Berthoud Pass History & Timeline

Construction of Berthoud Pass began around the same time as the civil war. The first version of the wagon road over the pass was completed in 1874, and this would become Colorado’s most traveled mountain pass over the Continental Divide during the first half of the 20th century.

Berthoud Pass Continental Divide parking lot and signs with cards circa 1940s
c. Early 1940s, Harold Sanborn

Berthoud Pass 1800s Toll Rates

How much was the toll for the Berthoud Pass wagon road? The exact toll is not known. It was probably between $3.50 to $5.

  • $7 Stagecoach Roundtrip

William Byers, owner of the Rocky Mountain News, who owned land at Hot Sulphur Springs, recalled paying up to $7/day to use the toll road. This would presumably mean one trip over, and then a return trip back.

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Wagon Road Construction Timeline

Berthoud Pass Inn and Berthoud Pass Lodge

Ski Area

Snow Removal

Paving Berthoud Pass

All of the images on this page have been scanned from photographs, slides, and other items in the Colorado archives.

1961 slide image of cars waiting on Berthoud Pass at 9 am during summer traffic jam
9 a.m. waiting line in 1964

Who Built Berthoud Pass?

While Capt. Berthoud is traditionally given credit for building Berthoud Pass, he wasn’t involved with the road’s construction much at all beyond the surveying. The list of companies, owners, superintendents, and other characters is long, but you can begin your research below. If there is any single person who deserves credit for this, it should arguably be H.C. Cowles.

Early Wagon Road Construction - People

H.C. Cowles & John C. Groves – Henry C. Cowles discovered this route with John G. Groves in 1860, before teaming with W.H. Russell, and before Russell’s company hired Berthoud to survey the route over the pass. Cowles would also take part in multiple companies that built the road during the 1860s and the 1870s. He had a brother that lived in the area, also H.C. Cowles (H. Clay Cowles).

W.H. Russell – William Hepburn Russell, part owner and President of the Central Overland California & Pike’s Peak Express Company, which was later was absorbed into the Overland Stage Company after being purchased by Ben Holladay. He surveyed initial routes with this company and a second company around 1861, and he oversaw some of the initial construction of the road under the Overland company in 1862. Also owned W.H. Russell and Co., a mail-carrying contractor, and he was responsible for the first pony express mail service. He also owned the Great Western Stage company, and the Clear Creek & Hot Sulphur Springs Wagon Road Co.

Captain Edward Louis Berthoud – Hired by the Overland company to survey the route over Berthoud Pass in 1861. He surveyed the full route over the pass from Denver to Salt Lake in the same year with James Bridger. The pass is named after him.

Bela M. Hughes – VP of the Central Overland California & Pike’s Peak Express Company, and elected President of the Overland Wagon Road Company in 1865.

Benjamin Holladay – Bought the Central Overland California & Pike’s Peak Express Company and merged it with the Overland Stage Company in 1862. Holladay bought out several old stage lines during the era, and his companies controlled around 3,300 miles of stage routes.1

William H. Cushman – Cushman was the President of the First National Bank in Georgetown, and treasurer of the Georgetown, Middle Park, and White River Wagon Road Company, which completed the wagon road in 1874. He ran the toll road after completion, and was indicted for embezzlement at the bank a few years afterwards. He took off running to Kansas City as a fugitive around 1877.

Chapman and General Glass – In addition to Gaskill and Cowles, these two were also given credit for building the road after completion in an 1874 article in The Colorado Miner.2

Early Wagon Road Construction - Companies

1921 photograph of switchback and car on Berthoud Pass
1921

Central Overland California & Pike’s Peak Express Company – This company was defunct by 1862 when construction began, so likely never did any construction work on the wagon road. This company may have been responsible for some of the surveying work which the Overland Company is given credit for.

Overland Stage Company – Owned by Ben Holladay, purchased the assets of Central Overland California and Pike’s Peak Express Company in 1862, and brought W.H Russell into management. This company hired Capt. Berthoud to survey the route in 1861, and began construction on the wagon road in 1862.

Clear Creek and Hot Sulphur Springs Wagon Road Company – This company was organized by Russell in 1862 in order to build the road. It’s role is unclear, as most of the actual work that Russell was involved with on the road appears to have been done by him and the Overland company.3

The Holladay and Hughes Overland Wagon Road Company – This was a mid-1860s attempt to build Berthoud Pass from the western side. The road was to connect with Russell’s road on the east.

