Southern Pacific, Promontory Branch

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This page was last updated on October 27, 2024.

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Overview

The original Central Pacific line through Promontory 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.)

(Read more about the Promontory Branch, as part of the story of SP in Ogden)

Five Miles West of Ogden

The 1869 junction of Union Pacific and Central Pacific was always described in contracts as being "five miles west of Ogden." Measuring on today's modern maps puts that point as being near today's 1800 North in Harrisville.

Research has found that the site was chosen in Washington D.C., with only a map serving as a reference, and that after the 1869 agreement, neither UP or CP wanted the location because it was swampy. By default, they started to use Ogden until they could find another solution. Then in 1874 Utah Northern reached Ogden and the site of the junction was settled by the fact that CP wanted to share in interchanging with Utah Northern. This was before UP took control of Utah Northern in 1878, then renamed it as Utah & Northern.

UP's was the only line built north and west of Ogden in 1869. The two lines met at Promontory and right away negotiations started to determine where the junction was going to be. Neither company wanted the junction to remain at the middle of nowhere spot at Promontory. UP wanted it to be at Corinne, where it could control the traffic being transloaded to freight wagons for the Montana mines. CP wanted the junction to be at Ogden, so it could control the Montana traffic, and have access to the Utah markets. In September 1869, they agreed on a point five miles "west" of Ogden. UP sold its line between the new junction and Promontory to CP, and CP then leased UP's five miles between the junction and Ogden. (Earlier writers have wrongly put this junction at Hot Springs, which is 10.3 miles "west" of Ogden.)

In 1874, Utah Northern's narrow gauge line was completed just east and parallel to CP's line. At that time, Ogden was formally agreed on as the terminal and plans for the 1869 "junction" were abandoned. After UP bought control of most of the lines in Utah, the Utah Northern narrow gauge became part of the OSL&UN merger in 1889, and the line north of Ogden was converted to standard gauge. The new OSL&UN line resulted in two parallel lines, CP's line to Promontory and OSL&UN's line north. CP was leased to SP in 1885, and in 1903 SP completed the Lucin Cutoff as a direct line across Great Salt Lake.

In 1903, UP/OSL built its Malad Branch, which headed west from the OSL (former UN) line at Brigham City, and joined the CP line at Corinne Junction, two miles east of Corinne. They shared tracks into Corinne where OSL headed north to Malad and SP continued west to Promontory. A joint trackage agreement between UP and SP allowed OSL to use the small portion of SP Promontory Branch between Corinne Junction and Corinne, about two miles. The joint trackage agreement also allowed SP to use the OSL mainline north from Ogden to Brigham City, and the Malad Branch from Brigham to Corinne Junction. The former CP line (built by UP in 1869 and sold to CP) was then abandoned.

The SP Promontory Branch between Ogden and Corinne Junction remained in place as an abandoned roadbed. When Ogden Quartermaster Depot was completed in 1941-1942, it was served on the south end by laying new tracks on a short portion of the abandoned SP line. The OSL former UN line ran directly along the eastern edge of the new Army depot, and rail access to the north end was provided by a new wye and yard tracks, which remain in place today. Utah Quartermaster Depot later became Defense Depot Ogden, and Business Depot Ogden after the government closed it in 1985.

North and west of Business Depot Ogden (the former Defense Depot Ogden), the abandoned SP line is about midway between U.S. 89 and Interstate 15. The rail lines and highways all come together and run parallel between Hot Springs and the Brigham City exit where U.S. 91 separates from I-15, and U.S. 89 separates to head to Logan. Also between Hot Springs and Perry is the abandoned Utah Idaho Central interurban line between Ogden and Brigham City, just east of the UP line.

The tracks north of 12th Street into Defense Depot Ogden (the former CP/SP mainline) were removed in the 1970s. Between the 1940s and the 1980s there was an extensive network of railroad tracks serving the government warehouses, with access from both the north, from UP's OSL (former Utah Northern) line, and from the south using the former CP/SP line. North of the former Army depot, it is possible to trace the former SP Promontory line on satellite photos, all the way to Corinne Junction.

