Grand County

Topic: Indians

Tabernash

The unrest and hard feelings between the Indians and settlers in Middle Park gave rise to an inevitable conflict the last week of August, 1878. About forty Utes, led by Piah and Washington, started to set up camp in William Cozens’ meadow, near Fraser, taking fence poles to make fires. Cozens drove them off, telling them to replace the poles and leave. The Utes moved down valley about five miles to a spring not far from Junction Ranch (named for the junction of the Rollins Pass and Berthoud Pass wagon roads).

There, Johnson Turner, who leased that land, became increasingly uneasy as the Indians were drinking heavily and expressing anger that Ouray given away their land in treaties with the white man. They wanted Turner to pay them for the hay he was cutting. They tore down his fences for firewood, turned their 100 horses into his meadow, and set up camp. They also laid out a race track on drier ground about a mile way.

Turner complained to the sheriff, Eugene Marker, who rounded up a posse of men, intending to remove the Indians or at least convince them to move on. Accompanying him, on September 1, were Frank Addison, a transient prospector, John Stokes, T.D. Livingston, and Frank Byers. The posse found only women and children at the camp, since the Ute men were at the race course. Marker, the sheriff, ordered the encampment searched for firearms and when the Ute men returned, an angry confrontation ensued.

Tabernash and Frank Addison exchanged threats, and Tabernash jumped from his horse and snatched one of the guns piled on the ground. Frank Addison immediately shot him. Tabernash tried to pull his rifle from its scabbard, but that it became entangled, and Addison then fired twice more. Tabernash slumped over the neck of his pony, which ran away through the willows. Apparently Addison recognized Tabernash as the Indian responsible for the killing several of his companions while trapping furs on Grizzly Fork in North Park six years earlier.

After this bloodshed, the posse persuaded the rest of the Utes to leave, after they buried Tabernash’s body in a shallow grave. No one was ever sure where Tabernash was buried. There was a rumor that the slain Tabernash was buried in a draw not far from Junction Ranch, but when the Grand County Historical Association excavated the site, nothing was found.

A day later, September 3, on a Ranch near Kremmling, Abraham Elliott was shot while cutting wood, and his horses stolen. In response, the posse moved north in the direction of the White River Reservation. 60 Utes met the posse, and explained that the culprits were Piah and Washington, neither of whom was a part of the White River band. Ultimately, the Utes signed a council report, returned horses stolen from the Elliott ranch, while the ranchers returned guns confiscated from the Utes at Junction Ranch. The matter was considered legally settled, but outrage and fear continued among the settlers and the Utes of the area.

In 1902, E.A. Meredith, chief engineer for the Denver & Salt Lake Railroad, named the town that had grown up with the building of the railroad, after the slain Ute, Tabernash.

Lewis D.C. Gaskill

Topic: Biographies

Lewis D.C. Gaskill

Lewis DeWitt Clinton Gaskill came to Colorado as a polished young mining promoter from upstate New York, where he was born in 1840. He married Miss Nellie C. Rogers in 1865, and raised three daughters born to the marriage.

By 1874 he partnered with William Cushman to build the Georgetown, Empire and Middle Park Wagon Road, which opened in November of that year, to the great surprise of locals and professionals alike. He and his family lived at the summit of Berthoud Pass into the mid-1880s, when they built the Gaskill House in what became Fraser, CO. For a short time he was employed as mine foreman at the Wolverine Mine in Bowen Gulch, outside of Grand Lake. One of the mining camps, in fact, came to be known as Gaskill. Over the years there was significant competition between the different camps, and mercantiles associated with them. Gaskill's was one of the biggest and best. Gaskill, the camp, survived for about six years, before falling victim to the end of the mining boom. In 1896, a county-wide passion for William Jennings Bryan and his Democratic-Populist party, helped to seat Gaskill as democratic chairman of the Board of County Commissioners for Grand County. By 1903, Gaskill came into conflict with D.H. Moffat and the Denver, Northwestern, and Pacific Railway, over property and right-of-way purchases. He, along with Nathan S. Hurd, ended up settling their dispute over property values in County Court. In 1904, upon the death of Fraser postmaster, William Z. Cozens, the Fraser post office was moved to the Gaskill House in Fraser, and L.D.C. Gaskill was appointed postmaster. Soon after, the townsite was platted and development undertaken under the name of Eastom, but that name was soon forgotten and the area continued to be known as Fraser.

