Union Pacific Railroad

The original company, the "Union Pacific Rail Road", incorporated on July 1, 1862, under the Pacific Railroad Act of 1862. President Abraham Lincoln had approved the act, which authorized railroad construction from the Missouri River to the Pacific to ensure the stability of the Union throughout the American Civil War,[3] but construction did not complete until after that conflict's conclusion. The resulting track ran westward from Council Bluffs, Iowa to meet in Utah the Central Pacific Railroad line, which had been constructed eastward from Sacramento, California. The combined Union Pacific–Central Pacific line became known as the first transcontinental railroad and later the Overland Route.

The line was constructed primarily by Irish labor who had learned their craft during the recent Civil War.[4] Under the guidance of its dominant stockholder Dr. Thomas Clark Durant, the namesake of the city of Durant, Iowa, the first rails were laid in Omaha.[5] The two lines were joined at Promontory Summit, Utah, 53 miles (85 km) west of Ogden on May 10, 1869, hence creating the first transcontinental railroad in North America.[6]

The Last Spike, by Thomas Hill (1881)

Subsequently, the UP purchased three Mormon-built roads: the Utah Central Railroad extending south from Ogden to Salt Lake City, the Utah Southern Railroad extending south from Salt Lake City into the Utah Valley, and the Utah Northern Railroad extending north from Ogden into Idaho.[7]

Directors of the Union Pacific Railroad gather on the 100th meridian, which later became Cozad, Nebraska, about 250 miles (400 km) west of Omaha in the Nebraska Territory, in October 1866. The train in the background awaits the party of Eastern capitalists, newspapermen, and other prominent figures invited by the railroad executives.

The original UP was entangled in the Crédit Mobilier scandal, exposed in 1872. As detailed by the New York Sun, Union Pacific's largest construction company, Crédit Mobilier, had overcharged Union Pacific; the railroad would then pass the inflated costs on to the United States government. To convince the federal government to accept the increased costs, Crédit Mobilier had bribed multiple congressmen. Several prominent UP board members (including Durant) had been involved in the scheme.[8] The ensuing financial crisis of 1873 led to a credit crunch, but not bankruptcy.

As boom followed bust, the Union Pacific continued to expand. A new company, with dominant stockholder Jay Gould, purchased the old on January 24, 1880. Gould already owned the Kansas Pacific (originally called the Union Pacific, Eastern Division, though in essence a separate railroad), and sought to merge it with UP. Through that merger, the original "Union Pacific Rail Road" transformed into "Union Pacific Railway".[9]

Extending towards the Pacific Northwest, Union Pacific built or purchased local lines to reach Portland, Oregon.[10] Towards Colorado, it built the Union Pacific, Denver and Gulf Railway: a system combining narrow-gauge trackage into the heart of the Rockies and a standard gauge line that ran south from Denver, across New Mexico, and into Texas.

The Union Pacific Railway would later declare bankruptcy during the Panic of 1893. The resulting corporate reorganization reversed Gould's name change: Union Pacific "Railway" merged into a new Union Pacific "Railroad".[11][12]

In the early 20th century, Union Pacific's focus shifted from expansion to internal improvement. Recognizing that farmers in the Central and Salinas Valleys of California grew produce far in excess of local markets, Union Pacific worked with its rival Southern Pacific to develop a spoilage-resistant rail-based transport system. These efforts came culminated in the 1906 founding of Pacific Fruit Express, soon to be the world's largest lessee of refrigerated railcars.[13]

Meanwhile, Union Pacific worked to construct a faster, and more direct substitute for the original climb to Promontory Summit. In 1904, the Lucin cutoff opened, reducing curvature and grades. The original route would eventually be stripped of track in 1942 to provide war scrap.[14]

