Locomotive Shops
Edited by Jean-François Turcotte and William H. Baird
CN POINTE ST-CHARLES SHOP:
(PART 2)
Originally built as the Canadian National Railways Pointe St-Charles Shop, it became a separate subsidiary in 1993 under the name AMF Technotransport. The locomotive and railcar maintenance facility known as the PSC Shop by many, is located in Pointe St-Charles, QC, an area just south of downtown Montreal. Pierre Fournier shot CN SW1200RS 1303 sporting her new AMF color scheme, after the privatization of the PSC shops, in Montreal July 14th, 1993.
Another GMD-built Switcher used at the shop was former CN SW1200RS (CN 1295) numbered AMF 01.
Locomotive rebuilding for CN at the Point St-Charles Shop included the GP9RM (Both Yard and Mainline unit versions), and SW1200RS / SW1200RSM switchers. At this time the Dead-lines beside the shop had most of the retired VIA FPA4 / PB4 fleet, several high nosed CN GP9’s, several SW1200RS locomotives, a pair 6-axle GMD1’s, as well as the two ex-BN F45’s, purchased for parts.
The Cab and hood of CN 1373 sit on a flat car next to repainted CN GP40-2LW 9486 and a brand new SW1200RSM at the Point St. Charles Shop in 1987.
The CN contract work prior to and during the AMF-era included the continued building of the CN Transfer Cabooses and the PSC Vans.
“Foreign units” from the USA were common at the PSC shops during the AMF-era, as the shop was contracted to repair EMD-built lease locomotives from a variety of companies (HELM, GATX, PNC, etc). Some of the scope of work involved painting as well such as the burgundy and dark blue HELM Financial Corporate lease fleet livery made its debut here. These lease units cycling through AMF weekly always provided great reasons for railfans to visit the shop in Montreal, if we could not get inside, we would just railfan the Montreal Sub around Pointe St-Charles or in St-Henri and see them being tested or released dead in tow, Some examples:
The HELM SD45-2 units: HATX 911 (ex was ex-CSXT/SBD 8974, nee CRR 3616 SD45-2), HATX 913 SCL 2056 (SD45-2), HATX 914 CRR 3610 SD45-2 and HATX 923 SP 8807 (SD45).
On June 2, 1995 Pierre Fournier took these examples of some of the foreign locomotives on hand. Former B&O GP40 2071 June 2nd 1995; Wrecked C&O GP40 6633; and f0rmer Paducah-Rebuilt GP10 IC 8233, which were all going into the AMF’s various rebuild programs.
In 1995, CN awarded a new contract to manage AMF to GEC-ALSTHOM, a division of the successful locomotive building company in Europe who wanted to get a foothold in North America, and the growing EMD locomotive rebuild market. In 1996, CN sold AMF entirely to GEC-ALSTHOM and the company subsequently changed their name to “ALSTOM”, their international brand. By 1998, Alstom had dropped the old AMF name completely and identified the facility as GEC-Alsthom's Montreal remanufacturing centre or better known as the “GE ALSTHOM Montreal Rail Centre”. Soon after the company dropped the “GEC” and the “H” in Alsthom to become simply “ALSTOM”. In those years, your CRO editor was very fortunate to have a few inside contacts at ALSTOM and had company information “for my eyes only” about contracts and what motive was on site, or in transit. I also had permission to visit now and then and was allowed to photograph inside and outside. (I also was kicked out a few times by Cops that would not bother to check my credentials, and would be driven in the police car to the exit and told sternly “don’t come back!”) As the shop was contracted to repair, build and overhaul locomotives and cars from other railroads and leasing companies, there was always a plethora of interesting locomotives to photograph on site. (William H. Baird).
One of the most interesting contracts was the GEC-Alsthom / CN SD40 rebuild project. The units now upgraded to SD40-3 electricals wore a new GEC-Alsthom grey and orange paint scheme, and were leased back to CN. All the GCFX Dash-3’s could lead trains in Canada as well. Pierre Lacombe shot GCFX SD40-3 6043, (ex-CN 5135) in Senneterre, QC, back in 2003. She would become WC 6913, and then later would become QGRY 6913.
