UtahRails.net Copyright 2000-2008 Don Strack
Bamberger Railroad
This page was last updated on September 28, 2008.
- Steam Locomotives
- Electric Passenger Cars
- Electric Freight Locomotives
- Electric Line Cars
- Freight Cars
- Diesel Locomotives
[Editor's note: These rosters are based on information published in Ira Swett's "Interurbans of Utah", but reformatted and rearranged to match the format of other rosters presented here at UtahRails.net. The biggest advantage is that corrected and additional information can be added as it becomes available.]
STEAM LOCOMOTIVES
The Bamberger Railroad has not kept a roster of its steam locomotives, so the following list (compiled from old photographs) is the best we can offer:
| No. | Type | Service |
| 1 | 0-4-2 | Light Passenger (Dummy) |
| 11 | 0-4-2 | Light Passenger (Tank) |
| 18 | 4-4-0 | Heavy Passenger & Freight |
| 19 | 4-4-0 | Heavy Passenger & Freight |
| 20 | 4-4-0 | Heavy Passenger & Freight |
| 21 | 4-4-0 | Heavy Passenger & Freight |
| 22 | 4-6-0 | Heavy Freight |
| 24 | 0-4-0 | Switcher & Light Freight |
Steam locomotives of the lighter type were scrapped when electric operation took over. The heavier engines were sold to various railroads, usually industrial roads. One, No. 26, was reportedly sold to the Salt Lake & Utah and was used in constructing that interurban line, after which it was scrapped.
The steam cars were purchased used from the Brooklyn Rapid Transit and were closed coaches with open platforms, forty in number. Some open cars were also operated in steam trains. After electrification, some of these closed coaches were equipped with electric lights and used as trailers. Later these trailers were rebuilt into express trailers and were used through World War 1. The rather light construction of these cars made it necessary to restrict their speed; in the days of steam operation, this was no problem -- but with the advent of the much faster electric interurban service the company was forced to purchase interurban trailers which could safely operate at high speeds.
PASSENGER CARS
| Index | |
| Car Number Series | Body Type |
| 125-129 | Brill "Bullet" Cars, Single Compartment Coach |
| 300-318 | |
| 300-306 (2nd) | |
| 320-326 | |
| 350-355 | |
| 400-405 | Trailers |
| 400-405 (2nd) | Trailers |
| 406-408 | Trailers |
| 425-438 | Trailers |
| 450-452 | Trailers |
Ira Swett wrote:
To compile an all-time roster of the 24 cars of The Bamberger Railroad is a difficult task, due to the extensive rebuilding and renumbering of most of them. This, of course, is the result of the disastrous Ogden car barn fire of May 7, 1918. The experience then acquired by shop forces tended to induce further rebuilding in succeeding years. No doubt the quality of Bamberger rolling stock was considerably improved by this, but the whole thing makes doubly arduous the compiling of accurate car histories.
After abandonment of rail passenger service on September 7, 1952, cars 322, 350, 351, 352, 353, 354, 355 and 434 were retained by Bamberger at its North Salt Lake Shops.
Cars 450-452 and 125-129 were never renumbered.
All cars were equipped with Westinghouse AMM brakes except cars 125-129 which had GE straight air with MD-33 valve, also magnetic track brakes.
The original motor cars had controls at both ends but normally operated baggage end first. After one-manning, only motor 322 remained double end, although 125-129 and 303 were equipped for operating from the rear end for switching moves only.
| Body Type | Car Number Series |
| Single Compartment Coach | 125-129, 302, 322, 324-326, 352-355, 400-402, 406, 434, 436 |
| Coach with Smoking Compartment | 323, 350, 403, 404 |
| Coach with Smoking and Baggage Compartments | (none) |
| Coach with Baggage Compartment | 301, 303, 351, 405 |
Coach 125-129 — 5 cars
These five highspeed, lightweight interurban cars were the only truly modern interurbans to operate in the western United States. They probably were the finest interurbans New York ever had, too -- for they were built for the Fonda, Johnstown and Gloversville Railroad Company of Gloversville, New York.
Of the same breed as the Indiana and Cincinnati and Lake Erie lightweights, the "Bullets" were good examples of the interurban car-building philosophy of the Thirties: one-man operation, extremely light, high balancing speed, and given the creature comforts required to enable them to compete with the private automobile.
Built by Brill in 1932, the Bullets were along the same lines as the larger, double-ended "Bullet" cars built by the same builder for the Philadelphia and Western Railway.
To provide service to Schenectady, the FJ&G used trackage rights over the Schenectady Railway's Mohawk River bridge at Schenectady. In 1936, the bridge was condemned and the FJ&G found that passenger revenues soon dwindled to unprofitable levels due to competition from paralleling roads and highways. In June 1938, FJ&G abandoned their line between Gloversville and Schenectady due to the condemnation of the bridge, which had taken away direct access into Schenectady. At the same time, in June 1938, FJ&G shut down what was known as the Electric Division, which included all passenger service along their entire line, and the road became a freight-only railroad, operated by steam locomotives. (FJ&G continued operation as a freight-only road until June 1985, after operations ended in March 1984.) (For additional FJ&G information, see also FJGRR.org, including many photos of the Brill cars in service on FJ&G.)
