Salt Lake City Streetcars
Compiled by Don Strack
This page was last updated on May 22, 2011.
(This is a work in progress...research continues.)
(Return to the Salt Lake City streetcars index page)
Timeline
(Initial chronology based on notes taken during a review of "Robert W. Edwards" microfilm at University of Utah library, research completed on October 28-29, 1981.)
March 6, 1872
Two cars for the new Salt Lake City street railroad arrived yesterday from the East, where purchased by John W. Young. Iron to arrive shortly. (Deseret Evening News, March 6, 1872)
August 15, 1872
"Local Brevities." "A track is to be laid from the depot to the Temple block strong enough to permit a locomotive to haul the cars of rock upon it. The horse railroad is found to be not sufficiently strong." (Utah Mining Journal, August 15, 1872)
August 21, 1872
"Local Brevities." "Temple street is well cut with railroad tracks, the new one being put down by the Church. These tracks leave no room on that side of the street for teams to pass, and the draymen complain bitterly of the situation of affairs. They are compelled to pay license, and yet the streets are practically closed to them. That street will be almost impassable in the winter to loaded drays." (Utah Mining Journal, August 21, 1872)
September 26, 1872
The Salt Lake City street railroad has added a third car, larger than other two. (Salt Lake Herald, September 26, 1872)
July 22, 1874
From 'Junction' of Twenty-First - Steam dummy, for Salt Lake City Railroad, is at Ogden. (Salt Lake Herald, July 22, 1874)
July 28, 1874
The new steam streetcar (also known as a "dummy") for Salt Lake City was tried yesterday afternoon. (Salt Lake Herald, July 28, 1874)
August 7, 1874
The steam dummy is in use on the Warm Springs line of the Salt Lake City street car system, making regular trips. (Salt Lake Herald, August 7, 1874)
September 21, 1876
A new Salt Lake City streetcar, No. 12, built by the Utah Central shops. (Salt Lake Herald, September 21, 1876)
May 23, 1877
"Steam plowing. -- Some years ago a car was driven over the rails in the streets of Salt Lake City, by a steam engine, but by some mismanagement it was found not to give satisfaction, both as to noise and wear." Now it is used as a steam tractor on President Young's farm, near Jordan, on the west side. With it, can plow an acre an hour, two men running it 'easily'. The thing is the property of John. W. Young. (The Utah County Enquirer, Provo, May 23, 1877)
January 1, 1883
The Salt Lake City Street Railroad has 14 cars, four of which were received in 1882; and two more are en route. (Salt Lake Daily Tribune, January 1, 1883)
August 8, 1889
The first electric streetcar ran in Salt Lake City. (Salt Lake Tribune, August 9, 1889)
August 9, 1889
Half a column on the trial trip, last evening, of the first electric streetcar in Salt Lake; on First South line, from Utah & Nevada depot to Thirteenth East. (Salt Lake Herald, August 9, 1889)
January 14, 1890
Salt Lake Rapid Transit Company was organized. Initial routes were stated as being: 1) on Fourth South in Salt Lake City, from the Fort Douglas Military Reservation west to the Jordan River; 2) on Seventh South from the Fort Douglas Military Reservation west to the Jordan River; and 3) from the south limits of Salt Lake City by the most convenient route north to Beck’s Hot Springs; total route miles were put at about 30 miles, including the above three routes and routes on other un-stated city streets. (Utah Corporation Index 4333)
April 14, 1890
West Side Rapid Transit Company was organized. (Utah Corporation Index 4335)
July 8, 1890
Popperton Place and Fort Douglas Rapid Transit Company was organized to build along South Temple from East Temple (Main Street) to and within Fort Douglas. (Utah Corporation Index 721, and Index 4340)
November 24, 1890
East Bench Street Railway was organized to build from a point at Seventh East on the south city limits of Salt Lake City, then east along the street running at or near the south line of the city limits to Eleventh East (also known as the Upper County Road), then south along Eleventh East to its intersection with the county road running east and west along the south side of Block No. 45 in 10 acre plat “A”, then east along the same county road to the southeast corner of Block No. 10 of five acre plat “C”, a total length of about 3-1/2 miles. (Utah Corporation Index 806, and Index 4342)
December 15, 1890
The new electric line to Fort Douglas, connecting with the line in Second South, passing the Salt Lake Brewing Company, thence to Mount Olivet cemetery, and terminating at the U. S. Army's Quartermaster's Office. Track has been laid and wire is now being installed. (Salt Lake Journal of Commerce, December 15, 1890, Volume 4, Number 11)
January 20, 1891
An electrified streetcar line of the Salt Lake City Railroad has been completed to Fort Douglas. (Salt Lake Daily Herald, January 20, 1891)
May 20, 1891
The Salt Lake (Street) Railway company is taking up the 20 pound rail from its First South route, between Second and Eleventh East - replacing it with 35 pound steel - and the old 20 pound rail being sold to W. S. Godbe, who is taking it to Pioche, Nevada, to use on his tramways there. (Salt Lake Daily Tribune, May 20, 1891)
January 1, 1892
Salt Lake Rapid Transit Co., organized in January 1890, now has 30 miles of track, part of which is the Popperton Place & Fort Douglas road. (Salt Lake Daily Tribune, January 1, 1892)
January 10, 1892
First run over the Popperton Place & Fort Douglas to be on January 12th. (Salt Lake Daily Tribune, January 10, 1892)
February 20, 1892
J. G. Jacobs is manager of the West Side Rapid Transit Company. (Salt Lake Daily Tribune, February 20, 1892)
June 22, 1894
Valuations published for the following street railways:
- Salt Lake City Railway ($233,812)
- Salt Lake Rapid Transit ($150,095)
- Great Salt Lake & Hot Springs Railway ($58,910)
- Ogden City Street Railway ($50,250)
- Ogden & Hot Springs Railway ($17,527)
- West Side Rapid Transit ($13,510)
- Salt Lake & Fort Douglas Railway ($8,027)
- (UP&L Archives, March 5, 1982)
December 22, 1900
Salt Lake Rapid Transit president J. S. Cameron returned from the east where he ordered, from Colorado Fuel and Iron, 250 tons of sixty-pound steel rail to replace the line's old iron rails. (Salt Lake Tribune, December 22, 1900)
July 30, 1901
Consolidated Railway & Power Company was organized, as a consolidation of four existing street railway routes, including the following:
- Salt Lake City Railroad (47.5 miles)
- Salt Lake Rapid Transit Co. (21.91 miles)
- East Bench Street Railway (1.935 miles)
- Popperton Place & Fort Douglas Rapid Transit Co. (1.472 miles)
- The extent of the four railroads included routes to Fort Douglas in eastern part of city, to Warm Springs in northern part of city, to Poplar Grove in western part of city, to Murray in Salt Lake County, south of the city, and to Utah State Prison in Salt Lake County, southeast of the city.
