Utah Railway Diesel Locomotives

General Notes:

1. All Utah Railway RSD-4s were equipped with dynamic braking and had an auxiliary Hercules air compressor located in the short hood of each unit.

Notes:

1. Utah 300, 302, 303, 304, 305 (5 units) were sold to Industrial Salvage & Metals (Salt Lake City, Utah), November 1983, scrapped during mid December 1983 to early January 1984.
2. Utah 301 was sold to Mountain States Machinery (Price, Utah), scrapped at Martin, Utah.

General Notes:

1. Although Utah Railway 306 was not the last RSD-5 built by Alco, it was notable because it was the highest construction number (81696) assigned to any model RSD-5. It was shipped from the Alco factory on November 17, 1955.
2. (The last RSD-5s were eight units for Ferrocarril del Pacifico in Mexico, numbered as 828-835 and assigned construction numbers 81770-81774 and 81880-81882. These units were completed and shipped by Alco between January and March 1956.)

Notes:

1. Utah 306 was sold to Industrial Salvage & Metals (Salt Lake City, Utah), November 1983; traded (along with RSD-15 401) to Promontory Chapter, NRHS, for scrap value in seven donated former Kennecott locomotives (electrics 759 and 761, along with diesels 729, 731, 734, 742 and 776) in January 1984; stored at Salt Lake City, Utah, until sold to Doyle McCormack in October 1993, painted as a fictitious Nickel Plate no. 324 by February 1994 and leased to Willamette & Pacific; departed from Portland area on August 31, 2022, bound for Ogden, Utah and restoration for display at the Utah Railroad Museum; arrived in Ogden on September 4, 2022.

General Notes:

1. Utah 307 was purchased second-hand in November 1971.
2. Utah 307 was the first Utah RSD to receive the newer, simplified gray with red stripe paint scheme, without the upper narrow red stripe or the yellow separation stripe between the gray and wide red stripe.

Notes:

1. Sold to Industrial Salvage & Metals (Salt Lake City, Utah), November 1983; shipped on 14 November 1983; scrapped during late November 1983.

General Notes:

1. Utah 400 and 401 were leased beginning in late May 1975, three months prior to purchase.
2. Utah 400-403 were purchased second-hand through dealer Precision National Corp., Mount Vernon, Illinois. Utah 400 and 401 were shipped direct (for lease) from ATSF at San Bernardino, California in May 1975. Utah 402 and 403 were shipped to Utah Railway from PNC's facility in Illinois.

Notes:

1. Utah 400 was retired in August 1979 due to engine main bearing failure; main generator used in Utah 402; sold to Mountain States Machinery (Price, Utah), scrapped at Martin, Utah.
2. Utah 401, 402, and 403 were sold for scrap in November 1983 to Industrial Salvage & Metals (Salt Lake City, Utah); numbers 402 and 403 were scrapped in late February 1984.
3. Utah 401 was traded by Industrial Salvage & Metals (along with RSD-4 306) to Promontory Chapter, NRHS, for scrap value in seven donated former Kennecott locomotives (electrics 759 and 761, along with diesels 729, 731, 734, 742 and 776) in January 1984; stored at Salt Lake City, Utah, until sold to Chuck Wirtz, of Wyoming & Colorado Railway; leased to Broken Arrow Inc. (Tooele, Utah), used at Clive, Utah, to switch rotary dumper for inbound cars hauling hazardous waste.
4. Utah 401 was shown as part of the collateral for an $11.5 million loan in April 1990 for Herzog Contracting, along with more than 600 pieces of equipment that included 10 GP7s and an SW9 as well as a wide variety of small shop equipment and highway vehicles. Reported later as having been sold to Herzog in May 1992, but still used at the Clive location.
5. Utah 401 was donated in May 1998 to Utah State Railroad Museum, Ogden, Utah.

General Notes:

1. LASCO 2014 and 2016 were leased to Utah Railway in November 1974; both units were purchased on 23 February 1976; built as C&O 6707 and 6709; renumbered to C&O 2014 and 2016; sold to B&O 2014 and 2016; sold to LASCO 2014 and 2016.
2. Utah 600 was renumbered from LASCO 2014 in April 1976 after being out of service since November 1975 because of a main generator failure.
3. LASCO 2016 was never renumbered from LASCO to Utah; the unit carried its LASCO 2016 number until formal retirement.
4. LASCO 2016 was immediately retired after being wrecked in March 1976, while awaiting replacement of its main generator; frame and carbody were damaged beyond economical repair. The wreck damage was caused when a graveyard-shift switching crew at Martin used LASCO 2016 as an end-of-track bumper for a string of empty hoppers; a hopper car was pushed up onto the end walkway and radiator section of the locomotive.

