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Oregon Short Line & Utah Northern Railway (OSL&UN) (1889-1897)

UP's subsidiary in Utah

This page was last updated on June 27, 2010.

Additional Information

Overview

The information presented here focuses on the railroad properties and tracks. Except for a brief period in 1897-1898, Union Pacific always held full control and almost complete ownership of OSL&UN and OSL. Union Pacific operations in Utah are presented on this page.

Timeline

July 27, 1889:
Oregon Short Line & Utah Northern Railway was organized by merging the following companies: Utah & Northern Railway, the Utah Central Railway, the Utah & Nevada Railway, the Salt Lake & Western Railway, and the Ogden & Syracuse Railway (all in Utah), the Oregon Short Line Railway and Idaho Central Railway (both in Idaho), and the unbuilt Nevada Pacific Railway in Nevada. (OSL corporate history)

The lease of ORy&N to OSLRy (dated January 1, 1887) continued after the consolidation that formed OSL&UN.

August 19, 1889:
OSL&UN took possession of the following railroads:

September 1889:
OSL&UN (UP) purchased fifty percent ownership (and control) of ORy&N, at a cost of $12 million, by direct purchase from Henry Villard's Oregon & Transcontinental Company. (Memoirs of Henry Villard, page 332) This was to prevent Northern Pacific from taking the same action to control ORy&N. (Trottman, History of the UP, page 237)

September 9, 1889:
OSL&UN completed 3.24 mile branch to Eureka. Construction of the line was begun on April 9 by the Salt Lake & Western. (OSL corporate history)

November 1889:
OSL&UN (Utah & Nevada) is sharing Salt Lake City depot with John W. Young's Salt Lake & Fort Douglas and Salt Lake & Eastern lines. (Salt Lake Herald, November 15, 1889)

1889-1890:
OSL&UN began grading a line from Milford to Pioche, Nevada, a distance of 145 miles. In March 1887 Union Pacific president Charles Adams had asked that a route be surveyed to California, from the Utah Central at Milford, and the route was found "worthy of consideration". At the time of the survey, the silver mining town of Pioche was almost a ghost town. (Athearn, p. 288) The grade to Uvada was completed and some bridges were built along that portion of the line. The grade from Uvada to Clover Valley Junction (later Caliente) and then north to Pioche was only partially completed, although six tunnels were completed on the line between Uvada and Clover Valley Junction. Early completion of 7.75 miles of track laid south from Milford ended when financial difficulties developed in 1890 and construction was halted and the track was taken up. (SP,LA&SL corporate history)

April 12, 1890:
A lengthy item, on Utah & Nevada line, in which is: "The rolling stock is now being increased by the addition of new engines and more commodious cars." (Salt Lake Herald, April 12, 1890)

April 29, 1890:
Some of old Utah & Northern equipment is being transferred to the Garfield Beach line. (Salt Lake Daily Tribune, April 29, 1890)

May 1, 1890:
Six new excursion cars have been ordered for the Garfield line. (Salt Lake Daily Tribune, 1 May 1890; Salt Lake Evening Times, May 1, 1890)

May 1, 1890:
Reference to "Engine 21 on the Utah & Nevada road…", which broke a piston rod out on the line. (Salt Lake Herald, May 1, 1890)

May 10, 1890:
The U.P. has secured the loan of 'several' coaches from the RGW for temporary use on the line to Garfield Beach. (Salt Lake Daily Tribune, May 10,1890)

May 15, 1890:
The RGW engines loaned to the U. P. have been returned, and they are now in the shops. (Salt Lake Daily Tribune, May 15, 1890)

May 15, 1890:
"The Utah & Nevada engines are also being given Union Pacific numbers." (Salt Lake Daily Tribune, May 15, 1890)

May 15, 1890:
Ten excursion cars being built at Pullman for the Garfield line. (Salt Lake Daily Tribune, May 15, 1890)

