D&RGW Diesel Locomotive Roster, Part 1

General Notes:

1. D&RGW Class DE B-B 26.
2. An additional unit, to be numbered D&RGW 44, was diverted to the U. S. Navy; (GE 15130, 29 Jun 1943) US Navy #7, Naval Supply Depot, Bayonne, N. J.; renumbered USN 65-00007, circa 1949-1950. (Robert Lehmuth GE list, dated March 2013)
3. D&RGW 43 was wrecked soon after delivery; repaired by GE with later carbody design that included front radiators, replacing the as-built side radiators.
4. Three photographs at the Denver public library site show D&RGW 38 (44T GE) with the triple coupler pockets for coupling to either standard gauge cars, or narrow gauge cars. The photos show two couplers in place. (Read more about dual gauge couplers on D&RGW diesel locomotives)

Notes:

1. D&RGW 38 was sold to Manufacturer's Equipment Co. (dealer), Cleveland, Ohio, on 3 December 1964; sold to Great Lakes Carbon 12, St. Louis, Missouri.
2. D&RGW 39 was sold to Sanford & Eastern Railroad 14 (1st), on 28 June 1949; sold in 1960 to Hoosac Tunnel & Wilmington 16; to Claremont & Concord 16 in October 1972; sold to Rust Engineering, via Silcott (dealer); sold to Mead Containerboard (no number) (Stevenson, Ala.); donated for display to City of Stevenson, Al. in February 1990.
3. D&RGW 40 was sold to Great Western Sugar 40, Johnstown, Colorado on 14 May 1954; by November 1984 it was at the Great Western Sugar plant at Brighton, Colorado as GWSX 4, painted yellow and blue; Brighton plant sold to Amalgamated Sugar in 1985 and locomotive renumbered to ASCX 4, painted bicentennial red, white and blue, renumbered to ASCX 1; by 2002, moved to South Fork, Colorado for service on a planned tourist railroad.
4. D&RGW 41 was sold to Utah Power & Light 41 (Castle Gate Plant) 41, on 5 August 1954; retired in January 1976 and sold to Chrome Crankshaft; seen at Chrome Crankshaft in Hegewisch, Illinois in October 1980. (UP&L information from Utah Power, Property Accounting, September 1982) (1980 update from Tom Hirsch via email on December 18, 2011)
5. D&RGW 42 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, on 18 November 1964
6. D&RGW 43 was sold to Sanford & Eastern Railroad 15, on 28 June 1949; sold to Saratoga & Schuylerville 15; sold in 1960 to Hoosac Tunnel & Wilmington 15; sold to Claremont & Concord 15; sold to Raymond International 4402 for service in Liberia (Africa).

General Notes:

1. D&RGW Class DE B-B 60.
2. D&RGW 73 was equipped with a air-operated dual-gauge front coupler, and a stationary dual-gauge coupler on the rear, for service at Alamosa. (Read more about dual gauge couplers on D&RGW diesel locomotives).
3. D&RGW 73 was equipped with a trolley pole to activate signals on D&RGW operated Denver & Intermountain; trolley pole had been removed by the time D&RGW 73 was photographed in Alamosa on December 9, 1948. The locomotive was shown with a trolley pole in an Otto Perry photo dated July 20, 1947, showing the locomotive as it appeared while assigned to the Denver & Intermountain service. 
4. Jim Eager wrote on October 11, 2023:
5. "The trolley pole was required to activate the crossing signals along the Associated Railroads' former Denver and Intermountain interurban line from lower Denver west to the Federal Center in Lakewood. The Associated Railroads was owned by the ATSF, CB&Q, C&S, Rock Island and D&RGW. Operation of the line rotated between the C&S and the Rio Grande at three and two year intervals respectively.  The Rio Grande's lone NW2 number 100 was also fitted with a pole for operating on the line, and several cabooses were assigned to the job over the years, including 01167, 01391 (ex-D&SL), and 01401."

Notes:

1. D&RGW 66, 70, 72, 73, 74 (5 units) were traded to EMD on SD45s 5315-5324.
2. D&RGW 67 and 69 were sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, in April 1966.
3. D&RGW 68 was rebuilt to yard slug 25 in June 1953.
4. D&RGW 71 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, on 5 November 1964.