Another interesting contract was the First Union (FURX) SD40-2’s in green And silver paint rebuilt mostly from former CP SD40-2’s GCFX 3053 was shot by Christopher Southwell in the former Conrail (CSX) Yard in Selkirk NY in 2005. Many railfans nicknamed these “Furbies” at that time.
Another GEC-Alsthom alumni was GCFX SD40-2 3071 here in bland grey paint and shot by Nick Wieland in 2006 at Collier, VA. GCFX 3071 is ex-NREX/CP/SOO 6402, nee-KCS 624.
GCFX 6077 was shot by Dave Howarth Jr, at Nennah WI in 2006. You can see that CN had already begun relettering them into their growing fleet. These two GCFX SD40-3's are pulling 102 railcars southbound towards North Fond du Lac, WI. In Mid-2011, GCFX SD40-3 6077 was wrecked and was scrapped at the Belt Railway of Chicago (BRC) Clearing Yard, and was one of only a few SD40-3’s of the GCFX 6030-6079 series to be scrapped.
We look in detail at the GP9RM Rebuild program, and interesting US contracts.
Bombardier Transportation Canada
Bombardier misses deadline for delivering Crosstown LRT sets:
Bombardier has blown a deadline for delivering vehicles for Toronto’s Crosstown LRT. The company was supposed to supply the first six cars of the 76-vehicle order to the Crosstown maintenance and storage facility in the Mount Dennis neighbourhood by Friday, January 31st, 2019. However, according to Metrolinx, the provincial transit agency in charge of the Crosstown, Bombardier has only delivered three sets. “Bombardier Transportation has not met its contractual obligations to Metrolinx, namely to achieve the preliminary acceptance certificate for the first six vehicles by February 1, 2019,” said Metrolinx CEO Phil Verster in a statement. “While Bombardier’s delivery times have improved, we are holding them to account, to protect the interests of riders and taxpayers.” Verster said Metrolinx expects to receive the next three vehicles “over the course of the next couple of weeks.” The $392-million vehicle contract outlines financial penalties for late delivery and Verster’s statement said Metrolinx “will enforce the contract and the financial penalties will be applied.” The agency wouldn’t divulge what those penalties are, however.
A spokesperson for Bombardier declined to answer questions Friday, referring inquiries to Metrolinx. On Dec. 31, a spokesperson told the Star Bombardier was “on track” to meet the Feb. 1 deadline. But one week later the company would only say it was “committed” to supplying vehicles on time. The first Crosstown vehicle arrived January 8th, 2019. Metrolinx agreed in 2017 to purchase 76 vehicles from Bombardier to run on the $5.4-billion rail line currently under construction across midtown Toronto. The Crosstown is scheduled to open in September 2021. The order was revised down from 182 vehicles at a cost of $770 million after a legal dispute in which Metrolinx alleged Bombardier had failed to live up to its contract. In April 2017, a judge sided with Bombardier and blocked Metrolinx from cancelling the contract outright. Metrolinx’s order is separate from the TTC’s $1-billion purchase of 204 streetcars from Bombardier. That order has also faced delays, although Bombardier says it is on course to supply the full fleet by the end of 2019 as scheduled. Last week, New York City Transit president and former TTC CEO Andy Byford halted subway car deliveries from Bombardier because of technical problems with the vehicles.
