Post by batman on May 28, 2017 19:54:35 GMT
History/Overview of the Dakota Southern Rail Corporation
There exists an interesting duality in South Dakota's rail system. While most states are dominated by two or more Class I railroads, South Dakota was largely bypassed by them, and today has an interesting duality between two class IIs. The first is the Rapid City, Pierre and Eastern, which operates the western half of the Chicago and Northwestern's secondary main from Winona, MN to Rapid City, which almost perfectly bisects the state. At Rapid City, the line forms a T, where it heads north to Colony, Wyoming, and south to Chadron, Nebraska. The line from Winona and a few branches in Minnesota eventually became the Dakota, Minnesota, and Eastern, with the line west of Tracy, MN being sold to the RCPE not long after the takeover by Canadian Pacific. The second, and much more expansive, railroad was the Milwaukee road, who's main line clipped the northeast border of the state, and it's web of secondary and branch lines crisscrossing most of the rest of the it, making it the largest rail network in the state. Naturally, this created a transit crisis when the Milwaukee Chapter 11 in 1976, and embargoed all lines west of Minnesota in 1980.
With the deregulation of railroads coming about in 1980, along with the Milwaukee Road's embargo that same year, mass abandonments were hitting the already sparse lines in South Dakota. The state had to fight hard to maintain its already fleeting rail network. Beginning in 1980, the state legislature purchased almost 1000 miles of rail network, most of which originated from the Milwaukee. While being able to strong-arm Burlington Northern to take over most of the core network, the state had to search for potential operators for much of its less-trafficked lines.
The DSRC was founded in 1983 by brothers Alexander and Dirk Huff and originally operated the former Milwaukee Road Mitchell-Rapid City branch from Mitchell to Kadoka, going as far west as Chamberlain in at first, and managing to reach Kadoka in '87. While they picked up the Napa line in 1985, operations shut down only 4 years later due to a lack traffic and profitability. In the early 90s, the MRC line also ceased to operate due to unfavorable interchange rates with Burlington Northern making grain traffic unprofitable. This left a box making plant in Mitchell as their only customer. In 1996, Dirk Huff retired, and most of the rail west of Kadoka was ripped up and sold for scrap.
While this was happening, the state could not find an operator for the former Chicago North Western branch from Sioux Falls to Mitchell, and had taken it upon themselves to run the line starting in 1985. Jim Meyers, head of SDDOT's division of railroads, was put in charge of the operation. Using two former Milwaukee Road SDL39s as power, operations started in November under the name South Dakota State Railroad. The route was only marginally profitable, and due to a lack in state funding for repairs, the line was nearly run into the ground by the late 90s. Along with the previous two, the Buffalo Ridge Railroad - which was operated out of Avery, going west to Sioux Falls - was a former branch line, owned by regional authorities looking to restore it. While it exchanged hands many times, and needed an equal amount of work as the other two, unlike the other two, the line remained relatively profitable.
Tim Tennant, owner and operator of Cascade Rail Corp, briefly took over both operations, among others, starting in 1998. Having taken over the eastern portion of the CNW branch (Aagate to Sioux Falls), along with steady profits originating from the Minnesota Central Railroad, he assumed that he could streamline the operations of the DSRC, SDSR, and BRRR, allowing for a smooth transfer of goods from the interior of South Dakota, to interchanges and processing facilities in Sioux Falls and southwest Minnesota. The Nobles Rock Railroad operated on leased track from Agate to Mitchell, and then Subleased from Mitchell to White Lake from the DSRC, planning to expand all the way to Rapid City. The DSRC was still in charge of its one industry in Mitchell at this time.
However, this operation was short but sweet. With the state not issuing the funds needed to improve any part of the NRR, their debt was piling up, service wasn't improving, and customers were starting to leave. This downward spiral finally hit the ground in early 2000, when Independent Locomotive Service, whom CRC had leased most of their locomotives (sans the SD39Ls), had recalled all of them due to over $100K in outstanding lease payments. With almost all traffic stopped, CRC filed for chapter 11 later that year. The Twin Cities and Western RR picked up the Minnesota Central soon after.