General Notes:

1. D&RGW Class DE B-B 61.
2. D&RGW 100 was built as D&RGW 7000, the road's first diesel locomotive, delivered on January 22, 1941; renumbered nine months after delivery, to D&RGW 100 on September 13, 1941.
3. D&RGW 100 was equipped with a trolley pole until July 1953, to activate signals on D&RGW operated Denver & Intermountain railroad.

Notes:

1. D&RGW no. 100 was sold to Precision Engineering Co., Mount Vernon, Illinois, on 19 January 1968; leased to Great Lakes Steel no. 100, Detroit, Michigan; leased to Youngstown Sheet & Tube (YSTX) no. 915 (1st) before April 1972; returned to Precision National on December 4, 1972; sold to East Camden & Highland (EACH) no. 62, in Arkansas, before September 1973. (YS&T and EACH update from Ken Ardinger via email dated February 27, 2004; 1972 updates from Dick Will via email dated March 2, 2004)

General Notes:

1. D&RGW Class DE B-B 69.
2. D&RGW 101-114 were fitted with vertical radiator shutters; D&RGW 115-119 were fitted with horizontal radiator shutters; some of the earlier units may have been fitted during normal repairs with the later horizontal radiator shutters.
3. D&RGW 101, 110 and 111 were equipped with dual gauge couplers on the rear end, and an air-operated changeable sliding coupler on the front, for service at Alamosa and Salida. (Read more about dual gauge couplers on D&RGW diesel locomotives)
4. In 1937, there was an earlier D&RGW number 101; a 900-horsepower end cab switcher built by Alco in January 1937. Builder records show that it was not accepted, and was used as an Alco demonstrator. It was sold to Rock Island in October 1939 as their number 730. (Read more about D&RGW no. 101)

Notes:

1. D&RGW 101 was sold to Precision Engineering Co., Mount Vernon, Illinois, 8 April 1966, scrapped.
2. D&RGW 102 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 23 July 1965.
3. D&RGW 103 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 4 November 1964.
4. D&RGW 104 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 27 August 1964.
5. D&RGW 105 was sold to Precision Engineering Co., Mount Vernon, Illinois, 8 April 1966, scrapped.
6. D&RGW 106 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 23 July 1965.
7. D&RGW 107 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 24 October 1964.
8. D&RGW 108 was sold to P. W. Duffy & Co., Columbus, Ohio (dealer), 3 March 1964; sold to Weirton Steel 215.
9. D&RGW 109 was sold to Luria Brothers, Pueblo, Colorado, 5 February 1965; sold to Colorado & Wyoming 1105, Minnequa, Colorado, in June 1965.
10. D&RGW 110 was sold to George R. Silcott, Worthington, Ohio (dealer), 14 August 1963; sold to Kentucky & Tennessee 101 in August 1963.
11. D&RGW 111 was sold to Precision Engineering Co., Mount Vernon, Illinois, 8 April 1966; traded to George R. Silcott (dealer), Worthington, Ohio; leased to Republic Steel Corp.
12. D&RGW 112 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 23 July 1965.
13. D&RGW 113 was sold for scrap to Barter Machinery & Supply Co., Denver, Colorado, 3 November 1964.
14. D&RGW 114 was sold to William W. Taggart, Dallas, Tex. (dealer), 26 May 1965; sold to Gifford-Hill & Co., Texarkana, Texas.
15. D&RGW 115 was sold to United Electric Coal Co. (Peabody operation) 115, Canton, Illinois, 3 October 1964.
16. D&RGW 116 was sold to Luria Brothers, Pueblo, Colorado. (dealer), 9 June 1965; sold to Colorado & Wyoming 1104, Minnequa, Colorado, in June 1965; to Duvall Corp., Rustler Springs, Texas.
17. D&RGW 117 was sold to William W. Taggart, Dallas, Tex. (dealer), 3 June 1965; sold to Goodpasture Grain & Milling 117, Galena Park (Houston), Texas, in July 1965.
18. D&RGW 118 was sold to George R. Silcott, Worthington, Ohio (dealer), 14 August 1963; sold to Kentucky & Tennessee 102 in August 1963.
19. D&RGW 119 was sold to George R. Silcott, Worthington, Ohio (dealer), 14 August 1963; sold to Kentucky & Tennessee 103 in August 1963.

