Union Pacific Wrecked Locomotives
Index For This Page
By Don Strack
This page was last updated on March 5, 2013.
UP Locomotives Wrecked, and Retired Due To Wreck Damage
UP 6903 was wrecked on April 6, 1974 on Cajon Pass, Calif. UP 6903 (leading) and UP 6924 collided with a standing AT&SF train. The UP brakeman was killed. The UP engineer and AT&SF brakeman and conductor were injured. UP 6903 was moved to Salt Lake City; retired in April 1974; usable components removed from unit and remainder sold for scrap to The Purdy Co., Lakeside, Utah in June 1974. (see also Extra 2200 South, Issue 44, Jan/Feb 1974, p. 14)
UP 3336, 3375, and 3353, along with UP 3071 and 3146, were all involved in a wreck at Lakepoint , Utah, on August 19, 1977. UP 3336, 3375, and 3353 were the power on the westbound CLS, when it was hit head-on by a light set of road power, with caboose, that were rolling east as a runaway that started at Warner. The runaway power was UP 3071 and UP 3146, along with UP caboose 25652. UP 3071, 3146, and 3336 were demolished and were scrapped on site. UP 3375 and 3353 were sent to Omaha for repair. Estimated loss to company property was $1.3 million, along with $700,000 loss to cargo (hogs). (CTC Board, September 1977, page 7) UP 3353 and 3375 were returned to service after repairs at Omaha. (Pacific News, October 1977, page 20) A later report shows that the three demolished units (UP 3071, 3146, 3336) were not scrapped on site, but were instead sent to Omaha in gondolas for damage assessment and possible removal of usable parts. (Pacific News, November 1977, page 17)
UP 8046, 6937, and 6921 were involved in a wreck on 28 August 1978 at Point of Rocks, Wyo. The three locomotives (with UP 8046 leading) were on an eastbound piggyback train traveling at 75 mph. The train came around a blind curve and collided with a Roadway pile driver on the adjacent mainline that had swung its body and counterweight to foul the track just as the mail train came around the curve. The resulting collision killed the piggyback train's fireman and injured the engineer and two brakeman. The lead unit, UP 8046, came to rest at a 70 degree angle from the track; the second unit, UP 6937, came to rest on its side, with several cars lying on it; and the third unit, UP 6921, suffered severe carbody damage and lost its trucks. UP 8046 and 6937 were moved to Omaha, Neb., for repairs. UP 6921 was moved to Salt Lake City, Utah, where usable components were removed and the remainder sold for scrap to Durbano Metals, Ogden, Utah, in December 1978, delivered in February 1979. UP 6937 was repaired and returned to service in December 1878. UP 8046 was repaired and returned to service in January 1979. (see also Extra 2200 South, Issue 65, Jul/Aug/Sep 1978, p. 17; and Extra 2200 South, Issue 66, Oct/Nov/Dec 1978, p. 16)
UP 2536, 2535, and 2539 were involved in a wreck on 10 July 1986 at Hershey, Neb. The three units, with UP 2536 leading, were on the CLSA-9 coal train and ran into the rear of a stopped WPX while operating in heavy fog conditions. The brakeman on the WPX was killed, and the conductor on the WPX and the engineer on the CLSA-9 were injured. The units were assigned together for flange oiler tests. UP 2536 was retired on 24 June 1987 and sold (on shop trucks) for scrap to Aaron Ferer and Sons, Omaha, Neb., in November 1987. UP 2539 was retired on 7 March 1988, sold for scrap to Gray Supply, North Little Rock, Ark., on 24 March 1988. UP 2535 was repaired and returned to service. (see also Extra 2200 South, Issue 85, Jul/Aug/Sep 1986, p. 16)
UP 2432, 2424, and 3751 were involved in a train/truck collision on 13 October 1986 at Robbers Creek, Calif., 45 miles north of Keddie, Calif., on the former Western Pacific "Highline" to Bieber. UP 2432 was lead unit of train STBK-12 that hit a log truck. The force of the collision caused UP 2432 to flip end over end before coming to rest. UP 2432 was retired on 24 June 1987 and sold for scrap to Durbano Metals, Ogden, Utah, on 10 August 1987. UP 2424 and 3751 were both repaired by UP at North Little Rock and returned to service.
UP 3738 was wrecked on 8 August 1989 at Bellmead, Texas near Waco. "At 6:15am that day, train GQSICC-02 "southbound" with 3738 on the point traveling 18mph collided with yard job YBE75 shoving a cut of cars north at 20mph. Five engines on the southbound derailed along with a combined total of 6 cars, three on the southbound and three on the yard job. The report claims $455,204 in equipment and $69,924 in track damage. Tragically, the report also lists one death and four injuries." (email from Evan Werkema to Trainorders.com, June 8, 2007) UP 3738 was previously reported as being wrecked on 8 July 1989 at Bass, Texas.
