Kennecott Utah Copper

Steam Locomotives

By Don Strack

This page was last updated on July 27, 2010.

Utah Copper Co. — 1903-1941
American Smelting & Refining Co., Garfield Smelter — 1906-1959
Bingham & Garfield Railway — 1911-1948 (Copperton Line after 1948)
Kennecott Copper Corp., Utah Copper Division — 1941-1948

Davenport 0-4-0 Saddle Tank — 2 locomotives (Utah Copper)
11x16 cylinders

Road Number	Builder Date	Builder Number	Date Retired	Notes
01	1906
02	1906

Davenport 0-4-0 Saddle Tank — 2 locomotives (Utah Copper)
13x18 cylinders

Road Number	Builder Date	Builder Number	Date Retired	Notes
03	1906
04	1906

0-4-0 Side Tank — 1 locomotive (Utah Copper)

Road Number	Builder Date	Builder Number	Date Retired	Notes
5

General Notes:

a.	Utah Copper number 5 was a second hand 0-4-0T+T built by the Rock Island Silvis Shops in the mid 1880s. A sister engine survives today at Railtown 1897 in Jamestown, California. (information from Kyle Wyatt, May 20, 2003)

Porter 0-6-0 Side Tank — 1 locomotive (Utah Copper)

Road Number	Builder Date	Builder Number	Date Retired	Notes
6				Purchased from Southern Iron & Equipment Company (dealer)

Porter 0-4-0 Saddle Tank — 2 locomotives (Utah Copper)
16x24 cylinders; 46 inch drivers; 98,500 pounds total engine weight; 98,500 pounds weight on drivers; 19,800 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
7	Feb 1907	3766
8	Feb 1907	3767

General Notes:

a.	Equipped with full saddle tanks across boiler
b.	See Locomotive Notes II, Issue 128, page 5.

Baldwin 0-6-0 — 2 locomotives (Utah Copper)
20x24 cylinders; 51 inch drivers; 127,000 pounds total engine weight; 29,300 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
9	1907			Ex Bingham & Garfield 100(?)
10	1907			Ex Bingham & Garfield 101(?)

Porter 0-4-0 Saddle Tank — 21 locomotive (Utah Copper)
16x24 cylinders; 46 inch drivers; 98,500 pounds total engine weight; 98,500 pounds weight on drivers; 19,800 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
11	Jun 1907	3903
12	Aug 1907	3971
13	Aug 1907	3972
14	Nov 1907	4005
15	Nov 1907	4006
16	Dec 1908	4239
17	Dec 1908	4240		1
18	Apr 1909	4327
19	Apr 1909	4328
20	May 1909	4336
21	May 1909	4337
22	May 1910	4580
23	May 1910	4581
24	May 1910	4621
25	May 1910	4622
26	Jun 1910	4623
27	Jun 1910	4624
28	Jul 1910	4625
29	Jul 1910	4626
30	Aug 1910	4627
31	Aug 1910	4628

General Notes:

a.	Equipped with full saddle tanks across boiler.
b.	See Locomotive Notes II 130-4, 131-4, 132-4, 135-4, 137-4, 140-5, 141-5.

Notes:

1.	Utah Copper 17 was transferred to Kennecott-Chino Mines Division (Santa Rita, New Mexico) number 18; sold to Utah Construction Company number 18, headquarters in San Leandro, Calif. (Locomotive Notes II, Number 135, page 4)

Porter 0-4-0 Side Tank — 10 locomotives (Utah Copper)
(cylinder size: see general notes); 46 inch drivers; 87,000 pounds total engine weight; 87,000 pounds weight on drivers; 17,950 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
32	Nov 1910	4781
33	Nov 1910	4782
34	Nov 1910	4783
35	Nov 1910	4784
36	Dec 1910	4785
37	Dec 1910	4786
38	Jan 1911	4787
39	Jan 1911	4788
40	Jan 1911	4801
41	Jan 1911	4802

General Notes:

a.	Equipped with full saddle tanks across boiler
b.	Numbers 32-39 were equipped with 15x24 inch cylinders
c.	Numbers 40 and 41 were equipped with 15x20 inch cylinders
d.	See Locomotive Notes II, Issue 144, page 5

Baldwin 0-6-2 Side Tank — 10 locomotives (Utah Copper)
20x24 cylinders; 50 inch drivers; 154,000 pounds total engine weight; 30,000 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
71	1915	42620		Transferred to Kennecott-Nevada Mines Division 71 in 1932-1934
72	1915	42621		Transferred to Kennecott-Nevada Mines Division 72 in 1932-1934
73	1915	42622		Transferred to Kennecott-Nevada Mines Division 73 in 1932-1934
74	1915	42623		Transferred to Kennecott-Nevada Mines Division 74 in 1932-1934
75	1915	42624		Transferred to Kennecott-Chino Mines Division 37 in 1929
76	1915	42625		Transferred to Kennecott-Chino Mines Division 38 in 1929
77	1917	45434		Transferred to Kennecott-Chino Mines Division 39 in 1929
78	1917	45435		Transferred to Kennecott-Chino Mines Division 40 in 1929
79	1917	45436		Transferred to Kennecott-Chino Mines Division 35 in 1929
80	1917	45437		Transferred to Kennecott-Chino Mines Division 36 in 1929

