Utah Central Railway Locomotives
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Utah Central Railway, April 1890 through to its reorganization as Utah Central Railroad in 1897
This page was last updated on June 4, 2010.
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Overview
The Salt Lake Tribune of January 1, 1892 reported that Utah Central Railway owned seven locomotives: five ex Utah & Northern Moguls, and two Shay locomotives.
John W. Young's plans for expansion soon led him to an inquiry in August of 1889 to H. K. Porter & Co., seeking information on suburban 'dummy'-type engines, capable of running up grades of 250 feet per mile (nearly 6 percent), presumably with one or two coaches in tow.
At about the same time, Young found out about the availability of the narrow-gauge locomotives and rolling stock of the Cleveland & Canton Railroad, formerly the Connotton Valley Railway, which in early 1889 was being offered for sale through the New York Equipment Company. The inspection and actual negotiations apparently lasted until early August.
The Salt Lake Tribune of August 13, 1889 carried a news item in which John W. Young is quoted as saying that he has bought one switch engine and two consolidation engines, of Baldwin build, two passenger engines, of Porter build, 11 passenger cars and 114 coal cars. But the actual shipment of the equipment and material was delayed, likely due to Young's chronic lack of ready cash, until the very end of December 1889 when the Salt Lake Herald of December 31, 1889, noted "The Utah Central, leaving Ogden yesterday morning, carried to Salt Lake two coaches and two locomotives for the Utah Western railroad." A week later, the Salt Lake Tribune of January 7, 1890, says "Two narrow-gauge consolidation engines are waiting in the U. P. yards for delivery to the Ft. 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'."
The Salt Lake Tribune of April 27, 1890 noted the arrival of the equipment at Ogden, for the Utah Central (just renamed from Salt Lake & Fort Douglas). Two days before, per a journal entry, the Utah Central had paid the shipping charges for "freight on 2 locomotives." The freight paid on two locomotives in April of 1890 was likely for the two Porter 'passenger' (4-4-0) engines; one of the two consolidations received in late December 1889 did have its freight charge paid, evidently, since it seems to be in service by March of 1890.
In November 1891 OSL&UN took formal ownership of the equipment, but the freight charges remained unpaid. In April 1893 OSL&UN sued Young for the payment of unpaid freight charges. The complaint reads, in part:
"...that heretofore on the fourth day of November 1891 the said defendant was indebted to the said plaintiff as such carrier for freight money upon railroad iron and other freight hauled and transported by the said plaintiff for the said defendant, in the sum of $8,631.26.
"That being so indebted the said defendant on the fourth day of November, 1891, made and executed his chattel mortgage bearing date of that day, whereby, for the purpose of securing the payment of said indebtedness he conveyed to the plaintiff, its successors and assigns forever, two narrow gauge passenger coaches of the build or manufacture of J. G. Brill & Company of Philadelphia and marked respectively, 'Utah Western No. 16' and 'Utah Western No. 17,' and also two narrow-gauge locomotive engines of the Baldwin make or build, one being a consolidated engine marked 'Utah Western No. 11' and builder's number 5258, and the other being a saddle-tank switch engine marked 'Utah Western No. 12' and builder's number 5989.
"That at the time of the execution of said chattel mortgage the said property was, ever since has been, and now is in the possession of the plaintiff, situated upon the tracks of said plaintiff in Salt Lake County, Utah Territory, and by the terms of said mortgage it was stipulated that the same should remain during the existence of said mortgage in the exclusive possession and control of said plaintiff, its successors and assigns."
The O.S.L.& U.N. Ry. Co. asks "...judgment and decree of the court for the said sum of $8,631.26, together with interest thereon at eight per cent per annum from the fourth day of November 1891, together with its costs and disbursements including two per cent on the total amount due on said indebtedness, as compensation and allowance for its attorneys..."
