UtahRails.net

(This page printed from UtahRails.net, Copyright 2000-2019 Don Strack)

UtahRails Highways

Index For This Page

This page was last updated on May 21, 2019.

Overview

Railroads and roads developed side by side throughout Utah's history. Roads came first, in the form of trails used by travelers, the Pony Express and various stagecoach companies. Then came county roads, administered and maintained by local county governments. Many of the early pioneering railroads were built paralleling a selected county road through the populated areas of the territory, and later the state.

One of the first county roads was actually a toll road built by Parley Pratt through what soon became Parleys Canyon, east of Salt Lake City. When Utah Central was built in 1869, it paralleled the county road between Salt Lake City and Ogden through each of the intermediate cities and towns of Roy, Clearfield (Syracuse Junction), Layton, Kaysville, Farmington, and Bountiful.

By the 1920s, the state's railroad network was essentially finalized, with little growth afterward. But the network of roads and highways grew rapidly as public funds were used to expand the network and improve the roads themselves. Paving started in the 1920s for the major roads, and improvements came quickly as the federal Transportation Act of 1920 began being used to improve the roads across the nation. The Federal Highway System (later the National Highway System, or NHS) came into existence with the Federal Aid Highway Act of 1925, as a response to the confusion created by the 250 or so named highways, such as the Lincoln Highway or the National Old Trails Highway.

(Read the Wikipedia article about U. S. Numbered Highways -- with separate entries for the larger U. S. Routes in the nation)

(Read the Wikipedia article listing each of the U. S. Numbered Highways)

(Read the Wikipedia article listing each of the Utah Numbered Highways)

As a result of this act of 1925, in 1926 a standardized numbering system was adopted, with several designated routes within Utah. These routes include U. S. routes 6, 40, and 50, traversing the state east to west, and U. S. routes 89 and 91 traversing the state north to south. There were several spurs in Utah of the larger national routes, including U. S. Route 189 which paralleled several railroad routes.

Highways At UtahRails

It's true that UtahRails.net is all about railroads, but putting railroads in context with their surroundings requires that one be aware of the roads and highways that usually parallel rail lines. My first research into roads and highways that were adjacent to Utah's railroad lines came in early 1983 as I was researching the history of railroads in Parleys Canyon, east of Salt Lake City. I was taking a cartography class at the University of Utah, as well as a Utah history class from Dean May. Professor May was working with the Sons of Utah Pioneers on a project and suggested a history of Parleys Canyon. Doing a project that embraced the concepts of both maps and history seemed like a good idea, so off I went to start the research.

Following Professor May's suggestion, I soon became deeply engrossed in the subject of the history of roads and highways when it came time to find out when U.S. Route 40 and Interstate 80 were completed through Parleys Canyon, east from Salt Lake to Park City and on to Echo and Echo canyon; it was a fascinating subject. The research paper that resulted was called "The Golden Pass," borrowing from the name that Parley Pratt used for his pioneering toll road through the canyon.

(Read "The Golden Pass," about the history of transportation in Parleys Canyon)

Separating the Roads and the Railroads

As soon as there were roads crossing railroad tracks, there were grade crossing accidents, with trains running into automobiles, or autos running into trains.

Between 1920 and 1945, the Utah Department of Highways received aid from the U. S. government under the Transportation Act of 1920 for the separation of highways and railroads.

These roads funded by funds from the federal government were known as Federal Aid Projects.

(Read more about the Federal Aid Projects in Utah)

Castle Gate Tunnel

The work of constructing the tunnel was begun in 1931, and it was removed during the reconstruction of the Castle Gate-Kyune road in 1964-1966.

