Portrait and biographical record of the state of Colorado, containing portraits and biographies of many well known citizens of the past and present, Part 201

Author: Chapman Publishing Company, Chicago, pub
Publication date: 1899
Publisher: Chicago, Chapman Publishing Co.
Number of Pages: 1530

USA > Colorado > Portrait and biographical record of the state of Colorado, containing portraits and biographies of many well known citizens of the past and present > Part 201

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

During 1890 the Chicago, Rock Island & Pa- cific built into Colorado Springs and secured a trackage arrangement over the Denver & Rio Grande line between Denver and Pueblo. About the same time the importance of the Rio Grande system as a trans-continental line became appar- ent to all, and the standard-gauging of the line in order to avoid the transfer of freight and passen- gers became a necessity. The Rio Grande Western Railway Company, which since July, 1884, had been in possession of the line west of Grand Junction, co-operating with the Denver & Rio Grande, the work was commenced and pushed to a speedy completion in the fall of 1890, from Denver over Tennessee Pass to Rifle, from which point the Denver & Rio Grande, in con- junction with the Colorado Midland, extended the standard gange to Grand Junction (the joint line being now known as the Rio Grande Junction Railway), the Rio Grande Western continuing it on to Ogden. The completion of this standard gauge line from Denver to Grand Junction gave the Denver & Rio Grande two paths over the mountains-the narrow gauge line via Marshall Pass and the newly completed standard gauge via Leadville and Glenwood Springs.

During 1890 the Villa Grove extension was continued south to Alamosa. That opened up the fertile San Luis Valley and gave two lines from the east to that point. In the meantime the line south of Pueblo to Trinidad had been standard-gauged, and the passengers and freight for Alamosa and points west and south had to be transferred at La Veta, and to avoid this the San Luis Valley extension was made. The line over Veta Pass, being expensive to operate, was then closed, but did not remain so for long. In the latter part of 1891 the Creede mining excitement, already referred to, sprang up, and, in order to put points south of Pueblo in close communica- tion, the Veta Pass line was re-opened and lias remained so ever since.

The development of the vast anthracite coal fields in the vicinity of Crested Butte made neces- sary the construction, in the latter part of 1894, of the Ruby Anthracite Branch, from Crested Butte to Ruby, a distance of ten and one-half miles. The opening of this extension has largely augmented the anthracite coal trade, one of Colo- rado's greatest industries, which has proved of vast profit to the railroad company, besides snp- plying the local markets of the state with an ar- ticle of fuel surpassed by none in the United

1482

TRANSPORTATION.

States, and a market for this commodity is also being built up in Utalı and on the Pacific Coast.

In 1896 the Denver & Rio Grande Company be- came the possessor by purchase of the Santa Fe' Southern Railroad, formerly known as the Texas, Santa Fe & Northern, which gave it a line over its own rails between the capital cities of Colorado and New Mexico and enabled it to establish a very considerable interchange of traffic and a good outlet into New and Old Mexico for the product of the San Luis Valley.

The development of the gold mines at Leadville had reached such proportions by the beginning of the year 1898 as to make it essential to further increase the facilities for the handling of the product of the various mines contiguous to that city, and as a consequence the Rio Grande Coni- pany found it necessary to build the Ibex branch, seven miles in length, to the Ibex, Resurrection and other important mines in the vicinity. This branch was opened for traffic November 1, 1898, and has proved a feeder of very consider- able importance.

It having been demonstrated that the line over Veta Pass, being broad gauge from Pueblo to La Veta and narrow gauge from La Veta to Ala- mosa, was impracticable to operate on account of this broken connection, the board of directors authorized the broad-gauging of the line from La Veta to Alamosa over Veta Pass, taking an entirely different route from the old line, with very much easier grades and consequently less ex- pensive to operate. This work was commenced in January, 1899, and is in process of construc- tion at the time this article is written. This change in gauge will very much facilitate the handling of business, both passenger and freight, between northern and southern Colorado, and minst eventually operate decidedly to the ad- vantage of the two sections as well as to that of the railroad company itself.