The complaint was signed on April 22, 1893, though not filed until May 4, 1893. A apparent settlement was reached on May 2, 1893, stating that the equipment was to be sold to recover the unpaid freight charges. According to the Salt Lake Herald of March 2, 1893, an auction sale of certain Utah Central rolling stock took place on February 27, 1893, the lot being bid in by representatives of the U.C. bondholders for $6,400, the amount of the claim against the Utah Central that brought about this sale, a claim secured by this equipment and brought by the New York Equipment Company.
George Pitchard's research suggests that two locomotives were sold at auction on February 27, 1893. This auction included the two passenger cars and the 114 flat cars, along with the two (Utah Western 11 and 12, ex Cleveland & Canton 6 and 16) that were part of the security agreement "chattel mortgage" between Young and OSL&UN.
In a review of Utah railroads for the year 1894, the Salt Lake Tribune wrote about the Utah Central Railway: "The locomotive shops overhauled and repaired six locomotives, and practically rebuilt one. This work, considering the capacity of the shops and the absense of heavy machine tools, speaks well for the mechanical ability that has undertaken and accomplished such heavy locomotive work." (Salt Lake Tribune, January 1, 1895)
Roster Listings
Utah Central 2-8-0 -- 1 locomotive
| Road Number |
Builder | Builder Number |
Builder Date |
1898 RGW Number |
Notes |
| UCRy 1 | Baldwin | 14487 | Oct 1895 | RGW 01 | 1 |
Description:
- Drive Wheel Diameter: 37 inches
- Cylinders: 16x20 inches
General Notes:
- Utah Central Railway number 1 was a Baldwin 2-8-0, class 10/26E-236, ordered on August 29, 1895. It was shipped on November 1, 1895, and arrived in Salt Lake City on November 13, 1895. Cost, new, was $6,850 (plus freight and set-up). The Baldwin specification sheet showed that it was to have pilots fore and aft, two 28" sand boxes, LeChatelier water brake on the engine, in addition to Westinghouse air brakes on tender and train, with 8" air pump on engine, tender to hold 1,800 gallons of water; engine and tender to be painted black, with 'large plain gold' lettering, "UTAH CENTRAL RAILWAY" on tender tank collar, "U. C. Ry." on cab panel, "1" large on sides of tender tank, and on rear, and on the front number plate and the front sand box. The engine was guaranteed to haul 40 to 50 gross tons of cars and lading up a straight 6 percent grade.
- Baldwin's price for this engine was $6,850 was to be paid one-quarter in cash ($1,712.50), the balance in 18 monthly payments; the Receiver's quarterly report for the three months ended September 30, 1895 (in Salt Lake Herald, October 20, 1895) shows $1,712.50 as "Part Payment of New Locomotive."
Notes:
- Utah Central Railway number 1 was built in 1895; to Utah Central Railroad number 1 in 1898; to RGW number 01 in 1898 (narrow gauge operation ended in late July 1900); rebuilt to standard gauge in late August 1900, renumbered to RGW number 1; to D&RG 554 in April 1909; rebuilt to narrow gauge in October 1918, renumbered to D&RGW 306 on January 1, 1924; dismantled in January 1935
Utah Central 2-6-0 -- 2 locomotives (ex Utah & Northern)
| UCRy Number |
First Number |
Second Number |
Third Number |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| UCRy 2 (1st) | U&N 13 | U&N 17 | SL&FD 2 | Baldwin | 4562 | Mar 1879 | After 1897 | 1 |
| UCRy 3 (1st) | U&N 12 | U&N 16 | SL&FD 3 | Baldwin | 4561 | Mar 1879 | After 1897 | 2 |
General Notes:
- Utah Central Railway number 2 (1st) and 3 (1st) were out of service by early 1893; both numbers were re-used in late 1893 for second-hand Baldwin 2-8-0s (ex CV 13 and ex ARy&CCo number 3)
- Individual locomotive specifications:
| UCRy Number |
Cylinders | Drivers | |
| UCRy 2 (1st) | 12x18 Inches | 42 inches | |
| UCRy 3 (1st) | 12x18 inches | 42 inches |
Notes:
- Utah Central number 2 (1st) was built as U&N 13 in 1879; to U&N 17 in 1885; vacated and sold in September 1888 to Salt Lake & Fort Douglas 17, renumbered to SL&FD number 2 by November 15, 1888; to Utah Central Railway number 2 in 1890; out of service by late 1893, vacated by 1897; to Glasgow & Western Exploration Company for their Golconda & Adelaide Railway in late 1898 to early 1899, named "Pearl"; to Nevada Short Line Railroad number 1 in 1914; to Nevada Central Railroad number 6 in 1924; sold for "preservation" in 1938; stored until moved to California State Railroad Museum; restored to its Nevada Short Line appearance. (This is the only known preserved Utah & Northern locomotive.)
