Bingham Steam Locomotives

This page was last updated on September 21, 2011.

(This is a work in progress; research continues.)

Bingham Canyon Mine

Utah Copper Company (1903-1941)
Kennecott Copper Corporation (1941-1983)
Kennecott Utah Copper (1983- )

Ore Delivery/Ore Haulage

Bingham & Garfield Railway (1911-1948)
Kennecott Copper Corporation, Ore Haulage (1948-1983)
Kennecott Utah Copper (1983-2001)

Garfield Smelter

American Smelting & Refining Company (1906-1959)
Kennecott Copper Corporation (1959-1983)
Kennecott Utah Copper (1983- )

Overview

Utah Copper Company operated the Bingham mine, and the Magna and Arthur concentrator mills, and the Bingham and Garfield Railway, operated the common carrier railroad between the mine and the mills, using steam locomotives. The Bingham and Garfield was also known within Utah Copper as the Ore Delivery Department.

The 1908 Utah Copper annual report showed that at the time, Utah Copper had 15 steam locomotives, nine of which were 50-ton locomotive weight or greater. By July 1914, the number had increased to 35 standard-gauge locomotives, one standard-gauge Shay locomotive, and 11 narrow-gauge locomotives. (Salt Lake Mining Review, July 30, 1914)

All 11 Boston Consolidated narrow gauge Porter locomotives, numbered as 1 through 9, and 11 and 12, along with standard gauge Shay no. 10, were shown as being on Utah Copper property until at least October 1, 1915, the date of the list of boilers on Utah Copper, which included locomotives, shovels and rotary drills.

The ICC Statistics of Railways shows the following, on the dates noted:

June 30, 1911 — (none shown)
June 30, 1912 — 8 simple locomotives (74 tons engine weight) and 3 compound locomotives (128 tons engine weight)
June 30, 1913 — 8 simple locomotives (74 tons engine weight) and 4 compound locomotives (128 tons engine weight)
June 30, 1914 — (same as 1913)
June 30, 1915 — 8 switching locomotives (numbers 300-307) and 5 road locomotives (numbers 100-103 and 200)
June 30, 1916 — B&G owned 19 locomotives, six of which were leased to Utah Copper Company. (106 ICC 450)
December 31, 1917 — 19 locomotives
December 31, 1918 — 20 locomotives
December 31, 1919 — (same as 1918)

All Bingham & Garfield locomotives and cars were sold to Utah Copper Company on September 1, 1920, and leased back to B&G for operation.

Utah Copper was purchased by Kennecott Copper Corporation in 1936 and became the Utah Copper Division in 1941. The Utah Copper locomotives, along with the few still owned by B&G, were lettered for Kennecott Copper Corporation in 1943.

The Bingham and Garfield Railway was replaced in late 1947 by a new, all-electric, low grade line (called the Copperton Low Line) between the mine and the mills. At the same time the operating organization was changed from the Bingham and Garfield Railway to Ore Haulage. The mine locomotives and trains were operated by the mine organization, connecting with Ore Haulage at the Copperton yard. Ore Haulage operated all of the remaining rail organization, including the ore trains, the mill dumpers, and all local and yard switching at the mills and the refinery. The rail operations at the Utah smelter were always operated by the smelter organization.

Kennecott also owned the Ray Mines Division at Ray, Arizona, the Chino Mines Division at Santa Rita and Hurley, New Mexico, and the Nevada Mines Division at Ely and McGill, Nevada.

Two B&G Mallets were still on the property in late 1956 on the repair-in-place (RIP) track at Magna, and were mentioned in an article about Bert W. Richardson, retired B&G engineer. (Kennescope magazine, January 1957, inside front cover)

Locomotives

Davenport 0-4-0 Saddle Tank — 2 locomotives (Utah Copper)
11x16 cylinders

Road Number	Previous Number	Builder Date	Builder Number	Date Retired	Notes
Utah Copper 1	UCC 01	1906	446	6 Dec 1917
Utah Copper 2	UCC 02	1906

General Notes:

a.	Equipped with full saddle tanks across boiler

Davenport 0-4-0 Saddle Tank — 3 locomotives (Utah Copper)
13x18 cylinders

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 3	Jun 1906	444
UCC 4 (1st)	Jun 1906	445
UCC 5 (1st)	Jun 1906	446

General Notes:

a.	Equipped with full saddle tanks across boiler
b.	Builder data furnished by Robert Lehmuth.