General Notes:

1. D&RGW Class DE B-B 72.

Notes:

1. D&RGW 120 and 121 were traded to EMD on SD45s 5315-5324.
2. D&RGW 122 was sold to Precision Engineering Co., Mount Vernon, Illinois, 19 January 1968; sold to St. Louis San Francisco (Frisco) 286, in 1969
3. D&RGW 123 was sold to Precision Engineering Co., Mount Vernon, Illinois, 29 January 1968.

General Notes:

1. D&RGW Class DE B-B 61.
2. D&RGW 130 was equipped during 1966 to operate with yard slug 25 at Grand Junction, Colorado, until the slug's retirement in September 1971.
3. D&RGW 131 was equipped from 1966 until late 1970 with air operated dual-gauge coupler on the front end (long hood end) for service at Alamosa. The coupler was removed from one of four earlier switchers (VO660 73, S-2s 101, 110, and 111) that had been equipped for the same service. (Read more about dual gauge couplers on D&RGW diesel locomotives)
4. D&RGW 130-139 were built under EMD order number 4475.

Notes:

1. D&RGW 130 was wrecked, then sold to Progress Rail Services, Albertville, Alabama, 8 February 1995; sold to Diesel Supply Co. in (date?), wreck damage repaired and stored at Manufacturer's Railway, St. Louis, Missouri, until sold to Rail Link in (date?); in service as Rail Link (RLIX) 230. (RLIX information from Randy Keller via email date February 26, 2004)
2. D&RGW 131 was wrecked in late October 1993 at Denver, Colorado; sold to Progress Rail Services, Albertville, Alabama, in December 1993
3. D&RGW 132 was wrecked on 24 April 1996 at Salt Lake City (Roper), Utah; sold to Western Railroad Supply, Fontana, California, July 1997, shipped in late December 1997; to Kaiser Ventures, Inc.
4. D&RGW 133 was sold to Diesel Supply Co., Hudson, Wisconsin, in July 1998, sold to Farmers Co-op Elevator Co., Beresford, South Dakota.
5. D&RGW 134 was sold to Diesel Supply Co., Hudson, Wisconsin, in November 1997; shipped to Manufacturers Railway, St. Louis, Missouri, in February 1998; as of January 2002, located in Saginaw, Texas at the Gavilon Grain elevator; still there as of October 2011; still there as of December 2019.
6. D&RGW 135 was sold to OmniTRAX, 8 February 1995; sold to Diesel Supply Co., Hudson, Wisconsin; sold to Northland Farm Co-op Elevator 135, Rake, Iowa.
7. D&RGW 136 was sold to Progress Rail Services, Albertville, Alabama, 7 November 1994; sold to Farmer's Union Elevator, Murdock, Minnesota.
8. D&RGW 137 was sold to Progress Rail Services, Albertville, Alabama, 10 October 1995.
9. D&RGW 138 was sold to OmniTRAX; sold to Diesel Supply Co., Hudson, Wisconsin, stored at Manufacturer's Railway, St. Louis, Missouri, until sold to Rail Link in (date?); in service as Rail Link (RLIX) 238. (RLIX information from Randy Keller, via email date February 26, 2004)
10. D&RGW 139 was sold to David J. Joseph Co. (DJPX) in July 1998; leased as DJPX 139 to Cargill (Channelview, Texas), May 1999 to 2005; seen at Texas Terminals, Galveston in January 2006; sold to ADM at Galveston, Texas (date? before Jan 2010); seen in September 2016 as KXHR 139, en route to Knoxville, Tennessee; rebuilt by Knoxville Locomotive Works to SE10B in August 2017; returned to ADM Galveston as ADMX 139, still there as of May 2023.

General Notes:

1. D&RGW Class DE B-B 61.
2. D&RGW 140-146 were equipped with friction bearing trucks; D&RGW 147-149 were equipped with roller bearing trucks.
3. D&RGW 140-146 were assigned to the Denver area.
4. D&RGW 147-149 were assigned to the Salt Lake City area; their roller bearing trucks were found to be too-stiff for the sharp curves on the several former Bamberger and Salt Lake & Utah spurs in downtown Salt Lake City, forcing them to be limited to yard switching duties only at Roper Yard.
5. D&RGW 140-146 were built under EMD order number 4501.
6. D&RGW 147-149 were built under EMD order number 4538.