- Utah Central number 3 (1st) was built as U&N 12 in 1879; to U&N 16 in 1885; to SL&FD number 3 in October 1887; renumbered to Utah Central Railway number 3 in 1890; out of service by late 1893, vacated by 1897-1898, likely scrapped due to poor condition
Utah Central 2-8-0 -- 1 locomotive (ex Cleveland & Canton Railroad)
| UCRy Number |
First Number |
Second Number |
Date To Utah Central |
Builder | Builder Number |
Builder Date |
1898 RGW Number |
Notes |
| UCRy 2 (2nd) | CV 13 | C&C 13 | Dec 1889 | Baldwin | 5930 | Nov 1881 | RGW 02 | 1 |
Description:
- Drive Wheel Diameter: 36 inches
- Cylinders: 15x18 inches
General Notes:
- The former Cleveland & Canton 13 arrived in Utah at the end of December 1889 as part of the lot of former Cleveland & Canton equipment purchased by Utah Central in August 1889; after settling the freight charges, it entered service as as Utah Central number 2 in March 1890.
- UCRy number 2 was upgraded as a result of a major overhaul in 1894 (see Salt Lake Tribune, August 18, 1894)
Notes:
- Utah Central Railway number 2 (2nd) was built as Connotton Valley Railway number 13 in 1881, named "Carrollton"; to Cleveland & Canton Railroad 13 in 1885 (C&C was converted to standard gauge by November 1888); sold to New York Equipment Company (dealer); sold to John W. Young in August 1889; arrived in Salt Lake City lettered as a Utah Western locomotive (possibly UW 10); entered service as Utah Central Railway number 2 (2nd) in March 1890; to Utah Central Railroad number 2 in 1898; to RGW number 02 in July 1898; sold to Sumpter Valley Railway number 8 in October 1900; to Sumpter Valley 11 by 1906; dropped from equipment by June 30, 1916, scrapped (exact date unknown).
Utah Central 2-8-0 -- 1 locomotives (ex Alberta Railway & Coal Company)
| UCRy Number |
Previous Number |
Date To Utah Central |
Builder | Builder Number |
Builder Date |
1898 RGW Number |
Notes |
| UCRy 3 (2nd) | ARy&CCo 3 | 9 Mar 1893 | Baldwin | 11022 | Jul 1890 | RGW 03 | 1 |
Description:
- Drive Wheel Diameter: 37 inches
- Cylinders: 16x20 inches
General Notes:
- The former Cleveland & Canton 13 arrived in Utah at the end of December 1889 as part of the lot of former Cleveland & Canton equipment purchased by Utah Central in August 1889; after settling the freight charges, it entered service as as Utah Central number 2 in March 1890.
