D&RGW Diesel Locomotive Roster, Part 5

General Notes:

1. D&RGW 5901-5904, 5911-5914, 5921-5924 were Class DE B-B 60.
2. D&RGW 5931-5934, 5941-5944, 5951-5954 were Class DE B-B 61.
3. D&RGW 5901-5904, 5911-5914, 5921-5924 had 246,700 pounds operating weight
4. D&RGW 5931-5934, 5941-5944, 5951-5954 had 250,200 pounds operating weight
5. D&RGW 5951 and 5953 were equipped with snowplow pilots while assigned to local service in Alamosa.
6. Two D&RGW GP9s were equipped with pilot snowplows for service on the Monarch Branch, stationed in Salida. (D&RGW AFE 4395, dated October 20, 1956, courtesy of Jerry Day)
7. D&RGW 5942 and 5943 were wrecked on 16 September 1969 at Maysville (on Monarch Branch), Colorado; repaired by EMD and returned to service in May 1970; did not receive new image large lettering.
8. D&RGW 5902 repainted in early October 1974 with new image large lettering.
9. D&RGW 5902, 5911, 5914, 5921, 5932, 5944, and 5952 (seven units, along with the last GP7, 5108) were sold to Mid America Car in Kansas City in April and June 1984 in partial payment for the painting of the 23 ex Conrail GP40s.
10. D&RGW 5901-5924 (12 units) were built under EMD order number 5398.
11. D&RGW 5931-5954 (12 units) were built under EMD order number 5469.

Notes:

1. D&RGW 5901 was traded to EMD on GP40-2s 3094-3105.
2. D&RGW 5902 was sold to Mid America Car, Kansas City, Kansas, in June 1984; leased to Kyle Railways 5902 in July 1984; sold to Railtex in December 1986; to Austin & Northwestern 22 in February 1987.
3. D&RGW 5903 was sold to National Railway Equipment in October 1991; to South Orient 200 in February 1992.
4. D&RGW 5904 was sold to National Railway Equipment in October 1991; to South Orient 201 in February 1992; to Dallas, Garland & Northeastern 201 in 1994; to Mid America Car, Kansas City, Kansas, in 1994; to Midwest Rail Contractors 201 in 1996.
5. D&RGW 5911 was sold to Mid America Car, Kansas City, Kansas, in June 1984; sold to Kyle Railways 5911 in July 1984; sold to Railtex in December 1986; to Austin & Northwestern (AUNW) 33 in March 1987; rebuilt to slug by to National Railway Equipment, completed as Missouri & North Arkansas (MNA) 4163. (This is not the locomotive that is currently in service as Carrizo Gorge Railway (CZRY) 5911, per frame checks by Norm Metcalf and Bob Lehmuth; both sides have been checked as frame number 5398-9, which makes it ex D&RGW 5921.)
6. D&RGW 5912 was sold to National Railway Equipment in October 1991.
7. D&RGW 5913 was sold to National Railway Equipment in October 1991.
8. D&RGW 5914 was sold to Mid America Car, Kansas City, Kansas, in June 1984; leased to Kyle railways 5914 in July 1984; to Loram 401; to Habco-Loram DC-1.
9. D&RGW 5921 was sold to Mid America Car, Kansas City, Kansas, in June 1984; leased to Kyle Railways 5921 in July 1984; sold to Railtex in December 1986; to San Diego & Imperial Valley Railway (SDIV) 5911; San Diego & Imperial Valley Railway reorganized as San Diego & Imperial Valley Railroad (SDIY); in service on Carrizo Gorge Railway (CZRY) as SDIY 5911. (updated based on information from Norm Metcalf, 30 March 2005; frame-checked as 5398-9, both sides, which is ex D&RGW 5921)
10. D&RGW 5922 was sold to National Railway Equipment in October 1991; to South Orient 202 in February 1992; to Dallas, Garland & Northeastern 202 in 1994.
11. D&RGW 5923 was sold to Utah Power & Light, Castle Gate, Utah in January 1977. (Read more about D&RGW 5923 at UP&L's Carbon power plant)
12. D&RGW 5924 was sold to National Railway Equipment in October 1991; to South Orient 205 in February 1992; to Mid America Car, Kansas City, Kansas, in 1994; to Midwest Rail Contractors 205 in 1996.
13. D&RGW 5931 was sold to National Railway Equipment in October 1991.
14. D&RGW 5932 was sold to Mid America Car, Kansas City, Kansas, in June 1984; leased to Kyle Railways 5932 in July 1984; sold to Railtex in December 1986; to Austin & Northwestern (AUNW) 55 in May 1987; in service on Central Oregon & Pacific (still as AUNW 55); scrapped in September 1996; frame sold to MK Rail, Boise, Idaho in October 1996, frame used by Boise Locomotive Co., Boise, Idaho, to build MP1500D demonstrator MPEX 1501, completed on 15 May 1997.
15. D&RGW 5933 was wrecked on 15 July 1975 at Crater, Colorado; sold to Itel Equipment Management Co., 10 May 1977; sold to Illinois Central Gulf; rebuilt to GP8 by ICG, Paducah, Kentucky, completed as ICG 7800 on 12 July 1977.
16. D&RGW 5934 was sold to National Railway Equipment in October 1991.
17. D&RGW 5941 was sold to National Railway Equipment in October 1991; to South Orient 204 in February 1992; to Sweetwater Central 204; wrecked and stripped of major components leaving not much more than a frame and cab; in Texas South Orient paint; last owned/operated by Gulf Colorado and San Saba; sold to S&S Shortline Leasing; salvaged/scrapped at GCSR Brady, Texas, by S&S on 31 May 2012. (2012 update from Dan Robirds, email dated July 18, 2012)
18. D&RGW 5942 was sold to National Railway Equipment in October 1991; to South Orient 203 in February 1992; to Sweetwater Central 203; missing air compressor, some handrails and steps; in Texas South Orient paint no. 203; last owned/operated by Gulf Colorado and San Saba; sold to S&S Shortline Leasing; salvaged/scrapped at GCSR Brady, Texas by S&S on 1 June 2012. (2012 update from Dan Robirds, email dated July 18, 2012)
19. D&RGW 5943 was wrecked on 19 April 1976 at Salt Lake City, Utah; sold to Itel Equipment Management Co., 10 May 1977; sold to Illinois Central Gulf; rebuilt to GP10 by ICG, Paducah, Kentucky, completed as ICG 8323 on 8 November 1977.
20. D&RGW 5944 was sold to Mid America Car, Kansas City, Kansas, in June 1984; leased to Kyle Railways 5944 in July 1984; sold to Railtex in December 1986; to Austin & Northwestern 44 in April 1987; to Central Oregon & Pacific; to Willamette & Pacific 1802 (2nd); moved to Central Oregon & Pacific; scrapped in September 1996; frame sold to MK Rail, Boise, Idaho in October 1996.
21. D&RGW 5951 was sold to National Railway Equipment in October 1991.
22. D&RGW 5952 was sold to Mid America Car, Kansas City, Kansas, in June 1984; leased to Kyle Railways 5952 in July 1984; sold to Railtex in December 1986; to Austin & Northwestern 11 in January 1987; rebuilt to slug by National Railway Equipment (retaining full GP9 car body, but with dynamic braking removed); completed as Missouri & North Arkansas 4164.
23. D&RGW 5953 was sold to National Railway Equipment in October 1991.
24. D&RGW 5954 was sold to National Railway Equipment in October 1991.

