UtahRails.net Copyright 2000-2008 Don Strack

SALT LAKE CITY STREETCARS

Compiled by Don Strack

(Incomplete, research continues.....)

This page was last updated on December 18, 2006.

Chronology History

March 6, 1872:
Two cars for the new Salt Lake City street railroad arrived yesterday from the East, where purchased by John W. Young. Iron to arrive shortly. (Pitchard, Deseret Evening News, 6 March 1872)

August 15, 1872:
"Local Brevities." "A track is to be laid from the depot to the Temple block strong enough to permit a locomotive to haul the cars of rock upon it. The horse railroad is found to be not sufficiently strong." (Pitchard, Utah Mining Journal, 15 August 1872)

August 21, 1872:
"Local Brevities." "Temple street is well cut with railroad tracks, the new one being put down by the Church. These tracks leave no room on that side of the street for teams to pass, and the draymen complain bitterly of the situation of affairs. They are compelled to pay license, and yet the streets are practically closed to them. That street will be almost impassable in the winter to loaded drays." (Pitchard, Utah Mining Journal, 21 August 1872)

September 26, 1872:
The Salt Lake City street railroad has added a third car, larger than other two. (Pitchard, Salt Lake Herald, 26 September 1872)

July 22, 1874:
From 'Junction' of Twenty-First - Steam dummy, for Salt Lake City Railroad, is at Ogden. (Pitchard, Salt Lake Herald, 22 July 1874)

July 28, 1874:
The new steam streetcar (also known as a "dummy") for Salt Lake City was tried yesterday afternoon. (Pitchard, Salt Lake Herald, 28 July 1874)

August 7, 1874:
The steam dummy is in use on the Warm Springs line of the Salt Lake City street car system, making regular trips. (Pitchard, Salt Lake Herald, 7 August 1874)

September 21, 1876:
A new Salt Lake City streetcar, No. 12, built by the Utah Central shops. (Pitchard, Salt Lake Herald, 21 September 1876)

May 23, 1877:
"Steam plowing. -- Some years ago a car was driven over the rails in the streets of Salt Lake City, by a steam engine, but by some mismanagement it was found not to give satisfaction, both as to noise and wear." Now it is used as a steam tractor on President Young's farm, near Jordan, on the west side. With it, can plow an acre an hour, two men running it 'easily'. The thing is the property of John. W. Young. (Pitchard, The Utah County Enquirer, Provo, 23 May 1877)

January 1, 1883:
The Salt Lake City Street Railroad has 14 cars, four of which were received in 1882; and two more are en route. (Pitchard, Salt Lake Daily Tribune, 1 January 1883)

August 8, 1889:
The first electric streetcar ran in Salt Lake City. (Salt Lake Tribune, August 9, 1889)

August 9, 1889:
Half a column on the trial trip, last evening, of the first electric streetcar in Salt Lake; on First South line, from Utah & Nevada depot to Thirteenth East. (Pitchard, Salt Lake Herald, 9 August 1889)

January 14, 1890:
Salt Lake Rapid Transit Company was organized. Initial routes were stated as being: 1) on Fourth South in Salt Lake City, from the Fort Douglas Military Reservation west to the Jordan River; 2) on Seventh South from the Fort Douglas Military Reservation west to the Jordan River; and 3) from the south limits of Salt Lake City by the most convenient route north to Beck’s Hot Springs; total route miles were put at about 30 miles, including the above three routes and  routes on other un-stated city streets. (Utah Corporation Index 4333)

April 14, 1890:
West Side Rapid Transit Company was organized. (Utah Corporation Index 4335)

July 8, 1890:
Popperton Place and Fort Douglas Rapid Transit Company was organized to build along South Temple from East Temple (Main Street) to and within Fort Douglas. (Utah Corporation Index 721, and Index 4340)

November 24, 1890:
East Bench Street Railway was organized to build from a point at Seventh East on the south city limits of Salt Lake City, then east along the street running at or near the south line of the city limits to Eleventh East (also known as the Upper County Road), then south along Eleventh East to its intersection with the county road running east and west along the south side of Block No. 45 in 10 acre plat “A”, then east along the same county road to the southeast corner of Block No. 10 of five acre plat “C”, a total length of about 3-1/2 miles. (Utah Corporation Index 806, and Index 4342)

