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Lagoon Park, Promontory Summit, Spiral Jetty

Adventurers in Utah for Spike 150

 Promontory Summit - 150 years later

A Sesquicentennial

Chapter Four

  Lagoon Amusement Parks trains,

The Big Fill,

 Golden Spike Heritage Site,

Spiral Jetty

 May 5, 2019



Robin Bowers

Text and Photos by Author

The author retains all rights. No reproductions are allowed without the author's consent

Comments are appreciated


    This morning in Park City started as many mornings on the road. Shut the alarm off, get dressed. pack the bags, load the car and check out. I am sure Park City must be gorgeous in winter time but oh so crowded for sure. We took State Route 224 to exit 145 on I-80 with a stop for a breakfast, then we gassed up the car. The trip to the Lagoon Park via I-80 & I-15 was done in under an hour so we had 50 minutes to wait for the parking lot to open then went to Guest Services and after a few minutes we met Jimmy Sunlight who took us around the park. We walked over to the Wild Kingdom Train.    


Lagoon Amusement Park

    Lagoon is a privately owned amusement park in Farmington, Utah, United States, located about 18 miles north of Salt Lake City. It has ten roller coasters, five of which are unique; Colossus the Fire Dragon, the last Schwarzkopf Double Looping coaster still in operation in the United States (Laser at Dorney Park closed at the end of the 2008 season and was moved to Germany to become the Teststrecke traveling roller coaster in 2009); Roller Coaster, one of the oldest coasters in the world operating since 1921; Wicked, designed by Lagoon's engineering department and Werner Stengel in cooperation with ride manufacturer Zierer; BomBora, a family coaster designed in-house; and Cannibal, built in-house with one of the world's steepest drops.

    Lagoon is divided into five main areas: The Midway, containing the majority of the rides and an assortment of carnival type games and food outlets; Pioneer Village which has several exhibits displaying pioneer buildings and artifacts; Lagoon-A-Beach, a water park which is included in the regular admission price; Kiddie Land with several rides for small children, and the X-Venture Zone featuring more extreme rides that cost extra. Lagoon also offers a full-service RV park, a campground, and a shaded walking trail outside the park that stays open all year


Flower bed just inside the front gate.

History 1886-1940

    In 1886, The Denver & Rio Grande Western Railroad built a resort on the shores of the Great Salt Lake. It was called Lake Park, and was one of several resorts built along the lake throughout the late 1800s. Through the years, the lake level receded drastically until Lake Park was far from the lake and it closed by the end of the 1895 season.

    Simon Bamberger, who was building his Salt Lake & Ogden Railroad line from Salt Lake City to Ogden, Utah, was vice president of Lake Park and a 25% owner. To increase passenger traffic on his line he bought most of the original Lake Park buildings from the D&RGW and moved them about 3 miles east near Farmington, Utah. This gave the residents of Salt Lake City (and later, Ogden) a reason to travel over the "Bamberger." The resort was named Lagoon for the small body of water located on the original forty acres. The original lagoon was used to harvest ice in winter; Bamberger had it enlarged to 9 acres by clearing some swampland.

    Lagoon opened in Farmington, Utah on 12 July 1896, and included "Bowling, Elegant Dancing Pavilion, Fine Music, A Shady Bowery and Good Restaurants." In 1899, Shoot-the-Chutes, the park's first thrill ride, was added. In 1900 guests began swimming and rowing boats in Lagoon Lake. Over time more rides were added, such as the authentic Herschell-Spillman Carousel and Cagney 12 inch gauge miniature railroad. In 1901, the park hosted a minor league baseball team in the Inter-Mountain League.

    In 2003 Lagoon celebrated the 110th birthday of its hand carved carousel that was built in 1893 and purchased by Lagoon in 1906. The carousel consists of 47 animals including: a chicken, swan, snail, lion, tiger, a frog in short pants and a bow tie, a sea dragon, a long-horned goat, a zebra without a saddle, a stork, and a giraffe. In 1953 when the "White" Roller Coaster caught fire, (owner) Robert Freed came down and sprayed the merry-go-round with water to protect its hand-carved figures.

