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Denver Area
Denver to Pueblo
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USGS History

D&RG History Summary 1870-1920

U.S.G.S Bulletin 707, 1922 Geologic Travel Guide

Considerable difficulty was experienced in the early days of Colorado in getting moneyed men interested in the construction of railroads in or across the mountains, but by the persistent efforts of those who had become identified with the movement to develop the natural resources of the State capital was obtained and the building of railroads was begun.

The Denver & Rio Grande Railroad was incorporated October 27, 1870. The leading spirit in the organization and building of the road was Gen. William J. Palmer, a Philadelphian by birth, who had received his early railroad training on the Pennsylvania Railroad under the presidency of J. Edgar Thompson. He served with distinction in the Civil War and earned the rank of brigadier general in the Army of the Tennessee under Gen. George H. Thomas. Upon the conclusion of the war he became managing director of the Kansas Pacific Railroad and was placed in charge of the construction of the last division, extending from Kit Carson to Denver. Here he accomplished the almost impossible task of building 150 miles of railroad in the same number of days without having materials of any kind to begin with, It is doubtful if this record in railroad construction has ever been equaled. When this road was completed, Gen. Palmer became interested in the mountain region of Colorado and, like the true empire builder that he was, foresaw wonderful possibilities in creating a system of transportation that should cover the entire region. In speaking of him, William J. Beyers, founder and for a long time editor of the Rocky Mountain News, says:

"The Denver & Rio Grande Railroad, with its numerous branches in the mountains, was Gen. Palmer's conception. It was a comprehensive scheme, by many regarded as Utopian, because it contemplated the construction of hundreds of miles of railroad through a country practically uninhabited and generally considered unfit for habitation. Aside from a few white settlers at Pueblo, small Mexican settlements at Trinidad, a village of pioneers at Colorado City, small bands of Cheyenne and Arapahoe Indians, and scattered settlers at some other points, there were not enough inhabitants for the nucleus of a community anywhere on the proposed line. But Gen. Palmer's prevision penetrated farther than the vision of others who looked with doubt and suspicion on the enterprise. He proposed to lay tribute on the hidden treasures of the mountains and to stimulate production of the precious metals by affording facilities for shipment and to encourage the farmer and ranchman to occupy the plains for the purpose of agriculture and stock growing by affording the means of quick transportation to distant markets. It was gigantic, a daring proposition, but not visionary, for the man who conceived it was able to procure the necessary capital to complete the undertaking. No single agency has done more to establish mining camps and open valuable mines in Colorado than the projection and completion of this vast and complex system of mountain railroads."

In 1870 only one road, the Union Pacific, had been built across the continent, and this road was north of Colorado, where the low passes presented no great difficulties. Gen. Palmer's scheme was not to build an east and west line but a north and south one. As stated in the first annual report of the board of directors:

"The idea of a north and south railway, following the eastern base of the Rocky Mountains from the principal city of the new West-Denver southward to Mexico, arose from a conviction that this belt of country had especial advantages in Its location, climate, and natural resources."

It was urged that a railroad in this direction would traverse a belt of country having an excellent climate and well watered by mountain streams; that it would be closely adjacent to the mountains, which contain silver, gold, lead, copper, iron, and other metals, as well as abundant supplies of timber for manufacturing and construction; that it would tap several fields of coal well suited for making steam and for general manufacturing; and lastly, that it would control the freight business in this isolated territory and would levy tribute on any east and west road that might be constructed through it.

The main line of the Denver & Rio Grande, according to Gen. Palmer's scheme, was to extend from Denver to Pueblo, thence up through the "Big Canon " (Royal Gorge) of the Arkansas to Salida, thence southward through Poncho Pass to Alamosa on the Rio Grande, and thence down that stream to El Paso and on to Mexico City. A loop was to extend south of Pueblo through La Veta Pass and connect with the other line at Alamosa, and still another line was to be built through Raton Pass south of Trinidad. Branch lines were projected into the mountains at many points, two of which had Salt Lake City as their objective.

Gen. Palmer was a great believer in the economy of construction and operation, in a mountainous country, of a narrow-gage road, so after careful consideration and investigation of such roads abroad, a 3-foot gage was decided upon for the new road. This did not meet with general approval, and for a long time it was referred to as the "baby railroad," a name which seems singularly appropriate when the rolling stock of that day is compared with the rolling stock of the present time.

