Wasatch & Jordan Valley Railroad (1872-1882)

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This page was last updated on November 28, 2024.

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Overview

Clarence Reeder's research -- Clarence Reeder's research about Wasatch & Jordan Valley Railroad

Wasatch & Jordan Valley entry from George W. Hilton's American Narrow Gauge Railroads (Stanford University Press, 1990)

Timeline

September 10, 1872
The Little Cottonwood Railroad company was incorporated in Utah to build "From some point of intersection on the Utah Southern, or other railroad south of Salt Lake City and to run thence to Little Cottonwood Canon and up said canon as practicable - a distance of about 20 miles." This was one of the paper railroads organized by a group of Pennsylvania investors to dominate the local railroad market in Utah. It was soon discovered to be a land grab to take advantage of a proposed law before the U. S. congress to allow land grants. The venture came to nothing when the scam was discovered.

September 19, 1872
"Central City, Little Cottonwood, is to be known hereafter as Alta, according to the orders of the Postmaster General." (Utah Mining Journal, September 19, 1872)

October 14, 1872
"Wasatch & Jordan Valley railroad was organized." (Sloan's Utah Gazeteer and Directory, 1874, page 33)

October 15, 1872
Article on 'Long Tramway' to be built from the mouth of the canyon to Alta, by Hallidie & Co., San Francisco, apparently a rope or cable tram, with some sort of bucket. The ore traffic warrants it; one gentleman, coming down from Alta, met 81 teams going up, in the space of 14 hours! (Salt Lake Herald, October 15, 1872)

October 20, 1872
The building of the tram referred to on the 15th was begun on Friday, 18 Oct. (Salt Lake Herald, October 20, 1872)

October 24, 1872
Wasatch & Jordan Valley Railroad incorporated in Utah to build a line from Sandy to the mines located in Little Cottonwood Canyon. (Reeder, p. 170)

November 1872
Wasatch & Jordan Valley began work on repairing the old Utah Southern grade between Sandy and Little Cottonwood canyon, previously started by Utah Southern. (Reeder, p. 176)

(Utah Southern had begun the grade during the summer of 1872 as a means to get to the granite quarries at the mouth of Little Cottonwood Canyon, to transport blocks of granite for the construction of the Mormon Salt Lake temple.)

November 5, 1872
A report on the groundbreaking, yesterday, of the Wasatch & Jordan Valley, and some remarks on plans for the future. The road is to be a three-foot gauge; the W&JV has secured from the Utah Southern RR some 3-1/2 miles of grade made 'last summer' from Sandy towards the mouth of Little Cottonwood Canyon; 'The point selected for commencing the work yesterday, was at the eastern end of the grade heretofore made by the Utah Southern, three and a half miles from Sandy.' Seven miles of iron have been ordered. Mention is made, for some four column inches, of Colonel French's wonderful invention, to be used on at least one locomotive for the W&JV. (Salt Lake Herald, November 5, 1872; Deseret Evening News, November 5, 1872)

November 6, 1872
Short item reports that grading the W&JV began yesterday. (Salt Lake Tribune, November 6, 1872)

November 30, 1872
Item headed "Little Cottonwood RR", which is of course the W&JV; Jennings is arranging the contracts, and grading is to start on Monday the 2nd. All the rail to build to Granite has been shipped; no greater distance to be attempted at the present. (Salt Lake Herald, November 30, 1872)

December 2, 1872
"Local Intelligence." "The grading on the railroad from Sandy up to Little Cottonwood commenced this morning." (Utah Mining Journal, December 2, 1872)

December 14, 1872
Iron for the W&JV is arriving, 19 cars so far, and another 11 are on the road between Salt Lake City and Omaha. (Salt Lake Herald, December 14, 1872)

December 17, 1872
Several cars of rail at Sandy for the W&JV, and ties are 'strewn along the line'. Three inches of snow fell Sunday the 15th. (Salt Lake Herald, December 17, 1872)

December 19, 1872
Grading on the W&JV is done nearly to the Davenport Reduction Works, or about one mile below Granite, and the surveyors have gone on beyond Granite some little ways. (Salt Lake Herald, December 19, 1872)