Bombardier Reports Fourth Quarter and Full Year 2018 Results:
On February 14, 2019, Bombardier (TSX: BBD) reported its fourth quarter and full year 2018 results, highlighting solid margin growth, improved cash flows and continued progress executing its turnaround plan. The successful entry-into-service of the Global 7500 business jet in the fourth quarter also marked the completion of Bombardier’s heavy investment cycle, a key milestone in the company’s turnaround plan. “2018 was a year of solid progress,” said Alain Bellemare, President and Chief Executive Officer, Bombardier Inc. “We continued to strengthen our business and set a strong foundation for growth. A foundation that includes a refreshed portfolio of best-in-class products, industry-leading backlogs and a more streamlined cost structure, all of which gives us a clear path to achieve our 2020 objectives.” “As we begin the fourth year of our turnaround journey, Bombardier is a much stronger company,” continued Bellemare. “Our major program risks are retired, our heavy investment cycle is behind us and our franchises are well positioned for growth. For 2019, we are focused on flawless execution of our rail projects, the ramp-up of the Global 7500 and entry-into-service of the Global 5500 and Global 6500. We will also continue to drive financial performance through disciplined capital allocation and improved productivity and efficiency across the organization.” Bombardier’s 2018 consolidated revenues reached $16.2 billion, reflecting 3% average year-over-year growth across Transportation, Business Aircraft and Aerostructures, excluding currency impact. Book-to-bill ratios(2) at Transportation and Business Aircraft both equaled 1.1 for the year, demonstrating strong demand for Bombardier’s products and services. Bombardier’s consolidated backlog reached $53.1 billion at the end of 2018, supporting future growth targets. EBIT before special items continued to improve in 2018, increasing 42% year-over-year from $725 million to more than $1.0 billion, the top-end of the company’s guidance. The 6.3% EBIT margin before special items in 2018 represents a strong 330 bps increase since the start of the turnaround plan in 2015, well above the 5-6% range originally targeted. On a reported basis, EBIT increased 235% year-over-year to $1.0 billion, representing a margin of 6.2%.
- EBIT before special items(1) up 42% year-over-year to more than $1.0B on revenues of $16.2B for the year; EBIT increased 235% year-over-year to $1.0 billion
- 2018 EBIT margin before special items(1) up 180 bps year-over-year to 6.3%; EBIT margin of 6.2%
- Full year free cash flow(1) of $182M, comprising proceeds from certain transactions, including $1.0B of cash generation in the fourth quarter; full year cash flows from operating activities of $597M
- Strong backlog growth at Business Aircraft and Transportation, with full year book-to-bill ratios(2) of 1.1 at both segments, and a consolidated backlog of $53.1B
- 2019 guidance affirmed, clear path to achieve 2020 objectives.
Bombardier generated $1.0 billion of free cash flow in the fourth quarter of 2018. Full year free cash flow generation equaled $182 million, at the high end of the company’s revised guidance. This amount includes aggregate net proceeds of approximately $750 million from the sale of the Downsview property and the monetization of royalties associated with the previously announced CAE transaction. Cash flows from operating activities amounted to $597 million for the full year, and to $1.3 billion in the fourth quarter. Bombardier ended the year in a solid cash position, with $3.2 billion in cash and cash equivalents.
CAD Railway Industries
MPM XI locomotive HERZOG 176 which has most recently been working in eastern Ontario on the Multi-Purpose-Machine train set that CN has contract leased, arrived at Cadrail in mid February for unknown repairs.
GE AC4400CW CEFX 1008, 1009, and 1010 have just come-off lease from the FWWR in the USA. Luke Bellefleur caught CP 240 the morning of February 18th, 2019 with CEFX 1008 on it as it passed eastbound through Chatham, ON. CP leased CEFX 1042 was the other CEFX unit on the train. As Cadrail is contracted to repair these GE’s it is likely CEFX 1008, 1009, and 1010 are destined for Cadrail. Another one, CEFX AC4400CW 1036 arrived at Cadrail in late-February for repairs.
The two rebuilt CSXT F40PHR’s (F40PH-3), CSX 9998 (ex-AMTK 280), CSX F40PHR (F40PH-3) 9993 (ex-AMTK 395), were finally released back to CSX via CP, departing on February 21st, 2019, CP to CSX via Buffalo gate, on a Toronto-bound train. CSXT has still made no decision on whether CADRAIL will rebuild their two other F40PH-2 locomotives: CSX 9992 (Ex-AMTK 390), and CSX 9999 (Ex-AMTK 228).
