Orange Empire has a 45-ton Military drop-cab version of the domestic 44-ton GE. Also it has a domestic design 45-ton side-rod unit that was built for the military. Both of these suffer for having 50+ year old diesel engines.

The Oahu railway bought two narrow-gauge versions of the 44-ton diesel. But these rode on articulated trucks as have many narrow-gauge industiral units. The Oahu units are 47-ton units. Currently one is on the Georgetown loop operation and one is on the Cumbres & Toltec Scenic.

Brian Norden

bnorden49@earthlink.net

What are the differences in construction/equipment between a GE "Industrial" locomotive and a GE "Railroad" locomotive ???

lamontdc@adelphia.net

> What are the differences in
> construction/equipment between a GE
> "Industrial" locomotive and a GE
> "Railroad" locomotive ???

I can't cite all of the differences, however most "railroad" 44-tonners had four traction motors while the "industrials" usually had two motors and employed chains or side rods to drive the second axle in each truck. The "44-ton" locomotive was designed to beat the union requirement for a fireman on heavier engines. This is why most of the 65 and 80 ton GEs and their like were not used by railroads - once they had to put a fireman on, they might as well step up to the 100-ton+ EMDS, Alcos, etc. The GE 70-ton end-cab was a railroad model sold principally to short lines - it was geared for speeds up to 55 mph vs. around 30 mph for the industrial types.

The best source of information for distinquishing the various models is Jay Reed's "Critters, Dinkys & Centercabs", available from Rio Hondo Publishing.

Alan Maples

AMaples@aol.com

45-tonner: Lighter, thinner frame, only two traction motors (driving outer axles via side-rods or enclosed chain), smaller engines (usually 6-cylinder Cummins @150 hp), overall height is lower, does not always have train air (many had independant brake only), 20 mph top speed, and electrical system built for a 50% duty cycle (loco can pull at maximum power for 30 mins. every hour).

44-tonner: A more substantially built railroad-grade locomotive. Four traction motors, 380-400 hp from two V-8 engines (usually Caterpillar D-17000), higher cab and hoods, thicker frame, bigger air compressors, better duty cycle, 30-35 mph top speed.

Not all GE center cab locomotives are "44-tonners", even though plenty of 65-and 80-tonners are described as such.

hpincus@mindspring.com

> Not all GE center cab locomotives are
> "44-tonners", even though plenty
> of 65-and 80-tonners are described as such.

The reason I ask is because of the setup for ge13031. The locomotive has the same motors, gearing, electrical, transition as the original Alco S1's, RS1's. Came with 14el brakes and all the goodies you would expect with a "RR" loco. Was upgraded to 940hp by GE. The biggest difference is the GE fabbed trucks and the 40mph speed limit. Guess she's a 110 ton tweener leaning toward the RR side of the definitions.


lamontdc@adelphia.net

Dave Lathrop posted about using NHVX 67 to do some load testing on Vulcan 17, but actually shes not a 44 tonner nor is her stablemate...but they are centercabs close in size and vintage to the Vulcan. Even have siderods like 17...

NHV # 67: 45 Ton General Electric built in 1942 , ex-USN.

NHV# 70: 50 Ton Whitcomb built in 1941, ex-USN. With those cool automotive radiator hoods spelling out W-h-i-t-c-o-m-b.

Also, since it has been mentioned that we did some testing I should add that weekend went really well and things are progressing with 17.

staybolt@bellsouth.net

We have an ex-USN 44 tonner at the Florida Gulf Coast RR Museum in Parrish, FL. The Navy had re-built it with John Deere engines, new wiring, 26 brakes, FRA glazing, and more.
It had 40 hours of use when it ws donated. It's one of our regular locos and is used for both switching and road service.

This engine is also available under our locomotive rental program.

-Jim Herron
Florida Gulf Coast RR Museum

Fla Gulf Coast RR Museum
hrvideo@mindspring.com