Geskiedenis Podcasts

Montrose Colorado Railroad Station - Geskiedenis

Montrose Colorado Railroad Station - Geskiedenis


Montrose Colorado Railroad Station - Geskiedenis

Drome en historiese bewaring

'N Mens kan sê dat Bob Richardson nie net die Colorado Railroad Museum gestig het nie, maar ook die Ridgway Railroad Museum.

In die 1950's, toe die Rio Grande Southern sy ondergang sien, ontdek Bob verskeie bokse materiaal wat op pad was na die stortingsterrein. Hy het dit bymekaargemaak en dit met die vermaning aan die inwoner van Ridgway, Smiles C. Dunn, oorhandig en dit bewaar op 'n veilige plek. Op 'n dag sal daar 'n museum wees om die bydrae van die Rio Grande Southern tot in die suidweste van Colorado te vier. & Quot

In 1998, byna vyftig jaar later, het die Ouray County Historical Society die moontlikheid begin ondersoek om 'n tak te ontwikkel om die boerdery- en spoorweggeskiedenis van Ridgway te erken. Die inwoner van Ridgway, Austin Baer, ​​het die aanvanklike vergaderings bygewoon en was 'n belangrike rol in die uiteindelike oprigting van 'n onafhanklike spoorwegmuseum in Ridgway - wat die profesie van Bob Richardson vervul het. Austin het die eerste president van die Ridgway Railroad Museum Board geword.

In die kort paar jaar van sy bestaan ​​het die museum aansienlike bydraes gelewer tot die behoud van die Colorado Railroad -geskiedenis. Met die fokus op herstel, opvoeding en navorsing, het hul lede 'n waardevolle hulpbron ontwikkel vir almal van 6 tot 96 jaar wat belangstel in hoe spoorweë die lewe op die westelike helling beïnvloed en verander het. Net in 2008 het die museum 7,084 besoekers bedien uit 46 state en 15 buitelandse lande. Die lidmaatskap van die museum bestaan ​​uit mense uit die hele VSA en Engeland - historici, RGS -liefhebbers, modelspoorweë en diegene wat trots is op die wete dat Ridgway begin het as 'n spoorwegdorp.

Herstel was tydens ons bestaan ​​aan die voorpunt. Karl Schaeffer het dit begin met sy noukeurige herskepping van Jack Odenbaugh's Motor #1 wat in die somer van 2008 beskikbaar was vir besoekers om te ry, en ervaar die vreugde om 75 jaar terug te keer. In 2006 is D & ampRGW Caboose #0575 uit die stadspark in Ouray verskuif en met historiese akkuraatheid weer lewendig gemaak. In Mei 2008 is Galloping Goose #4 van Telluride na Ridgway vervoer, waar dit nou 'n herbouing van meer as een jaar ondergaan wat dit na die jaar 1951 sal terugbring.

'N Spoorwegmuseum bestaan ​​om op te voed. Ons artefakte en materiaal het die lede van die museum die agtergrond gebied om gereeld te praat in voorleggings geborg deur die Ouray County Historical Society, die Telluride Historical Society, die Montrose County Historical Society, National Narrow Gauge Conventions en die Ridgway State Park. Lede skryf tweemaandelikse artikels oor spoorweggeskiedenis vir die Ouray County Plaindealer en die Ridgway Sun koerante sowel as die maandelikse museumnuusbrief. Op hierdie datum het byna 1 000 kinders in die provinsies Ouray, San Miguel en Montrose onderrig ontvang by die museum of deur klasbesoeke. Ons het lesse ontwikkel wat werk met die staatsopdrag van die Colorado -geskiedenis -eenheid wat in die 3de of 4de klas aangebied word, en is jaarlikse besoekers aan verskeie skole.

Navorsing en organisasie van RGS -inligting in 'n bruikbare databasis is 'n deurlopende doel van die museum. Aanvanklik het ons met behulp van die materiaal wat Bob Richardson gered het, asook ander skenkings, feite na navorsbare onderwerpe begin, soos 'n lys met RGS -treinvertragings, identifisering van al die RGS -enjins en telegramkommunikasie. Een van ons grootste projekte tot dusver was die samestelling van RGS -werknemers, wat hulle op hul naam, posisie, salaris, diensjare en waar die museuminligting daaroor geleë is, identifiseer. Daar word tans meer as 2 000 individue geïdentifiseer. Die inligting is beskikbaar op hierdie webwerf en by die museum self.

In die lente van 2008 het die Colorado Railroad Museum in Golden baie ekstra papierbronne oor die RGS geskenk. Materiaal wissel van persoonlike rekords, tot registers, tot gekanselleerde tjeks, tot korrespondensie oor aankope en versendings. Sedertdien het die museumlede honderde ure lank deur elke boks gegaan om te identifiseer wat daarin is, die vuil uit te skud en dit indien nodig in 'n nuwe verpakking te plaas. Inligting wat ingesamel is terwyl die koerante net gelees is, het al baie onlangse koerant- en museumnuusbriefartikels verskaf. Die lys van RGS -werknemers het dramaties toegeneem namate ons gereeld nuwe personeel ontdek of meer feite oor diegene wat voorheen geïdentifiseer is.

Ons volgende doelwit is om ons hulpbronne te kombineer sodat inligting vinnig verkrygbaar is. Die tjeks moet chronologies volg. Korrespondensie moet maklik geïdentifiseer word volgens jaar, plek op die spoorweg of outeur. Hierdie waardevolle dokumente, waarvan sommige meer as 100 jaar oud is, moet gestoor word sodat dit nog 100 jaar in 'n goeie toestand bly. As ons versoeke kry om kopieë van materiaal wat verband hou met 'n spesifieke persoon, moet ons maklik na die materiaal kan gaan en die versoek beantwoord. Die museum reageer ook op navrae vir inligting van die model -spoorweggemeenskap.

Ridgway was waar die Rio Grande Southern sy reis op en oor Dallas Divide begin het om die mynbougemeenskappe Telluride, Ophir en Rico en na Durango te bedien, wat 'n skakel bied na twee dele van die Denver en Rio Grande. Ridgway het die enjins in sy rondhuis versorg en die kantore voorsien om daaglikse sake te doen. Dit is gepas dat die Ridgway Railroad Museum ook 'n paar historiese inligting bevat wat die opkoms en val van die Rio Grande Southern dokumenteer. In 'n kort elf jaar het die museum 'n bewese rekord ontwikkel (geen woordspeling bedoel) wat toon dat dit nie net die waarde van spoorweë waardeer nie, maar ook daartoe bydra.

Ridgway was die beginpunt van Otto Mear se droom. 'N Ridgway -spoorwegmuseum was die idee van Bob Richardson toe hy die eerste bokse vir bewaring gelos het. As deel van die Western Slope -geskiedenis, sal Ridgway altyd die tuiste van die Rio Grande Southern Railroad wees. In vennootskap met die Colorado Railroad Museum sal dit albei hierdie visioene vir toekomstige geslagte handhaaf.