UP 3422, 3502, 3681, and 3694 were involved in a truck/train accident on 4 April 1991 at Maiden Rock, Mont., 25 miles south of Silver Bow, Mont., on the Idaho Division. The collision caused an associated fire that burned all three units. UP 3502 was retired on 12 August 1991, and sold to Azcon, Alton, Illinois, on 10 October 1991, and scrapped. UP 3422, 3681, and 3694 were repaired and returned to service.
UP 3840 was involved in a wreck on 17 October 1993 at Machovec, Texas, on ATSF tracks. It was in service on a BN train as a BN pool power unit. The wreck occurred after a crew member threw the switch for the train to enter the mainline from the siding. The crew member neglected to close the switch after being recalled to his train while another train approached for a meet. UP 3840 was destroyed and scrapped at the wreck site. Its trucks and fuel tank were sheared from unit. The unit was formally purchased by AT&SF from the owner/lessor (Tristar) and retired on 3 December 1993 (the original operating lease to MKT [UP 3840 was ex MKT 633] was to expire in January 1997). The remains of the unit were shipped by AT&SF to Erman-Howell, Turner, Kansas, and scrapped.
UP 2475 and 3388 were two of eight locomotives involved in a head-on collision on 11 November 1993 at Longview Junction, Wash., approximately 30 miles north of Portland, Ore., on BN tracks. The collision occurred at 12:25 am between a 111-car southbound BN train and the northbound 83-car UP NPSEZ (North Platte-Seattle expedited) piggyback train. All five crew members died. Both trains were operating at between 40 and 55 mph. The eight units were reportedly compressed into the space of two units. Union Pacific operates over BN tracks between Portland, Ore., and Seattle, Wash., by use of long standing trackage rights. (see also Pacific Rail News, Issue 362, January 1994, page 4)
UP 3341 and 3354 were involved in a wreck on 14 December 1994 on Cajon Pass in California. These two units were the helpers on a UP train when an AT&SF train ran into the rear of the UP train. Both units were retained by AT&SF until settlement was reached with UP. Both units were retired by UP on 3 April 1996, after ownership of the wrecked units passed to AT&SF.
UP 9274 was involved in a head-on collision on 12 January 1995 at Acoma, Nev., in Clover Creek Valley, approximately 150 miles northeast of Las Vegas, Nev. The collision was between a loaded SP westbound FARLAC coal train (detouring over UP due to heavy rains via its normal Roseville, Calif., route) and an empty UP eastbound CMAUP coal train from the Moapa, Nev., bound for reloading on Utah Railway. The road power (4 units) on the SP train was SD45R 7403 (destroyed) and SD40M-2 8681 ($85,000 damage), SD40T-2 8570 ($75,000 damage), and SD40T-2 8330 ($150,000 damage). The road power on the UP train was C40-8 9274 ($400,000 damage) and leased LMS C40-8W 712 ($100,000 damage). The SP train was slowing to go into the siding for the approaching UP train. The UP train over-ran the switch and collided with the SP train, at 35 mph. The lead UP unit, UP 9274, climbed onto the lead SP unit, SP 7403, shearing off the front half of the SP unit. UP 9274 landed on its side 30 feet from the tracks. All six units and 12 cars were destroyed or damaged in the collision. The UP engineer on the SP train was killed. The other four crew members sustained serious injuries. UP 9274 was repaired using a new safety cab from retired CSX 7770, purchased for the purpose. After repairs were completed, on 8 February 1996, UP 9274 was renumbered to UP 9412 (2nd) to keep safety cab equipped units in the same number series. (see also Pacific Rail News, March 1995, page 60)
UP 2484 was involved in a collision on 13 August 1995 at Mitchell, Ind., while in service on the CSX. UP 2484 was the lead unit of a three UP unit set on a CSX train that collided with another, eastbound, CSX train at the diamond crossing at Mitchell, Ind. UP 2484 hit the third unit (CSX 6102) of the other CSX train broadside, ruptured its fuel tank and both locomotives burned and were totaled. UP 2484 was retired by UP on 13 September 1995. There were no crew injuries. (see also Extra 2200 South, Issue 108, page 11)
UP 9412, 9154, and 6244 were involved in a wreck on 18 November 1995 at Laramie, Wyo., in a collision between two westbound American President Lines (APL) trains. The three locomotives were the power on the APSE5 (APL Chicago to Seattle), which collided with the rear end of the APLA5 (APL Chicago to Los Angeles) on mainline track number 3, two miles south of Laramie. All three locomotives and 20 cars derailed and burned. The engineer of the APSE5 was killed. UP 9412 was retired on 21 November 1995. A second UP 9412 was renumbered from UP 9274, wrecked on 12 January 1995 at Acoma, Nev. The repairs included a new safety cab from retired CSX 7770. UP 9274 was renumbered to UP 9412 (2nd) on 8 February 1996 to keep safety cab equipped units in the same number series. (see also Pacific Rail News, February 1996, Issue 387, p.62)
