SELTENE Reisebroschüre - Denver & Rio Grande Western Railroad 1925 mit Karten DRGW RR

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Verkäufer: dalebooks ✉️ (8.797) 100%, Artikelstandort: Rochester, New York, US, Versand nach: WORLDWIDE und viele andere Länder, Artikelnummer: 305377516531 SELTENE Reisebroschüre - Denver & Rio Grande Western Railroad 1925 mit Karten DRGW RR.
RARE  Original Railroad Travel Brochure  
 
Outdoor Life in the Rockies 
Denver & Rio Grande Western Railroad 
1925

For offer - a very nice advertising brochure - booklet. Fresh from an estate in Upstate NY. Never offered on the market until now. Vintage, Old, antique, Original - NOT a Reproduction - Guaranteed !! Great color lithograph covers, Western scene with hunting / horses.  8 1/4" x 4 3/4" in over-sized color pictorial wrappers. 103 p., illustrations, introduction, index, maps. Titles continues - A little book of information for the vacation seeker, describing the most desirable recreation places in Colorado, Utah and New Mexico. C. 1925, Frank A. Wadleigh, passenger traffic manager, D&RGW RR. Filled with information on locations of where to camp from Denver to Grand Junction, from Pueblo to Durango, from Salida to Grand Junction, from Grand Junction to Ogden, etc. Includes pricing for train ride, hotel, and carriage drive at numerous places. Game laws offered for Colorado, Utah and New Mexico. On inside cover: See America. MISTAKE publication - a couple pages of duplication. In good to very good condition. Light wear to edges. Please see photos. If you collect postcards, 20th century history, transportation, train, camping, travel, Rocky Mountains,  etc., this is a nice one for your paper or ephemera collection. Combine shipping on multiple bid wins! 2540

The Denver & Rio Grande Western Railroad (reporting mark DRGW), often shortened to Rio Grande, D&RG or D&RGW, formerly the Denver & Rio Grande Railroad, was an American Class I railroad company. The railroad started as a 3 ft (914 mm) narrow-gauge line running south from Denver, Colorado, in 1870. It served mainly as a transcontinental bridge line between Denver, and Salt Lake City, Utah. The Rio Grande was also a major origin of coal and mineral traffic.

The Rio Grande was the epitome of mountain railroading, with a motto of Through the Rockies, not around them and later Main line through the Rockies, both referring to the Rocky Mountains.

The D&RGW operated the highest mainline rail line in the United States, over the 10,240 feet (3,120 m) Tennessee Pass in Colorado, and the famed routes through the Moffat Tunnel and the Royal Gorge. At its height in the mid-1880s, the D&RGW had the largest narrow-gauge railroad network in North America with 2,783 miles (4,479 km) of track interconnecting the states of Colorado, New Mexico, and Utah.[1] Known for its independence, the D&RGW operated the Rio Grande Zephyr until its discontinuation in 1983. This was the last private intercity passenger train in the United States until Brightline (formerly Virgin Trains USA) began service in Florida in 2018.

In 1988, the Rio Grande's parent corporation, Rio Grande Industries, purchased Southern Pacific Transportation Company, and as the result of a merger, the larger Southern Pacific Railroad name was chosen for identity.[2] The Rio Grande operated as a separate division of the Southern Pacific until 1992.[3] Today, most former D&RGW main lines are owned and operated by the Union Pacific Railroad while several branch lines are now operated as heritage railways by various companies.

History

Overview

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The Denver & Rio Grande Railway (D&RG) was incorporated on October 27, 1870, by General William Jackson Palmer (1836-1909), and a board of four directors. It was originally announced that the new 3 ft (914 mm) railroad would proceed south from Denver and travel an estimated 875 miles (1,408 km) south to El Paso via Pueblo, westward along the Arkansas River, and continue southward through the San Luis Valley of Colorado toward the Rio Grande.[4] Closely assisted by his friend and new business partner Dr. William Bell, Palmer's new "Baby Road" laid the first rails out of Denver on July 28, 1871 and reached the location of the new town of Colorado Springs (then the Fountain Colony) by October 21. Narrow gauge was chosen in part because construction and equipment costs would be relatively more affordable when weighed against that of the prevailing standard gauge. Palmer's first hand impressions of the Ffestiniog Railway in Wales buoyed his interest in the narrow-gauge concept which would prove to be advantageous while conquering the mountainous regions of the Southwest. Eventually the route of the D&RG would be amended (including a plan to continue south from Pueblo over Raton Pass) and added to as new opportunities and competition challenged the railroad's expanding goals.[5]

Feverish, competitive construction plans provoked the 1877–1880 war over right of way with the Atchison, Topeka and Santa Fe Railway. Both rivals hired gunslingers and bought politicians while courts intervened to bring settlement to the disagreements. One anecdote of the conflict recounts June 1879 when the Santa Fe defended its roundhouse in Pueblo with Dodge City toughs led by Bat Masterson; on that occasion, D&RG treasurer R. F. Weitbrec paid the defenders to leave. In March 1880, a Boston Court granted the AT&SF the rights to Raton Pass, while the D&RG paid an exorbitant $1.4 million for the trackage extending through the Arkansas River's Royal Gorge. The D&RG's possession of this route allowed quick access to the booming mining district of Leadville, Colorado. While this "Treaty of Boston"[5] did not exactly favor the purist of original D&RG intentions, the conquering of new mining settlements to the west and the future opportunity to expand into Utah was realized from this settlement.

By late 1880 William Bell had begun to organize railway construction in Utah that would become the Palmer controlled Denver & Rio Grande Western Railway in mid-1881. The intention of the D&RGW (aka the "Western") was to work eastward from Provo to an eventual link with westward bound D&RG in Colorado. This physical connection was realized near the Green River on March 30, 1883, and by May of that year the D&RG formally leased its Utah subsidiary as previously planned. By mid-1883, financial difficulties due to aggressive growth and expenditures led to a shake up among the D&RG board of directors, and General Palmer resigned as president of the D&RG in August 1883, while retaining that position with the Western. Frederick Lovejoy would soon fill Palmer's vacated seat on the D&RG, the first in a succession of post Palmer presidents that would attempt to direct the railroad through future struggles and successes. Following bitter conflict with the Rio Grande Western during lease disagreements and continued financial struggles, the D&RG went into receivership in July 1884 with court appointed receiver William S. Jackson in control. Eventual foreclosure and sale of the original Denver & Rio Grande Railway resulted within two years, and the new Denver & Rio Grande Railroad took formal control of the property and holdings on July 14, 1886 with Jackson appointed as president. General Palmer would continue as president of the Utah line until retirement (due to company re-organization) in 1901.[5]

Gallery

Baldwin's Montezuma, 1871, The first locomotive built for the Denver & Rio Grande. The Montezuma's design was used on the #4 locomotive at Disneyland, the Ernest S. Marsh, in addition to the four locomotives at Tokyo Disneyland.