Notes:
- Utah Central number 3 (2nd) was built in 1890 as Alberta Railway & Coal Company number 3; purchased by the Utah Central in early 1893; received in Salt Lake City on Thursday, March 9, 1893; to RGW 03 in July 1898 (narrow gauge operation ended in late July 1900); rebuilt to standard gauge in mid October 1900, renumbered to RGW number 13; to D&RG 555 on January 31, 1909; rebuilt to narrow-gauge in October 1918; renumbered to D&RGW 305 on January 3, 1924; dismantled in December 1927
Utah Central 2-6-0 -- 1 locomotive (ex Utah & Northern)
| UCRy Number |
First Number |
Second Number |
Road Number |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| UCRy 6 | U&N 9 | U&N 13 | SL&FD 6 | Baldwin | 4555 | Mar 1879 | After 1897 | 1 |
Description:
- Drive Wheel Diameter: 42 inches
- Cylinders: 12x18 inches
Notes:
- Utah Central Railway number 6 was built as U&N number 9 in 1879; to U&N 13 in 1885; to Salt Lake & Fort Douglas Railway number 6 in November 1887; to Utah Central Railway number 6 in 1890; out of service by late 1893, vacated by 1897-1898, likely scrapped due to poor condition
Utah Central Two-Truck Shay -- 1 locomotive
| UCRy Number |
First Number |
Second Number |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| UCRy 7 | SL&FD 226 | SL&FD 7 | Lima | 226 | Nov 1888 | After Mar 1894 | 1 |
Description:
- Drive Wheel Diameter: 28 inches
- Cylinders: (3) 10x10 inches
Notes:
- Utah Central Railway number 7 was built as SL&FD 226 (its Lima construction serial number) in 1888, arrived in Salt Lake City on December 11, 1888; wrecked in late January 1889, repaired and returned to service in late June 1889 as SL&FD number 7; to Utah Central number 7 in 1890; vacated between March 1894 and March 1895 (compare 1894 and 1895 Utah Board of Equalization reports); sold to Oregon Lumber Company number 1, in service at Baker, Oregon; later sold in March 1920 to McKim & Company, also at Baker. (source at ShayLocomotives.com)
Utah Central 2-6-0 -- 2 locomotives (ex Utah & Northern)
| UCRy Number |
First Number |
Second Number |
Third Number |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| UCRy 8 | U&N 20 | U&N 24 | SL&FD 8 | Baldwin | 5122 | May 1880 | After 1897 | 1 |
| UCRy 9 | U&N 21 | U&N 25 | SL&FD 9 | Baldwin | 5129 | Jun 1880 | After 1897 | 2 |
General Notes:
- Individual locomotive specifications:
| UCRy Number |
Cylinders | Drivers | |
| UCRy 8 | 12x18 inches | 42 inches | |
| UCRy 9 | 12x18 inches | 42 inches |
Notes:
- Utah Central number 8 was built as U&N 20 in 1880; to U&N 24 in 1885; to SL&FD number 8 in August 1888; to Utah Central Railway number 8 in 1890; out of service by late 1893, vacated by 1897-1898, likely scrapped due to poor condition
- Utah Central number 9 was built as U&N 21 in 1880; to U&N 25 in 1885; to SL&FD number 9 in August 1888; to Utah Central Railway number 9 in 1890; out of service by late 1893, vacated by 1897-1898, likely scrapped due to poor condition
Utah Central 2-8-0 -- 1 locomotive (ex Cleveland & Canton Railroad)
| UCRy Number |
First Number |
Second Number |
Date To Utah Central |
Builder | Builder Number |
Builder Date |
Notes |
| (UW 10?) | CV 13 | C&C 13 | Dec 1889 | Baldwin | 5930 | Nov 1881 | 1 |
Description:
- Drive Wheel Diameter: 36 inches
- Cylinders: 15x18 inches
General Notes:
- The former Cleveland & Canton 13 arrived in Utah at the end of December 1889 as part of the lot of former Cleveland & Canton equipment purchased by Utah Central in August 1889; after settling the freight charges, it entered service as as Utah Central number 2 in March 1890.