North of Hot Springs, the abandoned CP/SP line is just to the west of Interstate 15 and is marked by pipeline markers, showing where portions of the Salt Lake City to Pocatello petroleum pipeline was built right on the roadbed in 1951, for a distance of 34 miles. The pipeline was placed on the SP roadbed in 1951, but was moved when I-15 was built in the 1970s. I-15 is on the SP roadbed north from Hot Springs to the Brigham City exit. The pipeline is on the east side of I-15 until it crosses under I-15 just south of the Brigham City exit. From there, you can see the pipeline/SP roadbed from the north end of the west side frontage road. North from the Brigham City exit, the pipeline and SP roadbed are the same, about 1,000 feet to the west of I-15, all the way to the Corinne exit.

Looking at a modern map of the area near Corinne, it is possible to see where Corinne Junction was, at the point where today's Highway 13 meets 2600 West. It is at this point that the pipeline stops using the former CP/SP right-of-way.

Timeline

March 19, 1903
The first SP westbound train operated over the OSL on March 19, 1903. (Elko Weekly Independent, March 27, 1903; courtesy of John Sweetser, email dated April 23, 2003)

March 19, 1903
The Promontory Branch from Ogden to Corinne was removed from service in 1903 when the SP began using the UP line between Ogden and Corinne. Westbounds out of Ogden operated over the Oregon Short Line track to Brigham City, then on the new cut-off to Corrine." (Weekly Independent of Elko, March 27, 1903, citing the previous Friday's daily issue for March 20th, "beginning yesterday"; courtesy of John Sweetser, email dated April 23, 2003)

March 27, 1903
The Wells newspaper reported that a new roundhouse has been built or is being built at Kelton to replace the one destroyed by fire last fall. Kelton was a helper station, but not a terminal for crews operating over the road. (Nevada State Herald (Wells), March 27, 1903; from John Sweetser, email dated June 17, 2005)

July 26, 1903
All SP trains began operating by way of OSL (UP) tracks between Ogden and Corinne Junction. The parallel SP line, being the original Central Pacific mainline, was removed from service south from Corinne Junction to CP-UP Junction, about 5 miles north of Ogden union station. South of that point, south to Ogden, CP (SP) leased the track from UP, and gave up the lease on this same date. (see also: OSL Corporate History, page 50)

(From March 1903 until July 1904, most, if not all, SP trains operating west of Ogden ran by way of OSL trackage rights north from Ogden to Brigham City, then over OSL's Brigham City Cutoff from Brigham City to Corinne Junction.)

September 15, 1904
The old line is to be abandoned except for one train for local and mail traffic. (Central Nevadan of Battle Mountain, September 15, 1904; courtesy of John Sweetser, email dated April 23, 2003)

June 8, 1906
The "Alkali Limited" that "made daily trips between Ogden and Montello on the old route" (Nevada State Herald of Wells, June 8, 1906; courtesy of John Sweetser, email dated April 23, 2003)

July 1, 1906
The SP stopped running trains over the Promontory line on July 1. (Nevada State Herald, August 24, 1906; courtesy of John Sweetser, email dated April 23, 2003)

September 15, 1909
The following OSL (UP) passenger trains are shown in the September 15, 1909 SP Salt Lake Division employee's timetable, on SP tracks only between Corinne Junction and Corinne, 1.55 miles:

Later timetables, specifically one from 1929, show that the only scheduled SP trains were all Mixed trains running between Corinne and Lucin, or between Corrine and Kelton. This was much later than McKeen cars were operating on SP. There was no SP service between Ogden and Corinne. (courtesy of Tony Johnson, via email dated April 5, 2003)

Ken Harrison shares the following information from several different SP public timetables:

In the January, 1908, issue, train 203 left Ogden daily except Sunday at 0820 and terminated at Kelton at 1240. Its counterpart, 204, left Kelton at 1315 and terminated Ogden 1825. There was no service west of Kelton. The heading for the timetable is "Ogden and Montello-via Old Line." As early as August, 1915, there was thrice-weekly service Ogden-Kelton and Tuesday only, returning Wednesday, Ogden-Montello. In neither event is the service referred to as "motor," which was a common means by which SP differentiated these movements.

