Denver, Northwestern, and Pacific Railway are US railroads in Colorado. The company has many reorganizations throughout its troubled financial history, and then has the official name of Denver and Salt Lake Railroad , and finally Denver and Salt Lake Railway (b. > D & amp; SL ). At the time the company was acquired by the Denver and Rio Grande Western Railroad it was colloquially known as Moffat Tunnel Route . The currently used parts are known as Moffat Tunnel Subdivision from the Union Pacific Railroad Center Corridor.
Before the construction of the line there was no direct west of Denver, with rail traffic having to go south to Pueblo or north to Cheyenne. The Denver business community wants the "Air Line" to the west of the city, and Denver, Northwestern and Pacific Railway will become the "Air Lines", originating in Denver, and are set to end in Salt Lake City, Utah. Although the line was never completed as a separate route to Salt Lake City, the final part was finally connected with D & amp; RGW's main nearby Dotsero and used to shorten their route between Salt Lake City and Denver. The line initially displays a tough class above Rollins Pass, until pass passes by Moffat Tunnel.
Video Denver and Salt Lake Railway
Histori
The Denver, Northwestern and Pacific Railway was first established on July 18, 1902, by David H. Moffat, Walter S. Cheesman, William Gray Evans, Charles J. Hughes, Jr., George E. Ross-Lewin, S.M. Perry and Frank P. Gibson.
Merger is done after Denver is passed by the Union Pacific Railroad line, which passes through Cheyenne, Wyoming, and by the Denver and Rio Grande Western Railroad (D & amp; RGW), which are routed through Pueblo, Colorado, and runs west through the Royal Gorge..
David H. Moffat
David H. Moffat and his business associates founded Denver, Northwestern, and Pacific Railway. It originated in Denver, and is planned to end in Salt Lake City, Utah. Construction started on December 18, 1902. DN & amp; P start north to Front Range of the Rockies to Boulder. Climbing to the point where the line turns west, is a great example of an incredible mountain rail survey. Chief Engineer H.A. Sumner, need to enter South Boulder Canyon as high as possible, not wanting more than 2% of the class. To do this, he creates an efficient route to get the required height that features the famous Big Ten Curve now. The ascent to the Continental Divide requires 33 tunnels that are several hundred feet long. The trail did not reach the western end of the Tolland area until 1903. Once completed, 33 tunnels between Denver and Tolland are closer than any other tunnel in any other pathway in the US. Rollins Pass is the next one above the split in Corona, at an altitude of 11,680 feet (3,560 m), and then the line goes down to the west of the dividing face. Initially, Moffat had planned to build the tunnel through the worst part of the operand, but the plan failed. Instead, the DNW & amp; P climbs the Rollins Pass with a series of backlashes that require steep levels and experience severe snow conditions. The line passes through the gap 23 miles (37 km) long, with grade 4% in many locations, and is the highest main railway line ever built in North America (Central Argentina ends at higher altitudes). A small stop called the Corona was erected at the top of the gap, with restaurants and lodgings, allowing workers to keep the railroad free of snow in the winter. Trains are often stranded for several days during heavy winter snow. Removing the snow from the original line makes it unfavorable to operate.
The line was complete for Arrow in the winter of 1904. In the spring of 1905, the tracks were completed to Fraser. From there, the track passes through Tabernash, Granby, Hot Sulfur Springs, Byers Canyon and then Parshall, at the mouth of the Williams Fork canyon. The town of Kremmling, Colorado, was reached in July 1906. The track then went west through Gore Canyon past Radium, connecting on the State Bridge to the north-south path. This track reached Steamboat Springs in the winter of 1909.
Moffat died on March 18, 1911, in New York City at the age of 73. DN & amp; P had spent $ 75,000 per mile, and the Rollins Pass had spent the rest of his fortune, a total of $ 14 million. He in New York City attempted to raise more money for trains, and was stopped by what he would later learn was doing E. H. Harriman and George Jay Gould I.
DNW & amp; P was placed on the curator on 2 May 1912, and on April 30, 1913, was reformed as the Denver and Salt Lake Railroad, even though he was bankrupt before reaching Salt Lake City. In 1913, the passage through Steamboat Springs had reached Craig in Moffat County, Colorado, toward the Colorado-Utah border. At its final end, it is less than halfway to its destination in Salt Lake City, Utah.
Moffat Tunnel
Moffat Tunnel cuts off Continental Separation in north-central Colorado. This eventually gave Denver a western link through Divide as both Cheyenne in the north and Pueblo (Colo.) Headed south to enjoy rail access to the West. This bore length of 6.2 miles (10.0 km) is 9,239 feet (2,816 m) above sea level at its peak. Fifty miles west of Denver is the Eastern Portal on the Front Range. The Moffat Tunnel followed a path laid out by Moffat in 1902. The railroad tunnel was 'skipped' on July 7, 1927, and was officially handed over to D & amp; SL on February 26, 1928. Railway connections through the tunnel shorten the distance between Denver and the Pacific coast by 176 miles (283 km).
Dotsero Cutoff
The Denver & amp; Salt Lake Railroad reorganized as Denver & amp; Salt Lake Railway in 1926. In 1931, Denver & amp; Rio Grande Western Railroad (D & amp; RGW) acquired Denver & amp; Salt Lake Western Railroad (a company in name only) subsidiary of Denver & amp; The Salt Lake Railroad (D & amp; SL) has gained the right to build a 40-mile (64 km) connection between two railroad lines. After years of negotiations, D & amp; RGW gets trackage rights on D & amp; SL from Denver to new cutoff. In 1932, D & amp; RGW begins construction of Dotsero Cutoff east of Glenwood Springs to approach Bond on the Colorado River, at a location called Orestod (Dotsero spelled backwards). Despite the common misconception that Dotsero is shortening "Dot Zero," the name of the station exists from the construction of a standard gauge for Glenwood Springs in the 1890s. Construction completed in 1934 gave Denver a cross-continent link directed to the west. D & amp; RGW again fell into bankruptcy in 1935. Appears in 1947 merged with D & amp; SL on March 3, 1947, controlled the Moffat line through the Moffat Tunnel and the branch line from Bond to Craig, Colorado.
Maps Denver and Salt Lake Railway
Legacy
Although Moffat saw time as a futile dreamer, he would then be seen by many as the person who preceded his time. His legacy will leave Denver and Rio Grande Western Railroad and then Union Pacific by train that will outlive other railroads in Colorado. In addition to the Rollins Pass section, all the railroads are now used as part of the Central Corridor, and parts of Denver to Phippsburg are called Moffat Tunnel Subdivision.
References
- Athearn, Robert G. (1977). The Denver and Rio Grande Western Railroad: Rebel of the Rockies . University of Nebraska Press.
- Boner, Harold (1962). the Giant Staircase . Milwaukee, WI: Kalmbach Publishing Co.
- Griswold, P.R. (1995). David Moffat's Denver, Northwestern and Pacific: The Moffat Road . Denver, CO: Rocky Mountain Railroad Club. ISBNÃ, 0-9620707-2-6.
- Lewis, Lawrence (November 1905). "A Feat In Railroad Building: A New Way Up In The Rocky Mountains From Denver To Salt Lake". World Work: Our Time History . XI : 6859-6870 . Retrieved 2009-07-10 - via Google Books. Includes many c. 1905 photo.
External links
- history of the Moffat Railway Museum
- Museum of Northwest Colorado features Moffat Road memorabilia
Source of the article : Wikipedia
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