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Rio Grande Southern RR - Locomotive Timeline
RGSrr.comRio Grande Southern RR - Locomotive Timeline |
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Here's a history of the various locomotives which the RGS owned, showing when they were acquired, rebuilt, wrecked, sold and/or scrapped. I'll include links for photos, specs and other info where possible. Roster key: numbers without parenthesis () show the current total for engines owned (both in-service and out-of-service); numbers in parenthesis show engines out-of-service. For example, 4(1) means the RGS owned 4 of that type of locomotive, but 1 of them was out-of-service for some reason.
Some of the links below lead to detailed specs on each locomotive, via Keith Williams' wonderful D&RGW homepage. For K-27 fans, Bill White's site has a list of the various K-27s used on the RGS over the years.
For a complete list of D&RG locomotive classes,
go here.
Bruce Metcalf had published an amazing and very complete history of the Consolidations (2-8-0s)
used in Colorado, including details on the RGS 2-8-0s, but unfortunately when Comcast took down all the personally
hosted websites, Bruce's website apparently disappeared.
Back to RGS home
| Date | Event | Wheel | Class | Ref | Current Roster | |||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| c40 | c42 | c45.5 | c47 | c48 | c56 | c60 | other | |||||
| 7-28-1890 | #1 acquired (ex D&RG 242, Baldwin #5672) (pic) | 2-8-0 | c60 | Ssj, p585 | 1 | |||||||
| 8-15-1890 | #2 acquired (ex D&RG 256, Baldwin #5945) | 2-8-0 | c60 | Ssj, p585 | 2 | |||||||
| 12-13-1890 | #4 acquired (ex D&RG 244, Baldwin #5693) | 2-8-0 | c60 | Ssj, p585 | 3 | |||||||
| 1891 | #25 acquired (ex DC 7, ex RGW 31, Baldwin #4384) and is delivered 6-12-1892. | 4-6-0 | c47 | Ssj, p586 Ft. Lewis archives |
1 | 3 | ||||||
| 1891 | #27 acquired (ex D&RG 71, ex RGW 71 -1st, Baldwin #5136) and is delivered 7-20-1892. | 2-8-0 | c56 | Ssj, p586 Ft. Lewis archives |
1 | 1 | 3 | |||||
| 1891 | #28 acquired (ex D&RGW 72, ex RGW 72, Baldwin #5137) and is delivered 10-19-1892. | 2-8-0 | c56 | Ssj, p587 Ft. Lewis archives |
1 | 2 | 3 | |||||
| 1891 | #29 acquired (ex D&RGW 73, ex RGW 73, Baldwin #5138) but not delivered until after Oct 1892 (at least). | 2-8-0 | c56 | Ssj, p587 Ft. Lewis archives |
1 | 3 | 3 | |||||
| 1891 | #30 acquired (ex D&RGW 74, ex RGW 74, Baldwin #5164) but not delivered until after Oct 1892 (at least). | 2-8-0 | c56 | Ssj, p587 Ft. Lewis archives |
1 | 4 | 3 | |||||
| 1891 | #31 acquired (ex D&RGW 76, ex RGW 76, Baldwin #5184) but not delivered until after Oct 1892 (at least). | 2-8-0 | c56 | Ssj, p587 Ft. Lewis archives |
1 | 5 | 3 | |||||
| 1891 | #32 acquired (ex D&RGW 77, ex RGW 77, Baldwin #5185) and is delivered 10-29-1892. | 2-8-0 | c56 | Ssj, p588 Ft. Lewis archives |
1 | 6 | 3 | |||||
| 1891 | #33 acquired (ex D&RGW 78, ex RGW 78, Baldwin #5225) but not delivered until after Oct 1892 (at least). | 2-8-0 | c56 | Ssj, p588 Ft. Lewis archives |
1 | 7 | 3 | |||||
| 1891 | #34 (1st) acquired (ex D&RGW 79, ex RGW 79, Baldwin #5226) and is delivered 10-2-1892. | 2-8-0 | c56 | Ssj, p588 Ft. Lewis archives |
1 | 8 | 3 | |||||
| 1891 | #35 acquired (ex D&RGW 80, ex RGW 80, Baldwin #5200) but not delivered until after Oct 1892 (at least). | 2-8-0 | c56 | Ssj, p588 Ft. Lewis archives |
1 | 9 | 3 | |||||
| 1-02-1891 | #11 acquired (ex D&RG 29) | 2-6-0 | c40 | Ssj, p585 | 1 | 1 | 9 | 3 | ||||
| 3-07-1891 | #3 acquired (ex D&RG 243, Baldwin #5670) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 4 | ||||
| 4-09-1891 | #10 acquired (ex D&RG 250, Baldwin #5895) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 5 | ||||
| 4-16-1891 | #6 acquired (ex D&RG 246, Baldwin #5771) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 6 | ||||
| 4-16-1891 | #9 acquired (ex D&RG 249, Baldwin #5800) (pic) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 7 | ||||
| 4-19-1891 | #7 acquired (ex D&RG 247, Baldwin #5772) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 8 | ||||
| 4-19-1891 | #8 acquired (ex D&RG 248, Baldwin #5801) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 9 | ||||
| 5-12-1891 | #5 acquired (ex D&RG 245, Baldwin #5689) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 10 | ||||
| 8-01-1891 | #12 acquired (ex D&RG 251, Baldwin #5696) | 2-8-0 | c60 | Ssj, p585 | 1 | 1 | 9 | 11 | ||||
| 8-01-1891 | #13 acquired (ex D&RG 252, Baldwin #5917) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 9 | 12 | ||||
| 8-14-1891 | #14 acquired (ex D&RG 105), known on the RGS as "The Goat". Here's a Baldwin spec sheet for this class. | 0-6-0T | c48 | Ssj, p586 | 1 | 1 | 1 | 9 | 12 | |||
| 10-02-1891 | #20 (1st) acquired (ex D&RG 260, Baldwin #5967) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 1 | 9 | 13 | |||
| 10-26-1891 | #18 acquired (ex D&RG 258, Baldwin #5957) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 1 | 9 | 14 | |||
| 11-1891 | #17 acquired (ex D&RG 255, Baldwin #5924) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 1 | 9 | 15 | |||
| 11-1891 | #21 acquired (ex D&RG 261, Baldwin #5968) This became a favorite of RGS enginemen. | 2-8-0 | c60 | Ssj, p165 Ssj, p586 |
1 | 1 | 1 | 9 | 16 | |||
| 12-02-1891 | #36 acquired (ex D&RG 93). It was used primarily to haul the payroll car. It sold at some unknown time to the Akansas Lumber Co. Final disposition is unknown. | 4-4-0 | c42 | Ssj, p588
Rgs_v1, p34 |
1 | 1 | 1 | 1 | 9 | 16 | ||
| 12-11-1891 | #15 acquired (ex D&RG 253, Baldwin #5919) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 1 | 1 | 9 | 17 | ||
| 12-11-1891 | #16 acquired (ex D&RG 254, Baldwin #5923) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 1 | 1 | 9 | 18 | ||
| 12-22-1891 | #19 acquired (ex D&RG 259, Baldwin #5956) | 2-8-0 | c60 | Ssj, p586 | 1 | 1 | 1 | 1 | 9 | 19 | ||
| 1892 | #34 sold to the Silverton RR (becoming their #101), and later to the Silverton Northern (becoming their #1). Dismantled in the 1924. | 2-8-0 | c56 | Ssj, p588 | 1 | 1 | 1 | 1 | 8 | 19 | ||
| 1-1-1892 | #8 loaned to Silverton RR. This and other loans to the SRR were noted in a letter dated 1-20-1893 between D&RG Mechanical Dept and RGS's Ridgway office. The letter is on file at the Colorado RR Museum. | 2-8-0 | c60 | D&RG letter | 1 | 1 | 1 | 1 | 8 | 19(1) | ||
