Loveland Pass History & Timeline

Loveland Pass is named after W.A.H. Loveland; a politician, President of the Colorado Central Railroad, and one of the builders of modern Colorado. He is largely credited with the creation of Loveland Pass in 1879. It is also believed that he had likely already built a wagon road over this pass in 1860.

Loveland Pass Toll Rates from 1879

How much did it cost to travel over Loveland Pass in the 1800s? The actual toll rates for the High Line to Leadville are shown below. 1

  • Vehicle w/ span of horses - $1
  • Each additional Span - $.30
  • Horseman - $.30
  • Horse, Cattle, Asses - $.10/each
  • Sheep, Hogs, Goats - $.05/each

Stagecoach Prices

If you wanted to hitch a ride, it would cost you more than just the toll. Silas Nott charged $11.30 to get from Georgetown to the other side of the pass.2

Union Pacific was selling stage tickets from Denver to Leadville for $14.3

Loveland Pass Continental Divide Signs in the year 1948
1948, Thomas B. Aldridge, CL-TA1948

Who Built Loveland Pass?

loveland pass historic photo circa 1940
Loveland Pass c. 1940, Harold Sanborn

W.A.H. Loveland

W.A.H. Loveland likely built a wagon trail over the pass in 1860 while he was running a freight business out of Golden, under the name Loveland & Co. He was largely responsible for the initial building of the road that was constructed here in 1879. The pass is named after him.

Union Pacific and the Colorado Central Railroad

The first well-used wagon road was built in 1879 and was sometimes referred to as Loveland’s High line. In order to build that road, Loveland (President of the Colorado Central Railroad) leased the tracks of the CCR to Union Pacific in order to raise funds. This version of the wagon road was subsequently built by Union Pacific, a limited number of CCR employees, and 2 other companies that were likely partially related to each other as well as to Union Pacific.

Bakersville and Leadville Toll Road Company

This company filed articles of incorporation for the purpose of building a toll road over the pass in 1879. Among its board members was G.G White. White would also later be a superintendent of the High Line Toll Road Company.

The High Line Toll Road Company

The High Line Toll Road Company completed much of the actual work on the pass. It is believed that they did so under the direction of Union Pacific.

Silas W Nott

At the beginning of 1879, Nott was an agent for the Union Pacific Express company before it became involved with the Loveland Pass project, and before it leased the railroads from W.A.H. Loveland and the Colorado Central Railroad.

Nott is given significant credit for building the road by multiple original sources, along with Presley S. Bailey in one instance, but he was best known for running a stage line over the divide in the early years of its operation. His coach line was generally referred to as the Georgetown coach during this time period.

Berthoud & Milner

Edward L. Berthoud, Chief Engineer of Colorado Central Railroad and the man for whom Berthoud Pass was named, surveyed the route for the road in the spring of 1879. He also led a construction team of 100+ men while in this position.

Also in on the action was his assistant engineer, T.J. Milner. Milner is best known because Milner Pass in Rocky Mountain National Park was named after him. 4 5

R.W. McQueary & Crew

R.W. McQueary and his crew were hired to work on the pass during the 1920s. They had previously built Fall River Pass in Rocky Mountain National Park.

Volunteers, Convicts, Contractors and the State of Colorado

The modern highway was not built quickly or easily. Everyone listed above worked on the pass during the 1920s. You’ll find the details below.

loveland pass historic photo with dirt road
Modern Unpaved Highway Circa 1930s/40s, Harold Sanborn

List of Historical Names for the Pass

Starting with the names most commonly used in the 1800s and 1900s.

Loveland Pass – The road had been named Loveland pass by March of 1879, according to Berthoud.6

The High Line – This was the name used throughout the 1870s while the public was lobbying for the pass’s construction. It was sometimes referred to as Loveland’s High Line. The High Line would include additional highway to the west of the pass on the way to Leadville. This was initially planned as a railroad.

The Holy Cross Trail – The modern dirt highway that was built throughout the 1920s and early 30s was referred to as the Holy Cross Trail. It was also sometimes referred to as the Holy Cross Highway. This highway also included roadway to the west of the pass.7

Bakersville and Leadville Toll Road – This name was not as commonly used, but there are many instances of the road being called by this name. The Bakersville and Leadville Toll Road Company is also discussed lower on this page, and there are records of this toll road company sticking around until at least 1885.8  9

S.W. Nott Stage Line – The road was referred to as the S.W. Nott Stage Line on more than one occasion.10 11

The Silver Trail – This is a nickname for the highway given by a writer for the Herold Democrat, and adopted by local good roads associations. This name referred to a longer pathway which traversed Loveland Pass, just as the Holy Cross Trail did.