January 1873
Wasatch & Jordan Valley laid its first rail and by mid February the company had completed three miles of trackage. (Reeder, p. 180)

January 3, 1873
"New Railroad.-- We learn from Mr. W. L. Payne, who is foreman for the Holt Bros. [of Ogden], that tracklaying on the Wasatch and Jordan Valley Railroad will commence on Thursday next. This line commences at Sandy station, on the Utah Southern, [and] will run to Granite, Alta and Flagstaff mine. The Holt Bros. have fifty men at work four miles from Sandy, where they have two heavy fills; one is forty-seven feet, and the other will take 70,000 yards of dirt. Mr. W. F. Fisher, of Richmond, is ahead plowing and scraping with a large number of men and teams, and everything is favorable for the speedy completion of the road. Messrs. Jennings, Hooper and Eldridge are particularly interested in this road,..." -- Ogden Junction of 31 December 1872. (Salt Lake Daily Tribune, January 3, 1873)

February 21, 1873
The W. & J. V. has three miles of track down, in spite of the weather; "Their locomotive is 'en route' and may be expected any day." (Salt Lake Herald, February 21, 1873)

March 1, 1873
"Wasatch and Jordan Valley Railroad." (Salt Lake Herald, March 1, 1873)

The first locomotive for this road has been snow-bound at Evanston for a few days, and reached here yesterday. It was run out in the track in front of Mr. Jennings' residence; where it was inspected by a good many people. It is named the "Chamois," and weighs seventeen tons. It was built by Messrs. Dawson and Bailey, at the National Locomotive Works, Connellsville, Penn. Mr. Lantz, superintendent of the works, accompanied the locomotive through, having been four- weeks on the journey.

This locomotive is known as a "Miniature Mogul" has six three inch driving wheels connected, and pony truck. The boiler is thirty-six inches in diameter, and eighty-nine inches long, and has 105 one and one an half inch tubes. The fire-box is five feet long and eighteen inches wide, thus affording ample steam generating capacity. The fire-box is constructed entirely of steel, and the flue sheets area half inch thick. The cab is a fine piece of workmanship, being made of solid black walnut. The crank-pins are of steel, as are the tires of the divers. The cylinder is 11x18 inches. The tank is constructed of heavy iron, and has a capacity of 600 gallons. The ornamental work is of brass, and the engine presents an elegant appearance. Mr. Lantz accompanied it to Sandy yesterday afternoon, for the purpose of running it out on the track for which it is designed. He will remain at the Townsend house for several days and will receive orders for road and narrow gauge engines. The National works are by far the largest builders of narrow gauge engines in the United States, and their great facilities enable them to compete successfully with all other makers. They adopt a principle in business which is sure to win; viz, to guarantee the perfect working of every locomotive sent out. Mr. Lantz hopes to secure the locomotive trade of Utah for the house which he represents, and it-will repay those who think of ordering such machines to talk with this thoroughly practical mechanic during his stay in town.

We are pleased to learn that the Wasatch and Jordan Valley road is nearly completed to Granite, and will shortly be running over about ten miles of track. The enterprise has been pushed with vigor in spite of the severity of the season.

March 7, 1873
"Gone East. -- Mr. J. A. Lantz, superintendent of the National Locomotive Works, Connellsville, Penna., leaves this morning for the east, having seen the new narrow gauge locomotive brought west by him for the Wasatch and Jordan Valley railroad successfully running on the track. It has been running now for three days, with ease on their maximum grade, and gives the utmost satisfaction. Mr. Lantz expects to return to Salt Lake in a couple of months, or less, bringing with him another locomotive. Steam to Granite will be the mode of traveling there in a short time." (Salt Lake Herald, March 7, 1873)

March 12, 1873
"Tracklaying recommenced yesterday on the Wasatch & Jordan Valley Railroad, the iron being already down for three miles; and they expect to reach Granite in ten days. The grading is done up to the Davenport Smelter; the ties and iron are on hand; and the new locomotive, which is spoken of in the highest terms, is running finely. Railroading to Little Cottonwood will soon be in order." (Salt Lake Herald, March 12, 1873)

April 1, 1873
"The Wasatch and Jordan Valley Company have laid about five miles of track, and are now running construction trains from Sandy that distance eastward, as far as the quarry from which the Temple rock is obtained and close to the Davenport Smelter." (Deseret Evening News, April 1, 1873)

April 3, 1873
Track on the W&JV is now laid to the first granite quarry, opposite the Davenport smelter, and about 3/4ths of a mile below Granite. (Salt Lake Herald, April 3, 1873)

April 5, 1873
The following comes from the April 5, 1873 issue of the Deseret Evening News.

