The ever-popular, often penurious CHICAGO GREAT WESTERN.
Overmod The ever-popular, often penurious CHICAGO GREAT WESTERN.
For some reason CGW only bought a couple of GP7s, delivered right after the last F7Bs, but with lower EMD order numbers.
To you, Overmod...
I am tempted to pose this while I'm thinking of a better question:
In the timeframe of a recent question, a railroad featuring prominently in a recent question tested the same number and general type of locomotive in a recent question on an infamous line mentioned in several recent questions.
As far as I've seen, only one fairly obscure reference mentions this test as having been conducted. You'll get credit for the railroad and the line, but you'd likely need to find particulars of the two locomotives to do it...
Guessing does NOT count.
. No double posting.
I am beginning to tire of tech inadequacy.
And if you don't like that one:
A railroad famously figuring in many posts here bought used locomotives that had to be modified to run on their system. They had the work done by a company that used parts from other locomotives from the original owner that were removed to make the 'other locomotives', which had been originally essentially suitable (with only minor modifications) to be run on the famous railroad, suitable for the original service from which the used locomotives were taken.
What are the famous and original railroads, all the locomotive classes in question, and the reasons for the modifications? Extra credit -- but not much, considering -- for the name of the people that did the work.
Erik in particular should get this without particular delay.
Bumping this up since there has been nothing posted here in over 25 days. Could we get a clue or two or even a new question?
Hint to the first question: electric locomotives. The system involved was a pioneer in more than one type of power, and the tested locomotives continued that 'innovation'. In the years leading up to our entry into a major conflict.
Hint to the second question: it involved locomotives discussed in a fairly major thread a couple of weeks ago.
New question pending if no one shows an interest in either of these two.
I am interested in both question from Overmod but I have no clue to the answer. I wish Overmod would reveal the answer of them when posting the new question so that reader and I can learn something from it, but it is up to you. Cheers!
Jones 3D Modeling Club https://www.youtube.com/Jones3DModelingClub
Overmod And if you don't like that one: A railroad famously figuring in many posts here bought used locomotives that had to be modified to run on their system. They had the work done by a company that used parts from other locomotives from the original owner that were removed to make the 'other locomotives', which had been originally essentially suitable (with only minor modifications) to be run on the famous railroad, suitable for the original service from which the used locomotives were taken. What are the famous and original railroads, all the locomotive classes in question, and the reasons for the modifications? Extra credit -- but not much, considering -- for the name of the people that did the work. Erik in particular should get this without particular delay.
The New York Central R Class Motors and the ones sold to the South Shore? Was just reading the Wikipedia entry. I'll get some other books out later. All I could think of.
narig01: you are on the right track but need more detail. Where did the parts come from?
Hint for the other question: New Canaan.
Are you referring to the New Haven railroad EF-4s, formerly Virginian class EL-C electrics that we’re sold to the. New Haven in 1963 after Norfolk and Western, who bought the Virginian in 1959 and discontinued electric operations in 1962.
I’d assume the locomotives had to been modified to run on the New Haven’s electric system, as I expect it would have been different from the Virginian system.
Worth note is the fact that these locos where re-classes E33 following the PRR classification system after the New Haven/Penn Central merger and continued use though Conrail into the 1980s.
Hope I got it right!
Regards, Isaac
I model my railroad and you model yours! I model my way and you model yours!
SPSOT fanAre you referring to the New Haven railroad EF-4s, formerly Virginian class EL-C electrics, that were sold to the New Haven in 1963 after Norfolk and Western, who bought the Virginian in 1959, discontinued electric operations in 1962?
No. To my knowledge the EF-4s were built to run on 11kV AC and required little, if any modification to be able to run on the New Haven and the voltage-uprated PRR. As E33s they certainly had a long and effective service life, even if only the moral 3/4 equivalent of PRR's 'native' E44s.
What I'm thinking of is much more dramatic. A class of locomotives was extensively rebuilt in the Fifties, leaving a bunch of parts left over from the conversion. These were used to alter a group of locomotives built for the electrification to which the class of converted locomotives went so they could be used in a service for which, likely, the original locomotives could have served.
