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Bingham Steam Locomotives

Index For This Page

This page was last updated on November 4, 2016.

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(Read more about the electric and diesel locomotives used by Utah Copper Company)

Overview

Utah Copper Company operated the Bingham mine, and the Magna and Arthur concentrator mills, and the Bingham and Garfield Railway, 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.

The 1908 Utah Copper annual report showed that at the time, Utah Copper had 15 steam locomotives, nine of which were 50-ton locomotive weight or greater. By July 1914, the number had increased to 35 standard-gauge locomotives, one standard-gauge Shay locomotive, and 11 narrow-gauge locomotives. (Salt Lake Mining Review, July 30, 1914)

All 11 Boston Consolidated narrow gauge Porter locomotives, numbered as 1 through 9, and 11 and 12, along with standard gauge Shay no. 10, were shown as being on Utah Copper property until at least October 1, 1915, the date of the list of boilers on Utah Copper, which included locomotives, shovels and rotary drills.

(Read more about the Boston Consolidated locomotives)

The ICC Statistics of Railways shows the following, on the dates noted:

All Bingham & Garfield locomotives and cars were sold to Utah Copper Company on September 1, 1920, and leased back to B&G for operation.

Utah Copper was purchased by Kennecott Copper Corporation in 1936 and became the Utah Copper Division in 1941. The Utah Copper locomotives, along with the few still owned by B&G, were lettered for Kennecott Copper Corporation in 1943.

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.

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.

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)

Operating Divisions

There were three divsions of railroad operations for Utah Copper's, and later Kennecott's mining, milling and smelting operations in Utah.

Bingham Canyon Mine

Utah Copper Company (1903-1941)
Kennecott Copper Corporation (1941-1983)
Kennecott Utah Copper (1983-2001)

Ore Delivery/Ore Haulage

Bingham & Garfield Railway (1911-1948) (Utah Copper's Ore Delivery Department)
Kennecott Copper Corporation, Ore Haulage (1948-1983)
Kennecott Utah Copper (1983-2001)

Garfield Smelter

American Smelting & Refining Company (1906-1959)
Kennecott Copper Corporation (1959-1983)
Kennecott Utah Copper (1983- )

Utah Locomotives To Nevada

The following comes from Steve Swanson:

On Sept. 24, 1950, the Nevada Northern delivered six of the ex Utah Copper 0-6-2T Baldwins to the Western Pacific for shipping to Magna. Accompanied by two messengers from Ruth and the WP said they would move at 15mph.

It appears depending on Nevada Mines needs, that these six engines, all having be rebuilt in the thirties at Ruth to 0-6-2T's, would have been selected from the 71, 72, 73, 79, 82, 84, and 87. These engine represented seven of the nine engines still in service in 1950, the 502 and 503 still being serviceable but probably stored.

After 1940, NMD had a total of 21 steam engines; 71, 72, 73, 74, 79, 80, 81, 82, 83, 84, 86, 87, 88, and Chino 37 and 38, all ex UCC 0-6-0T's. The 337, 500, 501, 502, 503 and 600, too. The 600 sold in 1942 to Utah Const. 337 worn out 1944, 500 set aside in 1947 after stationary service and #80 set aside in 1948, awaiting repairs. The 80 was the only of the three 1940 ex Chino engines to be rebuilt and put in service and likely only ran and have set set aside never having received another reflueing.

By 1950 engines 74, 81, 83, 86, 88, and 501 were stored in the Keystone Dump yard. The only engine not photographed during this time was the 79, it could have been inside escaping the photographer.

Gerald Best, knowing that the steam was done in Nevada, hired the local photographer, probably Irwin Fehr, to photograph all the remaining steam in White Pine County. I have almost all of these pics as contact postcard size from Jerry, but it seems maybe some of the dates are not accurate, no way to know for sure. Can't imagine that Utah shipped any of these engines back to Copper Flat. Didn't have time to check that out but they weren't returned in '51.

Utah may have had serviceable steam, too. the 9, 10, 307, 309 and 500, all could have been in serviceable condition pending ok by Utah boiler inspector, which could have been Hartford's inspector.

