The Silverton Railroad stands as a testament to human ingenuity and perseverance amidst the rugged grandeur of the Colorado Rockies. This iconic narrow-gauge line played a crucial role in developing the rich mining industry of the San Juan Mountains, connecting isolated camps with vital transportation networks. Born from the urgent need for more efficient ore transport, the Silverton Railroad became an engineering marvel, navigating treacherous terrain and contributing significantly to the region’s economic boom.
The Birth of a Mountain Railway: Addressing a Mining Boom
A dramatic mining boom ignited in 1882 with the discovery of the Robinson, Yankee Girl, and Orphan Boy Mines near Guston, Colorado. Initially, the valuable ore was painstakingly hauled out by burros, a method that proved increasingly inefficient and costly as production scaled. The demand for a more economical and reliable transportation solution became paramount to sustain and expand the burgeoning Red Mountain Mining District.
Recognizing this critical need, the Silverton Railroad was incorporated in July 1887 by two visionary figures: Otto Mears and John L. McNeil. Mears, often hailed as the “Pathfinder of the San Juans,” was the natural choice to spearhead such an ambitious project. He had already established a vast network of over 200 miles of toll roads throughout the San Juan Mountains, providing not only essential capital but also much of the necessary roadbed for the railroad’s construction. The Silverton Railroad marked the beginning of Mears’ extensive railway endeavors, which would later include the Silverton Northern and Rio Grande Southern Railroads in 1889, and the Silverton Gladstone and Northerly Railroad in 1899.
Engineering Feats and the ‘Rainbow Route’
The Silverton Railroad quickly earned the popular moniker “Rainbow Route,” a name fittingly coined by Mears’ friend, David F. Day, publisher of the Solid Muldoon newspaper in Ouray. This vibrant name encapsulated the spirit of the line that connected Silverton across the challenging 11,018-foot Red Mountain Pass to the remote mining camps.
To tackle the formidable San Juan terrain, Otto Mears enlisted the expertise of Charles W. Gibbs, a seasoned railroad engineer renowned for his daring solutions to complex problems. Gibbs’ innovative approaches were evident in the construction of the steep and winding Chattanooga Loop, the unique depot built within a wye at Red Mountain Town, and the practical covered turntable at Corkscrew Gulch. These engineering achievements were crucial for the railway’s functionality in such an unforgiving environment.
Following a route initially surveyed by the Denver & Rio Grande Railroad, the three-foot narrow-gauge track advanced steadily. Construction reached the vital Burro Bridge by November 1887, before winter’s harsh grip temporarily halted progress. Work resumed with renewed vigor in the spring, and the line triumphantly arrived at Red Mountain Town by September 1888. It extended to Ironton in mid-1889 and was finally completed to its terminus at Albany in September. Despite ambitious plans to connect with Ouray and the Denver and Rio Grande Railroad, the extreme grades in that direction proved insurmountable for the technology of the time.
Economic Powerhouse and Unique Patronage
Once completed, the Silverton Railroad became an indispensable lifeline for the Red Mountain District. Mines were shipping an impressive 20,000 to 25,000 tons of ore out, while approximately 15,000 tons of crucial coal and supplies flowed into the district annually. This robust traffic generated substantial profits, ensuring the railroad’s early prosperity. However, the severe San Juan winters posed significant operational challenges, necessitating a seasonal shutdown from February to mid-May, during which miners would diligently stockpile ore.
By 1888, the railroad’s success was so pronounced that Otto Mears began issuing distinctive special passes to influential patrons. These were not mere tickets but tokens of prestige, reflecting the railroad’s importance. In 1888, passes were printed on buckskin; the following year, they were crafted from stamped silver; and by 1890, they transformed into elegant watch fobs. No passes were issued in 1891, but in 1892, Mears introduced exquisite silver filigree passes, valid on both the Silverton and Rio Grande Southern Railroads, with three exceptionally rare passes made of gold. Each pass bore a serial number, the patron’s name, and Otto Mears’ personal signature, making them highly coveted collector’s items and symbols of regional influence.
Challenges, Decline, and Rebirth
In 1892, Otto Mears envisioned an ambitious electric-powered railway extension from Ironton to Ouray, designed to conquer the steep 7% grades, tight curves, and extensive tunneling required for the route. However, this innovative plan was tragically shelved due to the devastating Silver Crash of 1893.
The repeal of the Sherman Silver Purchase Act in 1893 sent shockwaves through the mining industry, leading to a dramatic devaluation of silver prices. Consequently, many mines in the region were forced to close, and the Silverton Railroad suffered immensely. By 1897, the line was cut back from Ironton to the more active Red Mountain Town. The railroad filed for bankruptcy in 1898 and entered receivership the following year. In November 1904, its assets were sold under foreclosure, bringing the original Silverton Railroad to a definitive end.
Yet, the story didn’t conclude there. The line was swiftly reorganized as the Silverton Railway and reopened for service from Red Mountain Town to Ironton in 1906. It was subsequently leased to the Red Mountain Railroad Mining and Smelting Company, which embarked on the crucial Joker Tunnel project. This undertaking successfully drained previously abandoned mines, enabling a resumption of ore production and, in turn, restoring profitability to both the mines and the revived railroad.
The Final Chapter and Enduring Legacy
The Silverton Railway faced new challenges in 1909 when violent storms caused extensive washouts and slides, severely damaging all four railroads operating out of Silverton. In 1911, the venerable Otto Mears retired at 71, handing over control of his railroad empire to his son-in-law, James Pitcher.
Over the next decade, traffic on the Silverton Railway steadily declined. Passenger operations were scaled back to Red Mountain Town by 1912. While World War I briefly revitalized mining and saw the Federal Government take temporary control of the railroad, its fortunes quickly deteriorated after the war. By 1919, the line made a mere 49 trips. With no traffic by August 1921, a petition for abandonment was submitted and granted in 1922, signaling the final end of the railway line.
The remaining equipment was transferred to the Silverton Northern Railroad, and the right-of-way was commendably handed over to San Juan County and the Colorado State Highway Department. The rails themselves were pulled up in 1926. Today, much of the historic roadbed of the Silverton Railroad, or Mears’ original toll road to Ouray, forms significant portions of the legendary “Million Dollar Highway,” ensuring its legacy endures through one of Colorado’s most breathtaking scenic routes.
Conclusion: A Lasting Mark on Colorado’s Landscape
The Silverton Railroad, though its tracks were eventually removed, left an indelible mark on the history and landscape of Colorado. From its inception as a vital link for the booming Red Mountain Mining District to its periods of prosperity and eventual decline, the railroad embodies the spirit of an era defined by ambition, engineering prowess, and the relentless pursuit of valuable resources. Otto Mears’ vision and the hard work of countless individuals transformed an impassable mountain range into a corridor of commerce and progress. The “Rainbow Route” may no longer carry ore or passengers, but its story continues to echo through the canyons and passes of the San Juans, a powerful reminder of Colorado’s rich railroad heritage and the ingenuity that shaped it.