Track laying was begun at Fifteenth Street in Denver. on July 27, 1871, and the road was completed to Colorado Springs, 75 miles away, by October 21 of the same year. Construction was pushed southward rapidly, and the road reached Pueblo June 29, 1872. It is interesting to note in the first report of the company that an estimate of the passenger traffic between Denver and Colorado Springs (then just organized) was 13 persons each way daily. To-day the road handles during the summer season an average of nearly 1,500 persons a day between these places, to say nothing of those who travel over the Santa Fe and the Colorado & Southern railroads.

As the road needed fuel, and as it had not penetrated any field of coal suitable for use in locomotives, a branch line was built up the Arkansas Valley to the coal field near Florence in the same year (1872), and this line was extended to Canon City in 1874.

In 1872 negotiations were undertaken with the Mexican Government for the extension of the Denver & Rio Grande Railroad to Mexico City, but they were not successful, though later the plans for this extension found expression in the Mexican National Railway.

By the time the Rio Grande road reached Pueblo, the Arkansas Valley began to attract the attention of other railway companies, and many plans were conceived to build railroads, but nothing came of them, and the Rio Grande was left in supposed undisputed possession of the field. A little later the Atchison, Topeka & Santa Fe Railway, a Boston corporation with apparently unlimited capital and energy, entered this field without regard to any assumed prior rights of the Denver & Rio Grande.

In 1872 the Santa Fe was in operation as far west as Fort Dodge, Kans., and a subsidiary of that road, the Kansas & Colorado Railway Co., was incorporated to build a line up the Arkansas Valley. It was understood that the Santa Fe proposed to make Pueblo the principal commercial center of the mountain region and to build several extensions beyond Pueblo, especially to Canon City and through the Royal Gorge to the mining camps in the mountains, as well as to Denver and other places along the mountain front. It was rumored that the Santa Fe was heading for Raton Pass, south of Trinidad, which was claimed by the Rio Grande as a part of one of its southern routes. All these plans threatened seriously the very existence of the Denver & Rio Grande, which accordingly made preparations for a vigorous defensive campaign, but the panic of 1873 stopped nearly all construction work on the Rio Grande as well as on most other roads in the country.

Four or five years later, as confidence was restored and money became plentiful, work was pushed ahead on all the lines entering the Rocky Mountains. The Rio Grande resumed work on one of its branches through La Veta Pass into San Luis Park, reaching Alamosa July 6, 1878.

The first Indication of an actual clash between the rival roads occurred in February, 1878, when the Santa Fe plotted to occupy Raton Pass, through which one of the surveys of the Rio Grande had been run and which was therefore practically occupied by that road. Hundreds of men and teams were suddenly rushed into the pass by the Santa Fe, which built its line through the pass before the Rio Grande could stop its progress. This sudden move created consternation in the offices of the Rio Grande, and for a time it seemed impossible to avoid armed conflict. Although much bad feeling was created by this action of the Santa Fe no actual bloodshed occurred, and that road was allowed to retain possession of the pass.

The great contest between the two systems, however, was that for the right of way through the Royal Gorge. As the Santa Fe had been successful in its sudden move in Raton Pass, it planned a similar attack on the Royal Gorge before the Rio Grande had time to defend its own property. The Rio Grande, however, had possession of the telegraph lines and so was apprised of the proposed attack. Accordingly, the Rio Grande planned as a defensive measure to begin grading in the Royal Gorge on April 20, 1878. The general manager of the Santa Fe heard of this plan and wired an engineer at La Junta to proceed to Canon City immediately and occupy the canyon before the Rio Grande forces appeared. The engineer arrived at Pueblo at 3 o'clock on the morning of the expected move. He tried to charter a train on the Rio Grande to carry him to Canon City but of course was refused; then he hired the best horse he could obtain and started at breakneck speed to ride to Canon City, 45 miles distant. He had to reach the canyon before the engineers of the Rio Grande, so he spurred his horse to top speed, but when he was within 3 miles of his destination it fell dead. The engineer ran on into Canon City, raised a force of several hundred men, proceeded to the mouth of the canyon, which is admirably suited for such a purpose, and fortified his position before the Rio Grande force appeared. The ease with which the engineer of the Santa Fe raised a force of men at Canon City was due to the fact that the Rio Grande had become very unpopular through its autocratic habit of ignoring the wishes of the citizens of the region, so the people were glad to have an opportunity to assist the Santa Fe in order to "get even" with the Rio Grande.