Seeing an opportunity to make grain traffic profitable again, the DSRC immediately sought to lease the former NRR line all the way to Agate. However, Brent Polanchek, owner of the short-lived Minnesota Southern Railroad, also wanted to operate the portion from Agate to Manley. While Mr. Polanchek was the higher bidder, the South Dakota state legislature quickly passed a resolution stating that the DSRC was to operate the line, as to guarantee them interchanges with multiple railroads. This didn't please Nobles or Rock counties, who owned the line and were both in Minnesota. They latter pressured the Minnesota state legislature to pass a similar resolution in favor of the MSWY. The measure never reached the floor, as South Dakota offered "sufficient compensation" to both the counties and Mr. Polanchek. The former for the potential loss of revenue, and the latter for the rolling stock and locomotives purchased in anticipation of the takeover.
Not wanting to make the same mistakes they did in the past, the state quickly forfeited their former SDSR and MSWY assets to the DSRC, along with helping to secure more funding for rehabilitation. In 2006, when Burlington Northern Santa Fe (former BN) bought the core route(Aberdeen to Sioux City with a branch to Sioux Falls), a provision was added that the DSRC would get trackage rights to Sioux City, IA, as to offer more interchange opportunities, especially for the Nappa line, and to de-isolate the latter from the rest of the system.
In 2009, after 26 years as the head of the DSRC, along with many other years in the rail business, Alex Huff retired, and handed the railroad over to long-time family friend Donald Kirk. At this point, the MRC branch was restored to Chamberlain, with the first shuttle loading facility being built in Kennebec. Conditions on the rest of the system where slowly improving - sans the Nappa line - with traffic remaining stable.
With the first facility completed in 2011, and one in Kimball being started, Kirk decided the railroad needed heavier power than the two SD40-2Ws they inherited. He started hunting for new power that same year, but only came back with a GP10 from the Diesel Locomotive Company to help around Chamberlain. It was later decided that rebuilding their DDA40X would be their cheapest option, as they could sell all the old parts back to UP to use on their remaining one, versus buying something else and solely losing money.
In 2015, the line was rebuilt across the river and as far as Vivian, where a paved crossing blocked their way. Wanting to put as much money back into restoration as possible, Kirk elected to restore their existing fleet, as opposed to buying or leasing new. As such, the 522, 506, and 76 were restored, while the 719 was turned into a "slug" - basically a flatcar with traction motors, run by the power of another locomotive. In 2016 the line was restored as far as Murdo. But more importantly, the Nappa line had begun operating again. Lacking the motive power to run both new sections during the seasonal uptick, and impressed with DLCX's services, Kirk opted to fill the void with two of their locomotives - an SD10 and SD20.
Today, the DSRC is the third largest railroad in the state, controlling 509.6 route-miles and operating over another 151 miles of trackage rights. While BNSF still dominates the eastern part of the state, the DSRC and the RCPE form a unique duality over the rest of it. Although traffic levels are not quite as high as it's main rival, they have made steady progress in restoring their lines, and with the possibility of being able to ship to the west in the future, they will certainly make a name for themselves as time goes on.
Going forward, Kirk has stated that he's like to restore the line to Rapid City, as to offer a westward shipping option to his current and future customers. The first obstacle is clearing another paved crossing in Belvidere, about 10 miles east of Kadoka. Then there's restoring the line to class II (25MPH) status out to Kadoka. Finally, they need to lay all new rail west of Kadoka to about 5 miles east of Rapid City, where a plethora of paved crossing block their entrance. There are plans in place to turn the 5 miles out of Rapid City into a tourist line to start, then slowly restore the line as they find the money. As far as the Nappa line goes, Lake Andes will be the future end of the line, with restoring the section to Platte being too far off to say definitively. He would also like to retire the road's "museum fleet" in favor of more modern power, possibly even new power for the shuttle trains.