Toegang tot digitale beeld tuisblad

Versameling D 002 .01 : Morris San Juan bergdorpe foto's
Versameling D 002 .02 : Andrew Gulliford La Ventana (Colorado) se foto's
Versameling D 002 .04 : E. A. Wilder Durango, Rico en Eureka (Colorado) foto's
Versameling D 002 .05 : Lechner / Moss / Greenfield foto's (Rockwood, Kol.)
Versameling D 003: Boufoto's van Vallecito Dam, 1938-1940 (La Plata County, Colo.)
Versameling D 002.07: Werito -familie Oos -Navajo -foto's (bevat sienings by die Board of Indian Affairs Boarding School in Ignacio, Colo.)
Versameling M 028, Rekordgroep 18: La Plata County (Kol.) Beoordelaars

Klink: Die Center of Southwest Studies, in spanwerk met die Collaborative Digitalization Program, het toegang tot meer as 73 uur opgeneemde klanke uit die spesiale versamelings gebied.

Aanlyn digitale opvoedkundige gidse na die versamelings van die Center of Southwest Studies:
K-12 opvoedkundige komponente : Museum/ argiewe/ biblioteekaktiwiteitsgids

Die volgende tabel bevat skakels na webblaaie wat verband hou met digitale beelde in die algemeen:

Versameling F 021: The Durango Collection

Dit is 'n historiese tekstielversameling van ongeveer 150 items wat oor n paar dekades deur wyle Jackson Clark en Mark Winter en Richard en Mary Lyn Ballantine saamgestel is. Klik hier vir inligting oor die aankoop van pragtige volkleur notaboeke, plakkate en geraamde afdrukke van items uit die Durango -versameling. Die Centre of Southwest Studies het digitale toegang tot hierdie items verskaf deur gebruik te maak van die bestaande foto's van die uitgevinde tekstiele. Die versameling is ingedeel in die volgende agt kategorieë:

Argeologies/ Diverse, ongeveer 800 tot 1920 Navajo Classic, 1750-1875
Serape/ Saltillo Serape, 1750-1940 Histories/ oorgang, 1870-19 35
Rio Grande, 1800-1920 Navajo Regional, 1900-1935
Pueblo, 1850-1950 Navajo Contemporary, 1960-huidige

Versameling F 014: Suidwes -tekstiele ( anders as die Durango -versameling )

Dit is 'n versameling van meer as 100 tekstiele wat in die Suidwes -VSA geweef is deur Navajo -Indiane, Spaanse Amerikaners en ander. Elke item is uitgevind en word aanlyn gekatalogiseer. Tydens die voorraadproses van die sentrum in die negentigerjare het die personeel Polaroid -foto's geneem van elke item wat ons gedigitaliseer het om die toegang tot hierdie voorwerpe te verbeter (wat almal nou in 'n gerolde kuratorium gestoor word), waarvan baie groot en swaar is en dus onhandig is om werklik te sien. Sommige van hierdie tekstiele word ook beskryf en geteken in 'n tekstielbeskrywingsboekie (nog nie gedigitaliseer nie) wat etlike dekades gelede deur Homer Root by die Centre of Southwest Studies vervaardig is. Klik hier om na beelde van hierdie tekstiele te kyk.

Versameling M 124: Homer Root se toetredingsboekies wat voorwerpe in die Fort Lewis College -museum beskryf (Center of Southwest Studies) Klik hier om te lees wat meneer Root van sy werk gedink het toe hy vroeg in 1969 die vyfde grootboek geteken het.

Die Center of Southwest Studies het elke bladsy van die vyf versigtig getekende gekleurde Fort Lewis College-artefakte-toegangsboekies (ongeveer 1958-1968) gedigitaliseer wat artefakte (insluitend antieke keramiek en klassieke tekstiele) beskryf wat Homer Root by die voormalige Fort Lewis College saamgestel het. museum. Elkeen van die vyf volumes bevat ongeveer 300 bladsye handgeskrewe teks en kleurtekeninge, vir 'n geskatte totaal van 1 500 beelde.

Mnr. Root het in werklikheid vir die voor-rekenaar-tydperk gedoen wat die Colorado Digitaliseringsprojek wil bereik vir die World Wide Web-tydperk: die verbetering van toegang tot 'n groot verskeidenheid versamelingsitems deur 'n kombinasie van teks en afbeeldings wat aan mekaar gekoppel is op so 'n manier dat die versamelingsbesit in konteks aangebied word. Die uitdagings hier was die fisiese probleem van hoe om 'n 13,75 "hoë x 10,5" bladsy veilig te skandeer in 'n leergebinde volume wat ons nie kon ontbind nie en hoe om die probleem met intellektuele toegang die hoof te bied om hierdie beelde aan te bied op 'n manier wat die eenheid behou van die hele volume. Dit was dieselfde uitdaging wat meneer Root aan die einde van Deel 5 beskryf het-vir hom was die moeilikheid om olietekeninge en foutvrye inskrywings op die bladsye van hierdie gebinde volumes te produseer. Om die toegang tot die grootboeke in hul geheel te behou, het ons besluit om elke bladsy met enige inskrywings te skandeer. Nie alle bladsye bevat tekeninge nie; sommige bladsye bevat slegs die handgeskrewe teks van meneer Root, in blou ink met af en toe rooi ink -aantekeninge van die instelling se beskikking oor die beskrewe item.

Versameling M 088: Suidwestelike koerante

Die Center of Southwest Studies het die mees omvattende versameling koerante vir die Four Corners -streek (met ander woorde die aangrensende gedeeltes van die vier aangrensende state Colorado, New Mexico, Arizona en Utah). Hierdie materiaal is in die oorspronklike harde kopie (koerant) en/of op rol mikrofilm. Sien die aanlynvoorraad vir 'n gedetailleerde lys van hierdie koerante geografies en volgens titel.

Die program vir gesamentlike digitalisering bied toegang tot twee van die vroegste Durango -koerante, die Demokraat in Durango en die Durango Loonverdiener. Om dit aanlyn te sien, gaan na www.ColoradoHistoricNewspapers.org - die Colorado Digitaliseringsprogram Colorado se historiese koerantversameling van 'n paar honderdduisend bladsye van Colorado se vroegste gepubliseerde koerante omstreeks 1859-1923. Voer op die oortjie & quotSoek alles & quot 'n soekterm en enige ander parameters in om u soektog te beperk.

Die sentrum van Suidwes vervaardig digitale beelde van sy eie papierhoeveelhede, soos versoek deur navorsers wat vir hierdie diens betaal. Klik hier om die begin van die projek te sien: bladsy 2 van die 23 Junie 1960 Basin Star kort nadat die Demokratiese Party van Colorado sy byeenkoms in Durango gehou het.

Versameling M 194: Die Nina Heald Webber Southwest Colorado -versameling: poskaarte
Historiese poskaarte van die Four Corners -streek van Suidwes -Colorado.
Meer as 3200 poskaarte, waarvan die meeste aanlyn vertoon word, met beide kante.

