Would you consider a Paducah rebuilt GP10 as second generation?
If so, the Florida RR Museum has the 8330, at least for the meantime.
-JH

I'm not seeing Monticello Railway Museum's SD40 prototype IC 6071.

Also, Illinois Railway Museum has MILW U25B 5056

Sister unit MILW 5057 is out on the West Coast and is being moved: http://www.milwelectric.org/5057project/

Don't forget the DDA40X's: there are a number of those that survive.

Southern Pacific U25B 3100 is at Orange Empire Railway Museum. It and one sister went through an upgrade program at Sacramento Shops in 1975 and they received EMD control parts in the upgrade. It was built as SP 7508 and received #6800 in the rebuild program. It carried a special Bi-Centennial paint scheme. The number 3100 was assigned in 1978.

The locomotive is part of the Museum's operational diesel fleet.

To echo the sentiment expressed by Mr. Poling, these won't make muster among the 501(c)3 brethren, but they won't go away like the aforementioned L&N U25B:

Western Maryland SD35 7436
Western Maryland SD40 7471
Western Maryland SD40 7496
Western Maryland SD40 7445


These two are frequently overlooked as well:

WMSR 501 GP30 - nee PRR 2249
WMSR 502 GP30 - nee Reading 5507

There are several LV C420's listed. Dakota Southern has just put LIRR 213 up for sale, needing some rebuilding, but certainly sustainable. I would dearly like to see one of these survive in the USA. One is stuffed and mounted in Mexico, but inconsistently modified from its "as built" configuration.

What about the BN F-38s (IRM)?

Should we include UP E-38s?

-Hudson

Not sure about these, they were re-engined and got new electrical cabinets, among other work; yet they were still officially F9s.

The photos I've seen of the new electrical cabinet going in BN1 are pretty neat.

Pennsylvania's West Chester Railroad has an ex-Conrail GP-38. I'm not sure if it's in service yet or whether it has been repainted, but I know it's there.

While this 2nd gen GE isn't preserved, it needs to be. I only hope someone at least calls the railroad to inquire about it.

TTI 257 is reported to be the last U28B on the property, formerly CB&Q 109/BN 5453. I don't recall any U28B's being preserved. Hopefully, someone will step up to the plate.

Ryan

Among the units Ed Bowers owns is the last UP C630 by way of Cartier (repainted in UP colors at the ex-MoPac shop in North Little Rock I believe) and LS&I 2300, the first U23C. Units are stored in the Cotton Belt backshop in Pine Bluff, AR with Peter Smykla's final RS3 built, originally L&M 303, later CNW 1554, MIGN 1554 and now painted for Paperton Junction & Southern (PJS, Peter's initials)
Alex Huff

Good stuff guys.

I would not include F or E units, or GP7/9s in this list. New guts or not, they are still what they are.

Lots of preserved GE's that I never knew about.

There have been lively debates over where to call what locos what generation. Some say with EMD it was transition from blowers to turbos, others 567 engines to 645. Most folks would reckon the line with EMD to be SD24/GP30 or thereabouts, GE the U-Boat Series, and Alco the Century series. As for ending? I personally say it ended with the SD40-2 and Dash Seven series, with the first "third gen" being SD50/Dash 8.

We also have a dilemma as to whether certain users are properly "preservation" or not--specifically SMS and the Baldwins (any of those second gen?), Del-Lackawanna and their Alcos, and Georges Creek and their WM EMDs. I want to think all their hearts are in the right places, but it only takes one unfortunate incident to sabotage well-laid plans......

Fair enough, but the same can be said of any other preservation venue/enterprise as well.

ETA

Almost by definition, no; you're not getting useful second-generation horsepower out of an engine with that slow a maximum rpm. And Westinghouse getting out of the rail business put the kibosh on their 'pet' doing further diesel-electric development, long before the advent of reliable high horsepower from single prime movers...

On the other hand, if the 412 or 408 engines had worked out, and been cost-effective to produce, logical follow-ons to Essl's 'modular Centipede' might have produced some of the effective benefits of 'second-gen' power. And while the use of high-speed engines and Mekydro transmission died stillborn with lightweight-train passenger power, it might have been interesting to see a Baldwin answer to the K-M Amerika-Loks...

Of course, there is also the use of free-piston power, which would promptly have produced second-generation power output out of second-generation (or better) overall weight. Seduced Hamilton, then Lima-Hamilton, then Baldwin-Lima-Hamilton... but never worked out.

First-to-second generation of Diesel-Electrics is the transition to central air intakes - Century line for Alco, GP30 series for EMD, and every GE since the U25.

CD