Notes:

1. Utah 600 was sold to Industrial Salvage & Metals (Salt Lake City, Utah), November 1983, scrapped by early January 1984.
2. LASCO 2016 was sold to Mountain States Machinery (Price, Utah), scrapped at Martin, Utah.

General Notes:

1. Leased from OmniTRAX; rebuilt from original models to GP38 by OmniTRAX at both Wichita, Kansas, and Loveland, Colorado.
2. While awaiting the arrival of these 2000 class GP38s, Utah Railway leased 11 former MidSouth GP10s from OmniTRAX, including 1010, 1017, 1024, 1030, 1039, 1045, 1048, 1061, 1070, 1073, 1074.
3. Utah 2005 was seen at the OmniTRAX facility in Wichita, Kansas on December 31, 1997, and again at the OmniTRAX facility in Loveland, Colorado on January 18, 1998 still in SP Kodachrome paint, but numbered as Utah 2505, for its initial, unrebuilt 2500 horsepower.
4. Utah 2006 was moved to Utah Railway from OmniTRAX in Loveland, Colorado on April 6, 1998.
5. Utah 2007 was lettered as SSW 6680, then as SP 6680, then as OMLX 6680, all prior to its being rebuilt to Utah 2007.
6. Sources include Ken Ardinger, Ryan Ballard, James Belmont, Norm Metcalf, and Locomotive Notes II, Issue 202, page 34; photos on RRPicturesArchive.net and RailPictures.net
7. Individual unit histories:

Notes:

1. Utah 2000 was sent in November 2015 to GWI-owned Rapid City, Pierre & Eastern Railroad at Huron, South Dakota, to be rebuilt to modern GP38-3 standards; waybill dated November 13, 2015; departed Provo on November 20, 2015; seen en route on BNSF at Willmar, Minnesota, on November 24, 2015; as of March 15, 2016, the unit will receive new wiring and new main generator, as well as rebuilt trucks and new GWI paint scheme; repairs completed, including GWI's current orange and black paint scheme, departed South Dakota on October 6, 2016; returned to Utah on October 25, 2016. (March 2016 update from Chaice Moyes, posted to Rails Through The Wasatch Facebook group; October 2016 update from Trainorders.com, and from Spencer Peterson, posted to Utah Rail Enthusiasts Facebook group)
2. Utah 2001 was sent in July 2011 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; completed in late November 2011 and returned to Utah wearing GWI's current orange and black paint scheme.
3. Utah 2002 was sent in October 2010 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; completed in early June 2011 and returned to Utah wearing GWI's current orange and black paint scheme.
4. Utah 2003 was sent in January 2012 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; completed in late June 2012 and returned to Utah wearing GWI's current orange and black paint scheme.
5. Utah 2004 was sent in early November 2012 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; completed in mid June 2013 and returned to Utah on June 21, 2013 wearing GWI's current orange and black paint scheme.
6. Utah 2005 was moved by Genesee & Wyoming to its Portland & Western Railroad (PNWR) operations near Albany, Oregon, in early 2005, and was in service by April 18, 2005. The locomotive retained its Utah Railway gray and red colors until repainted to standard GWI orange and black colors in early 2016. The Utah Railway lettering was painted over in April 2008.
7. Utah 2006 was sent in April 2010 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; completed in early March 2011 and returned to Utah wearing GWI's current orange and black paint scheme; seen en route at Armstrong Yard in Kansas City on March 12, 2011.
8. Utah 2007 was sent in June 2012 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; completed in mid December 2012 and returned to Utah wearing GWI's current orange and black paint scheme. (seen on UP at Kansas City on December 23, 2012, bound for Utah in new GWI paint)
9. Utah 2008 was sent in early April 2013 to GWI-owned Bay Line Railroad at Panama City, Florida, to be rebuilt to modern GP38-3 standards; arrived in Florida in early May 2013; completed in (??) and returned to Utah wearing GWI's current orange and black paint scheme.
10. Utah 2009 was moved by Genesee & Wyoming (via UP to Denver, then BNSF) to its Louisiana & Delta Railroad operations at Schriever, Louisiana, during December 2004 and early January 2005; still in full-Utah Railway paint as late as April 2019; stored out of service on the Arkansas Midland at Jones Mill, Arkansas, as of April 18, 2021. (April 2021 update via email from Daivd Hoge)

General Notes:

1. Leased for two years to Utah Railway from OmniTrax, beginning in March 1998, after being reconditioned and painted by the OmniTRAX shop in Chicago, Illinois; used as helpers out of Martin, Utah.
2. Utah 2959 was built as a standard SD35, SP 4830; renumbered to SP 6914, then again to SP 6953; rebuilt by SP Sacramento shops to SD35 3105 during 1974; renumbered to SP 2959 in late 1993; retired by SP during 1995; sold to Progress Rail; sold to OmniTrax.
3. Utah 3108 was built as a standard SD35, SP 4843; renumbered to SP 6927; retired by SP in December 1993; sold to Progress Rail in February 1995; sold to OmniTrax.
4. Initially used as helpers westbound out of Martin, Utah, on both BNSF trains and on Utah's own trains; occasionally used on Salt Lake City to Ogden local trains when other power was in the shop.

Notes:

1. Lease on Utah 2959 expired on April 4, 2000; returned to OmniTrax; renumbered to OMLX 2959, with Utah Railway lettering painted out; to Rock & Rail Railroad at Parkdale, Colorado, late August 2000; returned to OmniTRAX in February 2001; used by OmniTRAX subsidiary Great Western Railway of Colorado until late 2014; sold to Motive Power Resources (MVPX) 2959 in May 2015; reconditioned by Midwest Maintenance Service (Burlington, Iowa) as Cargill (CRGX) 606, completed April 2016, in service at Spiritwood, North Dakota.
2. Lease on Utah 3108 expired on April 4, 2000; returned to OmniTrax; renumbered to OMLX 3108, with Utah Railway lettering painted out; to Rock & Rail Railroad at Parkdale, Colorado, late August 2000; returned to OmniTRAX in February 2001; moved to OmniTRAX subsidiary Hudson Bay Railway in Canada in June 2001; reported as being scrapped in late July 2014. (2014 update courtesy of Larry Leavens via email dated July 30, 2014)

General Notes:

1. Utah 3000 was built as B&O 4046; to CSX 6621 in 1987; sold to National Railway Equipment (NREX) in January 2001; leased to Utah Railway beginning on March 30, 2001; delivered to Utah Railway in mid August 2001 after being reconditioned by NRE. (STB Recordation 19632-S; one of nine locomotives)
2. Utah 3001 was built as B&O 4040; to CSX 6615 in 1987; sold to National Railway Equipment (NREX) in January 2001; leased to Utah Railway beginning on March 30, 2001; delivered to Utah Railway in mid August 2001 after being reconditioned by NRE. (STB Recordation 19632-S; one of nine locomotives)
3. Utah 3000 and 3001 were purchased by Utah Railway in April 2006, at the end of the five year lease from NRE. (STB Recordation 24908)
4. Utah 3000 and 3001 paint scheme differed from standard Utah Railway paint scheme; red stripe wraps around rear end of unit, where as on the SD40s, the ends were all-red. (see Diesel Era, November/December 2001, page 4)
5. Utah 3002 was built as WP 3525; lease expired after merger with UP (assigned UP 674, not renumbered); returned to owner/leaser in August 1985; sold/leased to Chicago Missouri & Western CMNW 3525, then CMNW 3008, then Gateway Western 3008; to KCS when that road took control of GWWR, to KCS 3150, to KCS 2700; to Utah Railway (waybill, Shreveport, Louisiana, to Provo, Utah, was dated September 7, 2006).

Notes:

1. Utah 3000 was moved to GWI-owned Bay Line Railroad at Panama City, Florida, for conversion to GP40-3 standards; moved from Utah to Chicago beginning in early February 2014, then by CSX to Selkirk, New York, then through New Jersey and North Carolina to Florida during early May 2014; completed as a GP40-3 and painted to GWI's current orange and black colors; departed Panama City on March 19, 2015; arrived at Utah Railway at Provo, Utah on May 7, 2015.
2. Utah 3001 was moved to GWI-owned Bay Line Railroad at Panama City, Florida, for conversion to GP40-3 standards, as of May 11, 2015; completed as a GP40-3 and painted to GWI's current orange and black colors on September 21, 2015; arrived at Utah Railway at Provo, Utah on October 9, 2015.
3. Utah 3002 was moved during July 2015 to GWI-owned Rapid City, Pierre & Eastern Railroad at Huron, South Dakota, for rebuild in the RPC&E roundhouse. Locomotive arrived at Huron on July 21, 2015. Rebuild completed and Utah 3002 was reported as being moved westbound at Wolsey, South Dakota, on January 29, 2016; arrived at Provo, Utah, on January 31, 2016. (June update from Tim Smith, email to LocoNotes discussion group, dated November 15, 2015) (January 2016 update from Trainorders.com) (Return to Provo date from Matt Paulson on Utah Rail Enthusiasts page on Facebook)