Georgetown, Middle Park, and White River Wagon Road company – This company was formed in 1872 to finish the wagon road over Berthoud Pass. H.C Cowles was the president. Others key figured who were included in the company ownership were W.M. Clark, William Cushman, and L.D.C. Gaskill.4

Wagon Road Construction Timeline

Berthoud Pass circa 1925 - Harold Sanborn B1 first postcard from Berthoud Pass
c. 1925, Harold Sanborn

1859

W.H. Russell bets $100k against the stockholders of Atlantic & Pacific Co. that he can establish a mail line from Joseph, MO to Sacramento, CA., and that his horses would make the trip in 10 days. His final rider made it with approx. 7 minutes left and around 5,000 people were watching. These were among the beginnings of the first pony express mail service. Russell’s desire to build a faster route for his mail service through the mountains was a primary driver of this pass’s initial construction.5 6

1860

September 1860 – John G. Groves and H.C Cowles make it to the top of the pass in September 1860. A few days later, they returned to the top with George Nichols and J.C Huff. During this trip, it was discussed that this route would make a profitable wagon road.

Around this point, the route is brought to the attention of W.H. Russell. Russell partially owned the Central Overland California & Pike’s Peak Express Company, which was later absorbed by Overland Stage Company. He was also the owner of the Great Western Stage Company. 7 8

Around this time, one of Russell’s companies had received a charter from the Kansas territory to find and establish routes thought this area.

Captain Berthoud went to Colorado at the request of General Sherman in 1860.9

Berthoud Pass Inn and summit area at Berthoud Pass circa 1925 or 1926
c. 1926, Harold Sanborn

1861

January – Russell confessed to embezzling funds from the Indian Trust fund, and was indicted on Jan 29, 1861. The onset of the civil war allowed Russell and two others to escape prosecution.10

Two important surveys were completed by Berthoud during 1861. The first was a local survey of the Berthoud Pass area, and the area to the north. The second was a survey of the route all of the way from Berthoud Pass to Salt Lake.

Berthoud Survey #1 – Berthoud Pass

May 6th, 1861 – Berthoud, John Wright, W. Dennis, Thomas Moses, and another unnamed man left on May 6th to survey the area near Berthoud Pass.11 Is was reported separately (by the same newspaper) that the expedition left on May 9th, and also that there was a total of 10 people.12

May 12th, 1861 – Berthoud, and two others reached the summit of Berthoud Pass at 11 am.13

By May 18th, a messenger had returned to report that a good route had been found.14

May 23rd, 1861 – A set of Berthoud’s records were found in 1931 in Breckenridge. These revealed that while on expedition, Berthoud and others had formed the ‘Claim Club’. This was their attempt at trying to claim some of the land that they had discovered. They held their first meeting on May 23rd. An article about the discovery in 1931 notes that many of these claims were later upheld.15

They spent May in the area, eventually also mapping a site at Hot Sulphur Springs, located to the north. They had returned to Empire by May 29th, and then retreated towards Denver afterwards.

The name ‘Berthoud Pass’ was selected by the citizens of Empire after hearing of Berhoud’s findings.16

Berthoud Survey #2 – Denver to Salt Lake via Berthoud Pass

According to an account by the former Rocky Mountain News owner William Byers, after returning from the first survey, W.H Russell of the Overland Stage Company proposed that the Empire and Idaho districts would pay for men and horses, and that the company would furnish an engineer, guide, pack animals, food and supplies for an expedition. Their purpose would be to survey the route for a stage road from Denver to Salt Lake.

June 1861 – An agreement was reached. The stage company hired Capt. Berthoud as the engineer, and Major James Bridger as the guide. 17

June 25, 1861 – On June 25th, Berthoud, Bridger, 8 other men, and 22 saddle animals set out to map a route all of the way from Golden to Salt Lake. By Aug 9th, they had arrived and were mapping the return route from the corner of Brigham Young’s house. The return survey was completed by Sept 18, 1861.

