Diesel switcher or electric boxcab?

LAST EDITED ON Feb-25-05 AT 02:30 PM (EST)

I found an interesting little oddity a little while ago and I thought a few of you might be interested in it. This is a picture of a Baldwin VO 660 working on the Pacific Electric lines. As you can see, two trolley poles have been added on the hood of the switcher. I'll tell you now that those aren't for what you think they are. Those were fitted to the switcher so that it could activate pacific electrics crossing signals, controlled by the passing of a trolly pole. While not a "funtional" trolly pole, the application does provock the question about if it could actually be practical. While later practices would prove it could be, I wonder if they were considerng the possibility back then in the 40's. At first glance, it would seem so... The switcher operates on 600 volt DC power, the same as trolly lines. It seems the only thing needed to make it work would be to add a variable transformer to control the power flow from the lines. One could think of the many uses this type of locomotive could provide back then. Imagine the 20th Century Limited, pulled by a duel power E7, could run overland on diesel power, then change over to electric drive for the entry into Grand Central, without even stopping.Just thought you might like that!
Matthew Imbrogno
Keeping Baldwins alive through the 21st century.

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RE: Diesel switcher or electric boxcab?, Nels_Anderson, Feb-25-05, 03:21 PM, (1) RE: Diesel switcher or electric boxcab?, Non Sequitor, Feb-25-05, 11:29 PM, (2) RE: Diesel switcher or electric boxcab?, smallspy, Feb-27-05, 03:39 PM, (6) RE: Diesel switcher or electric boxcab?, chuckzeiler, Feb-26-05, 08:34 AM, (3) RE: Diesel switcher or electric boxcab?, Non Sequitor, Feb-26-05, 11:06 PM, (4) RE: Diesel switcher or electric boxcab?, chuckzeiler, Feb-27-05, 12:48 PM, (5) RE: Diesel switcher or electric boxcab?, smallspy, Feb-27-05, 03:45 PM, (7)

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By the 1950's there were dual power locomotives pulling into New York City--the New Haven's FL9's. Though apparently getting it work right was much more difficult than it would seem.

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LAST EDITED ON Feb-25-05 AT 11:37 PM (EST)

crazy as it may sound, there were also a number of triple power locomotives. These behemoths could run on Battery, Overhead wire, or Diesel electric. Not quite sure their uses though. IIRC, the FL9's rear bogie was a three axle due to some of the problems associated with the pick up shoe and the nature of dual power.As to the white baldwin in the picture...If I'm not mistaken, isn't that a six axle road switcher of the same class as this one?
And, fyi, that one pictured there is the FIRST road switcher baldwin made. Supposedly her sisters (of which there are about 5 *one wrecked*) are kept in running condition in storage.

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The use of the 3-axle Flexicoil rear truck on the FL9's had to do with the increased weight of the units and the limits on the track and structures in and around New York.DanEveryone is entitled to their opinion no matter how wrong it is.

www.greatlakesrail.com

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The Illinois Terminal had two diesel-electric/trolley/battery locomotives that were received from the St. Louis Car Company in 1931. They were originally built for the Illinois Central's Electric Division in Chicago, but were rejected by the IC for reasons unknown. Here's a picture of them at Dave's Mewhinney's web site:
http://www.davesrailpix.com/it/htm/it046.htm

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That may be them...but IIRC, the ones I had seen had pantographs. I'll see if I can find the pic...but the question I have is, while I can understand having two types of power, diesel/overhead...why the third?

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As built for the IC, the IT diesel/electric/battery locomotives did have a pantograph. They retained the pantographs for a short period of time after delivery to the IT. Assistant Chief Engineer John Leisenring conducted tests on the IT in the early 1930's to determine the feasability of converting the IT current collection system from trolley poles to pantographs, and was in communication with the chief engineer of the CMStP&P (Milwaukee Road), where they had much experience with that type of current collection. The tests were positive, but would have required the IT to convert the entire railroad from direct wire suspension to cantenary suspension. Test cantenary had been installed on 22 miles of mainline. However, the pantographs could (and would) snag overhead wire leading to sidings, which would droop lower that the edges of the shoes on the pantograph, resulting in the overhead being pulled down.As for the three types of power, one can only speculate, since the locomotives were originally built to IC specifications. However, the battery power would enable the locomotive to switch sidings where there was no overhead wire. The CNS&M (North Shore) had a few overhead/battery locomotives that were used in just this manner.

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Since no one's answered your question, I might as well tell you that you're absolutely correct...they were needed to trigger the crossing gates in many areas, IIRC.As for having a dual-powered unit, you're about 50 years too late. New Haven commissioned EMD to build them a lengthened version of the F9A capable of just such a service. Several are still in use today on New York-area commuter lines. Amtrak commissioned GE to build a replacement about 12 years ago called the P32AC-DM (3200 hp, AC traction, dual mode). As well as the 20 or so locos in service with them, many more are also in service with Metro-North.DanEveryone is entitled to their opinion no matter how wrong it is.

www.greatlakesrail.com

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