Notes:
- Utah Central Railway number 2 (2nd) was built as Connotton Valley Railway number 13 in 1881, named "Carrollton"; to Cleveland & Canton Railroad 13 in 1885 (C&C was converted to standard gauge by November 1888); sold to New York Equipment Company (dealer); sold to John W. Young in August 1889; arrived in Salt Lake City in January 1890 lettered as a Utah Western locomotive (possibly UW 10); entered service as Utah Central Railway number 2 (2nd) in March 1890.
Utah Central 2-8-0 -- 1 locomotive (ex Cleveland & Canton Railroad)
| UCRy Number |
First Number |
Second Number |
Date To Utah Central |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| (UW 11) | CV 6 | C&C 6 | Dec 1889 | Baldwin | 5258 | Sep 1880 | Before May 1893 | 1 |
Description:
- Drive Wheel Diameter: 36 inches
- Cylinders: 15x18 inches
General Notes:
- (UW 11) was part of a a security agreement on November 4, 1891 between John W. Young and OSL&UN for Young's indebtedness for the unpaid freight charges for the move of the locomotive from Ohio to Utah in late 1889/early 1890
Notes:
- Utah Central Railway (Utah Western) number 11 was built as Connotton Valley Railway number 6 in 1880, named "Kent"; to Cleveland & Canton Railroad number 6 in 1885 (C&C was converted to standard gauge by November 1888); sold to New York Equipment Company (dealer); sold to John W. Young in August 1889; arrived in Salt Lake City in January 1890 lettered as a Utah Western number 11; turned over to OSL&UN Ry not later than May 1893, account unpaid freight charges; not taken into OSL&UN roster, further disposition unknown.
Utah Central 0-6-0T -- 1 locomotive (ex Cleveland & Canton Railroad)
| UCRy Number |
First Number |
Second Number |
Date To Utah Central |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| (UW 12) | CV 16 | C&C 16 | Dec 1889 | Baldwin | 5989 | Jan 1882 | Before May 1893 | 1 |
Description:
- Drive Wheel Diameter: 36 inches
- Cylinders: 14x18 inches
General Notes:
- (UW 12 ) was part of a a security agreement on November 4, 1891 between John W. Young and OSL&UN for Young's indebtedness for the unpaid freight charges for the move of the locomotive from Ohio to Utah in late 1889/early 1890
Notes:
- Utah Central Railway (Utah Western) number 12 was built as Connotton Valley Railway number 16 in 1882, named "Wharf Rat"; to Cleveland & Canton Railroad number 16 in 1885 (C&C was converted to standard gauge by November 1888); sold to New York Equipment Company (dealer); sold to John W. Young in August 1889; arrived in Salt Lake City in January 1890 lettered as a Utah Western number 12; turned over to OSL&UN no later than May 1893, account unpaid freight charges
- After OSL&UN took ownership in May 1893, the locomotive was stored out-of-service at Jordan spur on the former Utah & Nevada line until March 1897; rebuilt by OSL from its original 0-6-0T configuration, to a 2-6-0 tender locomotive and put in service in July 1897 as OSL number 4 on the former Utah & Nevada line (end of narrow gauge operations came in November 1902); OSL number 4 was sold to Sumpter Valley Railway in April 1903; traded to Eureka-Nevada Railway in 1912 (but did not leave Oregon); sold by E-N in May 1915, purchaser unknown.
