D&RGW Utah Branch Lines
Index For This Page
This page was last updated on December 19, 2018.
Ballard & Thompson Branch
D&RGW operated the Ballard & Thompson Railroad from 1912 to 1950, under contract to the owning coal company. After May 1948, D&RGW used the name "Neslen Spur" in its employee timetables.
The branch was abandoned and removed in 1951.
(Google Map; Syracuse Branches)
Also known as the South Syracuse Branch, the Bennett Branch ran due west from Layton, to a sugar beet dump in Syracuse (right where today's Smith's grocery store is). Since the branch is not listed in any D&RGW summary of branches, it was apparently operated by D&RGW but built and owned by Layton Sugar Co. for sugar beet loading.
Rio Grande operated a spur in South Syracuse, straight west of the Layton sugar factory. The spur served Layton Sugar Company's beet dump that was built along 1000 West, just five hundred feet south of 2700 South. The line was called the Bennett Branch and angled southeast from the beet dump across Bennett's field until it was a half mile south of 2700 South and then headed due east to the sugar factory of the Layton Sugar Company.
The Bennett Branch was built and owned by the Layton Sugar Company to serve their beet dump in South Syracuse. Property for the spur was purchased in October 1926, although the spur may already been built.
The Bennett Branch was built due west along the half section line of Section 19 of T4N, R1W and Sections 24 and 23 of T4N, R2W. At the center of Section 23 the line turned northwest towards the northwest corner of section 23, ending at a beet dump on 1000 West, 500 feet south of 2700 South (on the site of today's Smith's grocery store).
The Rio Grande's Bennett Branch was built and owned by the Layton Sugar Company to serve their beet dump in South Syracuse, near present day 2700 South and 1000 West. Property for the spur was purchased in October 1926, although the spur may already been built. (Davis County Book of Deeds 1‑H, pp.181, 183)
The beet dump and spur was removed by 1952. In March 1952 the sugar company sold a parcel of land in section 24, 33 feet wide by 2,651 feet long to Allen A. Adams. James E. Ellison was President and J. B. Cooley was Secretary of the Layton Sugar Company. (Davis County Book of Records 36, p.96)
In January 1955 Layton Sugar Company sold a 1.97 acre (577.5 feet by 149 feet) parcel to George H. Bennett Jr. The parcel was located along 1000 West, 509 feet south of 2700 South and was the typical size for a beet dump. (Davis County Book of Records 178, p.63)
In June 1955 the Layton Sugar Company sold a 2.89 acre (33 feet by 3,809 feet) parcel to the Ellison Ranching Company. The parcel ended at the west line of the Denver and Rio Grande mainline and included a 12 degree curve in the description. (Davis County Book of Records 88, p.435) This is interpreted to be the connection of the Bennett Branch with the D&RG mainline.
From a history that I did for Syracuse:
"Three people have told me about a rail line in South Syracuse that went due west from the Layton sugar factory. Apparently the branch went due west along the half section line of Section 19 of T4N, R1W and Sections 24 and 23 of T4N, R2W. At the center of Section 23 the line turned northwest towards the northwest corner of section 23, ending at a beet dump on 1000 West, 500 feet south of 2700 South.
"The Rio Grande's Bennett Branch was built and owned by the Layton Sugar Company to serve their beet dump in South Syracuse, near present day 2700 South and 1000 West. Property for the spur was purchased in October 1926, although the spur may already been built. (Davis County Book of Deeds 1‑H, pp.181, 183)
"The beet dump and spur may have been removed by 1952. In March 1952 the sugar company sold a parcel of land in section 24, 33 feet wide by 2,651 feet long to Allen A. Adams. James E. Ellison was President and J. B. Cooley was Secretary of the Layton Sugar Company. (Davis County Book of Records 36, p.96)
"In January 1955 Layton Sugar Company sold a 1.97 acre (577.5 feet by 149 feet) parcel to George H. Bennett Jr. The parcel was located along 1000 West, 509 feet south of 2700 South and was the typical size for a beet dump. (Davis County Book of Records 178, p.63)
"In June 1955 the Layton Sugar Company sold a 2.89 acre (33 feet by 3,809 feet) parcel to the Ellison Ranching Company. The parcel ended at the west line of the Denver and Rio Grande mainline and included a 12 degree curve in the description. (Davis County Book of Records 88, p.435) This is interpreted to be the connection of the Bennett Branch with the D&RG mainline."