 

D&RGW logo used 1908–1921

 

Denver & Rio Grande depot in Colorado Springs, Colorado.

Royal Gorge Route

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The D&RG built west from Pueblo reaching Cañon City in 1874. The line through the Royal Gorge reached Salida on May 20, 1880, and was pushed to Leadville later that same year. From Salida, the D&RG pushed west over the Continental Divide at the 10,845 feet (3,306 m) Marshall Pass and reached Gunnison on August 6, 1881. From Gunnison the line entered the Black Canyon of the Gunnison River passing the famous Curecanti Needle seen in their famous Scenic Line of the World Herald. The tracks left the increasingly difficult canyon at Cimmaron and passed over Cerro Summit, reaching Montrose on September 8, 1882. From Montrose, a line was laid north through Delta, reaching Grand Junction in March 1883. The line continued building west until reaching the D&RGW close to present day Green River which completed a narrow-gauge transcontinental link with the Rio Grande Western Railway to Salt Lake City, Utah.

The line from Pueblo to Leadville was upgraded in 1887 to three rails to accommodate both narrow-gauge and standard-gauge operation. Narrow-gauge branch lines were constructed to Chama, New Mexico, Durango, Silverton, Crested Butte, Lake City, Ouray and Somerset, Colorado.

The route over Tennessee Pass had steep grades, and it was not uncommon to see trains running with midtrain and rear-end helpers. In 1997, a year after the D&RGW/SP merger with Union Pacific, the UP closed the line. Although it has been out of service for nearly two decades, the rails are still in usable condition, though many of the signals have been ravaged by time and vandals. In 2011, under a federal Beautification Grant, a private contractor removed and scrapped the railroad's overhead signal pole lines.

Gallery

Unlike other lines with open observation cars for non first class passengers, the D&RGW operated theirs for an additional 25 cent charge. The cars were available during the summer months on both the Royal Gorge and the Black Canyon (Shavano) routes.

 

D&RGW train #1, The Royal Gorge, pictured on the 1960 timetable cover.

 

D&RGW's Royal Gorge at the bottom of the gorge with the suspension bridge above.

 

The train in the shadow of Colorado's highest mountain, Mount Elbert.

San Juan Extension

The D&RG also pushed west from Walsenburg, Colorado, over La Veta Pass (now "Old La Veta Pass") by 1877. At the time the 'Uptop' depot on Veta Pass, rising over 9,500 feet (2,900 m) in elevation, boasted the highest elevation for a narrow-gauge railroad. The railroad reached Alamosa by 1878. From Alamosa, a line was pushed south through Antonito eventually reaching Santa Fe, New Mexico (the Chili Line), and west as far as Creede, Colorado. A line containing one of the longest tangent tracks in U.S. railroading (52.82 miles or 85 kilometres) also linked Alamosa with Salida to the north. From Antonito a line was built over 10,015 feet (3,053 m) Cumbres Pass, along the Colorado-New Mexico border, reaching Durango, Colorado, in August 1881 and continuing north to the rich mining areas around Silverton in July 1882. A line was also constructed in 1902 as a standard-gauge line, perhaps in anticipation of possible standard gauging of the entire line, south from Durango, Colorado, to Farmington, New Mexico. Originally hauling mainly agricultural products and serving as a deterrent to the Santa Fe building up from the south, the line was converted to narrow gauge in 1923,[6] and later delivered pipe and other construction materials to the local oil and natural gas industry into the 1960s.

Portions of the Alamosa–Durango line survive to this day. The Walsenburg–Alamosa–Antonito line survives as the standard-gauge San Luis and Rio Grande Railroad, with passenger excursion trains service provided by the Rio Grande Scenic Railroad. Two narrow-gauge segments survive as steam railroads, the Antonito–Chama line as the Cumbres and Toltec Scenic Railroad and Durango–Silverton as the Durango and Silverton Narrow Gauge Railroad.

Rio Grande Southern Railroad connected to San Juan Extension in Durango and went through the western edge of San Juan Mountains to Ridgway, Colorado on Montrose–Ouray branch.

Tennessee Pass

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The D&RG built west from Leadville over 10,240 feet (3,120 m) Tennessee Pass in an attempt to reach the mining areas around Aspen, Colorado, before its rival railroad in the area, the Colorado Midland, could build a line reaching there. The D&RG built a line through Glenwood Canyon to Glenwood Springs, reaching Aspen in October 1887. The D&RG then joined with the Colorado Midland to build a line from Glenwood Springs connecting with D&RG at Grand Junction. Originally considered a secondary branch route to Grand Junction, the entire route from Leadville to Grand Junction was upgraded to standard gauge in 1890, and the original narrow-gauge route via Marshall Pass became a secondary route.

Gallery

D&RGW train at Tennessee Pass, circa 1910s or 1920s

 

D&RG roundhouse with 10 stalls and passenger depot in 1919 Sanborn map of Durango

 

The D&RGW Business Car 101 was originally built as a passenger car and converted to a business car at the Burnham shop in 1929 and is now restored as the Abraham Lincoln.

 

DRGW Alamosa Roundhouse, June 1967.

