UtahRails.net

UtahRails.net

Rio Grande Western Railway (1889-1908)

Standard Gauge Locomotives

By George E. Pitchard

This page was last updated on August 27, 2004.

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Introduction

Starting in 1889, and running through 1907, the Rio Grande Western had on its roster 127 standard-gauge locomotives (not including the 'set-out' former narrow-gauge engines; all of these 127 engines were purchased new for the R.G.W., none being acquired second-hand. Most survived to become D.& R.G. engines when the R.G.W. was merged, officially and properly, into the D.& R.G. on July 31, 1908; several of the heaviest 2-8-0 engines survived into the last days of D.& R.G.W. standard-gauge steam operations in late 1956.

This roster-story is not so lengthy/exhaustive as the narrow-gauge one was; we believe, however, that it conveys useful information not readily available, or to be had by 'backing-out' the R.G.W. engines from any existing, published, D.& R.G.(W.) roster.

The arrangement is by class, more or less chronologically, according to when the first engines of the class were received. Information available to the compiler hereof dictates a somewhat-higher level of detail for the Baldwin engines than the others. Cost figures, where given, are from a D.& R.G.(W.) card-file record of "Locomotives Retired," and therefore should represent the 'book value' of the loco when vacated, an amount which should include sundry 'additions and betterments' over the years; the figures are included here mostly as a curiosity. Most of the 'Disposition' data given here are from that same "Locomotives Retired" record.

Probably the first standard-gauge engines ordered, about June 29, 1889, these were the first standard-gauge engines to begin arriving, as on October 4, 1889, the first four, numbers 111-114, arrived at Ogden, and on October 10, 1889 were brought to Salt Lake City behind Southern Pacific engine 248. The first 'revenue' use of one of these engines seems to have been on October 13, 1889, when the No. 111 took a freight train from Salt Lake City to Ogden. The initial lot was 20 locomotives; smaller lots were added over the next couple of years, with the last lot of five locomotives coming along in February 1892, bringing to 43 the total number of these Baldwin class 10/34E 2-8-0 engines on the R.G.W., easily the largest single class on the road. As built, these engines had 20x24" cylinders, 46" drivers, and an engine weight of 'about' 113,000 lbs., per the Baldwin spec sheet for these engines, which was dated June 29, 1889. Initially painted black, no striping, with letters and numbers in lemon yellow, having "RIO GRANDE WESTERN" on tank collar, a 'large' number on tank sides, but no number on back of tank, number on sand box and on front number plate; Westinghouse air brake; and tender to hold 3,450 gallons of water.

Assigned class 113 at the beginning, somewhere between September 1, 1890 and March 1, 1891 it is changed to class 133-1/2; the rosters show engine weight as being 133,600 lbs, cylinders and drivers as noted above. But, then, between November 1, 1891 and January 1, 1892, the engine weight in the rosters goes back to 113,000 lbs., and in January of 1892, these engines again are assigned to Class 113.

Experience evidently showed that 46-inch drivers were not quite large enough for a standard-gauge, as in early 1894 began a program of rebuilding these engines with 50-inch drivers; cylinders remain at 20x24-inch, but engine weight increases somewhat, to 118,500 pounds. No. 117 was the first engine so remodeled, it being the only engine shown as rebuilt in the July 1, 1894 roster; over the next several years (by January 1, 1900), all but three engines, Nos. 116, 147 and 149, get the facelift. The roster at January 1, 1900 shows the 40 engines rebuilt to have an engine weight of 120,100 lbs., with some slight variation in the number of flues in various of the engines in this class, and with considerable variety shown in tenders on these engines.

Class 113 had been changed to class 119 for the rebuilds in late 1894, but in 1895 both classes 113 and 119 became class 20, in the RGW's new method of classifying by cylinder diameter, rather than by engine weight. In its turn, class 20 became class 120 when the D&RG took over in 1901, and the RGW engines were again classified in a system largely based on engine weight.