Notes:

1. D&RGW 140 was sold to Progress Rail Services, Albertville, Alabama, 9 October 1995.
2. D&RGW 141 was sold to Midwest Metallics, McCook, Illinois, in July 1998; sold upon bankruptcy to Diesel Supply, Hudson, Wisconsin; moved to Locomotive Specialists, Inc., Waycross, Georgia, by November 1999.
3. D&RGW 142 was sold to Midwest Metallics, McCook, Illinois, in July 1998; sale rescinded; sold to Boise Locomotive Co., Boise, Idaho, 16 April 1999; sold to KURX 915, leased to Shell Chemical, Apple Grove, W. V.
4. D&RGW 143 was retired due to a damaged crankshaft; sold to OmniTRAX in 1995; repaired for lease to Hudson Bay Mining & Smelting, Flin Flon, Manitoba; lease not completed; sold to Camas Prairie 143, Lewiston, Idaho in April 1998. (Information from Norm Metcalf, Don Bain, and Ed Fulcomer.)
5. D&RGW 144 was sold to Midwest Metallics, McCook, Illinois, in July 1998; sale rescinded; returned to UP at Omaha, 10 June 1999; sold to General Electric Technical Services, used at GE's contract (former C&NW) shop in Council Bluffs, Iowa; later sold to Larrys Truck Electric (LTEX), in national lease service as LTEX 1001. (LTEX information from Randy Keller, via email to LocoNotes, 30 July 2006)
6. D&RGW 145 was retired due to a damaged crankshaft; sold to OmniTRAX in 1995; repaired for lease to Hudson Bay Mining & Smelting, Flin Flon, Manitoba; lease not completed; used by OmniTRAX Switching Services (OSSX) in national lease fleet. (Information from Norm Metcalf, Don Bain, and Ed Fulcomer.)
7. D&RGW 146 was sold to Progress Rail Services, Albertville, Alabama, in May 1995; sold to Kyle Railways 1125 in 1998.
8. D&RGW 147 was sold to Progress Rail Services, Albertville, Alabama, 9 October 1995.
9. D&RGW 148 was sold to Progress Rail Services, Albertville, Alabama, in May 1995.
10. D&RGW 149 was sold to OmniTRAX, 8 February 1995; to Hudson's Bay Mining & Smelting Co., in 1996.

General Notes:

1. D&RGW Class DE B-B 72.
2. D&RGW 151 and 152 were equipped to operate with yard slug 25 at Grand Junction, Colorado.

Notes:

1. D&RGW 150, 151, and 152 were sold to Precision Engineering Co., Mount Vernon, Illinois, 8 April 1966, scrapped.

General Notes:

1. D&RGW Class DE B-B 60.
2. D&RGW 540-547 (16 units) had 244,000 pounds operating weight

General Notes:

1. D&RGW Class DE B-B 60.
2. D&RGW 540-547 (16 units) had 244,000 pounds operating weight

General Notes:

1. D&RGW Class DE B-B 60.
2. D&RGW 548 (two units) had 249,000 pounds operating weight
3. D&RGW 549-551 (six units) had 246,500 pounds operating weight

General Notes:

1. D&RGW Class DE B-B 60.
2. D&RGW 548 (two units) had 249,000 pounds operating weight
3. D&RGW 549-551 (six units) had 246,500 pounds operating weight

General Notes:

1. D&RGW Class DE B-B 58.
2. Fitted with chicken wire side grilles.
3. Delivered as part of A-B-B-A sets; renumbered to 5521-5544 in January to April 1950, with A-units receiving 1 and 4 as fourth digits, and B-units receiving 2 and 3 as fourth digits.
4. D&RGW 552 (A-B-B-A set) was accepted by D&RGW on November 29, 1946 at Fairbury, Nebraska, on CRI&P; received by D&RGW on December 1, 1946 at Colorado Springs, Colorado..
5. D&RGW 553 (A-B-B-A set) was accepted by D&RGW on November 30, 1946 at Fairbury, Nebraska, on CRI&P; received by D&RGW on December 2, 1946 at Colorado Springs, Colorado.
6. D&RGW 554 (A-B-B-A set) was accepted by D&RGW on December 1, 1946 at Lincoln, Nebraska, on CB&Q; received by D&RGW on December 1, 1946 at Denver, Colorado.
7. D&RGW 552-554 were built under EMD order E-692 (shared with F3Bs 552-554).

