Talk:Maroon Creek Bridge

only significant remnant??

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 Grande have to do with this bridge, used by a different railroad?

A lot of that is based on how Schwieterman tends to describe things. Point by point:

• 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 anything like that. There are 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.
• 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 favors.
• 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. Daniel Case (talk) 01:47, 2 October 2011 (UTC)

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. — Preceding unsigned comment added by 174.253.136.128 (talk) 02:33, 2 October 2011 (UTC)

That's why we used "significant". Wasn't clear as to the I-70 timeline; will edit appropriately. Daniel Case (talk) 04:09, 2 October 2011 (UTC)

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). — Preceding unsigned comment added by 174.253.140.126 (talk) 13:28, 2 October 2011 (UTC)

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 my 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). Daniel Case (talk) 15:20, 2 October 2011 (UTC)

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.

I changed "only significant" to "most visible". Daniel Case (talk) 05:22, 17 October 2011 (UTC)

That's certainly true in the Aspen area-- at least it's the largest structure left.

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. — Preceding unsigned comment added by 174.253.146.148 (talk) 20:24, 17 October 2011 (UTC)

It's mentioned in the railroad MPS. Some other website, not one we can use a source, did note how quickly it was built considering the conditions. Daniel Case (talk) 02:36, 27 October 2011 (UTC)

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