Deel 1
Durango, vroeg (geen chromalitiese afdrukke)
Deel 2
Durango, later, en plaaslike spoorweë
(chromalitiese afdrukke)
Deel 3
Mesa Verde en Aztec Ruins (N.M.)
Deel 4
Silverton/ Million Dollar Highway/ Animas Canyon
Deel 5
Telluride/ Rico/
Ouray/ Ophir
Deel 6
Mancos, Cortez en ander Suidwes
Colorado gebiede

Wat moet ek doen met my eie versameling ou Suidwes -poskaarte? As gevolg van die publikasie van die San Juan -sampler: keuses uit die Nina Heald Webber -poskaartversameling (Durango, Colo .: Durango Herald Small Press, 2004), ontvang die sentrum navrae. Hier is 'n voorstel:

E-Bay kan 'n uitstekende bron vir u wees, beide om te sien waarvoor soortgelyke poskaarte verkoop word, en om u eie op die internet te verkoop. Dit kan meer wees as om u eie te verkoop, veral vir 'n relatief klein aantal items. Miskien sal u belangstel om dit aan die Centre of Southwest Studies te skenk (as dit pas by die fokus van die sentrum se Four Corners -versameling en as die sentrum dit nie reeds in sy besit het nie). Op hierdie manier kan u verseker wees dat u kaarte waardeer en bewaar word, en u kan 'n belastingkrediet op u belastingopgawe eis vir die markwaarde van die geskenkte kaarte. Inligting oor die skenking aan die sentrum is op die web beskikbaar by http://swcenter.fortlewis.edu/Info_for_Donors.htm Nadat u die geskenkbewys onderteken het, sal die Fort Lewis College Foundation u 'n skriftelike erkenning van die skenking stuur. Vir verdere bespreking van hierdie moontlikheid, asseblief kontak die argivaris .

Nota: Die Nina Heald Webber Southwest Colorado -versameling bevat ook 'n aantal vroeë foto's van die omgewing. Een van hulle is hierdie beeld van die Durango Wheel Club by Baker's Bridge, naby Trimble Hot Springs in die Animasvallei noord van Durango, in 1895.

Versameling P 001: Algemene fotoversameling
[Let wel: baie van hierdie items is nog nie in digitale vorm beskikbaar nie, maar is beskikbaar in hul oorspronklike fotografiese formaat]

Hierdie versameling is ingedeel in breë vakkategorieë, soos hieronder aangetoon. Hierdie kategorieë is voor die tagtigerjare deur Robert W. Delaney, die eerste direkteur van die Centre of Southwest Studies, tot stand gebring. Destyds is die moderne konsepte van herkoms en oorspronklike orde nie wyd beoefen nie, en daarom is hierdie versameling tot stand gebring deur fotografiese afdrukke van watter bron ook al saam te voeg tot 'n gekategoriseerde rangskikking. Ons het die fotodrukke gekies wat die naaste aan die Durango -gebied is, vir digitalisering. Die sentrum het deels sy foto's vir hierdie projek gekies weens die bewaringsprobleme waarmee hulle te kampe het. Baie dekades gelede is die fotodrukke met rubbersement op suur kartonbladsye vasgeplak. Die sentrum produseer 'n hooffoto -negatiewe van elke beeld wanneer 'n navorser eers 'n kopie -fotodruk van die beeld aanvra.

Versameling P 008: Ansel Hall -versameling

Hierdie versameling bevat ca. 5 000 fotostate, geneem tussen 1920 en 1938. Die Centre of Southwest Studies het digitale toegang tot die bladsye met foto's in nege albums gegee waarin Ansel Hall se Rainbow Bridge-Monument Valley Expeditions van 1933-34 gedokumenteer is (ongeveer 2 000 sepia getinte swart en wit foto's). Hierdie foto's gee 'n vroeë siening van 'n Anglo -pionier oor die inheemse Amerikaanse lewe in die Four Corners -streek. Die foto's toon die jong blanke mans wat op hierdie ekspedisie gegaan het (befonds deur die Ford Motor Company), en hulle wys ook inheemse Amerikaners in pre-Westerse omgewings.

Ansel Hall (1894-1962) het waarskynlik meer as enige ander individu bygedra tot die vorming en vroeë groei van die interpretatiewe werk van die National Park Service. Hy verlaat die Park Service in 1938 om die toegewings in die Mesa Verde National Park te bedryf. Die sentrum het hierdie fotoalbumbladsye vir digitalisering gekies vanweë hul nasionale betekenis en as gevolg van die behoudsprobleme waarmee hulle te kampe het. Baie dekades gelede is die Rainbow Bridge -foto's met rubbersement op suur bladsye vasgeplak. Namate die foto's afval, kan die identifiserende beskrywings wat op daardie bladsye geskryf is, verlore gaan. Die res van hierdie versameling is argiefbewys.

Rainbow Bridge-Monument Valley Expedition fotoalbums oorsig en toegangspunte:

Vol. 1 Foto's deur Robert B. Branstead , begin met bladsy 7 (ons het nie die voorafgaande bladsye, wat as gevolg van waterskade aan mekaar vasgesteek het) deur bladsy 98 gesoek nie.

Vol. 2 foto's deur Robert B. Branstead, gaan voort vanaf Vol. 1 met met bladsy 99 en gaan deur 168 (ons het bladsye 169 en 170 uitgesluit, wat water beskadig en onleesbaar was)

Vol. 3 Foto's deur Robert B. Branstead die bladsye was nie oorspronklik genommer nie, ons het die bladsye wat begin met bladsy 1 en deur die laaste bladsy [82] genommer.

Vol. 4 Leica -foto's deur Clifford Bond , begin met 'n inleidingsbladsy, dan bladsynommers 1 tot 106.

Vol. 6 Lugfoto's deur Thorn L. Mayes , begin met bladsy 491 en gaan deur bladsy 629. Thorn Mayes en het die karteringpogings van die ekspedisies gestaak. Sy lugfotografie was 'n net so belangrike innovasie soos Robert Brewster Stanton se fotografie van die Grand Canyon toe hy sy voornemende roete vir 'n spoorlyn ondersoek. & Quot (per e-pos 1/17/2002 van Alfred E. Holland, Jr., History Department, California State University, Sacramento)

Vol. 7 Foto's deur Clifford Bond gedateer 23/10/1934 was die bladsye nie oorspronklik genommer nie; ons het die bladsye genommer, vanaf bladsy 1 en deur die laaste bladsy (82).

Vol. 8 Leica -foto's deur Clifford Bo nd gedateer 19/10/1934 was die bladsye nie oorspronklik genommer nie; ons het die bladsye genommer, begin met bladsy [0] en deur die laaste bladsy (91).

Vol. 9 Foto's deur [Grace?] Hoover, 1934, bladsye nie genommer nie, ons het die bladsye genommer, begin met bladsy #1 en deur die laaste bladsy

Vol. 12 Lugfoto's deur Ansel Hall, 1934, bladsye wat nie genommer is nie, die bladsye word genommer deur die Centre of Southwest Studies wat begin met bladsy #2 en deur die laaste bladsy gaan.

Versameling P 026: Rio Grande Southern Railroad -foto's

Hierdie smalspoor het van Durango na Hesperus, Mancos, Dolores, Rico, Telluride en Ridgway geloop, waar dit by die Denver & Rio Grande Railroad aangesluit het. Ons het digitale toegangsbeelde van 188 fotoprints gemaak (dit wil sê die inhoud van die eerste van twee dokumente van fotostate in hierdie versameling P 026)-dit is al die foto's in hierdie versameling wat tonele toon langs die roete van 163 myl die RGS. Hierdie fotodrukke is deur Alfred G. Chione, MD van Illinois aan die Center of Southwest Studies geskenk (toetreding #1968: 02009). Dr Chione het die meeste foto's self gemaak, ongeveer 1949-1952.