    One of the most popular rides today is Lagoon's famous wooden roller coaster. Designed by John Miller of Coney Island fame; it was constructed in 1921. Miller gave Lagoon's coaster plenty of dips and turns. Its highest height is fifty-seven feet, and the length of track is two thousand five hundred feet. The ride lasts just under two minutes and the coaster train reaches speeds up to 45 mph. It is locally known as the "White Roller Coaster" due to its white wash paint. Little, if any, of the Roller Coaster is still white, however, since as wooden supports are regularly replaced, the new supports are left unpainted.

    In 1927 a 1.5 million U.S. gallon swimming pool with "water fit to drink" was built north of Lagoon Lake. It was one of the first filtered swimming pools in the west, and was a cleaner alternative than swimming in the briny Great Salt Lake.

    The 1920s and 1930s were popular years at Lagoon. There was betting and horse racing there in the 1920s, but the Utah State Legislature put a stop to that only a few years after it began. The first Fun House was built in 1929, along with many other midway shows, rides, and games. During the "Big Band" era Artie Shaw, Benny Goodman, Duke Ellington, Count Basie, and Glenn Miller played Lagoon's stage.


    The park closed for three seasons during World War II. By 1946 the park was in bad condition and on the brink of permanent closure. The Bamberger family considered razing it. However, Ranch S. Kimball and Robert E. Freed, seeing an excellent opportunity, convinced the Bamberger family to lease the park to their newly formed Utah Amusement Corporation. Ranch Kimball served as President with Bob Freed serving as Secretary and Assistant Manager. (The Freed Family's Lagoon Corporation bought the resort outright from the Bamberger family in 1983.)

    When the Utah Amusement Corporation took over the lease of Lagoon, a Farmington town ordinance prohibited African-Americans from using the swimming pool and the ballroom. By the end of the 1940s, Robert Freed had fully opened Lagoon to the black community, and further extended this policy to the Terrace Ballroom (formerly the Rainbow Gardens) in Salt Lake City.

    The Freed family made several improvements, including the installation of new dressing rooms and a general overhaul of the swimming pool in 1949, a rebuilt fun house and the introduction of the "Dodgem Cars" and the "Lakeshore Express" miniature diesel train in 1951, and a new Ferris wheel in 1953.

    In November 1953 a fire damaged much of the park, including the fun house, dance pavilion and the front portion of the roller coaster. It was quickly rebuilt to open for the next season and began to surpass the popularity of its main rival, Saltair. Many rides were restored, rebuilt, or replaced, and a few new rides were added. In 1956, Mother Gooseland, Lagoon's first themed area, was opened between the Midway and the swimming pool. It featured rides only for children.

    From the mid-1950s into the 1960s Lagoon made many improvements. A showboat was added to the lake, and a new fun house was built, which featured such attractions as a multi-lane giant slide; mazes, mirrors, obstacle courses and mystery rooms; a large turntable which flung its riders off at great velocity; revolving barrels and the ubiquitous jets of air - activated by a human operator - which startled those who were unfortunate enough to stand over them. There was also a mini-car ride added in 1960, followed by the "Space Scrambler," spook house, I.Q. Zoo, and shooting gallery in 1961. The first Wild Mouse ride came in 1965. On the Midway, musical groups including the Beach Boys, the Rolling Stones, the Kingston Trio and Johnny Cash drew the crowds to the bandstand.

    The Beach Boys made mention of the park in their song titled "Salt Lake City" on their 1965 Summer Days (And Summer Nights!!) album. The Rolling Stones concert at Lagoon was in July 1966. The 2 foot narrow gauge Animaland Train began circling Lagoon Lake in 1967. In 1975, authentic Crown Metal Products-built 4-4-0 steam locomotives were put into operation around the lake and the name was changed to the Wild Kingdom Train.


