USA > Utah > Salt Lake County > Salt Lake > Utah gazatteer and directory of Logan, Ogden, Provo and Salt Lake cities, for 1884 > Part 13
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WEST MOUNTAIN DISTRICT.
This district commences about twenty-two miles southwest of Salt Lake City, and is situated on the eastern slope of the Oquirrh Mountain Range. The principal geological structure of this district is quartzite or vitreous sandstone, and dolomite, or magnesian limestone. The quartzite appears in beds of great dimensions with thin seams or bands of shale which separate the strata at intervals of from 100 to 500 feet. In the southern, southwestern and southeastern portions of the district, two beds of limestone from 100 to 300 feet in thickness are observable from the southeast in most irregular foldings and frequent dislocations of the strata, which at present show a general strike of northeast and southwest and dip northwest at angles vary- ing from 20° to 80°. In several of the breaks and faults, large dykes of dioritic and hornblende porphyries appear. They are extraordinarily frequent and well-defined in the southern and southwestern parts of the district. The presence of the igneous rocks occupying the breaks of the strata, verifies the origin of. such disturbances as have upheaved, folded and broken the sedimentary beds. Ore deposits appear in this district as beds between the strata, forming beds or strata veins, examples of which are: Old Telegraph, Spanish Hill, American Flag, Utah, Jordan, Neptune, Revere, Lead and others, appearing and situated all in one belt, as contact veins between limestone and quartzite, limestone and shale, quartzite and shale, syenite and quartzite, syenite and limestone. To this class belong the Jordan, Neptune, Grizzly, Ashland, Winnamuck and others, as true fissure veins in the syentic porphyry, such as appear at the head of main Bingham Canyon beyond the Jordan and Neptune Mines; also as true fissure veins in the diabas, diorite and syenite, porphyry in Black Jack gulch and Butterfield Canyon, examples of which are: Bemiss and Hiatt, Queen, Old Times, New Times, Boston, Russel, Fisher, Badger, French Spy, Summit, Red Cloud, Liberty, Louisa, Zuni, Monterey, Osceola and Lucky Boy, Black Jack and Opulent mines. These veins carry ruby and wire. , silver, as fissures or gashes breaking through the strata to which a great number of the Bingham ore deposits belong. It would take too much time and space to explain the nature, character and merits of the different classes of ore deposits to their fullest extent and meaning. The quantity and quality of ore in any of them are the true and only standard of value for both miner and capitalist.
Syenite, diorite, diabas and granite appear first at Black Jack gulch and Butterfield Canyon, and again at the head of main Bingham Canyon and extend thence over the divide into Tooele County in a westerly direction.
The ores in West Mountain Mining District appear principally as galena, carbonates and sulphurets of lead, oxides of copper, ruby silver and free gold. The latter is found in the alluvium and occasionally in small quantities with the ores.
The impurities in these ores are: pyrites of iron, pyrites of copper, decomposed pyrites, oxide of iron and arsenic. The percentage of the ore varies from 12 to 120 ounces in silver, from a trace to $30 in gold, and from 30 to 54 per cent. of lead per ton.
The principal mines are:
The Old Telegraph, comprising the No You Don't, Nez Perces Chief, Montreal, Montana, Old Telegraph, Nos. 1, 2 and 3, and Grecian Bend mines. This mine could and should be at present very productive. The vein is at places over forty-five feet wide, presenting a solid breast of ore. The timbering of the works is all that it could be. The greatest depth attained is 400 feet below the summit of the hill.
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UTAH GAZETTEER.
Jordan and Galena are situated west of the preceding. These mines are very extensively developed and have produced great quantities of good ore.
Revere group, situated east of the Old Telegraph, has attained a depth of over 800 feet on the vein. Eight levels have been run east and west, 100 feet apart. Thousands of tons of low grade ore are in sight. The mine has produced at an average twenty-five to thirty tons of ore per day for years; assay 30 to 45 per cent. lead, 10 to 25 ounces of silver per ton.
Attached to the aforesaid mines are the Jordan Smelting and Concen- trating Works, consisting of six shaft and one reverberatory furnaces and extensive concentrating and leaching works; situated on the Jordan River and Canal, near the junction of the Utah Central, Denver and Rio Grande, and Bingham Canyon Railroads. The company has at the Old Telegraph Mine a steam saw mill.
Yosemite group, situated east of the Revere, produces, with a force of thirty-five men, about 400 to 500 tons of good ore per month. The mines are largely developed. The ore averages 50 per cent. of lead and 20 ounces of silver per ton.
