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== Locomotives ==
== Locomotives ==
===Sumpter Valley Railway===
===Sumpter Valley Railway===
==== Table ====
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Revision as of 14:26, 19 April 2023

Sumpter Valley Railway
LocaleSumpter, Oregon
TerminusMcEwen, Oregon
Commercial operations
NameSumpter Valley Railway
Original gauge3 ft (914 mm)
Preserved operations
Operated bySumpter Valley Railroad Restoration Inc.
Stations2
Length5.1 miles (8.2 km)
Preserved gauge3 ft (914 mm)
Commercial history
Opened1890
Route map
Sumpter Valley Railway Historic District
Nearest cityBates, Oregon
Area1,223.8 acres (495.3 ha)
Built1890 (1890)
ArchitectWest, Joseph A.
NRHP reference No.87001065[1]
Added to NRHPAugust 3, 1987

The Sumpter Valley Railway, or Sumpter Valley Railroad, is a 3 ft (914 mm) narrow gauge heritage railroad located in Baker County, in the U.S. state of Oregon. Built on a right-of-way used by the original railway of the same name, it carries excursion trains on a roughly 5-mile (8.0 km) route between McEwen and Sumpter.[2] The railroad has two steam locomotives and several other pieces of rolling stock.[3] Passenger excursion trains operate on weekends and holidays from Memorial Day through the end of September.[3]

History

Organization and ownership

The Sumpter Valley Railway was organized and incorporated on August 18, 1890.[4]

The Sumpter Valley Railway was owned by Utah capitalists.[5] The same owners also controlled other businesses in eastern Oregon, comprising the Oregon Lumber Company, of Baker City, Oregon, the Baker City Improvement Company, and, in La Grande, in Union County, the Oregon Sugar Company.[5] The Utah owners had reportedly invested $1.5 million in eastern Oregon, and had a payroll of $10,000 per month in Baker City.[5]

In 1908, David Eccles was described in the press as the "multi-millionaire sugar manufacturer of Salt Lake City" who owned, in addition to the Sumpter Valley Railway, the Hood River railroad, which then ran from the Columbia River up the Hood River valley to the town of Dee, Oregon.[6] Eccles owned and operated large sawmills along these two rail lines.[6]

A common, if perjorative, name for the railway was the "Polygamy Central" due to the number of Mormons in the higher management.[7]

In June 1890, it was reported that the citizens of Baker City had raised $25,000 in one day to support a subsidy for the rail line.[8]

Association with Mormon church

On January 1, 1903, it was reported that for the previous three years, the Oregon Lumber Company and the Sumpter Valley Railway had paid $40,000 per year in tithing to the Mormon church, representing 10% of their annual income.[9]

Associated enterprises

The Oregon Lumber Company and the Sumpter Valley Railway were closely linked. As of February 1903, one person, Joseph Barton, was both the general manager of the Oregon Lumber Company and at the same time the general passenger, ticket agent, and real manager of the Sumpter Valley Railway.[10]

Rails and rolling stock

Originally the railway had been intend to serve as a logging railroad.[5]

In mid-May 1891 the first rolling stock of the railroad, comprising two locomotives, five box cars, and thirteen flat cars, arrived in Baker City.[11]

As of September 3, 1891, the Sumpter Valley Railway had not yet been completed.[12] The railroad's arrival at McEwen, Oregon was delayed, because according to a newspaper report of the time, "a few croakers had demanded an enormous price for right of way through their lands."[12] McEwen was 25 miles from Baker City.[13]

Originally the railway was built using 35-pound iron rail.[14] In 1903 the railway was in the process of gradually replacing the 35-pound (per yard) iron rail with 40-pound steel rail, and had ordered additional steel rails sufficient to construct a twelve mile extension of the line beyond its then terminus at Whitney.[14] A crew of 22 Japanese laborers was hired by the railway for the work on the extension.[14]

In early June 1902, the railway was reported to have placed into service a new 26-ton steel derrick to transfer freight from the standard gauge Oregon Railway and Navigation company's line at Baker City to the Sumpter Valley's narrow gauge equipment.[15] The shipping of additional equipment to newly opened mines in the Sumpter region occasioned the need for the new derrick.[15]