After the route was surveyed all of the way to Salt Lake and a report was completed, Russell formed a company for the purpose of building the wagon road. He would be the president, and his VP would be H.C Cowles. Berthoud would not be a part of this new company. The company name is not known for sure yet, but this may have been the Great Western Stage company, of which Russell was also the owner and manager of at the time.18

Russell’s new company spent about $6k in completing a survey of the Berthoud route. Russell’s company never did any work on the pass, but they did spend money on the survey. When Colorado became a territory in 1861, Russell’s charter from the Kansas Territory was no longer valid. While Russell did form a new company in order to try and acquire a new charter (The Denver, Golden City, and Salt Lake Road and Telegraph Company), the charter was instead given to the Colorado and Pacific Wagon, Telegraph, and Railroad Company. This company had proposed using the same route surveyed by Russell.19

Oct 29th, 1861 – During Colorado’s first legislative session as a state, Mr. Steck, from the House of Representatives, moved to strike out existing named from CB No. 42, and add B.F Holliday, W.H. Russell, Bela M. Hughes, W.R. Lickens and E.L. Berthoud.20 This was presumably to incorporate a new company to build the road. The bill needed to be read three times, having lost the vote on the first 2. It was passed on the third attempt.

men and car on top of berthoud pass summit in 1914
1914
Berthoud Pass in 1939
1939

1862

1862 – The surveys continued into 1862, and they were done by more than one entity, with some seeking a railroad over the route. Among them, General Case finished another survey in July 1862.21

As the Central Overland California & Pike’s Peak Express Company (partially owned by Russell) failed in 1862, it was purchased by Ben Holladay. The assets were integrated into his Overland Stage Company.22

1862 – W.H. Russell began building the road in 1862 with the Overland Stage Company. It is assumed that he became part of the ownership structure when Holladay purchased the company. 

This road would be built piece by piece, and not completed for more than a decade. Russell was still “personally attending the work” in December.23

1863

1863 – In 1863, John S. Jones continued building the road, and extended it “down the Williams Fork to the Grand”. The road was not used often in the years that would follow. A few years later, Jones would build Jones Pass over a portion of the divide located just to the southwest of Berthoud Pass.24

Work progressed on Berthoud Pass in 1863, but did not reach the top of the divide

1864

In 1864, the state granted Ben Holladay and B.M. Hughes and associates a right of way for a road from Denver to the western boundary of the state. Hughes was elected President of the Overland Wagon Road Company in April. He set out for Salt Lake and was to be accompanied by an engineer for Union Pacific, who wanted to build a railroad.

Little or no work was done in 1864.

Meanwhile, W.A.H. Loveland built a road up Clear Creek Canyon to connect with Russell’s road over the range.25

1865

May – Bela M. Hughes, who had worked with Rusell at the Central Overland California & Pike’s Peak Express Company, had also come over to the Overland Company. In 1865, Hughes reached an agreement with General Conner, to allow the government to use all of Overland’s trains, ferries, roadways etc. for a period of 3 years, in exchange for protecting the work parties who were working on the roads.26

June 3rd – Hughes’ party left Salt Lake with Col. Johns of the California Volunteers + 130 men and 22 wagons. They followed the route explored by Berthoud and Bridger in 1861.

October 3rd – Hughes writes, “I have adopted the Berthoud Pass and will complete the road over it in May and the whole road by June next. All reports about our abandoning the road and its not being eligible are utterly false”27

postcard showing a lower turn on Berthoud Pass over the Continental Divide
c. 1925, Harold Sanborn

1866

Feb 5th -The Holladay and Hughes Overland Wagon Road Company was authorized to build the wagon road over Berthoud Pass from the west. This would connect with Russell’s Denver and Pacific Wagon Road which approached from the east.28

Despite this… the road was still not finished until the 1870s.

1872

1872 – The Georgetown, Middle Park and White River Wagon Road Company is formed for the purpose of completing the wagon road. H.C. Cowles, who had discovered the pass in 1859, was the president. Other officers included: W.M. Clark; treasurer, William Cushman; clerk, Lewis D.C. Gaskill; superintendent.29

1874

1874 -Berthoud was still living in Golden in 1874 as the road was nearing completion, but he was not actively involved with the road’s completion. D.J. Ball was superintendent pushing the road forward in 1874. F.F. Brune was a surveyor who published two influential surveys of the area leading up to summer in 1874.

Using those surveys, the Western Colorado Improvement company was formed in 1874 to promote the area. William Cushman was among the trustees.

