Utah Western Railway (1874-1881)
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Utah Western Railway (1874-1881)
Overview
The following was written by George Pitchard, published in the March/April 1990 issue of Gandy Dancer, the newsletter of the Wasatch Division of Rocky Mountain Region of the National Model Railroad Association.
This company, created in June of 1874, took over the rights and privileges of the Salt Lake, Sevier Valley and Pioche Railroad in September of 1874. Among the material taken over was the one engine delivered to Salt Lake for the SLSV&P, being that road's #2 mogul, the 'Kate Connor.' Received in July 1873, it was never operated by the SLSV&P, and spent most of its time, until taken over by the U.W., in a shed built to house it.
Upon the Utah Western obtaining possession of the engine, in September 1874, John W. Young, the promoter of the Utah Western, paid a fellow by the name of Mr. Holden the sum of $50.00 to repaint the engine to U.W. No. 1, the 'Oquirrh.'
The Utah Western was completed to a point not far beyond Tooele in late 1877, and that was as far as it went. On shaky financial ground for some time, it passed from John W.'s control in 1878 and was sold at foreclosure in 1880. In 1881, the property was bought by the Utah & Nevada Railway, which had been created for that purpose at the beginning of 1881. This was a Union Pacific 'front,' and as soon as the U.P. had 100% of the Utah & Nevada stock, said stock paid a 15% cash dividend, and paid regularly thereafter!
The Utah & Nevada became part of the Oregon Short Line & Utah Northern in 1889, and escaped being widened to standard gauge to become, by many years, the last narrow gauge operation of the Union Pacific in Utah, and the last narrow gauge to run out of Salt Lake City, the last run (regular run, that is) being November 15, 1902.
The engine, as well as one of a similar appearance, bought in 1875 from Brooks as well, were both dropped from equipment in 1891 and probably scrapped at that time, although the tender of the 'Oquirrh' was still in use as a water car in 1899.
The Utah Western's third locomotive, a Baldwin 4-4-0 named 'Jonathan' and bought in 1880, fared somewhat better. In 1892, it was sold to the Sumpter Valley Railway, up in Oregon, and operated on that road for about 20 years. It appears to have been sold in 1912 to the Eureka-Nevada Railway (formerly the Eureka & Palisade), where it operated for a time before being scrapped.
The concept represented by the Utah Western/Utah & Nevada lends itself to modeling in a neat way. It was short, relatively speaking, and its equipment never amounted to more than four locomotives and a pretty basic assortment of cars. Before the line became a 'resort bus line,' there were a few box cars and perhaps 20 or so flat and/or coal cars, with a half-dozen each of coaches & combines and open air excursion cars. Just before Saltair opened, in 1893, the excursion cars numbered about 40. And the business out to Garfield resort was the road's primary revenue; that, and salt.
Timeline
June 15, 1874
Utah Western Railway was organized to buy the defunct Salt Lake, Sevier Valley & Pioche Railroad. The SLSV&P had been organized in May 1872 to build west from Salt Lake City to Tooele and south to the mining camps in Nevada. The SL,SV&P began grading west from Salt Lake in April 1873, but before they could get tracks laid, financial and management problems developed which caused the company to fail. The new Utah Western assumed the previous road's debt and acquired its unfinished grade between Salt Lake City and Lake Point, 20 miles to the west. In return for the reorganization, and control by John W. Young, the officers of the SL,SV&P took stock in the Utah Western. (Reeder, pp. 257-280; Athearn, p. 278)
(Read more about the Salt Lake, Sevier Valley & Pioche Railroad of 1872-1874)
August 30, 1874
Article "Utah Western Railway", giving a brief history of the last two years or so; says that passes over the SLSV&P were 'freely issued'; the Utah Western has bought out the S. L., S. V. & P. R. R. entirely. (Salt Lake Herald Republican, August 30, 1874)
August 31, 1874
The following comes from the August 31, 1874 issue of the Deseret Evening News.
Utah Western Railway. Mr. H. P. Kimball, treasurer and superintendent of construction of the Utah Western Railway Co., returned from the east on Saturday night, where he has been with Mr. John W. Young, president of the same company.
Mr. Kimball went east as agent of the Salt Lake, Sevier Valley and Pioche R.R. Co., to settle up with the creditors thereof and to assist Mr. Young in the business of the new company. All of the debts of the old company have been assumed by the Utah Western, and the old company have agreed to transfer to the new all of their claim to the rolling stock, grade, bridges, &c., and receive therefore stock in the new company.
