Railfanning in Vancouver & Portland in January 2000

I took these pictures in January 2000 while railfanning with Fred Anderson. Our first stop was the Amtrak station in Vancouver, Washington, where we saw out first train come around the Vancouver wye from the Columbia River Gorge to head north toward Seattle.

The lead locomotive was Burlington Northern Santa Fe #4449, a 4,400-horsepower Dash 9-44CW that was built by General Electric in May 1999.

Also in the consist was Burlington Northern Santa Fe #709, a 4,400-horsepower Dash 9-44CW that was built by General Electric in June 1997.

Here is another view of Burlington Northern Santa Fe #4449. This number is significant because nearby Portland is home to Southern Pacific Daylight GS-4 4-8-4 #4449. Since my dad wasn't able to come with us on this day, we made a point of telling him we "saw 4449."

On the other side of the depot, a Union Pacific motive power consist included Southern Pacific #8696, a 3,000-horsepower SD40M-2. It was originally built by the Electro-Motive Division of General Motors in August 1970 as 3,600-horsepower SDP45 #3659 for the Erie Lackawanna. The Erie Lackawanna became part of Conrail on April 1, 1976, and this locomotive became Conrail #6690. It was retired in January 1984 and was sold to VMV Enterprises of Paducah, Kentucky, for lease service, becoming VMV #6690. In 1993, Southern Pacific contracted with MK Rail Corporation to supply a fleet of 133 secondhand locomotives rebuilt to a common standard as SD40M-2s. Most of the 133 locomotives were rebuilt from SD40s and SD45s, but this one was the last of six rebuilt in Mountain Top, Pennsylvania, from former Erie Lackawanna SDP45s. It was completed and released on January 27, 1995 as Southern Pacific #8696.

Southern Pacific #8696 still has its original SDP45 carbody. The SDP45 was intended to be a passenger locomotive, with a steam generator in the space at the rear behind the radiators, and Southern Pacific and Great Northern each purchased SDP45s for passenger service with a steam generator in the space and the end squared off. Erie-Lackawanna, however, wanted to use the long frame of the SDP45 to carry a 5,000-gallon fuel tank, and ordered SDP45s without steam generators, with the extra space empty. The tapered end identifies this SDP45's Erie-Lackawanna heritage.

Leading another consist, Burlington Northern Santa Fe #2346 is a 2,000-horsepower GP38-2 that was originally built by the Electro-Motive Division of General Motors in March 1972 as St. Louis-San Francisco (SLSF, also known as the Frisco) #676. The Frisco was merged into the Burlington Northern on November 21, 1980, and this locomotive became Burlington Northern #2346. Following the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 22, 1995, this locomotive became Burlington Northern Santa Fe #2346 and was painted in Burlington Northern Santa Fe's "Heritage I" paint scheme on February 5, 1999.

Back on the other side of the Vancouver wye, a manifest freight train from the north was heading toward the Columbia River Gorge, led Burlington Northern Santa Fe #4525, a 4,400-horsepower Dash 9-44CW that was built by General Electric in August 1999.

The second unit in this consist was Burlington Northern Santa Fe #8256, a 4,300-horsepower SD75M that was built by the General Motors Locomotive Group in London, Ontario, in January 1996. This was one of the first locomotives to be delivered with BNSF lettering; the "Cigar Band" on the nose still reads "Santa Fe."

This freight train also included rare mid-train helpers, in the form of Burlington Northern Santa Fe #1010 & #4510, 4,400-horsepower Dash 9-44CWs that were built by General Electric in October 1996 and August 1999, respectively, that were oddly coupled nose-to-nose.

Leading a freight train in the opposite direction, Burlington Northern Santa Fe #7867 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in October 1978 as Colorado & Southern #7867. 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 #7867. Following the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 22, 1995, this locomotive became Burlington Northern Santa Fe #7867 on July 3, 1998.

We then went to Union Pacific's Albina Yard in Portland, Oregon, where we found recently-painted Union Pacific #8615, a 3,000-horsepower SD40T-2 that was originally built by the Electro-Motive Division of General Motors in July 1975 as Denver & Rio Grande Western #5357. After the Denver & Rio Grande Western was merged into the Union Pacific along with the Southern Pacific on September 25, 1995, this locomotive became Union Pacific #8615 on December 28, 1999.