The Santa Fe was operating through a subsidiary corporation, the Canon City & San Juan Co., which had a charter for a line in the canyon extending for 20 miles from the lower entrance. Both roads had graders at work In the canyon, and it is not surprising that fights were frequent and that many men were arrested. The Santa Fe obtained an injunction restraining the Rio Grande from continuing its work, and the Rio Grande obtained one preventing the Santa Fe from grading any more of its roadbed. About the last of May, 1878, the cases came up before Judge Hallett, of the United States court at Denver, but the judge postponed them and in the meantime enjoined both parties from working in the disputed, section and placed each under a bond of $20,000.

On June 1, 1878, Federal Judges Hallett and Dillon rendered a concurrent opinion that the Santa Fe (Canon City & San Juan Co.) be permitted to resume grading in the canyon until the case could be more thoroughly examined in July. The case was ably argued in July by both sides but was again postponed. On August 23 Judge Hallett handed down a decision which granted to the Canon City & San Juan Co. (Santa Fe) the right to construct its line as surveyed-up the gorge for 20 miles. The Rio Grande was restrained from interfering in any way with this work but might proceed (if it could do so without interference) to build a parallel line, and if it became necessary might, on application to the court, be allowed to use the tracks of the rival road.

The Rio Grande appealed from this decision to the Supreme Court of the United States and began construction above the 20-mile limit of the Santa Fe, but as its financial condition was desperate and as it had been denied the right to the Royal Gorge there seemed to be no other course but to bow temporarily to the stronger road. Accordingly, on December 2, 1878, the entire Rio Grande system, embracing 337 miles of road, was leased to the Santa Fe for 30 years, the Santa Fe engaging to proceed with the work of constructing the line through the canyon to Leadville while awaiting the decision of the United States Supreme Court. Although the lease was ratified by the stockholders of the Rio Grande, it was ratified under pressure, and from the beginning it was a constant source of irritation.

As soon as the Santa Fe obtained control of the Rio Grande it proceeded to carry out its plan of concentrating business at Pueblo, and in so doing it used the Rio Grande merely as a feeder for its main line. This policy naturally aroused the opposition of the old officers of the Rio Grande, and charges of irregularities by both companies were freely made. The Rio Grande officials were trying in every way to find some valid reason for abrogating the lease, which had become to them almost intolerable.

In the spring of the next year (1879) the great struggle for the possession of the Royal Gorge was resumed. Armed parties from both sides reentered the canyon in anticipation of an early decision of the Supreme Court. In April the Rio Grande people, exasperated to the fighting point, began preparations to retake and hold, at the muzzle of the rifle if necessary, the entire system, which they claimed was being operated in violation of the principal condition of the lease. The Santa Fe learned of this contemplated action and issued strict orders to its men not to obey any instructions or orders except those of its own officers. There was trouble, however, at several places along the line; stations were broken into and considerable property was destroyed.

While the Rio Grande and the Santa Fe were waging their contest over tile occupancy of the Royal Gorge, Congress passed an act which specified, among other things, "That any railroad company whose right of way, or whose track or roadbed upon such right of way, Passes through any canyon, pass, or defile shall not prevent any other railroad company from the use and occupancy of the said canyon, pass, or defile for the purpose of its road in common with the road first located."

This act was approved March 3, 1875. On May 6, 1879, the Supreme Court of the United States rendered a decision which gave to the Rio Grande the prior right to construct its road through the Royal Gorge according to the first survey made through the canyon in 1871-72, but in accordance with the law of 1875, quoted above, it recognized that the Santa Fe could not be prevented from building a line also, and where the canyon is too narrow for both roads from using the tracks of the Rio Grande. Although this decision was a victory for the Rio Grande, this road had not succeeded in having the lease annulled and was in the anomalous position of having the first right to the canyon but being estopped from occupying the roadbed on the north side of the canyon that had been graded by the Santa Fe and of having its whole system under lease to the rival road.

While these points were being considered, the attorney general of the State entered a suit to enjoin the Santa Fe from operating a railroad in the State of Colorado. This case was heard by Judge Bowen at the obscure town of San Luis, in Costilla County. Judge Bowen enjoined the Santa Fe from operating the Rio Grande Railroad and from exercising corporate rights within the State. This decision gave the Rio Grande opportunity to regain control of its own road under judicial authority, and accordingly the sheriffs of the counties in the State were instructed to take possession of the property and turn it over to the Rio Grande officials. Wild rumors were afloat that the Rio Grande had organized fighting forces that were attacking the Santa Fe men at several points along the line. The offices of the Santa Fe at Denver were broken open and occupied by Rio Grande men. The governor was petitioned to call out the militia to stop bloodshed, but he left the matter entirely in the hands of the sheriffs of the counties.