General Notes:

1. Built as MK5000C in 1994 and 1995 by MK Rail in Boise, Idaho; powered by Caterpillar diesel engines; equipped with MK Rail's version of the North American safety cab; tested on UP and SP in 1994-1995; and on BC Rail in Canada for six months in early 1998.
2. Three units (MPEX 9901, 9902 and SP 503) initially tested on Utah Railway from late October 2000 through February 2001; all six units were purchased in November 2000, and put through an upgrade program, including several features requested by Utah Railway; delivery began in April 2001 with the arrival of Utah 5003 and 5004 on April 8th, and continued through early December with the delivery of Utah 5006. (see news item and photo in Diesel Era, Volume 12, Number 5, September/October 2001, page 5; also see description of upgrade in Diesel Era, Volume 13, Number 3, May/June 2002, pages 13-14)

   	Road Number	Date Completed As MK5000C	Date In Service As MK5000C
   	Utah 5001	30 Jun 2001	3 Jul 2001
   	Utah 5002	7 Jun 2001	19 Jun 2001
   	Utah 5003	30 Mar 2001	8 Apr 2001
   	Utah 5004	30 Mar 2001	8 Apr 2001
   	Utah 5005	27 Apr 2001	30 Apr 2001
   	Utah 5006	30 Nov 2001

3. In 2003, the MK5000C locomotives were rebuilt to MK50-3 units by MPI/Boise Rail in Boise, Idaho, after reliability problems with the Caterpillar-powered version. Returned to service on the dates given. Rebuilt using components from retired former UP (MP) SD50s, including the diesel engine, main generator, and long hood. (see description of rebuild in Diesel Era, Volume 15, Number 3, May/June 2004, pages 45-47) (The original remanufacture agreement was dated March 1, 2003, see STB recordation 23517-H)

   	Road Number	Date Completed As MK50-3	Date In Service As MK50-3
   	Utah 5001	20 Aug 2003
   	Utah 5002	4 Aug 2003
   	Utah 5003	26 Sep 2003	3 Oct 2003
   	Utah 5004	14 Oct 2003	1 Nov 2003
   	Utah 5005	26 Jun 2003	3 Jul 2003
   	Utah 5006	16 Jul 2003	23 Jul 2003

4. Utah 5005 was the first to be returned to service in early July 2003 as an MK50-3 and was completed in the paint scheme of Utah Railway's new owner Genesee & Wyoming, which purchased the railroad on August 31, 2002.
5. Utah 5001, 5002, 5004, 5006 (4 units) were moved to Kyle Railway (another GWI subsidiary) during mid March 2017. The four locomotives were placed behind the motive power of BNSF's Provo-Denver train (H PVODEN1 15A) and departed Provo on March 14, 2017.
6. Utah 5005 was moved to Kyle Railway during late March and early April 2017.
7. Utah 5003 was the last MK-50-3 to leave Utah, on April 6, 2017 on the daily BNSF eastbound Provo to Denver manifest train.

General Notes:

1. Built as Hamersley Iron Ore 6060-6064 in Australia by EMD licensee Clyde Engineering.
2. Model is SD50S for SD50 Short (frame); built using a frame that is 10 inches shorter than a standard US-built SD40-2, and 3 feet shorter than the US-built SD50.
3. (Frame measurements of Utah 6061)
4. (Detail photos of Utah 6061)
3. Equipped with special double layered cab roofs to protect against the heat of the desert in northwest Australia.
4. Built under EMD order number 809115.
5. Retired by Hamersley Iron and sold to National Railway Equipment (along with three GE C36-7s); moved to U.S. in February 1999 and used in national lease service. (see Diesel Era, March/April 2000, page 57)
6. Delivery to Utah Railway began in in June 2001 with the arrival of Utah 6060 and 6064 on June 19th. (see Diesel Era, September/October 2001, page 5)
7. In June 2017, GWI made a deal with Metro East Industries in East St. Louis, Illinois, "MEI is getting at least 15 units from GWI roads in return for rebuilt/chop nosed ex-NS GP38-2s. CFE 2106 and HESR 2107 already completed. 2108 in process now with more than dozen different logos on hand for the remaining units." (Kevin Burkholder, posted to LocoNotes, June 20, 2017)
8. Utah 6063 and 6064 departed Provo, Utah, on June 29, 2017, and were both on the BNSF H LINGAL1 02A train as it passed Ottumwa, Iowa, on July 3, 2017. Both locomotives were reported as going to Ft. Wayne, Indiana, for service on GWI's Chicago, Ft. Wayne and Indiana (CFE) subsidiary. Both were seen at Galesburg, Illinois on July 7, 2017.

