Newspaper Items
Utah Central (1890-1908)
This page was last updated on March 21, 2004
15 March 1890
Utah Central idea approved by stockholders, now in progress. (Pitchard, Park Record, Park City, 15 March
1890)
22 March 1890
Park City line referred to as "SL&E branch of the Utah Central
system." (Pitchard, Park Record, Park
City, 22 March 1890)
5 April 1890
Articles of Incorporation filed today for Utah Central Railway. (Pitchard, Salt Lake Evening Times, 5 April
1890) (ed. note: April 8, 1890 was the official incorporation date.)
8 April 1890
Item says the Utah Central is now completed to Park City. (Pitchard, Salt Lake Evening Times, 8 April 1890)
12 April 1890
The track is in town, but regular trains are not yet scheduled.
T. J. MacIntosh, lately chief clerk in the U P offices in Salt Lake, is now General Freight and Passenger Agent of the Utah Central Rwy. (Pitchard, Park Record, Park City, 12 April 1890)
21 April 1890
The name 'Utah Central' is being put on all of John W. Young's narrow gauge
equipment now. (Pitchard, Salt Lake Daily
Tribune, 21 April 1890)
26 April 1890
Announcement that Utah Central will begin regular runs to and from Park City on
Thursday, 1 May 1890. The railroad is about to put in a spur to Archibald's
quarry, near Snyderville. (Pitchard, Park
Record, Park City, 26 April 1890)
27 April 1890
The new Utah Central has gotten a bunch of cars, also four engines; two
passenger engines, one consolidation, and 'a tank engine for shunting'. (Pitchard, Salt Lake Daily Tribune, 27 April
1890)
1 May 1890
The first regular passenger train left for Park City this morning at half past
seven, from the foot of Main Street; train was three cars, being a baggage car
and two coaches, and 'fairly well patronized.' (Pitchard, Salt Lake Evening Times, 1 May 1890)
1 May 1890
The narrow gauge to Park City, formerly the Salt Lake & Eastern but now
known as the Utah Central, is advertised as being open for business. (Pitchard, Salt Lake Herald, 1 May 1890)
5 May 1890
Forty-six passengers were on the above-mentioned first Utah Central passenger
train into Park City. (Pitchard, Salt
Lake Evening Times, 5 May 1890)
10 May 1890
The Pacific Express Company now sends its Salt Lake--Park City business over
the Utah Central.
No depot site selected in Park City by the U. C. as yet.
A new Utah Central baggage car and a passenger coach now in the paint shop, and will be out soon; when they are, the U. C. will put on another train.
The Union Pacific deliberately dumped some cars on the ground at a contested point, to frustrate access by the Utah Central to the Mackintosh sampler. (Pitchard, Park Record, Park City, 10 May 1890)
17 May 1890
Concerning the Utah Central, the Record has "…learned that the new
baggage car and passenger coach, which have been in the paint shop, would be
ready early the coming week, so that the new daily train … can be
started." (Pitchard, Park Record,
Park City, 17 May 1890)
18 May 1890
Surveys in progress for a new Utah Central depot, etc., at 8th South and Main
Streets, in Salt Lake City. (Pitchard, Salt Lake Daily Tribune, 18 May 1890)
24 May 1890
Tracks being laid on new Utah Central depot grounds, 8th South & Main. (Pitchard, Salt Lake Daily Tribune, 24 May
1890)
24 May 1890
"A platform is to be erected at the end of the Utah Central track pending
the settlement of the depot site and the erection of the building." (Pitchard, Park Record, Park City, 24 May
1890)
31 May 1890
"Grading is progressing at the upper end of the narrow gauge track and
just below the light works for the erection of the Utah Central's temporary
passenger and freight depot." (Pitchard, Park Record, Park City, 31 May 1890)
7 June 1890
Utah Central is running a telephone line along their tracks. (Pitchard, Park Record, Park City, 7 June
1890)
14 June 1890
"After today the Utah Central trains will pull up to the end of the track,
close to the electric light works, and the temporary depot at that place will
soon be ready for use." (Pitchard, Park Record, Park City, 14 June 1890)
28 June 1890
"The Utah Central's temporary depot quarters just below the electric light
works are ready for use. The building on the platform enables the handling of
freight and passengers with greater convenience." (Pitchard, Park Record, Park City, 28 June 1890)
15 August 1890
"The Utah Central has received five handsome new coaches." (Pitchard, Salt Lake Daily Herald, 15 August
1890)
16 August 1890
"The Utah Central has received some elegant new passenger coaches which
will be put on the Park City branch soon." (Pitchard, Park Record, Park City, 16 August 1890)
30 August 1890
"On and after next Monday the Salt Lake-Park City mail will be carried on
the narrow gauge short line, and the probabilities are that twice a day service
each way will be inaugurated." (Pitchard, Park Record, Park City, 30 August 1890)
31 August 1890
One of the engines wrecked on Soldier Summit in May was 113. (Pitchard, Salt Lake Daily Tribune, 31 August 1890)
6 September 1890
Item on the Utah Central and its passenger equipment: "No. 1 passenger
coach, which is so badly used up as to be little better than a cattle car,
should be thrown into the scrap heap." (Pitchard, Park Record, Park City, 6 September 1890)
13 September 1890
"Hon. John W. Young, vice-president of the Utah Central Railway, came up
from Salt Lake Wednesday on a tour of inspection… Construction work will be
commenced in a few days on the extension, the line branching off in Kilfoyle's
field, a couple of miles below town. The making of the junction at this place
will be a benefit to the town more than if the junction were at Kimball's or
lower down." (Pitchard, Park Record,
Park City, 13 September 1890)
20 September 1890
J. H. Young has gone east to order 200 box cars for the Utah Central Ry. (Pitchard, Park Record, Park City, 20 September 1890)
27 September 1890
The junction point for the Utah Central eastern extension is not yet settled;
one possibility is Kilfoyle's field, at the south end of Quarry hill, about two
miles below town; another possibility is a point near the sampler, near town,
and is a point which will give a much easier grade to Ross's Summit.
"Heavy traffic and weak engines are again causing the Utah Central's
evening train from Salt Lake to be late almost nightly." The paper opines
that there is 'a great need' for a permanent depot. (Pitchard, Park Record, Park City, 27 September 1890)
4 October 1890
"The large force of graders are making fast progress on the line of the
Utah Central railway extension from Park City eastward to the Provo river
region, and before Thanksgiving Day the grade will be pretty well
finished." (Pitchard, Park Record,
Park City, 4 October 1890)
11 October 1890
The newspaper comments upon the 'wretched service' on the Utah Central,
snowsheds on the line over the Summit, and one mention of a point near Barclay
where the wagon road crosses under a Utah Central bridge. The Utah Central
depot at Park City has not yet been begun and the paper notes that the depot is
supposed to be done by December 1, 1890. (Pitchard, Park Record, Park City, 11 October 1890)
18 October 1890
"The Utah Central have a waiting car provided for the public needs at the
depot. As soon as the section houses and stations between here and Salt Lake
are completed work will be commenced on the Park City depot building." (Pitchard, Park Record, Park City, 18 October 1890)
19 October 1890
The Utah Central is building a frame engine house, west of their new depot,
also in process of erection, at 8th South and Main Streets in Salt Lake City, a
wye also being laid out. (Pitchard, Salt
Lake Daily Tribune, 19 October 1890)
26 October 1890
Utah Central agent at Park City is still doing business out of an old narrow
gauge carbody. (Pitchard, Salt Lake Daily
Tribune, 26 October 1890)
31 October 1890
"The Utah Central private car is practically completed, and it is a model
of coziness and comfort. A Tribune reporter looked it over yesterday,…"
(rest of item says nothing about the car!)
(Pitchard, Salt Lake Daily Tribune, 31 October 1890)
1 November 1890
Depots at Barclay and Gogorza nearly done, but the one at Park City has not
even been begun as yet. The Utah Central grade east of Park City, up Daniel's
Canyon, is progressing finely. "The junction point of the Utah Central has
been definitely decided on, in the field a little over a mile below town and
grading for the wye and the eastern continuation is now under way." (Pitchard, Park Record, Park City, 1 November 1890)
15 November 1890
"A railroad grade is being made up Daniel's Canyon, presumably for the
Utah Central in its course eastward to Colorado." "The contract for
laying the rails on the Utah Central extension, twenty-five miles eastward from
Park City to Moon's saw mill, has been let to a Mr. Jolly of Nephi. The work
will commence in a few days and there ought to be no interruptions for the
grading is fast nearing completion." (Pitchard, Park Record, Park City, 15 November 1890)
16 November 1890
New Utah Central depot at 8th South and Main to be 55x90 feet, and 2-1/2
stories tall, with some sort of tower on one corner of the building. (Pitchard, Salt Lake Daily Tribune, 16 November 1890)
13 December 1890
"Track laying on the Provo extension of the narrow gauge is progressing
very rapidly. The Union Pacific has been crossed and the iron horse is now over
in the hills along the Provo river. If the winter remains open, the road will
reach the timber reserves by spring." (Pitchard, Park Record, Park City, 13 December 1890)
20 December 1890
"The tramway engine came near making a wreck of a ranchman's wagon
Wednesday last - so close, in fact, that the hind wheels of the vehicle were
touched. The man was driving down Park Avenue and the engine was behind Mr.
Harwood's residence. the bell was rung as usual, but the teamster paid no
attention to it, and attempted to get across; the engineer was on the wrong
side to see the wagon and the fireman was busy putting in a fire, hence the
close call. It is safe to say the ranchman will not try the feat again soon,
judging from the manner in which his eyes bulged out at the critical
moment." (Pitchard, Park Record,
Park City, 20 December 1890)
20 December 1890
Item to the effect that the Utah Central is getting a rotary plow (which it did
not). (Pitchard, Salt Lake Daily Tribune,
20 December 1890)
23 December 1890
"Rumbles of the Railroads." "John W. Young has eighty gondola
cars en route to the city, and the first consignment is due here any day. These
cars will be used for hauling coal, stone and ore between Park City and Salt
Lake. Moreover, Mr. Young has one thousand tons of rails on the way, and 1,500
tons more have been ordered." (Pitchard, Salt Lake Daily Tribune, 23 December 1890)
25 December 1890
"Rumbles of the Railroads." "The first installment of new
freight and flat cars for the Utah Central has came, and in two days two new
engines are due." "Two new freight and two passenger locomotives are
due next week from Philadelphia and Rome, N. Y., for the Rio Grande
Western." (Pitchard, Salt Lake Daily
Tribune, 25 December 1890)
1 January 1891
Article on the Utah Central says they have 18 (!) locomotives, 150 freight
cars, five baggage cars and 16 passenger cars. Also says line is graded and
rail being laid beyond Park City. (Pitchard, Salt Lake Daily Tribune, 1 January 1891)
14 February 1891
"Saturday last the Utah Central had considerable trouble with snow, and it
was found necessary to side-track the passenger the other side of the summit
and run back to the city for another engine. While the engine was gone for help
Conductor Bromley went to the station house, a short distance from the train,
and procured a liberal supply of sandwiches and hot coffee. On returning, he
invited all the passengers to help themselves, as it was the company's treat.
There is some style about the Utah Central." (Pitchard, Park Record, Park City, 14 February 1891)
21 February 1891
"The crossing of the Utah Central and the Union Pacific railroads below
town has been taken up by the latter company. It was considered . unsafe and as
it was not being used by the U. C. it was thought best to remove it until
spring. As soon as active construction begins on the little road in the spring
the crossing will again be replaced." (Pitchard, Park Record, Park City, 21 February 1891)
22 February 1891
Standard gauge third rail being laid on the Utah Central to various suburban
points, to accommodate the RGW. (Pitchard, Salt Lake Daily Tribune, 22 February 1891)
7 March 1891
In an item on snow troubles on the U. C., made worse by "Not having a
flanger,…" (Pitchard, Park Record,
Park City, 7 March 1891)
20 March 1891
The Utah Central has just received a Shay engine, of 40 tons, which will take
10 cars up a 6% grade. (Pitchard, Salt
Lake Daily Tribune, 20 March 1891)
21 March 1891
"Utah Central Items." "The Utah Central has just received a new
Shea engine. It is a beauty and is able to handle ten loaded cars going over
the divide. When cooled and watered and ready for business it weighs 80,000 pounds.