According to the September 17, 1904 timetable, service over the Lucin cutoff had not yet commenced. That is interesting, because a Company document I have states that the line was opened in April 1904. That is, however, a pencil correction of the typed date of January 1, 1905. This same document states that in April 1909, gasoline motor operation was commenced on the Sacramento-Fair Oaks and the Hazen-Fallon runs. There is no mention of the Promontory line.

While the March 1911 schedule shows service over the cutoff, there is no mention of service on the original line, nor is there such in the January 1912 schedule, notwithstanding that it includes every other branch on the Overland route. In that last mentioned timetable, Corinne, Utah, appears as a listed station, but the page reference is 00. Naturally, there is no page 00.

Corinne is also not listed in the December 1913 schedule, nor the June and September 1914, or the January 1915 issue.

Skipping ahead to March 1925, we find that service is listed only as Corinne-Kelton (twice a week) or Corinne-Montello (once a week, as before). (Ken Harrison email dated April 5, 2003)

Corinne Junction to Ogden abandoned circa 1932-1936 (operation via OSL after 1903). Placed "out of service" between 1903 and 1932.

March 31, 1937
Operation between Watercress (19 miles east of Lucin) and Kelton (54 miles east of Lucin) ended on March 31, 1937. (Utah PSC Case 1918).

(A review of employee timetables, and public timetables suggests that SP service was only west of Corinne Junction. There were no facilities for crews to tie up at Corinne, or to service locomotives, which indicates that Promontory Branch trains ran straight through from Ogden, via the OSL, to Corinne.)

Passenger service in 1938 included a mixed train (trains 617/618) between Corinne and Kelton (and return) on Mondays and Fridays, and another (one way) mixed train (train 615) between Corinne and Lucin on Wednesday's only, using the same schedule as train 617 between Corinne and Kelton.

March 11, 1942
The following comes from the March 11, 1942 issue of the Ogden Standard Examiner newspaper.

Railway's Plea Threatens To Revive Contest Over 'Old Line' North of Lake. Would Abandon Service And Tear Up the Tracks.

The much-argued question of abandonment of the historic Lucin-Promontory-Corinne line of the Southern Pacific railroad had been revived again today, according to dispatches from Washington, D. C., which said the Southern Pacific Co. and Central Pacific Railway Co. asked authority for the abandonment from the interstate commerce commission.

According to the Washington dispatches the railroads seek to abandon operations between Lucin and Ogden, by way of Corinne junction, a distance of 146.86 miles, and to abandon the track itself from near Lucin to near Corinne, a distance of 120.78 miles.

The petition said "operations can not be conducted except at a large loss and the abandonment will enable the salvage of material urgently needed at the present time."

Weekly Train. The Southern Pacific at present runs a train once a week "on call" over the historic route around the north end of Great Salt lake. This run is made on Wednesdays, reportedly as far as Rosette. Stockmen ship some feed into this otherwise remote section, and livestock and some other products are shipped out. One of the products of that area is asphalt.

A petition of the Southern Pacific for abandonment of the same line was considered by the interstate commerce commission in 1935. This was denied after prolonged hearings and investigations. Embattled livestock men and others of the Box Elder county area which the route serves, vigorously apposed the abandonment.

Box Elder county, including its schools, also faced large slashes in tax revenues, and they joined in the opposition. The military angle was also stressed, the contention being that the line would be valuable in cases traffic over the Lucin cutoff over Great Salt lake ever became blocked.

Golden Spike Event. The railroad line has historic significance for it was at Promontory on May 10, 1869, that the golden spike was driven marking completion of the first ribbon of steel to span the continent, thus opening a new era for the west. Importance of the route declined after completion of the Lucin cutoff across Great Salt lake in 1903.

(Also in Salt Lake Tribune, March 10, 1942)

April 22, 1942
A letter from the War Department office in Sacramento, California, dated April 22, 1942, was sent to SP officials in San Francisco, seeking help in procuring secondhand railroad rail and assistance in fabricating railroad switches for numerous National Defense projects then under way. The military specifically asked about the 114 miles of "very rarely used" 62-pound rail laid on the Promontory Branch. In a letter dated April 27, the Navy Department assured Southern Pacific that it would receive "prices not exceeding the ceiling quotations for relay rails and scrap." Later communications requisitioned a total of 120 miles of rail, approximately 15,000 tons, with which to lay track in the new Naval Ammunition Depot at Hawthorne, Nevada. The requisition was based on a newly enacted law dated October 16, 1941. (Letter, Henry L. Stimson [War Department] to Southern Pacific, April 22, 1942; Letter, U. S. Engineer Office [War Department] to Southern Pacific, April 27, 1942; Utah-Idaho Sugar Company, inter-office memo, Abe Murdock to Douglas Scalley, May 26, 1942, all three items are part of Public Service Commission of Utah file for abandonment of Central Pacific Promontory Branch.)