Denver & Rio Grande Western

Main article: Utah Division

The original Denver & Rio Grande Western Railway built a narrow-gauge line from Ogden, Utah via Soldier Summit, Utah to Grand Junction, Colorado. The railroad became the Rio Grande Western Railway in 1889 as part of a finance plan to upgrade the line from narrow gauge to standard gauge, and built several branch lines in Utah to reach lucrative coal fields. It was the railway which Gustaf Nordenskiöld employed to haul boxcars of relics from the Mesa Verde, Colorado, cliff dwellings, in 1891, en route to the National Museum of Finland. In 1901, the Denver & Rio Grande merged with the Rio Grande Western, consolidating in 1908. However, the railroad was weakened by speculators, who had used the Rio Grande's equity to finance Western Pacific Railroad construction. The United States Railroad Administration (USRA) took over the D&RG during World War I. In 1918 the D&RG fell into receivership after the bankruptcy of Western Pacific. The Denver & Rio Grande Western Railroad (D&RGW or DRGW) was incorporated in 1920, and formally emerged as the new re-organization of the old Denver & Rio Grande Railroad on July 31, 1921.[7]

Moffat Road

In 1931, the D&RGW acquired the Denver and Salt Lake Western Railroad, a paper railroad subsidiary of the Denver and Salt Lake Railroad, (D&SL) which had acquired the rights to build a 40-mile (64 km) connection between the two railroads. After years of negotiation, the D&RGW gained trackage rights on the D&SL from Denver to the new cutoff. In 1932, the D&RGW began construction of the Dotsero Cutoff east of Glenwood Springs to near Bond on the Colorado River, at a location called Orestod (Dotsero spelled backward). Construction was completed in 1934, giving Denver a direct transcontinental link to the west.[8] The D&RGW slipped into bankruptcy again in 1935. Emerging in 1947, it merged with the D&SL on March 3, 1947, gaining control of the "Moffat Road" through the Moffat Tunnel and a branch line from Bond to Craig, Colorado.

"Fast Freights" and the California Zephyr, 1950–1983

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Finally free from financial problems, the D&RGW now possessed a direct route from Denver to Salt Lake City (the detour south through Pueblo and Tennessee Pass was no longer required for direct service), but a problem still remained: for transcontinental service, the Union Pacific's more northerly line was far less mountainous (and, as a result, several hours faster). The D&RGW's solution was its "fast freight" philosophy, which employed multiple diesel locomotives pulling short, frequent trains. This philosophy helps to explain why the D&RGW, despite its proximity to one of the nation's most productive coal mining regions, retired coal-fueled steam locomotives as quickly as new, replacement diesels could be purchased. By 1956, the D&RGW's standard-gauge steam locomotives had been retired and scrapped. The reason for this was that unlike steam locomotives, diesel locomotives could easily be combined, using the diesels' multiple unit capabilities, to equip each train with the optimum horsepower which was needed to meet the D&RGW's aggressive schedule.

The D&RGW's sense of its unique geographical challenge found expression in the form of the California Zephyr, a passenger train which was jointly operated with the Chicago, Burlington and Quincy Railroad (CB&Q) from Chicago to Denver, the D&RGW from Denver to Salt Lake City, and the Western Pacific Railroad from Salt Lake City to Oakland, California (with ferry and bus connections to San Francisco). Unable to compete with the Union Pacific's faster, less mountainous route and 39-hour schedules, the California Zephyr offered a more leisurely journey – a "rail cruise" – with ample vistas of the Rockies. Although the California Zephyr ran at full capacity and turned a modest profit from its 1949 inception through the late 1950s, by the mid-1960s the train was profitable only during the late spring, summer, and fall. In 1970, Western Pacific, claiming multimillion-dollar losses, dropped out. However, the D&RGW refused to join the national Amtrak system, and continued to operate its share of the Zephyr equipment as the Rio Grande Zephyr between Denver and Salt Lake City. By 1983, however, citing continued losses in revenue, the D&RGW decided to get out of the passenger business altogether and join Amtrak. With this move, Amtrak rerouted the San Francisco Zephyr to the Moffat Road line and rebranded it as the current incarnation of the California Zephyr.

Even as the D&RGW exploited the best new standard-gauge technology to compete with other transcontinental carriers, the railroad continued to operate the surviving steam-powered narrow-gauge lines, including the famed narrow-gauge line between Durango and Silverton, Colorado. Most of the remaining narrow-gauge trackage was abandoned in the 1950s and 1960s. At the end of 1970 it operated 1,903 miles (3,063 km) of road on 3,227 miles (5,193 km) of track; that year it carried 7733 ton-miles of revenue freight and 21 million passenger-miles.

Two of the most scenic routes survived in operation by the D&RGW until they were sold to tourist railroad operators. The Cumbres and Toltec Scenic Railroad assumed operation of the line between Antonito, Colorado, and Chama, New Mexico, in 1970. The last D&RGW narrow-gauge line, from Durango to Silverton, was sold in 1981 to the Durango and Silverton Narrow Gauge Railroad, exactly one hundred years after the line went into operation.

Gallery

A portion of a DRGW gondola car showing the Royal Gorge/Moffat Tunnel logo in 1943

 

Rio Grande Industries logo, used 1948–1967

 

The California Zephyr pulled by D&RGW locomotives along the Colorado River in Western Colorado.

 

Loading gold ore concentrate into freight cars, Ouray, Colorado, 1940

Consolidation with Southern Pacific

In 1988, Rio Grande Industries, the company that controlled the D&RGW under the direction of Philip Anschutz, purchased the Southern Pacific Transportation Company (SP). The D&RGW used Southern Pacific's name with SP due to its name recognition among shippers. In time, the D&RGW's fast freight philosophy gave way to SP's long-established practice of running long, slow trains. A contributing factor was the rising cost of diesel fuel, a trend that set in after the 1973 oil crisis, which gradually undermined the D&RGW's fuel-consuming "fast freight" philosophy. By the early 1990s, the combined Rio Grande/Southern Pacific system had lost much of the competitive advantage that made it attractive to transcontinental shippers, and became largely dependent on hauling the high-quality coal produced in the mine fields of Colorado and Utah.

D&RGW locomotives retained their reporting marks and colors after the consolidation with the Southern Pacific and would do so until the Union Pacific merger. The one noticeable change was to Southern Pacific's "Bloody Nose" paint scheme. The serif font on the sides of the locomotives was replaced by the Rio Grande's "speed lettering", which was utilized on all SP locomotives built after the merger.