To attract customers during the Great Depression, Union Pacific's chairman W. Averell Harriman simultaneously sought to "spruce up" the quality of its rolling stock and to make its unique locations more desirable travel destinations. The first effort resulted in the purchase of the first streamlined train: the M-10000.[15] The latter resulted in the Sun Valley ski resort in central Idaho; it opened in 1936 and finally was sold in 1964.[16][17] Despite the fact that the M-10000 and its successors were among the first diesel locomotives, Union Pacific completed dieselization relatively late. In 1944, UP finally received delivery of its last steam locomotive: Union Pacific 844.[18]

As the 20th century waned, Union Pacific recognized—like most railroads—that remaining a regional railroad would only lead to bankruptcy. On December 31, 1925, UP and its subsidiaries operated 9,834 miles (15,826 km) routes and 15,265 miles (24,567 km) tracks; in 1980, these numbers had remained roughly constant (9,266 route-miles and 15,647 track-miles).[19] But in 1982, UP acquired the Missouri Pacific and Western Pacific railroads, and 1988, the Missouri–Kansas–Texas.[20] By 1993, Union Pacific had doubled its system to 17,385 miles (27,978 km) routes.

By then, few large (class I) railroads remained. The same year that Union Pacific merged with the Chicago and North Western (1995), Burlington Northern and ATSF announced merger plans. The impending BNSF amalgamation would leave one mega-railroad in control of the west. To compete, UP merged with Southern Pacific, thereby incorporating D&RGW and Cotton Belt, and forming a duopoly in the West.[20] The merged railroad took the Union Pacific name. As of 1999, the UP had 33,705 miles (54,243 km) of track, about 33,000 employees, nearly 7,000 locomotives and over 155,000 rail cars.[21]

In 2006, Union Pacific had 11 major active hump yards:[27]

• Bailey Yard in North Platte, Nebraska
• Beaumont Yard in Beaumont, Texas
• Davidson Yard in Fort Worth, Texas
• Davis Yard in Roseville, California

Roseville Rail Yard

• Englewood Yard in Houston, Texas
• Gateway Yard in East St Louis, Illinois, owned by subsidiary Alton and Southern Railway
• Livonia Yard in Livonia, Louisiana
• North Little Rock Yard in North Little Rock, Arkansas
• Proviso Yard in Northlake, Illinois, owned by Chicago and North Western Transportation Company until 1995
• Strang Yard in La Porte, Texas
• West Colton Yard in Bloomington, California[28]

In the late 2010s, Union Pacific began deactivating hump yards in favor of flat switching. In this, Union Pacific followed the industry-wide trend towards Precision Scheduled Railroading (PSR); railway executive Hunter Harrison explained that under PSR, few yards receive enough variegated traffic to necessitate a hump.[29] Union Pacific also closed facilities in Kansas City ("Neff yard"), Hinkle, Oregon, and Pine Bluff, Arkansas in 2019.[30]

Union Pacific #9214, a GE Dash 8-40C, shows the standard UP diesel locomotive livery on May 10, 1991.

The yellow paint scheme was introduced in the spring of 1934. Engineers claimed the visibility of yellow would reduce grade crossing accidents.[32] In 1941, UP introduced its yellow and gray color scheme with red highlights, which remains in use today.[33]

The middle two-thirds of the locomotive body is painted Armour Yellow,[34] a color used by Armour and Company on the packaging of its meat products. A thin band of Signal Red divides this from the Harbor Mist Gray (a light gray) used for the body and roof above that point. There is also a thin band of Signal Red along the bottom of the locomotive body, but this color has gradually become yellow as new Federal Railroad Administration (FRA) regulations for reflectorized tape came into effect in 2005; the trucks (painted Aluminum from 1955 to 1982), underframe, fuel tanks and everything else beneath that line are also Harbor Mist Gray. Lettering and numbering are in Signal Red, with black outlines. Most locomotives have white-outlined blue "wings" on the nose, on either side of the renowned shield featuring white lettering on a blue background and, below it, red and white vertical stripes. Beginning in early 2002, a number of units were repainted with a large, billowing American flag with the corporate motto "Building America" on the side, where the 'UNION PACIFIC' lettering is normally positioned.

