1.
EMD GP40
–
The GP40 is a 4-axle diesel-electric road-switcher locomotive built by General Motors, Electro-Motive Division between November 1965 and December 1971. It has an EMD 645E3 16-cylinder engine generating 3,000 hp and it was built on a 55 ft frame, the GP35 was built on a 52 ft frame - as was the GP7,9,18, and 30. The difference in length can be seen in the GP40s ten handrail stanchions compared to the GP35s nine,60 units were built with high-short-hoods and dual control stands for Norfolk & Western Railway. Two passenger versions, the GP40P and GP40TC, were also built, on January 1,1972, the GP40 was discontinued and replaced by the GP40-2, which has a modular electrical system and a few minor exterior changes. The GP22ECO is a built from recycled GP40/GP40-2 parts. The frame, trucks, and carbody are refurbished, while the 16-645 engine is replaced with a new 8-710-ECO engine, the electrical system is replaced with a modern microprocessor-based system. Horsepower is reduced to 2,150 due to the smaller engine, EMD GP40-based passenger locomotives List of GM-EMD locomotives List of GMD Locomotives Pinkepank, Jerry A
2.
BNSF Railway
–
The BNSF Railway is one of the largest freight railroad networks in North America, second to the Union Pacific Railroad, and is one of seven North American Class I railroads. It has 44,000 employees,32,500 miles of track in 28 states and it has three transcontinental routes that provide rail links between the western and eastern United States. BNSF trains traveled over 169 million miles in 2010, more than any other North American railroad, the BNSF and UP have a duopoly on all transcontinental freight rail lines in the Western U. S. and share trackage rights over thousands of miles of track. According to corporate press releases, the BNSF Railway is among the top transporters of intermodal freight in North America, for instance, the railroad hauls enough coal to generate roughly ten percent of the electricity produced in the United States. Headquartered in Fort Worth, Texas, the railroad is an owned subsidiary of Berkshire Hathaway Inc. The creation of BNSF started with the formation of a holding company, on January 24,2005, the railroads name was officially changed to BNSF Railway, using the initials of its original name. The United States Surface Transportation Board placed a 15-month moratorium on all rail mergers, the company is investing an estimated $34 billion in BNSF and acquiring $10 billion in debt. On February 12,2010, shareholders of Burlington Northern Santa Fe Corporation voted in favor of the acquisition, BNSFs history dates back to 1849, when the Aurora Branch Railroad in Illinois and the Pacific Railroad of Missouri were formed. The Aurora Branch eventually grew into the Chicago, Burlington and Quincy Railroad, a portion of the Pacific Railroad became the St. Louis-San Francisco Railway. The Atchison, Topeka and Santa Fe Railway was chartered in 1859 and it built one of the first transcontinental railroads in North America, linking Chicago and Southern California, major branches led to Texas, Denver, and San Francisco. The Interstate Commerce Commission denied a proposed merger with the Southern Pacific Transportation Company in the 1980s and it absorbed the St. Louis-San Francisco Railway in 1980. Its main lines included Chicago-Seattle with branches to Texas and Montgomery, Alabama, on June 30,1994, BN and ATSF announced plans to merge, they were the largest and smallest of the Super Seven, the seven largest of the then-twelve U. S. The long-rumored announcement was delayed by a disagreement over the disposition of Santa Fe Pacific Gold Corporation and this announcement began the next wave of mergers, as the Super Seven were merged down to four in the next five years. The Illinois Central Railroad and Kansas City Southern Railway, two of the five small Class Is, announced on July 19 that the former would buy the latter, but this plan was called off on October 25. The Union Pacific Railroad, another major Western system, started a war with BN for control of the SF on October 5. The UP gave up on January 31,1995, paving the way for the BN-ATSF merger, subsequently, the UP acquired the Southern Pacific Transportation Company in 1996, and Eastern systems CSX Transportation and Norfolk Southern Railway split Conrail in 1998. UP was satisfied with a segment of trackage rights from Abilene, Kansas to Superior, Nebraska. KCS gained haulage rights to several Midwest locations, including Omaha, East St. Louis, and Memphis, in exchange for BNSF getting similar access to New Orleans
3.
EMD GP60B
–
An EMD GP60 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between 1985 and 1994. The GP60 was EMDs first engine that was classified as a third-generation locomotive, hidden behind the electrical cabinet doors on the rear wall of the cab, the GP60 concealed a trio of microprocessors that monitored and managed a host of engine, cooling system and control functions. The engines on-board microprocessors replaced hundreds of wiring circuits, dozens of relays and all but one module card, power was provided by a 16-cylinder 710G3A diesel engine, which could produce 3,800 horsepower. This locomotive was 59 feet 9 inches long and featured a 3, the GP60 series shared the same frame as the GP59. Cabless units of this model were also built, they were known as GP60B models, purchased exclusively by the Atchison, Topeka. Units built with a comfort/safety cab and a wide nose were designated GP60M, a total of 294 GP60,23 GP60B and 63 GP60M units were built by EMD. Due to the focus of railroads on powerful six-axle units, and strict emissions standards. Santa Fe followed its 40 standard-cab GP60s with an order for 63 custom GP60Ms, the GP60M featured North American Safety cabs, and was the only 60 Series B-B locomotive with this feature. The nose has a headlight that is offset to the right to accommodate the front door. The first new units delivered in the roads revived Super Fleet Warbonnet Paint Scheme, Santa Fe GP60Ms 100–162 were delivered between May and September 1990. 23 GP60 B units were built, all for Santa Fe, taking advantage of the cabless configuration, the dynamic brake equipment on the GP60B was moved forward and away from the prime mover. Santa Fe 325–347 were the only GP60Bs, some of these remain in service with BNSF. BNSF rebuilt GP60B347 to a standard GP60 by applying the cab of a Union Pacific SD40-2 to the locomotive in 2010 and it was then renumbered to BNSF170. Rio Grandes first 60 series units were GP60s 3154–3156, built to SP specs in May 1990, Southern Pacific purchased the first, last, and largest fleet of GP60s, ordering 195 units between December 1987 and February 1994. Nearly half of the SP Fleet was lettered for subsidiary Cotton Belt, two units built for the Texas Mexican Railway were returned to lessor Helm Financial after Kansas City Southern acquired the Tex Mex. The pair operated for a while in service on CSX. 381 was even repainted into VRS red and white before being returned to Helm in 2004 and these units were then sold to BNSF as No.168 and No.169. EMD GP60, GP60M, GP60B, and GP59 Original Owners
4.
North America
–
North America is a continent entirely within the Northern Hemisphere and almost all within the Western Hemisphere. It can also be considered a subcontinent of the Americas. It is bordered to the north by the Arctic Ocean, to the east by the Atlantic Ocean, to the west and south by the Pacific Ocean, and to the southeast by South America and the Caribbean Sea. North America covers an area of about 24,709,000 square kilometers, about 16. 5% of the land area. North America is the third largest continent by area, following Asia and Africa, and the fourth by population after Asia, Africa, and Europe. In 2013, its population was estimated at nearly 565 million people in 23 independent states, or about 7. 5% of the worlds population, North America was reached by its first human populations during the last glacial period, via crossing the Bering land bridge. The so-called Paleo-Indian period is taken to have lasted until about 10,000 years ago, the Classic stage spans roughly the 6th to 13th centuries. The Pre-Columbian era ended with the migrations and the arrival of European settlers during the Age of Discovery. Present-day cultural and ethnic patterns reflect different kind of interactions between European colonists, indigenous peoples, African slaves and their descendants, European influences are strongest in the northern parts of the continent while indigenous and African influences are relatively stronger in the south. Because of the history of colonialism, most North Americans speak English, Spanish or French, the Americas are usually accepted as having been named after the Italian explorer Amerigo Vespucci by the German cartographers Martin Waldseemüller and Matthias Ringmann. Vespucci, who explored South America between 1497 and 1502, was the first European to suggest that the Americas were not the East Indies, but a different landmass previously unknown by Europeans. In 1507, Waldseemüller produced a map, in which he placed the word America on the continent of South America. He explained the rationale for the name in the accompanying book Cosmographiae Introductio, for Waldseemüller, no one should object to the naming of the land after its discoverer. He used the Latinized version of Vespuccis name, but in its feminine form America, following the examples of Europa, Asia and Africa. Later, other mapmakers extended the name America to the continent, In 1538. Some argue that the convention is to use the surname for naming discoveries except in the case of royalty, a minutely explored belief that has been advanced is that America was named for a Spanish sailor bearing the ancient Visigothic name of Amairick. Another is that the name is rooted in a Native American language, the term North America maintains various definitions in accordance with location and context. In Canadian English, North America may be used to refer to the United States, alternatively, usage sometimes includes Greenland and Mexico, as well as offshore islands
5.
Glossary of rail transport terms
–
Rail terminology is a form of technical terminology. The difference between the American term railroad and the term railway is the most significant difference in rail terminology. There are also others, due to the development of rail transport systems in different parts of the world. Various global terms are presented here, where a term has multiple names, the abbreviation UIC refers to standard terms adopted by the International Union of Railways in its official publications and thesaurus. Instead, an alarm is sounded at an interval in which the operator must respond by pressing a button to reset the alarm. If the operator does not respond within a time, the prime mover is automatically throttled back to idle. They also serve to support the arch or equivalent. The only significant difference is the size, measured in feet rather than inches, the fireman remains with the locomotive and, when the driver is at the other end, the fireman controls the cut off and vacuum ejectors in addition to his usual duties. Axlebox or axle box The housing that holds the bearings of a locomotive The housing attaching the end of the axle to the bogie which contains the bearing allowing the axle to rotate. Bad order A tag or note applied to a piece of equipment. Generally, equipment tagged as bad order is not to be used until repairs are performed, revolving masses can easily be balanced by counterweights, but the balancing of reciprocating parts is a matter of compromise and judgement. Balloon A looped length of track, usually at the end of a spur or branch, can be used as part of a freight installation to allow the loading or unloading of bulk materials without the need to stop the train. Early locomotives burned coke, provision of an arch was necessary before coal could be used without producing excessive smoke. Many early railroads were broad gauge, for example the Great Western Railway in the UK which adopted 7 ft gauge until it was converted to standard gauge in the 1860s - 1890s, russia still has over 80,000 km of broad gauge railroads. Broad gauge is also normal in Spain and Portugal, in India, as well as Ireland, cabless A locomotive without a cab. Commonly referred to as a B unit or a Slug, although not all Slugs are cabless, caboose A railroad car attached usually to the end of a train, in which railroad workers could ride and monitor track and rolling stock conditions. Largely obsolete, having been replaced by the electronic end-of-train device, the correct classification is CoCo, but Co-Co is used more often. One set uses high pressure steam, then passes the low pressure exhausted steam to the second, also known as master and slave, as in the British Rail Class 13 shunters at Tinsley Marshalling Yard
6.
