Along The Gilpin Tramway - A Closer Look

[Keith Pashina]

GUNNELL HILL (continued)

Continuing a detailed look at the Gilpin Tram's trackage and the mines served on Gunnell Hill, we'll continue where we last left off, at the Gunnell Mine. Next on the main line is the spur to the Grand Central mine.



M.P. 40.49 East Whiting Spur: 
This well-published photo is of the Grand Central Mine (or East Whiting), with the proud owners or promoters in front.  The bridge is for the mine dump cars - they could dump into the Gilpin Tram spur below (the wide gauge?), or continue on to the waste rick dump.  Note that when they painted the mine, they painted in a white trim board above the large doorway!

Back on the main line, and almost directly across the spur track number 2 to the Gunnell Mine, a short spur veered off of the east side of the main line, serving the East Whiting Mine, more commonly known as the Grand Central Mine.

The Grand Central was regular ore shipper on the Gilpin Tram, with surviving records of ore shipments being made in 1899 through 1904, 1906, and 1907.  The “Daily Mining Investor” issue of September 11, 1905, gives a brief report: “S.T. Elliot, who has taken a lease and bond the Grand Central mine on Gunnell hill, starting preliminary work on the 15th inst., has succeeded in getting air through to the level to which the work will be pushed.  Stoping has been started and Mr. Elliot is figuring on making the first shipment of ore on Monday or Tuesday of next week.  When the mine is placed to proper condition  between 15 and 20 men will be put to work.

The Grand Central has not been worked for the past year and a half and at that time was operated by the Grand Central Company.  According to reports a large quantity of very high grade ore was taken out, and at one time the property was considered one of the rich producers of the camp.  Mr. Elliott, who will have charge of the mine, understands  the business thoroughly, having acted as foreman of the Smuggler Union in Telluride, a period of ten years, until about two years ago.”

Apparently, Mr. Elliott was successful, and was making ore shipments from the Grand Central Mine for at least 1906 and 1907.  This mine could have shipped other years, but these are the only years for which I have seen written records of ore traffic.  This is yet another example of how many mines in the region operate sporadically over the years, as investors and their money came and went.

There are traffic records shwoing ore shipments on the tram in years 1899 to 1904, and 1906 to 1907. There could be more, it just means there are records existing for those particular periods.

The Grand Central Mine is probably the best-known Gilpin County mine to model railroaders.  This kit has been brought out by several kit manufacturers over the years, and in several scales.  I think a kit is still available for this structure in HO, S and O from Trout Creek Engineering/Classic Miniatures.

There seemed to be ongoing disagreements between the tramway and some of the local wagon teamsters. The Gilpin Observer reported on June 7, 1906, “Complaint was lodged against Wm. Gumma in the county court last week…he is being charged by the Tramway company with the destruction of property. The Tramway company alleged that defendant had removed a section of track crossing Prosser Street. Gumma claimed at the point in question the track was so highly-elevated as to obstruct wagon traffic and make it impossible to drive over it. He removed several fish plates and hitched his team to the track  and made an opening wide enough  for his team to pass through.”  Well, that sure showed them!


A blurry enlargement of a photo shows the Grand Central mine with its prominent waste rock dump.  The outhouse is conveniently perched on the waste dump.  Note that the mine name is not painted on the walls in this view. This image is from the Denver Public Library, Western History collection.


This image is also from the Denver Public Library, Western History collection. It shows the Grand Central from a more distant vantage point, and the painted name can still be seen on the roof cupola. No outhouse is visible on the waste rock dump. This image was taken between 1901-1910.


Another blurry enlargement from yet another photo shows the east side of the Grand Central.  This pastoral scene has cattle grazing nearby. This image is also from the Denver Public Library, Western History collection.


Today, nothing remains of the mine structure. The shaft is caved in, plugged, and only has a vent and USGS marker. The waste rock pile remains, and this is a view the site today, with Central City in the background. The mine waste rock dock visible at distant left center is the Freedom Mine site, which we looked at in previous posts.

