Promontory Route Railroad Trestles, 11 miles west of Corrine, Corinne

Source document Quoted word for word from HAER UT-64. Not written, edited or summarised by this site.

The seven Promontory Branch railroad trestles were originally part of the first transcontinental railroad route constructed across the United States. As such they represent important remnants of this railroad which was instrumen- tal in joining the nation together. They are also good examples of a class of small utilitarian wooden trestles constructed throughout the country during the latter half of the cen- . tury.

Source document Quoted word for word from HAER UT-64. Not written, edited or summarised by this site.

Michael R. Polk, Sagebrush Archaeological Consultants, Ogden, Utah. October Architect/Illustrator: Allen C. Roberts, Cooper/Roberts Architects, Inc., Salt Lake City, Utah. September/ November Photographers: Michael J. Bradshaw and Michael R. Polk, Sagebrush Archaeological Consultants, Ogden, Utah. March and April PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 3) II. TRANSCONTINENTAL RAILROAD HISTORY A.

Need for Railroad

The construction of the Transcontinental Railroad is one of the most written about sagas in American history. A feat of such magnitude was unimaginable at the time, but it was a vital effort needed to physically bind the still-young nation together and permanently solidify its territory. The history of the Pacific Railroad (as it was originally called) development and construction began in the about the time the first network of canals was completed in the eastern United States. During this period railroads began to spread throughout the East. By the s they had spread into the Midwest to the Mississippi River. The desire to continue the expansion and to eventually span the continent with a Pacific Railroad grew and eventually became a great public debate.

1 This desire was not all grounded in a desire to connect the two parts of the country, rather promoters of such a railroad were foremost interested in and vocal about its commercial importance, even beyond this continent. As histori- an Robert Utley notes: The settlement of the Oregon question in the discovery of gold in California in and the admission of California to statehood in swelled the population of the Pacific Coast. With commerce almost wholly dependent upon the long, slow journey around Cape .Hom or across the Isthmus of Panama, both East and West foresaw a large and lucrative trade speeding by rail across the continent.

2 The proponents saw the potential for diverting much of the Europe to Asia trade from ship to rail, but the most coveted objective was trade with China, Japan and other Asian areas. 3 PROMONTORY ROUTE RAILROAD TRESTLES HAER No: UT-64 (page 4) For the United States government these reasons were good, but most important in its final decision to actively promote and financially support this project were its potential effects upon domestic political and economic matters. From the government's perspective the railroad had the potential to more quickly end hostility with the American Indians and significantly reduce the expense and speed up transportation of mail and government supplies.

4 In addition, the outbreak of the Civil War in made it clear that the bonds between Califor- nia and the Union needed to be strengthened. Also, the Trent Affair; which almost caused another war between the United States and England, revealed the defenseless condition of the Pacific Coast. 5 Though the construction of the Suez Canal in destroyed the potential value of the U.S. as a rail bridge for trade between Europe and Asia, the railroad was to fulfill all of its other expec- tations and more. The real efforts to initiate construction began in the with promotion by a New York merchant in the China trade named Asa Whitney. 6 His obsession with this project led him to write articles, lecture and talk with influential politi- cians.

By the most nationally prominent politicians were in favor of such a plan with a measure of federal aid. But agreement could never be reached on an eastern terminus, a problem which was compounded by the lack of information about the merits of the different possible routes that could be used. 7 This led to a series of fairly comprehensive Pacific Railroad surveys carried out by the Army Engineers between and The results of these surveys (two northern and two southern routes) were politically objection- able to both the Northerners and the Southerners. Thus, the issue remained unresolved. It took the Civil War, which removed the southern objections to a northern route, strong lobbying by Theodore Judah, a California railroad engi- PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 5) neer, and many eastern promoters to convince a beleaguered Congress to pass a bill in throwing the support of the United States government behind the effort. 8 President Lincoln supported the effort and signed the bill into law on July 1, This act authorized the Central Pacific Railroad and Union Pacif- ic Railroad and Telegraph Company to build the railroad from Omaha to Sacra- mento. Construction of the railroad began in Sacramento on January 8, and in Omaha on December 2, The initial construction efforts were pathetic. The Civil War sent supply rates soaring and limited available labor in addition to drying up capital investment potential.

By February only 18 miles of rail had been laid in California and none were laid out of Omaha until the spring of The adverse conditions of the time forced the railroads to ask for further assistance from the government, a request which was granted in the form of the Act of This act virtually doubled the resources available to the companies and insured the project's completion. 9 B.

