Kennecott Utah Copper Locomotive Roster

General Notes:

1. Kennecott 2 and 3 were built as American Smelting & Refining Company (ASARCO) Garfield Smelter 2 and 3; ASARCO sold its Garfield smelter to Kennecott Copper Corporation in 1959.
2. Kennecott 2 and 3 were originally painted solid yellow; Kennecott 3 was painted red, white, and blue in 1976 to commemorate America's bicentennial, repainted to standard Ore Haulage colors of green with yellow trim.
3. Kennecott 2 and 3, along with 125-ton mine electric 778 and Ore Haulage RS-2 908, were donated to Feather River Rail Society, Portola, California in November 1985.

Notes:

1. Kennecott 2 was donated to Feather River Rail Society, Portola, California in November 1985; unserviceable; still there as of January 2011
2. Kennecott 3 was donated to Feather River Rail Society, Portola, California in November 1985; unserviceable; usable parts removed, including the cab for future display, and remainder was scrapped.

General Notes:

1. Number shown in number boards was Smelter 1 and Smelter 2; Kennecott records show numbers as SM-1 and SM-2.
2. Painted red and white, similar to Ore Haulage green and yellow paint scheme.
3. Both locomotives repainted yellow like the mine locomotives, and renumbered as Kennecott 101 and 102.
4. Not equipped with dynamic braking.
5. Not equipped for multiple unit operation.
6. Equipped with a 1200 gallon fuel tank.
7. Both units were seen at UP's Salt Lake City diesel shop on December 12, 1981, at which time the builder plate data was verified.

Notes:

1. Kennecott Smelter 1 (SM-1) was renumbered to Kennecott 101 in 1994, repainted yellow similar to mine locomotives; returned to owner/lessor GMAC in July 1999; sold to EMD/GATX owned Locomotive Leasing Partners (LLPX) in July 1999, to LLPX 2901; to Panhandle Northern Railroad (PNR) 2300, before February 2006.
2. (Photo as LLPX 2901 in 2003, at RRPictureArchives.net)
3. (Photo as PNR 2300 in 2006, at RRPictureArchives.net)
2. Kennecott Smelter 2 (SM-2) was renumbered to Kennecott 102 in 1994, repainted yellow similar to mine locomotives; returned to owner/lessor GMAC in July 1999; sold to EMD/GATX owned Locomotive Leasing Partners (LLPX) in July 1999, to LLPX 2902; to Panhandle Northern Railroad (PNR) 2301, before February 2006.
3. (Photo as PNR 2301 in 2006, at RRPictureArchives.net)

General Notes:

1. The Kennecott SD40-2s also had step lights in the form of openings in the angled wall of the corner steps. They also had small 2,600-gallon fuel tanks, instead of the standard 4,000-gallon tanks, because the Kennecott railroad was only 16 miles in each direction. The small fuel tanks allowed the extra air reservoir to be located behind the fuel tank.
2. Equipped with dynamic braking and an extra air reservoir located to the rear of the fuel tank.
3. On the Kennecott Copper railroad, the loads traveled downhill from the mine at Bingham Canyon, to the mills at the south shore of Great Salt Lake. The SD40-2s had extended range dynamic braking and the extra air reservoir to ensure proper control of the train when traveling with loads. The uphill return trip with empties was when power was used.
4. Federal ICC documents show that all seven locomotives were owned by Kennecott Copper, and financed through a lien-lease agreement with First Security Bank of Utah, dated September 1, 1978 (transferred to First Security Leasing Company on September 15, 1980); last day of lease was January 15, 1997, and the lien/lease was released by First Security on June 24, 1999. The per-unit purchase price was $700,000. (ICC Recordation 9792)
5. Kennecott's Ore Haulage operations were shut down on June 30, 1984; all seven locomotives were removed from service on July 1, 1984 and stored at Magna, Utah.
6. On November 14, 1985, all seven locomotives were leased by Kennecott on a 30-day lease to Canadian Pacific (CP Rail). The locomotives were originally intended to be shipped in July 1985 but required shop work prior to movement. The shop work was completed by National Railway Equipment at Kennecott's Magna shop, and included general repairs and reconditioning, new air brake system, and ditch lights for service in Canada. Delivered to CP by UP at Eastport, Idaho on November 17, 1985; the lease was to be in increments of 30 days, to be extended upon mutual agreement, spending most of their time in CP service between Ontario and Quebec; the units were stored by CP at Winnipeg until summer 1986; moved to North Vancouver pending lease to British Columbia Rail. (Rental fee was reported as $300 per day, per locomotive; the sublease included 90 days of no-charge storage at the end of the lease period.)
7. On October 22, 1986, all seven locomotives were leased by Kennecott on a 10-year lease to British Columbia Rail (BCOL). The lease went into effect on January 15, 1987. Renumbered to BCOL 736-742 as Radio Controlled Locomotives for mid-train helper service. (BCOL 743-750 were former Shamrock Coal Company's Oneida & Western SD40s, with BCOL 751-767 being BCOL's own SD40-2s.) Ex-Kennecott 104 was reported in June 1987 as being repainted and renumbered to BCOL 739. All locomotives were reported as being removed from BCOL service in September 1995 and renumbered to HLCX. (Rental fee was reported as $235 per day, per locomotive.) (BCOL lease information from STB Recordations) (1995 information from Canadian Trackside Guide 2000)
8. Upon expiration in January 1997 of the original 1978 lien/lease, all seven locomotives were sold to Helm Financial (which had acted as Kennecott's agent since July 1984); Helm in-turn used them in national lease service as Helm Leasing (HLCX) 6204-6210.
9. After Helm took ownership, some of the seven units had their extra air reservoir (behind the fuel tank) removed, and a larger, standard 4,000 gallon fuel tank installed.
10. Kennecott 105 and 107, as HLCX 6208 and 6210, were sold to Norfolk Southern and became NS 3521 and 3522 in January 2014. The two units retained their small fuel tank and extra air reservoir.

General Notes:

1. All three locomotives were equipped with 13-inch extended width cab on the engineer's side for improved visibility on the car dumpers at Bonneville, Magna, and Arthur concentrator mills.
2. Federal ICC documents show that all three locomotives were owned by Kennecott Copper, and financed through a lien-lease agreement with First Security Bank of Utah, dated September 1, 1978 (transferred to First Security Leasing Company on September 15, 1980); last day of lease was January 15, 1997, and the lien/lease was released by First Security on June 24, 1999. The per-unit purchase price was $475,000. (ICC Recordation 9792)
3. Kennecott 120 and 121 were stored as of late October 2003.
4. The extended cabs on Kennecott 120 and 121, after being sold to Canadian Pacific in 2003, were modified at the CP/Progress Rail Weston Shops, Winnipeg, Manitoba, after arriving from Ogden Shops in Calgary as partial shells. The cabs were modified by Weston, including different cab window arrangements, then returned to Ogden for final overhaul and full repainting. (update from Ross Harrison via email dated January 18, 2011)

Notes:

1. Kennecott 120 was sold by Kennecott to Rail Trust Equipment (RTEX); traded to Canadian Pacific in 2003 as part of a deal of 13 older CP switchers traded to RTEX for four more modern switchers including Kennecott 120, repainted and lettered as CP 1446 by mid 2005, assigned to St. Paul, Minnesota.
2. Kennecott 121 was sold by Kennecott to Rail Trust Equipment (RTEX); traded to Canadian Pacific in 2003 as part of a deal of 13 older CP switchers traded to RTEX for four more modern switchers including Kennecott 121, repainted and lettered as CP 1447 by mid 2005, assigned to St. Paul, Minnesota.
3. Kennecott 122 was sold by Kennecott to Helm Financial in January 1997; leased to UP in April 1997 as UP 1429, extended cab converted to standard-width cab and locomotive, rebuild completed in June 1997 and unit shipped to UP (lease started on June 18, 1997); renumbered to UPY 1429 on October 8, 2001; lease expired and returned to Helm in March 2002; sold to Crete Grain (CGWX) 1500 at Oakes, North Dakota by July 2005. (Diesel Era, January-February 2006, page 55)
4. (Read more about UP 1429, as part of the Union Pacific roster)
5. (Read more about UPY 1429, as part of the Union Pacific roster)

General Notes:

1. Kennecott 123 was built as Kennecott Copper 704, transferred to Ore Haulage on September 19, 1983, entered service as a spare dumper locomotive on September 21, 1983, repainted green and renumbered to Kennecott 123 on January 15, 1984.
2. Kennecott 123 was removed from service on April 8, 1988, after the Magna car dumper was shut down (the Arthur car dumper had been shut down in 1985; the Bonneville car dumper remained in service until May 2001).