It is intended to handle the freight traffic over the little road during the
coming summer. It is expected that two new passenger cars will be added to the
rolling stock before long." (Pitchard, Park Record, Park City, 21 March 1891)
22 March 1891
The new Utah Central Shay is said to be the largest one yet sent west. The Utah
Central "…has a small engine of this class…". (Pitchard, Salt Lake Daily Tribune, 22 March
1891)
25 March 1891
New Shay out on a trial trip yesterday. In working order it weighs 81,500
pounds, says the paper. (Pitchard, Salt
Lake Daily Tribune, 25 March 1891)
31 March 1891
The new Shay is now in regular service. (Pitchard, Salt Lake Daily Tribune, 31 March 1891)
6 May 1891
Utah Central putting in wye at 9th South and 10th East. (Pitchard, Salt Lake Daily Tribune, 6 May 1891)
14 May 1891
Forty-eight carloads of rails are at the depot for John W. Young's line to the
Salt Lake. Ties are cut, as well, but John W. is out of town. (Pitchard, Salt Lake Daily Tribune, 14 May
1891)
16 May 1891
"Monday last Engineer Langford tried the new tramway engine, after
devoting a few hours to getting her in shape. The machine works like a charm
and climbs the hill without an effort, barring the fact that on one or two of
the shortest curves she binds a little on her trucks. That feature can be
easily remedied and was one of the defects of the old engine. A few hours'
careful labor will place the new engine in first-class shape and capable of
doing all that is expected of it." "The Crescent company has adopted
some new rules in reference to the tramway which it will be well for the public
to examine before attempting to ride up the hill. No one will be carried
without a written order from the secretary and the company warns all that it
.will not be responsible for any damage that may be done to life or property,
as the tramway is not a common carrier. These rules will be strictly enforced
during the season, and parties desiring to make a trip-to the mine should first
go to headquarters." (Pitchard, Park
Record, Park City, 16 May 1891)
28 May 1891
Utah Central Engine No.2 is being repaired in the RGW shops; new axles, tires,
and so forth. (Pitchard, Salt Lake Daily
Tribune, 28 May 1891)
1 August 1891
"Owing to repairs on the Seventh South street bridge the Utah Central will
be unable to run trains to Wagener's this Sunday. However, everything will be
all right next Sunday." (Pitchard, Salt Lake Daily Tribune, 1 August 1891)
4 September 1891
"The Utah Central Suits." About 1-1/2 columns on the U. C.'s financial
troubles; notes that locomotives and cars are waiting, at the U. P. and R. G.
W. yards, for the payment of freights.
(Pitchard, Salt Lake Daily Tribune, 4 September 1891)
9 September 1891
"To the Great Lake." "Property Owners ask John W. Young to Push
his Road." This item is in regard to the Utah Central line out to the Salt
Lake itself, which was organized as the Utah Western, 24 June 1889. At present,
this road exists only as a roadbed, grading being done for some 13 miles west
of the Jordan River. Apparently, there have been no valid deeds drawn up for
right-of-way, verbal agreements only so far. Item notes that some of the fills
on this grade are eight feet high. (Pitchard, Salt Lake Daily Herald, 9 September 1891)
26 September 1891
"Two Bad Smash-Ups" yesterday afternoon on the Utah Central's line
over Parley's summit, involving a passenger train and a freight train, but no
mention of car or engine numbers. (Pitchard, Salt Lake Daily Tribune, 26 September 1891)
3 October 1891
"The two passenger coaches that went into the ditch last Friday evening on
the Utah Central were lifted out Sunday and taken to Salt Lake. The coaches
were found to be but little damaged." (Pitchard, Park Record, Park City, 3 October 1891)
24 October 1891
"Solid for the Winter," an article that reports the Utah Central to
have bought, on the 16th, Rio Grande Western engines 22 and 72, a flanger, a
large and heavy apron snow-plow, two combination cars and two 'plush' coaches,
all of which is presently in storage at Thistle, but will be brought to Salt
Lake any day. (Note: accuracy of this item is highly suspect, at least by me!!)
(Pitchard, Park Record, Park City, 24 October 1891)
30 October 1891
The Utah Central has laid a third rail along its track to Sugar House, about
four miles. (Pitchard, Salt Lake Daily
Tribune, 30 October 1891)
29 November 1891
An entire column on the suits against John W. Young, the Utah Central, Salt
Lake & Eastern, and so forth; cause almost entirely unpaid bills. (Pitchard, Salt Lake Daily Tribune, 29 November 1891)
12 December 1891
"Park City." "T. J. Mackintosh, superintendent of the Utah
Central, C. W. Hardy, roadmaster, Joseph Bywater, master mechanic, and train
dispatcher Hampton, of the same road, came up on a special yesterday to test
the new Burnsides snow plow, recently placed on Engine No. 8, in the company's
shops at Sugar House, and to clear the cuts and track of snow. The plow behaved
in a very satisfactory manner and all who saw it declared it to be a very good
one." (Pitchard, Salt Lake Daily
Herald, 12 December 1891)
12 December 1891
"Supt. T. J. Mackintosh, accompanied by Roadmaster C. W. Hardy, came up
over the Utah Central yesterday afternoon bringing a snow plow recently
purchased. After each storm the road will in future be cleared with that
machine instead of allowing the passenger trains to buck the snow that piles up
in the various deep cuts on each side of the summit." (Pitchard, Park Record, Park City, 12 December 1891)
12 December 1891
"Assessor and Collector O. C. Lockhart yesterday afternoon attached
passenger car No. 1, belonging to the Utah Central Company, to secure
delinquent taxes. The car attached is the one now being used as a depot." (Pitchard, Park Record, Park City, 12 December 1891)
1 January 1892
Utah Central has six engines, two of which are Shay types; 10 passenger cars
and 60 freight cars; and there is (was?) some 7-1/2 miles of track laid beyond
Park City, towards the Provo River. (Pitchard, Salt Lake Daily Tribune, 1 January 1892)
9 January 1892
An item on a plow train to Park City, over the Utah Central, which left Salt
Lake City on Thursday, the 7th; about one-half mile from Gogorza, "the
snow plow struck a drift which, proving too formidable, the plow jumped the
track and ran down an embankment,… The tender was knocked completely over on
its side, while the engine remained standing." (Pitchard, Salt Lake Daily Herald, 9 January 1892)
10 January 1892
"Park City." "The Utah Central troubles still continue. After
leaving Park City the train reached the summit all right, where two of the
engines were sent to Salt Lake, leaving No. 7, the Shay, to take the train and
crew the balance of the way. The train started all right, but after having
covered about one-half mile, it 'stripped' the cogs, thus rendering it perfectly
useless. Word was sent to Salt Lake to call back the two engines that had been
sent down." (Pitchard, Salt Lake
Daily Herald, 10 January 1892)
13 January 1892
Another item discussing the snow plow wreck mentioned in the item of 9 January,
noting the "credit due Engineer Hawkes, of engine No. 9, which was
following the snow plow. That gentleman barely averted the catastrophe by
immediately reversing his engine, [otherwise] the inevitable result would have
been to throw the engines 8 and 9 into the ditch,…" (Pitchard, Salt Lake Daily Herald, 13 January 1892)
26 April 1892
Utah Central Shay that went into the ditch near Park City 'not long ago' is now
in RGW shops being repaired. (Pitchard, Salt Lake Daily Tribune, 26 April 1892)
18 June 1892
"B. S. Young, acting agent of the Utah Central, informs the Record that
the crossing of the Union Pacific and Utah Central has been completed, the
track and roadbed to a point about one mile north of the Ontario drain tunnel
put in shape and trains are now running that distance on the extension. The
large number of ties sold to the Saltair road and hauled to that point by team
are being loaded and hauled to Salt Lake." (Pitchard, Park Record, Park City, 18 June 1892)
23 July 1892
"The Utah Central" - the bondholders have taken over, and most of the
old directors are out, and a bunch of new ones are in. The new directorate is
composed of: J. Collett, E. C. Henderson, LeGrand Young, Joseph Richardson, P.
L. Williams, C. D. Lavey, J. H. Hurd, E. B. Critchlow, and R. H. Cabell. (Pitchard, Park Record, Park City, 23 July
1892)
27 August 1892
President J. Collett of the Utah Central has been out from the East to see the
road, and he has appointed James McGregor to be the new General Manager of the
Utah Central. Collett departed on Thursday for his home in the East. (Pitchard, Park Record, Park City, 27 August
1892)
17 September 1892
"The Utah Central is going to be in better shape in a few weeks than ever
before and will certainly have power enough to handle the passenger and freight
traffic they are now receiving. The company has ordered four new, large engines
- two passenger and two freight - and they will arrive in a few days, the bills
of lading having been received. Preparations are also being made to complete
the branch from Park City to Noon's mill. It would appear that President
Collett has succeeded in awakening the new owners of the road to its importance
as a business venture, and that they have decided to equip it for thorough
service." Ties are still being loaded on the extension. (Pitchard, Park Record, Park City, 17 September 1892)
19 November 1892
"The passenger car used by the Utah Central as a depot caught fire Tuesday
night and was considerably damaged before the flames could be extinguished. The
flames caught from the stove-pipe in the north end of the car, which is
occupied by the train men as a sleeping room, and was the result of building a
heavy fire and going away and leaving it. The damage was light." (Pitchard, Park Record, Park City, 19 November 1892)
21 January 1893
"It was rumored last week that the Utah Central had a new passenger engine
and that it was a 'Joe Screamer.' Inquiry develops the fact that the machine is
a 'Joe Screamer' but not a new one. It has simply been thoroughly overhauled
and repaired and is just as good as a new machine, and can take five cars over
the summit almost without an effort. The company, however, is making extensive
additions to its rolling stock and will soon be in a position to handle all
business that may come its way." (Pitchard, Park Record, Park City, 21 January 1893)
31 January 1893
John W. Young has lost the Beehive House on a sale ordered by court, to pay off
a number of creditors. Zion's Savings Bank bought it. (Pitchard, Salt Lake Daily Tribune, 31 January 1893)
31 January 1893
Utah Central general manager McGregor has been east, and returned, and he says
the Utah Central is to have some new equipment soon. (Pitchard, Salt Lake Daily Tribune, 31 January 1893)
2 March 1893
"The Rolling Stock Sale." "The Utah Central rolling stock sold
at auction on Monday consisted of four or five engines, 114 flat cars and three
passenger coaches. E. R. Rice, Jr., bid them in for F. W. Whitridge and E. C.
Henderson, who represented the bondholders of the road. The bid was $6,400, the
amount of the New York Equipment Company's claim." (27 February 1893 was
Monday.) (Pitchard, Salt Lake Daily
Herald, 2 March 1893)
3 March 1893
"Utah Central Improvements." "Rolling Stock Purchased and a
Depot to be Built." At least so claimed the headline; this item purports
to be the result of an interview with U. C. General Manager McGregor, who in an
article in the Tribune of this date says the report of a new depot is false.
Otherwise, the item in the Herald also says that "New engines and cars have
been purchased,…" (Pitchard, Salt
Lake Daily Herald, 3 March 1893)
3 March 1893
"Will Not Build New Depot." "General Manager McGregor of the
Utah Central now sets apart a portion of each day to dispose of rumors
concerning his road." The report in the Deseret News of the 2nd (and
Herald of the 3rd) that new depots are to be built is false, says McGregor.
Also, he has no idea who will succeed the U. C.'s late president Collett;
Vice-president Henderson is acting as president until a decision is made. (Pitchard, Salt Lake Daily Tribune, 3 March
1893)
11 March 1893
"The Utah Central received their first new Hog locomotive on Thursday, and
it will be seen in Park City in a day or two." Also, the U. C. has a brand
new flanger. (Pitchard, Park Record, Park
City, 11 March 1893)
14 March 1893
"Utah Central's Advances." "Better Rolling Stock and Much
Improvement to be Added." "The Utah Central has just received a large
Baldwin locomotive, one of the largest narrow-gauge engines made, to wrestle
with the grades and traffic between Salt Lake and Park City." "If the
engine just received proves satisfactory, a number of them will be ordered for
the road." Lots of timber, material, etc., also arriving: "All these
materials will be used in the manufacture of new cars and the repairing of old
cars. The Central shops will henceforth turn out their own cars, having
recently purchased the Rio Grande Western's old stock of narrow-gauge
trucks." (Pitchard, Salt Lake Daily
Tribune, 14 March 1893)
25 March 1893
"Railway Affairs." "General Manager McGregor, of the Utah
Central, left for the east yesterday, and it is supposed that he goes to look
after the new rolling stock recently ordered for his road, and also to attend
to the terminal improvements contemplated." (Pitchard, Salt Lake Daily Herald, 25 March 1893)
29 April 1893
"The Utah Central has closed contracts for hauling ore… The Rio Grande
Western is now repairing a couple of its old, heavy narrow gauge engines, and
when ready for service will be placed at the disposal of the Utah Central and
be used in handling the latter's increased freight traffic. Tuesday last the
company ran its large new freight engine over part of the line to see if the
rails and roadbed would stand its weight, and the result was quite pleasing to those
in charge." (Pitchard, Park Record,
Park City, 29 April 1893)
7 May 1893
Charles W. Hardy has resigned as Utah Central chief engineer and roadmaster. (Pitchard, Salt Lake Daily Tribune, 7 May
1893)
11 May 1893
"Utah Central Rolling Stock" "The material for the cars to be
built for the Utah Central has all arrived at the shops at Mill Creek Junction,
and work will begin at once on the new rolling stock. A large number of cars
will be put up and old rolling stock repaired." (Pitchard, Salt Lake Daily Tribune, 11 May 1893)
21 May 1893
"The Utah Central has a large force of men on the road repairing the
grades, ballasting, etc. The new Hogg engine is putting in full time with the
work train:' (Pitchard, Salt Lake Daily
Tribune, 21 May 1893)
28 October 1893
A bad wreck reported on the Utah Central, Thursday afternoon, just east of
Sugar House, in which the large freight engine was involved; and engineer E. M.
