Newspaper Items
Salt Lake & Fort Douglas Railway
This page was last updated on December 8, 2005.
13 June 1875
"Fuller's Hill" is the name of a new resort over on the East Bench. (Pitchard, Salt Lake Daily Herald, 13 June
1875)
30 September 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.(Earlier in the paper had been
discussion of a branch of the Utah Central, to do what the SL&FD is now
going to do; the U.C. branch was also to be dual gauge, as above.) (Pitchard, Salt Lake Daily Tribune, 30 September 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)
3 January 1884
Committee has recommended against SL&FD petition, above. (Pitchard, Salt Lake Evening Chronicle, 3 January 1884)
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)
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)
2 June 1888
First passenger train to the Fort was yesterday, an excursion. (Pitchard, Salt Lake Daily Tribune, 2 June
1888)
2 June 1888
The 'formal opening,' as the paper would have it, of the Salt Lake and Fort
Douglas Railroad was held yesterday, 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)
3 June 1888
Two passenger cars is all that one engine can handle on the grades of the Salt
Lake & Ft Douglas road. (Pitchard, Salt Lake Daily Tribune, 3 June 1888)
16 June 1888
Salt Lake & Fort Douglas RR crews are grading at the mouth of Parley's
Canyon; "This road will be the Midland before it is completed." (Pitchard, Park Record, Park City, 16 June
1888)
26 June 1888
The first published appearance, at least in the Tribune, of a timetable for the
Salt Lake & Ft Douglas, being Timetable #1, effective Monday 25 June 1888. (Pitchard, Salt Lake Daily Tribune, 26 June
1888)
4 July 1888
First appearance of Timetable #2, effective 2 July 1888, for the Salt Lake
& Fort Douglas. Stations given are: 4th West Street Station, Main St, 5th
East and 8th South; Liberty Park; Fuller's Hill; Gravel Bed; and 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)
21 September 1888
"John W. Young has had fifty photographs taken of his road at points of
interest along the line." (so where are they NOW??) (Pitchard, Salt Lake Daily Tribune, 21 September 1888)
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.
6 November 1888
On the night of the 3rd, the S. L. & F. D. office, in the Beehive House,
was broken into, and about $600 was taken. The money had been left in a drawer,
not the safe. (Pitchard, Salt Lake Daily
Herald, 6 November 1888)
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)
30 January 1889
Item on wreck of the SL&FD Shay, yesterday: (Pitchard, Salt Lake Herald, 30 January 1889)
30 January 1889, Wednesday
KILLED IN RED BUTTE
The Sad Fate of Joseph E. Young and Geo. Walker.
OTHERS SERIOUSLY INJURED.
As Engine and Eight Loaded Cars a Total Wreck - Cause, A Slippery Track.
An accident on the Red Butte branch of the Salt Lake & Fort Douglas Railway, yesterday afternoon, resulted in the death of two young men, and serious, although it is to be hoped not fatal, injuries, to two others. At about 3.30 o'clock, a train consisting of the new Shay engine and eight cars loaded with rock left the quarries. The crew consisted of Conductor Will Watson, Engineer J. W. McDonald and Fireman Chatterton. There is considerable snow and ice in the canyon, and soon after leaving the terminus, it was noticed that the brakes did not work as well as they should. Every pound of pressure was applied, but the momentum increased each second, and soon it became evident that the train was
DOOMED TO DESTRUCTION
Besides the crew, there were on the train four young men, L. Pole, Joseph E. Young, Charles McCarty and George Walker. Realizing that the crew were powerless to check the speed of the train Conductor Watson shouted for all hands to jump. Pope, Chatterton and Watson then left the train and escaped without a scratch; Young and Walker followed, and both were instantly killed. McDonald and McCarty were the last to leave, and they sustained severe injuries, for just at that moment
THE TRAIN LEFT THE TRACK
and a second later was a confused mass, the wreak being well-nigh if not, entirely total. McDonald and McCarty were buried under the debris but in such a manner as to be protected from the crushing weight above them. Will Watson at once ran to the Fort, a distance of over a mile, where be obtained help in the person of Surgeon Eddy and several private soldiers, who at once went to the scene of the wreck, equipped with stretchers and other appliances. When McDonald and McCarthy were released from their parlous position, it was discovered that the former had a bad wound on his right temple, and face badly mutilated; the letter's right arm was broken, and he, too, was cut around the face. Neither were seriously injured, however, and their escape from instant death may be looked upon as little less than a miracle. As soon as word could be conveyed to this city a special train was sent out for the dead and injured. McDonald and McCarty wars taken to St. Mary's Hospital, where they received the best of medical attention. They were in good spirits when seen last evening, and expressed themselves as grateful beyond measure that they had not shared the fate of Young and Walker.
THE VICTIMS
Joseph E. Young. who was killed was s son of the late Joseph A. Young and was about 21 years of age. His head and face were badly smashed.
