Southern Pacific Railroad: "The Friendly Southern Pacific"

Last revised: October 16, 2024

The Southern Pacific (SP) was one of America's most successful and widely recognized railroads. Its name stands alongside notables like the Santa Fe, Union Pacific, Pennsylvania, Baltimore & Ohio, and Illinois Central.

The "Espee" carries a heritage tied to one of the most important events in American history, completion of the Transcontinental Railroad.

Afterwards, Central Pacific's so-called "Big Four" (Collis P. Huntington, Leland Stanford, Charles Crocker, and Mark Hopkins) jockeyed for total control of California's transportation network.

To do so, they created the Southern Pacific and rapidly expanded their new enterprise throughout the Golden State.

Their system eventually became so large it stretched from Portland, Oregon to New Orleans, Louisiana. In addition, a multitude of celebrated subsidiaries comprised SP's network like the Texas & New Orleans, Cotton Belt, and the great Pacific Electric Railway.

Photos

From left to right: Southern Pacific PA-2 #6019, PA-2 #6014, and PA-1 #6008 await their next assignments at the West Oakland Shops in 1952. Stewart Liebman photo. American-Rails.com collection.

History

Over time, it blossomed into the most far-reaching of all the classic American railroads with a network totaling 17,000 miles after its 1988 merger with the Denver & Rio Grande Western.

Alas, poor management in the decades following World War II greatly weakened this proud carrier as neglect and failed mergers saw its acquisition by Union Pacific in 1996. Today, given Southern Pacific's impressive size and scope most of its principal lines remain in regular service.

Southern Pacific rebuilt SD9E Cadillacs at Austin, Texas, circa 1982. Mike Bledsoe photo. American-Rails.com collection.

Central Pacific

The vaunted Southern Pacific name carries a complex history although its immediate heritage can be traced back to the Transcontinental Railroad's completion.

When the Central Pacific (CP) and Union Pacific met on May 10, 1869 at Promontory Summit, Utah the West was opened to new means of economic development and settlement, enabling travelers to take cross-country trips in mere days instead of months.

Following this milestone, CP's "Big Four" maneuvered to dominate Californian trade. Their first task involved opening service beyond Sacramento, directly into Oakland/San Francisco.

Logo

The Southern Pacific Railroad logo. Author's work.

Formation

According to a 1933 piece released by the Southern Pacific Historical & Technical Society entitled, "Historical Outline, Southern Pacific Company, March 1933," the original Southern Pacific Railroad had no ties to either the modern company or the "Big Four."

That corporation's chartering took place on December 2, 1865 and, as Bill Yenne's book, "The History Of The Southern Pacific," notes it was given Congressional authority on July 27, 1866 to establish another transcontinental route from San Francisco to the Colorado River at California's southeastern border. There, it would meet the Atlantic & Pacific Railway building east from St. Louis.

Southern Pacific GP9's #5603 and #5611 lead commuter train #130 (San Francisco - Los Gatos) out of San Francisco, circa 1955. Gordon Glattenberg photo. American-Rails.com collection.

While the project did include some new construction it was greatly aided by the February 4, 1868 acquisition of the San Francisco & San Jose Railroad, which linked its namesake towns.

For a brief time it appeared the "Big Four" might actually have to share the state's transportation services with this independent railroad.

Such an unthinkable scenario proved short-lived, though, when they purchased the original Southern Pacific on September 29, 1869. In a complicated series of corporate shakeups the SP combined operations with CP in 1870 (the former did not officially lease the latter until April 1, 1885).

A pair of handsome Southern Pacific PA-2's lead train #19, the southbound "Klamath" (Portland - San Francisco), over the big lift bridge spanning the Carquinez Strait near Martinez, California, circa 1953. Gordon Glattenberg photo. American-Rails.com collection.

On November 11, 1869 the "Big Four" completed an extension from Sacramento to the San Francisco Bay at Oakland through two subsidiaries known as the Western Pacific Railroad (no relation to the well-known WP built decades later) and San Francisco Bay Railroad.

According to Brian Solomon's book, "Southern Pacific Railroad," the group then formed a new Southern Pacific Railroad on October 12, 1870 to obtain the original and others mentioned (including CP).

A further corporate layer was added on August 14, 1884 when the Southern Pacific Company was created in Kentucky to manage all properties under the "Big Four's" direction.

An A-B-A set of Southern Pacific F7's, along with a GS-class 4-8-4, have northbound train #71 at Serrano, California, circa 1955. This largely mail/express run operated the Coast Line between Los Angeles and San Francisco. Gordon Glattenberg photo. American-Rails.com collection.

Expansion

The Southern Pacific began its march out of the Bay Area in March of 1869 when it opened an extension 30 miles south of San Jose to Gilroy.

Beyond, it passed through the San Joaquin Valley reaching Modesto (November, 1870), Fresno (May, 1872), and Bakersfield (November, 1874) before dispatching its first train to Los Angeles (then a town of less than 10,000 residents) on September 5, 1876.

At A Glance

Headquarters	San Francisco, California (65 Market Street)
States Served	California, Oregon, Nevada, Utah, Arizona, New Mexico, Texas, Louisiana, Arkansas, Missouri, Illinois, Tennessee (Memphis)
Dates Of Operation	October 26, 1863 - September 10, 1996
Founder	U.S. Congress
Most Notable President	Collis P. Huntington
Charter Date	December 2, 1865
Genesis	Central Pacific Railroad (June 28, 1861)
Route Mileage (1930)	15,039 (1950) 17,340 (1995)
Track Gauge	4 Feet, 8 ½ Inches
Principal Lines	San Francisco - Ogden/Salt Lake City ("Overland Route") San Francisco - San Jose - San Louis Obispo - Los Angeles ("Coast Line") San Francisco - Sacramento - Portland ("Shasta Route") Los Angeles - El Paso - San Antonio - Houston - New Orleans ("Sunset Route") Los Angeles - El Paso - Tucumcari, New Mexico - Chicago ("Golden State Route" via Rock Island) Houston - Dallas/Fort Worth, Dallas/Fort Worth - St. Louis Memphis - Brinkley, Arkansas San Francisco - Fresno - Bakersfield - Los Angeles ("San Joaquin Valley Line") Black Butte, California - Odell Lake, Oregon - Portland ("Cascade Line") Black Butte, California - Ashland, Oregon - Eugene - Portland ("Siskiyou Line") Klamath Falls, Oregon - Fernley, Nevada ("Modoc Line")
Locomotives Owned (1963)	Diesel: 2,096
Rolling Stock Owned (1963)	Freight Cars: 77,401 Passenger Cars: 1,002
Slogan	The Friendly Southern Pacific
Reporting Mark	SP
Successors	Union Pacific

As the work trekked south, surveyors ran into a major problem 32 miles outside of Bakersfield, the Tehachapi Mountains. To tackle this rugged stretch of topography the "Big Four" hired engineer William Hood who designed an impressive route containing eastbound ruling grades (compensated) of only 2.52% while westbound grades (compensated) were an even gentler 1.36%.