Haywood was scalded. (Pitchard, Park
Record, Park City, 28 October 1893)
28 November 1893
"Receivers for Utah Central" -- appointed yesterday, in suit of
Central Trust Co. of New York vs. the Utah Central -- James McGregor, present
General Manager of the road, and Clarence Cary, a New York lawyer. (Pitchard, Salt Lake Daily Tribune, 28 November 1893)
1 January 1894
Utah Central has 55 miles in operation, and another 25 miles graded beyond Park
City, and equipment added and bridges built in 1893 to the amount of $26,000 or
$27,000. (Pitchard, Salt Lake Daily
Tribune, 1 January 1894)
22 January 1894
Utah Central receiver Clarence Cary finally arrives in SLC to help McGregor
with the job. (Pitchard, Salt Lake Daily
Tribune, 22 January 1894)
31 January, 1894
"Thomas Marshall, et al., trustees, began suit against the Salt Lake &
Fort Douglas Railway Company, et al., yesterday to foreclose mortgages in the
sum of $800,000. The Utah Central Railway Company, its receivers and others are
made party defendants, and the receivers of the Utah Central are appointed
receivers in the present case." (Pitchard, Salt Lake Daily Tribune, 31 January, 1894)
2 February 1894
The Utah Central receiver has petitioned the court for leave to issue $100,000
in Receiver's Certificates, stating that, among other things, $28,409.47 has to
be paid 'immediately' to parties who have furnished equipment for the road. (Pitchard, Salt Lake Daily Herald, 2 February 1894)
2 February, 1894
Utah Central receivers want to issue $100,000 in receiver's certificates, to
pay many pressing debts, including $28,409.47 for equipment purchased. The UC's
total debt, outside of bonds, is $138,804.36. (Pitchard, Salt Lake Daily Tribune, 2 February, 1894)
13 February 1894
Court allows issuance of Utah Central receiver's certificates. (Pitchard, Salt Lake Daily Tribune, 13 February 1894)
16 March 1894
"Receivers Report."
"In the case of the Central Trust Company against the Utah Central Railway company, together with the other principals in this far-reaching action, the receivers James McGregor and Clarence Cary appeared through their attorney, the Hon. Parley L. Williams, yesterday, and before Judge Merritt filed their report showing receipts and disbursements for the quarter extending from November 27, 1893 to February 28, 1894, inclusive. (Pitchard, Salt Lake Daily Herald,16 March 1894)
"The report, among other things, shows the following:
| Cash and uncollected expense bills and accounts turned over to receivers upon their appointment November 27, 1893 | $ 8,468.14 |
| Balance yet outstanding from these schedules | 2,192.02 |
| Cash received from inventoried items, Utah Central railway company | 3,669.42 |
| Operating receipts-- | |
| from passenger earnings | $ 2,942.05 |
| from freight earnings | 19,050.29 |
| from express earnings | 505.89 |
| from Mail, first quarter, 1893 | 347.34 |
| from income expenses, tax refund | 27.72 |
| from fuel sales to employees | 113.25 |
| from general expenses (sale of board orders) | .50 |
| from Receiver's Certificate No. 1, Whitridge and Henderson, trustees | 27,409.47 |
| from Receiver's Certificate No. 2, R.M.B. Tel. Co. | 414.30 |
| $52,084.18 | |
| Disbursements | 55,753.60 |
| Balance outstanding from inventoried items | 2,192.02 |
26 May 1894
"The Utah Central has extended its tracks up to the electric light works,
which gives it plenty of trackage within the city limits, at least for the
present." (Pitchard, Park Record,
Park City, 26 May 1894)
12 May 1894
"Park Float" "The Utah Central car - or depot - was this week
moved to one side of the track, the work being done by the section men. Agent
Hedges said he got tired of the engineers running into his place of business
and so prevailed upon the company to move his car." (Pitchard, Park Record, Park City, 12 May 1894)
22 May 1894
Utah Central grade is being widened in Parley's Canyon, and all the bridges are
being rebuilt and repaired. About 50,000 ties to be put in this season, with
ones of standard gauge dimensions to be used on the line between the City and
Mill Creek Jct., where the shops are. "Some new box cars are being built
at the shops" of the U C. (Pitchard, Salt Lake Daily Tribune, 22 May 1894)
2 June 1894
"Besides the improvements being made by the Utah Central in its roadbed,
four passenger coaches are being remodeled, one of which is now in the hands of
the upholsterer and will soon be ready for use." (Pitchard, Park Record, Park City, 2 June 1894)
15 June 1894
"Railway Items." "Receiver McGregor states the Utah Central
equipment [was] never in better shape. The shops are now at work rebuilding
locomotives and passenger coaches." (Pitchard, Salt Lake Daily Tribune, 15 June 1894)
25 June 1894
Item on "Bracing up the Central" -- improvements being made on the
Utah Central by the receivers -- the shops received a new iron roof recently --
part of "Building New Cars" says that about 50 men are employed in
rebuilding and new building -- "…new work to the extent of four passenger
coaches, ten box cars, 22 coal cars, and have rebuilt or overhauled two
locomotives and have another now on the stocks." Fifteen bridges have been
rebuilt to standard gauge dimensions -- 7-1/2 tons of 40 pound steel and 10
tons of 56 pound iron have been laid at various points, and the line on 8th
South has had a third rail added. (Pitchard, Salt Lake Daily Tribune, 25 June 1894)
11 July 1894
"Bridges on the U. C." "The Utah Central Railway has added a
pile-driver to its equipment, and will commence at once the reconstruction of
its bridges. These bridges will all be driven for standard gauge, and the
company is now putting in large numbers of standard gauge ties." (Pitchard, Salt Lake Daily Tribune, 11 July
1894)
17 July 1894
"Utah Central Improvements" notes that yesterday's train to Park City
."…was made up of new coaches just out of the shop." It also notes
that "A number of coal and box cars have recently been built at the
company's shops,…" (Pitchard, Salt
Lake Daily Tribune, 17 July 1894)
21 July 1894
"The Utah Central railroad has at last materialized the long-promised new
passenger cars, they being placed on the road Monday of this week. The coaches,
while nicely finished throughout, were a disappointment to the traveling
public, owing to the fact that the seats are not upholstered nor cushioned,
being provided with perforated backs and bottoms. However, they are a vast
improvement over past accommodations, and as everybody realizes that the
management of the little road is doing everything in its power to improve its
service, no loud complaints are made. The Utah Central is the one link that
bound Park City to the outside world during the worst part of the big strike,
and the Salt Lake daily papers were delivered on time every day." (Pitchard, Park Record, Park City, 21 July
1894)
16 August 1894
T. J. Mackintosh resigns as General Superintendent and General Freight &
Passenger Agent of Utah Central; to be replaced by I. H. Burgoon, from Fremont,
Ohio, effective today. (Pitchard, Salt
Lake Daily Tribune, 16 August 1894)
18 August 1894
Utah Central is presently rebuilding Engine No 2 in their own shops at Sugar
House -- new firebox, flue sheets and flues, new dome, frame rebuilt, and so
forth -- the master mechanic is Bywater. (Pitchard, Salt Lake Daily Tribune, 18 August 1894)
23 October 1894
Street Committee of the City Council discussed last night the removal of the
abandoned SL&FD tracks, at least where they impede travel, in the eastern
part of the city. (Pitchard, Salt Lake
Daily Tribune, 23 October 1894)
24 October 1894
More of the above -- again says the tracks of the SL&FD in the eastern part
of the city are abandoned; Council says the railroad is to bring its tracks to
grade where they cross South Temple, First South and Second South within 60
days. (Pitchard, Salt Lake Daily Tribune,
24 October 1894)
16 December 1894
"Utah Central." "James McGregor and Clarence Cary, receivers of
the Utah Central railroad, yesterday filed their quarterly report for the three
months ending November 30, 1894, with the clerk of the Third District Court. (Pitchard, Salt Lake Daily Herald, 16 December 1894)
The report shows as follows:
| Receipts. | |
| Cash on hand, September 1, 1894 | $ 2,705.35 |
| Passenger earnings | 6,662.00 |
| Freight | 4,857.90 |
| Express earnings, July, Aug., Sept. & Oct. | 1,087.84 |
| Mail earnings, 2nd & 3rd quarters 1894 | 729.46 |
| Fuel rebate | 77.49 |
| Bills Collectible | 110.84 |
| General Expenses | .25 |
| Receiver's Certificates | 635.88 |
| Total | $16,917.01 |
| Disbursements | |
| Material and Supplies | $ 3,666.90 |
| Pay Rolls | 10,295.20 |
| Advance Charges paid other companies, etc. | 1,105.84 |
| Cash on hand, December 1st | 1,849.07 |
| Total | $16,917.01 |
"The operations for the quarter show an actual loss of $855.28, the difference in the cash balances. The report also reveals the fact that only $18 worth of free transportation or complimentaries was issued during the quarter."
16 December 1894
Utah Central quarterly report to court, for September, October and November;
took in $16,917.01 in receipts, and paid out all of it but for $1,849.07, which
remains as cash on hand as of 1 December 94. (Pitchard, Salt Lake Daily Tribune, 16 December 1894)
1 January 1895
Utah Central -- the $100,000.00 in receiver's certificates were all spent by September of 1894:
Old claims, and equipment … $51,000.00
Betterments, Roadway … 15,000.00
Betterments, B & B … 8,000.00
Betterments, rolling stock … 14,000.00
Contingent expenses … 12 000.00
Total … 100,000.00
During the year 1894, the U. C. put in 16,500 narrow gauge ties, and 3,500 standard gauge ties; 21 bridges were rebuilt; four passenger coaches were rebuilt/remodeled; 19 gondola cars were rebuilt to a greater capacity; 10 new box cars were built. The locomotive shops overhauled six engines, and virtually rebuilt one. The company owns 56.5 miles of track but only about 32 of them are operated at present; there are 7-1/2 miles of track laid east of Park City, not operated, and 17 miles of completed grade beyond that. T. J. Mackintosh resigned 16 August, and was replaced by I. H. Burgoon. (Pitchard, Salt Lake Daily Tribune, 1 January 1895)
12 January 1895
The $100,000 in Utah Central receiver's certificates will fall due on the 12th
of February, and the paper says that the road will be foreclosed upon if they
are not redeemed. (Pitchard, Salt Lake
Daily Tribune, 12 January 1895)
1 February 1895
"Utah Central Report", to the court, from 27 November 1893, when the
receivers were appointed, to 31 December 1894 (Pitchard, Salt Lake Daily Tribune, 1 February 1895):
| Earnings | Passenger | $21,993.10 | |
| Freight | 25,828.69 | ||
| Express and Mail | 3,926.09 | ||
| Special tickets, etc | 95.65 | ||
| (subtotal) | 51,843.53 | ||
| Receipts from drafts | 22,143.80 | ||
| Rebates, etcetera | 886.65 | ||
| Advance charges | 8,676.55 | ||
| Receiver's Certificates | 100,000.00 | ||
| Old account, U. C. | 3,687.82 | ||
| Tax refund, etcetera | 401.67 | ||
| 135,896.49 | |||
| $187,740,02 | |||
| Expenses | Payroll | $57,857-83 | |
| Vouchers | 45,847.38 | ||
| U.C., old accounts | 17,983.38 | ||
| Betterments | 5,475.78 | ||
| Equipments | 23,358.69 | ||
| Shop machinery | 1,624.78 | ||
| Car trust material | 2,765.84 | ||
| Cash to meet drafts | 22,143.80 | ||
| Rebates | 258.84 | ||
| Refunded | 20.70 | ||
| Draw-back checks | 140.00 | ||
| Advance charges | 8,676.55 | ||
| Suspense account | 24.50 | ||
| James McGregor, receiver | 600.00 | ||
| Cash on hand, 31 Dee 94 | 961.95 | ||
| 187,740.02 | |||
| $187,740.02 |
13 February 1895
"Utah Central in Default", as the receiver's certificates fell due
yesterday and were not redeemed. (Pitchard, Salt Lake Daily Tribune, 13 February 1895)
17 February 1895
The Utah Central receivers to pay interest of $7,000 on the certificates, for
now, and this will avert foreclosure proceedings. (Pitchard, Salt Lake Daily Tribune, 17 February 1895)
27 February 1895
The interest amount mentioned above has NOT been paid as yet, and it is likely
that the road will be sold. The Utah Central is saddled with all of the bonds of
its predecessor companies: $1,200,000 of the Salt Lake & Eastern; $500,000
of the Salt Lake-& Fort Douglas; $600,000 of the yet-unbuilt Utah Western;
and $220,000 of the Utah Central itself. The paper notes 'a singular
circumstance' in the affairs of the U. C. in the disappearance of some of the
original account books and other records, and that such books as are available
have been kept in a very peculiar manner; the task of unraveling the company's
financial history is "an almost hopeless one." (Pitchard, Salt Lake Daily Tribune, 27 February 1895)
1 March 1895
"Utah Central Receivership" - Special Master George D. Loomis filed
his report with the court yesterday; The receivers have paid out the sum of
$51,963.43 for debts incurred before their appointment, for which expenditures
Loomis has found vouchers for all except $6,753.00, which was for a locomotive,
