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CPKC will receive some much-needed motive power help starting next year in the form of a 170-unit order of new locomotives from Wabtec. The railroad has been heavily spending on capacity work across its combined system to support new traffic and motive power has been in short supply to move tonnage across its network. The […]
In general terms, America is not a country with great affinity for nationalization. The machinations of the American economy are diametrically opposed to the principles of nationalization. However, that doesn’t mean that the U.S. has never dabbled in the practice. The United States Railroad Administration (USRA) is an example. In the interest of clarity, I’ll […]
High-horsepower, six-axle road locomotives are generally regarded to be units making between 3,800 to 4,400 hp. Over the last four decades the horsepower output has steadily grown to the high end of this range for the majority of the North American locomotives built. When this threshold was first reached with EMDs SD60 at 3,800 hp […]
Burlington Route diesel locomotives showed a strong loyalty to Electro-Motive Division, located in the online community of LaGrange, Ill. The Chicago, Burlington & Quincy was a diesel pioneer with its Zephyr passenger trains in the 1930s, and the railroad began dieselizing mainline freight trains with EMD FTs in 1943. The CB&Q continuing dieselizing with a […]
Just shy of two years after the CPKC merger, the Class I railroad has purchased its first “new” locomotives. The eight General Electric ET44ACs were originally an order for Baffinland Iron Mines located on Baffin Island in Canada. The new-build mine project to haul iron ore to seaport via rail has been delayed many times, […]
Amtrak SDP40F diesel locomotives were derived from the best-selling SD40-2 platform but were far from a success on their own. The SDP40F shared its 72-foot, 4-inch frame with the predecessor passenger unit FP45 from 1967. Internally, however, it was akin to a 3,000 hp SD40-2 with a steam boiler added. That should have been a […]
As railroad fans, we are in one form or another, closet historians. “The station used to be right there. You can still see the foundation if you look carefully,” we point out to neophytes to a particular area. “The railroad used to have a switcher based here to service the local industries. Today, there is […]
General Electric’s U23B General Electric broke into the domestic road-switcher locomotive market over six decades ago with its U25B model in 1961. The U-series line would continue to evolve and grow, laying the foundation for the company’s ascent to becoming the No. 1 locomotive builder in North America in later decades. The U23B was essentially […]
Illinois Terminal locomotives included steam, electric, and diesel over its existence. The Illinois Terminal was an electric interurban line serving western Illinois down to the St. Louis area. In the mid-1950s the railroad abandoned its electric operations, moving to all-diesel operation — the last steam ran in 1950, and dieselization had begun with […]
I haven’t counted every last owner one time or another of Florida East Coast 4-6-2 No. 148, but it must be close to a record. For a mainline-size engine, the Pacific was incredibly peripatetic, sort of like former Burlington 2-8-2 No. 4960 before it landed at the Grand Canyon Railway. The 148 emerged from Alco’s […]
Amtrak has been using unpowered F40PH locomotives for decades in various corridors across the country. For its shorter-distance trains — where one or both ends of the run lack turning facilities — these units allow Amtrak to assign only one powered locomotive instead of two. The first F40PH converted was AMTK No. 200, which had […]
Few, if any railroads, duplicated what the Wabash Railroad did in 1930 and ’31 when it ordered 50 big locomotives from the Baldwin Locomotive Co., split half and half between the tried-and-true 4-8-2 wheel Mountain type and the still relatively new 4-8-4 Northern. It was a remarkable decision, given the slight differences between the […]