Statistics:
Name: Dakota Southern Rail Corporation
Reporting Marks: DSRC
Headquarters: Chamberlain
Founded: 1983
Presidents:
DSRC: Alexander Huff (1983-2009), Donald Kirk (2009-)
BRRR/NRR: Larry Wood (1988-92), Bill Dahlin(1993-1998), Tim Tennat (1998-2000)
SDSR: Jim Meyers (1985-1998)
Employees: 22/28 (full time/seasonal)
Total Network: 659.6 miles
Active Mileage: 293.2
Trackage rights: 151
Inactive Mileage: 215.4
Roster Size: 21 locomotives, 569 pieces of rolling stock (17 boxcars, 3 ballast hoppers, 3 gondolas, 176 2,700 cf covered hoppers, 20 3,500 cf covered hoppers, 350 4,000 - 5,500 cf covered hoppers)
Average Daily Trains: 11
Tons of freight hauled(thousands, 2015): 2,811,500
DSRC Subdivisions
River: Former MILW. Stretches from Chamberlain to Kadoka. Mostly 60 PPY rail, speeds <10MPH. Line in service to Murdo.
Plains: Former MILW west of Mitchell, SDSR/CNW east of Mitchell. Stretches from Chamberlain to Souix Falls. mostly 115-136 PPY rail from Chamberlain to Mitchell, speed limit of 25MPH. 80 PPY east of Mitchell until Ellis, where it becomes 115 PPY. Speed limit of 10MPH. Interchanges w/ BNSF at Mitchell, Souix Falls and D&I at Souix Falls.
Minnesota: Former NRR/CNW from Sioux Falls, SD to Avery, MN. rail is between 80 and 135 PPY, speed limit of 10MPH. Interchanges W/ BNSF at Sioux Falls, Manley, MN and UP at Agate.
Nappa: Former MILW from Nappa Junction to Platte. 115-136 PPY rail to Tyndal, speed limit of 25MPH. Line in service to Tyndall, used for storage 2 miles pas Tyndall. 60 PPY, out of service past Tyndall. Interchanges W/BNSF at Nappa junction.
Aberdeen: Former MILW, from Aberdeen, SD to Sioux City, IA. currently BNSF. mostly 136 PPY rail, Speed limit of 40MPH. Trackage rights from Mitchell, SD to Sioux City, IA. Interchanges w/ UP, CN at Sioux City.
Badlands: Former MILW, currently O/S. Stretches from Kadoka to Rapid City. Most of the rail removed, but the state still owns the ROW.
DSRC Terminals(all are crew exchange points with fueling facilities)
Chamberlain: 3 track yard, "heavy" maintenance facility, wye, and locomotive exchange point for trains going over lighter rail. #s 581, 584, 76, and 8308 based here, as are all inactive units. #s 512 and 522 are typically stored here as well.
Mitchell: 7 track yard, RIP track, turntable, and 4 locomotive shed. Largest of the three active yards. #s 6925, 213, 506, 4427, and 719 based here.
Sioux Falls: 5 track yard, RIP track, and 2 locomotive shed. #s 1365, 1379, 5306 and 5309 are based here.
Other: Runarounds exist at Nappa and Agate where locomotives occasionally overnight. #s 2000 and 2054 are based out of Nappa. The DSRC has permission to overnight at BNSF's North Sioux City yard. While there is a 4 track yard in Rapid City, it is not used by the DSRC, and instead is used for storage by the RCPE.
DSRC Roster
Active units
B4-70ACeX2 #6925: Rebuilt from ex. UP DDA40X, using two 12-710G3B-T2 engines at 3150 HP each for a total of 6300 HP, replacing the D-D truck configuration with a B-B-B-B configuration, the cowl cab with a modern safety cab, and DC traction motors with AC ones. Wears the new black and white scheme. Usually handles shuttle trains west of Mitchell, general freight to Sioux City.