Notes:

1. Kennecott 123 (ex Kennecott 704) was removed from service on April 8, 1988, stored until sold to Helm Financial in 1995; leased to Gateway Western (GWWR) 1510, from September 29, 1995 until June 1, 2001; returned to Helm in June 2001; sold in June 2001 to Texas & Northern Railroad (TN) (Lone Star Steel) 1510. (part from STB Recordation 19878, dated December 20, 2001; Randy Keller, email dated January 1, 2012)
2. (Read more about Kennecott 704, below)

General Notes:

1. These seven locomotives were operated in two-unit sets, and a spare, to power the 18 daily 28-mile round trips between Copperton yard and the mills at Magna and Arthur, and after 1964, Bonneville, with a average annual mileage of 50,000 miles; between the time of their delivery in 1948 and 1964, there were two locomotives assigned on a rotating basis to the car dumpers at both the Magna and Arthur mills, leaving five locomotives available for road trains; the expansion of operations in 1964 required additional motive power to operate additional trains for the new Bonneville mill, so additional locomotives were transferred to Utah from Kennecott's Chino operations in New Mexico and rebuilt for specific assignment to the car dumpers, releasing all seven road locomotives to road service.
2. During late May 1978, and again in early August 1978, lightning struck the substation at Cyprus, halfway between Bingham and Magna. The resulting damage shut down the Copperton Low Grade line for ten days; the 400-class electrics were replaced by leased UP GP30s 807 and 809, and new high-cab GP39-2s 779 and 780, as well as the MP15 switchers.
3. General Electric records show that these seven locomotives were built for Utah Copper Co. even though that company had became the Utah Copper Division of Kennecott Copper Corp. in January 1941.
4. Built as Kennecott 1-7, renumbered to Kennecott 401-407 in May 1964.
5. Equipped with dynamic braking.
6. Equipped for operation on both 3000 VDC mainline voltage and 750 VDC yard voltage to allow shared use of yard tracks in Copperton yard with the 750 VDC, 700-class Bingham mine electrics.
7. Kennecott 401-407 had 256,000 pounds operating weight and 62,500 pounds tractive effort.
8. All seven locomotives were removed from Ore Haulage (Copperton Low Line) service in December 1978, and moved to the Dry Fork shops at the Bingham mine.
9. There were brief plans to place the locomotives in mine ore service, with the greater horsepower and dynamic braking seen as a benefit to operate longer ore trains between the pit and Copperton yard by way of the 5490 tunnel. In this service the locomotives were to be renumbered from 401-407, to 1800-1806. The plans were set aside as more GP39-2 locomotives were delivered, and the locomotives remained in storage at Dry Fork until their retirement on March 31, 1982.

Notes:

1. Kennecott 402 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; Kennecott 402 was traded to Oquirrh Mountains Mining Museum; moved by truck in December 2001 for display at the Deseret Peak Complex (motor sports center) near Grantsville, Utah.
2. (Read more about the donation of these Kennecott locomotives)
2. Kennecott 406 was converted to 750 VDC to operate in the Bingham mine in March 1980 but was never used in regular service.
3. Kennecott 407 was donated, along with 80-ton and 125-ton electrics 700 and 771 and dump car 539, to Western Railway Museum, Rio Vista Junction, California in August 1984.

General Notes:

1. All three locomotives were built as Kennecott-Chino Mines Division locomotives, numbered as Chino Mines Division 101-103, renumbered to CMD 1-3.
2. All three locomotives were transferred to Utah in 1964 due to expansion in operations at Bingham; rebuilt for specific assignment to the Magna and Arthur car dumpers, releasing all of the seven road locomotives from car dumper service to road service to move the additional ore tonnage required by new Bonneville mill. (CMD 104, later CMD 4, was transferred to Utah in 1971, renumbered to Utah Copper Division no. 778)
3. (Read more about Kennecott 778, below)
4. Converted from 750 VDC used at Chino to 3000 VDC used by Ore Haulage; work was done by Westinghouse in their Salt Lake City, Utah, facility; all three locomotives originally looked like the 766-773 class Bingham mine locomotives and were completely rebuilt by Westinghouse with new car bodies that included bay windows for the engineer and full width car bodies at the rear that allowed better visibility at the Magna, Arthur, and Bonneville car dumpers.
5. (Read more about these four locomotives when they were assigned to Kennecott Chino)

Notes:

1. Kennecott 408 and 409 were donated, along with 85-ton electrics 702 and 703, to Boone and Scenic Valley Historical Society (Boone, Iowa) in November 1985, delivered in June 1986; both units remained in the collection, as of January 25, 2011. Due to limitations of storage capacity for the society's collection, both locomotives have been scrapped.
2. "Units 408 and 409 were acquired by the BSV in the 1980s because of a perceived superficial similarity, when in original condition, to the Oregon Electric units that had worked on the Fort Dodge, Des Moines and Southern (as Nos. 360-362). Unfortunately, the conversion of units 408 and 409 to 3000v DC operation, along with their great weight, rendered them unsuitable for restoration and operation on the BSV. Due to the severe limitations on storage space in the Boone yard, they had to be scrapped a few years after arrival."
2. Kennecott 410 (disposition unknown, likely scrapped at Dry Forks shop)

General Notes:

1. April 24, 1926 -- "The Utah Copper Company has ordered one 60-ton oil-electric locomotive from the American Locomotive Company, the General Electric Company and the Ingersoll-Rand Company, which companies co-operate in its manufacture." (Railway Age, April 24, 1926, page 1177)
2. Utah Copper 600 (1st) was built in 1926 for Ingersoll-Rand by American Locomotive Co. at Schenectady, New York. using General Electric electric equipment and an Ingersoll-Rand oil engine as the twelfth Ingersoll-Rand box cab oil-electric locomotive built (Utah Copper 600 was the sixth of the second group of six locomotives)
3. Utah Copper 600 was delivered to Utah Copper in early August 1926. There is a photo of a waste train at the mine, in an article about the copper mine in 1927. The photo shows just the end of the locomotive, with the distinctive profile of an I-R boxcab locomotive.
4. Leased to Utah Copper Co. to participate in the one-year motive power tests for Bingham copper mine in 1926, testing its performance against the performance of Bingham & Garfield 0-8-0 steam locomotive number 500 and new Utah Copper battery/electric locomotive number 700.
5. The locomotive was a failure on the grades in the Bingham open-pit mine and was returned to Ingersoll-Rand at some time in 1928; sold to Lehigh Valley number 99 on January 21, 1932; retired by LV in September 1947; scrapped by Lehigh Valley in June 1950.
6. See also: "Ingersoll-Rand: Catalyst of Dieselization" by David H. Hamley in Trains magazine, December 1970, page 35.
7. See also: Lehigh Valley roster in Extra 2200 South, Issue 76, November 1982, page 22, note 5; photograph as LV 99 in Extra 2200 South, Issue 76, November 1982, page 30.
8. Utah Copper number 600 looked very similar to much-more famous Central of New Jersey number 1000.

General Notes:

1. Utah Copper 600 (2nd) was built in 1942; operated by Bingham & Garfield Railway as car-dumper motive power at Magna (Fogarty) and Arthur mills.
2. Kennecott 600 joined 70-ton electrics 1000 and 1001 and 85-ton electrics 737, 738, 740, and 741, also assigned to Ore Delivery Department car dumper service at Magna and Arthur mills until 1948.
3. All seven locomotives were transferred to the Bingham mine in 1948 after the new Copperton all-electric Ore Haulage line was put into operation; the entire electrification at the mills was changed from 600 VDC to 3000 VDC at the same; car dumper motive power at the mills was then filled by rotating single, new 3000 VDC electric road locomotives between car dumper service and regular road service.
4. Utah Copper 600 (2nd) was transferred to Bingham operations and renumbered to Kennecott 665 in 1948; renumbered to Kennecott 765 in October 1965.

