ALCO RSD-15

[adrianspeeder]

I do remember reading somewhere that some railroad's FAs were converted to natural gas. Thought it was NV, but it must be somethin' else. Anybody know?

Adrianspeeder

[Anonymous]

QUOTE: Originally posted by adrianspeeder

I thought that the Napa Valley Wine Train converted their ALCOs to run on natural gas, for the environment and stuff.

Adrianspeeder

No. The NV Wine train is still diesel. I'm just not sure if they've been converted to EMD power or not.

[Anonymous]

QUOTE: Originally posted by adrianspeeder

I thought that the Napa Valley Wine Train converted their ALCOs to run on natural gas, for the environment and stuff.

Adrianspeeder

No. The NV Wine train is still diesel. I'm just not sure if they've been converted to EMD power or not.

[Anonymous]

I had the terrible mis-fortune of seeing 6 RSD-15's be scrapped in Green Bay, WI about 5 yrs ago. They had been owned by Wisc. Central; aquired in the Green Bay & Western / Fox River Valley RR (FRVR) merger. They were former Lake Superior and Ishpeming (anybody ever been to Ishpeming?) nee former Santa Fe (I think.) They were bought by the FRVR as extra power for the Green Bay to Milwaukee trains. They turned out to be fairly unreliable and were parked after no-too-many trips to Milwaukee. The WC had them scrapped at the North Green Bay roundhouse (former C&NW facility.) Later, they scrapped most of the facility itself. Gotta love those RR bean-counters.

[Anonymous]

I had the terrible mis-fortune of seeing 6 RSD-15's be scrapped in Green Bay, WI about 5 yrs ago. They had been owned by Wisc. Central; aquired in the Green Bay & Western / Fox River Valley RR (FRVR) merger. They were former Lake Superior and Ishpeming (anybody ever been to Ishpeming?) nee former Santa Fe (I think.) They were bought by the FRVR as extra power for the Green Bay to Milwaukee trains. They turned out to be fairly unreliable and were parked after no-too-many trips to Milwaukee. The WC had them scrapped at the North Green Bay roundhouse (former C&NW facility.) Later, they scrapped most of the facility itself. Gotta love those RR bean-counters.

[adrianspeeder]

I thought that the Napa Valley Wine Train converted their ALCOs to run on natural gas, for the environment and stuff.

Adrianspeeder

[adrianspeeder]

I thought that the Napa Valley Wine Train converted their ALCOs to run on natural gas, for the environment and stuff.

Adrianspeeder

[Anonymous]

Trust me gentlemen, there are plenty of FPA-4s to go around, and so far, to my knowledge, none have been re-engined. They are very reliable locomotives, the NV wine train has em, so does the Grand Canyon RR and many many more tourist RRs.

[Anonymous]

Trust me gentlemen, there are plenty of FPA-4s to go around, and so far, to my knowledge, none have been re-engined. They are very reliable locomotives, the NV wine train has em, so does the Grand Canyon RR and many many more tourist RRs.

[Anonymous]

The Napa Valley Wine Train in Napa Ca. has a A-A set of FPA-4's in service. Unsure if they're still ALCo powered.

[Anonymous]

The Napa Valley Wine Train in Napa Ca. has a A-A set of FPA-4's in service. Unsure if they're still ALCo powered.

[Anonymous]

QUOTE: Originally posted by 440cuin

Speaking of rare Alcos, what about the PAs, hundreds were made but only 2 very rough examples survive now.

The PA's are probably one of the most well-kown Alco types and yet one of the rarest. What about Alco FA's? There is CP FA-2 4090 (I have an HO model of this engine made by Model Power) and FB-2 4469 preserved at the Canadian Museum of Rail Travel in Cranbrook, B.C. How many other FA's are still in existence?

[Anonymous]

QUOTE: Originally posted by 440cuin

Speaking of rare Alcos, what about the PAs, hundreds were made but only 2 very rough examples survive now.

The PA's are probably one of the most well-kown Alco types and yet one of the rarest. What about Alco FA's? There is CP FA-2 4090 (I have an HO model of this engine made by Model Power) and FB-2 4469 preserved at the Canadian Museum of Rail Travel in Cranbrook, B.C. How many other FA's are still in existence?

