UtahRails Industrial Locomotive Rosters

General Notes:

1. The Leamington cement plant was built in 1980 by Martin-Marietta to furnish cement to the Intermountain Power Project in nearby Delta, which started formal construction in September 1981.
2. Martin-Marietta leased the entire plant to Southwestern Portland Cement Company in April 1984, then sold the plant to Ash Grove Cement Company in May 1989.
3. The first locomotive at the Leamington cement plant was the former Salt Lake Garfield & Western D.S. 3, a GE 45-ton center-cab switching locomotive, "drop-cab" style with side rods. It came to the Martin-Marietta cement plant during the plant's construction. SLG&W had retired its D.S. 3 in July 1979, and it was sold to the Virginia Central in Virginia, then sold again to Pittsburgh, Allegheny & McKees Rocks Railroad at McKees Rocks, Pennsylvania; sold to S&W Construction of Provo, Utah, used during the construction of the Leamington cement plant; sold to Martin Marietta by March 1982; replaced in 1989, further disposition unknown.
4. (Read more about SLG&W D. S. 3)
5. The second locomotive at the Leamington cement plant was there by July 1989; it was a red GE 45 ton locomotive that was a different design; the replacement locomotive also was unique with its radial couplers to allow operation over very tight radius trackage; built in 1949 as Philadelphia Electric 35; numbered as Ash Grove Cement P-10; removed from service in about 2003 (replaced by a TrackMobile); donated to Nevada Northern Railway Museum in Ely, Nevada, seen at Ely in February 2007. Returned to service in early 2023; used for shuttle trains to take visitors between museum at East Ely and White Pine Public Museum, over about 4000 feet of track relaid on a portion of the original Nevada Northern mainline through Ely.

General Notes:

1. Broken Arrow (242) may be ex U. S. Army 4023.
2. Broken Arrow leased (owned?) ex Utah Railway RSD-15 401 until it was donated to Ogden Union Station museum.

General Notes:

1. Built in February 1953 as Defense Logistics Agency 53205; assigned to Defense Depot Ogden, Ogden, Utah.
2. Former Defense Logistics Agency (DLA) 53205 owned by privately-held Business Depot Ogden, which is the former Defense Depot Ogden. For several years, a former Defense Logistics Agency Fairbanks-Morse H12-44 was used by Utah Central to switch cars at the privately-owned Business Depot Ogden. The locomotive is owned by BDO and was used without proper authority.

General Notes:

1. Cargill no. 6751 was built as B&O no. 213, to B&O no. 8413; to Arco Petroleum no. 8413, at Carson, California, renumbered to Arco Petroleum no. 6971 (same location); to GATX no. 6971 at Colton, California, lease expired and unit stored at GATX facility until sold via Western Railway Supply (dealer) to Cargill, moved to Ogden in mid August 1993, repainted and lettered as Cargill no. 6751
2. Replaced by a Trackmobile; donated in April 2011 to Utah State Railroad Museum at Ogden Union Station; moved on May 21, 2011.
3. (View a YouTube video of move into Ogden Union Station)
4. Sources: Locomotive Notes II, Number 175, December 1993, page 13, reported by Bill Farmer and Don Bain; Norm Metcalf and Don Bain via email on February 21, 2007; builder data from Randy Keller.

General Notes:

1. RSSX 436 and 7983 arrived at Chevron in Salt Lake City in about September 2004; RSSX 7983 came from Chevron's location in El Segundo, California.
2. RSSX 4471 arrived at Chevron in Salt Lake City in June 2013; RSSX 4471 came from Huntsman Polymers (numbered as P-7), Odessa, Texas; out of service in July 1998, stored at Odessa plant; Odessa plant sold to Flint Hills Resources in 2007; plant closed in June 2009; locomotive P-7 sold to RSSX; used at other RSSX-served locations until moved to Chevron in June 2013.