The company have now one locomotive, one mail and baggage car, and ten flats; they have in course of construction, at Connersville, Pa., two first-class passenger cars, ten flats, and another engine which will possess Colonel French's invention to aid in climbing very steep grades.

James C. Livingston with a force of men were busily engaged in quarrying rock for the Temple, and as the railroad has now reached that point the transportation of the rock will henceforth be an easy matter, and a large amount of stone will, we were told, speedily be transported thence to the Temple Block in this city. Every stone is quarried the size required and then numbered, and it only needs dressing when it reaches its destination, before it is ready for its place in the structure for which it is intended. The first piece hauled from the quarry by rail was brought yesterday, on a flat in the train which President Young and party traveled. It was an arch stone, 5-1/2 feet long, 3 feet wide and 2 feet thick, and weighed three and three quarters tons. (Deseret Evening News, April 5, 1873)

(A photo by C. R. Savage, apparently taken on the day of President Young's trip, shows a scene at Granite, the transfer point between steam trains and mule-powered trains for both passengers and empry ore cars. The photo shows a mule powered train blocking the view of a steam train.)

April 9, 1873
"The Wastch and Jordan Valley Company have laid about five miles of track, and are now running construction trains from Sandy that distance eastward, as far as the quarry from which the Temple rock is obtained and close to the Davenport smelter." (Deseret News, April 9, 1873, "Railroad Matters")

April 16, 1873
A special excursion yesterday the 16th, by invite only, to see the new W&JV railroad; final grading and tracklaying is approaching Granite; the necessary timbers for the bridge across the creek are on hand, and the sills for same were being put in on the 16th. There are places on the line where the grade reaches 224 feet per mile. (Salt Lake Herald, April 17, 1873)

April 27, 1873
"Passenger Cars. -- Two passenger cars for the Wasatch and Jordan Valley railroad arrived last night, but without the trucks, which are expected on Monday." "Railroad Running. -- The Wasatch and Jordan Valley railroad will commence carrying passengers and freight tomorrow, between Sandy and Granite; trains connecting with those of the Utah Southern. The fare and freight tariff will be found advertised in the local columns." (and so it was; passengers 75¢, and freight at $1.00 per ton) (Salt Lake Herald, April 27, 1873)

April 28, 1873
Wasatch & Jordan Valley completed five miles of track, from Sandy to the Davenport Smelter and on the 28th the road was completed to Granite, the site of the granite quarries. (Reeder, p. 181)

May 1, 1873
The first shipment of bullion out of the Davenport smelter, by rail over the W&JV was "yesterday," value of $1,100.00. The passenger cars, referred to as 'Juvenile Pullman cars', are in service, so I guess the trucks arrived as scheduled. (Salt Lake Herald, May 1, 1873)

May 3, 1873
"Wasatch & Jordan Valley railroad completed to Granite, mouth of Little Cottonwood canyon." (Sloan's Utah Gazeteer and Directory, 1874, page 33)

May 18, 1873
Article on the W&JVRR, which is mostly the usual, but it also has this: "...the traveler steps into the handsome little car - one of the handsomest imaginable - named the 'Granite', behind a lively little locomotive, for a dash up the Narrow Gauge." In addition, the W&JV "...will have another locomotive and more rolling stock here shortly..." (Salt Lake Herald, May 18, 1873)

July 19, 1873
"Wasatch and Jordan Valley Railroad" "The grading on this line is done to about Fairfield Flats, some three miles above Granite,... Day before yesterday the iron was shipped for this portion of the road, from Cleveland; and two new locomotives are also on the way, one of which has French's patent attachment for climbing. This invention has been tested at Connellsville, where the locomotive was built, and advices from there received here are to the effect that it is a great success. A large number of flats and other rolling stock is now en route for the line..." (Salt Lake Herald, July 19, 1873)

