Mears hoped to run a railroad from Silverton to Mineral Point and
possibly on to Lake City, following practically the same route as the
wagon road he had built twelve years previously. C. W. Gibbs, chief
engineer, made surveys from Silverton to Eureka in both 1889 and ’90 but
nothing was immediately attempted, probably because of all effort and
money going toward the construction of the Rio Grande Southern. However,
two miles from Silverton to Waldheim were built in 1893 as an extension
of the Silverton Railroad.
According to San Juan County records the Silverton Northern was
incorporated on September 20, 1895. Fred Walsen was the president, Otto
Mears the vice-president and Alex Anderson the secretary-treasurer.
Construction began at the North Star bridge, the end of the first piece
of railroad, in late April of 1896 and the 6½ miles were completed to
Eureka in late June. The transfer of the property from the construction
company to the railroad company was made on July 1st. Silverton Northern
books gave the cost of construction as $272,400. Meanwhile the first two
miles had been transferred from the Silverton Railroad to the Silverton
Northern. A big celebration took place at Eureka on the completion of
the line and Mrs. Edward G. Stoiber drove the golden spike. A picture is
extant which shows the crowd there.
S. R. Engine 101 was transferred to the S. N. but henceforth was to go
by the number of 1. Of course, the company could borrow a locomotive or
other equipment from the S. R. or the D. & R. G. as needed.
Ever since the panic of 1893 with its demonetization of silver, mining
in the San Juan had been seriously crippled but, since the Sunnyside
mine near Eureka and the Silver Lake mine near Waldheim produced good
values in gold, the S. N. could make a profit.
Mining men, Mears among them, had great hopes that mining would revive
as of old if William Jennings Bryan could be elected as president.
Bryan, it should be remembered, was running in 1896 on a platform of
silver coinage at 16 to 1 with gold. When he was defeated Mears lost
hope for any improvement in mining and moved to the East where he took
up several projects. One was the building of the Chesapeake Beach
railroad from Washington to the beach. Another was the promotion of the
Mack Truck Co. with himself as the first president. He, at that early
date, saw the possibilities of automobile transportation.
Though Mears stayed in the east until 1907 he exercised a strong
supervision over his San Juan railroads and made a number of trips back
to the country to oversee them.
In 1901 the company owned one locomotive, one passenger coach, ten box
cars and one service car. For the year ending June 30, 1901 it had
operated 3376 miles of mixed and 1310 miles of passenger service. In
1902 it paid a dividend of 10%.
The Gold Prince mine, four miles up the Animas River canon from Eureka,
was then flourishing so Mears decided to build a railroad to the place.
He hired Thomas Wigglesworth as surveyor and constructor. Construction
from Silverton to Eureka had been easy—no hard grading and only two
small bridges—but from Eureka to Animas Forks, the little town near the
Gold Prince, it was to be very difficult—up a rough canon and over 7% to
7½% grade, the very maximum for a steam railroad.
Mr. Vest Day gives an account of its building:
“Mr. Thomas Wigglesworth, for whom I had worked several times before,
hired me to get stuff together and go up to Animas Forks to establish a
camp. Late in May of 1904 I loaded on the train at Durango about a
carload of surveyor’s equipment and camp supplies, among which was a
350-lb. cook stove, all to be taken by rail to Eureka. There the two
Peck brothers packed it on burros and, since the snow was deep and soft,
they often had to spread gunny sacks out for the burros to step on,
especially for the one with the stove, to keep them from sinking in too
deeply. Everything arrived at Animas Forks in good order.
“The snow was six feet deep around the cabins we were to occupy so I had
to shovel paths and dig down to get the doors open. Then I had to gather
wood out of the tree tops but had the stove up and a good supper ready
when Mr. Wigglesworth arrived with three other young fellows.
“We first did some preliminary surveying, running a line from Animas
Forks to the divide in case Mr. Mears should decide on a railroad to
Lake City. The snow was so deep we could not drive the stakes so we cut
turning points in the hard crust with a hatchet.