In April 1903, it was reported that the Sumpter Valley Railroad had purchased all 191 pieces of the narrow gauge equipment of the Oregon Short Line Railroad, for which the Sumpter Valley paid "something like" $40,000.[16]

Early passenger and freight service

On October 31, 1891, it was reported that freight to be delivered by teamsters to Canyon City and John Day, both in Grant County, Oregon, was being carried by the railway to its terminus at McEwen.[17]

In May 1893, the Grant County News expressed dissatisfaction with the service provided by the Sumpter Valley Railway, stating "every time the engineer blows his whistle it exhausts all the steam and he has to stop from 10 to 20 minutes and fire up."[18] According to the newspaper, "the S.V. fast mile runs 22 miles in 2½ hours when the weather is good."[18]

The railway in January 1900 was reported to be earning $100 per day in passenger fares.[19] In March 1900, the railway was loading 7 to 10 freight cars daily to be carried from Baker City to Sumpter, with 25 carloads in the Baker City warehouse waiting to be shipped.[20] As of March 15, 1900, there were to be two passenger trains per day on the route.[20]

On March 15, 1900, the railway began running two passenger trains daily from Baker City to Sumpter.[21] Until that time, the railway had run a mixed passenger and logging trains.[5] Under the new schedule, trains left Sumpter at 11:15 a.m. and 6 p.m., and left Baker City at 8:00 a.m. and 2:30 p.m.[21] The logging trains, ove which there four each day, would no longer include passenger cars.[21][5]

In January 1901 the railway was running 10 trains every day six days a week.[22]

Mining service

In March 1897, the Burns Times-Herald reported that the Sumpter Valley was making arrangements to build an extension to the Seven Devils mining district.[23] According to the newspaper, construction of a 100 ore smelter was expected to follow upon completion of the railroad.[23] There was a rumor that the Oregon Railway and Navigation Company would be backing the project.[23]

Accidents and repairs

Train wreck on Sumpter Valley Railway in July 1902, reportedly caused by an 11 year-old boy. (Photo collage published in Morning Oregonian).

A fatal accident occurred on July 1, 1898, at the railway's yards in Baker City.[24] Two section men, with four or five passengers, took a handcar along the railway tracks from South Baker but encountered a train backing towards them.[24] The passengers leapt from the car, but the section men tried to save it, resulting in the death of one man and injuries to the other.[24]

In July 1902, a young boy age 11 was accused of causing a train wreck on the railway.[25] The boy was reported to have been playing with a railroad switch to see how it worked, and did not intend to cause the derailment.[25]

On the evening of August 30, 1904, three passenger cars of the railway were destroyed by file while in the yards at Baker City.[26]

In June 1911, the Oregon State Railroad Commission found a number of faults in the management of the Sumpter Valley Railway, and ordered the railroad to address them.[27] Problems identified by the Commission included transmission of train orders by telephone when they should be issued in duplicate, and in writing, with one copy to the trainmen, and another copy to the engineer; all trains should be equipped with flags, torpedoes, and white lanterns for the use of the flagmen; the company lacked and should provide written rules, complying as much as possible with the rules of the American Railway Association, for the employees to manage the trains.[27]

Other problems included needed repairs to bridges, frogs and switches left unblocked, unsanitary conditions at the Sumpter Depot, no water available to passengers at the Prairie City depot, and considerable portions of the line left unfenced.[27]

Logging branches

There was however talk in September 1899 that the railroad would build a branch several miles in length running out of McEwen City.[28] The extension was to be purely for logging purposes and would carry no passengers.[28]

On May 16, 1899, when a train consisting of the locomotive, two passenger cars, and twelve freight cars loaded with cordwood and lumber was passing through the Powder River canyon, an axle broke and four freight cars went off the track and into the river.[29] The brakeman leapt from the train, and was severely injured when he landed on a pile of rocks.[29]. There were twenty passengers on the train at the time, but none were injured.[29]

As of January 1900, the Sumpter Valley Railway operated 32 miles of mainline track from Baker City to Sumpter, and five miles of spurs to logging camps.[30] James Barton, chief engineer for the railway at that time, stated there were then no definite plans for expansion of the line.[30]

Mainline extensions beyond McEwen

Sumpter (1896)

On May 28, 1896, it was reported that a crew of 25 men had begun grading and laying track on the railway's extension from McEwan to Sumpter.[31] Sumpter was 30 miles from Baker City.[32]