Merger with Union Pacific

D&RGW 5384, patch-renumbered into UP 8637

On September 11, 1996, Anschutz sold the combined D&RGW/SP system with the parent company Southern Pacific Rail Corporation to the Union Pacific Corporation, partly in response to the earlier merger of Burlington Northern and Santa Fe which formed the Burlington Northern and Santa Fe Railway. As the Union Pacific absorbed the D&RGW into its system, signs of the fabled mountain railroad's existence are slowly fading away. D&RGW 5371, the only original D&RGW locomotive in full Rio Grande paint on the Union Pacific, was retired by UP in December 2008. As previously promised by UP, the D&RGW 5371 was donated to the Utah State Railroad Museum at Ogden's Union Station on August 17, 2009, and will reside in the Eccles Rail Center at the south end of the building. The museum is located at 25th Street and Wall Ave in Ogden, Utah. Many other Rio Grande locomotives still run in service with Union Pacific but have been "patch-renumbered," with a patch applied over the locomotive's number and the number boards replaced. This method allows the locomotives to be numbered into the Union Pacific's roster but is cheaper than fully repainting the engine into UP Armour Yellow.

In 2006, Union Pacific unveiled UP 1989, an EMD SD70ACe painted in a stylized version of the DRGW color scheme. This unit is one of several SD70ACe locomotives the UP has painted in stylized colors to help preserve the image of the railroads it has merged; the others are Missouri Pacific Railroad, Missouri-Kansas-Texas Railroad, Chicago and North Western Railway, Southern Pacific Railroad, and Western Pacific Railroad.

Presidents

The following people served as presidents (or the equivalent) of the D&RGW and its predecessors.

William Jackson Palmer, 1870–1883

Frederick Lovejoy, 1883–1884

William S. Jackson, 1884–1887 (receiver, 1884–1886)

David H. Moffat, 1887–1891

Edward Turner Jeffery, 1891–1912

Benjamin Franklin Bush, 1912–1915

Henry U. Mudge, 1915–1917

Edward L. Brown, 1917–1918

Alexander R. Baldwin and Edward L. Brown, 1918–1921 (receivers)

Joseph H. Young, 1921–1923 (receiver, 1922–1923)

Thomas H. Beacom 1923–1924 (receiver)

John S. Pyeatt, 1924–1935

Wilson McCarthy and Henry Swan, 1935–1947 (trustees)

Wilson McCarthy, 1947–1956

Gale B. Aydelott ("Gus"), 1956–1977

William J. Holtman, 1977–1992

Passenger trains

D&RGW passenger train at the Colorado Railroad Museum. The F9 A&B diesel electric locomotives (1955) were used for the California Zephyrs and Rio Grande Zephyrs.

California Zephyr headed by D&RGW locomotives passes through the Colorado Rockies in winter.

D&RGW locomotive on the next to last run of the California Zephyr, March 21, 1970, at Salt Lake City

This is a partial list of D&RGW passenger trains. Westbound trains had odd numbers, while eastbound trains had even numbers. Many of the trains were named and renamed as well as being re-numbered. There are over 180 names on a complete list of all the railroad's named trains.[9]

Train numbers Train name Endpoints Years of operation

1/2 Scenic Limited Denver-Salt Lake City (via Royal Gorge) 1906–1946[10]

1/2 Royal Gorge Denver-Grand Junction (via Royal Gorge) 1946–1967[10][11]

3/4 Colorado Eagle St. Louis-Denver 1942–1971[12]

5/6 The Exposition Flyer Chicago-Oakland 1939–1949

7/8 Prospector Denver-Salt Lake City/Ogden 1941–1942; 1945–1967

9/10 Yampa Valley Mail Denver-Craig 1949–1963[13]

9/10 Yampa Valley Denver-Craig 1963–1968[13]

17/18 California Zephyr Chicago-Oakland 1949–1970; 1983–Present (operated by Amtrak)

17/18 Rio Grande Zephyr Denver-Salt Lake City-Ogden 1970–1983

19/20 Mountaineer Denver-Grand Junction-Montrose 1936–1959

115/116 San Juan Express (previously called the Colorado and New Mexico Express) Alamosa-Durango 1937–1951[9]

315/316 Shavano Salida-Gunnison 1937–1940

461/462 The Silverton Durango-Silverton 1947–1980 (summer only)[14]

Special Ski Train Denver-Winter Park 1940–2009 (operated by ANSCO after 1988), 2016–present (operated by Amtrak)

6/10 Cumbres And Toltec Scenic Railroad Antinito-Chama 1970–present (operated by Cumbres and Toltec Railroad)

Remnants

The Union Pacific acquired all D&RG owned assets at the time of the merger. The UP operates the former D&RGW main line as part of its Central Corridor. However, several branch lines and other assets have been sold, abandoned or re-purposed. These include several presently operating heritage railways that trace their origins to the Denver & Rio Grande Western.

Still-active and rebuilt features

Active rail assets tracing their heritage to the D&RGW that are not part of the Union Pacific network today include:

California Zephyr – formerly operated by the D&RGW, is still active, but today operated by Amtrak.

The Amtrak depots used for the California Zephyr in the cities of Helper, Green River and Glenwood Springs are the original depots built by the D&RGW. The Amtrak depot in Grand Junction sits next to the abandoned D&RGW depot.

FrontRunner – a commuter rail service in Utah. The portion between Salt Lake City and Provo is a parallel track built alongside the former D&RGW main.

Red Line of the TRAX light rail system in Salt Lake City – The southern half of this line uses the rebuilt right of way of an abandoned DRGW spur for the Bingham Canyon mine

Rock and Rail LLC

San Luis and Rio Grande Railroad

S Line – a streetcar line in Salt Lake City that uses the rebuilt right-of-way of D&RG's former Sugar House branch.

Ski Train

Utah Central Railway

Heritage railways

Cumbres & Toltec Scenic Railroad is a remnant of the narrow gauge San Juan Line (now isolated from the national rail network) that operates scenic trips over this route between Antonito, Colorado and Chama, New Mexico.

Durango and Silverton Narrow Gauge Railroad, which has been operating since 1881, provides scenic day trips from Durango to Silverton, along an isolated remnant of the San Juan line.

Heber Valley Historic Railroad provides scenic trips through the upper portion of Provo Canyon. The track was a branch of the D&RG main at Provo, but is today isolated from the national rail network.

Rio Grande Scenic Railroad is a heritage train on a still-active branch of the former D&RG.

Royal Gorge Route Railroad operates over a 12-mile (19 km) portion of the intact, but otherwise disused Royal Gorge/Tennessee Pass line.

