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Copper Belt Railway

This page was last updated on March 2, 2007.

Additional Sources:

The following is from "To Move A Mountain", elsewhere on this web site:

The Copper Belt Railway was built in 1900 to replace the pioneer mule-powered tramway that was completed in 1875 to serve the early transportation needs of the Bingham mining camp, and which had played a major role in the development of Bingham Canyon as one of the most important mining districts in the American West. The completion of the Copper Belt's line made the movement of the ore more economical, keeping the costs of the mining operations low enough so that many marginal mines were able to remain in production.

The seeds for the organization and construction of the Copper Belt railroad got their start in 1895 when the Bingham Gold Mining Company bought the "old" Commercial claim, in Galena Gulch above the Old Jordan claim. The new owners of the Commercial mine soon found that the gold ore was playing out and that they were finding more and more of the copper ore that so many of the other mines in the district were also being "bothered" with. In late 1896, the Highland Boy mine of the Utah Consolidated Gold Mines, Ltd., in another part of Bingham canyon, had begun shipping large quantities of copper ore. The owners of the Commercial mine found that their mine was in the same geologic formation and that they had copper ore reserves equal to those of the Utah Consolidated company.

In December 1898 the Bingham Gold Mining Company was reorganized as the Bingham Copper & Gold Mining Company by its majority owner, William Bayley of Los Angeles. Bayley took control of the company to develop the mine into a paying property by developing the copper sulfide copper ores of the former Commercial mine. The development work was started at a new opening at the head of Copper Center Gulch. (USGS Professional Paper 38, p. 255) The Bingham Copper & Gold Mining Company was the first of the mining company consolidations that would the main force in the development of the Bingham as one of the richest and most productive mining districts in the United States.

Bayley and his associates had decided that the mine needed to be expanded for it to become an important copper producer. The financing became available because of the organization of the new company allowed them to begin development of a new opening for the mine at the upper end of Copper Center Gulch, across the ridge north from the old opening in Galena Gulch.

Expansion of the company included control of the entire copper production process, from the mine to semi-finished copper product from the smelter, ready for refining on the east coast. In the first major step in this expansion project, in October 1899, less than a year after the Bingham Copper & Gold Mining Company was organized, the new company began construction on a copper smelter. The site selected for the smelter was Midvale, adjacent to the Rio Grande Western's mainline between Salt Lake City and Grand Junction, Colorado.

The mining of copper requires the handling of larger quantities of ore. The old mule tramway had been working just fine for the low quantities of high value gold and silver ores that it was being used for at that time. But the expanded operations of the new Bingham Copper & Gold Mining Company would be needing something more efficient than the tramway.

In 1900, Bayley and one of his associates, J. G. Jacobs (already involved in the Salt Lake & Mercur Railroad), negotiated with Rio Grande Western for a lease of the right-of-way of the old 3.5 mile mule tramway between Bingham and the Old Jordan & Galena Mine. (Spendlove, p. 30) Jacobs became involved because of his experience with his Salt Lake & Mercur Railroad, which was serving the gold mining camp of Mercur, also in the Oquirrh range, but ten miles to the south. Jacobs announced that he would rebuild the Bingham tramway to operate the same as his Salt Lake & Mercur, using a Shay locomotive over standard gauge track, with steep grades and tight curves.

The contract to rebuild the old mule tramway was given to Utah Construction Company, as one of that company's first efforts. Work began in early November 1900. (Engineering News, July 24, 1902, p. 59 states that construction began on November 1, 1900; Bingham Bulletin of February 15, 1901 states that construction began on December 1, 1900; D&RGW's corporate history for the ICC valuation project, published in Volume 26 of the ICC Valuation Reports, p. 927; 26 Val Rep 927; contract to Utah Construction in ICC Valuation Reports, Volume 26, p. 928; 26 Val Rep 928) By December, the construction company had 150 men working on the contract for the building of what was called the "Upper Bingham Railroad". The mining company announced that it would soon be shipping 200 tons per day over the new line. (Engineering and Mining Journal, December 29, 1900, p. 770)

Bingham Copper & Gold Mining Company had started construction on its Midvale smelter in October 1899. Construction was completed in January 1901, with test runs begun on January 15th. Full production began on January 31st. The new railroad was not yet complete, so the mining company was shipping ore from the mine to the smelter in what was called "a steady stream of wagons". To get the smelter into full production, in addition to their own ore, the mining company used custom ores from the Grand Central and the Tesora mines in Tintic, along with reprocessing the slag dumps from the old smelters at Stockton. Pending completion of the company's Copper Belt rail line, the mine began shipping its sulfide copper ore to the smelter by wagon and team. (USGS Professional Paper 38, p. 254)

