Early Export Cab Units: 1953 |
|
|
In 1953, all three major locomotive builders of the time -- Alco, BLH and EMD -- introduced new export locomotive models for railroads in foreign lands. It was either an uncanny timing coincidence, or the builders were all reading the same tea leaves. It was not surprising however that design of the new locomotive models were influenced directly by the constraints of a region's natural barriers, uncertain infra-structure and limited resources. Looking somewhat akin to builders' popular domestic models, the exports required re-arrangement of dynamic brake, cooling and exhaust systems to achieve a low-silhouette carbody, the under- carriage was narrowed to minimize width, and light-weight trucks employed to reduce axle loading. Alco and BLH both had one of their export cab-units displayed at the June 1953 AAR Conference in Atlantic City. This photographic profile will look at some of the commonalities between the three builder models, as well as significant differences. (Photo above:) DL500 Demonstrator #1953E was built by the Montreal Locomotive Works plant in Montreal just in time for the AAR convention in June. This photo shows the export loco ready for shipment to Spain where it will become RENFE #1615. (Image courtesy of Alco Historic Photos) |
|
Alco - The formal introduction of Alco's new DL500 "World Locomotive" occurred in mid-june 1953. Built by subsidiary Montreal Locomotive Works, the DL500 was un-mistakenly an Alco design given its low silhouette FA appearance (sans the headlight grille), tri-mount type trucks, and tell-tale ca-thunk, ca-thunk engine sound. Five-foot longer than the full-size FA, early production units were powered by the same 1600-hp 244D engine; the later DL500Cs employed an 1800-hp 251B engine and had a second control station at the opposite end. Total Alco/MLW production of the World Locomotive model from 1953 to 1962 exceded 230 units. A-E Goodwin (Alco licensee) built an additional xxx DL500Cs. |
|
 Alco delivered 12 six-axle FA-2s (FCA-3s according to one Alco document) to the Pakistan Railway during August of 1951. Powered by an Alco V12-244 prime mover, the elongated carbody units were the vanguard of the Schenectady builder's DL500 export program. (J.W. Swanberg photo) |
 Side-lined during the 1990s, Indian Railways #17000 was one of 100 DL500s acquired by the government-owned railroad. This shot taken at the National Museum in New Delhi clearly delineates the added length of the 1955 MLW-built locomotive. (Tobias Köhler photo) |
 Built for a Spanish contractor #316.017 was sold twice, the final time to TECSA Empressa, a heavy construction and civil engineering company. The DL500C features a second engineer's station at the rear of the locomotive, and weights 112 tons. (Nick Chase photo at Pancorbo, Spain in Spring 1997) |
 The low-profile of the DL500 carbody (13'-2" high) was very apparent when contrasted next to standard Alco road power. America Latina Logistica 8414 seen here was photographed at Constitucion Jct (Buenos) Aires, Argentina. (Roberto J. Yommi photo) | >
BLH - By 1953, the one-time steam locomotive builder was in no position to effectively compete against EMD nor Alco in the domestic locomotive market; however, the international export business was a different story. In fact, BLH built slightly more than 400 units for foreign railroads, including 51 new RF615E export locomotives that went to the Argentine State Railway. Loosely patterned after the company's distinctive-looking "Shark-nose" freight unit, the newcomers rode on a pair of six-axle trucks, delivered 1500-hp to the rails, and were 52 feet in length. |
|
 Baldwin's export cab unit featured a "wind-splitter" nose, and a turbo-charged eight-cylinder diesel engine with a 1500-hp output. (Roberto J. Yommi photo at Buenos Aires in 2004) |
 The restoration team paid careful attention to detail through-out the project, including the silver raditor piping on the rear-end wall. (Stephen Cobb photo at Buenos Aires in 2007) |
 The compactness of BLH's RF615E is clearly evident in this side elevation shot of General Roca #5037. Designed for freight service primarily, there was very little unused space inside the engine compartment. (Stephen Cobb photo at Buenos Aires) | >
 These 4 images illustrate the outstanding craftsman ship and dedication that went in to restoring this rare RF615E. A multi-year year project, the rehabilitation work has been done by the Ferroclub Argentino. (Stephen Cobb photo in November 2007) |
EMD - Over-shadowed by earlier marketing successes, the GM export locomotive of 1953 had only total sales of 49 units. It was catalogued as a model B12 with a carbody similar to the builder's highly popular F-unit but with a three-piece windshield. Riding on a pair of Flexicoil two-axle trucks, the export model was powered by a non-turbocharged V12-567 engine, rated at 1125 horsepower-- hence the B12 designation. Built at GM's London, Ontario plant, first of the narrow gauge export units were delivered to Vitoria Minas (#521-529) in Brazil during July. |
|
 Early in 1953, GM B12 #521 was spotted in Prescott, Ontario while making a shakedown run prior to being shipped to its new owner Vitoria Minas, a coal hauler, in Brazil. (Bill Grandin photo / courtesy of James Parker) |
 Tereza Christina Railroad #6001 was purchased second-hand to haul coal from a mine to a power plant on an isolated narrow-gauge line in southeast Brazil. (Diogo Seger Luciano photo on 28 September 2011) |
 One of 40 purchased by Bangladesh Rail, B12 #2022 was 6o-years old at the time of this photo at Chittagong Port Yard. The nose-mounted three-chime horn gave the locomotive an unique look. (Richard Gennis photo on 17 December 2013) | >
 America Latina Logistica (ALL) #4098 waits outside the maintenance shop at Curitiba, Brazil on 4 February 2008. During its tenure on the ALL railroad, the narrow-gauge locomotive had worn three different attire. (Milton Ribeiro photo) |
| New: 1 August 2022 | XXXXXXXXXX (Xxxxxx Xxxxxxxx photo courtesy of Xxxxxxxxxx Xxxxxxxxxxxx) |
|---|---|