UP locomotive GE AC4400CW #5645 in Battle Creek, Michigan, with the Flags and Flares paint scheme

Union Pacific #5391, approaching bridge at Multnomah Falls, Oregon, shows the white-outlined blue "wings" on the nose.

Union Pacific #6419, in Checotah, Oklahoma, with the Flags and Flares paint scheme leads a train on June 26, 2021

A former Southern Pacific GP38-2 locomotive renumbered with UP "patch" markings

Until 2017, UP operated some locomotives still in the paint scheme of their former railroads. In addition, some locomotives were renumbered by UP, varying in the degree of the previous railroads' logos being eradicated, but always with a yellow patch applied over the locomotive's former number and a new UP number applied on the cab. That allowed UP to number locomotives into its roster without spending the time and money necessary to perform a complete repaint. In May 2015, UP rostered 212 "patches", consisting of:

• 22 Chicago and North Western (whose CNW logos have been hidden by the "patches"),
• 174 Southern Pacific (AC4400CW, GP40-2, MP15AC, and GP60)
• 14 St. Louis Southwestern (GP60)
• 2 Denver and Rio Grande Western (GP60)
• While not technically a predecessor locomotive in the traditional sense, UP also rostered a single SD40-2 (3564, since retired) still in the 1970s paint scheme, not counting DDA40X No. 6936, which was part of the Union Pacific Heritage Fleet until 2022.

In 2017, Union Pacific decided to repaint all locomotives which were not in the current corporate colors. As of March 2018, only 41 locomotives remained unpainted.[35]

From the second half of 2005 to the summer of 2006, UP unveiled a new set of six EMD SD70ACe locomotives in "Heritage Colors", painted in schemes reminiscent of railroads acquired by the Union Pacific Corporation since the 1980s. The engine numbers match the year that the predecessor railroad became part of the Union Pacific system. The locomotives commemorate the Missouri Pacific with UP 1982, the Western Pacific with UP 1983, the Missouri–Kansas–Texas with UP 1988, the Chicago and North Western with UP 1995, the Southern Pacific with UP 1996, and the Denver and Rio Grande Western with UP 1989.[36]

In October 2005, UP unveiled SD70ACe 4141, commissioned in honor of George Bush. The locomotive has "George Bush 41" on the sides and its paint scheme resembles that of Air Force One. It was sent into storage in 2007, but returned in 2018 to power Bush's funeral train. It was donated to the George H.W. Bush Presidential Library and Museum on November 8, 2019.[37][38]

On March 31, 2010, UP dedicated a specially painted GE ES44AC locomotive commemorating the centennial of the Boy Scouts of America.[39]

On September 28, 2010, UP dedicated a specially painted GE ES44AC locomotive, as a tribute to Susan G. Komen for the Cure.[40]

On October 19, 2017, Union Pacific unveiled SD70AH 1943, "The Spirit of the Union Pacific", which is painted in a scheme to honor the United States armed forces.

On June 6, 2019, Union Pacific unveiled SD70ACe 1111, the "Powered By Our People" unit.[41]

In April 2021, Union Pacific repainted an SD70M into a commemorative paint scheme called "We Are ONE" to honor Juneteenth and Pride Month.[42]

UP also has a collection of locomotives painted for Operation Lifesaver, a rail safety organization founded in 1970.[43]

As of October 2013, the Union Pacific had 8,185 locomotives on its active roster. The locomotive fleet consists of 43 different models and had an average age of 17.8 years.[44] According to Union Pacific, this is the largest fleet of diesel-electric locomotives in the US.[45]

Union Pacific continues to use a small number of "heritage" steam locomotives and early streamlined diesel locomotives. This equipment is used on special charters (excursions).[46][47]

