Bingham Steam Locomotives

General Notes:

1. Equipped with full saddle tanks across boiler.
2. Builder data taken from a list of Utah Copper boilers, prepared in October 1915 for The Hartford insurance company. The list included all locomotives, shovels, cranes and miscellaneous boilers.

General Notes:

1. Equipped with full saddle tanks across boiler
2. Builder data taken from a list of Utah Copper boilers, prepared in October 1915 for The Hartford insurance company. The list included all locomotives, shovels, cranes and miscellaneous boilers.

General Notes:

1. Utah Copper no. 5 was a second hand 0-4-0 tank engine built by the Chicago Rock Island & Pacific Chicago shops in the mid 1880s. A sister engine survives today at Santa Maria, California, displayed as Union Sugar no. 1 – the first owner when it came to California in 1904.
2. Folio diagrams of other CRI&P engines of a similar class, furnished by Kyle Wyatt, show that the CRI&P engines were equipped with saddle tanks across the boilers, and small four-wheel tenders. No photos or data for Utah Copper no. 5 has yet been located to confirm if it also had a tender. Based on the unique steam and sand domes of the CRI&P-built engines, photos of engines in service at the Utah Copper mine prior to 1920 show several that may be no. 5, but none have a tender.
3. In two internal Utah Copper memos dated October 22 and December 14, 1917, locomotive no. 5 was referred to as "C.R.I.&P. No. 5," determining its transfer value for assignment to the Magna leaching plant, which was given as $3,000.00. When the memo was written in December 1917, CRI&P no. 5 had been in service for 14 years, including the 11 years in service by Utah Copper, which purchased the locomotive in 1906.
4. Utah Copper 0-4-0 locomotives 5 and 6 were transferred from the Bingham mine to the Magna leaching plant during its construction in late 1916, although their smaller capacity limited their usability. No. 5 was returned to the Bingham mine in August 1917 when Porter 0-6-0 engines 36 and 37 were transferred from the Bingham mine to the Magna leaching plant.

General Notes:

1. Utah Copper no. 6 was built as Milliken & Forwell (dealer) for Shadyside Plantation No. 7 at Shadyside, Louisiana; sold to Southern Iron and Equipment Company (dealer); sold to Utah Copper in September 1906, shipped to Utah in October 1906.
2. Utah Copper 0-4-0 locomotives 5 and 6 were transferred from the Bingham mine to the Magna leaching plant during its construction in late 1916, although their smaller capacity limited their usability.
3. Utah Copper internal memos show the value of no. 6 ($3,400.00) was transferred from the Department of Mines to the Department of Mills on December 14, 1917. The memos show September 1906 as the date of purchase by Utah Copper, and that the engine had been in service since then.
4. Utah Copper no. 6 was sold sometime before July 1920, when the Magna leaching plant was shut down. An internal Utah Copper memo stated that the locomotive was sold because it was worn out and underpowered, contributing to the increasing costs to operate the Magna leaching plant. According to information received from Tom Lawson in 2020, Utah Copper (Porter 3143) was purchased second-hand from Southern Iron and Equipment in 1906, and that Utah Copper sold the engine to Fiborn Limestone Co., Sault Ste. Marie, Michigan in October 1920.

General Notes:

1. Equipped with full saddle tanks across boiler

General Notes:

1. Utah Copper numbers 9 and 10 were built as Utah Copper 09 and 10 in 1907; briefly renumbered to Bingham & Garfield numbers 200 and 201 after B&G was organized in September 1908 and first operated in September 1911; renumbered back to Utah Copper 9 and 10 no later than August 1914 (Shipler photo 12860, dated November 27, 1911, shows a side view of B&G no. 200; the builder number may be visible)

General Notes:

1. Equipped with full saddle tanks across boiler.

Notes:

1. Utah Copper 17 was transferred to Kennecott-Chino Mines Division (Santa Rita, New Mexico) no. 18; sold to Utah Construction Company no. 18, headquarters in San Leandro, California. (Locomotive Notes II, Number 135, page 4)

General Notes:

1. Equipped with full saddle tanks across boiler

General Notes:

1. Equipped with full saddle tanks across boiler
2. The 1915 list of Porter locomotives confirms that four locomotives built as Utah 34-37 were delivered to Chino, and four later locomotives built as Utah 38-41 were delivered as Utah 34-37, replacing the four sent to Chino.
3. An irregularity exists in the Porter records -- the four 45 or 48 ton Porters are shown as being delivered to Utah, when in fact they were delivered to Chino. Four of the Chino engines came from among the Utah engines numbered 32 and above. The Insurance register validated that and the four smaller Porters became Chino 5-9. Chino had about 10 or 11 of the smaller Porters including five saddle tankers 9 to 13. Unfortunately, because the Porter records didn't include road numbers, it makes validation more difficult. I have been able to read some of the builder's numbers on the Chino engines and those numbers have seemed to confirm a chronological order by builders number up through Porter no. 21. (Steve Swanson email dated January 11, 2012)
4. Earlier rosters based on Porter records, and earlier research have always shown (in error) that Chino 18 was ex Utah Copper 17 (Porter 4240, 12/1908), transferred from Utah, with a disposition after Chino as being sold to Utah Construction Company no. 18 (headquarters in San Leandro, California)
5. Utah Copper Porter no. 36 along with several waste rock dump cars were sent from the Bingham mine to the Magna leaching plant in August 1917 to be used in the removal of the tailings from the leaching process. It was returned to the mine in January 1919 when the leaching plant was closed due to cold weather. The value of no. 36 of $4,100.00, was transferred from the Department of Mines, to the Department of Mills on December 14, 1917. (Internal Utah Copper written communications)
6. Utah Copper Porter no. 37 along with several waste rock dump cars were sent from the Bingham mine to the Magna leaching plant in May 1920 when the plant was started up again. This equipment was used to remove the tailings from the leaching process. The leaching plant was closed permanently in February 1921 and the equipment was returned to the Bingham mine. The same equipment was sent to the leaching plant again in April 1922 as part of the final cleanup of the closed site, and was returned to the Bingham mine in July 1922. (Internal Utah Copper written communications)

General Notes:

1. Utah Copper 71-76 were delivered lettered as Bingham & Garfield; changed to Utah Copper in 1920.
2. Baldwin records shows these as built with 21x24-inch cylinders, 50-inch drivers, and 2,000-gallon side tanks.
3. A photo of B&G 76 was included as part of a baldwin specifications sheet. (View the photo of B&G 76)
4. NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
5. The four locomotives sold to Nevada were converted to 0-6-2 wheel arrangement.
6. CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico
7. A September 1937 list of Kennecott Copper locomotives show numbers 71-74 as assigned to Nevada; numbers 75 and 76 are not shown on the list.

General Notes:

1. Utah Copper 77-80 were delivered lettered as Bingham & Garfield; changed to Utah Copper in 1920.
2. Baldwin records shows these as built with 21x24-inch cylinders, 50-inch drivers, and 2,000-gallon side tanks.
3. CMD is Kennecott's Chino Mines Division, located at Santa Rita, New Mexico.

Notes:

1. A September 1937 list of Kennecott Copper locomotives shows a no. 79 at McGill, Nevada.

General Notes:

1. NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
2. CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico.
3. The three locomotives sold to Nevada were converted to 0-6-2 wheel arrangement, with increased coal bunker capacity.
4. The three Nevada locomotives were returned to Utah in late 1950.
5. A September 1937 list of Kennecott Copper locomotives show numbers 81-85 as assigned to Nevada.

General Notes:

1. NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
2. CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico.
3. After being sold to Nevada, all three locomotives were converted to 0-6-2 wheel arrangement, with increased coal bunker capacity.
4. All three locomotives were returned to Utah in late 1950.
5. A September 1937 list of Kennecott Copper locomotives show numbers 86-88 as assigned to Nevada.

General Notes:

1. Bingham & Garfield 100-103 also had 123,000 pounds simple tractive effort.
2. B&G 100 and 101 were built under Alco order number S806
3. B&G 102 was built under Alco order number S838
4. B&G 102 was nicknamed "Old Fan" by the engineer who operated the locomotive on a regular basis. J. W. Brewer was a B&G engineer for 34 years, and began running No. 102 in early 1912. He retired in 1945, but visited No. 102 after it was removed from service and placed in the "deadline" at Magna. (Salt Lake Tribune, January 2, 1949, "Remember When?" with photo of Brewer standing alongside No. 102)
5. B&G 103 was built under Alco order number S901

General Notes:

1. Bingham & Garfield 104 and 105 also had 127,000 pounds simple tractive effort.
2. B&G 104 and 105 were built under Alco order number S1203.
3. Utah Copper no. 105 was destroyed as the result of a boiler explosion on February 15, 1942; repaired and returned to service on March 11, 1943.
4. Utah Copper locomotive 105 had a boiler explosion that killed both the engineer, Joseph Poulsen, and the fireman, Rhys Thomas. The brakeman, Edward Anderson suffered minor burns because of his location in the brakeman's shanty atop the locomotive tender. The explosion took place at 8:05 a.m. on Saturday February 15, 1942 while the locomotive was inside Tunnel No. 3 on the former Bingham & Garfield line in Bingham Canyon. The locomotive was at the head of a train of 52 empty ore cars returning to the Bingham copper mine from the mill at Magna. (Salt Lake Telegram, February 21, 1942) The usual operating practice was for the locomotive to travel tender first when returning to the mine, putting the brakeman ahead of the locomotive when the explosion took place.