Likely due to financial arrangements between Brill and FJ&G, with the abandonment of FJ&G's Electric Division, the Brill cars were returned to their builder, where they remained until being sold to Bamberger in 1939. They entered service on Bamberger at once, with the only alteration being the elimination of the lavatory and painting over the "Gloversville-Johnstown-Amsterdam-Schenectady" names on the belt rail.
Their distinguishing features include: all necessary safety devices, pneumatic door control, indirect lights, forced air ventilation (air entered at floor level along the side, passed over heaters and out via roof vents), leather air-cushioned seats, overhead baggage racks, magnetic track brakes, and field shunting which gave them a top speed of about 75 mph.
Their low seating capacity militated against them during World War Two but with the dropping of patronage in the late Forties, the Bullets saw considerable use, especially on the one hour "Flyer" schedules. At one time, Bamberger was interested in equipping the Bullets with MU controls and couplers which would undoubtedly have made them more useful.
After abandonment of rail passenger service an effort was made to sell the Bullets for continued rail use. Unsuccessful, Bamberger finally sold all five cars to the Utah Pickle Company, which used them as living quarters in the fields for laborers.
Bamberger 127 ended up at the Orange Empire Railway Museum in Perris, Calif., and is being restored.
|
Car Number |
Date Built |
First Number |
Date To Bamberger |
Notes |
| 125 | 1932 | FJ&G | 1939 | 1 |
| 126 | 1932 | FJ&G | 1939 | 2 |
| 127 | 1932 | FJ&G | 1939 | 3 |
| 128 | 1932 | FJ&G | 1939 | 4 |
| 129 | 1932 | FJ&G | 1939 | 5 |
| GENERAL INFORMATION: Cars 125-129 | |
| Number of Cars: | Five |
| Road Numbers: | 125-129 |
| Builder & Date: | J. G. Brill Company, 1932 |
| Body Type: | Single end, passenger coach |
| Length over all: | 46 feet 11 inches |
| Truck Centers: | 26 feet |
| Trucks: | Brill 89E |
| Over body posts: | 34 feet 4 inches |
| Wheels: | 28 inches |
| Height over roof: | 10 feet 6-1/4 inches |
| Wheelbase: | 6 feet |
| Width over posts: | 9 feet |
| Seats: | 54 |
| Weight: | 42,200 pounds |
| Seat Width: | 40 inches |
| Motors: | Four GE 301 |
| Aisle Width: | 24 inches |
| Gear Ratio: | 24:55 |
| Control: | K-75 |
| Color: | Orange & cream with black trimming |
Notes:
Coach 300-318 — 18 cars
|
Car Number |
Date Built |
Disposition |
| 300 (1st) | 1910 | Renumbered to 404 (2nd), October 15, 1921 |
| 301 (1st) | 1910 | Renumbered to 407, April 29, 1928 |
| 302 (1st) | 1910 | Renumbered to 321, May 30, 1919 |
| 303 (1st) | 1910 | Renumbered to 322, July 4, 1919 |
| 304 (1st) | 1910 | Renumbered to 525, June 10, 1920 |
| 305 | 1910 | Renumbered to 403 (2nd), March 28, 1923 |
| 306 (1st) | 1910 | Renumbered to Line Car 200, September 18, 1920 |
| 307 | 1910 | Renumbered to 300 (2nd), July 3, 1923 |
| 308 | 1910 | Renumbered to 526, December 16, 1919 |
| 309 | 1910 | Renumbered to 324, March 20, 1920 |
| 310 | 1913 | Renumbered to 304 (2nd), December 1, 1919 |
| 311 | 1913 | Renumbered to 437, January 15, 1921 |
| 312 | 1913 | Renumbered to 408, December 1, 1937 |
| (313) | (Vacant, number not used) | |
| 314 | 1913 | Burned, May 7, 1918 |
| 315 | 1913 | Renumbered to 323, October 30, 1919 |
| 316 | 1913 | Renumbered to 438, February 6, 1928 |
| 317 | 1913 | Renumbered to 303 (2nd), November 15, 1919 |
| 318 | 1913 | Renumbered to 306 (2nd), November 11, 1920 |
| (319) | (Vacant, number not used) |
The 18 composite interurban motor cars of the Bamberger Railroad were constructed on two different orders, but were substantially identical. Cars 300-309 were built by Jewett in 1910, while 310-312 and 314-318 (there was never a 313) were by Niles in 1913. All were three-compartment (baggage, smoker, coach) in design, and all were equipped identically. Only in such minor details as design of steps were the Jewett and Niles cars to be distinguished one from another.
The agreement between the purchaser and the builder called for Bamberger to supply all the electric power equipment and air brakes; the builder supplied the trucks and accessories, installed the power equipment and air brakes, and delivered the cars on track at car works for transportation in steam train to Ogden.
