The GP/SD35 similarly represented a more powerful 16 cylinder version of the GP30/SD24. So, if that’s the logic. Upgraded (in terms of horsepower) but same engine series, then I’ll by that, but even that’s not hard an fast. for 645, you had the 40 series, the 45 series and then the 50 series. For 710, 60 series, 70 series and 75.
In fact, I’d argue that the 70ACe actually breaks t
Marketing has always been important.
It is generally known that the GP30 was first known as the GP22, but EMD Marketing insisted on a higher model number than the competing U25, even though “22” correctly represented the horsepower.
Shortly after I posted I realised that GP35 was another example of “5” representing a power increase from the same basic equipment, although that was probably due to 40 having already been allocated to the 645 engine and alternator development that had been presumably under way for some time.
The 50 series was thought of as a major step forward at the time, with an rpm increase to 950 rpm. Unfortunately the engine crankcase was not up to the increased speed and power, so the 710 was introduced with the speed dropped back to 904 rpm in basically the same locomotives at only slightly increased power. The failure of the 645F probably contributed to t
As mentioned, GB Railfreight will be getting an additional seven new Class 66 locomotives next year, 66773-66779, five of which will have new 12-710G3 engines supplied by EMD to the UK prior to 31 December. The remaining two will be reconditioned units, one from GBRf 66734 which was wrecked in Scotland and the other from a wrecked “Euro 66”. It appears the locomotives will be shipped without engines which will be installed here in the UK.
As to the Caterpillar C175 engines fitted to the new Vossloh “UK Light” model, Class 68, for Direct Rail Services. This does not meet Euro IIIb standards in its present form. Caterpillar exhibited a compliant version at Innotrans but the size of the exhaust unit will preclude its use in UK locomotives unless further, expensive, development work is done. Caterpillar apparently take the view that they will not do that unless orders are forthcoming and the operators will not place orders if the product is not available - the classic “chicken and egg” scenario!
The Power Haul engine in the GE Class 70 is also non-compliant with Euro IIIb but a Class 70 style demonstrator is about to be off-loaded into Germany which might be but whether or not this would fit the tight UK loading-gauge isn’t known.
For the foreseeable future, the UK operators appear to have no new locomotives available to them with the result that many vintage BR-era locos are being resurrected from scrap lines or preservation. As someone said to me the other day: “Every time I see a hard working Class 56 coming towards me with its vee-shaped black exhausts going skywards, I see a salute to the EU!”
If EMD can certify the new engine based on the 265H using exhaust gas recirculation, timed injection and a diesel particulate filter, they should be able to do the same for the C175. The SCR solution suits many of Cat’s non rail customers, and if they can sell a few to rail customers, that’s OK. But EMD might be able to leverage their work onto the C175.
If Vossloh were happy to build a C175 engined six axle unit, the exhaust unit including the SCR might fit alongside the engine in a longer body just as the muffler does in a JT42
According to the latest edition (1/15) of Rail Express magazine there will be an additional 7 class 66s built for GBRf. They state that only the Diesel engines need to be on hand in the UK at the end of this year to beat the emission change rules, and GBRf has 7 on hand including one from the scrapped 66764. The locomotives can be assembled later. According to the article it is still to be determined if the body shells will be sent to the UK for assembly (Stoke) or if the engines will be shipped to Muncie for assembly. The “inside info” is on the latter.
I read the online “Railway Herald” myself.
As I said above, two engines were on hand and they purchased five new engines which were said to be shipped to the UK.
I assume that the locomotives will be built at Muncie and all seven engines will be installed in the UK.
There were other references to these seven units in my post above.
M636C
What does “G” stand for in the GM-EMD export line, I.e., G12, G16, etc.? Global? General?
IIRC after they used ‘ML’ they went to the current designations: G - single cab hood unit A - single cab carbody/cowl unit J - dual cab hood I’ve seen others such as AJ, AA, etc for various cab combinations but those are the general ones.
I think “G” stood for General Purpose, just as it did for domestic GP units, but “G” alone was used to avoid confusion. Certainly the original drawings for the G12 and G8, which shared the same body, showed a scaled down GP 7 with shaped hood ends and an arched cab roof that emphasised the similarity in both purpose and appearance. I’m pretty sure the words “General Purpose” appeared in the early advertising.
The letters were allocated more or less as GDRMCo indicated…
A - standard and broad gauge cab units
B - narrow gauge cab units
G - general purpose hood units
GA - frame mounted motors with gear drive
GL - light weight units
GT - turbocharged units
J - double end cab unit either cab or hood body
K - Egypt only double end cab unit with twin eight cylinder engines model KK
R - six motor hood unit (later GR in model GR12, later still the R was dropped)
T - Tropical (for Africa only verandah hood unit with two streamlined cabs model TT)
Suffixes
W - standard gauge
I guess I’m confused. Production of the Class 66 ends as its 710 engine can’t meet the European standards that went into effect at the beginning of the year. Yet Vossloh announces sale of 710 equipped Eoro 4000s for use in France. What am I missing?
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http://www.railjournal.com/index.php/locomotives/vossloh-secures-euro-4000-orders.html
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That is odd. Perhaps emissions credits like GE is using in the US?
Vossloh are continuing to build the EuroLight, at least the UKLight version meeting EuroIIIB with the addition of SCR with urea injection.
Presumably the 710 could also be equipped with SCR and urea injection to allow it to meet EuroIIIB. US railroads don’t want to use this solution but that doesn’t mean it wouldn’t work. The different locomotive utilistation practices in Europe may make this an acceptable option.
The Euro 4000 is a lot larger in profile than the JT42CWR and this might make the addition of SCR practical. It can’t take up too much room if it can be fitted into a UKLight, even with the smaller C175 engine.
M636C