| 4-1892 | #34 (2nd) acquired (ex SRR 269, and Shay serial #269). Obtained by trading the original #34 to the Silverton RR. Letter from March notes the Silverton being billed by the RGS for repairs to this engine in Durango, which had been working the south end of the Silverton branch. Here's a photo and some details and history of the #269. | Shay | Ssj, p588 | 1 | 1 | 1 | 1 | 8 | 19(1) | 1 | ||
| 4-1-1892 | #22 acquired (ex D&RG 158, ex RGW 20), and is delivered 5-20-1892. | 4-6-0 | c45.5 | Ssj, p586 Ft. Lewis archives |
1 | 1 | 1 | 1 | 1 | 8 | 19(1) | 1 |
| 4-1-1892 | #23 acquired (ex D&RG 159, ex RGW 21), and is delivered 6-17-1892. Used briefly at some point on the Montezuma Lumber Co's line at Glencoe, but was returned (to the RGS I assume?) as it didn't work well on that line. | 4-6-0 | c45.5 |
Ssj, p586 Ft. Lewis archives W. George Cook |
1 | 1 | 2 | 1 | 1 | 8 | 19(1) | 1 |
| 4-1-1892 | #24 acquired (ex D&RG 165, ex RGW 22), and is delivered 5-20-1892. | 4-6-0 | c45.5 | Ssj, p586 Ft. Lewis archives |
1 | 1 | 3 | 1 | 1 | 8 | 19(1) | 1 |
| 4-12-1892 | #8 returned from Silverton RR. | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 | 1 |
| 7-7-1892 | #5 loaned to Silverton RR. | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 (1) | 1 |
| 8-14-1892 | #7 is loaned to Otto's Silverton RR, as a substitue for Silverton RR's #100, which was undergoing an overhaul in the Ridgway shops. The overhaul was completed in Jan 1893. | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 (2) | 1 |
| 9-2-1892 | #7 returned from Silverton RR | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 (1) | 1 |
| 9-2-1892 | #6 loaned to Silverton RR. | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 (2) | 1 |
| 10-10-1892 | #6 returned from Silverton RR. | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 (1) | 1 |
| 11-19-1892 | #5 returned from Silverton RR | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 | 1 |
| 11-19-1892 | #3 loaned to Silverton RR | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 (1) | 1 |
| 11-27-1892 | #3 returned from Silverton RR | 2-8-0 | c60 | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 | 1 |
| 11-27-1892 | #34 (2nd) loaned to Silverton RR | Shay | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 | 1 (1) | |
| 12-31-1892 | #34 (2nd) returned from Silverton RR | Shay | D&RG letter | 1 | 1 | 3 | 1 | 1 | 8 | 19 | 1 | |
| 1-20-1893 | A billing letter of this date from the D&RG Mechanical Dept/RGS Ridgway office summarized the RGS engines
used on the Silverton RR over the past year: RGS #8 1/01/1892 to 4/12/1892 (when it went to RGS at Durango) RGS #5 7/7/1892 to 11/19/1892 RGS #7 8/14/1892 to 9/02/1892 RGS #6 9/02/1892 to 10/10/1892 RGS #3 11/19/1892 to 11/27/1892 RGS #34 11/27/1892 to 12/31/1892 |
--- | D&RG letter CRRM RGS files |
1 | 1 | 3 | 1 | 1 | 8 | 19 | 1 | |
| July 1893 | #36 parked, due to the Silver panic. Final disposition is unknown | 4-4-0 | c42 | D&RG.org | 1 | 1 (1) | 3 | 1 | 1 | 8 | 19 | 1 |
| 7-6-1899 | #34 (2nd) sold to Siskiwit & Iron River / Ashland Lumber Co, and left Durango on 7-7, as part of train 362, bound for std-gauge loading at Burnham. It was later sold to the Thompson Brothers Lumber Co, Fidelity Lumber Co, Turkey Creek Lumber Co, and finally the Stark & Oldham Brothers Lumber Co. Final disposition unknown. Cost to RGS to make the Shay workable was $600 (as reported on 6-26), so perhaps that was the reason for the sale. | Shay | Ssj, p588 W. George Cook |
1 | ? | 3 | 1 | 1 | 6 | 19 | ||
| 8-1-1899 | #32 sold to SG&N (#32) for $3652, and delived on 9-8. It was dismantled by the SG&N about 1910, but the boiler was eventually used as stationary sawmill boiler at Teft, a spur on the D&RG's Silverton branch. The remains of the boiler are still there, although the sawmill and spur which served it are long gone. | 2-8-0 | c56 | Ssj, p588 W. George Cook |
1 | ? | 3 | 1 | 1 | 7 | 19 | 1 |
| 8-24-1899 | #33 sold to George M. Dilley & Son in Palestine, TX for $3000. | 2-8-0 | c56 | Ssj, p588 W. George Cook |
1 | ? | 3 | 1 | 1 | 6 | 19 | 1 |
| 9-20-1899 | #30 sold to RGW, and (perhaps later?) to Sumpter Valley (#7, then #10). Before the sale, the RGS noted it would take $400-500 to put in order. It was scrapped in 1936. | 2-8-0 | c56 | Ssj, p587 W. George Cook |
1 | ? | 3 | 1 | 3 | 19 | ||
| 9-27-1899 | #27 sold to Carolina and Northwestern (#230) for $3000. It eventually ended up in Havanna, Cuba on 10-8-1915. Final disposition unknown. | 2-8-0 | c56 | Ssj, p586 W. George Cook |
1 | ? | 3 | 1 | 1 | 5 | 19 | |
| 11-24-1899 | #14 ("The Goat") sold to Yellow Pine Lumber Co, in Mobile AL. Final disposition unknown. | 0-6-0T | c48 | Ssj, p586 W. George Cook |
1 | ? | 3 | 1 | 5 | 19 | ||
| 1900 | #28 sold to Morenci Southern / Detroit Copper Mining Co (#10), probably for about $3000. Final disposition unknown. | 2-8-0 | c56 | Ssj, p587 W. George Cook |
1 | ? | 3 | 1 | 4 | 19 | ||
| 1900 | #29 sold to Morenci Southern / Detroit Copper Mining Co. Final disposition unknown. | 2-8-0 | c56 | Ssj, p587 | 1 | ? | 3 | 1 | 2 | 19 | ||
| 1900 | #31 sold to Morenci Southern / Detroit Copper Mining Co (#11). It was later sold to the Franklin & Abbeville, then to the Nacozari RR. Final disposition is unknown. | 2-8-0 | c56 | Ssj, p587 | 1 | ? | 3 | 1 | 1 | 19 | ||
| 6-7-1900 | #2 derailed and turns over near Mule Shoe Curve, killing engineer Charles Talbert. His brother, Grover, was engineer on the rescue train dispatched from Durango behind D&RG #171 and didn't learn of the death until he arrived at the scene of the accident. | 2-8-0 | c60 | Ssj, p113 | 1 | ? | 3 | 1 | 1 | 19 (1) | ||
| Sept 1900 | #24 sold to S.S & W.M. Hyatt. Final disposition unknown. | 4-6-0 | c45.5 | Ssj, p586 | 1 | ? | 2 | 1 | 1 | 19 | ||
| Oct 22, 1900 | #19 is wrecked in a runaway at MP 64.6 (Winkfield), but is rebuilt and returned to service. | 2-8-0 | c60 | Crum, p175 | 1 | ? | 2 | 1 | 1 | 19 | ||
| 1901 | #11 sold to George M. Dilley & Son. Final disposition unknown. | 2-6-0 | c40 | Ssj, p585 | ? | 2 | 1 | 1 | 19 | |||
| 11-26-1901 | #4 wrecked, in a collision with #16. | 2-8-0 | c60 |
W. George Cook Ssj, p585 Crum, p176 |
? | 2 | 1 | 1 | 19 (1) | |||
