UtahRails Industrial Locomotive Rosters

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This page was last updated on July 31, 2024.

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Many of the industries in Utah have been large enough to be served by the major railroads in the state. A few industries were large enough early on, such as Utah Copper's Bingham Canyon copper mine, to have their own steam locomotives. In the post World War II era, one of the earliest industrial owners was Chicago Bridge & Iron when it bought a second-hand 20-ton Vulcan unit in 1949, as an Army surplus purchase.

Utah Power & Light was another early user of its own locomotive. UP&L purchased a D&RGW GE 44-ton locomotive in 1954 to switch coal cars at its new Carbon steam power plant near Price, Utah. In 1958, UP&L purchased, as Army surplus, a Plymouth 20-ton unit, from the Salt Lake City Air Base, to switch coal cars at its Hale power plant near Provo. This second unit was moved to UP&L's Gadsby power plant in Salt Lake City in 1973 with the closure of the Hale plant.

The completion of U. S. Steel's Geneva steel plant in 1943 brought with it three new GE 80-ton center cab switching locomotives, delivered in January 1944. More locomotives for Geneva followed in 1947 and 1948, and again in 1956 as Geneva continued to grow and expand it operations.

Several other companies were large enough to need in-plant switching, which was usually done by the railroad that provided the inbound and outbound traffic at the time that rail cars were either picked up, or dropped off at each site. As the switching rates charged by the major railroads began increasing in the 1960s and 1970s, many industries began buying their own locomotives.

Below are roster listings of the industries in Utah that are (or were) served by rail, and which owned and /or operated their own locomotives.

(Companies listed alphabetically.)

Ash Grove Cement

Leamington, Utah

(Located at a station known as Mart-Mar, on Union Pacific's Provo Subdivision, 26 miles northeast of Delta, and 64 miles southwest of Provo)

Road
Number
Previous
Number
Builder/
Model
Builder
Number
Builder
Date
Date To
Leamington
Date
Retired
(?) SLG&W D.S. 3 GE 45 ton 27597 May 1944 1980-1981 before July 1989
P-10 PE 35 GE 45 ton 30481 Nov 1949 before July 1989 2006

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.

Broken Arrow

Clive and Flux, Utah

Broken Arrow provided switching service to the hazardous waste facility at Clive, Utah.

From the company's web site (brokenarrowusa.com): "Quality & integrity since 1972. Serving the western united states for over 40 years. Specializing in bulk road salt, kiln-dried salt, construction services, plumbing, roofing and fire protection."

From Bloomberg.com: "Broken Arrow, Inc. provides construction, mining, and excavation services. It offers roofing products; commercial flat roofing services; and general construction services. The company also processes perlite and gypsum, and calcium carbonate and silica minerals. In addition, it produces and distributes road salt for Idaho, Colorado, and Arizona places. Further, the company provides site work on projects services. It serves restaurants, convenience stores, and school districts. The company has a general contractor's license for the states of Utah, Nevada, California, Arizona, and Wyoming. Broken Arrow, Inc. was founded in 1972 and is based in Tooele, Utah."

Road
Number
Builder
Model
Builder Previous
Number
Builder
Number
Builder
Date
Date To
Broken Arrow
(242) RS4TC BLH U. S. Army      
(243) RS4TC BLH U. S. Army      
(Utah 401) RSD-15 Alco Utah Ry. 83482 Jul 1959  
KLIX 3014 GP30 EMD Cimarron Valley 28043 Jan 1963  

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.

Business Depot Ogden

Ogden, Utah (former Defense Depot Ogden)

The federal government gave the 1,118 acres of the former Defense Depot Ogden to the city of Ogden in 1997. The action was the result of the military’s Base Realignment and Closure process, and the former defense depot land was conveyed to the city at no cost. After taking ownership, and after a formal request-for-proposals, Ogden City entered into a long-term development agreement with the Boyer Company, a Salt Lake City-based real estate development firm. The result was a public-private partnership that transformed what was once called Defense Depot Ogden, into a successful master-planned business park, called Business Depot Ogden.

