Willamette & Pacific GP9R #1803 "Sherwood" in Rainier, Oregon, in June 1998

Admittedly, this is not a very good picture, but this is Willamette & Pacific GP9R #1803 Sherwood in Rainier, Oregon, in June 1998. This was the largest locomotive to run through Rainier since Portland & Western had taken over the line from Burlington Northern Santa Fe a year earlier. This locomotive was originally built by the Electro-Motive Division of General Motors in January 1957 as Southern Pacific GP9 #5739. In Southern Pacific's system-wide renumbering of 1965 it became Southern Pacific #3579. On June 29, 1976, it was rebuilt at Southern Pacific's Sacramento Shops to a GP9R and was renumbered to Southern Pacific #3790. It retained its original 1,750-horsepower rating after the rebuilding. Southern Pacific retired the locomotive in March 1987, and it was sold on March 13, 1987 to the Louisiana & Delta (another railroad owned by Genesee & Wyoming like the Willamette & Pacific and the Portland & Western) where it was renumbered to #1752. In 1994, it was transferred to the Willamette & Pacific, becoming #1803.

Railfanning in Vancouver, Washington, in June 1998

I took these pictures at the Amtrak depot in Vancouver, Washington, in late June of 1998. First is a northbound freight train led by Union Pacific #9416, a 4,135-horsepower Dash 8-41CW that was built by General Electric in November 1990.

Following with another northbound freight train, Union Pacific #9272 is a 4,000-horsepower Dash 8-40C that was built by General Electric in November 1988.

Arriving with a westbound freight train from the Columbia River Gorge bound for Portland, Burlington Northern Santa Fe #713 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in June 1997. This was one of the first locomotives to be delivered in Santa Fe's "Warbonnet" colors, but with small "BNSF" lettering on the sides. The lettering in the "cigar band" on the nose still reads "Santa Fe." Locomotives in "Warbonnet" paint were still fairly rare in the Pacific Northwest, but the trailing unit was even more interesting.

Illinois Central #6101 is a 3,000-horsepower SD40-2 that was originally built by the Electro-Motive Division of General Motors in February 1976 as Burlington Northern #6709 under a 15-year lease agreement. This is one of 44 SD40-2s that Burlington Northern chose not to purchase when the lease ended, and it was retired in March 1991 and returned to the lessor. These 44 locomotives ended up going to the Illinois Central and having their dynamic brakes removed. The former Burlington Northern #6709 became Illinois Central #6101. 

Finally, arriving in Vancouver with northbound train #752 and the Talgo Pendular 200 equipment is Amtrak #369, a 3,000-horsepower F40PHR that was built by the Electro-Motive Division of General Motors in June 1981 using parts from retired Amtrak SDP40F #538.

Railfanning in Vancouver & Skamania on April 26, 1998

On April 26, 1998, my dad and I went railfanning with his friend Fred Anderson. We started out at the Amtrak depot in Vancouver, Washington. We soon saw some interesting light motive power pass through.

LRCX SF30C #9529 was originally a 3,600-horsepower U36C that was built by General Electric in June 1972 as Atchison, Topeka & Santa Fe #8702. In February 1986 it was rebuilt by the Santa Fe's shops in Cleburne, Texas as a 3,000-horsepower SF30C and renumbered to #9529. It was sold to Livingston Rebuild Center Inc. on August 6, 1997, becoming LRCX #9529.

On the other leg of the wye came a northbound Union Pacific freight train. Union Pacific #9730 is a 4,380-horsepower Dash 9-44CW that was built by General Electric in August 1994.

Another light power move soon followed. Burlington Northern GP39E #2902 was originally built by the Electro-Motive Division of General Motors in April 1965 as Great Northern GP35 #3039. It was originally powered by a 2,500-horsepower turbocharged 567 engine. After the Great Northern was merged into Burlington Northern on March 2, 1970, it became Burlington Northern #2522. In June 1990 it was rebuilt by the Electro-Motive Division of General Motors as 2,300-horsepower GP39E Burlington Northern #2902.

Burlington Northern #2279 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 (SLSF, also known as the Frisco) #424. The Frisco was merged into the Burlington Northern in 1980, and this locomotive was renumbered as Burlington Northern #2279. It still has a notch in its nose where the Frisco's oscillating warning light was mounted.

