Trains in Kalama, Washington, and Portland, Oregon, in December 2001

My dad, Cliff West, and I took these pictures in December 2001. First, we spotted this pair of lease units in Kalama, Washington, on our way to Portland, Oregon.

CEFX #113 is a 4,300-horsepower SD9043MAC that was built by the General Motors Locomotive Group and assembled at Super Steel Schenectady, Inc. in Schenectady, New York, in November 1999 for CIT Group/Capital Finance, Inc. for lease service.

CEFX #110 is also a 4,300-horsepower SD9043MAC that was built by the General Motors Locomotive Group and assembled at Super Steel Schenectady, Inc. in Schenectady, New York, in November 1999 for CIT Group/Capital Finance, Inc. for lease service.

We continued on to Union Pacific’s Albina Yard in Portland, Oregon, where we found another of these lease units among the Union Pacific locomotives.

Photo by Cliff West

CEFX #117 is a 4,300-horsepower SD9043MAC that was built by the General Motors Locomotive Group and assembled at Super Steel Schenectady, Inc. in Schenectady, New York, in December 1999 for CIT Group/Capital Finance, Inc. for lease service.

Photo by Cliff West

Photo by Cliff West

Photo by Cliff West

Union Pacific #1166 and #1198 are 1,500-horsepower SW1500s that were built by the Electro-Motive Division of General Motors as Southern Pacific #2597 & #2654 in October 1971 and May 1972 respectively. After the Southern Pacific was merged into the Union Pacific on September 11, 1996, they became Union Pacific #1166 on March 25, 1997, and Union Pacific #1198 on April 4, 1997.

Union Pacific #4593 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in April 2001.

Finally, as the sun began to set and the light began to disappear, a surprise revealed itself in the back of the engine terminal. Unfortunately for me, this was the last frame on the roll of film in my camera, but fortunately my dad was there to take his own pictures.

Photo by Cliff West

Union Pacific #4526 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in October 2001. Along with sister units #4527 and #4528, this was one of the first three Union Pacific locomotives to receive the large American flag decals and the new “Building America” slogan following the terrorist attacks of September 11, 2001.

Photo by Cliff West

The three units entered service on November 14, 2001, and were unveiled on November 16, 2001. At the time of this photo, they were still the only three “flag” units on the Union Pacific, making this surprise sighting an incredible stroke of luck. Additional “flag” units would begin to be delivered in January 2002, featuring a slightly different flag decal from that used on these first three units.

Trains in Vancouver ,Washington, in December 2001

I took these pictures at the Amtrak depot in Vancouver, Washington, on December 23, 2001, after arriving on the Portland Section of Amtrak’s westbound Empire Builder. Union Pacific #3161 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in February 1972.

 
Canadian Pacific #9124 is a 4,300-horsepower SD9043MAC that was built in December 1998 by General Motors Locomotive Group and assembled at Canadian Pacific’s Ogden Shops in Calgary, Alberta, Canada.

 
Canadian Pacific #5954 is a 3,000-horsepower SD40-2 that was built by the Diesel Division of General Motors of Canada, Ltd. In London, Ontario, in October 1980.

Canadian Pacific SD40-2F #9009 built by the Diesel Division of General Motors of Canada, Ltd. in 1988 in London, Ontario. It is one of only 25 built, all for Canadian Pacific. Nicknamed “red barns,” they were the only cowl-body diesels on the Canadian Pacific. They were built to SD40-2 specifications at Canadian Pacific’s request, despite the fact that regular SD40-2 production had ended several years earlier and competitor Canadian National had already purchased SD50Fs.

Amtrak Empire Builder at Minot, North Dakota, in December 2001

I took these pictures of Amtrak’s westbound Empire Builder during its service stop in Minot, North Dakota, on December 22, 2001.

Amtrak #150 is a 4,250-horsepower P42DC that was built by General Electric in March 2001.

Amtrak #148 is another 4,250-horsepower P42DC that was built by General Electric in February 2001.