“Then we started to work in the canon which was a hard problem and had
labored a month trying to get a line up the east side when Mr.
Wigglesworth remarked to Mr. Mears that he’d like to build the railroad
on the other side where the road was. Mears told him to go ahead and
take it as it was his road anyway. Even though we used the road grade,
still a lot of work had to be done and R. T. F. Simpson, who was to run
the commissary, brought with him from New Mexico, 100 Navajo Indians to
do the rough labor. About 25 whites were employed but they acted as
powder men, clerks or other such things. We were all finished in the
fall.
“While we were there Mr. Wigglesworth procured for Roy Goodman and me a
railroad bicycle that Mears had had made for Mrs. Stoiber. She was not
at that time using it. This contraption had a framework to which was
fastened four light-weight flanged wheels with rubber on them, that ran
on the track. Above was a platform on which were two stationary bicycles
side by side. The riders treadled the bicycles and the two chains that
pulled the two rear wheels and were connected with two small wheels on
the axle of the car, drove the car, so it ran nicely on the track. We
had a grand time going back and forth to Silverton on it.”
Marion A. Speer, a lad from Texas, went to work in the spring of 1904 as
a nipper on the railroad which was building from Eureka to Animas Forks.
His job was to carry heavy tools such as drills and picks from the
blacksmith shop to the drilling and blasting crews, and the dull ones
back. The work was very hard but he had to have the money if he expected
to go to the Colorado School of Mines, which was his intention. One day
Wigglesworth, his boss, came to him and told him he’d have to let him go
as the work was too heavy for him. Marion, then, proceeded to “bawl his
eyes out”. When Wigglesworth found out the reason he not only took him
back but hired a Mexican boy to help him.
The construction outfit used Engine 3 which was brand new that year, was
very powerful and a beauty and was called “Gold Prince” after the mine
at Animas Forks. That piece of railroad was completed in the fall except
for sidings which were laid the next year.
Young Speer worked at the Silver Lake mill for several summers and often
got to ride in Engine 100; he also went to Gladstone in the 34 and was
on the S. N. coach, the Animas Forks, when it turned over the first
time. The track still lay to Albany in 1907 for a train took a bunch of
picnickers, of which he was one, down that way and let them off.
The railroad workers, among whom was Speer, ate at the Silver Wing
(Condit) boarding house, and they were lolling around outside one
evening in June of 1904 when a terrific explosion took place at the
Toltec blacksmith shop, directly across the river, about 200 feet away.
Debris of all descriptions peppered the boarding house.
The Silverton _Standard_ reported the event thus:
_An Awful Explosion_—“Three men, Percy Kemper, Edward Crane and L. W.
Lofgren, were killed last Sunday night about ten o’clock by a powder
explosion at the Toltec Tunnel of the Sioux Mining Company, located
above Eureka near the mouth of Picayune Gulch.
“Kemper and Crane were literally blown to pieces, parts of their bodies
being found in different places, 300 and 400 yards from the scene of the
explosion. The blacksmith shop was, of course, demolished. When the
sound of the explosion brought others to the scene, Lofgren was still
alive, but he died on the way to Silverton. The remains of the other two
unfortunate men were brought to this city Monday afternoon.
“Lofgren, it seems, had been working behind a metal mine car which
absorbed much of the force of the explosion. This accounts for the fact
that Lofgren was not killed outright.
“At the coroner’s inquest held Monday a verdict was returned that the
three men came to their deaths by and through carelessness in heating
powder.
“The largely attended triple funeral was held Wednesday afternoon under
the auspices of the Miner’s Union of which all three of the deceased
were members in good standing, the local Odd Fellows, however, turning
out in honor of their deceased brother, Lofgren. Reverend Shindler
preached the funeral sermon.”
Vest Day reports that his survey crew helped pick up the pieces of the
bodies the next morning and put them into nail kegs.
