Few things you missed about the BQ23s, when CSX acquired them, all of them are turned into booster units. Their control stands are removed and the windows are sealed shut with metal plates. Also their bogies are uniquely using blomberg that you usually find on EMD GP engines.
The Family Lines/SCL BQ23-7s rode on traded in Blomberg trucks, like the regular B23-7s. I loved seeing them when when they were brand new in the late 1970s in the Miami area.
Thinking about it, the only thing odd about the BQ23-7 was the cab. Behind it, the long hood, everything in it, including the engine, alternator, radiator, and the frame was exactly the same as the standard B23-7.
I can suggest one locomotive for a future video; the Morrison-Knudsen TE70-4S. These were a quartet of rebuild GE U25B locomotives on the Southern Pacific.
These units are indeed unique in their own ways. The MK5000C is no exception because I thought I'd be interesting for me to see how many freight cars a single one of these locomotives could pull unassisted. Man, the 90s were a decade of superpower war for railroads
I used to see plenty of those BQ23's as a kid with a SCL family lines classification yard in my town. The real treat was when a Chessie system or other foreign power would pass thru. Like SOO, Union Pacific, Southern Pacific, WM, PRR etc. I took a trip up north to visit my sister and stopped in at the Illinois Railway Museum outside Chicago & they've got DDX40a in one of the barns, I hope they restore in my lifetime. Simply amazing being beside something so large.
I’m here to comment on the MK-50-3s, they are still working well and going strong out here on Kyle. They are frequently used and seen on about 70% of all the trains I’ve seen out here. Unfortunately, they could be soon replaced by Ex-BNSF Dash-9s, as more and more Dash-9s are appearing. Luckily, I think they are only used for yard work. I expect they will be putting the old Phillipsburg SW-1000 out of yard work unfortunately.
I believe you are referring to the Krauss Maffei ML 4000 German built diesel hydraulic locomotives. The only one I know of that still exists is at the Niles Canyon Railway in California. I believe it has been cosmetically restored. I have seen videos on RUclips. Dont know if any others were preserved. Definitely unique locomotives, at least for US.
@@davidmihevc3990it is indeed the last of the imported diesel-hydraulics, although a relatively large number of their predecessors exist in Germany along with some in the UK.
Better option? The MK5000C's were famous for breakdowns involving their Caterpillar 3612 prime movers. They were the most problematic units at the time. Most problems involved the crankshafts and generators. Actually,there was only 6 MK5000C's that were built and leased to Union Pacific and Southern Pacific. There was seven more MK5000C's in the process of being made but that's when MKR filed for bankruptcy and soon MPI took over before GE did. The 7 MK5000C's that were supposed to come next were going to be demonstrators for BC Rail. All of the units were scrapped. One spare cab from an MK5000C was mounted onto an SD45 from ATSF which was MPEX 5000 and designated as a SD45M-3 for D&ME. The surviving MK5000C's were in storage for a few years with Union Pacific after the Southern Pacific merge. Utah Railway purchased all of them and immediately rebuilt them within a year as MK50-3's with 645F3's from SD50's but with 645E3 power assemblies. After Utah Railway lost their coal service to Union Pacific all of those units were last known to be owned by KYLE now.
I like to see a show this Conrail c32 -8 c30 - 7 A's and the c39 - 8 in the into an answer to a question that you mentioned in your video that coal fire c39 - 8 is still at the GE locomotive works in Erie
I live Thomasville Georgia, there was still one of these Locomotives working an branch line from Thomasville to Camilla or Albany GA. I have seen it as recent as 2021. Not sure of the Branchline name. ( Georgia Central or Central of Georgia) it was in a L&N/ Seaboard scheme
Fun vid and some of my faves from my earliest Bachmann buys as a kid of the BQ23-7 and DDA40X nice work here. Just wished on the SD90MAC segment you covered the fact the UP ones shown were 4300hp that had options to be upgraded tot he H-Engine when it was perfected.
One oddball I think should be covered is the Southern San Luis Valley’s D-500, a home-built diesel locomotive made from the body of a steam locomotive’s tender. It managed to last until 1996 and is still around today
I actually HAVE seen a BQ23-7 in action back in the spring of 1994, roster number 3008, as it was in the number 2 position of 3 mid train helpers on Q316 from Grafton, WV to Cumberland, MD. We got a real close view of it as it was pushing upgrade around Tunnelton, WV. It was definitely one of those one-time-only events, for most of the BQ23-7 seemed to spend most of their time in the southern states within the system, probably along their original Family Lines, Clinchfield, and Seaboard System trackage
Can you cover the Kruppel-Maffei KM ML-4000? It’s a German built Locomotive with 2x Maybach 16V MD870 Engines. And one is preserved. Southern Pacific 9010. North Americas Last C’C’ Diesel Hydraulic Loco
What about Alco diesel hydraulic DH 643 for SP ? What about 2 generations of German diesel hydraulic Krauss Maffei for SP and D&RGW ? Alco 3 units double engine C855, (2A, 1B) for UP ? GE double engine U50 and U50C for UP ? EMD double engine DD35 and DD35B for UP ?
I can remember a night back in 1979, when a CR train was heading towards Cincinnati and in the consist were two BQ23-7s. Fresh from Erie. I would photo a couple of them by the time they went to scrap.
Me personally, I am a fan of Cowl & Cab unit Diesel locomotives. For Example, locomotives such as the EMD F45, SD40-2F, SD50F, SD60F, GE C40-8M’s, and the Bombardier HR-616’s are all great examples of Freight Cowl Units.