SD7s #512, #522: Former CNOTP and MILW, respectively. Dressed in the old black and red scheme. Spare power used where needed.
SD9s #506, #4427: Former MILW and SP, respectively. 506 wears the Oacoma/ South Dakota Centennial scheme, while the 4427 wears the new scheme. Typically handles locals west of Mitchell.
SDL39 #581, #584: Former SDSR/MILW. Wears old scheme. Usually handles locals west of Mitchell, especially those going over lighter rail.
SD40-2Ws #5306, #5309: Former MSWY/CN, dressed in the new scheme, Handles locals and priority freights east of Mitchell.
C420 #213: Former LIRR, dressed in the old scheme. Handles yard jobs and local switching in Mitchell.
GP30S #719: Former Soo, dressed in the new scheme. Usually mated to either 6925 or 213 to provide extra power when needed to help with their respective jobs.
GP9 #1365: Former MSWY/MILW, dressed in the new scheme. Handles yard and local jobs in and east of Sioux Falls.
GP7 #1379: Former MSWY/UP, dressed in the new scheme. Handles yard and local jobs in and east of Sioux Falls.
70 tonner #76: former CCW, handles odd jobs around Chamberlain.
Leased units (all units leased from DLCX)
GP10 #8308: handles odd jobs around Chamberlain.
SD10 #2000: handles Nappa-Platte line.
SD20 #2054: handles Nappa-Platte line.
Inactive units:
2 70 tonners, unpainted, used for parts for #76
S3 #103: wears old scheme, used for parts for #213
SDL39 #583: wrecked on MILW, used as parts for #581, #584
reference photos for pain schemes:
old: www.rrpicturearchives.net/showPicture.aspx?id=2308270
Oacoma/SD: www.rrpicturearchives.net/showPicture.aspx?id=2308268
new: www.rrpicturearchives.net/showPicture.aspx?id=3956557
There exists an interesting duality in South Dakota's rail system. While most states are dominated by two or more Class I railroads, South Dakota was largely bypassed by them, and today has an interesting duality between two class IIs. The first is the Rapid City, Pierre and Eastern, which operates the western half of the Chicago and Northwestern's secondary main from Winona, MN to Rapid City, which almost perfectly bisects the state. At Rapid City, the line forms a T, where it heads north to Colony, Wyoming, and south to Chadron, Nebraska. The line from Winona and a few branches in Minnesota eventually became the Dakota, Minnesota, and Eastern, with the line west of Tracy, MN being sold to the RCPE not long after the takeover by Canadian Pacific. The second, and much more expansive, railroad was the Milwaukee road, who's main line clipped the northeast border of the state, and it's web of secondary and branch lines crisscrossing most of the rest of the it, making it the largest rail network in the state. Naturally, this created a transit crisis when the Milwaukee Chapter 11 in 1976, and embargoed all lines west of Minnesota in 1980.
With the deregulation of railroads coming about in 1980, along with the Milwaukee Road's embargo that same year, mass abandonments were hitting the already sparse lines in South Dakota. The state had to fight hard to maintain its already fleeting rail network. Beginning in 1980, the state legislature purchased almost 1000 miles of rail network, most of which originated from the Milwaukee. While being able to strong-arm Burlington Northern to take over most of the core network, the state had to search for potential operators for much of its less-trafficked lines.
The DSRC was founded in 1983 by brothers Alexander and Dirk Huff and originally operated the former Milwaukee Road Mitchell-Rapid City branch from Mitchell to Kadoka, going as far west as Chamberlain in at first, and managing to reach Kadoka in '87. While they picked up the Napa line in 1985, operations shut down only 4 years later due to a lack traffic and profitability. In the early 90s, the MRC line also ceased to operate due to unfavorable interchange rates with Burlington Northern making grain traffic unprofitable. This left a box making plant in Mitchell as their only customer. In 1996, Dirk Huff retired, and most of the rail west of Kadoka was ripped up and sold for scrap.