Re-purposed assets

La Veta Pass Narrow Gauge Railroad Depot - A railroad depot on La Veta Pass used by the D&RG until 1899.

D & RG Narrow Gauge Trestle - A trestle from the abandoned Marshall Pass line.

The portion of the former D&RG main between Salt Lake City and Ogden, Utah, abandoned after the merger with the Union Pacific, is now a rail trail.

Similarly, the portion of the Thistle–Marysvale branch through Marysvale Canyon is today a rail trail, which includes several tunnels.

Museums

The largest collection of surviving California Zephyr equipment can be found at the Western Pacific Railroad Museum at Portola, California, although this museum focuses on the Western Pacific Railroad, rather than the Rio Grande.

Museums that focus on the D&RG include:

Colorado Railroad Museum

Western Mining and Railroad Museum in Helper, Utah

Union Station (Ogden, Utah)

Museums using former D&RG depots as buildings include:

Denver and Rio Grande Depot (Montrose, Colorado)

Denver and Rio Grande Western Depot (Salt Lake City)

The Rocky Mountains, also known as the Rockies, are a major mountain range and the largest mountain system in North America. The Rocky Mountains stretch 3,000 mi (4,800 km)[1] in straight-line distance from the northernmost part of western Canada, to New Mexico in southwestern United States. Depending on differing definitions between Canada and the United States, its northern terminus is located either in northern British Columbia's Terminal Range south of the Liard River and east of the Trench, or in the northeastern foothills of the Brooks Range/British Mountains that face the Beaufort Sea coasts between the Canning River and the Firth River across the Alaska-Yukon border.[2] Its southernmost point is near the Albuquerque area adjacent to the Rio Grande Basin and north of the Sandia–Manzano Mountain Range. Being the easternmost portion of the North American Cordillera, the Rockies are distinct from the tectonically younger Cascade Range and Sierra Nevada, which both lie farther to its west.

The Rocky Mountains formed 80 million to 55 million years ago during the Laramide orogeny, in which a number of plates began sliding underneath the North American plate. The angle of subduction was shallow, resulting in a broad belt of mountains running down western North America. Since then, further tectonic activity and erosion by glaciers have sculpted the Rockies into dramatic peaks and valleys. At the end of the last ice age, humans began inhabiting the mountain range. After explorations of the range by Europeans, such as Sir Alexander Mackenzie, and Anglo-Americans, such as the Lewis and Clark expedition, natural resources such as mineral and fur drove the initial economic exploitation of the mountains, although the range itself never experienced a dense population.

Of the 100 highest peaks in the Rocky Mountains, 78 (including the 30 highest) are located in Colorado, ten in Wyoming, six in New Mexico, three in Montana, and one in Utah. Public parks and forest lands protect much of the mountain range, and they are popular tourist destinations, especially for hiking, camping, mountaineering, fishing, hunting, mountain biking, snowmobiling, skiing, and snowboarding.

Etymology

The summits of the Teton Range in Wyoming

The name of the mountains is a translation of an Amerindian name that is closely related to Algonquian; the Cree name as-sin-wati is given as, "When seen from across the prairies, they looked like a rocky mass". The first mention of their present name by a European was in the journal of Jacques Legardeur de Saint-Pierre in 1752, where they were called "Montagnes de Roche".[3][4]

Geography

See also: List of rivers of the Rocky Mountains

The Rocky Mountains are the easternmost portion of the expansive North American Cordillera. They are often defined as stretching from the Liard River in British Columbia[5]: 13  south to the headwaters of the Pecos River, a tributary of the Rio Grande, in New Mexico. The Rockies vary in width from 110 to 480 kilometres (70 to 300 mi). The Rocky Mountains contain the highest peaks in central North America. The range's highest peak is Mount Elbert located in Colorado at 4,401 metres (14,440 ft) above sea level. Mount Robson in British Columbia, at 3,954 metres (12,972 ft), is the highest peak in the Canadian Rockies.

Mount Robson in British Columbia

The eastern edge of the Rockies rises dramatically above the Interior Plains of central North America, including the Sangre de Cristo Mountains of New Mexico and Colorado, the Front Range of Colorado, the Wind River Range and Big Horn Mountains of Wyoming, the Absaroka-Beartooth ranges and Rocky Mountain Front of Montana and the Clark Range of Alberta.[citation needed]

Central ranges of the Rockies include the La Sal Range along the Utah-Colorado border, the Uinta Range of Utah and Wyoming, and the Teton Range of Wyoming and Idaho.

The western edge of the Rockies includes ranges such as the Wasatch near Salt Lake City, the San Juan Mountains of New Mexico and Colorado, the Bitterroots along the Idaho-Montana border, and the Sawtooths in central Idaho. The Great Basin and Columbia River Plateau separate these subranges from distinct ranges further to the west. In Canada, the western edge of the Rockies is formed by the huge Rocky Mountain Trench, which runs the length of British Columbia from its beginning as the Kechika Valley on the south bank of the Liard River, to the middle Lake Koocanusa valley in northwestern Montana.[6]

The Canadian Rockies are defined by Canadian geographers as everything south of the Liard River and east of the Rocky Mountain Trench, and do not extend into Yukon, Northwest Territories or central British Columbia. They are divided into three main groups: the Muskwa Ranges, Hart Ranges (collectively called the Northern Rockies) and Continental Ranges. Other more northerly mountain ranges of the eastern Canadian Cordillera continue beyond the Liard River valley, including the Selwyn, Mackenzie and Richardson Mountains in Yukon as well as the British Mountains/Brooks Range in Alaska, but those are not officially recognized as part of the Rockies by the Geological Survey of Canada, although the Geological Society of America definition does consider them parts of the Rocky Mountains system as the "Arctic Rockies".[2]

The Continental Divide of the Americas is located in the Rocky Mountains and designates the line at which waters flow either to the Atlantic or Pacific Oceans. Triple Divide Peak (2,440 m or 8,020 ft) in Glacier National Park is so named because water falling on the mountain reaches not only the Atlantic and Pacific but Hudson Bay as well. Farther north in Alberta, the Athabasca and other rivers feed the basin of the Mackenzie River, which has its outlet on the Beaufort Sea of the Arctic Ocean.

