USA > Colorado > Arapahoe County > History of the city of Denver, Arapahoe County, and Colorado > Part 31
USA > Colorado > Denver County > Denver > History of the city of Denver, Arapahoe County, and Colorado > Part 31
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In September, it became apparent that the Col- orado Central Company would not accept the bonds with the condition attached, and for the time the hope of a connection with the Union Pacific died, and again the Kansas Pacific seemed to be the dependence of Denver. On November 8, Mr. James Archer, of St. Louis, one of the Kansas Pacific Directors, came to Denver, and at a meeting of the principal business men, gave them to understand that they could only hope to secure the building of the Kansas Pacific to Denver, by the contribution of two million dollars in county bonds. Much as a railroad was desired, such a contribution was out of the question, and the only resource was to again seek a connection with the Union Pacific. To facilitate the negotiations, a Board of Trade was organized on November 13. On the following day, George Francis Train arrived in Denver, and true to his instincts, desired to address the Board of Trade. Accordingly, a meet- ing was called for that evening, at which he spoke, and at which a provisional board of directors for a railroad company was elected. On the 17th, another meeting was held, at which estimates for the construction of the road were presented. A committee was appointed to select incorporators, and another committee to learn what changes, if any, were necessary to be made in the incorporation
An effort was then made to induce the Colorado Central to fulfill the originalarrangement, and accept the county bonds, but the offer was refused, and nothing now remained but for the road to depend on its own resources, and the energy of the gentle- men having it in charge. On December 27, the County Commissioners issued a call for a special election, to be held on January 20, 1868, on the question of giving $500,000 in county bonds, in aid of the railroad, for which a like amount in the stock of the Company was to be received by the county. On the following day, December 28, 1868, the Company advertised for proposals for furnishing ties-the first movement looking to the actual com- mencement of operations. Before the election took place, the Kansas Pacific made repeated efforts to induce the Company to build to meet them, but as lines had been established, and the active support of the Union Pacific had been promised, it was thought they had gone too far to recede. At the election, the vote was 1,259 in favor of, and. 47 against the bonds. Soon afterward. an arrange- ment was made with the Union Pacific, that Com- pany agreeing to complete the road as soon as it should be graded and tied.
On March 9, 1868, a bill was introduced in Congress granting the road the right of way through the public lands, and soon afterward Gov.
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HISTORY OF DENVER.
Evans and Gen. Jolin Pierce, representing the Denver Pacific, met the Union Pacific Directors in New York City, and there the promises on the part of the Union Pacific, which had heretofore been merely verbal, were reduced to writing. In this memorandum, which was signed by a majority of the Union Pacific Directors, it was agreed that they should execute the contract, when 1st, the road should be graded and tied; 2d, the Denver, Central and Georgetown Railroad Company should be organized; and 3d, an application should be made to Congress for a land grant to the Denver Pacific. The contract for the construction of the railroad was let in Cheyenne to Dr. Durant and Sidney Dillon of the Union Pacific, they stipulat- ing to complete the road when the Denver parties should have expended $500,000 thereon.
A route was immediately laid out and submitted to the Union Pacific Directory. They asked for a change in the northern part of the proposed line, which was made, but failed to formally approve of the whole line. This delayed the road some time, as the construction of the line before approval by the Union Pacific would render void the contract existing between the two companies. It was finally resolved to commence work on the southern part of the line, which had been accepted by the Union Pacific, and accordingly ground was broken at the Denver end of the line on May 18, 1868, several thousand people assembling to witness the formal commencement of a road that was inaugurated solely by Denver enterprise and capital. The southern half of the road was graded to Evans in three months. Meantime, nothing was heard from the Union Pacific in relation to the northern part of the line, that Company being absorbed in the construction of its own line and being somewhat embarrassed financially.
