Alco RS-2m - Electro Motive Division (EMD) Modification Rebuilds

Oh do not get me wrong, I love Alcos in their original form.

Granted there were issues, the reliability issue of the 244 series engines being a major one, but those were eventually resolved or minimized. I admire the the way the individual companies took it in hand to resolve it and in doing so gave us some unique looking units to ponder over.

The ALCO 1800 hp RS-11 (DL-701) with the 251B prime mover produced from 1956 to 1961 was much more advanced than the EMD 1750hp GP9 produced 1954 to 1959 or the 1800 hp GP18 produced 1959 to 1963. The GP18 probably came about to counter the RS-11. But unfortunately many railroads were reluctant to accept the RS-11.

It suffered from poor sales due to the bad taste in everyone's mouth following the reliability issues with the 244 prime movers in several of the ALCO units of the period. There were not really any reliability factors surrounding the competing EMD GP9/GP18 units and their 567 prime movers or with other EMD products of the period.

Yes the 244 issues may have been resolved and after 10 years the 244 was replaced by the 251 prime mover. The 244 really was a detriment to ALCO. Had the 244 reliability issue not occurred then perhaps ALCO may have taken over the number 2 locomotive builder slot from GE and perhaps even edged EMD out from number 1 to number 2.

We will never know, but it could have been and the locomotive world as we know it now would be a completely different scene being predominately ALCO products leading trains.

Take the ALCO RS-1, really the first hood unit road switcher type and even though only a 1000 hp light road switcher, it remained in production 19 years, 3/1941-3/1960. Total production was 469 units, including 52 export units and 13 domestic units that were rebuilt to RSD-1 military model version.

It was the longest running production of any diesel locomotive at the time, and I believe it still holds that distinction. There was its variant RSD-1, a 6 motor (C-C) model. There were 157 units, including 13 that had been civilian RS-1 units requisitioned and diverted by the US Army and converted by ALCO.

The RSD-1 was built primarily for military service overseas in WW2, although there were 6, not included in military RSD-1 totals. Postwar RSD-1, externally slightly different, units that went to NdeM.

Russia kept many of the RSD-1 units and built hundreds of copies in Russia for themselves. There were also 4 rare RSC-1 AIA-AIA models, built as export units for Brazil. Total RS-1 family units built by ALCO/MLW was 636 over that 19 year span. They utilized the M&S 6-539T prime mover for the duration of production.

ALCO did produce many good products and had good things going on for it. Unfortunately, they just were not accepted to be quite good enough.

Misguided, perhaps not, at least not in the eyes of some railroad managers. At the time rebuilds were a viable solution and a money saving, in some cases, economic remedy. From a desperation and frustration standpoint of being power short, due to sidelined units, that may have resulted in lost revenue, operational issues, etc..

Considering whether or not to just retire the units early was a major concern. While needing to order and await new unit delivery to replace them, if they could afford to do so, were other concerns.

For others there may not have been any reasonable financial option. So they could only stick it out and muddle through the best they could with them as is. And then for some they just took it all in stride, were able to work around it and perhaps it was not much of an inconvenience at all.

The Green Bay and Western (GB&W) rebuilt their 4 RS-3 units, GBW 305-308, from 1973 to 1976, one each year in order of 305/308/307/306. They were given 12-251-C 2000 hp prime movers. The short hood was lowered and the long hood had to be raised slightly to accommodate the 251 which replaced the 244.

They were redesignated RS-20. Yeah they were brutes, probably more or less equivalent to the 2000 hp RS-32 model. At least 2 of the 4 are still in existence.

Yes operating an Alco locomotive is different, would take some getting use to and an understanding of them as Coonskin said. I have had the opportunity of being at the throttle of an RS-3 on 2 occasions over the the 35 years that I have been with railroad museums.

Not the same as real time railroading. But still a great experience and was much different than the several types of EMD units I have operated. Alco locomotives are brutes and I respect their coupler destroying capabilities.

Ok to clarify as for hoods used for the rebuilt Frisco RS-2 units and probably on similar units that were done for other roads in many cases, I should have stated that they were the long hood style of the GP7/9/18/20 type car body. Closest to GP9 styling as they had the wire grill type covering over the radiator air intake shutter panels fore and aft.