Locomotive
–
A locomotive or engine is a rail transport vehicle that provides the motive power for a train. A locomotive has no payload capacity of its own, and its purpose is to move the train along the tracks. In contrast, some trains have self-propelled payload-carrying vehicles and these are not normally considered locomotives, and may be referred to as multiple units, motor coaches or railcars. The use of these vehicles is increasingly common for passenger trains. Traditionally, locomotives pulled trains from the front, however, push-pull operation has become common, where the train may have a locomotive at the front, at the rear, or at each end. Prior to locomotives, the force for railroads had been generated by various lower-technology methods such as human power, horse power. The first successful locomotives were built by Cornish inventor Richard Trevithick, in 1804 his unnamed steam locomotive hauled a train along the tramway of the Penydarren ironworks, near Merthyr Tydfil in Wales. Although the locomotive hauled a train of 10 long tons of iron and 70 passengers in five wagons over nine miles, the locomotive only ran three trips before it was abandoned. Trevithick built a series of locomotives after the Penydarren experiment, including one which ran at a colliery in Tyneside in northern England, the first commercially successful steam locomotive was Matthew Murrays rack locomotive, Salamanca, built for the narrow gauge Middleton Railway in 1812. This was followed in 1813 by the Puffing Billy built by Christopher Blackett and William Hedley for the Wylam Colliery Railway, Puffing Billy is now on display in the Science Museum in London, the oldest locomotive in existence. In 1814 George Stephenson, inspired by the locomotives of Trevithick. He built the Blücher, one of the first successful flanged-wheel adhesion locomotives, Stephenson played a pivotal role in the development and widespread adoption of steam locomotives. His designs improved on the work of the pioneers, in 1825 he built the Locomotion for the Stockton and Darlington Railway, north east England, which became the first public steam railway. In 1829 he built The Rocket which was entered in and won the Rainhill Trials and this success led to Stephenson establishing his company as the pre-eminent builder of steam locomotives used on railways in the United Kingdom, the United States and much of Europe. The first inter city passenger railway, Liverpool and Manchester Railway, opened in 1830, there are a few basic reasons to isolate locomotive train power, as compared to self-propelled vehicles. Maximum utilization of power cars Separate locomotives facilitate movement of costly motive power assets as needed, flexibility Large locomotives can substitute for small locomotives when more power is required, for example, where grades are steeper. As needed, a locomotive can be used for freight duties. Obsolescence cycles Separating motive power from payload-hauling cars enables replacement without affecting the other, to illustrate, locomotives might become obsolete when their associated cars did not, and vice versa
7.
Cab unit
–
A cab unit and a carbody unit are body styles of locomotives in North American railroad terminology. While closely related, they are not exactly the same, with both body styles, a bridge-truss design framework is used to make the body a structural element of the locomotive. The body rises above the frame, and extends the full width of the locomotive. The service walkways are inside the body and this configuration gives a cab or carbody unit poor rear visibility compared with a hood unit. For that reason, cab or carbody units are used in situations where rear visibility is not important, such as power for through freight. Cab and carbody units are more aerodynamic than hood units. A cab unit is a unit with a driving cab. Thus, a cab unit is always an A unit. By contrast, a unit can be either an A unit. In recent years, locomotive manufacturers have switched from cab units to cowl units when a body is desired. Cab units were not generally used in Great Britain, the traditional makers continued to use heavyweight frames and cowl units instead. Most British diesel locomotives, e. g. the British Rail Class 37, are cab units, the Class 37, like most British diesel and electric locomotives, has a cab at each end
8.
Cab (locomotive)
–
On steam locomotives, the cab is normally located to the rear of the firebox, although steam locomotives have sometimes been constructed in a cab forward configuration. The former arrangement is now the norm in North America for all types of diesel or electric locomotives, in Europe, most modern locomotives are cab units with two cabs, one at each end. However, the locomotives powering some high speed European trains are normally cab units with one cab, on self-propelled rail vehicles, the cab may be at one or both ends. In addition to the controls, a cab will typically be fitted with windshields, rectangular side windows, crew seats, heating. By about 1850, high speed Crampton locomotives operating in Europe already had a much needed windshield giving some protection to the footplate area, some other early locomotives were even fitted with a cab as part of a rebuilding program, an example being the locomotive John Bull. In Germany, the cab was introduced by the Saxon railway director. However, until 1950 the railway directorates of the German-speaking countries continued to believe that a standing posture was essential to maximise crew vigilance and this unsatisfactory situation changed—with few exceptions—only with the construction of the German standard electric locomotives, which for the first time were equipped with crew seats. Meanwhile, the maintenance of crew vigilance became possible by technical means through the use of Sifa devices, cockpit Control car Control stand Driving Van Trailer Push–pull train This article is based upon a translation of the German-language version as at April 2010
9.
Switcher
–
They do this in classification yards. Switchers may also make short runs and even be the only motive power on branch lines and switching. The term can also be used to describe the workers operating these engines or engaged in directing shunting operations, the typical switcher is optimised for its job, being relatively low-powered but with a high starting tractive effort for getting heavy cars rolling quickly. Switchers are geared to produce high torque but are restricted to low top speeds and have small diameter driving wheels, switchers are rail analogs to tugboats. US switchers tend to be larger, with bogies to allow them to be used on tight radiuses, European shunters tend to be smaller and more often have fixed axles. They also often maintained coupling rods for longer than other types, although bogie types have long been used where very heavy loads are involved. Switching is hard work, and heavily used switch engines wear out quickly from the abuse of constant hard contacts with cars, nevertheless, some types have been remarkably long-lived. Diesel switchers tend to have a cab and often lower and/or narrower hoods containing the diesel engines. Slugs are often used because they allow even greater effort to be applied. Nearly all slugs used for switching are of the low hood, good visibility in both directions is critical, because a switcher may be running in either direction, turning the locomotive is time-consuming. Some earlier diesel switchers used cow-calf configurations of two powered units in order to provide greater power, the vast majority of modern switchers are diesels, but countries with near-total electrification, like Switzerland, use electric switchers. Prior to the introduction of locomotives, electric shunting locomotives were used to an extent in Great Britain where heavy trains needed to be started on steep gradients. The steeply-graded Quayside Branch in Newcastle upon Tyne was electrified by the North Eastern Railway in 1905,1, is now part of the National Collection and resides at Locomotion in Shildon. A number of the early German locomotives built for use on lines have been preserved. These specialised locomotives were tall steeple-cab types not seen anywhere else, one example built by Greenwood and Batley in Armley, Leeds is preserved at the Middleton Railway, not far from where it was built. Small industrial shunters are sometimes of the battery-electric type, an early battery-electric shunting locomotive is shown here. The Tyne and Wear Metro has three battery electric shunters built by Hunslet, which are used to haul engineering trains when the supply is switched off. Flywheel energy storage was used experimentally by Sentinel
10.
American Locomotive Company
–
The American Locomotive Company was formed in 1901 by the merger of Schenectady Locomotive Engine Manufactory of Schenectady, New York with seven smaller locomotive manufacturers. The American Locomotive Automobile Company subsidiary designed and manufactured automobiles under the Alco brand from 1905-1913, the company changed its name to Alco Products, Incorporated in 1955. In 1964 the Worthington Corporation acquired the company, the company ceased trading in 1969. Samuel R. Callaway left the presidency of the New York Central Railroad to become president of Alco, when Callaway died on June 1,1904, Albert J. Pitkin succeeded him as president of Alco. In 1904, the American Locomotive Company acquired control of the Locomotive and Machine Company of Montreal, Quebec, Canada, in 1905, Alco purchased Rogers Locomotive Works of Paterson, New Jersey, the second largest locomotive manufacturer in the United States behind Baldwin Locomotive Works. In the post World War II period, Alco operated manufacturing plants only in Schenectady and Montreal, after the American Locomotive Company ceased locomotive manufacturing in the United States in 1969, Montreal Locomotive Works continued to manufacture locomotives based on Alco designs. Alco was the second-largest steam locomotive builder in the United States, among these were a large number of well-known locomotives. Alco built many of the biggest locomotives ever constructed, including Union Pacifics Big Boy, during World War II, Alco produced many 2-10-0 Decapods for the USSR. Many of these were undelivered at the end of the war,75214, is preserved at the Finnish Railway Museum. Though the dual-service 4-8-4 steam locomotive had shown promise,1948 was the last year that steam locomotives were manufactured in Schenectady. These were the seven A-2a class 9400-series Pittsburgh & Lake Erie Railroad 2-8-4 Berkshires and their tenders had to be subcontracted to Lima Locomotive Works, as Alcos tender shop had been closed. The building was converted to diesel locomotive manufacture, to compete with locomotives manufactured by the automobile industry, joseph Burroughs Ennis was a senior vice president between 1917 and 1947 and was responsible for the design of many of the locomotives manufactured. The company diversified into the business in 1906, producing French Berliet designs under license. Production was located at Alcos Rhode Island Locomotive Works in Providence, two years later, the Berliet license was abandoned, and the company began to produce its own designs instead. An Alco racing car won the Vanderbilt Cup in both 1909 and 1910 and competed in the first Indianapolis 500 in 1911, driven on all three occasions by Harry Grant, but, ALCOs automotive venture was unprofitable, and they abandoned automobile manufacture in 1913. The Alco automobile story is notable chiefly as a step in the career of Walter P. Chrysler. In 1911 he left Alco for Buick in Detroit, Michigan, for a list of Alco diesel locomotive models, see List of ALCO diesel locomotives. Although strongly committed to the locomotive, Alco produced the first commercially successful diesel-electric locomotive in 1924 in a consortium with General Electric
11.
Road switcher
–
A road switcher is a type of railroad locomotive which was originally employed for delivering or picking up railcars outside of a railroad yard. Both type and term are North American in origin, although similar types have been used elsewhere, additionally, a road switcher must have the power rating and cooling capacity of a traditional road engine, and a road switcher must have high-speed trucks, not low-speed trucks. For the reasons given above, road switchers are generally hood units, the set-back cab of a hood unit provides more safety in the event of a collision at speed than most switcher designs, and the rear visibility is much better than that of a cab unit. Due to their ability to run at road speeds for long distances and to switch cars, road switchers, as their name implies, are often used for road duties. Since the 1960s, road switchers have completely displaced cab units in heavy-haul freight service, some road switchers were provided with twin control stands, so that the units could operate conventionally in either long hood forward or short hood forward directions. However, twin control engineer positions have fallen into disuse as almost all operations are now run short hood forward. For obvious reasons, the hood is labeled F. Alcos RS-1 was the first successful example of the type. The RS-1, being the first example of a road switcher, subsequently, roller bearing conversions were implemented, and new units were generally ordered with roller bearings. The RS-1 had a long manufacturing history, so most 1940s units might be initially ordered with plain bearings. Fairbanks Morse entered the road switcher field in 1947 with the H-20-44, EMD was the last to enter the field and failed to capture much of the market with their first road switcher the BL2. The RS-3 was the best known of the Alco RS road switchers and was produced in numbers than the RS-1. Although Alco produced the first known road switcher, EMDs GP7 was probably the most successful model from this early period road switchers, few or no EMD GPs and no EMD SDs were ordered with plain bearings, and any plain bearing-equipped GPs were later updated to incorporate roller bearings. Although at one point 6,000 hp, net for traction, units were made, these fell into disuse. The most common new units made today are 4,300 hp to 4,500 hp, within the Americas, road switchers are almost always diesel-electric, with the transmission system being either direct current or alternating current. Units with ac final drive accepted the 1,200 volts dc from the alternator/rectifier, the term road switcher is not used in the UK. The nearest equivalent is the type 1 locomotive of which there were 5 designs, none of these designs exactly match the Road Switcher. The British Rail Class 14 and British Rail Class 17 have the low engine covers, two other designs had the cab near one end like the road switcher, i. e. British Rail Class 15 and British Rail Class 16, however the engine covers reach the cab roof level
12.