General Notes:

1. D&RGW Class DE A1A-A1A 48.
2. Delivered as part of 6,000 horsepower A-B-A sets, numbered D&RGW 600 and 601; renumbered in March 1950, with the A-units receiving 1 and 3 as fourth digits, and the B-units receiving 2 as fourth digits.
3. Fitted with steam generators.
4. The Alco PA and PB units were replaced in California Zephyr service in 1953; after that time, they likely never operated west of Grand Junction, Colorado.

Notes:

1. D&RGW 6001 was sold to Precision Engineering Co., Mount Vernon, Illinois, 20 July 1967, scrapped.
2. D&RGW 6003 was sold to Precision Engineering Co., Mount Vernon, Illinois, 20 July 1967, scrapped.
3. D&RGW 6011 was traded to EMD on SD45s 5315-5324.
4. D&RGW 6013 was sold to Precision Engineering Co., Mount Vernon, Illinois, 20 July 1967, scrapped.

General Notes:

1. D&RGW Class DE A1A-A1A 48.
2. Delivered as part of 6,000 horsepower A-B-A sets, numbered D&RGW 600 and 601; renumbered in March 1950, with the A-units receiving 1 and 3 as fourth digits, and the B-units receiving 2 as fourth digits.
3. Fitted with steam generators.
4. The Alco PA and PB units were replaced in California Zephyr service in 1953; after that time, they likely never operated west of Grand Junction, Colorado.

Notes:

1. D&RGW 6002 was rebuilt by D&RGW to steam generator car 253 in October 1965.
2. D&RGW 6012 was rebuilt by D&RGW to steam generator car 252 in July 1965.