With the finalization of D&RG ownership of the RGW, and the absorption of the RGW by the D&RG in 1908, renumbering of most RGW equipment was decided upon, and carried out over the next couple of years; these 43 engines, RGW 111-153, were renumbered to D&RG 630-672, the actual renumbering commencing in December of 1908 and not being completed until the end of December, 1910. Twenty-seven of the 43 engines survived to be renumbered 600-626 in the general renumbering of 1924, and were assigned class C-26.

Of the 27 engines that made it to the 1924 renumbering, 21 were scrapped (or sold, in one case) in the 1920s; the six remaining after 1929, numbers 605, 606, 607, 608, 614 and 618, were all save one scrapped in 1934; the lone survivor, No. 605, was sold in July of 1951, to the Victor-American Fuel Co. As a class, then, these engines lasted just a bit under 62 years.

See: Salt Lake Tribune, October 5, 11, 13, 15, 17, 18, 20, 1889; January 7, 1890; March 29, 1891; April 7, 12, 1891; August 16, 1891; February 14, 1892; October 26, 1894; December 1, 1894.

The second lot of standard gauge engines to be received, the first two of which, numbers 33 and 34, arrived in Salt Lake City on November 3, 1889; No. 33 was the first to run, being run to Ogden and back on a trial trip on Monday, November 4, 1889.

Four additional engines made up the whole of the initial lot of six engines, the last of which, numbers 37 and 38, had been received by mid-November of 1889.

Early in 1890, four additional Rome 4-6-0 engines were received, numbers 51 through 54; these were slightly lighter/smaller than the 33-38, and a trifle cheaper, too. Finally, in February of 1891, a final lot of four Rome 4-6-0 engines was received, of the same class as Nos. 33-38, though the first two arrived numbered 55 and 56; they were quickly renumbered 39 and 40.

The earliest available roster, dated September 1, 1890, shows the 33-42 as having 18x24" cylinders, 54" drivers, and an engine weight of 129,500 lbs., and assigned class 107; by March 1, 1891, the class was changed to 129, and in November-December 1891, the engine weight is revised downwards, to 107,000 lbs., and so in January, 1892, these engines are reassigned class 107!

In August, 1892, No. 40 is the first of this class to be rebuilt, the 54-inch drivers being replaced with 60-inch, and the engine weight being bumped up to 113,000 lbs., and a change in class, for the rebuilds, to class 113. At July 1, 1894, only the 37 remains as delivered, out of the 33-42 series, and by February 1, 1895 it, too, has been rebuilt, shortly after which all ten become class 18, in the RGW's new way of doing things. In 1897 the engine weight is again revised, to 114,800 lbs. At the D&RG takeover, these engines become class 115; in 1908 scheme, renumbered to 540-549; only two make it to the 1924 renumbering, becoming class T-17 engines numbers 500 and 501 - which two are scrapped in March, 1926.

As to the 51-54, these four initially show as class 962, having 17x24" cylinders, 54" drivers, and an engine weight of 124,400 lbs. The same story as with the other Rome 4-6-0 engines, and the Baldwin 2-8-0s, applies here, too - by March 1, 1891, the class is changed to 124; in November-December 1891, the engine weight is revised downwards, to 96,500 lbs., and in January of 1892, they become class 96. In October of 1892, No. 52 becomes the first of this group to be rebuilt with 60-inch drivers, and a slight boost in engine weight to 102,500 lbs, with the consequent change in class to 102. By May 1, 1895, all four, 51-54, have been rebuilt, and class changed to 17, in the cylinder-diameter system. The 1897 revision of engine weights puts these engines at 104,200 lbs. At D&RG takeover, these four become class 104, in 1908 renumbered to D&RG numbers 503-506; none survived to the 1924 renumbering, all having been scrapped in the December 1915 to February 1916 period.

See: Salt Lake Tribune, November 5, 7, 14, 1889; January 7, 1890; February 12, 15, 1891; March 2, 1891; September 2, 1892; October 15, 1892.

Note: No. 66 changed to No. 552 at Burnham, rest at Salt Lake City.