August 17, 1873
Two cars of iron and one of fishplates and bolts have arrived for the W&JV, with 12 more en route. Road is graded for 2-1/2 miles above the present terminus, the ties are laid and ironing will commence on the 18th, or tomorrow. (Salt Lake Herald, August 17, 1873)

August 19, 1873
The aforementioned 12 cars of iron and such have arrived. (Salt Lake Herald, August 19, 1873)

August 20, 1873
The W. & J. V. has received 12 car loads of iron. (Salt Lake Daily Tribune, August 20, 1873)

August 27, 1873
The track of the W. & J. V. is laid 2-1/2 miles beyond (above) Granite, and the winter terminus will be reached soon. (Salt Lake Daily Herald, August 27, 1873)

September 6, 1873
"Resources of Utah." "Statistics of Progress during the Year 1873 -- Summary for Six Months ending June 30th." (Utah Mining Gazette, September 6, 1873)

February -- "The Wasatch and Jordan Valley Railroad Company completed three miles of track-laying."

March -- "The Wasatch and Jordan Valley Railroad, completed to Granite, a distance of six and one-half miles.

April -- "The Wasatch and Jordan Valley Railroad. This road commenced running passenger and freight trains between Sandy and Granite on Monday, April 28."

September 11, 1873
"Shipped six wheeler 'Deseret' to Salt Lake City,Utah. Col McAleer and E.T.Duckworth accompany her to test the feasibility of overcoming heavy grades with light machinery, by French's Patent." "...intended to run on grade of 500 feet to the mile, to accomplish this the hind drivers have a grooved tire that is applied to the rail by a small steam cylinder attached to the engine similar to an air brake and can be applied to give any amount of adhesion." (Uniontown Standard newspaper, September 11, 1873)

R. Brendel wrote: "McAleer had just taken over Superintendent of works, he former Master Mechanic for Pittsburgh & Connellsville. Railroad. E.T. Duckworth was traveling enginer, the guy to deliver engines and set them up. My feeling is that they had a lot of trouble with this engine at the works, I think it was built several months before delivery and they couldn t get the 'bugs' out of the system which was doomed to failure like any of the other like systems (i.e. Winans et al).

September 13, 1873
"Resources of Utah." "Statistics of Progress during the Year 1873" July -- "The Wasatch and Jordan Valley Railroad, was in a very prosperous condition, and doing a large and lucrative business. The grading to Fairfield flats, three miles above Granite, was completed. Twelve car loads of iron rails had arrived from Cleveland, also a large number of 'flats,' and other stock sufficient to complete and equip the road to the point at which the grading is finished." (Utah Mining Gazette, September 13, 1873)

September 13, 1873
Passengers and freight carried over the W. & J. V. R.R., May 1st to August 31st, inclusive (Utah Mining Gazette, September 13, 1873):

Passengers carried,.... 12,048 (average 98 per day!)

Ore & bullion, pounds,... 14,526,000

Miscellaneous, " ... 2,842,000

17,366,000 pounds (average of 141,187 pounds per day) (or 70 tons per day.)

September 17, 1873
"The Wasatch and Jordan Valley R. R.," being an article about the trip made yesterday over the aforesaid road by Brigham Young and others of the local notables. At present the road ends at Fairfield Flat, one and one-half miles above Granite. The extension to Alta is to be built in the coming year, to climb which "...the Company have purchased, or ordered, a locomotive of the patent improved climbing variety, manufactured by French, of Virginia, which, it is said, is capable of making ascents of four hundred feet gradient to the mile, the climbing apparatus acting as a brake on the down grade." (Deseret Evening News, September 17, 1873)

September 21, 1873
The W. & J. V. will open tomorrow for the transportation of freight and passengers to Fairfield's Flat, which will be the terminus for the winter. (Salt Lake Herald, September 21, 1873)

