Trains in Albany, Oregon, in June & July 2006

I took these train pictures from my car on Interstate 5 at Albany, Oregon, in mid-late June and early July of 2006.

First, on June 14, 2006, I photographed this southbound Union Pacific freight train. The trailing locomotive is Union Pacific #5685, a 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE. It was built by General Electric in December 2004 and delivered on December 26, 2004.

Later on June 14, 2006, I photographed Amtrak’s southbound Coast Starlight, powered by Amtrak #115 & #119, a pair of 4,250-horsepower P42DC locomotives that were built by General Electric in September 1997.

Further up Interstate 5, I also photographed these Union Pacific locomotives on a freight train. Union Pacific #5853 is a 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE. It was built by General Electric in March 2002 and was delivered on April 2, 2002. Union Pacific #5486 is another 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE. It was built by General Electric in May 2005 and was delivered on June 3, 2005. Union Pacific #9675 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in December 1993 as Chicago & North Western #8611. After the Chicago & North Western was merged into the Union Pacific on April 24, 1995, this locomotive became Union Pacific #9675 on July 21, 1999.

On June 15, 2006, I photographed Union Pacific #5763 leading a southbound freight train. It is a 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE. It was built by General Electric in March 2001 and was delivered on March 27, 2001.

Just down Interstate 5, I photographed another southbound freight train, with an unknown Union Pacific SD40-2 leading Union Pacific #9209, a 4,000-horsepower Dash 8-40C that was built by General Electric in September 1988.

Later that same day, I photographed the first southbound freight train again, with Union Pacific #5763 still leading. The second locomotive is Union Pacific #5250, a 4,400-horsepower ES44AC that was built by General Electric in February 2006 and was delivered on March 1, 2006. Union Pacific gives its ES44AC locomotives the designation C45ACCTE. The third locomotive is Union Pacific #5687, a 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE. It was built by General Electric in December 2004 and was delivered on December 29, 2004.

On June 21, 2006, I photographed this southbound Union Pacific freight train, led by an unknown Union Pacific 4,400-horsepower GE AC4400CW followed by a 4,000-horsepower EMD SD70M, two 4,000-horsepower GE Dash 8-40Cs and two 3,800-horsepower EMD SD60Ms.

On June 30, 2006, I photographed this southbound Union Pacific freight train with an unknown Union Pacific General Electric locomotive leading five additional units.

On July 3, 2006, I photographed this southbound Union Pacific freight train powered by at least five locomotives, one of which appears to be wearing the orange and green paint scheme of Burlington Northern Santa Fe.

On July 5, 2006, I photographed this northbound Union Pacific intermodal train with an unknown Union Pacific 4,300-horsepower EMD SD70ACe leading an unknown Union Pacific 4,000-horsepower EMD SD70M.

On July 7, 2006, I photographed this southbound Union Pacific freight train led by what appears to be Union Pacific #4506, which was a 4,000-horsepower SD70M assembled for the General Motors Locomotive Group by Bombardier in Mexico and was delivered on November 27, 2001.

On July 11, 2006, I photographed these two southbound Union Pacific freight trains. The closer train is led by an unknown Union Pacific 4,000-horsepower EMD SD70M. The second unit is Union Pacific (UPY) #2310, a 2000-horsepower GG20GE battery diesel hybrid locomotive that was built by Motive Power Industries using the frame of Union Pacific #262, a retired 3,000-horsepower B30-7A locomotive that was built by General Electric in March 1980 as Cotton Belt (SSW) #7776. The Cotton Belt was a subsidiary of the Southern Pacific. After the Southern Pacific merged into the Union Pacific on September 11, 1996, SSW #7776 became Union Pacific #262 on June 7, 1997. It was first retired on December 19, 2001, then permanently retired on February 28, 2005, for its frame to be used for UPY #2310, which was delivered on June 3, 2006. The third locomotive is Union Pacific #5768, a 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE. It was built by General Electric in March 2001 and was delivered on March 27, 2001. The fourth locomotive is Union Pacific #9752, a 4,400-horsepower Dash 9-44CW that was built by General Electric in January 1994 as Chicago & North Western #8648. After the Chicago & North Western was merged into the Union Pacific on April 24, 1995, this locomotive became Union Pacific #9752 on April 12, 2000.

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 March, 1997

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.

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.