Rare JERSEY COFFEE ~ The ROYAL GORGE, COLORADO ~ DENVER & RIO GRANDE RAILROAD

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Rare JERSEY COFFEE ~ The ROYAL GORGE, COLORADO ~ DENVER & RIO GRANDE RAILROAD↓ ↓↓ SCROLL DOWN TO VIEW ALL PHOTOS ↓ ↓↓/////////////////////////////////////////////////////////////////////////////////////////////////////////////////////AGAIN THIS MONTH, WE ARE OFFERING MORE EXAMPLES OF FINE ANTIQUE RAILROAD ARTIFACTS FROM THE ESTATE OF SEVERAL ADVANCED COLLECTORS, INCLUDING MEMORABILIA FROM A NUMBER OF RAILROADSPLEASE CHECK OUR OTHER EBAY LISTINGS FOR MORE RAILROAD ITEMSMany people are fascinated by railroads. At one time, railroads were connected to most aspects of community and economic life, and almost everyone had the experience of taking the train to some distant destination. Today, railroads are still a vital part of the nation's commerce, but they have largely evolved into less publicly visible movers of freight. For the most part, the romance and glory of the great age of railroads has passed from the scene.One way of remembering this bygone era is through collecting artifacts that have survived the years. Most railroad lines were, and still are large enterprises requiring vast amounts of material and equipment to operate. While much of this material and equipment like locomotives, cars, buildings, etc. are "collectible" for only a small number of people and organizations with the resources to maintain them, smaller items like lanterns, china, paper, and locks are well within the reach of individual collectors. Therefore, many people seek out such items -- often called "railroadiana" -- at auctions, garage sales, antique shows and "collector events".COLLECTING RAILROAD EPHEMERA & MEMORABILIAAn immense amount of paper of various kinds was used by the railroads. Some examples: public timetables to inform passengers about train schedules, maps to advertise routes and attract freight business, employee timetables to inform crews about rules and operations, brochures to entice the public to tourist destinations served by a particular line, passes to allow guests and dignitaries free travel on trains, and many other types of paper. For paper items that were produced for the public, railroad companies gave a lot of attention to attractiveness and design. Some companies went so far as to commission artists to paint special artwork that was then reproduced on timetables, brochures, calendars, and other items. Even though some of this paper was produced in relatively large quantities, the fragile nature of paper combined with the tendency of most people to throw it away after use has resulted in some of it being rather rare.Today, many collectors seek out this paper, some specializing in particular types such as timetables or passes. They appreciate it as an means of understanding how railroads operated many years ago, as a window on travel before the age of commercial aircraft, or as artistic examples of early public relations. In fact, railroad paper seems to have recently "come of age" as a collectible, and rare examples have begun to command impressive prices at auction. Still, more common examples of railroad paper remain one of the least expensive types of railroadiana, and many collectors have gotten their start in the hobby with paper./////////////////////////////////////////////////////////////////////////////////////////////////////////////////////DESCRIPTIONFROM AN ADVANCED ESTATE COLLECTION OF RAILROAD MEMORABILIA, THIS OUTSTANDING VICTORIAN ERA ADVERTISING TRADE CARD WAS ACQUIRED BY THE COLLECTOR SPECIFICALLY RELATIVE TO THE RAILROAD THEME, BUT COLLECTIBLE BY OTHERS IN THE REALM OF COFFEE ADVERTISING AND TRADECARDS.MEASURING 3 1/8 x 4 15/16" OVERALL, PRINTED ON MEDIUM WEIGHT CARD STOCK, FEATURING A SUPERB LITHOGRAPHED IMAGE ON THE OBVERSE TITLEDTHE ROYAL GORGE, COL. ~ D. & R. G. R. R.THE IMAGE EXHIBITS A STEAM LOCOMOTIVE OF THE LATE 1800s, TRAVELING ON TRACKS FLANKING A RIVER, BETWEEN MOUNTAIN CRAGS, ALONG THE RIVER GORGE.STYLIZED PERIOD LETTERING ON THE REVERSE, PRINTED IN BLUE READSHANDSOME, HISTORICAL, INSTRUCTIVETHE JERSEY COFFEESERIES OF PHOTO - LITHOGRAPHIC VIEW CARDS, CONSISTING OF100 BEAUTIFUL DESIGNS,IS THE MOST VALUABLE COLLECTION OF PICTURE CARDS EVER GIVEN TO THE PUBLIC. THIS CARD BELONGS TO THE SERIES. ONE CARD OF THIS SERIES IN EACH PACKAGE OF JERSEY COFFEE. NO TWO CARDS OF SAME DESIGN IN ANY SINGLE CASE OF COFFEE.USE JERSEY COFFEEAND SECURE THIS VALUABLE COLLECTION OF AMERICAN AND