Petey Sep 21, 2003

  1. Petey

    Petey TrainBoard Member

    According to Drury, "Amer. Steam Locos.", the D&RGW obtained some 2-8-8-4s from, I think, the DM&IR, in 1943. He states the Rio Grande was very happy with them. He does not list them in his capitulation of RG's steam locos. Can someone say what their ownership status was, and how they were lettered while working for D&RGW?
  2. slimjim

    slimjim Passed away January 2006 In Memoriam

    I think they were lease units from the Defense Plant Corp. D&RGW never owned them. They were hurting for power in 1943. They were used for helper service on Tennessee Pass.

  3. slimjim

    slimjim Passed away January 2006 In Memoriam

    OK, here is what I have come up with.
    There appears to be mixed thoughts. These
    are from the DRGW e-mail list.


    Several DM&IR M-3/4 Yellowstones were
    leased by the D&RGW in the war winters
    when the Missabe was shut down by frozen
    lakes. They were owned by and lettered
    for the DM&IR at all times. Interestingly,
    at least one wasdelivered new to the
    Grande as the DM&IR could not immediately
    use it. Also, one got creamed (runaway)
    coming downhill on the Moffat, but was


    AFAIK, no ownership was ever taken on these
    units. And after one ran away due to the
    lack of the additional braking systems
    present on the D&RGW units, they were not
    used moved to flatter use.

    The engines were needed on the D&RGW during
    the War years, and the DM&IR usually does
    have excess locomotives during the time
    period when ore cannot be transported across
    the Lake Superior.

    I thought I just reach into my library and
    pull out the photo showing the rolled over
    engine and can give you the number (200
    series), but, alas, not the case. But IIRC,
    paint scheme is DM&IR.


    I can't say for sure what all of the numbers
    were of the DM&IR 2-8-8-4's used on the Rio
    Grande, but somewhere around here I've got a
    picture that my dad took of #224 at Malta.

    I read somewhere, probably in an article or
    in a book by Robert LaMassena that the
    2-8-8-4's lacked the water brake that all of
    the D&RGW owned steam engines employed. Due
    to a factor that I can't recall now, but
    because of the lack of this waterbrake, one
    of the DM&IR engines became a runaway up on
    the Moffat somewhere and overturned.

    It caused enough trouble and expense to
    repair this loco, plus because of the very
    real possibility of a similar recurrence of
    this negative event, that the D&RGW steam
    locos weren't prone to, It was decided to
    return these locomotives to the DM&IR right
    away and to not use them on the Rio Grande
    again. ( I think that it might have been the
    #225 that was involved in this runaway but
    I'm not sure ).


    With regard to the runaway, I read that the
    loco broke a main or siderod on one side of
    the locomotive coming EB on the Moffat
    through the tunnel district.

    Like the F-105 in the great SE asian
    unpleasantness (which had all of its' major
    hydraulic lines running in one place along one
    side of the plane) these engines suffered a
    flaw in that all of the engine airbrake lines,
    and the controls/steam pipes for the power
    reverse were located on the same side of the

    Once all of those were wiped out by the
    flailing rod, in the absence of Messr. Le
    Chatelier's waterbrake, there was no way to
    stop or even slow the engine.


    DM&IR was pleased with the first batch
    (class M-3) of 8 received from Baldwin in
    1941 so they ordered 10 duplicates (class M-4).
    They were completed late in 1943 after much of
    DM&IR's traffic had subsided, so some of the
    M-4s were leased by and delivered directly to
    the Denver & Rio Grande Western. The following
    winter the D&RGW again borrowed the 2-8-8-4s
    for use as helpers over the 10,239-foot
    Tennessee Pass crossing of the continental
    Divide. The D&RGW sent a telegram to the
    DM&IR stating that the Yellowstones were the
    finest steam locomotives to ever operate on
    its road.


    Duluth, Missabe & Iron Range M-3 220-227 8
    Duluth, Missabe & Iron Range M-4 228-237 10


    According to the 1991/1992 Sundance Publication
    "Trails Along The Columbine" pages 298-299 show
    DM&IR #224 doulble headed with DRGW #1516 coming
    through Salida on Feb 5,1943, the following day
    this engine #224 was the loco that "ran away"
    after an air pipe broke and jumped the curve at
    "Fireclay" Most D&RGWlocos at this time had
    "water brakes" installed (steam version of dynamic
    braking) which helped consideralby coming down grade,
    the DM&IR locos were not so equiped and as a result
    of the accident were sent back to the DM&IR.


    You may also try the The MISSABE Railroad Historical Society
    for more info.
  4. Petey

    Petey TrainBoard Member

    Thanks Jim, that's what I wanted to know.
    I am purchasing what I think is a B&O version. If that is what it is, I will have to make a DM&IR out of it.
  5. 7600EM_1

    7600EM_1 Permanently dispatched

    :eek: Say it isn't true! A B&O EM-1 into a DM&IR......... My DREAM Locomotive!!!!!!!!

    :( [​IMG] [​IMG] [​IMG]

    Altho, I guess, its yours...... :D
  6. HemiAdda2d

    HemiAdda2d Staff Member TrainBoard Supporter


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