| Summer 1901 | #35 sold to the Boston Coal & Fuel Co (#1), for $5000. | 2-8-0 | c56 | Ssj, p387 | ? | 2 | 1 | 19 (1) | ||||
| 1901 | #33 re-acquired from George M. Dilley & Son. | 2-8-0 | c56 | Ssj, p588 | ? | 2 | 1 | 1 | 19 (1) | |||
| 1902 | #33 sold to SG&N (#33). It was dismantled about 1903. | 2-8-0 | c56 | Ssj, p588 | ? | 2 | 1 | 19 (1) | ||||
| 1903 | #1 retired. | 2-8-0 | c60 | ? | ? | 2 | 1 | 19 (2) | ||||
| 6-1903 | #4 dismantled. | 2-8-0 | c60 | Ssj, p585 | ? | 2 | 1 | 18 (1) | ||||
| 12-04-1903 | Superintendent's report of engine status (see roster totals). Also notes that 7 engines failed in Nov, 3 more Class 60 engines are needed, and that engine problems are so common enginemen carry oatmeal and sugar with them to patch leaking flues on the road. | Ssj, p139 | ? | 2 | 1 | 18 (9) | ||||||
| 1904 | #1 scrapped. | 2-8-0 | c60 | Ssj, p585 | ? | 2 | 1 | 17 (8) | ||||
| 1904 | #5 dismantled. | 2-8-0 | c60 | Ssj, p585 | ? | 2 | 1 | 16 (7) | ||||
| 1904 | #7 dismantled | 2-8-0 | c60 | Ssj, p585 | ? | 2 | 1 | 15 (6) | ||||
| 1904 | #8 dismantled. | 2-8-0 | c60 | Ssj, p585 | ? | 2 | 1 | 14 (5) | ||||
| 1904 | #9 dismantled. | 2-8-0 | c60 | Ssj, p585 | ? | 2 | 1 | 13 (4) | ||||
| Jan 1904 | The Rust Lumber Co's loco was damaged in a derailment, and RGS #2 filled in on the logging road until May, when repairs to the Rust engine at Ridgway were completed. | 2-8-0 | c60 | Ssj, p390 | ? | 2 | 1 | 12 (3) | ||||
| 6-15-1904 | Just to fill in an interesting detail, there was actually a THIRD 34, which was Baldwin 24130. This was built in 1904 as the 'Gold Prince' for the Silverton, Gladstone & Northerly and delivered on Jun 15th. At 75 tons, bridges on the SG&N had to be strengthened before it could be used. It was later sold to the Silverton Northern in 1915 (still numbered 34), and later sold to the White Pass & Yukon in 1942 (and renumbered to #24). It was scrapped in 1951. Nothing to do w/ the RGS, but interesting none the less. | 2-8-0 | W. George Cook Silverton Std, Jun 18, 1904 |
? | 2 | 1 | 12 (3) | |||||
| 12-1-1906 | #35 (Baldwin #5200) now the Boston Coal & Fuel Co #1, is leased to the RGS, when the mine was sold and became the Calumet Fuel Co. It's branch line was leased to the RGS until abandonment on 12-31-1926. | 2-8-0 | c56 | Ssj, p388 ICC records |
? | 2 | 1 | 1 | 13 (4) | |||
| 8-25-1906 | #10 is badly damaged when bridge 57-A (the upper Gallagher trestle) collasped under the train she was pushing. The conductor, A.K. Brown, was riding in the crummy just ahead of the #10, and was killed. The #10 lost her diamond stack and headlight from the shock, and nearly went over the edge with the caboose. | 2-8-0 | c60 | Rgs v4, p356 | ? | 2 | 1 | 1 | 13 (5) | |||
| 1907 | #19 is nearly destroyed in a runaway on Keystone Hill on the Telluride branch. The crew jumped and were safe; the tender was left at the site while the remains of the locomotive were towed to Ridgway for repairs. | 2-8-0 | c60 | Ssj, p177 | ? | 2 | 1 | 1 | 13 (6) | |||
| 1-4-1907 | #15 is - I think - the locomotive involved in a wreck on the Calumet branch that killed 2 and seriously a 3rd, when a rail broke on a sharp curve, while a train of empties was climbing the branch. The rail broke under the locomotive, and it fell 40' down a steep embankment. Although I'm not sure, these photos from Leo Croonenberg might show this accident: p1 p2 p3. | 2-8-0 | c60 | ? | 2 | 1 | 1 | 13 (8) | ||||
| 3-1908 | #2 and #20 are involved in a head-on collision at Lizard Head, inside the snow shed. A machinist's strike beginning the next day kept both locomotives out of service for 3 months. | 2-8-0 | c60 | W. George Cook Crum, p180 |
? | 2 | 1 | 1 | 13 (8) | |||
| 4-17-1909 | Engine #1 is wrecked at bridge 108-A. The bridge foundations had been weakened by spring flooding, and the bridge sank as the locomotive began crossing it, causing the locomotive to turn over. The fireman was killed, and a brakeman was severly injured. More details are in this Daily Journal article. Leo Croonenbergs might have captured the wreck here: p1 | W. George Cook Daily Journal |
? | 2 | 1 | 1 | 13 (6) | |||||
| 8-13-1909 | #25 runs onto a non-existant fill over Starvation Creek after a flash flood washed away the fill. No one was hurt, and the engine wasn't badly damaged. Leo Croonenberghs photos: p1 p2 | 4-6-0 | c47 | Ssj, p173 | ? | 2 | 1 | 1 | 13 (6) | |||
| 1-06-1910 | #18 derails approaching the 86' high Butterfly trestle (near Ophir) and went down the embankment, taking out bridge timbers as she went. The crew suffered only minor injuries, but the engine was a mess. | 2-8-0 | c60 | Ssj, p174 | ? | 2 | 1 | 1 | 13 (7) | |||
| 1-31-1910 | #12 hits a broken rail on the Bilk trestle (just N of Vance Jct) and went off the side. With both crew members pinned in the wreckage, D&RG 204 ran onto the weakened trestle and it collapsed, dumping the #204 and two cars onto the #12. Al Bickford, engineer on the #12, was killed. | 2-8-0 | c60 | Ssj, p175 | 2 | 1 | 1 | 13 (8) | ||||
| 6-9-1911 | #35, now RGS #1 (2nd) / BC&F #1, makes a final trip to Ridgway where she's put into storage, remaining there as a parts reserve until she was completely dismantled around 1927. | 2-8-0 | c56 | W. George Cook | 2 | 1 | 1 (1) | 13 (8) | ||||
| 1913 | #35, now RGS #1 (2nd) / BC&F #1, is dismantled (per Ssj), although this perhaps refers only to parts removal. W. George Cook cites a dismantling date around 1927. | 2-8-0 | c56 | Ssj, p588 | 2 | 1 | 1 (1) | 13 (8) | ||||
| 1913 | #18 becomes the first RGS locomotive to get an electric headlight. | 2-8-0 | c60 | Ssj, p188 | 2 | 1 | 1 (1) | 13 (7) | ||||
| April 1914 | 15 engines converted to carbon-arc headlights. | Ssj, p141 | 2 | 1 | 1 (1) | 13 (7) | ||||||
| 1916 | #2 scrapped. | 2-8-0 | c60 | Ssj, p585 | 2 | 1 | 1 (1) | 12 (6) | ||||
| 1916 | #13 dismantled. | 2-8-0 | c60 | Ssj, p586 | 2 | 1 | 1 (1) | 11 (5) | ||||
| 1916 | #18 dismantled. | 2-8-0 | c60 | Ssj, p586 | 2 | 1 | 1 (1) | 10 (4) | ||||
| 1916 | #19 dismantled. | 2-8-0 | c60 | Ssj, p586 | 2 | 1 | 1 (1) | 9 (3) | ||||
| 1916 | #21 dismantled | 2-8-0 | c60 | Ssj, p586 | 2 | 1 | 1 (1) | 8 (2) | ||||
| 1916 | #23 dismantled. | 4-6-0 | c45.5 | Ssj, p586 | 1 | 1 | 1 (1) | 8 (2) | ||||
| 1-14-1916 | W.D. Lee purchases 3 F&CC ten-wheelers for the RGS; these will become the second #20, #22 and #25.