ALCO RS-1
–
The ALCO RS-1 was a 4-axle diesel-electric locomotive built by Alco-GE between 1941 and 1953 and the American Locomotive Company from 1953 to 1960. The Montreal Locomotive Works built three RS-1s in 1954 and this model has the distinction of having the longest production run of any diesel locomotive for the North American market. The RS-1 was in production for 19 years from the first unit Rock Island #748 in March 1941 to the last unit National of Mexico #5663 in March 1960. The hood unit configuration of the RS-1 pioneered the road type of diesel locomotive. Most North American locomotives built since have followed this basic design, in 1940, the Rock Island Railroad approached ALCO about building a locomotive for both road and switching service. The first thirteen locomotives were requisitioned by the US Army. The requisitioned RS-1s were remanufactured by ALCO into six axle RSD-1s for use on the Trans Iranian Railroad to supply the Soviet Union during World War Two, later purchased by Continental Grain Company, Marshalltown, IA circa 1975. Donated to the Iowa Railroad Historical Society, Boone & Scenic Valley Railroad in 1996, painted and lettered as Minneapolis, soo Line 350 survives on display at the Whippany Railway Museum in New Jersey as Morristown & Erie 21. Former Washington Terminal 57 is privately owned and in storage on the East Penn Railroad at Quakertown, great Northern 182 is on display at the West Coast Railway Heritage Park in Squamish, British Columbia. Chicago, Rock Island & Pacific 743 is on display at the Oklahoma Railway Museum in Oklahoma City, List of ALCO diesel locomotives List of MLW diesel locomotives Dorin, Patrick C. Alco RS1 Study-Part I The Original Road Switcher by Don Dover Extra 2200 South Issue #57 Jul-Sep 1976 pp. 18–24, alco RS1 Study-Part II The Original Road Switcher by Don Dover Extra 2200 South Issue #58 Oct-Dec 1976 pp. 18–21. Alco RS1 Roster Part 1 by Bob Carman and Joe Brockmeyer Extra 2200 South Issue #58 Oct-Dec 1976 pp. 22–23, alco RS1 Study-Part III The Original Road Switcher by Don Dover Extra 2200 South Issue #59 Jan-Mar 1977 pp. 24–26. Diesel Shop roster with all data from Extra 2200 South http, //www. thedieselshop. us/Alco_RS1. HTML
13.
Electro-Motive Diesel
–
Electro-Motive Diesel is an American manufacturer of diesel-electric locomotives, locomotive products and diesel engines for the rail industry. The company is owned by Caterpillar through its subsidiary Progress Rail Services Corporation, in 1930, General Motors purchased Electro-Motive Company and the Winton Engine Co. combining the two to form its Electro-Motive Division in 1941. In 2005, GM sold EMD to Greenbriar Equity Group and Berkshire Partners, in 2010, Progress Rail Services completed the purchase of Electro-Motive Diesel from Greenbriar, Berkshire, and others. EMDs headquarters, engineering facilities and parts manufacturing operations are based in McCook, Illinois, while its final assembly line is located in Muncie. EMD also operates a traction motor maintenance, rebuild and overhaul facility in San Luis Potosí, as of 2008, EMD employed approximately 3,260 people, and in 2010 it held approximately 30 percent of the market for diesel-electric locomotives in North America. Harold L. Hamilton and Paul Turner founded the Electro-Motive Engineering Corporation in Cleveland, Ohio, in 1922, the company developed and marketed self-propelled railcars using General Electrics newly developed internal combustion-electric propulsion and control systems. Hamilton started his career as a fireman, then locomotive engineer, on the Southern Pacific Railroad. Financing himself, he quit his sales position and set up shop in a hotel with his partner. In 1923 EMC sold two gasoline-powered rail motor cars, one to the Chicago Great Western and the other to the Northern Pacific, EMC subcontracted the body construction to St. Louis Car Company, electrical components to General Electric, and the prime mover to Winton Engine Company. The motorcars were delivered in 1924 and worked well, fortunate for the fledgling company, in 1925, EMC entered full-scale production, selling 27 railcars. In 1930 General Motors was seeking to improve their Diesel technology and they purchased the Winton Engine Company who, in addition to their Diesel products, sold non-Diesel engines for EMC-developed rail motorcars. The combined resources of GM and their new Winton subsidiary were focused on developing Diesel engines with improved power-to-weight ratios, GM saw EMCs role in marketing and applications development as fitting their objectives and purchased the company shortly after the Winton acquisition, renaming it Electro-Motive Corporation. In 1933 EMC designed the power setups for the Zephyr and M-10000 streamliners, the Zephyr used the first major product of the new GM-Winton venture, the 600 hp Winton 201A 2-stroke Diesel engine. Encouraged by the success of the new streamliners, EMC invested in a new locomotive factory. The new headquarters on 55th Street in McCook, Illinois, west of Chicago, in 1938 EMC started production of locomotives using GMs new 567 engine, which upgraded the horsepower to 2000 per locomotive unit and increased reliability. The 567, named for its displacement-per-cylinder of 567.45 in³, was a two-cycle Roots-blown, Uniflow-scavenged, Unit-injected engine with overhead camshafts and it was built as a V-6, V-8, V-12 and V-16. Charles F. Kettering and the General Motors Research Corporation were in charge of its development and their nearest competitor was the American Locomotive Company, who started production of less-developed Diesel locomotives to compete with the E-units in 1939. Baldwins response to the challenge of the E-units was to develop a steam locomotive design that pushed beyond the limits of practicality, passenger trains made little money for the railroads, but replacement of steam engines with reliable Diesel units could provide railroads with a crucial difference for profitability
14.
EMD GP7
–
The EMD GP7 is a four-axle road switcher diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October,1949 and May 1954. Power was provided by an EMD 567B 16-cylinder engine which generated 1,500 horsepower, the GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. Five GP7Bs were built between March and April 1953, the GP7 was the first EMD road locomotive to use a hood unit design instead of a car-body design. This proved to be more efficient than the car body design as the unit cost less to build, was cheaper and easier to maintain. Of the 2,734 GP7s built,2,620 were for American railroads,112 were built for Canadian railroads and this was the first model in EMDs GP series of locomotives. Concurrently, EMD offered a six-axle SD locomotive, the SD7, unfortunately, in heavy service, the GP7’s frame would bow and sag over time. This defect was corrected in later models, the GP7 proved very popular, and EMD was barely able to meet demand, even after opening a second assembly plant at Cleveland, Ohio. Later, locomotives in EMDs GP-series came to be nicknamed ‘Geeps’, many GP7s can still be found in service today, although most Class 1 roads stopped using these locomotives by the early 1980s. The GP7, GP9 and GP18 locomotives share a similar car-body that evolved over time, most GP7s had three sets of ventilation grills under the cab, and two pair of grills at the end of the long hood. However, some late GP7s were built with car-bodies that were identical to early GP9s, early GP7s had a solid skirt above the fuel tank, while late GP7s and early GP9s had access holes in the skirt. Many railroads later removed most of the skirt to improve access, Locomotives could be built with the engineer’s control stand installed for either the long hood, or the short hood designated as the front. Two control stands for either direction running was also an option, the GP7 was also available with or without dynamic brakes, and a steam generator installed in the short hood was also an option. In the latter case the 1,600 US gallons fuel tank was divided, with half for diesel fuel, and half for boiler water. There are five GP7s on A J Kristopans EMD Serial number page that reused previous serial numbers, B&O6405, CRI&P1308, L&N501 and 502 and these rebuilt units were rebuilt as new on new frames. Another rebuild by GMD is that CN4824 was rebuilt as a GP7 with parts from an F3A in October 1958, a few production GP7s and four of the GP7Bs were built with 567BC or 567C engines starting in March 1953 through May 1954. These are noted on the roster above, many railroads rebuilt their GP7s with low short hoods, some railroads went further in their rebuilding than others. Missouri Pacific Railroad upgraded their GP7s with 567BC engines and replaced the standard EMD 2-stack exhaust with a 4-stack “liberated” exhaust, illinois Central Railroad rebuilt most of its GP7s with 567BC engine blocks, liberated exhausts, paper air-intake filters, 26-L brakes. All but the first locomotive rebuilt had their front hood reduced in height for improved crew visibility, the IC designated these rebuilt locomotives GP8
15.
Prime mover (locomotive)
–
In engineering, a prime mover is an engine that converts fuel to useful work. In locomotives, the mover is thus the source of power for its propulsion. Generally it is any locomotive powered by a combustion engine. In an engine-generator set, the engine is the prime mover, in a diesel-mechanical locomotive, the prime mover is the diesel engine that is mechanically coupled to the driving wheels. The prime mover can also be a gas turbine instead of a diesel engine, in either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no prime mover, instead relying on an external power station. The engine and generator set of a locomotive are sometimes coupled as a removable unit called the power unit
16.
Labor union
–
The trade union, through its leadership, bargains with the employer on behalf of union members and negotiates labour contracts with employers. The most common purpose of these associations or unions is maintaining or improving the conditions of their employment and this may include the negotiation of wages, work rules, complaint procedures, rules governing hiring, firing and promotion of workers, benefits, workplace safety and policies. Unions may organize a section of skilled workers, a cross-section of workers from various trades. The agreements negotiated by a union are binding on the rank and file members, originating in Great Britain, trade unions became popular in many countries during the Industrial Revolution. Trade unions may be composed of workers, professionals, past workers, students. Trade union density, or the percentage of workers belonging to a union, is highest in the Nordic countries. The trade unions aim at nothing less than to prevent the reduction of wages below the level that is maintained in the various branches of industry. That is to say, they wish to prevent the price of labour-power from falling below its value, yet historian R. A. the other the aggressive-expansionist drive to unite all labouring men and women for a different order of things. The 18th century economist Adam Smith noted the imbalance in the rights of workers in regards to owners. In The Wealth of Nations, Book I, chapter 8, Smith wrote, We rarely hear, it has said, of the combination of masters. But whoever imagines, upon this account, that masters rarely combine, is as ignorant of the world as of the subject. Masters are always and everywhere in a sort of tacit, but constant and uniform combination, not to raise the wages of labor above their actual rate When workers combine, masters. As Smith noted, unions were illegal for many years in most countries, there were severe penalties for attempting to organize unions, up to and including execution. This pool of unskilled and semi-skilled labour spontaneously organized in fits and starts throughout its beginnings, Trade unions and collective bargaining were outlawed from no later than the middle of the 14th century when the Ordinance of Labourers was enacted in the Kingdom of England. In 1799, the Combination Act was passed, which banned trade unions, although the unions were subject to often severe repression until 1824, they were already widespread in cities such as London. Sympathy for the plight of the workers brought repeal of the acts in 1824, by the 1810s, the first labour organizations to bring together workers of divergent occupations were formed. Possibly the first such union was the General Union of Trades, also known as the Philanthropic Society, the latter name was to hide the organizations real purpose in a time when trade unions were still illegal. The Association quickly enrolled approximately 150 unions, consisting mostly of textile related unions, but also including mechanics, blacksmiths, and various others
17.
Long hood
–
The long hood of a hood unit-style diesel locomotive is, as the name implies, the longer of the two hoods on a locomotive, particularly American-type freight locomotives. Head-end power equipment, if fitted, is normally in the long hood, normally, the long hood is the rear of the locomotive. For early hood unit models, this was not the case, railroads preferred to run with the hood at the front. It is a misconception that locomotives were run LHF to provide greater protection. Southern Railway and Norfolk and Western Railway operated their locomotives bidirectionally to make coal shifting more efficient, by putting the engineer on the right side with the Long Hood Forward, the engineer could see signals down the long hood and around the short hood for operations in both directions. Later, preferences changed to having the short hood at the front, visibility became a deciding factor when more powerful engines required larger, visibility-obscuring radiator units. The railroads that held out the longest for long-hood leading were the Norfolk and Western Railway, when Southern Railway received their first EMD GP7s, they were delivered with a high short hood, and Southern Railway pointed the locomotive LHF for crew safety. After the first GP7s hit the Southern Railway System, subsequent locomotives were ordered with the short hood. Here is a list of each locomotive Southern ordered with a short hood. It should also be noted that many early diesel locomotive builders designated the long end of their road switchers as the front. Examples include models manufactured by the American Locomotive Company and Baldwin Locomotive Works, Long hood forward is a fading practice. The term long hood forward is not used in Britain, as the hood would be described as a bonnet or engine compartment, most British diesel locomotives have a cab at each end, so the term does not apply. Where a single-cab design was used, it was designed to be operated long hood forward, apart from shunters, the only single-cab class still in service in Britain is the British Rail Class 20. These are now usually operated cab forward to give the driver a view of the track ahead
18.