UP B4124 and B2474 were involved in a wreck on 22 December 1995 at Effingham, Ill., while in service on Conrail. The two units were trailing power on eastbound Conrail train NLPI, along with CR C40-8W 6259 (leading), UP B4124, CR SD40-2 6449, UP B2474, when it collided with the previous wreckage of westbound Conrail STBN (bound for St. Louis) and westbound INTR (also bound for St. Louis). The INTR (CR B36-7s 5012, 5028) had earlier collided with the rear end of the STBN, killing the two man crew and destroying the two CR B36-7 units. The wreckage was fouling the eastbound track when the NLPI arrived at the collision site and collided with the wreckage. The conductor of the NLPI was killed and all four locomotives were derailed and burned, along with 30 cars. UP B4124 was repaired and returned to service. The cost of the destroyed UP B2474 was settled to UP by CR in 1996, and it was formally retired by UP on 27 August 1999. (see also Pacific Rail News, Issue 387, February 1996, pp. 10, 11) (Photo of UP B4124 taken in February 1996; in storage near the wreck site pending settlement by Conrail; photo courtesy Deighta Shifter via email dated May 29, 2010)
UP GP38-2 1816 was involved in a wreck on 24 May 1996 at Denton, Texas. UP 1816 was the lead unit, with GP38 1989 trailing, on the LVE51-24 local when it collided with the northbound FWKS-24, bound from Fort Worth to Kansas City. The lead unit on the FWKS was CR SD60M 5518, with CR SD40-2 6427 and UP SD40-2 3306 trailing. As the last unit, UP 3306 was crushed by the trailing cars. UP 1816 suffered a crushed cab, and its fuel tank was torn away as the unit climbed the front end of CR 5518, and UP 3306 was also badly damaged. Apparently both units were repaired, since neither was retired. (see also Pacific Rail News, Issue 392, July 1996, p. 54, with photo on p. 53)
D&RGW GP40 3093 was wrecked on February 5, 1997 at Houston (Englewood Yard), Texas. It was the third unit in a power set pulling 36 cars through the yard, when 10 cars derailed. The derailed cars crashed into other cars on the hump lead, derailing those and bumping those cars into a hi-voltage power pole. The power pole came down, which allowed the live wires to drop onto DRGW 3093, frying its electrical equipment. Total damage: $242,600. Stored out of service until sold to Helm Financial on 29 May 1997. Retired on June 4, 1998. Rebuilt to a GP38-2 by Boise Locomotive Co., Boise, Idaho; completed as UP 2588 on 18 December 1998 (assigned UP 1088). (part from Kevin DeGroff, September 28, 2001)
SP GP60 9777 became UP 5876 on 21 February 1997 (the first former SP GP60 to be repainted to UP) following wreck repairs completed at North Little Rock, Ark. SP 9777 was wrecked on 7 October 1996 at Graham (near Galesburg), Ill. on BNSF (SP trackage rights on BNSF between Kansas City and Chicago). It was the lead unit on a doublestack train that ran an red signal and side-swiped a BNSF train. The units was loaded on a flat car and sent to Kansas City, then on to North Little Rock.
UP 4211, 5981, 6143, and 9186 were involved in a wreck on 22 June 1997 at Devine, Texas (MP 291.50, 32.4 miles south of San Antonio on the Texas Division's Laredo Subdivision line between San Antonio and Laredo). UP 9186 was lead unit on the southbound ZYCMX-21 (Intermodal, Yard Center, Chicago] to Mexico), with 62 cars. UP 5981 was lead unit on the northbound MLDLI-22 (Manifest, Laredo to Livonia), with 86 cars. The UP dispatcher at Omaha issued incomplete instructions for the proper meet of the opposing trains, resulting in a head-on collision that destroyed both units on the southbound (UP 9186, leading, and UP 6143) and two of the three units on the northbound (UP 5981, leading, and UP 4211). UP 5084 was the third unit on the northbound and was to be repaired. The collision took place on the railroad's bridge over Texas State Highway 132, with the resulting fire damage and collision debris completely blocking the highway. Two crew members were killed and two crew members were injured. Two trespassers, riding in cab of one of the trailing units were also killed. UP 5981, 6143, and 9186 were retired on 14 July 1997; UP 4211 was retired on 21 August 1997. See two photos of wreck site in Diesel Era, Sep/Oct 1997, p. 5. (see also Diesel Era, Sep/Oct 1997, Volume 8, number 5, p. 5; CTC Board, Sep 1997, Issue 227, p. 10; and NTSB report RAR-98/02)
