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| Overview | |
|---|---|
| Headquarters | Denver, Colorado |
| Reporting mark | DRGW |
| Locale | Colorado,Utah, andNew Mexico |
| Dates of operation | 1870–1992 |
| Successor | |
| Technical | |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm)standard gauge |
| Previous gauge | 3 ft (914 mm) |
| Length | 2,247 miles (3,616 km) |
TheDenver and Rio Grande Western Railroad (reporting markDRGW), often shortened toRio Grande, D&RG or D&RGW, formerly theDenver & Rio Grande Railroad, was an AmericanClass Irailroad company. The railroad started as a3 ft (914 mm)narrow-gauge line running south fromDenver,Colorado, in 1870. It served mainly as atranscontinentalbridge line between Denver andOgden,Utah. The Rio Grande was also a major origin ofcoal and mineral traffic.
The Rio Grande was a strong example of mountain railroading, with a motto ofThrough the Rockies, not around them and laterMain line through the Rockies, both referring to theRocky Mountains.
The D&RGW operated the highest mainline rail line in theUnited States, over the 10,240 feet (3,120 m)Tennessee Pass in Colorado, and the famed routes through theMoffat Tunnel and theRoyal Gorge. At its height, in 1889, the D&RGW had the largestnarrow-gauge railroad network inNorth America with 1,861 miles (2,995 km) of track interconnecting the states of Colorado,New Mexico, and Utah.[1] Known for its independence, the D&RGW operated theRio Grande Zephyr until its discontinuation in 1983. This was the last private intercitypassenger train in the United States untilBrightline began service inFlorida in 2018.
In 1988, the Rio Grande's parent corporation,Rio Grande Industries, purchasedSouthern 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 theUnion Pacific Railroad while several branch lines are now operated asheritage railways by various companies.
The Denver & Rio Grande Railway (D&RG) was incorporated on October 27, 1870, by GeneralWilliam Jackson Palmer (1836–1909), and a board of four directors. It was originally announced that the new3 ft (914 mm) railroad would proceed south fromDenver and travel an estimated 875 miles (1,408 km) south to El Paso via Pueblo, westward along the Arkansas River, and continue southward through theSan Luis Valley of Colorado toward theRio Grande.[4] Closely assisted by his friend and new business partnerDr. 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 ofColorado 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 prevailingstandard gauge. Palmer's first hand impressions of theFfestiniog Railway inWales 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 the1877–1880 war over right of way with theAtchison, 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 inPueblo withDodge City toughs led byBat 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 theArkansas River'sRoyal Gorge. The D&RG's possession of this route allowed quick access to the booming mining district ofLeadville, Colorado. While this "Treaty of Boston"[5] did not exactly favor the purest 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 controlledDenver & 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 theGreen 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.[6]
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]
Throughout the railroad's history its primary heavy repair shops were located south ofDenver, Colorado, in Burnham. They were built in 1871 and equipped to service both narrow gauge and standard gauge rolling stock. In 1922 the site received $3 million in upgrades, expanding the capacity to repair locomotives and cars. The last steam locomotive was serviced in 1956, at which time the locomotive department was converted to service diesel engines. The other major back shop site was inSalt Lake City, Utah, built in 1883. The shops inAlamosa, Colorado, primarily serviced narrow gauge rolling stock.
The D&RG built west from Pueblo reachingCañon City in 1874. The line through theRoyal Gorge reachedSalida on May 20, 1880, and was pushed to Leadville later that same year. From Salida, the D&RG pushed west over theContinental Divide at the 10,845 feet (3,306 m)Marshall Pass and reachedGunnison on August 6, 1881. From Gunnison the line entered theBlack Canyon of theGunnison River passing the famousCurecanti Needle seen in their famousScenic Line of the World Herald. The tracks left the increasingly-difficult canyon atCimmaron and passed overCerro Summit, reachingMontrose on September 8, 1882. From Montrose, a line was laid north throughDelta, reachingGrand Junction in March, 1883. The line continued building west until reaching the D&RGW close to present dayGreen River which completed a narrow-gauge transcontinental link with theRio Grande Western Railway toSalt Lake City, Utah.
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The line from Pueblo to Leadville was upgraded in 1887 tothree rails to accommodate both narrow-gauge andstandard-gauge operation. Narrow-gauge branch lines were constructed toChama, New Mexico,Durango,Silverton,Crested Butte,Lake City,Ouray andSomerset, Colorado.