The #20 (2nd) was a longtime favorite, starring in TICKET TO TOMAHAWK (filmed on the D&RG's Silverton branch) and operating until the end of operations in 1952. It was originally designated class 85, and was later (after 1925?) T-19. The #20 was built by Schenectady in 1899 (construction # 5007), with 16"x20" pistons and 42" drivers. She was F&CC's 20 (Portland). She still exists, and is being rebuilt for operation (see the Remains page for details). The #22 was built by Schenectady in 1900 (construction # 5421), with 16"x20" pistons and 42" drivers. She was F&CC's 24 (Last Dollar). The #25 was built by Schenectady in 1899 (construction # 5008), with 16"x20" pistons and 42" drivers. She was F&CC's 21 (Isabella). |
4-6-0 | c85 / T-19 | Ssj, p141, p586, p594 | 1 | 1 | 1 (1) | 8 (2) | ||||
| 2-22-1916 | #20 (1st) dismantled. Parts (headlight, etc) were sent to Alamosa for installation on the newly purchased F&CC engines. | 2-8-0 | c60 | Ssj, p586 Ft. Lewis archives |
1 | 1 | 1 (1) | 7 (1) | ||||
| 2-22-1916 | #22 (1st) is dismantled Parts (headlight, etc) were sent to Alamosa for installation on the newly purchased F&CC engines. | 4-6-0 | c45.5 | Ssj, p586 Ft. Lewis archives |
1 | 1 (1) | 7 (1) | |||||
| 2-22-1916 | #25 (1st) dismantled, although the tender was given to #20 (2nd). Parts (headlight, etc) were sent to Alamosa for installation on the newly purchased F&CC engines. | 4-6-0 | c47 | Ssj, p586 Ft. Lewis archives |
1 (1) | 7 (1) | ||||||
| 2-24-1916 | C.D. Wolfinger sends out a bulletin on the new F&CC locomotives, recommending extreme caution if their use on 30 lb rail is unavoidable. There were not to be used at all between Ridgway and Telluride. | Ssj, p141 | 1 (1) | 7 (1) | ||||||||
| 3-09-1916 | Second #20, #22 and #25 arrive in Durango, after being overhauled in Alamosa.
The Denver Public Library has shots of #25 (2nd) from 1923, in operation: pic1. |
4-6-0 | Ssj, p141 | 1 (1) | 7 (1) | 3 | ||||||
| Nov 1916 | #40 acquired (ex D&RG 411 / 802 / 2nd-402, Baldwin #5756) | 2-8-0 | C-19 | Ssj, p588 Ssj, p602 Crum, p407 |
1 (1) | 7 (?) | 4 | |||||
| Nov 1916 | #41 acquired (ex D&RG 409, Baldwin #5731) I think it maybe have been shopped in Ridgway and received a new boiler about this time. At some point between now and 1938 she acquired two air pumps. She was back to one pump by 1948. | 2-8-0 | C-19 | Ssj, p588 Ssj, p602 Rgs_v9, p245 |
1 (1) | 7 (?) | 5 | |||||
| Nov 1916 | #42 acquired (ex D&RG 420, Baldwin #8626) This was another long-running engine, operating until the end of operations. | 2-8-0 | C-17 | Ssj, p589 Ssj, p602 Crum, p407 |
1 (1) | 7 (?) | 6 | |||||
| Date | Event | Wheel | Class | Ref | Current Roster | |||||
|---|---|---|---|---|---|---|---|---|---|---|
| c56 | c60 | c-17 | C-19 | K-27 | other | |||||
| 5-20-1920 | Although I don't have any records of a wreck, there was flooding on the RGS about this period. Leo Croonebergs took this photo of #22 (2nd) on May 20th, rolled over, buried in gravel, and nearly in the river, near Dolores. I'm guessing flooding caused the accident. | 4-6-0 | Linda Croonenbergs Jahraus | 1 (1) | 7 (?) | 1 | 2 | - | 3 | |
| 1922 | A number of aging c60s (C-16s) were recovered from the deadline west of Durango and pressed into service for an unusually heavy fall stock rush. | 2-8-0 | c60 | Ssj, p204 | 1 (1) | 7 (?) | 1 | 2 | - | 3 |
| Feb 1925 | Although not yet owned by the RGS, engine #461 at this time is completing a rebuild in Alamosa that included a new cylinder, new frames, new firebox, and Walschaert gear. | 2-8-2 | K-27 | C.E. Quandt D&RGW Magazine Feb 1925 |
1 (1) | 7 (4?) | 1 | 2 | - | 3 |
| Mar 1925 | Engine #41 is in the shop at Ridgway for some frame welding, performed by visiting Oxweld instructor J. Langdon. | 2-8-0 | C-19 | G. White D&RGW Magazine Mar 1925 |
1 (1) | 7 (1?) | 1 | 2 (1) | - | 3 |
| Apr 1925 | George White reports that it is understood the RGS will be receiving several Mudhens (K-27s) in the coming summer, to replace the c60 locomotives, which are no longer heavy enough to handle current freight needs. The old c60s were to be "dismantled as fast as they become unfit for duty." Welding instructor J. Jangdon remains at Ridgway, welding frames (ironically) on engines #15 and #17 (both c60s). Here's a 1923 picture of #17, and another. | n/a | n/a | G. White D&RGW Magazine Apr 1925 |
1 (1) | 7 (3?) | 1 | 2 (1) | - | 3 |
| Jul 1925 | #12 is restored to service after undergoing heavy running repairs at the Ridgway shop. | 2-8-0 | c60 | G. White D&RGW Magazine Jul 1925 |
1 (1) | 7 (?) | 1 | 2 (1) | - | 3 |
| Aug 1925 | D&RGW export welder Mr. Egar has been spending a few days in Ridgway welding frames on engines #3 and #41 (in the shop since at least March). A number of engines have been through the shops for 'class 5' overhauls and complete new paint jobs. | 2-8-0 | c60 | G. White D&RGW Magazine Aug 1925 |
1 (1) | 7 (2?) | 1 | 2 (1) | - | 3 |
| Aug 1925 | #42 finishes a round of heavy running repairs, and gets a new paint job as well. | 2-8-0 | C-17 | G. White D&RGW Magazine Sep 1925 |
