Southern Pacific, East of Montello

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This page was last updated on October 26, 2024.

Overview

Southern Pacific's line in Utah consisted of its railroad between Montello, in far eastern Nevada, and Ogden, Utah, where it connected with both Union Pacific and Denver & Rio Grande Western. The SP mainline from Nevada crossed into Utah about 12 miles east of Montello.

The line crossed the western parts of nothern Utah, and initially went north of the Great Salt Lake, passing through Promontory, where the "Last Spike" was driven in May 1869. After Promontory, the line continued eastward to Corinne, then generally south along the east shore of the lake to Ogden.

The original Promontory line became the Promontory Branch in 1904 when the Lucin Cutoff was completed, with its trestle across the lake.

In 1904, SP trains on the Promontory Branch began using Union Pacific's Oregon Short Line mainline as it paralleled the original Central Pacific line north from Ogden to near Corinne. The OSL mainline ran from Ogden to Brigham City, and the SP Promontory trains then used OSL's Malad Branch from Brigham City to a new station called Corinne Junction, where it connected with the original Central Pacific line to Promontory. (Both Union Pacific and Southern Pacific were owned and controlled by the Harriman interests at this time, and the change did away with parallel lines.)

Lucin Cutoff

The Lucin Cutoff was completed and turned over for formal operation on September 17, 1904. (A source within the SP engineering department shows December 8, 1904.)

Regular operation of freight trains over the Lucin Cutoff began on March 8, 1904, and operation of passenger trains began on September 18, 1904. (Signor, Southern Pacific's Salt Lake Division, page 90)

The original Lucin Cutoff was completed in 1904 and was 102.6 miles long, including 13.5 miles of fill and 12.5 miles of wooden trestle, along with 5.4 miles of new construction on the south end of the Promontory Peninsula between the two fills. The east arm of the Great Salt Lake was crossed on 7.6 miles of fill. The west arm of the lake was crossed by 1.4 miles of fill at the east end, then 12.5 miles of trestle, then 4.5 miles of fill at the west end.

The 12.5 miles of trestle were replaced by 12.6 miles of new fill that was located about 1500 feet to the north, with curved connections at each end. It was completed in July 1959.

(Read more about the Lucin Cutoff; as part of the story of SP in Ogden)

Train Control

(1938)
Automatic Block Signals, Montello to Ogden

(1946, 1948, 1955, 1961)
Automatic Block Signals, Montello to Ogden
CTC, Lucin to Bridge

Stockyards

Stockyards were located at Tecoma (74 cars capacity), Lucin (17 cars capacity, with water), Groome (7 cars capacity, sheep only), Hogup (8 cars capacity, sheep only), Lakeside (16 cars capacity), and Promontory Point (6 cars capacity).

Single Track/Double Track

(1938, 1946, 1948, 1955)
Double track, through Montello (from Valley Pass) to Lucin
Single track, Lucin to Lakeside
Double track, Lakeside to Tresend (until causeway in 1959)
Single track, Tresend (Midlake) to Bridge (Trestle)
Double track, Bridge to Ogden

(1961)
Double track, through Montello (from Valley Pass) to Lucin
Single track, Lucin to Lakeside
Double track, Lakeside to Midlake (after causeway in 1959)
Single track, Midlake to Bridge
Double track, Bridge to Ogden

Mile Post Numbering

Note on mile post and date variations: The mile posts and in-service dates in this listing come from numerous sources. SP (CP) renumbered all stations east from San Francisco and/or Oakland on several different dates. Quoting Lynn Farrer's excellent summary (edited slightly for continuity and clarity):

Station List of Southern Pacific's line across the Great Salt Lake from Lucin to Ogden, beginning with the first record found in the Form 70 (later Circular 4) of 1 January 1907. No 1906 station list has been found, but it may have existed as the numbering sequence started with No.1 (assumed to have been 1877), with No.3 of the Central Pacific Railroad dated 1879 being the oldest actually found. Numbers were then shown consecutively until about 1890 when they were discontinued. But on the 1 July 1907 issue, a number 32 is shown and this agrees with all those found from 1879 through 1907 if 1906 is assumed to be number 30 and the 1 January 1907 is assumed to be number 31.

Information in this compilation has been taken from the station lists issued periodically by the Accounting Department, regularly each year or less up to the 1930's, then sporadically to 1948 and on up to 1967, the last one issued being 1973. For stations after this date the researcher must obtain the operating timetables of whatever Southern Pacific Division controlled this stretch of railroad. The California State Railroad Museum at Sacramento was given a long series of all timetables by Southern Pacific in about 1994, covering only to about 1970 or so.

