Community Life

A Man Called Blue

“Blue” should have been a grouch, with a name like that. Nobody who knew him seems to know why he was called this; his real name was Rudolph O. Cogdell. If one went into his little grocery store in Fraser, although his voice was gruff, he gave a peasant greeting. He did possess a temper that could be ignited, and if his blood pressure rose, his face turned a brilliant red.

However, he was kind to his wife, Gladys (Hunnicutt), a local girl, and loving to their daughter, Mary Ellen, who was a “late-comer” (Gladys was over 40 when the baby was born). On the store front, the sign read Codgell’s Market, which was located facing the highway near what is now Doc Susie Avenue. Before Blue bought the store in the mid-1940’s, he worked on the Fraser railroad section, and he also owned the Sinclair gas station at the corner of the highway and the main street, about 1940.

Codgell’s Market was quite small, and the customer base was likewise, for there weren¹t many people in the valley in those days. Three grocery stores competed: R.L. Cogdell¹s Market, The Fraser Mercantile, owned by Frank Carlson, and the Red & White Store, run by Charles Bridge, Sr. There was also a tiny store by the sawmill near “Old Town” Winter Park; that one was operated by Mr. and Mrs. Green. The economy struggled for many years after the war, and everyone lived on a shoestring. Thus, prosperous times for any of the grocery stores had marginal potential. That should have made Blue grumpy, one might think. Blue, a short, rather stocky man with dark hair and brown eyes framed in glasses and habitually clad in his grocer’s apron, took care of everything in his mercantile except for the meat counter at the rear of the store. He would be found arranging the goods on shelves, dry goods on one side, dried food on the other, and fresh food in between. He stored some of the dried foods in barrels along the aisle. Fresh food was picked up once a week. It was, of course, very seasonal, with only root vegetables, apples, oranges, and bananas being available year-round.

Granby Dairy delivered dairy products; Rube Strachman in Granby sold him meat. Nobel Mercantile from Denver serviced the dried foods and produce. Gladys, even shorter and stockier than Blue, had a fiery temper and she was known on occasion to retaliate if some customer gave her any lip. She was an expert butcher, and if a person wanted some special roast or other cut of meat, he went to see Gladys. She was good. Mary Ellen helped when she could, as she grew older. When the theater, located on the corner of Highway 40 and St. Louis Ave., or Main Street (now Eisenhower Drive) in Fraser closed its doors, Blue bought the building, doubling his available space. The layout was the same and Gladys still manned the butcher department at the rear of the store. Walking into the long skinny building always brought to mind the movies of previous days.

The economy improved as the ski area grew. It was a fact that Blue, although a hard worker, also loved to gamble, and one report speaks of certain crap games. It seems that there was a stretch of track inside one of the tunnels in the Fraser Canyon that would rise with the frost every winter. When this happened, section hands from Fraser and Tabernash, including Blue in those days, had to go into the tunnel, removed the rails, dig out the hump, and replace the rails. While the men were at it, they would take time for those crap games. A good deal of gambling occurred at the Red & White Store too. Carlson, Cogdell, and Bridge often had poker games, where the losses were considerable on occasion. If he lost, did that make Blue blue? We don’t know.

In any case, Blue and Gladys took separate vacations. Perhaps he went to gambling towns like Las Vegas; on the other hand, perhaps one of them just had to stay home and mind the store. Every Christmas season, Blue wandered over to the Fraser School to find out how many children were enrolled this year. It was Blue who furnished al the fruits, nuts, and candies for paper sacks to be given out to each child by Santa Claus at the end of the Christmas program. This was a town affair and nearly every person in town attended, sitting if there was room, standing against the walls of the gym if there wasn’t. Nobody cared to miss the play and singing performed by every single child in the school. PTA mothers filled the goody bags. Few people were aware of Blue’s generosity.

Mountain Men and Trappers

Topic:

Mountain Men and Trappers

Article contributed by Abbott Fay

Many noted fur trappers and traders are reported to have been familiar with the headwaters of the Grand (Colorado) River as early as the 1820s. Among them were Thomas Fitzpatrick, Jim Beckwurth, Christopher “Kit “Carson, Henry Fraeb and Peter Sarpy.

Louis Vasquez built a trading fort on the South Platte River and ventured into what is now Grand County to trade with the Utes. A pass east of Berthoud Pass is named for him and his trading post was located at the site of modern Winter Park. His partner, Andrew Sublette, also came across the Divide to trade in Grand County, as well as Ceran St. Vrain, whose fort was near modern Platteville.

26 year old Tom Smith was with a group of trappers who entered the northern part of Grand County in 1827, where they were attacked by either Ute or Arapahoe Indians. Tom was hit in the leg by an arrow, splitting the bone and creating a life threatening infection. Amputation was needed but none of the party had the nerve to perform the operation. So Tom took a butcher knife and amputated his own leg. As “Pegleg Smith” Tom later became noted as one of the greatest horse thieves in the West, but was never prosecuted.

The beaver trade was essentially over by the 1840s as silk replaced beaver pelt as the stylish material for top hats. In 1842, famed traveler Rufus Sage came over Muddy Pass into Middle Park, but recorded almost no hunting activity there. On the other hand …fishing was great! His party caught over 50 pounds of trout in one morning.

Noted mountain man Jim Bridger and another guide, Joseph Chatillon, let the infamous Sir George Gore on an extravagant hunting expedition in Middle Park. Despite the senseless slaughter of thousands of game animals, Gore has been immortalized with a mountain range, canyon and pass named for him.

One of the earliest of the mountain men to discover what was to become Grand County arrived in the Fraser Valley as early as 1860, soon after gold was discovered in Colorado. Charley Utter, known as “Colorado Charley”, was considered the prototype of rough trappers and traders. He was unique, though, in that he insisted on taking a bath every day, whether in the hot springs or beneath frigid waterfalls. In 1864, Charley was one of the first to make use of Berthoud Pass driving cattle that he raised at Troublesome Creek. His home was host to various adventurers who came to explore the prospects of Middle Park. He would eventually work with the famous Buffalo Bill Cody, appearing in “Wild West” shows.

When Kentuckian Beverly D. William spent some time in Grand County, he realized the Grand River was originally named the Colorado. As a Washington delegate from the newly organized “Jefferson Territory” (as this area was known at the time), he was instrumental in getting the named changed to the “Colorado Territory”, although the river was called Grand River until 1921.

Sources:
Carl Ubbulode, Maxine Benson & Duane Smith, A Colorado History, Pruett Press, 1972
Agnes Spring Wright, Colorado Charlie, Wild Bill's Partner, Pruett Press, 1968
Hazel Gresham, North Park, Self Published, 1975
R.C. Black, Island in the Rockies, Pruett Publishing Co., 1969
Abbott Fay, To Think That This Happened In Grand County, Grand County Historical Association, 1999

William Byers

Topic: Biographies

William Byers

Article contributed by Abbott Fay

Born in Ohio in 1831, William Byers became a surveyor in Iowa, Nebraska, Oregon and Washington during the 1850's. He described himself later as "a mountain tramp". In 1859, he hauled a printing press to the new town of Denver, where he founded the Rocky Mountain News. He also served as postmaster of the settlement.

He was enthusiastic about the mining prospects of Colorado, and wrote endless editorials about the wealth to be found in the mountains to the West. However, many disappointed prospectors took to referring to Byers newspaper as the "Rocky Mountain Liar". Among his promotions was the idea that the South Platte River could be made navigable. That vision never became reality due to the size of the river. He wrote inflammatory articles against Indians which contributed to the infamous Sand Creek Massacre, a slaughter of peaceful natives by Colorado militia in 1864.

Fascinated by the co-called "boiling springs" in Middle Park, Byers managed to obtain rudimentary land titles from Indian claimants and promoters to establish the town of Hot Sulphur Springs in 1863.

Byers developed Hot Sulphur Springs into what was probably Colorado's first resort town. He also tried to grow grapes and other commercial garden crops in Grand County, with little or no success. He invested in sawmills and was part owner with William Cozens of the Hilry Harry & Company "Brand H" ranch.

In 1901, at the age of 70, Byers undertook the ascent of the peak which had been named for him by the official Hayden survey. The next year he donated land for the Grand County Courthouse in Hot Sulphur Springs

William Byers died in 1903. His fame is preserved in the names of Byers Canyon, Byers Peak and the town of Byers. He was one of the founders of the Colorado Historical Society, which owns the Byers-Evans House, a historical museum in Denver. There is a stained glass window of his portrait in the Colorado State Capitol building.

Sources: Don and Jean Griswold, Colorado's Century of Cities, Denver CO 1958.