Construction Chronology

Nationwide Efforts Between the years of and a total of miles of rail were laid to complete the railroad link across the continent. This effort was perhaps the largest single construction project ever undertaken within the country. The task laid before both railroads was enormous, both logistically and financially. Following is a very brief chronology and description of the construction efforts, the obstacles faced and the solutions found to overcome them. PROMONTORY ROUTE RAILROAD TRESTLES HAER No~ UT-64 (page 6) Despite the fact that the U.S. Government offered lucrative subsidies, these covered only half of the necessary capital needed to build the railroad. As a result, private investment was critical for both the Union Pacific and Central Pacific Railroads.

Both companies ~evised the means to solve this dilemma by creating a number of indirectly held companies which carried out the construc- tion work, but were not legally controlled by the Federal legislation which di- rected the efforts of the two main railroad companies. 10 Construction of the transcontinental line was fraught with exceptionally difficult obstacles which sorely taxed the technological capabilities of the day. The Central Pacific spent four years surmounting the Sierra Nevada Mountains. The company faced the necessity of putting in deep fills and rock cuts, bridging deep canyons with trestles, and cutting through solid granite for 15 separate tunnels.

11 The Central Pacific did not reach Reno, Nevada until June 19, Reno lay 154 miles from the beginning of track in Sacramento. The 536 mile distance from there to Promontory Summit in northern Utah, however, was completed in less than 11 months. 12 The Union Pacific did not have the same types of obstacles as the Central Pacif- ic, but they too encountered great hardships. Track laying in the Platte River Valley of Nebraska was relatively easy, but the surveyors and construction workers soon encountered stiff opposition from Sioux and Cheyenne Indian war parties. Major skirmishes occurred in Nebraska and Wyoming between and 13 The Union Pacific also encountered some difficult terrain in the Black Hills and, especially, in Echo Canyon and Weber Canyon in Utah.

14 PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 7) As both railroads approached Utah, it was well understood that negotiations needed to be completed with Brigham Young, President of the powerful Mormon Church, and former Governor of the Utah Territory, in order to complete the route. Young's desire was to see the railroad descend Weber Canyon and head south to Salt lake City and around the south end of the Great Salt lake. 15 General Grenville M. Dodge, Chief Engineer for Union Pacific, however, preferred the northern route through the Promontory Mountains. 16 The Central Pacific concurred in this assessment. Despite this basic disagree- ment, Brigham Young still agreed to provide needed labor and supplies to both the Union Pacific and Central Pacific Railroads.

Not surprisingly, Young soon organized a new railroad company to build from Ogden to Salt Lake City once the transcontinental line was completed to Ogden. It became known as the Utah Central Railroad. 17 Despite the many negotiations and bills passed by Congress in support of trans- continental railroad construction, neither the United States Government nor the Union Pacific or Central Pacific had ever developed a plan of where the lines should meet. As a result, for several months in surveyors and construction crews from both railroads continued their work on grading new lines well past . any reasonable point of mutual connection.

In early Central Pacific crews were grading as far east as Echo Summit near the Wyoming border while Union Pacific crews were working in the vicinity of Humboldt Wells, Nevada. 18 The real purpose of the extra work carried out by each railroad was to gain both additional government subsidies and control of the potentially profitable Utah market. 19 After much disagreement and negotiation, the two railroads agreed to join the line at Promontory Summit, Utah on May 10, This agreement was approved by Congress on April 10, 20 PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 8) Construction of the Promontory Route Central to the present investigation is the construction history of the rail route between Corinne and Promontory where the seven wooden trestles under study were built.

The original construction of this part of the line was done by the Union Pacific Railroad between March 28 and May 8, 21 The area in the mudflats west of Corinne and north of Bear River Bay posed few construction problems. 22 This was one of the stretches of the route, however, where the Central Pacific built grade parallel to that of the Union Pacific during the period of intense competition between the two companies.

In fact, because a meeting point for the two lines was never planned and there was a clear indication that the Union Pacific would be building west of Ogden before the Central Pacific could reach it, Leland Stanford of the Central Pacific chose to buy land and place surveyors and grading crews in this area in 23 As a result of this foresight, the Central Pacific was eventually able to leverage an agreement which placed their eastern terminus in Ogden. 24 Central Pacific began purchasing right-of-way and building their grade in the area in The Union Pacific did not even begin construction until February, 25 By March construction activity by both railroads was moving at a frenzied pace.

