USA > Colorado > History of the Arkansas Valley, Colorado > Part 26
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The projected route was from Denver, via the Platte Canon, through Park County, through Trout Creek Canon to the Arkansas at the mouth
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of Trout Creek. This latter seemed to be the point d'appui for further extensions through the entire mountain region. From there an easy water-grade led up the Arkansas to its head, nu- merous passes afforded favorable routes to the then newly-discovered San Juan country, and a practi- cable route led westward to a connection with the Utah system of railroads, and through them to the Pacific coast. It was also decided to build a broad road to the valuable quarries at Morrison, making the entire road, as projected, one hundred and fifty miles in length.
The building of the road was let to a con- struction company, consisting of prominent Den- ver men, and ground was broken in the fall of 1873. At the very outset, the company was met by the most discouraging obstacle that had yet been encountered-the financial panic of 1873. Railroads were the heaviest sufferers thereby, the ill-success of many heavy railroad enterprises causing all schemes of this eharacter to be re- garded with doubt and suspicion. The depressed condition of business and the want of faith of ag- gregated capital in all enterprises requiring heavy outlays of money, very much retarded the progress of the work, and it was not until July 1, 1874, that the first sixteen miles of the road-seven miles of the main line, and nine miles of the Mor- rison Branch-were put in successful operation. Besides this, the grading of that portion of the main line extending from Morrison Junction to the mouth of the Platte Canon had been com- pleted, and the company was ready to commence work upon the heaviest portion of the line-that extending through the canon and over the moun- tains into the South Park. The financial crisis had, however, not yet been passed ; those who, in the fall of 1873, had been willing to extend aid to the enterprise refused to contribute further; and those who had declined to assist were as firm as adamant in their refusal. In consequence of this state of affairs, the further prosecution of the work was suspended.
During the next two years, nothing was done on
the extension of the road. The Morrison Branch was successfully operated, and the original pro- jectors of the road labored hard and incessantly to induce a renewal of confidence in their enterprise and its ultimate financial success. At last, in the spring of 1876, the financial skies, which for near- ly three years had spread a pall-like blackness over the entire country, began to lighten, and a new, determined and united effort was made to secure the renewal of active operations. The effort was successful. A sufficient amount of money was raised on subscriptions to the capital stock to war- rant the commencement of the extension, and a bold move was made into the canon, which had been pronounced impassable, not alone by non-pro- fessionals, but by experienced civil engineers.
Few, except those who have seen the road, or were on the ground during the progress of the work, can form a reasonable idea of the physical difficulties that presented themselves to the con- structing engineers. In many places, walls of per- pendicular rock descended sheer to the water's edge, presenting a smooth, unbroken surface, worn by the action of the water, until it was impossible to obtain a foothold for the workmen. Other portions of the route presented an equally difficult problem-the confining of the torrent within nar- rower limits, or the turning of the creek in order to avoid an impossible curve, with all the attend- ant risks of a freshet, which would sweep away thousands of dollars' worth of labor at a single dash. Men were hung over cliffs of a dizzy height to drill the holes for blasting. Others were compelled to stand waist-deep in water fresh from eternal snows, and rushing past at the rate of six miles an hour, a pressure against which it was exceed- ingly difficult for them to maintain their footing. At some points a shovelful of earth would be torn away by the rushing stream almost as soon as it was thrown into the spot it was intended to occupy, and all of the embankments built in the water re- quired nearly four times the amount of labor that would be needed to do the same work on land.
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The heaviest part was, of course, that through the canon, but when these difficulties had been overcome, the Kenosha range of mountains skirt- ing the castern edge of the South Park had still to be surmounted, and here again engineering esti- mates were at fault. Even those who had wit- nessed the successful operations for more than three years of a similar piece of work at Veta Pass said that the thing could not be done-that no safe road-bed could be constructed along the route laid out on Kenosha Hill-that the first storm would send the road-bed into the canon below.
