I I Durango-Silverton Narrow Gauge Railroad f) - ~7~ - file I a study NPS :J:ntl,-fl II t. Pr~ pt>"#£' - UNITED STATES DEPARTME NT OF THE INTERIOR NATIONAL PARK SERVICE 1 ON MICROFILM 1\WE IIElUIIH o: ~ liii'ORIIMTIOH OOC1Bl I I I I I. DURANGO - SILVERTON NARROW GAUGE RAILROAD 1\ A Study I I I I I March 1962 I I I. I' I I Department of the Interior National Park Service Region Two Office I Omaha, Nebraska I I I ' I .I I I. I INTRODUCTION I This study is the story of a railroad line and an account of a I chain of recent events which have complicated that study. It describes I. in text and picture the Durango to Silverton narrow gauge line of the Denver and Rio Grande Western Railroad, i t s operating equipment and I facilities, its scenic and historic surroundings . The significance of this narrow gauge railroad in our Nation's history is pointed out and a case is made for its preservation. The objectives of such preservation • 1: are outlined and some possible solutions are briefed. 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S. 1/ 30/ 59 0 50 100 150 200 APPROX I MATE SC AL E OF MILES VICINITY ,MAP ol'l ~~\cRnrr. ~;' DENVER AND RIO GRANQE WESTERN RAILROAD NARROW GAUGE Durango to Silverton, Colorado \ I I CONTENTS I Page Background of the Study 1 I The Durango-Sil verton Line and Its Right-of-Way 8 I Rails, Ties and Bridges 18 Rolling Stock, Tanks and Stations 20 Locomotives 20 I Eaggage Cars 20 Coaches 21 I Miscellaneous 21 History 22 I Scenic Surroundings 27 I Geology 30 Flora 32 Fauna 33 I Land Status 34 Economic Status of the Line 36 I Significance and Need for Conservation 44 I Basic Objectives for Preservation of Values 45 Possible Solutions to the Problem of Preserving the Silverton Branch 46 I Non-Federal 46 Federal 46 I Reconunendations 49 I. Suggestions for Development and Interpretat ion 51 Developments in the Canyon 51 Interpretation 52 I Photographs I Topographic Map I I I I BACKGROUND OF THE STUDY Between 1870 and the first decade of the 20th century7 a vTeb of hundreds I of miles of three-foot gauge railroad lines connecting the mountain mining I districts of western Colorado with Denver and other cities just east of the Rockies were constructed by several companies. A few of these narrow gauge I lines were later converted to standard gauge, but as mines were worked out and I highways improved, many narrow gauge lines were abandoned. With their aban­ donment, internationally famous engineering features and scenic attractions I such as the Georgetown Loop, Toltec Gorge, and the Curecanti Needles either I disappeared or became inaccessible to the public. Following \vorld War II there came a great increase of interest in the I history of railroads and the preservation of relics of the fast vanishing steam locomotive era. The abandonment of such lines as the Rio Grande Southern I. narrow gauge from Durango to Ridgeway, Colorado via Lizardhead Pass, Ophir, and Telluride occasioned numerous requests through members of Congress and I. newspaper editorials that the National Park Service take steps to preserve an important section of the rapidly disappearing narrow gauge railroad. At that I time, July 1952, the National Park Service took the position that the Rio I Grande Southern had regional rather than National significance; and since the Denver and Rio Grande Western Railroad bad trackage on its Silverton branch I line where it ran a tri-weekly round trip, the solution to that problem should I be sought on a state or local level. Meanwhile, the last truly first class, through-passenger train on narrow gauge-.. the D&RGW's "San Juan," running from I Alamosa, Colorado to Durango and return--ceased operations early in 1951. I The narrow gauge lines of the D&RGW Railroad in Alamosa, Conejos, Archuleta, La Plata, and San Juan Counties, Colorado; and Rio Ariba and I I I • I San Juan Counties, New Mexico are now the last surviving sections o~ regularly operating three-foot gauge railroads in the United States. A field investi- I gation of these lines was made during October 1958 by Regional Chief of Boundary I Studies David L. Hieb, accompanied by Historian Ray H. Mattison. A special I. excursion train from Alamosa, Colorado to Durango and Silverton and return, on those dates, enabled them to cover 245 of the 300 miles of surviving trackage. I The Preliminary Investigation Report, Denver and Rio Grande Western I Narrow Gauge Railroad, Colorado, February 20, 1959, based on the above field observations and other information drew the following conclusions: I 1. That narrow gauge railroads were a significant phase of the development of travel and communication in the United States. And, that the narrow gauge reached its peak development and made its most significant contributions to I history in the high mountain regions of Colorado. 