- Midvale (MP 0.00) (yard)
- S. L. & U. Crossing (MP 2.0)
- West Jordan (MP 2.0) (23 car side track)
- Welby (MP 5.1) (47 car side track)
- Wye track, connection with Garfield Branch
- Locomotive service facility including turntable and roundhouse
- Bagley (MP 6.6)
- Dalton (MP 9.0) (15 car side track, connection with Dalton & Lark Branch)
- Robbe (MP 11.5) (changed to Proler)
- Upper Junction (MP 11.8)
- MP 11.81, changed to Copperton upon becoming end of track in (?).
- Copperton (MP 11.9)
- Bingham (MP 14.1) (yard)
- MP 14.26, End
January 28, 2002
Union Pacific and Utah Transit Authority applied to the federal Surface Transportation Board on January 28, 2002, and the STB approved on May 22, 2002, the sale by Union Pacific of the following properties to Utah Transit Authority, for use as part of a commuter rail project, total of 62.77 miles, including
- Bingham Industrial Lead: from milepost 6.60 at Bagley, to milepost 11.81 (former D&RGW Bingham Branch)
- Bingham Industrial Lead: 20 to 35-foot portion of right of way from milepost 0.00 to milepost 6.60 (former D&RGW Bingham Branch)
- Consummation of sale to occur on or about May 30, 2002.
- (STB Finance Docket 34170)
September 20, 2002
A ceremony was held on the steps of the state capital, for the signing of the $185 million check to Union Pacific. In attendance were Utah governor Mike Leavitt, U. S. congressmen Jim Matheson and Chris Cannon, Union Pacific chairman, president and CEO Richard Davidson, and UTA general manager John Inglish. (BYU NewsNet, September 19, 2002; Deseret News, September 19, 2002; Union Pacific press release dated September 20, 2002) The sale was formally closed on September 23, 2002. (UTA press release dated September 23, 2002)
Included in the sale was the part of the former D&RGW Bingham Branch, from Midvale to West Jordan/South Jordan (known as the Bingham Industrial Spur).
December 2, 2002
Union Pacific received approval from the federal Surface Transportation Board to abandon its rail operations along 5.21 miles of the former D&RGW Bingham Branch, which by this time was officially known as the "Bingham Industrial Lead." This section of track runs from MP 6.60 near Bagley (West Jordan Industrial Park) to MP 11.81 near Lead Mine (Copperton). This trackage had been sold to Utah Transit Authority, but UP had retained "perpetual easement and common carrier obligation to conduct freight operations", and this action allowed UP to abandon those rights. (STB Docket AB-33, Sub 194X; notice of intent to abandon published in Salt Lake Tribune, November 8, 2002)
(This 5.21 miles of trackage hadn't seen any regular use since the mid-1990's when Kennecott's precipitation plant closed at Lead Mine. The line extends from West Jordan's Bagley Industrial Park (home of SME Steel and the Interstate Brick Company) west through Dalton Junction (connection to the abandoned Lark Branch) up Bingham Canyon to Lead Mine at Copperton. This track was a regular assignment for Rio Grande's fleet of SD7/SD9's and later GP30's.)
March 29, 2007
Union Pacific sold to Savage Bingham & Garfield Railroad, portions of the former D&RGW Bingham and Garfield branches.
Savage Bingham & Garfield operations started on October 1, 2007.
Cane Creek Branch
- Brendel (MP 0.0)
- Arch ( MP 10.3)
- Lee (MP 18.3)
- Seven Mile (MP 21.3)
- Emkay (MP 28.5)
- Potash (MP 35.8) (end)
- 35.8 miles
- Completed in 1962; in service in 1965 when the potash mine started operations
- Connects with Utah Division at Brendel, Utah
- 7050-foot Bootlegger Tunnel (1.3 miles)
- Two significant summits - one at about mile 12, and the other on both sides of Seven Mile, at about mile 21.
- Ruling grade is 1.2 percent
- One siding at Seven Mile, which also has a separate spur with a truck dump.
- (Google Map)
- (see also: Moving The Moab Tailings)
Castle Valley Branch
- Salina (MP 0.0)
- Gooseberry (MP 7.0)
- Tunnel No. 7, 329 feet long
- Tunnel No. 8, 586 feet long
- Saw Tooth (MP 12.6)
- Tunnel No. 9, 301 feet long
- Tunnel No. 10, 269 feet long
- Sumner (MP 13.8)
- Crystal (MP 17.7)
- Nioche (MP 18.8) (Nioche to end of track, 2.33 miles, not operated in 1934) (80-feet long turntable at Nioche)
- End of track (MP 20.0, end)
The original Castle Valley Railway was organized in 1901 by D&RG (not RGW) interests to build a line through Salina canyon.
