Kennecott Copper Corp #201

Alco, formed by the acronym of American Locomotive Company, created the first successful Diesel-Electric switch engine in 1924. In 1941, they began production of their successful Road Switcher series, starting with the RS-1. In May 1951, production started on a six-axle version of their RS-3 design, designated RSD-4.

By the early 1950’s, both EMD and Alco were experimenting with true 6-axle road switchers. Previous designs had the center axle unpowered, adding in two extra powered axles allowed the locomotive to generate higher tractive effort at low speeds. By having 6-axles rather than 4, the weight of the locomotive was more spread out, allowing use on lines with lighter weight rail. EMD’s competing design was the SD-7, an elongated GP-7.

The RSD-4 was powered by the ALCO 244 Turbocharged V-12 diesel engine, outputting 1,600 horsepower. During production of the RSD-4, it was discovered that the main generator used from the RS-3 was inadequate to power two additional axles. This led Alco to end production in 1952 after constructing only 36 RSD-4 locomotives, which was superseded by the RSD-5.

Following the success of Kennecott Copper Corporation’s Nevada Mines Division’s RS-2s in both pit operation and hauling ore trains between the mine and smelter, the Nevada Northern Railway was curious as to how effective a diesel would be pulling the mainline freight trains.

However, owing to the light 60-pound rail used along the majority of the 140-mile distance between East Ely and Cobre, the railroad was hesitant to use 4-axle road switchers due to axle loading, and so asked parent Kennecott if they had any 6-axle road switchers available to test.

Kennecott had ordered an RSD-4 #201 for Ray Mines Division in Arizona, and it was about to be completed. At last minute, #201 was diverted from Ray and instead sent to Ely. In fact, its builder’s photo shows it lettered for Ray Mines!

#201 was trialed in ore service on June 6, 1951, and then used on the mainline freight to Cobre the next day. The Nevada Northern saw an immediate cost savings compared to the steam locomotives, and was convinced to purchase a locomotive of their own. However, due to the rough riding characteristics of #201 and its tendency to crack the light 60-pound rail of the mainline, NN management instead purchased a SD-7 from EMD in 1952, #401.

Kennecott primarily used #201 as an ore line locomotive as its long trucks made negotiating the tight trackage in the pit impossible. In the 1960’s, #201 was often found switching Copper Flat or Lane City as #201 reportedly never worked well in Multiple Unit with the other engines.

By August 1972, #201 was once again placed on long-term loan to the Nevada Northern. Ore loading was primarily done at Lane City, and #401 had developed issues earlier in the year. #201 was returned to Kennecott October 1975, and likely returned to switching the Lane City loadout.

In September 1978, Nevada Mines Division closed the mines at Ruth, spelling the end of ore train operations. As the McGill facility was highly efficient at concentrating ore, Kennecott began sending ore from their other facilities in Arizona, New Mexico, and Utah, as well as other locations, to McGill for processing.

No longer needing a large complement of locomotives to handle Ore traffic, Kennecott transferred all of the Alcos save two to the Utah Mines Division outside Salt Lake City. This included #201, which was renumbered #909 and repainted in Utah’s green with yellow scheme.

However, in November 1979 the Nevada Northern sent #401 to Morrison-Knudson in Idaho for an overhaul. To cover freight traffic while the SD-7 was gone, Kennecott transferred #909 back to Ely. Upon #401’s return, #909 was transferred back to UMD May 1980, where it worked until being pulled out of service in 1982.

This was not to be the end of the locomotive. In 1983, the Puget Sound Railway Historical Society was looking for a diesel for back up for their steam locomotives. PSRHS operated on a section of Northern Pacific (former Seattle, Lake Shore, & Eastern) line between Snoqualmie Falls and North Bend in Washington, 30 min east of Seattle.

PSRHS had previously received a donation from Kennecott, and asked them if they had any locomotives available. Kennecott actually recommended #909 as it was in the best condition of the available locomotives. PSRHS agreed, and in January 1984, #909 left for its new home in the Pacific Northwest.

Following its arrival, Snoqualmie began the process of returning the locomotive to service. As part of the process, the locomotive was renumbered back to #201 and repainted in NMD orange, though the lettering was omitted. In 1990, #201 became the primary locomotive following the closure of the steam shops, and in 1996 PSRHS was reorganized into the Northwest Railway Museum.

By 2001, #201 needed a serious overhaul, and was placed on display at the Snoqualmie Depot. In October 2021, the Nevada Northern Railway Museum launched a fundraiser to bring both #201 and SD-7 #401 (now located in Delta, Utah) home to Ely. Fundraising was successful, and after being prepped #201 was loaded onto a IRH cradle for the 845-mile trip home on November 3rd, 2021.

#201 departed Snoqualmie in the early hours of November 6th, and reached Ely on the afternoon of the 15th. #201 was unloaded onto home rails November 16th, and was moved into the engine house. Currently, #201 is receiving light repairs while shop forces evaluate the locomotive pending its full overhaul.