EMD SDP40

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Not to be confused with the EMD SDP40F.
EMD SDP40
KCS 3057.jpg
Specifications
Power type Diesel-electric
Builder General Motors Electro-Motive Division (EMD)
Model SDP40
Build date June 1966 – May 1970
Total produced 20
AAR wheel arr. C-C
UIC classification Co'Co'
Gauge 4 ft 8 12 in (1,435 mm)
Trucks Flexicoil C2L
Wheel diameter 40 in (1,016 mm)
Minimum curve 274 ft (84 m)
Length 65 ft 8 in (20.02 m)
over the coupler pulling faces
Width 10 ft 0 in (3.05 m)
Height 15 ft 5 14 in (4.705 m)
Locomotive weight 370,000 lb (170,000 kg)
Fuel type diesel
Fuel capacity 1,800 US gal (6,800 l; 1,500 imp gal)
Lubricant capacity 243 US gal (920 l; 202 imp gal)
Coolant capacity 295 US gal (1,120 l; 246 imp gal)
Water capacity 2,200 US gal (8,300 l; 1,800 imp gal)
Sandbox capacity 56 cu ft (1.6 m3)
Fuel consumption 167 US gal (630 l; 139 imp gal) per hour
Water consumption 45 US gal (170 l; 37 imp gal) per hour
Prime mover EMD 16-645-E3
Engine RPM range 315-900
Engine type Two-stroke diesel
Aspiration Mechanically-assisted turbocharger
Displacement 10,320 cu in (169,100 cm3)
Alternator AR-10
Traction motors D-77
Cylinders V16
Transmission Diesel-electric transmission
Top speed 83 mph (134 km/h)
Power output 3,000 hp (2,240 kW)
Train heating Steam generator
Locomotive brake Independent air; optional: dynamic brakes
Train brakes Air, schedule 26-L
Career
Locale North America

An SDP40 is a 6-axle passenger diesel-electric locomotive built by General Motors Electro-Motive Division (EMD) between June 1966 and May 1970.

Design[edit]

Like its predecessor in EMD's catalog, the SDP35, the SDP40 is a high-horsepower freight locomotive with equipment for passenger train service.

In 1966, EMD replaced all their production units with those powered by their 645 diesel. They included six-axle models SD38, SD40 and SD45, in addition to SDP40.

Both SD40 and SDP40 models were similar enough to have an operator manual that's published to cover both.

At the time most passenger locomotives needed to provide steam to the passenger cars for heating, cooking, and sometimes cooling. They needed a higher gear ratio for faster running, the graduated-release feature on the air brakes, and type F tight-lock couplers to keep equipment together in the event of a derailment. To fit a steam generator to the freight-only SD40, the designers had to move the machinery forward about 2 feet (0.61 m) on the frame, add a compartment behind the radiators for the boiler, and divide the fuel tank into fuel and water sections.

Appearance[edit]

Earlier passenger diesels, like EMD E8, ALCO PA, FM Erie-built and Baldwin Sharknose locomotives, were streamlined cab units designed for visual appeal and the appearance of speed. The SDP40 instead has the "boxy" appeal of most road-switcher locomotives of the time. This design, for passenger locomotives, was eventually overtaken by cowl units like the GE U30CG and EMD FP45, SDP40F and F40PH, which all lacked side walkways.

Visually, the locomotive is a hood unit distinguished only by the shape of its rear end behind the radiators, with its flat end having no number boards, shuttered boiler air intake on each side, extra exhaust stacks over the boiler, cantilevered walkway around the flat end, and very steep rear steps. EMD applied this same end to the passenger SDP35, SDP45, and GP40P locomotives, as well as the freight DD35, DDA40X and SD40T-2.
EMD SDP40 END PROFILE.jpg EMD SDP40 Roster Shot.jpg

Amtrak's SDP40F locomotive, although sharing several mechanical specifications, is visually a much different locomotive. It had a full-width carbody, similar to the FP45. It was also 6 feet (1.8 m) longer than the SDP40.

Original Owners[edit]

Great Northern Railway (GN) purchased the first six SDP40s in 1966, to replace older F-units on their Western Star and smaller regional trains. Options included Vapor OK-4740 steam generators, water-transfer capability between units, 59:18 gearing for a top speed of 83 mph, and Type-F couplers. These were followed in 1967 by eight more powerful SDP45 locomotives ordered for the Empire Builder. After the startup of Amtrak in 1971, Great Northern's successor Burlington Northern Railroad (BN) converted the locomotives to freight service.

One SDP40, former GN 323, was temporarily renumbered BN 1976 and painted in red, white and blue for the United States Bicentennial in 1976.