"[Gaskill] was one of those quiet, easy-tempered, efficient persons who can always be depended upon.'" Captain Gaskill (his rank came from service in the Civil War) became "a major Grand County personality."

Granby Rampage

Topic: True Crime

Granby Rampage

On June 4^th, 2004 an armored D-9 Caterpillar was used by disgruntled Granby businessman Marv Heemeyer in a rampage that caused an estimated $5 million in damage and left part of the town of Granby in rubble. Heemeyer's slow-moving, 90 minute demolition, fueled by his anger at local officials and business owners who supported construction of a cement batch plant, left 13 buildings demolished or damaged and ended when he committed suicide inside the cab that he had welded shut. The buildings targeted included the town hall, the library, the electric company, a bank, the newspaper and the home of the former mayor. The town of Granby was spared any human injuries or loss because of the complete evacuation of the town through the reverse 911 system and many local law enforcement officers who went door to door to warn the townspeople. The town of Granby immediately launched fundraising efforts to offset the losses suffered by targeted businesses and citizens and the destroyed buildings were mostly rebuilt by the following year.

The Knight Ranch and Charles Lindbergh

Topic: People

The Knight Ranch and Charles Lindbergh

In Grand County during the 1920's, you might have been lucky enough to have taken a plane ride over Grand Lake with Charles Lindbergh. It may sound preposterous, but Gordon Spitzmiller and his father, Gus, were two of the many fortunate people who got private sightseeing tours over the Grand Lake area with Charles A. Lindbergh as tour guide.

In the early 1920's, the aviation industry was a brand new field open to the adventurers, the thrill seekers and the adventurous. Charles Lindbergh was one of those men. In the spring of 1926, Lindbergh had the dream of flying solo over the Atlantic Ocean, from New York to Paris nonstop. He was a determined man and was resolved to be the first man to cross the Atlantic and win the Orteig Prize.

On May 22, 1919, Raymond Orteig of New York City offered a prize of $25,000 "to be awarded to the first aviator who shall cross the Atlantic in a land or water aircraft (heavier-than-air) from Paris or the shores of France to New York, or from New York to Paris or the shores of France, without stop."

Besides Lindbergh, there were four serious contenders for the Orteig prize, one of which was Commander Richard Byrd, the first man to reach the South Pole. Lindbergh's courage and enthusiasm for such a flight were not enough; he needed financial backing. Lindbergh found his financial answer in Harry H. Knight, a young aviator who could usually be found bumming around the Lambert Field in St. Louis. This was the beginning of the Knight-Lindbergh partnership that would soon change the course of aviation history.

After being denied any financial assistance by several of St. Louis's businessmen, Lindbergh made an appointment with knight at his brokerage office. Knight, the president of the St. Louis Air Club, was fascinated with Lindbergh's plan and called his friend, Harold M. Bixby, president of the St. Louis Chamber of Commerce. Bixby also displayed a strong interest in the obscure stunt flyer and mail pilot. Together Knight and Bixby formed an organization called "the Spirit of St. Louis", which was dedicated to gathering funds for the flight. More than $10,000 was needed in order to build a single engine plane and acquire the proper equipment.

Knight went to his father, Harry F. Knight, who was a major power in the realm of finance and an equal partner in the firm Dysart, Gamble & Knight Brokerage Company. Like his son, the senior Knight was interested in the aviation field and backed every effort to make America conscious of airplane transportation.