A letter to the Deseret Evening News dated March 25, provides a firsthand account of this activity in the area between Corinne and Junction City (now known as Lampo Junction): Work is being vigorously prosecuted ... both lines running near each other and occasionally crossing. Both companies have their pile drivers at work where the lines cross the [Bear] river [near Corinne]. From Corinne west thirty miles, the grading camps present the appearance of a mighty army. As far as the eye can reach are to be seen almost a continuous line of tents, wagons and men. 26 PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 9) The irritation that the close construction in this area caused the railroad owners was expressed by Leland Stanford of the Central Pacific in a March 14, letter to Central Pacific treasurer Mark Hopkins: The U. P. have changed their line so as to cross us five times with unequal grades between Bear River and Promontory. They have done this purposely as there was no necessity for so doing. . .. we shall serve notice for them not to interfere with our line and rest there for the present. 27 The principal contractors- for the Central Pacific in this area were Ezra T. Benson of Logan; Lorin Farr, Mayor of Ogden; and Clancey W. West of Ogden. The Union Pacific contracted with the Mormon compa- ny of Sharp and Young.

28 All of these parties were hired through the recommendation of Brigham Young. After the April meeting in Washington, D. C. at which the two compa- nies agreed to join their railroads at Promontory Summit and the Union Pacific agreed to sell that portion of their line from Promontory to Ogden to the Central Pacific, the frenzied competition and redundant construction activities largely ceased. However, there was still much negotiation necessary before a price was agreed upon to transfer owner- ship of this portion of the transcontinental line. After two offers by Union Pacific were turned down by the Central Pacific, a sum of was agreed to on November 17, for a mile section of line from Promontory to a point five miles west of Ogden.

29 Interest- ingly, the Union Pacific ended up selling the route for more than a mil- lion dollar loss based on its original construction cost. This price was agreed to, no doubt, due to the Union Pacific's desperate financial condi- tion in 30 PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 10) The Central Pacific Railroad continued to use most of the grade original- ly constructed by the Union Pacific between Promontory and Ogden, though they used their own grade on the east face of the Promontory Mountains (most prominently eliminating Union Pacific's "Big Trestle").

Until about December 1, however, the official date for transfer of the mile section, Union Pacific still operated on their original line between Ogden and Promontory and transferred with the Central Pacific at Promontory Summit. There was much criticism during the later stages of railroad construction activities about whether the work done by the two railroads was com- mensurate with requirements set forth in the Congressional Acts of and Specifically, there were complaints that the Union Pacific, in particular, was building a substandard railroad and receiving unjust compensation for it from the U.S. Govemment. 31 In response to the mounting criticism President Grant appointed a special commissioner, Isaac N. Morris, to inspect the reportedly unacceptable parts of the Union Pacific.

His report was quite unfavorable and called the railroad the worst over which he had ever traveled and actually dangerous in places. As part of his inspection tour, he described the condition of the line between Corinne and Lampo Junction (as part of the entire section between Ogden and the eastern base of the Promontory Mountains): The Union Pacific road-bed['s] ... width ... is only the width of the tie, or 8 feet, sometimes a little over and sometimes a little under. . .. the road-bed .. .is a mixture of dirt and sand ... places are found where it is mostly dirt, and then portions are met which are chiefly, if not entirely of gravel. 32 PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 11) Another commission of "Eminent Citizens" later inspected the route and found it acceptable as a first class railroad. 33 Nevertheless, Central Pacific apparently found it necessary to essentially rebuild the route after they acquired it in late This is partially supported by Morris' description of the railroad grade between Lampo Junction and Ogden. 34 Also, Southern Pacific Transportation Company bridge reports for seven trestles in the area show that five were recon- structed just after they acquired the line in and two others in These newer trestles were built to replace the original inadequate trestles built by the Union Pacific. 35 The transcontinental railroad continued to operate through Promontory Summit until the end of the century.

Just before the tum-of-the-century, E. H. Harriman gained control of both the Union Pacific and Central Pacific Railroads and began a massive upgrading of the route to make it a much more cost effec- tive transportation system. 36 As part of a massive reconstruction effort on the Central Pacific portion of the road through Nevada, he ordered a lengthy trestle structure built across the northern end of the Great Salt lake to shorten the dis- tance through Utah, straighten the track and, especially, to lessen the costs associated with operating over the Promontory Mountains.

37 The new line, called the "Lucin Cutoff", was completed on November 26, though freight traffic was not diverted from the old line until March 18, and passenger traffic until September 18, It shortened the route by 44 miles and reduced monthly costs to the railroad by 39 The Promontory Route, or "Old Line" as it was often called, continued to act as a backup route in case of flooding along the lake route, to service wheat farmers along the Promontory Route and to continue to service the still operative tele- PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 12) graph line which paralleled that line.

