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THE PARKVILLE PIKE
A Hypothetical Branch of the Denver, South Park & Pacific Railroad |
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| Historical Perspective | The High Line | C & S Time Table |
| Locomotive Roster (Partial) | References | |
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THE PARKVILLE PIKE
A Hypothetical Branch of the Denver, South Park & Pacific Railroad |
|
|---|
| Historical Perspective | The High Line | C & S Time Table |
| Locomotive Roster (Partial) | References | |
I chose to model the Denver, South Park & Pacific Railroad through Summit County, focusing on that portion over Boreas Pass to Breckenridge and Frisco. My interest in this prototype road was piqued by living in Frisco and have hiking, mountain biking, and skiing over much of the route. Even though my eventual layout will have many freelanced aspects, what it depicts is rooted in history. In my research I discovered a proud railroad that never found a battle it could not manage to lose. This is the story of iron rails over, around, and through high mountains; and the giants that built them, in this case, John Evans, William Palmer, and Jay Gould.
I'm not James Michener, so I'm not going to start this historical narrative of a single railroad in the Centennial State at the creation of the universe. Let's save some verbiage and just say that in the beginning God created gold and silver ores and hid them in the Colorado Rockies. Prospectors discovered the ores and established mines, mining camps, and mining towns. Thereby hangs a dilemma: How to get supplies in and the ore out. Only railroads could provide the cheap transportation required by the mining industry.
Denver and the Colorado Rockies were bypassed by the Union Pacific transcontinental route. This left the door open for smaller Colorado railroads. During the 1870s, three railroads were established to serve the Colorado Rockies. William Palmer's (Quaker, Civil War General, and founder of Colorado Springs) Denver and Rio Grande (D&RG), headquartered in Colorado Springs, went south from Denver toward El Paso TX. W. A. H. Loveland's Colorado Central, run out of Golden, started up Clear Creek Canyon toward Black Hawk and Georgetown. Finally, there was the Denver, South Park, and Pacific (DSP&P) railroad, organized by former Governor John Evans (who also founded Northwestern University in Evanston IL) on June 14, 1873. This was the single road headquartered in Denver. The fates of these three railroads were forever intertwined. The D&RG was the South Park's bitter rival. The South Park was eventually combined with the Colorado Central (among others) to form the Colorado and Southern.
The DSP&P Articles of Association described an ambitious plan:
From the City of Denver to Morrison at the Bear Creek Canon and also to and through the Platte Canyon and on the most feasible route to the South Park and thence to or near the town of South Park and to the Salt Springs - thence across the valley of the Arkansas River and through the Poncha Pass and across the San Luis Valley to or near the Town of Del-Norte and thence by the most feasible route to the San Juan mining districts in South Western Colorado -- to be extended thence to the Pacific Ocean - with branches to Morrison - also to Summit County to be extended via the Middle Park to the Pacific Ocean - also to Dudley, and Horse Shoe, and to the head of the Arkansas Valley in Lake County in said Territory - to be located in divisions, after careful survey [Chappell, et al., 1974].
Reality was much different. Not only did the DSP&P never reach the ocean, but, even at its greatest geographical extent, it never got as far as the San Juan mining districts. In fact, the DSP&P did not reach Morrison, just outside of Denver, until the summer of 1874. Local stone and lime quarries provided enough business to pay the bills, but the DSP&P was really known for hauling summer excursions of Sunday School children.
The discovery of silver at Leadville in the late 1870s provided the impetus behind a renewed Colorado railroading boom. Despite already having reached through the Platte Canyon to Bailey in South Park by 1878, the DSP&P was beaten in the "race" to Leadville by the D&RG. The "Treaty of Boston," brokered by Jay Gould in February 1880, freed the Rio Grande to build toward Leadville. It had been stymied in its drive south by the Santa Fe Railroad. The D&RG gave up rights to build south over Raton Pass toward El Paso TX in exchange for the right to build west through the Royal Gorge. By the end of 1880, the Rio Grande extended through Salida and up the Arkansas to Leadville. Meanwhile, the South Park had started its drive for Leadville while the D&RG was still battling the Santa Fe over the Royal Gorge and arrived in the Buena Vista area ahead of the D&RG, but soon lost momentum. Wanting to head toward Gunnison and the San Juan gold fields, the DSP&P was deeply involved in building the Alpine tunnel under the Continental Divide west of Nathrop. As a result, in 1880, the DSP&P rented trackage rights on the D&RG line between Buena Vista and Leadville in return for an agreement by the D&RG not to build a parallel line to Gunnison for any business they developed there.
