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.

Riding the Westbound Empire Builder through Minnesota & North Dakota

On July 31, 1999, I was riding Amtrak's westbound Empire Builder from Milwaukee, Wisconsin, to Vancouver, Washington. This train was running very late, (we were actually taken from Milwaukee to Midway Station in St. Paul by bus) but it did allow me to see some scenes that the train normally passed in darkness, such as Burlington Northern Santa Fe's yard in Dilworth, Minnesota, just east of Fargo, North Dakota. Parked here with some passenger cars was Atchison, Topeka & Santa Fe #119, a 3,800-horsepower GP60M that was built by the General Motors Locomotive Group in London, Ontario, in June 1990.

Burlington Northern #1532 was originally built by the Electro-Motive Division of General Motors in April 1956 as Great Northern 684, a 1,750-horsepower GP9. After the Great Northern was merged into the Burlington Northern, it became Burlington Northern #1836 It was retired on June 15, 1992, and was sent to Morrison-Knudsen in Boise, Idaho, on September 25, 1992, to be rebuilt as an 1,800-horsepower GP28M, with its 567C prime mover fitted with a 645C upgrade kit, a new control stand, dynamic brakes, a Dash 2 electrical system, an AR10E1 alternator, a centralized air filtration system, and a GP38-2-style carbody with a GP50 cab. It was completed on January 10, 1993, as Burlington Northern #1532.

Burlington Northern Santa Fe #2278 is a 2,000-horsepower GP38-2 that was originally built by the Electro-Motive Division of General Motors in July 1973 as St. Louis-San Francisco (also known as the Frisco) #423. The Frisco was merged into the Burlington Northern in 1980, and this locomotive became Burlington Northern #2278. It retained its number through the September 22, 1995 merger of the Burlington Northern and the Atchison, Topeka & Santa Fe, being repainted into Burlington Northern Santa Fe's "Heritage I" paint scheme on June 22, 1998. In addition to being repainted, it has also had its headlight moved into the nose following Santa Fe practice.

The westbound Empire Builder was scheduled to make its station stop in Fargo, North Dakota, at 3:44 AM, but it was well after sunrise when I photographed Burlington Northern Santa Fe #4877, a 4,400-horsepower Dash 9-44CW that was built by General Electric in September 1998, from the train as it passed through Fargo.

Pictured in Minot, North Dakota, Burlington Northern Santa Fe #1067 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in November 1996. The westbound Empire Builder was normally scheduled to pass through Minot in daylight, making a service stop there in the morning from 8:36 to 8:56, but the sun was high in the sky by the time this train got there.

Burlington Northern #6227 is a 1,750-horsepower SD9 that was originally built by the Electro-Motive Division of General Motors in April 1959 as Colorado & Southern #832, The Colorado & Southern was a subsidiary of the Chicago, Burlington & Quincy, and after the CB&Q was merged into the Burlington Northern in March 1970, Colorado & Southern locomotives retained their numbers and reporting marks. These locomotives began to be renumbered into Burlington Northern's main numbering system in December 1978, and this locomotive became Colorado & Southern #6227 and finally Burlington Northern #6227. It was still in service in Minot after the Burlington Northern Santa Fe merger.

Burlington Northern Santa Fe #4993 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in December 1998. It is pictured here at the engine terminal in Minot, North Dakota.

Just west of Minot, the Empire Builder crosses one of the largest trestles on its route. The Gassman Coulee Trestle is a steel girder trestle that was built in 1899, replacing a wooden trestle that was blown down by a tornado. It is 1,792 feet long and 117 feet high. This is a view from the trestle.

The Gassman Coulee Trestle crosses over County Road 12W near the intersection with 62nd Street SW, as seen here in another view from the trestle.

Here is another view from the Gassman Coulee Trestle. This low area is aptly named Trestle Valley.

Here is another view of the scenery west of Minot.

The westbound Empire Builder was scheduled to stop at Williston, North Dakota, at 11:03 AM, but the evening light was already starting to fade when I photographed Great Northern O-1 Class 2-8-2 #3059 from the train during the Williston station stop. The Great Northern had a total of 145 O-1 Class 2-8-2 Mikados built by the Baldwin Locomotive Works in four groups between August 1911 and February 1919, and the last of them were retired in April 1958. Built in February 1913, #3059 was one of the last 15 in operation when it was retired in December 1957, and is the only survivor. It was donated to the City of Williston and placed on display in Railroad Park on August 2, 1958.

