All posts in Moffat Tunnel

30Mar

March 1924: Record Tunnel Progress, Prohibition’s Impact, and a Near Disaster at the Moffat Tunnel

In Moffat Tunnel by Preserve Rollins Pass / March 30, 2024 / Comments are closed

March 1924 saw record-breaking progress at the Moffat Tunnel, prohibition-related incidents, and a near disaster caused by a dynamite blast.

Moffat Tunnel Construction Happenings from 100 Years Ago

March 1924 finds new records being set at the Moffat Tunnel. A new record was set “when the water tunnel at West [P]ortal was driven 24 feet in 24 hours. The distance made at East Portal during the same time was 14 feet, total 38 feet for Monday. The new machinery is beginning to tell and very soon both portals will be showing increased results. The goal that is being striven for is 45 feet per day counting both portals and the boys at West Portal exceeded that mark Monday. The progress in the water tunnel sets the pace for the railroad tunnel, for in the latter enough headings can be run to keep pace with the smaller bore. Forty-five feet per day would complete the tunnel in two years. Work at West Portal is proceeding much more favorably with better ground. Tunnel officials and contractors were elated and sent warm congratulations to the officials and workmen at West Portal. The railroad tunnel is now under cover at both portals and from the crosscuts the headings in the main tunnel have been driven more than 600 feet. The water [tunnel] is in approximately 1,500 feet at East Portal and 1,800 feet at West Portal.”

The Craig Empire newspaper wrote, “On each side of the divide, therefore, the visitor may now see the portals of both the Moffat [T]unnel proper and the water tunnel.”

The Moffat Tunnel was constructed entirely during prohibition; however, that doesn’t mean that liquor didn’t play a part in the Moffat Tunnel’s history. Several months earlier, in the second half of 1923, two folks in Tabernash, Colorado were charged with illegal possession of intoxicating liquor. John Mitchell and N. Darbyshire were sentenced to sixty days in the county jail as “the pair were attempting to supply workers at the Moffat [T]unnel with moonshine when they were arrested.”

Other articles in The Middle Park Times for Grand County chided the general public, “Every citizen of this county remembers the years of struggle to secure the right to construct this tunnel. We all know how much benefit we can and will receive from the development of our county by means of proper transportation. It is up to each citizens [sic] to use his influence to see that the workmen are not supplied with illicit liquor. If any citizen knows of any person who is in a position to make or sell this stuff to the tunnel workers he is working against his own interest if he fails to report the case to the proper authorities. The success of building the tunnel is up to you Mr. Citizen.”

The headlines around the third week of March 1924 read something to the effect of what was published in the Routt County Sentinel regarding a dramatic event that transpired Sunday, March 16, 1924: “Whiskey Incites Attempt to Wreck Moffat Tunnel.” The details pieced together from multiple articles are that “Daniel Sullivan… foreman of a construction gang working at the [W]est [P]ortal of the Moffat [T]unnel… was arrested Sunday morning at the tunnel…. Several sticks of dynamite were fired near the mouth of the bore, but the blast was not strong enough to damage the props of the tunnel seriously, according to members of the commission. Sullivan is said to have been drunk for a week preceding the attempt to destroy the bore, and is believed to have had trouble with the night foreman. He was seen running from the tunnel entrance as the charge was fired…. Had the charge been of sufficient strength, tunnel engineers say, considerable damage would have been done. As it was, only a few props in the tunnel were broken. Had the large props been blown away, tons of earth and rock would have blocked the entrance to the tunnel, seriously hampering progress of the work.”

More rural papers said that “Denver papers made a sensation of the affair, stating that Sullivan is an I.W.W., but the superintendent at the portals states that until Sullivan began drinking recently he was a model employee.”

For a happy ending: many of the historic photographs taken during the construction are of workers with their dogs. Underscoring the fact that history is not the story of strangers, it is the story of us, had we been born a little bit earlier. How many of us within the past week have taken a photograph of or with our pet?

B. Travis Wright, MPS | Preserve Rollins Pass | March 30, 2024

The primary purpose of our work is to inform the public.

29Feb

Feeding the Workforce and Powering Progress: February 1924 at the Moffat Tunnel

In Moffat Tunnel by Preserve Rollins Pass / February 29, 2024 / Comments are closed

In February 1924, the Moffat Tunnel project advanced with hearty meals, new electric locomotives, and significant progress at both portals.