    The turn-of-the-century style Opera House Square opened in 1968 and showcased melodramas, musicals and silent movies. In 1976 Lagoon expanded east by purchasing Pioneer Village, an old west town complete with several historic structures that had been collected and exhibited in Salt Lake City's Sugar House area since 1953. The buildings were moved to Lagoon and the 2 ft narrow gauge "Pioneer Village Railroad" (featuring "Old Ironsides," a Crown Metal Products 4-4-0 locomotive) circled the town. There was also the "Lagoon Miniature Railroad," which looped around the residential area of Pioneer Village using the original miniature 12 in gauge steam locomotive acquired in the early 1900s. A log flume ride was brought in from the defunct Pixieland Park in Oregon.

    One of the most popular rides at Lagoon even today was added in 1976, the Jet Star 2. Before Lagoon purchased the Jet Star 2, it was one of the attractions at the Spokane Washington's Expo 1974.

    Colossus the Fire Dragon came to Lagoon in 1983, to huge crowds and great reviews as it was selected by People Magazine in 1984 as one of the top 10 coaster rides in the country. Fire Dragon is Lagoon's first coaster to feature inversions, with a top speed of 55 mph. With its double inverted loops, Colossus held the distinction of being the coaster at Lagoon with the most inversions for 32 years. Cannibal, built in 2015, currently has four inversions, the most for a roller coaster at Lagoon.

    In the late 1980s, both the famous old fun house and the "Haunted Shack", a walk-through freaky fright attraction, were closed, victims of escalating maintenance costs, safety concerns and increased risk of litigation. The famous swimming pool closed after its fifth decade in 1987. This made way for the $5.5 million Lagoon-A-Beach which was completed in 1989. Its construction spelled the end of the small-scale railroad operations in Pioneer Village, as some of the supports stood in the way of the track.

    After meeting up with Jimmy Sunlight of Guest Services, he led us to our first stop, a train in its covered shed.


Engine 4-4-0 2 in the shed.


Inside cab of engine 2.





The Turn of the Century Ride in background.




The train returning to the station after its safety run of the morning.





Engine 4-4-0 126 will pull our train. After the train crew filled out their paperwork, Chris G and I were taken out for a private run.


We boarded the train and we were off.



The Tidal Wave ride.


On approach to the tunnel.

Turn of the Century and Tidal Wave rides on the Lagoon.

Exiting the tunnel on a trestle.


The train leaves the trestle and will run by the zoo at the Lagoon Park.



I didn't like the look in this guy's eyes, like I might be a breakfast morsel if I would hang around for a bit.










Bactrian camels.










    After our train arrived at the station, Jimmy greeted us and walked us over to Pioneer Village to a train engine on display. As we strolled through early morning just open park, activities were starting to wake up. We walked by the tunnel for a closer look and other park rides. It was a pleasant walk under a canopy of tree leaves. Usually a day at an amusement park means a long, hot, sunny day as the rides are outside, you stand in the sun to wait and with very little shade. Jimmy said that years ago the owners decided to start planting trees on this barren land. And this has continued down through the years, so we're walking through a nice verdant landscape on this early morning. Everything was clean and orderly and ready for a busy day.




Rattlesnake Railroad  4-4-0.


What's an amusement park without a game or two of chance.


Full ore cars on their way to the railroad.


Next we walked over to the railroad museum in Lagoon Park.


Mr Sunlight left us to wander through David E. Sperry's Model Train Museum while he was called away on park business.













A Great Event !!




After our visit in the museum, we walked and chatted and I asked about labor and if the park was a big employee of young adults. He said they employ seasonal and many college students in the summer and draw from all over the valley area.


Our final look at our train at Lagoon Park crossing the trestle. We thanked Jimmy Sunlight for his excellent tour and the Park for their hospitality before we exited and headed to our next stop of the day.




After leaving the park we continued north on I-15 to exit 365 for Corinne and then on to Promontory.


Hill Aerospace Museum at Hill Air Force Base.