The first highway (actually an improved dirt road) west from Price and Helper was the Midland Trail, completed in mid 1913. The route of the Midland Trail north and west of Price took it along side the D&RGW rail line to Helper and the Castle Gate rock formation. From there the road headed north and east along Willow Creek to Emma Park, then west and north to Kyune, another station of the D&RGW. Westward from Kyune, the railroad and road paralleled each other to Colton and over Soldier Summit, then down Soldier Creek to Thistle, where Soldier Creek was joined by Thistle Creek, and the two became the Spanish Fork River. Between Colton on the east side of the summit, and Tucker on the west side, the Midland Trail was built largely on the original 1882 railroad roadbed abandoned by D&RGW in 1912 when the new joint line of D&RGW and Utah Railway was completed. At the mouth of Spanish Fork Canyon, the railroad and road separated, with the railroad routed to Springville, and the Midland Trail routed to Spanish Fork. The road was "opened" in late July 1913, but improvements continued for several years, including widening, and the installation of bridges and culverts at strategic stream crossings.

June 2, 1913
Work on the Midland Trail west of Castle Gate started on Monday June 2, 1913. At the same time, other construction began across Emma Park to connect Kyune (Horse Creek) with Castle Gate by way of Willow Creek. (Carbon County News, June 5, 1913)

"In the early 1920s, the Midland Trail or the road from Spanish Fork to the Colorado line became part of the U.S. highway system. It became U.S. Highway 50. That designation by the United States Congress was more for political reasons, but in years to come would have a big effect on what happened with the road that ran through eastern Utah. During the time the report covered [1922-1932], little federal money was available for highway construction, even though the 1920s were a boom time in the United States. When the Depression hit in 1929, prospects for improving the road even looked worse." "During the 1920s, the only piece of road that had received concrete was a strip of the highway from Castle Gate up the canyon 2.18 miles to the old railroad stop of Rolapp. Other than that, all the projects had only been gravel." (Sun Advocate, February 5, 2002)

October 1929
The state highway between Colton and Kyune was relocated. The original route took the highway along the Price River, opposite of the D&RGW railroad tracks. The new route placed the highway on a new alignment across the ridge, in a direct straight line, and included at the eastern end, a high bridge across the river and railroad tracks. (Utah State Road Commission drawing Q145, dated October 9, 1929, "Alternate Routes, F. A. P. No. 95, Vicinity Of Colton")

February 12, 1931
"The new road will leave the pavement just south of the bridge over the Price River and cut through the mountain on the left bank of the river. At a point about 400 feet from the end of the pavement, it will be necessary to make a 350 foot tunnel through a rock ledge. The road will continue along the mountain side to the tipple of the Castle Gate mine number three." (News Advocate, February 12, 1931)

April 2, 1931
"The Utah Construction company was awarded the bid on the Castle Gate-to-Rolapp road project by the Utah State Road commission Friday." "The road will be 22 miles long..." (Castle Gate to Soldier Summit) "The tunnel which is to be hewed through the cliff about three hundred feet beyond the end of the concrete will be 22 feet in the clear and 14 high and the floor will be surfaced with Portland cement seven inches thick, according to announcement made at the office of the state road commission." (News Advocate, April 2, 1931)

June 1931
The three-mile section between Castle Gate and Rolapp was being worked on during June 1931. A 400-foot tunnel is being opened, and there was extremely heavy mountainside work being done. The new highway would eliminate two dangerous grade crossings over D&RGW and Utah Railway tracks between Castle Gate and Rolapp. (Ax-I-Dent-Ax magazine, Utah Railway parent USSR&M employee magazine, June 1931, page 21)

October 8, 1931
"Rolapp Cutoff To Open next Week; Job Complete -- New Thistle Project on U.S. 50 Opened October 1 -- The $180,000 Castle Gate Rolapp highway which has been under construction for the past several months will be open to travel October 15, it was announced this week at the local state road commission." "The project, which was built by the Utah Construction company, has been completed and the only delay at present is the time needed for the concrete in the tunnel to set. The entire crew has been moved off the job with the exception of a few men who are placing the protecting binder, or cable, along the edge of the road." (News Advocate, October 8, 1931)

September 3, 1960
The Utah Road Commission approved the route of a detour for U. S. Highway 50 and 6 to bypass the construction in Price Canyon. The route was from Castle Gate, eight miles along Willow Creek Canyon to the Bamberger monument, then eleven miles west across "Avintaquin" Park to Kyune. Surveyors were to begin work, with invitations to bid to follow after. The new road in Price Canyon would be safer for the 2400 cars that use it daily. (Deseret News, September 3, 1960)