General Notes:

1. B&G 106 was built under Alco order S1258

General Notes:

1. Bingham & Garfield 107 and 108 also had 128,000 pounds simple tractive effort.
2. Bingham & Garfield 108 was lettered as Utah Copper 108 as early as November 1937, the date of a group photo of Magna shop employees, with them lined up on the locomotive running boards, and the cab side clearly lettered as "Utah Copper."

Notes:

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

General Notes:

1. Bingham & Garfield 109 and 110 were purchased second-hand from Norfolk & Western 1721 and 1723 in 1943.
2. Bingham & Garfield 109 and 110 had 125,000 pounds simple tractive effort.
3. 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).
4. 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.
5. Earlier rosters locomotives show that B&G 109 and 110 were renumbered to 400 and 401, but no photographs or documentation has yet been found that shows this as fact.
6. Utah Copper purchased the two engines from N&W in 1943. They were ex N&W Y2s, and were needed because #105 was out of service due to its boiler explosion in February 1942. Utah Copper was a vital war effort industry, which explains the foreign power during the war. After #105 was repaired in March 1943, and after the war, the two N&W engines were seldom used. Although research has not yet confirmed it, in the interim after 105's boiler explosion and before the arrival of the two N&W engines, Utah Copper may have also leased D&RGW or UP engines to fill in.

General Notes:

1. Bingham & Garfield 200 (1st) and 201 were built as Utah Copper 09 and 10 in 1907; briefly renumbered to Bingham & Garfield numbers 200 (1st) and 201 after B&G was organized in September 1908 and first operated in September 1911; renumbered back to Utah Copper 9 and 10 no later than August 1914 (Shipler photo 12860, dated November 27, 1911, shows a side view of B&G no. 200; the builder number may be visible)

General Notes:

1. Bingham & Garfield no. 200 (2nd) 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.
2. (Bingham & Garfield no. 200 (1st) (above) was a Baldwin 0-6-0 built in 1907 as Utah Copper 09, renumbered to B&G 200 (1st) in 1908-1911; renumbered back to Utah Copper 9 after August 1914.)
3. Similar to Nevada Northern 95

General Notes:

1. According to Baldwin records, B&G 301 was transferred to Utah Copper ownership on November 4, 1937. (Richard Adams, email dated March 21, 2007)
2. The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 300 and 301 as Utah Copper locomotives, "purchased secondhand from Bingham & Garfield Ry.".

General Notes:

1. According to Baldwin records, B&G 305 was transferred to Utah Copper ownership on November 4, 1937. (Richard Adams, email dated March 21, 2007)
2. The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 302 as assigned to Nevada.
3. The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 304 and 305 as Utah Copper locomotives, "purchased secondhand from Bingham & Garfield Ry.".

Notes:

1. B&G 302 was transferred to Kennecott-Nevada Mines Division no. 300 in October 1937.
2. B&G 303 was sold on September 2, 1931 to General Construction Company (Owyhee Dam Project, Oregon), no. 303; Owyhee Dam construction started in 1928; dedicated in July 1932. No. 303 was photographed out of service in August 1937 in a Portland, Oregon, metal salvage yard. Reported as being sold for scrap in 1936.
3. B&G 305 was sold for scrap to Columbia-Geneva Steel Corp., Ironton (near Provo), Utah

General Notes:

1. B&G 306 was photographed on April 4, 1949, sitting on a track west of the Asarco smelter at Garfield, with numerous parts missing including the air pumps and stack.

General Notes:

1. B&G 309 was photographed on April 4, 1949, sitting on a track west of the Asarco smelter at Garfield, with numerous parts missing including the air pumps and stack.

General Notes:

1. Utah Copper 400 (1st) was purchased second-hand from Bullfrog Goldfield Railroad no. 3 (date?)
2. Utah Copper 401 (1st) was purchased second-hand from Bullfrog Goldfield Railroad no. 4 (date?)
3. The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 400 as a Utah Copper locomotive, "purchased secondhand from Bingham & Garfield Ry.".

Notes:

1. Utah Copper 400 (1st) was scrapped in about 1950.
2. Utah Copper 401 (1st) was sold to Peninsula Terminal no. 401 in June 1931; sold for scrap on January 5, 1953 to Oregon Steel Mills, Portland, Oregon.

General Notes:

1. Built as Utah Copper Company no. 500 (Alco Historic Photos builder photo)
2. Utah Copper 500 was retired after November 1958; the locomotive can be seen intact in the background of a dated photo of a construction project at the Central Power Station, showing out-of-service equipment at the Magna shops.