 SD40-2 #3269, a Phase 1a unit with 116 inch nose, representative of units 3243-3287 |
The EMD SD40-2 is one of the most widely built and successful locomotive designs. The model was produced from January, 1972 to February, 1986. The Union Pacific was the largest owner of SD40-2s.
Although the EMD model designation and the UP's numbering of the first SD40-2 immediately after the last SD40 suggest that there were only minor changes between the models, in fact, the SD40-2 differed from the SD40 in many dimensions. In external details, only the engine room doors remained the same between the SD40 and the SD40-2.
SD40-2 Phases
There have been two major efforts to identify phases in SD40-2 production, one by Bill Metzger in the Streamliner Volume 2 Number 1, and an ongoing effort by D. Scott Chatfield which has been presented at Western Prototype Modelers meetings (details in references below). Because Phase designations are after-the-fact attempts by modelers to classify production changes, individual judgment will vary on what constitutes a phase and what constitutes a subphase, and the Metzger and Chatfield classifications, don't fully agree in this.
Because the Chatfield classification more effectively covers MP, MKT, and CNW units that came to the UP via merger, as well as other EMD models that are discussed on this site, this discussion will use the Chatfield, rather than the Metzger, classification. The Chatfield reference below outlines SD40-2 phases, which are important to identifying detail changes which correspond to construction dates on the locomotives. This in turn allows a modeler to determine the best starting point for detailing and painting a UP locomotive in a particular number series.
Phase I
 SD40-2 #3158, a Phase Ia unit with 81 inch nose, representative of units 3123-3242 and 8000-8002 |
Phase I SD40-2s have an 81 inch nose and bolted-on cab sub-base doors. Around Easter 1975, production changed to a "corrugated" style radiator grill, which identifies Phase Ib. The first UP SD40-2 to carry this grill was 3298. The change to a brake wheel instead of a brake lever in the nose also took place about this time.
However, on the UP, locomotives 3243-3488 were built with 116 inch noses, so that the "snoot" nose obscures the change from Chatfield's Phase I to Phase II.
In October 1976 the electrical cabinet air filter box was revised (Phase Ic).
Phase II
 SD40-2 #3498, a Phase II unit with 88 inch nose, representative of units 3489-3673 |
Phase II production began in December 1976. The major change identifying Phase II was the extension of the standard nose length to 88 inches. Cab sub-base doors have a "lift off" feature and a stiffener at the bottom. The first change under Phase II was making the plate around the cab windows welded rather than bolted. This took place in January 1979 and is identified by Chatfield as Phase IIb1.
In May 1979 the intertial air intake grill was changed to have a solid lip on the bottom (Phase IIb2).
On January 1, 1980 new US noise regulations required exhaust silencers and quieter fans with uneven blade spacing (called "Q Fans") on new units. This resulted in changed radiator fans, a silencer housing ahead of the dynamic brake fans, and a widening of the dynamic brake blister below the silencer. The first style of silencer housing had the exhaust port at the rear. Chatfield calls this Phase IIc1.
In the fall of 1980 bolted-on battery box doors received a horizontal stiffening bead down the middle. There was no change to latched battery box doors.
In early 1981 the exhaust port was moved to the front of the silencer housing. At approximately the same time, a hatch for removing the toilet was added to the top of the nose (Chatfield Phase IId).
 SD40-2S #3806 The wider-spaced radiator fans are just noticeable if you look closely and compare with other images in this article. |
Phase III
Phase III corresponds with the EMD change in Fall 1982 to a thin side sill, the same thickness over the length of the chassis.
At the same time, the blower bulge behind the cab on the left side of the unit was changed from a vertical side with a rounded top to a straight side that angled down ("laundry chute").
(Information only, the UP has no Phase III SD40-2s.)
SD40-2S
UP's last four SD40-2s were built with a longer rear hood and were designated SD40-2S by EMD.