Horribly patched Ex-BNSF SD75M PRLX 236 was released in February back to CN for lease following repairs at CADRAIL. Tim Stevens shot the locomotive in Jasper, Alberta.
NEWEST ARRIVALS AT CADRAIL:
CEFX-1036 AC4400CW
CP-4513 GP38-2
CP-8516 AC4400CW
HZGX 176 MPM XI
LOMOTIVES AT CADRAIL (Date of arrival):
CEFX 1001 (Aug 2018)
CEFX 1013 (Aug 2018)
CEFX-1036 AC4400CW *(New Feb 2019)
CP-4513 *(New Feb 2019)
CP-8516 *(New Feb 2019)
HZGX 176 *(New New Feb 2019)
PRLX 214 (Dec 2018)
LOCOMOTIVES RELEASED FROM CADRAIL:
CSXT-9993 Released in Feb 2019
CSXT-9998 Released in Feb 2019
PRLX-236 Released in Feb 2019
CP-9754 Released in Jan 2019
CP-9782 Released in Jan 2019
CN-9547 Released in Dec 2018
PASSENGER CARS AT CADRAIL:
GO 2030 Oct-18
GO-2038 Jul-18
GO-2039 Dec-18
GO-2067 Dec-18
GO-2075 May-18
GO-2503 May-18
GO-2504 Dec-18
GO-2513 Dec-18
VIA-8100 Apr-18
VIA-8102 Jun-18
VIA-8108 Jun-18
VIA-8109 Apr.-18
GO COMMUTER CARS RELEASED FROM CADRAIL:
GO-2027 FEB 2019
GO-2054 FEB 2019
GO-2044 JAN 2019
GO-2065 DEC 2018
GO-2077 DEC 2018
GP-2500 DEC 2018
EMD/Progress Rail
Progress Rail And Bangladesh Railways Sign Contract For 40 State-Of-The-Art EMD GT Series Locomotives:
Progress Rail has signed a contract with Bangladesh Railways to supply 40 EMD GT42ACL broad gauge locomotives, equipped with the latest locomotive technology. These will be the first broad gauge locomotives the company has supplied to Bangladesh. Rated at 3,250 braking horsepower with microprocessor control and AC/AC traction, these locomotives will provide significant fuel efficiency advantages, lower emissions, the latest safety features, as well as notable haulage capacity and reliability. “Progress Rail, through our historic EMD brand, delivered our first meter gauge locomotive to Bangladesh Railways in 1953,” stated Progress Rail Chief Executive Officer Billy Ainsworth. “Since then, we have supplied more than 150 meter gauge locomotives both directly and through partners to the region. We are honoured to be chosen again by the railway to assist in the future growth and development of Bangladesh, this time with an important focus on the broad gauge rail network.”“The 40 broad gauge locomotives will be critical to the growth and improved efficiency of Bangladesh Railways,” Additional Director General, Rolling Stock of Bangladesh Railway. “Progress Rail has supplied locomotives to Bangladesh Railways for over 60 years and we look forward to working with Progress Rail on the delivery of these 40 state-of-the-art locomotives. The Colour scheme on this GT series order is unknown.
One of two Tier 4’s on lease to CN (EMDX 1605 and 1606) EMDX SD70ACe-Tier 4 1605 was shot by Tom Rutkowski, sitting at the EMD in McCook IL in the summer of 2018.
Back on April 30th, 2017 Tom took this roster shot of UP SD70ACe-T4 3013 in McCook, Illinois at the Electro-Motive plant.
EMD SD70ACe Tier 4 orders for delivery in 2019, remain at 10 units each for CSX, NS, and BNSF.
