Los Angeles & Salt Lake Railroad Steam Notes

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This page was last updated on August 18, 2026.

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Steam Locomotive Roster Notes

These rosters are based on material compiled by Gordon McCulloh and P. Allen Copeland. Allen Copeland credited his information as being based on information from Gerald M. Best, Richard Prince, Don Roberts, Harold L. Goldsmith, James J. Buckley, Donald Duke, and Joseph A. Strapac.

Last Of Steam On LA&SL

(The last of steam into Los Angeles was in 1948; the last of steam into California was in 1951; the last of steam south and west of Salt Lake City was in 1956.)

The Steam Locomotive Assignment sheets for 1946, dated December 31, 1946, show 15 2-8-2s assigned to Los Angeles, along with two 4-6-2 passenger engines, six 2-8-8-0s, 15 0-6-0 switchers, 11 2-10-2s, ten 4-10-2s, 17 2-8-0s, and 18 4-8-2s. A total of 94 steam locomotives. Within a short 18 months, there were none.

"As the EMD F3s and ALCo FAs arrived, they began to sideline steam on all LA&SL through freight runs. During the spring and summer of 1948, delivery of Fairbanks-Morse H15-44 and H20-44 road switchers allowed UP to dieselize its tough Cajon and Cima Hill helper operations in addition to remaining branch and local service operating in Southern California, and out of Las Vegas. Thus, by the summer of 1948, steam had all but disappeared from the west end of the LA&SL. Indeed, the double-heading of train No. 3, the Utahn, west out of Las Vegas on July 18th, 1948, with Mountain No. 7852 on the point and Northern No. 803 as the road engine, was thought to be the end to revenue steam operation over the UP line into Southern California." (John Signor, LA&SL, page 186)

The following comes from Mark Hemphill's LA&SL book, pages 150 and 157.

By fall 1948 enough EMDs, Alcos, and F-Ms were on hand to dieselize the South-Central District west of Salt Lake City and Provo (except for the Harbor Belt Line), the last regular train behind steam running east during December 1948. However, the UP had only enough diesels on hand to accommodate normal traffic levels.

In June 1950 the heavy passenger loads for a Shriners’ convention in Los Angeles required the UP to temporarily dispatch 4-8-2's 7019 and 7859 to Cajon Pass for helper service. Two weeks later, a distant war-North Korea’s sudden invasion of South Korea-caught the LA&SL short on power. General Walton Walker’s undermanned Eighth Army needed help fast to avoid being driven into the sea by the rapidly advancing North Koreans, and within days of the June 25 invasion the LA&SL was besieged by troop trains and military freight for the Korean Theater. The UP quickly sent up to ten oil-burning 2-8-2’s, 2-10-2’s, and 4-10-2’s to join the two 4-8-2’s in helper service as well as on the five-to-six-days-weekly Leon Turn from San Bernardino to Oro Grande.

In Utah, UP's 2-8-8-0's worked in turnaround service from Salt Lake City to Provo until 1953. With the arrival of large numbers of GP9s in 1954, steam operation between Salt Lake City, Ogden, and Pocatello, Idaho, became sporadic, with its last run out of Pocatello on April 30, 1956. Then it was over.

When OSL 2-10-2 5317 left San Bernardino on October 24, 1951, and ran light to Salt Lake City, regular use of steam on the LA&SL main line ceased. Subsequent moves were special moves, such as when 4-12-2 9000 came west for permanent display at the Los Angeles County Fairgrounds in Pomona.

(According to UP's Steam Locomotive Assignment sheets for 1949, there were no steam locomotives assigned to the California Division, except three 0-6-0s assigned to the Harbor Belt Line. On the Utah Division, three 2-8-2s were assigned to Milford to protect the Fillmore and Delta locals. A 2-8-2 was assigned to the Cedar City Branch. An 0-6-0 was assigned to protect the Salt Lake City yard, and the smelter yard at Pallas. A 2-8-0 was assigned to the Provo yard. The sheets for 1950 show only one 2-8-2 at Milford, with the Cedar City Branch now diesel-powered and only one 0-6-0 at Salt Lake City.)

1948, July - Last steam-powered passenger train in California: UP 4-8-2 7852 and 4-8-4 830 powered The Utahn westbound into Los Angeles, July 18, 1948

1948, December - Last steam-powered freight train in California.

1949 - Caliente shop and steam facilities retired.

