These pictures were taken while railfanning in Portland, Oregon, in March, 1997. Starting at Burlington Northern's Hoyt Street Yard, we find Atchison, Topeka & Santa Fe #606, a 4,380-horsepower Dash 9-44CW that was built by General Electric in February 1994. Before the BNSF merger, Santa Fe's "Warbonnet" locomotives were rarely seen in the Pacific Northwest, but since the merger they were becoming somewhat more common.
A pair of switchers were parked at the Hoyt Street sand tower. Burlington Northern #214 is a 1,200-horsepower SW1200 (or SW12, as BN classified it) that was originally built by the Electro-Motive Division of General Motors in July 1957 as Northern Pacific #155. The Northern Pacific was merged into Burlington Northern in March 1970. Burlington Northern #387 is a 1,000-horsepower SW1000 (or SW10, as BN classified it) that was built by the Electro-Motive Division of General Motors in 1972.
Moving on to Union Pacific's Albina Yard, Chicago & North Western #8037 is a 3,800-horsepower SD60 that was built by the Electro-Motive Division of General Motors in September 1986. The Chicago & North Western was merged into the Union Pacific in April 1995.
Southern Pacific #6802 is a 3,600-horsepower SD45T-2R. It was originally built by the Electro-Motive Division of General Motors in May, 1972, as Southern Pacific SD45T-2 #9246. In March, 1987, it was rebuilt by Southern Pacific's Sacramento Shops as an SD45T-2R and was renumbered to Southern Pacific #6802. Southern Pacific was merged into Union Pacific in September 1996.
Union Pacific #1302 is a 1,500-horsepower MP15DC that was originally built by the Electro-Motive Division of General Motors in June 1974 as Pittsburgh & Lake Erie #1575. It was purchased by Union Pacific in December 1984 and was delivered in mid-February 1985, initially becoming Union Pacific #1277 and operating in its P&LE black paint. It was painted in Union Pacific colors and renumbered to Union Pacific #1002 in May 1985, and was again renumbered to Union Pacific #1302 in June 1987.
Union Pacific #5031 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 August 1990.
Union Pacific #6325 is a 3,800-horsepower SD60M that was built by the General Motors Locomotive Group in London, Ontario, in September 1992.
Here is another, better picture of Union Pacific SD60M #6325.
My dad took these pictures at Southern Pacific's Salt Creek Trestle in the Oregon Cascades while we stopped on a family vacation on our way to California on March 13, 1992. A forest service road off of Oregon Highway 58 provided access to one end of the Salt Creek Trestle. We didn't have to wait long for a Southern Pacific freight train to approach the trestle.
Photo by Cliff West
Southern Pacific SD40T-2 #8557 led the train. It was built by EMD in 1979.
The first railway to directly connect Oregon and California was Southern Pacific's line over Siskiyou Summit, which was completed on December 17, 1887, but mountainous route featured sharp curves and grades of up to 3.67%, the steepest on the entire railroad. In the early 1900s, construction started on a new route through the Cascade Range over Pengra Pass, but came to a halt in 1912. Progress on this new Cascade Line, or Natron Cutoff, didn't resume until 1923. The line was completed on September 1, 1926, and opened to through passenger service on April 17, 1927. The new Cascade Line was 25 miles shorter than Siskiyou Line and had a maximum grade of 2.2%, but it was still a demanding route, with 44-miles of continuous grade.
Photo by Cliff West
Here are the three lead locomotives of the freight train starting across the Salt Creek Trestle. Southern Pacific SD40T-2 #8557 is in the front. It is followed by Southern Pacific SD45T-2 locomotives #9250 and #9337, which were built by EMD in June 1972 and February 1974 respectively.
All three of these locomotives are "Tunnel Motors," featuring a specialized cooling system designed for operation in tunnels and snowsheds in mountainous territory with overheating. The 3000-horsepower SD40T-2 can be distinguished from the earlier 3600-horsepower SD45T-2 by the access doors in the radiator section at the rear. The SD40T-2 has two access doors on each side, while the SD45T-2 has three. Also, the SD40T-2 uses a 16-cylinder engine instead of the 20-cylinder engine of the SD45T-2, allowing a shorter long hood, and making room in front of the cab for either an extra-long short hood or a "front porch."
The Salt Creek Trestle carries the Southern Pacific's Cascade Line over Salt Creek and Oregon Highway 58 near Heather, Oregon. It was built in 1924 and was fabricated by the American Bridge Company of New York. The steel trestle is 1200 feet long with individual spans of up to 125 feet.