We left Vancouver and went down the Washington side of the Columbia River Gorge to Skamania, Washington. Leading a westbound freight train, Montana Rail Link #325 was originally a 3,600-horsepower SD45 that was built by the Electro-Motive Division of General Motors in December 1968 as St. Louis Southwestern (SSW, also known as the Cotton Belt) #9064. The Cotton Belt was a Subsidiary of the Southern Pacific, and on September 23, 1985, this locomotive was upgraded at Southern Pacific's Sacramento Shops to an SD45R and became Southern Pacific #7554. Following the merger of the Southern Pacific into the Union Pacific, in January 1997 this locomotive was sold via Coast Engine & Equipment Company of Tacoma, Washington, to Montana Rail Link, where it was classified as an SD45-2 and became #325.

The second locomotive in this consist was Burlington Northern Santa Fe #1004, a 4,400-horsepower Dash 9-44CW that was built by General Electric in October 1996.

The last unit was EMDX #6043, a 3,000-horsepower SD40-2 that was originally built by the Electro-Motive Division of General Motors in December 1973 as Chicago, Rock Island & Pacific #4793 under a lease agreement. The Rock Island shut down on March 31, 1980, and in June 1980, the locomotive's lease was by the Illinois Central Gulf, and it become ICG #6043. Following the end of the lease period, it was returned to EMD, equipped with dynamic brakes (which it never had before) and added to the Electro-Motive Leasing fleet, becoming EMDX #6043 in January 1989.

Next came an eastbound freight train led by LMX #8547, a 3,900-horsepower B39-8E that was built by General Electric in October 1987. This is one of a group of 100 identical locomotives that were built for lease to Burlington Northern under a "power by the hour" arrangement, in which Burlington Northern payed only for the kilowatt-hours the locomotives produce, plus a base monthly charge. Under the agreement, General Electric handled the maintenance of the locomotives in Lincoln, Nebraska, using Burlington Northern union personnel under GE supervision. This train consisted of empty intermodal well cars, some of which had just come from Gunderson in Portland, Oregon, and were so fresh from the factory that we could smell the paint as they passed by.

We returned to Vancouver, where we saw Atchison, Topeka & Santa Fe #136, a 3,800-horsepower GP60M that was built by the General Motors Locomotive Group in London, Ontario, in July 1990. Santa Fe's "Super Fleet" locomotives were still rare in the Pacific Northwest, and the GP60Ms were especially rare.

A southbound intermodal train arrived, led by Union Pacific #9222, a 4,000-horsepower Dash 8-40C that was built by General Electric in September 1988.

The second unit of this train was Denver & Rio Grande Western #5358, a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in July 1975.

This train came to a stop in front of the Vancouver depot, allowing for more opportunities for photographs. Rio Grande tunnel motors still weren't very common in the Pacific Northwest.

Union Pacific #9222 still looked pretty sharp considering it was just a few months from its 10th birthday.

A northbound freight train arrived, led by Union Pacific #8104, a 4,300-horsepower SD9043AC that was built by the General Motors Locomotive Group in London, Ontario, in March 1997.

The second unit was Union Pacific #8103, another 4,300-horsepower SD9043AC that was built by the General Motors Locomotive Group in London, Ontario, in March 1997.

This train also came to a stop in front of the Vancouver depot. These were the first SD90s I had seen, so I took the opportunity to take several photographs of these sequentially numbered twins, despite the fading daylight.

The SD90MAC was intended to be powered by a 6,000-horsepower 16-cylinder 265H four-stroke diesel engine, but there were problems in this new engine's development. Union Pacific purchased SD90MACs with the proven 4,300-horsepower 16-cylinder 710G3C two-stroke diesel engine, intending to replace the 710G3C engines with the 265H when the new engines were ready.

Union Pacific designated these locomotives SD9043AC, while the EMD designation was simply SD90MAC. The SD90s that were built with the 265H engine were called SD90MAC-H by EMD, but Union Pacific designated them SD90AC. Ultimately, the 265H engine would be deemed a failure, and the SD9043ACs would keep their 710G3C engines and remain in service longer then their more powerful 265H-powered sisters.