Included in the transfer of ownership were all the buildings and facilities, including the railroad tracks and the single railroad locomotive assigned to the defense depot. Although the locomotive is on wheels and fully portable, it is seen as an asset and is part of the public-private partnership agreement. Between 2003 and 2008, Utah Central was under contract to provide railroad switching services to BDO, and used the locomotive to perform those services. In 2008, Utah Central was purchased by Patriot Rail and ended the use of the BDO locomotive, and began using a locomotive that it owned.

According to the public-private partnership agreement, Boyer was to have developed 106 acres in the business park by the end of 2014, and 242 acres by 2034. But when three new buildings open on the northern end of the complex in 2017, there will be 320 total acres of new development in BDO.

Defense Depot Ogden was closed as a government facility on September 30, 1997. After completing the environmental cleanup, ownership of the buildings and property passed to the City of Ogden in 2003. Business Depot Ogden was created as a public-private partnership operated by the Boyer Company, to manage the property.

In March 1998, Ogden City received a federal grant for $2.4 million to make the needed repairs to the streets, and sewer and water lines within the former military base. Pending other agreements, the facility was being leased to the city.

On December 14, 1999, the Ogden City council unanimously approved The Boyer Company for a 40-year lease of what was then called the Ogden Regional Business and Industrial Center, later renamed as Business Depot Ogden. (Salt Lake Tribune, December 16, 1999, via NewsBank.com)

In February 2004, Utah Central Railway acquired rights from Boyer BDO and City of Ogden to provide switching services and operate within Business Depot Ogden. (STB Finance Docket 34457, service date February 6, 2004)

Road
Number
Locomotive
Model
Builder
Number
Date
Built
Date To
BDO
DLA 53205 H12-44 12L678 Feb 1953 2003

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.

Cargill Flour

Ogden, Utah

Road
Number
Builder
Model
Builder
Number
Builder
Date
Date To
Cargill
Date
Retired
Cargill 6751 EMD SW1 1111 Sep 1940 Aug 1993 Apr 2011

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.

Chevron USA, Inc.

North Salt Lake, Utah

(Read more about the Chevron refinery)

Contract switching done by Railserve, Inc. (RSSX)

Road
Number
Builder
Model
Previous
Number
Builder
Number
Builder
Date
Date
Rebuilt
Frame
Number
Date To
Chevron
Date From
Chevron
Notes
RSSX 436 GP10 IAIS 436 18833 Jun 1954 1969 5307-37 Sep 2004   1
RSSX 4471 GP7R Huntsman P-7 14671 Aug 1951 1979 6297-5 Jun 2013   2
RSSX 7983 GP8 CCP 7983 16962 Dec 1952 1972 5164-1 Sep 2004 Oct 2014 3

(View a Google photo of two units awaiting their next movement)

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.

Chicago Bridge & Iron Co.

Salt Lake City, Utah

Chicago Bridge & Iron Company opened its Salt Lake City plant at 1700 South, just east of the D&RGW tracks, on January 2, 1948. It produced its first fabrication project on July 20, 1948 for the new Salt Lake Refining Company. The plant was located in Salt Lake City due to the proximity of the U. S. Steel Geneva Works, which furnished the plate steel that CB&I used. Within six months, CB&I announced plans to double the size of its plant. (Salt Lake Tribune, January 16, 1949)

2003
The entire Chicago Bridge & Iron site was reclaimed back to raw earth between May 2002 and August 2003. The date the plant closed is not yet known.

Road
Number
Builder
Model
Builder
Number
Builder
Date
Date To
CB&I
Date
Retired
CB&I 180 Vulcan 20 ton 4353 Feb 1942 1949 before May 1995

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)

Circle 4 Farms

Milford, Utah

Road
Number
Builder
Model
Previous
Number
Frame
Number
Rebuild
Date
Date To
Circle Four
Notes
DLSX 1200 EMD/UP SW10 UP 1200 4216-2 Aug 1979 April 2000  

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.

David J. Joseph Co.
Western Metals Recycling LLC

Plymouth, Utah

Located adjacent to Nucor Steel at Plymouth.