These cars were originally painted Pullman green with gold lettering and trim. The name "Salt Lake & Ogden Railway" was spelled out in full on the letter board, and the slogan "Lagoon Route" appeared below the center windows. The car number appeared beneath each of the four end side windows and also beneath each left front window as one faced the car. Trucks and underbody detail were painted black.
The underframe was built entirely of steel and included 8-inch channel side sills and intermediate sills and channel crossings.
The baggage compartment was 11 feet long and had sliding doors at each side. Two folding seats were along the side walls. Seats were arranged as follows: the smoking compartment contained four reversible and four stationary seats; the main coach section had fifteen reversible and four stationary; the baggage compartment, two folding seats.
Although intended for single-end operation, all these cars had controls at rear end; these were mainly used when turning the trains on wye turn-around tracks.
After the Ogden car house fire in 1918, the cars became quite jumbled; those rebuilt were renumbered, many trailers were motorized and renumbered, and some motors became locomotives and even trailers. For the history of these cars after 1918, please refer to the chart on another page containing the renumbering data.
For the record, Bamberger motor cars never operated on another line. Reason, of course, was that connecting interurban lines used 1500 volts pressure, compared with Bamberger's 750.
One-man operation began in 1927 and those of the original 300s which remained motor cars were rebuilt as follows: the former front end became the rear end with vestibule closed and additional seats installed. Dead-man control was added (a safety treadle installed on the air line in such a manner that continued pressure of operator's foot was necessary to prevent brakes from applying automatically), and the old baggage compartment became a rear smoking section. After one-manning, the cars received a bright yellow outside paint job. All this cost about $800 per car.
The passing years witnessed other rebuilding: roofs were made into the arch type, steel sheathing covered sides, also upper sash, folding doors installed.
| GENERAL INFORMATION FOR COACHES 300-318 | |
| Length over buffers: | 56 feet 0 inches† |
| Gear Ratio: | 21:53 |
| Length of car body: | 44 feet 11 inches |
| Wheels: | 36 inches |
| Between seat centers: | 33 inches |
| Lights: | 60 |
| Width over all: | 9 feet 0 inches |
| Heaters: | 30 |
| Length of seats: | 37 inches |
| Sanders: | Air |
| Seating capacity: | 56 (Hinged wooden seat in baggage room increased seating capacity to 62) |
| Pilots: | Two |
| Width of aisle: | 21-1/4 inches |
| Ceiling: | Full Empire |
| Total weight: | 82,000 pounds |
| Weight of car body: | 37,140 pounds |
| Trucks: | Baldwin 78-30-A |
| Brakes: | Westinghouse AMU |
| Motors: | Four GE 205B |
| Control: | GE C-36-C |
| Underframe: | Steel |
| Body: | Steel and wood |
| Interior: | Mahogany |
| Toilet: | Water flush |
| Glass: | Plate and leaded art |
| Seats: | Hale and Kilburn 199-EE leather |
| Curtains: | Pantasote -- Forsyth |
| Couplers: | Janney |
| Buffers: | Gould, spring |
| Trap doors: | Edwards, steel |
| Hand brakes: | Two Peacock |
Coach 300-306 (2nd Series) — 7 cars
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 300 (2nd) | 1910 | 307 | 3 Jul 1923 | Renumbered to Locomotive 530, October 27, 1929 | ||
| 301 (2nd) | 1913 | 316 | 6 Feb 1928 | 438 | 26 May 1928 | Dismantled in 1952 |
| 302 (2nd) | 1910 | 404 | 18 Jun 1920 | 435 | 5 Jan 1929 | Dismantled in 1952 |
| 303 (2nd) | 1913 | 317 | 15 Nov 1919 | Renumbered to Trailer 406, March 19, 1928 | ||
| 303 (3rd) | 1910 | 302 (1st) | 30 May 1919 | 321 | 27 Sep 1928 | Dismantled in 1952 |
| 304 (2nd) | 1913 | 310 | 1 Dec 1919 | Renumbered to 326, September 2, 1921 | ||
| 306 (2nd) | 1913 | 318 | 11 Nov 1920 | Renumbered to 405 (2nd), September 2, 1922 |
| Car Number Series | Body Type |
| 301 | Coach with Baggage Compartment |
| 302 | Single Compartment Coach |
| 303 | Coach with Baggage Compartment |
Coach 320-326 — 7 cars
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| (319) | (Vacant, number not used) | |||||
| 320 | 1910 | 403 | 18 Jan 1919 | Renumbered to 400 (2nd), March 3, 1922 | ||
| 321 | 1910 | 302 | 30 May 1919 | Renumbered to 303 (3rd), September 27, 1928 | ||
| 322 | 1910 | 303 (1st) | 4 Jul 1919 | (disposition unknown) | ||
| 323 | 1913 | 315 | 30 Oct 1919 | Dismantled in 1952 | ||
| 324 | 1910 | 309 | 20 Mar 1920 | Dismantled in 1952 | ||
| 325 (1st) | 1910 | 402 | 4 May 1919 | Renumbered back to 402, February 1, 1923 | ||
| 325 (2nd) | 1913 | 311 | 15 Jan 1921 | 437 | 19 Mar 1928 | Dismantled in 1952 |
| 326 | 1910 | 310 | 1 Dec 1919 | 304 (2nd) | 2 Sep 1921 | Dismantled in 1952 |
| Car Number Series | Body Type |
| 322 | Single Compartment Coach |
| 323 | Coach with Smoking Compartment |
| 324, 325, 326 | Single Compartment Coach |
Coach 350-355 — 6 cars
These six big cars, the work horses of the company, began life as open trailer cars in 1916, SL&O decided to free a good share of its rolling stock from the obligations of the Lagoon resort traffic by purchasing six large open trailers which were to be used exclusively for Lagoon traffic.