September 23, 1873
Letter from "Mathiot." "Little Cottonwood Canyon." "Climbing the Rockies in Little Narrow Gauge Cars." "Improvements in Prospect on the Line..." "Alta, Sept. 20th, 1873." "From Salt Lake to Sandy in one hour, and you then take the Wasatch and Jordan Valley Narrow Gauge Railroad to the mouth of Little Cottonwood Canyon. This little road, eleven miles in length,... The gauge is three feet, and the engine with a train of cars ascends the heavy grades on the route with perfect ease. Soon after leaving Sandy there is a grade of 225 feet, which increases to 287 feet. Granite is 1,100 feet higher than the starting point at Sandy; the present end of the road is 1,500 feet higher,..." "We are informed by Mr. A. Benson, Superintendent of the road, that it is paying largely... The freight on ore over the eleven miles is one dollar per ton,... There is near Granite a back switch of two miles in length, and connections are likewise made with the Davenport Smelter, Flagstaff and other reducing works at the mouth of the canyon." "A mountain engine of an entirely new description is being constructed in Connellsville, Pa., with supplementary driving wheels, which can be made to grip the rails and walk up a grade of 1,000 feet to the mile. It will be tried for the first time on this road, and the result will be looked for with interest by other narrow-gauge railroad companies who propose constructing lines through the mountains. The building of the W.& J.V.R.R., as well as originating the enterprise in the first place, is due in a great measure to the energy and business management of Hon. Frank Fuller." (item continues) (Salt Lake Daily Tribune, September 23, 1873)

September 23, 1873
The following comes from the September 24, 1873 issue of the Deseret News newspaper:

Not far from Granite, a little lower down the canyon, quite a number of men are busy getting out rock for the temple. Fairfield Flat is about a mile and a half from Granite. Between Granite and Fairfield's, the line of the road is necessarily very crooked owing to the peculiar conformation of the canyon, and the ascent considerable, ranging, we were informed from one hundred to two hundred and fifty feet to the mile. Notwithstanding the steep gradient, the ground is passed over quickly, the iron horse panting and puffing and giving an occasional jerk as if distressed. The road runs on the north side of the creek and between Granite and the terminus there is a backswitch fourteen hundred feet long which raises it about forty feet.

The continuation of the line to Alta city will not be attempted until next season, and at Fairfield's preparations are in progress for the erection of a station and a wagon road is being made to facilitate the transportation of goods to and from Alta, a distance of some seven or eight miles, the grade of which, we were informed is not less that 100 or 150 feet to the mile.

To overcome all difficulty of transportation by rail, when completed, from the present terminus to Alta, the company have purchased or ordered a locomotive of the patent improved climbing variety manufactured by French, of Virginia, which it is said is capable of making ascents of four hundred feet gradient to the mile, the climbing apparatus acting as a brake on the down grade. (Deseret News, September 24, 1873, "yesterday")

September 27, 1873
"Local Summary." "The Wasatch and Jordan Valley Railroad opened for business as far as Fairfield Flat, Little Cottonwood, on Monday." (Utah Mining Gazette, September 27, 1873)("Monday" was September 22, 1873)

September 28, 1873
"Wasatch & Jordan Valley railroad makes its terminus at Fairfield Flat, in Little Cottonwood." (Sloan's Utah Gazeteer and Directory, 1874, page 33; also from Our Pioneer Heritage, Volume 17, 1974, page 6, "The Year of 1873")

October 8, 1873
A W&JV carload of charcoal burns up at Sandy. (Salt Lake Tribune, October 8, 1873)

October 11, 1873
"On and after Monday, October 13th, the Wasatch and Jordan Valley Railroad Company will run one train only, daily, from Sandy to its terminus, so as to connect with Utah Southern trains from Salt Lake City in the morning and to the City in the evening. Parlin & Thompson will run stages and saddle horses to connect with these trains only. Passengers will govern themselves accordingly." (Utah Mining Gazette, October 11, 1873)

October 17, 1873
There has occurred what the paper claims is the first accident on the W. & J. V., in an engine running off the track above Granite. (Salt Lake Herald, October 17, 1873)

October 31, 1873
A turntable has been made for the W&JV at the Utah Central shops, the wheels for which were cast at Davis and Sons Foundry. (Deseret Evening News, October 31, 1873)

