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Southern Pacific Diesel Roster (All-Time)

Published: November 10, 2026

By: Adam Burns

Through the 1940s and 1950s the Southern Pacific bought diesels from Electro-Motive, Alco, Baldwin, Fairbanks-Morse, and General Electric. In the early 1960s it also tried diesel-hydraulics, German units from Krauss-Maffei and three Alco cabs with the same kind of drive. Passenger trains settled on the Alco PA. The E7 fleet was small. Joseph A. Strapac records that the railroad treated the E7 as a frail device on western grades and often assigned helpers to E7 consists. FP7s, with all of their weight on the drivers, were the mountain passenger locomotives. The railroad later bought one E8A and nine E9As. The streamlined power for the City of San Francisco, in 1937 and again in 1941, was joint equipment with the Union Pacific and the Chicago & North Western.

Freight went to Electro-Motive and stayed there for a generation. F3s and F7s, including Texas & New Orleans F7s, handled the through trains in black and orange, the Black Widow scheme, and then in the scarlet and gray that fans called the bloody nose. Hood units replaced the cabs. From the SD7 on, the railroad preferred Electro-Motive six-axle power: SD9s, three DD35s, the SD45, and then the SD45T-2 and SD40T-2 tunnel motors, which took cooling air in low on the frame so the intakes would still breathe in a snowshed or a tunnel. General Electric U25Bs and U33Cs were the other road fleet of those years. GP9s worked locals and the Peninsula commute, later beside three GP40P-2s. In the 1990s the new locomotives were GP60s and SD70Ms from General Motors Diesel in London, Ontario, and a General Electric road fleet of C44-9Ws and AC4400CWs, plus three MotivePower MK5000Cs.

Yards began with an SW1 in February 1939 and ran on through Baldwin and Fairbanks-Morse switchers, Alco switchers, and the later SW1500s and MP15s. The hydraulic experiment stayed small. From 1970 into 1989 Sacramento, and for a few years Houston, rebuilt Electro-Motive units the railroad already owned. Those programs were R8, then GRIP, then M-99 on the SD40s and SD45s. The rebuilt numbers are the same frames.

Locomotives numbered for the Texas & New Orleans are in the tables below. Cotton Belt locomotives, including SD45T-2s 9315–9343, are the Cotton Belt diesel roster. Northwestern Pacific, Pacific Electric, San Diego & Arizona Eastern, and Visalia Electric are not given separate number blocks in these tables. The company story is the Southern Pacific page, and the steam classes are the steam roster.

Southern Pacific Krauss-Maffei ML-4000 hood unit 9013 at College Park in San Jose in August 1965, later renumbered 9116

Krauss-Maffei ML-4000 hood unit 9013 at College Park in San Jose in August 1965, still in its as-built number. The system renumbering later made it 9116. Drew Jacksich photo.

On this page: At a glance · Numbers · Rebuilds · Alco · Baldwin · Fairbanks-Morse · Electro-Motive · General Electric · Krauss-Maffei · MotivePower

At a glance

ItemDetail
RailroadSouthern Pacific. Mark SP. Company Southern Pacific
BuildersElectro-Motive, Alco, Baldwin, Fairbanks-Morse, General Electric, Krauss-Maffei, and MotivePower
PassengerAlco PA cabs, a small E7 fleet, one E8A, and nine E9As. FP7s on the mountain trains. Daylight, Lark, and Sunset. Joint City of San Francisco E units
Freight cabsF3 and F7, including Texas & New Orleans F7s. Black Widow, then scarlet and gray
Six-axle hoodsSD9s, SD45s, and the SD45T-2 and SD40T-2 tunnel motors. Low air intakes for snowsheds and tunnels. Donner Pass
CommutePeninsula trains with GP9s and GP40P-2s 3197–3199. Train Masters later in that service. The modern operator is Caltrain
General ElectricU25Bs and U33Cs, then C44-9Ws and AC4400CWs in the 1990s
HydraulicsKrauss-Maffei ML-4000s and three Alco C643DHs. A short experiment
YardsElectro-Motive switchers from 1939, Baldwin and Fairbanks-Morse switchers, Alco S-series switchers, then SW1500s and MP15s
PaintBlack Widow, then scarlet and gray. A short orange variant between them was called Halloween. Kodachrome belongs to the Santa Fe–Southern Pacific attempt
1965 numbersFour digits. Switchers 1100–2999, passenger 3000–3399, freight from 3400 up
RebuildsR8, 1970–1976. GRIP, 1977–1980. M-99, also called GRIP II, on SD40s and SD45s through 1989. Same frames
SubsidiariesTexas & New Orleans numbers are in these tables. Cotton Belt locomotives are the Cotton Belt diesel roster
SteamSouthern Pacific steam roster