January 20, 1891:
An electrified streetcar line of the Salt Lake City Railroad has been completed to Fort Douglas. (Pitchard, Salt Lake Daily Herald, 20 January 1891)

May 20, 1891:
The Salt Lake (Street) Railway company is taking up the 20 pound rail from its First South route, between Second and Eleventh East - replacing it with 35 pound steel - and the old 20 pound rail being sold to W. S. Godbe, who is taking it to Pioche, Nevada, to use on his tramways there. (Pitchard, Salt Lake Daily Tribune, 20 May 1891)

January 1, 1892:
Salt Lake Rapid Transit Co., organized in January 1890, now has 30 miles of track, part of which is the Popperton Place & Fort Douglas road. (Pitchard, Salt Lake Daily Tribune, 1 January 1892)

January 10, 1892:
First run over the Popperton Place & Fort Douglas to be on January 12th. (Pitchard, Salt Lake Daily Tribune, 10 January 1892)

February 20, 1892:
J. G. Jacobs is manager of the West Side Rapid Transit Company. (Pitchard, Salt Lake Daily Tribune, 20 February 1892)

June 22, 1894:
Valuations published for the following street railways:

December 22, 1900:
Salt Lake Rapid Transit president J. S. Cameron returned from the east where he ordered, from Colorado Fuel and Iron, 250 tons of sixty-pound steel rail to replace the line's old iron rails.  (Salt Lake Tribune, December 22, 1900)

July 30, 1901:
Consolidated Railway & Power Company was organized, as a consolidation of four existing street railway routes, including the following:

November 15, 1901:
Description of the route of the West Side Rapid Transit Co.:

March 24, 1902:
Salt Lake & Jordan Valley Railroad organized as a reorganization of the West Side Rapid Transit Co., to construct a railway line from Salt Lake City to Bingham. Rumored to be contolled by L. L. Nunn and Thomas Kearns. Operated a street railway from Second South and First West, to the "Cannon Farm" at about Eighth West (900 West) and California Avenue (about 1350 South). Owned by L. L. Nunn for "some time". (part from Salt Lake Tribune, March 25, 1902) West Side Rapid Transit was organized in April 1890, and completed a short piece of trackage along First West; not included as part of the merger that created Consolidated Railway & Power in 1901.

August 11, 1902:
Franchise granted to Salt Lake & Suburban Railway. (Salt Lake Tribune, August 12, 1902) Organized in Dover, Deleware on July 9, 1902. (Salt Lake Tribune, July 10, 1902)

July 31, 1902:
Franchise of Consolidated Railway & Power Co. to operate the route of the reportedly competing Salt Lake & Suburban Railway, was extended from Murray to Bingham Junction, then to Sandy, within a year. To acquire six new cars to operate new service. (Salt Lake Tribune July 31, 1902)

January 2, 1904:
Utah Light & Railway Company was organized as a consolidation of Utah Power & Light Company, and Consolidated Railway & Power Company. (Utah Corporation Index 4644)

A descriptive memoranda of the railway property was completed at the time of the organization of Utah Light & Railway Co., and showed the following:

Closed cars (74 cars):

Qty. Type Body
Length		 No. of
Motors		 Seating Capacity
(persons)
6 Single truck 16 ft. 2 22
5 Single truck 20 ft. 2 32
1 Double truck 23 ft. 2 34
6 Double truck 24 ft. 4 32
15 Double truck 24 ft. 2 32
27 Double truck 25 ft. 2 36
4 Double truck 25 ft., 6 in. 2 36
1 Double truck 26 ft., 1 in. 2 34
1 Double truck 26 ft., 8 in. 2 40
6 Double truck 27 ft., 10 in. 4 36
2 Double truck 27 ft., 10 in. 2 36

Open Cars (39 cars):

Qty. Type Body
Length		 No. of
Motors		 Seating Capacity
(persons)
3 Single truck 12 ft., 6 in. 2 28
7 Single truck 17 ft. 2 40
18 Single truck 18 ft. 2 40
4 Single truck 19 ft. 2 45
7 Single truck 25 ft. 2 60

Trailers (7 cars):

Qty. Type Body
Length		 No. of
Motors		 Seating Capacity
(persons)
7 Single truck 22 ft. 0 40

Maintenance Cars (12 cars):

Qty. Type Body
Length		 No. of
Motors		 Seating Capacity
(persons)
1 Large gravel car   4 0
1 Small gravel car   2 0
2 Emergency cars   2 0
1 Sand car   2 0
1 Snow sweeper   2 0
1 Line repair car   2 0
2 Single truck gravel cars      
2 Single truck flat cars      
1 Single truck reel car      

