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{{Short description|Former train operator, now owned by Union Pacific}}
[[Image:Salt_Lake_Route.jpg|right|200px|thumb|Corporate logo of the San Pedro, Los Angeles & Salt Lake Railroad.]]
[[File:Salt Lake Route.jpg|right|thumb|Original corporate logo of the San Pedro, Los Angeles & Salt Lake Railroad]]
The '''''San Pedro, Los Angeles and Salt Lake Railroad''''' (SP, LA&SL) is a now-defunct rail company that completed and operated a railway line between its namesake cities, via [[Las Vegas, Nevada]]. Incorporated in 1901 as the San Pedro, Los Angeles and Salt Lake Railroad, the line was largely the brainchild of [[William Andrews Clark]], a [[Montana]] mining baron and United States Senator. Construction of the railroad's main line was completed in 1905, and the company adopted the LA&SL name in 1916. The railway was also known by its official nickname, "The Salt Lake Route," and was sometimes informally referred to as "The Clark Road."
[[File:SPLASLworkers.jpeg|thumb|SPLA&SL railroad workers, early 1900s in the Tintic Mining District, Utah]]

The '''Los Angeles and Salt Lake Railroad''' {{reporting mark|SLR}}<ref>{{cite book |author = [[Railway Equipment and Publication Company]] |url = https://books.google.com/books?id=1A3WAAAAMAAJ&pg=PA635 |title = The Official Railway Equipment Register |date = June 1917 |page = 635 }}</ref> was a rail company in [[California]], [[Nevada]], and [[Utah]] in the United States, that completed and operated a railway line between its namesake cities ([[Salt Lake City]], Utah, and [[Los Angeles]], California), via [[Las Vegas]], [[Nevada]]. Incorporated in Utah in 1901 as the '''San Pedro, Los Angeles and Salt Lake Railroad''', the line was largely the brainchild of [[William Andrews Clark]], a [[Montana]] mining baron and United States Senator. Clark enlisted the help of Utah's U.S. Senator [[Thomas Kearns]], mining magnate and newspaper man, to ensure the success of the line through Utah.<ref>{{cite book |title = The First Hundred Years: A History of The Salt Lake Tribune 1871–1971 |last = Malmquist |first = O.N. |publisher = Utah State Historical Society |year = 1971 |location = Salt Lake City |page = 209 }}</ref> Construction of the railroad's main line was completed in 1905. Company shareholders adopted the LA&SL name in 1916. The railway was also known by its official nickname, "The Salt Lake Route", and was sometimes informally referred to as "The Clark Road". The tracks are still in use by the modern [[Union Pacific Railroad]], as the [[Cima Subdivision|Cima]], [[Caliente Subdivision|Caliente]], [[Sharp Subdivision|Sharp]], and [[Lynndyl Subdivision]]s.


==History==
==History==
[[File:SPLASL-32.jpeg|thumb|left|San Pedro, Los Angeles, and Salt Lake Railroad locomotive#32, early 1900s]]
The development of the railway line that later became the SP, LA&SL began in 1871, when the [[Utah Southern Railroad]] began constructing trackage southward from [[Salt Lake City, Utah|Salt Lake City]]. The Utah Southern, controlled by the much larger [[Union Pacific Railroad]] (UP), built a line to a station known as Juab, Utah in 1879. From there, a second UP subsidiary known as the [[Utah Southern Railroad Extension]] took up the work, completing trackage as far as [[Milford, Utah]] in 1880. By the end of the century, these and other lines had been absorbed into the [[Oregon Short Line Railroad]], a far larger UP subsidiary.
The development of the railway line that became the LA&SL began in 1871 when the [[Utah Southern Railroad (1871–1881)|Utah Southern Railroad]] began laying track southward from Salt Lake City. The Utah Southern, controlled by the larger [[Union Pacific Railroad]] (UP), built a line to a station known as [[Juab, Utah|Juab]], Utah, in 1879. From there a second UP subsidiary known as the [[Utah Southern Railroad Extension]] took up the work, completing trackage as far as [[Milford, Utah|Milford]], Utah, in 1880.<ref>{{cite book |title = The Los Angeles and Salt Lake Railroad Company: Union Pacific's Historic Salt Lake Route |last = Signor |first = John R. |publisher = [[Golden West Books]] |year = 1988 |location = San Marino, California |isbn = 0-87095-101-7 |pages = 12–13 }}</ref> By the end of the century, these and other lines had been absorbed into the [[Oregon Short Line Railroad]], a far larger UP subsidiary.


