Roster of Locomotives of the Colorado Midland Railroad

A Roster and Final Disposition

for the steam locomotives of the

Colorado Midland Railroad

To find information about a particular locomotive by number, click on the applicable below number

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

49 50 51 52 53 62 63 65 66 67 68 69 70 100 101 102

201 202 203 204 205 301 302 303 304 305 306

This is a numerical roster for the steam locomotives of the Colorado Midland Railway. It applies to the period 1886 through 1923. This roster is being brought up to compliment or contradict already published locomotive rosters. It has been compiled though the aide of numerous authors, experts and interested persons, agencies, museums and repositories throughout the nation. Several of the individuals making the story reasonably complete are noted in the last paragraph. It is hoped that the reader of this will have supporting, or even contradictory information. As you shall read, this roster of locomotives applies to the equipment of which there is some debate of final disposition during and after the demise of the Colorado Midland Railway (Railroad). There are a few large gaps as to information and final disposition. Again there are in a few instances of soundly based facts and contradictory information concerning a couple of the locomotives noted herein. Both sides of which are considered and noted. As information and nice prints are gathered, they will be added to the enclosed information. Thus it is up to the reader to check back occasionally for updated information.

Each locomotive noted herein is commonly referred to by it's popular number, more so than that of renumbering sessions. Stories related to operations and incidents involving certain locomotives are within the pages of Colorado Midland by Morris Cafky, The Midland Route by E.M. McFarland, and Daylight Through the Divide by Dan Abbott. None of these publications are currently available. There has been over a number of years now a secretive group interested in the abandoned lines of the Colorado Springs area. In the beginning there was the Colorado Midland Modeler, and then the interest was passed on to the Colorado Midland Quarterly. Past issues of the Colorado Midland Modeler produced by Larry Schrenk are no longer available, as are many of the earlier issues of the C.M.Q. The C.M.Q. is the current sounding post of the Colorado Midland decendants. Much of the information referred to herein was obtained through the issues of these two publications. In addition, the existance or discovery of information is often discussed within these, and sometimes refuted an issue or two down the line. The C.M.Q. is noted below.

The locomotives noted herein were constructed by Schenactady Locomotive Company of New York and by the Baldwin Locomotive Works of Philadelphia. The initial number to each paragraph refers to the locomotive number given and used for the majority of it's time upon the Colorado Midland. The second number refers to consecutive construction number assigned by the locomotive builder and often used in correspondence between them and the railroad company. The third number refers to the date in month and year of final assembly and shipping to the new owner. This can vary on occasion by up to two months. Any other official Colorado Midland number for the locomotive will be noted within the text, as will that to the suceeding owners. Links have been provided to indicate to the reader that a sub-set of information is available, a photograph is attached, or a reference to information or article in a popular publication.

The written material following is most generally an explanation as to where the locomotive went to after the Colorado Midland was dissolved, and on occasion the names of various locomotive dealers who may have done some handling or advertisement. There are notes and comments as to wherein information was gathered, positions of available photographs surrounding it after leaving the line, and in a few instances the contradictory information. Readers of this locomotive roster are encouraged to contact the author. An e:mail address is noted at the end of the final page.

Further information on daily use, wrecks, repairs and modification of the locomotives and can be obtained through the

Colorado Midland Quarterly
475 Ocelot Drive,
Colorado Springs, Colorado, 80919 U.S.A.

A Colorado Midland chat group was formed in 1999 by Cliff Mestel of Trout Creek Engineering. The group discusses recent topics concerning the C.M. and activities of the above group on a near daily basis. For those interested, tune into the Colorado Midland group at Yahoo clubs, or send an inquiery to the moderator at: troutckeng@aol.com

For those still a little unsure as to who the Colorado Midland Railroad was, I urge you to tune into a commercial site which has an extensive chronological run down. The Sparrow Point site can be reached at:

Sparrow Point

COLORADO MIDLAND

LOCOMOTIVE ROSTER

by William Kaminsky

May, 2008

The initial three sets of numbers equate to the Colorado Midland locomotive operations number, the consecutive construction number given by the locomotive constructor, and the date of shipping or delivery.

SCHENECTADY BUILT 2-8-0s CLASS 115

These locomotives were reportedly the largest of their type when delivered in 1886. After the arrival of larger locomotives, they were referred to as LITTLE HOGS because they had four axles on the rails at all times

The LITTLE HOGS of the Colorado Midland often resembled similar locomotives of the nearby Midland Terminal and the Colorado Springs and Cripple Creek District Railways, especially when a wreck scene was photographed and the whole cab and many other things were scattered around. Although many times locomotive wrecks are identified as being on the Colorado Midland, the most obvious way to identify who owned the locomotive is to examine the main rod. Those of the Colorado Midland were plain, whereas those of the other lines were often fluted along the side. The fluted mainrod being just above the wheels as can be seen in this broadside of Midland Terminal number 58.

1. #2225 11/86: Cost new $12,851.84 and arrived December 15, 1886. Overhauled, new flues, Jan-Feb 7, 1891. Assigned to Leadville 1901. Assigned to passenger service out of Colorado Springs in 1904. Helper at Basalt 1905. Offered for sale by Zimmerman-Wells-Brown of Portland, Oregon. A photo taken at the Short Line yards reveals that the tender may have been swapped for one from the Midland Terminal. Equipped with one 9 1/2" air pump by end of C.M. operations. To: Miller-Link Lumber Company of Orange, Texas. Used on the Orange and Northwestern RR. for log hauling until about 1925.

