Dutch Flat Wrote:
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> Just curious-
> Was there a statistic that divided 3 digit
> numbered locomotives from 4 digit? Weight,
> tractive effort, build date or something?
> SR
Age, for the most part.
When D&RG went to convert to std gauge (1887-1890) it already had 3 classes of std gauge engine to use on the 3-rail from Denver to Pueblo:
Class 75 (1881) #'s 412-416, 2-8-0
Class 46 (1881) #'s 155-157 4-6-0
Class 76 (1883) #'s 500, 501 4-6-0
In 1887 another Class 76 engine (#503) was delivered, the class 46 engines were renumbered to 503-505 and the class 75 engines to 550-554.
The new engines delivered in 1887-91 were:
class 106 (1924 class T-18) #'s 506-538 4-6-0
class 113 (1924 class C-28) #'s 555-629 2-8-0
class 100 (1924 class G-20) #'s 805-826 2-6-0 [used for switching]
When D&RG began ordering more engines after the Silver Panic, they skipped the rest of the 600's & 800's. From 1896 to 1906 new classes of 4-6-0's went into the 700's and 2-8-0's were in the 900's. Exceptions:
Some 0-6-0's built 1906-1909 went into the 800's
class 179 (1902)(class T-31 in 1924) #'s 1001-1010 4-6-0 compounds reno. 751-759, 750 1908
class 190 (1902)(class C-41 in 1924) #'s 1100-1130 2-8-0 compounds reno 1001-1129, 1130 1924
In 1906-08 the new class 220 (class C-48) were numbered to follow the class 190 engines as 1131-1199 (Note: 1180-1199 orig RGW, same numbers) while the class 184 engines (T-29) of 1908-09 followed the earlier pattern as 760-793.
In 1908 the RGW engines were slotted into gaps in the above patterns:
Former narrow gauge engines became D&RG 553-555.
RGW engines built 1889-92 went into gaps in the D&RG 500-672.
RGW 0-6-0's went into the 800's
RGW 4-6-0's went into the 700's
RGW's 2-6-0's & 2-8-0's went into the 900's
Some D&RG engines were reno in 1908 to make space for the RGW ones.
Starting with the 2-6-6-2 mallets of 1910(#'s 1050-1057, 3300-3307 in 1924), all the newer power was numbered between 1150 & 1804, with articulated engines being numbered in the 3300-3805 section after 1923. Exception: The new 4-6-2's ordered in 1913 were originally #'s 1001-1006.
The 1924 re-numbering didn't make any major changes in these patterns, the early articulateds were moved to 3300 & 3400 numbering and the 1913 Pacifics became 800-805.
The D&SL engines that were re-lettered to D&RGW in 1947-48 were slotted into the same pattern, becoming 795, 796, 1030-1039, 1220-1229 & 3360-3375.
Early D&RGW diesels mostly went into long-vacant numbers, switchers between 38 & 152 (except for an EMD NW-1, #7000), Road freight engines in the 500's and passenger engines starting with 600. These last changed in 1950 when the units all got individual numbers (as opposed to 600A-C becoming 6001-6003 for ex.) and later diesel purchases bear no resemblance to the steam era numbering scheme.
An interesting note about the #605 [ Baldwin 1889, orig RGW #116, then D&RG 635]: by 1951 she was the last (not counting the C-48's of 1906) original RGW engine in service on the D&RGW.
hank
Edited 1 time(s). Last edit at 11/05/2018 10:03AM by hank.