- Total of about 72.8 miles
- (Utah Corporation Index 3233)
November 15, 1901
Description of the route of the West Side Rapid Transit Co.:
- From Second South at First West, south along First West to Eighth South, then west to Second West, then south to the south city limits.
- Almost bankrupt in spring 1901 due to a tax debt of $15,000, until investments were made by "a number of Colorado people" who purchased the property and paid the back taxes in June 1901.
- Operated every hour by one "little red car".
- Purchased by Colorado interests (including those also interested in the Telluride Power Co.) to extend its line to the Highland Boy smelter near Bingham Junction, in competition with a franchise already given to the recently organized Consolidated Railway & Power Co.
- (Salt Lake Tribune, November 15, 1901, page 5)
March 24, 1902
Salt Lake & Jordan Valley Railroad organized as a reorganization of the West Side Rapid Transit Co., to construct a railway line from Salt Lake City to Bingham. Rumored to be contolled by L. L. Nunn and Thomas Kearns. Operated a street railway from Second South and First West, to the "Cannon Farm" at about Eighth West (900 West) and California Avenue (about 1350 South). Owned by L. L. Nunn for "some time". (part from Salt Lake Tribune, March 25, 1902)
West Side Rapid Transit was organized in April 1890, and completed a short piece of trackage along First West; not included as part of the merger that created Consolidated Railway & Power in 1901.
August 11, 1902
Franchise granted to Salt Lake & Suburban Railway. (Salt Lake Tribune, August 12, 1902) Organized in Dover, Deleware on July 9, 1902. (Salt Lake Tribune, July 10, 1902)
July 31, 1902
Franchise of Consolidated Railway & Power Co. to operate the route of the reportedly competing Salt Lake & Suburban Railway, was extended from Murray to Bingham Junction, then to Sandy, within a year. To acquire six new cars to operate new service. (Salt Lake Tribune July 31, 1902)
January 2, 1904
Utah Light & Railway Company was organized as a consolidation of Utah Power & Light Company, and Consolidated Railway & Power Company. (Utah Corporation Index 4644)
A descriptive memoranda of the railway property was completed at the time of the organization of Utah Light & Railway Co., and showed the following:
- Trackage (88.74 miles):
- 29.54 miles of double track (59.08 miles total)
- 28.26 miles of single track (28.26 miles total)
- 1.40 miles track in car barn
- 2.5 miles of track not operated
- Car barns and shops at Second East (70 cars capacity)
- Car barns and shops at Third West and Seventh South (40 cars capacity)
- 132 cars (74 closed cars, 39 open cars, seven trailers, 12 maintenance cars) (click here for more information)
March 1, 1905
Report of conditions and operations for 1904. (Edwards Notes: Salt Lake Tribune?, March 1, 1905)
October 27, 1906
E. H. Harriman closed the deal for the purchase of Utah Light & Railway Company, the street car system in Salt Lake City. Management and operation was to be turned over the Oregon Short Line Railroad, Harriman's steam railroad in Utah, with the same directors and officers. Harriman was reported to having purchased three-fifths of the stock of Utah Light & Railway Company. (Inter-Mountain Republican, October 28, 1906, "yesterday")
December 1906
E. H. Harriman bought controlling interest in Utah Light & Railway, the street car company in Salt Lake City, operated as a subsidiary of Oregon Short Line. Most of the stock came from the LDS Church, at a reported price of over $10 million. (Arrington: Great Basin, p. 408)
April 27, 1907
Historical sketch of predecessor companies. (Edwards Notes: Salt Lake Tribune, April 27, 1907)
July 18, 1907
The Salt Lake City council approved Utah Light & Railway's request for unhindered permission and access to start a $3 million upgrade of all of its tracks and routes. The council, however, did deny the railway's request that it use the tracks for freight service between Midnight and 6 o'clock. The railway's attornety pointed out that the city benefited directly in the amount $40,000 in the reduction of city business-related fares from 5 cents to 4 cents, as well as another $10,000 for other city-related purposes. This included both railway and power fees. (Salt Lake Herald, July 19, 1907, "yesterday")
March 24, 1908
Seventeen new cars to arrive. (Edwards Notes: Salt Lake Tribune, March 24, 1908)
1909
Historical sketch and description of improvements made by Harriman interests. (Edwards Notes: Salt Lake Tribune, January 3, 1909)
March 23, 1909
Murray City granted a franchise for Utah Light & Traction to operate through the city. (Utah PSC Case 6-A)
September 9, 1909
Edward H. Harriman died (Wikepedia). His interest in Utah Light & Railway was held by Oregon Short Railroad.