From Western Metals Recycling's web site:

Western Metals Recycling, LLC (WMR) is a wholly owned venture of Cincinnati-based, The David J. Joseph Company (DJJ), one of USA's largest scrap metal companies.

DJJ is also part of Nucor Corporation's family of companies. Headquartered in Charlotte, North Carolina, Nucor is the leading purchaser of ferrous scrap and the largest recycler in North America.

Western Metals Recycling was formed in 1996 by combining Atlas Steel facilities in Salt Lake City, Ogden and Provo with DJJ's scrap processing plants in Plymouth and Denver. In 2000, WMR acquired Markovitz and Fox's Sparks, Nevada (Reno) facility, and 2011, opened a metal recycling plant in Albuquerque. In 2012, WMR acquired Van Gundy's AMPCO Grand Junction, CO recycling facility. In 2014, WMR acquired Sims Metal Management's Utah recycling facilities. Today, we operate nine recycling facilities in three states.

Locomotives

Road
Number
Builder
Model
Previous
Number
Builder
Number
Builder
Date
Frame
Number
Date To
Plymouth Location
Date From
Plymouth Location
SSRX 1109 SW1200 MP 1109 27877 Feb 1963 7634-10 2012  
JTPX 1204 EMD SW1200 Lake Terminal 1204 20089 Dec 1954 4285-2 Dec 2001 Jun 2014

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)

Department of Energy (Fluor-Daniel-Fernald) (OHFX)

Brendel (Crescent Junction), Moab and Potash, Utah

In April 2007, two Department of Energy RS4TC locomotives were moved from DOE's site in Fernald, Ohio, to Moab, Utah for use during the movement of tailings from the site of the DOE site at Moab. They were never used and were stored at the far south (west) end of UP's Potash Spur (ex D&RGW Cane Creek Branch).

In late 2011, both locomotives were trucked north to the DOE tailings disposal site at Brendel (Crescent Junction) for possible sale, or disposal by burial at the site.

From April 2007 to late 2011, these two locomotives were located at Potash (the potash plant west of Moab on the Colorado River), at the west end of UP's former D&RGW Cane Creek Branch. Moved to Potash in April 2007 from the Department of Energy site at Fernald, Ohio. Planned use was as part of the rail movement of the Moab mill tailings.

(Read more about moving the Moab mill tailings)

The facility manager at Moab reported that the two units were moved by truck in late 2011 from Potash to temporary storage at the Moab tailings disposal site at Brendel.

Sold in August 2012 to Rocky Mountain Railcar Repair (RMRR) and moved by truck during November 2012 to their facility at Tooele, Utah, on the former Tooele Army Depot.

(see Rocky Mountain Rail Car, below)

Road
Number
Name Builder
Model
Builder Previous
Number
Builder
Number
Builder
Date
Date To
RMRR
OHFX 1250 "Cap'n Jack" RS4TC BLH U. S. Army 1250 Whitcomb 61205 Oct 1953 Aug 2012
OHFX 1258 "Susan B" RS4TC BLH U. S. Army 1258 Whitcomb 61213 Oct 1953 Aug 2012

(Read more about RS4TC locomotives)

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.

East Carbon Development Company

ECDC Environmental, LC

East Carbon City, Utah

Opened in 1989 by a group of private investors. In September 1991, ECDC entered into a contract with Provo, in Utah County, to accept 80,000 tons per year of municipal waste. Operations began in August 1992.

The location near Sunnyside is ideally located in the high desert, with low evaporation and low humidity. The facility itself is located on top of a 1,500 feet thick bedrock of shale, and not near any sources of ground water. The site serves to dispose of contaminated dirt in an approved and certified land fill located near East Carbon City, Utah, on the former D&RGW Sunnyside Branch.

Majority stock and control of ECDC was sold in March 1993 to USPCI, a subsidiary of Union Pacific. At that time, the company was reorganized as ECDC Environmental, LC, which was 80 percent owned by USPCI and 20 percent owned by the original owning investment group. In December 1995, USPCI was sold its 80 percent interest to Laidlaw, a subsidiary of Safety Kleen, Inc.

