Diesel Power - Second Generation
Dave Franz photo postcard/T.
In 1976, the first
two orders of SD40-2's equipped with Dynamic Braking - called SD40-2c
to distinguish them from MP's typical 40-20 - arrived in the Jenks blue
Screaming Eagle paint scheme - numbered in the 3200 series (#3221-3235)
after MP's typical SD40-2s. Later they were renumbered to the 6000 series
(#6005-6019) as two more orders, one in 1979 and one in 1980 joined
the fleet (#6020-6073).
The MoPac bought
these units to meet the requirements of pool power with the UP and DRGW
for coal service. Dynamic brakes enhance a locomotives ability to handle
the mountain grades with long coal trains.They were assigned to the
Coal Service over Tennessee Pass, Colorado on the D&RGW line. The
early 6000-series also came with Gyralights and rotary beacons, a definite
departure from standard MoPac equipment.
By Tuch Santucci - MoPac Engineer
I was told the SD40-2C's were planned for service on both the Burlington
Northern and the Rio Grande. If you look at them carefully, you will
observe three different fuel fillers on each one. The Grande did not
use a standard size fuel filler on their units and the MoPac SD40-2C's
needed the compatible size to make this work without having to resort
to an adapter. The Grande is not alone here either. The Chicago, South
Shore and South Bend also uses a different size fuel filler on their
fleet of GP38-2's. Some Southern Railway units also had different sized
fillers as well.
A few other facts about these units, they were ballasted out heavier
than the regular SD40-2's. In fact, one order of them (cannot remember
which one now) tipped the scales at 417,400 lbs. All of the SD40-2C's
were heavier than the rest of the fleet which made for better riding
units. Their heavier weight on drivers also allowed for slightly higher
wages as we were compensated for weight on drivers in our pay scale.
The very first order in addition to the nose mounted oscillating light
(which made a figure 8 pattern so that the light never raised directly
in front of the Engineer's eyes) also included roof mounted beacon lights.
Most of them had the revolving type, but at least one of them had the
later BN and Milwaukee Road ""bubble gum"" style that did not rotate,
but rather used four lamps that flashed in sequence to simulate a rotating
The oscillating light had a three position toggle switch that allowed
the Engineer to stop the motion of the light, to inch it or to just
let it do its normal sweep.
A General Diesel Foreman at Yard Center told me during my Hostling days
at Yard Center Diesel that the SD40-2C's were actually built to BN specifications.
These units spent a great deal of time on the BN. In the 1977-80 BN
Annual, there are several photos of SD40-2C's including the 3227 (with
roof beacon clearly visible), 3219, 6001 with the BN style numerals
clearly displayed and a poor job of blanking out the original road number,
the 6002, 6003 and 6004 along with an undisclosed unit.
The 3216-3220 were actually assigned to the BN for maintenance for a
time. The 3217 became the 6001 at Alliance, NE hence the BN style numerals.
This unit eventually was redone by MoPac forces with the number displayed
in the middle of the car body and the BN style numerals blanked out.
By 1980, the paint was beginning to fade and the BN style numerals were
bleeding through a bit.
It was mentioned in a previous post about the radio being multi-channel.
In 1976, there was no such creature as the 97 channel railroad radio.
MoPac was ordering units with a four channel system that used two components;
a power pack which actually was the radio and a separate unit mounted
above the control stand with the speaker, microphone, volume controls
and channel selector. Some of these units used faceplate mikes while
others had a separate handset akin to a telephone. These units were
connected by wiring from the power pack to the decoder on the control
stand. The power packs were mounted in the nose.
The SD40-2C's used a variant of this radio system. In addition to the
four channel selector knob, there was another knob marked "Channel Cluster."
What this knob did was provide four separate banks of channels marked
A, B, C and . A had four different channels, B had another four and
C still another four and D yet another four. This allowed radio channels
for the required MoPac, BN, UP, DRGW, CNW, MILW and Southern frequencies.
By 1978, the "in dash" radios were being phased into service as required
by AAR clean cab rules. This had the new radios mounted inside a space
provided for them in the control stand just above the automatic brake
valve. All new power the MoPac purchased beginning in 1978 were equipped
with the new style radios. These units were self contained and require
no separate power pack. The standard was four channel units on most
new MoPac power at first and 16 channel models on the SD40-2C's. Later,
a version was purchased with 20 channels. By 1983, the 97 channel radio
was quickly becoming the standard.
