The Cab Forward of Diesels

Ah yes, the former Western Pacific shops at Portola, CA, now an excellent museum with many pieces of WP equipment, and some operating diesels too.

Because of length and weight, dis the 6900's have frame issues?

I think these would better classify as "the cab forward of diesels."

Rusty

I think they are both UGLY!

Dominic Mazoch posted:

Because of length and weight, dis the 6900's have frame issues?

No.

During the first years of my railroad employment, 6900's were the UP's first choice for controlling units on its freight trains which ran over our track between Riverside and Daggett.  I seized an opportunity to ride on one once, around 1975, when I was called to deadhead to Barstow and a UP with a 6900 had to wait at the A-Yard office for a westbound hotshot to run on the short way.  I told my Conductor what I intended to do and he covered for me, arranging that, in the unlikely chance that the train we were called to deadhead on ran around the UP, they would pick me up.  We did not deadhead on UP trains, but the UP Engineer welcomed me up into the cab and made a short stop near the Barstow Terminal Building 'so the Brakeman could check a wheel.'  The cab was big and comfortable, like a Santa Fe F45, but without the side door and less noisy because the rear door led to the great outdoors instead of to the engine room.  There were two ammeters on the control stand, instead of one.  It was smooth rider, and felt a little different when going through the 50 MPH crossovers between main tracks, probably due to the length of the locomotive, as well as the 4-axle trucks.  I had a very pleasant conversation with the UP crew.  They were both old heads and had worked with my Uncle Roland, who was a UP Engineer (by then retired) with a 1922 date in engine service.

They were impressive locomotives.  Photographs don't do justice to their size and sound in real life.  One could really hear them coming up the canyon on Cajon Pass.

Rusty, your right those are more like cab forwards, forgot all about those. Tom love hearing stories about the railroads. Thanks Don

I wsh MTH would put one out. They are halfway there having the body,  just need the four sets of trucks.

I maybe looking at this wrong?

The T.E. of the DD40AX at start is 113,940 @25% and cont. =103,000 @12MPH

( http://thedieselshop.us/Data%20EMD%20DDA40X.HTML )

The T.E. of the SD70ACe at start is 191,000 @35% and cont.=157,000 @12MPH

( http://www.thedieselshop.us/Data%20EMD%20SD70ACe.HTML )

I think that ACe is putting out some big numbers. ( and the GE ES44AC too)

P.S.: here's the cab forward's specs

http://steam.wesbarris.com/cabforward/

Engineer-Joe posted:

I maybe looking at this wrong? 

Yes. You are trying to compare late 1960s/early 1970s technology, i.e. DC traction motors, to todays AC Traction technology. Thus, there is really no comparison. 

John Pignatelli JR. posted:

I wsh MTH would put one out. They are halfway there having the body,  just need the four sets of trucks.

Hi John. 

Unfortunately, you're going to need more than just the two axle trucks to turn the previously released U50C into an accurate U50B. While the readily discernible short nose profile is generally the same for both models, there are some significant differences in hood details between the two. 

Bob

Hot Water posted:

Engineer-Joe posted:

I maybe looking at this wrong? 

Yes. You are trying to compare late 1960s/early 1970s technology, i.e. DC traction motors, to todays AC Traction technology. Thus, there is really no comparison. 

Plus, didn't all the Centennials have higher gearing for more top speed?  That alone should have some effect on tractive effort.

Dieselbob posted:

Hot Water posted:

Engineer-Joe posted:

I maybe looking at this wrong? 

Yes. You are trying to compare late 1960s/early 1970s technology, i.e. DC traction motors, to todays AC Traction technology. Thus, there is really no comparison. 

Plus, didn't all the Centennials have higher gearing for more top speed?  That alone should have some effect on tractive effort.

The higher speed gear ratio only effects the minimum continues speed current rating of the DC traction motors, i.e. a higher speed gear ration would have a higher minimum continuous speed. The gear ration does not effect the starting (stall) tractive effort.

one more stat page:

http://thedieselshop.us/Data%20EMD%20SD70M-2.HTML

I believe this is the DC model. I'm not sure if EMD (progress rail)

made any newer DC ones?

http://www.emdiesels.com/emdweb/products/sd70m.jsp

https://youtu.be/w9w7Ac1Cnsw

Someone posted that they changed over to all AC models if I remember correctly? Do they still make any DC models?

I only post this as to me, these are the new power monsters. If the Cab forward was impressive in their day to people, these numbers do the same for me now. There were milestones set in history and many train guys have their favorites. I follow the diesel history more closely, myself.

I find it fascinating what a modern diesel can do. I know there seems to be a division in what train groups like. Some older (model) train guys may not be looking at what the new numbers are. I know, some may not care. It impressed me so much, that I made my own version in G scale. I would rather run modern engines, than steamers. That may not be popular now. It's just what I prefer.

Engineer-Joe posted:

one more stat page:

http://thedieselshop.us/Data%20EMD%20SD70M-2.HTML

I believe this is the DC model.

No, as the model SD70MACe indicates "AC Traction". However the older SD70M-2 might have been DC.

I'm not sure if EMD (progress rail)

made any newer DC ones?

Not to my knowledge, at least for domestic customers.

http://www.emdiesels.com/emdweb/products/sd70m.jsp

https://youtu.be/w9w7Ac1Cnsw

Someone posted that they changed over to all AC models if I remember correctly? Do they still make any DC models?

Not for domestic customers.

I only post this as to me, these are the new power monsters. If the Cab forward was impressive in their day to people, these numbers do the same for me now. There were milestones set in history and many train guys have their favorites. I follow the diesel history more closely, myself.

I find it fascinating what a modern diesel can do. I know there seems to be a division in what train groups like. Some older (model) train guys may not be looking at what the new numbers are. I know, some may not care. It impressed me so much, that I made my own version in G scale. I would rather run modern engines, than steamers. That may not be popular now. It's just what I prefer.

 

On the UP U50, there seems to be two ports right under the cab.  Are those for the MU cables?

Man, those ALCo U50's are UGLY!! And yet so beautiful.

Dominic Mazoch posted:

On the UP U50, there seems to be two ports right under the cab.  Are those for the MU cables?

Well, not the "cables" but the MU Receptacles where the cables plug in. 

I think I may need to make a GE next. Either the ES44s w/ 183,000 start @35%

http://www.thedieselshop.us/Data%20ES44AC.HTML

or one of these monsters.....

http://www.thedieselshop.us/DataAC6000.HTML

http://www.thedieselshop.us/DataAC4400.HTML

I may as well balance the roster. Probably another CSX version. Easy to paint and looks mean.

I know, all you guys want the older classic stuff.

CNJ 3676 posted:

John Pignatelli JR. posted:

I wsh MTH would put one out. They are halfway there having the body,  just need the four sets of trucks.

Hi John. 

Unfortunately, you're going to need more than just the two axle trucks to turn the previously released U50C into an accurate U50B. While the readily discernible short nose profile is generally the same for both models, there are some significant differences in hood details between the two. 

Bob

Thank you Bob, I stand corrected.  Rats!  I would love to see it made anyway however it would be a Loooonnnggg shot, if they made a fantasy cab unit I would buy one and convert it.  I had one in HO and really liked it. I may buy two.