The thing I loved about the DRGW narrow-gauge was that it was a narrow-gauge
regional. Other narrow gauge lines that survived into the 20th Century were, for the most part, "TJ&B's" (To the Junction and Back), With the possible exception of the C&S, the Rio Grande's contemporaries (EBT, Sumpter Valley, ET&WNC, Pacific Coast, NCNG, etc.) were more or less typical
shortlines,
except for the fact that they happened to run on rails that were 36 inches apart.
In comparison, the DRGW had a three-foot gauge
system-- operating over 800 miles in two states. Like the big time regional operation it was, the Rio Grande had multiple crew districts, named passenger trains (complete with RPO's), and an extensive locomotive roster. It operated long trains that accommodated diverse flows of traffic, and it even provided the sole interchange connection to several smaller captive lines (RGS, San Cristobal, Rio Grande & Pagosa Springs, Silverton Northern ).
No other American narrow gauge approached the big time "feel" that the DRGW had, with its 70-car double-headed freight trains, well-equipped terminals, and diverse scenery (for example, compare the Valley Line with the Animas Canyon line). The DRGW is special because it conveyed a major railroad atmosphere despite the fact it was running on small scale track.
I know that the C&S had certain aspects of a "big time" operation, as did the OR&L (double track, commuter trains, block signals, etc.). However, on any score, neither was in Rio Grande's league. As for the SP narrow gauge, I'll just point to the power used (light ten-wheelers, or the infrequent operation between Mina and Owens Valley. The whole charm of the "Slim Princess" is due precisely to the fact that
was not a "big time operation.
