Electric, Diesel and Steam Locomotives

[Sterling1]

This question is somewhat related to what I am going to ask: Who was Reserve Mining? What kind of locos did they roster? I noticed a recently repainted SD38-2 in Trains Magazine with a Mars light on the front.
Matt

[CSSHEGEWISCH]

Reserve Mining Company was the "pure railroad"; one commodity, hauled loads downhill and empties uphill.
Actually, Reserve Mining Co. was a private intraplant carrier owned by Republic Steel Co. and Armco Steel Co. which operated between an open pit taconite mine in Babbitt, MN and the pellet plant on Lake Superior at Silver Bay. Its fleet consisted of some SW1200's and various non-turbocharged SD's (SD9/18/28/38-2). It shut down in the wake of the collapse of the steel industry in the 1980's and was later re-opened under new ownership as Cyprus Northshore Mining Co.

[Sterling1]

What the most common controls one would find on a late steam era steam loco? I have pictures of diesels, but not electrics or steam. In a coal powered steam loco, how would the stoker be powered by? Also what would the vents the water tank section of the tender look like in the case of New York Central's Niagara class? I know that there were instances where the trains would be coming to pick up water via water scoop at 80 miles per hour!

[Sterling1]

I have noticed that there are variations in the front end lights on locomotives. Who made the rotating or moving lights and who governs what kinds of headlighting or markers must be on the ends of a loco? What are those rules?

[Sterling1]

OK, this does not have to do with locomotives of any kind: Does anyone know of any great websites that feature railroad crossing signs such as wig-wags, crossbuck, and the yellow and black round warning signs?
All help is greatly appreciated!!![;)]

[Sterling1]

This question/idea has been on my mind for a few days now: Back in the 1970s-present there have been "master" and "slave" helper units. Now the question: is it possible to lead with the slave units in a train and the master units all the way in the rear of the train? Is it possible to have an engineer and conductor in the slave units up front, while an engineer in the master units in the rear controls the train?

I know the questions are dumb, but I wondered about them for a few days!

[arbfbe]

Technologically, it is possible. That is just what happens when a train with remotes backs up, isn't it?

Generally, it would be a bad idea and not allowed by any sort of railroad rules I am aware of.

Get off the caffine, Kid..

[Sterling1]

QUOTE: Originally posted by arbfbe

Technologically, it is possible. That is just what happens when a train with remotes backs up, isn't it?

Generally, it would be a bad idea and not allowed by any sort of railroad rules I am aware of.

Get off the caffine, Kid..

I rarely drink caffine, not from coffee, from soda. The stuff hardly exists at this location[;)] . . .

[Sterling1]

I was thinking: Norfolk Southern(NS) has some units which have head and ditch lights on both ends. Which locos are these; I am looking for road numbers and types (GE, EMD) and which models.
Thanks in Advance
Matt

[Sterling1]

QUOTE: Originally posted by Sterling1

I was thinking: Norfolk Southern(NS) has some units which have head and ditch lights on both ends. Which locos are these; I am looking for road numbers and types (GE, EMD) and which models.
Thanks in Advance
Matt

Jeez, no one wants to post on this . . . hmmm . . .

[Sterling1]

I was looking in railpictures recently and saw some third rail shoes knockers found on the Albany to New York Empire State Line. Why even have those?
Also would it have been possible to equip some of the Genesis locos with pantographs for run through use onto the Northest Corridor?

[Sterling1]

Been a long time . . .

[Sterling1]

. . . since I left a question . . . ???

[Sterling1]

On RailPics again I saw some MLW units, RS-10 and RS-23. What's their horsepower, tractive effort and other details?
Thanks in Advance
Matt

[Sterling1]

RailPics again, this time with RSC-14 and RSC-17. Yes same stuff as above.

[Anonymous]

RS-10- 1,600 HP, 12-cyl 244, weight~243,000 lbs., 51 built
RS-23- 1,000 HP, 6-cyl 251C, weight~233,000 lbs., 40 built
RSC-14- 1,400 HP, built from RS-18's
RSD-17- 2,400 HP, 16-cyl 251B, weight~339,000 lbs., only 1 built

[Sterling1]

QUOTE: Originally posted by Guilford350

RS-10- 1,600 HP, 12-cyl 244, weight~243,000 lbs., 51 built
RS-23- 1,000 HP, 6-cyl 251C, weight~233,000 lbs., 40 built
RSC-14- 1,400 HP, built from RS-18's
RSD-17- 2,400 HP, 16-cyl 251B, weight~339,000 lbs., only 1 built

Thanks for the info.
Matt

[coborn35]

QUOTE: Jeez, no one wants to post on this . . . hmmm . . .

It not really that, its just that we generally do not post on old posts, because they are old and usually not current. If you start a new post then you will probably have more luck with posts.

[CSSHEGEWISCH]

The third-rail shoes found on the Albany-New York line are probably from the P32AC's (700 series) assigned to this line to operate into New York City on the third-rail electrification south of Croton-Harmon.

Dual power with a 600 volt DC third-rail electrification required some major design modifications with the FL9 and P32AC so dual power with 11,000 volt AC overhead may be theoretically feasible but I have no idea of the magnitude of design changes required from the existing Genesis design.

[M636C]

My understanding of the operation of the AC converters in the P32AC is that the input voltage is in the range 1000v to 1500v DC.This could be provided from transformers and rectifiers from 11000 to 25000 v AC 60Hz. This could allow a simple conversion of a P32AC or a DM30AC, using the same control operation as on the third rail. The space, weight and cooling for the transformer would be the main problem, and would probably require the carbody to be lengthened maybe ten feet.

Peter

[Sterling1]

I was on Rail Pics and noticed a Trona SD40T-2. Who was Trona and what locomotives did they roster?