November 11, 1873
"Accident to a Freight Train." "An accident happened to a freight train between Granite and Sandy yesterday, occasioned by a cow on the track, which threw the locomotive off. No one was hurt, but the passenger train was delayed some time, and the passengers were compelled to alight and walk half a mile to Sandy." (Salt Lake Tribune, November 11, 1873)

November 19, 1873
"The Wasatch and Jordan Valley road is building a large roundhouse at Sandy, for the accommodation of their engines." (note use of plural in engines) (Salt Lake Tribune, November 19, 1873)

January 24, 1874
A Utah Southern baggage car, loaded with charcoal (of all things), tipped over yesterday afternoon, "in crossing the narrow gauge track of the Wasatch & Jordan Valley Railroad." (Deseret Evening News, January 24, 1874)

March 21, 1874
Resources of Utah - Statistics for 1873: "Narrow Gauge Railroads." "Wasatch & Jordan Valley Railroad: "The heaviest stockholders in this road are officers of the Emma Mining Company, Little Cottonwood." (Utah Mining Gazette, March 21, 1874)

July 28, 1874
A new timetable for the W&JV as of the 28th, today: leaves Sandy at 8:40am and 5:30pm; leaves Fairfield at 7:00am and 3:45pm. (Salt Lake Herald, July 28, 1874)

April 27, 1875
Public sale of railroad stock, by the W&JVRR, to satisfy unpaid and long overdue assessments on same. (Salt Lake Herald, April 27, 1875)

June 1875
C. W. Scofield took control of Wasatch & Jordan Valley Railroad by purchase of stock. The Wasatch & Jordan Valley was not making enough revenue to pay the operating expenses and the interest on the construction bonds. By September, with Scofield's financial resources, the railroad completed an eight-mile mule tramway from Fairfield Flats to serve the mines at Alta. (Reeder, p. 184, 185)

(Two years before, in June 1873, Scofield had taken control of the Bingham Canyon & Camp Floyd.)

June 1875
The Scofield group took control of the Wasatch and Jordan Valley Railroad. From August of 1873, when the W&JV was finished to Fairfield Flat, until June of 1875, the company had failed to meet operating expenses by $26,000. It had also failed to pay the interest due on its $240,000 of outstanding bonds for the period from July 1, 1873, to June 30, 1875. The solution to this crisis came from Charles W. Scofield and his associates when they offered to purchase the road in June 1875. Scofield also owned and operated the profitable Bingham Canyon and Camp Floyd Railroad. The sales agreement called for Scofield to purchase 1,000 shares of the railroad's unissued stock for $26,000; this amount would be used to pay the company's floating debts. He further agreed to assume the back interest payments on the bonds and provide the funds to finish the line to Alta. In return, he was to receive all remaining unissued stock and bonds and was to buy all outstanding stock from the stockholders at the current market value. According to Scofield, given in later testimony, all portions of this sales agreement were carried out, and he became the sole owner of the company. Later some of this stock was distributed to George Goss, George M. Young, Benjamin W. Morgan and other business associates of Mr. Scofield. (Reeder, p. 184, 185)

Scofield's first step after purchasing the Wasatch and Jordan Valley Railroad was to begin the construction of a narrow gauge tramway from Fairfield Flat to Alta. Plans were to use horses or mules to pull the cars up and to use gravity as the means for downward run. This was the same principle that he was using successfully on his branch lines at Bingham Canyon.

June 24, 1875
"The Wasatch and Jordan Valley railroad has changed hands, the owners of the Bingham Canyon and Camp Floyd road having purchased the stock and taken possession of the former line. The new owners have already put a force of graders at work on the proposed tramway from the terminus of the road, Fairfield Flat, to Alta; and the order for the rolling stock for the extension has been given." (Salt Lake Herald, June 24, 1875)

June 26, 1875
"The Wasatch & Jordan Valley railroad has been purchased by the Bingham Canyon railroad company, which is now engaged in constructing a tramway or horse railroad from the end of the Wasatch and Jordan Valley railroad to [Alta]. It will be pushed to a speedy completion,..." (Salt Lake Daily Tribune, June 26, 1875)

August 1875
Work on the tramway to Alta was started in the middle of August 1875, and the road had been completely graded and track laid the eight miles to Alta by September 12. The total cost of the tramway was $50, 000. Heavy rail was used and construction was prosecuted in a manner that would permit a locomotive to be used on the line should one be manufactured that had sufficient power to climb the steep grades.