[Anonymous]

QUOTE: Originally posted by kenneo

QUOTE: Originally posted by drailed1999

You should see all the Baldwins they have in Sacramento too. They even have one of the Krauss-Maffei diesel hydralic hood units. It's weired to look underneath and see driveshafts instead of traction motors

I know that they have one -615 (ex SP) that they rebuilt, and that there are 6 former TRONA Baldwins running loose somewhere, and a former ONW (ex SP) in storage non-operable in Oregon, so what Baldwins does Cal-State have?

Which model KM is at Cal-State? Should be the "Camera Unit", I think. Nose was rebuilt to house cameras for the locomotive simulator programs. That would be a Model 2 (hood). The HO modles follow the DRGW Model 1 type. The SP bought them from the DRGW, and so had 6, one of which they promptly incinerated in a tunnel on Donner by getting the hydralic oil too hot.

The last three Hydralics were Alco made with Voith Transmissions with Carden Shafts (like all of the German made units, too). 4,000 HP, but I think they used two 2,000 HP 251 short blocks, but it was about the same time as the 18-251 came out. Anyway, they had two sets of cooling radiators (one behind the cab and one at the far end of the long hood) and all three were cut up after only about 5 or so years of service. They were real roundhouse queens, rode like they had no springs and could straighten out curves with no strain whatsoever. SP misused them like they did with the German made units. These were high-speed constant torque units like steam is, not like diesel-electrics which are variable-torque. They flat failed as pushers on drags over Donner.

The Baldwins are ex US Navy DRS 4-4-15 , DRS 6-6-15 & AS616. The KM unit is the old camera car you refer to but it has had it's entire nose that housed the cameras cut off.
The guys i used to work with said that all the diesel hyd. units did nothing but leak and that the ALCo DH-643's were prone to derail because their truck " being asymetrical " was mounted long end to the ends. [:D]

[Anonymous]

QUOTE: Originally posted by kenneo

QUOTE: Originally posted by drailed1999

You should see all the Baldwins they have in Sacramento too. They even have one of the Krauss-Maffei diesel hydralic hood units. It's weired to look underneath and see driveshafts instead of traction motors

I know that they have one -615 (ex SP) that they rebuilt, and that there are 6 former TRONA Baldwins running loose somewhere, and a former ONW (ex SP) in storage non-operable in Oregon, so what Baldwins does Cal-State have?

Which model KM is at Cal-State? Should be the "Camera Unit", I think. Nose was rebuilt to house cameras for the locomotive simulator programs. That would be a Model 2 (hood). The HO modles follow the DRGW Model 1 type. The SP bought them from the DRGW, and so had 6, one of which they promptly incinerated in a tunnel on Donner by getting the hydralic oil too hot.

The last three Hydralics were Alco made with Voith Transmissions with Carden Shafts (like all of the German made units, too). 4,000 HP, but I think they used two 2,000 HP 251 short blocks, but it was about the same time as the 18-251 came out. Anyway, they had two sets of cooling radiators (one behind the cab and one at the far end of the long hood) and all three were cut up after only about 5 or so years of service. They were real roundhouse queens, rode like they had no springs and could straighten out curves with no strain whatsoever. SP misused them like they did with the German made units. These were high-speed constant torque units like steam is, not like diesel-electrics which are variable-torque. They flat failed as pushers on drags over Donner.

The Baldwins are ex US Navy DRS 4-4-15 , DRS 6-6-15 & AS616. The KM unit is the old camera car you refer to but it has had it's entire nose that housed the cameras cut off.
The guys i used to work with said that all the diesel hyd. units did nothing but leak and that the ALCo DH-643's were prone to derail because their truck " being asymetrical " was mounted long end to the ends. [:D]

[kenneo]

QUOTE: Originally posted by TARGUBRIGHT

railpac, mudchicken and kenneo you three need to get together and write a book.
Thanks for the education!!!!
TIM A

Already been done.

Diesels From Eddystone by Gary W. Dolzall and Stephen F. Dolzall and printed by Kalmbach, copyright 1984.