- NS: 10 SD70ACe-T4’s and 40 SD70ACe-T4C (“Credit User” units)
- CSX: 10 SD70ACe-T4’s
- BNSF: 10 SD70ACe-T4’s.
Very interesting Rebuild news will be coming out of EMD in 2019, which includes a variety of new models in varying quantities. However at this time we are not allowed to comment further on that. Current EMD rebuild programs are the CP SD70ACU, NS SD70ACC and UP EMD24B (Union Pacific call them the “GP22”). As well, the NS and UP Rebuild orders continue that began in 2018. There will be another 100 NS rebuilds in 2019. We still don't have a quantity on the UP rebuilds, and it appears like it is a “flexible” number from year to year. The Ultimate goal is a finite # but will only be achieved over several years. (Our thanks to Sean Graham-White).
The EMD/GMD-built SD70M was a 4,000hp six-axle diesel locomotive built in London, Ontario between 1992 to 2004 (and briefly resumed from 2005 to 2007-2008) with over 1,600 built, it is practically the modified or wide-cab version of the original SD70 (the "M" meaning, "modified"), only with minor external and internal differences (such as having a desktop-style control stand rather than the usual conventional form). They were not an overwhelming success however. Union Pacific (UP), Santa Fe (ATSF), Southern Pacific (SP), and Canadian National (CN) were the original customers to purchase the SD70M (including its SD7oI and SD75I variants), while Ontario Northland Railway (ONR), Norfolk Southern (NS), and the NYSW (New York And Susquehanna Railway), and several Latin American railways and railroads were the later customers, for the SD70M was still available for export despite having been replaced by the SD70M-2 in 2004-2005.
Canadian National were impressed enough to order the SD70M, SD70I and SD75I model’s and Pierre Fournier caught CN 208 road testing a pair of EMDX 7000-series SD70M Demonstrators with the CN dynamometer car the morning of July 15th, 1993.
Many SD70M units still exist in active general revenue service and have been purchased by various different railroads, with Union Pacific having the largest fleet (having exactly 1,454; including the 25 ex-SP units in which they acquired during the 1996 merger). Though, some have been wrecked, rebuilt, and/or retired. Some are also currently placed in storage, and are used as spare units along with a handful of Dash 9 units (notably with UP and BNSF).
Despite having been somewhat successful at first, the model began to experience several technical issues with its microprocessor control system along with numerous electrical issues involving the cab during early demonstrations. Furthermore, the problems hindered the model, and sparked more interest from rival GE to develop their increasingly-popular C44-9W a year later. To make matters worse, only two customers ordered the model in very small numbers: SP with twenty-six and NYSW with three, in addition to the three demonstrator units and 22 EMDX lease units. The model's horsepower rating was also merely a fad that had already passed with preceding models like the SD60 and C40-8, and the 4,400hp C44-9W was already picking up in greater numbers by railroads and further prompted the so-called "horsepower race" of the 1990's between the two locomotive builders. Another factor was with EMD's increasingly-popular AC-traction SD70MAC (the SD70M's counter-part), which sold in much larger numbers (by the hundreds) in contrast to the SD70M (having roughly 33 at the time of the model's debut). But after several successful demonstrations with the ATSF, they became an instant customer and placed orders on a relatively large fleet of specialty SD70M units known as the SD75M: ATSF's exclusive 4,300hp (and 4,125hp in some cases) version of the locomotive, which helped boost sales and popularity dramatically, further prompting Union Pacific to do the same.
CN SD70I 5600-Series as they came out fresh from London in 1995.