Actual supervision of construction of the tramway was under the direction of Superintendent George Goss who also served as superintendent of the Bingham Canyon and Camp Floyd road and had an excellent reputation as a railroad manager.

August 18, 1875
Tracklaying on the W. & J. V. tramway has reached Tannersville, and there is enough iron on hand to reach Alta. (Salt Lake Herald, August 18, 1875)

September 4, 1875
"Little Cottonwood Tramway" Item reports that it is rapidly nearing completion to end at Alta; the grade is complete to Central, and track is but 1-1/2 miles from Alta, and will likely be completed by the end of next week. (Salt Lake Herald, September 4, 1875)

September 12, 1875
The tramway was officially opened on September 12, 1875, and passengers were carried from Alta to Sandy.

September 14, 1875
"Alta by Rail", completion of the tramway that joins Alta with the terminus of the W&JV, opened on Sunday last, the 12th. "Several passenger cars for the tramway are now on the way from the east, and it is expected will soon be put upon the road." C. W. Scofield plans to put a shed over the entire eight miles, at an estimated cost of 60 or 70 thousand dollars. "It is not many weeks ago that he became the owner of the W. & J. V. ..." (Salt Lake Herald, September 14, 1875)

October 25, 1875
A report of a considerable wreck on "the tramway of the Wasatch and Jordan Valley Railroad, which extends from Fairfield Flat to Alta." It seems that a brakeman on a descending car thought that his brakes would not hold, so he jumped off the car, which promptly took off like a shot, crashing into other cars and mules (killing four of them) and finally ending by pushing the remains of cars, mules and freight out the side of the snowshed. The brakeman took up work elsewhere. (Deseret Evening News, October 25, 1875)

April 6, 1876
The Alta tramway opened up partially for the season, on April 6th, as far as Tannersville. The first passengers of the season rode up on the 7th. (Salt Lake Herald, April 8, 1876)

June 6, 1876
The Alta Tramway is cleared of snow and in use to Central City, or about 1/4 mile from (below) Alta depot. (Salt Lake Herald, June 6, 1876)

August 17, 1876
The Alta Tramway is being covered with a snowshed. (Salt Lake Herald, August 17, 1876)

January 10, 1877
"The horse tramway to Alta is again clear, and the cars running." (The Utah County Enquirer, Provo, January 10, 1877)

March 10, 1877
The Alta tramway is blocked by snow again; is the only road to Alta. (The Utah County Enquirer, Provo, March 10, 1877)

October 7, 1877
An item on "Little Cottonwood" refers in passing to "...the box cars of the W. & J. V. R. R." (Salt Lake Daily Herald, October 7, 1877)

February 21, 1878
"About two hundred feet of the Alta tramway shed was swept away by a snow slide on Tuesday morning. Trains ran through from Wasatch yesterday, the passengers walking over the slide were taken to Alta on cars run down for that purpose." (Salt Lake Daily Tribune, February 21, 1878)

May 26, 1878
The rails of the defunct American Fork Railroad were sold to Wasatch & Jordan Valley. Work crews to dismantle the American Fork line were to begin removing the rails "tomorrow," with the work to continue for about 10 days. (Salt Lake Tribune, May 26, 1878)

June 1, 1878
"Sandy" items - "There is a likelihood that the track taken from the American Fork Railroad will be laid from some point on the Wasatch and Jordan Valley road to Big Cottonwood. Major Humphrey, the superintendent, has an eye to making business and money for the company." (Salt Lake Daily Tribune, June 1, 1878)

August 2, 1878
"Alta in Ashes," as it burned yesterday. (Salt Lake Daily Tribune, August 2, 1878)

August 2, 1878
Alta has burned again. (Ogden Junction, August 2, 1878)

December 14, 1878
"The Tax Cases", brought by the W&JV and the BC&CF, to obtain an injunction restraining the tax collector from selling railroad property for the payment of delinquent taxes. (Salt Lake Herald, December 14, 1878)