NdeM's 14 units were ordered with ten in 1968 and four in 1970. In 1998, the government of Mexico privatized the NdeM, and the locomotives were split between two successor companies. Eight went to TFM, which was later purchased by Kansas City Southern Railway and became KCSM. The remainder six went to Ferromex.


Roster[edit]


Order Built Serial Phase 1st No. 2nd No. 3rd No. 4th No. 5th No. 6th No. 7th No. Disposition
7870-
5/66
31592
Ia2
GN 320
BN 9850
BN 6394
Scrapped MK Rail July 1996
7870-2
5/66
31593
Ia2
GN 321
BN 9851
BN 6395
MRL 290
Rebuilt, Active
7870-
5/66
31594
Ia2
GN 322
BN 9852
BN 6396
Wrecked June 1984, scrapped
7870-4
5/66
31595
Ia2
GN 323
BN 9853
BN 6397
BN 1976
BN 6397
BNSF 6325
GCFX 3093
Rebuilt, Active
7870-
5/66
31596
Ia2
GN 324
BN 9854
BN 6398
BNSF 6326
GN 6326
Stored Out-of-service - Reporting mark changed from BNSF to GN to make way for new deliveries
7870-
5/66
31597
Ia2
GN 325
BN 9855
BN 6399
BNSF 6327
MNTX 6327
MNTX 325
Wrecked August 1979 and rebuilt. Retired June 2008, donated to the Minnesota Transportation Museum May 2009.
710917
5/68
33371
IIb_
NdeM 8522
FNM 8522
TFM 1314
KCSM 1314
Scrapped December 2008 by Progress Rail in Mayfield, KY
710918
5/68
33372
IIb_
NdeM 8523
FNM 8523
TFM 1315
KCSM 1315
710919
5/68
33373
IIb_
NdeM 8524
FXE ????
710920
5/68
33374
IIb_
NdeM 8525
FXE ????
710921
5/68
33375
IIb_
NdeM 8526
FXE ????
710922
5/68
33376
IIb_
NdeM 8527
FXE ????
Was once derelict - rebuilt into FNM 13099, FXE 3212, or FXE 3227?
710923
5/68
33377
IIb_
NdeM 8528
FNM 8528
TFM 1316
KCSM 1316
Scrapped December 2008 by Progress Rail in Mayfield, KY
710924
5/68
33378
IIb_
NdeM 8529
FNM 8529
TFM 1317
KCSM 1317
Scrapped December 2008 by Progress Rail in Mayfield, KY
710925
5/68
33379
IIb_
NdeM 8530
FNM 8530
TFM 1318
KCSM 1318
KCS 3057
710926
5/68
33380
IIb_
NdeM 8531
FNM 8531
TFM 1319
KCSM 1319
Rebuilt to SD22ECO August 2009
711392
5/70
36156
IIb2
NdeM 8532
FXE ????
711393
5/70
36157
IIb2
NdeM 8533
FNM 8533
TFM 1320
KCSM 1320
Rebuilt to SD22ECO August 2009
711394
5/70
36158
IIb2
NdeM 8534
FXE ????
711395
5/70
36159
IIb2
NdeM 8535
FNM 8535
TFM 1321
KCSM 1321
  • Phases refer to SD40s in general.

Wrecks[edit]

On August 23, 1979, BN 6399 was the lead unit of train 23 when it ran head-on into train 182 at Maiden Rock, WI. 6399 was repaired and returned to service, as were the four units of the other train. The three trailing GP40 units were destroyed.

Rebuilds[edit]

  • FNM 13099 was rebuilt by the San Luis Potosi shops, but the original locomotive number is unknown. The steam generator air intake was plated over during the rebuild.
  • FXE 3227 appears to have been rebuilt from an SDP40, but the original locomotive number is unknown. The steam generator air intake was plated over during the rebuild, but it retained the full compartment and vertical rear steps.
  • MRL 290 was wrecked in 1988, and subsequently sold to MRL. It is listed in rosters and lettered as an SDP40-2XR. Its steam generator air intake was plated over during the rebuild, but it retained the full compartment and vertical rear steps.
  • GCFX 3093 sources suggest was remanufactured by Alstom to SD40-2 specifications. Much of the steam generator compartment was removed to permit installation of compliant rear switching steps.
  • KCS 1319 was rebuilt by EMD in London, ON during August 2009 into an SD22ECO, keeping its external appearance.
  • KCS 1320 was rebuilt by EMD in London, Ontario during August 2009 into an SD22ECO, keeping its external appearance.

Preservation[edit]

BNSF donated 6327 - former GN 325 and their last SDP40 in service - to the Minnesota Transportation Museum in May 2009.

See also[edit]

References[edit]