APPENDIX SS. 1785 



The advance during 1877 of the Denver and Rio Grande (a narrow-gauge railroad) 

 over the Sangre de Cristo Range has enabled it to control all the freight and passenger 

 traffic destined for the San Juan, as well as all of New Mexico, save the northeastern 

 part. Its present terminus (May, 1878) is Garland City, 6£ miles from Fort Garland, 

 situated in the eastern part of San Luis Valley, at the foot of the western slope of the 

 mountain, whence travel for the upper country passes northwest to Del Norte and via 

 the toll-road up the canon of the Rio Grande to the settlements beyond, while that for 

 the lower takes its course due southwest, passing Conejos, a Mexican plaza, known 

 also as Guadalupe. 



In the crossing of the mountain range by the line of the narrow-gauge, some points 

 are presented of interest to the general observer as well as to the engineer. 



The elevation of La Yeta, lying at the eastern base of the mountain, is 6,900 feet 

 above the sea ; that of the track on the summit of the pass, determined by the line of 

 levels, is 9,340. The distance is 14.6 miles, giving an average rise throughout of 167 

 feet per mile. Most of the ascending line, however, is of a steeper average, being for 

 a long distance 211 feet, the maximum gradient being 217. 



In the accompanying xfian and profile (Plate 5), showing the extraordinary alignment 

 of the railroad in its mountain-passage from La Veta to Garland City, furnished by 

 one of the officials of the company, the crossing of Veta Creek, along which passes a 

 wagon-road, is by a viaduct of arched masonry, where exists a 30° curve of 193 feet 

 radius, known as the Mule Shoe Bend, being worthy of mention as the sharpest 

 railroad curve in the world. 



The renowned Horse Shoe Bend on the Pennsylvania Railroad is stated to be a 90° 

 curve of 637 feet radius, while the greatest in the South American Railroad, built by 

 Meigs, the famous American contractor, is a 14° curve with a radius of 376 feet. 



Beyond the Mule Shoe Bend, at the point of turning to encircle Dump Mountain, 

 the track overlooks its own line, upon the opposite side of the ravine, from a height 

 of 400 feet. At the highest point in the southern sloj>e of the same mountain, the 

 track, in its ascent, makes another 30° curve. 



The summit of the pass is a natural level, of, however, short extent. 



The descent upon the western side of the range to Garland City, 15 miles distant, is 

 not as abrupt as upon the eastern ; while the maximum grade reaches 211 feet per 

 mile, the average is but 88. 



The rails used were of Cambria steel, 30 pounds to the yard; the cost of the road 

 from La Veta to Garland, including equipment, was $16,000 per mile. 



To permanently possess all the trade of the San Juan, of which this line obtained 

 absolute coutrol by its strategic crossing of the mountains, an extension to the west- 

 ern bank of the Rio Grande has been been built and will be opened during the present 

 summer. 



The terminus is Alamosa, 33 miles from Del Norte and 28 from Conejos, the line of 

 the extension being a tangent of 32 miles; Alamosa is also 85 miles from Ojo Caliente 

 and 138 from Santa F6 via Conejos. 



From Alamosa an extension to the south has been definitely resolved upon by the 

 management of the road. The line will approach to within 4 miles of Conejos and 

 skirting the eastern base of San Antonio Mountain will, for a long distance, pass over 

 the great volcanic plains, finding much of the way a natural road-bed from 10 to 15 

 miles west of the Rio Grande. 



We are informed by one of the prominent directors of the company that 100 miles 

 of this extension to the south will be almost or quite completed by January 1, 1879. 



The purpose of this road building is to assure possession of all the freight and traffic 

 of New Mexico, except the northeastern part, and also in part the Arizona trade. 



A rival company, which has been making advances to secure the heavy trade which 

 the Denver and Rio Grande now monopolizes, is reported as tunneling in the Raton 

 Mountains, near the boundary line of Northeastern New Mexico. Whichever line, 

 therefore, reaches first the objective point to the south will be the winner in the contest. 



The Denver and Rio Grande will, however, always be the medium of rapid trans- 

 portation to the Lower San Juan ; in addition thereto, it at present possesses and wholly 

 controls the trade of the upi^er country also. In the latter direction the outlook for 

 the future gives promise of completion. 



Beyond Caiion City, the old terminus of the Denver and Rio Grande for the San Juan 

 trade, before the range was passed to the south and Garland City sprung into existence 

 like a mushroom, there exists the Grand Canon of the Arkansas, 2,000 feet deep, con- 

 taining the most feasible and practicable route for a railroad to the west. 



T ie rival company already referred to, the Atchison, Topeka and Santa Fe" Railroad, 

 is now engaged, we are informed, in constructing a line therein. Should it continue 

 extensive building operations up the Arkansas to the valuable mining district of Cali- 

 fornia Gulch, there might be a possibility of an extension to the west, crossing the 

 range and descending the Gunnison. The route would naturally leave the Arkansas 

 and ascend via Puncho Creek, crossing the continental divide by the Marshall Pass, 

 10,850 feet, and descend the Ternichi to the Cochetopa and the Gunnison. Cochetopa 



