Plymouth was a major builder of small locomotives for a long time and then it disapeared after it was aquired by Ohio Locomotive Crane. What happened? Did Ohio Locomotive mismanage Plymouth after they aquired it? Was Plymouth already in an irreversable decline before it was aquired? With other mom and pop operations, such as brookeville, why no Plymouth?
JoeBlowPlymouth was a major builder of small locomotives for a long time and then it disapeared after it was aquired by Ohio Locomotive Crane. What happened? Did Ohio Locomotive mismanage Plymouth after they aquired it? Was Plymouth already in an irreversable decline before it was aquired? With other mom and pop operations, such as brookeville, why no Plymouth?
No idea. One thing is that Plymouth's heyday was when loaded freight cars were in the 50-60 ton gross weight. With today's freight cars favoring the gross weight at the 286K, it doesn't take many cars to be way beyond the ability of any thing Plymouth built to be able to hanle. Secondly, as time passed, 1st Generation diesels, both switchers and road units became plentiful and cheap on the second hand locomotive market and they had abilities far in excess of what Plymouth was building.
Never too old to have a happy childhood!
Plymouth 'Engines' that I recall seeing ( and there were not many!); seemed to be mopre of a 'cobbled together' product(?).... The frame and ody seemed tom be a fairly well put together product, ut the 'power' seemed to be sadly lacking in oooom;lpgh(?).., The engines I saw ran the gamot of flat heaqd Fords, and automotive 'refits', to obviously, under-powered six cylinders of automotive origins; BaltACD is right on target with his assessment of them. Their target market seemed to be small mining operators, sand pits, and gravel pits, and small plants where one car might need top be moved sort distance ?
In the 1950's, and into the 19 60 's, there was a lot of fully-sized power from all manufacturers available to move heavier loads, around, if needed..
samfp1943In the 1950's, and into the 19 60 's, there was a lot of fully-sized power from all manufacturers available to move heavier loads, around, if needed..
Even the traditional end cab switcher is getting rare...
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68 samfp1943 In the 1950's, and into the 19 60 's, there was a lot of fully-sized power from all manufacturers available to move heavier loads, around, if needed.. Even the traditional end cab switcher is getting rare...
samfp1943 In the 1950's, and into the 19 60 's, there was a lot of fully-sized power from all manufacturers available to move heavier loads, around, if needed..
BaltACD No idea. One thing is that Plymouth's heyday was when loaded freight cars were in the 50-60 ton gross weight. With today's freight cars favoring the gross weight at the 286K, it doesn't take many cars to be way beyond the ability of any thing Plymouth built to be able to hanle. Secondly, as time passed, 1st Generation diesels, both switchers and road units became plentiful and cheap on the second hand locomotive market and they had abilities far in excess of what Plymouth was building.
Don't forget about Trackmobiles and Shuttlewagons. There are a lot more of them around now than when I started.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
zugmann BaltACD No idea. One thing is that Plymouth's heyday was when loaded freight cars were in the 50-60 ton gross weight. With today's freight cars favoring the gross weight at the 286K, it doesn't take many cars to be way beyond the ability of any thing Plymouth built to be able to hanle. Secondly, as time passed, 1st Generation diesels, both switchers and road units became plentiful and cheap on the second hand locomotive market and they had abilities far in excess of what Plymouth was building. Don't forget about Trackmobiles and Shuttlewagons. There are a lot more of them around now than when I started.
Overlooked them!
BaltACDOverlooked them!
Trackmobile has a hell of a sales team, apparently.
One of our customers did get their little plymouth rebuilt in the past few years by Plymouth Locomotive Services, if I remember right.