From the time of its organization the growth of the Rio Grande Railway was remarkable. Experimental and necessitated developments re- sulted satisfactorily to the owners, and the "baby" road, as it was universally called in Colo- rado, was exceedingly popular, not only with the residents of the state, who looked upon it as the most important developer of the Rocky Mountain region, but with travelers and tourists from every civilized people on the face of the earth, who grew enthusiastic over the beauties and unparal-

leled attractiveness of "The Scenic Line of the World," as the company had thoughtfully ad- vertised it.

The Rio Grande was one of the first railway companies in the United States, if not in the world, to present its scenic attractions to the pub- lic by photographic advertising. This system of- advertising has done more to advance the interests of Colorado by attracting tourist travel resulting in populating the state with desirable settlers, in developing giant industries, and in establishing . towns and villages, than any other agency. The immense quantities of most attractive books and pamphlets and richly mounted photographic pro- ductions presented in artistic devices every- where the world over, always attracting attention to the vast resources and scenic grandeur of Colo- rado, proved most prolific, and corporation and commonwealth prospered together, the growth of one being a reflection of the expansion of the other.

Consequently, when the month of October, 1891, ushered in a new presidency, the board of directors having wisely elected E. T. Jeffery to that important and responsible position, the main line of the system, standard gauged and properly equipped for trans-continental traffic, was in fit- ting condition for the expert management fol- lowing the induction of his administration, which has been most pronounced as a practical busi- ness one and especially remunerative, when it is considered that he took control of this line on the threshold of the '93 panic, carrying the company safely through that trying time, when other cor- porations were dropping into insolvency and re- ceiverships. Through it all the road was pre- served in first-class condition and kept pace with the times in the way of improvements, in both roadway and equipment, at the same time con- tributing dividends to the holdings of the owner- ship.

Unmarred by unpleasant occurrences and oper- ating under a perfect system, each department is a model of perfection and expertly officered; and, with a perfectly satisfied patronage to depend upon regularly, the road has been continually strengthened and the equipment elaborated upon in modern magnificence, until this mountain road of Colorado stands to-day the peer in perfection of comfort, safety and elegance of any of the great railroad systems of the United States.

During Mr. Jeffery's administration, to the

1483

TRANSPORTATION.

narrow gauge system have been added large com- mercial and traffic interests, by the ingrafting of the Rio Grande Southern Railroad, including one hundred and seventy-two miles of high grade scenic line, extravagant in wild, rugged pictur- esqueness, opening up the great mining resources in southern Colorado and placing the extensive stock and agricultural interest of the great Mon- tezuma and Paradox valleys and the contiguous country in direct communication with the main traffic centers of the state. This line was com- pleted in February, 1892.

In addition to this, another most important railway has been added to the system, connecting with the main line at Florence, being the Flor- ence & Cripple Creek Railroad, which pierces the heart of the richest gold producing district on the American continent, if not in the world. Hav- ing exclusive trackage arrangements with this company, the Cripple Creek line is practically a part of the Rio Grande system.

Thus by its late acquirements the "baby" road of Colorado now operates in round numbers one thousand eight hundred and fifty miles of road, not including the Rio Grande Western from Grand Junction to Ogden, with which it forms a great through trans-continental line to the Pacific coast, reaching all important points in Colorado and Utah and distributing at the most popular society and health resorts the wealth and fashion of the world.

"The Colorado Road" (Colorado & Southern Railway )

For a quarter of a century it has been a dream of prominent men of the west that a north and south railway along the eastern slope of the Rocky Mountains would in time become a great highway of commerce. The dream is almost realized. The Colorado & Southern Railway in connection with the Fort Worth & Denver City Railway, extends from Northern Wyoming to one of the most energetic and thriving centers of

Texas. The foundations have been laid for a steady movement of freight and passenger busi- ness which is destined as the years pass to revo- lutionize lines of travel and assist in a remark- able degree in the development of a vast region which awaits the hand of enterprise to make it the most desirable district of the globe. Each year, under the fostering care of the Colorado & Southern management, more intimate relations are strengthened between the people of Colorado and Texas. Every summer the charming resorts of the Rockies are more numerously visited by Texas people, and Coloradoans are turning their eyes to Texas as the winter resort of people whose home the greater part of the year is in the higher altitudes. Experience has shown that residence in the mountains for a few weeks each year will effectually drive miasma out of the system, and that nervous disorders of persons liv- ing for years at an altitude of one or two miles above sea level quickly disappear under the vivify- ing influence of the Texas sun.