How does that work with HP ratings on a locomotive? Ultimately it's the adhesion physics that determines the pull on the drawbar. A six axle 3600 hp loco can spin the wheels, so what advantage does a larger 6000 hp have? At least the DD40 had eight axles so the extra pull is understandable.
EMD debuted a RADAR-based traction control system with the 38/40 series, and nearly all modern locomotives have a system like this to prevent wheelslip.
A single 6000 HP locomotive could replace two SD40-2's. You reduce maintenance costs (since you have fewer units to maintain) as well as decreasing overall fuel consumption.
As mentioned, the problem with the sd 90 was it wasn’t really designed to make that much hp. It was forced to run at higher rpm to try to make more power and that made it unreliable.
@@TerryWallace-h7g UP had a number of 90 MAC units with 16-710 engines rated at 4300 HP too. Just about all of them developed cracks in the frames in the area of the rear fuel tank mounts and UP got rid of them.
The BQ23-7WAS A UNIQUE DIESEL LOCOMOTIVE. SHE DIDN'T WIN ANY BEAUTY CONTESTS, BUT she MORE THAN MADE UP FOR IT BY BEING A VERY RELIABLE AND FUEL EFFICIENT LOCOMOTIVE! SHE'S GONE IN REAL LIFE, BUT SHE IS ALIVE AND WELL, IN MY HO SCALE COLLECTION. I HAVE ONE OF THEM, AND IM LOOKING FOR SOME MORE CABS LIKE THIS, TO BUILD ME AT LEAST NINE OF THEM IN HO SCALE MODELS. I LIKED THE WAY SHE WAS BUILT.
One thing I need to remark' because it really sounds strange: it’s a /PRIME mover/, not a /prime MOVER/. It’s a specific kind of 'mover‘, just like VICTORIA Street is a specific street!
The SD60 was introduced by EMD to save EMD. It wasn't the SD70, it was the SD60. And the SD90-2H WASN'T a V20 engine, it was a V16 4 Stroke engine that was built up from the ground up by EMD and it was rated at 6,000HP @1025rpms. It was a Disaster because it wasn't thoroughly tested and EMD just sent it out to beat GE when they came out with the AC6000CW. YES, your Right that the SD70 Saved EMD but it was already to late because EMD was at the point of Bankruptcy. The 710 Prime Mover wasn't able to meet Tier 3, nor Tier4 Standards due to it being a 2 stroke engine. That's why EMD was bought by Progress Rail/Caterpillar in order to meet the need of Tier requirements. After that, EMD fell even more due to engine problems with Caterpillar, and Class 1 Railroads didn't Really want to by ANY of them due to Mechanical Failure. That's why SOME of the Class 1 Railroads went with a REBUILD Program to rebuild Aging EMD's and CERTAIN GE's to Class 1 Standards.
SD90-2H? The units with the 6,300 HP 265H's were the SD90MAC-H's. Union Pacific owned 60 SD90MAC-H's while Canadian Pacific owned 4 SD90MAC-H's which didn't survive very long. Most of the SD90MAC-H's from Union Pacific were returned to EMD and marked as EMLX lease units. When nobody wanted them EMD actually did complete rebuilds and some of the units were exported to FMG/BHP in Australia for ore trains. A few of the CW60AC's from CSX that PRLX had for awhile were also exported. EMD actually rebuilt the 265H's for foreign usage in Australia, China,India etc along with the 210H's. The prime movers were just extremely problematic here in the United States and inevitably wouldn't pass newer emissions regulations because of carbon footprint. The same ordeal would've happened with GE's 7HDL's from the AC6000CW's. The SD9043MAC's from both railroads remained in service for awhile. If the 265H's were reliable back then,the SD9043MAC's were suppose to be converted. The units were debuted before the prime movers were. The reason why the 265H's were such a disaster for awhile was because General Motors was trying to sell out EMD so hardly any funding,development,and engineering was provided. The SD90MAC-H's and SD70ACE's are what really brought down EMD. Both units also had numerous electronic issues involving cabinets overheating all because of harness and plug issues and junk quality from Siemens. Half of the SD9043MAC's from Canadian Pacific were rebuilt as SD70ACU's with better electronics from Mitsubishi. The reason why multiple SD9043MAC's from Union Pacific had cracked frames was because they decided to undertighten the fuel tanks which caused immense stress over time. The fuel tanks on the SD9043MAC's and SD90MAC-H's were designed to float on the frames of the units due to long length,EMD built them that way. Unforunately the junked SD9043MAC's were sold to Norfolk Southern for SD70ACU rebuilds and others went to Canadian Pacific but most have been/are being scrapped while some on lease from PRLX to Ferromex. Technically,the 645 and 710 series do meet T3 standards when it's included that EMD for many years was installing exhaust manifold silencers on their units in order to reduce emissions. Hardly any EMD units are rebuilt for class one service anymore,those days are gone. Modern EMD units suck and so does their costs and warranty. It's obvious as to why there is many GP40-2's & SD40-2's still on the rosters. Thanks to Wabtec now owning GE's market they have better warranties and rebuild programs finally in place that GE was stubborn about for many years. Not to mention they have EMD resources themselves that CAT/PRLX doesn't for aging fleets. Massive amounts of GE units are being rebuilt on top of units already in revenue service. It's easier and cheaper to rebuild entire fleets of C44-9W's because railroads don't have to adhere to T4 standards. The only reason why the SD70ACE-T4's and ET44AH's exist is because of tax write offs. Both units are mainteance demanding and consume more fuel than any T3 or T2 units,regardless if it's EMD or GE. The SD70ACE-T4's are the most junked units once again thanks to CAT/PRLX and now there is the SD70H...