Big Boy #4014 passes through Friesland, Wisconsin, on July 25, 2019

Union Pacific maintains a fleet of low-emissions locomotives. Most are used in Los Angeles basin rail yards, to satisfy an air quality agreement with the local authorities.[48][49]

One of the 20 new 2,000 horsepower (1,500 kW) "Green Goat" locomotives manufactured for Union Pacific's "Green" Fleet by Railpower Technologies

When Union Pacific bought out the Chicago & North Western in 1995, it inherited the railroad's Metra commuter rail services in the Chicago metropolitan area: the UP North, UP Northwest, and UP West lines, all of which operate from the Ogilvie Transportation Center (the former North Western Station–a name still used by many Chicago residents). In order to ensure uniformity across the Chicago area commuter rail system, trains are branded as Metra services and use Metra equipment. However, Union Pacific crews continue to operate the trains under a purchase-of-service agreement.[53][54]

Wine label, Roma Wine Company, bottled for Union Pacific RR circa 1940s

Between 1869 and 1971, Union Pacific operated passenger service throughout its historic "Overland Route". These trains ran between Chicago and Omaha on the Chicago & Northwestern trackage starting in 1936. Disputes over trackage rights and passenger revenues with the C&NW prompted the UP to switch to the Milwaukee Road for the handling of its streamliner trains between Chicago and Omaha beginning in late 1955. The last intercity passenger train operated by UP was the westbound City of Los Angeles, arriving at Los Angeles Union Station on May 2.[55] Since then, Union Pacific has satisfied its common carrier requirements by hosting Amtrak trains.[Note 5]

Many Amtrak and commuter rail routes use Union Pacific rails. This list excludes the commuter services the company directly operates in Chicago (see above).

• September 4, 2007: a Union Pacific train derailment split the small town of Sergeant Bluff, Iowa. About 16 cars derailed, most carrying salt that spilled into snow-like piles. The derailment interrupted traffic for about two hours.[57]
• June 24, 2012: three crew members died and caused a property damage of $15 million when two Union Pacific trains collided head-on just east of Goodwell, Oklahoma. The eastbound train passed a stop signal on the main track and struck the westbound train in a siding about one mile (1.6 km) east of the meeting point.[58] The NTSB provided the probable causes as eastbound train's operator's vision problems and failure by the conductor to get backup assistance as required. NTSB stated UP did not comply with its own policies when it medically recertified the operator. The company only had six color tests despite the policy requiring a color test for 10 signals.[59]
• November 15, 2012: A UP train struck a parade float in Midland, Texas, killing four and injuring 16 passengers on the parade float.
• May 25, 2013: in Chaffee, Missouri, a Union Pacific train collided with a BNSF train at a level junction, injuring seven, and causing damages exceeding $10 million. The accident caused a Missouri Route M overpass to partially collapse and caused a fire.[60][61] The investigation concluded the engineer most likely fell asleep, due to sleep apnea. The uncontrolled train violated four progressively more restrictive signals before colliding with the BNSF train at roughly 40 mph (64 km/h). Three months later, the Route M overpass reopened with a new design.[62][63]
• June 3, 2016: a 96-car oil train derailed in the Columbia River Gorge near Mosier, Oregon. Eleven cars derailed, at least one caught on fire, and 42,000 US gal (160 m³) of Bakken crude oil spilled, some going into the Columbia River. Some 10,000 US gallons (38 m³) were eventually recovered.
  