40 In the early the need for iron and steel in the war effort prompted the government to approach the Southern Pacific Transportation Company, which had absorbed the Central Pacific Rail- road in about donating the rails, spikes and tie plates to the war effort. 41 They agreed, and in the first seven days of July the railroad tore up 123 miles of line between Corinne and Lucin. 42 Interestingly, up until the railroad, with very little traffic, continued to regularly maintain the structures and grade on the Promontory Route.

The Bridge Inspection Book shows that ties and trestle components were replaced on the line through the middle and even into 43 The Promontory Route existed for 73 years and was a vital component of the entire Union Pacific-Central Pacific transcontinental railroad for 35 years. The portion between Promontory and Ogden was a unique section of mainline be- cause it was originally owned and built by the Union Pacific, but later acquired and upgraded by the Central Pacific. Because it was abandoned in the first half of the century and lies in a very remote area of the country, the Promontory Route retains perhaps the best preserved examples of late century railroad grades and railroad grade structures on the entire transcontinen- tal route. PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 13) Promontory Route Trestles Seven wooden trestles are included as part of the present study along the Promontory route between Corinne and Lampo Junction. These seven trestles are examples of several hundred structures which are known to exist along this route, many of which are currently protected within the Golden Spike National Historic Site. These seven trestles under study (UT-64-A, B, C, D, E, F and G) were origi- nally constructed as part of the Union Pacific's efforts to reach Promontory Summit during the construction of the transcontinental railroad. The stretch of line between Ogden and Promontory was likely built by the Mormon company of Sharp and Young during the period between March 28 and May 8, 44 John Sharp and Joseph A. Young, along with Joseph F.

Nounan, were princi- pals in a company which was recommended for the work by Brigham Young. They were particularly singled out for the Union Pacific's larger contracts on specialized work such as making bridge abutments and tunneling. As such, it is likely that this company built the original trestles on the line. John Sharp, assistant superintendent of public works under Brigham Young, came to Utah in as a converted Mormon. He was first employed as a stone quarry worker and later became superintendent of the quarry. In he was ordained a Bishop and 10 years later attained the public works position. 45 After completion of the transcontinental railroad line, Sharp became superin- tendent of the Utah Central Railroad in and its president in 46 Joseph A.

Young was the son of President Brigham Young. He was originally appointed to oversee all surveying work on the Union Pacific con- struction over the Wasatch Mountains in 47 In the same year that Young PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 14) was completing the contracts for the Union Pacific he became general superintendent of the newly formed Utah Central Railroad. 48 Joseph F. Nounan was a non-Mormon businessman from Salt Lake City. 49 While a detailed description of the original seven trestles probably does not exist, during Morris' inspection tour of the line, he gave some brief information about them: There are about sixteen culverts in the valley... These culverts, with two exceptions, which had sandstone abutments, are con- structed of pine timber.

Substantial stone abutments should be substituted as soon as possible. They are evidently required by public interest and the standard of construction. so In the U.S. Government directed members of the U.S. Corps of Engineers to survey the entire completed transcontinental for payment purposes. This survey involved exact measurements of the entire line and identification of all structures. In his report on the section between Ogden and Battle Mountain, Nevada, Captain James F. Gregory referred to six of the trestles under study here as "culverts" and one as a trestle. 51 Culvert is a term which may have been broadly used in referring to single span stringers or short length trestles.

Following is a list of those "culverts" and one trestle which likely correspond to those still extant today: 52 HAER Designation Survey Designation Distance from Ogden,Utah UT-64-G Culvert 285 34 miles, 172 feet UT-64-F Open Culvert 34 miles, feet UT-64-E Culvert open 35 miles, feet UT-64-D Culvert open 35 miles, feet UT-64-C Open Culvert 35 miles, feet UT-64-B Culvert open 36 miles, 640 feet UT-64-A Trestle (35 feet) 37 miles, 472 feet PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 15) The replacement trestle structures were, presumably, all built by Central Pacific Railroad construction crews. This information is surmised from the and maintenance records for the line. Original construction records are either not available or no longer exist.

All seven trestles under study are low, simple wooden utilitarian structures which were placed along the right-of-way to provide openings for water to pass under the railroad grade. They include four simple single span stringers (UT-64-B, C, F and G), two two-span trestles (UT-64-A and E) and one five- span structure (UT-64-D). All of the structures are made of large, milled and treated timbers. Two of the trestles (UT-64-F and G) contain remnants of the unshaped, untreated juniper tree pilings from the original trestle structure built by the Union Pacific in They were still visible adjacent to the present trestle pilings. All of the structures have been extensively remodeled through time.