General Notes:

1. Built as 75-ton locomotives, re-ballasted by Utah Copper as 85-ton locomotives.
2. Operating voltage was 750 VDC (B&G 740 was 600 VDC until it was transferred to the mine in 1948)
3. Builder plate specifications show B+B, 150/150-4GHM818A, 750VDC
4. Pantographs were Type S-515C with 17 feet, 7 inches to 26 feet variation; side-arm pantographs were Type S-204A with 17 feet, 7 inches to 22 feet, 1 inch variation.
5. One source says that Utah Copper 703 was built as Utah Copper 701. This seems unlikely because of the sequence of builder numbers. GE numbers 10640-10656 are accounted for; most are small electric mine locomotives built for use inside coal mines, all built between February and October 1928.
6. Battery Locomotives - Numbers 700, 702, 703, and 724 were equipped for both overhead (750 VDC) and battery (600 VDC) operations; storage batteries were used in line relocation work in the Bingham mine where overhead power was not available. The batteries had a 500-hour running time and were recharged through the catenary. A few other motors were also equipped with batteries, but the battery feature was only used occasionally after the 1940s when Utah Copper developed the movable catenary towers.
7. Cable Reel Locomotives - Numbers 700, 709, 712, 718, 728, and 730 were equipped for both overhead and cable reel operation; cable reels were used in line relocation work in the Bingham mine where overhead power was not available. The cable was 0 AWG, 2500 feet in length and was connected at a junction box at the nearest overhead support. The cable reel was driven by a Type CY-21 motor. At least ten other motors were also equipped with cable reels, but the cable feature was only used occasionally after the 1940s when Utah Copper developed the movable catenary towers.
8. B&G Locomotives - Numbers 737 and 741 were sold to Bingham & Garfield on August 1, 1934, and were assigned local service at the Bingham mine providing common carrier access to other mining companies, including United States mine in Upper Bingham, and Utah-Apex mine in Carr Fork.
9. B&G Locomotives - Number 740 was assigned as car-dumper locomotive at Magna and Arthur mills, along with 80-ton electrics 1000 and 1001, and no. 600 after it was delivered new in 1942; all five dumper locomotives were transferred to the Bingham mine in December 1948, changing ownership from B&G to Kennecott, upon beginning of operations of the new low-grade Ore Haulage line, after the dumper yards at the mills were converted from 600 VDC to 3000 VDC to allow use of the larger Ore Haulage locomotives in rotation with regular mine-to-mill service.
10. Locomotives retired in 1972-1979, and in March and April 1982 (total of 53 locomotives) were stored in the vicinity of Dry Forks shops, and on out-of-service tracks until all were gathered and stored along the abandoned Bingham & Garfield track above Copperton until all were sold for salvage in May 1982; throughout the summer of 1982 the salvage dealer scrapped the locomotives where they sat and hauled away the scrap metal in trucks.
11. Locomotives retired in August 1982 and in 1983 (total of eight locomotives) were either donated for preservation, or were scrapped by Kennecott at Dry Forks shops.

Notes:

1. Kennecott 700 was donated, along with 125-ton electrics 407 and 771 and dump car 539, to Western Railway Museum (Rio Vista Junction, California) in August 1984.
2. (Kennecott 701) was wrecked on September 1, 1928 while in transit to Utah Copper, scrapped by Utah Copper on June 1, 1931. (information from Kennecott internal records, dated February 18, 1983)
3. GE builder data compiled by Robert Lehmuth and P. Allen Copeland, based on GE builder cards and the highly respected Moser list of GE data.
4. Wreck and scrapping data from Basil Doman, via Steve Swanson; Basil Doman was a B&G and Utah Copper engineer and recalled seeing the locomotive in storage at Bingham after it was wrecked; he was a model railroader and asked about the wrecked locomotive and was given the date information shown above.
5. GE builder number 10656 was apparently reused by GE later in 1928 for a small 5-ton locomotive for Franklin Coal Mining Company.
3. Kennecott 702 and 703 were donated, along with 125-ton electrics 408 and 409, to Boone and Scenic Valley Valley Historical Society (Boone, Iowa) in November 1985, delivered in June 1986; both units were acquired due to their similarity to Fort Dodge, Des Moines & Southern's number 209; both units remain in the collection, as of January 25, 2011.
4. Kennecott 702 was found to be unmoveable on its own wheels, and in mid 1988 was loaded on a flat car, with its two trucks loaded on a separate flat car. The two flat cars were seen sitting at UP's Salt Lake City shops in August 1988.
4. Kennecott 708 was renumbered to Kennecott 720 on December 13, 1979, to clear the number for use by a new GP39-2 to be delivered in 1980.
5. Kennecott 711 and 722 were transferred to Kennecott-Nevada Mines Division in 1974.
6. Kennecott 724 was donated on December 20, 1983 to Puget Sound Railway Historical Society (Snoqualmie, Washington), along with RSD-4 909 and 50-ton dump car 212 (information from Kennecott internal records)
7. Kennecott 724 was shipped from Bingham mine on January 12, 1984; many air brake problems en route; delivered to Snoqualmie on July 11, 1984; scrapped at Snoqualmie during 2000. (2000 update from Frank Hicks, email dated January 10, 2011)

General Notes:

1. Built as 75-ton locomotives, re-ballasted by Utah Copper as 85-ton locomotives.
2. Operating voltage was 750 VDC.
3. Builder plate specifications show B+B, 150/150-4GHM818A, 750VDC
4. Pantographs were Type S-515C with 17 feet, 7 inches to 26 feet variation; side-arm pantographs were Type S-204A with 17 feet, 7 inches to 22 feet, 1 inch variation.
5. Kennecott 748-760 had 169,300 pounds operating weight and 35,000 pounds tractive effort.
6. Locomotives retired in 1972-1979, and in March and April 1982 (total of 53 locomotives) were stored in the vicinity of Dry Forks shops, and on out-of-service tracks until all were gathered and stored along the abandoned Bingham & Garfield track above Copperton until all were sold for salvage in May 1982; throughout the summer of 1982 the salvage dealer scrapped the locomotives where they sat and hauled away the scrap metal in trucks.
7. Locomotives retired in August 1982 and in 1983 (total of eight locomotives) were either donated for preservation, or were scrapped by Kennecott at Dry Forks shops.

Notes:

1. Kennecott 759 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; sold for scrap in January 1984.
2. (Read more about the donation of these Kennecott locomotives)

General Notes:

1. All twelve locomotives leased from Union Pacific and Denver & Rio Grande Western beginning in May 1973; the lease ended in December 1978.
2. D&RGW 3014 was also leased (without an assigned Kennecott number) between September 4, 1973 and mid-March 1974; the brief lease period (6 months) was likely to cover major repairs on one of the other D&RGW units that required a return to D&RGW, with 3014 sent as a replacement unit in the group of leased units.
3. These leased GP30s were numbered into vacated number slots in Kennecott's 700-class 85-ton straight electric fleet and were assigned to haul the waste trains from the Bingham open pit mine to disposal areas adjacent to the mine.
4. All locomotives were equipped with raised pilots and wooden foot boards.
5. UP, D&RGW, and Kennecott road numbers visually confirmed by Ryan Ballard.

General Notes:

1. AT&SF and Kennecott road numbers visually confirmed by Ryan Ballard.
2. Both AT&SF units were seen in Colorado en route to Utah. (Pacific News, November 1975, page 13)
3. Builder data from Robert Lehmuth.

General Notes:

1. Federal ICC documents show that both locomotives were owned by Kennecott Copper, and financed through a lien-lease agreement with First Security Bank of Utah, dated September 1, 1978 (transferred to First Security Leasing Company on September 15, 1980); last day of lease was January 15, 1997, and the lien/lease was released by First Security on June 24, 1999. The per-unit purchase price was $500,000. (ICC Recordation 9792)
2. Kennecott 704 was declared surplus at the mine on September 19, 1983; transferred to Ore Haulage on October 4, 1983; in service as a dumper engine on October 12, 1983; out of service for paint on January 4, 1984; repainted from mine yellow and number 703, to Ore Haulage green and number 123, completed on January 9, 1984.
3. Kennecott 704 (as Kennecott 123) was removed from service on April 8, 1988, after the Magna car dumper was shut down (the Arthur car dumper had been shut down in 1985; the Bonneville car dumper remained in service until May 2001).