Notes:

1. Utah 6063 was moved to moved for repairs to Metro East Industries in East St. Louis, Illinois, in July 2017; completed in mid August 2018 and repainted in full GWI paint, marked as Indiana & Ohio Railway (IORY) 5016. (Randy Keller, email dated August 19, 2018)
2. Utah 6064 was repainted to GWI's corporate image of orange and black in early October 2008, becoming the second Utah Railway locomotive to receive the new paint scheme (Utah 5005 was completed in July 2003).
3. Utah 6064 was moved to GWI's Chicago, Ft. Wayne and Indiana (CFE) subsidiary in late June and early July 2017.
4. Utah 6064 in service as Indiana and Ohio Railway (IORY) 5017, as of July 22, 2018; "IORY 5017 at the I&O's shop in Norwwod OH, unit is former UTAH SD50S #6064. All the UTAH logos & numbers have been removed with 5017 & IORY in yellow on the cab sides, no I&O logos are on the unit at current just IORY reporting marks." (Nate Havick, email to LocoNotes group on io.groups, dated July 22, 2018)

General Notes:

1. The dynamic brakes of the F45s were modified by Utah Railway's mechanics to better match the ex-SP SD45s.
2. Four ex-BN F45s were leased (on a 60 day lease) from National Railway Equipment for use on the mine runs, arriving on Utah Railway on April 4, 1985. BN F45s 6606, 6607, 6608, 6613 were delivered to UP at Albina (Portland), Oregon, on March 3, 1985 and were moved by UP from Portland to the Utah Railway at Provo, Utah, finally arriving in Utah during early April.
3. Lease of F45s (and SD45s) expired on April 30, 1991; replaced by leased SD40s from Morrison-Knudsen.

Notes:

1. NHL 6606 was held at Martin, Utah, for potential sale by NRE; scrapped by Mountain States Machinery (Price, Utah) at Martin, Utah, in May 1992.
2. NHL 6607 always ran as an unmanned booster unit due to a bad speed recorder; out of service in early 1986 due to a fire in the exhaust manifold; used by NRE shop forces at Martin as a parts source for the other NHL F45 and SD45 units; prime mover used in Utah 6608; NHL 6607 was scrapped by NRE at Martin, Utah, during April 1991; carbody sold to Morrison Knudsen and trucked to Boise, Idaho, for use on NJDOT F40PH 4133.
3. NHL 6608 was held at Martin, Utah, for potential sale by NRE; carbody sold to M-K for use on a Florida Tri-Rail unit in March 1992; remainder of unit scrapped by Mountain States Machinery (Price, Utah) at Martin, Utah, in March 1992.
4. NHL 6613 was held at Martin, Utah, for potential sale by NRE; scrapped by Mountain States Machinery (Price, Utah) at Martin, Utah, in May 1992.

General Notes:

1. (Read more about the Utah Railway SD40 locomotives)
2. Utah 9001 and 9002 were delivered to Utah on October 8, 1991.
3. Utah 9001-9011 were owned by Morrison Knudsen and leased to Utah Railway on a 10-year lease that took effect on May 1, 1991; maintenance was provided by MK personnel at Martin.
4. Model is SD40; contrary to incorrect conclusions caused by the article in Diesel Era (May/June 1994), and other reports by some in the railfan press, these units were never upgraded to Dash 2 standards, or even to MK's 'M' improvement standards. They were, however, equipped with Positive Traction Control for better wheel slip control in unit coal train service, and with Pacesetter slow-speed controls, also known as creep controls, for use in slow-speed loading of unit coal trains. The units were also equipped with extended range dynamic braking and self-load testing capability. (See also: Diesel Era, July/August 1992, pages 43 and 44)
5. The lease of the SD40s expired on June 30, 2001, and the units were replaced by purchased MK5000Cs from Motive Power Industries, and purchased SD50Ss from National Railway Equipment; all 11 SD40s were stored either at Provo or at Martin pending further disposition by Motive Power Industries.
6. During late September 2001, Utah 9001, 9007 and 9011 were re-identified as MPEX 750, 751 and 752 and were moved for service on the EJ&E in Chicago, where they entered service under a five year lease.
7. On August 15, 2006, all 11 units (MPEX 750, 751, 752 and Utah Railway 9002, 9003, 9004, 9005, 9006, 9008, 9009 and 9010) were sold by Motive Power Industries to Railway Service Contractors (MJRX) of Grandview, Missouri. (Mike Roberts (MJRX), email dated September 2, 2006)
8. MJRX 750, 751, 9004, 9005, 9006, 9008, 9009 were moved from Tangent Rail at Magna, Utah, to be shopped for customer inspection; units left Utah on October 8, 2006; to Midwest Locomotive in Missouri
9. Four units (ex Utah 9001, 9005, 9006, 9007) were leased to Wisconsin & Southern Railroad (WSOR); delivered to WSOR starting in September 2007 after being rebuilt to SD40-2 standards (retaining original SD40 trucks) by Midwest Locomotive in Kansas City, Missouri. (Utah to WSOR renumber sequence from Extra 2200 South, Issue 131, page 38)
10. Individual unit histories:

