USA > Colorado > History of Colorado; Volume I > Part 35
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Its capital stock was $50,000, and it began its operations in Weld, Boulder and Larimer counties, with the following directors: William J. Barker, Thomas Keely, Charles C. Bromley, James P. Miller, William Mayer, Francis E. War- ren, Wm. F. Crossley, Joseph J. Henry and Walter S. Schuylerare.
WESTERN LIGHT & POWER COMPANY
In the financial readjustment which followed, the Westinghouse-Kerr Com- pany became interested in the proposition. The following is from the staternent issued in January, 1918, by the State Board of Utilities :
"The Western Light & Power Company with principal offices at Boulder, Col- orado, was organized May 1, 1915, taking over at that time the holdings of The Northern Colorado Power Company, which latter company was organized April 26, 1906. This company serves either directly or indirectly the following terri- tory: Boulder, Lafayette, Louisville, Superior, Dacona, Erie, Frederick, Long- mont, Niwot, Mead, Berthoud, Loveland, Gilcrest, Windsor, Wellington, Greeley, Eaton, Ault, Pierce, Platteville, Fort Lupton, Milliken, Johnstown, La Salle, Evans and Kersey. The company also owns and operates gas and electric properties at Cheyenne, Wyoming, but there is at this time no physical connec- tion between the Colorado and Wyoming properties. In addition to supplying the power and lighting requirements of the above communities, this company supplies practically all of the power requirements for the northern Colorado lig- nite and coal fields.
"The entire output of this company, with the exception of the small amount of power purchased from The Colorado Power Company, is generated by means of a steam power plant located in the coal fields near Lafayette. The power re- quirements of the Denver & Interurban Railroad are likewise furnished from the Lafayette plant. The capacity of the plant at Lafayette, exclusive of that portion used for supplying the power requirements of the Denver & Interurban Railroad, is 5,000 kilowatts.
"The officers of The Western Light & Power Company, on January 1, 1918, were: President, Guy E. Tripp, New York City; first vice president, H. U. Wallace, Boulder, Colorado; secretary, John Seager, New York City ; treasurer, John Seager, New York City; auditor, E. E. Sherman, Boulder, Colorado; at-
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HISTORY OF COLORADO
torney, M. C. Goss, Boulder, Colorado ; general manager, H. U. Wallace, Boulder, Colorado.
"Directors : Guy E. Tripp, New York City; John Seager, New York City; N. C. McPherson, New York City ; J. R. Hall, New York City; H. H. Wehra- hane, New York City; A. Rothbarth, New York City; A. W. Krech, New York City; A. L. Kramer, New York City; J. Imbrie, New York City; H. U. Wal- lace, Boulder, Colorado ; J. A. Davis, Boulder, Colorado; T. H. Eaves, Fort Col- lins, Colorado; W. B. Lowry, Denver, Colorado.
ARKANSAS VALLEY RAILWAY, LIGHT & POWER COMPANY
"The Arkansas Valley Railway, Light & Power Company with principal of- fices in Pueblo operates steam power plants in Pueblo and Cañon City, and a water power plant near Skagway. In addition, small reserve steam plants are maintained at Rocky Ford and La Junta. All of these plants are tied together by means of a transmission system which extends from Cripple Creek by way of Cañon City and Pueblo to the Town of La Junta in the eastern part of the state. This company furnishes service for mining purposes in the Cripple Creek and Victor districts, for coal mining in the Canon City coal fields, for oil drilling and oil refining near Florence, for The Portland Cement Company at Port- land, to the various industries in the City of Pueblo and to the agricultural com- munity east of Pueblo to La Junta. The company also operates the street rail- way system in Pueblo, power necessary for this purpose being generated mainly at the Pueblo steam plant.
"The company furnishes all electric service in the following territory : Cañon City, Victor, Cripple Creek, Goldfield, Turkey Creek, Pueblo, Fowler, Manzanola, Swink, Olney Springs, Rocky Ford, Crowley, La Junta, Cheraw, Florence, Rock- vale, Coalcreek, Ordway, Sugar City, Altman, Cimarron, Independence, Elkton, Anaconda and Penrose.