The exact cause of the death of George Walker was not learned, but it is supposed that the shock ended his life. He was about 22 years of age and a resident of Sugar House Ward.
It was stated last evening that neither Young not Walker were in the employ of the company. They had boarded the train under the protest of the conductor, who had warned them not to do go.
Both bodies were conveyed to the undertaking rooms of Joseph W. Taylor on West Temple Street at which place an inquest will be held this morning at 11 o'clock, when further details are expected.
THE BODIES OF THE VICTIMS
An examination of the bodies of the two victims made late last night disclosed the fact that the back Of Walker's skull was crushed in and his left ankle was broken, and that he was not otherwise bruised; while the body of Young was completely mashed to pieces, there being hardly an unbruised spot left upon him.
31 January 1889
Item on inquest into the wreck and death of two persons: (Pitchard, Salt Lake Herald, 31 January 1889)
31 January 1889, Thursday, excerpt
IN RAILWAY CIRCLES.
The Inquest on the Bodies of Young and Walker.
THE CAUSE OF THE TRAGEDY.
Coroner Taylor summoned a jury early yesterday morning, in order that he might inquire into the facts attending the death of Joseph E. Young and George Walker, who met such a tragic fate in Red Bate Canyon. The jury consisted of Messrs. P. W. Madsen, Henry Fussy and Joseph D. Lyon, who, after viewing the mangled remains at the undertaking rooms of J. W. Taylor, went to the office of the railway company, where several witnesses were examined.
William R. Watson, the conductor of
THE ILL-FATED TRAIN,
was the first witness examined. Both he and the other members of the crew present here, much affected at the terrible tragedy, and it was with considerable difficulty that they checked their emotion. Watson said that when the two young men, Young and Walter, boarded the train, he endeavored to dissuade; them from going to the quarries, by saying he did not expect to return until after dark. I didn't like to tell them they could not go, however, and so they went with us. When we reached the quarries, we hitched on the eight cars loaded with rock and two empty ones. The cars were loaded when we arrived there, and they were in good running condition. The brakes were all set when we got there, but for the greater safety, they were reset; we had hauled loads equally as large many times before and always came down in perfect safety. I asked the engineer to give us sand going down; we bad just got out of the switch when I signaled the engineer to stop, and each sprang at the brakes: the train kept slipping, however, and after we had gone about two blocks I found that it would be impossible to stop the cars; when I halloed for them to jump the train was going at about
THIRTY MILES AN HOUR;
I yelled for them to jump, but they did not hear me, I suppose; after going about three blocks, I left the train; Heber Chatterton, the fireman, followed me; I was thrown head over heels; I got down on the brake beam on the rear end of the train; besides being badly jarred, I was uninjured; Chatterton, I believe, jumped from the engine; Louis Pope, the brakeman, was the next one to leave the train; he was slightly injured near the knee cap; I should say that we all three left the train within a ,distance of about 100 yards; I do not know whether the four men remaining on the train when I left made any attempt to jump or not; they were under the wreck when I reached them; Charles McCarty, Joseph A. Young, George Walker and J. W, McDonald were the names of those who stayed with the train; the engine was the first to leave the track and the cars all piled over it; the engine and the care are
A TOTAL WRECK;
when I found George Walker, he was dead; and lying about fifteen yards from the train; it looked to me as though he had jumped from the train and that a rocks had fallen upon him, and killed him; his face war buried is the snow. and when I raised him up I saw that he was dead, and that the back of his head was crushed; Joseph A Young, was lying on his back under the engine when I found him; when I saw him last alive, he was twisting a brake on the third car from the engine; he was badly cut in several places; I don't think he attempted to jump; J. W. McDonald, the engineer, told me that he got down on the step of the engine and supposed he was caught by a brake beam and dragged,
THE ENGINE LEFT THE TRACK
at a curve, it going one way and the tender the other; I should judge that Young's age was about 20 or 21 years; George Walker, who was also killed, was a resident of Sugar House Ward; neither of them were employed on the road at the time of the accident; I think a plan could be adopted by which it would be safe to continue hauling rock from these quarries; the accident was caused by the slippery, frosty rails, and the heavy grade; no one was to blame; the rock train had been running all along this fall and winter; I have brought down as many as ten loaded cars and a caboose; I didn't want the boys to go up with; me, but I did not like to come right out and tell them that they could not go; both I believe, had been employed on the toad before; Young was a nephew of John W. Young, the president of the road; none of the parties on the train had been drinking that I know of; we remained at Wagener's half an hour, but the engineer never left his . engine; I do not know of any precaution that could be taken that was not taken under the circumstances; I think that if the rails were sanded about one hundred yards from the switch so as to warm up the brakes, they would hold better;
WE HAD USED SAND
both going up and coming down; one of the sand pipes on the engine was stuffed up: I should judge that when the cars left the track they must have been going at the rate about fifty or sixty miles an hour.