2. #2226 11/86: Cost new $12,850.35 and arrived December 15, 1886. Repaired July-Aug. 1891, June-July 1893, heavy repairs Jan.-Feb 1897. At Basalt through late 1890's. Wrecked at Ivanhoe June 1906 & rebuilt. Shopped Mar-April 1916. Renumbered in May 1918 to 62. Equipped with two 9 1/2" air pumps. To: General Equipment Company of McComb Miss. Then to Jordan River Lumber Company of Kiln, Miss. In 1922 it became Edward Hines Yellow Pine Trustees #3 and based at Barth, Miss. (Edward Hines also owned the Jordan River Lbr. Co., so it was only a transfer in name only).

3. #2227 11/86: Cost new $12,264.28 and arrived February 13, 1887 Wrecked near Granite in Jan. 1891. Overhauled Feb-May 1891. Overhauled again Aug-Sept. 1891. New boiler June 1895. Rebuilt Mar-May 1897. Equipped with one 9 1/2" air pump by end of C.M. operations. Sold via Herr-Rubincam Supply Company of Denver to: the La Salle and Bureau County RR. about April of 1923. Became their number 4. Also reported as going to Union Steel Co. for scrap in 1932. (An undated photo on file at the Sacramento RR Museum library indicates that number 63 was stripped and sold as a boiler).

Driver size=52" diameter, Cylinders= 20" by 26", Weight on drivers=115,500 lbs in 1887, Total Engine= 132,000 in 1887

4. #2228 1/87: Cost new $12,261.93 and arrived February 13, 1887 New boiler March 1891. Accident at tunnel 7 in Ute Pass on July 15, 1891 which killed crew. Rebuilt Aug. 23-Oct. 28, 1891. Repaired Jan. 1893. Rebuilt Oct-Nov. 28, 1895. Major overhauled July 1898. Wrecked near New Castle May 14, 1914 with passenger train. In use on the Colorado Midland until July 1918. This locomotive was not renumbered as others of the series were. An Otto Perry photo and C.M. notes verify this. Identified in Z-W-B photo of 1923 with a different tender. Equipped with one 9 1/2" air pump by end of C.M. operations. Became Z-W-B number 1. Tender switched again, when being put up for sale by Union Iron Works of Portland Oregon (and became their number one also, circa Sept. 1932). Converted to oil. To: Alaska Junk Company per ad in TIMBERMAN magazine of October 1934.

5. #2229 1/87: Cost new $12,367.07 Overhauled June 13-July 24 1892. Major overhaul June-July 1893. Rebuilt Oct-Nov. 14, 1895. Rebuilt March-April 1897, Repaired Oct. 1897. At Basalt in 1900, Leadville-Cardiff 1908. Renumbered May 1918 to 65. Equipped with two 9 1/2" air pumps. Used by Midland Terminal as their #65 until involved in wreck on Ute Pass in 1920.

6. #2230 1/87: Cost new $12,369.11 Overhauled July 1892. Major overhaul Nov. 15-Dec. 1893. Repaired June 1895. New flue sheet Aug. 1895. New flue sheet March 1904. Wrecked Jan. 1910 east of Busk tunnel killing crew. Rebuilt 1910. Renumbered to 66 and equipped with one 9 1/2" air pump by end of C.M. operations. To Antrim Iron, Mancelona, Michigan as their number 4.

7. #2231 2/87: Cost new $12,279.24 Repaired Sept. 1891. Florissant helper 1891. Overhauled Oct-Dec. 1893. Overhauled June-July 5, 1895. For freight service out of Colorado City 1899. At Basalt 1905. Lost crown sheet in summer 1907 & repaired. Renumbered by the C.M. to 67 about July of 1918. Equipped with one 9 1/2" air pump by end of C.M. operations. For sale by Zimmerman-Wells-Brown 1923, at same time as three other little hogs. To Union Iron Works of Portland, Oregon as their number One, and also listed as their number 115. (Otto Perry photo number 7244 of C.M. number 68 was used in the advertising for this locomotive)

8. #2232 2/87: Cost $12,278.73 Rebuilt Jan-Feb. 1891. New flues July 1891. New crown and flue sheets in June-July 1896. In passenger service from Colorado Springs throughout late 1890s. At Leadville 1911. Damaged in accident in fall of 1914. Equipped with one 9 1/2" air pump and renumbered to 68 by end of C.M. operations. The tender to number 68 was found behind engine 69 in a June 1919 picture. To Antrim Iron, Mancelona, Michigan as their number 5.

9. #2233 2/87: Cost $12,397.81 At Leadville during 1890. Overhauled Aug-Sept. 1891. Again Aug. 1895. Major Jan-Feb 1896. Rebuilt Jan-Feb 1897. As helper at Wild Horse through June-Aug. 1918. Renumbered by the C.M. to 69 about July of 1918. Had tender from number 68 by June 1919. Equipped with one 9 1/2" air pump by end of C.M. operations. Disp. Unk. thereafter

10. #2234 2/87: Cost $12,397.81 Operated at west end in 1891. Overhauled in Feb-Mar. 1891. Repaired Nov. 20, 1891- Jan. 1892. Overhauled May 1893. Repaired break in frame mid-August 1897. Was helper at Wild Horse July-Aug.1918. Renumbered by the C.M. to the 70 about July 1918. For sale by Zimmerman-Wells-Brown per 1923 issue of Timberman magazine at same time as three other little hogs. Had a cross-compound air pump added during 1918. Became Z-W-B number four. Then to Union Iron Works, as their number 4 (circa Sept. 1932).