Davenport 0-4-0 Saddle Tank — 1 locomotive (Utah Copper)
13x18 cylinders

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 4 (2nd)	Sep 1906	479

General Notes:

a.	Equipped with full saddle tanks across boiler
b.	Builder data furnished by Robber Lehmuth.

0-4-0 Side Tank — 1 locomotive (Utah Copper)

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 5 (2nd)

General Notes:

a.	Utah Copper no. 5 (2nd) was a second hand 0-4-0 tank engine with tender, built by the Rock Island Silvis Shops in the mid 1880s. A sister engine survives today at Railtown 1897 in Jamestown, California. (information from Kyle Wyatt, May 20, 2003)

Porter 0-4-0T Side Tank — 1 locomotive (Utah Copper)
15x24 cylinders

Road Number	Builder Date	Builder Number	Date To Utah Copper	Date Retired	Notes
UCC 6	Aug 1905	3143	Jan 1907

General Notes:

a.	Utah Copper no. 6 was built as Milliken & Forwell at Shadipide, Louisiana; sold to Southern Iron & Equipment Company (dealer); sold to Utah Copper in January 1907

Porter 0-4-0 Saddle Tank — 2 locomotives (Utah Copper)
16x24 cylinders; 46 inch drivers; 98,500 pounds total engine weight; 98,500 pounds weight on drivers; 19,800 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 7	Feb 1907	3766
UCC 8	Feb 1907	3767

General Notes:

a.	Equipped with full saddle tanks across boiler
b.	See Locomotive Notes II, Issue 128, page 5.

Baldwin 0-6-0 — 2 locomotives (Utah Copper)
20x24 cylinders; 51 inch drivers (built with 50-inch drivers); 127,000 pounds total engine weight; 29,300 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 9	Feb 1907	30153
UCC 10	Feb 1907	30154

General Notes:

a.	Utah Copper numbers 9 and 10 were built as Utah Copper 09 and 10 in 1907; briefly renumbered to Bingham & Garfield numbers 200 and 201 after B&G was organized in Sepetember 1908 and first operated in September 1911; renumbered back to Utah Copper 9 and 10 no later than August 1914 (Shipler photo 12860, dated November 27, 1911, shows a side view of B&G no. 200; the builder number may be visible)

Porter 0-4-0 Saddle Tank — 21 locomotives (Utah Copper)
16x24 cylinders; 46 inch drivers; 98,500 pounds total engine weight; 98,500 pounds weight on drivers; 19,800 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 11	Jun 1907	3903
UCC 12	Aug 1907	3971
UCC 13	Aug 1907	3972
UCC 14	Nov 1907	4005
UCC 15	Nov 1907	4006
UCC 16	Dec 1908	4239
UCC 17	Dec 1908	4240		1
UCC 18	Apr 1909	4327
UCC 19	Apr 1909	4328
UCC 20	May 1909	4336
UCC 21	May 1909	4337
UCC 22	May 1910	4580
UCC 23	May 1910	4581
UCC 24	May 1910	4621
UCC 25	May 1910	4622
UCC 26	Jun 1910	4623
UCC 27	Jun 1910	4624
UCC 28	Jul 1910	4625
UCC 29	Jul 1910	4626
UCC 30	Aug 1910	4627
UCC 31	Aug 1910	4628

General Notes:

a.	Equipped with full saddle tanks across boiler.
b.	See Locomotive Notes II 130-4, 131-4, 132-4, 135-4, 137-4, 140-5, 141-5.