Work on extending the Milford line southward began by 1889, but no tracks were actually laid due to financial issues. Construction resumed in 1899, however, when the route was completed as far as the Utah-Nevada border. Substantial grading work also took place in Nevada, and the UP's stated intent was to continue expanding the line all the way to southern California.
Work on extending the Milford line southward began by 1889, but no tracks were actually laid due to financial issues. Construction resumed in 1899 when the route was completed as far as the Utah–Nevada border. Grading work extended into Nevada, and the UP's stated intent was to continue the line all the way to southern California.


Another player entered the scene in 1900, when [[William Andrews Clark]] acquired the struggling [[Los Angeles Terminal Railway]] with an eye to extending the line northeast to Salt Lake.<ref>{{harvp|Signor|1988|pp= 22–26}}.</ref> The railroad was reincorporated in 1901 as the San Pedro, Los Angeles & Salt Lake Railroad, and Clark announced plans to construct a line between Salt Lake and southern California. Clark assembled political and financial supporters to assist in the project, both in California and Utah. The competing Union Pacific Railroad and its formidable leader [[E. H. Harriman]] stood in opposition to Clark's plan.
In spite of this, none of these railroads were successful in this effort. It was only when [[William Andrews Clark]] acquired the struggling [[Los Angeles Terminal Railway]] with an eye to extending the line northeast to Salt Lake. The railroad was soon reincorporated as the San Pedro, Los Angeles & Salt Lake Railroad in Utah. Among the original incorporator's and investor's was U.S. Senator [[Thomas Kearns]], one of the richest and most powerful men in Utah and his business partner David Keith. Kearns and Keith who owned profitable mines in Utah and Nevada also owned [[The Salt Lake Tribune]] newspaper. They would help to ensure the completion and success of the SP, LA & SL RR in Utah, into Nevada and onto California. Of interest is Reed Smoot, later to become a Utah U.S. Senator and LSD Apostle who Clark invited as an initial incorporator for his potential influence. Smoot was running for the U.S. Senate at the time, but LDS president Snow favored Thomas Kearns and Smoot became insignificant to Clark and faded from the SP, LA & SL corporate roster. With almost unlimited funds available, Clark announced plans to construct a line between Salt Lake and southern California. Clark's forces began construction work in Nevada, along the existing UP grade, and a brief "railroad war" ensued before Clark and the UP called a truce in 1903. Their agreement called for Clark's railroad to acquire the existing UP trackage south of Salt Lake City; in turn, the UP received a 50% ownership interest in the SP,LA&SL. Construction of the remaining line proceeded rapidly, and the complete Salt Lake-Los Angeles line was opened on [[May 1]], [[1905]]. In California, the SP,LA&SL negotiated a [[trackage rights]] agreement allowing it to use the existing [[Atchison, Topeka and Santa Fe Railway]] route over [[Cajon Pass]], in lieu of constructing their own tracks across the pass.


[[File:Salt Lake Route newspaper ad.jpg|thumbnail|Newspaper ad with a map of the system, 1904.]]
⚫
Clark's forces began construction work in Nevada, along the existing UP grade, and a brief "railroad war" ensued before Clark and the UP called a truce in 1903. Their agreement called for Clark's railroad to acquire the existing UP trackage south of Salt Lake City; in turn, the UP received a 50% ownership interest in Clark's railroad. Construction of the remaining line proceeded rapidly, and the complete Salt Lake-Los Angeles line was opened on [[May 1]], [[1905]]. In California, Clark negotiated a [[trackage rights]] agreement allowing his new line to use the existing [[Atchison, Topeka and Santa Fe Railway]] route over [[Cajon Pass]], in lieu of constructing its own tracks across the pass.
[[File:Salt lake Route.jpg|thumb|Advertisement from 1906]]
⚫
Clark's forces began construction work in Nevada, along the existing UP grade, and a brief "railroad war" ensued before Clark and the UP called a truce in 1903. Their agreement called for Clark's railroad to acquire the existing UP trackage south of Salt Lake City. In turn, the UP received a 50% interest in Clark's railroad.<ref>{{harvp|Signor|1988|p= 34}}.</ref> Construction of the remaining line proceeded rapidly to [[Daggett, California|Daggett]], California, where it connected to the [[Atchison, Topeka and Santa Fe Railway]] (ATSF), and the complete Salt Lake–Los Angeles line was opened on May 1, 1905. In California, Clark negotiated a [[trackage rights]] agreement from Daggett to [[Riverside, California]], allowing his new line to use the existing ATSF route over [[Cajon Pass]], in lieu of constructing its own tracks across the pass.<ref>{{harvp|Signor|1988|p= 37}}.</ref>