The trailers were able to seat 80 people. Their dimensions: 61 feet 6-1/2 inches long, 9 feet 6 inches wide, 12 feet 7 inches high with a weight of 56,000 pounds. The body framing was entirely of steel, posts were of composite construction, with T-iron and wood fillers, and letter boards were of steel. A wood roof of the arch type had a canvas covering, while the floor was of wood, double thickness. Seats were the H&K 300A wood slat type, while vestibules were enclosed and had a train door for MU operation. The trailers had both the seven-wire GE and the eleven-wire Westinghouse control cable so they could operate in trains with SL&O cars (GE) or SL&U and/or UIC (Westinghouse). On several occasions the trailers were rented by the two connecting lines. The trailers had a heavy steel underframe; the center sill was of 8-inch I-beam, 18 pounds per foot, while the side sills were of 8-inch channel bars. Truck centers were 39 feet 2 inches, and had Baldwin 78-30 trucks with 36 inch steel wheels. The cars were built by the Jewett Car Company and were numbered originally 425-430.
All six trailers were present in the Ogden car house fire in 1918 but their high steel content minimized the damage. Rebuilding was commenced immediately and took the form of three distinct steps. First three trailers were rebuilt into the same type car as when delivered. The remaining three emerged as closed trailers; war time restrictions on the procurement of steel caused Mr. Bamberger to strip the steel lining from a flume at one of his mines -- causing the odd ridge midway down the sides of the cars. So pleased was the company with these that the first three were called back and similarly enclosed. The final step was to be expected -- all six were motorized and thus was born the very successful 350-355 Class.
As motor cars, the 350 Class saw perhaps more intensive utilization than Bamberger's car classes, due to seating capacity. In 1927 they were rebuilt for one-man operation, boosting capacity to 84 seats. Later, 350 had a partition built to provide a smoking section, cutting it to 76; 351 was given a baggage compartment and thereafter it seated but 64. As motor cars, the weights increased to an average of about 86,000 lbs. Motors were GE 205Bs, and ratio was 21:53, enabling the 350s to work MU with 300 Class motors. PC-101-A control was installed at time of motorization.
To relieve the small Bullet cars (125-129) of the "Flyer" schedules, the 350s were modernized in 1946. This included tubular-frame modern seats, bulls eye lights, high-speed gears which increased their top speed to approximately 73 mph.
After rail passenger service abandonment, the six 350s were de-motorized and retained, ostensibly for service behind diesels to Lagoon. This never materialized, the cars now awaiting disposal at North Salt Lake.
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 350 | 1916 | 426 | 28 Sep 1918 | 428 (2nd) | 22 Dec 1921 | (disposition unknown) |
| 351 | 1916 | 428 | 5 Feb 1919 | 431 | 4 Oct 1921 | (disposition unknown) |
| 352 | 1916 | 427 | 22 Aug 1919 | 432 | 20 Sep 1922 | (disposition unknown) |
| 353 | 1916 | 425 | 12 Apr 1919 | 433 | 26 Nov 1921 | (disposition unknown) |
| 354 | 1916 | 427 | 22 Aug 1918 | 429 (2nd) | 20 Sep 1922 | (disposition unknown) |
| 355 | 1916 | 430 | 5 Jan 1923 | (disposition unknown) |
| GENERAL SPECIFICATIONS, CARS 350-355 | |
| Builder & Date: | Jewett Car Company, 1916 |
| Rebuilt by: | Bamberger, 1918-1923 |
| Length: | 61 feet 7 inches |
| Width: | 9 feet 6 inches |
| Height: | 13 feet 0 inches |
| Weight: | 83,500 to 87,400 lbs. |
| Seats: | 84 (350: 76; 351: 61,) |
| Gear Ratio: | 24:50 |
| Motors: | Four GE 205B (110 hp) |
| Trucks: | Baldwin 78-30 |
| Wheels: | 36 inch steel |
| Control: | GE PC-101-A |
| Car Number Series | Body Type |
| 350 | Coach with Smoking Compartment |
| 351 | Coach with Baggage Compartment |
| 352, 353, 354, 355 | Single Compartment Coach |
Trailer 400-405 — 6 cars
Of the six trailers, only one (401) stayed in original condition. 400, 404 and 405 were rebuilt with arch roofs and blocked upper sash and renumbered 434, 435 and 436 respectively (435 was later motorized in 1929 and renumbered to motor 302). 403 became motor 320 and later trailer 400.