Original Union Pacific SD40-2s
The UP received its original SD40-2s (i.e., those not acquired through merger) as follows:
3123-3172 50 units delivered in January and February 1972 3173-3202 30 units delivered June through August 1972 3203-3242 40 units delivered April through June 1973 3243-3287 45 units delivered June and July 1974 3288-3304 17 units delivered March and April 1975 8035-8064 30 units delivered July 1976, renumbered 3305-3334 in 1980-81 3335-3399 65 units delivered February through May 1977 8065-8074 10 units delivered May 1977, renumbered 3400-3409 in 1980-81 3410-3488 79 units delivered March through June 1978 3489-3498 10 units delivered December 1978 3499-3673 75 units delivered January through March 1979 8075-8099 35 units delivered July and August 1979, renumbered 3574-3608 in 1980-81 3609-3658 50 units delivered September through December 1979 3659-3768 110 units delivered January through March 1980 3769-3804 36 units delivered October through November 1980 3805-3808 4 units (SD40-2S) delivered November 1980
PAINT AND LETTERING
As-Delivered Paint Schemes on Original UP SD40-2s
Scheme 1: UP 3123-3202 (January to August 1972) had "Dependable Transportation" lettering on the cab side in 5 inch letters, with 10 inch road numbers beneath on the battery box door. The hood had 11 inch "Union Pacific" letters, with 10 inch road numbers beneath the name. The nose had UP initials and road number at the top in six inch characters, with "Union Pacific" in 8 inch letters, stacked.
Scheme 2A: UP 3203-3304 (April 1973 to April 1975) had "We Can Handle It" lettering on the cab side. All other lettering and numbers the same as Scheme 1.
Scheme 2B: beginning in October 1972, there was a 1/4 inch black border on all letters and numbers.
Scheme 3A: UP 3305-3768 (July 1976 to March 1980, including 8035-8099) Road name and numbers on the hood side changed to 20-inch for both. All letters and numbers changed to 5/16 inch black borders. Slogan on cab side replaced with 24 inch Union Pacific medallion. Nose letters and numbers remain the same as Schemes 1 and 2.
Scheme 3B: UP 3769-3808 (October and November 1980) received both 20 inch hood-side numbers and cab-side numbers, with 20 inch numbers on cab side replacing UP medallion, although photo research shows that 3779 may have been the first with cab-side numbers. 24 inch UP medallion replaces lettering and numbers on nose.
Safety Slogan Placards: A number of SD40-2s assigned to coal service in the 3609-3768 series received placards mounted on the long hood side handrails behind the cab with energy conservation slogans similar to the safety slogans used on cabooses. The placards were added by UP to locomotives after delivery. However, it is not easy to find photos of locos with these slogans, suggesting that the program did not last long.
SD40-2 Paint Schemes after delivery and mergers:
Scheme 3C: 1982. Black borders on letters and numbers changed to 7/8 inch. 14 inch UP medallion added to battery box door below cab side. All other lettering the same as Scheme 3B. At about the same time, the paint on trucks was changed from silver/alluminum to gray. Also at about this time, the corner handrails at step wells were painted white.
 SD40-2 #3306, a Phase IIa unit with 116 inch nose, representative of units 3306-3488, and with the short-lived "We Will Deliver" slogan. |
Scheme 3D: To present. Increased spacing between letters on the long hood, all other lettering the same as Scheme 3C.
Scheme 3E: North Little Rock Scheme: Some original UP SD40-2s were repainted in the former Missouri Pacific North Little Rock scheme. See the discussion under Missouri Pacific SD40-2s below.
Scheme 3F: "We Will Deliver" Scheme: About 1995, a number of UP locomotives had the "We Will Deliver" slogan added below
the "Union Pacific" on the long hood. The slogan was discontinued fairly soon after introduction.
Known SD40-2s with the slogan are 2984, 3035, 3056, 3081, 3083, 3101, 3306, 3312, 3324, 3370, 3372, 3395, 3401, 3457, 3763, 3943, and 3947.
FAST FORTIES
In 1976, the UP modified 35 SD40-2s with 59:18 gearing for operation with the 6900 series Centennials. The gears for this series were exchanged with gears from UP SD45s. Because the gearing was faster than the standard 62:15 ratio on other UP SD40-2s, they were called "fast forties". A frequent mode of operation, known as an "SD40 sandwich" to California railrans, was to place a fast forty between two Centennials on priority intermodal trains.