March 1, 1905:
Report of conditions and operations for 1904. (Edwards Notes: Salt Lake Tribune?, March 1, 1905)

April 27, 1907:
Historical sketch of predecessor companies. (Edwards Notes: Salt Lake Tribune, April 27, 1907)

March 24, 1908:
Seventeen new cars to arrive. (Edwards Notes: Salt Lake Tribune, March 24, 1908)

1909:
Historical sketch and description of improvements made by Harriman interests. (Edwards Notes: Salt Lake Tribune, January 3, 1909)

March 23, 1909:
Murray City granted a franchise for Utah Light & Traction to operate through the city. (Utah PSC Case 6-A)

October 1909:
"Rehabilitation of the Utah Light & Railway Property" A description of the improvements made by Harriman, including a cross section of a street, a track layout drawing of the block of new car house and shops (now known as Trolley Square), and an elevation detail drawing of the end arches and roof trusses of the new car house. (Electric Railway Journal, Volume 34, Number 14, October 2, 1909, page 517)

1910:
St. Louis Car Company shipped 12 new "semi-convertible" cars to Utah Light & Railway. The cars were 34 feet, 4-1/2 inches long over the corner posts, with an overall length of 45 feet, 4-1/2 inches. A photo shows car number 602. (Electric Railway Journal, Volume 36, Number 27, December 31, 1910, pages 1284, 1285)

December 1910:
"New Shops of Utah Light & Railway Company" A description and numerous elevation and floor plan drawings of the new car house and shops. (Electric Railway Journal, Volume 36, Number 24, December 10, 1910, page 1138)

July 10, 1912:
Extension to Holiday was placed into service. (Edwards Notes: Salt Lake Tribune)

March 30, 1913:
The first streetcar operated on Capital Hill. (Edwards Notes: Salt Lake Tribune, April 1, 1913)

August 28, 1913:
Streetcar service to Bountiful to be extended to Centerville. (Edwards Notes: Salt Lake Tribune, August 28, 1913)

December 27, 1913:
Service to Centerville started. (Edwards Notes: Salt Lake Tribune)

August 6, 1914:
Salt Lake Light & Traction Company organized by O. J. Salisbury and A. H. Parsons. (Utah Corporation Index 10792)

September 18, 1914:
A September 25, 1939 internal history of UL&T showed September 18, 1914 as the date that the property and interests of Utah Light & Railway Co. were taken over by Utah Light & Traction Co. At that time the property consisted of:

Of the 192 pieces of rolling stock were listed as follows:

Class Qty. Type Weight
(lbs.) 		Seating Capacity
(persons)
1, 80,
100, 150  classes 		42 open, two platform, single truck 9,000 to 15,500 28 to 45
200 class 7 open, two platform, double truck 2,200 60
300 class 27 closed, double truck 32,830 36
350 class 8 closed, double truck 38,000 40
400 class 10 closed, double truck 40,000 40
410 class 50 closed, double truck 48,000 44
460 class 12 closed, double truck 49,000 44
600 class 12 closed, double truck 56,000 52
650 class 6 closed, double truck 55,000 56
700 class 18 closed, double truck, steel-bodied 50,000 56

The 650 and 700 classes were the most modern streetcar equipment, built and placed into service in 1914.

(Other items from the 1939 report.)

Utah Light & Traction was organized as a subsidiary of Utah Power & Light, to consolidate its interests in Utah Light & Railway and Salt Lake Light & Traction. (R. W. Edwards Notes)

January 2, 1915:
Utah Light & Traction Company leased all of its power generation and distribution systems to Utah Power & Light Company.  (Utah PSC Case 6-A)

1917:
In a petition before the Utah Public Utilities Commission to raise rates, Utah Light and Traction Co., showed the following mileage and number of cars for 1910 to the first six months of 1917:

Year Miles
of Track 		Quantity
of Cars
1910 116.47 91
1911 121.35 91
1912 132.09 95
1913 142.63 101
1914 145.18 112
1915 145.26 112
1916 145.74 112
1917
(6 months) 		145.89 118