SCHENECTADY BUILT 4-6-0s CLASS 102

Driver size=52" diameter, Cylinders= 19" by 26", Weight on drivers=102,500 lbs in 1887 and 102,825 in 1901, Engine and tender= 235,000 in 1887 and 214,900 in 1901

11. #2235 10/87

Cost $12,544.32 Ran into the tender of number 8 at Green Mountain Falls August 8, 1897 damaging both heavily. Operated at Bassalt 1899. Overhauled June-Aug. 1891. Again in Sept. 1897.

May have gone to the Lewis and Clark Ry. by March 31, 1918. Became their number 2 . The L & C was a part of the U.S. Army Signal Corp, Spruce Production Division (S.P.D.). The L & C was S.P.D. line number 7, of 14 lines created. Based at Camp Clatsop, north of Seaside Oregon. The construction firm: Grant-Smith-Porter Bros. used this locomotive for construction of the line. Was used for log hauling on line 7 and after the Great War on the Spokane, Portland and Seattle RR mainline. Returned 1919? Front number plate reads 1888. Disposition Unknown after 1919. See locomotive number 27 for more notes on Lewis and Clark and the paragraphs at end of this web page.

12. #2236 10/87: Cost $12,544.31 Overhauled mid-June-July 1891. Major overhaul Nov. 15-Dec. 1893. Repairs Sept. 1897. At Cardiff late 1890's. Used as Cripple Creek District switcher 1901. Had pilot replaced with footboards, had back-up light installed and was Leadville switcher 1901-1910. Sold July 1, 1919 via Birmingham Rail and Locomotive Co. to Wyatt Lumber Company of Wyatt, Louisiana. Offices at Ruston, Louisiana.

13. #2417 8/87: Cost $12,478.33 New cylinders Mar-April 1891. Overhauled Jan-Feb. 1892. Repairs July 1895. Sept-Nov. 1895. Repairs mid-Nov. 1897. In freight service out of Colorado City 1900. Again Aug-Sept 1907. Disposition unknown after 1919.

14. #2418 8/87: Cost 12,478.33 Repaired May 1891. Major repairs Oct.-Nov. 14, 1892, again Jan-Feb. 1896. Overhauled May 1898. Was Ute Pass local in 1900. At Cardiff in 1908. Passenger service Colorado Springs August 1910. Rebuilt to class 104 in 1911 with 60" drivers. Sold July 23, 1919 via Birmingham Rail and Locomotive Co. to Long-Bell Lumber Company (R.A. Long Pres.) at DeRidder, Louisiana. Became number 141 on their Louisiana and Pacific Ry. The L & P was a part of the Shreveport, Alexandria and Southwestern Ry. system owned by R.A. Long. The line then was sold and operated as the Lake Charles and Northern with trackage rights retained. (The whole line was abandoned in 1926). The 141 was shipped to Willamette Iron and Steel of Portland, Oregon in November, 1922 for repairs. Barged to Longview, Washington in December 1922. Worked in constructing the Longview, Portland and Northern Ry. until March 1923. Became Longview, Portland and Northern Ry. number 670 (a part of the Long-Bell Companies).

SCHENECTADY BUILT 4-6-0s CLASS 104

Driver size=58" diameter, Cylinders= 19" by 26", Weight on drivers=104,500 lbs in 1887 and 104,175 in 1901, Engine and tender= 238,000 in 1887 and 221,100 in 1901

15. #2239 4/87: Cost $11,467.16 New flues March-April 1891. Major repairs June 1895. Overhauled Aug-September 9, 1895. Rebuilt September-October 27, 1897. For Cripple Creek service 1900. Wrecked at Independance on the Midland Terminal Ry. in 1900. Rebuilt 1904. Used for Presidential train April 14, to 15 1905. Sold November 25, 1918 via Birmingham Rail and Locomotive Co. to Hershey Corp. Bainoa, Cuba. (F.C. Cubano de Hershey) Gone by 1934.

Driver size=60" diameter, Cylinders= 19" by 26", Weight on drivers=104,500 lbs in 1887 and 108,075 in 1901, Engine and tender= 238,000 in 1887 and 223,300 in 1901

16. #2240 4/87: Cost $11,467.18 Repaired June 1892. Again June 1893 and Aug-September 2, 1893. Overhauled December 1893 to January 1894, and April-May 1894. In passenger service over west end in August 1915. Set aside by April 1918 with bad crown sheet. Still stored through June 1919.

17. #2241 5/87: Cost $11,547.01 Damaged in collision with number 30 at Leadville on Feb. 4, 1891 then rebuilt. Became Woodland Park suburban 1891. Overhauled November 1891. Collision at Woodland Park with number 38 in January 1892. Rebuilt in Feb.-March 1892. In accident at Granite April 1893. Rebuilt in June 1895. Used west of Lake George in February 1897. Wrecked near Yale on April 1, 1908. In passenger service from Colorado City 1911. Wrecked Sept. 23, 1914. Wrecked near Arkansas Junction April 26, 1917 while in passenger service. Stored June 1919 .