As the mule tramway reconstruction was nearing completion, the local press took to calling it the "Copper Belt line", and the name stuck. The new rail line was completed in February 1901, and was built on the roadbed of the old mule tramway for 1.75 miles of its 2.9 mile length. The upper terminus was about 600 feet northeast of Bingham Copper & Gold's Commercial mine, at 6,915 foot elevation. Maximum grades were 3.7 percent on the lower portion and 7 percent on the upper portion, with a 7.4 percent grade on the coal spur to the Commercial mine. The lower end of the line, at Bingham, had curves up to 34 degrees while the upper part had 40 degree curves. (Engineering News, July 24, 1902, p. 59)

The lower terminus was at the Rio Grande Western station at Bingham, elevation 5,890 feet. The Copper Belt line was laid with 52-pound rails and was operated with a 50-ton Shay locomotive, leased from Jacob's Salt Lake & Mercur. The capacity of the locomotive was three empties up and three loads down, using special built 50-ton capacity all-steel gondolas. (Engineering News, July 24, 1902, p. 59) Almost all rail cars to this time were made entirely of wood. On February 14th, the Copper Belt Railroad moved its first car of ore. (Bingham Bulletin, February 15, 1901)

To finance additional expansion, on April 24, 1901 the Bingham Copper & Gold Mining Company was reorganized as the Bingham Consolidated Mining & Smelting Company. The expansion included the purchase of the Dalton & Lark mining properties. With the reorganization, the new Bingham Consolidated company also announced that they would formally purchase the interests of the "Copper Belt Railroad". (Engineering and Mining Journal, May 4, 1901, p. 572; USGS Professional Paper 38, p. 99)

When Bayley and Jacobs took the lease on the Rio Grande Western tramway in 1900, they had intended to operate the new standard gauge line as a carrier for all of the mines in the district. Much of the traffic was to come from Bayley's Commercial mine, but Jacobs and Bayley were also figuring on additional traffic from the newly formed United States Mining Co.'s Old Jordan, Galena, Telegraph, and Niagara mines. The U.S. company, however, built its own aerial tramway for its transportation needs.

As already mentioned, the United States company had been organized in April 1899 to consolidate 62 mining claims. As the United States Mining company developed their properties, they decided that an aerial tramway would better suit their needs. The company soon completed their aerial 11,400 foot tramway between their mines in Galena Gulch and the Rio Grande Western's Bingham station, with operating costs that were about two-thirds those of using the new Copper Belt rail line; with the resulting loss of traffic to the railroad.

The consolidation that formed the new Bingham Consolidated company also saw Bayley lose his control of the company. In early May 1901 an agreement was reached between the new owners of the Bingham Consolidated properties and William Bayley, who along with Jacobs, held the lease on the Copper Belt railroad's roadbed. Bayley, who had also arranged for the actual construction of rebuilding the old tramway, would buy out Jacobs' interest in the lease and would in turn sell the lease on the roadbed and the lease of the former Salt Lake & Mercur locomotive to the Bingham Consolidated company.

On May 18, 1901 the Copper Belt Railway was incorporated by the owners of the Bingham Consolidated Mining & Smelting Company. Controlling interest in the company was turned over to William Bayley in return for his lease of the tramway and locomotive, formerly Salt Lake & Mercur number 7. Jacobs was also named as a director of the new railway company. J. G. Jacobs, of the SL&M, was also a director of the new railway company. (Utah corporation files, index 3147) The end result was that although the Copper Belt Railway owned the lease on the right of way of the former mule tramway, and the lease of the locomotive. Bayley, who also controlled the mining company, controlled the Copper Belt.

Both the new Dalton & Lark line and the Copper Belt line were built under the supervision of Rio Grande Western engineers and were operated by the "railroad department" of the Bingham Consolidated Mining & Smelting Company.

The first shipment of copper ore from the Dalton & Lark mine wasn't until 1903. It took Bingham Consolidated over two years to develop the property and to drain the water that had accumulated in the mines after they were shut down in 1899. With the shipment of ore actually beginning, in November 1903 Bingham Consolidated sold the Dalton & Lark line to Rio Grande Western. (Interstate Commerce Commission Reports, Volume 26, p. 809; 26 ICC 809; the sale was dated November 3, 1903.)

