Salt Lake & Utah Railroad
Index For This Page
This page was last updated on February 20, 2016.
By Jim Harrawood, January 30, 2001
The Salt Lake & Utah Railroad ran from Payson to Salt Lake City. The line was built in 1914 as an electric interurban. On April 3, 1914 it reached as far as Pleasant Grove. By 1916, the line reached Payson. It was unofficially called the "Orem" after A. J. and W. C. Orem, who arranged the corporate financing to build the line.
When the line was constructed as far as Provo, new, especially built cars began running. They were dark red, thirty-six passenger capacity cars, each divided into a freight compartment and two passenger compartments, smoking and non-smoking. Each car was heated, lighted and powered by four 110-horsepower Westinghouse motors, which drew electricity from overhead cables.
The Salt Lake & Utah Railroad also carried the United States mail and news papers. Other freight included milk and produce along with regular every day commodities.
A spur in Pleasant Grove ran to a loading station under a dumping ramp where ore and fire clay were loaded. The clay came from natural deposits on the hills east of town, mined there in two locations, the Homer/McFarland and the Wadley pits. The ore was hauled from mines in American Fork Canyon.
Ridership was lively before the family car became popular in the mid 1920s. During the depression, and through WWII when gas was rationed, people again patronized the convenient rail system, which, due to its deterioration, was referred to as "The Red Heifer" or "Leaping Lena". The line was closed in 1946, just after the war.
Utah citizens secure franchises for a railroad from Salt Lake City south through Salt Lake and Utah Counties. (Stephen Drew, email dated January 21, 2008)
Orem interests led by Walter C. Orem (1873-1951), from a wealthy Boston family and builder of the Nevada Copper Belt Railroad, took control of the Salt Lake & Utah Railroad project. (Stephen Drew, email dated January 21, 2008)
October 16, 1912
The Salt Lake & Utah Railroad was incorporated in Portland, Maine. (Stephen Drew, email dated January 21, 2008)
C. Dyer, Portland, President; F. M. Orem, SLC, Treasurer. Capital Stock $3,000,000. The Interurban Construction Company also incorporated by the Orems in Maine
October 20, 1912
SL&U construction begun in Provo, Utah. (Stephen Drew, email dated January 21, 2008)
At SL&U stockholders' meeting, W. C. Orem elected President and General Manager; F. M. Orem elected Secretary and Treasurer. (Stephen Drew, email dated January 21, 2008)
Salt Lake & Utah announced that three new gasoline motor cars had been ordered from the Hall Scott Car Company of Berkeley, California. These were to open SL&U for public use on January 1, 1914, and after electrification would be kept for use as standby equipment in emergencies. (Swett, Interurbans of Utah, page 41)
Salt Lake & Utah announced that a track laying machine had been purchased and its delivery was expected to increase construction work. (Swett, Interurbans of Utah, page 41)
Local newspapers call SL&U construction "The biggest event of the year." (Stephen Drew, email dated January 21, 2008)
Early February 1914
Three Hall-Scott all-steel motor cars, SL&U numbers 501-503, arrive from West Berkeley running via Southern Pacific to Ogden and Salt Lake & Ogden Railway to Salt Lake City. 59-feet 7-1/2 inches long, 56-seat capacity. (Stephen Drew, email dated January 21, 2008)
March 23, 1914
The SL&U, The Orem Lines, open with eight daily gasoline motor car trips between Salt Lake City and American Fork, operated by the Interurban Construction Company. 33.4 miles, travel time 1 hour 25 minutes. (Stephen Drew, email dated January 21, 2008)
July 24, 1914
"Electric service was inagurated on the Salt Lake & Utah Railroad on July 24, between Salt Lake City and Provo, a distance 48-1/2 miles." (Electric Railway Journal, Volume 44, Number 6, August 8, 1914, page 271)
SL&U begins public service to Provo, 48.5 miles, with 14 daily electric trains, red interurban cars. SL&U assumes operating responsibility. Travel time 1 hour 55 minutes. (Stephen Drew, email dated January 21, 2008)
August 15, 1914
Through freight service inaugurated. SL&U interchanges with Oregon Short Line (UP) at Salt Lake City and Denver & Rio Grande at Provo. (Stephen Drew, email dated January 21, 2008)
SL&U averaging more than 800 passengers daily. (Stephen Drew, email dated January 21, 2008)
December 5, 1914