18. #2242 6/87: Cost $11,547.02 New piston in April 1891. Repaired August 1891. Overhauled June-July 1893 and August 26-September 1895. Repaired Sept.-October 1897. In passenger service from Colorado Springs in August 1913. Wrecked, and not repaired, 1917. Was about the last engine on C.M. to receive new cab. Remains on property 1918.

19. #2243 6/87: Cost $11,660.62 Overhauled in Sept. through mid-December 1891. Again in May 1893, Jan-Feb 1896. Overhauled, new fire box door in Aug. 1897. In service at Colorado Springs 1901, then to Leadville. Equipped with one 9 1/2" air pump by end of C.M. operations. Stored at Colorado City June 1919 with tender from C.M. number 36. Sold December 16, 1919 via Birmingham Rail and Locomotive Co. to Motley County Ry. Matador, Texas. Became their number 19. Converted to oil about 1923. Passed on to Quanah, Acme and Pacific upon takeover. Retained the number 19. Q.A. & P. retired the 19 about 1931 and scrapped it in 1935.

Driver size=58" diameter, Cylinders= 19" by 26", Weight on drivers=104,500 lbs in 1887 and 104,175 in 1901, Engine and tender= 238,000 in 1887 and 221,100 in 1901 20. #2244 6/87: Cost $11,628.13 Repaired in early October 1891. Wrecked at New Castle in January 1911. In passenger service from Colorado Springs August 1913. Equipped with one 9 1/2" air pump by end of C.M. operations. For sale by Zimmerman-Wells-Brown. Experimental tender switched with number 21, and then eventially on to Midland Terminal number 59.

Driver size=60" diameter, Cylinders= 19" by 26", Weight on drivers=104,500 lbs in 1887 and 108,075 in 1901, Engine and tender= 238,000 in 1887 and 223,300 in 1901

21. #2245 6/87: Cost $11,575.67 Repaired in Feb-March 1891. New flues in Feb. 1892. New flues and tires again in June 1892. Rebuilt again in Dec. with new cylinders Dec. 1892 to Jan. 1893. Overhauled July-Aug. 1896, again July-Aug 1897, and in Aug.-Sept. 1907. Set aside April 1918. Equipped with one 9 1/2" air pump by end of C.M. operations. Advertised with the experimental "Self-trimming" tender, but this tender went on to Midland Terminal number 59. To Kirby Lumber Company, Silsbee, Texas about Jan. 1920, as their number 79, but with rebuilt rectangular tender. Was used at Blox Camp 3, and for mainline hauling over the Gulf, Colorado and Santa Fe from Kirbyville to Bessmay, and Call Texas. Converted to oil.

Driver size=58" diameter, Cylinders= 19" by 26", Weight on drivers=104,500 lbs in 1887 and 104,175 in 1901, Engine and tender= 238,000 in 1887 and 221,100 in 1901

22. #2246 7/87: Cost $11,608.16 Repaired late March-April 1891. Wrecked at Bassalt July 18, 1891 killing eleven passengers. Wrecked in rock slide in mid September 1891. Rebuilt mid-December 1891 through Feb. 1892. Overturned at Buena Vista in 1892 killing fireman. Overturned at Wild Horse in 1893. Rebuilt May to mid-July 1895. Repaired in mid-Feb. 1896. New flues and crown sheets in June 1893. Wrecked west of Gramid on the Rio Grande Junction RR. September 9, 1897 with Denver and Rio Grande passenger train killing 16. Rebuilt Sept-December 1897. Received a new 10 ton coal and 25,000 gallon tender in Nov. 1897. Damaged in shop fire fall on 1898. Wrecked at Rifle in 1902 with Denver and Rio Grande passenger train killing fireman. Wrecked in 1904 at Carbondale. Wrecked April 1, 1908 near Yale with C.M. #17. Rebuilt each time. On passenger service from Colorado Springs in 1915. Wrecked west of Glenwood in 1916. Rebuilt. Derailed at Rifle in 1917. Due to frequency of accidents, this locomotive was known as the Hoo-Doo while on the Colorado Midland. Disposition Unknown after 1918.

SCHENECTADY BUILT 4-6-0s CLASS 93

Driver size=61" diameter, Cylinders= 17" by 26", Weight on drivers=93,500 lbs in 1887 and 91,115 in 1901, Engine and tender= 227,000 in 1887 and 196,050 in 1901. There has been some comparison of photographs as to apparent overall diameter of drivers versus tire size. See C.M.Q. #13 page 8 for discussion, but is known that driver size did increase by 3 inches about 1892

23. #2436 9/87: Set aside about 1914. Scrapped May 31, 1916.

24. #2437 9/87: Purchased by Colorado-Kansas Railroad December 8, 1911 at a cost of $6,847. Renumbered their number 1 December 19, 1911. Received tender from Baldwin built C.M. number 38. Out of service in 1919 through 1922. Repairs made circa 1923 costing $4800, but again out of service by end of year. Dismantled 1926-1927, receiving $324.40 for remains. The tender sat at Stone City being used as a water tank until about 1957. (See Tracking Ghost Railroads in Colorado, by Robert Ormes. Page 20, eighth edition.)