October 1909
"Rehabilitation of the Utah Light & Railway Property" A description of the improvements made by Harriman, including a cross section of a street, a track layout drawing of the block of new car house and shops (now known as Trolley Square), and an elevation detail drawing of the end arches and roof trusses of the new car house. (Electric Railway Journal, Volume 34, Number 14, October 2, 1909, page 517)
1910
St. Louis Car Company shipped 12 new "semi-convertible" cars to Utah Light & Railway. The cars were 34 feet, 4-1/2 inches long over the corner posts, with an overall length of 45 feet, 4-1/2 inches. A photo shows car number 602. (Electric Railway Journal, Volume 36, Number 27, December 31, 1910, pages 1284, 1285)
December 1910
"New Shops of Utah Light & Railway Company" A description and numerous elevation and floor plan drawings of the new car house and shops. (Electric Railway Journal, Volume 36, Number 24, December 10, 1910, page 1138)
July 10, 1912
Extension to Holiday was placed into service. (Edwards Notes: Salt Lake Tribune)
March 30, 1913
The first streetcar operated on Capital Hill. (Edwards Notes: Salt Lake Tribune, April 1, 1913)
August 28, 1913
Streetcar service to Bountiful to be extended to Centerville. (Edwards Notes: Salt Lake Tribune, August 28, 1913)
December 27, 1913
Service to Centerville started. (Edwards Notes: Salt Lake Tribune)
January 1914
W. H. Bancroft, who was 74 years old at the time, resigned his positions with Oregon Short Line, but retained his position as president of UL&Ry, and vice president of SPLA&SL. (Electric Railway Journal, Fenruary 7, 1914, page 338)
August 6, 1914
Salt Lake Light & Traction Company organized by O. J. Salisbury and A. H. Parsons. (Utah Corporation Index 10792)
The October 24, 1914 issue of Electrical Review and Western Electrician carried a news item concerning the sale of Utah Light & Railway: "Local and eastern Capitalists associated with Utah Light & Railway Company of Salt Lake City, and Electric Bond & Share Company, of New York, have purchased from the Harriman system a controlling interest of the Utah Light & Railway Company and have organized the Utah Light & Traction Company to take over the property, the Utah Light & Railway Company passing out of existance by the transaction." (Electrical Review and Western Electrician, October 24, 1914, page 829, accessed via Google Books)
September 18, 1914
A September 25, 1939 internal history of UL&T showed September 18, 1914 as the date that the property and interests of Utah Light & Railway Co. were taken over by Utah Light & Traction Co. At that time the property consisted of:
- 145.28 miles of single track
- four substations
- 192 pieces of rolling stock (click here for more information)
- miscellaneous yards, shops, and barns to provide inside storage of all equipment
- a gravel pit for ballast and paving purposes
- a material yard with steam road connections for storage of heavy and bulky materials.
(Other items from the 1939 report.)
Utah Light & Traction was organized as a subsidiary of Utah Power & Light, to consolidate its interests in Utah Light & Railway and Salt Lake Light & Traction. (R. W. Edwards Notes)
January 2, 1915:
Utah Light & Traction Company leased all of its power generation and distribution systems to Utah Power & Light Company. (Utah PSC Case 6-A)
1917
In a petition before the Utah Public Utilities Commission to raise rates, Utah Light and Traction Co., showed the following mileage and number of cars for 1910 to the first six months of 1917:
| Year | Miles of Track |
Quantity of Cars |
| 1910 | 116.47 | 91 |
| 1911 | 121.35 | 91 |
| 1912 | 132.09 | 95 |
| 1913 | 142.63 | 101 |
| 1914 | 145.18 | 112 |
| 1915 | 145.26 | 112 |
| 1916 | 145.74 | 112 |
| 1917 (6 months) |
145.89 | 118 |
August 1917
Utah Light & Traction Company received Utah Public Utilities Commission approval to change its schedule of rates and fares. The company had 165 cars in service and it was paying license fees on 112 cars. The following thirteen cars were obsolete and not in use: numbers 7-10 (4 cars); 84-87 (4 cars); and 150-154 (5 cars). Car numbers 119-132 (14 cars) were stored and not regularly being used. (Utah PSC Case 6-A)
September 1919:
Utah Light & Traction Company received Utah Public Utilities Commission approval to abandon part of its Center Street Line between Second North and Clinton Avenue, due to the city wanting to pave Second North. The Center Street Line ran from the D&RG depot at Third South and Fourth West, east to Main Street, then north to Center Street, then northerly to Warm Springs, then northerly to Beck Street to North Salt Lake. Application withdrawn for an unspecified reason. (Utah PSC Case 169)
January 18, 1921
The Utah Public Utilities Commission dismissed Utah Light & Traction Company's application to abandon and dismantle the line along Seventh South, from the east bank of the Jordan River, including the bridge over the river, to Eleventh West, then south to Indiana Avenue, then west to Cheyenne Street. The line was originally built by the Salt Lake Rapid Transit Company. The franchise was granted on May 6, 1890, and the franchise was extended on April 18, 1894. (Utah PSC Case 326)
1922
OSL sold its interest in Utah Light & Traction Company, the street car line in Salt Lake City, Utah. (Poor's, 1929, p. 1051)
August 11, 1926:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue service on the Third East Line, which runs along Seventh South, from State Street to Third East, then south along Third East to Ninth South.
