UTAH RAILWAY
Diesel Locomotive Research Notes
Compiled by Don Strack
Sources include:
- CTC Board magazine
- The Mixed Train newsletter
- Pacific (Rail) News magazine
- Extra 2200 South magazine
- Locomotive News II newsletter
(incomplete, research continues…)
Locomotive Notes - Alco Era
Utah Railway has purchased LASCO 2014 and 2016, to be renumbered to 600 and 601. Utah 601 has a burned out generator. (CTC Board, June 1976, page 12)
There was a report in a Pacific News (?) that in July 1977, Utah Railway canceled its order for four SD38-2s from EMD.
Utah Railway Alcos were bumped to the mine runs by leased UP SD40-2s. (Pacific News, November 1977, page 25)
Utah Railway began leasing three UP SD40s in October 1977, using UP's eight former EMD 645 test bed SD40Xs. Later Utah began using UP SD40s and SD40-2s on a rotating basis, with the units being assigned out of the Provo yard. Because of lighter rail on the mine tracks, the Utah Railway Alcos were bumped to mine runs by the leased UP SDs. (part from Pacific News, March 1978, page 19)
Utah Railway Alcos are out of service. Wattis Branch relaid with 110 lb. rail in October 1981 to allow heavier power. UP SD40's tested on Wattis Branch in February and March 1982. Alcos permanently set aside. Last run of Alcos was in early April 1982. (CTC Board, July 1982, page 3)
All Utah Railway Alcos placed into storage. Utah Railway is now using leased UP SD40-2s. UP SD40-2s used on Wattis Branch since April 1982 because of new rail now on branch. (Pacific News, Issue 239, July 1982, page 24)
Utah Railway Alcos 300, 302, 303, 304, 305, 306, 307, 401, 402, 403, and 600 (11 units) were moved two at a time from storage at Martin to Provo, then from Provo to Industrial Salvage in Salt Lake City, starting in late November 1983. (CTC Board, December 1983, page 4; Pacific News, February 1984, page 26)
By January 1984, only three Alcos remained at Martin -- Utah 301, 400, and LASCO 2016 (assigned Utah 601). (Pacific News, February 1984, page 6)
Utah 401 and 306 were traded by Industrial Salvage to the Promontory Chapter, NRHS, for scrap value in donated, former Kennecott locomotives. Both units were stored at Salt Lake City, Utah.
Last regular operation of the Utah Railway Alcos was in early April 1982. The Wattis Branch was re-laid with 110 pound rail in October 1981 to allow use of the heavier leased UP units. Leased UP SDs were tested on the Wattis Branch in February and March 1982. In May 1982 all of the Utah Railway Alcos were placed into storage. Utah 301, 400, and LASCO 2016 had already been in long-term, unserviceable storage.
Utah Railway DL600B 401, ex ATSF 9823, exx ATSF 823, was sold to Chuck Wirtz, of Wyoming & Colorado Railway, who planned to lease the unit out. Unit was purchased from NRHS Promontory Chapter, Salt Lake City, Utah, who had purchased the unit from Industrial Salvage & Metals, Salt Lake City, Utah, just before it was to be scrapped. (Locomotive Notes II, Issue 123, March 1989, page 7)
Locomotive Notes - SD45 and F45 Era
Former BN F45s 6606, 6607, 6608, and 6613 were delivered to UP at Albina (Portland) on March 3, 1985 for delivery to Utah Railway. (Pacific News, July 1985, page 23)
Four former BN F45s leased from National Railway Equipment (NRE) arrived on Utah Railway on April 4, 1985. (CTC Board, April 1985, page 22)
The four former BN F45s were leased to Utah Railway for 60 days and were to be used on the mine runs. (CTC Board, May 1985, page 5)
Former SP SD45 9143 was leased to Utah Railway in early June 1985. (Pacific RailNews, August 1985, page 33)
Former SP SD45s 9143, 9144, 9147, and 9149 leased to Utah Railway in June 1985. Utah Railway inspected a group of SP SD45's at Ogden and selected the best four. These four units were to join four former BN F45s already in service on Utah Railway. The new IPP train began operation on June 16, 1985. (Pacific RailNews, Issue 262, September 1985, page 4)
