Union Pacific Railroad

General Notes:

1. Tested on Union Pacific in April and May 1939; returned to GE in mid June 1939.
2. Read more about the GE steam turbine locomotives on Union Pacific.

General Notes:

1. All units were later increased from 8500 horsepower to 10,000 horsepower.
2. All tenders removed upon retirement and assigned to fuel or water service. (Read more about UP's GTE tenders)
3. (Read more about the last ten UP gas turbines, and their lives after Union Pacific, including the disposition of UP 7-7B, 8-8B, 14-14B, 16-16B, 18-18B, 26-26B, 27-27B, 28-28B, 29-29B, and 30-30B.)

Notes:

1. A total of eleven A-B locomotives were traded to GE in 1969, and their trucks used for 22 new U50Cs.
2. A total of nine A-B locomotives (including the mismatched UP 28-20B set) were traded to GE in 1971, and their trucks used for 20 new U50Cs.
3. UP 7-7B and 8-8B were sold to Continental Leasing Group on September 15, 1971, shipped to Intercontinental Engineering Co., Riverside, Missouri; seen intact at the Kansas City freight house in 1973; scrapped in early 1976.
4. UP 14-14B was sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; UP 14A (alone) was stored on UP in Salt Lake City, Utah, until moved to Kansas City in March 1979; donated to Illinois Railway Museum, Union, Illinois; not moved from Kansas City, scrapped after 1992 by IRM to raise funds for continued expansion of the museum's facilities at Union, Illinois.
5. UP 14 was seen in September 1972 at GE's Apparatus Service Shop in North Salt Lake, Utah, coupled to UP 16A. The locomotive's B unit had already been dismantled and its gas turbine was sitting on the ground nearby.
5. UP 14B was sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; sold to Western Contracting; gas turbine removed by GE at North Salt Lake, carbody and frame scrapped by GE at North Salt Lake.
6. UP 16-16B was sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; UP 16A (alone) stored on UP in Salt Lake City, Utah until moved to Kansas City in March 1979; donated to Illinois Railway Museum, Union, Illinois; not moved from Kansas City, scrapped after 1992 by IRM to raise funds for continued expansion of the museum's facilities at Union, Illinois.
7. UP 16 was seen in September 1972 at GE's Apparatus Service Shop in North Salt Lake, Utah, coupled to UP 14A. The locomotive's B unit had already been dismantled and its gas turbine was sitting on the ground nearby.
7. UP 16B was sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; sold to Western Contracting; gas turbine removed by GE at North Salt Lake, carbody and frame scrapped by GE at North Salt Lake.
8. UP 18-18B was sold to Continental Leasing Group, shipped to Intercontinental Engineering Co., Riverside, Missouri; donated to the Smoky Hill Railway and Historical Society for its Kansas City Railroad Museum on May 6, 1977; stored at Dodson, Missouri, by October 1988; moved to Illinois Railroad Museum, Union, Illinois, in 1992.
9. UP 20 was coupled to UP 28B in 1970 to replace UP 28 with bad Cooper-Bessemer; renumbered as UP 28, never operated as UP 28; sold to Continental Leasing as part of 28-28B set; donated (as UP 28, along with UP 28B) to Illinois Railway Museum, Union, Illinois; not moved from Kansas City, scrapped by IRM to raise funds for continued expansion of the museum's facilities at Union, Illinois.
10. UP 20B was traded to GE coupled to UP 28
11. UP 24-24B was one of 11 locomotives traded to GE in 1969; UP 24 was shipped direct to GE at Erie; UP 24B was dismantled (and its gas turbine removed) at GE's Apparatus Service Shop in North Salt Lake, Utah, where it was seen partially dismantled in September 1972.
12. UP 26-26B, after retirement in February 1970, was in Cheyenne as late as June 1973; sold to Continental Leasing Group, shipped to Intercontinental Engineering Co., Riverside, Missouri; donated to Ogden Union Station Museum, Ogden, Utah on March 20, 1986; moved from Kansas City via BN in March 1987; arrived at Ogden in July 1987; painted during April 1989; painted in May 2019.
13. UP 27-27B were sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; scrapped by Houston Armature Works, Houston, Texas, between March and July 1972.
14. UP 27-27B was shipped from Salt Lake City on February 3, 1972, and arrived at Kansas City on February 14th, delivered to MKT, consigned for Houston Armature Works; Union Pacific received a complaint from MKT's vice president of mechanical, concerning the fact that UP 27-27B was received without operable air brakes; the subsequent investigation found that the unit was not properly inspected prior to departing Salt Lake City.
14. UP 28 had a bad Cooper-Bessemer engine in 1969; separated from 28B; traded to GE as part of the mismatched UP 28-20B set; photo taken on April 5, 1971 shows UP 28 at GE at Erie, without its B unit.
15. UP 28B was sold to Continental Leasing Group, coupled to the UP 28 (ex UP 20) A-unit, shipped to Intercontinental Engineering Co., Riverside, Missouri; donated (along with UP 28, ex UP 20) to Illinois Railway Museum, Union, Illinois; not moved from Kansas City, scrapped by IRM to raise funds for continued expansion of the museum's facilities at Union, Illinois.
16. UP 29, after retirement in February 1970, was in Cheyenne as late as November 1973; sold to Continental Leasing Group, shipped to Intercontinental Engineering Co., Riverside, Missouri; seen in Kansas City in March 1977; photos show that UP 29 was still stored at Kansas City as late as July 1990; donated to Illinois Railway Museum; not moved from Kansas City, scrapped by IRM to raise funds for continued expansion of the museum's facilities at Union, Illinois.
17. UP 29B, after retirement in February 1970, was in Cheyenne as late as June 1973; sold to Continental Leasing Group, shipped to Intercontinental Engineering Co., Riverside, Missouri; moved to Erman at Turner, Kansas, after May 1976; scrapped by Erman.
18. UP 30 was sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; scrapped by Lerner-Pepper Co., Salt Lake City, Utah, for Houston Armature Works.
19. UP 30B was sold to Nielsen Enterprises, Ogden, Utah in August 1971; sold to Continental Leasing Group; scrapped by Lerner-Pepper Co., Salt Lake City, Utah, for Houston Armature Works.