The Mile Post changes of July 1, 1911 are due to Mile Post 0 being changed from a corner of a freight house at Fourth and Berry Streets in San Francisco to the hinge of the Ferry slip on San Francisco Bay at the Ferry Building (the Coast Line Mile Post 0 was changed to the Main track bumper at Third and Townsend Streets in San Francisco).

The changes of July 1, 1915 are undoubtedly due to re-posting of mile posts after the many line changes between Reno and Ogden constructed during the years 1902 through 1912 and even later, a compilation of which can be found in one of the annual stockholders report of this period. The reason for other Mile Post changes is not known but some may have been due to a decision to establish station locations at an even one tenth of a mile, something which was done for all stations in 1968 to 1969.

Telegraph calls are not shown after the July 1, 1953 issue due to the expanded use of radio and microwave facilities.

SP Stations East of Montello

(all stations have a telephone, unless noted)

Montello (Shown as MP 659) (old location)

In service, 1869 to 1905

Montello (Shown as MP 661.9) (new location)

Double track mainline, with yard limits
6180' siding (west)
In service from 1905
Watering station for locomotives
Fuel oil refueling station for locomotives
Wye track
Shown as MP 661.9 in 1938-1961 employee timetables

Akbar (Shown as MP 663) (old location)

In Service, 1900 to 1912

Tecoma (Shown as MP 668.3) (old location)

In service, 1870 to 1961
Shown in 1938 employee timetable as siding on north track, 125 cars capacity
Shown in 1946 employee timetable as siding, 113 cars capacity, enter from east
Shown in 1948 employee timetable as siding, 109 cars capacity, enter from east
Shown in 1955 employee timetable as siding, 111 cars capacity, enter from east
Shown as MP 668.3 in 1938-1955 employee timetables

Tecoma (Shown as MP 669.3) (new location)

In service from 1961
Also shown in station list as Akbar after 1961
Stockyards, 74 cars capacity
Shown as MP 669.3 in 1961 employee timetables

Eastbound (Gartney) Line

(south line, opened April 15, 1869) (original CP line)

The eastbound line is the original CP transcontinental trackage. Prior to double tracking the line, SP apparently stationed helpers at Lucin, in order to help westbounds deal with the short but somewhat steep (1.3%) climb up Gartney Hill to Montello. The beginning and ending date is not yet known, though it was likely after SP double tracked that stretch and ran the westbound line on a longer routing, in order to reduce the grade. The westbound line, completed in 1911, had a stone marker at the state line for many years. (from Bob McKeen, June 6, 2005)

Nevada-Utah Line (Shown as MP 671.6)

In service as Utah Line, 1870 to 1875
In service as State Line, 1875 to 1887
In service as Utah Line, 1887 to 1896
In service as Nevada-Utah Line , 1896 to 1975
Shown as MP 671.565 in 1960
Shown as MP 671.5 in 1976

Gartney (Shown as MP 674.3)

In service, 1890 to 1957
Shown in 1938 employee timetable as spur, 25 cars capacity
Shown in 1946 employee timetable, but no capacity shown
Shown in 1948 employee timetable, but no capacity shown
Shown in 1955 employee timetable as spur, "additional station", 23 cars capacity, enter from west
Not shown in 1961 ETT
Shown as MP 674.3 in 1938-1955 employee timetables

Umbria Junction (Shown as MP 678)

3390' siding
In service, 1903-1916 (changed from Umbria to Umbria Junction in 1904)
Junction with Promontory Branch
Shown as MP 681.1 in 1909

Westbound (Grouse) Line

(north line, opened December 25, 1911)

Nevada-Utah line (Shown as MP 672.7)

In service, 1912 to 1966
Shown as MP 672.656 in 1960
Shown as MP 672.67 in 1976

Grouse (Shown as MP 670.5) (new location)

In service, 1912 to 1966
Old location of Grouse (1905 to 1908) was at Shown as MP 685.0 on Promontory "Old Line".
Shown in 1938 employee timetable as siding, 129 cars capacity
Shown in 1955 employee timetable as spur, "additional station", 15 cars capacity, enter from east
Shown as MP 670.3 in 1938 (ETT, approximate, 9.5 miles west of Lucin)
Not shown in 1946 ETT
Not shown in 1948 ETT
Shown as MP 670.5 in 1955 employee timetable
Not shown in 1961 ETT

Lucin (Shown as MP 679.8) (new location, on Lucin Cutoff)