Human population is not very dense in the Rocky Mountains, with an average of four people per square kilometer and few cities with over 50,000 people. However, the human population grew rapidly in the Rocky Mountain states between 1950 and 1990. The forty-year statewide increases in population range from 35% in Montana to about 150% in Utah and Colorado. The populations of several mountain towns and communities have doubled in the forty years 1972–2012. Jackson, Wyoming, increased 260%, from 1,244 to 4,472 residents, in those forty years.[7]

The Front Range of the Rocky Mountains near Denver, Colorado

Geology

See also: Geology of the Rocky Mountains

The rocks in the Rocky Mountains were formed before the mountains were raised by tectonic forces. The oldest rock is Precambrian metamorphic rock that forms the core of the North American continent. There is also Precambrian sedimentary argillite, dating back to 1.7 billion years ago. During the Paleozoic, western North America lay underneath a shallow sea, which deposited many kilometers of limestone and dolomite.[5]: 76 

Glaciers, such as Jackson Glacier in Glacier National Park, Montana, as shown here, have dramatically shaped the Rocky Mountains.

In the southern Rocky Mountains, near present-day Colorado, these ancestral rocks were disturbed by mountain building approximately 300 Ma, during the Pennsylvanian. This mountain-building produced the Ancestral Rocky Mountains. They consisted largely of Precambrian metamorphic rock forced upward through layers of the limestone laid down in the shallow sea.[8] The mountains eroded throughout the late Paleozoic and early Mesozoic, leaving extensive deposits of sedimentary rock.

Terranes began colliding with the western edge of North America in the Mississippian (approximately 350 million years ago), causing the Antler orogeny.[9] For 270 million years, the focus of the effects of plate collisions were near the edge of the North American plate boundary, far to the west of the Rocky Mountain region.[9] It was not until 80 Ma these effects began reaching the Rockies.[10]

The current Rocky Mountains arose in the Laramide orogeny from between 80 and 55 Ma.[10] For the Canadian Rockies, the mountain building is analogous to pushing a rug on a hardwood floor:[11]: 78  the rug bunches up and forms wrinkles (mountains). In Canada, the terranes and subduction are the foot pushing the rug, the ancestral rocks are the rug, and the Canadian Shield in the middle of the continent is the hardwood floor.[11]: 78 

Further south, an unusual subduction may have caused the growth of the Rocky Mountains in the United States, where the Farallon plate dove at a shallow angle below the North American plate. This low angle moved the focus of melting and mountain building much farther inland than the normal 300 to 500 kilometres (200 to 300 mi). Scientists hypothesize that the shallow angle of the subducting plate increased the friction and other interactions with the thick continental mass above it. Tremendous thrusts piled sheets of crust on top of each other, building the broad, high Rocky Mountain range.[12]

Tilted slabs of sedimentary rock in Roxborough State Park near Denver

The current southern Rockies were forced upwards through the layers of Pennsylvanian and Permian sedimentary remnants of the Ancestral Rocky Mountains.[13] Such sedimentary remnants were often tilted at steep angles along the flanks of the modern range; they are now visible in many places throughout the Rockies, and are shown along the Dakota Hogback, an early Cretaceous sandstone formation running along the eastern flank of the modern Rockies.

Just after the Laramide orogeny, the Rockies were like Tibet: a high plateau, probably 6,000 metres (20,000 ft) above sea level. In the last sixty million years, erosion stripped away the high rocks, revealing the ancestral rocks beneath, and forming the current landscape of the Rockies.[11]: 80–81 

Periods of glaciation occurred from the Pleistocene Epoch (1.8 million – 70,000 years ago) to the Holocene Epoch (fewer than 11,000 years ago). These ice ages left their mark on the Rockies, forming extensive glacial landforms, such as U-shaped valleys and cirques. Recent glacial episodes included the Bull Lake Glaciation, which began about 150,000 years ago, and the Pinedale Glaciation, which perhaps remained at full glaciation until 15,000–20,000 years ago.[14]

All of these geological processes exposed a complex set of rocks at the surface. For example, volcanic rock from the Paleogene and Neogene periods (66 million – 2.6 million years ago) occurs in the San Juan Mountains and in other areas. Millennia of severe erosion in the Wyoming Basin transformed intermountain basins into a relatively flat terrain. The Tetons and other north-central ranges contain folded and faulted rocks of Paleozoic and Mesozoic age draped above cores of Proterozoic and Archean igneous and metamorphic rocks ranging in age from 1.2 billion (e.g., Tetons) to more than 3.3 billion years (Beartooth Mountains).[7]

Ecology and climate

Main article: Ecology of the Rocky Mountains

There are a wide range of environmental factors in the Rocky Mountains. The Rockies range in latitude between the Liard River in British Columbia (at 59° N) and the Rio Grande in New Mexico (at 35° N). Prairie occurs at or below 550 metres (1,800 ft), while the highest peak in the range is Mount Elbert at 4,400 metres (14,440 ft). Precipitation ranges from 250 millimetres (10 in) per year in the southern valleys[15] to 1,500 millimetres (60 in) per year locally in the northern peaks.[16] Average January temperatures can range from −7 °C (20 °F) in Prince George, British Columbia, to 6 °C (43 °F) in Trinidad, Colorado.[17] Therefore, there is not a single monolithic ecosystem for the entire Rocky Mountain Range.

Great Sand Dunes of Colorado

Instead, ecologists divide the Rocky Mountain into a number of biotic zones. Each zone is defined by whether it can support trees and the presence of one or more indicator species. Two zones that do not support trees are the Plains and the Alpine tundra. The Great Plains lie to the east of the Rockies and is characterized by prairie grasses (below roughly 550 metres (1,800 ft)). Alpine tundra occurs in regions above the treeline for the Rocky Mountains, which varies from 3,700 metres (12,000 ft) in New Mexico to 760 metres (2,500 ft) at the northern end of the Rocky Mountains (near the Yukon).[17]

Bighorn sheep (such as this lamb in Alberta) have declined dramatically since European-American settlement of the mountains

The USGS defines ten forested zones in the Rocky Mountains. Zones in more southern, warmer, or drier areas are defined by the presence of pinyon pines/junipers, ponderosa pines, or oaks mixed with pines. In more northern, colder, or wetter areas, zones are defined by Douglas firs, Cascadian species (such as western hemlock), lodgepole pines/quaking aspens, or firs mixed with spruce. Near treeline, zones can consist of white pines (such as whitebark pine or bristlecone pine); or a mixture of white pine, fir, and spruce that appear as shrub-like krummholz. Finally, rivers and canyons can create a unique forest zone in more arid parts of the mountain range.[7]

The Rocky Mountains are an important habitat for a great deal of well-known wildlife, such as wolves, elk, moose, mule and white-tailed deer, pronghorn, mountain goats, bighorn sheep, badgers, black bears, grizzly bears, coyotes, lynxes, cougars, and wolverines.[7][18] For example, North America's largest herds of moose are in the Alberta–British Columbia foothills forests.