The modification was initially made to locomotives 3240-3274, which were renumbered 8000-8034. Units 8000-8002 had the early 81 inch short hoods. The others had extended 116 inch "snoot" hoods. The UP classified these converted locomotives as SD40-2H.
Later in 1976, UP modified its order with EMD for 30 SD40-2s to add the high speed gearing, and numbered the locos in the order 8035-8064. UP classified factory-delivered fast forties as SD40-2M. In all cases, UP left 3000 series numbers available for converting and renumbering fast forties back into conventional units. Other than the numbers, the fast forties appeared the same as 3000 series units in the same delivery periods.
An additional 10 fast forties, 8065-8074, arrived in 1977, also with the 116 inch nose. A final order of 25 fast forties, 8075-8099, was delivered in 1979, with the standard 88 inch noses of the Phase II SD40-2s. The additional fast forties meant that "pure" sets of fast forties operated on intermodal trains, as well as in "sandwiches" with Centennials or mixed with pooled power from other railroads.
A business downturn in 1980 resulted in new UP SD40-2s being stored on delivery. In June 1980, the UP decided to replace the 59:18 gearing on the fast forties with the conventional 62:15 gearing and renumber the locomotives back to the slots that had been retained for them in the 3000 series. At the same time, the Centennials were placed in long-term storage.
In 1980 and 1981, 8000-8034 were renumbered back to 3240-3274; 8035-8064 to 3305-3334; 8065-8074 to 3400-3409; and 8075-8099 to 3584-3608.
B UNITS
 SD40-2 #B4321, the last Missouri Pacific SD40-2, running as a "B" unit |
In the early 1990s, UP converted a number of SD40-2s to trailing or "B" unit service by removing cab signals, refrigerator, toilet, and cab seats. Locomotives so designated were renumbered with a "B" in front of the 3000 or 4000 series number. The "B" also appeared on the cab side number, although it was sometimes squeezed above the road number. By the late 1990s, many of the B units had been reconverted to normal lead unit capability. The numbers of these units are 3266*, 3332*,3339*, 3431, 3455, 3534, 3550, 3556, 3575*, 3635*, 3640, 3641, 3664*, 3783, 3786*, 4116, 4117, 4118, 4121, 4122, 4124, 4125, 4127, 4128, 4133, 4134, 4136, 4142, 4144, 4145, 4163, 4205*, 4207, and 70 units in the series 4216-4321. Asterisk denotes that the locomotive was converted back to lead unit status.
COMMEMORATIVE UNITS
 SD40-2 #3300 in the "United Spirit" scheme |
UP 3300 was painted in a red, white, and blue "United Spirit" color scheme for a United Way promotion in August 1994.
UP 3316 was painted as an Olympics commemorative unit and renumbered 1896 in April 1996. It was subsequently renumbered 3100.
UP 3339 was painted as an Olympics commemorative unit and renumbered 1996 in April 1996. It was subsequently renumbered 3101.
UP 3325 was painted as a commemorative unit in 1982 and renumbered 3102 in 1998.
All the above former commemorative units are equipped with Automatic Train Control and Automatic Train Stop and can serve as lead units east of Omaha and in the Chicago suburban area.
UP 3593 was painted in a "camouflage" scheme to commemorate the Gulf War from February to October 1991.
DETAIL CHANGES TO ORIGINAL UP SD40-2s
In addition to phase changes noted above, the original UP SD40-2s went through a number of detail changes.
Nose Length
Units 3123-3242 (including 8000-8002) had 81.5 inch noses, standard for Phase I SD40-2s.
Units 3243-3488 (including 8003-8074) had 116 inch long "snoot" noses. These noses were apparently intended for installation of remote radio control gear that was never actually installed.
There were two different 116 inch noses. The first nose, used up to December 1976, was made by adding a 35 inch flat topped extension between the cab and the 81.5 inch nose. This has been dubbed the "dual slope 116 inch nose" because of its two slopes. Cannon makes this nose in HO model form. The second, first seen in the February 1977 order, is a constant slope 116" nose. It is called the "constant slope 116 inch nose". Detail Associates makes this nose in model form. The use of this nose corresponds to the change from the standard 81.5 inch nose to the 88 inch nose. The two 116 inch noses have different placements of the handbrake mechanism also because of the change in length. The position of the nose vent on the engineer's side of the snoots was originally forward of the grab iron and below it. Starting with 3410, the position changed to slightly forward of the grab iron and above it. Units 3489-3808 had 88 inch noses, standard for Phase II and later SD40-2s.