Other less commonly used named included The Leadville Stage Road and Loveland-Fremont Pass, both of which implicitly included the extension of the highway to the west, just like the Holy Cross Trail.12 13

The Loveland Pass Construction Timeline

loveland pass historic photo on eastern side circa 1930s or 1940s
Circa late 1930/40s, Harold Sanborn

Before There Were Roads

There was a horse trail here before any wagon road was built. This trail led from Denver into Eagle River country.14 The same story is true for many of Colorado mountain passes. Their routes were used for centuries by men and their horses, and they were eventually turned into today’s modern highway routes.

1860

A wagon trail over Loveland Pass was built by W.A.H. Loveland in 1860. Loveland ran a freighting business in Golden, CO at the time. It was likely a very rough trail and was likely abandoned when his company was dissolved in 1861.

Not much is known about that trail, but it believed to have existed. In 1922, an article in the Rocky Mountain News credits Loveland with building the first trail over the divide in 1860. There are no mentions of this trail in any newspaper from the period beyond that, but there is some additional evidence to back the claim up. More discussion on Loveland’s profile page (coming soon).15

The current consensus seems to be that the first wagon road over the pass was built in 1879. This is likely incorrect.

1870s - Planning The High Line

1873 – The drumbeat had been building and many were asking for a high line railroad. The goal at this time was to build a railroad from Denver up to Georgetown. In 1873, after much anticipation, many were disappointed to learn that engineers had deemed the route unfeasible.16 17

1878

W.A.H. Loveland was intent on building the high line railroad in 1878. His plan was to build a tunnel through Argentine Pass.18 Incorporation of the High Line road from Georgetown to Leadville was announced in the Denver Daily Tribune in November 1878.19

The goal was still to build a railroad at this point, rather than a wagon road. However, this would soon change.

1879

“I will open you a path to Leadville. As fast as men and money can build it, the Colorado Central shall be pushed into Ten Mile and southward into the San Juan country; and in the meantime the shortest stage line and wagon road to the carbonate camp will be opened for your trade!”

– W.A.H. Loveland, Feb.1879 20

February 1879 – The Bakersfield and Leadville toll company began work in February of 1879 on the new toll road. They began work on the Georgetown side with 150 men and they moved quickly.21

April 1879 – A usable trail was in place on Loveland Pass by April of 1879.22

May 1879 – The High Line opened Wednesday, May 7th, 1879 for pack and saddle animals. Wagon teams were to be allowed soon.23

W.N. Babcock, a general agent for Union Pacific in Denver was authorized to begin booking freight over the new route.24

The Modern Automobile Road

1900s

Loveland Pass continued to be the main highway into Summit County until railroads took over for freighting purposes later in the 1800s and early 1900s.25

Loveland Pass Continental Divide sign in 1966
October 1966, CL-K29

After the turn of the century, there would be a long list of advocates and boosters for an improved highway over Loveland Pass. The modern highway would eventually be built using privately raised funds, state funds, and federal funds. Work would be done by everyone ranging from volunteers and convict crews to properly hired contractors.

The wagon road over Loveland Pass would start to see mild improvements in the first decades of the 20th century, but it wouldn’t be until 1932 that a modern road, capable of sustaining commerce, would be built over this pass.

After every year and every contract, the road was improved slightly. Much of the work was still done with pick axes because this was all still a dirt road.

Was Loveland Pass ever completely abandoned? The wagon road was not completely abandoned in the early 1900s. There are several recorded instances of wagons making the trip over the pass around this time.26 However, the quality of the road was not good, and it was not suitable for automobiles as they came into use in the early 1900s.

1903

An article in the Silver Standard in 1903 mentions that the Silver Plume Board of Mines & Trade had taken steps to secure an appropriation from the state to open “the old stage road” over Loveland Pass. The road was being used, but was not in great shape.27

This attempt to secure funding would fail. Over the next decade, there would be additional efforts to try and improve the pass. As automobiles became more popular, the push for a new road over the pass grew stronger.28

1911

The pressure to build this road had grown, and over the next two years from 1911 to 1913, the push for Loveland Pass was a notable issue in local life and state politics.29

1913

After much lobbying, it was eventually decided that state funds for a highway over the divide would go to Berthoud Pass instead of Loveland Pass. The local county funds would be used on Hoosier Pass.