and the Receivers have sent back East for copies of the missing papers in that
regard. The only one of the receiver's certificates so far redeemed is #733,
for $1,624.78, which is held by Joseph Richardson. James McGregor, one of the
receivers, has on occasion used some of his own money to pay taxes and the
like. (Pitchard, Salt Lake Daily Tribune,
1 March 1895)
10 March 1895
Superintendent Burgoon has kept the Utah Central open all winter, with no days
lost on account of snow blockade -- never before done in U. C. history. (Pitchard, Salt Lake Daily Tribune, 10 March
1895)
23 March 1895
"The Utah Central company has a strong force of men at work in its shops
at Salt Lake building new ore cars for service between Park City and Salt Lake,
and one completed car is being turned out every other day. The cars are to be
used only in the transportation of ore and are something new and convenient in
that line." (Pitchard, Park Record,
Park City, 23 March 1895)
16 April 1895
"Utah Central Affairs." "Three Months Ending March 31 Shows a
Profit." "The report of James McGregor and Clarence Cary, receivers
of the Utah Central Railway company, for the three months ending March 31 was
yesterday filed with Special Master George D. Loomis. (Pitchard, Salt Lake
Daily Herald, 16 April 1895)
"The report shows as follows:
| Earnings | |
| Passenger | $ 4,799.55 |
| Freight6 | 6,122.2 |
| Express for Nov., Dec., Jan. & Feb. | 1,058.61 |
| Mail, Oct., Nov. & Dec. | 382.12 |
| Advance Charges | 1,699.86 |
| Receipts from Bills Collectible | 513.91 |
| Cash Received from Old Accounts | 61.00 |
| Conducting Transportation | 3.30 |
| Cash on hand, January 1, 1895 | 961.95 |
| Total Credit | $15,602.56 |
| Disbursements | |
| Pay Rolls | 8,065.12 |
| Materials and Supplies | 4,512.48 |
| Advance Charges pd by R.G.W. Ry. Co. | 1,688.06 |
| Drawback Checks redeemed | 18.00 |
| Pay Rolls, old U. C. account | 60.20 |
| Cash on hand and Bills Receivable, March 31, 1895 | 1,258.70 |
| $15,602.56 | |
| Amount of Receipts over Expenses | 532.50 |
| Amount still outstanding on old account | 2,173.62 |
25 April 1895
"Utah Central Foreclosure" -- J. E. Bamberger and H. G. McMillan hold
$24,313.27 in the Utah Central receiver's certificates, and will file for
foreclosure to get their money. (Pitchard, Salt Lake Daily Tribune, 25 April 1895)
27 April 1895
"The Utah Central is now receiving a fair share of the ore shipments and
several cars per day are being hauled to the Salt Lake smelters. The new cars
recently constructed for that class of freight are giving splendid satisfaction
and are much handier for a short run than the box cars heretofore used for that
purpose. The little road should enjoy a profitable summer." (Pitchard, Park Record, Park City, 27 April
1895)
30 April 1895
Utah Central foreclosure suit referred to was filed yesterday. (Pitchard, Salt Lake Daily Tribune, 30 April
1895)
3 July 1895
"To Lease the Utah Central." Chief Justice Merritt yesterday signed
an order authorizing McGregor and Cary, as receivers of the Utah Central, to
lease to Henry Wagener that part of the Salt Lake & Fort Douglas railroad
between Fort Douglas and his brewery. Wagener is to report on the 10th of every
month the number of passengers carried, and to pay to the U. C. Rwy. 8 &
1/3 cents per passenger. (Pitchard, Salt
Lake Daily Herald, 3 July 1895)
7 September 1895
"While making a flying switch yesterday morning at the Park City Ice
company's siding, near Kimball's ranch, the Utah Central passenger engine left
the track and turned upside down, and the passengers and mail had to be brought
to the Park by team. No person was injured, although it was a close call for
the engineer and fireman. The track was cleared and the regular afternoon train
left here about an hour late." (Pitchard, Park Record, Park City, 7 September 1895)
10 September 1895
The Salt Lake & Ft. Douglas is not operating trains to the fort, or on any
of its lines up that way. (Pitchard, Salt
Lake Daily Tribune, 10 September 1895)
21 September 1895
"Preparations are being made by the Utah Central to build an engine house
on the summit and station a locomotive there during the winter months to
facilitate the handling of trains and reduce the chances of snow
blockades." (Pitchard, Park Record,
Park City, 21 September 1895)
22 September 1895
"New Engine for the Utah Central." "The Receivers of the Utah
Central Railway Company were yesterday authorized by the court to purchase and
pay for one engine manufactured by Burnham, Williams & Co. of the Baldwin
Locomotive Works, Philadelphia, Pa., for $6,850. One-fourth of the amount to be
paid in cash and the balance in eighteen monthly installments. The receivers
say the increased business of the road makes the purchase necessary." (Pitchard, Salt Lake Daily Herald, 22 September 1895)
28 September 1895
"About 80 tons per day are being handled [from the Crescent mine and mill,
via the tramway] and shipped to Salt Lake over the Utah Central."
"The Utah Central is doing a thriving business these days, its freight
traffic having increased to such an extent that it has become necessary to
order a new heavy freight engine, which will be furnished by the Baldwin
Locomotive works, and which is expected to soon arrive." (Pitchard, Park Record, Park City, 28 September 1895)
9 October 1895
As of the 9th, the Utah Central agent at Park City, A. H. Ahlefeld, also became
the Park City ticket agent for the Rio Grande Western, and tickets now
available via UC & RGW to anywhere in the country. (Pitchard, Park Record, Park City, 12 October 1895)
20 October 1895
"Report of the Receivers." For the Three Months ending 30 September,
this report is much the same as the foregoing ones; but under the head of
Disbursements, is this: "Part Payment of New Locomotive 1,712.50"
(This is in complete agreement with the item of 22 September, above, as the
$1,712.50 is one-fourth of the $6,850 price of the locomotive, per the
contract.) (Pitchard, Salt Lake Daily
Herald, 20 October 1895)
12 November 1895
"One of the biggest and best narrow-gauge locomotives ever built will
arrive in Salt Lake today over the Rio Grande Western railway, for the Utah
Central railway. The engine will be a mate in dimensions for the present engine
No.3 on that line, and is from the Baldwin Locomotive Works. The dimensions
are: Cylinders, 16 x 20 inches; driving wheels, 37 inches, outside diameter.
She will be of the consolidated or 'hog' type, and while of the same general
dimensions as the No. 3, will have all the latest improvements for locomotives.
Her total weight will be sixty-three tons." (Pitchard, Salt Lake Daily Tribune, 12 November 1895)
14 November 1895
"The big consolidation engine for the Utah Central railway referred to in
these columns on Tuesday was received from the Baldwin Locomotive Works over
the Rio Grande Western yesterday and was moved over to the Utah Central
shops." (Pitchard, Salt Lake Daily
Tribune, 14 November 1895)
16 November 1895
"The new locomotive ordered by the Utah Central arrived in Salt lake this
week from the Baldwin works and is now being put in shape at the shops. When in
running order it will take the place of engine No. 3, and the latter will be
stationed on the summit to handle the snow plow this winter, a good substantial
engine house having been erected there for its accommodation. Thus equipped the
little road will be in good trim to buck-snow this winter and keep the road
open. Business with the Utah Central is picking up rapidly,…" (Pitchard, Park Record, Park City, 16 November 1895)
17 November 1895
"The new Utah Central engine will make a trial run to Park City today. A
special car will carry a party of officials and friends." (Pitchard, Salt Lake Daily Tribune, 17 November 1895)
18 November 1895
Item about Utah Central, "Engine's Trial Trip", says very little
useful and uses three column inches to do it! Number not given yet. The
officials that went on the trip were: J. McGregor; I. H. Burgoon; chief clerk
F. E. Shafer; Master Mechanic J. J. Bywater. The 'friends' were C. L. Haines
and three others not named. Engineer was Arthur Edson; left SLC at 9:00am, made
many stops en route, arrived in Park City at 12:30pm; the return trip was made
in two hours. The engine "…is one of the largest narrow gauge
locomotives now manufactured,…". (Pitchard, Salt Lake Daily Tribune, 18 November 1895)
19 November 1895
"The new Utah Central engine No. 1 began its regular trips to Park City
yesterday with the passenger train. With this powerful locomotive there is no
delay and no failures to make time." (Pitchard, Salt Lake Daily Tribune, 19 November 1895)
23 November 1895
"The passenger train on the Utah Central was brought up Monday morning for
the first time by the new engine. The machine was in charge of an engineer sent
from the works and walked up the heavy grade without a hitch or jar. It is a
fine machine and will do most excellent service." (Pitchard, Park Record, Park City, 23 November 1895)
30 November 1895
The new Utah Central engine can take six cars up the hill "as easy as can
be". (Pitchard, Salt Lake Daily
Tribune, 30 November 1895)
28 December 1895
"Engine No. 3 of the Utah Central got off the rails near the depot Tuesday
night and though the crew labored constantly and hard the machine could not be
gotten back until pulled on by the engine of the morning passenger train. No
damage was done." (Pitchard, Park
Record, Park City, 28 December 1895)
22 May 1896
I. H. Burgoon leaves the Utah Central for the Ohio Southern. (Pitchard, Salt Lake Daily Tribune, 22 May
1896)
24 May 1896
Replacement for I. H. Burgoon not named yet. (Pitchard, Salt Lake Daily Tribune, 24 May 1896)
30 May 1896
The receivers of the Utah Central, owing to I. H. Burgoon's resignation,
announce the following appointments, effective June 1st: F. E. Schafer, as
Auditor and General Freight Agent; J. V. Hampton, as Master of Transportation,
with duties of the general superintendent, as the office of general
superintendent is abolished. (Pitchard, Park Record, Park City, 30 may 1896)
18 July 1896
The usual report of the Utah Central, for the three months ended on 30 June
1896; nothing in it out of the ordinary. (Pitchard, Salt Lake Daily Herald, 18 July 1896)
7 November 1896
The Salt Lake City Council has had a resolution submitted for it to consider,
to the effect that the Salt Lake & Fort Douglas railroad be ordered either
to comply with the-terms of its franchise, or tear up its tracks from the wye
at 8th South & 10th East up to the Fort, and the branches to Red Butte and
Emigration canyons. The submitted resolution lacked the requisite number of
signatures, so it was not considered by the Council. (Pitchard, Salt Lake Daily Tribune, 7 November 1896)
28 November 1896
Minor derailment of Utah Central passenger train this morning near Salt Lake
City. (Pitchard, Park Record, Park City,
28 November 1896)
6 December 1896
In the Court Notes -- Martha Ann Coombs vs. the Salt Lake & Fort Douglas
Railway Co., et al., motion for order to compel the receiver to tear out tracks
granted. (Pitchard, Salt Lake Daily
Tribune, 6 December 1896)
15 January 1897
Utah Central receiver's report for the last quarter of 1896; receipts were
$31,221.87. Disbursements amounted to $23,825.10; cash on hand as of 31 December 1896 was $7,290.60; cash on hand and uncollected bills, at Salt Lake
station were $83.02; the same for Park City, $23.15. The last four figures add
up to $31,221.87. (Pitchard, Salt Lake
Daily Tribune, 15 January 1897)
15 January 1897
Another of the reports, for three months ended 31 December 1896. (Pitchard, Salt Lake Daily Herald, 15 January 1897)
1 February 1897
The Beehive House has been sold to John Beck, mining bigwig; when John W. Young
bought the house in 1888, from Lucy Decker Young, he paid her, some $35,000.00;
it cost Beck nearly twice that sum. (Pitchard, Salt Lake Daily Tribune, 1 February 1897)
3 February 1897
The Utah Central has just built a new box car at the Sugar House shops. (Pitchard, Salt Lake Daily Tribune, 3 February 1897)
27 February 1897
"To Sell Utah Central", application for foreclosure to be made soon. (Pitchard, Salt Lake Daily Tribune, 27 February 1897)
28 February 1897
Hearings on the Utah Central foreclosure sale began yesterday; will end
tomorrow; and officer will be appointed to arrange the sale; (Geo. D. Loomis
was the one appointed, per later paper). (Pitchard, Salt Lake Daily Tribune, 28 February 1897)
4 March 1897
An order to sell has been entered in the Utah Central receivership case, the
final, details of which are yet to be arranged. (Pitchard, Salt Lake Daily Tribune, 4 March 1897)
19 March 1897
"Utah Central Sale" to be 17 April 1897, of the U.C., its branches
and the Salt Lake & Ft. Douglas and Salt Lake & Eastern. The sale will
be conducted by Special Master in Chancery Geo. D. Loomis. No bid will be
accepted for less than the amount required to pay the liens and expenses that
are judged to be superior to the claims of the bondholders - these amounts the
