|Montana Rail Link XDM SD40-2 diesel locomotive #250 at Everett, Washington, USA, January 1994.|
|Builder||GM Electro-Motive Division (EMD)
General Motors Diesel (GMD)
|Build date||January 1972 – October 1989|
|AAR wheel arr.||C-C|
|Track gauge||4 ft 8 1⁄2 in (1,435 mm)
5 ft 3 in (1,600 mm), Brazil
1,000 mm (3 ft 3 3⁄8 in), Guinea
|Driver diameter||40 in (1,016 mm)|
|Wheelbase||43 ft 6 in (13.26 m) between bolsters; 13 ft 7 in (4.14 m) between axles in each truck|
|Length||68 ft 10 in (20.98 m) over the coupler pulling faces|
|Width||10 ft 3 1⁄8 in (3.13 m) over the grabirons|
|Height||15 ft 7 1⁄8 in (4.75 m)|
|Locomotive weight||368,000 lb (167,000 kilograms)
or 184 short tons (164 long tons; 167 t)
|Fuel capacity||3,200–4,000 US gallons (12,000–15,000 l; 2,700–3,300 imp gal)|
|Prime mover||EMD 16-645-E3|
|Power output||3,000 hp (2,240 kW)|
|Locale||North America, Mexico, Brazil, Guinea|
The SD40-2 was introduced in January 1972 as part of EMD's Dash 2 series, competing against the GE U30C and the MLW M630. Although higher-horsepower locomotives were available, including EMD's own SD45-2, the reliability and versatility of the 3,000-horsepower SD40-2 made it the best-selling model in EMD's history and the standard of the industry for several decades after its introduction. The SD40-2 was an improvement over the SD40, with modular electronic control systems similar to those of the experimental DDA40X.
Peak production of the SD40-2 was in the mid-1970s. Sales of the SD40-2 began to diminish after 1981 due to the oil crisis, increased competition from GE's Dash-7 series and the introduction of the EMD SD50, which was available concurrently to late SD40-2 production. The last SD40-2 delivered to a United States railroad was built in July 1984, with production continuing for railroads in Canada until July 1985, Mexico until February 1986, and Brazil until October 1989. As of 2013, nearly all built, still remain in service.
The SD40-2 has seen service in Canada, Mexico, Brazil and Guinea. To suit export country specifications, General Motors designed the JT26CW-SS (British Rail Class 59) for Great Britain, the GT26CW-2 for Yugoslavia, Korea, Iran, Morocco, Peru and Pakistan, while the GT26CU-2 went to Zimbabwe and Brazil. Various customizations led Algeria to receive their version of a SD40-2, known as GT26HCW-2.
Appearance and spotting features 
As the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2. It was 3 ft (0.91 m) longer than the previous models, giving a length of 68 ft 10 in (20.98 m) over the coupler pulling faces. The SD38-2 and SD40-2 shared the same basic superstructure, since they used the same 16-645 engine (in Roots-blown and turbocharged form respectively); the long hood was 18 inches (46 cm) longer than the SD38 and SD40, but since the increase in frame length was even greater, the SD38-2 and SD40-2 had even larger front and rear "porches" than the earlier models. These empty areas at front and rear are spotting features to identify the Dash 2 models of both units. The SD40-2 can be distinguished from the SD38-2 by its three roof-mounted radiator fans instead of two, and a single large exhaust stack instead of two smaller stacks.
The increase in the frame length between the preceding 40 Series and the 40-2 Series six-axle locomotives was made to accommodate the new HT-C truck design, in which the traction motors all face the same direction, making the trucks longer. After a series of derailments involving Amtrak SDP40F units that were equipped with "hollow bolster" HT-C trucks, applied only to the SDP40F, Conrail ordered the SD40-2 units and several orders of SD50s with the older Flexicoil trucks, but the HT-C truck was vindicated and it ultimately went under most 40 Series, 50 Series and 60 Series six-axle locomotives, and this truck is still found under many remanufactured locomotives.
As of 2008 some SD45 units have been modified by replacing their 20 cylinder engine with the 16 cylinder removed from scrapped SD40-2 units; this was common on Union Pacific and possibly other railroads. In many cases these are identified by the owner as SD40-3, SD40M-2 or some such. Confusingly, what appears to be an SD45 is labeled as an SD40-2. Older SD40-2 units used in low-power modes such as yard switching or hump service have been de-turbocharged, resulting in the mechanical equivalent of a SD38-2. Units so modified may or may not be re-labeled.