Mr. Meyer, the locomotive engineer on the construction crew, claimed the
Indians would stop work on almost any pretext but especially to chase
ground hogs. Mears decided to put a stop to such foolishness and hired
25 white kids and supplied them with rifles to kill the animals. It
didn’t help much because when they were out of the way the Indians could
find plenty of other excuses to dawdle.
Mr. Arthur Ridgway stated that when he came to the S. N. in October of
1904 work was still going on under the supervision of Marshall B. Smith,
Mears’s son-in-law, with Navajo labor. Operation of the line began the
next Spring after the snow went off.
In 1905 Mr. Ridgway surveyed and built a branch from Howardsville up
Cunningham Gulch to the Green Mountain and Old Hundred mines, which
added 1.3 miles of railroad to the system. The S. N. must have been in
financial straits at this time for Mears had to raise money in New York
to pay interest on the bonds.
This railroad went north from Silverton as did the other two. The
termini of the S. R. and S. N. were not much more than six air miles
apart with the S. G. & N. in between. Animas Forks is at the foot of
Mineral Point. One may ride out on the top of Mineral Point, as this
writer has done and see the waters divide, the Uncompahgre going to the
north and the Animas to the south. Mears never got the courage to build
a railroad up there as first projected nor on to Lake City.
During the year ending June 30, 1905 the railroad carried 31,433
passengers and 43,349 tons of freight. The Manual or Guide lists for
1905, two engines, for 1909, three and for 1911, two. One or two
passenger cars, one or two baggage and several freight cars were
claimed. It should be remembered that equipment was interchanged between
these little lines and was also borrowed from the D. & R. G.
The S. N. used or acquired S. R. Engines 100 and 1. Then it bought an
old one from the D. & R. G, which it numbered 2, but it was of such
little good it was soon scrapped. Mears bought the 3 new in 1904 and the
4 new in 1906, both Baldwins of the 76 class. In 1910 the S. N. leased
and in 1915 bought the S. G. & N. and got its engines, the 32, 33 and
34. Numbers 100, 32 and 33 were scrapped between 1909 and 1912 but 1 was
still in use in 1916 for it is shown in the picture of the zinc train
that was running at that time. All four of those just noted sat for a
number of years in the boneyard at Silverton. Numbers 3 and 4 were used
on the snow bucking because 34 was too large for the plow.
Mears could always think up something novel and smart. He had already
put out the silver and gold passes and had devised the railroad bicycle
but now he wanted to do something special in the way of a passenger
coach for this run. He bought an old narrow gauge sleeper from the D. &
R. G., that had been used on the run from Pueblo via Salida to Alamosa
after 1890 and is thought to have been one of those that came to Durango
and Silverton From ’81 to ’83. He had it painted a bright green, put the
words in gold, “Silverton Northern Railroad” over the windows and named
it the “Animas Forks”. It had four upper and four lower berths on each
side, half as many as a modern sleeper has. It was different also in
that the berths had wooden slat bottoms instead of solid metal as we
know them. Ten feet or less at one end was walled off for a kitchen
while 20 feet or more was equipped with seats and tables. There was a
menu card, lengthy and beautifully printed, and a liquor list to delight
a connoisseur. Of course a porter was present to administer the drinks.
The engine _pushed_ the cars from Eureka to Animas Forks. It would not
have done to have had them behind for, if a coupling had broken, the
brakes would not have been able to hold them on such a steep grade and a
runaway and wreck would have resulted. As, at first, there was no way of
turning at Animas Forks the engine had to back down _pulling_ the cars,
a decidedly risky business. A turntable was desperately needed and so,
in 1906 or ’07, Mears used certain parts of the one at Corkscrew Gulch
to complete the one he was building at Animas Forks. Then the engine
could turn and, by setting the cars on a spur, could get ahead and keep
them from running away. Before starting they tested the brakes most
thoroughly; then the brakeman stayed on top of the cars clubbing them
all the way down. Everybody breathed a sigh of relief when they got
stopped at Eureka.
