About the Author J. D. Santucci (a.k.a. "Tuch") began his railroading career in 1978 as a trainman on the Missouri Pacific. After a round of lay-offs in 1985, Tuch embarked on a railroad odyssey, working in many different situations for different roads. This column tries to explain some of the nuts and bolts of the job and also demonstrates what we have to deal with on a regular basis within and without the industry. Tuch currently works through freights out of Chicago for Canadian National/Illinois Central. ©1999, 2003-2007 JD Santucci. Logo ©2002 The Railroad Network. By J.D. Santucci

October 24, 2002
Being that I have been all around the rail industry, or at least it feels like I have anyway, the opportunity has presented itself for me to run the some of the very same locomotives under various operators. That is, a particular locomotive that has changed hands and gone to another railroad. Back in my Wisconsin Central days, I routinely operated former MoPac GP35m’s the WC acquired at their start up in 87. In just a few years, the WC’s leasing operation Oxford Group acquired several, former MoPac SD40’s. Again, I got to operate them on both the MoPac and Wisconsin Central.

Also in my WC days, in the early start up period when much of our power was out on lease to the Southern Pacific, we were leasing units from everywhere. Included were several, former Milwaukee Road GP20’s. I operated these very units in my Chicago Central days as the CCP also leased these very same units.

During my days at the Indiana Harbor Belt, I again ran former MoPac power. The IHB operated a pair of Canadian Pacific intermodal trains, 261 and 262 under contract across their railroad for the CP. These trains were often powered by GATX Leasing SD40-2’s in the 7300 series. These were rebuilt former MoPac units, many of the very ones I ran in my MoPac days.

And again in my IHB days, I operate numerous Grand Trunk Western units as we used their power around Blue Island quite frequently. Usually it was GP38 and 40 series, a few SD40 models, and on occasion, a GP9R. And several of the GP38-2 units were former MoPac units the GTW acquired in the late 1980’s.

Since the Illinois Central and Canadian National merged in 1999, I have had the opportunity to again run some of these very same GTW units as CN assigned quite a few of them to the IC side. And then going back yet again to my MoPac days, I operated a few GTW units there, although that is quite the unusual situation and may someday become a Hot Times column of its own.

In today’s lesson we are going to study one locomotive in particular, the Grand Trunk Western 5930. The decision that elevated this particular locomotive to the status of main feature was the fact it was my lead unit on train 338 this past September 24th.

Before we get into the basis of today’s lesson, a little background history of the 5930.

In February 1975 the LaGrange, IL plant of Electro Motive Division of General Motors began construction of a thirty-eight-unit order of SD40-2 locomotives to be delivered to the Missouri Pacific. As part of that order was the engine 3173. This particular unit was built in March of 75 and carried frame number 74690-10. MoPac was pretty straight forward and utilitarian with their locomotive acquisitions. Like several other roads of the period, MoPac was not ordering their new road power with dynamic brakes. They did not see the benefits of this handy little item nor measure the fuel savings generated against the overall cost of adding this optional feature. They did believe in range though and ordered all their SD40 series units with the optional 4000 gallon fuel tank. The SD40 series locomotives came standard with a 3000 gallon fuel tank.

The 3173 was one of 232 SD40-2’s (158 standard SD40-2’s and 74 SD40-2C’s) the MoPac would obtain between 1975 and 1980. Over all from March 1967 to April 1980, MoPac acquired a total of 386 SD40, SD40-2 and SD40-2C locomotives, the single largest model of six axle high horsepower locomotive in their fleet. They were indeed, the backbone of the MoPac’s road fleet.

The 3173along with its thirty-seven brethren of this order served the MoPac well for fifteen years before being turned back over to the lessor, GATX Leasing after the lease expired in 1990. MoPac generally did not purchase their new power opting instead, for leases usually of the fifteen year variety. If, at the end of the lease, they wanted to keep this unit in their fleet, the lease could be extended as desired or the unit purchased outright.

I had various opportunities to operate this very locomotive during my time at the MoPac. It seemed to be just another SD40-2 that was earning its keep pulling tonnage in a variety of service to the "Route of the Eagles" This locomotive pulled everything from heavy coal trains to the hottest intermodal trains the MoPac operated. It was one of the first six axle units to be delivered in the new variation of what was referred to as the "Jenks Blue" paint scheme.

For many years after MoPac dieselized, their units wore an attractive blue and gray scheme. When Downing B. Jenks took over as president of the railroad, a simpler paint scheme was developed. A solid blue scheme was introduced in 1962. This new scheme included three inch white chevrons on the ends of the hoods and white side sill stripes. Small road numerals were applied at the top middle of the car body. The familiar red and white buzzsaw emblem that read "Missouri Pacific Lines" was applied to the cab sides. This paint scheme was easier and quicker to apply as it was less labor intensive and of course, much lower in cost.