General Notes:

1. D&RGW Class DE B-B 61.
2. D&RGW 7000 was the road's first diesel locomotive, builder date of January 22, 1941; delivered by AT&SF to D&RGW at Pueblo on February 6, 1941, entering switch service at Pueblo on same date; renumbered nine months after delivery, to D&RGW 100 on September 13, 1941.
3. D&RGW 7000 was built as U. S. Army no. 7000, but was diverted to D&RGW in trade for a GE 44-ton locomotive (to be numbered as D&RGW #44; GE 15130, 29 Jun 1943) that was requisitioned from the D&RGW for the US Navy.

Notes:

1. D&RGW 7000 was renumbered to D&RGW 100, 13 September 1941.

General Notes:

1. D&RGW M1 and M2 were two-car stainless steel diesel-electric motor car sets operating as "The Prospector" between Denver and Salt Lake City.
2. M1, also known as Train 1, consisted of two cars, "John Evans" and "David H. Moffat."
3. M2, also known as Train 2, consisted of two cars, "Brigham Young" and Heber C. Kimball."
4. Equipped with two six-cylinder Hercules diesel engines.
5. Car layout included sections serving as coach, Pullman, and roomettes.
6. Both cars were returned to Budd in 1945 due to unsatisfactory performance.

General Notes:

1. D&RGW 25 was rebuilt by D&RGW's Denver shops from retired Baldwin VO660 switcher 68.
2. Equipped with large train-phone antenna to allow radio communication between the hump switcher and the hump yard control tower.
3. Operated with H15-44s 151 and 152 as hump switcher on the new East Yard hump yard in Grand Junction, Colorado.
4. After H15-44s 151 and 152 were retired in early 1966, the slug was matched with SW1200 130 for continued service on the Grand Junction hump yard. The new combination was not fully successful and the slug was soon removed from service, and stored until retirement in September 1971.
5. (Photos of D&RGW slug no. 25, while in storage at Salt Lake City's Roper Yard)

Notes:

1. Stored at Grand Junction, Colorado, after retirement; moved to Burnham shops in Denver in August 1972 and converted to scale test car by removal of traction motors and control equipment; moved to Salt Lake City before December 1972 and used briefly to test the weigh-in-motion scale there; not satisfactory in that service; stored at Salt Lake City until retired in 1978; sold for scrap to Luria Brothers, Denver, Colorado, in June 1978; unit not movable because of lack of air brakes; scrapped in place for Luria Bros. by Intermountain Steel & Supply, Salt Lake City, Utah.

General Notes:

1. D&RGW 50 was purchased in December 1963 from Edward Hines Lumber Co. (Sumpter Valley Railway, SV), for narrow gauge switching service at Durango, Colorado.
2. Removed from active service in 1964; stored at Durango until sold in March 1970 to Roaring Camp & Big Trees Railroad, a tourist railroad in Felton, California.

General Notes:

1. D&RGW steam generator cars 250 and 251 were rebuilt in May and June 1953 from tenders removed from retired L-105 class, Baldwin 4-6-6-4 steam locomotives 3703 and 3709, respectively, and two steam generators in each car removed from D&RGW 5492, 5493, 5502, or 5503 FT booster diesel road locomotives; total cost of conversion was recorded as $77821.46. (The AFE for the conversion of the two steam generator cars states that the steam generators came from "549 & 550 series Diesel Road Locomotives.") (D&RGW AFE 3104, dated December 31, 1953, from John Templeton)
2. D&RGW 250 was assigned to Salt Lake City, Utah.
3. D&RGW 251 was assigned to Denver, Colorado.
2. D&RGW steam generator cars 252 and 253 were rebuilt in July and October 1965 from retired Alco PB passenger locomotives; total cost of conversion was recorded as $24504.14. (D&RGW AFE 6588, dated December 31, 1965, from John Templeton)
3. D&RGW 253 was equipped with EMD Blomberg trucks in September 1980. (based on dated photographs)
4. All four steam generator cars were retired in September 1987 and removed from service upon the start up of the new HEP equipped ski train. (D&RGW AFE 9561, from John Templeton)

Notes:

1. D&RGW 250 and 251 were sold for scrap in late 1991 to Duwald Steel, Denver, Colorado.
2. D&RGW 252 was removed from passenger service in late 1983, and transferred to Salt Lake City as stand-by stationary steam power; D&RGW 252 was sold for scrap in late 1991 to Duwald Steel, Denver, Colorado.
3. D&RGW 253 was sold to Ansco Investment Company in late 1987 (Ansco was incorporated on October 7, 1987), along with the rest of D&RGW's Winter Park Ski Train equipment. Ansco 253 was converted to HEP (Head End Power) power car "Moffat Tunnel" by Denver Railway Car Co.; completed in late December 1987; changed to "Joseph G. Harris"; out of service in January 2001 with the arrival and successful continued operation of HEP-equipped former Amtrak F40PH locomotives in 1998; sold in September 2006 to Canadian National's Algoma Central Railway, renumbered ACR 78.