Great vid but here's one you missed back in the 90's some of the Railroads experimented with converted diesel from french fry oil didn't work out to well it didn't produce enough b.t.u.s I remember every time going through a long tunnel getting real hungry
It did work in diesel pickup trucks though. There was even a kit you could buy to make your own diesel from used cooking oil. The show Trucks with Stacy David had it on one episode.
Yes, your right about it being V16. The video indicates the that engines reliability problems were related to high RPMs, which is probably not true. It was a new engine and problems with new engines are unfortunately normal. GE also had problems with their Gevo diesel which were co-designed by Deutz diesel of Germany.
On the subject of the DDA40X, UP tried enough other extra-large diesels in the 1960s to make another one of these videos on its own. In addition to EMD's DDA40X and its predecessors, the DD35 and DD35A, GE built the U50 and later U50C, while Alco offered the C855. The GE and Alco units were far less successful than the EMD models.
Two answers - no, and no. As delivered, the DD 40’s were 6600 HP, then they were derated to 6000 HP about midway through their careers, so they were then the same HP as the AC 6000 from GE and the SD 90 MAC.
@@mariebcfhs9491 Yep, that’s correct. The DD 40 is basically just two SD 40’s on a single frame and two 4 axle trucks. The 16-645 turbocharged engines were most reliable at the 3000 HP level, 3300 HP stressed them pretty high and severely reduced longevity, that’s why the engines were derated to 3000 HP for a total of 6000 per locomotive.
The MK5000s were also the last locomotives build new with MLW 3-axle trucks (beating the Dash 8-40CM by a few months) Those trucks had the reputation of incredible adhesion but equally terrible ride quality.
Also 7:40 "safer, faster, and more efficient diesel locomotives". Of the three qualities mentioned, "safer" is first. Not last, or even second. Never mind that the only quality the railroads actually considered, was efficiency. "Safe emotional support". That's the participation trophy/bubble wrap generation(s) for you.
You sound condescending towards railroad labor. Maybe you were trying to be generally informative but the “Emotional Support” commentary was highly unnecessary. As a modern Freight Conductor I will have you know the carriers cook the books on mechanical failures of the equipment, I can’t say how many 100’s of times in the last 16 years a brakemens assistance would have paid off in efficiency gains. From pick ups and set outs could have been completed in 20 or 30 mins versus 3-4 hours.
I hate diesels with a burning passion ,here i I am wanting to work on steam locomotives for a living but no, can't even do that in this day and age So much for my American dream, it been dead for decades no thanks to General Electric
Steam is too labor intensive,and is nowhere near as efficient as a diesel. I am surprised that no RR has begun to electrify a portion of their route, as the PRR and MILW had done
YOU MISSED THE MARK ON CAT 3612 REPOWERED LOCOMOTIVES!! IN 1988 SANTA FE REPOWERED SD-45-2 , ROAD # 5855 WITH A 5000 HP V-12, IN CONJUNCTION WITH MARTIN CATERPILLAR IN TOPEKA KANSAS LOCOMOTIVE SHOP! WITHIN THE SWAP THEY RETAINED THE EMD TRACTION ALTERNATOR SWITCH GEAR AND TRACTION MOTORS. TO COMPENSATE FOR THIS THEY DERATED THE ENGINE TO 4300 HORSEPOWER. UNFORTUNATELY THE EMD TRACTION COMPONENTS COULD NOT HANDLE THIS AND THE ENGINE AGAIN WAS DERATED TO 3900 HORSEPOWER! BUT AT 3900 HP , THE 5855 WAS A TORQUE MONSTER THAT MADE THE BEST 20-645 ENGINE LOOK LIKE A WUSS! IF A 645 DROPPED ITS LOAD DUE TO A BAD WHEEL SLIP IT WOULD TAKE 15 TO 20 SECONDS TO RESTORE FULL HORSE POWER AGAIN. THE CAT 3600 WOULD MERELY GRUNT, THEN MAKE FULL POWER AGAIN! THIS LOCOMOTIVE GAVE EMD A REAL SCARE, WHICH CAUSED THEM TO COME OUT WITH THE H 4 STROKER WITHOUT ENOUGH FIELD TESTING AS WITNESSED ON THE SD-90 UNION PACIFIC DEBACLE! WORKING IN ARGENTINE KANSAS CITY SHOP MY BROTHER AND MYSELF AS MACHINISTS WORKED ON THIS LOCOMOTIVE TO REPAIR ANOTHER MECHANICS BOO-BOO AND I ALSO SUGGESTED A PARTS MODIFICATION THAT MADE FOR EASIER REPAIR OF THE CAMSHAFT DRIVE SYSTEM, WHEN USED IN LOCOMOTIVE SERVICE. THE GREAT UP SHOT OF THE CAT ENGINE IS THAT IT GAVE THE 5855 25% BETTER FUEL MILEAGE! THE 20-645 BURNED 180 GALLONS PER HOUR FULL LOAD ,FULL SPEED! IF I COULD HAVE BEEN INVOLVED WITH THE SWAP, I WOULD HAVE USED AN GENERAL ELECTRIC ALTERNATOR,SWITCH GEAR, AND TRACTION MOTORS AND RAN HER AT 5000 HP. THE SWAP WAS NEVER REPEATED AS BOTH GENERAL ELECTRIC AND EMD STARTED LEASING POWER BY THE MILE, AND STARTED THEIR OWN MAINTENANCE PROGRAM WITHIN THE CUSTOMER SHOPS! KEEP THEM ROLLING BROTHERS!! 👍👍
@@Joe-d7m6ktoo expensive. Electric would be cheaper in the long run but railroads don’t operate like that. It would take decades for it to pay off. Shareholders don’t have that kind of patience. Going full electric would put most American railroads into bankruptcy.