Notes:

1. Kennecott 701 was renumbered to Kennecott 915 in October 1986.
2. (Read more about Kennecott 915, below, includes disposition after Kennecott)
2. Kennecott 704 was transferred to Ore Haulage on September 19, 1983, repainted green and renumbered to Kennecott 123 on January 15, 1984
3. (Read more about Kennecott 123, above, includes disposition after Kennecott)

General Notes:

1. Equipped with extra height cabs (26 inches) for improved visibility in the Bingham open pit copper mine.
2. Equipped with extra clearance pilots and fuel tanks.
3. Equipped with dynamic braking.
4. Federal ICC documents show that all seven were owned by Kennecott Copper, and used as collateral under a lien/lease agreement with First Security Bank of Utah (transferred to First Security Leasing Company on September 15, 1980), dated September 15, 1980; last day of lien/lease was January 15, 1999, at which time the locomotives became the property of Kennecott; asset value was reported as $5,170,000, or $738,571 for each locomotive. (ICC Recordation 12240-12243)
5. Kennecott 706 was transferred to Haulage Division in March 1988.
6. Kennecott 705 was rebuilt in-kind by Morrison Knudsen (Boise, Idaho) in March 1992; new paint and lettering scheme applied (seen en route to Boise in January 1992)
7. Kennecott 707 was rebuilt in-kind by National Railway Equipment, Silvis, Illinois; moved to Silvis in April 1998; completed and returned to Kennecott in September 1998.
8. Kennecott 708 was rebuilt in-kind by National Railway Equipment, Silvis, Illinois; moved to Silvis; completed and returned to Kennecott in March 1998.
9. Kennecott 710 was rebuilt in-kind by Morrison Knudsen (Boise, Idaho) in April 1992; new paint and lettering scheme applied.
10. Kennecott 711 was rebuilt in-kind by Morrison Knudsen (Boise, Idaho) in May 1992; new paint and lettering scheme applied.
11. Dispositions of Kennecott 706 and 708 are unknown. Google satellite photos from 2015 show two high-cab locomotives at Energy Solutions at Clive, Utah; these two locomotives may be former Kennecott 706 and 708.
12. A former Kennecott employee recalls that 706 and 708 (along with 710) had been out of service at Dry Fork shop for a long period, and had served as parts sources for the other units. Dry Fork shop was closed in summer 1999, and the site used for a new reload facility. The remaining rail equipment at Dry Fork was moved in the summer of 1999 down to the Copperton yard, then to the Magna shop for further disposition. Kennecott 706 and 708 were apparently sold to Tangent Rail at that time, and moved to Clive, Utah, for use at the Energy Solutions disposal site. Tangent Rail was, from 2005 to 2010, the contract operator for Kennecott's rail operations at its Magna and Garfield mill and smelter complex, and was reported as also being the contract operator for Energy Solutions at Clive. Tangent Rail likely applied TR2 and TR3 as numbers for the two locomotives. When Tangent Rail sold its contracts to Stella-Jones in 2010, the two locomotives at Clive may have been sold to Energy Solutions, and remain there as of early 2021.

Notes:

1. Kennecott 705 was sold to Rio Tinto Minerals in July 2005 for use at the Rio Tinto Borax mine at Boron, California (formerly U.S. Borax, purchased by Rio Tinto in 1968). Kennecott 705 was seen en route at Colton on July 3, 2005; cab lowered by GATX at its facility at West Colton, California, seen on October 30, 2005 with freshly lowered cab and nose; seen on April 9, 2006 at Colton, California with freshly lowered cab; seen on June 30, 2007 at UP's yard in Colton, California with newly applied white paint scheme, en route to Rio Tinto Minerals at Boron, California, numbered as Rio Tinto 71705; seen in service at Boron in May 2008. (information from Robert Conroy via email August 24, 2007; and from N. L. Pitsch via email on May 21, 2008)
2. Kennecott 706 was owned by Kennecott after January 1999; further disposition unknown (see general note, above).
3. Kennecott 707 (along with Kennecott 792 and 799) was sold to Railworks in 2002, as contract operator of Kennecott's rail operations at Magna/Garfield, Utah; sold to Tangent Rail in October 2005 as part of their purchase of Railworks; sold to Stella-Jones in April 2010 as part of their purchase of Tangent Rail; sold to Omaha Track in October 2012 as part of their purchase of the Garfield switching contract; repainted and renumbered to OmahaTrack 3906 in September 2020, with SSP (Spokane, Spangle & Palouse Railway) reporting mark while still in Utah; moved to SSP at Marshall, Washington, after November 2020.
4. (Read more about the Garfield switching contract)
4. Kennecott 708 was owned by Kennecott after January 1999; further disposition unknown (see general note, above).
5. Kennecott 709 was owned by Kennecott after January 1999; sold to Rarus Railway (RARW) 1010 in early 2004 (along with standard cab 905); Rarus Railway sold to Patriot Rail in May 2007; moved to Utah Central in September 2008, after Utah Central was purchased by Patriot Rail in July 2008; beginning in late 2010, assigned as plant switcher at Western Zirconium, Little Mountain, Utah (still in red primer color); painted in full Patriot Rail colors in September 2023 and reported as being moved to a Patriot Rail operation in Colorado (View a photo of Patriot Rail 1010 in September 2023).
6. Kennecott 710 was owned by Kennecott after January 1999 (reported as being unserviceable and unsellable; possibly scrapped by Kennecott at Dry Fork shop just prior to its closing in summer 1999); sold in about 2008 to Rawhide Short Line (RAWX) 1088 at Platte River Power Authority's Rawhide Power Station near Wellington, Colorado (north of Fort Collins) (replacing Rawhide's ex UP NW2 1087, which had been there since July 1982, and which was scrapped after the arrival of 1088). Kennecott 710 was sold to S&S Sales and Leasing (SSRX); seen in-transit at Speer, Wyoming on BNSF on September 27, 2019, en route to Utah; arrived at Salt Lake City on October 17, 2019; to Salt Lake, Garfield & Western DS-13, November 2019.
7. Kennecott 711 was owned by Kennecott as late as February 1999, but leased to other users (per STB Recordations); sold to Helm Financial, rebuilt by Motive Power-Boise with new larger fuel tank and standard cab (seen at Boise in July 1998, still in as-built condition but with HLCX 3952 spray-painted on long hood); in national lease service as HLCX 3952; to Evansville Western Railroad (EVWR) number 3836 before January 2005. (EVWR 3836 frame-checked as 796342-7 by Joe Furgeson)

General Notes:

1. Kennecott 714-717 built new as Chicago, Rock Island & Pacific 943, 945, 948 and 949. Returned to owner, United States Leasing, upon Rock Island's shutdown in March 1980. Stored at the former Rock Island Silvis shops until moved to Morrison Knudsen in spring 1981.
2. Kennecott purchased the four locomotives from Morrison Knudsen in July 1982; M-K refurbished them, with completion dates as shown above. Modifications to the locomotives included 15-inch clearance for the pilots and fuel tanks (reducing the fuel capacity from 1,200 gallons to 900 gallons).
3. Kennecott 714, 716, and 717 were removed from Bingham mine service on January 4, 1984; transferred to Garfield smelter service and renumbered to 900-series in January and April 1987.
4. (Read more about Kennecott 714, 716, and 717 as Kennecott 912, 913, and 914, below)
5. All four locomotives were sold to Helm Financial in April 1998; in national lease service as HLCX locomotives.

Notes:

1. Kennecott 714 was removed from mine service on January 4, 1984, renumbered to Kennecott 912 in January 1987
2. Kennecott 715 was removed from mine service on January 4, 1984; not renumbered to Kennecott 900-series; sold to Helm Financial in April 1998 at same time as other three locomotives in this group; used in national lease service as HLCX 1516
3. Kennecott 716 was removed from mine service on January 4, 1984, renumbered to Kennecott 913, April 1987
4. Kennecott 717 was removed from mine service on January 4, 1984, renumbered to Kennecott 914, April 1987 (briefly seen renumbered back to Kennecott 717 in late 1990)

General Notes:

1. Kennecott 722, 729, 731, and 742 were built as Kennecott-Nevada Mines Division locomotives; transferred to Kennecott-Utah Copper Division in 1978, renumbered to 700-series.
2. Kennecott 729 was built as KCC Ray Mines Division 100; transferred to KCC Nevada Mines Division in December 1970, renumbered to KCC-Nevada 108; transferred to KCC Utah on October 12, 1978; renumbered to 729
3. Kennecott 737 was built as Kennecott 902; short hood lowered ("chopped") by Kennecott in July 1972; transferred to Bingham mine on January 21, 1977, renumbered to Kennecott 737.

