I know “-2” means that it is electrically updated, but what does “-7” mean (i.e. B23-7)
Why did NS paint SD40-2 #3329 in Maresk Paint?
How and why is BNSF keeping up their SD9’s. They have a pretty large fleet of them I think (somewhere in the area of 70). Are they the only Class 1 still using them in mainline service. I know NS has some SD9Ms to do light stuff.
UP did not order any engines in the tunnel motor configuration. However, there were 2 of them in our local yard this morning - both repainted to UP armour yellow.
Union Pacific’s predecessor roads, The Denver & Rio Grande Western and the Southern Pacific Transportation Company, both had tunnel motors. The original U.P. did not. When you see U.P. tunnel motor units painted in Armour Yellow and Harbormist Gray, figure this: the ones equipped with air conditioning units at the top of the engine cab are ex-Espee. I don’t think that Denver’s “home road” purchased any units equipped with air conditioning.
I’m pretty sure that all of the remaining tunnel motors have been downgraded from 3600 h.p. to 3000 h.p.
My understanding, is that that model number designates the decade in which GE developed the locomotive: “-7” means 7th decade (1970’s) development period.
Say Bob–was that due mainly to keep maintenance and fuel costs down? Or just no longer have the stocked parts needed to use for the 3600 h.p.s?
There seems be our country always took an back seat in mainntaining our RR fleet. Just using the same parts and equipment over and over till falls off so to speak. The question remains–why dont thhey take more of risk and do some real spending and upgrading the whole system.In otherwords dont be afraid to advance and have a good working and proud system in the usa. When they do this (if ever) maybe things be working right.------just my opinion hope means something.
The 3600-hp units were (are) SD45T-2s, which have a 20-cylinder 20-645E3 engine whose crankshaft is prone to failure at full output. The reduced power reduces these failures.
SD40T-2s are and were always 3,000HP units. They have the 40’s reliable 16-645E3 engine.
I see–yeah–does seem quite logical doesnt it? Running any motor on full power does run high risk of failure indeed but, still feel is far better in the fueling costs also when running under capacity loads. May be iffy if they use on coal loads tho as the weight is extremely rough. But then again they can always add on those diesels as needed too. Thanks for the imput.
The BNSF SD9’s are all electronically updated so they will around for a longer time. In the Twin Ports we have around 5, a few on which are former Great Northern.
In Canada, we have had loco’s painted in special colours as well. CP did up a few (5 I think?) SD 40-2’s in the Expo86 paint and Via Rail has painted a fair number of its loco’s in promotional schemes, like for Home Hardware and others.
A bigger problem than the slightly higher maintenance costs is the fact that at slower speeds, they will burn more fuel, but pull no more cars than an SD40-2. So if you could keep the SD45s on Z trains, the Blue Streak, or Santa Fe’s Super C. Then they were better. But if you used a pair as a helper over Tehachapi, where they were operating at 25 mph or less in full throttle, they were fuel guzzlers compared to little brother SD40-2 or SD40T-2s doing the same job.
As a side note my electric utility has 18 20V-645E5 engines as backup emergency power generators scattered about their service area. Last year they bought two second-hand low-time gensets from a closed Merck Pharmaceuticals plant.
Am new to the forums and already feel am learning quite bit material already. I wont be afraid to partake as feel in time will be intell like you guys been on for long while. Makes me glad to be here learning like rest us are. Thanks.
Here is some more information to add to what has been written about the tunnel motors. SP is the only railroad to purchase significant quantities of SD40T-2s and SD45T-2s. Cotton Belt (SP subsidiary) purchased both but only 10 SD40T-2s. DRGW only purchased SD40T-2s.
As far as I know, DRGW SD40T-2s never had air conditioners. I do not remember if I have seen any repainted in UP paint with A/C. Other spotting features are that there is significantly more space between the front truck and the fuel tank on DRGW SD40T-2s than on SP SD40T-2s and that DRGW SD40T-2s did not have anti-climbers while SP SD40T-2s did. DRGW only had short nose, SSW only had long nose.
It seems like the SP and SSW SD45T-2s were not delivered with A/C. Some later had A/C added. It seems like all of the ex SD45T-2s in the UP 2800 series have A/C. There are a couple of easier ways to distinguish an ex-SD45T-2 from a SD40T-2. The nose on the 45s is about the same lenght as on the short nose 40s. However, the front of their noses are about at the same place as the front of the noses on long nose SD40T-2s. This means that the cab is further forward, and the dynamic brakes. Also, the SD40T-2 has two fan doors above the radiator intakes while the former SD45T-2s have three.
Actually, UP 106 is not a U-Boat. It is in the -7 series. According to the information on the page, it is a B23-7.