Whitney (1901)

In April 1900, the railway began preparing for an extension beyond Sumpter by purchasing 12 carloads of rails at Salt Lake City, Utah.[33] The rails were to be used in part for repairing the line between Baker City and McEwen so it could handle heavier traffic.[33] Additional rails were to arrive in June to be used to build the extension.[33] Joseph A. West, who had once been superintendent of the Sumpter Valley Line, but had then gone on to the Utah & Pacific Railroad, returned to take charge of the extension work.[33]

By the end of August 1900, the Sumpter Valley Railway was reported to had built an extension to a point 15 miles west of Sumpter, and established an new town there, called Whitney, named after the former owner of the ranch on which the townsite was located.[34] The site was at the confluence of the Burnt River and Camp Creek.[34] The first train to cross the summit on the route toward Whitney ran on April 23, 1901, athough the railroad had not actually reached the town.[35]

On Sunday, June 2, 1901, the railway ran a special excursion from Baker City on the newly completed extension to Whitney.[36] Three to four hundred passengers rode on the excursion.[36] The steep grades on the extension required two locomotives to pull the train of six passenger cars over the summit.[36] At the time Whitney consisted of about a dozen wooden buildings, some of which were not yet complete.[36] The extension to Whitney was reported to have increased the business on the railway by "at least 50 per cent."[37]

Tipton (1904)

As of early October, 1903, the Sumpter Valley was rushing work on an extension of the line from Whitney to Tipton.[38] The railway had contracted with the Utah Construction Company, which in the last week of September 1903 had placed 100 additional workers on the project.[38] Rails were being laid with the objective of finishing the work before winter set in.[38] The extension, which ran about 10 miles beyond Whitney, was eventually finished by August 1904.[39] On August 19, 1904, Oregon governor George Earle Chamberlain, Sr. was taken on an excursion over the Sumpter Valley Railway from Baker City all the way to Tipton on the new extension.[39] Grading work was already going on beyond Tipton, with general passenger agent Joseph Barton stating that the eventual objective was to reach Burns, Oregon.[39]

Austin (1908)

As of June 1908, the terminus of the railway was at Austin, Oregon.[40] From Austin, passengers could take the Blue Mountain Stage Line, owned by Joseph Barton, of Baker City, into Harney County.[40] Previously, stage traffic into Harney County had had to be routed from Vale, Oregon, which was a much longer route.[40] Until he sold it in 1909, Barton also owned the Eastern Oregon Express Company, which ran on the Sumpter Valley Railway from Baker City to Austin.[41]

Prairie City (1910)

Prairie City, in Grant County, Oregon, was 21 miles distant from the railway's terminus at Austin.[42] In early June, 1910, the railroad extension from Austin to Prairie City was complete.[43] On June 9, 1910, the first train arrived in Prairie City.[43] This was the occasion for a large celebration in the town.[44]

Harney County (proposed)

Map published April 30, 1900, showing the Morning Oregon's projection for an extension (bold solid line) of a standard gauge railway line from Sumpter, Oregon into Grant and Harney counties.

On March 4, 1899, a report originated in Baker City that David Eccles, Charles W. Nibley, and other stockholders of the Sumpter Valley Railway said that in that year they would extend the railway to the Harney County stock region, then reported to be the most extensive stock region in Eastern Oregon.[45] This was later reported to have been a rumor and was denied.[46]

On April 30, 1900, the Morning Oregonian reported that the railway had "definitely decided to extend its narrow gauge line from its present terminus of Sumpter to Burns, distant, by the proposed route, about 180 miles from Baker City."[5] The extension would rise over 1,000 fee to cross the divide between the Powder river and the Burnt River valleys.[5] At that time, there were no rail connections to Grant or Harney Counties, and all transport had to be carried overland on poor roads.[5]

In November 1891, the Harney County, Oregon Board of Trade voted to encourage the Sumpter Valley Railway to build an extension into the Harney Valley.[47]

Logging railroads

A number of logging railroads branched off from the railway's main line. This railroads were owned and operated by the logging companies. These companes were (1) the Oregon Lumber Company; (2) Stoddard Lumber Company; (3) Baker White Pine Lumber Company; (4) Cavanaugh Lumber Company; (5) C.W. Nibley Lumber Company; and (6) W.H. Eccles Lumber Company.[48]