[Chris Walker]

I'd apparently stood atop that dump ....  unaware of its name....or exactly which I was on.






Makes one wonder if the middle man is McMaster and on the right is H.H.Barbee?

DPL X-61799

[Keith Pashina]

Chris, the gentleman on the right in your previous photo certainly looks like a mine owner!  That could be a fun scene to model sometime - have some well dressed people standing in front of a mine, with an old-time photographer and camera out front.

TRACKAGE ON GUNNEL HILL (continued)


Moving a short distance south on the mainline, the track continued to climb upgrade, and made curve to head west, now on the north slope of Gunnell Hill. At this point, the Gunnell Hill wye was constructed, one of three on the railroad. The mainline in this image curved to the left (we’re looking northeast) and the tail was the dirt road veering off to the right.


Standing on the main line looking northwest.  The main curves from foreground to the left - the south leg of the Gunnell Hill wye is covered with aspen trees at right.


This image shows a train on Gunnell Hill siding, just a short distance west of the wye. A train of 16 loaded ore cars and an empty coal car are headed towards Black Hawk.

M.P. 40.55 Gunnell Hill Wye:  

The Gunnell Hill wye was very compact, with the two legs of the wye of about 100’ radius.  

The site can be easily found today, and there are numerous cinders on the grade.  The tail of the wye ended at a rocky outcrop located almost immediately above the East Whiting Mine.  The two legs of the wye contained a total of 437 feet of trackage.  I paced off the wye, and it is about 160' from the main line to the tail of the wye.

The wye was also located on a sharp mainline curve and steep upgrade, where track wrapped around the brow of Gunnell Hill, and began heading more westerly towards Dogtown (Nevadaville).

M.P. 40.63 Gunnell Hill Siding:  

On the south side of Gunnell Hill, there was a runaround track  which was connected at both ends, and had a total of 331 feet of trackage – enough length for about 19 ore cars.  

This location can be found today, as a wide and fairly level spot with numerous cinders on the grade.  This siding would have been convenient for assisting with car switching movements in the Gunnell Hill area.  Interestingly, site reconnaissance shows that  the Concrete Mine switchback seems to branch off at the middle of the siding, although the C&S mileage chart indicates the Concrete switchback branching off past the west end of this siding.


To help you get your bearings, here is the map of Gunnell Hill again. The Gunnell Hill wye and siding are at right center of this map.


An enlargement of a photo in “Glimpses of Golden Gilpin Colorado” is looking west at Gunnell Hill. I have labeled the mines in the photo to help understand the track arrangement in this area.


Not much remains today except traces of railroad grade.


Let’s step back a minute and look west at Gunnell Hill as it looks today. The big waste dump in center is the Gunnell Mine (you can see the structure at the left side) and above it, the Whiting Mine waste rock dump. The Gilpin Tram main line curved around the Gunnell dump, in the “notch” between piles on the right side of this photo.


The Whiting Mine was located on a lengthy spur diverging from the main line. An enlargement of a the Denver Public Library, Western History Collection photo shows the mine and an extensive waste rock dump. The stone retaining wall on the right side of the mine marks the location of the Gilpin Tram spur.


The Whiting Mine had stone walls on three side, and wood on the track side. The wood framed roof was clad with corrugated siding and had an unusual shape. This image is from the Mike Pyne collection.


M.P. 40.93 Whiting Mine Spur:  

The Gilpin Tramway reached this mine by October 10, 1887, and this mine was regular shipper.  The spur to this mine was 400 feet long.

There are traffic records shwoing ore shipments on the tram in years 1901 to 1904, and 1906 to 1907, and 1914. There obviously are records missing, as noted by the 1887 report. It just means there are no records I have seen existing outside those particular years.



Joe Crea created this wonderful art of the Whiting Mine in its heyday.


The tramway spur to the Whiting Mine was supported on a lengthy stone retaining wall.

[Keith Pashina]

TRACKAGE ALONG GUNNELL HILL (continued)


An enlargement of the USGS 1917 “Special” map shows some details of the mines and track on Gunnell Hill.


