Salt Lake, Garfield & Western Railway
Salt Lake & Los Angeles Railway

General Notes:

1. SL&LA No. 1 was purchased new in May 1892. (16x24 cylinders, 62 inch drivers, engine weight 114,600 pounds, locomotive and tender 154,600 pounds)
2. No. 1 had been ordered by late March of 1892 (Salt Lake Tribune, March 29, 1892), and had been received in Salt Lake City by May 23rd, 1892 (Salt Lake Tribune, May 23, 1892), and set up; however, since the SL&LA did not yet have track, this engine's trial trips were run on the Rio Grande Western Ry. (George Pitchard)
3. An item in the Tribune of May 28, 1892 reports the engine as having 17x24-inch cylinders and 62-inch drivers, which were painted red. (George Pitchard)
2. SL&LA No. 2 was purchased new in May 1893. (16x24 cylinders, 62 inch drivers, engine weight 114,200 pounds, locomotive and tender 154,200 pounds)
3. SL&LA No. 3 was built new as Terre Haute & Indianapolis Railroad No. 37, later "Vandalia" No. 404; sold May 18, 1906 to James T. Gardner, a dealer, for $900; sold by Gardner to SL&LA for $2,800, it arrived in Salt Lake City on May 22, 1906. (18x24 cylinders, 64 inch drivers, engine-only 123,000 pounds)
4. Source: ICC Form 51, Valuation of Steam Locomotives, and from Poor's 1896 Manual of Railroads, page 346.

Notes:

1. SL&LA No. 1 was scrapped by April 1920.
2. "Final Report Loco. No. 1 Permanently Retired From Service Account Of Defective Boiler And Will Not Be Used By This Company Again. Dated At Salt Lake City July 1st, 1919." (ICC Final Report, August 15, 1919; research by George Pitchard)
3. "Final Report Locomotive No. 1, Boiler No. 2650 Permanently Retired From Service Date Retired, July 1, 1919 Account Of Defective Boiler Locomotive Has Now Been Scrapped And Sold For Junk. Dated At Salt Lake City, Utah, April 7, 1920." (ICC Final Report, April 9, 1920; research by George Pitchard)
2. SL&LA No. 2 and No. 3 were burned in a fire in SL&LA's car barn on August 8, 1921, and retired.
3. "Final Report - S.L.G.& W. Locomotive No. 2 and No. 3 - permanently retired from service August 8, 1921 account of fire and will not be used again by this company. Dated at Salt Lake City, Utah, August 20, 1921. Locomotives to be sold for junk." (ICC Final Report, August 20, 1921; research by George Pitchard)
4. "The fire in question was the one big fire in this road's history, at the Salt Lake car barn, on August 8, 1921; four of the road's new electric motor cars were destroyed or severely damaged, as well as six coaches, five open cars, the barn, and scads of smaller items common to a shop facility. The loss exceeded $65,000, and some of the rolling stock was never actually replaced. Engine No. 3 was not in service at the date of the fire, and, obviously, never saw service again. No. 2 also appears not to have been in actual service at August 8, 1921, but was probably serviceable when needed - until the fire." (George Pitchard)

Notes:

1. SLG&W 1 and 2 -- Ex-Michigan Central open vestibule cars; scrapped SLG&W.
2. SLG&W 201, passenger trailer; built 1922 by SLG&W; scrapped 1945.
3. SLG&W 301-313; built by SLG&W in 1922. These were the unique open-air cars with full-length side steps to allow rapid loading and unloading.
4. The following comes from Interurbans of Utah. "Continued excellent business caused the company in 1922 to construct in its shops the novel open-air trailers which have been a trademark of the Saltair line ever since. Thirteen of these were built, along with one closed trailer. These trailers seated about a hundred people each, and carried train lines permitting them to be sandwiched in between motor cars. For some reason, these open trailers were not equipped with lights, a fact which seemed to add considerably to their appeal on moonlit nights."
5. Four cars survived. Two were donated to the Sons of the Utah Pioneers in 1959 and displayed at their museum in Corinne, Utah. In 1979 the collection was donated the Heber Creeper group, and the collection was moved in 1980 to Heber, Utah. In 1993, the car marked as SLG&W 306 went to the Western Railway Museum, Rio Vista Junction, California. The other car remained on the old Heber Creeper property and remained in Heber until its condition was reported as beyond restoration; the car was burned (date?) and the metal parts sold for scrap.
6. The other two were donated by the SLG&W to the Promontory Chapter, National Railway Historical Society, which then donated both cars to the Utah State Railroad Museum, Ogden, Utah. These two remaining cars are, as of late January 2023, still stored unprotected within Ogden City's Business Depot Ogden.
4. SLG&W 500-505 (six cars) were products of the McGuire-Cummings Car Company; they were ordered in 1917 and delivered the following year. In appearance they were perhaps the plainest of all Utah interurban cars, possessing a short high body with a heavy monitor deck roof. Windows were paired with green glass upper sash. The car bodies and underframes were steel, with wood and canvas roofs. Length of body over buffers was 56'-0". Electrical equipment was by General Electric while brakes were Westinghouse. The cars were double-ended and were geared for a balancing speed of about 45 mph. They originally had a tasteful exterior paint job of dark green trimmed with gold, but in later years this gave way to a garish green body, silver roof, and "Saltair" spelled out in huge orange letters.
5. Six 'steel passenger motor cars' were acquired in mid-1919 from McGuire-Cummings Manufacturing Co., built at its Paris, Illinois, plant; they were shipped via the 'Big Four' road to St. Louis, thence via Missouri Pacific to Pueblo, and Rio Grande to Salt Lake City. Their exact date of arrival in S.L.C. is not known, but it would have been sometime in late May or early June of 1919. These cars were numbered 500-505; three of them, Nos. 501, 504 and 505, were 'destroyed' in the August 8, 1921 fire, and No. 500 damaged. All were eventually rebuilt. (George Pitchard)
6. Cars 501 and 502 were given flat arch roofs in 1950; perhaps this saved them from being scrapped. Their motors were removed and the cars were converted to trailers, being hauled by diesel locomotives. Cars 500, 503, 504 and 505 were scrapped in July 1953 at the American Foundry & Machine Co. in Salt Lake City, along with locomotive 401, the tank car and five open trailers.
7. In the mid-1980s, cars 501 and 502 were sold to Hoskings Helicopter Service.
8. SLG&W 501 and 502 were sold to the new Saltair interests and were on display near the new Saltair resort, near the original Saltair resort on the south shore of Great Salt Lake, at the former wye track near the abandoned substation. Both were in place by the time of a photo taken in April 1991. The 501 was scrapped on the site of the new Saltair on October 10-11, 2006. Over the next few years, it became the target of wedding photographers and graffiti artists. On February 18, 2012, SLG&W Coach 502 was loaded on a truck and moved to a local metal salvage yard to be scrapped. The move was at the urging of Salt Lake County officials, who wanted to clean up the area and discourage the rising number of uninvited visitors. The adjacent concrete substation was demolished and cleared from the site in April 2012.
5. SLG&W M. C. 3 was built by American Car & Foundry in 1935, order Number 1432 as Seaboard Air Line Railroad 2026, part of a three car order. Sold to the Aberdeen & Rockfish, renumbered 106. To Salt Lake, Garfield & Western in 1951, number M.C.3; sold in 1963 to California Western; numbered as M-300 and is still in operation, as of November 2016.
6. Sources include information published by Ira Swett, and comments by Stan Jennings, George Pitchard, and Gilbert Rattenbury in Germany.