They generally hauled a car of coal and an empty or a coach up and three
cars of ore down. The biggest load ever taken up was a car of coal and a
car of cement. Speed from Silverton to Eureka was ten miles per hour but
from Eureka to Animas Forks, four miles, and the same on the return
trips.
The Stoiber brothers had developed the Silver Lake mine in Arastra Gulch
and built the mill at the mouth of the gulch; later Ed took over the
mine and Gus the mill. Mr. and Mrs. Ed built a home they called Waldheim
which, because of its size—ball room, game rooms, etc.—and its fine
construction and expensive furnishings, became known as the “Mansion”.
There they entertained most lavishly, often passing out expensive party
or dinner favors. (The author acquired one of them—a beautifully
engraved solid silver dinner spoon.)
The madam undertook a good part of the management of the mine herself,
sometimes all of it, and was capable of subduing the most obstreperous
miner who ever landed there. She was the lady who, to spite her
neighbors, built the tall fence around her place in Silverton.
They left Silverton about 1904 and, after Stoiber died, the madam
erected a fine home in Denver, surrounding it with a fence. She had one
husband before Stoiber and two others afterwards but no one knows for
sure what became of them. Her last home was a villa in Italy where she
died. A large fortune was left behind which is still being handed down
to heirs of heirs.
Mears signed a contract with the Gold Prince mine at Animas Forks, to
haul its ore to Silverton over the winter of 1906-07. Therefore, it was
necessary to prepare against the vicious snow slides between Eureka and
Animas Forks. He decided to build several heavily timbered snow sheds
and anchor them in rock in the hillsides. The first, 500 feet long, at a
bad place near the Silver Wing boarding house, not far from Eureka, was
completed in October. A slide that winter smashed it and dumped it into
the Animas River Canon. Mears gave up on snow sheds.
On March 24, 1906 concussion, which is the rush of air at the edges of a
slide, did great damage to the Green Mountain mill in Cunningham Gulch
and killed the mine foreman. It also destroyed several S. N. cars. At
the same time a slide demolished the boarding house at the Shenandoah
mine and killed twelve men.
Near Animas Forks two men were asleep in the same bed. One was thrown
toward the center of the room and carried away while the other was
thrown toward the wall and was saved. In the same season two men were
killed at the Robert Bonner mine near Burro Bridge on the S. R.
These are only samples of slides that happened nearly every winter.
Often bodies, frozen stiff, were recovered from slides and stood against
the handiest wall.
One summer a request came to Silverton for a great quantity of
columbines for some national convention that was to be held in Denver. A
“Columbine Special” train was run from Silverton to Animas Forks for the
purpose of procuring them. Mears donated the use of the train, railroad
men donated their services and townspeople donated their time. They
gathered what they estimated to be 25,000. A hardware man supplied
washtubs in which the flowers were packed and shipped. They went out of
Silverton on flat cars but were transferred to box cars at Alamosa. The
columbines reached Denver and were displayed in front of the Denver Post
building.
The Pullman was in a couple of wrecks, the first in the summer of 1908.
New rail was being laid and hadn’t, in one place, been spiked. Meyer was
the engineer and was pulling a train of three coaches going south when
the accident happened near Silver Lake, two miles out of Silverton. The
engine and one coach went over the rail all right but the next coach
caught on it, turned over and took the Pullman with it. When Conductor
Hudson came along getting people out he found one woman with her head
and shoulders completely through a window on the under side. The car had
lit on a couple of ties, which held it up, preventing her from being
crushed. Only her hat was knocked off. When settlements were made the
worst casualty was found to be a box of peaches for which the owner
asked and received 75 cents.
Another time, about 1911, a train was going north when, near Waldheim,
the Pullman, which had too long a wheelbase for curves, gave a swing and
the top part left the trucks, flopping over and taking a coach with it.
