Trains in Albany, Oregon, on August 31, 2006

I took these pictures near the depot in Albany, Oregon, on August 31, 2006.

Leading a freight train, Portland & Western #3003 is a 3,000-horsepower GP40 that was built by the Electro-Motive Division of General Motors in January 1967 as Chicago, Rock Island & Pacific #380. This was one of a group of seven GP40s that the Rock Island was rebuilding to Dash 2 standards in its Silvis shops when the railroad went bankrupt and shut down in 1980. Before the shutdown it was completed as GP40u #3004. The last two of the seven were unfinished. Chrome Crankshaft acquired all seven locomotives along with the shop in 1981, and finished the remaining two locomotives. The seven locomotives were sold to Toronto’s GO Transit in 1982. This locomotive became GO Transit #725. As they were not equipped with head-end power generators, they had to operate with HEP cars rebuilt from F-units. In 1994 they were retired and traded in to EMD for new F59PHs. EMD put the locomotives in their lease fleet and this locomotive became EMDX #200. In 2001, EMD transferred the locomotive to Locomotive Leasing Partners (LLPX), a partnership with GATX Leasing, and the locomotive was leased to the St. Lawrence & Atlantic as #3203. St. Lawrence & Atlantic was taken over by Genesee & Wyoming in 2002. The locomotive was transferred to the Portland & Western Railroad in April 2004, where it was considered a GP40-2, even though it lacks all the Dash 2 external spotting features like the water level sight glass, rear cab overhang, and vertical shock absorbers on the trucks. Renumbered to PNWR #3003 in mid-2005, it still wears its St. Lawrence & Atlantic yellow and black paint scheme.

Next, Willamette & Pacific #1852 was built by the Electro-Motive Division of General Motors in May 1955 as Southern Pacific #5438, a 1,750-horsepower SD9 that was placed in service on May 24, 1955. After the 1965 system renumbering, it became Southern Pacific #3916. On January 9, 1975, it was rebuilt by Southern Pacific’s Sacramento Shops to SD9E #4397. It was retired on November 12, 1993, and sold on March 4, 1994, to the Willamette and Pacific Railroad where it became #1852.

Trailing, Portland & Western #3603 was built by the Electro-Motive Division of General Motors in January 1970 as St. Louis Southwestern (Cotton Belt) #9153, a 3,600-horsepower SD45 that was placed in service on January 4, 1970. On January 15, 1985, it was upgraded by Southern Pacific’s Sacramento Shops to Southern Pacific SD45R #7537. It was retired on sold on July 31, 1995, to Helm Financial Corporation and became HLCX #450. In 1996 it was sold to the Buffalo & Pittsburgh, part of the Genesee & Wyoming system, retaining the road number #450. It was transferred to the Illinois & Midland, another Genesee & Wyoming railroad, in 2001 or 2002, still numbered #450, then transferred again to the Portland & Western Railroad in April 2005, being renumbered to #3603.

There was also a pair of Union Pacific SD40-2s near the Albany depot.

Union Pacific #3160 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in February 1972.

Union Pacific #3380 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in April 1977.

This unit still had its red sill stripe, while on the other SD40-2, the sill stripe had been changed to yellow in accordance with a Federal Railroad Administration ruling from March 5, 2005, that required yellow or white reflective striping 42 inches above the rail by May 31, 2010.

After leaving Albany, I spotted this specially-decorated truck trailer heading north on Interstate 5. Carrying the slogan "TRACKS ARE FOR TRAINS! STAY OFF! STAY AWAY! STAY ALIVE!", this trailer #538717 was sponsored by Washington Operation Lifesaver, Washington Utilites and Transporation Commission, Burlington Northern Santa Fe Railway and Union Pacific Railroad, and the trailer was donated by Interstate Distributor Company.