Utah had not gotten any new pit motors since '42 except the four dumper engines when the 3000 volt 1-7 went in service, early 48 or late 47. The 125 tonners didn't come till '52.

Elmo Thurston, engineer and BofLE chairman, did remember that engines went back to Utah and thought that as many as six may have gone, he was dead on!

Also, found a steam engine was shipped out in 2/49 but so far no clue as to it's identity. Found another engine shipped out in 1944, may have been the 340 going to a Salt Lake scrapper? (Steve Swanson, email dated July 7, 2016)

Locomotives

Utah Copper (1 to 88)

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

Road
Number
Previous
Number
Builder
Date
Builder
Number
Date
Retired
Notes
Utah Copper 1 UCC 01 1906 446 6 Dec 1917  
Utah Copper 2 UCC 02 1906      

General Notes:

a. Equipped with full saddle tanks across boiler
   

Davenport 0-4-0 Saddle Tank -- 3 locomotives (Utah Copper)
13x18 cylinders

Road
Number
Builder
Date
Builder
Number
Date
Retired
Notes
UCC 3 Jun 1906 444    
UCC 4 (1st) Jun 1906 445    
UCC 5 (1st) Jun 1906 446    

General Notes:

a. Equipped with full saddle tanks across boiler
b. Builder data furnished by Robert Lehmuth.
   

Davenport 0-4-0 Saddle Tank -- 1 locomotive (Utah Copper)
13x18 cylinders

Road
Number
Builder
Date
Builder
Number
Date
Retired
Notes
UCC 4 (2nd) Sep 1906 479    

General Notes:

a. Equipped with full saddle tanks across boiler
b. Builder data furnished by Robber Lehmuth.
   

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

Road
Number
Builder
Date
Builder
Number
Date
Retired
Notes
UCC 5 (2nd)        

General Notes:

a. Utah Copper no. 5 (2nd) was a second hand 0-4-0 tank engine with tender, 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 0-4-0T Side Tank -- 1 locomotive (Utah Copper)
15x24 cylinders

Road
Number
Builder
Date
Builder
Number
Date To
Utah Copper
Date
Retired
Notes
UCC 6 Aug 1905 3143 Jan 1907    

General Notes:

a. Utah Copper no. 6 was built as Milliken & Forwell at Shadipide, Louisiana; sold to Southern Iron & Equipment Company (dealer); sold to Utah Copper in January 1907
   

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
UCC 7 Feb 1907 3766    
UCC 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 (built with 50-inch drivers); 127,000 pounds total engine weight; 29,300 pounds tractive effort

Road
Number
Builder
Date
Builder
Number
Date
Retired
Notes
UCC 9 Feb 1907 30153    
UCC 10 Feb 1907 30154    

General Notes:

a. 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)
   

Porter 0-4-0 Saddle Tank -- 21 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
UCC 11 Jun 1907 3903    
UCC 12 Aug 1907 3971    
UCC 13 Aug 1907 3972    
UCC 14 Nov 1907 4005    
UCC 15 Nov 1907 4006    
UCC 16 Dec 1908 4239    
UCC 17 Dec 1908 4240   1
UCC 18 Apr 1909 4327    
UCC 19 Apr 1909 4328    
UCC 20 May 1909 4336    
UCC 21 May 1909 4337    
UCC 22 May 1910 4580    
UCC 23 May 1910 4581    
UCC 24 May 1910 4621    
UCC 25 May 1910 4622    
UCC 26 Jun 1910 4623    
UCC 27 Jun 1910 4624    
UCC 28 Jul 1910 4625    
UCC 29 Jul 1910 4626    
UCC 30 Aug 1910 4627    
UCC 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) no. 18; sold to Utah Construction Company no. 18, headquarters in San Leandro, California. (Locomotive Notes II, Number 135, page 4)
   

Porter 0-4-0 Side Tank -- 2 locomotives (Utah Copper)
15x24 cylinders;; 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
UCC 32 Nov 1910 4781    
UCC 33 Nov 1910 4782    

General Notes:

a. Equipped with full saddle tanks across boiler
   

Porter 0-4-0 Saddle Tank -- 4 locomotives (Utah Copper)
16x24 cylinders;; 46 inch drivers; 87,000 pounds total engine weight; 87,000 pounds weight on drivers; 17,950 pounds tractive effort