[kenneo]

QUOTE: Originally posted by TARGUBRIGHT

railpac, mudchicken and kenneo you three need to get together and write a book.
Thanks for the education!!!!
TIM A

Already been done.

Diesels From Eddystone by Gary W. Dolzall and Stephen F. Dolzall and printed by Kalmbach, copyright 1984.

[Anonymous]

railpac, mudchicken and kenneo you three need to get together and write a book.
Thanks for the education!!!!
TIM A

[Anonymous]

railpac, mudchicken and kenneo you three need to get together and write a book.
Thanks for the education!!!!
TIM A

[kenneo]

QUOTE: Originally posted by drailed1999

You should see all the Baldwins they have in Sacramento too. They even have one of the Krauss-Maffei diesel hydralic hood units. It's weired to look underneath and see driveshafts instead of traction motors

I know that they have one -615 (ex SP) that they rebuilt, and that there are 6 former TRONA Baldwins running loose somewhere, and a former ONW (ex SP) in storage non-operable in Oregon, so what Baldwins does Cal-State have?

Which model KM is at Cal-State? Should be the "Camera Unit", I think. Nose was rebuilt to house cameras for the locomotive simulator programs. That would be a Model 2 (hood). The HO modles follow the DRGW Model 1 type. The SP bought them from the DRGW, and so had 6, one of which they promptly incinerated in a tunnel on Donner by getting the hydralic oil too hot.

The last three Hydralics were Alco made with Voith Transmissions with Carden Shafts (like all of the German made units, too). 4,000 HP, but I think they used two 2,000 HP 251 short blocks, but it was about the same time as the 18-251 came out. Anyway, they had two sets of cooling radiators (one behind the cab and one at the far end of the long hood) and all three were cut up after only about 5 or so years of service. They were real roundhouse queens, rode like they had no springs and could straighten out curves with no strain whatsoever. SP misused them like they did with the German made units. These were high-speed constant torque units like steam is, not like diesel-electrics which are variable-torque. They flat failed as pushers on drags over Donner.

[kenneo]

QUOTE: Originally posted by drailed1999

You should see all the Baldwins they have in Sacramento too. They even have one of the Krauss-Maffei diesel hydralic hood units. It's weired to look underneath and see driveshafts instead of traction motors

I know that they have one -615 (ex SP) that they rebuilt, and that there are 6 former TRONA Baldwins running loose somewhere, and a former ONW (ex SP) in storage non-operable in Oregon, so what Baldwins does Cal-State have?

Which model KM is at Cal-State? Should be the "Camera Unit", I think. Nose was rebuilt to house cameras for the locomotive simulator programs. That would be a Model 2 (hood). The HO modles follow the DRGW Model 1 type. The SP bought them from the DRGW, and so had 6, one of which they promptly incinerated in a tunnel on Donner by getting the hydralic oil too hot.

The last three Hydralics were Alco made with Voith Transmissions with Carden Shafts (like all of the German made units, too). 4,000 HP, but I think they used two 2,000 HP 251 short blocks, but it was about the same time as the 18-251 came out. Anyway, they had two sets of cooling radiators (one behind the cab and one at the far end of the long hood) and all three were cut up after only about 5 or so years of service. They were real roundhouse queens, rode like they had no springs and could straighten out curves with no strain whatsoever. SP misused them like they did with the German made units. These were high-speed constant torque units like steam is, not like diesel-electrics which are variable-torque. They flat failed as pushers on drags over Donner.

[TH&B]

Speaking of rare Alcos, what about the PAs, hundreds were made but only 2 very rough examples survive now.

[TH&B]

Speaking of rare Alcos, what about the PAs, hundreds were made but only 2 very rough examples survive now.