FOREIGN VIEWS.LARGE PREMIUM PICTURE !TO EVERY ONE SENDING US TWENTY-FIVE JERSEY COFFEE WRAPPERS AND CORRECT POST OFFICE ADDRESS, WE WILL MAIL, FREE OF CHARGE, A LARGE, BEAUTIFUL PICTURE, WITHOUT LETTER- ING, READY TO FRAME. STYLE AND DESIGN OF PREMIUM PICTURE WILL BE CHANGED FREQUENTLY, THUS GIVING TO CON- SUMERS OF JERSEY COFFEE AN ELEGANT VARIETY OF BEAUTIFUL WORKS OF ART, WITH WHICH TO ADORN THEIR HOMES.JERSEY - COFFEEIS PURE, CLEAN, STRONG AND FINE FLAVORED,AND IS THE BEST PACKAGE COFFEE ON THE MARKET. SOLD ONLY IN ONE-POUND PACKAGES.TO SECURE THE PREMIUM PICTURE YOU NEED NOT SEND ENTIRE WRAPPER. SEND ONLY THE FRONT CONTAINING THE " TRADE MARK PICTURE OF JERSEY COW AND CALF.WRITE NAME AND ADDRESS IN PLAIN LETTERS.THE DAYTON SPICE MILLS CO.,DAYTON, OHIO.SOME CHIPPING TO EDGES ~ PIN HOLE AT TOP ~ SOME BLEMISHES AND BROWNING ~ CONSIDERING THE AGE, OVERALL, FINE OLD VINTAGE CONDITION, BEST NOTED BY EXAMINING THE IMAGES OFFERED.HISTORY of THE DAYTON SPICE MILLS COMPANY & PRESIDENT, WALTER WORMANThe Dayton Spice Mills Company was located at the corner of First and Foundry Streets in Dayton, Ohio and was among the best known concerns in Ohio, devoted to the manufacture of pure and unadulterated spices, baking powder, etc.The Dayton Spice Mills Company goods are noted from Ohio to the Missouri river and beyond for their absolute puiry, freshness and low prices, and customers have the satisfaction of knowing that nothing inferior or adulterated will be foisted upon them by this house. This has been the principle upon which the business has been conducted from its inception, and the management has never deviated from this path.The Dayton Spice Mills Company was established in 1885 and the premises they occupy are comprised in a three-story brick building, 34 x 196 feet in dimensions. The equipment of the establishment includes roasters and grinding machinery of the most modern mechanical construction which are operated by a 75 horse power engine. As the company is content with a reasonable profit, customers may depend that they can not obtain goods of equal value at lower prices anywhere. The specialties of the house are Jersey Coffee, Jersey Baking Powder, a pure, wholesome and unquestionably valuable article, and Jersey Spices, warranted strictly are represented, and the business of the house is entirely wholesale.Walter Worman was born in Dayton, Ohio, on September 29, 1848, and was the son of Methuslah and Barbara Worman. Initially in his career, Mr. Worman was associated with the Firemans Insurance Company, but after several years moved into the wholesale grocery business as partner in the firm of Weakly Worman and Company. Eventually, he became a prominent businessman in his position as president of the Dayton Spice Mills Company. As an active community member, Mr. Worman was a member on the board for the Dayton conservancy project. On September 14, 1876, Walter Worman married Nannie E. Dye of Troy, Ohio. The Wormans had four children, Horace, Bessie, Philip, and Nannie Eleanor.HISTORY OF THE DENVER & RIO GRANDEThe Denver & Rio Grande Railway (D&RG) was incorporated on October 27, 1870 by General William Jackson Palmer and a board of four directors. It was originally announced that the new 3 ft railroad would proceed south from Denver and travel an estimated 875 miles south to El Paso via Pueblo, westward along the Arkansas River, and continue southward through the San Luis Valley of Colorado toward the Rio Grande. Closely assisted by his friend and new business partner Dr. William Bell, Palmer's new "Baby Road" laid the first rails out of Denver on July 28, 1871 and reached the location of the new town of Colorado Springs, then the Fountain Colony, by October 21. Narrow gauge was chosen in part because construction and equipment costs would be relatively more affordable when weighed against that of the prevailing standard gauge. Palmer's first hand impressions of the Ffestiniog Railway in Wales buoyed his interest in the narrow gauge concept which would prove to be advantageous while conquering the mountainous regions of the Southwest. Eventually the route of the D&RG would be amended, including a plan to continue south from Pueblo over Raton Pass, and added to as new opportunities and competition challenged the railroad's expanding goals.Feverish, competitive construction plans provoked the 1877-1880 war over right of way with the Atchison, Topeka and Santa Fe Railway. Both rivals hired gunslingers and bought politicians while courts intervened