August 1917:
Utah Light & Traction Company received Utah Public Utilities Commission approval to change its schedule of rates and fares.  The company had 165 cars in service and it was paying license fees on 112 cars.  The following thirteen cars were obsolete and not in use: numbers 7-10 (4 cars); 84-87 (4 cars); and 150-154 (5 cars).  Car numbers 119-132 (14 cars) were stored and not regularly being used.  (Utah PSC Case 6-A)

September 1919:
Utah Light & Traction Company received Utah Public Utilities Commission approval to abandon part of its Center Street Line between Second North and Clinton Avenue, due to the city wanting to pave Second North.  The Center Street Line ran from the D&RG depot at Third South and Fourth West, east to Main Street, then north to Center Street, then northerly to Warm Springs, then northerly to Beck Street to North Salt Lake.  Application withdrawn for an unspecified reason.  (Utah PSC Case 169)

January 18, 1921:
The Utah Public Utilities Commission dismissed Utah Light & Traction Company's application to abandon and dismantle the line along Seventh South, from the east bank of the Jordan River, including the bridge over the river, to Eleventh West, then south to Indiana Avenue, then west to Cheyenne Street.  The line was originally built by the Salt Lake Rapid Transit Company.  The franchise was granted on May 6, 1890, and the franchise was extended on April 18, 1894.  (Utah PSC Case 326)

August 11, 1926:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue service on the Third East Line, which runs along Seventh South, from State Street to Third East, then south along Third East to Ninth South.

Utah Light & Traction was ordered to extend the Seventh South Line along Seventh South from Third East to Fourth East, then south along Fourth East to Ninth South.  (Utah PSC Case 895)

September 20, 1926:
Utah Light & Traction Company discontinued streetcar service on the Centerville Line, between the Salt Lake/Davis county line and Centerville on Monday September 20, 1926. Utah Light & Traction shut down its Bountiful substation at 2:20 p.m. on Wednesday September 22, 1926. The station had operated for 12 years. (Utah PSC Case 863, approval dated September 13, 1926; Davis County Clipper, September 24, 1926, page 5, "Bountiful Briefs")

June 10, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service and remove tracks from South Temple between E Street and Virginia Street.  The line was constructed in 1907.  Salt Lake City is paving South Temple.  Utah Light & Traction's share of the cost would be $39,247.00, a third of the cost.  (Utah PSC Case 965)

September 14, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue North Yard Line, between North Temple and West Ninth North.  (Utah PSC Case 977)

September 21, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Murray-Midvale-Sandy Line along State Street south of Forty-Eighth South.  (Utah PSC Case 982)

October 2, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Seventh South Line, along Seventh South from West Temple to Eighth West.  The application was submitted because of heavy maintenance charges due to crossings over the steam roads.  (Utah PSC Case 978)

October 15, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Holladay Line south of Thirty-Third South.  The line was constructed in 1912 and ran along the east side of Highland Drive from the intersection of Eleventh East and Twenty-First South to Forty-Eighth South, then along the north side of Forty-Eighth South to its end at Holladay.  (Utah PSC Case 979)

On the same day the Public Utilities Commission gave Utah Light & Traction permission to operate a bus route along Highland Drive from Thirty-Third South to Holladay.  (Utah PSC Case 981)

March  23, 1928:
Utah Light & Traction Company received Utah Public Utilities Commission approval, in Case 1014, to discontinue streetcar service on four different routes, all constructed in 1904 to 1914.  A description of the lines to be abandoned was included in an April 30, 1928 "Release of Mortgage", as follows:

The Public Utilities Commission denied the traction company's request to discontinue service on the West Temple Line, which was single track along West Temple from Ninth South to Twenty-First South; 1.72 miles (9,093 feet) of single track.

The April 30, 1928 "Release of Mortgage" also included descriptions of the following lines:

July 9, 1928:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Fourth East Line.  Along Seventh South from State Street to Third East, then south along Third East to Ninth South, then east along Ninth South to Fourth East, then south along Fourth East to Twenty-First South.