Notes:

1.	Utah Copper 17 was transferred to Kennecott-Chino Mines Division (Santa Rita, New Mexico) no. 18; sold to Utah Construction Company no. 18, headquarters in San Leandro, California. (Locomotive Notes II, Number 135, page 4)

Porter 0-4-0 Side Tank — 2 locomotives (Utah Copper)
15x24 cylinders;; 46 inch drivers; 87,000 pounds total engine weight; 87,000 pounds weight on drivers; 17,950 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 32	Nov 1910	4781
UCC 33	Nov 1910	4782

General Notes:

a.	Equipped with full saddle tanks across boiler

Porter 0-4-0 Saddle Tank — 4 locomotives (Utah Copper)
16x24 cylinders;; 46 inch drivers; 87,000 pounds total engine weight; 87,000 pounds weight on drivers; 17,950 pounds tractive effort

Road Number	Porter Number	Builder Date	Builder Number	Date Retired	Notes
UCC 34	(UCC 38)	Jan 1911	4787
UCC 35	(UCC 39)	Jan 1911	4788
UCC 36	(UCC 40)	Jan 1911	4801
UCC 37	(UCC 41)	Jan 1911	4802

General Notes:

a.	Equipped with full saddle tanks across boiler
b.	The 1915 list of Porter locomotives confirms that four locomotives built as Utah 34-37 were delivered to Chino, and four later locomotives built as Utah 38-41 were delivered as Utah 34-37, replacing the four sent to Chino.
c.	An irregularity exists in the Porter records -- the four 45 or 48 ton Porters are shown as being delivered to Utah, when in fact they were delivered to Chino. Four of the Chino engines came from among the Utah engines numbered 32 and above. The Insurance register validated that and the four smaller Porters became Chino 5-9. Chino had about 10 or 11 of the smaller Porters including five saddle tankers 9 to 13. Unfortunately, because the Porter records didn't include road numbers, it makes validation more difficult. I have been able to read some of the builder's numbers on the Chino engines and those numbers have seemed to confirm a chronological order by builders number up through Porter no. 21. (Steve Swanson email dated January 11, 2012)
d.	Earlier rosters based on Porter records, and earlier research have always shown (in error) that Chino 18 was ex Utah Copper 17 (Porter 4240, 12/1908), transferred from Utah, with a disposition after Chino as being sold to Utah Construction Company no. 18 (headquarters in San Leandro, California) (Locomotive Notes II, Number 135, page 4) (see also the Porter builder lists published in Locomotive Notes II, numbers 130, 131, 132, 135, 137, 140 and 141)

Baldwin 0-6-0 Side Tank — 6 locomotives (Utah Copper)
20x24 cylinders; 50 inch drivers; 154,000 pounds total engine weight; 30,000 pounds tractive effort

Road Number	Builder Date	Builder Number	Nevada Number	Date To Nevada	Chino Number	Date To Chino
UCC 71	Oct 1915	42620	NMD 71	1932-1934
UCC 72	Oct 1915	42621	NMD 72	1932-1934
UCC 73	Oct 1915	42622	NMD 73	1932-1934
UCC 74	Oct 1915	42623	NMD 74	1932-1934
UCC 75	Oct 1915	42624			CMD 37	1929
UCC 76	Oct 1915	42625			CMD 38	1929

General Notes:

a.	Utah Copper 71-76 were delivered lettered as Bingham & Garfield; changed to Utah Copper in (?).
b.	Baldwin records shows these as built with 21x24-inch cylinders, 50-inch drivers, and 2,000-gallon side tanks.
c.	NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
d.	The four locomotives sold to Nevada were converted to 0-6-2 wheel arrangement.
e.	CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico
f.	A September 1937 list of Kennecott Copper locomotives show numbers 71-74 as assigned to Nevada, but numbers 75 and 76 are not shown as being assigned at Chino (and are not on the list at all).

Baldwin 0-6-0 Side Tank — 4 locomotives (Utah Copper)
20x24 cylinders; 50 inch drivers; 154,000 pounds total engine weight; 30,000 pounds tractive effort

Road Number	Builder Date	Builder Number	Chino Number	Date To Chino	Notes
UCC 77	Apr 1917	45434	CMD 39	1929
UCC 78	Apr 1917	45435	CMD 40	1929
UCC 79	Apr 1917	45436	CMD 35	1929	1
UCC 80	Apr 1917	45437	CMD 36	1929

General Notes:

a.	Utah Copper 77-80 were delivered lettered as Bingham & Garfield; changed to Utah Copper in (?).
b.	Baldwin records shows these as built with 21x24-inch cylinders, 50-inch drivers, and 2,000-gallon side tanks.
c.	CMD is Kennecott's Chino Mines Division, located at Santa Rita, New Mexico.