Notes:

1. Utah 9001 was returned to MK; leased to EJ&E as MPEX 750; returned to MK at Boise in mid December 2003; sold to Railway Service Contractors (MJRX) on August 15, 2006; to Wisconsin & Southern 4077, delivered by mid February 2008, repainted to WSOR by early October 2008. (December 2003 update from Ken Ardinger, email dated December 15, 2003)
2. Utah 9002 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006
3. Utah 9003 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; sold to (?) after April 1, 2007
4. Utah 9004 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; sold to (?) after April 1, 2007; stored during 2007-2008 at Tangent Rail's facility at the former Kennecott Magna enginehouse; moved from Kennecott property on January 9, 2009, moved to Utah Railway's Midvale yard; scrapped during December 2011 at Pacific Recycling (Pacific Steel & Recycling), Pocatello, Idaho.
5. Utah 9005 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; to Wisconsin & Southern 4078, delivered in August 2008, repainted to WSOR by September 2008
6. Utah 9006 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; to Wisconsin & Southern 4079, delivered in February 2009, repainted to WSOR by November 2009
7. Utah 9007 was returned to MK; leased to EJ&E as MPEX 751; returned to MK at Boise in mid December 2003; sold to Railway Service Contractors (MJRX) on August 15, 2006; to Wisconsin & Southern 4076, delivered in September 2007, repainted to WSOR by early October 2007. (December 2003 update from Ken Ardinger, email dated December 15, 2003)
8. Utah 9008 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; sold to Locomotive Sales & Leasing (LSCX) after April 1, 2007; stored during 2007-2008 at Tangent Rail's facility at the former Kennecott Magna enginehouse; in service briefly during April 2008 as LSCX 9008 on Savage Bingham & Garfield Railroad, returned to storage at Magna by 26 April 2008; moved from Kennecott property on January 9, 2009, moved to Utah Railway's Midvale yard; scrapped during December 2011 at Pacific Recycling (Pacific Steel & Recycling), Pocatello, Idaho. (LSCX = Locomotive Sales & Leasing Corporation)
9. Utah 9009 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; sold to Locomotive Sales & Leasing (LSCX) after April 1, 2007; stored during 2007-2008 at Tangent Rail's facility at the former Kennecott Magna enginehouse; moved from Kennecott property on January 9, 2009, moved to Utah Railway's Midvale yard; scrapped during December 2011 at Pacific Recycling (Pacific Steel & Recycling), Pocatello, Idaho.
10. Utah 9010 was returned to MK; sold to Railway Service Contractors (MJRX) on August 15, 2006; loaned to WSOR during November 2007 pending delivery of rebuilt WSOR units; sold to First Energy 9010 (Diesel Era, March-April 2009, page 57)
11. Utah 9011 was returned to MK; leased to EJ&E as MPEX 752; sold to Railway Service Contractors (MJRX) on August 15, 2006

General Notes:

1. Built as a standard SD45-2 number ATSF 5625; rebuilt by ATSF at San Bernardino, California in July 1987 with a 4200-horsepower Caterpillar Model 3612 engine; renumbered to ATSF 5855; sold to Morrison-Knudsen in March 1993; reconditioned and equipped with Maxitrax wheel slip control; shipped to Utah Railway to serve as the 12th unit in the MK 10-year lease. (see Santa Fe 1992 Annual, page 95; and Diesel Era, May/June 1994, page 39)
2. In July 1995, Utah 9012 was returned to Boise for engine work; the Caterpillar engine was removed and a standard 20 cylinder EMD engine rated at 3200 horsepower was installed, completed at Boise on February 14, 1996, and returned to service on Utah Railway. (see Diesel Era, May/June 1997, page 45)
3. Lease expired in September 2001; moved to Coast Engine & Equipment in Tacoma, Washington, during late September 2001; sold to Helm Financial (date?); seen in storage, as Utah 9012, on Puget Sound & Pacific in Shelton, Washington, on January 23, 2004; seen at Elma, Washington, as Utah 9012 on July 25, 2004; seen as HATX 9012 in Utah Railway paint at Deshler, Ohio, on October 17, 2004; seen in storage as HATX 2012 in Utah Railway paint at Wood River, Illinois in December 2005; used in national lease service as HATX 9012, still in Utah Railway paint scheme (seen at East St. Louis on April 26, 2006); rebuilt by Mid America Car to SD40-2 specifications, replacing 20-cylinder engine with a 16-cylinder engine, repainted solid gray and changed to HLCX 6429 (seen at Manchester, Georgia, on April 15, 2006); repainted to full HLCX blue with white frame stripes by October 2007; to Maine Central (MEC) 615 by July 2010; still in service as MEC 615 as late as April 2017.