  Support column damaged in September 2019 Portland accident
• Mid-late 2018: the Niland Geyser, a moving mud pot, encroached on the railroad near the eastern shore of the Salton Sea, requiring extensive engineering work to first delay the movement and then build a temporary diversion.[64][65][66]
• September 7, 2019: a Union Pacific train of two locomotives and three tank cars carrying liquefied petroleum gas derailed and crashed into an overpass support column at the Albina Yard in Portland, Oregon[67][68] The support column is for the eastbound lanes of the six-lane Going Street overpass, which is the only public access to the major industrial area Swan Island for cars and trucks. Four lanes were left unsafe after the derailment.[69][70] Two of six lanes remain closed as of November 14, 2019.[71] The cause of the crash was broken rails.[72] There was nobody on board the train which was remotely operated at the time of crash.[70] In May 2020, another Union Pacific derailment damaged a different overpass which The Skanner described as an ongoing safety concern.[73]
• March 21, 2022: a Union Pacific freight train derailed and fell from a viaduct in Colton, California.[74]

On June 28, 2004, a UP train collided with an idle BNSF train in a San Antonio suburb. In the course of the derailment, a 90-ton tank car carrying liquified chlorine was punctured. As the chlorine vaporized, a toxic "yellow cloud" formed, killing three and causing 43 hospitalizations. The costs of cleanup and property damaged during the incident exceeded $7 million.[75]

Deadly derailment in Macdona, Texas, on June 28, 2004

Investigations of the Macdona incident revealed several serious safety lapses on the part of the Union Pacific and its employees, including employees not following the company's own safety rules.[76] While the immediate cause of the derailment was the UP crew's "fatigue", chlorine tank cars had been improperly placed near the front of the train, a danger in the case of derailment.[77]

The Macdona incident was not the first derailment in the San Antonio area. Between May and November 1994, Union Pacific trains derailed five times, killing at least 4 people.[78] Between June 2004 and March 2005, 10 trains derailed, killing as many people.[79]

In the aftermath of Macdona, the Federal Railroad Administration signed a compliance agreement with the railroad in which the railroad promised to rectify the "notable deficiencies" that regulators found.[76][79] But the relative impunity UP seemed to exhibit regarding the derailment led to suggestions that the FRA was far "too cozy...to the railroads."[76] In March 2005, Texas Governor Rick Perry supported a plan to reroute trains around large urban population centers in Texas, including San Antonio, but such a plan was purely voluntary and had no timetable associated.[79]

Trains have continued to derail in the area[80][81][82] including an incident in June 2009 where tank cars containing chlorine and petroleum naptha xylene derailed, but did not spill.[83][84]

The City of San Jose, California, threatened Union Pacific with a lawsuit in 2019 after years of complaints about transient and graffiti blight going unaddressed. For the first time in many years, Union Pacific cleaned out along the tracks starting in November 2019. San Jose Councilman Sergio Jimenez said "The reality is that Union Pacific has not been a good neighbor".[85]

San Jose's mayor Sam Liccardo said

"At any given conference of mayors, you won't hear anyone expressing confidence that Union Pacific will respond nimbly or collaboratively," and "But we are hopeful that the (memorandum of understanding) will turn a page on Union Pacific's behavior in the past to enable a more collaborative relationship going forward."[86]

The Mercury News reports that company has been uncooperative and non responsive to working together, such as failing to come through with graffiti abatement as Union Pacific had promised the city.[85]

In 2022, legislators in Utah brought forth two separate bills specifically aimed at Union Pacific. The first, HB181, was raised after some municipalities encountered resistance from Union Pacific when attempting to upgrade rail crossings. In Logan, Utah, Union Pacific altered a construction agreement to require the city to pay maintenance fees in perpetuity for an upgraded crossing, a mandate which was against state code.[87] The proposed legislation would make it easier for municipalities to get crossing improvements approved, and clarifies which party must pay associated maintenance costs. The second bill, HB405, would have required Union Pacific to replace their aging fleet of Tier 0 switching locomotives with hydrogen or electric engines by 2028, due to Utah having very poor air quality in winter months. According to Utah Senator Schultz, Union Pacific was uncooperative on the switching locomotive bill if Utah did not drop the railroad crossings bill. Ultimately, HB181 passed, and HB405 was dropped after Union Pacific made voluntary commitments to replace several tier 0 switching locomotives with less polluting tier 2 locomotives, as well as to test some all electric ones in the Utah Roper Rail Yard.[88][89]