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" * * *Nºmi ſº '. tºº, § ºś ºğ% Fº º º a o zºº ºf Gº º, a .*.*.*.* #ſº ſ | §§ %; º §§§ Tºº Sºhº §h. ſº * Aft 5. § tº º #: º º . #º º %. Nº. § º º % º §§ º º łº fºliº ºftºff º ſºlº, º S {#ſ. 㺠gº |º]}} g t § º %. §§§ %.º § l º ſ Fº - /. sº ſ ºr ºr |iºs % ſº **- : zº º S; % º º'. Yº º ºº & & 2 & . tº Y - Alſº, ºº, zºº ºr º º ºf º % ºf , º, ø/Y}}\S&º - . §º º #Sº "º “A., ". • 'º. ". º º º º-fºſſº -kº ſº. º,f\ſº %. Mºº % ſºlº º º - - º ſº. º --> N. % º % -º-_º sº º º º išSS: ºffº ºã º f ! ", 19%. , º Sº * * : * ' º, º º, ſº " A., ºf - & THIS BOOK No. 475 IS PRESENTED TO WITH THE COMPLIMENTS OF THE LARAMIE, HAHNS PEAK & PACIFIC RAILWAY CO. LARAMIE, HAHNS PEAK AND PACIFIC RAILWAY SYSTEM THE DIRECT GATEWAY TO SOUTHERN WYOMING, NORTHERN COLORADO, AND EASTERN UTAH THIS IS AN OFFICIAL PUBLICATION AUTHORIZED BY ACTION OF THE BOARD OF DIRECTOR'S OF THE COM- PANY, THAT THE PUBLIC MAY HAVE AUTHENTIC INFORMATION IN REFERENCE TO THE CORPORATION Transportatiºn Libéaty 4- ſ |- Those interested in the development of the Laramie, Hahns Peak & Pacific Railway are empire builders. They are constructing a railroad which will open for all time practically the only vast field of natural resources now lacking transportation facilities. The work is being carried on with the good will of every progressive interest in the territory, and in harmony with them. No one connected with the work has any ambition to become a railroad king or to build up a through line with its complications and responsibilities. The builders recognize the most wonder- ful future in store for this particular country, and are opening it up and will serve it with a local system which will assist in its acute development. It is not the work of a day or a year, but a life work, and acts, not words, must round out its future. --------- Yº E ( E "NT w A T E R - ra-r- *** -, º ~ w ºciº- º 7 atuº | Wºº. Fº: *~ - } - wºulº. * K- - -- w \!. *ºn, £º: wººl, myſ, "ºil, ? * l, t y- ºllº Mººn º º §: ºś (Zºš.” 24 22 sº - c- 2 º'º. *** 4.ºi...) %;º §§ \{3. §3. * § º º; §§ |W "Nº ; w Asſº- - Zºº - º * ~ \S º, F **u. & &:† §4. . | ºf 4. º'-W-- \º º Zºº. º'ſ "As ºf § T Aº º # = ------. - lººr ºdºſº :------- H\º. i •Nº. 2. º - - Nº. 26"Ma } *. Ž :- - ºr - * - ºf. N ...} - º *.*, * - * * º -- - 4-yº. º §§ *:: ** ...lº ºr ; §ºſ" º º NAAF OF \ LARANMIE, HAHNS FEAK AND FACIFIC RAILWAY FROM LARAMJE TO COALMcNT first Division AL-so as survivºt. Fron, NORTHGATE To STEAMBOAT SPRINGS stcc Mo Division and as PROJECTED STEAMBOAT SPRINGS To DU CHESNE VALLEY, UTAH witH connection. To DENVER AND RID GRANDE RAILROAD trºnn- orvision sc.A.L.E. tº-º-º-º-""" MAP SHOWING THE LOCATION AND STRATEGETICAL POSITION OF THE LARAMIE, HAHNS PEAK & PACIFIC RAILWAY SYSTEM LARAMIE, HAHNS PEAK & PACIFIC RAILWAY ON THE MAIN LINE, SHOWING IN THE DISTANCE MEDICINE Bow MoUNTAINS, WHICH ROAD CROSSEs i LARAMIE, HAHNS PEAK AND PACIFIC RAILWAY COMPANY Incorporated under laws of the State of Wyoming Principal Office Laramie, Wyoming President FRED A. MILLER, Laramie, Wyoming Vice-President WALLACE HACKETT, Portsmouth, N. H. Treasurer L. WALDO THOMPson, Woburn, Mass. Secretary and Assistant Treasurer ARTHUR S. Howe, Boston, Mass. Superintendent and Chief Engineer ROBERT D. STEwART, Laramie, Wyoming LARAMIE, HAHNS PEAK & PACIFIC RAILWAY TYPICAL SCENE ALONG THE LINE NOW IN OPERATION DIRECTORS FRED A. MILLER, E. J. BELL, OTTO GRAMM, Laramie, Wyoming CHARLEs E. DAVIS, WALLACE HACKETT, L. WALDO THOMPSON, ARTHUR S. How E, Meredith, N. H. Portsmouth, N. H. Woburn, Mass. Boston, Mass. º *** - -º º A STRETCH OF TRACK ON TOP OF MOUNTAINS SEE TRAIN IN DISTANCE AND NOTICE EXCELLENT CHARACTER OF CONSTRUCTION BANKERS UNITED STATES TRUST Co., Boston, Mass. WAN HORN, DAVIS & Co., Boston, Mass. LAWRENCE BARNUM & Co., New York, N. Y. FIRST NATIONAL BANK, Laramie, Wyoming LUMBER OPERATIONS NEAR FOXPARK HEAVY. TIE SHIPMENTS FOR THE UNION PACIFIC FROM THIS POINT CONSTITUTE IMPORTANT PART OF TRAFFIC CAPITAL STOCK AUTHORIZED 900,000 Shares Common Stock, par $10 per share 100,000 Shares Preferred Stock, par $10 per share (Preferred stock practically retired) Tºº-, Amºs - - Miºſº ſº º º LARAMIE TERMINALS AT LARAMIE, WYOMING AT THIS POINT THROUGH CONNECTION IS MADE WITH UNION PACIFIC RAILROAD SYSTEM $240,000. $1,800,000. $10,000,000. $450,000. $1,000,000. FIXED CHARGE INDEBTEDNESS First Mortgage 6% Bonds, due July 1, 1929. American Trust Company, Boston, Mass., Trustee. First Refunding Mortgage 6% Bonds, due Oct. 1, 1932. Guaranty Trust Company, New York City, Trustee. (These bonds call for the refunding of the First Mortgage Bonds of $240,000.) General Mortgage 5% Bonds, due June 15, 1959. Guaranty Trust Company, New York City, Trustee. These bonds provide for the Refunding of all previous issues. Retiring the $1,000,000 in Preferred Stock. Furnishing a large coal equipment. Construction and equipment of machine shops. Improvement of terminals and main line. Extensions and acquisition of other lines of road. 7% five year notes, due Jan. 1, 1915. Guaranty Trust Company, New York City, Trustee. 7% five year notes, due Jan. 15, 1915. United States Trust Company, Boston, Mass., Trustee. Both of these issues of notes will be paid from the proceeds of the General Mortgage Bonds. - - |- º . -- - --- - - º º - CUT AND FILL NEAR TOP OF “DIVIDE '' SHOWING HIGH CLASS OF WORK ON MOUNTAIN DIVISION SECURITIES OUTSTANDING WITH ROAD AND EQUIPMENT COMPLETE Securities outstanding with the road completed, and with an equipment for the handling of both bituminous and anthracite coal, will be as follows: $9,000,000. Common Stock $10,000,000. General Mortgage Bonds or an average bonded indebtedness of about $20,000 per mile, and a stock issue of $18,000 per mile. Total fixed charge upon completion and equipment of the entire line: $500,000. — PER ANNUM being the interest on the general mortgage bonds which will have refunded all other indebtedness. All net earnings over fixed charges will accrue to the common stock, but as bonds can only be issued under the restrictions of the mortgage, the maximum fixed charge of $500,000 will not be reached until the road is completed. SHOWING BRIDGE CONSTRUCTION The legality of all franchises and all steps leading up to and the issue of the various securities has been passed upon by Messrs. Powers & Hall, and Dickinson & Dickinson, Boston, Mass. A MARVEL IN ENGINEERING THE WORKING OUT OF A PROBLEM WHICH RESULTED IN THE MASTERY OF THE ROCKY MOUNTAINS REGULATION OF STOCK ISSUE As the entire issue of the common stock has been sold by the company, the price of the shares is regulated wholly by the law of supply and demand. The management is not concerned in any market movement, being interested only in building up a business enterprise, the legitimate returns from which will enable the company to pay substantial and permanent dividends to its stock- holders. For the protection of the stockholders of the company, all stock issues or transfers are made through FEDERAL TRUST COMPANY, BosTON, MAss. Agent for the transfer of shares AND STATE STREET TRUST COMPANY, Boston, MAss. Agent for the registration of shares PLAIN STATEMENT OF THE SITUATION Very often the scope and plans of a construction enterprise are not clearly understood until it is fully completed and upon a permanent earning basis, figures including the fixed charges on the whole amount of securities to be issued on the completed project being charged to a portion of the work, when in fact such securities would only be outstanding with the enterprise finished and €a,I’Il- ings made. R - - So it is proposed in this publication to be so frank that there can be no misunderstanding between the company and its security holders, bankers who handle its securities, or investors who buy them. - First, an accurate map is furnished showing just where the road is located and projected, cov- ering its around five hundred miles of line. Second, it is stated that this is an official publication, issued by authority of its board of direc- tors, and not by any banking houses interested in the sale of its securities, but to be used by them if they so desire to give the public the facts as officially put out by the company. Third, the names of its officers and directors are fully given, and upon investigation it will be found that these men are of high standing in their various communities, with reputations for in- tegrity and ability, of good character and worthy the fullest confidence. Fourth, the names of the bankers are given, from whom it will be learned that the company conducts its financial matters in a clean business way, and pays its obligations promptly and regularly. Fifth, the exact status of the company’s security issues is given, showing in what way the business is to be provided for and what the actual charges are to be when the road is completed. Sixth, the names are given of the attorneys who are looking after its affairs legally and who are too well and favorably known as men high in their profession to need any further comment. Seventh, the names of the trust companies acting as the transfer agent and registrar of the stock and trustee for the bonds and notes are given. With this information furnished, there is nothing further a corporation can do than to give a general description of the enterprise based on fact and supplemented by reports of engineers and others of unquestioned ability and reputation. With this done, a corporation is dealing as openly, honorably, and in as clean a business way with its security holders as is possible. That is just what this corporation desires to do, that it may stand as one of those whose affairs are an open book, and one that enjoys the full confidence of the public. The company’s books and accounts are kept in accordance with the national laws, and regu- lar monthly, quarterly, semi-annual, and annual reports are made to the United States government as required. Its affairs, therefore, are open to public inspection at all times. As to the road itself, a full and complete detailed account will be found in the following pages, given, we believe, in such a manner as to justify your full confidence. THE TRIBUTARY TERRITORY In order that a better understanding may be had of the enormous freight possibilities and of the many attractions as well as the prospects for a large passenger business, the country reached and to be reached by the road will be divided into districts. Each district will be discussed in con- nection with the division of the road that will be constructed to serve it, as each division is complete within itself and is not in any sense dependent upon the others. These descriptions will be fully illustrated, so that the importance of the road and the territory through which it passes can be clearly understood. ON THE WAY TO TOP OF “DIVIDE” RIGHT OF WAY C LEARED OF ALL TIM BER TO A WIDTH OF TWO HUNDRED FEET TO AVOID DANGER OF FOREST FIRES LARAMIE, HAHNS PEAK & PACIFIC RAILWAY THE GATEWAY TO THE NEW EMPIRE THE RAILROAD PROPERTY OUTLINE OF THE SCOPE AND PLANs OF THE LARAMIE, HAHNS PEAK & PACIFIC RAILWAY SYSTEM From Laramie, Wyoming, connecting with the main line of the Union Pacific Railroad Com- pany, the road passes through the Laramie Valley and the Medicine Bow Mountains of southern Wyoming, and is extending to North Park, Colorado, with projected lines to Routt County and Grand Junction, Colorado, and Eastern Utah, a distance with branches of about five hundred miles. It will be the direct gateway to that wonderful empire of natural and diversified resources in southern Wyoming, northern Colorado, and eastern Utah, and will make when fully completed one of the most important railroad systems in this country, both from its strategetical position and because of its value as a coal-carrying road, opening as it does to market what are believed to be two of the most extensive and valuable bituminous and anthracite