UP 3616 and SP 7519 were involved in a wreck on 2 July 1997 at Kenefick, Kan. (MP 84.24, 16.3 miles north (railroad west) of Topeka on the Marysville Subdivision, near the town of Silver Lake, Kan. The collision occurred when the westbound MKSNP-01 (Manifest, Kansas City to North Platte) ran through the west switch at Kenefick and struck the eastbound ZSEME-29 (Intermodal, Seattle to Memphis) six cars back from its locomotives. The engineer on the MKSNP was killed. The train's conductor was injured when he jumped from the train just prior to the collision. The subsequent NTSB report determined that fatigue on the part the MKCNP engineer may have been a contributing factor. UP 3616 was retired on 19 August 1997. SP 7519 was retired on 15 July 1997, but was scrapped at the wreck site by Smith & Chambers. See photo of SP 7519 on p.65 of Sep/Oct 1997 Diesel Era. (see also Diesel Era, Sep/Oct 1997, Volume 8, number 5, p.5; and CTC Board, Sep 1997, Issue 227, p.10)
UP 956, 9118, and 9716 were involved in a wreck on 20 August 1997 on the Baird Subdivision at MP 251.8 (at west end of Centennial Yard, within the city limits of Fort Worth), near the station known as Bomber, Texas. The collision occurred when a set of four eastbound unmanned units, UP 9716 (leading), UP 956, UP 3532, and GTW 5918, from the eastbound ETIFW-20 (Empties, Tucumcari to Fort Worth) which had been left at Iona, Texas (MP 259.6, eight miles west of wreck site), collided at 60 mph with the westbound 114-car MFWEP-20 (Manifest, Fort Worth to El Paso). The units on the MFWEP-20 were UP 9118 (leading), NS 9040, UP 2493, SSW 9658, and SP 7804. The collision and resulting fire completely destroyed UP 9716, UP 956 (both on the run-away set), and UP 9118 (on the MFWEP). NS 9040 suffered low nose and cab damage, and lost its front truck. UP 3532 received some minor carbody damage and ended up derailed but adjacent to NS 9040 at the actual point of impact. The trailing units of each consist, GTW 5918 on the run-away set, and UP 2493, SSW 9658, and SP 7804 on the MFWEP, remained on the rails and were moved away from the wreck site on their own wheels. The engineer and engineer pilot of the MFWEP were both killed. The conductor on the MFWEP was seriously injured. UP 956, 9118, and 9716 were retired on 5 November 1997. NS 9040 returned to service in May 1998 after repairs by North Little Rock shops. Damage was estimated at $3.35 million. (see also NTSB accident report CHI97FR014; and Flimsies, Issue 237, pp. 10, 11)
UP 5530, B2489, 5027, SP 8004, SP 8513, and SP 9712 were involved in a wreck at West Junction (MP 12.6) in Houston, Texas, on 25 October 1997. Following a head-on collision, five of the six units were completely destroyed by the resulting fire. There were no injuries to any of the four crew members. The collision occurred when the westbound 1HOLB25 (1st Section, Houston, Texas, to Long Beach, Calif.) stack train, with UP 5027 (leading), UPB 2489, UP 5530, and SP 9712, and 96 cars, failed to stop at a red signal, colliding with the eastbound 1MTUHO21 (1st Section, Manifest, Turlock, Calif., to Houston, Texas) auto rack train, with SP 8004 (leading) and SP 8513 and 63 cars. Five of the six units involved were retired. The sixth unit, SSW 9712, sustained major frame damage and was removed from the wreck site. UP 5530, B2489, SP 8004, and SP 8513 were retired on 4 December 1997. UP 5027 was retired on 5 December 1997.
UP 967, SP 8617, SP 8651, and SP 9206 were involved in a wreck at Redlands, Calif., on 8 July 1998. Redlands, Calif., is located at the west end of Beaumont Hill, east of Colton. The collision occurred after a helper set ran away, reaching speeds as high as 84 mph. The crew was uninjured after riding it out. UP 967, SP 8617, SP 8651, and SP 9206 were retired on 31 July 1998.
UP 6666, 8105, 9998 and SP 249 were involved in a wreck on 12 September 1998 at Shawnee Junction, Wyo. UP 9998 sustained $1,500,000 damage, UP 6666 sustained $750,000 damage, SP 249 sustained $400,000 damage, and UP 8105 sustained $100,000 damage. The accident occurred as the CNANT12 (Coal, North Antelope mine to Newton, Ill.), with UP 9998 (leading), SP 249, and UP 8105, ran into the rear of the CNAAE (Coal, North Antelope mine to Associated Electric, New Madrid, Mo.), which had UP 6666 as a rear end helper. UP 9998 and UP 6666 were both repaired by CEECO in Tacoma, Wash., and returned to service in July and August 1999, with UP 9998 getting renumbered to UP 6701 at the same time.