The following data concerns the 56-foot steel underframe single compartment trailer coaches and is taken from a catalogue of the builder, the Niles Car and Manufacturing Company.
For train service and long distance, high speed interurban traffic in which it is important that the service be equal to or better than competing steam lines. This car is so arranged that it may be quickly equipped for motor service when so desired and is especially designed to withstand a hot, dry climate for long periods and for the comfort of passengers.
|
Car Number |
Date Built |
Disposition |
| 400 (1st) | 1910 | Renumbered to 434, May 28, 1920 |
| 401 | 1910 | Dismantled in 1952 |
| 402 | 1910 | Renumbered to 325 (1st), May 4, 1919; renumbered back to 402, February 1, 1923; dismantled in 1952 |
| 403 (1st) | 1910 | Renumbered to Motor 320, January 18, 1919 |
| 404 (1st) | 1910 | Renumbered to 435, June 18, 1920 |
| 405 (1st) | 1910 | Renumbered to 436, July 23, 1921 |
| GENERAL SPECIFICATIONS, CARS 400-405 | |
| Length over buffers: | 56 feet 0 inches |
| Length over vestibules: | 55 feet 2 inches |
| Length over end sills: | 45 feet 6 inches |
| Length of vestibules: | 4 feet 10 inches |
| Width over sheathing at sills: | 8 feet 9-1/2 inches |
| Width over all: | 9 feet 0 inches |
| Width inside: | 7 feet 11-1/4 inches |
| Height, under sills to top of roof: | 9 feet 7 inches |
| Height, from track to top of roof: | 13 feet 0 inches |
| Distance between bolster centers: | 34 feet 6-1/2 inches |
| Wheel base of trucks: | 6 feet 6 inches |
| Seating capacity: | 64 |
| Length of seats: | 37 inches |
| Width of aisle: | 21-1/4 inches |
| Weight of car body, about: | 30,000 pounds |
| Weight of trucks (motors): | 20,500 pounds |
| Total weight as trailer, about: | 54,000 pounds |
Bottom Frame: An all steel underframe is riveted together before any wooden parts are bolted to same and consists of two center sills of 8-inch 18-pound I-beams, two side sills of 8-inch 13-pound channels, two intermediate or platform sills at each end of 6-inch 10-pound channels extending from buffers to first cross sills beyond bolsters, two buffers of 8-inch 18-pound channels, two end sills of 6-inch 10-pound channels with 5-inch 9-pound channels riveted on top with flanges upward, twelve cross sills of 6-inch 10-pound channels and six cross sills of 5-inch 9-pound channels, all riveted together with two steel angles at each joint. Yellow pine side sills 4-1/2 inches by 8 inches are bolted to outside of steel underframe. Wooden sills for floor and under ceiling are bolted to all steel cross sills and end sills. Oak buffers 2-1/2 inches thick are secured to 2-1/2 inches by 3-1/2 inches steel angles riveted to all longitudinal steel sills. Bottom frame is supported on two 10 inch steel plate truss bolsters with riveted steel channel fillers and two 8-inch, 18-pound I-needle-beams on two 1-1/2 inch truss rods with 1-3/4 inch turnbuckles.
Floor: One thickness of 13/16 inch by 3-1/4 inch yellow pine laid diagonal and one thickness of 13/16 inch by 3-1/4 inch hard maple laid lengthwise of car with waterproof tar felt between. The bottom is ceiled 1-1/2 inch beneath the under floor and this space packed with mineral wool. All flooring is thoroughly painted on both sides and edges before laid. Corrugated rubber mat 24 inches wide full length of aisle.
Body: Eight pairs of Pullman style twin windows on each side with alternate single and panel posts; sheathed outside with 3/4 inch by 2 inch poplar; inside truss bars 3/8 inch by 2 inch, thoroughly braced beneath windows and with 5/8 inch vertical tie rod at each post; 30 inch sliding door in each end bulkhead.
Roof: Monitor deck type, extending over vestibules, with 3/8 inch by 1-1/2 inch concealed steel rafters; 9/16 inch cypress roofing covered with No.8 duck laid in white lead, copper flashing and thoroughly painted.
Vestibules: Each end has enclosed vestibule with 34 inch double folding door, triple steps with malleable iron hangers, wooden treads covered with knob rubber. Swinging door for train passage in center of end.
Interior Finish: Solid mahogany with double Gothic sashes; window heads with same curvature as on outside; main panels with inlaid borders of colored woods. Full Empire ceiling of agasote painted green with gold decorations, and broad mahogany inlaid panels separating vaulted sections. Trimmings of polished bronze; 14 rod bottom parcel racks.