Road
Number
Porter
Number
Builder
Date
Builder
Number
Date
Retired
Notes
UCC 34 (UCC 38) Jan 1911 4787    
UCC 35 (UCC 39) Jan 1911 4788    
UCC 36 (UCC 40) Jan 1911 4801    
UCC 37 (UCC 41) Jan 1911 4802    

General Notes:

a. Equipped with full saddle tanks across boiler
b. 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.
c. 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)
d. 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) (Locomotive Notes II, Number 135, page 4) (see also the Porter builder lists published in Locomotive Notes II, numbers 130, 131, 132, 135, 137, 140 and 141)
   

Baldwin 0-6-0 Side Tank -- 6 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
Nevada
Number
Date To
Nevada
Chino
Number
Date To
Chino
Notes
UCC 71 Oct 1915 42620 NMD 71 1932-1934      
UCC 72 Oct 1915 42621 NMD 72 1932-1934      
UCC 73 Oct 1915 42622 NMD 73 1932-1934      
UCC 74 Oct 1915 42623 NMD 74 1932-1934      
UCC 75 Oct 1915 42624     CMD 37 1929 To Nevada in 1940
UCC 76 Oct 1915 42625     CMD 38 1929  

General Notes:

a. Utah Copper 71-76 were delivered lettered as Bingham & Garfield; changed to Utah Copper in (?).
b. Baldwin records shows these as built with 21x24-inch cylinders, 50-inch drivers, and 2,000-gallon side tanks.
c. NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
d. The four locomotives sold to Nevada were converted to 0-6-2 wheel arrangement.
e. CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico
f. A September 1937 list of Kennecott Copper locomotives show numbers 71-74 as assigned to Nevada, but numbers 75 and 76 are not shown as being assigned at Chino (and are not on the list at all).
   

Baldwin 0-6-0 Side Tank -- 4 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
Chino
Number
Date To
Chino
Notes
UCC 77 Apr 1917 45434 CMD 39 1929  
UCC 78 Apr 1917 45435 CMD 40 1929  
UCC 79 Apr 1917 45436 CMD 35 1929 Shown as NCCC Nevada 79 in 1937
UCC 80 Apr 1917 45437 CMD 36 1929 To NCCC Nevada 80 in 1940

General Notes:

a. Utah Copper 77-80 were delivered lettered as Bingham & Garfield; changed to Utah Copper in (?).
b. Baldwin records shows these as built with 21x24-inch cylinders, 50-inch drivers, and 2,000-gallon side tanks.
c. 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.
   

Baldwin 0-6-0 Side Tank -- 5 locomotives (Utah Copper)
21x24 cylinders; 50 inch drivers

Road
Number
Builder
Date
Builder
Number
Nevada
Number
Date To
Nevada
Chino
Number
Date To
Chino

Notes
UCC 81 Sep 1923 57016 NMD 81 1929      
UCC 82 Sep 1923 57019     CMD 33 1929  
UCC 83 Sep 1923 57020 NMD 83 1929      
UCC 84 Sep 1923 57091 NMD 84 1929      
UCC 85 Sep 1923 57092     CMD 34 1929 1

General Notes:

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

Baldwin 0-6-0 Side Tank -- 3 locomotives (Utah Copper)
21x24 cylinders; 50 inch drivers

Road
Number
Builder
Date
Builder
Number
Nevada
Number
Date To
Nevada
UCC 86 Apr 1924 57768 NMD 86 1929
UCC 87 Apr 1924 57769 NMD 87 1929
UCC 88 Apr 1924 57770 NMD 88 1929

General Notes:

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

Bingham & Garfield (100-500)

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 49998    
B&G 101 Jun 1911 50019    
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.
b. B&G 100 and 101 were built under Alco order number S806
c. B&G 102 was built under Alco order number S838
  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)
d. B&G 103 was built under Alco order number S901
e. Built using plans for Delaware & Hudson 0-8-8-0s, including the large fireboxes meant for anthracite coal, although B&G burned bituminous coal
   

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.
b. B&G 104 and 105 were built under Alco order number S1203.
c.

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.

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.