If you go a bit south, in Brazil you´ll find some oddities, sort of finding back old friends. How would you call a narrow gauge SD45 ? It´s a DDM45. A straight EMD SD45 builted for narrow gauge with DD trucks yep the same as UP Centennial, and a tiny mini fuel tank in betwen. Google EMD DDM45. How to modify your former BN, UP, CR, CN, CP, SP, D&RGW, N&W, Southern SD40 and GE to narrow or wide gauge ? Wide gauge is easy. Put new wider CC trucks. 1 meter(about 3 feet) narrow gauge is more sexy surgery. The cuttest being the SD40 and SD40T-2 1) extend frame lenght about 3 feet on each end. 2) shorten fuel tank. 3) remove dynamic brake fan and put it at rear inside long hood under radiators and do opening on hood side. 4) replace with smaller lower coupler. 5) anything like horn higher than cab roof must go in front of the cab due to tight tunnel clearance. 5) get rid of CC trucks and replaced them with BB-BB Awesome ! The front platform is big enough for a crew picnic table and barbecue for cooking the beef they just smashed. Some umbrella shade should keep them cool while they eat😅😅 Google EMD BB40 And for nostalgic of heritage paint scheme, some ran down there in their original livery for awhile before being repainted. For those in love with brand new GE power, they come in GE BB40-9W Seeing elongated SD40 pulling string of mini narrow gauge boxcars is monster. They also use DPU, COFC and Roadrailer. Hé narrow gauge modeler, when are you going to kick out your old Rio Grande steamer and arrive in 21st century ? If they do it in Brazil so can you and it´s fully prototypical since your beloved railroad doesn´t exist anymore ! It´s not cheating, it´s if it would have survived, that´ll be in 2024. And don´t forget picnic table for your crew.... And for "juice addict" they also have/had broad gauge "Little Joe" a la CMSTP&P.
![BLACK BAG - Official Trailer [HD] - Only in Theaters March 14](http://i.ytimg.com/vi/Du0Xp8WX_7I/mqdefault.jpg)
Few things you missed about the BQ23s, when CSX acquired them, all of them are turned into booster units. Their control stands are removed and the windows are sealed shut with metal plates. Also their bogies are uniquely using blomberg that you usually find on EMD GP engines.
*were
Ain't no one cares bout your corrections 🤓☝️
Yes they were from trade ins that SCL used as credit to GE...it's not uncommon....
I love the look of them.😂😅I hate they were scrapped. @@railfandepotproductions
@@railfandepotproductionsI just love the MK5000C and MK50-3, SD90MAC, and AC6000CW, plus the BQ23-7.
The Family Lines/SCL BQ23-7s rode on traded in Blomberg trucks, like the regular B23-7s. I loved seeing them when when they were brand new in the late 1970s in the Miami area.
Most of SCLs U18B locomotives used Blomberg trucks as well. So did the U36Bs and MATES.
Thinking about it, the only thing odd about the BQ23-7 was the cab. Behind it, the long hood, everything in it, including the engine, alternator, radiator, and the frame was exactly the same as the standard B23-7.
Similar to the DDA40X, was DD35A and DD35B units for SP and UP.
1:56
Interesting way of looking at that!
I can suggest one locomotive for a future video; the Morrison-Knudsen TE70-4S. These were a quartet of rebuild GE U25B locomotives on the Southern Pacific.
These units are indeed unique in their own ways. The MK5000C is no exception because I thought I'd be interesting for me to see how many freight cars a single one of these locomotives could pull unassisted. Man, the 90s were a decade of superpower war for railroads
I used to see plenty of those BQ23's as a kid with a SCL family lines classification yard in my town. The real treat was when a Chessie system or other foreign power would pass thru. Like SOO, Union Pacific, Southern Pacific, WM, PRR etc.
I took a trip up north to visit my sister and stopped in at the Illinois Railway Museum outside Chicago & they've got DDX40a in one of the barns, I hope they restore in my lifetime. Simply amazing being beside something so large.
I found this quite an informative video! Now, I know what the C39-8CF thing was, and what happened to the SD89MAC.
Thanks for the video!
I’m here to comment on the MK-50-3s, they are still working well and going strong out here on Kyle. They are frequently used and seen on about 70% of all the trains I’ve seen out here. Unfortunately, they could be soon replaced by Ex-BNSF Dash-9s, as more and more Dash-9s are appearing. Luckily, I think they are only used for yard work. I expect they will be putting the old Phillipsburg SW-1000 out of yard work unfortunately.
As a side note, I have some video on my channel that showcases them.
DDA40X was called Centennials to celebrate the 100th anniversary of the driving of the Golden Spike in 1869 not UP 100th anniversary.
Been trying to find the name of the MK5000C's for a while, thanks for this. One of my favorite locomotives
3:10 only the SD90MAC-H’s had the H block from what I’ve researched
I love that kind of information and thank you for doing your homework especially that Dash eight using Coal Dust Wow 🎩🎩 off to you!