Single track mainline
8130' siding (west)
Shown in 1929 employee timetable as two sidings, one with 124 cars capacity, the other with 101 cars capacity
Shown in 1938 employee timetable as two sidings, one with 130 cars capacity, the other with 109 cars capacity
Shown in 1946 employee timetable as two sidings, one eastbound with 119 cars capacity, and the other, westbound, with 165 cars capacity
Shown in 1955 employee timetable as two sidings, one eastbound with 117 cars capacity, and the other, westbound, with 159 cars capacity
Shown in 1961 employee timetable as two sidings, one eastbound with 116 cars capacity, and the other, westbound, with 158 cars capacity
In station book from July 1, 1907, as junction with Promontory Branch
Moved from Promontory Branch (Shown as MP 680) on July 1, 1915
Telegraph call XN, changed to UN in 1916
Telegraph office closed in 1947
Stockyards, 17 cars capacity, with water
Watering station for locomotives
Wye track
Shown as MP 684.0 in 1907
Shown as MP 683.0 in 1910
Shown as MP 681.0 in 1911
Shown as MP 680.0 in 1915
Shown as MP 679.8 in 1929 employee timetables
Shown as MP 679.0 in 1932
Shown as MP 680.0 in 1937
Shown as MP 679.8 in 1938-1968 employee timetables

Lucin was the west connection with the original Central Pacific Promontory line, later SP's Promontory Branch. The connections were at Lucin on the west, and Cecil Junction on the east.

Pigeon (Shown as MP 685.1)

Single track mainline
9580' siding
Shown in 1929 employee timetable as two sidings, one with 97 cars capacity, the other with 51 cars capacity
Shown in 1938 employee timetable as two sidings, one with 105 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 119 cars capacity
Shown in 1948 employee timetable as siding, 118 cars capacity
Shown in 1955 employee timetable as siding, 115 cars capacity
Shown in 1961 employee timetable as siding, 191 cars capacity
In service from 1905
Shown as MP 688.0 in 1907
Shown as MP 687.0 in 1911
Shown as MP 685.0 in 1915
Shown as MP 684.5 in 1929-1955 employee timetables
Shown as MP 684.1 in 1961 employee timetable
Shown as MP 685.1 in 1968

Teck (Shown as MP 688.8)

Single track mainline
Shown in 1929 employee timetable as two sidings, one with 97 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as two sidings, one with 107 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 119 cars capacity
Shown in 1948 employee timetable as siding, 115 cars capacity
Shown in 1955 employee timetable as siding, 115 cars capacity
Not shown in 1961 ETT
In service, 1905 to 1960
Dropped from station list on July 1, 1960
Shown as MP 693.0 in 1907
Shown as MP 692.0 in 1910
Shown as MP 691.0 in 1911
Shown as MP 689.0 in 1915
Shown as MP 688.8 in 1929-1968 employee timetables

Jackson (Shown as MP 693.7)

Single track mainline
9630' siding
Shown in 1929 employee timetable as two sidings, one with 50 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as two sidings, one with 107 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 119 cars capacity
Shown in 1948 employee timetable as siding, 117 cars capacity
Shown in 1955 employee timetable as siding, 115 cars capacity
Shown in 1961 employee timetable as siding, 191 cars capacity
Telegraph call JK
Telegraph office closed in 1908
In service from 1905
Shown as MP 696.0 in 1911
Shown as MP 693.0 in 1915
Shown as MP 693.2 in 1929-1955 employee timetables
Shown as MP 694.0 in 1960
Shown as MP 693.7 in 1961 and 1968 employee timetables

Beppo (Shown as MP 697.6)

Single track mainline
In service, 1905 to 1960
Shown in 1929 employee timetable as two sidings, one with 98 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as two sidings, one with 105 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 120 cars capacity
Shown in 1948 employee timetable as siding, 117 cars capacity
Shown in 1955 employee timetable as siding, 117 cars capacity
Not shown in 1961 ETT
Dropped from station list on July 1, 1960
Shown as MP 701.0 in 1907
Shown as MP 700.0 in 1911
Shown as MP 698.0 in 1915
Shown as MP 697.6 in 1929-1968 employee timetables

Lemay (Shown as MP 702.1)

