• EMD SD40 series official thread (covers all variations)

  • Discussion of Electro-Motive locomotive products and technology, past and present. Official web site can be found here: http://www.emdiesels.com/.
Discussion of Electro-Motive locomotive products and technology, past and present. Official web site can be found here: http://www.emdiesels.com/.

Moderator: GOLDEN-ARM

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  by UPRR engineer
 
Did you know the new UP units are coming with the SD40 style control stand insted of the desk type? As a newly removed yard hog due to remote control, i had a big smile on my face when i sat in the chair and was able to run with just my left hand again. lol And i dont quite know what to say about you request for some time in the seat. Most of the time i have to shame guys into doing it. Thanks for the welcome. and yes im new to here.

  by emd_SD_60
 
UPRR engineer wrote:Did you know the new UP units are coming with the SD40 style control stand insted of the desk type? As a newly removed yard hog due to remote control, i had a big smile on my face when i sat in the chair and was able to run with just my left hand again. lol And i dont quite know what to say about you request for some time in the seat. Most of the time i have to shame guys into doing it. Thanks for the welcome. and yes im new to here.
Would those be the hog-nosed 5200 series SD70M's included? Cause all other SD70M's (4000-5100 series) have desktops.

  by UPRR engineer
 
Those would be the ones, yep yep. I ran a new GE the other day which also had a new control stand too but i cant remember the unit number.

  by emd_SD_60
 
Those new SD70M's have a really ugly nose! Can't they leave things just the way they were? :( Also, there is a thread in this same forum called "SD70 family-cab types" and I took some of your info there and put it for everyone to see. Imagine the stir that'll cause. UP following in CN's footsteps! :-D

  by LCJ
 
UPRR engineer wrote:And i dont quite know what to say about you request for some time in the seat. Most of the time i have to shame guys into doing it.
Yeah, well, my certification's well expired, so I wouldn't want to put you on the spot.

I don't think I care for the desktop controls, myself either. I'm not sure where the idea for that came from, anyway. I sat in the seat of a mock-up cab at GE before they went into production. It was very uncomfortable -- and I told them so. Of course, they went ahead and built them anyway.

Conrail got sucked in, too. Different isn't always better. I guess I spent too many years running trains using my left arm.

  by UPRR engineer
 
The reason for the old control stand in the new motors is because of the noise. On the older, new motors the whole desk shakes and rattles, uncomfortable, the reverse and throttle vibrate. On most motors engineers have shoved a fusee between the desk and the wall to try to quiet things down. AC's are the worst. I think i saw something in my BLE paper about drinks and dirt getting into the electric air brakes and something with the FRA and testing of the electric brakes. The reason for the nose change is to allow more head room when walking threw the door, i think anyways.

  by txbritt
 
Those new SD70M's have a really ugly nose! Can't they leave things just the way they were?
Because the locomotive manufacturers change and redesign things on an as needed basis, wholly dependant on cost and other regulations if any.

I'm sure that GM ( or whoever now ) will continue to design locomotives, and make revisions to older designs as needed without taking, " how pretty it will be" into consideration.

Facts of life in the 21st century.

-----

UPRR engineer, welcome to the forums! Its always nice to have real railroaders in to share their on the job knowledge.

TxBritt

  by trainmaster_1
 
emd_SD_60 wrote:Those new SD70M's have a really ugly nose! Can't they leave things just the way they were? :(
The new SD70M's with the new nose look sick !, makes them look more tough looking with the added grunt in there, I like it. :-D

  by AmtrakFan
 
They sure aren't dead on the BNSF.
  by emd_SD_60
 
You guys are welcome to add on any more info. :wink:

434 SD40X 29025 7/64 Built with standard radiator; Sold to GM&O 950, now IC 6071

434A-434F SD40X 29873-29876, 30499, 30500 2-4/65 Built with flared radiators; Sold to UP 3040-3045
UP 3040 was traded to EMD in August 1986. UP 3041 was sold to Wilson Railway Co., Des Moines, Iowa, 17 March 1989, reconditioned and sold to PLM 3041 in August 1989, held at Wilson until mid 1990; rebuilt to SD40-2 by Morrison Knudsen, Mountaintop, Pa., completed as PLM 3041 on 30 September 1990; sold to Morrison Knudsen in April 1993, rebuilt to SD40M-2 by Morrison Knudsen, Boise, Idaho, completed as Morrison Knudsen (MKCX) 9051 on 15 November 1993; sold to Helm Financial, to Helm Leasing (HLCX) 6399; to Transportacion Ferroviaria Mexicana (TFM) 1507; leased to BNSF during 1998, still identified as TFM 1507. UP 3042 was leased to NdeM in November 1989 to October 1992; returned to UP and stored unserviceable; moved to Cheyenne, Wyo., during mid May 1993; stored at Cheyenne until sold to Dixie Engine & Equipment, Denver, Colo, in January 1999; sold to National Railway Equipment; moved to Mount Vernon, Ill., in March 1999.
UP 3043 was leased to NdeM in November 1989 to March 1990; stored unserviceable at Fort Worth, Tex.; sold to Phoenix Railway Corp., Spokane, Wash., in February 1992; sale rescinded; sold for scrap to Pielet Brothers Scrap Iron & Metal, McCook, Ill., 27 March 1992. :(
UP 3044 was leased to NdeM in November 1989 to April 1990; stored unserviceable at Fort Worth, Tex.; sold for scrap to Southwest Railroad Car Parts, Longview, Tex., 13 July 1992. :(
UP 3045 was leased to NdeM in November 1989 to February 1991; stored unserviceable at Fort Worth, Tex.; sold to National Railway Equipment, 13 July 1992; sold to Morrison Knudsen, assigned MKCX 9406, not renumbered, retired on 11 August 1994; at Livingston Rebuild Center, Livingston, Mont., 6 September 1994.
434G & 434H SD40X 30501 & 30502 4/65 Standard radiators; Sold to UP 3046 & 3047, UP 3046 now W&LE 3046.
UP 3046 was sold to Wilson Railway Co., Des Moines, Iowa, 24 October 1988, in national lease service as WC-Oxford 3046; sold to Wheeling & Lake Erie Railway 3046 in August 1992; sold to a local bank and leased back to W&LE, rebuild completed in July 1998. UP 3047 was traded to EMD in August 1986.