Numbers

Before 1965 the class and the number did not say what a locomotive was. A DF-113 was a Texas & New Orleans Baldwin. A DF-114 was a Pacific Lines SD7. Three-digit numbers on the Texas and Louisiana lines duplicated Cotton Belt numbers, and by then those units were pooled with the rest of the system. In the December 1965 issue of the Southern Pacific Bulletin, W. D. Lamprecht, vice president–system operations, laid out a new system. Every locomotive received four digits. Switchers took 1100–2999, passenger locomotives 3000–3399, and freight locomotives 3400 upward. Inside each band the numbers ran by type and by ascending horsepower. New numbers were chosen so that an old number and a new number would not be on two locomotives at the same time while the changeover ran. Units under 800 horsepower, and units due for retirement by 1970, kept their old numbers.

The class mark in the cab was rebuilt at the same time. The first letter is the builder: A Alco, B Baldwin, E Electro-Motive, F Fairbanks-Morse, G General Electric, K Krauss-Maffei. The sample in the bulletin is EF415AC-1. E is Electro-Motive, F is freight, 4 is the number of axles, 15 is horsepower in hundreds, A is a cab, C in that sample is Cotton Belt ownership, and 1 is the first group of that class. The railroad applied the new numbers as locomotives came through the shops.

The full old-to-new book is not printed here. A few blocks show how it worked. The C628s came as 4845–4869 and demonstrators 4870–4873, became 7100–7128 in the 1965 system, and later 3110–3136. SD35s 4816–4844 became 6900–6928. The three DD35s came as 8400–8402, then 9500–9502, then 9900–9902, and stayed in service until 1979. Krauss-Maffei cabs 9000–9002 became 9100–9102, the three former Rio Grande cabs became 9103–9105, and hoods 9003–9017 became 9106–9120. By 1972 the sixteen Train Masters were 3020–3035. GP9 5825 was still wearing its builder number at Bayshore in January 1965, before that bulletin had been carried out. GP9 3318 in June 1970 and GP9 3841 on the Santa Cruz Local in September 1987 are later numbers. The new number for 5825 is not given here.

Some blocks were used twice, years apart. GP30s 7400–7407 and the later SD45Rs both used 7400. DD35s 8400–8402 and SD40s 8400–8409 both used the low 8400s. Train Masters 4800–4815 and the 1980 GP38-2s both used 4800. The SD35s that had occupied 4816–4844 were already in the 6900s by the time those GP38-2s arrived. DD35s, SD45Xs, and two SD45T-2Rs all touched 9500. The C628s left 4845–4869 in 1965. The GP38-2s stop at 4844.

Between Black Widow and scarlet and gray, some switchers and passenger cabs wore a short-lived solid-orange scheme that fans called Halloween. The red and yellow Kodachrome scheme belongs to the Santa Fe–Southern Pacific attempt, which is a separate story.

Rebuilds

The rebuild programs used locomotives the railroad already owned. From 1970 through 1976 the work was called R8, at Sacramento and at Houston. Units were sold to the Southern Pacific Equipment Company and leased back, and the class suffix was E. Railfans said GP9E and SD9E. The railroad’s model column stayed GP9 and SD9. GP9 3434 became 3300 in February 1970 and 2886 in 1978. SD9 3810 became 4300 in August 1970. From March 1971 through June 1974, Houston rebuilt 71 switchers: three SW7s, nine SW9s, ten SW900s, eleven SW1200s, and thirty-eight NW2s. No SW7 appears in the Southern Pacific new-build rows below. The three SW7s were locomotives the system already had.

A letter of December 6, 1976, closed that work. In January 1977 the equipment company was merged into the railroad, and the suffix changed from E to R. The internal name of the next program was General Repair and Improvement Program, GRIP. Published lists and railfans have also called it General Rehabilitation and Improvement Program. The work was at Sacramento only, on GP9s, SD9s, SD35s, and GP20s. GP9 3843 came out as a GP9E in December 1976. GP9 3844 came out as a GP9R in January 1977. The SD7s were finished from March 1979 through June 1980 as SD7Rs 1500–1542, class EF615-R1. A 1981 company review printed those units as SD7E. One GP35R was done at Sacramento. Thirty-four more were done by Morrison-Knudsen, and twenty-six by Canadian National. SD35s upgraded under the E suffix kept 2,500 horsepower, class EF625-E1. SD35Rs were derated to 2,000 horsepower, class EF620-R1. The railroad preferred the word upgraded.

