Overmod, PHL 40 (pictured) is a PR30C. These, to my knowledge, have been much more successful.
For my purposes, the fact that the P43C is a Cat engine isn’t really as important as who was doing the work. Again, the question is how NS feels about Progress doing the rebuilds. As for the F125. The only difference I can think of that might matter. Aside from expected service, passenger vs. freight. Is that the F125 was designed by EMD, not Progress and that may make all the difference…or it may not.
PHL #40 is an ex Progress Rail Leasing PR43C.
You are correct, PHL 40 is a PR43C. My locomotive notes are outdated, and have been corrected.
This all brings up an interesting question: how are EMD-Progress internal relations?
No, he is not correct. PHL #40 is a PR30C, former PRLX #3006 and originally built as CP Rail SD40-2 #5819.
The only PR43C’s are on NS, numbered NS #4000-4011 and PRLX #4300. NS #4000 and 4001 as well as PRLX 4300 are standard cab units and were rebuilt from SD50 core units. NS #4002-4011 were rebuilt from SD60 core units and are equipped with a unique wide nose cab designed by Progress Rail. PRLX #4300 wears a modified NS paint scheme with the Progress Rail logo replacing the NS logo in the center of the longhood and a smaller NS logo under the radiator section.
Bryan Jones
Perfessor! I’m confused![:S]
Is Kalmbach still coming out with a new volume in their Diesel Spotter’s Guide series, or are they also hopelessly confused with no chance of keeping up with the plethora of model numbers?
I’ve looked around the web, and have found the unit referred to as both a PR43C and a PR30C, everyone agrees on it being ex PRLX 3006. Usually, I’d use serial numbers to solve this, but I can’t find any for Progress Rail units.
PRLX 3006 is consistantly referred to as being PR30C
Consistently you say?
http://thedieselshop.us/PHL.HTML
http://www.rrpicturearchives.net/locoPicture.aspx?id=159608
Two of only a few examples where it seems to be stuffed up…
The Diesel Shop is a treasure trove of inaccurate data. The repowered Baldwin that BNSF rostered, for instance, was only removed recently from their current BNSF roster despite being closely followed in railfan circles with her retirement and donation years before widely publicized. And the 1685, the “One Spot” that kept her assignment in Manitoba for 50 years, was donated several years ago yet is still shown as active and part of the current roster.
If they’re that bad with power that had some notoriety and got some attention when they were donated, imagine the accuracy with everyday power like SD40-2’s, all these new designations for Green Goats and all these new environmentally friendlier switchers from the past decade or so, etc.
At best, The Diesel Shop is a launching point when researching something. In no way, shape, or form should it be relied upon for anything definitive.
I had been looking at these references when I put up that picture; I think now that they are wrong.
Note as a particular example what appears in a ‘tab’ view of the Diesel Shop page on the PR43C – you guessed it, PR30C. My suspicion is that they ‘cloned’ the older PR30C page to enter the new data, and left PHL 40 there when they did…
I’ve also picked up a few errors in their specification sheets, probably copy-and-paste errors.
I love the RRPA page, “Model” and “Notes” are contradictory.
If one of the picture captions is correct, serial number is JNX00115. Will poke around some more…
PHL 40 has the large box behind the dynamic brake blister that is consistent with PR30C production, PR43Cs don’t have this. I now believe that this is a PR30C (again).
This is all well and good but will the day come when some or all of the NS PR43Cs are rebuilt into SD60Es?
1: I said PRLX 3006, NOT PHL 40. My point was that when it had PRLX reporting marks it is consistently labeled a PR30C. It is only once it was repainted that the error creeps in. So, to show my statement inaccurate, you’d need to post a link to the unit wearing PRLX reporting marks being inaccurately labeled. 2: you will note in the rrpicturearchives.net header that it is correctly labeled a PR30C and it is only on the individual pictures where it is wrong.
For someone with more practical interest in this than I have: the customer service number for PHL is (310) 834-4594. Someone with the right phone manner can call them and have somebody verify what #40 actually is.
Interesting comment. If they are failures, I think this is likely to occur. Can anyone comment on the specific issues with them?
On top of all of this I will be very curious to see what the bidding looks like when the FEC SD70M-2s are sidelined.
They were leased, not owned. So there probably won’t be any bidding on them.
My contact there told me the other day that FEC’s first GE is well into production. So just a few more weeks away from its debut.
NS will now be getting 120 ex-UP SD9043MACs as they decided to buy 20 additional locomotives. Likely the found some additional available money,
Unless they are going to be stored on a siding somewhere and forgotten then they will be leased or sold to another railroad. This will require a bidding process to exact the highest price.