UP 3655, 5037, 5953, C&NW 8612, SP 8515 and D&RGW 3092 were involved in a wreck on 31 July 1998 at Westvaco, Wyo. 45 cars were derailed and there was $1,811,000 in damages. D&RGW 3092, a GP40, was repaired and released on 5 November 1998 as UP 744. (LN II 204, page 10)
SP 7505 was wrecked (collision with CR train) at Momence, Ill., on 23 March 1999; an eastbound Conrail freight train hit a southbound Union Pacific train; three crew members, including both engineers, were injured; the accident happened at 7 a.m. at Railroad Avenue and 6th Street on the city's northeast side, and resulted in the derailment of the two CR locomotives, and 13 cars and both locomotives on the UP train; both trains were moving at the time and hit at about a 45-degree angle at the diamond crossing; a CR union representative said that the CR signal at the crossing was difficult to see because the sun was rising at the same place in the sky; the impact of a derailed car gouged a hole in a grain bin at the Orr Elevator along the Union Pacific tracks; the bin was said to be filled with corn; Union Pacific workers on the scene said that there appeared to be no signal malfunction.
UP 1004 and SP 9609 were involved in a wreck on 5 July 1999 at West Palm Springs, Calif. Two UP trains collided head-on at milepost 581.6, near the siding of West Palm Springs, shortly before 2:00 a.m. The four crew members of both trains jumped to safety, sustaining cuts, bruises, and broken bones, none of which were life threatening. The trains were: eastbound MWCEWB-04 (Manifest, West Colton to Englewood, Houston]), with SP 9609 (leading), C&NW 8718, SSW 9635, UP 1004, UP 4497, SSW 8070, and UP 2076; westbound IDULA-02 (Intermodal, Dupo to Los Angeles), with UP 4741 (leading), UP 6105, and SP 7383. The collision speed was less than 30 mph, after one of the trains apparently went into emergency after running a red signal. About 240 feet of track was damaged and no cars were derailed. The track was returned to service at about 7:00 p.m. Five of the seven locomotives on the eastbound manifest train derailed. One of the three units on the westbound intermodal train derailed. Of the ten units involved, eight returned to service immediately. UP 1004 (leased from Helm) suffered $120,000 damage and was shown in UP records as being shipped to Metro East Industries in East St. Louis on 9 July, and SP 9609 suffered $300,000 in damage, including a bent frame. SSW 9635 also suffered $300,000 damage. SP 9609 was retired by UP on 27 August 1999. UP 1004 was retired by UP on 17 August 1999, and (for lease payment purposes) returned to Helm. A bill of lading was completed on 9 July 1999 to send 1004 back to Helm at Metro East Industries in East St. Louis, Ill., but by 31 October 1999, both SP 9609 and UP 1004 were still sitting on the ground at the wreck site, and SSW 9635 had been loaded onto a flatcar, but was still at the West Palm Springs siding. (see also Flimsies, Issue 268, July 19, 1999, page 17)
UP 9777 was involved in a wreck on 11 August 1999 at Clinton, Iowa. It was the lead unit on a doublestack intermodal train (IG02OA-11, Intermodal, Global 2 to Oakland) detouring over the I&M Rail Link due to a washed out bridge on UP at Calamus, Iowa (UP also operates about three trains over IMRL each day), and struck several cars left on the IMRL mainline by a BNSF road switcher. The crew were IMRL employees, and both were killed. Power consist was UP 9777 (leading), UP 9452, UP 9048, UP 3385; train statistics: 91 loads, 0 empties, 5,594 tons, 7,180 feet in length. One estimate of the damage to 9777 was in excess of $650,000. (see also The Overland, Issue 5, September 1999, p. 19; and reports on Trainorders.com)
UP 5969 and SP 8704 were involved in a wreck on 6 November 1999 just north of Buckeye, Iowa (G Street crossing, about 58 miles north of Des Moines). The wreck happened as a farm tractor and the manure tank trailer it was towing crossed an unprotected rural crossing one mile north and 1/2 mile east of town. The tractor cleared the crossing, but the trailer did not. The two locomotives (SP 8704 was leading) were the only motive power on the train (MVPDM-05) of 50 cars southbound from Minneapolis (Valley Park) to Des Moines. The engineer was killed and the conductor was seriously injured, and taken by helicopter to Des Moines. The collision derailed the locomotives and 22 of the 50 cars. SP 8704 was scrapped at the wreck site; it was officially retired on 15 November 1999.
UP 477, 592, 3509, 5059, and 9117 were involved in a wreck on 18 November 1999 at Carnes, Iowa, Mile Post 232.1 on the Worthington Subdivision. They were five of six units on two trains that collided head-on. The power on the northbound empty grain train, GEFWMI-15 (Grain Empty, Fort Worth to (?)) was UP C40-8 9117 (leading), UP SD50 5059, and UP SD40-2 3081. Train statistics: 0 loads, 75 empties, 2,583 tons. The power on the southbound manifest freight, MVPNP-17 (Manifest, Valley Park (Minneapolis), Minnesota, to North Platte, Nebraska) was UP C30-7 477, UP C36M 592, and UP SD40-2 3509. Train statistics: 91 loads, 35 empties, 12,470 tons. The apparent circumstances had the northbound empty grain train waiting on the mainline adjacent to the north end of a new 10,800-feet passing siding, changing crews. There was to be a meet at the passing siding with the southbound manifest train, but for reasons unknown, the southbound train did not go into the siding, but collided head-on with the empty grain train. The wreck was fatal the conductor of the manifest train, and to the driver of the crew van waiting on the adjacent road. UP 477, 592, 3509, 5059, and 9117 were scrapped at the wreck site, and officially retired on 30 November 1999. UP 3081 was repaired and returned to service.