Willamette & Pacific #1801 in St. Helens, Oregon, in Fall 1997

Photo by Cliff West

In the fall of 1997, the Portland & Western Railroad assigned Willamette & Pacific GP9R #1801 to work on the Astoria Line between St. Helens and Wauna, Oregon. This locomotive was notable for being painted in Southern Pacific's "Black Widow" paint scheme from the 1950s, but with "Willamette & Pacific" lettering. Somehow, my dad got advance notice, and went to St. Helens to photograph it. I had other plans, but I gave him my camera so he could take some pictures for me.

Photo by Cliff West

Built by the Electro-Motive Division of General Motors in April 1959 as Southern Pacific GP9 #5830. (Interestingly, this locomotive was delivered after Southern Pacific had changed its locomotive paint scheme to Lark Dark Grey and Scarlet, and thus never wore the "Black Widow" colors while owned by Southern Pacific.) In Southern Pacific's system-wide renumbering of 1965 it became Southern Pacific #3693. On September 14, 1977, it was rebuilt at Southern Pacific's Sacramento Shops to a GP9R, and was renumbered to Southern Pacific #3855. It retained its original 1,750-horsepower rating after the rebuilding.

Photo by Cliff West

Southern Pacific retired the locomotive on December 10, 1992, and it was sold to Willamette & Pacific on May 14, 1993. It was painted in the "Black Widow" colors in November 1993.

Portland & Western #1202 in Rainier, Oregon, in Summer 1997

On July 12, 1997, the Portland & Western Railroad, a subsidiary of Genesee & Wyoming Inc., purchased Burlington Northern Santa Fe's 91.7-mile rail line from Willbridge Junction in Portland, Oregon, to Tongue Point, near Astoria, Oregon (the line from Tongue Point to Astoria had already been sold to the City of Astoria.) In late July, or, more likely, August, of 1997, I photographed this returning eastbound train in Rainier, Oregon, with what I believe is the first locomotive to run through Rainier in full Portland & Western colors. I don't remember if this was actually its first trip, but it might have been.

The locomotive was Portland & Western #1202. It was originally built by the Electro-Motive Division of General Motors in October 1953 as a 1,200-horsepower SW9 for the Pittsburg & Shawmut Railroad. It was originally numbered #233, but was renumbered to #1774 and named "Ben Franklin" for America's bicentennial in 1976. Genesee & Wyoming Inc. purchased the Pittsburg & Shawmut on April 29, 1996, and this is one of four P&S locomotives subsequently transferred to the G&W's Oregon operations, and classified as a SW1200R. It was named "St. Helens" after St. Helens, Oregon, the city where most of the Astoria line's remaining business came from.

Railfanning in Summer 1997

I took these pictures in the summer of 1998, in either late July, or, more likely, August.

First, arriving in Vancouver, Washington, with a southbound passenger train, is Amtrak #340, a 3,000-horsepower F40PH that was built by the Electro-Motive Division of General Motors in October 1980.

Behind Amtrak #340 is the Talgo Pendular 200 Demonstrator trainset operating as Amtrak's Train #753, the Mount Adams.

Parked in Vancouver is Atchison, Topeka & Santa Fe GP35u #2916. It was originally built by the Electro-Motive Division of General Motors in August 1965 as Atchison, Topeka & Santa Fe GP35 #1416, and was renumbered in 1970 to #3416. In September 1983 it was rebuilt as GP35u #2916. Through it all it retained its 2,500-horsepower rating. Even though it had been almost two years since the Burlington Northern Santa Fe merger, blue and yellow Santa Fe locomotives were still rare in the Pacific Northwest.

A northbound Union Pacific freight train passed through Vancouver, led by Southern Pacific #9800, a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in June 1994.

At Union Pacific's Albina Yard in Portland, Oregon, I found Union Pacific #B4275, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in May 1979 as Missouri Pacific #3275. After the Missouri Pacific was merged into the Union Pacific in 1982, the locomotive became Union Pacific #4275 on October 10, 1986. On November 7, 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.

There were other locomotives at Albina as well, but I didn't get good pictures of them.

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.