Moffat Tunnel Construction Happenings from 100 Years Ago

The saying of ‘an army marches on its stomach’ has been attributed to both Napoleon Bonaparte as well as Frederick the Great. The saying is also apt for the conditions on both sides of the Moffat Tunnel. Of the West Portal mess hall, the following description was penned by Viola J. Meair, the local manager of The Oak Creek Times newspaper:

“The mess hall is a large, clean, well lighted building where 10 or 12 men are comfortable seated at each table. It requires 3,000 pieces of china to serve one meal. There are five cooks, seven waiters, three dishwashers, three helpers and three watchmen. Things are done so quickly and efficiently that there is no noise, no loud shouting of orders, no confusion. Each man has his place and a certain amount of things to do and they are done quickly and quietly. Everything is clean and neat. All the dining room employes [sic] wear clean caps and aprons. There are 225 men fed at one time.

“There is a baker, who makes 100 loaves of bread each night. They have a portable 100-loaf capacity oven. There are three kinds of vegetable served at dinner and supper and it takes 10 gallons of each of these for each meal. They use 25 pounds of butter a day. It takes one sack of potatoes for each meal.

“There are two kinds of meat, three vegetables, soup at noon, two or more relishes, two or more kinds of dessert served at each meal, also tea and coffee. For breakfast the men are given their choice of four kinds of breakfast food, two cooked and two ready to serve, and their choice of one kind of fruit. Syrup, honey and preserves are also on the table at all times.

“It takes 20 gallons of coffee to serve each meal. On [sic] hundred and forty pounds of flour is required to do the baking each day. It takes 65 pies to serve one meal. Pie and cake are served at last [sic] once a day.

“For those working on shift each man is given four sandwiches, one kind of fresh fruit, pie and cake in his lunch bucket. A room is provided where they may sit down and eat in comfort. At each lunch time a can of hot coffee, together with milk, sugar, relishes, preserves, catsup, mustard, are taken to this building so each man may fix his sandwiches with the many spreads provided and all the hot coffee or tea he cares for.

“On Sunday we ate dinner with the men and they served roast beef and brown gravy, stewed chicken and the platters were garnished with parsley, peas and pimentoes [sic]. I noticed that parsley and lettuce were much used to garnish the dishes, which makes the meal dainty and attractive. We also were served mashed potatoes, string beans, vermicelli with tomato sause [sic], delicious bread pudding with vanilla sauce and various appetizers to tempt one. I think it must have been worse than the Garden of Eden as far as tempting one to eat apples and other fruit. By the way the fruit served is of the very best. The large delicious apples, large oranges and bananas showed they are not at all stingy with any of it.”

If food is one-half of the equation, the other half is undoubtedly improved machinery. February 1924 saw the electric locomotives finally arrive and immediately put into use. “With the electric locomotives there will be no delay in removing the broken rock, which until now has been taken out on cars pulled by mules, a single car at a time. The loading machinery will multiply the amount of material handled, while an electric motor will pull a long train of dirt cars…. The new equipment received included the remainder of the machinery for providing compressed air, and the number of drilling machines will now be increased as rapidly as room can be made for them at the several headings. Each time a new crossover is completed, two additional headings of the main tunnel will present faces for the drillers, and more men will be given employment.” It was estimated that all machinery will be in place and fully operational March 1st. The first electric locomotive was named “D.H. Moffat” in honor of David Halliday Moffat.

Other equipment arrived as well: it was written that the “hospital is equipped with all the very latest and best, even… an X-ray machine.” Both East and West Portal have X-Ray capabilities.

Viola Meair also relayed a mid-February story about the interesting collateral damage from the use of dynamite at West Portal, “The small tunnel is in about 1,500 feet and the outside opening of the big tunnel was almost ready for the ‘collar.’ The big steam shovel is in position on the track and the frame, etc., was almost ready for the first big blast that will start the outside entrance to the big hole. They told me they would blast soon after noon and notified and notified everybody that when the whistle blew three times to run like the dickens, but being a women [sic] and somewhat curious I wanted to be close so as to see the rocks fly. I looked around for a desirable location. Finally some one asked me what I was hunting for and I told them. But when they showed me rocks as big as an ordinary stove that had setled [sic] thru [sic] the roofs of nearby buildings I began to look for a perch near the hospital but I had to leave for the train before the big event.”