Thomas J. Noel, The Colorado Almanac, Portland, OR 2001

Samuel Bowles, The Switzerland of America, Springfield, MA, 1869

Robert C. Black, Island in Rockies, Boulder CO, 1968

Lulita Pritchett, Maggie By My Side, Steamboat Springs CO, 1976

Dougall MacDonald, Long's Peak: Colorado's Favorite Fourteener, Englewood CO, 2004

Carl Ubbelokdre, Maxine Benson and Duane Smith, A Colorado History, Boulder CO 1972

Alice Reich and Thomas Steel, Fraser Haps and Mishaps, Denver CO 1990

Monarch: Grand County's City of Atlantis

Topic: Monarch

Monarch: Grand County's City of Atlantis

Monarch, now a picturesque lake for meandering around on a pleasant summer day, was once a bustling town, the home of the Monarch Consolidated Gold and Copper Mining and Smelting Company, and the rail head of the Rocky Mountain Railroad. The life of this little company town and railroad was very short lived and now nearly forgotten.

Boulder business men T.S. Waltemeyer, and Frank and Charles A. Wolcott heard about traces of gold, silver, and mostly copper at the junction of the Arapahoe Creek and the South Fork of the Colorado River. In 1905 they established the Monarch Consolidated Gold and Copper Mining and Smelting Company and built their company on the assumption that a major belt of minerals extended east through the Continental Divide. The Monarch Company consisted of several subsidiary companies including lumber companies, an "investment" company, an exploration company, and a development company. The main objective of the company was to mine metal ores, but supplement it with timber and build a railway to benefit the whole corporation.

The company had 1740 acres of placer and lode claims; the main mines were the Copper King, Copper Queen, Omaha, Ella C., and High Lonesome. The Monarch Company shipped heavy machinery by flatbed cars to Granby on the new Moffat Road. They then put an ad in the paper asking for bids to haul heavy machinery 16 miles from Granby to Monarch. The machinery included "5 boilers (eight and a quarter tons each), one engine (over eleven tons), one flywheel (6 tons), other machinery (from 1 to 5 tons), a carload of nails, and several hundred pounds of miscellaneous supplies." The task of hauling the heavy equipment was made especially difficult by mud-holes and bridges not made for heavy loads. Denver hauling companies refused to take on the job and one Swedish logging company from Wyoming abandoned the challenge after the first wagonload stuck in a mud-hole.

Finally Dick McQueary agreed to move the machinery. To accomplish the job, McQueary purchased several hundred feet of hardwood planks in Denver, 3 inch thick, sixteen inches wide and twelve feet long. Accompanying the heavy pieces up the mountain was a "4 horse team hauling hardwood plank, a 4 horse team pulling six inch pine poles, 10 feet long, and a four horse team pulling two ton large nails". The crew built temporary bridges across mud-holes by laying pine poles 3 feet apart with hardwood planks laid across the poles. 2 light loads were driven across to test bridge followed by the heavy load pulled by 12 head horses. Finally the planks and poles were pulled up to be used at the next mud-hole. The heavy machinery was hauled in 2 weeks.

Construction on the Rocky Mountain Railway, a standard-gauge line from Granby to Monarch, began in 1907. The 16 mile line was completed by Thanksgiving. There were hopes of someday extending the line to Grand Lake for resort passengers and eventually a line to Walden in North Park. The Denver and Northwest Railroad Company helped survey the line by lending J.J. Argo's services. Dick McQueary was once again brought in to grade the road bed between the Monarch mill and Granby. Most of the workers on the railroad were Japanese, Bulgarian, Hungarian, and Austrian day laborers from an employment agency in Denver. The laborers were paid $2 a day, (plus a fifteen cent fee for their interpreter).

Once the railway was completed and in operation it issued passenger tickets. However, the company never published a schedule. Neither did the company hire a full train crew to run their single locomotive. To meet regulations for switching service on Moffat tracks in Granby, the Rocky Mountain Railroad took on board a couple of interested bystanders. At gates crossing ranch properties fireman Leo Algier would simply jump off the train to open the gate and close it after the train had crossed through before hopping back on the train. Ranching families on the line were allowed to catch rides on the train when it passed through or to request package drop-offs.

The Monarch Company created Monarch Lake by damming the valley, at the junction of Arapahoe Creek and South fork of the Colorado River, for use with the saw mill and the box factory. A 2800 foot long chute carried tree trunks down the hillside to the lake where they hit the water and could bounce up to 50 ft high. Then a stern-wheel steamer pushed logs into a system of canals and flumes that led down to the saw mill and box factory.

The town of Monarch included employee housing, business offices, a post office, and an assembly hall. Dick McQueary helped haul sawlogs to mill and haul materials for building employee housing in Monarch. Grand County's first hydro-electric generator was in Monarch. The waterworks system was created by piping water from the falls at Mad Creek and had pressure up to 300 lbs per inch.

Even thought the mining company never produced more than $150 a year, the owners continued to promote the business to stockholders and they were able to keep the business running by through their enthusiasm for the project. During the summer, stockholders were invited to visit Monarch, tour the site, and hear lectures on the operation. The tour often included a visit to a spruce tree named "Monarch" that was seven feet in diameter. So, while business might not have been booming, enthusiasm and interest from stockholders was.

The last piece of Monarch to be constructed was the box factory in 1907. Unfortunately the factory only operated for 2 or 3 months before it suffered a fire and was totally destroyed. Robert Black in Island in the Rockies stated that the questionable promotions of Monarch would have been forgiven if the box factory had developed into a solid operation.

Soon after the fire, a disagreement between management and labor resulted in the entire work force being fired. For several months the Rocky Mountain Railroad operated the train with one man who acted as engineer, fireman, brakeman and conductor. The company hired Dick McQueary as general manager until fall the fall of 1907 when stockholders discovered the true state of the company and declared bankruptcy. Stockholders and the community were convinced that the whole company had been created as stock-selling scheme.

Although the Monarch Company and the Rocky Mountain Railroad were no longer in business, the railway continued to be used for a number of years. For example, Ed McDonald, dude rancher, put a Cadillac touring car on flanged iron wheels to carry mail, supplies, and guests to his ranch. The center of town was preserved and developed by the Dierks as a summer resort called Ka Rose, after Katherine Rose Dierks, after the owner's daughter. In 1912 the rail line was used for transporting fisherman along the river by Ernest F. Behr, a former Colorado and Southern engineman. Finally, in 1918 the rails were sold to a junk dealer in Denver to satisfy the World War I need for scrap metal.

Currently, the town, mill site, and box factory lay under the waters of Lake Granby and are inaccessible, except in years of draught. However, there are a couple of remaining pieces at Monarch Lake that are still visible. On the south side of the lake, near the water's edge, is a boiler that was used to yard logs into a chute and shoots the logs into a holding pond. Also, the flume still runs down the hillside into the lake. The trail around Monarch Lake takes hikers directly under the flume.

Gaskill and the Wolverine and Ruby Mines

Topic: Mining

Gaskill and the Wolverine and Ruby Mines

The Wolverine Mine was discovered in 1875 by James Bourn and Alexander Campbell. Bourn was the brother-in-law of James Crawford, the founder of Steamboat Springs. James Bourn was the twin brother of Crawford's wife, Maggie. A Grand County recording error forever changed the name of Bourn in the area to "Bowen". The mine was located in the Rabbit Ears Range on Bowen Mountain, up Bowen Gulch, approximately 10 miles northwest of Grand Lake. This discovery sparked additional exploration in the area that lead to a number of new mines. Within a week of the original discovery, interested parties formed the Campbell Mining District which included Bowen Mountain, Bowen and Baker gulches. Some of the Middle Park residents who participated in the mining exploration were John Baker, Charles Royer, Charles Hook, John Stokes and the Redman brothers, William and Mann. The Redman's eventually discovered the Sedalia mine. Bourn and Campbell in less than a year lost the Wolverine mine by not fulfilling a grubstake agreement with the Georgetown grocers, Spruance and Hutchinson.

John Stokes leased the Wolverine Mine from the grocers until Edward Phillip Weber, an agent representing a group of Illinois investors, purchased the Wolverine Mine in the Summer of 1879. Weber continued purchasing other Campbell Mining District claims which created a great deal of local excitement. Weber hired Stokes to assist him and also hired Lewis Dewitt Clinton Gaskill to act as the first foreman for the Wolverine mine. Gaskill had mine operation experience, having successfully operated the Saco Mine, on Leavenworth Mountain, above Georgetown for several years. A mining camp was built below the Wolverine Mine that contained a large bunk house building and a more substantial mine office building.