In an effort to replace their vast armada of aging SD40-2 units in 1999, Union Pacific placed an order for a total of over 1,300 SD70M units, making it the largest single-model locomotive order ever placed in North America; despite not receiving deliveries until early 2000. Numerous production changes also became underway from 2001-onwards following the first deliveries. Such changes involved having distinct flared radiators (due to the implementation of the US EPA's "Tier 1" policy for the following year) with an updated cooling system divided into independently controlled sections (engine jacket water is handled by one part of the radiators; water for the after coolers is managed by another). Other changes included updated software technology for the locomotive's microprocessor control system, which furthermore included the ability to provide Controlled Tractive Effort (CTE); which helps provide a much more smoother (yet with reduced traction) performance when hauling a long and heavy train, along with controlling the power distribution when assigned or "mated" with a DPU (Distributed Power Unit) on the rear or middle of a train. Said units are known as the SD70M "Phase 2", though most earlier units just consisted or contained one feature as opposed to the other (such as one unit having only flared radiators, the other having only updated software, etc.). The first "Phase 2" units were UP 4635-4639 built in December 2000, and were pre-production testbeds built in London, Ontario, Canada. The units built after (#4640-4709) were included with updated software, while #4710-4836, #5103-5126, and #4850-5126 are production "Phase 2" units built with flared radiators and additional upgraded software. CN SD75I 5724 was shot at Belleville Ontario on November 22, 2017, by Ron Visockis.
Many of the later production SD70M units ordered by UP (specifically UP 4119-4164) were assembled at Super Steel Schenectady Inc. in Glenville, NY and painted by Alstom at Hornell, NY as a result of increasing demands and limited workloads at London, Ont.; meaning that the rather small facility was unable to fulfill multiple orders placed by UP simultaneously, and requested independent contractors to finish the orders to meet customer satisfaction (by completing and delivering the units on-time). Other units were also assembled and completed at Bombardier's Concarril, Sahagún, Mexico contract facility. By the time the last unit was completed in 2003, UP amassed a total of 1,454 SD70M's (of the 1,646 built domestically or for domestic customers) which included the 25 ex-SP units inherited through the merger as well as the 1,429 units delivered over the course of a three-year time-span. Concurrently to the 1996 SP merger, UP grew interested in placing the massive order while the 25 SD70M units were initially placed and evaluated alongside the EMDX demonstrator units in general revenue service years prior to the placement of the order in 1999. Furthermore, the successful reports that crews gave to locomotive managers sparked interest. UP SD70M 4937 was shot by Rodney J Sorensen in November 2002.
Although not commercially successful at first, the SD70M eventually became a well-received model by a select few amount of customers later-on in production. Despite not being as favorable as its AC-traction counter-part, the model was still a success and sold in a fairly large number compared to its predecessor: the SD60M.
General Electric Transportation – Wabtec
The GE plant Fort Worth, Texas hit a Milestone on February 4th, 2019 with their 1,500th new locomotive build. The milestone locomotive is an Evolution Series Tier 4 model KCS ET44AC 5001. The one-million-sq-ft plant built its first locomotive back in January 2013.
In February 2019 the first five of these locomotives were delivered and are currently completing commissioning. The additional four are expected for delivery in late March 2019. In late-2017, GE signed a contract with the Government of Cameroon to provide CAMRAIL with nine GE C30ACi locomotives, services, tools and training. The GE C30ACi locomotive is a six-axle diesel-electric locomotive with a 12-cylinder 3,000 horsepower FDL-series diesel engine, and is one of the cleaner engines on the market.
Brand new UP 8219 at North Platt, Nebraska in February 2019. (Photo by Belva Stumlin Thompson)
Sean Graham-White posted these interesting photos he was allowed to shoot on the property recently at the GE Plant showing a future CSX Tier 4 on the left, and a BNSF on the right.
The GE test track is capable of testing narrow-gauge Export units as well.
Brand new UP 5280, on the transfer table, and not yet released from the factory.
Brand new 16-cylinder FDL prime mover
Canadian National is now taking delivery on a new batch of brand new Tier 3 ES44AC General Electric locomotives. The railway has been experiencing a notable power crunch for the last year or so and looks for the new arrivals to help ease it. Here, train Z343, with ten of the new units, breeze northward through Manteno IL, and a bit later, after turning the corner at the Matteson "cloverleaf," work their way west toward Joliet on the former EJ&E main line. Sort of a modern day "Prosperity Special," the locomotives are destined to CN's Symington Yard, in Winnipeg MB. Mark Hinsdale took these news photos in February.