The line reached the summit at 4,025 feet although its most endearing feature lay nine miles below where a sweeping loop allowed Hood to keep grades manageable while gaining an additional 77 feet in elevation.

Today, the fabled Tehachapi Loop remains in regular use by both Union Pacific (owner) and BNSF Railway (lessor). After arriving in Los Angeles, the SP expanded in all directions.

A pair of Southern Pacific PA-2's, led by #6042, are running light as they arrive in Los Angeles during the summer of 1963. Author's collection.

The first decision involved continuing east to the Colorado River at Fort Yuma, Arizona. That extension was completed in May of 1877 and with the Atlantic & Pacific bogged down by financial problems the "Big Four" pressed on after successfully amending their railroad's charter.

It enabled them to reach Texas where the SP would meet the Texas & Pacific Railway (then under Jay Gould's control) at El Paso. After just four years of construction the latter point was reached on May 19, 1881.

With the T&P still 100 miles away Huntington elected to continue building eastward and arrived in Sierra Blanca by November 25th.

This decision greatly angered Gould and the two parties went to court over the matter. It was finally resolved when they signed the "Gould-Huntington Agreement" on November 26, 1881, which gave the T&P trackage rights over the SP from Sierra Blanca to El Paso but also forfeited the former's charter and franchises west of that point (awarded to SP).

Notable Acquisitions

The speed at which Huntington raced across the Southwest was, indeed, quite impressive. By January 12, 1883 his railroad was complete to Pecos, a location where it met the Galveston, Harrisburg & San Antonio Railway, another Huntington-controlled system that had been building west from San Antonio.

Through this subsidiary, and control of the Louisiana & Texas Railroad & Steamship Company, the SP offered through service from Los Angeles to New Orleans over the newly christened "Sunset Route"

In 1881, Huntington picked up another property known as the Texas & New Orleans Railroad. In 1927, all of SP's subsidiaries in Texas and Louisiana, except for the "Cotton Belt," were operated under the T&NO name.

Collis P. Huntington

In 1884 the SP maintained a commanding 4,711-mile network, including all subsidiaries and leased properties.

By then, Collis Huntington's held complete control after the "Big Four" had fragmented:

Mark Hopkins died on March 29, 1878

Crocker sold out in 1871 but came back in 1873 as a minority owner until his death on August 14, 1888

Leland Stanford and Huntington had an increasingly strained relationship resulting in the former handing over the presidency to the latter on February 28, 1890

Throughout the 1880's, Huntington continued growing his empire; not only did he dominate rail service throughout the Golden State but also eyed expansion toward the Puget Sound.

- He would later lose his grip on California when the Atchison, Topeka & Santa Fe's William Barstow Strong outmaneuvered the tycoon and broke up his monopoly. -

The SP accessed Redding in 1872 through a subsidiary known as the California & Oregon Railroad (C&O). This system carried a history dating back to 1865 (acquired by CP in 1870); it was envisioned to connect Marysville, California with Portland, Oregon but only succeeded in doing so with the "Big Four's" financial backing.

A beautiful Southern Pacific PA-PB-PA set, led by PA-1 #6021, lead train #12, the northbound "Cascade," out of the Bay Area, circa 1956. This service ran the Shasta Route, linking Oakland/San Francisco with Portland, Oregon. Gordon Glattenberg photo. American-Rails.com collection.

After a decade of dormancy, the C&O was extended to Ashland, Oregon in 1887. There it met the similarly-named Oregon & California Railroad (O&C, originally known as the Oregon Central Railroad), led by Henry Villard, which had built south from Portland.

That same year the then-bankrupt O&C was acquired. During a formal last spike ceremony (driven by Charles Crocker) on December 17th the Southern Pacific established a new corridor to Portland, better known as the Siskiyou Line which formed part of its "Shasta Route."

By 1890, SP owned a network of 8,000 route miles and as it continued growing formed the classic system remembered so well today.

In 1901 it completed the fabled "Coast Line," which offered a direct route from San Francisco to Los Angeles, via San Luis Obispo and Santa Barbara.

It was along this corridor, featuring breathtaking scenes of the Pacific Ocean, that SP unveiled its wildly successful Coast Daylight streamliner on March 21, 1937.

Thanks to this train's popularity an entire fleet was launched in the succeeding years with names like the Sacramento Daylight, San Joaquin Daylight, and Shasta Daylight.

A handsome set of Southern Pacific F7's, led by #6141, lead a westbound freight consist near Pomona, California, circa 1956. Gordon Glattenberg photo. American-Rails.com collection.

Collis Huntington leadership ended with his death on August 13, 1900. He had built an impressive railroad which roughly formed a crescent moon shape extending from Portland, Oregon to New Orleans via California and the American Southwest.

In 1901, another noted mogul, Edward Harriman, acquired a 45% stake in SP; his reign lasted less than a decade when he died on September 9, 1909.

However, during his brief stint he greatly improved the property by funneling millions into rebuilding bridges, double-tracking key sections of main line, and purchasing new locomotives/equipment.

A quartet of Southern Pacific F7's, led by #6242, ease downgrade through the Sacramento River Canyon near Castella, California on January 26, 1964. Tom Gildersleeve photo. Author's collection.

Two of his most noteworthy projects included upgrading the Shasta Route and building the Lucin Cutoff. The former improved SP's Portland gateway by circumventing the steep, circuitous, and grade-riddled (as high as 3.3%) Siskiyou Line.

What was known as the Natron Cutoff, or Cascade Line, began during the Harriman era and headed east/southeast from Eugene.

It passed to the east of Crater Lake and through the Cascade Mountains but required over a decade to finish due to ongoing legal issues surrounding Harriman's ownership of both the Union Pacific and Southern Pacific (the two were separated following a Supreme Court ruling in December of 1912).

There was also the Modoc Line which opened in 1929 at a cost of $16 million; it acted as an inside gateway between southern Oregon and western Nevada.