Laidlaw was sold to Allied Waste Industries in 1996, and Allied Waste was sold to Republic Services in 2008.

(Read more about transporting municipal waste by train)

Locomotives

Road
Number
Builder
Model
Frame
Number
Builder
Number
Builder
Date
Date To
ECDC
Notes
ECCX 1110 EMD SW1200 7634-11       1
ECCX 4355 EMD SD9 5435-11 21299 Mar 1956 Apr 1996  
ECCX 4431 EMD SD9 5365-20 19947 Mar 1955 Apr 1996  
ECCX 9628 EMD MP15 74641-8 74641-8 Dec 1974 before Sep 1996  

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.)

Envirocare Utah, Inc.

Clive, Utah

Envirocare's Containerized Waste Facility is the first commercial low-level radioactive waste disposal facility in the nation to be licensed in the 21st century and the first new site to be opened and operated since the late 1970's.

The facility is located in Section 32 of Township 1 South and Range 11 West, Tooele County, Utah, at Clive, a railroad station on Union Pacific's former Western Pacific mainline between Salt Lake City and Nevada. This area has been designated by Tooele County as a Hazardous Industrial Zone, and is home to two hazardous waste incinerators (one active, one being decommissioned) and a hazardous waste landfill in addition to Envirocare's operation. The Hazardous Industrial Zone is a 100-square mile area specifically zoned for hazardous waste operations away from populated cities and residential areas. The design and operation of the Clive commercial containerized low-level radioactive waste disposal facility meets or exceeds all requirements for waste form, packaging,and disposal operations.

The Clive, Utah site initially accepted uranium mill tailings-derived waste from the former Vitro Chemical Company site in south Salt Lake City, Utah. This cleanup was conducted by the State of Utah and DOE under the Uranium Mill Tailings Remedial Action Project in 1988. After completion of the cleanup, 540 acres of the 640-acre site remained unused. The remaining area was then purchased by the owner of Envirocare of Utah. The facility has expanded in size and capabilities over the years, with Envirocare receiving a new license in June 2001 to dispose of classes A, B and C low level radioactive wastes.

(Clive, Utah, at Google Maps)

Flying J, Inc.
Big West Oil

North Salt Lake City, Utah

Flying J Oil, Inc., purchased its North Salt Lake oil refinery in 1985. The refinery was built in 1949 by the Western States Refining Company. By 1963 the refinery was owned by Frontier Refining Company, which operated the refinery as the Beeline Refinery. Frontier Refining Company became part of the larger Frontier Oil Company, and in about 1965, Frontier Oil sold the refinery to Husky Oil, which sold it to Flying J in 1985.

Through a corporate reorganization, Flying J, Inc. sold the North Salt Lake refinery to the newly organized subsidiary Big West Oil, LLC, in 1998.

(Read more about the history of Flying J, Big West Oil, and the North Salt Lake refinery)

Road
Number
Previous
Number
Builder
Model
Builder
Number
Builder
Date
Frame
Number
Date To
Flying J/Big West Oil
Date From
Flying J/Big West Oil
FLJX 1 APSX 1 SW600 26932 Jan 1962 4449-1 Feb 1993  
FLJX 2 JTPX 1204 EMD SW1200 20089 Dec 1954 4285-2 1 Jul 2014  
RSSX 7016 GTW 7016 Leaf Genset 17654 Jan 1953 4178-2 May 2012 Nov 2014

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.

Intermountain Power Agency

(Read more about the locomotive used by the Intermountain Power Agency at its rail car facility in Springville)

Kennecott Copper Corporation

(Read more about the locomotives used by Kennecott Copper, and its predecessor, Utah Copper Company)

Kennecott Rio Tinto

Garfield, Utah

In-plant switching at Kennecott's Garfield refinery and smelter, contracted since 2002.

Garfield Switching Contract

McWane Ductile

(formerly Pacific States Cast Iron Pipe)

Ironton (Springville), Utah

(See Pacific States Cast Iron Pipe, below)

MagCorp

Magnesium Corporation at Rowley, Utah, has leased several locomotives to switch its rail cars.

Morton Salt Co.