Passenger cars have been purchased, by Mr. Young, and are on the way. The last named gentleman will remain east for a week or ten days longer, to finish up the business for the new company.
In regard to the SLSV&P iron, this item says "...the freight on the iron and rolling stock remained unpaid, until the firm east who furnished the iron sold the whole of it to Mr. Joseph Richardson, for the Utah Northern Railroad."
September 3, 1874
The Utah Western grade is to be put in shape for the placing of ties and the laying of track; the three major bridges (Jordan River, slough and canal) are completed (Salt Lake Daily Herald, September 3, 1874)
September 11, 1874
"Cars for the U.W. Mr. Thomas Green of Williamsburg, formerly of Birmingham, England, arrived here last evening, with two cars for the Utah Western. One is a smoking and baggage car, and the other a drawing room car, named 'Mauch Chunk'. They were manufactured for the Utah Western by Jackson and Sharp, Wilmington, Delaware. They were forwarded to Salt Lake today on the special freight train." (Daily Ogden Junction, September 11, 1874)
September 12, 1874
"Yesterday two cars manufactured for the Utah Western Railway by Jackson & Sharp, Wilmington, Del., arrived in this city. One is a beautiful little passenger car, 'Mauch Chunk';, and the other is an express car. The first shipment of rails will be here in a few days." (Salt Lake Herald, September 12, 1874)
September 12, 1874
"Splendid Cars -- at 8:15 o'clock this morning a couple of the neatest, most commodious and elegant cars ever brought to Utah for use on any of our home lines arrived at the depot for the Utah Western Railroad. At one end of the passenger car there is a division seated with sofas and chairs, sufficient to comfortably accommodate eight persons; the central division includes the dressing compartment, with the necessary conveniences for performing ablutions, and on the other side, a small sub-division with seats and hinged desk and other accommodations for persons desirous of writing, while the other and larger division at the other end of the car has a dozen seats, each large enough to hold two persons, with crimson velvet cushions, and ornamented nickel arms. The decorations of the car are as neat and tasteful as could be desired."
"The smoking and baggage car combined is in keeping with the other, everything being neat, comfortable and trim, and both are self-coupling." "The cars were manufactured by Jackson & Sharp Co., of Wilmington. Delaware, and were sent on to Utah in charge of Mr. Thomas Green, of Williamsburg." (Deseret Evening News, September 12, 1874)
September 25, 1874
"A number of hands commenced work yesterday on the grade of the Utah Western railroad, putting in culverts and fixing it up generally, preparatory to the laying of iron, which is expected shortly to arrive." (Deseret Evening News, September 25, 1874)
October 29, 1874
Item reports that 11-1/2 miles of the grade is ready for iron, and by Tuesday 13 miles will be ready. The U. W. has put up a new water tank, on the southwest corner of the Utah Central depot block, which is connected by pipe with the U. C. tank. Twelve cars of ties have been received in past two weeks, and the first part of the iron was shipped from Ohio on the 19th. (Deseret Evening News, October 29, 1874)
The following comes from "Our Pioneer Heritage, Volume 18, 1975, page 10, "1874, An Eventful Year".
Mr. H. P. Kimball, treasurer and superintendent of construction of the U.W. Railway Co., returned from the east on Saturday night September 2, where he has been with Mr. John W. Young, president of the same company. Mr. Kimball went east as agent of the Salt Lake, Sevier Valley and Pioche R.R. Co., to settle up with the creditors thereof and to assist Mr. Young in the business of the new company. All of the debts of the old company have been assumed by the Utah Western, and the old company have agreed to transfer to the new all of their claim to the following rolling stock, grade, bridges, &c., and receive therefor stock in the new company.
Track-laying will commence as soon as the first shipment of iron arrives, which will be shortly, as the manufacturers will commence shipping this week and continue, at the rate of 50 tons per day, until the twenty-one miles have been laid. Passenger cars have been purchased by Mr. Young, and are on the way. The last named gentleman will remain east for a week or ten days longer, to finish up the business for the new company.