Informa- tion available from the and Bridge Inspection Books for the Salt Lake Division of the Southern Pacific show changes that were made during the early century. 53 It is likely that other changes occurred, but the books showing earlier work are not currently available for inspection. These structures served a very heavily trafficked railroad between and before the Lucin Cut- off was completed, so it is likely that many other changes not shown in the two maintenance records were carried out during that 35-year time frame. Regard- less, these structures remain good examples of simple utilitarian grade structures of this period and likely saw only minimal changes after heavy rail traffic ceased over the line in PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 16) The Promontory Branch of the First Transcontinental Railroad in Utah c ,,. AIIAN AArMOIIO G R E A T S A L T f ~ .. L A IC f L A IC E OfSfllT Token from: Raymond, Anan S. and Richard E. Fike. Rails East to Promontory, The Utah Stations. Cultural Resource Series No. 8, Bureau of Land Management, Utah, PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 17) Southern Pacific Transportation Company Southern Pacific Building One Market Plaza San Francisco, California C .J. BURROUGHS IN REPI.. V PL.EASE REfl"ER TO CMIC" ENONEEA March 25, Mr. Michael R. Polk c/o Sage~brush Archaeological Cons~ltants Monroe Boulevard Ogden, Utah Dear Mr.

Polk: This is in reply to information you requested in your letter of February 10, on seven trestles located on Southern Pacific's former Promontory Branch. The structures are (were) known as follows: Date Your ID SPT ID Length Type Engr. Station Built A 28 ft. Open Deck Pile Trestle B 13" C 10" D 790A 80" E 32" F 10" G 16" I have enclosed a page from the bridge inspection book which shows all seven trestles plus three culverts. The "year built" is the year the structure was built by (then) Central Pacific forces. The original structures were all built by Union Pacific forces in and we have no information as to their description. There is a bridge inspection book for each year between and when the Promontory Branch was abandoned.

They are in a warehouse and I have requested the book for the former Salt Lake Division be sent to me. If there is any information that would be of help to you I will send you a copy of the report. In looking at the photographs of each trestle that you sent with your letter it is obvious that the wood materials shown for all trestles is more recent than or You will note on the bridge inspection page that Structure had four untreated piles and a new deck installed in It is certain that the other six trestles were renewed at various times but it would be too time consuming to go through the inspection books for each year from about to Page one of a letter from C. J.

Burroughs, Chief, Engineering Department of Southern Pacific Transportation Company to the author on March 25, PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 18) - 2 - I hope this information will be helpful to you. Very. truly yours, Enc. SW Page two of a letter from C. J. Burroughs, Chief, Engineering Department of Southern Pacific Transportation Company to the author on March 25, PROMONTORY ROUTE RAILROAD TRESTLES HAER No: UT-64 (page 19) HT TO YEAR No. LENGTH KIND OF STRUCTURE B. OF R. BUILT - - REDWOOD BOX .2 - 6 .. I 788 A ~ - .. r ' .1 -:- -/. -- :1 788 B 28 .OPEN DECK(4~7xl6 $~es) 6 l A 4-Untr.eated piles r: /aC I .. ,-- . 789 A. REDWOO.D BOX ./: - 3- C:, C ... - ~- I f, I l. ~ ' ( B 789 B 13 OPEN... DECK..(3~7~16 fi 6 I -- : - ,i 1 .

4u11f- New 9[ c :i C ___ 169 C 10 OPEN . 6 18U2 .. .. -- .. 4-Untreated piles I 1 00 o D -- 790 A 80 'OPEN DECK(4-7 6 \,' I I 4-Untr,eated piles .. - - - . I I 7 s Ja el od r ________JI I /?e,Palr . I I - . .. . - - . 32 .. OPEN DECK(4-7x16 Stra) 4-Untr~ated piles . - .. .. (Jf j DY ~o.c:. -- - ~-. r 790 C 10 OPEN DECK Stre) 4-Untreated piles 7. ooo 0 ~ / .. 791 A 8 f G 791 B I . a :i.&7~ I . r- ;-- :_ ., -- . . , w- . .' Page three of a letter from C. J. Burroughs, Chief, Engineering Department of Southern Pacific Transportation Company to the author on March 25, Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspection Book, On file at the Southern Pacific Transportation Company, San Francisco, California. PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 20) Southern Pacific Transportation Company Southern Pacific Building One Market Plaza San Francisco, California C,.J.aUR ..OUOH8 IN REPL.Y ,-L..KA81: "El"ER TO CHIE,. IENOW&:CA April 3, E Mr. Michael R. Polk c/o Sagebrush Archaeological Consultants Monroe Boulevard Ogden, Utah Dear Mr. Polk: Further my letter to you of March 25, concerning data on seven old trestles on our former Promontory Branch. I have reviewed the bridge inspection book and enclose copies of two pages relating to the trestles in which you are interested. You will note that trestle your A, which by is referred to as . (mile) 83, had ties replaced (removed) in and 2 stringers renewed in and 2 more stringers in The other trestles have all been renewed at least in part.