The Colorado line offers excellent facilities for travel between all points of Texas and Colorado. It reaches all the principal resorts of Colorado, and the scenery along this route is by all com- petent judges pronounced the grandest on the continent. South Park, the gem of the moun- tains, nestling in a mighty basin sixty miles by thirty miles in area, is one of the sublimest at- tractions of Colorado, and is traversed its en- tire length by one of the branches of the Colorado road. The wonderful Loop trip is one of the charms of the Colorado road, and Platte Canon and the marvels of Manitou and the Pike's Peak region are on the same important highway- the Colorado road.

Of the fascinating trip through picturesque Clear Creek Canon, over the far-famed Loop and the famous switch-back, the following will give the reader a vague idea:

THE WORLD-FAMOUS LOOP

Passing above West Clear Creek, with just a glimpse of the picturesque bridge that spans Devil's Gate, the road runs under the great via- duct, and rises and rises until you have left the city hundreds of feet below and to the north; but, with a sudden turn, it is again seen, with the train this time rushing toward the city and still climbing; again a turn to the east; now down ninety feet below is the track just passed; away again on the farther side of the mountain, again crossing to the west side; suddenly turning to the

1484

TRANSPORTATION.

east until the "Big Fill," seventy-six feet high -- too sharp a curve for a bridge-has given another circle to the track; then, with a turn to the west, around the slope of Mcclellan mountain, still an- other view of Georgetown, with all the tracks in view, each seeming to have no relation to its neighbor, until another valley in the mountains discloses the pretty village of Silver Plume, the close ally and best friend of Georgetown. But the loop is a railway on a "bender"-it is the apotheosis of gyration, the supreme luxury of entanglement-yet all wisely, clearly, skillfully planned -- a wondrous monument of human genius and engineering skill.

Within easy reach of Georgetown is Green Lake, two and a-half miles distant. It has been many times called the "Gem of the Mountains." In soundless calm it lies, 10,000 feet above the hum-drum world. Caught up and held by the rugged majesty of the mountains, its beauty subdues and softens the great heart of the Rockies, and gives a touch of tenderness and watchfulness to the great peaks that guard its loveliness. On the near shore stand comfortable and convenient houses, a good wharf, well sup- plied with boats, while its serene and untroubled depths give a home to thousands of mountain trout. While the lake is clear and translucent -- clearer than any simile of crystal can express- the basin that holds it is green; the sand is green; the moss that clings to the rocks, or idly floats to the sport of the ripples, is green; and even the tiny drops that fall from the feathering oar bear the same inexplicable tinge that has given this wondrous lake its name. Always beautiful, yet it is only in the declining hours of the day that Green Lake gives a gleam of its spectral and wondrous depths. Then through its clear waters is seen the buried forest, with its stately trees, turned to stone, still erect, but the tall heads and branches, that once bended only to the mountain breezes, now lie in the depths of the lake in the unutterable stillness of the dead.

The lake is filled with mountain trout, and while repaying the tourist amply in itself for the time of a visit, it is within easily accessible dis- tance of other points in the mountains of equal, if not superior interest. One need go but a short distance from the lake to obtain excellent hunting and fishing. About seven miles away is the famous Argentine Pass, to the summit of which a good wagon road, the highest on the continent, extends. From the top of this pass is obtained

one of the finest views in the world. Before the eye of the astonished visitor lies spread out a great panorama. Range after range of snow- capped peaks åre visible, many of which lift their lofty summits far above timber-line. Just in front is Gray's Peak, one of the loftiest in Colo- rado. Away to the west rises the Mount of Holy Cross; while far toward the south, seventy-five miles distant, Pike's Peak lifts its solitary head to an altitude of more than 14,000 feet. Still nearer at hand, seemingly at one's feet, but really miles away, is the South Park, one of the great natural gardens of Colorado, surrounded by high mountains; while off toward the east, in the hazy distance, lie the plains, stretching away in the direction of the Missouri. Near at hand, just off the Argentine road, are the famous mines of East Argentine district. These mines are re- markable from the fact that throughout the entire year the workings are covered with beauti- ful frost crystals. They will well repay the tour- ist for the trouble of a visit.

About four miles from Green Lake is the beau- tiful Highland Park, a favorite picnic resort, to which an excellent trail already exists.

