>
+<tr><td class="l">Burro Bridge </td><td class="c">5.&nbsp; </td><td class="c">5.&nbsp;</td></tr>
+<tr><td class="l">Chattanooga </td><td class="c">7.5 </td><td class="c">7.3</td></tr>
+<tr><td class="l">Summit (Sheridan Pass) </td><td class="c">12.5 </td><td class="c">10.7</td></tr>
+<tr><td class="l">Red Mountain </td><td class="c">15.&nbsp; </td><td class="c">11.9</td></tr>
+<tr><td class="l">Vanderbilt </td><td class="c">15.5 </td><td class="c">12.5</td></tr>
+<tr><td class="l">Yankee Girl </td><td class="c">16.&nbsp; </td><td class="c">12.7</td></tr>
+<tr><td class="l">Paymaster </td><td class="c">17.&nbsp; </td><td class="c">13.7</td></tr>
+<tr><td class="l">Corkscrew Gulch </td><td class="c"> </td><td class="c">14.1</td></tr>
+<tr><td class="l">Joker Tunnel </td><td class="c"> </td><td class="c">15.&nbsp;</td></tr>
+<tr><td class="l">Ironton (Depot) </td><td class="c">20.&nbsp; </td><td class="c">16.5</td></tr>
+<tr><td class="l">Albany </td><td class="c"> </td><td class="c">18.&nbsp;</td></tr>
+<tr><td colspan="3" class="l"><hr class="dwide" /></td></tr>
+</table>
+<p>The exaggerated mileages of the 1889 timetable would have added considerably
+to the freight charges, in the case of Ironton over 21%. It will
+be noticed beginning with Red Mountain that each Mears figure is 3 to 3&frac12;
+miles more than the Kelly figure. Mr. Kelly was one of the ablest engineers
+of his day and his mileages cannot be questioned.</p>
+<p>The table below was copied from an Official Railway Guide of October
+1893 but no date is given for the time it was in effect. It is interesting because
+the mileages are different and because, at the time, only one passenger train
+was running.</p>
+<div class="pb" id="Page_8">8</div>
+<table class="center">
+<tr><td colspan="7" class="l"><hr class="dwide" /></td></tr>
+<tr class="th"><th>1 </th><th>M </th><th> </th><th>Stations </th><th> </th><th>2</th></tr>
+<tr><td class="l">7:30 A. M. </td><td class="r">0 </td><td class="l">Lv. </td><td class="c">Silverton </td><td class="l">Ar. </td><td class="l">11:50 A. M.</td></tr>
+<tr><td class="l">8:00 </td><td class="r">6 </td><td class="l"> </td><td class="c">Burro Bridge </td><td class="l"> </td><td class="l">11:40</td></tr>
+<tr><td class="l">8:10 </td><td class="r">9 </td><td class="l"> </td><td class="c">Chattanooga </td><td class="l"> </td><td class="l">11:30</td></tr>
+<tr><td class="l">8:30 </td><td class="r">13 </td><td class="l"> </td><td class="c">Summit </td><td class="l"> </td><td class="l">11:10</td></tr>
+<tr><td class="l">8:40 </td><td class="r">14 </td><td class="l"> </td><td class="c">Red Mountain </td><td class="l"> </td><td class="l">10:50</td></tr>
+<tr><td class="l"> </td><td class="r">15 </td><td class="l"> </td><td class="c">Vanderbilt </td><td class="l"> </td><td class="l"> </td><td></td></tr>
+<tr><td class="l">8:55 </td><td class="r">15 </td><td class="l"> </td><td class="c">Yankee Girl </td><td class="l"> </td><td class="l">10:45</td></tr>
+<tr><td class="l"> </td><td class="r">16 </td><td class="l"> </td><td class="c">Paymaster coal track </td><td class="l"> </td><td class="l"> </td><td></td></tr>
+<tr><td class="l">9:10 </td><td class="r">17 </td><td class="l"> </td><td class="c">Corkscrew Gulch </td><td class="l"> </td><td class="l">10:25</td></tr>
+<tr><td class="l"> </td><td class="r">18 </td><td class="l"> </td><td class="c">Paymaster ore track </td><td class="l"> </td><td class="l"> </td><td></td></tr>
+<tr><td class="l">9:20 A. M. </td><td class="r">20 </td><td class="l">Ar. </td><td class="c">Ironton </td><td class="l">Lv. </td><td class="l">10:00</td></tr>
+<tr><td colspan="7" class="l"><hr class="dwide" /></td></tr>
+</table>
+<p>All carrier lines issued paper passes but Mears wanted to do something
+special for <i>his</i> railroad. Outside of the paper ones his passes fell into four
+categories&mdash;buckskin, plate, medallion and filigree. The first three were for the
+Silverton Railroad alone while the fourth, though made especially for the
+Rio Grande Southern Railroad, was usable on the S. R.</p>
+<p>There were two designs of the silver plate pass. It is supposed that the
+first die broke and a substitute had to be made. The medallion passes, ordinarily
+silver, have the date 1890, the number and the name of the recipient
+on the back. Two extra-special ones have come to light. Each is made of
+two <i>gold</i> medallions set back to back and hinged to form a locket and each
+has a little diamond in the face. An odd silver pass, a spoon with a plate pass
+hanging from underneath, has been discovered. The filigrees, silver and gold,
+have been extensively treated in the book, <i>Rio Grande Southern Story</i>.</p>
+<p>According to an item in a Rico <i>Sun</i> of November 28, 1891, copied from
+a Denver <i>Sun</i>, a company called &ldquo;Ouray and Ironton Electric Railway, Light
+and Power,&rdquo; consisting of Mears, Walsen, Charles Munn, James H. Cassanova
+and William H. Wallace, with capital of $800,000, filed articles of
+incorporation with the Secretary of State on November 20. Its purpose was
+to build a cog road from Ouray to Ironton, with a branch up Poughkeepsie
+<span class="pb" id="Page_9">9</span>
+Gulch (Uncompahgre River) to the head of Cement Creek.</p>
+<p>The following quotation is from Mr. Arthur Ridgway:</p>
+<p>&ldquo;The assumption that Mr. Mears contemplated extending the S. R. from
+Ironton to Ouray is correct but he was deterred because of its being so formidable
+an undertaking. He may have considered Albany as the possible point
+for the origin of the extension at first but later Ironton proved the more
+feasible. Anyway, he had a preliminary location for an <i>electric</i> railway, Ouray
+to Ironton, made in 1892 by the then noted locating engineer, R. L. Kelly.
+No doubt the impracticability if not the utter impossibility, of operating
+steam locomotives over the heavy grades and severe curvature known to be
+necessary dissuaded him from the purpose until the recognized practicability
+of electric railway operation became apparent in 1892. Whatever the delay
+(a long one for Mr. Mears) it was not until 1892 that a survey was made
+and even then, as stated before, for electric operation. The map I
+have of the completed location shows a line starting from a connection with the
+Denver &amp; Rio Grande at the Ouray depot, eight miles in length, to a connection
+near the Ironton depot, incorporating 7% maximum gradients and 35&deg; maximum
+rate of curvature. With even these severe physical characteristics considerable
+tunnelling was necessary. I do not have the estimated cost of the
+project but it must have been staggering. It is small wonder that with the
+difficulty of financing so costly a scheme and the great financial panic a year
+later in 1893, together with the contemporary decadence of silver mining,
+the project was permanently shelved by even the visionary Mr. Mears.&rdquo;</p>
+<p>D. &amp; R. G. track already lay between Ouray and Ridgway and between
+Silverton and Durango. Mr. Mears, by the end of 1891, had completed the
+Rio Grande Southern from Ridgway to Durango. Only eight miles from
+Ironton to Ouray were needed to make a complete 243 mile circle. If only
+that eight miles could have been constructed! Then a sightseer could have
+started at Ridgway, taken a side trip to Telluride (14.6 miles), proceeded to Durango,
+to Silverton and back to starting point. He should not have attempted
+it in the winter or spring because of snow blockades or snowslides but in
+the summer or fall he could have had the thrill of a lifetime.</p>
+<div class="pb" id="Page_10">10</div>
+<p>He would have looked upon or wended his way among snowcapped
+peaks, hundreds over 12,000 or 13,000 feet high and some over 14,000 feet,
+many so sharp as to be termed &ldquo;needles&rdquo;; would have crossed several passes,
+one over 10,000 feet and another over 11,000 feet in altitude; would have
+gone up one canyon and down another, often beside rushing, tumbling rivers.
+He would have passed over breathtakingly high bridges, over trestles set against
+bare cliffs, around U-curves innumerable, over switchbacks, over a turntable,
+through rock tunnels and even through snow tunnels.</p>
+<p>But the thrills and scenery would have been tempered with trouble, that
+trouble-trouble-boil-and-bubble kind, such as delays because of engines having
+to blow up, hot boxes, trees across the track, boulders and lots of them on the
+track, mudslides, washouts, a derailed engine or car or a couple of each and
+a missing bridge or two.</p>
+<p>If his luck were still holding he would have ridden the last lap on the
+electric railway, down the awesome Red Mountain Creek and Uncompahgre
+River canyons where sheer rock walls would have risen hundreds of feet above
+him and dropped hundreds of feet below him and, as he turned a last curve, he
+would have beheld the never-to-be-forgotten sight of the little town of Ouray,
+the gem of all mountain towns, nestled in a deep pocket surrounded by towering
+peaks.</p>
+<h3 id="c4">THE SILVERTON RAILROAD COMPANY</h3>
+<p><span class="lr">Denver, Colorado</span>
+<span class="lr">March 28th, 1892.</span></p>
+<p>Dear Sir:</p>
+<p>I beg to hand you herewith a report from the auditor of the earnings
+of the Silverton Railroad for the years 1889, 1890 and 1891, showing also
+the mileage and bonded debt.</p>
+<p>I may add for your information that this road is built through the famous
+Red Mountain district of the San Juan Country, in which are located the
+well-known Yankee Girl and Guston mines, besides many other producing
+properties.</p>
+<div class="pb" id="Page_11">11</div>
+<p>This is the only road that can be built through this district because of
+lack of room. The mines mentioned are large producers, and there are many
+more which are being developed rapidly. This is one of the best known mining
+districts in Colorado. From Ironton to the town of Ouray, which is reached
+by another branch of the Denver &amp; Rio Grande, the distance is seven miles
+over very precipitous country.</p>
+<p>The reason the road has not been extended to Ouray is because of the
+excessive cost, but capitalists are now engaged in making estimates and plans
+for an electric road to cover this distance to follow the line of the Mears toll
+road as indicated on the map. (No map accompanies this material.) A line
+of this kind can be built to operate much more cheaply than a railway line,
+and we have good reason to expect that this gap may be so filled during this
+year. At the present time stages make daily trips each way over the toll road,
+and the trip from Silverton to Ouray is a favorite one with the tourists on
+account of the beauty and grandeur of the scenery on the toll road.</p>
+<p>There is every reason to expect that the earnings for the year 1892 will
+increase in the same proportion as in the past, and will continue for a great
+many years. The Silverton Railroad is also authorized to build up the Animas
+River. We would like very much this year to extend the road in that direction
+some 12 or 15 miles in order to reach a very rich and valuable mining district.
+There are a great many very extensive mines of low grade material lying
+between Silverton and the summit of the range towards the northeast, and
+our object in offering to you the bonds of the present line of the railroad is to
+obtain funds to extend the line up the Animas River.</p>
+<p>We can offer you at the present time $400,000 out of a total of $425,000.
+These bonds are issued in denominations of $1,000 each. The interest is payable
+semi-annually on the first of April and the first of October at the rate
+of six per cent per annum in U. S. gold coin.</p>
+<p><span class="center">Yours very truly,</span>
+<span class="lr">John L. McNeil,<a class="fn" id="fr_3" href="#fn_3">[3]</a> Treasurer.</span></p>
+<div class="pb" id="Page_12">12</div>
+<p class="tbcenter"><b><span class="large">AMERICAN SOCIETY OF CIVIL ENGINEERS.</span></b>
+<br /><span class="smaller">INSTITUTED 1852.</span></p>
+<hr />
+<p class="center"><b><span class="large">TRANSACTIONS.</span></b>
+<br />NOTE.&mdash;This Society is not responsible, as a body, for the facts and opinions advanced in any of its publications.</p>
+<hr />
+<p class="center"><b><span class="large">450.</span></b>
+<br /><span class="smaller">Vol. XXIII.&mdash;September, 1890.</span></p>
+<hr />
+<p class="center"><b><span class="large">THE TURN-TABLE ON THE MAIN TRACK OF THE SILVERTON RAILROAD IN COLORADO.</span></b></p>
+<hr />
+<p class="center">By <span class="sc">C. W. Gibbs</span>, M. Am. Soc. C. E.</p>
+<hr />
+<p class="center smaller">WITH DISCUSSION.</p>
+<p>The Silverton Railroad is a short line but 17.5 miles long, and has the reputation
+of being the steepest (5 per cent. grade), the crookedest (30 degree curves) and the
+best paying road in Colorado; and is owned by one man, Otto Mears. It also has a
+turn-table on its main track, and it is the purpose of this paper to describe it and
+explain why it was so placed.</p>
+<p>This road leaves the Denver and Rio Grande at Silverton, and runs over a
+divide 11&nbsp;113 feet above sea level, then down into the rich mining country beyond.
+The country is very rough and rugged, and in order to reach the town of Red
+Mountain it was necessary to run up on a switchback, as no room for a loop could
+be found. A wye was, therefore, built, and the engine could be turned while the train
+stood on the main track. The engine was thus placed ahead of the train, only the
+train is pulled out of the station rear end ahead. It runs thus till the turn-table is
+reached. The train is stopped at a point marked A, <a href="#fig1">Plate XXII</a>; the engine uncoupled,
+run on to the table, is turned and pulled up to a point near B, where it is stopped.
+The train is then allowed to drop down to the turn-table and the engine backed on
+to it. In coming up from Albany the train is stopped on the down grade between
+the summit at B and the table; the engine is taken off, turned on the table and
+run up to about A; the train is then allowed to drop to the table as before
+and the engine backed up and coupled on, taking not over five minutes in going
+either way.</p>
+<p>The reason of putting the table in was that there were no mines to the east of
+Ironton as shown on <a href="#fig2">Plate XXI</a>, but between the turn-table and the loop there were
+<span class="pb" id="Page_13">13</span>
+several that it was very desireable to reach, and the side hill is so steep that it
+is impossible to make a loop on it.</p>
+<p>This table is the source of a great deal of comment from tourists, of whom
+there are many during the summer months, as it is on the line known as the
+&ldquo;circle,&rdquo; so extensively advertised by the Denver and Rio Grande Railroad.</p>
+<p>The road is used both for a freight and passenger road, and as before mentioned,
+is the best paying road in Colorado, two engines being kept busy hauling ore to
+Silverton from the Red Mountain district.</p>
+<p>The object of writing this paper was to describe what the author thinks is quite
+a novelty, being the only turn-table that he has ever heard of which is used upon a
+switchback in this manner, and where the grades are adjusted as they are to let the
+train run by gravity on the table from both ways.</p>
+<p><a href="#fig2">Plate XXI</a> is a print from a photograph of the map filed in Washington, and is
+about 9&nbsp;000 feet to the inch.</p>
+<p><a href="#fig1">Plate XXII</a> is an enlarged sketch of the line near the turn-table.</p>
+<p class="tbcenter"><b><span class="large">DISCUSSION.</span></b></p>
+<p>J. Foster Cromwell, M. Am. Soc. C. E.&mdash;It occurs to me that the use of this
+turn-table being simply to turn the engine during transit, while the train waits, and,
+moreover, as the service is a special one on a spur line, it would have been better
+to obtain an engine capable of running in either direction and not requiring to be
+turned, rather than resort to a turn-table in the main track which contains an element
+of danger as well as of delay to the traffic. The device, however, is an ingenious one to
+meet the peculiar conditions of line; and if experience with it proves satisfactory, there
+are other problems on a larger scale relating to change of direction in mountain
+location that it may help to solve.</p>
+<p>C. W. Gibbs, M. Am. Soc. C. E.&mdash;If a special engine had been procured, as
+Mr. Crowell suggests, it would have been at an extra expense, owing to the limited
+number wanted; and even with a special design, it might have been difficult for any
+engine to have backed its load over so steep a grade and such sharp curves without
+more danger than was suggested there might be at the turn-table. The delay to traffic
+amounts to nothing, for there are no competing lines, nor do I expect there ever
+will be. The turn-table has now been in actual operation every day since June, 1889,
+and no accident has ever occurred.</p>
+<div class="pb" id="Page_14">14</div>
+<div class="img" id="fig1">
+<img src="images/p01.png" alt="" width="1600" height="972" />
+<p class="pcap"><span class="ssn"><span class="smaller">PLATE XXII.
+<br />TRANS. AM. SOC. CIV. ENG&rsquo;RS.
+<br />VOL. XXIII. N<sup>o.</sup> 450.
+<br />GIBBS ON
+<br />SILVERTON RAILROAD.</span>
+<br /><br />SKETCH
+<br />SHOWING ALIGNMENT
+<br /><span class="smaller">OF</span>
+<br /><span class="large">SILVERTON RAILROAD,</span>
+<br /><span class="smaller">AT</span>
+<br /><span class="large">CORKSCREW.</span>
+<br />C.W. GIBBS, Chief Engineer.</span></p>
+</div>
+<div class="pb" id="Page_15">15</div>
+<h2 id="c5"><span class="small"><span class="ss">AUDITOR&rsquo;S STATEMENT</span></span>
+<br /><span class="smaller">EARNINGS AND EXPENSES, SILVERTON RAILROAD
+<br />YEARS 1889, 1890 AND 1891</span></h2>
+<table class="center">
+<tr class="th"><th colspan="2"><span class="small">1889</span></th></tr>
+<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$ 80,881.66</td></tr>
+<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">34,285.04</span></td></tr>
+<tr><td class="l"> </td><td class="r">46,596.62</td></tr>
+<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>
+<tr><td class="l"> </td><td class="r">21,096.62</td></tr>
+<tr class="th"><th colspan="2"><span class="small">1890</span></th></tr>
+<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$105,673.39</td></tr>
+<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">51,127.22</span></td></tr>
+<tr><td class="l"> </td><td class="r">54,546.17</td></tr>
+<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>
+<tr><td class="l"> </td><td class="r">29,046.17</td></tr>
+<tr class="th"><th colspan="2"><span class="small">1891</span></th></tr>
+<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$121,611.38</td></tr>
+<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">57,548.37</span></td></tr>
+<tr><td class="l"> </td><td class="r">64,063.01</td></tr>
+<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>
+<tr><td class="l"> </td><td class="r">38,563.01</td></tr>
+</table>
+<table class="center">
+<tr><td class="l">Length of line </td><td class="r">17 miles</td></tr>
+<tr><td class="l">Length of side tracks </td><td class="r"><span class="u">8 miles</span></td></tr>
+<tr><td class="l"> </td><td class="r">25 miles</td></tr>
+<tr><td class="l">Floating debt </td><td class="r">Nil</td></tr>
+<tr><td class="l">Bonded debt </td><td class="r">$425,000.00</td></tr>
+</table>
+<p><span class="lr">Alex Anderson, Auditor</span></p>
+<p>At the time the foregoing statement was made, the Company owned the
+following equipment:</p>
+<div class="verse">
+<p class="t0">3 locomotives</p>
+<p class="t0">2 coaches</p>
+<p class="t0">1 baggage and express car</p>
+</div>
+<p>In addition to the above, the company now owns 50 freight cars, which
+it has since purchased, and it also has a floating debt of $32,502.76.</p>
+<p><span class="lr">Alex Anderson, Auditor</span></p>
+<div class="pb" id="Page_16">16</div>
+<p>As has already been noted Engine 100 was purchased and put into service
+as soon as the railroad started operating.</p>
+<p>The Rio Grande Southern Railroad bought a number of engines in both
+1890 and &rsquo;91 and, as it was not yet in operation and did not need so many, it
+kept its sister railroad in supply. A record of those it loaned to the S. R. in
+1892 is as follows:</p>
+<div class="verse">
+<p class="t0">No. 8&mdash;January 1 to April 12</p>
+<p class="t0">No. 5&mdash;July 7 to November 19</p>
+<p class="t0">No. 7&mdash;August 14 to September 2</p>
+<p class="t0">No. 6&mdash;September 2 to October 10</p>
+<p class="t0">No. 34&mdash;November 27 to December 31</p>
+</div>
+<p>A picture of No. 5 with a train at Summit may be found herein.</p>
+<p>It has always been supposed that the Shay engine belonged originally to
+the Silverton Railroad but the Lima Locomotive Works&rsquo; records reveal that
+Mears bought it under his own name in the spring of 1890. It, as No. 269,
+was used on construction of the Rio Grande Southern throughout that year
+and the next.</p>
+<p>It isn&rsquo;t known how or when it got into the possession of the S. R. but
+it was with that company in the summer of 1892 and a picture of it on the
+lower leg of the turntable track exists. It seems to have been called both
+&ldquo;Ironton&rdquo; and &ldquo;Guston&rdquo; during this period. It was traded to the R. G. S. for
+the latter&rsquo;s Engine 34 on November 27, 1892. (Note that the table above shows
+the 34 merely on loan. The trade date, however, is correct.)</p>
+<p>Locomotive 34 was a Baldwin of the 56 class which had, before going
+to the R. G. S., belonged to both the D. &amp; R. G. and the R. G. W. The S. R.
+numbered it &ldquo;101&rdquo; but several years later changed it to a mere &ldquo;1&rdquo;.</p>
+<p>Red Mountain and Ironton became two flourishing towns with plenty of
+stores and all the appurtenances of civilization. In the eighties and early
+nineties Red Mountain had three newspapers. In 1890 it had a population
+of 598 while Ironton had 322. Even Chattanooga had a mill, some stores and
+51 people. The locality was a beehive of activity as mines and mills were working
+<span class="pb" id="Page_17">17</span>
+every place. The hills were liberally sprinkled with houses, stores, mills,
+boarding houses, barns and mine buildings. An incendiary fire at Red Mountain
+on August 20, 1892 destroyed practically the whole town causing property
+damage estimated at $259,000. But nothing daunted these optimists. They
+immediately went about rebuilding it.</p>
+<p>The transportation of supplies to the district&mdash;machinery, timbers for
+mines, lumber, living necessities, coal and feed for animals&mdash;must have been
+terrific for such little trains to handle. Return trains carried ore bound for
+the smelters at Silverton and Durango. A company in which Mears was interested
+built a smelter, the Standard, at Durango in 1889, to handle copper
+ore from the Red Mountain area but it did not prove a success. Eventually, in
+1897, the property was sold and rased. The slag pile may still be seen just
+south of town.</p>
+<p>Operation, not counting sharp curves and steep grades, was complicated.
+Turning facilities were numerous for such a short piece of railroad&mdash;Silverton,
+Sheridan Junction, Red Mountain, Corkscrew Gulch, Ironton and Albany.
+The Operation of the turntable has already been exhibited. It, very soon
+after completion, began having trouble with snow, and a long entrance shed
+was built to alleviate the condition. Each leg of the wye at Red Mountain
+would accommodate only two cars, and so the engine and baggage car went
+around it and hooked onto the other end of the coaches.</p>
+<p>Four regular freights and probably an extra one or two operated. The
+company did not have enough engines or anything else for such traffic and so
+must have borrowed from the R. G. S. and the D. &amp; R. G. Passenger business
+was only a sideline but Mears maintained the dignity of his little railroad
+by running daily, each way, two passenger trains, each with two or three
+coaches and baggage car. He charged 20c per mile straight and had all the
+riders he could handle.</p>
+<p>Business had been very good, so good, in fact, that the Silverton Railroad
+had the reputation of being the best-paying for its size in the state. Mears even
+used profit from it to assist the R. G. S. which was not doing as well as had
+been expected.</p>
+<div class="pb" id="Page_18">18</div>
+<p>An extension of the Silverton Railroad up the Animas River Valley had
+been considered for several years. It became a reality in 1893 when the two
+miles from Silverton to the Silver Lake mill at Waldheim were built. It was
+considered a part of the S. R. system, not a separate line.</p>
+<p>The San Juan&rsquo;s most common precious metal was silver. Others were gold,
+lead, zinc and copper. Trouble had been brewing for some time but when
+the government repealed the Sherman Silver Purchasing Act in 1893 a panic
+descended not only on the San Juan but on all of the United States.</p>
+<p>All mining towns had, of course, boomed and were replete with hordes
+of promoters, prospectors, miners and hangers-on. Saloons, gambling joints and
+brothels flourished. Now, mines closed by the dozens and the populace departed.
+Many towns, especially the small ones, were practically deserted. Train
+operation came down to a mixed freight and passenger.</p>
+<p>As some of Mears&rsquo; letters indicate, he was, after the panic, having
+a most difficult time in making ends meet. He gave up the Rio Grande Southern
+almost immediately and allowed it to go into receivership on the 2nd of
+August, 1893. He tried, however, to hang on to the Silverton Railroad but,
+as some of the letters reveal, he had to do a good deal of juggling with bonds,
+stocks and notes to stave off creditors.</p>
+<p>In 1896 the company claimed 18.25 miles of track from Silverton to
+Albany, 3.75 miles of branches and .48 miles of spurs. In the same year it
+listed two locomotives, three combination cars, 36 box cars, one caboose and
+one &ldquo;other&rdquo;.</p>
+<p>Even with the hard times Mears managed by borrowing to extend the
+railroad in 1896 from Waldheim to the Sunnyside mine at Eureka, another
+6&frac12; miles. This entire piece, Silverton to Eureka, he incorporated as the Silverton
+Northern. This railroad was justified as both the Silver Lake and
+Sunnyside mines carried a good deal of gold.</p>
+<p>At the turn of the century the most talked of and anticipated event in
+the mining country was the Meldrum Tunnel which was to bore through the
+range west of Red Mountain town and connect with mines at Pandora near
+Telluride on the other side.</p>
+<div class="pb" id="Page_19">19</div>
+<p>The tunnel was to be large enough to contain a railroad which was to
+connect the Silverton Railroad with the Rio Grande Southern at Pandora.
+This would have saved much mileage and would, except at the ends, have
+been free from snow.</p>
+<p>Andrew Meldrum, a Scotchman, the originator of the project, raised money
+and started work in 1898. He left a point on the west side one and a half
+miles south of Pandora and drilled eastward until he had reached a depth of
+1400 feet. Except for one joggle it was quite straight. At the same time he
+ran another tunnel westward from a point about one-half of a mile north of
+Joker Tunnel to a depth of 600 feet or more. Altogether he drilled about 1.6
+miles on the west side and .6 mile on the east side. Finally, in 1900,
+with 3.4 miles yet to go, he ran out of money and had to abandon the project.</p>
+<p>However, Meldrum&rsquo;s dream did materialize in 1946 during World War
+II when the government loaned the Idarado Mining Company, which had
+bought the old Treasury Tunnel workings at Red Mountain, the money to
+complete a tunnel through the mountain to the Pandora side. It takes several
+drops and rises and goes in various directions in order to contact the ore
+veins, so that the total length is 7&frac12; miles. This amount does not include
+some tail tunnels.</p>
+<p>The Idarado property is now considered one of the richest in the world
+for hardrock ores&mdash;silver, gold, lead, zinc, copper and manganese.</p>
+<p>Meldrum lived out his life in Ouray and died in a cabin there all alone,
+a few years too soon to see his dream come true.</p>
+<p>Everybody hoped and expected that mining would soon revive but the
+time dragged on and it did not. William Jennings Bryan ran for president of
+the United States in 1896 on a &ldquo;free coinage of silver&rdquo; platform and the
+&ldquo;Silver San Juan&rdquo;, Mears especially, ardently campaigned for him. When Bryan
+was defeated, Mears gave up on a mining revival and early in 1897 moved to
+the East. There he took up several business enterprises and stayed for ten
+years. However, he retained a general supervision over his railroads and made
+numberless trips back to the San Juan.</p>
+<p>Revenues had decreased so greatly that the railroad was finally, in 1898,
+<span class="pb" id="Page_20">20</span>
+forced into receivership. Alex Anderson, a Scotchman and a former auditor,
+was made the receiver.</p>
+<p>The Crawford interests who were promoting the Joker Tunnel (a drainage
+operation) got control of the railroad in a foreclosure sale in 1904. On
+November 3 of that year it was incorporated by Otto Mears, Alex Anderson,
+John Ewing, George Crawford and Harry Riddell as the Silverton Railway,
+with Mears as president. The new company replaced the old 30-lb. steel with
+45-lb. Mr. Ridgway, as superintendent at this time, 1904 and 1905, had to keep
+three sets of books&mdash;one for the S. R., one for the S. Ry. and one for the S.N.</p>
+<p>Just before and after the reorganization, business revived until it was
+nearly as good as in the beginning though only one passenger train ever ran
+again and then only as far as Joker Tunnel. The train consisted of two
+coaches and a baggage car to Red Mountain where one coach was set out and
+the rest went on to Joker. In 1912 a daily passenger was running only as
+far as Red Mountain. In 1919 and &rsquo;20 a passenger was still going to the
+same destination. During this period about two freights operated though the
+number depended on the amount of business. A little engine could haul
+three loads up to Red Mountain and a big one could haul five. Both handled
+ten loads down. In the winter operation was suspended either for short periods
+or for the season because of snow blockades.</p>
+<p>The turntable was still standing in early 1906 for John Crum who that
+spring drove a logging team from Albany Gulch to the Gold Lion mine, at
+night turned his horses loose on a flat nearby and in the morning had to play
+tag with them around the table to catch them.</p>
+<p>Mears, who was expecting great things of the Cold Prince mine and
+mill at Animas Forks on the Silverton Northern, decided he needed a turntable
+worse there than at Corkscrew. So, in the summer of 1906, Edward
+Meyer, an engineer, took a train to the gulch to retrieve all essential and
+removable parts along with other appurtenances. These were then transported
+to and installed at Animas Forks.</p>
+<p>Joe Dresbach, the general manager of the time, has also stated that
+essential and removable parts of the turntable at Corkscrew were retrieved
+<span class="pb" id="Page_21">21</span>
+and installed at Animas Forks.</p>
+<p>Charles Decker, an engineer, says that the housing and operating parts
+of the turntable at Corkscrew were gone when he went there for the first
+time in 1907. The train merely ran over the stationary table onto a switchback
+that had been extended to hold several cars, and then backed out.</p>
+<p>After the turntable was abandoned a train leaving Red Mountain headed
+into Corkscrew Gulch, backed down to Joker Tunnel, headed into Corkscrew
+again and finally backed to Red Mountain. Or the operation was reversed by
+backing out of Red Mountain to begin with. As trains will not back through
+much snow downhill and practically none uphill this railroad got into trouble
+in the winter no matter how it started out or what it did.</p>
+<p>Mears was employed by the D. &amp; R. G. to reconstruct the railroad in the
+Animas canyon after the disastrous flood of October 5, 1911. He used S. Ry.,
+S. G. &amp; N. and S. N. engines and crews to work from the north end. Trains
+went to Joker Tunnel to pick up rails that had been brought that far by
+freight teams from Ouray. Silverton ran out of coal, and some that had already
+been hauled to the Treasury Tunnel at Red Mountain was brought back to
+town. In about 60 days the line was open and the first two freight cars to
+arrive in Silverton were one of caskets and one of beer.</p>
+<p>Many derailments and minor accidents occurred but in its 39 years of
+operation only one fatality. In 1902 or &rsquo;03 an engine ran off a short rail at
+Sheridan Junction causing it to overturn. The engineer, Bally Thompson, was
+caught and crushed under the boiler. The whole top of his head and jaw were
+torn off and his skin was cooked like that of a roasted turkey.</p>
+<p>The year ending June 30, 1911 showed a cash balance of $9 while the
+year ending December 31, 1917 turned up with a deficit of $25,241. Regular
+operation ceased in 1921 and abandonment proceedings were held in the early
+fall of 1922. All rolling stock, including Engines 100 and 101 (1) were turned
+over to the S. N.</p>
+<div class="pb" id="Page_22">22</div>
+<p>Below is the last station list ever published:</p>
+<table class="center">
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">.00 </td><td class="c">Silverton </td><td class="r">9,300</td></tr>
+<tr><td class="r">5.30 </td><td class="c">Burro Bridge </td><td class="r">10,236</td></tr>
+<tr><td class="r">7.23 </td><td class="c">Chattanooga </td><td class="r">10,400</td></tr>
+<tr><td class="r">10.64 </td><td class="c">Summit </td><td class="r">11,235</td></tr>
+<tr><td class="r">11.97 </td><td class="c">Red Mountain </td><td class="r">11,025</td></tr>
+<tr><td class="r">12.66 </td><td class="c">Vanderbilt</td></tr>
+<tr><td class="r">12.85 </td><td class="c">Yankee Girl</td></tr>
+<tr><td class="r">13.26 </td><td class="c">Robinson</td></tr>
+<tr><td class="r">13.46 </td><td class="c">Guston</td></tr>
+<tr><td class="r">13.93 </td><td class="c">Paymaster Coal Track</td></tr>
+<tr><td class="r">14.38 </td><td class="c">Corkscrew Gulch</td></tr>
+<tr><td class="r">14.81 </td><td class="c">Paymaster Ore Track</td></tr>
+<tr><td class="r">15.03 </td><td class="c">Silver Belle</td></tr>
+<tr><td class="r">16.06 </td><td class="c">Joker</td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+</table>
+<p>As the track was not immediately removed an occasional train was run
+to Red Mountain or even to the mines beyond. With the salvaging of the rails
+in 1926 the Silverton Railroad made its last run.</p>
+<p>The original Red Mountain Town was on the east side of the small hill
+called the Knob. The place began declining about 1907 and the time came
+when it was deserted and all structures were in a state of near or complete
+collapse. The Idarado, the old Treasury Tunnel, to the north side of the Knob,
+with all its prosperous looking mine and mill buildings and its nice dwellings,
+most of which were moved there from Eureka, now constitutes the town of
+Red Mountain. <i>This</i> Tunnel is a World War II development and is famous
+because it bores through the mountain to the mines on the Telluride side.</p>
+<div class="pb" id="Page_23">23</div>
+<p>The new highway has almost obliterated the old railroad grade. It may
+be seen crawling along on the sidehill up to Burro Bridge, and again at
+Chattanooga Loop and overhead as it climbs to the summit. It also may be
+seen curving around the Knob to old Red Mountain town, crawling along
+the mountain to Corkscrew Gulch and dropping down to Joker Tunnel. Then
+all traces of it are gone except some old grade at Albany. First a road, then a
+railroad and again a road!</p>
+<div class="pb" id="Page_25">25</div>
+<h2 id="c6"><span class="small">SILVERTON, GLADSTONE &amp; NORTHERLY</span></h2>
+<p>The Gold King Mining Company, under President W. Z. Kinney, promoted
+a railroad for the purpose of hauling concentrates from mills along Cement
+Creek to the smelters at Silverton. According to the Manual the railroad
+was chartered April 6, 1899 and completed in July. James Dyson located the
+route and the Rocky Mountain Construction Co., incorporated in Maine,
+constructed the 7.5 miles of line and the one-half mile of sidings from Silverton
+to Gladstone. Forty-five-pound rail was used. Track left the main line of the
+D. &amp; R. G. at the north end of Silverton and there a roundhouse was built. San
+Juan County records show that the property was conveyed from the construction
+company to the railroad company July 21, 1899. Two figures, $247,838 and
+$252,979, have been given as the cost of the job. The difference may have
+covered equipment.</p>
+<p>The S. G. &amp; N. bought Engine 32 from the Rio Grande Southern through
+the D. &amp; R. G. purchasing agent, C. M. Hobbs, for $3252. Mr. Hobbs instructed
+Mr. Lee, general superintendent of the R. G. S., to letter it properly, deliver it
+to W. Z. Kinney at Silverton on August 1, 1899 and collect the money. Two
+very nice made-to-order coaches, that had seats for passengers in one end
+and baggage compartments in the other, were obtained. Two trains ran daily
+consisting, generally, of an engine, two loads and a passenger coach. The
+first year of operation showed a surplus of $35,366.21.</p>
+<p>The company, evidently, did not have enough power and in October
+1900 it was asking the R. G. S. for another locomotive like the one it already
+had, but none was available. Meanwhile, a company in Palestine, Texas had
+bought R. C. S. 33 (exactly like 32) but on finding it unsatisfactory, had
+shipped it back. The R. G. S. placed it in the Burnham Shops at Denver where,
+in 1902, it underwent extensive repairs. Then it was sold to the S. G. &amp; N.</p>
+<p>The two locomotives mentioned above were sisters to the Silverton Railroad&rsquo;s
+No. 101 (1), formerly R. G. S. 34. All three were of the same make
+<span class="pb" id="Page_26">26</span>
+and the same class and had the same owners at the same time and in the same
+order&mdash;the D. &amp; R. G., the R. G. W. and the R. G. S. All of these engines ended
+up with the S. N. (So did S. R. No. 100.) All had five owners. The 33 had
+six owners if one would count the company in Texas but, as far as is known,
+no money changed hands.</p>
+<p>A new locomotive, No. 34, a Baldwin of the 100 class, was purchased
+in 1904. The Manual of 1905 lists three engines, two coaches, and twenty
+freight cars; the one of 1909 says two locomotives, two coaches, ten box cars
+and twenty-one gondolas. Engine 32 was the one out of service at this time.
+Eventually its boiler went to a sawmill at Cascade. No. 33 lasted a few years
+longer.</p>
+<p>Except for Mr. Kinney of Silverton, the board of ten directors elected in
+1904 were all from Maine, Massachusetts or New Brunswick and the trustee
+under the mortgage was the Newtonville Trust Co. of Newtonville, Mass.
+In 1905 the funded debt was $100,000 and the outstanding stock, $121,000.