System Map (1969)

An official, 1969 system map of the Southern Pacific Railroad. Author's collection.

Modern Network

The Natron Cutoff was finally completed in February of 1926 where it reconnected with the Siskiyou Line at Black Butte, California. The original Lucin Cutoff, a combined 16-mile causeway and 12-mile wooden trestle, pierced the center of the Great Salt Lake. It opened in 1903 at a cost of $8.4 million.

This undertaking not only reduced grades by circumventing the lake's northern shore but also reduced 44 miles from the Ogden main line.

Throughout the 1920's the "Espee" continued its expansion program; on October 31, 1924 it purchased the 1,200-mile El Paso & Southwestern Railroad from the Phelps, Dodge Corporation for $64 million and then, nearly a decade later, added the much larger, 1,500-mile St. Louis Southwestern Railway on April 19, 1932.

The EP&SW largely served the same territory as the SP with a main line running from Benson, Arizona to El Paso. However, it did contain one important segment, a north-south line linking El Paso with Tucumcari, New Mexico where it met the Chicago, Rock Island & Pacific (Rock Island).

This interchange proved very important and became part of the railroads' Golden State Route as they worked closely in handling business between Chicago and Los Angeles. The St. Louis Southwestern, better known as the "Cotton Belt," carried even greater importance with lines connecting Texas with St. Louis.

Southern Pacific FP7 #6448 is stopped at Glendale, California with train #98, the eastbound/southbound "Coast Daylight" in May of 1967. American-Rails.com collection.

The Southern Pacific is credited with launching one of the most successful and glamorous streamliners ever put into service when the previously-mentioned Coast Daylight debuted in 1937. Ironically, only two decades later the railroad became disenchanted with these trains.

First, it dropped its beautiful two-tone orange "Daylight" livery in favor of a simplified red/grey scheme and then reduced the fleet until only a few services remained by the time Amtrak began on May 1, 1971.

In the postwar years, SP increasingly turned its attention to freight; it fully dieselized in 1957 and was an early proponent of modernization.

The company was quick to utilize computers and install electronic hump yards (the first computerized hump yards opened in 1973 at West Colton, California) to increase efficiency.

It moved a wide variety of products at this time ranging from lumber, automobiles, steel and chemicals to petroleum, copper, agriculture, and trailer-on-flatcar (TOFC) service (after 1953).

The latter transitioned into container-on-flatcar (COFC), or intermodal, which became a major source of traffic after the 1980's.

To meet this demand, SP purchased its first double-stack containers in 1981. Of particular note was its once highly lucrative perishable business serving California's lush San Joaquin Valley.

In 1886 the railroad developed the first refrigerator car, or reefer, and later worked with Union Pacific to inaugurate Pacific Fruit Express (PFE).

As Mike Schafer notes in his book "Classic American Railroads," by 1962 the two owned some 22,000 reefers operating as part of dedicated time freights.

Southern Pacific GP9 #5602 awaits departure from San Francisco's 3rd & Townsend Depot with commuter train #114 in September, 1956. American-Rails.com collection.

For all of the railroad’s historic wealth and prosperity (it even weathered the Great Depression without experiencing bankruptcy) traffic pattern shifts, coupled with poor management, proved costly. Donald J. Russell, who took the helm on January 1, 1952, was the company's last great leader.

He expected a well-run and well-maintained railroad on the cutting edge of innovation. However, as Don Hofsommer points out in his article, "Not Only A Railroad, But An Empire: How SP Went From Mighty Octopus To Tarnished Suitor," from the March, 1998 issue of Trains Magazine, following his departure SP's fortunes took a turn for the worse.

On May 17, 1972, Benjamin F. Biaggini succeeded Russell. He was brought in for a singular purpose, diversification. With much of the industry struggling after the 1950's many turned to holding companies as a means of expanding their portfolios to escape the transportation sector's cyclical nature.

While financial difficulties were not being experienced at the time its board nevertheless felt the plan was important for long term growth.

Southern Pacific Communications Company

In 1969 a new Southern Pacific Company was born as a holding company for the railroad (Southern Pacific Transportation Company), the new Southern Pacific Communications Company (SPCC), and the SP's lesser subsidiaries.

The SPCC was created for public use, most notably as a telephone provider, but its history can be traced back much, much further. It was originally born from a great need by the railroad to provide its own efficient and reliable means of communication within its vast, 15,000-mile network.

According to Mr. Yenne's book, by 1953 Southern Pacific had developed the largest private communications system in the world. What began as a general telegraph/telephone line system eventually developed into an intricate, reliable, and highly technological network (which included microwave) that covered 500,000 channel miles with a 99.96% daily reliability rate.

The system could be used for direct communication as well as facsimile transmission, telemetering, dispatching, CTC, VHF radio, and car identification.

In 1973, the railroad began marketing the Southern Pacific Communications Company to the general public. As it grew and became profitable it was sold to General Telephone & Electronics (GTE) in 1982 for $740 million. Today, this

Southern Pacific F7A #6129 leads an eastbound freight near Bakersfield, California during the 1950s. American-Rails.com collection.

In doing so, the railroad was neglected, a common theme from the holding company era. As service rapidly declined and the country shifted from a manufacturing base to services, business evaporated.

Its once profitable automotive traffic and San Francisco industrial base disappeared as plants either closed or moved overseas.

SP's perishable losses were a direct result of poor service, both of its own making and the disaster unfolding back east where Penn Central's collapse was being felt nationwide. Farmers could ill-afford to lose their cash crops and, as a result, quickly abandoned trains for trucks.

The SP's once sprawling network of branch lines and spurs throughout the valley, seemingly reaching every farm and field, had largely been abandoned by the 1980's.

In barely a decade one of the industry's stars, carrying a network of 15,039 route miles (including the Cotton Belt), was desperately trying to avoid bankruptcy.

Southern Pacific SD70M #9801, just two months old, was photographed here by Keith Ardinger in Portland, Oregon on June 30, 1994. American-Rails.com collection.

To do so, Southern Pacific sought merger with a stronger carrier. It found one in the powerful and world-renowned Santa Fe.

Steve Glischinski notes in his book, "Santa Fe Railway," the Atchison, Topeka & Santa Fe and SP announced on May 15, 1980 they would become one to form the Southern Pacific & Santa Fe Railway.

Within months these talks ended but were renewed just three years later on September 27, 1983. In these latest discussions a merger was approved, which created the Santa Fe Southern Pacific Corporation.