Union Pacific #2533 was originally built by the Electro-Motive Division of General Motors in March 1970 as Chicago Rock Island & Pacific #4706, one of 60 3,000-horsepower GP40s purchased by Union Pacific and leased to the Rock Island when the two roads planned to merge. The merger never happened and after the Rock Island shut down on March 31, 1980, the locomotive was returned to Union Pacific and was repainted in Union Pacific colors, becoming Union Pacific #637 on April 14, 1980. It was later transferred to the former Missouri Pacific lines in Texas and was relettered as Missouri Pacific #637 on May 10, 1985. It was retired on October 26, 1988 and was sold to VMV Enterprises of Paducah, Kentucky, then resold to Helm Financial, which leased it back to Union Pacific on July 14, 1989, and it became Union Pacific #856. In May 1998 it was returned to Helm Financial, was rebuilt by Boise Locomotive Company of Boise, Idaho, into a 2,000-horsepower GP38-2, and again leased to Union Pacific on July 30, 1998, becoming Union Pacific #2533.

When the locomotive was rebuilt from a GP40 to a GP38-2, its turbocharger was removed and an air filter box was installed in front of the dynamic brake housing, but it otherwise still resembles a pre-Dash 2 GP40, with three radiator fans, no water level sight glass below the radiators, and no shock absorbers on the trucks.

Finally, Southern Pacific SD70M #9816 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in July 1994.

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.

Trains in Oakridge, Oregon, on July 18, 1997

I took these pictures in Oakridge, Oregon, on July 18, 1997. Though it had been almost a year since the Southern Pacific had been merged into the Union Pacific, you wouldn't know it from the equipment stored in Oakridge, which consisted mainly of stored snowfighting equipment and helper sets.

Southern Pacific #4702 is a C-50-9 Bay-Window Caboose that was built by PACCAR Inc. in 1980.

Southern Pacific MW #329 is a flanger, which is used to clear snow from between the rails. I believe it was originally built in the 1950s with a wood body. It was rebuilt in 1971 with the steel body shown here.

This herald for the Southern Pacific Oregon Division was painted on the side of an old passenger car in maintenance of way service. Though I didn't take an overall picture of this car, I believe it was SPMW #5923, the Snowflake, which was originally built by Pullman-Standard in 1949 as Southern Pacific Dining Car #10207, Golden Viand, for the Golden State, and was transferred to maintenance of way service in 1971.

Southern Pacific MW #4033 is a Type J Jordan Spreader that was built in the 1960s by the O. F. Jordan Company of Chicago, Illinois. Behind it is SPMW #5923, the Snowflake.

Southern Pacific MW #4047 is a Type A Jordan Spreader that was originally built by the O. F. Jordan Company of Chicago, Illinois, in 1929 and was rebuilt in 1953.

Southern Pacific MW #322 is a flanger that was built in December 1928 by the Southern Pacific's Sacramento Shops.

Southern Pacific #8268 is a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in May 1980.

Southern Pacific #8649 was originally a 3,600-horsepower SD45 that was built by the Electro-Motive Division of General Motors in February 1969 as Chicago & North Western #959. It was retired on September 25, 1987, and was sold to VMV Enterprises in Paducah, Kentucky, in October 1989. 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 August 3, 1994, as Southern Pacific SD40M-2 #8649. Originally built without dynamic brakes, they were added as part of the rebuild process.

Southern Pacific #8261 is a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in May 1980.

Southern Pacific #8591 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 #2020. After SCL was merged into CSX it became CSX #8920. It was retired and sold to VMV Enterprises in Paducah, Kentucky, where it became VMV #8920. 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 car shop in Hornell, New York, and was released on July 1, 1994, as Southern Pacific SD40M-2 #8591.

Southern Pacific #8648 was originally a 3,600-horsepower SD45 that was built by the Electro-Motive Division of General Motors in February 1969 as Chicago & North Western #959. It was retired on September 25, 1987, and was sold to VMV Enterprises in Paducah, Kentucky, in October 1989. 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 August 3, 1994, as Southern Pacific SD40M-2 #8648. Originally built without dynamic brakes, they were added as part of the rebuild process.

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.

Southern Pacific MW #316 is a flanger that I believe was built in the 1920s.

Southern Pacific #4747 is a C-50-9 Bay-Window Caboose that was built by PACCAR Inc. in 1980.

Southern Pacific MW #8000 is a DE400 50-Ton Crane that was built by the Ohio Locomotive Crane Company in 1977.

SPMW #8000 also featured the Southern Pacific Oregon Division herald.

Southern Pacific #4812 is a 2,000-horsepower GP38-2 that was built by the Electro-Motive Division of General Motors in May, 1980. Its Southern Pacific light package has been removed, but the hole in the short hood has been neatly filled.

Southern Pacific #4811 is a 2,000-horsepower GP38-2 that was built by the Electro-Motive Division of General Motors in May, 1980. When its Southern Pacific light package was removed, the hole in the short hood was left.