Short hood
–
The short hood of a hood unit-style diesel locomotive is, as the name implies, the shorter of the two hoods on a locomotive. The short hood contains ancillary equipment, frequently a chemical-retention toilet for crew use, normally, the short hood is the front of the locomotive, and may be referred to as the locomotives nose. Originally, this was not the case, railroads preferred to have the long hood leading, the requirement for increased visibility conflicted with this and ultimately gained precedence. Many locomotives originally had a short hood the full height of the locomotive and this gave extra equipment room and was often used to house a steam generator. They are commonly referred to as the nose of the locomotive now, many older locomotives were modified to have a low short hood and were referred to as chop-nosed. More recently, it has become the standard for the nose to be built full-width. This is officially known as a safety cab and is often, in Britain, almost all locomotives have two cabs, however some older English Electric or British Railways designs have extended cabs with a strong resemblance to a short hood at both ends. Examples include the Class 37, Class 40, Class 45, some single cab designs did have American-style short and long hoods. Examples include the Class 15 and Class 16
19.
Norfolk and Western Railway
–
The Norfolk and Western Railway, was a US class I railroad, formed by more than 200 railroad mergers between 1838 and 1982. It was headquartered in Roanoke, Virginia, for most of its 150-year existence and its motto was Precision Transportation, it had a variety of nicknames, including King Coal and British Railway of America even though the N&W had mostly articulated steam on its roster. During the Civil War, the N&W was the biggest railroad in the south, NW was famous for manufacturing its own steam locomotives, which were produced at the Roanoke Shops, as well as its own hopper cars. Around 1960, NW became the last major American railroad to convert from steam locomotives to diesel motive power but did not retire its last remaining Y class locomotives until 1964 and 1965. By 1983, steam in America on class I, II, III, in December 1959, NW merged with the Virginian Railway, a longtime rival in the Pocahontas coal region. By 1970, other mergers with the Nickel Plate Road and Wabash formed a system that operated 7,595 miles of road on 14,881 miles of track from North Carolina to New York and from Virginia to Iowa. The NW and the Southern Railway continued as separate railroads now under one holding company, construction of N&P began in 1853. Mahones innovative corduroy roadbed through the Great Dismal Swamp near Norfolk, Virginia and it is still in use 150 years later and it withstands immense tonnages of coal traffic. Mahone married Otelia Butler, from Smithfield in Isle of Wight County, Virginia, a daughter of Robert Butler, from Scotts historical Scottish novels, Otelia chose the place names of Windsor, Waverly and Wakefield. She tapped the Scottish Clan McIvor for the name of Ivor, when they could not agree, it is said that the young couple invented a new word in honor of their dispute, which is how the tiny community of Disputanta was named. The N&P was completed in 1858, of small stature, dynamic Little Billy Mahone became a major general in the Confederate Army during the American Civil War. He was widely regarded as the hero of the Battle of the Crater during the Siege of Petersburg in 1864–65, Otelia Mahone served as a nurse in the Confederate capital of Richmond. The N&P was severed by the war, the portion east of the Blackwater River at Zuni, Virginia, was held by the Union for most of the war. The eastern portion of the City Point Railroad played a role for Union General Ulysses S. Grant during the Siege of Petersburg. The South Side Railroad was also heavily damaged, William and Otelia Mahone were illustrious characters in post-bellum Virginia. Mahone got quickly to work restoring his N&P, and resumed his dream of linking the three trunk lines across the southern tier of Virginia to reach points to the west. He became president of all three, and drove the 1870 merger of N&P, South Side Railroad and the Virginia and Tennessee Railroad to form the Atlantic, Mississippi, the AM&O extended 408 miles from Norfolk to Bristol, Virginia. The Mahones moved to the city of Lynchburg, the midpoint of the AM&O
20.
Southern Railway (U.S.)
–
The Southern Railway was a US class 1 railroad that was based in the Southern United States. It was the product of nearly 150 predecessor lines that were combined, reorganized and recombined beginning in the 1830s, at the end of 1970 Southern operated 6,026 miles of railroad, not including its Class I subsidiaries AGS CofG S&A CNOTP GS&F and twelve Class II subsidiaries. The Norfolk Southern Corporation was created in response to the creation of the CSX Corporation, the Southern Railway was renamed Norfolk Southern Railway in 1990 and continued under that name ever since. Seven years later in 1997 the railroad absorbed the Norfolk and Western Railway, ending the Norfolk, by 1833, its 136-mile line to Hamburg, South Carolina, was the longest in the world. As railroad fever struck other Southern states, networks gradually spread across the South, by 1857 the Memphis and Charleston Railroad was completed to link Charleston, South Carolina, and Memphis, Tennessee, but rail expansion in the South was halted with the start of the Civil War. The Chickamauga Campaign for Chattanooga, Tennessee was also motivated by the importance of its connections to the Memphis and Charleston. Known as the First Railroad War, the Civil War left the Souths railroads, most of the railroads, however, were repaired, reorganized and operated again. In the area along the Ohio River and Mississippi River, construction of new railroads continued throughout Reconstruction, Southern Railway came into existence in 1894 through the combination of the Memphis and Charleston Railroad, the Richmond and Danville system and the East Tennessee, Virginia and Georgia Railroad. The company owned two-thirds of the 4,400 miles of line it operated, Southern also controlled the Alabama Great Southern and the Georgia Southern and Florida, which operated separately, and it had an interest in the Central of Georgia. Additionally, the Southern Railway also agreed to lease the North Carolina Railroad Company, Southerns first president, Samuel Spencer, drew more lines into Southerns core system. During his 12-year term, the railway built new shops at Spencer, North Carolina, Knoxville, Tennessee, and Atlanta, Georgia, built and upgraded tracks, and purchased more equipment. He moved the companys service away from a dependence on tobacco and cotton and centered its efforts on diversifying traffic. Spencer was killed in a wreck in 1906. The Central of Georgia became part of the system in 1963, despite these small acquisitions, the Southern disdained the merger trend when it swept the railroad industry in the 1960s, choosing to remain a regional carrier. In 1978 President L. Stanley Crane said the refusal to add routes through merger was a mistake, especially the decision not to add a connecting route to Chicago. A decade later Crane tried to rectify the situation by merging with the Illinois Central Railroad. C. C. s approval of the Seaboard Coast Line - Chessie System merger in 1979. While the request was supported by the I. C. C. s Enforcement Bureau, the Southern Railway was renamed Norfolk Southern Railway in 1990 and absorbed the Norfolk and Western Railway into its system in 1997. The railroad then acquired more than half of Conrail in 1999, Southern and its predecessors were responsible for many firsts in the industry
21.
B unit
–
A B unit, in railroad terminology, is a locomotive unit which does not have a driving cab or crew compartment, and must therefore be controlled from another, coupled locomotive with a driving cab. The terms booster unit and cabless are also used, the concept is largely confined to North America. Elsewhere, locomotives without driving cabs are rare, some B units cannot be moved without a controlling unit attached, but most have some simple controls inside, and often a side window at that control station. For example, B unit versions of the EMD FT with conventional couplers had a fifth porthole-style window added on the side only for the control station. These controls enable a hostler to move the B-unit locomotive by itself in a yard or shops, B units without controls are generally semi-permanently coupled to controlling units. Sometimes, there is a distinction between the types, a booster is a B unit with hostler controls, and a slave is a B unit without hostler controls. The reasons railroads ordered B units included the fact that a B unit was slightly cheaper, with no driving cab, B units lack windshields, crew seats, radios, heating, and air conditioning. There would also be no toilets, which were found in the short hood of an A unit. When a three- or four-unit locomotive was considered an indivisible unit, finally, B units gave a smoother line to the train for passenger service. B units were built in the cab unit days in the 1930s, 1940s, 1950s and 1960s. Few B units have been built in the last 40 years, railroads that kept ordering B units longer than most were largely Western roads, including the Southern Pacific, Union Pacific, Burlington Northern, and the Santa Fe. Santa Fe ordered the GP60B model in 1991, which were the final B units built for service in North America as of 2005. In some cases, a B unit is converted from an already existing A unit, the cab is either removed or has its windows blanked out, and all non-essential equipment is removed. The degree to which equipment is removed depends on the railroad, but may include the removal of the speedometer, event recorder, horn, headlights, toilet. This conversion was performed when the A unit had been in a collision. In some rare instances, B units were converted to incorporate a cab, the homebuilt cabs were referred to as Crandall Cabs. Also, the Santa Fe rebuilt four of its five GP7Bs to GP9us with cabs, in the Illinois Central Gulfs GP11 rebuild program, some of the engines used were ex-UP GP9Bs, and in their SD20 program, some ex-UP SD24Bs were also used. BNSF converted a former ATSF GP60B #370 into a cab unit and was renumbered to #170 in 2010, in rare instances, a B unit will run at the front of a train
22.
GE U30C
–
The GE U30C was one of the earliest successes from General Electric in the diesel locomotive market. With 600 units sold, the U30C proved to be an alternative for customers who were unable to purchase SD40s or SD40-2s from Electro-Motive Diesel due to production backlog. Throughout its ten-year production span, the U30C was known for reliability issues concerning its electrical system, however, most railroads were assured of the reliability of the GE Model 752DC traction motor, and began to place orders for U30Cs starting in 1966. When production ended, the last U30Cs carried pre-Dash 7 specifications, which would be carried in its replacement, not to be outdone in the freight sector, GE produced a passenger version of the locomotive, the GE U30CG. The U30CG only sold six units for the Atchison, Topeka & Santa Fe Railroad, GE would then strip the locomotive down to its frame and engine, and completely rebuild the locomotive with new components. When completed, the unit would receive a new designation, GE C30-S7R, in the later years, the rebuild frame was discontinued, and a brand new frame would be used, re-designating the locomotive as GE C30-S7N. The only external difference was a vent on the firemans side ahead of the engine compartment. The final variation came with the frame of the Universal series and instead. This new model featured a microprocessor, officially designating this locomotive as GE C30-S7NMP. Diesel Locomotives, The First 50 Years, A Guide to Diesels Built Before 1972, under the Sidewalks of New York, The Stephen Greene Press, ISBN 0-8289-0352-2 General Electrics U30C by Diesel Era Staff from Diesel Era Volume 5 Number 2 March/April 1994, pages 6-22, 38-45
23.
GE U36B
–
GE U36B was a diesel-electric locomotive produced by General Electric beginning in 1969. The U36B was GEs 3,600 hp answer to the race with EMD. Only 3 railroads bought this locomotive, major purchasers of U36Bs were Auto-Train Corporation and Seaboard Coast Line, which hosted most Auto-Train Corp. traffic. In 1976 four U36Bs that were built by GE for Auto-Train Corporation, media related to GE U36B locomotives at Wikimedia Commons GE U34-50 Diesel Locomotive photos
24.
EMD GP30
–
The EMD GP30 is a 2,250 hp four-axle B-B diesel-electric locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between July 1961 and November 1963. A total of 948 units were built for railroads in the United States and Canada, the GP30 is easily recognizable due to its high profile and stepped cab roof, unique among American locomotives. A number are still in service today in original or rebuilt form, the GP30 was conceived out of the necessity of matching new competitor GEs U25B. The U25B offered 2,500 hp while EMDs GP20 and its 567D2 prime mover was only rated at 2,000 hp. The U25B also featured a sealed, airtight long hood with a single air intake for electrical cooling, with a pressurized cooling system which kept dust out of the engine. Finally, the entire GE design was optimized for ease of access, the U25B demonstrators were receiving much praise—and orders—from the railroads that tested them. Meanwhile, ALCO had been producing the 2,400 hp RS-27 since 1959, EMDs engineering department pushed their DC traction system for an extra 250 hp. The 2,250 hp wasnt quite equivalent to the GE and ALCO offerings, the locomotive in which the 16 cylinder, 567D3 would be fitted, was improved along the lines of the U25B, sealed long hood, central air intake, and engineered for easier maintenance access. This extra height behind the cab meant that the style used for previous GP units was not suitable. Since EMD needed the new locomotive to be modern and updated, they turned to the GM Automotive Styling Center at Troy. The automobile stylists created the GP30s trademark hump and cab roof profile, the hump-like bulge started at the front of the cab and enveloped the air intakes for the central air system and the dynamic brake blister. Units ordered without dynamic brakes were the same shape, but lacked the intakes to cool the dynamic brake resistor grids, a high short hood could be ordered, but only holdouts Norfolk and Western Railway and Southern Railway received such units. EMD originally planned to name the locomotive the GP22, but EMDs marketing department decided to leapfrog GEs numbering to make the new locomotive seem more advanced, marketing literature claimed 30 distinct improvements from the GP20 and that this was the reason for the number. The GP30 successfully countered the GE threat and kept EMD in the dominant position in the North American diesel market,948 were sold, in comparison to 476 U25Bs. In addition, the GP30 was only sold until the end of 1963, most major railroads ordered GP30s, and many smaller ones did too. The largest orders were from the SOU, UP, ATSF, the sole purchaser of B units was the UP, who kept the practice of running its locomotives in matched sets much longer than others. Eight of those GP30B units were fitted with generators for heating passenger trains. Prior to Amtrak, UP would use a GP30 and two boiler equipped GP30Bs on passenger trains when no E8s or E9s were available
25.