Notwithstanding all of these objections, which certainly seemed insurmountable to most men, the road has never stopped an instant since the first day of resumption of active operations. In the early spring of 1878, it had penetrated the lower Cañon several miles; at midsummer the road had passed through the lower canon, and had arrived at Bailey's Ranch. In the spring of 1879, it had reached the foot of Kenosha Hill, and since that time it has scaled that immense height, crossed the South Park, traversed the mountains which skirt the western margin of the park, passed through Trout Creek Canon to Buena Vista, whence its trains run over the track of the Denver & Rio Grande to Leadville, and down the Arkansas to the mouth of Chalk Creek, its own line extend- ing up that stream, being completed and running trains at the present writing, June, 1881, to St. Elmo, a new and prosperous town, situated in the midst of one of the richest mining districts in the State.
A tunnel under the summit of the Arkansas Range is now in process of construction, and during the present summer (1881) it is expected that the road will reach Gunnison City, thus furnishing an outlet for the rich products of the extensive coal- fields and valuable mines of the Gunnison country.
The discovery of the valuable carbonate deposits of Leadville was almost providential for the road. In 1876, upon the renewal of active operations, Leadville was unheard of, and carbonates an un- known quantity. The road was to be pushed
forward upon the general principle, steadfastly adhered to by the original projectors, that there was wealth in the mountains, and that it would be found. Almost before they had fairly got their working forces drilled-certainly before they had succeeded in building the road through the canon, Leadville burst into prominence as a mining cen- ter, amply justifying the anticipation of the com- pany, and travel and freight for Leadville began to crowd the road to its utmost capacity. The result is, that not a dollar of the company's bonds was placed on the market, the receipts from business that came of its own accord paying all the expenses of construction. Day after day, the stream of Leadville travel increased, and day after day the company's platforms at the temporary terminus were crowded with sacks of ore and pigs of base bullion, that had to be left behind on account of the lack of transportation facilities. Nothing in the history of this wonderful discovery, rivaling in the splendor of the settings and results the most extravagant dreams the hasheesh-eater, conveys the idea of the reality of the wonderful richness of Leadville and its outlying camps more perfectly than this brilliant achievement in railroading, pay- ing the expenses of constructing a mountain road from the receipts occasioned by the never-ceasing stream of travel and traffic resulting from the de- velopment of the mines.
The road at its highest point is 10,139 feet above sea level-the highest railroad point but one in North America, and 800 feet higher than the justly celebrated Veta Pass, in the southern por- tion of this State. The heaviest grade is not greater than 175 or 180 feet to the mile, and not- withstanding that for two-thirds of its entire length it runs in mountain cañons, the maximum curv- ature is twenty-six degrees, two facts, which taken together, are evidence of the engineering skill that has governed the construction of the road.
The success of the South Park road is an ex- emplification of the resistless energy that has char- acterized the successful business men of Colorado from the first. None but those who had a personal
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interest in the company thought it could be built, or if it could that it would be built, or if it ever was built, that it could be made to pay. Those who did believe, however, went to work, and the result is a finished enterprise that is not only a credit to the projectors but has proved a positive benefit to every portion of the country through which it has passed, receiving contributions of freight from almost every mile of its line, and de- monstrating the truth of the constantly reiterated
assertion of Gov. Evans, that the business along the line would pay the running expenses.
During the summer of 1880, the capital stock of the company was increased to $1,500,000, and its charter so amended as to allow the build- ing of either a broad or narrow gauge road to Pueblo, Silver Cliff and various other points, but shortly thereafter the road was purchased by Jay Gould and consolidated with the Union Pacific.
CHAPTER II.
THE DENVER & RIO GRANDE RAILWAY.
T HE history of the Centennial State would be sadly incomplete without a chapter devoted to the Denver & Rio Grande Railway, that pioneer of narrow-gauge roads, which has done so much toward, not only the development of the State, but in bringing its great mining centers into easy reach, and adding to their prosperity. Six years before Colorado was welcomed into the sisterhood of the States, when the now prosperous metropolis of Denver was an unimportant inland town, the far-sighted projectors of the Denver & Rio Grande Railway launched out in a scheme to build a road south from Denver along the base of the moun- tains into what was then almost a terra incognita. It was a grand conception, this idea of connecting with iron bands the outposts of the new and pro- gressive American civilization with the land of the ancient Aztec.