1 (1) | 7 (2?) | 1 | 2 | - | 3 |
| 1920s | #3 is retired to the Durango yards; it was moved to a siding at the new RGS terminal west of Durango in 1934. Here's a photo from approximately 1936. | 2-8-0 | c60 | Ssj, p585 | 1 (1) | 7 (2) | 1 | 2 | - | 3 |
| 1920s | #10 is retired to the Durango yards; it was moved to a siding at the new RGS terminal west of Durango in 1934. Here's a picture of her sitting in Alamosa on June 6, 1923, probably about to be scrapped. | 2-8-0 | c60 | Ssj, p585 | 1 (1) | 7 (3) | 1 | 2 | - | 3 |
| 1920s | #12 is retired to the Durango yards; it was moved to a siding at the new RGS terminal west of Durango in 1934. | 2-8-0 | c60 | Ssj, p586 | 1 (1) | 7 (4) | 1 | 2 | - | 3 |
| 1920s | #15 is retired to the Durango yards; it was moved to a siding at the new RGS terminal west of Durango in 1934. Dennis O'Berry says it still had a green boiler about 1922. | 2-8-0 | c60 | Ssj, p586 | 1 (1) | 7 (5) | 1 | 2 | - | 3 |
| 1920s | #16 is retired to the Durango yards; it was moved to a siding at the new RGS terminal west of Durango in 1934. | 2-8-0 | c60 | Ssj, p586 | 1 (1) | 7 (6) | 1 | 2 | - | 3 |
| 1920s | #17 is retired to the Durango yards; it was moved to a siding at the new RGS terminal west of Durango in 1934. Here's a photo. | 2-8-0 | c60 | Ssj, p586 | 1 (1) | 7 (7) | 1 | 2 | - | 3 |
| Dec 1925 | Between Dec 12-22, the RGS recieves four K-27s, apparently leased from the D&RGW. These were to replace aging C-19s. The new locomotives had twice the tractive effort of the C-19s. It appears, based on the April 1926 issue of the D&RGW Magazine, that #463 was one of the four. | 2-8-2 | K-27 | G. White D&RGW Magazine Feb 1926 |
1 (1) | 7 (7) | 1 | 2 | - | 3 |
| 1926 | #6 is sent to the D&RGW shops in Alamosa for repairs. By 1930, she was sitting here, in the Alamosa yards, looking rather forlorn. She remained there until being dismantled in 1938. | 2-8-0 | c60 | H Kelsey | 1 (1) | 7 (7) | 1 | 2 | - | 3 |
| Apr 1926 | Leased D&RG engine #463 is badly damaged near Trout Lake, breaking two side rods and a trailer spring. | 2-8-2 | K-27 | G. White D&RGW Magazine Apr 1926 |
1 (1) | 7 (7) | 1 | 2 | - | 3 |
| Apr 1926 | Engine #40 is sent to the Alamosa shops for repairs. This engine had been handling passenger traffic on the north end. Engine #22 (2nd) is taking over those duties for the time being. | 2-8-0 | C-19 | G. White D&RGW Magazine Apr 1926 |
1 (1) | 7 (7) | 1 | 2 (1) | - | 3 |
| 12-31-1926 | The Calumet Fuel company branch is abandoned. The line's old engine, BC&F #1 (former RGS #35), had been leased back to the RGS and 1906 and then put into storage at Ridgway in 1911, and perhaps scavaged for parts around 1913. It is believed the engine was finally dismantled shortly after the branch was abandoned. | 2-8-0 | c56 | W. George Cook | 7 (7) | 1 | 2 | - | 3 | |
| 1929 | Prior to Victor Miller's appt, the second #20 and #22 were being rented to the D&RG for $6/day, #25 sat unusable in Ridgway, the RGS was renting D&RG locomotives to meet demand, and the Ridgway shops sat idle. Miller begain rehabilitated the shops, overhauled the #25 (2nd) (for only a quarter of what the D&RG charged for such work at Alamosa), and recalled #20 (2nd) and #22 (2nd) from the D&RG. | 4-6-0 | Ssj, p143 | 7 (7) | 1 | 2 | - | 3 (1) | ||
| 1929 | #42 is retired but not scrapped. It was used in the late 1930s, later in fall stock rushes, and even during scrapping of the line in 1953. | 2-8-0 | C-17 | NG Disc | 7 (7) | 1 (1) | 2 | - | 3 (1) | |
| Nov 1929 | Miller's efforts to rehabilitate the Ridgway shops and overhaul RGS power succeeds well enough that Miller could greatly reduce rentals of D&RG power, saving significant funds. | D. O'Berry | 7 (7) | 1 (1) | 2 | - | 3 (1) | |||
| Aug 26, 1930 | A design drawing is completed for a 2-8-8-2 articulated locomotive, for the RGS. It was never built, but the RGS was (for a while) pursuing the possibility of building or purchasing articulated locomotives. The RGS also considered buying locomotives from the Unitah, perhaps some of the articulated locos pictured here. | John Stutz | 7 (7) | 1 (1) | 2 | - | 3 (1) | |||
| Late 1930s | #42 is put into service again, according to photographic evidence from the period. I don't know, though, whether it was used in regular service or just occasionally. | 2-8-0 | C-17 | 7 (7) | 1 | 2 | - | 3 | ||
| 9-24-1938 | #6, having been sent to Alamosa and disassembled for repairs, is deemed too costly to return to service. On 9-24 it was sold to the D&RGW for $300, and then scrapped on 10-1. | 2-8-0 | c60 | Ssj, p585 W. George Cook |
6 (6) | 1 | 2 | - | 3 | |
| Sep 1939 | #455 acquired (ex D&RG 455), by trading it for the RGS Ditcher 030. It was not put in service immediately, but was shopped for repairs. | 2-8-2 | K-27 | Ssj, p589 Ssj, p604 |
6 (6) | 1 | 2 | 1 (1) | 3 | |
| Aug 1940 | #25 (2nd) (already retired by now) is stripped for parts. Her tender was given to #20 (2nd), while
her headlight
went to #41. What was left
remained in the Ridgway yard.