Here's the replacement. The need hasn't gone away. But another company is doing the job. If you stand still and resist innovation, you'll get destroyed.
https://www.republiclocomotive.com/index.html
Ohio Locomotive Crane was purchased by IPS Cranes
IPS Cranes
IPS Cranes acquires American & Ohio Locomotive Crane | Trains Magazine
You may be on to something in terms of weight
Plymouth locomotives were first built in 1910 by the J. D. Fate Company, which became Fate-Root-Heath in 1919.[2] The J.D. Fate patent application filed in 1917 shows the engine driving a clutch and a continuously variable transmission that allowed varying the speed through zero to reverse the locomotive. The output of the transmission drove a transverse jackshaft through a chain drive, with additional drive chains to the two driving axles.[3] All early Plymouth locomotives used this drive scheme.[4] The Fate-Root-Heath patent application filed in 1925 shows a far more conventional 4-speed transmission and reverse gears driving the jackshaft and final chain drive to the 2 driving axles.[5]
All early Plymouth locomotives were powered by gasoline-burning internal combustion engines, but in 1927 the first diesel was produced. The company changed its name to match its locomotive plant in the late 1950s, becoming Plymouth Locomotive Works, changing again to Plymouth Industries in the late 1970s.
In 1937, Plymouth constructed prototype short-line railroad locomotives as ran on butane and propane, one of each. Plymouth was one of the world's most prolific builders of small industrial locomotives, with over 7,500 constructed of which 1,700 are believed to still be in active use, some over 50 years old. Almost all Plymouth locomotives were under 25 tons. Some of the first gas-burning locomotives used Chrysler engines. Plymouth produced locomotives in most rail gauges, mostly with mechanical torque converter transmissions."
BaltACD JoeBlow Plymouth was a major builder of small locomotives for a long time and then it disapeared after it was aquired by Ohio Locomotive Crane. What happened? Did Ohio Locomotive mismanage Plymouth after they aquired it? Was Plymouth already in an irreversable decline before it was aquired? With other mom and pop operations, such as brookeville, why no Plymouth? No idea. One thing is that Plymouth's heyday was when loaded freight cars were in the 50-60 ton gross weight. With today's freight cars favoring the gross weight at the 286K, it doesn't take many cars to be way beyond the ability of any thing Plymouth built to be able to hanle. Secondly, as time passed, 1st Generation diesels, both switchers and road units became plentiful and cheap on the second hand locomotive market and they had abilities far in excess of what Plymouth was building.
JoeBlow Plymouth was a major builder of small locomotives for a long time and then it disapeared after it was aquired by Ohio Locomotive Crane. What happened? Did Ohio Locomotive mismanage Plymouth after they aquired it? Was Plymouth already in an irreversable decline before it was aquired? With other mom and pop operations, such as brookeville, why no Plymouth?
What happened is the way the realtiobship between railroads and small customers changed. Bulk products went to Bulkmatic Terminals to be picked up by trucks and customers sidings were cut and incurred huge annual switch maintlance fees
You're missing his point. What he's saying is that in the olden days, a Plymouth loco could move around 5-6 cars at a time, with the new, heavier cars, it can only move 1-2 cars. Therefore, they really aren't cost effective today.
Backshop You're missing his point. What he's saying is that in the olden days, a Plymouth loco could move around 5-6 cars at a time, with the new, heavier cars, it can only move 1-2 cars. Therefore, they really aren't cost effective today.
I would opine that today's Trackmobile-type car movers are probably a suitable replacement for the Plymouths. And if you need it out of the way, you just drive it off the tracks.
That such machines still run in many places tends to say that there could still be a market where moving just a few cars is the norm.
As late as 1972, the US Steel warehouse in Hegewisch had a Trackmobile for moving cars (both loaded and empty) within the plant, usually one at a time. There are Shuttlewagons currently in service at Barr (CSX) and at Amtrak's coach yard at Chicago Union Station, usually associated with running repairs to cars.
EuclidAs far as I know, Plymouth never was marketing locomotives to move standard gage railcars around in the role of a trackmobile. So why cite that as a drawback?
They didn't market their locomotives to move cars?
Could be why they failed.
zugmann Don't forget about Trackmobiles and Shuttlewagons. There are a lot more of them around now than when I started.
Being able to put on and off is a time saver when working switching moves. Why buy something in the same tonnage class that can't leave the rails?
OWTX Why buy something in the same tonnage class that can't leave the rails?
I mean, they CAN leave the rails. Not recommended, though.
They can still move 5 or 6 cars. At least I see them moving 5 or 6 covered hoppers at a couple of grain elevators to/from the loading spout.
Jeff
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