The Grand Army mine in its glory years.  You can see the ore loading spur to the left of the mine, in front of the retaining wall.  There is a grade above and behind the mine for coal unloading, and to feed the tail track for empties, which were then dropped by gravity under the mine loading  (the lean-to on the right side of the building). An enlargement of a the Denver Public Library, Western History Collection.

M.P. 41.00 Grand Army Mine Shafthouse:  

At the mine, the track ran beneath a covered ore loading track that dumped ore into cars from small side-loading bins.  There were probably two tracks here, as the grade is relatively wide here, and study of old photos suggests there was a short spur here.

Today the Grand Army Mine is derelict, but it is an impressive ruin.  The rear and side walls are constructed of the typical Gilpin County style rubble stone, and are about 2’ thick.  Much of the roof framing still stands, some still covered by corrugated metal roofing sheets.

The first shipment of ore was from the Grand Army mine, on December 14, 1887, from the Grand Army shaft at the Gunnell to the Meade Mill of William Fullerton.

The Grand Army Mine was operated jointly with the Gunnell Mine and Concrete Mines (after the Gunnell Mine owners prevailed in a lawsuit). I always wondered if they took ore out of all three shafts after that, or just one or two - I've never seen any records to confirm either way.

 There are paper records of this mine shipping on the Gilpin Tram from 1887 to 1904.  In 1904, a pump house fire destroyed the pumps, and parts of the mine filled with water, halting operations.  This shaft was 1,200-feet deep and operated as late as 1917.  Although mining resumed in this mine in later years, the ore was hauled out through the Newhouse/Argo Tunnel, and this was after the Gilpin Tram was abandoned.

About 25 years ago, the wooden enclosure over the ore loading track mostly collapsed – the top level likely contained a machine shop.  Extensive wood cribbing lines both side of the ore loading track, and was needed to hold back the mountainside above, and the large waste rock dump on the downhill side.



The Grand Army mine in the 1960s or 1970s. The mine is in much better condition compared to today – the roof is still mostly in place, and the lean-to addition at front (which extended over the Gilpin Tram tracks for ore loading) is still standing. This image is from the Mike Pyne collection.


A view of the Grand Army Mine looking across Prosser Gulch, southward.  This mine has an extensive waste rock dump. The Gunnell Mine can be seen near the left margin. Photo provided courtesy of the Mark Baldwin collection.


A colorful view of the Grand Army waste rock dump, from approximately the same viewpoint as in the previous photo.


Taken about 15 years ago, we see that most of the roof has collapsed, and the shed covering the ore loading tracks has collapsed. The wood debris is the collapsed remains of the ore loading shed, and is also partially washed in from the waste rock pile. A fair amount of the mine building stands today, thanks to the very sturdy stone walls and robust roof framing and headframe construction. In the photo, I can see Dan Abbott, Darel Leedy, Joe Crea and Lind Wickersham taking a break and discussing all things Gilpin -those were great days!



A view from the opposite (west) sideof the Grand Army mine. This photo taken about 1993, and the structure was in much better condition back then. Notice the magnficant stone work on the walls.


The Gilpin Tram loaded ore from small bins under a shed-like addition on the north side of the Grand Army mine.


On the south side of the Grand Army mine, we see how the rear of the shaft-house is built into the hillside. I am standing about on the upper Gilpin Tram spur grade. The tram pushed empty cars up this spur to a switchback, and then dropped by grade through the ore loading bins. Photo taken about 1993.


The Gilpin Tram also parked coal cars on the spur, and unloaded coal into the boilers below, through the large doorway opening in the stone wall.


A short, but safe distance from the Grand Army shaft house is this A-frame powder storage shed, used to store explosives.


This is an enlargement of Denver Public Library, Western History Collection Image L-237. In the background of this photo, the photographer captured the mines of Gunnell Hill. Although the image has a compressed, telephoto-like effect, it does illustrate how compact this mining district was. The Grand Central Mine is front center, with the Gunnell Mine immediately behind it.