Single track mainline
9590' siding
Shown in 1929 employee timetable as two sidings, one with 51 cars capacity, the other with 80 cars capacity
Shown in 1938 employee timetable as two sidings, one with 52 cars capacity, the other with 88 cars capacity
Shown in 1946 employee timetable as two sidings, one eastbound with 121 cars capacity, and the other, westbound, with 126 cars capacity
Shown in 1948 employee timetable as two sidings, one with 122 cars capacity and the other with 117 cars capacity
Shown in 1955 employee timetable as two sidings, one with 122 cars capacity and the other with 117 cars capacity
Shown in 1961 employee timetable as siding, 191 cars capacity
Telegraph call FO, changed to MA in 1908
Telegraph office closed on January 1, 1929
Telegraph office reopened, as MA, on January 1, 1930
Telegraph office closed in 1940
Watering station for locomotives
In service from 1905
Agency closed on May 23, 1928 (Utah PSC Case 1028)
Shown as MP 706 in 1907
Shown as MP 705 in 1910
Shown as MP 704 in 1911
Shown as MP 702 in 1915
Shown as MP 702.1 in 1929-1968 employee timetables

Newfoundland (Shown as MP 706.4)

Single track mainline
Shown in 1929 employee timetable as two sidings, one with 50 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as two sidings, one with 108 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 121 cars capacity
Shown in 1948 employee timetable as siding, 117 cars capacity
Shown in 1955 employee timetable as siding, 117 cars capacity
Not shown in 1961 ETT
In service, 1905 to 1960
Dropped from station list on July 1, 1960
Shown as MP 710 in 1907
Shown as MP 709 in 1911
Shown as MP 706 in 1915
Shown as MP 706.4 in 1929-1968 employee timetables

Groome (Shown as MP 711.1)

Single track mainline
9650' siding
Shown in 1929 employee timetable as two sidings, one with 50 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as two sidings, one with 117 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 120 cars capacity
Shown in 1948 employee timetable as siding, 117 cars capacity
Shown in 1955 employee timetable as siding, 116 cars capacity
Shown in 1961 employee timetable as siding, 191 cars capacity
In service from 1905
Stockyards, 7 cars capacity, sheep only
Shown as MP 715 in 1907
Shown as MP 714 in 1910
Shown as MP 713 in 1911
Shown as MP 711 in 1915
Shown as MP 711.1 in 1929-1968 employee timetables

Allen (Shown as MP 716.3)

Single track mainline
Shown in 1929 employee timetable as two sidings, one with 93 cars capacity, the other with 49 cars capacity
Shown in 1938 employee timetable as two sidings, one with 101 cars capacity, the other with 52 cars capacity
Shown in 1946 employee timetable as siding, 140 cars capacity
Shown in 1948 employee timetable as siding, 137 cars capacity
Shown in 1955 employee timetable as siding, 137 cars capacity
Not shown in 1961 ETT
In service as Loy, 1905 to 1919
In service as Allen, 1919 to 1960
Dropped from station list on July 1, 1960
Shown as MP 720 in 1907
Shown as MP 719 in 1911
Shown as MP 716 in 1915
Shown as MP 716.3 in 1929-1968 employee timetables

Hogup (Shown as MP 720.7)

Single track mainline
9670' siding
Shown in 1929 employee timetable as two sidings, one with 100 cars capacity, the other with 51 cars capacity
Shown in 1938 employee timetable as two sidings, one with 108 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 122 cars capacity
Shown in 1948 employee timetable as siding, 118 cars capacity
Shown in 1955 employee timetable as siding, 118 cars capacity
Shown in 1961 employee timetable as siding, 191 cars capacity
Telegraph call UY
Telegraph office closed on July 1, 1908
Stockyards, 8 cars capacity, sheep only
Wye track
In service from 1905
Shown as MP 724 in 1907
Shown as MP 723 in 1911
Shown as MP 721 in 1915
Shown as MP 720.7 in 1929-1968 employee timetables

Olney (Shown as MP 725.3)

Single track mainline
In service, 1905 to 1960
Shown in 1929 employee timetable as two sidings, one with 98 cars capacity, the other with 51 cars capacity
Shown in 1938 employee timetable as two sidings, one with 106 cars capacity, the other with 54 cars capacity
Shown in 1946 employee timetable as siding, 120 cars capacity
Shown in 1948 employee timetable as siding, 117 cars capacity
Shown in 1955 employee timetable as siding, 117 cars capacity
Not shown in 1961 ETT
Dropped from station list on July 1, 1960
Shown as MP 729 in 1907
Shown as MP 728 in 1911
Shown as MP 725 in 1915
Shown as MP 725.3 in 1929-1946 employee timetables
Shown as MP 724.8 in 1948 and 1955 employee timetables
(Shown as MP 725.3 in 1968)

Strongknob (Shown as MP 729.5)

