SD-40s are proof old EMDs refuse to die. SD-50s could have been such a good unit had the bugs been ironed out and more time given to perfect them. They were just a victim of a rush job and I’ve always had a soft spot for seeing them around, just like every other standard cab EMD. It’s a shame now basically every unit looks the same with hardly any character. Old U-Boats and EMDs are a sight for sore eyes in todays world
It sucks how I never got to see them on helper duty but they're EVERYWHERE in Central and Southeast PA. Most common spots to find them are Enola and Allentown on locals, I'm sure you can also find em elsewhere but those are where I find em. The way you can tell if it was a former helper or not is if it still has the helperlink on it, Those that don't likely never served as helpers at all. As for the ACUs nearly all the helpers have the lower ditchlights while the road units have them in the same spot as ACes. I swear though many of NS's desicions make my brain bleed. Also interesting note, Reading and Northern posseses both unrebilt SD50s (Former UP) and Rebuilt Ex CSX SD50-2s. Take a wild guess which of the 2 is preferred (espescially since 2 Ex UP SD50Ms just died there for being unreliable garbage XD)
SD50s have a charm to them, even if they're blemish on EMD's record, as they're some of the last locomotives ordered by the B&O, C&O, and Missouri Pacific. I'm not sure if Conrail just took better care of them or got lucky with not getting bad eggs (supposedly some SD50 645's re-used early 567 crankshafts from very tired GP9s...), but, as you've explained, they've earned their keep after being de-rated and the electrical bugs sorted out. Shoutout to the Reading Blue Mountain and Northern Railroad for rostering a small fleet of SD50s of various heritages and keeping them running (along with some recent beautiful paint schemes)! Fun fact: you can identify a former Chessie System or Rio Grande SD50 by it's all-forward K5LLA 5-chime horn (if still present) and bell mounted on the engineer's side of the long hood (see CSX 8607 at 11:24). Some former Seaboard SD50s have a very unique spotting feature among all SD50s: nose-mounted headlights instead of cab-mounted!
CSX sadly only has 16 SD50s left on their roster, 14 of these are the SD50-3s, which were SD50-2s upgraded further with new electronics and technical stuff, while the other 2 are SD50-2s but they are both in storage. A few of the SD50-3s are still in serive today, mainly in local service, but sometimes they can end up on road trains. Out of all these, only one of the remaining SD50s on CSX are ex-Conrail, that one being 8662, which I was lucky to see leading a rail train a few months ago. Its unfortunate that SD50s are almost completely gone from CSX, but at least they can still be seen a bit more on NS as SD40Es
I'm forever bummed CSX sold off the last B&O SD50 (8595) to Larry's by mistake when it was *clearly* marked to be preserved and sent to the B&O museum as it was the very last locomotive ordered by the B&O.
The SD50s had a ton of issues. Conrail still operated them on their roster before the split between NS and CSX. NS has turned a few into more successful SD40Es. We should really save some CSX SD50s for preservation.
My memories of the SD40E and SD70ACu was working in the snow on the Connmaugh Line, and the ACu working my worst train in my short career, where we need TWO sets of ACus to shove our train up the Pitt Line.
Another quick comment, I may be in the minority when I say that ACUs, despite their problems, look SICK AS HELL on helper jobs. They give off SD45/SD45-2 vibes from the 1980s.
In my opinion, the reason why the EMD SD40E are still used right to this day is because of their ACTUAL character or simplicity shown by SD40-2s, albeit because GM destroy them because of GM's cutting cost programs through their entire subsidiary. If the GM tells EMD that the SD50 get more time to develop and give them a bit more money, they could get at least around 3800hp from 16-645F3, theoritically, with an addition of stronger crankshaft as well as stronger piston, stronger con-rod, stronger cylinder liner block, and also higher pressure fuel pump than the standard 3000hp - 3300hp 16-645E3. Because, at that time, 7FDL-16 could get about 3600hp using the same basis they keep from 1963 (I think) up until 2010s (and until now for export outside USA and Canada only), with differences are in internals and fuel pump and of course, turbo as well as new electronic system. You see, the engineer of NS and CSX thought that, "The SD40s are so badass reliable and efficient, then why this junk is really a junk?" and their conclusion after discussion sometime later, I think, was, "Well guys, so the conclusion is, this junk here needs to be as same as the SD40-2 but not maintain the same tractive effort as SD40-2. Strip the electronics, get one better, probably from SD60s or SD40-2s and then modify them a bit, then change the engine, the turbo, the cooling, and the lubrication settings to SD40-2 standards. And don't forget to modify the electrical cabinet setup so they didn't catch fire or short circuiting. Hopefully, we can make this junk here as a bud, not a broken home bud." The results : Tadaaaaaaa When the chief engineer said, "We had to give him a name, anybody get an idea?" and somebody raise his hand and then said, "Sir, because we make this to SD40 standards, why don't name it SD40E with E stands for Enhanced because as we know, this engine are more enhanced than the SD40s." and then the chief engineer said, "Hmm, nice. Reasonable, I like that." thus, the SD40E were born :v On the CSX however, I think, they kind of more respectful to the one of the railroads back bone even though it is a problematic child, hence the name SD50-2s. The -2, in my mind, they came from SD40-2 electronic system because at that time, the -2 system you could find anywhere available were the ones for SD40-2s because, well, they are really a McDonald of locomotives, you could find it anywhere in the USA as well as Canada, and Mexico. They are not a big guys that smarter and muscler to pull things, but, they are actually a good puller and also a good pusher thanks to simple things (after rebuild) which makes them useful. It is also the same with old switchers and road-switchers. They didn't massive in terms of horsepower, tractive effort, size as well as not as more technologically advanced, emission friendly, and fuel efficient. But, they really are efficient and superbly useful on their role, switching wagons and run locals. In those two jobs, using a 3600hp or even 4300hp locomotive is just a waste. That is also why more RR are searching small, nimble, light, and compact 4-axle switcher or road-switcher engines (or some case, early 6-axle engines)
The NS SD70ACUs and SD40Es have same number. 6329, and 7261 on that Rolling Line scene of half of the fleet of ACUs being sold off and many SD40Es were still here where the fleet of SD70ACUs and SD40Es.