Without the financial aid and moral support offered by the Knight family, Charles Lindbergh may not have been able to cross the Atlantic in 1927. Lindbergh's gratitude to these two men never ebbed. Lindbergh and, his famous wife Ann Morrow, came often to Grand County as guests of Harry F. Knight whose ranch encompassed 1,500 acres on the South Fork of the Colorado River. The ranch today is covered by the waters of the Granby Reservoir.

Knight, a nature lover, spent much of his time at this ranch. It was a haven for sportsmen and adventure seekers, and Lindbergh was a natural for these two categories. One of the largest and best airstrips in the west was added to the Knight Ranch in order to accommodate the owner and his guests. Besides the airstrip, the ranch boasted a miniature golf course, a 28 room estate, a private guest "cabin", a good selection of livestock and an array of entertainment that would suit all. It was a sanctuary for the affluent.

Local people were so enthused about the handsome aviator that they named a 12,000 ft. peak in the Indian Peaks Wilderness Area (east of Granby) "Lindbergh Peak". However, during the 1930's the hero was honored by Adolph Hitler and Lindbergh made a speech favoring Nazism. This lead to a fall from grace in the eyes of the public. Even though Lindbergh changed his mind as World War II began, it was too late to regain his former popularity. The peak was renamed "Lone Eagle Peak" which was a nickname for the famous aviator.

After Harry F. Knight died of coronary thrombosis in 1933, his son, along with ranch manager Harry Morris, turned the ranch into a major breeding and beef cattle operation. It continued as such until 1948, when the Knights were asked to sell it to the federal government or have it condemned to make way for the reservoir. Moss bought out the cattle operation and most of the buildings were sold, but the colorful memories of the Knight ranch were buried in the depths of Granby Reservoir.

Colorado Mountain Wild Flowers

Topic: Stories and Poems of Past Memories

Colorado Mountain Wild Flowers

A sight to behold
Not just a story to be told
A beauty of our own Grand County things
of the past of here and now

A sight that will forever last
Field, and fields everywhere down low
More growing the higher we go

Our beautiful Colorado mountain flowers
The prettiest of anywhere
All of those colors

Scattered among the trees
Swaying in the breeze
Yellow, purple, blue, pink and red

Tiny little heads
Names of them all I do not know
Just that here they grow
Making a wonderful show!

Oct 2006

The Ute Legend of Grand Lake

Topic: Indian Legends

The Ute Legend of Grand Lake

A group of Utes were camping on the shores of Grand Lake when they were suddenly attacked by an enemy tribe of the Arapaho (and in some versions the Cheyenne as well). As the brave Ute warriors began fighting, the women and children were hurried onto a large raft for safety and pushed to the middle of the lake. As the battle continued, a treacherous wind overturned the raft and all the women and children were drowned. Many Ute warriors were also killed during the fighting.

The legend holds that you can still see ghostly forms in the morning mist rising from the lake and hear the wailing of the lost women and children beneath the winter ice. The Utes avoided the lake for many years because of these tragic events and evil spirits.

Post Offices

Topic: Community Life

Post Offices

Article contributed by Abbott Fay

Postal routes into Middle Park were first offered for contract to the lowest bidders in 1875. A once a week route over Rollins Pass was bid at $693 per year but winter was so severe that the service stopped. The route from Georgetown to Hot Sulphur Springs over Berthoud Pass from July through October was more enduring.

Later, postmaster appointments were recommended by congressmen, thereby making the the system more variable as political party power shifted at election time. The great advantage to having a post office was the opportunity to include a retail goods for sale, often in the living room of the postmaster's home.

Post offices were located within 10 miles of the addresses they served. In those days, a 10 mile round trip would often take a full day of travel by horse or wagon. Many post offices were simply ranch homes, and there were frequent changes in location due to disabilities or political party changes.

Post offices were closed when there were too few recipients to justify the cost, often caused by consolidation of ranches or mine closures. As transportation became mechanized, there was no longer the need for a 10 mile radius maximum.