An explanation of abbreviations used follows: Dk Deck (the portion above the caps on the pile bents) - Stringers (the longitudinal members resting on the caps and on which the ties are placed). Untr - Untreated wooden material Rwd Redwood timber A common standard plan - Second hand Blk Bulkhead Note that trestle is shown in as having 7" x 16" stringers while the book shows 8" x 18" stringers. The renewal was done sometime between and but a review of many books would be needed to determine the exact year. Again, I hope this information will be useful to you. Very truly yours, Encls. Page one of a letter from C. J. Burroughs, Chief, Engineering Department of Southern Pacific Transportation Company to the author dated April 3, PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 21) 'ii STRUC ruRe ?Y OF --~ :O~"i-!9: 7-~ji~.;:;,;.i__....___ _ ___ ~ - ,.~ .. - .. ..lSl'.U.. -.E...c.a-1!...l . l!H..f!JO_/l_i," . . .. - . u~. '.. - --- -Gr,tsa ___ .. -- -- - - --- --- __, t - - - - i - - - + - - - - - _ ___ollCl.nff--,1---4---1 Page two of a letter from C. J. Burroughs, Chief, Engineering Department of Southern Pacific Transportation Company to the author dated April 3, Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspection Book, On file at the Southern Pacific Transportation Company, San Francisco, California. PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 22) '-il'f. Hr ro YEAR . Page three of a letter from C. J.

Burroughs, Chief, Engineering Department of Southern Pacific Transportation Company to the author dated April 3, Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspection Book, On file at the Southern Pacific Transportation Company, San Francisco, California. PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 23) m. ENDNOTES 1. Robert M. Utley, The National Survey of Historic Sites and Buildings, Special Report on Promontory Sununit, Utah (Golden Spike National Historic Site), United States Department of the Interior, National Park Service Region Three, Santa Fe, New Mexico. February p. 1. 2. Ibid., p. 2. 3. Sidney Dillon, Historic Moments: Driving the Last Spike of the Union Pacific, Scribner's Magazine, XII, 2 (August), p. 4. Robert M.

Utley, The National Survey of Historic Sites and Buildings, Special Report on Promontory Summit, Utah, p. 3. 5. Ibid. 6. Margaret L. Brown, "Asa Whitney and His Pacific Railroad Campaign", Mississippi lblley Historical Review, XX, 2 September pp. John Debo Galloway, C.E., The First Transcontinental Railroad, New York: Dorset Press, p. 32. 7. John Debo Galloway, C. E., The First Transcontinental Railroad, pp. 8. Robert M. Utley, The National Survey of Historic Sites and Buildings, Special Report on Promontory Summit, Utah, p. 11. 9. Robert G. Athearn, Union Pacific Country, Lincoln and London: University of Nebraska Press, p. 31; Robert M. Utley, The National Survey of Historic Sites and Buildings, Special Report on Promontory Summit, Utah, p. 14. 10. Robert E.

Riegel, The Story ofV'testem Railroads, New York: Macmillan Company, pp. Harry J. Carman and Charles H. Mueller, "The Contract and Finance Company of the Central Pacific Railroad", Mississippi lblley Historical Review, XIV, 3, pp. 11. John Debo Galloway, C. E., The First Transcontinental Railroad, pp. 12. Ibid., p. 13. Major-General G. M. Dodge, How V'te Built the Union Pacific Railway and Other Railway JtJpers and Addresses, Denver: Sage Books, Edwin L. Sabin, Building the Pacific Railway, Philadelphia and London: Lippincott Company, pp. George B. Grinnell, The Fighting Cheyenne, 2nd Edition, Norman, Oklahoma: The University of Oklahoma Press, pp. John P. Davis, The Union Pacific Railway: A Study in Railway Politics, History, and Economics, Chicago, p. 14. Robert M.