Mt Ogden.


Union Pacific freight house in Corinne on Route 83.

Shortly after leaving the traffic in Corinne area we came upon a series of road apples and they continued for several miles. They were confined to our lane only so if they were driving a herd the whole road would be covered. And then we has our answer. Up ahead was a wagon train. A reenactment of a historic wagon train-travel before the railroad.



On way to the summit we made a stop at the Big Fill Trail for a hike.




Dauntless Adventurers ready to put shoe to dirt in fresh air.


Chris looking forward to playing in the dirt.


Cut through with only pick, shovel and a mule.



The road to Promontory on right with wagon train campground in middle with Mt. Ogden in back.


Motorcycles on route to Summit.






After an interesting walk without falling or getting lost we proceeded on to Promontory Summit and a visit with two historic locomotives.

Promontory Summit


Visitors center.


Promontory Summit History

    Promontory Summit is an area of high ground in Box Elder County, Utah, 32 miles west of Brigham City and 66 miles northwest of Salt Lake City. Rising to an elevation of 4,902 feet above sea level, it lies to the north of the Promontory Mountains and the Great Salt Lake. It is notable as the location of Promontory Summit, where the First Transcontinental Railroad in the United States was officially completed on May 10, 1869.

    By the summer of 1868, the Central Pacific had completed the first rail route through the Sierra Nevada mountains, and was now moving down towards the Interior Plains and the Union Pacific line. More than 4,000 workers, of whom two thirds were Chinese, had laid more than 100 miles of track at altitudes above 7,000 ft. In May 1869, the railheads of the Union Pacific and the Central Pacific railroads finally met at Promontory Summit, Utah Territory. A specially-chosen Chinese and Irish crew had taken only 12 hours to lay the final 10 miles of track in time for the ceremony.

The Golden Spike History

    The golden spike (also known as The Last Spike) is the ceremonial 17.6-karat gold final spike driven by Leland Stanford to join the rails of the First Transcontinental Railroad across the United States connecting the Central Pacific and Union Pacific railroads on May 10, 1869, at Promontory Summit, Utah Territory. The term last spike has been used to refer to one driven at the usually ceremonial completion of any new railroad construction projects, particularly those in which construction is undertaken from two disparate origins towards a meeting point. The spike is now displayed in the Cantor Arts Center at Stanford University.

    Completing the last link in the transcontinental railroad with a spike of gold was the brainchild of David Hewes, a San Francisco financier and contractor. The spike had been manufactured earlier that year especially for the event by the William T. Garratt Foundry in San Francisco. Two of the sides were engraved with the names of the railroad officers and directors. A special tie of polished California laurel was chosen to complete the line where the spike would be driven. The ceremony was originally to be held on May 8, 1869 (the date actually engraved on the spike), but it was postponed two days because of bad weather and a labor dispute that delayed the arrival of the Union Pacific side of the rail line.

    On May 10, in anticipation of the ceremony, Union Pacific No. 119 and Central Pacific No. 60 (better known as the Jupiter) locomotives were drawn up face-to-face on Promontory Summit. It is unknown how many people attended the event; estimates run from as low as 500 to as many as 3,000; government and railroad officials and track workers were present to witness the event. Before the last spike was driven, three other commemorative spikes, presented on behalf of the other three members of the Central Pacific's Big Four who did not attend the ceremony, had been driven in the pre-bored laurel tie: a second, lower-quality gold spike, supplied by the San Francisco News Letter was made of $200 worth of gold and inscribed: With this spike the San Francisco News Letter offers its homage to the great work which has joined the Atlantic and Pacific Oceans. A silver spike, supplied by the State of Nevada; forged, rather than cast, of 25 troy ounces of unpolished silver. A blended iron, silver and gold spike, supplied by the Arizona Territory, engraved: Ribbed with iron clad in silver and crowned with gold Arizona presents her offering to the enterprise that has banded a continent and dictated a pathway to commerce. This spike was given to Union Pacific President Oliver Ames following the ceremony. It is on display at the Union Pacific Railroad Museum in Council Bluffs, Iowa.