May 1, 1942
It is unclear, considering the March 9, 1942, date of its application for abandonment to the ICC, whether SP volunteered the rail, or whether the Navy asked for the rail earlier in other communications. In either case, a public hearing was held on May 1, 1942. The abandonment was opposed by Box Elder County, by the Public Service Commission of Utah, and by several other interests. But it was all for naught. SP insisted that the Navy needed the rail, and the matter was therefore settled. The railroad also stated that further operation of the line would require extensive rebuilding to bring it up to current safety standards, citing that the branch had only dirt ballast and many narrow rock cuts. (Letter, Public Service Commission of Utah to Box Elder County Clerk, July 8, 1944, part of Public Service Commission of Utah file for abandonment of Central Pacific Promontory Branch)

May 2, 1942
At the ICC hearing in Ogden, Box Elder County objected to the abandonment of SP's Promontory line because it would reduce the valuation of the land, and result in a loss of tax revenue. Sperry Mills in Ogden complained that it would be forced to close its grain elevator at Lampo on the railroad's branch. Quaker Crystal Salt company at Monument complained that it would have to close its salt extraction facility at Monument. Sheepmen and cattlemen also complained that closing the branch would have negative effect on their business. (Salt Lake Telegram, May 2, 1942)

June 11, 1942
The ICC approved the abandonment of the Promontory Branch, and Southern Pacific set about immediately removing the rail. Some of the rail was actually used at the Navy facility at Hawthorne, but local newspapers reported that most of the rail was used in Utah on the many defense projects under way, including Hill Field, Clearfield Navy Supply Depot, Tooele Army Depot, and Utah General Depot. (Ogden Standard Examiner, February 19, 1950)

(When the Golden Spike National Historic Site was set aside, the National Park Service did some extensive research and found a bill of lading from when the rail was pulled up and loaded on flat cars in 1942. All of the cars were shipped directly via SP to Hawthorne, Nevada, to the new Naval Supply Depot being built there. Also, among the documents on file with the Utah Public Service Commission asking for permission to abandon the line, there are several letters from the War Department saying they needed the rail specifically for Hawthorne. Southern Pacific used the letters to document the need to abandon the line, which they had been trying to do so for the previous 8 years, but local companies and groups kept blocking the abandonment. All the letters show that the Promontory Branch was abandoned directly to furnish rails to Hawthorne.)

June 11, 1942
The federal ICC approved SP's abandonment of the Promontory Branch between Corinne and Lucin. (252 ICC 805, Central Pacific Railway Company Et Al. Abandonment; "Cases Disposed Of Without Printed Report")

F. D. No. 13655, Central Pacific Railway Company Et Al. Abandonment. Decided June 11, 1942. Certificate issued permitting (1) abandonment by the Central Pacific Railway Company of the part of its Promontory branch between Lucin and Corinne, Utah; and (2) abandonment of operation by the Southern Pacific Company (a) over the Promontory branch between Lucin and Corinne Junction, and (b) over the Oregon Short Line Railroad between Corinne Junction and Ogden, in Box Elder and Weber Counties, Utah. Condition prescribed.

Dismantling began immediately and an "undriving" of the last spike ceremony was held at Promontory on September 8, 1942.