Locomotives

Sumpter Valley Railway

Num Builder Type Year
built 		Year
bought 		Works
num 		Cylin
ders 		Driver
diamtr 		Wght (lbs) Notes[49][50]
1 Lima Shay 1889 1897 244 26,000 ex Sunny South Lumber Company[N 1]
1 (2d) Brooks 2-6-0 1881 1892 530 14x18 42" 45,800 ex Oregon Short Line, ex Utah Northern Ry #88.
1 (3d) Baldwin 2-6-0 1901 1910 19211 81,290 ex Tonopah Ry #2
2 Brooks 2-6-0 1881 1890 625 14x18 42" 45,800 ex Utah and Northern Ry[N 2]
2 (2d) Baldwin 2-6-0 1901 1910 19210 81,290 ex Tonopah Ry #3
3 Baldwin 2-8-0 1888 1910 9519 82,080 ex Tonopah Ry #1
3 (2d) Heisler Heisler purchased 1971
4 Baldwin 2-6-0 1904 1907 24689 ex Tonopah Ry #4
5 Brooks 2-6-0 1881 530 45,800 ex Utah and Northern Ry; sold to Eureka & Palisade RR in 1912
6 Baldwin 4-4-0 1880 4982 ex O.S.L & Utah Northern Ry
7 Baldwin 2-8-0 1880 1900 5164 15x18 36" 56,000 ex D&RGW (C-16 class)[N 3]
8 2-8-0 ex-D&RGW (C-16 class); sold to E & P RR in 1912
8 (2d) Climax 2 truck 1919 1533 60,000 ex Halleck and Howard; scrapped 1947
9 2-8-0
10 Baldwin 2-8-0 1880 5164 56,000 ex-D&RGW #74 (C-16 class); sold to E & P RR in 1912
11 Baldwin 2-6-0 1878 1942 4429 39,000 ex-Utah & Northern Ry #47; scrapped 1942
12 Brooks 2-6-0 1881 45,800 ex Utah & Northern Ry
13 Baldwin 2-6-0 1881 1890 5695 13x18 41" 45,000 ex Minnesota, Lyndale and Minnetonka Ry[N 4]
14 Baldwin 2-8-0 1881 5932 ex Connotton Valley Ry #13
14 (2d) Baldwin 2-8-0 1906 1912 28806 16x22 38" 81,500 ex Eureka and Palisade #8[N 5]
15 Baldwin 2-8-0 1890 1912 11075 16x20 37" 78,580 ex Eureka and Palisade #8.[N 6]
16 Baldwin 2-8-2 1915 1915 42073 17x22 42" 141,910 purchased new; sold to Peru in 1945.[N 7]
17 Baldwin 2-8-2 1915 1915 42074 17x22 42" 141,910 purchased new; sold to Peru in 1945.[N 8]
18 Baldwin 2-8-2 1915 1915 42075 17x22 42" 141,910 purchased new; sold to Peru in 1945.[N 9]
19 ALCO 2-8-2 1920 1920 61981 19x20 44" 128,000 Sold to WP&Y in 1941, returned in 1977[N 10]
20 ALCO 2-8-2 1920 1920 61980 19x20 44" 128,000 Sold to WP&Y in 1941; returned in 1977.[N 11]
50 Baldwin 4-6-0 1916 1916 42865 16x20 42" 113,900 Purchased new; sold to Peru in 1945.[N 12]
101 Lima Shay 1907 1884 48,000 scrapped in 1940
101 (2nd) Daven. A-A 1937 1937 2245 60,000 Purchased new; diesel; sold to Edw. Hines Lumber in 1961
102 Lima Shay 1907 1907 1885 48,000 Purchased new; scrapped in 1940.
250 Baldwin 2-6-6-2 1926 1940 59261 15z22 42" 236,300 Purchased from Uintah Ry in 1940; sold to Guatemala in 1947.[N 13]
251 Baldwin 2-6-6-2 1928 1940 60470 15x22 42" 246,000. Purchased from Uintah Ry in 1940; sold to Guatemala in 1947.[N 14]
285 Grant 4-4-0 1880 1893 4982 12x15 44" 37,500 ex Utah & Northern Ry.[N 15]