The expansion of operations for Bingham Consolidated brought other changes. In May 1902, a year after the Copper Belt was brought under the mining company's control, the smelter was expanded to allow the production of lead. (Hansen, p. 273) In 1903, Bingham Consolidated began shipping copper sulfide ores from its former Brooklyn property. (USGS Professional Paper 38, p. 381)

In 1903 the Copper Belt Railway built a couple extensions to get the ore traffic of other mining companies in the canyon. The new construction included a spur to Boston Consolidated mine and the Yampa Consolidated mine, both in Carr Fork, along with another spur to the Yampa Consolidated's smelter. (1909 Bingham Commercial Club Souvenir booklet) The Yampa Consolidated Mining Co., had been organized in April 1901 as a consolidation of Yampa mine and seven other properties, all located on the north slope of Carr Fork. (USGS Professional Paper 38, p. 382) The Yampa smelter was completed in December 1903 and was located on the north slope of the canyon, about a quarter mile below Rio Grande Western's Bingham station. (USGS Professional Paper 38, p. 302) The spur to the Yampa smelter crossed the canyon just above the Bingham station and continued along the north slope to the smelter.

The new Copper Belt spur for Boston Consolidated was built after the mining company signed a two-year smelting contract to supply the Bingham Consolidated smelter in Midvale with 200 tons of ore per day. By October 1903, Boston Con was shipping as much as 500 tons per day from the Carr Fork mine. The mine was shipping 4,000 tons by February 1904. (USGS Professional Paper 38, p. 381) Considering that the average rail car at this time had a 30-ton capacity, 500 tons per day would have been about 16 carloads per day, and 4,000 tons per month would have been a total of about 133 cars per month, or just four carloads per day, averaged out over the month. This ore was all moving over the Copper Belt line to Bingham, then by RGW to Midvale.

For contemporary Copper Belt references, see Salt Lake Tribune, January 2, 1901 and February 1, 1901 for news items about the road being in operation. See also the Salt Lake Mining Review, February 28, 1901 for an article lifted from the Bingham Bulletin of February 15th, including a photo of Copper Belt RR Shay No. 1 in use.

Chronology History

November 15, 1900:
"The extension of the Bingham branch of the Rio Grande Western railroad from lower Bingham as far as the Old Jordan & Galena mine in Highland gulch has been decided upon, iit being the intention to use the Old Jordan & Galena tramway after widening the track, the motive power to be a Shea engine. J. G. Jacobs, who projected and built the Salt Lake & Mercur road, will have charge of the little branch or spur. The construction of this line will materially advance the mining and business interests of the marvelously rich camp of Bingham." (Salt Lake Mining Review, November 15, 1900, page 21)

December 30, 1900
Review of 1900: "The Rio Grande Western three-mile extension at Bingham will be known as the Copper Belt Railroad and will be operated by J. G. Jacobs." (Pitchard, Salt Lake Daily Tribune, 30 December 1900)

1901:
Copper Belt Railroad leased (and converted to standard gauge) the three-mile long old RGW narrow gauge tramway from Bingham to the Old Jordan and Commercial mines in Bingham Canyon. Copper Belt later, in 1905, acquired title to the line in exchange turning over its stock to D&RG (not RGW). (LeMassena, p. 111)

January 2, 1901
"Copper Belt Railway" "The order for lumber to be used in the construction of a roundhouse at the yards of the Copper Belt railway at Bingham was placed with a local dealer yesterday, and, under the direction of Joe Dederichs, the structure is to be hurried to completion. Mr. Dederichs says that to have it ready for the locomotives for which it is intended, about two weeks will be required. The location of the roundhouse will be at the terminus of the Rio Grande Western track at Bingham, where space has been provided by Manager Jacobs. In addition to this, a mammoth coal bin is to be reared on the ground, as are also offices for the attaches. The Shea engine with which traffic over the line is to begin will be brought from the Mercur line and put in readiness during the week, while the ore cars will be such as may be transferred to Rio Grande tracks and dispatched without change to the valley smelters. The operation of the new line, which promises so much for the producers of Bingham, is promised for January 15th." (Pitchard, Salt Lake Daily Tribune, 2 January 1901)

Bingham Copper & Gold Mining Company had started construction on its Midvale smelter in October 1899. Construction was completed in January 1901, with test runs begun on January 15th. Full production began on January 31st. The new railroad was not yet complete, so the mining company was shipping ore from the mine to the smelter in what was called "a steady stream of wagons". To get the smelter into full production, in addition to their own ore, the mining company used custom ores from the Grand Central and the Tesora mines in Tintic, along with reprocessing the slag dumps from the old smelters at Stockton. Pending completion of the company's Copper Belt rail line, the mine began shipping its sulfide copper ore to the smelter by wagon and team. (USGS Professional Paper 38, p. 254) The new smelter was adjacent to the Rio Grande Western mainline at Midvale.