Gaskill, a Civil War veteran of the 28^th Regiment of the New York Volunteer Infantry, had come to Colorado in 1868 as a representative of a group of Auburn, New York bankers to invest in mining properties. He eventually successfully operated the Saco mine in 1873 and 1874. He invested in the Georgetown, Empire and Middle Park Wagon Road in 1874, which was a toll road that finally made the Berthoud Pass road passable for wagon traffic. Gaskill also acted as the foreman during the construction of the road. The principal investor in the road was William Cushman of the First National Bank of Georgetown. The bank had a financial collapse in 1877. At that time, Gaskill was the secretary of the road company and lived with his family in the company house just below the summit of Berthoud Pass on the west side. William Hamill, a wealthy Georgetown businessman, bought the wagon road in a foreclosure auction in 1881 for $7,000. Gaskill continued to live with his family in the Berthoud Pass summit house until 1885, when he moved his family into the Fraser Valley and homesteaded 160 acres along Elk Creek.

The settlement of Gaskill began when in August of 1880, Al J. Warner built a log cabin store in a meadow below Bowen Gulch on the trail/road that lead to both Bowen Gulch and Baker Gulch. The settlement was also strategically well placed midway on the trail/road between Grand Lake and Lulu City and the Lead Mountain Mining District. Another store was built in September by John K. Mowery. By that October, Mowery was appointed as the first postmaster of Gaskill. The following spring E. Snell, opened a large general merchandise store that prompted the original store keeper, Al Warner, to relocate to Grand Lake as Al's Place. The town was named to honor L.D.C. Gaskill, the greatly respected foreman of the Wolverine Mine, the road builder/operator and the Civil War veteran. By 1882, the town covered 60 acres. E.P. Weber of the Grand Lake Mining and Smelting Company got involved in the town real estate development by laying out a city grid and offering lots for sale. Weber's plat renamed the town Auburn after L. D. C. Gaskill's home town of Auburn, New York, but the Gaskill name stuck. By the close of 1882, there were over 100 residents living in Gaskill. The most substantial building was the Rogerson House, a well appointed two story, squared log hostelry, Horatio Bailey Rogerson, proprietor. Rogerson, would be elected County Commissioner in November of 1882, but would not serve because of a sudden discovery of ineligibility. Instead, lame duck Colorado Governor Pitkin, appointed E. P. Weber to the post. Weber was killed in the infamous July 4, 1883 shoot-out at Grand Lake.

The Bowen Gulch trail lead to many of the most productive and worked mines in the Campbell Mining District which included the Wolverine, now owned by the Grand Lake Mining and Smelting Company, E. P. Weber superintendent and the Ruby and Cross mines owned by Kentucky and Colorado Mining and Smelting Company, John Barbee superintendent. Barbee, who lived in Grand Lake, would go on to serve as superintendent of schools, Justice of the Peace and briefly the editor of the Grand Lake Prospector. Barbee's partner in many endeavors was Antelope Jack Warren. Warren was as rough as Barbee was refined. He acted as a foreman and, by one account, a bodyguard for Barbee. The Bowen Gulch trail continued up the mountain to Bowen Pass and then descended into North Park and the Jack and Park mining districts which were organized by the end of 1880, to the settlement of Teller City. Passable roads that could handle wagon traffic were needed and often planned but rarely built. The high cost of building and maintaining wagon capable roads in Middle Park was a difficult proposition for local governments and private entrepreneurs.

The Grand County Commissioners in July of 1877 had declared the trail from Grand Lake to the mining gulches of the Rabbit Ears Range to be a county road. However there was little county money to pay for improvements to make the trail a road. Private investors were reluctant to invest in wagon roads when there was the persistent rumor that railroads were coming spawned by the numerous railroad surveys that were performed in the area. Albert Selak, a Georgetown brewer, in August of 1878, organized a toll road that would branch off of the Georgetown, Empire, and Middle Park Wagon Road at the Ostrander Ranch on Red Dirt Hill, and proceed to Grand Lake and continue on to the Rabbit Ears Range mines and continue on into North Park and on to the Wyoming territory line. John Barbee invested in the Middle Park Toll Bridge Company, a toll bridge company that intended to build a bridge across the Grand River above the confluence of Willow Creek and the Grand River. However, this project languished, and was taken over by the county with an expenditure of $150.

If ore wagons would need to haul ore to the nearest reduction mill which was over 60 miles in Georgetown, the toll road might have been a financial success. However, the lower grade ore from these Rabbit Ears Range mines would not yield a sufficient profit to cover the transportation and processing costs in a market where the market value of silver annually declined. So the ore piles grew. What was needed was a nearby reduction mill or cheaper transportation, like a railroad or a higher price for silver. Weber had repeatedly promised that a reduction mill was coming, but nothing was ever built. By April of 1883 with tons of ore piled up and waiting for transport to be processed, Weber temporarily closed the Wolverine Mine and laid off his miners. He admitted in June of 1883 that the ore from the Wolverine was “rather refractory” and that it would not justify shipment without local reduction. Some hoped the closing was a strategic move by Weber to trigger a sell off of area mining properties so that he could acquire additional mines before he built the reduction mill, but it was not to be. Weber would soon be shot dead by his political rival, John Gillis Mills.

The favorable newspaper stories of Rabbit Ears Range mining would continue, but for the informed, it had become clear that without a major investment in improved transportation including a railroad or a major investment in a reduction mill in the area, the mining concerns were doomed to fail. Mining claims had to be worked in order to be kept. A minimum of $100 of labor or $500 in improvements had to be expended each year to maintain the claim or else the claim would be deemed abandoned. Many claim holders leased their claims to miners to work for a percentage of the return. Without the ability to sell and process the ore for a profit, there was no return. The speculative mining investment money began to dry up and the miners and their supporting merchants began to leave. By the end of 1886, the Middle Park mining boom had ended. To further add to the decline, a border dispute that arose between Larimer County and Grand County over the taxation and mineral wealth of North Park was finally decided in 1886 by the Colorado Supreme Court in favor of Larimer County. North Park was part of Larimer County, not part of Grand County. A lawsuit would follow so that Larimer County could recover the wrongly collected taxes of $20,000 from Grand County. Grand County's total tax income at the time was less than $3,500 a year.

Rollins or Corona - What shall it be called?

Topic: Mountains

Rollins or Corona - What shall it be called?

Travel across various passes of the Continental Divide occurred long before white men showed up. Indeed, as anthropologist James Benedict wrote c. 1975, some 10,000 years ago, prehistoric Indians camped, hunted, and built hunting walls on the upper reaches of Rollins Pass, as well as moving in and out of Middle Park for the warm summer months.

Historic Indians followed the same paths. In the earliest days of non-Indian access, a particular pass at the head of Boulder Creek was dubbed Boulder Pass. Capt. Jacob Bonesteel, including wagons, made the first recorded crossing by a white man at this point in April 1862. Three years later, a group of Mormons brought wagons over this route and a year later, promoters of new roads into Middle Park brought in many wagons and livestock.

In fact, tourists were starting to enter the park by a number of routes, and one of them, Samuel Bowles, who wrote a fascinating account of his trip, including his return to Denver via Boulder Pass. Interest was growing rapidly for a road over the Divide, into Hot Sulphur Springs, and on into Utah. One promoter, John Quincy Adams Rollins, from New Hampshire, teamed up with William N. Byers and Porter M. Smart to carry this project through. Rollins was interested in crossing the Divide; Byers was promoting the Springs; Porter wanted to develop the valley of the Middle Yampa. All three were pushing to have Middle Park officially named as Grand County, a challenge finally accomplished in 1874. So Rollins and associates started his road, reaching the top in 1873.

That next winter, they publicized this access and in June, Jimmy Crawford brought his family and wagons to Rollinsville and thence to Yankee Doodle Lake, ready to cross the pass now named Rollins Pass by the developer. But the road ended, and they found Rollins' men still hacking the road out of the granite! Jimmy and his crew found it necessary to leave their wagons and help. Finally, on June 10th, the family was able to head for the top. Jimmy borrowed two yokes of oxen, hitching them to mules, and then to his horse. The road was so rough that the procession could proceed but a few feet before having to rest. The family itself climbed on foot. At the summit, they discovered only a rough swath cut down through the trees on the western side. The "road" dropped down between the lakes and followed Ranch Creek to its junction with the Fraser River.

Rollins quickly realized that Berthoud Pass, which also opened in 1874, was superior to his own pass for wheeled vehicles, so he determined to hedge his bets. He initiated the first mail service into the county in 1873. He also built a commodious hotel where his road joined the Berthoud Pass road at the confluence of Crooked Creek and the Fraser. He called it the Junction House. Next, he proposed to the builders of Berthoud Pass that they form a joint ownership of the two roads between Junction Ranch and the Springs. Tickets would be issued for both routes and revenues would be shared. The two companies would build a bridge over the Grand at Hot Sulphur Springs. He even buttered up his rivals by complementing their work. All this was accomplished, although the mail route soon moved to Berthoud Pass, because of the severe winters on Rollins Pass.