25. #2438 9/87: Hit rock at milepost 157 near Palisades on Dec. 14, 1897 setting fire to passenger train. Set aside about 1914. Scrapped May 1916.

SCHENECTADY BUILT 4-6-0s CLASS 102

Driver size=52" diameter, Cylinders= 19" by 26", Weight on drivers=102,500 lbs in 1888 and 102,825 in 1901, Engine and tender= 236,000 in 1888 and 214,900 in 1901

26. #2419 12/87: Rebuilt June 1892. Overhauled with new firebox April-May 1898. In collision west of Hartsel on June 6, 1906. Was helper out of Colorado City in Sept. 1907. Equipped with one 9 1/2" air pump by end of C.M. operations. Sold July 23, 1919 via Birmingham Rail and Locomotive Co. to Louisiana and Pacific RR., DeRidder, Louisiana. Tender may have gone to their number 141. See Colo. Mid.14 for notes as to ownerships.

27. #2420 12/87: Repairs and overhaul Oct-Nov. 1891. Repairs and repaint in June 1892. Overhaul Dec 1893, and again May 1897. Was used for Wildflower trips in 1900's. Became Florissant helper in 1917. Had footboards installed and back-up light and used for Colorado City switcher in 1918. Used by Pikes Peak Consolidated Mining Company after RR shut down through December 15, 1918. Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Sold October 31, 1919 via Birmingham Rail and Locomotive Co. to Bradley Lumber Company, Warren Arkansas. (Possibly to Warren and Sabine RR. ALSO, was noted as to the Gales Creek and Wilson River RR after serving as a MISSIONARY locomotive on the Lewis and Clark RR. by one source). William Walker and Al Coffin shown in the window of number 27 with the C.M. standard locomotive classification of B-25 below. After delivery, Al found upon his return to Colorado that there was no job. He returned to Oregon and worked the woods locomotives for awhile before returning again to Colorado.

28. #2421 12/87: Repaired in July and Sept. 1891. In a collision at Aspen Junction in July 1892. Rebuilt July-Aug. 1892 with new tires. Overhauled Dec. 1893. Again Feb-May 3, 1897 with new crown sheet. Wrecked at Boyer June 6, 1906 and rebuilt. Set aside unserviceable, April 1918 in C.C.D. yard. Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. To Gales Creek and Wilson River Railroad, Glenwood Oregon, 1919.. Became their number 2 . The G.C. and W.R. was a part of the Spokane, Portland and Seattle RR. system. Scrapped at Vancouver Washington May 9, 1932. Tender swapped with G.C. and W.R. number 1. Tender converted to S.P.& S. water and fuel car number X-40 on May 31, 1932. Used with X-15 pile driver. Tender dismantled September 11, 1937.
Photographic evidence of the number 2 and Colorado Midland number 28 indicates a difference of appearance. Thus, POSSIBLY NOT THE SAME. The S.P. and S. Society thinks that the 28 became the 2, only based upon previously published histories.

BALDWIN BUILT 4-6-0s CLASS 102

Driver size=52" diameter, Cylinders= 21" by 26", Weight on drivers=136,500 lbs in 1897, Total Engine= 154,000 in 1897. Used most often in helper service between Florissant and Leadville.

29. #9206 4/88

Equipped with one 9 1/2" air pump by end of C.M. operations. Final disposition unknown

30. #9207 4/88: New firebox, March 1904. Set aside, April 1918 due to broken frame.

31. #9208 4/88: Set aside unserviceable, April 1918. To Robinson Land and Lumber Company, Chicora Mississippi as their number 101. Around 1920 it was transferred to the Robinson Land & Lumber Co. mill at Bothwell, Miss. In January 1924 it was renumbered #7, and was advertised for sale in April 1933 after the mill at Bothwell cut out.

32. #9210 4/88: Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Disposition unknown after 1919.

33. #9215 5/88: Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Sold October 13, 1929 via General Equipment Co. to Horse Shoe Lumber Company, River Falls, Covington County Alabama, as their second number 6. (Stored on Alabama and West Florida RR., Chipley Florida. See Otto Perry photo number 12196 at Denver Pub. Lib.)

34. #9217 5/88: Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Disposition unknown after 1919.

35. #9219 5/88: Exploded August 15, 1896 at Basalt. Moved to Colorado City and never rebuilt.

36. #9298 6/88: To California Western Railway and Navigation Company at Fort Bragg, California in 1918, as their number 38. To: Little River Lumber Company in 1929. To: Hammond Lumber Company as their number 7. Dismantled 1935 through 1937 by Breedon Iron Works, Eureka California. Boiler to a local in 1940.

37. #9300 6/88: To General Equipment Company. Then sold to: Goodyear Yellow Pine Company, Picayune, Mississippi on January 9, 1920 for $11,500. It became the number 37 at least into the early '20's and was possibly renumbered to 12. For sale in March 1938 after the Goodyear railroad shut down.

38. #9302 6/88: Had different firebox than others of same class. Offered by Herr-Rubincam Supply Co., Denver in September 1918. Sold December 3, 1918 via Birmingham Rail and Locomotive Co. to Hershey Corp., Bainoa Cuba. (Possibly F.C. de Hershey).