M-99, also called GRIP II, ran at Sacramento from late 1979 through late 1989 and took SD40s and SD45s only. The SD45s numbered 8800–9156 were the pool that program drew from. The SD40s numbered 8400–8488 were the SD40 pool. Those pools are wider than the groups Sacramento actually released. The first SD45R was 7400, out in December 1979 from SD45 8809. The first SD40R was 7300, out in March 1980 from SD40 8433. The SD45Rs were 7400–7566. The SD40Rs were 7300–7385, the last of them in August 1981. The SD45Rs kept the 20-cylinder engine and were rated at 3,200 horsepower, down from 3,600. Documents often called them SD45-2s. Later notes do not all agree on units that were turned back up. The SD40Rs received Dash-2 electrical equipment. The railroad called them SD40Rs. Union Pacific lists that group as SD40-2s. One locomotive, 7399, was released in October 1981 from SD45 8837 with a 16-cylinder, 3,000-horsepower engine in the original SD45 carbody. It is called both an SD40R and an SD44R.

The tunnel-motor half of the program was 126 SD45T-2Rs, numbered 6767–6892, released from April 1986 through December 1989. The first two were briefly 9500 and 9501. Those numbers were already on Santa Fe SF30Cs, and the two units became 6767 and 6768 in August 1986. The first four wore the proposed Santa Fe–Southern Pacific yellow and red. None of them left Sacramento in speed lettering. Cotton Belt 6888–6892 wore Cotton Belt initials on the nose. No. 6892, former Southern Pacific 9219, left the shop in December 1989. It was the last GRIP locomotive, and it was the end of locomotive work at Sacramento Shops. Later rebuilds went to Denver, and then to Morrison-Knudsen. Sacramento built the Dash-2 electrical cabinets in its own shop rather than buying them from Electro-Motive.

Alco

Alco was the passenger builder. Counting the Texas & New Orleans cabs, the railroad finished with 51 PA cabs and 13 boosters: 24 PA-1s, 27 PA-2s, 6 PB-1s, and 7 PB-2s. The Cotton Belt PA-1s 300 and 301 are a different railroad and are not in that 51. On a Southern Pacific pair the two cabs were A and C and the booster was B. The specification page is the Alco PA article. The last new Alco passenger cabs were PA-2s 6035–6045 in the fall of 1953.

The Century purchases were trials beside the Electro-Motive road fleet. Twenty-five C628s, plus four demonstrators, were the six-axle freight units of 1964 and 1965. Two of the 1965 numbers, 7115 and 7121, were later rebuilt as slugs 1000 and 1001. Ten C415 center-cabs arrived in December 1966 for yard and transfer work. Three C643DH cabs, 9018–9020, were the hydraulic experiment of 1964, with two 12-cylinder 251 engines and a Voith transmission. They were gone by the early 1970s. The C628 and Century articles cover the models.

The railroad also used Alco yard switchers, the HH660 and the S-1, S-2, S-3, S-4, and S-6, some of them numbered for the Texas & New Orleans, and road-switchers including the RS-11 and the RS-32. Six-axle Alcos included the RSD-5, the RSD-12, the RSD-15, and the C630. Those models are not given builder rows in this table.