Spanish, situated between the Old Telegraph group and the Jordan mines. This mine has produced large quantities of ore and is developed by about 26,000 feet of tunnels, drifts, inclines and stopes. The ore is concen- trated at the mine.
Neptune and Kempton, situated southwesterly of the Jordan. These mines are developed by about 30,000 feet of inclines, shafts, tunnels, drifts and stopes. The main tunnel is over 600 feet long and connected by a long level on the vein with the main incline which is over 400 feet deep. The mine has produced in the past large quantities of ore, and produces at pre- sent the finest and best ore with profit to the owners.
The Stewart Gold mines disclose an enormous body of gold ore to a depth of over 200 feet, the body being from 80 to 400 feet wide, averaging $5 to $10 per ton. Attached to the mines are two 10-stamp mills.
The Atlanta, San Francisco and Irish American tap four veins with a 900 foot tunnel at a depth of 600 feet.
The Lead Mine group has opened an enormous body of galena and carbonate of lead ore. The main ore body is from 60 to 100 feet wide, con- taining low grade carbonate ore, of which ore fifty tons are reduced in the Lead Mine Concentrating Works to twelve tons of ore assaying 62 per cent. lead and 6 to 10 ounces in silver per ton. In what was for a long time supposed to be the foot-wall, milling ore has been found lately, assay- ing I per cent. lead and 40 to 300 ounces in silver per ton. The principal works of the mine run toward the Yosemite mine at a rapid rate. Attached to the mine is a good boarding house. From the mine to the mill a tram- way four and a-half miles long conveys the ore. At the lower end the cars dump into the top of the mill 100 feet above the point where the ore leaves as concentrated ore.
True Fissure group, extensively develoyed; the lower tunnel taps the vein at a depth of 500 feet, and is 410 feet long at that point. The vein is eighteen inches to five feet wide, contains galena, carbonate and oxide of lead, and, in the upper workings, black sulphurets. The True Fissure is one of the Old Reliable's coming treasure chambers.
The Tiewaukie and Accident mines have opened a large body of rich ore, extensively developed, carrying galena, horn silver and wire silver.
The Winnamuck and Dixon mines group and smelting works belong to a Holland Company and are situated just below Bingham. These mines are developed by over 40,000 feet of tunnels, shafts, inclines, drifts and stopes; they are among the oldest mines of the district and have produced immense quantities of ore.
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UTAH GAZETTEER.
The Queen, Bemiss and Hiatt, Chubb, Monterey, Russell, Boston, Arthur, Fisher, Garfield, Badger, Louisa, Zuni, New Times, Summit, Liberty, Red Cloud, Northern Chief, Nellie, French Spy, Eagle Bird, Opulent, Lucky Boy and Black Jack are extensively developed to a consid- erable depth by tunnels, drifts, shafts and inclines, disclosing to the eye large bodies of ruby silver and other ores valued at from $20 to $300 per ton. The Northern Chief Mining Company are erecting extensive first-class reduction works in Butterfield Canyon in connection with their mines. Their tunnels are from 200 to 1,400 feet long, tapping the lodes at a depth of from 100 to 1,500 feet. These mines are situated in a formation of diabas, diorite and syenetic porphyry.
Last Chance group, extensively developed, with a brilliant prospect for the future, if the work is continued.
Prominent among other valuable mines are the Agnes, Ashland, Alad- din, American Flag, Alameda, Argonaut, Apex, Amanda, Amazon, Alamo, Alice, Ashton, Alta, Austin, Bully Boy, Bargain, Bulldozer, Bret Harte, Buckeye, Bullion, Bobtail, Baby, Black Hawk, Benton, Bazouk, Buffalo, Backer, Burning Moscow, Canby, Commercial, Constitution, Croesus, Col. Sellers, Casco, Colorado, Charles Dana, Centennial No. 2, Chicago Fire, Champion, Central City, Caledonia, Carbonate, Dixon, Dartmouth, Dom- ingo, Dividend, Dalton, Ely, Elvina, Edison, Extension, Elephant, Eclipse, Fraction, Fliess, Flint, Fanny Bemiss, First Chance, Fairview, February, Flyer, Flora, Florence, Fabian, Gray Eagle, Grizzly, Grecian Bend, Grand Cross, George, General Shelby, Giant Chief, Green Grove, Gold and Silver, Gold Crown, Golden Era, Georgia, Grand Duke, Grand Duchess, Granite State, Gibbons, Henrietta, Hydaspe, Henry M., Hamblin, Horace Greeley, Honest Abe, Hampton, Howard, Hooper, Hoogley, Hibernia, Ingersoll, Irish-American, Jersey, Kanosh, Kitty, Knickerbocker, Keep-a'pitching-in, Live Yankee, Live Pinc, Levant, Lucky Boy, Lulu, Miners' Home, Melissa, Merrimac, Miner's Dream, Murray, Mill Creek, Mountain Gem, Mountain Maid, Martin, Mighty Dollar, Mystic, Maple Tree, Monitor, Mayflower, Nina, Northern Light, Nick of the Woods, Noonday, National Greenback,
