Salt Lake & Fort Douglas Railway
This page was last updated on June 10, 2007.
Additional Sources:
- George Pitchard's research — Locomotive information for Salt Lake & Fort Douglas Railway, and its Utah Central sucessor. (Removed at author's request) [#]
- Marlow C. Adkins' research — Information about the railroads built by John W. Young, including the Salt Lake & Fort Gouglas Railway.
Chronology History
The chronology below is an edited version of this original, which includes the full text of newspaper articles from the wreck of Shay 226 on January 29, 1889.
Sepetember 15, 1883:
The first Salt Lake & Fort Douglas Railway was organized by Union Pacific interests to build a railroad into Red Butte and Emmigration canyons to access the building stone quarries. (Utah incorporation index 246) This was done as a competitive move to keep the newly completed D&RGW from building along the same route. The line was usually referred to as a branch of UP's Utah Central.
September 30, 1883:
Incorporation papers filed yesterday for the Salt Lake & Fort Douglas
Railway Company, in office of Secretary Thomas. Road is to be three-rail to the
Fort, narrow gauge beyond into Red Butte and Emigration canyons. (Pitchard, Salt Lake Daily Tribune, September 30, 1883)
12 December 1883:
"Right of Way Asked" by Salt Lake & Fort Douglas Railway Company
in a petition dated 10 December, handed to City Council last night; line to run
from Utah Central Railway to Red Butte and Emigration canyons. (Pitchard, Salt Lake Evening Chronicle, 12 December 1883)
16 December 1883:
"Red Butte Rock Railway," which is the "proposed Salt Lake and
Fort Douglas railway,…" (Pitchard, Salt Lake Daily Herald, 16 December 1883)
October 23, 1884:
Salt Lake & Fort Douglas Railway changed its route to include D&RGW as a connection in Salt Lake City, and Big Cottonwood Canyon as a terminal at its far end. (Utah incorporation index 246)
December 2, 1884:
Salt Lake & Fort Douglas Railway was organized. (Utah incorporation index 246)
14 January 1885:
According to Stayner, John W. Young is in San Francisco to arrange for rail for
the Salt Lake & Fort Douglas railroad. (Pitchard, Salt Lake Daily Herald, 14 January 1885)
25 February 1885:
"This morning, we saw at the depot, an engine which is to be used on the
Salt Lake & Fort Douglas Railway. It is one of the smallest locomotives that
ever came to this country, being almost a toy in comparison with the giant iron
engines in use on the Union Pacific." (Pitchard, Ogden Herald, 25 February 1885)
28 February 1885:
"The Salt Lake & Fort Douglas railroad continues its operations. An
engine belonging to the Company has made its appearance, and it is expected
that by next week rails will be laid along the track." (Pitchard, Salt Lake Herald, 28 February
1885)
4 August 1886:
"That still-born affair, engine No. 1 of the Salt Lake & Ft Douglas
Railroad, has been fired out of the Western's roundhouse, and unless it is
called for pretty soon, it will find its own and proper abode in the
scrap-heap." (Pitchard, Salt Lake
Daily Tribune, 4 August 1886)
11 August 1886:
"The rails of the Fort Douglas railway, laid on Eighth South Street, were
utilized yesterday for the first time by the D.& R.G., in carrying
passengers from the lower wards to Lake Park resort." (Pitchard, Salt Lake Herald, 11 August 1886)
1 December 1886:
"Grading was began yesterday on the Fort Douglas Railway, near the brewery." ("Local Railway Notes", Salt Lake Tribune, December 1, 1886, Utah Digital Newspapers Project)
15 December 1886:
Work is in progress on the Salt Lake & Ft. Douglas, and their No. 1 is
being worked on in the D&RGW shops. (Pitchard, Salt Lake Daily Tribune, 15 December 1886)
5 February 1887:
"The Liliputian Fort Douglas railroad is now in operation, with its
five-flea power locomotive and single dirt car, hauling gravel and sand from
the east bench along the south end for street grading." (Pitchard, Salt Lake Daily Tribune, 5 February 1887)
28 February 1887:
"The Salt Lake & Fort Douglas railroad continues its operations. An
engine belonging to the company has made its appearance, and it is expected
that by next week rails will be laid along the track." (Pitchard, Salt Lake Herald, 28 February
1887)
27 March 1887:
A very long item on John W. Young getting a right-of-way granted through Fort
Douglas, which is a bit condescending in tone towards Johnny W.'s little
railroad. The article says that "Three flat cars and a little tea-pot of
an engine of about five-flea power constitute the munificent equipment. The
tea-pot ran off the track the other day near the D.& R.G. roundhouse. The
master mechanic says one of the boys went out, put his shoulder to it and
