Posted by Sid Vaught on June 26, 2025 
Oh, these were real winners. As I recall the aluminum wiring had a habit of catching fire. They were odd enough that someone should do a model in plastic but only it comes out in a "fantasy scheme" of red five stripe Pennsy and the enormously popular red and black Santa Fe.
Posted by Ringo Clark - on June 27, 2025 
I Liked the looks of the U50 with its B+B - B+B Trucks and Squirrel Cage Blowers at each end and the Gap between Pilot and Cab . The U50C , with its altered looks and configuration looked Odd to Me
Posted by Jim Penn on June 27, 2025 
What an amazing lashup!
Posted by on June 28, 2025 
Agreed, and rather typical for UP's Eastern District main lines then – their "elephant-style lashup" not w/standing. Their forty U-50c's were also plagued w/both persistent low oil pressure problems in their 12-cylinder twin FDL prime-movers, and dynamic braking resistors' grid "burn-outs" account back-to-back adjoining housings near units' longitudinal center. Another persistent (and equally "uncurable") problem was their C-C trucks' frame fracturing account previous 8 to 12 years of heavy-duty service under UP's "Big Blow" 8,500hp GTEL's. One U-50c was re-wired @ N Salt Lake City w/copper cables, but a bid from M-K for doing the rest was well-above UP's estimate and the plan terminated (aluminum had been used for both initial cost-reduction and weight-saving measures). As a result, they were the shortest-used high-hp regular-service locos (after the ALCo C-855 pair/855B set) on the Overland Route, all being stored-in North Platte (18) or Council Bluffs (remaining 22) by the end of 1976 w/formal retirements on 08-Mar-1977 (#'s 5000-5016, #'s 5002 & 5005 having-been previously wrecked) and 13-Feb-1978 (remaining #'s 5017-5039). All but #5005 (scrapped-by UP @ Omaha) in that first group were sold-for-scrap to Erman Corp. of Turner, KS in May & Aug., 1977 w/remaining 23 to-same by the following June. The #5010 (4th of 5 blt. In May, 1970, GE#37149) was among the first dozen lacking front doors in their "nose" – all were retrofitted w/such in Omaha during 1971. The aforementioned U-50(b) #'s 31-53 rode on twin span-bolster B-B truck assemblies from retired 4,500hp GTEL's (both "standard" single-cab #'s 51-60 from GE in 1952 and "Veranda" type #'s 61-75 of two years later – all were retired-in 1963-64), and were in-service 1963-65 through 1973-74 & 1977 (all lacked front "nose" doors account placement of twin m/u electrical cables' receptacles). Trailing GP-9 #208 had a much-longer service life, being the third of forty built in Jan., 1954 (EMD #19094) and retired-in Sept., 1976. Sold-to PNC, it was leased-to ATK (as PNC #208) the following April and acquired/rebuilt by latter as ATK #763 that Aug.(1977). After serving in Los Angeles, it was sold-to Chrome Crankshaft (San Bernardino) in Nov., 1987. The pair of CRI&P units out of Blue Island (IL) had mixed records, #217 was sixth of their "bakers dozen" U-25b's of Apr.-June, 1964 (GE #35116) and retired following demise of "The Rock" on 31-Mar-1980. GP-40 #4702 faired a bit better despite its lack of dynamic brakes and deferred maintenance. Third of the ten blt. In Mar., 1970 (EMD order #7263, b#36388), it (along w/the other 19 #4700-series GP-40's) was acquired-by UP on April Fool's Day of 1980, and stored (various to Council Bluffs, North Platte, N Salt Lake City, and Yermo). In June, 1983 it was repainted-to standard yellow and grey as UP #633, then relocated-to the T&P/MoPac's Lancaster Yard facility W-of Ft. Worth in May the following year, and re-lettered for the latter on 26-Jul-1985. Most loco data from Diesels of the UP The Classic Era by D. Strack ©1999 Vol. 1 & ©2005 Vol. 2 Withers Pub.: U-50c history on p.'s 39 (Rt. col.) & 40, U-50(b) on p.'s 56 (roster) - 58, GP-9 on p.84 (roster), GP-40 on p.'s 126 & 127 (roster) in Vol.1; GTEL info' on p.18 (upper-¼) in Motive Power Summary, U-50c data on p.137 (roster) in Vol.2. RI U-25b info' from The Diesel Shop 'Webpage for CRI&P (ref.: https://www.thedieselshop.us/CRIP.HTML).
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