The Union Pacific (UP) under Jay Gould understood that it could not exist on transcontinental traffic alone. It needed feeder lines to provide traffic on the transcontinental line. Gould was the "one of the most power-mad Robber Barons of the Gilded Age, a man known as the Mephistopheles of Wall Street, variously described as being a double-crosser, dishonest, amoral, and rapacious." [from Brown, 1977]. Frustrated in his attempt to wrest control of the D&RG from Palmer, Gould turned his attention to the DSP&P and bought stock. When Gould obtained a controlling interest, the DSP&P became a subsidiary of the Union Pacific. At the beginning of 1881, the UP announced that although the DSP&P was still technically separately incorporated company, it would be operated as the South Park Division of the Union Pacific. The result of these financial dealings was that, in addition to having lost the race to Leadville to the D&RG, the DSP&P also managed to lose the race to Gunnison. Palmer took the position that control of the DSP&P by the UP violated the "Tripartite Agreement" and liberated him to move into the Gunnison area since his (the D&RG) deal was with the DSP&P, not the Union Pacific. The D&RG beat the DSP&P to Gunnison by a year.
Even before the UP take over, the DSP&P planned a branch line from Como in South Park over Boreas Pass into the Valley of the Blue. Its purpose was to reach the Keystone and Montezuma silver areas. Construction of the branch began in October of 1882, shortly after the UP gained control. The branch reached Dillon, 30.7 miles from Como, in December of 1882 and made the turn from Dickey toward Keystone in January 1883. Meanwhile, no sooner had the D&RG reached Leadville when they laid track over Fremont Pass and down the Ten Mile Canyon to Dillon for the same purpose. The D&RG reached Dillon on December 7, 1882. The D&RG had beaten the DSP&P for a third time.
Absentee ownership by the Union Pacific was driving the DSP&P into the ground. The UP raised freight rates to such a level that the DSP&P lost the Leadville freight business to the rival D&RG. However, the DSP&P was still obligated to pay the D&RG $10,000 yearly in trackage rights, an amount the D&RG refused to lower. Rather than continue to share track, in 1883 the UP launched construction of a new DSP&P track from Dillon/Dickey up the Ten Mile Canyon and over Fremont Pass to Leadville. This new Ten Mile Canyon route would cut the Denver - Leadville distance by 21 miles. Since the D&RG already had track through the Ten Mile Canyon, they threw up every physical and legal obstacle they could think of to block the new DSP&P track. One court ordered the DSP&P to stay at least 50 feet away from the D&RG track, almost impossible in the narrow canyon. This led to a tricky switchback above the town of Kokomo. Regular passenger service was finally established over the Summit County route in September 1884.
Financial problems at the UP led to a preoccupation with transcontinental woes and neglect of the feeder lines such as the DSP&P. The UP corporate view was best expressed by Charles Francis Adams, Jr., hired in June 1884, as a "reform" President for the UP.
The chief source of revenue of the road was in carrying men and material into Colorado to dig holes in the ground called mines, and until it was discovered that there was nothing in those mines the business was immense. That was the famous mining boom of Colorado - for it was famous at the time - when every one was crazy. While the craze lasted, the railroad did a magnificent business. When it broke down, and these mines and villages were deserted - and they stand there deserted today - of course the business left the road. It was the same with all the Denver and Rio Grande as well as the South Park. [Chappell, et al., 1974]
The Leadville boom had ended and the South Park failed to earn its bond interest in any year after 1883. So in August 1889, the UP foreclosed on the DSP&P and sold it to a new corporation, the Denver, Leadville & Gunnison (DL&G) Railway Company, which was also owned by the UP. The South Park became a wholly owned subsidiary of the UP.