"The company was organized November 14, 1911, and began operations as The Arkansas Valley Railway, Light & Power Company on December 1, 19II. A number of plants operating in the communities served were taken over at the time of this organization. The combined capacity of the generating plants of The Arkansas Valley Railway, Light & Power Company, including a new unit recently placed in operation at Canon City, is 18,170 kilowatts. The capacity of the hydro-electric development at Skagway is 4,290 h. p. By far the greater portion of this company's output is generated by steam plants.
"The officers of The Arkansas Valley Railway, Light & Power Company on January 1, 1918, were: President, George H. Harries, Chicago, Illinois; vice president, F. C. Gordon, Chicago, Illinois; vice president, W. F. Raber, Pueblo, Colorado; vice president, Otto E. Osthoff, Chicago, Illinois; secretary, Herbert List, Chicago, Illinois ; assistant secretary, E. J. Rosenauer, Pueblo, Colorado; assistant secretary, William E. McKenna, Chicago, Illinois; treasurer, R. J. Graf, Chicago, Illinois ; assistant treasurer, Walter J. Benning, Pueblo, Colorado; assistant treasurer, Herbert List, Chicago, Illinois; general manager, W. F. Raber, Pueblo, Colorado; auditor, E. J. Rosenauer, Pueblo, Colorado.
"Directors: Arthur S. Huey, Chicago, Illinois; Otto E. Osthoff, Chicago, Il-
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linois; George H. Harries, Chicago, Illinois; H. M. Byllesby, Chicago, Illinois ; W. F. Raber, Pueblo, Colorado.
COLORADO SPRINGS LIGHT, HEAT & POWER COMPANY
"The Colorado Springs Light, Heat & Power Company with principal offices in Colorado Springs operates a hydro-electric plant at Manitou, and a steam power plant at Curtis, a short distance north of the City of Colorado Springs. This company also operates in connection with its steam heating system a small steam power plant in the City of Colorado Springs. The company likewise op- erates the gas plant in the City of Colorado Springs. All three plants are tied together by means of a transmission system.
"Some power is furnished to the coal mines in the El Paso County coal fields, and a large part of the company's output is taken by the Golden Cycle and Portland mills. The hydro-electric plant at Manitou has a capacity of 31,050 h. p. and the combined capacity of the two steam plants is 5,550 kilowatts. About one-half of the entire output of this company is generated by means of water power.
"The company was organized as The Colorado Springs Light, Heat & Power Company on June 26, 1910, consolidating at that time a number of smaller com- panies operating in the City of Colorado Springs.
"The officers of The Colorado Springs Light, Heat & Power Company, on January 1, 1918, were: President, George Bullock, New York City; first vice president, R. L. Holland, Colorado Springs, Colorado; second vice president, George B. Tripp, New York City; secretary, John W. Ryter, Colorado Springs, Colorado; treasurer, John W. Ryter, Colorado Springs, Colorado; auditor, John W. Ryter, Colorado Springs, Colorado; attorney, R. L. Holland, Colorado Springs, Colorado; general manager, J. F. Dostal, Colorado Springs, Colorado.
"Directors: George Bullock, New York City; George B. Tripp, New York City ; E. G. Connette, New York City ; M. J. Dodge, New York City ; R. L. Hol- land, Colorado Springs, Colorado; J. A. Hayes, Colorado Springs, Colorado; W. M. Hager, Colorado Springs, Colorado; C. T. Fertig, Colorado Springs, Colo- rado; C. Underhill, Colorado Springs, Colorado.
WESTERN COLORADO POWER COMPANY
"The Western Colorado Power Company with principal offices in Montrose, Colorado, supplies all electrical service in the following territory : Durango, Tel- luride, Montrose, Delta, Olathe, Ouray, Ridgway and Silverton. The company was organized on March 12, 1913, taking over at that time a number of smaller companies operating in the various communities. This is part of the system of the Utah Light & Power Company, controlled by the Electric Bond and Share Company (It is believed to be a subsidiary of the General Electric).