William Byers, owner of the Rocky Mountain News, recalled in 1923, another company being formed in order to complete the pass in 1874. This was likely the Western Colorado Improvement company that was created promote the area.30

Work on the road began on July 26th.31

August – A newspaper article from August stated that the road should be open within 30 days. It would be longer than that, but the road would open before the end of the year.32

November 18th, 1874 – William Updike became the first man do drive a stagecoach over the pass, completing the journey on November 18, 1874.33

Byers’ article from 1923 gives William Cushman credit for completing the road in 1874, stating that he operated the road profitably, but eventually ‘went broke’. The work was likely completed by the crews of the Georgetown, Middle Park and White River Wagon Road Company, of which Cushman was the clerk, working alongside of others who have been given credit for building this road elsewhere.

Another newspaper article from 1874 gives credit to Gaskill, Chapman, Judge Cowles, and General Glass for completing the road, saying that they have “established their reputations as road builders”, and were resting in Georgetown after completing the road.34

W.A. Hammill would later purchase the road at Sheriff’s sale for $7,000. Hammill would sell it to the state for $25,000.35

When Byers mentioned that Cushman “went broke”, perhaps he was referring to Cushman’s indictment for embezzling funds from the First National Bank in Georgetown, where he had been president.

Flash forwards a few years…

1877

William Cushman had an indictment brought against him for embezzlement around this time. He absconded from the area and was spotted in Illinois in 1879 as wanted man. US Marshall P.O. Wilcox on his trail and tasked with finding him.36

1881

W.A. Hammill is running the wagon road by 1881. He likely took ownership of the road several years earlier.37

1892

In 1892, the Clear Creek County Commissioner was responsible for altering the route of the pass. This was done primarily to lessen the grade over the Bluehill area, the steepest part of the road between Empire and the summit.

1920s

1921 photograph of Berthoud Pass sign and group at summit archive ID CB-1921PAL2
July 3rd, 1921

1923 – Construction of a modern highway over the pass began in 1919, and was completed over the pass in 1923.

This was the highest continuous automobile road in America at the time.38

1924 – 43,000 automobiles went over the pass in 1924, carrying approx. 200k people (the pass was open for 190 days).39

The pass saw 54,687 cars in 1924, 52,101 in 1925, and 54,967 in 1926. 16,997 cars used the pass in August 1926, setting a record.

There were 46 horse-drawn vehicles going over Berthoud Pass for every 1,200 motor vehicles in 1926.40

1929 – The historical tablet was added to the boulder on top of Berthoud Pass in 1929. These were being added by the State Historical Society who was in charge of the work, and the State Highway department was assisting them. It was expected that 10 more tablets would eventually be put into place.41

The Rocky Mountain News later reported that 12 tablets were scheduled to be added.42

1930 – A 1930 study by Prof. R.H. Brown of the University of Colorado, found that Berthoud Pass had more automobile traffic than all of the other Continental Divide passes in Colorado combined. Tennessee Pass came in second place.43

historical marker at top of Berthoud Pass on the Continental Divide

Berthoud Pass Inn

There have been at least 5 different versions of this inn since the 1800s. They have been torn down, rebuilt, hit by lightning, rebuilt again… see the brief history below or visit the Berthoud Pass Lodge page for photos and in-depth info.

Berthoud Pass Inn circa 1925
c. 1925

1870s – L.D.C Gaskill built a large cabin and provided the first accommodations on top of the pass after the wagon road was completed.

1925 – The first version of the Berthoud Pass Inn is built at the summit of the pass.

1938 – The Berthoud Pass Inn closes in February, and a new shelter house is built in its place later in the year.

1939 – An addition is built onto the shelter house. The shelter would soon be referred to as the Berthoud Pass Inn again, but there would be no accommodations here for travelers.

1946 – The shelter house/inn is struck by lightning. It burns down, along with the rope tow house.

1950 – A grand opening ceremony for the new Berthoud Pass Lodge is held on Sunday, January 8, 1950.

2005 – The Berthoud Pass Lodge is torn down.