coal districts in the world. It will be the only important and comprehensive North and South system of railroad con- necting the great states of Wyoming, Colorado, and Utah with their wonderful natural resources. LARAMIE, WYOMING DESTINED TO BECOME THE METROPOLIs of THE STATE On the main line of the Union Pacific Railroad, where through connection is made for all points east and west. The executive offices of the Laramie, Hahns Peak & Pacific Railway Company are located at this point. That the reader may have an idea of the substantial character of this prosperous and growing city, a number of illustrations are given in the following pages. - --- - ------- - 1. WYOMIN( LARAMIE, - ºra- --- -- - * s issuºlº, LARAMIE, WYOMING º - LARAMIE, WYOMING LARAMIE, WYOMING IN THE DISTANCE THE GREAT “LARAMIE v.ALLEY " TRAVERs ED BY THE LARAMIE, HAHNs PEAK & PACIFIC RAILwAY LARAMIE, WYOMING UNITED STATES GOVERNMENT BUILDING LARAMIE, WYOMING UNION PACIFIC TIE-PRESERVING PLANT, ONE OF LARGEST IN THE WORLD, WHERE TIES CUT FOR COMPANY ALONG LARAMIE, HAHNS PEAK & PACIFIC RAILWAY ARE TREATED LARAMIE, WYOMING ACME CEMENT PLASTER WORKS - º º - ||| || || || | | - -: - |- ºn º º º º º º -º-º-º-º-º-º: RESIDENCE OF E. D. HISKEY, LARAMIE, WYOMING -- º †iº tº HOME OF HON, EDWARD IVINsox PRESIDENT FIRST NATIONAL BANK, LARAMIE, WYOMING - - ********~~~ - - - - - - - ------ *** CARNEGIE LIBRARY, LARAMIE, WYOMING RESULT OF DAY'S SPORT OUT FROM LARAMIE LARAMIE, HAHNS PEAK & PACIFIC RAILWAY REGULAR MIXED TRAIN LEAVING TERMINAL AT LARAM IE DIVISION No. 1 LARAMIE, WYOMING, TO COALMONT, COLORADO NORTH PARK DIVISION 109 MILES THROUGH THE LARAMIE VALLEY VAST IRRIGATION PROJECTS IN THIS DISTRICT ARE TRANSFORMING IT INTO AN AGRICULTURAL COUNTRY OF IMMENSE POSSIBILITIES This division starts at Laramie, where connection is made with the Union Pacific Railroad, under a working agreement for a mutual exchange of traffic. Here, within the city limits, the company owns valuable terminal grounds and a franchise granted by the city for the use of certain streets covered by the connecting track from its own yards to those of the Union Pacific. The main line starts out through an irrigated district west of Laramie and for thirty miles passes through the Laramie Valley, where over two hundred thousand acres of land are being placed under ditch and irrigated, where thousands of acres tributary are already under ditch and pro- ducing, and where thousands of tons of hay are cut in the meadow lands and large herds of cattle and sheep are fed and fattened for market. DISTRIBUTING DITCH OF LAKE HATTIE IRRIGATION PROJECT - - - - - - - TURNING FIRST WATER INTO LAKE HATTIE RESERVOIR In this district is located the wonderful Lake Hattie irrigation enterprise, which is illustrated herein, that a better idea of its magnitude may be obtained. An immense natural reservoir, holding over 133,000 acre feet of water is filled from the flood waters of the Big Laramie River, and for over twenty miles the Laramie Road runs directly through the center of 96,000 acres being reclaimed, while for over twenty miles it runs parallel with and only a few miles distant from the part of the Laramie Valley already under cultivation directly into the city of Laramie. The total irrigated area to come under ditch in this district amounts to approxi- mately 300,000 acres. LAKE HATTIE DAM SHOWING CONCRETE VALVE PITS The great dam, with its base over one hundred yards wide, its concrete gates and valve pits, and the immense canals, built at an expense of over $1,000,000, is a work so stupendous that it seems hardly credible that private enterprise could accomplish it, but such is the case, it being one of the largest private enterprises of its kind in this country. - This is not something which it is planned to do, but is a work already accomplished, and the lands reclaimed have been largely sold and will be capable of supporting a population of at least two thousand families with all that that means to the country and the railroad. Going through this territory the road reaches the stations of Plains, Overland, Millbrook, Hatton, Sheep Moun- tain, and Centennial, the latter station being thirty miles out from Laramie, at the base of the Medicine Bow Mountains. JAMES LAKE IRRIGATION DITCH FIELD OF COW PEAS ON LARAMIE PLAINS, NEAR LARAMIE SEEDING OATS ON LARAMIE PLAINS 2 PLOWING ON LARAMIE PLAINS FIELD OF ALFALFA NEAR MILLBROOK STATION, BETWEEN LARAMIE AND CENTENNIAL FORTY ACRES OF POTATOES ON RANCH NEAR MILLBROOK BAND OF SHEEP READ Y FOR SHE ARING WOOL READ Y FOR SHIPMENT SACKED AT COL. E. J. BELL’s SHEARING PENS AT MILLB Rook station SWIN E BEING FATTENED ON NATIVE ALFALFA ANOTHER FIELD OF PEAS ， ſae |× ſ. ！ |- LARAMIE PLAINS ON OATS HARVESTING RESOURCES AROUND CENTENNIAI, THIS IMPORTANT SHIPPING POINT IS THE GATEWAY TO A RICH MINING AND TIMBER COUNTRY AND TO THE FAMOUs SNowy RANGE LAKE RESORTs At Centennial, highways, in the construction of which the government of the United States, the Commercial Clubs of Laramie and Centennial, and the railway company have all assisted finan- cially, reach out into a good timber country, the mining districts of the Snowy Range, and one of the most beautiful lake regions in the Rocky Mountains. These lakes are being developed for summer resorts, and are already attracting a large number of tourists. The railroad company owns at Centennial a large picnic ground and pavilion which are used in the summer for special excursion parties, which have returned to the company in fares in excess of $1,500 in a single day. Centennial is located at the foot of the mountains and is the gateway to a very rich and growing mining country, which has heretofore been too inaccessible to work profitably. WATER POWER NEAR CENTENNIAL SHOWING LARGE BODIES OF TIM BER IN BACKGROUND ONE OF THE BEAUTIFUL LAKES NEAR CENTENNIAL ANOTHER I, AKE NEAR CENTENNIAL TIM BER LAN IDS NEAR CENTENNIAL PICNIC PAVILLION AT CENTENNIAL º º- º-º-º: º IN THE CENTENNIAL WALLEY AN ACTIVE CENTENNIAL MINE MINING SCENE NEAR CENTENNIAL SHIPPING CATTLE AT CENTENNIAL STATION REGULAR TRAIN AT CENTENNIAL FOOTHILLS OF MEDICINE BOW MOUNTAINS RANGE CROSSED BY FIRST DIVISION OF LARAMIE LINE OVER THE “DIVIDE * A COUNTRY RICH IN TIMBER AND COPPER Leaving Centennial the railroad passes for miles through the rich Centennial Valley, which lies at the base and extends along the side of the Medicine Bow Range of the Rocky Mountains, to Deerwood. At this point it starts to climb by easy grades up into the mountains through which it has to pass to reach that great country beyond the “divide,” passing Albany station and reach- ing Foxpark, the present terminus of the line, through one of the most wonderful timber countries in the West. This ride, for scenic beauty, is not excelled anywhere in this country, and it will from year to year attract a steadily increasing number of tourists to this beautiful spot. Along the line reached from Albany station is located what it is believed will be one of the immense copper districts of this country. Operated there is the only copper mine in the known world where copper ore in a lode is mined which carries greater values in platinum and palladium than in the copper itself. This mine is, in fact, the only lode copper mine in the world which carries these precious metals in paying quantities. With cheap fuel assured, this section, it is believed, will develop in a reasonable time into one of the great copper districts of this country. RAMBLER COPPER MINE ONLY COPPER MINE IN THE WORLD CARRYING PLATINUM AND PALLADIUM IN PAYING QUANTITIES. REGULAR SHIPPER ON THE LINE |-|× |- IN TIMBER BELT ALONG THE LINE ONE OF THE FINEST BODIES OF TIMBER OF ITS KIND IN WEST EXPERT REPORT ON TIMBER There is reproduced upon the opposite page a letter from the expert who has made a detailed examination of the timber lands adjacent to the railroad. This examination, which was made for the railroad company, shows conclusively that it would have paid to build the road to reach these vast timber lands if for no other purpose. Fox PARK, WYOMING, August 16, 1910 FRED A. MILLER, President, The Laramie, Hahns Peak & Pacific Railway Company, Laramie, Wyo. DEAR SIR: In answer to your inquiry as to the amount of timber products that could be produced from timber lands adjacent to the Laramie, Hahns Peak & Pacific Railway in Albany County, Wyoming, Larimer and Jackson Counties, Colorado. There are approximately 200 sections situated within a distance of four miles from the railway line that are heavily timbered. The right of way cuts through a heavy body of pine and spruce for twenty miles, and is flanked on one side by timber for twenty miles more. This timber will scale 16,000 feet B. M. to the acre, and will produce 200 railway ties, 6,000 feet B. M. of lumber, and 4,000 linear feet of mine timbers, posts, and telephone poles to the acre. This approximates 128,000 ties, 3,840,000 feet B. M. of lumber, and 2,560,000 linear feet or mine timbers, posts, and telephone poles to the section, an aggregate of 25,600,000 railway ties, 768,000,000 feet B. M. of lumber, and 512,000,000 linear feet of mine timbers, posts, and telephone poles that can be produced within four miles of the railway line. An economical distance as to cost of production. - : Multiply the above figures at least three times to arrive at an approximate total of the amount of timber products that can be produced within a marketable distance of the Laramie, Hahns Peak & Pacific Railway. And in addition a many times greater amount could be made available by spurs of track from the main line. The Laramie, Hahns Peak & Pacific Railway traverses the heaviest, best, and most extensive body of pine and spruce that I know of in Wyoming. Yours truly, H. J. H. (Signed) ID. M. WILT. LOADING LUMBER AT FOXPARK RIGHT OF WAY OF LARAMIE, HAHNS PEAK & PACIFIC RAILWAY SHOWING GREAT TRAFFIC POSSIBILITIES FROM TIMBER FIELDS EXTENDING FOR TWENTY MILES EACH SIDE OF THE ROAD HAULING TIES FROM TIMBER TO RAILROAD -*--~~~~ ~~ |× THE TIMBER TIES IN - - --- ------------- HEAVY FILL ON MOUNTAIN DIVISION LARGEST FILL ON LARAMIE LINE NOTICE HIGH GRADE CONCRETE CULVERT The following stub is left for the insertion, at the time of delivery of this book, of addi- tional data showing the progress of the road from its present terminus at Foxpark, so that as received by each reader the book will be complete to date. As these books are given out, the names and addresses of those receiving them will be recorded, and from time to time additional information as to progress will be mailed to the holders for inser- tion in the additional stubs furnished in the back of the book. By the study of this information, with the assistance of the map furnished herewith, the exact position of the road may be under- stood. Could a management treat its security holders more frankly? º LOADED STOCK TRAIN - - --- - º - - º - º - WN *: º N EXCURSION TRAIN JEW GRADE BEYOND FOXPARK NORTH PARK, COLORADO A COUNTRY OF IMMENSE POSSIBILITIES Leaving Foxpark the line continues through the timber for about ten miles, and passing through what is known as the neck of the park enters that wonderfully rich and fertile section known as North Park, Colorado. This park, about sixty miles long by forty miles wide, extends southward to the main Continental Divide, which separates it from Middle Park, Colorado, and is closed in on every side by practically impassable mountain ranges, which furnish to this vast area an unlimited water supply for irrigation purposes. It is impossible with pen to describe the conditions as they really are in this district called North Park, but that some idea may be gathered of the immense freight tonnage already there and what future development means, the following facts have been gathered. After entering the neck of the park, which is practically a pass through the mountains into it, the line immediately enters a vast hay and cattle