2. That of the remaining 300 miles of regular operating narrow gauge railroad, the Durango to Silverton line is most significant, suitable, and adaptable to preservation as a notable operating example of this historic medium. And, that it represents the last chance for such preservation. 3. That the scenic and wilderness attractions visible and accessible from this railroad line are notable, of probable national significance, and contribute to I the area. 4. That the unique combination of colorful and significant historical asso­ I ciations with surroundings of notable scenic and recreational appeal on the Durango to Silverton line makes preservation and continued seasonal operation I of the line as a unit of the National Park System worthy of full consideration. 5. That full scale studies to confirm or amend the foregoing conclusions were I desirable and justified. Moreover, it recommended, "That a full scale study of the D&RGW Railroad I from Durango to Silverton be initiated to obtain reasonably complete information I on its historic, scenic, scientific, and recreational resources and the merits of the case for its addition to the National Park System." This recommendation I was approved by Associate Director Scoyen on August 12, 1959. I 2 I I. I As the result of a meeting between Regional Director Howard w. Baker and Vice President R. K. Bradford of the D&RGW Railroad Company on October 7, 1959; I the railroad agreed to cooperate with the National Park Service in further studies of the Durango to Silverton line. I On October 19 and 20, Regional Chief of Boundary Studies Hieb visiteC:. the I railroad's headquarters in Denver where Passenger Traffic Manager H. F. Eno, Messrs. J. Bert Byars, and H. A. Phillips of the Engineering Department; I Theodore White of the Legal Department; and others assisted him in assembling I· data relating to the Durango to Silverton Branch. On October 21, r~. Hicb traveled to Durango with Division Engineer A. C. Black; and on the ti.,ro follow--· I ing days, accompanied by Narrow Gauge Roadmaster Gene Harden, they inspected I the entire line from Silverton to Durango, traveling i""l an open motorcar vhich permitted unrestricted views of the right-of-way and its surroundings and in-· numberable stops for their inspection and the taking of photographs. I The Denver Post, on December 4, 1959, headlined an announcement that: I "The Helen Thatcher White Foundation, a non-profit institution established to preserve historic assets of the state, bas agreed to buy the 45-mile l ine, its equipment and properties from the Denve~: I and Rio Grande Western Railroad for $250,000. "The Helen Thatcher White Foundation bears the name of one of I. its co-founders, the wife of William M. White, Pueblo banker) in­ dustrialist, and rancher. Mrs. White is a daughter of Mahlon D. I Thatcher, pioneer Pueblo banker, financier, and philantbrop~st. "Trustees of the foundation are Mr. and Mrs. White; I'-1ahlon D. Thatcher; Frank A. Kemp, president of the Great TtJestern Sugar I Company; Benjamin T· Paxon, mining and banking executive: and member of the Colorado Racing Commission; Palmer Hoyt 1 editor and publisher of The Denver Post; Floyd K. Haskell, Denver attorney; Arthur I· Ballantine, publisher of the Durango Herald News and Cortez Sen~inel; and A. M. Camp, former president of the Durango First National Bank. I "Purchase of t~e line by the foundation must be approved by the Interstate Commerce Commission in Washington. Neither railroad nor foundation officials would predict the length of time necessarJr to I 3 I ---------------------------------------------------------------- ---- I I 'bbtain ICC approval and final transfer of the line.