While lurking over at trainorders I heard someone say that BNSF is replacing the desktops in their #100-series GP60Ms with standard AAR control stands. The source says that BNSF started converting GP60Ms to standard AAR last fall, and will continue with the rest of the roster in 2010. The GP60Ms are former ATSF-locos and are 20 years old. I guess BNSF plans on keeping them for awhile. And he says that unlike the GP60Ms, the similar-vintage #500-series GE B40-8Ws won’t be modified and keep their desktops.
There are concerns that desktop controls are actually less ergonomically correct than standard AAR control stands correctly set up. And while there are forty year old EMDs still running, there aren’t many forty year old GE U boats still in service. Cracking of the cast crankcase sees to that. I would not be surprised if the Dash 8s don’t last as long as the GP60s… M636C
The change in control stands may be related in part to their demotion from through road freight duties. I did see a GP60M in pulldown duty at Barstow back in July.
Saw some pix lately of the GP60Ms in local train operation. The AAR control stand is much better in this service than the desktop. Sounds like BNSF is going to keep them for yard and local service.
There always seem to be a couple of the GP-60’s around the yard at Wellington,Ks. not to mention a couple of the grain shuttles that seem to have one on either end. They run usually 3 units (two on the head headed to Wichita and one coming back down from Wichita on the point.) Loaded up and empty back.[:-^]
Well if you think about it, the GP60Ms are the most high-tech AND high-horsepower 4-axle units around. As and added bonus, they have safety/north american/canadian/comfort (whatever) cabs and I think that the railroad and its crews like that for the extra protection. The 38 and 40 series geeps will have to be retired soon, and the 50 series aren’t so reliable so they will also be put out of service within a decade or so. The GP60s and GP60Ms have much more sophisticated electronics, and they are considered 3rd generation, rendering them the king of Geeps. Therefore, with no other up-to-date four axle units exept those wimpy gensets, I think that the GP60Ms could be here to stay for a long time.
Superchief300
Don’t be so quick to dismiss the 40 series (including 38s) … remember there are still 60 year old GP7s running the yards in Class 1 service … those 40 series were some of the best locomotives built bar none, and with technology they will probably be with us for some time to come.
Well, any switcher could be considered “wimpy” next to a high HP road unit but using big power in yard service is inefficient (though it does happen)
The wide cab 4 axle units (GP60M,DASH 8-40B) are beloved by railfans but I have read many comments from BNSF/ATSF crews that said they are rough riders, as the extra weight of the safety cab was a major load on the four axle truck’s suspension.
BNSF like the rest of the RR industry in North America has favored six axle power for road service for almost two decades so I’m not so confident that the GP60M fleet will be around as long as the GP38s have been (after all, the GP60Ms are already older than any teen railfan)…
First off, no the wide cab is a negative, not a bonus. Makes them ride like hell. Also, GP38-2’s will not be going anywhere for a long time. They are the best 4 axle switchers around.
GP38s won’t disappear from the rails anytime soon. BNSF recently acquired several former lease GP38s, and their former ATSF GP38s are getting rebuilt into GP38-2Rs. When a railroad thinks a 38-series loco gets worn out, it’ll likely get rebuilt or resold to another road. I know there’s kits available from EMD to make the 645 somewhat more compliant with newer emissions standards, thou