How about the Mauss kraffi? Southern Pacific units very unique
I believe you are referring to the Krauss Maffei ML 4000 German built diesel hydraulic locomotives.
The only one I know of that still exists is at the Niles Canyon Railway in California. I believe it has been cosmetically restored. I have seen videos on RUclips. Dont know if any others were preserved. Definitely unique locomotives, at least for US.
@@davidmihevc3990it is indeed the last of the imported diesel-hydraulics, although a relatively large number of their predecessors exist in Germany along with some in the UK.
@@davidmihevc3990 They have both engines running on it now along with it being cosmetically restored.
@jds1342 Thats great. Thanks for the info.
@@davidmihevc3990Krauss-Maffei?😂😅I do apologize if I pronounced that wrong.
As always Steve, informative and good visual as to what's going to happen. Ted
Morrison Knudson (Morrison Ka-nude-son). The MK5000C were the better options of the 5000 HP units but MK Rail went bankrupt. Only 7 were ever built
Better option? The MK5000C's were famous for breakdowns involving their Caterpillar 3612 prime movers. They were the most problematic units at the time. Most problems involved the crankshafts and generators. Actually,there was only 6 MK5000C's that were built and leased to Union Pacific and Southern Pacific. There was seven more MK5000C's in the process of being made but that's when MKR filed for bankruptcy and soon MPI took over before GE did. The 7 MK5000C's that were supposed to come next were going to be demonstrators for BC Rail. All of the units were scrapped. One spare cab from an MK5000C was mounted onto an SD45 from ATSF which was MPEX 5000 and designated as a SD45M-3 for D&ME. The surviving MK5000C's were in storage for a few years with Union Pacific after the Southern Pacific merge. Utah Railway purchased all of them and immediately rebuilt them within a year as MK50-3's with 645F3's from SD50's but with 645E3 power assemblies. After Utah Railway lost their coal service to Union Pacific all of those units were last known to be owned by KYLE now.
@@Slim_Slid I’m late, but the MK-50-3s are still working on Kyle, although, they may be soon replaced by Dash 9s from BNSF.
I like to see a show this Conrail c32 -8 c30 - 7 A's and the c39 - 8 in the into an answer to a question that you mentioned in your video that coal fire c39 - 8 is still at the GE locomotive works in Erie
C30-7A yeah, would be good
I live Thomasville Georgia, there was still one of these Locomotives working an branch line from Thomasville to Camilla or Albany GA. I have seen it as recent as 2021. Not sure of the Branchline name. ( Georgia Central or Central of Georgia) it was in a L&N/ Seaboard scheme
Fun vid and some of my faves from my earliest Bachmann buys as a kid of the BQ23-7 and DDA40X nice work here. Just wished on the SD90MAC segment you covered the fact the UP ones shown were 4300hp that had options to be upgraded tot he H-Engine when it was perfected.
1:02That's the joy of unions!
Have 5 men do the job of 2!
I'm going to have to do some more research into that coal slurry engine that's a pretty neat idea
One oddball I think should be covered is the Southern San Luis Valley’s D-500, a home-built diesel locomotive made from the body of a steam locomotive’s tender. It managed to last until 1996 and is still around today
Cool video and channel just subscribed
I actually HAVE seen a BQ23-7 in action back in the spring of 1994, roster number 3008, as it was in the number 2 position of 3 mid train helpers on Q316 from Grafton, WV to Cumberland, MD. We got a real close view of it as it was pushing upgrade around Tunnelton, WV. It was definitely one of those one-time-only events, for most of the BQ23-7 seemed to spend most of their time in the southern states within the system, probably along their original Family Lines, Clinchfield, and Seaboard System trackage
5:50: When I try to draw a GE locomotive
(I just make it into an EMD loco)
OMG, I didnt realize that they were on the Kyle Railroad, I gotta go find them as thats just an hours north of me. I am on K&O terf.
Can you cover the Kruppel-Maffei KM ML-4000? It’s a German built Locomotive with 2x Maybach 16V MD870 Engines. And one is preserved. Southern Pacific 9010. North Americas Last C’C’ Diesel Hydraulic Loco
What about Alco diesel hydraulic DH 643 for SP ?
What about 2 generations of German diesel hydraulic Krauss Maffei for SP and D&RGW ?
Alco 3 units double engine C855, (2A, 1B) for UP ?
GE double engine U50 and U50C for UP ?
EMD double engine DD35 and DD35B for UP ?
I'm pretty sure the BQs were hauling redundant crew that were required by law or contract.
I can remember a night back in 1979, when a CR train was heading towards Cincinnati and in the consist were two BQ23-7s.
Fresh from Erie.
I would photo a couple of them by the time they went to scrap.
you still have those photos?
@1:22, the normal cabs had 3 seats and not 2.
Me personally, I am a fan of Cowl & Cab unit Diesel locomotives.
For Example, locomotives such as the EMD F45, SD40-2F, SD50F, SD60F, GE C40-8M’s, and the Bombardier HR-616’s are all great examples of Freight Cowl Units.
How does that work with HP ratings on a locomotive? Ultimately it's the adhesion physics that determines the pull on the drawbar. A six axle 3600 hp loco can spin the wheels, so what advantage does a larger 6000 hp have?
At least the DD40 had eight axles so the extra pull is understandable.
EMD debuted a RADAR-based traction control system with the 38/40 series, and nearly all modern locomotives have a system like this to prevent wheelslip.
