Rio Grande Southern Railroad

Rio Grande Southern Railroad
Company type	Private
Industry	Railroad
Predecessor	Silverton Railroad
Founded	1889
Founder	Otto Mears
Defunct	1953
Fate	Line dismantled
Successor	None
Headquarters	Durango, Colorado, United States
Area served	Southwestern Colorado
Key people	Otto Mears, Edward Turner Jeffery
Products	Freight (silver ore, lumber, livestock), passenger transport, US Mail service
Parent	Denver and Rio Grande Railroad (dominant operator after 1895)

The Rio Grande Southern Railroad (reporting mark RGS, often referred to as "The Southern") was a three-foot (914 mm) narrow-gauge line that operated in southwestern Colorado. It connected Durango with Ridgway by way of Lizard Head Pass. Established by German-born entrepreneur Otto Mears, the RGS functioned from 1891 until 1951, primarily moving silver ore from mining towns such as Rico and Telluride. The railroad linked at both termini with The Denver and Rio Grande Railroad (D&RG(W)), enabling wider distribution channels including shipments to the San Juan Smelter located in Durango.

Originally launched as a "Bonanza Railroad," the RGS initially generated substantial profits and returned capital to its investors. Nevertheless, the Silver Panic of 1893 severely undermined its financial stability, resulting in prolonged economic difficulties.

Operations ceased and the line was dismantled by 1953. Despite this, the RGS remains significant for its challenging mountainous route and its role in Colorado's narrow-gauge rail history.

Background

By 1881, the D&RG had constructed a narrow-gauge line extending from Denver into the Animas Valley, reaching Durango and subsequently Silverton by 1882. Further expansion connected Salida to Ridgway and Ouray by 1887. Although D&RG surveyed potential routes to Rico to link their northern and southern divisions through the San Juan Mountains, these plans were abandoned due to construction difficulties. Otto Mears seized this opportunity, drawing on his experience building toll roads and his prior work with D&RG on routes crossing Poncha and Marshall Passes. His leadership positioned him as a pivotal figure in advancing this strategic railroad project.

The Silverton Railroad

Mears’ first railroad enterprise was the Silverton Railroad (SRR), which extended northwest from Silverton along a path originally surveyed by D&RG, roughly paralleling what is now US 550 over Red Mountain Pass. Collaborating with engineer Charles Wingate Gibbs, Mears pushed the SRR line as far as Ironton, approximately eight miles from Ouray. However, constructing through the rugged Uncompahgre Gorge to reach Ouray proved impractical. Ideas such as implementing a cog railway or a spiral tunnel were explored but never executed. While the SRR profited from mineral traffic within the Red Mountain Mining District, it was heavily affected by the Silver Panic of 1893, ultimately leading to its shutdown and removal by 1926.

Formation

Following the recognition of SRR’s operational constraints, Mears devised plans for a new railroad west of Durango. This route followed Lost Creek and the Dolores River to Rico before crossing Lizard Head Pass along the course of the San Miguel River toward Ridgway. This alignment circumvented the difficulties encountered on Red Mountain Pass by the SRR. Incorporated in 1889 as the Rio Grande Southern (RGS), construction commenced simultaneously at Ridgway and Durango. By late 1890, even before full completion, RGS was servicing mining operations near Telluride and areas west of Durango, including John Porter’s coal mines supplying fuel for the Durango Smelter.

The railroad was finished on December 12, 1891, when construction crews met just south of Rico. Initially profitable with solid returns for investors and competitive wages for employees, RGS’s fortunes declined sharply following the Silver Panic of 1893 as most mines it served abruptly shut down, causing a steep drop in traffic and revenue. In August 1893, RGS entered voluntary receivership, managed by Edward Turner Jeffery of D&RG, resulting in Mears losing control of the company. Although receivership concluded by 1895 with Jeffery appointed president, D&RG retained dominance over operations. Subsequently, RGS diversified its freight business to include lumber and logging products, livestock, and other mineral commodities to maintain viability.

Operational Challenges

After the Panic of 1893, the railroad continually grappled with environmental obstacles along the Dolores River corridor, an area susceptible to frequent flooding. Winters brought heavy snowfall, while summers triggered rockfalls and mudslides. To combat snow accumulation, the RGS procured two rotary snowplows prior to 1893 and subsequently incorporated plow flangers. Nonetheless, extreme snow conditions often necessitated temporary shutdowns, with snow removal requiring the deployment of two to four locomotives, significantly raising operational expenses. Floodwaters also inflicted damage on bridges and trestles, resulting in increased maintenance costs and service interruptions.

