Argentine Central

Ben Dugan
GCN Historical Writer

  The Colorado Central Railroad followed Clear Creek Canyon and made its way to Black Hawk and Central City in the 1870’s. After the Mines of Gilpin County had been served, residents in Clear Creek began clamoring for access to the railroad. The line was extended to Idaho Springs and Georgetown in 1877 up the Clear Creek Valley. Along the way depots were also built at Dumont and Empire Junction.

  In January 1881 the Gray’s Peak, Snake River, & Leadville Railroad Company was formed to cut and grade a route over the Continental Divide and run from Georgetown to Leadville. Jay Gould, a pioneer in the expansion of big business, gained control of the Union Pacific Railroad in the 1870’s. The Union Pacific was able to wrestle control of the Georgetown Line away from the Colorado Central in 1881. During 1881-1882 the line was constructed to Silver Plume and Bakerville to the west. The Devil’s Gate Bridge, which looped over the main grade, was completed in January 1884 after hiring good riveters to replace the first attempt to complete the massive hulk of iron. The depot at Silver Plume was completed in September 1884 and the fare between Georgetown and Silver Plume was 35 cents with a travel time of twenty minutes. In the early 1880’s, the Denver and Rio Grande and the Denver South Park and Pacific Railroads had both reached Leadville and the Gray’s Peak, Snake River, & Leadville Railroad project was abandoned.

  The mines at Waldorf, high in the mountains, had difficulties getting their ores down to the mills and smelters. Edward J. Wilcox began construction of a line to meet this need in 1905. A grade was constructed that continued on from the Silver Plume line that zigzagged up Leavenworth Mountain and around the other side until it finally reached the Argentine Mining District. Through great difficulty and in record time, in 1906, the Argentine Central Line to Waldorf was completed and began serving the hundreds of mines. This brought great prosperity to the area. Shay engines were utilized in traversing the mountain, which were designed to climb steep grades effectively. Ephraim Shay developed the Shay Engine in 1877 in Michigan while working for a logging company. Mines served by the Argentine Central included the Vidler Tunnel, Santiago, Kitty Owsley, and the Transcontinental Transportation and Mining Company. Many side spurs were laid to serve these mines. There were literal zigzags spurs to the mines all the way to the crest of the continental divide. At the top there were spectacular and amazing views on a clear day.

  Another incredible phenomenon to watch were storms moving down the valley. The tourist trade took off after 1908 There were many tourist trains that climbed to the summit allowing tourists to be amazed at the elevation and beauty of the area. Also near the top was a year round ice cave, which became a favorite visit for many travelers.

  Mt. McClellan at 14,007 feet was the highest point in North America reached by a non-cog railway. Edward J. Wilcox, being the religious man he was, decided never to run the train on Sunday. This caused his line to suffer as the trains sat idle on Sundays when tourists were ready to ride the rails for a leisurely afternoon in the mountains. In 1909 ownership of the line transferred to a new owner, and eventually was passed on into the hands of the Colorado & Southern. Sunday trips were reinstated and were a great success. Great efforts to clear snow resulted in expensive maintenance costs for the line. Financial difficulties caused the line to be idle for two years in 1910-1911. In 1914, the great era of the tourist trains began as all of the railroads were promoting this for a solid revenue stream. All over Colorado, railroads were opened to a sizable tourist trade. However, the Argentine Central Railway was poorly managed from its conception, and by 1918 the tourist trade declined. Great losses always loomed over the day-to-day operations, and the steel rails were removed by 1920 and sold for scrap. Mineral prices had also declined, which contributed to the trains demise. Due to inactivity in the mines, the line to Georgetown was abandoned in 1939 and the rails and bridges were sold for scrap. Waldorf sits today high in the mountains, an abandoned city. Part of the old railroad grade now serves as a Jeep road to access the visions of the past.