EMC 1800 hp B-B

From Wikipedia, the free encyclopedia - View original article

EMD 1800 hp B-B locomotives
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Build date1935
Total produced5
AAR wheel arr.B-B
Prime moverWinton 201-A (two)
CylindersV12
Power output1,800 hp (1.34 MW)
Career
Official name1800 hp B-B
LocaleNorth America
DispositionOne preserved, remainder scrapped
 
Jump to: navigation, search
EMD 1800 hp B-B locomotives
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Build date1935
Total produced5
AAR wheel arr.B-B
Prime moverWinton 201-A (two)
CylindersV12
Power output1,800 hp (1.34 MW)
Career
Official name1800 hp B-B
LocaleNorth America
DispositionOne preserved, remainder scrapped

Electro-Motive Corporation (later Electro-Motive Division, General Motors) produced five 1800 hp B-B experimental passenger train-hauling Diesel locomotives in 1935; two company-owned demonstrators, #511 and #512, the Baltimore and Ohio Railroad's #50, and two units for the Atchison, Topeka and Santa Fe Railway, Diesel Locomotive #1. In addition, two single power cars and two twin-unit power cars for the Chicago, Burlington and Quincy Railroad's Zephyr streamliners were built to fundamentally the same design, but clad in Budd Company streamlined stainless steel carbodies. These were #9904 Pegasus and #9905 Zephyrus for the Twin Zephyrs, and #9906A/B Silver King/Silver Queen and #9907A/B Silver Knight/Silver Princess for the Denver Zephyrs.

All were the mechanical ancestors to EMD's successful E-units, with identical pairs of 900 hp Winton 201-A Diesel engines, although they ran on AAR type B two-axle trucks instead of the A1A trucks of E-units. When delivered, the units were fitted with shrouding around their trucks, but this did not last long.

The boxy carbodies of all but the Zephyrs were the work of GE's Erie, Pennsylvania works, EMD having not yet developed the ability to produce their own bodywork. Like most boxcabs, they had control cabs at both ends, a feature that would only rarely be repeated in future North American locomotives, although it would become common elsewhere.

EMC demonstrators 511 and 512[edit]

EMC Demonstrators
EMD 511.jpg
EMC demonstrator #511 on the CB&Q in 1937. The locomotive is painted silver, having been in service on the ATSF until the E1 locomotives were ready.
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Serial number511–512
Build dateAugust 1935
Total produced2
Career
Number511–512
Official name1800 hp B-B
LocaleNorth America
DispositionScrapped

The two EMC demonstrators, numbered 511 and 512, were built in May 1935 to demonstrate the future of passenger Diesel power to potential customers. The boxy bodywork was not what EMC intended to sell, but it was an easy way to demonstrate the power units and hauling capacity, which would not be changed in the future E-units.

They were demonstrated both together and singly; the latter for shorter trains for local and less busy services, the former to replace larger steam locomotives on busy trains.

EMC #511 was loaned to the Santa Fe to be a backup to ATSF 1 and 1A during the first year of the Super Chief's operation as ATSF #1B, painted in silver. EMC #512, also painted silver, was given the designation ATSF #1C and pressed into service for the first regular run of the Super Chief-2 on May 18, 1937 to replace an ailing Unit #1.

In 1938, having outlived their usefulness, the two demonstrators were scrapped. Trucks and some other components were re-used for the two NW4 switchers built for the Missouri Pacific Railroad.

Baltimore & Ohio 50[edit]

Baltimore & Ohio #50
Baltimore and Ohio 50 in 1972.JPG
In 1972 at the EMD plant for its 50 year celebration.
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Serial number532
Build dateAugust 1935
Total produced1
Career
Railroad(s)Baltimore and Ohio Railroad
Chicago and Alton Railroad
Gulf, Mobile and Ohio Railroad
NumberB&O 50
C&A 50
GM&O 1200
Official name1800 hp B-B
LocaleNorth America
Current ownerMuseum of Transportation, St. Louis, Missouri
DispositionMuseum artifact

Baltimore and Ohio Railroad #50 was fundamentally identical to demonstrators 511 and 512 when delivered. In this form, it hauled the first Diesel-powered Royal Blue until the introduction of the EA/EB units in 1937.[1]

Following that, it had a semi-streamlined "shovel nose" applied to one end, and transferred to the B&O-owned Chicago and Alton Railroad to haul the Abraham Lincoln. When the Alton left B&O control in the merger that created the Gulf, Mobile and Ohio Railroad, #50 entered the GM&O roster as #1200. After World War II, the shovel-nose treatment was removed, restoring the unit to its prior boxcab appearance. The locomotive was placed into local freight service until it was retired, upon which it was donated to the Museum of Transportation, St. Louis, Missouri, where it remains.