Diamond Quarry Spur
- One mile long.
- Completed in 1887 as narrow gauge.
- Converted to standard gauge in 1890.
- Removed in 1900.
- Diamond Quarry was a stone quarry at the mouth of Diamond Creek, just west of Thistle.
Farnsworth was the site of a beet dump owned by Interstate Sugar Co., and a cannery owned by West Point Canning Co.
Rio Grande had a spur to the West Point Canning Company, at 3200 West and the West Point Road (300 North). The spur was built in 1923 as a private rail line owned by the Interstate Sugar Company, which operated the sugar factory at Hooper.
The spur was built south from the siding that Rio Grande called Kingsville, at about 3000 West and 1800 North, named after James King who sold the land to the railroad in 1917. King also sold property to the Amalgamated Sugar Company, which completed a beet dump at Kingsville in 1918.
The Interstate Sugar Company constructed the line to serve the beet dump that was built at Farnsworth, at the end of the line on the north side of the West Point Road (at about 3200 West). Farnsworth was named after Lou Farnsworth, one of the officers in the Interstate Sugar Company.
The sugar company constructed the line to serve the beet dumps that were built at Farnsworth, at the end of the line on the north side of the West Point Road (300 North at about 3200 West). Farnsworth was named after Lou H. Farnsworth, one of the officers in the Interstate Sugar Company.
Interstate Sugar built its railroad south from Kingsville on the D&RG to Farnsworth in 1923. In June 1923 the sugar company bought 4.25 acres of land (SEQ, Sec 32, T5N, R2W) from William H. Dalton and Oly C. Oelson to be used for a beet dump and a railroad right of way at Farnsworth. The property for the entire rail line was purchased from the adjacent land owners, Julia A. Davis, Hannah S. Stokes, Brigham Hartley, and Oly C. Oelson. (Davis County Book of Abstracts 5, pp. 150, 153)
The Farnsworth Spur was built from where it joined with D&RG's Kingsville Spur just north of Kingsville and headed southwest to about 3200 West then due south to the Interstate's beet dump at Farnsworth, at about 3200 West on the north side of 300 North. (Davis County Book of Abstracts 5, p.175, lines 4 and 26)
The spur to the West Point cannery at Farnsworth began at Station 78+23 of the Interstate Sugar Company's railroad and headed southeast and south one hundred feet east of the sugar company's railroad for a length of 765 feet.
The railroad was 1.6 miles long with a 647 foot spur. Consolidated Assets was a Utah corporation based in Ogden. James E. Ellison was vice president. (Davis County Book of Deeds 1J, p.569) The Ellison family also owned the Layton Sugar Co.
The West Point Canning Company was served by the 765-foot Dalton Spur at Farnsworth.
The West Point Canning Company's cannery was located about a hundred feet east of the beet dump at Farnsworth. The canning company began business in 1925 and Rio Grande built a spur to the cannery in May. The canning company went bankrupt in 1936.
In 1925 the West Point Canning Company built a cannery on the east side of the spur on land purchased from William H. Dalton in February 1925. The canning company sold a right of way to the D&RG for a spur, "as now constructed", in April 1925. (Davis County Book of Abstracts 5, p.175, lines 4 and 26)
In 1930, after the Interstate Sugar Company went bankrupt in 1927, the Rio Grande bought mile and half long spur and called it the Farnsworth Extension. The railroad bought the spur to maintain service to the beet dump which was taken over by the Amalgamated Sugar Company.
October 14, 1930
The "Interstate Sugar Company's Railroad" from Kingsville to Farnsworth was sold by Consolidated Assets to the Denver and Rio Grande Western on October 14, 1930. (Davis County Book of Abstracts 5, p. 176, line 35)
(The cannery building still stood as late as 1991, being used as a horse barn.)
- Welby (MP 0.00) (47 car side track)
- Hunter (MP 6.0) (9 car side track) (later known as Kearns)
- Riter (MP 10.7) (71 car side track)
- East Magna
- Magna (MP 12.8)
- East Junction (MP 13.4)
- Garfield (MP 15.1) (77 car side track)
- Garfield Smelter (MP 17.0, end) (yard)
March 29, 2007
Union Pacific sold to Savage Bingham & Garfield Railroad, portions of the former D&RGW Bingham and Garfield branches.
Savage Bingham & Garfield operations started on October 1, 2007.