Read the Full History of the Berthoud Pass Inn

Skiing on Berthoud Pass

The Colorado Mountain Club had begun planning Sunday ski trips to the top of Berthoud Pass by 1930.44

Berthoud Pass ski area circa 1940
c. 1938, Harold Sanborn

1933 – A ski hut is built approx. 3 miles from the summit of the pass by the Civilian Conservation Corps.45

1934 – The Colorado Mountain Club is giving ski lessons on Berthoud Pass.46 The CCC, Colorado Mountain Club, and the US Forestry Service built two ski trails, along with several camps along Highway 40 over the pass.  (likely by directing the CCC).47

1935 – The Western Amateur Ski Association begins giving lessons just before the end of the year.48

1937 – A rope tow is added in February. It measures 887′ long, and was funded by the May Co. in Denver. This company had a ski shop in Denver and also ran a ski bus up to Berthoud Pass on weekends.49

Berthoud Pass, circa Winter 1938-'39 with skiers and cars
Winter 1938-'39, Harold Sanborn

1947 – A double chairlift is added for the winter of 1947-’48. It measures 2,200′ long and covers 600 vertical feet on the NW side of the pass.50

Let the musical chairs begin...

1972 – Sold to Irma Hill in 1972.

1977 – Sold to Ike Garst in 1977.

1987 – Sold to Timberline Mtn. in 1987.

1989 – Sold to Gary Shultz in 1989.

1993 – Sold to James Pearsall and Sandra Miorella in 1993.

1999 – Sold to Marise Cipriani in 1999.

2001 – The chairlift closed in 2001 after the season ended.

2003 – Bus shuttle service up the pass for skiers ended in 2003, and the ski area was officially closed for good.

Snow Removal

Berthoud Pass rotary snowplow historical photo with Snogo snowplow in year 1932
1932

Horses and sleighs were used to traverse the pass during the winters of the 1800s. Horses were still used as late as the 1920s, although they were pulling cars over the top by that point instead of sleighs.

horses pulling car over top of Berthoud Pass circa 1926
Berthoud Pass summit, c. 1926

1922 – The State Highway Commission builds an experimental rotary snowplow. This used a design that was adapted from the ones which were used for railroads. It was to be tested and used on Berthoud Pass, but instead was tested in Douglas County.

1924 – A rotary snowplow is used to open Berthoud Pass for the first time in the spring of 1924.

1928 – An experimental snowplow, made by the state highway dept., makes a secret trip to Berthoud Pass for testing. The plow had been put onto a Coleman truck. The plow would turn at 175 RPM and could clear a road 7-foot wide path through 4-foot deep snow, covering 1/2 mile in 1 hour.51

1930 – A rotary snowplow is brought over from Tennessee Pass in March of 1930 in order to start clearing snow from the pass.

1930-’31 – The first time Berthoud Pass was able to stay open without a seasonal closure was the winter of 1930-’31.

More History of the Rotary Snowplow in Colorado’s Mountains

Oiling and Paving Berthoud Pass

Berthoud Pass Continental Divide sign during the early 1900s
Dirt Road, 1920s
Berthoud Pass summit marker and parking area circa 1929 to 1939
Paved Road, 1938

Dirt roads were known for dust and quickly deteriorating road surfaces. One of the earliest efforts to deal with this on Berthoud Pass came in 1930. The process that was used was still referred to as ‘oiling’ rather than paving, but the oiling process had progressed significantly by the 1930s.

1930 – A bid of $27,385 (lowest bid) is placed by E.H Honnen, CO Springs, to surface 7.5 miles of road on Berthoud Pass.52

The early oiling process that was used for the road on Berthoud Pass in 1930 looked like this: excavate, overhaul, lay down crushed rock/gravel, lay down another layer of supplemental crushed rock/gravel, add binding agent over the top.53

E.H. Honnen won another bid in October, this time to grade and improve 4.5 miles of the Berthoud Pass road. The contract included grading, drainage and culvert work.54

1931 – Work begins on an 8-mile section on the west side in May, expected to cost $218k. A second road improvement project covering 4.5 miles, costing $117k, is set to start on May 15th.55

It was reported in September that work on an upgraded highway is not yet complete, but being anticipated for October of the next year.56

1932 – Recommendations for Berthoud’s road construction in 1932 include $95k for surfacing. This would include an oil-topped finish for 10 miles on the west side, and 7.5 miles on the east. There were 13 miles still under reconstruction, and it was planned that a similar treatment would be given here at a later date.57

Minimum wage for the contract was set by the state at 50 cents/hr., with a max of 30 hours/week.58

The surface being called for this time was now more like a modern asphalting process. While those in the know no longer referred to this as oiling, that term was still used interchangeably with paving for at least another decade. This planned surface was set to have a bituminous top course. The contract this time now called for: crusher run bottom layer, prime coat treatment layer, pre-mixed oil surfacing layer, road oil layer, and a cut-back asphalt layer on top.59