1950-1951 - Traffic surge at start of Korean War in June 1950 brought steam helpers on UP trains on Cajon Pass.

1951, October - Last steam-powered helper in California.

1951, October - Provo shop and steam facilities closed (joint with Utah Railway, which began scrapping its steam locomotives in 1952-1953)

1956, April - Last steam-powered freight in Utah.

1957, October - The Harbor Belt Line continued to use its UP 0-6-0 4439 until October 1957.

(Read more about UP 0-6-0 4439 in Los Angeles)

Date Vacated

The Union Pacific System used the term "vacated" when referring to the date a locomotive was dropped from the active roster for disposal, usually by scrapping by the railroad itself. In later years some locomotives were sold for scrap. If a locomotive was sold for further use, that term is shown and the new owner indicated, along with whatever information is known on the later history of the locomotive.

Specifications

Specifications for locomotives still in service after 1926 are taken from Los Angeles & Salt Lake R.R. Locomotive And Tender Diagrams, updated through 1-26-1928. (Collection of Gordon McCulloh)

Numbering, Renumbering, and Relettering

In late-1905, all SPLA&SL engines numbered above 100 were renumbered by adding 3000 to the road number (100 became 3100, 200 became 3200, etc.). This was done at the request of the AT&SF following the April 26, 1905 joint trackage agreement, to avoid confusion with AT&SF's engines of the same road numbers in the district where joint operations were conducted between San Bernardino and Daggett, California. Locomotives delivered after early 1905 used the new numbering pattern.

Old
Number		 Type Date
Built		 1905 SPLA&SL
Number		 1916 LA&SL
Number		 1921 LA&SL
Number
SPLA&SL 100-103 4-4-2 1903 SPLA&SL 3100-3103 LA&SL 3100-3103 LA&SL 3376-3370
SPLA&SL 200-205 4-6-0 1901-1902 SPLA&SL 3200-3205 LA&SL 3200-3205 LA&SL 3200-3205
SPLA&SL 400-420 4-6-2 1904-1905 SPLA&SL 3400-3420 LA&SL 3400-3420 LA&SL 1591-1596
SPLA&SL 500-508 2-8-0 1904 SPLA&SL 3500-3508 LA&SL 3500-3508 LA&SL 6000-6008
SPLA&SL 600-629 2-8-0 1904-1905 SPLA&SL 3600-3629 LA&SL 3600-3629 LA&SL 6009-6038

(Previous publications have shown this date as 1907, but later research in contemporary newspapers indicates that the change came in late 1905.)

When the SPLA&SL was taken over by Union Pacific subsidiary Los Angeles & Salt Lake in August 1916 it was determined that some of the locomotives carried numbers that were in conflict with Union Pacific system numbers adopted in 1915. As shown above, the locomotives with conflicting road numbers were assigned numbers that fit into the overall Union Pacific numbering pattern. Other power continued to run under their old numbers until about 1925, when they were also renumbered. The two Shay locomotives were an exception and continued to run with their original SPLA&SL numbers (59 and 61) until retirement.

New locomotives delivered after 1916 received UP system numbers as built, and transfers from other Union Pacific subsidiaries were renumbered to fit into the LA&SL roster.

All locomotives were relettered from SPLA&SL to LA&SL following the name change in August 1916, but with the original SPLA&SL numbers. Photos show that "SPLA&SL" on cab sides was replaced with "Salt Lake".

The change in 1921 was a renumbering rather than a relettering, which had already taken place in 1916. Some locomotives in the 1921-1925 time period may not have received their assigned UP System numbers prior to their disposition.

Numerous changes took place in the 1921-1925 time period as Union Pacific exerted more and more control over LA&SL operations, with 1925 being the year that UP consolidated its full control over LA&SL. In 1936, LA&SL was formally leased to UP for operation. Vacated dates up to and including 1925 are shown to allow for locomotives that may not have received their assigned UP System numbers.

Coal Fired -- Oil Fired

Unless noted, all SPLA&SL locomotives were oil-burning.

All OSL lines in Utah south of Salt Lake City were sold to SPLA&SL on July 3, 1903. Included in the sale were 17 OSL locomotives: eight OSL 300-class 4-4-0 and seven OSL 500-class 4-6-0 rod locomotives for mainline use, and two Shay locomotives from the New East Tintic Railway for switching at Tintic. All were coal-burning locomotives.