Special Train in Rainier, Oregon, on May 16, 1999

On April 29, 1999, the Portland & Western Railroad reopened its Astoria Line to Astoria, Oregon, after clearing a landslide that had cut off rail service to Astoria in February 1996. To celebrate the reopening of the line, Portland & Western operated a special train to Astoria on May 15, 1999, carrying a number of elected officials.

On May 16, the locomotive was operated to the very end of the line at the Port of Astoria, where an impromptu ceremony was held. This was the 101st anniversary of the first train to operate from Astoria to Portland. The special train then returned to Portland. These pictures are of the return trip as it passed through Rainier, Oregon.

The locomotive that was used for this train was Portland & Western SD9R #1851, Hillsboro. It was originally built by the Electro-Motive Division of General Motors in April 1954 as Southern Pacific #5360. In 1965 it was renumbered to #3819. On January 11, 1971, it was upgraded at Southern Pacific's Sacramento General Shops as SD9R #4326. It was retired by Southern Pacific on February 12, 1993, and was sold to the Willamette & Pacific on April 4, 1994, where it became #1851. It was transferred to the Portland & Western in May 1995.

The train consisted of only two cars, one of which was Business Car Casper Mountain, which was originally built by Pullman in 1924 as Atchison, Topeka & Santa Fe Business Car #35. It was originally assigned to the Assistant General Manager of the Eastern Lines. It was reassigned to the General Manager of the Gulf Lines in 1966. It was renumbered to #57 in 1973. It was retired in 1980 and sold to a private owner. It was restored to its original number#35 and named Louisa. It was sold again and renamed Casper Mountain. It carries the road name Wyoming & Pacific on the letterboard, but this railroad does not exist; it was merely a reference to the owner's home state, though at this point I believe it had been purchased by the Portland & Western. Its official reporting mark and number is PPCX #800182.

The other car in the train was Willamette & Pacific Baggage Car #1119, which hosted a historic photo exhibit and an Operation Lifesaver display. The ribbed sides and porthole windows in the baggage doors clearly identify this car as having been built by the Chicago, Milwaukee, St. Paul & Pacific Railroad. If #1119 is its original Milwaukee Road number, it would have been built in 1934, and would have been renumbered to #1128 around 1965.

Astoria Line Excursion in August 1998

On the weekend of August 22nd and 23rd of 1998, the Pacific Railroad Preservation Association's Spokane, Portland & Seattle E-1 Class 4-8-4 #700 was scheduled to pull a series of excursion trains on the Portland & Western Railroad's Astoria Line from Linnton to Saint Helens and back. My dad and I heard about the excursions and went to photograph one of the trips on Sunday the 23rd. When we got to Linnton, we learned that before the first excursion departed on Saturday, the steam locomotive broke down (it turned out to be a bent radius rod), requiring the excursion trains to be pulled by diesel locomotives while the steam locomotive remained in Linnton under a blue tarp.

One of the locomotives that was drafted into service was Portland & Western SD9R #1851, Hillsboro. It was originally built by the Electro-Motive Division of General Motors in April 1954 as Southern Pacific #5360. In 1965 it was renumbered to #3819. On January 11, 1971, it was upgraded at Southern Pacific's Sacramento General Shops as SD9R #4326. It was retired by Southern Pacific on February 12, 1993, and was sold to the Willamette & Pacific on April 4, 1994, where it became #1851. It was transferred to the Portland & Western in May 1995.

The other diesel locomotive was Willamette & Pacific #2317, Tigard, a 2,300-horsepower GP39-2 that was built by the Electro-Motive Division of General Motors in 1974 as Atchison, Topeka & Santa Fe #3616. It is one of a group of 17 GP39-2s Willamette & Pacific acquired from the Santa Fe in 1993.