Single track mainline
Shown in 1938 employee timetable as two sidings, one with 99 cars capacity, the other with 50 cars capacity
Shown in 1946 employee timetable as siding, 121 cars capacity
Shown in 1948 employee timetable as siding, 117 cars capacity
Shown in 1955 employee timetable as siding, 117 cars capacity
Shown in 1961 employee timetable as siding, 190 cars capacity
In service from 1905
Watering station for locomotives
Shown as MP 734 in 1907
Shown as MP 733 in 1910
Shown as MP 732 in 1911
Shown as MP 730 in 1915
Shown as MP 730.0 in 1929-1948 employee timetables
Shown as MP 729.5 in 1955-1968 employee timetables

Lakeside (Shown as MP 734.6)

Double track mainline (east to Tresend)
10560' siding
Shown in 1929 employee timetable as two sidings, one with 107 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as two sidings, one with 56 cars capacity, the other with 112 cars capacity
Shown in 1946 employee timetable as siding, 121 cars capacity
Shown in 1948 employee timetable as siding, 119 cars capacity
Shown in 1955 employee timetable as siding, 115 cars capacity
No siding shown in 1961 ETT
Telegraph call SC
Telegraph office closed in 1946
Stockyards, 16 cars capacity
Fuel oil refueling station for locomotives
In service from 1905
Shown as MP 738 in 1907
Shown as MP 737 in 1911
Shown as MP 735 in 1915
Shown as MP 735.2 in 1929 employee timetable
Shown as MP 735.2 in 1938 employee timetable
Shown as MP 734.6 in 1946-1968 employee timetables

Rambo (Shown as MP 739.0)

Double track mainline
In service, 1905 to 1956
Dropped from station list on January 1, 1956
Shown as spur in 1946 employee timetable, "additional station", 2 cars capacity
Shown as spur in 1948 employee timetable, "additional station", 51 cars capacity
Shown as spur in 1955 employee timetable, "additional station", 25 cars capacity, enter from east
Not shown in 1961 ETT
Shown as MP 744 in 1907
Shown as MP 743 in 1910
Shown as MP 742 in 1911
Shown as MP 739 in 1915
Shown as MP 739.0 in 1946 employee timetable
Shown as MP 739.3 in 1948 and 1955 employee timetables

Tresend (Shown as MP 739.7)

Double track causeway to the west (to Lakeside), single track trestle to the east, 1903 to 1959
Double track causeway to the west (to Lakeside), double track causeway (to Midlake) to the east, 1959 to present day
In service from 1924
No siding, part of double track (1929, 1938, 1946, 1948, 1955, 1961)
Shown as MP 740.0 in 1929 employee timetable
Shown as MP 740.0 in 1938 employee timetable
Shown as MP 739.7 in 1946-1968 employee timetables

Salt Lake Trestle, Tresend to Bridge, 1903 to 1959

Engle (Shown as MP 741.1)

In service, 1915 to 1960
Dropped from station list on July 1, 1960
Shown in 1929 employee timetable as siding, 105 cars capacity
Shown in 1938 employee timetable as siding, 113 cars capacity
Shown in 1946 employee timetable as siding, 137 cars capacity
Shown in 1948 employee timetable as siding, 132 cars capacity
Shown in 1955 employee timetable as siding, 137 cars capacity
Shown as MP 744 in 1915 (January)
Shown as MP 741 in 1915 (July)
Shown as MP 741.1 in 1929-1955 employee timetables

Midlake (Shown as MP 744.9) (old location)

In service, 1905 to 1982
Shown in 1929 employee timetable as two sidings, one with 74 cars capacity, the other with 50 cars capacity
Shown in 1938 employee timetable as siding, 107 cars capacity, with spur, 12 cars capacity
Shown in 1946 employee timetable as siding, 116 cars capacity
Shown in 1948 employee timetable as siding, 113 cars capacity
Shown in 1955 employee timetable as siding, 113 cars capacity
Telegraph call MD
Telegraph office closed in 1937
Located on original trestle (1903 to 1959), and on new causeway after 1959
Shown as MP 749 in 1907
Shown as MP 748 in 1910
Shown as MP 747 in 1911
Shown as MP 745 in 1915
Shown as MP 744.8 in 1929-1955 employee timetables
Shown as MP 744.9 in 1968

At Midlake there was a one-story train order office. There were also operators' dwellings there. Pages 216-217 of Beebe's "The Central Pacific and the Southern Pacific Railroads" had three photos of Midlake showing the facilities. The train order office was closed in 1945 due to the installation of CTC and the buildings removed shortly thereafter (see February 1946 Trains magazine for photo of removal of buildings). (John Sweetser, email dated March 1, 2005)

The 1938 Salt Lake Division employee timetable shows Midlake with a 107-car passing track and a 12-car spur. The timetable shows only a code of P (for Passing Track), without any indication of a telegraph, which matches Lynn Farrer's data that Midlake's telegraph call was MD, and that the telegraph office was closed in 1937.