[page 11] The prospects for the early completion of the Utah Western Railroad to Clinton's Lake Point, are very promising. We learn from Mr. A. F. Doremus, engineer of the road, that eleven and one-half miles of this end of the road are ready for the iron, and by Tuesday evening thirteen miles will be in that condition. The grade beyond that portion to a point about one mile this side of Clinton's only needs fixing up to render it ready for the ties and iron also, and a number of hands are now engaged on it. The distance from this city to Clinton's is within a fraction of twenty miles. The Company has constructed a new water tank, connected by pipes with the tank of the U.C. Company, on the southwest comer of the Utah Central depot block.
We learn from another source that ties for the Utah Western are constantly arriving, twelve carloads having been delivered within the last two weeks. The first iron for the road was shipped from Ohio on the 19th, and some of it, is expected to reach here next week. All the materials, including bolts, spikes, &c., are now on hand, excepting the rails, for twenty-one miles. As soon as the iron arrives tracklaying will be commenced and prosecuted vigorously. -- Deseret News Nov. 4th.
November 11, 1874
Seven car loads of rail arrived yesterday in Ogden for the Utah Western, and will be brought to SLC this morning. Tracklaying to begin tomorrow morning. Rail for the balance of the road, 22 miles, is on the way. (Salt Lake Herald, November 11, 1874)
November 12, 1874
Utah Western began laying tracks west from Salt Lake City on the former Salt Lake, Sevier Valley & Pioche grade on November 12. Seven cars of iron rail had arrived the day before, on November 11. The rail had arrived in Ogden on November 10. Enough rail for the balance of track for the road, 22 miles, was supposedly on its way. By November 19, sixteen cars of rail had arrived. Also on November 19, the Utah Western's new locomotive, the "Oquirrh", was steamed up for the first time and run out onto the line's new trackage along South Temple Street. On November 28, a large shipment of ties from Cache valley arrived via the Utah Northern at Ogden, reportedly bound for the new construction on the Utah Western. By November 20th the construction had reached the Jordan river bridge. The road was to be completed to Lake Point by December. (Salt Lake Herald, November 11, 1874; November 19, 1874; November 21, 1874; Utah County Times, November 12, 1874; Daily Ogden Junction, November 28, 1874)
November 12, 1874
Tracklaying to commence today on the UW, seven cars of iron having arrived yesterday. Supposed to be done to Lake Point in December. (Utah County Times, November 12, 1874)
November 19, 1874
Another 16 car loads of iron have arrived for U. W. in S.L.C. (Utah County Times, November 19, 1874)
November 19, 1874
"The Utah Western's beautiful and substantial locomotive 'Oquirrh' had steam up yesterday and was run out on the newly laid track about two blocks down South Temple Street. Tracklaying was progressing..." (Salt Lake Herald, November 19, 1874)
November 21, 1874
Utah Western track reached Jordan River bridge yesterday, and will cross it today. (Salt Lake Herald, November 21, 1874)
November 28, 1874
"Lots of ties at the Utah Northern depot that came from Cache on the narrow gauge road, which is doing considerable freighting. The ties are for the Utah Western Railroad." (Daily Ogden Junction, November 28, 1874)
November 29, 1874
The U.W. tracklayers are now out beyond Brighton field, and laying track down at about half a mile per day. (Salt Lake Herald, November 29, 1874)
December 13, 1874
An item on a special excursion run on the Utah Western, which had 104 passengers, by invite only. "The company was accommodated in two beautiful new passenger cars, one a smoking and baggage car, and the other a first class car, elegantly fitted up, with a drawing room or saloon at one end with Brussels carpet, lounges, chairs, lavatory and other conveniences, and private closet for writing, etc. The company, however, filled these two cars, and an open observation car also." (Deseret Evening News, December 14, 1874, "yesterday")
December 14, 1874