Two private passenger cars were parked in Linnton but were not part of the excursion train. One of these was Nicolet Scenic Railroad NBNR 8150 Running Crane Lake, a Lounge-Diner-Coffee Shop Car that was originally built by American Car & Foundry in 1951 as Great Northern Railway #1241 Running Crane Lake for the Empire Builder between Chicago and Seattle. This was one of six such cars, which were referred to as "Ranch" cars on the Great Northern, and featured Western-themed interiors. The car retained its GN number when the Great Northern was merged into the Burlington Northern on March 2, 1970. After the creation of Amtrak on May 1, 1971, the car became Amtrak #8150 in 1972. After being retired by Amtrak, the car ended up on the Nicolet Badger Northern Railroad in Wisconsin, and was used in an excursion service called the Nicolet Scenic Railroad. The Nicolet Badger Northern Railroad shut down in 1994, and this car was acquired by a private owner.

The other private car parked in Linnton was Business Car Casper Mountain, which was originally built by Pullman in 1924 as Atchison, Topeka & Santa Fe Business Car #35. It was originally assigned to the Assistant General Manager of the Eastern Lines. It was reassigned to the General Manager of the Gulf Lines in 1966. It was renumbered to #57 in 1973. It was retired in 1980 and sold to a private owner. It was restored to its original number#35 and named Louisa. It was sold again and renamed Casper Mountain. It carries the road name Wyoming & Pacific on the letterboard, but this railroad does not exist; it is merely a reference to the owner's home state. Its official reporting mark and number is PPCX #800182.

Even though the excursion train was pulled by diesels instead of the steam locomotive, we chased it for part of its westbound trip anyway. Here is the train pictured along NW Marina Way in Linnton, shortly after departure.

Here is the excursion train at Holbrook, Oregon. The train was traveling very slowly, making it easy to get ahead of it on the parallel U.S. Highway 30.

Here is a picture of the excursion train from a point along Highway 30.

Finally, here is the excursion train approaching Lower Rocky Point Road near Scappoose, Oregon. After this, we gave up on the chase and headed home.

Railfanning at Interbay Yard in Seattle in 1994

While visiting Seattle in early June of 1994, my dad and I visited Burlington Northern's Interbay Yard. In those days, a man and his 12-year-old son could freely wander around Interbay as long as they stopped in the office to sign waivers, borrow hard hats, and promise not to go in the inspection pits. (Note: This is NOT the case today.) Originally a Great Northern facility, Interbay was Burlington Northern's main engine terminal on the west coast, and is still used today by the BNSF Railway.

Burlington Northern #2834 was the first locomotive I photographed here. It was originally built by the Electro-Motive Division of General Motors in October 1962 as Union Pacific GP30 #874. It was originally powered by a 2,250-horsepower turbocharged 16-cylinder 567 engine. It was retired by Union Pacific in 1989 and sold to a dealer, who traded it to Burlington Northern. It was rebuilt by Morrison-Knudsen in Boise, Idaho, in April 1990 as a 2,300-horsepower GP39M.

In the yard across the turntable sat a Burlington Northern crane. I believe this is Burlington Northern D-258, a 250-ton crane that was built by Bucyrus-Erie in August 1944 as Chicago, Burlington & Quincy #204376 and was originally assigned to Galesburg, Illinois. After the CB&Q was merged into Burlington Northern in March 1970, it became Burlington Northern S-258. It was converted from steam to diesel power sometime in the 1980s and was renumbered to D-258. It was typically accompanied by Burlington Northern boom car #966026.

Burlington Northern #6198 is a 1,750-horsepower SD9 that was originally built by the Electro-Motive Division of General Motors in September 1957 as Chicago, Burlington & Quincy #451. After the CB&Q was merged into Burlington Northern in March 1970, it became Burlington Northern #6198.

Burlington Northern #6142 is a 1,750-horsepower SD9 that was originally built by the Electro-Motive Division of General Motors in March 1954 as Chicago, Burlington & Quincy #340. After the CB&Q was merged into Burlington Northern in March 1970, it became Burlington Northern #6142. Note that it has white diagonal stripes on the end of the long hood.