Colin (Shown as MP 750.1)

In service as Colon, 1905 to 1908
In service as Colin, 1908 to 1960
Dropped from station list on July 1, 1960
Shown in 1929 employee timetable as siding, 96 cars capacity
Shown in 1938 employee timetable as siding, 102 cars capacity
Shown in 1946 employee timetable as siding, 93 cars capacity
Shown in 1948 employee timetable as siding, 85 cars capacity
Shown in 1955 employee timetable as siding, 85 cars capacity
Shown as MP 754 in 1907 (Colon)
Shown as MP 754 in 1908 (Colin)
Shown as MP 753 in 1910
Shown as MP 752 in 1911
Shown as MP 750 in 1915
Shown as MP 750.1 in 1929-1955 employee timetables

Salt Lake Causeway, Tresend to Bridge, 1959 to present day

Midlake (Shown as MP 744.8) (old location)

Double track to west, to Lakeside (after 1959)
In service, 1905 to 1982
Located on original trestle (1903 to 1959), and on new causeway after 1959
Shown as MP 744.8 in 1961 employee timetables

Midlake (Shown as MP 745.2) (new location)

In service, 1982 to 1996
Located on new causeway

Bridge (Shown as MP 752.9)

Double track causeway to the east (to Ogden), single track trestle to the west, 1903 to 1959
Double track causeway to the east (to Ogden), single track causeway (to Midlake) to the west, 1959 to present day
In service from 1931
Shown in 1938 employee timetable as "no siding"
Shown in 1946 employee timetable as siding, 140 cars capacity
Shown in 1948 employee timetable as siding, 134 cars capacity
Shown in 1955 employee timetable as siding, 136 cars capacity
No siding shown in 1961 ETT
Shown as MP 754 in 1931
Shown as MP 752.2 in 1938 employee timetables
Shown as MP 752.9 in 1945-1961 employee timetables
Shown as MP 753 in 1962
Shown as MP 752.9 in 1968

(Read an article about living at Bridge, published in the Utah Historical Quarterly, Volume 85, Number 4, 2017)

Boom (Shown as MP 757) (same as 753 today)

In service, 1908 to 1910
Dropped from station list on July 1, 1910
Shown as MP 757 in 1908

Saline (Shown as MP 755.2)

Double track mainline
In service as Westside, 1905 to 1907
In service as Saline from 1907
Shown in 1929 employee timetable as two sidings, one with 97 cars capacity, the other with 53 cars capacity
Shown in 1938 employee timetable as spur , 14 cars capacity
Shown in 1946 employee timetable as spur, "additional station", 13 cars capacity
Shown in 1948 employee timetable as spur, "additional station", 13 cars capacity
Shown in 1955 employee timetable as spur, "additional station", 14 cars capacity, enter from west
Telegraph call S (opened on February 1, 1916)
Telegraph office closed on July 31, 1917
Shown as MP 759 in 1907
Shown as MP 758 in 1910
Shown as MP 757 in 1911
Shown as MP 755 in 1915
Shown as MP 755.2 in 1929 and 1938 employee timetables
Shown as MP 755.0 in 1946 and 1948 employee timetables
Shown as MP 755.2 in 1955-1968 employee timetables

There was a large salt extraction business located at Saline, with evaporation ponds. There was a large warehouse at Saline where the salt was stored waiting to be shipped. When SP started construction of the new causeway project in 1955, a spur was built to the Little Valley quarry, connecting with the mainline just west of Saline. The spur was located between the evaporation ponds and the lake. The salt extraction business remained in place until the lake level rose in the 1980s, destroying the evaporation ponds and the dikes that separated them from each other and the lake. The warehouse remained after the salt company closed its operations, but later burned. (Lee Nicholas, email to Utah Railroading Yahoo discussion group, August 16, 2006)

Promontory Point (Shown as MP 758.5)