Passenger Trains

Argonaut: (Los Angeles - New Orleans)

Cascade: (Oakland - Portland)

City of San Francisco: Union Pacific's streamliner forwarded by the SP to Oakland, California.

The Daylight Fleet: (San Francisco - Los Angeles)

Del Monte: (San Francisco - Monterey)

Golden State: (Los Angeles - Chicago via Tucumcari in conjunction with the Rock Island)

Imperial: Operated between Los Angeles and Chicago in conjunction with the Rock Island.

Lark: (Oakland/San Francisco - Los Angeles via San Luis Obispo)

Owl: (San Francisco - Los Angeles)

Sacramento Daylight: (Sacramento - Los Angeles)

San Francisco Overland: Until 1955 operated in conjunction with UP and C&NW between Los Angeles and Chicago. Afterward operated only west to St. Louis via the Wabash Railroad.

San Joaquin Daylight: (Oakland - Los Angeles via Bakersfield)

Shasta Daylight: (Oakland - Portland)

Starlight: (San Francisco - Los Angeles)

Sunbeam/Hustler: (Houston - Dallas)

Sunset Limited: (Originally San Francisco - New Olreans, later Los Angeles - New Orleans)

Southern Pacific GP40P-2 #3197, wearing its Bicentennial livery, is seen here in service on Altamont Pass, California, circa 1978. Gary Perrazo photo. American-Rails.com collection.

While the two railroads remained separate their holding companies (Santa Fe Industries and Southern Pacific Company) were joined on December 23, 1983.

In a stunning defeat, the Interstate Commerce Commission announced on July 24, 1986 that it had denied the marriage on monopolistic grounds.

The stillborn railroad had even adopted a new livery of red and yellow (dubbed the "Kodachrome" scheme), which had been applied to some locomotives and equipment. Railfans facetiously dubbed it "Shouldn't Paint So Fast."

Diesel Roster

American Locomotive Company

Model Type	Road Number	Date Built	Quantity
S1	10 (T&NO), 1017-1020	1941	5
S2	30-71 (T&NO), 89-94 (T&NO), 1300-1309, 1330-1370, 1386-1392, 1426-1441	1941-1950	122
S4	95-104 (T&NO), 1464-1485, 1514-1528, 1551-1567	1951-1955	64
PA-1	200A-205A (T&NO), 200B-205B (T&NO), 6005A-6010A, 6005C-6010C	1948-1949	24
HH-660	1001-1003	1939	3
S3	1023-1032	1951	10
S6	1033-1090, 4634-4645	1955-1956	70
C415	2400-2409	1966	10
RSD15	4816-4818	1959	3
C628	4845-4869	1965	25
RSD5	5294-5307, 5336-5339, 5445-5448, 5494-5507	1953-1956	36
RS11	5723-5729, 5845-5871	1956-1959	34
PB-2	5918-5924	1950-1953	7
PB-1	6005B-6010B	1948-1949	6
PA-2	6019-6045, 6900-6905	1950-1953	33
RSD12	7000-7020	1961	21
RS32	7300-7309	1962	10
C630	7800-7814	1966	15
C643	9018-9020	1964	3

Baldwin Locomotive Works

Model Type	Road Number	Date Built	Quantity
S12	105-107 (T&NO), 1442-1463, 1492-1513, 1539-1550	1951-1953	59
AS416	177-184 (T&NO), 5228-5278	1950-1952	59
DRS-6-6-1500 (A)	187-190 (T&NO), 5203-5226	1949-1950	28
VO-660	1021-1022	1941	2
VO-1000	1320-1329, 1371-1385	1941-1944	25
DS-4-4-1000	1393-1402	1948	10
DRS-6-6-1500 (B)	5227	1950	1
DRS-6-4-1500	5200-5202	1948	3

Electro-Motive Corporation/Electro-Motive Division

Model Type	Road Number	Date Built	Quantity
E2A	SF1	1937	1
E2B	SF2-SF3	1937	2
E6A	SF4	1941	1
E6B	SF5-SF6	1941	2
SW1	11 (T&NO), 1000, 1004-1016	1939-1941	15
SW8	12-16 (T&NO), 4604-4623	1953-1954	25
NW2	72-88 (T&NO), 1310-1319, 1403-1425	1941-1949	40
SW9	108-112 (T&NO)	1953	5
SW1200	113-118 (T&NO), 123-128 (T&NO), 1597-1606	1954-1965	22
GP9	240-249 (T&NO), 280-283 (T&NO), 400-410 (T&NO), 411-458 (T&NO), 5600-5719, 5730-5844, 5872-5891	1954-1959	318
F7A	338-381 (T&NO), 6140A-6169A, 6140D-6169D, 6240-6423, 6440-6445	1949-1953	288
F7B	538-553, 6140B-6169B, 6140C-6169C, 8140-8303	1949-1953	240
E7A	907A, 6000A-6004A	1946-1947	6
E7B	908B-909B, 6000B-6004B, 6000C-6004C	1946-1947	12
SW1500	2450-2480, 2493-2510, 2523-2578, 2591-2689	1967-1969	204
MP15DC	2690-2701	1974-1975	12
MP15AC	2702-2731, 2736-2759	1975	54
SD38-2	2971-2976	1973	6
GP40P-2	3197-3199	1974	3
SDP45	3200-3209	1967	10
TR6	4600-4700 (Cow-Calf), 4601-4603 (Cow), 4701-4703 (Calf)	1950-1951	8
SW900	4624-4633	1954	10
GP38-2	4800-4844 (Second)	1980	45
SD35	4816-4844 (First)	1963-1965	29
SD7	5279-5293, 5308-5335 (First)	1952-1953	43
SD39	5300-5325 (Second)	1968	26
SD9	5340-5444, 5449-5493	1954-1956	150
E8A	6018	1950	1
E9A	6046-6054	1954	9
F3A	6100A-6139A, 6100D-6139D	1947-1949	280
F3B	6100B-6139B, 6100C-6139C	1947-1949	280
FP7	6446-6461	1953	16
GP20	7200-7237 (First)	1960-1962	38
GP40X	7200-7201, 7230-7231 (Second)	1978	4
GP30	7400-7407	1963	8
GP35	7408-7484, 7700-7782	1963-1965	160
GP40-2	7608-7627, 7640-7677	1978-1984	58
SD40T-2	8230-8391, 8489-8573	1974-1979	247
DD35	8400-8402 (First)	1964	3
SD40	8400-8488 (Second)	1966	89
SD45	8800-8963, 8982-9051, 9069-9151	1966-1970	348
SD45T-2	9166-9313, 9344-9370	1972-1975	175
SD45X	9500-9505	1970-1971	6
GP60	9600-9619, 9715-9794	1988-1994	100
SD70M	9800-9824	1994	25