Another great enlargement showing the Gunnell Hill mines grouped together. This is from Denver Public Library, Western History Collection Image L-68. The Grand CentraL Mine is again at front center, with the Grand Army to its upper left and the Whiting Mine further to the left. The Gunnell Mine is at right center, with its three smokestacks.

[Kevin Fall]

With apologies, I'm a little out of sequence with the following photos as they relate to Keith's Gilpin journey. Since I haven't posted before I thought I'd give it a try.

The first photo is another view of Prosser Gulch. The lower bridge across the gulch is the road bridge. The next bridge above that is the lower Gilpin Tram bridge on the Buckley Mine branch with a partial view of the Wood shaft house and three Gilpin tram cars on the siding. The mainline is the next bridge above that with Gold Collar Mine to the above right. Just to the left of the Gold Collar across the gulch is the Concrete mine. At the top left of the photo are the Gunnell and Whiting mines with a tram car below the Gunnell Mine waste rock trestle. The Grand Army shaft house with the large waste dump is to the right of those two mines with four tram cars on the tracks. Hope I got that correct.



I am not sure of the date on this photo but it must be an earlier photo of the Gold Collar mine with its board and batten siding. It doesn’t seem to have any of the additions that were added on later. The Concrete Mine is to the right further up the hill and you can barely see the lettering on the side of the mine. You can barely see the Gilpin Tram grade going across the top of the Gold Collar Mine as it travels to the end of track at the Concrete Mine. I’m not sure of what the mines on the ridge are. The mine at this size would make a great model.



Not sure where the Haverhill Mine was in relation to the other mines as I cannot find any reference to it on the internet, but it was in the batch with the previous two photos and the terrain appears to be from the same area. Maybe Keith can identify the mines in the distance and that would help with identification of the area. I see no Gilpin trackage.



An enlargement of the mines in the distance below.



I forgot I even had these photos and came across them yesterday. I was a follower of Keith's when he was on FreeRails so am glad to see the series revived.

Kevin Fall

[Keith Pashina]

Kevin,

Thank you for posting the four photos of Gilpin County - they are very interesting!

The first photo you posted, the one of Prosser Gulch, is one of the very few photos showing track laid on the Gilpin Tram's Buckley Mine branch.  On the right hand margin, you can also see 2 or more ore cars on the spur to the Woods Mine, also on the branch.

The Gold Collar Mine is interesting, showing wooden board-and-batten siding. This would indeed make a very fine looking mine model.

As to the last photos, showing the "Haverhill Gold Mine" and the enlarged background photo - I have no idea where this mine was located. I could not locate the photo perspective, when trying to align the background mountain profiles with the photo. Further, I could find no reference to any mine named Haverhill in my typical resources - School of Mines, Western History Collection, etc.. I wonder where this was taken?  This photo shows a lot of interesting details of what appears to be a thriving mining area. My first thought was maybe upper Russell Gulch, but couldn't get it to align with any references that I have.

Anyway, wonderful images! Yet another subject to be searching for further information on.

[Chris Walker]

Been a little slow on this: excerpt from handwritten notes by me about 1994.  Haverhill Mass. syndicate; Manager Newell, re-opened the Fisk in 1891.  That's all I got, because back then I didn't write a lot down.

[Keith Pashina]

The Gunnell Hill Branches to the Mines - continued


Continuing further up the Gunnell Hill spurs, we find Dan Abbott and Joe Crea exploring the gently-graded spur leading to the Concrete Mine.


M.P. 40.74 Concrete Switchback:  

On the north side of the main line, the track began a steep climb on the first of several switchbacks to serve the Whiting, Grand Army, and Concrete mines, and eventually, the Hubert Mine.  The Concrete Mine was a major producer. It not only operated its own shaft, but also the nearby Golden Treasure mine workings.

Adjacent to the start of this series of switchback was the Straub Mine, which some records show was periodic tramway shipper. I have no record of a spur being laid directly to the shaft house.