The D&RG round herald featuring the words "Royal Gorge Route" was applied to rolling stock beginning in 1926 (A similar herald had been used on company stationery earlier). In 1936, the words "Moffat Tunnel" were added, and in 1939, it was replaced by the "Flying Rio Grande" logo.[7]
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 more than 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.
The D&RG also pushed west fromWalsenburg, Colorado, overLa 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 reachedAlamosa by 1878. From Alamosa, a line was pushed south throughAntonito eventually reachingSanta Fe, New Mexico (theChili Line), and west as far asCreede, Colorado. A line containing one of the longest narrow-gauge tangent tracks in U.S. railroading (52.82 miles or 85 kilometers) also linked Alamosa withSalida to the north. From Antonito a line was built over 10,015 feet (3,053 m)Cumbres Pass, along theColorado-New Mexico border, reachingDurango, Colorado, in August, 1881 and continuing north to the rich mining areas aroundSilverton in July, 1882. A line was also constructed in 1902 as a standard-gauge line, perhaps in anticipation of possiblestandard gauging of the entire line, south from Durango toFarmington, New Mexico.
Part of the reason for this isolated change of gauge was that theSouthern Pacific contemplated extending to access coal fields in the northernSan Juan basin, had surveyors working there, and had incorporated a subsidiary, theArizona & Colorado Railroad Company, for this purpose. As a defensive move, this may have been enough to discourage the A&C from proceeding to construction.[8] Originally hauling mainly agricultural products, the Farmington line was converted to narrow gauge in 1923,[9] and later delivered pipe and other construction materials to the local oil and natural gas industry into the 1960s.
Portions of theAlamosa–Durango line survive to this day. The Walsenburg–Alamosa–Antonito line survives as thestandard-gaugeColorado Pacific Rio Grande Railroad, with passenger excursion trains service provided by theRio Grande Scenic Railroad. Twonarrow-gauge segments survive assteam railroads, the Antonito–Chama line as theCumbres and Toltec Scenic Railroad and Durango–Silverton as theDurango and Silverton Narrow Gauge Railroad.
Rio Grande Southern Railroad connected to San Juan Extension in Durango and went through the western edge ofSan Juan Mountains toRidgway, Colorado, on Montrose–Ouray branch.
The D&RG built west from Leadville over 10,240 feet (3,120 m)Tennessee Pass in an attempt to reach the mining areas aroundAspen, Colorado, before its rival railroad in the area, theColorado Midland, could build a line reaching there. The D&RG built a line throughGlenwood Canyon toGlenwood Springs, reaching Aspen in October, 1887.[10] 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,[10] and the original narrow-gauge route via Marshall Pass became a secondary route.
The first (1881–1889) Denver & Rio Grande Western Railway built a narrow-gauge line fromOgden, Utah, viaSoldier Summit, Utah, toGrand Junction, Colorado. The railroad was reorganized as 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.[6] It was the railway whichGustaf Nordenskiöld employed to haul boxcars of relics from theMesa Verde, Colorado, cliff dwellings, in 1891, en route to theNational 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 financeWestern Pacific Railroad construction. TheUnited States Railroad Administration (USRA) took over the D&RG duringWorld 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.[11]
In 1931, the D&RGW acquired the Denver and Salt Lake Western Railroad, apaper railroad subsidiary of theDenver 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 theDotsero Cutoff east of Glenwood Springs to nearBond on theColorado River, at a location called Orestod (Dotsero spelled backward). Construction was completed in 1934, givingDenver a direct transcontinental link to the west.[12] The D&RGW slipped into bankruptcy again in 1935.[13] Emerging in 1947, it merged with the D&SL on March 3, 1947, gaining control of the "Moffat Road" through theMoffat Tunnel and a branch line from Bond toCraig, Colorado.