Counsel for the Santa Fe appeared in the Federal court at Denver and moved to quash the "Bowen injunction." In the meantime the Rio Grande had retaken most of its stations, offices, and rolling stock. Great excitement prevailed, and some blood was shed. On June 12, 1879, Judge Hallett declared Judge Bowen's decision to be null and void, and on June 23 he decided that the Rio Grande had unlawfully retaken property and should immediately restore it to the Santa Fe; then, if the Rio Grande so desired, it might institute proceedings for the cancellation of the lease. He also decided that the Rio Grande might take possession of the narrow part of the Royal Gorge by paying to the Santa Fe the cost of construction. On July 14 the Federal court ordered all work stopped in the canyon pending an examination by a commission of engineers to determine the cost of construction. While these court proceedings were in progress the Rio Grande engineers erected fortifications and stopped the Santa Fe graders at the 20-mile limit specified in their charter.

On January 2, 1880, the Federal Supreme Court rendered its long-expected decision as follows:

"That from the mouth of the canyon to the mouth of the South Arkansas River [Salida] the Rio Grande was to take and hold the prior right of way; that it might take the roadbed of the Santa Fe in that part by paying for it at the rate determined by the commissioners; when paid for, all injunctions and restraining orders to be dissolved and set aside, and the Santa Fe was perpetually enjoined from interfering. From South Arkansas River to Leadville the prior rights belonged to the Santa Fe by reason of prior location."

Soon after this the long fight between the two railroads was terminated by a compromise agreement in Boston by which the Rio Grande was not to build its contemplated line to El Paso, Tex., nor its proposed line eastward to St. Louis, the Santa Fe was not to build to Leadville, the lease was to be canceled, and the Rio Grande was to pay the Santa Fe for all grading it had done in the canyon. Thus ended one of the longest and most bitterly contested railroad wars that were ever fought in this country. In the legal battles some of the most noted lawyers of the West were employed, and the encounters in the field were marked by deeds of heroism and bloodshed that were worthy of a better cause.

Thus we see that the Denver & Rio Grande, originally planned as a north and south line, was compelled to become an east and west line, much to its ultimate advantage, and although it made a most vigorous effort to reach the Rio Grande with its main line, it failed to do so.

After the compromise construction was carried forward rapidly, and the narrow-gage line reached Leadville in July, 1880. The first line across the Continental Divide-the line over Marshall Pass was completed to Gunnison in August, 1881. The line over Tennessee Pass-the present main line, was completed in the following year. The line from Marshall Pass was pushed westward, reaching Grand Junction in November and the Utah State line in December, 1882.

About this time the Pleasant Valley Railway of Utah, extending from Provo to Clear Creek, was purchased by Gen. Palmer and the Denver & Rio Grande Railroad and extended eastward to the Colorado line under the name Rio Grande Western Railroad. This made a through narrowgage line from Denver to Salt Lake City, which was completed to Ogden a year later. The laying of a third rail to give standard gage between Denver and Pueblo was completed on December 23, 1881, and the main line from Denver to Ogden was changed to standard gage by the autumn of 1890.

Several of the branch lines of this system are still narrow gage, and the traveler who wishes to see Marshall Pass and the Black Canyon of the Gunnison will have ample opportunity to compare the narrow, cramped cars and small engines of the narrow gage with the modern equipment of a standard-gage line.

Recently the company has been reorganized, and the name Denver & Rio Grande Western Railroad has been adopted for the entire system.

On June 3-5, 1921, a succession of flood waves occurred in Arkansas River as a result of heavy rains of "cloud-burst " violence in the drainage basins of several small streams tributary to the Arkansas above or near the city of Pueblo. The highest flood wave and the one that caused the greatest damage reached Pueblo during the evening of June 3, when a stage 61 feet above the tops of the levees was reached. At this time water 10 to 15 feet deep flowing through the lower parts of the city drowned many people and wrecked scores of buildings. The property losses caused by the flood in the Arkansas River valley aggregated nearly $20,000,000. The flood is described in detail in U. S. Geol. Survey WaterSupply Paper 487, The Arkansas River flood of June 3-5, 1921.