In February 1906, three passenger trains on week days and two on Sundays ran between Silverton and Eureka. In 1913 a train, running six days per week, left Silverton at 8:30 A.M. and arrived at Eureka at 9:15, left Eureka at 10:15 and arrived in Silverton at 11:00. In 1919 and ’20 a schedule as follows was in operation: leave Silverton at 8:00 A.M. for Eureka, back at 10:00, leave for Joker Tunnel on the S. R. at 10:00, back at 2:00; leave for Eureka at 3:00, back at 5:00;—two trips to Eureka and one to Joker Tunnel seven days per week. Though there seems to have been no scheduled service in 1923, at least the track was still lying and trains must have been run as needed. This period, it should be remembered, was one of hard times following World War I. SILVERTON NORTHERN Official Roster, 1923 0. Silverton 9,300 1. Power 2. Waldheim 3. Robin 3.2 Collins 4.7 Howardsville 0. Howardsville 1.1 Old Hundred 1.3 Green Mountain 6.2 Hamlet 7.4 Minnie Gulch 8.5 Eureka 10,000 Astor Lion Tunnel 12.5 Animas Forks 11,200 The branch to Green Mountain operated only a short time because the mines up that way turned out to be poor producers. The part from Eureka to Animas Forks is claimed never to have paid expenses and soon quit regular operation though occasional trains ran up there until sometime in the twenties. Mears offered the right-of-way to the county if it would take up the track, which it did, and Mr. Meyer hauled the junk down in 1936.[4] Like the S. R., it was a road to begin with and ended up by being one again. The section from Silverton to Eureka revived and lasted the longest of any of the three little railroads. Ore was shipped over it from the Sunnyside mine and mill until 1939 when the mine closed down because of a miner’s strike. In the summer of 1942 the property was advertised for sale for $17,000 in delinquent taxes. Mrs. Cora Pitcher, Mears’s daughter, sold it to the Dullen Steel Products Company and paid the taxes. This company shipped the shop equipment, rails and rolling stock out in October. The United States had, after it became involved in war with Japan, established military bases in Alaska. The railroad there, the White Pass and Yukon, needed more motive power and the government requisitioned the three locomotives, the 3, 4, and 34. There, so R. E. Cooper states, they were re-numbered to 22, 23 and 24, respectively. In 1947 word was received from the War Surplus Board and the W. P. & Y. Ry. that twelve engines—7 D. & R. G., 2 C. & S. and 3 S. N.—had been received by the Alaska Railroad but when Diesel power was obtained there, all except No. 34 (24) were returned to Seattle to M. Block & Co., a junking outfit. The last known of the 34, it was sitting in the railroad yards at Skagway, Alaska, in a state of dismantlement.