We have in our possession an A-B-B-A set of F7s to use for our business trains. All 4 are painted in SP's Black Widow scheme. Both of the "A" units are ex-SP, one of the "B" units is ex-CP, and the second B unit is ex-ATSF. The A units will retain their old SP numbers, and the "B"s will be masquerading with the numbers of units since retired and scrapped.
The largest diesel locomotive ever run in revenue service to this day, and with a horsepower output that surpassed even products of the high-horsepower race like the AC6000CW, the DDA40X was originally built for the Union Pacific and Chicago, Salt Lake, & Pacific railroads. And the two representatives of the family on our railroad have taken that legacy and upped the ante. In addition to two standard ex-CSLP DDA40Xs on the roster, MSVR is working on a new version of the unit, dubbed DDA70XR, that will be built with components reused from our SD70MACs. They have a higher gear ration, as do some of the C44ACs and SD40-2s, making a modern day "Fast 40 Sandwich" common occurences.
Sticking with a bit of a UP theme, we purchased second-hand Tier-II SD70Ms that have flared radiators and "notch nose" cabs. These are used mostly in intermodal service, whether it be stacks, autoracks, piggybacks, or our new Road Railer service. Engine 5100 is in a special veterans appreciation scheme applied by our shop crews in Colfax, and released just prior to the 4th of July. The unit features a red, white, and blue scheme with a digital camo background with yellow lettering on the long hood, otter logo on the nose, and a yellow ribbon above the lettering in the red field.
Starting in early 2015 the entire 100-unit class was taken into the shops for an extensive upgrade of their computer and electronic systems. Designated SD70MR, the revised units are now spread amongst the system.
4 SD70MRs, one as a DPU, power a stack train west.
The latest units to roll out of Munice and London, the SD70ACe is the Tier-3 compliant offering EMD has sold to the MSVR. Numbered in the 8000 series, the first order for 50 regular SD70ACes was followed by an order for 50 SD70ACi units, geared for 90MPH and fitted with HEP generators, ditch lights, and an isolated cab. There are also heritage-painted units: 8200-8219 are painted in Black Widow, and 8220-8224 are painted in Daylight colors. The latter series was also delivered with HEP as a stopgap measure while we resolved issues with our DF11Gs.
Following the return of our DF11G fleet to service, MSVR has rebuilt all second-generation SD70s to the SD70AH standard, adding weight to the frame and removing the minor differences between the ACe and ACi models. The revised units are also among the first in the fleet to be painted with nose chevrons, an upcoming revision to our paint scheme.
Often seen as the railroad equivalent of the 60s muscle car, the SD45 packs a powerful but thirsty V20 645E that churns out 3600hp. Though powerful in their own respect they became a victim of the fuel crisis of the 1970s and the runaway success of their smaller cousin, the SD40. These brutes made their name hauling freight over the Cascades and Rockies for Burlington Northern and later Montana Rail Link. When MRL received SD70ACes, we purchased over a dozen of the to-be-scrapped units. They can be found mostly on Cajon Pass helper services, and have been modernized to Dash 3 specifications and fitted with, ironically, GE-Harris Locotrol technology.
Though built on the same carbody and once packing a 20-645E, the SD40M-2s are derated to SD40-2 horsepower rating. Our SD40M-2s have that extra space filled with ballast: true to their original nature as SD45s, these brutes were purpose-rebuild as helpers, putting out a staggering 130,000lbs of starting tractive effort, on part with that of our larger locomotives. Currently, they can be seen on all of MSVR's helper districts: Cajon Pass, the Elena Grade, Donner Pass, and even helping Colorado Eastern trains over Tennessee Pass.
Two SD40M-2s coast back down Cajon Pass to help a stalled freight train. Usually, trains will keep their helpers both on the ascent and descent of the pass.
The full-cowl cousin of the SD45, F45s also made a name for themselves hauling and later shoving freight over the Rockies on the Burlington Northern. Heritage-sensitive as always, we have optimized our F45s to continue that legacy. Like their spartan-cab cousins the F45 fleet is primarily assigned to helper service over Cajon Pass, and have been modernized with Dash 3 technology and Locotrol.
Rebuilt from SD60Ms, these rebuilds, while sharing a designation and external appearance with Union Pacific's, are vastly different: the new prime mover retains its 3800hp rating while meeting more stringent T3 emissions standards.
MSVR 1208 leads two of her larger SD70M cousins on a TOFC train.
A joint project with the Cascades Pacific & Western, these units are home-grown rebuilds of SD60is. The major difference between them and our SD59MX is the custom-designed Cardinal Cab, built with feedback from our employees and designed for maximum crew comfort and safety.
The withdrawing of Progress Rail/EMD support for the program has caused delays with the program, however we are set to see our first graduates by summer of 2016.
Used primarily on road-switching and local duties, the SD40-2 was one of EMD's top sellers. With its distinctive porches, powerful 645E prime mover, and bulletproof Dash 2 electronics, this model became a railroading legend as both a heavy-freight hauler and road switcher. If you wanted something moved, the SD40-2 was the go-to hauler of the pre-AC era. We acquired ours by means of former BN/BNSF units through HLCX that we purchased outright after a trial period. A number of these aging units were sidelined due to persistent mechanical issues: to remedy this the entire fleet has started to be taken in hand to receive a life extension and 21st-century revitalization, including PTC, Dash 3 microprocessor controls, and a 645G previous unique to our F40PH-2Ds.
3 SD40-2Rs head a westbound train of lumber.
Taking a cue from the Burlington Northern, MSVR has a number of GP39Ms on the roster, rebuilt by Morrison-Knudsen and Nor Cal Rail Shops. Unlike the Burlington's rebuilds, however, these units are built from the frame up with an all-new carbody, a mimicry of the GP30's distinctive shape, and incorporate 21st-century technology, such as Dash 3 electronics and, most importantly, PTC and air conditioning. The units were built from existing roster members ranging from GP9s to GP35s, as all of these units used a 56'2" frame like the GP30 that the series is heavily based on.
Refurbished from GP38s of various heritage, our GP38-2 fleet is used primarily for switching and road freights. Unit 3813 was upgraded with passenger gearing as an experiment, but was ultimately reverted. Units 3808-3861 are all more of a generic variety of GP38-2, with nose headlights, pilot mounted ditch lights, and no snow plow. Units 3862-3871 are all ex-NS/SOU, and as such are set up to operate long hood forward, and have a high short hood.
Units 3800-3807 are rebuilt ex-SP "Snow Fighters", and are fitted with "L" windows, anti-fog windshields, snow shields, MARS lights, and icicle breaker bars.
The last and ultimate incarnation of EMD's famous Geep family, the GP60 boasts EMD's powerful 710 prime mover, delivering 3800 horsepower. Despite their excellent attributes, these venerable warriors were long in the tooth by the time MSVR purchased them. We have rebuilt these units with newer-generation 710 prime movers and Dash-3-standard electronics. MSVR currently uses these as heavy switchers and local power. Five are in service along Tennessee Pass, performing all necessary duties despite their General Purpose designation. Another pair are the premier local power on the Full Bucket Division.