Locomotive notes

  1. ^ Purchased from Sunny South Lumber Company. One of the railroad's first four locomotives.
  2. ^ Likely built as Utah Northern #42, transferred first to Oregon Short Line and Utah & Northern #99, and then to Sumpter Valley circa 1890.
  3. ^ Built as Denver & Rio Grande #74; to Denver & Rio Grande Western #74 in 1886; to Rio Grande Western #74; to Rio Grande Southern #30 1891; to Rio Grande Western #04 1899; finally to Sumpter Valley #7 10/1900.
  4. ^ Built as Minneapolis, Lyndale & Minnetonka #13, then became San Pete Valley Railroad #1 in late 1881, then renumbered 107 circa 1893; then became Sumpter Valley #3 1899. Renumbered by Sumpter Valley as #13 in 1906. Scrapped in 1915.
  5. ^ Weight also listed as 94,880 lbs. Built as Eureka & Palisade Railroad #8; traded to Sumpter Valley in 1912 and renumbered #14(2) 1912. Withdrawn from service in October 1931.
  6. ^ #Built as Alberta Railway & Coal Company #7; to Eureka & Palisade #10 1910; to Sumpter Valley #15:2 1912. Withdrawn from service in January 1921.
  7. ^ Weight also said to have been 124,400 lbs. Purchased new in 1915 and withdrawn from service in January 1943. Sold to Peruvian government in October 1944.
  8. ^ Weight also said to have been 124,400 lbs. Purchased new in 1915 and withdrawn from service in August 1944. Sold to Peruvian government in October 1944.
  9. ^ Also said to have been built in January 1916 and to have had a weight 124,400 lbs. Purchased new; withdrawn from service in January 1943. Sold to Peruvian government in October 1944.retired 1/1943.
  10. ^ Purchased new as #102, renumbered as #10. Sold to White Pass and Yukon Route in 1941; Returned to the heritage Sumpter Valley Railway in 1977. Reconstructed and returned to service in 1996.
  11. ^ Purchased new as #101, renumbered as #20 Sold to White Pass & Yukon in January 1941, where it was run as their #80. Returned to heritage Sumpter Valley Railway in 1977 and cosmetically restored.
  12. ^ Weight also said to have been 93,300 lbs. Purchased new and withdrawn from service in December 1941. Sold to Peruvian government in October 1944 through Dulien Steel. Reported to be operating on the Ferrocarril Cuzco-Santa Ana Railroad as #100 as late as the end of 1975.
  13. ^ Weight also said to have been 218,000 lbs. Built as a 2-6-6-2T tank engine for Uintah Railway as #50; to Sumpter Valley #250 June 1940. Withdrawn from service in June 1947, and sold to Hyman-Michaels Co then to International Railway of Central America. Scrapped circa 1971.
  14. ^ Weight also said to have been 218,000 lbs. Built as a 2-6-6-2T tank engine for Uintah Railway as #51; to Sumpter Valley #251 June 1940. Withdrawn from service in June 1947, and sold to Hyman-Michaels Co then to International Railway of Central America. Scrapped circa 1971.
  15. ^ Built as Utah Western #3, then became Utah & Nevada #3 in 1881, then became Oregon Short Line & Utah Northern #285 1888; to Sumpter Valley #285 circa 1893/1894. Mainly used as a switcher in the Baker City yard and for initial construction work on the railroad.