+In the year ending June 30, 1909, the railroad had carried 16,667 tons of freight
+and 3,916 passengers.</p>
+<p>It was not uncommon for service to be discontinued for short or long
+periods in any winter on account of snow blockades but the suspension in the
+fall of 1911 was due to the extensive washouts on the D. &amp; R. G. in the Animas
+Canon. S. G. &amp; N. men and equipment were sent to assist in the reconstruction.</p>
+<p>Excursions were often run to Gladstone for picnics or to gather columbines
+either to send out of town for some special doings or for any kind of local
+celebration.</p>
+<p>According to the Official Guides of 1913, 1914 and 1915 mixed trains
+ran thrice weekly&mdash;Monday, Wednesday and Friday. In 1913 trains left
+Silverton at 1:00 P.M. and arrived at Gladstone at 1:45 P.M.; left Gladstone
+at 2:15 P.M. and arrived at Silverton at 3:00 P.M. This was a considerable
+decline from the original two trains per day.</p>
+<p>About the first of January 1910, Mears, Slattery and Pitcher leased the
+Gold King mine. On January 15 of the same year the Silverton Northern
+Railroad leased the S. G. &amp; N. and five years later, on June 10, 1915, bought
+<span class="pb" id="Page_27">27</span>
+it at auction. San Juan County records show that the deed was made July 23.
+Mears then owned all three railroads. Only one S. G. &amp; N. engine, the 34, was in
+service. The partners gave up the lease on the mine in 1917 and Mears, then
+77 years old, left for California, never to return.</p>
+<p>Mrs. Percy Airy has a little story to tell of this period. In 1911 her
+husband was working at the Gold King mill at Gladstone and they were
+living in a little cabin with almost no furniture and conveniences. One
+morning while she was washing, Percy came rushing in, saying he was bringing
+his uncle Jack Slattery, Otto Mears, James Pitcher and Louis Quarnstrom
+in for dinner. Flustered and dismayed were no words for it! At such
+a camp no fresh stuff was available but she managed a dinner of ham,
+scalloped potatoes, a canned vegetable, biscuits with butter and jam, fresh
+canned mountain raspberries, cake and coffee. She had only two stool chairs
+and one of them was occupied by the washtub which Mears urged her not
+to move. She put one man on the other stool chair, two on the bed and two
+in rockers. Being very young, only nineteen, she was so embarrassed she
+wouldn&rsquo;t sit down at the table. Everybody praised her dinner and she felt better.
+When Mears left he presented her with a very rich piece of gold ore, about
+the size of a large orange, and told here if she&rsquo;d always keep that she&rsquo;d
+never be poor. Later she engaged a jeweler to make a watch charm from
+it for her husband. A small cracked charm and two small pieces of ore
+were all that was returned to her. The fellow claimed he had had to break
+the big chunk all to pieces to get the charm and had thrown the scraps
+away. Of course every small grain of that ore was valuable.</p>
+<p>Business kept dwindling until only an occasional train was run. The
+following table indicates that the track was still lying in 1923.</p>
+<div class="pb" id="Page_28">28</div>
+<table class="center">
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr class="th"><th colspan="3">SILVERTON, GLADSTONE &amp; NORTHERLY</th></tr>
+<tr class="th"><th colspan="3"><span class="smaller">Official Roster 1923</span></th></tr>
+<tr><td class="r">0 </td><td class="l">Silverton </td><td class="r">9,300</td></tr>
+<tr><td class="r">3.2 </td><td class="l">Yukon Mills</td></tr>
+<tr><td class="r">5.0 </td><td class="l">Porcupine Gulch</td></tr>
+<tr><td class="r">7.0 </td><td class="l">Fishers Mill</td></tr>
+<tr><td class="r">7.5 </td><td class="l">Gladstone </td><td class="r">10,600</td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+</table>
+<p>No exact date can be found for the tearing up of the rails but it probably
+was in 1926, the same year the S. R. was dismantled. All equipment went
+to the S. N. as it already belonged to it anyway.</p>
+<p>The government, during our war with Japan, established military posts
+in Alaska. The railroad up there, the White Pass and Yukon, needed more
+locomotives and in 1942 it purchased all that were left on the S.N.&mdash;the
+3, 4 and 34. (The S. N. had ceased operation three years previously.) The
+34, as should be remembered, had belonged to the S. G. &amp; N. When the
+Alaskan railroad received the 34 it numbered it &ldquo;24&rdquo;. After Diesel power
+was obtained there the 24 (nee 34), then about forty years old, was retired
+to the boneyard.</p>
+<p>One of the original S. G. &amp; N. coaches was bought from the S. N., moved
+to Durango and set up on Main Avenue as the &ldquo;Pioneer Diner&rdquo;. Later, after
+changes and additions, it became the &ldquo;Chief Diner&rdquo;. It is still operating
+and may be seen in Durango.</p>
+<div class="pb" id="Page_29">29</div>
+<h2 id="c7"><span class="small">SILVERTON NORTHERN</span></h2>
+<p>Mears hoped to run a railroad from Silverton to Mineral Point and
+possibly on to Lake City, following practically the same route as the wagon
+road he had built twelve years previously. C. W. Gibbs, chief engineer,
+made surveys from Silverton to Eureka in both 1889 and &rsquo;90 but nothing
+was immediately attempted, probably because of all effort and money going
+toward the construction of the Rio Grande Southern. However, two miles
+from Silverton to Waldheim were built in 1893 as an extension of the
+Silverton Railroad.</p>
+<p>According to San Juan County records the Silverton Northern was
+incorporated on September 20, 1895. Fred Walsen was the president, Otto
+Mears the vice-president and Alex Anderson the secretary-treasurer.</p>
+<p>Construction began at the North Star bridge, the end of the first
+piece of railroad, in late April of 1896 and the 6&frac12; miles were completed to
+Eureka in late June. The transfer of the property from the construction
+company to the railroad company was made on July 1st. Silverton Northern
+books gave the cost of construction as $272,400. Meanwhile the first two miles
+had been transferred from the Silverton Railroad to the Silverton Northern.
+A big celebration took place at Eureka on the completion of the line and
+Mrs. Edward G. Stoiber drove the golden spike. A picture is extant which
+shows the crowd there.</p>
+<p>S. R. Engine 101 was transferred to the S. N. but henceforth was to
+go by the number of 1. Of course, the company could borrow a locomotive
+or other equipment from the S. R. or the D. &amp; R. G. as needed.</p>
+<p>Ever since the panic of 1893 with its demonetization of silver, mining
+in the San Juan had been seriously crippled but, since the Sunnyside mine
+near Eureka and the Silver Lake mine near Waldheim produced good values
+in gold, the S. N. could make a profit.</p>
+<p>Mining men, Mears among them, had great hopes that mining would
+revive as of old if William Jennings Bryan could be elected as president.
+<span class="pb" id="Page_30">30</span>
+Bryan, it should be remembered, was running in 1896 on a platform of silver
+coinage at 16 to 1 with gold. When he was defeated Mears lost hope for
+any improvement in mining and moved to the East where he took up several
+projects. One was the building of the Chesapeake Beach railroad from Washington
+to the beach. Another was the promotion of the Mack Truck Co.
+with himself as the first president. He, at that early date, saw the possibilities
+of automobile transportation.</p>
+<p>Though Mears stayed in the east until 1907 he exercised a strong supervision
+over his San Juan railroads and made a number of trips back to the
+country to oversee them.</p>
+<p>In 1901 the company owned one locomotive, one passenger coach, ten
+box cars and one service car. For the year ending June 30, 1901 it had
+operated 3376 miles of mixed and 1310 miles of passenger service. In 1902
+it paid a dividend of 10%.</p>
+<p>The Gold Prince mine, four miles up the Animas River canon from
+Eureka, was then flourishing so Mears decided to build a railroad to the place.
+He hired Thomas Wigglesworth as surveyor and constructor. Construction
+from Silverton to Eureka had been easy&mdash;no hard grading and only two
+small bridges&mdash;but from Eureka to Animas Forks, the little town near the
+Gold Prince, it was to be very difficult&mdash;up a rough canon and over 7%
+to 7&frac12;% grade, the very maximum for a steam railroad.</p>
+<p>Mr. Vest Day gives an account of its building:</p>
+<p>&ldquo;Mr. Thomas Wigglesworth, for whom I had worked several times before,
+hired me to get stuff together and go up to Animas Forks to establish a
+camp. Late in May of 1904 I loaded on the train at Durango about a carload
+of surveyor&rsquo;s equipment and camp supplies, among which was a 350-lb.
+cook stove, all to be taken by rail to Eureka. There the two Peck brothers
+packed it on burros and, since the snow was deep and soft, they often had
+to spread gunny sacks out for the burros to step on, especially for the one
+with the stove, to keep them from sinking in too deeply. Everything arrived
+at Animas Forks in good order.</p>
+<p>&ldquo;The snow was six feet deep around the cabins we were to occupy so I
+<span class="pb" id="Page_31">31</span>
+had to shovel paths and dig down to get the doors open. Then I had to
+gather wood out of the tree tops but had the stove up and a good supper ready
+when Mr. Wigglesworth arrived with three other young fellows.</p>
+<p>&ldquo;We first did some preliminary surveying, running a line from Animas
+Forks to the divide in case Mr. Mears should decide on a railroad to Lake
+City. The snow was so deep we could not drive the stakes so we cut turning
+points in the hard crust with a hatchet.</p>
+<p>&ldquo;Then we started to work in the canon which was a hard problem and
+had labored a month trying to get a line up the east side when Mr. Wigglesworth
+remarked to Mr. Mears that he&rsquo;d like to build the railroad on the
+other side where the road was. Mears told him to go ahead and take it
+as it was his road anyway. Even though we used the road grade, still a lot of
+work had to be done and R. T. F. Simpson, who was to run the commissary,
+brought with him from New Mexico, 100 Navajo Indians to do the rough
+labor. About 25 whites were employed but they acted as powder men, clerks
+or other such things. We were all finished in the fall.</p>
+<p>&ldquo;While we were there Mr. Wigglesworth procured for Roy Goodman and
+me a railroad bicycle that Mears had had made for Mrs. Stoiber. She was not
+at that time using it. This contraption had a framework to which was fastened
+four light-weight flanged wheels with rubber on them, that ran on the track.
+Above was a platform on which were two stationary bicycles side by side.
+The riders treadled the bicycles and the two chains that pulled the two
+rear wheels and were connected with two small wheels on the axle of the car,
+drove the car, so it ran nicely on the track. We had a grand time going back
+and forth to Silverton on it.&rdquo;</p>
+<p>Marion A. Speer, a lad from Texas, went to work in the spring of 1904
+as a nipper on the railroad which was building from Eureka to Animas Forks.
+His job was to carry heavy tools such as drills and picks from the blacksmith
+shop to the drilling and blasting crews, and the dull ones back. The work
+was very hard but he had to have the money if he expected to go to the
+Colorado School of Mines, which was his intention. One day Wigglesworth,
+his boss, came to him and told him he&rsquo;d have to let him go as the work was
+<span class="pb" id="Page_32">32</span>
+too heavy for him. Marion, then, proceeded to &ldquo;bawl his eyes out&rdquo;. When
+Wigglesworth found out the reason he not only took him back but hired
+a Mexican boy to help him.</p>
+<p>The construction outfit used Engine 3 which was brand new that year,
+was very powerful and a beauty and was called &ldquo;Gold Prince&rdquo; after the mine
+at Animas Forks. That piece of railroad was completed in the fall except for
+sidings which were laid the next year.</p>
+<p>Young Speer worked at the Silver Lake mill for several summers and
+often got to ride in Engine 100; he also went to Gladstone in the 34 and
+was on the S. N. coach, the Animas Forks, when it turned over the first time.
+The track still lay to Albany in 1907 for a train took a bunch of picnickers,
+of which he was one, down that way and let them off.</p>
+<p>The railroad workers, among whom was Speer, ate at the Silver Wing
+(Condit) boarding house, and they were lolling around outside one evening
+in June of 1904 when a terrific explosion took place at the Toltec blacksmith
+shop, directly across the river, about 200 feet away. Debris of all descriptions
+peppered the boarding house.</p>
+<p>The Silverton <i>Standard</i> reported the event thus:</p>
+<p><i>An Awful Explosion</i>&mdash;&ldquo;Three men, Percy Kemper, Edward Crane and
+L. W. Lofgren, were killed last Sunday night about ten o&rsquo;clock by a powder
+explosion at the Toltec Tunnel of the Sioux Mining Company, located above
+Eureka near the mouth of Picayune Gulch.</p>
+<p>&ldquo;Kemper and Crane were literally blown to pieces, parts of their bodies
+being found in different places, 300 and 400 yards from the scene of the
+explosion. The blacksmith shop was, of course, demolished. When the sound of
+the explosion brought others to the scene, Lofgren was still alive, but he died on
+the way to Silverton. The remains of the other two unfortunate men were
+brought to this city Monday afternoon.</p>
+<p>&ldquo;Lofgren, it seems, had been working behind a metal mine car which
+absorbed much of the force of the explosion. This accounts for the fact that
+Lofgren was not killed outright.</p>
+<p>&ldquo;At the coroner&rsquo;s inquest held Monday a verdict was returned that the
+<span class="pb" id="Page_33">33</span>
+three men came to their deaths by and through carelessness in heating powder.</p>
+<p>&ldquo;The largely attended triple funeral was held Wednesday afternoon under
+the auspices of the Miner&rsquo;s Union of which all three of the deceased
+were members in good standing, the local Odd Fellows, however, turning
+out in honor of their deceased brother, Lofgren. Reverend Shindler preached
+the funeral sermon.&rdquo;</p>
+<p>Vest Day reports that his survey crew helped pick up the pieces of the
+bodies the next morning and put them into nail kegs.</p>
+<p>Mr. Meyer, the locomotive engineer on the construction crew, claimed
+the Indians would stop work on almost any pretext but especially to chase
+ground hogs. Mears decided to put a stop to such foolishness and hired 25
+white kids and supplied them with rifles to kill the animals. It didn&rsquo;t help
+much because when they were out of the way the Indians could find plenty
+of other excuses to dawdle.</p>
+<p>Mr. Arthur Ridgway stated that when he came to the S. N. in October
+of 1904 work was still going on under the supervision of Marshall B. Smith,
+Mears&rsquo;s son-in-law, with Navajo labor. Operation of the line began the next
+Spring after the snow went off.</p>
+<p>In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up
+Cunningham Gulch to the Green Mountain and Old Hundred mines, which
+added 1.3 miles of railroad to the system. The S. N. must have been in
+financial straits at this time for Mears had to raise money in New York
+to pay interest on the bonds.</p>
+<p>This railroad went north from Silverton as did the other two. The
+termini of the S. R. and S. N. were not much more than six air miles apart
+with the S. G. &amp; N. in between. Animas Forks is at the foot of Mineral
+Point. One may ride out on the top of Mineral Point, as this writer has
+done and see the waters divide, the Uncompahgre going to the north and the
+Animas to the south. Mears never got the courage to build a railroad up
+there as first projected nor on to Lake City.</p>
+<p>During the year ending June 30, 1905 the railroad carried 31,433 passengers
+and 43,349 tons of freight. The Manual or Guide lists for 1905,
+<span class="pb" id="Page_34">34</span>
+two engines, for 1909, three and for 1911, two. One or two passenger cars,
+one or two baggage and several freight cars were claimed. It should be remembered
+that equipment was interchanged between these little lines and
+was also borrowed from the D. &amp; R. G.</p>
+<p>The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an
+old one from the D. &amp; R. G, which it numbered 2, but it was of such little
+good it was soon scrapped. Mears bought the 3 new in 1904 and the 4 new
+in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased and in
+1915 bought the S. G. &amp; N. and got its engines, the 32, 33 and 34. Numbers
+100, 32 and 33 were scrapped between 1909 and 1912 but 1 was still in use
+in 1916 for it is shown in the picture of the zinc train that was running
+at that time. All four of those just noted sat for a number of years in the
+boneyard at Silverton. Numbers 3 and 4 were used on the snow bucking
+because 34 was too large for the plow.</p>
+<p>Mears could always think up something novel and smart. He had already
+put out the silver and gold passes and had devised the railroad bicycle
+but now he wanted to do something special in the way of a passenger coach
+for this run. He bought an old narrow gauge sleeper from the D. &amp; R. G.,
+that had been used on the run from Pueblo via Salida to Alamosa after 1890
+and is thought to have been one of those that came to Durango and Silverton
+From &rsquo;81 to &rsquo;83. He had it painted a bright green, put the words in gold,
+&ldquo;Silverton Northern Railroad&rdquo; over the windows and named it the &ldquo;Animas
+Forks&rdquo;. It had four upper and four lower berths on each side, half as many as
+a modern sleeper has. It was different also in that the berths had wooden
+slat bottoms instead of solid metal as we know them. Ten feet or less
+at one end was walled off for a kitchen while 20 feet or more was equipped
+with seats and tables. There was a menu card, lengthy and beautifully
+printed, and a liquor list to delight a connoisseur. Of course a porter was
+present to administer the drinks.</p>
+<div class="pb" id="Page_35">35</div>
+<p>The engine <i>pushed</i> the cars from Eureka to Animas Forks. It would not
+have done to have had them behind for, if a coupling had broken, the brakes
+would not have been able to hold them on such a steep grade and a
+runaway and wreck would have resulted. As, at first, there was no way
+of turning at Animas Forks the engine had to back down <i>pulling</i> the cars,
+a decidedly risky business. A turntable was desperately needed and so, in
+1906 or &rsquo;07, Mears used certain parts of the one at Corkscrew Gulch to
+complete the one he was building at Animas Forks. Then the engine could
+turn and, by setting the cars on a spur, could get ahead and keep them
+from running away. Before starting they tested the brakes most thoroughly;
+then the brakeman stayed on top of the cars clubbing them all the way
+down. Everybody breathed a sigh of relief when they got stopped at Eureka.</p>
+<p>They generally hauled a car of coal and an empty or a coach up
+and three cars of ore down. The biggest load ever taken up was a car of
+coal and a car of cement. Speed from Silverton to Eureka was ten miles
+per hour but from Eureka to Animas Forks, four miles, and the same on
+the return trips.</p>
+<p>The Stoiber brothers had developed the Silver Lake mine in Arastra
+Gulch and built the mill at the mouth of the gulch; later Ed took over the
+mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim
+which, because of its size&mdash;ball room, game rooms, etc.&mdash;and its fine construction
+and expensive furnishings, became known as the &ldquo;Mansion&rdquo;. There
+they entertained most lavishly, often passing out expensive party or dinner
+favors. (The author acquired one of them&mdash;a beautifully engraved solid
+silver dinner spoon.)</p>
+<p>The madam undertook a good part of the management of the mine herself,
+sometimes all of it, and was capable of subduing the most obstreperous
+miner who ever landed there. She was the lady who, to spite her neighbors,
+built the tall fence around her place in Silverton.</p>
+<p>They left Silverton about 1904 and, after Stoiber died, the madam erected
+a fine home in Denver, surrounding it with a fence. She had one husband
+before Stoiber and two others afterwards but no one knows for sure what
+<span class="pb" id="Page_36">36</span>
+became of them. Her last home was a villa in Italy where she died. A large
+fortune was left behind which is still being handed down to heirs of heirs.</p>
+<p>Mears signed a contract with the Gold Prince mine at Animas Forks, to
+haul its ore to Silverton over the winter of 1906-07. Therefore, it was
+necessary to prepare against the vicious snow slides between Eureka and
+Animas Forks. He decided to build several heavily timbered snow sheds and
+anchor them in rock in the hillsides. The first, 500 feet long, at a bad
+place near the Silver Wing boarding house, not far from Eureka, was completed
+in October. A slide that winter smashed it and dumped it into the
+Animas River Canon. Mears gave up on snow sheds.</p>
+<p>On March 24, 1906 concussion, which is the rush of air at the edges
+of a slide, did great damage to the Green Mountain mill in Cunningham
+Gulch and killed the mine foreman. It also destroyed several S. N. cars.
+At the same time a slide demolished the boarding house at the Shenandoah
+mine and killed twelve men.</p>
+<p>Near Animas Forks two men were asleep in the same bed. One was
+thrown toward the center of the room and carried away while the other was
+thrown toward the wall and was saved. In the same season two men were
+killed at the Robert Bonner mine near Burro Bridge on the S. R.</p>
+<p>These are only samples of slides that happened nearly every winter.
+Often bodies, frozen stiff, were recovered from slides and stood against
+the handiest wall.</p>
+<p>One summer a request came to Silverton for a great quantity of columbines
+for some national convention that was to be held in Denver. A &ldquo;Columbine
+Special&rdquo; train was run from Silverton to Animas Forks for the purpose of
+procuring them. Mears donated the use of the train, railroad men donated
+their services and townspeople donated their time. They gathered what they
+estimated to be 25,000. A hardware man supplied washtubs in which the
+flowers were packed and shipped. They went out of Silverton on flat cars but
+were transferred to box cars at Alamosa. The columbines reached Denver
+and were displayed in front of the Denver Post building.</p>
+<p>The Pullman was in a couple of wrecks, the first in the summer of 1908.
+<span class="pb" id="Page_37">37</span>
+New rail was being laid and hadn&rsquo;t, in one place, been spiked. Meyer was
+the engineer and was pulling a train of three coaches going south when the
+accident happened near Silver Lake, two miles out of Silverton. The engine
+and one coach went over the rail all right but the next coach caught on it,
+turned over and took the Pullman with it. When Conductor Hudson came
+along getting people out he found one woman with her head and shoulders
+completely through a window on the under side. The car had lit on a couple
+of ties, which held it up, preventing her from being crushed. Only her hat
+was knocked off. When settlements were made the worst casualty was found
+to be a box of peaches for which the owner asked and received 75 cents.</p>
+<p>Another time, about 1911, a train was going north when, near Waldheim,
+the Pullman, which had too long a wheelbase for curves, gave a swing
+and the top part left the trucks, flopping over and taking a coach with
+it. Booker was the engineer this time, Hudson, the conductor and Ruble,
+the fireman. When they arrived they found the dust so thick they could
+scarcely see or breathe. Ruble and Hudson walked along on the sides of the
+coaches pulling people out of the windows. They came to Mrs. William Terry
+securely fastened and soon found the trouble&mdash;her skirt was caught between
+a rock and the side of the coach. Ruble used his pocket knife to cut
+a piece out of the back. The poor fellow, easily embarrassed anyway, never
+heard the end of cutting off the lady&rsquo;s skirt.</p>
+<p>How Mrs. Terry remembers it:</p>
+<p>&ldquo;It was a Saturday afternoon in the summer time and the train was
+full of people going home from Silverton. In the Pullman everybody was talking
+and joking and having a good time. Suddenly the car gave a flop over
+on one side and everything was confusion. I was thrown against the slats
+of the berth and got several bumps on the head. I grabbed a handful of
+willows out the window which pulled through my hand leaving green streaks
+that lasted for days. My skirt was caught at the back and someone cut a chunk
+out of it. It had been jerked loose from the waist anyway so it came off.
+But those were the days when women wore petticoats and I had a nice one
+of iridescent taffeta, that rustled and had reams of ruffles.</p>
+<div class="pb" id="Page_38">38</div>
+<p>&ldquo;Broken glass had flown in every direction and many people had cuts.
+One woman who had on a white dress came up to me and asked me if her hat
+was on straight. I told her it was but that she had better look at her dress. The
+whole front of it was covered with other people&rsquo;s blood. Passengers sat on
+the hill waiting for a train to come for them. Everybody was very excited
+and upset. The porter went around offering drinks to help settle our nerves
+but I didn&rsquo;t take any. Cuts and bruises were the worst damages. The injured
+were loaded in a box car and taken to the hospital.</p>
+<p>&ldquo;My garb was a towel around my head, the coat of my just-past beautiful
+new plaid suit and the rustling ruffled petticoat. The suit, of course, was
+ruined as a skirt to match could not be obtained. I never got any damages,
+either, because I was riding on a pass. I lost two combs, too, that had real
+gold trimming.&rdquo;</p>
+<p>The Pullman had made its last trip. It was pulled into the D. &amp; R. G.
+yards at Silverton where it sat for a while, was gradually dismantled and
+finally burned. W. L. Bruce of Durango, about 1920, took some parts of
+the doors and door casings and some of the slats of the berths&mdash;all beautiful
+cherry wood&mdash;and made a porch swing.</p>
+<p>A picture of the front part of the zinc or &ldquo;Zinc Special&rdquo; train of World
+War I years is shown herein. A newspaper called the first shipment of ten
+cars &ldquo;the largest ever made in Colorado.&rdquo; Zinc with copper made the brass
+that was used in shells. A train of ten carloads of rich concentrates was
+shipped about once a week from the Sunnyside mill at Eureka, was picked
+up by the D. &amp; R. G. at Silverton and transported to a smelter at Pueblo in
+48 hours.</p>
+<p>The Terry family, owners of the famous Sunnyside mine, the biggest
+shipper on the D. &amp; R. G., was dickering with the U. S. Smelting and Refining
+Company regarding the sale of the mine and chartered a train for the use of
+those coming to investigate. A group of eastern capitalists&mdash;seven of them
+millionaires&mdash;accompanied by mining engineers, clerks, servants etc., made
+the trip in January or 1917. The train was the D. &amp; R. G. president&rsquo;s narrow
+gauge special, thought to be the only one of its kind in existence. The cars
+<span class="pb" id="Page_39">39</span>
+were beautifully finished and furnished. It was so outstanding and unique as
+to have been exhibited at the World&rsquo;s Fair at San Francisco in 1915.</p>
+<p>Snow was pretty deep. Much good stuff was on the train and the crew
+got slightly befuddled. Just at the north end of Silverton the coupling
+back of the engine came loose and the engineer went several miles before he
+noticed he had lost the train. He did some quick thinking and plowed the
+track on to Eureka. When he came back he told everybody that the snow was
+so deep he thought it better to go ahead and clear the line and then come
+back and get the train.</p>
+<p>The outfit parked at Eureka for about a week while officials and engineers
+made a thorough investigation of the Sunnyside which, a few months later,
+resulted in the sale of the mine. On the way back to Durango the train,
+called the &ldquo;Million Dollar Special&rdquo;, was wrecked about a mile south of
+Rockwood. The engine and the three coaches turned over. Nobody was
+seriously hurt but two of the cars caught fire from the cookstove and completely
+burned.</p>
+<p>In February 1906, three passenger trains on week days and two on
+Sundays ran between Silverton and Eureka. In 1913 a train, running six
+days per week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15,
+left Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and &rsquo;20
+a schedule as follows was in operation: leave Silverton at 8:00 A.M. for
+Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00, back at
+2:00; leave for Eureka at 3:00, back at 5:00;&mdash;two trips to Eureka and one
+to Joker Tunnel seven days per week.</p>
+<p>Though there seems to have been no scheduled service in 1923, at
+least the track was still lying and trains must have been run as needed.
+This period, it should be remembered, was one of hard times following World
+War I.</p>
+<div class="pb" id="Page_40">40</div>
+<table class="center">
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr class="th"><th colspan="3">SILVERTON NORTHERN</th></tr>
+<tr class="th"><th colspan="3"><span class="smaller">Official Roster, 1923</span></th></tr>
+<tr><td class="r">0.&nbsp; </td><td class="l">Silverton </td><td class="r">9,300</td></tr>
+<tr><td class="r">1.&nbsp; </td><td class="l">Power </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">2.&nbsp; </td><td class="l">Waldheim </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">3.&nbsp; </td><td class="l">Robin </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">3.2 </td><td class="l">Collins </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">4.7 </td><td class="l">Howardsville </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">0.&nbsp; </td><td class="l">Howardsville </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">1.1 </td><td class="l">Old Hundred </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">1.3 </td><td class="l">Green Mountain </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">6.2 </td><td class="l">Hamlet </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">7.4 </td><td class="l">Minnie Gulch </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">8.5 </td><td class="l">Eureka </td><td class="r">10,000 </td><td> </td><td></td></tr>
+<tr><td class="r"> </td><td class="l">Astor </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r"> </td><td class="l">Lion Tunnel </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">12.5 </td><td class="l">Animas Forks </td><td class="r">11,200</td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+</table>
+<p>The branch to Green Mountain operated only a short time because the
+mines up that way turned out to be poor producers. The part from Eureka
+to Animas Forks is claimed never to have paid expenses and soon quit
+regular operation though occasional trains ran up there until sometime in the
+twenties. Mears offered the right-of-way to the county if it would take up the
+track, which it did, and Mr. Meyer hauled the junk down in
+1936.<a class="fn" id="fr_4" href="#fn_4">[4]</a> Like
+the S. R., it was a road to begin with and ended up by being one again.</p>
+<p>The section from Silverton to Eureka revived and lasted the longest of
+any of the three little railroads. Ore was shipped over it from the Sunnyside
+mine and mill until 1939 when the mine closed down because of a miner&rsquo;s
+strike.</p>
+<p>In the summer of 1942 the property was advertised for sale for $17,000
+<span class="pb" id="Page_41">41</span>
+in delinquent taxes. Mrs. Cora Pitcher, Mears&rsquo;s daughter, sold it to the
+Dullen Steel Products Company and paid the taxes. This company shipped
+the shop equipment, rails and rolling stock out in October.</p>
+<p>The United States had, after it became involved in war with Japan,
+established military bases in Alaska. The railroad there, the White Pass and
+Yukon, needed more motive power and the government requisitioned the
+three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they were
+re-numbered to 22, 23 and 24, respectively. In 1947 word was received
+from the War Surplus Board and the W. P. &amp; Y. Ry. that twelve engines&mdash;7
+D. &amp; R. G., 2 C. &amp; S. and 3 S. N.&mdash;had been received by the Alaska Railroad
+but when Diesel power was obtained there, all except No. 34 (24) were
+returned to Seattle to M. Block &amp; Co., a junking outfit. The last known
+of the 34, it was sitting in the railroad yards at Skagway, Alaska, in a
+state of dismantlement.</p>
+<p>In 55 years, 1887 to 1942, the three little Silverton railroads started,
+prospered, declined and perished and nothing, unless one considers still
+discernible roadbeds and rotting ties, remains to attest their existence. No
+equipment except one coach, which is scarcely recognizable as such, has
+survived. A few little relics such as small amounts of paper material, a
+goodly number of pictures and S. R. buckskin, silver and gold passes have
+survived and they are scattered from one end of the United States to the
+other. Pathetic mementos they are, for agents that played such a large part
+in the life and prosperity of their community.</p>
+<h2 id="c8"><span class="small">THE FOLLOWING PAGES....</span>
+<br />Views and Documents of Narrow Gauge Railroading in the San Juan Mountains.</h2>
+<div class="pb" id="Page_42">42</div>
+<div class="img" id="fig2">
+<img src="images/p02.png" alt="" width="903" height="1599" />
+<p class="pcap"><span class="ssn"><span class="small">PLATE XXI.
+<br />TRANS.AM.SOC.CIV.ENGRS.
+<br />VOL. XXIII. N<sup>o.</sup> 450
+<br />GIBBS ON
+<br />SILVERTON RAILROAD.</span>
+<br /><br /><span class="large"><span class="sc">Silverton</span></span>
+<br /><span class="smaller">RAILROAD</span>
+<br /><span class="smallest">1888</span></span></p>
+</div>
+<div class="pb" id="Page_43">43</div>
+<div class="img" id="fig3">
+<img src="images/p02a.jpg" alt="" width="1600" height="1032" />
+<p class="pcap">The two levels of track at Chattanooga Loop.
+<span class="jr">(<i>Violight Productions</i>)</span></p>
+</div>
+<div class="pb" id="Page_44">44</div>
+<div class="img" id="fig4">
+<img src="images/p03.jpg" alt="" width="1600" height="1097" />
+<p class="pcap">The first train to Red Mountain with Mears beside the engine pilot.
+<span class="jr">(<i>Denver Public Library</i>)</span></p>
+</div>
+<div class="pb" id="Page_45">45</div>
+<div class="img" id="fig5">
+<img src="images/p03a.jpg" alt="" width="1600" height="1004" />
+<p class="pcap">The Chattanooga Loop.
+<span class="jr">(<i>C. W. Gibbs</i>)</span></p>
+</div>
+<div class="pb" id="Page_46">46</div>
+<div class="img" id="fig6">
+<img src="images/p04.jpg" alt="" width="1600" height="963" />
+<p class="pcap">Passengers transferring from the train to the stage at Red Mountain.
+<span class="jr">(<i>R. A. Ronzio</i>)</span></p>
+</div>
+<div class="pb" id="Page_47">47</div>
+<div class="img" id="fig7">
+<img src="images/p04a.jpg" alt="" width="1600" height="963" />
+<p class="pcap">The two levels of track approaching Corkscrew Gulch.
+<span class="jr">(C. W. <i>Gibbs</i>)</span></p>
+</div>
+<div class="pb" id="Page_48">48</div>
+<div class="img" id="fig8">
+<img src="images/p05.jpg" alt="" width="1600" height="979" />
+<p class="pcap">Ironton and the turntable
+<span class="jr">(<i>U. S. Geological Survey</i>)</span></p>
+</div>
+<div class="pb" id="Page_49">49</div>
+<div class="img" id="fig9">
+<img src="images/p05b.jpg" alt="" width="1996" height="1265" />
+<p class="pcap">The Yankee Girl mine buildings.
+<span class="jr">(<i>Colo. State Historical Soc.</i>)</span></p>
+</div>
+<div class="img" id="fig10">
+<img src="images/p05c.jpg" alt="" width="1200" height="822" />
+<p class="pcap">The track to Albany in the foreground.
+<span class="jr">(<i>U. S. Geological Survey</i>)</span></p>
+</div>
+<div class="pb" id="Page_50">50</div>
+<div class="img" id="fig11">
+<img src="images/p06.jpg" alt="" width="1200" height="887" />
+<p class="pcap">Red Mountain&mdash;The small round hill was called &ldquo;The Knob.&rdquo;
+<span class="jr">(<i>Colo. State Historical Soc.</i>)</span></p>
+</div>
+<div class="img" id="fig12">
+<img src="images/p06a.jpg" alt="" width="1200" height="742" />
+<p class="pcap">Red Mountain&mdash;Depot at right. National Belle mine on the hillside.
+Jail over the heads of the men.
+<span class="jr">(<i>Ray Cooper</i>)</span></p>
+</div>
+<div class="pb" id="Page_51">51</div>
+<div class="img" id="fig13">
+<img src="images/p06c.jpg" alt="" width="1200" height="711" />
+<p class="pcap">A snow-bucking train and the Red Mountain depot.
+<span class="jr">(<i>Denver Public Library</i>)</span></p>
+</div>
+<div class="img" id="fig14">
+<img src="images/p06d.jpg" alt="" width="1200" height="759" />
+<p class="pcap">Rio Grande Southern Engine 5 on lease to the S. R., at Summit.
+<span class="jr">(<i>Denver Public Library</i>)</span></p>
+</div>
+<div class="pb" id="Page_52">52</div>
+<div class="img" id="fig15">
+<img src="images/p07.jpg" alt="" width="1200" height="848" />
+<p class="pcap">The Corkscrew turntable.</p>
+</div>
+<div class="img" id="fig16">
+<img src="images/p07a.jpg" alt="" width="1200" height="947" />
+<p class="pcap">The dismantled turntable in 1958.
+<span class="jr">(<i>F. S. Cummings</i>)</span></p>
+</div>
+<div class="pb" id="Page_53">53</div>
+<div class="img" id="fig17">
+<img src="images/p07c.png" alt="" width="1080" height="1502" />
+<p class="pcap">S. G. &amp; N. bond
+<span class="jr">(<i>David Lavender</i>)</span></p>
+</div>
+<p class="center"><span class="ss">STATE OF COLORADO</span>
+<br /><span class="sc">United States of America.</span>
+<br /><span class="large"><span class="ss">FIRST MORTGAGE SIX PER CENT GOLD BOND
+<br /><span class="sc">The Silverton, Gladstone <span class="smaller"><i>and</i></span> Northerly</span> Railroad Company.</span></span></p>
+<div class="pb" id="Page_54">54</div>
+<div class="img" id="fig18">
+<img src="images/p08.jpg" alt="" width="1600" height="968" />
+<p class="pcap">Silver Lake mill at Waldheim
+<span class="jr">(<i>Silverton Variety</i>)</span></p>
+</div>
+<div class="pb" id="Page_55">55</div>
+<div class="img" id="fig19">
+<img src="images/p08a.jpg" alt="" width="1573" height="1000" />
+<p class="pcap">Mogul mill at Gladstone
+<span class="jr">(<i>John B. Marshall</i>)</span></p>
+</div>
+<div class="pb" id="Page_56">56</div>
+<div class="img" id="fig20">
+<img src="images/p09.jpg" alt="" width="1600" height="1022" />
+<p class="pcap">Old Hundred mill on the S. N.
+<span class="jr">(<i>John B. Marshall</i>)</span></p>
+</div>
+<div class="pb" id="Page_57">57</div>
+<div class="img" id="fig21">
+<img src="images/p09a.jpg" alt="" width="1600" height="982" />
+<p class="pcap">Eureka and the Sunnyside mill
+<span class="jr">(<i>Silverton Variety</i>)</span></p>
+</div>
+<div class="pb" id="Page_58">58</div>
+<div class="img" id="fig22">
+<img src="images/p10.jpg" alt="" width="1100" height="1329" />
+<p class="pcap">Pushing cars up to Animas Forks.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="pb" id="Page_59">59</div>
+<div class="img" id="fig23">
+<img src="images/p10a.jpg" alt="" width="1600" height="981" />
+<p class="pcap">Gold Prince mill at Animas Forks
+<span class="jr">(<i>Silverton Variety</i>)</span></p>
+</div>
+<div class="pb" id="Page_60">60</div>
+<div class="img" id="fig24">
+<img src="images/p11.jpg" alt="" width="1200" height="901" />
+<p class="pcap">The Gold King mill at Gladstone.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig25">
+<img src="images/p11a.jpg" alt="" width="1200" height="728" />
+<p class="pcap">A passenger train on the S. G. &amp; N.</p>
+</div>
+<div class="pb" id="Page_61">61</div>
+<div class="img" id="fig26">
+<img src="images/p11c.jpg" alt="" width="1200" height="777" />
+<p class="pcap">Silverton Smelter on Cement Creek.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig27">
+<img src="images/p11d.jpg" alt="" width="1200" height="841" />
+<p class="pcap">Green Mountain mill on the S. N.
+<span class="jr">(<i>John B. Marshall)</i></span></p>
+</div>
+<div class="pb" id="Page_62">62</div>
+<div class="img" id="fig28">
+<img src="images/p12.jpg" alt="" width="1000" height="572" />
+<p class="pcap">Silverton
+<span class="jr">(<i>Colo. State Highway</i>)</span></p>
+</div>
+<div class="img" id="fig29">
+<img src="images/p12c.jpg" alt="" width="1000" height="641" />
+<p class="pcap">Columbine day at Silverton.