[Anonymous]

You should see all the Baldwins they have in Sacramento too. They even have one of the Krauss-Maffei diesel hydralic hood units. It's weired to look underneath and see driveshafts instead of traction motors

[Anonymous]

You should see all the Baldwins they have in Sacramento too. They even have one of the Krauss-Maffei diesel hydralic hood units. It's weired to look underneath and see driveshafts instead of traction motors

[mudchicken]

Never was around an Alco engined RSD-15 while it was running. Was around the three Santa Fe EMD engined mongrels at Barstow, Ca on the humps mated to slugs and those were impressive. Saw the RSD-15 now at Sacramento when John Reid had it mothballed at the Albuquerque roundhouse and saw the stored/ repainted IHRC pair from Squaw Creek at Connersville, IN.....Santa Fe Mechanical people at La Junta and Raton liked the RSD-15 over the SD-24's in coal service because they could outpull their 2-cycle cousins. When ATSF was ready to buy more 6-axle units, RSD-15's were not in the catalog any more and the ALCO Century Series demonstrators on ATSF (C-628's?) failed miserably. Enter GE and the rest was history. (The GE U23C and U33C's were not exactly stellar either and the rebuilt SD-24s / SD-"26" units outshined everything else over Raton for years)... there's a lesson in Quality and reliability in here somewhere....

[mudchicken]

Never was around an Alco engined RSD-15 while it was running. Was around the three Santa Fe EMD engined mongrels at Barstow, Ca on the humps mated to slugs and those were impressive. Saw the RSD-15 now at Sacramento when John Reid had it mothballed at the Albuquerque roundhouse and saw the stored/ repainted IHRC pair from Squaw Creek at Connersville, IN.....Santa Fe Mechanical people at La Junta and Raton liked the RSD-15 over the SD-24's in coal service because they could outpull their 2-cycle cousins. When ATSF was ready to buy more 6-axle units, RSD-15's were not in the catalog any more and the ALCO Century Series demonstrators on ATSF (C-628's?) failed miserably. Enter GE and the rest was history. (The GE U23C and U33C's were not exactly stellar either and the rebuilt SD-24s / SD-"26" units outshined everything else over Raton for years)... there's a lesson in Quality and reliability in here somewhere....

[Anonymous]

QUOTE: Originally posted by bryan9664

Here Jim.
This web page features my favorite locomotives.
www.austinsteamtrain.org

For more info click on eather Alco diesel 442[:)] or Southern Pacific 786[:)].
To see more pics click photo gallery.
Latter I'll email you pics I took.

Talk to you latter Jim.

Sincerly, Bryan Henderson [:)]

Hey Bryan, I'm also a big RSD-15 fan. I can't wait for the Ca. State RR museum to get one of their 5 or 6 ex-Santa-Fe's restored to running condition.[:D][:D] Also dream of the day someone will make a plastic HO model of one too.[:p][:p]


PS nice paint job on the 442. Love that Black Widow. [:)][:D][8D]

[Anonymous]

QUOTE: Originally posted by bryan9664

Here Jim.
This web page features my favorite locomotives.
www.austinsteamtrain.org

For more info click on eather Alco diesel 442[:)] or Southern Pacific 786[:)].
To see more pics click photo gallery.
Latter I'll email you pics I took.

Talk to you latter Jim.

Sincerly, Bryan Henderson [:)]

Hey Bryan, I'm also a big RSD-15 fan. I can't wait for the Ca. State RR museum to get one of their 5 or 6 ex-Santa-Fe's restored to running condition.[:D][:D] Also dream of the day someone will make a plastic HO model of one too.[:p][:p]


PS nice paint job on the 442. Love that Black Widow. [:)][:D][8D]

[Anonymous]

barbarosa: you are partially correct, MLWs M-640 was built as a standard AC-DC locomotive, however, in the mid-to late 80s (I can't think of the exact year) CP Rail used the unit as a test bed for new AC technology. Unfortunately, by that time the unit no longer contained its original 18-251F rated at 4,000hp, I belive a 16-251E replaced it.[V]
TARGUBRIGHT: no offence taken. The main reason ALCos are so scarce is because ALCo went out of business in 1969, and its subsidary Montreal Locomotive Works (MLW) was bought by Bombardier in 1978. ALCos are by no means poor preformers, you could run them through hell, so to speak (and many RRs did), only have to change a cylinder head or two every 6months to a year, and put em back on the road. Most ALCos were sturdy locomotives and good pullers, like the S-2 or 4 not enough horsepower to spin its wheels, they would pull anything you put behind them. ALCo suffered from poor sales most of its life, after the problems with the 244 engine customers were some what weary to buy their 251 powered machines, which had almost no problems at all. Ok I'm gonna go take a nap now.[8D]