Citations

  1. ^ "National Register Information System". National Register of Historic Places. National Park Service. July 9, 2010.
  2. ^ "Sumpter Valley Railroad History". Sumpter Valley Railroad Restoration Inc. 2008. Retrieved January 18, 2009.
  3. ^ a b "Sumpter Valley Railroad". Sumpter Valley Railroad Restoration Inc. 2012. Retrieved May 3, 2012.
  4. ^ Shaw, Frederic J. (1949). "Stump Dodger". Oil Lamps and Iron Ponies: A Chronicle of the Narrow Gauges. San Francisco: Bay Books.
  5. ^ a b c d e f g h i Harvey W. Scott, ed. (Apr 30, 1900). "RAILROAD TO BURNS -- Sumpter Valley Line to Be Extended into Harney -- WORK TO BE BEGUN THIS SPRING -- Bonanza Extension of 20 Miles to Be Built First - Resources of the Country Affected". Morning Oregonian. Portland, OR: Henry L. Pittock. p.8, col.1.
  6. ^ a b Rowe, Charles D., ed. (Feb 28, 1908). "ECCLES WILL BUILD -- Extend Hood River Road into Central Oregon". The Bend Bulletin. Vol. 5, no. 50. Bend, OR. p.1, col.4.
  7. ^ Hofer Bros., ed. (Nov 3, 1903). "The Sumpter Reporter tells of a heroic boy ..." Daily Journal ((item)). Vol. 13, no. 253. Salem, OR. p.2, col.4.Hofer, R.M.\, ed. (Oct 31, 1910). "Complaints about the "Polygamy Central"". Daily Capital Journal (United Press Leased Wire). Vol. 20, no. 264. Salem, OR: E. Hofer. p.5, col.1.
  8. ^ "Baker City, Or., raised a subsidy ..." West Shore (item). Vol. 16, no. 212. Portland, OR: Leopold Samuel. June 28, 1890. p.822, col.2.
  9. ^ "News Briefly Told ... The Oregon Lumber Company and the Sumpter Valley Railway have paid ..." Crook County Journal (item). Vol. 7, no. 3. Prineville, OR: Hugh Gourlay. Jan 1, 1903. p.1, col.5.
  10. ^ "BAKER'S CHARTER AND ITS HISTORY ... Rand changes tactics". Oregon Daily Journal. Vol. 1, no. 284. Portland, OR: C.S. "Sam" Jackson. Feb 2, 1903. p.1, col.3.
  11. ^ "Local and Personal ... The rolling stock for the Sumpter Valley railroad arrived ..." Oregon Scout (item). Vol. 7, no. 47. Union, OR: B. Chancey. May 14, 1891. p.5, col.2.
  12. ^ a b "Local Brevities ... The Sumpter Valley Railway, which was expected ..." Grant County News. Vol. 13, no. 24. Canyon City, OR: D.J. Asbury. Sep 3, 1891. p.3, col.1.
  13. ^ Hofer Bros., ed. (Nov 16, 1891). "Oregon R.R. Commission". Evening Capital Journal. Vol. 5, no. 272. Salem, OR: Capital Journal Pub. Co. p.3, col.4.
  14. ^ a b c T.G. Gwynne, ed. (Apr 15, 1903). "SUMPTER VALLEY EXTENSION -- Road to be Built Beyond Whitney as Soon as Weather Opens Up". Sumpter Miner. Vol. 4, no. 32. Sumpter, OR: James Logie. p.6, col.1.
  15. ^ a b "BAKER CITY". Portland Evening Journal (Dateline: BAKER CITY, June 5 (Journal Special Service)). Vol. 1, no. 75. Portland, OR: C.S. "Sam" Jackson. June 6, 1902. p.5, col.
  16. ^ R.J. Hendricks, ed. (Apr 10, 1903). "SUMPTER VALLEY ROAD BUYS ROLLING STOCK". Weekly Oregon Statesman (Dateline: SALT LAKE CITY, Utah -- April 9). Vol. 53, no. 4. Salem, OR. p.1, col.1.
  17. ^ "GRANT COUNTY ... Freight for Canyon City and John Day ..." The Dalles Times-Mountaineer (item). Vol. 32, no. 12. The Dalles, OR: Times-Mountaineer Pub. Co. Oct 31, 1891. p.3, col.5.
  18. ^ a b "Here and There ... Grant County News ..." Heppner Gazette (reprinting from Grant County News). Vol. 11, no. 582 (weekly), 132 (semi-weekly). Heppner, OR. Jun 2, 1893. p.3, col.