DPL has a few shots of #25 (2nd) from June 1940: pic1 and pic2. |
4-6-0 | Ssj, p586 D. O'Berry H Kelsey |
6 (6) | 1 | 2 | 1 (1) | 3 (1) | ||
| 9-1940 | #40 is taken out of service. | 2-8-0 | C-19 |
Scott Gibbs trainsheet |
6 (6) | 1 | 2 | 1 | 3 (2) | |
| 3-29-1941 | #455 returns to service from an RGS shopping, and was the first locomotive to sport the new 'sunrise' logo. | 2-8-2 | K-27 | trainsheet | 6 (6) | 1 | 2 | 1 | 3 (2) | |
| 8-22-1941 | #40 is shopped and returns to service on this date, also wearing the 'sunrise' logo. It had actually been used for a test run on 5-24, and needed more work. It made a revenue run on 5-30, but then had 'no good no steam' noted in the dispatchers sheet and was back in the shop. It was running again by 6-12, but thru a driver tire on 7-18, which was fixed by 7-22. Then, on 8-17 the locomotive slipped and broke a siderod at MP 88.5 (s of Stoner Creek, near Raymond), and limped into Dolores. It finally returned to (mostly) normal service on Aug 22nd. | 2-8-0 | C-19 | trainsheet | 6 (6) | 1 | 2 | 1 | 3 (1) | |
| 1942 | Out-of-service since the late 1920s, #3 is dismantled, along with the other C-16s stored near Durango (see below). Apparently they were patched up and towed to Alamosa, and then sent on somewhere for scrapping (see pic of #10, taken in June 1942, although DPL mislabeled it 1923). There was also baggage car 258 and combine 259 stored on this siding in 1941; their final disposition is unknown. | 2-8-0 | c60 | Ssj, p585 | 5 (5) | 1 | 2 | 1 | 3 (1) | |
| 1942 | Out-of-service since the 1920s, #10 is dismantled | 2-8-0 | c60 | Ssj, p585 | 4 (4) | 1 | 2 | 1 | 3 (1) | |
| 1942 | Out-of-service since the 1920s, #12 is dismantled. | 2-8-0 | c60 | Ssj, p586 | 3 (3) | 1 | 2 | 1 | 3 (1) | |
| 1942 | Out-of-service since the 1920s, #15 is dismantled. | 2-8-0 | c60 | Ssj, p586 | 2 (2) | 1 | 2 | 1 | 3 (1) | |
| 1942 | Out-of-service since the 1920s, #16 is dismantled. | 2-8-0 | c60 | Ssj, p586 | 1 (1) | 1 | 2 | 1 | 3 (1) | |
| 1942 | Out-of-service since the 1920s, #17 is dismantled. | 2-8-0 | c60 | Ssj, p586 | 1 | 2 | 1 | 3 (1) | ||
| 1942 | #22 (2nd) is taken out of service and used as a a stationary boiler at Ridgway. Her tender tank is rusted out. Parts from this engine are stripped off, with her headlight going to #42 at some point. There's a few photos and discussion about this on the NG Disc list. | 4-6-0 |
H Kelsey Jeff Taylor Ssj, p586 Rgs_v11, p63,91 |
1 | 2 | 1 | 3 (2) | |||
| 1942 | The compressors and flat smokebox fronts from #22 (2nd) and #25 (2nd) went to #40 and #41 (trimmed around the edges - actually cut through the old mounting holes with new holes drilled, you can still see the notches around the outer edge of the plates). #40 apparently had additional parts of the smokebox replaced, judging by photos. Here's a photo of #41 from approximately this time (still w/2 air pumps). #42 also received a new paint job. | 2-8-0 | H Kelsey | 1 | 2 | 1 | 3 (2) | |||
| 8-31-1943 | #20 (2nd) and #40 are wrecked at Cima. The #40 is scrapped, but its tender went into work service. Upon inspection in 2007 of #20's boiler, a flat spot was found as a result of this wreck. Although #20 ran for another 10 years, this flat spot area of the boiler is a problem and has been replaced as part of the rebuild in 2008-2009. Photos: wreck-site? later-1 later-2 | 4-6-0 2-8-0 |
C-19 |
Ssj, p588 H Kelsey |
1 | 1 | 1 | 3 (3) | ||
| Nov 1943 | #455 is severely damaged in a
runaway, between Valley View and Dallas Divide. By my reckoning, this leaves only #41 and
#42 for operable motive power. Wreck photos: pic1 pic2 pic3 pic4 Wreck site photos: pic5 pic6 pic7 pic8 |
2-8-2 | K-27 | Ssj, p589 | 1 | 1 | 1 (1) | 3 (3) | ||
| 1944? | #20 (2nd) rebuild is completed, using #25 (2nd)'s cab (left over from the 1940 parts-stripping) and #22 (2nd)'s stack. The locomotive was already using #25's tender. The Sunset herald was applied to the tender during this rebuild. What little was left of #25 (2nd) was then cut up and scrapped. | 4-6-0 | H Kelsey | 1 | 1 | 1 (1) | 2 (1) | |||
| 1946 | #22 (2nd) dismantled. | 4-6-0 | Ssj, p586 | 1 | 1 | 1 (1) | 1 | |||
| 1946? | #20 (2nd) had a thin firebox and was routinely 'hidden' from the ICC inspectors by 'just happening' to be at the far end of the line when insepctors arrived. The side-to-side play on the drivers were also quite extreme - the center drivers were off the rail on 24-deg curves at the Colorado RR Museum. Bob says the loco ran more like a 4-4-0 then a 4-6-0. | 4-6-0 | B. Richardson | 1 | 1 | 1 (1) | 1 | |||
| 1947 | #455 rebuild is finally completed, including a steel cab which was cut down from D&RG #60, a 0-6-0 std-gauge engine, and returned to service. A new tender was acquired, from D&RG #933, a 2-8-0. According to Mark Stoeckel's father (NGDF post), this engine was repaired (instead of scrapped) because it was owned (as was all RGS equipment) at this time by the Defense Supplies Corp (ie, the US government). | 2-8-2 | K-27 | Ssj, p589 | 1 | 1 | 1 | 1 | ||
| May 1948 | Here's the Durango crew call, listing locomotives used and trip summaries, from May 1948 thru Jun 1949, which Bill White posted some time ago: crew call | Bill White | 1 | 1 | 1 | 1 | ||||
| Nov 1948 | #74 acquired (ex C&Nw 30, ex DB&W 30, ex C&S 74, Brooks # B-2951) Bill White's RGS Tech page has an extensive history and many photos of this engine. Here's a DPL photo as well. It was not put into use until May. | 2-8-0 | Ssj, p589 | 1 | 1 | 1 | 2 (1) | |||
| Jan 1949 | #42 gets its leaky tender replaced w/the one from D&RGW #318, while #318 got a tender from (I think) D&RGW #317, which was dismantled in Nov 1948. RGS #42's original tender went to the bridge gang as a water car. | 2-8-0 | C-17 | NgNews #2, p26 | 1 | 1 | 1 | 2 (1) | ||
| May 1949 | #74 is put into service, after minor maintenance and other changes. | 2-8-0 | NgNews, p24 | 1 | 1 | 1 | 2 | |||
| Aug 8, 1949 | #20 (2nd) begins her role in Ticket to Tomahawk, as 'Emma Sweeny", the Tomahawk and Western's #1. The engine sported a large oil headlight (w/antlers), diamond stack, and link & pin couplers. Even the builders' plates had been changed. The tender was also repainted, and now wore a picture of a sailing ship. | 4-6-0 | NgNews, p25 | 1 | 1 | 1 | 2 | |||
| Sep 1949 | #74 breaks an engine spring, and #20 (2nd) is pressed into service on the fall stock rush still wearing her movie paint from Ticket to Tomahawk. | 2-8-0 | Ssj, p204 NgNews, p25 |
1 | 1 | 1 | 2 (1) | |||
| Nov 1949 | #20 (2nd), usually working out of
Durango, is sent to Ridgway, apparently for a new paint job after her role as 'Emma Sweeny".
