Investload101

• Atsfrr.net
• Atsf 3751
• Atsf 3751

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. The twin engine power unit layout and multiple unit control systems developed with the B-B locomotives were soon adopted for other locomotives such as the Burlington Route's Zephyr locomotives built by the Budd Company in 1936 and EMC's own EMD E-units introduced in 1937. The B-B locomotives worked as proof-of-concept demonstrators for diesel power with the service loads of full size trains, breaking out of its niche powering the smaller custom Streamliners.

The Santa Fe Railway Historical & Modeling Society is an independent non-profit corporation devoted to preserving, studying, and sharing information about the former Santa Fe Railway; from its rich history and fascinating operations, to its distinctive equipment and facilities. San Francisco Chief at Orwood 2. SN Pittsburg Local at Pittsburg 3. ATSF F's in Richmond Joe Ward Photos Regards, Jim Evans Edited 2 time(s). Last edit at 12/18/20 08:37 by FiveChime.

In 1935 EMC was starting its transition from a design and marketing company to a locomotive building company; development of regular production model locomotives was occurring before they had the capability to build locomotives. Construction of carbodies for EMC demonstrators #511 and #512, and B&O #50 was contracted to General Electric's Erie, Pennsylvania works, and AT&SF #1 was contracted to St. Louis Car Company. Like most boxcabs, they initially 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. Power was provided by twin 900 hp (670 kW) 12 cylinder Winton 201-A diesel engines in each power unit, exceeding by 50% the most power that could be attained with a single engine at that time. The added 'headroom' in power extended the life of mechanical parts, which was a critical issue with early diesel engines in locomotives. The units were built with AAR type B two-axle trucks. As development design locomotives, modifications were frequently made to them to overcome various teething problems; the EMC demonstrators spent considerable time in aluminum paint substituting for the units under modification.^[1]

EMC demonstrators 511 and 512[edit]

The two EMC demonstrators, numbered 511 and 512, were built in August 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 heavier trains. These units were highly significant in pioneering multiple unit connections which could be quickly connected and disconnected in the field, allowing units to be 'lashed up' into more powerful combinations (operated by a single crew) at will, and allowing malfunctioning units to be replaced with fresh units with ease.

EMC #512, painted silver, was added to the ATSF locomotive #1 cab/booster pair to help pull the first regular run of the streamlined, Budd Company-built Super Chief on May 18, 1937, after the EMC E1 pair 2/2A built for the train burned out some of their traction motors on a record-breaking exhibition run days before.

In 1938, having outlived their usefulness, the two demonstrators were scrapped. Trucks and some other components were re-used for the two EMC NW4switchers built for the Missouri Pacific Railroad.

Baltimore & Ohio 50[edit]

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 EMC EA/EB units in 1937.^[2]

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 the 2nd world war, the shovel-nose treatment was removed, restoring the unit to its prior boxcab appearance. The locomotive was placed into local freight and passenger 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]

Atsfrr.net

Atchison, Topeka and Santa Fe Railway#1 was a twin-unit set built by St. Louis Car Company in August 1935 to haul the Santa Fe's new train, the Super Chief, for its first year of operation from May 12, 1936 until May 18 of the following year.^[3]

The Santa Fe Railway 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. Santa Fe saw the potential for rapid dieselization of its southwestern passenger service 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 production model diesel locomotives and the lightweight, streamlined trains they would haul were ready. The 2226.6 mile route that these units were intended to run, covering mountain and desert, was completely unprecedented, and exposed weaknesses in the design. Their working up period extended for about eight months before they were introduced into service, during which time modifications were continually made to them.

Santa Fe asked 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 hooded 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.

The units were delivered with shrouding around their trucks, which was soon removed because the bearings on the trucks tended to run hot.Engine cooling was another problem that needed to be addressed during the testing period. The second unit in particular had trouble getting enough air to cool the radiators; likely the stylish hood over the air intake contributed to this problem. A number of vents were added to the roofs in their first year of existence. Both units required larger steam generators, and a greater fuel and water supply.

Because they were always run coupled together, 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). While the pair substituted for a Super Chief E1 set with burned-out traction motors in 1937, the company leased EMC demonstrator #512 as a third unit called Unit C.

After new EMC E1s replaced the proof-of-concept #1 in 1937, the Santa Fe began to further modify the two locomotive units. The two units were rebuilt as single-ended locomotives in 1938 with a 'bulldog' front end — a very high, raised cab above a rounded snub nose. The locomotives were painted in the Warbonnet paint scheme similar to the E1s. The trucks were replaced with three axle drop-equalizer trucks of unusual AAR wheel arrangement 1B configuration; the lead axle was unpowered, while the two rear axles were powered. The three-axle trucks were more stable at speed and lighter on the track with a lower axle loading. Roller bearings on the new trucks alleviated the overheating problem. Unit A retained road number 1 and Unit B was renumbered number 10, since it was now regarded as a separate locomotive.^[4] The revamped locomotives pulled the new Chicagoan (ATSF train) and Kansas Cityan named trainsets between Chicago and Wichita, KS, with the run soon extended to Oklahoma City.