The Panic of 1893 caused many of the Colorado railroads to go into receivership. When they emerged, it was often by consolidation with others. The UP was not exempt and declared bankruptcy in October 1893. Shortly thereafter, the UP receivers foreclosed on the DL&G. The courts appointed Frank Trumbull as receiver of the DL&G in August 1894. In December 1898, the Colorado and Southern ("Crooked and Slow") (C&S) Railway Company was incorporated. This system included the old Colorado Central, the Denver Pacific, the Kansas Pacific, the DL&G, and the Denver and Fort Worth. The slogan "The Colorado Road" appeared on the first stationery of the C&S. Trumbull continued to run the C&S during this period. Under him, the South Park made a semi-recovery. Operating expenses were kept low and capitol improvements were made. Ten years later the Burlington Railroad purchased the Colorado and Southern and Trumbull retired. Without Trumbull, the South Park entered a period of long and steady decline.
In 1911 rail service to Summit County was interrupted. The C&S cut service over Boreas Pass between Dickey and Como, claiming that the cost of maintaining the High Line was too great. The Railroad Commission disagreed and ordered the C&S to "reinstate daily through passenger trains each way and freight service each way three times per week over the South Park Line on or after January 1, 1912" [Gilliland, 1984]. The C&S took the case to the U.S. Supreme Court, which, in January of 1913, upheld the Railroad Commission on every count. Service was resumed on January 24, 1913. Meanwhile, the D&RG quietly discontinued service on its Blue River branch in 1911 and formally abandoned its line in 1923.
| 1873 | Denver, South Park & Pacific Railroad spearheaded by former governor John Evans. |
| 1881 | The Union Pacific gained control of the DSP&P. DSP&P launched service to Summit County. |
| 1889 | A bankrupt South Park line, placed into receivership in August, emerged as the Denver, Leadville & Gunnison (D&LG) Railway, still controlled by the Union Pacific. |
| 1894 | D&LG placed in receivership as part of Union Pacific financial crisis. |
| 1898 | Colorado and Southern (C&S) Railway Company organized when investment group pruchased D&LG and other lines. C&S ran Summit County route until 1937. |
When the first DSP&P train pulled into Breckenridge on August 7, 1882, it marked passage over the 11,482 foot Boreas Pass meaning the South Park became the nation's highest narrow-gauge railway. Railroad authority Gordon S. Chappell described the DSP&P: "Its extremely arduous routes made it the most scenic narrow gauge railway that ever ran in the Colorado Rockies." However, he also termed the DSP&P as "poorly surveyed, poorly engineered, poorly financed" and stood as "a streak of rust from end to end." [From Gilliland, 1980]. The High Line District required the most engines and crews, and had the most difficult operating conditions of any of the three DSP&P districts (the others were the Platte Canyon and the Gunnison). The High Line had 63.83 miles of track between Como and Leadville. There were 435 curves. The longest stretch of straight track was 1.6 miles. Perils on the High Line included runaways caused by steep grades, ice glazed track and primitive braking systems; avalanches and snowslides; fires on wooden bridges and trestles; fallen rocks loosened by the Spring thaw; and, above all, the strong wind and cold temperatures which made routine maintenance an adventure six months out of the year. Because of these, passenger trains were forbidden to exceed 22 miles per hour in Summit County. Freights had to crawl along less than 12 miles per hour.
Despite the impossible odds, the High Line provided service for over 50 years and deposited the daily mail at the nation's highest Post Office atop the Continental Divide at the summit of Boreas Pass. In 1909, the stone engine house burned down. A wye at the top of the summit replaced the ruined turntable. Boreas Station itself burned in 1934. Despite the ownership changes already outlined, the High Line hung on, serving Summit County until 1937.
Passenger Service. The South Park normally had but one daily passenger train between Denver and Leadville (see the C&S Time Table). Most of the year a single coach was ample. During the summer, one or two extra coaches would be used and cut off at Grant or Como in South Park. Head end business varied too; sometimes a full express and at other times a combined baggage and Railway Post Office (R.P.O.). At times, the night train was also a passenger run, but most of the time it was mixed or pure freight. Moguls were used as motive power for the passenger trains. The passenger runs were competitive with the D&RG in time (9 hours and 15 minutes, Denver to Leadville, versus 10 hours) but not in service where the standard gauge D&RG had the advantage with diners and Pullmans. In 1931 passenger service was reduced to three times a week. The final runs were in April 1937.