Seats: 28 Hale and Kilburn's No.199-EE steel slats with reversible backs, bronze grab handles, upholstered with dark green leather, spring edge cushions, automatic foot rests and mahogany aisle arm rests; also four longitudinal corner seats with stationary backs. One corner seat removable for heater in winter.
Windows: Lower side sashes fitted with Edwards' bevel lock and ratchet on each side with spring rollers at top and weather strips at top and bottom. Single drop sashes in vestibule end windows. Pantasote curtains with Forsyth No. 88 fixture in casings below Gothic sashes. Double Gothic sashes between which the lower sashes raise. Twin deck sashes semi-elliptical in shape hung on Hart's ratchet fixtures.† End doors to have drop sashes in upper portions.
Glass: 1/4 inch plate glass in all doors and vestibule end sashes; leaded cathedral glass in Gothic and deck sashes; selected DSA car glass in lower side windows.
Grab Handles: 1-1/8 inch bronze tubes in bronze sockets on each side of each vestibule side door; also on outside of vestibule end windows.
Lighting: Wire, conduits, couplings, switches fuses, sockets and lamp brackets for 60 16-candle power lamps on separate bases are supplied and installed by Builder.
Draw Bars & Couplers: Each end of car fitted with automatic M.C.B. radial draw bar and coupler, with air and electric couplings attached.
Miscellaneous Fittings: Emergency tools in glass case, one dry chemical fire extinguisher, corner brackets for signal lamps, two conductors bells and fittings and vestibule window guards, are supplied and installed by Builder.
Painting: Color, lettering, numbers and striping as directed by Purchaser.
Hand Brakes: Supplied by Purchaser and may be installed by Builder at extra charge for same.
Electric Power Equipment: Train cable and power wiring supplied by Purchaser and may be installed by Builder at extra charge for same.
Trucks: Baldwin Class 78-30-A with standard 36 inch M.C.B. section forged-rolled steel wheels on 5 inch hammered steel axles with 5 inch x 9 inch journals and prepared for any motors specified by purchaser so cars may be used for motor service when desired, are supplied by builder. If cars can be delivered on track on their own wheels, the bodies should be mounted on trucks at car works; otherwise by purchaser at destination.
Heater: Smith No. 1-C hot water type occupying the space of one corner seat and removable in summer.
Trailer 400-405 (2nd Series) — 4 cars
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 400 (2nd) | 1910 | 403 | 18 Jan 1919 | 320 | 3 Mar 1922 | 1 |
| 403 (2nd) | 1910 | 305 | 28 Mar 1923 | 2 | ||
| 404 (2nd) | 1910 | 300 (1st) | 15 Oct 1921 | 3 | ||
| 405 (2nd) | 1913 | 318 | 11 Nov 1920 | 306 (2nd) | 2 Sep 1922 | 3 |
Notes:
| 1. | Bamberger 400 (2nd) was sold in 1952 to Bay Area Electric Railroad Association |
| 2. | Bamberger 403 (2nd) was sold to Sons of Utah Pioneers, displayed at Pioneer Village, Salt Lake City, Utah; moved to Corinne, Utah in (?); moved to Heber, Utah in 1979; restored by Heber Valley Historic Railroad to original Bamberger appearance by 1994. (part from Deseret News, August 20, 1993) |
| 3. | Bamberger 404 (2nd) and 405 (2nd) were dismantled in 1952. |
| Car Number Series | Body Type |
| 400, 401, 402 | Single Compartment Coach |
| 403, 404 | Coach with Smoking Compartment |
| 405 | Coach with Baggage Compartment |
Trailer 406-408 — 3 cars
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 406 | 1913 | 317 | 15 Nov 1919 | 303 (2nd) | 19 Mar 1928 | Dismantled in 1952 |
| 407 | 1910 | 301 | 29 May 1928 | Dismantled on December 1, 1937 | ||
| 408 | 1913 | 312 | 1 Dec 1937 | (disposition unknown) |
| Car Number Series | Body Type |
| 406 | Single Compartment Coach |
Coach 425-438 — 19 cars
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 425 | 1916 | Renumbered to 433, April 12, 1919 | ||||
| 426 | 1916 | Renumbered to 428 (2nd), September 28, 1919 | ||||
| 427 | 1916 | Renumbered to 429 (2nd), August 22, 1918 | ||||
| 428 (1st) | 1916 | Renumbered to 431, February 5, 1919 | ||||
| 428 (2nd) | 1916 | 426 | 28 Sep 1919 | Renumbered to 350, December 22, 1921 | ||
| 429 (1st) | 1916 | Renumbered to 432, February 17, 1919 | ||||
| 429 (2nd) | 1916 | 427 | 22 Aug 1919 | Renumbered to 354, September 20, 1922 | ||