June 16, 1890:
40 pound steel rails arrive for Utah Central's western division, the Utah Western. (Salt Lake Daily Tribune, June 16, 1890)

late June 1890:
W. H. Bancroft resigned as general manager of Rio Grande Western, "a surprise to everyone". Effective July 1, 1890. (Salt Lake Daily Tribune, June 21, 1890) Bancroft returned to Salt Lake City from Denver, to find a letter from D. C. Dodge saying that Bancroft's letter of resignation would be accepted. Bancroft announced that he would leave on July 1, 1890. (Salt Lake Evening Times, June 21, 1890)

(Bancroft had been with D&RG, and its successor RGW, since 1881 [Athearn: Rebel, p. 147] and became Superintendent of the Oregon Short Line.)

July 11, 1890:
"An additional engine came down yesterday for the Garfield road from the Utah & Northern." (Salt Lake Daily Tribune, July 11, 1890)

July 25, 1890:
Garfield Beach quite busy yesterday, but "There was enough motive power because of the addition of engines from the Kansas Central narrow gauge, and there were enough cars." Pullman has built six excursion cars for the Garfield line; they were unloaded at Ogden yesterday morning, 24th, to be used yesterday between Ogden and Logan, and will come to Salt Lake City today. (Salt Lake Daily Tribune, July 25, 1890)

July 31, 1890:
A reference occurs to "Engine 21 on the Utah & Nevada road,…" which suffered a bent (or broken) piston rod out on the line somewhere a day or two ago. (Salt Lake Daily Herald, July 31, 1890)

October 1, 1890:
OSL&UN completed the new standard-gauge line between Ogden and Pocatello. (Salt Lake Daily Tribune, October 2, 1890, "last rail in widening of old line and building new line") The new line included 48.58 miles of new construction between Dewey, Utah and Oxford, Idaho (20.64 miles north of the Utah/Idaho line) by way of the Bear River gorge, along with an 8.58-mile connection between Cache Junction, on the new standard-gauge line, and Mendon, on the old narrow-gauge line. Operation of the new standard-gauge connection between Cache Junction and Mendon line began on October 24. (OSL corporate history) The conversion of the old (original narrow-gauge) line between Mendon and Preston, through Logan, was completed on Sunday, October 26. (Utah Journal, October 22, 1890) This line became the Cache Valley Branch. (ICC Financial Docket 15790, 267 ICC 638)

The 15-mile section of the old narrow-gauge main line north from Preston to Oxford, Idaho was abandoned upon completion of the new standard-gauge line, as was the 12-mile narrow-gauge line between Dewey and Mendon, by way of Collinston Summit. This original line over Collinston Divide was used 25 years later by the Ogden, Logan & Idaho Railway to build their electric line between Ogden and Logan in October 1915. (Swett, p. 76) The line between Preston and Oxford later became the alignment for today's U. S. Highway 91.

April 1891:
OSL&UN relaid 11 miles of former Utah & Nevada with 40-pound steel rail. (Salt Lake Daily Tribune, April 5, 1891)

April 2, 1891:
"A Clash Between Utah & Nevada and the Utah Central." "A Utah & Nevada engine committed a very expensive joke on a Utah Central locomotive. At South Temple and Fourth West streets, the Utah & Nevada has a wye track crossing that of the Utah Central. Engine No. 84, …, of the Utah & Nevada, was coming north on the north stem of the wye, hauling four cars of salt into the Union Pacific yard. Engineer Wallace, driving engine No. 2, at the same time was going west at a pretty good jog, [and] did not check up. When he saw that he was about to be caught, he put on the brakes and jumped, …, as the Utah & Nevada engine came crashing in. No. 2 tumbled over on its side, clearing the track, and all day lay as helpless as a stranded whale. Its drivers and rods are all bent, while No. 84 escaped with little damage, except a broken pilot." This event occurred yesterday morning, April 1st, 1891. (Salt Lake Daily Herald, April 2, 1891)