Freight Traffic. Initially, the High Line hauled precious gold and silver ore, along with lumber supplies to Denver. Returning, cars were filled with beans, hardtack (and hard liquor), bacon, laces, fine linens, and other luxuries for Summit County. As time went on and mining accounted for dwindling revenue, it had to be replaced with low-revenue items such as livestock, lumber, hay, and the like. These were costly to haul and required a lot of handling. Contributing to the high cost of freight operations was the large proportion of engine mileage "running light", e.g., for helper engines.
Between 1878 and 1880, the DSP&P acquired 19 of the 2-6-6T Mason "Bogies" from the William Mason Machine and Locomotive Works in Taunton, MA. These were specially designed with low drivers and low centers of gravity for heavy service on steep grades and hairpin curves. In the early 1880s, 2-6-0 Moguls from Brooks and from Cooke were added to the inventory, as were 2-8-0 Consolidations from Cooke. Due to the frequent changes in ownership and road names, many of the engines were renumbered up to four times (original DSP&P, by the UP, by the DL&G, and again by the C&S). Beginning at the turn of the century, Moguls Nos. 4-10 were rebuilt increasing tractive power. These became very good passenger engines. Engines 37 to 56, the 1884 Cooke Consolidations became the freight workhorses.
In its first report to the Board of Equalization as of the end of 1899, the C&S listed 66 narrow gauge engines. It also had 1362 narrow gauge cars. This included 566 box cars, 70 flat, 14 stock, 637 coal, 33 refrigerators, 4 tool, 5 wrecking, 11 outfits, a rotary plow, a Jull plow, a piledriver, 4 flangers, and 15 cabooses. The DL&G contributed 25 passenger cars (plus two "Official" cars) to the C&S.
In March 1889, the DSP&P took delivery of the revolutionary Leslie rotary snowplow designed by the Cooke Locomotive Works. The rotary plow was pushed up the steep grades of Boreas Pass by up to five locomotives, the last one backward to retrieve the others when stuck. The rotary had only one weakness: It did fine on pure snow, but working in slide debris containing boulders and trees created havoc on the blades. Hence, "prospecting" crews needed to be sent ahead of the snowplow to dig out trouble spots by hand.
In addition to Breckenridge, Dillon, and Frisco, the DSP&P served several Summit County towns and mining camps no longer in existence.
Boreas, located at the summit of Boreas Pass at 11,488 feet, was the home of the only U. S. Post Office straddling the Continental Divide. It was established January 2, 1896 and closed January 4, 1905. Boreas also had a large, five-room, one and hone-half story log section house, a stone engine house (built in 1884) with turntable, the station, a huge coal bin, and a 9,156-gallon water tank. There were also a 600-foot long snowshed at the summit covering the tracks to the depot and 190 feet of snow fencing.
Farnham reigned as a miniature kingdom high in the McBarnes Mining District, eight and one-half miles above Breckenridge and only a mile below the Continental Divide. The town occupied a splendid site in an open park on Bald Mountain's south slope. W. H. Farnham built a spacious sixteen-room summer resort hotel, with large parlor, dining hall, and porches with killer views of Baldy, Lincoln, Hoosier, Silverheels, and Pacific peaks. Although Farnham tried to promote the town as a resort, it survived as an adjunct to the 7:40 and Warrior's Mark Mines. Calvin H. Pike once operated the Farnham general store, owned a mine, served as railway ticket and express agent, acted as postmaster in 1885, and worked at the 7:40 Mine as local rail agent. For all his trouble, his home was destroyed by the railroad spraying hot cinders and causing it to catch fire. Farnham, developed in 1884, had 50 residents by 1885. The town served as a rail stop through 1906.
Bakers Tank was a 9,305-gallon water tank. Water was even more crucial to railroad operations than coal. There were generally three stops for water for every stop for coal. Bakers Tank was the only tank between Boreas Pass and Breckenridge. It could dispense water at a rate of 300-400 gallons per minute. The 350-foot Bakers Tank siding served nearby Bald Mountain mines including the Mountain Pride Mine.