Uncoupler Lever
Units 3123-3242 (including 8000-8002) had uncoupler levers in a V-shape over the plow with simple L-shaped lift levers at the sides.
Units 3243-3409 (including 8003-8074) had a double auxiliary uncoupling lever with an extension that allowed operation from the "porches" as well as the step wells.
Units from 3410 onward (including 8075-8099) had a horizontal uncoupling lever with loops at the ends.
Horn Location
Units 3123-3415 (including 8000-8074) had their horns mounted on a bracket between the first and second radiator fans. Beginning in 1978, the horns on these units were relocated to the cab roof. The relocated horns stand higher than on the later factory-mounted installations. The air to the relocated horns is piped forward along the top of the hood from the original outlets, which were either at the front right or rear right side of the radiator fan plate.
Starting with unit 3416, the UP SD40-2s were delivered with horns mounted on the cab roof front.
Warning Beacons
Units from 3123 were delivered with Western Cullen style amber warning beacons in the center of the cab roof. At some time prior to the delivery of units 3499, this changed to a smaller, strobe style beacon. Beacons were removed from the cab roofs beginning about 1990.
Ditch Lights
Ditch lights were added to SD40-2s in the early to mid 1990s. Some units in run-through service to Canada over the Spokane International had ditch lights added earlier.
Rear Roof Grab Iron
Units 3123-3242 (including 8000-8002) had a curved rear roof grab iron that followed the curve of the rear radiator fan.
Units 3243-3409 (including 8003-8074) had a smaller straight grab iron on the rear hood roof similar to the grabs on the end.
Units 3410-3608 (including 8075-8099) again had a curved roof rear grab iron.
Units 3609 and above had an angled rear roof grab iron.
Cab Vents
Units 3123-3202 had no cab vents.
Units 3203-3242 (including 8000-8002) had a cab vent on the front of the engineer's side.
Units 3243-3334 (including 8003-8064) had a cab vent on the rear of the engineer's side.
Units 3335-3399 had a cab vent on the front of the fireman's side.
Units 3400-3409 (8065-8074) had a cab vent on the rear of the engineer's side and the front of the fireman's side.
Units 3410 and later (including 8076-8099) had a vent on the rear of the fireman's side only.
Nose Vents
Units 3123-3334 (including 8000-8064) had no nose vents.
Units 3335 and above (including 8065-8099) had a nose vent in the right side of the nose.
Cab Window Sunshades
Orders through 8099 (3608) received canvas cab window sunshades.
3609 and later received trapezoidal metal cab window sunshades.
Beginning about 1978, all UP locos had their canvas cab window sunshades converted to the trapezoidal metal style.
MISSOURI-KANSAS-TEXAS SD40-2s
The Missouri-Kansas-Texas railroad received 37 SD40-2s as follows:
600-610, 11 units, delivered August and October 1978 611-618, 8 units, delivered September 1979 619-628, 10 units, delivered July 1980 629-636, 8 units, delivered September 1981
MKT 613 was wrecked in 1983 while still an MKT unit and rebuilt by EMD in 1985 as MKT 637.
Unlike many other MKT units, the SD40-2s came equipped with dynamic brakes and were used in combination with UP units on unit grain and coal trains prior to the merger. The MKT units appeared generally similar to UP units, although the MKT plows were noticeably smaller than those on the UP. Plows have been replaced with UP plows on some units, but not others. MKT SD40-2s also had horns with two rear-facing bells mounted on the rear of the long hood. These appear to have been removed when the units were repainted for UP.
In 1988 the UP merged with the MKT and renumbered the MKT SD40-2s immediately above the UP SD40-2s as 3809-3844. Renumbering and repainting took place between 1988 and 1990. The renumbered and repainted locos are painted in Scheme 3D.