General Notes:

1. UP 31-53 were built using reconditioned truck and bolster assemblies from UP's retired 4500 GTEL gas turbine locomotives.
2. UP 52 was delivered rated at 5,600 horsepower as a field test of a Cummins PT improved fuel system. The modification was removed and the unit de-rated to 5000 horsepower in October 1966.
3. During 1969 a plan was devised to equip UP's U50 units with two GE 2800 horsepower engines (total rating of 5,600 horsepower) and renumber them to the 5600 class. Another proposal, also in 1969, was to strip all mechanical components from the locomotives, except the traction motors, equip them with large fuel tanks above the walkways, and use them as powered fuel tenders. Neither of these proposals went beyond the drawing board stage.

General Notes:

1. Built as UP 3601-3649, 3600; renumbered to UP 1-50 between September 1978 and March 1979 to avoid conflict with new SD40-2s.
2. By July 1981, 30 of the 48 remaining SD45s were in long term storage. Between August 1981 and June 1982, five more were retired and rebuilt to Sulzer-powered SD45Ms, joining UP 34 rebuilt to UP 60 in August 1980, leaving an SD45 fleet of 43 units. By May 1982, 35 of those 43 units were in storage, with the remaining eight units being placed in storage within six months.
3. Of the 50 units, one (UP 43) was wrecked in 1981, and six were rebuilt as Sulzer units in 1980-1982; the remaining 43 units were stored after 1982, and retired and sold for scrap in 1985-1988.
4. Six units were rebuilt to Sulzer-powered SD45M in 1981, retired in 1983, and sold to Precision National in late 1987; these six units remained in storage at Presion's Mount Vernon, Illinois, shop when NRE bought all of Precision's assets in late 1997; rebuilt to SD40-2 specifications and leased to UP as 4700-class units.
5. In January 1988, the last two SD45s, UP 4 and UP 41, were sold to Precision; these two units remained in storage at Presion's Mount Vernon, Illinois, shop when NRE bought all of Precision's assets in late 1997; UP 41 was rebuilt to SD40-2 specifications and leased to UP as 4700-class units. The last unit, UP 4, is unaccounted for after being seen at NRE in 2000.
6. The noses from scrapped UP 21, 27, and 31 were sold in August 1994 by VMV Enterprises, Paducah, Kentucky; shipped loaded on a flat car.
7. UP 1-21, 50 were built on EMD order number 7975, UP 22 was built on EMD order number 7107; UP 23 was built on EMD order number 7108; UP 24-49 were built on EMD order number 7077.