UP 6638, 7257, and 8243 were involved in a wreck on 27 February 2000 at Longview Junction, Wash. The wreck occurred when a southbound APL doublestack train (ZAPSE-24), powered by the three units, collided at track speed with a standing car that had rolled past a derail from a nearby siding. There were no injuries. Total damage to the locomotives and 15 cars was in excess of $1 million. The line is owned by BNSF and operated by UP under trackage rights. All three units were moved to CEECO at Tacoma, Wash., on 7 March 2000 for needed repairs.
UP 6149, 9676, C&NW 8692, and C&NW 8716 were involved in a wreck on 21 March 2000 at North Powder, Ore. (MP 322.04), 20 miles railroad east of Baker, Ore. (MP 341.60). The units were on a westbound doublestack train that derailed after splitting the switch at the east end of the North Powder siding. CNW 8716 was listed in unserviceable status at OX434 location (Baker, Ore.) since 3/29/00, and along with UP 9676, was awaiting insurance settlement.
UP 8242 and SP 198 were involved in a grade crossing accident on 9 August 2000 at Springfield, Colo., while in service on the C-CQEY1-08 (Cochise, Ariz., to Energy, Colo.). The driver of the truck was killed. Two units and 20 cars derailed. UP 8242 was leading, and the remote units on the train were SP 337 and 369.
UP 7184, 7325, and SP 149 were involved in a wreck on 15 August 2000 near Scofield, Utah. The wreck occurred when the three units and three cars of the empty CTRSK-11 unit coal train derailed. The remaining 87 cars of the 90 car train remained on the track. The units rolled down an embankment and laid on their sides. The train was on its way to be loaded at the Skyline coal mine. The units were re-railed and by 13 September were in Denver, and by 19 September they had been moved to Kansas City, on their way to North Little Rock for repairs.
UP 7193 was involved in a wreck on 4 November 2000 at Yarmony, Colo., when it hit a coal train. The unit was released from Jenks shop with a new cab after repairs of the front-end damage. It may have been repainted in the new lightening stripe/wings paint scheme. SP 198 (now UP 6245) and UP 9826 may also have been part of the same consist.
Additional information: On November 4, 2000, a set of eight light units ran past the end of the siding in Yarmony, Colo. and into the side of a passing coal train, just missing the coal train's DPU power in the middle by two car lengths. UP 7193 and 8029, the first two units of the light engine, were derailed and leaning. The third unit, SP 359, derailed the lead truck. UP 7193 needed a new cab; the open cab gash was plated over with steel at Burnham and unit was shipped off to the shops at North Little Rock. (Kevin DeGroff, September 28, 2001)
UP SW1500 1009 was wrecked on July 4, 2001 at Aurant, Calif. Along with former SP SW1500 2462, UP 1009 was the road power for Local YLZ71-04, when a tank car of corn syrup (UTLX 66515) got away from D&S Ingredients and rolled into the train. UP 1009 and UTLX 66515 were destroyed. UP 1009 was retired by its owner, Helm Financial and moved to UP's former SP Taylor Yard. The unit was stripped of usable components, including engine, trucks, and hood. The remaining cab and frame was sold for scrap. UP 1009 was formally retired by UP on February 28, 2002. It was replaced in the Helm lease by UP 1112, a former SP SW1500 that UP retired and sold to Helm. UP 1112 had been officially retired by UP on January 30, 2002; it was reinstated and retired again on March 22, 2002, when ownership officially passed to Helm. (Information from "RustedFlange" and David Curlee)
UP GP40-2s 1385 and 1485, B40-8 1800, and SD40M-2 2658 were wrecked on November 24, 2005 at Momence, Ill., 55 miles south of Chicago; all four units were scrapped at the wreck site, and formally retired on December 15, 2005; also involved in the wreck were NS C40-9W (Dash 9 40CW) 9443 and CN SD40 6026, along with Guilford GP40 375; all three units of these other units were also scrapped on site; the wreck occurred at the Pence Interlocking, where UP crosses NS; the UP train was southbound and the NS train was eastbound. The news report at Chicago's ABC7 television station said that, "Two locomotives and 14 rail cars on the Union Pacific train derailed and the collision sent three locomotives and 31 rail cars from the Norfolk Southern train off the tracks." None of the crew members were known to have been injured.