An article on the first day of the Utah Western Railway; "The line commences at the south-west corner of the depot in this city, runs down South Temple street, across the Jordan about a quarter of a mile south of the North Temple street bridge, and then over the prairie westward to Chambers' stage station, at the foot of the West, or Oquirrh, Mountains, and a mile or so south of the point, continuing on to and around the Point, by Black Rock, into Tooele Valley." (Deseret Evening News, December 15, 1874, "yesterday")
December 15, 1874
"Utah Western Railway - It is Now Open to the Public", as of yesterday, the 14th, when the first regular passenger train departed Salt Lake City, with 23 passengers; the mail; Wells, Fargo & Co.'s express; and two cars of ore, at 7:30am. Item says the 6th narrow gauge railroad in Utah. (Salt Lake Herald, December 15, 1874)
January 10, 1875
"Utah Western Railway. On and after Monday January 11th, 1875, and until further notice, the Utah Western Railway Company will run daily trains for passengers and freight, between Salt Lake City and Black Rock. Leave Salt Lake City at 7:30 a. m. Arrive at Black Rock 9 a.m. Leave Black Rock 12 noon. Arrive at Salt Lake City 1:30 p. m. The stages of the Western Stage Co. connect with trains at Black Rock for Tooele, Stockton, Ophir and Dry Canyon, and street cars at Salt Lake City. Through tickets can be procured on the train. All freight for the west will be received at the U. C. Depot, between 1:30 and 5 p. m. H. P. Kimball, Supt. Salt Lake City, Jan. 9, 1875." (Salt Lake Herald Republican, January 10, 1875) (Reeder, p. 282, citing Salt Lake Herald, January 10, 1875; Athearn, p. 278)
January 27, 1875
"The Utah Western Railroad Company is about to commence the manufacture of ten flat cars." The iron parts to be cast of Utah iron, and Utah lumber to be used also. (Deseret Evening News, January 27, 1875)
February 3, 1875
A reporter of the Herald went over the line yesterday; ballasting has been done; terminal at Townsend's, but gap between end of track and Clinton's Landing (Lake Point) is about 200 yards, which should now be filled, and trains will run to Clinton's soon. (Salt Lake Herald, February 3, 1875)
February 7, 1875
Trains to run today and after to Lake Point, or Clinton's. (Salt Lake Herald, February 7, 1875)
February 7, 1875
Utah Western completed to Clintons, site of Clintons Lake House hotel, near present day Lakepoint. (Reeder, p. 282; from Salt Lake Herald, February 7, 1875)
February 10, 1875
"A Pleasant Ride. The party of ladies and gentlemen, who, on invitation of the officers of the Utah Western railroad, rode over the line to Clinton's, Lake Point, yesterday, had a very pleasant time. The commissioners of inspection, on whom falls the duty of accepting of the work, were on board the train. The road, considering that it is new, is very smooth. The party stopped a short time near Black Rock, and, at Lake Point, went on board the steamer City of Corinne, which is moored by the building. Clinton's new hotel, a large and somewhat imposing building, was also visited. The Doctor expects to have it finished and ready for guests in about one month from now, and anticipates doing a Saratoga hotel business in it during the approaching Summer." (Deseret Evening News, February 10, 1875)
February 25, 1875
"We understand the company has recently purchased two more passenger cars, two freight and also a couple of flats, and that another engine for use on the line is now on the way." (Deseret Evening News, February 25, 1875)
February 28, 1875
An excursion to Lake Point yesterday, for Ft. Douglas crowd; the equipment used is mentioned as being "...two passenger coaches, two flat cars and a caboose." (Salt Lake Herald, February 28, 1875)
March 16, 1875
Grading on Utah Western has commenced beyond the Half-way House; it is about 14 miles to the Sand Bar/Tunnel this side of Stockton, and is to be in operation that far within three months. (Salt Lake Herald, March 16, 1875)
March 27, 1875
W. C. Rydalch, contractor, has informed the Herald that the grade is completed to Halfway House, 4-1/2 miles beyond Lake Point, and tracklaying will commence at once. (Salt Lake Herald, March 27, 1875)
March 31, 1875
Track now laid to Halfway House; trains will run to that point on and after April 1, 1875. (Salt Lake Herald, March 31, 1875)
March 31, 1875
Utah Western completed to Half Way House, which remained the terminal for the road from 1875 until mid 1877. (Salt Lake Herald, March 31, 1875; Reeder, pp. 283, 287)