Getting back to the Concrete Mine, the Gilpin Observer newspaper reported on December 29, 1898, that, “…All ore ot small enough to pass through grizzlies after being hoisted to the surface is run through the crusher and conducted by means of a chute to tramway cars standing on a track which is enclosed by an L to the shaft building. Thence it is taken to the stamp mills at Blawk Haw, where it is dumped into an ore house  and these passes to automatic ore feeders which are placed in front of stamp batteries.”  This was an up-to-date operation, as most mines did not machine-crush ore at the mine, nor did all mills feed the stamp batteries with automatic feeders.

This was a busy mine, too. The Gilpin Observer reported on May 4, 1899, that “…the Concrete Gold Mining company shipped over the Gilpin tramway to the Penn stamp mill in Black Hawk the past month, ending April 30, 180 cars or 1,500 tons of ore.”  

By 1902, ore shipments slowed down, the Gilpin Observer reporting on January 2, 1902, “the stamp mill ore output having averaged 25-30 tons per day…”

In 1904, when the Gunnell Mine shaft house burned, the Concrete Mine miners had to temporarily halt work, the Gilpin Observer reporting that there was “too much gas from the fire” at that time. Operations seemed to slow down quickly – the Gilpin Observer reported on  6 miners working the mine on a lease at that time.

There are traffic records showing ore shipments on the tram in years 1898 to 1903. There could be more, it just means there are records existing for those particular periods, and not for other years.




This image, from the Denver Public Library, Western History Collection, Image Z-3491, was taken in 1899 and has been published to show the difficulties in dealing with snow removal. It also shows what may be part of the Concrete mine in the background. Grand Army, Concrete and Hubert mines diverged from the main line. This image is looking northeast.


A companion photo, also taken by H.H. Lake, shows that now the track up the Whiting/Grand Army/Concrete/Hubert branch has been at least partially cleared. This photo also illustrates the abrupt change in grade, and curvy nature of the mine spurs. This image, also is from the Denver Public Library, Western History Collection, Image Z-3488.


An enlargement of a Denver Public Library, Western History Collection image L-230 shows a busy Concrete Mine, with at least 5 Gilpin Tram ore cars on the spur for ore loading.


Another photo from the Denver Public Library, Western History Collection, enlarged, shows the Concrete Mine at the center of this image. The Grand Army Mine is at left center, and the Gold Collar Mine at right Center.


This is from Denver Public Library, Western History Collection, taken in 1899, and shows the Grand Army Mine (lower left) and Concrete Mine at right center. The Gilpin Tram grade to the Concrete Mine can be clearly seen.


As with so many Gilpin Tram spurs, the spurs to the Concrete Mine and othes were supported on low dry-laid stone walls. Joe Crea is taking a break on the one leading to the Concrete Mine, and shows the general height of one of these walls.


I’m posting this map to orientate us to the network of trackage on Gunnell Hill again. The Concrete Mine is at the left edge of this map.


I overlaid red lines on this photo to denote where Gilpin Tram grade is visible in this photo. The main line passing the Gunnell Mine is the lowest level, at the bottom left corner. Above it are the Whiting and Grand Army mines, and above them, the switchbacks to the Concrete Mine. Even higher up Gunnell Hill is the branch to the Hubert Mine, which is where we’re headed next.

[Keith Pashina]

The Gunnell Hill Branches to the Mines - continued


Here, C&Sng moderator Darel Leedy is checking out the first of several switchbacks to the Hubert Mine. The grade here, on the northeast slope of Gunnell Hill, is supported by a common dry-laid stone retaining wall.


Here is the Prize Mine, located near to, but not on the tail of one of the Gilpin Tram switchbacks. The mine dumps on the distant hillside are all on the north slope of Quartz Hill.


There is still another section of this branch we haven’t explored yet - the Hubert Mine branch.

Little is known about this branch - according to records, trackage was built to the Hubert Mine, a large ore producer on the north side of Nevadaville, close to and perched on the hillside above the town.  For what years this mine shipped ore, how much, and when the branch was torn up seem to be sparsely documented.