While this was happening, the state could not find an operator for the former Chicago North Western branch from Sioux Falls to Mitchell, and had taken it upon themselves to run the line starting in 1985. Jim Meyers, head of SDDOT's division of railroads, was put in charge of the operation. Using two former Milwaukee Road SDL39s as power, operations started in November under the name South Dakota State Railroad. The route was only marginally profitable, and due to a lack in state funding for repairs, the line was nearly run into the ground by the late 90s. Along with the previous two, the Buffalo Ridge Railroad - which was operated out of Avery, going west to Sioux Falls - was a former branch line, owned by regional authorities looking to restore it. While it exchanged hands many times, and needed an equal amount of work as the other two, unlike the other two, the line remained relatively profitable.
Tim Tennant, owner and operator of Cascade Rail Corp, briefly took over both operations, among others, starting in 1998. Having taken over the eastern portion of the CNW branch (Aagate to Sioux Falls), along with steady profits originating from the Minnesota Central Railroad, he assumed that he could streamline the operations of the DSRC, SDSR, and BRRR, allowing for a smooth transfer of goods from the interior of South Dakota, to interchanges and processing facilities in Sioux Falls and southwest Minnesota. The Nobles Rock Railroad operated on leased track from Agate to Mitchell, and then Subleased from Mitchell to White Lake from the DSRC, planning to expand all the way to Rapid City. The DSRC was still in charge of its one industry in Mitchell at this time.
However, this operation was short but sweet. With the state not issuing the funds needed to improve any part of the NRR, their debt was piling up, service wasn't improving, and customers were starting to leave. This downward spiral finally hit the ground in early 2000, when Independent Locomotive Service, whom CRC had leased most of their locomotives (sans the SD39Ls), had recalled all of them due to over $100K in outstanding lease payments. With almost all traffic stopped, CRC filed for chapter 11 later that year. The Twin Cities and Western RR picked up the Minnesota Central soon after.
Seeing an opportunity to make grain traffic profitable again, the DSRC immediately sought to lease the former NRR line all the way to Agate. However, Brent Polanchek, owner of the short-lived Minnesota Southern Railroad, also wanted to operate the portion from Agate to Manley. While Mr. Polanchek was the higher bidder, the South Dakota state legislature quickly passed a resolution stating that the DSRC was to operate the line, as to guarantee them interchanges with multiple railroads. This didn't please Nobles or Rock counties, who owned the line and were both in Minnesota. They latter pressured the Minnesota state legislature to pass a similar resolution in favor of the MSWY. The measure never reached the floor, as South Dakota offered "sufficient compensation" to both the counties and Mr. Polanchek. The former for the potential loss of revenue, and the latter for the rolling stock and locomotives purchased in anticipation of the takeover.
Not wanting to make the same mistakes they did in the past, the state quickly forfeited their former SDSR and MSWY assets to the DSRC, along with helping to secure more funding for rehabilitation. In 2006, when Burlington Northern Santa Fe (former BN) bought the core route(Aberdeen to Sioux City with a branch to Sioux Falls), a provision was added that the DSRC would get trackage rights to Sioux City, IA, as to offer more interchange opportunities, especially for the Nappa line, and to de-isolate the latter from the rest of the system.
In 2009, after 26 years as the head of the DSRC, along with many other years in the rail business, Alex Huff retired, and handed the railroad over to long-time family friend Donald Kirk. At this point, the MRC branch was restored to Chamberlain, with the first shuttle loading facility being built in Kennebec. Conditions on the rest of the system where slowly improving - sans the Nappa line - with traffic remaining stable.