Received in two parts, the first half of the lot, numbers 61-63, was composed of two 'normal' engines and one Vauclain compound - numbers 61 and 62 were built with 19x24" cylinders, 66-inch drivers, and an engine weight of 119,160 lbs., while No. 63 was built with 14&24x24" cylinders, 66-inch drivers, and an engine weight of 123,300 lbs.; at their first appearance in the roster, at June 1, 1892, engines 61 and 62 are class 119, and engine 63 is class 123. Engines 64-66 were received in early November of 1892, all apparently being compound engines the same as No. 63. In the 1895 change of classes, engines 61 and 62 became class 19, and numbers 63-66, all still compound, become class 24. The 1897 adjustment of engine weights puts 61 and 62 at 124,000 lbs., and 63-66 at 130,150 lbs.

In the first half of 1900, No. 63 was rebuilt with 21&33x24-inch compound cylinders from the Richmond Loco. Wks., retaining its 66-inch drivers, but evidently experiencing an increase in engine weight to 137,000 lbs. In the second half of 1900, the No. 64 got the Richmond treatment, too, ending up essentially the same as the 63. Then, in 1901, somewhat curiously, the 66 is also rebuilt - to a 'simple' engine, with 19x24-inch cylinders, like the 61 and 62, and 66-inch drivers, but an engine weight of 127,850 lbs.

At the D&RG takeover, engines 61, 62 and 66 are assigned class 124, while the 63-65 are assigned clas 130. All six survive to be given D&RG numbers in 1908-09, but only two make it to the 1924 renumbering, and are assigned class T-19 - but these two don't last long, being scrapped in August 1924 at Salt Lake City.

See: Salt Lake Tribune, 5/13/92; 6/22/92; 11/6/92; 1/13/1900; 6/5/1900.

The first new locomotives in five years, these were also the heaviest engines yet on the R.G.W. The 70-series 4-6-0 engines, Baldwin class 10/32D-581 through -584, spec sheet dated September 13, 1897, had 19x26" cylinders, 67" drivers, and an engine weight of 144,600 lbs.

As befits passenger engines, the 70-73 were painted black, with two coats of engine finishing varnish, and lettered in Gold leaf, "R. G. W. Ry." on the tank collar, "R. G. W." on cab panel, number on front number plate, sand box, and sides & back of tank. On the R.G.W., the 70-73 were assigned class 21. Cost, per the "Locomotives Retired" record, was $11,491.24 each.

The 200-series Mogul engines, Baldwin class 8/34D-11 through -14, spec sheet dated October 9, 1897, had 20x26" cylinders, 61" drivers, and an engine weight of 140,600 lbs. These engines were painted similarly to the 70-73, except that lettering was not in gold leaf. The cost, again as per the aforementioned record, is given as $11,998.77 each.

In the D&RG scheme of things, engines 70-73 became class 145, and, interestingly, gained a half-inch in cylinder diameter; the 200-203 moguls became class 141. All of these engines went through the 1908 change easily enough; two of the Moguls were sold in 1917, the remaining six engines got to the 1924 renumbering, the 4-6-0 engines becoming class T-19, and the two remaining Moguls a part of class G-28; half of the six were scrapped in 1924, the others in 1926.

See: Salt Lake Tribune, 1/8/1898; 1/1/1899; 7/8/1899.

These two groups of Richmond-built 2-8-0 engines were largely the same; both had 22x28" cylinders, and while the 300s had 56" drivers and an engine weight of 183,000 lbs, the 400s had 51" drivers and an engine weight of 179,600 lbs. Both groups were briefly assigned RGW class 28 before becoming D&RG classes 183 and 180, respectively, in 1901. Both groups survived intact through the 1924 renumbering, in which the former 300-series engines became class C-38, and the former 400-series engines, class C-42; all but one of these engines survived into the mid-1930s.

See: Salt Lake Tribune, 7/10/1900; 7/26/1900; 7/28/1900; 8/14/1900.

These engines, the arrivals of which were scattered across the latter part of 1900, were the first 'real' switch engines acquired by the R.G.W.; they had 19x24-inch cylinders, 51-inch drivers, an engine weight of 96,000 lbs., and typical slope-back switcher tenders.

Their R.G.W. class was "SW" (for SWitcher, we guess), and became D&RG class 96 in 1901. In the 1924 renumbering, these three engines became all of class S-23, numbers 20-22; one was scrapped in 1928, the other two in 1936.

