Andrew: Yes there were 27 RS-27s and that total included the five ALCO demonstrators. See http://www.thedieselshop.us/Alco_RS27.HTML for a roster of the RS-27s. Two RS-27s are extant on the Minnesota Commercial, they are former C&NW units.
Ed
Andrew Falconer The story that I have read is that there were only 27 built of the ALCo RS-27. There were 4 or 5 demonstrators built. Not sure if the 27 includes the demonstrators. Andrew Falconer
The story that I have read is that there were only 27 built of the ALCo RS-27. There were 4 or 5 demonstrators built. Not sure if the 27 includes the demonstrators.
Andrew Falconer
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The Alco issue of Trains a few years back, which was very objective in that ir didn't just give praise, had an interesting article by someone who operated the large Centuries for Illinois Central I believe. If I recall, he wasn't impressed, and said that at a certain speed range they rocked violently.
What the ALCO C630 did was pioneer the GE alternator drive. ALCO had an alternator drive in the field a nearly a full year before GE managed the same thing with its U30B Demonstrators in mid 1966. And what GE did with its "new" alternator drive was take more business away from ALCO.
SSW9389 beaulieu: The Alco C630 was not the first locomotive equipped with an alternator. If you had said it was the first production locomotive equipped with an alternator I would have agreed with you. The Alco C630 first built in July 1965 was the third road locomotive built in the United States with an alternator. It was preceeded by EMD demonstrators #462 the last F9A built in May 1960 and #434 the first SD40X built in July 1964. Also the C420 is in overall third place for Century Series production with 131 total units built. The Century with the most units built is the C424 with 190 units closely followed by the C628 with 186 units. Ed
beaulieu: The Alco C630 was not the first locomotive equipped with an alternator. If you had said it was the first production locomotive equipped with an alternator I would have agreed with you. The Alco C630 first built in July 1965 was the third road locomotive built in the United States with an alternator. It was preceeded by EMD demonstrators #462 the last F9A built in May 1960 and #434 the first SD40X built in July 1964.
Also the C420 is in overall third place for Century Series production with 131 total units built. The Century with the most units built is the C424 with 190 units closely followed by the C628 with 186 units.
Mea Culpa, on the production totals I forgot the production for Mexico's railroads. EMD #462 was more of a test mule than a Demonstrator, and in a way so was EMD 434. The later 434A - 434F were the real Demonstrators although 434 did demonstrate and is still working.
While only 34 Century 636 units were built by Alco themselves, another 29 (17 for Mt Newman and 12 for Hamersley Iron) were built in Australia by A.E.Goodwin. Those two customers also bought 37 and 27 M636s respectively.
In fact, six heavily rebuilt C636 units are still in service with Fortescue Metals, the fifth operator in the Pilbara.
M636C
Actually, on the SP, the best were those little RSD-12's. Those little guys could pull a house down if given half a chance.
beaulieu: The Alco C630 was not the first locomotive equipped with an alternator. If you had said it was the first production locomotive equipped with an alternator I would have agreed with you. The Alco C630 first built in July 1965 was the 12th road locomotive built in the United States with an alternator. It was preceeded by EMD demonstrators #462 the last F9A built in May 1960 and #434 the first SD40X built in July 1964, #434A-434D EMD SD40Xs built in February 1965, #434E-434H EMD SD40Xs built in April 1965 and #433 EMD GP40X built in May 1965.
beaulieu Yes Alco used GE electrical equipment, but GE did not hold back the newer designs. Alco's problem was that every GE locomotive would have been an Alco order. So fewer orders means less money to work with, and Alco couldn't match GE and EMD engineering talent. The very first locomotive equipped with an alternator was an Alco C630 using a GE Alternator. Alco was literally burned by the Aluminum wiring problem in that they had to rewire a lot of their newest locomotives at their expense, and when EMD pushed the horsepower race to 3600 hp. Alco's engine suffered more serious teething problems, than either GE or EMD (although fewer locomotives were involved). The problems weren't solved before Alco ceased building locomotives, and was reorganized as Worthington before the problems of burned pistons were finally cured. The best Alco Century series locomotive was the 2000 hp. C420, which was built in the largest numbers. Only the earlier S2/S4 switcher series could be considered a more successful design.
Yes Alco used GE electrical equipment, but GE did not hold back the newer designs. Alco's problem was that every GE locomotive would have been an Alco order. So fewer orders means less money to work with, and Alco couldn't match GE and EMD engineering talent. The very first locomotive equipped with an alternator was an Alco C630 using a GE Alternator. Alco was literally burned by the Aluminum wiring problem in that they had to rewire a lot of their newest locomotives at their expense, and when EMD pushed the horsepower race to 3600 hp. Alco's engine suffered more serious teething problems, than either GE or EMD (although fewer locomotives were involved). The problems weren't solved before Alco ceased building locomotives, and was reorganized as Worthington before the problems of burned pistons were finally cured.
The best Alco Century series locomotive was the 2000 hp. C420, which was built in the largest numbers. Only the earlier S2/S4 switcher series could be considered a more successful design.
TomDiehlAs I understand the story, Alco used General Electric generators and traction motors. When GE started marketing their own line of locomotives, Alco was getting the older design equipment from GE, when they kept the best and newest stuff for their own line.
As I understand the story, Alco used General Electric generators and traction motors. When GE started marketing their own line of locomotives, Alco was getting the older design equipment from GE, when they kept the best and newest stuff for their own line.
Murphy Siding Somewhere, I read a blurb for a book about late series ALCO road switchers. I *think* it was about RS32's(?), and there were only 27 built(?), or something like that. The main gist of it, was that with the Century series, ALCO had finally built a versatile,tough, competitive locomotive, some of which stayed in service 50 years or so, but that it was too late to make a difference for the company. Were the late series road switchers any good? When I think of ALCO Century Series, I immediately think of the double diesels ALCO built for UP. Not a good image.
Somewhere, I read a blurb for a book about late series ALCO road switchers. I *think* it was about RS32's(?), and there were only 27 built(?), or something like that. The main gist of it, was that with the Century series, ALCO had finally built a versatile,tough, competitive locomotive, some of which stayed in service 50 years or so, but that it was too late to make a difference for the company.
Were the late series road switchers any good? When I think of ALCO Century Series, I immediately think of the double diesels ALCO built for UP. Not a good image.
Alco did a whole lot of things right with the Centuries. They were mechanically well organized and layed out.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
I would note that in Canada MLW built versions of the Century series (M630 and M636 models)lasted well into the 1990's in mainline, Class 1 service .
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