Versameling P 042: Walker Art Studio (Montrose, Colo.) Historiese fotonegatiewe in Suidwes -Colorado

Die sentrum het digitale toegangsbeelde gemaak van 483 glasplaatnegatiewe wat uit die Walker Art Studio (Montrose, Colo.) -Versameling gekies is (vervaardig deur die en ander fotografiese ateljees van die omgewing) wat die Center of Southwest Studies in 1999 en 2000 gekoop het. A hierdie bedreigde foto's bied tot dusver selde uitsigte op die Four Corners -streek.

Die hele versameling (bestaande uit toetredings 1999: 10015 en 2000: 05005) bevat ongeveer 5.000 glasplaat- en sellulose -nitraat -negatiewe, die meeste sonder bypassende afdrukke, die meeste tussen 1920 en 1938. Die versameling is grootliks deur Fort Lewis gekoop College (deur befondsing van die Fort Lewis College Foundation) teen 'n afslag van Main Street Photo in Montrose, Colorado, deur die agentskap van die geskiedenis van Fort Lewis College/ professor in die Suidwes -Studies en Colorado -historikus Duane Smith wat na die ateljee gegaan het en toestemming gekry het om bring al die bestaande foto's na die sentrum. Die Sentrum het die glasplate vir sy digitaliseringsprojek deels gekies vanweë die bewaringsprobleme waarmee hulle as breekbare glasplate ondervind word, en as gevolg van die hoë gebruiksgehalte wat verwag kan word. Die sentrum het die glasplate argief hervestig en die negatiewes van sellulose-nitraat geskei, wat nou buite die terrein gestoor word in afwagting van herformatering in 'n meer stabiele medium.

Versameling P 049: Alton H. Blackington Southwest -foto's

Hierdie versameling bestaan ​​uit glasplate, transparante van sellulose -nitraatfilm en 'n paar lanternskyfies. Die meeste dateer uit die middel van die dertigerjare. Die meeste van die ongeveer 430 beelde in hierdie versameling is gedigitaliseer vir aanlyn toegang. Sommige (veral dié wat uitsigte voor die dertigerjare toon) is foto's van foto's. Hierdie versameling is nuttig vir almal wat die geskiedenis van hierdie Suidwestelike onderwerpe ondersoek, professore en studente wat visuele materiaal soek vir klaskameronderrig, en persone wat die dikwels ontwykende uitbeeldings van alledaagse tonele van die lewe gedurende hierdie periode soek. Die grootte van die meeste is 4x5 ” (sommige is effens kleiner). Onderwerpe sluit in Mesa Verde, Taos, Taos Pueblo, Acoma Pueblo, Carlsbad Caverns, Penitentes en Indiërs en tonele in die suidweste. Die foto's is blykbaar saamgestel en geëtiketteer deur Alton Hall Blackington, wat blykbaar sommige of die meeste beelde geneem het. Dit lyk asof mnr. Blackington hierdie foto's saamgestel het vir gebruik in sy reislesingsprogram getiteld "Turquoise Truths", wat sy pamflet beskryf het as 'n 10.000 myl kamera reis deur canyons en woestyne van ons glorieryke Suidwes. Hopis en Navajos. Carlsbad Grotte. Taos, Grand Canyon. 'Sky City of Acoma'. & Quot

Versameling P 051: foto's van Tom O. en H. Lucille Kimball Indian Collection

Hierdie versameling bestaan ​​uit 39 historiese fotobeelde van inheemse Amerikaners van die suidweste (insluitend 16 foto's deur die Pennington Studios in Durango, Colorado, en 1 deur Matthew Brady) en van Mesa Verde. Die meeste van hierdie foto's is in April en Mei 2003 aan die Centre of Southwest Studies geskenk deur geskenke deur Dustin Kimball, en ander is deur hom aan die sentrum geleen vir reproduksie, waaronder digitalisering vir aanlyn toegang.


Doen u eie navorsing: Hierdie beskrywing van 'n gedeelte van die versamelings by die Fort Lewis College Center of Southwest Studies word verskaf om belangstellendes in te lig oor die aard en diepte van die versamelings van die bewaarplek. Dit kan nie 'n plaasvervanger wees vir 'n besoek aan die bewaarplek vir diegene met aansienlike navorsingsbelange in die versamelings nie.

Hierdie versameling is geleë by die Center of Southwest Studies op die kampus van Fort Lewis College. Navorsers wat meer inligting oor die gebruik van hierdie materiaal in die Delaney Southwest Research Library in die sentrum wil hê, kan die argivaris e -pos na [email protected] of klik hier om ons e-pos verwysingsversoekvorm te gebruik (of bel die argivaris by 970/247-7126). Die sentrum het nie 'n begroting vir uitgaande langafstandoproepe om verwysingsversoeke te beantwoord nie, dus stuur 'n e-pos as u 'n antwoord van die sentrum wil ontvang. Klik hier vir instruksies om reproduksies/kopieë aan te vra.


Foto, druk, teken Lokomotief vol water by die treinstasie, Montrose, Colorado

Die inhoud van die Library of Congress Farm Security Administration/Office of War Information Swart-en-wit negatiewe is in die openbare domein en kan gebruik en hergebruik word.

Credit Line: Library of Congress, Prints & amp; Photographs Division, Farm Security Administration/Office of War Information Black-and-White Negatives.

Vir inligting oor die reproduksie, publikasie en aanhaling van materiaal uit hierdie versameling, asook toegang tot die oorspronklike items, sien: U.S. Farm Security Administration/Office of War Information Black & amp White Photos - Rights and Restrictions Information

Raadpleeg Primêre bronne met verwysing vir die opstel van volledige aanhalings.

  • Regsadvies: Geen bekende beperkings nie. Vir meer inligting, sien U.S. Farm Security Administration/Office of War Information Black & amp White Photos foto's https://www.loc.gov/rr/print/res/071_fsab.html
  • Voortplantingsnommer: LC-USF33-012886-M1 (b & amp; filmnitraat neg.) LC-DIG-fsa-8a29387 (digitale lêer van oorspronklike neg.)
  • Oproepnommer: LC-USF33- 012886-M1 [P & ampP] LOT 649 (moontlike gepaardgaande groep beelde)
  • Toegangsadvies: ---

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Is die item gedigitaliseer? ('N Miniatuur (klein) prentjie sal aan die linkerkant sigbaar wees.)

  • Ja, die item is gedigitaliseer. Gebruik die digitale prentjie bo die oorspronklike. Alle beelde kan groot gesien word as u in 'n leeskamer by die Library of Congress is. In sommige gevalle is slegs miniatuur (klein) beelde beskikbaar as u buite die Library of Congress is, omdat die item regte beperk is of nie vir regtebeperkings geëvalueer is nie.
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Geskiedenis

The Denver & Rio Grande Railway, brainchild of Civil War veteran General William Jackson Palmer, was incorporated by Palmer and his associates on Oct. 12, 1870. Palmer intended to provide a north-south link between the major transcontinental railroads that passed north and south of Colorado. The first trip on the line occurred Oct. 26, 1871, and took passengers (primarily local newspapermen) from Denver to Colorado Springs. While the original plan was to build south to El Paso, Texas, circumstances soon turned the line westward. The Denver & Rio Grande never reached farther south than northern New Mexico.