ModelRoad numbersQtySerialOrderBuiltNotes
PA-16005A, 6005C275783–75784—May 1948A and C are the two cabs of a pair
PA-16006A, 6006C276072–76073—June 1948—
PA-16007A, 6007C276074–76075—July 1948—
PA-16008A, 6008C–6010A, 6010C677097–77102—August 1949—
PA-1200A, 200B–202A, 202B677085–77090—June 1949Texas & New Orleans
PA-1203A, 203B277091, 77092—July 1949Texas & New Orleans
PA-1204A, 204B–205A, 205B477093–77096—August 1949Texas & New Orleans
PB-16005B–6007B375607–75609—May–June 1948—
PB-16008B–6010B375786–75788—August 1949—
PA-26019–6020277999–78000—August 1950—
PA-26021–6022278001–78002—September 1950—
PA-26023178740—April 1952—
PA-26024–6027479036–79039—April–May 1952—
PA-26028–6033680434–80439—May–June 1953—
PA-26034180443—September 1953—
PA-26035–60451180835–80845—September–October 1953Last new Alco passenger cabs
PB-25918–5919278219–78220—August–September 1950—
PB-25920–5921278212–78213—April 1952—
PB-25922–5924380607–80609—May–June 1953—
C6284870–487343376-01–3376-043376May 1964Alco demonstrators 628-1 through 628-4. Later 7100–7103, then 3110–3113
C6284845–4869253401-01–3401-253401March–April 1965Later 7104–7128, then 3114–3136. Nos. 7115 and 7121 became slugs 1000 and 1001
C4152400–2409103458-01–3458-103458December 1966Center-cab switchers. No. 2407 later Burlington Junction 702. No. 2409 later Burlington Junction 21
C643DH9018–90203——1964Twin 12-251C engines and Voith hydraulic drive. Gone by the early 1970s

Baldwin

Baldwin’s share was heaviest in the yards and on the local road jobs of the late 1940s and early 1950s. The ten DS-4-4-1000s of September 1948 are the switcher group with a clean construction-number run. The AS-616 was the big road-switcher: 51 cabs, five boosters, and eight Texas & New Orleans cabs. The boosters were built as 5501–5505 and later became 4901–4905. Nos. 5253 and 5274 are at the Western Pacific Railroad Museum. The railroad also used VO-660s, VO-1000s, S-12s, S-10s, and DRS-6-6-1500s. Those groups are not given builder rows here. The switcher article is the Baldwin DS-4-4-1000.

ModelRoad numbersQtySerialOrderBuiltNotes
DS-4-4-10001393–14021073933–73942776–785September 1948Specification numbers 776–785
AS-6165228–527851———Cabs. Nos. 5253 and 5274 are at the Western Pacific Railroad Museum
AS-6165501–55055———Boosters. Later 4901–4905
AS-616177–1848———Texas & New Orleans cabs

Fairbanks-Morse

Fairbanks-Morse sold the railroad two very different locomotives. The H12-44 was an ordinary yard switcher, 45 of them, including Texas & New Orleans 119 and 120. The Train Master was the opposite, a 2,400-horsepower hood unit that stayed in freight and then in Peninsula commute service. Demonstrators TM-3 and TM-4 became 4800 and 4801 in December 1953. By 1972 all sixteen were numbered 3020–3035. No. 3035 was at San Jose in May 1965, and 3022 was at Bayshore in October 1971. In the 1950s, 4802 and 4803 worked at 3rd & Townsend. The 1980 GP38-2s reused the old 4800 block after the Train Masters had moved into the 3000s. The model pages are the H12-44 and the Train Master.

ModelRoad numbersQtySerialOrderBuiltNotes
H12-441486–1490512L653–12L657LD140September 1952—
H12-441491112L658LD140October 1952—
H12-441529–1535712L760–12L766LD154May 1953—
H12-441536–1538312L771–12L773LD154August 1953—
H12-441568–1571412L833–12L836LD186January 1956—
H12-441572–1573212L976–12L977LD186January 1956—
H12-441574112L978LD186February 1956—
H12-44119–120212L979–12L980LD186February 1956Texas & New Orleans
H12-441577–1584812L1062–12L1069LD201October 1956—
H12-441585–1586212L1070–12L1071LD201November 1956—
H12-441587–1594812L1072–12L1079LD205January 1957—
H12-441595–1596212L1080–12L1081LD205February 1957—
Train Master4800–4801224L732–24L733LD165May 1953Demonstrators TM-3 and TM-4. To the Southern Pacific in December 1953. Later in 3020–3035
Train Master4810–4813424L787–24L790LD164BNovember 1953—
Train Master4802–4805424L791–24L794LD164ADecember 1953—
Train Master4806–4809424L803–24L806LD164ADecember 1953—
Train Master4814–4815224L800–24L801LD164BFebruary 1954—