Amtrak Baggage Car #1761 was originally built by Budd in 1953 as Atchison, Topeka & Santa Fe 48-Seat Coach #2860. After the formation of Amtrak in 1971 it became Amtrak #4872. It was converted to Head-End Power in June 1980 and was renumbered to Amtrak #4737. In October 1996 it was rebuilt into Amtrak Baggage-Mail Car #1719. In April 2000 it was converted to a mail-only configuration and renumbered as Amtrak #1761.

Trains in Vancouver and Portland in October 2001

Photo by Cliff West

This group of pictures was taken by my dad, Cliff West, in October of 2001 at the Amtrak depot in Vancouver, Washington, and at Union Pacific’s Albina Yard in Portland, Oregon. We begin in Vancouver with Burlington Northern #7807, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in June 1977 as Colorado & Southern #937. 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 in the Burlington Northern’s main numbering system in December 1978, and this locomotive became Colorado & Southern #7807. The Colorado & Southern was formally merged into the Burlington Northern on December 31, 1981, and this locomotive became Burlington Northern #7807. Following the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 22, 1995, this locomotive became Burlington Northern Santa Fe #7807.

Photo by Cliff West

These four Chicago & North Western 100-Ton 5,250-Cubic-Foot 4-Bay Covered Hoppers at the Great Western Malting Company at the Port of Vancouver are part of a group of 100 numbered #490000 to #490999 that were built by Thrall between September 1993 and April 1994. These were some of the last freight cars built for the Chicago & North Western, and they became much more common in the Pacific Northwest after the Chicago & North Western was merged into the Union Pacific on April 24, 1995.

Photo by Cliff West

Burlington Northern Santa Fe #7336 was originally built by General Motors Diesel, Ltd. in London, Ontario, in December 1968 as Canadian National #5075, a 3,000-horsepower SD40. It was retired in 1999 and was rebuilt by Alstom to an SD40-2 on October 5, 1999, and became Burlington Northern Santa Fe #7336, one of a group of 40 former Canadian National and Grand Trunk Western SD40s that became Burlington Northern Santa Fe #7300 to #7339.

Photo by Cliff West

Atchison, Topeka & Santa Fe #853 is a 4,000-horsepower Dash 8-40CW that was built by General Electric in October 1992.

Photo by Cliff West

It was still somewhat rare at this point to see older locomotives that had been repainted in Burlington Northern Santa Fe's "Heritage I" paint scheme, so here are some more pictures of Burlington Northern Santa Fe SD40-2 #7336.

Photo by Cliff West

The motive power consist for this freight train represented the 1995 merger of the Burlington Northern and the Atchison, Topeka & Santa Fe, with a BNSF-painted locomotive leading a locomotive in Burlington Northern's Cascade Green and a locomotive in Santa Fe's Blue & Yellow "Warbonnet."

Photo by Cliff West

It is interesting that despite being recently rebuilt for BNSF service in 1999, this unit did not have its headlight moved from the cab to the short hood following the Santa Fe's practice that BNSF continued.

Photo by Cliff West

Burlington Northern #7052 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in April 1978. Though this locomotive's BN paint scheme has not been modified yet, it has had its headlight moved from the cab to the short hood .

Photo by Cliff West

Moving on to Albina Yard in Portland, we see Union Pacific #5762, a 4,400-horsepower AC4400CW that was built by General Electric in March 2001. Union Pacific refers to this locomotive as a C44ACCTE, to make the model designation correspond to the form introduced by General Electric with the “Dash 7” line of 1977, and to indicate that this locomotive is equipped with General Electric’s “Controlled Tractive Effort” software, which limits maximum tractive effort when the locomotive is used as a distributed power unit in the middle or at the rear of a train.

Photo by Cliff West

Union Pacific #4011 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, and was delivered on July 31, 2000.

Photo by Cliff West

Southern Pacific #67342 is a O-100-7 Class 23,500-Gallon Tank Car built by American Car & Foundry at Milton, Pennsylvania, in early 1974, part of a group of 50 numbered #67300 to #67349.

