QUOTE: Originally posted by M.W. Hemphill This isn't unusual. In any mature, technologically demanding, capital-goods market there is rarely more than two major players in the open market. In large passenger aircraft, there are Boeing and Airbus; large tracked machinery, Caterpillar and Komatsu; large lattice-boom cranes, Manitowoc and Liebherr; and so forth.
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QUOTE: Originally posted by railman Rail PIcts is a very easy site to burn hours on....almost as addicting as these forums.[:D]
QUOTE: Originally posted by UPTRAIN Loco Johns...http://www.csx-sucks.com and check the photos.
QUOTE: Originally posted by M636C No further Australian Questions? Peter
QUOTE: Originally posted by M636C The X class, of Victorian Railways, later Freight Australia and now Pacific National, and the Queensland Rail 2130 were both export versions of SD-38s, the X being a G-26C but the 2130 being a GL-26C, with 16-645E engines. L = Lightweight Frame The GL-26Cs were all narrow (3'6") gauge but the X (G-26C) were used on both broad (5'3") and standard gauge. The QR is stll running quite a few GL-26C, they had about 100 numbered in the 2100 and 2200 series. The oldest units with DC generators are mainly out of service and some were sold to The "Antofagasta and Boliva Railway" (FCAB) in Peru. There is a plan to rebuild some as GT-22C, replacing the 16-645 with a 12-645E3, which increases the power slightly, 2000HP to 2250HP, but improves the fuel economy under most operating conditions. These may be ballasted up to about 110 tonnes fom the original 96 tonnes (hence the "L" in the original model number) to improve haulage capacity. The oldest X class, which also had DC generators (numbers X 31 to X36), and which originally had the rare 16-567E engine (a 645 fitted with 567 cylinder liners) making them G-16C as built, have generally been modernised with 16-645E3 engines and alternators making them GT-26C and increasing the power from 2000HP to 3000HP. The rebuilds are considered successful, and three new frames are being built to use up spare trucks and motors salvaged from scrapped Cab units. The rebuilds kept their class and number, but recently it was decided to renumber the rebuilds XR 550 to XR 555 (one original unit is to be preserved, but some newer units were rebuilt, so a gap has been left at XR556 for one more rebuild). The new units are to be XR557 to XR559. XR555 was completed after the Pacific National takeover, and is painted blue and yellow, rather than the dark green with yellow "wings" on the nose. It is also testing a new muffler required for the new units - rebuilds don't need to meet new environmental legislation. The XR are, of course, also heavier than the original X class. The later X class are expected to continue as 2000HP units. New Zealand! This is a separate country, even though the flags of NZ and Australia are a bit alike (NZ has red stars). The railways, called "Tranz Rail" until recently, were run by Wisconsin Central and for a while by CN (a lot of locomotives were painted largely black under CN control, but with yellow on the cab instead of red!). Tranz Rail was purchased by Australian transport company Toll, a part owner of Pacific National in Australia, and they have intoduced a sort of lime green and yellow scheme which New Zealanders don't like (they say it is too Australian - Australian sports colours are dark green and yellow - we say the green is nothing like our sports colours!) Toll Rail inherited mainly a fleet of fairly old U26C units,(class DX) standard GE export units used all over the world, some GT22C EMD units (DFT) rebuilt from Canadian built G22C s (class DF) and some G22 U6 units (class DC) rebuilt from Canadian G12s. U6 = U for universal (Narrow gauge), 6 means six axles, but only four motors (A1A-A1A) There are a few old switchers with four or six coupled wheels, and some G8 U6 units (DBR) that look much like the G22U6 units, but have different (lighter) frames. The few remaining passenger trains are usually hauled by class DC locomotives, even under 25kV catenary on the "North Island Main Trunk Line". Like QR, NZR have 3000 kW electric Bo'Bo'Bo' locomotives, and these sometinmes haul passenger as well as freight. Peter
QUOTE: Originally posted by Sterling1 Hmm since we talked about Australia, let's talk about smoe place elsewhere in the British Commonwealth; if it's in North America instead go ahead. What motive power and type of rolling stock does India uses these days?
QUOTE: Originally posted by Sterling1 QUOTE: Originally posted by Sterling1 Hmm since we talked about Australia, let's talk about smoe place elsewhere in the British Commonwealth; if it's in North America instead go ahead. What motive power and type of rolling stock does India uses these days? While the above question simmers, I wonder what the Polish railway system is using for their motive power, and oh please apply the all deatils format; the info being greatly appreciated[:D]
QUOTE: Originally posted by M636C OK, India! For many years, India has built its own versions of Alco export units and these are still the most common units in India. Recently they have started getting EMD GT46MAC units, and one of these was illustrated on a recent thread on the MR Forum, one of Antonio's about modified SDP40F units as EMD test units. This isn't a "correct" EMD Export designation, because the "MAC" is really a carry over from Domestic model designations. There are also A1A-A1A passenger versions, where one inverter bank is used for HEP, as is an option on recent Alaska SD70MAC units. The Indian units are really a repackaged SD70MAC to fit lower height and broad gauge. There are two main types of Alco units, the 5'6" gauge DL-560, which has a really high tech frame with integral fuel tank (also a feature of UPs C-855 Alcos). The DL-560 has a 16-251 rated at 2600 HP, and is a sort of export C-628 again lower in height. Some of these had an ugly wide nose cab, but most units had high noses. This was the main broad gauge unit, although there were a few EMD GT16C, a sort of export, high hood SD24. On metre gauge, there was a DL-535 a lightweight six axle unit with a turbocharged and intercooled (air to air intercooler, as now on used the GE ES44 series) 6-251D rated at 1200 HP. These were unbelievably low in height, about 12 feet high to meet really serious clearance restrictions. India has actually exported these to Tanzania in Africa and to Vietnam and Malaysia in South East Asia. EMD got to build a few truly weird GA12 units with body mounted motors, 1'B'B'1' wheel arrangement driven through cardan shafts, and some GA12C C'C' units as a slightly more practical version. India has a lot of 25kV AC electrification, and after trying French locomotives with geared monomotor trucks, they developed their own units with Alco trucks, and six motorsper unit. There are also DC and dual voltage versions of these units, geared for both passenger and freight. More recently, they got modern electric units from ABB, and built some of their own with trucks copied from US Alco C-636 units. I'll give Poland a miss right now, and suggest to Dan that the SDL39s actually ended up in Chile, modified for broad gauge! And I wouldn't dare make that up! They are in a green and blue colour scheme now. Peter
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