CSSHEGEWISCHYou have to think beyond our borders: The four models and railroads are: DD35: UP, SP DD35A: UP DDA40X: UP DDM45: EF Vitoria a Minas (Brazil) The DDM45 was designed for meter gauge, and 8 motors were needed in order to utilize the high horsepower.
Exactly. They are SD45s on meter gauge D trucks. Your question.
DS4-4-1000 ricktrains4824 Basically a narrow gauge SD45(?), IIRC. And that's why they needed the additional axles, the meter gauge, as it needed the weight spread further for the narrow track gauge. I recall the main reason for the D trucks was the traction motors. The EMD standard narrow gauge traction motor of the time was unable to handle 600 HP continuously.
ricktrains4824 Basically a narrow gauge SD45(?), IIRC. And that's why they needed the additional axles, the meter gauge, as it needed the weight spread further for the narrow track gauge.
I recall the main reason for the D trucks was the traction motors. The EMD standard narrow gauge traction motor of the time was unable to handle 600 HP continuously.
As an iron ore road, CVRD did not need to spread the load. They had six axle Krauss Maffei ML 4000s just like those on Southern Pacific except for the gauge. The EMD D29 motor could not handle 500HP continuously and the early South African GT26C units were rated at 2600 HP rather than the 3000 HP of standard gauge GT26C units.
This was overcome in South Africa by the D43 motor, which could take 500 HP continuously, but I believe the D43 will only just fit 3'6" gauge and would be too big for metre gauge.
M636C
M636CAs an iron ore road, CVRD did not need to spread the load. They had six axle Krauss Maffei ML 4000s just like those on Southern Pacific except for the gauge. The EMD D29 motor could not handle 500HP continuously and the early South African GT26C units were rated at 2600 HP rather than the 3000 HP of standard gauge GT26C units. This was overcome in South Africa by the D43 motor, which could take 500 HP continuously, but I believe the D43 will only just fit 3'6" gauge and would be too big for metre gauge.
As a bit of confirmation (as if any were needed) here is the comparable EFVM modification for a dash-9:
Paul (CSSHEGEWISH) it is your question.
Sorry about the delay but here it is: EMD's cow-calf locomotives (TR series) were usually sold in A/B or A/B/B (TR3) sets. Which railroad bought calf (booster) units without a corresponding cow (cab) unit.
Union Railroad purchased two extra TR5Bs.
We have a winner. Your question, NorthWest.
One customer purchased SW900s with flexicoil trucks. Name the customer, and the unofficial nickname the units were given.
NorthWest One customer purchased SW900s with flexicoil trucks. Name the customer, and the unofficial nickname the units were given.
Well, that was fast. Good job; all yours.
Pickering Lumber 101-104. But what about the Southern British Columbia (BC Hydro?) units?
I'd have mentioned something about Pickering using friction bearings in the Flexicoil trucks. And notching the steps to clear the swing of the brake cylinders, and integrating flange oilers on the truck frames... what was it the EMD guy said, "you don't have curves ... you have corners!"
I don't know what their nickname was...
BC Hydro was renamed Southern Railway of British Columbia.
Sorry about the Pickering units; I recalled them being SW1200s. Probably mixed them up with the Simpson units.
Ok, here is a question....
I visited Vancouver BC in 1986 (September?) and visited the Expo.
By this time, I think BC Hydro had become part of the BC railway.
Anyway, a friend and I visted BC Hydro using public transport, using buses and at least one trolleybus, getting off at pretty isolated locations. On the way there, we stopped off at at at harbourside rail terminal where we photographed two very small switchers.
These were imported and I was amazed to see these in North America.
I don't have full details of these but I'm sure someone here does....
Just the name of the builder (which I know) will do as an answer but other details, including how long they might have lasted, would be appreciated.
These worked there in Sixties, once painted light blue Nos. 21 22. Hudswell built.
http://4.bp.blogspot.com/-NSVxywhl4Fw/UIMe2MgwS6I/AAAAAAAALEs/0PrZJdv30Sw/s1600/Dagenham+Dock+22.jpg
http://www.trainweb.org/oldtimetrains/industrial/bc/VW_22.jpg
This worked down there also. Now preserved.
http://www.trainweb.org/oldtimetrains/industrial/bc/UGG_6503.JPG
A Dispatcher and I were there in '86 for Expo and rode to the waterfront on our Mountain Bikes, he having never seen a Diesel locomotive as old as CP 6503. He was impressed, esp. with wood lining in cab.
And, yes, there were other more-modern SMALL switchers working the elevators, but, we paid them no heed.
Rode fifteen 15 miles on my Mountain Bike 2 day.
Thank You.
NDG And, yes, there were other more-modern SMALL switchers working the elevators, but, we paid them no heed.
The above must be what we saw...
I don't think the Hudswell Clarkes were still working in 1986, or my companion who specialised in industrial units would have found them and we would have photographed them too...
As foreign visitors we found the buses more convenient than trying to find our way through a strange city.
But the units we saw were from the same country from a builder with the same first letter in its name...
Are you talking about the Hunslet locomotives?
Good for YOU!, Sir!
