Wasatch & Jordan Valley Railroad
This page was last updated on June 19, 2010.
Additional Sources:
- Reeder — Clarence Reeder's research about Wasatch & Jordan Valley Railroad
- Corporate Information
Overview
***
Timeline
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 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)
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 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.
"The first locomotive for this road has been snow-bound at Evanston for a few days, and reached here yesterday. It was run out on 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 Baily, at the National Locomotive Works, Connellsville, Penna. 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-foot 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-half inch tubes. The firebox is five feet long and eighteen inches wide, thus affording ample steam-generating capacity. The firebox is constructed entirely of steel, and the flue sheets are a 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 drivers. The cylinder is 11 x 16 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 broad 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." (Salt Lake Herald, March 1, 1873)
March 1, 1873:
Salt Lake Herald, March 1, 1873
WASATCH AND JORDAN VALLEY RAILROAD.
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 first granite rock for the temple to be carried out via the railroad was done "yesterday," on the excursion at which Brigham Young was present. The item mentions that the line has one locomotive, one mail and baggage car, and ten flat cars; under construction at Connellsville are two first class passenger cars, ten more flat cars, "…and another engine, which will possess Colonel French's invention to aid in climbing very steep grades." 30-pound iron rails are used on the road; the present engine has six drivers and weighs 17 tons. (Deseret Evening News, April 5, 1873)
April 17, 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)
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 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."
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." (Utah Mining Gazette, September 6, 1873)
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:
Passengers carried,…. 12,048 (average 98 per day!)
Ore & bullion, pounds,… 14,526,000
Miscellaneous, " … 2,842,000
17,366,000 (avg. 141,187#/day!) (or 70 tons a day.) (Utah Mining Gazette, 13 September 1873)
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." "I wonder if a majority of the citizens of Salt Lake are aware of the facilities for getting to Alta,… I fancy not, or there would be more tourists…" "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 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)
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 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 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 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, 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 8, 1876:
The Alta tramway opened up, partially, on the 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 sold to Wasatch & Jordan Valley. Trains to dismantle the AFRR 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)
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)
January 1, 1880:
A long letter on "Little Cottonwood," written from Alta, 30 December 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)
July 23, 1880:
"C. W. Scofield's Creditors" - Scofield owes some $95,000 to Clark, Post & Martin for rails; $11,050 owed to Howland & Aspinwall, on what not stated, but they owned the American Fork Railroad, etc.; and many others. Scofield's reported assets included the physical property of the various railroads, and sundry stocks and bonds, but the list did not go into any details. (Salt Lake Daily Tribune, July 23, 1880)
October 17, 1880:
An article of one and one-half columns on the decision in the Aspinwall vs. Scofield suit (Aspinwall was the president/owner of the American Fork Railroad, and Scofield the president/owner of the W.& J.V./B.C.& C.F. as well as the Utah & Pleasant Valley; the suit was over the non payment of some $11,000 for railroad materials Scofield obtained of Aspinwall); as the original judgment against Scofield was obtained by the plaintiff in the New York Supreme Court, and not made a part of the current (Utah) proceeding, decision is against plaintiff. This is said to be an important precedent. (Salt Lake Herald, October 17, 1880)
April 21, 1881:
The tramway to Alta is now open and doing business, the snow blockade being raised. (Salt Lake Daily Tribune, April 21, 1881)
April 5, 1882:
The Alta tramway, which has been closed all winter, will be opened again soon. (Salt Lake Daily Tribune, April 5, 1882)
October 14, 1882:
Considerable problem on the Alta Tramway - wind is repeatedly blowing down various parts of the snowshed. (Salt Lake Daily Tribune, October 14, 1882)
December 29, 1882:
"The Alta Tramway." "The Tribune this morning states that "the mining men and citizens of Alta complain because the railroad company have shut them off from civilization" by closing down the tramway between that camp and Wasatch. In conversation with a Chronicle representative this morning, Mr. Lamborn, assistant general passenger and freight agent of the D.& R. G. road, said he knew of no good reason for complaint on the part of anyone at Alta. It is usual to close down the tramway during the winter months, and the mining and business men of Alta fully expected that the road would be shut down this season. At present there is no ore to be sent down … and …, it is hard to see how any reasonable person could expect the tramway to be kept open. Besides, experience has fully demonstrated the danger of running cars up and down the canyon when the snow lies deep on the sides of the mountains, …" (Salt Lake Evening Chronicle, December 29, 1882)
May 16, 1883:
City: "the Alta tramway, running from Wasatch to Alta, will be open for through traffic tomorrow. The tramway has been closed since December." (Salt Lake Evening Chronicle, May 16, 1883)
December 10, 1883:
"Stopped for the Winter." "The Alta branch of the Denver & Rio Grande railroad, running up Little Cottonwood canyon from Wasatch to Alta, closed down to-day for the winter. Travel in this canyon during the winter months is attended by great danger from snow-slides, and the policy of the D.& R.G. management seems to be to close down the road before the dreaded avalanches can get a chance to bury people traveling over the tramway." (Salt Lake Evening Chronicle, December 10, 1883)
December 11, 1883:
The line from Wasatch to Alta was closed yesterday for the winter. (Salt Lake Daily Tribune, December 11, 1883)
March 11, 1884:
Alta was hit by a slide on Sunday, the 9th; "The new town of Alta is situated … on a flat near the head of Little Cottonwood canyon. The old town was destroyed by fire some years ago, and the present site was supposed to be a safer place for the town." (Salt Lake Daily Herald, March 11, 1884)
April 9, 1884:
The London Bank of Utah, in the news of late owing to financial trouble, provided this paper with a list of accounts receivable, now considered uncollectable. Included are notes issued to Wasatch & Jordan Valley Railroad, in the amount of $10,000.00; Overdrafts issued to Wasatch & Jordan Valley Railroad, in the amount of 3,907.00; and other such, various debtors, to a total of $76,998.53. (Salt Lake Evening Chronicle, April 9, 1884)
July 12, 1884:
Two carloads of horses and mules were taken to Wasatch yesterday for the Alta tramway. (Salt Lake Daily Tribune, July 12, 1884)
July 29, 1884:
Article on ride to Alta on the tramway; two mules pull the car, which seats nine, three to a seat. (Salt Lake Daily Tribune, July 29, 1884)
February 13, 1885:
"The D. & R. G. is running double-headers to Wasatch and Bingham." It seems this is necessary on account of snow. (Salt Lake Evening Chronicle, February 13, 1885)
February 16, 1885:
The Western's depot, snowsheds, etc., at Alta were destroyed in the slide at that place on 13 February 1885. (Salt Lake Evening Chronicle, February 16, 1885)
April 28, 1885:
Alta tramway to be opened by 10 May 1885. (Salt Lake Daily Tribune, April 28, 1885)
May 21, 1885:
Daily trains running to Alta 'via the mule power tramway'. (Salt Lake Daily Tribune, May 21, 1885)
August 15, 1883:
"Better Accommodations Wanted" "Passengers on the Wasatch and Jordan Valley Railroad complain of the lack of accommodation. They say the cars are very small, and are sometimes so crowded that people are forced to stand all the way, while there are no accommodations for women with children. It is said the road used to be sprinkled partially in former years, but now even that is not done, and the dust is sometimes intolerable." (Salt Lake Daily Herald, August 15, 1883)
May 28, 1887:
The Alta tramway is now in process of being opened up for the season. (Salt Lake Daily Tribune, May 28, 1887)
October 30, 1887:
"Local Railway Notes." "The D. & R. G. W. has issued a notice that the tramway between Wasatch and Alta will be closed November 10th, after which no passengers or freight will be taken to Alta, and all freight and passengers for Alta will be delivered at Wasatch." per J. H. Bennett, General Freight and Passenger Agent of the D. & R. G. W. (Salt Lake Daily Tribune, October 30, 1887)
May 20, 1888:
"The Alta tramway opens today for the season." (Salt Lake Daily Tribune, May 20, 1888)
November 10, 1888:
The Alta tramway was closed yesterday. (Salt Lake Daily Tribune, November 10, 1888)
June 20, 1890:
The tramway to Alta opened today, but not by the RGW, as the line from Wasatch to Alta is leased to other parties. Fare one way is $1.15. (Salt Lake Evening Times, June 20, 1890)
March 7, 1891:
There was recently an avalanche at Alta, in which two men were killed. Their bodies were taken by sled down to Wasatch, "at which point the railway was taken for Sandy." (Salt Lake Daily Herald, March 7, 1891)
June 3, 1891:
An advertisement item, on the RGW Alta Branch, "…which has now been made broad gauge,…" "At Wasatch tramway connection is made for Alta." (Salt Lake Daily Tribune, June 3, 1891)
August 9, 1898:
The tramway to Alta is now in its third summer of disuse. (Salt Lake Daily Tribune, August 9, 1898)
April 25, 1900:
An item on Alta in the mining section makes it clear that there is no functioning railroad to Alta at this time. (Salt Lake Daily Tribune, April 25, 1900)
June 23, 1900:
"The resort at Wasatch, in Little Cottonwood Canyon, near Granite, has been opened to the public, and street cars commenced to operate between the Oregon Short Line station at Sandy and the Wasatch hotel yesterday. The fare from Sandy to Wasatch is 75 cents and round trip $1; …" "The hotel at Wasatch has been renovated and placed in first class condition." (Salt Lake Daily Tribune, June 23, 1900)
June 26, 1900:
An excerpt from an article entitled "Alta is Active" "At present no less than 25 teams are operating between the camp and the Mingo smelter at Sandy, while the tramway has finally started up and ores are being handled very satisfactorily. From the tramway they are transferred to the RGW's Little Cottonwood branch, which has been equipped with rolling stock formerly in use upon the horse-car lines of this city, so that the trip between Sandy and the diggings is made a very agreeable one. (see also item of 28 August 1900) (Salt Lake Daily Tribune, June 26, 1900)
July 20, 1900:
"Cars on the Wasatch tram connect with all Short Line trains south of Salt Lake. The cars run between Sandy and Wasatch and are taking many passengers." (Salt Lake Daily Tribune, July 20, 1900)
August 28, 1900:
"Doings at Wasatch" "Tramway rides to Alta are still very popular, and these, with the regular traffic to Alta keeps the historic old tram car pretty well filled, both going and coming." (Salt Lake Daily Tribune, August 28, 1900)
September 8, 1900:
"The Alta Branch and tramway consists of 18 miles. As it is not operated, the RGW is contemplating using the steel where it will bring in some revenue." (Salt Lake Daily Tribune, September 8, 1900)
January 8, 1901:
Nathaniel W. Raphael vs. the Wasatch & Jordan Valley Railroad Co., the Rio Grande Western Railway Co., and the Union Trust Co. of New York -- complaint alleges that on May 1, 1879, the W. & J. V. RR. conveyed to said Trust company (to secure $1,200,000 in mortgage bonds), all of the main line (33 miles) and tramway lines (11-1/2 miles) from Bingham to Alta via Sandy; further alleges the property was foreclosed for default and came into possession of the R.G.W. through collusion and fraud. Plaintiff asks that sale to D.& R.G.W. Rwy. Co. and all subsequent actions be set aside! Paper comments that "The line from Sandy to Wasatch and Alta, however, is worthless, and has been abandoned by the company for a long time, as far as operation of it as a railroad is concerned." (Salt Lake Daily Tribune, January 8, 1901)
May 22, 1901:
A foreclosure suit Raphael vs. the W.& J.V., RGW, et al., wanting foreclosure on the W.&J,V. second mortgage bonds, on the lines to Alta and Bingham; wants RGW purchase of W&JV set aside and a receiver appointed under the W&JV mortgage! (Salt Lake Daily Tribune, May 22, 1901)
June 10, 1913:
"Little Cottonwood Granite Selected" for the new state capitol building; as to the railroad - "Plans for early construction operations are being taken up by the Alta & Jordan Railroad company, which owns the old right-of-way from Jordan to Alta… This company, incorporated about two years ago,… "The old roadbed from Jordan to the Wasatch resort near the mouth of the canyon is still in such shape that the reconstruction would not be very costly. From Wasatch to Alta, the old rails of the gravity tram way are still intact much of the way, although now overgrown with brush. In some places, the wagon road has appropriated the right-of same "Midvale to Wasatch Railroad to be Completed at Once." J. G. Jacobs is to build a railroad to the granite quarries at once, the work to start in a day or two; nearly four miles is built now, and the grade for the 11 miles to Wasatch has been established. "The roadbed and right-of-way has been leased from the Denver & Rio Grande." (Salt Lake Daily Herald, June 10, 1913)
June 13, 1913:
"Work Starts on Road Which will Haul Rock…" "J. G. Jacobs, lessee of the old right-of-way up Little Cottonwood Canyon, began active construction work yesterday in building the line… The terminal with the Rio Grande is at Midvale and the road now extends to a point 1-1/2 miles east of Sandy. From that point on, the road must be practically rebuilt, though the major portions of the grade for the old ore tramway up the canyon still remain, making the grading work easier than would otherwise be the fact." The distance between Sandy and Wasatch is stated to be eight miles; the road will go 1i miles beyond Wasatch in order to reach the upper quarries. Jacobs thinks that his road will be there by the first of August. He will have his own locomotives and passenger cars, but will use D. & R. G. flat cars for the hauling of the stone. (Salt Lake Daily Herald, June 13, 1913)
***
Locomotives
All locomotives built by the National Locomotive Works (also known as Dawson & Baily), of Connellsville, Pennsylvania; there are no known construction numbers assignable to these engines.