The Town of Dillon would have needed to repair the pass at its own expense and labor if the road was to be improved. Loveland Pass was the loser of this competition for funding.30

As a result, Hoosier Pass became the main route from Denver to the Breckenridge area. That was a popular scenic recreational route for travelers as the auto boom took off.

1917

The Clear Creek chapter of the Metals Association passed a resolution which mentions that the county commissioners of Clear Creek had petitioned the US Forestry Service for financial aid, and the State Highway Commission had endorsed the petition. The board of county commissioners had also asked the state highway commission to survey the Loveland Pass route and declare it a secondary highway.

The purpose of these resolutions was all to get senators and representatives to help with financial aid.31 Additional resolutions were passed by the Georgetown Board of Selectmen relating to funding in May.32

Surveying work on Loveland Pass had begun by November of 1917.33

1918

Initial estimates to build the modern road over the pass after the survey was completed ranged from $56k to $115k.34

An amended application for cooperative construction between the US Forest Service and Summit County was filed on Aug 16th, 1918. The distance from Denver to Breckenridge would be cut from 130 to 85 miles with this new route over Loveland Pass.35

loveland pass historic photo from 1941
1941
loveland pass historic photo from summit in 1940s
Circa 1942
loveland pass historic photo from 1940s during winter with car near summit
Circa 1942

1919

It was disclosed in January of 1919 that the new Loveland Pass road was to be included in coming road construction projects in Summit County.36

Bids were submitted on Tuesday, Feb. 25th, 1919 for construction of a roadway out of Georgetown towards Loveland Pass.37 The contract was awarded to August Swanson of Georgetown, with the bid of $4,675. $5,200 had been appropriated by the state. The road from Georgetown to Silver Plume was finished in 1919.38

1920

The modern auto road over the pass had still not been rebuilt yet.39 Efforts to block the construction were still going on in November of 2020.40

A Loveland Pass Committee was formed with Jos. W. Clarke as chairman. He stated he was working with county commissioners as well as the Forest Service with regards to the route’s path, and was confident that the road would be built.41

1921

The Locals Have Had Enough

1921 – Having felt that they had waited long enough, in July 1921, more than 100 volunteers from each side of the pass began work on their own volition.42 Financial contributions came from mining companies, local businesses and social circles.43 A benefit dance was held at the Dillon Town Hall on Aug 13th to raise funds.44 There was no funding from the state yet.

As of Oct 1921, there were no automobiles going over the pass. Travelers would take an automobile to the pass, and a combo of wagons and horses to continue over to the other side.45

1922

1922 – By the fall of 1922, the road was in good enough shape for autos to be used within 3 miles of the summit of Loveland Pass.46 Travelers would still need to take a car up to the point where a wagon was needed, and then they would proceed over the top of the pass via wagon. However, it was also pointed out in the Rocky Mountain News that once within a few miles of the top, a car could make it over the pass without any road at all.

As the newer road was constructed in 1922, the old route from 1879 was mostly followed, with exception of the highest part within a few miles of the summit. Here, a different route would be used to save on expense and overall distance.

Work was still being done by volunteers at this point. There are many newspaper reports of the volunteer crews holding picnics on Loveland Pass.

A sum of $60,000 was sought from the state board of highway commissioners to fund the project for the following year. This was for 9 to 11 miles that needed to be built in order to get the road to Dillon.47

In December of 1922, the state highway commission appropriated $20,000 for Loveland Pass construction in the following year.48

loveland pass historic photo from 1941
1941

1923

1923 – An inspection trip was planned in July of 2023 to decide how to spend the $20,000. The NEW road, this time built by the state instead of by volunteers, was now planned to be a part of the Holy Cross Trail. Before the survey trip, the preliminary plan was to create a 10-foot wide road with turnouts to allow for passing of traffic. This could be widened later.49

Further plans for this next version of the road evolved to include a 14-foot wide road.50

Work on the pass began in July. Roy Mooney was in charge of construction. The State of Colorado would now do the work, having contracted R.W. McQueary for his men.51 McQueary had been building roads in Colorado since at least as far back as 1908, before the auto boom in Colorado really even began.52 He and his crews had a good reputation. They had already built Fall River Road in Rocky Mountain National Park.50

The road was reported to be finished to within two miles of the top of Loveland Pass in the fall of 1923.53

The roadway that was being built was now being extended to 14 feet wide, wide enough for two cars to pass each other at any point.50 This would not remain the case, because reports about the road in later years were that much of it was still only 1 lane.