Electro-Motive

Electro-Motive was the railroad’s road power. The switchers run from SW1 1000, built in February 1939 as a stock demonstrator, through the MP15ACs of 1975. F3s and F7s were the freight cabs, and the Texas & New Orleans F7s are in the same table. Five E7 cabs and ten E7 boosters were numbered for the Southern Pacific. Nine further E-unit carbodies in the table were joint City of San Francisco locomotives. SF-1 was later sold to the Southern Pacific and became 6011A. GP9s took the local freights and the Peninsula commute. After the covered wagons, the preference was the six-axle hood: SD7s and SD9s, then SD45s, then the tunnel motors. Ten SDP45s, 3200–3209, were built in 1967 into the passenger number series. GP40P-2s 3197–3199 were the commute cabs. The GP60s and the SD70Ms were built by General Motors Diesel in London, Ontario. E9A 6051 is at the California State Railroad Museum in Daylight paint and has run for the museum. The freight-cab article is the F7, and the last passenger cab is the E9.

Cotton Belt orders are left on the Cotton Belt diesel roster. That includes the GP60s numbered 9620–9714, which sit between Southern Pacific 9619 and 9715, and SD45T-2s 9315–9343. Cotton Belt SD45 8971, wreck-rebuilt as Southern Pacific 9156, stays on that page as well.