Louis R. Pope, the brakeman, corroborated the testimony of the conductor to a great degree. "We had never hauled loads as large as the one in question in each cold weather, but we have done so under circumstances very similar; I did not hear Watson call to jump, but I called to the boys myself to abandon the train; the train however made considerable noise, and I do not suppose they heard me; soon after the fireman and I picked ourselves up, I heard the train cross a bridge and in a few minutes there was a crash and a cloud of steam arose; we then knew that the train had been ditched; when we reached the wreck we found Young and Walker dead, and McDonald and McCarty in the wreck; we extricated them with assistance from the post; the only precaution I have any knowledge of that could be taken would be to thoroughly sand the rails; George Walker was not the true name of the young man who was killed; his name was White, but had been adopted when quite young by Mr. and Mrs. Charles Walker; I had
NO APPREHENSION OF DANGER
when we started, as the engine was a new one, and built purposely for heavy grades. When I jumped I was thrown about ten feet, and then rolled nearly to the track.
Heber Chatterton, the fireman, said he was a resident of Logan, and had been in the employ of the road since May last. He thought the fact that the wheels bad become thoroughly frosted during the time the cars stood at the quarries was one of the causes why the accident had happened and that future accidents might easily be avoided by bringing down smaller loads - say four or five cars; they had brought down eight carloads before, but not on such a frosty day - on that occasion the rails were wet and greasy; if there had been twelve cars loaded there I suppose we would have brought them all; the engineer knew very well that one of the sand pipes would not work; I believe that if sufficient sand had been given her, the accident might not have occurred; and if the cars were taken up and bought down within a day or so it would also have a good effect; the cars we attempted to bring down have been standing at the quarries for a week or so, I believe and the wheels and brake-shoes had doubtless become thoroughly chilled; that would make it much harder to hold the cars.
THE VERDICT
This closed the evidence, and after a few moments' consultation the jury returned a verdict to the effect that the deceased came to their death through an accident on Red Butte branch of the Salt Lake and Fort Douglas.
John W. Young, president of the road, who is in New York, wires the officials here to convey his deepest regard and heartfelt sympathy to all affected, and instructions to do all that is possible to be done under the circumstances.
Mrs. Mary Young. the mother of Joseph E. Young, is now in San Francisco. Until she bas been heard from, it is unknown when the funeral will take place.
2 May 1889
"Savage has taken 50 different views on the Salt Lake & Fort Douglas
and Salt Lake & Eastern." (Pitchard, Salt Lake Herald, 2 May 1889)
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)
14 November 1889
The paper is still printing the S. L. & F. D./S. L. & E. timetable of 1 August 1889, which shows that all trains use the D. & R. G. W. (properly,
by this time, just R. G. W.) depot in Salt Lake City. (Pitchard, Salt Lake Herald, 14 November 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)
4 February 1893
Charles B. Taylor yesterday filed in 3rd District Court a suit against the Salt
Lake & Fort Douglas Railway company, alleging damages in the amount of
$4,500 to his property on account of the railroad unlawfully entered the
property adjacent to his, built a track thereon which caused his property to
depreciate by the amount sued for. Building a track diagonally across U Street
is the specific act complained of. (Pitchard, Salt Lake Daily Herald, 4 February 1893)
18 February 1893
"A Railway Damage Case." "The case of Martha Ann Coombs vs. the
Salt Lake & Fort Douglas and Utah Central Railway companies was taken up
before Judge Bartch yesterday. The plaintiff alleges that the first named
company constructed a railway track diagonally adjacent to her property at the
intersection of U and First streets in 1888, and that the other company has
continuously run trains over the said track since that time. It is further
alleged that the operation of said road has greatly injured plaintiff's
property and that the egress and ingress has been destroyed by the construction
of a certain 'Y' at the junction of U and First streets. Hence the plaintiff
prays that an injunction may be granted against the defendants and for damages
in the sum of $2,000 or whatever sum may be deemed as just and equitable. Also
for the sum of $6,000, or whatever the court may deem just and equitable, on
condition that the plaintiff deed the said property to the defendants." (Pitchard, Salt Lake Daily Herald, 18 February 1893)
28 February 1893
"The Coombs Damage Case." "In the case of Martha Ann Coombs vs.
the Salt Lake & Fort Douglas and the Utah Central Railway Companies, et
al., before Judge Bartch, judgment in favor of plaintiff for $2,500 was entered
and an injunction, pending payment of judgment, was denied. The plaintiff was
allowed thirty days to prepare bill of exceptions on appeal from denial of
injunction." (Pitchard, Salt Lake
Daily Herald, 28 February 1893)
22 March 1893
"In the case of Martha Ann Coombs vs. the Salt Lake & Fort Douglas
Railway company, judgment was rendered yesterday in favor of the plaintiff for
$3,397.50." (Pitchard, Salt Lake
Daily Herald, 22 March 1893)
1 July 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, 1 July
1894)
