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diff --git a/old/62664-0.txt b/old/62664-0.txt deleted file mode 100644 index 3cedc19..0000000 --- a/old/62664-0.txt +++ /dev/null @@ -1,2370 +0,0 @@ -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 *** - -***** This file should be named 62664-0.txt or 62664-0.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. - -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the United -States without permission and without paying copyright -royalties. 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