"This company operates hydro-electric plants in the southwestern part of the state having a total capacity of 17,250 h. p. In addition, a reserve steam plant is maintained at Durango, and steam plants are operated at Montrose and Delta for supplying the towns of Montrose, Delta and Olathe and the rural ter- ritory thereabouts. The hydro-electric plants of the company, together with the
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reserve steam plant at Durango, are connected by means of a transmission system. There is no physical connection, however, between the hydro-electric plants of the company and the plants at Montrose and Delta. The plants at Montrose and Delta are likewise tied together by means of a transmission line and are oper- ated as a unit. This company furnishes practically all of the power requirements for metal mining purposes in the southwestern section of the state.
"The officers of The Western Colorado Power Company are: President, Bulkeley Wells, Telluride, Colorado; first vice president, G. E. Claflin, New York City; second vice president, C. E. Groesbeck, Salt Lake City, Utah; secre- tary, E. P. Summerson, New York City; treasurer, E. P. Summerson, New York City; auditor, P. F. Parkinson, Montrose, Colorado; general manager, J. A. Clay, Montrose, Colorado.
"Directors: D. C. Jackling, Salt Lake City, Utah; G. M. Dahl, New York City; G. E. Claflin, New York City; C. E. Groesbeck, Salt Lake City, Utah; Bulkeley Wells, Telluride, Colorado; E. W. Hill, New York City; J. A. Clay, Montrose, Colorado; E. P. Summerson, New York City; A. E. Smith, New York City.
TRINIDAD ELECTRIC TRANSMISSION, RAILWAY & GAS COMPANY
"The Trinidad Electric Transmission, Railway & Gas Company with princi- pal offices in Trinidad was organized August 7, 1911. This company operates steam power plants at Trinidad and Walsenburg. These plants are tied together by means of a transmission system which covers the bituminous coal fields in the southern part of the state. In addition to supplying service for general light- ing and power purposes in Trinidad and Walsenburg and a few other small towns in the southern part of the state, the company furnishes the power requirements of the coal mines operating in the southern part of Colorado. The transmission system of the company also extends into New Mexico, and power is furnished to coal mines and to the cities and towns in the northern part of the state. This company also operates the street railway and interurban railway system at Trini- dad and the gas plant in the City of Trinidad.
"The total generating capacity of this company's steam plants is 13,000 kilowatts.
"The officers of The Trinidad Electric Transmission Railway & Gas Com- pany are : President, E. N. Sanderson, New York City ; first vice president, John Dunhill, New York City ; secretary, A. R. Marshall, New York City; treasurer, John Dunhill, New York City; auditor, H. J. Wightman, Trinidad, Colorado ; attorney, James McKeough, Trinidad, Colorado; general manager, E. C. Deal, Trinidad, Colorado.
"Directors: E. N. Sanderson, New York City; John Dunhill, New York City ; A. R. Marshall, New York City.
OTHER PLANTS IN COLORADO
"In addition to the plants mentioned, the following companies generate either a portion or all of their output by water power developments. Some of these companies also furnish a large part of their outputs to the mining industry: The
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Summit County Power Company, operating near Dillon, has a total electrical development of 1,600 h. p. The Roaring Fork Electric Company, operating at Aspen, has a hydro-electric development of 3,850 h. p. A large part of the output of this company is supplied to the metal mines near Aspen. The Rifle Light, Heat & Power Company, at Rifle, Colorado, has a hydro-electric develop- ment of 240 h. p. The Rico Mining Company, at Rico, Colorado, has a hydro- electric plant of 160 h. p. capacity. The Meeker Electric Company, at Meeker, Colorado, has a water power installation of 143 h. p. The Town of Longmont operates its own municipal light plant, and with the exception of a small amount of power purchased from The Western Light & Power Company, its entire power requirements are generated by means of a water power plant located about eleven miles west of Longmont on St. Vrain Creek. The capacity of this plant is 525 h. p. The Hinsdale Mining & Development Company, at Lake City, Colo- rado, has a hydro-electric plant of 200 h. p. capacity. The Glenwood Light & Water Company, operating in Glenwood Springs, had a hydro-electric plant of 300 h. p. capacity. In addition to the power furnished by this plant, The Glen- wood Light & Water Company furnishes power at wholesale from The Colorado Power Company. The Gem Electric Company at Idaho Springs until a short time ago operated a hydro-electric plant of 900 h. p. capacity. This property has recently been taken over by The Colorado Power Company. The Crested Butte Light & Water Company has a small hydro-electric plant of 60 h. p. ca- pacity. The Buena Vista Electric Light & Power Company furnishes light and power for the Town of Buena Vista and generates its entire supply by means of a hydro-electric plant having a capacity of 125 h. p."