Baldwin 0-6-2 Side Tank — 8 locomotives (Utah Copper)
13x18 cylinders

Road Number	Builder Date	Builder Number	Nevada Number	Date To NMD	Chino Number	Date To CMD	Notes
81	1923	57016	NMD 81	1929
82	1923	57019			CMD 33	1929
83	1923	57020	NMD 83	1929
84	1923	57091	NMD 84	1929
85	1923	57092			CMD 34	1929	1
86	1924	57768	NMD 86	1929
87	1924	57769	NMD 87	1929
88	1924	57770	NMD 88	1929

General Notes:

a.	NMD is Kennecott's Nevada Mines Division
b.	CMD is Kennecott's Chino Mines Division

Notes:

1.	Utah Copper 85 was transferred from Utah to Chino, then transferred to Nevada (retaining number 34); converted to 0-6-0T at an unknown place and time; sold to Lavino Furnace Co. (E. J. Lavino & Company), transferred to Reusens, Virginia in November 1949. (LN II 153-1) Donated to Virginia Museum of Transportation, Roanoke, Virginia by July 1991. (LN II 159-1)

Alco-Schenectady 0-8-8-0 — 4 locomotives (Bingham & Garfield)
26/41x28 cylinders; 51 inch drivers; 462,840 pounds total engine weight; 102,000 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 100	Jun 1911	49978
B&G 101	Jul 1911	50018
B&G 102	Nov 1911	50483
B&G 103	Aug 1912	51710

General Notes:

a.	Bingham & Garfield 100-103 also had 123,000 pounds simple tractive effort.

Alco-Schenectady 0-8-8-0 — 2 locomotives (Bingham & Garfield)
26/41x28 cylinders; 51 inch drivers; 477,000 pounds total engine weight; 105,500 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 104	Mar 1917	56788
B&G 105	Mar 1917	56965

General Notes:

a.	Bingham & Garfield 104 and 105 also had 127,000 pounds simple tractive effort.

Alco-Schenectady 0-8-8-0 — 2 locomotives (Bingham & Garfield)
26/40x28 cylinders; 51 inch drivers; 474,400 pounds total engine weight; 470,000 pounds weight on drivers; 107,000 pounds tractive effort

Road Number	First Number	Builder Date	Builder Number	Date Retired	Notes
B&G 107	B&M 800	Oct 1922	63455		1
B&G 108	B&M 801	Oct 1922	63456		2

General Notes:

a.	Bingham & Garfield 107 and 108 were purchased second-hand from Boston & Maine 800 and 801 in June 1929.
b.	Bingham & Garfield 107 and 108 also had 128,000 pounds simple tractive effort.

Notes:

1.	B&G 107 was scrapped at Kennecott's metal salvage yard in Magna in late 1958, and was the last of the Mallets to be scrapped. (Kennescope magazine, November 1958, page 24) (photo)
2.	B&G 108

Baldwin 2-8-8-2 — 2 locomotives (Bingham & Garfield)
25/39x32 cylinders; 56 inch drivers; 526,000 pounds total engine weight; 103,000 pounds tractive effort

Road Number	First Number	Builder Date	Builder Number	Date Retired	Notes
B&G 109	N&W 1721	Aug 1918	51936		Renumbered to B&G 400:2
B&G 110	N&W 1723	Sep 1918	52298		Renumbered to B&G 401:2

General Notes:

a.	Bingham & Garfield 109 and 110 were purchased second-hand from Norfolk & Western 1721 and 1723 in 1943.
b.	Bingham & Garfield 109 and 110 also had 125,000 pounds simple tractive effort.
c.	Very similar, if not identical, to D&RGW 3550-3564 (Class L-109); D&RGW received ex N&W 1722 (D&RGW 3551) and ex N&W 1724 (D&RGW 3552).
d.	See article about N&W sales of surplus locomotives during World War II, "N&W's wandering Y-3's", by Ed King, in Railroads and World War II, Classic Trains Special Number 6, 2008 (Kalmbach), page 53; in the article, Mr. King states, "Norfolk & Western got into the used locomotive market as a vendor in December 1942, when it sold two 2-6-6-2's in class Z-la to the power-starved Denver & Rio Grande Western. In 1943, N&W sold eight Y-2a 2-8-8-2's to the D&RGW and then two more Y-2a's to the Utah Copper Company for its Bingham & Garfield road-haul railroad. The latter two locomotives, which were used in slow-speed service, kept their N&W numbers as B&G 1721 and 1723." Mr. King also says that the USRA standard design 2-8-8-2 was based on these N&W Class Y2a locomotives.

Alco-Brooks 2-8-0 — 1 locomotive (Bingham & Garfield)
21x30 cylinders; 51 inch drivers; 211,460 pounds total engine weight; 41,900 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 200	Dec 1914	54900	after Nov 1958

General Notes:

a.	Utah Copper 200 was retired after November 1958; the locomotive can be seen intact in the background of a dated photo of a project at the Central Power Station, showing out-of-service equipment at the Magna shops.