country, extending on every side almost as far as the eye can see to the mountain ranges hemming it on every side. It is estimated that around sixty-five thousand head of cattle are tributary to this district, and that around a quarter of a million tons of hay can be cut in a single year. º --- - - º LAYING RAILS ON NEW GRADE - --~~~~~- - - * - - - ONE OF - THE WONDERFUL NORTH PARK THE GREATEST HAY AND CATTLE COUNTRIES IN THE WORLD. SIXTY MILES LONG BY FORTY MILES WIDE AND SURROUNDED COMPLETELY BY THE ROCKY MOUNTAINS NEW TOWN OF NORTHGATE PLANS UNDER WAY SHOULD MAKE THIS JUNCTION POINT A CITY OF IMPORTANCE In the north end of the park the line passes through the new town of Northgate, which is being founded by interests identified with the railroad company and which it is expected will develop into a city of considerable importance. - It is at this point that the line comprising Division No. 2 branches off to Steamboat Springs, and it is proposed to make it an important junction point, the railroad company locating its machine shops here. The business landing at this point can be quickly and economically handled into Laramie and turned over to the Union Pacific Railroad, thus giving the very best possible service to shippers of through freight. WALDEN, COLORADO CENTER OF RICH AGRICULTURAL COUNTRY FROM THIS POINT FAMOUs GRAND LAKE WILL BE REACHED Leaving Northgate, which is eighty miles out from Laramie, the line will pass on for twelve miles through the park to Walden, the county seat of Jackson County (North Park is a county within itself) a thriving, wideawake little city, surrounded by a rich tributary country, and not only already a good business point, but destined to become of necessity, because of its location, a permanent and prosperous business center. From a point near Walden a stage line will be established to Grand Lake, one of the most magnificent and picturesque lakes in the whole western country, which will without question in time become one of the most attractive resorts for tourists in the United States. It is already the summer home of many Western people. The lake is already reached from the south by a stage line from the Denver, Northwestern & Pacific Railway on the other side of the Continental Divide, and the people of Denver are already interested, so with the Laramie, Hahns Peak & Pacific Railway making it accessible to all those people living on the north of the mountains, it is believed it will become one of the most largely developed lake resorts in the Rocky Mountains. º - - Is s - - WALDEN, COLORADO THE COUNTY SEAT OF NORTH PARK PRODUCTION OF HAY IN NORTH PARK Mr. A. A. Hunter, cashier of the North Park Bank of Walden, Colorado, states in a letter to Pres. F. A. Miller, under date of August 16, 1910, that the annual production of hay in North Park is approximately 150,000 tons. He also states that from a study of the tax schedules he estimates the patented land in the park at 175,000 acres. This expert opinion furnishes an accurate idea of the immense traffic possibilities in this territory. º º --- --- OFFICIALS INSPECTING MAMMOTH COAL VE IN AT END OF FIRST DIVISION THE WONDERFUL NORTH PARK COAL FIELIO NORTHERN COLORADO COAL COMPANY ALONE will, BE ABLE TO FURNISH FOUR HUNDRED MILLION TONS, ACCORDING TO CONSERVATIVE ESTIMATE Passing on from Walden the railroad continues through a great cattle and hay country and reaches the Walden coal fields, and seventeen miles from Walden arrives at Coalmont, the terminus of the first division of the line, where are located the magnificent coal properties of the Northern Colorado Coal Company. Without a complete description of this wonderful field of coal, which will in time test the capacity of the railroad, it would be impossible to realize the real importance and value of this division. In presenting the facts in reference to this field, the figures made by the highest engineering authority in this country are used, as well as the personal knowledge of the directors of the company, who have been upon the property and made their own private investigations. The statements made, therefore, represent the actual situation, and are believed to be rather conservative than otherwise. This explanation is made because the property really stands in a class by itself, and unless it PROMIN ENT BAN KERS INSPECTING MAMMOTH COAL FIELD WHICH LARAMIE LINE WILL OPEN TO MARKET COL. E. J. BELL, OF LARAMIE, ON FRONT SEAT; STANDING, LAWRENCE BARNUM, OF LAWRENCE BARNUM & CO., NEW YORK CITY; ON REAR SEAT, A. E. BUTLER, OF A. E. BUTLER & CO., CHICAGO, AND GEO. W. CARROLL, NORWICH, CONN. has actually been seen, the truth in reference to it seems almost unbelievable. For this reason, the directors of the company desire it fully understood that they have supplemented their en- gineer's report by the most searching investigation of their own, that there may be no question about the statements made. The coal field in question covers about four thousand acres, or approximately seven square miles. The vein that is being worked and made ready for shipments is between sixty-five and seventy feet thick and contains the finest class of coal across the entire vein. The coal is sub- bituminous, which differs from lignite in that it is harder and very black and glossy. It stands up as a great cliff sixty-five feet high, and can be mined as stone is quarried, doing away with expensive timbering, danger from explosions from fire damp so much dreaded in coal mines, and making it possible to produce coal at a very low cost per ton. It is believed that there will be marketable from this property at least four hundred million tons of coal. In Colorado the yearly average for coal properties is about two hundred and sixty-four working days. Our opinion is that three hundred days per annum would be a conservative average for this property, considering the method of working. The market for this coal is practically unlimited, in fact it is limited only by the production and the production only limited by the ability of the railroad to handle it; and assuming that the railroad will make provision to handle all the tonnage furnished, working only during the day and not at night, ten thousand tons daily can be loaded and marketed. HAULING COAL BY WAGON FROM OPEN CUT WORKINGS WHEN RAILROAD IS FINISHED SHIPMENTS MAY BE LOADED DIRECT TO CARS RESUME OF DATA ON FIRST DIVISION STATEMENTS AS TO EARNING CAPACITY AND STRATEGETICAL POSITION BORNE OUT BY EXPERT REPORTs — A GREAT PAYING PROPERTY In locating a line of railroad its route is sometimes laid with a view to keeping out competi- tion as far as possible and exercising a monopoly on the business. In locating the Laramie, Hahns Peak & Pacific Railway this forethought was not necessary, as the very nature of the country has made the monopoly of the territory as effective as if it had been planned, offering, as it does, only one practicable route within any reasonable cost, which has been appropriated by the Laramie road. As a matter of fact, it could never have been planned so effectively – Nature only could do it. The general topography of the country, as a whole, looks very forbidding for a railroad, but the engineer has shown the way and laid the line. He has foreseen the business and has laid the grades most advantageously to handle it. The immense shipments of cattle, hundreds of thousands of tons of hay, the almost indescrib- able bodies of timber, the agricultural products of the vast irrigated area, the output of the copper mines, the incoming merchandise, and the shipments of farming and mining implements would in themselves make of the Laramie road a great paying property — to say nothing of the great tourist passenger business which already has exceeded the largest figures made by the engineers in their original estimates of income – with only a small part of the tourist territory reached and that only partly and primitively developed. As to the traffic possibilities from the coal business alone, it has been shown that 3,000,000 tons of coal can be mined, loaded, and marketed per annum. - Figuring on present established rates, we believe we will receive an average freight rate of $1.75 per ton, or a little over $5,000,000 revenue per annum, from coal alone, when the maximum production is reached. MINERS’ CABINS AT THE COAL MINES In considering the situation and conditions covering this first, or North Park, division of the Laramie road as here set forth, your attention is directed to the data in the way of letters, illus- trations, and writings covering the statements made and in support of them, which we believe will enable you to fully understand that this is much more than an ordinary railroad enterprise, not only as far as its earning capacity is concerned, but also by virtue of the fact that its entrance into the territory makes its strategetical position unsurpassed. This is the detailed description of the first division of the Laramie, Hahns Peak & Pacific Railway system, which stands upon its own merit, without reference to any further extensions, but to which will be added all the business from its other two divisions when constructed. EXTRACTS FROM ENGINEERS’ REPORTS These expert opinions from the highest engineering authorities in this country may be ac- cepted with absolute confidence. EARNINGS AND STRATEGETICAL POSITION From report of Messrs. J. G. White & Co., New York City (This is a report upon the first division only) Estimated Gross Earnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,146,000.00 Operating Expenses, Taxes, etc., 65 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 744,900.00 Estimated Net Earnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $401,100.00 These earnings are estimated for the first twelve months' business, after the entire line is thrown into operation and the working of coal mines started, and I have every confidence that they will be obtained if the property is pro- perly constructed and operated. There is every reason to believe that these will rapidly increase, and to such an extent that any forecast that might be made of the third or fifth year's probabilities would be merely a “guess.” This business is not liable to be affected by any restriction in trade conditions, as the bulk of the commodities that make up the prospective tonnage is of varied, natural, and staple character. The supplies now in sight will provide an annual increased demand for transportation for a period of not less than fifteen years, during which time the territory will undoubtedly be settled by the small farmer and ranchman, furnishing other and additional classes of commodities which should offset losses that may occur through the working out of the forests. The mines should provide tonnage for many years in addition. That this line of railroad is urgently needed and required is very evident from the fact that it will provide trans- portation for the only large, naturally fertile, and rich territory of Colorado and Wyoming that has not been developed. Its strategetical position is very strong, and if necessary the line could be operated as a purely local proposition, with fat- isfactory financial returns, even though it had no physical connections with other railroads for through busineſs. Very truly yours, (Signed) HIRAM J. SLIFER, Consulting Civil Engineer NOTE:–Mr. Hiram J. Slifer, who acted for Messrs. J. G. White & Co., as consulting engineer in the examination of this property, is now the general manager of the Chicago, Great Western Railroad Company, and is an able and practical railroad man of ability and integrity. MANAGEMENT AND TRAFFIC POSSIBILITIES From the report of J. G. White & Co. Under the direction of the President, Mr. Fred A. Miller, the present line is being operated by Chief Engineer and Superintendent, Mr. R. D. Stewart. These gentlemen show capability and originality, and together are build- ing up a