+<span class="jr">(<i>Mrs. Louis Puls</i>)</span></p>
+</div>
+<div class="pb" id="Page_63">63</div>
+<div class="img" id="fig30">
+<img src="images/p12k.jpg" alt="" width="1000" height="753" />
+<p class="pcap">The Silver Lake mill and cables to the Shenandoah mill.
+<span class="jr">(<i>John B. Marshall</i>)</span></p>
+</div>
+<div class="img" id="fig31">
+<img src="images/p12n.jpg" alt="" width="1000" height="590" />
+<p class="pcap">S. G. &amp; N. coach No. 2
+<span class="jr">(<i>John Keller</i>)</span></p>
+</div>
+<div class="pb" id="Page_64">64</div>
+<div class="img" id="fig32">
+<img src="images/p13.jpg" alt="" width="1000" height="355" />
+<p class="pcap">The zinc train.
+<span class="jr">(<i>Mrs. Wm. Terry</i>)</span></p>
+</div>
+<div class="img" id="fig33">
+<img src="images/p13g.jpg" alt="" width="1000" height="373" />
+<p class="pcap">Engine 34 at Silverton.
+<span class="jr">(<i>Lad G. Arend</i>)</span></p>
+</div>
+<div class="img" id="fig34">
+<img src="images/p13h.jpg" alt="" width="1000" height="572" />
+<p class="pcap">Engines 3 and 4 at Silverton.
+<span class="jr">(<i>R. H. Kindig</i>)</span></p>
+</div>
+<div class="pb" id="Page_65">65</div>
+<div class="img" id="fig35">
+<img src="images/p13k.jpg" alt="" width="874" height="1200" />
+<p class="pcap">Train entering a snow cut in the S. N.
+<span class="jr">(<i>Joe Dresbach</i>)</span></p>
+</div>
+<div class="img" id="fig36">
+<img src="images/p13m.jpg" alt="" width="1000" height="397" />
+<p class="pcap">Bucking snow with Engine 4 on S. N.
+<span class="jr">(<i>Edward Meyer</i>)</span></p>
+</div>
+<div class="img" id="fig37">
+<img src="images/p13n.jpg" alt="" width="1000" height="429" />
+<p class="pcap">Engine 4 turned over into the Animas River.
+<span class="jr">(<i>Edward Meyer</i>)</span></p>
+</div>
+<div class="pb" id="Page_66">66</div>
+<div class="img" id="fig38">
+<img src="images/p14.jpg" alt="" width="777" height="460" />
+<p class="pcap">Silver filigree, 2.7 by 1.5 inches
+<span class="jr">(<i>C. W. Gibbs</i>)</span></p>
+</div>
+<div class="img" id="fig39">
+<img src="images/p14a.jpg" alt="" width="772" height="475" />
+<p class="pcap">Silver Plate, 3.65 by 2.2 inches.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig40">
+<img src="images/p14c.jpg" alt="" width="779" height="436" />
+<p class="pcap">Gold filigree, 2.5 by 1.4 inches
+<span class="jr">(<i>F. C. Krauser</i>)</span></p>
+</div>
+<div class="pb" id="Page_67">67</div>
+<div class="img" id="fig41">
+<img src="images/p14k.png" alt="" width="800" height="536" />
+<p class="pcap">Buckskin, 4.05 by 2.6 inches.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig42">
+<img src="images/p14m.png" alt="" width="800" height="1066" />
+<p class="pcap">Fob or medallion, silver or gold, for
+1890, 1.5 by 1.2 inches
+<span class="jr">(<i>Josie M. Crum</i>)</span></p>
+</div>
+<div class="img" id="fig43">
+<img src="images/p14n.png" alt="" width="852" height="1572" />
+<p class="pcap">Commutation coupons on the S. N.
+These came in booklets and one was
+torn out for each trip.</p>
+</div>
+<div class="pb" id="Page_68">68</div>
+<div class="img">
+<img src="images/p15.png" alt="Bill of Fare" width="800" height="144" />
+</div>
+<table class="center">
+<tr class="th"><th colspan="4"><span class="larger">Bill of Fare</span></th></tr>
+<tr class="th"><th colspan="4">SILVERTON NORTHERN R. R. CO</th></tr>
+<tr class="th"><th colspan="4"><span class="small"><i>Car</i>: Animas Forks</span></th></tr>
+<tr class="th"><th> </th><th> </th><th class="r">Dolls. Cts.</th></tr>
+<tr class="th"><th colspan="3">SOUPS</th></tr>
+<tr><td class="l">&#9711;Chicken 25c </td><td class="l">&#9711;Vegetable 25c </td><td class="l">&#9711;Oxtail 25c</td></tr>
+<tr><td class="l">&#9711;Clam Chowder 25c </td><td class="l">&#9711;Clam Juice 25c </td><td class="l">&#9711;Tomato 25c</td></tr>
+<tr><td class="l">&#9711;Mock Turtle 25c </td><td class="l">&#9711;Mulligatawny 25c </td><td class="l">&#9711;Chicken Gumbo 25c</td></tr>
+<tr><td class="l">&#9711;Julienne 25c </td><td class="l">&#9711;Consomme 25c</td></tr>
+<tr class="th"><th colspan="3">FISH</th></tr>
+<tr><td class="l">&#9711;Norway Mackerel 50c </td><td class="l">&#9711;Russian Caviar 50c </td><td class="l">&#9711;Smoked Sardines 35c</td></tr>
+<tr><td class="l">&#9711;Kippered Herring 50c </td><td class="l">&#9711;Bismark Herring 50c </td><td class="l">&#9711;Boneless Sardines 50c</td></tr>
+<tr class="th"><th colspan="3">BEEF</th></tr>
+<tr><td class="l">&#9711;Chili Concarne 50c </td><td class="l">&#9711;Roast Beef 50c </td><td class="l">&#9711;Vienna Sausage 50c</td></tr>
+<tr><td class="l">&#9711;Lunch Tongue 50c </td><td class="l">&#9711;Boochout Bacon 25c </td><td class="l">&#9711;Yacht Club Beef 50c</td></tr>
+<tr><td class="l">&#9711;Boned Chicken 50c </td><td class="l">&#9711;Chicken Tamales 50c </td><td class="l">&#9711;Liebig Beef 50c</td></tr>
+<tr><td class="l">&#9711;2 Boiled Eggs 25c</td></tr>
+<tr class="th"><th colspan="3">BREAKFAST FOOD</th></tr>
+<tr><td class="l">&#9711;Quaker Oats 25c </td><td class="l">&#9711;Egg O&rsquo;See 25c </td><td class="l">&#9711;Shredded Wheat 25c</td></tr>
+<tr class="th"><th colspan="3">VEGETABLES</th></tr>
+<tr><td class="l">&#9711;Baked Beans 35c </td><td class="l">&#9711;Corn on Cob 25c </td><td class="l">&#9711;Peas 25c</td></tr>
+<tr><td class="l">&#9711;Asparagus Tips 25c </td><td class="l">&#9711;Hominy 25c </td><td class="l">&#9711;Banquet Corn 25c</td></tr>
+<tr><td colspan="2" class="l">&#9711;Macaroni and Cheese 25c</td></tr>
+<tr class="th"><th colspan="3">PUDDINGS <i>and</i> FRUITS</th></tr>
+<tr><td class="l">&#9711;Plum Pudding 25c </td><td class="l">&#9711;Stuffed Olives 25c </td><td class="l">&#9711;Plain Olives 25c</td></tr>
+<tr><td class="l">&#9711;Apricots 25c </td><td class="l">&#9711;Peaches 25c </td><td class="l">&#9711;Apricot Preserves 25c</td></tr>
+<tr><td class="l">&#9711;Marrach. Cherries 25c </td><td class="l">&#9711;Currant Jelly 25c </td><td class="l">&#9711;Marmalade 25c</td></tr>
+<tr><td class="l">&#9711;Pear Preserves 25c </td><td colspan="2" class="l">&#9711;Raspberry Preserves 25c</td></tr>
+<tr class="th"><th colspan="3">RELISHES</th></tr>
+<tr><td class="l">&#9711;Tomatoes 25c </td><td class="l">&#9711;Mushrooms 25c</td></tr>
+<tr class="th"><th colspan="3">CHEESE <i>and</i> BENT WATER CRACKERS</th></tr>
+<tr><td class="l">&#9711;McClaren Cheese 25c </td><td class="l">&#9711;Roquefort Cheese 25c </td><td class="l">&#9711;Chow Chow 15c</td></tr>
+<tr><td class="l">&#9711;Shelled Pecans 25c</td></tr>
+<tr class="th"><th colspan="3">SANDWICHES</th></tr>
+<tr><td class="l">&#9711;Caviar 25c </td><td class="l">&#9711;Sardines 25c </td><td class="l">&#9711;Tongue 25c</td></tr>
+<tr><td class="l">&#9711;Tea 15c </td><td class="l">&#9711;Coffee 15c </td><td class="l">&#9711;Milk 15c</td></tr>
+<tr><td class="l">&#9711;Cream 25c </td><td colspan="2" class="l">&#9711;Biscuits and Butter 10c extra</td></tr>
+<tr><td class="x"></td></tr>
+<tr><td colspan="3" class="l">Bread and Butter supplied with all meals</td></tr>
+<tr><td class="x"></td></tr>
+<tr><td class="l">&#9711;Wines and Cigars</td></tr>
+<tr><td class="x"></td></tr>
+<tr><td colspan="3" class="l">A separate check must be issued to each passenger.</td></tr>
+<tr><td colspan="3" class="l">No check issued for less than twenty-five cents to each person.</td></tr>
+<tr><td colspan="2" class="l"><i>No.</i> <span class="larger">1982</span> </td><td class="r"><span class="large"><i>Total</i></span></td></tr>
+<tr><td class="x"></td></tr>
+<tr><td colspan="3" class="l">NOTE: Parties are requested when ordering to make a cross at each individual item ordered, thus &#9421;</td></tr>
+<tr><td colspan="3" class="l">&para;Please report any complaints to the office</td></tr>
+</table>
+<div class="pb" id="Page_69">69</div>
+<div class="img">
+<img src="images/p15a.png" alt="Wine List" width="800" height="149" />
+</div>
+<table class="center">
+<tr class="th"><th colspan="3"><span class="larger">Wine List</span></th></tr>
+<tr class="th"><th colspan="3">SILVERTON NORTHERN RAILROAD CO</th></tr>
+<tr class="th"><th colspan="3"><span class="small">Car: Animas Forks</span></th></tr>
+<tr class="th"><th> </th><th colspan="2" class="r">Dolls. Cts.</th></tr>
+<tr class="th"><th colspan="3">LIQUORS</th></tr>
+<tr><td class="l">Private Stock Whiskey </td><td class="l">per drink </td><td class="r">$ .20</td></tr>
+<tr><td class="l">Greenbrier Bourbon Whiskey </td><td class="l">per drink </td><td class="r">.20</td></tr>
+<tr><td class="l">Scotch Whiskey </td><td class="l">per drink </td><td class="r">.20</td></tr>
+<tr><td class="l">Holland Gin </td><td class="l">per drink </td><td class="r">.20</td></tr>
+<tr><td class="l">Burke&rsquo;s Ale </td><td class="l">per pint </td><td class="r">.40</td></tr>
+<tr><td class="l">Burke&rsquo;s Stout </td><td class="l">per pint </td><td class="r">.40</td></tr>
+<tr><td class="l">Benedictine </td><td class="l">per drink </td><td class="r">.25</td></tr>
+<tr><td class="l">Green Chartreuse </td><td class="l">per drink </td><td class="r">.25</td></tr>
+<tr class="th"><th colspan="3">WATERS</th></tr>
+<tr><td class="l">Manitou Water </td><td class="l">per quart </td><td class="r">$ .35</td></tr>
+<tr><td class="l">Ginger Ale </td><td class="l">per quart </td><td class="r">.50</td></tr>
+<tr><td class="l">Red Raven Splits </td><td class="l">per half-pint </td><td class="r">.20</td></tr>
+<tr class="th"><th colspan="3">WINES</th></tr>
+<tr><td class="l">Mumm&rsquo;s Extra Dry </td><td class="l">per pint </td><td class="r">$2.50</td></tr>
+<tr><td class="l">White Seal Champagne </td><td class="l">per pint </td><td class="r">2.50</td></tr>
+<tr><td class="l">Chateau Blanc Wine </td><td class="l">per pint </td><td class="r">.75</td></tr>
+<tr><td class="l">LaRose Wine </td><td class="l">per pint </td><td class="r">1.25</td></tr>
+<tr><td class="l">Grave&rsquo;s Wine </td><td class="l">per pint </td><td class="r">.75</td></tr>
+<tr><td class="l">Imported Sherry </td><td class="l">per quart </td><td class="r">2.50</td></tr>
+<tr><td class="l">Imported Port </td><td class="l">per quart </td><td class="r">2.50</td></tr>
+<tr><td class="l">Saarbuch Steinwein Wine </td><td class="l">per pint </td><td class="r">1.25</td></tr>
+<tr><td class="l">Liebfraumilch Wine </td><td class="l">per pint </td><td class="r">1.50</td></tr>
+<tr><td class="l">Sparkling Burgundy </td><td class="l">per pint </td><td class="r">1.50</td></tr>
+<tr><td class="l">California Port </td><td class="l">per pint </td><td class="r">1.25</td></tr>
+<tr><td class="l">Cigars and Cigarettes</td></tr>
+<tr><td class="l"> </td><td colspan="2" class="r"><i>Total</i></td></tr>
+</table>
+<div class="pb" id="Page_70">70</div>
+<div class="img" id="fig44">
+<img src="images/p16.png" alt="" width="1000" height="1455" />
+<p class="pcap">MAP OF &ldquo;AROUND THE CIRCLE&rdquo; TOUR</p>
+</div>
+<blockquote>
+<p>The course of the traveler on the Denver
+&amp; Rio Grande&rsquo;s great &ldquo;Around the Circle&rdquo;
+tour is indicated by arrows. Start
+may be made from Denver, Colorado
+Springs or Manitou, or Pueblo. At Ridgway,
+on the western turn, the course divides.
+The traveler may follow the arrows
+by the outer, &ldquo;All Rail,&rdquo; route; or
+he may take the inner, &ldquo;Rail and Stage,&rdquo;
+denoted by the arrows and dots. When
+purchasing his ticket he has his choice, the
+&ldquo;Circle&rdquo; round-trip fare being the same
+in either case. The various side trips
+marked should not be neglected. For them
+special low rates are granted; the &ldquo;Circle&rdquo;
+ticket permits stop-overs.</p>
+</blockquote>
+<div class="pb" id="Page_71">71</div>
+<h2 id="c9"><span class="small">ACKNOWLEDGMENTS</span></h2>
+<dl class="undent"><dt>Abbot, Morris W.&mdash;Contributor of reports and &ldquo;Transactions&rdquo; from the Yale Library</dt>
+<dt>Airy, Mrs. Percy&mdash;The story of entertaining Mears</dt>
+<dt>Baker, Bert&mdash;Data on the snowshed, the explosion and the snowslides</dt>
+<dt>Beaber, Ross&mdash;Publisher of the Silverton Standard&mdash;much assistance</dt>
+<dt>Camp, A. M.&mdash;A nephew of John L. McNeil who was an incorporator and secretary-treasurer of the S. R. and the R. G. S.&mdash;data</dt>
+<dt>Cooper, Ray&mdash;Silverton and S. R. history</dt>
+<dt>Cooper, R. E.&mdash;Data on engines</dt>
+<dt>Day, Vest&mdash;A member of the survey crew on the S. N.&mdash;data and stories</dt>
+<dt>Dresbach, Joe&mdash;An auditor and general superintendent of the S. N.&mdash;data and assistance</dt>
+<dt>Fischer, Robert A&mdash;Work on the S. R. map</dt>
+<dt>Ferguson, John&mdash;Information on the Meldrum and Treasury Tunnels</dt>
+<dt>Gibbs, Mr. and Mrs. Charles W.&mdash;Mr. Gibbs was Chief Engineer and builder of the S. R., part of the S. N. and most of the R. G. S.&mdash;data.</dt>
+<dt>Henry, Myron&mdash;Data concerning the S. R.</dt>
+<dt>Keenan, John&mdash;Information on the Meldrum and Treasury Tunnels</dt>
+<dt>Keller, John&mdash;Data on the Shay engine and a S. G. &amp; N. coach</dt>
+<dt>Marshall, John&mdash;Data on the mines and history of the region and contributor of reports from the Los Angeles Library</dt>
+<dt>Meyer, Edward&mdash;A locomotive engineer on all three railroads and a superintendent of the S. N.&mdash;much information</dt>
+<dt>Railway and Locomotive Historical Society&mdash;Loan of the copyright of most of the material herein</dt>
+<dt>Ridgway, Arthur&mdash;General Superintendent of the Silverton Railway and the S. N. in 1904 and &rsquo;05. He was also Engineer and Chief Engineer for the D. &amp; R. G. for about fifty years.</dt>
+<dt>Speer, Marion A.&mdash;A member of the construction crew on the S. N.&mdash;data</dt>
+<dt>Terry, John&mdash;His father and uncle were owners of the Sunnyside mine&mdash;data</dt>
+<dt>Terry, Mrs. William&mdash;Her husband was half-owner of the Sunnyside&mdash;stories</dt>
+<dt>Wampler, Harold&mdash;Loan of Mears letters</dt>
+<dt>Wigglesworth, William&mdash;Constructor of the Boston Coal and Fuel Co. line&mdash;data concerning his father, Thomas Wigglesworth</dt></dl>
+<h2 id="c10"><span class="small">Footnotes</span></h2>
+<div class="fnblock"><div class="fndef"><a class="fn"  id="fn_1" href="#fr_1">[1]</a>The mileages used are from the R. L. Kelly survey of 1892.
+</div><div class="fndef"><a class="fn"  id="fn_2" href="#fr_2">[2]</a>Mr. Gibbs died at 89&frac12; years
+of age as a result of a fall. His wife, nearing 94 years old, is
+still alive.
+</div><div class="fndef"><a class="fn"  id="fn_3" href="#fr_3">[3]</a>Mr. McNeil established most of the pioneer banks in Southwestern Colorado.
+</div><div class="fndef"><a class="fn"  id="fn_4" href="#fr_4">[4]</a>The little turntable sat for some years in the yards of the county garage in Durango.
+</div>
+</div>
+<div class="img">
+<img src="images/p17.png" alt="Map" width="1000" height="1192" />
+</div>
+<h2>Transcriber&rsquo;s Notes</h2>
+<ul>
+<li>Retained publication information from the printed edition: this eBook is public-domain in the country of publication.</li>
+<li>Silently corrected a few typos.</li>
+<li>Transcribed some text within images.</li>
+<li>In the text versions only, text in italics is delimited by _underscores_.</li>
+</ul>
+
+<div>*** END OF THE PROJECT GUTENBERG EBOOK 62664 ***</div>
+</body>
+</html>
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+The Project Gutenberg EBook of Three Little Lines, by Josie Mary Moore Crum
+
+This eBook is for the use of anyone anywhere in the United States and most
+other parts of the world at no cost and with almost no restrictions
+whatsoever.  You may copy it, give it away or re-use it under the terms of
+the Project Gutenberg License included with this eBook or online at
+www.gutenberg.org.  If you are not located in the United States, you'll have
+to check the laws of the country where you are located before using this ebook.
+
+Title: Three Little Lines
+       Silverton Railroad; Silverton, Gladstone and Northerly;
+       Silverton Northern
+
+Author: Josie Mary Moore Crum
+
+Release Date: July 16, 2020 [EBook #62664]
+
+Language: English
+
+Character set encoding: UTF-8
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THREE LITTLE LINES ***
+
+
+
+
+Produced by Stephen Hutcheson and the Online Distributed
+Proofreading Team at https://www.pgdp.net
+
+
+
+
+
+
+    _FRONT COVER_—“The covered turntable at Corkscrew Gulch. It served
+    as part of the main line.” (_C. W. Gibbs_) See discussion and
+    diagram pages 12, 13 and 14.
+
+
+
+
+                           THREE LITTLE LINES
+
+
+                          By Josie Moore Crum
+
+
+                           SILVERTON RAILROAD
+                    SILVERTON, GLADSTONE & NORTHERLY
+                           SILVERTON NORTHERN
+
+
+The originals of these articles appeared in Bulletin 74 of the Railway
+and Locomotive Historical Society in October 1948. A second edition was
+published by Bert Baker in the fall of 1956. The present volume contains
+additional information and pictures gathered since the appearance of the
+earlier publications.
+                                                                  J.M.C.
+
+                             Copyright 1960
+                          by Josie Moore Crum
+
+   All rights reserved. No part of this book may be reproduced in any
+           form without written permission of the publishers.
+
+                             Reprint Rights
+                         L.A. “Johnny” Johnson
+                                Box 348
+                         Ouray, Colorado 81427
+
+
+                              Published by
+                          DURANGO HERALD-NEWS
+                           Durango, Colorado
+
+
+
+
+                              INTRODUCTION
+
+
+The Southwest has had a most romantic history. It is the oldest portion,
+both in the way of interior exploration and in the way of settlement, in
+the United States.
+
+The Coronado Expedition of several hundred Spaniards left Mexico in 1540
+and journeyed up into what is now central New Mexico. The convoy
+consisted of soldier aristocrats on their caparisoned horses and in
+their picturesque regalia, and of common soldiers, fortune seekers and
+servants. Accompanying the train were hundreds of horses packed with
+supplies and hundreds of cattle, sheep and hogs for food purposes.
+
+They established themselves at Tiguex, New Mexico and spent two years,
+1540-42, conquering the Indians and searching for treasure. One party
+went west and discovered the Grand Canon and another went east as far as
+Kansas. They found no riches but explored, mapped and named the country
+and took possession of it for Spain.
+
+New Mexico was settled in 1595, permanently, except for a short period
+when the populace fled because of an Indian uprising. The first capital
+was San Juan though it was soon moved to nearby Santa Fe. It should be
+noticed that this settlement preceded colonization on our eastern coast.
+
+No one knows when the Spanish first entered Colorado but the country
+seemed well-known and named when Juan Rivera made his first trip into it
+in 1765. He led a party across the southwestern part of the state to the
+Utah border and back to the Gunnison River near Hotchkiss. Within the
+next ten years he made three more trips of the same kind.
+
+The Escalante expedition of 1776 wanted to find a northern route from
+Santa Fe to Los Angeles. They followed the same trail as had Rivera to
+Hotchkiss but from there went north and then west to Utah Lake. Because
+of a shortage of food they started home, crossing Utah, the Colorado
+River and Arizona and arriving at Zuni, New Mexico. This party very
+thoroughly mapped and named everything in the course of the journey.
+
+The most commonly traveled route across Colorado was the “Old Spanish
+Trail”, used in the 1830’s and 40’s by trade caravans operating between
+Santa Fe and Los Angeles, woolen goods going to the west and horses and
+mules to the east. It traversed Colorado, Utah and southern Nevada. All
+of these caravans, incidentally, crossed the Animas River and Ridges
+Basin Pass just at the south edge of Durango. This last part was later
+used by the American pioneers.
+
+Meanwhile, trappers were thoroughly working every stream in southwestern
+Colorado and selling their furs at Taos or Santa Fe.
+
+After the war with Mexico and due to the treaty of 1848 the United
+States acquired all of the southwestern part of the country.
+
+Gold was discovered on Cherry Creek, the Denver area, in 1859 and a rush
+to that place began. The same year Captain Baker led a prospecting group
+into what was later Silverton and named the spot “Baker’s Park”.
+
+Two years later he, with another party, made his way up the Animas River
+and established the little town of Animas City, fifteen miles north of
+present Durango. There the settlers panned the river for gold and built
+the first bridge in all of southwestern Colorado, “Baker’s Bridge”. The
+panning Operation was not successful and, on news of the outbreak of the
+Civil War, the whole citizenry precipitately departed.
+
+After the Civil War a young man by the name of Otto Mears moved into the
+Saguache country and went into the wheat raising and merchandising
+businesses. To get his wheat to market he had to start building roads.
+He ended up with about 450 miles of roads which laced together all of
+the mountain towns in the extremely rugged San Juan Mountains.
+
+Mears served as Indian Commissioner for a number of years and, as such,
+negotiated several treaties with the Utes. The first one in 1868 forced
+them out of central Colorado, the second one in 1873 forced them out of
+the San Juan Mountains and the third one in 1881 forced them out of
+Colorado entirely.
+
+The Denver and Rio Grande Railroad arrived in Durango in 1881 and in
+Silverton the next year. Meanwhile it was building another line from
+Salida to Grand Junction and arrived there in 1883. Four years later a
+branch was run from Montrose to Ouray.
+
+The same year, 1887, the Silverton Railroad, one of the subjects of this
+booklet, started out of Silverton and was completed in 1889. The next
+one, also a Mears creation, was the Rio Grande Southern, built in ’90
+and ’91, which ran from Ridgway via Telluride and Rico to Durango.
+
+
+
+
+                                GLOSSARY
+
+
+  C. & S.—Colorado and Southern
+  D. & R. G.—Denver and Rio Grande
+  R. G. S.—Rio Grande Southern
+  R. G. W.—Rio Grande Western
+  S. G. & N.—Silverton, Gladstone and Northerly
+  S. N.—Silverton Northern
+  S. R.—Silverton Railroad (Railway)
+  W. P. & Y. R.—White Pass and Yukon Railway
+
+
+
+
+                         THE SILVERTON RAILROAD
+
+
+The Silverton Railroad! The most intriguing piece of narrow gauge in the
+world! The railroad of the steepest grades, the sharpest curves, the
+crookedest loops, the highest altitude and the oddest switchbacks, on
+one of which sat a wye with a depot inside and on the other a
+housed-over turntable! And the railroad of the famous Otto Mears passes!
+
+Otto Mears and Fred Walsen, after the Opening up of the rich Yankee Girl
+mine made it feasible, in 1882 and ’83 built a toll road they called the
+“Rainbow Route” from Ouray to Silverton. This was the most famous and
+the most difficult piece of road engineering of the day. The line crept
+along the precipitous mountains of the Uncompahgre River and Red
+Mountain Creek canons and in places was cut out of sheer granite walls.
+It was so narrow and crooked in places that only by the expedient of
+backing up or unhitching a buggy and setting it on a sidehill could
+another conveyance get by. The grades were so steep, often 19%, that
+most of the early cars could not climb them. It was the road of the
+famous Bear Creek toll bridge where a driver stopped and parted with his
+cash, $2 for a saddle horse or $5 for a buggy and team.
+
+While Mears and Walsen were constructing their road from Ouray to Red
+Mountain in the summer of 1882, the Denver and Rio Grande was completing
+its railroad from Durango to Silverton. The next year while Mears and
+Walsen were extending their road from Red Mountain to Silverton, the D.
+& R. G., through its construction engineer, Thomas Wigglesworth, was
+making a survey from Silverton to Red Mountain and Ironton Park. Nothing
+came of it but one wonders if it did not give Mears the idea of building
+a railroad himself.
+
+The Silverton Railroad was incorporated on July 5, 1887 and chartered on
+July 8. Mears was the president of the company and John L. McNeil was
+the treasurer. Though we have no evidence to the effect, Walsen was,
+without doubt, an incorporator and official. Since much of the Rainbow
+Route toll road grade was to be used the railroad adopted the name.
+Incidentally a new wagon road had to be built.
+
+The first part from Silverton to Chattanooga would not be too difficult
+but Red Mountain would have to be ascended on a steep grade and by many
+curves to the summit, Sheridan Pass. Then the line would have to go
+around a succession of curves to Red Mountain town and over more curves,
+grades and switchbacks from there down to Ironton. The greatest of
+engineering skill was necessary to accomplish such an undertaking.
+
+The first necessity, of course, was a locomotive. So the company
+purchased the D. & R. G.’s No. 42, a Baldwin of 30 tons, called 60
+class. It was overhauled and given the number “100” and the name
+“Ouray”. The number may be seen on the old-fashioned kerosene headlight
+in a picture herein.
+
+The 5.3 miles of railroad from Silverton to Burro Bridge must have been
+constructed in the summer of 1887 for it is known to have been in
+operation by the first of June of the next year. In 1888 Charles W.
+Gibbs, who had served under Mr. Wigglesworth on a number of projects,
+became the locating and construction engineer. He started late in May at
+Burro Bridge and in early November had completed 11.2 miles through Red
+Mountain and to Ironton. Only 11.2 miles in over five months! But anyone
+acquainted with the country is not surprised.
+
+Spurs then or later were laid to the Yankee Girl, Vanderbilt, North
+Star, Silver Bell, Guston and Treasury Tunnel. The map here included was
+made by Mr. Gibbs and appeared in a September 1890 Bulletin of the
+American Society of Civil Engineers. Mr. Gibbs built the 1.5 miles from
+Ironton to Albany in 1889.[1] Albany was the Saratoga mill which stood
+against the east hill of Ironton Park. His report notes 5% grades, 30°
+curves, 3-foot gauge and 30-lb. rail. No reliable figures for the cost
+of construction are available but ordinarily a railroad of that kind at
+that time ate up about $25,000 to the mile.
+
+In 1888 Mr. Gibbs was writing love letters to Miss Adeline Hammon of
+Colorado Springs and the next year they were married. She has kept his
+letters all these years from which these excerpts, dealing with the
+construction of the railroad from Burro Bridge to Ironton, are taken.
+
+“Chattanooga, June 10, 1888. Arrived here bag and baggage about three
+weeks ago and have my headquarters 10,200 feet above sea level and my
+next camp will be still higher, about 11,000 feet. More than 100 Mexican
+workers camped nearby.”
+
+“Gustine Mine, July 22, 1888. I am occupying the house of a former mine
+superintendent and have many conveniences not found in a railroad camp.
+Went to Silverton on the passenger train last night and returned this
+morning. Regular trains are running to where my first camp was
+(Chattanooga) and in a month’s time will be here and maybe they will get
+track laid before that as the grading will be done in two weeks time.
+About 400 Mexicans working.”
+
+“Gustine Mine, August 11, 1888. Work is getting along splendidly and
+during this week I will get surveys made to Ironton which is as far as
+the line will be built this year. By the middle of next week the work
+will be only two miles from here and in a very short time at my door.”
+
+“Gustine Mine, September 16, 1888. Construction work will be done in
+about five weeks; then I shall go to Telluride to make a short survey
+for a three foot gauge road.” (This became the Rio Grande Southern.)
+
+“Ironton, October 3, 1888. Since writing you I have moved from the
+Gustine Mine to Ironton and we are living in a large vacant hotel, lots
+of room but not the conveniences we had at the mine.”
+
+“Ironton, October 29, 1888. Since my last letter to you I discharged all
+my men but one and moved to Silverton but was put in charge of the work
+train and the track laying outfit so am back in the grader’s camp but
+will be done here in about a week.”
+
+Wyes were placed at Sheridan Junction, Red Mountain and Ironton in 1888
+and at Albany the next year. That of the D. & R. G. was used at
+Silverton. Very little room was available at Red Mountain and so only
+the smallest kind of wye could be made—one just big enough to
+accommodate an engine and a car and the depot had to be set inside of
+it.
+
+Not counting the wyes there was only one switchback, that at Corkscrew
+Gulch, the most famous in the world as it contained a housed-over
+turntable.
+
+Curvature was almost continuous. Four curves were particularly
+sharp—those at Chattanooga, Red Mountain, Joker Tunnel and Ironton.
+Steep grades were also almost continuous, some as much as 5%. Some maps
+have shown the grade at Chattanooga as 7%. This is an error. Mr. Gibbs,
+the builder, stated it was 5% and a recent survey has substantiated his
+figure.
+
+Bridges, as compared to those on the Rio Grande Southern Railroad, were
+very small, there being, outside of water boxes and culverts, only
+three. Two were on the main line, one where the railroad crossed Mineral
+Creek at Chattanooga and the other where the railroad crossed Red
+Mountain Creek at Joker Tunnel. The other one was on the Treasury Tunnel
+Branch.
+
+The name of Burro Bridge for the station at milepost 5.3 is very
+misleading since the railroad sported no span at all at that point. The
+supposition is that the word applied to the wagon-road bridge across
+Mineral Creek somewhat below and away from the railroad. This road
+branched off from the main Silverton-Red Mountain highway about five and
+one-half miles north of Silverton, crossed Mineral Creek and made its
+way up Middle Fork Gulch and across Ophir Pass to Ophir. This, first a
+burro trail and later a very rugged wagon road, was in use for perhaps
+fifteen years before the advent of the rail line. Since the Silverton
+Railroad unloaded freight for Ophir in the neighborhood of Burro Bridge
+it is assumed that this was the reason for the adoption of the name for
+the station.
+
+The town of Chattanooga eventually grew up to the left of the location
+shown on the map in order to avoid Mineral Creek floods.
+
+No account of the arrival of the first train in Red Mountain has been
+found but it is known to have occurred on September 17, 1888. A picture
+herein shows the train with Engine 100 and Mears standing beside the
+pilot. It can be assumed that it was a gala occasion, especially for the
+mines, for here was an efficacious way of getting supplies and of
+shipping ore.
+
+The unloading of freight on the Silverton Railroad was quite informal.
+Outside of Red Mountain the line maintained no bona fide stations or
+agents. Therefore, materials were dropped off, especially for the mines,
+at the most convenient points.
+
+So far the railroad owned only one locomotive, Number 100, and so had to
+rent from the D. & R. G. The same was true of cars and coaches.
+
+The railroad had been projected to Ouray, 26.6 miles in all. Mears might
+have used his toll road but that was, in some places, 19 per cent grade,
+out of the question for a railroad. The steepest ever attempted in
+Colorado was 7.6%. Construction from Ironton to the foot of Ironton Park
+would have been easy but there the canon began where the greater part of
+six miles would have had to be blasted out of solid rock, where slide
+rock could have been quite bothersome, where snow blockades would have
+been continuous for a long winter and where snowslides, two in
+particular, the Riverside and the Mother Cline, that ran every year,
+would have been almost impossible to conquer. The Riverside slide that
+came from two sides, filling the canon and burying the wagon road, often
+had to be tunnelled to accommodate the summer traffic. The writer, with
+her parents, was through one in the summer of 1903 or ’04.
+
+At the same time surveys were made for another branch of the system, one
+that was to go up the Animas River from Silverton to Mineral Point, 19
+miles, and possibly across the divide to Lake City.
+
+Through operation to Ironton began in June 1889. The claim that two
+daily passenger trains ran there has generally been disbelieved but the
+following table for 1889, copied from the Official Railway Guide of May
+1891, proves the point.
+
+                           SILVERTON RAILROAD
+                         Otto Mears, President
+    S. K. Hooper, General Passenger and Ticket Agent, Denver, Colo.
+   Moses Liverman, General Manager and Ticket Agent, Silverton, Colo.
+                            October 23, 1889
+
+      []Mixed       []Pass’r  Miles                     []Pass’r       []Mixed
+
+ Lv. 7:00 A.M.  Lv. 1:10 P.M.    .0  Silverton     Ar. 11:10 A.M. Ar. 5:20 P.M.
+     7:34 A.M.      1:44 P.M.   5.0  Burro Bridge      10:36 A.M.     4:46 P.M.
+     7:49 A.M.      1:59 P.M.   7.5  Chattanooga       10:21 A.M.     4:31 P.M.
+     8:11 A.M.      2:21 P.M.  12.5  Summit            9:58 A.M.      4:09 P.M.
+     8:25 A.M.      2:35 P.M.  15.0  Red Mountain      9:50 A.M.      4:00 P.M.
+     8:26 A.M.      2:36 P.M.  15.5  Vanderbilt        9:44 A.M.      3:54 P.M.
+     8:27 A.M.      2:37 P.M.  16.0  Yankee Girl       9:43 A.M.      3:53 P.M.
+     8:45 A.M.      2:55 P.M.  17.0  Paymaster         9:25 A.M.      3:35 P.M.
+ Ar. 9:00 A.M.  Ar. 3:10 P.M.  20.0  Ironton       Lv. 9:10 A.M.  Lv. 3:20 P.M.
+
+
+[a]Daily except Sunday.
+
+
+Everything was finished and working properly. Mr. Gibbs must have had
+the feeling of “well done” and that he deserved a reward. Mrs. Gibbs
+tells the following story:
+
+“Late in September of 1889, Mr. Gibbs and I were married at Colorado
+Springs and started for Silverton, going by the way of Montrose and
+through Ouray where we stayed overnight at the beautiful Beaumont Hotel.
+The next morning we rode the stage to Ironton and there transferred to
+the little Silverton Railroad train. As we climbed the grade toward the
+summit the conductor came through the coach where I was the only
+passenger and asked me if I were cold. I couldn’t deny it so he stopped
+the train, picked up some wood along the track and built a fire in the
+little pot-bellied stove.
+
+“In November and December Mr. Gibbs made a preliminary survey from the
+town of Dallas to Telluride, which was to be the route for the Rio
+Grande Southern Railroad, and finished the day before Christmas. We
+stayed overnight in Ouray and left the next morning in a snow-storm.
+When we reached Ironton my husband heard the line was blocked by snow so
+he left me with the Strayers while he went on to Silverton.
+
+“He made arrangements for me to meet him in Red Mountain on New Year’s
+day, which I did. Two men besides us were going to Silverton. A shallow
+trail had been beaten in the deep snow between the rails. The two men
+held the ends of a ski pole while I hung to the middle of it and we
+plodded down the track. We came to a sharp hairpin curve and cut it out
+by sliding downhill from the track above to the one below. A few miles
+farther on we reached an engine with a snowplow, which was a great
+relief. When we reached Silverton and got to our room a nice warm dinner
+was sent up to us by Moses Liverman, superintendent of the S. R.
+
+“A few days latter we left for my husband’s old home in Maine. This is
+what we had planned for our wedding trip but my daughters have always
+maintained that the others to Silverton by stage and train with all
+their difficulties were really the wedding journey.”[2]
+
+The table below was furnished by Mr. Ridgway. Joker Tunnel (water
+drainage) did not exist at the time the map was made but was projected
+or started by 1892. The second column of figures was taken from the 1892
+survey of the locating engineer, R. L. Kelly.
+
+          Station         Mears Timetable of 1889  Actual Mileage, 1892
+
+  Silverton                         0.                      0.
+  Burro Bridge                      5.                      5.