Notes:

1. UP 1 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985.
2. UP 2 was sold for scrap to Bargains Galore, Vancouver, Washington, Vancouver, Washington, 27 February 1986; scrapped by General Metals, Tacoma, Washington.
3. UP 3 was sold for scrap to Erman Corp., Turner, Kansas, in February 1986.
4. UP 4 was sold to Precision National Corp., Mount Vernon, Illinois, 8 January 1988; stored at Precision's Mount Vernon, Illinois, facility until all assets of Precision were sold to National Railway Equipment; shown on an inventory of locomotives at Mt. Vernon during 2000; missing from the same list dated October 2003; likely scrapped in the period between. (Update for 2000 and 2003 from Randy Keller via email dated October 31, 2014)
5. UP 5 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985.
6. UP 6 was sold for scrap to Pielet Brothers Scrap Iron and Metal, McCook, Illinois, 26 June 1987.
7. UP 7 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985.
8. UP 8 was rebuilt to Sulzer-powered SD45M 64 in December 1981.
9. UP 9 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985.
10. UP 10 was sold for scrap to Erman Corp., Turner, Kansas, in February 1986.
11. UP 11 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985.
12. UP 12 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
13. UP 13 was rebuilt to Sulzer-powered SD45M 63 in October 1981.
14. UP 14 was rebuilt to Sulzer-powered SD45M 61 in August 1981.
15. UP 15 was rebuilt to Sulzer-powered SD45M 62 in September 1981.
16. UP 16 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985.
17. UP 17 was sold for scrap to Pielet Brothers Scrap Iron and Metal, McCook, Illinois, 26 June 1987.
18. UP 18 was sold for scrap to Durbano, Ogden, Utah, 18 October 1985; scrapped in September 1986.
19. UP 19's cab was removed at Salt Lake City and used to repair wreck damaged UP SD40-2 3584 in July 1985, also at Salt Lake City. UP 19 (without cab and short nose) was sold for scrap to Bargains Galore, Vancouver, Washington, Vancouver, Washington, 27 February 1986; scrapped by General Metals, Tacoma, Washington, in May 1986.
20. UP 20 was sold for scrap to Azcon Hyman Michaels, Alton, Illinois, in July 1985.
21. UP 21 was sold for scrap to Erman Corp., Turner, Kansas, 5 September 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
22. UP 22 was sold for scrap to St. Louis Auto Shredding, East St. Louis, Illinois, in December 1985.
23. UP 23 was sold for scrap to Azcon Hyman Michaels, Alton, Illinois, in July 1985.
24. UP 24 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
25. UP 25 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
26. UP 26 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985; sold to VMV in late 1988, rebuilt to NdeM SD40-2V 13076 in December 1988.
27. UP 27 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
28. UP 28 was sold for scrap to Bargains Galore, Vancouver, Washington, Vancouver, Washington, 27 February 1986; scrapped by General Metals, Tacoma, Washington, in May 1986.
29. UP 29 was sold for scrap to Erman Corp., Turner, Kansas, in September 1985.
30. UP 30 was sold for scrap to Erman Corp., Turner, Kansas, in February 1986.
31. UP 31 was sold for scrap to Erman Corp., Turner, Kansas, in September 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
32. UP 32 was sold for scrap to Pielet Brothers Scrap Iron and Metal, McCook, Illinois, 3 July 1987.
33. UP 33 was sold for scrap to Erman Corp., Turner, Kansas, in September 1985.
34. UP 34 was rebuilt to Sulzer-powered SD45M 60 in August 1980.
35. UP 35 was sold for scrap to Bargains Galore, Vancouver, Washington, 27 February 1986; scrapped by General Metals, Tacoma, Washington.
36. UP 36 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985.
37. UP 37 was rebuilt to Sulzer-powered SD45M 65 in June 1982.
38. UP 38 was sold for scrap to Sold for scrap to Azcon Hyman Michaels, Alton, Illinois, in July 1985.
39. UP 39 was sold for scrap to Erman Corp., Turner, Kansas, in October 1985; sold to VMV Enterprises, Paducah, Kentucky, late 1988; scrapped during 1990.
40. UP 40 was sold for scrap to Bargains Galore, Vancouver, Washington, 27 February 1986; scrapped by General Metals, Tacoma, Washington, in May 1986.
41. UP 41 was sold to Precision National on 8 January 1988; still at Precision on 5 June 1994; sold to NRE in late 1997; sold to CIT Group, Inc., in late 1998; rebuilt to SD40-2 (still in SD45 carbody) by NRE at Mount Vernon, Illinois, completed as UP 4740 on 23 February 1999.
42. UP 42 was sold for scrap to Erman Corp., Turner, Kansas, 5 September 1985.
43. UP 43 was wrecked; scrapped by UP at Omaha, Nebraska, completed on 30 June 1981.
44. UP 44 was sold for scrap to Sold for scrap to Azcon Hyman Michaels, Alton, Illinois, in July 1985.
45. UP 45 was sold for scrap to Erman Corp., Turner, Kansas, 30 August 1985.
46. UP 46 was sold for scrap to Erman Corp., Turner, Kansas, in February 1986.
47. UP 47 was sold for scrap to Erman Corp., Turner, Kansas, 5 September 1985.
48. UP 48 was sold for scrap to Southwest Railroad Car Parts, Longview, Texas, 23 April 1987.
49. UP 49 was sold for scrap to Azcon Hyman Michaels, Alton, Illinois, in July 1985.
50. UP 50 was traded to EMD in May 1986; scrapped by Pielet Brothers Scrap Iron and Metal, McCook, Illinois