strong property. It is very doubtful if any one could even make a “guess” as to the amount of earnings in future years when, aided by transportation facilities, industries continue to develop. They must surely increase from year to year, and it need not surprise any one to find the gross earnings reach one million, five hundred thousand dollars in the third year of operation. It is needless to call attention to the fact that the railroads in the Northwest are just as much in need of tie timber as any other portion of the country, and the demand for it is far in excess of the supply. In fact, some of the lines in Colorado and Wyoming are using Oregon fir or pine timber for special purposes, and the Union Pacific Railroad is treating from 800,000 to 1,000,000 ties annually at Laramie. It is consistent to estimate that if transportation facilities are provided, not less than 2,000,000 ties per year could be expected. At an average freight rate of ten cents a tie, the Carbon Timber Company would have a profit of six cents per tie, or about 17% on their investment. Therefore, it is believed that the ties will stand the rate. In fact, President Miller advises that the president of the Carbon Timber Co. has expressed himself as being willing to pay that rate, so that 2,000,000 ties, at ten cents, will produce a revenue of $200,000. COAL SHIPMENTS From private report made by Mr. Robert D. Stewart, one of the most capable and reliable engineers in the West, who has devoted his whole life to engineering in this section of the Rocky Mountains (Covering the first division of the railroad only) The revenues accruing to the railroad will warrant any expenditure that may be sanctioned by economy and requirement. Considering the coal business alone, I have shown that 3,000,000 tons of coal can be mined, loaded, and marketed per annum. To put this coal on the basis of the “Hanna Field,” where the Union Pacific charges $1.50 per ton freight rate to Laramie, would be four and one half million dollars gross per annum. Your road would, however, get a better rate than this. Business originating on a short line and delivered to a long line shares in the division of rates that is better than the local on the short line road. For this reason I believe your road would get, say $1.75, which in round numbers would be $5,000,000 revenue per annum. NoTE:-It is believed that the Laramie, Hahns Peak & Pacific Railway will become one of the most important coal-carrying roads of its size in the United States. DIVISION NO. 2 NORTHGATE TO STEAMBOAT SPRINGS STEAMBOAT SPRINGS DIVISION APPROxIMATELY 90 MILES THROUGH THE RICH PEARL MINING DISTRICT A DISTRICT CONTAINING PAYING MINES AND AN IDEAL SMELTING PLANT AWAITING ONLY TRANS- POIRTATION TO PLACE IT IN THE FRONT RANK OF THE PRODUCING CAMPS This division branches off from the North Park Division, or Division No. 1, at Northgate, eighty miles from Laramie. At this junction point the railroad company owns valuable sites for terminals for its receiving and distributing tracks, its roundhouses, machine shops, etc., and ground is reserved for other industries, such as smelters, planing mills, lumber yards, warehouses, cattle yards, sugar factories, creameries, rolling mills, etc., which can be advantageously located owing to the cheap fuel and water obtainable and the excellent facilities furnished. From the town of Northgate the line of Division No. 2 passes through rolling prairie country to a saddle in the mountains on the west side of North Park, and then by easy grade to Big Creek Lake, passing the rich Pearl Mining District, which will be the first to be benefited. This district was discovered in 1904, and in 1907 it had a genuine boom. In the panic of 1907, however, it was caught without transportation, and since that time no progress has been made, but with the coming of the railroad it will again become an important and permanent district. The town of Pearl is laid out, streets graded, sidewalks laid, two large hotels with all conveniences built, and several big stores, as well as dwellings, etc. A smelter is also located there, with a great building full of machinery and furnaces, a great Corliss engine, with battery of boilers, and the ore bins are full of ore. All this machinery came in over the road, a distance of a hundred miles, by wagon. Who can imagine such faith? The district contains mines, not prospects, carrying copper ore running from ten to thirty-seven per cent, some of which has been hauled by wagon to Laramie, but rich as it is, it could not stand the strain of that method of shipment. - What it most needs, therefore, to enable it to produce a great tonnage and become one of the successful copper mining districts of this country is the railroad now so close. When this is accom- plished, the district will be a source of immense revenue to the railroad, with the coal and supplies going in and the ore coming out, and with a good passenger business every day in the year. SMELTER AT PEARL EXTRACT FROM A PERSONAL LETTER OF PRES. FRED A. MILLER “There are several well-developed mining properties near the Smelter, all with a downhill pull to the Smelter, and there seems no doubt if they had railroad transportation the Smelter would be running day and night, and Pearl would be a thriving community, with all that such a condition would mean to the railroad.” BIG CREEK LAKE A suMMER Is Esotºt OF UNSURPASSED BEAUTY – HERE ALSO Is FOUND AN EvKRLASTING SUPPLY OF WATER FOIR, IRRIGATION PURPOSES Beyond Pearl, at a distance of about one hundred and five miles from Laramie, the line reaches Big Creek Lake, which is about two miles in length by one in width, and located at an altitude of ninety-two hundred feet. This lake, which is considered one of the most magnificent in the Rocky Mountains, is shel- tered by high mountains and surrounded by meadow land and groves of spruce, and in addition to becoming an ideal summer resort, will store enough water by the construction of a dam only twenty feet high to bring thirty thousand acres of land under irrigation and cultivation, which means a permanent revenue to the railroad company. BIG CREEK LAKE BIG CREEK LAKE THE PLACERS AND LODE MINES OF HAHNS PEAK MINERAL weALTH IN THIS DISTRICT FURNISHED IMPETUS FOR FIRST SETTLEMENT OF NORTHERN CoLORADo — IMMENSE TRAFFIC POSSIBILITIES From Big Creek Lake the line passes on by easy grades to Black Mountain, the summit or top of the Continental Divide, and follows around Black Mountain, Farwell Mountain, and Little Mountain, to Willow Creek at Hahns Peak. The Hahns Peak District is the historic old camp which, because of its great treasure of placer wealth, furnished the impetus for the first settlement of northern Colorado. Large placer mining enterprises are in operation each season, and when the railroad furnishes transportation and cheap fuel, a new era will dawn in this, one of the most wonderful regions of its kind in this country. HAH N S PEAK PLACERS In addition to the placer mines, a large number of rich lode mines are located well up on Hahns Peak, many of which have developed into proven mines of great thickness. The Tom Thumb mine was one of the first to get into pay ore, and is an immense deposit of lead carbonates. It has successfully shipped a great deal of ore by wagon one hundred and fourteen miles to the Denver smelters, and netted a good profit. Other properties are developed in a large way, one property having over four thousand feet of openings and five veins of commercial ore. Some of these veins are over forty-one feet in width, surely enormous proportions. It is estimated that this property alone will produce not less than one thousand tons daily when there is some means of shipment other than by wagon. ZIRIKLE MINE The development of the Hahns Peak District has not waited for a railroad, yet because of lack of transportation its development is only in its infancy. A few companies have established mines already, with ores blocked out for years. Truly it is a magnificent stretch of mineral territory, and with the advent of the railroad will yield its millions to its intelligent operators, and without question will become the next great permanent mining section of this country. What that means to the railroad that controls the business can readily be understood. The foregoing information in reference to the Hahns Peak Mining District is furnished to show what a tremendous tonnage will be given the railroad as a common carrier, and not to call attention to the value of the mines, as no one connected with the railroad is financially interested in them directly or indirectly. WOLVERINE MINE FROM HAHNS PEAK TO STEAMBOAT SPRINGS THROUGH THE woxDERFUL ELK River WALLEY From Hahns Peak the line will follow down Willow Creek to its confluence with Elk River, down Elk River to Deep Creek Junction, and on to Steamboat Springs, on a grade of 0.9 or 47.5 feet per mile. The latter point will be the terminus of Division No. 2. In considering the country from Hahns Peak to Steamboat Springs it seems almost incredible in view of the vast tonnage on the first fifty miles of this division, already described, that this last thirty miles should reach such a vastly different country, with such a change in character; but it only emphasizes the fact, explained by engineers of great reputation, that the very diversified nature of the tonnage of the road constitutes one of its most valuable permanent assets. Following the line down Elk River from Hahns Peak, we will take up first the resources of the valley itself. The possession of one important product may make one locality better than its neigh- bor. Mines make a country rich, but the true basis of all development, the real legitimate founda- tion upon which a country grows, cities spring up, and the people become prosperous, is agriculture. Actual results have proven that Routt County is by a wide margin the banner county of Colorado for the raising of all the hardier grains, grasses, fruits, and vegetables. They grow to perfection and give large returns. -- - ELK RIVER WALLEY One can stand in the Elk River Valley and see grain fields stretching away as far as the eye can reach, and the timothy raised is the finest anywhere in this country. What is such a country going to become when adequately furnished with transportation which will supply a satisfactory market? Potatoes planted in June are harvested early in September, and yield crops that seem almost incredible. Six acres of strawberries yielding 1,500 crates, which sold at an average of $3 per crate, returned a net profit of over $500 per acre. On account of the lateness of the season in which berries in this section mature, they bring the highest prices, and quick transportation to good markets will develop an intensified berry culture which will result in a stupendous business for the railroad and a large population of extremely prosperous people. The only thing that is deficient is transportation and people. People are going in there now by the thousands, which is supplying that deficiency, and the railroad will do the rest. Thus, if there were nothing else to expect but the business of the Elk River Valley, it would be a highly remunerative traffic for a railroad; but at its head the road passes through a great timber section, and in the mountains on each side of the valley are being developed mines that will pay handsomely when furnished with transportation facilities. Then, too, it must be borne in mind that no matter what the development of the country along other lines, stock raising will be a large factor in the country’s wealth. There are thousands of acres of mountain and foothill lands which will never be used except as range for stock. - - - - - … . . . Fºzzº º::::::::::: ***** ºn - * - - - … rºe-- --~~~~ - * º - - - --- --~~~~ ------ - …º.º.º.º.