Early in the session of Congress for 1867-68, a bill was introduced in the Senate for the usual land grant to the Denver Pacific. Before action on the bill was had, an agreement was made with John D. Perry, then President of the Kansas Pacifie road, to transfer to the Denver Pacific the land
grant of the former Company between Cheyenne and Denver. The pending bill was amended in such a manner as to grant a subsidy in bonds to the Kansas Pacific as far as Cheyenne Wells, and the bill, thus made satisfactory, passed the Senate July 25.
In February, 1868, Gen Hughes resigned the presidency and Maj. W. F. Johnson was elected his successor.
In September, 1868, the Company commenced grading from Cheyenne, completing the grade along the entire line during the fall. The Union Pacific had so far done nothing toward the fulfillment of its contract, and further progress was necessarily delayed.
During the session of 1868-69 the Senate bill was defcated in the House, owing to the popular feeling against railroad subsidies of all kinds, but another bill containing all the important features of the defeated act was passed and approved March 3, 1869, and the road was ready to finish the work which had been fought through, step by step, dur- ing nearly three years. The line was now graded and ties were ready.
December 14, 1868, the first annual meeting of the Company took place, at which W. F. Johnson was elected President ; Luther Kountze, Vice President ; D. H. Moffat, Jr., Treasurer, and R. R. McCormick. Secretary. The death of Mr. John- son, March 5, 1869, caused a vacancy, which was filled by the election of Gov. Evans, under whose management the road was pushed through to a successful issue, his associates remaining practically unchanged.
In the spring of 1869, the Union Pacific was called on to fulfill its contract and iron the road to Denver. The reply was made that Denver would have to wait, as the Union Pacific was still embar- rassed financially. The officers of the Denver Pacific insisted that Denver could not wait, and Gov. Evans proposed that if the Union Pacific would cancel the coutract and sell the iron to the Denver Pacific, the Company would complete the road itself. This proposition was agreed to, and an agreement was at once entered into with the Kansas Pacific, that Company agreeing to build
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their road into Denver, and complete the construc- tion of the Denver Pacific. taking a certain amount of Denver Pacific stock. From this time, the difficulties of construction appear to have been overcome, and the building of the road pro- gressed steadily until the 22d day of June, 1870, when a silver spike, contributed by the miners of Georgetown, completed the first connecting link between Denver and the outside world.
The road gave promise of great prosperity at the period of completion, a promise that has not. in all respects, been fulfilled.
Sinee its completion, the road has passed through the vicissitudes that so frequently assail Western roads, has been the subject of legal con- tention between the different claimants, and is now in the hands of a receiver. In 1877, the Union Pacific, regretting its failure to make a connection with Denver, made an effort to obtain a connec- tion, either by contract or purchase, through the Denver Pacific, but failed, a circumstance that led to the construction of a parallel line. The road is now doing a fair business, with good prospects for the future.
CHAPTER XIX.
DENVER, SOUTH PARK & PACIFIC.
P ERHAPS the most important road to Denver at the present time, and the one which presents the most remarkable instances of the triumphs of engineering skill over apparently insurmountable obstructions, is the Denver, South Park & Pacific. Very soon after the settlement of Colorado, when the marvelous discoveries of California Gulch, the famous Printer Boy vein, and other deposits of metalliferous wealth, filled the world with the fame of Colorado, the theory was advanced by prospect- ors, and others who had made the formation of the mountain ranges and spurs a study, that as yet the surface had been only skimmed, and that only on the outside of the vast deposits. As early as 1864, the prediction was made that Colorado would develop one of the largest and richest deposits of precious metals ever discovered on the globe. The prediction had special reference to gold, for silver was little thought of then, and many prospectors held that the only discovery worth looking for was the source of the gold found in California Gulch and many other gulches, all heading in the same general locality. The result of this firm faith in the wealth of the interior mountain ranges was to give birth to the idea of a railroad traversing the three great parks of the Colorado mountain
system, and drawing its support from the mines by which those parks would be lined. Gov. Evans was one of the first to recognize the practical value of the idea, if he did not originate it, and for years urged the formation of a company to carry it into effect, in such a manner that whatever benefit was to be derived from it would accrue to Denver, instead of some other locality favored by situation or circum- stances. The Governor believed in the extension of railroads for the development of the country, and that the presence of a railroad in the heart of the mountain region would stimulate prospecting, for where a miner found a good lode, he would not be compelled to expend all his profit in getting his ore to market-the truth of which idea was re- markably illustrated recently by the re-opening and profitable working of mines which had been aban- doned by their owners many years ago, because the ore could not be taken to the market at a profit. For several years, the road through the Platte Cañon was urged by the Governor and those of his business associates who had faith in the project, but it was hard to convince people that it was pos- sible to construct a railroad along a mountain cañon in many parts of which a trail was impossi- ble and the possibility of a wagon road a myth.