Goshen Valley Branch
The federal Interstate Commerce Commission approved D&RGW's request to abandon the Eureka Branch from Pearl Junction to Eureka, 13.13 miles, along with the Goshen Valley Branch from Flora to Dividend, 2.70 miles. (Railroad magazine, December 1972, page 66)
(see Provo Canyon Branch)
(Google Map; Syracuse Branches)
D&RGW's Hooper Branch began at the mainline, at about 5700 South in Roy. The curve was a 350 foot radius from the north to the west. The branch proceeded west along 5700 South to about 3900 West where it started a gradual turn to the north. At about 4925 West the branch turned due west again to Hooper, along 5600 South. The Hooper Road is 5500 South.
At about 5500 West the spur to the sugar factory turned north for about a quarter mile. The sugar factory was located at about 5400 South just west of 5500 West. The Hooper cannery was located about a half block south of 5500 South at about 5700 West. Apparently the Cox Extension continued west along 5600 South to a beet dump at about 7000 West. The station at Cox was the off‑loading station for a Conservation Corps camp in the 1930's, used to make improvements to the Howard Slough Bird Refuge. The same camp was used as a POW camp during World War Two.
D&RGW's Hooper Branch ran west, paralleling today's 5600 South (Hooper Road) at about 5650 South, to Hooper, at about 5700 West. The Cox Extension was built further west to about 6700 West where a beet dump for Interstate Sugar Company was located (just south of Thorald Cox's home). The station at Cox was also the off‑loading station for a Civilian Conservation Corps camp in the 1930s. The CCC were used to construct the Howard Slough Bird Refuge. The same camp was used to house a limited number of Italian POWs during World War Two. The beet dump at Cox was closed in about 1953, at which time the beets were piled at Amalgamated Sugar's Hooper beet dump, on the site of the old Interstate Sugar Company's sugar factory. (part from Garth Moore interview, September 1994)
- Hooper Junction (Roy) (MP 0.00)
- Barton (MP 1.1) (32 car side track)
- Kingsville Junction (MP 1.9)
- Hooper (MP 4.0)
- Cox (MP 5.0, end) (20 cars side track)
Initial construction in 1905 by D&RG.
RGW bought land for a sixty‑six foot right of way through several sections for use as a spur to Hooper in March 1905. (Weber County Book of Deeds G, p.67)
RGW bought land in Hooper in April 1905 for use as a spur to the sugar factory, connecting with the Hooper Spur. (Weber County Book of Deeds G, p.86)
Barton, on Hooper Branch, was at the section line between Sections 21 and 22, T5N, R2W (D&RG Valuation Map)
D&RG bought more land in Hooper from Amalgamated Sugar in January 1918. (Weber County Book of Deeds J, p.108, lines 6, 7, 8)
Iron King Branch
A section of the abandoned track was destroyed when Bureau of Land Management contractors used large chains pulled between bulldozers to remove invasive plant species. The chaining ripped up the rails and track structure in several places. (Information and photos from Pete Maxfield)
- Jennings Junction (later Kyune)
- Jennings Quarry (3 miles)
- Potters Quarry (4.97 miles)
Initial construction 3 miles to Jennings Quarry in 1892; extended to 4.97 miles to Potters Quarry in 1900; removed in 1917
- Kenilworth Junction (MP 0.00) (West Helper)
- Kenilworth (MP 6.2, end)
Replaced Kenilworth & Helper Railway, which connected with D&RGW at Spring Glen, east of Helper.
The following comes from various issues of Railway Age magazine:
DENVER & RIO GRANDE WESTERN. -- This company has applied to the Interstate Commerce Commission for a certificate authorizing the construction of a line of 6.28 miles from Spring Canyon Junction, Utah. (Railway Age, February 6, 1926, page 409)
DENVER & RIO GRADE WESTERN. -- Improvement program for this year calling for an expenditure of more than $9 million, includes "an extension from Helper, Utah, to Kenilworth, a distance of six miles." All of the other projects were in Colorado. (Railway Age, March 13, 1926, page 833)
DENVER & RIO GRANDE WESTERN -- Abandonment. -- The Interstate Commerce Commission has issued a certificate authorizing the Kenilworth & Helper and the Denver & Rio Grande Western, lessee, to abandon the line of the Kenilworth & Helper, which extends from Kenilworth Junction, Utah, to Kenilworth, 3.75 miles. Similarly a certificate has been issued authorizing the Denver & Rio Grande Western to construct a new branch line from Spring Canyon Junction in a general easterly direction, 6.28 miles. The Kenilworth is leased by the Denver from its owners, the Independent Coal & Coke Company, which purposes to open up new coal operations which the present line will not be adequate to serve. (Railway Age, April 10, 1926, page 1039)
DENVER & RIO GRANDE WESTERN. -- A contract has been awarded to the Utah Construction Company, San Francisco, Cal., for the grading of a six-mile extension from Helper, Utah, to Kenilworth, reported in the Railway Age of March 13. (Railway Age, May 22, 1926, page 1415)
D&RGW received federal ICC approval to abandon its Kenilworth Branch, Helper to Kenilworth, 6.23 miles. (Railroad magazine, April 1972, page 65)
See also Utah Coal, Kenilworth Mines.