º. * - -**** - * * * ***. * ***... ******** * * - -- --- --- *:::::::: -º-º-º: -- - --~~~ - - - - * * - - i. - - ***** ELK RIVER WALLEY “Routt County Cattle” are known in every stock market west of the Missouri River as the highest priced stock received. Several years ago the cattle men began the improvement of their herds with “shorthorns” and other valuable strains. Instead of large herds, as in the early days, each ranchman now has a small herd, cares for it properly, raises fine and fat cattle, and receives the highest prices in the market. Skirting the west side of the valley is the eastern boundary of the great anthracite coal lands of the Yampa coal field, which is the largest undeveloped coal area on the continent. The anthracite fields alone cover in all an area of about forty square miles. The magnitude of these fields is neither understood nor appreciated, but when they are fur- nished with transportation time will fully demonstrate that they are the greatest coal fields in the whole world. In connection with this division of the railroad the anthracite fields only are gone into at this time, as the Yampa field as a whole will be taken up in the discussion of the transportation possi- bilities on Division No. 3. The anthracite fields already described are located in a mountainous section reached from Deep Creek Junction on the line down through the Elk River Valley. Can you grasp what it means for a railroad to reach such a field of anthracite coal? As the anthracite coal is reached from Deep Creek Junction by a spur line or a series of spurs to the various properties at places where heavy grades are required, a means of meeting these con- ditions has been gone into thoroughly, with the result that it has been found that upwards of 30,000 STACKING ALFALFA IN ELK RIVER WALLEY electric horsepower can be generated on the tributaries of the Elk River by the installation of inexpensive plants. The railroad could use this power entirely for switching its cars back and forth from the an- thracite fields to the main line at Deep Creek Junction. Just as surely as the line is built into the Hahns Peak Mining District, just so surely will it go ahead and develop great tonnage mines, requiring many spur lines, such as Cripple Creek has re- quired, and all these spur lines and the breaking up and distributing yards, as well, can and should use electric power for traction. Such power would make possible the use of steeper grades and heavier curvature, with the consequent reduction in the cost of construction, and would serve every purpose much better and more economically. One mine with twenty cars a day could be served as well as a mine with one, and economical operation is what counts in earning net profits. Not alone this, but electric power and light could also be furnished to every mine in both districts. A prospector generally has a never failing energy, but little money. Give him cheap power, easy transportation, and he will develop a mine, and the mines make the tonnage. Having covered the territory tributary to this division of the line, we come now to its ter- minus, Steamboat Springs. STEAM BOAT SPRINGS, COLORADO THE WONDERFUL MINERAL SPRINGS HERE ARE UNEQUALLED ANY WHERE IN THE WORLD STEAMBOAT SPRINGS IN THE HEART OF A COUNTRY RICH IN NATURAL RESOURCES AND DESTINED TO BECOME A HEALTH RESORT OF WORLD-WIDE IMPORTANCE The information furnished in the following pages in regard to Steamboat Springs has been obtained from reliable authorities in the district, and has been verified by the officials of this cor- poration who have recently made a personal visit to that city. A few of the main facts are here presented, to show that here is a land just feeling the impulse of development — a land which offers every opportunity to the capitalist, the homeseeker, the investor, and the tourist. COMMERCIAL CENTER OF ROUTT COUNTY To begin with, Steamboat Springs is the metropolis and commercial center of Routt County, a field so vast and so rich in the wealth of nature that the credulity is taxed by the plainest recital of the facts. Here is a coal field which includes the finest grade of anthracite, greater in extent and value than that which has made Pennsylvania famous in every quarter of the globe, and has directed to that state a flow of wealth which is staggering to contemplate; here is water power in a hundred mountain streams which would furnish the energy to turn the wheels of all the factories in the state; here are quarries of beautiful onyx and high-grade marble; mines of gold, silver, copper, and iron; crude oil flowing from the ground; timber; building stone of unsurpassed quality; one of the richest stock sections of the state and agricultural interests of such possibility that a dozen companies are preparing to construct great canals, bringing into productiveness more than a half million acres of land in addition to that which is now producing. CLIMATIC CONDITIONS PERFECT Steamboat Springs is a town of exceeding beauty, located in a natural amphitheater at the western base of the Rocky Mountains. It is built on the banks of the Bear River, while three clear mountain streams come down from the range and course through the town site, making a perfect natural drainage. It is one of the most healthful places in the world. In summer the climate is perfect, the days being warm and delightful, the nights cool and refreshing, and entirely without the humidity and sultriness experienced in eastern localities through excessive heat. In winter the weather is fine and bracing, a majority of the days being clear and bright. There is little cloudy weather. The fall of snow is quite heavy, but there are few severe storms and practically no wind. It is this snow which provides the moisture and fertilizes the soil for the most prolific crops in the summer season, nature fairly reveling in the most luxuriant vegetation and most astonishing yields of all kinds of crops. ºil is in "mimim m. II. º, Hº- *"T IIIIIIIIHIII IIII/III STEAMBOAT CABIN, STEAMBOAT SPRINGS, COLORADO A MODERN HOTEL BUILT AND OWNED BY LEADING CITIZENS OF THIS RAPIDLY GROWING CITY RECENT EXTENSIVE IMPROVEMENTS The town is substantially built, and at the present time has two thousand inhabitants, the population having materially increased during the past year. It is well equipped with schools and churches. The streets and buildings are lighted with electricity, and there is a complete water works system, the water being brought by gravity from a mountain stream. More than a quarter of a million dollars was expended in substantial business blocks, hotels, improvements to the springs, and more than fifty attractive residences during the past year. Last year the Commercial Club took up the matter of building a new hotel. The result was that the Steamboat Cabin, a hundred- room $50,000 hotel, modern in all its appointments, was built entirely by home capital. Another $50,000 was expended at the great bathing spring in providing a large open air pool and a modern bath house built of native stone. BAND OF SHEEP AT STEAMBOAT SPRINGS CROPS SHOW WONDERFUL YIELDS GRAINS FAR SURPASS THOSE RAISED IN EASTERN STATES Steamboat Springs is favorably situated with regard to the various resources of the county. On the east and north are the precious metal deposits; a short distance to the west begin the great coal fields, while the ranches of the surrounding valley produce abundantly of the products of the soil. Hay is the staple crop of Routt County, of which Steamboat Springs is the distributing center. Native grass, timothy, alfalfa, and clover are grown extensively, yielding from three to seven tons per acre. Oats, wheat, rye, and barley are also grown extensively and yield abundantly. Oats is the principal grain crop and yields as high as eighty to one hundred bushels to the acre, and all other grains far surpass the yield of the Eastern states. Wheat runs from thirty-five to forty-five bushels per acre, and barley from sixty-five up as high as eighty bushels. All kinds of vegetables grow to perfection and give abundant yields. Potatoes are an excep- tionally fine crop, equalling the famous Greeley potatoes, and producing enormously. Cabbage, cauliflower, and all hardy vegetables are simply astonishing in quality and production. Many other lines of profit are open to the industrious. STEAM BOAT SPRINGS STRAWBERRIES STRAWBERRY CROP BEATS THE WORLD LATE PRODUCTION ASSURES READY MARKET AT TOP PRICES But greatest of all products of the soil — an industry which has come into prominence during the past year—are the small fruits grown here. It is now positively established that Steamboat Springs and vicinity can beat the world in the growing of strawberries. In other sections all growers strive to raise an early fruit in order to get ahead of the market, for products out of season bring the high prices. Here the same result is effected through a late production, coming into the market when all other fields are exhausted. When the production warrants it, refrigerator cars will be run to Omaha, Kansas City, Chicago, and all the other big cities, bearing thousands of crates of luscious Steamboat Springs strawberries at a time when the market is entirely out of berries from other fields, and the price will remain at the top notch. At the price received, strawberries will yield from $500 to $1,000 per acre. Thousands of acres are available for growing the fruit. They begin to ripen the latter part of July and continue until the first of September. º --- º … . . * ******, ºa - - - - - PICKING STRAwberries AT STEAMBOAT SPRINGS ANOTHER STRAWBERRY FIELD AT STEAM BOAT SPRINGS SODA SPRING OPPOSITE STEAMBOAT CABIN THE FAMOUS MINERAL SPRINGS Undoubtedly the greatest asset of Steamboat Springs in many ways is its mineral springs. This is the most marvelous group of healing waters in the world. The mineral springs which here gush forth for the healing of mankind have been pronounced by the most prominent medical men to be the largest, most varied, and valuable group in the world. There are more than one hundred and fifty of these springs, of varying medical constituents and properties. That so many mineral springs should be clustered together in so small an area seems almost incredible, yet such is the fact. Duplicates of all the famous springs of America and Europe, of known medicinal values, are to be found here. The richest lithia spring in the world is one of the group. The world-famous waters of lithia constituents, shipped by the hundreds of thousands of gallons from foreign countries, are not equal to this famous lithia spring. A German savant who has devoted his life to the study of mineral waters has selected a spring of this group as the most valuable that nature has provided in the known world. The town takes its name from one of these springs which, at least until re- cent years, discharged at regular intervals, making a sound similar to the exhaust of a steamboat. The combined discharge of all the springs exceeds two thousand gallons per minute. Temperatures vary from almost ice cold to 153 degrees F. There are but few diseases that do not yield to their healing power. Almost every spring differs from the others in its analysis. Following will be found analyses of a few of this remarkable group of springs. IIOT S ULPH U R SPRING AT STEAM BOAT SPRINGS ANALYSES OF THE SPRINGS STEAMBOAT SPRING TEMPERATURE 80° F. Grains in One Pint Chloride of Sodium . g e * e 14.62 Sulphate Potassa & e e s e 0.61 Sulphate Magnesia . o g e e 0.85 Sulphate Lime . g & & nº e I. 57 Carbonate Soda g e e e e 5.48 Phosphoric Acid e - & - . Trace Silicic Acid g - & e e - Trace Iron Oxide g e e & s * Trace Total Solids . e ſº 23. 13 Cubic Inches of Gas Hydrosulphuric Acid . e s e 6. 14 Carbonic Acid . º e g 0.90 BATH SEPRING TEMPERATURE 103° F. Flow 225 Gallons per Minute. Grains in One Pint Carbonate of Lime . e g ge º 1. 71 Sulphate Soda . e & e & º 0.69 Sulphate Magnesia . º e & e 0.76 Sulphuric Acid . e - e - & 0. 