Notes:

1.	A September 1937 list of Kennecott Copper locomotives shows a no. 79 at McGill, Nevada.

Baldwin 0-6-0 Side Tank — 5 locomotives (Utah Copper)
21x24 cylinders; 50 inch drivers

Road Number	Builder Date	Builder Number	Nevada Number	Date To Nevada	Chino Number	Date To Chino	Notes
UCC 81	Sep 1923	57016	NMD 81	1929
UCC 82	Sep 1923	57019			CMD 33	1929
UCC 83	Sep 1923	57020	NMD 83	1929
UCC 84	Sep 1923	57091	NMD 84	1929
UCC 85	Sep 1923	57092			CMD 34	1929	1

General Notes:

a.	NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
b.	CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico.
c.	The three locomotives sold to Nevada were converted to 0-6-2 wheel arrangement, with increased coal bunker capacity.
d.	The three Nevada locomotives were returned to Utah in late 1950.
e.	A September 1937 list of Kennecott Copper locomotives show numbers 81-85 as assigned to Nevada.

Baldwin 0-6-0 Side Tank — 3 locomotives (Utah Copper)
21x24 cylinders; 50 inch drivers

Road Number	Builder Date	Builder Number	Nevada Number	Date To Nevada
UCC 86	Apr 1924	57768	NMD 86	1929
UCC 87	Apr 1924	57769	NMD 87	1929
UCC 88	Apr 1924	57770	NMD 88	1929

General Notes:

a.	NMD is Kennecott's Nevada Mines Division at Ely, Nevada.
b.	CMD is Kennecott's Chino Mines Division at Santa Rita, New Mexico.
c.	After being sold to Nevada, all three locomotives were converted to 0-6-2 wheel arrangement, with increased coal bunker capacity.
d.	All three locomotives were returned to Utah in late 1950.
e.	A September 1937 list of Kennecott Copper locomotives show numbers 86-88 as assigned to Nevada.

Alco-Schenectady 0-8-8-0 — 4 locomotives (Bingham & Garfield)
26/41x28 cylinders; 51 inch drivers; 462,840 pounds total engine weight; 102,000 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 100	Jun 1911	49998
B&G 101	Jun 1911	50019
B&G 102	Nov 1911	50483
B&G 103	Aug 1912	51710

General Notes:

a.	Bingham & Garfield 100-103 also had 123,000 pounds simple tractive effort.
b.	B&G 100 and 101 were built under Alco order number S806
c.	B&G 102 was built under Alco order number S838
d.	B&G 103 was built under Alco order number S901
e.	Built using plans for Delaware & Hudson 0-8-8-0s, including the large fireboxes meant for anthricite coal, although B&G burned bituminous coal

Alco-Schenectady 0-8-8-0 — 2 locomotives (Bingham & Garfield)
26/41x28 cylinders; 51 inch drivers; 477,000 pounds total engine weight; 105,500 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 104	Mar 1917	56788
B&G 105	Mar 1917	56965

General Notes:

a.	Bingham & Garfield 104 and 105 also had 127,000 pounds simple tractive effort.
b.	B&G 104 and 105 were built under Alco order number S1203.
c.	Utah Copper no. 105 was destroyed as the result of a boiler explosion on February 15, 1942; repaired and returned to service on March 11, 1943. Utah Copper locomotive 105 had a boiler explosion that killed both the engineer, Joseph Poulsen, and the fireman, Rhys Thomas. The brakeman, Edward Anderson suffered minor burns because of his location in the brakeman's shanty atop the locomotive tender. The explosion took place at 8:05 a.m. on Saturday February 15, 1942 while the locomotive was inside Tunnel No. 3 on the former Bingham & Garfield line in Bingham Canyon. The locomotive was at the head of a train of 52 empty ore cars returning to the Bingham copper mine from the mill at Magna. (Salt Lake Telegram, February 21, 1942) The usual operating practice was for the locomotive to travel tender first when returning to the mine, putting the brakeman ahead of the locomotive when the explosion took place.