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HISTORY OF DENVER.
It was urged in opposition to the road, that for a great part of the route the mountains would have to be tunneled at an enormous expense, and that where the track could be laid along the water line, the torrent that sweeps through the cañon every spring would toss away the embankments like so many bundles of straw, and cause the entire re- ceipts of the road to be absorbed in repairs. Others laughed at the idea of a road ever becom- ing profitable on a route a great part of which would lie in sections where the snow lies on the ground during seven months in the year; as to the metalliferous wealth of the country proposed to be traversed, opinions differed-only the few, how- ever, insisting upon the wealth of the mountains. Another argument advanced was, that the grades on any route likely to be selected in crossing the high ranges surrounding the plateaus of the Rocky Mountain system, would be, if not impracticable, at least so heavy as to be expensive beyond all computation, and the treasury of any com- pany that might undertake the task would be subject to a constant drain to meet expenses, and with the most stringent economy would be unable to make both ends meet. The truth or fallacy of these objections will be demonstrated as we proceed in the history of this remarkable work.
Notwithstanding these drawbacks, which, to most men, would seem insuperable, the few gentlemen who had joined their faith to an inter- mountain line of railroad, continued sanguine, and with unremitting zeal pressed the idea upon the publie, and continually gaining accessions to their ranks, until early in 1873, when it was thought the time was ripe to put the project into execution. On the 14th of June, 1873, a company was organized and Articles of Incorpo- ration filed. Arapahoe County became a sub- seriber, by voting $300,000 in bonds, in exchange for a like amount of stock, and individual sub- scriptions secured to an amount that warranted the commencement of active operations. Governor Evans was the first President of the Company, and
still holds the same position, together with Charles Wheeler, Secretary.
The projected route was from Denver, via the Platte Canon, through Park County, through Trout Creek Canon to the Arkansas at the mouth 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, numerous passes afforded favorable routes to the then newly discovered San Juan country, and a practicable 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 character to be regarded with doubt and suspicion. The de- pressed condition of business and the want of faith of aggregated 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 Morrison branch-were put in successful operation. Besides this, the grad- ing of that portion of the main line extending from Morrison Junction to the mouth of Platte Cañon had been completed, and the company was ready to commence work upon the heaviest por- tion of the line-that extending through the cañon and over the mountains 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,
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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 enter- prise and its ultimate financial success. At last, in the spring of 1876, the financial skies, which, for nearly 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 warrant the commencement of the exten- sion, and a bold move was made into the cañon, which had been pronounced impassable, not alone by non-professionals, 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 narrower limits, or the turning of the creek in order to avoid an impossible curve, with all the attendant 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 exceedingly 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 required nearly four times the amount of labor that would be needed to do the same work on land.
The heaviest part was, of course, that through the cañon, but when these difficulties had been overcome, the Kenosha range of mountains skirt- ing the eastern 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 as this account is written (September 1), it has crossed the range, and is now in the South Park, 103 miles from Denver, with the remainder of the line graded to the mouth of Trout Creek.
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 unknown 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. Ahnost before they had fairly got their working forces drilled-certainly before they had succeeded in building the road through the cañon, Leadville burst into prominence ax a mining cen- ter, amply justifying the anticipation of the Com- pany, and travel and freight for Leadville began to
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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 its settings and results the most extravagant dreams of 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 development of the mines.