A report to the highway department in November 1923 states that 3.5 miles of Loveland Pass were constructed. Surveying had begun on 4 additional miles of road which would be completed before the next summer. It was estimated that an additional 12 miles on top of that would eventually also be needed.54

1924

No money was appropriated to finish construction in 1924.

The $20,000 appropriated in 1922 was secured by E.E. Sommers, a member of the State Highway Board. This was under Governor Shoup. Governor Sweet was elected in 1923, and he effectively stopped the work by not appropriating any funds in 1924.55

1925

Another $20,000 was appropriated by the highway department for 1925, for the purpose of bringing the two ends closer together at the top of Loveland Pass.56

A surveying crew led by Leland Boatright headed for Loveland Pass in June of 1925. They were expected to be there for the summer.57 The Georgetown Courier reported that road work began in July.58

A contract for two more miles of road construction was initially awarded by the State Highway Board in October.59 However, Governor Morley refused to award the contract, saying the bids were too high. The lowest bid was $15,542 and the state’s engineer had estimated the project at $14,750. The governor began to propose using convicts to do the work in late October.60

It was announced in December that a force of convicts would indeed be used to help build the highway.61

1926

$30,000 was appropriated for the Holy Cross Trail in 1926, including funds for Loveland Pass, but it is not determined yet how much of that would be put towards the pass immediately.62

A team of 50 convicts from the state penitentiary in Canon City started work on the pass in July 1926.63

One week after setting up the work camp for them, it was reported by the Rocky Mountain News that there were 35 convicts working on the pass, and two of them had stolen an automobile which had later been seen heading over Berthoud Pass.64

1927

Luke Smith wins a contract with a bid of $73,280 to complete 5.5 miles of road on the eastern side of Loveland Pass. Only $40k was currently available. He would begin work and plan to complete the rest later when funds were available.65

The number of workers needed on Loveland Pass in 1927 was such that it caused a shortage of miners in Silver Plume.66 Work on the pass this year continued until Dec. 2nd.67

1928

L.D. Blauvelt, head of the State Highway Commission, said there would be $58k allotted to the pass in 1928. This would complete the pass to the top. It would be extended all of the way down to Dillon on the west side the next year.68

By summer of 1928, the modern dirt highway over the pass was still only completed to within 2 miles of the top. Progress would fall short of reaching the summit in 1928.69

loveland pass historic photo from circa 1930s
c. Early 1930s, Harold Sanborn

1929

“Boost For Loveland”, First Crest & First Traverse

 “Boost for Loveland” was adopted as a slogan by good roads enthusiasts in 1929. It had been the spirit of the community for more than a decade now to build this road by all means necessary.

$30k was appropriated in 1929 to get the road over the top of the pass from the east side.70 The total cost for the Holy Cross Highway was now nearing $250k.7

July 21, 1929 – Loveland Pass was crested by Mr. Ashlock, Country Road Overseer of Summit County. There was celebration at the top, but other autos were still only coming within 1 mile and 300 feet of the summit. The final work was expected to take approx. 60 days. Crews would be aided by a gasoline shovel.71

October 1929 – A car made it over the pass, driven by 5 men who reported that the pass could be opened with a concerted effort from volunteers. They needed to trim willows and move timbers in order to make the trip. Andy Lindstrom, County Commissioner from Summit County, reported that this was the first auto over the pass. Among the people in this vehicle was William Buckley, who had been a long-time booster for the pass.72

1930

The First Fruits of the Trail

$19,000 was appropriated to extend the roads down the western side, which was still seen as a temporary road. It was reported that the old stage road had some bridges that were out, some corduroys that were 50 years old and rotting, and there were some willows growing too close to roadway etc.73

Even with an automobile road now traversing Loveland Pass, there was still much work to be done in improving the road and extending the highway westward. The western side heading towards red cliff was the remaining portion of the Holy Cross Trail to be done, and it was seen as a vital project by local miners.74