Notes:

1. Railserve (RSSX) 436 was built in 1954 as Illinois Central GP9 no. 9036; rebuilt to GP10 in November 1969, numbered as Illinois Central Gulf 8036; to Illinois Central 8036; to Iowa Interstate (IAIS) in October 1984, numbered as IAIS 436; sold to Diesel Supply Co. (DSC) in 1995, numbered as DSC 436; sold to Railserve 436 (history not complete)
2. Railserve (RSSX) 4471 was built in 1951 as Chicago, St. Paul, Minneapolis & Omaha no. 155; renumbered to C&NW 155 after merger in 1957; rebuilt by C&NW Oelwein to GP7R 4471 in December 1979; retired by C&NW in 1992; sold to Kramer Diesel Supply, Hudson, Wisconsin; sold to Econo-Rail (ECRX; Trans Global Solutions) 4471 in December 1993; sold to Huntsman Polymers, numbered as P-7; out of service and stored at Odessa plant from June 1998 until sold to RSSX in June 2009; refurbished by RSSX and used in other locations until moved to Chevron in June 2013.
3. Railserve (RSSX) 7983 was built in 1952 as Detroit Toledo & Ironton GP7 no. 955; sold to Illinois Central in December 1972 and rebuilt to GP8, numbered as Illinois Central Gulf 7983; to Chicago Central and Pacific 7983; to Railserve 7983 (history not complete); engine components failed and locomotive returned to Railserve for repairs in October 2014, repairs completed by MidAmerica Car in Kansas City and later leased to ADM in Valdosta, Georgia, before June 2015.

General Notes:

1. CB&I 180 was built as Quartermaster Corps 2082, assigned to Muroc Army Air Field (later Edwards Air Force Base), California; renumbered to U. S. Army Transportation Corps 7713, assigned to Pine Camp (later Camp Drum, and Fort Drum), New York; sold to Mississippi Valley Equipment Co. (dealer), located in St. Louis, Missouri.
2. CB&I 180 was purchased in 1949 for use at its Salt Lake City plant, numbered as CB&I 180; still in Utah by June 1982.
3. Originally equipped with a six-cylinder, 175 horsepower LeRoi engine; re-engined by CB&I in 1951 with a Cummins six-cylinder, 200 horsepower engine.
4. Information from the cast plate mounted on the locomotive:
   Corps of Engineers
   U. S. Army
   20 Ton Locomotive
   Gasoline-Mechanical
   C. of E. Spec. T-1343
   C. of E. No. GM-2082 P.O. 53554
   Manufactured by Vulcan iron Works
   No. 4353 Feb. 1942
5. CB&I 180 was sold before May 1995, when it was reported sitting in an open field near Salem, New Jersey, near a paving company. It is now part of the collection of the Brooklyn Railway Historical Association, Brooklyn, New York. (Locomotive Notes II, Number 187, October 1995, page 14; Brooklyn update courtesy of Robert Lehmuth, email dated February 9, 2014)

General Notes:

1. Circle 4 Farms 1200 was built as UP SW9 1848, rebuilt by UP to SW10 1848 in August 1979, renumbered to UP 1200 in March 1980; retired by UP in December 1997; sold in April 1999 to Boise Locomotive; sold in July 1999 to Diesel Supply, Hudson, Wisconsin; moved on 13 July 1999 to Columbia Basin Railroad at Yakima, Washington, for repairs and repainting; moved from Yakima to Delta, Utah, as DLSX 1200 during early April 2000; leased to Circle 4 Farms, Milford, Utah, where it replaced a wrecked TrackMobile; lettered as "Hog Express".
2. Circle 4 Farms 1200 is used on a spur in Milford to switch rail cars of hog feed, which is then moved by truck to the large hog growing facilities about 10 miles south of Milford. Photos show the unit still in service as of May 2022.

General Notes:

1. Western Metals (SSRX) 1109 was built as MP 1109; to UP by merger in 1983; retired by UP in June 1985; sold to Precision National Corp., Mount Vernon, Illinois, on July 24, 1985; sold to Wilson Railway Corp., Des Moines, Iowa, August 1986, to be sold to U. S. Steel, Lorain Works 1109, April 1987, sale not completed, unit stored at Stevens Point, Wisconsin, during June 1990; sold to D. A. Walmsley and Company (DAWX) (Aug 1986?); to Southwest Portland Cement (SWPX), Douro, Texas; to Cemex 1109 (same location) in 2000; sold to S&S Sales & Leasing (SSRX) in late 2011; leased to Western Metals ca. 2012.
2. JTPX 1204 was built in December 1954 as Florida East Coast 230; to Newburg & South Shore 1201; to Union Railroad 586; to Lake Terminal Railroad 1204, at Lorain, Ohio; to David J. Joseph Co. as Joseph Transportation Co. (JTPX) 1204; leased to Western Metal Recycling in December 2001; Joseph Transportation Services (JTPX) purchased by Relco in June 2004.
3. JTPX 1204 was sold by Relco to Big West Oil, North Salt Lake, Utah, in June 2014.
4. (Read more about Big West Oil, in North Salt Lake, Utah)