PO Opening Date First Postmaster

Hot Sulphur Springs Sept. 10, 1874 Thomas N. Francie

Fraser July 20, 1876 William Z. Cozens

Troublesome March 15, 1878 Henry King

(When Henry King died in 1879, his wife Albina replaced him. The Troublesome office was discontinued on April 19, 1935)

Red Mountain April 8, 1878 William D. Coberly

(Discontinued in September 1878)

Hermitage May 17, 1878 George Rand

(Intermittent service. Discontinued Jan. 10, 1884)

Grand Lake Jan. 10, 1879 John Baker

Twelve Mile June 1879 Daniel N. Ostrander

(Discontinued Aug. 5, 1880)

Lulu City July 20, 1880 D.W. Hassix

(Discontinued Nov. 26, 1883)

Gaskill Oct. 22, 1880 John K. Mowrey

(Discontinued Nov. 11, 1886)

Colorow May 24, 1882 Thomas E. Pharo

(Discontinued May 16, 1903)

Selak June 11, 1883 Frank J. Selak

(Discontinued Sept. 29, 1893)

Fairfax Jan. 14, 1884 John Barber

(Discontinued July 9, 1885)

Coulter Aug. 14, 1884 Fred Halkowiez

(Discontinued Sept. 20, 1905)

Kremmling Feb. 12, 1885 Rudolph Kremmling

Kinsey Oct. 24, 1891 Rudolph Kremmling

Crescent Feb. 14, 1887 Tracy C. Tyler

(Discontinued April 16, 1894)

Clarkson July 28, 1892 William M. Clark

(Discontinued Dec. 8, 1898)

Dexter Sept. 21, 1896 Milton G. McQueary

(Discontinued May 20, 1911)

Martin Aug. 24, 1898 Samuel Martin

Discontinued Nov. 3, 1934)

Scholl Nov. 27, 1901 Ole Langholm

(Discontinued Jan. 21, 1930)

Lohman March 31, 1903 Clyde N. King

(Name changed to Stillwater on Oct. 4, 1911. Discontinued Oct. 29, 1930)

Leal Sept. 17, 1904 Charles F. Barker

(Discontinued April 30, 1930)

Arrow March 21, 1905 William L. York

(Discontinued March 15, 1915)

Tabernash Sept. 30. 1905 Mary Knight

Granby Oct. 26, 1905 Agnes Whited

Radium Feb. 9, 1906 O.C. Mugrage

(Discontinued Dec. 6, 1963)

Parshall Nov. 17, 1906 G. Walter Dow

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.

Hot Sulphur Springs

Topic: Towns

Hot Sulphur Springs

Hot Sulphur Springs was founded as the first town in Grand County around 1870. By 1903 it gained incorporation. The hot springs in the area were considered a healing and sacred place by the Ute Indians long before the white man discovered them.

The town site was once owned by William N. Byers, founder of the Denver newspaper, the Rocky Mountain News. Planning to build a town to take advantage of the springs, he first had to construct an enclosure around the main pool to keep the Indian ponies out and the steam in. The white settlers and travellers were drawn to the springs for their therapeutic value.

During the Christmas season of 1911, Hot Sulphur Springs hosted the first Winter Carnival west of the Mississippi.

Except for a brief period in the early 1880’s, the town has been the county seat. The Grand County Historical Museum there draws many visitors to its unique displays.

Moffat Road

Topic: Railroads

Moffat Road

"I shall never forget it as long as I live. Nor do I ever expect to experience anything comparable to it again. Civilization had found its way across the mountains into Middle Park," reflected Mrs. Josephine Button in 1955 on her 91^st birthday, as she recalled seeing smoke from the first Denver Northwestern and Pacific work-train on Rollins Pass, high above the Fraser Valley and Middle Park. Once those rails made it over the Continental Divide all the way to Hot Sulphur Springs, "changes came thick and fast." Many men, many dollars, many routes and many dreams tried to bring a railroad over the Continental Divide into Northwest Colorado, and the "Hill Route" over Rollins Pass that finally accomplished it a century ago has retained its allure ever since.