Conger's Camp (Argentine) was launched by Sam Conger who discovered the nearby Diantha Lode. The silver "blanket" veins in the Boreas area proved a geological curiosity and the horizontal fissures just beneath the grass roots looked rich but also played out quickly. Before the rails arrived in 1882, the Spottswood and McClellen Stage Line serviced Conger's Camp. The DSP&P actually passed three quarters mile away. In the early 1880's, Conger's was a vibrant community with a post office, sawmill, fifteen-stamp ore mill, several stores, and 30-40 houses. After the ore played out, Conger's continued as a lumber camp. The post office, re-named Argentine after the nearby peak, closed on October 22, 1883.
Wakefield - 0.8 miles road miles above Breckenridge. Site of Gold Pan Trestle 158 feet long and 16 feet high. Five spurs (including Pittsburg, Washington, and Mayo Spurs) served Wakefield mines. The railroad then looped around Little Mountain
Breckenridge was the Summit County seat and central mining town. Reuben J. Spaulding discovered Gold in the Blue River just below the Breckenridge town site in August 1859. Breckenridge was named for John Cabell Breckinridge, Vice President under Buchanan, in hopes that the name might earn them a post office. It worked and a post office was opened in 1860. Later when Breckinridge was found to be a Southern sympathizer during the Civil War, the town named was changed with an "e" substituting for an "i". By 1862, Breckenridge residents thought that their town should be county seat instead of Parkville. One night, aided by a full moon, they "relocated" the county records and Breckenridge became seat of Summit County.
Braddocks was located three miles north of Breckenridge across the highway from today's Summit Motor Lodge. "Broncho" Dave Braddocks, the town's patriarch, ran an 1880's stage line, operated a stable, brewed a popular temperance beer sold all over the county, cultivated a mountain garden-truck farm at 9,640 feet (covered against frost at night) and staged lavish parties in his first-class hall, built in 1882. Braddocks became a DSP&P station in 1884 (fare from Denver: $9.80) and had a post office serving the mining camps above. These mines used Braddocks as a freight station, delivering processed ore to the railway there.
Valdora became a thriving camp in 1907 located a half mile up the Swan River from its confluence with the Blue. The Colorado Gold Dredging Company contracted with Milwaukee's Bucyrus Company to build two new electric dredges on-site beside the lower Swan River. In March 1907, the Colorado Dredging Company superintendent Tuttle oversaw construction of an "immense" boardinghouse and bunkhouse at Valdora. A railroad spur traveled the half-mile from the Colorado & Southern main track. The town's boardinghouse became the scene of merry dances with a bounteous midnight supper to cap the fun for Breckenridge's high-spirited young. Valdora was a victim of its own success. The town site eventually inundated by dredge tailing deposited by the gold dredges built there.
Dickey was a railroad town located six miles north of Breckenridge near today's Farmers Korners. Earlier called Placer Junction, Dickey had a 20-foot by 63-foot depot/freight house, a 47,500-gallon water tank, a pump house, a large wye, a three-stall railroad roundhouse and a substantial coaling station. Dillon Reservoir waters now submerge the site of Dickey. Mary Cluskey Ruth, longtime Summit resident born in Breckenridge in 1902, lived on her family's ranch at Dickey. The Cluskey children tramped to school in Dillon across land now underwater and caught the afternoon train back to Dickey after school.
Dillon was originally sited at the confluence of the Blue, Snake, and the Ten Mile Rivers. Ranching was the primary lifestyle, although there was some mining nearby. Trade was also important as several wagon routes converged at Dillon. Dillon shifted its location to be on the rail line to Keystone. It had a 24 by 80-foot frame depot servicing both the DSP&P and the D&RG, a bunkhouse and freight office.
Keystone served as the Snake River Valley railhead. It had a depot for the town's sawmill products and Montezuma Mining District silver ores. Passenger fare to Denver was $10.75. The DSP&P locomotives made a Y-turn here in a large meadow switching area called Jackstraw Flats (terminus of "jack" or burro trails). The train navigated the turn-around, then left the depot. Today, the depot is part of the Keystone Equestrian Center (since moved) and the Keystone Center for Continuing Education restoration project.