EMD SD60
–
The EMD SD60 is a 3,800 horsepower, 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division. Intended for heavy-duty drag freight or medium-speed freight service and it was introduced in 1984, and production ran until 1995. EMD previously manufactured the 3,600 hp 20-cylinder SD45 and SD45-2 locomotives, in 1980, the SD50 model was added to the EMD Catalog. It was time to develop a replacement for the venerable 645 engine which, EMD therefore quickly commenced development of the SD60 series, which would eliminate the weaknesses of the SD50. The lessons learned in developing the 645F crankcase and crankshaft were incorporated in the replacement and these NS conversions are reported to be upgraded to include electronic fuel injection, intercooling, crash-worthy fuel tanks and other components and features found in late SD70s. The traditional spartan cab will also be replaced with a new crash-worthy cab built to NS specifications, several variants of the SD60 were built, including, This was the original model, and had a conventional hood unit configuration with the 40 Series cab first employed on the SD40-2. The SD60F was ordered and is operated by Canadian National and has a full-width cowl body, the SD60I model has a full-width short hood and features the so-called WhisperCab that was insulated from sound and vibration using a system of rubber gaskets. The same cab was used on EMDs SD70I, SD75I. Only Conrail ordered this model, and all now belong to the Norfolk Southern Railway, the SD60M features a North American safety cab design and has a full-width short hood. Early models featured a three-piece windshield with vertical windows, identical to the windshields found on EMDs SD40-2F, later production used two windshield panes that were sloped back, and had a somewhat shorter nose. EMDs F59PH is based on the SD60M, purchasers of this model included Conrail, Union Pacific Railroad, Burlington Northern Railroad and the Soo Line Railroad. The SD60MAC is similar to the SD60M but is equipped with alternating current traction motors, although four demonstrator SD60MAC units tested on the Burlington Northern Railroad proved the viability of EMDs AC traction system, all subsequent orders were for the SD70MAC locomotive. The SD60E is a custom rebuilt SD60 for Norfolk Southern created at the Juniata Shops, so far, only standard SD60s have entered this rebuild program, which began in 2010. The SD60E utilizes a new NS-designed Crescent cab with a short hood. The name Crescent comes from the Norfolk Southern Crescent Corridor which runs from Louisiana to New Jersey, the upgrade also installs new electronics and upgrades the engine to the 710G3B standard rated at 4000 hp. Norfolk Southern bought additional SD60s from HLCX specifically for the SD60E program with the aim to eventually rebuild 240 SD60Es, notable SD60Es include the NS6920 Veterans Unit, the NS6963 GoRail Unit, and the NS 9-1-1 Honoring Our First Responders Unit. List of GM-EMD locomotives List of GMD Locomotives Diesel Era, EMDs SD60 Series – Steppingstone to the 21st Century. The Diesel Shop Locomotive Rosters Memória do Trem Locomotive Rosters Carajás Railroad A photo gallery of Norfolk Southern SD60s
26.
EMD SD70 series
–
The EMD SD70 is a series of diesel-electric locomotives produced by Electro-Motive Diesel in response to the GE Dash 9-44CW. Production commenced in late 1992 and since then over 4,000 units have been produced, most of these are the SD70M, all locomotives of this series are hood units with C-C trucks. Prior to the SD70ACe and SD70M-2 models, all SD70 models were delivered with the self-steering HTCR radial truck, the radial truck allows the axles to steer in curves which reduces wear on the wheels and railhead. With the introduction of the SD70ACe and SD70M-2 models, EMD introduced a new bolsterless non-radial HTSC truck as the truck for these models in an effort to reduce costs. The HTCR-4 radial truck is still an option, all SD70ACe and SD70M-2 locomotives are, from the factory, equipped with one Nathan Airchime K5LLA-R1L airhorn mounted on a high-profile base. The SD70 uses the standard cab or spartan cab, common on older 60 Series locomotives, instead of the larger. This makes it hard to distinguish from the nearly-identical SD60, the difference being the use of the HTCR radial truck instead of the HT-C truck mounted under the SD60. The main spotting feature is the difference in length between the two models - the SD60s 71 feet,2 inches vs. the SD70s 72 feet,4 inches, the SD70 also rides higher as its frame is approximately 1⁄2 inch higher than the SD60s. This model is equipped with direct current traction motors, which simplifies the locomotives electrical system by obviating the need for computer-controlled inverters and it is equipped with the 4,000 horsepower, 16-cylinder EMD710 prime mover. One hundred and twenty-two examples of this locomotive were produced for Norfolk Southern Railway, Conrail, Illinois Central Railroad. Conrails assets were split between Norfolk Southern and CSX Transportation in 1999, and all 24 of Conrails SD70 units went to NS, other than the CR paint scheme these units were built to NS specifications and numbered in series with their SD70s. Production of the cab at EMDs London, Ontario plant ended in 1994. The 24 Conrail SD70s were assembled from kits at Conrails Juniata Shops in Altoona, Pennsylvania, all SD70s are still in service with Norfolk Southern and Canadian National, which merged Illinois Central in 1999. In February 2017, NS began a program to convert their SD70s from DC to AC, which also have a new wide cab. The SD70M has a nose and a large comfort cab. The Phase 2 cab has a two-piece windscreen like the Phase 1 windscreen but the design of the nose is more boxy, the SD70M is equipped with D90TR DC traction motors and the 710G3B prime mover. They are capable of generating 109,000 lbf of tractive effort. From mid-2000, the SD70M was produced with SD45-style flared radiators allowing for the radiator cores needed for split-cooling
27.
GE C30-7
–
The C30-7 is a 6-axle diesel-electric locomotive built by GE Transportation Systems between 1976 and 1986 as an updated U30C with a 16-cylinder 3,000 horsepower FDL-series diesel engine. 1,137 were built for North American railroads, a variant of the C30-7,50 GE C30-7As were purchased by Conrail in mid-1984. Externally similar to the GE C30-7 model, six tall hood doors per side showed it had a 12-cylinder prime mover, both engines produced 3,000 horsepower but the C30-7As smaller engine used less fuel. The C30-7A units were built between May and June 1984, chicago Freight Car Leasing Australia purchased twelve former Conrail C30-7A locomotives in 2001 and used their traction components in the rebuilding of 442 class locomotives as the GL class. These entered service in Australia from 2003, in 200319 C30-7As were rebuilt and exported to Estonia as C30-7Ais to be used by EVR which at that time was privately owned. The locos were numbered as part of Class 1500 and were second-hand from Conrail/CSX/NS, media related to GE C30-7 locomotives at Wikimedia Commons
28.
GE Dash 8-40BW
–
The Dash 8-40BW, or B40-8W, is a four-axle road diesel locomotive built by GE Transportation Systems for the Atchison, Topeka and Santa Fe Railway in the early 1990s. It is part of the GE Dash 8 Series of freight locomotives, the locomotive model designation is interpreted as follows, B40 -8 W. All of ATSFs B40-8Ws became part of BNSF Railway, and many of them were repainted into BNSFs Heritage 2 paint scheme, in mid-2010, BNSF put 15 B40-8Ws up for sale. These units were on long-term lease and were returned to their lessor, four units have been sold to the Providence and Worcester Railroad in Massachusetts. The PW sold one of their B40-8Ws to the Arkansas-Oklahoma Railroad, list of GE locomotives McDonnell, Greg. Locomotives, The Modern Diesel and Electric Reference, GE Locomotives,110 Years of General Electric Motive Power. St. Paul, MN, USA, MBI Publishing, Modern Locomotives, High Horsepower Diesels 1966–2000
29.
EMD GP38
–
The EMD GP38 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and December 1971. The locomotives power was provided by an EMD645 16-cylinder engine which generated 2,000 horsepower, the company built 706 GP38s for North American railroads. In 1972, it was replaced by a model, the GP38-2. A number of GP38s have been rebuilt into the equivalent of a GP38-2, conversely, a number of higher horsepower 40 Series locomotives have been rebuilt into the equivalent of a GP38-2, by the removal of the turbocharger and the substitution of twin Roots blowers. List of GM-EMD locomotives List of GMD Locomotives Marre, Louis A. & Pinkepank, EMD GP38 and GP38AC Original Owners Media related to EMD GP38 locomotives at Wikimedia Commons
30.
EMD SD40
–
The EMD SD40 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and August 1972. Like its predecessor in EMDs catalog, the SD35, the SD40 is a high-horsepower, in 1966, EMD updated its locomotive catalog with entirely new models, all powered by the new 645 diesel engine. These included six-axle models SD38, SD40, SDP40 and SD45, all shared standardized components, including the frame, cab, generator, trucks, traction motors, and air brakes. The primary difference was the output, SD38 =2,000 hp from a non-turbocharged V16, SD40 =3,000 hp from a turbocharged V16. Engineers were asked by fuel-conscious management to avoid prolonged operation in Run 7, indeed,4 units in Run 8, more modern locomotives such as the SD70MAC do not suffer this liability. Built by EMD at McCook, Illinois Built by GMD at London, Ontario Mexican SD40s Built by EMD at McCook, Illinois or GMD at London, the SD40 was succeeded by an upgraded Dash 2 version called the SD40-2. 18 customized SD40s were built for the Illinois Central Railroad as model SD40A, using the longer SDP45 frame, the SD40E is an SD50 rebuilt by the Norfolk Southern Railway and derated to 3000 HP. A common product of rebuilding SD40s, and sometimes SD40-2s, is an SD40-3, the major addition denotes that the rebuilt unit or units as an SD40-3 is the addition of a micro-processor, and sometimes other modern components. The usual reasons for installing a micro-processor are improved traction control, also, electronic control over braking systems. Versions of the SD40 modified for the Australian loading gauge were sold to WAGR, CP SD40 #5500 is preserved at the Revelstoke Railway Museum of Revelstoke, BC. It was CPs first SD40, built in 1966 at GMDs London plant and was retired in 2001, the unit was donated to the museum in 2007. Plans are being made to restore the locomotive to its look as it was when ordered, including a repaint into its original grey/tuscan red paint scheme. Ex-CN SD40 #5232 has been purchased by The Vintage Locomotive Society on January 10,2015, from Cando Contracting and it is being used for revenue service by Prairie Rail Solutions, a wholly owned subsidiary of the Society. The unit has been repainted black, with Prairie Rail Solutions lettering. IC SD40-2R #6071, the first SD40 built, is preserved at the Monticello Railway Museum in Monticello and it was originally the demonstrator for EMD, having the number #434. It was sold to the Gulf Mobile & Ohio and it became GM&O #950, the GM&O was later merged into the Illinois Central Railroad and became Illinois Central Gulf #6071, then later rebuilt into an SD40-2R for the IC. It was donated March 11,2009, the engine is fully functional, however it needs new traction motors if it were to operate again. As of August 3,2016, the locomotive was being worked on at the Juniata Shops in Altoona for eventual service & preservation, NS SD40 #3170, built as Southern #3170, the first SD40 of the SOU
31.
