For me, the RS-1’s work in Iran secures its title as road-switcher. In addition, is not branchline work also road work?
I don’t think anyone is disputing the capabilities of the RS-1. But the RSD-1’s in Iran were typically two units to a train with short consists of around 1,500 tons running on a lightly built railway system with tight clearances, light rail, and weak bridges that required a low axle loading. So while a demanding assignment, it’s not quite what I had in mind when talking about heavy road work.
They weren’t a maid of all work. Just not enough horsepower there so it wasn’t the best use of resources to put them on the head of a heavy mainline train. They were best suited to lighter duties. Heck, you’d need 9 of them MU’ed together just to match in horsepower two modern GE’s or EMD’s. You won’t find pictures like that, you won’t find pictures of them lugging heavy coal trains, you won’t find pictures of them wheeling mainline freights at 50mph, and you won’t find pictures of them pitch hitting for E units at the head of streamliners.
Their place was on the branches, in the yards, and doing local work. It’s the 1,500 HP threshold and locomotives like the GP7 and the RS2 where the road switcher truly became universal and suited for any mainline road assignment a railroad could toss at it. So that’s why some historians consider it an important characteristic in determining what the first true road switcher was.
If 1500hp is the threshold, I guess that means the FT at only 1350hp was not a road unit either. When the RS-1 was introduced 1000hp was considered a pretty powerful diesel. EMD had just taken the lead in the horsepower race with the afore-mentioned 1350hp, but in general a “high horsepower” locomotive required two or more prime movers.
Today in comparison with 4400hp and 6000hp diesels the RS-1 seems rather pathetic. But back in the day it was state of the art. Working on the branches or wayfreights is precisely what defines a road switcher. Maybe at times they were used in multiple for heavier trains. So too were the GP9s; the practice continues today with the GEVOs and SD70ACe fleets.
After WW2, when the more powerful 244 engine came available the RS-2 took over the heavier duty roles and the RS-1 became more switcher than road unit. Nevertheless the RS-1 was the pioneer. EMD did not embrace the concept until some years later with the GP7, after first offering the BL2. And that was not exactly a sales success.
John
Just to reiterate, I’m not claiming otherwise. When I think of the first road switcher, it will always be the RS1.
I’m trying to explain the line of thought that some hold that 1,000 HP doesn’t get it quite into that multi purpose category that was popularized by EMD’s Geep’s and Alco’s RS2’s and 3’s. But while I do understand it, I don’t necessarily subscribe to it.
I suspect had war restrictions not limited production that many RS1’s would’ve seen heavy mainline use. But by the time that restrictions were lifted by the WPB, higher horsepower options were available that left most postwar RS1 production targeted towards lighter duties that it was ideally suited for (Such as coach switching at major passenger terminals).
Interesting indeed that this thread creates more disagreement than agreement. Some points:
About the TR-1, it seems to be designed more for a transfer unit than road service, but EMD left the option open for a steam generator. Was it catalogued, or a special order?
Does anyone know if the RS-1 or NW-3 have toilets? 1000 HP is low for a road switcher, but it must be considered that the highest road power was less than 2000 HP at the time, with two engines (E units).
I agree with this point, they seem most at home on branches or commuter runs. But due to the average HP at the time, I think both the NW-3 and RS-1 can be considered road switchers.
The “best gear ratio for road service”…the key just turned in the lock.
Submission: 3 or 4 could deliver 50 or so cars of coal to a nearby LILCO power plant, 1 could switch a lead…kick 'em that’ll do…, 1 could power a local freight…but what did the LIRR’s 10 RS-1’s do mostly? They powered short, but fast, passenger trains to which they did supply steam heat.
Is that the necessary validation?
The RS-1, a 30’, 40’s years concept. worked.
Did these EMD NW’s qualify, the 3 and 4 variants, which weren’t capable, somehow, verify them as the first road-switchers?
Not enough universality. Not when passenger service is excluded, or not brought into the discussion.