Double track mainline
21193' siding
In service from 1905
Stockyards, 6 cars capacity
Watering station for locomotives
Shown in 1929 employee timetable as two sidings, one with 100 cars capacity, the other with 51 cars capacity
Shown in 1938 employee timetable as siding, 55 cars capacity
Shown in 1946 employee timetable as siding, 51 cars capacity
Shown in 1948 employee timetable as "no siding"
Shown in 1955 employee timetable as "no siding"
Shown in 1961 employee timetable as spur, "additional station", 29 cars capacity, enter from west
Telegraph call HO
Telegraph office closed on January 1, 1931
Agency closed on June 18, 1930 (23.8 miles from Ogden and 23.3 miles from Lakeside). The agency was opened to receive materials for the double-tracking of the Lucin Cut-off. The project was complete and the telegraph operator there was no longer needed. (Utah Public Service Commission case 1164)
Shown as MP 762 in 1907
Shown as MP 761 in 1911
Shown as MP 759 in 1915
Shown as MP 758.5 in 1929-1968 employee timetables

Bagley (Shown as MP 763.7)

In service as Owens, 1905 to 1907
In service as Bagley, 1907 to 1960
Dropped from station list on July 1, 1960
Shown in 1929 employee timetable as spur
Shown in 1938 employee timetable as two spurs, one with 21 cars capacity, the other with 50 cars capacity
Shown in 1946 employee timetable as two spurs, "additional station", one spur with 19 cars capacity, and the other spur with 50 cars capacity
Shown in 1948 employee timetable as two spurs, "additional station", one spur with 19 cars capacity, and the other spur with 50 cars capacity
Shown in 1955 employee timetable as spur, "additional station", 19 cars capacity, enter from east or west
Not shown in 1961 ETT
Shown as MP 767 in 1907
Shown as MP 766 in 1911
Shown as MP 764 in 1915
Shown as MP 763.7 in 1929-1955 employee timetables

Withee (Shown as MP 769)

In service, 1905 to 1912
Dropped from station list on July 1, 1913
Shown as MP 771 in 1907
Shown as MP 770 in 1910
Shown as MP 769 in 1911

Little Mountain (Shown as MP 767.2) (new location)

2535' siding (middle)
In service from 1905
Shown in 1929 employee timetable as spur
Shown in 1938 employee timetable as a center siding, 136 cars capacity, plus two spurs, one with 8 cars capacity and the other with 24 cars capacity
Shown in 1946 employee timetable as a center siding, 127 cars capacity
Shown in 1948 employee timetable as a center siding, 123 cars capacity
Shown in 1955 employee timetable as a center siding, 127 cars capacity
Shown in 1961 employee timetable as a center siding, 127 cars capacity
Shown as MP 772 in 1907
Shown as MP 771 in 1911
Shown as MP 769 in 1915
Shown as MP 768.5 in 1929 employee timetables
Shown as MP 767 in 1931
Shown as MP 767.2 in 1938-1968 employee timetables

Utah Industrial Park (Shown as MP 769.7)

In service from 1982
Spur (3.5 mi) sold to Utah Central Railway on September 26, 1992

Reese (Shown as MP 772.5)

In service, 1905 to 1956
Dropped from station list on July 1, 1956
Shown in 1929 employee timetable as two sidings, one with 91 cars capacity, the other with 51 cars capacity
Shown in 1938 employee timetable as siding, 54 cars capacity, plus a spur with 15 cars capacity
Shown in 1946 employee timetable as spur, "additional station", 27 cars capacity
Shown in 1948 employee timetable as spur, "additional station", 27 cars capacity
Shown in 1955 employee timetable as spur, "additional station", 19 cars capacity, enter from west
Not shown in 1961 ETT
Shown as MP 776 in 1907
Shown as MP 775 in 1911
Shown as MP 773 in 1915
Shown as MP 772.5 in 1938-1955

Griffin (Shown as MP 773)

In service, 1907 to 1912
Dropped from station list on July 1, 1907
Reinstated to station list on January 1, 1908
Dropped from station list on July 1, 1912
Shown as MP 778 in 1907
Shown as MP 777 in 1910
Shown as MP 776 in 1911
(Shown as MP 773 after 1915)

Carver (Shown as MP 774.9)

In service, 1921 to 1931
New station, January 1, 1921
Dropped from station list on January 1, 1931
Shown in 1929 employee timetable as spur
Non agency station at Carver closed on October 18, 1930. Used only for sugar beet loading by Amalgamated Sugar Co. (Utah PSC Case 1192)
Shown as MP 775 in 1921
Shown as MP 774.9 in 1929 employee timetable

Weber Junction (Shown as MP 775.5)

In service from 1905
Shown as MP 775.5 in 1929 employee timetable

West Weber (Shown as MP 776.3)