MISSOURI PACIFIC SD40-2s
Missouri Pacific SD40-2s were delivered as follows:
790-814, 25 units, delivered August and September 1973 T&P 816-839, 24 units, delivered December 1973 and January 1974 Units 790-814 and T&P 816-839 were renumbered 3090-3114 and T&P 3115-3138 in 1974. 3139-3149, 11 units, delivered February 1974 C&EI 3150-3163, 14 units, delivered March 1974 3144-3201, 38 units, delivered February and March 1975 3202-3215, 14 units, delivered June 1975 first 3216-3220, 5 units, delivered July 1976; renumbered MP 6000-6004 May 1978 first 3221-3235, 15 units, delivered August and September 1976; renumbered 6005-6019 May 1978 3216-3265, 50 units, delivered August and September 1978 3266-3301, 36 units, delivered May through July 1979 3302-3311, 10 units, delivered December 1979 3312-3321, 10 units, delivered April 1980 6020-6053, 34 units, delivered June 1979 6054-6073 20 units, delivered April 1980
Units from first 3216 through first 3235 and 6020-6073 were designated "SD40-2c" by MP and were equipped with dynamic brakes.
These units were built to Burlington Northern specifications and ran in interline coal service.
Eventually the MP SD40-2cs operated in general service.
No other MP SD40-2s had dynamic brakes.
MP 3090-3201 are Phase Ia units.
MP 6000-6019 are Phase Ib units.
MP 3216-3265 are Phase IIa units.
MP 3266-3301 are probably Phase IIb1 units, although it is not certain if the change took place before the order or during it.
MP 3302-3311 and 6020-6053 are Phase IIb1 units.
MP 3312-3321 and 6054-6073 are Phase IIc1 units, with exhaust silencers and Q fans.
MP units without dynamic brakes have bells mounted on the left side of the long hood. Units with dynamic brakes have bells mounted on the frame.
All MP units have been equipped since delivery with trapezoidal cab window sunshades.
The UP merged with the Missouri Pacific in 1982. UP's original intent was to operate the MP as a separate entity, so even though MP SD40-2 numbers conflicted with UP SD40-2 numbers, no renumbering was to take place. In addition, through successive mergers, UP's policy has been not to renumber a locomotive until it is fully repainted into UP colors.
After 1985, UP renumbered and repainted MP SD40-2s as UP units. The ex-Missouri Pacific SD40-2c units with dynamic brakes were renumbered in order to UP 3900-3963 in the late 1980s.
MP units without dynamic brakes were numbered in the MP 3000 series, which conflicted with the UP SD40-2s in that series. The MP non-dynamic brake units were renumbered into the UP 4000 series simply by adding 1000 to the MP numbers. At various times, some ex-MP SD40-2s have been returned to the lessees and have left the roster.
UP units without dynamic brakes are preferred for use east of Omaha; however, ex-MP SD40-2s without dynamic brakes can be seen anywhere on the system, although not normally in the lead. A locomotive without dynamic brakes at the front of a consist cannot initiate dynamic braking, so it would be extremely unusual to see an ex-MP unit without dynamic brakes in the lead on a Western main line.
Missouri Pacific 6000-6019, renumbered UP 3900-3919, had unique oscillating headlights in the nose. The headlights do not appear to have been used while they were UP locomotives, and in many cases the locations for the headlights in the short hood were plated over.
The renumbered and repainted locos are painted in Scheme 3D, with North Little Rock exceptions noted below.
North Little Rock Paint on SD40-2s
In 1984, Union Pacific announced that all of the Missouri Pacific-owned locomotives would be repainted into UP's yellow and gray scheme, using Missouri Pacific lettering. The first unit (MP SD40-2 3291) was actually completed before the formal announcement. In 1985, Union Pacific decided to repaint former MP locomotives in UP yellow and gray, with the UP road name, and renumbered into the UP scheme. Between 22 November 1985 and 1 July 1986, all MoPac units, and some UP units, painted at the Jenks Shops at North Little Rock, Ark. (147 total), were painted to UP's yellow and gray, using Union Pacific lettering in the square "North Little Rock" style.