It isn't a hard question, and we had quite a thread on the first converted locomotives not long ago. The key is in finding out what was done with those parts...
I'm going to guess that the power in question is the P motors built for Cleveland Union Terminal (overhead wire) rebuilt for service on NYC suburban third-rail operation out of GCT. The extra parts were used in the rebuilding of the R-2's sold to South Shore.
That's them!
Looks like the deal with the South Shore worked out the way it did because the P-Motors already had boilers and tanks and the R-Motors didn't, plus the P-Motors had better ride characteristics and probably top speed. I can't find what the South Shore paid, but I'm betting they got the R-Motors at a fire sale price, along with the CUT pans. NYC's Q- and R- Motors lived a pretty sheltered life, mostly operating on the West Side Freight line and up to Harmon, though occasionally straying elsewhere.
CUT's overhead was notable for incorporating chain in some pull-offs.
I will see if I can open and access the Complete Collection later tonight and read the mid-Sixties story in Trains about the R2s' "second career" on the South Shore. One of them was the 'cover girl' for that particular issue.
South Shore bought a total of ten R2's from NYC. Six of them were rebuilt to CSS 701-706 in 1955-1958 and one more was rebuilt into CSS 707 in 1968. The three remaining hulks sat at Michigan City for quite a few years in their NYC paint and numbers.
CSSHEGEWISCH--- Your up!
Bump - to line this up with the other quiz.
Have a question ready if CSSHEGEWISCH wishes to pass, otherwise it's his.
I'm going to pass.
OK.. I shall ask the question. This is an easy-peasy one in the hopes of attracting more participants.
So don't be afraid to give it a go!
The EMD GP7 was introduced in 1949 and the succeeded by the GP9 in 1954. ( background chorus ..." booooo, hisssss "). Well whaddya gonna do, it was inevitable, and it happened that these Mikado killers resulted in long lines of steam designated for the scrap lines all over North America. Together there were more than 5,000 produced.
When was the last of these successful locomotives rolled of the line and for who? Hint-- It was an order of 2 that actually came some time after production had stopped. GM was quite accommodating and they rolled off the line late in the game. Despite some upgraded components here and there they were GP9's!
I'm not a brand-new participant, but to keep things moving here goes.
Algoma Central 171 and 172 were built by GMD London in 1963, several years after regular GP9 production ended.
Many years later GMD would build another post-production order, for CP this time. SD40-2F's 9000-9024 were built in SD60F carbodies, and shared the shop floor with other 60 series models while under construction.
Greetings from Alberta
-an Articulate Malcontent
Yes Sir, that's it! Of all railroads the Algoma Central. US production ceased in 1959.. Canadian orders trickled in for a while past that but these 2 in 1963 were really built long after that. So 1949 to 1963 and then all the rebuilds and new designations. Many still going, in service.
Of all the EMD 567-engined streamlined passenger locomotives, which one produced the least horsepower?
MoPac's AA6 7100. CRI&P's AB6s tied at 1000 HP, but to call them streamlined... I guess the cab windows qualified.
The two Seaboard railcars (2027 and 2028) were built with 201-A engines but got a 567A each for 600 HP.
The single AA6 is what I was thinking of. Half the powertrain of an E-unit but it kept all the good looks, unlike Rock Island's pair.
With only one powered truck I don't imagine Seaboard's railcars would have done very well pulling anything else besides themselves.
The AB6's had their distinctive appearance in order to blend in behind the lead E6A on the "Rocky Mountain Rocket" between Chicago and Limon, CO, where the train split for Denver and Colorado Springs.
MoPac's AA only had one powered truck, as well. The Rock's AB6s did get the E7's side windows and the red/silver paint scheme, and didn't get their second trucks powered until the second 567 was installed.
Though not an E-unit, CB&Q's General Pershing Zephyr power car 9908 "Silver Charger" was also a 567 engined model AA.
The Budd Company's RDC demonstrator 2960 toured the country widely between 1949 and 1951. Among other lines it ran demonstration trips on were two interurbans. One had recently ceased passenger service, considering the RDC as a way to offer it without wires, the other was still active, though some of its service would be replaced by diesel-hauled trains (not RDCs) the same year the test was run.
Name the interurbans.
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