General Notes:

1. D&RGW Class DE B-B 58.
2. Fitted with chicken wire side grilles.
3. Delivered as part of A-B-B-A sets; renumbered to 5522-5543 in January to April 1950, with A-units receiving 1 and 4 as fourth digits, and B-units receiving 2 and 3 as fourth digits.
4. Fitted with steam generators.
5. D&RGW 552-554 were built under EMD order E-692 (shared with F3As 552-554).

General Notes:

1. D&RGW Class DE B-B 59.
2. Part of a 619-unit group of transition units that have been called F5s; these are late F3s built from August 1948 to February 1949 by EMD, and many were equipped with D27B traction motors and Type B power transition control, as later used on F7s. External body features matched both late F3s and early F7s. (See Extra 2200 South, issue 96, July-August-September 1992, page 19) (Read more about D&RGW's F3, F5, and F7 locomotives)
3. D&RGW "Equipment Completion Report" for AFE 1207, dated December 31, 1948, notes that the three A-B-B-A sets were received at Denver on November 26, 1948.
4. Delivered as part of A-B-B-A sets; renumbered to 5551-5574 in January to April 1950, with A-units receiving 1 and 4 as fourth digits, and B-units receiving 2 and 3 as fourth digits.
5. All six cab units were fitted with built-up horizontal side grilles.
6. D&RGW 557 was fitted with steam generators; replaced by water tanks after wreck repairs in 1954 (5571) and 1952 (5574); water tanks allowed these A-units to furnish water for the steam generators in adjacent B-units.
7. Built under EMD order number E-956 (shared with F7Bs 555-557).

General Notes:

1. D&RGW Class DE B-B 59.
2. Part of a 619-unit group of transition units that have been called F5s; these are late F3s built from August 1948 to February 1949 by EMD, and many were equipped with D27B traction motors and Type B power transition control, as later used on F7s. External body features matched both late F3s and early F7s. (See Extra 2200 South, issue 96, July-August-September 1992, page 19) (Read more about D&RGW's F3, F5, and F7 locomotives)
3. Delivered as part of A-B-B-A sets; renumbered 5552-5573 in January to April 1950, with A-units receiving 1 and 4 as fourth digits, and B-units receiving 2 and 3 as fourth digits.
4. Fitted with steam generators.
5. All six booster units were fitted with built-up horizontal side grilles.
6. Built under EMD order number E-956 (shared with F7As 555-557).

General Notes:

1. D&RGW Class DE B-B 59.
2. D&RGW 558-564 were delivered as part of A-B-B-A sets; renumbered to 5581-5644 in January to April 1950, with A-units receiving 1 and 4 as fourth digits, and B-units receiving 2 and 3 as fourth digits.
3. D&RGW 558-569 were fitted with built-up horizontal side grilles.
4. D&RGW 570-576 were fitted with Farr stamped vertical-slot side grilles.
5. Four F7As (D&RGW 5641, 5691, 5721, 5754) were sold to Penn Central in February 1970.
6. D&RGW 558 had 249,000 pounds operating weight
7. D&RGW 559-564 had 246,000 pounds operating weight
8. D&RGW 558-564 (14 units) were built under EMD order number E-1157 (shared with F7Bs 558-564).

General Notes:

1. D&RGW Class DE B-B 60.
2. D&RGW 558-564 were delivered as part of A-B-B-A sets; renumbered to 5582-5643 in January to April 1950, with A-units receiving 1 and 4 as fourth digits, and B-units receiving 2 and 3 as fourth digits.
3. D&RGW 558-569 were fitted with built-up horizontal side grilles.
4. D&RGW 570-575 were fitted with Farr stamped vertical-slot side grilles.
5. D&RGW 555-557 (three units) were fitted with steam generators; three additional units later received steam generators.
6. D&RGW 558 had 249,000 pounds operating weight
7. D&RGW 559-564 had 246,000 pounds operating weight
8. D&RGW 558-564 (14 units) were built under EMD order number E1157 (shared with F7As 558-564).