There are several variations of the SD40-2. Such as the SD40T-2s (T for tunnel motor) bought by fallen flags: Southern Pacific, and Denver and Rio Grande Western; now operated by the Union Pacific Railroad. There is the SD40-2W (W for the 4-Window Safety Cab) bought and operated by the Canadian National railway. There were high-nosed versions of the SD40-2 bought by fallen flags: Norfolk & Western, & Southern Railway. These units are now operated by the Norfolk Southern Railway (Resulting merger of N&W and The Southern Railway). There are even some narrow gauge versions around the world called BB40-2s.
Three cabless SD40-2Bs were also rebuilt from standard SD40-2s by the Burlington Northern Railroad in the early 1980s. The units had been in collisions and it was decided that it was more economical to rebuild them without cabs. Canadian Pacific also owns a few SD40-2Bs. These were created by welding metal plates over the cab windows of many of its ex-Norfolk Southern and some of its original SD40-2s.
Additional specifications 
|Main generator:||AR10 alternator|
|Traction motors:||6 × D77/78 DC|
|Maximum speed with 62:15 gearing:||65 mph (105 km/h)|
|Continuous TE with 62:15 gearing:||83100 lb|
Photo Gallery 
Burlington Northern Santa Fe EMD SD40-2 #6371
Rede Ferroviária Federal Sociedade Anônima MACOSA SD40-2 #5231-3F. Baptized with the name 'Aparecida do Norte'.
Canadian Pacific Railway GMDD SD40-2 #5960.
Grupo Transportación Ferroviaria Mexicana EMD SD40-2 #1422.
Original Owners 
|American SD40-2 orders|
|Atchison, Topeka and Santa Fe Railway||187||5020-5192, 5200-5213||Most now in service with BNSF Railway|
|Burlington Northern Railroad||835||C&S 900-925 (later renumbered BN 6348-6373), C&S 980 (BN 6850), C&S 696 (BN 6950), 6325-6334, 6348-6373, 6376-6385, 6700-6836, 6840-6847, 6850-6851, 6900-6928, 6950, 7000-7291, 7800-7940, 8000-8181||Most now in service with BNSF Railway. 7167-7205, 7206-7235, & 8074-8089 were the only SD40-2s built by General Motors Diesel as exports to the United States, when EMD LaGrange IL plant was overloaded with orders. EMD sent the three orders to GMD London.|
|Baltimore and Ohio Railroad||20||7600-7619||Now in service with CSX Transportation|
|Chicago and North Western Railway||135||6801-6935||Most now in service with Union Pacific Railroad|
|Conrail||167||6358-6524||Equipped with flexicoil trucks. Now renumbered and in service with CSX, Norfolk Southern, or leasing firms|
|Clinchfield Railroad||5||8127-8129, 8131-8132||Family Lines Paint, to Seaboard System, now in service with CSX Transportation|
|Illinois Central Gulf Railroad||4||6030-6033||6031 was converted into 6200, 6033 was destroyed in a collision in Flora, Mississippi on February 6, 1994|
|Kennecott Utah Copper Corporation||7||101-107|
|Kansas City Southern Railway||46||637-692||#637 was the very first SD40-2 constructed in January 1972.|
|Louisville and Nashville Railroad||191||1259–1278, 3554-3612, 8000-8039, 8067-8086, 8095-8126, 8133-8162||8000s units delivered in Family Lines paint; all to Seaboard System, now in service with CSX Transportation|
|Milwaukee Road||90||21-30, 171-209, 3000-3040||Now in service among several various railroads. #124 was exported to Guinea.|
|Missouri-Kansas-Texas Railroad||37||600-636||Order based on Burlington Northern specifications for Pooling Service.|
|Missouri Pacific Railroad||306||790-838, 3139-3321, 6020-6073||790-838 & 3139-3321 lack dynamic brakes. 6020-6073 were based on Burlington Northern specifications for Pooling Services. Considered the heaviest SD40-2s ever built.|
|Norfolk and Western Railway||162||1625–1652, 6073-6207||Some are High hood units. Now in service with the Norfolk Southern Railway|
|Oneida and Western Railroad||8||9950-9957||Not an actual railroad - purchased on Louisville & Nashville specifications. Later became BC Rail 743-750, 749 is now GECX 749|
|Chicago, Rock Island and Pacific Railroad||10||4790-4799||Later became Illinois Central Gulf 6040-6049. Six are in service with Wisconsin and Southern Railroad|