court has set as follows: for the S.L.& Ft. D., $22,500; for the S.L.&
E., $117,000; and for the Utah Central, $21,500. These amounts the purchaser
will have to pay in cash. (Pitchard, Salt
Lake Daily Tribune, 19 March 1897)
19 March 1897
Master Mechanic Bywater of the Utah Central is putting Hurst automatic air
equipment on 18 box cars at present. (Pitchard, Salt Lake Daily Tribune, 19 March 1897)
20 March 1897
"All the old passenger cars and engines on the Utah Central are being
overhauled and repaired in the shops at Sugar House, which have been kept busy
all winter." (Pitchard, Salt Lake
Daily Tribune, 20 March 1897)
28 March 1897
The Utah Central has been notified that it "Must Tear up Tracks"
where the franchise has been forfeited, which in this case is the Salt Lake and
Fort Douglas tracks not used in line to Park City. (Pitchard, Salt Lake Daily Tribune, 28 March 1897)
30 March 1897
"Removing Fort Douglas Tracks" yesterday at 13th East and 1st South,
about 75 feet removed, by Deputy street supervisor Clark and crew. Clark says
he will have all crossings out soon, if he is not first arrested for contempt
of court, as the receiver has promised to do. (Pitchard, Salt Lake Daily Tribune, 30 March 1897)
31 March 1897
"Accused of Contempt." "Tearing up of Fort Douglas Track
Stopped." "Judge Hiles issues a Writ." "The removal of the
Salt Lake & Fort Douglas railway tracks by the Street Department was
brought to an abrupt termination yesterday." The railroad is under the
protection of the court, and not to be tampered with; Clark, et al., must show
cause as to why they should not be cited for contempt, at a hearing scheduled
for the 3rd next. (Pitchard, Salt Lake
Daily Tribune, 31 March 1897)
31 March 1897
"Tearing Up the Rails" of the Utah Central, Fort Douglas branch, by
city workers. The company has "ceased for years" to run trains over
this track. (Pitchard, Salt Lake Daily
Herald, 31 March 1897)
3 April 1897
"Park Float" in item on reduced fares (as usual) for conference, over
the Utah Central, it is noted that "The company has added to its service
two coaches with new reversible seats,…" (Pitchard, Park Record, Park City, 3 April 1897)
7 April 1897
There is likely to be a delay in the sale of the Utah Central; two of the
parties, Central Trust and Knickerbocker Trust, have asked for the delay,
reason not given. (Pitchard, Salt Lake
Daily Tribune, 7 April 1897)
11 April 1897
Deputy Street Supervisor Clark, and crew, were in court yesterday to show cause
why they should not be held in contempt for tearing up the SL&FD tracks;
their defense was, basically, "We were just following orders," of the
City Council. (Pitchard, Salt Lake Daily
Tribune, 11 April 1897)
14 April 1897
The sale of the Utah Central will be delayed somewhat; also a slight increase
in the upset prices; or the minimum bids; SL&FD, to $22,700; SL&E, to
$118,000; and UC, to $21,600. (Pitchard, Salt Lake Daily Tribune, 14 April 1897)
17 April 1897
Judge Hiles decided the contempt matter in favor of the railroad, and against
the city and its employees. (Pitchard, Salt Lake Daily Tribune, 17 April 1897)
8 May 1897
The 'Utah Central Sale' to be this morning at 11:00am; tracks up to and beyond
the fort are still in place. This item says the Utah Central has five
locomotives, seven coaches, and about 135 other cars. Also says that there is
some seven miles of track beyond Park City. Also, at about 4:00am yesterday, a
flood in Parley's Canyon, did much damage to U.C. in area of city reservoir
near Suicide Rock, and just below. There are photographs of this mess. (Pitchard, Salt Lake Daily Tribune, 8 May
1897)
9 May 1897
"The Utah Central Sale" was held on Saturday, the 8th; this article
is very nearly two full columns in length, the entire text of which will be
found in the chapter relating to the Young roads. Here, it will do to say that
the roads were sold to the representatives of the bondholders, for the sum of
$272,600, as follows: $40,500 for the Salt Lake & Fort Douglas; $210,500
for the Salt Lake & Eastern; and $21,600 for the Utah Central company
itself. (Pitchard, Salt Lake Daily
Herald, 9 May 1897)
9 May 1897
"Sale of Utah Central", purchasers Henry Graff and Anthony J. Dittmar
were two of the largest bondholders; SL&FD sold at $40,500; the SL&E at
$210,500; and the Utah Central at $21,600. (Pitchard, Salt Lake Daily Tribune, 9 May 1897)
9 May 1897
The large trestle on the SL&FD, at 10th East and 7th South being removed,
timbers going to repairs in the Parley's Canyon mess. (Pitchard, Salt Lake Daily Tribune, 9 May 1897)
10 May 1897
"At 9 o'clock Saturday night workmen commenced tearing down the bridge
where the Utah Central crosses the east end of Seventh South street on a big
fill. By noon yesterday the familiar landmark was gone." (Pitchard, Salt Lake Daily Tribune, 10 May
1897)
14 May 1897
The Utah Central will be open this afternoon; replaced track in the canyon at
and below the reservoir is passable, slowly. (Pitchard, Salt Lake Daily Tribune, 14 May 1897)
22 May 1897
The Utah Central will borrow a number of the Garfield line's open cars for an
upcoming excursion to Park City. (Pitchard, Salt Lake Daily Tribune, 22 May 1897)
29 May 1897
"Utah Central Change" - the road to be transferred to the new owners,
once final payment, due today, is received. The upset price of $162,300 is to be
paid in cash, or receiver's certificates. 206 of the original 500 SL&FD
$1000 bonds, and 794 of the 1,200 SL&E $1000 bonds, have already been
turned over to Loomis, to apply to that part of the bid above the upset price.
With all coupons intact, Loomis figures that a SL&FD bond is worth $35.67
each, and a SL&E bond is worth $77.08 each; but as some have odd numbers of
coupons clipped, they will have to be figured up. (see next item). (Pitchard, Salt Lake Daily Tribune, 29 May
1897)
2 June 1897
Loomis says, that with the missing coupons deducted, the 206 SUED bonds are
worth $5,746.10, and the 794 SUE bonds $58,248.87. He is also holding
$60,984.19 in Receiver's certificates, and the three groups of paper amount in
the aggregate to $124,979.16; Loomis also has ,the $20,000 in cash paid the day
of the sale. The balance to bring the amount up to $272,600 is supposed to be
paid in cash, today. Note that all of the paper mentioned above was in the
hands of those who bought the road. There are other bonds and receiver's
certificates yet outstanding. (Pitchard, Salt Lake Daily Tribune, 2 June 1897)
7 June 1897
After negotiations between Loomis and the purchasers, the balance due on the
U.C. purchase was set at $122,609.88, which is to be paid today, presumably in
cash. (Pitchard, Salt Lake Daily Tribune,
7 June 1897)
8 June 1897
The $122,609.88 was received yesterday; most of it to be paid out to claims
that Judge Hiles says come before the Utah Central bondholders. (Pitchard, Salt Lake Daily Tribune, 8 June
1897)
8 June 1897
"Railway Notes." "The final payment was made yesterday by the
purchasers of the Utah Central railroad, and the deal closed up by Special
Master Loomis, and the transfer of the property made. The special master was
engaged in paying off claims yesterday afternoon." (Pitchard, Salt Lake Daily Herald, 8 June 1897)
10 June 1897
The various bondholders are to present their bonds to George D. Loomis, special
master in the Utah Central case, within 60 days of this date if they want any
part of the proceeds of the U. C. sale. The bonds of the Salt Lake & Fort
Douglas are dated 31 December 1884; those of the Salt Lake & Eastern are
dated 1 July 1888; and those of the Utah Central itself are dated 1 May 1891.
As to the Receiver's Certificates, $11,100 of them are chargeable to the Salt
Lake & Fort Douglas, while the balance, $88,900, are chargeable to the Salt
Lake & Eastern. The item reports that Loomis had office room 354 in the
City and County Building. (Pitchard, Salt
Lake Daily Herald, 10 June 1897)
24 June 1897
"Utah Central Bought", by the RGW, says the item; tracks still in up
to Fort and beyond; this item says the U.C. has seven locomotives, and 143
other cars. (Pitchard, Salt Lake Daily
Tribune, 24 June 1897)
26 June 1897
"Hail to the Rio Grande Western." "About the best news received
in Park City in many a day was the announcement on Thursday that the Rio Grande
Western had purchased the Utah Central road." This, of course, to be of
great benefit to Park City, "…and it will result in the building of a
depot in Park City, a concession that the Utah Central people studiously failed
to grant." (Pitchard, Park Record,
Park City, 26 June 1897)
11 July 1897
Another of the three-month reports, period ended 30 June 1897; nothing of
especial interest, as the paper is now doing a 'short form' of these dry
things. (Pitchard, Salt Lake Daily
Herald, 11 July 1897)
11 July 1897
Receiver's Report filed in Utah Central case for the period April 1st to June
30th, 1897; receipts were $16,369.09, and disbursements were $19,463.26. (Pitchard, Salt Lake Daily Tribune, 11 July
1897)
12 July 1897
In Park City, "The old passenger car that does duty as a ticket-office and
waiting-room for the Utah Central was broken into last night and cash to the
amount of $29.15 was stolen." All the money was in coin. (Pitchard, Salt Lake Daily Tribune, 12 July
1897)
3 September 1897
'Receivers Will Resign' from the Utah Central, today, it says. (Pitchard, Salt Lake Daily Tribune, 3 September 1897)
13 September 1897
All track, bridges and such, from 10th East and 9th South junction, up, have
been removed by this date, and the Salt Lake & Fort Douglas is no more.
Track in Red Butte Canyon, and over to Emigration Canyon, is also gone, as no
point to keeping it with no connection. (Pitchard, Salt Lake Daily Tribune, 13 September 1897)
22 September 1897
George D. Loomis filed bond and took oath as Receiver of the Utah Central
yesterday, and James McGregor turned the road over to him. (Pitchard, Salt Lake Daily Tribune, 22 September 1897)
1 October 1897
Petition for distribution of funds to bondholders of SL&FD, SL&E and UC
filed yesterday by Graff and Dittmar, purchasers of the UC, etc. (Pitchard, Salt Lake Daily Tribune, 1 October 1897)
2 October 1897
"The people of Park City would greatly appreciate the erection of a
comfortable depot building by the R. G. W. people, to take the place of the
stuffy old car that now serves that purpose for the patrons of the Utah
Central. The R. G. W. are progressive and accommodating people, and they will
erect a depot as soon as they get control, without doubt." New Utah
Central agent at Park City is J. S. Ferris, account the former agent, A. H.
Ahlefeldt, has gone into train service. (Pitchard, Park Record, Park City, 2 October 1897)
16 October 1897
Another of the three-month reports of the Utah Central receivers, for the
period ended 30 September, 1897, and as usual, nothing of useful interest. (Pitchard, Salt Lake Daily Herald, 16 October 1897)
18 December 1897
"News of the Week." "A claim for $300 was yesterday filed by R.
C. Chambers with Receiver Loomis, of the Utah Central Railway company, for rent
and compensation during the receivership for use and occupancy of [the]
roundhouse at Park City and for use of the land for main and side tracks of the
railroad at Park City. -- S. L. Herald, Thursday." (Pitchard, Park Record, Park City, 18 December 1897)
18 December 1897
Item on RGW takeover of the U.C., pending as yet; "If the company will
follow it up by erecting a convenient depot building to replace the unsightly
car used for that purpose at present, everybody will be thankful." (Pitchard, Park Record, Park City, 18 December 1897)
25 December 1897
Deeds to the Utah Central given by Loomis to purchaser's attorney, Frank
Pierce, yesterday; Pierce immediately filed same with the county recorder. (Pitchard, Salt Lake Daily Tribune, 25 December 1897)
30 December 1897
A new Utah Central Railroad Company filed articles of incorporation, by RGW
officials and associates, yesterday. (Pitchard, Salt Lake Daily Tribune, 30 December 1897)
1 January 1898
Utah Central sold on May 8, 1897 in foreclosure proceedings by Special Master
in Chancery George D. Loomis, to Graff and Dittmar, of New York, who bid
$272,600.00; a month later, in June the RGW and the purchasers made an agreement
whereby the RGW would get the entire issue of the Capital Stock of a new
corporation to be formed to buy the Utah Central, in return for guaranteeing
the interest, of 4 percent, on $550,000 in bonds of an issue of $650,000; the
$100,000 difference to go into the new company's treasury for future
improvements. The earlier receivers, McGregor and Cary, resigned on 2 September
1897; the Court appointed George D. Loomis as replacement. On 24 December 1897
Loomis delivered the deeds to the U.C.R.R. to Graff & Dittmar's lawyer; and
on the 29th a new Utah Central Railroad was created by the Rio Grande Western,
and others. (Pitchard, Salt Lake Daily
Tribune, 1 January 1898)
11 January 1898
"Loomis Makes Report," being nearly the last of the three-month
reports to the court, this for the three months ending 31 December 1897.