See: Salt Lake Tribune, 6/28/1900; 7/2/1900; 10/13/1900.

Numbers 501, 504 and changed at Burnham; No. 81 changed at Grand Junction.

The last R.G.W. roster, No. 36, was dated January 1, 1901, so neither of these two classes appeared therein; they do appear on the proofs for D&RG roster No. 1, dated September 1, 1901, and in the actually-issued No. 1, dated April 1, 1902. The 500-series appears as class 154, with compound cylinders of 22-1/2&35x26 inches, 61-inch drivers, and engine weight of 154,400 lbs. These engines were rebuilt 'simple' in July 1907, with 20x26" cylinders; renumbered 950-955 in 1908-1909; in 1924 became part of class G-28, with the remainder of RGW 200-series Moguls. The 80-series appear in 1901-1902 roster as class 161, cylinders 22&34x26 inches, drivers of 67-inches, and engine weight of 161,500 lbs. Rebuilt 'simple' in 1906, with 20x26" cylinders; renumbered 1908-1909 to 740-743; 1924 to class T-24 numbers 530-533.

All of these engines were scrapped in 1926-1929. (Side note: the "Locomotives Retired" list shows the 500s as costing $12,554.77 each, and the 80s as costing $13,203.07 each.)

See: Salt Lake Tribune, 10/13/1900; 1/31/1901; 3/7/1901.

The R. G. W. purchased compound engines in three lots, from three builders, in 1901; this lot from Baldwin was the second. Baldwin spec sheet for this lot, being Baldwin class 10-28/50E-80 through -84, show specifications as 17&28x30-inch cylinders, 57-inch drivers, an engine weight of 'about' 192,000 lbs, boiler pressure of 200psi, and a tender to hold 6,000 gallons of water. They were Vauclain compound numbers 1829-1833, and to be painted black, no striping, lettering in Aluminum, "R. G. W. Ry." on tank collar, "R. G. W." on cab panel, number on front plate, sand box, and tank sides & back.

The earliest rosters, 1901-1902, show these engines as class 199, with an engine weight of 199,000 lbs.; they were rebuilt 'simple' in March 1907, with 21x30" cylinders. Renumbered 1908-1909 to 990-994; 1924 to numbers 930-934, class C-40; all scrapped 1945-46.

The third of three lots of compound engines, from three builders, to be acquired in 1901, these Richmond engines arrived with 23-1/2&36x30-inch cylinders, 56-inch drivers, and an engine weight of 186,000 Lbs. Assigned D&RG class 186 in 1901 (immediately after, if not upon, arrival), these engines, too, were rebuilt 'simple' in March 1907, with 21x30-inch cylinders; renumbered 980-984 in 1909; to 940-944 in 1924, and put in class C-40; all scrapped in June and July of 1936.

See: Salt Lake Tribune, 12/3/1900.

These engines were part of an order for forty, divided 20 each for the D&RG and the R.G.W.; both roads got their 20 in two lots of ten each, all built in 1906. As delivered, these engines had 23x28" cylinders, 57" drivers, and engine weight of 220,400 lbs, and were assigned class 220 on both roads. Having been ordered with a D&RG-compatible number series, these engines were in no need of renumbering in 1908, and neither were they renumbered in 1924, though the class was changed, to C-48. A couple of these engines were scrapped in 1949, but most made it into the mid-1950s, and a few were active in the last days of D&RGW standard-gauge steam, in late 1956.

These 0-6-0 locomotives, switchers, were the last engines received as "R.G.W." engines; while not usually listed as such in other publications, these engines are listed in the R.G.W. portions of both D&RG roster No. 9, January 1, 1912, and No. 10, April 1, 1916. Assigned class 149, these engines had 20x26" cylinders, 51" drivers, and an engine weight of 150,000 lbs. To numbers 55-59, class S-33, in 1924; three sold in 1943, two scrapped in 1952.

These engines were of Baldwin class 6/34D; the serial numbers within that class are at hand; they were 6/34D-607 through -611.

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