In 1903 the Copper Belt Railway built a couple extensions to get the ore traffic of other mining companies in the canyon. The new construction included a spur to Boston Consolidated mine and the Yampa Consolidated mine, both in Carr Fork, along with another spur to the Yampa Consolidated's smelter. (1909 Bingham Commercial Club Souvenir booklet) The Yampa Consolidated Mining Co., had been organized in April 1901 as a consolidation of Yampa mine and seven other properties, all located on the north slope of Carr Fork. (USGS Professional Paper 38, p. 382) The Yampa smelter was completed in December 1903 and was located on the north slope of the canyon, about a quarter mile below Rio Grande Western's Bingham station. (USGS Professional Paper 38, p. 302) The spur to the Yampa smelter crossed the canyon just above the Bingham station and continued along the north slope to the smelter.

"The Bingham Copper and Gold Company was organized in December 1898 to work the carbonate and oxidized ores of the Commercial Mine which under the ownership of the Bingham Gold Mining Company was exploited for oxidized gold ore and treated by the cyanide process without success. Under the new ownership extensive exploration at depth was carried on and the results led to the construction of a semipyritic smelter in 1901 at Bingham Junction, now Midvale, Utah. This smelter went into commission in November 1902, originally built with a capacity of 1000 tons for treating copper ore and in 1905 a plant of 400 tons capacity for treating silver-lead ores was added on a tract of land adjoining on the north the United States Company smelter. The Brooklyn and Dalton Lark properties acquired by this company in 1901 were unwatered by the driving of the Mascotte tunnel and shipments from these holdings commenced in 1903. These with increased productions from the Commercial mine and contracts for the treatment of the Boston Consolidated Stewart mine production and the copper concentrates from the Utah Copper porphyry operation necessitated additional furnaces and converters. Also, with the development of silver-lead ores in the Dalton Lark group, a lead furnace was added." (Billings)

February 1, 1901
"Thomas J. Mackintosh has resigned as general superintendent of the Salt Lake & Mercur and the office is abolished, effective today. General Manager J. G. Jacobs announced yesterday the appointment of W. S. Hall as superintendent of both the Copper Belt road at Bingham and the Salt Lake & Mercur. Mr. Hall's headquarters will be at the general offices of the companies in the McCormick block, this city." Item further comments that Hall "has been general agent of the Mercur road at Mercur ever since it was built." In a separate item: "Two miles of the Copper Belt tramway are completed and in operation and one more mile remains to be built under the present plans." "The tramway has a 7 per cent grade and is operated with a Shay engine, making it one of the most interesting railroads in Utah."(Pitchard, Salt Lake Daily Tribune, 1 February 1901)

February 14, 1901:
News item, from the Bingham Bulletin newspaper for February 15, 1901. The Copper Belt Railroad began operation "yesterday" (February 14, 1901). Construction began in December 1900. The upper terminal was at the Bingham Copper & Gold Mining Company's mine. The railroad was three and a half miles long and had grades of six to seven percent. Article includes a poor photograph of a Copper Belt locomotive and a car. (Salt Lake Mining Review, Volume 2, number 22, February 28, 1901, pp.11,12)

May 17, 1901:
Copper Belt Railway was formally organized in Utah. (corporate information)

In May 1902, a year after the Copper Belt was brought under the mining company's (Bingham Consolidated) control, the smelter was expanded to allow the production of lead. (Hansen, p. 273) In 1903, Bingham Consolidated began shipping copper sulfide ores from its former Brooklyn property. (USGS Professional Paper 38, p. 381)

The new Copper Belt spur for Boston Consolidated was built after the mining company signed a two-year smelting contract to supply the Bingham Consolidated smelter in Midvale with 200 tons of ore per day. By October 1903, Boston Con was shipping as much as 500 tons per day from the Carr Fork mine. The mine was shipping 4,000 tons by February 1904. (USGS Professional Paper 38, p. 381) Considering that the average rail car at this time had a 30-ton capacity, 500 tons per day would have been about 16 carloads per day, and 4,000 tons per month would have been a total of about 133 cars per month, or just four carloads per day, averaged out over the month. This ore was all moving over the Copper Belt line to Bingham, then by RGW to Midvale.