Galloping Goose Railcars

The financial strain of the Great Depression rendered steam locomotive operations economically unviable for the RGS. In response, Chief Mechanic Jack Odenbaugh developed seven economical homemade railcars in 1931 to sustain US Mail service. These vehicles, initially called "Motors" and later nicknamed "Galloping Geese" by enthusiasts due to their unique look and sound, were constructed from repurposed Buick and Pierce-Arrow automobile bodies combined with freight compartments designed for mail and passenger transport. This innovation provided a cost-effective alternative during a period of economic downturn.

The inaugural Goose (#1) utilized a Buick chassis; subsequent units featured Pierce-Arrow bodies or bus replacements to enhance freight capacity. Motor #6 was specially designed as a flatbed vehicle for Maintenance of Way duties. These railcars supported daily operations until 1940 when traditional freight services resumed; however, they continued substituting passenger trains until the railroad ceased operations. Most former passenger coaches were reassigned to maintenance roles.

RGS Motor Roster:
Motor/Goose	Year Built	Description	Current Status
#1	1931	Buick-based with initially open-air freight compartment (later enclosed)	Scrapped in 1933; replica constructed in 2000
#1 Replica	2000	Buick-based with open-air freight compartment	Operational at Ridgway Railroad Museum
#2	1931	Buick-based with enclosed freight compartment	Operational at Colorado Railroad Museum
#3	1932	Pierce-Arrow body replaced by Wayne bus body; extended freight area converted for passengers	Operational at Knotts Berry Farm
#4	1932	Pierce-Arrow body swapped for Wayne bus body; long freight section converted for passengers	Restored and exhibited in Telluride, Colorado
#5	1933	Pierce-Arrow body replaced by Wayne bus body; long freight compartment adapted for passengers	Operational; displayed in Dolores, Colorado
#6	1934	Buick-based flatbed used for Maintenance of Way service	Operational at Colorado Railroad Museum
#7	1936	Pierce Arrow body with extended freight compartment	Operational at Colorado Railroad Museum

Closure

On April 24, 1952, the RGS submitted abandonment paperwork to the Interstate Commerce Commission, concluding six decades of service. The loss of the US mail contract following failure to deliver during the harsh winter of 1951–52 eliminated its final profitable income source. After receiving authorization in April, dismantling began promptly and was finalized by March 21, 1953. Remaining rolling stock, including RGS C-17 #42 and D&RGW K-27 #461 locomotives, was utilized to recover rails and components.

Most locomotives were either abandoned, sold off, or scrapped—often cannibalized for parts to maintain similar models before final disposal. Due to ongoing financial difficulties, the RGS frequently liquidated worn or surplus assets. The Denver & Rio Grande Western Railroad experienced comparable hardships during the Great Depression that nearly led to the disappearance of many locomotive classes shared between both railroads.

Primary Line

Starting from its base in Ridgway, the railroad extended northwest toward Dallas Divide, then veered southwest roughly along today's Route 62 to reach Placerville. The track then followed the San Miguel River southward to Vance Junction, located west of Telluride and home to one of the two coal tipples. The line curved around Yellow Mountain, crossing several substantial trestles before arriving at Ophir. From there, it ascended southwestward over Yellow Mountain to Trout Lake and traversed Lizard Head Pass.

Turning southeast, the route tracked the Dolores River into Rico—recognized as the railroad’s operational hub with essential locomotive facilities—then proceeded west to Dolores. It then curved southeast through Lost Canyon, continued south into Mancos, and then eastward along East Mancos Creek over Mancos and Cima Hills to Hesperus. After passing Ute Junction—the site of the second coal tipple—the line looped east near the original Fort Lewis College grounds into Wild Cat Canyon, passing by Porter and the Porter Coal mine location before reaching Franklin Junction. The route concluded near the San Juan Smelter, linking with the Denver & Rio Grande Western's San Juan Extension.

Branch Lines

The RGS maintained several branch lines dedicated to mining and freight services, with four primary spurs diverging from the Main Line.

Telluride Branch

Originating at Vance Junction, this branch curved southward then north into Downtown Telluride before extending east to Pandora, facilitating mining activities in the area.

Montezuma Lumber Company

The Montezuma Lumber Company operated a rail line branching off near Dolores from the RGS Mainline, hauling timber through what is now McPhee Reservoir en route to local logging operations.