The bridge was started in November 1874. From the beginning, Rollins' road was preferred for trailing livestock, because there were fewer problems with heavy timber and bogs. For years, the Church brothers, George and John, who introduced the Hereford breed into the county, trailed their cattle for summering in what became known as Church Park. However, tourists such as Irving Hale still drove wagons over Rollins Pass in 1878. About 1880, interest burgeoned for bringing a railroad up South Boulder Canyon and through a tunnel near Rollins Pass. Numerous surveys were completed all along the area. David Moffat settled on Rollins Pass for the tunnel site but decided first to put a temporary line over the top.

Thus, in the summer of 1903, a formal contract was let for work up and over the Pass itself. By 1904, the workers reached Arrowhead and they also built a work station on top, called Corona Station, or "crown of the mountain." This railroad construction town of Corona, located at over 11,600 feet at the top of Rollins Pass (first called Boulder Pass) along the Continental Divide was the highest railroad station in the world. It became obvious by 1905 that the Corona area would require snowsheds if trains were to travel, even irregularly, during the winter. Still, word got out of the spectacular splendor of Rollins Pass and tourists flocked in on summer train excursions, sometimes stopping on top, sometimes going as far as Arrow.

In 1913, a fine hotel was built next to the rail facilities. Because Rollins Pass was right in the middle of severe weather patterns, a weather station was built on top, as well as one down at Sunnyside. In 1915, Rollins Pass was actually proposed to be the south boundary of a proposed "Estes National Park." Later, on the National Historic Register, the district was listed in 1997 as the Denver, Northwestern and Pacific Railway Historic District--Rollinsville & Middle Park Wagon Road. It was also identified as the Rollinsville and Middle Park Wagon Road; Boulder Wagon Road, Rollins Pass, and Rollinsville area. In 1956, Governor Steve McNichols had presided at the official re-opening of the four percent grade to vehicle traffic over Corona Pass, expressing the hope that the route would someday be paved. The Colorado Game and Fish Department and the U.S. Forest Service made additional improvements, and the Arapaho and Roosevelt National Forests put out a 24-page booklet titled "The Moffat Road: A Self-Guiding Auto Tour."

The road crossed two of the original railroad trestles near Corona but those trestles, even if reached by 4-wheel vehicles, were crumbling and could no longer even be crossed safely on foot. The current self-guided auto tour refers to Rollins Pass, as well as the Moffat Road and the Boulder Wagon Road. Corona Station and Hotel are discussed. In 1979, a portion of the auto road over Corona Pass was permanently closed because of a cave-in of the "Needle's Eye," a tunnel located before the trestles heading west from the Moffat Tunnel's East Portal. The tunnel reopened on July 3, 1988, thanks to efforts of the Rollins Pass Restoration Association on both sides of the Divide, with the cooperation of the U.S. Forest Service, Colorado History Society, and Boulder, Grand, and Gilpin Counties. It then closed once more when another rockfall hit the tunnel on July 15, 1990. The RPRA is continuing its efforts for re-opening. The noted photographer, Charles McClure, took many outstanding photos of the Rollins Pass road.

One, titled "Group on Rollins Pass, shows well-dressed men and women stand on a snowfield making snowballs on Rollins Pass, Moffat Road, Boulder or Grand County, Colorado; probably on Denver, Northwestern and Pacific excursion train. Date: between 1904 and 1913 near Corona Station." Another photo shows a "30 ft. snowcut on Rollins Pass, Moffat Road photo. Denver and Salt Lake Arrow passenger car is parked east of Corona snowshed by the thirty foot snowbank cut, Rollins Pass, Colorado; it shows men, women and railroad employees posed behind train, on the roof and on the snowbank and a standard gauge track. Date: between 1904 and 1915." A sign at the highway turn onto the Moffat roadbed says: The Moffat Road "Hill Route" Also called "Corona Pass Road", this road over the Continental Divide was the original "Hill Route" of the Denver, Northwestern & Pacific Railway built by David H. Moffat in 1903. It crosses Rollins Pass at 11,666 feet elevation. On top of Rollins Pass, a sign says: Elevation 11, 660 feet, John Quincy Adams Rollins established a toll wagon road through this pass in the mid 1870's. David H. Moffat's Denver, Northwestern & Pacific Railway crossed the Continental Divide at this point in 1903.

First known as Boulder Pass, then Rollins Pass, the railroad workers dubbed it "Corona", the crown of the "Top of the world." A railroad station, hotel, restaurant and workers' quarters existed here until 1928 when the railroad was abandoned due to the building of the Moffat Tunnel. Identifications in various trail and geographical guides say: Rollins Pass (el. 11,680 ft) is a high mountain pass in the Rocky Mountains of north-central Colorado in the United States. The pass is located on the continental divide at the crest of the Front Range southwest of Boulder, at the boundary of Grand County, Colorado and Boulder County, Colorado. Rollins Pass (a.k.a. Corona Pass) sits approximately 5 miles east and above the popular ski areas around Winter Park, between Winter Park and Rollinsville. The pass is traversed by an unpaved road, mostly the former roadbed of the Denver and Salt Lake Railway which abandoned the route in 1928 when the Moffat Tunnel opened to replace it. Railroad advertising called this the "Top O' the World" and it referred to the Moffat Route over the continental divide and the Rocky Mountains. Rollins Pass was the primary travel route west from Denver until an easier road over Berthoud Pass was constructed. The Denver, Northwestern and Pacific railroad laid its tracks across the pass in 1903-1904 and established a Depot at Corona on the crest. It can be noted that in R.C. Black's Island in the Rockies, the term "Corona Pass" was mentioned one time, on p. 351; the terms "Corona Station" or "Corona Snowsheds were used. In Dismantling the Rails That Climbed, Rollins Pass was used, the Corona hotel, and just once, Corona Pass; 1936.

In Maggie By My Side, it was Boulder Pass and Rollins Pass. In Rails that Climbed, Rollins Pass, the Corona shed, weather at Corona, Rollins Pass Snow Shed, other references to Corona as a site. In Guide to the Colorado Mountains (Orme) , they speak of the Corona Trail to Rollins Pass. High Country Names (Ward) used Rollins Pass entirely. Only Hiking Grand County, Colorado, published 2002 by Carr speaks of Corona Pass, with reference to Rollins Pass (near the town of Corona), Moffat Road. The term "town" might be questionable; there was only a small restaurant, workers quarters, railroad offices, and in 1913, the hotel. Current maps, USFS and the Grand County Trail Map, show Rollins Pass, with Corona at the side as being a site. The use of "Corona Pass' seems to be a rather recent innovation that has come into being with tourism efforts in the upper Fraser Valley. Rollins Pass From Island in the Rockies p. 45 Rollins Pass was originally known as Boulder Pass, first recorded being crossed by whites, by Capt. Jacob Bonesteel in April 1862. Their supplies were carried in wagons. A second organized party went over the same pass in 1865. In 1866, promoters of access into Grand County brought many wagons and livestock over Boulder Pass.In 1867, Samuel Bowles and a group returned home to Denver via Boulder Pass. In 1873-74, two roads were proposed into the county, one of Berthouds pass and one over Boulder Pass. This was the same time that the county was named "Grand". J..A Rollins and his associates started the road and reached the top of the pass in 1873, at which time they envisaged a road from HSS into Utah. The first wagons went over in June 1874. The western descent was so bad that it never was much patronized by wheeled vehicles, instead becoming primarily used for trailing of cattle. At this time the name Boulder Pass disappeared from maps and Rollins Pass became the official name. p. 85. p. 80 Lots of schemes to build roads into GC, but of all the schemes for transport, only one, the Rollinsville and Middle Park Wagon Road showed any promise. T

hat was designed by John Quincy Adams Rollins, from NH, a gifted promoter, a son of a clergyman, second of 19 children. He was a farmer, miner, freighter, road bulder, and platter of towns. He was perhaps the most accomplished billiard player west of the Mississippi. He was a Colorado resident at least by 1866. His finances were up and down, but he was tremendously strong. In December 1884, when he was 68, he thought nothing of a 3-day snow-clogged crossing of the Continental Divide. p. 85 Rollins was interested in MP as an investor and he was interested in extending his road into Utah.. At the same time, a Porter M. Smart was likewise excited about speculating in frontier projects and was working at developing the valley of the Middle Yampa. William N. Byers was busy planning for HSS. These three men launched at least two petitions, with more than 80 "residents" for creating GC. Grand County was created that year, 1874. p. 89 With the creation of GC, people began to consider the area more seriously. p. 92 There was no official mail into the county until 1873 when Rollins brought in the first US pouch over his pass. In May 1874, he built a commodious hotel at the confluence of Crooked Creek and the Fraser, known as the Junction House. p. 94 Rollins knew that the road over Berthoud Pass was superior to Rollins Pass; his main advantage was the railhead at Blackhawk.