The 1883-84 "Engines in Utah Service" list shows the W&JV with an 0-6-0 numbered "1" and a 4-4-0 numbered "2," with an 0-6-0 of Dawson & Baily build as Utah & Pleasant Valley No. 1. This leaves a question about which ex W&JV locomotive went to U&PV. Since U&PV number 1 (2nd) was a locomotive with six drive wheels, it is likely that when W&JV number 2 was transferred to U&PV, W&JV number 3, a 4-4-0, was renumbered to become W&JV number 2 to fill its vacant slot. (see Salt Lake Herald, August 3, 1881)
The Hill Climber
Wasatch & Jordan Valley number 2, "Deseret," was equipped with James S. French's "Improvement in Locomotives", U. S. Patent 144,271. The patent was granted on June 7, 1873, and consisted of a rear set of drive wheels that were grooved in the middle of the wheel tread, with outside flanges that were designed to grip both outside edges of the railroad rail. These special rear drive wheels were held away from the rail surface until a force was applied by the engineer by use of a lever, lowering the special drive wheels to the rail surface, thus increasing the tractive power of the locomotive. The design could only be used on a railroad that was built specifically to accept the special drive wheels due to the special guard rails and frogs required on turnouts.
"…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." (Salt Lake Herald, July 19, 1873)
"On the 6th of September the National Locomotive Works 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." The item goes on to say that the loco is "…intended to run on grades 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 [Pennsylvania] Standard, September 11, 1873)
"…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)
The 'Col. McAleer' mentioned was L. F. McAleer, recently made Superintendent of the National Locomotive Works; and E. T. Duckworth a traveling engineer, in charge of set-up and initial operation of new locomotives.
There seems to be no mention in the local press concerning the arrival of this odd locomotive, or its initial performance, other than a note in the Salt Lake Tribune's "Hotel Arrivals" column for October 5th, 1873, which notes the arrival of one L. F. McAleer, of Pennsylvania, at the Valley House in Salt Lake City.
The design was apparently a failure, with W&JV number 2 being rebuilt to a conventional 2-6-0, or at least an 0-6-0, since later D&RGW records show the locomotive as having six drive wheels. As a side note, Mr. French continued to work on his design. On March 10, 1874, U. S. Patent 148,439 was granted by the Patent office, showing French's "Improvement in Driving Wheels for Locomotives."
(This roster is based on the unpublished research done by George Pitchard.)
Wasatch & Jordan Valley Railway 2-6-0 — 2 locomotives
| Road Number |
Name | Builder | Builder Number |
Date Built |
Date To W&JV |
1883 D&RGW Number |
1886 D&RGW Number |
Date Vacated |
Later Number |
Notes |
| W&JV 1 | Chamois | National | [191] | Feb 1873 | 28 Feb 1873 | D&RGW 111 | D&RGW 3 | 1 | ||
| W&JV 2 | Deseret | National | [192] | Sep 1873 | Oct 1873 | 1880 | U&PV 1 | 2 |
Description:
| Drive Wheel Diameter: 36 inches |
| Cylinders: 11x16 inches |
General Notes:
| a. | Wasatch & Jordan Valley number 1, "Chamois," was received in Salt Lake City on Friday, February 28, 1873, "having been four weeks on the journey," in charge of J. A. Lantz, Superintendent of the National Locomotive Works (see Salt Lake Herald, March 1, 1873). Cost of this loco was reported as $9,045.00, plus freight. The tender was reported as being 600 gallons capacity, mounted on six wheels, with a single axle at front and an ordinary four-wheel truck at rear. First operation of this locomotive on the W&JV was on March 3rd or 4th, 1873, under the direction of J. A. Lantz. |
| b. | At some unknown date, but probably prior to the D&RGW takeover, W&JV number 1 was changed from a 2-6-0 to an 0-6-0. |
Notes:
Wasatch & Jordan Valley Railway 4-4-0 — 1 locomotive
| Road Number |
Builder | Builder Number |
Date Built |
Date To W&JV |
1883 D&RGW Number |
1886 D&RGW Number |
Date Vacated |
Notes |
| W&JV 3 | National | [202] | Dec 1874 | D&RGW 114 | D&RGW 5 | 1 |
Description:
| Drive Wheel Diameter: 42 inches |
| Cylinders: 12x16 inches |
General Notes:
| a. | (Research continues) |
Notes:
| 1. | Wasatch & Jordan Valley number 3 was built in 1874; to D&RGW 114 in 1883; to D&RGW number 5 in 1886; |
***