General Notes:

1. Model is RS4-TC-A1
2. These two units arrived in Utah in April 2007; they were still there in May 2012; by July 2012 they had been moved to Brendel (near Crescent Junction), Utah.
3. U. S. Army 1258 was built in October 1953; assigned to New Cumberland Army Depot, Pennsylvania; assigned to Ft. Eustis, Virginia by September 1971; rebuilt at Tooele Army Depot rail shop on Hill AFB, July 1973; still stored at Hill AFB by June 1975; in transit at Omaha, Nebraska in April 1980; returned to Hill AFB by April 1981; assigned to Ft. Eustis, Virginia from 1985-1988; seen in transit at Raceland, Kentucky, in August 1991; displayed at Ogden Union Station May 1994, painted in fresh red USA paint; sold (?) to Fluor Daniel Fernald (OHFX) by April 1999, used in cleanup of former DoE Fernald uranium refinery near Cincinnati, Ohio (known as Fernald Environmental Management Project), site closure completed in October 2006; OHFX 1258 was seen in transit at Kansas City, Missouri in April 2007, going to Moab, Utah, named "Susan B" with additional lettering: "Fernald Environmental Management Project." (Locomotive Notes II, Issue 250, page 20)
4. As of late August 2012, both locomotives were reported as being sold to Rocky Mountain Railcar at Tooele, Utah.

General Notes:

1. ECDC reporting mark is ECXX.
2. ECDC locomotives were leased from Nevada Industrial Switching (NIS), a subsidiary of Mid-Am Equipment. NIS was reportedly sold to David J. Joseph Co. as Joseph Transportation Co. (JTPX) in September 1999; JPTX was sold to Relco Finance in June 2004, meaning that as of 2007, the ECDC locomotives are likely being leased from Relco.
3. ECDC 1110 built as Missouri Pacific Railroad 1110; sold to Precision National (dealer) in 1985; sold to Wilson Railway Corp. (dealer) in 1986; to U. S. Steel Lorain Works ; returned to Wilson and stored on Wisconsin Central; sold to Independent Locomotive Services (dealer); to ECDC 1110 (Locomotive Notes II, Number 175, December 1993, page 13)
4. ECDC 4355 was built as SP 5474, to SP 3948, to SP 4355; to Relco, leased to ECXX 4355
5. ECDC 4431 was built as SP 5406, to SP 3884, to SP 4431; to Relco, leased to ECXX 4431.
6. Ex SP 4355 and 4431 were seen in April 1996 at Exeter, California, en route to their new ECDC home, fully painted in their new ECDC paint scheme. (Trainorders.com, December 1, 2011)
7. ECDC 9628 was built as Reading 2778, to CR 9628; to Arizona & California (ARZC) 9628; to ECXX 9628; still in CR blue paint and lettered for ARZC in September 1996.

Notes:

1. ECDC 1110 was moved (sold?) as CCGX 1110 to Sarnia, Ontario; seen en route on 5 February 1998 at North Platte, Nebraska; CCGX is Cando Contracting Ltd., owned by Lambton Diesel of Hamilton, Ontario; moved to Magna Frame, St. Thomas, Ont. (Locomotive Notes II, Number 202, May-June 1998, page 14, reported by Mike Pohlman; additional information from The Mixed Train; Locomotive Notes II, Number 203, July-August 1998, page 24, from Tempo, Jr.)

