I know that Southern Pacific and RIo Grande were the only roads who bought D40T-2s new. I heard in another forum however that the Clichfield had considered buying them but canceled the order. Can anyone verify this? DId any other roads consider purchasing them as well?
Also, anyone know how many railroads currently use 40T-2s/45T-2s? I understand they were scattered around the continent, but to what extent
The UP, CN, RJ Corman, NYSW, IR, TRRA, YVRR, NPR, CFWE, SCS, BPRR, and OHCR still use them among others.
Just shot a trio yesterday actually:
Add RailAmerica’s Kyle to that list and keep in mind that those rascals are ballasted extra-heavy. No shortline w/ bad track is going to have them around very long.
and Wheeling and Lake Erie
ANd former operators:
D&RGW, SP, DMIR, B&LE
But does anyone know how many roads considered buying them? Is the clinchfield rumor correct?
I hear that rumor from time to time, but I’ve never came across any documentation or former Clinchfield employee that can confirm that it was true.
Also bought new St.Louis-Southwestern RR. (Cotton Belt).
Yes, I forgot about them. Thanks [:)] So just those three (and maybe Clinchfield?)
ATN ( Alabama Tenn River short line) in Gadsden, AL has an ex SP SD40T-2 and 2- ex UP SD40T-2. Also some LETX (probably ex SP) SD45T-2.
Northtowne
Because rate-of-pay depended upon weight on drivers, the weights of SP’s T-2’s and the other 6-axle 40’s and 45’s stuck in my human RAM.
Between 391000 and 411000 lbs. Most of the 40’s including the T-2’ were low 390’s; a dozen 40’s were 411. Most of the 45"s include the T’s were 407 to 410. Not sure but I think I included the SDP-45s in that 410 along with SD-45Xs. Is that ballasted extra heavy?
These weights were for wage determination and required weighing the engines with full complement of stores supplies and consumeables—fuel, sand, lube oil…corpulent crew members had no effect.
What SP was fighting when the T-2’s were brought in as combatants were EMD’s running hot with alarm bells ringing hot engine lights burning and with 40’s engines de-rating to Run 6 which could cause the train to stall in a tunnel where, and dig this----
a thermocouple on a fireman’s armrest of the fourth unit of a U33C test train on the mountain in a tunnel indicated over 180 degrees; And the de-rating temp’s were 206 degrees
Advantage: better cooling from the GE’s lower air intake for the cooling system. Cool down between tunnels did it.
I saw one on the DM&E about 20 years ago. It must have been another lease unit. I don’t think it was painted their blue & yellow paint scheme.