07 Silicic Acid e - e e e e 2.79 Phosphoric Acid º & e s w Trace Potassa . e e s - s * Trace Alumina . e e s e e e Trace SODA SPRING TEMPERATURE 58° F. Parts in 100,000 Chloride Sodium * - © e & 38.01 Chloride Magnesia . g * g . 20.42 Chloride Potassium . e e e g 9. 16 Bicarbonate Soda º e e e 202.45 Bicarbonate Lime * e e e g 73. 84 Bicarbonate Iron sº g se e e 0. 50 Silica ſº • e e e e g 2.88 Total Solids 347 26 BITTER SPRING TEMPERATURE 73° F. Parts in 100,000 Bicarbonate of Soda . e e e . 554.65 Bicarbonate of Iron . e & g e 1. 79 Chloride Magnesium . * g o ... II. 84 Chloride Potassium . e e & e 17. 89 Chloride Sodium º - e - 201, 77 Sulphate Lime . g e g e , 39. I'7 Sulphate Potassa * º e e e 5. 16 Silica g g - p g ſº 2. 68 Total Solids 734. 95 GREAT SULPHUR SPRING AT STEAMBOAT SPRINGS FLOWING TWENTY-SEVEN H UN DRED GALLONS PER HOUR ANALYSES OF THE SPRINGS NAVAJO SPERING Grains in One Gallon Calcium Sulphate © e & © * > 16. 28 Sodium Sulphate o 4. e * . 21. 32 Iron Carbonate . g tº o <- G 14. 20 Potassium Carbonate . G & e g 12 16 Silica & e gº e o * - (). 30 Alumina . G G & e- e & 0. 54 Carbonic Acid Gas . e © e º Trace Total Solids ge e e º e 68 80 BUBBLING SPRING TEMPERATURE 75° F. Parts in 100,000 Sulphate of Lime e gº gº e . 49.81 Sulphate Potassa * * e e e . 27.30 Sulphate Soda . gº e {º e e 16. 11 Chloride Magnesia . g fe & . 14. 50 Chloride Sodium . g se º . I 93. 13 Bicarbonate Soda tº G e e . 423.41 Bicarbonate Iron g e e e e (). 39 Bicarbonate Magnesia * « » º & 0.35 Total Solids 725 00 MILK (LITHIA) SPRING Grains in One Pint Sodium Chloride e g g * > G 18, 24 Potassium gº e g c • G 0.23 Lithium . e * e e g G 0.38 Sodium Sulphate º s ſº g g 9. 17 Potassium e tº & º e g 0.09 Calcium . e e & e e {} 10.42 Calcium Carbonate . e º ſº g 3. 34 Magnesium * , º º e e e 7. II Ferric Oxide & e- e de e & Trace Silica g * > tº e * - e Trace Total Solids p g & * • 48.98 HERON SPRING TEMPERATURE 74° F. Grains in One Pint Chloride of Sodium 7. 59 Carbonate of Iron 2.79 Sulphate of Lime 5. 23 Sulphate Magnesia 2.97 Sulphate Soda 2.84 Sulphate Potassa (). 81 Silicic Acid g w g re e (). 51 Phosphoric Acid & g e e . Trace Manganese Oxide * wº w © . Trace Total Solids e e & e p 22. 74 THE GREAT BATH SPRING The great Bath Spring is one of the finest that Nature ever provided for the use of man. With a temperature of 103 degrees F, the flow is greater than the combined discharge of the entire group at Hot Springs, Arkansas. A dip in its naturally heated waters is a luxury long to be remembered, while the list of cures to its credit is a long one. A fine open-air pool was completed last year, which is 175 feet long and 100 feet wide, furnishing the greatest luxury and enjoyment during the summer months. Upon the opposite page is an illustration of the recently completed bath house, one of the largest and most commodious in the West. It is 84 by 114 feet in size, constructed of cement and faced with native stone in ruble style, with a 12 foot veranda. There are ten private pools, five shower baths, rubbing, cooling, and rest rooms. On the second floor are 140 dressing rooms, with a passageway leading to the big pool. - º -- m Illlllllllllllliſſilſ Illlllllllllllllllllſ IIIllllllllliſilliſi IIIIIITYTIT - ---- Fº - --- - A BATH HOUSE AND POOL PERSONAL COMMENT The directors and those interested largely in the Laramie, Hahns Peak & Pacific Railway Company believe that Steamboat Springs will eventually be an important commercial center, and that it "will become one of the greatest health resorts in the West. As the Laramie road, when it reaches Steamboat Springs, will connect with the Denver, North- western & Pacific Railway, which operates west from Denver, it seems necessary to make some state- ment as to the attitude of the Laramie Company in relation to this territory. We believe, because of the great scenic attractions of the Denver road between Steamboat Springs and Denver, the won- derful scenery of the Laramie road between Steamboat Springs and Laramie, and the interesting and picturesque scenery on the Union Pacific Railroad from Laramie to Denver, that a tourist trip of practically three days will be made possible. Such a trip, covering this loop, would pass through the “Switzerland of America,” and would attract hundreds of thousands of people annually at great profit to all the roads concerned. That the building of the Laramie road will be the means of assisting in opening all that country to Denver, Missouri River points, and Chicago, via Laramie and the Union Pacific Railroad, without injury in any way to any other interest, cannot be ques- tioned. In fact, for the complete development of this section, a north and south line is a neces- sity, and with one, it will become a paradise of prosperity and will bring beneficial results to every interest. On account of the low grades and shorter distances of the Laramie road into the territory, it is believed that the development resulting from its construction will be so intense that the handling of its rich resources will tax the capacity of the road. This is in detail a description of the second division of the Laramie, Hahns Peak & Pacific Railway, which stands upon its own merit, independent of any other division, and which opens up for the first time and for all time by a north and south line of road, one of the richest sections of northern Colorado. It also furnishes a direct through connection via the Union Pacific Railroad, its connecting line at Laramie, Wyoming, with Denver, Missouri River points, and Chicago. Those interested in the building of the Laramie road secured for it the short, low grade line into this wonderful territory, heretofore without transportation facilities, and are empire builders interested in the welfare of every section and person along the line. The accompanying letters and illustrations furnish ample verification of the facts presented, covering this division of the road. DIVISION NO. 3 STEAMBOAT SPRINGS TO GRAND JUNCTION, COLORADO AND EASTERN UTAH MAIN LINE AND BRANCHES APPROxIMATELY 300 MILES TRUCK. GARDEN FROM STEAMBOAT SPRINGS TO THE UINTAH BASIN THROUGH A COUNTRY wonDERFULLY RICH IN NATURAL DIVERSIFIED RESOURCES This division of the road will be constructed in sections from time to time, only as traffic de- mands require it, with no definite terminal beyond where the road is called for by developed business. These sections will then gradually be connected up into one division of the system. There seems to be no question that this division, when completed and connected with the line from Laramie, will make this road one of the most important local railroad systems of its size in this country. What is in this territory and what can be expected from the construction of the road? Leaving Steamboat Springs the line reaches west and southwest, into that vast empire of riches comprised in the Bear River Valley, the Axial Basin, the White River Valley, and the Grand River Valley of Colorado and the Duchesne Valley, and Uintah Basin, of Utah. This section, upon investigation, will be found to be one of the most wonderful in our whole country as to natural diversified resources. WHEAT FIELD, BEAR RIVER WALLEY HARVESTING ALFALFA, BEAR RIVER WALLEY -- º º - º º |× ſaeſae - - -- BEAR RIVER OAT FIELD º **** - - H ARVESTING CROP OF WHEAT GROWN WITHOUT IRRIGATION IN BEAR RIVER WALLEY - ROUTT COUNTY CATTLE ON THE RANGE - - - ºr " º º Tºº ROUTT COUNTY CATTLE ON THE RANGE - - - - * - - - . º - º . º - - º º º | º º ROUTT COUNTY CATTLE ON - THE RAN (; E ROUTT COUNTY CATTLE ON THE RANGE º CAREY RANCH, BEAR RIVER WALLEY THE YAMPA COAL FIELD MOST IMPORTANT UNDEVELOPED COAL AREA IN THE WORLD, COVERING TWELVE HUNDRED SQUARE MILES Following the Yampa or Bear River Valley directly west from Steamboat Springs, the line will reach the Yampa coal field, which is known to be the most extensive and valuable in the world. The coals in this field, which covers an area of twelve hundred square miles, are anthracite, bituminous, and sub-bituminous, and as it is to-day the most important undeveloped coal field in the world, the value of a road reaching it needs no comment here. A strange thing about this field is that the bituminous coals underlie beautiful agricultural and pasture lands, and first and second mesas with the richest of soils, so that while the great coal measures lie beneath, the surface produces the most luxuriant crops, and cattle are found in herds of thousands. - Right in the heart of the Yampa coal field and not more than twenty-four miles west of Steam- boat Springs lies the town of Hayden, at an elevation of a little over six thousand feet. This town, because of the cheap fuel at hand, should become a manufacturing center of importance. HAYDEN, COLORADO THE GREAT YAMPA COAL FIELD UNDERLIES THIS TOWN AND SURROUNDING PASTURE LANDS ONE OF THE COAL VEINS IN YAMPA FIELD PART OF TOWN OF CRAIG, COLORADO LOCATED IN THE CENTER OF THE GREAT BEAR RIVER WALLEY IRRIGATION PLANS IN VICINITY OF CRAIG About twenty miles west of Hayden, after passing through a hay, grain, and livestock region, the town of Craig is reached. Here we find an ideal location for a good city, with the valley of Forti- fication Creek reaching north to the Snake River country, Williams Fork of the Bear River to the south, and that wonderful undeveloped country lying directly west of its doors, making certain a very prosperous future. Plans are now under way for the irrigation of around three hundred and twenty thousand acres of land tributary to the town, which is the gateway to all that section known as northwest Routt County. At this time it might be well to state that Routt County is entirely out of debt, and the assessed valuation is increasing at a rapid rate. CATTLE BEING DRIVEN TO RAILROAD FOR SHIPMENT IN THE WHITE RIVER COUNTRY Near Craig, the line of the Laramie, Hahns Peak & Pacific Railway will leave the Bear River country and wind around to the south and west through the Axial Basin, a garden spot, then on through the White River country to Meeker, the active center of this wonderfully rich section. Meeker has a population of over twelve hundred people, and is the county seat of Rio Blanco County. Rifle, the largest stock shipping point in the state of Colorado, is the nearest railroad station, and is located on the Denver & Rio Grande Railroad, at a distance of forty-five miles over a rough mountain road. Following down the White River Valley for about sixty-five miles through a country largely undeveloped, but capable of raising the finest fruits and vegetables, the town of Rangely is reached. A railroad would cause new blood to settle up the entire country between Meeker and Rangely, and a rich agricultural and fruit district would be developed. The oil wells near Rangely are producing the highest grade of oils, and transportation is all that is needed to build the business up to an industry of great importance. - PART OF MEEKER AND THE WHITE RIVER WALLEY BUSINESS STREET IN MEEKER PRESENT MEANS OF TRANSPORTATION PRESENT MEANS OF TRANSPORTATION GRAND WALLEY ORCHARD SCENE IN THE GRAND WALLEY FRUIT DISTRICT Over EIGHT THOUSAND CARs of FRUIT HAVE BEEN SHIPPED OUT OF THIS COUNTRY IN A SINGLE YEAR Leaving Rangely the line would pass south to the Grand River Valley to a connection with the Denver & Rio Grande Railroad, at Grand Junction, Colorado, reaching that most wonderful fruit country from which over eight thousand cars of fruit have been shipped in a single year, and where freights amounting to over a million dollars a year are paid by the shippers. GRAND WALLEY APPLE ORCHARD GRAND WALLEY PEACH ORCHARD - º T- * | º - - GRAND JUNCTION, COLORADO STREET SCENE SHOWING ELECTRIC CAR SERVICE º - -- º LA COURT HOTEL, GRAND JUNCTION, COLORADO DUCHESNE GILSONITE WEIN THE WORKINGS ARE HALF A MILE LONG AND NINETY FEET DEEP AT THIS POINT GILSONITE SACKED PRODUCT OF DUCHESNE WEIN READY FOR