DD40X

[mudchicken]

eloa:

Don't get me wrong, but there were issues. I loved to see the things run, but:

(1) they weren't running constantly, they were laid up good order (LUGO) for long periods of time between use.

(2) they created chaos when off the main line, the weight and the hard turning "D" trucks were trouble for light weight switches in the yards, even the beefed up leads at Cheyenne & North Platte....

[mudchicken]

eloa:

Don't get me wrong, but there were issues. I loved to see the things run, but:

(1) they weren't running constantly, they were laid up good order (LUGO) for long periods of time between use.

(2) they created chaos when off the main line, the weight and the hard turning "D" trucks were trouble for light weight switches in the yards, even the beefed up leads at Cheyenne & North Platte....

[Anonymous]

QUOTE: Originally posted by eolafan

QUOTE: Originally posted by drailed1999

The main problem the UP found with their DD35's & DD40AX's was their frames were cracking in the center. Thats why they had such a short life span.

These monsters lasted in service from 1969 until the mid 1980's, and I have seen other models that did not last that long, so why are we condemming this model for it's so called short life span? I don't think it was terribly and abnormally short at all for a primarily mainline high speed loco. Jim

He's right....
From what i understood, these locos were used a lot, and for big locos you need more maintenance, which costs more. plus the newer units like SD40-2 were more cost and fuel efficient. Just don't scrap them. One guy here bought a GP40 loco for
$3,021 and used it for his bed and breakfast. Smart idea....
We still have a power car that was made in early 50's, althogh it was rebult like 10 yrs ago.

[Anonymous]

QUOTE: Originally posted by eolafan

QUOTE: Originally posted by drailed1999

The main problem the UP found with their DD35's & DD40AX's was their frames were cracking in the center. Thats why they had such a short life span.

These monsters lasted in service from 1969 until the mid 1980's, and I have seen other models that did not last that long, so why are we condemming this model for it's so called short life span? I don't think it was terribly and abnormally short at all for a primarily mainline high speed loco. Jim

He's right....
From what i understood, these locos were used a lot, and for big locos you need more maintenance, which costs more. plus the newer units like SD40-2 were more cost and fuel efficient. Just don't scrap them. One guy here bought a GP40 loco for
$3,021 and used it for his bed and breakfast. Smart idea....
We still have a power car that was made in early 50's, althogh it was rebult like 10 yrs ago.

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

Salutations, Alex lol still trying to play forum tag. [8D] [:D] [:p]

Jim, on your time zone question:
We are like 4 hours behind East coast. So if its 6:00am in D.C, its 2:00 am in Anchorage.

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

Salutations, Alex lol still trying to play forum tag. [8D] [:D] [:p]

Jim, on your time zone question:
We are like 4 hours behind East coast. So if its 6:00am in D.C, its 2:00 am in Anchorage.

[Anonymous]

The DD40AX was also known as the 6600HP track straightener. The Santa Fe banned them from their San Bernadino yard cause it straightened out all the switches it went thru.

[Anonymous]

The DD40AX was also known as the 6600HP track straightener. The Santa Fe banned them from their San Bernadino yard cause it straightened out all the switches it went thru.

[Anonymous]

QUOTE: Originally posted by drailed1999

The DD40AX was also known as the 6600HP track straightener. The Santa Fe banned them from their San Bernadino yard cause it straightened out all the switches it went thru.

I figured... it's so long. What was the max curve(degrees) it could negotiate?

[Anonymous]

QUOTE: Originally posted by drailed1999

The DD40AX was also known as the 6600HP track straightener. The Santa Fe banned them from their San Bernadino yard cause it straightened out all the switches it went thru.

I figured... it's so long. What was the max curve(degrees) it could negotiate?

[Anonymous]

I honestly don't know Alex

[Anonymous]

I honestly don't know Alex

[Anonymous]

I know someone out there does! You just have to wait for some time.

[Anonymous]

I know someone out there does! You just have to wait for some time.

[Anonymous]

Why would there be so much trouble with the 4 axle trucks? The rigid wheelbase is comparable to a small 0-6-0 which had no trouble with any switches outside of trolley tracks. If the Santa Fe had trouble with the DD trucks how did they ever manage with the eight coupled wheelbase of the 4-8-4's, or worse yet the 2-10-2's I think that this issue is one of those "urban myths".

[Anonymous]

Why would there be so much trouble with the 4 axle trucks? The rigid wheelbase is comparable to a small 0-6-0 which had no trouble with any switches outside of trolley tracks. If the Santa Fe had trouble with the DD trucks how did they ever manage with the eight coupled wheelbase of the 4-8-4's, or worse yet the 2-10-2's I think that this issue is one of those "urban myths".

[Anonymous]

I was told that by an old timer that I worked with who came to Roseville from a yard in L.A.

[Anonymous]

I was told that by an old timer that I worked with who came to Roseville from a yard in L.A.

[tree68]

Many of the long-wheelbase steam locos had "blind drivers" - drivers with no flanges, specifically for that reason.

[tree68]

Many of the long-wheelbase steam locos had "blind drivers" - drivers with no flanges, specifically for that reason.

[mudchicken]

Reading Coal:

Tree68 is right, the steam engines bad blind drivers and the inside diesel axles on the D truck do not. There is only so much lateral motion allowed on the D-Truck with an axle. It's the length of the truck as opposed to the length of the unit that is an issue here. (DD40AX's had a huge coupler swing)...The yards in San Bdno ("A" yard/depot and "B" yard)were all #8 and #6-1/2 turnouts (9 degree 31 minutes or sharper), suspect that those rascal would not turn well on any curve over 6 degrees.