As the D&RG Railway expanded westward, it ran into conflicts with other railroads that also wanted to build in the lucrative mining regions of the Rocky Mountains. The Atchison, Topeka & Santa Fe Railroad was particularly aggressive in this area. A quarrel over the right-of-way through the Royal Gorge escalated into a “war” in 1878 and was not settled by the courts (in favor of the D&RG) until 1880.

In the summer of 1881, in order to facilitate the D&RG’s westward push, Palmer incorporated a new railway in Salt Lake City – the Denver & Rio Grande Western Railway. The two lines met near Green River, Utah in 1883. Around the same time, the D&RG Railway leased the tracks of the D&RGW Railway for thirty years. The lease, in conjunction with Palmer’s constant program of expansion (he feared other lines moving into D&RG territory), put the D&RG in a difficult financial situation. By the summer of 1883 the Board of Directors wanted Palmer out, and they asked for his resignation. He consented, but remained not only as president of the D&RGW Railway, but as a Director of the D&RG. He resigned his position as Director in June 1884 in the midst of a dispute between the two lines over the terms of the D&RG’s lease of the D&RGW tracks.

By July 1884, the D&RG’s financial condition was so poor it went into receivership. The court appointed William S. Jackson as receiver. Not long after Jackson took control of the D&RG, the D&RGW also found itself in receivership, with W.H. Bancroft as its receiver. Jackson’s management of the Denver company could not forestall the D&RG’s sale at foreclosure in 1886. British and American stockholders purchased the troubled line, incorporated it as the D&RG Railroad, and named Jackson as president. The courts released the D&RGW from its receivership in August of 1886, and Palmer resumed control of his railroad.

David H. Moffat, an important figure in the development of Colorado railroading, succeeded Jackson as D&RG president in 1887. He remained in that position until 1891, when he resigned in anger over criticism of his management of the line. During his term of office, the D&RG began to convert its main line tracks from narrow gauge to standard gauge. The D&RG also joined with the Colorado Midland to incorporate the Rio Grande Junction Railway for the purpose of building a line between Rifle and Grand Junction. After Moffat resigned, the Board appointed Edward T. Jeffery to head the company. He was immediately under pressure to make the D&RG profitable, and enable it to meet the interest payments on its bonds. Jeffery met the challenge, and by 1893 the road was in excellent financial condition. Thanks to his conservative policies the D&RG weathered the financial panic of 1893 relatively well.

In 1901 the D&RG purchased a controlling interest in the Rio Grande Western Railway (formerly the D&RGW, it reincorporated in 1889). In that same year General Palmer retired from the RGW, and George Gould (son of Jay) became Chairman of the Board of the D&RG. Competition from the Union Pacific in Utah (the UP tried to deny the D&RG any traffic) forced Gould to make plans to expand his line westward from Ogden, Utah.

To this end Gould and his associates incorporated the Western Pacific Railway in California in 1903, with E.T. Jeffery as its president. The birth of the WP marked the beginning of very difficult times for the D&RG. Three contracts between the D&RG/RGW and the WP obligated the D&RG system to bear the cost of constructing the WP (in the form of bonds), guarantee the semi-annual interest on 30-year 5% gold bonds, and to honor a traffic agreement. In addition, the RGW was to pay any construction cost overruns.

The burden placed upon the D&RG by the contracts with the WP was almost unbearable. By 1913 the Boards of Directors of the D&RG, WP and Missouri Pacific (many of the members served on more than one of the boards) began to discuss the D&RG’s plight. The discussions and the continuing financial difficulties of the D&RG led to court battles with the Equitable Trust Co. (which brought suit against the D&RG for non-payment of debts) and a reorganization plan for the WP. In July 1916 the WP Railway was sold to stockholders and reorganized as the Western Pacific Railroad Company.

The D&RG lost the case with the Equitable Trust Co. in August of 1917. The court determined the railroad owed Equitable $38 million. The D&RG did not have that much money on hand, but did have some assets in the form of cash, stocks, and bonds. The Equitable Co. sued in New York and Chicago courts to obtain some payment on the $38 million owed to it, and in 1918 was awarded over $6.5 million of the D&RG’s assets. Another $4 million was handed to the Equitable Co. when the shares of the Utah Fuel Co., a D&RG subsidiary, were sold at a public auction and the proceeds applied toward the judgment against the D&RG.

This strangulation of the railroad left it with only one option – yet another receivership. To forestall the Equitable Co. from asking for a receivership on terms favorable to it, the D&RG turned to a minor creditor, the Elliot Frog & Switch Co., and asked it to initiate receivership proceedings. Equitable’s lawyers tried to stop this in court, but were denied.

In January 1918 the court appointed Edward L. Brown and Alexander R. Baldwin (a vice-president of the WP) as co-receivers. World War I, which the U.S. entered in 1917, complicated the receivership and Equitable’s continuing efforts to collect on the judgment awarded to it. All railroads in the country were under the control of the U.S. Railroad Administration, headed by Director General William G. McAdoo, from 1917 to 1920. McAdoo temporarily blocked the Equitable’s efforts, but in May of 1918 Judge Sanborn ruled that the D&RG must pay $3.6 million of its debts. The money came from the sale securities, cash in the bank, and $1.5 million contributed by the government for its use of the railroad. When the Railroad Administration ended its control of the country’s railroads in the spring of 1920, the D&RG was still in receivership.

The receivership did not improve the financial condition of the D&RG, and by the fall of 1920 the company’s creditors once again forced it onto the auction block. On Nov. 20, 1920 the D&RG was sold for $5 million, and on Nov. 30 the new owners incorporated the Denver & Rio Grande Western Railroad. Angry stockholders of the old company, who received nothing from the new D&RGW, held up the court’s confirmation of the sale for several months, but on Mar. 28, 1921 the court confirmed the sale. Serious financial problems, some caused by the devastating Pueblo flood in June of 1921, continued to plague the D&RGW, and by the summer of 1922, the Banker’s Trust Co. of New York and the New York Trust Co. instituted new foreclosure proceedings, based on the D&RGW’s failure to meet the interest payments on its bonds.

Federal judges Robert E. Lewis and J. Foster Symes named Joseph H. Young, president of the D&RGW, as receiver in July 1922 over the protests of the New York and Banker’s Trust companies, In addition, Judge Lewis further frustrated the bondholders by ordering Young to improve the condition of the D&RGW:

& quotIt is common knowledge that the road is badly out of repair. When the case came into this court before, at the time of the forming of the Denver & Rio Grande Western Railroad out of the old Denver company, the railroad conditions were promising. The Western Pacific company took the road over, but they have done little with it. The present owners have not seen fit to keep it in condition, and when it comes into this court we shall see that it is put in condition and we shall see that done before it is turned back to the owners. Furthermore, it will be the policy of this court that no interest shall be paid on the bonds of the road until it is completely rehabilitated and the public thus safeguarded." ( Rocky Mountain News, July 22, 1922).