. North Star, Nast, O. K., Owyhee, Ole Bull, Omaha, Osccola, Overland, Old Hickory, Parma, Peabody, Portland, Providence, Phoenix, Parker, Prince of Wales, Parvenue, Pay Roll, Quakingasp, Queen of Sheba, Queen, Rough and Ready, Rainbow, Red Warrior, Roman Empire, Red Rover, Rattlesnake, Rising Moon, Roman, Railroad, Rustin, Sacred, St. John, St. Bartholomew, Saginaw, Savage, Sturgis, Silver Comstock, Sunrise, Sunset, Silver Shield, Silver Maid, Star of the West, Silver Gauntlet, St. James. Stanley, Salt Lake, Southside Tunnel, Stevenson, Thomas Jefferson, Tip- perary Boy, Tiger, Tulare, Torpedo, Toronto, Tilden, Utah, Ultra, Venus, · Veto, Vespasian, Victor, Vanderbilt, What Cheer, Washington, Wide Awake, Wide West, Winnebago, Williams, Yampa, Yankee Blade, Western Chief and others.
We must not fail to mention the placer mines of this district, which produce considerable gold and average from $3 to $9 per day to the man. The principal placer mines are in the main canyon and in Bear Gulch.
There are a number of other mining districts in Utah, but though the discoveries in several of them indicate undoubted wealth, the developments are limited compared with those already noticed. The most important are:
DRAPER DISTRICT.
Organized May 7, 1872; lies between the Little Cottonwood and Amer- ican Fork districts. Not a great deal of work has been done, owing in a great measure to owners of lodes lacking capital to develop. There are several mines being worked in the district, containing copper, silver and iron. Specimens of pure, native copper have been discovered in seams.
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UTAH GAZETTEER.
Work can be prosecuted in the district the whole year round, being situated in the low hills. The proximity to the railroad at Draper Station makes it altogether a very desirable location for mining purposes.
HOT SPRINGS DISTRICT.
Organized December 9, 1870; situated northeast of Salt Lake City. Its boundaries are: Commencing at a point where the south line of Davis County intersects the Jordan River and running south up the channel of the river to the Sixth Ward bridge; thence east to Emigration Canyon, and up the canyon to the summit of Big Mountain, where the old road crosses ; thence north along the ridge of said mountain to the south line of Davis County; thence west to the point of beginning. About sixty locations have been made, some of them looking well in silver and iron. The Adams District has been organized out of the Hot Springs District.
ISLAND DISTRICT
embraces the whole of Freemont Island, in Great Salt Lake. It was organized August 3, 1871. The first developments made on the island were under the auspices of the Utah and Nebraska Mining Company. There are thirty-eight lodes located in the district, and considerable work has been done there. Among the most notable lodes are the Davis, copper lode; Queen Catherine, silver; the Island, silver. Gold-bearing quartz is found all through the district. A slate quarry has been located on the island, which will undoubtedly prove valuable in time.
OGDEN JUNCTION DISTRICT.
Organized April 22, 1871; in which has been recorded 275 locations, none of them worked sufficient to test their real value, except the iron mines, which included most of the late locations. There has been as much as $1,000 laid out on each of several mines, and some have been sunk to the depth of sixty feet. The district contains iron, zinc, antimony and cin- nabar, with a small percentage of silver and of copper. The iron ore, of which there is plenty, has been tested and pronounced of a good quality.
PINTO DISTRICT,
in Iron County, may be considered practically the pioneer of iron min- ing and manufacturing, although some iron was reduced and worked in the same region over thirty years ago. The Great Western Iron Mining and Manufacturing Company had, at Iron City, in this district, a blast furnace, an air furnace, a foundry, machine shops, drying house, and other requisites for carrying on the manufacture of iron, and once made arrang- ments for extensive developments of their property. They owned thirty iron locations, one zinc location, with the vein traceable 6,000 feet, and assaying 50 per cent. metal, and three silver bearing locations, one having a tunnel in seventy-five feet, assays from the ore, which is free milling, showing $171 of silver to the ton. Other claims are located in the district, but little develop- ment has been done on them. Coal also exists extensively in this district.
SNAKE CREEK DISTRICT.