shoved it right on the track again." Also, there are two or three miles of
rails on cars in the D&RGW yard, for the Fort Douglas line, awaiting payment
of freight charges! (Pitchard, Salt Lake
Daily Tribune, 27 March 1887)
22 July 1887 :
"The ties on the Fort Douglas Railroad are laid up to the brewery, and the
rails will be down next week, so that cars of freight will be run up to the
brewery in ten days." (Utah Digital Newspapers, Salt Lake Daily Tribune,
July 22, 1887, "Local Railway Notes")
2 August 1887:
"Local Railway Notes." "The rails on the Rock railroad are now
laid beyond Fuller's Gardens." (Pitchard, Salt Lake Daily Tribune, 2 August 1887)
9 September 1887:
"Local Railway Notes." "The Fort Douglas railroad has reached
the head of South Temple Street. It is being solidly built." (Pitchard, Salt Lake Daily Tribune, 9 September 1887)
29 October 1887:
"The people of the Salt Lake & Fort Douglas railway are now purchasing
right of way down Eighth East street, through the farms and fields as far south
as Smith's Mill." (Pitchard, Salt
Lake Herald, 29 October 1887)
1 November 1887:
"In Railway Circles" "A large number of teams were at work
yesterday on the grade of the S. L. & F. D. Railway, between the city and
Sugar House Ward,…" Cash is being paid for the rights of way now being
purchased, and "A new 39,000-pound engine has arrived, and several flat
and box cars are on the way for use on the road." (Pitchard, Salt Lake Herald, 1 November 1887)
9 November 1887:
"City Council Meeting." "John W. Young Wins." The Committee
on Streets and Alleys reported for adoption a resolution: "That the Fort
Douglas road be given perpetual right-of-way whereon to operate a two- or three
railed steam railway, along the west bank of the Jordan and Salt Lake canal, to
a point 1,000 feet south of the Penitentiary Road, and in consideration of
this…, $6,000 is to be paid to the city by the Railway Company:… The
Railroad Company agreed its road shall be completed within six months from the
date of the signing of this agreement…" (item continues) (Pitchard, Salt Lake Herald, 9 November
1887)
18 November 1887:
"The Salt Lake and Fort Douglas railroad placed an advertisement in the
want column of the Herald for 20,000 ties. The advertisement was to remain 10
days, but it brought the ties on the first morning." (Pitchard, Salt Lake Daily Herald, 18 November 1887)
25 November 1887:
"Local Railway Notes." "Johnny W.'s Railway." "The
Salt Lake & Fort Douglas Railway is not so much of a toy concern as it has
been supposed to be. It is growing much faster than is generally known.
Starting from the D. & R. G. W. track, down at Eighth South street, it was
pushed east to the bluff in the eastern part of the city, and far enough up the
bluff to make a good gravel road for improving the streets. Two blocks east of
Liberty Park the main line turned southward and has been pushed as far as the
road running west from the penitentiary, which place will be reached to-day by
the track layers, providing the bridge across the Salt Lake City and Jordan
canal is ready for the rails. The road appears to be heading for Parley's
Canyon, to the mouth of which grading has been going on all along the line. It
is probable that the iron work for the cells at the penitentiary will be
delivered by rail very near the spot on which it is to be used, instead of at
Leffler's mill two miles north, from which point the stone and iron for the
buildings have so far been hauled. This little road is liable to yet assume an
important position through affording entrance for some eastern road to the
heart of the city, and its first great importance may come through forming a
short line to Park City." (Pitchard, Salt Lake Daily Tribune, 25 November 1887)
26 November 1887:
On the 24th, a young lady was nearly run over by an SL&FD locomotive, near
Fuller's Hill, as said lady got onto track, and froze in face of the oncoming
loco, which managed to stop. (Pitchard, Salt Lake Herald, 26 November 1887)
3 December 1887:
"The track of the S. L. & F. D. has reached the old Sugar House, a
little this side of the Pen. Grading has been completed to a point at least two
miles farther on. Somewhere between 80 and 90 men are now employed." (Pitchard, Salt Lake Herald, 3 December
1887)
4 December 1887:
"Local Railway Notes." "There are nearly 300 graders and track
layers working on the Rock Railway's Park City extension, necessitating an
expenditure of $1,500 per day." (Pitchard, Salt Lake Daily Tribune, 4 December 1887)
6 December 1887:
"Local Railway Notes." "John W. Young's railroad has reached
Sugar House ward, four miles south of the city, and is being pushed southward.