UP 2043, 2059, 2448, 2510, 4687, 9330, and CN 2545, were wrecked late on August 26, 2006 in San Timoteo Canyon near Redlands, Calif. The train was the ETUWCB-25, a Tucson-West Colton engine-only extra westbound of just nine locomotives and no cars. The two lead units (UP 2756 and 8594) were pulling seven dead-in-transit units (UP 2448, UP 2510, UP 2043, UP 4687, UP 2059, CN 2545, and UP 9330, in that order). The seven trailing units derailed and some overturned. One of the units caught fire from spilled diesel fuel. The leading two units did not derail and were moved immediately to West Colton. The second two units rolled off the track and into San Timoteo Creek. Three other units rolled off the track partially blocking San Timoteo Canyon Road. Two others were on their sides farther down the embankment. The cause of the runaway was reported as a failed dynamic brake feature, together with an inexperienced crew who apparently did not know how to overcome the dynamic braking problem. UP 2510 and UP 2448 were moved on their own wheels to West Colton. The other five units (UP 2043, 2059, 4687, 9330, and CN 2545) remained at the wreck site, and were all moved by truck on August 30 to the old SP Colton yard, where they were stored on the ground without their wheels. Six of the seven wrecked units were retired (UP 2510 and 9330 were retired on 28 September 2006, and UP 2043, 2059, 2448, and 4687 were all retired on October 11, 2006) due to damage sustained in the wreck. CN 2545, a GE C44-9W, was destroyed in the wreck and was purchased by UP, then retired on 20 November 2006. (The Press-Enterprise newspaper, August 27, 2006)
Units Returned To Service
(Listed by unit number)
UP 151 wrecked on 26 July 1990 at Lafarge, Texas. Repaired and returned to service, January 1991.
UP 215 was wrecked on 18 November 1988 at Wild Horse, Texas. Repaired and returned to service.
UP 1202 was wrecked (side-swipe) on 11 April 1991 at Seattle, Washington. Repaired and returned to service.
UP GP38-2 2011 was wrecked on May 2, 1990 at Weco, Nebraska. Repaired and returned to service on March 17, 1991.
UP GP38-2 2056 was wrecked on March 3, 1990 at Hooper, Washington. Repaired and returned to service.
UP C30-7 2412 was wrecked on August 14, 1987 at Ogallala, Nebraska. Repaired at North Platte using cab and other parts from ex-WP U30B 3069. Repaired and returned to service during December 1987.
Additional information: Included in the consist were SD40-2 3659, SD40 3111, SD40-2 3464, and SD40-2 3616. All six units were seen at North Platte on August 15, 1987, and all had damage to handrails, battery boxes, and the area below their cabs. UP 2412 specifically had damage to front, rear and left side handrails, left side hood in the area of the exhaust stack, and significant damage to the short hood and cab. The entire left side of the cab outboard of the hood and nose was gone. (Thom Anderson, November 21, 2001)
UP 3283 wrecked on 18 September 1976 at Fairbury, Neb. Repaired and returned to service.
UP 3296 wrecked and removed from service in April 1986. Repaired and returned to service.
UP 3298 wrecked (rolled on side) in December 1987 at Chicago, Ill., near 111th Street. Repaired and returned to service.
UP 3356 wrecked April 1984 at Newcastle, Wyo., on BN. Returned to service.
UP 3422 wrecked (fire damage) on 4 April 1991 at Maiden Rock, Mont. Repaired and returned to service.
UP 3493 wrecked, out of service April 1986. Returned to service.
UP 3515 wrecked (head-on collision) on 11 November 1993 at Kalama, Wash.; wreck damage repaired by BN, returned to service on UP during mid March 1994.
UP 3542 wrecked on 6 August 1987 at Tacoma, Wash. Repaired and returned to service.
UP 3589 wrecked on BN during 1988, repaired by BN-West Burlington, Iowa, repainted by Mid-America Car at Kansas City, Kan., returned to UP.
UP 3574 wrecked on 30 July 1979 at Cheyenne, Wyo. (in service only four days), damage repaired and returned to service.
UP 3579 wrecked while on C&NW, repaired by C&NW by applying a C&NW SD40-2 long hood. UP 3579 returned to UP in June 1987 with UP number spray painted on C&NW painted long hood, repainted by UP at North Little Rock in September 1987.
UP 3584 wrecked (cab and short nose destroyed) on 2 January 1985 at Gering, Neb. Wreck damage repaired in July 1985 by UP shops at Salt Lake City, Utah, by using complete cab and short nose from retired UP SD45 19. Repairs completed in early December 1985.
UP 3681 wrecked (fire damage) on 4 April 1991 at Maiden Rock, Mont. Repaired and returned to service.
UP 3694 wrecked (fire damage) on 4 April 1991 at Maiden Rock, Mont. Repaired and returned to service.
UP 3706 wrecked on 28 December 1984 at Cotter, Ark. Returned to service.
UP 3711 wrecked on 28 December 1984 at Cotter, Ark. Returned to service.
