http://www.sterlingrail.com/classifieds/classified.php?id=16401
Pretty much confirmation that Progress Rail is done with the program.
Also points towards what many already suspected, that Norfolk Southern's fleet of rebuilds which are all currently in storage aren't going to be on the roster for much longer
Wonder what their fate will be. The Caterpillar Generation II program didn't get anywhere for instance, but I believe that many of those repowerings remain running for the Twin Cities & Western Railroad. What doesn't work for a Class 1 with thousands of standard GE's and EMD's doesn't necessary apply to a decent sized regional or shortline.
Is there a niche out there these could fill? Especially with more Class 1 cast-offs, I rather doubt it. On CSX alone, they're about to initiate C40-8 retirements along with select SD40-2's, there are rumors that SD60I's will be following, and there are B40-8's that can be had at scrap value.
Plenty of good options out there in 2016 like with Norfolk Southern's upcoming auction with recently operable GP38-2's and MP15DC's.
Leo_AmesIs there a niche out there these could fill?
For the right price, someone may give it a home. Perhaps an industry that already has a lot of CAT equipment? Quarry or grain loadout?
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
Twin Cities & Western and Pacific Harbor Line already have a sizable contingent of CAT-powered locomotives on their rosters. The PR43C's might be a bit large for them but they could fit there.
The engines are more valuable in non-railroad applications than in a locomotive. Look for the demo to be parted out and scrapped. The rest would have made great SD60E fodder but that doesn't seem too likely now.
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I think the major question is how reliable the units are. If they aren't at all, nobody's going to want them, and for good reason. Maybe someone could figure out the bugs, but as nonstandard troublesome units, I suspect this one'll see the scrap yard next. NS' may be stripped to the frame for further rebuilding.
The greater value was as a C175 testbed for the F125 and UK/EuroLight programs. Now that those are active or close, there isn't a use for the PR43Cs.
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D.CarletonThe engines are more valuable in non-railroad applications than in a locomotive. Look for the demo to be parted out and scrapped. The rest would have made great SD60E fodder but that doesn't seem too likely now.
Being worth more dead than alive is what I suspect is likely as well.
The frame and running gear with the HT-C trucks and D-87 traction motors would make for a good slug platform when they're parted out. And if a road slug is desired, 10 of these even got brand new widecabs. So they might live on in a way past just as parts. And I suppose you can't write the NS owned units off for the SD33ECO program.
They lack their original alternators which is a component often reused in ECO rebuilds, but unlike if they were candidates for a restarted SD60E program someday, the loss of their 16-710 doesn't mean much since the SD33ECO's are getting 12 cylinder 710's.
Leo_Ames The frame and running gear with the HT-C trucks and D-87 traction motors would make for a good slug platform when they're parted out.
The frame and running gear with the HT-C trucks and D-87 traction motors would make for a good slug platform when they're parted out.
Perhaps if traffic turns up something positive we become of the lackluster PR43s. However, NS has gotten religion on AC traction. It is likely high-horsepower rebuilds of DC locomotives on NS is over.
And now it seems NS will be adding five more SD60Es this year.
I wonder if the one that was reported to be retired and to be sold to Cresson by Altoonaworks will be one of them. Never seen any report that such a transaction actually took place and last I looked, it was still on the roster at NSDash9.com.
I wonder if that will really be the end of rebuilds after those and perhaps be the beginning of the end for standard SD60's on Norfolk Southern.
While I could see them being satisfied with their existing SD60E fleet for dedicated road service, a more in-kind overhaul with a few upgrades seems like it could have usefulness for them as true road switchers for secondary services (Like their SD40-2's, SD40E's, etc.).
I'll be most interested in seeing what happens with the SD60I's in the next few years. They have early examples of EMD's isolated cab that has fallen out of favor at Norfolk Southern as they've aged, for one example that might lead to their earlier demise than their other non-rebuilt sisters.
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