Booker was the engineer this time, Hudson, the conductor and Ruble, the
fireman. When they arrived they found the dust so thick they could
scarcely see or breathe. Ruble and Hudson walked along on the sides of
the coaches pulling people out of the windows. They came to Mrs. William
Terry securely fastened and soon found the trouble—her skirt was caught
between a rock and the side of the coach. Ruble used his pocket knife to
cut a piece out of the back. The poor fellow, easily embarrassed anyway,
never heard the end of cutting off the lady’s skirt.
How Mrs. Terry remembers it:
“It was a Saturday afternoon in the summer time and the train was full
of people going home from Silverton. In the Pullman everybody was
talking and joking and having a good time. Suddenly the car gave a flop
over on one side and everything was confusion. I was thrown against the
slats of the berth and got several bumps on the head. I grabbed a
handful of willows out the window which pulled through my hand leaving
green streaks that lasted for days. My skirt was caught at the back and
someone cut a chunk out of it. It had been jerked loose from the waist
anyway so it came off. But those were the days when women wore
petticoats and I had a nice one of iridescent taffeta, that rustled and
had reams of ruffles.
“Broken glass had flown in every direction and many people had cuts. One
woman who had on a white dress came up to me and asked me if her hat was
on straight. I told her it was but that she had better look at her
dress. The whole front of it was covered with other people’s blood.
Passengers sat on the hill waiting for a train to come for them.
Everybody was very excited and upset. The porter went around offering
drinks to help settle our nerves but I didn’t take any. Cuts and bruises
were the worst damages. The injured were loaded in a box car and taken
to the hospital.
“My garb was a towel around my head, the coat of my just-past beautiful
new plaid suit and the rustling ruffled petticoat. The suit, of course,
was ruined as a skirt to match could not be obtained. I never got any
damages, either, because I was riding on a pass. I lost two combs, too,
that had real gold trimming.”
The Pullman had made its last trip. It was pulled into the D. & R. G.
yards at Silverton where it sat for a while, was gradually dismantled
and finally burned. W. L. Bruce of Durango, about 1920, took some parts
of the doors and door casings and some of the slats of the berths—all
beautiful cherry wood—and made a porch swing.
A picture of the front part of the zinc or “Zinc Special” train of World
War I years is shown herein. A newspaper called the first shipment of
ten cars “the largest ever made in Colorado.” Zinc with copper made the
brass that was used in shells. A train of ten carloads of rich
concentrates was shipped about once a week from the Sunnyside mill at
Eureka, was picked up by the D. & R. G. at Silverton and transported to
a smelter at Pueblo in 48 hours.
The Terry family, owners of the famous Sunnyside mine, the biggest
shipper on the D. & R. G., was dickering with the U. S. Smelting and
Refining Company regarding the sale of the mine and chartered a train
for the use of those coming to investigate. A group of eastern
capitalists—seven of them millionaires—accompanied by mining engineers,
clerks, servants etc., made the trip in January or 1917. The train was
the D. & R. G. president’s narrow gauge special, thought to be the only
one of its kind in existence. The cars were beautifully finished and
furnished. It was so outstanding and unique as to have been exhibited at
the World’s Fair at San Francisco in 1915.
Snow was pretty deep. Much good stuff was on the train and the crew got
slightly befuddled. Just at the north end of Silverton the coupling back
of the engine came loose and the engineer went several miles before he
noticed he had lost the train. He did some quick thinking and plowed the
track on to Eureka. When he came back he told everybody that the snow
was so deep he thought it better to go ahead and clear the line and then
come back and get the train.
The outfit parked at Eureka for about a week while officials and
engineers made a thorough investigation of the Sunnyside which, a few
months later, resulted in the sale of the mine. On the way back to
Durango the train, called the “Million Dollar Special”, was wrecked
about a mile south of Rockwood. The engine and the three coaches turned
over. Nobody was seriously hurt but two of the cars caught fire from the
cookstove and completely burned.