The Public Utilities Commission also approved the traction company's request to start electric coach service along Main Street from South Temple to Seventh South, then east along Seventh South to Fourth East, then south along Fourth East to Twenty-First South.  Utah Light & Traction wanted to substitute electric coach service for streetcar service along the Fourth East line because Salt Lake City is paving Fourth East and it would cost Utah Light & Traction $170,000.00 for its share of the paving and to pay for the rehabilitation of the streetcar tracks.  (Utah PSC Case 1038)

August 8, 1928:
Utah Public Utilities Commission denied Utah Light & Traction Company's application to discontinue operation of the Mill Creek bus line.  The bus operates along Thirty-Third South from Highland Drive to Twenty-Third East, then to the Mill Creek Ward House.  (Utah PSC Case 980)

August 9, 1928:
Utah Light & Traction Company received Utah Public Utilities Commission approval to extend streetcar service along West Temple from Twenty-First South to D&RGW's Park City Branch, and to operate over D&RGW's tracks to Roper Yard at Fifth West and Twenty-First South.  (Utah PSC Case 1056)

April 5, 1929:
Utah Light & Traction Company received Utah Public Utilities Commission approval to cut streetcar service back to Warm Springs during off-peak hours and provide streetcar service to Terminal only during rush hours.  The motor bus for the Davis County Line was to connect with the streetcar at all times, either at Warm Springs or at Terminal.  The motor bus service to Val Verda was to remain unchanged.  (Utah PSC Case 1075, application dated November 14, 1928; approval dated April 5, 1929)

In Case 1063 (dismissed by Case 1075) Utah Light & Traction applied to discontinue motor bus service between White's Hill and “Highway” in Bountiful, via the Val Verda district.  Streetcar service north of the north city limits of Salt Lake City was discontinued on September 20, 1926, per order in Public Utilities Commission Case 863.  The point on Beck Street at the Salt Lake/Davis county line where passengers transferred from streetcars to motor buses was called Terminal.

Also in Case 1063 Utah Light & Traction stated that the route of the motor bus Davis County Line left the paved highway at White's Hill and that the unpaved route along County Road No. 2 (present day Orchard Drive) was causing wear and tear on the buses.  The buses being used on the route were made by Mack and made trip after trip without a single passenger; practically every family along the route owns an automobile.  (Utah PSC Case 1063, application dated August 16, 1928; canceled and dismissed on April 5, 1929)

June 14, 1929:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Ninth East.  Also to start electric coach service along First South from Main Street to State Street, then south along State Street to Third South, then east along Third South to Ninth East, then south along Ninth South to Parkway Avenue (about Twenty-Fifth South).  (Utah PSC Case 1112)

December 19, 1929:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Fifteenth East from Seventeenth South to Twenty-First South.  Also to substitute motor bus service along the same route.  Salt Lake City is paving Fifteenth East and Utah Light & Traction's share of the paving costs, along with the costs of rehabilitation of the streetcar line, would be $27,000.00.  (Utah PSC Case 1123, application dated December 16, 1929)

August 1, 1930:
Utah Light & Traction Company received Utah Public Utilities Commission approval to extend electric coach service along Fifth East from Main Street to Seventh East, in order to connect with its car barns.  Also to extend electric coach service north along Main Street from South Temple to Second North, then east along West Canyon Road, then north along West Canyon Road to the east entrance of the state capital building.  (Supplement to PSC Case 1038)

September 15, 1930:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Warm Springs Line, and to substitute electric coach service along the same route.  The route ran west along Second South from Main Street to West Temple, then north along West Temple to North Temple, then west along North Temple to Second West, then north along Second West to Beck Street, then north along Beck Street to Ninth North (Warm Springs).  The tracks were to remain in place north along Second West to West High School and streetcar service would be continued during morning and evening hours during the school season.  (Utah PSC Case 1174)

December 16, 1930:
Utah Light & Traction Company receives Utah Public Utilities Commission approval to discontinue streetcar service along West Temple between Fifth South to Thirteenth South and to discontinue motor bus service along West Temple between Thirteenth South and Twenty-First South.  To replace the streetcar/motor bus service with electric coach service along West Temple from Second South to Twenty-First South.

To start electric coach service along First South from West Temple to Main Street and along Fourth South from West Temple to Main Street.  (Utah PSC Case 1254)

April 20, 1931:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service, and to remove its tracks from along West Temple, from Thirteenth South to Twenty-First South.  The line was constructed in 1912.  Salt Lake City is paving West Temple and Utah Light & Traction's share of the paving, along with the cost of rehabilitation of the streetcar tracks is $42,000.00.  The Public Utilities Commission approval was given with the condition that Utah Light & Traction would provide motor bus service or trackless trolley service in lieu of streetcar service.  (Utah PSC Case 1208)

May 9, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue motor bus service between Bountiful High School (at Fourth North and Main Street in Bountiful) and the north city limits of Centerville.  Six daily trips were provided along the route, with no service provided on Sundays and holidays.  Bountiful High School was the terminal of the Val Verda motor bus service from Fifteenth North and Beck Street in Salt Lake City, which was the connection between the motor bus and the street cars.