So Rollins proposed a joint ownership and operation of the two roads for the line between Junction Ranch and HSS. Tickets would be issued for both routes and revenues would be shared. The two companies would build a bridge across the Grand at HSS. Rollins even complimented the Berthoud work. This merger was completed soon. p. 104 This bridge was started in November 1874. p. 108 A mail contract was made in July 1875 for once a week delivery over Rollins Pass, but conditions were so severe that the route was changed to Berthoud Pass. p. 110 From the beginning, Rollins Pass was used in preference to Berthoud Pass for trailing livestock, because there were fewer problems with timber and bogs. However, late spring snowdrifts were a problem, so 20-30 horses were often brought along to break trail. The Church brothers, ?George and John, summered their cattle in what became known as Church Park and dug the Church Ditch. They also introduced the celebrated Hereford breed into GC. p. 170-171 As interest in bringing a railroad into and through GC developed, about 1880, various stockholders proposed to build up South Boulder Canyon to Yankee Doodle Lake and start a tunnel near Rollins Pass. Nothing came of the first attempts but by the end of July 1881, numerous surveys had been made for that tunnel. p. 238 Cattle was still being trailed out via Rollins Pass up to the turn of the century. p. 258 David Moffat and Horace Sumner, his chief engineer, in the fall of 1903, were planning the tunnel for future excavation; but in the meantime a temporary line was planned for crissing Rollins Pass, at 11,640 feet. p. 264 A formal contract was let for the work over Rollins Pass in August 1903. The loftiest sections were started first, and the first cuts at the top were nearly finished by the 26th of October and tunneling started at Riflesight Notch. As snow came, work slowed to a standstill. p. 265 Work in 1904 was extremely slow until the end of August.

An encampment was built at Arrowhead and a station at the crest of the Divide was named Corona Station, where long snow sheds were built almost immediately. p. 267 Arrowhead was soon shortened to Arrow, when a post office was opened there in 1905. Travel on the grades, at 4-5% grades up over Rollins Pass was exceedingly difficult. p. 270 In 1908, word of the scenic splendor of Rollins Pass was becoming known world wide. Also, Rollins Pass and its "Corona station" were attracting the attention fo the US Weather Bureau, for the pass lay squarely in the center of the region of heaviest snowfall on the entire Colorado Continental Divide. p. 344 A terrible winter in 1909 made people think that Rollins Pass was never going to be practical for the long term. Time and again freight and passengers were stuck on top at the Corona facility. In 1913, a $10,000 hotel was built at Corona next to the rail facilities. From Dismantling the Rails That Climbed p. 6 The railroad went from Denver to the top of Rollins Pass. p. 8 Snowsheds were built over the tracks at Corona and other strategic places in 1905. p. 12 The top was referred to as "Corona Pass" 1936. p. 16 Crews who were to removed tails and ties reached Corona at the top of Rollins Pass 1936. p. 20 Reference to the Corona hotel From Maggie By My Side p. 1 Jimmy Crawford heard that a man named John Quincy Adams Rollins was building a road over the range at a place called Boulder Pass. 1873 p. 9-14 June 1874 The Crawford family traveled to Rollinsville and then to Yankee Doodle Lake, where the road ended. Rollins' men were still hacking the road out of the granite. Jimmy and his crew helped. On the morning of June 10, the family started out to go over the rocks and up the mountain. Then he borrowed two yokes of oxen to his wagon, then mules, then his horse. The animals had to rest every few feet; the family climbed on foot. There was no shelter at the top. Rollins' men had done no work yet on the west side of the pass except to cut a rough swath down through the trees. The road dropped down along Ranch Creek. From Rails That Climb published 1950 p. 43 Leyden Junction to Tolland to Rollins Pass. P. 63-64 Many references to Tunnels as identifiers of location. p. 76-77, 78 reference to the old Rollins Pass toll road; first mention of the place called Corona- crown of the mountain. Most references are to Rollins Pass. The Corona shed is mentioned, p. 82. p. 83 Sunnyside water stop, Loop Trestle and Tunnel, Ranch Creek Trestle and water stop, Arrow. p. 95, 100- 101 It is eleven miles from Arrowhead to Rollins Pass. Rollins Pass-Boulder wagon road; other references p. 107 - 112 reference to Corona shed. Reference to pipe line to Corona; a number of comments to Rollins Pass p. 119 weather at Corona p. 120-121 Rollins Pass p. 151 Rollins Pass p. 182 photo of "Rollins Pass Snow Shed" "This Corona station burned one night." p. 188 photo of June at Rollins Pass p. 192-194 photos of Corona shed and other buildings; Rollins Pass p. 252 walking on top of snow shed at Corona p. 271- 272. 1910 Snowshed at Corona p. 312-314 Rollins Pass; Rollins Pass snowshed; Corona; Corona siding p. 324 Corona; Sunnyside weather report station p. 326 Corona sheds p. 333-335 Corona shed; references to "Corona" as a place From Guide to the Colorado Mountains published 1974 p. 54-55 Corona Trail, going from East Portal to Rollins Pass From High Country Names published 1972 p. 105 Irving Hale in 1878 drove his wagon over Rollins Pass, now nearly abandoned as a wagon road. p. 131 David Moffat decides to build a temporary line over Rollins Pass. p. 165 In 1915, Rollins Pass was proposed to be the south boundary of a proposed "Estes National Park". From Hiking Grand County, Colorado published 2002 p. 52 Trailhead on the "Moffat Road to Corona Pass". In same paragraph, it becomes Rollins Pass (near the town of Corona). On p. 54, reference to the Corona Road. On p. 57, map shows Rollins Pass with Corona marked as a "site." p. 56, reference to the old railroad bed used crossing the Divide at Rollins Pass, near the town of Corona.

Sometimes called Corona Pass. p. 60-61 Rollins Pass Wagon Road historical notes on JQA Rollins and how to find his wagon road over Rollins Pass, following Ranch Creek to Tabernash. p. 66 Rollins Pass (Corona) to Devil's Thumb From GCHA Journal The Journey p. 6 Rollins Pass used by Indians; comment in 1981 From GCHA Journal Middle Park Indians to 1881 p. 8 Archaic hunters camped in the Rollins Pass area; written mid-1970's The current maps, USFS and Grand County Trail Map, show Rollins Pass with Corona at the side as being a site. The Rollins Pass Restoration Association for many years, and currently, has been trying to open the road and Needles Eye Tunnel. The self-guided auto tour refers to Rollins Pass, as well as the Moffat Road and the Boulder Wagon Road. Corona Station and Hotel are discussed. On the National Historic Register Denver, Northwestern and Pacific Railway Historic District--Rollinsville & Middle Park Wagon Road (Boundary Increase) ** (added 1997 - District - #97001114) Also known as Rollinsville and Middle Park Wagon Road;Boulder Wagon Road;R Rollins Pass, Rollinsville Corona Station and Hotel The railroad construction town of Corona, Colorado, located at over 11,600 feet at the top Corona Pass (first called Boulder Pass) along the Continental Divide was the highest railroad station in the world. It was situated on an old Native American trail, the same trail it is believed the Mormons traveled on their way to Utah. The road was improved by the U.S. Army, then further improved in 1866 by General John Q. Rollins, for whom the pass and the town of Rollinsville were officially named. Because of the high drifts of snow, the pass was only open from around July to the first big snowstorm two or three months later. In 1956, Governor Steve McNichols presided at the official re-opening of the four percent grade to vehicle traffic over Corona Pass, expressing the hope that the route would someday be paved. The Colorado Game and Fish Department and the U.S. Forest Service made additional improvements, and the Arapaho and Roosevelt National Forests put out a 24-page booklet titled "The Moffat Road: A Self-Guiding Auto Tour."