Where it is going is kept a secret as far as possible, but it is moving so
rapidly that its final destination will be heralded by the toot of the
locomotive, if the company keeps up its present speed of advancement. A large
force of graders and track layers are employed, and the company appears to have
ample means to push ahead with the road." (Pitchard, Salt Lake Daily Tribune, 6 December 1887)
18 December 1887:
"Local Railway Notes" "East siders now have their coal brought
up on the Fort Douglas Railway." (Pitchard, Salt Lake Daily Tribune, 18 December 1887)
21 December 1887:
"The D. & R. G. now runs coal trains over the Salt Lake & Fort
Douglas as far as the bluff east of Butcherville. It is a great convenience to
the residents of that locality." (Pitchard, Salt Lake Herald, 21 December 1887)
23 March 1888:
"The Fort Douglas railroad people …have bought a couple of engines and
several passenger and box cars from the Utah & Northern Railroad, and are
happy." (Pitchard, Salt Lake Daily
Tribune, 23 March 1888)
May 1888:
Salt Lake & Fort Douglas began construction of a branch south along the Salt Lake & Jordan Canal (through what is today Sugar House) in the direction of the Cottonwood Canyons. This branch was not completed beyond the north bank of Mill Creek, but another branch was started into Parley's Canyon to get shale from shale beds located in the canyon.
30 May 1888:
The track of the Salt Lake & Fort Douglas reached the Fort last evening. (Pitchard, Salt Lake Herald, 30 May 1888;
Salt Lake Daily Tribune, 30 May 1888)
June 1, 1888:
First passenger train was operated as an excursion to the Fort. (Pitchard, Salt Lake Daily Tribune, 2 June
1888, "yesterday")
June 1, 1888:
The 'formal opening,' as the paper would have it, of the Salt Lake and Fort
Douglas Railroad was held with an excursion to the Fort being run to
honor the late President Brigham Young, whose birthday it would have been; most
of the excursionists were relatives of Brigham's. (Pitchard, Salt Lake Herald, 2 June 1888, "yesterday")
June 1888:
Two passenger cars is all that one engine can handle on the grades of the Salt
Lake & Fort Douglas road. (Pitchard, Salt Lake Daily Tribune, 3 June 1888)
Mid June 1888:
Salt Lake & Fort Douglas RR crews are grading at the mouth of Parley's
Canyon. (Pitchard, Park Record, Park City, June
16, 1888)
Late June 1888:
Salt Lake & Fort Douglas published its first public timetable, identified as No. 1, dated June 25, 1888. (Pitchard, Salt Lake Daily Tribune, 26 June
1888) Timetable No. 2 followed soon after, being dated July 2, 1888, showing the following stations:
- 4th West Street Station
- Main Street
- 5th East and 8th South
- Liberty Park
- Fuller's Hill
- Gravel Bed
- Fort Douglas
- Round trip from Main Street to the Fort was 25 cents.
- (Pitchard, Salt Lake Daily Tribune, 4 July 1888)
4 August 1888:
Salt Lake & Fort Douglas graders are now at work between the mouth of
Parleys Canyon and Mountain Dell. (Pitchard, Park Record, Park City, 4 August 1888)
30 August 1888:
The offices of the Salt Lake & Fort Douglas Railroad have been moved into
the Beehive House, lower front part. John W. Young lives in the upstairs part
at present. (Pitchard, Salt Lake Herald,
30 August 1888)
31 August 1888:
"The Salt Lake & Fort Douglas Railway received two new engines
yesterday." (Pitchard, Salt Lake
Herald, 31 August 1888)
5 September 1888:
Track of SL&FD completed to quarries in Red Butte canyon yesterday, and
shipment of stone is to begin this week. (Pitchard, Salt Lake Herald, 5 September 1888)
8 September 1888:
"The Salt Lake & Fort Douglas carried its first lady passenger
yesterday." (Pitchard, Salt Lake
Herald, 8 September 1888)
September 21, 1888:
Salt Lake & Eastern Railway was organized to build from a connection with Salt Lake & Fort Douglas Railway, east into Parley's Canyon to Park City.
22 September 1888:
Tracklayers are now at work at the mouth of Parley's Canyon. "The rails
along the old Utah Eastern road bed are being taken up and shipped to Salt Lake
for use in constructing the Salt Lake and Ft Douglas Railway." Pitchard, Park Record, Park City, 22 September 1888)
28 October 1888:
Salt Lake & Fort Douglas has reached Henry Wagener's brewery at the mouth
of Emigration Canyon, first train is to be today. (Pitchard, Salt Lake Daily Tribune, 28 October 1888)
The paper published SL&FtD timetable #4, effective 28 October 1888, and it shows service to the Fort and to Wagener's.
