I just got my first (certainly not only!) Atlas ALco C-628 and was thinking that I might use its innards to overhaul my two old Con-Cor C-636’s. The first thing I noticed, though, was that the Con-Cor model is MUCH shorter. I was wondering, is this correct, or is the Con-Cor model inaccurate? I have on hand a diesel reference for my road (the Norfolk & Western) which includes dimensions for the C-628, so I know that the Atlas model is correct.
The other possible use I might have for the old C-636’s is to donate their shells towards a kitbash effort, in order to make C-630’s out of the C-628’s. It appears that the primary difference is in the dynamic brake housing; it seems as though the housing from the C-636 could be grafted onto the back of a C-628. Is this true, or are these actually different? Are there other siginificant differences between C-628 and C-630?
And, just a show of hands, how many of you folks are Alco lovers like me?
First off, I love Alcos. Second, the Con-Cor model is probably too short, since C628s and C636s arethe same length. Third, there are body differences between the 628 and 636.
I am really interested in knowing whether the boxy dynamic brake housing from the C-636 is actually the same thing as on the C-630, so that I could use it for this kitbash. Also, I need to know if there are any other major body differences (dougal assures me that there are) to be addressed in converting a C-628 to a C-630. What are teh differences, specifically?
Externally; the db housing and some vents/grills between it an the cab on both sides are the only differences that stand out on my HO scale Stewart N&W C628 and C630.
Internally, the C630 has a traction alternator, and the C628 has a traction generator. This difference made the C630 much more valuable to the N&W, and all of the C628 where sold off to the C&NW at a bargin price. C&NW wasn’t willing to pay the asking price for the C630’s. They became yard switchers, with one or two slugs built from FM TMs. There is a N&W C630 and a slug at the VMT in Roanoke.
Thanks, Nigel! I hadn’t considered using an HO shell for reference.
I model 1971, which is prior to the sell-off to CNW I believe, however I think only the C-630’s rode on FM Trainmaster trucks, so I’m gonna want a pair of C-630’s rather than C-628’s. I am using the chassis of the Trainmaster to repower my RSD-15’s, but I need the C-628 trucks to go along with the RSD’s, so I’ll have a C-628 and some Trainmaster trucks left over, which is perfect.
Yes, N&W C630 1135 thru 1139 had FM TM trucks. N&W C630 1130 thru 1134 had tri-mounts, like the C628.
RSD15? The N&W didn’t have any of those, though they did lease some in the early Sixties, Ed King can give you more information on when and from what rr.
If you work from any photos of the N&W C630’s; watch the date, as they air intake area was heavily modified when they were rebuilt as yard mothers, for use with the slugs. The C630 at VMT, though in as delivered colors, has these later modifications.
After the NW merged my fictional Winchester, Paston, & Portsmouth, it acquired its only RSD-15’s, which due to NW’s influence over the WPP’s board of directors were equipped with dual control stands and high short hoods. Not to mention they were the first WPP units delivered new in a maroon and dulux gold color scheme, though other models were repainted in the few years prior to the 1967 buyout. The maroon units kept their relatively fresh paint after the merger, and once the 1971 F6 paint scheme became standard, a few units had the “wp&p” logo on the sides painted out with a black rectangle, over which the white “NW” was applied. Railfans LOVED to find these rare “redbirds” plying the Shenandoah valley…
Of course, this is the fun of modeling a fictional short line.