EMD GP40-2

Infobox Locomotive
name=EMD GP40-2
powertype=Diesel-electric

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caption=A pair of EMD GP40-2 coupled back-to-back for use in remote control switching operations - Tampa, Florida.
aarwheels=B-B
gauge=RailGauge|ussg
builder=General Motors Electro-Motive Division
buildmodel=GP40-2
builddate=1972 - 1986
primemover=EMD 645E3
cylindercount=16
poweroutput=3000 hp (2.2 MW)
An EMD GP40-2 is a 4-axle diesel locomotive built by General Motors Electro-Motive Division between April 1972 and December 1986. Power was provided by an EMD 645E3 16-cylinder engine which generated 3000 horsepower (2.2 MW).

Production

Standard GP40-2 production totalled 861 units, with 817 built for U.S. railroads, and 44 for Mexican roads. In addition, three GP40P-2s, passenger versions of the GP40-2, were built for Southern Pacific in 1974, and 279 GP40-2Ws, equipped with wide-nosed cabs, were built for Canadian National and GO Transit between 1974 and 1976. Production of these GP40-2 variations totalled 1,143 units.

Although the GP40-2 was a sales success, it sold fewer units than the earlier GP40 and the contemporary GP38-2 and SD40-2 models. The popularity of high-horsepower 4-axle diesels began to decline with the GP40-2, with 6-axle models gaining in popularity for their superior low-speed lugging performance.

Performance

Like the SD40-2, the GP40-2 has a long-standing reputation for reliability, and a large number of GP40-2s are still in service. Changes such as the modular electronics system improved reliability over the GP40. Their high horsepower-per-axle rating, however, meant that they were better suited to high-speed service than low-speed drag freights, where they were prone to wheelslip. With the oldest GP40-2s now well over 30 years old, many (notably GP40-2Ws) have been retired from Class-1 railroads and sold to regional or shortline railroads.

Spotting Features

The GP40-2 retains the clean lines of other EMD locomotives of the same era. There are three radiator fans at the rear of the hood and a single fan in the middle for the dynamic brakes (if equipped). The radiator intakes are smaller than those of the later GP50, and the walkways lack the end "porches" of the 6-axle SD40-2.

The GP40-2 can be told from the earlier GP40 by the oval-shaped water-level sight glass at the right rear of the hood; bolted (rather than hinged) battery boxes ahead of the cab; lengthened walkway blower duct; and various minor cosmetic differences in the front air intake and rear hood doors. A number of GP40-2s also came with the new Blomberg M-type trucks, with single-clasp brakes, rubber pads replacing the central leaf springs and a shock strut over each axle.

Phases

A number of minor changes were made to GP40-2s throughout their production run:

* Phase 1: 1972-1976-- chickenwire radiator intakes, 81-inch short hood, older steps, bolted front battery boxes, bolted cab side panel
* Phase 2a: 1977-early 1979-- corrugated radiator intakes, Federal Railroad Administration (FRA) clean-cab modifications, which necessitated an 88" long low short hood, notched stepwells, new battery box hinges.
* Phase 2b: early 1979-late 1979-- welded cab side panel
* Phase 2c: late 1979-1981-- EMD "Q-fans" and exhaust silencer.
* Phase 3: 1984-1986-- new large blower duct, hinged front battery boxes, straight frame profile

Original Buyers

Related Sites

* http://www.trainweb.org/emdloco/gp40-2.htm
* http://crcyc.railfan.net/locos/emd/gp402/gp402proto.html
* http://trainiax.net/mescalelocophase.htm

References

* Foster, Gerald. (1996). "A Field Guide to Trains." houghton Mifflin Company, New York, NY. ISBN 0-395-70112-0
*
*Kristopans, Andre GM Serial Number Webpage http://community-1.webtv.net/ajkristopans/DASH2SERIES/