About thirty miles from Salt Lake City, and some twenty-five miles from the Union Pacific Railroad, on the eastern slope of the Divide, between the Little and Big Cottonwood .. The leading mining claims are the Lalla, with a shaft down some fifty to fifty-five feet, and two other shafts about fifteen feet deep, having an open cut of twelve-foot face to the tunnel; a vein over seven feet assays from 1276 to 62 per cent. copper. The Shark, Emily, Hattie, Empress, Blue Jacket, Mary Jane and Matilda are all promising locations.
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UTAH RAILROADS.
UTAH's total railroad system aggregates 1, 143 miles. This includes both broad and narrow gauge roads, and is divided as follows, the Denver and Rio Grande, as will be seen, having the greatest length:
DENVER AND RIO GRANDE.
Miles. Miles.
Ogden to Grand Junction,
346
Bingham Junction to Bingham, . 16
Pleasant Valley Junction to Coal Mine, 8
Bingham Junction to Alta, .
16
Total,
386
UNION PACIFIC.
Ogden to Wasatch (Union Pacific), 65
Ogden to Franklin (Utah and Northern), 81
Echo to Park City (Echo and Park City), 32
Utah Eastern, 25
Lehi Junction to Silver City (Salt Lake and Western),
57
Utah and Nevada, 37
Total,
297:
UTAH CENTRAL.
Ogden to Frisco,
280
CENTRAI. PACIFIC.
Ogden to Dividing line,
150
SANPETE VALLEY.
Nephi to Wales,
30
Grand Total, 1, 143
That the more rapid development of the Territory is due to the existence of railroads is an undeniable fact; but the reflection cannot be overcome that whatever of internal development has been accomplished through the medium of railroads is due almost entirely to local, rather than to through lines. As evidence of the truth of this assertion, it is only necessary to compare the history of Utah's imports with that of her exports. To the local fines in general, and to the Pioneer Utah Central line in an especial degree, is due whatever of credit belongs to railroads as an instrument tending to assist in internal development. It is also true that, until within about a twelvemonth, the history of the imports and exports of Utah is inseparably associated with the Pioneer line since the advent of railroads into this Territory. There is an evident disposition, less forcibly expressed at the present period than
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UTAH GAZETTEER.
previously, on the part of both through lines, to make their power and influence felt wherever, in the Territory, there is a reasonable probability of commercial activity which foresight or speculation will enable them to detect. This policy has been carried to an extent to absorb all local rail- road enterprises, excepting, perhaps the Utah Central. The Union Pacific, or this end of it, was built largely by Utah people. To a still greater extent the completion of the western branch of the Denver and Rio Grande is indebted to the same source. With these two exceptions, and the Echo and Park City, and the Salt Lake and Western, and the Central Pacific, all the lines in Utah are the result of local enterprise; and while much of the means may have been imported, it came here as a result of the enterprise of resi- dents of the Territory. Thus, while the Union Pacific, Central Pacific, Denver and Rio Grande and the Echo and Park City, and Salt Lake and Western, aggregating 600 miles of road were built by large moneyed concerns, the remaining 543 miles, embracing eighty-one miles of the Utah and Northern, thirty miles of the Sanpete Valley, fifty miles of the Pleasant Valley, (now incorporated in the Denver and Rio Grande Western), twenty- five miles of the Utah Eastern, sixteen miles of the Bingham Canyon, and a like amount of the Wasatch and Jordan Valley, thirty-seven miles of the Utah and Nevada, eight miles to the Pleasant Valley coal mines from the main line of the Denver and Rio Grande, and the 280 miles of the Utah Central, are the result of local energy and enterprise, absorbed in whatever direction they may be at the present time. So far as the people of Utah are concerned, in a financial way, railroad building has been a decidedly unprofitable enterprise. With the exception of the Utah Central, the lines built by them have passed entirely into other hands, and now belong to one or the other of the large trunk lines that have found their way into Utah. Not only have the circumstances under which many of them were built (and this involves a discussion out of place here) been of the most trying character, but the possession has departed from the original owners almost for a song. There is much that is lamentable connected with the history of railroad building in Utah, and it would make a very interesting, if not an entertaining, chapter in a work treating on inter-territorial commerce.