Photo by Cliff West

Union Pacific #8725 is a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in December 1978 as Southern Pacific #8525. After the Southern Pacific was merged into the Union Pacific on September 11, 1996, this locomotive became Union Pacific #4455 on November 23, 1997. It was renumbered to Union Pacific #8725 on May 6, 2001.

Photo by Cliff West

Finally, Union Pacific #4203 is a 4,000-horsepower SD70M that was assembled by Bombardier Inc. in Sahagun, Mexico, for the General Motors Locomotive Group in August 2000.

Trains at Portland's Albina Yard in Spring 2001

Photo by Cliff West

This group of pictures were taken by my dad, Cliff West, while railfanning with Fred Anderson at Union Pacific's Albina Yard in Portland, Oregon, in the spring of 2001, I believe in the month of May. First we see a Union Pacific locomotive switching some Canadian Pacific covered hoppers featuring the beaver herald that was revived in 2007.

Photo by Cliff West

Union Pacific #1598 is a 1,500-horsepower GP15-1 that was built by the Electro-Motive Division of General Motors in July 1977 as Missouri Pacific #1598. It retained its original number after the Missouri Pacific was merged into the Union Pacific in 1982, and was repainted in Union Pacific colors on November 7, 1988.

Photo by Cliff West

Here is a Union Pacific freight train arriving at Albina Yard with four Union Pacific locomotives.

Photo by Cliff West

The lead locomotive is Union Pacific #4626, a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in April 2001. It was only about a month old when this picture was taken.

Photo by Cliff West

Also part of this locomotive consist, Union Pacific #4588 is another 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in February 2001.

Photo by Cliff West

Leading a departing freight train, Union Pacific #9054 is a 4,000-horsepower Dash 8-40C that was built by General Electric in August 1990 as Chicago & North Western #8532. Following the merger of the Chicago & North Western into the Union Pacific on April 25, 1995, this locomotive was renumbered and repainted for Union Pacific on December 5, 1995.

Photo by Cliff West

The last picture from this group shows the freight train led by Union Pacific #9054 departing the Albina Yard as another freight train led by two more Union Pacific 4,000-horsepower EMD SD70Ms arrives in the yard.

Trains in Vancouver, Washington, in February 2001

I took these pictures at the Amtrak depot in Vancouver, Washington, in February of 2001. First, leading a southbound freight train, is Union Pacific #9668, a 4,400-horsepower Dash 9-44CW that was built by General Electric in April 1994 as Chicago & North Western #8699. Following the merger of the C&NW into the Union Pacific on April 25, 1995, it became Union Pacific #9668 on June 16, 1995. This was the first former Chicago & North Western locomotive to be renumbered and repainted for Union Pacific. Since then, it had received an air conditioner from an unrepainted C&NW locomotive.

Parked in the diesel servicing area near the Amtrak depot, Burlington Northern #3128 is a 3,500-horsepower GP50 that was built by the Electro-Motive Division of General Motors in August 1985. Since the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 12, 1995, to form Burlington Northern Santa Fe, this locomotive has had its headlight lowered into the nose following Santa Fe practice.

Burlington Northern Santa Fe #4304 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in January 1999. Here it is arriving with an eastbound freight train bound for Portland with its nose door opened.

Naturally, after I took the picture, a member of the train crew closed the door.

The second unit in this consist was Atchison, Topeka & Santa Fe #630, a 4,400-horsepower Dash 9-44CW that was built by General Electric in February 1994.

Arriving with southbound Amtrak Cascades Train #753 is Amtrak Cascades NPCU #90250, a Non-Powered Cab Unit, or NPCU, which was rebuilt in February 2000 from Amtrak #250, a 3,000-horsepower F40PHR that was originally built by the Electro-Motive Division of General Motors in 1977 using parts from retired Amtrak SDP40F #560.

Bringing up the rear of Train #753 is Amtrak Cascades #468, a 3,200-horsepower F59PHI that was built in October 1998 by the Electro-Motive Division of General Motors with final assembly by Super Steel Schenectady of Schenectady, Pennsylvania.