SHIPMENT THE HYDRO–CARBON BEDS GILSONITE DEPOSITs LOCATED HERE ARE VALUED AT over $800,000,000 Leaving Rangely at the junction, the line would pass westerly and cross the Green River into eastern Utah. In this territory are located probably the most extensive hydro-carbon beds in the world. Hydro- carbon is used to designate all compounds containing only hydrogen and carbon. We will deal chiefly with gilsonite and elaterite. Petroleum, which is one of the hydro-carbons, has been found in Raven Park, which is tributary to this section. The quality of the crude oil is so fine that it is burned in the lamps, instead of refined oil. Drilling is cheap and easy and in only a few wells has any casing been required. This oil has a specific gravity of 43.6 Beaume, as against 42 Beaume for the highest quality of Pennsylvania and West Virginia oils. No work has been done on a very large scale on account of the lack of transportation, the district being practically one hundred and twenty miles from a railroad. The total hydro-carbon area is estimated at about ten thousand square miles, and the tonnage or probable yield from the gilsonite veins alone at around thirty million tons. This does not include elaterite, bituminous limestones, or the asphaltum deposits. - With the Utah gilsonite selling at from $30 to $32 per ton, and elaterite at $65 perton, it seems incredible that so little is known or understood of these enormous beds which are, for purity and extent, the largest in the known world. * * = . The commercial uses to which gilsonite and elaterite are put are varied, and details are hard to obtain, but it is sufficient for our purpose to know that gilsonite is used in the manufacture of mineral rubber, paving cement, varnishes, lacquers, waterproof paint for ship building, pipe coat- ings, reservoir coatings, floorings, roofing and railroad work, coating sea walls and paving brick, roofing pitch, insulating electric wires, lubricant for heavy machinery, pile coating, covering wood block paving, and binder pitch in making briquette coal. Elaterite is being used largely to make flexible and heat proof varnish and paint, for coating vats in refineries, and for the prevention of corrosion on ironwork, etc. An idea of the magnitude of this business may be had from the fact that there are shipped an- nually out of this territory around 100,000 tons of gilsonite, at freight rates of $20.05 to New York, $16.50 to Chicago, $16.75 to St. Louis, and $14 to Denver, and on much of it from $10 to $12 per ton is paid for wagon haul. - s Just think of the possibilities of such a business when furnished with first-class transportation! Mr. George H. Eldredge, in the Twenty-second Annual Report of the United States Geo- logical Survey, estimates the volume of these deposits at 33,000,000 tons, of a gross value of over $800,000,000. * •. - An investigation of this business will surprise you. CROSSING THE GREEN RIVER THE GREAT UINTAH BASIN A wonDERFUL AGRICULTURAL COUNTRY WITH ABSOLUTELY NO TRANSPORTATION FACILITIES This basin proper is in the form of a horseshoe. On the south are the Book Cliffs; on the west, the Wasatch Mountains; on the north, the Uintah Mountains. The open end of the horseshoe is toward the east, with the Green River the eastern boundary of the basin. From this point to the Wasatch Mountains is a distance of one hundred and twenty miles, while the distance from the northern to the southern boundary is some seventy-five miles. There is probably no arid or semi-arid country anywhere that has the amount of running water within its territory that this basin has, and a situation has developed here which is not known to have had a parallel in the settlement of the entire West. UINTA H BASIN FARMS AND ORCHARDS OF THE ASHLEY VALLEY A few years ago this was the Ute Indian Reservation, but at the present time the basin proper and the Ashley Valley, of which Vernal is the center, is settled by some twenty-six thousand people, who have taken up lands as rich and, when watered, as productive as any in America, - and they have absolutely no transportation of any kind. Just think of it, a population of twenty-six thousand people located on such lands, surrounded by such agricultural resources, and no railroad transportation! It shows clearly that such a coun- try, properly developed by transportation, would furnish profitable business for several roads, and indicates the strength of the position of the Laramie road, which has opened the “gateway” for it, via Laramie, to Denver, Missouri River points, Chicago, and the East. The government itself, through the United States Indian Reclamation Service, has put under irrigation more than one hundred thousand acres of these lands, it is stated. The settlers in the basin have organized associations, and have put approximately one hundred and fifty thousand acres under ditch. ASHLEY WALLEY FARM SCENES BUSINESS STREET IN VERNAL, UTAH T l º !-------- --- MORM ON TA BERNACLE, VERNAL, UTAH COURT HOUSE, VERNAL, - - * -- º |Pºſt gº|| º VARIETY OF CROPS NOT EXCELLED IN THE TEMPERATE ZONE The variety of the crops, as well as their quality and quantity, is not excelled anywhere in the temperate zone. As to the fruit producing capacity of this land, it may be stated that not even the Grand Valley, with its great reputation, excels it. Any railroad which furnishes the products of this country with a market will develop as profi- table a freight-carrying business as has ever been developed anywhere with the same mileage, and will aid in the establishment of a metropolitan city within its borders. º º UINTA H BASIN NEAR VERNAL It is with a feeling of pity that one goes among these people who have settled on these lands and who know what they can produce, but who are waiting, hoping and praying for a railroad to give them access to some market for their products. A gentleman who visited there some time since informs us that he saw as fine apples, plums, apricots, etc., as any he had ever seen, fed to stock, because there was no way of getting them to market. An idea of the importance of this section can be had from the fact that the government has, according to our information, completed about four hundred miles of irrigation ditches, and under the direction of government engineers these ditches are being extended to lands not covered by them, so abundant is the supply of water. It seems to us that it is the richest area of natural wealth and productive capacity left un- touched by a railroad in the United States. COUNTRY ROAD NEAR VERNAL, UTAH TREMENDOUS REVENUE IN SIGHT A FEw POINTs coverING THE SOURCES THAT MAY BE DEPENDED UPON Following are a few plain points covering the revenue already in sight on this division, no mention being made of the possibilities from the development which always follows a railroad into a new country. Special attention should be called to the diversified nature of the business and its permanency. Returns from fruit shipments should reach a half million dollars annually. Over six hundred thousand dollars per annum are now paid on freight from the Uintah Basin and the hydro-carbon fields. Cattle and sheep in the thousands upon thousands of heads assure a steady and profitable traffic. The business covering the settlement of the lands along the hundreds of miles of irrigation ditches built by the government is another important source. - Still another, and one of the most important sources, is from the handling of the coal from the great Yampa fields extending from Steamboat Springs to Hayden, which the geological survey reports show to contain thirty-nine billion tons, making it the largest coal area now in the United States. The agricultural products already awaiting a market will also move in great volume. The general business assured through the serving of a population of close to one hundred thousand people in a country not at its height in development, but just coming into its own, will furnish a rapidly increasing revenue. This, in brief, covers the third division projected by this road, which is being built, not as a part of a transcontinental system, but as the north and south artery, serving a country filled with diversified resources, each needing close communication with the other for mutual benefit. The illustrations furnished herewith are the very best verification possible of the facts presented, showing the great future for this railroad upon safe and permanent business lines. We feel that the country served is truly a veritable “New Empire” of wonderful resources, and that its local road, next to the hearts of its people, is a monument worthy the struggle it has cost, and that its completion will bring mutually profitable results to, not alone its builders, but to the country which it shall serve. EXTRACTS FROM LETTERS AND ENGINEERS’ REPORTS (Covering Third Division. Only) AGRICULTURAL POSSIBILITIES From a personal letter written by one of the best posted business men in the West From the western slope of the Rocky Mountains to the eastern slope of the Uintah Mountains, in Utah, is a distance of one hundred and seventy-five miles. The Green River flowing south from Wyoming is the principal stream. Flowing into the Green River, or being tributary to it from the east, are the Bear, the Elk, the Little Snake, Williams Fork, and the White Rivers. Flowing in to the Green or being tributary to it from the west or northwest, in this territory, are the Ashley, Uintah, Duchesne, Strawberry, and other streams. It is safe to say that in this territory are more running streams of comparatively large volume of water than in any other territory of like area between the Missouri River and the Sierra Madre Mountains. Lying along these streams, between the town of Craig, in Routt County, and the eastern slope of the Uintah Mountains in Utah, are more than one million acres of land which can be irrigated at an average cost of not more than $15 per acre. These lands when irrigated, and when the rail- road is completed through them, will sell readily for $40 per acre. It is also a fact and a matter of official statistics, that these lands when irrigated are capable of producing in comparison with the farm lands of Illinois as forty is to fifteen. The eastern forty miles of this territory will produce an abundance of alfalfa, sugar beets, potatoes, wheat, rye, barley, oats, cow peas, and all root crops of the temperate zones. The western two thirds of this country, in addition to the above mentioned crops, is adapted to fruit raising, and will, with irrigation and transportation facilities, make a record equal to anything that can be shown for the Grand River Valley. I believe that in this territory, there are a greater number of irrigation units, the development of which can be accomplished at a lower cost than in any other semi-arid district in this country. What may be done in that territory is shown in the Ashley Valley, of which the town of Vernal, fifteen miles west of Green River, is the center. In this valley there are some eight thousand people, mostly Mormons, a great number of whom have been there for from twenty to forty years. In this valley there are some 25,000 acres of irri- gated lands. That valley is a garden. I was there in early August, and the variety and abundance of the crops astonished me, even though I had been told what to expect. They comprise alfalfa, potatoes, sweet corn, tomatoes, cucumbers, in fact, all kinds of truck, together with gooseberries, currants, and melons, in the gardens; peaches, apples, pears, apricots, and plums in the orchards. The land under the canal requires less than 15% of the water in Ashley Creek, and there are thousands of acres of land yet thirsty for that water. The country west from Vernal for fifty miles along the Duchesne, Uintah, Strawberry, and the Lake Rivers has thousands of acres of such lands as are in the Ashley Valley, with plenty of water