Montana Rail Link #360 is a 3,600-horsepower SD45 that was originally built by the Electro-Motive Division of General Motors in June 1971 as Burlington Northern #6513. It was retired in June 1986, and was sold to the New York, Susquehanna & Western in January 1987, becoming NYSW #3624. It was later sold to Montana Rail Link where it operated for a time in Susquehanna colors as seen here.

CSX Transportation #5866 is a B36-7 that was originally built by General Electric in 1985 as Seaboard System #5866. When the Seaboard System merged with the Chessie System to form CSX in 1986, it kept its original number, becoming CSX #5866.

Grand Trunk Western #5917 is a 3,000-horsepower SD40 that was built by the Electro-Motive Division of General Motors in January 1970.

Here is another picture of Burlington Northern SD9 #6142. This picture shows that it has diagonal white stripes on the end of the short hood, as well as on the end of the long-hood as seen in the other picture. Burlington Northern typically only painted the white diagonal stripes on the front end of its locomotives, which in this case would have been the short hood, but on some locomotives that were operated in both directions in branch line service, the stripes were painted on both ends for improved visibility at grade crossings. This idea was apparently suggested by a Burlington Northern locomotive engineer in 1973.

Riding the Interbay turntable is Burlington Northern #7813, a 3,000-horsepower SD40-2 that was originally built by the Electro-Motive Division of General Motors in June 1977 as Colorado & Southern #943. Colorado & Southern was a subsidiary of Burlington Northern, and its locomotives were painted in Burlington Northern colors, but they had their own numbering system. These locomotives began to be renumbered into the Burlington Northern's main numbering system in December 1978, and this locomotive became Burlington Northern #7813.

Photo by Cliff West

Meanwhile, parked with its nose in one of the roundhouse stalls is Burlington Northern #2286, a 2,000-horsepower GP38-2 that was originally built by the Electro-Motive Division of General Motors in August 1974 as St. Louis-San Francisco (SLSF, also known as the Frisco) #431. The Frisco was merged into the Burlington Northern in 1980.

Photo by Cliff West

Burlington Northern SD40-2 #7813 is pushed off the turntable and into one of the stalls of the Interbay roundhouse for maintenance.

Serving as the Interbay shop switcher is Burlington Northern SW12 #193, which had the honor of pushing SD40-2 #7813 into its roundhouse stall.

Photo by Cliff West

Burlington Northern #193 is a 1,200-horsepower SW1200 that was originally built by the Electro-Motive Division of General Motors in April 1956 as Northern Pacific #134. After Northern Pacific was merged into Burlington Northern in March 1970, it became Burlington Northern #193 and was classified as an SW12.

Rotary Snowplows for the mountain passes of the Washington Cascades are maintained at Interbay. Rotary Snowplow #972561 was originally built by American Locomotive Company's Brooks Works in November 1927 as Great Northern X-1510. It was converted from steam to electric power in 1961. After Great Northern was merged into Burlington Northern in March 1970, it became Burlington Northern #972561.

Photo by Cliff West

The rotary snowplow cannot operate by itself. The electric motors that power the blade need a power supply. The power supply comes from another locomotive that is coupled to it. Originally, any available locomotive was used, but eventually retired locomotives were converted into dedicated Rotary Snowplow Power Plants.

Photo by Cliff West

The diesel engine of the Rotary Snowplow Power Plant is used to supply power to the electric motors in the rotary snowplow. The Rotary Snowplow Power Plant no longer has traction motors, so additional locomotives are required to move the rotary snowplow along the track.

Photo by Cliff West

Burlington Northern #972577 is a Rotary Snowplow Power Plant that was originally built by the Electro-Motive Division of General Motors in March 1956 as 1,750-horsepower F9B Northern Pacific #7013C. It was renumbered to #6705B, then became Burlington Northern #9811, and finally Burlington Northern #777. It was retired in June 1982, and was subsequently rebuilt as a Rotary Snowplow Power Plant.

Photo by Cliff West

Here is another picture of Burlington Northern SD40-2 #7813 inside the Interbay roundhouse. Yes, we walked through the roundhouse, and nobody questioned it. Also in the roundhouse was another high-hood SD9 that had been repainted in the "white face" paint scheme, but its nose was so close to the back wall of the roundhouse that a picture wasn't possible.