Kingsville was the site of a beet dump owned by Amalgamated Sugar Co.
D&RG's Kingsville Spur was built in late 1917 and early 1918. The branch started with a 12 degree curve to the south from the Hooper Spur, at a point 458 feet east and 414 feet south of the NW corner of Section 21, T5N, R2W. The land for the entire spur was purchased in December 1917.
The D&RG station at Kingsville was named after the original land owner, Joseph S. King, and was located at about 3000 West on the north side of 1800 North (Clinton Road). King sold a right of way for the D&RG spur, which had already been graded, in December 1917. At the same time King also sold two acres to the Amalgamated Sugar Company for use as a beet dump. The land for the beet dump was 665 feet north to south and 128 feet wide along the east side of the D&RG spur. D&RG purchased additional land from Amalgamated Sugar in January 1918, at which time the spur had been completed. (Davis County Book of Abstracts B, p.19, and Book of Deeds 1‑A, pp.437 and 478)
Amalgamated Sugar bought land for use as a beet dump at Kingsville in November 1917. (Weber County Book of Deeds J, p.79)
Lake Park Branch
- Constructed in 1887 to serve the Lake Park Resort on the shore of Great Salt Lake, west of Farmington.
- Converted to standard gauge in 1889.
- Two miles
- Dalton (MP 0.00) (15 car side track)
- Lark (MP 3.6, end) (yard)
Little Cottonwood Branch
- Midvale (MP 0.00) (yard)
- State Street (MP 1.0)
- U. P. Crossing (MP 1.8)
- Sandy (MP 2.0) (24 car side track)
- Sand Pit (MP 3.1) (27 car side track)
- End of Track (MP 3.4)
End of track, with a 17 car side track, after ?? was at MP 1.6, just short of the UP crossing at Sandy.
In 1939, D&RGW built the Alta Lodge at Alta in Little Cottonwood Canyon. (Salt Lake Tribune, January 30, 2006)
End of track changed from MP 2.0 (Sandy) to MP 1.0 (State Street) with D&RGW employee timetable No. 139, dated September 22, 1957.
General description of branch, from the 1937 D&RGW Branchline summary:
- LITTLE COTTONWOOD BRANCH - SALT LAKE DIVISION
- 3.41 Miles
- Purchased narrow gauge 1881
- Standard gauged to Sandy 1890 - to Wasatch 1913.
- The upper part of the branch from Sandy to Wasatch was built by the Wasatch & Jordan Valley Railroad Company in 1873 and extended to Alta in 1876, primarily to reach the rich gold mines at Alta, bringing the ores from those mines to the old smelter at Sandy. Soon after the construction of the branch, granite quarries were opened at Wasatch from which granite for the Mormon Temple and other important buildings was obtained. While the narrow gauge track was built from Wasatch to Alta, it was found impossible to operate the upper part of the line successfully with steam power, horses being substituted as motive power for operating the track as a tramway from Wasatch to Alta.
- In 1881, the branch and tramway were acquired by our predecessor, The Denver & Rio Grande Western Railway Company, but operation of the upper part of the branch was soon discontinued.
- The lower part, from Midvale to Sandy, was originally a part of Bingham Canon and Camp Floyd Railroad which was acquired by the Denver & Rio Grande Western Railway Company in 1881.
- After many years of inoperative ownership, during which the upper part of the branch was leased to the Little Cottonwood Transportation Company; the track was removed above Sand Pit in 1934.
- The rail in this line is 90 pound, laid in 1937. It is on natural dirt and sand.
- There are approximately 3,200 ties per mile, 90 percent of which are treated.
- Maximum grade 4.2 percent.
- Maximum curvature 16 degrees.