CHAPTER XVI
TRANSPORTATION-FROM MULE PACK TO RAILWAY
BEGINNING OF WAGON FREIGHTING-FINDING TRANSCONTINENTAL RAILWAY ROUTE -STAGES FOLLOW THE FREIGHTERS-THE OVERLAND EXPRESS-WELLS, FARGO & COMPANY-THE PONY EXPRESS-COLORADO CENTRAL & PACIFIC RAILROAD- NEED OF TRANSPORTATION-SELECTION OF BRIDGER PASS BY THE UNION PACIFIC -THE CHEYENNE MENACE-LOVELAND'S AMBITIONS THE KANSAS PACIFIC RAILROAD-AID REQUESTED-A DAY OF CRISIS-SITUATION IN 1868-ADVENT OF GEN. WILLIAM J. PALMER-ARRIVAL OF FIRST TRAINS IN DENVER-STRUGGLE FOR MINING OUTPUT-FREIGHT BUSINESS IN 1871-COLORADO CENTRAL & PA- CIFIC STARTS BUILDING-KANSAS PACIFIC IN FINANCIAL STRAITS-UNION PACIFIC SECURES CONTROL OF OTHER ROADS
BEGINNING OF WAGON FREIGHTING
Transportation in the sense of freighting with wagons had its beginning in 1824 along the Santa Fe Trail, which since 1812 had been thoroughly hoof- marked by the slow-going pack-mule. The route along the Arkansas River be- came familiar to the eastern public, for books and newspapers told more of its game-filled sections and of its rich opportunities for commerce than of the dan- gers and physical burdens of the long and wearisome journey.
Zebulon M. Pike had pointed the way, and the adventurous spirits of the east and of what was then the western end of civilization came to Santa Fé and to Taos to trade the cheapest of American merchandise for the riches of New Mexico.
Josiah Gregg in his "Commerce of the Prairies," published in 1831, drifted away from the fairy tales of wealth and told of the trials of these early trades- men who suffered untold hardships in an effort to do business with the Indians of the great plains and to reach the richer pickings at Santa Fé. The Tetons and Comanches were especially susceptible to the cheap glass trinkets and cheaper cloths of the caravans. Among these earlier traders whose journeys are men- tioned by Josiah Gregg are those who "outfitted" from Franklin, Missouri, about one hundred and fifty miles above St. Louis, on the Missouri River.
These caravans often carried by pack-mules as much as $15,000 worth of goods.
But in 1824 a company of eighty traders safely transported $50,000 worth of goods by wagon to Santa Fé.
The cupidity of the Indians was now, however, aroused and the Arapahoes,
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Cheyennes and Kiowas were not slow to swoop down on succeeding caravans and maim, kill and rob at will.
In 1829 Major Riley, and in 1834, Captain Wharton, escorted large caravans along the dangerous trail, but after 1843 military escorts were dispatched regu- larly with the trading caravans.
By this time the "outfitting" point had been transferred to Independence, near the western border of Missouri, and practically within the Indian belt.
Many of the more adventurous tradesmen moved directly west to the Rockies, then south, following the present route of the Santa Fe Railroad across the Raton Range to the Rio Grande. This trip took fifty to seventy days.