Alco-Schenectady 0-8-8-0 — 1 locomotive (Bingham & Garfield)
26/41x28 cylinders; 51 inch drivers; 477,000 pounds total engine weight; 105,500 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 106	Oct 1918	59492

General Notes:

a.	B&G 106 was built under Alco order S1258

Alco-Schenectady 0-8-8-0 — 2 locomotives (Bingham & Garfield)
26/40x28 cylinders; 51 inch drivers; 474,400 pounds total engine weight; 470,000 pounds weight on drivers; 107,000 pounds tractive effort

Road Number	First Number	Builder Date	Builder Number	Date To Utah Copper	Date Retired	Notes
B&G 107	B&M 800	Oct 1922	63455	Jun 1929		1
B&G 108	B&M 801	Oct 1922	63456	Jun 1929		2

General Notes:

a.	Bingham & Garfield 107 and 108 were purchased second-hand from Boston & Maine 800 and 801 in June 1929.
b.	Bingham & Garfield 107 and 108 also had 128,000 pounds simple tractive effort.
c.	Bingham & Garfield 108 was lettered as Utah Copper 108 as early as November 1937, the date of a group photo of Magna shop employees, with them lined up on the locomotive running boards, and the cab side clearly lettered as "Utah Copper."

Notes:

1.	B&G 107 was scrapped at Kennecott's metal salvage yard in Magna in May 1958, and was the last of the Mallets to be scrapped. (Kennescope magazine, November 1958, page 24) (photo)
2.	B&G 108

Baldwin 2-8-8-2 — 2 locomotives (Bingham & Garfield)
25/39x32 cylinders; 56 inch drivers; 526,000 pounds total engine weight; 103,000 pounds tractive effort

Road Number	First Number	Builder Date	Builder Number	Date To Utah Copper	Date Retired	Notes
B&G 109	N&W 1721	Aug 1918	51936	1943
B&G 110	N&W 1723	Sep 1918	52298	1943

General Notes:

a.	Bingham & Garfield 109 and 110 were purchased second-hand from Norfolk & Western 1721 and 1723 in 1943.
b.	Bingham & Garfield 109 and 110 also had 125,000 pounds simple tractive effort.
c.	Very similar, if not identical, to D&RGW 3550-3564 (Class L-109); D&RGW received ex N&W 1722 (D&RGW 3551) and ex N&W 1724 (D&RGW 3552).
d.	See article about N&W sales of surplus locomotives during World War II, "N&W's wandering Y-3's", by Ed King, in Railroads and World War II, Classic Trains Special Number 6, 2008 (Kalmbach), page 53; in the article, Mr. King states, "Norfolk & Western got into the used locomotive market as a vendor in December 1942, when it sold two 2-6-6-2's in class Z-la to the power-starved Denver & Rio Grande Western. In 1943, N&W sold eight Y-2a 2-8-8-2's to the D&RGW and then two more Y-2a's to the Utah Copper Company for its Bingham & Garfield road-haul railroad. The latter two locomotives, which were used in slow-speed service, kept their N&W numbers as B&G 1721 and 1723." Mr. King also says that the USRA standard design 2-8-8-2 was based on these N&W Class Y2a locomotives.
e.	Earlier rosters locomotives show that B&G 109 and 110 were renumbered to 400 and 401, but no photographs or documentation has yet been found that shows this as fact.

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
20x24 cylinders; 51 inch drivers (built with 50-inch drivers); 127,000 pounds total engine weight; 29,300 pounds tractive effort

Road Number	Previosu Number	Builder Date	Builder Number	Date Retired	Notes
B&G 200 (1st)	UCC 09	Feb 1907	30153
B&G 201	UCC 10	Feb 1907	30154

General Notes:

Bingham & Garfield 200 (1st) and 201 were built as Utah Copper 09 and 10 in 1907; briefly renumbered to Bingham & Garfield numbers 200 (1st) and 201 after B&G was organized in Sepetember 1908 and first operated in September 1911; renumbered back to Utah Copper 9 and 10 no later than August 1914 (Shipler photo 12860, dated November 27, 1911, shows a side view of B&G no. 200; the builder number may be visible)

Alco-Brooks 2-8-0 — 1 locomotive (Bingham & Garfield)
21x30 cylinders; 51 inch drivers; 211,460 pounds total engine weight; 41,900 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 200 (2nd)	Aug 1914	54900	after Nov 1958

