Utah & Pleasant Valley Railway Locomotives

General Notes:

1. U&PV reported three locomotives on hand in March 1880; two locomotives were on hand when Baldwin number 3 arrived January 1880
2. George Pitchard wrote:
3. What happened to the first No. 1 is not a matter of record, but it may be the 'locomotive boiler' in pump service at Cisco in 1883; it is the only one of the several boilers in such service so described, and as no known D&RG/D&RGW loco is scrapped so early, perhaps possibly this boiler is the remnant of the U&PV's first No. 1.

Notes:

1. Utah & Pleasant Valley number 1 (1st) came to U&PV in August 1878 from an unknown source; further disposition unknown.

General Notes:

1. Utah & Pleasant Valley number 1 (2nd), as Wasatch & Jordan Valley number 2 was equipped with a special set of rear drivers that included a patented "Improvement in Locomotives" that was tested and found to be a failure; rebuilt to standard 2-6-0 (or 0-6-0) prior to being sold to Utah & Pleasant Valley number 1 in 1880. (Read more about the "Hill Climber")
2. This "Improvement in Locomotives" was a patent by James French, U. S. Patent 144,271, filed on June 7, 1873, and approved on November 4, 1873.

Notes:

1. Utah & Pleasant Valley number 1 (2nd) was built in 1873 as Wasatch & Jordan Valley number 2, named "Deseret"; to Utah & Pleasant Valley number 1 (2nd) after May 1880 (when it was included in an inventory of W&JV locomotives); further disposition unknown.

General Notes:

1. Utah & Pleasant Valley no. 2 was built in 1873 as an 0-6-0T as Colorado Central Railroad no. 6, order canceled; sold to American Fork Railroad no. 1 (2nd), ordered on March 20, 1874, rebuilt as an 0-6-0 with a small four-wheel tender, shipped on April 30, 1874, arrived in Utah in mid May 1874; sold to Utah & Pleasant Valley no. 2 after June 1978 when the rails of the American Fork line were taken up and stored at American Fork for later resale.

Notes:

1. George Pitchard's research among D&RGW and RGW documents, as well as contemporary newspaper accounts found that Utah & Pleasant Valley no. 2 became D&RG no. 113 in 1883. When D&RG and D&RGW accounts were separated in July 1886, D&RG no. 113 became D&RGW no. 4. Pitchard remarks that possibly D&RGW 113/D&RG 4 was one of the small engines removed from service and stored at Salt Lake City at the time the narrow gauge D&RGW became the standard gauge RGW in 1889, with a total of 38 engines being changed from D&RGW to RGW.
2. Various lists from 1886 through 1890 show varying totals from 33, 34, or 35 locomotives in service, but Pitchard's extensive accounting of the entire roster of engines shows that 38 locomotives changed ownership from D&RGW to RGW. D&RGW no. 4, the former American Fork no. 1 (2nd), and D&RGW no. 113, was likely one of the so-called 'dinkie' engines being dismantled and referenced in a newspaper account on September 21, 1890, "The rest of the dinkie engines are being hauled in, running gears to be scrapped and the boilers used in stationary service."

General Notes:

1. George Pitchard wrote about U&PV number 3:
2. ..."taken back" by Baldwin, and resold to the Utah & Pleasant Valley on December 4th or 5th, 1879, for $5,350.00, a considerable bargain for such an engine at that time. Some changes were made by Baldwin to the engine, including providing a snow plow that was likely unnecessary in Texas, and repainted the thing in Olive Green and gold as "U. & P. V. R. R." number "3". Baldwin had assigned class number 8/18D-20 to this engine when it was built in February of 1877. Date of Charge to the U&PV was December 20, 1879, also commonly the date shipped, or within same by a day or so; it was received in Springville in mid-January of 1880.

Notes:

1. Utah & Pleasant Valley number 3 was built in 1877 as Galveston, Brazos & Colorado Railway, named "Lota," repossessed by Baldwin; to U&PV in early December 1879, arrived in Utah in mid January 1880
2. Utah & Pleasant Valley number 4 was apparently ordered from Baldwin at some time in early 1877, but was canceled in June 1880; U&PV number 4 was to have been a Baldwin 2-8-0, class 10/24E-89 (changed to 10/24E-90, and changed again to 10/24E-88), virtually identical to the D&RG Class 56 2-8-0 engines then being delivered to that road; U&PV seems to have delayed delivery, possibly due to financial problems, and the order was finally canceled on June 23, 1880. U&PV number 4 was to have been painted Olive Green and gold and lettered as "U. & P. V. R." number "4".