SCHENECTADY BUILT 4-6-0s CLASS 102

Driver size=52" diameter, Cylinders= 19" by 26", Weight on drivers=102,500 lbs in 1889 and 102,825 in 1901, Engine and tender= 235,000 in 1889 and 214,900 in 1901. Near same as numbers 11-14, and 26-28, except that bell was located forward, ahead of both domes. In 1904 the series were rebuilt with increased capacity tenders, electric headlights, automatic couplers and steel sheathed cab sides.

39. #2925 10/89: Overhauled Feb-April 1891. Rebuilt May-June 1892. Overhauled May 1893 and Oct. 1893. Worked in Leadville in late 1895. Worked as switcher in Colorado City during May 1907. Used on Wildflower trains in Aug. 1915. Wrecked in collision east of Idlewild Aug. 27, 1915. Equipped with one 9 1/2" air pump by end of C.M. operations. Disposition unknown.

40. #2926 10/89: Overhauled July 1891. Repaired with new cylinders July-Aug. 1892. Repairs mid-December 1893, again October 1897. Wrecked west of Manitou Iron Springs, Aug. 17, 1902. Became Colorado City helper in 1911. Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Disposition unknown after 1919.

41. #2927 10/89: Repaired May 1891 including drivers. Overhauled Aug.-Oct. 1892. Again May-June 1895. Rebuilt May 1897. Overhauled June-July 16, 1898. Became Colorado City helper and freight in Aug. 1907. Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. To Frost-Johnson Lumber Company, Mansfield and Shreveport, Louisiana. In use through 1936.

42. #2928 10/89: Repaired Aug. 1891. In and out of shops Dec. 19, 1893 from a wreck on the 14th west of Leadville Highline. Rebuilt Sept. 6-Sept. 24, 1895. In collision at Boyer June 6, 1904 killing engineer. Between 1907 and 1910 was equipped with footboards, and back-up light. Used as Leadville switcher 1910 on. Equipped with one 9 1/2" air pump by end of C.M. operations. Damaged on Moyer Branch in 1912 killing engineer. Sold December 16, 1918 via Birmingham Rail and Locomotive. To: Pig Point Ordinance Depot, Pig Point Virginia.

43. #2929 10/89: Wrecked west of Hartsel on June 7, 1906. Used on Jermone Park branch in 1916. Equipped with one 9 1/2" air pump by end of C.M. operations. Sold November 3, 1919 via Birmingham Rail and Locomotive to: Central Nombre de Dios, Zayas-Abreau Cuba. (Zayas was president of Cuba through 1923).

44. #2930 10/89: Arrived November 1889. Repaired June 1891. Overhauled Oct-Nov. 18, 1893. Overhauled Aug-mid. Sept. 1897. On the Aspen Branch 1910. Set aside April 1918. Equipped with one 9 1/2" air pump by end of C.M. operations. Disposition unknown after 1919.

45. #3261 11/90: Set aside April 1918. Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. To General Equipment Company, McComb, Mississippi. Then to: Jordan River Lumber Company, Kiln Mississippi. Became their number 3261. Became Edward Hines Yellow Pine Trustees number 3261, Wiehe Mississippi, via tranfer of title about 1922.

46. #3262 11/90: Wrecked at Granite in January 1891. Rebuilt Jan-Feb. 1891. Was switcher at Colorado City in June 1895. Boiler repairs and new flues in Aug.-Sept 4, 1897. Used for plow service in Cripple Creek District late 1913. Wrecked Sept. 23, 1914. Set aside by the Colorado Midland during April, 1918 with unknown problems. Then sold March 29, 1919 via Birmingham Rail and Locomotive to: McKinley Land and Lumber Company, Breece and Thoreau, New Mexico, as their number 9. Set aside 1939. This locomotive was also reported as to have gone to the Lewis and Clark Ry. as their number 2 by another source.

47. #3263 11/90: Wrecked at Victor mid-October 1895. Wrecked in head on collision near Waters on the Midland Terminal RR during Dec. 1907. Wrecked in wash-out west of Wild Horse on May 14, 1914. Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. To: Gales Creek and Wilson River Railroad Company, Glenwood, Oregon in 1919. Became their number 1. The G.C. and W.R. was a part of the Spokane, Portland and Seattle system. Transferred to Astoria, Oregon about 1932. Switched tenders with G.C. and W.R. number 2 (See Colo. Midland number 28) quite often. Burnt crown sheet, at Astoria, Oregon in 1944. Locomotive dismantled October 12, 1944. Scrapped at Vancouver, Washington in 1945. The tender converted to S.P.& S. water car number X-47 on November 28, 1944. (Later diagrams indicate that it may have become X-46). The X-47 was dismantled June 16, 1955

48. #3264 11/90: Overhauled Nov. 28-Cec. 17, 1892. Repaired April-June 1895. Used as Basalt switcher after explosion of number 35. Repaired (right) in Colorado City after wreck from Ute Pass runaway Aug. 31, 1903. At Leadville in 1905. On freights out of Colorado City Sept. 1907. On Aspen Branch in 1911. Set aside in April 1918. Equipped with one 9 1/2" air pump by end of C.M. operations. Once reported as going to the Gales Creek and Wilson River as the number 1. Otherwise: Disposition uncertain after 1919.