In May 1888, rails were extended to the Hubert Mine branch.  This branch was described as branching off of the switchback from the Whiting Mine and working its way up to eventually reaching the Hubert Mine.  

The mine was managed by Henry C. Bolsinger, who not only was a prominent citizen and state senator, but was President of the Gilpin Tramway in 1886, and a Gilpin Tramway director in 1887 and 1888.

The branch to the Hubert eventually required seven switchbacks.  The first three, because they also served other mines, were documented in the Colorado & Southern mileage charts. These switchbacks also served the Whiting, Grand Army, and Concrete mines. We already stopped by M.P. 40.74 Concrete Switchback.

M.P. 40.96 Concrete Switchback No. 2.
The spur trackage at the Grand Army Mine was relatively congested, and the second switchback branched off almost right in front of the mine building.

M.P. 41.23 Concrete Switchback No. 3:
 The tail track of this switchback was 236 feet long, and this switchback was located immediately southeast of the Prize Mine, graded on an open, grassy slope.  The tail of this switchback is at about the same elevation as the wagon road that served the ore bins for the Prize Mine.  There is no record that the Prize ever shipped on the Gilpin Tram, but perhaps the tail of the switchback was graded such that it could have been easily extended to the mine at a later date.

I speculate that the Concrete Switchback No. 3 was built here to be a convenient location to extend a spur to the Prize Mine if ever needed.  However, it appears the Prize Mine never became a shipper on the Gilpin Tram.  

The Weekly Register Call newspaper reported on October 14, 1887, “The Gilpin Tramway company have completed their switch track to the old bakery building of Andrew Bitzenhofer in east Nevadaville, out in their switch and are making good headway towards the Prize and Hubert mines.”

A May 1888 newspaper report said the branch was being built to the Prize and Hubert Mines.  Joseph W. Bostwick, who owned the Prize Mine, was also a Director of the Gilpin Tramway from 1900 to 1904.  The Prize Mine also owned the adjacent Seuderberg Shaft, which was shown as being on a spur off of the Hubert Mine Branch.  

The Gilpin Observer reported on February 13, 1902, “…it (referring to the Prize Mine) has been idle for a number of years. It is supplied with a good plant of machinery, and connected by a siding with the main line of the Gilpin County Tramway.”

So perhaps ore from the Prize Mine was shipped after all? Although I have never seen any paper records of this mine shipping on the tram, it is possible the ore was shipped out at the Seuderberg shaft, located on the top of Gunnell Hill and just north of Nevadaville.  By 1914, this mine was connected to the Argo Tunnel, and ore was by then presumably shipped out to the mills in Idaho Springs.


This nice view of the Prize Mine is from the Mike Pyne collection, and perhaps takekn in the 1970s or 1980s. This mine shipped by ore wagon or truck, and there is no record it shipped on the Gilpin Tram.


A view of the southerly side of the Prize Mine, taken about 2000. The dirt road is at about the same elevation as a nearby tail of a switchback on the Gilpin Tram, and could have easily been graded as a spur if the need had ever arisen.


This is the southwesterly side of the Prize Mine, and shows how the mine was built into the hillside. The mine entrance seemed to be via a sloped adit, rather than a vertical shaft.


The powder house for the Prize Mine is this robust stone structure. Lane Stewart wrote a nice modeling article on this powder house in Gazette several years ago.


The Prize Mine also had this rather fancy outhouse nearby.


Intrepid Gilpin Tram historian Joe Crea is standing on the grade for the tail of one of the Gilpin Tram switchbacks leading to the Hubert Mine.


The next series of switchbacks continued to climb Gunnell Hill. Part of the grade was supported on a stone retaining wall just above the Prize Mine. This wall had been strengthened with metal tiebacks driven into the wall. The heads of each tieback shaft was scrap – look closely, and you’ll see old gears, bolts, bearings, etc. used. This would be an interesting detail to model!