Utley, The National Survey of Historic Sites and Buildings, Special Report on Promontory Summit, Utah, pp. PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 24) 15. Leonard J. Arrington, Great Basin Kingdom: An Economic History of the Latter-Day Saints, Lincoln: University of Nebraska Press, p. 16. Major-General G. M. Dodge, How "He Built the Union Paci.fie Railway and Other Railway l'a.pers and.Addresses, pp. 17. Leonard J. Arrington, Great Basin Kingdom: An Economic History of the Latter-Day Saints, p. 18. Robert M. Utley, The National Survey of Historic Sites and Buildings, Special Repon on Promontory Summit, .Utah, p. 38. 19. Ibid., pp. 20. Nelson Trottman, History of the Union Paci.fie, A Financial and Economic Survey, New York: The Ronald Press Company, p. 64. 21.

Anonymous, Chronology of the Original Union Paci.fie Railroad Track Construction from Omaha, Nebraska to:, on file at the Golden Spike National Historic Site, Promontory, Utah, p. 34. 22. Robert M. Utley, The National Survey of Historic Sites and Buildings, Special Repon on Promontory Summit, Utah, p. 43. 23. Ibid., p. 45. 24. Edwin L. Sabin, Building the Paci.fie Railway, pp. 25. Robert M. Utley, The National Survey of Historic Sites and Buildings, Special Repon on Promontory Summit, Utah, p. 46. 26. Deseret Evening News, March 30, article submitted by "Saxey" from Promontory dated March 25, 27. George T. Clark, Leland Stanford, flilr Governor of California Railroad Builder and Founder of Stanford University, Stanford University, California: Stanford University Press, p. 2. 28.

Clarence A. Reeder The History of Utah's Railroads Dissertation, Department of History, University of Utah, Salt Lake City, pp. 29. Charles Edgar Ames, Pioneering the Union Paci.fie, A Reappraisal of the Builders of the Railroad, New York: Appleton-Century-Crofts Educational Division Meredith Corporation, p. 30. Ibid., p. 31. Robert G. Athearn, Union Paci.fie Country, p. 115 PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 25) 32. U. S. Congress, House of Representatives, Letter from the Secretary of the Interior, Condition of the Union Pacific Railroad, report prepared by Isaac N. Morris, Congress, 2nd Session, Executive Document 38, p. 7. 33. U. S.

Congress, House of Representatives, Report of the Secretary of the Interior, Congress, 1st Session, Executive Document 1, Part 3, Serial 34. U. S. Congress, House of Representatives, Letter from the Secretary of the Interior, Condition of the Union Pacific Railroad, p. 7. 35. Southern Pacific Transportatio9- Company, Salt Lake Division, Bridge Inspection Book, on file at the Southern Pacific Transportation Company, San Francisco, California, p. Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspection Book, on file at the Southern Pacific Transportation Company, San Francisco, California, p. 36. George Kennan, E. H. Harriman, A Biography, 2 volumes, Boston and New York: Houghton Mifflen Company, p. 37. Ibid., pp. 38. David F.

Myrick, Railroads of Nevada and Eastern California, lblume One-The Northern Roads, Berkeley, California: Howell-North Books, p. 37. 39. David H. Mann, "The Undriving of the Golden Spike", Utah Historical Quarterly, 37 p. 40. Stephen L. Carr and Robert W. Edwards, Utah Ghost Rails, p. 15; Trestles: Golden Spike Natioool Historic Site, Preservation Plan, p. 3. 41. Stephen L. Carr and Robert W. Edwards, Utah Ghost Rails, Salt Lake City: Western Epics, p. 15. 42. Ibid. 43. Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspection Book, pp. 44. Clarence A. Reeder The History of Utah's Railroads pp. Anonymous, Chronology ofthe Origiool Union Pacific Railroad Track Constructionfrom Omaha, Nebraska to:, p. 34. 45.

Hubert Howe Bancroft, History of Utah San Francisco: The History Company, Publisher, p. 46. Ibid., p. 47. Leonard J. Arrington, Great Basin Kingdom, p. 48. Ibid., p. PROMONTORY ROUTE RAILROAD TRESTLES HAER No. UT-64 (page 26) 49. Ibid., p. 50. U. S. Congress, House of Representatives, Letter from the Secretary of the Interior, Condition of the Union Pacific Railroad, p. 7; Interestingly, during the inspection of the trestles for this project in remnant pilings were found for two of the original trestles at UT-64-F and UT-64-G. They were made of juniper (cedar), not pine as Morris notes. 51. U. S. Congress, House of Representatives, Letter from the Secretary of Union and Central Pacific Railways, report prepared by Captain James F. Gregory, Congress, 2nd Session, Executive Document 38, p.