Saltair, Utah

Road
Number
Builder
Model
Builder
Number
Builder
Date
(no number) Brookville BCUT 4211 Jul 1956

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)

Nucor Steel

Plymouth, Utah

Road
Number
Builder
Model
Builder
Date
Builder
Number
Previous
Number
Date To
Nucor
Date
Retired
Notes
341 BLW DS-4-4-10 Mar 1948 BLW 73575 P&BR 341   Bef 1992 1
1000 BLW S-12?   BLW     Bef 1992 2
660 (1st) EMD GP30 Sep 1962 EMD 27581 UP 872 ca. Dec 1990 Aug 2010 3
660 (2nd) GE B23-7 Apr 1980 GE 42940 BNSF 4258 Jan 2011   4
664 (1st) EMD GP7 Sep 1951 EMD 13177 BN 1564 ca. Sep 1990 Aug 2010 5
664 (2nd) GE B23-7 Mar 1979 GE 42305 Conrail 1967 23 May 2006   6
721 GE B23-7 Apr 1980 GE 42940 BNSF 4258 Jan 2011   7

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)

Pacific States Cast Iron Pipe Co.

Ironton (Springville), Utah

(Read more about Pacific States Cast Iron Pipe Co. along with its parent company McWane Cast Iron Pipe Co., which became McWane, Inc., in 1977)

Road
Number
Builder
Model
Previous
Number
Builder
Number
Builder
Date
Frame
Number
Date To
PSCIP
Date Retired
By PSCIP
(no number) EMD NW2 UP 1043 3429 Jul 1946 E683-8 Mar 1985 Sep 2007
(no number) Republic RX500         Jun 2007  

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).

Rocky Mountain Locomotive Services, Inc.

Rocky Mountain Locomotive Services began in June 2008 as a provider of locomotive and car repair and inspection.

Rocky Mountain Railcar Repair

Tooele, Utah

Peterson Industrial Depot

(Changed from Utah Industrial Depot)

(Changed from Ninigret Depot)

Peterson Industrial Depot is located on the former site of the closed Tooele Army Depot, and includes approximately 44 separate buildings containing approximately 2.3 million square feet of industrial/warehouse space, a rail service business that provides rail services and access to tenants at Peterson Industrial Depot and an approximate 288,000 square feet of separate storage unit space.

Utah Fabrication on the Utah Industrial Depot, formally TEAD, has a subsidiary company., Rocky Mountain Railcar. Utah Fabrication works out of "building 691" on United States Army rail "D" line. Rocky Mountain maintains, inspects, repairs and repaints railcars. Last year at this time they only had a single track and use house tracks on the "D" line to do repairs. Last spring they started to make their facility larger by adding four more tracks and a connecting track that runs north of the "D" line, almost paralleling SR112 and then ties in where the Western Pacific did in the day. RMR is UID largest customer for cars. Last June RMR picked up Savage 3611 and I've been told by the CEO, they will get 3612 too. (Bradley Ogden, December 13, 2011)

Rocky Mountain Rail Car -- The following comes from RMR's application in 2011 to become a common carrier, providing switching services to the entire Peterson Industrial Depot.

Federal Register / Vol. 76, No. 73 / Friday, April 15, 2011 / Notices

Department Of Transportation -- Surface Transportation Board -- Docket No. FD 35478

Rocky Mountain Railcar and Repair, Inc. -- Acquisition and Operation Exemption -- Line of Railroad in Tooele County, Utah

Rocky Mountain Railcar and Repair, Inc. (Rocky Mountain), a noncarrier, has filed a verified notice of exemption under 49 CFR 1150.31 to acquire from Utah Industrial Depot and operate 11.5 miles of rail line, located inside an existing industrial facility in Tooele County, Utah. The rail line includes a spur that connects to the Union Pacific Railroad Company main line.

Rocky Mountain states that it currently operates a railcar repair facility, but that it seeks to become a common carrier.

According to Rocky Mountain, the transaction is expected to be consummated on or after September 28, 2011 (180 days after the exemption was filed); this is after the May 1, 2011 effective date of the exemption (30 days after the exemption was filed).