General Notes:

1. Built as Illinois Central 9515, renumbered to Illinois Central Gulf 9515. Lease to ICG expired and unit sold to MKT in 1986. To UP through merger. Renumbered from MKT 340 to UP 1996 on 14 March 1991.
2. UP 19 was renumbered from UP 1996 on 19 March 1996 to clear the UP 1996 number for use by 1996 Summer Olympic Games commemorative SD40-2; renumbered from UP 19 to UP 1796 on 4 April 1997.
3. Lease to UP expired, purchased by UP on 23 October 1996.
4. Built on EMD order number 5747.

General Notes:

1. Built by Republic Locomotive Works as the prototype for a new switcher design; construction begun in July 1992; the RD20 was displayed (not yet fully operational) at the Railway Supply Association show in October 1992.
2. Built on the frame of an GP35, possibly from CSX 4308 (built as Louisville & Nashville 1111; EMD number 29476; May 1964; frame number 7743-1; renumbered to Seaboard System 1111; renumbered to SBD 4308; renumbered to CSX 4308).
3. Equipped with EMD Blomberg trucks, Detroit 16-149TI diesel engine, 62:15 gear ratio and EPIC E310 air brakes (not equipped with dynamic brakes).
4. The Republic RD20 locomotive was built by Republic Locomotive Works in August 1992, on the frame of an EMD GP35. Leased to Union Pacific from April to November 1993. Sold to Georgetown Railroad; sold to LeTourneau Drive Systems (LETX) as their number 20 as early as June 2003. Sold in mid 2007 by David Kramer/Diesel Locomotive Co. (DLCX); moved in 2009 for storage to Burlington, Iowa, on Burlington Junction Railway; moved in 2011 to Independent Locomotive Services at Bethel, Minnesota; still there as of July 2014.
5. The following comes from Railfan & Railroad magazine, June 1993:
6. The RD20 -- In mid-March 1993, Republic Locomotive announced it had successfully field tested its new RD20 model locomotive. Developed in conjuction with Detroit Diesel Corporation, the four-axle RD20 prototype features a 2000-hp Detroit Diesel 16V-149TI DDEC engine, an 8000 amp a.c. alternator and d.c. traction motors. Republic says "the RD20 is the first diesel locomotive produced in North America to utilize a totally solid state Silicon Controlled Rectifier control system" which "eliminates all electromechanical switchgear, contactors and relays while permitting individual axel control for improved wheel slip control." The RD20 can be operated with a cruise control-style feature which automatically maintains a set speed regardless of changes in track curvature and gradient. A cellular communications package transmits locomotive diagnostic information which can be monitored remotely by maintenance personnel at any location with access to a computer, modem and phone line. Republic's RD20 design can be modified for any horsepower rating up to 2500 h.p. and is available in four- and six-axle configurations in most track gauges. An optional Head End Power generator is also available.
6. Leased to UP for six-month evaluation period, from April 12, 1993 to November 17, 1993; used by UP at Kansas City; delivered to SP (SSW) on 11 December 1993.