May 22, 1961
A detour was to be constructed between Kyune and Castle Gate, by way of the old Park Road and Willow Creek Canyon, avoiding construction work in Price Canyon as that part of U. S. 50 and 6 is improved, as part of a multi-million dollar project. (Daily Herald, May 22, 1961)

November 14, 1961
The detour for U. S. 50 and 6 was to cost $480,000, but the U. S. Bureau of Roads informed state road engineers that the federal agency would not participate in funding of the detour because the design and specifications indicated that the detour would wear out before the new road in the canyon was completed. The dilemma was solved when the state agreed to cover the additional costs of maintaining the detour beyond its projected service life, if the new highway is not yet completed. Invitations to bid for the detour were to be let very soon. The cost to reconstruct the road in Price Canyon was projected as $5 million. (Deseret News, November 14, 1961)

October 23, 1964
Miss Carbon of 1964 set off demolition charges on the morning of Friday, October 23, 1964 to officially begin the construction of the $4.1 million reconstruction of U.S. 50 and 6 in Price Canyon. The ceremony took place at the old State Highway Patrol weigh station at New Peerless. Two contracts had been awarded to H. E. Lowdermilk Construction of Englewood, Colorado, one for $1.9 million and the other for $2.18 million, "to build the important 9.2 mile section through the canyon." (Deseret News, October 22, 1964)

June 29, 1966
Traffic was allowed on the new Price Canyon highway in an unofficial opening. The highway was 92 percent complete, with a seal coat yet to be laid, along with striping, painting and placement of signs and guard rails. The cost was reported as $5 million, and construction time was shortened from five years to two years after highway funds were diverted from other projects. Barricades were removed, but the road was closed on occasion to allow completion of final projects. (Deseret News, June 29, 1966)

July 28, 1966 (Thursday)
"Dedication Rites Of Canyon Road Slated For July 28 -- The official dedication and opening of the new Price Canyon highway will be held on Thursday, July 28, according to a spokesman for the Price Chamber of Commerce. (Helper Journal, July 21, 1966)

"Highway Open In Canyon -- ... The mining camp of Royal was razed, one side of the natural formation of Castle Gate was blasted away and a 400-foot highway tunnel was blasted into a highway cut 280 feet deep through solid rock. ..." (Deseret News, July 29, 1966)

"Dedication Ceremony ... Under a blazing hot sun last Thursday, a crowd of approximately 300 witnessed the dedication of the new Price Canyon highway, the gateway from the north to southeastern Utah and the scenic splendors of the Canyonlands. ..." (Sun Advocate, August 4, 1966)

The new road in Price Canyon reduced travel time over the nine and a half mile segment from 20-25 minutes, down to just nine minutes. (Deseret News, July 29, 1966)

Two items from UtGenWeb article about the Castle Gate tunnel:

Formal Opening of Price Canyon Road... Henry C. Helland, state director of highways, noted with regret that the famed Castle Gate rock formation had to be altered to make way for a wider highway. He expressed the hope that new scenic vantage points opened and the tunnel cut would compensate for the altered Castle Gate. (Sun Advocate, no date)

Governor Rampton Heads Dignitaries ... This is the long-awaited Price Canyon highway - once referred to as the 'Rock of Gibraltar' by state officials and route opponents, and the third alignment since the original road was developed through this canyon - The Midland Trail - which was opened July 17, 1913. The old Midland Trail was replaced by the second alignment which was started in 1927 with completion of the Castle Gate tunnel portion in 1932. (Sun Advocate, no date)

(UtahGenWeb, Carbon County)

Early Commercial Transportation

December 12, 1916
The Salt Lake Transportation Company was organized in Utah, as a holding company for three companies: Seeing Salt Lake City Company (started in 1900); Salt Lake Livery and Transfer Company (started in about 1875); and Utah Auto Livery and Taxicab Company (started in about 1911). The companies would retain their names and operational organizations. The president and general manager of the new company, Lawrence S. Mariger, had purchased the Salt Lake Livery company in 1914, and the Utah Auto Livery company in 1915. Mariger and his associates had started the Seeing Salt Lake City company in 1900. The Salt Lake Livery company had started its conversion to motor vehicles when Mariger and others had purchased the company in 1914, and its once large stables were now a modern garage. At the time of the consolidation, the combined companies owned 32 touring cars and limousines in taxicab service; 12 sightseeing cars; six hotel buses; ten baggage trucks; two ambulances; and four heavy trucks. Eight new limousines had been ordered, and were expected after the first of the year. (Salt Lake Tribune, December 12, 1916)

