The Club Car, February 1995

By C. G. Heimerdinger, Jr.

The Pacific Locomotive Association’s venture at Castro Point commenced in the spring of 1967. However, we found a railroad covered with rockslides and undergrowth. It took one full year of work before we were in the position to run a speeder on the railroad, and another year before the railroad could handle a locomotive.

Between 1969 and 1971, three locomotives were put into operation at Castro Point. These included 2-6-2t Number 6, 0-4-0 Number 3, and 3t Heisler Number 5. Still, we had a motive power problem. In order to carry out any type of switching, it was necessary for us to undertake the process of firing up one of the steam locomotives. This was impracticable if there were but a few minutes switching work required. It was at this time that we were acquiring rolling stock at a steady rate, and each time something new arrived, we needed to do some switching. We needed a diesel, and all of us involved at the Castro Point Railway knew it.

It was about this time that Karl Koenig learned that the Dupont Corporation was about to replace their 44 ton diesel with a larger locomotive. It was Karl who approached Dupont and obtained the donation of their locomotive.

The 44 ton locomotive had been built by the General Electric Corporation in 1943 for the Santa Fe. As far as I know, she spent her entire Santa Fe career in the Bay Area. In addition to working at the Richmond Terminal, the 462 also spent time at the San Francisco yard. It also spent time at an almost unknown facility called East Oakland, which is where the present Jack London Village shopping area is today. [Now demolished] East Oakland was served by barge (as well as the Southern Pacific). Like San Francisco, East Oakland had a small engine house.

Both Southern Pacific and Santa Fe had a number of 44 ton locomotives on their respective rosters. By the late 1950’s, both railroads started to replace them with larger diesels. It was at this time the 462 was sold to Dupont. When we acquired the locomotive in 1971, we decided to use Santa Fe’s number of 462 for the locomotive.

The 462 arrived at Castro Point just in time, for within a week of her arrival, we also received the forty-foot Santa Fe boxcar, and 2-6-2t Number 2. The Number 2 arrived on a flatcar, and one of the first jobs the 462 had to do was roll the steam locomotive off the flatcar and down a ramp.

The only thing the 462 was missing upon her arrival were the footboards. New brackets were quickly manufactured, and in short order, the 462 appeared to be complete once again.

Initially the locomotive was painted a pale blue, and the sometime in the mid 1970’s, she was painted maroon. Finally, in 1980, the little 44 tonner was repainted and lettered into the Santa Fe scheme that she had when she was delivered in 1943.

Between 1971 and the end of rail operations at Castro Point, the 462 saw regular service. Even after passenger service ended in December 1985, the 462 continued to see service, both as a swticher, and in work train service. It was not until sometime in late 1986 that the services of the 44 tonner were no longer required at Castro Point. When engine 4, 5, and 7 were moved out of Castro Point in late 1986, the 462 went with them. However, while the steamers were moved to Niles [Fremont, CA], the 44 tonner was dropped off at the Oakland Army Base and stored with the passenger equipment.

Our 44 tonner had two diesel engines. One of these diesel engines had been rebuilt before we acquired the locomotive. However, it was obvious that by the end of the Castro Point operation that the second diesel engine was in need of rebuilding. It was at this point that we were able to obtain a replacement engine. Thus, while at Oakland, the lead and worn diesel engine was removed from the locomotive.

In late 1989, the 462, still missing one of her engines, was moved to Brightside. Over the next few months, the “new” diesel engine was installed in the locomotive. It was not until May of 1990 that the 462 once again entered service hauling passengers, and since that time, she has been a very steady worker. As more passenger equipment has arrived and been put into service, the job of the 44 tonner has become more difficult.

In late 1993, the Association acquired a General Electric 80 ton locomotive from the U.S. Navy. Numbered 298, the “new” locomotive appears similar to the 462. However, the 298 is heavier, has more power, and is powered by two Cummins engines, as compared to the Catapillar engines used in the 462. After months of hard work by Steve Slabach and his crew, the 298 [was] put into service, and it is expected that the 462 will get a long needed rest. It is not that the 44 tonner is going to be retired, but it will be relieved of the heavy work. With the 298 handling most of the work, we will now have time to take on some much needed repair work involving the 462.

The 462 has had the honor of being the first diesel-electric locomotive acquired by the Association, the last locomotive to operate at Castro Point, and the first “large” locomotive to operate in Niles Canyon. In all her years of service, she has proved to be indispensable. Credit much be given to Karl Koenig for all his efforts to acquire the locomotive, and to Howard Wise and George Childs for their restoration efforts. Thanks should also go to Lou Bradas and Jon Kirschanski for their splendid paint job. It, like the locomotive itself, has held up well during the years.