Rocky Mountain certifies that its projected annual revenues as a result of this transaction will not result in Rocky Mountain becoming a Class II or Class I rail carrier. Rocky Mountain further certifies that its projected annual revenues upon becoming a Class III carrier will not exceed $5 million.

Rocky Mountain Railcar and Repair, Inc., 1485 W. James Way, Tooele, Utah 84074.

Decided: April 12, 2011.

Utah Industrial Depot is laying new rail across from the old WP/ U.S. Army interchange at the old Tooele Army Depot, and a asphalt plant will be built. There will be a crossover to serve Carlisle Syntec, and the batch plant. CS will be switched from the north while the batch plant will be switched from the south. The first drawing showed that they wanted to use the old WP right of way and go north, but now they have decided to go with a crossover. The trackage that serves CS will be moved north about 90 feet, so that they can install the other track. (Bradley Ogden, October 6, 2013)

Locomotives

The two locomotives at Rocky Mountain Railcar were, from April 2007 to late 2011, located at Potash (the potash plant west of Moab on the Colorado River), at the west end of UP's former D&RGW Cane Creek Branch. Moved to Potash in April 2007 from the Department of Energy site at Fernald, Ohio. Planned use was as part of the rail movement of the Moab mill tailings. (see Department of Energy Moab Mill Tailings, above)

The two locomotives were sold in August 2012 to Rocky Mountain Railcar Repair (RMRR) and moved by truck during November 2012 to their facility at Tooele, Utah, on the former Tooele Army Depot.

(February 2015 Update: Both locomotives have been fully repainted, and identified as Peterson Industrial Depot, PIDX, 1250 and 1258.)

(Photos)

Road
Number
Previous
Number
Builder
Model
Builder Previous
Number
Builder
Number
Builder
Date
Date To
RMRR
PIDX 1250 OHFX 1250 RS4TC BLH U. S. Army 1250 Whitcomb 61205 Oct 1953 Aug 2012
PIDX 1258 OHFX 1258 RS4TC BLH U. S. Army 1258 Whitcomb 61213 Oct 1953 Aug 2012

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)

Spring Canyon Coal Co.

Storrs, Utah

Road
Number
Wheel
Arrangement
Builder Builder
Number
Builder
Date
Date
Retired
Spring Canyon Coal no. 1 2-8-0 Baldwin 38837 1912  

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)

Tesoro

Salt Lake City, Utah

This location was originally owned by Utah Oil company, a subsidiary of Standard Oil of Indiana. It became Amoco in 1963, and was sold to Tesoro in 2001. Tesoro became Andeavor August 2017, and was merged with Marathon Petroleum in October 2018.

(Read more about Tesoro's Salt Lake City refinery)

Road
Number
Previous
Number
Builder
Model
Builder
Number
Builder
Date
Date To
Tesoro
Date From
Tesoro
Notes
LTEX 1125 GS 1125 EMD SW1200 27893 Feb 1963 Jun 2007 Aug 2008 1
RLIX 1005 GVSR 301 EMD SW1001 756080-1 Oct 1975 Jun 2008 Feb 2017 2
GMTX 154 KCSM 1522 EMD SW1504 712689 Jun 1973 Jan 2017   3
GMTX 334 UPY 1395 EMD MP15AC 806026-3 Oct 1980 Jan 2017   4

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.
  8. 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.
  9. 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)

Twin Mountain Rock/Rinker Materials

Murdock (near Milford), Utah (about 6 miles northwest of Milford, 11 miles by rail)

A gravel pit near Milford that furnished ballast for UP, via a long conveyor from the pit down to a UP spur, with a locomotive being used as a facility switcher. (information from Roger Beckett, March 2006)

On a visit in October 2006, Norm Metcalf found that the locomotive was still marked for KMGX 57-602, SD9, frame number 5381-6. On the long hood, "Twin Mountain Rock" spelled out on the hood side, with "A Kiewit Co." located below. The locomotive had a sticker from April 1998 when Omnitrax rehabilitated the locomotive for Kiewit.