A single 6000 HP locomotive could replace two SD40-2's. You reduce maintenance costs (since you have fewer units to maintain) as well as decreasing overall fuel consumption.
As mentioned, the problem with the sd 90 was it wasn’t really designed to make that much hp. It was forced to run at higher rpm to try to make more power and that made it unreliable.
Great video, interesting info!
It's the Atlantic & Gulf railroad, and the paint scheme is Green/ Red
....hope you can find it.
The SD90MAC had a 16 cylinder H engine, not a 20 cylinder engine.
Thee lookalike SD80MACs had a 5000hp 20 cylinder.
THAT'S RIGHT. THE SD80MAC, HAS THE 20 CYCLINDER 710 ENGINES. NOT THE SD90 MAC. THE LOCOMOTIVE HAD A1010 SERIES ENGINE WITH SIXTEEN CYCLINDERS IN THEM
@@TerryWallace-h7g
UP had a number of 90 MAC units with 16-710 engines rated at 4300 HP too. Just about all of them developed cracks in the frames in the area of the rear fuel tank mounts and UP got rid of them.
There are several DD40AX units that are preserved, but no where operating.
The BQ23-7WAS A UNIQUE DIESEL LOCOMOTIVE. SHE DIDN'T WIN ANY BEAUTY CONTESTS, BUT she MORE THAN MADE UP FOR IT BY BEING A VERY RELIABLE AND FUEL EFFICIENT LOCOMOTIVE! SHE'S GONE IN REAL LIFE, BUT SHE IS ALIVE AND WELL, IN MY HO SCALE COLLECTION. I HAVE ONE OF THEM, AND IM LOOKING FOR SOME MORE CABS LIKE THIS, TO BUILD ME AT LEAST NINE OF THEM IN HO SCALE MODELS. I LIKED THE WAY SHE WAS BUILT.
One thing I need to remark' because it really sounds strange:
it’s a /PRIME mover/, not a /prime MOVER/.
It’s a specific kind of 'mover‘, just like VICTORIA Street is a specific street!
Wasnt the SD89MAC recorded to be a good performer on test runs?
So those BQ23-7 things were the first wide cabs, a good 15 years before they became the norm? Ahead of their time
Not really, the UP Centennials were the first wide cabs in 1969, the GE models came a few years later.
The SD60 was introduced by EMD to save EMD. It wasn't the SD70, it was the SD60. And the SD90-2H WASN'T a V20 engine, it was a V16 4 Stroke engine that was built up from the ground up by EMD and it was rated at 6,000HP @1025rpms. It was a Disaster because it wasn't thoroughly tested and EMD just sent it out to beat GE when they came out with the AC6000CW. YES, your Right that the SD70 Saved EMD but it was already to late because EMD was at the point of Bankruptcy. The 710 Prime Mover wasn't able to meet Tier 3, nor Tier4 Standards due to it being a 2 stroke engine. That's why EMD was bought by Progress Rail/Caterpillar in order to meet the need of Tier requirements. After that, EMD fell even more due to engine problems with Caterpillar, and Class 1 Railroads didn't Really want to by ANY of them due to Mechanical Failure. That's why SOME of the Class 1 Railroads went with a REBUILD Program to rebuild Aging EMD's and CERTAIN GE's to Class 1 Standards.
the 710 did meet Tier 3 standards, but only with 8 or 12 cylinders. The 710G3A-T3 powers the ECO series rebuilds
SD90-2H? The units with the 6,300 HP 265H's were the SD90MAC-H's. Union Pacific owned 60 SD90MAC-H's while Canadian Pacific owned 4 SD90MAC-H's which didn't survive very long. Most of the SD90MAC-H's from Union Pacific were returned to EMD and marked as EMLX lease units. When nobody wanted them EMD actually did complete rebuilds and some of the units were exported to FMG/BHP in Australia for ore trains. A few of the CW60AC's from CSX that PRLX had for awhile were also exported. EMD actually rebuilt the 265H's for foreign usage in Australia, China,India etc along with the 210H's. The prime movers were just extremely problematic here in the United States and inevitably wouldn't pass newer emissions regulations because of carbon footprint. The same ordeal would've happened with GE's 7HDL's from the AC6000CW's. The SD9043MAC's from both railroads remained in service for awhile. If the 265H's were reliable back then,the SD9043MAC's were suppose to be converted. The units were debuted before the prime movers were. The reason why the 265H's were such a disaster for awhile was because General Motors was trying to sell out EMD so hardly any funding,development,and engineering was provided. The SD90MAC-H's and SD70ACE's are what really brought down EMD. Both units also had numerous electronic issues involving cabinets overheating all because of harness and plug issues and junk quality from Siemens. Half of the SD9043MAC's from Canadian Pacific were rebuilt as SD70ACU's with better electronics from Mitsubishi. The reason why multiple SD9043MAC's from Union Pacific had cracked frames was because they decided to undertighten the fuel tanks which caused immense stress over time. The fuel tanks on the SD9043MAC's and SD90MAC-H's were designed to float on the frames of the units due to long length,EMD built them that way. Unforunately the junked SD9043MAC's were sold to Norfolk Southern for SD70ACU rebuilds and others went to Canadian Pacific but most have been/are being scrapped while some on lease from PRLX to Ferromex. Technically,the 645 and 710 series do meet T3 standards when it's included that EMD for many years was installing exhaust manifold silencers on their units in order to reduce emissions. Hardly any EMD units are rebuilt for class one service anymore,those days are gone. Modern EMD units suck and so does their costs and warranty. It's obvious as to why there is many GP40-2's & SD40-2's still on the rosters. Thanks to Wabtec now owning GE's market they have better warranties and rebuild programs finally in place that GE was stubborn about for many years. Not to mention they have EMD resources themselves that CAT/PRLX doesn't for aging fleets. Massive amounts of GE units are being rebuilt on top of units already in revenue service. It's easier and cheaper to rebuild entire fleets of C44-9W's because railroads don't have to adhere to T4 standards. The only reason why the SD70ACE-T4's and ET44AH's exist is because of tax write offs. Both units are mainteance demanding and consume more fuel than any T3 or T2 units,regardless if it's EMD or GE. The SD70ACE-T4's are the most junked units once again thanks to CAT/PRLX and now there is the SD70H...