While some cars had made it over the pass by this point, the road still had not really been reopened as a major auto route as of September.75

Work continued, and in November 1930, a 6-ton truck made it over the pass with a load of potatoes that was purchased in Eagle. The truck was driven by the Buckley brothers of Silver Plume. This was reported in a well-titled article in the Holy Cross Trail, where headline read “The First Fruits of the Trail”.76

Loveland Pass summit photo from sometime likely early 1930s
c. Early 1930s, Harold Sanborn

1931

The Road is Open If You Wish to Take A Chance

$30,000 was appropriated for the year to work on the state highway between Loveland and Dillon.77

By May, the road camp had 45-50 men, and the road was being graded to be 20 feet wide. Crews were clearing timber 20 feet outward to each side of the road. They were using roughly two tons of powder every 30 days, mostly for clearing stumps. Equipment at use here included two compressors, four trucks, a steam shovel and lots of other equipment.78

Included in the work from the spring of 1931, A 32-foot bridge needed to be built over Porcupine Creek.79

As of June, only 2.5 miles of the road still needed to be built in order to get the improved highway down the west side to Dillon.80

July 1931 – A good road was completed to Dillon by July according to some reports. The next step for the Holy Cross Trail was to complete the route over Shrine Pass on the way to Red Cliff (near today’s Vail Pass).81

Other reports were that the road was not in very good shape in July. Only about 30 cars per week were going over the pass. Local radio mentioned “The road is open if you wish to take a chance”.82

A party who made the trip over the pass in September had their account documented in a newspaper at the time: “They made it over the pass alright, but would not advise anyone to try it as a pleasure trip. While work is progressing on the new highway over the pass, several miles are still very rough going”.83

Work continued into the winter while B.T. Miller was the engineer in charge.84

The road was still a one-way road with turnouts in the fall of 1931. Approximately 500 cars went over the pass during the rest of the season after Sept. 9th in 1931.85

loveland pass historic photo from eastern side circa 1930s
Modern Unpaved Highway c. Early 1930s, Harold Sanborn

1932

Work continued through the winter as weather permitted. Crews were working under a Mr. Thomas as superintendent as of January 1932.86 $20k in funding was allotted by the state for Loveland Pass this year.87

April 22, 1932 – Initial grading of the new road was finished over the top of Loveland Pass in April. Andy Lindstrom, County Commissioner of Summit County, reported that the steam shovel on Loveland Pass had connected the two new graded paths on April 22, 1932.88

There were still some rough parts, and this was still considered a pilot road that needed to be improved and widened in some spots.

In early August of 1932, it was announced that the pass would finally officially open on Aug 18th or possibly the 17th.89 This date would soon be pushed back to the 20th, a Saturday.

Loveland Pass Continental Divide sign in 1942
1942, Andreas Feininger. Library of Congress, LC-DIG-FSA-8d35749.

Friday, Aug 19, 1932 – Ethel James and Mrs. Etta Wiley are first over the new highway.

Just after crews finished work on Friday, Ethel James and Mrs. Etta Wiley of Dillon became the first civilians to go over the new pass. They were preceded only by highway officials. The highway would officially open to the public the next day at noon.90

Saturday Aug 20, 1932 – Loveland Pass opened for travel at noon on Saturday, Aug 20, 1932.91 F.V. Burbank was the first man over the pass. His car registered 103 miles on the drive from Denver to Red Cliff.

The new route had cut approximately 110 miles off of the previous route.90 The road from Denver to Dillon was now only 84 miles.92

The cost to build the modern dirt highway was approx. $385,000.90

1949-1950
Paving Loveland Pass

Loveland Pass Continental Divide signs and high altitude research center in October 1952 cropped version
1952, Loveland Pass Summit, David Mathias/Denver Post, CL-UIN-53-094

While the pass had been graded, resurfaced and maintained over the years, it was still a dirt road that never had a paved surface.