In service from 1905
Double track
Shown in 1929 employee timetable as center siding, 128 cars capacity
Shown in 1938 employee timetable as center siding, 135 cars capacity
No siding (1946, 1955, 1961)
Telegraph call WB
Telegraph office closed on January 1, 1926
Shown as MP 780 in 1907
Shown as MP 779 in 1911
Shown as MP 776 in 1915
Shown as MP 776.3 in 1929-1968 employee timetables

Marriott (Shown as MP 780.0)

In service, 1921 to 1948
Dropped from station list in 1947
Beet loading spur
Shown as spur in 1929 employee timetable as spur
Shown as spur in 1938 employee timetable as spur, 13 cars capacity
Shown as spur in 1946 employee timetable, "additional station", capacity not shown
Shown as spur in 1948 employee timetable, "additional station", capacity not shown
Not shown in 1955 ETT
Abandoned on December 31, 1946
Shown as MP 780 in 1921-1948 employee timetables

Cecil Junction (Shown as MP 781.5)

Connection for Lucin Cutoff, 1903
In service, 1905 to 1930
Dropped from station list on January 1, 1930
Agency closed on August 26, 1929. (Utah PSC Case 1133)
In service from 1986 (re-established)
Shown as MP 785 in 1907
Shown as MP 784 in 1911
Shown as MP 781.5 in 1915
Shown as MP 781 in 1921

Cecil Junction was the east connection with the original Central Pacific Promontory line, later SP's Promontory Branch. The connections were at Lucin on the west, and Cecil Junction on the east.

D&RG/D&RGW Crossing (Shown as MP 781.4)

In service from 1905
Shown as MP 781.4 (D&RG/D&RGW Crossing) in 1929-1955 employee timetables
Not shown in 1961 employee timetable

Ogden/Ogden, 24th Street (Shown as MP 781.0)

Shown as MP 782 in 1937
Shown as MP 782 in 1966 (Ogden, 24th Street)
Shown as MP 780.6 in 1968 (Ogden, 24th Street)
Shown as MP 781.0 in 1969 (Ogden)

Ogden/Ogden, 25th Street/Ogden Depot (Shown as MP 782.3, via Lucin Cutoff)

Yard
Connections with UP, D&RGW, Bamberger, and Utah Idaho Central
In service, 1869 to 1907 (Shown as MP 841, via Promontory Line)
In service, 1907 to 1969 (Shown as MP 782, via Lucin Cutoff)
Telegraph call OG, changed to RO on January 1, 1918
Shown as MP 830 in 1907 (January) (Ogden)
Shown as MP 786 in 1907 (July)
Shown as MP 785 in 1911
Shown as MP 782 in 1915
Shown as MP 782.3 in 1929 employee timetable
Shown as MP 782.3 (Ogden, 25th Street) in 1937 employee timetable
Shown as MP 782.3 in 1938-1961 employee timetables
Shown as MP 782.3 (Ogden Depot) in 1968 employee timetable

Sources

Initial list based on list of SP stations systemwide by Ken Harrison in 1994.

Emails to Espee List by Ron Boham, Bob McKeen, Bruce Morden, and Joe Strapac, on June 3-5, 2005.

SP Condensed Profiles, dated May 31, 1960 (state line crossing only, from Joe Strapac)

SP Sacramento Division track chart, dated 1976 (state line crossing only, from Ron Boham)

Research material by Lynn Farrer, furnished by John Signor, June 8, 2005.

SP Accounting Department List of Stations, dated January 1, 1923, from Tony Johnson.

SP Salt Lake Division employee Timetable No. 20, dated 1909, Promontory Branch data from Tony Johnson, June 10, 2005.

SP Salt Lake Division employee Timetable No. 35, dated October 6, 1929, data from Tony Johnson

SP Salt Lake Division employee Timetable No. 41, dated September 27, 1931 (Promontory Branch only), data from Tony Johnson

SP Salt Lake Division employee Timetable No. 52, dated February 6, 1938.

SP Salt Lake Division employee Timetable No. 55, dated July 9, 1941 (Gartney mile post only)

SP Salt Lake Division employee Timetable No. 57, dated July 5, 1942 (Promontory Branch only), data from Tony Johnson

SP Salt Lake Division employee Timetable No. 61, dated November 10, 1946.

SP Salt Lake Division employee Timetable No. 63, dated October 31, 1948.

SP Salt Lake Division employee Timetable No. 75, dated January 9, 1955.

SP Salt Lake Division employee Timetable No. 85, dated September 24, 1961.

SP Salt Lake Division Special Instructions No. 11, dated December 18, 1960