In 1941 No. 10 had its cab removed, and became a booster unit numbered 1A. In 1948, AT&SF rebuilt unit 1A into freight transfer locomotive No. 2611 running on EMD Blomberg B trucks; locomotive 1 remained unmodified from its 1938 rebuild as a passenger unit.^[5]

Both 1 and 2611 went to Electro-Motive Diesel as trade-ins on EMD E8 locomotives in 1953. Both emerged as booster units, numbered 83A and 84A, respectively.

Atsf 3751

Notes[edit]

1. ^Iron Horses of the Santa Fe Trail, E.D. Worley, Southwest Railroad Historical Society, 1965, L of C 75-39813
2. ^Mann, Charles F.A. (17 September 1935). 'Most Powerful Diesel Ready for Rail Service'. The Meriden Daily Journal. Retrieved 28 March 2012.
3. ^Reed 1975, p. 104
4. ^Reed 1975, p. 109
5. ^'Archived copy'. Archived from the original on 2011-07-22. Retrieved 2010-01-21.CS1 maint: archived copy as title (link)

References[edit]

• Brasher, Larry E. (2001). The One-Spot Twins. Midwest City, OK: Santa Fe Railway Historical & Modeling Society. ISBN0-9713320-0-2.
• Pinkepank, Jerry A. (1973). The Second Diesel Spotter's Guide. Milwaukee, WI: Kalmbach Publishing Co. ISBN0-89024-026-4.
• Reed, Robert C. (1975). The Streamline Era. San Marino, California: Golden West Books. ISBN0-87095-053-3.CS1 maint: ref=harv (link)
• Repp, Stan (1980). Super Chief: Train of the Stars. San Marino, CA: Golden West Books. ISBN0-87095-081-9.

External links[edit]

• Media related to EMC 1800 hp B-B locomotives at Wikimedia Commons

Typical of its type, this battered, utilitarian car was (and still is!) used to carry iron, steel, scrap, wire, and many other types of bulky freight not requiring protection from bad weather.
Built by General American Transportation Corp., Warren, OH or East Chicago, IN; April 1958

This Class Ga-108 steel, four-axle, solid bottom, fixed end, mill gondola was part of the 750-car 72250-72999 series. Its ends were welded in place, the floor is of 3/8″ steel plate, and it has ASF trucks. ATSF #72312 is 52′ 6″ long over end sills; 56′ 5″ long over pulling face of couplers; 10′ 3 1/8″ wide over side (bulb) angles; and 7′ 11/16″ high. Its interior is 52′ 6″ long; 9′ 6″ wide, and 3′ 6″ high. Originally weighing 56,000 lbs. (28 tons), this car now weighs 53,700 lbs. (26.85 tons); has a 154,000 lb. (77 ton) capacity (originally 140,000 lbs.) and a 166,300 lb. (83.15 tons) load limit (originally 154,000 lbs.) in its 1,745 cubic feet of cargo space.

Atsf 3751

ATSF #72312 was used by the Santa Fe to haul all types of bulky and odd-shaped miscellaneous materials for over 21 years. Heavily worn, torn, battered, and badly dented, it was retired and donated to the PSRMA in September 1979 by the Santa Fe Railway.

Delivered by the Santa Fe to the Museum’s storage track at Miramar Naval Air Station in San Diego, ATSF #72312 was sandblasted and repainted by Museum volunteer workers in March 1981. It was moved to the San Diego & Arizona Eastern Railway’s downtown San Diego yard in August 1981, where it was further serviced by the Museum’s members and stored for two years.

In July 1983 the extremely large disassembled boom of the Museum’s locomotive crane, USN #84-00412, was loaded into the gondola. It was taken to San Ysidro by the SD&AE, and then brought to Campo on the Museum’s first “Great Freight” in July/August 1983. The crane boom was unloaded, and the crane was reassembled.

Repainted again and relettered in August 1988, ATSF #72312 is now displayed and maintained in operating condition near the depot at Campo. It is used on Museum work trains and for equipment storage, and is an excellent example of this unsung workhorse of the rails. In 1991, 18 of these GA-108 gondolas were still in service on the Santa Fe Railway, a testament to their hard-service durability.

1993 Pacific Southwest Railway Museum Association. W. Schneider.