    The golden spike was made of 17.6-karat (73%) copper-alloyed gold, and weighed 14.03 troy ounces. It was dropped into a pre-drilled hole in the laurel ceremonial last tie, and gently tapped into place with a silver ceremonial spike maul. The spike was engraved on all four sides: The Pacific Railroad ground broken January 8, 1863, and completed May 8, 1869.

    Directors of the C. P. R. R. of Cal. Hon. Leland Stanford. C. P. Huntington. E. B. Crocker. Mark Hopkins. A. P. Stanford. E. H. Miller Jr. Officers. Hon. Leland Stanford. Presdt. C. P. Huntington Vice Presdt. E. B. Crocker. Atty. Mark Hopkins. Tresr. Chas Crocker Gen. Supdt. E. H. Miller Jr. Secty. S. S. Montague. Chief Engr.

    "May God continue the unity of our Country, as this Railroad unites the two great Oceans of the world". Presented by David Hewes San Francisco.

    A second golden spike, exactly like the one from the ceremony, was cast and engraved at the same time. It was held, unknown to the public, by the Hewes family until 2005. This second spike is now on permanent display, along with Thomas Hill's famous painting The Last Spike, at the California State Railroad Museum in Sacramento.

    With the locomotives drawn so near, the crowd pressed so closely around Stanford and the other railroad officials that the ceremony became somewhat disorganized, leading to varying accounts of the actual events. Contrary to the myth that the Central Pacific's Chinese laborers were specifically excluded from the festivities, A.J. Russell stereoview No. 539 shows the "Chinese at Laying Last Rail UPRR". Eight Chinese laid the last rail, and three of these men, Ging Cui, Wong Fook, and Lee Shao, lived long enough to also participate in the 50th anniversary parade. At the conclusion of the ceremony, the Chinese participating were honored and cheered by the CPRR officials and that road's construction chief, J.H Strobridge, at a dinner in his private car.

    To drive the final spike, Stanford lifted a silver spike maul and drove the spike into the tie, completing the line. Stanford and Hewes missed the spike, but the single word "done" was nevertheless flashed by telegraph around the country. In the United States, the event has come to be considered one of the first nationwide media events. The locomotives were moved forward until their "cowcatchers" met, and photographs were taken. Immediately afterwards, the golden spike and the laurel tie were removed, lest they be stolen, and replaced with a regular iron spike and normal tie. At exactly 12:47 pm, the last iron spike was driven, finally completing the line.

    After the ceremony, the Golden Spike was donated to the Stanford Museum (now Cantor Arts Center) in 1898. The last laurel tie was destroyed in the fires caused by the 1906 San Francisco earthquake.



    Although the Promontory event marked the completion of the transcontinental railroad line, it did not actually mark the completion of a seamless coast-to-coast rail network: neither Sacramento nor Omaha was a seaport, nor did they have rail connections until after they were designated as the termini. The Mossdale Bridge, which was the final section across the San Joaquin River near Lathrop, California, was finally completed in September 1869 connecting Sacramento in California. Passengers were required to cross the Missouri River between Council Bluffs, Iowa, and Omaha, Nebraska, by boat until the building of the Union Pacific Missouri River Bridge in 1872. In the meantime, a coast-to-coast rail link was achieved in August 1870 in Strasburg, Colorado, by the completion of the Denver extension of the Kansas Pacific Railway. In 1904 a new railroad route called the Lucin Cutoff was built by-passing the Promontory location to the south. By going west across the Great Salt Lake from Ogden, Utah, to Lucin, Utah, the new railroad line shortened the distance by 43 miles and avoided curves and grades. Main line trains no longer passed over Promontory Summit.