The first GE Transportation locomotives have entered service on the Ukrainian Railways: GE Transportation and Ukrainian Railways today celebrated a major accomplishment as the first Evolution Series locomotive entered service in Ukraine, part of an ongoing cooperative effort to comprehensively upgrade the country’s diesel-electric rail fleet. The project goal is to modernize Ukraine’s transportation infrastructure and help accelerate long-term economic growth in December 2018. The handover was an important milestone in fulfilling an order for 30 locomotives placed in the first quarter of 2018 as part of a long-term framework agreement between GE Transportation and Ukrainian Railways. In the agreement, the companies also will explore additional new locomotives over 10 years, the rehabilitation of existing locomotives, and long-term maintenance services. Commenting on the commissioning, Acting Ukrainian Railways CEO Yevgen Kravtsov said: “Today’s launch of GE locomotives onto the Ukrainian Railways network is a great demonstration of the successful start of our long-term cooperation with our American partners. The delivery timeline remains on-schedule, and on our side we are fully prepared to operate and maintain the locomotives. We are planning to continue our cooperation program with GE in 2019.” “We are proud to celebrate with Ukrainian Railways the commissioning of the lead locomotive of the next generation of Ukraine’s diesel rail fleet. Together, we are taking concrete steps that will help boost network capacity to meet growing freight demand,” said Gokhan Bayhan, GE Transportation’s General Manager for Russia/CIS, Europe, Middle East & North Africa. “This achievement further demonstrates GE Transportation’s leading role as a provider of high-tech solutions that are helping customers around the world deliver goods and services at greater speed and lower cost.”
The TE33A locomotives for Ukraine will haul grain, ore, and metals products throughout the country’s industrial and agricultural heartland, as well as to key ports along the Black Sea coast. Most of the production is being carried out at a GE Transportation facility in the United States, with certain final work localized at the Kryukov Railway Car Building Works in Kremenchuk. Ultimately, GE Transportation aims to increase localization in the follow-on phases of the project, helping further bolster local job creation in the country. Designed for the wider temperature and operating conditions of the 1520mm-gauge rail space, the TE33A locomotive features a 12-cylinder, 4,500-horsepower Evolution-series engine with EU3A emissions-level compliance, delivering high power output, enhanced productivity, greater flexibility, lower lifecycle costs, and improved reliability in heavy-haul operations. Compared to the legacy Ukrainian fleet, the TE33A can significantly reduce harmful emissions, economize on fuel and oil costs, and increase time between maintenance overhauls. Over 300 TE33A locomotives are already in operation in half a dozen countries across the 1520mm rail space.
Lambton Diesel Specialists (LDSX)
Mid-February Inside:
• NLIX 2450 (SW1500)
In Mid-February Outside:
• GM SW1200 #1 (The former London GMD Plant Switcher)
• JLCX SW1200 1515 (Lettered LDS and completely rebuilt and repainted)
• CSX GP38-2 2799 (RCL repairs)
A regular CSX R/C locomotive operating in Canada, CSX 2799 was shot working in Sombra, Ontario by Bruce Gemmel on July 11th 2016.
1391 (SW1200RS) and ESSO 7920 (SW900) are both still on the property in Sarnia. Ontario and have apparently been sold to a country in Africa. (Jay Butler photo).