With the first facility completed in 2011, and one in Kimball being started, Kirk decided the railroad needed heavier power than the two SD40-2Ws they inherited. He started hunting for new power that same year, but only came back with a GP10 from the Diesel Locomotive Company to help around Chamberlain. It was later decided that rebuilding their DDA40X would be their cheapest option, as they could sell all the old parts back to UP to use on their remaining one, versus buying something else and solely losing money.
In 2015, the line was rebuilt across the river and as far as Vivian, where a paved crossing blocked their way. Wanting to put as much money back into restoration as possible, Kirk elected to restore their existing fleet, as opposed to buying or leasing new. As such, the 522, 506, and 76 were restored, while the 719 was turned into a "slug" - basically a flatcar with traction motors, run by the power of another locomotive. In 2016 the line was restored as far as Murdo. But more importantly, the Nappa line had begun operating again. Lacking the motive power to run both new sections during the seasonal uptick, and impressed with DLCX's services, Kirk opted to fill the void with two of their locomotives - an SD10 and SD20.
Today, the DSRC is the third largest railroad in the state, controlling 509.6 route-miles and operating over another 151 miles of trackage rights. While BNSF still dominates the eastern part of the state, the DSRC and the RCPE form a unique duality over the rest of it. Although traffic levels are not quite as high as it's main rival, they have made steady progress in restoring their lines, and with the possibility of being able to ship to the west in the future, they will certainly make a name for themselves as time goes on.
Going forward, Kirk has stated that he's like to restore the line to Rapid City, as to offer a westward shipping option to his current and future customers. The first obstacle is clearing another paved crossing in Belvidere, about 10 miles east of Kadoka. Then there's restoring the line to class II (25MPH) status out to Kadoka. Finally, they need to lay all new rail west of Kadoka to about 5 miles east of Rapid City, where a plethora of paved crossing block their entrance. There are plans in place to turn the 5 miles out of Rapid City into a tourist line to start, then slowly restore the line as they find the money. As far as the Nappa line goes, Lake Andes will be the future end of the line, with restoring the section to Platte being too far off to say definitively. He would also like to retire the road's "museum fleet" in favor of more modern power, possibly even new power for the shuttle trains.
Statistics:
Name: Dakota Southern Rail Corporation
Reporting Marks: DSRC
Headquarters: Chamberlain
Founded: 1983
Presidents:
DSRC: Alexander Huff (1983-2009), Donald Kirk (2009-)
BRRR/NRR: Larry Wood (1988-92), Bill Dahlin(1993-1998), Tim Tennat (1998-2000)
SDSR: Jim Meyers (1985-1998)
Employees: 22/28 (full time/seasonal)
Total Network: 659.6 miles
Active Mileage: 293.2
Trackage rights: 151
Inactive Mileage: 215.4
Roster Size: 21 locomotives, 569 pieces of rolling stock (17 boxcars, 3 ballast hoppers, 3 gondolas, 176 2,700 cf covered hoppers, 20 3,500 cf covered hoppers, 350 4,000 - 5,500 cf covered hoppers)
Average Daily Trains: 11
Tons of freight hauled(thousands, 2015): 2,811,500
DSRC Subdivisions
River: Former MILW. Stretches from Chamberlain to Kadoka. Mostly 60 PPY rail, speeds <10MPH. Line in service to Murdo.
Plains: Former MILW west of Mitchell, SDSR/CNW east of Mitchell. Stretches from Chamberlain to Souix Falls. mostly 115-136 PPY rail from Chamberlain to Mitchell, speed limit of 25MPH. 80 PPY east of Mitchell until Ellis, where it becomes 115 PPY. Speed limit of 10MPH. Interchanges w/ BNSF at Mitchell, Souix Falls and D&I at Souix Falls.
Minnesota: Former NRR/CNW from Sioux Falls, SD to Avery, MN. rail is between 80 and 135 PPY, speed limit of 10MPH. Interchanges W/ BNSF at Sioux Falls, Manley, MN and UP at Agate.