11 December 1888:
In the "Hotel Arrivals" column, under The Cullen, the arrival of H.
S. Williams, of Lima, Ohio, is noted; his arrival was probably on the 10th,
with the Shay for the S. L. & Ft. D. R. R. (Pitchard, Salt Lake Daily Tribune, 11 December 1888)
11 December 1888:
"The Fort Douglas road people brought in a new engine from Ogden
yesterday, and after securing trackage from the Utah & Nevada road for the
transfer of the same, left the track in such a condition that the road had
great trouble in clearing it." (Shay 226) (Pitchard, Salt Lake Daily Tribune, 11 December 1888)
12 December 1888:
"Local Railway Notes." "The Fort Douglas railroad has received a
very singular-looking engine from Ohio. The engine and tender are on one frame,
and there are three upright cylinders on one side of the boiler acting on a rod
connecting the engine and tender wheels, instead of two cylinders acting one on
each side of the boiler in the usual way. It weighs 28 tons, and is claimed to
be powerful enough to haul 400 tons more than a Baldwin consolidated engine.
The machine will be used on the East Bench grade where there is such heavy
hauling to do." (Pitchard, Salt Lake
Daily Tribune, 12 December 1888)
14 December 1888:
Item on the new engine, "somewhat of a curiosity," recently received
by the S. L. & F. D. "The engine is being run over the track at random
in order to acclimate it before the final test is made." (Pitchard, Salt Lake Daily Herald, 14 December 1888)
18 December 1888:
The government has granted permission to the SL&FtD to remove the old
stables on the fort grounds, and to build at that point a station and side
track. (Pitchard, Salt Lake Daily
Tribune, 18 December 1888)
21 December 1888:
"The New Engine Tested," which is, of course, the Shay, which has
three cylinders, 10 x 10 inches, 28 inch wheels, and weighs 28 tons. It cost at
the factory $4,700. The test was made yesterday afternoon, with a train of four
cars of rock and a caboose, on the 6% grade in Red Butte canyon. Gross weight
of the train (not counting the engine) was 81 tons, and no difficulty in
starting same was experienced. Robert Croft, the master mechanic, is impressed
with the Shay's performance. The messenger sent out with the engine from Lima
was a Mr. Williams, who returns to Lima this evening. (Pitchard, Salt Lake Daily Herald, 21 December 1888)
January 29, 1889:
Shay 226 was involved in a fatal runaway in Red Butte Canyon. The cause of this runaway was found to be slippery rails and lack of experience on the part of the train's crew. The locomotive was repaired and returned to service within six months, with its road number being changed from 226 to 7, in proper numerical sequence with the road's other locomotives.
31 July 1889:
The Salt Lake & Fort Douglas branch on 4th West is nearly completed to the
Utah Central depot. (Pitchard, Salt Lake
Herald, 31 July 1889)
15 November 1889:
An item notifies the people that on and after 15 November, all trains of the S.
L. & F. D. and S. L. & E. will use the depot of the Utah and Nevada
Railway, located on the southeast corner of First South and what was then
Fourth West, now Fifth West. (Pitchard, Salt Lake Herald, 15 November 1889)
7 January 1890:
"Two narrow gauge consolidation engines are waiting in the Union Pacific
yards for delivery to the Fort Douglas road when a little misunderstanding
about freight charges is settled. They are compact, powerful-looking machines.
Two Utah Western cars are also there awaiting delivery. 'Utah' on one car is
spelled 'Eutah."' (Pitchard, Salt
Lake Daily Tribune, 7 January 1890)
April 9, 1890:
Utah Central Railway was organized to take over the interests and properties of bankrupt Salt Lake & Eastern Railway, and (unbuilt) Utah Western Railway. (Utah incorporation index 4325) Missing from the new company was the sister road, Salt Lake & Fort Douglas Railway.
April 17, 1890:
Salt Lake & Fort Douglas Railway ammended its organization to change its route as follows:
- From 1st and “T” Streets, east across the Fort Douglas Reservation to a point at or near Fort Douglas, a distance of about two miles, then northeast up Red Butte Canyon to the upper Stone Quarries, a distance of about four miles.
- Also a branch line from Fort Douglas, east up Emigration Canyon to the Stone Quarries at the head of Brigham’s Fork, a distance of about 10 miles.