Fairbanks Morse

Model Type	Road Number	Date Built	Quantity
H12-44	1486-1491, 1529-1596	1952-1957	74
H24-66 (Train Master)	4802-4815	1953-1954	14

General Electric

Model Type	Road Number	Date Built	Quantity
50-Tonner (Narrow-Gauge)	1	1954	1
AC4400CW	100-378	1995	279
70-Tonner	5100-5120 (First)	1949-1955	21
B23-7	5100-5114 (Second)	1980	15
U28B	7025-7028	1966	4
U28C	7150-7159	1966	10
U25B	7500-7567	1962-1966	68
B36-7	7754-7769	1984	16
B30-7	7800-7883	1978-1979	84
U30C	7900-7936	1968-1969	37
B39-8	8000-8039	1987	40
C44-9W	8100-8200	1994	101
U50	8500-8502	1964	3
U33C	8585-8796	1969-1975	212

Steam Roster

Given its size it's no surprise the "Friendly Service Route" maintained a large and eclectic fleet of steam locomotives. During the 20th century its notable examples via acquisition came from the San Antonio & Aransas Pass Railway and El Paso & Southwestern Railroad.

The SP also acquired a handful of narrow-gauge systems, most notably the Carson & Colorado and Nevada-California-Oregon Railway. Interestingly, as freight feeders components of these 3-foot lines survived as branches well into the late 20th century.

For most railfans the SP is remembered for its unique "Cab Forward" large articulateds utilized in the tunnels and snowsheds of Donner Pass - as well as along the Modoc Line.

In addition was its large fleet of 4-8-4s; while the streamlined examples for the Daylights are most famous, the railroad's fleet of 81 (including the 11 used on the Cotton Belt) were fine machines which powered numerous passenger trains and fast freights.

Steam on the Espee ended between 1956-1959: according to George Drury's book, "Guide To North American Steam Locomotives: Revised Edition," the last steam-powered freight train occurred on November 30, 1956 while the final such passenger run took place on January 22, 1957.

Finally, the very last steam engine to ever operate in regular service on the railroad was narrow-gauge 4-6-0 #9 - a former Nevada-California-Oregon engine - which ran between Laws and Keeler, California on October 19, 1958.

Southern Pacific 4-8-8-2 "Cab Forward" #4294 (AC-12) at Colton, California; July, 1951. Today, this locomotive is preserved at the California State Railroad Museum. American-Rails.com collection.

Switchers

Wheel Arrangement	Class	Road Number(s)	Quantity	Builder(s)	Completion Date	Retirement Date	Notes
0-6-0	S-19	26-29	4	Schenectady	1901, 1903	1936-1937	ex-San Antonio & Aransas Pass (SA&AP), ex-EP&SW
0-6-0	S-3	45-52	8	Schenectady (Alco)	1899-1900	1930-1947	-
0-6-0	S-5	53-77	25	Baldwin	1902-1903	1939-1941	-
0-6-0	S-7	78-81	4	Schenectady (Alco)	1904	1947-1950	-
0-6-0	S-8	82-102	21	Baldwin	1906-1911	1941-1949	-
0-6-0	S-9	103-110	8	Baldwin	1912	1947-1950	-
0-6-0	S-8	111-116	6	Baldwin	1906-1907	1946-1949	ex-Houston & Texas Central (H&TC)
0-6-0	S-9	117-128	12	Baldwin	1913	1947-1954	-
0-6-0	S-10	129-136	8	Baldwin	1917-1918	1950-1953	-
0-6-0	S-13	137-146	10	Baldwin	1920-1921	1952-1956	-
0-6-0	S-14	147-166	20	Lima, T&NO	1924-1926	1952-1957	-
0-8-0	SE-3	175-186	12	T&NO	1930-1936	1952-1957	-
0-6-0	S-16	1002	1	Baldwin	1903	1935	ex-El Paso & Southwestern
0-6-0	S-16	1003-1014	12	Schenectady (Alco)	1907	1932-1936	ex-El Paso & Southwestern
0-6-0	S-57	1077-1101	25	Baldwin	1901-1902	1932-1940	-
0-6-0	S-22	1100	1	Brooks	1922	1951	ex-South San Francisco Beltline
0-6-0	S-57	1102-1106	5	Baldwin	1903	1934-1938	Equipped with Vanderbilt boilers.
0-6-0	S-57	1107-1111	5	Baldwin	1903	1932-1945	-
0-6-0	S-57	1112-1121	12	Schenectady (Alco)	1904	1935-1952	-
0-6-0	S-51	1122-1194	73	Baldwin, Brooks (Alco)	1906-1911	1939-1951	-
0-6-0	S-51	1195-1209	15	Baldwin	1912	1946-1951	-
0-6-0	S-10	1210-1221	12	Baldwin	1913	1954-1958	-
0-6-0	S-11	1222-1231	10	Lima	1914	1953-1958	-
0-6-0	S-10	1232-1246	15	Baldwin	1918	1953-1957	-
0-6-0	S-12	1247-1284	38	SP	1919-1923	1949-1958	-
0-6-0	S-14	1285-1294	10	Lima	1924	1953-1958	-
0-6-0	S-8	1295-1297	3	Brooks (Alco), Baldwin	1908-1909	1940-1950	ex-Arizona Eastern Railroad
0-6-0	S-10	1298-1299	2	Baldwin	1917, 1918	1957, 1958	ex-Arizona Eastern Railroad
0-8-0	SE-2	1301-1306	6	Baldwin	1901, 1903	1935-1950	ex-EP&SW
0-8-0	SE-4	1307-1314	8	SP	1930-1937	1956-1958
0-8-0	SE-2	4500	1	Baldwin	1901	1950	ex-EP&SW
0-8-0	SE-4	4501-4508	8	SP	1930-1937	1956-1958	-
0-8-0	SE-3	4509-4512	4	T&NO	1930, 1936	1956-1958	-

Southern Pacific 2-6-0 #1760 (Class M-6b) was photographed here by Herb Cearley in its final days of service at Fresno, California during the 1950's. The SP owned hundreds of Moguls dating back to the 19th century with many added to the roster from predecessor railroads. This particular class (M-6b) was all retired by 1958. Author's collection.