SP had been running their Promontory Branch trains over OSL between Ogden and Corinne since about 1903. In an unsuccessful 1936 request for abandonment of the Promontory Branch SP stated that most of their trackage between those two points was "gone, removed by parties unknown". (ICC Finance Docket 9791, 212 ICC 402)

July 5, 1942
The last SP employee timetable to show the Promontory Branch was Salt Lake Division No. 57, dated July 5, 1942. (Tony Johnson, email dated June 17, 2005)

September 8, 1942
In a ceremony arranged by the Ogden Standard-Examiner newspaper, with Utah Gov. Herbert Maw and officials of UP and SP in attendance, on September 8, 1942, a ceremonial last spike on the branch was removed at Promontory, where the first Golden Spike was put into its laurel tie in 1869. All that remained then was the 1-1/2 miles of line between Corinne and Corinne Junction (Dathol). (Ogden Standard Examiner, February 19, 1950)

SP sold several buildings at Corinne in 1942, including the depot and the agent's dwelling. The agent's dwelling was sold in November 1942, and the 30-foot by 80-foot passenger and freight depot, built in 1870, was sold in December 1942, and removed from railroad property. (Documentation in support of Union Pacific Work Order 4902, September 20, 1956, retirement of 30' x 80' frame passenger and freight depot.)

March 16, 1945
SP facilities at Corinne, and SP trackage between Corinne and Corinne Junction, was leased to OSL on March 16, 1945; sold to OSL on October 16, 1947. (Union Pacific engineering department records)

November 14, 1947
OSL took possession of the 1.55-mile portion of the SP Promontory Branch (originally the 1869 Central Pacific main line) between Corinne Junction and Corinne. Union Pacific had used the line under trackage rights since July 1903 as part of the operations of the Malad Branch. SP had abandoned their Promontory Branch in 1944. (Union Pacific engineering department records)

February 13, 1951
SP right-of-way between CP-UP Junction, five miles north of Ogden, and Corinne Junction, not operated since 1903, was sold to Salt Lake Pipeline Co. on February 13, 1951. (Box Elder County Book of Deeds 59, p.613)

May 10, 1952
The Golden Spike Association held its first reenactment of the driving of the golden spike at Promontory, Utah. The rails of the SP's Promontory Branch had been removed in 1942, but there was a monument at the site.

Motive Power

A. D. McLennan shared the following in an email dated October 13, 1998, concerning the motive power used on the Promontory Branch, later known as the Kelton Branch:

"BLE Rulings and Settlements, issued at San Francisco on March 1, 1935, notes that on February 9, 1933, engine 1785 provided the regular power for Train 617 Brigham-Kelton mixed (which returned the following day as Train 618). Because of heavy snow, engines 1618 and 2269 plus flanger followed Train 617 from Brigham to Roser, where they were incorporated into Train 617 mid-train and proceeded thus to Kelton. Next day, Train 618 returned to Brigham behind engines 1785, 1618 and 2269. Train 618's combine was dropped at Brigham and the three engines plus flanger returned cab hop to Ogden.

"Otto Perry photographed X2661W with 25 cars at Blue Creek on August 9, 1935.

"Engines 1785 and 2269 appear in the Salt Lake Division assignment lists for 1-31-36 and 12-31-37. On 8-31-41, engine 2269 was still so assigned but 1753 was the only Mogul left on the Salt Lake Division. On 6-30-47, neither 2269 nor any Moguls were assigned to the division.

"The lists for 1-31-36, 12-31-37, 3-31-39 and 8-31-41 show engine 2661 assigned to the Salt Lake Division in switching service."

Last Spike Pyramid Monument

The pyramid-shaped monument at the site of the driving of the last spike in May 1869 was placed there prior to the 50-year anniversary on May 10, 1919. Although wreaths of yellow sunflowers were placed on the pyramid-shaped monument at Promontory, the actual ceremony took place in Ogden, at what was officially called "Ogden's Jubilee of the Golden Spike." During that ceremony in 1919, there were no visitors to the Promontory site due to the site's remoteness. The monument at Promontory, also known as an obelisk, was first proposed as early as 1916 as planning was begun for the 1919 celebration. There were news stories about Union Pacific and Southern Pacific planning to spend $200,000 to build a monument at the Promontory site in time for the 1919 celebration, but those plans were abandoned during and after World War I. In March 1917 a bill passed the U. S. Senate setting aside $100,000 to fund the ceremony that was to be held in Ogden. References in 1919 show that the pyramid monument, made of concrete, was already in place at the Promontory site.

(Research in available online newspapers has yet to find any contemporary reference for any event or news about the placement of the pyramid monument at Promontory.)