ModelRoad numbersQtySerialOrderBuiltNotes
SW110001804E257February 1939Stock demonstrator 804
SW11004–10096975–980E281November 1939—
SW11010–101671316–1322E385April–July 1941—
SW11111323E385July 1941Texas & New Orleans
NW21310–1319101353–1362E395June–July 1941—
NW21403–140537294–7296E1045February 1949—
NW21406–1425207297–7316E1045April–June 1949—
NW272–7987317–7324E1045March 1949Texas & New Orleans
NW280–8897325–7333E1045June and August 1949Texas & New Orleans
SW812–16517159–171634165April 1953Texas & New Orleans
SW84604–4611817331–173384180January and March 1953—
SW84612–46211018347–183564179June–July 1953—
SW84622–4623219495–194964256January 1954—
TR64600 (A)1135494147November 1950Electro-Motive demonstrator 1600
TR64700 (B)1135504147November 1950Electro-Motive demonstrator 1600B
TR64601–4603 (A)315084–150864100October 1951—
TR64701–4703 (B)315117–151194100October 1951—
SW9004624–4625219526–195274273April 1954—
SW9004626–4633819641–196484276June 1954—
SW9108–112512865–128694075April 1953Texas & New Orleans
SW1200113–118619486–194914255February 1954Texas & New Orleans
SW1200123–128622906–229114382February–March 1957Texas & New Orleans
SW12001597–16061029638–296474469December 1964 and February 1965—
SW12001607–16231730239–302554477May–November 1965—
SW15002463–24801833123–331404518September 1967—
SW15002450–24621333141–331537997August–September 1967—
SW15002493–25101833980–339977109June–July 1968—
SW15002523–25523035216–352454561July–November 1969—
SW15002553–25782635789–358144570January–April 1970—
SW15002591–2612224608-1–4608-224608October–November 1971—
SW15002613–2679674608-23–4608-894608April–August 1972—
SW15002680–26891072631-1–72631-1072631April–May 1973—
MP15DC2690–2696773625-1–73625-773625December 1974—
MP15DC2697–2701574697-1–74697-574697January–February 1975—
MP15AC2732–27354756053-1–756053-4756053October 1975—
MP15AC2702–2731, 2736–275954756064-1–756064-54756064August–September 1975Nos. 2732–2735 are a separate order
F3A6100A, 6100D–6101A, 6101D44502–4505E811May 1947—
F3A6102A, 6102D–6119A, 6119D364506–4541E811October 1947–January 1948—
F3A6120A, 6120D–6139A, 6139D406903–6942E1035October 1948–February 1949—
F3B6100B, 6100C–6101B, 6101C44542–4545E811May 1947—
F3B6102B, 6102C–6119B, 6119C364546–4581E811October 1947–January 1948—
F3B6120B, 6120C–6139B, 6139C407066–7105E1035October 1948–February 1949—
F7A6140A, 6140D–6142A, 6142D66943–6948E1036June 1949—
F7A6143A, 6143D–6159A, 6159D346949–6982E1310June 1949—
F7A6160A, 6160D–6169A, 6169D207106–7125E1310August and October 1949—
F7A6240–6279407214–7253E1044December 1949–January 1950—
F7A6280–6295169237–92523015February 1950—
F7A6296–63394410601–106443039October–December 1950—
F7A6340–63672812745–127723071August 1951—
F7A6368–63771012801–128103125September 1951—
F7A338–3531612811–128263126September 1951Texas & New Orleans
F7A6378–64052816559–165863107July–August 1952—
F7A6406–64231817172–171893153November 1952—
F7A354–3631017208–172173157December 1952–January 1953Texas & New Orleans
F7A6440–6445618154–181593166February 1953—
F7A364–3751218357–183683167May–July 1953Texas & New Orleans
F7A376–381618369–183743167March 1953Texas & New Orleans
F7B6140B, 6140C–6142B, 6142C67126–7131E1036June 1949—
F7B6143B, 6143C–6149B, 6149C147132–7145E1310June 1949—
F7B8140–8179407254–7293E1044December 1949–January 1950—
F7B6150B, 6150C–6169B, 6169C408187–8226E1310June–August 1949—
F7B8180–8195169253–92683015February 1950—
F7B8196–82111610645–106603039October–November 1950—
F7B8212–82392811881–119083039November–December 1950—
F7B8240–82672812773–128003071August 1951—
F7B538–541412827–128303126September 1951Texas & New Orleans
F7B8268–82851817190–172073153November 1952—
F7B546–547, 542–545617218–172233157December 1952–January 1953Texas & New Orleans. Road numbers are not in serial order
F7B8296–8303818146–181533160February–March 1953—
F7B8290, 8292, 8294, 8291, 8293, 8295618160–181653166February 1953Road numbers are not in serial order
F7B548–553618375–183803167May–July 1953Texas & New Orleans
FP76446–64611618130–181453160February–March 1953—
EA2SF11744E162December 1937Joint City of San Francisco unit. Union Pacific, Southern Pacific, and Chicago & North Western
EB2SF2–SF32745–746E163December 1937Joint City of San Francisco unit. Union Pacific, Southern Pacific, and Chicago & North Western
EA6SF411175E341March 1941Joint City of San Francisco unit. Union Pacific, Southern Pacific, and Chicago & North Western
EB6SF5–SF621176–1177E342March 1941Joint City of San Francisco unit. Union Pacific, Southern Pacific, and Chicago & North Western
EA7907A13509E690August 1946Joint City of San Francisco unit. Union Pacific, Southern Pacific, and Chicago & North Western
EA76003A–6004A24150–4151E807August 1947—
EA76000A–6002A34152–4154E767April 1947—
EB7908B–909B23515–3516E690August 1946Joint City of San Francisco unit. Union Pacific, Southern Pacific, and Chicago & North Western
EB76003B, 6003C, 6004B34155–4157E807August 1947—
EB76004C14217E807August 1947—
EB76000B, 6000C–6002B, 6002C64218–4223E767April 1947—
E8A6018193172010January 1950—
E9A6046–6054920095–201032068ADecember 1954No. 6051 is at the California State Railroad Museum in Daylight paint and has run for the museum