- The only natural resource of any consequence remaining on this branch is a sand and gravel pit located at Sand Pit, Utah. A movement of ore and concentrates from points adjacent to the branch has been discontinued, with no possibility of movement in the future.
- The Ideal Sand Company, located at Sand Pit, Utah, ships sand, gravel and engine sand. During the year of 1937, 50 cars of commercial sand and gravel, and 267 cars of engine sand for the Union Pacific Railroad were shipped from Sand Pit. At Sandy, Utah, we have one coal and lumber dealer and one retail gas and oil dealer.
- Irregular service - operated as required - average service about one trip per week which is made by the "Ping-Pong" crew. This crew handles all industry work at Sugar House, between Roper and Midvale, and on Little Cottonwood Branch.
- Our conclusions are that that portion of the branch beyond the spur serving the Superior Oil Company at Mile Post 1.4 be abandoned. (Mile Post 1.4 was east of the UP/D&RGW gantlet crossing of State Street, and west of the crossing of UP at Sandy.)
D&RGW Marysvale Branch -- A Google Map of D&RGW's Marysvale Branch, built in 1891 and abandoned in 1984.
- U. P. Crossing (MP 42.0, Tintic Branch)
- Mammoth (MP 42.6) (yard)
Joint operation with OSL, then with UP, to provide access to the mill of the Mammoth Milling Co.
- Ephraim (MP 34.7, connection with San Pete Valley Branch)
- Marysvale Branch Crossing (MP 41.2)
- Manti (MP 42.0)
- Mile Post 42.2 (end of track after 1918)
- Morrison (MP 42.7, end)
- Removed south of Ephraim in 1925
Former San Pete Valley Railway
See also a History of Railroads in San Pete Valley.
Ogden Sugar Works Branch
- Two miles, constructed by RGW in 1899.
- Owned jointly with OSL, connected with OSL's Evona Branch.
- Served the sugar works of Ogden Sugar Co., later Amalgamated Sugar Co.
- Still in service during 2003, operated under contract for UP by Utah Central Railway.
- Provo Junction (MP 0.00) (yard)
- Curtis (MP 3.8) (23 car side track)
- Lincoln (MP 4.2) (16 car side track)
- Snow (MP 4.8) (yard)
- Orem (MP 6.2) (yard)
- End of track (MP 6.4)
Purchased from the bankrupt Salt Lake & Utah Railroad in 1946.
Park City Branch
- Roper (MP 0.00) (yard)
- U. P. Crossing (MP 0.7)
- Sugar House (MP 2.8) (yard)
- Le Grand (MP 7.6)
- Cement Quarry (MP 8.0) (9 car side track)
- Dale (MP 10.5) (18 cars side track)
- Barclay (MP 14.7) (16 car side track)
- Tunnel No. 6 (1,132 feet long)
- Altus (MP 18.8) (12 car side track)
- Gogorza (MP 23.5) (22 car side track)
- Stoven (MP 26.0) (20 car side track)
- Snyderville (MP 28.3) (4 car side track)
- Park City (MP 32.2, end) (yard)
- Initial construction in 1889 as narrow gauge (3 feet) by Salt Lake & Eastern Railway
- Completed to Park City in April 1890.
- Salt Lake & Eastern reorganized as Utah Central Railway, April 1890.
- Utah Central Railroad organized in December 1897 to purchase the property and assets of the bankrupt Utah Central Railway.
- Utah Central Railroad leased to RGW on January 1, 1898.
- Converted to standard gauge in 1900.
- New line from Roper to Sugar House completed in 1900.
- In 1932, Salt Lake City extended 13th East across the "Penitentiary Fields" (today's Sugar House Park), which included a short concrete tunnel structure under the new fill.
- Abandoned from Cement Quarry to Park City in 1948.
- Abandoned from Sugar House to Cement Quarry in 1956; tunnel structure under 13th East was blocked with dirt fill.
- Trackage east of 1300 East Street was removed in 1956-1957 after the former state prison grounds were sold to Salt Lake City and Salt Lake County for the purposes of public space; Sugar House Park was created in July 1957. The park was not fully developed for another ten years.
- Abandoned from Roper to Sugar House in 1995.
- The line from Roper to Sugar House was purchased by Utah Transit Authority in 2002; plans were announced in 2008 for the construction of a street car route that would end on the west side of Highland Drive; ground was broken in May 2012; service started on December 7, 2013.
- In 2013, the tunnel structure under 13th East was discovered during excavation for a new bicycle/pedestrian passage under 1300 East.