"The Salt Lake Transportation Company, now [1943] the oldest company of its kind in America, was organized in 1886, providing sightseeing tours with horse-drawn carriages and coaches for 7,600 men, women and children that year. In 1898, the first organized lecture sightseeing tours were introduced with trolley ears providing the transportation. The first motor buses were inaugurated in 1908 and taxicab service in 1911. In 1914 the first motor school bus west of the Mississippi river was put into operation by the Salt Lake Transportation Company." (Salt Lake Tribune, July 23, 1943, advertisement)

Emory U. S. 30S Overpass

The new overpass at Emory was apparently completed in late 1953 or early 1954, making the current bridge about 65 years old. Newspaper items only cover notices of road budget plans, or contract award, not completion dates. The project was planned as early as January 1951, and the contract for the Emory overpass was awarded in May 1952. At the same time, in December 1951 the state road commission announced a budget plan for "straightening" of U.S. 30S between Echo and Emory, for probable contract award during 1952. Another budget plan was announced in March 1953 for the "straightening" of U. S. 30S between Emory and Castle Rock. Looking at aerial photos from 1963, this last project removed the road from between the two UP mainlines, eliminating two narrow underpasses, and put it over on the south side, where I-80 was built in in 1968-1970. This new alignment of U. S. 30S became the alignment for I-80. This was done in several locations across Utah, with half of an Interstate being built on the existing U. S. highway, and the other half being built to one side or the other, making a full four-lane interstate.

January 7, 1951
Utah state road commission announced a $280,000 project to build a new concrete and steel overpass at Emory to take U. S. 30S over the Union Pacific tracks. (Salt Lake Tribune, January 7, 1951).

December 20, 1951
Utah state road commission announced a $450,000 project to straighten a "dangerous six-mile stretch of U. S. 30 between Echo and Emory in Summit County." (Provo Daily Herald, December 20, 1951; Ogden Standard Examiner, December 20, 1951)

May 7, 1952
A contract for the new overpass at Emory for U. S. 30S was awarded to Hilton and Carr, of Ogden, whose winning low bid was $334,611, compared to the state engineer's estimate of $385,035. (Salt Lake Tribune, May 7, 1952)

March 16, 1953
Utah state road commission announced an $800,000 project to relocate an eight-mile stretch of U. S. 30S between Emory and Castle Rock. (Ogden Standard Examiner, March 16, 1953)

1953-1954
U. S. 30S was realigned between Echo and Emory, and between Emory and Castle Rock. The Emory to Castle Rock segment was moved to a new location south of the Union Pacific tracks, and included a new concrete and steel overpass over both tracks of Union Pacific's double-track mainline.

A aerial photo dated September 11, 1953 shows the new overpass at Emory under construction, but no construction activity on the new segment between Emory and Castle Rock.

Interstate 80 between Echo and Emory, and between Emory and Castle Rock was to be started in fiscal year 1965. (Ogden Standard Examiner, June 18, 1964)

Fourteen percent of the 11.6-mile segment between Echo and Emory had been completed by late April 1965, with the projected cost being $5 million. (American Fork Citizen, April 29, 1965)

The Emory to Castle Rock segment, at $3.1 million, was to begin in 1969. (Ogden Standard Examiner, August 13, 1968)

Golden Pass

The road east of Salt Lake City, by way of Parleys Canyon, originated as a toll road built by Parley P. Pratt. He called it the "Golden Pass."

(Read "The Golden Pass," about the history of transportation in Parleys Canyon)

Highway 189

(Read about the history of U. S. Highway 189; including its route through Silver Creek Canyon between Wanship and Snyderville Basin.)