[[File:08103-Riverside, Cal.-1906-Depot-Brück & Sohn Kunstverlag.jpg|thumb|[[Riverside station (Union Pacific Railroad)|Riverside depot]] of the Los Angeles and Salt, photo postcard published by {{ill|Brück & Sohn|de}} {{circa|1906}}]]
On [[April 16]], [[1916]], the railroad's stockholders voted to remove "San Pedro" from the corporation's name, a reflection of the fact that the former town of [[San Pedro, California|San Pedro]] had been annexed into the city of Los Angeles in 1909. The LA&SL operated independently until [[April 27]], [[1921]], when the UP agreed to acquire Clark's half-interest in the railroad. From that point on, the LA&SL lines were operated as an integral part of the UP system, although the LA&SL corporation continued to exist on paper until 1987. The former LA&SL main line remains an integral part of the UP network today.
On April 16, 1916, the railroad’s stockholders voted to remove "San Pedro" from the corporation's name. The former town of [[San Pedro, California|San Pedro]] had been consolidated within Los Angeles in 1909. The LA&SL operated independently until April 27, 1921, when the UP agreed to acquire Clark's half-interest in the railroad. After 1921 the LA&SL lines were operated as part of the UP system, although the LA&SL corporation continued to exist on paper until January 1, 1988.<ref>{{harvp|Signor|1988|p= 223}}.</ref> The former LA&SL main line remains part of the UP network today as the Caliente and Lynndyl subdivisions.


In 1925, LA&SL reported 1,158 million ton-miles of revenue freight and 192 million passenger-miles. At the end of that year it operated {{convert|1208|mi|km}} of road and {{convert|1970|mi|km}} of track.
==Route and stations==
[[Image:Kelso railroad depot.jpg|right|thumb|The LA&SL railroad depot in Kelso, California.]]
⚫
Following standard railroad practice, the LA&SL designated a series of locations along its route as "division points" -- bases for the railroad's operational and maintenance activities. Traveling southwestward from Salt Lake, the railroad's division point towns were [[Lynndyl, Utah]]; Milford; [[Caliente, Nevada]]; Las Vegas; [[Yermo, California]]; and [[San Bernardino, California]]. The railway also maintained a substantial presence in the remote town of [[Kelso, California]]. Nearly the entire route of the railroad traversed rugged and largely unpopulated desert terrain. There were no major population centers between the railroad's endpoints until the city of Las Vegas began its rapid growth in the mid-twentieth century.

⚫
The SP, LA&SL was known for its [[depot]] buildings, many of which were large and imposing structures designed in the [[Mission Revival]] architectural style. The largest such depot, at Milford, was razed in 1979, but landmark SP,LA&SL stations in Caliente and Kelso survive today. Several smaller Mission Revival depots erected by the railroad still exist in southern California, as well. At least two of the railroad's smaller stations, at [[Lund, Utah|Lund]] and [[Black Rock, Millard County, Utah|Black Rock, Utah]], were designed by the noted architect [[Gilbert Stanley Underwood]].

The ''San Pedro, Los Angeles and Salt Lake Railroad'' (SP, LA&SL) is a now-defunct rail company that completed and operated a railway line between its namesake cities, via [[Las Vegas, Nevada]]. Incorporated in 1901 as the San Pedro, Los Angeles and Salt Lake Railroad, the line was largely the brainchild of [[William Andrews Clark]], a [[Montana]] mining baron and United States Senator. Construction of the railroad's main line was completed in 1905, and the company adopted the LA&SL name in 1916. The railway was also known by its official nickname, "The Salt Lake Route," and was sometimes informally referred to as "The Clark Road."


Originally, the LA&SL tracks through Utah were the approximate boundary between the [[Pacific Time Zone]] and the [[Mountain Time Zone]]. However, in April 1969, the time zone boundary was moved such that all of Utah was in the Mountain Time Zone.<ref>{{cite book |url = https://books.google.com/books?id=uhxBAAAAIAAJ&pg=PA15 |pages = 5,21 |author = [[U.S. Department of Transportation]] |title = Standard Time in the United States |year = 1970 }}</ref>