The status of most species in the Rocky Mountains is unknown, due to incomplete information. European-American settlement of the mountains has adversely impacted native species. Examples of some species that have declined include western toads, greenback cutthroat trout, white sturgeon, white-tailed ptarmigan, trumpeter swan, and bighorn sheep. In the United States portion of the mountain range, apex predators such as grizzly bears and wolf packs had been extirpated from their original ranges, but have partially recovered due to conservation measures and reintroduction. Other recovering species include the bald eagle and the peregrine falcon.[7]

History

Indigenous people

Mesa Verde ruins in Colorado

Cherokee Trail near Fort Collins, Colorado, from a sketch taken June 7, 1859

Since the last great ice age, the Rocky Mountains were home first to indigenous peoples including the Apache, Arapaho, Bannock, Blackfoot, Cheyenne, Coeur d'Alene, Kalispel, Crow Nation, Flathead, Shoshone, Sioux, Ute, Kutenai (Ktunaxa in Canada), Sekani, Dunne-za, and others. Paleo-Indians hunted the now-extinct mammoth and ancient bison (an animal 20% larger than modern bison) in the foothills and valleys of the mountains. Like the modern tribes that followed them, Paleo-Indians probably migrated to the plains in fall and winter for bison and to the mountains in spring and summer for fish, deer, elk, roots, and berries. In Colorado, along with the crest of the Continental Divide, rock walls that Native Americans built for driving game date back 5,400–5,800 years. A growing body of scientific evidence indicates that indigenous people had significant effects on mammal populations by hunting and on vegetation patterns through deliberate burning.[7]

European exploration

Recent human history of the Rocky Mountains is one of more rapid change. The Spanish explorer Francisco Vázquez de Coronado—with a group of soldiers, missionaries, and enslaved Africans—marched into the Rocky Mountain region from the south in 1540.[19] In 1610, the Spanish founded the city of Santa Fe, the oldest continuous seat of government in the United States, at the foot of the Rockies in present-day New Mexico. The introduction of the horse, metal tools, rifles, new diseases, and different cultures profoundly changed the Native American cultures. Native American populations were extirpated from most of their historical ranges by disease, warfare, habitat loss (eradication of the bison), and continued assaults on their culture.[7]

In 1739, French fur traders Pierre and Paul Mallet, while journeying through the Great Plains, discovered a range of mountains at the headwaters of the Platte River, which local American Indian tribes called the "Rockies", becoming the first Europeans to report on this uncharted mountain range.[20]

Sir Alexander MacKenzie in 1800

Sir Alexander MacKenzie (1764 – March 11, 1820) became the first European to cross the Rocky Mountains in 1793.[21] He found the upper reaches of the Fraser River and reached the Pacific coast of what is now Canada on July 20 of that year, completing the first recorded transcontinental crossing of North America north of Mexico.[22] He arrived at Bella Coola, British Columbia, where he first reached saltwater at South Bentinck Arm, an inlet of the Pacific Ocean.

The Lewis and Clark Expedition (1804–1806) was the first scientific reconnaissance of the Rocky Mountains.[23] Specimens were collected for contemporary botanists, zoologists, and geologists. The expedition was said to have paved the way to (and through) the Rocky Mountains for European-Americans from the East, although Lewis and Clark met at least 11 European-American mountain men during their travels.[7]

Mountain men, primarily French, Spanish, and British, roamed the Rocky Mountains from 1720 to 1800 seeking mineral deposits and furs. The fur-trading North West Company established Rocky Mountain House as a trading post in what is now the Rocky Mountain Foothills of present-day Alberta in 1799, and their business rivals the Hudson's Bay Company established Acton House nearby.[24] These posts served as bases for most European activity in the Canadian Rockies in the early 19th century. Among the most notable are the expeditions of David Thompson, who followed the Columbia River to the Pacific Ocean.[25] On his 1811 expedition, he camped at the junction of the Columbia River and the Snake River and erected a pole and notice claiming the area for the United Kingdom and stating the intention of the North West Company to build a fort at the site.[26]

By the Anglo-American Convention of 1818, which established the 49th parallel north as the international boundary west from Lake of the Woods to the "Stony Mountains";[27] the UK and the USA agreed to what has since been described as "joint occupancy" of lands further west to the Pacific Ocean. Resolution of the territorial and treaty issues, the Oregon dispute, was deferred until a later time.

In 1819, Spain ceded their rights north of the 42nd Parallel to the United States, though these rights did not include possession and also included obligations to Britain and Russia concerning their claims in the same region.

Settlement

Aspen, Colorado silver mining in 1898

After 1802, fur traders and explorers ushered in the first widespread American presence in the Rockies south of the 49th parallel. The more famous of these include William Henry Ashley, Jim Bridger, Kit Carson, John Colter, Thomas Fitzpatrick, Andrew Henry, and Jedediah Smith. On July 24, 1832, Benjamin Bonneville led the first wagon train across the Rocky Mountains by using South Pass in the present State of Wyoming.[7] Similarly, in the wake of Mackenzie's 1793 expedition, fur trading posts were established west of the Northern Rockies in a region of the northern Interior Plateau of British Columbia which came to be known as New Caledonia, beginning with Fort McLeod (today's community of McLeod Lake) and Fort Fraser, but ultimately focused on Stuart Lake Post (today's Fort St. James).