#74, now repaired, takes over as the regular engine on the Durango end of the line.
#42 is held dead in the
Durango roundhouse, out of service for now.
Bill Gould writes more about the #20's paint job: "The Emma Sweeny and the orange and gold scroll work on the cab were painted over with black and the number 20 was repainted. The sand dome also got a number 20. The cab window frames kept their yellow paint. There is a wealth of info in the RGS v7, pg 54-57. #20 was purchased by the Rocky Mountain Rail Road Club (RMRRC) and was displayed at the Narrow Gauge Motel in Alamosa. (RGS #20 pulled Uncle Bob's 346 from the Montezuma Lumber Company's spur in Dolores into Durango) After arriving at the Motel it was painted/lettered Florence and Cripple Creek with the name Portland on the cab. A few years after arriving in Golden, the Museum volunteers repainted/lettered it Rio Grande Southern in the sunburst herald style. This was done without the Rocky Club's knowledge. (but that's another story). "About 1980 the Club sandblasted the tender in preparation of a repaint. I was involved in this operation and was very very careful in removing layers of paint. Everyone wanted to see the Tomahawk and Western and the clipper ship "painting". Layers of black paint were removed and very faint traces of the clipper ship were found. No trace of the Tomahawk and Western lettering was found. A lot of flat orange and gold paint was revealed. Under that movie paint was bare metal, leading us to believe the tender was stripped/sandblasted before the movie paint was applied. In later years John Bush fabricated a new boiler jacket and removed the asbestos. Then one of the Museum volunteers rebuilt #20's cab replacing a lot of wood. "This info was given to me, personally, by Bob Richardson. Old RMRRC members Bill Gordon, Ed Haley, Dick Kindig. These men have passed on, but their stories were all the same. During that time I was the equipment chairman of the RMRRC as well as a Museum volunteer so I had a hands on relationship with this historic locomotive. The RMRRC gave #20 to the CRRM and Strasburg is bringing it back to life. I hope I am still around to pull the throttle on this engine." |
4-6-0 | NgNews #4, p33 Bill Gould |
1 | 1 | 1 (1) | 2 | |||
| 9-30-1950 | #461 acquired (ex D&RG 461). This was the last locomotive acquisition for the RGS. She was on her way to be scrapped by the D&RG when the RGS purchased her. Another source - Sunset v2 notes the purchase date as 10-4-1950, at a cost of $2634.60. | 2-8-2 | K-27 |
Ssj, p589 Ssj, p605 Sun-v2, p190 |
1 | 1 | 2 | 2 (1) | ||
| 6-1951 | #455 is taken out of service for an overhaul, but the work was never completed. | 2-8-2 | K-27 | Earl Knoob | 1 | 2 | 2 (1) | |||
| 7-1951 | #41 is sold to Knott's Berry Farm, and restoration begins. The NG Circle site has an article on the Knott's Berry operations, including many newer photos of #41. | 2-8-0 | C-19 | Ssj, p588 Ssj, p602 Crum, p407 Orange v2 |
1 | 2 | 2 (1) | |||
| 8-4-1951 | Bob Richardson snapped this photo Aug 4th, apparently in Durango, of a set of replacement driver wheels for #455. Did this mean the RGS planned to continue operating, and had planned a rebuild of 455's running gear? It's an interesting photo in that respect. | 2-8-2 | K-27 | Bob Richardson | 1 | 2 | 2 (1) | |||
| 11-1951 | #41's restoration at
Knott's Berry Farm is completed, and the loco enters service on the
park's Calico and Ghost Town RR, where it operates today.
Ted Klavern snapped a number of photos of #41 in it's early days, dressed in a gaudy red & yellow scheme: p1 p2 p3 p4 p5 p6 p7 p8 p9 p10 The NG Circle site has an article on the Knott's Berry operations, including many newer photos of #41. My Remains page also has a number of current photos from the park. |
2-8-0 | C-19 | Orange v2 | 1 | 2 | 2 (1) | |||
| 1952 | #20 (2nd) sold to the Rocky Mountain RR Club. It's now owned by the Colorado RR Museum. | 4-6-0 | Ssj, p586 | 1 | 2 | 1 (1) | ||||
| 1952 | #74 sold to the Dr. J.B. Schoolland, for display in the city of Boulder, CO. The doctor eventually convinced the Parks & Recreation dept. to assume ownership. It sat on display with D&RBW coach #280 until 2004, when it was moved to Strasburg CO for cosmetic (and possibly) operational restoration (details are on my remains page). | 2-8-0 | Ssj, p589 Mike Trent |
1 | 2 | |||||
| 1953 | #42 is sold to Bob Richardson for approx $2000, of the Narrow Gauge Motel (in Alamosa at that time; it later evolved into the Colorado RR Museum). The scrapper had offered it to Bob, and he purchased it to keep it from being scrapped. These are, perhaps, a few photos from that time, with 42 in south Alamosa: p1 p2 p3 p4 p5 | 2-8-0 | C-17 |
Ssj, p589 Ssj, p602 NGN, p20 Crum, p407 |
2 | |||||
| 1953 | #455 is scrapped. | 2-8-2 | K-27 | Ssj, p589 | 1 | |||||
| 1953 | #461 is dismantled. | 2-8-2 | K-27 | Ssj, p589 | ||||||
| 1955 | #42 remains in South Alamosa, now parked along with 318 at the Narrow Gauge Motel (in Alamosa at that time; it later evolved into the Colorado RR Museum). Some photos: p1 p2 | 2-8-0 | C-17 |
Ssj, p589 Ssj, p602 NGN, p20 Crum, p407 |
||||||
| Date | Event | Wheel | Class | Ref |
|---|---|---|---|---|
| Summer 1957 |
Fritz caught a photo of #42 while
it was still at Bob's Narrow Gauge Motel, before it sold; see this
photo.
(please note - this photo is the property of and is copyrighted by Fritz Klinke) | 2-8-0 | C-17 | Fritz Klinke |
| Jan 1958 | Bob Richardson (ie the Narrow Gauge Motel, which evolved into the CRRM) sells #42 for $5000, to help provide funding for it's move to from Alamosa to Golden (per a NGDF posting by Rick Steele) The buyer was the Magic Mountain Amusement Park (owned by Zeckendorf Corporation), which converted it to burn oil instead of coal. Magic Mountain later went under, was acquired by the Woodmoor Corp, and renamed Heritage Square. The site remains today, although only a 15" gauge steam train exists, perhaps using some of the original 3' ROW. | 2-8-0 | C-17 | NGN, p20 Rick Steele |
| Aug 1958 |
Magin Mountain is now operating #42,
and in a rare photo (and
another,
Fritz Klinke captured it being
serviced. Fritz writes: "I visited Bob Richardson at his motel, and he told me about selling the 42
to Magic Mountain, so the next day I visited the yards in Alamosa and took several pictures, including
this one of 42 as it was headed into the shop building in the back ground for shopping. This transfer
structure lifted the engine off its wheels, and then the whole engine and drivers went their separate
ways during the shopping process."