==Route and stations==
==Route and stations==
[[Image:Kelso railroad depot.jpg|right|thumb|The LA&SL railroad depot in Kelso, California.]]
[[File:Kelso railroad depot.jpg|left|thumb|[[Kelso Depot|LA&SL depot]] in [[Kelso, California|Kelso]], [[California]], December 2004]]
[[File:CalienteNV.jpg|right|thumb|The [[Caliente Railroad Depot|Caliente Depot]], in [[Caliente, Nevada|Caliente]], [[Nevada]], January 2007]]
Following standard railroad practice, the LA&SL designated a series of locations along its route as "division points" -- bases for the railroad's operational and maintenance activities. Traveling southwestward from Salt Lake, the railroad's division point towns were [[Lynndyl, Utah]]; Milford; [[Caliente, Nevada]]; Las Vegas; [[Yermo, California]]; and [[San Bernardino, California]]. The railway also maintained a substantial presence in the remote town of [[Kelso, California]]. Nearly the entire route of the railroad traversed rugged and largely unpopulated desert terrain. There were no major population centers between the railroad's endpoints until the city of Las Vegas began its rapid growth in the mid-twentieth century.


⚫
Following standard railroad practice, the LA&SL designated a series of locations along its route as "division points"—bases for the railroad's operational and maintenance activities. Traveling southwestward from Salt Lake, the railroad's division point towns were [[Lynndyl, Utah|Lynndyl]] and Milford in Utah; [[Caliente, Nevada|Caliente]] and Las Vegas in Nevada; and [[Yermo, California|Yermo]] and [[San Bernardino, California|San Bernardino]] in California.<ref>{{harvp|Signor|1988|p= 42}}.</ref> The railway also maintained a substantial presence in the remote town of [[Kelso, California]]. Nearly the entire route of the railroad traversed rugged and largely unpopulated desert terrain. There were no major population centers between the railroad's endpoints until the city of Las Vegas began its rapid growth in the mid-twentieth century.
The SP, LA&SL was known for its [[depot]] buildings, many of which were large and imposing structures designed in the [[Mission Revival]] architectural style. The largest such depot, at Milford, was razed in 1979, but landmark SP,LA&SL stations in Caliente and Kelso survive today. Several smaller Mission Revival depots erected by the railroad still exist in southern California, as well. At least two of the railroad's smaller stations, at [[Lund, Utah|Lund]] and [[Black Rock, Millard County, Utah|Black Rock, Utah]], were designed by the noted architect [[Gilbert Stanley Underwood]].


⚫
The LA&SL was known for its [[train station|depot]] buildings, many of which were imposing structures in the [[Mission Revival]] architectural style.<ref>{{harvp|Signor|1988|p= 40}}.</ref> The largest such depot, at Milford, was razed in 1981 and replaced with a smaller rail office, which remains in use today.<ref name=strackup>{{cite web |url = http://utahrails.net/up/up-in-ut-1900-1996.php |title = Union Pacific In Utah, 1900–1996 |date = October 19, 2018 |first = Don |last = Strack |work = UtahRails.net |access-date = November 28, 2018 }}</ref> The landmark LA&SL stations in [[Caliente station|Caliente]] and [[Kelso Depot|Kelso]] survive today. Several smaller Mission Revival depots erected by the railroad still exist in southern California. At least two of the railroad's smaller stations, at [[Lund, Utah|Lund]] and [[Black Rock, Millard County, Utah|Black Rock]] in Utah, were designed by the noted architect [[Gilbert Stanley Underwood]]. The [[Salt Lake City Union Pacific Depot|Salt Lake City depot]] was built in the French Renaissance style and is a landmark in that city.
⚫
==External Links==

* [http://utahrails.net/ Chronology and historical data at UtahRails.net]
==See also==
{{portal|Trains}}
* [[Railroad Cottage Historic District]] — ''Las Vegas''
* [[Salt Lake Station]] — Los Angeles


==References==
==References==
{{reflist}}
{{reflist}}
*'[[The Salt Lake Tribune]]', arhives, Marriott Library, University of Utah 1900-1933


==Additional reading==
*Myrick, David F, ''Railroads of Nevada, Vol I & II'', 1962, Howell-North Books LOC No. 62-22034
{{refbegin}}
* {{cite book |title = Railroads Of Nevada and Eastern California: Volume 2 |last = Myrick |first = David F. |publisher = Howell-North Books |year = 1962 |location = Berkeley |isbn = 978-0-87417-194-5 }}
* {{cite journal |last = Strother |first = French |date = January 1906 |title = Swinging The March of Empire Southwestward |journal = [[World's Work|The World's Work: A History of Our Time]] |volume = XI |pages = 7072–7078 |url = https://books.google.com/books?id=bn8chfRnjScC&pg=PA7072 |access-date = 2009-07-10 }}
{{refend}}