General Notes:

1. Added in May 1995 to Utah Railway's long-term lease of units from MK Rail (formerly Morrison Knudsen), to accommodate increased traffic which had forced Utah to lease, on an almost regular basis, additional SD45s and F45s from MK's MPI lease fleet; built as AT&SF 1910; renumbered to AT&SF 5910; renumbered to AT&SF 5960; sold to Morrison Knudsen (MKCX) 5531.
2. Mechanical features were added for service as a lead unit on Utah Railway, including Pacesetter slow-speed controls and ditch lights. (see Diesel Era, May/June 1996, page 34)
3. Lease expired in October 2001; shipped to Metro East Industries (MEI) in East St. Louis, Illinois, and stored; seen in-transit with former Metra units in June 2007; stored at Alorton (East St. Louis), Illinois during July 2007; seen stored at Metro East Industries on December 16, 2007, intact in full Utah Railway paint.

General Notes:

1. SP 9143, 9144, 9147, 9149 were leased to Utah Railway in June 1985 on an initial five-year lease from Helm Financial; maintenance was performed for Helm by National Railway Equipment personnel at Martin. (initial report for SP 9143 in Pacific RailNews, August 1985, page 33)
2. Utah Railway had inspected a group of SP SD45s at Ogden, Utah, and selected the best four. These four units joined the four ex-BN F45s already in service on Utah Railway and were needed to support the new IPP train, which began operation on June 16, 1985. Two more ex-SP SD45s arrived in late 1985. In early 1986, Utah relettered three of the six ex-SP SD45s to Utah Railway, using the small lettering. At the same time, Utah acquired two more ex-SP SD45s: 9140, 9150. Three additional ex-SP SD45s arrived in February 1988, bringing the total to 11 units; four in June 1985, two in late 1985, two in early 1986, and three in February 1988.
3. The ex-SP SD45s were equipped with Pacer slow-speed control for coal loading, also known as "creep control"; the F45's were modified to run in consist with creep control units, but could not be lead units in a creep control consist.
4. Utah 9147 and 9149 were out of service during March and April 1990 due to bad main generators. NHL 6400 and 6518 were used while 9147 and 9149 are being repaired.
5. Utah 9140 was renumbered from SP 8958 on January 9, 1990; painted to Utah gray scheme, with white end stripes, at same time.
6. Utah 9142 was renumbered from SP 8830 during December 1987.
7. Utah 9145 was renumbered from SP 8936 on 30 December 1987.
8. Utah 9147 was the first SD45 to be repainted from SP to new Utah color scheme: gray with white stripes, completed in September 1988.
9. Lease of SD45s (and F45s) expired on April 30, 1991; replaced by leased SD40s from Morrison-Knudsen.
10. All 11 units were scrapped at Martin, Utah, by Mountain States Machinery of Price, Utah, completed during May to September 1991; parts from scrapped SD45s, such as draft gear, electrical equipment, and traction motors were shipped to Helm.

General Notes:

1. Former Mid-South (MSRC) units, purchased by OmniTrax; leased by OmniTrax to Utah Railway as interim power pending delivery of rebuilt GP38s in the 2000-series.
2. Identified as GWRX for Great Western Leasing, a subsidiary of Great Western Railway (GWR), which later became a subsidiary of OmniTrax; many had a small Utah Railway logo attached on their cab side.
3. All but two units (1030 and 1048) arrived in August 1997; GWRX 1030 and 1048 arrived in June 1999.
4. Full histories not shown; built as 8900- to 9300-class IC GP9s; rebuilt to GP10s by IC/ICG at Paducah, Kentucky; sold to Mid-South (MSRC) by ICG upon that new road's startup.
5. No further dispositions shown for later lease usage or unit ownership.
6. Initial delivery information published in Locomotive Notes II, Number 198, September-October 1997, page 23, reported by Ryan Ballard.
7. All 11 units remained in service through March to May 1998, as the rebuilt 2000-series GP38s were delivered.