The road crossed two of the original railroad trestles near Corona but those trestles, even if reached by 4-wheel vehicles, are crumbling and can no longer even be crossed safely on foot. In 1979, a portion of the auto road over Corona Pass was permanently closed because of a cave-in of the "Needle's Eye," a tunnel that came before the trestles on a westward drive from the Moffat Tunnel's East Portal area. The tunnel reopened on July 3, 1988, thanks to the efforts of the Rollins Pass Restoration Association with the cooperation of the U.S. Forest Service, Colorado History Society, and Boulder, Grand, and Gilpin Counties. It was then closed once more when another rockfall hit the tunnel on July 15, 1990. John K. Aldrich is a geologist, lecturer, and author whose "Ghosts of . . . " books and accompanying topo maps are a boon to hobbyists, explorers, and those interested in Colorado mining history. Date: 02/04/08 05:13 Rollins Pass Milepost 16 Corona Station. Picture 6 below, is DPL photo X-7388. "Title: Corona, Colorado, interior of snowshed. Summary: Passengers stand next to the covered train depot at Rollins Pass, in Corona (Grand County), Colorado. The tracks of the Denver, Northwestern & Pacific Railway are in the foreground. The depot is constructed of logs, and the roof of the snowshed is upheld by timbers. Sunlight streams through the opening at the end of the snowshed. Date: (between 1904 and 1913). Source: E. T. Bollinger from W. I. Hoklas." Picture 7 below, is DPL photo MCC-454A. "Title: Group on Rollins Pass. Summary: Well dressed men and women stand on a snowfield making snowballs, Rollins Pass, Moffat Road, Boulder or Grand County, Colorado; probably on Denver, Northwestern and Pacific excursion train. Date: (between 1904 and 1913). Creator: Louis Charles McClure 1867-1957. Picture 8 below, is DPL photo MCC-624. "Title: 30 ft. snowcut, Rollins Pass, Moffat Road photo. Summary: Denver and Salt Lake Arrow Turn (passenger car) parked east of Corona snowshed by thirty foot snowbank cut, Rollins Pass, Colorado; shows men, women and railroad employees posed behind train, on roof and on snowbank and standard gauge track. Date: (between 1904 and 1915 The highway sign says The Moffat Road "Hill Route" Also called "Corona Pass Road", this road over the Continental Divide was the original "Hill Route" of the Denver, Northwestern & Pacific Railway built by David H. Moffat in 1903. It crosses Rollins Pass at 11,666 feet elevation. On top of Rollins Pass, a sign says: Rollins Pass Elevation 11, 660 feet John Quincy Adams Rollins established a toll wagon road through this pass in the mid 1860-s. David H. Moffat's Denver, Northwestern & Pacific Railway crossed the Continental Divide at this point in 1903. First known as Boulder Pass, then Rollins Pass, the railroad workers dubbed it "Corona", the crown of the "Top of the world." A railroad station, hotel, restaurant and workers' quarters existed here until 1928 when the railroad was abandoned due to the building of the Moffat Tunnel. Rollins Pass Elevation 11,680 ft (3,560.1 m) Traversed by Unpaved road Location Boulder_County,_Colorado / Grand,Colorado Rollins Pass (el. 11,680 ft) is a high mountain pass in the Rocky Mountains of north-central Colorado in the United States. The pass is located on the continental divide at the crest of the Front Range southwest of Boulder at the boundary of Grand_County,_Colorado and Boulder County. Sign that sits on top of Rollins Pass Rollins Pass (a.k.a. Corona Pass) sits approximately 5 miles east and above the popular ski areas around Winter Park, between Winter Park and Rollinsville. The pass is traversed by an unpaved road, mostly the former roadbed of the Denver and Salt Lake RailwayDenver_and_Salt_Lake_Railway which abandoned the route in 1928 when the Moffat Tunnel opened to replace it. Rollins Pass Railroad advertising called this the "Top 'O the World" and it referred to the Moffat Route over the continental divide and the Rocky Mountains. Rollins Pass was the primary travel route west from Denver until an easier road over Berthoud Pass was constructed. The Denver, Northwestern and Pacific railroad laid its tracks across the pass in 1903-1904 and established a Depot at Corona on the crest. David Moffat planned to replace the "Hill Line" with a tunnel through James Peak within a few years of the railroad construction. However, he never could obtain financing for the tunnel due to the inability of the railroad to make a profit and opposition from competing railroads such as the Denver and Rio Grande. The D&RG saw the line as a threat. But, in the far future the construction of Moffat Tunnel would turn out to be the D&RG's saving grace.

The trip up Rollins Pass was a favorite of summer tourists looking to enjoy the mountain scenery. It was heavily promoted by the railroad with picnic and wildflower picking excursions. Sights along the line were made famous by postcards containing the photos of L. C. McClure. At last the route surmounts the crest of the Continental Divide and takes quick refuge on the top at Corona. At elevation 11, 660 this is truly the famous Top O' the World and one of the highest railroad passes in the world. Due to the great height and nature of the Rocky Mountains, the entire railroad complex was completely enclosed in giant covered snow sheds.

Sudden Death in Old Arrow

Topic: True Crime

Sudden Death in Old Arrow

A shooting in the Old West I know was not much like the shootings on television today. There was no glorification of the bad man. Killings were usually like the fatal shooting of Indian Tom on that 6th of September, 1906, in old Arrowhead (or Arrow). Nobody called anybody out. Nobody told anybody to draw or asked him if he was wearing a gun. It wasn’t a fight. It was a killing.

1906 Arrow had six saloons, a grocery store, one small hotel and a livery stable. But two thousand people picked up their mail there. The woods were full of tie-hacks: the three sawmills hired may lumberjacks and teamsters, most of them Swedes, who seemed to make the best lumbermen. I had arrived in Arrow the 18th of April that year to work as a teamster for my brother Virgil, who had been operating a sawmill there for about a year. I was just sixteen.

My brother Dick, the tallest Lininger, had been Virgil’s foreman. Virgil had also bought the only hotel in Arrow. My mother, two sisters and my little brother Gilbert and I came from our farm in Osawatomie, Kansas, so that my mother could run the hotel. My brother Wesley came at that time too: he planned to buy a lot and build a café. Whole families often followed the first member who had come to these early Colorado towns. I soon discovered that driving logging horses needed a lot more technique than driving a small farm team, but Virgil was patient, and I soon received a raise to $2.75 a day as top teamster.

The town was a wide open as it could get. My first introduction to the violence was the day my brother Dick fired three drunken lumberjacks. They drew their pay and went to Graham’s saloon to get drunker. As dick passed the saloon later, one of the men grabbed a quart whiskey bottle, and ran out and struck Dick behind the ear, knocking him cold. The three then proceeded to kick him around. Dick’s roommate Charley came to my brother’s rescue. When Dick came to, he started for the hotel. Charley guessed what he was after and beat him to the six-shooter. “I’ll make sure you can taken them one at a time” Charley promised him. I came along just as my brother knocked the pick from the pick handle. Something was up! In less time than it takes to tell it, Dick had three drunks out cold.

Mother patched Dick up. I think this was her introduction, too. A man couldn’t stay boss long if stayed whipped. Every other Sunday was a holiday for me although I always saw to it that I put in enough overtime to bring my monthly paycheck to $75. That September Sunday I was dressed in my holiday garb – tan peg-top dress corduroys, light blue wool shirt, Western hat, and high-laces boots as befitting a teamster who drove four or six horses hauling logs from timber country to the saw mill. When I drove six horses, I rode one of the wheel-team horses and held the lines over four. If I drove four horses, I rode the wagon and sat on a sack of hay.

About noon, I stopped in front of the MacDonald saloon to talk to Ed MacDonald, one of the few saloon men my mother didn’t disapprove of. After all, Ed had come to Colorado as a TB and couldn’t do heavy work; filling glasses over a bar was about the only light work in those old mountain towns. Later Ed owned the famous MacDonald Ranch on the South Fork of the Grand Rover – now Colorado River- and managed boats on Monarch Lake just above his ranch. He always served great dinners and good food. While Ed and I were talking, Indian Tom rode up. He was a flashy cowboy of the old school, a very good looking man with predominantly Indian features although he was only half Cherokee. When riding, Tom always wore leather chaps, spurs, and a big Stetson. As wagon foreman for Orman and Crook, contractors for building the Moffat Road, he was a very important figure, for he had charge of all their wagons and teamsters. The greeting between Ed and Tom was cordial.

Everyone liked Indian Tom. When Tom learned I was a teamster for my brother Virgil, Tom showed a much keener interest and invited me in to MacDonald’s for a drink. Ed rescued me. “Oh the kids doesn’t drink; but he might like a cigar”. As they ordered drinks, I puffed away in my best imitation of a Kentucky colonel; however I soon excused myself, saying that I had to target my 30-30 rifle for the upcoming deer season. I puffed until I was out of sight. The corn silk I had scorched behind the barn paid off. I didn’t disgrace myself, nor had I broken my pledge to my mother not to gamble, use profanity, drink, or perform any act inconsistent with the conduct of a gentleman. I took my rifle northwest of Arrow to Fawn Creek.

It was a beautiful fall day. The aspen were just beginning to turn. Fawn Creek Gulch had been burned over many years before by the Indians who hoped in this way to discourage settlers, and the aspen were all young, straight and shimmering in the way that has never ceased to delight me. The fire thirty years before had made the gulch an excellent place for deer hunting because the new growth gave the deer some inviting protection, but the terrain was open enough for a hunter to locate his game. I figured I’d have to shoot from at least 200 yards, so I planned to target for that distance. I tacked a piece of cardboard I’d cut from my brother’s Stetson hat box (he never took off his Stetson off anyway) to a tree and stepped off the 200 yards. That 6-inch target looked pretty small but after each three shots, I’d examine the target. Finally satisfied, I took a long walk looking for deer sign, tracks, or droppings. I found good sign but no droppings. About feeding time for the horses, I went back to the barn in town to feed the four, Cap, the big bay, Bird, the glossy black (those were my two wheel horses- t e ones next to the wheel); Kate, the little lead horse; and Bud, her mate.