BALDWIN BUILT 2-8-0s CLASS 136s

Driver size=52" diameter, Cylinders= 21" by 26", Weight on drivers=136,500 lbs in 1897 and 132,600 in 1901, Engine and tender= 264,000 in 1897 and 196,050 in 1901. During early period, two were held for helper service between Arkansas Junction and Ivanhoe. The class was rebuilt in 1904 and had extended piston rods removed, and solid cylinder heads installed. Steel cab sheeting, electric headlights, steam lines for passenger service and air signal devices installed. About 1916 the class was used to handle passenger trains between Colorado Springs and Florissant.

49. #15130 12/96: Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Sold January 22, 1920 via Birmingham Rail and Locomotive to: Boyne City, Gaylord and Alpena RR. as their second number 5. Scrapped circa 1933 to 1935.

50. #15131 12/96: Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Transferred to Midland Terminal on March 3, 1921. Became their number 52. Scrapped 1949.

51. #15132 12/96: Had two 9 1/2" air pumps. Sold January 22, 1920 via Birmingham Rail and Locomotive to: Boyne City, Gaylord and Alpena RR. as their number 6 . Equipped with a snow plow. Dismantled 1933.

52. #15133 12/96: Had two 9 1/2" air pumps. Sold January 22, 1920 via Birmingham Rail and Locomotive to: Boyne City, Gaylord and Alpena RR. as their number 7. Scrapped at Toledo, Michigan 1933.

53. #15134 12/96: Equipped with snow flanger and one 9 1/2" air pump by end of C.M. operations. Transferred to Midland Terminal on March 3, 1921. Became their number 53. Retired September 1940. Scrapped 1947.

SCHENECTADY BUILT 0-6-0s CLASS 91

100. #2309 1887: ORIGINALLY No. 30, Renumbered to 100 in 1888; Spent much time as switcher at Colorado Springs and Colorado City. Set aside, out of service prior to 1918. Sold 1918 to General Equipment Company of Paterson New Jersey.

101. #2310 1887: ORIGINALLY No. 31, Renumbered to 101 in 1888

102. #2311 1887: ORIGINALLY No. 32, Renumbered to 102 in 1888; Involved in collision with A.T. & S.F. No. 907 in September 1900 at the Colorado Springs depot, receiving serious damages. Spent much time as switcher at Basalt and later at Cardiff. Set aside, out of service prior to 1918. Sold 1918 to Colorado Fuel and Iron Corporation through Heer-Rubincam Supply of Denver. Became Colorado and Wyoming RR. No. 51 and used in blast furnace service at Pueblo Colorado. Set aside December 15, 1920. Scrapped June 9, 1928.

BALDWIN BUILT 2-8-0s CLASS 159

Ordered from Baldwin Locomotive Works in October 1900. ALL ORIGINALLY BUILT AS VAUCLAIN COMPOUND with 17 and 28 by 30 cylinders. Driver size=60" diameter, Weight on drivers=159,000 lbs in 1901, Total weight Engine= 182,000 and 309,000 total engine and tender. Placed in service 1st week of March 1901. All were converted to simple expansion during 1908 with 21 by 30 cylinders.

These locomotives were reported as going to the St. Louis Electric Ry. in 1936

201. #18631 1901: Equipped with a 9 1/2" air pump by end of C.M. operations. Sold to Louisiana and Arkansas Railway becoming their number 429. Scrapped June 1934.

202. #18632 1901: Converted to Simple about March 1908. Equipped with a compound air pump by end of C.M. operations. Sold to Louisiana and Arkansas Railway becoming their number 425. Sold to Comite Southern (as their number 425). Sold again to the Louisiana Eastern Ry. Scrapped June 1950 or possibly as late as 1962.

203. #18646 1901: Sold to Louisiana and Arkansas Railway becoming their number 426. Scrapped September 1933.

204. #18647 1901: Sold to Louisiana and Arkansas Railway becoming their number 427. Scrapped October 1933.

205. #18648 1901: Sold to Louisiana and Arkansas Railway becoming their number 428. Scrapped May 1934.

BALDWIN BUILT 2-8-0s CLASS 175

( These locomotives were reportedly the largest of their type when delivered. After arrival they were referred to as the BIG HOGS The full class were delivered with oil headlamps, and within several months all were converted to electric as were most all of the other C.M. locomotives at the time.) These locomotives were reported in their sale to the N.de M. as traveling over the Colorado and Southern to Fort Worth, then over the International and Great Northern to an entry into Mexico on or about the first week of December 1919.

301. #32124 1907: Boiler blew up Oct. 9, 1912 at Nast, killing crew and livestock. While under repair, #303 had accident at Hellgate. The tender from 301 went to numner 303. Rebuilt 1913. A new tender was constructed by C.M. forces which beared little semblance to other tenders of this class. Sold Jan. 1920 via Herr-Rubincam Supply Company of Denver to National Railways of Mexico Ferrocalles de Mexíco, becoming their Class G-35, number 785. Renumbered in January 1930 to 1434. Scrapped April 17, 1957 at Ciudad de Mexíco.