[Sterling1]

QUOTE: Originally posted by coborn35

QUOTE: Jeez, no one wants to post on this . . . hmmm . . .

It not really that, its just that we generally do not post on old posts, because they are old and usually not current. If you start a new post then you will probably have more luck with posts.

I noticed your DMIR graphics and would like to know what kind of locomotives DMIR rostered throughout its history as an ore hauler.

Matt

[Anonymous]

QUOTE: Originally posted by Sterling1

I was on Rail Pics and noticed a Trona SD40T-2. Who was Trona and what locomotives did they roster?

Here is a good roster- http://www.trainweb.org/rosters/TRC.html

[coborn35]

Roster compiled by R. Craig
Updated: 30 Nov. 2001
Road No. Qty Model Notes
11 1 NW2 Reblt to SW1200
200-208 9 SD38AC -
209-213 5 SD38-2 -
214 1 SD38DC Ex-EJ&E 655
215 1 SD38-2 Ex-B&LE 892
216,217,221-223 5 SD3DC Ex-B&LE 863 & 861 and ex-EJ&E 651-653
301, 303, 305,
306, 307,308 6 SD-M Reblt from SD18s[yeah]
310, 312, 316
317 & 321 5 SD-M Reblt from SD18s & a SD9
9002 1 SD38-2 ISO 9002 celebration; Re# from 211
400-419 20 SD40-3 Reblt from ex-SP/SSW SD45T-2s; 416 & 418 use SD45-2 shells: they are cool to look at.

Hope this helps. GO DMIR!!!!

[Sterling1]

I was in railpics today and was looking at Wisconsin Central SD45. Are there any differences because I noticed the numbers scheme didn't particularly go inorder.

Also what was the deal with EMD SD45X 5740? Anyting different in this locomotive from SD45?

Matt

[CSSHEGEWISCH]

EMD SD45X 5740 was a 4200 HP testbed originally with a V-20 engine. The V-20 fell out of favor when fuel prices rose since it had a reputation as a gas guzzler.

[Randy Stahl]

QUOTE: Originally posted by Sterling1

I was in railpics today and was looking at Wisconsin Central SD45. Are there any differences because I noticed the numbers scheme didn't particularly go inorder.

Also what was the deal with EMD SD45X 5740? Anyting different in this locomotive from SD45?

Matt

When we started the WC we got a group of SD-45s from the BN. The numbers were a jumble of numbers from 6400s which were the ex Frisco engines, the 6500s that were single electrical cabinet BN units and some 6600s which were a mix of ex Frisco, and GN.
As time went on we were continually renumbering locomotives that were run through some kind of program. The locomotives numbered in the low 6500s were given Q-Tron micro processors, mainly because they had one main high voltage cabinet. I think the Q-Tron numbers were 6501- 6533. In the last few years of the WC we were also rebuilding the 20 cyl engines, we then renumbered them into the 7500s to reflect the work. The 6400s and the 6600s were a troublesome group and it was decided to rewire these engines and apply the EM 2000 micro. We went ahead and renumbered all of them into the 6495s until we also rebuilt the prime movers and renumbered them again into the 7495s. We bought a group of engines from the ATSF and began numbering them 6578-6598. a second group from the ATSF began at 6599-6624 I think.
We also bought a few one off engines from Helm leasing, If I remember right we started numbering those right after the ex santa Fe engines. We also bought a few SDF-45s from the Santa Fe and stated numbering those in the 6650s.
Randy

[Sterling1]

QUOTE: Originally posted by Randy Stahl

QUOTE: Originally posted by Sterling1

I was in railpics today and was looking at Wisconsin Central SD45. Are there any differences because I noticed the numbers scheme didn't particularly go inorder.

Also what was the deal with EMD SD45X 5740? Anyting different in this locomotive from SD45?

Matt

When we started the WC we got a group of SD-45s from the BN. The numbers were a jumble of numbers from 6400s which were the ex Frisco engines, the 6500s that were single electrical cabinet BN units and some 6600s which were a mix of ex Frisco, and GN.
As time went on we were continually renumbering locomotives that were run through some kind of program. The locomotives numbered in the low 6500s were given Q-Tron micro processors, mainly because they had one main high voltage cabinet. I think the Q-Tron numbers were 6501- 6533. In the last few years of the WC we were also rebuilding the 20 cyl engines, we then renumbered them into the 7500s to reflect the work. The 6400s and the 6600s were a troublesome group and it was decided to rewire these engines and apply the EM 2000 micro. We went ahead and renumbered all of them into the 6495s until we also rebuilt the prime movers and renumbered them again into the 7495s. We bought a group of engines from the ATSF and began numbering them 6578-6598. a second group from the ATSF began at 6599-6624 I think.
We also bought a few one off engines from Helm leasing, If I remember right we started numbering those right after the ex santa Fe engines. We also bought a few SDF-45s from the Santa Fe and stated numbering those in the 6650s.
Randy

When you are talking about rebuilding the 20 cylinder engines, do you mean rebuilding critical parts, or replacing the engines with 16-645F prime movers.

Also another question, what's the highest amount of horsepower that can be produced from a 16-645E, 16-645E3, 20-645E3, and 16-645F?

Matt

[Randy Stahl]

Think about it .
Randy

[oltmannd]

For RR service, the traction HP is as follows:

16-645E - 2000 HP
16-645E3 - 3000 HP (although UPs Centenials were rated at 3300HP)
20-645E3 - 3600 HP
16-645F3 - 3600 HP

You can squeeze more HP out of the turbocharged engines, to a point, by increasing the fuel and/or engine RPM, but that will cost you in reliability.

The EMD 16-710G3 started life rated at 3800 HP. This was later bumped up to 4000 and now to 4300 HP. A similarly rated 20-710G3 would give you roughly 5500 HP.