Virgil had bought Kate, a grey mare weighing about 1400 pounds, at a very reasonable price from the Adams Express Company because she had run away at every opportunity and had destroyed several wagons. He couldn’t run away now pulling Cap, Bird and a load of lumber with her, but her high spirits made her an excellent leader. The heavier team, always used as the wheel team, weighed about 1700 pounds each. I was very proud of this unusually fine team. Virgil had trained Cap and Bird so that after they were harnessed in the barn, they could be turned loose to go to the watering trough, drink long and thirstily, then walk out to the wagon, back into position by the tongue, and stand ready to have the breast straps snapped in place and the tongue attached. When tourists trains stopped and hundreds of passengers stood around the eating places looking the town over, I’d drive slowly by, and then stop to rest the team a minute, to give the dudes a chance to see a good, four-horse team. Then with a single “Yup!” I’d pull all the lines tight, and they’d start as one horse while the tourists explained and pointed.

That Sunday after I put a gallon of oats in their food box and shook some hay into their manger, I left the barn and started up the steps alongside the depot. It was still light; the sky hadn’t even begun to color. Time to head home for supper. I’d have to be up, hitched and pulled by seven the next morning. We’d probably have roast beef or roast chicken with noodles, since it was Sunday. Mother would be cooking on the big wood-burning stove at the hotel, and my sisters would be taking the heaping platters to the tables where everyone would pass them around. Probably there would be hot biscuits.

Suddenly a shot cracked just above me and across the street. I knew instantly it had come from the Wolf Saloon ahead. It wasn’t common to hear shots in those days. You hear more in a 20-minute Western on TV than you heard in a couple of years unless a few boys rode into town on a Saturday night to shoot up the air. I broke into a run and could see a man lying on the board walk in front of the saloon. As I got to him, one of the ladies I wasn’t permitted to mention came out and fell to her knees beside him. Raising the man’s head, she tried to pour whiskey down his throat. With a queer, paralyzed feeling, I realized it was Indian Tom. I reached for his wrist. His hand was warm as life, but there was no pulse. Several men ran our. “Ragland got him!” one of them shouted.

We carried Tom’s body into MacDonald’s and laid him on a roulette table that was in the back room for repair. Somebody went to wire for the sheriff at Hot Sulphur Springs. Word soon reached Orman and Crook’s, and the Indian’s many friends began to jam into Arrow. Indian Tom and Ragland had evidently had words during the afternoon and had quarrels once more before at a rodeo. The women from the saloon said that when Indian Tom left after the quarrel, Ragland had stationed himself, gun in hand, inside the saloon door. Everyone agreed that Ragland knew he wouldn’t have had a chance in a fair fight with Tom. The moment they heard Tom’s spurs outside , Ragland pushed the door slightly open and shot point blank through the aperture along the hinge. The he ran out the back door. We searched the town inside and out for Ragland. The sheriff joined is in the search late that night, but we found no trace of him. Just after midnight a wire came for the sheriff. Ragland had turned himself in at Hot Sulphur. We learned later he had run to a ranch down below, borrowed a horse and ridden for his life. A coroner’s jury was called.

My brother Virgil, named foreman, took a firm stand. The only verdict he intended to take out of that room was murder, and, after only a few hours, that was their verdict. After three days, Ragland was released on $3,000 bond posted by his father, but you may be sure he didn’t show himself around Arrow. His attorney, John A. DeWeese, got a change of venue from Grand County to Jefferson County at Golden, claiming an article in the Middle Park Times of September 7, 1906, reporting the verdict of the coroner’s jury, made it impossible for Ragland to get a fair trial in Hot Sulphur. The article said in part: Four witnesses for the prosecution, and seven for the Defendant were examined, making eleven in all. The testimony of the witnesses on both sides failed to show that the shooting was justifiable. According to the testimony, the fatal shot was fired when Reynolds (Tom) had his revolver in his scabbard and when he did not even see Ragland who was standing opposite the cut-off. (As told to Donna Geyer by A.W. Lininger)

Lillian Russell Smith Wood - "Gram" Wood

Topic: Biographies

Lillian Russell Smith Wood - "Gram" Wood

Lillian Russell Smith Wood was born in Dunlap, Kansas, in 1884, she was not a particularly healthy child. Born just before her and just after her were sets of twins, 2 of the 4 sets born to her parents and the only 2 sets that survived into adulthood. Lillian spent her adult years on the Williams Fork and then in Parshall. Known as “Gram” Wood to most everyone who knew her, she was grandmother to 39 who bear the names Wood, Noell, Stack, and Black. And her history in Grand County beginning in 1905 made her one of our pioneers.

In the fall of 1905, the local newspapers report that Herb Wood had lost a large portion of his right hand in an ore crusher accident. Herb had come into Summit County originally with a mule team for “Uncle Joe” Coberly, another Williams Fork resident and apparently worked in or around mines and mining equipment while also hauling the timbers for mine use. Herb needed some round the clock nursing, and in those days, for Gram to take proper care of him and still be in an acceptable position, they needed to be married. One source says the situation was so different that a Denver newspaper picked up the story with a headline of “Loses Three Fingers, Wins a Bride”, indicating that they married 3 days after they met. Research has never turned up a trace of that story, and it’s unlikely in the mining camps in the area that they hadn’t met until he was injured. Still, they were married by Judge Swisher, well known area businessman, in short order in the hotel room where Herb was recovering . A short time later they made a brief wedding trip to Denver and then returned to Argentine.

Before fall set in that year, the newly married couple moved to the Little Muddy. Herb had been sending money to a partner who was helping him to secure a homestead there not far from where Joe Coberly lived. It was probably with anticipation of a great future on their own land that sent them into Middle Park to face their first winter as a couple without having had a chance to raise a garden or preserve any winter supplies. They moved into one end of a two room cabin with a man named Ranger Charlie in the other. And about that same time, they discovered that Herb’s partner had been drinking the money he’d sent over the years. What devastation that must have caused!

On the other side of the valley just across the creek was the large ranching operation known as the Hermosa Ranch, owned by Dr. T. F. DeWitt, a well-to-do doctor from back East. With the dream of his homestead gone, Herb went to work for DeWitt, eventually becoming one of his foremen. Gram probably helped out with cooking and cleaning, but within a few months, she went back to Kansas to await the birth of their first child. Over the next 21 years, she raised kids and gardens and developed her love of fishing, which helped feed a family that eventually totaled 13 kids, including a set of twins born 2 weeks before Christmas and delivered by Herb when a doctor couldn’t reach them in time. Pictures of the time show a large family of 9 boys and 4 girls with Gram, all 5’2” and maybe 100 pounds of her on one end, and Herb with a child or two on his lap at the other. The kids recall Christmases being supplied mostly by Mrs. DeWitt and sometimes being late if the trains got snowed out of the area. All attended one room schools, Hermosa and Columbine, and stories of their lives together can make one wonder why any of them survived.

Life continued pretty much routinely until 1928. That summer, the youngest daughter, Marilyn, a premature baby and ailing child caught whooping cough. She lingered and languished until early October, and then she passed away. The close-knit family had suffered it’s first loss. Two weeks later, Herb came in from the hayfield complaining of not feeling well. Gram followed him into the living room and sat down with him on the couch. Minutes later, he collapsed in her arms and died of a cerebral hemorrhage. They buried him alongside Marilyn in the Hot Sulphur Springs Cemetery.

The boys continued the work for Dr. DeWitt for several years, and in 1932, they built a 2 bedroom house for Gram several miles from where DeWitt had relocated his ranch. Her sons made sure she had what she needed as she finished raising the youngest ones who had been little more than toddlers when Herb died.

By the time I was old enough to remember much about Gram, she was already a “little old lady” who lived in a small, pink mobile home next to Uncle Kenneth in Parshall. Everyone knew that she was one of the best fishermen in the country, having caught as many as 1200 in a season when she was feeding her family by herself. She enjoyed creek fishing the most, and even as she got older her ability to maneuver around the biggest holes and catch fish in any small body of water never faltered. I never saw her get wet.

In the winter, she was totally unafraid getting a couple of her grandkids on a sled and making a run down the hill in Parshall that ended at the store and U.S. 40, which then went through the center of town. Had her feet not worked so well as brakes, we could have ended up on the pavement. But we never did.