  19. ^ Harvey W. Scott, ed. (Jan 17, 1900). "GRANDE RONDE AWAKE". Morning Oregon. Vol. 39, no. 12, 201. Portland, OR: Henry Pittock. p.9, col. 2.
  20. ^ a b "Much Freight Awaiting Shipment". Sumpter Miner. Vol. 1, no. 27. Sumpter, OR: C.H. Marsh and J.W. Connella. Mar 14, 1900. p.3, col.2.
  21. ^ a b c "Two Passenger Trains and New Schedule". Sumpter Miner. Vol. 1, no. 26. Sumpter, OR: C.H. Marsh and J.W. Connella. Mar 7, 1900. p.1, col.2.
  22. ^ Harvey W. Scott, ed. (Jan 14, 1901). "The Sumpter Valley Railway is running 10 trains daily ..." Morning Oregonian (item). Vol. 40, no. 12, 508. Portland: Henry Pittock. p.3, col.2.
  23. ^ a b c "The Sumpter Valley railroad is making arrangements to build ..." Times-Herald (item). Vol. 10, no. 18. Burns, OR: Julian and Charles A. Bryd. Mar 31, 1897. p.2, col.2.
  24. ^ a b c "Wayside Gleanings ... Peter Pierson was killed ..." The Dalles Daily Chronicle (item). Vol. 11, no. 99. The Dalles, OR: Chronicle Pub. Co. Jul 9, 1898. p.3, col.3.
  25. ^ a b Harvey W. Scott, ed. (July 17, 1902). "Youthful Trainwrecker Out on Bond Pending Action of Circuit Court". Morning Oregonian (Dateline: BAKER CITY, July 16). Vol. 42, no. 12, 979. Portland, OR: Henry L. Pittock. p.10, col.
  26. ^ "Sumpter Valley Cars Burned". East Oregonian (Dateline: Baker City, Aug. 31). Vol. 17, no. 5, 140. Pendleton, OR: East Oregonian Pub. co. Aug 31, 1904. p.1, col.2.
  27. ^ a b c Scott, Harvey W., ed. (Jul 1, 1911). "SUMPTER VALLEY ROAD IS SCORED -- State Railroad Commission Orders Immediate Action to Remedy Defects -- SWITCHES ARE UNBLOCKED -- Depot at Sumpter Declared in Bad Condition and Station at Prairie City Has No Water for Accommodation of Passengers". Morning Oregonian (Dateline: SALEM, Or., June 30 (special)). Vol. 51, no. 15, 787. Portland, OR: Henry L. Pittock. p.7, col.1.
  28. ^ a b "SUMPTER VALLEY EXTENSION -- Short Logging Branch Will Be Built from McEwen Only". Sumpter Miner. Vol. 1, no. 1. Sumpter, OR: C.H. Marsh and J.W. Connella. Sep 27, 1899. p.6, col.1.
  29. ^ a b c "An Axle Broke". The Dalles Daily Chronicle (Dateline: Baker City, May 17). The Dalles, OR: Chronicle Pub. Co. May 19, 1899. p.1, col.
  30. ^ a b Scott, Harvey W., ed. (Jan 1, 1900). "Sumpter Valley Railway". Morning Oregonian. Vol. 39, no. 12, 187. Portland, OR: Henry Pittock. PART 2p.21, col.2.
  31. ^ R.H. Mitchell; C.W. Clow, eds. (May 28, 1896). "PACIFIC NORTHWEST ... The Sumpter Valley Railroad Company has commenced grading ..." The Hillsboro Argus (item). Vol. 3, no. 10. Hillsboro, OR: Argus Pub. Co. p.1, col.6.
  32. ^ Scott, Harvey W., ed. (Jan 12, 1900). "EASTERN OREGON MINES -- At Sumpter and Granite Work Is Being Pushed". Morning Oregonian. Vol. 39, no. 12, 197. Portland, OR: Henry L. Pittock. p.8, col.2.
  33. ^ a b c d Harvey W. Scott, ed. (Apr 19, 1900). "SUMPTER VALLEY EXTENSION -- Rails Now On the Way -- Will Probably Build Fifteen Miles". Morning Oregonian (Dateline: BAKER CITY, April 18). Vol. 40, no. 12, 277. Portland, OR: Henry L. Pittock. p.3, col.
  34. ^ a b Harvey W. Scott, ed. (Aug 30, 1900). "Oregon Notes ... The Sumpter Valley Railway has established a new town ..." Morning Oregonian (item). Vol. 40, no. 12, 391. Portland: Henry Pittock. p.4, col.2.