The State Highway Advisory board gave tentative approval of $.5 million for a Loveland Pass improvement project in May 1949.93 A contract for 7.9 miles of construction work was awarded.94

The work was to involve widening the road to 30 feet for the full length of the pass. Guard rails were to be added. Grading and work on the curves would be included. It was expected that the construction elements would be completed in 1949, and part of the final oiling process would also be done in this year. This work would connect with work that was already underway on the western side of the pass, and an already-paved section on the eastern side of the pass.95

Work began on time, but was halted when the governor alleged that the work was being done illegally because he never signed the contract for the work to begin. He also claimed that the funds allocated for this project did not entirely exist.96

Ultimately, additional funds were approved and $489,000 of state funds were allocated to the project.97

Construction was completed in 1949, but oiling of the surface was not. Money was already allocated, contracts were already awarded, and this was planned to be completed in the spring as soon as weather allowed.98

An additional $90,000 was raised the next year that would allow a higher quality surface to be applied to the pass.99

Paving of Loveland Pass was completed by the fall of 1950.

An advertisement in the Rocky Mountain News from September of 1950 reads “Drive to Glenwood Springs ‘The Sea Beach in the Mountains’ this weekend – over the all-new, all-paved Loveland Pass Highway.”100

Western Side of Loveland Pass, 1957, Denver Post, CL-29567

Winter Closures

Loveland Pass was open year-round in the 1800s. Wagons were swapped for sleighs during the winter months in order to get over the pass.101 102

When the highway was rebuilt in the 1930s, the pass was not kept open until the winter of 1938-’39.103 104

loveland pass historic photo
c. 1930s/40s, Harold Sanborn

The Loveland Pass Railroad Tunnel

Multiple tunnels have been planned under Loveland Pass. In 1881, construction even began on a Loveland Pass railroad tunnel. However, no tunnel was ever completed here.105

More Notable People

Mr. Blanton – The tollgate tender’s name on Loveland Pass was Mr. Blanton. He owned property in the east Argentine district.106

J.D. Babcock – J.D. Babcock was in charge of the stage station on the west side.10

O. H. Henry – Superintendent of the High Line Toll Road Company.107

Loveland Pass History FAQ

The modern dirt highway that was completed in the early 1930s cost approximately $385,000 to build.

Not really. There are many instances where the US forest Service was approached for funding, but if it was any single agency, it was the State Highway Department, not forest service that built the modern dirt highway over the pass in 1932.91 This was after decades of work by volunteers and various work crews.

Here are a few details of the involvement that the forest service did have with the pass…

H.H. French, general supervisor of the Forest Service signaled he supported funding for a road among a short list of other prospective recipients.108

In 1921, there were reports that 7 counties were raising $90k in order to match $90k from the Forest Service.109

There were several requests for funding sent directly to the US Forest Service in 1922 and 1923.110 111

loveland pass historic photo from 1941 showing eastern side wide view
1941

CO Automobile History

Mount Evans Crest House summit building circa 1950s
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Coloradotopia Archives

Berthoud Pass Continental Divide sign in 1963
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All Colorado History

wooden historical sign in Telluride, Colorado describing history of mining in Telluride mountains and San Juan Mountain Range
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References

All of the historic newspapers and publications below can be found via coloradohistoricnewspapers.org.

Additional photo credits: Library of Congress, Coloradotopia Archives.