The Commission's decision also approved Bamberger Transportation Company's request that they be allowed to take passsengers over the route, at the passenger's request.  (Utah PSC Case 1272)

July 9, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue motor bus service along Highland Drive to Holladay, from a connection with the streetcar (at Sugar House?), and to substitute direct, from Salt Lake City to Holladay, motor bus service, but on a less frequent schedule.  (Utah PSC Case 1284)

October 15, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue the Upper Road motor bus route, from Fifteenth North and Beck Street in Salt Lake City north to Bountiful high School, at Fourth North and Main Street in Bountiful, by way of Val Verda.   Motor bus No. 11 is used on the route because it has softer springs and the road is very bumpy.  The Public Utilities Commission approved the application with the condition that Utah Light & Traction continue to provide motor bus service along U. S. Highway 91, north from Salt Lake City to Bountiful.  (Utah PSC Case 1290)

December 1, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from U. S. Highway 91 from Fifteenth North and Beck Street north to a point called Terminal, 200 to 300 feet north of the Salt Lake/Davis County line, consisting of 8,400 feet (1.59 miles) of trackage.  Utah Light & Traction made the request because the Utah State Road Commission wants to widen the highway from 20 feet to 40 feet.  The streetcar tracks have not been used since March 4, 1932.  (Utah PSC Case 1297)

August 7, 1933:
The Utah Public Utilities Commission dismissed Utah Light & Traction's request to discontinue streetcar service and to remove the tracks from Route No. 17, along Second South west from Eighth West to Orange Street.  The tracks were laid in 1911, with the bridge over the Jordan River put in by American Bridge Company in 1910.  Car No. 11 is used on the route.  Utah Light & Traction wants to discontinue the route because its crossing over the OSL is in need of repairs.  (Utah PSC Case 1287)

November 15, 1933:
Utah Light & Traction Company received Utah Public Utilities Commission approval to substitute gasoline motor bus service for streetcar service, to discontinue streetcar service, and to remove the tracks for Route 12, south along State Street from Ninth South to Regal Avenue in Murray.  5.57 miles of trackage.  (Utah PSC Case 1432)

October 19, 1934:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from along Second West and Beck Street from First North to Fifteenth North.  The route is double track along Second West from First North to Agate Street, then single track along Second West, Beck Street, Everett Avenue, and Hot Springs Street to the terminus at Fifteenth North and Beck Street.

Also to remove the tracks from the single track streetcar route west along Fifth North from Second West to the material yards on Fifth North (at about Fifth West).  Access to the material yards is available by other routes.

Electric trolley coach service was allowed along the route, and streetcars were last operated, on September 15, 1930 (Case 1174) and the tracks are no longer needed.

The Utah State Road Commission intends to resurface Second West and Beck Street.  Utah Light & Traction was joined in the application by the Utah State Road Commission and Salt Lake City Corporation.  (Utah PSC Case 1619)

June 21, 1935:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks along Twenty-First South from Eleventh east to Fifteenth East.  The tracks are no longer used because the streetcar service was replaced by gasoline motor bus service south along Fifteenth east to Twenty-First South, then west along Twenty-First South to Eleventh east.  The Utah State Road Commission was making plans to widen, straighten, and resurface Twenty-First South.  (Utah PSC Case 1773)

August 3, 1935:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Route 1 (Ninth Avenue Line), Route 2 (Sixth Avenue Line), and Route 3 (Third Avenue-Fort Douglas Line). The routes were described as:

August 3, 1935:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from the following streets:

Motor bus service was substituted for streetcar service on all of the routes. The application was made because Salt Lake City intends to improve and resurface all of the streets.  (Utah PSC Case 1786)

November 15, 1935:
The Utah Public Utilities Commission dismissed Utah Light & Traction's request to discontinue gasoline motor bus service along Twenty-First South from Eleventh East and Twenty-First East, and along Fifteenth East from Seventeenth South to Twenty-First South.  Street car service was discontinued on March 25, 1930, as allowed in Case 1123 on December 19, 1929.  (Utah PSC Case 1663)

