Railfanning Portland's Albina Yard in 1999

I took these pictures with my dad at Union Pacific's Albina Yard in Portland, Oregon, in August or September of 1999. Just a few years after Union Pacific's mergers with Chicago & North Western and Southern Pacific, it was still common to see locomotives wearing the paint schemes of these predecessors, as well as leased locomotives.

Electro-Motive Leasing (EMDX) #7021 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in 1995 for lease service. It is painted in the later solid-burgundy paint scheme.

Southern Pacific #9811 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in June 1994.

Way back in the engine terminal was Union Pacific #419, a 3,000-horsepower C30-7 that was built by General Electric in June 1978 as Union Pacific #2519. It was renumbered to Union Pacific #419 on February 4, 1997 to clear the 2400-series & 2500-series for GP38-3 units leased from Helm Leasing beginning in late 1996. Union Pacific's C30-7s were rare in the Pacific Northwest by this time.

Chicago & North Western #8501 is a 4,000-horsepower Dash 8-40C that was built by General Electric in June 1989. This particular locomotive was CN&W's first Dash 8-40C, and also C&NW's first new GE road locomotive since it purchased 7 U30Cs in 1968. Starting with this locomotive, all of C&NW's new locomotives came from General Electric until it merged with Union Pacific in 1995.

Southern Pacific #1010 is an SL-4B Yard Slug; it has no engine of its own, only traction motors, and must get its power from another locomotive. It is one of four such SL-4B slugs owned by Southern Pacific, which operated them with MP15AC locomotives #2732-2735. This slug was originally built by the Electro-Motive Division of General Motors in March 1950 as Louisville & Nashville #2247, a 1,000-horsepower SW7 diesel switcher. In June 1979 it was rebuilt into a slug by the General Electric Apparatus Service Shop in Minneapolis, Minnesota, and it entered service as Southern Pacific #1010 on June 26, 1979.

Union Pacific #3973 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in April 1980 as Missouri Pacific #6073. This was the last of a group of 69 Missouri Pacific SD40-2s built to Burlington Northern specifications for unit coal train pool service with the BN, and was the highest-numbered SD40-2 on the Missouri Pacific. After the Missouri Pacific was merged into the Union Pacific in 1982, this locomotive was renumbered to Union Pacific #3973 on August 14, 1987, and was the highest-numbered SD40-2 in the 3900-series.

Union Pacific #1312 is a 1,500-horsepower MP15DC that was originally built by the Electro-Motive Division of General Motors in May 1975 as Pittsburgh & Lake Erie #1588. It was purchased by Union Pacific in December 1984 and was delivered in mid-February 1985. It was painted in Union Pacific colors and became Union Pacific #1012 in May or June of 1985, and was renumbered to Union Pacific #1312 on September 21, 1987.

Union Pacific #9345 is a 4,000-horsepower Dash 8-40C that was built by General Electric in February 1989.

Union Pacific #3652 is a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in December 1979.

Union Pacific #3080 is a 3,000-horsepower SD40-2 that was built by Electro-Motive Division of General Motors in February 1975 as Chicago & North Western #6917. After the C&NW was merged into the Union Pacific on April 24, 1995, this locomotive became Union Pacific #3080 on December 16, 1996.

Southern Pacific #9803 is a 4,000-horsepower SD70M that was built by the General Motors Locomotive Group in London, Ontario, in July 1994.

Electro-Motive (EMDX) #7017 is an SD70M that was built by the General Motors Locomotive Group in London, Ontario, in March 1995 for lease service. It is painted in the earlier burgundy, silver & gray paint scheme.

Union Pacific #9384 is a 4,000-horsepower Dash 8-40CW that was built by General Electric in February 1990.

Union Pacific #9178 is a 4,000-horsepower Dash 8-40C that was built by General Electric in July 1988.

Trains in Vancouver, Washington, on August 1, 1999

In the afternoon of August 1, 1999, I arrived in Vancouver, Washington, having been riding a very late westbound Empire Builder that ended up being suspended in Spokane and then taking an Amtrak-chartered bus the rest of the way. My late arrival in Vancouver coincided with some interesting Burlington Northern Santa Fe freight traffic.

A westbound loaded coal train from the Columbia River Gorge made its way around the Vancouver wye to continue north towards Seattle. This coal was probably bound for the coal-fired power plant in Centralia, Washington.

As this train slowly made its way around the wye, we had enough time to get in the car and move to the railroad crossing on West 11th Street to get a better view of the train.

The lead locomotive was Burlington Northern Santa Fe #8826, a 4,000-horsepower SD70MAC that was built by the General Motors Locomotive Group in London, Ontario, in March 1999.

The second unit was Burlington Northern Santa Fe #9989, another 4,000-horsepower SD70MAC that was built by the General Motors Locomotive Group in London, Ontario, in December 1998.

This coal train featured a number of experimental "Trough Train" articulated aluminum coal hoppers. Designed by Burlington Northern and built by Johnstown America Corporation, a total of 23 of these 13-unit sets were constructed in November and December of 1994. Each set was 278 feet long and had a single axle at each end with a standard freight truck at each articulation joint, and no bulkheads between the intermediate units (hence the name "Trough Train"). With each set having a capacity of 28,740 cubic feet, a train of all 23 sets equaled the capacity of 146 standard coal hoppers with less length and weight. These cars were not successful enough for any more to be built, but they remained in service for a number of years.

While the long coal train passed by, I noticed Burlington Northern #2882 parked on the servicing tracks near the Vancouver depot. Originally built by the Electro-Motive Division of General Motors in April 1964 as 2,500-horsepower GP35 #984 for the Chicago, Burlington & Quincy. After the CB&Q was merged into Burlington Northern in March 1970, it became Burlington Northern #2530. In March 1990 it was rebuilt by Morrison-Knudsen of Boise, Idaho, as 2,300-horsepower GP39M Burlington Northern #2882.