Interstate Highways In Utah

Interstate 15

(Read more about the construction of I-15 in Utah)

Interstate 80

(Read more about the construction of I-80 in Utah)

Interstate 80N (I-84)

(Read more about the construction of I-80N in Utah)

Ogden's 24th Street Viaduct

(Read more about Ogden's 24th Street viaduct)

Parleys Canyon

The road east of Salt Lake City, by way of Parleys Canyon, originated as a toll road built by Parley P. Pratt. He called it the "Golden Pass."

(Read "The Golden Pass," about the history of transportation in Parleys Canyon)

Pulpit Rock At Echo

(First published in the UtahRails.net blog on September 4, 2010)

Pulpit Rock, near Echo, Utah, was removed in January and February 1937 by the Utah State Highway Department as part of the improvement of the Lincoln Highway (U. S. Highway 30-S). But it was the end of a long string of events surrounding the historical site. It was named for its appearance similar to that of a preacher's pulpit, but as early as 1897 there were stories that the name came from the myth that Brigham Young had delivered a sermon from the site in July 1847 as the pioneers into Utah. It was in 1897 that the myth was published as such, stating that Young was in fact too ill at the time to have delivered his supposed speech. (see Salt Lake Tribune, July 14, 1897)

In 1905 there were apparently plans to remove the entire Pulpit Rock formation. (see Deseret News, October 24, 1905) The plans were not implemented, and in April 1909 a Professor of Geology from the University of Utah pronounced the rock formation "quite stable." (see Utah Daily Chronicle, April 26, 1909)

Work on the new Echo Reservoir began in 1927-1928, and there were reports that the blasting for the dam construction, less than a mile away, had weakened the formation and made it unstable, forcing the removal its upper "pulpit" portion by Union Pacific in a move to protect its adjacent tracks.

In early December 1936 work began to remove the remaining lower portion to make way for a an improved U. S. Highway 30-S. The state highway department contracted with Wheelwright Construction Company for the work, during which Union Pacific re-routed its trains to the westbound tracks. With the removal of the remains of Pulpit Rock, the highway was lowered 21 feet to the level of the railroad tracks, eliminating a dangerous reverse curve for highway drivers. (Morgan County News, December 10, 1936)

In July 1928 Union Pacific began construction of a concrete underpass for the Lincoln Highway just east of Echo. Although not formally part of the Lincoln Highway, the location was where U. S. Highway 189 had its junction with U. S. 30-S and continued on through Coalville and Silver Creek Canyon to Silver Creek Junction where it connected with U. S. Highway 40. Highway 189 turns south and continues on to Provo by way of Heber and Provo canyon. Highway 40 continues west through Parleys Park and Parleys Canyon to Salt Lake City. The intent at Echo was to eliminate the dangerous grade crossing for Highway 189. The underpass was part of the work for the construction of Echo Dam and Reservoir and included a new fill and concrete culvert for the crossing of Echo Creek by UP's Park City Branch. (see Salt Lake Telegram, July 2, 1928)

Riverdale Viaduct

The original steel viaduct was completed and opened for traffic on Saturday October 11, 1924. Work had started in November 1923.

Work on the new four-lane all-concrete viaduct began in July 1946, and was completed in September 1947, with the two outside lanes opening the first week of September.

Salt Lake City Viaducts

Fourth South

January 24, 1914
The Fourth South viaduct in Salt Lake City was completed and opened for traffic crossing over D&RG's yard tracks in that part of the city. (Salt Lake Tribune, January 24, 1914)

(Read more about the Fourth South viaduct of 1914)

September 1, 1971
The new 4th South viaduct opened in Salt Lake City. The street was closed in August 1970 and construction of the new viaduct started. Formal dedication was on September 21st. (Salt Lake Tribune, August 11, 1971; August 31, 1971)

North Temple

December 18, 1971
The new North Temple viaduct in Salt Lake City was projected to be completed by June 1972, with "construction of the new viaduct and demolition of the old one progressing ahead of schedule despite wintry weather." (Deseret News, December 18, 1971)

Stillman Memorial Bridge

The Charles Stillman Memorial Bridge was erected across the mouth of Parley's Canyon, allowing access across the canyon, between Foothill Boulevard (and the highway to Park City), and Wasatch Boulevard serving the southeast population of the valley.