April 27, 1875
There is to be an excursion to Lake Point on May 1, 1875; fare is $5.00 for a gentleman and lady, plus $1.30 for each additional lady! (Salt Lake Herald, April 27, 1875)
May 2, 1875
"The Masonic Festival." "A gay and happy concourse of pleasure-seekers assembled at the depot of the Utah Western railroad yesterday morning, and were soon thereafter whirling away behind the iron steed 'Kate Connor," for Lake Point, where they arrived on time, and the diversions, exercises, feasting, etc., began at once. The affair must have been seductively enjoyable, as a member of our staff, who accompanied the fraternity, was still missing from his easy chair in the sanctum when we went to press." (Salt Lake Daily Tribune, May 2, 1875)
May 3, 1875
"For the U. W. -- This morning there were at the depot two passenger cars, two box cars and four flat cars, all new, for the Utah Western narrow gauge." (Daily Ogden Junction, May 3, 1875)
May 4, 1875
"The Utah Western Railway yesterday received from the east, two passenger cars, two box cars and four flats." (Salt Lake Herald, May 4, 1875)
May 6, 1875
"New Car""The Utah Western Railroad Company has just imported from the East, a magnificent new passenger car, for use on their road. The car is now at the Utah Central depot, mounted on a flat car, and will probably be placed on the track where it belongs immediately." (Salt Lake Tribune, May 6, 1875)
May 6, 1875
"The Utah Western Railroad Company received the other day three new passenger cars, two box cars and eleven flat cars, and this morning they received another new locomotive." (Deseret Evening News, May 6, 1875)
June 5, 1875
General James A. Garfield arrived in Salt Lake City yesterday morning. A special over the Utah Western left the city at 2:00 p.m., and arrived at Lake Point about 3:30 p.m. The party, which included the General, sailed out on the lake aboard the steamboat "City of Corinne" for about an hour, arriving back at Lake Point at 4:30 p.m. Upon the return, an unnamed lady in the party suggested that the steamboat be renamed the "General Garfield," which charming idea was unanimously agreed to. The railroad's ads show the new name starting with that of June 6th, 1875. (Salt Lake Herald, June 5, 1875)
June 15, 1875
A fatal accident on the U. W., wherein a gravel train hit a steer, several cars, at least, thrown off, and one man caught under the cars and crushed. (Salt Lake Herald, June 16, 1875, "yesterday")
January 3, 1876
The U.W. has opened a new ticket office, 15x25 feet in size, on the southwest corner of the Utah Central depot block. (Utah Evening Mail, Salt Lake City, January 4, 1876, "yesterday")
January 5, 1876
In the City Council last night, the Utah Western petitioned for leave to erect an engine shed, 20 feet x 35 feet, on their property on 4th West between South Temple and First South streets; granted. (Deseret Evening News, January 5, 1876)
March 16, 1876
Grading on the Utah Western has commenced on the new line beyond Halfway House, from which point to the Sand Bar Tunnel, this side of Stockton, is about 14 miles, and the road is to be in operation that far in about three months. (Salt Lake Daily Herald, March 16, 1876)
Extension of the Utah Western. Reeder wrote the following: "The western terminus of the railroad remained at Half-Way House during 1875. In the early spring of 1876, fourteen miles of grading were completed to the location of the proposed tunnel one mile east of Stockton. Unfortunately, however, John W. Young was unable to raise the necessary capital to purchase iron for the road until December of 1876; and the rails were not delivered until June of 1877. Track gangs went to work shortly after that, and rails were laid to the Tooele station three miles north of that community by early August; and the Stockton tunnel was reached before the 10th of September." (Reeder citations: Salt Lake Tribune, December 17, 1876, June 7, August 10, 1877; Salt Lake Herald, May 17, September 9, 1877; Deseret Evening News, August 1, 1877.)
May 17, 1877
"Utah Western Extension.
It is expected that within a two weeks trains on the Utah Western
railway will be running to the tunnel,
a short distance this side of Stockton.
Thirtmen miles of rail, sufficient to
extend the track to that point, have
recently been purchased by Mr.