If you look in employee timetables from 1982 and later, you will notice
a section in the special instructions that show the channel designations
for the multi-channel radios in use on the MoPac.
All units were eventually retrofitted for the new radios with mounting
brackets placed on top of the control stand above the automatic brake
valve for units not equipped for the new style radios.
with Power - the 1970's-'80's
click on the thumbnails
for a larger image
|| MP 3227 was among the second order
of the MP's SD40-2c engines in September '76 - 'c' for coal. These
locos were ordered specifically for Wyoming coal service (BN's mainline
across Nebraska was occasionally used to access the coal-rich state - Wyoming's
coal became important in the '70's for it's cleaner burning qualities).
Rated at 3,000 hp, the 40-2c's unique features from other MP 40-2's included
dynamic brakes, mars lights, and a roof flasher. - Later models only included
dynamic brakes and were numbered into the 6000- series. - © copyright
photo, used with permission.
MP 3228 -a new SD40-2c heads up the KSA (Kansas City-San Antonio)
train near Buffalo, Kansas. This order of SD40-2s are the only SD units
on the MoPac to have dynamic brakes, purchased primarily for unit coal
service; September 1976 - Dave Franz photo, from a postcard/T. Greuter
MP 6002 - Now renumbered into the 6000-series (to make room for
additional standard SD40-2 purchases), one of the first of MoPac's 40-2c's
is doing what it was meant to do - hauling a mile long train of coal cars.
This one is in pool service followed by three Burlington Northern units;
6/21/79 - © copyright Glen Beans Photo, used with permission.
MP SD40-2c #6007 - with GP15 #1693 at Sosan Yard in
San Antonio, Texas in 1981 - Jay Glenewinkel Photo
MP 6019 - rear perspective - © Brian Paul Ehni photo,
used with permission.
MP 6038 - parked on the East Fuel Track as viewed facing north
at Yard Center Diesel. 1990 - "Tuch" Santucci Photo - J.D.
MP 6044 - The control panel for MoPac SD40-2c
#6044 - Jay
MP 6045 - With the growth in MoPac's loco roster, it was neccasary
to renumber the SD40-2c into the higher 6000 -series. What a change
of scenery as this unit is seen west of her usual prairie stomping grounds,
working on the Rio Grande with an APEX coal haul at Minturn, Colorado
in July, 1984 - © copyright Railblazer
MoPac SD40-2c #6046 - leads a Southbound freight into Sosan Yard
in San Antonio, Texas in 1988. - Jay
MP SD40-2c #6052 - is seen at the diesel facility at Centennial
Yard in Fort Worth, Texas in 1984 - Jay
SD40-2C 6056 - basking in the sun at Yard Center Diesel February
1989. This unit is only eleven months newer than the 3268, yet the Screaming
Eagle decal has fared much better against the elements and sun over the
past nine years. This unit would become UP 3956 when it received a new
paint job in a couple of years. - J.D. Santucci Photo
MP SD40-2c #6060 - is seen in Fort Worth, Texas in 1986. - Jay
SD40-2c #6060- this time at Yard Center Diesel 1983. - J.D.
MP 6062 - unique view of another SD40-2c joined by lead
unit DRGW 5395 and another unidentified MoPac unit. The Rio Grande and
the MP had a long history of cooperation. The shared assignment is stopped
at Minturn, Colorado in July, 1984 with a train of APEX coal - ©
MP 6070 - these SD40-2c's pull through
a sanding facility at Fort Worth, Texas in February 1984 - Mike Bledsoe
MP SD40-2c #6071 - leads two UP units in this 1988 photo in San
Antonio, Texas. - Jay
MP SD40-2c #6072 - crosses the diamonds at Tower 105 in San Antonio,
Texas in 1987. - Steve Schuman Photo/Jay
Glen Beans, Paul De Luca, Jay Glenewinkel, J. C. T., Steve Rude, Daryl
Favignano Collection, J.D. Santucci, Bob Yanosey, Train Nutz, George
Elwood, Railblazer, James E. Gilley collection, Elden Baker, Ronald
Estes, Chris John, Dave Franz, and Lee Berglund
Missouri Pacific Diesel Power by Kevin EuDaly
effort has been made to get the correct information on these pages,
but mistakes do happen. Reporting of any inaccuracies would be appreciated.