Sixteen daily trains between Salt Lake City and Provo. (Stephen Drew, email dated January 21, 2008)
May 16, 1915
Increased to 20 trains daily. (Stephen Drew, email dated January 21, 2008)
SL&U Hall-Scott motor car No. 503 repainted by SL&U as Nevada Copper Belt No. 22. (Stephen Drew, email dated January 21, 2008)
November 1, 1915
NCB No. 22 en route from SL&U to Orem's NCB at Mason, Nevada. (Stephen Drew, email dated January 21, 2008)
May 26, 1916
W. C. Orem's father, A. J. Orem & Company, completes SL&U construction. (Stephen Drew, email dated January 21, 2008)
SL&U gold spike driven at Payson. 24 daily electric trains inaugurated over the 66.6-mile standard-gauge Salt Lake City-Payson mainline. (Stephen Drew, email dated January 21, 2008)
July 16, 1916
Increased to 26 trains a day. Running time 2 hours 15 minutes. (Stephen Drew, email dated January 21, 2008)
October 10, 1917
9.7-miles Magna Branch put into service. (Stephen Drew, email dated January 21, 2008)
(no date, circa 1919)
SL&U received Utah PSC approval to allow construction of tracks east along 9th South, crossing 1st West, Jefferson Street, and West Temple, including the tracks of Utah Light & Traction Company along West Temple. SL&U's main track runs north and south along 1st West. Salt Lake City has granted a franchise permitting tracks along 9th South. Grade Crossing Permit No.32. (Utah Public Service Commission, Case 119)
May 24, 1920
SL&U was approved to receive a $64,600 two-year loan from U. S. government to purchase new equipment and motive power, to make additions and betterments, and to pay part of floating debt. Applied for a $300,000 five-year loan. ICC Finance Docket 1016. (65 ICC 8) (Research done August 22, 1988)
July 10, 1920
SL&U was approved to receive a $235,400.00 15-year loan from U. S. government, being the remainder of an original application for a $300,000 five-year loan. ICC Finance Docket 1016. (65 ICC 55; 67 ICC 52) (Research done August 22, 1988)
June 23, 1921
SL&U was approved to receive a $700,000 15-year, first mortgage loan from U. S. government, under the provisions of the Transportation Act of 1920, Section 210. ICC Finance Docket 1475 (67 ICC 791) (Research done on August 22, 1988)
July 24, 1925
SL&U enters receivership, due to increased auto and truck competition. (Stephen Drew, email dated January 21, 2008)
July 25, 1925
SL&U receivers appointed July 25, 1925. (Utah Public Service Commission, Case 928)
SL&U received Utah PSC approval to increase freight rates, along with all the other railroads in the state. Columbia Steel Corporation's Ironton plant began operations on May 1, 1924. Between 1924 and 1934, the plant produced: 1,189,598 tons of pig iron; 825,574 tons of coke; 44,702 tons of sulfate of ammonia; and 35,939 tons of benzyl. The pig iron produced at the plant is shipped to plants in Pittsburg and Torrance, California. (Utah Public Service Commission, Case 1658)
December 20, 1934
SL&U received Utah PSC approval to close the agency at Salem. (Utah Public Service Commission, Case 1660)
January 26, 1938
SL&U sold at foreclosure sale to new The Salt Lake & Utah Railroad Corp. (Stephen Drew, email dated January 21, 2008)
September 6, 1939
SL&U received Utah PSC approval to do business as a common carrier. The company is no longer in receivership and has been sold. (Utah Public Service Commission, Case 2298)
July 2, 1945
SL&U received Utah PSC approval to close the depot on Center Street in Provo. The depot will be replaced by a new one to be built on its freight line along 5th South. Also to abandon its tracks to the Center Street depot, provided that it is not required to remove them. The normal five month deadline for action was waived because of the labor shortage due to the war. (Utah Public Service Commission, Case 2861)
December 12, 1945
SL&U again placed in receivership. (Stephen Drew, email dated January 21, 2008)
(no date, circa late 1945)
SL&U received Utah PSC approval to abandon all service and discontinue operation of its entire line of railroad. Protested by Pleasant Grove Lumber & Supply Company because it is the only railroad served coal yard in the vicinity. The company sold $11,250 in coal in 1944. Protested by H. W. Jacobs Feed & Grain Company of Pleasant Grove. They have shipped 40 carloads of feed in the past year. (Utah Public Service Commission, Case 2925)
March 1, 1946
All SL&U operations discontinued. (Stephen Drew, email dated January 21, 2008)
June 3, 1946
Salt Lake & Utah officially abandoned.
