The ALCo diesel locomotive thread

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

QUOTE: Originally posted by kevinstheRRman

This thread survived longer then ALco itself

Someone needs to educate that boy. [:0] [}:)] [;)]

There are 40 year old Alcos still around and pulling. The Century line was/is a very good line of locos. The 251 engine was as good or better than the engines GE or EMD had available at that time, and even achieved better mpg than the competitors. If you think Alco closed because of a product that wasn't up to par with the competitors you are wrong. Show me a 40 year old GE diesel/electric still pulling. Look at the numbers produced and see which has a higher percentage still working.

IF you think Alco was disliked by all railroads, once again you are wrong. I quote from The American Locomotive Company A Centennial Remembrance by Richard T. Steinbrenner, "The CNW tried various EMD and GE C-C units as replacements without satisfaction. When the F-M units were retired in 1975, the C628's were reassigned to the Lake Shore Division to replace them, and they were an instant success, due to their combination of low speed lugging capability, their dynamic brakes, and their general ruggedness."

This is but one example of a dependable loco that a railroad was happy with owning. Also notice that CNW had tried the other two competitors and were unhappy with them.

I think the last post needs repeating.

A little truth for the forum ostriches. [:p]

[Anonymous]

QUOTE: Originally posted by kevinstheRRman

This thread survived longer then ALco itself

Someone needs to educate that boy. [:0] [}:)] [;)]

There are 40 year old Alcos still around and pulling. The Century line was/is a very good line of locos. The 251 engine was as good or better than the engines GE or EMD had available at that time, and even achieved better mpg than the competitors. If you think Alco closed because of a product that wasn't up to par with the competitors you are wrong. Show me a 40 year old GE diesel/electric still pulling. Look at the numbers produced and see which has a higher percentage still working.

IF you think Alco was disliked by all railroads, once again you are wrong. I quote from The American Locomotive Company A Centennial Remembrance by Richard T. Steinbrenner, "The CNW tried various EMD and GE C-C units as replacements without satisfaction. When the F-M units were retired in 1975, the C628's were reassigned to the Lake Shore Division to replace them, and they were an instant success, due to their combination of low speed lugging capability, their dynamic brakes, and their general ruggedness."

This is but one example of a dependable loco that a railroad was happy with owning. Also notice that CNW had tried the other two competitors and were unhappy with them.

[Anonymous]

QUOTE: Originally posted by kevinstheRRman

This thread survived longer then ALco itself

Someone needs to educate that boy. [:0] [}:)] [;)]

There are 40 year old Alcos still around and pulling. The Century line was/is a very good line of locos. The 251 engine was as good or better than the engines GE or EMD had available at that time, and even achieved better mpg than the competitors. If you think Alco closed because of a product that wasn't up to par with the competitors you are wrong. Show me a 40 year old GE diesel/electric still pulling. Look at the numbers produced and see which has a higher percentage still working.

IF you think Alco was disliked by all railroads, once again you are wrong. I quote from The American Locomotive Company A Centennial Remembrance by Richard T. Steinbrenner, "The CNW tried various EMD and GE C-C units as replacements without satisfaction. When the F-M units were retired in 1975, the C628's were reassigned to the Lake Shore Division to replace them, and they were an instant success, due to their combination of low speed lugging capability, their dynamic brakes, and their general ruggedness."

This is but one example of a dependable loco that a railroad was happy with owning. Also notice that CNW had tried the other two competitors and were unhappy with them.

[M636C]

tariq,

I haven't seen the modified DL541 arrangement in a long time. In the locomotives built with this arrangement, friction dampers are applied horizontally in line between the pivot and the rubber bearers. The ride should be smoother laterally because there is no build up of force followed by a "breakaway" as occurs with the original lubricated slides. The rubber bearer can be designed to provide a given lateral restoring force, not present in the original lubricated slides. The extra vertical flexibility should assist in improving the ride as well.

Peter

[M636C]

tariq,

I haven't seen the modified DL541 arrangement in a long time. In the locomotives built with this arrangement, friction dampers are applied horizontally in line between the pivot and the rubber bearers. The ride should be smoother laterally because there is no build up of force followed by a "breakaway" as occurs with the original lubricated slides. The rubber bearer can be designed to provide a given lateral restoring force, not present in the original lubricated slides. The extra vertical flexibility should assist in improving the ride as well.

Peter

[Anonymous]

peter

I got the mod deatils done on DL541 IN autrailia. But it looks that it would not help much in controlling Yaw or lateral motion. How this tri-mount bogie controls that motion

tariq

[Anonymous]

peter

I got the mod deatils done on DL541 IN autrailia. But it looks that it would not help much in controlling Yaw or lateral motion. How this tri-mount bogie controls that motion

tariq

[Grinandbearit]

Kevin, My thoughts exactly!!!

[Grinandbearit]

Kevin, My thoughts exactly!!!

[M636C]

Paul,

As you say, the DL-531s (48 and 830 classes) are still operating in large numbers. The 3'6" lines of ARG in South Australia are almost exclusively operated by these units, and Silverton and Pacific National make a lot of use of them on lighter track.

The minor private operators still use a few of the DL 500 (44 or 930 classes) and the DL541 (45 and 600 classes). The DL 500G (442 and 700 classes) have a few units still working, but these units are being heavily rebuilt as GEs (GL class) using second hand equipment from ex Conrail C30-7s, and some (RL class) as EMDs with rebuilt SD50 engines and equipment. About half the original total will be rebuilt.