The Moffat Railroad built a cafeteria, telegraph station, living quarters for Moffat's "Hill Men" (as the railroad crews up there were known) and a fine hotel - all collectively called Corona Station. Soot-filled snow sheds protected over a mile of this windblown section of track. And where today silence is the most powerful sense, colorful locomotives pulled passenger and freight cars, filling the rare atmosphere with black smoke and mechanical clatter.

Decades of men's dreams lay behind the once massive snow shed that cut the bitter winds from the north and west, behind that fine hotel that offered some of the most spectacular scenery in America, behind the hopeful Town of Arrow nestled below tree-line ten or twelve miles west of Rollins Pass, and behind that first work-train that Josephine Button watched from her hay ranch along the Cottonwood Pass Wagon Road to Hot Sulphur Springs. Competent, often powerful, men in the 1860's through the 1890's filed surveys, graded road beds, and even began drilling before being stopped by severe storms that foiled the best laid plans or their inability to fund the ambitious projects.

Dreams to penetrate the high mountains along the Divide in central Colorado began when the Front Range was flooded with miners during the Gold Rush of 1859. Even before Colorado became a territory in 1861, Golden City, just west of Denver along Clear Creek, recognized its potential as a gateway to the rich mineral resources of mountain towns like Central City, Black Hawk, and Georgetown. Golden City's ambitions went beyond becoming a mountain transportation hub, believing that with the right incentives, enthusiasms, and leadership, its location supported a future as a national commerce center.

Golden City certainly had men of vision, ambition, and wealth among its ranks. William Loveland and George Vest, both young and feverishly ambitious to see Golden City reach its potential, vigorously pursued their dreams for a powerful commercial center in Golden City. From Missouri River towns like Leavenworth in Eastern Kansas, leading town founders also recognized the benefits of linking their water and rail routes to the east with the resources of the west. Finally, as if destiny had demanded it, Edward L. Berthoud, a young civil engineer and surveyor with energy and ability, arrived in Golden City from Leavenworth in April of 1860 to unite the similar passions of leading citizens from both locations.

From 1861 until 1866, Berthoud, Loveland and Vest focused on bringing a direct transcontinental railroad route through Golden City. First, Edward Berthoud, along with Jim Bridger and a capable young cartographer named Redwood Fisher, blazed a trail across Berthoud Pass through Middle Park all the way to Salt Lake City. Returning to Golden City on May 28, 1861, Berthoud reported "a good wagon road could be ?quickly' built" from Denver to Salt Lake City over Berthoud Pass for about $100,000.00. According to the local hyperbole, a railroad would surely follow.

In spite of considerable enthusiasm, disappointment plagued early efforts to put a rail line over the mountains in Colorado Territory. In 1862, Territorial Governor John Evans sent the Surveyor General for Colorado and Territories along Berthoud's route and others to confirm or deny the potential of a railroad line. About the same time, the Union Pacific Railroad Company sent an independent reconnaissance to examine potential routes over the divide that included Berthoud and Boulder Passes (Boulder Pass became Rollins Pass in the early 1870's, when John Quincy Adams Rollins built a toll road over it, and then Corona Pass when the Railroad crossed it). Surveyor General Case and the UP agreed that neither route offered much hope for a standard gauge railroad. The dream of a transcontinental line over the Continental Divide through central Colorado seemed to die with the UP surveyor's words, "I learned enough to satisfy myself that no railroad would - at least in our day - cross the mountains south of the Cache la Poudre..."

Multiple failed attempts to bring a rail line over the Divide through Middle Park during the following decades strengthened the UP's "death sentence." Against the odds, Berthoud and Loveland continued to solicit support for a railroad west over or through the Continental Divide, using improved surveys and maps to support their requests. In the 1880's, survey crews from a variety of railway incorporations were scattered over the high country on or near Rollins Pass. Over Berthoud, Rollins and other passes, they marked potential railroad lines with their wooden stakes. It was during this stretch of strenuous surveying activity that David Moffat, a highly successful Denver capitalist, got involved with an unsuccessful effort to bring through the mountains instead of over the top.