| 430 | 1916 | |||||
| 431 | 1916 | 428 | 5 Feb 1919 | Renumbered to 351, October 4, 1921 | ||
| 432 | 1916 | 429 | 17 Feb 1919 | Renumbered to 352, October 1, 1921 | ||
| 433 | 1916 | 425 | 12 Apr 1919 | Renumbered to 353, November 26, 1921 | ||
| 434 | 1910 | 400 (1st) | 28 May 1920 | Dismantled in 1952 | ||
| 435 | 1910 | 404 | 18 Jun 1920 | Renumbered to 302 (2nd), January 5, 1929 | ||
| 436 | 1910 | 405 | 23 Jul 1921 | Dismantled in 1952 | ||
| 437 | 1913 | 311 | 15 Jan 1921 | Renumbered to 325 (2nd), March 19, 1928 | ||
| 438 | 1913 | 316 | 6 Feb 1928 | Renumbered to 301 (2nd), May 26, 1928 |
| Car Number Series | Body Type |
| 434 | Single Compartment Coach |
| 436 | Single Compartment Coach |
Trailer 450-452 — 3 cars
|
Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 450 | ||||||
| 451 | ||||||
| 452 |
Cars 450-452 were three of the nineteen famous Washington, Baltimore & Annapolis Electric Railroad's "Electric Pullmans" which averaged 66 mph over the interurban portion of their runs between those cities. Numbered 50-68 on the WB&A, the big cars operated on 6600 volts AC between cities and on 500-600 volts DC in cities. In 1910 WB&A converted to 1200 volts DC and it was felt desirable to dispose of these big cars. Some went to the Rock Island Southern (Illinois), while Bamberger purchased three and made trailers out of them.
450-452 harmonized well with the 300 and 400 Classes, for they were built by Niles, with that builder's double-arch windows, monitor deck roof and generally graceful lines. Bamberger modified them slightly, changing steps and applying a full-width buffer. They saw intensive use, perhaps due to their high seating capacity (68).
451 was scrapped in 1918 due to fire damage in the Ogden car house fire; 450 and 452 were scrapped December 31, 1937.
FREIGHT LOCOMOTIVES
The Bamberger fleet of electric locomotives was headed by the four Baldwin-Westinghouse 50-ton motors: 551, 550, 502, 503. Although constructed many years apart, these were very much the same. Next in importance came the 530 -- geared high and quite long, 525 and 526, and finally 528 and 527, the latter being the old "A" and later the 27.
All Bamberger electric locomotives were scrapped in 1952 after dieselization.
| No. | Builder | Date Built |
Date To Locomotive |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Notes |
| 205 | ||||||||
| 502 | Baldwin | 1912 | 2 | |||||
| 503 | Baldwin | 1906 | 3 | |||||
| 525 | BRR | 1910 | 1920 | 304 | 10 Jun 1920 | 4 | ||
| 526 | BRR | 1910 | 1919 | 308 | 16 Dec 1919 | 4 | ||
| 527 | McG-C | 1911 | 5 | |||||
| 528 | GE | 1913 | 6 | |||||
| 529 | (Line Car) | 7 | ||||||
| 530 | BRR | 1910 | 1939 | 307 | 3 Jul 1923 | 300 (2nd) | 27 Oct 1929 | 8 |
| 550 | Baldwin | 1923 | 9 | |||||
| 551 | Baldwin | 1929 | 10 |
General Notes:
| a. | Bamberger's electric freight locomotives had the following characteristics: |
| No. | Weight | Total HP | Length | Width | Height | Motors | Ratio | Control | |
| 205 | |||||||||
| 502 | 103,500 | 725 | 32'4" | 10'10" | 11'10" | W. 337 | 17:60 | W. HL | |
| 503 | 107,300 | 725 | 32'8" | 11'9" | 11'10" | W. 337 | 17:60 | W. HL | |
| 525 | 82,540 | 450 | 39'9" | 8'6" | 12'6" | GE 205B | 16:72 | GE M | |
| 526 | 85,100 | 560 | 39'9" | 8'6" | 12'6" | GE 207A | 16:72 | GE M | |
| 527 | 76,640 | 450 | 32'5" | 9'2" | 12'8" | GE 205B | 15:58 | C-36-C | |
| 528 | 78,460 | 450 | 33'0" | 8'6" | 12'6" | GE 205B | 15:58 | C-36-C | |
| 529 | |||||||||
| 530 | 87,400 | 450 | 42'0" | 9'5" | 13'0" | GE 205B | 21:53 | C-74-A | |
| 550 | 100,000 | 725 | 32'4" | 9'9" | 12'2" | W 562D5 | 17:60 | W. HLF | |
| 551 | 98,800 | 725 | 32'4" | 9'9" | 12'2" | W 562D5 | 17:60 | W. HLF |
Notes:
| 1. | Bamberger 205 was a steel baggage motor, constructed by the North Salt Lake shops in 1921. This car ran for sixteen years, being scrapped in 1937. In 1939, steel from it was used in constructing locomotive 530. |
| 2. | Bamberger 502 was built 1912 for Inland Empire's 600-volt line from Spokane to Coeur d'Alene. One of the first of Baldwin-Westinghouse's steeple cab type. Sold to Bamberger by Great Northern when the SC&P went diesel. |
| 3. | Bamberger 503 was built 1906 with B-W's original box cab type body. Also acquired from SC&P. These two kept their SC&P numbers. |