to bring settlement to the disagreements. One anecdote of the conflict recounts June 1879 when the Santa Fe defended its roundhouse in Pueblo with Dodge City toughs led by Bat Masterson; on that occasion, D&RG treasurer R. F. Weitbrec paid the defenders to leave. In March 1880, a Boston Court granted the AT&SF the rights to Raton Pass, while the D&RG paid an exorbitant $1.4 million for the trackage extending through the Arkansas River's Royal Gorge. The D&RG's possession of this route allowed quick access to the booming mining district of Leadville, Colorado. While this "Treaty of Boston" did not exactly favor the purist of original D&RG intentions, the conquering of new mining settlements to the west and the future opportunity to expand into Utah was realized from this settlement.By late 1880 William Bell had begun to organize railway construction in Utah that would become the Palmer controlled Denver & Rio Grande Western Railway in mid-1881. The intention of the D&RGW, aka the "Western", was to work eastward from Provo to an eventual link with westward bound D&RG in Colorado. This physical connection was realized near Green River, Utah on March 30, 1883, and by May of that year the D&RG formally leased its Utah subsidiary as previously planned. By mid-1883, financial difficulties due to aggressive growth and expenditures led to a shake up among the D&RG board of directors, and General Palmer resigned as president of the D&RG in August 1883, while retaining that position with the Western. Frederick Lovejoy would soon fill Palmer's vacated seat on the D&RG, the first in a succession of post Palmer presidents that would attempt to direct the railroad through future struggles and successes. Following bitter conflict with the Rio Grande Western during lease disagreements and continued financial struggles, the D&RG went into receivership in July 1884 with court appointed receiver William S. Jackson in control. Eventual foreclosure and sale of the original Denver & Rio Grande Railway resulted within two years and the new Denver & Rio Grande Railroad took formal control of the property and holdings on July 14, 1886 with Jackson appointed as president. General Palmer would continue as president of the Utah line until retirement (due to company re-organization) in 1901.The D&RG built west from Pueblo reaching CaCity in 1874. The line through the Royal Gorge reached Salida on May 20, 1880 and was pushed to Leadville later that same year. From Salida, the D&RG pushed west over the Continental Divide at the 10,845 feet (3,306 m) Marshall Pass and reached Gunnison on August 6, 1881. From Gunnison the line entered the Black Canyon of the Gunnison River passing the famous Curecanti Needle seen in their famous Scenic Line of the World Herald. The tracks left the increasingly difficult canyon at Cimmaron and passed over Cerro Summit, reaching Montrose on September 8, 1882. From Montrose, a line was laid north through Delta, reaching Grand Junction in March 1883, which completed a narrow gauge transcontinental link with the Rio Grande Western Railway to Salt Lake City, Utah.The line from Pueblo to Leadville was upgraded in 1887 to three rails to accommodate both narrow gauge and standard gauge operation. Narrow gauge branch lines were constructed to Crested Butte, Lake City, Ouray and Somerset.The route over Tennessee Pass was known for steep grades, and it was not uncommon to see trains running with midtrain and rear-end helpers. In 1997, a year after the D&RGW/SP merger with Union Pacific, the UP closed the line. Although it has been out of service for nearly 2 decades, the rails are still in usable condition, though many of the signals have been ravaged by time and vandals. In 2011, under a federal Beautification Grant, the railroad's overhead signal pole lines were removed, for scrap by a private contractor.In 1998, Union Pacific sold 12 miles of the route's track through the Royal Gorge in an effort to preserve the scenic route. Two new corporations, the Canon City & Royal Gorge Railroad (CC&RG) and Rock & Rail, Inc. (R&R), joined together to form Royal Gorge Express, LLC (RGX) to purchase the line. Passenger service on the new Royal Gorge Route Railroad began in May 1999. The Royal Gorge Route Railroad operates trains on their 12-miles of track through the Royal Gorge year-round, from Canon City to Parkdale. The Railroad is a heritage railway. Apart from this stretch of track, and the odd Hi-Rail inspections between Parkdale and Dotsero, the