General Notes:

1. Flying J Inc. (FLJX) 1 was built in January 1962 as Arizona Public Service Company (APSX) number 1, assigned to Cholla, Arizona; sold to National Railway Equipment (NREX); leased to Gary-Williams Energy's Landmark Refining Co., for use at their oil refinery near Fruita, Colorado (the former American Gilsonite refinery), refinery closed in late 1992 or early 1993; leased to Flying J and moved in February 1993 for maintenance to Relco shop at Geneva Steel; later sold to Flying J, in service as NREX 1 as late as May 1995; Flying J refinery (and locomotive) sold in 1998 to Big West Oil, a subsidiary of Flying J.
2. FLJX 1 is the first locomotive known to be assigned to this North Salt Lake location; in-plant switching was previously provided, until 1993, by D&RGW.
3. Flying J personnel "test drove" the unit at the Fruita refinery in 1993 and leased it for use at their North Salt Lake location. (information from Norm Metcalf via email on February 19, 2007)
4. FLJX 1 remains in service as of December 2014, along with newly arrived (in July 2014) FLJX SW9 2; FLJX 1 remains in original white paint as of May 2016
5. Big West Oil (FLJX) 2 was built in December 1954 as Florida East Coast 230; to Newburg & South Shore 1201; to Union Railroad 586; to Lake Terminal 1204; to David J. Joseph Co. as Joseph Transportation Co. (JTPX) 1204, leased to Western Metal Recycling in December 2001; Joseph Transportation Services (JTPX) purchased by Relco in June 2004; JTPX 1204 was sold by Relco to Big West Oil in June 2014 and delivered to their North Salt Lake refinery on July 1, 2014, still in JTPX green; to be repainted to a new Big West Oil scheme during 2015.
6. Big West Oil (RSSX) 7016 arrived at the North Salt Lake refinery in May 2012, purchased direct from RailServe, Inc. RSSX 7016 was built as GTW 7016, and was sold to RailServe in January 1989. In May 2012, the locomotive was rebuilt for Big West Oil as a RailServe LEAF Genset locomotive, replacing its original 1200 hp EMD 567 engine with a Cummins QSX15-L3 600 hp generator set.
7. Big West Oil (RSSX) 7016 was sold in November 2014 to Ash Grove Cement in Midlothian, Texas, with RailServe acting as point of contact for the sale.

General Notes:

1. Four-wheel diesel-torque converter.
2. Information from Allen Copeland, October 1982. (See also: Extra 2200 South, Issue 33, March-April 1972, page 17)

General Notes:

1. The GP30 and the GP7 were purchased from David Durbano of Durbano Metals in Ogden as scrap metal for their furnaces, but the GP30 and GP7 were found to be in better shape than the two Baldwin units then in service; the GP30 and GP7 replaced the two Baldwins, which were cut up for scrap. (Norm Metcalf, email dated February 20, 2007)
2. At the time of Norm Metcalf's visit in March 1992, the GP30 had "Nucor Steel" lettering on long hood, the number 660 and "Corrienti's Cruiser" on the cab side, and no frame number; the GP7 was still in BN green and had a visible frame number, with Nucor Steel lettering on the long hood. (Norm Metcalf, email dated February 20, 2007)

Notes:

1. Nucor Steel 341 (Baldwin) was built as P&BR 341; sold to Striegel Supply and Equipment (dealer) circa October 1979; sold to Nucor Steel, Plymouth, Utah; out of service at Nucor by September 1989; scrapped before 1992.
2. Nucor Steel 1000 (Baldwin) was out of service by September 1989; scrapped before 1992.
3. Nucor Steel 660 (1st) (GP30) was built as Union Pacific 872; retired by UP in May 1985; sold for scrap to Durbano, Ogden, Utah, in October 1985; sold for scrap to Nucor Steel in about December 1990, placed into service as Nucor 660; sold to S&S Shortline in July 2010, to Carolina Coastal Railroad (CLNA) as their no. 660, waybilled from Nucor, Utah to Wilson, North Carolina, on July 23, 2010 with a consignee of S&S Shortline Leasing and Sales, delivered to CLNA in October 2010. (2010 updates from messages posted to Diesel Data email discussion group, March 30, 2015)
4. Nucor Steel 660 (2nd) (B23-7) was built as ATSF 6401; renumbered to BNSF 4258 on February 23, 2000; sold to National Railway Equipment (dealer) on January 14, 2008; sold to Nucor Steel in January 2011, in service as Nucor Steel 660 (2nd); renumbered to Nucor Steel 721 before September 2011
5. Nucor Steel 664 (1st) (GP7); chopped nose; frame number 5072-9; built as CB&Q 208; to BN 1564; to Iowa Railroad via Dakota Rail Car; Iowa Railroad bankrupt in November 1984; ownership to UP as part of Iowa Railroad settlement; sold for scrap to Durbano Metals, Ogden, Utah, in November 1987 (along with four other former Iowa RR locomotives); sold for scrap to Nucor Steel in about September 1990, placed into service as Nucor 664; sold to S&S Shortline in August 2010; sold to Carolina Coastal Railroad (CLNA) in Wilson, North Carolina, in October 2010; as of March 31, 2015, the unit was being repainted from Nuccor to CLNA colors.
6. Nucor Steel 664 (2nd) (B23-7) was built as Conrail 1967; sold to National Railway Equipment Co. (dealer) circa July 1999; sold to Nucor Steel, Plymouth, Utah on 23 May 2006. (information from Randy Keller, September 15, 2008; and Bob Lehmuth via email on November 2, 2009)
7. Nucor Steel 721 (B23-7) was renumbered from Nucor Steel 660 (2nd) before September 2011. (see Note 4, above)

