Sitting in Ogden were the five Union Pacific locomotives No.

A hastily wired message to Ogden requested rescue. Unfortunately, this action left Durant without a locomotive. The cars of nervous dignitaries then coasted across the unstable structure. However, after assuring Durant that the bridge would support the lighter passenger coaches, the engineer gave each coach a push with his locomotive. This left the bridge unsafe for the heavy engine, and the engineer refused to cross. When the Durant Special reached the river at the Devil’s Gate Bridge, the locomotive’s engineer saw the raging water had removed some of the bridge supports. While Durant was delayed, the rain-swollen Weber River continued to rise. The delay caused Durant substantial embarrassment, cost his original locomotive her place in history and moved the Golden Spike Ceremony to May 10. There to greet Durant were over 400 laid off tie cutters, who had been waiting three months to be paid.ĭurant’s coach was immediately chained to the siding, and after a delay of nearly two days, the men’s pay arrived. Like Stanford, Durant originally chose a different locomotive to take part in the Golden Spike Ceremony.Įn route to Promontory for the ceremony, which was scheduled for May 8, the Durant Special was forced onto a siding and stopped at the little town of Piedmont, Wyoming, not far from the Utah border. 119 received the call to pull Union Pacific Vice-President Thomas Durant and his contingent of dignitaries to Promontory Summit. her sale brought the railroad a scrapper’s fee of $1,000.ĭuring November 1868, Rogers Locomotive and Machine Works of Paterson, New Jersey, built Union Pacific locomotives No. The locomotive that had once been the proud Jupiter, ran on the Globe until the early 1900’s when, despite efforts of her last engineer to save her, the railroad sold their historic locomotive to scrappers. There she had a loyal following and only one more change awaited “Ol’ One Spot.” Being the first locomotive on their railroad, the GVG&N renamed her N0. 1195 was sold later that same year to the Gila Valley, Globe, and Northern Railroad in Arizona. 1195 was converted into a coal burning locomotive. Even her pilot, which had vertical slats, was replaced with one having horizontal slats. 1195, a name change was accompanied by even greater changes such as a new boiler and new bonnet. The Jupiter name was dropped in the 1870’s when the locomotive was repainted, and in 1891, her number was changed from No. In 1885, Central Pacific was absorbed into the Southern Pacific Railroad system.

After her glorious moment in 1869, Jupiter continued service as a Central Pacific passenger locomotive.

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