By the end of the slightly longer month (after all, February 1924 was a leap year), the published statistics were:

“At West Portal, the water tunnel has been completed for a distance of 1,700 feet into the mountainside. The railroad tunnel proper has been driven 250 feet, and work is progressing satisfactorily on the enlargement of this bore. At East Portal, the water tunnel has been driven 1,350 feet into the heart of the rockies. The main heading of the railroad tunnel has been driven 306 feet, and the enlargement work is progressing rapidly.” It was also noted that drilling operations at the East Portal have pierced through “rich veins of copper and iron ore.” The materials became property of the Moffat Tunnel Commission.

B. Travis Wright, MPS | Preserve Rollins Pass | February 29, 2024

The primary purpose of our work is to inform the public.

25Feb

Jonas Wilson Pumphrey: A Moffat Tunnel Worker’s Passing on February 25, 1924

In Moffat Tunnel by Preserve Rollins Pass / February 25, 2024 / Comments are closed

Commemorating the 100th anniversary of Jonas Wilson Pumphrey’s death during Moffat Tunnel construction, honoring his legacy and sacrifice in 1924.

Moffat Tunnel Construction Happenings from 100 Years Ago

One of the first tunnel workers died one hundred years ago today, on Monday, February 25, 1924. Jonas Wilson Pumphrey of Nederland died at 3:30pm at East Portal “after a five days illness of pneumonia.” Pumphrey was 58 years old and was “a driver of one of the electric motors being operated in the tunnel.” Pumphrey’s family moved from Erie to Nederland in 1922. Jonas left behind his wife, Rose, daughter Louise ( 16 ), a son, Wilson ( 16 ), and daughter Virginia ( 8 ). Due to the “bad condition of the road between Nederland and East Portal, owing to snowdrifts, considerable difficulty was experienced by friends of the deceased and of Mrs. Rose Pumphrey… in getting the remains to Nederland.” A separate article mentioned that “Mrs. J.H. Robinson received word on Monday of the death of her brother, J.W. Pumphrey” and the article mentions “the high altitude was a contributing factor to the fatal disease.”

Pumphrey was born in Platt County, Missouri on January 24, 1866. He was a “devout member of the Baptist church and of the Independent Order of Odd Fellows, being a member of the LaSalle lodge.” Pumphrey is buried in Nederland, alongside Rose.

More on Jonas Wilson Pumphrey’s grave.

B. Travis Wright, MPS | Preserve Rollins Pass | February 25, 2024

The primary purpose of our work is to inform the public.

31Jan

January 1924: Steady Progress, Financial Milestones, and Winter Challenges at the Moffat Tunnel

In Moffat Tunnel by Preserve Rollins Pass / January 31, 2024 / Comments are closed

January 1924 saw continued Moffat Tunnel progress, winter challenges, and optimism as new equipment was expected to speed up construction efforts.

Moffat Tunnel Construction Happenings from 100 Years Ago

January 1924’s progress on the Moffat Tunnel followed a similar trajectory as December 1923. Progress at the West Portal was slow: about 12 feet per day was the average and the first crosscut had been started (but not yet timbered). More progress was made at the East Portal where the first crosscut between the pioneer bore to the railroad bore had been completed.

Taking a look at financials, expenses at this point in the project were:

• Camp and camp buildings: $276,880.80

Machinery, plant and tunnel: $297,292.65

• Stores: $121,692.63

• Administration: $66,371.70

• Legal and bond expenses: $55,604.76

• Engineering: $71,054.62

• Power line: $66,000.00

Total: $954,897.16

These costs represent approximately 13% of the $6,935,000 available for the work, and there was good news too: actual spend in some cases came in under what had been estimated. For example, the cost of the camps and associated structures were budgeted at $486,000. There was additional optimism as much of the preliminary work was where many of the costs were centered—now virtually all money spent would go towards the actual construction of the tunnel itself, and many high-dollar purchases would have high salvage value following the conclusion of the project.

Further, the $66,000 line item for power, above, is “being repaid to the commission in power, on a monthly basis.” The team had been working with a temporary 13,000-volt power line, but a permanent 44,000-volt power line came online in January 1924.

At this point in the project, the current cost per foot was $36—the estimates were between $34 and $35 per foot.