General Notes:

1. Built as GE 101, a double-cab 4500 horsepower gas turbine locomotive, painted dark green with yellow stripes; tested on Nickel Plate and Pennsylvania railroads from November 1948 until June 1949.
2. GE 101 was repainted and renumbered to UP 50 in late July 1949 (never actually owned or leased by UP); the locomotive tested on UP from late July 1949 to late April 1951.
3. Tested on the SP during May and June 1951, then returned to GE; scrapped by GE in 1953.
4. "This unit was strictly a GE demonstrator. It never left GE ownership, but was painted in UP colors from 6/49 to 3/51 when it was returned to GE for retirement. Steinbrenner notes that the ALCO-GE lettering on the nose of #101 was there because of the joint agreement between ALCO and GE, and that ALCO did not participate in the design and building of this unit. See The American Locomotive Company A Centennial Remembrance p. 341. (Ed Cooper, email to LocoNotes discussion group, dated November 22, 2006)

General Notes:

1. UP 51-60 single-cab 4500 horsepower gas turbine locomotives were delivered without tenders; the tenders were added later by UP, after being rebuilt from FEF-1 class 4-8-4 (800-819) steam locomotive tenders.
2. UP 51-60 were nicknamed "Standard Turbines", and were equipped with fully enclosed car bodies.
3. In May 1953, UP 57 was equipped to burn propane, which required the addition of a pressurized tender; road tests were run between Los Angeles and Las Vegas; the test was considered a success, although it was decided not to convert the rest of the fleet; the locomotive was converted back to burn residual fuel in January 1954. This was the first use of aluminum-colored trucks on UP locomotives.
4. UP 58-60 were equipped for multiple-unit operation with diesels.
5. The truck assemblies from UP 51-56 were reconditioned by UP at Omaha in 1962 and shipped to GE-Erie for use on U25Bs; the car bodies were scrapped by UP at Omaha and Cheyenne.
6. The truck and bolster assemblies from UP 57-60 were reconditioned by UP at Omaha in 1963 and 1964 and shipped to GE-Erie for use on the U50s; the car bodies were scrapped by UP at Omaha and Cheyenne.

General Notes:

1. UP 61-75 single-cab 4,500 horsepower Gas Turbine locomotives were delivered without tenders. The tenders were added later by UP, rebuilt from FEF-1 class 4-8-4 (800-819) steam locomotive tenders.
2. UP 61-75 were nicknamed "Veranda Turbines" because they were equipped with outside walkways along the sides of the car bodies.
3. The truck and bolster assemblies from UP 61-68, 71-73, 75 (12 units) were reconditioned by UP at Omaha in 1963 and 1964 and shipped to GE-Erie for use on the U50s. The car bodies were scrapped by UP at Omaha and Cheyenne.
4. The truck and bolster assemblies from UP 69, 70, and 74 (three units) were reconditioned by UP at Omaha in 1964 and shipped to Alco-Schenectady for use on the C855s. The car bodies were scrapped by UP at Omaha and Cheyenne.

General Notes:

1. UP 60 and 61 were built using truck and span bolster assemblies from UP's retired 4500 GTEL gas turbine locomotives.
2. UP 60 and 61 were originally ordered as UP 45 and 46; road numbers were changed to UP 60 and 61 at Alco factory prior to delivery to UP, after additional GE U50s were ordered.
3. UP 60, 60B, and 61 were sold for scrap to Industrial Maintenance Services (IMS) "as is, where is" at Council Bluffs, Iowa, for $19,500.00; IMS bought the units and shipped them direct from Council Bluffs to Houston for scrapping.
4. Built under Alco order number 3365-1 and 3365-2.
5. Alco Century 855s had Alco specification number DL-855.

