Why doesn’t this idea work? Or would work well be the better question? I am aware that several roads experimented on this concept with various models of engine/chassis. With that in mind would it be ‘easy’ to take a conventional engine (GP38) and repower it say with a Cat/Cummins/Detroit/other? engine and or make it into some kind of Genset loco?
While the idea may work from a technical aspect, it will fail from an economics, as the 3rd generation locomotive platforms are, for the most part, severly worn out and need much more attention than just changing the form of the prime mover.
Yes it is being done in a small way. UP has had a batch of 4-axle GEs rebuilt as Gensets, and recently a small batch of GP50s too. The problem is that they are very expensive for the low utilization duties. Hence most of them have been subsidized by various Government agencies. Otherwise most railroads will say “Too expensive” and just stop providing the service.
So generally those locos are less expensive to operate under the guise of run it until it explodes than to redo it?
I don’t know about that, there are still 2 GP9s on the Soo Line Roster, I see no reason that the GP38-2s shouldn’t last for 50 years. I doubt the Gensets will last that long with the higher speed diesel engines. Soo Line ran the Cat repowers until it was time for their first overhaul, took one look at the bill, and sent them packing. I see the trend for less locals and switch jobs continuing.
CitiFinance had Motive Power Industries rebuild two sets of old GP38s and some GP 20 into new road switchers.
Those in the Citi Blue with road numbers in the 2000 series are 2000 hp with dynamic brakes, those in the 1500 series are 1500 hp with no dynamic brakes.
Same company, (formerly Boise Locomotive, before that MK rail) built a group of 35 MK 1500Ds for the PTRA and the HB&T…units 9601 thru 9624 belong to the PTRA, 9625 thru 9634 belong to UP, who also leases Citi Finance’s fleet of “new” GP20s and 15s.
The Citi group uses a modified EMD diesel; the MK group is powered with Caterpillar diesels.
So far, the PTRA is on year 11 with the MK1500ds and other than a few wrecks, they are still going strong…some are due for their 10 year rebuild.
The photo links shows some of the Citi units UP has on long term lease.
http://www.railpictures.net/viewphoto.php?id=16096
http://www.railroadforums.com/photos/showphoto.php/photo/6369
What is the norm is to run your older units till the maintenance cost exceeds the return…then sell the unit, or send it to someone like MPI or Boise locomotive for rebuild, and then lease the unit back, with a maintenance contract…that way, you get the power, but not the maintenance headaches.
The PTRA has our MK1500Ds on a 30 year lease, with Boise Locomotive providing the maintenance/rebuild program and shop forces.
Boise Locomotive is now part of WABCO.
Hello friend. Could I ask you to not use blue type when responding? [bow]
The reason is that I print out the pages for easier reading and it burns up blue ink like crazy to read your interesting posts. Printing just one color burns up the expensive color cartridges pretty fast.[V]
Thanks for considering it.[:)]
-Dave
I think the blue ink is actually a link and Ed can’t change the color of the linked text. You could try copying and then pasting the text to MS word or something similar and then removing the link by right clicking and following the instructions. Just a thought!
Ed thanks for that info. Since you’ve used both types (repower and not repowered yet-I think!) which is ‘better’ in your opinion? Or isn’t there much difference? I wonder if other maintenance is higher on the remotored engines or there’s parts compatibility issues.
Dan
Most of what I do is flat switching, so the MK1500Ds are perfect for that 
…it is what they were designed for.
One of UPs New GP20s.
They don’t load up as fast as a EMD, but they stop on a dime!
Have used one of the UP’s re-powered GP50s…darn thing wont stop very good, but it can kick the crap out cars when switching!
On the other hand, if I had to do road work for any length of time, from a workhorse stand point, I would take a pair of SD40-2 any day…from a crew comfort point of view, an SD70 is a really nice ride.
But, seeing as how most of the re-powered units are used for yard work and locals, I would have to say the re-powered units are winning the battle…the older EMDs are all well over the million mile mark in some instances, and keeping them running is getting to be a pain.
SOO’s Cat-repowered locomotives probably suffered from being oddballs, parts and support are going to look inordinately expensive when the costs are allocated to a small number of locomotives. They seem to be doing reasonably well on Twin Cities & Western/Red River Valley & Western.
When I hear repowering, I usually think of the various repowerings that took place in the mid-1950’s, usually with EMD engines being placed in Baldwins and Alcos. MKT was probably the champion of this practice, with few exceptions, virtually any locomotive on its roster without an EMD engine was repowered. In that period, the engine and maybe the cooling system was all that got replaced, along with some sheet metal. Existing main generators and electrical systems were retained, which created its own problems for old Baldwins.
On the other hand, most of the MPI/Wabtec locomotives basically gut the old carcass, retaining little more than the frame, trucks and sheet metal. You get a new engine, new main alternator/generator, new electrical system, etc. As Ed has pointed out, these locomotives are doing just fine in the Houston area and presumably elsewhere.
Look for more repowering of locomotives now that EPA regulations and fuel prices are making clever repowerings a viable option .