LeGrand Young, now in the east,
and will soon arrive. The
grade is completed to the tunnel, and half of the ties required
are ready for placing. This extension of the road will be appreciated by the
people of Stockton, Ophir and Dry Canon." (Salt Lake Herald Republican, May 17, 1877)
June 6, 1877
"Utah Western. Four cars of rails for the Utah Western railway have arrived. Tracklaying on the extension will be commenced in a few days, a large number of ties being on the ground." (Salt Lake Herald Republican, June 6, 1877)
June 7, 1877
"Rails are being shipped to the end of track for the extension of the Utah Western Railway to Stockton." (Salt Lake Tribune, June 7, 1877)
June 24, 1877
The 'General Garfield' beached for some weeks, floated yesterday at about four o'clock in the morning. (Salt Lake Herald, June 24, 1877)
July 4, 1877
"Utah Western Extension. Track-laying on the extension of the Utah Western railway will commence Thursday or Friday (July 5th or 6th), and be prosecuted vigorously until the tunnel is reached, one mile and a half east of Stockton." (Salt Lake Herald Republican, July 4, 1877; the tunnel site was compass-north of Stockton; or eastbound in railroad terms)
July 10, 1877
"Utah Western. Tracklaying on the extension of the Utah Western will be commenced this morning, and be vigorously prosecuted until the tunnel is reached. It is the intention to have trains running to that point in the course of a few weeks at the farthest." (Salt Lake Herald Republican, July 10, 1877)
July 11, 1877
The Utah Western is laying rail on its extension to Stockton. (The Utah County Enquirer, Provo, July 11, 1877)
August 4, 1877
The Utah Western track is laid about four miles beyond the present official terminus, and expect to be at Tooele Station, which is about three miles from Tooele, in about a week; at Stockton a company has been formed to build a two-foot gauge tramway up Dry Canyon, several miles being already built, and to connect at Stockton with the Utah Western, should the U.W. ever get that far. (The Utah County Enquirer, Provo, August 4, 1877)
August 7, 1877
"At Tooele. The Utah Western track has been laid to Tooele station, and during the week regular trains will be running to that point. Track laying is progressing towards Stockton." (Salt Lake Herald Republican)
August 8, 1877
The Utah Western has reached the Tooele station. (The Utah County Enquirer, Provo, August 8, 1877)
August 16, 1877
"Utah Western At Tooele. The Utah Western Railway company, on and after Saturday, August 18th, will run daily trains to Tooele, leaving Salt Lake City at 7 a.m., arriving at Tooele at 10 a.m.; returning, leaves Tooele at 7.40 a.m., and arrived at Salt Lake City at 10.40 a.m." (Salt Lake Herald Republican, August 16, 1877)
September 9, 1877
"U. W. Railway.
A new time table is published this morning, giving the time of the departure and arrival of trains on the Utah Western railway, on and after tomorrow. The morning train will leave here at 7 a. m., arriving at the terminus of the road at 10.30 a.m., and returning, leave the terminus at 12.30 p.m., arriving at Salt Lake City at 3.30 p.m. The track has been completed to the tunnel a short distance this side of Stockton, and distant from this city about forty miles, which is the present western terminus." (Salt Lake Herald Republican, September 9, 1877)
September 10, 1877
Utah Western tracks completed to "Terminus", the location of the proposed 1,000 foot tunnel through the Stockton gravel bar, 37.24 miles southwest of Salt Lake City. Grading for the line from Half Way House had begun in March 1876 and was completed to "Tunnel" by mid May 1877. (Salt Lake Herald, March 16, 1876; May 17, 1877)
(The tunnel was never completed due to the lack of investors. Then in six months, because the road was not paying its bills and paying interest on its mortgage bonds, the bond holders took control and in mid 1880, two years later, the road was reorganized as the Utah & Nevada.)
September 16, 1877
"Stockton. The Utah Western railway is now ready to receive freight for the terminus, a short distance this side of Stockton, and forty miles west of Salt Lake City." (Salt Lake Herald Republican, September 16, 1877)
October 28, 1877
"He [John W. Young] is still nominally a director in the Utah Western Railway Company, which he has loaded with debts it will never be able to pay off. We say nominally a director, because he now has no interest in the road, his last share of stock in it having been seized for debt. And although his term as a director is unexpired, he is not allowed in the meetings of the company; in short, he has been given the 'shake'." (Salt Lake Tribune, October 28, 1877)
April 16, 1878
The bondholders took control of the Utah Western. The revenues of the road had failed to pay expenses and the interest on the construction bonds. (Reeder, p. 289)
April 17, 1878
"The Eastern creditors of the Utah Western Railway took possession of the road yesterday." (Salt Lake Daily Tribune, April 18, 1878, "yesterday")
May 28, 1879
The Utah Western had some sort of open excursion cars in service. (Salt Lake Herald, May 28, 1879)
June 7, 1879