EMD SD90MAC
–
The EMD SD90MAC is a 6,000 hp C-C diesel-electric hood unit locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, currently, they are being rebuilt into SD70ACUs by Norfolk Southern. The SD90MACs feature radial steering trucks with AC traction motors and a safety cab which is mounted on shock absorbers to lessen vibrations in the cab. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide section, nearly the entire width of the locomotive. The SD90MAC was introduced in 1995, along with the SD80MAC locomotives, the SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower engine resulted in the first locomotives being shipped with 4,300 hp 16-cylinder 710G engines, making them similar to the SD70MACs. These locomotives were given the model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp engines when they became available. This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine, over 400 SD90MAC locomotives fitted with the 4,300 hp 710 engine were built. In 1996, EMD entered full production on their 6,000 hp, 16-cylinder H-engine, locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose, the SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a prime mover, it didnt offer the same operational flexibility as smaller units. Also, since the H-engine was a new design it hadnt reached the level of reliability as EMDs previous engine. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway, the Canadian Pacific locomotives were part of an earlier order for 710-engine equipped SD90MAC locomotives that was still in production when EMD switched over to the H-engine. EMD also tried offering a version of the SD90MAC with a 12-cylinder engine called the SD89MAC. Some units have placed into freight service to help combat a motive power shortage. 9300-9303, These were scrapped in Lachine, QC, CEFX 100-13910 units traded to NS for 15 MP15DCs. EMLX8500, 8523-8561, Former Union Pacific 8500, 8523-8561, all units leased to Kansas City Southern in 2008 on one-year lease. Several to the Buffalo and Pittsburgh Railroad upon returning from KCS lease, nine were sold to Fortescue Metals Group in Western Australia
32.
GE Evolution Series
–
The Evolution Series is a line of diesel locomotives built by GE Transportation Systems, initially designed to meet the U. S. EPAs Tier 2 locomotive emissions standards that took effect in 2005. The first pre-production units were built in 2003, Evolution Series locomotives are equipped with either AC or DC traction motors, depending on the customers preference. All are powered by the GE GEVO engine, the Evolution Series was named as one of the 10 Locomotives That Changed Railroading by industry publication Trains Magazine. It was the only introduced after 1972 to be included in that list. The Evolution Series, mainly the ES44DC, ES44AC, and ET44AC, are some of the best-selling and most successful locomotives in United States history. Currently, six different Evolution Series models have been produced for the North American market, all North American Evolution Series locomotives are equipped from the factory with a Nathan-Airchime K5HL-R2 Evolution airhorn, and most later models are equipped with a Graham-White 373 E-BELL. The ES40DC replaces the Dash 9-40CW model in GEs range and, ES44DCs owned by CSX Transportation were also given this designation in 2009 after being de-rated to 4,000 hp. As of 2014, all of Norfolk Southerns ES40DCs have been uprated to 4,400 horsepower, the ES44DC replaces the Dash 9-44CW model in GEs range. Primary users are BNSF Railway, CSX Transportation, and Canadian National Railway, Pilbara Iron in Australia ordered a lengthened, international version designated ES44DCi. The extra length is used for a radiator to increase cooling capacity in the Australian outback. The ES44AC replaces the AC4400CW model in GEs range, Iowa Interstate Railroad ordered 14 ES44ACs in April 2008 to be delivered by October 2008 to handle an expected traffic growth of 25%-30%, resulting from new ethanol plants coming on line. Iowa Interstate ordered two additional ES44ACs to be delivered in December 2009, Iowa Interstate again ordered 3 additional GE ES44ACs after selling 2 of the railroads EMD SD38-2s for the new ethanol plants. CSX began receiving an order of 200 ES44ACs in December 2007, the H in ES44AH stands for heavy, which is in reference to a combination of subsystems that produce high levels of tractive effort at low speeds. In September 2008, Norfolk Southern purchased 24 ES44ACs numbered 8000-8023, ordered to be used on long haul coal trains, they were the first new AC locomotives ever purchased by NS. An additional 65 units were ordered in 2011, numbered 8025-8090,24 more units, numbered 8091-8115, were ordered at the beginning of 2012. 10 of these units,8025, 8098-8105 &8114 were painted in predecessor company heritage paint schemes for NSs 30th anniversary, all NS ES44ACs are built to CSX specifications, with the exception of the Hi-Ad trucks & headlight placement. All KCS units are painted in the retro Southern Belle scheme, in March 2008 Cemex took delivery of one ES44AC, number 81, built to the specifications of CSXT units 700-839 as an add-on to that order. Canadian Nationals first order of ES44ACs was in January 2012, and as of 2015 they roster about 150 units, citirail/CREX acquired 100 ES44ACs for lease service
33.
Brookville BL20GH
–
The Brookville BL20GH or BL20-GH is a diesel-electric locomotive built by the Brookville Equipment Corporation. The locomotive is designed for freight and passenger service. Brookville built 12 in 2008 for the Metro-North Railroad, the Staten Island Railway operates four nearly identical BL20G locomotives, built by Brookville in December 2008, in work service. The BL20GH uses a V12 MTU-Detroit Diesel 12V4000 engine rated at 2,250 horsepower and it has a separate Caterpillar engine for head end power, allowing the locomotive to be used in passenger service for branch line shuttle trains. The Metro-North locomotives are equipped with Automatic train control, the BL20GH is a low emissions locomotive. Brookville built a demonstrator for the Connecticut Department of Transportation, CDOT. CDOT owns six of the locomotives, which it painted in its McGinnis paint scheme, named after former New York, New Haven and this scheme consists of a black nose, with a white stripe and an orange rear, with white New-Haven lettering overlapping the orange rear. The first public run occurred on June 9,2008 and these locomotives are used in branch service on the Metro-North Railroad, including the Danbury Branch and Waterbury Branch. They are used on trains operating on routes where there is no third rail. They lack third-rail shoes and thus rarely operate into Grand Central Terminal, a nearly identical locomotive, known as the BL20G, operates on the Staten Island Railway. Four were built by Brookville Corporation in December 2008 and they look a lot like the BL20GH, but one can tell the difference by looking at the vents at the end of the locomotive. In addition, these locomotives are used for work trains
34.
EMD SDP45
–
The SDP45 was a six-axle, C-C,3, 600-horsepower diesel-electric locomotive built by General Motors Electro-Motive Division of La Grange, Illinois. This steam generator placement followed the set by the SDP35. A few SDP45s remain in service, rebuilt to SD40-2 standards, as built, each unit carried 2,500 US gallons of fuel and 3,000 US gallons of steam generator water in a partitioned underframe tank. The steam generator was a Vapor Model OK-4740, sPs units had Pyle National Gyralights on the leading end, came with Nathan P-3 horns, and cost $317,156 each. Ordered with 62,15 gearing with the set at 72 mph. All except 3201 and 3207 would eventually be re-geared back to 62,15 once they entered commute service, beginning in 1973 the SDP45s were used for commuter service on the San Francisco Peninsula, replacing the Fairbanks-Morse Train Masters. SPs commuter service was demanding work and the required electrical modification to meet those demands. A Passenger Start switch was installed inside the cab electrical cabinet, in the COMM position the units were held in Parallel, All were retired between 1986 and 1990 and sold for scrap. The Great Northern Railway purchased eight SDP45s in 1967 to replace F-units on the Empire Builder, normally paired back-to-back, they were also used singly leading F-units. These joined six smaller SDP40 locomotives ordered in 1966 for the Western Star, after the startup of Amtrak in 1971, Great Northern Railway successor Burlington Northern Railroad converted all fourteen SDP locomotives to freight service. The Erie Lackawanna Railroad ordered 34 SD45Ms in 1969 and 1970, intended for freight service, these units had a long metal head end, the extra space aft of the radiators had concrete ballast. Their longer frames permitted a larger fuel tank which gave the locomotives a greater range between fuel stops, one Burlington Northern Railroad SDP45 was retrofitted with an articulated four-axle truck by EMD, converting it to an A1A-B+B wheel arrangement. The middle traction motor in the truck was removed and placed in the rear truck. The rear truck, called the HT-BB, for High Traction B+B arrangement, was tested successfully and this testing was not related to the development of the HTCR three-axle radial truck first seen under SD60 EMD3 and SD60MACs, and made standard on the early SD70 series. Southern Pacific Railroad 8691-8696 were SD40M-2 rebuilds done by Morrison-Knudsen,3668,3666,3665,3662 and 3659. It is this group that most surviving SDP45s belong to, Erie Lackawanna 3637 was wrecked and rebuilt into a slug. Erie Lackawanna Railroad 3639, later Conrail 6670, is listed as being preserved at the Virginia Museum of Transportation, however their collection listing does not show it. Photographs of SDP45s including the one-of-a-kind seven-axle unit Shine, Joseph W, Great Northern Color Pictorial - Volume 2, Division Assignment, Second Generation Diesels, The Big Sky Blue Era
35.
GE Dash 8-32BWH
–
The GE Dash 8-32BWH, also known as the P32-8WH, B32-8WH, or P32 DASH-8, is a passenger train locomotive used by Amtrak. It is based on GEs Dash 8 series of train locomotives. The Dash 8-32BWH operates in a configuration that uses DC to power the traction motors. When providing head end power to the train, the engine is speed locked to 900 rpm, power output to the traction motors is 2,700 hp when running in HEP mode with a 0 kW HEP load. Traction horsepower decreases to a minimum of 1,685 hp when providing the maximum 800 kW HEP load to the train. The Dash 8-32BWH has a 74,29 gear ratio, resulting in an operating speed of 100 mph in passenger operation. Twenty of these locomotives were delivered to Amtrak in 1991, numbered 500 through 519 and they were nicknamed Pepsi Cans by many railfans, due to being delivered in a wide-striped red, white, and blue livery. The locomotives then received a Phase IV paint before they were all repainted one more time into Phase V livery, the Dash 8-32BWH has since been relegated to yard switching and transfer service, displaced by the newer and more powerful GE Genesis. However, the Dash 8s occasionally substitute for the Genesis units if necessary, the Los Angeles-based units see frequent use on the Coast Starlight and Pacific Surfliner. All Dash 8-32BWH locomotives are now undergoing an overhaul at the Amtrak Beech Groove shops, part of the overhaul includes reprinting the locomotives into Phase V. Two of the locomotives,501 and 502, were sold to the California Department of Transportation, the locomotives were renumbered 2051 and 2052, and received the Amtrak California paint scheme. They are used on the San Joaquin and Capital Corridor trains, Capital Investment Plan for Amtrak Equipment Deployed in State Corridor Service FY2016 – FY2020. Media related to GE B32-8WH locomotives at Wikimedia Commons General Electric Four-Axle Dash-8s
36.