Nothing unusual to report. (Pitchard, Salt Lake Daily Herald, 11 January 1898)
16 January 1898
"Loomis Discharged." "Receivership of the Utah Central
Terminated." "The final report of George D. Loomis, receiver of the
Utah Central Railway Company, was yesterday approved by Judge Hiles, and the
receiver ordered discharged. It was ordered that the receiver pay out of the
fund of $1,699.30 in his hands, counsel fees, $400; fees to Special Master
George E. Blair, $215; and that the receiver retain in his hands $100, pending
the determination of a claim presented by one Bramley, and that the balance be
paid to Graff and Dittmar, the purchasers of the road." (Pitchard, Salt Lake Daily Herald, 16 January
1898)
16 January 1898
"Receivership Ends." "Final Report in Utah Central Case Approved
by Judge Hiles." "Judge Hiles yesterday afternoon approved the report
of George D. Loomis as receiver and special master of the Utah Central. The
receiver was discharged. C. S. Varian was allowed $200, Dey and Street were
allowed $200, and George E. Blair was allowed $215. The receiver was ordered to
hold $100 to cover certain claims, and turn the balance over to Graff and
Dittmar. This balance was $1,699.30." "Attorney Frank Pierce, when
seen last evening, stated that there was nothing new in the Central matter,
that the Court orders were but a part of the final legal business surrounding
the recent foreclosure sale. The road will run on as it has before, no developments
having arisen in the matter of transferring it to the Rio Grande Western.
"The Utah Central receivership ended on December 31st, and the papers
approved yesterday also include Mr. McGregor's term as receiver. Mr. Loomis is
still in charge of the property pending the expected and final transfer of the
road." (Pitchard, Salt Lake Daily
Tribune, 16 January 1898)
1 February 1898
"Utah Central Change." "The Road Now Operated by the Rio Grande
Western." "With the ringing of the bells last midnight the Utah Central
passed into the hands of the Rio Grande Western." That is, at 12:01am, 1 February 1898. At present, the only real change is to be the arrival and
departure of Utah Central trains from the R.G.W. depot on Second South. (Pitchard, Salt Lake Daily Tribune, 1 February 1898)
2 February 1898
The first Utah Central passenger train arrived at the RGW depot last evening;
the platform has been extended for this purpose. The old U.C. depot at Eighth
South and Main Street to be abandoned and all work heretofore done at Sugar
House is to be transferred to the big shops at the station. (Pitchard, Salt Lake Daily Tribune, 2 February 1898)
20 June 1898
A good deal of Park City burned up (or is it down?) yesterday. (Pitchard, Salt Lake Daily Tribune, 20 June
1898)
9 July 1898
"Switch Back to Go," in reference to the arrangement at Lamb's Canyon
on the Utah Central narrow gauge, which the R.G.W. proposes to replace with a
large trestle and some realignment. Yesterday, General Passenger Agent Wadleigh
went up over the line, with photographer C. R. Savage, who "took views of
all the points of interest." (Pitchard, Salt Lake Daily Tribune, 9 July 1898)
27 September 1898
The trestle across the mouth of Lamb's Canyon is now being erected; and the
editor of the Park City paper wants the railroad to hurry up and build the
promised depot. (Pitchard, Salt Lake
Daily Tribune, 27 September 1898)
8 October 1898
"Park Float" "A crew of surveyors finished putting in mile posts
between here and Salt Lake over the R. G. W. railroad Thursday. The distance
from depot to depot is some 2000 yards over thirty-two miles." (Pitchard, Park Record, Park City, 8 October
1898)
5 November 1898
"Park Float" "Trains over the R. G. W. now cross the new trestle
at the mouth of Lamb's Canyon." (Pitchard, Park Record, Park City, 5 November 1898)
19 November 1898
"Park Float" "A party of R. G. W. surveyors were out Tuesday to
line up and stake out the new piece of track that is to be built from the
present depot on the flat to the ground recently purchased for depot purposes
between the electric light works and the Hopkins Coal Company's place of
business. Whether the new depot is to be built at once or not agent Hedges did
not know. Section hands have been putting in new rails, leveling up and
cleaning between the track at the depot this week." (Pitchard, Park Record, Park City, 19 November 1898)
3 December 1898
"Park Float" "The bad weather of the past few days has caused
the R. G. W. to take off the construction crew which has been engaged in laying
and bedding the track from its present depot on the flat below town to the new
depot site next to the Hopkins Coal Company's office, and all hope of a new
depot before spring has vanished." (Pitchard, Park Record, Park City, 3 December 1898)
4 February 1899
"Park Float" "Park City people are complaining bitterly of the
R. G. W.'s train service between here and Salt Lake. The company, they declare,
is indifferent as to whether the train ever reaches here or not after once
leaving the city. They say the service is worse than it ever was when the old
Utah Central outfit was at the helm." (Pitchard, Park Record, Park City, 4 February 1899)
27 February 1899
"Stories of the Rail", an occasional column, devoted most of this one
to Utah Central Railway (the old one) Engine No. 5, more recently known as No.
319, built in 1873. The 319 arrived in Pocatello last week, dead, in a freight
train; had been sitting on a sidetrack at Shoshone for several seasons. Tender
already gone to water car service. The article says that the 5 became the 319
on 30 June 1890, 'according to the assignment made by the Union Pacific'. The
engine was taken to Pocatello to be scrapped, and the boiler to stationary
service some where. There are other engines at Shoshone, U.C. No's 16, 3, 6, 7
and 4; some old engines still in service are: UC 8 to UP 435 to OSL 103; UC 9
to UP 436 to OSL 102; and UC 10 to UP 437 to OSL 101. (Pitchard, Salt Lake Daily Tribune, 27 February 1899)
11 March 1899
"The R. G. W. was 'hung up' Saturday and Sunday, the first train coming in
Monday afternoon. There has been more snow to 'buck' this winter than any
winter since the road was built. Last Sunday five engines and 150 men were
fighting the 'beautiful."' (Pitchard, Park Record, Park City, 11 March 1899)
31 March 1899
"Utah Central narrow-gauge passenger equipment is being overhauled and
repainted in the Western shops." (Pitchard, Salt Lake Daily Tribune, 31 March 1899)
17 April 1899
Another "Stories of the Rails", this one a tour of the rip track; the
introductory paragraph is nothing, rest of item is herewith quoted: "A
trip of an hour along the local sidetracks reveals many a ghost of former days.
The collection of oddities in the way of equipment is varied and highly
entertaining. They bring back memories of old days as nothing else could do.
Hidden in the rear of the Rio Grande Western roundhouse, for instance, is old
No. 9. She is now minus several features, such as cab, cowcatcher and tank, and
the small boiler straddling four pairs of drivers on axles widened out to broad
gauge, makes rather a sorry picture. Time was, when No. 9 was one of the
handiest engines on the road. It was in the narrow gauge days, and the engine
was of a heavy consolidation type. She had seen service on the Denver & Rio
Grande over Marshall Pass before coming to the Western. While on this end her
work was always satisfactory. When the Western was broad-gauged, No. 9 was
broadened out, and performed beautifully on a daily run until at last she
became a common switch engine. Now she is ready to make her last run."
"Caboose No. 3 of the Utah Central stands on a track especially laid for
it. The boys in the shop have named it 'Mr. Welby's watch charm,' because it is
so very small. It was built by John W. Young at the local shops, but was seldom
used, owing to the fact that a combination train was operated, and the
passenger car served as trainmen's shelter. It was numbered 3 probably for the
same reason that Utah Central wrecking car was numbered 001. Railroad men will
appreciate the system in numbering the Utah Central equipment when it is
explained that the Rio Grande Western only acquired about 100 pieces of
equipment in all when it bought the road. An '001' wrecker for a thirty-mile
road is also out of the ordinary, but it is said that the car was bought by
John W. at a narrow gauge equipment bargain counter with other equipment which
he got cheap for use on the extension across the reservations and the number
went with the car. The '001' is now one of the curiosities of the
sidetracks." "Back of the car repair shops is coach 301 set flat on
the ground. Its trucks, windows and platforms have disappeared and the car is
now used for storage of long pieces of hardwood lumber. The once gorgeous
frescoed canvas ceiling and lamp brackets can still be seen, although lacking
the lustre of former days. No. 301 was once an elegant coach on the through
narrow gauge runs between Ogden and Denver. It was owned by the Denver &
Rio Grande Western, and has seen the finest of first-class passenger service.
Nearby is the 'sawdust' car, which was one of the first narrow gauge baggage
cars, but is now set on broad gauge trucks and used to haul sawdust
and-shavings from the car shops." "The name of John W. Young will
ever come forward when giving reminiscences of Utah railroads. When the Oregon
Short Line terminal yards of the narrow gauge line were visited, the first
relic located was an old semi-circular tank. It is the last remnant of the Utah
Western, the road Young organized in 1889 to build from the Salt Lake & Fort
Douglas northwest to the lake. The tank is all that is left of Utah Western
engine No.4, which was a saddle-tank affair, that is, the tank shown in the
picture covered the locomotive boiler, and a coal box was back of the cab. The
boiler is now a part of the Oregon Short Line narrow gauge No.2 running to
Garfield, but passengers to that bathing resort four summers ago will perhaps
remember the Utah Western saddle-tank, which, with other curiosities, stood on
the sidetrack half way between here and Garfield. The engine was an old one,
and was bought by the Utah Western from a defunct Eastern narrow gauge
road!" "In the same yard is probably the smallest tank, in the west,
for a regular locomotive. It is used by the narrow gauge engines of the Short; Line
occasionally as an extra tank. It holds only 800 gallons of water, one-fifth as
much as a modern tank. It was originally a part of engine No. 4 of the old Utah
& Nevada." "One of the funniest looking engines was found on the
sidetracks of the Salt Lake & Ogden. This is a dummy, or motor, and is
called 'Morning Side'. It is an interesting relic in several ways, having been
formerly run on the line from Kansas City to Independence, Mo., the latter city
giving it additional local interest. President Bamberger bought it when the
Great Salt Lake & Hot Springs was first built, but the suburban line on
which it first operated is now a part of the Kansas City, Pittsburg & Gulf.
Mr. Bamberger is going to have the dummy painted and put under a shed at Lagoon
as a curiosity." This article was accompanied by a number of line
sketches, taken from photographs of the various items described: a sketch of
engine 9, left side, from the cab-that-was forward; the sketch of Utah Central
caboose 3 shows it was a short, four wheel car, no cupola, three windows on the
side, end doors but no windows; the wrecker 001, about 30 feet long in the
body, looking something like a combine with but two side windows, evenly
spaced, with a cupola between the center of t the car and the baggage door, arch-roof,
no clerestory; the coach 301 sketch reflects its chair car origins, of which
there are photos elsewhere; the tank from Utah Western 4, looks Baldwin-y; The
picture of the tender tank, from No 4 of the old Utah & Nevada, is standard
Brooks early mogul tender, which the engine referred to was; and the SL&O
dummy is an 0-4-2 Porter, the sketch even showing the shield Porter plate! A
note should be made of the problem of number confusion; other info shows that
the Utah Western engine was #12, 0-6-0T; attached by the U.P. for non-payment
of freight, it was rebuilt to OSL narrow gauge No. 4 in 1897. The tender tank,
referred to as old No. 4 of the Utah & Nevada, was old Utah & Nevada
(Brooks, 1873), but was that road's No. 1, renumbered to OSL&UN #4 in 1890.
The engine was written off in 1891, and the tender obviously converted to a
spare water car. (Pitchard, Salt Lake
Daily Tribune, 17 April 1899)
13 May 1899
"The local branch of the R. G. W. is doing an immense business these days.
Tuesday a regular daily freight train was put on, with L. C. Winslow in charge.
This is the first freight train for over a year and the daily programme will be
to take down fifteen or more cars of ore from this end and bring up about as
many from the other end loaded with merchandise, building material, etc. Park
City is very much alive, notwithstanding rumors to the contrary, and in justice
to its patrons the R. G. W. should build that long-promised depot." (Pitchard, Park Record, Park City, 13 May
1899)
21 May 1899
"The Utah Central has a coach, 101, just out of the shops." (Pitchard, Salt Lake Daily Tribune, 21 May
1899)
3 June 1899
"From one high in railroad circles, the Record learns that within sixty
days the new R. G. W. depot will be completed. We hope this will prove true for
the present shack is a disgrace to the company and an eyesore to the
town." (Pitchard, Park Record, Park
City, 3 June 1899)
10 June 1899
"The first consignment of material for the new R. G. W. depot arrived
yesterday, and workmen are expected next week to commence work on the
structure." (Pitchard, Park Record,
Park City, 10 June 1899)
24 June 1899
"Our New Depot" upon which work began on Tuesday, and is to be
completed in three weeks. Frank L. Chaffin of Salt Lake City is in charge. The
plans were shown to 'a Record man;' in Eastlake style, and is 24' by 48' in
size. Waiting room is 16'x 22', office is 12' x 22', and the baggage room also
12' x 22'. The freight house is to be 24' by 110', with five large sliding
doors - "The roof and sides of this building will be covered with
corrugated iron." "Just what will be done with the old dilapidated
car that for so many years served as a depot is not known--but it would be a
good idea to frame it and store it away as a relic of ancient railroading in
Park City." (Pitchard, Park Record,
Park City, 24 June 1899)
29 July 1899
"The old car that has so long been used for a depot by the Utah Central
and Rio Grande Western has been abandoned. Agent Hedges and operator Warren are
now located in the new depot and trains unloaded their passengers there for the
first time yesterday morning. It is a neat structure and fills a long-felt want
for the traveling public." (Pitchard, Park Record, Park City, 29 July 1899)
5 August 1899
The new depot is being wired for lights. (Pitchard, Park Record, Park City, 5 August 1899)
15 August 1899
"The Western is rebuilding a Utah & Northern caboose for the U.