    In 1942, the old rails over Promontory Summit were salvaged for the war effort; the event was marked by a ceremonial "undriving" of the last iron spike. The original event had been all but forgotten except by local residents, who erected a commemorative marker in 1943. The following year a commemorative postage stamp was issued to mark the 75th anniversary. The years after the war saw a revival of interest in the event; the first re-enactment was staged in 1948. In 1957, Congress established the Golden Spike National Historic Site to preserve the area around Promontory Summit as closely as possible to its appearance in 1869. O'Connor Engineering Laboratories in Costa Mesa, California, designed and built working replicas of the locomotives present at the original ceremony for the Park Service. These engines are drawn up face-to-face each Saturday during the summer for a re-enactment of the event.

    For the May 10, 1969, centennial of the driving of the last spike, the High Iron Company ran a steam-powered excursion train round trip from New York City to Promontory. The Golden Spike Centennial Limited transported over 100 passengers including, for the last leg into Salt Lake City, actor John Wayne. The Union Pacific Railroad also sent a special display train and the US Army Transportation Corp sent a steam-powered 3-car special from Fort Eustis, Virginia. On May 10, 2006, on the anniversary of the driving of the spike, Utah announced that its state quarter design would be a depiction of the driving of the spike. The Golden Spike design was selected as the winner from among several others by Utah's governor, Jon Huntsman, Jr., following a period during which Utah residents voted and commented on their favorite of three finalists.












Spiral Jetty



Spiral Jetty History

    Spiral Jetty is an earthwork sculpture constructed in April 1970 that is considered to be the most important work of American sculptor Robert Smithson. Smithson documented the construction of the sculpture in a 32-minute color film also titled Spiral Jetty.

    Built on the northeastern shore of the Great Salt Lake near Rozel Point in Utah entirely of mud, salt crystals, and basalt rocks, Spiral Jetty forms a 1,500-foot-long, 15-foot-wide counterclockwise coil jutting from the shore of the lake.

    In 1999, the artwork was donated to Dia Art Foundation. Since its initial construction, those interested in its fate have dealt with questions of proposed changes in land use in the area surrounding the sculpture.


    The sculpture is built of mud, precipitated salt crystals, and basalt rocks. The sculpture forms a 1,500-foot-long, 15-foot-wide counterclockwise coil jutting from the shore of the lake. The sculpture is sometimes visible and sometimes submerged, depending upon the water level of the Great Salt Lake.


    Smithson reportedly chose the Rozel Point site based on the blood-red color of the water and its connection with the primordial sea. The red hue of the water is due to the presence of salt-tolerant bacteria and algae that thrive in the extreme 27 percent salinity of the lake's north arm, which was isolated from freshwater sources by the building of a causeway by the Southern Pacific Railroad in 1959.

    Smithson was reportedly attracted to the Rozel Point site because of the stark anti-pastoral beauty and industrial remnants from nearby Golden Spike National Historic Site, as well as an old pier and a few unused oil rigs. While observing the construction of the piece from a helicopter, Smithson reportedly remarked "et in Utah ego" as a counterpoint to the pastoral Baroque painting et in Arcadia ego by Nicolas Poussin.
    To move the rock into the lake, Smithson hired Bob Phillips of nearby Ogden, Utah, who used two dump trucks, a large tractor, and a front end loader to haul the 6,650 tons of rock and earth into the lake. It is reported that Smithson had a difficult time convincing a contractor to accept the unusual proposal. Spiral Jetty was the first of his pieces to require the acquisition of land rights and earthmoving equipment.

He began work on the jetty in April 1970. The work was actually constructed twice; the first time requiring six days. After contemplating the result for two days, Smithson called the crew back and had the shape altered to its present configuration, an effort requiring moving 7,000 tons of basalt rock during an additional three days.

Construction contractor

    Robert "Bob" Phillips (August 5, 1939 - April 11, 2016) worked for 40 years in construction, including positions as a bid estimator for Utah contracting companies Jack B. Parsons Construction, and Whitaker Construction. He often told people that his best-known construction job was "the only thing I ever built that, was to look at and had no purpose."