In February 1906, three passenger trains on week days and two on Sundays
ran between Silverton and Eureka. In 1913 a train, running six days per
week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15, left
Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and ’20 a
schedule as follows was in operation: leave Silverton at 8:00 A.M. for
Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00,
back at 2:00; leave for Eureka at 3:00, back at 5:00;—two trips to
Eureka and one to Joker Tunnel seven days per week.
Though there seems to have been no scheduled service in 1923, at least
the track was still lying and trains must have been run as needed. This
period, it should be remembered, was one of hard times following World
War I.
SILVERTON NORTHERN
Official Roster, 1923
0. Silverton 9,300
1. Power
2. Waldheim
3. Robin
3.2 Collins
4.7 Howardsville
0. Howardsville
1.1 Old Hundred
1.3 Green Mountain
6.2 Hamlet
7.4 Minnie Gulch
8.5 Eureka 10,000
Astor
Lion Tunnel
12.5 Animas Forks 11,200
The branch to Green Mountain operated only a short time because the
mines up that way turned out to be poor producers. The part from Eureka
to Animas Forks is claimed never to have paid expenses and soon quit
regular operation though occasional trains ran up there until sometime
in the twenties. Mears offered the right-of-way to the county if it
would take up the track, which it did, and Mr. Meyer hauled the junk
down in 1936.[4] Like the S. R., it was a road to begin with and ended
up by being one again.
The section from Silverton to Eureka revived and lasted the longest of
any of the three little railroads. Ore was shipped over it from the
Sunnyside mine and mill until 1939 when the mine closed down because of
a miner’s strike.
In the summer of 1942 the property was advertised for sale for $17,000
in delinquent taxes. Mrs. Cora Pitcher, Mears’s daughter, sold it to the
Dullen Steel Products Company and paid the taxes. This company shipped
the shop equipment, rails and rolling stock out in October.
The United States had, after it became involved in war with Japan,
established military bases in Alaska. The railroad there, the White Pass
and Yukon, needed more motive power and the government requisitioned the
three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they
were re-numbered to 22, 23 and 24, respectively. In 1947 word was
received from the War Surplus Board and the W. P. & Y. Ry. that twelve
engines—7 D. & R. G., 2 C. & S. and 3 S. N.—had been received by the
Alaska Railroad but when Diesel power was obtained there, all except No.
34 (24) were returned to Seattle to M. Block & Co., a junking outfit.
The last known of the 34, it was sitting in the railroad yards at
Skagway, Alaska, in a state of dismantlement.
In 55 years, 1887 to 1942, the three little Silverton railroads started,
prospered, declined and perished and nothing, unless one considers still
discernible roadbeds and rotting ties, remains to attest their
existence. No equipment except one coach, which is scarcely recognizable
as such, has survived. A few little relics such as small amounts of
paper material, a goodly number of pictures and S. R. buckskin, silver
and gold passes have survived and they are scattered from one end of the
United States to the other. Pathetic mementos they are, for agents that
played such a large part in the life and prosperity of their community.
THE FOLLOWING PAGES....
Views and Documents of Narrow Gauge Railroading in the San Juan
Mountains.
[Illustration: PLATE XXI.
TRANS.AM.SOC.CIV.ENGRS.
VOL. XXIII. N^o. 450
GIBBS ON
SILVERTON RAILROAD.
Silverton
RAILROAD
1888]
[Illustration: The two levels of track at Chattanooga Loop.
(_Violight Productions_)]
[Illustration: The first train to Red Mountain with Mears beside the
engine pilot.
(_Denver Public Library_)]
[Illustration: The Chattanooga Loop.
(_C. W. Gibbs_)]
[Illustration: Passengers transferring from the train to the stage
at Red Mountain.
(_R. A. Ronzio_)]
[Illustration: The two levels of track approaching Corkscrew Gulch.
(C. W. _Gibbs_)]
[Illustration: Ironton and the turntable
(_U. S. Geological Survey_)]
[Illustration: The Yankee Girl mine buildings.
