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Show United States Department of the Interior National Park Service / National Register of Historic Places Registration Form NPS Form 10-900 OMB No. 1024-0018 Warehouse District (Boundary Increase & Additional Documentation) Salt Lake County, Utah Name of Property County and State City than had resided here during the early settlement period. The information below describes the manner in which these areas of significance manifested themselves in both the neighborhood of the Warehouse District. Under Criterion C during this contextual period, the area of significance of Architecture began to manifest itself in the appearance of new industrial and commercial property types and architectural styles along the western fringe of Salt Lake City. Salt Lake City and the Utah territory changed dramatically with the arrival of the railroads. The Transcontinental Railroad was completed in 1869 at Promontory Point, well north of Salt Lake City. Other railroads were soon constructed through Utah, and Salt Lake City became a hub for regional and national trade. The arrival of the railroads also spurred the development of industry and commerce within Salt Lake City. Railroads connected the city to the rest of the country, opening it up to new people, ideas, and goods. Many immigrants began to arrive, including gentiles (non-Mormons) and Mormon converts from European countries. The population of Salt Lake City boomed, increasing by nearly 62 percent between 1870 and 1880, the third highest growth rate in the city's history;6, 7 the subsequent two decades showed a comparably impressive level of growth in the city as well. The growing population required that the city support densities much greater than those envisioned in the Plat of Zion. Providing for increased density caused disruptions to the original plat, with the addition of new streets and subdivision of larger existing lots. As the population grew, the city's infrastructure grew along with it. By the 1870s, a horse-drawn streetcar system had been established over a few miles of roads in downtown Salt Lake City, east of the current survey area. Over the next 20 years, the streetcar system developed into an extensive complex of electrical trolleys operated along parallel lines by competing companies. At its apex shortly after the turn-of-the-century, the system provided passenger service to most of the Salt Lake Valley. By 1891, multiple trolley/streetcar routes passed through the neighborhoods comprising the Warehouse District Boundary Increase. Interurban rail lines serving communities north and south also entered Salt Lake City in these neighborhoods, and the area played host to the depots of various national rail lines, including the UPRR and D&RGW. The availability of public transit, the influx of new people and access to national markets and aesthetics, and the wealth accruing to both Mormon and non-Mormon businessmen and mining magnates in the burgeoning economy had a profound effect on both the density and type of land use in the Warehouse District Boundary Increase area and on its building stock. As wage labor and commercial access to food products grew, Salt Lake City's dependence on an agrarian lifestyle waned. Many of the larger lots in the eastern and southern portions of the district were subdivided to provide for residential development of block interiors. Multi-family housing also increased in number in these areas as population density increased along with the easy transit access to employment in downtown Salt Lake City and elsewhere in the valley. Elsewhere in the area, industrial and commercial development proliferated. 6 Power, Allan Kent. 1994. Population. In Utah History Encyclopedia, edited by Allan Kent Powell, pp. 431-438. University of Utah Press, Salt Lake City. 7 Moffat, Riley. 1996. Population History of Western U.S. Cities & Towns, 1950 to 1990. Scarecrow Press, Lanham. Sections 9-end page 18 |