Hardly an urban myth. Any roadmaster worth his salt would be concerned to see something that big (248 tons)wandering around in the light duty backtracks...the same goes for the bigger steam engines. Amtrak and Santa Fe guys had trouble with new GE dash-8 locos with restricted coupler swing straight out of the factory (not worn and not lubricated)...they tore up a healthy number of 6-1/2 turnouts in yards system wide until they got worn in and lubricated. Usually they "rolled over" the outside curved rail between the switch points and the frog, yanking spikes right out of good ties.....the lateral force on the rail just would get beyond what the spike and tie could be expected to hold.

-mudchicken

[mudchicken]

Reading Coal:

Tree68 is right, the steam engines bad blind drivers and the inside diesel axles on the D truck do not. There is only so much lateral motion allowed on the D-Truck with an axle. It's the length of the truck as opposed to the length of the unit that is an issue here. (DD40AX's had a huge coupler swing)...The yards in San Bdno ("A" yard/depot and "B" yard)were all #8 and #6-1/2 turnouts (9 degree 31 minutes or sharper), suspect that those rascal would not turn well on any curve over 6 degrees.

Hardly an urban myth. Any roadmaster worth his salt would be concerned to see something that big (248 tons)wandering around in the light duty backtracks...the same goes for the bigger steam engines. Amtrak and Santa Fe guys had trouble with new GE dash-8 locos with restricted coupler swing straight out of the factory (not worn and not lubricated)...they tore up a healthy number of 6-1/2 turnouts in yards system wide until they got worn in and lubricated. Usually they "rolled over" the outside curved rail between the switch points and the frog, yanking spikes right out of good ties.....the lateral force on the rail just would get beyond what the spike and tie could be expected to hold.

-mudchicken

[Mookie]

QUOTE: Originally posted by mudchicken

Reading Coal:

Tree68 is right, the steam engines bad blind drivers and the inside diesel axles on the D truck do not. There is only so much lateral motion allowed on the D-Truck with an axle. It's the length of the truck as opposed to the length of the unit that is an issue here. (DD40AX's had a huge coupler swing)...The yards in San Bdno ("A" yard/depot and "B" yard)were all #8 and #6-1/2 turnouts (9 degree 31 minutes or sharper), suspect that those rascal would not turn well on any curve over 6 degrees.

Hardly an urban myth. Any roadmaster worth his salt would be concerned to see something that big (248 tons)wandering around in the light duty backtracks...the same goes for the bigger steam engines. Amtrak and Santa Fe guys had trouble with new GE dash-8 locos with restricted coupler swing straight out of the factory (not worn and not lubricated)...they tore up a healthy number of 6-1/2 turnouts in yards system wide until they got worn in and lubricated. Usually they "rolled over" the outside curved rail between the switch points and the frog, yanking spikes right out of good ties.....the lateral force on the rail just would get beyond what the spike and tie could be expected to hold.

-mudchicken

Feather Duster - bet this would be really interesting if I had a clue what you just said!

Moo

[Mookie]

QUOTE: Originally posted by mudchicken

Reading Coal:

Tree68 is right, the steam engines bad blind drivers and the inside diesel axles on the D truck do not. There is only so much lateral motion allowed on the D-Truck with an axle. It's the length of the truck as opposed to the length of the unit that is an issue here. (DD40AX's had a huge coupler swing)...The yards in San Bdno ("A" yard/depot and "B" yard)were all #8 and #6-1/2 turnouts (9 degree 31 minutes or sharper), suspect that those rascal would not turn well on any curve over 6 degrees.

Hardly an urban myth. Any roadmaster worth his salt would be concerned to see something that big (248 tons)wandering around in the light duty backtracks...the same goes for the bigger steam engines. Amtrak and Santa Fe guys had trouble with new GE dash-8 locos with restricted coupler swing straight out of the factory (not worn and not lubricated)...they tore up a healthy number of 6-1/2 turnouts in yards system wide until they got worn in and lubricated. Usually they "rolled over" the outside curved rail between the switch points and the frog, yanking spikes right out of good ties.....the lateral force on the rail just would get beyond what the spike and tie could be expected to hold.

-mudchicken

Feather Duster - bet this would be really interesting if I had a clue what you just said!

Moo

[Anonymous]

Come on Mook , your brain is disengaged again. YOU JUST FLUNKED YOUR QUIZ . YOU'RE GROUNDED FOR 24HRS.. LMAO

[Anonymous]

Come on Mook , your brain is disengaged again. YOU JUST FLUNKED YOUR QUIZ . YOU'RE GROUNDED FOR 24HRS.. LMAO

[vsmith]

There is a DD40 on display at the L.A. County Fairgrounds in Pomona, Ca., along with 4-8-8-4 Big Boy, a UP 4-12-2 (I think its a 4-12-2), a SF 4-6-2, and a ex-colorado 2-8-0 three-footer along with the ex-City of Arcadia passenger station that the termites somehow missed. Maybe some other stuff, havent been there for a while.

[vsmith]

There is a DD40 on display at the L.A. County Fairgrounds in Pomona, Ca., along with 4-8-8-4 Big Boy, a UP 4-12-2 (I think its a 4-12-2), a SF 4-6-2, and a ex-colorado 2-8-0 three-footer along with the ex-City of Arcadia passenger station that the termites somehow missed. Maybe some other stuff, havent been there for a while.

[Anonymous]

QUOTE: Originally posted by vsmith

There is a DD40 on display at the L.A. County Fairgrounds in Pomona, Ca.,

That's where that picture was taken.

[Anonymous]

QUOTE: Originally posted by vsmith

There is a DD40 on display at the L.A. County Fairgrounds in Pomona, Ca.,

That's where that picture was taken.