Frisco was founded by Capt. Henry Learned in the early 1850s. Before the coming of the railroads, Frisco gained the distinction of being the "Half-Way Stop" on the wagon routes between Georgetown and Leadville. Frisco was initially served by the D&RG, starting in the summer of 1882. It granted the D&RG a 40-foot wide right of way between Main and Galena Streets and 20 acres for a depot and work area. The DSP&P reached Frisco a year later roughly following today's bicycle path. The DSP&P depot was below Mt. Royal. John Hathaway and Joe Lampkin owned and operated nearly 50 coke ovens near Ophir Mountain just south of Frisco. Much of Summit County had been stripped of forest. In addition to that needed by the mines, the railroads needed wood. It took 3,000 ties for every mile of railroad track. Both locomotives and smelters needed coke.
Curtin was named for railroad section man, Bill Curtin. It was located in the Ten Mile Canyon about 1.9 miles south of Frisco. It served as the transportation center for the King Solomon, Excelsior, Mary Verna, and North American mines. Curtin had a boardinghouse and homes. Old brick foundations remain from the town's coal-fired compressor. A tramway served mines above.
Wheeler was primarily a farm and ranch trading center. Judge John S. Wheeler grew hay to graze his cattle. Several sawmills also operated in the Wheeler area.
Kokomo, named after the city in Indiana, was the site of several silver strikes. One claim, the Dead Man Claim, was supposedly found when a miner dug a grave to bury a friend. Kokomo was the hub of the mining activity and camps in the upper Ten Mile canyon area.
Robinson was one of the silver mining towns above Kokomo. Founded by George Robinson who headed the Robinson Consolidated Mining Company. He was elected Lieutenant Governor of Colorado in 1880, but died within a month of the election. One evening he made a surprise tour of his mines. The guards, expecting trouble, not their boss, shot and killed him before he could identify himself.
Although never serviced by the railroad, Parkville was, for several years, "civilization" west of the continental divide in Colorado. In June 1860, gold was discovered in Georgia Gulch, 5 miles east of Breckenridge; and the town of Parkville sprang up. Within a year, 8,000 - 10,000 lived in and around Parkville. It became the county seat of Summit County which then encompassed the entire northwest portion of Colorado, and came within 11 votes of becoming the territorial capitol. Unfortunately, its heyday was short-lived. In 1862, the county records were stolen and moved to Breckenridge which then became the county seat. By the 1880's, the town was buried in its own tailings.
The winter of 1898-99 was known as the Winter of the Big Snow. Dry and warm through Thanksgiving, there was nothing to foretell what was coming. It starting snowing on the 27th of November and by the next morning five feet covered the ground. Snow continued to fall every day until the 20th of February. In Breckenridge, snow covered the second floor of taller buildings. Pedestrians used tunnels through the snow. Atop Boreas Pass things were worse. A chimney pipe was all that rose above the snow. The station entrance was a 20 foot snow tunnel. Drifts 40 to 50 feet high covered the track. Breckenridge and Summit County were blockaded for 79 days. Rail service was finally restored on April 24th. Crews had labored for 6 weeks, using the rotary plow pushed by up to 12 engines, to open Boreas Pass.
The most famous of the DSP&P legends is that of the circus elephants. When P.T. Barnum brought his much-heralded circus to Breckenridge, the circus train was unable to get up Boreas Pass. The elephants had to be unloaded, set to work at the back end as helpers, and used to push the train up three miles of the steepest track.