Of the later Comeng built units, three CE618s (Westrail NA and NB) remain, two on standard gauge and about half of the 80 class (CE615s) are still around and operable with Silverton and Pacific National.

The last of the Pilbara units, the rebuilt Robe River C636s have gone as a result of the combination with Hamersley into Pilbara Rail, and the delivery of more GE Dash 9s.

But most types are hanging on with private operators in twos and threes and are not under imminent threat, since there is a general locomotive shortage.

Peter

[M636C]

Paul,

As you say, the DL-531s (48 and 830 classes) are still operating in large numbers. The 3'6" lines of ARG in South Australia are almost exclusively operated by these units, and Silverton and Pacific National make a lot of use of them on lighter track.

The minor private operators still use a few of the DL 500 (44 or 930 classes) and the DL541 (45 and 600 classes). The DL 500G (442 and 700 classes) have a few units still working, but these units are being heavily rebuilt as GEs (GL class) using second hand equipment from ex Conrail C30-7s, and some (RL class) as EMDs with rebuilt SD50 engines and equipment. About half the original total will be rebuilt.

Of the later Comeng built units, three CE618s (Westrail NA and NB) remain, two on standard gauge and about half of the 80 class (CE615s) are still around and operable with Silverton and Pacific National.

The last of the Pilbara units, the rebuilt Robe River C636s have gone as a result of the combination with Hamersley into Pilbara Rail, and the delivery of more GE Dash 9s.

But most types are hanging on with private operators in twos and threes and are not under imminent threat, since there is a general locomotive shortage.

Peter

[Anonymous]

This thread survived longer then ALco itself

[Anonymous]

This thread survived longer then ALco itself

[CSSHEGEWISCH]

Question for Peter and Dave:
How well are the Alco-related designs holding up in Australia? There don't seem to be too many left besides the 48 class.

Paul

[CSSHEGEWISCH]

Question for Peter and Dave:
How well are the Alco-related designs holding up in Australia? There don't seem to be too many left besides the 48 class.

Paul

[M636C]

Tariq,

Sorry, I've been away. The official maximum speed for the WDM2 (DL-560) in India is 120km/h, close to the 75 mph you quote.

There are a number of electric locomotives in India with Alco Trimount trucks, and these are limited to 120 km/h also.

The higher speed locomotives use trucks that appear to be Alco Hi-Ad (as used on C-636) and EMD Flexicoil, or similar to these. These are allowed to do 140km/h.

I have spoken to my contacts about the modifications to the trimount, but they were no help as to the reasons for the changes.

Peter

[M636C]

Tariq,

Sorry, I've been away. The official maximum speed for the WDM2 (DL-560) in India is 120km/h, close to the 75 mph you quote.

There are a number of electric locomotives in India with Alco Trimount trucks, and these are limited to 120 km/h also.

The higher speed locomotives use trucks that appear to be Alco Hi-Ad (as used on C-636) and EMD Flexicoil, or similar to these. These are allowed to do 140km/h.

I have spoken to my contacts about the modifications to the trimount, but they were no help as to the reasons for the changes.

Peter

[Anonymous]

hi-looks like no body really want to discuss alco any more

[Anonymous]

hi-looks like no body really want to discuss alco any more

[Anonymous]

can any body tell at what speed dl-560 has been running in India. If it is allowed to ron less than 75mph then what are the reasons.

[Anonymous]

can any body tell at what speed dl-560 has been running in India. If it is allowed to ron less than 75mph then what are the reasons.

[Anonymous]

QUOTE: Originally posted by Mikeygaw

http://www.railpictures.net/viewphoto.php?id=41290

figured i post it since it's recent... dont know much about it other than what's provided in the pic

Mikey, [:)]

The Alco that David was talking about is the Alco PA.

The Alco in the link you provided is a FA.

There is a difference. [;)]

[Anonymous]

QUOTE: Originally posted by Mikeygaw

http://www.railpictures.net/viewphoto.php?id=41290

figured i post it since it's recent... dont know much about it other than what's provided in the pic

Mikey, [:)]

The Alco that David was talking about is the Alco PA.

The Alco in the link you provided is a FA.

There is a difference. [;)]

[CSSHEGEWISCH]

I would assume that the DL-560 (aka WDM2) is probably the Alco design with the highest production figures due to its ongoing production by DLW in India. What design is in the number two spot? This includes total production by Alco, MLW, DLW, Commonwealth Engineering and any other licensees.

[CSSHEGEWISCH]

I would assume that the DL-560 (aka WDM2) is probably the Alco design with the highest production figures due to its ongoing production by DLW in India. What design is in the number two spot? This includes total production by Alco, MLW, DLW, Commonwealth Engineering and any other licensees.

[Anonymous]

nrec should be getting the money as they have the rights for the loco

[Anonymous]

nrec should be getting the money as they have the rights for the loco

[CSSHEGEWISCH]

Regarding the continuing production of Alco-designed locomotives in India under license by DLW, who is the recipient of the royalties and licensing fees that are generated as a result?

[CSSHEGEWISCH]

Regarding the continuing production of Alco-designed locomotives in India under license by DLW, who is the recipient of the royalties and licensing fees that are generated as a result?

[Anonymous]

HI-if some body have procedure or instructions for ovrhaulling these type of trucks tri-mount alco(*dl560-dl543).

I need to know how they used to verify the relationship between three points in the running sheds.WeRE THEY DETRUCKING THE PLATFORM EVERYTIME