EMD Switchers of recent years...???

[Kozzie]

I’ve seen many photos etc (both models and prototype) of early EMD switchers, such as GP7, GP20, GP30…many of which still seem to run, (with re-builds etc), in some smaller roads, but what is the go with today’s big railroads such as the Class 1s?
If they use EMD, what do they use for yard and short line switching work? Do they use, say GP60s?? [:)][;)] [:I]

Dave

[Kozzie]

QUOTE: Originally posted by M.W. Hemphill

Dave:

MP15 and SW1500, and some remanufactures of earlier switchers, are about the only traditional switch engines now in use by Class Is. GP38s, GP39s, GP40s, GP50s, and GP60s and rebuilds of GP30s and GP35s are common as switch engines, and in hump and in heavy switching SD38s and SD40s are often seen. BNSF still uses a few SD9s. Stock SD40s do not have the heavy power contactors that are standard on a purpose-designed switch engine, and they burn them up fairly quickly in switching service.

Thanks Mark [:)] - there’s a fair bit of variety there (especially for modelling). I didn’t realize SDs were also used in come cases. [;)]

Dave

[Randy_Stahl]

QUOTE: Originally posted by M.W. Hemphill

Dave:

MP15 and SW1500, and some remanufactures of earlier switchers, are about the only traditional switch engines now in use by Class Is. GP38s, GP39s, GP40s, GP50s, and GP60s and rebuilds of GP30s and GP35s are common as switch engines, and in hump and in heavy switching SD38s and SD40s are often seen. BNSF still uses a few SD9s. Stock

You bet they burn up fast!!!
Randy

[Randy_Stahl]

Yea and the smell of burnt power contactors is electrician aroma therapy
Randy

[CSSHEGEWISCH]

Dave:
To further expound on what Mark mentioned, the various SD’s in yard service are often used as hump pushers. Most SD40’s in this service have been derated to 2000 HP by having their turbochargers removed and other related modifications, turning them into SD38’s.

Belt Railway of Chicago has derated SD40’s paired with slugs as hump pushers with GP38-2’s and SW1500/MP15’s in pulldown duty.

Paul

[Randy_Stahl]

When I worked for the BRC we didn’t have slugs. Where did these come from?
Randy

[CSSHEGEWISCH]

The slugs are recent creations which were cut down from SD40-2’s by Relco.

[Randy_Stahl]

I’m from the brc ALCO days… Guess that was a while ago!
Randy

[locomutt]

QUOTE: Originally posted by M.W. Hemphill

Dave:

MP15 and SW1500, and some remanufactures of earlier switchers, are about the only traditional switch engines now in use by Class Is. GP38s, GP39s, GP40s, GP50s, and GP60s and rebuilds of GP30s and GP35s are common as switch engines, and in hump and in heavy switching SD38s and SD40s are often seen. BNSF still uses a few SD9s. Stock SD40s do not have the heavy power contactors that are standard on a purpose-designed switch engine, and they burn them up fairly quickly in switching service.

Gosh,am I behind the times.

When I think yard switchers,I think of;
EMD NW-2’s SW-7’s,SW-9’s,SW1200’S,also the SD-18,
Alco S-1’s,2’s 4’s & TR-6’s
Baldwin AS-616’s,AS-416’s[:)]

[ShaunCN]

beleive it or not CN still uses GP9’s in yard service. Actually it is the backbone of the CN switching fleet after they retired neraly all the SW1200’s. CN’s GP9’s are choppe nose versions that operate with slug units that were former GP9’s. Also CN’s GP9’s can be remotly controled usssing beltpack and they have 1800 horsepower!!!

[espeefoamer]

QUOTE: Originally posted by locomutt

QUOTE: Originally posted by M.W. Hemphill

Dave:

MP15 and SW1500, and some remanufactures of earlier switchers, are about the only traditional switch engines now in use by Class Is. GP38s, GP39s, GP40s, GP50s, and GP60s and rebuilds of GP30s and GP35s are common as switch engines, and in hump and in heavy switching SD38s and SD40s are often seen. BNSF still uses a few SD9s. Stock SD40s do not have the heavy power contactors that are standard on a purpose-designed switch engine, and they burn them up fairly quickly in switching service.

