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 Post subject: Surviving TP&W Locomotives
PostPosted: Mon Feb 05, 2018 2:47 pm 

Joined: Thu May 05, 2016 6:30 pm
Posts: 113
Location: Illinois
Hi,

Recently I've been collecting a lot of slides and negatives of TP&W locomotives. Seeing all of the different units gets me wondering, how many are left? Obviously there's the two Centuries, the 400, and at least one Geep I was able to track down to a shortline in Pennsylvania. Are there any others?

Thomas Dyrek

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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Mon Feb 05, 2018 5:18 pm 

Joined: Sat Oct 17, 2015 5:55 pm
Posts: 432
TP&W received 11 GP38-2s in 1977-78, seven are still on the BNSF roster (2376-2382), and the others ended up with KCS via a leasing company, I'm not sure where those are now. TP&W's GP38-2s are easy to spot because they didn't have dynamic brakes. David Balko photo, 8/16/2017 at Galesburg:


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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Mon Feb 05, 2018 5:51 pm 

Joined: Sat Oct 17, 2015 5:55 pm
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Based on another roster I now think there were only 10 TP&W GP38-2s, the remaining three are still on KCS' roster (1921, 2002-2003), 09/24/2017 at Houston TX, Andrew B. photo:


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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Tue Feb 20, 2018 1:29 pm 

Joined: Thu Aug 26, 2004 4:59 pm
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Location: western Maryland
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BNSF 2458 nee TP&W 700 Lordstown, Ohio 01-15-12.jpg
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In 2012, BNSF sold several dozen GP30/35 rebuilds to Larry's Truck electric. BNSF 2458 (TP&W GP30 700) was one of the ones shipped to Lordstown. Subsequent to that date, BNSF reacquired some of them. I do not know if BNSF 2478 was one of them, or whether or not another purchaser acquired it. If not, it should still be there.

The three TP&W GP35s (900-902) are still out there also.

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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Tue Feb 20, 2018 4:12 pm 

Joined: Mon Sep 28, 2015 12:30 am
Posts: 119
Searching earlier this month when I first saw this thread and went looking to find the status of the GP30, the 2458 wasn't one of those reacquired in the couple of old threads that I read through about the transaction.

I imagine it survives though and quite possibly has a new home at this point. These were in good shape and it's the 4 axle GP's and EMD end-cab switchers that are the locomotives that usually escape LTE in one piece (Unlike their typically way overpriced SD's).


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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Tue Feb 20, 2018 4:38 pm 

Joined: Sat Oct 17, 2015 5:55 pm
Posts: 432
GP30 BNSF 2458/ TP&W 700 may originally have been a Pennsylvania Railroad unit as I recall, ending up on the TP&W when PRR owned half of the TP&W (with the Santa Fe owning the other half).


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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Tue Feb 20, 2018 10:16 pm 

Joined: Mon Sep 28, 2015 12:30 am
Posts: 119
No, it wasn't. She was outshopped as a TP&W locomotive.

She was built 4 months after the last PRR GP30, her builder's number is 28534 versus the 28108-28159 range for the Penny's 52 units, she doesn't have the extended cab that PRR's order had, and the sand fillers are different.


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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Wed Feb 21, 2018 5:35 pm 

Joined: Sat Oct 17, 2015 5:55 pm
Posts: 432
It actually was TP&W GP40 1000 I had in mind, which was a former EMD demo unit in PRR black, EMDX 21, it became Santa Fe 3461, then 2964, and was wrecked and scrapped in 1988. It was the only GP40 on the TP&W and later on the Santa Fe (which bought GP39s for some reason).


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 Post subject: Re: Surviving TP&W Locomotives
PostPosted: Wed Feb 21, 2018 10:43 pm 

Joined: Mon Sep 28, 2015 12:30 am
Posts: 119
PMC wrote:
It was the only GP40 on the TP&W and later on the Santa Fe (which bought GP39s for some reason).


Santa Fe bought heavily into EMD's GP30 and GP35. By the time of EMD's 1966 line, Santa Fe was interested in high horsepower C-C's for mainline freights rather than 3,000 hp 4 axle units.

If on the other hand you're talking about why the GP39-2 instead of the GP38-2 when Santa Fe would order intermediate B-B's in the 1970's, Trains speculated at the time when Santa Fe first ordered GP39-2's that it was influenced by a diesel exhaust study that ATSF had participated in. In AAR tests several months earlier, turbocharged units were shown to emit less carbon monoxide and other pollutants than normally aspirated units.

Perhaps Santa Fe also believed that the cost of turbocharger maintenance was offset to a large degree by having 4 less cylinders to maintain. I also imagine that the extra 300 HP didn't hurt, since the entire point of the GP39-2 on the Santa Fe was its versatility. It could handle the local one day and be on the front of a mainline train where the extra power over a GP38 is useful the next.

Santa Fe evidently thought it was worthwhile even if the industry as a whole didn't, since they came back 4 more times and eventually fielded over 100 units.


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