Negotiations between the United Kingdom and the United States over the next few decades failed to settle upon a compromise boundary and the Oregon Dispute became important in geopolitical diplomacy between the British Empire and the new American Republic. In 1841, James Sinclair, Chief Factor of the Hudson's Bay Company, guided some 200 settlers from the Red River Colony west to bolster settlement around Fort Vancouver in an attempt to retain the Columbia District for Britain. The party crossed the Rockies into the Columbia Valley, a region of the Rocky Mountain Trench near present-day Radium Hot Springs, British Columbia, then traveled south. Despite such efforts, in 1846, Britain ceded all claim to Columbia District lands south of the 49th parallel to the United States; as resolution to the Oregon boundary dispute by the Oregon Treaty.[28]

Saltair Pavilion of Salt Lake in 1900

Thousands passed through the Rocky Mountains on the Oregon Trail beginning in the 1840s.[29] The Mormons began settling near the Great Salt Lake in 1847.[30] From 1859 to 1864, gold was discovered in Colorado, Idaho, Montana, and British Columbia, sparking several gold rushes bringing thousands of prospectors and miners to explore every mountain and canyon and to create the Rocky Mountains' first major industry. The Idaho gold rush alone produced more gold than the California and Alaska gold rushes combined and was important in the financing of the Union Army during the American Civil War. The transcontinental railroad was completed in 1869,[31] and Yellowstone National Park was established as the world's first national park in 1872.[32] Meanwhile, a transcontinental railroad in Canada was originally promised in 1871. Though political complications pushed its completion to 1885, the Canadian Pacific Railway eventually followed the Kicking Horse and Rogers Passes to the Pacific Ocean.[33] Canadian railway officials also convinced Parliament to set aside vast areas of the Canadian Rockies as Jasper, Banff, Yoho, and Waterton Lakes National Parks, laying the foundation for a tourism industry which thrives to this day. Glacier National Park (MT) was established with a similar relationship to tourism promotions by the Great Northern Railway.[34] While settlers filled the valleys and mining towns, conservation and preservation ethics began to take hold. U.S. President Harrison established several forest reserves in the Rocky Mountains in 1891–1892. In 1905, U.S. President Theodore Roosevelt extended the Medicine Bow Forest Reserve to include the area now managed as Rocky Mountain National Park. Economic development began to center on mining, forestry, agriculture, and recreation, as well as on the service industries that support them. Tents and camps became ranches and farms, forts and train stations became towns, and some towns became cities.[7]

Economy

Industry and development

Drilling rig for natural gas near the Wind River Range

Economic resources of the Rocky Mountains are varied and abundant. Minerals found in the Rocky Mountains include significant deposits of copper, gold, lead, molybdenum, silver, tungsten, and zinc. The Wyoming Basin and several smaller areas contain significant reserves of coal, natural gas, oil shale, and petroleum. For example, the Climax mine, located near Leadville, Colorado, was the largest producer of molybdenum in the world. Molybdenum is used in heat-resistant steel in such things as cars and planes. The Climax mine employed over 3,000 workers. The Coeur d'Alene mine of northern Idaho produces silver, lead, and zinc. Canada's largest coal mines are near Fernie, British Columbia and Sparwood, British Columbia; additional coal mines exist near Hinton, Alberta, and in the Northern Rockies surrounding Tumbler Ridge, British Columbia.[7]

Abandoned mines with their wakes of mine tailings and toxic wastes dot the Rocky Mountain landscape. In one major example, eighty years of zinc mining profoundly polluted the river and bank near Eagle River in north-central Colorado. High concentrations of the metal carried by spring runoff harmed algae, moss, and trout populations. An economic analysis of mining effects at this site revealed declining property values, degraded water quality, and the loss of recreational opportunities. The analysis also revealed that cleanup of the river could yield $2.3 million in additional revenue from recreation. In 1983, the former owner of the zinc mine was sued by the Colorado Attorney General for the $4.8 million cleanup costs; five years later, ecological recovery was considerable.[7][35]

The Rocky Mountains contain several sedimentary basins that are rich in coalbed methane. Coalbed methane is natural gas that arises from coal, either through bacterial action or through exposure to high temperature. Coalbed methane supplies 7 percent of the natural gas used in the United States. The largest coalbed methane sources in the Rocky Mountains are in the San Juan Basin in New Mexico and Colorado and the Powder River Basin in Wyoming. These two basins are estimated to contain 38 trillion cubic feet of gas. Coalbed methane can be recovered by dewatering the coal bed, and separating the gas from the water; or injecting water to fracture the coal to release the gas (so-called hydraulic fracturing).[36]

Agriculture and forestry are major industries. Agriculture includes dryland and irrigated farming and livestock grazing. Livestock are frequently moved between high-elevation summer pastures and low-elevation winter pastures, a practice known as transhumance.[7]

Tourism

Castle Geyser in Yellowstone National Park

Icefields Parkway

See also: List of U.S. Rocky Mountain ski resorts, List of Alberta ski resorts, and List of B.C. ski resorts

Every year the scenic areas of the Rocky Mountains draw millions of tourists.[7] The main language of the Rocky Mountains is English. But there are also linguistic pockets of Spanish and indigenous languages.

People from all over the world visit the sites to hike, camp, or engage in mountain sports.[7][37] In the summer season, examples of tourist attractions are:

In the United States:

Yellowstone National Park

Glacier National Park

Grand Teton National Park

Rocky Mountain National Park

Great Sand Dunes National Park and Preserve

Sawtooth National Recreation Area

Flathead Lake

In Canada, the mountain range contains these national parks:

Banff National Park

Jasper National Park

Kootenay National Park

Waterton Lakes National Park

Yoho National Park

Glacier National Park in Montana and Waterton Lakes National Park in Alberta border each other and are collectively known as Waterton-Glacier International Peace Park

In the winter, skiing is the main attraction, with dozens of Rocky Mountain ski areas and resorts.

The adjacent Columbia Mountains in British Columbia contain major resorts such as Panorama and Kicking Horse, as well as Mount Revelstoke National Park and Glacier National Park.

There are numerous provincial parks in the British Columbia Rockies, the largest and most notable being Mount Assiniboine Provincial Park, Mount Robson Provincial Park, Northern Rocky Mountains Provincial Park, Kwadacha Wilderness Provincial Park, Stone Mountain Provincial Park and Muncho Lake Provincial Park.

See also

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Arabian Rocky Mountains

Canadian Rocky Mountains, mountain range between British Columbia and Alberta

Geology of the Rocky Mountains

List of mountain peaks of the Rocky Mountains

Little Rocky Mountains, mountain range in north-central Montana

Mountain man

Rocky Mountains subalpine zone

Southern Rocky Mountains

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