⚫
==External links==
{{Commons category|Los Angeles and Salt Lake Railroad}}
* [https://utahrails.net/up/splasl-lasl-1901-1936.php UtahRails.net: Los Angeles and Salt Lake Railroad chronology and historical data]
* {{cite news |url = http://cdnc.ucr.edu/cgi-bin/cdnc?a=d&d=LAH19030506.2.299.52 |title = Salt Lake Route |date = 6 May 1903 |author = <!--Staff writer(s); no by-line.--> |newspaper = Los Angeles Herald |access-date = 15 November 2016 }}


{{s-start}}
{{succession box|title=[[Nevada Historical Markers]]||before= [[Gardner's Ranch]] | after = [[Carson City Mint]]| years ='''195'''}}
{{s-end}}
{{Former Class I}}

{{Authority control}}


*Malmquist, O.N. ''The First 100 Years, A History of the Salt Lake Tribune 1871-1971. 1971 Published by the Utah State Historical Society. LOC No. 74-158989
*Signor, John R. ''The Los Angeles and Salt Lake Railroad Company: Union Pacific's Historic Salt Lake Route''. San Marino, California: Golden West Books, 1988. ISBN 0-87095-101-7.


[[Category:Utah railroads]]
[[Category:Los Angeles and Salt Lake Railroad| ]]
[[Category:California railroads]]
[[Category:Defunct California railroads]]
[[Category:Nevada railroads]]
[[Category:Defunct Nevada railroads]]
[[Category:Utah railroads]]
[[Category:Defunct Utah railroads]]
[[Category:Union Pacific Railroad]]
[[Category:Predecessors of the Union Pacific Railroad]]
[[Category:Former Class I railroads in the United States]]
[[Category:Railway companies established in 1916]]
[[Category:American companies established in 1916]]
[[Category:Railway companies disestablished in 1987]]
[[Category:American companies disestablished in 1987]]

Latest revision as of 15:23, 16 May 2024

Original corporate logo of the San Pedro, Los Angeles & Salt Lake Railroad
SPLA&SL railroad workers, early 1900s in the Tintic Mining District, Utah

The Los Angeles and Salt Lake Railroad (reporting mark SLR)[1] was a rail company in California, Nevada, and Utah in the United States, that completed and operated a railway line between its namesake cities (Salt Lake City, Utah, and Los Angeles, California), via Las Vegas, Nevada. Incorporated in Utah in 1901 as the San Pedro, Los Angeles and Salt Lake Railroad, the line was largely the brainchild of William Andrews Clark, a Montana mining baron and United States Senator. Clark enlisted the help of Utah's U.S. Senator Thomas Kearns, mining magnate and newspaper man, to ensure the success of the line through Utah.[2] Construction of the railroad's main line was completed in 1905. Company shareholders adopted the LA&SL name in 1916. The railway was also known by its official nickname, "The Salt Lake Route", and was sometimes informally referred to as "The Clark Road". The tracks are still in use by the modern Union Pacific Railroad, as the Cima, Caliente, Sharp, and Lynndyl Subdivisions.

History[edit]

San Pedro, Los Angeles, and Salt Lake Railroad locomotive#32, early 1900s

The development of the railway line that became the LA&SL began in 1871 when the Utah Southern Railroad began laying track southward from Salt Lake City. The Utah Southern, controlled by the larger Union Pacific Railroad (UP), built a line to a station known as Juab, Utah, in 1879. From there a second UP subsidiary known as the Utah Southern Railroad Extension took up the work, completing trackage as far as Milford, Utah, in 1880.[3] By the end of the century, these and other lines had been absorbed into the Oregon Short Line Railroad, a far larger UP subsidiary.

Work on extending the Milford line southward began by 1889, but no tracks were actually laid due to financial issues. Construction resumed in 1899 when the route was completed as far as the Utah–Nevada border. Grading work extended into Nevada, and the UP's stated intent was to continue the line all the way to southern California.

Another player entered the scene in 1900, when William Andrews Clark acquired the struggling Los Angeles Terminal Railway with an eye to extending the line northeast to Salt Lake.[4] The railroad was reincorporated in 1901 as the San Pedro, Los Angeles & Salt Lake Railroad, and Clark announced plans to construct a line between Salt Lake and southern California. Clark assembled political and financial supporters to assist in the project, both in California and Utah. The competing Union Pacific Railroad and its formidable leader E. H. Harriman stood in opposition to Clark's plan.