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, theUnion 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 productivecoal mining regions, retired coal-fueledsteam 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 theCalifornia Zephyr, a passenger train which was jointly operated with theChicago, Burlington and Quincy Railroad (CB&Q) from Chicago to Denver, the D&RGW from Denver to Salt Lake City, and theWestern Pacific Railroad from Salt Lake City toOakland, California (with ferry and bus connections toSan Francisco). Unable to compete with the Union Pacific's faster, less mountainous route and 39 3/4-hour schedules, theCalifornia Zephyr offered a more leisurely journey – a "rail cruise" – with ample vistas of the Rockies. Although theCalifornia 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 nationalAmtrak system, and continued to operate its share of the Zephyr equipment as theRio 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 theSan Francisco Zephyr to the Moffat Road line and rebranded it as the current incarnation of theCalifornia 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-powerednarrow-gauge lines, including the famed narrow-gauge line betweenDurango andSilverton, 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 7,733 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. TheCumbres and Toltec Scenic Railroad assumed operation of the line betweenAntonito, Colorado, andChama, New Mexico, in 1970. The last D&RGW narrow-gauge line, from Durango to Silverton, was sold in 1981 to theDurango and Silverton Narrow Gauge Railroad, exactly one hundred years after the line went into operation.
In 1988,Rio Grande Industries, the company that controlled the D&RGW under the direction ofPhilip Anschutz, purchased theSouthern 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 ofdiesel fuel, a trend that set in after the1973 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 or repainted after the merger.
On September 11, 1996, Anschutz sold the combined D&RGW/SP system with the parent companySouthern Pacific Rail Corporation to theUnion Pacific Corporation, partly in response to the earlier merger ofBurlington Northern andSanta Fe which formed theBurlington Northern and Santa Fe Railway. As the Union Pacific absorbed the D&RGW into its system, signs of the fabled mountain railroad's existence slowly faded. 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. D&RGW 5371 was donated to the Utah State Railroad Museum atOgden's Union Station on August 17, 2009, and resides in the Eccles Rail Center at the south end of the building. Many other Rio Grande locomotives used to 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, but most, if not all, have been repainted into Union Pacifics Armour Yellow since.
In 2006, Union Pacific unveiledUP 1989, anEMD SD70ACe painted in a stylized version of the D&RGW color scheme. This unit is one of several SD70ACe locomotives in theUnion Pacific heritage fleet has painted in stylized colors to help preserve the image of the railroads it has merged.
The following people served as presidents (or the equivalent) of the D&RGW and its predecessors.
By the beginning of 1948 the company owned 318 steam locomotives, 62diesel locomotives, 179passenger cars and 14,662freight cars. In 1962, there were 22 steam locomotives, 257 diesel locomotives, 96 passenger cars and 12,386 freight cars.[14]
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.[15]
| Train numbers | Train name | Endpoints | Years of operation |
|---|---|---|---|
| 1/2 | Scenic Limited | Denver-Salt Lake City (via Royal Gorge) | 1906–1946[16] |
| 1/2 | Royal Gorge | Denver-Grand Junction (via Royal Gorge) | 1946–1967[16][17] |
| 3/4 | Colorado Eagle | St. Louis-Denver | 1942–1966[18] |
| 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[19] |
| 9/10 | Yampa Valley | Denver-Craig | 1963–1968[19] |
| 17/18 | California Zephyr | Chicago-Oakland | 1949–1970; 1983–Present (operated byAmtrak) |
| 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 theColorado and New Mexico Express) | Alamosa-Durango | 1937–1951[15] |
| 315/316 | Shavano | Salida-Gunnison | 1937–1940 |
| 461/462 | The Silverton | Durango-Silverton | 1947–1980 (summer only)[20] |
| 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 | Antonito-Chama | 1970–present (operated by Cumbres and Toltec Railroad) |
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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 itsCentral Corridor. However, several branch lines and other assets have been sold, abandoned or re-purposed. These include several presently operatingheritage railways that trace their origins to the Denver & Rio Grande Western.
Active rail assets tracing their heritage to the D&RGW that are not part of the Union Pacific network today include:
The largest collection of survivingCalifornia Zephyr equipment can be found at theWestern Pacific Railroad Museum atPortola, California, although this museum focuses on theWestern Pacific Railroad, rather than the Rio Grande.
Museums that focus on the D&RGW include:
Museums using former D&RGW depots as buildings include:
Originally called the Yampa Valley Mail, the train became the Yampa Valley when the Post Office terminated its mail contract in 1963. Very few people in the 1960s chose to take the train to travel from Craig and Steamboat to Denver. The ride took at least six-and-a-half hours, and sometimes much longer because it often ran late. A Continental Trailways bus required only four hours; an automobile could get there in three.
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