Freight Locomotives

Wheel Arrangement	Class	Road Number(s)	Quantity	Builder(s)	Completion Date	Retirement Date	Notes
4-6-0 (narrow-gauge)	No Class	6, 7	2	Baldwin	1903	1934, 1935	ex-Nevada-California-Oregon Railway
4-6-0 (narrow-gauge)	No Class	8, 9, 18	3	Baldwin	1907-1911	1954, 1960, 1955	ex-Nevada-California-Oregon Railway
2-6-0	M-4	410-459	50	Schenectady (Alco), Cooke (Alco)	1899-1901	1934-1955	-
2-6-0	M-7	460-469	10	Baldwin	1902	1928-1929	A Vauclain compound equipped with a Vanderbilt boiler.
2-6-0	M-20	481	1	Baldwin	1908	1953	ex-Dayton & Goose Creek Railway
2-6-0	M-6	482-485	4	Baldwin	1903	1947-1953	-
2-6-0	M-17	495	1	Baldwin	1905	1946	ex-SA&AP
2-6-0	M-18	496	1	Lima	1911	1932	ex-SA&AP
2-6-0	M-19	497-499	3	Baldwin	1911	1932, 1946	-
2-6-0	M-21	520-529	10	T&NO	1928-1930	1950-1954	ex-H&TC
2-6-0	M-11	500-514	15	Baldwin	1912	1952-1957	-
2-6-0	M-6	515-517	3	Baldwin	1903	1947-1953	-
2-6-0	M-9	550-556	7	Brooks (Alco)	1908	1948-1955	ex-H&TC
2-6-0	M-10	560-565	6	Baldwin	1909	1947-1953	ex-H&TC
2-8-2	Mk-5	738-794	57	T&NO, Baldwin, Brooks (Alco)	1913-1921	1953-1957	-
2-8-0	C-8	800-807	8	Baldwin	1904	1950-1955	-
2-8-0	C-9	808-857	50	Baldwin, Brooks (Alco)	1905-1908	1946-1958	-
2-8-0	C-20	867-869	3	Cooke (Alco)	1921	1953-1955	ex-SA&AP
2-8-0	C-21	870	1	Lima	1909	1953-1955	ex-SA&AP
2-8-0	C-22	871-876	6	Pittsburgh (Alco)	1900	1936-1947	ex-SA&AP
2-8-0	C-23	877-884	8	Baldwin	1913	1939-1957	ex-SA&AP
2-8-0	C-24	885-894	10	Lima	1913	1935-1955	ex-SA&AP
2-8-0	C-25	895, 896	2	Schenectady (Alco)	1913	1957, 1956	ex-Texas Midland Railroad
2-10-0	D-1	897-899	3	Baldwin	1903	1934, 1937	ex-SA&AP
2-6-6-2	MM-1	900-911	12	Baldwin	1910	1929-1930	Formerly 950-961.
2-10-2	F-1, F-4, F-5	900-999 (not sequential)	83	Baldwin, Brooks (Alco)	1917-1924	1953-1957	Transferred from the Pacific Lines.
2-6-0	M-4	1615-1719	103	Schenectady (Alco), Cooke (Alco)	1899-1901	1932-1957	-
2-6-0	M-7	1720-1724	5	Baldwin	1901	1934-1954	A Vauclain compound design equipped with a Vanderbilt boiler.
2-6-0	M-6	1725-1769	45	Baldwin	1901	1934-1958	A Vauclain compound design.
2-6-0	M-7	1770-1779	10	Baldwin	1902	1954-1958	A Vauclain compound design equipped with a Vanderbilt boiler.
2-6-0	M-6	1780-1802	23	Baldwin	1902-1903	1939-1958	A Vauclain compound design.
2-6-0	M-6	1803	1	Baldwin	1902	1953	ex-Cananea, Río Yaqui y Pacífico
2-6-0	M-9	1804-1818	15	Brooks (Alco)	1908	1934-1958	-
2-6-0	M-9	1819-1822	4	Baldwin	1909	1950-1953	-
2-6-0	M-6	1823-1825	3	SP	1917, 1918	1946-1957	-
2-6-0	M-9	1826, 1827	2	SP	1918	1952, 1953	-
2-6-0	M-9	1828-1830	3	Brooks (Alco)	1908	1950-1954	ex-Arizona Eastern Railroad
2-6-0	M-11	1831-1836	6	Baldwin	1909	1949-1956	ex-Arizona Eastern Railroad
2-6-2	Pr-1	1900-1903	4	Baldwin	1902	1932-1935	ex-EP&SW
2-6-2	Pr-2	1904-1905	2	Baldwin	1904	1935, 1932	-
2-8-0	C-32	2500	1	Baldwin	1906	1948	ex-Nacozari Railroad
2-8-0	C-13	2501	1	Lima	1905	1925	ex-Salem, Falls City & Western (SCF&W)
2-8-0	C-11	2502	1	Schenectady (Alco)	1904	1934	ex-Butte County Railroad
2-8-0	C-12	2503	1	Baldwin	1902	1936	ex-Butte County Railroad
2-8-0	C-15	2505-2508	4	Baldwin	1900	1939-1950	ex-EP&SW
2-8-0	C-15	2509	1	Baldwin	1901	1923	ex-EP&SW
2-8-0	C-17	2510-2511	2	Baldwin	1902, 1905	1949	ex-EP&SW
2-8-0	C-9	2513-2599	87	Baldwin	1906-1907	1949-1958	-
2-8-0	C-3	2606-2611	6	Schenectady (Alco)	1900	1935-1951	A cross-compound design.
2-8-0	C-4	2612-2623	12	Schenectady (Alco)	1901	1935-1957	A cross-compound design.
2-8-0	C-5	2624-2677	54	Baldwin	1901-1903	1934-1953	A Vauclain compound design.
2-8-0	C-5	2678-2693	16	Baldwin	1903-1904	1935-1952	-
2-8-0	C-8	2694-2751	58	Baldwin	1904	1952-1958	-
2-8-0	C-9	2752-2830	79	Baldwin	1905-1908	1951-1958	-
2-8-0	C-10	2831-2838	8	Baldwin	1911	1952-1958	-
2-8-0	C-10	2839-2857	19	SP	1917-1919	1949-1958	-
2-8-0	C-9	2858-2860	3	Brooks (Alco)	1908	1953-1954	ex-Arizona Eastern Railroad
2-8-0	C-11	2861-2864	4	Baldwin	1920-1921	1958	ex-SSW
2-8-0	C-12	2865-2868	4	Baldwin	1923	1958	ex-SSW
2-8-2	Mk-2	3200-3215	16	Baldwin	1911	1934-1956	-
2-8-2	Mk-4	3216-3240	25	Baldwin	1913	1934-1956	-
2-8-2	Mk-5	3236-3249	14	Baldwin	1913	1951-1956	-
2-8-2	Mk-5	3270-3277	8	Baldwin, Lima	1913-1917	1952-1956	-
2-8-2	Mk-6	3250-3269	20	Lima	1914	1951-1957	-
2-8-2	Mk-10	3295-3296	2	Brooks (Alco)	1923	1953	ex-Minarets & Western Railway
2-8-2	Mk-11	3297-3298	2	Brooks (Alco)	1914	1953, 1954	ex-Chicago & Illinois Midland
2-8-2	Mk-7	3300-3309	10	Schenectady (Alco)	1913, 1916	1950-1954	ex-EP&SW
2-8-2	Mk-8	3310-3314	5	Schenectady (Alco)	1918	1951-1954	ex-EP&SW
2-8-2	Mk-9	3315-3324	10	Schenectady (Alco)	1920	1950-1955	ex-EP&SW
2-8-0	C-18	3400-3409	10	Baldwin	1902, 1903	1932-1959	ex-EP&SW
2-8-0	C-19	3410-3426	17	Baldwin	1904	1934-1959	ex-EP&SW
2-8-0	C-20	3440-3444	5	Baldwin	1906	1951 (sold)	ex-EP&SW
2-8-0	C-21	3445-3449	5	Baldwin	1906-1907	1951 (sold)	ex-EP&SW
2-8-0	C-22	3452-3469	18	Schenectady (Alco)	1907	1951 (sold)	ex-EP&SW
2-8-0	C-23	3450-3451	2	Schenectady (Alco)	1907	1951 (sold)	ex-EP&SW
2-8-4	B-1	3500-3509	10	Lima	1928	1950-1951	ex-Boston & Maine
2-10-2	F-2	3600	1	Brooks (Alco)	1918	Transferred to the T&NO in 1946.	-
2-10-2	F-1	3601-3652	52	Brooks (Alco), Baldwin	1917, 1919	1952-1958	-
2-10-2	F-3	3653-3667	15	Baldwin	1921	1952-1958	-
2-10-2	F-4	3668-3717	50	Baldwin	1922	1951-1958	-
2-10-2	F-5	3718-3768	51	Baldwin	1923-1924	1949-1956	Most examples later transferred to the T&NO.
2-10-2	F-6	3769	1	Baldwin	1924	1955	-
4-10-2	SP-1	5000-5015	16	Schenectady (Alco)	1925	1951-1954	-
4-10-2	SP-2	5016-5038	23	Schenectady (Alco)	1926	1953-1955	-
4-10-2	SP-3	5039-5048	10	Schenectady (Alco)	1927	1953-1954	-