It is one day's staging from Georgetown to Grand Lake, the largest body of water in Colo- rado, and here the tourist will find every induce- ment for spending a few weeks in the mountains. The waters of the lake are literally alive with trout, while its numerous tributaries give the "stream fisherman" abundant opportunity for the display of superior skill. On the surround- ing hills are found deer, elk, bear, grouse and other game. Good accommodations at very reas- onable rates can be found at the lake, and rowing or sailing boats secured.

GRAYMONT AND GRAY'S PEAK.

Four miles beyond Silver Plume, the terminus, is the site of a former mining camp, Graymont, where, fifty-eight miles from Denver, the exalted altitude of nine thousand seven hundred and sev- enty-one feet is reached. There is not much of interest to the tourist at Graymont itself. Butit is in this vicinity the traveler has revealed to him a vision, the memory whereof lasts him his life- time, and many tourists take conveyances or go on horseback from Silver Plume to this enchanting spot. At Graymont the trail to the summit of the peak commences, and the journey from thence must be accomplished on horseback. It is some- thing to remember, that ride on horseback through the cool mountain air, through devious trail and

1485

TRANSPORTATION.

winding path, in the faint light, until at last you stand on Gray's Peak, that beacon of the range, towering, serene and cold, fourteen thousand four hundred and forty-one feet above the level of the sea. And when the mountain tops begin to flush and tremble and glow, and the warm color steals down into the valleys lying below you, disclosing unimagined distances all aflame with light, you will have known what it is to see the sun rise on Gray's Peak. No description can give any idea of the majestic grouping of moun- tain light and snowy range, of intermingling val -. ley and cloud rifts, towering pine, and the gor- geous gushes of sunshine suddenly falling like a cascade over all. The vision from these supreme heights is glorious beyond description-a sight from the Delectable Mountains like unto that which the pilgrims saw.

Returning to Idaho Springs, the possibility is offered of a stage ride of six miles over the moun- tains to Central City. It takes an hour. One has to go three miles up the steep mountain road, across the summit, and down to Russell Gulch. Gold was first discovered here in 1858, by Green Russell, of Georgia, and the gulch was named after him. It is a noteworthy fact that this was the first discovery of gold in paying quantity east of California. Russell Gulch for a long time was rich in placer diggings, and is still a great center for quartz mining. The visit of Horace Greeley to this section, in the early sixties, pro- duced beneficent results, and his strongly con- gratulatory letters drew attention to the un- bounded possibilities of Colorado as a great min- eral-producing state. But few remain of the many houses which made this a great "camp" thirty years ago, Central City, as she grew, being a more desirable place of residence.

Three miles more from Russell Gulch brings us into Central City, a town that looks as if the great towering mountain heights resented its being there, and brushed it off when it attempted to crawl half way up their rugged sides. But the town, down on the level, is strongly and solidly built of brick-the dreadful fire a few years since having demonstrated the danger of wooden build- ings. It is the recognized distributing point for the county, and has three thousand five hundred population, out of the seven thousand of Gilpin County. Its mainstay and support are the min- ing industries which abound in every direction. The city was organized in 1860, and the produc- tion of gold from that date to 1896 has been up-

ward of $81,000,000, the annual product now be- ing over $3,000,000. The town has all the lux- uries and conveniences of a large city-electric light, good hotels, opera house, etc. The mines are all situated within a radius of a mile from Central City. There are twenty-three stamp mills running in Gilpin County, with 782 stamps, a large proportion of the entire number in the state. The total output of precious metals from Gilpin County for 1895 was $3,000,000; 1896, $3,094,000.

THE GREAT SWITCH-BACK.

To go from Central City to Black Hawk, one can either walk or ride. The walk will take only a few minutes down the canon, the towns merg- ing into each other so that it is difficult to de- termine where the one ends and the other commences; by the railway it is four and one-half miles-and with good reason, for in that distauce the road has to descend more than five hundred feet, over what is well known as the "Switch- Back." To accomplish this the track winds around the side of the mountain to the very edge, then back, down a steep incline, until the level of Black Hawk is reached. While clinging to the mountain side, the track skirts the edge of the steep declivity. Look out of the window, and there hundreds of feet below, is the winding canon down from Central City.

From Black Hawk we run eleveu miles to Forks Creek and connect with the Denver train.