Seimens
Siemens to build 75 new Tier 4 locomotives for Amtrak:
With demand for Amtrak service at record levels, Amtrak will acquire new mainline passenger diesel locomotives from Siemens Mobility to replace its aging National Network locomotive fleet. These initial 75 locomotives will be used principally for Amtrak's long distance train service, with options to purchase more, for use on some state-supported routes and for future growth. "These new locomotives will offer increased reliability, more hauling power, improved safety features and lower emissions," says Amtrak President and CEO Richard Anderson. "Siemens Mobility is honored and grateful to Amtrak for this opportunity to assist Amtrak in their mission to provide safe, world-class, environmentally conscious technology for their long-distance services," says Michael Cahill, president of Siemens Mobility's North America rolling stock business. Capable of speeds up to 125 mph, the locomotives will have 4,400 hp-capable, 16-cylinder diesel engines with modern control systems and A.C. propulsion. The diesel engine will come equipped with the latest Tier 4 emissions technology, reducing nitrogen oxide by more than 89 percent and particulate matter by 95 percent, and provide an average of 10 percent savings in diesel fuel consumption.
Delivery of these new locomotives will begin in summer 2021, with passenger service beginning in fall 2021. They will power trains used on the Auto Train, California Zephyr, Capitol Limited, Cardinal, City of New Orleans, Coast Starlight, Crescent, Empire Builder, Lake Shore Limited, Palmetto, Silver Meteor, Silver Star, Southwest Chief, Sunset Limited, and Texas Eagle. All locomotives are expected to be in service by 2024. Maintenance activities across the network will be supported by a supplemental multiyear Technical Support Spares Supply Agreement. Amtrak is paying for the new locomotives through available funds and will comply with Buy American provisions. They will be built at Siemens Mobility's rail manufacturing plant in Sacramento, Calif., a facility which uses solar power and employs more than 1,300 people. Charger locomotives are currently operating in several state-supported Amtrak routes in California, Illinois, Wisconsin, Missouri, Michigan, Iowa, and Washington.
The new locomotives will primarily replace the aging GE-built P40 and P42 locomotives, some of which have been in service for more than 25 years. Amtrak buys 75 chargers to be constructed sporting 4400 HP from Siemens Mobility to begin delivery in the summer of 2021 and enter service in the fall of 2021. The delivery of the 173 units should be completed by 2024...The value is estimated at over $850 million. Siemens also now owns the resident properties between Florin Rd. and Gerber Rd and land along the UP main line and French Road.
Green Locomotive Roundup
Edited by Jody Moore and William H. Baird
Another GWI shortline railroad in Texas that utilizes genset locomotives is the DG&NO. This shot was taken by Rupert Gutierrez on January 27th, 2019. Here see Dallas, Garland & Northeastern Railpower-built RP20BD genset (DGNO 142), with Rapid City Pierre & Eastern (RCPE) GP38-3 Y088 tied down at the Mockingbird yard in Dallas, TX.
A “Canadian” Connexion! Back in 2013, DGNO 143 was the newest member of the DGNO fleet and the first to wear GWI corporate colours rolls through West Dallas picking up cars. The frame of this Genset was originally delivered as Norfolk & Western GP40 1348 in April 1966, then entered Norfolk Southern wearing the same number. After being released by NS this unit became Central Oregon & Pacific and worked for a time still wearing 1348 then was renumbered 4019 after receiving RailAmerica red and grey. This unit was sent to Canada and joined the Goderich & Exeter roster but retained 4019 as the road number. After being sidelined with mechanical issues this unit was sent to Altoona and emerged from Juniata as a fresh new diesel for DGNO. This photo was taken 3/25/2013 in Dallas, TX by Roberto Alaniz.
An NRE-Rebuilt genset switcher (NREX 7004) wearing new AGT Foods paint) was shot by Mike Garza at NRE in Dixmoor, Illinois on December 10th, 2018. Nine months earlier in March 2018, she was seen at NRE-Dixmoor in storage, painted in an all NREX black dip job.
Back in 2012, Rick Stephenson shot brand new NRE-built 3GS21B IHB 2142 in Dolton, IL.
Central Californian traction genset 1201 switches at the Port of Stockton, the summer of 2012. This was a brand-new genset at one time, now she is just part of the fleet.
Click here to submit photos to Locomotive Shops. Click here to read our guidelines for photo submission.
Copyright CRO 2019