|Seaboard Coast Line Railroad||36||8040-8066, 8087-8094, 8130||Delivered in Family Lines Paint, to Seaboard System, now in service with CSX Transportation|
|St. Louis-San Francisco Railway||8||950-957||Merged in Burlington Northern in 1980, numbered BN 6840-6847, same numbers in BNSF. Now in service with the BNSF Railway|
|Soo Line Railroad||57||757-789, 6600-6623||Most now in service with the Canadian Pacific Railway. #6623 is the last SD40-2 built in the United States in July 1984.|
|Southern Railway||128||3201-3328||High hood units; now in service with Norfolk Southern Railway|
|Union Pacific Railroad||686||3123-3239, 3243-3304, 3335-3399, 3410-3583, 3609-3808, 8000-8002, 8035-8099||Several have been renumbered and others retired to leasers. 3200-3410 delivered with snoot noses.|
|Canadian SD40-2 orders|
|Algoma Central Railway||6||183-188||Units becaame WC 6000-6006 after the Wisconsin Central took over the Algoma Central.|
|British Columbia Railway||17||751-767||Purchased after complications arose from safety concerns on a recent order of MLW M630Ws. #767 is the last SD40-2 built in Canada in July 1985.|
|Canadian Pacific Railway||486||5560, 5565-5879, 5900-6069|
|Canadian National Railway||123||5241-5363||These units had the Canadian Safety Cab with 4 windows and were classified as SD40-2W|
|Ontario Northland Railway||8||1730–1737|
|Quebec, North Shore and Labrador Railway||44||221-264||Four engines now serve the short-line Wellsboro & Corning Railroad in northern Pennsylvania, hauling sand cars to support Marcellus shale hydraulic fracturing in the region.|
|Export SD40-2 orders|
|Chemin de Fer Boké (Guinea)||3||107-109||The only SD40-2s exported to an African country. Meter gauge 1,000 mm/3 ft 3 3⁄8 in|
|Estrada de Ferro Carajás (Brazil)||29||401-429||Constructed by Equipamentos Villares S.A. (EVSA) and built to Irish Gauge (1,600 mm/5 ft 3 in) specifications. #429 is the very last SD40-2 constructed in October 1989.|
|Ferrocarriles Unidos del Sureste (Mexico)||4||601-604||The only SD40-2s in México without dynamic brakes.|
|Ferrocarriles Nacionales de México (Mexico)||103||8700-8798, 13001-13004||#13004 is the last SD40-2 built for México in February 1986.|
|Rede Ferroviária Federal Sociedade Anônima (Brazil)||36||3711-3747||The only SD40-2s constructed in Europe for a Brazilian customer in Irish Gauge (1,600 mm/5 ft 3 in) by Material y Construcciones S.A. (MACOSA).|
British Rail Class 59 
Another variant of the SD40-2 was created for British Rail, which features a unique body design specifically for the European railway markets.
The GMD SD40-2(W) is a Canadian-market version of the SD40-2 diesel-electric locomotive, built for the Canadian National Railway by the Diesel Division of General Motors of Canada Ltd. (formerly General Motors Diesel) of London, Ontario; 123 were constructed between May 1975 and December 1980. The major difference between the SD40-2(W) and a regular SD40-2 is the fitment of a wide-nose Canadian comfort cab, commonly denoted by adding a 'W' in the model name (although the GMD designation on the builders plates remained 'SD40-2').
The EMD SD40-2F is a locomotive operated by Canadian Pacific Railway. It's an SD40-2, with a full cowl hood. CP was the only buyer, buying 25 units, numbered 9000 - 9024. Nicknamed "Red Barn" by railfans, these are the only full cowl units on CP.
The EMD SD40-2S (also incorrectly known as the SD40-2SS or SD40SS) was an experimental test bed variant of the popular EMD SD40-2 diesel locomotive, produced by General Motors Electro-Motive Division. Nine of these locomotives were constructed, five in April and May 1978 for Burlington Northern as EMD order #776083 (BN 7049–7053), and four for Union Pacific in November 1980 as EMD order #80653. (UP 3805–3808).
These locomotives were fitted with improved engine blocks, larger turbochargers, and two-speed radiator fans which were expected to improve cooling and reliability. The four UP units, but not the five BN locomotives, were fitted with an extended long hood, about 28 inches (710 mm) longer, to take enlarged radiators. Instead of the standard seven access doors under the radiators, these units had eight.