The great momentum and lack of any disasters continued to fuel ambitious estimates: Chairman W. P. Robinson of the Moffat Tunnel commission predicted “a string of cars will be run thru the Moffat [T]unnel August 1, 1926.” Optimism was further buoyed by the arrival—any day now—of electric locomotives, shovel loaders, electric mucking machines, steel dump cars, and more. It was estimated that by February 1st, the work would progress 40% faster than it did in January.

Why was it more economical to keep pressing ahead on construction of the tunnel with mules while the major equipment was yet to arrive? Chairman Robinson responded to such a question, “We estimate every day… in building the tunnel will save the district $1,000. That is on the theory that when the tunnel is built it will pay the $1,000 a day interest on the bonds which is now coming out of the proceeds of the sale of the bonds. Even tho[ugh] construction costs have been a little higher… the ultimate effect will be a saving to the district.” (Under a bonus clause in the contract, if the tunnel was completed early, the contractors would receive $1,000 for each day under 42 months.)

The men, meanwhile, were working up strong appetites: the graveyard shift workers often ate 5 meals per day—the most meals of any shift. Their shift ran from 11pm through 7am. Stories have it that they slept till noon, at one of their meals at lunch, and returned to bed. Outside, winter conditions raged: thermometers dipped to a bone-chilling 12 to 15 degrees below zero many times in January 1924.

B. Travis Wright, MPS | Preserve Rollins Pass | January 31, 2024

The primary purpose of our work is to inform the public.

31Dec

Christmas at the Moffat Tunnel: Progress, Celebrations, and Colorado Pride in December 1923

In Moffat Tunnel by Preserve Rollins Pass / December 31, 2023 / Comments are closed

December 1923 saw steady progress on the Moffat Tunnel, festive celebrations, and debates over Colorado-made goods versus Missouri dynamite.

Moffat Tunnel Construction Happenings from 100 Years Ago

December 1923 found the progress in the pioneer bore of the Moffat Tunnel to be steady. In fact, the headway made in absence of the machinery ordered last month was quite good and many, many news articles were eagerly anticipating the potential for a joint celebration of Colorado’s Golden Jubilee (50th anniversary) and the completion of the Moffat Tunnel to align on August 1, 1926. Students of Colorado’s history know this was not meant to be.

1923 marked the first Christmas celebrated at West Portal and East Portal. The round-the-clock work came to a halt and many employees went home to celebrate Christmas, this is borne out with mentions in the newspapers printed mid-late December, “Frank Logsdon, who has been chief painter at the West [P]ortal of the Moffat [T]unnel for two months, and Frank Dooley, machine operator in the tunnel also at the West [P]ortal, came to Steamboat Monday night to spend the holidays at home.” Also, “Word has been received from M. W. Drennon, who is employed on the Moffat [T]unnel, at East Portal, that the town is progressing rapidly and conditions are prosperous. Mr. Brennon is expecting to spend the holidays in Boulder with his family.” Or this one, “After spending six weeks as a carpenter on buildings at the [W]est [P]ortal of the Moffat [T]unnel, G. W. Hetts of Craig returned home Saturday. He enjoyed his stay and the work, and states that working conditions up there are ideal.”

The others who remained at the Moffat Tunnel construction camps had a “huge Christmas dinner” and the “mess hall and buildings were decorated lavishly with evergreens.” While undoubtedly Santa didn’t overlook either construction camp, his appearance at the Moffat Tunnel wouldn’t be noted in newspapers until the following year in 1924.

At this time, there was a push to “Use Colorado Made Goods” from coffee to dynamite. However, the experts at the Moffat Tunnel Commission weighed in that “Missouri-made dynamite is better than any other” and this definitely irked those who worked for duPont in Colorado, “If it was not a criminal offense in this state to dynamite Fish this would be a splendid opportunity to demonstrate what the explosives manufactured by the duPont plant in Douglas County will do.” As the Record Journal of Douglas County pointed out, “…[Colorado] has evidently created the impression that all products from that state explode better and do greater damage than those from other localities” but that the Moffat Tunnel Commission will continue to use Missouri-made dynamite “regardless of the continued campaign of the Colorado Made Goods boosters.”

By the end of 1923, for the three months the tunnel was under construction, 638 feet had been bored in the Water Tunnel, averaging 213 feet per month. Next year, the hard work begins as heavy equipment and additional manpower arrive at both ends of the Moffat Tunnel.