The first organization of the new company was effected in October, 1870, by Gen. W. J. Palmer, Gov. A. C. Hunt and Col. W. H. Greenwood, and immediately afterward work was commenced and pushed rapidly ahead, until the site of the now flourishing city of Colorado Springs was reached. Here the management, with the assistance of Gen. Cameron, planted a colony, and soon after estab- lished the general offices of the company.
Emigration commenced to pour in, and the new town sprang into life and action, as if touched by a magical influence. Nor was Manitou far behind in the progressive m vement that had scized Colo- rado Springs. The one frame " hotel," which re- sembled more a dilapidated bowling alley, was superceded by two fine structures and several hand- some cottages, and the fame of the Springs was soon heralded abroad by the pioneer tourists who wandered among its enchanting cañons and drank of its healing waters. Colorado Springs is now a beautiful and flourishing little city of 5,000 souls, whose activity and refinement have made the city famous. Here are located the Colorado College, a handsome stone structure, of attractive architect- ure, imposing public buildings, fine churches and schools, a model opera-house, the State Asylum for the deaf and dumb, and many handsome resi- dences. But a road, born and nourished in such intrepid enterprise and managed by such far- sighted officers, was not allowed to tarry long here. Work was pushed ahead again rapidly, and in June, 1872, rail connections were established be- tween Denver and Pueblo, and a few months later, Canon City and the coal-beds were reached. It was about this time that the country was thrown into financial convulsions, and the new railroad
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DISTANT VIEW OF TOLTEC GORGE.
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PHANTOM CURVE.
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suffered from the reaction, as did all new enter- prises, but at the first dawn of commercial revival, in 1875, it sprang into renewed life and activity, and again did the hills re-echo with the click of the hammer, and the bustle of the construction camps. A line was surveyed south from Pueblo, and in May, 1876, El Moro was made the south- ern terminus.
Up to this time, the path of the railroad has laid through a fascinating and romantic region, but one which offered few, if any obstacles, but there lay before it henceforward great engi- neering difficulties, and the mountain passes seemed to tower up, as if to challenge further progress into their fastnesses. But nothing daunted, " the Baby Road" struck bold blows at Nature, and from Cucharas wended its way out over the mesas, toward the Spanish Peaks, which stood like grim sentinels in the Western horizon. After winding for miles through the beautiful and variegated val- ley of the Sangre de Christo, the road wended its way around what is known now as "the mulet shoe curve," and commenced the ascent of Veta Moun- tain, at the startling grade of 211 feet to the mile. Onward and upward it climbed upon the dizzy verge of the mountain's crags, winding like a huge serpent about the body of its prey, until it reached "Inspiration Point," far above the fleecy clouds, and nearly two miles above old ocean's level. No railroad in America, and it is doubtful if any in the world, presents a more grand or inspiring scene than the Denver & Rio Grande at the summit of Veta Pass. Far, far below you, the valley stretches away to the east, while the stream, a mere silvery thread in the bright sunlight, wends its way, now here, now there, in serpentine curves. It is here that words fail-they are impotent-one stands an awed and stilled spectator of God's great universe ! Along the verge of the stream, a good eye may trace the faint outline of the track over which you have passed before the ascent was commenced, and so nearly under you is it, that it seems as if a pebble might be thrown upon it from where you stand. Towering far above, in their snow-capped
majesty, appear the Spanish Peaks and " Old Baldy," grim and silent, the monarchs of the mid- continent.
From " Inspiration Point " the road descends into the enchanting San Luis Valley, and stretches across its broad expanse to intercept the Rio Grande at Alamosa.
It was in 1879 that the memorable contest took place between the Denver & Rio Grande and the Atchison, Topeka & Santa Fe Railroads. This was for the possession of the Grand Canon of the Arkansas, and continued on the field and in the courts until April 4, 1880, when the former was victorious. Track-laying was again resumed with characteristic energy toward Leadville, which was at this time the Mecca of all miners, prospectors and speculators.
