Is it correct to assume that these are all P40's that weren't reactivated and rebuilt with stimulus funds a few years ago?

The active P40s aren't all on the auto train, nor are they kept there so they can be "taken care of in one place". The ones that are running were rebuilt a few years ago with Tiger grants. They like keeping the P40s on the auto train because they have real air brakes and not eabs like the P42s.

The P40's have a 26L system with a 30CW brake valve. The P42 fleet has a NYAB electronic air brake system known as CCB1, which basically mimics the operation of a 26L system. Both P40's and P42's are equipped with blended braking, and both are able to be operated in either graduated or direct release (a.k.a "passenger" or "freight" mode).

Why is a 26 brake system a big deal? We have one on one of our narrow gauge center cabs. They are not hard to use or rare

Here's an interesting example of how and why communication is important in this field.

I contacted one party that, by mission statement, should have had a keen interest in one or more pieces being offered, and asked some questions about logistics and whether they could use my help in transporting them if they got them.

The response was, to paraphrase, "What are you talking about??"

I had to forward them the list and Amtrak contact info.

NOW they're writing the letters in question.

Another party, that I contacted about the Santa Fe bilevels, pointed out "nobody who knows what they're doing will want these for operation unless they can hunt down one of those transition cars as well." They have high-level passageways like the Superliners and are thus incompatible with standard-height cars. And someone else pointed out another fleet of these--the cars being run by the party that took over the ITM operation out of Noblesville..... I wonder how deep their pockets are......

Come to think of it, I know someone else all of a sudden......

Coach/Dormitory/Transition Cars
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You didn't read my post right, my issue is with non-self-lapping type 24 brakes, 26L is easy. With 24 the air keeps exhausting until you return the handle to lap. And really, once you get used to them it's not that big of a deal either. I just never used them that much for them to become second nature, because I was so used to 26L. The advantage of 24 is that you can take less than 6-8lbs. for a minimum reduction. Really handy if you're stretch-braking a passenger train downgrade.

I prefer non self lapping myself. Most of the engines I work with have either 6ET or K14F (because putting 26 on a steam engines is a sin). Only one has a 26L.

My question was more general, not directed, why is it such a big deal if the P40's have 26L? Its neither uncommon, nor hard to use. But I have heard "The P40's will never run again because they have a different brake system" many many many times over the last 10 years.