  1. The Rocky Mountain News (Daily), Volume 20, May 15, 1879, p. 4.
  2. The Rocky Mountain News (Daily), Volume 20, July 10, 1879, p. 8.
  3. The Rocky Mountain News (Daily), Volume 20, September 27, 1879, p. 8.
  4. The Leadville Daily/Evening Chronicle, Volume 1, Number 31, March 6, 1879, p. 3.
  5. Golden Weekly Globe, Volume V, Number 19, July 7, 1877, p. 3.
  6. The Leadville Daily/Evening Chronicle, Volume 1, Number 11, February 11, 1879, p. 1.
  7. The Eagle Valley Enterprise, March 8, 1929, p. 1.
  8. The Executive Documents of the Senate of the United States for the First Session of the Fifth Congress. Washington, D.C.: Government Printing Office, 1888. p. 5162.
  9. The Colorado Miner (Weekly), May 3, 1879, p. 3.
  10. Georgetown Courier, Number 1693, November 13, 1909, p. 4.
  11. The Rocky Mountain News (Daily), Volume 20, August 27, 1879, p. 8.
  12. The Holy Cross Trail, September 22, 1923, p. 1.
  13. The Rocky Mountain News (Daily), Volume 73, Number 220, August 7, 1932, p. 27.
  14. The Eagle County News, September 24, 1921, p. 1.
  15. The Rocky Mountain News (Daily), Volume 63, Number 347, December 13, 1922 IIIF issue link, p. 4.
  16. The Rocky Mountain News (Weekly), Volume 14, October 9, 1872, p. 2.
  17. The Rocky Mountain News (Daily), Volume 14, June 24, 1873, p. 2.
  18. The Rocky Mountain News (Daily), Volume 19, November 19, 1878, p. 2.
  19. The Denver Daily Tribune, November 16, 1878, p. 1.
  20. The Rocky Mountain News (Daily), Volume 20, February 8, 1879, p. 2.
  21. The Leadville Daily/Evening Chronicle, Volume 1, Number 36, March 12, 1879, p. 1.
  22. Weekly Register-Call, Volume 17, Number 38, April 18, 1879, p. 1.
  23. The Colorado Miner (Weekly), May 10, 1879, p. 3.
  24. The Boulder News and Courier, May 16, 1879, p. 2.
  25. Georgetown Courier, Number 1799, November 25, 1911, p. 1.
  26. The Rocky Mountain News (Daily), Volume 51, Number 229, August 17, 1910, p. 5.
  27. The Silver Standard, Volume XVII, Number 11, January 17, 1903, p. 4.
  28. The Silver Standard, Volume XVII, Number 21, March 28, 1903, p. 4.
  29. Georgetown Courier, Number 1798, November 18, 1911, p. 1.
  30. The Blue Valley Times, April 25, 1913, p. 4.
  31. The Idaho Springs Mining Gazette, Volume 36, Number 44, May 4, 1917, p. 1.
  32. Georgetown Courier, Number 2087, May 12, 1917, p. 1.
  33. The Idaho Springs Siftings-News, Volume 13, Number 25, November 2, 1917, p. 5.
  34. Georgetown Courier, Number 2132, March 23, 1918, p. 1.
  35. The Rocky Mountain News (Daily), Volume 59, Number 229, August 17, 1918, p. 5.
  36. The Summit County Journal, January 25, 1919, p. 1.
  37. The Idaho Springs Siftings-News, Volume 14, Number 41, February 28, 1919 p. 5.
  38. The Rocky Mountain News (Daily), Volume 60, Number 148, May 28, 1919, p. 7.
  39. The Summit County Journal, August 28, 1920, p. 1.
  40. The Idaho Springs Siftings-News, Volume 19, Number 35, November 16, 1920, p. 4.
  41. The Herald Democrat, December 17, 1920, p. 2.
  42. The Colorado Transcript, July 14, 1921, p. 4.
  43. The Routt County Sentinel, September 2, 1921, p. 5.
  44. The Summit County Journal, August 13, 1921, p. 4.
  45. The Eagle County News, October 8, 1921, p. 1.
  46. The Summit County Journal, September 30, 1922, p. 1.
  47. The Rocky Mountain News (Daily), Volume 63, Number 347, December 13, 1922, p. 4.
  48. Georgetown Courier, Number 2378, December 23, 1922, p. 1.
  49. The Rocky Mountain News (Daily), Volume 64, Number 186, July 5, 1923, p. 8.
  50. The Herald Democrat, August 20, 1923, p. 3.
  51. The Colorado Transcript, July 26, 1923, p. 4.
  52. The Middle Park Times, November 20, 1908, p. 1.
  53. The Holy Cross Trail, November 3, 1923, p. 1.
  54. The Holy Cross Trail, November 24, 1923, p. 1.
  55. The Holy Cross Trail, Volume 14, Number 16, June 14, 1924, p. 1.
  56. The Rocky Mountain News (Daily), Volume 65, Number 351, December 16, 1924, p. 3.