+  Chattanooga                       7.5                     7.3
+  Summit (Sheridan Pass)           12.5                    10.7
+  Red Mountain                     15.                     11.9
+  Vanderbilt                       15.5                    12.5
+  Yankee Girl                      16.                     12.7
+  Paymaster                        17.                     13.7
+  Corkscrew Gulch                                          14.1
+  Joker Tunnel                                              15.
+  Ironton (Depot)                  20.                     16.5
+  Albany                                                    18.
+
+The exaggerated mileages of the 1889 timetable would have added
+considerably to the freight charges, in the case of Ironton over 21%. It
+will be noticed beginning with Red Mountain that each Mears figure is 3
+to 3½ miles more than the Kelly figure. Mr. Kelly was one of the ablest
+engineers of his day and his mileages cannot be questioned.
+
+The table below was copied from an Official Railway Guide of October
+1893 but no date is given for the time it was in effect. It is
+interesting because the mileages are different and because, at the time,
+only one passenger train was running.
+
+      1       M              Stations                  2
+
+  7:30 A. M.   0  Lv.        Silverton        Ar. 11:50 A. M.
+  8:00         6           Burro Bridge           11:40
+  8:10         9            Chattanooga           11:30
+  8:30        13              Summit              11:10
+  8:40        14           Red Mountain           10:50
+              15            Vanderbilt
+  8:55        15            Yankee Girl           10:45
+              16       Paymaster coal track
+  9:10        17          Corkscrew Gulch         10:25
+              18        Paymaster ore track
+  9:20 A. M.  20  Ar.         Ironton         Lv. 10:00
+
+All carrier lines issued paper passes but Mears wanted to do something
+special for _his_ railroad. Outside of the paper ones his passes fell
+into four categories—buckskin, plate, medallion and filigree. The first
+three were for the Silverton Railroad alone while the fourth, though
+made especially for the Rio Grande Southern Railroad, was usable on the
+S. R.
+
+There were two designs of the silver plate pass. It is supposed that the
+first die broke and a substitute had to be made. The medallion passes,
+ordinarily silver, have the date 1890, the number and the name of the
+recipient on the back. Two extra-special ones have come to light. Each
+is made of two _gold_ medallions set back to back and hinged to form a
+locket and each has a little diamond in the face. An odd silver pass, a
+spoon with a plate pass hanging from underneath, has been discovered.
+The filigrees, silver and gold, have been extensively treated in the
+book, _Rio Grande Southern Story_.
+
+According to an item in a Rico _Sun_ of November 28, 1891, copied from a
+Denver _Sun_, a company called “Ouray and Ironton Electric Railway,
+Light and Power,” consisting of Mears, Walsen, Charles Munn, James H.
+Cassanova and William H. Wallace, with capital of $800,000, filed
+articles of incorporation with the Secretary of State on November 20.
+Its purpose was to build a cog road from Ouray to Ironton, with a branch
+up Poughkeepsie Gulch (Uncompahgre River) to the head of Cement Creek.
+
+The following quotation is from Mr. Arthur Ridgway:
+
+“The assumption that Mr. Mears contemplated extending the S. R. from
+Ironton to Ouray is correct but he was deterred because of its being so
+formidable an undertaking. He may have considered Albany as the possible
+point for the origin of the extension at first but later Ironton proved
+the more feasible. Anyway, he had a preliminary location for an
+_electric_ railway, Ouray to Ironton, made in 1892 by the then noted
+locating engineer, R. L. Kelly. No doubt the impracticability if not the
+utter impossibility, of operating steam locomotives over the heavy
+grades and severe curvature known to be necessary dissuaded him from the
+purpose until the recognized practicability of electric railway
+operation became apparent in 1892. Whatever the delay (a long one for
+Mr. Mears) it was not until 1892 that a survey was made and even then,
+as stated before, for electric operation. The map I have of the
+completed location shows a line starting from a connection with the
+Denver & Rio Grande at the Ouray depot, eight miles in length, to a
+connection near the Ironton depot, incorporating 7% maximum gradients
+and 35° maximum rate of curvature. With even these severe physical
+characteristics considerable tunnelling was necessary. I do not have the
+estimated cost of the project but it must have been staggering. It is
+small wonder that with the difficulty of financing so costly a scheme
+and the great financial panic a year later in 1893, together with the
+contemporary decadence of silver mining, the project was permanently
+shelved by even the visionary Mr. Mears.”
+
+D. & R. G. track already lay between Ouray and Ridgway and between
+Silverton and Durango. Mr. Mears, by the end of 1891, had completed the
+Rio Grande Southern from Ridgway to Durango. Only eight miles from
+Ironton to Ouray were needed to make a complete 243 mile circle. If only
+that eight miles could have been constructed! Then a sightseer could
+have started at Ridgway, taken a side trip to Telluride (14.6 miles),
+proceeded to Durango, to Silverton and back to starting point. He should
+not have attempted it in the winter or spring because of snow blockades
+or snowslides but in the summer or fall he could have had the thrill of
+a lifetime.
+
+He would have looked upon or wended his way among snowcapped peaks,
+hundreds over 12,000 or 13,000 feet high and some over 14,000 feet, many
+so sharp as to be termed “needles”; would have crossed several passes,
+one over 10,000 feet and another over 11,000 feet in altitude; would
+have gone up one canyon and down another, often beside rushing, tumbling
+rivers. He would have passed over breathtakingly high bridges, over
+trestles set against bare cliffs, around U-curves innumerable, over
+switchbacks, over a turntable, through rock tunnels and even through
+snow tunnels.
+
+But the thrills and scenery would have been tempered with trouble, that
+trouble-trouble-boil-and-bubble kind, such as delays because of engines
+having to blow up, hot boxes, trees across the track, boulders and lots
+of them on the track, mudslides, washouts, a derailed engine or car or a
+couple of each and a missing bridge or two.
+
+If his luck were still holding he would have ridden the last lap on the
+electric railway, down the awesome Red Mountain Creek and Uncompahgre
+River canyons where sheer rock walls would have risen hundreds of feet
+above him and dropped hundreds of feet below him and, as he turned a
+last curve, he would have beheld the never-to-be-forgotten sight of the
+little town of Ouray, the gem of all mountain towns, nestled in a deep
+pocket surrounded by towering peaks.
+
+
+                     THE SILVERTON RAILROAD COMPANY
+
+                                                        Denver, Colorado
+                                                       March 28th, 1892.
+
+Dear Sir:
+
+I beg to hand you herewith a report from the auditor of the earnings of
+the Silverton Railroad for the years 1889, 1890 and 1891, showing also
+the mileage and bonded debt.
+
+I may add for your information that this road is built through the
+famous Red Mountain district of the San Juan Country, in which are
+located the well-known Yankee Girl and Guston mines, besides many other
+producing properties.
+
+This is the only road that can be built through this district because of
+lack of room. The mines mentioned are large producers, and there are
+many more which are being developed rapidly. This is one of the best
+known mining districts in Colorado. From Ironton to the town of Ouray,
+which is reached by another branch of the Denver & Rio Grande, the
+distance is seven miles over very precipitous country.
+
+The reason the road has not been extended to Ouray is because of the
+excessive cost, but capitalists are now engaged in making estimates and
+plans for an electric road to cover this distance to follow the line of
+the Mears toll road as indicated on the map. (No map accompanies this
+material.) A line of this kind can be built to operate much more cheaply
+than a railway line, and we have good reason to expect that this gap may
+be so filled during this year. At the present time stages make daily
+trips each way over the toll road, and the trip from Silverton to Ouray
+is a favorite one with the tourists on account of the beauty and
+grandeur of the scenery on the toll road.
+
+There is every reason to expect that the earnings for the year 1892 will
+increase in the same proportion as in the past, and will continue for a
+great many years. The Silverton Railroad is also authorized to build up
+the Animas River. We would like very much this year to extend the road
+in that direction some 12 or 15 miles in order to reach a very rich and
+valuable mining district. There are a great many very extensive mines of
+low grade material lying between Silverton and the summit of the range
+towards the northeast, and our object in offering to you the bonds of
+the present line of the railroad is to obtain funds to extend the line
+up the Animas River.
+
+We can offer you at the present time $400,000 out of a total of
+$425,000. These bonds are issued in denominations of $1,000 each. The
+interest is payable semi-annually on the first of April and the first of
+October at the rate of six per cent per annum in U. S. gold coin.
+
+                           Yours very truly,
+                                           John L. McNeil,[3] Treasurer.
+
+
+                  AMERICAN SOCIETY OF CIVIL ENGINEERS.
+                            INSTITUTED 1852.
+
+
+                             TRANSACTIONS.
+  NOTE.—This Society is not responsible, as a body, for the facts and
+             opinions advanced in any of its publications.
+
+
+                                  450.
+                      Vol. XXIII.—September, 1890.
+
+
+     THE TURN-TABLE ON THE MAIN TRACK OF THE SILVERTON RAILROAD IN
+                               COLORADO.
+
+
+                   By C. W. Gibbs, M. Am. Soc. C. E.
+
+
+                            WITH DISCUSSION.
+
+The Silverton Railroad is a short line but 17.5 miles long, and has the
+reputation of being the steepest (5 per cent. grade), the crookedest (30
+degree curves) and the best paying road in Colorado; and is owned by one
+man, Otto Mears. It also has a turn-table on its main track, and it is
+the purpose of this paper to describe it and explain why it was so
+placed.
+
+This road leaves the Denver and Rio Grande at Silverton, and runs over a
+divide 11 113 feet above sea level, then down into the rich mining
+country beyond. The country is very rough and rugged, and in order to
+reach the town of Red Mountain it was necessary to run up on a
+switchback, as no room for a loop could be found. A wye was, therefore,
+built, and the engine could be turned while the train stood on the main
+track. The engine was thus placed ahead of the train, only the train is
+pulled out of the station rear end ahead. It runs thus till the
+turn-table is reached. The train is stopped at a point marked A, Plate
+XXII; the engine uncoupled, run on to the table, is turned and pulled up
+to a point near B, where it is stopped. The train is then allowed to
+drop down to the turn-table and the engine backed on to it. In coming up
+from Albany the train is stopped on the down grade between the summit at
+B and the table; the engine is taken off, turned on the table and run up
+to about A; the train is then allowed to drop to the table as before and
+the engine backed up and coupled on, taking not over five minutes in
+going either way.
+
+The reason of putting the table in was that there were no mines to the
+east of Ironton as shown on Plate XXI, but between the turn-table and
+the loop there were several that it was very desireable to reach, and
+the side hill is so steep that it is impossible to make a loop on it.
+
+This table is the source of a great deal of comment from tourists, of
+whom there are many during the summer months, as it is on the line known
+as the “circle,” so extensively advertised by the Denver and Rio Grande
+Railroad.
+
+The road is used both for a freight and passenger road, and as before
+mentioned, is the best paying road in Colorado, two engines being kept
+busy hauling ore to Silverton from the Red Mountain district.
+
+The object of writing this paper was to describe what the author thinks
+is quite a novelty, being the only turn-table that he has ever heard of
+which is used upon a switchback in this manner, and where the grades are
+adjusted as they are to let the train run by gravity on the table from
+both ways.
+
+Plate XXI is a print from a photograph of the map filed in Washington,
+and is about 9 000 feet to the inch.
+
+Plate XXII is an enlarged sketch of the line near the turn-table.
+
+
+                              DISCUSSION.
+
+J. Foster Cromwell, M. Am. Soc. C. E.—It occurs to me that the use of
+this turn-table being simply to turn the engine during transit, while
+the train waits, and, moreover, as the service is a special one on a
+spur line, it would have been better to obtain an engine capable of
+running in either direction and not requiring to be turned, rather than
+resort to a turn-table in the main track which contains an element of
+danger as well as of delay to the traffic. The device, however, is an
+ingenious one to meet the peculiar conditions of line; and if experience
+with it proves satisfactory, there are other problems on a larger scale
+relating to change of direction in mountain location that it may help to
+solve.
+
+C. W. Gibbs, M. Am. Soc. C. E.—If a special engine had been procured, as
+Mr. Crowell suggests, it would have been at an extra expense, owing to
+the limited number wanted; and even with a special design, it might have
+been difficult for any engine to have backed its load over so steep a
+grade and such sharp curves without more danger than was suggested there
+might be at the turn-table. The delay to traffic amounts to nothing, for
+there are no competing lines, nor do I expect there ever will be. The
+turn-table has now been in actual operation every day since June, 1889,
+and no accident has ever occurred.
+
+    [Illustration: PLATE XXII.
+    TRANS. AM. SOC. CIV. ENG’RS.
+    VOL. XXIII. N^o. 450.
+    GIBBS ON
+    SILVERTON RAILROAD.
+    SKETCH
+    SHOWING ALIGNMENT
+    OF
+    SILVERTON RAILROAD,
+    AT
+    CORKSCREW.
+    C.W. GIBBS, Chief Engineer.]
+
+
+
+
+                          AUDITOR’S STATEMENT
+               EARNINGS AND EXPENSES, SILVERTON RAILROAD
+                       YEARS 1889, 1890 AND 1891
+
+
+                                 1889
+
+  Gross earnings from Frt. Psngr. Exp. Etc.              $ 80,881.66
+  Operating and all other expenses                         34,285.04
+                                                           46,596.62
+  Interest on first mortgage bonds 1 year                  25,500.00
+                                                           21,096.62
+
+                                 1890
+
+  Gross earnings from Frt. Psngr. Exp. Etc.              $105,673.39
+  Operating and all other expenses                         51,127.22
+                                                           54,546.17
+  Interest on first mortgage bonds 1 year                  25,500.00
+                                                           29,046.17
+
+                                 1891
+
+  Gross earnings from Frt. Psngr. Exp. Etc.              $121,611.38
+  Operating and all other expenses                         57,548.37
+                                                           64,063.01
+  Interest on first mortgage bonds 1 year                  25,500.00
+                                                           38,563.01
+
+            Length of line                        17 miles
+            Length of side tracks                  8 miles
+                                                  25 miles
+            Floating debt                              Nil
+            Bonded debt                        $425,000.00
+
+                                                  Alex Anderson, Auditor
+
+At the time the foregoing statement was made, the Company owned the
+following equipment:
+
+  3 locomotives
+  2 coaches
+  1 baggage and express car
+
+In addition to the above, the company now owns 50 freight cars, which it
+has since purchased, and it also has a floating debt of $32,502.76.
+
+                                                  Alex Anderson, Auditor
+
+As has already been noted Engine 100 was purchased and put into service
+as soon as the railroad started operating.
+
+The Rio Grande Southern Railroad bought a number of engines in both 1890
+and ’91 and, as it was not yet in operation and did not need so many, it
+kept its sister railroad in supply. A record of those it loaned to the
+S. R. in 1892 is as follows:
+
+  No. 8—January 1 to April 12
+  No. 5—July 7 to November 19
+  No. 7—August 14 to September 2
+  No. 6—September 2 to October 10
+  No. 34—November 27 to December 31
+
+A picture of No. 5 with a train at Summit may be found herein.
+
+It has always been supposed that the Shay engine belonged originally to
+the Silverton Railroad but the Lima Locomotive Works’ records reveal
+that Mears bought it under his own name in the spring of 1890. It, as
+No. 269, was used on construction of the Rio Grande Southern throughout
+that year and the next.
+
+It isn’t known how or when it got into the possession of the S. R. but
+it was with that company in the summer of 1892 and a picture of it on
+the lower leg of the turntable track exists. It seems to have been
+called both “Ironton” and “Guston” during this period. It was traded to
+the R. G. S. for the latter’s Engine 34 on November 27, 1892. (Note that
+the table above shows the 34 merely on loan. The trade date, however, is
+correct.)
+
+Locomotive 34 was a Baldwin of the 56 class which had, before going to
+the R. G. S., belonged to both the D. & R. G. and the R. G. W. The S. R.
+numbered it “101” but several years later changed it to a mere “1”.
+
+Red Mountain and Ironton became two flourishing towns with plenty of
+stores and all the appurtenances of civilization. In the eighties and
+early nineties Red Mountain had three newspapers. In 1890 it had a
+population of 598 while Ironton had 322. Even Chattanooga had a mill,
+some stores and 51 people. The locality was a beehive of activity as
+mines and mills were working every place. The hills were liberally
+sprinkled with houses, stores, mills, boarding houses, barns and mine
+buildings. An incendiary fire at Red Mountain on August 20, 1892
+destroyed practically the whole town causing property damage estimated
+at $259,000. But nothing daunted these optimists. They immediately went
+about rebuilding it.
+
+The transportation of supplies to the district—machinery, timbers for
+mines, lumber, living necessities, coal and feed for animals—must have
+been terrific for such little trains to handle. Return trains carried
+ore bound for the smelters at Silverton and Durango. A company in which
+Mears was interested built a smelter, the Standard, at Durango in 1889,
+to handle copper ore from the Red Mountain area but it did not prove a
+success. Eventually, in 1897, the property was sold and rased. The slag
+pile may still be seen just south of town.
+
+Operation, not counting sharp curves and steep grades, was complicated.
+Turning facilities were numerous for such a short piece of
+railroad—Silverton, Sheridan Junction, Red Mountain, Corkscrew Gulch,
+Ironton and Albany. The Operation of the turntable has already been
+exhibited. It, very soon after completion, began having trouble with
+snow, and a long entrance shed was built to alleviate the condition.
+Each leg of the wye at Red Mountain would accommodate only two cars, and
+so the engine and baggage car went around it and hooked onto the other
+end of the coaches.
+
+Four regular freights and probably an extra one or two operated. The
+company did not have enough engines or anything else for such traffic
+and so must have borrowed from the R. G. S. and the D. & R. G. Passenger
+business was only a sideline but Mears maintained the dignity of his
+little railroad by running daily, each way, two passenger trains, each
+with two or three coaches and baggage car. He charged 20c per mile
+straight and had all the riders he could handle.
+
+Business had been very good, so good, in fact, that the Silverton
+Railroad had the reputation of being the best-paying for its size in the
+state. Mears even used profit from it to assist the R. G. S. which was
+not doing as well as had been expected.
+
+An extension of the Silverton Railroad up the Animas River Valley had
+been considered for several years. It became a reality in 1893 when the
+two miles from Silverton to the Silver Lake mill at Waldheim were built.
+It was considered a part of the S. R. system, not a separate line.
+
+The San Juan’s most common precious metal was silver. Others were gold,
+lead, zinc and copper. Trouble had been brewing for some time but when
+the government repealed the Sherman Silver Purchasing Act in 1893 a
+panic descended not only on the San Juan but on all of the United
+States.
+
+All mining towns had, of course, boomed and were replete with hordes of
+promoters, prospectors, miners and hangers-on. Saloons, gambling joints
+and brothels flourished. Now, mines closed by the dozens and the
+populace departed. Many towns, especially the small ones, were
+practically deserted. Train operation came down to a mixed freight and
+passenger.
+
+As some of Mears’ letters indicate, he was, after the panic, having a
+most difficult time in making ends meet. He gave up the Rio Grande
+Southern almost immediately and allowed it to go into receivership on
+the 2nd of August, 1893. He tried, however, to hang on to the Silverton
+Railroad but, as some of the letters reveal, he had to do a good deal of
+juggling with bonds, stocks and notes to stave off creditors.
+
+In 1896 the company claimed 18.25 miles of track from Silverton to
+Albany, 3.75 miles of branches and .48 miles of spurs. In the same year
+it listed two locomotives, three combination cars, 36 box cars, one
+caboose and one “other”.
+
+Even with the hard times Mears managed by borrowing to extend the
+railroad in 1896 from Waldheim to the Sunnyside mine at Eureka, another
+6½ miles. This entire piece, Silverton to Eureka, he incorporated as the
+Silverton Northern. This railroad was justified as both the Silver Lake
+and Sunnyside mines carried a good deal of gold.
+
+At the turn of the century the most talked of and anticipated event in
+the mining country was the Meldrum Tunnel which was to bore through the
+range west of Red Mountain town and connect with mines at Pandora near
+Telluride on the other side.
+
+The tunnel was to be large enough to contain a railroad which was to
+connect the Silverton Railroad with the Rio Grande Southern at Pandora.
+This would have saved much mileage and would, except at the ends, have
+been free from snow.
+
+Andrew Meldrum, a Scotchman, the originator of the project, raised money
+and started work in 1898. He left a point on the west side one and a
+half miles south of Pandora and drilled eastward until he had reached a
+depth of 1400 feet. Except for one joggle it was quite straight. At the
+same time he ran another tunnel westward from a point about one-half of
+a mile north of Joker Tunnel to a depth of 600 feet or more. Altogether
+he drilled about 1.6 miles on the west side and .6 mile on the east
+side. Finally, in 1900, with 3.4 miles yet to go, he ran out of money
+and had to abandon the project.
+
+However, Meldrum’s dream did materialize in 1946 during World War II
+when the government loaned the Idarado Mining Company, which had bought
+the old Treasury Tunnel workings at Red Mountain, the money to complete
+a tunnel through the mountain to the Pandora side. It takes several
+drops and rises and goes in various directions in order to contact the
+ore veins, so that the total length is 7½ miles. This amount does not
+include some tail tunnels.
+
+The Idarado property is now considered one of the richest in the world
+for hardrock ores—silver, gold, lead, zinc, copper and manganese.
+
+Meldrum lived out his life in Ouray and died in a cabin there all alone,
+a few years too soon to see his dream come true.
+
+Everybody hoped and expected that mining would soon revive but the time
+dragged on and it did not. William Jennings Bryan ran for president of
+the United States in 1896 on a “free coinage of silver” platform and the
+“Silver San Juan”, Mears especially, ardently campaigned for him. When
+Bryan was defeated, Mears gave up on a mining revival and early in 1897
+moved to the East. There he took up several business enterprises and
+stayed for ten years. However, he retained a general supervision over
+his railroads and made numberless trips back to the San Juan.
+
+Revenues had decreased so greatly that the railroad was finally, in
+1898, forced into receivership. Alex Anderson, a Scotchman and a former
+auditor, was made the receiver.
+
+The Crawford interests who were promoting the Joker Tunnel (a drainage
+operation) got control of the railroad in a foreclosure sale in 1904. On
+November 3 of that year it was incorporated by Otto Mears, Alex
+Anderson, John Ewing, George Crawford and Harry Riddell as the Silverton
+Railway, with Mears as president. The new company replaced the old
+30-lb. steel with 45-lb. Mr. Ridgway, as superintendent at this time,
+1904 and 1905, had to keep three sets of books—one for the S. R., one
+for the S. Ry. and one for the S.N.
+
+Just before and after the reorganization, business revived until it was
+nearly as good as in the beginning though only one passenger train ever
+ran again and then only as far as Joker Tunnel. The train consisted of
+two coaches and a baggage car to Red Mountain where one coach was set
+out and the rest went on to Joker. In 1912 a daily passenger was running
+only as far as Red Mountain. In 1919 and ’20 a passenger was still going
+to the same destination. During this period about two freights operated
+though the number depended on the amount of business. A little engine
+could haul three loads up to Red Mountain and a big one could haul five.
+Both handled ten loads down. In the winter operation was suspended
+either for short periods or for the season because of snow blockades.
+
+The turntable was still standing in early 1906 for John Crum who that
+spring drove a logging team from Albany Gulch to the Gold Lion mine, at
+night turned his horses loose on a flat nearby and in the morning had to
+play tag with them around the table to catch them.
+
+Mears, who was expecting great things of the Cold Prince mine and mill
+at Animas Forks on the Silverton Northern, decided he needed a turntable
+worse there than at Corkscrew. So, in the summer of 1906, Edward Meyer,
+an engineer, took a train to the gulch to retrieve all essential and
+removable parts along with other appurtenances. These were then
+transported to and installed at Animas Forks.
+
+Joe Dresbach, the general manager of the time, has also stated that
+essential and removable parts of the turntable at Corkscrew were
+retrieved and installed at Animas Forks.
+
+Charles Decker, an engineer, says that the housing and operating parts
+of the turntable at Corkscrew were gone when he went there for the first
+time in 1907. The train merely ran over the stationary table onto a
+switchback that had been extended to hold several cars, and then backed
+out.
+
+After the turntable was abandoned a train leaving Red Mountain headed
+into Corkscrew Gulch, backed down to Joker Tunnel, headed into Corkscrew
+again and finally backed to Red Mountain. Or the operation was reversed
+by backing out of Red Mountain to begin with. As trains will not back
+through much snow downhill and practically none uphill this railroad got
+into trouble in the winter no matter how it started out or what it did.
+
+Mears was employed by the D. & R. G. to reconstruct the railroad in the
+Animas canyon after the disastrous flood of October 5, 1911. He used S.
+Ry., S. G. & N. and S. N. engines and crews to work from the north end.
+Trains went to Joker Tunnel to pick up rails that had been brought that
+far by freight teams from Ouray. Silverton ran out of coal, and some
+that had already been hauled to the Treasury Tunnel at Red Mountain was
+brought back to town. In about 60 days the line was open and the first
+two freight cars to arrive in Silverton were one of caskets and one of
+beer.
+
+Many derailments and minor accidents occurred but in its 39 years of
+operation only one fatality. In 1902 or ’03 an engine ran off a short
+rail at Sheridan Junction causing it to overturn. The engineer, Bally
+Thompson, was caught and crushed under the boiler. The whole top of his
+head and jaw were torn off and his skin was cooked like that of a
+roasted turkey.
+
+The year ending June 30, 1911 showed a cash balance of $9 while the year
+ending December 31, 1917 turned up with a deficit of $25,241. Regular
+operation ceased in 1921 and abandonment proceedings were held in the
+early fall of 1922. All rolling stock, including Engines 100 and 101 (1)
+were turned over to the S. N.
+
+Below is the last station list ever published:
+
+     .00          Silverton             9,300
+    5.30        Burro Bridge           10,236
+    7.23         Chattanooga           10,400
+   10.64           Summit              11,235
+   11.97        Red Mountain           11,025
+   12.66         Vanderbilt
+   12.85         Yankee Girl
+   13.26          Robinson
+   13.46           Guston
+   13.93    Paymaster Coal Track
+   14.38       Corkscrew Gulch
+   14.81     Paymaster Ore Track
+   15.03        Silver Belle
+   16.06            Joker
+
+As the track was not immediately removed an occasional train was run to
+Red Mountain or even to the mines beyond. With the salvaging of the
+rails in 1926 the Silverton Railroad made its last run.
+
+The original Red Mountain Town was on the east side of the small hill
+called the Knob. The place began declining about 1907 and the time came
+when it was deserted and all structures were in a state of near or
+complete collapse. The Idarado, the old Treasury Tunnel, to the north
+side of the Knob, with all its prosperous looking mine and mill
+buildings and its nice dwellings, most of which were moved there from
+Eureka, now constitutes the town of Red Mountain. _This_ Tunnel is a
+World War II development and is famous because it bores through the
+mountain to the mines on the Telluride side.
+
+The new highway has almost obliterated the old railroad grade. It may be
+seen crawling along on the sidehill up to Burro Bridge, and again at
+Chattanooga Loop and overhead as it climbs to the summit. It also may be
+seen curving around the Knob to old Red Mountain town, crawling along
+the mountain to Corkscrew Gulch and dropping down to Joker Tunnel. Then
+all traces of it are gone except some old grade at Albany. First a road,
+then a railroad and again a road!
+
+
+
+
+                    SILVERTON, GLADSTONE & NORTHERLY
+
+
+The Gold King Mining Company, under President W. Z. Kinney, promoted a
+railroad for the purpose of hauling concentrates from mills along Cement
+Creek to the smelters at Silverton. According to the Manual the railroad
+was chartered April 6, 1899 and completed in July. James Dyson located
+the route and the Rocky Mountain Construction Co., incorporated in
+Maine, constructed the 7.5 miles of line and the one-half mile of
+sidings from Silverton to Gladstone. Forty-five-pound rail was used.
+Track left the main line of the D. & R. G. at the north end of Silverton
+and there a roundhouse was built. San Juan County records show that the
+property was conveyed from the construction company to the railroad
+company July 21, 1899. Two figures, $247,838 and $252,979, have been
+given as the cost of the job. The difference may have covered equipment.
+
+The S. G. & N. bought Engine 32 from the Rio Grande Southern through the
+D. & R. G. purchasing agent, C. M. Hobbs, for $3252. Mr. Hobbs
+instructed Mr. Lee, general superintendent of the R. G. S., to letter it
+properly, deliver it to W. Z. Kinney at Silverton on August 1, 1899 and
+collect the money. Two very nice made-to-order coaches, that had seats
+for passengers in one end and baggage compartments in the other, were
+obtained. Two trains ran daily consisting, generally, of an engine, two
+loads and a passenger coach. The first year of operation showed a
+surplus of $35,366.21.
+
+The company, evidently, did not have enough power and in October 1900 it
+was asking the R. G. S. for another locomotive like the one it already
+had, but none was available. Meanwhile, a company in Palestine, Texas
+had bought R. C. S. 33 (exactly like 32) but on finding it
+unsatisfactory, had shipped it back. The R. G. S. placed it in the
+Burnham Shops at Denver where, in 1902, it underwent extensive repairs.
+Then it was sold to the S. G. & N.
+
+The two locomotives mentioned above were sisters to the Silverton
+Railroad’s No. 101 (1), formerly R. G. S. 34. All three were of the same
+make and the same class and had the same owners at the same time and in
+the same order—the D. & R. G., the R. G. W. and the R. G. S. All of
+these engines ended up with the S. N. (So did S. R. No. 100.) All had
+five owners. The 33 had six owners if one would count the company in
+Texas but, as far as is known, no money changed hands.
+
+A new locomotive, No. 34, a Baldwin of the 100 class, was purchased in
+1904. The Manual of 1905 lists three engines, two coaches, and twenty
+freight cars; the one of 1909 says two locomotives, two coaches, ten box
+cars and twenty-one gondolas. Engine 32 was the one out of service at
+this time. Eventually its boiler went to a sawmill at Cascade. No. 33
+lasted a few years longer.
+
+Except for Mr. Kinney of Silverton, the board of ten directors elected
+in 1904 were all from Maine, Massachusetts or New Brunswick and the
+trustee under the mortgage was the Newtonville Trust Co. of Newtonville,
+Mass. In 1905 the funded debt was $100,000 and the outstanding stock,
+$121,000. In the year ending June 30, 1909, the railroad had carried
+16,667 tons of freight and 3,916 passengers.
+
+It was not uncommon for service to be discontinued for short or long
+periods in any winter on account of snow blockades but the suspension in
+the fall of 1911 was due to the extensive washouts on the D. & R. G. in
+the Animas Canon. S. G. & N. men and equipment were sent to assist in
+the reconstruction.
+
+Excursions were often run to Gladstone for picnics or to gather
+columbines either to send out of town for some special doings or for any
+kind of local celebration.
+
+According to the Official Guides of 1913, 1914 and 1915 mixed trains ran
+thrice weekly—Monday, Wednesday and Friday. In 1913 trains left
+Silverton at 1:00 P.M. and arrived at Gladstone at 1:45 P.M.; left
+Gladstone at 2:15 P.M. and arrived at Silverton at 3:00 P.M. This was a
+considerable decline from the original two trains per day.
+
+About the first of January 1910, Mears, Slattery and Pitcher leased the
+Gold King mine. On January 15 of the same year the Silverton Northern
+Railroad leased the S. G. & N. and five years later, on June 10, 1915,
+bought it at auction. San Juan County records show that the deed was
+made July 23. Mears then owned all three railroads. Only one S. G. & N.
+engine, the 34, was in service. The partners gave up the lease on the
+mine in 1917 and Mears, then 77 years old, left for California, never to
+return.
+
+Mrs. Percy Airy has a little story to tell of this period. In 1911 her
+husband was working at the Gold King mill at Gladstone and they were
+living in a little cabin with almost no furniture and conveniences. One
+morning while she was washing, Percy came rushing in, saying he was
+bringing his uncle Jack Slattery, Otto Mears, James Pitcher and Louis
+Quarnstrom in for dinner. Flustered and dismayed were no words for it!
+At such a camp no fresh stuff was available but she managed a dinner of
+ham, scalloped potatoes, a canned vegetable, biscuits with butter and
+jam, fresh canned mountain raspberries, cake and coffee. She had only
+two stool chairs and one of them was occupied by the washtub which Mears
+urged her not to move. She put one man on the other stool chair, two on
+the bed and two in rockers. Being very young, only nineteen, she was so
+embarrassed she wouldn’t sit down at the table. Everybody praised her
+dinner and she felt better. When Mears left he presented her with a very
+rich piece of gold ore, about the size of a large orange, and told here
+if she’d always keep that she’d never be poor. Later she engaged a
+jeweler to make a watch charm from it for her husband. A small cracked
+charm and two small pieces of ore were all that was returned to her. The
+fellow claimed he had had to break the big chunk all to pieces to get
+the charm and had thrown the scraps away. Of course every small grain of
+that ore was valuable.
+
+Business kept dwindling until only an occasional train was run. The
+following table indicates that the track was still lying in 1923.
+
+       SILVERTON, GLADSTONE & NORTHERLY
+             Official Roster 1923
+
+      0  Silverton                     9,300
+    3.2  Yukon Mills
+    5.0  Porcupine Gulch
+    7.0  Fishers Mill
+    7.5  Gladstone                    10,600
+
+No exact date can be found for the tearing up of the rails but it
+probably was in 1926, the same year the S. R. was dismantled. All
+equipment went to the S. N. as it already belonged to it anyway.
+
+The government, during our war with Japan, established military posts in
+Alaska. The railroad up there, the White Pass and Yukon, needed more
+locomotives and in 1942 it purchased all that were left on the S.N.—the
+3, 4 and 34. (The S. N. had ceased operation three years previously.)
+The 34, as should be remembered, had belonged to the S. G. & N. When the
+Alaskan railroad received the 34 it numbered it “24”. After Diesel power
+was obtained there the 24 (nee 34), then about forty years old, was
+retired to the boneyard.
+
+One of the original S. G. & N. coaches was bought from the S. N., moved
+to Durango and set up on Main Avenue as the “Pioneer Diner”. Later,
+after changes and additions, it became the “Chief Diner”. It is still
+operating and may be seen in Durango.
+
+
+
+
+                           SILVERTON NORTHERN
+
+
+Mears hoped to run a railroad from Silverton to Mineral Point and
+possibly on to Lake City, following practically the same route as the
+wagon road he had built twelve years previously. C. W. Gibbs, chief
+engineer, made surveys from Silverton to Eureka in both 1889 and ’90 but
+nothing was immediately attempted, probably because of all effort and
+money going toward the construction of the Rio Grande Southern. However,
+two miles from Silverton to Waldheim were built in 1893 as an extension
+of the Silverton Railroad.
+
+According to San Juan County records the Silverton Northern was
+incorporated on September 20, 1895. Fred Walsen was the president, Otto
+Mears the vice-president and Alex Anderson the secretary-treasurer.
+
+Construction began at the North Star bridge, the end of the first piece
+of railroad, in late April of 1896 and the 6½ miles were completed to
+Eureka in late June. The transfer of the property from the construction
+company to the railroad company was made on July 1st. Silverton Northern
+books gave the cost of construction as $272,400. Meanwhile the first two
+miles had been transferred from the Silverton Railroad to the Silverton
+Northern. A big celebration took place at Eureka on the completion of
+the line and Mrs. Edward G. Stoiber drove the golden spike. A picture is
+extant which shows the crowd there.
+
+S. R. Engine 101 was transferred to the S. N. but henceforth was to go
+by the number of 1. Of course, the company could borrow a locomotive or
+other equipment from the S. R. or the D. & R. G. as needed.
+
+Ever since the panic of 1893 with its demonetization of silver, mining
+in the San Juan had been seriously crippled but, since the Sunnyside
+mine near Eureka and the Silver Lake mine near Waldheim produced good
+values in gold, the S. N. could make a profit.
+
+Mining men, Mears among them, had great hopes that mining would revive
+as of old if William Jennings Bryan could be elected as president.
+Bryan, it should be remembered, was running in 1896 on a platform of
+silver coinage at 16 to 1 with gold. When he was defeated Mears lost
+hope for any improvement in mining and moved to the East where he took
+up several projects. One was the building of the Chesapeake Beach
+railroad from Washington to the beach. Another was the promotion of the
+Mack Truck Co. with himself as the first president. He, at that early
+date, saw the possibilities of automobile transportation.
+
+Though Mears stayed in the east until 1907 he exercised a strong
+supervision over his San Juan railroads and made a number of trips back
+to the country to oversee them.
+
+In 1901 the company owned one locomotive, one passenger coach, ten box
+cars and one service car. For the year ending June 30, 1901 it had
+operated 3376 miles of mixed and 1310 miles of passenger service. In
+1902 it paid a dividend of 10%.
+
+The Gold Prince mine, four miles up the Animas River canon from Eureka,
+was then flourishing so Mears decided to build a railroad to the place.
+He hired Thomas Wigglesworth as surveyor and constructor. Construction
+from Silverton to Eureka had been easy—no hard grading and only two
+small bridges—but from Eureka to Animas Forks, the little town near the
+Gold Prince, it was to be very difficult—up a rough canon and over 7% to
+7½% grade, the very maximum for a steam railroad.
+
+Mr. Vest Day gives an account of its building:
+
+“Mr. Thomas Wigglesworth, for whom I had worked several times before,
+hired me to get stuff together and go up to Animas Forks to establish a
+camp. Late in May of 1904 I loaded on the train at Durango about a
+carload of surveyor’s equipment and camp supplies, among which was a
+350-lb. cook stove, all to be taken by rail to Eureka. There the two
+Peck brothers packed it on burros and, since the snow was deep and soft,
+they often had to spread gunny sacks out for the burros to step on,
+especially for the one with the stove, to keep them from sinking in too
+deeply. Everything arrived at Animas Forks in good order.
+
+“The snow was six feet deep around the cabins we were to occupy so I had
+to shovel paths and dig down to get the doors open. Then I had to gather
+wood out of the tree tops but had the stove up and a good supper ready
+when Mr. Wigglesworth arrived with three other young fellows.
+
+“We first did some preliminary surveying, running a line from Animas
+Forks to the divide in case Mr. Mears should decide on a railroad to
+Lake City. The snow was so deep we could not drive the stakes so we cut
+turning points in the hard crust with a hatchet.
+
+“Then we started to work in the canon which was a hard problem and had
+labored a month trying to get a line up the east side when Mr.