Utah Central 4-4-0 -- 2 locomotives (ex Cleveland & Canton Railroad)
| UCRy Number |
First Number |
Second Number |
Date To Utah Central |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| (UW 13?) | CV 9 | C&C 9 | Jan 1890 | Porter | 396 | Dec 1880 | Before May 1893 | 1 |
| (UW 14?) | CV 15 | C&C 15 | Jan 1890 | Porter | 473 | Jan 1882 | Before Mar 1896 | 2 |
Description:
- Drive Wheel Diameter: 48 inches
- Cylinders: 13x18 inches
General Notes:
- These two 4-4-0s built by H. K. Porter in 1880 and 1882 were sold to John W. Young in August 1889, and shipped to Utah in January 1890. They were apparently purchased to serve on Young's Utah Western line, as passenger motive power for projected excursion trains between Salt Lake City and Great Salt Lake. There were numerous financial troubles fro Young in the 1890-1891 time period resulting in unpaid freight charges for the movement of these and three other ex Cleveland & Canton locomotives, along with passenger cars and freight cars. In April 1890, Young's railroad interests passed to a new Utah Central Railway, and by early 1893 many of the financial troubles were taken care of by either court-ordered auction or by outright sale by Utah Central. These two Porter locomotives were the subject of sales, with one going to Great Salt Lake & Hot Springs Railway. The other Porter 4-4-0 remained stored until its sale to an unknown buyer during 1895 or early 1896.
- George Pitchard's research suggested that the second locomotive was either C&C 11 (Porter serial 465) or C&C 15 (Porter serial 473); Robert Lehmuth's builder list for H. K. Porter shows Porter serial number 473 (C&C 15) as the locomotive sold to Utah Western.
Notes:
- Cleveland & Canton Railroad number 9 (Utah Central number 13 used here simply for convenience) was built as Connotton Valley Railway number 9 in 1880, named "Mogadore"; to Cleveland & Canton Railroad number 9 in 1885 (C&C was converted to standard gauge by November 1888); sold to New York Equipment Company (dealer); sold to John W. Young in August 1889; arrived in Salt Lake City in January 1890 lettered as a Utah Western engine (number not known, possibly UW 13); sold by Utah Central to pay unpaid freight charges; sold no later than March 1893 to Great Salt Lake & Hot Springs and rebuilt to standard gauge; in service by April 1893, later known to be Salt Lake & Ogden Railway 15; sold in 1911 to unknown purchaser.
- Cleveland & Canton Railroad number 15 (Utah Central number 14 used here simply for convenience) was built as Connotton Valley Railway number 15 in 1882, named "Connotton"; to Cleveland & Canton Railroad number 15 in 1885 (C&C was converted to standard gauge by November 1888); sold to New York Equipment Company (dealer); sold to John W. Young in August 1889; arrived in Salt Lake City in January 1890 lettered as a Utah Western engine (number not known, possibly UW 14); stored out of service until sold by Utah Central at some time between March 1895 and March 1896 (compare 1895 and 1896 Utah Board of Equalization reports)
Shay 327
The Salt Lake Tribune of August 13, 1889 carried an item saying that John W. Young had ordered two Shay locomotives, of 30 tons each. Another item in the September 26, 1889 issue of the same newspaper showed that Young wrote to L. C. Trent, Lima agent in Salt Lake City: "I want the locomotives commenced at once, if they are going to build them at all,..." and further stating that he "must have one early in November..."
John W. Young ordered the two Shay locomotives in an October 28th, 1889 letter directly to Lima, ordering two Shay engines, of 36 tons each, the first to be shipped in December of 1889 and the second in January of 1890, at $6,000 each, of which one-third was to be paid on delivery, one-third in 90 days, and the final third in 180 days. There is no documentation concerning the delay between the time the locomotives were ordered in late October 1889, and the actual delivery of just the single locomotive in March 1891, but Young's chronic lack of cash may have been the cause.
The Salt Lake Tribune of March 20, 1891 notes that the Utah Central had "just received" a 40-ton Shay. Five days later, on March 25th, the same newspaper had an item saying that the Shay made its trial run 'yesterday' (i.e., March 24, 1891), and that it weighs 81,500 lbs. in working order (probably correct, since the 1,740 gallons of water in the tank works out to about 14,495 lbs. all by itself). On March 31, 1891, the Tribune had news that the Shay was by then in regular service, but it neglects to mention where on the system that regular service was being performed.
In the Utah Central account books, there exists an "Invoice Record" for "U. C. Ry. - Construction" accounts, under date of March 27, 1891: "Invoice number 249, Lima Machine Works, $6,162.66," which is likely the basic cost of Shay locomotive 327.