1878
Equipment as of 1878:

Three six-wheeled locomotives
Three passenger cars
250 freight cars
80 horses and mules
Four station houses
One engine house and repair shops
Miscellaneous stables, water tanks, scales, etc.
(1878 report to Secretary of Territory)

February 6, 1879
Decision yesterday in the tax W&JV and BC&CF case; taxes for 1878 are to be paid, but the taxes for earlier years may be passed; injunction stopping the collector stands. (Salt Lake Herald, February 6, 1879)

Consolidated with Bingham Canyon & Camp Floyd

April 29, 1879
Bingham Canyon & Camp Floyd and Wasatch & Jordan Valley were consolidated to form a new Wasatch & Jordan Valley Railroad. (Reeder, p. 168, 169)

(Some historians doubt that the consolidation took place. However, the fact that Scofield controlled both roads, along with the Utah & Pleasant Valley, should be just about the only argument needed. Also, Scofield filed all necessary documents with both the Auditor of Public Accounts and the Utah Territorial Secretary showing that the roads were consolidated. These files are available in the Utah state archives.)

January 1, 1880
A long letter on "Little Cottonwood," written from Alta, December 30, 1879; comments upon the quarries "...along the Wasatch and Jordan Valley Railroad. Passing onward, we soon come to a hotel and outbuildings designated as Wasatch. This is the terminus of steam navigation and here we change cars for Alta via the Tramway. This latter is a continuation of the narrow-gauge, and is a well-built and thoroughly ballasted road with steel rails and comfortable open seat cars, requiring for the upward trip a propelling force of almost three mule-power. For the downward passage, however, gravitation has to be held in check to keep the speed within the limit of safety. We soon enter the snow sheds, and are consequently debarred from viewing some of the most pleasing scenery in Utah." "Once within the snow sheds we wrap our patience as a mantle about us and imagine ourselves comfortable during our two-hours ride to Alta..." (Salt Lake Daily Tribune, January 1, 1880)

January 7, 1880
Article on "The Coal Outlook"; the railroad still stuck in the snow; the U&PV is 'connected', as the paper puts it, with the W&JV and BC&CF lines, and supplies all of their coal, somewhat to the irritation of the locals. (The Territorial Enquirer, Provo, January 7, 1880)

May 11, 1881
"City Jottings." "The case of Geo. Crismon, et. al., vs. the B.C.& C.F.R.R.Co. was the only matter before the U. S. District Court yesterday." (Salt Lake Daily Tribune, May 11, 1881)

May 12, 1881
"Third District Court," Wednesday May 11th - Crismon vs. BC&CF - the defendant moved for non-suit; granted, with exception: plaintiff has 60 days to file for new trial. (Salt Lake Daily Tribune, May 12, 1881)

August 3, 1881
"On Monday one engine, one coach and some six freight cars were sent from the Bingham Canyon Railroad to the Pleasant Valley line." ("Monday" would have been August 1, 1881.) (Salt Lake Herald, August 3, 1881)

August 1881
Wasatch & Jordan Valley in foreclosure. (Reeder, p. 192)

December 31, 1881
D&RGW bought the Wasatch & Jordan Valley (which was the 1879 consolidation of the old Wasatch & Jordan Valley and the Bingham Canyon & Camp Floyd) (Reeder, p. 192)

(Wilson, on page 71, says D&RGW bought the Bingham Canyon & Camp Floyd on September 1, 1881.)

(Athearn, on pages 115 and 116, says D&RGW bought the Bingham Canyon & Camp Floyd and Wasatch & Jordan Valley "Toward the end of the year...")

(Read more about the operations and later history of Little Cottonwood railroads -- including the Alta Tramway after W&JV was sold to Denver & Rio Grande Western)

Locomotives

(Poor's Manual for Railroads for 1876-1877 lists four locomotives for Wasatch & Jordan Valley Railroad; the 1880 edition credits it with seven.)

Map

(Google Map of the Wasatch & Jordan Valley Railway)

More Information

Corporate Information for Wasatch & Jordan Valley Railroad

W&JV RR Prospectus

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