Sd40-2 for sale,plastic christmas train sets,bachmann n scale parts - Good Point

QuickiWiki takes the amazing Wikipedia content and presents it to users using the latest technologies. The first part works amazing: people all over the world collaborating to create the world's largest encyclopedia.
The second part a€“ well, it seems that people are not as cooperative when it comes to their wallets: Wikipedia's budget is very limited, resulting in a website that looks more like a private blog than the world's 6th largest site (I mean, images that open in a new page? Actually, by using QuickiWiki you are reducing load from Wikipedia's servers and saving them money! Montana Rail Link XDM SD40-2 diesel locomotive #250 at Everett, Washington, USA, January 1994.
The EMD SD40-2 is a 3,000-horsepower (2,200 kW) C-C diesel-electric locomotive built by EMD from 1972 to 1989.
The SD40-2 was introduced in January 1972 as part of EMD's Dash 2 series, competing against the GE U30C and the ALCO Century 630.
1972January: The SD40-2 was introduced in January 1972 as part of EMD's Dash 2 series, competing against the GE U30C and the ALCO Century 630.
1978May: Nine of these locomotives were constructed, five in April and May 1978 for Burlington Northern as EMD order #776083 (BN 7049a€“7053), and four for Union Pacific in November 1980 as EMD order #80653.
1979The #3105 locomotive was originally built in 1979 as Missouri Pacific #6027, and one of the few that the Missouri Pacific ordered with Dynamic Braking. 1984July: The last SD40-2 delivered to a United States railroad was built in July 1984, with production continuing for railroads in Canada until 1988, Mexico until February 1986, and Brazil until October 1989. 1986Designated as Class 59 the initial production batch of four locomotives entered service in 1986.
1996Originally purchased by Southern Pacific and Rio Grande railroads, these were transferred to the Union Pacific Railroad in 1996.
Most now in service with Union Pacific Railroad, 6847 donated and restored at the Illinois Railway Museum. 8000s units delivered in Family Lines paint; all to Seaboard System, now in service with CSX Transportation. Four engines now serve the short-line Wellsboro & Corning Railroad in northern Pennsylvania, hauling sand cars to support Marcellus shale hydraulic fracturing in the region. One of the more notable engines in the Union Pacific Dead Line at the Burnham Yard is UP 3300 (SD40-2), painted in the special United Way markings in 1994.


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Although higher-horsepower locomotives were available, including EMD's own SD45-2, the reliability and versatility of the 3,000-horsepower (2,200 kW) SD40-2 made it the best-selling model in EMD's history and the standard of the industry for several decades after its introduction. 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. Most SD40-2s which remain in service have by now been rebuilt "in-kind" for another 30 to 40 years of service, although a few (under 30) have been rebuilt to incorporate a 12-cylinder EFI-equipped 710G engine. This is an ex-Conrail unit which was manufactured with Flexicoil C trucks.As the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2.
7167-7205, 7206-7235, & 8074-8089 were the only SD40-2s built by General Motors Diesel as exports to the United States, when EMD LaGrange IL plant was overloaded with orders. The SD40-2 was an improvement over the SD40, with modular electronic control systems similar to those of the experimental DDA40X. Various customizations led Algeria to receive their version of a SD40-2, known as GT26HCW-2.
3105 donated to RailGiants Train Museum along with a boxcar and a bay-window caboose and now sits on UP 4014's former spot. 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.[1]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. The four UP units, but not the five BN locomotives, were fitted with an extended long hood, about 28 inches (710 mm) longer,[4] to take enlarged radiators. 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. Former UP 3805 is now in service with the Iowa, Chicago and Eastern Railroad as ICE 6406, and former UP 3808 now belongs to the Evansville Western Railway as EVWR 6003.[6]SD40-3The SD40-3 is a rebuilt form of the SD40-2, designed to upgrade and extend their service lifespan. The SD45 tunnel motor equivalent, the SD45T-2 model, was also utilized by Southern Pacific. CSX units 4000-4049 were rebuilt in 2011 with the present logo of the railroad, with a total of 300 units overall. 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.


The locomotives were given modified cabs that can withstand crashes better and have new heating and air-conditioning systems, as well as a newer control stand, including visual displays, a modern WABCO braking controller, and modernized starting systems. There is the SD40-2W (W for the 4-Window Safety Cab) bought and operated by the Canadian National railway. Such a rebuild is expected to provide 30 years additional service at a cost which is far less than a new locomotive or an SD59MX rebuild as the 645 engine, which is retained, is in most cases exempt from certain emissions requirements.RebuildsA number of SD40-2s have been rebuilt into other models. These units are now operated by the Norfolk Southern Railway (Resulting merger of N&W and Southern Railway).
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. A narrow gauge version produced for Ferrovia Central Atlantico in Brazil is the BB40-2.There are distinguishable differences between the EMD models and the Canadian GMD-built models. Normally, this consists of electrical upgrades (-2) and replacing the 20-cylinder prime mover with a 16-cylinder version, ironically 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 unexpectedly unreliable SD50s have also been rebuilt into the equivalent of SD40-2s, rather than scrapping them. GMD SD40-2s have a single beam, where EMD has twin-beam styled lights, usually placed next to each other. GMD models also have lights mounted on the nose, and EMD is above the cab between the numberboards.
Some EMD variations have a nose headlight, although the headlight style and placement usually isn't the same as seen on the GMDs. The unit still wears its original factory paint from when it was built for the CNW in March, 1974. Other features on the GMD models include the bell mounted above the cab between the numbers, triple-style classification lights above the numbers(since trains don't use classlights anymore, many locomotives have had them removed), and no numberboards on the back.Three cabless SD40-2Bs were also rebuilt 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.



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