41 SD40-2s known to have received this paint are:
3213, 3246, 3248, 3276, 3711, 3901, 3909, 3910, 3914,
3916, 3918, 3923, 3924, 3934, 3940, 3953, 3972, 4094, 4158 (also as 4118),
4165 (2nd), 4182, 4202 (also as 4162), 4203 (also as 4163), 4204 (also as
4164), 4205 (also as 4165 [1st]), 4206, 4207 (also as 4167), 4208 (also as
4168), 4209 (also as 4169), 4210, 4213, 4214, 4215, 4225, 4232, 4234, 4251,
4276, 4281, 4295, 4302, 4307.
CHICAGO AND NORTH WESTERN SD40-2s
The Chicago and North Western SD40-2s were delivered as follows:
6801-6810 10 units, delivered August 1973 6811-6815, 5 units, delivered December 1973 6816-6865, 50 units, delivered February 1974 6866-6890, 25 units, delivered September 1974 6891-6925, 35 units, delivered January and February 1975 6926-6935, 10 units, delivered November 1976
Except for the last 10 units, 6926-6935, all the CNW units were Phase Ia; the final 10 were Phase Ic. All units had medium size plows, a railroad crossing-style bell mounted on the nose, and a bracket on the right nose front for holding a broom. All units had dynamic brakes.
Units between 6801 and 6865, except for 6836-6850, were equipped by the C&NW with both Automatic Train Control and Automatic Train Stop and have been renumbered into the UP 2952-2999 series. The renumbering is not in sequence. The Automatic Train Stop feature is used in the former C&NW METRA Chicago suburban territory, so that units in the UP 2900 series must lead consists on these lines. Units with Automatic Train Stop have an ATS shoe on the right side of the front truck.
C&NW units 6836-6850, and units above 6866, have been renumbered into the UP 3015-3098 series. The renumbering is not in sequence. These locomotives have Automatic Train Control but not Automatic Train Stop. Locos with this feature must lead on ex-C&NW trackage east of Omaha.
The UP has retained the nose front bell on some units and removed it on others.
ATHEARN
The Athearn SD40-2 was introduced in the early 1980s. The die work for original versions of the model was used for about 20 years. It was the first Athearn locomotive to have a scale hood width, but other features, such as body mounts, cast-on grab irons, handrails, and fan detail are crude by current standards. The model can be brought to an acceptable level of detail with extensive rework and addition of aftermarket parts. The Danneman reference below represents a "middle of the road" approach to reworking an Athearn unit, although the article does not represent fully accurate detailing. In addition, as time passes, the Athearn standard drive is less acceptable for operating modelers. A-Line and Northwest Short Line offer remotoring kits that will improve the Athearn loco's performance.
The Athearn locomotive most closely represents a Phase IIb1 prototype, units built between January and May, 1979. The version with dynamic brakes most closely represents UP 3499-3673 and MP 6020-6053. It is slightly less accurate for MKT 611-618. The version without dynamic brakes would be closest for MP 3266-3311. The Athearn model would not be a good starting point for any ex-CNW units.
Updated Athearn Snoot
In mid-2000, Athearn released an updated SD40-2 with an extended "snoot" nose, available painted for UP as well as other roads that used "snoots". Welcome upgrades to the detail include improved body mounts, substitution of dimples for the cast-on grab irons, and better fan detail. The drive is also improved with turned flywheels and new universals. The pilot is improved, and the model comes with a choice of cast plastic handrails with better detail or the old-style metal handrails.
For the UP modeler, the model has two problems. The first is that the model has an anticlimber above the front pilot, which is correct for Santa Fe deliveries but not for UP. Numbers on the first run are 3288 and 3291. The model has revised radiator grilles to cover a Phase Ia style unit with numbers below 3298. However, the model has the single-slope 116 inch Phase II snoot nose, correct for numbers 3305-3409 or fast forties 8035-8074. As a result, the details on the Athearn model are not quite correct for any UP unit, but may suffice for a layout-quality model. Aftermarket parts are available to do a more complete re-detail job on the Athearn loco.
GSB Rail
GSB Rail briefly issued an SD40-2 in the early 1980s. This was a Phase Ia locomotive that had some interchangeable parts for modifying the radiator grill type. The GSB model was widely advertised for years before it came out, and when it did, it was a disappointment. It had a can motor but a plastic frame and thick, plastic handrails. GSB's delays in getting the model out allowed Athearn to produce a better model overall, and GSB did not stay in the market.