Notes:

1. Kennecott 722; seen in line of eight retired locomotives sitting at Kennecott's precipitation plant in April 1983 (disposition unknown)
2. Kennecott 729, 731 and 742 were donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; sold for scrap in January 1984.
3. (Read more about the donation of these Kennecott locomotives, below)
3. Kennecott 737 was returned to Ore Haulage for parts; trucks used under various MP15ACs during truck rebuilding effort; body and frame scrapped by Ore Haulage during 1981.

General Notes:

1. Kennecott 734 was built as Baldwin DRS6-4-1500 demonstrator 1501; sold to Kennecott 901 in 1949; wrecked in 1952, changed from A-1-A trucks to B-B trucks during wreck repairs; short hood lowered, "chopped", in June 1972; Kennecott 901 was transferred to Bingham mine on April 20, 1977, repainted yellow and renumbered to Kennecott 734.
2. Equipped with 63:15 gear ratio.
3. Kennecott 734 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; sold for scrap in January 1984.
4. (Read more about the donation of these Kennecott locomotives, below)

General Notes:

1. Kennecott data shows these units as 90 tons; GE data shows them as 85 tons.
2. Kennecott 761-764 had 171,800 pounds operating weight and 50,300 pounds tractive effort.

Notes:

1. Kennecott 761 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; sold for scrap in January 1984.
2. (Read more about the donation of these Kennecott locomotives, below)
2. Kennecott 762, 763 and 764 were scrapped by Kennecott at Dry Forks shops during 1983-1984

General Notes:

1. Built as Utah Copper 600 and used by Ore Delivery Department (B&G Ry.) in 600 VDC car dumper service at Magna and Arthur mills, joining numbers 740, 1000, and 1001 already assigned there. Transferred to Bingham mine in December 1948 (converted to 750 VDC and renumbered to 665) upon beginning of operations of the new low-grade Ore Haulage line. The dumper yards at the mills were converted to 3000 VDC to allow use of the larger Ore Haulage locomotives in rotation with regular mine-to-mill service. Number 665 was renumbered to 765 in October 1965.
2. Kennecott 765 had 201,200 pounds operating weight and 50,300 pounds tractive effort.
3. Kennecott 765 was scrapped by Kennecott at Dry Forks shops during 1983-1984

General Notes:

1. Kennecott 766-769 were built as Utah Copper 800-803; renumbered to 866-869 in November 1955; renumbered to 766-769 in October 1965
2. Kennecott 766 and 767 were shipped (as Kennecott 800 and 801) from GE on February 18, 1952; delivered to Lead Mine, Utah, Kennecott's interchange point with D&RGW's Bingham (Utah) Branch. (Locomotive Notes II, Issue 151, page 2)
3. Kennecott 768 and 769 were shipped (as Kennecott 802 and 803) from GE on March 7, 1952; delivered to Lead Mine, Utah, Kennecott's interchange point with D&RGW's Bingham (Utah) Branch. (Locomotive Notes II, Issue 151, page 2)
4. Kennecott 766-769 had 250,000 pounds operating weight and 57,700 pounds tractive effort.
5. Kennecott 767 was removed from service on November 11, 1982.

General Notes:

1. Kennecott 770-773 were built as Utah Copper 804-807; renumbered to 870-873 in November 1955; renumbered to 770-773 in October 1965
2. Kennecott 806 and 807 were renumbered by Kennecott after arriving in Utah, contrary to previous reports show that Kennecott 806 and 807 were renumbered to Kennecott 872 and 873 while still at GE, shipped to Utah as Kennecott 872 and 873; a photo in the Kennescope, Kennecott's company magazine, shows Kennecott 806 in service at Copperton.
3. General Electric records show 770-773 as being built as numbers 870-873, but photographic research has found a photograph of number 871 with that number on the cab side and number 805 in the lighted number board.
4. Kennecott 770 and 771 were shipped (as Kennecott 804 and 805) from GE on October 14, 1955. (Locomotive Notes II, Issue 173, page 2)
5. Kennecott 772 and 773 were built as numbers 806 and 807, renumbered at GE to 872 and 873, shipped (as Kennecott 872 and 873) from GE on December 22, 1955. (Locomotive Notes II, Issue 173, page 2)
6. Kennecott 770-773 had 250,000 pounds operating weight and 57,700 pounds tractive effort.

Notes:

1. Kennecott 771 was donated, along with 80-ton electric 700, 125-ton electric 407, and dump car 539, to Western Railway Museum, Rio Vista Junction, California in August 1984.
2. Kennecott 772 was removed from service on May 15, 1982

General Notes:

1. Kennecott 774 and 775 were built in 1917 for General Electric stock, without a designated customer; both were sold to Manufacturers Railway, St. Louis, Missouri in May 1918; sold to Utah Copper Company in May 1924; received in Utah on June 16, 1924; first numbered as Utah Copper numbers 1000 and 1001.
2. The following comes from Martin Loftton's article about Manufacturers Railway, in the January 1994 issue of Model Railroading magazine: "In 1918, the road experimented with electric power. Two 80-ton General Electric B-B electrics were purchased. They were given numbers 8 and 9. The electrics lasted only six years, however. They went to Kennecott Copper as the #1000 and #1001 in 1924." (View two photos of Manufacturers Ry. 8 and 9, lifted from the article)
3. Utah Copper 1000 and 1001 were purchased to electrify the car dumper yards at the Magna and Arthur mills; placed in service on September 8 and 10, 1924.
4. Utah Copper 1000 and 1001 were dumper engines until production increased during WWII and Utah Copper sold motors 600, 737 and 741 to B&G for use as switchers at the mine, and as dumper engines at the mills. Utah Copper 1000 and 1001 were then transferred to the Bingham mine and their pantograph arrangement was changed to match the design used at the mine. The two little motors were renumbered as 798 and 799 in 1965, then to 774 and 775 in 1966, although 799 was actually scrapped in 1972 with that number still on its cab. No. 774 was scrapped in 1974. These were the smallest electric locomotives on the Utah Copper roster.
5. For almost all of their service at the mine, from 1948 to the mid 1970s, the two locomotives were used as shop switchers at the Dry Forks shops, which were completed in June 1947.
6. Kennecott data shows both locomotives as 70 tons; GE data shows both locomotives as 80 tons.
7. GE Model LS404-E-160; GE Specification B+B-160/160-4GE69
8. Both locomotives were transferred to the Bingham mine in December 1948 (along with Kennecott 600 and 740) upon startup of electrified Copperton Ore Haulage line; at the same time, the dumper yards at the mills were converted from 600 VDC to 3000 VDC to allow use of the larger Ore Haulage locomotives as dumper engines, in rotation with regular mine-to-mill service.
9. The two locomotives had the following road numbers:

Notes:

1. Kennecott 774 was delivered as Utah Copper 1000 in 1924; transferred to mine in 1948 and converted from 600 VDC to 750 VDC; to Kennecott Copper 1098 in May 1964; to Kennecott 798 in October 1965; Kennecott 798 was renumbered to 774 in May 1966. Scrapped at Bingham in the mid 1970s.
2. Kennecott 799 (not renumbered to Kennecott 775) was delivered as Utah Copper 1001 in 1924; transferred to mine in 1948 and converted from 600 VDC to 750 VDC; to Kennecott Copper 1099 in May 1964; to Kennecott 799 in October 1965; Kennecott 799 was assigned number 775 but remained out of service during and after 1966 and was not renumbered. Scrapped at Bingham in the mid 1970s.