Trains on February 25, 2006

I took these train pictures from my car on February 25, 2006. The first was taken along Interstate 5 near Martin's Bluff near Longview, Washington. Leading a southbound train, Burlington Northern Santa Fe #7916 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in June 1979 as Colorado & Southern #7916. Colorado & Southern was a subsidiary of Burlington Northern, and its locomotives were painted in Burlington Northern colors. The Colorado & Southern was formally merged into the Burlington Northern on December 31, 1981, and this locomotive became Burlington Northern #7916. Following the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 22, 1995, this locomotive became Burlington Northern Santa Fe #7916.

Closer to Longview Junction, Washington, is this southbound train led by Union Pacific #3143, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in January 1972. Trailing is Union Pacific #2419, a 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in November 1990 as Union Pacific #6263 and was renumbered on January 6, 2005.

At the Longview Switching Company yard in Longview, Washington, Union Pacific #1434 is a 3,000-horsepower GP40-2 that was built by the Electro-Motive Division of General Motors in April 1980 as Southern Pacific #7949. After the Southern Pacific was merged into the Union Pacific on September 11, 1996, this locomotive became Union Pacific #1434 on December 20, 2000.

Railfanning at Hampton, Oregon, on July 20, 1997

I took these pictures at Hampton, Oregon, on July 20, 1997. This location is Union Pacific's the former Southern Pacific's Cascade Line, also known as the Natron Cutoff. This has always been a busy line, and all of these trains passed through with a short period of time, and all were northbound. It had been less than a year since Southern Pacific had been merged into Union Pacific, but the effects of the merger were already very evident in the locomotive consists of these trains.

The first train we saw was a freight train led by Union Pacific #5048, a 3,600-horsepower SD50 that was built by the Electro-Motive Division of General Motors in December 1984. It was originally delivered in Union Pacific colors but with Missouri Pacific lettering. It was relettered for Union Pacific in August 1990.

The second unit in the train, Southern Pacific #7512 was originally a 3,600-horsepower SD45 that was built by the Electro-Motive Division of General Motors in April 1967 as Southern Pacific #8903. On June 29, 1984, it was upgraded at Southern Pacific's Sacramento Shops to an SD45R and was renumbered to Southern Pacific #7512.

The train's third locomotive was Union Pacific #3258, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in June 1974. In April 1976, it was converted for 80-mph high-speed freight service, becoming Union Pacific SD40-2H #8018. It was converted back to a standard SD40-2 in April 1981 and regained its original number.

The train's trailing unit was Chicago & North Western #6860, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in April 1974. The Chicago & North Western was merged into the Union Pacific on April 24, 1995.

The next train was another freight, led by Southern Pacific #9810, a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in June 1994.

The second locomotive in the train was Union Pacific #3216, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in April 1973.

The third locomotive was Union Pacific #B4250, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in September 1978 as Missouri Pacific #3250. After the Missouri Pacific was merged into the Union Pacific in 1982, the locomotive became Union Pacific #4250 on July 13, 1988. On July 29, 1992, it was changed to trailing-unit-only service with the removal of cab signals, refrigerators, toilets, and cab seats, and was renumbered with the "B" prefix.

The fourth locomotive was Denver & Rio Grande Western #3098, a 3,000-horsepower GP40-2 that was built by the Electro-Motive Division of General Motors in April 1972. The Denver & Rio Grande Western had merged with the Southern Pacific in 1988, but Rio Grande locomotives were still rare in the Pacific Northwest.

The last locomotive in this train was Union Pacific #6329, a 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in September 1992.

Next came a four-unit helper set. The lead locomotive, Southern Pacific #8676, was originally a 3,600-horsepower SD45 that was built by the Electro-Motive Division of General Motors in October 1968 as Seaboard Coast Line #2023. After SCL was merged into CSX it became CSX #8923. It was retired and sold to VMV Enterprises in Paducah, Kentucky, where it became VMV #8923. In 1993, Southern Pacific contracted with MK Rail Corporation for 133 rebuilt 3,000-horsepower SD40M-2 locomotives. This locomotive was acquired by MK Rail and was rebuilt at its locomotive shop in Mountain Top, Pennsylvania, and was released on November 11, 1994, as Southern Pacific SD40M-2 #8676.