August 19, 1891:
"Local" "Engine No. 96, of the Utah & Nevada branch of the Union Pacific, was derailed and thrown on its side just as it was entering the yards yesterday. Both the engineer and fireman were on the engine, but escaped unhurt." (Salt Lake Daily Herald, August 19, 1891)

1892:
OSL&UN completed the 1.09-mile Five Points Branch, from Five Points Junction, on the main line, 2.94 miles north of Ogden, to Five Points, Utah. (OSL corporate history)

January 1892:
The narrow-gauge (former Utah & Nevada) district of the OSL&UN was operating standard-gauge cars on narrow-gauge trucks for the salt traffic between the south shore of the Great Salt Lake and Salt Lake City. The change in trucks is being made at Salt Lake. (Salt Lake Daily Tribune, January 1, 1892) The change was done using a Ramsey Transfer device. (Salt Lake Daily Tribune, December 11, 1900)

February 1892:
OSL&UN completed the 3.03-mile Northern Spy Extension, from Silver City on the Silver City Branch to the Northern Spy Mine. Construction was begun in August 1891. (SP,LA&SL corporate history, LA&SL drawing 8111-D; OSL corporate history)

March 1, 1893:
"Lake Point's Desolation." "The Old Three-story Hotel now being Torn Down." "The old Lake Point Hotel, owned by the Union Pacific, is being torn down. During the last few years this old structure has presented a very desolate appearance, but seven or eight years ago its three stories were crowded from basement to attic during the summer season." "The water has since receded, until now the spot where the steamer used to land passengers at the pier is a quarter of a mile inland." (Salt Lake Daily Herald, March 1, 1893)

October 13, 1893:
UP entered receivership, along with all of its leased and controlled subsidiaries, including OSL&UN and ORy&N.

October 13, 1893:
Receiver appointed for OSL&UN (same date as Union Pacific)

Additional receivers appointed for OSL&UN by other courts in other suits foreclosing on several separate mortgages, on November 3, 1893, November 22, 1893, and on September 4, 1894.

December 1893:
OSL&UN completed the 1.82-mile Mammoth Branch from Mammoth Junction, on the Silver City Branch, to the Mammoth Mill. Construction was begun in September. The last 5,047 feet (.96 mile) of the branch, from the crossing of Rio Grande Western's Tintic Range Railway to the mill, was joint trackage to allow RGW access to the mill's traffic. (SP,LA&SL corporate history; OSL corporate history)

1894:
Newspaper item about improvements to Utah's railroads for the previous year, 1894. "On the district between Salt Lake City and Garfield Beach (narrow gauge), 22,000 broad gauge ties have been put in the track and ballast has been hauled for the purpose of widening the embankments and preparing the road for standard gauge." (Salt Lake Tribune, January 1, 1895)

February 1, 1894:
"The Lake Resorts" discusses the proposed widening of the Utah & Nevada line, among other things, and says: "The Utah & Nevada has disposed of a narrow gauge engine, a coach and several freight cars to the Sanpete Valley line, and it is not probable that such a sale of narrow gauge rolling stock would have been made, had the Union Pacific management intended to maintain a narrow gauge line to Garfield." (Salt Lake Daily Herald, February 1, 1894)

spring 1895:
A separate receiver is named for the OSL&UN. (Trottman p. 261)

February 23, 1897:
The property of old Oregon Short Line & Utah Northern Railway was sold to the new Oregon Short Line Railroad, incorporated for the purpose in Utah on February 1, 1897. On January 9, the receivers had sold the property to the reorganization committee, who then sold it to the OSL. (OSL corporate history)

March 15, 1897:
The new Oregon Short Line Railroad took possession of the old Oregon Short Line & Utah Northern Railway on March 15, 1897. (OSL corporate history)

(Trottman, p. 261, gives date as "early 1897".)

(The Salt Lake Daily Tribune of March 16, 1897 says that the transfer took place, saying that "At 12:01 am this morning, the Oregon Short Line company commenced operating its lines and independent system.")

