Railfanning in Portland, Oregon, on July 13, 1997

On July 13, 1997, my dad and I were railfanning with his friend Fred Anderson. After taking pictures of trains in Vancouver, Washington, we crossed the Columbia River to check out Union Pacific's Albina Yard in Portland, Oregon.

One of the locomotives at Albina was Union Pacific #2378, a 2,300-horsepower GP39-2 that was built by the Electro-Motive Division of General Motors in April 1984 as Missouri-Kansas-Texas #379. MKT 360-379 were built after normal GP39-2 production had ended and as a result have GP49 carbodies, including the large radiator intake screens. The MKT was purchased by the Union Pacific in 1988, and this locomotive was renumbered to Union Pacific #2378 on December 29, 1989. 

A pair of Southern Pacific Tunnel Motors moved through the yard.

Southern Pacific #8244 is a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in April 1980.

Southern Pacific #8265 is a 3,000-horsepower SD40T-2 that was built by the Electro-Motive Division of General Motors in May 1980.

Both of these locomotives were now Union Pacific property, as the Southern Pacific had been merged into the Union Pacific in 1996.

Another Southern Pacific locomotive at Albina Yard was Southern Pacific #2623, a 1,500-horsepower SW1500 that was built by the Electro-Motive Division of General Motors in April 1972.

We ended up heading back to Vancouver for more railfanning, as will be seen in the next post.

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.

4449 at Cook in 1997

On June 7th and 8th of 1997, Southern Pacific Daylight GS-4 #4449 made a pair of excursion trips over the Burlington Northern Santa Fe Railway from Portland, Oregon, to Wishram, Washington, and back. This was in preparation for a two-day excursion from Portland to Yakima, Washington, and back on the following weekend. My dad and I chased the June 7th excursion to Wishram and back.

After leaving Wishram, we waited for #4449 near Cook, Washington. While we waited, I snapped this picture of Washington State Highway 14. I think this was either the last frame on the last roll of film or the first frame on the next one, and I didn't want to risk losing a picture I cared about.

Before #4449 arrived with the westbound excursion train, the eastbound Portland section of Amtrak's Empire Builder passed through, led by Amtrak #10, a 4,250-horsepower P42DC that was built by General Electric in September 1996.

As I recall, we were the first railfans to arrive at this spot, but as we waited, more and more began to show up, heralding 4449's eminent arrival. Finally, the signals turned red, and 4449 appeared around the curve in the distance.

Just like on the eastbound trip, the excursion train was moving fast, and pictures had to be snapped quickly.

I managed three pictures before the train raced by. The more determined railfans quickly hurried off in pursuit, though we determined there was little hope in catching up to the train again.

On our way home, we paused to photograph this BNSF freight train led by three 4,400-horsepower General Electric Dash 9-44CWs crossing the Wind River Bridge at Home Valley, Washington.

NRM Observation Car #2955 "James J. Gilmore"

Pictured in Wishram, Washington, in the consist of an excursion train with Southern Pacific Daylight GS-4 #4449, Southern Pacific streamlined Parlor/Lounge Observation Car #2955 was built by the Pullman-Standard Company in July 1941 for use on the Morning Daylight between Los Angeles & San Francisco, the same service #4449 was used in, and #4449 almost certainly pulled #2955 at some point in regular service. In July 1949, #2955 was transferred to the Shasta Daylight between Oakland and Portland. It was converted to a 72-seat coach in 1960. Most of #2955's sister cars were rebuilt into full-dome cars by Southern Pacific's Sacramento Shops; #2955 is one of only two to remain as round-end cars. 

After Southern Pacific retired it, the car was acquired by the Stockton Terminal & Eastern Railroad and ended up being heavily vandalized. The car was acquired by the Northwest Rail Museum of Portland in 1988 and restored to its original Daylight colors. It is named James J. Gilmore after a volunteer who worked on the car but passed away before having the opportunity to enjoy it in excursion service. It is the only former Southern Pacific round-end observation car remaining in service. 

NRM Coach #2202

Pictured in Wishram, Washington, in the consist of an excursion train with Southern Pacific Daylight GS-4 #4449, Lightweight Coach #2202 was originally built by Pullman-Standard in February-March 1937 as Southern Pacific #2401. It and its sister car, #2400, were built for the original Daylight between Los Angeles and San Francisco. These two cars featured revenue seating for 48 passengers and a 5-seat smoking lounge. In June 1939, coaches #2400 & #2401 were transferred to the Texas & New Orleans Sunbeam in exchange for two T&NO articulated coaches, due to the fact that the Daylight was operating at capacity but the Sunbeam was not. This would increase the capacity of the Daylight and decrease the capacity of the Sunbeam by 52 seats. SP #2400 & #2401 became T&NO #452 & #453. In April 1956, T&NO #452 & #453 were transferred back to Southern Pacific. By this time their original numbers had been filled by new cars, so they became Southern Pacific #2201 & #2202. 

In April 1965, Southern Pacific’s Sacramento Shops converted #2202 to a high-density 122-seat commuter coach for service between San Francisco and San Jose. Southern Pacific planned to convert other coaches in this matter, but they were needed in general service, and #2202 was the only car converted. It was retired in 1971. This car was acquired by the Northwest Rail Museum and was used on various excursions in the Portland area.

WPRR Baggage Car #262

Pictured in Wishram, Washington, in the consist of an excursion train with Southern Pacific Daylight GS-4 #4449, Willamette & Pacific Baggage Car #262 was originally rebuilt by Great Northern from a heavyweight passenger car into a 74’ baggage car in 1945. After the Great Northern was merged into Burlington Northern on March 2, 1970, it was assigned Burlington Northern #781, though that number may not have been applied before Amtrak took over passenger service in 1971. This car was retained by Burlington Northern and was assigned to maintenance of way service and renumbered to #976081.

After being retired by Burlington Northern, it was operated by the Friends of SP 4449. It was painted in Southern Pacific Daylight colors with Willamette & Pacific lettering around 1995 for use in special promotional trains on the Willamette & Pacific which were pulled by 4449 (which was also so lettered, albeit temporarily).

HUNX Dome Coach #7003

Pictured in Wishram, Washington, in the consist of an excursion train with Southern Pacific Daylight GS-4 #4449, this car was built by American Car & Foundry in 1955 as Union Pacific #7003 and assigned to the Challenger between Chicago and Los Angeles. It was sold to Auto-Train in June 1972 and became Auto-Train #703. 

In December 1981 it was sold to James E. Strates Shows and was resold to a private party in 1982 before being acquired by the Collis P. Huntington Chapter of the National Railway Historical Society the same year. Initially assigned #800377 and given the name Sandstone Falls, it was later restored in 1993 to its original appearance as HUNX #7003.