This is a summary of North American locomotives with Alternating Current traction motors. Earlier locomotives, such as the GP38AC, had alternating current transmissions, where an alternator replaced the generator. These became standard following Atlantic Coast Line C630 2011, built in July 1965.
I would like to make this as accurate as possible, and nit-picking is welcome.
The Experimentals-
Canadian Pacific M-640 4744 Photo and caption-
“The biggest Alco in Canada out on the road! CP MLW M640 4744, built at the end of the horsepower wars of the 1970’s, spent many years as a mechanical oddity in CP’s fleet. When an electrical fire side-lined her in the early 1980’s, most observers thought her days were over. However, CP gave her a new lease on life in 1985, working with ABB Brown-Boveri to install one of the first AC drive propulsion systems in a North American railroad application. 4744 is seen here at Rigaud, PQ on July 2, 1985 with CP dyno car 62, getting ready to tow three QNS&L SD40’s set in dynamic braking as a simulated draw bar load.” Photo and caption-
“CP M640 4744 shows off its blunt and bulging tail end. Shown at Rigaud, PQ with dynamometer car 62, three QNS&L SD40-2’s and CP SD40-2 6027. July 2, 1985.” Photo
4744 had an 18 cylinder 251F engine (built in Auburn, NY) and ran as a A1A-A1A after rebuilding. It is now preserved at the
From Don Strack’s Utah Rails site All Time UP Roster part 64.
“UP 7511 (1st) suffered fire damage on 7 June 1999; cause of fire was determined to be warranty-related; unit retired on 16 June 1999 and shipped to GE at Erie, Pa., on 17 June 1999; damage repaired and unit repainted to GE’s red and gray scheme and renumbered to GECX 6002 in April 2000.”
Dale, another correction to your list the TFM SD70MACs were transfered to parent KCS and are not KCSM locomotives, two were wrecked as TFM and retired as such.
so only 73 will become KCS. They were originally leased from a special purpose GM leasing subsidiary. The deal was a little too expensive so KCS exercised its option to purchase the locomotives, then resold them to a different company and leased them back again. This time to parent KCS.
Here is a bit more on the former TFM SD70MACs. They were originally owned by a company named ElMoMex, Inc. Set up by either EMD or GM just for this lease.
KCS purchased the Locomotives in November 2005, and then did a sale and leaseback arrangement with better terms. The two wrecked units were TFM 1613 and TFM 1642, they were badly damaged in a runaway and derailment near Monterrey, Mexico in the summer of 2005. They were not written off until after they were purchased by KCS. It is expected that these locomotives will be renumbered, but KCS is not in a big hurry about their renumbering.
I don’t think there are any duties on locomotives, a large batch of BN and BNSF SD70MACs were built in Mexico as was more than half of the Union Pacific’s SD70M fleet. The former TFM fleet is already in the US, right now quite a few are on BNSF paying back horsepower hours.
Those locomotives are Soo Line engines, so that they can appear on the Soo Line tax return at the end of the year as expenses, otherwise CP would have to pay a lot more US taxes.
Dale, minor error on your UP/EMD leasing SD90-H units
The first unit was built as UP 8160 which was renumbered as UP 8200 when more of the 4300hp units were delivered, then renumbered again as UP 8500. It is now running around as EMD leasing 8500. Further to this if you want the nitty gritty of their all-time numbers, UP 8161 became UP 8201, then UP 8501.
UP 8202 - 8205 became UP 8502 - 8505. All the other SD90MAC-Hs were delivered with the 8500 series numbers.