UP 3751 wrecked on 13 October 1986 at Robbers Creek, Calif. Returned to service.
UP SD40-2 4124 was wrecked (fire following collision and derailment) on 22 December 1995 at Effingham, Ill., on Conrail.
UP GP50 5547 was wrecked on November 4, 1997 at Stamps Ark. It was lead unit on train Z-MELB-03 along with three other units when the train struck a loaded lowboy. All four units and 32 cars were derailed. Total damages: $1,595,635. Repaired and returned to service. (Kevin DeGroff, September 28, 2001)
UP SD60M 6196 was wrecked on (?) at (?). Sent to VMV Enterprises on May 23, 1991 for repair. Repaired and returned to service during late June 1992.
UP SD60M 6264 was wrecked on (?) at (?). Sent to VMV Enterprises for repair. Repaired and returned to service.
UP 6326 wrecked on 25 January 1993 at Wallula, Wash.; wreck damage repaired by VMV, returned to service.
UP AC44 6881, noted in the UP 1999 directory as being sighted at MAC in April 98 with a crushed cab, was damaged on the BNSF on February 12, 1998. The unit was in pool service on the Red Rock coal train, and it went through the infamous non-clearing dumper there. This is the same coal dumper that took the cab off an ATSF 500-series unit and which led to BNSF adopting the "gull wing" cabs on new GEs. Total damages: $396,405 (Kevin Degroff, September 28, 2001)
Two-month-old UP C6044AC 7026 was wrecked at Nacco Jct., Wyo on January 31, 1996, when the C-NAIM-004 broke in two between the fourth and fifth locomotives in the power consist, causing the train to roll downhill and into helper unit 7026, manned by a BNSF crew. Total damages: $3,998,523. (Kevin DeGroff, September 28, 2001)
UP 9025 wrecked on 8 November 1987 at Nugget, Wyo. Repaired and returned to service.
UP 9035 wrecked on 10 February 1989 at Marith, Texas.
UP 9051 wrecked (bent frame) on 10 February 1989 at Marith, Texas. Repaired and returned to service.
UP 9259 was wrecked on 25 January 1993 at Wallula, Wash.; retired on 1 September 1993; reinstated and wreck damage repaired by Conrail's Juniata Shops, Altoona, Penn., returned to service, June 1994.
UP 9502 and 9504 were involved in a collision on October 1, 1993 at Keystone, Neb., approximately 45 miles west of North Platte, Neb. The two units (only eight days old) were the road units on the eastbound C-JRBD loaded coal train. The brakes on both units failed in preparation for a meet with westbound C-RDJR empty 103-car coal train, which was able to stop with plenty of warning. The crews on both trains were able to exit their trains prior to impact, without injury. Both units were repaired and returned to service during June 1994. (see also Pacific Rail News, Issue 362, January 1994, page 47)
Additional information: Regarding the Keystone, Neb. wreck, the 9504 (leading) and 9502 struck head-on with UP 9391 + others. The C-JRBD-30 could not stop approaching an interlocking because of a brake pipe obstruction 19 cars deep, and ran head-on into the stopped C-RDJR-27. The data does not say which power was on which train. Total damages were $2,643,365. (Kevin DeGroff, September 28, 2001)
UP 9509 was wrecked on (?) at (?). Repaired and returned to service by mid May 1995.
UP C41-8W 9524 was wrecked on April 29, 1998 at Nampa, Idaho. It was the lead unit on a crewless soda ash train that got away unattended and rolled until UP 9524 struck the rear of another parked soda ash train. Total damages: $1,298,835. The unit was repaired and returned to service. (Kevin DeGroff, September 28, 2001)
SP C44AC 259 was wrecked on July 10, 1998 at Bastrop, Texas. It was the trailing unit in the power consist of the 134-car San Antonio coal train C-CDSA-05 bound for San Antonio when it hit a patch of rail with the railhead "missing". The crew stated they saw the railhead lying on the track, between the rails. The lead unit made it over the damaged rail, but the trailing unit, SP 259, and 29 cars, did not. During cleanup, a transient's body was discovered under coal hopper SATX 8014. Total damages: $1,454,500. The unit was repaired and returned to service. (Kevin DeGroff, September 28, 2001)
SP GP40M-2 7299 was wrecked on August 18, 1998 at Walsenburg, Colo. It was the third unit in the power consist of the Pueblo-Alamosa turn when a broken rail pierced the fuel tank and engine compartment of SP 7299, derailing the train behind it. Total damages were $500,288. (Kevin DeGroff, September 28, 2001)
SP 8527 was involved in a wreck on November 20, 1999 at Piggott, Ark. It was the lead unit on train Z-YCMQ-20 when the train struck a lowboy loaded with steel beams. UP had authorized the truck to cross at a certain crossing, but the Mayor of Piggott gave the truck driver a different route to take. Total damages: $507,114. (Kevin DeGroff, September 28, 2001)