July 16, 1936:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the combined Route 6 (East Third South) and Route 23 (State Capitol), and to substitute gasoline motor bus service on the same routes. The following description of the routes was given:

August 22, 1936:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from former streetcar Route 1 (Ninth Avenue Line) and Route 2 (Sixth Avenue Line).  Both routes were being operated with gasoline motor buses and the tracks were no longer needed.  (Utah PSC Case 1888)

June 1, 1937:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks along West Temple, as follows:

July 22, 1937:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Routes 5, 8, and 10, all in the southeast sector of Salt Lake City and Salt Lake County, described as follows:

Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks along South Temple Street east from State Street to E Street, then north to Third Avenue, then east to and through Fort Douglas. Formerly used by part of Route 3 (Third Avenue-Fort Douglas Line). Street railway service had been discontinued and replaced by motor bus service in August 1935. (Supplement to Utah PSC Case 1783)

May 20, 1938:
Utah Light & Traction Company received Utah Public Utilities Commission approval to complete the following:

August 1, 1939:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue rush-hour streetcar service portion of Route 10, from Eleventh East and Twenty-First South, south along Eleventh East and Highland Drive to Twenty-Seventh South, and to remove the tracks south of Twenty-First South. Utah State Road Commission planned to improve Twenty-First South from State Street east to Eleventh East. (Utah PSC Case 2281)

May 1, 1940:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove streetcar tracks from Fifth South from Thirteenth East to Univertsity of Utah stadium.

May 1, 1940:
Utah Light & Traction Company petitioned the Utah Public Utilities Commission to discontinue streetcar service and remove traccks, poles and overhead wires from the following routes:

September 10, 1940:
Utah Light & Traction Company received Utah Public Utilities Commission approval to change Route 18 and Route 19 from streetcar service to electric trolley coach service.

March 20, 1941:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the last streetcar route. Total of 27 routes, all operated by gasoline buses, except as follows:

Due to the increasing war effort during the spring and summer of 1941, and with America's entry into the war in December 1941, the last streetcar operation was not until August 1945. At that time, after a cloudburst on August 19th that washed out parts of the last track along Thirteenth East, and with only one route and eight streetcars, Salt Lake City's streetcar operations came to an end. More research is needed to further document this event.

July 13, 1944:
Utah Light & Traction Company sold all of its transportation interests and transferred all of its rights to operate streetcars, electric trolley coaches, and gasoline motor buses to Salt Lake City Lines.  Utah Light & Traction retained all of the electrical distribution system, including the system for the Salt Lake City Lines' streetcars and electric trolley coaches.  (Utah PSC Case 2814)

From the agreement between Utah Light & Traction and Salt Lake City Lines:

November 25, 1944:
The Public Utilities Commission gave its approval for Utah Power & Light Company to assume the electric power interests of Utah Light & Traction Company.  (Utah PSC Case 2814)

In case 2652 (file not examined), the Commission approved the consolidation of Utah Power & Light's and Utah Light & Traction's electric properties.

February 27, 1946:
Salt Lake City Lines received Public Utilities Commission approval to purchase the stock, equipment, and interests of the Airways Motor Coach Lines.

Airways was incorporated in Wyoming, owned twenty-three buses, and provided all bus service south of Twenty-First South, east of Redwood Road, and west of Wasatch Boulevard to the south line of Salt Lake County.  The shops were located at 29 East 900 South, between Main Street and State Street, on Ninth South.

Salt Lake City Lines was engaged in bus and electric coach operation in Salt Lake City.  No mention was made in either application or approval of streetcar service.

The purchase price was $125,000.00 with the purchase agreement signed on February 4, 1946.  The sale was finalized on March 1, 1946.  (Utah PSC Case 2941)

In Case 2426 (no date, circa November 1940) the Public Utilities Commission heard the dispute between Airways Motor Coach Lines and Utah Light & Traction Company over routing of each company's buses along Twenty-First East in the vicinity of Twenty-First South.  Airways was operating a bus route from downtown Salt Lake City south along State Street to Twenty-First South, then east along Twenty-First South to Twenty-First East, then south along Twenty-First East to Thirty-Third South, then east along Thirty-Third South to Twenty-Third East, then south along Twenty-Third East to Holladay-Cottonwood.  (Utah PSC Case 2426)

Sources:

Notes taken from "Robert W. Edwards" microfilm at University of Utah library, research completed on October 28-29, 1981.

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