Wasatch Boulevard was built under the direction of Charles Stillman during his administration as Salt Lake County Commissioner of roads and bridges from 1918-1922.

The following is on a plaque on the north balcony of Sons of Utah Pioneers headquarters, and was dedicated on June 12, 1987. The display includes the original bronze plaque removed from the original bridge when it was demolished.

The Stillman Bridge spanned the Parley's gully tying the Wasatch Boulevard to the Parley's Canyon Road. This bridge was named after Charlie Stillman and was erected in 1938. The Stillman Bridge stood in operation until the new four lane highway was built through Parley's Canyon. This bridge was removed September 24, 1964 to make way for the new modern overpass that could handle the increased traffic entering and exiting Parley's Canyon.

The original bronze plaque reads: "Charlie Stillman Bridge Erected 1938 Henry H. Blood, Governor. Utah State Road Commission U.S. Bureau of Public Roads"

November 13, 1919
"School children of Salt Lake will be allowed to contribute money toward the construction of a memorial bridge across Parley's canyon in honor of the soldiers, sailors and marines of the country who served in the world war." "C. F. Stillman, chairman of the board of county commissioners, appeared before the principals of the city schools and explained the conditions under which school children may contribute toward the coast of the bridge." "The bridge will form a link in the boulevard system north and south of the canyon." (Salt Lake Telegram, November 13, 1919)

November 21, 1919
As early as November 1919, the design of the bridge was to be reinforced concrete, but the plans had not yet been completed or approved. Chairman Stillman announced on November 20th that local engineers and contractors should submit by November 28, 1919, their preliminary plans and specifications for a reinforced concrete bridge, and after whatever design was accepted, submit complete plans and specifications of the proposed bridge across Parley's canyon. (Salt Lake Tribune, November 21, 1919)

January 9, 1920
Chairman Stillman submitted a pencil sketch of the proposed bridge to a memorial committee organized for the purpose of approving the bridge design. The bridge was to be, at 150 feet, the longest concrete arch bridge in the world. (Salt Lake Herald, January 9, 1920)

April 7, 1936
Wasatch Boulevard south of Parley's canyon had been completed, at a cost by of $40,368 from the U. S. government, and $4,677 from Salt Lake County. This completion would then allow the bridge across Parley's canyon to be started. (Salt Lake Tribune, April 7, 1936)

February 10, 1937
With the completion of Wasatch Boulevard to 33rd South street, all that remained was to connect the new road with Foothill Boulevard, which was also U. S. 40 from Salt Lake City and points east. Designs and plans for the new bridge had been completed, with an estimated cost of $60,000. Included as a connector road from 33rd South street, north to the bridge, and a direct connection with U. S. 40. The bridge's roadway was to be 55 feet from the bottom of the canyon, and would be 207 feet long. The approach spans would be 58 feet long, and the main reinforced concrete arch would be 75 feet long. It would span the railroad tracks and creek below. The road would be 30 feet wide, with a sidewalk 5 feet wide. (Salt Lake Tribune, February 10, 1937; Salt Lake Daily Herald, June 29, 1937)

June 29, 1937
The contract for the Parley's canyon bridge connecting U. S. 40 with Wasatch Boulevard, was awarded to Reynolds-Ely Construction of Springville. The bid was $57,772. (Salt Lake Daily Herald, June 29, 1937)

September 23, 1937
State Road Commission received Utah PSC approval to construct a concrete overpass bridge for Wasatch Boulevard over the tracks of D&RGW, at the mouth of Parleys Canyon, to connect with U. S. Highway 40. Later called the Stillman Bridge. Works Program Project No. WPSO 197-B, "Parley's Canyon Bridge". (Utah PSC #1933)

A search of online newspapers does not find a completion date for the bridge. The contract was awarded in June 1937.

