did old diesel’s carry freight if so what models. i only see them carry passenger cars. and what kind of freight did they carry
You are talking about 1950s-1970s era right? If so, sure they carried freight. One of the only things I know they didnt carry was intermodel. They carried piggybacks, but not intermodel. Models in various sizes are easy to find. There are F3s, E7s, gp-7s, RS-3s, ect all fit the 50s and 60s era. Cars are easy to find to, just make sure they are a correct road name for the time, and appearence.
Hope this helps. Have fun with your model railroad.
With the major exception of EMD FTs, virtually all diesel/electric locomotives were either designed for switcher or passenger service until the end of WWII. The physical appearance distinguishing between the passenger versus switcher types was obvious.
Mark
On the contrary, the FT was introduced to the railroads for the main purpose of hauling freight and could also handle passenger service. This along with the fact that a string of 2, 3 or 4 locos could be operated as one with only one crew and a big savings in fuel cost served to knock steam into the side pocket. There were already diesels out at the time that hauled passenger service only, the work they were specially constructed for. The diesel wasn’t considered an eminent threat until the introduction of the FT.
Diesels were used in all types of service - freight, passenger, switching, even ‘intermodal’. Piggyback service is intermodal - ‘inter’ + ‘mode’ transportation. Rail and Highway use would be intermodal, use between 2 different modes of transportation.
The first experimental deisel-electirc locomotive (1917) was developed shortley after Rudolf Diesel’s new engine was patented. In the 1930’s passenger trains began to be deislized with the Burlington Route’s Pioneer Zephyr being the first diesel streamliner.
The FT by EMD was designed for freight service toured railroads in 1939 to demonstarte its capabilities. By the end of the 1940’s EMD, Alco, Fairbanks Morse, and Baldwin all were producing both freight and passenger locomotives with streamlined carbodies.
Non-streamlined lcomotives were built for yard switching and road switching in the 1940’s. Modern locomotives evolved from the road switchers.
There are some exceptions however. Most engines designed for passenger usage had higher gearing for speed and required regearing for freight service to be as successful as possible. Usually when they were assigned to freight they were on their last legs anyway and the railroads just dragged their guts out. The least successful conversion engines were E units which were a 100% designed passenger engine for flat land service. They wouldn’t even pull passenger trains up hills but would they ever fly on the flats. The PRR ran the last miles out on them pulling TOFC trains where they were not that good. The major reason you didn’t see many passenger engines in freight service after Amtrak is the railroads rid themselves of anything related to passenger service as fast as possible so the government couldn’t hand it back to them.
railroader,
I guess it depends what your definition of “old” is. Diesels have always carried pulled freight, even from their inception. If it was put on store shelves, the chances are that they were carried by train. (Computers, cell phones, and X-boxes being some of the exceptions. [swg])
Tom
With the exception of some re-engined gas-electric “doodlebugs” diesels have never, “Carried,” freight. They have pulled and switched an awful lot of it, clear back to when three companies teamed up to build the first mass-produced (as compared to one-of-a-kind experimental) diesel-electric locomotive. One of those first diesel box-cabs survives, CNJ 1000, which spent its entire working life (40± years!) switching the CNJ’s Bronx freight house and team tracks (which could easily be modeled full size in HO on ye olde 4 x 8 table.)
Any streamlined diesel with 4-wheel trucks was capable of hauling freight, and any hood unit (walkways along the sides) was specifically intended to either switch or line-haul freight.
As for those, “exceptions,” if they were made in China and distributed on the East Coast or in the upper midwest, don’t bet those computers, cell phones and X-boxes didn’t spend some time in a container riding a double stack through the wide open spaces - behind diesels.
Chuck (modeling Central Japan in September, 1964)
I was reffering to double stacks. [:D]
Correction made. Thanks, Chuck!
Tom
They’re made overseas and arrive in the US in containers. Those are loaded onto trains, so they, too, are brought to you by the railroad.
Midnight,
Yes, I realize that. I was speaking in reference to what freight “old” locomotives pulled when they were brand new.
Tom
Hey guys,
Don’t forget those DL 109’s on the New Haven during the war years, they were six axle, covered wagons that pulled passenger during the day, and freight at night (hmmm, or was it the other way around?) anyhow they were very successful, performance the PA’s never could surpass.
Den
Intermodal is a lot more than double stacks. For instance in the '20s & '30s cement was placed in containers in Pennsylvania and transported by rail to the docks in New Jersey. There the containers were placed on lighters (barges with built in cranes) and carried across the Hudson where the containers were placed on trucks for delivery to the construction sites. Alternately the gondolas with the containers were ferried across the Hudson and the containers transferred directly from the railcars to the trucks (but this included a boat ride for the rail cars).
It wasn’t double stacks but it was intermodal container traffic and it was how the Chrysler Building and the Empire State Building and many other projects were constructed. A number of the very early diesels were involved in some of this traffic.
The New Haven Purchased 60 DL-109s. They were used mostly on the fast passenger trains on the New York-Boston Shore Line in the day time and mostly on the drag freight Maybrook to Cedar Hill line New Haven) and to Boston and Hartford/Springfield at night when there was no demand for passenger power.
After the war the NH bought Alco FA ABA units (and later more B units) to replace the L-1 2-10-2 steamers on the Maybrook line and then Alco PA’s for passenger service. These also are in the so called transition era since they all replaced steam power for both freight and passenger service.
I know that, I was referring to double stacks, that type of intermodel. Ok? [swg] [:D]
did these carry freight http://www.internettrains.com/merchant2/merchant.mvc?Screen=PROD&Store_Code=IT&Product_Code=MDP-6805&Category_Code=HSCLOCDSLMDPF2A and f3’s
Yes, sure they did, the EMD F2 was a freight-hauling diesel locomotive built by General Motors’ Electro-Motive Division between July 1946 and November 1946. It succeeded the FT model in GM-EMD’s F-unit sequence, and was replaced in turn by the F3. The F2 was in many respects a transitional type between those two; it kept the 1350hp (1000 kW) power output of the FT due to late development of the new DC generator intended for the F3, but in a revised carbody design and internal layout that would be continued through the rest of the F-unit series. 74 cab-equipped lead A units and 30 cabless booster B units were built, making this the least built of all the F-unit variants.
There are no reliable recognition features for a F2. They were built with what has become known as ‘Type 1’ side panels, with three portholes and no filter grilles, but this was carried over into early F3 production and in any case could be changed later by the owning railroad. Like most F3s, they were built with small side numberboards. They, and all subsequent F-units, are readily distinguished from the FT by having two exhaust stacks instead of four, and by having no large overhang on the end of the B units, while the trucks were a little further away from the other ends.
They also had four radiator fans at the center of the unit next to each other in line on the roof instead of two at each end. This external feature was the result of a major change in internal arrangement, the replacement of all mechanical and belt-drives for radiator fans and traction motor blowers with electric motors. Power for these was produced by a new three phase alte
[:-^]
Yes the railroads played their part. BUT…
If you have it, a TRUCKER brought it to you.
James:1 Verse:5
You gotta luv the “Wobbly” Don’t cha ???
Johnboy out…