| 4. | Bamberger 525 and 526 were built after the Ogden fire from burned passenger motors 304 and 308. The GE body design (introduced by 528 in 1913) was followed. 525 and 526 were able to run MU. Both dismantled in 1952 |
| 5. | Bamberger 527 was originally "A", then 27, finally 527. Rebuilt to resemble 528. |
| 6. | Bamberger 528 was built by Salt Lake & Ogden at Ogden; the body came from GE, trucks from Baldwin. This, plus 527, eliminated practically all steam power from SL&O. Originally numbered 28. |
| 7. | Bamberger 529 was Bamberger's first line car. (see below) |
| 8. | Bamberger 530 was the largest and newest of the home-built locomotives. It was built of second-hand material: steel from express car 205, electrical equipment from the second 300. Its high gearing enabled it to haul passenger trains. Dismantled in 1952 |
| 9. | Bamberger 550 was acquired 1941 from the San Diego Electric Railway (ex-SDE 1025). |
| 10. | Bamberger 551 was acquired 1941 from Milwaukee system of Wisconsin Power & Light (ex-WPL 1000). |
LINE CARS
Bamberger had but two line cars during all its years as an electric railway. Both were home-built.
The first line car was numbered 529. Its origin cannot be ascertained from existing company records, but veteran employees claim it was built by the Salt Lake and Ogden. As of August 31, 1913, it was carried on the books -- and we may be safe in assuming it was built about that time. On January 13, 1928, the 529 was renumbered 01. It was taken out of service in 1934 and scrapped in 1937.
Replacing the 01 in 1937 came the second line car, the 05. Car 05 began as passenger car 306 in 1910. After the Ogden fire it became express (box motor) car 200 in 1920. On July 28, 1937, it was released for service as line car 05. With its steel body, hydraulic-lift platform and high speed gearing, it was one of the finest line cars in the west. Car 05 was scrapped in 1952.
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 05 | 1910 | 306 | 18 Sep 1920 | 200 | 28 Jul 1927 | Dismantled in 1952 |
| Car Number |
Date Built |
First Number |
Date Renumbered |
Second Number |
Date Renumbered |
Disposition |
| 200 | 1910 | 306 | 18 Sep 1920 | Renumbered to 05, July 28, 1927 |
FREIGHT CARS
BRR did not own many freight cars, for its freight business consists mainly of hauling off-line cars. BRR's own sixteen cars are:
| Box | 700, 725-728 | 40 feet long, 9 feet wide, 13 feet 6 inches high, 40 ton capacity |
| Box | 800, 801 | 50 feet long, 9 feet wide, 13 feet 6 inches high, 50 ton capacity |
| Gondola | 12003, 12008, 12009, 12014, 12017 | 31 feet 5 inches long, 7 feet 9 inches wide, 10 feet high, 30 ton capacity |
| Flat | 16004-16007 | 40 feet 3 inches long, 9 feet 4 inches wide, 4 feet 4 inches high, 30 tons capacity |
DIESEL LOCOMOTIVES
| Road Number |
Builder Model |
Builder Date |
Builder Number |
Date Retired |
Disposition and Notes |
| 570 | Alco RS-1 | May 1943 | 70820 | 1959 | Bamberger 570 was the road's first diesel locomotive, arriving in 1943; a builder's photo is available from Alco Historic Photos (see Extra 2200 South, July/August/Septemer 1976, page 31); re-engined by EMD in December 1951; sold to UP in 1959, renumbered to UP 1270; retired by UP in February 1972 and traded to EMD on new SD40-2s. |
| 601 | EMD SW8 | Jun 1952 | 17229 | 1959 | Bamberger 601 was sold to Chicago Short Line number 601 in 1959, then in about 1968 to Cargill number 601 at Gibson City, Ill., then in about 1973 to Cargill's facility in Port Allen, La. |
| 602 | EMD SW8 | Jun 1952 | 17230 | Feb 1958 | Bamberger 602 was sold to Yreka Western number 602 in February 1958 (photo in Pacific News, March 1979, page 27); then in late 1978 to Kyle's Oregon Pacific & Eastern Railroad at Cottage Grove, Ore. |
General Notes:
| a. | Bamberger 570 operating weight was 238,000 pounds |
| b. | Bamberger 601 and 602 operating weight was 210,000 pounds |
| c. | Bamberger 570 had Alco order number S-1901. |
| d. | Source: Railroad Magazine's Diesel Locomotive Rosters, pages 129, 130 |
| e. | Source: Ryan Ballard and Allen Copeland |
| f. | Source: Alco's RS-1 in Extra 2200 South, Issue 58, October/November/December 1976, page 22 |
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