But the Santa Fe Trail, protected as it now was by the Government and with several good places for rest and repair work, was long the favorite route. This lay along the Arkansas River, and then followed the Cimarron to Las Vegas, San Miguel and Santa Fé.
FINDING TRANSCONTINENTAL RAILWAY ROUTE
General Frémont's five expeditions, the history of which is narrated in an- other chapter, were in reality trail-making explorations, and gave the Argonauts who streamed into the country in 1859, 1860 and 1861 the incentive to prospect- ing long distances from the earliest discoveries of gold.
In February, 1850, the people of St. Louis, believing that Frémont had dis- covered a feasible railroad route to the Pacific, passed a resolution "that the thanks of this meeting be tendered to Col. John C. Frémont for his intrepid perseverance and valuable scientific explorations in the region of the Rocky and Californian mountains by which we have been furnished with a knowledge of the passes and altitudes of these mountains, and are now able to judge of the entire practicability of constructing a railroad over them from St. Louis to Cali- fornia."
Speaking of the final journey of Frémont, Senator Thomas M. Benton, his friend and protector, said: "He followed the course described by the mountain men and found safe and easy passes all the way to California, through a good country, and upon the straight line of 38 and 39 degrees. It is the route of the Central Pacific Railroad which the structure of the country invites and every natural consideration demands."
On March 3, 1853, an act of Congress provided for explorations and surveys of "a practicable and economical route for a railroad from the Mississippi River to the Pacific Ocean. When Capt. J. W. Gunnison was chosen for this task, which was to end in his death, he was advised by the secretary of war, Jefferson Davis, to "survey a line through the Rockies near the headwaters of the Rio del Norte by way of Huerfano and Cochetopa, or some other available pass, into the region of the Grand and Green rivers, and westerly to the Vegas de Santa Clara and Nicollet rivers, to the Great Basin, and thence northward to the vicinity of Lake Utah on a return route with the view of exploring the most available passes and canyons of the Wahsatch Range and the South Pass to Fort Laramie."
The work of Captain Gunnison and the story of his untimely end are nar- rated in another chapter. Lieut. E. G. Beckwith, his associate on the journey,
.[ ***!***-* 1F +214GS STORAGE & COMMISSION
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THE LAST MULE TRAIN THAT CROSSED THE PLAINS TO DENVER, THEIR OCCUPATION CEASING WITH THE COMPLETION OF THE KANSAS PACIFIC RAILROAD TO THAT CITY (From collection of William Weston.)
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HISTORY OF COLORADO
completed the task, and the joint reports upon the feasibility of a transconti- nental railway are among the archives of the war department.
STAGES FOLLOW THE FREIGHTERS
After the Mexican War the trade to New Mexico increased greatly, and the outfitting points were changed from Independence to Westport, the first settle- ment of Kansas City, and later to Kansas City. With the discovery of gold in California there was a vast increase, and it took both outfitting points, Inde- pendence and Westport, to meet the great crowds that streamed across the Santa Fé Trail. The overland mail now began to do business. Each stage con- veyed eight passengers, and was drawn by six mules. It was built much on the style of a boat, water-tight and in good shape for getting over high streams. Eight men guarded each mail stage. At Council Grove and at Walnut Creek they built repair stations. This service began with a monthly stage, then changed to a weekly run, and in 1862 daily stages were each carrying eleven passengers, nine inside and two outside. The passenger fare to Santa Fé from the outfitting point was $250. This allowed forty pounds of baggage. Excess was fifty cents a pound. When the daily stage runs began there were eating stations at all relay points.
In 1859, and until June, 1860, the caravans had increased in number and followed the old and now well-beaten trails. Merchandising for the new com- munities which the rush for gold had created was on a much larger scale and vastly different from trading with Mexicans and Indians. Here were men with the knowledge of merchandise values and with practically all the needs of eastern towns. For a year only the emigrant train and merchandise caravans had brought to these growing centers the tools, the machinery, the clothes they required and the luxuries they craved. Hauling a newspaper plant from the Missouri River to the site of Denver on an emigrant wagon was no small task. Heavy mining machinery was brought across the Great Plains only at heavy expense.