June 8, 1946
Abandonment authorized by ICC. (Stephen Drew, email dated January 21, 2008)
June 26-27, 1946
Trackage, equipment, property and other assets sold at auction by Hyman-Michaels Company, salvage contractor for Salt Lake & Utah. (Stephen Drew, email dated January 21, 2008)
July 26, 1946
Salt Lake & Utah's interest in Salt Lake Terminal Company was sold to Bamberger Railroad for $1.00.
December 4, 1946
Salt Lake & Utah trackage in Salt Lake City along 200 West (First West; changed to Second West in 1972) was sold to Bamberger Railroad on December 4, 1946. The Bamberger trackage was sold to D&RGW on December 31, 1958. (D&RGW engineering drawing for former Bamberger line, South Temple to 13th South, Utah State Archives, Index H-232)
December 27, 1946
Salt Lake & Utah Railroad dissolved as a Utah corporation. (Stephen Drew, email dated January 21, 2008)
Red Arrow Fast Freight Service
Express Service At Freight Rates -- The Legend of the Red Arrow Fast Freight 50' Box Cars
by Gordon Cardall
In the late 30's and early 1940's, the cracker and cookie company built a new wholesale bakery at about 7th South and what was originally 1st West (now 200 West) in Salt Lake City, located on a spur on the Salt Lake & Utah RR mainline. They baked several kinds of biscuits, but mostly cookies, and distributed them around the state. They had a similar bakery in Denver, Colorado. After a couple of years, their business increased to the point where they needed larger facilities. Instead they decided to bake several types of cookies in the Salt Lake plant and different ones at the Denver plant, and ship them back and forth in box cars over night. They were loaded out on the Salt Lake & Utah, which hauled them to a Provo warehouse to unload a drop shipment out of the car and then they turned it over to the Rio Grande for shipment of the remainder to Denver. The same thing happened in the other direction. As they were speculating painting their own box cars, the Salt Lake & Utah ceased operation in early 1947. Bamberger bought the track as far as 13th South, so they were interchanged with the Rio Grande at that point. They used the slogan "Red Arrow Fast Freight" on some of their passenger cars. As far as I know, the slogan "Express Service at Freight Rates" was never painted on any of their equipment, but was printed several times on their passenger schedule.
(Later research has found that it was not Purity Biscuit Company that was served by Salt Lake & Utah. Purity Biscuit had its cookie and cracker factory at 471 West 5th South, and was served by D&RGW from 4th (500) West, and OSL (UP) from 3rd (400) West.)
Salt Lake & Utah Equipment -- Information about SL&U's passenger and freight equipment.
Salt Lake & Utah Map -- A Google map of the Salt Lake & Utah Railroad, put together with the help of Steve Seguine, based on traces of the abandoned (in 1947) route through Salt Lake and Utah counties. The map is based on examination of the new feature in Google Maps that shows property lines, along with a couple SL&U maps I have, and USGS topo maps on Acme Mapper.
Interurbans of Utah -- Salt Lake & Utah Railroad, extracted from Ira Swett's book, "Interurbans of Utah."