She must have driven many teams of horses in her day, and I believe she was a good rider. She never drove a car, but unless she needed to go to the doctor in Kremmling, she didn’t need to leave town. Her friends included Doc Ceriani’s mother and fellow fishermen from Hot Sulphur, a couple from Poland with heavy accents. Somehow, somewhere she had met Ralph Moody, author of the “Little Britches” series. And she, too, had a “fish” experience with warden Henry “Rooster” Wilson.

Only once did I get into trouble because of Gram. She was fishing one day near where I was getting ready to ride, when she laid down her pole and walked over to me. After watching me for a minute she said, “Can I ride?” What do you say to your 80 year old grandmother but, “Of course!” I saddled up the gentlest mare we had and helped her aboard. She only made a couple of trips around the small pasture, but as she rode, walking only, I’m sure I saw a young woman next to her husband on horseback in front of one of the Hermosa’s big barns. It’s one of the pictures you’ll find at the County Museum in Hot Sulphur. When dad found out what I’d done, he turned deathly white. “Don’t you know if she’d fallen or been thrown she could have been seriously injured or killed?” No, I had to admit. This was one rider’s request to another, with age no consideration . And to her at that particular moment, had either occurred I believe she would have considered those few moments worth the risk. When she was finished, she walked back to her fishing pole, satisfied that nowshe was done riding.

Gram introduced me to horehound candy, something I will also think about each time I taste it. And because she didn’t like my first name, I didn’t even know what it was until I started school. She taught me that barn cats do fish and that survival in a small living space was possible The one thing she didn’t teach me was anything about her growing up years or about my grandfather. It seemed like we knew as very young kids that we didn’t ask about him. I believe that hers was a love so strong that even to the point where her mind grew dim, the pain of losing him was too much to bear. One regret we all have, however, is that we never asked to her to go with us up to Summit County to show us where she lived and to tell us stories of that life and time. And unfortunately that’s been lost forever. Gram passed away in 1980, at the age of 97. She is buried with Marilyn and Herb and their son, Melvin who died during World War II in a family plot in Hot Sulphur with other family and pioneers characters nearby.

She left a true legacy through her kids and grandkids who continue the nostalgic traditions of their beloved Gram.

North Park & Middle Park - Politics and Whiskey

Topic: Regions

North Park & Middle Park - Politics and Whiskey

The Territorial legislature defined the boundaries and county seats for the West Slope in 1861. Geographic knowledge of the Colorado mountains was somewhat limited at that time. North Park (a name now synonymous with Jackson County) was an Indian hunting ground and little was known about it.

A boom started with the discovery of gold and silver at Teller City in 1879. North Park was considered to be part of Grand County, and now there was property to assess and tax. The Grand County road tax in North Park for 1881 applied only to males between the ages of 21 and 45. They had to either pay $3 in cash or do two day's work on the roads. John Mills, a Teller City resident who acted as an attorney for mine owners, served as a Grand County commissioner and was one of the commissioners killed in the July 4, 1883 gun battle at Grand Lake.

As ranches became established and more mineral deposits were discovered, the Larimer County commissioners began to speculate that the "Snowy Range" that defined the western boundary of Larimer County was the Park Range on the west side of North Park rather than the Medicine Bow Range. This opinion soon degenerated into a dispute between Grand and Larimer counties, ultimately ending up in court. In 1886 the Colorado Supreme Court ruled that North Park was part of Larimer County.

A trip to the county seat in Fort Collins was a considerable undertaking. If everything ran on schedule it was possible for travelers to leave Walden on the morning stage, catch a train from Laramie to Cheyenne, another train from Cheyenne to Greeley, still another from Greeley to Fort Collins, and arrive at the county seat before closing hours the following day. The fares amounted to a significant expense. It was probably more common for a North Parker to travel to Fort Collins in his wagon, take care of business, and come home with a wagonload of provisions. The trip by wagon took three to four days each way.

As the population of North Park grew, so did the desire to split from Larimer County. In 1908 the Loveland newspaper stated that Larimer County was too big and advocated a new county with Loveland as the county seat. The Walden newspaper agreed that the county was too big but felt the wrong division line had been picked, pointing out that "A Loveland man can get to the county seat in three hours anytime, but it takes a North Park man three days most of the time."

Ranchers resisted early efforts to set off the area west of the Medicine Bow Range into a county of its own as they carried the largest part of the tax burden and felt their taxes would increase if a new county was established. But by 1908 there was general agreement within the Park that it was time for court and administrative offices to be more conveniently located.

The total valuation assessed in 1908 of North Park property by Larimer County was $771,776, which generated $16,979 of revenue. The salaries of some of the paid officers of the new county was estimated as follows:

Assessor $800

County School Superintendent $800

Water Commissioner, 2 districts $1000

County Commissioners $1000

Even adding in salaries for the sheriff and county clerk it appeared quite likely that the new county could be operated efficiently without a tax increase and the proposal to create "North Park County" had nearly unanimous support from North Parkers. The bill passed the legislature easily in April 1909, with a name change to Jackson, and was quickly signed into law on May 5 by Governor Shafroth.

While North Parkers were eager to sever their legal ties to Larimer County in 1909, they clearly weren't ready to give up the pleasures of offered by a nip of the bottle. Like most frontier areas, North Park had a significant number of single men who liked to occasionally get together and enjoy a few drinks with their friends. Walden was the center of socialization. According to an 1899 newspaper article, Walden residents worried about the "toughs" who came to town to "drink barbed-wire bitters and then shoot up the place."

In addition, local married men sometimes frequented the bars when they could have been spending more time at home helping out with domestic chores. As a result, a strong temperance movement soon divided the community. One of the two local newspapers, the North Park Union, endorsed the temperance movement in early 1902 and soon found itself the target of a boycott by both advertisers and subscribers. Although the editor declared it a "boycott of no great magnitude", the paper had a new owner/editor within a month. The issue of whether Walden should be wet or dry was on the 1902 ballot. By a very decisive majority, voters decided Walden would continue to be wet.

Just before the 1906 election, the Walden newspaper criticized the local Republican Party bosses for providing a lot of free whiskey in every North Park precinct on election day, and urged North Parkers not to sell their vote for a drink. The temperance movement enjoyed its first victory when it combined forces with the local church and convinced the businessmen of Walden to close their stores on Sundays. The closing did not stand in high favor with ranchers. "When a man can't buy axle grease for his wagon when it runs dry and something else for himself when he runs dry, it is time to call a halt," they declared. Quite a number of the ranchers started going through to Laramie for their provisions, and the Sunday closing rule was abandoned six weeks after it was implemented.

When news reached Walden in early 1909 that the bill creating Jackson County had cleared the legislature, the newspaper reported that the town was moved to the point of a merry celebration. The brass band marched, guns were fired, and at daybreak "the women, as becomes their sex, were among the few who were sober." A few weeks later news that the Governor had signed the bill was cause for another celebration. The newspaper reported that, "the air about town clouded up and filled with burnt powder and raucous vocalizations. The festivities continued in the evening with flying anvils propelled by stick powder . . ." The first hundred years of Jackson County had commenced.

Winter Carnivals

Topic: Skiing

Winter Carnivals

Carl Howelsen, a ski jumping champion in his native Norway, came to Denver to pursue a career as a stonemason in the early years of the 20^th Century. He amused himself and others by demonstrating ski-jumping in the foothills of Denver.

In 1911, Howelson went to Hot Sulphur Springs, where he taught locals such as Horace Button the art of jumping. Under Howelson's leadership, the first winter carnival west of the Mississippi Rover was held there on February 10-12. According to the Middle Park Times, "Never before in the history of the Territory and State of Colorado has such an event even been contemplated, much less held!".

Norwegian immigrants Howelson, Angell Schmidt of Denver and Gunnar Dahles of Williams Fork (Grand County) all staged jumping competitions during the carnival. There were also skating and tobogganing events and a Grand Ball. Hot Sulphur Springs continued holding Winter Carnivals annually until World War II, when they were discontinued until the 100th anniversary celebration, called the Grand Winter Sports Carnival scheduled for December 30, 2011-February 11, 2012.

Grand County History Stories

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A Man Called Blue

Mountain Men and Trappers

William Byers

Monarch: Grand County's City of Atlantis

Gaskill and the Wolverine and Ruby Mines

Rollins or Corona - What shall it be called?

Sudden Death in Old Arrow

Lillian Russell Smith Wood - "Gram" Wood

North Park & Middle Park - Politics and Whiskey

Winter Carnivals

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A Man Called Blue

Mountain Men and Trappers

William Byers

Monarch: Grand County's City of Atlantis

Gaskill and the Wolverine and Ruby Mines

Rollins or Corona - What shall it be called?

Sudden Death in Old Arrow

Lillian Russell Smith Wood - "Gram" Wood

North Park & Middle Park - Politics and Whiskey

Winter Carnivals

Community Life