December 18, 1937
When completed, the bridge was known as the Parley's Canyon Bridge. In a meeting of the Sugar House Rotary Club, a motion was passed to seek the renaming of the bridge to honor Charles Stillman, former Salt Lake County Commissioner. (Salt Lake Telegram, December 18, 1937)

August 6, 1963
Bids for the demolition of the Stillman bridge were to be submitted by August 6, 1963. (Salt Lake Tribune, August 6, 1963)

The road between Wasatch Boulevard at 33rd South, and the Stillman bridge was closed in October 1963, in preparation for the bridge's removal.

The Stillman memorial bridge was demolished in December 1963, to make way for the new Interstate 80, and Belt Route 415. The bridge's construction was so stout, that the demolition took at least three separate attempts with explosives to bring the bridge down. The first attempt was on Friday November 23, 1963; the second was on Tuesday December 3, 1963.

Timeline of Highway Projects

(selected projects only, as information becomes available)

December 1849
Parley Pratt opened his "Golden Pass" toll road in Big Kanyon Creek Kanyon (later Parleys Canyon). This was the first improved road in Utah intended for public use.

(Read "The Golden Pass," about the history of transportation in Parleys Canyon)

January 7, 1951
Utah state road commission announced a $280,000 project to build a new concrete and steel overpass at Emory to take U. S. 30S over the Union Pacific tracks. (Salt Lake Tribune, January 7, 1951).

December 20, 1951
Utah state road commission announced a $450,000 project to straighten a "dangerous six-mile stretch of U. S. 30 between Echo and Emory in Summit County." (Provo Daily Herald, December 20, 1951; Ogden Standard Examiner, December 20, 1951)

May 7, 1952
A contract for the new overpass at Emory for U. S. 30S was awarded to Hilton and Carr, of Ogden, whose winning low bid was $334,611, compared to the state engineer's estimate of $385,035. (Salt Lake Tribune, May 7, 1952)

October 1, 1952
In Salt Lake City, a new road was completed, connecting Foothill Boulevard at Sunnyside Avenue, with 13th East at 5th South. The new road connected with 5th South at 13th East, eastward to Guardsman Way, continuing on a curving alignment across the Fort Douglas reservation and avoiding the soon-to-be completed Veterans Hospital, then southeast to connect with the existing Foothill Boulevard at Sunnyside Avenue (9th South). Work had started in November 1951, and the new Foothill Boulevard was completed and opened for public use on October 1, 1952. It was designated as Alternate U. S. 40, later changed to State Route 186. (Salt Lake Telegram, November 19, 1951; August 29, 1952)

March 16, 1953
Utah state road commission announced an $800,000 project to relocate an eight-mile stretch of U. S. 30S between Emory and Castle Rock. (Ogden Standard Examiner, March 16, 1953)

1953-1954
U. S. 30S was realigned between Echo and Emory, and between Emory and Castle Rock. The Emory to Castle Rock segment was moved to a new location south of the Union Pacific tracks, and included a new concrete and steel overpass over both tracks of Union Pacific's double-track mainline.

January 19, 1962
The former Bamberger bridge over U. S. 89 at Cherry Hill was demolished in mid January 1962 to allow widening of U. S. 89. (Salt Lake Tribune, January 19, 1962)

October 2, 1964
The Bamberger crossing of U. S. highway 89 in south Bountiful was completed in July 1935, and Bamberger continued to use it until the railroad was abandoned in in late December 1958. Plans were presented to convert the right-of-way and the bridge to highway use in November 1960, and after the approval process was completed, construction began in April 1964, with completion in mid October 1964. (Davis County Clipper, November 11, 1960; April 3, 1964; October 2, 1964)

November 2009
The Pleasant Grove grade separation underpass for State Street to pass under the Union Pacific tracks (known as UDOT structure C-149), was closed in October 2008. Over the next 11 months, Utah Department of Transportation spent $20 million to completely replace the underpass with a new alignment for State Street, which included a new overpass for the railroad tracks. The new overpass was opened for traffic on November 9, 2009. (Deseret News, November 14, 2009) Planning started in February 2004. (Deseret News, February 20, 2004) The original underpass was built in 1937.

More Information

Street Numbering in Salt Lake City and Salt Lake County -- Information about the street numbering system used by Salt Lake County.

The Golden Pass -- A History of Transportation in Parleys Canyon, Utah.

###