General Notes:

1. Leased to Utah Railway by National Railway Equipment (NREX) to operate local Salt Lake City to Ogden trains under contract to BNSF.
2. Leased to Utah Railway by National Railway Equipment (NREX) beginning on October 5, 1997 on a full five-year lease; lease terminated by agreement of both parties in August 2001 with the delivery of leased GP40s 3000 and 3001.
3. NREX 2033 was built as a standard SD24 for Southern Railway; rebuilt without turbocharger to SD20 in 1982 by ICG at Paducah, Kentucky; to National Railway Equipment; used in national lease service as NREX 2033; leased to Utah Railway in October 1997.
4. NREX 2040 was built as a standard SD35 for B&O; rebuilt without turbocharger to SD20 in 1982 by ICG at Paducah, Kentucky; sold to National Railway Equipment; used in national lease service as NREX 2040; leased to Utah Railway in October 1997.
5. NREX 2041 was built as a standard SD35 for B&O; rebuilt without turbocharger to SD20 in 1982 by ICG at Paducah, Kentucky; sold to National Railway Equipment; used in national lease service as NREX 2041; leased to Utah Railway in October 1997, returned to NRE after less than 30 days.
6. NREX 2033 had a small Utah Railway logo attached on its cab side.
7. Full histories not shown; no further dispositions shown for later lease usage or unit ownership.

General Notes:

1. CIT Finance (CEFX) SD40-2 3103 was rebuilt by Alstom from Canadian Pacific SD40 5526 in December 2000; used in national lease service; leased to Utah Railway as of August 2013.

General Notes:

1. Leased to Utah Railway between November 1986 and February 1988.
2. Beginning in November 1986, Utah Railway leased these three ex-SP SD39s (SP 5319, 5322, 5325) from National Railway Equipment (who was acting as a broker for the units' owner, CIT Financial). All three units were returned to NRE in February 1988 with the arrival of three additional ex-SP SD45s.
3. Full histories not shown; built as SP units; original lease to SP expired and units used in national lease service.
4. No further dispositions shown for later lease usage or unit ownership.

General Notes:

1. Leased intermittenly to Utah Railway by Morrison Knudsen from March 1994 to late 1996.
2. Full histories not shown.
3. AT&SF units sold to Morrison Knudsen in February 1994, changed to MKCX units in February and March 1994; between 1994 and late 1996, all five units were stored out of service on Utah Railway pending need for their use to protect MK's contract with Utah Railway.
4. After late 1996 and after service on Utah Railway, the MKCX units were changed to MPEX units in January 1997; MPEX 5525, 5527 and 5529 were then leased to British Columbia Railway (BCOL) from November 1997 to February 1998.
5. No further dispositions shown for later lease usage or unit ownership.
6. MKCX 5531 was changed from a short term lease to a long term lease as Utah 9013 in May 1995; remained in service as Utah 9013 until October 2001.

General Notes:

1. Utah Railway leased Helm SD45s 6400 and 6418, both ex-BN. The units were used on the second daily train for export coal traffic. This traffic was in addition to the daily IPP train.
2. The NHL reporting mark was for National Helm Leasing, a joint service of NRE and Helm Financial.
3. NHL 6400 was rebuilt by NRE with 16-cylinder EMD prime mover.
4. Ex-SP SD45 8938 was used briefly on Utah Railway during November 1989.
5. The identity of NHL 6518 being the former BN 6519 was confirmed by visual inspection of the locomotive itself while in service on Utah Railway, including inspection of its builder plate.

Notes:

1. NHL SD45 6400 was returned to NHL and leased to Mexico.
2. NHL SD45 6518 was stored out of service at martin from April 1990 until August 1991, when it was scrapped at Martin, Utah, by Mountain States Machinery of Price, Utah. Its frame still there in late August 1991.

General Notes:

1. Leased from Morrison Knudsen beginning in late April 1991, pending the arrival of reconditioned SD40s 9001-9011, beginning in October 1991.
2. MPI 9001-9007 were equipped for general service; MPI 9011-9016 were equipped with Pacesetter slow-speed controls used during loading of unit coal trains.
3. Several leased SD40M-2 units, and occasionally other units from MK's lease fleet, remained in service on Utah Railway after the arrival of the SD40s, to accommodate increased traffic levels.
4. MPI 9013 remained on Utah Railway until the arrival of Utah SD/Cat 9012 in August 1993.