Subsequent events show that Shay 327 was not entirely paid for, and all that is found in any of the surviving records, in a sort of Purchasing Agent's journal, is a payment of $2,000 under date of April 30, 1891.
In March 1892, Lima Locomotive & Machine Company sued Utah Central Railway for non-payment of the remaining two-thirds of the Shay's purchase price (Lima Machine Works vs. Utah Central Ry. Co.; docket 10395 in the Third District Court, Territory of Utah, March 22, 1892). In the suit, Lima was seeking possession of the engine, "known as the Shay Patent No. 327," "or the value thereof," $4,000.00.
This document seems to show that Shay 327, as with Shay 226 in December of 1888, had as its road number (327) on arrival the builder's construction number (also 327), and further that it retained that number throughout its rather brief life on the Utah Central, from March 1891 to October 1893.
Utah Central Railway in its answer to Lima's suit, dated May 4, 1892, the railroad company denied that Lima was the owner, denied that Lima was entitled to possession of the engine "known as Shay Patent No. 327," and denied that the value was $4,000 or any other sum exceeding $2,000. The railroad accepted "that sometime in the year 1890," contract was made with plaintiff for two locomotive engines, "known as Shay engines," pursuant to which plaintiff delivered to defendant "an engine number 327," "upon which defendant paid the sum of two thousand dollars," agreeing to pay the balance in two installments, allegedly within two years of delivery. Defendant complains of poor quality of materials and workmanship in the engine, and that it is "not capable of doing the work that was guaranteed that it should do." "Wherefore defendant prays judgment against said plaintiff for the return of said engine or for the sum of two thousand dollars paid thereon and the sum of two thousand dollars damages ... and for the costs of this proceeding."
The court handed down its judgment on October 26, 1893, "that plaintiff (Lima Locomotive & Machine Company) is the owner and entitled to possession of the engine described in the complaint as Shay patent No. 327, and it is further ordered, adjudged and decreed that the plaintiff have of and recover from the defendant (Utah Central Railway) herein his costs and disbursements expended herein and taxed at $24.55."
The court judgment against Utah Central showed that the railroad did not get the engine back, did not get a refund of its $2,000, and to add insult to injury, had to pay the costs of the proceeding. By that time, October 26, 1893, the road is only a month away from receivership. Nothing more was done by the railroad, there being no indication of appeal from this court's judgment.
Lima eventually resold Shay 327 to Doty Lumber Company in Doty, Washington. (see Koch, "The Shay Locomotive," by Koch, page 393)
Utah Central Two-Truck Shay -- 1 locomotive
| Road Number |
Builder | Builder Number |
Builder Date |
Date Vacated |
Notes |
| UCRy 327 | Lima | 327 | Feb 1891 | Oct 1893 | 1 |
Description:
- Drive Wheel Diameter: 29-1/2 inches
- Cylinders: (3) 12x10 inches
General Notes:
- Utah Central Shay locomotive 327 was shipped from Lima on February 27, 1891.
Notes:
- Utah Central 327 was built in 1891, arrived in Salt Lake City in mid March 1891; repossessed by Lima Locomotive & Machine Company on October 26, 1893 (possibly removed from Utah Central possession by May 1892); resold to Doty Lumber Company, Doty, Washington; sold to Doty Lumber & Shingle Company, in service as Elk Creek & Gray's Harbor Railroad number 2, Doty Washington; sold to Milwaukee Lumber Company number 2, St. Maries, Idaho; listed as "For Sale" on November 6, 1929. (source at ShayLocomotives.com)
Sources
Poor's, 1896, page 349, shows Utah central with 8 locomotives
Poor's, 1899, page 682, shows Utah Central with 6 locomotives
Poor's, 1900, page 611, shows Utah Central with 3 locomotives
Poor's, 1901, page 476, shows Utah Central as broad gauge as of June 30, 1900.
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