Photo by Cliff West
In the middle of the freight train were four Southern Pacific helper locomotives. These locomotives are necessary for the train to climb the steep grades and negotiate the tight curves of this mountainous route.
On the left is Southern Pacific SD45T-2R #6854. It was originally built by EMD in July 1972 as St. Louis Southwestern (Cotton Belt) SD45T-2 #9158. In September 1988 it was rebuilt by Southern Pacific's Sacramento Shops as Southern Pacific SD45T-2R #6854.
Next is Southern Pacific SD45R #7417. It was originally built by EMD in February 1967 as Southern Pacific SD45 #8846, and predates the "Tunnel Motor" radiator design. In December 1981 it was rebuilt by Southern Pacific's Sacramento Shops as Southern Pacific SD45R #7417.
The next locomotive is Southern Pacific SD40T-2 #8544. It was built by EMD in January 1979.
The locomotive on the far right is a Southern Pacific SD45T-2, but its road number is not visible. I also can't tell whether or not it had been rebuilt into an SD45T-2R.
There were no more helpers on the rear end or even a bay-window caboose, only a Flashing Rear End Device, or FRED.
I originally posted these rosters on my old website as Excel spreadsheets on June 22, 2008. I have since updated them.
This page features links to locomotive rosters I have compiled. These are not railroad locomotive rosters; instead, they are rosters of a specific locomotive model. In some cases, I have limited the roster to a single railroad's roster of a particular model, such as Amtrak's F40PHs or the LMX Leasing B39-8Es. I have included all the subsequent owners and disposition information I have been able to find. I made these for my own use, but considering the effort I felt they should be shared. I can't guarantee that this information is 100% accurate and up to date, but it was as reasonably accurate and complete as I could get it.
The SDP40 was a passenger version of the SD40 freight locomotive, equipped with a steam generator and water tanks for heating passenger cars. Only 20 were built: 6 for the Great Northern Railway and 14 for the National Railroad of Mexico. Several of the SDP40s are still in service as freight units today, and one, BNSF #6327 (ex GN #325), has been preserved at the Minnesota Transportation Museum. Some of the FNM SDP40s were renumbered into a 5 digit 13000-series at some point. They may have been rebuilt. At least four carried these numbers; there may have been more. I don't know which they were originally. Three were transferred to Ferromex.
The SDP45 was a passenger version of the SD45 freight locomotive. Unlike the SDP40, which was built on the same length frame as the SD40 it was derived from, the SDP45's frame was several feet longer than that of the SD45, resulting in additional space between the trucks for fuel and/or water tanks. SDP45s for passenger service were built for the Southern Pacific Railroad and the Great Northern Railway. All are now out of service. The Erie Lackawanna also purchased SDP45s, however they purchased them for freight-only service. The Erie Lackawanna wanted the extra-long frame of the SDP45 as it could potentially carry larger fuel tanks than the standard SD45s. As they were intended for freight-only service, the Erie Lackawanna units were not equipped with steam generators or water tanks. The entire space between the trucks was allocated for fuel and the end of the long hood was tapered like a regular freight unit instead of squared off like the other SDP40s and SDP45s. The SDP45s became part of Conrail with the rest of the Erie Lackawanna. Erie Lackawanna's first group of SDP45s were ordered when the railroad was under the control of the Norfolk & Western. They were returned to the N&W's successor Norfolk Southern in 1984. Most were scrapped. One unit had been retired after a wreck, and the remains had been rebuilt into a slug by N&W. Unlike the first order, Erie Lackawanna's second order of SDP45s came through a lessor. After their 15 lease expired, they were returned to the lessor in 1984. Most of them went on to find second careers in lease service, or were rebuilt by Morrison Knudson as SD40M-2s for Southern Pacific (years after all SP's original SDP45s were retired and scrapped) and were later transferred to Union Pacific.
This roster lists all of the EMD F40PH locomotives owned by Amtrak, including their subsequent owners and final disposition, where known and applicable. This roster is based on information from the Unofficial EMD Homepage, On Track On Line and Go By Train. Additional information came from RR Picture Archives.net.
This is a roster of all the SD40T-2 and SD45T-2 Tunnel Motors built by EMD. It includes a complete guide to each locomotive's numbers in the various Union Pacific number series these locomotives were placed in at various points; even if the locomotive never actually wore a number in a particular series, I have managed to figure out what it would have been.