  57. The Colorado Transcript, Number 31, June 11, 1925, p. 4.
  58. Georgetown Courier, Number 2510, July 11, 1925, p. 1.
  59. The Holy Cross Trail, Volume 15, Number 32, October 3, 1925, p. 1.
  60. The Rocky Mountain News (Daily), Volume 66, Number 300, October 27, 1925, p. 4.
  61. The Rocky Mountain News (Daily), Volume 66, Number 340, December 6, 1925, p. 3.
  62. The Holy Cross Trail, Volume 15, Number 38, November 14, 1925, p. 1.
  63. The Colorado Patriot, Volume IX, Number 27, July 22, 1926, p. 6.
  64. The Rocky Mountain News (Daily), Volume 67, Number 204, July 23, 1926, p. 1.
  65. The Rocky Mountain News (Daily), Volume 68, Number 187, July 6, 1927, p. 17.
  66. The Rocky Mountain News (Daily), Volume 68, Number 226, August 14, 1927, p. 9.
  67. The Holy Cross Trail, Volume 17, Number 49, December 3, 1927, p. 4.
  68. The Rocky Mountain News (Daily), Volume 69, Number 71, March 11, 1928, p. 35.
  69. The Eagle Valley Enterprise, August 24, 1928, p. 4. - The Eagle Valley Enterprise, January 18, 1929, p. 1.
  70. The Eagle Valley Enterprise, January 18, 1929, p. 1.
  71. The Holy Cross Trail, Volume 19, Number 30, July 27, 1929, p. 1.
  72. The Holy Cross Trail, Volume 19, Number 40, October 12, 1929, p. 1.
  73. The Holy Cross Trail, Volume 20, Number 4, January 25, 1930, p. 1.
  74. The Rocky Mountain News (Daily), Volume 71, Number 170, June 19, 1930, p. 5.
  75. The Steamboat Pilot, September 12, 1930, p. 3.
  76. The Holy Cross Trail, Volume 20, Number 46, November 15, 1930, p. 1.
  77. The Steamboat Pilot, June 26, 1931, p. 5.
  78. The Holy Cross Trail, Volume 21, Number 11, March 14, 1931, p. 1.
  79. The Steamboat Pilot, May 1, 1931, p. 3.
  80. The Holy Cross Trail, Volume 21, Number 24, June 20, 1931, p. 1.
  81. The Holy Cross Trail, Volume 21, Number 27, July 18, 1931, p. 1
  82. The Holy Cross Trail, Volume 21, Number 29, August 1, 1931, p. 1.
  83. The Eagle Valley Enterprise, September 11, 1931, p. 5.
  84. The Steamboat Pilot, December 18, 1931, p. 3.
  85. The Holy Cross Trail, Volume 22, Number 17, May 14, 1932, p. 1.
  86. The Holy Cross Trail, Volume 22, Number 1, January 2, 1932 IIIF issue link, p. 1.
  87. The Walsenburg World, Volume XLV, Number 11, February 9, 1932, p. 6.
  88. The Holy Cross Trail, Volume 22, Number 15, April 30, 1932, p. 1.
  89. The Holy Cross Trail, Volume 22, Number 30, August 13, 1932, p. 1.
  90. The Holy Cross Trail, Volume 22, Number 33, September 3, 1932, p. 1.
  91. The Holy Cross Trail, Volume 22, Number 31, August 20, 1932, p. 1.
  92. The Palisade Tribune, Volume 30, Number 13, August 26, 1932, p. 1.
  93. The Steamboat Pilot, May 26, 1949, p. 10.
  94. The Rocky Mountain News (Daily), Volume 90, Number 146, May 26, 1949, p. 6.
  95. The Steamboat Pilot, June 16, 1949, p. 3.
  96. The Rocky Mountain News (Daily), Volume 90, Number 179, June 28, 1949, p. 5.
  97. The Rocky Mountain News (Daily), Volume 90, Number 197, July 16, 1949, p. 5.
  98. The Steamboat Pilot, January 12, 1950, p. 7.
  99. The Rocky Mountain News (Daily), Volume 91, Number 206, July 25, 1950, p. 15.
  100. The Rocky Mountain News (Daily), Volume 91, Number 257, September 14, 1950, p. 42.
  101. The Colorado Miner (Weekly), Volume XV, Number 21, October 8, 1881, p. 3.
  102. The Rocky Mountain News (Daily), Volume 23, March 23, 1882, p. 3.
  103. The Holy Cross Trail, Volume 29, Number 2, January 13, 1939, p. 1.
  104. The Holy Cross Trail, Volume 29, Number 14, April 7, 1939, p. 1.
  105. The Rocky Mountain News (Daily), Volume 22, July 20, 1881.
  106. The Mining Investor, Volume XLIX, Number 6, December 30, 1907, p. 7.
  107. The Rocky Mountain News (Daily), Volume 20, May 6, 1879, p. 4.
  108. Georgetown Courier, Number 2314, September 24, 1921, p. 1.
  109. The Eagle Valley Enterprise, December 9, 1921, p. 1.
  110. The Summit County Journal, September 16, 1922, p. 5.
  111. Georgetown Courier, Number 2400, May 26, 1923, p. 1.