EMD SD40 Demonstrators

After announcing its “40-Line” in June 1965, EMD completed nine combination test and demonstration units, using its then-new 645-cubic-inch-per-cylinder diesel engine and then-new AR10 alternator, mounted on the frame of the builder’s production SD35 locomotive. The first unit, EMD 434, was painted first in EMD demonstrator colors, then in Santa Fe-like blue and yellow. It was later sold to Gulf, Mobile & Ohio and numbered 950 on that road. EMD completed eight others and numbered them 434A to 434H, painting them in an all-black scheme, from which stemmed their “Black Bird” nickname. Known as either SD40Xs or as SDX40s, depending on the source, the units operated in test and demonstration service on several roads, including in Mexico and Canada, before EMD sold them to Union Pacific in February 1966 as UP 3040-3047. In mid-February 1966, 434C and 434D were sent to demonstrate in Canada (as CP 7001 and 7000, respectively), and then to Mexico in March. Six units (434A-B and 434E-H) were delivered to UP immediately, arriving two months before the road’s first 40 regular-production SD40s, road numbers 3000-3039. The remaining two units (434C and 434D) were delivered to UP in April 1966 after their tours of Canada and Mexico. Later research has shown that EMD's own electrical schematics has these unique units labeled as SD40X.

The carbodies of units 3040-3045 (six units) had flared radiator sections, similar to those of production SD45s, but shorter. UP 3046 and 3047 had flat radiator sections, like those of production SD35s and SD40s, and were similar in appearance to SD35s, except for having three rooftop 48-inch radiator fans instead of two 48-inch fans bracketing a single 36-inch fan.

Because of their different electrical systems, UP usually kept these eight units together. In January 1974, UP assigned them briefly to potash trains at Soda Springs, Idaho. Within a month, the road reassigned them to the taconite unit ore trains between a mine in Wyoming and the U.S. Steel Corp. steel mill at Geneva, Utah, replacing eight unit sets of SD24s and SD24Bs which had been assigned to that particular service since 1971. In late 1975, UP equipped all eight units with Pacesetter speed control and transferred them to heavy switching and hump yard service in North Platte, Neb., and Kansas City, Kansas. Although they were equipped for slow speed heavy switching after 1975, the units were still not limited to yard duties. At times individual units would be assigned to road service as required, and continued to be seen at many locations until the mid 1980s. As examples: UP 3042 was seen in Seattle in March 1977, and 3040 was at Seattle in June 1979. After that time, and until their retirement, or lease to Mexico in 1989, they were used almost solely in heavy switching at North Platte.



http://utahrails.net/all-time/all-time- ... sd40x-3040
http://utahrails.net/up/diesels/up-dies ... #sd40-demo

  by emd_SD_60
 
UPRR engineer was right, here's a photo of a new UP GEVO cab, number 5365:

Image

UP has also went to computer screens here. :wink:

  by UPRR engineer
 
Yep yep, theres a good pic. When i first got on, i didnt like the blue on the stand. I like to run the older GE's with the old cab with that kind of stand. I like watch the smoke blow out the stack, just didnt seam the same. I guess the more guys abuse them, the better she'll start smokin after a couple years. I dont like the computer screens in front of me. On the new EMD's theres more leg room. I still favor EMD.

  by TerryC
 
Thanks for the information emd_SD_60.

keep asking keep learning
  by SSW9389
 
The SD40 demos 434A-434D were built in February 1965 on Order Number 5673. The SD40 demos 434E-434H were built in April 1965 as part of the same order number. The statement that EMD completed nine demonstrator locomotives after announcing the 40 Series in June 1965 is wrong. All demonstrators were built before the announcement. The statement conflicts with the actual builders dates. There were 10 demonstrator locomotives counting GP40X #433A built in May 1965 at the time of the announcement. There is an account of a set of four SD40X locomotives running through Wellington Kansas on April 13, 1965. This was just posted on the Santa Fe List last month. Diesel data from AJ Kristopans and SD40X sighting posted by Keel Middleton.


emd_SD_60 wrote:You guys are welcome to add on any more info. :wink:

434 SD40X 29025 7/64 Built with standard radiator; Sold to GM&O 950, now IC 6071

434A-434F SD40X 29873-29876, 30499, 30500 2-4/65 Built with flared radiators; Sold to UP 3040-3045

434G & 434H SD40X 30501 & 30502 4/65 Standard radiators; Sold to UP 3046 & 3047, UP 3046 now W&LE 3046.


After announcing its “40-Line” in June 1965, EMD completed nine combination test and demonstration units, using its then-new 645-cubic-inch-per-cylinder diesel engine and then-new AR10 alternator, mounted on the frame of the builder’s production SD35 locomotive. [


http://utahrails.net/all-time/all-time- ... sd40x-3040
http://utahrails.net/up/diesels/up-dies ... #sd40-demo

  by mp15ac
 
I remember reading that UP has saved one of the 3040-3045 group, upon realizinig its significance.

Stuart
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