Some photos of the original applicaton, from Nov. 1949, on the Boston and Albany:
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I like the picture of the RDC under the water spout.
Note what the building to the right of Worcester Union Station is
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Hard to read, but I expect fine railcars were made there! I like the ‘city pride’ signage.
For somecreason, my reading the Budd RDC article in the Summer (correction, Winter, page 53) 2022 issue got delayed untilo yesterday evening.
It states thast the two GM diesel engibnes are roof-mounted. Sure, the exhaust comes from the roof blister, but that blister’s function is primarily cooling. The engines are underfloor-mounted, and one is bring inspected in my photograph above, taken very soon afterthe first revenue operation of Budd RDC, Autumn 1949, Boston-Worcester-Springfield, above at Worcester. If I recall correctly, each pancake sideways diesel is just toward the car’s center from each truck (bogie), with a longitudinal camshaft, power-transfer shaft, and Spicer gearing to the neaerest axle.
Possibly a very compact hydraulic transmission interruping the drive-shaft.
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RDCs were originally set up with two Detroit Diesel 6-110 engines. The engines were mounted on slide racks, so they could be easily changed out with just a forklift. The Allison (also GM) transmission was adapted from one developed for the US Army. A standard “cardan shaft” driveshaft went between the transmission and the Spicer unit. The Spicer units bolted on to the inside axle (RDCs are 1a-a1 in wheel arrangement). All of the stuff in the hump is for A/C and engine cooling, with car heat generated from the engines, like an automobile. RDC-9s (B&M, later CN) had only a single engine and no controls, and a reputation for being cold.
RDC’s had a five-notch throttle. The B&M’s mechanical department figured out how to build an MU jumper so that RDCs could be controlled from GP7s, and vice-versa, allowing for push-pull MU operation.
My recollection is that the exhaust stack also went thru the roof blister.
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Yes, Mike, and thecexhaust misled the artivcle’s uthor as to the location of the diesels.
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Winter 2022 issue, not Summer. Winter, page 53 for the error. Nothing like the fog in the memory of someone to be 92 by the secular calendar a week from today, to turn Winter into Summer.
The last passenger service provided by the Pennsylvania-Reading Seashore Lines was with RDCs, so reviving this old thread is appropriate. Except for Lindenwald, where the Delaware River Port Authority’s Camden (and Philadelphia) Lindanwald Rapid Transit Line is in the right of the photo, and Ocean City, I need help for the locations. 1972 or about.
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I remember riding the Amtrak Blackhawk to and from Chicago from Rockford during the 70’s on a three unit RDC. Seemed like an efficient way to offer service. A crew member offered snacks using a board reaching from armrest to armrest over one of the seats. RDC’s were a little loud but otherwise comfortable. A couple times the crew allowed me to have a cab view. Was fun.
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The B&O operated the ‘Daylight Speedliner’ between Philadelphia (and later Baltimore) and Pittsburgh with sets of the Budd RDC cars.
Later the RDC’s both the exSpeedliner cars and others that the B&O owned were used in B&O’s Pittsburgh and Washington commuter services. Eventually some of the RDC continued operating in the Washington commuter servcie under MARC (Maryland Area Rail Commuter) operations.
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Careful with your coffee!
Thomas Underwood Coll B&O677 by John W. Barriger III National Railroad Library, on Flickr
On an NRHS Fan Trip at Winchester, VA station 5/20/1962. That crossing looks interesting being so close to the station.
Thomas Underwood Coll B&O674 by John W. Barriger III National Railroad Library, on Flickr
Regards, Ed
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Last year I rode a Reading & Northern excursion to Pottsville on a 3 car RDC train. Interestingly they added sliding opening windows.
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Where are the SPV2000 pictures as promised?
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The B&O’s Daylight Speedliner was unique in another way - having one of the cars set up for food service.
Unusual for RDCs, the lead RDC-2 car was configured by B&O as a combination dining car/baggage car/coach (pictured) offering full meal service, with the addition of a kitchen and six tables, listed in B&O’s 1961 time table as a “refreshment diner”. Two of these unique cars were built for the service; both survive today. One is on display at the B&O Railroad Museum in Baltimore, Md; the other is at the Danbury Railway Museum in Danbury, Conn.[3][4]
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The Reading Crusader and Wall Street trains had food service, too, although not on as grand a scale (the runs were under a quarter the length). Of course B&O/RDG/CNJ were associated in that era.
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I presume those are PATCO cars on the upper level at Lindenwold. Did the Budd cars continue toward Phily, or did you have to connect with PATCO to continue the trip west?