The switchbacks continue to gain elevation, and are often supported on the typical dry-laid stone retaining walls. Here, Dan Abbott and Joe Crea are exploring the Gilpin Tram grade. We were looking for physical evidence of trackage, such as spikes or splice bars, but didn’t find any that day.


This photo is from “Glimpses of Golden Gilpin Colorado”, published about 1908, and shows the Hubert Mine (at the left end of the large waste rock dump). This was the end of the Hubert Mine spur. The homes nearby are all part of Nevadaville.


A contemporary photo looking at Nevadaville, shows the large waste rock dump for the Hubert Mine is still there.



Continuing on, we finally reach the Hubert Mine.  This sizeable mine acquired a mill in Nevadaville, named the Hubert Mill, and conveniently downhill from the mine.  This was a 25 stamp mill that served the mine. Newspaper accounts describe the building of a Pickett Tramway, a bucket type tramway to deliver ore to the mill.

Trackage seemed to be in place to the Hubert mine at least by 1892, as the Daily Register Call magazine reported, “Tuesday morning the mining reporter dropped in at the shaft building on the Hubert mine on Jones Mountain, Nevada district. Two of the miners who are working on company account in the 950 west level were busily engaged in loading stamp mill dirt into the tramway cars, which were shipped that afternoon to the Randolph stamp mill company in Black Hawk…”

The Weekly Register Call newspaper reported on October 4, 1899, “…the ore crushed in Black Hawk is transported to the stamp mills over the Gilpin County tramway, racks and switches having been extended and put in at the mine. The shaft building is being covered with sheet iron, and other improvements added on the surface, that will expedite handling of the ore taken out during the stormy wintry months…”

The Weekly Register Call newspaper reported on August 5, 1892,”Mr. J.V. Thompson, master mechanic of the Gilpin County Tramway company’s shop, on Monday was getting out the switch-bars and switches for a switch-back to the Concrete mine from the tramway line that extends to the Hubert mine.” So, this article is saying the Hubert Mine trackage was in place before the track was extended to the Concrete mine.
 
Dan Abbott, in his book “The Gilpin Tram Era”, provides a newspaper account that describes the building of the aerial bucket tramway also states, “The ore in Black Hawk is transported to the stamp mills over the Gilpin Tramway. tracks and switches having been extended and put in at the Hubert Mine.”   Finally, the newspaper account wraps up with, “The mine is connected to the stamp mills by two tramways, the company’s mill being supplied by a bucket tramway...and by the Gilpin Tramway, over which the smelting ore and stamp mill dirt is transported to Black Hawk.”

By 1900, the first Hubert Mill had been replaced with a new, larger mill adjacent to the old building.  The aerial bucket tramway was replaced with a 4-rail funicular railway (loaded car descends on one track while the empty car ascends on the other side).  Perhaps with the enlarged milling capacities and new milling equipment the Gilpin Tramway was no longer needed, and this was the end of the branch.  But, this is my speculation only.

How long did trackage last to the mine? Well, there is this report in the Gilpin Observer on June 25, 1908, “The Gilpin tramway made connection with the Hubert this week and ore was being hauled this week.”

That ends our look at Gunnell Hill and its network of trackage and busy mine traffic. Next, we’ll head up through Dogtown and the outskirts of Nevadaville.




Today, near the Hubert Mine location are these ruins. These may actually be a part of the Jones Shaft, a nearby operation.


Also near the Hubert Mine location are these remnants of ore loading bins – these served a road for wagon or truck traffic.


I am finishing up the look at Gunnell Hill with this pretty view, looking west, Gunnell Hill, with it’s prominent waste rock dumps is in the center rear. This view is looking up Eureka Gulch.


And, now we are back to where this current set of Gunnell Hill posts on this thread all started. This previously posted photo shows a Gilpin Tram train of loaded ore cars backing down the main line, on the north slope of Gunnell Hill. It will soon be passing the Straub Mine and coming to the Gunnell Hill siding. The Prize Mine is high up on the hill, at upper right.