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
21x26 cylinders; 51 inch drivers; 164,600 pounds total engine weight; 34,400 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 300	Dec 1911	37376		Sold to Hanford Engineering Works, Richland, Wash., number 39-209
B&G 301	Dec 1911	37377

Baldwin 0-6-0 — 4 locomotives (Bingham & Garfield)
22x26 cylinders; 51 inch drivers; 164,600 pounds total engine weight; 37,750 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 302	Apr 1912	37668		1
B&G 303	Apr 1912	37669		2
B&G 304	Apr 1912	37670
B&G 305	Apr 1912	37671

Notes:

1.	B&G 302 was transferred to Kennecott-Nevada Mines Division number 300 in 1937.
2.	B&G 303 was sold to General Construction Company (Owyhee Dam Project, Ore.), number 303. Sold for scrap in 1936.

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
22x26 cylinders; 51 inch drivers; 172,500 pounds total engine weight; 37,750 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 306	Sep 1912	40618
B&G 307	Sep 1912	40619

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
22x26 cylinders; 51 inch drivers; 175,800 pounds total engine weight; 38,800 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 308	Feb 1917	45131
B&G 309	Feb 1917	45132

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
20x26 cylinders; 51 inch drivers; 138,400 pounds total engine weight; 31,200 pounds tractive effort

Road Number	First Number	Builder Date	Builder Number	Date Retired	Notes
B&G 400 (1st)	L&S 3	Dec 1906	29712
B&G 401 (1st)	B&G 4	Dec 1906	29713		Sold to Peninsula Terminal 401 in June 1931

General Notes:

a.	Utah Copper 400 (1st) was purchased second-hand from Ludlow & Southern 3
b.	Utah Copper 401 (1st) was purchased second-hand from Bullfrog & Goldfield 4

Baldwin 2-8-8-2 — 2 locomotives (Bingham & Garfield)
25/39x32 cylinders; 56 inch drivers; 526,000 pounds total engine weight; 103,000 pounds tractive effort

Road Number	First Number	Second Number	Builder Date	Builder Number	Date Retired	Notes
B&G 400 (2nd)	109	N&W 1721	Aug 1918	51936
B&G 401 (2nd)	110	N&W 1723	Sep 1918	52298

General Notes:

a.	Bingham & Garfield 400 and 401 (2nd) were purchased second-hand from Norfolk & Western 1721 and 1723 in 1943, first numbered as 109 and 110, renumbered to 400 and 401.
b.	Bingham & Garfield 400 and 401 (2nd) also had 125,000 pounds simple tractive effort.

Alco-Richmond 0-8-0 — 1 locomotive (Bingham & Garfield)

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 500	Jun 1924	65663	after Nov 1958

General Notes:

a.	Utah Copper 500 was retired after November 1958; the locomotive can be seen intact in the background of a dated photo of a project at the Central Power Station, showing out-of-service equipment at the Magna shops.

Roster general notes:

1. Steam locomotive roster compiled from information furnished by Allen Copeland and Locomotive Notes II.

2. Original organization was Utah Copper Company, which operated the Bingham mine, and the Magna and Arthur concentrator mills, and the Bingham and Garfield Railway, which operated the common carrier railroad between the mine and the mills, using steam locomotives. The Bingham and Garfield was also known within Utah Copper as the Ore Delivery Department.

3. Utah Copper was purchased by Kennecott Copper Corporation in 1936 and became the Utah Copper Division in 1941. The Bingham and Garfield Railway was replaced in late 1947 by a new, all-electric, low grade line (called the Copperton Low Line) between the mine and the mills. At the same time the operating organization was changed from the Bingham and Garfield Railway to Ore Haulage. The mine locomotives and trains were operated by the mine organization, connecting with Ore Haulage at the Copperton yard. Ore Haulage operated all of the remaining rail organization, including the ore trains, the mill dumpers, and all local and yard switching at the mills and the refinery. The rail operations at the Utah smelter were always operated by the smelter organization.

4. Kennecott also owned the Ray Mines Division at Ray, Arizona, the Chino Mines Division at Santa Rita and Hurley, New Mexico, and the Nevada Mines Division at Ely and McGill, Nevada.

5. Boston Consolidated Mining Company purchased six 0-4-0T, 36-inch gauge locomotives with 10x16 cylinders in May 1906 from H. K. Porter and Company (Porter 3560-3565), plus four more in September 1906 (Porter 3707-3710), plus two more in April 1907 (Porter 3867, 3868). (Locomotive Notes II, Number 125, page 4; Number 127, page 3; Number 130, page 4)

6. Utah Copper Company and Boston Consolidated Mining Company merged in March 1910; the dispositions of these former Boston Consolidated locomotives is not known.

7. Two B&G Mallets were still on the property in late 1956 on the repair-in-place (RIP) track at Magna, and were mentioned in an article about Bert W. Richardson, retired B&G engineer. (Kennescope magazine, January 1957, inside front cover)