General Notes:

1. Kennecott 775-777 were built as Kennecott-Nevada Mines Division, Ruth, Nevada 61, 62, 66; transferred to Kennecott-Utah Copper Division in 1966 and 1978; all three locomotives were assigned to Bingham Precipitation Plant, Copperton, Utah.
2. Kennecott 775-777 had 140,000 pounds operating weight and 35,000 pounds tractive effort.
3. All three units donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983
4. (Read more about the donation of these Kennecott locomotives, below)

Notes:

1. Kennecott 775 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; retained for future service; offered for sale via Ozark Mountain Railcar in July 2008, not sold; scrapped by NRHS-Promontory Chapter in July 2010. (2008 and 2010 update from Ron Sims via email dated December 26, 2010)
2. Kennecott 776 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; sold for scrap in January 1984.
3. Kennecott 777 was donated to NRHS-Promontory Chapter (Salt Lake City, Utah) on May 10, 1983; parts missing at donation, sold for scrap in January 1984. (photos taken as late as September 1983 show the unit in the line of locomotives donated to NRHS) (reported in error as being donated or sold to a museum in California.)

General Notes:

1. Kennecott 778 was built as Kennecott-Chino Mines Division 104, renumbered to Kennecott-Chino 4; transferred to Kennecott Utah Copper Division in April 1971; shipped to Utah in December 1971 (seen loaded on flat car in-transit through Pueblo, Colorado on December 11, 1971, with trucks in separate gondola); renumbered to Kennecott-Utah 778 in March 1973. (December 1971 data from Extra 2200 South, January-February 1972, page 30)
2. Painted in red-white-blue paint scheme in May 1976 to commemorate America's Bicentennial; repainted back to standard yellow and black in June 1978. Kennecott also painted Copperton Low Grade line cabooses 416 and 425 to a bicentennial paint scheme. (photographs as red-white-blue in Pacific News, June 1976, page 29 [photo by Ryan Ballard]; and in Extra 2200 South, Issue 64, April-May-June 1978, inside back cover [photo by John C. Benson])
3. Kennecott 778 was donated, along with RS-3s 2 and 3, and RS-2 908, to Feather River Rail Society, Portola, California, in November 1985; still there in August 2010
4. (Read more about this locomotive in service at Kennecott Chino)

General Notes:

1. Equipped with extra height cabs (26 inches) for improved visibility in the Bingham open pit copper mine.
2. Equipped with extra clearance pilots and fuel tanks.
3. Equipped with dynamic braking.
4. Kennecott 779-789 were declared surplus and removed from service due to discontinuance of rail waste trains in September 1983.
5. All 11 units were owned Kennecott, contrary to earlier reports that they were owned by Helm Financial and leased to Kennecott (Helm acted as Kennecott's agent for the lease to MKT).
6. On August 2, 1984, a 13-year lease agreement was signed for Kennecott 779-783, 785, 787-789 (nine of the 11 units) to be leased by Kennecott to Missouri-Kansas-Texas Railroad; the locomotives were brought up to operable condition and FRA standards, including lowering the extra height cabs; work was performed by National Railway Equipment at a leased facility in Clearfield, Utah, between August and October 1984; moved to MKT in October 1984, under their own power as part of a power-pool agreement between MKT and D&RGW; in service as MKT 380-388; changed to UP with MKT/UP merger in August 1988, locomotives renumbered to UP 2350-2358 between December 1988 and January 1991, renumbered to UP 1200-1208 (not in sequence) in 2001-2003.
7. On all except Kennecott 782, the entire cab was lowered for the lease to MKT by removing the 26 inches of extra height, but because the actual cab roof was then too low, a four-inch hump was added to allow clearance to open the cab interior electrical cabinet doors. The extra-height cab on Kennecott 782, was in very poor shape from wreck damage repair by Kennecott (the cab had been sheared off by a mining shovel in the Bingham Canyon Mine). National Railway Equipment replaced the entire cab with one from a retired Milwaukee Road SD45.

Notes:

1. Kennecott 784 was transferred to Ore Haulage on August 24, 1983, painted green and renumbered to Kennecott 910 at Bingham Dry Fork shops, completed on November 8, 1983, shipped to Magna shops on January 18, 1984, entered service on February 3, 1984
2. (Kennecott 910 was sold in February 2008 to Twin Cities & Western (TCWR) 2300)
3. (Read more about Kennecott 910, below)
2. Kennecott 786 was transferred to Ore Haulage on August 24, 1983, painted green and renumbered to Kennecott 911 at Bingham Dry Fork shops, completed on November 18, 1983, shipped to Magna shops on November 22, 1983, entered service on December 8, 1983.
3. (Kennecott 911 was sold in June 2005 to Dakota & Iowa Railroad (DAIR) 2511)
4. (Read more about Kennecott 911, below)

General Notes:

1. Equipped with extra height cabs (26 inches) for improved visibility in the Bingham open pit copper mine.
2. Equipped with extra clearance pilots and fuel tanks.
3. Equipped with dynamic braking.
4. Federal ICC documents show that all 10 locomotives were owned by Kennecott Copper, and financed through a lien-lease agreement with First Security Bank of Utah, dated September 1, 1978 (transferred to First Security Leasing Company on September 15, 1980); last day of lease was January 15, 1997, and the lien/lease was released by First Security on June 24, 1999. The per-unit purchase price was $575,000. (ICC Recordation 9792)
5. Kennecott 791, 794, 795, and 797 were briefly in service as Kennecott 108-111, for about six months from late 1987 to April 1988, when the slurry pipeline between the new Copperton concentrator and the Garfield smelter went into service, reducing the need for motive power on the mainline railroad.

Notes:

1. Kennecott 790 was transferred to Haulage Division in March 1988; rebuilt in-kind by Morrison Knudsen (Boise, Idaho) in February 1993; sold (along with Kennecott 910) to Twin Cities & Western (TCWR) 2301 on February 28, 2008, stored at Provo, Utah, at time of sale; moved in July 2008 to Mid America Car in Kansas City to have the high cab cut down to standard height; completed and delivered to TC&W on March 17, 2009. (TC&W sale date and location from Mike Bargmann via email dated January 1, 2012)
2. Kennecott 791 was transferred to Haulage Division in October 1986; sold to Copper Basin Railway (Hayden, Arizona) number 501 in May 1993 (rebuilt with low cab by AMF Montreal in September 1993; AMF is Atelier Montreal Facility, formerly the Canadian National Montreal shops) (See also: STB Recordation 25897, dated October 5, 2005; agreement between Copper Basin Railway and Rail Management Corp.)
3. Kennecott 792 was sold (along with Kennecott 707 and 799) to Railworks in 2002, as contract operator of Kennecott's rail operations at Magna/Garfield, Utah; sold to Tangent Rail in October 2005 as part of their purchase of Railworks; sold to Stella-Jones in April 2010 as part of their purchase of Tangent Rail; sold to Omaha Track in October 2012 as part of their purchase of the Garfield switching contract; renumbered to Omaha Track 3901 in March 2019, moved during July 2020 to the Omaha Track shortline, Spokane, Spangle & Palouse Railway (SSP) in Washington.
4. (Read more about the Garfield switching contract)
4. Kennecott 793 was sold to Soo Line 4598 in late June 1989 (cab cut down to normal height)
5. Kennecott 794 was transferred to Haulage Division in October 1986; sold to Soo Line 4599 in late June 1989 (cab cut down to normal height)
6. Kennecott 795 was transferred to Haulage Division in October 1986; sold to Helm Financial in August 1995, cab rebuilt to standard configuration, in lease service as HLCX 3950, leased to UP 2749, August 1996; retired by UP in January 2001, returned to Helm; sold to Independent Locomotive Service (ILSX) and used in national lease service as ILSX 1390, painted maroon with yellow lettering; as of November 14, 2018, in service on St. Croix Valley Railroad, Rush City, Minnesota. (2018 update from Eric Bitton via Facebook, November 14, 2018)
7. Kennecott 796 was sold to Copper Basin Railway (Hayden, Arizona) number 502 in May 1993. (rebuilt with a standard cab by AMF Montreal in September 1993; AMF is Atelier Montreal Facility, formerly the Canadian National Montreal shops) (See also: STB Recordation 25897, dated October 5, 2005; agreement between Copper Basin Railway and Rail Management Corp.)
8. Kennecott 797 was transferred to Haulage Division in October 1986; sold to Helm Financial in August 1995, cab rebuilt by VMV Enterprises to standard configuration (seen at Grand River, Kentucky, on January 20, 1996, still in Kennecott yellow paint and 797 number, but with rebuilt cab), in lease service as HLCX 3951, leased to UP 2750, August 1996; retired by UP in January 2001, returned to Helm; sold to Independent Locomotive Service (ILSX) and used in national lease service as ILSX 1389, still in UP paint until March 2007 when it was repainted at Horicon in Crawford, Wisconsin, in maroon with yellow lettering, in service during April 2011 on Twin Cities & Western at Moorhead, Minnesota.
9. Kennecott 798 was sold (along with Kennecott 911) to National Railway Equipment in June 2005 (Extra 2200 South, issue 128, page 16); seen en route to NRE at Provo, Utah on Utah Railway on June 18, 2005, and at Denver, Colorado on June 30, 2005; seen as NREX 798 at Concord, Ontario, Canada on July 29, 2005; stored at NRE's Dixmoor facility as NREX 798 in mid September 2005; cab lowered in October 2006 and sold to Dakota & Iowa Railroad (DAIR) as their 2510. (information from Ken Lanovich, via LocoNotes, September 10, 2005 and October 18, 2006)
10. Kennecott 799 was rebuilt in-kind by AMF (Montreal, Quebec); shipped to AMF in February 1993; received back at Kennecott in May 1993; sold (along with Kennecott 707 and 792) to Railworks in 2002, as contract operator of Kennecott's rail operations at Magna/Garfield, Utah; sold to Tangent Rail in October 2005 as part of their purchase of Railworks; sold to Stella-Jones in April 2010 as part of their purchase of Tangent Rail; sold to Omaha Track in October 2012 as part of their purchase of the Garfield switching contract; repainted and renumbered to OmahaTrack 3905 in February 2020, moved during July 2020 to the Omaha Track shortline, Spokane, Spangle & Palouse Railway (SSP) in Washington.
11. (Read more about the Garfield switching contract)