Owing to the land subsidy given by the general government to forward the work of securing trans-Atlantic rail communication, both the Central Pacific and the Union Pacific urged their lines forward with the utmost practicable rapidity. As the lines approached, the energy displayed by both was the greater. The engineers of the two roads clasped hands in Utah at a point called the Promontory, some distance north and west of Ogden. By mutual consent a joint or union depot was located at Ogden. Through communication was established in May of 1869. Since that time the
CENTRAL PACIFIC
has had little interest in Utah, save that which arose because the eastern terminus of it sline was located here. The 150 miles it owned originally, still consitute its entire Utah possession, and though there have been endless rumors of impending extensions and changes by this road, none, however, have been realized in fact, and there remains no imminent probability of a change in the policy heretofore pursued by the Central Pacific Company. What developments the ever-increasing railroad complications may bring about, no man can tell; nor can he point even to the hour when the whole policy may be radically changed. A. G. Fell is division superintendent; Jas. Forbes, freight and ticket agent, and M. S. Severance, Salt Lake agent.
THE UNION PACIFIC,
from the possession of its original sixty-five miles, extending from Wasatch to Ogden, has pressed forward its interests until, to-day, it is in acknowl-
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UTAH GAZETTEER.
edged control of the Echo and Park City, the Utah Eastern, the Utah, and Northern, the Utah and Nevada and the Salt Lake and Western (the three Utah named lines being narrow-gauge. the remainder standard); while it is presumed to have large interests otherwise. The accessions have been gradual and were undoubtedly necessary, or they would not have been acquired. Its admitted mileage in Utah is 279 miles, while its close associa- tion with the Utah Central gives it practically 280 miles more. Whatever projections it may have, come under its branch lines. Mr. W. C. Borland is the present passenger representative of the general Union Pacific interests in Utah; Mr. F. R. McConnell is managing and directing its freight interests; while Mr. F. C. Gentsch has control of the express system.
DENVER AND RIO GRANDE.
The advent of the Denver and Rio Grande Western Railway was hailed with much satisfaction, for a variety of reasons, some of which were tangible, while others were not. As a medium that would assist in the more rapid development and settlement of a section of Utah then difficult of access, its completion was anxiously desired, and the results have been agreeable to the most sanguine expectations; but as an instrument by which a permanent reduction in the tariff on importations was to be brought about, and as the foundation of a renewed era of prosperity, it has been, as the judicious and far-seeing must have known, a failure. It has, to-day, a length in Utah of 863 miles and, extending from a point near the eastern intersection of Uintalı and Emery Counties, runs through the whole width and almost length of the latter county, and through Utah, Salt Lake, Davis and into Weber Coun- ties. Its branch lines are the Little Cottonwood and Bingham Railroads, with a small section running to the coal mines in Pleasant Valley. Of this road, ninety miles is the work of purely local enterprise, taking in fifty miles of the main line formerly built by the inhabitants of Springville, the Packard Brothers investing mainly in the concern, and its completion from Spring- ville, in Utalı County, being due to the exertion of these gentlemen. This fifty miles, which runs up the Spanish Fork Canyon, was then known as the
UTAH AND PLEASANT VALLEY RAILROAD.
Since that time it has been incorporated by the Denver and Rio Grande and become part of its main line. The old organization, naturally, is now defunct. The impending extensions of the Denver and Rio Grande are very numerous, and at this writing there seems to be no really defined deter- mination to push forward in any particular direction. A road to Castle Valley, in Emery County, a line extending south and paralleling the Utah Southern, another branching north through Cache Valley and running over the same country as the Utah and Northern, with spurs both east and west, have been talked of, and some promised, and may even be realized, but there is no imminent probability of much being done in the immediate future, particu- larly in view of the unfavorable cast of the western railroad horizon as it appears at present. Mr. W. H. Bancroft is the superintendent for this divi- sion; E. H. Mudgett, passenger agent; Mr. S. W. Eccles has charge of the freight department, while J. C. McCadden controls the express department.
THE UTAH CENTRAL
is the pioneer line of Utah, and is the only one which, through the vicissi- tudes of railroading in this section, has preserved its original identity. It was the necessary outgrowth of the completion of the Central and Union Pacific roads, and is singularly the work of local energy and capital, or that portion of it is which extends from Salt Lake City to Ogden. Connection was established over the continent by the Central Pacific and Union Pacific
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UTAH GAZETTEER.
on the 10th day of May, 1869. One week later, May 17th, the Utah Central was commenced at Ogden. The company to build the line was organized on the 8th of March preceding. At the time of its building there was but little money in the Territory. It was only by the ready help which came from the people in response to the call made by President Brigham Young, under whose direction the road was pushed forward, that it was possible to complete the line. The last rail was laid January 10th, 1870, less than eight months after the work commenced, and the event was celebrated by the blowing of whistles, the ringing of bells, firing of cannon and by the assem- bling of a vast concourse of people at the site of the present Utah Central depot grounds, to whom addresses were made by prominent persons, which were responded to by ringing cheers. The length of this branch of the Utah Central is thirty-seven miles. In May, of 1871, the
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