At the other end of the helper set was Southern Pacific #8283, a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in June 1980.

The last train we saw was a freight train led by Union Pacific #6188, a 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in June 1989.

The trailing unit in this train's consist was Union Pacific #6154, a 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in May 1989.

Railfanning in Vancouver, Washington, on July 13, 1997

On July 13, 1997, my dad and I went railfanning with his friend Fred Anderson. Our first stop was the Amtrak depot in Vancouver, Washington. Located in the center of a wye junction, this has always been an excellent location for train watching. The first train we saw was a northbound Union Pacific freight train.

This train was led by Union Pacific #6240, 1 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in October 1990.

The trailing unit in this train's locomotive consist was Chicago & North Western #8640, a 4,380-horsepower Dash 9-44CW that was built by General Electric in January 1994. 

The Chicago & North Western had been merged into the Union Pacific in April 1995. C&NW locomotives were rarely seen in the Pacific Northwest before the merger, and were still considered fairly exotic at this point.

Next came a Burlington Northern Santa Fe light power move from Portland to Vancouver, led by Burlington Northern #3042, a 3,000-horsepower GP40-2 that was built by the Electro-Motive Division of General Motors in May 1979 as St. Louis-San Francisco (Frisco) #752. The Frisco had been merged into the Burlington Northern in 1980.

A westbound Burlington Northern Santa Fe freight train arrived from the Columbia Gorge bound for Portland, led by Burlington Northern #6385, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in May 1974.

The second unit in the BNSF freight train was Burlington Northern #5588, a 3,000-horsepower C30-7 that was built by General Electric in June 1979.

The last train we saw before heading across the Columbia River to Portland was Amtrak's southbound Coast Starlight, led by Amtrak #807, a 4,000-horsepower Dash 8-40BP (or B40-8P) that was built by General Electric in May 1993.

We continued railfanning in Portland, as will be seen in the next post.

Railfanning in Portland, Oregon, in Fall 1994

These pictures were taken while railfanning in Portland, Oregon, in the fall of 1994. Most were taken at Union Pacific's Albina Yard, where we begin with a pair of locomotives moving through the yard.

Union Pacific #5030 is a 3,600-horsepower SD50 that was built by the Electro-Motive Division of General Motors in December 1984. It was originally delivered in Union Pacific colors but with Missouri Pacific lettering. It was relettered for Union Pacific in July 1990.

Union Pacific #6021 is a 3,800-horsepower SD60 that was built by the Electro-Motive Division of General Motors in April 1986.

This pair of locomotives disappeared into the engine terminal, and my attention turned to some of the other sights.

Union Pacific 906 & 907 are 3,000-horsepower GP40-2s that were originally built by the Electro-Motive Division of General Motors in April 1980 as Western Pacific #3551 & #3552. The Western Pacific was merged into the Union Pacific in 1983. Western Pacific #3551 was renumbered to Union Pacific #906 in January 1984. Western Pacific #3552 was repainted in Union Pacific colors with Missouri Pacific lettering in July 1985 as Missouri Pacific #907. It was relettered for Union Pacific in June 1988, but in this picture its Missouri Pacific lettering is showing through its Armour Yellow paint.

Stored in the back of the engine terminal were two old Baldwin locomotives. The red and yellow locomotive is Oregon & Northwestern #2, a 1,600-horsepower AS-616 that was built by the Baldwin Locomotive Works in September 1950 as Southern Pacific #5239. It was sold to the Oregon & Northwestern in 1964. The Oregon & Northwestern shut down in March 1984 and the locomotive was stored until the line was abandoned in 1990 and it was sold to the Pacific Northwest Chapter of the National Railway Historical Society.