- Also a branch line from 1st and “T” Streets northwest around northern portion of Salt Lake City to a junction of the Utah Central Railway at or near 9th North, a distance of about seven miles, then north by way of Hot Springs and East Bountiful, to Centerville, a distance of about 12 miles.
- A total length of about 35 miles.
- (Utah incorporation index 246)
January 30, 1894:
Salt Lake & Fort Douglas Railway was put into financial receivership. (Salt Lake Tribune, January 31, 1894)
July 1, 1894:
"The Pioneer Canyon railway is still in the fight. On the 4th of July they
will run steam cars up to Wagener's Grove and carry all the people, old and
young, that want a cool and pleasant day." Fare, 25 cents. (Pitchard, Salt Lake Daily Tribune, July
1, 1894)
Locomotive Roster
| Road Number |
Type | Previous Number |
Builder | Builder Number |
Builder Date |
Date To SL&FD |
Notes |
| 1 | 0-4-0 | 28 Feb 1885 | 1 | ||||
| 2 | 2-6-0 | U&N #17 | Baldwin | 4562 | Mar 1879 | 17 Sep 1888 | 2 |
| 3 | 2-6-0 | U&N #16 | Baldwin | 4561 | Mar 1879 | ca. 31 Oct 1887 | 3 |
| 4 | (not used) | ||||||
| 5 | (not used) | ||||||
| 6 | 2-6-0 | U&N #13 | Baldwin | 4555 | Mar 1879 | Nov 1887 | 4 |
| 7 | Two-Truck Shay | SL&FD 226 | Lima | 226 | 22 Nov 1888 | 11 Dec 1888 | 5 |
| 8 | 2-6-0 | U&N #24 | Baldwin | 5122 | May 1880 | 30 Aug 1888 | 6 |
| 9 | 2-6-0 | U&N #25 | Baldwin | 5129 | Jun 1880 | 30 Aug 1888 | 7 |
General Notes:
| a. | The specifications for the original 0-4-0 are not known. |
| b. | Builder Date, shown above, is derived from either "Date of Trial" or "Date Shipped" dates (whichever is earliest) in existing builder records. |
| c. | SL&FD 2, 3, 6, 8, and 9 (five locomotives) all had 12x18 inch cylinders, 42-inch drivers, and 39,000 pounds engine weight. |
| d. | SL&FD 7 (renumbered from SL&FD 226) had 10x10 cylinders, 28-inch drivers, and 28 tons engine weight. |
| e. | George Pitchard's research was unable to determine the history of SL&FD 8 and 9. All indicators pointed to them be ex Utah & Northern 24 and 25; also, the numbers may have been reversed, i.e., U&N 24 may have become SL&FD 9 and U&N 25 may have become SL&FD 8. |
Notes:
| 1. | SL&FD 1 was retired in about November 1887. |
| 2. | SL&FD 2 was renumbered to Utah Central Railway 2; out of service by late 1893; in late 1898 to early 1899, the engine was acquired by the Glasgow & Western Exploration Co., for their Golconda & Adelaide Ry., as "Pearl"; in about 1914 it became Nevada Short Line RR No. 1; in 1924 it passed to the Nevada Central RR as that road's No. 6; sold for "preservation" in 1938; after many years of occasional usage and frequent storage, sold (donated?) to California State Railroad Museum; restored to its Nevada Short Line appearance. (This is the only known preserved Utah & Northern locomotive.) |
| 3. | SL&FD 3 was renumbered to Utah Central Railway 3; out of service by late 1893. |
| 4. | SL&FD 6 |
| 5. | SL&FD 7 was delivered in November 1888 as SL&FD 226 (its Lima construction serial number); wrecked in late January 1889, repaired and returned to service in late June 1889 as SL&FD 7; sold upon SL&FD receivership in 1893 to Oregon Lumber Co., at Baker, Ore., in service as their Number 1; later sold in March 1920 to McKim & Co., also at Baker. (source at ShayLocomotives.com) |
| 6. | SL&FD 8 was retired and set aside sometime in the mid-1890s, and eventually scrapped, possibly not until 1898-99, after the R.G.W. took over the Utah Central, successor to the S.L.& Ft. D. |
| 7. | SL&FD 9 is known to have been changed to "Salt Lake & Eastern" in mid-November of 1888; retired and set aside sometime in the mid-1890s, and eventually scrapped, possibly not until 1898-99, after the R.G.W. took over the Utah Central, successor to the S.L.& Ft. D. |
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