Santa Fe 1[edit]

AT&SF 1
ATSF1 1935.JPG
The two units of Atchison, Topeka and Santa Fe Railway Diesel locomotive #1, photographed in Chicago on August 31, 1935.
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Serial number535–536
Build dateSeptember 1935
Total produced2
Career
Railroad(s)Atchison, Topeka and Santa Fe Railway
Number1
Official name1800 hp B-B
NicknamesAmos and Andy
LocaleNorth America
Scrapped1953
ATSF #10, formerly Unit B, in 1939 after being rebuilt. The unit was also repainted in Santa Fe's classic Warbonnet colors.

Atchison, Topeka and Santa Fe Railway #1 was a two unit set built by St. Louis Car Company in late 1935 to haul the Santa Fe's new train, the Super Chief, for its first year of operation, from May 1936 until May of the following year.[1] The Santa Fe had wanted the new, streamlined designs on the EMC drawing boards that would become the first E-units, but they would not be ready until 1937, so the railroad asked for two locomotives like the EMC demonstrators as proof of concept, letting the railroad gain some experience with Diesel operation before the E-units and the lightweight, streamlined train they would haul were ready. Because they were always run together, in a back-to-back configuration, Santa Fe employees nicknamed the two units the "One Spot Twins" and "Amos & Andy" (after the popular radio situation comedy). Both units shared a common road number, and the operating department considered them a single locomotive. The mechanical department referred to them as Unit A (lead unit) and Unit B (trailing unit). For a time, AT&SF leased EMC demonstrator #512, which became known as Unit C, while serving on the Super Chief.

The Santa Fe did ask for some cosmetic "dressing up" of the locomotives, since they would be hauling a prestige passenger train, and EMC obliged with a treatment by Sterling McDonald's GM styling department, which included large "eyebrow" air intakes at the front of the units and a striking paint scheme: Olive Green with Cobalt Blue and Sarasota Blue stripes separated by pinstripes of Crimson and Tuscan Red. This livery reduced the boxiness of the locomotives and gave them more of a look of speed. Later, as the Santa Fe took delivery of the stainless steel Super Chief passenger cars, the locomotives were repainted in silver.

The Santa Fe was an ideal railroad to be a Dieselization pioneer; its long desert runs in the Southwest made the provision of water supplies for steam locomotives problematic.

After the E1s replaced the proof-of-concept #1 in 1937, the Santa Fe began to modify the two locomotive units.

Unit A remained in passenger service. It was rebuilt as a single-ended locomotive in 1938 with a "bulldog" front end—a very high, raised cab above a snub rounded nose. The locomotive emerged in the Warbonnet paint scheme similar to the E1s. It retained road number 1. The lead truck was replaced with a drop-equalizer truck of unusual 1B configuration; the lead axle was unpowered, while the two rear axles were powered. Some time later, the trailing truck was replaced in similar fashion. Three-axle trucks rode better at speed and were lighter on the track, with a lower axle loading.

When Unit A was rebuilt in 1938, Unit B received the same modifications, along with road number 10, since it was now regarded as a separate locomotive. In 1941 #10 has its cab removed, and became a booster unit numbered 1A. In 1948, AT&SF rebuilt #1A into freight transfer locomotive #2611 running on EMD Blomberg B trucks.[2]

Both #1 and #2611 went to EMD as trade-ins on E-8Bm locomotives in 1953.

CB&Q 9904, 9905[edit]

Twin Zephyr power cars
Burlington 9905-Zephyrus 1950.JPG
Burlington 9905, Zephyrus, in service in July 1950.
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Build dateNovember 1936
Total produced2
Career
Number9904-9905
LocaleNorth America
DispositionScrapped

9904 Pegasus, & 9905 Zephyrus were the original power for the second pair of Twin Zephyrs. Mechanically the same as the previous 1800 hp locomotives, they had stainless steel carbodies built by Budd. Their sloping front and streamlined styling continued the look of earlier Zephyr trainsets. Built to pull a specific carset, they were later pooled and continued in service until the mid 1950s.

CB&Q 9906, 9907[edit]

Denver Zephyr power cars
Denver Zephyr 9906A 1943.jpg
Denver Zephyr locomotive 9906A sitting next to a steam locomotive at Chicago Union Station in 1943.
Specifications
Power typeDiesel-electric
BuilderElectro-Motive Corporation
Build dateOctober 1936
Total produced2 sets
Career
Number9906a/b - 9907a/b
LocaleNorth America
DispositionScrapped

Silver King (9906A), Silver Queen (9906B), Silver Knight (9907A), and Silver Princess (9907B), were the original power for the Denver Zephyr. Each 1800 hp cab (A) unit, repeats of the 9904-9905, was semipermantly attached to a 1200 hp booster (B) unit, for a total of 3,000hp. Like 9904-9905, they were intended to pull a specific carset, but would later be pooled, and stayed in service until the mid 50s.

References[edit]

  1. ^ a b Mann, Charles F.A. (17 September 1935). "Most Powerful Diesel Ready for Rail Service". The Meriden Daily Journal. Retrieved 28 March 2012. 
  2. ^ http://www.railroadingonline.net/railroads/atsf/drawings/dc2610.gif

External links[edit]