General Notes:

1. Steve Belmont recalls that in 1967, while he was visiting the plant on a regular basis, and prior to PSCIP buying the ex UP NW2 in 1985, the Pacific States plant, along with switching Reilly Tar & Chemical plant on the same spur, was switched by a full-time Union Pacific crew using SW9 no. 1846, which was usually assigned to the service. (UP 1846 was retired by UP in 1981, meaning that UP assigned a different locomotive to the switching task after that time.) (Recollections of Steve Belmont, courtesy of James Belmont, June 27, 2015)
2. The PSCIP NW2 was purchased from Union Pacific on March 10, 1985, immediately after Union Pacific had retired the locomotive.
3. The PSCIP NW2 was used at their Provo plant until donated to Heber Valley Railroad in September 2007; moved by very large, heavy-haul truck from Provo to Heber (Charleston) on September 13, 2007; as of September 2009, no. 1043 was undergoing refurbishment at Heber.
4. The PSCIP RX500 locomotive was first seen on July 2, 2007, along with the NW2 out of service nearby.
5. As of May 2007, there had only been three of RX500s built, meaning that the unit at PSCIP was possibly the fourth when it was delivered in late June 2007.
6. The Republic RX500 has an AC traction system, with up to 50,000 lbs of tractive effort (equivalent of an SW1200).

General Notes:

1. Model is RS4-TC-A1
2. These two units arrived in Utah in April 2007; they were sold in August 2012 to Rocky Mountain Railcar at Tooele, Utah.
3. (Read more about the U. S. Army RS4TC locomotive)

General Notes:

1. Delivered new to Spring Canyon Coal Company; sold to D&RGW, numbered as 958, renumbered to 915, scrapped in January 1937 (D&RGW class C-39). (from Colorado Railroad Museum roster, page 45)

General Notes:

1. Amoco's refinery was switched by UP until the UP-SP merger in 1996. Utah Railway then took over the interchange and in-plant switching as part of BNSF's access to Utah markets as competition to UP; Utah Railway was (and still is) BNSF's contract service provider in Utah. With Tesoro's purchase of the Amoco refinery in 2001, Utah Railway continued to provide access and in-plant switching (job RUT312) until the completion of UTA's FrontRunner North commuter rail, which cut the connection and access at 1700 North in July 2007.
2. With the completion of UTA's Frontrunner, interchange access to Tesoro is now by way of a connection between UP and UTA at 1700 North. UP switches inbound and outbound tank cars for Tesoro after receiving permission from the UTA dispatcher to cross the double-track UTA mainline. The switchers used by Tesoro after 2007 were (and still are) stationed at the south end of the Tesoro rail yard, at about 900 North.
3. As of February 20, 2017 both blue units (GMTX 154 and GMTX 334) were shut down. They were using the orange unit (RLIX 1005). A contract mechanic said that they have sold the orange unit. When asked how Tesoro was switched, one of the UTA dispatchers said UTA give UP access via the Y9 Drill track, across the Frontrunner tracks at 1300 North, then UP drops or picks up as needed. Tesoro does it own switching, all from the south end.