The GSB model can be found at swap meets, but the advent of the Kato Phase Ia model provides a better alternative.
Kato
Kato released a Phase Ia SD40-2 in early 1999. Although the model has the excellent Kato drive, initial errors in detail on the truck sideframes and the poor paint and lettering on the loco have made it a disappointment. In September 1999, Kato announced that they would replace the truck sideframes on early production locos for anyone who had purchased one. Subsequent runs should have correct sideframes.
However, no UP or MP lettering on the 1999 Phase Ia run has been correct in size or shape. In theory, it should cost Kato no more to do correct artwork for lettering than incorrect artwork, but they have never been able to get UP lettering quite right, which is unfortunate, since they represent themselves as a premium product.
The Kato Phase Ia locomotive with the 81 inch nose is correct for UP 3123-3242 and 8000-8002. It is also correct for Chicago and North Western 6801-6925. The version without dynamic brakes is correct for MP 3090-3201. Kato Snoot
Kato released a version of their SD40-2 with a "snoot" nose and Phase Ib grills in early 2000. Kato's combination of the later grills and Phase II single-slope snoot nose are more accurate for UP, and the model does not have the large anticlimber on the Athearn units. As a result, in terms of basic detail, the Kato units are somewhat more accurate for UP, and most accurate for units 3298-3304, covering those produced between the switch to corrugated grilles and the cab and battery box changes associated with Phase II (however, since the single-slope nose appears to be a Phase II feature, the Kato loco is still not "pure"). For those less concerned about exact detail, it will pass for any loco between 3298 and 3488.
Other
Collector quality brass models of UP SD40-2s have been offered by Alco Models and Overland.
APPENDICES
Original UP SD40-2 "phase" breakdown
3123-3242 Phase Ia, 81 inch nose 3243-3287 Phase Ia, 116 inch nose 3288-3304;8035-8064 Phase Ib, 116 inch nose 3335-3399 Phase IIa, 116 inch nose 3410-3488; 8065-8074 Phase IIa, 116 inch nose 3489-3498 Phase IIb1, 88 inch nose 3499-3673 Phase IIb1, 88 inch nose 8075-8099;3609-3658 Phase IIb2, 88 inch nose 3659-3804 Phase IIc1 3805-3808 SD40-2S
UP SD40-2 roster as of January 1999
| Road numbers | Origin | Notes |
| 2952-2999 | 48 formerly C&NW | |
| 3015-3098 | 84 formerly C&NW | |
| 3099-3102 | 4 'original' Union Pacific | all with commemorative paint schemes |
| 3123-3242 | 118 'original' Union Pacific | |
| 3243-3287 | 44 'original' Union Pacific | 3243-3274 were originally "Fast Forties" |
| 3288-3304 | 17 'original' Union Pacific | |
| 3305-3334 | 27 'original' Union Pacific | originally "Fast Forties" |
| 3335-3399 | 60 'original' Union Pacific | |
| 3400-3409 | 10 'original' Union Pacific | originally "Fast Forties" |
| 3410-3573 | 162 'original' Union Pacific | |
| 3574-3608 | 35 'original' Union Pacific | 3584-3608 were originally "Fast Forties" |
| 3609-3804 | 192 'original' Union Pacific | |
| 3805-3808 | 4 'original' Union Pacific | the "Super Series" locos |
| 3809-3844 | 34 formerly MKT | |
| 3905-3973 | 69 formerly MP | |
| 4115-4138 | 20 formerly MP | |
| 4139-4163 | 24 formely C&EI | |
| 4202-4215 | 13 formerly MP | |
| 4216-4321 | 96 formerly MP | |
| Total number of units: 1061 | ||
ACKNOWLEDGEMENTS
The generous help of David Fasules, Bill Metzger, Don Strack, and other members of the
"Streamliner" e-mail list is gratefully acknowledged.
Thanks as well to Steve Orth for information on the two different versions of the snoot nose.
Many thanks to Alex Cavalli for the use of all of the photos in this article.
References:
Go back to Union Pacific locomotive details
Updated: 31st July 2000