The article’s lists did not note which E-8’s and E-9’s had dynamic brakes. Can someone provide this information?
My list of passenger railroads that did not own E-units. without the article in front of me, not counting electric interurban lines -and that did run diesel powered passenger trains, runs as follows:
Ann Arbor, Bangor and Aroostick, Canadian National, Central of NJ (hosted B&O’s), Delawareand Hudson, Denver and Rio Grande Western, Norfolk & Western (hosted Southern’s), NYO&W, PRSL, Reading (hosted B&O’s), Western Pacific
The article’s lists did not note which E-8’s and E-9’s had dynamic brakes. Can someone provide this information? Southern Pacific, Union Pacifc, Milwaukee Road, and maybe Southern Railway.
My list of passenger railroads that did not own E-units. without the article in front of me, not counting electric interurban lines -and that did run diesel powered passenger trains, runs as follows:
Ann Arbor, Bangor and Aroostick, Canadian National, Central of NJ (hosted B&O’s), Delaware and Hudson, Denver and Rio Grande Western, Norfolk & Western (hosted Southern’s), NYO&W, PRSL, Reading (hosted B&O’s), Western Pacific
Others can add to the list - BAR owned 2 E7A units
[/quote - Soo Line. Northern Pacific, Chicago Great Western, Minneapolis & St Louis, Nickel Plate Road, Duluth, South Shore & Atlantic , Duluth, Missabe & Iron Range and Duluth Winnipeg & Pacific.
All of the above has steam powered passenger service that was dieselized or went to Budd RDC cars(M&StL/DM&IR/DW&P/DSS&A).
Sorry a bout the BAR error. The article clearly stated the BAR’s ownership, the second smallest fleet, with the Spokane Portland and Seattle having only one E-unit.
Can you go back to your list and mine and single out those who dieselized with:
I suspect relatively few railroads did just one thing.
For example, the DM&IR as noted went directly from steam powered passenger trains to an RDC; however, they also about the same time had two of their new SD-9s (No.129 and 130) delivered with steam generators as back-ups to the RDC. Interestingly these units were leased to Amtrak for a time in the early seventies and worked on passenger trains.
The Soo Line bought FP’s for passenger service, but also had steam generator equipped GP’s. Both types were used in passenger and freight service.
The TH&B dieselised their passenger service with three boiler-equipped GP9s (set-up to run long hood forward). Part-owner NYC ran their E-units on some TH&B trains as did, I think, the CPR, another part-owner of the line. This was on the Buffalo-Toronto service, which was later covered by CPR RDCs.
Central Vermont had boiler GP9s right up into the 1980s. Rutland’s RS2’s had steam generators for the Green Mountain Flyer and Mount Royal, plus milk trains (In pool service they ran to Boston or Troy NY on the B&M). NKP had the PAs, boiler GP9s and a pair of boiler DL702’s (RS32?). New Haven had steam generators in GP9s, RS2/3/11s and H-16-44s. In earlier days NH had DL109s, PAs and a few FM CPA20-45 C-Liners. At the end NH had those 60 FL9s with third rail shoes.
On the other coast, even though SP had E7/8/9s and PA1/2/3s, in later years the FP7/F7Bs were common on mountain runs. Every SP SD9 either had a boiler or MU controls for boilers. Most SD7s had boilers. SP also had 12 dual control boiler GP9s of which 11 retained their boilers until Caltrain took over, along with a few single enders that lost their boilers early. SP SDP45s worked for Amtrak until early 1973/74, when they were moved into the San Francisco “Commute” pool to replace FM H-24-66 Trainmasters.
Cotton Belt had a pair of PA1s, an FP7, and a GP7 with boilers (only one on SP/SSW system)
Minor correction: NKP 475-484 were s/g-equipped GP9’s, NKP 875-876 were s/g-equipped RS36’s (DL701). What may be causing some confusion is that NKP 325-333 were freight-service RSD12’s (DL702).
It’s true that the first N&W owned diesel passenger units were the GP-9s, N&W at various times prior to their arrival leased E-units from both ACL and RF&P all of which wore their delivery paint schemes.
N&W inherited a small batch of E7/8’s from Wabash on October 15, 1964. The E7A’s and most of the E8A’s were retired without ever being renumbered. I believe that only 3 or 4 E8A’s were renumbered and repainted for N&W in the low 3800 series. As an aside, N&W also inherited three WAB PA1’s but they were retired without being renumbered or repainted.
Recollections, not facts but with time I can, I think, verify…
The “SF/COM” pool GP9s were dual-control-stand engines. TNO GP9s numbered in the 280’s(?) were transferred in during the early 60’s and I recall they too had 2 'stands.
All the other GP9s had ovular, steel contained, about 3 feet high, lumps of concrete where the steam generator would exist. And a single control stand, short-hood “F.”
SD9s were strangers on the Coast then, but as time went by, that many had boiler controls and steam pipes seems correct; I think not all were.
While we’re here: the demo DL701s were bought by SP and landed in the 5720’s in the early 60’s. While checking loading of the units leaving Santa Barb, I entered one which was set- up for long-hood forward.
Does anyone opine about whether it had a steam generator, steam trainline…ya’know, like maybe it was to demo for commuter service.
Wish I’d taken the opportunity to look in the short hood…
The New Haven first dieselized in 1940 with 60 DL 109A units.
They were ussd in passenger serviice by day and freight by night…
Ater the war, it was FA’s for the hilly Maybrook line, and PA’s and then FM C-Liners.
A litle later, in 1956 and 1960, they received two batches of 30 B-A1A FL9’s. The AiA truck, as with the E’s, was needed to lower the axle loading. this tme it was to allow use on the Park Avenue viaduct in NYC.They were dual mode, able to run all electric required by law i NY City.
They were sort of an F and a half, among gther names, I’m sure…