  35. ^ "Talk of the Town ... The first train on the Sumpter Valley Railway to cross the summit ..." Sumpter Miner (item). Vol. 2, no. 33. Sumpter, OR: C.H. Marsh and J.W. Connella. Apr 24, 1901. p.1, col.3.
  36. ^ a b c d "EXCURSION TO WHITNEY -- Between Three and Four Hundred People Visit the New Town". Sumpter Miner. Vol. 2, no. 39. Sumpter, OR: C.H. Marsh and J.W. Connella. Jun 5, 1901. p.1, col.1.
  37. ^ Harvey W. Scott, ed. (Apr 21, 1902). "Railroad Traffic Increasing". Morning Oregonian (Dateline: BAKER CITY, April 19). Portland, OR: Henry L. Pittock. p.3, col.
  38. ^ a b c "Rushing Work on Road". Daily Journal (Deadline: Sumpter, Or., Oct. 8). Vol. 13, no. 231. Salem, OR: Hofer Bros. Oct 8, 1903. p.1, col.
  39. ^ a b c Harvey W. Scott, ed. (Aug 20, 1904). "GOVERNOR VISITS EXTENSION -- Sumpter Valley Road Is Reaching Towards Burns". Morning Oregonian (Dateline: BAKER CITY, Or., Aug 19 (Special)). Portland, OR: Henry L. Pittock. p.4, col.4.
  40. ^ a b c Scott, Harvey W., ed. (Jun 5, 1908). "NEW ROUTE INTO HARNEY -- Six Horse Stage Takes Passengers From Terminus Sumpter Road". Morning Oregonian (Dateline: BAKER CITY, Or., June 4 -- (Special)). Vol. 49, no. 15, 098. Portland, OR: Henry L. Pittock. p.5, col.2.
  41. ^ Scott, Harvey W. (ed.). "OREGON EXPRESS IS SOLD". Morning Oregonian (Dateline: BAKER CITY, Or., April 18 (Speciall).). Portland, OR: Henry L. Pittock. p.5, col.1.
  42. ^ Kopf, C.E., ed. (Feb 2, 1910). "Railroad Extension to Oregon Timber Districts ... Sumpter Valley Railroad is a narrow gauge road extending from Baker City to Austin ..." (item). Vol. 26, no. 5. Bandon, OR: Recorder Pub. Co. p.2, col.1.
  43. ^ a b Dennis, Bruce, ed. (Jun 13, 1910). "SUMPTER VALLEY RAILROAD AS A DEVELOPER". La Grande Evening Observer. Vol. 11, no. 191. La Grande, OR. p.4, col.1.
  44. ^ Scott, Harvey W., ed. (Jun 15, 1910). "TOWN TO CELEBRATE -- Prairie City Cheers Coming of Its New Railroad". Morning Oregonian. Vol. 50, no. 15, 460. Portland, OR: Henry L. Pittock. p.5, col.
  45. ^ "To Tap Harney County". The Dalles Daily Chronicle (Dateline: BAKER CITY, March 4). Vol. 11, no. 283. The Dalles, OR: Chronicle Pub. Co. Mar 6, 1899. p.1, col.2.
  46. ^ "Rumor that Sumpter Valley Railway will be extended ..." Oregon City Courier-Herald (item). Vol. 17, no. 3. Oregon City, OR: A.W. Cheney. Jun 9, 1899. p.6, col.1.
  47. ^ "They Want the Road". Grant County News. Vol. 13, no. 34. Canyon City, OR: D.J. Ashley. Nov 12, 1891. p.1, col.3.
  48. ^ Ferrell, Mallory Hope (1970). Rails, Sagebrush, and Pine. San Marino, CA: Golden West Books.
  49. ^ Ferrell, Mallory Hope (1964). "Sumpter Valley Railway". The Western Railroader. 27 (293). Francis A. Guido: 1–14.
  50. ^ Robertson, Donald B. (1995). Encyclopedia of Western Railroad History: Oregon, Washington. Vol. 3. Caldwell, ID: Caxton Printers, Ltd. 146. ISBN 0-8700-4366-8.

References

  • Ferrell, Mallory Hope (1970). Rails, Sagebrush, and Pine. San Marino, CA: Golden West Books. ISBN 087095007X.
  • Mullett, Alfred; Merritt, Leonard (2009). Sumpter Valley Railway. Arcadia. ISBN 9780738571256.
  • Mullett, Alfred; Merritt, Leonard (2011). Sumpter Valley Logging Railroads. Arcadia. ISBN 978-0738575421.
  • Shaw, Frederic J. (1949). Oil Lamps and Iron Ponies: A Chronicle of the Narrow Gauges. San Francisco: Bay Books.

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