| WEST-BOUND | TIME TABLE #6 STATIONS | EAST-BOUND | ||||
|---|---|---|---|---|---|---|
| 81 Mixed Lv Daily exc Mon | 71 Pass Lv Daily | Miles from Denver | June 10, 1908 | Station Nos. | 72 Pass Arr Daily | 82 Mixed Arr Daily exc Sun |
| 2:05 am | 1:35 pm | 88.2 | COMO | 547 | 12:55 pm | 5:40 pm |
| --- | --- | 90.9 | Peabodys | 591 | 12:46 | 5:28 |
| 2:30 | 1:57 | 93.9 | Half Way | 594 | 12:37 | 5:15 |
| 3:10 | 2:20 | 98.7 | BOREAS | 599 1/2 | 12:20 | 4:50 |
| 3:16 | 2:24 | 99.9 | Farnham Spur | 5100 | 12:14 | 4:27 |
| 3:20 | 2:26 | 100.8 | Dwyer Spur | 5101 | 12:09 pm | 4:15 |
| --- | --- | 102.0 | Bakers Tank | 5103 | --- | 3:55 |
| 3:32 | 2:35 | 103.7 | Argentine | 5104 | 11:54 am | 3:30 |
| --- | --- | 105.3 | Pittsburg Spur | 5105 | --- | 3:15 |
| --- | --- | 105.9 | Washington Spur | 5106 | --- | 2:55 |
| 3:43 | 2:44 | 106.5 | Mayo Spur | 5107 | 11:41 | 2:44 |
| --- | --- | 108.4 | Smith Spur | 5108 | --- | 2:00 |
| --- | --- | 108.7 | Puzzle | 5109 | --- | --- |
| 4:00 | 2:55 | 110.0 | Breckenridge | 560 | 11:25 | 1:40 |
| --- | --- | 111.1 | Bartholomew | 561 1/2 | --- | 1:26 |
| 4:10 | 3:04 | 113.3 | Braddocks | 5113 | 11:15 | 1:18 |
| 4:25 | 3:13/3:33 | 116.4 | DICKEY | 563 | 11:07/10:47 | 1:00/12:40 |
| 4:35 | 3:44 | 119.9 | Frisco | 5120 | 10:39 | 12:22 |
| 4:45 | 3:50 | 122.0 | Curtin | 5122 | 10:33 | 12:10 pm |
| 5:05 | 4:03 | 126.1 | Wheeler | 5126 | 10:22 | 11:55 am |
| 5:45 | 4:27 | 132.8 | Kokomo | 568 | 10:02 | 11:25 |
| 5:55 | 4:34 | 134.6 | Robinson | 5135 | 9:54 | 11:15 |
| --- | --- | 135.9 | Buffers Spur | 5136 | --- | --- |
| 6:10 | 4:48 | 137.4 | CLIMAX | 571 | 9:45 | 11:00 |
| --- | --- | 138.0 | Wortmans | 5138 | --- | --- |
| 6:37 | 5:11 | 144.8 | Birds Eye | 5145 | 9:20 | 9:50 |
| --- | --- | 149.9 | L.M.B. Jnct | 5150 | --- | --- |
| --- | --- | 150.4 | D&RG Xing | --- | --- | --- |
| 7:00 am | 5:30 pm | 151.1 | Leadville | 574 | 9:00 am | 9:05 am |
| Arr | Arr/Lv |
|
|
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Arr/Lv | Arr/Lv |
| DSP&P No | C&S No | Type |
|
|---|---|---|---|
| 1 | --- | 2-6-0 | FAIRPLAY from Dawson & Baily; 1874-1887 |
| 2 | --- | 4-4-0 | PLATTE CANYON from Dawson & Baily; 1874-1890 |
| 3 | --- | 2-6-6T | ORO CITY from Mason; 1878-1890 |
| 4 | --- | 2-6-6T | SAN JUAN from Mason; 1878-1889 |
| 5 | --- | 2-6-6T | LEADVILLE from Mason; 1878-1889 |
| 6 | --- | 2-6-6T | TENMILE from Mason; 1879-1890 |
| 7 | --- | 2-6-6T | GUNNISON from Mason; 1879-1890 |
| 8 | --- | 2-6-6T | LAKE CITY from Mason; 1879-1890 |
| 9 | --- | 2-6-6T | KENOSHA from Mason; 1879-1886 |
| 10 | --- | 2-6-6T | GRANITE from Mason; 1879-1890 |
| 11 | --- | 2-6-6T | OURAY from Mason; 1879-1890 |
| 12 | --- | 2-6-6T | COMO from Mason; 1879-1890 |