Notes:

1. UP 60 and 61 were sold for scrap to Industrial Maintenance Services, Hammond, Indiana, on 13 September 1971; both were scrapped in January and February 1972 by Houston Armature Works in Houston, Texas.

General Notes:

1. UP 60B was built on truck and span bolster assemblies from UP's retired 4500 GTEL gas turbine locomotives.
2. UP 60B was originally ordered as UP 45B; road number was changed to UP 60B at Alco factory prior to delivery to UP; changed after additional GE U50s were ordered.
3. UP 60, 60B, and 61 were sold for scrap to Industrial Maintenance Services (IMS) "as is, where is" at Council Bluffs, Iowa, for $19,500.00; IMS bought the units and shipped them direct from Council Bluffs to Houston for scrapping.
4. Built under Alco order number 3366-1.
5. Alco Century 855s had Alco specification number DL-855.

Notes:

1. UP 60B was sold for scrap to Industrial Maintenance Services, Hammond, Indiana, on 13 September 1971; scrapped by Houston Armature Works, at Houston, Texas, in January 1972.

General Notes:

1. UP 60-65 were rebuilt from standard EMD SD45s by Morrison Knudsen at Boise, Idaho, during 1980 to 1982 as a test program using Sulzer diesel engines from Switzerland. Included in the program along with these six UP units were four ATSF SD45s, road numbers 5405-5408. The ATSF units were completed by Morrison Knudsen during mid 1981 and rebuilt back to standard SD45s, road numbers 5496-5499, by ATSF during 1984 and 1985.
2. The rebuild effort required extensive modification of the car body to accommodate the new engine. The most visible changes were an additional two inches of car body width along the hood sides, and a screen intake at the rear of the car body on the left (fireman's) side. Morrison Knudsen did the car body modifications on the first UP unit (UP 60/34). UP did the carbody modifications on the other five units in its own Omaha, Nebraska, shops prior to the units' moving to Morrison Knudsen at Boise.
3. All six units were worked east to North Platte with their original SD45-series numbers. Upon painting at North Platte, each unit was renumbered to its 60-series number.
4. Equipped with Sulzer 16ASV25R-30 engine and 62:15 gear ratio.
5. Union Pacific called these units SD45Ms; Morrison Knudsen used TE83-6S (Tractive Effort, 83,000 pounds, 6 axle, Sulzer).

Notes:

1. All six units were retired on 21 December 1983, while stored at Council Bluffs, Iowa; sold to Precision National Corp., Mount Vernon, Illinois, 29 October 1987; all six units were still at the Precision facility 10 years later when National Railway Equipment in November 1997 bought the assets of the bankrupt Precision National Corp; all six units were sold by NRE to CIT Group, Inc., rebuilt by NRE to SD40-2s (still in their modified SD45 carbodies) and leased to UP with the following new UP numbers:

General Notes:

1. UP 80, 80B were built by UP at Omaha Shops. Under construction for more than two years, between September 1959 and December 1961; entering road service in October 1962.
2. Control unit rebuilt from UP PA-1 607 (Alco 76311, 1/49).
3. Turbine unit rebuilt from former GN electric 5018 (GE 28448, 5/47).
4. UP 80, 80B operated in extensive tests on the Nebraska Division between Omaha and North Platte and Cheyenne, from October 1962 to May 1964, making its last trip on May 12, 1964.
5. Total operating weight: 1,233,300 pounds, including 361,000 pound tender.

General Notes:

1. UP 70-83 were built using reconditioned GE 752 traction motors (with 74:18 gear ratio) from trade-in Alco FA and FB cab units. EMD used the designation 752E20A for these reconditioned traction motors. UP 84 was built using the reconditioned EMD D67B1 traction motors from wrecked trade-in UP GP9 159 and was equipped with 62:15 gearing.
2. UP 71, 73, 74, 80, and 81 were originally equipped with 79:24 high speed gear ratio; later changed to 74:18 gear ratio.
3. UP 82 was equipped for Radio Control (RC) operation in May 1968, serving as the control unit, matching UP 82B which served as the remote. All radio control equipment was removed from both units during July 1973 at Salt Lake City, Utah.
4. Five additional DDA35 units were ordered by UP for delivery during 1966. The units were to be numbered UP 85-89. EMD assigned builder's numbers 29999-30003 to these five units. The order was canceled in lieu of SD40s. EMD did not use the builder's numbers for other locomotives.
5. UP 70 was the first DDA35 to receive UP's "We Can Handle It" slogan, in late April 1972.
6. During 1977 and 1978, UP began removing the sand boxes from the ends of both the DDA35s and the DD35s, replacing them with side sand boxes that were fabricated by UP's Omaha Shops, similar to factory-built sand boxes applied to the 6900 class DDA40Xs. The end sand boxes were removed to get dust and grit associated with the sand boxes out of the end control cabinets.
7. UP 70-83 were built on EMD order number 7797.
8. UP 84 was built on EMD order number 7798.
9. Terry Kolenc reviewed his slides, and found that the following 9 units were in service during August and September of 1979: UP 71, 72, 75, 77, 78, 79, 80, 82, 83