Gosh,am I behind the times.

When I think yard switchers,I think of;
EMD NW-2’s SW-7’s,SW-9’s,SW1200’S,also the SD-18,
Alco S-1’s,2’s 4’s & TR-6’s
Baldwin AS-616’s,AS-416’s[:)]

Also FM H-12-44s[:)]!

[Anonymous]

Dear Readers,

The Mighty CPR still stables various GMD/EMD End-Cab " Switcher " Locomotives altho’ some were for and still may be equipped for Road Service, having Illuminated Number Boards on both ends, Electric Class Lights, Speedometer and Road Air Horn when they left the Builders Works in the Fifties/Sixties.

Saw CP 1238 Isolated going West in a Locomotive Consist ( Lashup ) about Three Weeks ago.

I understand this Unit is now Classed as a Switcher tho’ once a Roadswitcher 81xx Class. Do NOT know if still has Road Transition or Diesel Upgrade.

Photos from Internet.

A YARD version.

http://www.trainweb.org/galt-stn/cproster/locomotive/1200s/cp1238.htm

And a ROAD Version, deep in CLC Opposed Piston Country. CP 8103 and CP 8114 also served at Nelson in early Seveties.

http://www.trainweb.org/galt-stn/cproster/locomotive/8100s/cp8117.htm

[locomutt]

QUOTE: Originally posted by espeefoamer

QUOTE: Originally posted by locomutt

QUOTE: Originally posted by M.W. Hemphill

Dave:

MP15 and SW1500, and some remanufactures of earlier switchers, are about the only traditional switch engines now in use by Class Is. GP38s, GP39s, GP40s, GP50s, and GP60s and rebuilds of GP30s and GP35s are common as switch engines, and in hump and in heavy switching SD38s and SD40s are often seen. BNSF still uses a few SD9s. Stock SD40s do not have the heavy power contactors that are standard on a purpose-designed switch engine, and they burn them up fairly quickly in switching service.

Gosh,am I behind the times.

When I think yard switchers,I think of;
EMD NW-2’s SW-7’s,SW-9’s,SW1200’S,also the SD-18,
Alco S-1’s,2’s 4’s & TR-6’s
Baldwin AS-616’s,AS-416’s[:)]

Also FM H-12-44s[:)]!

Okay, sorry I forgot that one,but to the best of my knowledge,C&O didn’t have any FM’s
Nor TR-6’s, they were on the N&W.[:)]

[CSSHEGEWISCH]

I will be kind and assume that locomutt meant T6’s on the N&W, the only roads that had TR6’s (cow-calf) were SP and Oliver Iron Mining (Minntac).

To Randy: the Alco days weren’t that long ago, they ended in 1999.

To Dave (who originated this thread): Once again I will turn the question around, what kind of power is used in switching service in Australia?

Paul

[daveklepper]

Please don’t call GP-7’s through GP-40 switchers. I remember when these were all road engines were sold as “road-switchers” with the Alco RS-1 being the real WWII pioneer. Switchers were SW-1’s, SW-9’s etc. Sure the GP’s and SD’s may be used as switchers today, but they did see better years. Why, GP-9’s pulled the Pocahantes and the Powhattan Arrow on the Norfolk and Western, and the GP-40 ran that fast Santa Fe intermodal LA-Chicago train.

[locomutt]

QUOTE: Originally posted by CSSHEGEWISCH

I will be kind and assume that locomutt meant T6’s on the N&W, the only roads that had TR6’s (cow-calf) were SP and Oliver Iron Mining (Minntac).

To Randy: the Alco days weren’t that long ago, they ended in 1999.

To Dave (who originated this thread): Once again I will turn the question around, what kind of power is used in switching service in Australia?

Paul

Yeah, guess you are right,I guess my finger slipped. T-6’s were in use at Portsmouth,Oh;when I saw them.[:I]

[kenneo]

Baldwin S- series switchers (S-8 and S-12, mostly) and the VO- series which preceeded them. An S-12 could outpull an SW9/SW1200 ANY day and equalled an SW/MP-15. Their AS-616 and 416 were 6 and 4 axel road switchers and just 100 more HP then their 6-6-1500, 6-4-1500 and 4-4-1500 predecessors.