Thank You NorthWest for all the information you provided! Maybe I could send a couple of the power hungry operators an email, so they know these units exist. The ones that have no problem rebuilding and modifying easily just about anything. For example TågAb and HectorRail are examples of these. TågAb besides does this for a whole bunch of others too.
NorthWest McKey, I'm not sure what books you might find more information in, if I knew that I'd probably have the info to tell you. You might also try to talk to NJT. Keep it up, though, I hope these see service again, not the torch! For a funny example here is one of the American diesels, this time a disguised Fordson tractor from 1935, actively being used to move _big_ units at TågAb locoworks.
McKey, I'm not sure what books you might find more information in, if I knew that I'd probably have the info to tell you. You might also try to talk to NJT. Keep it up, though, I hope these see service again, not the torch!
For a funny example here is one of the American diesels, this time a disguised Fordson tractor from 1935, actively being used to move _big_ units at TågAb locoworks.
Firelock, the AEM-7s, largely the same locomotive, have been going far longer than the about 15 years NJT had the ALP-44s.
PAJARR, The ALP-44s are rated at 7000 peak HP, but somewhere in the 5000s for continuous HP, while the ALP-46s are rated at 7100 and the ALP-46As are rated at 7500.
ALP-44s are 4,400 Horsepower, vs 7,000 for an AEM-7. The ALP46 that replaced them develops 4,600hp which allows them to haul 1 or 2 more bilevel coaches per train, which increases train capacity by over 200 passengers.. That is the reason that NJT retired theirs.
You're wrong, they were young and just in need of routine mid-life overhauls. The only reason they went when they did was they wanted more HP to haul their new bi-levels. That swung the equation towards buying new instead of overhauling locomotives.
To borrow some highway department terminology that enthusiast of old bridges should be familiar with, they were functionally obsolete. Their condition wasn't deficient.
I don't know about SEPTA, but I'd suspect New Jersey Transit's probably wrung every bit of work they could get out of their ALP44's, that's why they've retired them. Those units probably don't have much left to give.
I could be wrong, though.
Thank you NorthWest!
The ALP44 weight means these would be superior in pulling power compared with all other Rcs (including the weight added Rms, which is basically a ballasted Rc2). And still they would be very well withing the typical limits of lines in Sweden, Norway and Denmark. If someone will be smart enough to transport them over in time.
Which books would you recommend for additional info?
NorthWest Weight: 205,700lb, or 93.3 (metric) tonnes. 7000 HP Length: 15590mm That is all I've got, sorry. Height is probably important, too. Try checking books, as I can't find anything online.
Weight: 205,700lb, or 93.3 (metric) tonnes.
7000 HP
Length: 15590mm
That is all I've got, sorry. Height is probably important, too.
Try checking books, as I can't find anything online.
Would any of you know where more technical info on these could be found, like the weight?
Wikipedia is lacking this, and of course everything there must be regarded as "might be" information.
Scrapping these would probably be senseless waste.
I just figured out that with dual voltage systems these would most likely be good for all Danish 25 kV and Swedish and Norwegian 15 kV systems. This would give these units edge over normal Rcs.
Given someone knows they might be for sale, or someone is willing to offer them to the list above.
ndbprrPure speculation here but are they fifteen years old? If not they may be stored until fully depreciated then be sold for scrap if nothing else.
Well, as long as you are not running the opposite direction...;)
Look at the steps on this loco too, not the most ergonomic solution. This is NOT a remote control unit.
daveklepper Any locomotive with a cab at both ends can be used effectively as a switcher (diesel or electric).
Any locomotive with a cab at both ends can be used effectively as a switcher (diesel or electric).
Here is how it is done normally. A real switcher configuration with ergonomic steps and a two or three man crew with hands free headsets, one or two carrying the remote control set with them. This locomotive is a Green Cargo class Td, here doing some serious switching in Luleå, Sweden.
Yes, the 12,5 kV 15 kV just might work!
Maybe someone of us should contact a few operators in Sweden and Norway. I might talk to them when visiting, but here is a short contact list for possible locomotive hungry operators (meaning in short their business is growing and they are for the moment short of inexpensive locos) in case someone is interested:
- Baneservice (MOW & freight) - Blå Tåget / the (famous) Blue Train (passenger) - CargoLink (fast freigh) - CargoNet (freight) (likely wishing to replace their TRAXXion power) - HectorRail (freight and passenger)- MTH (start up for passenger service) - Infranord (MOW) (see picture above)- TågAB (freight and passenger, spcialized also in rebuilding the old rolling stock for usable condition)- Rush Rail (freight) - Strukton rail (MOW) - Three-T (leasing) (see picture above)- Gävle and Luleå railways museums.
Plus a whole bunch of smaller operators / start ups there.
NorthWest The ALP-44s usually ran on 25kV, but IIRC could run on 12.5kV as well, so 15kV should work, maybe with minor modification. Modification would be needed anyway, with different lights and couplers. If Nordic countries want them, NJT would probably sell them, seeing that they will probably be scrapped in a few years due to a lack of railroads that want them. Hopefully a couple are preserved.
The ALP-44s usually ran on 25kV, but IIRC could run on 12.5kV as well, so 15kV should work, maybe with minor modification. Modification would be needed anyway, with different lights and couplers.
If Nordic countries want them, NJT would probably sell them, seeing that they will probably be scrapped in a few years due to a lack of railroads that want them. Hopefully a couple are preserved.
I don't know how the Alp44 were used in U.S., but here is one of the pictures that just amazed me at the time: SJ Rc3 used for serious switching work cab being manned! Talk about poor visibility and ergonomics! The Rc3 #1027 is working here at the largest yard (by volumes) Hagalund, almost in the center of Stockholm, Sweden.
The AEM-7s are based on the Rc4.
Hmmm...many exported Rcs have found their way back to Nordic countries where they are now in active use again. The gauge in this case is right, as are the dimensions, but what about the overhead wire voltage? In Sweden and Norway this should be 15 kV.
While I'm eagerly waiting for some Alp44 pics, here are a few Rc6 pics.
The ones below were once imported and now they are back from Austria.
Maybe this could happen to devalued Alp44s too? Given that they are using the right voltage.
The ALP-44s were built after the AEM-7s, when EMD no longer was producing the AEM-7s. The ALP-44s are based off the Rc6s, and were built by ABB.
NJT's are stored dead on the stub of the Lackawanna Cutoff.
SEPTA's one is still in service, alongside several AEM-7s.
I agree with the other comments above regarding that no one wants them. Shore Line East plans to replace the diesels with M8 MUs.
Whow, another U.S. locomotive besides AEM7 looking like a Swedish RC!
Thanks for posting!
MBTA wouldn't want them because they would be restricted to the Boston-Providence line, limiting their utilization compared to the diesels, which can run anywhere.
Metro North wouldn't want them because they don't need them. The GCT-New Haven line is operated with MU cars, precluding a need for locomotives.
Shore Line East is a small operation and seems to be doing just fine with diesels.
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