The Missouri Pacific Railway Company, St. Louis, Iron Mountain & Southern Railway Company, and Leased, Operated and Independent Lines.

This great trunk line, which now threads its way through several states west of the Mississippi River, has been a potential factor in the develop- ment of Missouri and Kansas, and, with its ac- customed enterprise, a few years ago penetrated with its lines into the rich agricultural districts of Nebraska, to compete in this growing state with its rapidly accumulating business. It was also among the pioneer roads in Kansas, and its many brauches now traverse in different directions the most thickly settled portions of the state. It has contributed in a large measure, by its liberal and aggressive policy, toward the rapid develop- ment of the great resources of several of the west-

1486

TRANSPORTATION.

ern states. It is interesting to note briefly its history, as it was the first road built west from St. Louis as early as 1850-51.

The primary steps to build the road were taken, and it has since gradually extended its lines, like the arteries and veins of the human system, until it has compassed in its range the best portions of Missouri, Kansas and Nebraska, and has even reached out and tapped the large commercial cen- ters of Colorado and Texas. Its splendid and far- reaching management extends to its patrons, both in freight and passenger traffic, the best facilities for reaching the seaboard and the great eastern marts of trade. The growth and development of the great Missouri Pacific System have been rapid and fully abreast of the times, penetrating with its lines nine different states. Its local business is enormous, and rapidly increasing. In respect to its through business, no other road or system in the west or southwest is better equipped than this. Its steel-rail tracks, well-ballasted roadbeds and superior passenger coaches constitute it one of the greatest railroad systems of the country. Its superb fast train between St. Louis and Den- ver, via Kansas City and Pueblo, is unquestion- ably the most elegant and best equipped train of any road which enters the peerless city of the plains. It runs more passenger trains and finer coaches between St. Louis and Kansas City than any other road. All trains are run with free re- clining chair-cars and parlor coaches. It has contributed in a wonderful degree toward the building up of the various cities along its numer- ous lines. Kansas City has felt its influence more than that of any other road centering in that metropolis, as its lines enter into the heart of the coal, iron and lead fields of Missouri, Kansas and Colorado. A large impetus to the development of the mineral wealth of Missouri and Colorado is due to the energetic efforts of the road in push- ing out its lines in all directions, thereby aiding the growth of new industries.

It is thus enabled to lay down at the doors of the growing towns of the west those two essential factors in the building up of a new country more quickly and cheaply than almost any other road can do. It gives its numerous and rapidly in- creasing patronage in Nebraska and Kansas un- surpassed facilities for reaching the great health resorts of Arkansas and Texas.

Over its line from Omaha to St. Louis, about five hundred miles in extent, it runs the finest trains between these two cities, passing through

Weeping Water, Nebraska City and Falls City, Neb., and St. Joseph, Mo., Atchison and Leaven- worth, Kan., before reaching Kansas City. Vari- ous extensions and additions are constantly being made in Nebraska, making tributary to St. Louis the growing commerce of Omaha, Lincoln and other important cities in the state. The Missouri Pacific, in connection with the Iron Mountain route, has an immense traffic centering in St. Louis, and places that great manufacturing and commercial center in direct touch with the cotton fields, fruit, both temperate and tropical, wheat, corn and other cereals, grapes, vegetables, etc., of Arkansas, Louisiana and Texas, as well as the constantly growing stock and grain produc- tions of these states, the Indian Territory and Oklahoma.

The Iron Mountain Road has also exerted a strong influence in developing the vast lumber interests of Arkansas and Texas. By a wise ex- tension of the system, it does the bulk of the freight and passenger traffic of Arkansas, and brings into direct communication with St. Louis the cities of New Orleans, Texarkana, Dallas, Galveston, San Antonio, Arkansas City, Helena, Memphis, Hot Springs, Fort Smith and Little Rock.

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

Portrait and biographical record of the state of Colorado, containing portraits and biographies of many well known citizens of the past and present, Part 201

Author: Chapman Publishing Company, Chicago, pub Publication date: 1899 Publisher: Chicago, Chapman Publishing Co. Number of Pages: 1530

Author: Chapman Publishing Company, Chicago, pub
Publication date: 1899
Publisher: Chicago, Chapman Publishing Co.
Number of Pages: 1530