GP9400–4101119461–194715323May 1954Texas & New Orleans
GP9240–2491019472–194815334May 1954Texas & New Orleans
GP9280–283419482–194855335May 1954Texas & New Orleans
GP95600–5602319558–195605346June 1954—
GP956031195645346June 1954—
GP9417–4281219965–199765367May 1955Texas & New Orleans
GP95622–5625419977–199805369April 1955—
GP9411–416619992–199975368October 1954Texas & New Orleans
GP95604–56211820129–201465377January–March 1955—
GP95626–57199421319–214125436February–May 1956—
GP9429–4381021413–214225437May 1956Texas & New Orleans
GP9439–4481022893–229025515December 1956Texas & New Orleans
GP95730–57997022912–229815516January–April 1957—
GP95800–58444525100–251445595March–April 1959—
GP9449–4581025145–251545596February–March 1959Texas & New Orleans
GP95872–58912025631–256505608August–September 1959—
GP207234–7237426107–261105625August 1960Electro-Motive demonstrators 5625–5628
GP207200–72232427087–271105634January–March 1962—
GP207224–72331027345–273545634March–April 1962—
GP307400–7407828182–281897646March 1963These numbers were later reused by SD45Rs
GP357408–74393228462–284937695December 1963–February 1964—
GP357440–74642528867–288917695February–March 1964—
GP357465–74842029551–295705669May–June 1964—
GP357700–77272829702–297297756December 1964–February 1965—
GP357728–77613430135–301687789April–June 1965—
GP357762–77822130171–301917808July–November 1965—
GP38-24800–48444578272-1–78272-4578272May–July 1980These numbers had been used by the Train Masters
GP40X7200–7201, 7230–72314766016-1–766016-4766016February 1978Not a continuous number block
GP40-27608–762720776071-1–776071-20776071February–April 1978—
GP40-27658–767720786266-1–786266-20786266March 1980—
GP40-27940–795920796354-1–796354-20796354April–June 1980—
GP40-27240–72478847009-1–847009-8847009November 1984—
GP40P-23197–3199374619-1–74619-374619November 1974Peninsula commute cabs
GP609600–961920866185-1–866185-20866185December 1987–February 1988Built by General Motors Diesel Division
GP609715–976955907137-1–907137-55907137April–July 1991Built by General Motors Diesel Division
GP609770–979425936428-1–936428-25936428November 1993–January 1994Built by General Motors Diesel Division
SD753081156247512October 1952Electro-Motive demonstrator 990
SD75279–52931317144–171565157November 1952–January 1953—
SD75316–53352018381–184005188August–September 1953—
SD75309–5313518401–184055282July 1953—
SD753141184065283July 1953—
SD753151184075286July 1953—
SD95340–53713219429–194605322March–May 1954—
SD95387–54173119928–199585365February–April 1955—
SD95418–5423619983–199885365April 1955—
SD95424–54442120202–202225365April–May 1955—
SD95372–53861520223–202375381January–February 1955—
SD95449–54934521274–213185435January–May 1956—
SD354816–48442929830–298587761December 1964–April 1965Later 6900–6928
DD358400–8402328903–289057699April 1964Later 9500–9502, then 9900–9902
SD38-22971–2976672681-1–72681-672681April 1973—
SD395300–53171833998–340157110August–October 1968—
SD395318–5325835815–358227219April 1970—
SD408410–84786931491–315597861February–May 1966—
SD408400–84091031560–315697875February 1966These numbers had been used by DD35s 8400–8402
SD408479–84881033671–336807083May–June 1968—
SDP453200–32091032849–328587955May–July 1967Numbered in the passenger series
SD458800–88444531991–320357887August–September 1966—
SD458845–88934932759–328077954February–April 1967—
SD458894–89344132808–328487971April–July 1967—
SD458935–89632933632–336607082February–May 1968—
SD458982–90012034350–343697138December 1968–February 1969—
SD459002–9007634370–343757163February 1969—
SD459008–90302334376–343987138February–April 1969—
SD459031–9036634399–344047164April–May 1969—
SD459037–90511534405–344197138March 1969—
SD459069–91033534904–349387170March–April 1969—
SD459104–91232035196–352157187October–December 1969—
SD459124–91512835761–357887217December 1969–March 1970—
SD45X9500–9502335741–357437288August–September 1970—
SD45X95031368065751June 1970Electro-Motive demonstrator 4201
SD45X9504–9505236807–368085751February 1971Electro-Motive demonstrators 4202–4203
SD40T-28300–8306773629-1–73629-773629June–July 1974Tunnel motor
SD40T-28350–8356773685-1–73685-773685June–July 1974Tunnel motor
SD40T-28489–849810776068-1–776068-10776068January–February 1978Tunnel motor
SD40T-28307–832115776069-1–776069-15776069February–April 1978Tunnel motor
SD40T-28357–837115776070-1–776070-15776070February–March 1978Tunnel motor
SD40T-28499–857375786174-1–786174-75786174November 1978–February 1979Tunnel motor
SD40T-28327–834115786175-1–786175-15786175March–May 1979Tunnel motor
SD40T-28377–839115786201-1–786201-15786201May–July 1979Tunnel motor
SD40T-28230–829970786265-1–786265-70786265March–July 1980Tunnel motor
SD45T-29166–9208437336-1–7336-437336February–March 1972Tunnel motor
SD45T-29209–92605272601-1–72601-5272601April–June 1972Tunnel motor
SD45T-29302–93131273621-1–73621-1273621September 1973Tunnel motor
SD45T-29344–93702773674-1–73674-2773674January–February 1975Tunnel motor
SD70M9800–982425936438-1–936438-25936438April–May 1994Built by General Motors Diesel Division