Leading Amtrak's eastbound Train #28, the Portland section of the Empire Builder, is Amtrak #133, a 4,250-horsepower P42DC that was built by General Electric in December 2000.

This was one of Amtrak's newest locomotives, being only about 2 months old.

The Portland section of the Empire Builder had previously been pulled by a pair of 3,000-horsepower EMD F40PH locomotives, but a single P42DC could handle the train by itself.

This locomotive was painted in Amtrak's new Acela-inspired Phase V paint scheme. Amtrak #133 was one of the first to wear this scheme; the P42DCs began receiving it with #123.

Trains in Portland & Vancouver in August 2000

I took these pictures in August of 2000. First, at Union Pacific's Albina Yard in Portland, Oregon, is Union Pacific #9408, a 4,135-horsepower Dash 8-41CW that was built by General Electric in November 1990.

Here is a trio of Union Pacific 2,000-horsepower GP38-2s, which all have different histories. On the right is Union Pacific #2022, which was built new for Union Pacific by the Electro-Motive Division of General Motors in April 1974. On the left is Union Pacific #2171, which was built by the Electro-Motive Division of General Motors in January 1980 as Missouri Pacific #2171. After the Missouri Pacific was merged into the Southern Pacific in 1982, this locomotive became Union Pacific #2171 on October 8, 1993. Finally, in the center is Union Pacific #2530, which has a more complicated history that deserves a closer look.

Union Pacific #2530 was originally built by the Electro-Motive Division of General Motors in January 1966 as Illinois Central #3026, a 3,000-horsepower GP40 without dynamic brakes. On August 10, 1972, the Illinois Central merged with the Gulf, Mobile & Ohio to form the Illinois Central Gulf, and this locomotive became Illinois Central Gulf #3026. After being retired by ICG, the locomotive was acquired by Helm Financial Corporation, reconditioned with dynamic brakes added, and leased to Union Pacific, becoming Union Pacific #853 on May 26, 1989. In 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, becoming Union Pacific #2530 on August 20, 1998. When it 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.

Leading a northbound freight train fast the Amtrak depot in Vancouver, Washington, is Burlington Northern Santa Fe #2880, a GP39M that was originally built by the Electro-Motive Division of General Motors in December 1964 as Cotton Belt (St. Louis Southwestern) #767, a 2,500-horsepower GP35. After 1965 it was renumbered to Cotton Belt #6507. Retired on April 15, 1987, it was sold on August 16, 1988 to Wilson Rail Services, then resold later that month to Morrison-Knudsen of Boise, Idaho, who rebuilt it into 2,300-horsepower GP39M Burlington Northern #2880 on February 10, 1989. Following the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 22, 1995, this locomotive became Burlington Northern Santa Fe #2880 and was repainted into Burlington Northern Santa Fe's "Heritage I" paint scheme on May 9, 2000, and had its headlight lowered into the nose following Santa Fe practice.

Southern Pacific #8165 is a 4,380-horsepower Dash 9-44CW that was built by General Electric in October 1994.

Spliced between a Burlington Northern Santa Fe Dash 9-44CW and a former Atchison, Topeka & Santa Fe (now BNSF) SD45-2 are Burlington Northern #6845 & #8153, 3,000-horsepower SD40-2s that were built by the Electro-Motive Division of General Motors in July 1978 and July 1980, respectively. Burlington Northern #6845 was built as St. Louis-San Francisco (SLSF, also known as the Frisco) #955. The Frisco was merged into the Burlington Northern on November 21, 1980, and the locomotive became Burlington Northern #6845.

Leading a freight train from Portland to head east up the Columbia River Gorge, Burlington Northern Santa Fe #8022 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in March 1978. Following the merger of the Burlington Northern and the Atchison, Topeka & Santa Fe on September 22, 1995, this locomotive became Burlington Northern Santa Fe #8022 and was repainted into Burlington Northern Santa Fe's "Heritage I" paint scheme on December 21, 1998, and had its headlight lowered into the nose following Santa Fe practice.

The trailing unit in the freight train, Burlington Northern #7278 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in March 1980.