Boston Coal & Fuel Company Railroad

Constructed in 1901 by George Franklin’s Boston Coal mine near Durango’s Perins Peak, this 5.5-mile spur extended from Franklin Junction directly to the mine. The BC&F Railroad leased RGS Locomotive No. 35 as BC&F No. 1, running gondola cars three times daily. In 1925, it was leased back to RGS; after the mine ceased operations in 1927, the railroad was dismantled. Today, Franklin Junction is known as the Twin Buttes Subdivision, and the former BC&F Grade serves as a hiking trail.

Mayday Branch

This spur provided service to the Mayday Mine located west of Mayday, Colorado.

Equipment

Constrained by limited financial resources, RGS primarily utilized pre-owned locomotives, mostly obtained from the Denver and Rio Grande Western Railroad (D&RGW), many of which were heavily used or designated for scrapping. Rolling stock for routes between Durango and Ridgway was largely leased from D&RGW. The company owned its own collection of freight cars, passenger coaches, and cabooses—acquired secondhand from defunct Rio Grande Western and D&RG lines—and subjected these assets to comprehensive overhauls. Additionally, RGS operated specialized snow removal equipment alongside its distinctive Galloping Geese railcars. In later years, supplementary boxcars were sourced from the Colorado and Southern narrow-gauge system to bolster operations.

Preserved locomotives

Although regular service on the Rio Grande Southern (RGS) has ceased, numerous artifacts and rolling stock endure as testaments to its historical importance. While RGS employed a variety of locomotives during its operation, only a select number of original engines remain today, excluding leased units and motorized railcars.

Surviving steam locomotives owned or leased by Rio Grande Southern:
Locomotive	Type	Current Status
RGS #20	Constructed in 1899 by Schenectady Locomotive Works as a 4-6-0 Ten-wheeler for Florence and Cripple Creek Railroad; acquired by RGS in 1915.	Purchased by Rocky Mountain Railroad Club in 1951; donated to Colorado Railroad Museum; restored between 2006–2020; currently operational.
RGS #41	Built in 1881 by Baldwin as a 2-8-0 Consolidation for D&RG; sold to RGS in 1916.	Acquired by Walter Knott in 1951; operational at Ghost Town & Calico Railroad within Knott's Berry Farm, California.
RGS #42	Manufactured in 1887 by Baldwin as a 2-8-0 Consolidation for D&RG; sold to RGS in 1916.	Held by Colorado Railroad Museum; displayed statically at Durango & Silverton Narrow Gauge Railroad museum since 1989.
D&RGW #168	Built in 1883 by Baldwin as a 4-6-0 Ten-wheeler; leased to RGS for inaugural train service in 1891.	Exhibited at Colorado Springs since 1939; restored and operational since 2019.
D&RGW #223	Constructed in 1881 by Grant as a 2-8-0 Consolidation; leased to RGS from 1907 through 1922.	On display in Salt Lake City since 1941; undergoing restoration since 1992.
D&RGW #315	Built in 1895 by Baldwin as a 2-8-0 Consolidation; leased to RGS between 1926–1927.	Restored by Durango Railroad Historical Society; operational at Cumbres & Toltec Scenic Railroad as of 2024.
D&RGW #340	Constructed in 1881 by Baldwin as a 2-8-0 Consolidation; likely leased to RGS.	Purchased by Walter Knott in 1952; operational at Knott's Berry Farm.
D&RGW #346	Built in 1881 by Baldwin as a 2-8-0 Consolidation; leased to RGS before sale to Montezuma Lumber Company.	Acquired by Robert Richardson for Narrow Gauge Motel collection; currently undergoing restoration at Colorado Railroad Museum.
D&RGW #463	Built in 1903 by Baldwin as a 2-8-2 Mikado; leased to RGS.	Sold to Gene Autry in 1955; restored and operated on Cumbres and Toltec Scenic Railroad.
D&RGW #464	Constructed in 1903 by Baldwin as a 2-8-2 Mikado; leased to RGS.	Purchased by Walter Knott in 1973; formerly operated at Knott's Berry Farm; presently awaiting restoration at Huckleberry Railroad.
C&S #74	Built for Colorado & Northwestern Railroad; later sold to Colorado & Southern before acquisition by RGS in 1948.	Donated initially to Boulder; subsequently relocated to Colorado Railroad Museum for exhibition.

Numerous former locomotives from D&RGW and RGS have been repurposed for heritage tourism railroads such as Knott's Berry Farm, Durango & Silverton Narrow Gauge Railroad, Cumbres & Toltec Scenic Railroad, and are exhibited at the Colorado Railroad Museum. The Ridgway Railroad Museum offers guided tours along sections of the Rio Grande Southern right-of-way during annual events that promote historical preservation while supporting regional tourism development.

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