Talk:EMD SD40-2

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EMD BB40-2 was nominated for deletion. The discussion was closed on 5 November 2017 with a consensus to merge. Its contents were merged into EMD SD40-2. The original page is now a redirect to this page. For the contribution history and old versions of the redirected article, please see its history; for its talk page, see here.

Text and/or other creative content from this version of EMD BB40-2 was copied or moved into EMD SD40-2#BB40-2 with this edit on 01:29, 6 November 2017‎. The former page's history now serves to provide attribution for that content in the latter page, and it must not be deleted as long as the latter page exists.

Added CN Rail as they had 151 SD40-2W (wide Canadian Safety cab denoted by the "W"}. Info from http://cnlines.ca/CNcyclopedia/loco/loco_a.php 74.115.134.20 01:22, 16 September 2007 (UTC)[reply]

the photos (MRL and CSX) are fairly poorly suited to this article as they show nothing of the unique or spotting features of the unit even tho they are fine railfan wedgies. The NS unit is a better descriptive view but a pretty lousy pic. Can't we do better? Ken (talk) 20:13, 27 March 2014 (UTC)[reply]

ok, so I added a rear view of OCS RR that shows the porch a bit better.Ken (talk) 18:12, 2 July 2014 (UTC)[reply]

Changed ALCO C636 to MLW M636, as the C636 was not avalable at the time SD40-2 production started, C636 production ended in 1969. —Preceding unsigned comment added by Chesapeake (talk • contribs) 16:41, 30 December 2008 (UTC)[reply]

Complete dissoultion of production for the SD40-2 was in 1989 as EFC was the last railroad to purchase the SD40-2. Production could have possibly continued until 1992, but this remains unconfirmed. http://community-2.webtv.net/ajkristopans/EQUIPAMENTOS// — Preceding unsigned comment added by GT42CWR-MP (talk • contribs) 05:43, 2 March 2011 (UTC)[reply]

This article should use another photo other than MRL 250. MRL acquired 250 from BN after it was wrecked on Bozeman Pass on MRL startup day, 10-31-1987. It was rebuilt using the cab from CRIP 392, a GP40. Thus is has a 35 line cab instead of a Dash-2 series cab. Ref: "Montana Rail Link Locomotives and Rolling Stock 2000", Robert DelGrosso and Richard Yaremko, page 30. Steeplecab (talk) 11:19, 5 October 2010 (UTC)[reply]

Is it okay to add a paragraph, (with references and links), on the CSX EMD SD40-3? The EMD SD40-3 is a rebuilt EMD SD40-2, with a few external changes, such as two headlights, one on top of the other, in the front center. It's being seen on the railroads by railfans and there are plenty of photographs of it at railroad fan sites, such as Railroad Pictures Archives.Net. I don't want to add a new paragraph on SD40-3, only to have deleted for one reason or another. 74.76.237.85 (talk) 22:59, 13 September 2012 (UTC)Bennett Turk[reply]

I would say add it it as I don't think it warrants a separate article. Ken (talk) 19:56, 24 September 2012 (UTC)[reply]

Deleted this since it's incorrect.

"UP has been rebuilding pre-Dash 2 SD40s and related six-axle EMD locomotives into the functional equivalent of an SD40-2. Such a rebuild is expected to provide 30 years additional service at a cost which is far less than a new locomotive or an SD59MX rebuild as the 645 engine, which is retained, is in most cases exempt from certain emissions requirements."

All pre Dash 2 SD's, as-built or upgraded, are gone from the roster today and have been for years.

http://www.thedieselshop.us/UP.HTML

And no such rebuilds had been undertaken by Union Pacific for several years before such things as EMD's ECO program appeared, with the last such conversions to SD40-2 specifications by UP being done in 1999. Union Pacific has now standardized on factory built SD40-2's, many of which have been cycled through yet another life extension rebuilding program that sees them reclassified as SD40N's.

So you won't see any pre-1972 SD's on their roster today, which is very unlike the claim I deleted that makes it sound like such rebuilding is active despite widespread retirements of factory built SD40-2's from the UP roster. In fact they've standardized to such a degree on their retained fleet that you won't even find any Tunnel Motors on the roster (Even the better maintained Rio Grande units), including some SD45T-2's that Union Pacific had rebuilt in the late 1990's with brand new 16-645's engines.

You won't even find any non-dynamic brake equipped units in their SD40-2 fleet, from the huge Missouri Pacific fleet that UP inherited, since they're non-standard and have been eliminated. Only a few survivors remain from that fleet that have been deturbocharged, reclassified as SD38-2's, and which handle heavy switch chores like hump duty alongside Union Pacific's factory built SD38-2's that it inherited from merger partners or acquired on the open market. — Preceding unsigned comment added by 67.249.6.209 (talk) 18:26, 27 October 2016 (UTC)[reply]

The detail listing of original SD40-2 locomotive owners appears to be missing 162 that were made for Norfolk & Western as follows: Qty 11 No. Series 1625-1635; high short hood Qty 17 No. Series 1636-1652; low short hood Qty 134 No. Series 6073-6206 Same numbers retained in Norfolk Southern service in 1982 Per nsdash9.com as of July 2022, 120 are still on the NS roster 184.155.202.53 (talk) 03:32, 3 July 2022 (UTC)[reply]

https://www.altoonaworks.info/rebuilds/admiralcab.html Jcody21 (talk) 23:08, 14 January 2024 (UTC)[reply]

Many of the people coming to this article will be looking for spotting details to distinguish this model from others. These details are often obscure. Note that The Diesel Spotter's Guide (published by Kalmbach) has gone through several revisions and versions and sells well. It contains much the same level of detail as is seen here. .     Jim . . (Jameslwoodward) (talk to me) 21:19, 24 November 2024 (UTC)[reply]