The white locomotive is a 1,200-horsepower S-12 that was built by Baldwin-Lima-Hamilton in November 1952 as Southern Pacific #1498. In March 1956 it was transferred to Southern Pacific's subsidiary Texas & New Orleans and renumbered to T&NO #121. In 1965, it was renumbered again to Southern Pacific #2124. It was retired in July 1970, traded in to General Electric, and delivered to dealer Chrome Crankshaft in Vernon, California. In February 1972, it was sold to Ketchikan Pulp & Paper Company in Ward's Cove, Alaska, where it became #5321. It was donated to the Pacific Northwest Chapter of the National Railway Historical Society in March 1991.

Union Pacific #9057 is a 3,600-horsepower C36-7 that was built by General Electric in November 1985. It was originally delivered in Union Pacific colors but with Missouri Pacific lettering. It was relettered for Union Pacific in 1988.

Union Pacific #2025 is a 2,000-horsepower GP38-2 that was built by the Electro-Motive Division of General Motors in May 1974. Also pictured here are two Union Pacific switchers. I can't make out their numbers, but the closer one is an EMD MP15DC, and the other one is an SW10 that was rebuilt by Union Pacific's Omaha Shops from an earlier EMD switcher.

Union Pacific #1312 is a 1,500-horsepower MP15DC that was originally built by the Electro-Motive Division of General Motors in May 1975 as Pittsburgh & Lake Erie #1588. It was purchased by Union Pacific in December 1984 and delivered in April 1985. It was initially assigned Union Pacific #1012, and was renumbered in September 1987 to Union Pacific #1312. Also sneaking into the frame is some visiting motive power from the Burlington Northern.

Burlington Northern #3053 is a 3,000-horsepower GP40-2 that was originally built by the Electro-Motive Division of General Motors in May 1979 as St. Louis-San Francisco (SLSF, also known as the Frisco) #763. The Frisco was merged into the Burlington Northern in 1980, and this locomotive was renumbered to Burlington Northern #3053.

Burlington Northern #2265 is a 2,000-horsepower GP38-2 that was built by the Electro-Motive Division of General Motors in July 1973 as St. Louis-San Francisco (SLSF, also known as the Frisco) #410. The Frisco was merged into the Burlington Northern in 1980, and this locomotive was renumbered to Burlington Northern #2265.

Across the river, and possibly on another day, this private passenger car was on the end of an Amtrak passenger train leaving Portland's Union Station. I didn't get a good enough picture out the car window to be able to identify it, though it appears to have been built by Budd, but seeing as how I was looking into the late afternoon sun, it is amazing that it came out as well as it did.

Railfanning in Portland in Spring 1994

In the spring of 1994, my dad and I went railfanning in Portland, Oregon, with Fred Anderson. our first stop was Union Pacific's Albina Yard, where I photographed some Union Pacific bay-window cabooses.

The two red cabooses on the left are former Missouri Pacific cabooses. Missouri Pacific had 401 of these compact-body bay-window cabooses built between 1976 and 1982. All of them were transferred to the Union Pacific when it took over the Missouri Pacific in 1982. These cabooses were used all over the Union Pacific system without being repainted in Union Pacific colors.

The next caboose is a CA-13 class bay-window caboose. It was originally built for the Chicago, Rock Island & Pacific Railroad. In 1963, the Union Pacific and the Rock Island planned to merge, but objections from other railroads led to the Interstate Commerce Commission holding a prolonged series of hearings, and by the time the merger was finally approved in 1974, the Rock Island's deteriorating financial situation and the conditions imposed by the ICC led Union Pacific to withdraw its merger application. In the meantime, however, Union Pacific had purchased locomotives, freight cars, and cabooses for lease to the Rock Island. After declaring bankruptcy in 1975, the Rock Island shut down in 1980, and all of this equipment was returned to Union Pacific, including 127 bay-window cabooses built between 1967 and 1971 (there were originally 130 cabooses, but three were wrecked). Union Pacific added these cabooses to its own fleet, and 36 of them were rebuilt and repainted into Union Pacific colors before an economic recession and changing laws began reducing the need for cabooses.