Hamilton & Gleason Co. from Denver wins the contract to surface 17.28 miles on Berthoud Pass.60

Oiling had begun by October, and was completed in July 1933.61 62

1933 – In October 1933, the state began taking bids on a contract to pave 12.4 miles of the pass. This contract called for a “plant mix bituminous top surface” over Berthoud Pass, from the foot of the pass on one side, to the foot of the pass on the other side.63

1934 – There was still resurfacing to be done in the spring of 1934. This included eliminating sharp curves, lessening grades and widening roadbeds. The roadbed being built now was twice as wide as earlier construction. Similar work was being done on Rabbit Ears Pass, also located on US Highway 40, to the northwest.64

There would be more paving contracts awarded in 1934…

Another contract for 12.4 miles of bituminous surface was awarded in the spring. This would include 15,800 tons of crushed rock, 800 tons of bituminous asphalt, 134k gallons of liquid asphalt material.65

Another separate contract for 12.363 miles of surfacing work was announced in July.66

Hamilton & Gleason wins a contract in August for ‘oiling’ that would connect with other existing oiled surfaces on both sides.67 This is an example of modern paving still being referred to as oiling.

It was reported that the paving work is done by October 1934.68

1938 – A celebration was held Sunday July 3rd, to celebrate the continuous paved highway from coast to coast, although approximately 38 miles of the highway in Colorado had still not actually been paved yet.69

The forest service estimated that 3,500 people took part in the celebration, and an additional 20K were sent over the pass because no more parking was available.70

A count of 215 cars revealed license plates from 25 different states, including 2 from Maine and 6 from New York.71

Historical Berthoud Pass Signs

Berthoud Pass Continental Divide Sign 1964
See the Continental Divide Sign Archive

CO Automobile History

Mount Evans Crest House summit building circa 1950s
Explore

Coloradotopia Archives

1918 Monarch Pass photograph with Continental Divide sign and people and a car on top of pass CMO-72918
Explore

All Colorado History

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

References

Most of the newspapers that are referenced on this page can be found via coloradohistoricnewspapers.org.