The modified version introduced in 1974 had the 3 inch chevrons and side sill stripe replaced with larger five inch versions. The wider stripes and chevrons made for better visibility. Larger road numbers made of Scotchlite were now placed in the middle of the car body about halfway from the top and bottom of the car body. The buzzsaw was replaced by the Screaming Eagle emblem on the cab sides. The Screaming Eagle emblem had a solid buzzsaw emblem with the flying eagle overlaid upon it. The name "mo-pac" was now placed above the emblem. The Screaming Eagle emblem conveyed the image of speed.

In December 1982, the MoPac along with the Western Pacific merged with the Union Pacific. The 3173 along with all the other MoPac locomotives and rolling stock became part of the Union Pacific Rail System. Twelve years after it was built, the 3173 received a coat of armor yellow and harbor mist gray paint, the name of its new master and a new road number becoming the Union Pacific 4173.

In April 1990, its lease expired and it was returned to the lessor, GATX Leasing. Later that same year, GATX in turn, leased the 3173 to the Grand Trunk Western. Seven of its siblings also from the group of thirty-eight it was built with joined it at the Trunk. These units received a large red GT noodle on their UP paint schemes with the UNION PACIFIC name and emblems removed and new road numbers in the 5900 series applied. The 3173 became the GTW 5930. All eight of these former MoPac locomotives operated for several years in the patch job scheme. In early 1993 the 5930 received a coat of CN’s familiar black and orange, a large white CN noodle and the GTW initials on the cab below the road number.

Like automobiles, locomotives have options and standard equipment. Based on the philosophy of the management, their attitudes towards employees and collective bargaining agreements in place, the locomotives ordered could be well equipped or rather Plain Jane. Some railroads like Conrail seemed to load their power up with options. Others like the MoPac went pretty basic, although they often contained mechanical upgrades not visible to the track side observer. Some railroads like the Santa Fe ordered air conditioning on their power as they had an extended route across the deserts of the Western United States.

Some roads like the Louisville & Nashville opted for oscillating "Mars" lights. Southern Pacific went with what were referred to as "light packages." Their units were ordered with the front headlights mounted horizontal instead of vertical like everybody else’s, a Mars light and red oscillating light on both the front and rear of each unit. The Denver & Rio Grande Western opted for an oscillating light mounted on the low nose instead of in between the number boards. This version made what appeared to be a horizontal figure eight pattern instead of the standard circular motion of the high mounted oscillating lights.

Soo Line placed strobe lights on the cab roofs. Milwaukee Road applied "bubblegum" beacon lights on the cab roofs. This was a set of four lamps placed with one facing each direction under an amber dome. The lights flashed in a sequence that imitated a revolving beacon light. Burlington Northern and Chicago & Northwestern used revolving beacon lights on their cab roofs. When end of train telemetry units came into use, the motors of the revolving beacons interfered with the telemetry receivers. BN changed going with the bubblegum lights and CNW went with strobe lights. All of these lines operated in Wisconsin and were required by state law to have some sort of additional warning lights beside the head lights. Washington State also had a law on the books for many years requiring some sort of roof beacon light.

The Elgin, Joliet & Eastern also used revolving roof beacon lights which they dubbed "gyro" lights. These were replaced in later years by strobe lights. Their reasons were different though; these lights added a measure of warning as their locomotives frequently went entirely inside the houses at the various U.S. Steel plants they switched. The roof beacon lights made them highly visible from all directions in the dimly lit houses and sheds in which they worked.

The Southern Railway and for many years the Norfolk & Western ordered their units with high short hoods. Southern had the control stands placed on the opposite side of the cab as most others designating the long end as the front of the unit. N&W opted for dual control stands that is, one on each side of the cab so either end was suited to be the leading end. In the early 1970’s they changed philosophies a bit and went with low short end noses and the Southern’s long hood end as the front.

The Elgin Joliet & Eastern followed N&W’s dual control stand philosophy ordering SD38 and 38-2 locomotives with low short end noses, designating the long hood end as the front. Their philosophy changed over the years, the short hood end became the front and the control stands on the left side of about half their SD38 fleet were removed, being reused in rebuilt SW1200 switchers.

New York Central and Grand Trunk Western had their GP7 and 9 locomotives built with the long hood forward and the control stand applied on what by today’s standards is called the left side of the cab.

In 1976, MoPac made a slight adjustment of philosophy. They ordered a group of twenty SD40-2’s equipped with dynamic brakes. These units were designated as SD40-2C’s with the standing for Coal. The plan for this group of units was for pool service on unit coal trains with the Burlington Northern and also the Rio Grande. Both BN and the Grande required locomotives with dynamic brakes for use in unit coal train service.

Now back to the 5930/3173. In operating this locomotive on both MoPac and the CNIC, I decided to make some comparisons on the features applied to this locomotive by the MoPac and later GTW.

When delivered new to the MoPac, this unit used an Igloo brand cylindrical cooler for drinking water. The cooler was filled with water and ice and dispensed from a spigot at the bottom into paper cups. In the late 70’s MoPac began equipping their locomotive fleet with Oasis refrigerators. Bottles of drinking water replaced the water and ice poured into the Igloos.

The cab interior was painted the standard EMD industrial gray. The cab was also equipped with the standard, minimal insulation of the time.