Newspaper ad with a map of the system, 1904.
Advertisement from 1906

Clark's forces began construction work in Nevada, along the existing UP grade, and a brief "railroad war" ensued before Clark and the UP called a truce in 1903. Their agreement called for Clark's railroad to acquire the existing UP trackage south of Salt Lake City. In turn, the UP received a 50% interest in Clark's railroad.[5] Construction of the remaining line proceeded rapidly to Daggett, California, where it connected to the Atchison, Topeka and Santa Fe Railway (ATSF), and the complete Salt Lake–Los Angeles line was opened on May 1, 1905. In California, Clark negotiated a trackage rights agreement from Daggett to Riverside, California, allowing his new line to use the existing ATSF route over Cajon Pass, in lieu of constructing its own tracks across the pass.[6]

Riverside depot of the Los Angeles and Salt, photo postcard published by Brück & Sohn [de] c. 1906

On April 16, 1916, the railroad’s stockholders voted to remove "San Pedro" from the corporation's name. The former town of San Pedro had been consolidated within Los Angeles in 1909. The LA&SL operated independently until April 27, 1921, when the UP agreed to acquire Clark's half-interest in the railroad. After 1921 the LA&SL lines were operated as part of the UP system, although the LA&SL corporation continued to exist on paper until January 1, 1988.[7] The former LA&SL main line remains part of the UP network today as the Caliente and Lynndyl subdivisions.

In 1925, LA&SL reported 1,158 million ton-miles of revenue freight and 192 million passenger-miles. At the end of that year it operated 1,208 miles (1,944 km) of road and 1,970 miles (3,170 km) of track.

Originally, the LA&SL tracks through Utah were the approximate boundary between the Pacific Time Zone and the Mountain Time Zone. However, in April 1969, the time zone boundary was moved such that all of Utah was in the Mountain Time Zone.[8]

Route and stations[edit]

LA&SL depot in Kelso, California, December 2004
The Caliente Depot, in Caliente, Nevada, January 2007

Following standard railroad practice, the LA&SL designated a series of locations along its route as "division points"—bases for the railroad's operational and maintenance activities. Traveling southwestward from Salt Lake, the railroad's division point towns were Lynndyl and Milford in Utah; Caliente and Las Vegas in Nevada; and Yermo and San Bernardino in California.[9] The railway also maintained a substantial presence in the remote town of Kelso, California. Nearly the entire route of the railroad traversed rugged and largely unpopulated desert terrain. There were no major population centers between the railroad's endpoints until the city of Las Vegas began its rapid growth in the mid-twentieth century.

The LA&SL was known for its depot buildings, many of which were imposing structures in the Mission Revival architectural style.[10] The largest such depot, at Milford, was razed in 1981 and replaced with a smaller rail office, which remains in use today.[11] The landmark LA&SL stations in Caliente and Kelso survive today. Several smaller Mission Revival depots erected by the railroad still exist in southern California. At least two of the railroad's smaller stations, at Lund and Black Rock in Utah, were designed by the noted architect Gilbert Stanley Underwood. The Salt Lake City depot was built in the French Renaissance style and is a landmark in that city.

See also[edit]

References[edit]

  1. ^ Railway Equipment and Publication Company (June 1917). The Official Railway Equipment Register. p. 635.
  2. ^ Malmquist, O.N. (1971). The First Hundred Years: A History of The Salt Lake Tribune 1871–1971. Salt Lake City: Utah State Historical Society. p. 209.
  3. ^ Signor, John R. (1988). The Los Angeles and Salt Lake Railroad Company: Union Pacific's Historic Salt Lake Route. San Marino, California: Golden West Books. pp. 12–13. ISBN 0-87095-101-7.
  4. ^ Signor (1988), pp. 22–26.
  5. ^ Signor (1988), p. 34.
  6. ^ Signor (1988), p. 37.
  7. ^ Signor (1988), p. 223.
  8. ^ U.S. Department of Transportation (1970). Standard Time in the United States. pp. 5, 21.
  9. ^ Signor (1988), p. 42.
  10. ^ Signor (1988), p. 40.
  11. ^ Strack, Don (October 19, 2018). "Union Pacific In Utah, 1900–1996". UtahRails.net. Retrieved November 28, 2018.

Additional reading[edit]

External links[edit]

Wikimedia Commons has media related to Los Angeles and Salt Lake Railroad.


Preceded by Nevada Historical Markers
195 		Succeeded by
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