The coal powered GE C39-8CF is indeed strange. Was the coal ignited in cylinders or was it used to heat steam?
Do the BL2's and the SP Diesel-Hydraulics
8862 is common sight from Pittsburgh to Hershey PA
Great vid but here's one you missed back in the 90's some of the Railroads experimented with converted diesel from french fry oil didn't work out to well it didn't produce enough b.t.u.s I remember every time going through a long tunnel getting real hungry
It did work in diesel pickup trucks though. There was even a kit you could buy to make your own diesel from used cooking oil. The show Trucks with Stacy David had it on one episode.
the first train looks pretty weird, if I saw that I would be like, Huhhh?
TY
How about unusual switchers?
What about the SD 40-2F
Nice trainz
The SD90 had a V16, not a V20
Yes, your right about it being V16. The video indicates the that engines reliability problems were related to high RPMs, which is probably not true. It was a new engine and problems with new engines are unfortunately normal. GE also had problems with their Gevo diesel which were co-designed by Deutz diesel of Germany.
Ya I think he confused the SD80MAC which was rocking the V20.
Yo WSG RenAzuma, didn't think I'd find you here
No KM hydraulics?
The “K” in Morrison Knudsen isn’t silent.
Last i saw the DD40x was in Cheyenne being painted
Fun Fact the Welcome to Omaha sign right next to interstate 80 has a centennial and a big boy right next to each other
On the subject of the DDA40X, UP tried enough other extra-large diesels in the 1960s to make another one of these videos on its own. In addition to EMD's DDA40X and its predecessors, the DD35 and DD35A, GE built the U50 and later U50C, while Alco offered the C855. The GE and Alco units were far less successful than the EMD models.
EMD the hold my beer company of locomotives lmao
Is the SD90 more powerful than the DDA40X?
Two answers - no, and no. As delivered, the DD 40’s were 6600 HP, then they were derated to 6000 HP about midway through their careers, so they were then the same HP as the AC 6000 from GE and the SD 90 MAC.
@@ralfie8801 so in short, the SD90MAC is as powerful as a derated DDA40X, and thus less powerful than the OG DDA40X?
@@mariebcfhs9491
Yep, that’s correct. The DD 40 is basically just two SD 40’s on a single frame and two 4 axle trucks. The 16-645 turbocharged engines were most reliable at the 3000 HP level, 3300 HP stressed them pretty high and severely reduced longevity, that’s why the engines were derated to 3000 HP for a total of 6000 per locomotive.
Maybe similar hp but the DD40x is basically 2 sd40s in one chassis. 2 locomotives will outpull one locomotive if the hp is equal.
According to what I have seen from RRHMA is already running 6936
The MK5000s were also the last locomotives build new with MLW 3-axle trucks (beating the Dash 8-40CM by a few months) Those trucks had the reputation of incredible adhesion but equally terrible ride quality.
I think I know where the opening shot was filmed
Nice raiway locomotive
I wish one of the B23-7Q's were saved!
Next oddball video:
• MILW SDL39
• CNW E8 Crandall Cab
• FAUR LDH125 (one served in america)
• New Haven FL9
• Southern Pacific M-K TE70-4S
A Crandall cab is a E8 rebuilt by CNW...I think this fella focuses on locomotives built and not rebuilt .....so a AB6 would be more in tune
Instead of the DDA40X, one for weird would be the DDA35X
Nice
Well crud, no RS1325.
No U50 😢
Emotional support brakeman
0:05 when god sends you your prayers
‘…hundreds of years ago, the most common fuel for trains…’ you mean like trains in the 1500’s?
Pity no BQ23s went to a museum!
The bl2
The original diesel was made to run on powdered coal dust.
3:10, one of the largest units built by EMD? Your kidding, right?
Somehow these north American locos all look the same with only minor differences.
It's pronounced can-nute--son for Knudsen. It's Norwegian.
Lmao emotional support
No, it was bc they were doing away with cabs but union contracts still required 5 man crews on local jobs
Also 7:40 "safer, faster, and more efficient diesel locomotives". Of the three qualities mentioned, "safer" is first. Not last, or even second. Never mind that the only quality the railroads actually considered, was efficiency.
"Safe emotional support". That's the participation trophy/bubble wrap generation(s) for you.
@@emilyadams3228 this is just typical of foamer videos
You sound condescending towards railroad labor. Maybe you were trying to be generally informative but the “Emotional Support” commentary was highly unnecessary. As a modern Freight Conductor I will have you know the carriers cook the books on mechanical failures of the equipment, I can’t say how many 100’s of times in the last 16 years a brakemens assistance would have paid off in efficiency gains. From pick ups and set outs could have been completed in 20 or 30 mins versus 3-4 hours.
This country is so wasteful. With proper maintenance locomotives can last forever ♾️.
