EMD SD40-2


The EMD SD40-2 is a C-C diesel–electric locomotive built by EMD from 1972 to 1997.
The SD40-2 was introduced in January 1972 as part of EMD's Dash 2 series, competing against the GE U30C. Although higher-horsepower locomotives were available, including EMD's own SD45-2, the reliability and versatility of the SD40-2 made it one of the best-selling models in EMD's history, edged out only by the GP9, and was 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 1980, with production continuing for railroads in Canada until 1979, Mexico until February 1979, and Brazil until October 1980. The last SD40-2 built in a form of SDL40-2 for Mauritania in 1997. A total of 4,036 units were known to have been produced.
To suit export country specifications, General Motors designed a number of SD40 variants, including the JT26CW-SS for Great Britain, the GT26CW-2 for Yugoslavia, South Korea, Iran, Morocco, Peru and Pakistan, the GT26CU-2 for to Zimbabwe and Brazil, the GT26HCW-2 for Algeria, and the SDL40-2 for Mauritania.

Appearance

As the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2. It was longer than the previous models, giving a length of over the coupler pulling faces. The SD38-2 and SD40-2 shared the same basic superstructure, since they used the same 16-645 engine ; the long hood was 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.
Some SD45 and SD45-2 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 bought by the former Southern Pacific, and Denver and [Rio Grande Western Railroad|Denver and Rio Grande Western] railroads; now operated by Union Pacific. The SD45 tunnel motor equivalent, the SD45T-2 model, was also utilized by Southern Pacific. Many tunnel motors were rebuilt and sold second-hand to a handful of American shortlines including, Bessemer and Lake Erie, Illinois Railway and Missouri and Northern Arkansas, as well as Canadian shortline Goderich-Exeter Railway. There is the SD40-2W bought and operated by the Canadian National railway. High-nosed versions of the SD40-2 were bought by Norfolk & Western, & Southern Railway. These units are now operated by the Norfolk Southern Railway. A narrow gauge version produced for Ferrovia Central Atlantico in Brazil is the BB40-2.
Three cabless "SD40-2B"s were also created from standard SD40-2s by the Burlington Northern Railroad in the early 1980s. The units had been in collisions and BN decided that it was more economical to rebuild them without cabs. Canadian Pacific also created several cobbled "SD40-2Bs" by 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

Engine Builder:EMD
Engine:645E3 16 cylinder
Bore & Stroke: x
RPM :904 / 318
Main generator:AR10 alternator
Horsepower:3,000
Standard gearing:62:15
Maximum speed with 62:15 gearing:
Trucks:HTC 6-Wheel
Configuration:C-C
Traction Motor Blowers:Electrical Drive
Model:D77
Weight:
Traction motors:6 × D77/78 DC
Tractive Effort : @ 31.5%
Tractive Effort : @
Continuous TE with 62:15 gearing:83100 lb
Multiple Unit Capability:Yes
Dynamic Braking:Yes
Auxilary Generator:Delco A8102
Alternator:GMD14
Air Brake:Westinghouse
Model:26L
Compressor:Gardner-Denver
Model:WBO
Quantity Built:4,031
Dates:January 1972 – October 1989
Exterior Dimensions:SD40-2
Total Length:
Wheel Diameter:
Truck Wheel Base:
Height to Top Engine Hood:
Height to Top Cab:
Cab Width:
Top of Walkway:??
Engine Hood Width:
Distance between truck centers:
Locomotive Wheel Base:
Minimum Turning Radious:30°
Fuel Oil:
Lubricating Oil:
Engine Cooling Water:
Sand Capacity:

Variants

SD40T-2

A variant of the SD40-2 was created for several western railroads for extended periods in tunnels and snow sheds. Originally purchased by Southern Pacific and Rio Grande railroads, these were transferred to the Union Pacific Railroad in 1996. They have since found their way into the used locomotive market and many have been sold to regional railroads around the U.S.

British Rail Class 59

Another variant of the SD40-2 was created for Foster Yeoman, a British quarrying and aggregates company, which features a unique body design specifically for the European railway markets. Designated as British [Rail Class 59|Class 59] the initial production batch of four locomotives entered service in 1986.

SD40-2W

The GMD SD40-2 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. of London, Ontario; 123 were constructed between May 1975 and December 1980.

SD40-2F

The EMD SD40-2F was a locomotive operated by CP Railway. It is essentially an SD40-2 with a full cowl hood. CP was the only buyer, buying 25 units, numbered 9000-9024. Most have been scrapped, but 10 were sold to the Central Maine and Quebec Railway. When CP acquired CMQ in 2020, the 10 SD40-2Fs became CP's once again. One unit was rebuilt to a hydrogen fuel cell locomotive in 2021-2022.

Rebuilds

A number of SD40-2s have been rebuilt into other models. Some of the most unusual are the metre gauge BB40-2s for use in Brazil.
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 and replacing the 20-cylinder prime mover with a 16-cylinder version, 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 SD50 have also been rebuilt into the equivalent of SD40-2s, rather than scrapping them. The 645F block and crankshaft are inherently good designs ; lowering the rating from at 950 rpm to at 900 rpm solved the mechanical and electrical reliability issues.

SD40N

Union Pacific has rebuilt 486 of their SD40-2's into SD40N's at their Jenk's shop. These units received a microprocessor control system to increase adhesion, control options, and extend the life of the locomotive.

SD40-3

The Dash 3 suffix is not part of any official lineup, and is a loose designation for rebuilt Dash 2 series EMDs among several different railroads.
One example of an SD40-3 rebuild program is the one conducted by CSX at its Huntington, WV Shops. It started in 2010 with 10 units upgraded and numbered 4000-4009; in 2011, 20 units went through the program and were numbered 4010-4029 and in 2012 another 20 units followed and were numbered 4030-4049. One of the most notable rebuilds was SD40-2 8888 incident|8888],, which in 2001 was involved in a runaway incident caused by the failure of the engineer to notice the train gradually accelerating during yard switching. These locomotives feature new cabs, air conditioning systems, and other new technologies.
Norfolk Southern also has an ongoing SD40-3 rebuild program as of 2023.

SD22ECO

The SD22ECO is an EMD SD40-2 or similar, repowered with an EMD 8-710-ECO engine. The resulting locomotive is rated at, and meets EPA Tier II emissions regulations.

SD30C-ECO

The SD30C-ECO is an EMD SD40-2 re-powered with an EMD 12-710 prime mover. The locomotive is rated at and meets EPA Tier 0 emissions regulations. A similar rebuild, the SD40E3 was carried out by CSX in early 2017.

ET23DCM

The ET23DCM is an EMD SD40-2 rebuilt by Wabtec, and repowered with a GE Evolution Series Inline 6 cylinder prime mover. This locomotive meets the EPA Tier 4 emission standards. CSX has ordered 15 locomotives, and Wabtec constructed one demonstrator locomotive.

Preservation

SD40-2

SD40T-2