The caboose on the far right is a CA-11 class bay-window caboose. Union Pacific purchased 100 of these compact-body bay-window cabooses from the International Car Company of Kenton, Ohio, in 1979, after borrowing and studying one of Missouri Pacific's new compact-body bay-window cabooses. Though similar, Union Pacific's design features a longer carbody.

Leading a group of Southern Pacific diesels, Southern Pacific #7613 is a 3,000-horsepower GP40-2 that was built by the Electro-Motive Division of General Motors in March 1978. It had been repainted with the new "Speed Lettering" that was introduced in 1991.

Photo by Fred Anderson

Here is Fred Anderson's photograph of Southern Pacific GP40-2 #7613.

Here is another picture I took of Southern Pacific GP40-2 #7613.

A Union Pacific freight train arrived at Albina Yard, pulled by a pair of Union Pacific SD40-2s.

Leading the train is Union Pacific #3728, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in February 1980.

Photo by Fred Anderson

Here is Fred Anderson's photograph of Union Pacific SD40-2 #3728.

The trailing locomotive was Union Pacific #3342, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in February 1977.

We were on our way out of Albina when we saw another Union Pacific freight train waiting to enter the yard, so we stopped to photograph it, as Fred Anderson can be seen doing here.

Photo by Fred Anderson

Here is Fred Anderson's photograph.

Union Pacific #6257 is a 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in November 1990.

After one last photograph of Union Pacific SD60M #6257, we headed across the Willamette River to Burlington Northern's Hoyt Street Yard.

Burlington Northern #7049 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in April 1978.

GATX Capital Corporation #7350 is a 3,000-horsepower SD40-2 that was originally built by the Electro-Motive Division of General Motors in June 1974 as Milwaukee Road #183. After the Milwaukee Road was merged into the Soo Line on January 1, 1986, it became Soo Line #6350. It later became part of the GATX Capital Corporation lease fleet as #6350, and was later renumbered to #9350, before becoming #7350 as seen here. I think it actually had GSCX reporting marks at this point, though it was still owned by GATX Capital Corporation.

This overview of the engine terminal of Burlington Northern's Hoyt Street Yard was taken from a staircase leading up to the Lovejoy Street Viaduct. Several Burlington Northern diesel locomotives rest on the garden tracks where the roundhouse once stood.

Burlington Northern #2072 is a 2,000-horsepower GP38 that was built by the Electro-Motive Division of General Motors in February 1970. It was originally ordered as Spokane, Portland & Seattle #200, but the Burlington Northern merger intervened, and it was delivered as the new railroad's first new locomotive.

Burlington Northern #2261 is a 2,000-horsepower GP38-2 that was built by the Electro-Motive Division of General Motors in June 1973 as St. Louis-San Francisco (SLSF, also known as the Frisco) #406. The Frisco was merged into the Burlington Northern in 1980.

Burlington Northern #2187 is a 2,000-horsepower GP38 that was built by the Electro-Motive Division of General Motors in May 1970 as Penn Central #7685 and became Conrail #7685 in 1976. Burlington Northern purchased it from Conrail in July 1985, and reclassified it as a GP38X.

Burlington Northern #2731 is a 2,300-horsepower GP39-2 that was built by the Electro-Motive Division of General Motors in April 1981.

Burlington Northern #3550 was built by the Electro-Motive Division of General Motors in December 1966 as 3,000-horsepower GP40 Chicago, Burlington & Quincy #172. It became Burlington Northern #3002. It was rebuilt by EMD in November 1989 as the first of six GP40Es.

Photo by Fred Anderson

Finally, here is Fred Anderson's photograph of Burlington Northern's Hoyt Street Yard.