(_Colo. State Historical Soc._)]
[Illustration: The track to Albany in the foreground.
(_U. S. Geological Survey_)]
[Illustration: Red Mountain—The small round hill was called “The
Knob.”
(_Colo. State Historical Soc._)]
[Illustration: Red Mountain—Depot at right. National Belle mine on
the hillside. Jail over the heads of the men.
(_Ray Cooper_)]
[Illustration: A snow-bucking train and the Red Mountain depot.
(_Denver Public Library_)]
[Illustration: Rio Grande Southern Engine 5 on lease to the S. R.,
at Summit.
(_Denver Public Library_)]
[Illustration: The Corkscrew turntable.]
[Illustration: The dismantled turntable in 1958.
(_F. S. Cummings_)]
[Illustration: S. G. & N. bond
(_David Lavender_)]
STATE OF COLORADO
United States of America.
FIRST MORTGAGE SIX PER CENT GOLD BOND
The Silverton, Gladstone _and_ Northerly Railroad Company.
[Illustration: Silver Lake mill at Waldheim
(_Silverton Variety_)]
[Illustration: Mogul mill at Gladstone
(_John B. Marshall_)]
[Illustration: Old Hundred mill on the S. N.
(_John B. Marshall_)]
[Illustration: Eureka and the Sunnyside mill
(_Silverton Variety_)]
[Illustration: Pushing cars up to Animas Forks.
(_Morris W. Abbott_)]
[Illustration: Gold Prince mill at Animas Forks
(_Silverton Variety_)]
[Illustration: The Gold King mill at Gladstone.
(_Morris W. Abbott_)]
[Illustration: A passenger train on the S. G. & N.]
[Illustration: Silverton Smelter on Cement Creek.
(_Morris W. Abbott_)]
[Illustration: Green Mountain mill on the S. N.
(_John B. Marshall)_]
[Illustration: Silverton
(_Colo. State Highway_)]
[Illustration: Columbine day at Silverton.
(_Mrs. Louis Puls_)]
[Illustration: The Silver Lake mill and cables to the Shenandoah
mill.
(_John B. Marshall_)]
[Illustration: S. G. & N. coach No. 2
(_John Keller_)]
[Illustration: The zinc train.
(_Mrs. Wm. Terry_)]
[Illustration: Engine 34 at Silverton.
(_Lad G. Arend_)]
[Illustration: Engines 3 and 4 at Silverton.
(_R. H. Kindig_)]
[Illustration: Train entering a snow cut in the S. N.
(_Joe Dresbach_)]
[Illustration: Bucking snow with Engine 4 on S. N.
(_Edward Meyer_)]
[Illustration: Engine 4 turned over into the Animas River.
(_Edward Meyer_)]
[Illustration: Silver filigree, 2.7 by 1.5 inches
(_C. W. Gibbs_)]
[Illustration: Silver Plate, 3.65 by 2.2 inches.
(_Morris W. Abbott_)]
[Illustration: Gold filigree, 2.5 by 1.4 inches
(_F. C. Krauser_)]
[Illustration: Buckskin, 4.05 by 2.6 inches.
(_Morris W. Abbott_)]
[Illustration: Fob or medallion, silver or gold, for 1890, 1.5 by
1.2 inches
(_Josie M. Crum_)]
[Illustration: Commutation coupons on the S. N. These came in
booklets and one was torn out for each trip.]
[Illustration: Bill of Fare]
Bill of Fare
SILVERTON NORTHERN R. R. CO
_Car_: Animas Forks
Dolls. Cts.
SOUPS
◯Chicken 25c ◯Vegetable 25c ◯Oxtail 25c
◯Clam Chowder 25c ◯Clam Juice 25c ◯Tomato 25c
◯Mock Turtle 25c ◯Mulligatawny 25c ◯Chicken Gumbo 25c
◯Julienne 25c ◯Consomme 25c