Utah Light & Traction was ordered to extend the Seventh South Line along Seventh South from Third East to Fourth East, then south along Fourth East to Ninth South. (Utah PSC Case 895)
September 20, 1926
Utah Light & Traction Company discontinued streetcar service on the Centerville Line, between the Salt Lake/Davis county line and Centerville on Monday September 20, 1926. Utah Light & Traction shut down its Bountiful substation at 2:20 p.m. on Wednesday September 22, 1926. The station had operated for 12 years. (Utah PSC Case 863, approval dated September 13, 1926; Davis County Clipper, September 24, 1926, page 5, "Bountiful Briefs")
June 10, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service and remove tracks from South Temple between E Street and Virginia Street. The line was constructed in 1907. Salt Lake City is paving South Temple. Utah Light & Traction's share of the cost would be $39,247.00, a third of the cost. (Utah PSC Case 965)
September 14, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue North Yard Line, between North Temple and West Ninth North. (Utah PSC Case 977)
September 21, 1927
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Murray-Midvale-Sandy Line along State Street south of Forty-Eighth South. (Utah PSC Case 982)
October 2, 1927:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Seventh South Line, along Seventh South from West Temple to Eighth West. The application was submitted because of heavy maintenance charges due to crossings over the steam roads. (Utah PSC Case 978)
October 15, 1927
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Holladay Line south of Thirty-Third South. The line was constructed in 1912 and ran along the east side of Highland Drive from the intersection of Eleventh East and Twenty-First South to Forty-Eighth South, then along the north side of Forty-Eighth South to its end at Holladay. (Utah PSC Case 979)
On the same day the Public Utilities Commission gave Utah Light & Traction permission to operate a bus route along Highland Drive from Thirty-Third South to Holladay. (Utah PSC Case 981)
March 23, 1928
Utah Light & Traction Company received Utah Public Utilities Commission approval, in Case 1014, to discontinue streetcar service on four different routes, all constructed in 1904 to 1914. A description of the lines to be abandoned was included in an April 30, 1928 "Release of Mortgage", as follows:
- Second South Line - Double track along Second South from State Street to Tenth East, south along Tenth East to Third South; 1.49 miles (7,897 feet) of double track.
- Fourth South Line - Double track along Rio Grande Street from Third South to Fourth South, east along Fourth South to Seventh East, then south along Seventh East to Fifth South; 2.03 miles (10,720 feet) of double track.
- South Main Street Line - Double track along Main Street from Fifth South to Ninth South; 0.59 mile (3,150 feet) of double track.
- Fifth East Line - Double track along Fifth East from Fifth South to Ninth South; 0.58 mile (3,100 feet) of double track.
The Public Utilities Commission denied the traction company's request to discontinue service on the West Temple Line, which was single track along West Temple from Ninth South to Twenty-First South; 1.72 miles (9,093 feet) of single track.
The April 30, 1928 "Release of Mortgage" also included descriptions of the following lines:
- First South Line - Double track from Main Street and First South, east along First South to Tenth East.
- Third South Line - Double track from Main Street and Third South, east along Third South to Ninth East (to be extended along Third South to Tenth East to replace service lost by abandonment of Second South Line).
- Third South Line - Double track from Main Street and Third South, west along Third South to Rio Grande Street.
- Fifth South Line - Double track from Main Street and Fifth South, west along Fifth South to Second West.
- Fifth South Line - Double track from Main Street and Fifth South, east along Fifth South to Fifth East (to be extended to Seventh East, over tracks already in place).
- Seventh East Line - Double track from Fifth South and Seventh East (connection with abandoned Fourth South Line), south along Seventh East to Ninth South.
- Third East Line - Double track from Seventh South and Third East, south along Third East to Ninth South (to be extended from Seventh East and Third South, east along Seventh South to Fourth East, then south along Fourth East to Ninth South.)
- State Street Line - Double track from State Street and Ninth South, north along State Street to business district of city.
- West Temple Line - Double track from West Temple and Ninth South, north along West Temple to business district of city (single track on West Temple south of Ninth South to Twenty-First South).
July 9, 1928:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Fourth East Line. Along Seventh South from State Street to Third East, then south along Third East to Ninth South, then east along Ninth South to Fourth East, then south along Fourth East to Twenty-First South.
The Public Utilities Commission also approved the traction company's request to start electric coach service along Main Street from South Temple to Seventh South, then east along Seventh South to Fourth East, then south along Fourth East to Twenty-First South. Utah Light & Traction wanted to substitute electric coach service for streetcar service along the Fourth East line because Salt Lake City is paving Fourth East and it would cost Utah Light & Traction $170,000.00 for its share of the paving and to pay for the rehabilitation of the streetcar tracks. (Utah PSC Case 1038)
August 8, 1928
Utah Public Utilities Commission denied Utah Light & Traction Company's application to discontinue operation of the Mill Creek bus line. The bus operates along Thirty-Third South from Highland Drive to Twenty-Third East, then to the Mill Creek Ward House. (Utah PSC Case 980)
August 9, 1928:
Utah Light & Traction Company received Utah Public Utilities Commission approval to extend streetcar service along West Temple from Twenty-First South to D&RGW's Park City Branch, and to operate over D&RGW's tracks to Roper Yard at Fifth West and Twenty-First South. (Utah PSC Case 1056)
April 5, 1929
Utah Light & Traction Company received Utah Public Utilities Commission approval to cut streetcar service back to Warm Springs during off-peak hours and provide streetcar service to Terminal only during rush hours. The motor bus for the Davis County Line was to connect with the streetcar at all times, either at Warm Springs or at Terminal. The motor bus service to Val Verda was to remain unchanged. (Utah PSC Case 1075, application dated November 14, 1928; approval dated April 5, 1929)
In Case 1063 (dismissed by Case 1075) Utah Light & Traction applied to discontinue motor bus service between White's Hill and Highway in Bountiful, via the Val Verda district. Streetcar service north of the north city limits of Salt Lake City was discontinued on September 20, 1926, per order in Public Utilities Commission Case 863. The point on Beck Street at the Salt Lake/Davis county line where passengers transferred from streetcars to motor buses was called Terminal.