As ordered by the Judge, receiver Young spent millions on upgrading the D&RGW, particularly the rails and rolling stock.

Even with the court-ordered improvements proceeding, the future of the D&RGW looked uncertain. In 1923 – 1924, the Missouri Pacific and the Western Pacific tried to absorb the smaller line, but these efforts drew protests from those bondholders who feared they would be wiped out as had the stockholders of the D&RG in 1920. In Dec.1923, the Interstate Commerce Commission approved a reorganization plan for the D&RGW, and in Oct. 1924 the D&RGW was sold to the reorganization managers – Kuhn, Loeb & Co. and Equitable Trust Co. The new D&RGW president was J.S. Pyeatt.

Over the next ten years the two major events for the D&RGW were the construction of the Moffat Tunnel in 1927 and the completion of the Dotsero Cut-off in 1934. The Moffat Tunnel, running under James Peak in northwestern Colorado, was named for the man whose dream it was – David H. Moffat. Moffat spent many years and a considerable portion of his personal fortune on the tunnel dream, but to no avail. Over a decade of failed efforts by Colorado business and political leaders to get construction financed and started followed Moffat’s death in 1911. Construction actually began in 1923 and was completed in 1927. Like the Moffat Tunnel, the completion of the Dotsero Cut-off in 1934 came only after years of legal battles and financial problems. Despite the opening of the cut-off the D&RGW’s financial woes worsened, due in no small part to the Depression. Thus in 1935 the D&RGW was once again in court, petitioning for reorganization under the Federal Bankruptcy Act. The U.S. District Court appointed Wilson McCarthy and Henry Swan as co-trustees. The two men, with the approval of Judge Symes, formulated a multi-million dollar improvement plan. In 1937 alone the two men spent $18 million on the company. By the end of 1939 the railroad’s fortunes had turned around to a remarkable degree. The D&RGW’s revenues continued to climb in the 1940s, particularly after the U.S. entered World War II in Dec. 1941.

In April 1947 the trusteeship of Swan and McCarthy ended and the D&RGW returned to private ownership under an ICC-approved reorganization plan. The plan was opposed, unsuccessfully, by the Missouri Pacific and the Western Pacific all the way to the U.S. Supreme Court. The reorganization committee, headed by John Evans, elected a new Board of Directors with Evans as its chairman. The Board selected Wilson McCarthy as the president of the D&RGW.

In the post-war years passenger traffic declined on the line but freight traffic grew, thanks in part to McCarthy’s policy of encouraging industrial and agricultural development in Rio Grande territory. McCarthy provided strong leadership of the D&RGW until his death in 1956. Gale B. “Gus” Aydelott succeeded him in the presidency, and continued many of McCarthy’s forward-looking policies, especially that of improving the line. While Aydelott’s improvement program included attempts to reduce or eliminate passenger service on unprofitable runs, it also included technical advances in communications, locomotives and other areas. ( This historical outline of the D&RGW was chiefly drawn from Robert G. Athearn’s Rebel of the Rockies: The Denver and Rio Grande Western Railroad. Yale University Press, 1962).

In 1969 the D&RGW formed Rio Grande Industries, Inc., a holding company designed to diversify and expand the company into other fields. In 1970 the various activities of RGI included real estate development, industrial contracting and insurance, but the railroad continued to produce the majority of RGI’s annual income, most of it from freight revenues. The 1960s and 1970s saw a steady downward trend in passenger traffic on all railroads. By 1970 the D&RGW had virtually abandoned passenger traffic, with the exception of a thrice-weekly run from Denver to Salt Lake on the Rio Grande Zephyr, formerly the California Zephyr. Competition from the airlines and the rapid growth in the number of private cars resulted in many passenger trains operating at a loss. The D&RGW retired the Rio Grande Zephyr in April 1983, and Amtrak took over the running of passenger trains over the Rio Grande route. (Denver Post Empire Magazine, Oct 25, 1970, p. 13 Green Light, summer 1983, p. 12).

By the time W. J. “Bill” Holtman succeeded Aydelott as President of the D&RGW in 1977 (and as CEO in 1978) Aydelott had built up the railroad’s annual freight revenue to over $305 million, and won the admiration and respect of railroad men nationwide for the “tight ship” he ran. Aydelott retired as chairman of the railroad in 1983, and died in 1991. (Railway Age, Sept. 11, 1978, pp. 26-32 Denver Post, Feb. 16, 1991.)

Between 1984 and 1987 Denver businessman Philip F. Anschutz purchased enough of the D&RGW stock to become a majority owner, and the formerly publicly-held company went private. In 1988 Anschutz purchased nearly a third of the stock of the Southern Pacific railroad and merged the two lines to form the Southern Pacific Rail Corp. In 1995 Anschutz and Union Pacific officials agreed to a deal that would merge the two lines and restore the UP to its former status as North America’s largest rail company. Despite a great deal of opposition from various interest groups, including farmers and ranchers who feared decreases in service and increases in freight rates, the deal was approved by the Surface Transportation Board on July 3, 1996. (Denver Post, Aug. 8, 1995, p. 1D conversation with Harry Philips, retired Southern Pacific employee).

Author: Colleen P. Bradley, Project Archivist. July 1996. © Colorado Historical Society


Rio Grande Railroad Timetables (1952)

Interestingly, for the time being management elected not to continue towards Utah from this point but, instead, opted for a more southerly route.  The decision was driven primarily by additional coal traffic from mines located near Crested Butte.  At Salida, the rail-head was extended westward to Gunninson (1881) before it turned north from Montrose.

Rio Grande 4-8-4 #1804 with the eastbound "Royal Gorge" arriving in Salida, Colorado in 1950. Robert Le Massena photo.

This small town, which later became a junction for the Ouray Branch (completed in 1887 to serve silver mines), sat at about the midway point to Grand Junction (reached on November 22, 1882).ਊ month later, on December 19th, the railroad arrived at the state line but could build no further until corporate charters were received to enter Utah.

The "Ski Train"

One of the most unique services a private railroad ever offered was Rio Grande's "Ski Train."  It was launched in 1940 by subsidiary Denver & Salt Lake Railway, originally the Eskimo Ski Club's idea to whisk skiers from Denver to the slopes of Winter Park, a popular resort based in Grand County. 

It was canceled in 1941 due to World War II but reinstated under the D&RGW in 1947.  As its popularity grew, the railroad acquired eight heavyweight coaches (built in 1915) from Northern Pacific in 1960.  As time passed, the railroad tried numerous times to cancel the train due to rising costs. 

However, it continued to run and in 1984, new ownership under Philip Anschutz saw the purchase of updated equipment (second-hand cars from VIA Rail, originally built in 1968 by Hawker Siddeley).  The "Ski Train" also occasionally ran with much fancier stainless-steel, Budd-built cars from the popular California Zephyr (and later Rio Grande Zephyr). 

In 1988, Ansco Investment Company, acquired rights to the train which continued to see strong patronage during the next two decades.  Then, the service was suddenly canceled on March 29, 2009. 