B. Travis Wright, MPS | Preserve Rollins Pass | December 31, 2023

The primary purpose of our work is to inform the public.

29Nov

Feasts, Bunkhouses, and Soft Rock: November 1923 at the Moffat Tunnel

In Moffat Tunnel by Preserve Rollins Pass / November 29, 2023 / Comments are closed

Explore the November 1923 progress at the Moffat Tunnel, from mess halls and bonuses to timbering challenges and equipment orders.

Moffat Tunnel Construction Happenings from 100 Years Ago

The final few weeks of the year have always revolved around food, so it’s only fitting this installment begins with a mention of food and mess halls during the Moffat Tunnel’s construction.

In November 1923 at West Portal, the mess hall was run by E.B. Ballance, “an experienced man in his line, and if any one kicks on the grub you can set it down that he never had half as good at home.” Nearby, a fine root cellar was “filled with a car load of Routt county spuds.”

Other stories relate that prior to the start of a shift, workers would go to the cafeteria and fill their lunchboxes—some with sandwiches, but many others would take “fix or six pieces of pie and nothing else or perhaps as many pieces of cake.”

Included in this post is a look at the mess hall at West Portal, capable of holding 350 people. Meanwhile, five bunkhouses had been built and a sixth was nearing completion. Tool sharpening shops had been up and running. Earlier in the month, the Colorado Power company lines were successfully run to both portals.

November 1923 was also the month a substantial amount of equipment was ordered that would arrive at the start of 1924: twelve electric locomotives from General Electric and dump cars for transporting rock and dirt as well as two Osgood steam shovels. Blowers for the ventilating system were ordered (this is different from the ventilation system currently in place at East Portal), as well as air compressors and transformers. Two Marmon touring cars were also sold to the Moffat Tunnel Commission. In the meanwhile, horses and gasoline-powered compressors were used.

A new bonus structure was put in place to incentivize speed: engineers estimated the progress that could be made in an 8-hour shift and at the conclusion of the shift, if the workers exceeded the estimation, a bonus was divided among those on the shift.

Progress at the East Portal was good—solid rock aligned with both engineering and geology expectations. Danger lurked from within, however: November was the first time that “soft rock” was not only mentioned, but also impeded progress at the West Portal. The teams were about 500 feet into the pioneer bore when timbering was required to keep the tunnel from caving in on itself. This would prove more and more problematic. Had money been no object, diamond drills would have tested substrata. In 1922, all that could be afforded were a few test pits at West Portal. It was thought that hard rock was being located, but only after excavation was it determined that the test pits were finding huge boulders and not the solid rock core they were expecting. This lead to F.C. Hitchcock’s classic remark, “it seems the softest part of the Rocky Mountains is in the middle.” Progress at the West Portal was now constrained to how quickly timbering could be placed to hold the pressure along the roof and walls.

B. Travis Wright, MPS | Preserve Rollins Pass | November 29, 2023

The primary purpose of our work is to inform the public.

31Oct

Building the Moffat Tunnel: A Century of Engineering and Endurance at the East and West Portals

In Moffat Tunnel by Preserve Rollins Pass / October 31, 2023 / Comments are closed

The historic cabins at the East Portal of the Moffat Tunnel, built a century ago, are being preserved through modern engineering efforts.

A century ago, the engineers who would build the Moffat Tunnel first had to tackle much smaller engineering tasks: construct two towns on either end of the tunnel. These were specialized towns, however, consisting of bunk houses, cottages, dining halls, drill sharpening shops, powder magazines, schools, hospitals, barns, and more. (Everything except the saloon, as the tunnel was created entirely during prohibition; and no gambling halls as the contractor refused to allow the lifestyle.) In the end, the towns had every amenity of home at both West Portal and East Portal, so that the hundreds of inhabitants at each town wanted for nothing. After all, this was to be their home for the next several years.

Construction started in the late summer and carried through to the winter in 1923-1924. In fact, it was in October 1923 that the men working at West Portal moved out of their tents and into bunk houses. The East Portal was slightly behind, so an additional fifty carpenters were sent mid-October to speed up and finalize the construction of structures.