Also in Case 1063 Utah Light & Traction stated that the route of the motor bus Davis County Line left the paved highway at White's Hill and that the unpaved route along County Road No. 2 (present day Orchard Drive) was causing wear and tear on the buses. The buses being used on the route were made by Mack and made trip after trip without a single passenger; practically every family along the route owns an automobile. (Utah PSC Case 1063, application dated August 16, 1928; canceled and dismissed on April 5, 1929)
June 14, 1929
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Ninth East. Also to start electric coach service along First South from Main Street to State Street, then south along State Street to Third South, then east along Third South to Ninth East, then south along Ninth South to Parkway Avenue (about Twenty-Fifth South). (Utah PSC Case 1112)
December 19, 1929
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Fifteenth East from Seventeenth South to Twenty-First South. Also to substitute motor bus service along the same route. Salt Lake City is paving Fifteenth East and Utah Light & Traction's share of the paving costs, along with the costs of rehabilitation of the streetcar line, would be $27,000.00. (Utah PSC Case 1123, application dated December 16, 1929)
- Single track along unpaved road.
- Single track in paved road along Ninth South from Thirteenth East to Fifteenth East, then along Fifteenth East to Seventeenth South, connecting with the above line to be abandoned.
- Single track along Twenty-First South from Eleventh East to Fifteenth east, connecting with the above line to be abandoned.
- Salt Lake City wanted to pave the portionb of Fifteenth East between Seventeenth South and Twenty-First South, and Utah Light and Traction did not want to share the costs which would include rehabilitation of its tracks, at a total cost of approximately $25,000.
- The streetcar line to be abandoned was to be replaced by a gas bus route, which would then be replaced by a trackless trolley bus as soon as possible.
August 1, 1930:
Utah Light & Traction Company received Utah Public Utilities Commission approval to extend electric coach service along Fifth East from Main Street to Seventh East, in order to connect with its car barns. Also to extend electric coach service north along Main Street from South Temple to Second North, then east along West Canyon Road, then north along West Canyon Road to the east entrance of the state capital building. (Supplement to PSC Case 1038)
September 15, 1930:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the Warm Springs Line, and to substitute electric coach service along the same route. The route ran west along Second South from Main Street to West Temple, then north along West Temple to North Temple, then west along North Temple to Second West, then north along Second West to Beck Street, then north along Beck Street to Ninth North (Warm Springs). The tracks were to remain in place north along Second West to West High School and streetcar service would be continued during morning and evening hours during the school season. (Utah PSC Case 1174)
December 16, 1930:
Utah Light & Traction Company receives Utah Public Utilities Commission approval to discontinue streetcar service along West Temple between Fifth South to Thirteenth South and to discontinue motor bus service along West Temple between Thirteenth South and Twenty-First South. To replace the streetcar/motor bus service with electric coach service along West Temple from Second South to Twenty-First South.
To start electric coach service along First South from West Temple to Main Street and along Fourth South from West Temple to Main Street. (Utah PSC Case 1254)
April 20, 1931:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service, and to remove its tracks from along West Temple, from Thirteenth South to Twenty-First South. The line was constructed in 1912. Salt Lake City is paving West Temple and Utah Light & Traction's share of the paving, along with the cost of rehabilitation of the streetcar tracks is $42,000.00. The Public Utilities Commission approval was given with the condition that Utah Light & Traction would provide motor bus service or trackless trolley service in lieu of streetcar service. (Utah PSC Case 1208)
May 9, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue motor bus service between Bountiful High School (at Fourth North and Main Street in Bountiful) and the north city limits of Centerville. Six daily trips were provided along the route, with no service provided on Sundays and holidays. Bountiful High School was the terminal of the Val Verda motor bus service from Fifteenth North and Beck Street in Salt Lake City, which was the connection between the motor bus and the street cars.