23. 52. Ibid; Trestles UT-64-A, B, D, E, and G had all been replaced by the time this survey was conducted However, trestles UT-64-C and F were, presum- ably, still the same structures originally built by the Union Pacific in 53. Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspec- tion Book, p. Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspection Book, pp. IV. BIBLIOGRAPHY A. BOOKS AND PUBLISHED SOURCFS Ames, Charles Edgar. Pioneering the Union Pacific, A Reappraisal of the Builders of the Railroad. New York: Appleton-Century-Crofts Educational Division Meredith Corporation, Anonymous.

Chronology of the Original Union Pacific Railroad Track Construction from Omaha, Nebraska to:, on file at the Golden Spike National Historic Site, Promontory, Utah, Arrington, Leonard J. Great Basin Kingdom: An Economic History of the Latter-Day Saints, Lincoln: University of Nebraska Press, Athearn, Robert G. Union Pacific Country. Lincoln and London: University of Nebraska Press, Bancroft, Hubert Howe. History of Utah San Francisco: The History Company, Publisher, Brown, Margaret L. "Asa Whitney and His Pacific Railroad Campaign", Mississippi lblley Historical Review, XX, 2, pp. Carman, Harry J. and Charles H. Mueller. "The Contract and Finance Company of the Central Pacific Railroad", Mississippi lblley Historical Review, XIV, 3, pp. PROMONTORY ROUTE RAILROAD TRESTLES HAER No.

UT-64 (page 27) Carr, Stephen L. and Robert W. Edwards. Utah Ghost Rails. Salt Lake City: Western Epics, Clark, George T. Leland Stanford, Wzr Governor of California Railroad Build- er and Founder of Stanford-University. Stanford University, California: Stan- ford University Press, Davis, John P. The Union Paci.fie Railway: A Study in Railway Politics, Histo- ry, and Economics. Chicago, Dillon, Sidney. "Historic Moments: Driving the Last Spike of the Union Pacif- ic", Scribner's Magatine, XII, 2, Dodge, Major-General How lle Built the Union Paci.fie Railway and Other Railway fupers and-Addresses. Denver: Sage Books, Galloway, John Debo, C.E. The First Transcontinental Railroad. New York: Dorset Press, Grinnell, George B. The Fighting Cheyenne, 2nd Edition.

Norman, Oklahoma: The University of Oklahoma Press, Kennan, George. E. H. Harriman, A Biography, 2 volumes. Boston and New York: Houghton Mifflen Company, Mann, David H. "The Undriving of the Golden Spike", Utah Historical Quarterly, 37 pp. Myrick, David F. Railroads of Nevada and Eastern California, lblume One- The Northern Roads. Berkeley, California: Howell-North Books, Raymond, Anan S. and Richard E. Fike. Rails East to Promontory, The Utah Stations. Cultural Resource Series No. 8, Bureau of Land Management, Utah, Riegel, Robert E. The Story of llestern Railroads. New York: Macmillan Company, Sabin, Edwin L. Building The Paci.fie Railway. Philadelphia and London: Lippincott Company, Trottman, Nelson. History of the Union Paci.fie, A Financial and Economic Survey.

New York: The Ronald Press Company, Webb, Walter Loring, C. E., Railroad Construction, Theory and Practice. New York: John Wiley & Sons, Inc., PROMONTORY ROUTE RAILROAD TRESTLES HAERNo. UT-64 (page 28) B. NEWSPAPERS Deseret Evening News, March 30, Article submitted by "Saxey" from Promontory dated March 25, C. DOCUMENTS AND REPORTS Raymond, Anan S., Fike, Richard E., Rails East To Promontory The Utah Stations. Cultural Resource Series No. 8, Bureau of Land Management, Utah, Reeder, Clarence A. The History of Utah's Railroads Dissertation, Department of History, University of Utah, Salt Lake City, Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspec- tion Book, On file at the Southern Pacific Transportation Company, San Francisco, California.

Southern Pacific Transportation Company, Salt Lake Division, Bridge Inspec- tion Book, On file at the Southern Pacific Transportation Company, San Francisco, California. U. S. Congress, House of Representatives, Report of the Secretary of the Inte- rior, Congress, 2nd Session, Executive Document 1, Part 3, Serial U. S. Congress, House of Representatives, Letter from the Secretary of the Interior, Condition of the Union Paci.fie Railroad, report prepared by Isaac N. Morris, Congress, 1st Session, Executive Document U. S. Congress, House of Representatives, Letter from the Secretary of War, Union and Central Paci.fie Railways, report prepared by Captain James F. Gregory, Congress, 2nd Session, Executive Document 38.

Utley, Robert M., "The National Survey of Historic Sites and Buildings, Special Report on Promontory Summit, Utah (Golden Spike National Historic Site)", United States Department of. the Interior, National Park Service Region Three, Santa Fe, New Mexico. February