The road at its highest point is 10,139 feet above sea level-the highest railroad point in North America, and 800 feet higher than the justly cele- brated Veta Pass, in the southern portion of this State. The heaviest grade is not greater than 175 or 180 feet to the mile, and notwithstanding that for two-thirds of its entire length it runs in moun- tain cañons, the maximum curvature is twenty-six degrees, two facts, which taken together. are evi- dence of the engineering skill that has governed the construction of the road.
As will readily be gathered from the foregoing, the financial standing of the Company is excellent ; its bonds are still in its own possession, the money for its construction was principally raised in Den- ver, its stockholders are men who have accumulat- ed large fortunes in other branches of business, and in every instance the Company's obligations have been met either before or at maturity.
The wisdom of selecting the mouth of Tront Creek as the terminus of the line is now made
manifest. Leadville lying only thirty miles above, with an easy grade the entire distance, the con- struction of the road has already lessened the time of travel between Denver and Leadville from two days to fourteen hours, and before the close of the present year it is expected that trains will be run- ning into Leadville in from eight to ten hours from Denver, while the main line will be pushing toward San Juan.
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 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 demonstrating the truth of the constantly reiterated assertion of Gov. Evans, that the business along the line would pay the running expenses.
The South Park road is already looking over the range into the Gunnison country and thence to the San Juan. Bids are advertised for the construc- tion of a tunnel under the summit of the Arkansas Range, and no doubt the road will be pushed south- west next summer, with strong chances in favor of its being the first road to reach the silver mines of the extreme southwest. The only appa- rent obstacle to its progress in that direction is the possibility that the ever increasing trade of Leadville and Park County may tax the little road to its full capacity, and discourage further extensions by the fear that it may not be able to do any more business than is already in store for it.
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HISTORY OF DENVER.
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CHAPTER XX.
DENVER & RIO GRANDE RAILWAY.
THIS line, which is an important factor in the rail- way system of Denver, enjoys the distinction of being the pioneer narrow-gauge road of this coun- try, and the greatest interest was felt in its success by railroad men both East and West. Although the Colorado Central had projected a narrow-gauge line before the Rio Grande road was commenced, the latter made the first actual advance, work hav- ing begun on the first division between Denver and Colorado Springs in the summer of 1870. The "baby road" as it was then called, has since grown to be the biggest little railroad in the United States.
In the beginning, this road was built almost entirely by Philadelphia capital, and its officers were mainly citizens of the Quaker City. Gen. W. J. Palmer, its first and last President, is a Philadelphian, and many of his subordinates came out with him to Colorado. Though Philadelphia has not achieved much fame as a promoter of dis- tant railway enterprises, she deserves credit for having given Colorado the first narrow-gauge road, and for building it in the face of many obstacles and discouragements.
Nine years ago, Colorado was a new country, and the railroad experiment had not been fairly tried here. It required some nerve to launch out south- ward from Denver, to develop a region full of promise indeed, but which might not realize half the bright expectations of enthusiasts like Gov. Gilpin. Nine years ago, there was no Colorado Springs nor any intermediate settlement along the seventy-five miles between Denver and Pike's Peak. Nine years ago, the silver San Juan was a terra incognita to a considerable extent. Nine years ago, Pueblo and Cañon City, though important trading-posts, were not in any ravenous need of railway connections, and the whole southern por- tion of the Territory was a rough diamond, deeply
incrusted with Mexican semi-civilization. Behold how wondrous a change these nine years have wrought !
Gen. Palmer and his associates found no great engineering obstacles in the way, at the outset of their work. Their line skirted the base of the mountains, and though the country was rough and broken about the divide between the Platte and the Arkansas, a passage was effected with little trouble, and in 1871 the baby road had reached the foot of Pike's Peak. The configuration of the country thereabout prevented the road from reach- ing either Manitou Springs or Colorado City, the old town a few miles below the Soda Springs. A new town was laid out on the east bank of Mon- ument Creek, just above its junction with the Fontaine qui Boille.
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