+Wigglesworth remarked to Mr. Mears that he’d like to build the railroad
+on the other side where the road was. Mears told him to go ahead and
+take it as it was his road anyway. Even though we used the road grade,
+still a lot of work had to be done and R. T. F. Simpson, who was to run
+the commissary, brought with him from New Mexico, 100 Navajo Indians to
+do the rough labor. About 25 whites were employed but they acted as
+powder men, clerks or other such things. We were all finished in the
+fall.
+
+“While we were there Mr. Wigglesworth procured for Roy Goodman and me a
+railroad bicycle that Mears had had made for Mrs. Stoiber. She was not
+at that time using it. This contraption had a framework to which was
+fastened four light-weight flanged wheels with rubber on them, that ran
+on the track. Above was a platform on which were two stationary bicycles
+side by side. The riders treadled the bicycles and the two chains that
+pulled the two rear wheels and were connected with two small wheels on
+the axle of the car, drove the car, so it ran nicely on the track. We
+had a grand time going back and forth to Silverton on it.”
+
+Marion A. Speer, a lad from Texas, went to work in the spring of 1904 as
+a nipper on the railroad which was building from Eureka to Animas Forks.
+His job was to carry heavy tools such as drills and picks from the
+blacksmith shop to the drilling and blasting crews, and the dull ones
+back. The work was very hard but he had to have the money if he expected
+to go to the Colorado School of Mines, which was his intention. One day
+Wigglesworth, his boss, came to him and told him he’d have to let him go
+as the work was too heavy for him. Marion, then, proceeded to “bawl his
+eyes out”. When Wigglesworth found out the reason he not only took him
+back but hired a Mexican boy to help him.
+
+The construction outfit used Engine 3 which was brand new that year, was
+very powerful and a beauty and was called “Gold Prince” after the mine
+at Animas Forks. That piece of railroad was completed in the fall except
+for sidings which were laid the next year.
+
+Young Speer worked at the Silver Lake mill for several summers and often
+got to ride in Engine 100; he also went to Gladstone in the 34 and was
+on the S. N. coach, the Animas Forks, when it turned over the first
+time. The track still lay to Albany in 1907 for a train took a bunch of
+picnickers, of which he was one, down that way and let them off.
+
+The railroad workers, among whom was Speer, ate at the Silver Wing
+(Condit) boarding house, and they were lolling around outside one
+evening in June of 1904 when a terrific explosion took place at the
+Toltec blacksmith shop, directly across the river, about 200 feet away.
+Debris of all descriptions peppered the boarding house.
+
+The Silverton _Standard_ reported the event thus:
+
+_An Awful Explosion_—“Three men, Percy Kemper, Edward Crane and L. W.
+Lofgren, were killed last Sunday night about ten o’clock by a powder
+explosion at the Toltec Tunnel of the Sioux Mining Company, located
+above Eureka near the mouth of Picayune Gulch.
+
+“Kemper and Crane were literally blown to pieces, parts of their bodies
+being found in different places, 300 and 400 yards from the scene of the
+explosion. The blacksmith shop was, of course, demolished. When the
+sound of the explosion brought others to the scene, Lofgren was still
+alive, but he died on the way to Silverton. The remains of the other two
+unfortunate men were brought to this city Monday afternoon.
+
+“Lofgren, it seems, had been working behind a metal mine car which
+absorbed much of the force of the explosion. This accounts for the fact
+that Lofgren was not killed outright.
+
+“At the coroner’s inquest held Monday a verdict was returned that the
+three men came to their deaths by and through carelessness in heating
+powder.
+
+“The largely attended triple funeral was held Wednesday afternoon under
+the auspices of the Miner’s Union of which all three of the deceased
+were members in good standing, the local Odd Fellows, however, turning
+out in honor of their deceased brother, Lofgren. Reverend Shindler
+preached the funeral sermon.”
+
+Vest Day reports that his survey crew helped pick up the pieces of the
+bodies the next morning and put them into nail kegs.
+
+Mr. Meyer, the locomotive engineer on the construction crew, claimed the
+Indians would stop work on almost any pretext but especially to chase
+ground hogs. Mears decided to put a stop to such foolishness and hired
+25 white kids and supplied them with rifles to kill the animals. It
+didn’t help much because when they were out of the way the Indians could
+find plenty of other excuses to dawdle.
+
+Mr. Arthur Ridgway stated that when he came to the S. N. in October of
+1904 work was still going on under the supervision of Marshall B. Smith,
+Mears’s son-in-law, with Navajo labor. Operation of the line began the
+next Spring after the snow went off.
+
+In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up
+Cunningham Gulch to the Green Mountain and Old Hundred mines, which
+added 1.3 miles of railroad to the system. The S. N. must have been in
+financial straits at this time for Mears had to raise money in New York
+to pay interest on the bonds.
+
+This railroad went north from Silverton as did the other two. The
+termini of the S. R. and S. N. were not much more than six air miles
+apart with the S. G. & N. in between. Animas Forks is at the foot of
+Mineral Point. One may ride out on the top of Mineral Point, as this
+writer has done and see the waters divide, the Uncompahgre going to the
+north and the Animas to the south. Mears never got the courage to build
+a railroad up there as first projected nor on to Lake City.
+
+During the year ending June 30, 1905 the railroad carried 31,433
+passengers and 43,349 tons of freight. The Manual or Guide lists for
+1905, two engines, for 1909, three and for 1911, two. One or two
+passenger cars, one or two baggage and several freight cars were
+claimed. It should be remembered that equipment was interchanged between
+these little lines and was also borrowed from the D. & R. G.
+
+The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an
+old one from the D. & R. G, which it numbered 2, but it was of such
+little good it was soon scrapped. Mears bought the 3 new in 1904 and the
+4 new in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased
+and in 1915 bought the S. G. & N. and got its engines, the 32, 33 and
+34. Numbers 100, 32 and 33 were scrapped between 1909 and 1912 but 1 was
+still in use in 1916 for it is shown in the picture of the zinc train
+that was running at that time. All four of those just noted sat for a
+number of years in the boneyard at Silverton. Numbers 3 and 4 were used
+on the snow bucking because 34 was too large for the plow.
+
+Mears could always think up something novel and smart. He had already
+put out the silver and gold passes and had devised the railroad bicycle
+but now he wanted to do something special in the way of a passenger
+coach for this run. He bought an old narrow gauge sleeper from the D. &
+R. G., that had been used on the run from Pueblo via Salida to Alamosa
+after 1890 and is thought to have been one of those that came to Durango
+and Silverton From ’81 to ’83. He had it painted a bright green, put the
+words in gold, “Silverton Northern Railroad” over the windows and named
+it the “Animas Forks”. It had four upper and four lower berths on each
+side, half as many as a modern sleeper has. It was different also in
+that the berths had wooden slat bottoms instead of solid metal as we
+know them. Ten feet or less at one end was walled off for a kitchen
+while 20 feet or more was equipped with seats and tables. There was a
+menu card, lengthy and beautifully printed, and a liquor list to delight
+a connoisseur. Of course a porter was present to administer the drinks.
+
+The engine _pushed_ the cars from Eureka to Animas Forks. It would not
+have done to have had them behind for, if a coupling had broken, the
+brakes would not have been able to hold them on such a steep grade and a
+runaway and wreck would have resulted. As, at first, there was no way of
+turning at Animas Forks the engine had to back down _pulling_ the cars,
+a decidedly risky business. A turntable was desperately needed and so,
+in 1906 or ’07, Mears used certain parts of the one at Corkscrew Gulch
+to complete the one he was building at Animas Forks. Then the engine
+could turn and, by setting the cars on a spur, could get ahead and keep
+them from running away. Before starting they tested the brakes most
+thoroughly; then the brakeman stayed on top of the cars clubbing them
+all the way down. Everybody breathed a sigh of relief when they got
+stopped at Eureka.
+
+They generally hauled a car of coal and an empty or a coach up and three
+cars of ore down. The biggest load ever taken up was a car of coal and a
+car of cement. Speed from Silverton to Eureka was ten miles per hour but
+from Eureka to Animas Forks, four miles, and the same on the return
+trips.
+
+The Stoiber brothers had developed the Silver Lake mine in Arastra Gulch
+and built the mill at the mouth of the gulch; later Ed took over the
+mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim
+which, because of its size—ball room, game rooms, etc.—and its fine
+construction and expensive furnishings, became known as the “Mansion”.
+There they entertained most lavishly, often passing out expensive party
+or dinner favors. (The author acquired one of them—a beautifully
+engraved solid silver dinner spoon.)
+
+The madam undertook a good part of the management of the mine herself,
+sometimes all of it, and was capable of subduing the most obstreperous
+miner who ever landed there. She was the lady who, to spite her
+neighbors, built the tall fence around her place in Silverton.
+
+They left Silverton about 1904 and, after Stoiber died, the madam
+erected a fine home in Denver, surrounding it with a fence. She had one
+husband before Stoiber and two others afterwards but no one knows for
+sure what became of them. Her last home was a villa in Italy where she
+died. A large fortune was left behind which is still being handed down
+to heirs of heirs.
+
+Mears signed a contract with the Gold Prince mine at Animas Forks, to
+haul its ore to Silverton over the winter of 1906-07. Therefore, it was
+necessary to prepare against the vicious snow slides between Eureka and
+Animas Forks. He decided to build several heavily timbered snow sheds
+and anchor them in rock in the hillsides. The first, 500 feet long, at a
+bad place near the Silver Wing boarding house, not far from Eureka, was
+completed in October. A slide that winter smashed it and dumped it into
+the Animas River Canon. Mears gave up on snow sheds.
+
+On March 24, 1906 concussion, which is the rush of air at the edges of a
+slide, did great damage to the Green Mountain mill in Cunningham Gulch
+and killed the mine foreman. It also destroyed several S. N. cars. At
+the same time a slide demolished the boarding house at the Shenandoah
+mine and killed twelve men.
+
+Near Animas Forks two men were asleep in the same bed. One was thrown
+toward the center of the room and carried away while the other was
+thrown toward the wall and was saved. In the same season two men were
+killed at the Robert Bonner mine near Burro Bridge on the S. R.
+
+These are only samples of slides that happened nearly every winter.
+Often bodies, frozen stiff, were recovered from slides and stood against
+the handiest wall.
+
+One summer a request came to Silverton for a great quantity of
+columbines for some national convention that was to be held in Denver. A
+“Columbine Special” train was run from Silverton to Animas Forks for the
+purpose of procuring them. Mears donated the use of the train, railroad
+men donated their services and townspeople donated their time. They
+gathered what they estimated to be 25,000. A hardware man supplied
+washtubs in which the flowers were packed and shipped. They went out of
+Silverton on flat cars but were transferred to box cars at Alamosa. The
+columbines reached Denver and were displayed in front of the Denver Post
+building.
+
+The Pullman was in a couple of wrecks, the first in the summer of 1908.
+New rail was being laid and hadn’t, in one place, been spiked. Meyer was
+the engineer and was pulling a train of three coaches going south when
+the accident happened near Silver Lake, two miles out of Silverton. The
+engine and one coach went over the rail all right but the next coach
+caught on it, turned over and took the Pullman with it. When Conductor
+Hudson came along getting people out he found one woman with her head
+and shoulders completely through a window on the under side. The car had
+lit on a couple of ties, which held it up, preventing her from being
+crushed. Only her hat was knocked off. When settlements were made the
+worst casualty was found to be a box of peaches for which the owner
+asked and received 75 cents.
+
+Another time, about 1911, a train was going north when, near Waldheim,
+the Pullman, which had too long a wheelbase for curves, gave a swing and
+the top part left the trucks, flopping over and taking a coach with it.
+Booker was the engineer this time, Hudson, the conductor and Ruble, the
+fireman. When they arrived they found the dust so thick they could
+scarcely see or breathe. Ruble and Hudson walked along on the sides of
+the coaches pulling people out of the windows. They came to Mrs. William
+Terry securely fastened and soon found the trouble—her skirt was caught
+between a rock and the side of the coach. Ruble used his pocket knife to
+cut a piece out of the back. The poor fellow, easily embarrassed anyway,
+never heard the end of cutting off the lady’s skirt.
+
+How Mrs. Terry remembers it:
+
+“It was a Saturday afternoon in the summer time and the train was full
+of people going home from Silverton. In the Pullman everybody was
+talking and joking and having a good time. Suddenly the car gave a flop
+over on one side and everything was confusion. I was thrown against the
+slats of the berth and got several bumps on the head. I grabbed a
+handful of willows out the window which pulled through my hand leaving
+green streaks that lasted for days. My skirt was caught at the back and
+someone cut a chunk out of it. It had been jerked loose from the waist
+anyway so it came off. But those were the days when women wore
+petticoats and I had a nice one of iridescent taffeta, that rustled and
+had reams of ruffles.
+
+“Broken glass had flown in every direction and many people had cuts. One
+woman who had on a white dress came up to me and asked me if her hat was
+on straight. I told her it was but that she had better look at her
+dress. The whole front of it was covered with other people’s blood.
+Passengers sat on the hill waiting for a train to come for them.
+Everybody was very excited and upset. The porter went around offering
+drinks to help settle our nerves but I didn’t take any. Cuts and bruises
+were the worst damages. The injured were loaded in a box car and taken
+to the hospital.
+
+“My garb was a towel around my head, the coat of my just-past beautiful
+new plaid suit and the rustling ruffled petticoat. The suit, of course,
+was ruined as a skirt to match could not be obtained. I never got any
+damages, either, because I was riding on a pass. I lost two combs, too,
+that had real gold trimming.”
+
+The Pullman had made its last trip. It was pulled into the D. & R. G.
+yards at Silverton where it sat for a while, was gradually dismantled
+and finally burned. W. L. Bruce of Durango, about 1920, took some parts
+of the doors and door casings and some of the slats of the berths—all
+beautiful cherry wood—and made a porch swing.
+
+A picture of the front part of the zinc or “Zinc Special” train of World
+War I years is shown herein. A newspaper called the first shipment of
+ten cars “the largest ever made in Colorado.” Zinc with copper made the
+brass that was used in shells. A train of ten carloads of rich
+concentrates was shipped about once a week from the Sunnyside mill at
+Eureka, was picked up by the D. & R. G. at Silverton and transported to
+a smelter at Pueblo in 48 hours.
+
+The Terry family, owners of the famous Sunnyside mine, the biggest
+shipper on the D. & R. G., was dickering with the U. S. Smelting and
+Refining Company regarding the sale of the mine and chartered a train
+for the use of those coming to investigate. A group of eastern
+capitalists—seven of them millionaires—accompanied by mining engineers,
+clerks, servants etc., made the trip in January or 1917. The train was
+the D. & R. G. president’s narrow gauge special, thought to be the only
+one of its kind in existence. The cars were beautifully finished and
+furnished. It was so outstanding and unique as to have been exhibited at
+the World’s Fair at San Francisco in 1915.
+
+Snow was pretty deep. Much good stuff was on the train and the crew got
+slightly befuddled. Just at the north end of Silverton the coupling back
+of the engine came loose and the engineer went several miles before he
+noticed he had lost the train. He did some quick thinking and plowed the
+track on to Eureka. When he came back he told everybody that the snow
+was so deep he thought it better to go ahead and clear the line and then
+come back and get the train.
+
+The outfit parked at Eureka for about a week while officials and
+engineers made a thorough investigation of the Sunnyside which, a few
+months later, resulted in the sale of the mine. On the way back to
+Durango the train, called the “Million Dollar Special”, was wrecked
+about a mile south of Rockwood. The engine and the three coaches turned
+over. Nobody was seriously hurt but two of the cars caught fire from the
+cookstove and completely burned.
+
+In February 1906, three passenger trains on week days and two on Sundays
+ran between Silverton and Eureka. In 1913 a train, running six days per
+week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15, left
+Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and ’20 a
+schedule as follows was in operation: leave Silverton at 8:00 A.M. for
+Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00,
+back at 2:00; leave for Eureka at 3:00, back at 5:00;—two trips to
+Eureka and one to Joker Tunnel seven days per week.
+
+Though there seems to have been no scheduled service in 1923, at least
+the track was still lying and trains must have been run as needed. This
+period, it should be remembered, was one of hard times following World
+War I.
+
+              SILVERTON NORTHERN
+            Official Roster, 1923
+
+    0.   Silverton                     9,300
+    1.   Power
+    2.   Waldheim
+    3.   Robin
+    3.2  Collins
+    4.7  Howardsville
+    0.   Howardsville
+    1.1  Old Hundred
+    1.3  Green Mountain
+    6.2  Hamlet
+    7.4  Minnie Gulch
+    8.5  Eureka                       10,000
+         Astor
+         Lion Tunnel
+   12.5  Animas Forks                 11,200
+
+The branch to Green Mountain operated only a short time because the
+mines up that way turned out to be poor producers. The part from Eureka
+to Animas Forks is claimed never to have paid expenses and soon quit
+regular operation though occasional trains ran up there until sometime
+in the twenties. Mears offered the right-of-way to the county if it
+would take up the track, which it did, and Mr. Meyer hauled the junk
+down in 1936.[4] Like the S. R., it was a road to begin with and ended
+up by being one again.
+
+The section from Silverton to Eureka revived and lasted the longest of
+any of the three little railroads. Ore was shipped over it from the
+Sunnyside mine and mill until 1939 when the mine closed down because of
+a miner’s strike.
+
+In the summer of 1942 the property was advertised for sale for $17,000
+in delinquent taxes. Mrs. Cora Pitcher, Mears’s daughter, sold it to the
+Dullen Steel Products Company and paid the taxes. This company shipped
+the shop equipment, rails and rolling stock out in October.
+
+The United States had, after it became involved in war with Japan,
+established military bases in Alaska. The railroad there, the White Pass
+and Yukon, needed more motive power and the government requisitioned the
+three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they
+were re-numbered to 22, 23 and 24, respectively. In 1947 word was
+received from the War Surplus Board and the W. P. & Y. Ry. that twelve
+engines—7 D. & R. G., 2 C. & S. and 3 S. N.—had been received by the
+Alaska Railroad but when Diesel power was obtained there, all except No.
+34 (24) were returned to Seattle to M. Block & Co., a junking outfit.
+The last known of the 34, it was sitting in the railroad yards at
+Skagway, Alaska, in a state of dismantlement.
+
+In 55 years, 1887 to 1942, the three little Silverton railroads started,
+prospered, declined and perished and nothing, unless one considers still
+discernible roadbeds and rotting ties, remains to attest their
+existence. No equipment except one coach, which is scarcely recognizable
+as such, has survived. A few little relics such as small amounts of
+paper material, a goodly number of pictures and S. R. buckskin, silver
+and gold passes have survived and they are scattered from one end of the
+United States to the other. Pathetic mementos they are, for agents that
+played such a large part in the life and prosperity of their community.
+
+
+
+
+                        THE FOLLOWING PAGES....
+    Views and Documents of Narrow Gauge Railroading in the San Juan
+                               Mountains.
+
+
+    [Illustration: PLATE XXI.
+    TRANS.AM.SOC.CIV.ENGRS.
+    VOL. XXIII. N^o. 450
+    GIBBS ON
+    SILVERTON RAILROAD.
+    Silverton
+    RAILROAD
+    1888]
+
+    [Illustration: The two levels of track at Chattanooga Loop.
+                                                (_Violight Productions_)]
+
+    [Illustration: The first train to Red Mountain with Mears beside the
+    engine pilot.
+                                               (_Denver Public Library_)]
+
+    [Illustration: The Chattanooga Loop.
+                                                         (_C. W. Gibbs_)]
+
+    [Illustration: Passengers transferring from the train to the stage
+    at Red Mountain.
+                                                        (_R. A. Ronzio_)]
+
+    [Illustration: The two levels of track approaching Corkscrew Gulch.
+                                                         (C. W. _Gibbs_)]
+
+    [Illustration: Ironton and the turntable
+                                             (_U. S. Geological Survey_)]
+
+    [Illustration: The Yankee Girl mine buildings.
+                                         (_Colo. State Historical Soc._)]
+
+    [Illustration: The track to Albany in the foreground.
+                                             (_U. S. Geological Survey_)]
+
+    [Illustration: Red Mountain—The small round hill was called “The
+    Knob.”
+                                         (_Colo. State Historical Soc._)]
+
+    [Illustration: Red Mountain—Depot at right. National Belle mine on
+    the hillside. Jail over the heads of the men.
+                                                          (_Ray Cooper_)]
+
+    [Illustration: A snow-bucking train and the Red Mountain depot.
+                                               (_Denver Public Library_)]
+
+    [Illustration: Rio Grande Southern Engine 5 on lease to the S. R.,
+    at Summit.
+                                               (_Denver Public Library_)]
+
+    [Illustration: The Corkscrew turntable.]
+
+    [Illustration: The dismantled turntable in 1958.
+                                                      (_F. S. Cummings_)]
+
+    [Illustration: S. G. & N. bond
+                                                      (_David Lavender_)]
+
+                           STATE OF COLORADO
+                       United States of America.
+                 FIRST MORTGAGE SIX PER CENT GOLD BOND
+       The Silverton, Gladstone _and_ Northerly Railroad Company.
+
+    [Illustration: Silver Lake mill at Waldheim
+                                                   (_Silverton Variety_)]
+
+    [Illustration: Mogul mill at Gladstone
+                                                    (_John B. Marshall_)]
+
+    [Illustration: Old Hundred mill on the S. N.
+                                                    (_John B. Marshall_)]
+
+    [Illustration: Eureka and the Sunnyside mill
+                                                   (_Silverton Variety_)]
+
+    [Illustration: Pushing cars up to Animas Forks.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Gold Prince mill at Animas Forks
+                                                   (_Silverton Variety_)]
+
+    [Illustration: The Gold King mill at Gladstone.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: A passenger train on the S. G. & N.]
+
+    [Illustration: Silverton Smelter on Cement Creek.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Green Mountain mill on the S. N.
+                                                    (_John B. Marshall)_]
+
+    [Illustration: Silverton
+                                                 (_Colo. State Highway_)]
+
+    [Illustration: Columbine day at Silverton.
+                                                     (_Mrs. Louis Puls_)]
+
+    [Illustration: The Silver Lake mill and cables to the Shenandoah
+    mill.
+                                                    (_John B. Marshall_)]
+
+    [Illustration: S. G. & N. coach No. 2
+                                                         (_John Keller_)]
+
+    [Illustration: The zinc train.
+                                                      (_Mrs. Wm. Terry_)]
+
+    [Illustration: Engine 34 at Silverton.
+                                                        (_Lad G. Arend_)]
+
+    [Illustration: Engines 3 and 4 at Silverton.
+                                                        (_R. H. Kindig_)]
+
+    [Illustration: Train entering a snow cut in the S. N.
+                                                        (_Joe Dresbach_)]
+
+    [Illustration: Bucking snow with Engine 4 on S. N.
+                                                        (_Edward Meyer_)]
+
+    [Illustration: Engine 4 turned over into the Animas River.
+                                                        (_Edward Meyer_)]
+
+    [Illustration: Silver filigree, 2.7 by 1.5 inches
+                                                         (_C. W. Gibbs_)]
+
+    [Illustration: Silver Plate, 3.65 by 2.2 inches.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Gold filigree, 2.5 by 1.4 inches
+                                                       (_F. C. Krauser_)]
+
+    [Illustration: Buckskin, 4.05 by 2.6 inches.
+                                                    (_Morris W. Abbott_)]
+
+    [Illustration: Fob or medallion, silver or gold, for 1890, 1.5 by
+    1.2 inches
+                                                       (_Josie M. Crum_)]
+
+    [Illustration: Commutation coupons on the S. N. These came in
+    booklets and one was torn out for each trip.]
+
+    [Illustration: Bill of Fare]
+
+                             Bill of Fare
+                      SILVERTON NORTHERN R. R. CO
+                          _Car_: Animas Forks
+                                                         Dolls. Cts.
+                                SOUPS
+
+ ◯Chicken 25c           ◯Vegetable 25c        ◯Oxtail 25c
+ ◯Clam Chowder 25c      ◯Clam Juice 25c       ◯Tomato 25c
+ ◯Mock Turtle 25c       ◯Mulligatawny 25c     ◯Chicken Gumbo 25c
+ ◯Julienne 25c          ◯Consomme 25c
+
+                                FISH
+
+ ◯Norway Mackerel 50c   ◯Russian Caviar 50c   ◯Smoked Sardines 35c
+ ◯Kippered Herring 50c  ◯Bismark Herring 50c  ◯Boneless Sardines 50c
+
+                                BEEF
+
+ ◯Chili Concarne 50c    ◯Roast Beef 50c       ◯Vienna Sausage 50c
+ ◯Lunch Tongue 50c      ◯Boochout Bacon 25c   ◯Yacht Club Beef 50c
+ ◯Boned Chicken 50c     ◯Chicken Tamales 50c  ◯Liebig Beef 50c
+ ◯2 Boiled Eggs 25c
+
+                           BREAKFAST FOOD
+
+ ◯Quaker Oats 25c       ◯Egg O’See 25c        ◯Shredded Wheat 25c
+
+                             VEGETABLES
+
+ ◯Baked Beans 35c       ◯Corn on Cob 25c      ◯Peas 25c
+ ◯Asparagus Tips 25c    ◯Hominy 25c           ◯Banquet Corn 25c
+ ◯Macaroni and Cheese 25c
+
+                        PUDDINGS _and_ FRUITS
+
+ ◯Plum Pudding 25c      ◯Stuffed Olives 25c   ◯Plain Olives 25c
+ ◯Apricots 25c          ◯Peaches 25c          ◯Apricot Preserves 25c
+ ◯Marrach. Cherries 25c ◯Currant Jelly 25c    ◯Marmalade 25c
+ ◯Pear Preserves 25c    ◯Raspberry Preserves 25c
+
+                              RELISHES
+
+ ◯Tomatoes 25c          ◯Mushrooms 25c
+
+                  CHEESE _and_ BENT WATER CRACKERS
+
+ ◯McClaren Cheese 25c   ◯Roquefort Cheese 25c ◯Chow Chow 15c
+ ◯Shelled Pecans 25c
+
+                             SANDWICHES
+
+ ◯Caviar 25c            ◯Sardines 25c         ◯Tongue 25c
+ ◯Tea 15c               ◯Coffee 15c           ◯Milk 15c
+ ◯Cream 25c             ◯Biscuits and Butter 10c extra
+ Bread and Butter supplied with all meals
+ ◯Wines and Cigars
+ A separate check must be issued to each passenger.
+ No check issued for less than twenty-five cents to each person.
+ _No._ 1982                                                  _Total_
+ NOTE: Parties are requested when ordering to make a cross at each
+ individual item ordered, thus Ⓧ
+ ¶Please report any complaints to the office
+
+    [Illustration: Wine List]
+
+                        Wine List
+              SILVERTON NORTHERN RAILROAD CO
+                    Car: Animas Forks
+                                             Dolls. Cts.
+                         LIQUORS
+
+  Private Stock Whiskey           per drink        $ .20
+  Greenbrier Bourbon Whiskey      per drink          .20
+  Scotch Whiskey                  per drink          .20
+  Holland Gin                     per drink          .20
+  Burke’s Ale                     per pint           .40
+  Burke’s Stout                   per pint           .40
+  Benedictine                     per drink          .25
+  Green Chartreuse                per drink          .25
+
+                          WATERS
+
+  Manitou Water                   per quart        $ .35
+  Ginger Ale                      per quart          .50
+  Red Raven Splits                per half-pint      .20
+
+                          WINES
+
+  Mumm’s Extra Dry                per pint         $2.50
+  White Seal Champagne            per pint          2.50
+  Chateau Blanc Wine              per pint           .75
+  LaRose Wine                     per pint          1.25
+  Grave’s Wine                    per pint           .75
+  Imported Sherry                 per quart         2.50
+  Imported Port                   per quart         2.50
+  Saarbuch Steinwein Wine         per pint          1.25
+  Liebfraumilch Wine              per pint          1.50
+  Sparkling Burgundy              per pint          1.50
+  California Port                 per pint          1.25
+  Cigars and Cigarettes
+                                                 _Total_
+
+    [Illustration: MAP OF “AROUND THE CIRCLE” TOUR]
+
+  The course of the traveler on the Denver & Rio Grande’s great “Around
+  the Circle” tour is indicated by arrows. Start may be made from
+  Denver, Colorado Springs or Manitou, or Pueblo. At Ridgway, on the
+  western turn, the course divides. The traveler may follow the arrows
+  by the outer, “All Rail,” route; or he may take the inner, “Rail and
+  Stage,” denoted by the arrows and dots. When purchasing his ticket he
+  has his choice, the “Circle” round-trip fare being the same in either
+  case. The various side trips marked should not be neglected. For them
+  special low rates are granted; the “Circle” ticket permits stop-overs.
+
+
+
+
+                            ACKNOWLEDGMENTS
+
+
+  Abbot, Morris W.—Contributor of reports and “Transactions” from the
+          Yale Library
+  Airy, Mrs. Percy—The story of entertaining Mears
+  Baker, Bert—Data on the snowshed, the explosion and the snowslides
+  Beaber, Ross—Publisher of the Silverton Standard—much assistance
+  Camp, A. M.—A nephew of John L. McNeil who was an incorporator and
+          secretary-treasurer of the S. R. and the R. G. S.—data
+  Cooper, Ray—Silverton and S. R. history
+  Cooper, R. E.—Data on engines
+  Day, Vest—A member of the survey crew on the S. N.—data and stories
+  Dresbach, Joe—An auditor and general superintendent of the S. N.—data
+          and assistance
+  Fischer, Robert A—Work on the S. R. map
+  Ferguson, John—Information on the Meldrum and Treasury Tunnels
+  Gibbs, Mr. and Mrs. Charles W.—Mr. Gibbs was Chief Engineer and
+          builder of the S. R., part of the S. N. and most of the R. G.
+          S.—data.
+  Henry, Myron—Data concerning the S. R.
+  Keenan, John—Information on the Meldrum and Treasury Tunnels
+  Keller, John—Data on the Shay engine and a S. G. & N. coach
+  Marshall, John—Data on the mines and history of the region and
+          contributor of reports from the Los Angeles Library
+  Meyer, Edward—A locomotive engineer on all three railroads and a
+          superintendent of the S. N.—much information
+  Railway and Locomotive Historical Society—Loan of the copyright of
+          most of the material herein
+  Ridgway, Arthur—General Superintendent of the Silverton Railway and
+          the S. N. in 1904 and ’05. He was also Engineer and Chief
+          Engineer for the D. & R. G. for about fifty years.
+  Speer, Marion A.—A member of the construction crew on the S. N.—data
+  Terry, John—His father and uncle were owners of the Sunnyside
+          mine—data
+  Terry, Mrs. William—Her husband was half-owner of the
+          Sunnyside—stories
+  Wampler, Harold—Loan of Mears letters
+  Wigglesworth, William—Constructor of the Boston Coal and Fuel Co.
+          line—data concerning his father, Thomas Wigglesworth
+
+
+
+
+                               Footnotes
+
+
+[1]The mileages used are from the R. L. Kelly survey of 1892.
+
+[2]Mr. Gibbs died at 89½ years of age as a result of a fall. His wife,
+    nearing 94 years old, is still alive.
+
+[3]Mr. McNeil established most of the pioneer banks in Southwestern
+    Colorado.
+
+[4]The little turntable sat for some years in the yards of the county
+    garage in Durango.
+
+
+    [Illustration: Map]
+
+
+
+
+                          Transcriber’s Notes
+
+
+—Retained publication information from the printed edition: this eBook
+  is public-domain in the country of publication.
+
+—Silently corrected a few typos.
+
+—Transcribed some text within images.
+
+—In the text versions only, text in italics is delimited by
+  _underscores_.
+
+
+
+
+
+
+
+End of Project Gutenberg's Three Little Lines, by Josie Mary Moore Crum
+
+*** END OF THIS PROJECT GUTENBERG EBOOK THREE LITTLE LINES ***
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+
+The Project Gutenberg EBook of Three Little Lines, by Josie Mary Moore Crum
+
+This eBook is for the use of anyone anywhere in the United States and most
+other parts of the world at no cost and with almost no restrictions
+whatsoever.  You may copy it, give it away or re-use it under the terms of
+the Project Gutenberg License included with this eBook or online at
+www.gutenberg.org.  If you are not located in the United States, you'll have
+to check the laws of the country where you are located before using this ebook.
+
+Title: Three Little Lines
+       Silverton Railroad; Silverton, Gladstone and Northerly;
+              Silverton Northern
+
+Author: Josie Mary Moore Crum
+
+Release Date: July 16, 2020 [EBook #62664]
+
+Language: English
+
+Character set encoding: UTF-8
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THREE LITTLE LINES ***
+
+
+
+
+Produced by Stephen Hutcheson and the Online Distributed
+Proofreading Team at https://www.pgdp.net
+
+
+
+
+
+
+</pre>
+
+<div id="cover" class="img">
+<img id="coverpage" src="images/cover.jpg" alt="Three Little Lines" width="662" height="1000" />
+</div>
+<p class="pcap"><a href="#cover"><i>FRONT COVER</i></a>&mdash;&ldquo;The covered turntable at Corkscrew Gulch.
+It served as part of the main line.&rdquo; (<i>C. W. Gibbs</i>)
+See discussion and diagram pages <a href="#Page_12">12</a>, <a href="#Page_13">13</a> and <a href="#Page_14">14</a>.</p>
+<div class="box">
+<h1>THREE LITTLE LINES</h1>
+<p class="center"><span class="large"><b>By Josie Moore Crum</b></span></p>
+<p class="tbcenter"><b>SILVERTON RAILROAD</b>
+<br /><b>SILVERTON, GLADSTONE &amp; NORTHERLY</b>
+<br /><b>SILVERTON NORTHERN</b></p>
+<p class="tb">The originals of these articles appeared in Bulletin 74 of the Railway and
+Locomotive Historical Society in October 1948. A second edition was published
+by Bert Baker in the fall of 1956. The present volume contains additional information
+and pictures gathered since the appearance of the earlier publications.
+<span class="lr"><b>J.M.C.</b></span></p>
+</div>
+<p class="center">Copyright 1960
+<br />by Josie Moore Crum</p>
+<p class="center">All rights reserved. No part of this book may be reproduced in any form without written permission of the publishers.</p>
+<p class="center">Reprint Rights
+<br />L.A. &ldquo;Johnny&rdquo; Johnson
+<br />Box 348
+<br />Ouray, Colorado 81427</p>
+<p class="tbcenter">Published by
+<br />DURANGO HERALD-NEWS
+<br />Durango, Colorado</p>
+<div class="pb" id="Page_v">v</div>
+<h2 id="c1"><span class="small">INTRODUCTION</span></h2>
+<p>The Southwest has had a most romantic history. It is the oldest portion,
+both in the way of interior exploration and in the way of settlement, in the
+United States.</p>
+<p>The Coronado Expedition of several hundred Spaniards left Mexico in
+1540 and journeyed up into what is now central New Mexico. The convoy
+consisted of soldier aristocrats on their caparisoned horses and in their picturesque
+regalia, and of common soldiers, fortune seekers and servants. Accompanying
+the train were hundreds of horses packed with supplies and hundreds of
+cattle, sheep and hogs for food purposes.</p>
+<p>They established themselves at Tiguex, New Mexico and spent two years,
+1540-42, conquering the Indians and searching for treasure. One party went
+west and discovered the Grand Canon and another went east as far as
+Kansas. They found no riches but explored, mapped and named the country
+and took possession of it for Spain.</p>
+<p>New Mexico was settled in 1595, permanently, except for a short period
+when the populace fled because of an Indian uprising. The first capital was
+San Juan though it was soon moved to nearby Santa Fe. It should be noticed
+that this settlement preceded colonization on our eastern coast.</p>
+<p>No one knows when the Spanish first entered Colorado but the country
+seemed well-known and named when Juan Rivera made his first trip into it in
+1765. He led a party across the southwestern part of the state to the Utah
+border and back to the Gunnison River near Hotchkiss. Within the next ten
+years he made three more trips of the same kind.</p>
+<p>The Escalante expedition of 1776 wanted to find a northern route from
+Santa Fe to Los Angeles. They followed the same trail as had Rivera to Hotchkiss
+but from there went north and then west to Utah Lake. Because of a
+shortage of food they started home, crossing Utah, the Colorado River and
+Arizona and arriving at Zuni, New Mexico. This party very thoroughly
+mapped and named everything in the course of the journey.</p>
+<p>The most commonly traveled route across Colorado was the &ldquo;Old Spanish
+<span class="pb" id="Page_vi">vi</span>
+Trail&rdquo;, used in the 1830&rsquo;s and 40&rsquo;s by trade caravans operating between Santa
+Fe and Los Angeles, woolen goods going to the west and horses and mules
+to the east. It traversed Colorado, Utah and southern Nevada. All of these
+caravans, incidentally, crossed the Animas River and Ridges Basin Pass just at
+the south edge of Durango. This last part was later used by the American
+pioneers.</p>
+<p>Meanwhile, trappers were thoroughly working every stream in southwestern
+Colorado and selling their furs at Taos or Santa Fe.</p>
+<p>After the war with Mexico and due to the treaty of 1848 the United States
+acquired all of the southwestern part of the country.</p>
+<p>Gold was discovered on Cherry Creek, the Denver area, in 1859 and a
+rush to that place began. The same year Captain Baker led a prospecting
+group into what was later Silverton and named the spot &ldquo;Baker&rsquo;s Park&rdquo;.</p>
+<p>Two years later he, with another party, made his way up the Animas River
+and established the little town of Animas City, fifteen miles north of present
+Durango. There the settlers panned the river for gold and built the first bridge
+in all of southwestern Colorado, &ldquo;Baker&rsquo;s Bridge&rdquo;. The panning Operation was
+not successful and, on news of the outbreak of the Civil War, the whole
+citizenry precipitately departed.</p>
+<p>After the Civil War a young man by the name of Otto Mears moved into
+the Saguache country and went into the wheat raising and merchandising
+businesses. To get his wheat to market he had to start building roads. He ended
+up with about 450 miles of roads which laced together all of the mountain
+towns in the extremely rugged San Juan Mountains.</p>
+<p>Mears served as Indian Commissioner for a number of years and, as such,
+negotiated several treaties with the Utes. The first one in 1868 forced them
+out of central Colorado, the second one in 1873 forced them out of the San
+Juan Mountains and the third one in 1881 forced them out of Colorado entirely.</p>
+<p>The Denver and Rio Grande Railroad arrived in Durango in 1881 and
+in Silverton the next year. Meanwhile it was building another line from
+Salida to Grand Junction and arrived there in 1883. Four years later a branch
+<span class="pb" id="Page_vii">vii</span>
+was run from Montrose to Ouray.</p>
+<p>The same year, 1887, the Silverton Railroad, one of the subjects of this
+booklet, started out of Silverton and was completed in 1889. The next one,
+also a Mears creation, was the Rio Grande Southern, built in &rsquo;90 and &rsquo;91, which
+ran from Ridgway via Telluride and Rico to Durango.</p>
+<hr class="dwide" />
+<h2 id="c2"><span class="small">GLOSSARY</span></h2>
+<dl class="undent"><dt>C. &amp; S.&mdash;Colorado and Southern</dt>
+<dt>D. &amp; R. G.&mdash;Denver and Rio Grande</dt>
+<dt>R. G. S.&mdash;Rio Grande Southern</dt>
+<dt>R. G. W.&mdash;Rio Grande Western</dt>
+<dt>S. G. &amp; N.&mdash;Silverton, Gladstone and Northerly</dt>
+<dt>S. N.&mdash;Silverton Northern</dt>
+<dt>S. R.&mdash;Silverton Railroad (Railway)</dt>
+<dt>W. P. &amp; Y. R.&mdash;White Pass and Yukon Railway</dt></dl>
+<div class="pb" id="Page_1">1</div>
+<h2 id="c3"><span class="small">THE SILVERTON RAILROAD</span></h2>
+<p>The Silverton Railroad! The most intriguing piece of narrow gauge in the
+world! The railroad of the steepest grades, the sharpest curves, the crookedest
+loops, the highest altitude and the oddest switchbacks, on one of which sat
+a wye with a depot inside and on the other a housed-over turntable! And the
+railroad of the famous Otto Mears passes!</p>
+<p>Otto Mears and Fred Walsen, after the Opening up of the rich Yankee
+Girl mine made it feasible, in 1882 and &rsquo;83 built a toll road they called the
+&ldquo;Rainbow Route&rdquo; from Ouray to Silverton. This was the most famous and the
+most difficult piece of road engineering of the day. The line crept along the
+precipitous mountains of the Uncompahgre River and Red Mountain Creek
+canons and in places was cut out of sheer granite walls. It was so narrow and
+crooked in places that only by the expedient of backing up or unhitching a
+buggy and setting it on a sidehill could another conveyance get by. The grades
+were so steep, often 19%, that most of the early cars could not climb them.