Yeah, these SD40Es are good bois. On my local line they are the highest horsepower units NS has, only one of which has stayed around. That being number 6312 of which I've caught footage of. (But sadly lost) usually SD60Es interchange traffic with my line, but they don't stick around.
the inertial air filters were supposed to have a greater air cleaning capacity, i believe they use the venturi effect to swirl the air and it gives the air inertia as a result to force it in faster
I’m still never going to forgive NS for not saving an SD80MAC for preservation and we’re still waiting for CPKC(previously CP) to reveal the status of the final two that CRHS is trying to get from them. No wonder they get made fun of for idiocy all the time, just look at what happened in Ohio that got them in huge trouble with the US government.
The reason NS keep SD40Es, in my opinion, it is because you can't kill EMD 645s even though the power output are nearly half, or even half of nowadays North American diesel electric locos. The incompetentness of GM's management cutting budget for EMD to make new locos that would compete GE could have been killed the EMD 645, but I suspect, some clever engineer on RR have already seen the problem, which is the engine revving more higher when the initial design of EMD 645 were not for high revving, and then say, "Well, buddy, this thing is over revving. We have to put in 16-645E3 internals and set the RPM back to standard 645E3 should be. But tell managers that this is a whole new parts to put in to make this thing reliable. And tell them we need new electronics too. This new electronics is shit."
well obviously you don't know that the Pennsylvania PRR signals are and have been removed, and know you have DPU engines with DPU units you don't need the sd40s and the DPU engines have much better power
Also, one of the NS SD50's that was sold to NREX, was 5473 and was ex Conrail. It was wrecked in the kismet collision in 2006 and was the only locomotive from that wreck to be scrapped.
Awesome video on some of my favorite pusher locos! I remember when the rebuilds were brand new during my high school years in the early 2010s especially when I miss the awesomeness of NS before the PSR fall and killed off my beloved ex-CR SD80MACs.
12:27 yeah…sometimes I wonder if NS stands for “Notoriously Stupid” instead of Norfolk Southern. I love their livery and their Saluda Grade…but some of their decisions, not so much.
XD li like the fact while you were mentioning SD40E's "Rescuing Amtrak trains", in the background you can see Thomas helping Edward with a passenger train, which took place in either season 1 or 2 of the show.
As an Altoona resident, this was nice to see, it just really pisses me off that I only recently got into railfanning seriously, since we never see anything unique around here much, I could kick myself for getting into it so late.. if only I would've started a few years sooner, oh well.. So far I've only seen one SD40E, on the Juniata local, hopefully I can see more soon, I suppose the SD70ACUs aren't too bad though, at least it's not more AC44s lol It just sucks how NS does things, it's all too copy and paste anymore, and they do things so cheaply. Anyways, love the content man, can't wait to see what's next.
@@DistantHornProductions hey thanks! also I'm honestly not sure, I've just seen them switching at the Pipe and Steel works siding so far, I'm thinking it might just be when needed
csx uses larger engines for helpers, so ns followed this idea. locals use the sd4oe's or similar models. some sd40e's ended up on locals out here on the buffalo line, h53 had 3 last i knew.
Average NS moment Their incompetence is astounding. They complain about power shortages, and yet had several successful rebuild programs. Why they didn’t extend rebuilds to the SD60M/I fleet and SD70Ms is beyond me.
They were a great replacement for the SD40-2's in helper service, and sounded great shoving tonnage over the mountain. I've also always preferred the standard cab locomotives over the wide cabs as well.
The SD40E is probably a rebuild that should get more attention by other railroads! And speaking of other models, the SD70M-2 is slowly making a comeback as recently some have been popping up in local and occasionally mainline service! Not only that but it’s rumored that those units will also be rebuilt with AC traction but hey let’s just enjoy the fact the SD40E is still going strong!
Thanks to EMD’s screw up with the SD50, now GE is the No.1 locomotive producer in the US. Also, the only SD50 I will trust is the SD50F units. Which are Cowl Body units with the Wide Cab (wide nose).
in·er·tial [iˈnərSHəl] ADJECTIVE PHYSICS relating to or arising from inertia: "high-speed centrifuges generate large inertial forces" · "the inertial load on the motor"