C." (Pitchard, Salt Lake Daily
Tribune, 15 August 1899)
3 September 1899
Item, 'Laying Third Rail' to Shale, location of Portland Cement Co's quarries,
some 12 miles from the SLC depot up Parley's Canyon; item specifically mentions
that engine 6 to be used in shuffling cars between the quarry and the plant, at
about 8th South and 5th West, and that "Engine 6 and others used in switching
service are narrow-gauge widened to broad-gauge. They can do good service on
the Parley's Canyon third rail, and will help out the three narrow-gauge
engines which have more than they can do at present in taking care of through
trains." (Pitchard, Salt Lake Daily
Tribune, 3 September 1899)
4 September 1899
The RGW, when it took over the Utah Central, did away with the switchbacks and
put in the long trestle at the mouth of Lamb's Canyon. (Pitchard, Salt Lake Daily Tribune, 4 September 1899)
16 September 1899
Third rail on the Utah Central is laid to a point three miles above the conduit
in mouth of Parley's Canyon (See Tribune 19 September 1899). (Pitchard, Park Record, Park City, 16 September 1899)
19 September 1899
"Engine 8 of the Western, formerly a narrow-gauge, but changed to
broad-gauge for service on the Sanpete and Sevier run, is having its frame
narrowed again for service on the Utah Central." (Pitchard, Salt Lake Daily Tribune, 19 September 1899)
19 September 1899
The third rail on the Utah Central has reached Shale quarries. (Pitchard, Salt Lake Daily Tribune, 19 September 1899)
19 October 1899
"The Utah Central is doing more business in a week these days than it used
to do in a month." (Pitchard, Salt
Lake Daily Tribune, 19 October 1899)
28 October 1899
"A new passenger engine, No. 08, was put on the Rio Grande Western and
made her maiden trip from the City on Tuesday. This will release one engine to
do the increasing freight business. Engineer Billy Chatterton says his new
buggy is a daisy and he is as proud of it as possible." (Pitchard, Park Record, Park City, 28 October 1899)
7 November 1899
"The Rio Grande Western has bought from the Rio Grande Southern a
narrow-gauge engine, which will emerge from the local shops Thursday as Rio
Grande Western No. 04, and will go on the Park City branch. With the No. 08
recently re-narrowed from switch engine 8, the branch will be well supplied
with power. The 04 is a trim little machine, but when placed beside the 202 the
contrast between the days of 1882 and 1899 is brought vividly to mind." (Pitchard, Salt Lake Daily Tribune, 7 November 1899)
17 November 1899
"Rio Grande Western narrow-gauge engine 04 has been placed in service. (Pitchard, Salt Lake Daily Tribune, 17 November 1899)
22 November 1899
"When the Utah Central is broad-gauged the six small engines will be
widened and used for switchers and on rough work." (Pitchard, Salt Lake Daily Tribune, 22 November 1899)
23 November 1899
In an article on the tunnel work at Altus - "In the local yards the old
baggage car 5 of the Salt Lake & Fort Douglas has been fixed up for the
winter home of the telegraph operator, and it will be placed at Altus during
the construction work." (Pitchard, Salt Lake Daily Tribune, 23 November 1899)
25 November 1899
"R. G. W. Broad Gauge." "A train of several cars loaded with
men, scrapers, etc., came up Sunday as far as Barclay, where they made camp,
and have started in on the work of lightening the grade for the purpose of
laying the broad gauge track to Park City." "Six more carloads of
men, supplies, etc., arrived Wednesday and quite a large sized white city has
sprung up at that point." "The contract was let to Cory Bros. of
Ogden,…" (Pitchard, Park Record,
Park City, 25 November 1899)
25 November 1899
The RGW has put a telegraph station at Altus at Parleys Summit on the Utah
Central. (Pitchard, Park Record, Park
City, 25 November 1899)
29 November 1899
"Narrow gauge Engine 01 of the Central is in the shops for heavy
repairs." (Pitchard, Salt Lake Daily
Tribune, 29 November 1899)
2 December 1899
"The New Grade." "Dirt is flying at a lively rate at Altus, the
scene of operations at present on the R. G. W. railway, where over 100 men are
now at work reducing the grade… Some alterations in the former plans have
been made and the contractors have decided to commence the tunnel at a point
lower down. This will make the tunnel 1,100 feet long instead of 800, but the
grade will be materially improved… New broad gauge ties are being strewn
along the track from Salt Lake this way, and will be put in at once." (Pitchard, Park Record, Park City, 2 December 1899)
2 December 1899
"The old Utah Central car, which had been used so long for a depot in Park
City, being one of the old landmarks, was on Tuesday put on board the cars and
taken to Altus, where it will serve as a station house again." (Pitchard, Park Record, Park City, 2 December 1899)
16 December 1899
Three engines are kept busy at Park City on the RGW alone, shifting the freight
around, and frequently the passenger engine is drafted into the freight
business upon its arrival in Park City. (Pitchard, Park Record, Park City, 16 December 1899)
13 January 1900
"The R. G. W. tunnel at Altus is now in 200 feet. The workmen are now in
soft dirt and the tunnel is being substantially timbered as work
progresses." (Pitchard, Park Record,
Park City, 13 January 1900)
17 January 1900
The new "Utah Central" line is to be laid with 65 pound steel rails
for the entire length, the rail to come from the line between Salt Lake City
and Ogden, which is being relaid with 75 pound steel. (Pitchard, Salt Lake Daily Tribune, 17 January 1900)
27 January 1900
"Carpenters were at work yesterday cutting down the width of the platform
at the Rio Grande Western, as it was too close to the track to allow the larger
engines to come up." (Pitchard, Park
Record, Park City, 27 January 1900)
24 February 1900
"The R. G. W. Broad Gauge." A contract of about $35,000 value has
been let to Utah Construction Co., of Ogden, for new grade east of the tunnel
down to a point a short distance east of Gogorza. None of the old narrow gauge
grade is to be used, and work is to begin at once. (Pitchard, Park Record, Park City, 24 February 1900)
26 February 1900
The people along 8th South, etc., want the RGW/Utah Central line taken up and
moved much farther south. (Pitchard, Salt
Lake Daily Tribune, 26 February 1900)
6 March 1900
An item on "Citizens Hold Meeting" "Want to have Utah Central
Tracks Removed" from 8th South.
(Pitchard, Salt Lake Daily Tribune, 6 March 1900)
9 March 1900
Item on the tunnel work at Altus; the headings have about 170 feet separating
them; most of the new grade from Barclay's to the tunnel is completed, but the
new grade on the east side has only just been started. (Pitchard, Salt Lake Daily Tribune, 9 March 1900)
14 March 1900
"As many as three freights a day are now run on the Utah Central." (Pitchard, Salt Lake Daily Tribune, 14 March 1900)
17 March 1900
Ten cars of standard gauge ties have arrived at the depot. (Pitchard, Park Record, Park City, 17 March 1900)
24 March 1900
Sixty-five pound steel rail will be used on the new standard gauge line. (Pitchard, Park Record, Park City, 24 March
1900)
26 March 1900
A very long and uninformative item on the line change, Utah Central; the
'Railroad Notes' column informs that Colorado & Northwestern cars are in
use on the Utah Central at present. (Pitchard, Salt Lake Daily Tribune, 26 March 1900)
30 March 1900
"The ancient Salt Lake & Fort Douglas coach No. 1 is now in use as a
section house at Altus." (Pitchard, Salt Lake Daily Tribune, 30 March 1900)
31 March 1900
The Utah Central tunnel has but 40 feet to go before the headings meet. And,
there has been a minor realignment at milepost 11, new line being swung to the
right, avoiding several curves in the process. -- Salt lake Tribune, Monday the
26th. (Pitchard, Park Record, Park City,
31 March 1900)
7 April 1900
City will request of the railroad that the track on 8th South be removed to
another location; however they cannot force the railroad to move, as they have
a valid franchise to be on 8th South for as long as they wish. (Pitchard, Salt Lake Daily Tribune, 7 April
1900)
12 April 1900
"Both Gangs Meet." "The heading of the Altus tunnel on the Utah
Central has been cut through,… The next work will be to remove the
bench…" (Pitchard, Salt Lake Daily
Tribune, 12 April 1900)
18 April 1900
The laying of the 65 pound rail, second-hand, on the new line of the Utah
Central began on Monday the 16th. The rail came from Spanish Fork canyon. (Pitchard, Salt Lake Daily Tribune, 18 April
1900)
24 April 1900
"Engineer's Awful Death." RGW engine 37 on train 1 ran in on a side
track at the cement works at 8th South; the engineer, William Konold, jumped,
and was run over by one of the cars and killed; all the cars but the Pullman
came off, but there were no serious injuries apart from the engineer. (Pitchard, Salt Lake Daily Tribune, 24 April 1900)
28 April 1900
"The work of laying the standard gauge track on the Park City line of the
Rio Grande Western is being pushed as rapidly as possible. The new track is now
within four miles of the summit." (Pitchard, Park Record, Park City, 28 April 1900)
8 May 1900
"After June 1st the narrow-gauge equipment of the Utah Central will be
stored at Sugar House ward." (Pitchard, Salt Lake Daily Tribune, 8 May 1900)
10 May 1900
Railway and Engineering Review has an article on the Park City line change,
with maps. (Pitchard, Salt Lake Daily
Tribune, 10 May 1900)
21 May 1900
The standard gauge track has reached Barclays. (Pitchard, Salt Lake Daily Tribune, 21 May 1900)
22 May 1900
"The Utah Central tunnel is about completed. The line change, however,
will not be completed on June 1st, as originally planned." (Pitchard, Salt Lake Daily Tribune, 22 May
1900)
18 June 1900
"Finish Altus Tunnel" at noon yesterday, and rails laid to the west
portal of same. Item has map which locates mileposts on the narrow gauge line. (Pitchard, Salt Lake Daily Tribune, 18 June
1900)
23 June 1900
"The New standard gauge." There was a cave-in at the tunnel on
Wednesday, and it is already nearly cleared; "Since last Monday, and until
this cave-in occurred, standard gauge cars were running through the
tunnel,…" (Pitchard, Park Record,
Park City, 23 June 1900)
1 July 1900
"This is probably the last Sunday of the Utah Central narrow gauge." (Pitchard, Salt Lake Daily Tribune, 1 July
1900)
3 July 1900
"Jumped the Track" "In celebration of its declining days as a
narrow gauge, the Utah Central had a wreck yesterday." Near 9th East and
9th South, at about 4:30pm, a light narrow gauge engine went off, no one was
hurt, apparently. (Pitchard, Salt Lake
Daily Tribune, 3 July 1900)
4 July 1900
"The Utah Central will begin to operate broad-gauge trains next
Tuesday." (Pitchard, Salt Lake Daily
Tribune, 4 July 1900)
5 July 1900
"Rushing Central Line" "In addition to the five narrow gauge
engines in regular service on the Utah Central, there are three broad gauge,
the big 116, and the 3 and 12, the two last named being set-out engines. The
three are used on work trains, while the five others are in regular
service." "The broad gauge rail is now laid nearly to Gogorza, and
from that point all that remains to be done is to pull the narrow gauge rail
out to standard width. The ties are all ready for it,…" "After next
week there will be stored in the R.G.W. yards in this city considerable
narrow-gauge rolling stock. Much of this will go to the scrap pile, but several
of the best locomotives will be set-out to continue in service as switchers or
on the south end of the Sevier railway. There is no demand nowadays for
narrow-gauge equipment ."
(Pitchard, Salt Lake Daily Tribune, 5 July 1900)
13 July 1900
"Broad Gauge Sunday" "The Utah Central will be made standard
gauge on Sunday, and broad gauge trains will run on Monday." Sunday was
the 15th. (Pitchard, Salt Lake Daily
Tribune, 13 July 1900)
15 July 1900
"Postpone Broad-Gauging" "The final act of broad-gauging the
Utah Central, set for today, has been indefinitely postponed. The reason is on
account of delay in getting concrete to finish lining the tunnel where
necessary to protect the structure." "Narrow gauge trains will
continue to run." (Pitchard, Salt
Lake Daily Tribune, 15 July 1900)
20 July 1900
"The Rio Grande Western borrowed some of the Utah & Nevada narrow
gauge cars for a Park City excursion. To get them to and from their own track
the cars had to be placed on broad-gauge trucks. The old Ramsay transfer was
used, the one that used to be so busy in Utah & Northern days. It was an
interesting sight to see the cars go down the slide with broad-gauge trucks and
come up the other side on narrow-gauge trucks. It was a reminder of old
days." (Pitchard, Salt Lake Daily
Tribune, 20 July 1900)
28 July 1900
"The Utah Central extra coaches are being placed on broad gauge trucks to
be used temporarily after the change."
