Union Pacific Railroad

General Notes:

1. Built with 65:12 gear ratio and later changed to 62:15 gear ratio.
2. UP 1811 was the last operating SW7 on UP.
3. Nineteen units rebuilt by UP to SW10s.
4. Built on EMD order number 4038.

Notes:

1. UP 1803 was sold to Chrome Crankshaft Company, Chicago, Illinois, 10 December 1979; sold to Air Products, Pace, Florida.
2. UP 1809 was sold to Chrome Crankshaft Company, Chicago, Illinois, in February 1977; rebuilt by CRI&P at Silvis, Illinois; sold to Illinois Terminal 1220 in August 1979.
3. UP 1811 was sold for scrap to Durbano, Ogden, Utah in February 1986.
4. The cab from UP 1812 used to repair wreck damaged SW10 1205 in July 1981; remaining portion scrapped by UP at Omaha, Nebraska, during October 1981.
5. UP 1818 was wrecked on 28 January 1983 at The Dalles, Oregon; stripped of usable parts (to be used in SW10 program) by UP at Omaha, Nebraska; frame (loaded on a flat car) sold to Precision National Corporation, Mount Vernon, Illinois, 20 April 1987.
6. UP 1819 was sold to Precision National Corporation, Mount Vernon, Illinois, in October 1978; sold to Sahara Coal number 1819; stored at by Crab Orchard & Egyptian, along with Sahara Coal's SW1; advertised for sale by Southern Illinois Used Machinery, Marion, Illinois, in April 1995; sold to Mid-Am Equipment, Inc. and moved for lease to Nevada Industrial Switching at Exeter, California; never actually used by NIS; sold to David J. Joseph Company on 1 September 1999; sold to new DJJ subsidiary, Joseph Transportation, Inc. and currently (2002) used as JTPX 1209 in lease service by Lehigh Southwest Cement Co-Redding, Mountain Gate, California. (updated August 4, 2002, from information furnished by Edward Bridges, Bob Lehmuth, and Randy Keller)

General Notes:

1. Originally equipped with 65:12 gear ratio and later changed to 62:15 gear ratio.
2. UP 1831 and 1846 were retired during 1978 and were reinstated and rebuilt to SW10s; other units not retired prior to being rebuilt to SW10s.
3. UP 1839 was retired in May 1978 and was reinstated and rebuilt to SW10 1839 in November 1979. SW10 1839 was renumbered to SW10 1201 on 1 April 1980.
4. UP 1848 was retired in August 1978, but was reinstated to the roster and rebuilt to the first SW10, with work starting in October 1978; UP SW10 1848 was released from Omaha shops on 2 August 1979; SW10 1848 was renumbered to SW10 1200 on 13 March 1980.
5. Thirty-six units rebuilt by UP to SW10s.
6. UP 1825-1846 were built on EMD order number 4133.
7. UP 1847-1866 were built on EMD order number 4216.

Notes:

1. UP 1827 was wrecked in July 1977 at Albina (Portland), Oregon; sold to Precision National Corporation, Mount Vernon, Illinois, in October 1977.
2. UP 1830 was sold to Industrial Maintenance Services, Hammond, Indiana in September 1976; sold to Youngstown & Northern 302; sold to Union Railroad 588; sold to Birmingham Southern 588.
3. UP 1839 was rebuilt to SW10 1839 in November 1979, renumbered to UP 1201, 1 April 1980.
4. UP 1842 was wrecked in July 1977 at Albina (Portland), Oregon; sold to Precision National Corporation, Mount Vernon, Illinois, in October 1977; sold to Tacoma Municipal Belt Line Railway 1200, Tacoma, Washington, in July 1978; sold to Mount Vernon Terminal 1200, Mount Vernon, Washington, in August 1993.
5. UP 1843 was scrapped by UP at Omaha in March 1981.
6. UP 1845 was wrecked; sold to Chrome Crankshaft Company, Chicago, Illinois, in November 1978.
7. UP 1848 was rebuilt to SW10 1848 in August 1979, renumbered to UP 1200, 13 March 1980.
8. UP 1863 was sold to Chrome Crankshaft Company, Chicago, Illinois, in February 1977; sold to Weyerhauser Timber D-21, Mount Pine, Arkansas in July 1977; sold to Kaiser Cement 881-005, Cupertino, California.
9. UP 1866 was rebuilt to SW10 1866; completed on January 25, 1980; renumbered to UP 1202 after January 29, 1980, the date of a recently discovered slide.