GE U34CH
–
The U34CH is a 3,600 hp passenger diesel locomotive built by General Electric between 1970 and 1973. The units were intended to replace locomotives in suburban commuter service out of Hoboken, the U34CH preceded the GE U36C in GEs catalog. To provide HEP at the proper AC frequency the FDL-16 prime mover ran at a constant 900 RPM, by contrast, when not providing HEP, the FDL-16 could produce 3600 traction horsepower at its usual 1050 RPM. To show their NJDOT ownership, the units were painted in a dark blue, the U34CHs on the weekends were sometimes used in Erie Lackawanna freight service, often being on freight duty from Saturday to Sunday and returning to commuter service Monday morning. On April 1,1976, the Erie Lackawanna, which had been bankrupt since 1972, was merged into Conrail, the U34CHs were assigned new numbers 4151–4182. Only one U34CH would receive Conrail lettering and it was involved in a wreck in 1974 and was sent to the GE apparatus shop in Cleveland to be rebuilt. It returned painted in a Bicentennial paint scheme with Conrail lettering and it was eventually renumbered 4151 in an NJ DOT paint scheme. The other U34CH units showed little change from their EL days and continued to operate on former EL lines out of Hoboken and they continued to wear their EL Bluebird paint scheme sans EL markings with their new numbers. In 1978 one final U34CH was built for the New York MTA as part of their commitment to service to Port Jervis and this new U34CH, numbered 4183, was rebuilt from an accident-damaged former Chicago and North Western Railway GE U30C. It too was painted in the Bluebird paint scheme, but with an MTA logo on its nose, Conrail operated commuter service on behalf of NJ DOT until January 1,1983 when New Jersey Transit took over all commuter rail operations in the State of New Jersey. The U34CHs, having been owned by NJDOT, were conveyed to NJ Transit, many of the U34CHs would remain in their Bluebird paint scheme with only a silver patch and NJ Transit logo painted on their noses to indicate their ownership. Seven U34CHs were repainted into NJ Transits Disco Stripe scheme, the U34CHs continued to operate primarily on former EL lines out of Hoboken, New Jersey. By the 1990s the U34CHs were starting to show their age, as New Jersey Transit received rebuilt former Penn Central GP40PH-2B from Conrails Juniata shops during 1993–94, the fate of the U34CH was sealed. As the units suffered mechanical failures, they were removed from service rather than repaired. The U34CHs were formally retired from service in August 1994. A few U34CHs were used in train service until the delivery of replacement EMD GP40-2s. For a time, three U34CHs were leased to SEPTA and one unit,4154, received SEPTAs blue diesel paint scheme, nine of the U34CHs were scrapped. Nineteen U34CHs were sold to Conrail, which sold the units to GEC Alstom which shipped them to Mexico
37.
MPI MPXpress
–
MPXpress is a series of diesel-electric passenger train locomotives designed for commuter rail service. To date, MPI has offered five variants, MP36PH-3S, MP36PH-3C, MP40PH-3C, MP32PH-Q. The line also meets APTA crashworthiness standards, numerous public transit agencies in Canada and the United States have ordered MPXpress locomotives for their commuter rail services. GO Transit is currently the largest client for MPI MPXpress locomotives with 67 in their fleet, the MP36PH-3S uses a 16-cylinder EMD 645F3B diesel engine as its prime mover, capable of generating 3,600 hp. Head-end power is generated by a static inverter that receives its power through connections to the prime mover, compared to a locomotive with a separate HEP generator, the prime mover must constantly maintain a higher RPM in order to supply power to the passenger cars. The setup is simpler but leads to noise levels and higher fuel consumption. When providing the maximum 500 kW HEP load, maximum power is reduced to 2,930 hp since HEP generation diverts some power from the prime mover. The MP36PH-3S was the first variety of MPXpress locomotive to be built and the customer was Metra. Metra ordered 27 of these locomotives in 2001, which were built, fourteen were to replace the railroads aged F40C fleet, while the rest were for fleet expansion. Metra is currently the operator of the MP36PH-3S variant of the MPXpress. When the locomotives were first delivered, the computer systems proved problematic. At one point in 2004, because Metra had so many MPXpress locomotives out of service, after fixes were implemented, the locomotives became the workhorses of Metras fleet. Starting in 2015, Metra is converting its MP36PH-3S locomotives to the MP36PH-3C specification by removing the static inverter and this is being done in an effort to reduce noise pollution and boost fuel efficiency. There are plans to convert at least ten, if not all MP36PH-3S locomotives, Metras MP36PH-3C locomotives all have extended radiators to supply the extra cooling for the Caterpillar generators. The MP36PH-3C has the same EMD 645F3B prime mover as the MP36PH-3S model, but with a separate head-end power generator, a Caterpillar C-27 diesel engine. In this arrangement, when providing HEP, the full 3,600 hp from the mover is available for traction. Having two engines is more complex, but results in lowered noise emissions and lower fuel consumption, the launch customer for the MP36PH-3C was Caltrain, a commuter railroad in the San Francisco Bay Area. Caltrain ordered 6 of these locomotives in 2003, which were built and this locomotive has gone on to become the most popular MPXpress variant, with 100 delivered to nine different customers
38.
British Rail Class 70 (diesel)
–
The Class 70 is a six axle Co-Co mainline freight GE PowerHaul locomotive series manufactured by General Electric in Erie, Pennsylvania. In November 2007, Freightliner UK announced Project Genesis, a procurement plan for 30 freight locomotives from General Electric, the locomotives ordered were intended to match older types in terms of haulage capacity whilst at the same time being more fuel-efficient. The project was an effort between Freightliner and GE, with input from drivers on the cab design. The locomotives utilize a GE PowerHaul P616 diesel engine rated at 2,750 kW. the locomotive meets EU Tier IIIa emission regulations. Construction of the first two locomotives at GEs Erie, Pennsylvania plant was completed in July 2009, with locomotives being tested during the same month. The original plan was for two months of testing, with the locomotives then spending a further three weeks being modified where necessary and prepared for transport to the United Kingdom, the first two locomotives arrived in Britain on 8 November 2009 at Newport Docks. The delivery gave GE its first locomotives in service on the British rail network, the first locomotive was given the name PowerHaul at Leeds on 24 November 2009. Four more locomotives were delivered to the UK on 2 December 2009, on operation tests,70001 hauled a 30-wagon train consisting of 60 iso containers during December 2009. 70002 also hauled a 19 hopper 1300 tonne coal train in the same month, on 19 and 20 December 2010, five Class 70 locomotives were loaded onto Beluga Endurance at Erie, Pennsylvania, on 5 January 2011, the ship docked at Newport Docks. The BBC Colorado docked at Newport on 17 December 2011 and unloading of four more class 70s commenced in the hours of the morning of 18 December 2011. In August 2012 it was announced that the locomotive built in Turkey in 2011 was to be transferred to the UK. The locomotive was to be allocated to the private owners pool for use as required, colass locomotives have been allotted numbers in the 708xx range. 70802-70805 had already been constructed at the time of the order and are due to be shipped to the UK in January 2014, in 2015, Colas announced the purchase of an additional seven locomotives, to be delivered by 2017. Despite the number range, Colas Rail locomotives remain as Class 70/0 rather than 70/8, the impact severely bent the locomotives frame, rendering it unserviceable and resulting in its later being returned to the United States. On 5 April 2012, locomotive 70018 had a room fire requiring the attention of the fire brigade. On 27 February 2016, locomotive 70803 collided with a train at Ivybridge. On 30th October 2016, locomotive 70804 ran away and was derailled at Toton Sidings in Nottinghamshire,70001 PowerHaul 70004 The Coal Industry Society GE CM20EMP, Indonesian twin-cab GE locomotive PowerHaul
39.
British Rail Class 08
–
The British Rail Class 08 is a class of diesel-electric shunting locomotive. The pioneer locomotive, number 13000, was built in 1952 although it did not enter service until 1953, production continued until 1962,996 locomotives were produced, making it the most numerous of all British locomotive classes. As the standard BR general-purpose diesel shunter, almost any duty requiring shunting would involve a Class 08, the class became a familiar sight at many major stations and freight yards. Since their introduction, though, the nature of traffic in Britain has changed considerably. Freight trains are now mostly fixed rakes of wagons, and passenger trains are mostly multiple units, consequently, a large proportion of the class has been withdrawn from mainline use and stored, scrapped, exported or sold to industrial or heritage railways. As of 2011, around 100 locomotives remain working on industrial sidings, on heritage railways, they have become common, appearing on many of the preserved standard-gauge lines in Britain, with over 60 preserved including the first one built. The Class 08 design was based on the LMS12033 series design, the locomotives were built at the BR Works of Crewe, Darlington, Derby, Doncaster and Horwich between 1952 and 1962. In 1985, three locomotives were reduced in height for use on the Burry Port and Gwendraeth Valley Railway in south west Wales, the remainder of the class were reclassified as sub-class 08/0. A further two locomotives were converted to 08/9 in 1987, the first locomotive to be withdrawn was D3193 in 1967. 4 other machines were withdrawn before TOPS reclassification in 1973, withdrawals continued in subsequent decades until by the beginning of the 1990s most of the class were no longer in service. At the same time as the withdrawals, many were purchased by heritage railways, when British Rail was privatised and sold in the 1990s, EWS inherited most of the class. More units were disposed of, being sent to EWSs Component Recovery & Distribution Centre in Wigan for stripping of reusable components prior to scrapping, others were stored in case of an increase in traffic. In mid 2008, EWS had over 40 class 08 locomotives in operation, freightliner also had about 5 locomotives in operation, as did locomotive company Wabtec. FirstGroup operated less than 5, additionally, some work at industrial sidings –2 for Foster Yeoman, one for Mendip Rail, one for Corus, one at ICI Wilton,2 for English China Clays, a few other businesses in railway-related business operated single examples. 5 examples of the Class 08 were exported to Liberia, numbers,3047,3092,3094,3098 and 3100, with over 70 examples preserved, they are the second most numerous class of preserved locomotive in the UK. The Class 08 design was based on the LMS12033 series design, the engine is an English Electric 6 cylinder, 4-stroke, 6KT. Traction motors are 2 EE506 motors with double reduction gear drive, the main generator is an EE801. In 2007, a few of locomotives were used on the Manchester Metrolink track relaying project
40.
British Rail Class 09
–
The British Rail Class 09 is a class of 0-6-0 diesel locomotive designed primarily for shunting and also short distance freight trips along branch lines. The 26 locos are similar to the Class 08 shunting locomotives but have different gearing, giving a top speed of 27.5 mph at the expense of a tractive effort. Further locomotives were converted from Class 08 in 1992 and, following this and privatisation in 1997, the original 26 locomotives became sub-class 09/0 when further locomotives were modified from Class 08 in 1992 which became subclasses Classes 09/1 and 09/2. TOPS numbers were 09101 –09107 and 09201 –09205 and they were also used on Railtours which needed to depart Brighton heading along the West Coastway Line or vice versa. To achieve this the 09 worked between Brighton and Preston Park, allowing main tour locomotive to work the train forward via the Cliftonville tunnel and Hove. The connection to the West Coastway Line at Brighton can only be used by four car trains due to the arrangement of the points, camberley, Surrey, Diesel and Electric Group
41.
British Rail Class 20
–
The British Rail Class 20, otherwise known as an English Electric Type 1, is a class of diesel-electric locomotive. The locomotives were originally numbered D8000–D8199 and D8300–D8327 and they are known by railway enthusiasts as Choppers, a name derived from the distinctive beat that the engine produces when under load which resembles the sound of a helicopter. Designed around relatively basic technology, the 73-tonne locomotives produce 1,000 horsepower, designed to work light mixed freight traffic, they have no train heating facilities. Locomotives up to D8127 were fitted with disc indicators in the style of the steam era, although older locomotives were not retro-fitted with headcode boxes, a few of the earlier batch acquired headcode boxes as a result of repairs. Unusually for British designs, the locomotive had a single cab and this caused serious problems with visibility when travelling nose first, though in these circumstances the drivers view is comparable to that on the steam locomotives that the Class 20s replaced. It was common however to find Class 20s paired together at the nose, with their cabs at opposite ends, the Class 20 saw only limited service on passenger trains. A small number were fitted with a pipe for steam heating. Also occasionally other holiday resorts on the east coast of England, occasional duties as a pilot, the shift of light mixed freight to the road network left British Rail with an oversupply of small locomotives. The Class 20s, however, could work in multiple and so handle heavier traffic, most spent the majority of their working lives coupled nose to nose in pairs to provide a more useful 2,000 hp unit and to solve the visibility problems. Most have now been withdrawn but a few remain with DRS and other minor, several that are usually operated singly have been fitted with nose-mounted video cameras in order to solve the visibility problems. The Série 1400 locomotives of Portuguese Railways are based on the BR Class 20s, the first batch of Class 20s were allocated to Devons Road depot in Bow, London to work cross-London transfer freights, with the following eight locos allocated to Hornsey depot. After a trial with D8006, D8028–D8034 were allocated for work in highland Scotland, d8035–D8044 were originally to be allocated to Norwich, but were actually used for empty coaching stock workings in and out of London Euston. D8050–D8069 were allocated to the new Tinsley TMD in Sheffield, from where they worked into Lincolnshire. D8070–D8127 were sent to operate in the Scottish lowlands, particularly in the Forth-Clyde area, and this completed the original orders for 128 locos, the last being delivered in August 1962. With the subsequent order for a further 100 Class 20 locos, tests in 1967 using D8179 and D8317 resulted in locos from D8316 being delivered from the manufacturer with the new electronic control system for working merry-go-round coal trains. Trains to Longannet Power Station sometimes required locos to triple-head trains, some locos have in the past been hired by Hunslet-Barclay to provide motive power for weedkilling trains. Direct Rail Services fleet of Class 20/3s has at times seen frequent work across Britain in pairs, or with Class 37s, on nuclear flask trains, DRS supply class 20s for use with the Rail Head Treatment Train during the winter. Perhaps the most unusual train hauled by a Class 20 was the Kosovo Train for Life charter train in Autumn 1999 which carried 800 tonnes of aid, DRS initially had a fleet of 15 operational Class 20/3 locomotives
42.
