SP Locomotive Data

Trains Magazine General Discussion
1

I was looking through my “Locomotive Data August 1990” (official roster of SP, SSW, and DRGW) and thought I would post some information here.

Air conditioning
All GP38-2s, GP40Xs, GP40-2s (SP and SSW only), SD40T-2s (SP and SSW only), GP60s (SP and SSW only), B23-7s, B30-7s, B36-7s, 8-39Bs, and 8-40Bs. Some of the unrebuild SD45T-2s had it, none of the rest of the locomotives did.

Gear Ratio
Slugs, SD7s, SW1200s, SW1500s, MP15s, MP15ACs, GP9s, SD35s, SD38-2s, SDP45s, GP20s, GP35s, SD9s, GP38-2s, SD39s, GP35E/Rs, SD45T-2Rs, GP40-2s, SD40-2s (SD40Rs), SD44-2, SD45-2s (SD45Rs), SD40T-2s, SD45s, SD45T-2s, SW1000s, SW1200s, GP30s, GP40s, F9A, and F9Bs all have/had 62:15 gear ratio.

GP40Xs, GP60s, and SD50s have/had 70:17 gear ratio.

B23-7s, B30-7s, and TEBUs have/had 74:18 gear ratio.

B36-7s, 8-39Bs, and 8-40Bs have/had 83:20 gear ratio.

Locomotive Quantities
Yard Switchers
MP15_____12 SP
MP15AC___57 SP
SW1000___10 DRGW
SW1200___5 SP, 6 SSW, 10 DRGW
SW1500___184 SP, 33 SSW
SD7_______37 SP, 5 DRGW
SD35______16 SP
SD38-2____6 SP
Slug_______4 SP
Road/Local
GP9_______190 SP, 7 SSW, 13 DRGW
GP20______17 SP, 15 SSW
GP30______24 DRGW
GP35______110 SP, 15 SSW, 22 DRGW
GP38-2_____44 SP
GP40______64 DRGW
GP40X_____4 SP
GP40-2_____68 SP, 59 SSW, 36 DRGW
GP60_______20 SP 95 SSW, 3 DRGW
SD9________116 SP, 10 DRGW
SD39_______12 SP
SD40T-2_____224 SP, 10 SSW, 71 DRGW
SD40-2______84 SP
SD44-2______1 SP
SD45________18 SP, 2 SSW, 26 DRGW
SD45-2______165 SP
SD45T-2_____69 SP, 44 SSW
SD50________17 DRGW
B23-7_______15 SP
B30-7_______81 SP, 26 SSW
B36-7_______16 SP, 3 SSW
B36-7B______1 SSW
8-39B_______40 SP
8-40B_______52 SSW
TEBU_______14 SP
Passenger
F9A_________1 DRGW
F9B_________2 DRGW

Here are some int

2

WOW [:0]

That took some doing to type all that info. [:)]

I never heard of the SD44-2 [:0] Anybody know how it did? My guess is probally not too well or their would have been more of them. [;)]

Anyone have a pic of the SD44-2?

3

I have the “1987/88 Southern Pacific Motive Power Review” and “Southern Pacific in Transition” both have pictures of it. Also, http://espee.railfan.net/spsd44r.html and http://ncespee.railfan.net/SP/spsd44r.html have pictures.

4

You know . . . the “Daylight” paint looks real good on a freight loco. [:D]

<Much better than the Shouldn’t Pain So Fast[:D] [;)] [:p] .>

5

91 Channel radios

SD7: 1500, 1502, 1503, 1506-1509, 1511-1514, 1516-1521, 1534-1537, 1540, 1542

SW1500: 2451, 2452, 2454, 2456, 258-2462, 2464, 2466-2471, 2473-2475, 2477-2478, 2480, 2493, 2494, 2496-2501, 2503, 2506, 2507, 2524-2526, 2533, 2544-2550, 2555, 2563, 2564, 2566-2568, 2575, 2585, 2604, 2606, 2611-2613, 2615-2618, 2621, 2622, 2626, 2638, 2641, 2642, 2648, 2653, 2658, 2660, 2661, 2676, 2679