The KMGX reporting mark was originally assigned to Kiewit Mining Group, which was split off in 2000 as Kiewit Mining Company, then sold to Rinker Materials in 2002. The reporting mark is now assigned to Twin Mountain Rock Co., as a subsidiary of Rinker Materials.

The quarry at Milford, known as Twin Mountain Rock, was first operated starting in 1998 by Peter Kiewit & Sons, which spun off its quarry business as Kiewit Materials, which in-turn was sold to Rinker Materials in September 2002.

Rinker Materials, one of the largest suppliers of crushed stone and concrete products in the U.S., with several quarries nationwide, some of which also use the Twin Mountain Rock name. In July 2007, Rinker materials was sold to Cemex.

(Read more about Rinker Materials)

Locomotive was offered for sale during January 2013 by Ozark Mountain Railcar.

Road
Number
Builder
Model
Builder
Date
Builder
Number
Frame
Number
Date To
Utah Location
Date
Sold
602 SD9 Jan 1955 20228 5381-6 1998 Feb 2013

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)

U. S. Steel Geneva Works

(Read more about the locomotives used by U. S. Steel at its Geneva Works steel plant, near Orem)

U. S. Steel Columbia Ironton Works

(Read more about the locomotives used by Columbia Steel and U. S. Steel at its Ironton iron plant, near Provo)

U. S. Steel Wellington Coal Wash Plant

(Read more about the Wellington Coal Wash Plant, east of Price)

Road
Number
Builder
Model
Builder
Number
Builder
Date
Date To
Wellington Plant
Later
Number
Notes
USS 1 Alco S-6 82303 Sep 1957 (new) NEICO 1 1
USS 1217 Alco S-6 81817 Oct 1956 Jul 1982 NEICO 002 2

(Read more about Alco S-5, S-6 and SSB-9 locomotives at The Diesel Shop)

The Wellington site was sold to Kaiser Coal company in 1986, and was sold again in 1989 to Castle Valley Resources, a subsidiary of a subsidiary of Nevada Electric Investment Company (NEICO), which in-turn was a subsidiary of Sierra Pacific Resources of Reno, Nevada.

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)

Utah Copper Company

(A roster listing of the electric locomotives used by Utah Copper Company)

(A roster listing of the steam locomotives used by Utah Copper Company, including Bingham & Garfield locomotives)

Utah Iron Ore Corp.

(A roster listing of the locomotives used by the Utah Iron Ore Corporation)

Utah Pomroy Morrison

Geneva, Utah

Road
Number
Builder
Model
Builder
Date
Builder
Number
1 GE 43 ton Jan 1940 12574
2 GE 43 ton Mar 1940 12576
3 GE 43 ton Mar 1940 12577

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.

Utah Power & Light Co.

UP&L Hale Plant

Provo, Utah

Road
Number
Builder
Model
Builder
Number
Builder
Date
Date To
UP&L
Date
Retired
Notes
(no number) Plymouth 20 Ton 4161 May 1941 Mar 1958 Jun 1977 1

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)

UP&L Carbon Plant

Castle Gate, Utah

Road
Number
Previous
Number
Builder
Model
Builder
Number
Builder
Date
Date To
UP&L
Date
Retired
Notes
UP&L 41 D&RGW 41 GE 44 Ton 15128 Sep 1942 Aug 1954 Jan 1976 1
UP&L 7176 U S Army 7176 GE 65 Ton 15631 Jun 1942 Nov 1974 Jun 1977 2
UP&L 5923 D&RGW 5923 EMD GP9 20525 Jun 1955 Jan 1977 Mar 1987 3

The UP&L's Carbon Plant went into service in 1954. Coal was received by conveyor belt from the Castle Gate No. 2 mine, and by rail car from Independent Coal & Coke's mine at Kenilworth, 11 miles by rail from Castle Gate. Independent bought the Utah Fuel coal mine at Castle Gate in 1951, but continued to ship coal by rail to its largest customer, UP&L's Carbon plant at Castle Gate. The Castle Gate No. 2 mine was closed in February 1960, and its underground tunnels were connected with the Kenilwoth mine by a tunnel, 5,000 feet long, that had been started in 1958. With the completion of the connecting tunnel, the D&RGW Kenilworth Branch was abandoned and all coal was mined and shipped to Castle Gate by way of the tunnel and conveyor belt. UP&L continued to receive coal at its Carbon plant by conveyor belt from Independent Coal's Castle Gate mine, but also continued to receive coal by rail car from other locations.