Volgens Trains Magazine's "Newswire," owner Philip Anschutz noted the rising insurance costs, operational issues in sharing the line with Union Pacific, and a weak economy led to the decision.  

In March of 2015, Amtrak and UP ran a one-day Winter Park Express ski train to celebrate the 75th anniversary of Winter Park. It quickly sold out and an additional service was hosted from from January through March 2017.  This was also successful and the carrier has announced an expanded service will offered through 2018.  

An A-B set of Rio Grande FT's act as helpers on a mixed freight near Leyden, Colorado during the 1950's. Photographer unknown.

To aid in this effort, an earlier charter known as the Sevier Valley Railway was acquired along with three other small short lines the Bingham Canyon & Camp Floyd (BC&CF), Wasatch & Jordan Valley (W&JV), and Utah & Pleasant Valley (U&PV).  All were originally built to serve either coal, silver, or copper mines situated south and east of Salt Lake City. 

The U&PV proved most important it had opened 55 miles between Springville and Scofield by November of 1879, which was extended further north to Provo in October of 1880.  When the D&RGW finished a disconnected segment between Provo and Salt Lake City it used part of the U&PV over Soldier Summit as part of its main line into Colorado.

Its first task was to improve the original U&PV alignment over the summit before completing the railroad to the state line on December 19, 1882.  Just a few months later, on May 12, 1883, a short branch was finished beyond Salt Lake City to Ogden which established a transcontinental connection with the Central Pacific/Southern Pacific.

After the "California Zephyr" was canceled the Rio Grande continued to operate the train as the "Rio Grande Zephyr," over its lines. It is seen here climbing Soldier Summit in Utah during July of 1974. Drew Jacksich photo.

It seems the Rio Grande was consistently caught up in one bureaucratic mess after another, a situation that persisted well into the 20th century.  Fighting with the Santa Fe had only been over for a few years when strained finances led to Palmer resigning the D&RG's presidency on August 9, 1883. 

Next, the work of converting the entire network to standard-gauge was carried out the main lineਏrom Ogden to Grand Junction was completed on June 11, 1890 with the branches finished the following year. 

One final, noteworthy expansion in Utah occurred about a decade later when the Manti Branch was continued down the Sevier River to Marysvale in 1900.

An A-B-B-A set of Rio Grande FT's lead a westbound freight extra near Leyden Junction, Colorado, while 2-8-8-2 #3617 (L-132) can be seen assisting in the distance, on August 16, 1942. Kodacolor negative by Otto Perry.

During this time the Denver & Rio Grande had also been expanding.  Under the leadership of David Moffat, it first built from Red Cliff to Glenwood Springs in an effort to ward off a threat from the standard-gauge Colorado Midland Railway (CM). 

The line was completed on October 6, 1887 and a month later, reached to the silver camp of Aspen (November 1st).  In 1889 rails were pushed further west to Rifle as officials eyed Grand Junction and the opening of a secondary main line. 

At this point the CM and D&RG elected to work together on the project, finishing the connector on November 14, 1890.  While Palmer was converting his the D&RGW, his cross-border competitors were doing the name.

The D&RG's narrow-gauge system peaked in 1887 at 1,673 miles.  So extensive was its 3-foot network that in 1890 it had only 64 miles of standard-gauge track in operation.

This figure rapidly increased over the following decade as major systems wanted to utilize the D&RG as a through route between Denver and Salt Lake City. 

Once officials recognized (particularly after the Sherman Silver Purchase Act was repealed by President Grover Cleveland in 1893) their railroad's potential in this regard, efforts at conversion were hastened theꃞnver-Grand Junction section was completed on November 14, 1890 and by 1900 more than 1,000 miles were standard-gauged. 

This number continued to increase in the succeeding years.  Surprisingly, there remained a few holdouts until well after World War II, most notably within the San Juan district west of Antonito which remained unchanged until service ceased in 1967. 

Afterwards, much of this trackage was sold to the states of Colorado and New Mexico for a tourist attraction.  Today they are operated as the Durango & Silverton Narrow-Gauge and Cumbres & Toltec Scenic.

Rio Grande 2-8-2 #483 (K-36) stops for a drink at the water tower near Bondad, New Mexico along the Farmington Branch during June of 1967. Drew Jacksich photo.

The Modern Denver & Rio Grande Western

In 1896, Gould's empire was handed over to his son, George, who continued his father's transcontinental ambitions.  At this time he controlled the Missouri Pacific, Wabash, Western Maryland, Wheeling & Lake Erie, and the Rio Grande. George is credited with reuniting the D&RG and Rio Grande Western under common management by acquiring stock control of the latter in February of 1901.

- To simply his corporate structure, Gould merged the Rio Grand Western into the D&RG in August of 1908. -

However, his decision to use the two in funding the Western Pacific's construction saddled both with heavy debt for decades to come.  The company generally struggled under Gould's control it not only dealt with crushing financial burdens but was also left to its own affairs resulting in deferred maintenance and relatively poor management. 

When the financial Panic of 1907 struck, Gould's financing collapsed, and along with it his transcontinental dreams.  One by one his properties slipped into bankruptcy, including the Missouri Pacific in 1915 which held some 30% of Rio Grande's stock.

The Rio Grande Southern Railroad

Of Colorado's numerous railroads built to serve the legendary San Juan mining district, one of the more noteworthy was the Rio Grande Southern (RGS). 

This system was incorporated on November 5, 1889 and promoted by Otto Mears.  By that time he had already been involved with various ventures related to the mining industry. 

Its main line was a zigzag affair from the north at Ridgway it wound its way through Placerville, headed south, then southwest to Dolores, and turned roughly due east back into Durango. 

While it was a fascinating operation (making it a popular subject to model), especially its crossing of 10,250-foot Lizard Head Pass, the steep grades and sharp curves made operations extremely difficult.   It was a profitable carrier until the Sherman Silver Purchase Act was repealed on June 30, 1893. 

This caused tonnage to drop by more than half and it entered receivership on August 2, 1893.  D&RG's president, Edward Jeffrey, was made receiver which effectively gave Rio Grande control. 

Rio Grande Southern exited receivership on December 1, 1895 and despite the traffic losses did relatively well until the markets crashed in October of 1929. 

This led to another bankruptcy on December 11th and an end to Rio Grande's involvement.  It failed to escape receivership for more than 20 years as the courts did their best to keep the company solvent.

It survived on government loans and remaining zinc mining until operations ceased entirely on December 17, 1951.  The following August and September its network was dismantled.

Rio Grande 4-6-6-4 #3710 (L-105) departs Denver for Pueblo, Colorado during 1952. Robert Le Massena photo.

Then, the United States Railroad Administration took over the industry, made effective at noon on December 28, 1917.  The directive was ordered by President Woodrow Wilson in response to fears of national gridlock.  

Unfortunately, the government did no better at maintaining fluid operations than the private sector, resulting in rundown equipment and inadequately maintained equipment.  This issue, coupled with its crushing debt and complicated corporate structure, led to the D&RG's receivership on January 25, 1918. 

The Transportation Act made effective February 28, 1920 returned the industry to private ownership.  The Denver & Rio Grande Western Railroad was subsequently organized to acquire the D&RG's assets, taking formal control on August 1, 1921.  Financial struggles continued and a second bankruptcy occurred on July 21, 1922. 