Of all the deep canions penetrated by railways in America or Europe, the " Royal Gorge," which is on this extension, is the most wonderful and famous. A well-known writer, in describing his first view from above says : "Cowards at heart, pale of face, and with bated breath, we slowly crawl on hands and knees to the ledge, and, as the fated murderer feels the knotted noose fall down over his head, so we feel as our eyes extend beyond the rocks, to catch one awful glimpse of the eternity of space. Few dare to look more than once, and one glance suffices for a comprehension of the mean- ing of the word ' depth,' never before dreamed of and never afterward forgotten. The gorge is 3,000 feet sheer depth, and the most precipitous and sublime of any chasm on the continent." It was here that the engineers of the road met difficulties which seemed almost insurmountable. "But with intrepid daring did they challenge Nature in her stronghold." During the earlier part of the work, men and tools, mules and carts, were lowered down over the precipices by ropes, the men and animals receiving their food like Elijah, from above. Rock- men hung suspended for hours at a dizzy height in mid-air, with only a slender rope between them and eternity while they drilled holes in the solid granite for the blasts which sent tons of rock crash-
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ing with thunder tones down into the depths below.
To-day tourists are carried through the ten miles of cañon in elegant observation coaches, from which the full grandeur of the scene may be witnessed if not comprehended.
In July, 1880, Malta was reached, and the shrill whistle of the locomotive reverberated among the hills of the great carbonate camp-Leadville-a few days later.
But a road so ambitious was not to stop even at Leadville. Work was at once vigorously com- menced on the two extensions, one reaching out toward the prosperous mining camps of Kokomo and Breckenridge, and the other through Tennes- see Pass to Red Cliff and the Eagle River region.
About this time, a reconnaissance was made, southward by the engineering corps, and the pres- ent route of the San Juan Extension being se- lected, work was at once commenced and the line pushed through to the Animas River. A survey was made southward from Antonito, around San Antonito Mountain, down the Mesa to the head of Comanche Canon and through the same to the Rio Grande. Following its valley, the line lay through White Rock Canon to Albuquerque, New Mexico, passing about forty miles westward of Santa Fe. From Albuquerque it extended southward, cross- ing the river at Isletta, where the Atlantic & Pa- cific now branches off from the main line of the Atchison, Topeka & Santa Fe. From this point, the line was surveyed down the valley to San Mar- cial, a distance of 279 miles from Antonito. About the 1st of June, 1880, the increased travel of tour- ists and health-seekers to Manitou, seemed to ne- cessitate the building of a branch between that popular resort and Colorado Springs, and work was pushed ahead so rapidly that the line was opened during the same month. At the present time there are five express trains each way every day of the week, composed of elegant reclining- chair coaches. Manitou is becoming more and more popular with each succeeding season. Its hotels now are as fine as any summer hotels on the
continent, and both winter and summer are filled with representatives not only of almost every State but foreign countries. During the gay season, balls, parties, excursions, and every manner of enjoyment vie with each other for popularity. Every day parties make the ascent of old Pike's Peak from Manitou, and return filled with enthu- siasm over the thrilling experiences of the trip. By the new trail to the summit, the ascent and re- turn to Manitou may be made easily in a day, and a more romantic and enchanting excursion cannot be imagined. In addition to the charms of Pike's Peak are added those of the Cheyenne Canons, Garden of the Gods, Seven Lakes, Williams Canon, Crystal Park, Manitou Park, and many other charming spots within easy reach. But if we are allured by the charms of Manitou into tarrying hereabouts too long, we will not see what our pro- gressive " Baby Road " is doing. In fact, while the Manitou branch was being constructed, a large force was at work on the Eagle River Extension, which, leaving the main line at Malta, follows up the Arkansas to the mouth of Tennessee Creek, and then crosses the range at an elevation of 10,- 443 feet to descend into the valley of Eagle River and then on to the Grand.
During these months the new Mexican exten- sion was lengthening out from Antonito toward the ancient city of Santa Fe. It is now completed to Espanola, twenty-three miles from Santa Fé, and the two are connected by a line of elegant stages. This route is not as strangely romantic and wild as other portions of the road, but is no less replete with interest from the fact that it reaches into the country of the Aztec, whose Montezuma is still being hoped and watched for. There are several very ancient Indian Pueblos near Espanola, that of Taos being the most interesting. It consists of two communistic structures, each five stories high and a large church all built of adobe, or sun-dried mud. Each successive story receded some twelve or fifteen feet from the one under it, and entrance is affected by ascending a ladder upon the outside, and then descending
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through a hole in the roof. Around this fortress seven circular mounds are found, which look as if they had been thrown up by Mound-builders, but they prove on inspection to be dark and close chambers, used for various purposes, such as coun- cil-rooms, etc. In the vicinity of Santa Clara are many deserted abodes of the pre-historic cliff- dwellers, which form an interesting study to the tourist and student.