One of Southern Pacific's workhorse 2-8-0s, #2514 (C-9), is seen here in Los Angeles during the 1950s. Mac Owen collection.

Passenger Locomotives

Wheel Arrangement	Class	Road Number(s)	Quantity	Builder(s)	Completion Date	Retirement Date	Notes
4-4-0	E-23	261-265	5	Cooke (Alco)	1900	1941-1951	-
4-4-0	E-39	205-209	5	Baldwin	1924	1946	ex-SA&AP
4-4-0	E-40	220-223	4	Baldwin	1922	1947, 1954	ex-SA&AP
4-4-0	E-41	224	1	Baldwin	1921	1946	ex-Dayton & Goose Creek
4-4-2	A-2	285-288	4	Baldwin	1903	1921	A Vauclain compound design.
4-4-2	A-3	289-292	4	Schenectady (Alco), Baldwin	1904	1932	-
4-6-0	T-28	700-711	12	Brooks (Alco), Baldwin	1908, 1911	1954-1955	-
4-6-0	T-38	369-374	6	Baldwin	1907-1908	1930-1937	ex-SA&AP
4-6-2	P-5	600-609	10	Baldwin	1912	1952-1957	Formerly 900-909.
4-6-2	P-6	610-621	12	Brooks (Alco)	1913	1952-1954	Formerly 920-931.
4-6-2	P-9	622-630	1	Baldwin	1923	1953-1955	-
4-6-2	P-13	631-633	3	Baldwin	1928	1954-1955	-
4-6-2	P-14	650-652	3	Brooks (Alco)	1913	1954-1955	Formerly 2455-2457
4-8-4	GS-1	700-703	4	Baldwin	1930	1954-1956	-
4-4-0	E-23	1445-1458	14	Cooke (Alco)	1900	1932-1945	-
4-4-0	E-27	1526-1540	15	Baldwin	1911	1934	-
4-6-0	T-35	2101	1	Schenectady (Alco)	1900	1926	ex-EP&SW
4-6-0	T-36	2102-2104	3	Manchester Locomotive Works (Alco)	1902	1934-1947	ex-EP&SW
4-6-0	T-37	2105, 2106	2	Rhode Island (Alco)	1903	1952, 1951	ex-EP&SW
4-6-0	T-25	2274-2281	8	Cooke (Alco)	1901	1926-1934	-
4-6-0	T-26	2283-2300	18	Baldwin	1901	1934-1951	A Vauclain compound design.
4-6-0	T-27	2282	1	Baldwin	1900	1928	A Camelback design.
4-6-0	T-23	2301-2310	10	Baldwin	1903	1949-1954	-
4-6-0	T-28	2311-2352	42	Baldwin	1907-1911	1949-1957	-
4-6-0	T-31	2353-2362	10	Baldwin	1912	1953-1957	-
4-6-0	T-32	2363-2370	8	Brooks	1913	1953-1956	-
4-6-0	T-32	2371-2384	14	SP	1917-1920	1952-1957	-
4-6-0	T-57	2385	1	Baldwin	1906	-	ex-Bullfrog Goldfield Railroad
4-6-0	T-58	2386	1	Baldwin	1907	-	ex-Las Vegas & Tonopah
4-6-2	P-1	2400-2427	28	Baldwin	1904-1907	1934-1954	Nine examples were later rebuilt as Class P-4.
4-6-2	P-3	2428-2437	10	Baldwin	1911	1947-1954	-
4-6-2	P-5	2438-2452	15	Baldwin	1912	1947-1953	-
4-6-2	P-6	2453-2458	6	Brooks (Alco)	1913	1955-1957	-
4-6-2	P-3	2459, 2460	2	SP	1917, 1918	1952, 1948	-
4-6-2	P-8	2461-2475	15	Baldwin	1921	1953-1958	-
4-6-2	P-7	2476-2477	2	Lima	1917	1958	ex-Arizona Eastern Railroad
4-6-2	P-10	2478-2491	14	Baldwin	1923-1924	1954-1958	-
4-4-2	A-1	3000-3015	16	Baldwin	1902	1922-1925	A Vauclain compound design.
4-4-2	A-6	3000-3003	4	SP	1927-1928	1948-1952	Rebuilt from Class A-3.
4-4-2	A-2	3016-3024	9	Baldwin	1903	1915-1918	A Vauclain compound design equipped with a Vanderbilt boiler.
4-4-2	A-3	3025-3071	47	Schenectady (Alco), Baldwin, Brooks (Alco)	1904-1908	1932-1952	-
4-4-2	A-5	3072-3074	3	Baldwin	1911	1935	-
4-6-2	P-11	3100-3109	10	Baldwin	1907	1939-1950	ex-EP&SW
4-6-2	P-12	3120-3129	10	Brooks (Alco)	1917	1947-1953	-
4-8-2	Mt-1	4300-4327	28	Schenectady (Alco)	1923-1924	1952-1957	-
4-8-2	Mt-2	4385-4390	6	Brooks (Alco)	1924	1951, 1953	-
4-8-2	Mt-3	4328-4345	18	SP	1925-1926	1953-1958	-
4-8-2	Mt-4	4346-4366	21	SP	1926-1929	1953-1958	-
4-8-2	Mt-5	4367-4376	10	SP	1929-1930	1953-1958	-
4-8-4	GS-1	4400-4409	10	Baldwin	1930	1954-1957	-
4-8-4	GS-2	4410-4415	6	Lima	1936	1954-1958	-
4-8-4	GS-3	4416-4424	9	Lima	1937	1954-1958	-
4-8-4	GS-4	4430-4457	28	Lima	1941-1942	1956-1958	-
4-8-4	GS-5	4458-4459	2	Lima	1942	1958, 1956	Equipped with roller bearings.
4-8-4	GS-6	4460-4469	10	Lima	1943	1954-1958	-
4-8-4	GS-7	4475-4481	7	Baldwin	1930	1955-1957	ex-SSW
4-8-4	GS-8	4485-4488	4	SSW	1937, 1942	1956, 1958	-