+It was the road of the famous Bear Creek toll bridge where a driver stopped
+and parted with his cash, $2 for a saddle horse or $5 for a buggy and team.</p>
+<p>While Mears and Walsen were constructing their road from Ouray to Red
+Mountain in the summer of 1882, the Denver and Rio Grande was completing
+its railroad from Durango to Silverton. The next year while Mears and
+Walsen were extending their road from Red Mountain to Silverton, the
+D. &amp; R. G., through its construction engineer, Thomas Wigglesworth, was making
+a survey from Silverton to Red Mountain and Ironton Park. Nothing came
+of it but one wonders if it did not give Mears the idea of building a railroad
+himself.</p>
+<p>The Silverton Railroad was incorporated on July 5, 1887 and chartered
+on July 8. Mears was the president of the company and John L. McNeil was
+the treasurer. Though we have no evidence to the effect, Walsen was, without
+doubt, an incorporator and official. Since much of the Rainbow Route toll
+road grade was to be used the railroad adopted the name. Incidentally
+a new wagon road had to be built.</p>
+<div class="pb" id="Page_2">2</div>
+<p>The first part from Silverton to Chattanooga would not be too difficult
+but Red Mountain would have to be ascended on a steep grade and by many
+curves to the summit, Sheridan Pass. Then the line would have to go around a
+succession of curves to Red Mountain town and over more curves, grades and
+switchbacks from there down to Ironton. The greatest of engineering skill was
+necessary to accomplish such an undertaking.</p>
+<p>The first necessity, of course, was a locomotive. So the company purchased
+the D. &amp; R. G.&rsquo;s No. 42, a Baldwin of 30 tons, called 60 class. It was overhauled
+and given the number &ldquo;100&rdquo; and the name &ldquo;Ouray&rdquo;. The number may be seen
+on the old-fashioned kerosene headlight in a picture herein.</p>
+<p>The 5.3 miles of railroad from Silverton to Burro Bridge must have been
+constructed in the summer of 1887 for it is known to have been in operation
+by the first of June of the next year. In 1888 Charles W. Gibbs, who had
+served under Mr. Wigglesworth on a number of projects, became the locating
+and construction engineer. He started late in May at Burro Bridge and in early
+November had completed 11.2 miles through Red Mountain and to Ironton.
+Only 11.2 miles in over five months! But anyone acquainted with the country is
+not surprised.</p>
+<p>Spurs then or later were laid to the Yankee Girl, Vanderbilt, North
+Star, Silver Bell, Guston and Treasury Tunnel. The map here included
+was made by Mr. Gibbs and appeared in a September 1890 Bulletin of the
+American Society of Civil Engineers. Mr. Gibbs built the 1.5 miles from Ironton
+to Albany in 1889.<a class="fn" id="fr_1" href="#fn_1">[1]</a> Albany was the Saratoga mill which stood against
+the east hill of Ironton Park. His report notes 5% grades, 30&deg; curves, 3-foot
+gauge and 30-lb. rail. No reliable figures for the cost of construction are available
+but ordinarily a railroad of that kind at that time ate up about $25,000
+to the mile.</p>
+<p>In 1888 Mr. Gibbs was writing love letters to Miss Adeline Hammon of
+Colorado Springs and the next year they were married. She has kept his letters
+all these years from which these excerpts, dealing with the construction of the
+railroad from Burro Bridge to Ironton, are taken.</p>
+<p>&ldquo;Chattanooga, June 10, 1888. Arrived here bag and baggage about three
+<span class="pb" id="Page_3">3</span>
+weeks ago and have my headquarters 10,200 feet above sea level and my next
+camp will be still higher, about 11,000 feet. More than 100 Mexican workers
+camped nearby.&rdquo;</p>
+<p>&ldquo;Gustine Mine, July 22, 1888. I am occupying the house of a former mine
+superintendent and have many conveniences not found in a railroad camp.
+Went to Silverton on the passenger train last night and returned this morning.
+Regular trains are running to where my first camp was (Chattanooga) and in
+a month&rsquo;s time will be here and maybe they will get track laid before that as
+the grading will be done in two weeks time. About 400 Mexicans working.&rdquo;</p>
+<p>&ldquo;Gustine Mine, August 11, 1888. Work is getting along splendidly and
+during this week I will get surveys made to Ironton which is as far as the line
+will be built this year. By the middle of next week the work will be only two
+miles from here and in a very short time at my door.&rdquo;</p>
+<p>&ldquo;Gustine Mine, September 16, 1888. Construction work will be done in
+about five weeks; then I shall go to Telluride to make a short survey for a three
+foot gauge road.&rdquo; (This became the Rio Grande Southern.)</p>
+<p>&ldquo;Ironton, October 3, 1888. Since writing you I have moved from the
+Gustine Mine to Ironton and we are living in a large vacant hotel, lots of
+room but not the conveniences we had at the mine.&rdquo;</p>
+<p>&ldquo;Ironton, October 29, 1888. Since my last letter to you I discharged all
+my men but one and moved to Silverton but was put in charge of the
+work train and the track laying outfit so am back in the grader&rsquo;s camp but
+will be done here in about a week.&rdquo;</p>
+<p>Wyes were placed at Sheridan Junction, Red Mountain and Ironton in
+1888 and at Albany the next year. That of the D. &amp; R. G. was used at Silverton.
+Very little room was available at Red Mountain and so only the smallest kind of
+wye could be made&mdash;one just big enough to accommodate an engine and a car
+and the depot had to be set inside of it.</p>
+<p>Not counting the wyes there was only one switchback, that at Corkscrew
+Gulch, the most famous in the world as it contained a housed-over turntable.</p>
+<p>Curvature was almost continuous. Four curves were particularly sharp&mdash;those
+at Chattanooga, Red Mountain, Joker Tunnel and Ironton. Steep grades
+<span class="pb" id="Page_4">4</span>
+were also almost continuous, some as much as 5%. Some maps have shown
+the grade at Chattanooga as 7%. This is an error. Mr. Gibbs, the builder, stated
+it was 5% and a recent survey has substantiated his figure.</p>
+<p>Bridges, as compared to those on the Rio Grande Southern Railroad,
+were very small, there being, outside of water boxes and culverts, only three.
+Two were on the main line, one where the railroad crossed Mineral Creek at
+Chattanooga and the other where the railroad crossed Red Mountain Creek at
+Joker Tunnel. The other one was on the Treasury Tunnel Branch.</p>
+<p>The name of Burro Bridge for the station at milepost 5.3 is very misleading
+since the railroad sported no span at all at that point. The supposition is
+that the word applied to the wagon-road bridge across Mineral Creek somewhat
+below and away from the railroad. This road branched off from the main
+Silverton-Red Mountain highway about five and one-half miles north of
+Silverton, crossed Mineral Creek and made its way up Middle Fork Gulch and
+across Ophir Pass to Ophir. This, first a burro trail and later a very rugged
+wagon road, was in use for perhaps fifteen years before the advent of the rail
+line. Since the Silverton Railroad unloaded freight for Ophir in the neighborhood
+of Burro Bridge it is assumed that this was the reason for the adoption
+of the name for the station.</p>
+<p>The town of Chattanooga eventually grew up to the left of the location
+shown on the map in order to avoid Mineral Creek floods.</p>
+<p>No account of the arrival of the first train in Red Mountain has been
+found but it is known to have occurred on September 17, 1888. A picture herein
+shows the train with Engine 100 and Mears standing beside the pilot. It can be
+assumed that it was a gala occasion, especially for the mines, for here was an
+efficacious way of getting supplies and of shipping ore.</p>
+<p>The unloading of freight on the Silverton Railroad was quite informal.
+Outside of Red Mountain the line maintained no bona fide stations or agents.
+Therefore, materials were dropped off, especially for the mines, at the most
+convenient points.</p>
+<p>So far the railroad owned only one locomotive, Number 100, and so had
+to rent from the D. &amp; R. G. The same was true of cars and coaches.</p>
+<div class="pb" id="Page_5">5</div>
+<p>The railroad had been projected to Ouray, 26.6 miles in all. Mears
+might have used his toll road but that was, in some places, 19 per cent grade,
+out of the question for a railroad. The steepest ever attempted in Colorado was
+7.6%. Construction from Ironton to the foot of Ironton Park would have
+been easy but there the canon began where the greater part of six miles
+would have had to be blasted out of solid rock, where slide rock could
+have been quite bothersome, where snow blockades would have been continuous
+for a long winter and where snowslides, two in particular, the
+Riverside and the Mother Cline, that ran every year, would have been almost
+impossible to conquer. The Riverside slide that came from two sides, filling
+the canon and burying the wagon road, often had to be tunnelled to accommodate
+the summer traffic. The writer, with her parents, was through one in
+the summer of 1903 or &rsquo;04.</p>
+<p>At the same time surveys were made for another branch of the system,
+one that was to go up the Animas River from Silverton to Mineral Point,
+19 miles, and possibly across the divide to Lake City.</p>
+<p>Through operation to Ironton began in June 1889. The claim that two
+daily passenger trains ran there has generally been disbelieved but the following
+table for 1889, copied from the Official Railway Guide of May 1891,
+proves the point.</p>
+<p class="center"><span class="large"><b>SILVERTON RAILROAD</b></span>
+<br />Otto Mears, President
+<br />S. K. Hooper, General Passenger and Ticket Agent, Denver, Colo.
+<br />Moses Liverman, General Manager and Ticket Agent, Silverton, Colo.
+<br />October 23, 1889</p>
+<table class="center">
+<tr class="th"><th> </th><th><a class="fn" id="fr_a" href="#fn_a">[]</a>Mixed </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Pass&rsquo;r </th><th>Miles </th><th> </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Pass&rsquo;r </th><th> </th><th><a class="fn" href="#fn_a">[]</a>Mixed</th></tr>
+<tr><td colspan="10" class="l"><hr class="dwide" /></td></tr>
+<tr><td class="l">Lv. </td><td class="l">7:00 A.M. </td><td class="l">Lv. </td><td class="l">1:10 P.M. </td><td class="r">.0 </td><td class="l">Silverton </td><td class="l">Ar. </td><td class="l">11:10 A.M. </td><td class="l">Ar. </td><td class="l">5:20 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">7:34 A.M. </td><td class="l"> </td><td class="l">1:44 P.M. </td><td class="r">5.0 </td><td class="l">Burro Bridge </td><td class="l"> </td><td class="l">10:36 A.M. </td><td class="l"> </td><td class="l">4:46 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">7:49 A.M. </td><td class="l"> </td><td class="l">1:59 P.M. </td><td class="r">7.5 </td><td class="l">Chattanooga </td><td class="l"> </td><td class="l">10:21 A.M. </td><td class="l"> </td><td class="l">4:31 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:11 A.M. </td><td class="l"> </td><td class="l">2:21 P.M. </td><td class="r">12.5 </td><td class="l">Summit </td><td class="l"> </td><td class="l">9:58 A.M. </td><td class="l"> </td><td class="l">4:09 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:25 A.M. </td><td class="l"> </td><td class="l">2:35 P.M. </td><td class="r">15.0 </td><td class="l">Red Mountain </td><td class="l"> </td><td class="l">9:50 A.M. </td><td class="l"> </td><td class="l">4:00 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:26 A.M. </td><td class="l"> </td><td class="l">2:36 P.M. </td><td class="r">15.5 </td><td class="l">Vanderbilt </td><td class="l"> </td><td class="l">9:44 A.M. </td><td class="l"> </td><td class="l">3:54 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:27 A.M. </td><td class="l"> </td><td class="l">2:37 P.M. </td><td class="r">16.0 </td><td class="l">Yankee Girl </td><td class="l"> </td><td class="l">9:43 A.M. </td><td class="l"> </td><td class="l">3:53 P.M.</td></tr>
+<tr><td class="l"> </td><td class="l">8:45 A.M. </td><td class="l"> </td><td class="l">2:55 P.M. </td><td class="r">17.0 </td><td class="l">Paymaster </td><td class="l"> </td><td class="l">9:25 A.M. </td><td class="l"> </td><td class="l">3:35 P.M.</td></tr>
+<tr><td class="l">Ar. </td><td class="l">9:00 A.M. </td><td class="l">Ar. </td><td class="l">3:10 P.M. </td><td class="r">20.0 </td><td class="l">Ironton </td><td class="l">Lv. </td><td class="l">9:10 A.M. </td><td class="l">Lv. </td><td class="l">3:20 P.M.</td></tr>
+<tr><td colspan="10" class="l"><hr class="dwide" /></td></tr>
+</table>
+<div class="fnblock">
+<div class="fndef"><a class="fn" id="fn_a" href="#fr_a">[a]</a>Daily except Sunday.</div>
+</div>
+<div class="pb" id="Page_6">6</div>
+<p>Everything was finished and working properly. Mr. Gibbs must have
+had the feeling of &ldquo;well done&rdquo; and that he deserved a reward. Mrs. Gibbs
+tells the following story:</p>
+<p>&ldquo;Late in September of 1889, Mr. Gibbs and I were married at Colorado
+Springs and started for Silverton, going by the way of Montrose and through
+Ouray where we stayed overnight at the beautiful Beaumont Hotel. The next
+morning we rode the stage to Ironton and there transferred to the little
+Silverton Railroad train. As we climbed the grade toward the summit the
+conductor came through the coach where I was the only passenger and asked me
+if I were cold. I couldn&rsquo;t deny it so he stopped the train, picked up some wood
+along the track and built a fire in the little pot-bellied stove.</p>
+<p>&ldquo;In November and December Mr. Gibbs made a preliminary survey from
+the town of Dallas to Telluride, which was to be the route for the Rio Grande
+Southern Railroad, and finished the day before Christmas. We stayed overnight
+in Ouray and left the next morning in a snow-storm. When we reached
+Ironton my husband heard the line was blocked by snow so he left me with
+the Strayers while he went on to Silverton.</p>
+<p>&ldquo;He made arrangements for me to meet him in Red Mountain on New
+Year&rsquo;s day, which I did. Two men besides us were going to Silverton. A shallow
+trail had been beaten in the deep snow between the rails. The two men
+held the ends of a ski pole while I hung to the middle of it and we plodded
+down the track. We came to a sharp hairpin curve and cut it out by sliding
+downhill from the track above to the one below. A few miles farther on we
+reached an engine with a snowplow, which was a great relief. When we
+reached Silverton and got to our room a nice warm dinner was sent up to us
+by Moses Liverman, superintendent of the S. R.</p>
+<p>&ldquo;A few days latter we left for my husband&rsquo;s old home in Maine. This
+is what we had planned for our wedding trip but my daughters have always
+maintained that the others to Silverton by stage and train with all their difficulties
+were really the wedding journey.&rdquo;<a class="fn" id="fr_2" href="#fn_2">[2]</a></p>
+<div class="pb" id="Page_7">7</div>
+<p>The table below was furnished by Mr. Ridgway. Joker Tunnel (water
+drainage) did not exist at the time the map was made but was projected
+or started by 1892. The second column of figures was taken from the 1892
+survey of the locating engineer, R. L. Kelly.</p>
+<table class="center">
+<tr><td colspan="3" class="l"><hr class="dwide" /></td></tr>
+<tr class="th"><th>Station </th><th>Mears Timetable of 1889 </th><th>Actual Mileage, 1892</th></tr>
+<tr><td class="l">Silverton </td><td class="c">0.&nbsp; </td><td class="c">0.&nbsp;</td></tr>
+<tr><td class="l">Burro Bridge </td><td class="c">5.&nbsp; </td><td class="c">5.&nbsp;</td></tr>
+<tr><td class="l">Chattanooga </td><td class="c">7.5 </td><td class="c">7.3</td></tr>
+<tr><td class="l">Summit (Sheridan Pass) </td><td class="c">12.5 </td><td class="c">10.7</td></tr>
+<tr><td class="l">Red Mountain </td><td class="c">15.&nbsp; </td><td class="c">11.9</td></tr>
+<tr><td class="l">Vanderbilt </td><td class="c">15.5 </td><td class="c">12.5</td></tr>
+<tr><td class="l">Yankee Girl </td><td class="c">16.&nbsp; </td><td class="c">12.7</td></tr>
+<tr><td class="l">Paymaster </td><td class="c">17.&nbsp; </td><td class="c">13.7</td></tr>
+<tr><td class="l">Corkscrew Gulch </td><td class="c"> </td><td class="c">14.1</td></tr>
+<tr><td class="l">Joker Tunnel </td><td class="c"> </td><td class="c">15.&nbsp;</td></tr>
+<tr><td class="l">Ironton (Depot) </td><td class="c">20.&nbsp; </td><td class="c">16.5</td></tr>
+<tr><td class="l">Albany </td><td class="c"> </td><td class="c">18.&nbsp;</td></tr>
+<tr><td colspan="3" class="l"><hr class="dwide" /></td></tr>
+</table>
+<p>The exaggerated mileages of the 1889 timetable would have added considerably
+to the freight charges, in the case of Ironton over 21%. It will
+be noticed beginning with Red Mountain that each Mears figure is 3 to 3&frac12;
+miles more than the Kelly figure. Mr. Kelly was one of the ablest engineers
+of his day and his mileages cannot be questioned.</p>
+<p>The table below was copied from an Official Railway Guide of October
+1893 but no date is given for the time it was in effect. It is interesting because
+the mileages are different and because, at the time, only one passenger train
+was running.</p>
+<div class="pb" id="Page_8">8</div>
+<table class="center">
+<tr><td colspan="7" class="l"><hr class="dwide" /></td></tr>
+<tr class="th"><th>1 </th><th>M </th><th> </th><th>Stations </th><th> </th><th>2</th></tr>
+<tr><td class="l">7:30 A. M. </td><td class="r">0 </td><td class="l">Lv. </td><td class="c">Silverton </td><td class="l">Ar. </td><td class="l">11:50 A. M.</td></tr>
+<tr><td class="l">8:00 </td><td class="r">6 </td><td class="l"> </td><td class="c">Burro Bridge </td><td class="l"> </td><td class="l">11:40</td></tr>
+<tr><td class="l">8:10 </td><td class="r">9 </td><td class="l"> </td><td class="c">Chattanooga </td><td class="l"> </td><td class="l">11:30</td></tr>
+<tr><td class="l">8:30 </td><td class="r">13 </td><td class="l"> </td><td class="c">Summit </td><td class="l"> </td><td class="l">11:10</td></tr>
+<tr><td class="l">8:40 </td><td class="r">14 </td><td class="l"> </td><td class="c">Red Mountain </td><td class="l"> </td><td class="l">10:50</td></tr>
+<tr><td class="l"> </td><td class="r">15 </td><td class="l"> </td><td class="c">Vanderbilt </td><td class="l"> </td><td class="l"> </td><td></td></tr>
+<tr><td class="l">8:55 </td><td class="r">15 </td><td class="l"> </td><td class="c">Yankee Girl </td><td class="l"> </td><td class="l">10:45</td></tr>
+<tr><td class="l"> </td><td class="r">16 </td><td class="l"> </td><td class="c">Paymaster coal track </td><td class="l"> </td><td class="l"> </td><td></td></tr>
+<tr><td class="l">9:10 </td><td class="r">17 </td><td class="l"> </td><td class="c">Corkscrew Gulch </td><td class="l"> </td><td class="l">10:25</td></tr>
+<tr><td class="l"> </td><td class="r">18 </td><td class="l"> </td><td class="c">Paymaster ore track </td><td class="l"> </td><td class="l"> </td><td></td></tr>
+<tr><td class="l">9:20 A. M. </td><td class="r">20 </td><td class="l">Ar. </td><td class="c">Ironton </td><td class="l">Lv. </td><td class="l">10:00</td></tr>
+<tr><td colspan="7" class="l"><hr class="dwide" /></td></tr>
+</table>
+<p>All carrier lines issued paper passes but Mears wanted to do something
+special for <i>his</i> railroad. Outside of the paper ones his passes fell into four
+categories&mdash;buckskin, plate, medallion and filigree. The first three were for the
+Silverton Railroad alone while the fourth, though made especially for the
+Rio Grande Southern Railroad, was usable on the S. R.</p>
+<p>There were two designs of the silver plate pass. It is supposed that the
+first die broke and a substitute had to be made. The medallion passes, ordinarily
+silver, have the date 1890, the number and the name of the recipient
+on the back. Two extra-special ones have come to light. Each is made of
+two <i>gold</i> medallions set back to back and hinged to form a locket and each
+has a little diamond in the face. An odd silver pass, a spoon with a plate pass
+hanging from underneath, has been discovered. The filigrees, silver and gold,
+have been extensively treated in the book, <i>Rio Grande Southern Story</i>.</p>
+<p>According to an item in a Rico <i>Sun</i> of November 28, 1891, copied from
+a Denver <i>Sun</i>, a company called &ldquo;Ouray and Ironton Electric Railway, Light
+and Power,&rdquo; consisting of Mears, Walsen, Charles Munn, James H. Cassanova
+and William H. Wallace, with capital of $800,000, filed articles of
+incorporation with the Secretary of State on November 20. Its purpose was
+to build a cog road from Ouray to Ironton, with a branch up Poughkeepsie
+<span class="pb" id="Page_9">9</span>
+Gulch (Uncompahgre River) to the head of Cement Creek.</p>
+<p>The following quotation is from Mr. Arthur Ridgway:</p>
+<p>&ldquo;The assumption that Mr. Mears contemplated extending the S. R. from
+Ironton to Ouray is correct but he was deterred because of its being so formidable
+an undertaking. He may have considered Albany as the possible point
+for the origin of the extension at first but later Ironton proved the more
+feasible. Anyway, he had a preliminary location for an <i>electric</i> railway, Ouray
+to Ironton, made in 1892 by the then noted locating engineer, R. L. Kelly.
+No doubt the impracticability if not the utter impossibility, of operating
+steam locomotives over the heavy grades and severe curvature known to be
+necessary dissuaded him from the purpose until the recognized practicability
+of electric railway operation became apparent in 1892. Whatever the delay
+(a long one for Mr. Mears) it was not until 1892 that a survey was made
+and even then, as stated before, for electric operation. The map I
+have of the completed location shows a line starting from a connection with the
+Denver &amp; Rio Grande at the Ouray depot, eight miles in length, to a connection
+near the Ironton depot, incorporating 7% maximum gradients and 35&deg; maximum
+rate of curvature. With even these severe physical characteristics considerable
+tunnelling was necessary. I do not have the estimated cost of the
+project but it must have been staggering. It is small wonder that with the
+difficulty of financing so costly a scheme and the great financial panic a year
+later in 1893, together with the contemporary decadence of silver mining,
+the project was permanently shelved by even the visionary Mr. Mears.&rdquo;</p>
+<p>D. &amp; R. G. track already lay between Ouray and Ridgway and between
+Silverton and Durango. Mr. Mears, by the end of 1891, had completed the
+Rio Grande Southern from Ridgway to Durango. Only eight miles from
+Ironton to Ouray were needed to make a complete 243 mile circle. If only
+that eight miles could have been constructed! Then a sightseer could have
+started at Ridgway, taken a side trip to Telluride (14.6 miles), proceeded to Durango,
+to Silverton and back to starting point. He should not have attempted
+it in the winter or spring because of snow blockades or snowslides but in
+the summer or fall he could have had the thrill of a lifetime.</p>
+<div class="pb" id="Page_10">10</div>
+<p>He would have looked upon or wended his way among snowcapped
+peaks, hundreds over 12,000 or 13,000 feet high and some over 14,000 feet,
+many so sharp as to be termed &ldquo;needles&rdquo;; would have crossed several passes,
+one over 10,000 feet and another over 11,000 feet in altitude; would have
+gone up one canyon and down another, often beside rushing, tumbling rivers.
+He would have passed over breathtakingly high bridges, over trestles set against
+bare cliffs, around U-curves innumerable, over switchbacks, over a turntable,
+through rock tunnels and even through snow tunnels.</p>
+<p>But the thrills and scenery would have been tempered with trouble, that
+trouble-trouble-boil-and-bubble kind, such as delays because of engines having
+to blow up, hot boxes, trees across the track, boulders and lots of them on the
+track, mudslides, washouts, a derailed engine or car or a couple of each and
+a missing bridge or two.</p>
+<p>If his luck were still holding he would have ridden the last lap on the
+electric railway, down the awesome Red Mountain Creek and Uncompahgre
+River canyons where sheer rock walls would have risen hundreds of feet above
+him and dropped hundreds of feet below him and, as he turned a last curve, he
+would have beheld the never-to-be-forgotten sight of the little town of Ouray,
+the gem of all mountain towns, nestled in a deep pocket surrounded by towering
+peaks.</p>
+<h3 id="c4">THE SILVERTON RAILROAD COMPANY</h3>
+<p><span class="lr">Denver, Colorado</span>
+<span class="lr">March 28th, 1892.</span></p>
+<p>Dear Sir:</p>
+<p>I beg to hand you herewith a report from the auditor of the earnings
+of the Silverton Railroad for the years 1889, 1890 and 1891, showing also
+the mileage and bonded debt.</p>
+<p>I may add for your information that this road is built through the famous
+Red Mountain district of the San Juan Country, in which are located the
+well-known Yankee Girl and Guston mines, besides many other producing
+properties.</p>
+<div class="pb" id="Page_11">11</div>
+<p>This is the only road that can be built through this district because of
+lack of room. The mines mentioned are large producers, and there are many
+more which are being developed rapidly. This is one of the best known mining
+districts in Colorado. From Ironton to the town of Ouray, which is reached
+by another branch of the Denver &amp; Rio Grande, the distance is seven miles
+over very precipitous country.</p>
+<p>The reason the road has not been extended to Ouray is because of the
+excessive cost, but capitalists are now engaged in making estimates and plans
+for an electric road to cover this distance to follow the line of the Mears toll
+road as indicated on the map. (No map accompanies this material.) A line
+of this kind can be built to operate much more cheaply than a railway line,
+and we have good reason to expect that this gap may be so filled during this
+year. At the present time stages make daily trips each way over the toll road,
+and the trip from Silverton to Ouray is a favorite one with the tourists on
+account of the beauty and grandeur of the scenery on the toll road.</p>
+<p>There is every reason to expect that the earnings for the year 1892 will
+increase in the same proportion as in the past, and will continue for a great
+many years. The Silverton Railroad is also authorized to build up the Animas
+River. We would like very much this year to extend the road in that direction
+some 12 or 15 miles in order to reach a very rich and valuable mining district.
+There are a great many very extensive mines of low grade material lying
+between Silverton and the summit of the range towards the northeast, and
+our object in offering to you the bonds of the present line of the railroad is to
+obtain funds to extend the line up the Animas River.</p>
+<p>We can offer you at the present time $400,000 out of a total of $425,000.
+These bonds are issued in denominations of $1,000 each. The interest is payable
+semi-annually on the first of April and the first of October at the rate
+of six per cent per annum in U. S. gold coin.</p>
+<p><span class="center">Yours very truly,</span>
+<span class="lr">John L. McNeil,<a class="fn" id="fr_3" href="#fn_3">[3]</a> Treasurer.</span></p>
+<div class="pb" id="Page_12">12</div>
+<p class="tbcenter"><b><span class="large">AMERICAN SOCIETY OF CIVIL ENGINEERS.</span></b>
+<br /><span class="smaller">INSTITUTED 1852.</span></p>
+<hr />
+<p class="center"><b><span class="large">TRANSACTIONS.</span></b>
+<br />NOTE.&mdash;This Society is not responsible, as a body, for the facts and opinions advanced in any of its publications.</p>
+<hr />
+<p class="center"><b><span class="large">450.</span></b>
+<br /><span class="smaller">Vol. XXIII.&mdash;September, 1890.</span></p>
+<hr />
+<p class="center"><b><span class="large">THE TURN-TABLE ON THE MAIN TRACK OF THE SILVERTON RAILROAD IN COLORADO.</span></b></p>
+<hr />
+<p class="center">By <span class="sc">C. W. Gibbs</span>, M. Am. Soc. C. E.</p>
+<hr />
+<p class="center smaller">WITH DISCUSSION.</p>
+<p>The Silverton Railroad is a short line but 17.5 miles long, and has the reputation
+of being the steepest (5 per cent. grade), the crookedest (30 degree curves) and the
+best paying road in Colorado; and is owned by one man, Otto Mears. It also has a
+turn-table on its main track, and it is the purpose of this paper to describe it and
+explain why it was so placed.</p>
+<p>This road leaves the Denver and Rio Grande at Silverton, and runs over a
+divide 11&nbsp;113 feet above sea level, then down into the rich mining country beyond.
+The country is very rough and rugged, and in order to reach the town of Red
+Mountain it was necessary to run up on a switchback, as no room for a loop could
+be found. A wye was, therefore, built, and the engine could be turned while the train
+stood on the main track. The engine was thus placed ahead of the train, only the
+train is pulled out of the station rear end ahead. It runs thus till the turn-table is
+reached. The train is stopped at a point marked A, <a href="#fig1">Plate XXII</a>; the engine uncoupled,
+run on to the table, is turned and pulled up to a point near B, where it is stopped.
+The train is then allowed to drop down to the turn-table and the engine backed on
+to it. In coming up from Albany the train is stopped on the down grade between
+the summit at B and the table; the engine is taken off, turned on the table and
+run up to about A; the train is then allowed to drop to the table as before
+and the engine backed up and coupled on, taking not over five minutes in going
+either way.</p>
+<p>The reason of putting the table in was that there were no mines to the east of
+Ironton as shown on <a href="#fig2">Plate XXI</a>, but between the turn-table and the loop there were
+<span class="pb" id="Page_13">13</span>
+several that it was very desireable to reach, and the side hill is so steep that it
+is impossible to make a loop on it.</p>
+<p>This table is the source of a great deal of comment from tourists, of whom
+there are many during the summer months, as it is on the line known as the
+&ldquo;circle,&rdquo; so extensively advertised by the Denver and Rio Grande Railroad.</p>
+<p>The road is used both for a freight and passenger road, and as before mentioned,
+is the best paying road in Colorado, two engines being kept busy hauling ore to
+Silverton from the Red Mountain district.</p>
+<p>The object of writing this paper was to describe what the author thinks is quite
+a novelty, being the only turn-table that he has ever heard of which is used upon a
+switchback in this manner, and where the grades are adjusted as they are to let the
+train run by gravity on the table from both ways.</p>
+<p><a href="#fig2">Plate XXI</a> is a print from a photograph of the map filed in Washington, and is
+about 9&nbsp;000 feet to the inch.</p>
+<p><a href="#fig1">Plate XXII</a> is an enlarged sketch of the line near the turn-table.</p>
+<p class="tbcenter"><b><span class="large">DISCUSSION.</span></b></p>
+<p>J. Foster Cromwell, M. Am. Soc. C. E.&mdash;It occurs to me that the use of this
+turn-table being simply to turn the engine during transit, while the train waits, and,
+moreover, as the service is a special one on a spur line, it would have been better
+to obtain an engine capable of running in either direction and not requiring to be
+turned, rather than resort to a turn-table in the main track which contains an element
+of danger as well as of delay to the traffic. The device, however, is an ingenious one to
+meet the peculiar conditions of line; and if experience with it proves satisfactory, there
+are other problems on a larger scale relating to change of direction in mountain
+location that it may help to solve.</p>
+<p>C. W. Gibbs, M. Am. Soc. C. E.&mdash;If a special engine had been procured, as
+Mr. Crowell suggests, it would have been at an extra expense, owing to the limited
+number wanted; and even with a special design, it might have been difficult for any
+engine to have backed its load over so steep a grade and such sharp curves without
+more danger than was suggested there might be at the turn-table. The delay to traffic
+amounts to nothing, for there are no competing lines, nor do I expect there ever
+will be. The turn-table has now been in actual operation every day since June, 1889,
+and no accident has ever occurred.</p>
+<div class="pb" id="Page_14">14</div>
+<div class="img" id="fig1">
+<img src="images/p01.png" alt="" width="1600" height="972" />
+<p class="pcap"><span class="ssn"><span class="smaller">PLATE XXII.
+<br />TRANS. AM. SOC. CIV. ENG&rsquo;RS.
+<br />VOL. XXIII. N<sup>o.</sup> 450.
+<br />GIBBS ON
+<br />SILVERTON RAILROAD.</span>
+<br /><br />SKETCH
+<br />SHOWING ALIGNMENT
+<br /><span class="smaller">OF</span>
+<br /><span class="large">SILVERTON RAILROAD,</span>
+<br /><span class="smaller">AT</span>
+<br /><span class="large">CORKSCREW.</span>
+<br />C.W. GIBBS, Chief Engineer.</span></p>
+</div>
+<div class="pb" id="Page_15">15</div>
+<h2 id="c5"><span class="small"><span class="ss">AUDITOR&rsquo;S STATEMENT</span></span>
+<br /><span class="smaller">EARNINGS AND EXPENSES, SILVERTON RAILROAD
+<br />YEARS 1889, 1890 AND 1891</span></h2>
+<table class="center">
+<tr class="th"><th colspan="2"><span class="small">1889</span></th></tr>
+<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$ 80,881.66</td></tr>
+<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">34,285.04</span></td></tr>
+<tr><td class="l"> </td><td class="r">46,596.62</td></tr>
+<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>
+<tr><td class="l"> </td><td class="r">21,096.62</td></tr>
+<tr class="th"><th colspan="2"><span class="small">1890</span></th></tr>
+<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$105,673.39</td></tr>
+<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">51,127.22</span></td></tr>
+<tr><td class="l"> </td><td class="r">54,546.17</td></tr>
+<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>
+<tr><td class="l"> </td><td class="r">29,046.17</td></tr>
+<tr class="th"><th colspan="2"><span class="small">1891</span></th></tr>
+<tr><td class="l">Gross earnings from Frt. Psngr. Exp. Etc. </td><td class="r">$121,611.38</td></tr>
+<tr><td class="l">Operating and all other expenses </td><td class="r"><span class="u">57,548.37</span></td></tr>
+<tr><td class="l"> </td><td class="r">64,063.01</td></tr>
+<tr><td class="l">Interest on first mortgage bonds 1 year </td><td class="r"><span class="u">25,500.00</span></td></tr>
+<tr><td class="l"> </td><td class="r">38,563.01</td></tr>
+</table>
+<table class="center">
+<tr><td class="l">Length of line </td><td class="r">17 miles</td></tr>
+<tr><td class="l">Length of side tracks </td><td class="r"><span class="u">8 miles</span></td></tr>
+<tr><td class="l"> </td><td class="r">25 miles</td></tr>
+<tr><td class="l">Floating debt </td><td class="r">Nil</td></tr>
+<tr><td class="l">Bonded debt </td><td class="r">$425,000.00</td></tr>
+</table>
+<p><span class="lr">Alex Anderson, Auditor</span></p>
+<p>At the time the foregoing statement was made, the Company owned the
+following equipment:</p>
+<div class="verse">
+<p class="t0">3 locomotives</p>
+<p class="t0">2 coaches</p>
+<p class="t0">1 baggage and express car</p>
+</div>
+<p>In addition to the above, the company now owns 50 freight cars, which
+it has since purchased, and it also has a floating debt of $32,502.76.</p>
+<p><span class="lr">Alex Anderson, Auditor</span></p>
+<div class="pb" id="Page_16">16</div>
+<p>As has already been noted Engine 100 was purchased and put into service
+as soon as the railroad started operating.</p>
+<p>The Rio Grande Southern Railroad bought a number of engines in both
+1890 and &rsquo;91 and, as it was not yet in operation and did not need so many, it
+kept its sister railroad in supply. A record of those it loaned to the S. R. in
+1892 is as follows:</p>
+<div class="verse">
+<p class="t0">No. 8&mdash;January 1 to April 12</p>
+<p class="t0">No. 5&mdash;July 7 to November 19</p>
+<p class="t0">No. 7&mdash;August 14 to September 2</p>
+<p class="t0">No. 6&mdash;September 2 to October 10</p>
+<p class="t0">No. 34&mdash;November 27 to December 31</p>
+</div>
+<p>A picture of No. 5 with a train at Summit may be found herein.</p>
+<p>It has always been supposed that the Shay engine belonged originally to
+the Silverton Railroad but the Lima Locomotive Works&rsquo; records reveal that
+Mears bought it under his own name in the spring of 1890. It, as No. 269,
+was used on construction of the Rio Grande Southern throughout that year
+and the next.</p>
+<p>It isn&rsquo;t known how or when it got into the possession of the S. R. but
+it was with that company in the summer of 1892 and a picture of it on the
+lower leg of the turntable track exists. It seems to have been called both
+&ldquo;Ironton&rdquo; and &ldquo;Guston&rdquo; during this period. It was traded to the R. G. S. for
+the latter&rsquo;s Engine 34 on November 27, 1892. (Note that the table above shows
+the 34 merely on loan. The trade date, however, is correct.)</p>
+<p>Locomotive 34 was a Baldwin of the 56 class which had, before going
+to the R. G. S., belonged to both the D. &amp; R. G. and the R. G. W. The S. R.
