Like motorcycles, the present day builders [GE and EMD] have agreed to use the same systems for air-brakes, and loco controls.
Most of us mechanical types remember, 6-BL, deadman pedals, rotair, and an extra MU hose for sand. And other oddball controls...
Who remembers GE's innovative 'half-step' throttles? Or EMD's 'selecta' transition control, on GP-35s?
When I began working as a machinst, we ran Fairbanks-Morse units, Baldwins, Alcos, GE U series, and every type of EMD you could name...
When I started with BN, we were still running GP-7s, and F-7s, both cab, and cabless "B" units. Occasionally we'd run something more up ta date, like a Geep-9, or a GP-38.
BN inherited a few strange units from GN, NP, CB&Q and a shitload of Alcos from the SP&S.
BN narrowed the field by shedding the Baldwin switchers, and the Alcos. But they still had to stock parts for B engines, BC engines, C, D, and Es. All models of engines from EMD.
We didn't do much GE work at Hillyard, but the occasional wreck showed up. Or a re-power.
Hillyard was a steam shop, that converted ta diesel when GN bought their first generation EMDs. The mechanics eventually all got hip to the newer units...
Now EMD and GE are probably at their FIFTH generation of locomotives. Better in a lot of ways, but still D-E. And the battle goes on between two-stroke vs four stroke... And whether or not electronics will replace two men in the cab.
And EPA mandates diesel emissions... Tier-II is now. After 2010 it'll be stricter.
Maybe we'll see catenary in use where hydro-electric power is abundant. Dual-mode locomotives. Diesel-electric/electric. It's been done before. New Haven ran dual mode FL-9s in their passenger/commuter fleets. GN, and Milwaukee crossed the Cascades under catenary with electrics...and diesel was very, very cheap back in the '20s, '30s, '40s, and 1950s.
Maybe...
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Hmm. That address doesnt look right. It looks like the link pointing here was faulty.
Went to start one up today, an older, ex Conrail kicked to shit Bash8. Lights were on, computer was on, fuel pump was priming, just wouldn't turn over. It made a weird noise that I have never heard a locomotive make before, then purged some air from someplace, then nothing. No fuel pump, no computer display, and it tripped the control breaker in the lead unit. WTF?
I talked to the Diesel Dock for a bit. He told me to unplug the MU cable (must have been getting contaminated fuel from the other unit), cycle all the breakers, and try again. Same thing, minus the tripping the control breaker. WTF?
He then asked if the battery switch was closed I didn't bother to check that because the fucking lights were on, the fridge was running and the computer was busy telling me that the engine was not running. Just to be safe, I decided to open the cabinet door. Lo and behold, the switch was open. WTF? I closed the switch and then managed to get the bitch started.
Why did I have lights and fuel pumps and computers and refridgerators if the fucking switch was open?
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Some people say I have a bad attitude. Those people are stupid.
Uke...I have pictures of all the obsolete BN power that you mentioned. Auburn WA was the "awaiting dispo" capital in the early 70's as many of the Baldwin and other ready for the junkyard power congregated. I managed to hit Portland Oregon at the right time as all the BN Alco power were assembled for perminent disposition. I remember when GP 30's and GP35's were still prime power over Stevens Pass. I've witnessed an incredible amount of locomotive evolution during my lifetime. From the UP steam turbines to the DD40X to the SD45's and all the latest models of GE and EMD. Todays standard loco packin' 4400hp still seems unbelievable. One engine taking the place of 2-3 older locos. Seems to parallel the ratio of lost railroad jobs.
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If you are in a horror movie, you make bad decisions, its what you do.
BlackDog wrote:Why did I have lights and fuel pumps and computers and refridgerators if the fucking switch was open?
BD, My own personal explination is that there is something bleeding over as a result of a modification done to the MU cktry on the locomotive. I've done the same thing before on a Gonerail GE. When those big starting motors make that big suck on their DC input, that little mu cable cant supply the amps necessary, resulting on a big drop in voltage at the starting motor, and subsequent tripping of the associated ckt breaker. The Control Ckt Breaker tripped because you were trying to get starting juice from the trailing motor thru the mu jumper. At nite a major tip off is to look up towards the cab, and when you're priming the fuel pumps you will see the cab lights dim...guaranteed the batt switch is open. Or the telltale...kerThunk then silence from the starting motors.......
Uke, whatever happened to that oufit "Morrison Knudsen" that bought up all those ex SF units....They had a ton of SD-40's and 45's....We used to always get power out of Barstow with MKM stenciled on the side....Leased power...
I dont see them around anymore...
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the speed on the track is 10 mph and its restricted speed, so at 10 on that blind corner they had a banner set up....
BD, Calvin, I've had the same thing happen, won't start, then you check the battery switch and its open. You think WTF. First of all, who's the idiot that pulled it to begin with?