General Notes:

1. LTEX 1125 was ex Geneva Steel (GS) 1125; used at Geneva Steel from November 1986 to June 2007 when it was sold to Larrys Truck Electric (LTEX) and moved for lease to Tesoro's facility; not used by Tesoro, with Utah Railway still doing the in-plant switching; moved from Tesoro to UP's North Yard in Salt Lake City in mid August 2008; moved to LTE at MacDonald, Ohio, late August 2008.
2. (View a photo of LTEX 1125 at Tesoro in October 2007)
3. Rail Link (RLIX) 1005 arrived at Tesoro's facility in late June 2008.
4. "Rail Link just got the contract to switch out Tesoro Oil Refinery here in Salt Lake. Utah Railway was doing the switching but lost the contract when Tesoro wanted to do their own in plant switching. At present at the Tesoro plant is a LTEX SW there but has not been used. The information I have is from the Utah Railway and was told that Tesoro and Rail Link were waiting on the two new units to come in and that they were being painted." (Ryan Ballard, January 10, 2008)
5. Galveston Railroad (GVSR) SW1001 301 was repainted and renumbered to Rail Link (RLIX 1005) in early May 2008; moved to Denver then to Salt Lake City during early June 2008, seen en route passing through Monument, Colorado, on June 5, 2008. Galveston Railroad was purchased by Rail Link's parent company Genesee & Wyoming in June 2005.
6. (Read more about Rail Link)
7. RLIX 1005 was removed from service in January 2017 upon the arrival of the two GMTX locomotives. Rail Link sold RLIX 1005 to S&S Sales & Leasing (SSRX) in January 2017, with the locomotive becoming SSRX 1005 as the result. On February 22, 2017, RLIX 1005 was seen off Tesoro property, as part of a UP train, just behind the locomotives, sitting in UP's North yard in Salt Lake City, and the next day was moved to the former D&RGW Roper Yard; on February 24, 2017 SSRX 1005 was seen on its way to Mid-America Car in Kansas City; on May 5, 2018 SSRX was seen at Mid America Car in Kansas City.
3. GMTX 154 was built in June 1973 as NdeM 1022; to TFM 1022 (after June 1997); to Kansas City Southern de Mexico (KCSM) 1522 (in 2005); to GMTX 154.
4. GMTX 334 was built in October 1980 as MKT 58; to UP 1395 in December 1989; to UPY 1395 in August 2001; retired by UP on September 21, 2015; to GMTX 334; to Tesoro on January 6, 2017. (GMTX 334 sightings courtesy Robert Werth; data courtesy of Randy Keller)

General Notes:

1. Twin Mountain Rock number 602, painted blue and white, with white number 602 on cab side; sublettered as 57-602.
2. Built as SP 5377, to SP 3855, to SP 4331; to OmniTrax, to California Northern 203, returned to OmniTrax Leasing (OMLX) as 203, leased to Kiewit Mining Group (KMGX) in April 1998. (information from Ken Ardinger and Norm Metcalf).
3. Out of service after about 2003. (email from Western Rail, Inc., dated March 4, 2014)
4. Road number changed from 57-602, to SLC602, after purchase in May 2012 by Rail World Locomotive Leasing, an affiliate of Rail World, Inc., which also owns the San Luis Central (SLC) in Colorado. The locomotive remained unused and unserviceable at the Twin Mountain quarry during this time. (Tom Tancula, Rail World, Inc., email dated March 5, 2014)
5. Sold to Western Rail (WRIX) in February 2013 and moved to their facility at Wallula, Washington, during late February and early March 2014; seen at Wallula, Washington on March 3, 2014; in service during early February 2016 on Washington & Idaho Railway. (2014 update from Western Rail, Inc., email dated March 4, 2014) (2016 update from Ted Curphey report on Trainorders.com, dated February 11, 2016)

General Notes:

1. USS 1 was built for Columbia Geneva Steel.
2. In September 2001, USS 1 was seen to have the number "1" in its number boards, with USSX and the number "1" visible under the paint. The unit also had a metal plate saying, "Property of Columbia Geneva Steel Div Geneva Mine 31-39".
3. USS 002 was built as Oliver Iron Mining (OIMX) 1217 as the 'A' cab part of a two unit cab-and-booster set, with the 'B' booster part having been scrapped.
4. The builder model for USS 1217 is shown as S-6; reports disagree concerning its official Alco model designation, with some showing the unique cab and cabless booster set being called SSB-9.
5. Oliver Iron Mining Company became Oliver Iron Mining Division, United States Steel, in 1952. In later years the former Oliver iron mine became U. S. Steel's Minnesota Ore Operations, also known as "MinnTac."
6. USS 1217 was seen en route westbound on D&RGW at Minturn, Colorado, on July 20, 1982. (email from Glenn Anderson, dated November 5, 2011)
7. Owned by NEICO since 1989, both units were sold to Ophir Mineral and Aggregate Group (Omag) in May 2007; with plans to use them on the Tintic Southern Railroad, a new shortline railroad planned to operate over UP's former D&RGW Tintic Branch, which UP calls its Tintic Industrial Lead. The new road hoped to serve the Keigley limestone quarry at Santaquin.
8. Both units were moved in 2007 for storage to the dolomite facility at Flux, on UP's Ellerbeck Branch south of Great Salt Lake near Grantsville.
9. During summer 2015, copper thieves stole the external copper cables on both locomotives, making them totally unserviceable, with costs to rebuild being too high for old locomotives. The two locomotives would likely be scrapped.
10. As of early 2016, both units were apparently sold as assets of the bankrupt Omag and its failed Tintic Southern Railroad.
11. (Read more about the failed Tintic Southern Railroad, actively planned from 2009 to 2015)

General Notes:

1. Delivered to Provo, Utah; to Consolidated Western Steel Corp., Geneva, Utah (Locomotive Notes II, Number 107, February 1988)
2. These three locomotives were used in the construction of the Geneva steel plant for Defense Plant Corporation, and likely did not remain in Utah after Geneva was completed in 1943.

General Notes:

1. Built by Fate-Root-Heath (Plymouth) as U. S. Army 7694 (initial assignment to Salt Lake City Air Base), Plymouth model ML-6, Type 3 (four-wheel, diesel-mechanical); to SLG&W number G-4; to Utah Power & Light (no number) in March 1958, used to switch coal cars at Hale plant at mouth of Provo Canyon; transferred to Gadsby Plant in Salt Lake City in 1973; retired from Gadsby Plant in June 1977; sold in September 1977 to Southern San Luis Valley, Blanca, Colorado, out of service by 1980, with missing engine. (information from Norm Metcalf, Bob Lehmuth, and Ken Ardinger)

General Notes:

1. Utah Power & Light leased SLG&W D.S. 3 for in-plant switching at Gadsby from January to December 1978.
2. UP&L 44T 41 was built as D&RGW 41 in 1942; UP&L purchased the locomotive second hand from Denver & Rio Grande Western in August 1954.
3. UP&L 7176 was built as U. S. Army 7176 in 1942; UP&L purchased the locomotive as government surplus from Utah Metal Works, Inc., (located at Hill AFB, Utah at time of purchase); rebuilt for UP&L by GE at its Apparatus Service Center in North Salt Lake, then moved to Castle Gate, replacing 44T #41.
4. Utah Power and Light has bought USA 65 ton 7176 (GE #15631, June 1942). (Pacific News, Issue 161, March 1975, page 5) Rebuilt by GE at North Salt Lake prior to going into service. (Pacific News, Issue, January 1976, page 32)
4. UP&L 5923 was purchased second hand from Denver & Rio Grande Western in January 1977.
5. "Utah Power and Light Company at Castle Gate, Utah is repainting ex-Denver and Rio Grande Western GP9 5923 (Pacific News, September, 1977) into its own red and black paint scheme; apparently the locomotive, built in 1955 as EMD serial 20525, will retain its former D&RGW number (Ken Meeker)" (Pacific News, August 1978, page 25)
6. By September 1979, UP&L 5923 had been painted into an all-red scheme with a white cab.
5. Sources include a letter from Utah Power & Light property accounting department, dated September 23, 1982.

Notes:

1. UP&L 41 was offered for sale as early as for sale in July 1975; stored at Castle Gate until sold to Chrome Crankshaft of Illinois in June 1977.
2. UP&L 7176 was sold to Chrome Crankshaft of Illinois in June 1977.
3. UP&L 5923 was scrapped on-site at the Carbon power plant in March 1987. The locomotive was offered to the Heber Creeper tourist railroad, but the locomotive could not be moved on its own wheels, and the tourist railroad did not have the funds to move the locomotive by truck.