In the early 1880's, Mr. Moffat invested in the Denver, Utah and Pacific Railroad, which intended to tunnel through the mountains near Rollins Pass. Like the other efforts, though, the Denver, Utah and Pacific vanished in a few short years. Unlike many other lines that accomplished little more than surveys and maps, the DU&PRR completed significant grading and began tunneling before reaching the "end of its resources."

Money, power and success supported Moffat's dream to put Denver on a direct transcontinental railroad line. Doctor Robert C. Black, III, wrote that David Moffat's failed efforts in the early 1880's converted him to the idea that Denver needed to be on a direct transcontinental rail line. Moffat considered the route over Rollins Pass valuable enough to have surveying and grading crews working on it throughout the winter in 1902. The Denver Rocky Mountain News claimed that Moffat's route through Northwestern Colorado included "the largest strip of fertile land as yet undeveloped in the United States..." With his Denver, Northwestern and Pacific Railroad, David Moffat planned to make good his intentions to put Denver on direct transcontinental railroad line.

Moffat's original plan called for the "Hill Route" over Corona Pass ? the name changed from Rollins Pass in honor of Corona Station at the top ? to last for only a few short years. While the "temporary" route over the top generated resources by extracting the resources of Northwestern Colorado, a tunnel was to be bored through the Continental Divide. Even the wealth and power of Moffat, though, failed to adequately finance the tunnel before he died in 1911. The temporary line, therefore, lasted for nearly of a quarter century, from 1904 until 1928.

Its obstacles proved as enormous as the mountains it crossed. Work crews had to cease operations because of snow for most of April in 1920. The road was closed from late January until May in 1921. In December of 1924, engine number 210 busted "a main reservoir pipe," causing the train to fly down the hill out of control until it jumped the tracks and crashed into the valley below. Clearly, the Denver and Salt Lake Railroad, which took over Moffat's DNW&P after his death, needed a tunnel to replace the expensive effort over the "Devil's Backbone."

As Denver and Salt Lake Locomotive Number 120 came through the tunnel in early 1928, it represented the culmination of a massive undertaking through wet, unstable rocks which required considerable engineering ingenuity and caused six deaths in a 1926 cave-in. It also took an enormous amount of coordination and effort to secure the necessary funding. Through local bond issues, private investors and other means, the project was completed. And through a connection at Dotsero, a railroad station less than 30 minutes west of Vail on I-70, freight and passengers could make a direct Pacific connection from Denver. Posthumously, David Moffat's dream became a reality.

For significant periods of time since the trains stopped operations over Rollins Pass in the late 1920's with the opening of the Moffat Tunnel, on-road vehicles crept along its relatively easy grades and wide curves from Rollinsville on the east slope to Winter Park on the west side of the Divide. Like now, the road ran through an area attractive to backcountry campers and sport enthusiasts. On September 1, 1956, local officials and private citizens met on Rollins Pass to celebrate a "joint state-federal-county project to convert the old D. & S. L. railroad right of way over Corona Pass into an access road for sportsmen." According to the Denver Post, the game and fish department's construction division reconstructed the road during the summer of 1955 for about $20,000. The following year, the road became a scenic route over the Continental Divide for family cars and jeep caravans alike. And after it was built, or at least reconstructed, they did come. Intrepid tourists into Middle Park.

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Tabernash

Lewis D.C. Gaskill

Granby Rampage

The Knight Ranch and Charles Lindbergh

Colorado Mountain Wild Flowers

The Ute Legend of Grand Lake

Post Offices

Lillian Russell Smith Wood - "Gram" Wood

Hot Sulphur Springs

Moffat Road

Grand County

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Grand County

Tabernash

Lewis D.C. Gaskill

Granby Rampage

The Knight Ranch and Charles Lindbergh

Colorado Mountain Wild Flowers

The Ute Legend of Grand Lake

Post Offices

Lillian Russell Smith Wood - "Gram" Wood

Hot Sulphur Springs

Moffat Road

Grand County