General Electric

General Electric was a real second source, and then a late one. Three 44-tonners, 1900–1902, arrived in August 1942. The road fleet of the 1960s and 1970s was the U25B and the U33C. The U25B rows below are 65 locomotives. Some of them were later rebuilt as fuel-tender slugs. The U33C rows are the 212 units delivered from 1969 through early 1975. The railroad also bought U28Bs, U28Cs, U30Cs, and U50s, and later four-axle Dash 7 and Dash 8 units, the B23-7, B30-7, B36-7, and B39-8, plus 70-ton switchers. Those models are not given number rows here. The 1990s road fleet included C44-9Ws 8100–8200 and AC4400CWs numbered in the 100s. The early U25B article is the U25B, and the six-axle fleet is the U33C. The small industrial units are the 44-tonner.

ModelRoad numbersQtySerialOrderBuiltNotes
44-ton1900–1902315114–15116—August 1942—
U25B7500–7505634240–342451325March–April 1962—
U25B7515–75271334685–346971372March 1963—
U25B7506–7514934698–347061376March–April 1963—
U25B7528–75643734765–348011405January–March 1964—
U33C8600–86293036899–369281981January–April 1969—
U33C8630–86441537032–370461807April–May 1969—
U33C8645–8646237179–371801812October 1969—
U33C8647–86874137181–372211812/1814February–June 1970—
U33C8688–87132638095–381201871October–December 1971—
U33C8714–87372438121–381441871December 1971–February 1972—
U33C8738–87673038320–38349—February–March 1972—
U33C8768–87771038785–387941811January–February 1973—
U33C8778–8785839297–393041811June–July 1973—
U33C8786–87961139733–397431856February–April 1974—
U33C8585–85991539753–397671842December 1974–January 1975—
C44-9W8100–8200101——1994Road freight

Krauss-Maffei

The diesel-hydraulics were a short, famous experiment. Krauss-Maffei built three cab units for the Southern Pacific on October 31, 1961, numbered 9000–9002, and three more the same day for the Denver & Rio Grande Western. The Rio Grande units came to the Southern Pacific in 1964 as 9021–9023. Fifteen hood units, 9003–9017, followed in 1963. The 1965 numbers were 9100–9120. Hood unit 9010 became 9113 and then a simulator car, SPMW 1, later 1166, then 8799, with the gearboxes and Cardan shafts removed. It was retired in 1984, donated to the California State Railroad Museum, and later sold to the Pacific Locomotive Association, which restored it cosmetically as 9010. The model page is the ML-4000.

ModelRoad numbersQtySerialOrderBuiltNotes
ML-40009000–90023——October 31, 1961Cab units. Later 9100–9102
ML-40009021–90233——October 31, 1961Built for the Denver & Rio Grande Western as 4001–4003. To the Southern Pacific in 1964. Later 9103–9105
ML-40009003–901715——1963Hood units. Later 9106–9120. No. 9010 became the simulator car

MotivePower

The last odd order was three MK5000Cs, 501–503, built by MotivePower in August 1994. They later became Utah Railway 5001–5003. A following MotivePower order, numbered 9901–9903, went to the Utah Railway and was not a Southern Pacific order.

ModelRoad numbersQtySerialOrderBuiltNotes
MK5000C501–50333092-01–3092-033092August 1994Later Utah Railway 5001–5003

Related reading

Sources

  • Andre Kristopans, Electro-Motive production lists preserved at Utah Rails, for the Electro-Motive serials, order numbers, builder dates, and as-built road numbers.
  • Don Strack, Utah Rails, for the R8, GRIP, and M-99 programs, the DD35 renumbering and service through 1979, and the pre-1965 class examples DF-113 and DF-114 from Joseph A. Strapac.
  • Southern Pacific Bulletin, December 1965, pages 19–20, as transcribed by the San Diego Railroad Museum, for the four-digit numbering system and class EF415AC-1. W. D. Lamprecht, vice president–system operations.
  • Joseph A. Strapac, Southern Pacific Historic Diesels, Volume 3, for the E7 on western grades, and his note of May 18, 2013, that the internal name of GRIP was General Repair and Improvement Program.
  • Robert Byrne, letter of April 29, 2007, in SP Trainline, for Sacramento building the Dash-2 electrical cabinets.
  • The Alco PA, C628, C415, Century, E9, F7, 44-ton, DS-4-4-1000, H12-44, Train Master, AS-616, U25B, U33C, and ML-4000 articles on this site, for those production groups.
  • Richard Percy, Espee Archive, for the Alco switcher and road-switcher models named without builder rows, and for the 1972 Train Master numbers 3020–3035.

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