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Maybe I should have qualified it with "in Aspen" as the depots have been torn down. Down the valley, the rights-of-way are left, yes, but not in their entirety. Some portions have been paved over for use as streets or roads; in many cases they're growing over and haven't been used for bike trails or
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The article claims the bridge is the only significant remnant of sevice to Aspen. What is the support for this? The right-of-way can be traced most of the way. And did you really mean to imply that I-70 had something to do with the end of passenger service to Aspen? And what does service on the Rio
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Schwieterman does suggest that the completion of I-70 took some of the remaining passenger traffic from the railroad, traffic which might have then gone to Aspen from
Glenwood Springs. Certainly the completion of paralleling interstate routes elsewhere in the country did not do the railroads any
703:
My understanding of the sources is that the Rio Grande effectively owned the
Midland after it went under in the late 1890s, so it did use the bridge for some time afterwards. I do plead some greater ignorance of Colorado railroading history as to how accurate an impression this is.
806:
Regardless of what the DYK said, the article should be corrected. The former Aspen CM depot is now part of a building in the Aspen Area
Business Center, and the better-preserved depot at Aspen Junction (now Basalt) is still in use, as a bank.
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The book says the bridge is a relic. It does not say it was the only one. I-70 had not been built in the area when the D&RG quit freight service to Aspen in 1969. Passenger service by rail had already been terminated by then.
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Significant is sort of a value judgement, a way of saying "visible". When rights-of-way are paved over (as they often are) they're not really that significant anymore. But a bridge you still notice (To be honest, that wasn't
759:
The book. Is a good source, but never says that the bridge is the only significant remnant. And the CM went out of service and its ROW was sold to the state. Highway 82 is constructed on it (and not just at the bridge).
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some stretches of track that have been kept in case they can be used for light rail. But with the depots torn down, the bridge is probably the most visible remnant of the railroads in Aspen itself.
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I think I read somewhere that part of the story of the bridge is how quickly it was built in the dead of winter once the materials arrived. I can't locate where I saw that.
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https://web.archive.org/web/20120913170043/http://www.indenvertimes.com/cdot-replacement-of-1888-maroon-creek-bridge-in-aspen-wins-national-award-of-excellence-2/?refresh=1
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first choice for the DYK hook, because I wasn't entirely sure it couldn't be proved wrong ... I would have preferred either of the other two).
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https://web.archive.org/web/20110709131943/http://www.aspenhistorysociety.com/documents/GrowthManagementinAspenCO1960to1977searchable.pdf
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That's why we used "significant". Wasn't clear as to the I-70 timeline; will edit appropriately.
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It's mentioned in the railroad MPS. Some other website, not one we can use a source,
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A lot of that is based on how
Schwieterman tends to describe things. Point by point:
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That's certainly true in the Aspen area-- at least it's the largest structure left.
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https://web.archive.org/web/20090114235530/http://www.dot.state.co.us/marooncreek/
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is the only significant remnant of two rail lines that once served
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Grande have to do with this bridge, used by a different railroad?
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note how quickly it was built considering the conditions.
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