In a side note, SP SD45 9147 had been used as the helper for former SP steam 4-8-4 4449 east from Houston to El Paso in 1978. (Pacific News, June 1978, pages 9, 10)
To replace the loss of former BN F45's 6613 (which has been returned to lessor) and 6607 (currently being used for parts), the Utah Railway has leased two more former SP SD45's. Like the F45's and other SP SD45's, these units are owned by National Railway Equipment. The two new ones are SP-9146 and SP-9148. The two remaining F45's and the six SD45's, are still commonly found on the mine runs out of Martin, and use as helpers to Soldier Summit. They also made a few trips all the way to Provo with extra trains, when there was no UP power available. (Ryan Ballard) (CTC Board, December 1985)
Utah Railway relettered three, of six, former SP SD45s to Utah Railway. Utah Railway was to acquire two more former SP SD45s: 9140 and 9150. Former BN F45 6613 was running, 6607 was in the shop after suffering an engine fire. (CTC Board, February 1986, page 12)
Utah Railway leased former SP SD39s 5319, 5322, and 5325 from CIT Financial. (Pacific Rail News, March 1987, page 32)
The three former SP SD39s were on only a short term lease from NRE, beginning in early November 1986. If the units work out, they will be put on a long term lease, like the eight former SP SD45s and four former BN F45s. BN F45 6607 was serving as a parts source; its prime mover had been used in the 6608. The dynamic brakes of the F45s were modified by Utah Railway's mechanics to better match the SP SD45s. The SP SD45s were equipped with Pacer creep control for coal loading; the F45s had been modified to run in consist with creep control units, but could not be lead units in a creep control consist. (CTC Board, December 1986, page 45)
Utah Railway acquired former SP SD45s 9146 and 9148. (Pacific Rail News, March 1986, page 30)
Utah Railway was operating an IPP train every day, and was looking for four more SD45s, to come from NRE. When the SD45s arrive, Utah will return the three former SP SD39s. (CTC Board, July 1987, page 37)
SP SD45 8830 was renumbered to Utah Railway 9142. (Pacific Rail News, May 1988, page 16)
Utah SD45 9147 was the first to be repainted from SP to new the Utah Railway color scheme: gray with white stripes. (Locomotive Notes II, Issue 117, September 1988, page 12)
Utah SD45 9145 is ex SP 8936 (b/n 33633, b/d 2/68, f/n 7082-2). Unit was renumbered to Utah's 9100 series to match other former SP SD45s in service on Utah Railway. (Locomotive Notes II, Issue 118, October 1988, page 6, with photo)
Beginning in July 1989, Utah Railway leased former BN SD45 6400 and former BN F45 6519. Both were leased from Helm Financial and were in service on Utah as NHL 6400 and NHL 6518 (ex BN 6519). (Locomotive Notes II, Issue 128, August 1989, page 14)
NHL 6400 and 6518 were used on the daily second train for export coal traffic. This traffic is in addition to the daily IPP train. (CTC Board, January 1990, page 47)
NHL 6400 and 6518 were leased to Utah Railway while SD45s 9147 and 9149 were out of service due to bad main generators, and were returned to Helm after the SD45s were repaired and returned to service. Utah 9147 and 9149 were painted gray with white stripes. (CTC Board, April 1990, page 57)
NHL 6400 and 6518 were returned to Helm by Utah Railway in November 1989. Helm leased NHL 6400 to Mexico. NHL 6518 remained on Utah Railway property. (Locomotive Notes II, Issue 131, November 1989, page 14)
Ex SP SD45 8938 was in service on Utah Railway, as of November 1989. (Locomotive Notes II, Issue 131, November 1989, page 14)
Utah Railway SD45 9140 was renumbered from SP 8958 on January 9, 1990. (f/n 7082-24!, b/n 33655, b/d 4/68) (Locomotive Notes II, Issue 135, March 1990, page 13)
Utah Railway scrapped F45 6607 at Martin, UT. (LN II 148-14, 4/91)