The coal train had a pair of rear-end helpers on the back end. Burlington Northern #9432 is a 4,000-horsepower SD70MAC that was built by the General Motors Locomotive Group in London, Ontario, in March 1994.

Note that the coal train was not made up entirely of "Trough Train" sets, but also included conventional 3-bay hopper cars as well.

On the rear end of the coal train was Burlington Northern Santa Fe #9892, a 4,000-horsepower SD70MAC that was built by the General Motors Locomotive Group and assembled by Bombardier in Mexico in July 1998.

The coal train was closely followed by another freight train, led by Burlington Northern #5566, a 3,000-horsepower C30-7 that was built by General Electric in December 1977.

Norfolk Southern #6652 is a 3,800-horsepower SD60 that was built by the General Motors Locomotive Group in London, Ontario, in November 1988.

The most interesting locomotive in this consist is Burlington Northern #7149, a 3,000-horsepower SD40-2 that was built by the Electro-Motive Division of General Motors in February 1979. It was the second of two SD40-2s that Burlington Northern converted to DF40-2s that could be fueled by refrigerated liquid methane, or liquified natural gas (LNG), supplied from a fuel tender as an experiment in the early 1990s. The use of LNG had the potential for lower fuel costs, greater engine longevity, and cleaner exhaust emissions, but required extensively modified power assemblies and a new design of piston to maintain the engine's 3,000-horsepower rating. Larger flared radiators from retired SD45s were also installed on both units. An LNG fueling station was constructed in Staples, Minnesota, and the two DF40-2s were used in unit coal train service between Staples and Glendive, Montana. The experiments ended in 1996 and the two locomotives returned to regular service and their old diet of diesel fuel, though they retained the special paint schemes they received for the experimental program.

ATGX #5511 and #5513 are 3,000-horsepower C30-7s that were built by General Electric in April 1977 as Burlington Northern #5511 & #5513. They were retired in January 1999, sold to ATEL Leasing Corporation for lease service, and leased back by Burlington Northern Santa Fe.

Riding the Westbound Empire Builder through Idaho

On August 1, 1999, I was riding Amtrak's eastbound Empire Builder from Milwaukee, Wisconsin, to Vancouver, Washington. The Empire Builder usually passes through Idaho around midnight, but this particular train was running very late, I got to see Idaho in the light of the morning sun.

The Empire Builder parallels the Kootenay River from just east of Libby, Montana, west to Bonners Ferry, Idaho. I'm not sure if these pictures of the Kootenai River are from Montana or Idaho. The Kootenay River starts in Canada, runs south to Libby, then turns north through Idaho and back into Canada where it flows into the Columbia River.

The Empire Builder does not stop in Bonners Ferry, Idaho, and after passing through the town the tracks turn south as the Kootenay River continues north. This view shows some the farmland just west of Bonners Ferry.

This picturesque farm is located south of Bonners Ferry along a road called Deep Creek Loop. Deep Creek, a tributary of the Kootenay River, flows through the trees behind it. The Empire Builder's next stop would be Sandpoint, Idaho, followed by Spokane, Washington. This particular train was running so late that by the time it reached Spokane, it didn't have enough time to reach Seattle and Portland before it would have had to already been headed back east again, so in Spokane, all the passengers were taken off the train and taken to their destinations by bus.

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.

Eastbound Empire Builder at Midway Station

On July 25, 1999, I was riding Amtrak's eastbound Empire Builder to Milwaukee. That morning the train made its scheduled service stop at Midway Station, serving the Twin Cities of Minneapolis and St. Paul, Minnesota. Parked on one of the tracks was the private car Caritas. The Caritas was built in 1948 by Pullman as a 4-Bedroom, 14-Roomette Sleeping Car for the St. Louis-San Francisco Railway, or Frisco for short. The car was originally named Pierre Laclede after the founder of St. Louis. The car was originally assigned to the Texas Special, which ran between St. Louis, Missouri, and San Antonio, Texas. over the Frisco and the Missouri-Kansas-Texas. The Frisco discontinued its portion of the Texas Special (the northern portion) in 1959. In 1964, this car was sold to the Canadian National and named Churchill Falls. High Iron Travel bought the car in 1983 and rebuilt it to its current configuration, with 3 double bedrooms and a master room, dining area, galley, wine cellar, and lounge.

Part of this eastbound Empire Builder's Superliner consist included a Smoking Coach in the Seattle section. In 1996 and 1997, Amtrak converted 34 of its 48 Superliner I Coach Baggage cars into Smoking Coaches by converting the baggage room on the lower level to a smoking room. This was to give coach passengers a place on the train to smoke without disturbing non-smoking passengers. The Smoking Coaches were converted back to Coach Baggage cars in 2004.

Here are the Empire Builder's locomotives at Midway. Amtrak #817 & #800 are 4,000-horsepower Dash 8-40BPs that were built by General Electric in July & April 1993.

The Empire Builder featured a Heritage Fleet Baggage Car for passenger baggage (except the Portland section, which had Superliner Coach Baggage). On this run was Amtrak #1208, still wearing its Phase III stripes. It was originally built by Budd in 1953 as Atchison, Topeka & Santa Fe #3521. After the formation of Amtrak in 1971 it became Amtrak #1037, and in June 1978 it was converted for Head-End Power and renumbered to #1208.

The Empire Builder carries significantly more coach passengers between the Twin Cities and Chicago than it does on the rest of its route, so an additional coach is often added to the eastbound train at Midway, and removed here on the westbound run. On this run, Superliner I Coach Baggage #31007 was added to the end of the train, behind the sleeping car from Portland. It was built by Pullman-Standard in 1980.