Back in the day this F-M OP was in the Vancouver area, also.
http://forum.atlasrr.com/forum/data/Mark%20R/2012325124842_F-M%20on%20BCR%201004.jpg
As was this, one of two. BC Electric Interurbans used to pass beneath building to right of headlight, and onto the street to join City cars.
https://farm8.staticflickr.com/7214/6902800998_ca90836b1b_z.jpg
These locomotives and their kin, the BLW 8000 Road Switchers.
http://www.mountainrailway.com/Roster%20Archive/CP%207000B/CP%207066.htm
Across the water were two 2 Limas, Shays that is.
http://westonlangford.com/media/photos/110388.jpg
Great place to see, just before it changed.
DS4-4-1000 Are you talking about the Hunslet locomotives?
This shouldn't be too hard.
A certain New York City railroad purchased a boxcab demonstrator from a locomotive builder to comply with the Kaufman Act. The locomotive was successful and lasted until the Railroad Company was disbanded. This locomotive was the only boxcab switcher built and sold by this particular company, although the company built similar boxcabs in a partnership. Name the locomotive company and the railroad that bought and operated it. Extra points if you can cite the significance of the diesel engine which was installed in this locomotive.
Jay Street Connecting Railroad No 300 built by Alco in May 1931.
A lot of material written about the locomotive's engine is wrong.
The engine was a Mackintosh and Seymour model 330, and it was the first of the Alco standard engine range. The "300" represented the power range and the "30" the year first test run. A larger engine, the 531 followed.
During the 1940s a much more powerful engine was built but with smaller bore (9" rather than 9.5") and this took the prefix number 2, engine model 241.
The 330 engine is not an Ingersoll Rand design as often listed.
You got it M636C. It is your turn.
Another question:
A small switcher was designed by one subsidiary of a major builder and built by another. Eighteen locomotives were ordered but only ten delivered, and those were returned as unsatisfactory and were resold to another railroad.
Strangely, 150 units to basically the same design were built under licence in Europe and used by a National railway where they were used as road units. They were regarded as a great success and remained in service for more than thirty years.
Name the builder (the parent company or the actual builder) and the original customer.
Extra marks for the European operator and classification.
The switchers were designed by Whitcomb and built by the Canadian Locomotive Co. (CLC). They were ordered by Canadian National and rejected, to be picked up by Rock Island.
CSSHEDEWISCH:
I never understood the Rock Island's diesel ordering! They had diesels from nine companies, including those Canadian switchers. That meant extra material inventory to carry. I worked at Northtown Diesel Shop in the 1980's had to contend with parts for both GE and EMD.
What was the reason that the CN rejected those switchers?
Ed Burns
CSSHEGEWISCH The switchers were designed by Whitcomb and built by the Canadian Locomotive Co. (CLC). They were ordered by Canadian National and rejected, to be picked up by Rock Island.
I looked them up in one of my RI books. It says they were partially built at Whitcomb's Rochelle Illinois plant and then sent to Canada for final assembly. Including installation of the diesel engine. The book says problems with that engine were part of the reason the CN rejected them. They did have Canadian builder's plates on them.
Jeff
Ed, they had prime mover problems and were repowered and derated when they went to the Rock Island. I believe that one went to a short line, though. NS 2200 series?
I think that the Rock Island purchased whatever was cheapest; particularly in later years when money was tight.
When we were in Baltimore c. 1968, travelling East via ACY F-Ms, MRY Sharks still NYC, WM, a steam trip RDG 2102? to Durand and back seeing CN 9000-03 A-B-B-A on some sort of auto parts hot shot ex Canada and the GTW 1951 and GTW F units in the green, we wound up in Baltimore at a old roundhouse which stabled EMD Switchers c 1940 and H-16-44s.Down the yard, going for scrap were two 2 of the ex CNR Whitcombs, one Washington and Old Dominion, the other Rock Island. As we looked them over, two B&O H-16 charged past, making the day.Then off to the Reading which still used Train Masters, as did the CNJ.Then home via NYC behind CUT Electrics, Es and D&H PA ex Albany.The Whitcombs had CNR steam-style number plates in 7800 series and I am always hoping one shows up on eBay.CNR Steam plate as affixed to CNR 9000.http://www.imagescn.technomuses.ca/railways/index_view.cfm?photoid=1311443571&id=55http://www.imagescn.technomuses.ca/railways/index_view.cfm?photoid=-3317287&id=55The Whitcombs' would be centred under headlight on Rad end.Representative CNR Number Plate. Some were Cast Iron, others Bronze.http://www.antiquesnavigator.com/ebay/images/2013/221281262615.jpgThank You.
For the record, nobody's answered the terms of the question yet (although it's clear they know what the answers are):
Designed by Whitcomb, then a Baldwin subsidiary. built by CLC, a Fairbanks-Morse subsidiary. Probably engined by Buda (with Lanova energy-cell combustion system, and the head-cracking problem) -- I think re-engined with Superior 40-series, for one.
The European company would probably be NS (Dutch railways). License-built by Schneider?
Some more information if readers are interested:
The CRIP 650HP Sterling prime movers were replaced with 500HP Catterpillar prime movers. I think the Washington and Old Dominion locomotive was not repowered.
The European models are the NS 2200s, which had similar road trucks to the ex-US Army 44 Tonners that NS recieved. Schneider was the licensee.
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