It was again reorganized on October 29, 1924 but this time carried the same name.  As the company's situation remained uncertain it built one of the country's great engineering feats, thanks largely to funding provided through the city of Denver and federal Reconstruction Finance Corporation loans.

A handsome Rio Grande PA-1 along with F7B #5563 and F3A #5544 layover at Grand Junction, Colorado between runs ahead of the "Royal Gorge" on December 4, 1957. Jackson Thode photo.

According to Mike Schafer's took, "Classic American Railroads," part of the D&SL crossed 11,680-foot Rollins Pass.  It was situated somewhat northwest of Denver and was only surmounted via a series of tortuous switchbacks, carrying grades as high as 4%. 

So difficult was this stretch that 23 miles of railroad were required to connect two points just 8 miles apart.   To improve operations the city agreed in 1922 to help fund a new tunnel under James Peak.  Following six years of work the $18 million project was completed in 1928 and named for D&SL's founder. 

Moffat Tunnel was 6.1 miles in length and reduced the trip from hours to a mere 15 minutes.  After the Rio Grande gained control it completed a short connector in 1934 known as the Dotsero Cutoff which ran from D&SL at Bond to D&RGW's Tennessee Pass main line at Dotsero.   

This essentially completed Rio Grande's modern network which contained 2,569 route miles (including standard, narrow, and third-rail gauge).  Alas, with the ongoing depression and lingering monetary troubles another bankruptcy occurred on November 1, 1935.

Diesel Locomotive Roster

American Locomotive Company

Model Type Road Number Date Built Hoeveelheid
S2101-1199/1941-5/194419
RS35200-52046/19515
PA1600A-601A, 600C-601C1/1947-4/19474
PB1600B-601B1/1947-2/19472

Baldwin Locomotive Works

Model Type Road Number Date Built Hoeveelheid
VO-66066-745/31/1941-8/30/19419

Electro-Motive Corporation/Electro-Motive Division

Model Type Road Number Date Built Hoeveelheid
SW1200130-139196510
FTA540A-551A, 540D-551D1/1942-10/194424
FTB540B-551B, 540C-551C1/1942-10/194424
F3A552A-554A, 552D-554D11/19466
F3B552B-554B, 552C-554C11/19466
F7A555A-564A, 555D-564D2/1949-7/194920
F7B555B-564B, 555C-564C2/1949-7/194920
F7A555A-564A, 555D-564D2/1949-7/194920
F7A5651, 5654, 5661, 5664, 5671, 5674, 5681, 5684, 5691, 5694, 5701, 5704, 5711, 5714, 5721, 5724, 5731, 5734, 5741, 5744, 5751, 5754, 5761, 57646/1950-7/195224
F7B5652-5653, 5662-5663, 5672-5673, 5682-5683, 5692-5693, 5702-5703, 5712-5713, 5722-5723, 5732-5733, 5742-5743, 5752-5753, 57626/1950-7/195223
GP303001-30284/1962-2/196328
GP353029-30505/1964-1/196522
GP403051-3093, 3131-31531/1966-4/198566
GP40-23094-31304/1972-3/198337
GP603154-31565/19903
GP75101-511310/1950-6/195213
SD75300-53045/19535
SD95305-53147/195710
SD455315-53401/1967-3/196826
SD40T-25341-541310/1974-3/198073
SD505501-55178/1984-9/198417
F9B5762-5263, 5772-57739/19554
F9A5771, 57749/19552
GP95901-5904, 5911-5914, 5921-5924, 5931-5934, 5941-5944, 5951-59544/1955-6/195624
NW270001/19411

Davenport Locomotive Works

Model Type Road Number Date Built Hoeveelheid
30-Ton (Narrow-Gauge)5019631

Model Type Road Number Date Built Hoeveelheid
H-10-44120-1234/19484
H-15-44150-1521/1948-2/19483

Model Type Road Number Date Built Hoeveelheid
44-Ton38-438/1941-9/19426

Model Type Road Number Date Built Hoeveelheid
ML-4000 (Cab Unit)4001-40036/19613

Rio Grande F9A #5771 leads the eastbound "Rio Grande Zephyr" toward Soldier Summit south of Spanish Fork, Utah in August, 1973. Drew Jacksich photo.

Vandag

In 1988 the Broomfield Historical Society changed its name to the Broomfield Depot Museum. In 2011 the group sold its collection to the City and County of Broomfield. Broomfield now runs the Broomfield Depot Museum, while the former historical society is now known as Broomfield Depot Museum Friends.

In 2014 the museum was closed for seven months while the depot’s foundation and exterior were repaired with the help of nearly $300,000 from the City and County of Broomfield and the State Historical Fund. At the same time, the basement was remodeled to serve as office space and archival storage. When the museum reopened in early 2015, it featured a new focus on the depot’s history. The ticket office, waiting room, and baggage area now house artifacts from the depot’s interurban era in the 1910s, while the station agent’s living quarters display artifacts and furniture that represent the depot’s appearance in the 1930s. The final phase of the depot’s exterior rehabilitation was completed in 2016, when the building received a new wood-shingle roof.

The depot is a Broomfield Landmark and was listed on the Colorado State Register of Historic Properties in 2016. The museum offers free admission and is open to the public on Saturdays and for group tours during the week.


Hanging Bridge

An interesting part of the Santa Fe construction through the gorge is the hanging bridge at a point where the gorge narrows to 30 feet. Here the railroad had to be suspended over the river along the north side of the gorge as shear rock walls go right down into the river on both sides.

C. Shallor Smith, a Kansas engineer, designed a 175-ft plate girder suspended on one side by “A” frame girders spanning the river and anchored to the rock walls. The bridge cost $11,759 in 1879, a princely sum in those days. Although it has been strengthened over the years, this unique structure has served on a main rail line for over 118 years.


Montrose Colorado Railroad Station - History

You came to the right place. Click the photos to learn more about favorite activities in the area!

This beautiful Western Colorado community sits at an elevation of 5,794 feet and is nestled within easy reach of a remarkably vast selection of vacation experiences. Thus the slogan &ldquoStay here. Play everywhere.&rdquo

With the plummeting depths of the Black Canyon National Park just to the east, the towering and majestic San Juan Mountains to the south, the expansive Uncompahgre Plateau to the west, and lake-bejeweled Grand Mesa to the north, and an expansive water sports park right in the middle of town, Montrose is literally surrounded by an endless variety of prospects for exploration and adventure.

Shake off the road at the Montrose Rec Center, the newest and largest recreational center on the Western Slope. Featuring a 5,000 sq ft, fully equipped weight room and fitness center, indoor walk/jog track, cool-water lap pool with a slackline and drop slide, warm water leisure pool with a lazy river, playground, and zero-depth entry beach, and two-story slide, and so much more.

Enjoy your visit to include as much variety as you wish. Begin the day with a scenic drive or an exhilarating wilderness trek, throw in some cultural sites or a round of golf, and finish the day at one of our local restaurants or brewpubs (see special offers included in your bag). Families can keep downtime at bay by mixing in a little something for everyone &ndash shopping, fishing, biking, photography, camping, swimming, motor-sports &ndash you get the idea!