    Phillips was an expert at construction materials and techniques and was proficient in projecting the cost and effort required for a projected job.

    Phillips was uneasy about using earth-moving equipment in the muck around Rozel Point, where Smithson wanted to create the jetty. "It's tricky working out on that lake," Phillips said. "There's lots of backhoes buried out there." Smithson, in hip-wader boots, was in full command on the site. "When we got out there, he just took over," Phillips said. "I don't think he had done any geology work or anything on it. He just had in his mind what it should look like. He just had the eye for it. I assume it was the artist in him."

    Smithson actually had Phillips' crew build the jetty twice. The first took six days of work, using heavy equipment, but two days later, Smithson had Phillips' team redo it, to create today's spiral shape.

    Phillips said Smithson liked to use words like "entropy" to describe the interaction of the basalt and the lake.

    Robert Phillips was born in Spanish Fork, Utah and grew up in Cache Valley. He married Judy Crocket in January 1961. They had four children. He earned a degree in entomology from Utah State University. He died of cancer in Ogden.


    The sculpture was financed in part by a $9,000 USD grant from the Virginia Dwan Gallery of New York.

    In 1999, through the generosity of the artist Nancy Holt, Smithson's wife, and the Estate of Robert Smithson, Spiral Jetty was donated to Dia Art Foundation. As owner and custodian of Spiral Jetty, Dia Art Foundation maintains the lease of Utah sovereign lands in Great Salt Lake upon which the artwork is sited, and is responsible for the stewardship of this iconic earthwork.

    Smithson died in a helicopter crash in Texas three years after finishing the jetty.


    At the time Dia acquired Spiral Jetty, the work was fully submerged in the lake. Beginning in the early 2000s, however, sustained drought in Utah caused water levels to recede, and Spiral Jetty became visible for the first prolonged period in its history. As a result, the prominence of Spiral Jetty has risen dramatically over the past decade, increasing both the visitor-ship to the site and the public's interest in the artwork, at the local, national, and international levels.

    Dia is committed to maintaining a photographic record of the work and documenting changes to the piece over time. Dia collaborates with two organizations in Utah, the Great Salt Lake Institute at Westminster College (GSLI) and the Utah Museum of Fine Arts (UMFA) at the University of Utah, who have been deeply involved in the advocacy of Spiral Jetty over the years.

    The issue of preservation has been complicated by ambiguous statements by Smithson, who expressed an admiration for entropy in that he intended his works to mimic earthly attributes in that they remain in a state of arrested disruption and not be kept from destruction.

    The Dia website states that visitors are prohibited from removing rocks from the artwork or from stepping on vegetation that is on the grounds of the artwork. Visitors are also prohibited from constructing fire pits near the artwork or on the parking lot. If caught, visitors will face strict fines. The website also states that visitors are instructed to carry out their waste.

    In 2008 plans were announced for exploratory oil drilling approximately five miles from the jetty. This was met with strong resistance from artists, and the state of Utah received more than 3,000 e-mails about the plan, most opposing the drilling.


Chris as his alter ego - the mountain goat.


Close to edge of the Great Salt Lake so that I was able to put my hand in the water


Sitting in the center could be a divine experience.



Part of the 10 mile roadbed.


I'll bet in five days this area will look very different.


On our return trip we took the Eastern Auto Tour Road on the old Central Pacific grade.





Neighbors. What neighbors?



Wagon train reaching their staging area.


When the Auto Tour Road ended at the highway, we stopped to look at the Big Fill.



Looking up at the Big Fill.




Union Pacific Malad Branch local at Corinne.





We drove to Brigham City, gassed up the car, had dinner and then went to the Union Pacific station in town.

Brigham City





Union Pacific Bay Window Caboose 24516.



A local comes to check out what these strangers are up to.







Temple in Brigham City.

From here we drove to our motel, located on a knoll on the outskirts of the city.

Thanks for reading.

Next Chapter - UP mainline photography, Evanston Roundhouse with the Big Boy, Solider Summit visit.

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