Judging from pictures of RS2/3's where a sitting crewman is seen at a side window, he would have to be standing to see out of the windows above the hoods.
For the engineer sitting at the controls, you really haven't lost much visibility by raising the height of the hoods, or gained much by chopping the nose. It does allow something that is taller, such as a block signal, to be viewed longer as the engine approaches it. It doesn't for things that are at ground level, such as a trainman giving signals or a switch stand. Except for the end cab view of a traditional type switch engine, you'll lose site of something on the ground from the control position no matter how tall or short the hood is.
Jeff
Ulrich The RS-1 RS-2 and RS-3 offered superior visibility to later models such as the RS-11. Crews had 360 degree visibility from the cab... better than any other model before or since. Why was the overall design modified to make the hoods higher? What was gained by reducing crew visibility?
The RS-1 RS-2 and RS-3 offered superior visibility to later models such as the RS-11. Crews had 360 degree visibility from the cab... better than any other model before or since. Why was the overall design modified to make the hoods higher? What was gained by reducing crew visibility?
The RS-11 was available with a low short hood option from it's introduction but most railroads went with the high hood. I know D&H and SP rostered some low nose examples.
Of course the rearward vision was still inferior to the earlier designs you mention..
"I Often Dream of Trains"-From the Album of the Same Name by Robyn Hitchcock
daveklepper Yet the requisitioned and built-for-Army Alco road-switches with the 244 enngine apparently did a fine job for the military in WWII. Anybody remember the autobiographical story "Caboose Chaplain" from Railroad Magazine? Maybe Classic Trains should reprint it! It also provides some interesting commentary on the present situation in Iran.
Yet the requisitioned and built-for-Army Alco road-switches with the 244 enngine apparently did a fine job for the military in WWII. Anybody remember the autobiographical story "Caboose Chaplain" from Railroad Magazine? Maybe Classic Trains should reprint it! It also provides some interesting commentary on the present situation in Iran.
Except that they were built with 539 engines, same as any other RS1's.
cx500 Another point is that the raised hood in the RS-11 provided space for the optional dynamic brakes over the engine. The short hood was thus available for a steam generator if desired. The RS-3 could come equipped with either option, but not both. John
Another point is that the raised hood in the RS-11 provided space for the optional dynamic brakes over the engine. The short hood was thus available for a steam generator if desired. The RS-3 could come equipped with either option, but not both.
John
The few "hammerhead" RS3s/RSD5s with the raised short hood for both dynamics and steam ( LV, C&NW) looked like they hadn't been planned well. Alco also had a hard time with deliveries of a few orders in the mid 1950s. SP in particular had to wait about a year for an order of RSD5s, while EMD could deliver SD9s in volume pretty quickly. Once the SD9s had settled into their roles, there was little interest in the RSD5s, which had a relatively short life in low-value service.
That 'overall' visibility is important for a yard switcher, but a road unit really needs forward visibility, and some rear visibility if doing short work. Looking down the long hood of a GP9 or an RS11 really has very good sight lines.
The RS1 was a glorified S-2 switcher on a lengthened frame and road trucks. It has good all-round sight lines. The 539 power plant had a poor power/weight ratio and was doomed as far as growth beyond 1000 hp.
The RS2/3 had a very expensive to manufacture cab(note all the curves). The 244 power plant had so many problems that it doomed the Alco.
EMD offered it's GP7 years later than Alco offered it's RS series, but the GP7 could do everything that the F7 could do and it cost less - Rail management took note. The appearance of being as tall as the covered wagons made it seem to be a real 'road' locomotive. The RS3 basically could do all the same things, but did not have the 'look' of a true road locomotive to some eyes. Alco replaced the RS3 with the RS11 in 1956 - All new 251 series power plant and a 'full height' hood like the EMD product. It just 'looked' like a road locomotive, not something less. The unfortunate thing for Alco was that many US railroads were just completing dieselization(the big order were ending), and by 1958 there was a recession. Even EMD was having a hard time selling locomotives.
Jim
Modeling BNSF and Milwaukee Road in SW Wisconsin
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