General Notes:

1. Built as Bingham & Garfield Railway 800; used as yard switcher at Magna, Utah from 1942 until transferred to Nevada (or Chino) in 1944.
2. B&G 800 had 228,300 pounds operating weight and 68,500 pounds tractive effort.
3. Other source material suggests that B&G no. 800, an Alco S-2, may have been assigned to Chino from 1944 to 1949, and was replaced at Chino by B&G 801 in 1949, at which time the ex B&G 800 was sent to Nevada. Keith Albrandt's Nevada data, gleaned from Nevada records, shows that no. 800 arrived in Nevada in 1949.
4. B&G 800 was transferred to Kennecott-Nevada Mines Division in 1944 (or 1949), in service until after 1972.

General Notes:

1. Built as Bingham & Garfield Railway 801; used as yard switcher at Magna, Utah from 1943 until transferred to New Mexico 1949.
2. B&G 801 had 236,000 pounds operating weight and 70,500 pounds tractive effort.
3. B&G 801 was transferred to Kennecott-Chino Mines Division in 1949, renumbered to Chino 80; transferred to Kennecott-Nevada Mines Division in September 1963, renumbered to Nevada number 801; donated by Kennecott to Nevada Northern Railway Museum, East Ely; stored out of service at East Ely; restored to operation, first operation in 39 years on July 1, 2022.
4. (Read more about B&G 801, as KCC-Nevada 801)

General Notes:

1. Built as Bingham & Garfield Railway 803; used as yard switcher at Magna, Utah from 1943 until transferred to Nevada in 1948.
2. B&G 803 had 236,000 pounds operating weight and 70,500 pounds tractive effort.
3. B&G 803 was transferred to Kennecott-Nevada Mines Division in November 1948

General Notes:

1. Bingham & Garfield 900 had a center-cab design and was one of the largest center-cabs built by General Electric.
2. (View a photo of B&G 900, at Magna in June 1943)
2. Built as Bingham & Garfield 802 in March 1943, renumbered to B&G 900 just three months later, in June 1943.
3. B&G 802/900 was one of 19 similar very large center-cab locomotives built by General Electric.
4. (Read more about GE's large center cab locomotives)
4. Photo of B&G 802 in 1944 Locomotive Cyclopedia, page 973.
5. B&G 900 had 267,300 pounds operating weight and 70,250 pounds tractive effort.
6. Kennecott 900 was removed from service in 1967; scrapped by Kennecott at their Magna shops in July 1969
7. The frame with bare engine blocks was stored on shop trucks at the Magna shops as late as 1972.

General Notes:

1. "Baldwin Locomotive Works completed its DRS-6-4-1500 demonstrator unit #1501, c/n 73474, on 14 March 1948.  Baldwin had already decided to use this unit to target potential western customers and as such had its west coast sales representatives visiting the offices of various railroads and industrial operations across the region during the winter of 1947-1948.  Those operations that agreed to take a look at the locomotive signed leases with Baldwin -- for example, the McCloud River Railroad and Baldwin signed their lease on 1 December 1947, about three and a half months before the unit would be finished.  The #1501 headed west upon its release from Eddystone, and it spent the next six and a half months through the summer of 1948 demonstrating on the following roads: Bamberger Railroad, Brooks-Scanlon Lumber Company; California Western; Fruit Growers Supply Company; McCloud River; Northwestern Pacific; Sierra; Southern Pacific; Tooele Valley; Trona; and Western Pacific.  At the end of the tour Baldwin sold the #1501 to Kennecott Copper Corporation for use on their extensive operations around Magna, Utah.  Kennecott retired the former demonstrator in 1983 and donated it to the Promontory Chapter of the NRHS, who scrapped it the following year." (Jeff Moore, Trainorders.com, March 25, 2020)
2. "Baldwin workmen, meanwhile, were busy building DRS-6-4-1500s -- including one unit of particular interest to the front office. Tacked onto a production run which included French Supply Council units and Norfolk Southern 1502-1510 was DRS-6-4-1500 demonstrator 1501. The unit was operational at Eddystone in early February 1948, and was first used as the guinea pig for a troubleshooting class held for customers' employees. On March 14, 1948, dressed in dark green with yellow trim, it was dispatched on a western sales tour. The first stop was the Southern Pacific (Texas & New Orleans) at El Paso, Texas, on April 10, 1948. The unit worked on the SP, California Western, McCloud River Railroad, and Western Pacific, and ended its tour on Utah's seven-mile Tooele Valley Railway. While it was there, officials of Kennecott Copper Co. inspected and rode the unit -- and bought it on the spot. The locomotive was delivered to Kennecott at Magna, Utah (where it became Kennecott Copper No. 901), on October 28, 1949." (Gary W. Dolzall and Stephen F. Dolzall, "Diesels From Eddystone: The Story Of Baldwin Diesel Locomotives", page 86)
3. (Additional comments about the Baldwin demonstrator number 1501 are in Kirkland's book "The Diesel Builders, Volume 3, Baldwin," pages 175-177)
4. Kennecott Copper 901 was built as Baldwin DRS6-4-1500 demonstrator 1501; sold to Kennecott 901 in 1948; Baldwin records, with in-service dates as of June 1960, show the sale date as 1949.
5. Equipped with 63:15 gear ratio.
6. Kennecott 901 had 270,000 pounds operating weight and 55,950 pounds tractive effort.
7. Wrecked in December 1952, changed from A1A-A1A trucks to B-B trucks during wreck repairs.
8. Short hood lowered, "chopped", in June 1972.
9. Transferred to Bingham mine on April 20, 1977, repainted yellow.
10. Photograph with new chopped nose in Extra 2200 South, Issue 36, September-October 1972, page 26
11. Kennecott 901 was transferred to Bingham Mine, renumbered to Kennecott 734 on April 20, 1977.