| 13 | --- | 2-6-6T | RUBY from Mason; 1879-1890 |
| 14 | --- | 2-6-6T | TWIN LAKES from Mason; 1879-1894 |
| 15 | --- | 2-6-6T | BRECKENRIDGE from Mason; 1879-1894 |
| 16 | --- | 2-6-6T | EUREKA from Mason; 1879-1894 |
| 17 | --- | 2-6-0 | From Baily; 1879-1889 |
| 18 | --- | 2-6-0 | From Baily; 1879-1889 |
| 19 | --- | 2-6-0 | From Baily; 1879-1889 |
| 20 | --- | 2-6-6T | SILVERTON from Mason; 1879-1894 |
| 21 | --- | 2-6-6T | PITKIN CITY from Mason; 1879-1894 |
| 22 | --- | 2-6-6T | CRESTED BUTTE from Mason; 1879-1894 |
| 23 | --- | 2-6-6T | GRANT from Mason; 1880-1894 |
| 24 | 1 | 2-6-6T | BUENA VISTA from Mason; 1880-1899 |
| 25 | --- | 2-6-6T | ALPINE from Mason; 1880-1894 |
| 26 | --- | 2-6-6T | RICO from Mason; 1880-1894 |
| 27 | --- | 2-6-6T | ROARING FORK from Mason; 1880-1894 |
| 28 | --- | 2-6-6T | DENVER from Mason; 1880-1894 |
| --- | 15 | 2-6-0 | From Brooks; 1885-1902 |
| --- | 16 | 2-6-0 | From Brooks; 1892-1902 |
| --- | 14 | 2-6-0 | From Brooks; 1881-1902 |
| 29 | 21 | 2-6-0 | From Brooks; 1882-1923 |
| 31 | 2 | 2-6-0 | HILL TOP from Brooks; 1882-1902 |
| 33 | 3 | 2-6-0 | WEBSTER from Brooks; 1882-1902 |
| 34 | 17 | 2-6-0 | ALMA from Brooks; 1882-1900 |
| 35 | 22 | 2-6-0 | DILLON from Brooks; 1882-1927 |
| 36 | 18 | 2-6-0 | From Brooks; 1882-1900 |
| 37 | 19 | 2-6-0 | From Brooks; 1882-1902 |
| 38 | 20 | 2-6-0 | CHIHUAHUA from Brooks; 1882-1902 |
| 39,40 | 4,5 | 2-6-0 | From Cooke; 1884-1934, -39 |
| 69-74 | 6-11 | 2-6-0 | From Cooke; 1884-1918 to 39 |
| --- | 12 | 2-6-0 | From Cooke; 1884-1923 |
| --- | 13 | 2-6-0 | From Cooke; 1884-1923 |
| 50-52 | 30-32 | 2-8-0 | From Baldwin; 1880-1901 to 1921 |
| 53 | --- | 2-8-0 | From Baldwin; 1880-1898 |
| 54-57 | 33-36 | 2-8-0 | From Baldwin; 1880-1900 to 1914 |
| 41-49 | 37-45 | 2-8-0 | From Cooke; 1883-1914 to 1927 |
| 58-68 | 46-56 | 2-8-0 | From Cooke; 1883-1918 to 1927 |
Aldrich, John K., Ghosts of Summit County, Lakewood: Centennial Graphics, 1986.
Brown, Dee, Hear That Lonesome Whistle Blow, New York: Holt, Rinehart, and Winston, 1977.
Chappell, Gordon, R. W. Richardson, and C. W. Hauck, The South Park Line Colorado Rail Annual No. 12, Golden: Colorado Railroad Museum, 1974.
Gilliland, Mary Ellen, Summit - A Gold Rush History of Summit County, Colorado, 2nd ed., Silverthorne: Alpenrose Press, 1980.
Gilliland, Mary Ellen, Frisco! A Colorful Colorado Community, Silverthorne: Alpenrose Press, 1984.
Gilliland, Mary Ellen, Breckenridge!, Silverthorne: Alpenrose Press, 1988.
Nicholls, Maureen, Gold Pan Mining Company and Shops, Breckenridge: Quandary Press, 1994.
Ubbelohde, Carl, M. Benson, and D. A. Smith, A Colorado History, 7th ed., Boulder: Pruett Publishing Company, 1995.