MP15: 2690, 2693, 2697, 2698, 2701

MP15AC: 2703, 2711, 2714, 2719, 2733, 2734, 2744, 2748,

SD35: 2964, 1965, 2967-2969, 3102, 3105, 3106, 3108

SD38-2: 2971, 2975

SDP45: 3200, 3203, 3204

GP9: 2875, 3195, 3308, 3314, 3316, 3322, 3327, 3342, 3353, 3360, 3367, 3370, 3372, 3378, 3379, 3380, 3392, 3395, 3398, 3399, 3401, 3403, 3407-3409, 3415, 3416, 3419, 3425, 3428, 3429, 3435, 3436, 3438, 3440, 3708, 3735, 3737, 3738, 3750, 3796, 3812, 3816, 3824, 3825, 3827, 3834, 3835, 3848, 3850, 3856, 3879, 3883

GP20: 4060, 4106, 4107, 4119, 4121, 4137, 4146, 4148, 4149, 4152

SD9:4307, 4313, 4314, 4322, 4327, 4330, 4332, 4339, 4340, 4347, 4348, 4353, 4355, 4356, 4358, 4363, 4367, 4374, 4377, 4382, 4383, 4384, 4389, 4391, 4392, 4399, 4403, 4407, 4410, 4412, 4416-4418, 4430-4432, 4436, 4437, 4441

GP38-2: 4800, 4801, 4807, 4809, 4811, 4812, 4815, 4817, 4822, 4824, 4825, 4826, 4828, 4831-4835, 4843, 4844

B23-7: 5100, 5102, 5104, 5107, 5108, 5110, 5113

SD39:5300, 4302, 5304, 5306, 5308, 5309, 5310, 5314-5318

GP35: 4202, 6303, 6307, 6308, 6310, 6313, 6329, 6332, 6350, 6353, 6361, 6501, 6502, 6504, 6514, 6516, 6517, 6519, 6563, 6587, 6609, 6611, 6619, 6620, 6640, 6669, 6670, 6671

SD45T-2: 6771, 6772, 6775, 6778, 6781, 6786, 6787, 6789, 6790, 6795, 6796, 6798, 6799, 6802, 6804, 6807-6878, 6880, 9195, 9207, 9213, 9226, 9245, 9257, 9259, 9260, 9262, 9262, 9286, 9298, 9303, 9308, 9323, 9325, 9328, 9337, 9338, 9346, 9349, 9351, 9358, 9359, 9365, 9373,

6

Hey Chad,
This is a year old, but you should like it.

7

Yea thanks, I remember back in those days I could tell what kind of unit a loco was by the number series 95% of the time. Not anymore. The SP modelers site is a really cool site too. I have spent hours on it before, but I was just checking it out again and came across an SP fuel tender. I didn’t know they had any. Think I’ll start a new thread on that.

8

I got the same information from the Office of Chief Mechanical Officer, Southern Pacific Headquarters, Southern Pacific Headquarters, San Francisco.

It was also one factor for my posting “The Nostalgia Factor In Railfanning”.

9

I received this list from another group I monitor and belong to, and thought there were some here who monitor UP Locomotive Fleet additions and subtractions who might appreciate this list.

. UP “Funeral Train” on the Greeley Sub
Posted by: “Kevin” kevinmorganphotography
Date: Sun Apr 18, 2010 8:10 am ((PDT))

Good morning-

Yesterday, UP ran a “Funeral Train” down the Greeley Sub from Cheyenne to
Denver. The train is so named because it consisted of nothing but units that
have been retired an are headed for storage. There were 24 units total.
Three were being used for power on the train (two SD70Ms and an SD9043MAC).
The remaining 21 units were all headed for Burnham for retirement.

I caught up to the train at the south switch of Nunn and started chasing it
south. The train was restricted to 45 MPH, so I was able to get ahead of it
on US-85. The only time that part was tricky was through the 35 MPH zones in
the rural towns like Ault and Eaton.