(Pitchard, Salt Lake Daily Tribune, 28 July 1900)
28 July 1900
An accident last Tuesday on the Utah Central line, in which engineer J. E.
Ferguson was killed and fireman George Wiseman was injured. They were running a
helper engine, light, back to Salt lake from Altus, and the engine ran away,
overturning near milepost 14. Ferguson was a new man, unfamiliar with the road,
on which the accident is blamed. (Pitchard, Park Record, Park City, 28 July 1900)
28 July 1900
Editor asks 'When??' will the broad gauge begin operating; also notes that
"… several narrow gauge cars and Engine No. 2 were put on broad gauge
tracks for temporary use Friday,…" (Pitchard, Park Record, Park City, 28 July 1900)
29 July 1900
"Change Gauge Today" on the Park City line; "When the Utah
Central train No. 41 leaves Park City this afternoon it will be the last narrow
gauge train over the road. Immediately after its passage the line will be
changed to broad-gauge and tomorrow morning the trains will run over the new
line and through the tunnel." Item comments that the use of the Utah
Central name on the narrow gauge in 1890 "caused considerable trouble and
mistakes." Also, that the RGW began to operate the property on June 1,
1898. (Pitchard, Salt Lake Daily Tribune,
29 July 1900)
30 July 1900
"Now Broad Gauge" "The Utah Central was made a standard gauge
last night. When the morning train left for Park City about 150 extra men were
aboard. These were distributed along the nine miles from Gogorza to Park City,
that stretch being the only piece to be widened. At noon the narrow gauge
freight engines pulled out of the Park all narrow gauge equipment which was
brought to Sugar House and this city and side-tracked. The men had pulled some
of the spikes and driven outside guide spikes for the broad-gauge. At 4:30pm
No. 41 left the Park with its load of passengers. As it moved away the men
would commence to pull spikes and move rails, and by midnight the whole job was
completed. (30 July 1900 was a Monday.) "The narrow gauge from Barclay's
to Gogorza will be abandoned and this morning's train will run over the new
line. The old narrow-gauge line will be pulled up between those points."
"The inside rail from here to Barclay's will be pulled up also, leaving
only the broad gauged track through to the Park." "It will be some
days yet before the heavy rail can be substituted on parts of the line not
already served. Until that time the light passenger cars will be used."
"The Colorado & Northwestern narrow-gauge cars will be sent back to
Denver at once, and a dozen cars leased from the Oregon Short Line will
likewise be returned." "The freight transfer between broad and narrow
gauge cars at the cement works switch will be hereafter abolished." (Pitchard, Salt Lake Daily Tribune, 30 July
1900)
31 July 1900
"Hog engine 116, standard gauge, of the R. G. W., pulled the freight train
to Park City and return on the first trip yesterday." The train was one of
nine cars and a caboose; "Set-out engine No. 3 pulled the passenger with
ease,…" (Pitchard, Salt Lake Daily
Tribune, 31 July 1900)
31 July 1900
"Railroad Coup d'Etat," which gives a very brief economic history of
Utah railroading in the 1890's. About 1890, when the Utah Central was completed
to Park City, the Union Pacific had a pretty firm grip on the Park City
traffic; the Utah Central was unable to cut into it to any appreciable extent,
and was unable to come to any sort of a traffic arrangement with the R. G. W.
It seems that the RGW and the U. P. had their own agreement, which was that the
RGW would not make any sort of traffic arrangements with either the Utah
Central or the Salt Lake & Ogden, provided that the U.P. would do nothing
whatever to develop their interest in the San Pete Valley Railroad! This put
the Utah Central in a poor place, and prior to the receivership, efforts were
made to sell the U. C. to either of the big roads, but neither was interested -
for obvious reasons. However, situations change, and with the Utah Central in
receivership, the RGW was able to work out a deal to acquire the control of the
road, after the reorganization, without unduly ruffling the U. P.'s feathers.
This was done, and at present (i.e., 1900), the Utah Central still exists and
is leased to the Rio Grande Western Railway.
(Pitchard, Salt Lake Daily Tribune, 31 July 1900)
1 August 1900
"Owing to heavy passenger travel on the Utah Central the company has had
boxcar No. 216 fitted up and painted as a baggage car and set on broad gauge
trucks. With this two straight coaches can be used. It is but a temporary
arrangement until the new broad-gauge train can be put on." (Pitchard, Salt Lake Daily Tribune, 1 August 1900)
4 August 1900
"The Broad Gauge." The first train on the standard gauge arrived
Monday morning, 30 July, at 10:30am, engine No. 3, engineer Billy Chatterton,
which was the morning passenger train; this was the first 'official' train, but
actually the second, as Charles Williams with the 115 and the freight train had
arrived a few minutes ahead of the passenger. The last narrow gauge train out
of Park City, the passenger job on Sunday afternoon, the 29th, was followed by
crews spreading the narrow gauge rails, which are to be used for now; by
9:00am, the .narrow gauge was gone, just in time for the passage of the first
two trains, as above. The new line is 1.9 miles longer than the old narrow
gauge line. Note that Billy Chatterton was engineer on the last narrow gauge
train out of Park City. The present standard gauge train consists of narrow
gauge cars on standard gauge trucks. (Pitchard, Park Record, Park City, 4 August 1900)
5 August 1900
Col. D. C. Dodge comments made last night in car A: On the business of
relocating the Park City line off of 8th South, Dodge says the city received
$6,000 for the franchise permitting the railroad to be there, and he doesn't
think it unreasonable to get the $6,000 back if the railroad is to be moved. (Pitchard, Salt Lake Daily Tribune, 5 August 1900)
18 August 1900
About 20 feet has been taken off the rear end of the RGW enginehouse, to make
more room for the larger standard gauge wye. (Pitchard, Park Record, Park City, 18 August 1900)
18 August 1900
"The inside rail of the Utah Central in the city is being taken up. At the
cement works a new broad gauge curved track from the main line is 'being built.
This will be a great improvement."
(Pitchard, Salt Lake Daily Tribune, 18 August 1900)
21 August 1900
"The inner, or narrow gauge, rail of the Utah Central was taken up
yesterday along Eleventh East street."
(Pitchard, Salt Lake Daily Tribune, 21 August 1900)
27 August 1900
"A heavy broad-gauge flanger is being built in the Rio Grande Western
shops for use on the Utah Central."
(Pitchard, Salt Lake Daily Tribune, 27 August 1900)
27 August 1900
"New Utah Central Engine." "Engine No. 1, Rio Grande Western, is
out of the shops ready to go on the Park City run. This is the engine rebuilt
for passenger service on the Utah Central. It is the 01 of the Central set-out,
and in its new dress and glittering paint is as pretty a locomotive as could be
desired, although somewhat small as compared to the 402, which stood near it
yesterday in the roundhouse. The 1 is the best of the Utah Central engines. It
weighs thirty tons on the drivers, and weight of engine and tender is 58 tons.
It has 16 x 20 cylinders and eight 36-inch drivers. It will be just right for
the Park City passenger." (Pitchard, Salt Lake Daily Tribune, 27 August 1900)
1 September 1900
Engine No. 1, engineer Chatterton, brought in this morning first passenger
train of real standard gauge cars, not narrow gauge cars on standard trucks. (Pitchard, Park Record, Park City, 1 September 1900)
2 September 1900
"Silver King Limited" "The R. G. W. yesterday placed in service
the "Silver King Limited" between here and Park City, and it is the
prettiest little local train ever operated in this state. Engine No. 1 in jet
black, with gold leaf lettering and borders, pulled the train, which consisted
of a combination baggage and smoker and a chair car. Both cars are newly
painted in the dark standard color, with 'Colorado-Utah Line' style of
lettering. The chair car also has a smoking compartment." Also, the wye at
the cement works is completed, so that the passenger train to Park City no
longer has to back out of the Salt Lake City depot to head up the line. (Pitchard, Salt Lake Daily Tribune, 2 September 1900)
15 September 1900
Building of the Silver King ore bins (66 feet square by 80 feet high) next to
the RGW depot will begin next week. (Pitchard, Park Record, Park City, 15 September 1900)
20 September 1900
"Secures Right of Way" the R.G.W. has bought property along 12th
South (now 21st South) for a new line to replace the trackage along 8th South,
etc.; Chief Engineer Yard has run a survey and the new line is to be built
soon. (Pitchard, Salt Lake Daily Tribune,
20 September 1900)
16 October 1900
"Engine 13 now pulls the Park City train." (Pitchard, Salt Lake Daily Tribune, 16 October 1900)
20 October 1900
"The framework for the ore bins and loading station for the Silver King
aerial tram at the Rio Grande Western depot has been raised and the work is
being rushed along as fast as possible." (Pitchard, Park Record, Park City, 20 October 1900)
22 October 1900
"SELLS EQUIPMENT" "Western Narrow Gauge Engines Go to Sumpter
Valley" "The Rio Grande Western is selling most of its serviceable
narrow-gauge rolling stock to the Sumpter Valley road of Oregon. Engine No. 7,
formerly No. 04, is now newly-painted in the yards ready to ship to Baker City,
and No. 02 will soon be finished. Most of the Utah Central freight cars were unfit
for service and were sent to the scrap pile after the road was broad-gauged,
but the best coaches were kept to be used for special stock cabooses and one
for a car for the engineering department. The two best narrow-gauge engines
were set-out as No. 1 and No. 13, and the balance will go to the Sumpter
Valley." "The latter road, by the way, has many pieces of Utah
equipment, its owners, being Utah men, seem to look to their State to supply
equipment. The Garfield Beach, the Utah & Northern, and the San Pete Valley
roads have supplied the Sumter Valley with cars and engines, and now the Rio
Grande Western has added its quota." (Pitchard, Salt Lake Daily Tribune, 22 October 1900)
25 October 1900
"Engine 7 of the Sumpter Valley was hoisted onto a flat car yesterday in
the Rio Grande Western yards and shipped to Baker City. No. 8 is soon to be
ready." (Pitchard, Salt Lake Daily
Tribune, 25 October 1900)
5 November 1900
"More cars of the Utah Central have been sent to the Sumpter Valley
road." (Pitchard, Salt Lake Daily
Tribune, 5 November 1900)
5 November 1900
A wreck yesterday afternoon, about 5:00pm; Extra west 147 from Park City,
engine 147, off on 9th South curve; train had 18 cars and caboose, 4th, 5th,
6th and 7th cars came off, they being PRR 83596, CB&Q 30112, RGW 697 and
704; PRR car caused it. (Pitchard, Salt
Lake Daily Tribune, 5 November 1900)
10 November 1900
Work began Tuesday on a new enginehouse for the R. G. W. at Park City, just a
short distance from the site of the former one, which has just been torn down. (Pitchard, Park Record, Park City, 10 November 1900)
13 November 1900
"Tracklaying has commenced on the Utah Central cut-off." (At 12th
South, now 21st South). (Pitchard, Salt
Lake Daily Tribune, 13 November 1900)
14 November 1900
"The last relic of the Utah Central narrow-gauge came down from Sugar
House last night. It was a broad-gauge train loaded with narrow-gauge cars for
the Sumpter Valley road. The train was pulled by set-out engine No. 5, and
altogether it was a combination train worth looking at." (Pitchard, Salt Lake Daily Tribune, 14 November 1900)
16 November 1900
"Another train of narrow-gauge equipment came down from Sugar House last
night to be sent to the Sumpter Valley road." (Pitchard, Salt Lake Daily Tribune, 16 November 1900)
17 November 1900
"Another train of narrow-gauge cars came down from Sugar House last
night." (Pitchard, Salt Lake Daily
Tribune, 17 November 1900)
19 November 1900
"Building Snowsheds" "Utah Central Preparing to Overcome Delays
to Trains" "The Rio Grande Western is still further improving the
Park City line, Utah Central railway. A large force of men is now engaged in
erecting 600 feet of snowsheds at Altus. The approaches to the tunnel are to be
covered, as the snow is very heavy when drifting over the divide. Snowsheds
will also be erected in the long cut this side of Gogorza, a point where the
drifts have always been very bad. Other sheds will be erected where necessary,
the effort of the company being to do away with all delays on account of snow
on the high line. (Pitchard, Salt Lake
Daily Tribune, 19 November 1900)
19 November 1900
"The Utah Central flanger has been set out, and is now on the siding ready
for instant use. The snow fences are likewise being rebuilt." (Pitchard, Salt Lake Daily Tribune, 19 November 1900)
8 December 1900
"Surveyors have been at work this week laying out the line for the changes
in the tracks at the Rio Grande Western depot. These changes are made necessary
for the service to the aerial tram ore house, the track scales for which are
being put in as rapidly as possible." (Pitchard, Park Record, Park City, 8 December 1900)
30 December 1900
Review of 1900: The cost of converting the Park City line is given as
$266,379.45. (Pitchard, Salt Lake Daily
Tribune, 30