Ogden yards "transfer man" c. 1880
From: "Vella Evans" vella@infowest.com
... My Great Grandfather, Robert Faddies, worked in the Ogden, Utah, yards from about 1875 to 1880. He was called a "transfer man" at the time, but current railroaders can't tell me what kind of work a transfer man did. Can you, please.
—Vella Evans, St. George, Utah
posted from CPRR Discussion Group at 3:48 PM
6 Comments:
From: LMullaly@roguecc.edu
Just a guess. Transfer companies such as Kennedy in San Francisco at this time, moved people's luggage from hotel to train. Luggage would be left off in advance of a trip and then brought to the railroad by the company. Not certain how this would apply at Ogden, however.
—Larry Mullaly
From: KyleWyatt@aol.com
In the time period discussed there is another possibility for a "transfer man." The narrow gauge Utah Northern met the standard gauge Union Pacific and Central Pacific at Ogden, with freight having to be transferred from the cars of one gauge to the cars of the other gauge.
A little bit later, in the mid 1880s, the narrow gauge Denver & Rio Grande Western reached Ogden form the south. There was a Ramsey transfer installed, a devise that allowed truck of one gauge to be removed and replaced with trucks of the other gauge, so the actual cars could go on through. A "Transfer Man" might also have operated the Ramsey transfer.
All this is speculation, and any one of the suggestions (above and below) might explain how the name "Transfer Man" was actually used.
—Kyle Wyatt
From: "Vella Evans" vella@infowest.com
Thanks to everyone!
I'm writing the history of my great grandparents. Now a mystery has been solved, and a hole in the text can be filled in. I appreciate the expertise, generosity, and promptness of your response. Thanks again.
—Vella Evans
From: "Vella Evans" vella@infowest.com
Now I have a copy of an article from the Ogden Standard Examiner dated June 15, 1880. It contains information about my great grandfather; but the matter that might interest you has to do with the Ogden yard. That section reads as follows: " ... the account given of the affair by several of the boys who were transferring rails from the U.P. to the C.P. train in the vicinity ... " Does this information square with your understanding?
—Vella Evans
From: "Chris Graves" caliron@cwnet.com
That passage explains how one can still find Union Pacific rail on the CPRR grade between Pequop Summit and Promontory Summit. That rail is consistently branded URM Co. 3 (March) 1879; it consistently has the UPRR shape. Thanks for solving the mystery.
—G J Chris Graves, NewCastle, AltaCal'a
From: "Edson T. Strobridge" etstrobridge@fix.net
The CP purchased 3,000 tons of 60 lb steel from URM in 1878 and it was laid as replacement rail in several locations from Elko to Monument Point, most of it was laid through the Pequop Mountains according to the "Engineer's Report" in the 1887 USPRC report. That would account for the date of the brand you relate. So far as having the UPRR shape it is more likely that by 1879 both railroads were using a standard industry pattern for 60lb rail. The UP also bought their first 60lb. steel rail in 1878 but I have no information as to where it was laid.
The rail referred to by Vella Evans is more likely 50 lb. steel rail purchased by the P.I.Co. for the Southern Pacific extension from Yuma to Texas, then (July 1880) laying track about 100 miles east of Tucson in Arizona. It could have been any number of different brands but probably not URM as the Union Rolling Mill Co. company changed it's name by 1880 to the Union Iron & Steel Co. and eventually became a part of the Illinois Steel Co.
—Ed Strobridge
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