The stage-ride from Espanola to Santa Fé is a delightful one, over easy roads and behind fleet horses. The city of Santa Fe, dating its history before the discovery of America, will always en- tice tourists thither. To see Santa Fé is the next best thing to going to Spain. It has queer houses, quaint old churches, ruined fortresses, dizzy dance-houses and, above all, a peculiarly distinct class of citizens. It has lately sprung into considerable importance as a commercial center, and is attracting much attention.
About the 1st of July, 1880, the Grape Creek extension was pushed ahead from Canon City in the direction of Silver Cliff, and in May, 1881, the road was formally opened, amid the grandest festiv- ities. While the grading on this branch was in progress, a large force was at work on the Gunni- son extension from Arkansas, and trains are now running into Gunnison City.
The San Juan extension of the Denver & Rio Grande Road, leading westward from Antonito, in the direction of Durango and Silverton, extends through one of the sublimest sections of America. Wild and rugged obstacles were constantly found in the path of the engineers, but only to be laughed at and overcome. The building of the road across the Pinos-Chama summit was one of the most wonderful achievements of the age, and the vast expense could only have been justified by the astonishing and everlasting wealth of the San Juan region. At one point the road doubled upon itself twice, making three parallel tracks within a distance of little more than a stone's throw. An hour's ride from Antonito the traveler catches his first glimpse down into Los Pinos Valley, and for
four miles beyond the track glides around in grace- ful curves on the very brow of the mountains, giving occasional glimpses of the variegated valley far below. Continuing its ascent until the head of the valley is reached, an easy curve is made and the train doubles back on the opposite side to nearly the starting point. The scenery for the next nine miles challenges description. Words are weak ! Ideas fail ! The road tenaciously clings to the steep mountain-side, almost at its summit for four miles, and then plunges into the tunnel at the point where the romantic and thrill- ing grandeurs of Toltec Gorge culminate. Here is a sheer depth of 1,200 feet below the train, and so close to the track that one could spring from the platform into the awful and yawning chasm below.
This line will be completed to Durango, "The Magic City," by August, 1881, and that wonder- ful mining camp which is destined to be the great center of the San Juan country, will be brought into close connection with the metropolis of the mid-continent.
From Durango the road will be rapidly extended to Silverton and eventually southward into Ari- izona.
The commercial advantages accruing to Denver and Colorado generally, by the energy and devel- opment of the Denver & Rio Grande Railway cannot be fully appreciated or over-estimated. It has done more toward the prosperity of this grand State than all other agencies combined. It has sought out and developed her treasures of mineral, and has been the pioneer in all enterprises for the development of the commonwealth ; called at its inception and during its early life, the " Baby Road," it has, by its energiesand accomplishments thrown off the title, and its nine hundred miles of track, magnificent equipment, and unfettered pos- sibilities place it high among the railroads of the nation. It is knocking at the portals of the great undeveloped Southwest, and will ever be the ad- vance guard of civilization and enterprise.
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CHAPTER III. THE ATCHISON, TOPEKA & SANTA FE RAILWAY.
K ANSAS and Colorado were, originally, one, the county of Arapahoe, then in the former State, embracing nearly all the territory since in cluded in the State of Colorado.
But, although civil boundaries have been drawn dividing this extended territory, and a new State has been erected, no legislative enactment could, if it would, separate or destroy that community of interest which exists, and must ever continue to exist, between the two States; for this mutuality of interests depends upon natural laws which are higher and more authoritative in their nature than any parliamentary act or legislative decree. The fertile fields of Kansas, producing annually their millions of bushels of the great cereals of the country, and the mountains of Colorado, sending forth their treasures of gold and silver, form the opposite poles of a natural magnet, mutually at- tracting each other and producing a complete com- mercial circuit, over which the products of the two States must pass like the opposite currents of electricity.
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