I hate diesels with a burning passion ,here i I am wanting to work on steam locomotives for a living but no, can't even do that in this day and age
So much for my American dream, it been dead for decades no thanks to General Electric
Steam is too labor intensive,and is nowhere near as efficient as a diesel. I am surprised that no RR has begun to electrify a portion of their route, as the PRR and MILW had done
YOU MISSED THE MARK ON CAT 3612 REPOWERED LOCOMOTIVES!!
IN 1988 SANTA FE REPOWERED SD-45-2 ,
ROAD # 5855 WITH A 5000 HP V-12, IN CONJUNCTION WITH MARTIN CATERPILLAR
IN TOPEKA KANSAS LOCOMOTIVE SHOP!
WITHIN THE SWAP THEY RETAINED THE EMD TRACTION ALTERNATOR SWITCH GEAR AND TRACTION MOTORS.
TO COMPENSATE FOR THIS THEY DERATED THE ENGINE TO 4300
HORSEPOWER.
UNFORTUNATELY THE EMD TRACTION COMPONENTS COULD NOT HANDLE THIS AND THE ENGINE AGAIN WAS DERATED TO 3900 HORSEPOWER!
BUT AT 3900 HP , THE 5855 WAS A TORQUE MONSTER THAT MADE THE BEST 20-645 ENGINE LOOK LIKE A WUSS!
IF A 645 DROPPED ITS LOAD DUE TO A BAD WHEEL SLIP IT WOULD TAKE 15 TO 20 SECONDS TO RESTORE FULL HORSE POWER AGAIN.
THE CAT 3600 WOULD MERELY GRUNT, THEN MAKE FULL POWER AGAIN!
THIS LOCOMOTIVE GAVE EMD A REAL SCARE, WHICH CAUSED THEM TO COME OUT WITH THE H 4 STROKER
WITHOUT ENOUGH FIELD TESTING AS WITNESSED ON THE SD-90 UNION PACIFIC DEBACLE!
WORKING IN ARGENTINE KANSAS CITY SHOP MY BROTHER AND MYSELF AS MACHINISTS WORKED ON THIS LOCOMOTIVE TO REPAIR ANOTHER MECHANICS BOO-BOO
AND I ALSO SUGGESTED A PARTS MODIFICATION THAT MADE FOR EASIER REPAIR OF THE CAMSHAFT DRIVE SYSTEM, WHEN USED IN LOCOMOTIVE SERVICE.
THE GREAT UP SHOT OF THE CAT ENGINE IS THAT IT GAVE THE 5855 25% BETTER FUEL MILEAGE!
THE 20-645 BURNED 180 GALLONS PER HOUR FULL LOAD ,FULL SPEED!
IF I COULD HAVE BEEN INVOLVED WITH THE SWAP, I WOULD HAVE USED AN GENERAL ELECTRIC ALTERNATOR,SWITCH GEAR, AND TRACTION MOTORS AND RAN HER AT 5000 HP.
THE SWAP WAS NEVER REPEATED AS BOTH GENERAL ELECTRIC AND EMD STARTED LEASING POWER BY THE MILE, AND STARTED THEIR OWN
MAINTENANCE PROGRAM WITHIN THE CUSTOMER SHOPS!
KEEP THEM ROLLING BROTHERS!!
👍👍
Time changes. Technology gets better. Theres still a place for steam engines, just not on modern railroads
@@Joe-d7m6ktoo expensive. Electric would be cheaper in the long run but railroads don’t operate like that. It would take decades for it to pay off. Shareholders don’t have that kind of patience. Going full electric would put most American railroads into bankruptcy.
If you go a bit south, in Brazil you´ll find some oddities, sort of finding back old friends.
How would you call a narrow gauge SD45 ?
It´s a DDM45. A straight EMD SD45 builted for narrow gauge with DD trucks yep the same as UP Centennial, and a tiny mini fuel tank in betwen. Google EMD DDM45.
How to modify your former BN, UP, CR, CN, CP, SP, D&RGW, N&W, Southern SD40 and GE to narrow or wide gauge ?
Wide gauge is easy. Put new wider CC trucks.
1 meter(about 3 feet) narrow gauge is more sexy surgery. The cuttest being the SD40 and SD40T-2
1) extend frame lenght about 3 feet on each end.
2) shorten fuel tank.
3) remove dynamic brake fan and put it at rear inside long hood under radiators and do opening on hood side.
4) replace with smaller lower coupler.
5) anything like horn higher than cab roof must go in front of the cab due to tight tunnel clearance.
5) get rid of CC trucks and replaced them with BB-BB
Awesome !
The front platform is big enough for a crew picnic table and barbecue for cooking the beef they just smashed. Some umbrella shade should keep them cool while they eat😅😅
Google EMD BB40
And for nostalgic of heritage paint scheme, some ran down there in their original livery for awhile before being repainted.
For those in love with brand new GE power, they come in
GE BB40-9W
Seeing elongated SD40 pulling string of mini narrow gauge boxcars is monster.
They also use DPU, COFC and Roadrailer.
Hé narrow gauge modeler, when are you going to kick out your old Rio Grande steamer and arrive in 21st century ?
If they do it in Brazil so can you and it´s fully prototypical since your beloved railroad
doesn´t exist anymore !
It´s not cheating, it´s if it would have survived,
that´ll be in 2024.
And don´t forget picnic table for your crew....
And for "juice addict" they also have/had broad gauge "Little Joe" a la CMSTP&P.