Utah Copper completed their Copperton mill in April 1904, and commenced operations in September, shipping its low grade ore from the mine to the Copperton mill, by way of the Copper Belt and the Rio Grande Western. (Arrington: Richest Hole, p. 39; Kennecott's own Historical Index says that operations commenced on July 1, 1904) Until June 1907, all of the ore came from the underground mine. The concentrates from the Copperton mill were shipped to the Bingham Consolidated smelter at Midvale, by way of the RGW.

February 1904:
News item about the Silver Brothers Iron Works building a new building on 4th West between 6th and 7th South, to repair railroad locomotives. They currently had "the" Copper Belt locomotive in for derailment repairs. (Salt Lake Mining Review, Volume 5, number 21, February 15, 1904, pp.33,34)

October 1904:
The Copper Belt Railroad hauled 35,000 tons during October 1904. (Salt Lake Mining Review, Volume 6, number 15, November 15, 1904, p.31)

January 1, 1905:
D&RG (not RGW) took control of Copper Belt Railroad. (26 ICC 927) The Copper Belt had been completed in February 1901 (construction began in November 1900) by the owners of the Bingham Copper & Gold Mining Company. In April 1901 the mining company was reorganized as the Bingham Consolidated Mining & Smelting Company, partly to finance the organization (on May 18, 1901) and purchase of the Copper Belt Railroad. (Engineering News, July 24, 1902, p. 59; Engineering & Mining Journal, May 4, 1901 p. 572; USGS Professional Paper 38, p. 99)

February 1905:
Article about the Copper Belt Railroad. (Salt Lake Mining Review, Volume 6, number 21, February 15, 1905, pp.17,18)

December 1906:
News item, from the Bingham Bulletin newspaper, about the Shay locomotives for the Copper Belt and Boston Consolidated. (Salt Lake Mining Review, Volume 8, number 18, December 30, 1906, p.38)

1906:
RGW built the new "Low Grade" line in Bingham Canyon, 12 miles of new construction. To connect its existing trackage at Bingham with the new line, the road converted to standard gauge, two miles of trackage from Bingham to Copper Belt Junction, further up the canyon. (LeMassena, p. 115)

July 31, 1908:
August 1, 1908:
Denver & Rio Grande Railroad (Consolidated) incorporated. Rio Grande Western Railway was merged with Denver & Rio Grande Railroad, along with Carbon County Railway, Castle Valley Railway, Copper Belt Railway, San Pete Valley Railway, Sevier Railway, Tintic Range Railway, Utah Central Railroad, and Utah Eastern Railway. (LeMassena, pp. 115, 117)

According to Le Massena, page 67, the mechanism used by both D&RG and by RGW to build branchlines was to encourage a group of individuals, or a particular shipper, to organize a new company to build a spur or branch, contracting the actual construction to the railroads' construction crews. The railroads would then refund all costs of construction to the organizing company or individuals in the form of haulage credits until the full cost was fully recovered. Formal ownership, deed and title would then pass to the railroads.

October 1911:
"Railroads And Steam Shovels", article about the construction of the Copper Belt Railroad and other RGW lines around Bingham Canyon, by H. C. Goodrich, presented at the regular monthly meeting of the Utah Society of Engineers. (Salt Lake Mining Review, Volume 13, number 14, October 30, 1911, pp.18,19)

1924:
D&RGW's ex Copper Belt Railroad line in Bingham Canyon was removed because of the copper mine's expansion, including the line from Bingham up canyon to Copper Belt Junction on the low grade line, and the former Copper Belt branch from Bingham to the Yampa smelter. (LeMassena, p. 139)

September 21, 1925:
Denver & Rio Grande Western sold the Copper Belt Branch, the Yampa Branch, and the upper (in-canyon) portion of the Low Grade Line to the Bingham & Garfield Railway. (D&RGW Agreement 4163 and Deed U-3267)

The location of the three lines were interfering with the expansion of Utah Copper's open pit mine. The copper company wanted the freedom to move the trackage around to suit the operations of the mine. The Rio Grande retained its yard and depot at Bingham and 3.3 miles of the Low Grade Line outside of the canyon, which they renamed the Bingham Branch Extension. That portion of the line was being used to serve the loading bins of the Congor and Midas mines and was later abandoned in 1931. By the time of the 1925 sale the Copper Belt Branch was thoroughly intermixed with the trackage of the copper company. The Yampa Branch had not been operated since 1913 and had seen very little traffic since the Yampa Smelter was destroyed by fire in 1909. Most of the other mines were owned by the larger companies but were being worked by leasers. Their ore bins would be served by the Bingham & Garfield, as a common carrier.