The Commission's decision also approved Bamberger Transportation Company's request that they be allowed to take passsengers over the route, at the passenger's request. (Utah PSC Case 1272)
July 9, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue motor bus service along Highland Drive to Holladay, from a connection with the streetcar (at Sugar House?), and to substitute direct, from Salt Lake City to Holladay, motor bus service, but on a less frequent schedule. (Utah PSC Case 1284)
October 15, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue the Upper Road motor bus route, from Fifteenth North and Beck Street in Salt Lake City north to Bountiful high School, at Fourth North and Main Street in Bountiful, by way of Val Verda. Motor bus No. 11 is used on the route because it has softer springs and the road is very bumpy. The Public Utilities Commission approved the application with the condition that Utah Light & Traction continue to provide motor bus service along U. S. Highway 91, north from Salt Lake City to Bountiful. (Utah PSC Case 1290)
December 1, 1932:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from U. S. Highway 91 from Fifteenth North and Beck Street north to a point called Terminal, 200 to 300 feet north of the Salt Lake/Davis County line, consisting of 8,400 feet (1.59 miles) of trackage. Utah Light & Traction made the request because the Utah State Road Commission wants to widen the highway from 20 feet to 40 feet. The streetcar tracks have not been used since March 4, 1932. (Utah PSC Case 1297)
August 7, 1933:
The Utah Public Utilities Commission dismissed Utah Light & Traction's request to discontinue streetcar service and to remove the tracks from Route No. 17, along Second South west from Eighth West to Orange Street. The tracks were laid in 1911, with the bridge over the Jordan River put in by American Bridge Company in 1910. Car No. 11 is used on the route. Utah Light & Traction wants to discontinue the route because its crossing over the OSL is in need of repairs. (Utah PSC Case 1287)
November 15, 1933:
Utah Light & Traction Company received Utah Public Utilities Commission approval to substitute gasoline motor bus service for streetcar service, to discontinue streetcar service, and to remove the tracks for Route 12, south along State Street from Ninth South to Regal Avenue in Murray. 5.57 miles of trackage. (Utah PSC Case 1432)
October 19, 1934:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from along Second West and Beck Street from First North to Fifteenth North. The route is double track along Second West from First North to Agate Street, then single track along Second West, Beck Street, Everett Avenue, and Hot Springs Street to the terminus at Fifteenth North and Beck Street.
Also to remove the tracks from the single track streetcar route west along Fifth North from Second West to the material yards on Fifth North (at about Fifth West). Access to the material yards is available by other routes.
Electric trolley coach service was allowed along the route, and streetcars were last operated, on September 15, 1930 (Case 1174) and the tracks are no longer needed.
The Utah State Road Commission intends to resurface Second West and Beck Street. Utah Light & Traction was joined in the application by the Utah State Road Commission and Salt Lake City Corporation. (Utah PSC Case 1619)
June 21, 1935:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks along Twenty-First South from Eleventh east to Fifteenth East. The tracks are no longer used because the streetcar service was replaced by gasoline motor bus service south along Fifteenth east to Twenty-First South, then west along Twenty-First South to Eleventh east. The Utah State Road Commission was making plans to widen, straighten, and resurface Twenty-First South. (Utah PSC Case 1773)
August 3, 1935
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Route 1 (Ninth Avenue Line), Route 2 (Sixth Avenue Line), and Route 3 (Third Avenue-Fort Douglas Line). The routes were described as:
- Route 1, Ninth Avenue Line, part of a longer run by a single streetcar that began at Main Street and South Temple Street, then east along South Temple Street to State Street, then north to First Avenue, then east to B Street, the north to Ninth Avenue, then east along Ninth Avenue to the terminal at K Street.
- Tracks, poles, and overhead wires to be removed from Ninth Avenue from B Street to K street. (Tracks not removed until August 1936 under authority of Utah PSC Case 1888.)
- Salt Lake City was planning to pave Ninth Avenue, and had requested the tracks of the street railway be removed.
- Streetcar service to be replaced by gasoline motor bus.
- Route 2, Sixth Avenue Line, part of a longer run by a single streetcar that began at Main Street and Third South, then north along Main Street to South Temple Street, then east to State Street, then north to First Avenue, then east to B Street, then north to Sixth Avenue, then east along Sixth Avenue to the terminal at N Street.
- Tracks, poles, and overhead wires to remain in place. (Tracks removed in August 1936 under authority of Utah PSC Case 1888.)
- Streetcar service to be replaced by gasoline motor bus.
- Route 3, Third Avenue-Fort Douglas Line, part of a longer run by a single streetcar that began at Main Street and Third South, then north along Main Street to South Temple Street, then east to E Street, then north to Third Avenue, then east to Virginia Street, then north to Fourth Avenue, then east to Alta Street, then south-easterly to the terminal at Fort Douglas.
- Tracks, poles, and overhead wires to remain in place. (Tracks removed after supplemental approval on July 22, 1937.)
- Commander of Fort Douglas in favor of discontinuing streetcar service.
- Streetcar service to be replaced by gasoline motor bus.
- (Utah PSC Case 1783)
August 3, 1935:
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from the following streets:
- South along Eighth West from Second South to end of the line at Thirteenth South.
- West along Second South from Eighth West to end of the line at the Jordan River.
- Along Fifth West between First South and Second South.
- South along First South from Fifth West to Eighth West.
- West along South Temple from West Temple to Third West.
- Northwest along Center Street from Second North to First West, then west along Center Street from First West to Second West.
Motor bus service was substituted for streetcar service on all of the routes. The application was made because Salt Lake City intends to improve and resurface all of the streets. (Utah PSC Case 1786)
November 15, 1935
The Utah Public Utilities Commission dismissed Utah Light & Traction's request to discontinue gasoline motor bus service along Twenty-First South from Eleventh East and Twenty-First East, and along Fifteenth East from Seventeenth South to Twenty-First South. Street car service was discontinued on March 25, 1930, as allowed in Case 1123 on December 19, 1929. (Utah PSC Case 1663)
July 16, 1936
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the combined Route 6 (East Third South) and Route 23 (State Capitol), and to substitute gasoline motor bus service on the same routes. The following description of the routes was given:
- Part of a longer run by a single streetcar that began as Route 6 at Seventh South and Thirteenth East, west along Seventh South to Eleventh east, then north to Fifth South, the west to Tenth east, the north to Third South, then west to Main Street, then changing to Route 23, the route proceeded north along Main Street to Second North, then east to Bonneville Boulevard, then north to the east entrance of the state capitol grounds.