It has been commonly believed these units were fitted with higher-capacity AR16 alternators, traction motors, possibly increased engine power, and Super Series wheel slip control; however, Don Strack's research in Union Pacific's archives has proven that the UP units at least were not so equipped.
After a year's testing, the UP locomotives were fitted with standard engines and turbochargers. It is probable that the BN locomotives were also similarly refitted. All of the BN units are still in service with successor BNSF Railway, while of the UP locomotives two remain in service with UP, renumbered to UP 3412 and 3277 from UP 3806 and 3807. Former UP 3805 is now in service with the Iowa, Chicago and Eastern Railroad as ICE 6406, and former UP 3808 now belongs to the Evansville Western Railway as EVWR 6003.
NOTE: The Dash 3 suffix is not part of any official lineup, and is a loose designation for rebuilt Dash 2 series EMDs, not just the CSX rebuilds. One example of an SD40-3 rebuild program is the one conducted by CSX. It started in 2011 and 50 units have been rebuilt so far (with the number series CSXT 4000-4049). CSXT 4040-4049 are painted in the new CSX "RAILCAR LOGO" paint scheme. CSX plans to rebuild 300 locomotives. The plan is to have the new units serve an additional 30 years and cost far less than brand new locomotives. The new cabs can withstand crashes better, have new heating and air-conditioning systems, a new control stand, including visual displays, a modern WABCO braking controller, and modernized starting systems. The engine will retain the original 3,000 horsepower (2,240 kW) rating, with rated tractive power increased to 130,000 lb (58,970 kg) from the former 86,000 lb (39,010 kg) rating. They will be used to haul coal and intermodal containers in well cars, as well as other types of freight service. Pictures of the SD40-3 can be found on the internet.
The SD40M-2 is another loose designation, being used to cover both upgrades of pre-Dash 2 units to Dash 2 or higher specs and the derating of the more powerful EMD SD45 from 3,600 horsepower to the SD40's power output of 3,000 hp, for various reasons.
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.
Conversely, several other models of EMD locomotive have sometimes been rebuilt to SD40-2 standards, including the SD40, SD45 and SD45-2. Normally this consists of electrical upgrades (-2) and replacing the 20 cylinder prime mover with a 16 cylinder version, ironically often built for GE Capital in Poland using EMD's manufacturing drawings and specifications. An outgrowth of this may be GE Transportation's second-sourcing of EMD repair parts.
The unusually troublesome SD50s have also been rebuilt into the equivalent of SD40-2s, rather than scrapping them. The 645F block and crankshaft are inherently good designs (indeed, the lessons learned with the 645F became part of the 710G); lowering the rating from 3,500 horsepower (2,600 kW) to 3,000 horsepower (2,200 kW) solved the reliability issues.
In June, 2009 the Union Pacific donated 3028 (former Chicago & North Western 6847) to the Illinois Railway Museum in Union, Illinois. The unit still wears its original factory paint from when it was built for the CNW in March, 1974. CNW 6847 was patched by the UP in February, 2003, to UP 3028, and retired in December, 2008. The locomotive has since had its UP patches removed, and CNW herald and numbers restored.
See also 
- EMD's service manual says 65 mph, but railroads often allowed 62:15 units 70 mph.
- trainweb.org. "EMD SD40-2 Order Numbers". The UNofficial EMD Home Page. Retrieved 2006-11-27.
- Strack, Don. "All-time UP Diesel Roster, Part 46". Utah Rails. Retrieved 2006-11-18.
- "EMD 776083, SD40SS, BN 7049-7053". The Unofficial EMD Homepage. Retrieved 2006-11-18.
- "EMD 806053, SD40SS, UP 3805-3808". The Unofficial EMD Homepage. Retrieved 2006-11-18.
- Strack, Don. "November 2003 UP Roster Changes". Utah Rails. Retrieved 2006-11-18.
- Strack, Don. "June 2004 UP Roster Changes". Utah Rails. Retrieved 2006-11-18.
- "IRM acquires an EMD SD40-2". Illinois Railway Museum. Retrieved June 22, 2009.
|RailPictures.Net – EMD SD40-2 photographs at RailPictures.Net.|
|Wikimedia Commons has media related to: EMD SD40-2 locomotives|
- Mundo Ferroviario Noticia sobre la SD40-2 - Spanish