British Rail 10800
–
British Railways 10800 was a diesel locomotive built by the North British Locomotive Company for British Railways in 1950. It had been ordered by the London, Midland and Scottish Railway in 1946, design was by George Ivatt and the locomotive was intended as a possible replacement for steam locomotives on secondary and branch lines. The single-cab layout gave the driver a view of the road ahead. The view was no worse than a steam locomotives, so it would have been considered acceptable at the time. During its brief time on the Southern Region between 1952 and 1954,10800 gained the nickname The Wonder Engine, from the locomotive departments daily query, I wonder if it will go today. Due to having been ordered by the LMS before the creation of British Railways,10800 became the first BR mixed-traffic Diesel-Electric locomotive when it was delivered in 1950. Operationally it was enough for BR to order two classes of 54 similar locomotives in 1955 although these, destined to become BR Class 15 and BR Class 16. 10800 was bought by Brush Traction and rebuilt for experiments in a. c. power transmission. Main alternator type, Brush Aux alternator type, Brush It was used until 1968, clough, David N.2, Diesel-Electric Development after 1945. Hydraulic vs Electric, The battle for the BR diesel fleet, the Railway Centre The Railway Raptors
43.
British Rail Class 15
–
Following the British Railways Modernisation Plan, ten of the class were ordered for evaluation under the pilot scheme. Like other locomotives designed to the Type 1 specification, they were intended for use on local freight, the design and manufacture was a collaboration between several companies. These ten locomotives, numbered D8200–D8209, entered service between November 1957 and November 1958, the design showed sufficient promise for a repeat order for 34 more locomotives to be placed soon afterwards. These locomotives, numbered D8210–D8243 and built by Clayton at Hatton, soon, however, the entire class was allocated to depots on the Eastern Region, where they remained until withdrawal. Thereafter, the type was allocated exclusively to Stratford, Finsbury Park, on 21 November 1963, locomotive No. D8221 crashed through buffers whilst shunting at Ipswich, Suffolk and ended up across Croft Street, the class were troubled by several reliability problems, notably with the engines which were found to require excessive maintenance. Despite these problems the class were more successful than the contemporary Type 1 locomotives of Class 16, with a decline in freight duties in the London area, and as a relatively small and non-standard class, the type was considered surplus to requirements by the late 1960s. All were withdrawn from stock between April 1968 and March 1971. All but four had been broken up for scrap by the end of 1972, one of the former train heating units, D8233, was purchased for preservation in 1984 and is now the only survivor of the type. It was originally kept at the South Yorkshire Railway in Sheffield, moving in 1986 to the East Lancashire Railway, and in 1988 to the Mangapps Farm Railway, D8233 then moved to Crewe following an agreement with the Waterman Heritage Trust. Since its initial preservation the locomotive had received little work apart from cosmetic attention, with an active plan for work agreed, the locomotive returned to the East Lancashire Railway in February 2006, where its restoration to working order is now under way. A ready to run model in 00 gauge was available from TechCad design based on a hand finished resin shell and it was then available from TechCad as a kit, but TechCad have since ceased trading. Since 2010 Heljan have produced an OO gauge ready-to-run model in a variety of liveries, an N gauge kit of a member of the class is available from BH Enterprises, powered by a Graham Farish Class 20 chassis. An O gauge ready-to-run model is currently in production by Little Loco Company Stevens-Stratten, British Railways Locomotives and Multiple Units including Preserved Locomotives 1977. Ultimate Allocations, British Railways Locomotives 1948 -1968, Class 15 Preservation Society, Owners of sole surviving Class 15, D8233 Photograph of ADB968001, former D8233 at Stratford 12 September 1981
44.
British Rail Class 16
–
The North British Type 1 was a type of diesel locomotive ordered under British Railways 1955 Modernisation Plan. Like other Type 1 designs, they were small locomotives intended primarily for local freight traffic. The design evolved from a prototype locomotive built by North British. Under British Railways pilot scheme, ten locomotives were ordered for evaluation against rival designs from British Thompson-Houston and English Electric. The design shared some similarities with Class 15, both being of the road-switcher layout which was uncommon in the U. K. and both being powered by an 800 hp Paxman 16YHXL prime mover. The ten locomotives were completed at the North British Locomotive Companys Queens Park Works in Glasgow, the design was not a success, and no further examples were built. While the Class 15s also suffered problems with the Paxman engines, another problem was coolant contamination of the oil, due to cylinder head failure. Being non-standard and unreliable, the locomotives were a candidate for early withdrawal. They were withdrawn between February and September 1968, and all ten had been cut up for scrap by the end of 1969, ultimate Allocations, British Railways Locomotives 1948 -1968
45.
British Rail Class 58
–
The British Rail Class 58 is a class of Co-Co diesel locomotive designed for heavy freight. Introduced in 1983, they followed American practice of modularisation, EWS withdrew them in 2002 after 20 years in service, and 32 were hired abroad – four to the Netherlands, eight to Spain and twenty to France. In the late 1970s, British Rail wanted to develop a new, low-cost, the Class 56 had a troublesome entry into service, and BR was also keen to enter the export market. Pre-production drawings of the Class 58s referred to them as Standard Export Locomotives, BREL dropped traditional locomotive construction methods in favour of an entirely new approach – an innovative modular design. This offered savings on construction and maintenance compared to previous locomotive builds, the load-bearing underframe was fitted with exchangeable modules - number 1 cab, radiator, power unit, turbocharger, electrical equipment and number 2 cab. If required, each module could be removed from the underframe. The narrow body with cabs at either end led to them being given the nickname Bone by rail enthusiasts and this loco was temporarily fitted with a Sepex wheelslip control system, but upon completion experimental testing the equipment was removed before the locomotive entered traffic. SEPEX was central to the design of the Class 60, No export orders were received and so the jigs at Doncaster were dismantled and 58050 became not only the last Class 58 to be built, but the last diesel locomotive to be built at ‘The Plant’. Since they were introduced in the early 1980s, the 58s saw service on a variety of freight duties. Despite claims made at the time, their performance was inferior to Class 56s on many types of freight train due to their increased tendency to wheelslip. As a result, the 58s could also be seen working other types of freight traffic, with the advent of privatisation in the 1990s, Class 58s greatly extended the geographical scope of their operations and were used on general freight traffic until withdrawal. In their day, Class 58s were powerful and capable freight locomotives, however, by the turn of the century they compared unfavourably with the new generation of locomotives and were quickly supplanted by Class 66s. In comparison, Class 58s were expensive to maintain and operate, on 6 August 1987, locomotive No.58013 was hauling a freight train that ran away and was derailed at Baddesley Ensor, Warwickshire. During the late 1990s, it was almost certain that the entire Class 58 fleet would see in the millennium as working locomotives. Since then, the remainder of the Class 58s were stored at various points around Britain and this was hastened by the introduction of 250 Class 66s. The last few Class 58 locomotives were withdrawn in September 2002 after working the last charter train, seven Class 58s were put on the DB Schenker April 2010 disposals list. This is the first time stored Class 58s have been put up for sale, one of these,58016, has entered preservation at Barrow Hill with the Class 58 Locomotive Group. Five class 58s were listed for disposal by DB Schenker October 2015 disposals list, namely 58008,58012,58022,58023, and 58048
46.
Cab forward
–
The term cab forward refers to various rail and road vehicle designs that place the drivers compartment substantially farther towards the front than is common practice. In steam locomotive design, a cab forward design will typically have the drivers compartment placed forward of the boiler at the front of the engine. On a coal-fired locomotive, the station remains on the footplate behind the firebox so as to be next to the tender. On an oil-fired locomotive, the station could be in the forward cab. This type of design was widely, though not commonly, used throughout Europe in the first half of the 20th century, visibility is greatly improved from the cab, and fumes from the chimney do not fill a forward cab in tunnels. However, the prospects in the event of a collision are worse. In Germany, Borsig in Berlin built a streamlined cab forward DRG Class 05 4-6-4 in 1937. In 1944, the streamlining was removed, but the 05003 had by then already lost its cab forward layout, after the war, it pulled express trains in West Germany until 1958. The state-owned Italian Ferrovie dello Stato had several cab forward locomotives, Class 670,671 and these 4-6-0 engines had a three-axle tender, and were nicknamed mucca. The engines were used to haul trains on the Milan-Venice railway. This arrangement was made possible by burning fuel oil instead of coal, the cab forward design was widely used by the Southern Pacific Railroad, which developed it to deal with the peculiar problems of its routes. The 39 long tunnels and nearly 40 miles of snow sheds of the Sierra Nevada Mountains could funnel dangerous exhaust fumes back into the compartment of a conventional locomotive. After a number of crews nearly asphyxiated, the locomotive was run in reverse and this meant that the tender was leading the train, which introduced new problems. The tender blocked the view ahead and put crewmen on the sides of the cab for seeing signals. The tenders were not designed to be pushed at the lead of the train, Southern Pacific commissioned Baldwin Locomotive Works to build a prototype cab-forward locomotive, then ordered more units before the prototype had even arrived. All of the cab-forwards were oil-burning locomotives, which meant there was little trouble involved putting the tender at what would normally be the front of the locomotive, the oil and water tanks were pressurized so that both would flow normally even on uphill grades. Visibility from the cab was superb, such that one crewman could easily survey both sides of the track, turning the normal locomotive arrangement around also placed the crew well ahead of the exhaust fumes, insulating them from that hazard. One problematic aspect of the design, however, was the routing of the oil lines, because the firebox was located ahead of the driving wheels, a nuisance under most conditions, it resulted in at least one fatal accident
47.
Sharknose
–
The styling was by the PRRs preferred designer, Raymond Loewy, with the distinctive nose reminiscent of his design for the PRR T1 steam locomotive. The New York Central, Baltimore and Ohio and Elgin, Joliet & Eastern were the railroads which purchased Sharknoses from Baldwin. The New York Central was the last of these to operate the engines, by 1972, all but two of them, the 1205 and 1216, had been scrapped. The pair were purchased by Castolite Corp. in 1978, which leased them for use on the Michigan Northern, both engines have purportedly been stored out of public view on the property of the Escanaba and Lake Superior Railroad for more than 20 years. The name sharknose has also given to streamlined automobiles of the 1930s and 1940s, because of their design. Willys continued to manufacture them in this design until the beginning of World War II, the term was applied to the 1938 Graham-Paige Spirit of Motion. The design was used on the 1941 Nash, as well as 1940s Hudson models. The last automobile with this design was the 1947 Hudson