The mails came first from Fort Laramie, where the Salt Lake stages going east and west left them, and later from the old California route crossing of the Platte. Whatever came, whether it was a letter, postage 50 cents, a newspaper, postage 10 cents, or merchandise or machinery, had been en route from one to four months.
THE OVERLAND EXPRESS
But there was relief in sight. B. D. Williams, the former and first delegate of the territory of "Jefferson" to Congress, had been engaged to lay out a feasible stage route between Leavenworth and Denver. This was done and the line, 687 miles long, extended from Leavenworth to Riley, thence along the natural high- way between the Republican River and the Solomon Fork of the Kansas, then following the south side of the Republican River and then going along the Beaver, Bijou, Kiowa and Cherry creeks. It was later reduced to about 625 miles. Fifty-two fine Concord coaches, one leaving either end daily, made the trip in from ten to twelve days.
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The first coach left Leavenworth March 28, 1859, and reached Denver June 7th, with its precious journalistic load, Horace Greeley of the New York Tribune, Albert D. Richardson of the Boston Journal, and Henry Villard of the Cincin- nati Commercial. Its first title was the "Leavenworth & Pike's Peak Express," but its early promoters, including Dr. J. M. Fox of Denver, and Nelson Sargent of Denver, soon sold it to the firm of Russell, Majors & Waddell, Government contractors, only John S. Jones, of Leavenworth, retaining his original interest. Absorbing also the line operating between the Missouri River and Salt Lake City, it took the name under which it was chartered by Kansas, the "Central Overland, California & Pike's Peak Express Company," but soon generally known as the "C. O. C. & P. P. Express." Gen. Bela M. Hughes was president and made many improvements, shortening the route to Leavenworth by using the far more feasible Platte River road.
He later expended about forty thousand dollars on the stage route to Salt Lake City over Berthoud Pass, with a view of shortening the route to the Pacific by several hundred miles. The surveys along this route made at this period by General Hughes were used as an exhibit, ineffectual however, in the notable argument to induce the Union Pacific to abandon the Bridger Pass and to adopt the Berthoud Pass line.
Ben Holladay finally obtained control of the C. O. C. & P. P. Express, and the times improving, the stage line prospered.
On April 9, 1861, the "Pony Express" covered the distance between Sacra- mento, California, and St. Joseph, Missouri, in seven days and seventeen hours. With the relay from Fort Laramie to Denver by the ordinary mail route, the "Pony Express" brought the new Colorado communities into much closer touch with the outside world.
The C. O. C. & P. P. Express, late in 1860, absorbed the Kehler & Mont- gomery and the Hinckley Express lines to the new gold fields in the Gregory Gulch.
On September 23, 1865, the first coach of the Butterfield Overland Dispatch line arrived in Denver from Atchison via Smoky Hill, a new stage route estab- lished by D. A. Butterfield & Company. The Legislature which met in 1866 in- corporated the new company, and, with W. A. H. Loveland as president, planned to use the Berthoud Pass route to Salt Lake City. The Butterfield Company finally suspended all operations, owing to the expenses incurred in construction work in Colorado.
WELLS, FARGO & COMPANY
The Holladay Overland Mail and Express Company was incorporated by legislative enactment, February 5, 1866, with Ben Holladay, David Street, Bela M. Hughes, S. L. M. Barlow and John E. Russell as incorporators. In Novem- ber, 1866, this became Wells, Fargo & Company, the Legislature approving the change of name. Its capitalization to begin with was $3,000,000. By 1870, when the railroads began the work of "freighting" in this section, the capitalization, which had crawled up to $15,000,000, was reduced to $5,000,000. It was then in charge of the following directors: William G. Fargo, A. H. Barney, D. V. Mills, James C. Fargo, Lloyd Tevis.
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