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| U&N RR train, Beaver Canyon, Idaho, ca 1885. Idaho Museum of Natural History. |
The U&N RR first completed its line across eastern Idaho and into Montana in 1879-1880. The company had made an early decision to run narrow gauge. Narrow gauge railroads are much cheaper to build than standard gauge, especially in mountainous country. Clearly, crews have to move less material to make cuts, fills, and tunnels, and to lay the road bed. Plus, bridges don’t have to be as wide. Less obviously, narrow gauge trains can turn through tighter curves. This allows the tracks to bend around obstacles that would have to be removed for standard gauge.
However, narrow gauge trains carry a smaller payload, and they are (obviously) incompatible with standard gauge systems. Both the Union Pacific and the Oregon Short Line railroads ran standard gauge. Thus, goods moving between the systems had to be bodily transferred from one to the other. Operators had some tricks to improve the process, but it still added time and expense to all their shipments.
The problem became more acute as shipping volume rose. In 1886, the line purchased ten new engines from the Brooks Locomotive Works. These more powerful machines weighed a third more than the U&N's older stock, and over-stressed the lighter narrow gauge rails, particularly on some curves.
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| Brooks-built steam locomotive, ca. 1890. Grant County [Oregon] Historical Museum. |
To prepare for the conversion to standard gauge, management dispatched crews to widen the roadbed, including all the cuts, fills, and bridges. In some areas, new bed had to be laid to straighten out curves too tight for standard-gauge trains. Workers performed most of these tasks while regular train service continued. Work to widen and strengthen the bridges began in September 1885. By the spring of 1887, it was reported that standard gauge ties had been distributed along most of the route to be changed.
The next step had to be completed in small stages. One team moved along a segment of old line, tearing up the light narrow-gauge rails and short ties. Behind them, another group laid full-length ties and the new, heavier rails. They would fully anchor one rail, while the other got just enough spikes for short-term operation. This had to be completed before the next scheduled train came through.
Next, however, they had to complete the actual switch from narrow to standard width all at once, to avoid a major interruption in service. Hence, on July 24, the U&N gathered enough crews to change the entire line after the last scheduled train passed over the narrow gauge track. One report said that the company had recruited around a thousand men for the final push.
Records indicate that the conversion began at 2:00 o'clock the next morning: pull spikes, move rail over, drive new spikes, then on to the next rail. The whole job was done by the early afternoon of July 25, with no break in service.
As soon as reports reached Pocatello that the first section was done, the Superintendent of the Idaho Division started north with a short special train. The changeover was then celebrated with stops at each station along the way.
| References: [B&W] |
| Merrill D. Beal, Intermountain Railroads: Standard and Narrow Gauge, Caxton Printers, Caldwell, Idaho |
| George Woodman Hilton, American Narrow Gauge Railroads, Stanford University Press (1990). |
| “[Gauge Conversion News],” Idaho Statesman, Boise; Idaho Register, Idaho Falls; Great Falls Tribune; Salt Lake Herald (September 1885 – July 1887). |
I am looking for any information on a specific date in Eastern Idaho history. July 25th 1887 “Railroad Gauge Day”. On this date the Old Butte line switched from a 3 foot wide narrow gauge to a standard gauge. It was a huge event that involved thousands of people that moved one track over 20½ inches. They offered a $25 bonus for the quickest crew. They moved this one track all the way from Pocatello to Silver Bow near Butte in a single day. I need to find out which rail was moved in order to correctly place the Railroad Centerline. This information affects the property lines on each side of the railroad for its entire length. I have been researching with UPRR in Omaha and Thornton Waite the author of many books about the railroad. I have confirmed the move from the Idaho Register at the Library, albeit with no mention of which track moved. Anyone that has an old photo that has a reference frame that is recognizable that would be of great help to all Eastern Idaho surveyors.
ReplyDeleteInteresting point (which would require further research to confirm): I have a clipping from the "Salt Lake Herald" (April 22, 1887), which quotes the Dillon "Examiner" as follows: "It has been determined to keep the ties on the center of the present grade, and to do this it will be necessary to move both rails ten inches."
ReplyDeleteIf valid, this solves Tami's problem, since the centerline would remain the same (except where they had to make new fills and cuts to straighten out too-tight curves). [Several other newspapers also quoted this Dillon report, by the way.]