+numbered it &ldquo;101&rdquo; but several years later changed it to a mere &ldquo;1&rdquo;.</p>
+<p>Red Mountain and Ironton became two flourishing towns with plenty of
+stores and all the appurtenances of civilization. In the eighties and early
+nineties Red Mountain had three newspapers. In 1890 it had a population
+of 598 while Ironton had 322. Even Chattanooga had a mill, some stores and
+51 people. The locality was a beehive of activity as mines and mills were working
+<span class="pb" id="Page_17">17</span>
+every place. The hills were liberally sprinkled with houses, stores, mills,
+boarding houses, barns and mine buildings. An incendiary fire at Red Mountain
+on August 20, 1892 destroyed practically the whole town causing property
+damage estimated at $259,000. But nothing daunted these optimists. They
+immediately went about rebuilding it.</p>
+<p>The transportation of supplies to the district&mdash;machinery, timbers for
+mines, lumber, living necessities, coal and feed for animals&mdash;must have been
+terrific for such little trains to handle. Return trains carried ore bound for
+the smelters at Silverton and Durango. A company in which Mears was interested
+built a smelter, the Standard, at Durango in 1889, to handle copper
+ore from the Red Mountain area but it did not prove a success. Eventually, in
+1897, the property was sold and rased. The slag pile may still be seen just
+south of town.</p>
+<p>Operation, not counting sharp curves and steep grades, was complicated.
+Turning facilities were numerous for such a short piece of railroad&mdash;Silverton,
+Sheridan Junction, Red Mountain, Corkscrew Gulch, Ironton and Albany.
+The Operation of the turntable has already been exhibited. It, very soon
+after completion, began having trouble with snow, and a long entrance shed
+was built to alleviate the condition. Each leg of the wye at Red Mountain
+would accommodate only two cars, and so the engine and baggage car went
+around it and hooked onto the other end of the coaches.</p>
+<p>Four regular freights and probably an extra one or two operated. The
+company did not have enough engines or anything else for such traffic and so
+must have borrowed from the R. G. S. and the D. &amp; R. G. Passenger business
+was only a sideline but Mears maintained the dignity of his little railroad
+by running daily, each way, two passenger trains, each with two or three
+coaches and baggage car. He charged 20c per mile straight and had all the
+riders he could handle.</p>
+<p>Business had been very good, so good, in fact, that the Silverton Railroad
+had the reputation of being the best-paying for its size in the state. Mears even
+used profit from it to assist the R. G. S. which was not doing as well as had
+been expected.</p>
+<div class="pb" id="Page_18">18</div>
+<p>An extension of the Silverton Railroad up the Animas River Valley had
+been considered for several years. It became a reality in 1893 when the two
+miles from Silverton to the Silver Lake mill at Waldheim were built. It was
+considered a part of the S. R. system, not a separate line.</p>
+<p>The San Juan&rsquo;s most common precious metal was silver. Others were gold,
+lead, zinc and copper. Trouble had been brewing for some time but when
+the government repealed the Sherman Silver Purchasing Act in 1893 a panic
+descended not only on the San Juan but on all of the United States.</p>
+<p>All mining towns had, of course, boomed and were replete with hordes
+of promoters, prospectors, miners and hangers-on. Saloons, gambling joints and
+brothels flourished. Now, mines closed by the dozens and the populace departed.
+Many towns, especially the small ones, were practically deserted. Train
+operation came down to a mixed freight and passenger.</p>
+<p>As some of Mears&rsquo; letters indicate, he was, after the panic, having
+a most difficult time in making ends meet. He gave up the Rio Grande Southern
+almost immediately and allowed it to go into receivership on the 2nd of
+August, 1893. He tried, however, to hang on to the Silverton Railroad but,
+as some of the letters reveal, he had to do a good deal of juggling with bonds,
+stocks and notes to stave off creditors.</p>
+<p>In 1896 the company claimed 18.25 miles of track from Silverton to
+Albany, 3.75 miles of branches and .48 miles of spurs. In the same year it
+listed two locomotives, three combination cars, 36 box cars, one caboose and
+one &ldquo;other&rdquo;.</p>
+<p>Even with the hard times Mears managed by borrowing to extend the
+railroad in 1896 from Waldheim to the Sunnyside mine at Eureka, another
+6&frac12; miles. This entire piece, Silverton to Eureka, he incorporated as the Silverton
+Northern. This railroad was justified as both the Silver Lake and
+Sunnyside mines carried a good deal of gold.</p>
+<p>At the turn of the century the most talked of and anticipated event in
+the mining country was the Meldrum Tunnel which was to bore through the
+range west of Red Mountain town and connect with mines at Pandora near
+Telluride on the other side.</p>
+<div class="pb" id="Page_19">19</div>
+<p>The tunnel was to be large enough to contain a railroad which was to
+connect the Silverton Railroad with the Rio Grande Southern at Pandora.
+This would have saved much mileage and would, except at the ends, have
+been free from snow.</p>
+<p>Andrew Meldrum, a Scotchman, the originator of the project, raised money
+and started work in 1898. He left a point on the west side one and a half
+miles south of Pandora and drilled eastward until he had reached a depth of
+1400 feet. Except for one joggle it was quite straight. At the same time he
+ran another tunnel westward from a point about one-half of a mile north of
+Joker Tunnel to a depth of 600 feet or more. Altogether he drilled about 1.6
+miles on the west side and .6 mile on the east side. Finally, in 1900,
+with 3.4 miles yet to go, he ran out of money and had to abandon the project.</p>
+<p>However, Meldrum&rsquo;s dream did materialize in 1946 during World War
+II when the government loaned the Idarado Mining Company, which had
+bought the old Treasury Tunnel workings at Red Mountain, the money to
+complete a tunnel through the mountain to the Pandora side. It takes several
+drops and rises and goes in various directions in order to contact the ore
+veins, so that the total length is 7&frac12; miles. This amount does not include
+some tail tunnels.</p>
+<p>The Idarado property is now considered one of the richest in the world
+for hardrock ores&mdash;silver, gold, lead, zinc, copper and manganese.</p>
+<p>Meldrum lived out his life in Ouray and died in a cabin there all alone,
+a few years too soon to see his dream come true.</p>
+<p>Everybody hoped and expected that mining would soon revive but the
+time dragged on and it did not. William Jennings Bryan ran for president of
+the United States in 1896 on a &ldquo;free coinage of silver&rdquo; platform and the
+&ldquo;Silver San Juan&rdquo;, Mears especially, ardently campaigned for him. When Bryan
+was defeated, Mears gave up on a mining revival and early in 1897 moved to
+the East. There he took up several business enterprises and stayed for ten
+years. However, he retained a general supervision over his railroads and made
+numberless trips back to the San Juan.</p>
+<p>Revenues had decreased so greatly that the railroad was finally, in 1898,
+<span class="pb" id="Page_20">20</span>
+forced into receivership. Alex Anderson, a Scotchman and a former auditor,
+was made the receiver.</p>
+<p>The Crawford interests who were promoting the Joker Tunnel (a drainage
+operation) got control of the railroad in a foreclosure sale in 1904. On
+November 3 of that year it was incorporated by Otto Mears, Alex Anderson,
+John Ewing, George Crawford and Harry Riddell as the Silverton Railway,
+with Mears as president. The new company replaced the old 30-lb. steel with
+45-lb. Mr. Ridgway, as superintendent at this time, 1904 and 1905, had to keep
+three sets of books&mdash;one for the S. R., one for the S. Ry. and one for the S.N.</p>
+<p>Just before and after the reorganization, business revived until it was
+nearly as good as in the beginning though only one passenger train ever ran
+again and then only as far as Joker Tunnel. The train consisted of two
+coaches and a baggage car to Red Mountain where one coach was set out and
+the rest went on to Joker. In 1912 a daily passenger was running only as
+far as Red Mountain. In 1919 and &rsquo;20 a passenger was still going to the
+same destination. During this period about two freights operated though the
+number depended on the amount of business. A little engine could haul
+three loads up to Red Mountain and a big one could haul five. Both handled
+ten loads down. In the winter operation was suspended either for short periods
+or for the season because of snow blockades.</p>
+<p>The turntable was still standing in early 1906 for John Crum who that
+spring drove a logging team from Albany Gulch to the Gold Lion mine, at
+night turned his horses loose on a flat nearby and in the morning had to play
+tag with them around the table to catch them.</p>
+<p>Mears, who was expecting great things of the Cold Prince mine and
+mill at Animas Forks on the Silverton Northern, decided he needed a turntable
+worse there than at Corkscrew. So, in the summer of 1906, Edward
+Meyer, an engineer, took a train to the gulch to retrieve all essential and
+removable parts along with other appurtenances. These were then transported
+to and installed at Animas Forks.</p>
+<p>Joe Dresbach, the general manager of the time, has also stated that
+essential and removable parts of the turntable at Corkscrew were retrieved
+<span class="pb" id="Page_21">21</span>
+and installed at Animas Forks.</p>
+<p>Charles Decker, an engineer, says that the housing and operating parts
+of the turntable at Corkscrew were gone when he went there for the first
+time in 1907. The train merely ran over the stationary table onto a switchback
+that had been extended to hold several cars, and then backed out.</p>
+<p>After the turntable was abandoned a train leaving Red Mountain headed
+into Corkscrew Gulch, backed down to Joker Tunnel, headed into Corkscrew
+again and finally backed to Red Mountain. Or the operation was reversed by
+backing out of Red Mountain to begin with. As trains will not back through
+much snow downhill and practically none uphill this railroad got into trouble
+in the winter no matter how it started out or what it did.</p>
+<p>Mears was employed by the D. &amp; R. G. to reconstruct the railroad in the
+Animas canyon after the disastrous flood of October 5, 1911. He used S. Ry.,
+S. G. &amp; N. and S. N. engines and crews to work from the north end. Trains
+went to Joker Tunnel to pick up rails that had been brought that far by
+freight teams from Ouray. Silverton ran out of coal, and some that had already
+been hauled to the Treasury Tunnel at Red Mountain was brought back to
+town. In about 60 days the line was open and the first two freight cars to
+arrive in Silverton were one of caskets and one of beer.</p>
+<p>Many derailments and minor accidents occurred but in its 39 years of
+operation only one fatality. In 1902 or &rsquo;03 an engine ran off a short rail at
+Sheridan Junction causing it to overturn. The engineer, Bally Thompson, was
+caught and crushed under the boiler. The whole top of his head and jaw were
+torn off and his skin was cooked like that of a roasted turkey.</p>
+<p>The year ending June 30, 1911 showed a cash balance of $9 while the
+year ending December 31, 1917 turned up with a deficit of $25,241. Regular
+operation ceased in 1921 and abandonment proceedings were held in the early
+fall of 1922. All rolling stock, including Engines 100 and 101 (1) were turned
+over to the S. N.</p>
+<div class="pb" id="Page_22">22</div>
+<p>Below is the last station list ever published:</p>
+<table class="center">
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">.00 </td><td class="c">Silverton </td><td class="r">9,300</td></tr>
+<tr><td class="r">5.30 </td><td class="c">Burro Bridge </td><td class="r">10,236</td></tr>
+<tr><td class="r">7.23 </td><td class="c">Chattanooga </td><td class="r">10,400</td></tr>
+<tr><td class="r">10.64 </td><td class="c">Summit </td><td class="r">11,235</td></tr>
+<tr><td class="r">11.97 </td><td class="c">Red Mountain </td><td class="r">11,025</td></tr>
+<tr><td class="r">12.66 </td><td class="c">Vanderbilt</td></tr>
+<tr><td class="r">12.85 </td><td class="c">Yankee Girl</td></tr>
+<tr><td class="r">13.26 </td><td class="c">Robinson</td></tr>
+<tr><td class="r">13.46 </td><td class="c">Guston</td></tr>
+<tr><td class="r">13.93 </td><td class="c">Paymaster Coal Track</td></tr>
+<tr><td class="r">14.38 </td><td class="c">Corkscrew Gulch</td></tr>
+<tr><td class="r">14.81 </td><td class="c">Paymaster Ore Track</td></tr>
+<tr><td class="r">15.03 </td><td class="c">Silver Belle</td></tr>
+<tr><td class="r">16.06 </td><td class="c">Joker</td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+</table>
+<p>As the track was not immediately removed an occasional train was run
+to Red Mountain or even to the mines beyond. With the salvaging of the rails
+in 1926 the Silverton Railroad made its last run.</p>
+<p>The original Red Mountain Town was on the east side of the small hill
+called the Knob. The place began declining about 1907 and the time came
+when it was deserted and all structures were in a state of near or complete
+collapse. The Idarado, the old Treasury Tunnel, to the north side of the Knob,
+with all its prosperous looking mine and mill buildings and its nice dwellings,
+most of which were moved there from Eureka, now constitutes the town of
+Red Mountain. <i>This</i> Tunnel is a World War II development and is famous
+because it bores through the mountain to the mines on the Telluride side.</p>
+<div class="pb" id="Page_23">23</div>
+<p>The new highway has almost obliterated the old railroad grade. It may
+be seen crawling along on the sidehill up to Burro Bridge, and again at
+Chattanooga Loop and overhead as it climbs to the summit. It also may be
+seen curving around the Knob to old Red Mountain town, crawling along
+the mountain to Corkscrew Gulch and dropping down to Joker Tunnel. Then
+all traces of it are gone except some old grade at Albany. First a road, then a
+railroad and again a road!</p>
+<div class="pb" id="Page_25">25</div>
+<h2 id="c6"><span class="small">SILVERTON, GLADSTONE &amp; NORTHERLY</span></h2>
+<p>The Gold King Mining Company, under President W. Z. Kinney, promoted
+a railroad for the purpose of hauling concentrates from mills along Cement
+Creek to the smelters at Silverton. According to the Manual the railroad
+was chartered April 6, 1899 and completed in July. James Dyson located the
+route and the Rocky Mountain Construction Co., incorporated in Maine,
+constructed the 7.5 miles of line and the one-half mile of sidings from Silverton
+to Gladstone. Forty-five-pound rail was used. Track left the main line of the
+D. &amp; R. G. at the north end of Silverton and there a roundhouse was built. San
+Juan County records show that the property was conveyed from the construction
+company to the railroad company July 21, 1899. Two figures, $247,838 and
+$252,979, have been given as the cost of the job. The difference may have
+covered equipment.</p>
+<p>The S. G. &amp; N. bought Engine 32 from the Rio Grande Southern through
+the D. &amp; R. G. purchasing agent, C. M. Hobbs, for $3252. Mr. Hobbs instructed
+Mr. Lee, general superintendent of the R. G. S., to letter it properly, deliver it
+to W. Z. Kinney at Silverton on August 1, 1899 and collect the money. Two
+very nice made-to-order coaches, that had seats for passengers in one end
+and baggage compartments in the other, were obtained. Two trains ran daily
+consisting, generally, of an engine, two loads and a passenger coach. The
+first year of operation showed a surplus of $35,366.21.</p>
+<p>The company, evidently, did not have enough power and in October
+1900 it was asking the R. G. S. for another locomotive like the one it already
+had, but none was available. Meanwhile, a company in Palestine, Texas had
+bought R. C. S. 33 (exactly like 32) but on finding it unsatisfactory, had
+shipped it back. The R. G. S. placed it in the Burnham Shops at Denver where,
+in 1902, it underwent extensive repairs. Then it was sold to the S. G. &amp; N.</p>
+<p>The two locomotives mentioned above were sisters to the Silverton Railroad&rsquo;s
+No. 101 (1), formerly R. G. S. 34. All three were of the same make
+<span class="pb" id="Page_26">26</span>
+and the same class and had the same owners at the same time and in the same
+order&mdash;the D. &amp; R. G., the R. G. W. and the R. G. S. All of these engines ended
+up with the S. N. (So did S. R. No. 100.) All had five owners. The 33 had
+six owners if one would count the company in Texas but, as far as is known,
+no money changed hands.</p>
+<p>A new locomotive, No. 34, a Baldwin of the 100 class, was purchased
+in 1904. The Manual of 1905 lists three engines, two coaches, and twenty
+freight cars; the one of 1909 says two locomotives, two coaches, ten box cars
+and twenty-one gondolas. Engine 32 was the one out of service at this time.
+Eventually its boiler went to a sawmill at Cascade. No. 33 lasted a few years
+longer.</p>
+<p>Except for Mr. Kinney of Silverton, the board of ten directors elected in
+1904 were all from Maine, Massachusetts or New Brunswick and the trustee
+under the mortgage was the Newtonville Trust Co. of Newtonville, Mass.
+In 1905 the funded debt was $100,000 and the outstanding stock, $121,000.
+In the year ending June 30, 1909, the railroad had carried 16,667 tons of freight
+and 3,916 passengers.</p>
+<p>It was not uncommon for service to be discontinued for short or long
+periods in any winter on account of snow blockades but the suspension in the
+fall of 1911 was due to the extensive washouts on the D. &amp; R. G. in the Animas
+Canon. S. G. &amp; N. men and equipment were sent to assist in the reconstruction.</p>
+<p>Excursions were often run to Gladstone for picnics or to gather columbines
+either to send out of town for some special doings or for any kind of local
+celebration.</p>
+<p>According to the Official Guides of 1913, 1914 and 1915 mixed trains
+ran thrice weekly&mdash;Monday, Wednesday and Friday. In 1913 trains left
+Silverton at 1:00 P.M. and arrived at Gladstone at 1:45 P.M.; left Gladstone
+at 2:15 P.M. and arrived at Silverton at 3:00 P.M. This was a considerable
+decline from the original two trains per day.</p>
+<p>About the first of January 1910, Mears, Slattery and Pitcher leased the
+Gold King mine. On January 15 of the same year the Silverton Northern
+Railroad leased the S. G. &amp; N. and five years later, on June 10, 1915, bought
+<span class="pb" id="Page_27">27</span>
+it at auction. San Juan County records show that the deed was made July 23.
+Mears then owned all three railroads. Only one S. G. &amp; N. engine, the 34, was in
+service. The partners gave up the lease on the mine in 1917 and Mears, then
+77 years old, left for California, never to return.</p>
+<p>Mrs. Percy Airy has a little story to tell of this period. In 1911 her
+husband was working at the Gold King mill at Gladstone and they were
+living in a little cabin with almost no furniture and conveniences. One
+morning while she was washing, Percy came rushing in, saying he was bringing
+his uncle Jack Slattery, Otto Mears, James Pitcher and Louis Quarnstrom
+in for dinner. Flustered and dismayed were no words for it! At such
+a camp no fresh stuff was available but she managed a dinner of ham,
+scalloped potatoes, a canned vegetable, biscuits with butter and jam, fresh
+canned mountain raspberries, cake and coffee. She had only two stool chairs
+and one of them was occupied by the washtub which Mears urged her not
+to move. She put one man on the other stool chair, two on the bed and two
+in rockers. Being very young, only nineteen, she was so embarrassed she
+wouldn&rsquo;t sit down at the table. Everybody praised her dinner and she felt better.
+When Mears left he presented her with a very rich piece of gold ore, about
+the size of a large orange, and told here if she&rsquo;d always keep that she&rsquo;d
+never be poor. Later she engaged a jeweler to make a watch charm from
+it for her husband. A small cracked charm and two small pieces of ore
+were all that was returned to her. The fellow claimed he had had to break
+the big chunk all to pieces to get the charm and had thrown the scraps
+away. Of course every small grain of that ore was valuable.</p>
+<p>Business kept dwindling until only an occasional train was run. The
+following table indicates that the track was still lying in 1923.</p>
+<div class="pb" id="Page_28">28</div>
+<table class="center">
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr class="th"><th colspan="3">SILVERTON, GLADSTONE &amp; NORTHERLY</th></tr>
+<tr class="th"><th colspan="3"><span class="smaller">Official Roster 1923</span></th></tr>
+<tr><td class="r">0 </td><td class="l">Silverton </td><td class="r">9,300</td></tr>
+<tr><td class="r">3.2 </td><td class="l">Yukon Mills</td></tr>
+<tr><td class="r">5.0 </td><td class="l">Porcupine Gulch</td></tr>
+<tr><td class="r">7.0 </td><td class="l">Fishers Mill</td></tr>
+<tr><td class="r">7.5 </td><td class="l">Gladstone </td><td class="r">10,600</td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+</table>
+<p>No exact date can be found for the tearing up of the rails but it probably
+was in 1926, the same year the S. R. was dismantled. All equipment went
+to the S. N. as it already belonged to it anyway.</p>
+<p>The government, during our war with Japan, established military posts
+in Alaska. The railroad up there, the White Pass and Yukon, needed more
+locomotives and in 1942 it purchased all that were left on the S.N.&mdash;the
+3, 4 and 34. (The S. N. had ceased operation three years previously.) The
+34, as should be remembered, had belonged to the S. G. &amp; N. When the
+Alaskan railroad received the 34 it numbered it &ldquo;24&rdquo;. After Diesel power
+was obtained there the 24 (nee 34), then about forty years old, was retired
+to the boneyard.</p>
+<p>One of the original S. G. &amp; N. coaches was bought from the S. N., moved
+to Durango and set up on Main Avenue as the &ldquo;Pioneer Diner&rdquo;. Later, after
+changes and additions, it became the &ldquo;Chief Diner&rdquo;. It is still operating
+and may be seen in Durango.</p>
+<div class="pb" id="Page_29">29</div>
+<h2 id="c7"><span class="small">SILVERTON NORTHERN</span></h2>
+<p>Mears hoped to run a railroad from Silverton to Mineral Point and
+possibly on to Lake City, following practically the same route as the wagon
+road he had built twelve years previously. C. W. Gibbs, chief engineer,
+made surveys from Silverton to Eureka in both 1889 and &rsquo;90 but nothing
+was immediately attempted, probably because of all effort and money going
+toward the construction of the Rio Grande Southern. However, two miles
+from Silverton to Waldheim were built in 1893 as an extension of the
+Silverton Railroad.</p>
+<p>According to San Juan County records the Silverton Northern was
+incorporated on September 20, 1895. Fred Walsen was the president, Otto
+Mears the vice-president and Alex Anderson the secretary-treasurer.</p>
+<p>Construction began at the North Star bridge, the end of the first
+piece of railroad, in late April of 1896 and the 6&frac12; miles were completed to
+Eureka in late June. The transfer of the property from the construction
+company to the railroad company was made on July 1st. Silverton Northern
+books gave the cost of construction as $272,400. Meanwhile the first two miles
+had been transferred from the Silverton Railroad to the Silverton Northern.
+A big celebration took place at Eureka on the completion of the line and
+Mrs. Edward G. Stoiber drove the golden spike. A picture is extant which
+shows the crowd there.</p>
+<p>S. R. Engine 101 was transferred to the S. N. but henceforth was to
+go by the number of 1. Of course, the company could borrow a locomotive
+or other equipment from the S. R. or the D. &amp; R. G. as needed.</p>
+<p>Ever since the panic of 1893 with its demonetization of silver, mining
+in the San Juan had been seriously crippled but, since the Sunnyside mine
+near Eureka and the Silver Lake mine near Waldheim produced good values
+in gold, the S. N. could make a profit.</p>
+<p>Mining men, Mears among them, had great hopes that mining would
+revive as of old if William Jennings Bryan could be elected as president.
+<span class="pb" id="Page_30">30</span>
+Bryan, it should be remembered, was running in 1896 on a platform of silver
+coinage at 16 to 1 with gold. When he was defeated Mears lost hope for
+any improvement in mining and moved to the East where he took up several
+projects. One was the building of the Chesapeake Beach railroad from Washington
+to the beach. Another was the promotion of the Mack Truck Co.
+with himself as the first president. He, at that early date, saw the possibilities
+of automobile transportation.</p>
+<p>Though Mears stayed in the east until 1907 he exercised a strong supervision
+over his San Juan railroads and made a number of trips back to the
+country to oversee them.</p>
+<p>In 1901 the company owned one locomotive, one passenger coach, ten
+box cars and one service car. For the year ending June 30, 1901 it had
+operated 3376 miles of mixed and 1310 miles of passenger service. In 1902
+it paid a dividend of 10%.</p>
+<p>The Gold Prince mine, four miles up the Animas River canon from
+Eureka, was then flourishing so Mears decided to build a railroad to the place.
+He hired Thomas Wigglesworth as surveyor and constructor. Construction
+from Silverton to Eureka had been easy&mdash;no hard grading and only two
+small bridges&mdash;but from Eureka to Animas Forks, the little town near the
+Gold Prince, it was to be very difficult&mdash;up a rough canon and over 7%
+to 7&frac12;% grade, the very maximum for a steam railroad.</p>
+<p>Mr. Vest Day gives an account of its building:</p>
+<p>&ldquo;Mr. Thomas Wigglesworth, for whom I had worked several times before,
+hired me to get stuff together and go up to Animas Forks to establish a
+camp. Late in May of 1904 I loaded on the train at Durango about a carload
+of surveyor&rsquo;s equipment and camp supplies, among which was a 350-lb.
+cook stove, all to be taken by rail to Eureka. There the two Peck brothers
+packed it on burros and, since the snow was deep and soft, they often had
+to spread gunny sacks out for the burros to step on, especially for the one
+with the stove, to keep them from sinking in too deeply. Everything arrived
+at Animas Forks in good order.</p>
+<p>&ldquo;The snow was six feet deep around the cabins we were to occupy so I
+<span class="pb" id="Page_31">31</span>
+had to shovel paths and dig down to get the doors open. Then I had to
+gather wood out of the tree tops but had the stove up and a good supper ready
+when Mr. Wigglesworth arrived with three other young fellows.</p>
+<p>&ldquo;We first did some preliminary surveying, running a line from Animas
+Forks to the divide in case Mr. Mears should decide on a railroad to Lake
+City. The snow was so deep we could not drive the stakes so we cut turning
+points in the hard crust with a hatchet.</p>
+<p>&ldquo;Then we started to work in the canon which was a hard problem and
+had labored a month trying to get a line up the east side when Mr. Wigglesworth
+remarked to Mr. Mears that he&rsquo;d like to build the railroad on the
+other side where the road was. Mears told him to go ahead and take it
+as it was his road anyway. Even though we used the road grade, still a lot of
+work had to be done and R. T. F. Simpson, who was to run the commissary,
+brought with him from New Mexico, 100 Navajo Indians to do the rough
+labor. About 25 whites were employed but they acted as powder men, clerks
+or other such things. We were all finished in the fall.</p>
+<p>&ldquo;While we were there Mr. Wigglesworth procured for Roy Goodman and
+me a railroad bicycle that Mears had had made for Mrs. Stoiber. She was not
+at that time using it. This contraption had a framework to which was fastened
+four light-weight flanged wheels with rubber on them, that ran on the track.
+Above was a platform on which were two stationary bicycles side by side.
+The riders treadled the bicycles and the two chains that pulled the two
+rear wheels and were connected with two small wheels on the axle of the car,
+drove the car, so it ran nicely on the track. We had a grand time going back
+and forth to Silverton on it.&rdquo;</p>
+<p>Marion A. Speer, a lad from Texas, went to work in the spring of 1904
+as a nipper on the railroad which was building from Eureka to Animas Forks.
+His job was to carry heavy tools such as drills and picks from the blacksmith
+shop to the drilling and blasting crews, and the dull ones back. The work
+was very hard but he had to have the money if he expected to go to the
+Colorado School of Mines, which was his intention. One day Wigglesworth,
+his boss, came to him and told him he&rsquo;d have to let him go as the work was
+<span class="pb" id="Page_32">32</span>
+too heavy for him. Marion, then, proceeded to &ldquo;bawl his eyes out&rdquo;. When
+Wigglesworth found out the reason he not only took him back but hired
+a Mexican boy to help him.</p>
+<p>The construction outfit used Engine 3 which was brand new that year,
+was very powerful and a beauty and was called &ldquo;Gold Prince&rdquo; after the mine
+at Animas Forks. That piece of railroad was completed in the fall except for
+sidings which were laid the next year.</p>
+<p>Young Speer worked at the Silver Lake mill for several summers and
+often got to ride in Engine 100; he also went to Gladstone in the 34 and
+was on the S. N. coach, the Animas Forks, when it turned over the first time.
+The track still lay to Albany in 1907 for a train took a bunch of picnickers,
+of which he was one, down that way and let them off.</p>
+<p>The railroad workers, among whom was Speer, ate at the Silver Wing
+(Condit) boarding house, and they were lolling around outside one evening
+in June of 1904 when a terrific explosion took place at the Toltec blacksmith
+shop, directly across the river, about 200 feet away. Debris of all descriptions
+peppered the boarding house.</p>
+<p>The Silverton <i>Standard</i> reported the event thus:</p>
+<p><i>An Awful Explosion</i>&mdash;&ldquo;Three men, Percy Kemper, Edward Crane and
+L. W. Lofgren, were killed last Sunday night about ten o&rsquo;clock by a powder
+explosion at the Toltec Tunnel of the Sioux Mining Company, located above
+Eureka near the mouth of Picayune Gulch.</p>
+<p>&ldquo;Kemper and Crane were literally blown to pieces, parts of their bodies
+being found in different places, 300 and 400 yards from the scene of the
+explosion. The blacksmith shop was, of course, demolished. When the sound of
+the explosion brought others to the scene, Lofgren was still alive, but he died on
+the way to Silverton. The remains of the other two unfortunate men were
+brought to this city Monday afternoon.</p>
+<p>&ldquo;Lofgren, it seems, had been working behind a metal mine car which
+absorbed much of the force of the explosion. This accounts for the fact that
+Lofgren was not killed outright.</p>
+<p>&ldquo;At the coroner&rsquo;s inquest held Monday a verdict was returned that the
+<span class="pb" id="Page_33">33</span>
+three men came to their deaths by and through carelessness in heating powder.</p>
+<p>&ldquo;The largely attended triple funeral was held Wednesday afternoon under
+the auspices of the Miner&rsquo;s Union of which all three of the deceased
+were members in good standing, the local Odd Fellows, however, turning
+out in honor of their deceased brother, Lofgren. Reverend Shindler preached
+the funeral sermon.&rdquo;</p>
+<p>Vest Day reports that his survey crew helped pick up the pieces of the
+bodies the next morning and put them into nail kegs.</p>
+<p>Mr. Meyer, the locomotive engineer on the construction crew, claimed
+the Indians would stop work on almost any pretext but especially to chase
+ground hogs. Mears decided to put a stop to such foolishness and hired 25
+white kids and supplied them with rifles to kill the animals. It didn&rsquo;t help
+much because when they were out of the way the Indians could find plenty
+of other excuses to dawdle.</p>
+<p>Mr. Arthur Ridgway stated that when he came to the S. N. in October
+of 1904 work was still going on under the supervision of Marshall B. Smith,
+Mears&rsquo;s son-in-law, with Navajo labor. Operation of the line began the next
+Spring after the snow went off.</p>
+<p>In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up
+Cunningham Gulch to the Green Mountain and Old Hundred mines, which
+added 1.3 miles of railroad to the system. The S. N. must have been in
+financial straits at this time for Mears had to raise money in New York
+to pay interest on the bonds.</p>
+<p>This railroad went north from Silverton as did the other two. The
+termini of the S. R. and S. N. were not much more than six air miles apart
+with the S. G. &amp; N. in between. Animas Forks is at the foot of Mineral
+Point. One may ride out on the top of Mineral Point, as this writer has
+done and see the waters divide, the Uncompahgre going to the north and the
+Animas to the south. Mears never got the courage to build a railroad up
+there as first projected nor on to Lake City.</p>
+<p>During the year ending June 30, 1905 the railroad carried 31,433 passengers
+and 43,349 tons of freight. The Manual or Guide lists for 1905,
+<span class="pb" id="Page_34">34</span>
+two engines, for 1909, three and for 1911, two. One or two passenger cars,
+one or two baggage and several freight cars were claimed. It should be remembered
+that equipment was interchanged between these little lines and
+was also borrowed from the D. &amp; R. G.</p>
+<p>The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an
+old one from the D. &amp; R. G, which it numbered 2, but it was of such little
+good it was soon scrapped. Mears bought the 3 new in 1904 and the 4 new
+in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased and in
+1915 bought the S. G. &amp; N. and got its engines, the 32, 33 and 34. Numbers
+100, 32 and 33 were scrapped between 1909 and 1912 but 1 was still in use
+in 1916 for it is shown in the picture of the zinc train that was running
+at that time. All four of those just noted sat for a number of years in the
+boneyard at Silverton. Numbers 3 and 4 were used on the snow bucking
+because 34 was too large for the plow.</p>
+<p>Mears could always think up something novel and smart. He had already
+put out the silver and gold passes and had devised the railroad bicycle
+but now he wanted to do something special in the way of a passenger coach
+for this run. He bought an old narrow gauge sleeper from the D. &amp; R. G.,
+that had been used on the run from Pueblo via Salida to Alamosa after 1890
+and is thought to have been one of those that came to Durango and Silverton
+From &rsquo;81 to &rsquo;83. He had it painted a bright green, put the words in gold,
+&ldquo;Silverton Northern Railroad&rdquo; over the windows and named it the &ldquo;Animas
+Forks&rdquo;. It had four upper and four lower berths on each side, half as many as
+a modern sleeper has. It was different also in that the berths had wooden
+slat bottoms instead of solid metal as we know them. Ten feet or less
+at one end was walled off for a kitchen while 20 feet or more was equipped
+with seats and tables. There was a menu card, lengthy and beautifully
+printed, and a liquor list to delight a connoisseur. Of course a porter was
+present to administer the drinks.</p>
+<div class="pb" id="Page_35">35</div>
+<p>The engine <i>pushed</i> the cars from Eureka to Animas Forks. It would not
+have done to have had them behind for, if a coupling had broken, the brakes
+would not have been able to hold them on such a steep grade and a
+runaway and wreck would have resulted. As, at first, there was no way
+of turning at Animas Forks the engine had to back down <i>pulling</i> the cars,
+a decidedly risky business. A turntable was desperately needed and so, in
+1906 or &rsquo;07, Mears used certain parts of the one at Corkscrew Gulch to
+complete the one he was building at Animas Forks. Then the engine could
+turn and, by setting the cars on a spur, could get ahead and keep them
+from running away. Before starting they tested the brakes most thoroughly;
+then the brakeman stayed on top of the cars clubbing them all the way
+down. Everybody breathed a sigh of relief when they got stopped at Eureka.</p>
+<p>They generally hauled a car of coal and an empty or a coach up
+and three cars of ore down. The biggest load ever taken up was a car of
+coal and a car of cement. Speed from Silverton to Eureka was ten miles
+per hour but from Eureka to Animas Forks, four miles, and the same on
+the return trips.</p>
+<p>The Stoiber brothers had developed the Silver Lake mine in Arastra
+Gulch and built the mill at the mouth of the gulch; later Ed took over the
+mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim
+which, because of its size&mdash;ball room, game rooms, etc.&mdash;and its fine construction
+and expensive furnishings, became known as the &ldquo;Mansion&rdquo;. There
+they entertained most lavishly, often passing out expensive party or dinner
+favors. (The author acquired one of them&mdash;a beautifully engraved solid
+silver dinner spoon.)</p>
+<p>The madam undertook a good part of the management of the mine herself,
+sometimes all of it, and was capable of subduing the most obstreperous
+miner who ever landed there. She was the lady who, to spite her neighbors,
+built the tall fence around her place in Silverton.</p>
+<p>They left Silverton about 1904 and, after Stoiber died, the madam erected
+a fine home in Denver, surrounding it with a fence. She had one husband
+before Stoiber and two others afterwards but no one knows for sure what
+<span class="pb" id="Page_36">36</span>
+became of them. Her last home was a villa in Italy where she died. A large
+fortune was left behind which is still being handed down to heirs of heirs.</p>
+<p>Mears signed a contract with the Gold Prince mine at Animas Forks, to
+haul its ore to Silverton over the winter of 1906-07. Therefore, it was
+necessary to prepare against the vicious snow slides between Eureka and
+Animas Forks. He decided to build several heavily timbered snow sheds and
+anchor them in rock in the hillsides. The first, 500 feet long, at a bad
+place near the Silver Wing boarding house, not far from Eureka, was completed
+in October. A slide that winter smashed it and dumped it into the
+Animas River Canon. Mears gave up on snow sheds.</p>
+<p>On March 24, 1906 concussion, which is the rush of air at the edges
+of a slide, did great damage to the Green Mountain mill in Cunningham
+Gulch and killed the mine foreman. It also destroyed several S. N. cars.
+At the same time a slide demolished the boarding house at the Shenandoah
+mine and killed twelve men.</p>
+<p>Near Animas Forks two men were asleep in the same bed. One was
+thrown toward the center of the room and carried away while the other was
+thrown toward the wall and was saved. In the same season two men were
+killed at the Robert Bonner mine near Burro Bridge on the S. R.</p>
+<p>These are only samples of slides that happened nearly every winter.
+Often bodies, frozen stiff, were recovered from slides and stood against
+the handiest wall.</p>
+<p>One summer a request came to Silverton for a great quantity of columbines
+for some national convention that was to be held in Denver. A &ldquo;Columbine
+Special&rdquo; train was run from Silverton to Animas Forks for the purpose of
+procuring them. Mears donated the use of the train, railroad men donated
+their services and townspeople donated their time. They gathered what they
+estimated to be 25,000. A hardware man supplied washtubs in which the
+flowers were packed and shipped. They went out of Silverton on flat cars but
+were transferred to box cars at Alamosa. The columbines reached Denver
+and were displayed in front of the Denver Post building.</p>
+<p>The Pullman was in a couple of wrecks, the first in the summer of 1908.