The Salt Lake Daily Tribune article mentioned above also showed that OSL's principal shops were at Salt Lake City and at Pocatello, with smaller shops at Shoshone, Eagle Rock, and Battle Creek, all in Idaho, Butte, Montana, and at Lehi, Logan and Ogden, Utah. (Lehi?!?)

"All locomotives of the Short Line will be at once be renumbered by the class system in vogue amongst most of the roads." (Salt Lake Daily Tribune, March 16, 1897)

April 8, 1897:
"All of the excursion cars of the K.C. initial used for years on the Garfield Beach run, have been returned to the Union Pacific, and the only cars left the beach branch are the five narrow-gauge coaches of the 140 series. If the lake traffic is to be inaugurated the Oregon Short Line will have to order a number of new cars." (Salt Lake Daily Tribune, April 8, 1897)

May 12, 1897:
"The 031, business car of the Oregon Short Line, is being fitted up for service on the Utah & Nevada district, narrow gauge. This is the car used many years ago by George Thatcher when superintendent of the Utah Northern." (Salt Lake Daily Tribune, May 12, 1897)

May 14, 1897:
"Preparing for Lake Travel." "Garfield Rolling Stock being Repaired." "When the lake season opens this year the Oregon Short Line will have its narrow gauge equipment in excellent shape. All the excursion cars have been brought in and are being overhauled and repainted, with 'Oregon Short Line' in yellow letters across the upper side board. The coach 125 has came out of the shop as No. 15, and yesterday Oregon Short Line locomotive No. 1 was turned out, having been entirely overhauled and looking like a new engine. The old Utah Western No. 12 tank engine is being completely overhauled, and in a few weeks will be transformed into a service engine to be known as No. 4." "No. 3 and No. 11 were both in service yesterday, the latter having been ordered to the shops to be rebuilt and make its reappearance as No. 2. This makes four engines ready for the Garfield service, all of them being nearly as good as new. No. 1 made a trial run to Garfield yesterday, and behaved splendidly on the trip." "The private car 031 was also in the narrow gauge shops yesterday. It has been set on new trucks and will be repainted and refitted so that the beach line will always have a car to be used by the officials and visitors. The retraining coaches will also be overhauled, and when the bathing trains are put on, the company will be in a position to handle the crowds." (Salt Lake Daily Tribune, May 14, 1897)

June 5, 1897:
Item says that the OSL sold 200 narrow gauge freight cars 'the other day' to the Sanpete Valley road (corrected to Sumpter Valley; next item). (Salt Lake Daily Tribune, June 5, 1897)

June 6, 1897:
"The Sumpter Valley was made to read in the Tribune yesterday Sanpete Valley, the item referring to 200 cars purchased from the Short Line. The Sanpete Valley is now a broad gauge, but the Sumpter Valley is a narrow-gauge in eastern Oregon." (Salt Lake Daily Tribune, June 6, 1897)

June 13, 1897:
"The Garfield opening," in part; "Never before has the equipment on the railroad been in such good condition. The coaches, open cars and engines have all been overhauled, repainted and relettered, and the trains will be the first ones to be marked throughout, 'Oregon Short Line.' Engine No. 4 will be out of the shops July 1st. This will give four almost new engines to the Garfield line." (Salt Lake Daily Tribune, June 13, 1897)

November 1, 1897:
Union Pacific Railway was sold to Union Pacific Railroad, incorporated for that purpose in Utah on July 1, 1897; UPRR took possession of UPRy on January 31, 1898 (Trottman, pages 268, 269)

November 6, 1897:
"An inventory is being taken of the equipment of the Utah & Nevada district (Garfield line) by Oregon Short Line officials." (Salt Lake Daily Tribune, November 6, 1897)

(click here for more information about Oregon Short Line Railroad, reorganized from OSL&UN in March 1897)

Sources:

(click here for the Wikipedia entry for Oregon Short Line)

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