(please note - this photo is the property of and is copyrighted by Fritz Klinke) | 2-8-0 | C-17 | Fritz Klinke |
| July 3, 1959 | Fritz has several pictures from the first day of
#42's operations at Magic Mountain in
1959. He writes that "The 42 made several trips around the loop with a passenger train after former
Govenor Dan Thornton gave some opening remarks. Bob Richardson and a group from the
CRRM drove over for the event and I rode along
with them. That was
the only time I saw the 42 operate. I also saw the 42 as it went into the Alamosa shops for shopping
before it shipped to Magic Mountain. The 42 went from Bob's museum in Alamosa to the D&RGW shops, then
to Magic Mountain and never made the move to the new Golden museum property. That 1959 date also
marked the official opening of Bob's new motel at the museum and my mother and I were the first paying
guests to stay there." p1 - 42 leaning into a curve, probably the second run on the new loop. p2 - waiting for the ceremony to start; Bob Richardson 3rd from left, setting up a photo p3 - more of Bob setting up a photo of 1st run; notice the nice trackwork p4 - 42 pulling it's 3-car train across a rather hokey-looking trestle 2/3rds thru the loop p5 - before opening ceremony; spike driver stands ready; crew is in uniform p6 - 42 is a few feet into the start of the first official run p7 - Fritz is fairly sure this is former Governor Dan Thornton driving the final spike p8 - 42 leaning into a curve not far from the spike driving ceremony, probably on the 2nd run p9 - 42 a little further into it's 1st run shortly (100' ?). Note the guy hanging out of the cab! p10 - Former CO Governor Dan Thorton during his speech; tracks were behind him. Fritz writes "After the spike driving, all climbed aboard and the first official train took off. Bob Richardson and crew opted not to ride for some reason, and we headed back to the motel after the 3rd run of the train. We did watch them put the train away in a nice storage building that had 2 tracks in it--one for the passenger equipment, and the other for the engine, and there was a drop pit for servicing the engine. As I look back on this, I think they did a very nice job from track work to restoration of the engine and all the details. The train station was exceptionally well done. (please note - photos are the property of and are copyrighted by Fritz Klinke). | 2-8-0 | C-17 | Fritz Klinke |
| Feb 2, 1969 | The Woodmoor Corp moves #42 from their Heritage Square property to an area outside their company headquarters in Monument, CO, where #42 (along w/ the rest of the train from Magic Mtn - 2102, 8714, D&RG box 3748 and caboose 0409) became a static advertising display. Meanwhile, the railroad at Heritage Square was subcontracted to Ed Gerlits, who converted it to 2' gauge and ran his equipment there until he retired and closed the attraction. | 2-8-0 | C-17 | Rick Steel Jerry Albers |
| May 9, 1971 | #42 returns to the Heritage RR Co from display at the Woodmoor HQ in Monument CO, and is put back on display at Heritage Square, near Denver. The rest of the train is coverted to a restaurant - the depot being the main building, and 2102 and 8714 becoming dining areas. D&RG box 3748 becomes a concession stand. | 2-8-0 | C-17 | Rick Steel Jerry Albers |
| 1973 | #41 is taken out of service at
Knott's Berry Farm and overhauled. It returns to service later
that year. Here's some photos from about 1974, from Ted Klavern, of what I believe is the #41 after
this overhaul. The paint scheme in these photos is similar to the Silverton line's yellow & black
bumblebee colors; this is part of effort by Knott's to gradually move toward more prototypical paint
schemes. Today, #41 wears classic and prototypical RGS colors.
Curiously (to me, anyway) she was painted yellow and black, lettered for the D&RGW, named 'Red Cliff' on the cab, but had 'RGS' lettered down in the corner of the cab (see p7): p1 p2 p3 p4 p5 p6 p7 p8 p9 p10 |
2-8-0 | C-19 | Orange v2 |
| 1981 | #42 moves to Durango, having been purchased
by the old operator of the Heritage Square 2' railroad, Ed Gerlits. He then trades the locomotive to
Charlie Bradshaw and the Durango & Silverton RR, in exchange
for 6 charter trips on the Silverton train (to which he sold tickets). The D&SRR was
purchased by Charles Bradshaw from the D&RG in 1981. Jeff Badger noted that #42 was still at Heritage
Square in 1982, but Phil Hackman said it was in Durango, out of service and with a scorched crownsheet.
So perhaps 1982 is the year it went to Durango. It's still there now, cosmetically restored and on
display in the Durango & Silverton's roundhouse museum.
In an interesting side note, Cameron Wallace noted that a Mr. C.V. Wood built Magic Mountain, along w/Disneyland, Six Flags over Texas, and several other parks. Six Flags is the only park still remaining (besides Disneyland), and when it was built Six Flags mgmt was informed of the #42, but ended getting their RR equipment from Louisana instead. He also notes that Magic Mtn was managed is such a way that each ride was its own concessionaire, and that the RR concessionaire got into a disagreement w/park mgmt at some point and ended up running the equipment into the ground and then left. |
2-8-0 | C-17 | R Steele P Hackman J Hillier Jerry Albers |
| 1995 | #42 is hydro tested in Durango, although it's frame is broken and restoration is unlikely. If restored, the boiler (as is) would have to operate at reduced pressure, and w/o superheating would require extra water stops. End result: less power, more water stops, and given that this is a small engine to begin with, it doesn't seem to make sense for the D&S to restore her, sad as that is for us RGS fans. | 2-8-0 | C-17 | S Peck |
| 1997 | #42 is painted in Durango. | 2-8-0 | C-17 | S Peck |
| July 2006 | Shay #7, which spent time on the
McPhee branch and at Dolores for the New Mexico Lumber Co, has been restored and was steamed up on July 24th.
Full revenue operation is scheduled beginning Labor Day 2006, at the
Hesston Steam Museum in La Porte County, IN.
Details & photos on the Remains Page. |
Shay | Ted Rita | |
| July 2006 | An annoucement is made that #20 (2nd) is to be restored to operating condition! Details are on the Remains Page. | 4-6-0 | Keith Goodrich Mike Trent |
|
| Sep 2006 | Shay #7 returns to full operation, pulling revenue trains at the Hesston Steam Museum in La Porte County, IN. | Shay | Ted Rita | |
| Oct 2006 | RGS #20 (2nd) arrives at Strasburg PA shops for evaluation and possible restoration. The rebuild continues today; details over on my Remains page. | 4-6-0 | Keith Goodrich | |
| 2017 | A full size, operating replica of RGS #36 is being built by the Ridgway RR Museum; details are in this newsletter, with more current updates on the museum's website. And even better news, the museum had joined with a ranching museum, purchased the Ridgway depot, and is building a 1/2 mile loop of track, where this loco and the replica Motor #1 (the first Goose) can operate. Astounding news, for all RGS fans. | 4-6-0 | Karl Schaeffer | |
| © Steven Haworth 2024. All rights reserved |
| Revised 3-3-23 | Back to RGS home | Silence now reigns |
| Send comments to | where the RGS once roared. |