+<span class="pb" id="Page_37">37</span>
+New rail was being laid and hadn&rsquo;t, in one place, been spiked. Meyer was
+the engineer and was pulling a train of three coaches going south when the
+accident happened near Silver Lake, two miles out of Silverton. The engine
+and one coach went over the rail all right but the next coach caught on it,
+turned over and took the Pullman with it. When Conductor Hudson came
+along getting people out he found one woman with her head and shoulders
+completely through a window on the under side. The car had lit on a couple
+of ties, which held it up, preventing her from being crushed. Only her hat
+was knocked off. When settlements were made the worst casualty was found
+to be a box of peaches for which the owner asked and received 75 cents.</p>
+<p>Another time, about 1911, a train was going north when, near Waldheim,
+the Pullman, which had too long a wheelbase for curves, gave a swing
+and the top part left the trucks, flopping over and taking a coach with
+it. Booker was the engineer this time, Hudson, the conductor and Ruble,
+the fireman. When they arrived they found the dust so thick they could
+scarcely see or breathe. Ruble and Hudson walked along on the sides of the
+coaches pulling people out of the windows. They came to Mrs. William Terry
+securely fastened and soon found the trouble&mdash;her skirt was caught between
+a rock and the side of the coach. Ruble used his pocket knife to cut
+a piece out of the back. The poor fellow, easily embarrassed anyway, never
+heard the end of cutting off the lady&rsquo;s skirt.</p>
+<p>How Mrs. Terry remembers it:</p>
+<p>&ldquo;It was a Saturday afternoon in the summer time and the train was
+full of people going home from Silverton. In the Pullman everybody was talking
+and joking and having a good time. Suddenly the car gave a flop over
+on one side and everything was confusion. I was thrown against the slats
+of the berth and got several bumps on the head. I grabbed a handful of
+willows out the window which pulled through my hand leaving green streaks
+that lasted for days. My skirt was caught at the back and someone cut a chunk
+out of it. It had been jerked loose from the waist anyway so it came off.
+But those were the days when women wore petticoats and I had a nice one
+of iridescent taffeta, that rustled and had reams of ruffles.</p>
+<div class="pb" id="Page_38">38</div>
+<p>&ldquo;Broken glass had flown in every direction and many people had cuts.
+One woman who had on a white dress came up to me and asked me if her hat
+was on straight. I told her it was but that she had better look at her dress. The
+whole front of it was covered with other people&rsquo;s blood. Passengers sat on
+the hill waiting for a train to come for them. Everybody was very excited
+and upset. The porter went around offering drinks to help settle our nerves
+but I didn&rsquo;t take any. Cuts and bruises were the worst damages. The injured
+were loaded in a box car and taken to the hospital.</p>
+<p>&ldquo;My garb was a towel around my head, the coat of my just-past beautiful
+new plaid suit and the rustling ruffled petticoat. The suit, of course, was
+ruined as a skirt to match could not be obtained. I never got any damages,
+either, because I was riding on a pass. I lost two combs, too, that had real
+gold trimming.&rdquo;</p>
+<p>The Pullman had made its last trip. It was pulled into the D. &amp; R. G.
+yards at Silverton where it sat for a while, was gradually dismantled and
+finally burned. W. L. Bruce of Durango, about 1920, took some parts of
+the doors and door casings and some of the slats of the berths&mdash;all beautiful
+cherry wood&mdash;and made a porch swing.</p>
+<p>A picture of the front part of the zinc or &ldquo;Zinc Special&rdquo; train of World
+War I years is shown herein. A newspaper called the first shipment of ten
+cars &ldquo;the largest ever made in Colorado.&rdquo; Zinc with copper made the brass
+that was used in shells. A train of ten carloads of rich concentrates was
+shipped about once a week from the Sunnyside mill at Eureka, was picked
+up by the D. &amp; R. G. at Silverton and transported to a smelter at Pueblo in
+48 hours.</p>
+<p>The Terry family, owners of the famous Sunnyside mine, the biggest
+shipper on the D. &amp; R. G., was dickering with the U. S. Smelting and Refining
+Company regarding the sale of the mine and chartered a train for the use of
+those coming to investigate. A group of eastern capitalists&mdash;seven of them
+millionaires&mdash;accompanied by mining engineers, clerks, servants etc., made
+the trip in January or 1917. The train was the D. &amp; R. G. president&rsquo;s narrow
+gauge special, thought to be the only one of its kind in existence. The cars
+<span class="pb" id="Page_39">39</span>
+were beautifully finished and furnished. It was so outstanding and unique as
+to have been exhibited at the World&rsquo;s Fair at San Francisco in 1915.</p>
+<p>Snow was pretty deep. Much good stuff was on the train and the crew
+got slightly befuddled. Just at the north end of Silverton the coupling
+back of the engine came loose and the engineer went several miles before he
+noticed he had lost the train. He did some quick thinking and plowed the
+track on to Eureka. When he came back he told everybody that the snow was
+so deep he thought it better to go ahead and clear the line and then come
+back and get the train.</p>
+<p>The outfit parked at Eureka for about a week while officials and engineers
+made a thorough investigation of the Sunnyside which, a few months later,
+resulted in the sale of the mine. On the way back to Durango the train,
+called the &ldquo;Million Dollar Special&rdquo;, was wrecked about a mile south of
+Rockwood. The engine and the three coaches turned over. Nobody was
+seriously hurt but two of the cars caught fire from the cookstove and completely
+burned.</p>
+<p>In February 1906, three passenger trains on week days and two on
+Sundays ran between Silverton and Eureka. In 1913 a train, running six
+days per week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15,
+left Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and &rsquo;20
+a schedule as follows was in operation: leave Silverton at 8:00 A.M. for
+Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00, back at
+2:00; leave for Eureka at 3:00, back at 5:00;&mdash;two trips to Eureka and one
+to Joker Tunnel seven days per week.</p>
+<p>Though there seems to have been no scheduled service in 1923, at
+least the track was still lying and trains must have been run as needed.
+This period, it should be remembered, was one of hard times following World
+War I.</p>
+<div class="pb" id="Page_40">40</div>
+<table class="center">
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr class="th"><th colspan="3">SILVERTON NORTHERN</th></tr>
+<tr class="th"><th colspan="3"><span class="smaller">Official Roster, 1923</span></th></tr>
+<tr><td class="r">0.&nbsp; </td><td class="l">Silverton </td><td class="r">9,300</td></tr>
+<tr><td class="r">1.&nbsp; </td><td class="l">Power </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">2.&nbsp; </td><td class="l">Waldheim </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">3.&nbsp; </td><td class="l">Robin </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">3.2 </td><td class="l">Collins </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">4.7 </td><td class="l">Howardsville </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">0.&nbsp; </td><td class="l">Howardsville </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">1.1 </td><td class="l">Old Hundred </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">1.3 </td><td class="l">Green Mountain </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">6.2 </td><td class="l">Hamlet </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">7.4 </td><td class="l">Minnie Gulch </td><td class="r"> </td><td></td></tr>
+<tr><td class="r">8.5 </td><td class="l">Eureka </td><td class="r">10,000 </td><td> </td><td></td></tr>
+<tr><td class="r"> </td><td class="l">Astor </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r"> </td><td class="l">Lion Tunnel </td><td class="r"> </td><td></td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+<tr><td class="r">12.5 </td><td class="l">Animas Forks </td><td class="r">11,200</td></tr>
+<tr><td colspan="3" class="r"><hr class="dwide" /></td></tr>
+</table>
+<p>The branch to Green Mountain operated only a short time because the
+mines up that way turned out to be poor producers. The part from Eureka
+to Animas Forks is claimed never to have paid expenses and soon quit
+regular operation though occasional trains ran up there until sometime in the
+twenties. Mears offered the right-of-way to the county if it would take up the
+track, which it did, and Mr. Meyer hauled the junk down in
+1936.<a class="fn" id="fr_4" href="#fn_4">[4]</a> Like
+the S. R., it was a road to begin with and ended up by being one again.</p>
+<p>The section from Silverton to Eureka revived and lasted the longest of
+any of the three little railroads. Ore was shipped over it from the Sunnyside
+mine and mill until 1939 when the mine closed down because of a miner&rsquo;s
+strike.</p>
+<p>In the summer of 1942 the property was advertised for sale for $17,000
+<span class="pb" id="Page_41">41</span>
+in delinquent taxes. Mrs. Cora Pitcher, Mears&rsquo;s daughter, sold it to the
+Dullen Steel Products Company and paid the taxes. This company shipped
+the shop equipment, rails and rolling stock out in October.</p>
+<p>The United States had, after it became involved in war with Japan,
+established military bases in Alaska. The railroad there, the White Pass and
+Yukon, needed more motive power and the government requisitioned the
+three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they were
+re-numbered to 22, 23 and 24, respectively. In 1947 word was received
+from the War Surplus Board and the W. P. &amp; Y. Ry. that twelve engines&mdash;7
+D. &amp; R. G., 2 C. &amp; S. and 3 S. N.&mdash;had been received by the Alaska Railroad
+but when Diesel power was obtained there, all except No. 34 (24) were
+returned to Seattle to M. Block &amp; Co., a junking outfit. The last known
+of the 34, it was sitting in the railroad yards at Skagway, Alaska, in a
+state of dismantlement.</p>
+<p>In 55 years, 1887 to 1942, the three little Silverton railroads started,
+prospered, declined and perished and nothing, unless one considers still
+discernible roadbeds and rotting ties, remains to attest their existence. No
+equipment except one coach, which is scarcely recognizable as such, has
+survived. A few little relics such as small amounts of paper material, a
+goodly number of pictures and S. R. buckskin, silver and gold passes have
+survived and they are scattered from one end of the United States to the
+other. Pathetic mementos they are, for agents that played such a large part
+in the life and prosperity of their community.</p>
+<h2 id="c8"><span class="small">THE FOLLOWING PAGES....</span>
+<br />Views and Documents of Narrow Gauge Railroading in the San Juan Mountains.</h2>
+<div class="pb" id="Page_42">42</div>
+<div class="img" id="fig2">
+<img src="images/p02.png" alt="" width="903" height="1599" />
+<p class="pcap"><span class="ssn"><span class="small">PLATE XXI.
+<br />TRANS.AM.SOC.CIV.ENGRS.
+<br />VOL. XXIII. N<sup>o.</sup> 450
+<br />GIBBS ON
+<br />SILVERTON RAILROAD.</span>
+<br /><br /><span class="large"><span class="sc">Silverton</span></span>
+<br /><span class="smaller">RAILROAD</span>
+<br /><span class="smallest">1888</span></span></p>
+</div>
+<div class="pb" id="Page_43">43</div>
+<div class="img" id="fig3">
+<img src="images/p02a.jpg" alt="" width="1600" height="1032" />
+<p class="pcap">The two levels of track at Chattanooga Loop.
+<span class="jr">(<i>Violight Productions</i>)</span></p>
+</div>
+<div class="pb" id="Page_44">44</div>
+<div class="img" id="fig4">
+<img src="images/p03.jpg" alt="" width="1600" height="1097" />
+<p class="pcap">The first train to Red Mountain with Mears beside the engine pilot.
+<span class="jr">(<i>Denver Public Library</i>)</span></p>
+</div>
+<div class="pb" id="Page_45">45</div>
+<div class="img" id="fig5">
+<img src="images/p03a.jpg" alt="" width="1600" height="1004" />
+<p class="pcap">The Chattanooga Loop.
+<span class="jr">(<i>C. W. Gibbs</i>)</span></p>
+</div>
+<div class="pb" id="Page_46">46</div>
+<div class="img" id="fig6">
+<img src="images/p04.jpg" alt="" width="1600" height="963" />
+<p class="pcap">Passengers transferring from the train to the stage at Red Mountain.
+<span class="jr">(<i>R. A. Ronzio</i>)</span></p>
+</div>
+<div class="pb" id="Page_47">47</div>
+<div class="img" id="fig7">
+<img src="images/p04a.jpg" alt="" width="1600" height="963" />
+<p class="pcap">The two levels of track approaching Corkscrew Gulch.
+<span class="jr">(C. W. <i>Gibbs</i>)</span></p>
+</div>
+<div class="pb" id="Page_48">48</div>
+<div class="img" id="fig8">
+<img src="images/p05.jpg" alt="" width="1600" height="979" />
+<p class="pcap">Ironton and the turntable
+<span class="jr">(<i>U. S. Geological Survey</i>)</span></p>
+</div>
+<div class="pb" id="Page_49">49</div>
+<div class="img" id="fig9">
+<img src="images/p05b.jpg" alt="" width="1996" height="1265" />
+<p class="pcap">The Yankee Girl mine buildings.
+<span class="jr">(<i>Colo. State Historical Soc.</i>)</span></p>
+</div>
+<div class="img" id="fig10">
+<img src="images/p05c.jpg" alt="" width="1200" height="822" />
+<p class="pcap">The track to Albany in the foreground.
+<span class="jr">(<i>U. S. Geological Survey</i>)</span></p>
+</div>
+<div class="pb" id="Page_50">50</div>
+<div class="img" id="fig11">
+<img src="images/p06.jpg" alt="" width="1200" height="887" />
+<p class="pcap">Red Mountain&mdash;The small round hill was called &ldquo;The Knob.&rdquo;
+<span class="jr">(<i>Colo. State Historical Soc.</i>)</span></p>
+</div>
+<div class="img" id="fig12">
+<img src="images/p06a.jpg" alt="" width="1200" height="742" />
+<p class="pcap">Red Mountain&mdash;Depot at right. National Belle mine on the hillside.
+Jail over the heads of the men.
+<span class="jr">(<i>Ray Cooper</i>)</span></p>
+</div>
+<div class="pb" id="Page_51">51</div>
+<div class="img" id="fig13">
+<img src="images/p06c.jpg" alt="" width="1200" height="711" />
+<p class="pcap">A snow-bucking train and the Red Mountain depot.
+<span class="jr">(<i>Denver Public Library</i>)</span></p>
+</div>
+<div class="img" id="fig14">
+<img src="images/p06d.jpg" alt="" width="1200" height="759" />
+<p class="pcap">Rio Grande Southern Engine 5 on lease to the S. R., at Summit.
+<span class="jr">(<i>Denver Public Library</i>)</span></p>
+</div>
+<div class="pb" id="Page_52">52</div>
+<div class="img" id="fig15">
+<img src="images/p07.jpg" alt="" width="1200" height="848" />
+<p class="pcap">The Corkscrew turntable.</p>
+</div>
+<div class="img" id="fig16">
+<img src="images/p07a.jpg" alt="" width="1200" height="947" />
+<p class="pcap">The dismantled turntable in 1958.
+<span class="jr">(<i>F. S. Cummings</i>)</span></p>
+</div>
+<div class="pb" id="Page_53">53</div>
+<div class="img" id="fig17">
+<img src="images/p07c.png" alt="" width="1080" height="1502" />
+<p class="pcap">S. G. &amp; N. bond
+<span class="jr">(<i>David Lavender</i>)</span></p>
+</div>
+<p class="center"><span class="ss">STATE OF COLORADO</span>
+<br /><span class="sc">United States of America.</span>
+<br /><span class="large"><span class="ss">FIRST MORTGAGE SIX PER CENT GOLD BOND
+<br /><span class="sc">The Silverton, Gladstone <span class="smaller"><i>and</i></span> Northerly</span> Railroad Company.</span></span></p>
+<div class="pb" id="Page_54">54</div>
+<div class="img" id="fig18">
+<img src="images/p08.jpg" alt="" width="1600" height="968" />
+<p class="pcap">Silver Lake mill at Waldheim
+<span class="jr">(<i>Silverton Variety</i>)</span></p>
+</div>
+<div class="pb" id="Page_55">55</div>
+<div class="img" id="fig19">
+<img src="images/p08a.jpg" alt="" width="1573" height="1000" />
+<p class="pcap">Mogul mill at Gladstone
+<span class="jr">(<i>John B. Marshall</i>)</span></p>
+</div>
+<div class="pb" id="Page_56">56</div>
+<div class="img" id="fig20">
+<img src="images/p09.jpg" alt="" width="1600" height="1022" />
+<p class="pcap">Old Hundred mill on the S. N.
+<span class="jr">(<i>John B. Marshall</i>)</span></p>
+</div>
+<div class="pb" id="Page_57">57</div>
+<div class="img" id="fig21">
+<img src="images/p09a.jpg" alt="" width="1600" height="982" />
+<p class="pcap">Eureka and the Sunnyside mill
+<span class="jr">(<i>Silverton Variety</i>)</span></p>
+</div>
+<div class="pb" id="Page_58">58</div>
+<div class="img" id="fig22">
+<img src="images/p10.jpg" alt="" width="1100" height="1329" />
+<p class="pcap">Pushing cars up to Animas Forks.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="pb" id="Page_59">59</div>
+<div class="img" id="fig23">
+<img src="images/p10a.jpg" alt="" width="1600" height="981" />
+<p class="pcap">Gold Prince mill at Animas Forks
+<span class="jr">(<i>Silverton Variety</i>)</span></p>
+</div>
+<div class="pb" id="Page_60">60</div>
+<div class="img" id="fig24">
+<img src="images/p11.jpg" alt="" width="1200" height="901" />
+<p class="pcap">The Gold King mill at Gladstone.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig25">
+<img src="images/p11a.jpg" alt="" width="1200" height="728" />
+<p class="pcap">A passenger train on the S. G. &amp; N.</p>
+</div>
+<div class="pb" id="Page_61">61</div>
+<div class="img" id="fig26">
+<img src="images/p11c.jpg" alt="" width="1200" height="777" />
+<p class="pcap">Silverton Smelter on Cement Creek.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig27">
+<img src="images/p11d.jpg" alt="" width="1200" height="841" />
+<p class="pcap">Green Mountain mill on the S. N.
+<span class="jr">(<i>John B. Marshall)</i></span></p>
+</div>
+<div class="pb" id="Page_62">62</div>
+<div class="img" id="fig28">
+<img src="images/p12.jpg" alt="" width="1000" height="572" />
+<p class="pcap">Silverton
+<span class="jr">(<i>Colo. State Highway</i>)</span></p>
+</div>
+<div class="img" id="fig29">
+<img src="images/p12c.jpg" alt="" width="1000" height="641" />
+<p class="pcap">Columbine day at Silverton.
+<span class="jr">(<i>Mrs. Louis Puls</i>)</span></p>
+</div>
+<div class="pb" id="Page_63">63</div>
+<div class="img" id="fig30">
+<img src="images/p12k.jpg" alt="" width="1000" height="753" />
+<p class="pcap">The Silver Lake mill and cables to the Shenandoah mill.
+<span class="jr">(<i>John B. Marshall</i>)</span></p>
+</div>
+<div class="img" id="fig31">
+<img src="images/p12n.jpg" alt="" width="1000" height="590" />
+<p class="pcap">S. G. &amp; N. coach No. 2
+<span class="jr">(<i>John Keller</i>)</span></p>
+</div>
+<div class="pb" id="Page_64">64</div>
+<div class="img" id="fig32">
+<img src="images/p13.jpg" alt="" width="1000" height="355" />
+<p class="pcap">The zinc train.
+<span class="jr">(<i>Mrs. Wm. Terry</i>)</span></p>
+</div>
+<div class="img" id="fig33">
+<img src="images/p13g.jpg" alt="" width="1000" height="373" />
+<p class="pcap">Engine 34 at Silverton.
+<span class="jr">(<i>Lad G. Arend</i>)</span></p>
+</div>
+<div class="img" id="fig34">
+<img src="images/p13h.jpg" alt="" width="1000" height="572" />
+<p class="pcap">Engines 3 and 4 at Silverton.
+<span class="jr">(<i>R. H. Kindig</i>)</span></p>
+</div>
+<div class="pb" id="Page_65">65</div>
+<div class="img" id="fig35">
+<img src="images/p13k.jpg" alt="" width="874" height="1200" />
+<p class="pcap">Train entering a snow cut in the S. N.
+<span class="jr">(<i>Joe Dresbach</i>)</span></p>
+</div>
+<div class="img" id="fig36">
+<img src="images/p13m.jpg" alt="" width="1000" height="397" />
+<p class="pcap">Bucking snow with Engine 4 on S. N.
+<span class="jr">(<i>Edward Meyer</i>)</span></p>
+</div>
+<div class="img" id="fig37">
+<img src="images/p13n.jpg" alt="" width="1000" height="429" />
+<p class="pcap">Engine 4 turned over into the Animas River.
+<span class="jr">(<i>Edward Meyer</i>)</span></p>
+</div>
+<div class="pb" id="Page_66">66</div>
+<div class="img" id="fig38">
+<img src="images/p14.jpg" alt="" width="777" height="460" />
+<p class="pcap">Silver filigree, 2.7 by 1.5 inches
+<span class="jr">(<i>C. W. Gibbs</i>)</span></p>
+</div>
+<div class="img" id="fig39">
+<img src="images/p14a.jpg" alt="" width="772" height="475" />
+<p class="pcap">Silver Plate, 3.65 by 2.2 inches.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig40">
+<img src="images/p14c.jpg" alt="" width="779" height="436" />
+<p class="pcap">Gold filigree, 2.5 by 1.4 inches
+<span class="jr">(<i>F. C. Krauser</i>)</span></p>
+</div>
+<div class="pb" id="Page_67">67</div>
+<div class="img" id="fig41">
+<img src="images/p14k.png" alt="" width="800" height="536" />
+<p class="pcap">Buckskin, 4.05 by 2.6 inches.
+<span class="jr">(<i>Morris W. Abbott</i>)</span></p>
+</div>
+<div class="img" id="fig42">
+<img src="images/p14m.png" alt="" width="800" height="1066" />
+<p class="pcap">Fob or medallion, silver or gold, for
+1890, 1.5 by 1.2 inches
+<span class="jr">(<i>Josie M. Crum</i>)</span></p>
+</div>
+<div class="img" id="fig43">
+<img src="images/p14n.png" alt="" width="852" height="1572" />
+<p class="pcap">Commutation coupons on the S. N.
+These came in booklets and one was
+torn out for each trip.</p>
+</div>
+<div class="pb" id="Page_68">68</div>
+<div class="img">
+<img src="images/p15.png" alt="Bill of Fare" width="800" height="144" />
+</div>
+<table class="center">
+<tr class="th"><th colspan="4"><span class="larger">Bill of Fare</span></th></tr>
+<tr class="th"><th colspan="4">SILVERTON NORTHERN R. R. CO</th></tr>
+<tr class="th"><th colspan="4"><span class="small"><i>Car</i>: Animas Forks</span></th></tr>
+<tr class="th"><th> </th><th> </th><th class="r">Dolls. Cts.</th></tr>
+<tr class="th"><th colspan="3">SOUPS</th></tr>
+<tr><td class="l">&#9711;Chicken 25c </td><td class="l">&#9711;Vegetable 25c </td><td class="l">&#9711;Oxtail 25c</td></tr>
+<tr><td class="l">&#9711;Clam Chowder 25c </td><td class="l">&#9711;Clam Juice 25c </td><td class="l">&#9711;Tomato 25c</td></tr>
+<tr><td class="l">&#9711;Mock Turtle 25c </td><td class="l">&#9711;Mulligatawny 25c </td><td class="l">&#9711;Chicken Gumbo 25c</td></tr>
+<tr><td class="l">&#9711;Julienne 25c </td><td class="l">&#9711;Consomme 25c</td></tr>
+<tr class="th"><th colspan="3">FISH</th></tr>
+<tr><td class="l">&#9711;Norway Mackerel 50c </td><td class="l">&#9711;Russian Caviar 50c </td><td class="l">&#9711;Smoked Sardines 35c</td></tr>
+<tr><td class="l">&#9711;Kippered Herring 50c </td><td class="l">&#9711;Bismark Herring 50c </td><td class="l">&#9711;Boneless Sardines 50c</td></tr>
+<tr class="th"><th colspan="3">BEEF</th></tr>
+<tr><td class="l">&#9711;Chili Concarne 50c </td><td class="l">&#9711;Roast Beef 50c </td><td class="l">&#9711;Vienna Sausage 50c</td></tr>
+<tr><td class="l">&#9711;Lunch Tongue 50c </td><td class="l">&#9711;Boochout Bacon 25c </td><td class="l">&#9711;Yacht Club Beef 50c</td></tr>
+<tr><td class="l">&#9711;Boned Chicken 50c </td><td class="l">&#9711;Chicken Tamales 50c </td><td class="l">&#9711;Liebig Beef 50c</td></tr>
+<tr><td class="l">&#9711;2 Boiled Eggs 25c</td></tr>
+<tr class="th"><th colspan="3">BREAKFAST FOOD</th></tr>
+<tr><td class="l">&#9711;Quaker Oats 25c </td><td class="l">&#9711;Egg O&rsquo;See 25c </td><td class="l">&#9711;Shredded Wheat 25c</td></tr>
+<tr class="th"><th colspan="3">VEGETABLES</th></tr>
+<tr><td class="l">&#9711;Baked Beans 35c </td><td class="l">&#9711;Corn on Cob 25c </td><td class="l">&#9711;Peas 25c</td></tr>
+<tr><td class="l">&#9711;Asparagus Tips 25c </td><td class="l">&#9711;Hominy 25c </td><td class="l">&#9711;Banquet Corn 25c</td></tr>
+<tr><td colspan="2" class="l">&#9711;Macaroni and Cheese 25c</td></tr>
+<tr class="th"><th colspan="3">PUDDINGS <i>and</i> FRUITS</th></tr>
+<tr><td class="l">&#9711;Plum Pudding 25c </td><td class="l">&#9711;Stuffed Olives 25c </td><td class="l">&#9711;Plain Olives 25c</td></tr>
+<tr><td class="l">&#9711;Apricots 25c </td><td class="l">&#9711;Peaches 25c </td><td class="l">&#9711;Apricot Preserves 25c</td></tr>
+<tr><td class="l">&#9711;Marrach. Cherries 25c </td><td class="l">&#9711;Currant Jelly 25c </td><td class="l">&#9711;Marmalade 25c</td></tr>
+<tr><td class="l">&#9711;Pear Preserves 25c </td><td colspan="2" class="l">&#9711;Raspberry Preserves 25c</td></tr>
+<tr class="th"><th colspan="3">RELISHES</th></tr>
+<tr><td class="l">&#9711;Tomatoes 25c </td><td class="l">&#9711;Mushrooms 25c</td></tr>
+<tr class="th"><th colspan="3">CHEESE <i>and</i> BENT WATER CRACKERS</th></tr>
+<tr><td class="l">&#9711;McClaren Cheese 25c </td><td class="l">&#9711;Roquefort Cheese 25c </td><td class="l">&#9711;Chow Chow 15c</td></tr>
+<tr><td class="l">&#9711;Shelled Pecans 25c</td></tr>
+<tr class="th"><th colspan="3">SANDWICHES</th></tr>
+<tr><td class="l">&#9711;Caviar 25c </td><td class="l">&#9711;Sardines 25c </td><td class="l">&#9711;Tongue 25c</td></tr>
+<tr><td class="l">&#9711;Tea 15c </td><td class="l">&#9711;Coffee 15c </td><td class="l">&#9711;Milk 15c</td></tr>
+<tr><td class="l">&#9711;Cream 25c </td><td colspan="2" class="l">&#9711;Biscuits and Butter 10c extra</td></tr>
+<tr><td class="x"></td></tr>
+<tr><td colspan="3" class="l">Bread and Butter supplied with all meals</td></tr>
+<tr><td class="x"></td></tr>
+<tr><td class="l">&#9711;Wines and Cigars</td></tr>
+<tr><td class="x"></td></tr>
+<tr><td colspan="3" class="l">A separate check must be issued to each passenger.</td></tr>
+<tr><td colspan="3" class="l">No check issued for less than twenty-five cents to each person.</td></tr>
+<tr><td colspan="2" class="l"><i>No.</i> <span class="larger">1982</span> </td><td class="r"><span class="large"><i>Total</i></span></td></tr>
+<tr><td class="x"></td></tr>
+<tr><td colspan="3" class="l">NOTE: Parties are requested when ordering to make a cross at each individual item ordered, thus &#9421;</td></tr>
+<tr><td colspan="3" class="l">&para;Please report any complaints to the office</td></tr>
+</table>
+<div class="pb" id="Page_69">69</div>
+<div class="img">
+<img src="images/p15a.png" alt="Wine List" width="800" height="149" />
+</div>
+<table class="center">
+<tr class="th"><th colspan="3"><span class="larger">Wine List</span></th></tr>
+<tr class="th"><th colspan="3">SILVERTON NORTHERN RAILROAD CO</th></tr>
+<tr class="th"><th colspan="3"><span class="small">Car: Animas Forks</span></th></tr>
+<tr class="th"><th> </th><th colspan="2" class="r">Dolls. Cts.</th></tr>
+<tr class="th"><th colspan="3">LIQUORS</th></tr>
+<tr><td class="l">Private Stock Whiskey </td><td class="l">per drink </td><td class="r">$ .20</td></tr>
+<tr><td class="l">Greenbrier Bourbon Whiskey </td><td class="l">per drink </td><td class="r">.20</td></tr>
+<tr><td class="l">Scotch Whiskey </td><td class="l">per drink </td><td class="r">.20</td></tr>
+<tr><td class="l">Holland Gin </td><td class="l">per drink </td><td class="r">.20</td></tr>
+<tr><td class="l">Burke&rsquo;s Ale </td><td class="l">per pint </td><td class="r">.40</td></tr>
+<tr><td class="l">Burke&rsquo;s Stout </td><td class="l">per pint </td><td class="r">.40</td></tr>
+<tr><td class="l">Benedictine </td><td class="l">per drink </td><td class="r">.25</td></tr>
+<tr><td class="l">Green Chartreuse </td><td class="l">per drink </td><td class="r">.25</td></tr>
+<tr class="th"><th colspan="3">WATERS</th></tr>
+<tr><td class="l">Manitou Water </td><td class="l">per quart </td><td class="r">$ .35</td></tr>
+<tr><td class="l">Ginger Ale </td><td class="l">per quart </td><td class="r">.50</td></tr>
+<tr><td class="l">Red Raven Splits </td><td class="l">per half-pint </td><td class="r">.20</td></tr>
+<tr class="th"><th colspan="3">WINES</th></tr>
+<tr><td class="l">Mumm&rsquo;s Extra Dry </td><td class="l">per pint </td><td class="r">$2.50</td></tr>
+<tr><td class="l">White Seal Champagne </td><td class="l">per pint </td><td class="r">2.50</td></tr>
+<tr><td class="l">Chateau Blanc Wine </td><td class="l">per pint </td><td class="r">.75</td></tr>
+<tr><td class="l">LaRose Wine </td><td class="l">per pint </td><td class="r">1.25</td></tr>
+<tr><td class="l">Grave&rsquo;s Wine </td><td class="l">per pint </td><td class="r">.75</td></tr>
+<tr><td class="l">Imported Sherry </td><td class="l">per quart </td><td class="r">2.50</td></tr>
+<tr><td class="l">Imported Port </td><td class="l">per quart </td><td class="r">2.50</td></tr>
+<tr><td class="l">Saarbuch Steinwein Wine </td><td class="l">per pint </td><td class="r">1.25</td></tr>
+<tr><td class="l">Liebfraumilch Wine </td><td class="l">per pint </td><td class="r">1.50</td></tr>
+<tr><td class="l">Sparkling Burgundy </td><td class="l">per pint </td><td class="r">1.50</td></tr>
+<tr><td class="l">California Port </td><td class="l">per pint </td><td class="r">1.25</td></tr>
+<tr><td class="l">Cigars and Cigarettes</td></tr>
+<tr><td class="l"> </td><td colspan="2" class="r"><i>Total</i></td></tr>
+</table>
+<div class="pb" id="Page_70">70</div>
+<div class="img" id="fig44">
+<img src="images/p16.png" alt="" width="1000" height="1455" />
+<p class="pcap">MAP OF &ldquo;AROUND THE CIRCLE&rdquo; TOUR</p>
+</div>
+<blockquote>
+<p>The course of the traveler on the Denver
+&amp; Rio Grande&rsquo;s great &ldquo;Around the Circle&rdquo;
+tour is indicated by arrows. Start
+may be made from Denver, Colorado
+Springs or Manitou, or Pueblo. At Ridgway,
+on the western turn, the course divides.
+The traveler may follow the arrows
+by the outer, &ldquo;All Rail,&rdquo; route; or
+he may take the inner, &ldquo;Rail and Stage,&rdquo;
+denoted by the arrows and dots. When
+purchasing his ticket he has his choice, the
+&ldquo;Circle&rdquo; round-trip fare being the same
+in either case. The various side trips
+marked should not be neglected. For them
+special low rates are granted; the &ldquo;Circle&rdquo;
+ticket permits stop-overs.</p>
+</blockquote>
+<div class="pb" id="Page_71">71</div>
+<h2 id="c9"><span class="small">ACKNOWLEDGMENTS</span></h2>
+<dl class="undent"><dt>Abbot, Morris W.&mdash;Contributor of reports and &ldquo;Transactions&rdquo; from the Yale Library</dt>
+<dt>Airy, Mrs. Percy&mdash;The story of entertaining Mears</dt>
+<dt>Baker, Bert&mdash;Data on the snowshed, the explosion and the snowslides</dt>
+<dt>Beaber, Ross&mdash;Publisher of the Silverton Standard&mdash;much assistance</dt>
+<dt>Camp, A. M.&mdash;A nephew of John L. McNeil who was an incorporator and secretary-treasurer of the S. R. and the R. G. S.&mdash;data</dt>
+<dt>Cooper, Ray&mdash;Silverton and S. R. history</dt>
+<dt>Cooper, R. E.&mdash;Data on engines</dt>
+<dt>Day, Vest&mdash;A member of the survey crew on the S. N.&mdash;data and stories</dt>
+<dt>Dresbach, Joe&mdash;An auditor and general superintendent of the S. N.&mdash;data and assistance</dt>
+<dt>Fischer, Robert A&mdash;Work on the S. R. map</dt>
+<dt>Ferguson, John&mdash;Information on the Meldrum and Treasury Tunnels</dt>
+<dt>Gibbs, Mr. and Mrs. Charles W.&mdash;Mr. Gibbs was Chief Engineer and builder of the S. R., part of the S. N. and most of the R. G. S.&mdash;data.</dt>
+<dt>Henry, Myron&mdash;Data concerning the S. R.</dt>
+<dt>Keenan, John&mdash;Information on the Meldrum and Treasury Tunnels</dt>
+<dt>Keller, John&mdash;Data on the Shay engine and a S. G. &amp; N. coach</dt>
+<dt>Marshall, John&mdash;Data on the mines and history of the region and contributor of reports from the Los Angeles Library</dt>
+<dt>Meyer, Edward&mdash;A locomotive engineer on all three railroads and a superintendent of the S. N.&mdash;much information</dt>
+<dt>Railway and Locomotive Historical Society&mdash;Loan of the copyright of most of the material herein</dt>
+<dt>Ridgway, Arthur&mdash;General Superintendent of the Silverton Railway and the S. N. in 1904 and &rsquo;05. He was also Engineer and Chief Engineer for the D. &amp; R. G. for about fifty years.</dt>
+<dt>Speer, Marion A.&mdash;A member of the construction crew on the S. N.&mdash;data</dt>
+<dt>Terry, John&mdash;His father and uncle were owners of the Sunnyside mine&mdash;data</dt>
+<dt>Terry, Mrs. William&mdash;Her husband was half-owner of the Sunnyside&mdash;stories</dt>
+<dt>Wampler, Harold&mdash;Loan of Mears letters</dt>
+<dt>Wigglesworth, William&mdash;Constructor of the Boston Coal and Fuel Co. line&mdash;data concerning his father, Thomas Wigglesworth</dt></dl>
+<h2 id="c10"><span class="small">Footnotes</span></h2>
+<div class="fnblock"><div class="fndef"><a class="fn"  id="fn_1" href="#fr_1">[1]</a>The mileages used are from the R. L. Kelly survey of 1892.
+</div><div class="fndef"><a class="fn"  id="fn_2" href="#fr_2">[2]</a>Mr. Gibbs died at 89&frac12; years
+of age as a result of a fall. His wife, nearing 94 years old, is
+still alive.
+</div><div class="fndef"><a class="fn"  id="fn_3" href="#fr_3">[3]</a>Mr. McNeil established most of the pioneer banks in Southwestern Colorado.
+</div><div class="fndef"><a class="fn"  id="fn_4" href="#fr_4">[4]</a>The little turntable sat for some years in the yards of the county garage in Durango.
+</div>
+</div>
+<div class="img">
+<img src="images/p17.png" alt="Map" width="1000" height="1192" />
+</div>
+<h2>Transcriber&rsquo;s Notes</h2>
+<ul>
+<li>Retained publication information from the printed edition: this eBook is public-domain in the country of publication.</li>
+<li>Silently corrected a few typos.</li>
+<li>Transcribed some text within images.</li>
+<li>In the text versions only, text in italics is delimited by _underscores_.</li>
+</ul>
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of Project Gutenberg's Three Little Lines, by Josie Mary Moore Crum
+
+*** END OF THIS PROJECT GUTENBERG EBOOK THREE LITTLE LINES ***
+
+***** This file should be named 62664-h.htm or 62664-h.zip *****
+This and all associated files of various formats will be found in:
+        http://www.gutenberg.org/6/2/6/6/62664/
+
+Produced by Stephen Hutcheson and the Online Distributed
+Proofreading Team at https://www.pgdp.net
+
+Updated editions will replace the previous one--the old editions will
+be renamed.
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+</body>
+</html>
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diff --git a/old/62664-h/images/p14a.jpg b/old/62664-h/images/p14a.jpg
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index 0000000..fac89a9
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diff --git a/old/62664-h/images/p14c.jpg b/old/62664-h/images/p14c.jpg
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diff --git a/old/62664-h/images/p14k.png b/old/62664-h/images/p14k.png
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diff --git a/old/62664-h/images/p14m.png b/old/62664-h/images/p14m.png
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index 0000000..c8b5ccb
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diff --git a/old/62664-h/images/p14n.png b/old/62664-h/images/p14n.png
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diff --git a/old/62664-h/images/p15.png b/old/62664-h/images/p15.png
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diff --git a/old/62664-h/images/p15a.png b/old/62664-h/images/p15a.png
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diff --git a/old/62664-h/images/p16.png b/old/62664-h/images/p16.png
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diff --git a/old/62664-h/images/p17.png b/old/62664-h/images/p17.png
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diff --git a/old/62664-h/images/spine.jpg b/old/62664-h/images/spine.jpg
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