- Streetcar service to be replaced by gasoline motor bus service.
- No change was to be made to the nearly parallel trackless electric trolley along Route 7 (East Third South-Ninth East Line), which operated along Third South, from Main Street and Third South, east to Ninth East, then south along Ninth East to the terminal at Parkway Avenue (about Twenty-Fifth South).
- Tracks, poles, and overhead wires were to be removed from that portion of the route from Thirteenth East and Seventh South, west to Eleventh East, then north to Fifth South, then west to Tenth East, then north to Third South.
- The State Road Commission was planning on improving and repaving what was then State Route 186 along the above described route bewteen Thirteenth east and Third South, and had requested that the street railway tracks be removed.
- (Utah PSC Case 1883)
August 22, 1936
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks from former streetcar Route 1 (Ninth Avenue Line) and Route 2 (Sixth Avenue Line). Both routes were being operated with gasoline motor buses and the tracks were no longer needed. (Utah PSC Case 1888)
June 1, 1937
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks along West Temple, as follows:
- Along West Temple Street from Fifth South to Thirteenth South.
- Along West Temple Street from First South to First North, then west along First North to Second West.
- Not used for regular service; used recently only for special excursions to West High School.
- Located on unpaved street.
- Both routes now operated by either gasoline motor bus, or by electric trolley coach.
- (Utah PSC Case 1953)
July 22, 1937
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service along Routes 5, 8, and 10, all in the southeast sector of Salt Lake City and Salt Lake County, described as follows:
- To provide expand gasoline motor bus service into the area between Ninth South and Thirteenth South, and between Fifteenth East and Nineteenth East due to considerable growth in that area.
- To discontinue streetcar service along Route 5, from Ninth South and Thirteenth East, east along Ninth South to Fifteenth East, then south to terminal at Seventeenth South, thus making the new terminal at the intersection of Ninth South and Thirteenth East.
- Tracks, poles, and overhead wires to remain in place, possibly until Salt Lake City proceeds with its plans to pave Fifteenth East.
- To discontinue streetcar service along Route 10, from the business section of downtown Salt Lake City, south along State Street to Ninth South, then east along Ninth South to Eleventh East, then south along Eleventh East and Highland Drive to the terminal at Twenty-Seventh South.
- Streetcar tracks to remain in place to service rush-hour "trippers".
- To change the routing of gasoline bus Route 6 to include coverage for the discontinued streetcar Route 10.
- To combine the downtown bussiness loop portions of Route 8 and Route 10.
- Streetcar Route 8 was described as follows: from a loop of the downtown business district encompassing Main Street, South Temple Street, State Street, and First South, south along Main Street to Fifth South, then east to Seventh East, south along Seventh East to Thirty-Third South.
- Utah State Road Commission plans on improving State Street from Ninth South to South Temple Street, and has requested that the street railway tracks be removed.
- (Utah PSC Case 1974)
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove the streetcar tracks along South Temple Street east from State Street to E Street, then north to Third Avenue, then east to and through Fort Douglas. Formerly used by part of Route 3 (Third Avenue-Fort Douglas Line). Street railway service had been discontinued and replaced by motor bus service in August 1935. (Supplement to Utah PSC Case 1783)
May 20, 1938
Utah Light & Traction Company received Utah Public Utilities Commission approval to complete the following:
- To discontinue gasoline motor bus service between Bountiful and Fifteenth North and Beck Street in Salt Lake City, due to insufficient ridership and revenue, with costs exceeding $6,300 per year.
- Parallel service is provided by Bamberger electric railroad, and Bamberger gasoline buses along U. S. Highway 91.
- Businesses along the route include two cream stands, Beck's Hot Springs, one gasoline filling station, and one beer parlor, along with 11 homes.
- To add gasoline bus service along Seventh East from Twenty-Seventh South to Thirty-Third South.
- To discontinue streetcar service, and remove tracks, poles, and overhead wires along Seventh East from Twenty-Seventh South to Thirty-Third South.
- To remove tracks, poles and overhead wires remaining from already abandoned streetcar service.
- Tracks along Main Street from North Temple Street to Second North, then east to East Capitol Street, then north to terminal at State Capitol.
- Tracks along the loop comprising State Street, South Temple Street, Main Street, and North Temple Street.
- (Utah PSC Case 2089)
August 1, 1939
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue rush-hour streetcar service portion of Route 10, from Eleventh East and Twenty-First South, south along Eleventh East and Highland Drive to Twenty-Seventh South, and to remove the tracks south of Twenty-First South. Utah State Road Commission planned to improve Twenty-First South from State Street east to Eleventh East. (Utah PSC Case 2281)
May 1, 1940
Utah Light & Traction Company received Utah Public Utilities Commission approval to remove streetcar tracks from Fifth South from Thirteenth East to Univertsity of Utah stadium.
- Streetcar service was being provided as an extension of Route 5 along First South and Thirteenth East to terminal at Ninth South.
- Utah State Road Commission planned to improve Fifth South as part of the state highway system, and had requested that the street railway tracks be removed.
- (Utah PSC Case 2362)
May 1, 1940
Utah Light & Traction Company petitioned the Utah Public Utilities Commission to discontinue streetcar service and remove traccks, poles and overhead wires from the following routes:
- Route 5 from the Salt Lake City business district via First South, then east to Thirteenth East, then south to terminal at Ninth South
- Route 8 from the Salt Lake City business district via Fifth South, then east to Seventh East, then south to terminal at Thirty-Third South.