Nappa: Former MILW from Nappa Junction to Platte. 115-136 PPY rail to Tyndal, speed limit of 25MPH. Line in service to Tyndall, used for storage 2 miles pas Tyndall. 60 PPY, out of service past Tyndall. Interchanges W/BNSF at Nappa junction.
Aberdeen: Former MILW, from Aberdeen, SD to Sioux City, IA. currently BNSF. mostly 136 PPY rail, Speed limit of 40MPH. Trackage rights from Mitchell, SD to Sioux City, IA. Interchanges w/ UP, CN at Sioux City.
Badlands: Former MILW, currently O/S. Stretches from Kadoka to Rapid City. Most of the rail removed, but the state still owns the ROW.
DSRC Terminals(all are crew exchange points with fueling facilities)
Chamberlain: 3 track yard, "heavy" maintenance facility, wye, and locomotive exchange point for trains going over lighter rail. #s 581, 584, 76, and 8308 based here, as are all inactive units. #s 512 and 522 are typically stored here as well.
Mitchell: 7 track yard, RIP track, turntable, and 4 locomotive shed. Largest of the three active yards. #s 6925, 213, 506, 4427, and 719 based here.
Sioux Falls: 5 track yard, RIP track, and 2 locomotive shed. #s 1365, 1379, 5306 and 5309 are based here.
Other: Runarounds exist at Nappa and Agate where locomotives occasionally overnight. #s 2000 and 2054 are based out of Nappa. The DSRC has permission to overnight at BNSF's North Sioux City yard. While there is a 4 track yard in Rapid City, it is not used by the DSRC, and instead is used for storage by the RCPE.
DSRC Roster
Active units
B4-70ACeX2 #6925: Rebuilt from ex. UP DDA40X, using two 12-710G3B-T2 engines at 3150 HP each for a total of 6300 HP, replacing the D-D truck configuration with a B-B-B-B configuration, the cowl cab with a modern safety cab, and DC traction motors with AC ones. Wears the new black and white scheme. Usually handles shuttle trains west of Mitchell, general freight to Sioux City.
SD7s #512, #522: Former CNOTP and MILW, respectively. Dressed in the old black and red scheme. Spare power used where needed.
SD9s #506, #4427: Former MILW and SP, respectively. 506 wears the Oacoma/ South Dakota Centennial scheme, while the 4427 wears the new scheme. Typically handles locals west of Mitchell.
SDL39 #581, #584: Former SDSR/MILW. Wears old scheme. Usually handles locals west of Mitchell, especially those going over lighter rail.
SD40-2Ws #5306, #5309: Former MSWY/CN, dressed in the new scheme, Handles locals and priority freights east of Mitchell.
C420 #213: Former LIRR, dressed in the old scheme. Handles yard jobs and local switching in Mitchell.
GP30S #719: Former Soo, dressed in the new scheme. Usually mated to either 6925 or 213 to provide extra power when needed to help with their respective jobs.
GP9 #1365: Former MSWY/MILW, dressed in the new scheme. Handles yard and local jobs in and east of Sioux Falls.
GP7 #1379: Former MSWY/UP, dressed in the new scheme. Handles yard and local jobs in and east of Sioux Falls.
70 tonner #76: former CCW, handles odd jobs around Chamberlain.
Leased units (all units leased from DLCX)
GP10 #8308: handles odd jobs around Chamberlain.
SD10 #2000: handles Nappa-Platte line.
SD20 #2054: handles Nappa-Platte line.
Inactive units:
2 70 tonners, unpainted, used for parts for #76
S3 #103: wears old scheme, used for parts for #213
SDL39 #583: wrecked on MILW, used as parts for #581, #584
reference photos for pain schemes:
old: www.rrpicturearchives.net/showPicture.aspx?id=2308270
Oacoma/SD: www.rrpicturearchives.net/showPicture.aspx?id=2308268
new: www.rrpicturearchives.net/showPicture.aspx?id=3956557