I was watching the UP local switch industries in Sedalia, MO new my home town today. It was pulled by three GP 38-2s. These old workhorses still seem to be running great, but they are aging and except one with a fairly fresh “lightning bolt” paint scheme they look their age. Watching them got me to wondering when we will see a new generation of 4 axle locomotives. I know mainline road service is and will forever be dominated by high horsepower 6 axle locomitives now, but there is still plenty of local, industrial, and yard service to be done in thie world where 6 axle locomotive are just too long and heavy. I know all about rebuilds, but you cannot rebuild 40 and 50 year old diesles forever. So, what is your opinion? When will we see a GP70 or some new generation of 4 axle “road switcher?”
As much as I’d love to see it, I’m afraid the influx of six axle diesels is going to have a trickle down effect that’s going to make the four axle all but obsolete. There are, like you mention, cases where you can’t take a six axle unit, but it seems like if they can manage their surroundings, the six axle unit is going to get the job. Every time I go back to Galesburg, Ill. I see another six axle unit that’s been converted to a remote control unit.
With the advent of self-steering trucks, I think the possibilities are really dropping. The overall locomotive length is the only factor necessitating shorter wheelbase locomotive, and these are naturally more conducive to 4 axle locos.
The majority of roads needing short wheelbase locomotives don’t have the money for brand spanking new units. As a result, I think you’ll see everything from Geep 7’s through Geep 60’s soldiering on for a good long time without any replacements.
Here ya go…
I use the MP1500D, from Bosie locomotive works, which builds these, same locomotive, different paint.
CEFX has a entire fleet of these guys, 2000hp with dynamic brakes, and 1500 hp with out…on lease to UP.
They are all over the Houston area, doing yard work and main line…
Where I work, the PTRA, we have a entire fleet of the 1500 hp units, have been using them since 1996…tough little locomotives.
Not for a long time the hords of GP38-2 and GP39-2’s need to die-off first…end-cab switchers we will never see them again, I think they went the way of the caboose.
personly i dont see the new 6 axle locomotives replaces any 4 axles in yard service… the new ones suck for switching… now if your meaning older 6 axles like the sd40s…then yes…i can kinda agree with you…but if you are meaning 6 axles like a -8… man…i feel sorry for that yard job… it would be 3 shifts later befor that thing would be up to speed for a somewhat good kick… but i see the class 1s rebuilding a small fleet of the 4 axles with the new emistions controlls to meet the new EPA air emitions standers…for places that can only have 4 axle power…
csx engineer
Buy 'em,…lots of them.
They load up fast, kick great, stop on a dime…look at the brakes, dual clasp set up, two shoes per wheel and two cylinders per truck side.
For versatility, MU two of them, you get 4000hp on 16 axles, instead of 12 like a Dash 9 or SD…
Keep in mind for smaller regional and local railroads, the cost of a used GP38 is minimal compared to these, but if I had to buy road/switcher power for yards work and locals, and had a good budget, this is it.
We use the MP1500D, Morrsion Knudson’s original version of this switcher, we have a 25 unit fleet, in service since 1996, and our crews love them.
I work with one of these every day, and think they are a fine road switcher…
Ed
Let’s hope he get the counting correct when he is giving car-counts to the engineer…[:D].
But to answer the question (sort of) it depends on the six-axle’s wheel-slip control. And old locomotive with little or no wheel-slip control other than the primitive system used on the GP7’s & 9’s would be much more likely to slip in adverse conditions than a modern locomotive with it’s computer-controlled wheel-slip system, even with eight axles instead of six.
The upside to using two units is that in some industries a six-axle is simply too heavy and/or too long for the track (some industries use 60# rail anchored in mud [with a few ties for decoration] for their track); so what you do is separate the two smaller units when you must work on an industry track.
When the CNW used to switch American Motors plant in Kenosha, we had to use old FM or Alco units–the GP7 & 9’s were too long for the track curves inside the plant . We even carried long crowbars on the units to be used to adjust the drawbars for coupling on the curves, which were so extreme that unless the drawbar sill was very well lubricated, it was very difficult to swing the drawbar far enough to one side to line up the couplers, hence the use of the long crowbar.
hummmm . . . . . . . . . . .when will we ever see a new modern and advanced 4 axle road switcher???// I can tell you later on in the future we will most likly see a Diesel - hybrid 4 axle switcher package. Here are my predictions : This engine will meet Teir 3 or 4 emissions (when the EPA comes up with such an emissions package). The generator system would most likely run on much higher amperage than, that of modern diesels today.
Sarah, we have something like that already with the Green Goat–just about every major railroad has ordered some of these, IIRC. It’s a diesel engine and batteries, and is rated at 2000 horsepower on four axles. AMG
It appears that the role of the yard switcher and medium size (1500-2000 HP) B-B road swicher have pretty much merged. Right now, the market for this type of locomotive is pretty much filled by rebuilt GP38’s and de-turboed GP40’s & GP50’s. The Green Goats and MPI products will fill their niches in this market although those niches may expand as the pool of available GP38’s shrinks and clean air standards get tightened.
CP has ordered a whole whack of Green Goats for their yards up here in Canada, they should be arriving anytime now, so keep an eye out for them.
They’re also the first locomotvies CP has bought that come ready to go with Belt Pack technology, so CP doesn’t have to retro-fit them to go engineer-less.