By 1926 Utah Copper was shipping 50,000 tons per day over the Bingham & Garfield Railway, compared to the 35,000 tons that the Copper Belt had shipped during the entire month of October 1904.

The five Shay locomotives purchased by the Denver & Rio Grande as part of its purchase of the Copper Belt Railway had been kept working on the branches in the canyon, above Loline Junction. With the sale of the three branches with steep grades and sharp curves in 1925, Denver & Rio Grande would likely have moved the Shays from their former Copper Belt location at Bingham down to the roundhouse and facilities at Welby. Three of the Shays, road numbers 1, 2, and 4, were sold for scrap within a year and a half. The two others, numbers 3 and 5, were kept in service for another eight and ten years respectively, when they too were sold and cut up for scrap.

Locomotive Roster

Road
Number		 Builder
Number		 Builder
Date		 Date Delivered
By Lima		 Lima Class D&RGW
Class		 Notes and Disposition
1 598 Apr 1900 26 Apr 1900 Class C, 50 Ton, Three Truck Y-21 1, 2
2 843 Jan 1904 1 Jan 1904 Class C, 65 Ton, Three Truck Y-25 1, 3
3 761 Apr 1904 9 Apr 1904 Class C, 85 Ton, Three Truck Y-32 1, 4
4 1585 Nov 1905 20 Nov 1905 Class C, 85 Ton, Three Truck Y-33 1, 5
5 1801 Dec 1906 20 Dec 1906 Class C, 85 Ton, Three Truck Y-33 1, 6

General Notes:

a. All four locomotives were 3-Truck Shay locomotives, built by Lima; all were "standard" Lima three-cylinder, three-truck Shay locomotives.
b. Copper Belt 1 was built in April 1900 as Salt Lake & Mercur Railroad 7; to Copper Belt 1 in (1900). (12-1/2x15 inch cylinders; 32 inch drivers; 135,400 pounds operating weight)
c. Copper Belt 2 was delivered new to Copper Belt on 1 January 1904. (12x15 inch cylinders; 32 inch drivers; 150,200 pounds operating weight)
d. Copper Belt 3 was delivered new to Copper Belt on 9 April 1904. (14-1/2x15 inch cylinders; 40 inch drivers; 200,000 pounds operating weight)
e. Copper Belt 4 was delivered new to Copper Belt on 20 November 1905. (14-1/2x15 inch cylinders; 40 inch drivers; 200,000 pounds operating weight)
f. Copper Belt 5 was delievred new to Copper Belt on 20 December 1906. (14-1/2x15 inch cylinders; 40 inch drivers; 200,000 pounds operating weight)
g. Sources include:
  "Locomotives of the Rio Grande", Colorado Railroad Museum, page 59.
  ShayLocomotives.com (Lima 598) (Lima 843) (Lima 761) (Lima 1585) (Lima 1801)

Notes:

1. All five locomotives passed to Denver & Rio Grande in the 1908 reorganization that created that railroad; D&RG was reorganized again in 1921 as Denver & Rio Grande Western.
2. Copper Belt 1 became D&RG 1, then D&RGW 1; sold to Morse Brothers Machinery Co. in Denver, Colo., in September 1924; to Utah Construction Co. at Guersey, Wyo., in July 1925; scrapped.
3. Copper Belt 2 became D&RG 2, then D&RGW 2; sold to Morse Brothers Machinery Co. in Denver, Colo., on July 28, 1926; to McGoldrick Lumber Co. number 2 on July 15, 1927, in service at Sanders, Idaho, then in service at Emida, Idaho by late January 1928; wrecked and sent to Lima for repairs by November 1929; noted as unrepairable; scrapped in May 1947.
4. Copper Belt 3 became D&RG 3, then D&RGW 3; sold in June 1928 to (?); scrapped in December 1934.
5. Copper Belt 4 became D&RG 4, then D&RGW 4; retired in October 1925; scrapped in March 1926.
6. Copper Belt 5 became D&RG 5, then D&RGW 5; scrapped in May 1936.

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