Additional photo credits: ggfhf

  1. The Steamboat Pilot, December 12, 1930, p. 11.
  2. The Colorado Miner (Weekly), Volume VIII, Number 27, November 14, 1874, p. 3.
  3. The Steamboat Pilot, December 13, 1929, p. 5.
  4. The Rocky Mountain News (Weekly), Volume 14, February 14, 1872, p. 1.
  5. Golden Transcript, Number 57, June 30, 1992, p. 11.
  6. Wikipedia (n.d.). Johnny Fry. Retrieved January 16, 2025, from https://en.wikipedia.org/wiki/Johnny_Fry
  7. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  8. The Steamboat Pilot, March 6, 1931, p. 2.
  9. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  10. National Park Service. (n.d.). Historic resource study: Pony Express National Historic Trail, Chapter 3C. Retrieved April 21, 2009, from the Internet Archive: https://web.archive.org/web/20090421192056/http://www.nps.gov/archive/poex/hrs/hrs3c.htm
  11. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  12. The Rocky Mountain News (Daily), Volume 1, Number 228, May 22, 1861, p. 2.
  13. The Steamboat Pilot, December 13, 1929, p. 5.
  14. The Rocky Mountain News (Daily), Volume 1, Number 228, May 22, 1861, p. 2.
  15. The Colorado Transcript, Number 1, November 5, 1931, p. 1.
  16. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  17. Georgetown Courier, Number 2405, June 30, 1923, p. 1.
  18. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  19. Georgetown Courier, Number 2405, June 30, 1923, p. 1.
  20. The Rocky Mountain News (Daily), Volume 2, Number 57, October 31, 1861, p. 2.
  21. The Rocky Mountain News (Daily), Volume 2, Number 279, July 21, 1862, p. 2.
  22. Connelley, W. E. (1901). Overland stage to California: Personal reminiscences and authentic history of the great overland stage line and pony express (p. 446). Retrieved from Internet Archive: https://archive.org/details/overlandstageto00conngoog/page/446/mode/2up?q=1862
  23. The Rocky Mountain News (Weekly), December 18, 1862, p. 1.
  24. The Rocky Mountain News (Weekly), December 18, 1862, p. 1.
  25. The Steamboat Pilot, December 13, 1929, p. 5.
  26. The Rocky Mountain News (Daily), Volume 5, Number 234, May 24, 1865, p. 2.
  27. The Steamboat Pilot, December 13, 1929, p. 5.
  28. The Steamboat Pilot, December 13, 1929, p. 5.
  29. The Rocky Mountain News (Weekly), Volume 14, February 14, 1872, p. 1.
  30. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  31. The Steamboat Pilot, July 11, 1923, p. 4.
  32. The Rocky Mountain News (Daily), Volume 15, August 30, 1874, p. 2.
  33. The Steamboat Pilot, July 11, 1923, p. 4.
  34. The Colorado Miner (Weekly), Volume VIII, Number 27, November 14, 1874, p. 3.
  35. The Steamboat Pilot, July 11, 1923, p. 4.
  36. The Rocky Mountain News (Daily), Volume 20, April 24, 1879, p. 4.
  37. The Rocky Mountain News (Daily), Volume 22, July 10, 1881, p. 3.
  38. The Estes Park Trail, Volume V, Number 17, July 31, 1925, p. 16.
  39. The Craig Courier, Volume 34, Number 46, May 7, 1925, p. 1.
  40. The Rocky Mountain News (Daily), Volume 68, Number 82, March 23, 1927, p. 5.
  41. The Colorado Transcript, Number 36, July 4, 1929, p. 1.
  42. The Estes Park Trail, Volume IX, Number 15, July 26, 1929, p. 17.
  43. The Steamboat Pilot, November 7, 1930, p. 4.
  44. The Rocky Mountain News (Daily), Volume 71, Number 337, December 3, 1930, p. 10.
  45. The Rocky Mountain News (Daily), Volume 74, Number 307, November 3, 1933, p. 17.
  46. The Rocky Mountain News (Daily), Volume 75, Number 31, January 31, 1934, p. 14.
  47. The Rocky Mountain News (Daily), Volume 77, Number 37, February 6, 1936, p. 6.
  48. The Rocky Mountain News (Daily), Volume 76, Number 363, December 29, 1935, p. 27.
  49. The Rocky Mountain News (Daily), Volume 90, Number 28, January 28, 1949 IIIF issue link, p. 39.
  50. The Rocky Mountain News (Daily), Volume 88, Number 299, October 26, 1947, p. 54.
  51. The Middle Park Times, Volume 47, Number 50, April 19, 1928, p. 3.
  52. The Rocky Mountain News (Daily), Volume 71, Number 164, June 13, 1930, p. 5.
  53. The Rocky Mountain News (Daily), Volume 71, Number 150, May 30, 1930, p. 17.
  54. The Rocky Mountain News (Daily), Volume 71, Number 282, October 9, 1930, p. 26.
  55. The Rocky Mountain News (Daily), Volume 72, Number 129, May 9, 1931, p. 10.
  56. The Steamboat Pilot, September 25, 1931, p. 1.
  57. The Rocky Mountain News (Daily), Volume 73, Number 1, January 1, 1932,p. 32.
  58. The Rocky Mountain News (Daily), Volume 73, Number 220, August 7, 1932, p. 27.
  59. The Rocky Mountain News (Daily), Volume 73, Number 230, August 17, 1932, p. 15.
  60. The Rocky Mountain News (Daily), Volume 73, Number 239, August 26, 1932 IIIF issue link, p. 9.
  61. Craig Empire Courier, Volume 42, Number 16, October 12, 1932, p. 3.
  62. The Middle Park Times, Volume LIII, Number 1, July 6, 1933. p.1.
  63. Craig Empire Courier, Volume 43, Number 16, October 18, 1933, p. 1.
  64. The Steamboat Pilot, March 30, 1934, p. 1.
  65. Craig Empire Courier, Volume 43, Number 46, May 16, 1934, p. 1.
  66. The Rocky Mountain News (Daily), Volume 75, Number 200, July 19, 1934 IIIF issue link, p. 16.
  67. The Steamboat Pilot, August 31, 1934, p. 3.
  68. The Englewood Herald, Volume XXIV, Number 11, October 18, 1934, p. 8.
  69. Longmont Times-Call, Volume XLVI, Number 54, July 5, 1938, p. 2.
  70. The Steamboat Pilot, July 14, 1938, p. 6.
  71. The Steamboat Pilot, July 7, 1938, p. 4.

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