Utah Power & Light constructed its Carbon Steam Generating Plant at Castle Gate in 1954. The first unit went into operation in November 1954, and the second unit came on line in August 1957. The Carbon plant was shut down in April 2015. Demolition started in mid 2016, and was completed in July 2017, and the site reclaimed.

(Read more about the history of Utah Power & Light)

The locomotives at Castle Gate were used to move coal by rail car whenever the conveyor belt was not in operation, and to move the occasional rail car shipment of coal whenever UP&L was able to obtain a lower price on the spot-market. But this changed in 1977 after UP&L had to change its plans to operate unit coal trains from its loadout at Acco (now known as C.V. Spur) south of Price. UP&L planned to use the new loadout to ship coal to its new Huntington power plant when it opened in 1974, and later to its Hunter power plant when it opened in October 1978, and to close the Carbon plant at Castle Gate.

At the same time, D&RGW GP9 5923 was purchased in 1977 to allow the movement of heavier coal shipments to Castle Gate. But events changed and UP&L began receiving coal shipments at Castle Gate solely by truck, from several mines in the area. The two smaller locomotives were sold in June 1977. After 1977, the GP9 sat mostly unused until it was sold for scrap in March 1987. It was scrapped on-site soon after because the track it was stored on was blocked by the large coal storage pile, preventing the locomotive from being moved on its own wheels.

Pete Maxfield wrote on April 26, 2015, telling of a conversation he had about the former D&RGW 5923 with Craig Drury, of the Heber Creeper. Craig had been asked if the Heber Creeper wanted the 5923 as a possible donation, and had made a trip to inspect it at Castle Gate. But he found that the locomotive was trapped behind one of the storage piles of coal. There was no low-cost way to move the locomotive from its place on UP&L's storage tracks, to the D&RGW mainline, so UP&L decided to scrap the locomotive on-site.

James Belmont took a photo in early February 1977 showing all three locomotives on the property at the same time. The orange GE 44T and red GE 65T on storage tracks east of the U. S. 191 crossing, and the GP9 on tracks west of the crossing.

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)
  5. UP&L 5923 was purchased second hand from Denver & Rio Grande Western in January 1977.
  6. "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)
  7. By September 1979, UP&L 5923 had been painted into an all-red scheme with a white cab.
  8. 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.

Wendover Bulk Transhipment Company

The Wendover Bulk Transhipment Company is a subsidiary of KGHM International, which also owns the active Robinson open pit copper mine at Ruth, Nevada, west of Ely.

The Wendover transload facility was built by Broken Arrow, Inc. and was one of its bulk logistics sites that included the disposal site at Clive, Utah.

(Read more about KGHM's Robinson mine -- a continuation of the mine originally developed by Nevada Consolidated Copper Company, and later by Kennecott Copper)

The two locomotives used at Wendover include the following.

Former CN GMD-1, number 1441 -- Built in 1959 as CN 1038 (GMD A1701; Order C258); renumbered to CN 1611 in 1988; rebuilt by CN in March 1998, original A-1A- trucks changed to B-B trucks, renumbered to CN 1441; sold to Western Rail, Inc. (WRIX) and leased to KGHM. On-site before August 2010.

Red-painted GE 80-ton, number 213; on-site as Broken Arrow 213 before February 2010, when it was sold to KGHM.

Wildcat Midstream Partners (UTWX)

In 2019, Wildcat Midstream Partners (UTWX) began operating the Wildcat oil transloading facility near Price, Utah, using its own locomotives with the UTWX reporting mark.

In 2021, Utah Railway discontinued service on its line between Martin and Wildcat, at which time UTWX began operating shuttle trains over the five miles of remaining line.

(Read more about the Wildcat facility, and the UTWX locomotives)

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