General Notes:

1. UP 1870-1877 were equipped with dynamic braking in late 1952 for helper service on the South-Central District on Cajon Pass in California, and on Cima Hill in Nevada; dynamic braking was removed from 1870, 1871, and 1872 during September 1968; dynamic braking was removed on 1873, 1876, and 1877 in 1972-74; dynamic braking was removed from UP 1874 and 1875 at Salt Lake City, Utah in June 1974.
2. UP 1870-1877 were assigned to helper service on the South-Central District during early 1953; during February and March 1953 each unit had the D.S. (Diesel Switch) prefix removed from its 1870-series number.
3. UP 1870-1872 were modified with 1400 gallon fuel tanks (originally equipped with 600 gallon fuel tanks) and air reservoirs on top of car body in September 1968 for service on the North Platte, Nebraska hump yards. After being modified, they had 521,600 pounds total cow/calf operating weight
4. UP 1872 was mated with UP 1870B in June 1976 after retirement of UP 1870 and UP 1872B.
5. UP 1876 operated alone, without 1876B, at Provo, Utah during February 1981.
6. Seven units rebuilt by UP to SW10s.
7. Built on EMD order number 6284-A.

Notes:

1. UP 1870 was retired due to electrical failure; sold (along with UP 1872B) to Industrial Maintenance Services, Hammond, Indiana in September 1976; frame and other components used to build EJ&E 308; later sold to Econo-Rail (ECRX) 308, in national lease service at Plantation Foods, Temple, Texas in October 1994.

General Notes:

1. UP 1870B-1877B were assigned to helper service on the South-Central District during early 1953; during February and March 1953 each unit had the D.S. (Diesel Switch) prefix removed from its 1870-series number.
2. UP 1870B mated with UP 1872 in June 1976 after retirement of UP 1870 and UP 1872B.
3. Built on EMD order number 6284-B.

Notes:

1. UP 1872B was retired and sold for scrap (along with UP 1870) to Industrial Maintenance Services, Hammond, Indiana in September 1976; frame and other components used to build EJ&E 309; later sold to Econo-Rail (ECRX) 309.
2. UP 1877B was retired due to engine failure; sold for scrap to Durbano Metals, Ogden, Utah on 1 October 1984.

General Notes:

1. Total of 29 units to UP, numbered UP 1800-1828; leased from Helm Financial.
2. Delivered to UP in February 1989; repainted to Union Pacific in February 1989 through November 1991 (UP 1822, ex UP 2385/MP 2059, was the first, completed on 28 February 1989, and UP 1812, ex MP 2032, was the last, completed on 21 November 1991).
3. Built as MP 900 series units, renumbered to MP 2000 series units in 1974; seven units renumbered to UP 2300 series numbers in 1986.
4. Part of a 64 unit group of locomotives (ex MP 2009-2073) previously on 15 year lease to MP, which were returned to their owner/lessor by UP upon expiration of the leases in July 1987 and January 1988; sold to Helm Financial; 35 of these 64 units were rebuilt by Grand Trunk's shops in Battle Creek, Michigan and renumbered to GT 5700-5734.
5. The above 29 units were leased to other roads by Helm Financial (HL) until they arrived back on Union Pacific in late February 1989 in their original MP/UP (HL) 2000/2300 series road numbers.
6. UP 1802, 1803, 1815, 1818, and 1819 were in service as UP 2337, 2338, 2362, 2375, and 2377 from 1986 until their first retirement by UP in 1987; these same UP numbers are now assigned to former MKT GP39-2s.
7. Since October 1990, many UP 1800-class GP38-2s have been working in back-to-back pairs in switch service at UP's system hump yards; UP 1800-1803 are assigned to Hinkle, Oregon, and UP 1804-1809 are assigned to Pocatello, Idaho.
8. Not equipped with dynamic braking.
9. Renumbered to UP 300-328.
10. Individual unit histories:

General Notes:

1. Total of 17 units to UP, numbered UP 1830-1846; leased from Helm Financial.
2. Delivered to UP in November 1996; repainted to Union Pacific in November 1996 through July 1997 (UP 1846, ex HATX 216, was the first, completed on 30 November 1996, and UP 1845, ex HATX 215, was the last, completed on 15 July 1997).
3. Built as MP 900 series units; renumbered to MP 2000 series in 1974; all renumbered from MP to UP (same numbers) in 1986 to 1991, except MP 2075 and 2106, which retained their MP numbers until becoming HATX units.
4. Part of a 37 unit group (ex MP 2074-2110) previously on 15-year lease to MP, and returned to their owner/lessor by UP upon expiration of the leases in December 1993; sold to Helm Financial and held on UP property.
5. The above 17 units were moved by Helm in March and April 1994 for lease to CSX Transportation and numbered Helm Atlantic (HATX) 200-216; returned to Helm in September 1996 upon expiration of 30-month lease to CSX.
6. Not equipped with dynamic braking.
7. Renumbered to UP 330-346.
8. Individual unit histories:

Notes:

1. UP 1866 (ex C&NW 4601) was the only unit of the 35 units in the former C&NW 4600-4634 group to be repainted to the UP 1865-1899 group, completed on 18 March 1997; renumbered to UP 366 on 23 September 2000, as part of the 365-399 group.
2. (Read more about the 35 former C&NW GP38-2s; ordered by CRI&P; canceled; leased to C&NW, then to UP.)