Meanwhile, the two eight-hour shifts were expanded to three eight-hour shifts, with workers now laboring around the clock to build Moffat’s dream. In the final week of October, the Colorado Power company completed running power lines into both towns. Power generation was crucial for supporting round-the-clock work into darkening conditions: the workers had pushed more than two hundred feet into the mountain at West Portal as they created the pioneer bore (later to become the Moffat Water Tunnel). They were also experiencing less and less daylight as the days grew shorter with the approach of the winter solstice.

Early season snow storms deposited considerable snow in this area of Colorado: 12 inches at East Portal, 18 inches at West Portal, and over 5 feet atop the Continental Divide. In fact, consignment of snowshoes were sent to both portals. That wasn’t all that was requested, however. The Moffat Tunnel Commission appealed to the general public in late October for phonograph records to be played at both recreation halls. Records were delivered to the commission, and subsequently distributed to each portal and placed under the needle to fill both new towns with sweet sounds.

Fast-forwarding a century…

Yesterday at the East Portal, structural engineers were onsite re-examining the five remaining cabins, using tools unimaginable a century ago: handheld computers with unprecedented processing power, infrared sensors to see beyond the visible spectrum, moisture sensors, resistographs, and pocket cameras capable of still and motion photography. The homes of the Master Mechanic, Commissary Manager, Assistant Superintendent, Superintendent, and Paymaster still have life left and the saving of these endangered buildings is crucial to telling Colorado’s story.

Throughout the day, we grimaced as the unrelenting winds shrieked off James Peak, liberating gritty and grainy bits of ice and snow that swirled, tore, and whipped at the structures at East Portal. Thinking back to long ago, what relative respite it must have been to have sought a shift inside the mountain where the persistent, penetrating cold was preferable to the outdoors.

The historic structure assessment will be forthcoming later in November, as will more Moffat Tunnel stories.

B. Travis Wright, MPSPreserve Rollins Pass | October 31, 2023

The primary purpose of our work is to inform the public.

13Jun

Gilpin County’s Newest Local Historic Landmark

In Moffat Tunnel by Preserve Rollins Pass / June 13, 2023 / Comments are closed

The East Portal Camp Cabins at the Moffat Tunnel are a Gilpin County historic local landmark to help preserve history for future generations.

It is with great honor that I introduce Gilpin County’s newest local historic landmark: the East Portal Camp Cabins at the Moffat Tunnel!

B. Travis Wright, MPSPreserve Rollins Pass | June 13, 2023

The primary purpose of our work is to inform the public.

11Jun

100 Years Ago Today: Supreme Court Clears the Way for Moffat Tunnel Construction

In Moffat Tunnel by Preserve Rollins Pass / June 11, 2023 / Comments are closed

100 years ago today, the Supreme Court ruled on Moffat Tunnel constitutionality, removing the final hurdle for construction to begin.

Moffat Tunnel Construction Happenings from 100 Years Ago

On this day, 100 years ago:

Justice Sanford delivered the opinion of the Supreme Court of the United States about the constitutionality of the Moffat Tunnel. Sanford penned, “Evidently the preservation of this railroad, a common carrier of persons and property… is a matter of great public importance, and a tunnel enabling it to provide quicker and cheaper transportation during all seasons of the year will greatly promote the public welfare.”

This removed the final hurdle, clearing the way for construction to begin later in the summer of 1923.

B. Travis Wright, MPS | Preserve Rollins Pass | June 11, 2023

The primary purpose of our work is to inform the public.

10Jun

Final Decision Nears: Public Hearing on East Portal Camp Cabins Landmark Designation This Tuesday

In Moffat Tunnel by Preserve Rollins Pass / June 10, 2023 / Comments are closed

The Gilpin County BoCC will decide on landmark status for the East Portal Camp Cabins this Tuesday at 9:30am.

Last month, the Gilpin County Historic Preservation Commission voted unanimously to recommend the East Portal Camp Cabins at the Moffat Tunnel as Gilpin County’s next local historic landmark to the Board of County Commissioners (BoCC).

There is a public hearing this Tuesday at/after 930am, where the Gilpin County BoCC will make a formal decision on landmark designation. If you are interested in joining, the meeting will be in person in Central City or the Zoom information is here: https://bit.ly/eastportalcabinslandmarkdesignation

This is the last best hope for these cabins; please help be their voice.

B. Travis Wright, MPS | Preserve Rollins Pass | June 10, 2023

The primary purpose of our work is to inform the public.

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