The Silverton Railroad of the San Juan Mountains
Nestled high within the rugged San Juan Mountains of southwestern Colorado, the Silverton Railroad carved its way through a landscape of towering peaks, deep canyons, and unforgiving terrain. This narrow-gauge railway, a testament to human ingenuity and perseverance, served as a vital lifeline for the booming mining camps of the Red Mountain Mining District during the late 19th and early 20th centuries. Its story is one of ambition, innovation, economic booms and busts, and ultimately, the transformation of a region.
The Genesis of a Railroad
The tale of the Silverton Railroad begins with the discovery of rich mineral deposits in the Red Mountain area in 1882. Mines like the Robinson, Yankee Girl, and Orphan Boy sprang to life near the fledgling town of Guston, igniting a frenzy of mining activity. Initially, ore was transported by pack animals, a slow and arduous process. However, the need for a more efficient transportation system became increasingly apparent as mining operations expanded. A railroad promised to revolutionize the industry, providing a faster and more cost-effective way to transport ore to the smelters in Durango, connected via the Denver & Rio Grande Railroad.
In July 1887, the Silverton Railroad was formally established by Otto Mears and John L. McNeil. Otto Mears, a visionary entrepreneur and road builder, was the driving force behind the project. Nicknamed the "Pathfinder of the San Juans," Mears had already constructed over 200 miles of toll roads throughout the treacherous mountain range. His extensive knowledge of the terrain, coupled with the capital generated from his toll road system, made him the ideal candidate to spearhead the construction of the Silverton Railroad. This venture would be the first of several railroad projects undertaken by Mears, including the Silverton Northern and Rio Grande Southern Railroads.
The Rainbow Route Takes Shape
The Silverton Railroad earned the endearing moniker "Rainbow Route," a name bestowed upon it by David F. Day, a newspaper publisher from Ouray and a close friend of Otto Mears. This colorful designation reflected the stunning scenery that the railroad traversed, a tapestry of vibrant wildflowers, red rock formations, and verdant forests.
To tackle the daunting engineering challenges posed by the rugged terrain, Otto Mears enlisted the expertise of Charles W. Gibbs, a seasoned railroad engineer renowned for his innovative solutions to complex problems. Gibbs’s ingenuity was evident in the design of the Chattanooga Loop, the wye depot in Red Mountain Town, and a covered turntable at Corkscrew Gulch, all remarkable feats of engineering that showcased his mastery of railroad construction.
Following a route initially surveyed by the Denver & Rio Grande Railroad, the construction of the three-foot narrow-gauge track progressed steadily. By November 1887, the line reached the Burro Bridge, marking a significant milestone. Construction then paused for the winter months, resuming in the spring. In September 1888, the railroad reached Red Mountain Town, and by mid-1889, it extended to Ironton. The line was finally completed to its terminus at Albany in September of that year. Despite aspirations to connect with Ouray and the Denver & Rio Grande Railroad, the steep grades proved insurmountable, preventing the realization of this ambitious goal.
Prosperity and Patronage
With the completion of the railroad, the mines in the Red Mountain District experienced a surge in activity. The railroad transported vast quantities of ore, estimated at 20,000 to 25,000 tons, and hauled in approximately 15,000 tons of coal and other essential materials. This influx of goods and resources generated substantial profits for the railroad, solidifying its economic importance in the region.
The harsh winters of the San Juan Mountains posed a significant challenge to the railroad’s operations. From February to mid-May, the line was typically closed due to heavy snowfall and hazardous conditions. During this period, miners would stockpile ore, preparing for the resumption of transportation once the weather improved.
As the railroad’s success grew, Otto Mears began issuing special passes to select patrons whose influence he sought to cultivate. These passes, more than mere tokens of appreciation, were symbols of prestige and access. In 1888, the passes were printed on buckskin, while in 1889, they were crafted from stamped silver. The 1890 passes took the form of watch fobs, further elevating their status. Although no passes were issued in 1891, the 1892 passes, valid on both Mears’s Silverton and Rio Grande Southern Railroads, were exquisite works of silver filigree. Notably, three of these passes were even made of gold, underscoring their exceptional value. Each pass bore a serial number, the patron’s name, and Otto Mears’s signature, solidifying their authenticity and exclusivity.