The NRE contract with Utah Railway expired on April 30, 1991. The NRE contract was replaced by a new contract with Morrison-Knudsen, using 14 SD40M-2s lettered for MK's leasing subsidiary Motive Power International (MPI). Units to be furnished by MK will be equipped with Positive Traction Control (PTC). The MPI units did not have PTC, so three extra units were needed to give proper coverage. Utah Railway was to supply the crews, fuel, and operating supplies; MK was to supply the units and their maintenance. (Extra 2200 South, Issue 91, page 14)
Utah Railway returned its leased SD45s and F45s to National Railway Equipment on April 30, 1991. On May 1, 1991, new locomotives leased and maintained by MK went into operation. (CTC Board, May 1991, page 5)
Utah Railway (NHL) SD45s 6518, 9141, 9142, 9146 were scrapped at Martin, Utah by Mountain States Machinery of Price, Utah. The units were lettered for Utah Railway but were owned by National Railway Equipment and Helm Financial. Reporting marks were NHL, for National Helm Leasing. Specific information for NHL 6518: b/n 37127!, 6/71!, f/n 5773-22!, ex BN 6519. (Locomotive Notes, Issue 150, June 1991, page 12)
Utah Railway 9142 and 9146 cut up at Martin by August 29, 1991. The frame of SD45 6518 was still there. Parts from scrapped SD45s, such as draft gear, electrical equipment, and traction motors were sent to Helm Financial. F45s 6606, 6608, 6613 were held at Martin for later sale. (Locomotive Notes, Issue 153, September 1991, page 15)
Locomotive Notes - SD40 Era
The MPI SD40s operated on Utah Railway from late April 1991 until November 1991, with the arrival of Utah's own refurbished SD40s. (from James Belmont via email)
On May 1, 1991, new locomotives leased and maintained by MK went into operation. MK has sent its MPI 9001-9007, 9010-9016 as interim power until 11 overhauled ex CSX SD40s could be completed and sent to the Utah. The new units were refurbished, but not upgraded to SD40 -2 standards, and were also equipped with PTC and Pacesetter for service on the Utah. (CTC Board, May 1991, page 5)
MPI SD40-2 9001-9007, 9010-9016 now on Utah Railway. Frame checks match previously published data for MPI units. (Locomotive Notes II, Issue 149, May 1991, page 16)
MPI 9001-9007, 9010-9016 were used on Utah Railway from May 1991 to November 1991.
PLM SD40 3041 (ex UP 3041) was used on Utah Railway from May 1993 to late September 1993; returned to M-K at Boise for rebuild to M-K lease fleet 9051.
Operational Notes
Utah Railway began operating a daily, 85-car, 8,500-ton unit coal train on June 16, 1985 for the new Intermountain Power Plant (IPP) near Lynndyl, Utah. Utah Railway had begun planning for this new, regular traffic six months earlier, and they could see that the railroad would require a cheaper source of motive power, cheaper than the lease of the UP-owned SD40-2s then currently in use.
Leased Union Pacific motive power was being used at the time (early 1985) to power Utah's then current major source of traffic, interchanging coal trains with Union Pacific at Provo. The new IPP trains would be an on-going, and possibly increasing level of traffic, so the Utah's planners went shopping for a cheaper pool of motive power. They had a good response from Helm Financial of San Francisco, which, in combination with National Railway Equipment of Illinois (a relatively new company organized by former officers of the Chrome Crankshaft Company) agreed to furnish second-hand, high horsepower locomotives, and provide the required maintenance. This was a deal that the Utah could not refuse. The first National Helm Leasing (NHL) F45s arrived on Utah property in early April 1985, just in time for the preliminary IPP trains that were being run to build up the coal stockpile at the IPP plant. The former SP SD45s arrived in June, with their arrival timed to the formal initiation of operations at the new IPP power plant.
Following the agreement between Utah Railway and BNSF for Utah to operate BNSF's local service in Utah, BNSF assigned BN GP28M 1520, BN GP38 2163, and ATSF GP7u 2258 to Utah Railway for its use. Utah Railway also leased NREX (ex-IC) SD20s 2033, 2040 and 2041.