Tennessee Pass subdivision has been out of service.Unlike other lines with open observation cars for non first class passengers, the D&RGW operated theirs for an additional 25 cent charge. The cars were available during the summer months on both the Royal Gorge and the Black Canyon (Shavano) routes.The D&RG also pushed west from Walsenburg, Colorado over La Veta Pass, now "Old La Veta Pass", by 1877. At the time the 'Uptop' depot on Veta Pass, rising over 9,500 feet in elevation, boasted the highest elevation for a narrow gauge railroad. The railroad reached Alamosa by 1878. From Alamosa, a line was pushed south through Antonito eventually reaching Santa Fe, New Mexico, the Chili Line, and west as far as Creede, Colorado. A line containing one of the longest tangent tracks in U.S. railroading, 52.82 miles, also linked Alamosa with Salida to the north. From Antonito a line was built over 10,015 feet Cumbres Pass, along the Colorado-New Mexico border, reaching Durango, Colorado in August 1881 and continuing north to the rich mining areas around Silverton in July 1882. A line was also constructed in 1902 as a standard gauge line, perhaps in anticipation of possible standard gauging of the entire line, south from Durango, Colorado to Farmington, New Mexico. Originally hauling mainly agricultural products and serving as a deterrent to the Santa Fe building up from the south, the line was converted to narrow gauge in 1923, and later delivered pipe and other construction materials to the local oil and natural gas industry into the 1960s.Portions of the Alamosa-Durango Line survive to this day. The Walsenburg-Alamosa-Antonito line survives as the standard gauge San Luis and Rio Grande Railroad, with passenger excursion trains service provided by the Rio Grande Scenic Railroad. Two narrow gauge segments survive as steam railroads, the Antonito-Chama line as the Cumbres and Toltec Scenic Railroad and Durango-Silverton as the Durango and Silverton Narrow Gauge Railroad.The D&RG built west from Leadville over 10,240 feet Tennessee Pass in an attempt to reach the mining areas around Aspen, Colorado before its rival railroad in the area, the Colorado Midland, could build a line reaching there. The D&RG built a line through Glenwood Canyon to Glenwood Springs, reaching Aspen in October 1887. The D&RG then joined with the Colorado Midland to build a line from Glenwood Springs connecting with D&RG at Grand Junction. Originally considered a secondary branch route to Grand Junction, the entire route from Leadville to Grand Junction was upgraded to standard gauge in 1890, and the original narrow gauge route via Marshall Pass became a secondary route.The Denver and Rio Grande Western Railway Company entered Utah by second choice. Its president, William Jackson Palmer, had originally organized the Denver & Rio Grande Railway in Colorado, intending to head south to the Mexican silver mine, as the name of the company attested, but was beat out for the southern route through Raton Pass, Colorado, by the Atchison, Topeka and Santa Fe Railroad in 1878. In the accompanying flurry of litigation and capitalist maneuvering, railroad magnate George Gould, son and heir of the railroad king, Jay Gould, gained ownership of the line. He retained Palmer as President and urged rapid expansion of the system.Turning westward, Palmer incorporated the Denver & Rio Grande Western-Utah on 21 July 1881. Meanwhile, survey crews raced to connect the established mines and smelters of western Colorado with these newly-acquired Utah lines.A year later, the road extended southward to the junction of the Utah and Pleasant Valley Railway, built by members of the Church of Jesus Christ of Latter-day Saints to haul coal from its local mines. Railroad crews working south joined others coming west from Colorado to unite the system in 1883, at Desert, near Green River. The first train run over the rails arrived in Salt Lake City on Sunday, exacerbating the gradually deteriorating relations between Utah's Mormon residents and the railroad's directors.Railroad insensitivity to local concerns was bred largely by economic necessity. Formed too late to take advantage of federal land grants, (such as those given its main Utah rival, the Union Pacific), the D&RGW earnestly sought other sources of wealth. A company geologist in 1881 noted two accessible coal mines needed for locomotive fuel, stimulating what would later be a near monopoly of Utah coking coal. The railroad began by acquiring the Mormon-owned