Richard V. Francaviglia's "Over the Range: A History of the Promontory Summit Route of the Pacific Railroad," page 218, briefly mentions the monument: "... a stone monument, reportedly erected here in 1916 by Wilson Wright of the Southern Pacific Company, became a landmark to travelers and those exploring the backcountry. That obelisk-shaped monument contained a rectangular metal plate commemorating the driving of the last spike." (courtesy of Josh Bernhard)

(Research in the SP employee magazine "Southern Pacific Bulletin" for the era 1915-1916 does not find any reference to a monument being built at Promontory, and no reference to Wilson Wright as an employee. Digital versions of the magazine are available online at Archive.org.)

(Research in the two available online newspapers covering Box Elder County for the era 1915-1919, does not find any reference to a monument being built at Promontory.)

(Several newspaper references in the late 1930s and early 1940s show that Wilson Wright was Chief Clerk for the Southern Pacific Salt Lake division engineer in Ogden. Research has not yet found what position he may have had 25 years before. Wilson G. Wright was born in 1892 and died in 1973. He retired from SP in 1958. His obituary makes no mention of his being involved with the monument at Promontory.)

1924 -- "Today there stands a monument, a mass of concrete in pyramidal form, about eight feet on a side at the base and extending upward twelve feet. This monument bears this inscription: 'Last Spike completing first transcontinental railroad driven at this point May 10, 1869.'" (Salt Lake Telegram, November 9, 1924)

1964 -- "The present National Historic site was established by the Secretary of the Interior in 1957, but it is not in federal ownership. It contains a small monument constructed about 1915 by the Southern Pacific company at the location of the driving of the 'last spike.'" (Box Elder News, March 24, 1964)

March 3, 1968
The following comes from the March 3, 1968 issue of the Box Elder News newspaper.

What will become of the monument or obelisk which now marks the spot where the golden spike was driven? This question should be of general concern in Box Elder county since the monolithic pillar has stood for more than 50 years on wind-swept Promontory summit.

It has been a silent sentinel, standing not only against the elements but in the face of general indifference. It has been a target for shoot-happy hunters, the butt of jokes and the pride of golden spike supporters.

But most of all, in recent years it has been the most conspicuous reminder to persons visiting the area that America's first transcontinental railroad was completed there.

The Park service has no plans for the marker; it simply doesn't have a place in future development of the historic site.

It will either be given away or destroyed. The latter fate seems ungrateful and unwise considering the history of the monument which stretches back to about 1915 when Wilson Wright, a civil engineer for Southern Pacific, perceived the need for some kind of marker.

Wright sought company permission, received it and had the monolith constructed by a bridge crew.

No one is really quite sure whether the monument can be moved. For the answer, Supt. William T. Krueger will consult a local contractor who is relocating other materials at the site.

If it can be transported, we urge that it be preserved. And for one suggestion, why not set it on the county courthouse grounds in Brigham City?

It could be displayed as at present, enclosed by a metal fence with an appropriate plaque, and standing over a short length of railroad trackage.

What more appropriate symbol could we erect as the gateway to Golden Spike National Historic site?"

Promontory Branch Station Summary

(View a listing of the stations and sidings on SP's Promontory Branch)

Sources

Milepost and station information based on emails from Tony Johnson on June 6 and 9, 2005, compiled from his research in SP employee timetables.

"Rails East To Promontory" -- A book published in 1981 book by the National Park Service, updated in 1994 and 2008; a detailed look at the history of the original transcontinental railroad line westward from Promontory and Lucin.

Documents

SP Promontory Branch Discontinuance, 1937 (PDF; 3 pages; 1.3MB)

SP Promontory Branch Abandonment, ICC Return To Questionaire, 1942 (PDF; 14 pages; 6.9MB)

SP Promontory Branch Abandonment, ICC Report, 1942 (PDF; 10 pages; 9.8MB)

SP Promontory Branch Abandonment, Letters to ICC, 1942 (PDF; 10 pages; 6.3MB)

More Information

SP Promontory Branch -- A narrative of the abandonment of the Promontory Branch, part of the Ogden Rails project. Text used in "Ogden Rails" (1st edition), published in 1997, "Ogden Rails" (2nd edition), published in 2005, and in John Signor's "Southern Pacific Salt Lake Division," published in 2007.

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