In 1990 when the Trunk took lease and possession of it, the unit was shopped and any mechanical and electrical problems with the 3173 were repaired. It also received modifications like a different brand of refrigerator mounted in a different location in the cab. It also received a modification peculiar to CN, CP and GTW locomotives, headlight indicator lights. These were small lights covered with a red lens that illuminated whenever the front and/or rear headlights were illuminated on that unit. There were two for each end as there were two sealed beam headlamps on either end. New forced air cab heaters that produced a greater volume of heat were also installed. Additional cab insulation was applied and the cab interior was painted a tan color, more appealing to the eyes. A strobe light was applied to the cab roof, a standard feature on all GTW units.

A plastic holder for work report and track movement authority permit forms was applied on one of the high voltage cabinet doors. The standard metal work report holder the MoPac installed on the ceiling above the Engineer was removed.

The Engineer’s overhead cab light was modified to operate from a switch on the control stand instead from overhead next to the light itself. The cab light on the Fireman’s side was equipped with a dimmer type switch that had three brightness settings. Being the Conductor now rides the head end, the GTW management felt he could use more light when handling paperwork and copying movement permit forms and the like.

To make it much simpler for the Conductor to use the radio, a radio handset and holder was applied to the Fireman’s side. The Conductor or Brakeman could now use the radio from his or her side instead of having to encroach on the Engineer’s side. While the Trunk did apply a handset to the radio itself, in order for the Conductor or Brakeman to use it for copying and repeating movement permit forms, mandatory directives or other receiving other instructions and information, they would have to come behind the control stand and use the radio itself for a table. They would also be required to have the Engineer turn on his cab light when it was after dark or in lower light situations. This could interfere with the Engineer’s safe operation of the train.

When it was built, all locomotives of the time were equipped with class lights. Until the mid 1980’s most railroads still used train orders and timetable schedules in non-signalled and automatic block signal territory to move trains. This required the use of class lights on the locomotives. No class lights illuminated denoted this as a regular scheduled train operating on its timetable schedule. If it was the first and any other section of a regular scheduled train except for the last section, the class lights would be illuminated green. Extra trains, trains running on train order authority with no timetable schedule used the class lights illuminated white. If the locomotive was operating lite, that is with no cars, the class lights on the trailing end of the unit were illuminated red as the rear marker lamps of the train.

When class lights were no longer required, Union Pacific began to simply paint over them with either blue on MoPac units or yellow on the fleet now painted into the UP colors. The switches in the cab that operated them were removed and plated over.

When the GTW finally repainted the 5930, Battle Creek shop employees removed the class lights from the front and rear of it, plating over the holes left behind.

GTW forces also applied more comfortable seats for the crews. MoPac used "toadstool" style seats. These were simply seats with a cushion and a seat back. They offered no armrests or lumbar support and except for their height, were not adjustable in any way. They tended to be very uncomfortable. The new seats had more padding, were equipped with armrests and were much more comfortable than the toadstools.

The management of GTW had some concern for crew comfort and their working environment. I guess the fact the Trunk was about one ninth the size of the MoPac proper, there was more of a family atmosphere and it reflected in the way they treated their employees. Proving yet again that bigger is not always better.

Now for a few unrelated notes.

This Saturday, October 26th will be the annual Crossroads of America Railroadiana Show in Indianapolis. It will be held at the Family Life Center of the Post Road Christian Church located at 1112 N. Post Road. This is located one mile south of Interstate 70. Post Road is exit 91 on I-70. The show runs from 9 am to 2 pm and yours truly will be there set up with a large array of timetables, rulebooks and other railroad paper items for sale. I am looking to clear out my entire inventory this year, so there will be huge bargains to be had. If you can, stop by and say hello and perhaps spend a couple of dollars while at you are at it. Even if you are not looking to buy anything, stop by and say hello anyway.

I have been doing these Hot Times columns for over three years now. The following has become quite large. Over this time period, I have received numerous comments about the fact that I do not charge a subscription rate. No, this is not a way to begin charging for doing this column. I have fun writing them and if I charged you for it, the fun would go away as it would become a job and a chore. I place enough demands upon myself to make them fun, interesting and educational. If it was something I charged for, the demands I place on myself would become enormous as I would feel the need to go further above and beyond what I attempt to present now.

With that in mind, one of my readers, James Matuska made me an offer I could not refuse. As his appreciation for the efforts I put forth in this little column, Jim graciously offered to create a drawing for me. We discussed it at length and despite my ideas, input and meddling, Jim created a masterpiece for me, and managed to do so without going stark raving mad. (Guess I’m losing my touch). It is a true work of art and most certainly a one of a kind drawing. Drawings of locomotives representing all the railroads I have worked for in my career were carefully composed. Each locomotive has a road number applied that is symbolic of some portion of my railroad career.

I have had this work of art carefully and professionally, preserved and framed and it now hangs proudly in my office.

I would like to publicly thank Jim for the outstanding efforts and time he put forth in preparing and producing the drawing for me. His work and skills are greatly appreciated and I show this work off proudly to all who stop by to visit the beautiful bride and me.

And so it goes.

Tuch