(Read more about burning coal on the SPLA&SL)

North of Caliente, SPLA&SL locomotives were coal-burning, meaning that each train changed locomotives at Caliente, where there was fueling facilities for both coal-burning locomotives, and oil-burning locomotives. Research suggests that the change from coal-burning to oil-burning for locomotives operating north of Caliente, as well as locomotive servicing facilities, took place in the 1916-1918 time period.

In the valuation reports of the Interstate Commerce Commission, stating the valuation of SPLA&SL as of June 30, 1914, states the following: "Account 19, Fuel Stations--West of Milford, Utah, the line is operated with oil-burning locomotives, which has made necessary the providing of storage and service oil tanks at division points. East of Milford when coal-burning locomotives are used standard coaling stations are provided."

A listing of SPLA&SL locomotives as of June 30, 1914, part of the same ICC valuation effort, shows that the eight former OSL 4-4-0s (SPLA&SL 28-35) were coal-burning, as were the three Shays assigned to the Tintic District, along with the four former Union Pacific 4-4-0s that became SPLA&SL 888-891 in 1913.

For the locomotives delivered new to SPLA&SL in 1901, 1902, 1904, 1905 and 1907, the ICC valuation for 1914 shows a total of 33 locomotives as being coal-burning. This appears to be sufficient numbers of locomotives to operate the railroad north of Milford (or possibly Caliente).

William Kratville, in his book "Golden Rails," on page 278, mentions that Caliente had a coal fueling station, as of 1917. There were also coal fueling stations at Carp, Modena and Milford. Caliente was the starting point for eastbound helpers to Crestline, and Modena was the starting point for westbound helpers, also to Crestline.

The Salt Lake Mining Review of December 30, 1917 made note of a new 200-ton coaling station being established at Caliente, at a cost of $20,000. (Salt Lake Mining Review, December 30, 1917)

November-December 1923
LA&SL began converting all of its locomotives to burn oil as fuel. The Salt Lake Telegram newspaper wrote, "Aside from the building improvements contemplated, the Union Pacific will purchase steel tank cars of 12,500-gallon capacity to care for the oil industry shipments at the cost of approximately $490,400. The steel tank cars are to be purchased on account of extending the use of fuel oil on the Oregon-Washington Navigation and Railroad company line and the Los Angeles and Salt Lake Route route and to meet the constantly increasing demand for tank cars in commercial service." (Salt Lake Telegram, December 8, 1923)

1928
A review of available SPLA&SL and LA&SL locomotive folio diagram books, with updates through 1928, shows no locomotives equipped to burn coal. All tender specifications are only for gallons of oil carried.

1928
The coaling station at Carp, Nevada, was demolished in 1928. (Walter R. Averett, Through The Rainbow Canyon, page 53, with photo)

(Side note concerning the use of oil on Southern Pacific in Nevada and Utah in 1912 -- Oil as a locomotive fuel was first tested on SP as early as 1894. The design of efficient fireboxes and burners did not come until 1900. New locomotives were being converted upon delivery at about the same time, with the conversions becoming routine by 1903. In September 1901 the railroad announced that oil fueling stations would be built all along its 1500-mile route from Ashland in southern Oregon to El Paso. Southern Pacific lines across Nevada, from Sparks to Ogden used coal exclusively until 1909, after which conversion of locomotives and construction of oil fueling stations began. Oil became the exclusive fuel on SP in Utah and Nevada by 1912. See "The Great Transformation" in SP Trainline, Issue 85, Fall 2005)

SPLA&SL - LA&SL Shops

SPLA&SL had roundhouses and shops at the following locations (north to south):

SPLA&SL shared the original OSL roundhouse at Salt Lake City at North Temple and 400 West from mid 1903 until June 1905, when the new roundhouse was completed at 900 North and 500 West. The two roads continued to use the newer facility until 16 of the 32 stalls were demolished in early 1950. The remaining 16 stalls were demolished in November 1951, and work on a new diesel shop began in December 1951. There are a few photos of the bright orange steel girders of the new diesel shop being erected, with the last roundhouse stalls still standing at the east and west edges of the building site.

SPLA&SL - LA&SL Shop Locomotives

SPLA&SL - LA&SL Shop Locomotives -- A separate roster listing of SPLA&SL and LA&SL shop locomotives assigned at Los Angeles and Las Vegas.

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