Portland & Western #3300 is a 3,300-horsepower SD40-3MR that was built by the Electro-Motive Division of General Motors in April 1968 as Colorado & Southern #880, a 3,000-horsepower SD40. Colorado & Southern was a subsidiary of the Chicago, Burlington & Quincy and its successor Burlington Northern, and its locomotives were painted in its parent’s colors, but they had their own numbering system. These locomotives began to be renumbered in the Burlington Northern’s main numbering system in September 1979, and this locomotive became Colorado & Southern #6340.
The Colorado & Southern was formally merged into the Burlington Northern on December 31, 1981, and this locomotive became Burlington Northern #6340. It was retired in February 1987 and sold back to the Electro-Motive Division of General Motors in April 1987. EMD added the locomotive to their lease fleet and it became EMDX #6340.
This 1,750-horsepower GP9 was built by the Electro-Motive Division of General Motors as Southern Pacific #5603 and was placed in service on June 27, 1954.
It was the last of a group of four GP9s numbered #5600-5603 that were built for secondary passenger service and featured steam generators, dual-station cab controls, plow pilots, large signal lights at each end, dynamic brakes, and fuel and water capacity of 800 gallons each. Originally equipped with 61:16 gearing, it was regeared to 60:17 between June 1960 and July 1961, and at some point the dynamic brakes were disconnected.
On February 26, 1975, it was upgraded at Southern Pacific’s Sacramento Shops to GP9E #3186, the first of Southern Pacific’s passenger GP9s to be upgraded. As part of the upgrading, the dual-station cab controls and dynamic braking were removed.
It remained in San Francisco-San Jose commute duties until Caltrain’s F40PH-2 locomotives were delivered in 1985, and then joined Southern Pacific’s many more common GP9s in freight service. It was retired on September 18, 1995, and sold to Progress Rail in Exeter, California, on January 31, 1996. It wound up as Nevada Industrial Switching Services #3186 at Apex, Nevada. In January 2000 it was sold to Joseph Transportation, Inc.
It ended up as Western Rail Incorporated (WRIX) #3186 and came to the Kalama Export Company in 2006. Still looking largely as it did in its final days with the Southern Pacific a decade earlier, it would soon be rebuilt with a chopped short hood and repainted.
I photographed the locomotives of this Burlington Northern Santa Fe freight train on April 22, 2006, from along the West Frontage Road in Kalama, Washington.
Burlington Northern Santa Fe #754 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in August 1997.
Burlington Northern Santa Fe #5275 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in August 2001.
Burlington Northern Santa Fe #4139 is a 4,400-horsepower Dash 9-44CW that was built by General Electric in October 2002.
Norfolk Southern #9140 is a 4,000-horsepower Dash 9-40CW that was built by General Electric in February 1998.
I took these train pictures on April 22, 2006.
I photographed this southbound Union Pacific freight train at the undercrossing of Portland Road NE in Salem, Oregon.
The lead locomotive is Union Pacific #4280.
This is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, and delivered on December 24, 2000.
The second locomotive is Union Pacific #9338, a 4,000-horsepower Dash 8-40C that was built by General Electric in February 1989.
The trailing locomotive is Union Pacific #5760.
This is a 4,400-horsepower AC4400CW that Union Pacific designates as a C44ACCTE.
I took these pictures from my car on Interstate 5 near Albany, Oregon. First, on April 11, 2006, I photographed this northbound Union Pacific freight train, with Union Pacific #4277 as the trailing locomotive. It is a 4,000-horsepower SD70M built by the General Motors Locomotive Group in London, Ontario, and delivered on December 20, 2000.
I took this photograph of a southbound Union Pacific freight train on April 14, 2006. The lead locomotive is Union Pacific #3926, a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario in March 2003, and was delivered on April 26, 2003. The second locomotive is Union Pacific #4426, another 4,000-horsepower SD70M that was assembled for the General Motors Locomotive Group by Bombardier in Mexico and was delivered on July 22, 2001. The trailing locomotive appears to be a Union Pacific 4,400-horsepower Dash 9-44CW that was built by General Electric, but I can’t make out the road number.
On April 18, 2006, I photographed Amtrak’s southbound Coast Starlight, powered by 4,250-horsepower P42DCs #118 & #113, which were built by General Electric in September & August 1997.
Finally, on April 20, 2006, I photographed this southbound Union Pacific freight train, led by Union Pacific #4522, a 4,000-horsepower SD70M that was assembled for the General Motors Locomotive Group by Bombardier in Mexico and was delivered on December 12, 2001. The second locomotive is CSX #7858, a 4,000-horsepower Dash 8-40CW that was built by General Electric in January 1993.
Albany & Eastern #2002 was built by the Electro-Motive Division of General Motors in February 1970 as Illinois Central #9511, one of an order of 20 2,000-horsepower GP38AC locomotives.
In 1972, the Illinois Central merged with the Gulf, Mobile & Ohio to become the Illinois Central Gulf, and the locomotive became Illinois Central Gulf #9511. After their original 15-year lease expired, this was one of 18 of the 20 to be leased to the Missouri-Kansas-Texas in 1985, and it became MKT #335.
The Missouri-Kansas-Texas was acquired by the Union Pacific, and the locomotive became Union Pacific #1992 on March 6, 1991. After the MKT lease expired, Union Pacific purchased it on October 23, 1996. It was renumbered to Union Pacific #1792 on July 25, 1998.
It was assigned Union Pacific #292 in December 1999, but was retired by Union Pacific on May 25, 2001, before being renumbered. In 2002 it came to the Albany & Eastern as GP38-3 #2002.