General Notes:

1. Kennecott 902 had 229,500 pounds operating weight and 57,375 pounds tractive effort.
2. Short hood lowered, "chopped," by Kennecott-Utah Copper Division in July 1972.
3. Photograph with new chopped nose in Extra 2200 South, Issue 36, September-October 1972, page 26
4. Kennecott 902 was transferred to Bingham Mine on January 21, 1977, renumbered to Kennecott 737 (Extra 2200 South, Oct-Nov0Dec 1979, page 34)

General Notes:

1. Not equipped with dynamic braking.
2. Kennecott 903 had 342,880 pounds operating weight and 84,300 pounds tractive effort.
3. Kennecott 903 was built under EMD order number 6456-1.
4. Short hood lowered, "chopped," by Kennecott in April 1972.
5. Kennecott 903 was removed from service on April 8, 1988; sold to locomotive dealer Western Railway Supply; sold to Minnesota Valley Rail Authority (MNVA), Morton, Minnesota in November 1990; seen on January 1, 1991 at Omaha, Nebraska en route to MNVA; scrapped by MNVA during 1994.
6. (Read more about the modern lettering of Kennecott diesels)

General Notes:

1. Kennecott 904 was the last EMD SD24 built, the only one built in 1963, with none having been built in 1962. Kennecott had wanted a six-axle version of the then currently available GP30.
2. Equipped with dynamic braking.
3. Kennecott 904 was built under EMD order number 5649-1.
4. Kennecott 904 had 386,000 pounds operating weight and 92,640 pounds tractive effort.
5. Kennecott 904 was removed from service on April 8, 1988; sold to locomotive dealer Western Railway Supply (also known as Western Rail Dismantlers); sold to Minnesota Valley Rail Authority (MNVA), Morton, Minnesota in November 1990; seen on January 1, 1991 at Omaha, Nebraska en route to MNVA (photo in Locomotive Notes II, Number 176, January-February 1994, page 10); sold to Pioneer Rail Equipment (PREX) 2400 in December 1994 at the same time that MNVA was sold to Minnesota Central Railroad (MNCR); stored on ground without trucks at Bismarck, North Dakota during July 1998. (photo in Locomotive Notes II, September-October 1998, Number 204, page 9)
6. (Read more about the modern lettering of Kennecott diesels)

General Notes:

1. Equipped with dynamic braking.
2. Kennecott 905 was owned by Kennecott after January 1999; sold to Rarus Railway (RARW) 1011 in early 2004 (along with high cab 709); Rarus Railway sold to Patriot Rail in May 2007; Rarus Railway changed to Butte, Anaconda & Pacific in July 2007; RARW/BAP 1011 still in service in the Butte - Silver Bow - Anaconda area as of May 2015.

General Notes:

1. Kennecott 906 was sold to EMD/GATX owned Locomotive Leasing Partners (LLPX) in July 1999; seen at Livingston Rebuild Center in Montana during early 1999; still there in late October 1999; seen as LLPX 131 in May 2000 at Livingston, Montana.

General Notes:

1. Built as Kennecott-Nevada Mines Division 103 and 104; transferred to Kennecott-Utah Copper Division in October 1978, renumbered to 907 and 908 in May 1979.
2. Used by Kennecott-Utah as stand-by for Utah Smelter 1, 2, and 3 prior to the delivery of new GP39-2s Smelter 1 and Smelter 2.

Notes:

1. Kennecott 907 was removed from service in June 1982; donated to Pacific Southwest Railway Museum, Campo, California on July 9, 1984, delivered to La Mesa, California in November 1984, moved to Campo on February 28, 1987; repainted in early 1988 to AT&SF 2098 (a non-existent AT&SF road number) and displayed at San Diego Railfair '88 at Santa Fe’s Wright Street yard in San Diego in May 1988.
2. (Read more about Kennecott 907/AT&SF 2098 at Pacific Southwest Railway Museum)
2. Kennecott 908 was removed from service during 1982; donated (along with Smelter RS-3s 2 and 3, and 125-ton mine electric 778) to Feather River Rail Society, Portola, California, in November 1985; still there as of January 2012, unserviceable.

General Notes:

1. Built as Kennecott-Nevada Mines Division 201; used occasionally by Nevada Northern Railway as stand-by motive power for their SD7.
2. Transferred to Kennecott-Utah Copper Division in 1978, renumbered to 909; returned briefly to Nevada and used by Nevada Northern from November 2, 1979 to May 5, 1980.
3. Kennecott 909 was removed from service in 1982; donated to Puget Sound Railway Historical Society (Snoqualmie, Washington), along with 80-ton electric 724 and 50-ton dump car 212; shipped from Bingham mine on January 12, 1984; many air brake problems en route; delivered to Snoqualmie on July 11, 1984; returned to Nevada in 2021..
4. (Read more about KCC-Utah 909, as KCC-Nevada 201)

General Notes:

1. Both locomotives were transferred to Ore Haulage to replace aging SD7 903 and SD24 904, which were retired.
2. Equipped with extra height cabs (26 inches) for improved visibility in the Bingham open pit copper mine.
3. Equipped with dynamic braking.
4. Both units were owned Kennecott, contrary to earlier reports that they were owned by Helm Financial and leased to Kennecott (Helm acted as Kennecott's agent for the lease of Kennecott 779-799 to MKT).
5. (Read more about Kennecott 779-799)
6. Number 910 was built as Bingham Utah Copper Mine 784, transferred to Ore Haulage on August 24, 1983, painted green and renumbered to 910 at Bingham Dry Fork shops on November 8, 1983, shipped to Magna shops on January 18, 1984, entered service on February 3, 1984; the locomotive was held at Dry Fork shops prior to release to service on Ore Haulage due to needed truck work.
7. Number 911 was built as Bingham Utah Copper Mine 786, transferred to Ore Haulage on August 24, 1983, painted green and renumbered to 911 at Bingham Dry Fork shops on November 18, 1983, shipped to Magna shops on November 22, 1983, entered service on December 8, 1983.
8. Numbers 910 and 911 were rebuilt in-kind by Morrison Knudsen (Boise, Idaho) in May 1992; paint scheme changed from Ore Haulage green and yellow, to the all-yellow scheme used at the mine; air conditioning was added at the same time.

Notes:

1. Kennecott 910 was sold (along with Kennecott 790) to Twin Cities & Western (TCWR) 2300 on February 28, 2008, stored at Provo, Utah, at time of sale; moved in July 2008 to Mid America Car in Kansas City to have the high cab cut down to standard height; completed and delivered to TC&W on March 17, 2009. (TC&W sale date and location from Mike Bargmann via email dated January 1, 2012)
2. Kennecott 911 was sold (along with Kennecott 798) to National Railway Equipment in June 2005 (Extra 2200 South, issue 128, page 16); seen en route to NRE at Provo, Utah on Utah Railway on June 11, 2005, and at Denver, Colorado on June 30, 2005; seen as NREX 911 at Concord, Ontario, Canada on July 29, 2005; arrived at NRE at Dixmoor, Illinois, on August 12, 2005; sold to Dakota & Iowa Railroad (DAIR) as their 2511; locomotive was seen at NRE Dixmoor in mid October 2006, having its cab lowered, completed by November 25, 2006; painted as DAIR 2511 by WSOR at Horicon, Wisconsin. (2006 information from Ken Lanovich, emails to LocoNotes discussion group, dated October 18, 2006 and December 10, 2006)

General Notes:

1. Kennecott 912-914 were built as Chicago, Rock Island & Pacific 943, 948 and 949; returned to owner, United States Leasing, upon Rock Island's shutdown in March 1980; stored at CRI&P's Silvis shops until moved to Morrison Knudsen for refurbishment; refurbished in December 1982 and sold (leased?) to Kennecott.
2. (Read more about the Kennecott 714, 716, and 717)
2. Kennecott 714, 716, and 717 were removed from Bingham mine service on January 4, 1984; transferred to Garfield smelter service and renumbered to 900-series in January and April 1987.
3. The three 900-series SW1500s were used as switchers in the Garfield smelter complex.

Notes:

1. Kennecott 912 was sold to Helm Financial in April 1998; used in national lease service as HLCX 1515.
2. (Photo as HLCX 1515 in 2005, note the extra clearance fuel tank)
2. Kennecott 913 was sold to Helm Financial in April 1998; used in national lease service as HLCX 1517.
3. Kennecott 914 was briefly seen renumbered back to Kennecott 717 in late 1990; sold to Helm Financial in April 1998; used in national lease service as HLCX 1518.

General Notes:

1. Kennecott 915 was built as Kennecott 701; renumbered to Kennecott 915 in October 1986
2. (Read more about Kennecott 701)
2. Kennecott 915 (ex Kennecott 701) was sold to Helm Financial in January 1997; leased to Union Pacific as UP 1430 on June 18, 1997; renumbered to UPY 1430 in October 2001; returned to Helm in March 2002.
3. (Read more about UP 1430)
4. (Read more about UPY 1430)