CSX SD-40 Rebuild Project

[YoHo1975]

I forget if it was Trains or Railroads illustrated, but one of them mentioned that CSX is pulling the absolute worst of the SD40-2s it has in dead lines. Units with rusted out cabs. So that's part of why the cabs are being rebuilt. 

 

Part of the reason they're doing this is for the EPA, but I think it's also because it's a cheap way to get medium HP locomotives. 

 

It is interesting to see which railroads are opting for the higher expense of T2 rebuilds vs. the lower expense of the 1033 kit. 

[beaulieu]

BaltACD

Tractive effort in a locomotive is not really a matter of maximum horsepower.....it is a matter of wheel slip control in getting that horsepower to the rail without having the wheels slip and spin.

GE EVO's are built in both AC and DC variants.  The characteristics of the AC system give it a better wheel slip control system and those locomotives have a higher tonnage rating over the same territory than does the near identical DC locomotive of identical horsepower rating.

I find the figure difficult to believe unless they lowered the gear ratio to increase the torque multiplication, or they went with something like D100 series motors. You can only put so much power through the traction motors and the Alternator can only supply a finite amount of power. Did they replace the traction motors and traction Alternator? Maximum motor torque times the multiplication factor of the gear ratio and the leverage factor of the wheel diameter limit total tractive effort no matter how good the traction control system is.

[creepycrank]

With all this GP/SD 40 rebuild programs going on I wonder if the railroads are looking forward to the impending disaster when all new locomotives must be tier 4. From tests I've seen so far it reduces the fuel efficiency and greatly increases the maintenance load.

Remember dealing with the government is like playing cards with someone who keeps changing the rules so that you always lose.

[[e-mail]]

I don't know how long it would continue, but I had 127,600 pounds of effort on the 5/8's of a mile Test Track with SD40-3 4007 In Huntington the other night with HLS1. And to top it off, the 4007 sand boxes have not had any sand put in them yet. It surprised me.

[Bryan Jones]

the new cabs are made by Wabtec (owner of Motive Power in Boise,Idaho).

there has got to be an error in the numbers as far as tractive effort goes, 130,000lbs of continuous tractive effort is just not realistic for these units even with the microprocessor wheel slip controls.

 

Bryan Jones

 

[BaltACD]

wcfan4ever

The new cabs from what I understand are from National Railway Equipment and they are gen-set cabs.  I have seen these cabs and I can personally say I hate them and they could have done much better on the selection that they did choose.  I guess there is a reason for everything as for this choice of cab as it must be of a safer standard and but of course it must be comfy for the crew, but not too much that they would fall asleep 

CSX Rules permit train & engine crews to nap under some specified circumstances.

[THEKINGOFDISTRUCTION]

The fleet will officially turn 40 years old in 2012.

[Firelock76]

I'm not a diesel fan, but giving credit  where credit is due I have to admit the SD-40 is one of the great locomotives, given its excellence of design and longevity, what is it, almost 40 years?

[wcfan4ever]

The new cabs from what I understand are from National Railway Equipment and they are gen-set cabs.  I have seen these cabs and I can personally say I hate them and they could have done much better on the selection that they did choose.  I guess there is a reason for everything as for this choice of cab as it must be of a safer standard and but of course it must be comfy for the crew, but not too much that they would fall asleep 

[samfp1943]

BaltACD, said:

"...GE EVO's are built in both AC and DC variants.  The characteristics of the AC system give it a better wheel slip control system and those locomotives have a higher tonnage rating over the same territory than does the near identical DC locomotive of identical horsepower rating..."

  Some time back TRAINS did an article on the CSX spec'ing the heavier ballasted units on their mountain grades in W.VA.   This article seems to further vindicate that process.

[BaltACD]

Tractive effort in a locomotive is not really a matter of maximum horsepower.....it is a matter of wheel slip control in getting that horsepower to the rail without having the wheels slip and spin.

GE EVO's are built in both AC and DC variants.  The characteristics of the AC system give it a better wheel slip control system and those locomotives have a higher tonnage rating over the same territory than does the near identical DC locomotive of identical horsepower rating.

[carnej1]

I'm certain that with a modern -3 traction control system and added ballast the units have considerably more tractive effort even with the same HP rating but the figure cited does seem excessive..

[vtCSX]

There's a picture of them in the April issue.  The cabs look like the "spartan" older style cab, just boxier in the nose area.  But not the "north american safety cab" for sure.

[BT CPSO 266]

I was going to say, the SD40-2s are already rated at 3000 hp.

So....when is NS going to do the same? I understand that the frames are pretty rusted and are going to need new ones.

[THEKINGOFDISTRUCTION]

130,000 pounds of tractive effort? That's almost the as much as the SD70MACs. So is it safe to assume that I might see these rebuilt SD40-2s pulling the OUCX coal train? If that's the case that will be awesome to see new school and old school working together to get the job done.

[episette]

I don't understand how rebuilding them to 3000hp is an improvement when the original HP of a SD40-2 was 3000? I assume that they will get electronic fuel injection and upgraded emissions control systems.

 

Will the new cabs look the like standard North American safety cab such as CN operates, or will they be upgraded versions of the spartan AAR cab that they currently have?  

[BaltACD]

The following is from a CSX press release...Most interesting is increased tractive effort that the rebuilds will have over their original form.

CSX’s SD40-2 fleet is approaching the end of its useful life. The company is implementing a program to rebuild the fleet, boosting the horsepower, technologic capabilities and safety of each unit.

“Current plans call for rebuilding 300 locomotives at a rate of about 40 per year,” said Gary Bethel, vice president-Mechanical. “The goal is to add another 25 to 30 years of useful life to these locomotives.”

Every system and component on the locomotive has been reviewed to determine if the components used on new locomotives would be an improvement in the performance, reliability, and maintainability of the locomotive. The improvements will include:

New crashworthy cabs

Heating and air conditioning systems

New control system

Positive train control

Modernized starting systems

The improvements will yield 3,000 horsepower, six-axle locomotives for the fleet. Their tractive power will increase from 86,000 to about 130,000 pounds, making them capable of doing the work of more modern high-horsepower units in all types of freight service including intermodal and coal.

The new crashworthy cabs are being manufactured by Motive Power in Boise, Idaho, and the rebuilding work is being done by the Huntington, W.Va., Locomotive Shop. “We determined that a new crashworthy cab is the right thing to do for the safety of our crews,” said Bethel. “We want to provide the safest work environment possible.” The older cabs were not suitable for modifications to meet crashworthy standards, he said.

“We have every confidence in the quality of work performed by the Huntington Locomotive Shop employees,” said Bethel. “The craftsmen there look out for each other and are proud of the work they are doing.”