Of the 21 units being retired, 17 were tunnel motors. Their original numbers
(in order of the consist) was as follows:
SP 8535
SP 8545
DRGW 5411
DRGW 5401*
SP 8286
SP 8330
SP 8280
DRGW 5342*
SP 8253
SP 8238
DRGW 5351
DRGW 538
SP 8526*
SP 8332
SP 8511
SP 8562
DRGW 5344

While all the units now had UP numbers, the units above with asterisks were
only patched. The other 14 were full repaints…

There was also a GP38AC that started out as an Illinois Central unit in 1970
and a trio of SW1500s, all of which were SP (well, one was Cotton Belt).

It was cool seeing so many tunnel motors on the mainline in 2010, but also a
pretty somber chase, realizing that they were all dead and all off to
retirement. Hopefully, they will end up being sold to short lines that will
rebuild them and allow them to see a second life!

The trai

10

I realize this is years late, but to clarify on the Dash 8 nomenclature. C40-8 or B40-8 is the original designation (as I understand it) GE changed it to Dash8 and Dash 9 witht he release of the Dash 9 series. I may have that reversed, but I believe it to be correct.

11

Not quite right, but close… Dash 7s were all give the C30-7 or B23-7 type name.

With the first Dash 8s, the humpbacks, this was continued, so that you had C32-8, C39-8, etc. Those engines were soon replaced in the catalog by Dash 8s that used a new naming convetion… thus you had the Dash 8-40C and Dash 8-32B. Wide cabs added a new look (which is still used today), and a W to the name (thus Dash 8-40CW and Dash 8-41CW).

This convention was carried in the Dash 9s. AC engines were added to the mix however, and an entirely new naming convention was used for them, resulting in AC4400CW and AC6000CW.

The GEVO line introduced the convention we have today, ES44DC, ES44AC, etc.

12

Well kind of sticking with this theme how is power rated at? I have the 2000 edition Diesel Spotters Guide that lists horsepower but it doesn’t say if the hp is rated at the wheels or at the generator or what. So when it says 4400hp for an AC4400CW is it 4400 at the rail, at the generator, or at the prime mover with no accesory drive losses factored in? I also kinda wish the guide listed locomotive weights and adhesion factors, but I suppose if they did that it would be more of a technical guide than a spotters guide.

13

Rating is a conversion of the kilowatt output of the main generator (alternator). GE AC4400CWs are rated at 4390 hp out of the traction alternator, unless the railroad chooses to lower it,

14

The problem with listing locomotive weights is that different railroads order the same locomotive model with more or less ballast depending on their needs. CSX, for instance, is noted for the heavy weight of it’s AC drive fleet used in bulk service.

The website “The Diesel Shop” may have some of that info…

15

Not quite. The rating is based on something called “traction HP”. It’s the shaft HP into the main generator that will be used for traction. What comes out of the main generator is “net traction HP”.

Traction HP x generator efficiency = net traction HP.

Another way of thinking of it is the total shaft HP is the brake HP of the diesel engine. Some of the shaft HP goes to power auxiliaries such as the air compressor, cooling fans, lights, heat, control system, generator excitation, etc. What’s left is the traction HP.

16

Thanks oltmannd. I’m also into marine equipement so shaft hp is not a foreign concept to me. You also clarified my question inadvertanlty, or maybe on purpose. In my post I state about power being rated at the rail, the generator, or the prime mover and your shaft hp expresses this precisouly. My mention of power at the prime mover would be the equivelent of the diesels brake hp, before anything else like the air pump and fans are taking power away. My mention of power at the generator would be your shaft power to the alternator. In retrospect I used the wrong word, I tend to forget there is a seperate generator used for the traction motors.

What you say also goes along with the essay. After taking another look at it towards the end it starts to talk about effiecencies although it refers to it as effiecency of the locomotive and not neccesarily effiencey of the alternator, but it gives the figure of 80%. I can’t remember where I read it but I also remember reading locomotive power effiency mentioned as typically around 80% for modern AC locomotives and around 70% for older DC locomotives.

I also wasn’t thinking to clear when I mentioned weight measures being included in spotting guides. It slipped that specific railroads may use specific weights, but I was reffering more to general weights, like the copy of an RS11 operators manual I have which doesn’t list specific waits but if I remember right lists a weight range of 240,000-256,000 pounds.

None the less, thanks all for responding.