302. #32125 1907: Rebuilt 1913. Sold Jan. 1920 via Herr-Rubincam Supply Company of Denver to National Railways of Mexico Ferrocalles de Mexíco, becoming their Class G-35, number 786. Renumbered in January 1930 to 1435. Scrapped August 3, 1954 at Ciudad de Mexíco.

303. #32126 1907: Involved in accident at Hellgate, which removed it's tender. The boiler for number 301 blew up Oct. 9, 1912 and the tender was installed on the number 303 afterwhich. Rebuilt 1913. Sold Jan. 1920 via Herr-Rubincam Supply Company of Denver to National Railways of Mexico Ferrocalles de Mexíco, becoming their Class G-35, number 787. Renumbered in January 1930 to 1436. Scrapped August 27, 1953 at Ciudad de Mexíco. Tender from #303 ( ne #301) is at present at the foot of Hell Gate.

304. #32157 1907: Rebuilt 1913. Sold Jan. 1920 via Herr-Rubincam Supply Company of Denver to National Railways of Mexico Ferrocalles de Mexíco, becoming their Class G-35, number 788. Renumbered in January 1930 to 1437. Scrapped September 17, 1953 at Ciudad de Mexíco.

305. #32151 1907: Rebuilt 1913. Equipped with a compound air pump. Sold Jan. 1920 via Herr-Rubincam Supply Company of Denver to National Railways of Mexico Ferrocalles de Mexíco, becoming their Class G-35, number 789. Renumbered in January 1930 to 1438. Scrapped June 6, 1957 at Ciudad de Mexíco.

306. #32152 1907: Rebuilt 1913. Equipped with two 9 1/2" air pumps by end of C.M. operations. Sold 1919 to National Railways of Mexico Ferrocalles de Mexíco, becoming their Class G-35, number 790. Renumbered in January 1930 to 1439. Scrapped September 17, 1953 at Ciudad de Mexíco.

Notes:

One of the 1 to 9 series locomotives was reported as going to Tennessee for use on a logging road about Dec. 9, 1919, per C.M.Q'ly #79.

Reports that other locomotives had also gone to France to fight in the hostilities during 1918 through 1919 as reported in Colorado Midland Modeler have yet to bear truth. The Salt Lake, Garfield and Western supposedly had a C.M. loco per the publication: 400,000 miles by Rail.

The Colorado Midland collection, currently at the Colorado Historical Society in Denver, has a group of papers concerning the equipment and disposition of locomotives during the period 1916 through 1919. Much of the air brake notes, snow plow information has been gained from this source.

Per newspaper article of Jan. 1920, it was reported that a rotary snowplow and several engines were shipped to Seattle for use in Alaska. It is unknown if the reference was to the engines being offered by Zimmerman-Wells or not, as they had offices in Portland Oregon. The four Little Hogs going to Zimmerman-Wells-Brown Co of Portland Oregon can be seen in advertisement from Timberman magazine, page 7 or C.M.Q. issue number 86.

A high magnification examination of builder's plate on Lewis and Clark number 2 shows _ _ 1 _. The digit one (1) in this location only equates to two C.M. 4-6-0s; the number 14 and the number 26. Both of these locomotives are accounted for herein.

An analysis was made of the "wreck book" for 1918 within the same collection. From this source, it was determined that a number of locomotives were involved in wrecks throughout the last year of operation, except that two locomotive numbers did not show up ever again after March 1918. From this poor deduction, two locomotives got singled out as being on "missionary duty" in the woods of Oregon, and are so noted herein.

One locomotive similar to Colorado Midland 45 went to the Lewis and Clark Railway by March 31, 1918. Became their number 3 . The L & C was a part of the U.S. Army Signal Corp, Spruce Production Division (S.P.D.). L & C was S.P.D. line number 7 of 14 lines created. Based at Camp Clatsop, North of Seaside Oregon. The construction firm: Grant-Smith-Porter Bros. used this locomotive for construction of the line. Was used for log hauling on line 7 and the S.P. and S. mainline afterwards. THEN TO: Eastern and Western Lumber Company about 1920, Seaside Oregon. Passed to: La Dee Logging Company, Then passed on to Crown-Willamette owned company, the Saddle Mountain Logging Company as their number 3 or their number 4, in Clatsop County Oregon. Dismantled at Crown Point about 1935.

A photo on file at the Sacramento Railroad Museum Library of the Cripple Creek Short Line Yards sometime between 1918 and 1932, shows the boiler for number 63 sitting bare in the yard, with number 67 and Z-W-B number 4 in the background.

Information on former Colorado Midland number 202 provided by Sigurd Trolle of Kolding Denmark

It has not been reported, but at least one of the Colorado Midland ten-wheelers was used on the Colorado Springs and Cripple Creek District mainline during the early days for presentation photographs. Most all C.S. and C.C.D. surviving records deny that borrowing of equipment ever happened.

Tony Howe of Ocean Springs, Mississippi provided much information on the four Midland locomotives which are known to have gone to Mississippi

Information on former Colorado Midland locomotive number 24 provided by J. Brad Bowers of Pueblo Colorado.

RAILROAD MAGAZINE of August 1942, page 41 stated that one 200 series went to St. Louis Electric, the Ill. Term. Sys. whereas, the August 1936 issue indicates all of the class went there.

If you have information concerning, supporting or contradicting the above locomotives by number, send an e:mail to CoosBayLumberCo@yahoo.com. or touch the below