A wreck yesterday on the Utah Western - four coaches, loaded, were blown from the track while moving; brakeman Lorenzo H. Crockett died of injuries, and conductor Charles Carrington was injured. (Salt Lake Daily Tribune, June 7, 1879)
June 11, 1879
Last Friday, the 6th, a train blown over on the Utah Western, and brakeman Lorenzo Crockett later died of injuries received. (The Territorial Enquirer, Provo, June 11, 1899)
January 7, 1880
"The Utah Western does not contemplate many improvements this year, but have ordered a new locomotive, with 44" drivers instead of those with 36" now in use. The line is about 31 miles long, ending about two miles short of Stockton." (Salt Lake Daily Tribune, January 7, 1880)
April 6, 1880
"A new locomotive for the Utah Western Railway was received in this city on Monday." Monday was the 5th of April 1880. (Salt Lake Herald, April 6, 1880)
April 20, 1880
An article on "The Bathing Points" contained this: "A few days since the new locomotive for use on the Utah Western railroad was received and a trial has since been made. The engine has been christened the 'Jonathan' in honor of an engineer of that name on the road. The locomotive is of the celebrated Baldwin make and cost over $6,000. It is described as a beauty and is probably the fastest narrow gauge engine in the country, the driving wheels having a diameter of forty-five inches. At the trial trip everything worked to ' perfection and the company are fully satisfied with the locomotive. The trip from Lake Point to this city was made in thirty-seven minutes, and it is the intention of Mr. Riter to give our public quicker transit between Zion and the bathing points than they have hitherto enjoyed. Regular schedule time between Lake Point and Salt Lake City has been one hour and ten minutes, heretofore." (Salt Lake Daily Tribune, April 20, 1880)
July 3, 1880
"The Lake", a one-third column on the resorts; "The steamer 'General Garfield' still lies moored to the piles in front of the hotel at Lake Point, and looks rather deserted; but it will shortly be removed to the new wharf now being built for it at a point about midway between Black Rock and Kimball's. Work was commenced on this structure some days ago, and Captain Douris expects to have it completed within three or four weeks." (Salt Lake Herald, July 3, 1880)
September 1, 1880
"Two observation cars, similar to those run to Coney Island, will be put on the Utah Western next year. Each one will accommodate ninety passengers." (Salt Lake Daily Tribune, September 1, 1880)
October 13, 1880
"The sale of the Utah Western Railroad takes place to-day." Purchasers will extend it immediately, or so says the paper. (Salt Lake Daily Tribune, October 13, 1880)
November 3, 1880
Utah Western sold under foreclosure on August 2 by order of the Third District Court, resulting from a suit brought by the bondholders. Purchased by Theodore S. Bassett, who took possession on April 2, 1881. Bassett deeded the Utah Western to the new Utah & Nevada on April 30th, 1881. (OSL corporate history)
W. W. Riter bought the Utah Western on November 3, 1880, as a agent for Theodore Bassett, who held the bonds of the Utah Western. (Salt Lake Herald, February 17, 1881)
November 3, 1880
"Sale of Utah Western Railway" yesterday, for $36,000; new name will likely be Utah & Nevada Railway Company. (Salt Lake Herald, November 4, 1880, "yesterday")
(Reeder, p. 289, says that the sale took place on the October 14, 1880. The Salt Lake Daily Tribune of October 13, 1880 says sale will be "today". Later research has shown that the sale was delayed for two weeks by the Salt Lake County Sheriff.)
February 15, 1881
Utah & Nevada Railway organized to take over the property of the Utah Western, which had been sold in foreclosure on November 18, 1880. (Reeder, p. 290) The Utah & Nevada intended to extend the road south to Tanner's Springs, 87 miles from Salt Lake City. They were unable to complete the new line. (OSL corporate history)
April 1, 1881
"Territorial News" column notes that the [Deseret News] has recently had an article on the re-organization of the Utah Western as the Utah and Nevada, its plans, and so forth. (The Logan Leader, April 1, 1881)
July 1, 1881
Utah & Nevada operations began on July 1, 1881. (Poor's, 1882, p. 858)
(The story continues with the Utah & Nevada Railway of 1881)
Utah Western Name Used Again
The Utah Western name was used again, just eight years later:
June 25, 1889
Articles of Incorporation for the Utah Western Railway Company were filed yesterday, term 50 years, capital stock $600,000, in 6,000 shares. (Salt Lake Herald, June 25, 1889)
(Read more about the later Utah Western Railway of 1889-1890)
Locomotives
Utah Western Locomotives -- A roster listing of Utah Western locomotives.
More Information
Utah Western Railway corporate information -- Information about the Utah Western Railway corporate organization
Clarence Reader's research -- Information about Utah Western Railway from Clarence Reeder's 1970 manuscript
Utah & Nevada Railway (1881-1889) -- Information about the railroad that purchased the Utah Western.
Utah Western entry from George W. Hilton's American Narrow Gauge Railroads (Stanford University Press, 1990)
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