   

Alco-Schenectady 0-8-8-0 -- 1 locomotive (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 106 Oct 1918 59492    

General Notes:

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

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 To
Utah Copper
Date
Retired
Notes
B&G 107 B&M 800 Oct 1922 63455 Jun 1929   1
B&G 108 B&M 801 Oct 1922 63456 Jun 1929   2

General Notes:

a.

Bingham & Garfield 107 and 108 were purchased second-hand from Boston & Maine 800 and 801 in June 1929.

The following comes from Railroad magazine, "Information Booth," December 1959, page 32:

I found a reference in a Boston & Maine timecard of 1928 to a loco class I had not known, M2-A, road numbers 800 and 801. From the high tonnage rating I assume they were Mallets. Tell me about them.

They were 0-8-8-0 compound Mallets, a type rare in New England, built for B&M by Alco in Oct. '22. Both were used in heavy freight service between Mechanicsville, N. Y., North Adams, Mass., and Rotterdam Jet, N. Y., until 1929, when they were sold to Utah Copper Company.

Diameter of driving wheels 51"; diameter of cylinders 26" h.p., 40" l.p., stroke 28"; boiler pressure 22 lbs.; weight in driving order, engine 465,000 pounds, tender 189,500 pounds; tractive effort, simple 120,600 lbs., compound 100,500.

b. Bingham & Garfield 107 and 108 also had 128,000 pounds simple tractive effort.
c. 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) (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 To
Utah Copper
Date
Retired
Notes
B&G 109 N&W 1721 Aug 1918 51936 1943    
B&G 110 N&W 1723 Sep 1918 52298 1943    

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.
e. 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.
   

Baldwin 0-6-0 -- 2 locomotives (Bingham & Garfield)
20x24 cylinders; 51 inch drivers (built with 50-inch drivers); 127,000 pounds total engine weight; 29,300 pounds tractive effort

Road
Number
Previous
Number
Builder
Date
Builder
Number
Date
Retired
Notes
B&G 200 (1st) UCC 09 Feb 1907 30153    
B&G 201 UCC 10 Feb 1907 30154    

General Notes:

a. 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)
   

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 (2nd) Aug 1914 54900 after Nov 1958  

General Notes:

a. 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.
b. Bingham & Garfield no. 200 (1st) 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.
c. Similar to Nevada Northern 95
   

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, Washington, no. 39-209
B&G 301 Dec 1911 37377   Sold for scrap to Columbia-Geneva Steel Corp., Ironton (near Provo), Utah

General Notes:

a. According to Baldwin records, B&G 301 was transferred to Utah Copper ownership on November 4, 1937. (Richard Adams, email dated March 21, 2007)
b. 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.".
   

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 Oct 1937 1
B&G 303 Apr 1912 37669   2
B&G 304 Apr 1912 37670    
B&G 305 Apr 1912 37671   3

General Notes:

a. According to Baldwin records, B&G 305 was transferred to Utah Copper ownership on November 4, 1937. (Richard Adams, email dated March 21, 2007)
b. The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 302 as assigned to Nevada.
c. 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. Sold for scrap in 1936.
3. B&G 305 was sold for scrap to Columbia-Geneva Steel Corp., Ironton (near Provo), Utah
   

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    

General Notes:

a. (research continues)
   

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    

General Notes:

a. (research continues)
   

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 L&S 3 Dec 1906 29712 1950 1
B&G 401 BG 4 Dec 1906 29713 1931 2

General Notes:

a. Utah Copper 400 (1st) was purchased second-hand from Bullfrog Goldfield Railroad no. 3 (date?)
b. Utah Copper 401 (1st) was purchased second-hand from Bullfrog Goldfield Railroad no. 4 (date?)
c. 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.
   

Alco-Richmond 0-8-0 -- 1 locomotive (Utah Copper)
25x28 cylinders; 51 inch drivers; 221,000 pounds total engine weight; (?) pounds tractive effort

Road
Number
Builder
Date
Builder
Number
Date
Retired
Notes
UCC 500 Jun 1924 65663 after Nov 1958  

General Notes:

a. Built as Utah Copper Company no. 500 (Alco Historic Photos builder photo)
b. 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.

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