Union Pacific Diesel Locomotives
This page was last updated on November 15, 2011.
Miscellaneous Notes
Equipment Trusts
| Trust Name | Locomotives | Per Unit | Total |
| Union Pacific Equipment Trust No. 1 of 1977 | UP 3335 to UP 3348 (14 units) | $577,100 | $8,079,400 |
| Union Pacific Equipment Trust No. 1 of 1978 | UP 9000 to UP 9005 (6 units) | $502,400 | $3,014,400 |
| Union Pacific Equipment Trust No. 1 of 1978 | UP 3410 to UP 3438 (29 units) | $609,425 | $17,673,325 |
| Union Pacific Equipment Trust No. 2 of 1978 | UP 3439 to UP 3488 (50 units) | $609,425 | $30,471,250 |
Union Pacific and Amtrak
Throughout the 1970s and 1980s, Union Pacific continued to place its own locomotives at the head of Amtrak's "San Francisco Zephyr" and "California Zephyr" to maintain the 90 MPH speed of the train across Wyoming.
The following comes from Trainorders.com, November 8, 2011:
As for the E-9As, then, Fast Forties (and with much more regularity in the 1980s after retirement of the E-Units except for the 951), the reasons stated above were the reason "in combo," yet, as I recall, the AMTK SDP40Fs and F40PHs had a huge box that handled cab-signalling for "multiple railroads." Though not all had, as many on this board know, the ATSF Automatic Train Stop (ATS) system, and tended to be kept in a pool for the ATSF Southwest Limited/Lone Star/San Diegan Pool, and likewise for the UPRR San Francisco Zephyr (with the UP-unique cab signalling system). But I think most of the AMTK power had the UP cab signal equipment, as they did the Conrail/PRR cab signal equipment. The deal is: the ATSF & UPRR trains were the only Western 90 MPH trains on the Amtrak System (and portions of the C&NW, I think, with yet another unique cab signal system...and it was cab-signalling and Class Five Track that allowed for 90 MPH).
But to get back to the UPRR adding E-9As and SDP35s, then later Fast Forty SD40-2s and then toward the end (prior to the end of the Rio Grande Zephyr and the "California Zephyr" reroute), the addition of a unit was pretty much for one purpose: to ensure track speed 90 MPH running over the length of the UPRR's "span of responsibility" for the SFZ, and, track speed over Sherman Hill. Especially when train length exceeded X-amount of cars, which it did 8 times out of 10. True dedication in those days to getting that train over the road. I do recall reading an article in 1980 or so when an E-9A was leading the SFZ over the territory that "the UPRR's remaining E-Units continue to rack up very impressive mileage getting the SFZ over the road," and that included the 951 now in the "Heritage Fleet." That's one of the reasons that in one photo, the 951 appears a bit worse for the wear on the nose: that unit wasn't sitting around simply for Officer Specials, but, was being worked HARD almost every day, in regular passenger service at 90 per as it was meant to do, PLUS hauling Officer Specials on the side!!! Only the E-9Bs that they had on the roster at that time got a bit of a "break." In those days prior to retiring all but the 951, the UPRR could field some impressive lashups of A-B-B-B-A sets of E-9s on their Officer Specials.
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