to irrigate them. The climatic conditions are ideal, long summers, late falls, short winters, and early springs. One thing much in favor of this great country is that the high winds which sweep over the irrigated sections of southern Idaho, and which make successful fruit raising something of a problem, do not prevail in this country. The altitude is from 5,800 feet at Craig, to about 4,500 feet, west of Green River. I will close this statement by saying that out there is an Empire of natural wealth, waiting the coming of capital, organization, and brains to take possession of it. THE UINTAH BASIN From report of a well-known Denver Mining and Railway Industrial Engineer The Uintah Basin is bounded on the north by the great Uintah Range, with a length of about one hundred and fifty miles and a width of sixty miles, the peaks rising to altitudes of nearly fourteen thousand feet; on the west by the Wasatch Range; on the south by the Book Cliffs, otherwise known as the Roan Plateau, which for upwards of two hundred miles on the south face present a line of almost unbroken cliffs, two to three thousand feet in average height above their base; and on the east by Green River, forming a basin about one hundred miles in length by fifty miles in width. As the greater part of this basin was included in the Uintah Ute Indian Reservation, and only thrown open in 1905, and as it is yet without railroad facilities, compared with its richness and enormous possibilities, but little development has been done. But irrigation canals are under way, the towns of Myton and Theodore have sprung up, settlers are pouring in from every direction, and with the advent of a railway from the east, to enable the people to market their products, this basin will be the most prolific of results of any like area west of the one hundred and twelfth degree of longitude, and between the thirty-third and forty-seventh parallels. One of the most important of the riches of the Uintah Basin is the gilsonite. The largest number of these veins are said to be controlled by the Barber Asphalt Trust, which also, it is said, owns the only outlet for the product, viz. the Uintah Railway. With a direct line from the east a large number of the gilsonite and elaterite mines, owned by the independents, and perforce idle, will be worked to their fullest extent. To give an idea of the possible magni- tude of this industry, Mr. George H. Eldredge, in the Twenty-second Annual Report of the United States Geological Survey, for 1900 and 1901, estimates the available tonnage of the Cowboy vein alone (owned, I believe, by the Amer- ican Asphalt Association, of St. Louis) at 14,069,250 tons, of a gross value now of over $422,000,000. The available tonnage of gilsonite in two other veins he estimates at 15,518,884 tons, which have now a gross value of over $465,- 000,000. The Government report estimates the total available tonnage of gilsonite in this basin at 33,000,000 tons. Last year gilsonite was sold in New York at $32 per ton of two thousand pounds in carload lots, all rail; and $30 per ton water route via Galveston. At western points, such as Denver, St. Louis, and Chicago, the price was proportionately cheaper, owing to the more favorable freight rate which was to Chicago $16.50; St. Louis, $16.75, and Denver, $14.00, against $20.05 to New York. The freight rate from the Dragon mines to Mack is $8.00 per ton, while the wagon haul from the properties in the vicinity of Ft. Duchesne to the Denver & Rio Grande railroad at Price, is $10.00 to $12.00; so that when a direct line from the east shall have been completed, large shipments of the various hydro-carbons will be diverted to that road. The freight rates above named include the haul from Dragon to Mack. The names of the varicus companies owning hydro-carbon properties in this field are: Pittsburg-Salt Lake Oil Co., Dooley Block, Salt Lake City, Utah. American Asphalt Association, Wainwright Building, St. Louis, Missouri. Gilson Asphaltum Company, Dragon, Utah. American Asphaltum & Rubber Co., Woman's Temple Building, Chicago, Ill. Raven Mining Company, Marquette Building, Chicago, Ill. The Uintah Basin is watered by the Duchesne and Uintah rivers, Strawberry and Currant creeks, and other fine streams, and the enormous agricultural, pastoral, and industrial possibilities of their valleys, and the higher lands that will be irrigated from their headwaters, combined with the mineral deposits, render the Uintah Basin the rich- est and most notable territory yet to be developed on the Pacific slope. By the foregoing it will be seen from the standpoint of natural resources, and the contour of the country to be traversed, that this line, as projected, is sure of a heavy and ever-increasing local traffic, and comparatively low cost of construction. It may be truthfully asserted that there is not a single mile of dead haul between Steamboat Springs and the spur of the Uintah Range which divides the Uintah Basin from the Salt Lake Valley. For when the line leaves the fertile river valleys, with their agricultural, horticultural, and pastoral products, the short distances to be passed through, which are rugged and arid, will supply a full measure of traffic from the great deposits of coal, oil, hydro- carbons, and other minerals. COAL TRAFFIC From same authority As I saw it stated that your engineer corps was in the vicinity of Hahns Peak, I assumed that it might be your purpose of coming over into Whiskey Park by that low divide, and thence via Columbine, and down the Elk River Valley. My aneroid showed Columbine and the Crawford and Shelton anthracite tracts to be about the same ele- vation, eight thousand feet, and my opinion is that a short spur westward, past the southern face of Sand Mountain, would reach these all important coal banks without encountering any very heavy country. This would give you a coal traffic both ways, for anthracite should be laid down in Denver via Steamboat Springs and the Moffat Road at a cost of not to exceed $5 per ton, and the present selling price of the inconsiderable amount which can be obtained from Crested Butte is $8.50 per ton and upward. This would be giving the Moffat Road about two cents per ton mile, the same to your line, and $1.50 fo.b. cars for the coal. The existing rate for bituminous coal from the Oak Creek district, via Moffat Road, to Denver now is one cent per ton mile. Be it remembered also that the Crawford tract possesses a seven-foot seam of very fine bituminous coal, which was reported on by Dr. E. A. Ritter. So that the Pilot Knob anthracite and bituminous coal district is entitled to the most weighty consideration in projecting a line from the northeast, as, if tapped, it will be a tremendous asset in the future. SUMMARY In presenting for the purpose of public information the data contained in the foregoing pages of this book, the directors and officials, as well as those owning the control of the Laramie, Hahns Peak & Pacific Railway Company, have used every avenue possible in the securing of legitimate and reliable facts in reference to the country already reached, and to be reached by this line of road, that the reader might fully understand the plans and full scope of this enterprise, which promises so much to those who have the confidence to build it, and to that vast army of pioneers whose efforts are being put forth toward the legitimate development of its tributary territory, whether as homeseekers in a new country, developers of its natural resources, investors in the various enterprises which are developing its agricultural districts, mining sections, and stock growing opportunities, or as workers in the upbuilding of its cities and towns, with their educational, social, and religious advantages. +. It is not published as a prospectus for the purpose of selling the stock of the company, as the company has no stock to dispose of, its entire capital being in the hands of the public. It is pub- lished in order that investors who may be interested may secure official information as to the scope and plans of this great company, and that bankers and brokers may have information in their statis- tical files for reference for themselves and customers. - It is the last great opportunity in this country, outside of Alaska, to develop, by the furnishing of the needed transportation, such an extensive and highly productive country, containing such a diversified character of resources, and those engaged in its construction are not building the road as a part of a great through line, but as a local North and South independent system, which has as its purpose the intense local development of the country along its own line, which will be of per- manent benefit not alone to this company, but to every connecting line which it shall reach. The work is not the effort of a day, week, or year, but one that will go on until this section, with its vast areas of coal, timber, mineral, and agricultural lands shall become one of the richest and most prosperous in this country. In no other way than by furnishing the world at large such indisputable evidence as is here presented, could there be founded a public knowledge of the great railroad work in progress and the wonderful new empire it is opening to the benefits of development now taking place. The aims and purposes of its builders are not speculative, but constructive in every sense of the word; they realize the opportunity offered by the natural resources to do a great development work, they are doing it, and the evidence produced between the covers of this book demonstrates the goodwill and confidence extended to the company by all those familiar with its work. There is no reason why this railroad should not be as well known as any other, or why its name should not be a familiar one everywhere, because of the work it is doing and the way it is doing it, and because the value of that work shall stand to the benefit of mankind as long as the world stands. As shown by the capitalization statement published in the early pages of this book, the com- pany will have when completed only two classes of securities, common stock and general mortgage bonds. . - - Those owning 75 per cent of its capital stock are thoroughly familiar with the opportunity it offers for the future, and control of the road could not be bought from its present owners, who hold it as a business investment. The general mortgage bonds, issued under the terms of a conservative mortgage, calling for a fixed charge upon the completed road of only $500,000 per annum, are entitled to the full confidence of the investor, as there is absolutely no question that the road can easily earn on coal alone, on its first division, into the millions annually, or many times the fixed charge on the whole three divisions. This is demonstrated by the reports of the most competent engineers, which have been verified personally by those interested both in its stock and bonds. We believe the publication of this frank, fair, and detailed information in reference to the Laramie, Hahns Peak & Pacific Railway will command for it the respect and confidence of those investors who believe in our country’s future, whose funds have made the construction of all our great railroads possible, and will result in their laying away with their other securities stock and bonds of this road for permanent investment with a feeling of perfect safety and confidence in both the road and its management. Respectfully submitted, (Signed) FRED A. MILLER WALLACE HACKETT L. WALDO THOMPson CHARLEs E. DAVIs OTTO GRAMM E. J. BELL ARTHUR S. How E Directors sº 5, ºr &s ºsſº Sºº's ºº is 2 *...a |-º º, 'aº. s * a 23 ° > ºs- º * # º * & ºssº, sº º §§§ E. T: ; º rºl ºš º º º º * * = . | º ‘. 㺠º: iyº - : - ---s:. - §ºſ- º|-D-sºT.--* . d º.| :**E. - - ;, ºr,g•.ſº §ºt- Jº gº?'S SMSº "S. ** * * > * > . . . . . . . - - `-- ... sº I S. S. ||||I|| 6188