General Notes:

1. Built as Chicago and Illinois Midland 70-75. Purchased by UP in January 1995 to allow hump yard-assigned SD40-2s to return to freight service. The C&IM units were in national lease service, most recently on SP, who delivered them to UP at Houston in mid January 1995.
2. UP 70-75 were initially assigned to freight service at North Little Rock, Arkansas, until all six units were reconditioned and repainted to UP. During April 1995, the units were formally changed to switch service and assigned to North Platte.
3. Not equipped with dynamic braking.

General Notes:

1. Built as EMD DD35 demonstrators 5653 and 5655; operated in demonstration service with GP35 demonstrators 5652 and 5654; all four units were sold to UP in May 1964; the GP35s became UP 762 and 763.
2. Some records show build dates of November 1963. The dates shown are taken directly from the locomotives' builder's plates.
3. Built on EMD order number 5653.

Notes:

1. UP 72B was sold to Peaker Services, Brighton, Michigan, on December 4, 1979, stripped of usable parts, to just the frame itself, by late 1983; frame offered for sale to local governments as a bridge (see Trains magazine, August 1983, page 61); scrapped in June 1988.
2. UP 73B was sold to Precision National Corp., Mount Vernon, Illinois, on November 28, 1980; scrapped.

General Notes:

1. During 1977, UP began removing the sand boxes from the ends of the DDA35s and the DD35s, replacing them with side sand boxes that were fabricated by UP's Omaha Shops, similar to the factory-built sand boxes applied to the 6900 class DDA40Xs. The end sand boxes were removed to get dust and grit associated with the sand boxes out of the end control cabinets.
2. As part of a reliability test program for the DD35 locomotives, three DD35s received modified electrical cabinets on the following dates. The modification forced the sand boxes from the ends, to the sides, similar to the sand box configuration used for the DDA40X Centennial units.
3. April 1975 - UP 91B received GE electrical gear, inside sealed electrical cabinets, completed at UP's Omaha shops.
4. February 1973 - UP 93B received a solid state control electrical cabinet on just its No. 2 end. At the same time, UP 93B was equipped with a Genisco transition programmer.
5. February 1973 - UP 98B received solid state control electrical cabinets on both ends.
3. UP 82B was equipped for Radio Control (RC) operation in May 1968, serving as the remote unit, matching UP 82 which served as the control unit. All radio control equipment was removed from both units during July 1973 at Salt Lake City, Utah.
4. UP 97B was set-up at by UP at Omaha, Nebraska, on 22 September 1964.
5. Terry Kolenc reviewed his slides, and found the following:
6. The following 6 units were in service during August and September of 1979: 73B, 76B, 85B, 90B, 91B, 94B
7. UP 90B still was without the running board sandboxes
8. 85B still had the small numbers.
6. Built on EMD order number 7725.

General Notes:

1. Equipped with special high adhension HT-B trucks.
2. All six units had a bolster centerline of 34 feet, 10-3/4 inches; the trucks had standard 40-inch wheels and a wheelbase of 117-1/2 inches; the noses were EMD's 88 inches long version.
3. Built as UP 9000-9005, renumbered to UP 90-95 in May and June 1985; renumbered to UP 954-959 in January 1989 through January 1990, UP 956 retired in November 1997; assigned UP 5500-5505 in 1997, two units renumbered in June and November 1997; assigned UP 9994-9998 in December 1999, none renumbered prior to retirement of five remaining units in May and June 2001.