The last train to operate in Parleys Canyon, east of Sugar House, was on Wednesday, January 5, 1956. That last train operated over the six miles of line between Sugar House and the lime stone quarry of Utah Portland Cement Co., and was made up of a D&RGW Fairbanks-Morse switcher, five gondola carloads of lime rock, and a caboose. Within hours, bulldozers began covering the tracks at the loading station at the quarry, in preparation for the improvement of U.S. 40 in Parleys Canyon, which would see the track buried by 18 feet of fill. After that last train, service was only to Alexander, at the mouth of the canyon, below the Stillman Bridge, where the cement company was to haul its lime rock by truck to a new loading station at that point. The engineer was Clarence Morandi and the conductor was Golden Calloway, both of whom had apparently been making the same trip every day since 1946. (Salt Lake Tribune, January 5, 1956, courtesy of Dave Gayer.)
See also the railroad portion of History of Transportation in Parley's Canyon.
Pleasant Valley Branch
- Colton (MP 0.00) (yard)
- Wye track
- Scofield (MP 15.2) (yard)
- Wye track, connection with Winter Quarters Spur
- Clear Creek (MP 21.1) (yard)
- End of track (MP 21.6)
- Completed Pleasant Valley Junction to Scofield in December 1882 to replace the original Utah & Pleasant Valley Ry.
- First terminal was the Winter Quarters mine, west of Scofield
- Second terminal was the Utah mine, south of Scofield
- 18 miles to Utah mine converted to standard gauge in 1890
- Pleasant Valley Junction changed to Colton in June 1898
- Final terminal was the Clear Creek mine, further south from Scofield, completed in 1899
- Winter Quarters spur removed in April 1933
- Still in service during 2003
See also Utah Coal, Pleasant Valley Mines.
Provo Canyon Branch
- Provo (MP 0.00) (yard)
- S. L. & U. Crossing (MP 0.2)
- S. L. & U. Crossing (MP 0.6)
- Smoot (MP 1.1) (23 cars side track)
- Caryhurst (MP 5.8) (14 car side track) (later known as Hale)
- Olmstead (MP 6.4) (6 car side track)
- Nunn's (MP 9.3) (2 car side track)
- Upper Falls (MP 10.6)
- Vivian Park (MP 11.8) (17 car side track)
- Wallsburg (MP 17.2) (12 car side track, later extended to 24 car side track)
- Charleston (MP 24.2) (13 car side track)
- Heber (MP 27.9, end) (yard)
- Wye track
- Constructed Provo to Upper Falls, 11 miles, by RGW in 1899
- Constructed Upper Falls to Heber City, 15 miles, by Utah Eastern Ry. in 1899.
James Belmont wrote this summary in April 2001:
From Provo, Utah, 28 miles to Heber City called the "Provo Canyon Branch," was primarily agrarian in nature. D&RGW shipped out hundreds of stock cars of sheep in the 1940s and 50's. At Heber City were an oil/gasoline bulk plant, a grain feed lot, a coal and lumber yard, and several team tracks around the wye that served local customers. In the 50's and 60's, outbound carloads of Gilsonite from northeastern Colorado, pulpwood in gondolas for onion skin paper, and the National Christmas tree on an 85 foot trailer flat in 1968. The line was abandoned in 1968, but a portion survives today as a tourist line.
In the summer of 1966 D&RGW operated one of the very last 'Heber Local' runs up from Provo to Heber on the Provo Canyon Branch. Rail traffic at Wasatch County's largest city had declined with improvements to parallel Highway 189. The depot had been boarded up by then, with weeds lining the right of way. Back in the 1930's, Heber City was the largest shipper of sheep by rail in the United States. There was a weigh scale adjacent to the depot, for documenting the transfer of gilsonite, trucked from Vernal, Utah to the railhead at Heber City. In November of 1968, the mothballed line was reopened by the D&RGW to haul the National Christmas Tree (harvested in nearby Daniel's Canyon) from Heber via a specially equipped trailer flat toward Washington, DC. It was a somewhat glorious ending to service the branch. Of course the line's history took a positive turn when the upper 18 miles were preserved in 1970 for a tourist operation that continues to this day. Unfortunately, the former D&RGW Heber yard area has been stripped of it's trackage. The now 'trackless' D&RGW depot survives to this day, utilized by a private business on 6th West at Center Street. (James Belmont, January 30, 2011)
San Pete Valley Branch
- Nephi (MP 0.00)
- Gypsum (MP 1.9) (14 car side track)
- Water Tank (MP 3.3)
- Nebo Junction (MP 5.9) (13 car side track)
- Divide (MP 10.1) (8 car side track)
- Fountain Green (MP 14.4) (10 car side track)
- Cedar Cliffs (MP 17.1)
- Freedom (MP 19.5)
- Moroni (MP 23.4) (27 car side track)
- Larsen (MP 24.9)
- Chester (MP 26.8) (13 car side track)
- Ephraim (MP 34.7, end, connection with Morrison Branch)
- Former San Pete Valley Railway
- San Pete Valley Branch shown in Salt Lake Division employee timetable No. 130, dated June 8, 1947
- San Pete Valley Branch *not* shown in Salt Lake Division employee timetable No. 131, dated May 30, 1948
December 2, 1947
D&RGW received ICC approval to abandon 23.21 miles of the San Pete Branch, between Moroni and Nephi. (ICC Finance Docket 15476, in 267 ICC 807)
(LeMassena, p. 163, says that the portion of the San Pete Valley Branch from Moroni to Gypsum Mill, 32.8 miles, was removed in 1948.)