Only a year old, Southern Pacific 2-8-8-4 #3800 (AC-9) steams westbound with a 70-car manifest outside of Tucumcari, New Mexico on May 11, 1940. Richard Kindig photo.

Articulated Designs

Wheel Arrangement	Class	Road Number(s)	Quantity	Builder(s)	Completion Date	Retirement Date	Notes
2-8-8-4	AC-9	3800-3811	12	Lima	1939	1953-1956	A standard Yellowstone design.
4-6-6-2 ("Cab Forward")	MM-2	3900-3911	12	Baldwin	1911	1946-1948	Originally built as 2-6-6-2s.
2-6-6-2	MM-3	3930-3931	2	Schenectady (Alco)	1920	1954, 1951	ex-Verde Tunnel & Smelter Railroad Company
2-8-8-2 ("Cab Forward")	MC-1	4000-4001	2	Baldwin	1909	1948-1949	Later rebuilt as Class AC-1.
2-8-8-2 ("Cab Forward")	MC-2	4002-4016	15	Baldwin	1909	1935-1949	Later rebuilt as Class AC-1.
2-8-8-2 ("Cab Forward")	MC-4	4017-4028	12	Baldwin	1911	1935-1948	Later rebuilt as Class AC-2.
2-8-8-2 ("Cab Forward")	MC-6	4029-4048	20	Baldwin	1912-1913	1936-1949	Later rebuilt as Class AC-3.
4-8-8-2 ("Cab Forward")	AC-4	4100-4109	10	Baldwin	1929	1953-1955	-
4-8-8-2 ("Cab Forward")	AC-5	4110-4125	16	Baldwin	1929	1952-1955	-
4-8-8-2 ("Cab Forward")	AC-6	4126-4150	25	Baldwin	1930	1953-1955	-
4-8-8-2 ("Cab Forward")	AC-7	4151-4176	26	Baldwin	1937	1954-1958	-
4-8-8-2 ("Cab Forward")	AC-8	4177-4204	28	Baldwin	1939	1954-1958	-
4-8-8-2 ("Cab Forward")	AC-10	4205-4244	40	Baldwin	1942	1955-1958	-
4-8-8-2 ("Cab Forward")	AC-11	4245-4274	30	Baldwin	1942-1943	1954-1958	-
4-8-8-2 ("Cab Forward")	AC-12	4275-4294	20	Baldwin	1943-1944	1955-1958	-

Southern Pacific PA-1 #6012 (built as #6008-C) is paused at Sacramento, California with train #27, the westbound "San Francisco Overland," in 1957. Harold Elmore photo. Author's collection.

Rio Grande Industries Takeover

Despite this setback, the SP did enjoy one bright spot that decade; in 1980 it acquired the bankrupt Rock Island's Golden State Route from Tucumcari to St. Louis, via Kansas City, operated by subsidiary Cotton Belt.

A few years later Southern Pacific finally found a partner when Rio Grande Industries, parent to the Denver & Rio Grande Western (Rio Grande) purchased the railroad in 1988.

Interestingly, in a nearly unheard of decision, Rio Grande elected to use the much more prominent Southern Pacific name instead of its own. Combined, the two railroads formed a 17,340 mile system.

A mere seven years later, in 1995, Union Pacific announced it would acquire the entire Southern Pacific as a counter-move to the Burlington Northern and Santa Fe merger.

The union was approved by the new Surface Transportation Board (successor to the Interstate Commerce Commission) and a much larger Union Pacific came to be on September 11, 1996.

SP was so large that UP encountered a logistical nightmare that nearly resulted in total gridlock as yards clogged, transit times greatly increased, and operating ratios soared.

Unlike the Penn Central disaster, though, UP managed to work out the kinks. Today, Southern Pacific's legacy lives on in its main lines and Amtrak's operation of its former passenger services.

Union Pacific also paid homage to several predecessors in 2005, including SP, by painting one of its new EMD SD70ACe locomotives into a version of the railroad’s famous Daylight passenger livery; it was numbered 1996 in honor of the year the railroad joined UP's system.