General Notes:

a.	Bingham & Garfield no. 200 (2nd) was retired after November 1958; the locomotive can be seen intact in the background of a dated photo of a project at the Central Power Station, showing out-of-service equipment at the Magna shops.
b.	Bingham & Garfield no. 200 (1st) was a Baldwin 0-6-0 built in 1907 as Utah Copper 09, renumbered to B&G 200 (1st) in 1908-1911; renumbered back to Utah Copper 9 after August 1914.
c.	Similar to Nevada Northern 95

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
21x26 cylinders; 51 inch drivers; 164,600 pounds total engine weight; 34,400 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 300	Dec 1911	37376		Sold to Hanford Engineering Works, Richland, Washington, no. 39-209
B&G 301	Dec 1911	37377

General Notes:

a.	According to Baldwin records, B&G 301 was transferred to Utah Copper ownership on November 4, 1937. (Richard Adams, email dated March 21, 2007)
b.	The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 300 and 301 as Utah Copper locomotives, "purchased secondhand from Bingham & Garfield Ry.".

Baldwin 0-6-0 — 4 locomotives (Bingham & Garfield)
22x26 cylinders; 51 inch drivers; 164,600 pounds total engine weight; 37,750 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 302	Apr 1912	37668	Oct 1937	1
B&G 303	Apr 1912	37669		2
B&G 304	Apr 1912	37670
B&G 305	Apr 1912	37671

General Notes:

a.	According to Baldwin records, B&G 305 was transferred to Utah Copper ownership on November 4, 1937. (Richard Adams, email dated March 21, 2007)
b.	The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 302 as assigned to Nevada.
c.	The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 304 and 305 as Utah Copper locomotives, "purchased secondhand from Bingham & Garfield Ry.".

Notes:

1.	B&G 302 was transferred to Kennecott-Nevada Mines Division no. 300 in October 1937.
2.	B&G 303 was sold on September 2, 1931 to General Construction Company (Owyhee Dam Project, Oregon), no. 303. Sold for scrap in 1936.

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
22x26 cylinders; 51 inch drivers; 172,500 pounds total engine weight; 37,750 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 306	Sep 1912	40618
B&G 307	Sep 1912	40619

General Notes:

a.	(research continues)

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
22x26 cylinders; 51 inch drivers; 175,800 pounds total engine weight; 38,800 pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
B&G 308	Feb 1917	45131
B&G 309	Feb 1917	45132

General Notes:

a.	(research continues)

Baldwin 0-6-0 — 2 locomotives (Bingham & Garfield)
20x26 cylinders; 51 inch drivers; 138,400 pounds total engine weight; 31,200 pounds tractive effort

Road Number	First Number	Builder Date	Builder Number	Date Retired	Notes
B&G 400	L&S 3	Dec 1906	29712	1950	1
B&G 401	BG 4	Dec 1906	29713	1931	2

General Notes:

a.	Utah Copper 400 (1st) was purchased second-hand from Bullfrog Goldfield Railroad no. 3 (date?)
b.	Utah Copper 401 (1st) was purchased second-hand from Bullfrog Goldfield Railroad no. 4 (date?)
c.	The "List of Locomotives Owned By Western Properties of Kennecott Copper Corporation," dated September 1, 1937 shows 400 as a Utah Copper locomotive, "purchased secondhand from Bingham & Garfield Ry.".

Notes:

1.	Utah Copper 400 (1st) was scrapped in about 1950.
2.	Utah Copper 401 (1st) was sold to Peninsula Terminal no. 401 in June 1931; sold for scrap on January 5, 1953 to Oregon Steel Mills, Portland, Oregon.

Alco-Richmond 0-8-0 — 1 locomotive (Utah Copper)
25x28 cylinders; 51 inch drivers; 221,000 pounds total engine weight; (?) pounds tractive effort

Road Number	Builder Date	Builder Number	Date Retired	Notes
UCC 500	Jun 1924	65663	after Nov 1958

General Notes:

a.	Built as Utah Copper Company no. 500 (Alco Historic Photos builder photo)
b.	Utah Copper 500 was retired after November 1958; the locomotive can be seen intact in the background of a dated photo of a construction project at the Central Power Station, showing out-of-service equipment at the Magna shops.

***