Economic Challenges and Adaptation
In 1892, Otto Mears envisioned an electric-powered railway that would connect Ironton with Ouray, overcoming the formidable 7% grades that had previously thwarted attempts to extend the line. The proposed route would necessitate tight curves, multiple loops, and extensive tunneling, a testament to the engineering challenges involved. However, the Silver Crash of 1893, a devastating economic downturn triggered by the repeal of the Sherman Silver Purchase Act, dashed these ambitious plans, plunging the region into financial turmoil.
The Silver Crash had a profound impact on the mining industry, leading to the closure of numerous mines and severely impacting the Silverton Railroad. As the price of silver plummeted, the railroad struggled to maintain profitability. By 1897, the Silverton Railroad was forced to retreat from Ironton, curtailing its operations to the vicinity of Red Mountain Town.
In 1898, the Silverton Railroad filed for bankruptcy, succumbing to the financial pressures of the time. The following year, the railroad entered receivership, marking a period of uncertainty and instability. In November 1904, its assets were sold under foreclosure, bringing an end to the original Silverton Railroad.
Reorganization and Revival
Despite its initial demise, the Silverton Railroad was not destined to fade into obscurity. It was soon reorganized as the Silverton Railway and reopened from Red Mountain Town to Ironton in 1906. The newly formed entity was then leased to the Red Mountain Railroad Mining and Smelting Company, which initiated the Joker Tunnel project. This ambitious undertaking aimed to drain the previously closed mines of water, revitalizing their operations and stimulating ore production. The Joker Tunnel project proved successful, breathing new life into both the mines and the railroad, restoring profitability to the region.
Natural Disasters and Transition
In 1909, the Silverton Railway faced a new set of challenges in the form of violent storms. Washouts and landslides caused significant damage to all four railroads operating out of Silverton, disrupting transportation and hindering mining activities.
In 1911, Otto Mears, at the age of 71, retired from his railroad ventures, passing the reins to his son-in-law, James Pitcher. Pitcher assumed control of Mears’s extensive railroad holdings, ushering in a new era for the Silverton Railway.
Decline and Abandonment
In the decade that followed, traffic along the Silverton Railway gradually declined. Passenger operations were scaled back to Red Mountain Town by 1912, reflecting the changing transportation needs of the region. World War I temporarily revived mining activity, leading to a brief period of increased traffic on the railroad. However, the Federal Government took control of the railroad during the war, impacting its operations.
After the war, the Silverton Railway’s fortunes continued to decline. In 1919, only 49 trips were made over the line, a stark contrast to its earlier days of bustling activity. By August 1921, traffic had ceased entirely, signaling the end of the line for the Silverton Railway.
In 1922, a petition to abandon the line was granted, marking the official end of the Silverton Railway. The railroad’s equipment was transferred to the Silverton Northern Railroad, while the right-of-way was ceded to San Juan County and the Colorado State Highway Departments. In 1926, the rails were pulled up, erasing the physical presence of the Silverton Railway from the landscape.
Legacy and Remembrance
While the Silverton Railroad may no longer exist as a functioning railway, its legacy endures. The Colorado Department of Transportation constructed much of the "Million Dollar Highway" along the former roadbed of the Silverton Railroad, or Mears’s original toll road to Ouray. This scenic highway, a testament to engineering ingenuity and breathtaking beauty, serves as a lasting reminder of the Silverton Railroad’s contribution to the region’s development.
The Silverton Railroad, a narrow-gauge marvel that once traversed the rugged San Juan Mountains, stands as a symbol of human ambition, innovation, and the transformative power of transportation. Its story is a captivating blend of economic booms and busts, engineering feats, and the enduring spirit of the American West.