- Route 10 (rush-hour service only) from the Salt Lake City business district via Second South, then east to Tenth East, then south to Fifth South, then east to Eleventh East, then south along Eleventh East and Highland Drive to terminal at Thirty-Third South.
- All three routes operated as gasoline bus routes after 7 p.m.
- Petition approved, and all streetcar service to be ended on or before June 1, 1940.
- Extended until June 1, 1941 due to bus substitution being economically impossible.
- Route along East First South and Thirteenth East last remaining streetcar route.
- To remove the following street railway tracks:
- Along Eleventh East between Ninth South and Twenty-First South.
- Along Ninth South between Seventh South and Ninth South.
- Along Seventh East between Twenty-Seventh South and Thirty-Third South.
- Extended on July 10, 1940 to remove tracks, poles and overhead wires along Seventh East between Thirty-Third East and twenty-First South.
- Streetcar service to remain in place along Route 5 from 7 a.m. to 7 p.m., with buses being substituted during other hours.
- (Utah PSC Case 2363)
September 10, 1940:
Utah Light & Traction Company received Utah Public Utilities Commission approval to change Route 18 and Route 19 from streetcar service to electric trolley coach service.
- Route 18 ran west along North Temple from Main Street to Ninth West, then north along Ninth West to Fourth North, then west along Fourth North to Twelfth West.
- Route 19 ran west along North Temple from Main Street to Fifth West, then north along Fifth West to Fourth North.
- Utah Light & Traction wanted to reroute Route 18 to run west along North Temple from Main Street to the Salt Lake Municipal Airport, and to extend Route 19 to run west along Fourth North from its former end at Fifth West to Twelfth West, and the former end of route 18.
- The changes were desired to provide common carrier service for the War Department between Fort Douglas (on Route 4) and the new Air Squadron that would be housed at the Salt Lake Municipal Airport.
- (Utah PSC Case 1298)
November 1940
In Case 2426 (no date, circa November 1940) the Public Utilities Commission heard the dispute between Airways Motor Coach Lines and Utah Light & Traction Company over routing of each company's buses along Twenty-First East in the vicinity of Twenty-First South. Airways was operating a bus route from downtown Salt Lake City south along State Street to Twenty-First South, then east along Twenty-First South to Twenty-First East, then south along Twenty-First East to Thirty-Third South, then east along Thirty-Third South to Twenty-Third East, then south along Twenty-Third East to Holladay-Cottonwood. (Utah PSC Case 2426)
March 20, 1941
Utah Light & Traction Company received Utah Public Utilities Commission approval to discontinue streetcar service on the last streetcar route. Total of 27 routes, all operated by gasoline buses, except as follows:
- Route 5 (gasoline bus supplemented by streetcar), East First South-Thirteenth East Line.
- Route 7 (electric coach), East Third South-Ninth East (to Parkway Avenue, 25th South).
- Route 11 (electric coach), Fourth East (Main Street-Seventh South-Fourth East-Redondo Avenue).
- Route 13 (electric coach), South West Temple (Main Street-Fourth South-West Temple-Twenty-First South).
- Route 21 (electric coach), Wasatch Springs (Main Street-North Temple-Second West-Wasatch Springs).
- To remove tracks, poles and overhead wires from the following already abandoned routes:
- Along Seventh East between Fifth South and Twenty-First South.
- Along Third South between State Street and Tenth East.
- Along Main Street between South Temple and First South.
- Along Second South between Main Street and West Temple Street.
- Along South Temple Street between Main Street and West Temple Street.
- Along Fifth South between West Temple Street and First West.
- (Utah PSC Case 2449)
Due to the increasing war effort during the spring and summer of 1941, and with America's entry into the war in December 1941, the last streetcar operation was not until August 1945. At that time, after a cloudburst on August 19th that washed out parts of the last track along Thirteenth East, and with only one route and eight streetcars, Salt Lake City's streetcar operations came to an end. More research is needed to further document this event.
July 13, 1944:
Utah Light & Traction Company sold all of its transportation interests and transferred all of its rights to operate streetcars, electric trolley coaches, and gasoline motor buses to Salt Lake City Lines. Utah Light & Traction retained all of the electrical distribution system, including the system for the Salt Lake City Lines' streetcars and electric trolley coaches. (Utah PSC Case 2814)
From the agreement between Utah Light & Traction and Salt Lake City Lines:
- Total price of $675,000
- To be consummated on June 30, 1944
- Operation to commence at 3 a.m. on June 31, 1944
- (click here for a list of equipment that was transferred)
November 25, 1944
The Public Utilities Commission gave its approval for Utah Power & Light Company to assume the electric power interests of Utah Light & Traction Company. (Utah PSC Case 2814)
In case 2652 (file not examined), the Commission approved the consolidation of Utah Power & Light's and Utah Light & Traction's electric properties.
August 1945
Last street car route removed from service. Regulators had given their approval in March 1941, but the streetcars remained in operation due to World War II.
February 27, 1946
Salt Lake City Lines received Public Utilities Commission approval to purchase the stock, equipment, and interests of the Airways Motor Coach Lines.
Airways was incorporated in Wyoming, owned twenty-three buses, and provided all bus service south of Twenty-First South, east of Redwood Road, and west of Wasatch Boulevard to the south line of Salt Lake County. The shops were located at 29 East 900 South, between Main Street and State Street, on Ninth South.
Salt Lake City Lines was engaged in bus and electric coach operation in Salt Lake City. No mention was made in either application or approval of streetcar service.
The purchase price was $125,000.00 with the purchase agreement signed on February 4, 1946. The sale was finalized on March 1, 1946. (Utah PSC Case 2941)
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