Pleasant Valley Coal Company and Railroad in a foreclosure sale in 1882.On 16 May 1889, the Denver & Rio Grande Western - Utah reorganized as Rio Grande Western.The Utah Fuel Company was incorporated in 1899 as a second coal subsidiary, particularly to exploit the rich Sunnyside deposit. The D&RGW also incorporated the Magnolia Trading Company and the Wasatch Store Company to manage its saloon and mercantile trade, respectively, in its coal company towns. Additional lines were built or acquired to link the entire system and its commercial enterprises, including the Carbon County Railway Company to the Sunnyside property, acquired by the Rio Grande in 1900.As the business enterprise grew, the railroad also needed to establish division points. Concurrent with a system-wide change to standard gauge (fifty-six-and-a-half inches) from narrow gauge track (thirty-six inches), the Rio Grande established Helper, in Carbon County, in 1890. This town alternated with Soldier Summit, in Summit County, as the chief railroad division point between Grand Junction, Colorado, and Salt Lake City, Utah - a stop necessitated by federal laws mandating the length of time a train crew could legally work. The railroad's policy of hiring a series of immigrant laborers gave Helper much of its distinctive ethnic quality.Railroad policy which continually stressed growth over maintenance dangerously overextended the D&RGW. Some efficiency resulted from the 31 July 1908 administrative consolidation of Utah's Rio Grande Western Railway Company and the Denver and Rio Grande Railroad Company (of Colorado) under a second Denver and Rio Grande Railroad Company.Gould's feud with the Union Pacific in the early 1900s had left the newly-reorganized company liable for bonds of a sister line, the Western Pacific. When the Western Pacific defaulted in 1915, the D&RGW went into receivership. Final settlements were stalled by World War I, as all American railroads were administered by the national Railroad Administration during the conflict.In 1920, when the nation's railroads were finally returned to private ownership, the tangled financial status of the Rio Grande was finally unraveled. A succession of four receiverships from 1915 to 1924 marked its economic instability, largely a legacy of Gould's mismanagement.On 1 August 1921, a third Denver & Rio Grande Western, chartered in Delaware, emerged from the financial chaos and in 1927 acquired Utah's Goshen Valley Railroad Company, which had been serving the Tintic District in Utah County since 1918. That same year the system added the Rio Grande Motor Way, which spread into bus transportation two decades later. This latter function was sold to Continental Bus Lines in 1948.Railroad directors then looked eastward once more, determined to link Salt Lake City and Denver directly through the Moffat Tunnel. The Great Depression of the 1930s slowed these expansion plans, but finally, in June 1934, the route was completed with funds from the federal government's Reconstruction Finance Corporation. A similar government loan allowed the D&RGW to buy the Denver and Salt Lake Railway the same year.In 1935 the line once again faced financial insolvency and was run by a Board of Trustees until 1947. As part of a new program it added the California Zephyr to its fleet, a luxury passenger train that stood as the last privately-owned carrier of its kind when its shrunken route was finally abandoned in 1983.During the 1950s, renewed competition with the Union Pacific cut into Rio Grande profits. Consequently, it abandoned many of its shorter spur routes, but improved its financial position. Through continued consolidation, the D&RG maintained its financial health and its freight operations through the 1980's.On 13 October 1988 Rio Grande Industries, owner of the Denver and Rio Grande Western, completed its purchase of Southern Pacific ransportation Company and the name was changed to Southern Pacific.////////////////////////////////////////////////////////////////////////////////////////////////////////////////////PLEASE USE THE EBAY " CONTACT SELLER " FUNCTION TO CONTACT US AND RESOLVE ANY QUESTIONS BEFORE BIDDINGFREE SHIPPING ON THIS ITEM TO DOMESTIC ADDRESSESINTERNATIONAL SHIPPING AVAILABLE ~ CONTACT US FOR A RATE QUOTE BEFORE BIDDING<<<<< WE NEVER CHARGE A HANDLING FEE & ALWAYS OFFER COMBINED SHIPPING >>>>>Auction Wizard 2000 - The Complete Auction Management Software Solution read more

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