(The portion at the western end, from Nephi to Gypsum Mill to Nephi, 1.9 miles, was sold to Union Pacific's LA&SL subsidiary. UP operated the line as its Nephi Plaster Mill Spur until October 1953, when it was retired and removed. The spur ran down the middle of Nephi's main east-west thoroughfare, First North Street, which was also designated as Utah Highway 132. The state highway department wanted the tracks removed to allow improvements along the state highway.)
See also a History of Railroads in San Pete Valley.
Spring Canyon Branch
- Spring Canyon Junction (MP 0.00) (West Helper)
- Wye track
- Spring Canyon Yard (MP 0.4)
- Peerless (MP 3.6)
- Spring Canyon (MP 4.1) (first known as Storrs)
- Standardville (MP 5.0)
- Maple Creek Junction (MP 5.8)
- Latuda (MP 6.2)
- Rains (MP 6.7)
- Mutual (MP 7.2, end)
- Initial construction in July 1912 by Spring Canyon Coal Co. to serve its coal mine at Storrs, later renamed to Spring Canyon. Purchased by D&RG in 1913. First coal shipped from Storrs in May 1913.
- Storrs to Standardville initial construction in July 1913 by Standard Coal Co. to serve its coal mine at Standardville. First coal shipped in February 1914. Purchased by D&RG in 1917.
- Standardville to Rains initial construction in 1914 by Carbon Fuel Co. to serve it coal mine at Rains. First coal shipped in November 1915. Purchased by D&RG in 1919.
- Peerless Coal Co. first shipped coal from its mine at Peerless in 1918.
- Liberty Fuel Co. shipped its first coal from the Liberty mine at Latuda in January 1918.
- Competition by Utah Railway and its Utah Terminal Railway subsidiary beginning in late 1921, serving the mines at Peerless, Spring Canyon, and Standardville, where the branch ended.
- Mutual Coal Co. first shipped coal from its Mutual mine in 1921.
- Storrs renamed to Spring Canyon in 1924.
- MacLean mine (also known as Little Standard) above Mutual first shipped coal from its mine in 1925.
- Maple Creek mine opened in 1927.
- New steel loader at Latuda in 1927.
- Little Standard mine closed in 1945.
- Standard mine at Standardville closed in 1950.
- Peerless mine closed in 1954.
- Spring Canyon mine closed in 1954.
- Carbon Fuel mine at Rains closed in 1958.
- Liberty mine at Latuda closed in 1966.
Spring Canyon Branch shown in D&RGW Salt Lake Division employee timetables as late as No. 139, dated September 22, 1957
D&RGW Spring Canyon Branch possibly abandoned in 1954 in ICC Finance Docket 18361, decided 2/16/54. (282 ICC 810)
See also Utah Coal, Spring Canyon Mines
D&RGW April 1884 passenger timetable, showing distances from Denver via the original narrow gauge
D&RGW Salt Lake Division timetable 117, December 4, 1938 (from Scott Meier's web site)
D&RGW Grand Junction Division timetable 119, June 2, 1940 (from Scott Meier's web site)
Maps in LeMassena's Rio Grande to the Pacific
D&RGW 1934 Condensed Profiles
John B. Charles email to D&RGW group at YahooGroups, July 22, 2003; information taken from Salt Lake Division timetable No 95, June 1, 1924.
Scott Meier email to D&RGW group at YahooGroups, July 23, 2003; information taken from Salt Lake Division timetable No. 102, June 9, 1929.