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@Slim_Slid 100 miles from where I live is the Seminole Gulf Railroad. They have a variety of power but what I've noticed is they are using refurbished GE C39-8E units most commonly which is pretty surprising considering most shortlines usually operate EMD locomotives. GE and now WabTec is taking over EMD nowadays however EMD is now reinventing their fleet. For example, CSX is now bringing back Flared SD70MACs with updated equipment and pretty much focusing on EMD development. Other than the Tier 4 locomotive, CSX hasn't been focusing on GE too much. Dash 3 switchers and Tier 4 ET23DCM engines are now on the scene here at CSX. Now, EMD is starting to make the move forward with their Hydrogen powered engines and battery operated locomotives rather than Diesel which shows that EMD might be making a comeback in the future.

@@EntirelyTrains The GE -8 series are actually suitable units for shortlines so I'm not all that surprised. It's easier to rebuild aging units to modern standards than brand new productions and older units don't need to adhere to tier four regulations. The only real reason why the SD70ACE-T4's and ET44AH's even exist is because of tax write offs. Those units are actually more problematic and waste more fuel than current power believe it or not,be it tier two or tier three units regardless if from GE or EMD. It's surprising seeing CSX rebuild their SD70AC's knowing how heavily invested they are in GE units aside from EMD -3 rebuilds just like Norfolk Southern. CSX finally returned their ST70AH-T4's after realising how unreliable and costly those units are. That's also why Norfolk Southern,BNSF,and KCS canceled their leases or orders of them. Union Pacific keeps putting them in and out of storage for the same electronic and traction motor failures. The ET23DCM's are SD40-2's that Wabtech themselves have completely rebuilt with GE prime movers that somewhat are basis of the ALCO 539's. With how reliable and everlasting the 645E3's are I just believe it's a waste of time trying to change any versatile SD40-2's. CSX sold all of their ST70AH's to PRLX just because of the electronic problems alone from those units correlating to wiring and harnesses if not overheating cabinets. The same issues were present when Union Pacific and Canadian Pacific were dealing with the SD9043MAC's and SD90MAC-H's. The SD70ACU rebuild program was much better with electronics from Mitsubishi rather than keeping Siemens which EMD made a massive mistake of doing,espiecally for traction motors. The SD70M's and SD70MAC's were really the last best units in major numbers and widespread usage,also easier to diagnose and run tests with. The SD70ACE's are always debatable including the SD70M-2's which are flat out hit or miss of working or not. CAT/PRLX is doing testing with the SD40J and SD70H but obviously only time will tell if it works or not. Like I previously mentioned there was problems as time kept going on from EMD while GE kept getting better and more distribution. It literally will take a miracle for CAT/PRLX to surpass GE extremely in terms of the market even if just using EMD's title.

@Slim_Slid Looks like for EMD, they should stick to what they are best at - small locomotives. It's not like they will go out of business producing those, as depending on any particular railroad switchers and mainline switchers are much more needed than the conventional mainline units. GE, however like you mentioned, are much more progressive which is why their success in producing GE units has increased over decades. My opinion is that EMD is wasting a lot of potential trying to go for large mainline units only to be passed around from railroad to railroad because of their unreliability, whereas GE seems to be the way to go especially for mainline and potentially switching. But GE can not outrun EMD in terms of smaller local units, shortline power, or switching units due to their sheer reliability and efficiency.

@@EntirelyTrains EMD alone have always been perfect when it comes to switchers. They really revolutionised the industry with the MP15DC's,MP15AC's,and MP15T's for switching and mainline usage combined. Back in those years of course,EMD was still highly preferred for heavy and grunt work while GE and even ALCO were dealing with their problems. The only thing that GE outdid EMD with was their 70T's which are smaller,lighter,and faster that can handle ragged and tight trackage in every aspect which is why those units were very popular in logging until getting dispersed to shortlines and other secondary ownership. Even though I already mentioned it,EMD and GE can be very good at switching but at the end of the day it all depends on DC traction. A pair of C44-9W's or ES44DC's and SD70M's can handle heavy switching and do it quicker than SD40-2's. The GP15-1's,GP38-2's,GP39-2's,GP40-2's,and GP60's are obvious examples of EMD retaining their switching title. Those units are all that's left for longer manifests and heavier tonnage which the actual switchers I mentioned don't obtain the braking capacity for. There is many MP15DC's/AC's still in usage elsewhere among the outliving GP40-2's & SD40-2's so EMD will never lose their title of reliability and switching couped with reputation. Everyone knows what happened with the Gensets,even the PR43C's for example,and that same conclusion will happen again if CAT/PRLX tried to make switchers because of using Caterpillar prime movers. They need to quit attempting and just remain as a rebuild and leasing program for what's left of EMD on the market. It's better to keep what's alive rather than trying to repair something that's not broken to begin with. MKR was also doing decent with switchers of their own and actually managed to figure out durability by only using certain Caterpillar prime movers. Their downward spiral was what happened with the MK5000C's when Union Pacific and Southern Pacific was leasing with them. They had more orders for BC Rail until the company switched to MPI but then ultimately got acquired by GE. The only other things they did before all of that was leasing,rebuilds,repairs,and testbed units like the TE70-4S' and TE40-4S with Sulzer engines. CAT/PRLX needs to be on that same route and stop trying to spend large amounts of money on short lived results.

@@Sudhanshurai653 Thank you! I love the bridge over the Ganges!

@@supperspeed405 Look at my entire channel and try to spot the trend

CSX pulls the autorack train from Drew Park, just northeast of downtown Tampa, pulls it parallel to busch blvd, comes to sulphur springs, and comes down. The autorack train doesn't originate or terminate at clearwater itself

Thanks! I only have 4 engines so there's not much I can do with a roster video :)

@@EntirelyTrains I’m actually selling some old Cheesie B23-7s

@@JustATeenageRailfan Cool!

Yeah, I agree EMD is better look wise, but performance wise GE wins and is why GEs are used most by the railroads, as they comply with emission standards, are less noisy, and overall are reliable. EMDs are better when you are looking at a short distance and less railcars, which is why most road switchers and yard switchers are EMDs, especially those I've seen on CSX.

Thanks!

@@EntirelyTrains Your welcome Dude 😎

I agree, but efficiency wise GE has been better in most aspects.

mooyN

Gracias amigo

That's cool! This was 2 years ago, I have improved quite a bit since then in custom paper modeling.

Ok but can you show us

@@fatimawilkinson3960 Idk maybe soon!

Okay

Thank you very much Baltimore! I'm still watching your videos almost every day! cheers

@@EntirelyTrains Thx!

😎😎😎

Yo

@@EntirelyTrains im finally back after a 5 month long break from posting

Thanks bro!

Yeah thats rare lol.

yes

Thanks!

Glad you enjoyed it

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Nonono

No foaming 🤑

@@EntirelyTrains H1 AYO H1 AYO H1 IS HERE AYO H1!!!!!

Thank you!

Lol

Thanks bro 👍

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U earned a sub cuz u made me remember that game

I loved that games so kuch

Much*

@@joemargabad thanks so much I love the game too

What