The wire grill type radiators were utilized on GP7 and GP9 units. Horizontal slat style covers were used on the later GP18/GP20 models. In addition to these radiator shutter panels, they had 2 48 inch radiator fans on top or the long hood.

These were similar to the late production GP9s hoods, stock GP18 and GP20 models that came after GP9 production ended. This is in contract to utilizing 4 36 inch fans as on the GP7 and early production GP9s. The 49 inch fans were introduced by EMD for later production GP9 units.

Its all good.

My personal favorite for as built, unmodified Alcos were the Santa Fe RSD-4, ATSF 2100-2109, and RSD-5 SLSF 2110-2162 in zebra stripe. Both models had 244 engines and water cooled turbos providing 1600 HP.

The RSD-5 was just an upgraded version of the RSD-4. The RSD-4s utilized RS-3 generators that were somewhat inadequate as it was trying to power 6 motors instead of just 4. So Alco revamped the RSD-4 utilizing the higher capacity GT-566 generator, RSD-4 had GT-581A1 generator, and just rebranded it the RSD-5. They were externally identical to the RSD-4.

Other builders unique and/or different, and in some cases rare, units that I like:

Baldwin #6000\6001 shark nose demos and RS-12.

Fairbanks Morse ATSF only H-12-44TS units in blue and yellow pinstripe. Only 3 units total ever built.

EMD RS-1325 units (only 2) for Chicago and Illinois Midland (C&IM), GMD1 Canada only model, BL2, GP30/GP30B for UP and the Model 40 industrial critter.

GE ATSF U30CG cowl units in red/silver war bonnet.

 

Well the RS-1 is very enduring.

First real hood unit road switcher, produced continuously over 19 year span. Had variants in form of RSC-1, rare, only 4 units built for export, and the RSD-1.

Russia liked the RSD-1 so much they built a few hundred copies of our capitalistic locomotive supplied to them courtesy of the U.S. Army.

I am really fond of all the ALCO/MLW RS series models. Yes there were definitely some Frankendiesels floating around out there!

Although, there were some units as originally built that were downright ugly looking. As per units in the Frankendiesel category, the rare 4 unit only MLW RSC-24 model of 1959 built only for Canadian National, CN 1800-1803, gets my vote for being the #1 Frankendiesel despite the fact it looked the way it did as built.

The RSC-24 was designed and built just to reuse 4 hand me down 244 engines from 4 CN FA units getting 251 engines because of the 244 problems. Yet they went and had those same problem 244s installed in a totally new build locomotive chassis.

Not sure what the mentality level was for the one(s) who proposed that idea and the one(s) that said okay go ahead. Naturally the reused 244s made for reliability issues with the RSC-24 during its lifespan.

Go figure, who would of thought?

Seems like a complete waste of money and effort, besides the fact of it being a downright plain ugly, but unique, looking beast.

There was an effort underway at the Oklahoma Railway Museum (ORM) in Oklahoma City, OK to resuscitate Rock Island RS-1 743. It had been operational at one point. It is in relatively good shape but for the time being the project seems to be on the back burner.

 

That is a great shot of the C-420.

Not too many of those around any longer. Great that it still has a heartbeat after 55 years. A testament to the way ALCO built their units to last given the proper care.

Hopefully A&M will be keeping it around for a while longer.

I imagine it was tough having to walk away for the last time or was it thank god its finally over?

I thought it would be tough when I retired from military but I was actually glad that it was over, although I do miss it a little from time to time.

 

Karl:

I intended to dance for joy out in the parking lot. Instead I was surprised that while I was in the cab alone, packing up my grip to leave for the last time, I actually got a lump in my throat.

It didn't help when later the Trainmaster got choked up saying his good bye's.

In all, there was a whole lot more sorrow within me than I expected.

However, when railroading is in your blood, it's a part of your life, so I should have expected such.

Understand that I am not talking about liking railroads in a hobby sense. I am talking about the inward thing that craves railroading. And railroading is about the only thing you want to do with your life. There is a difference.

For me and my life, railroading was one of two things that the Good Lord purposed in my life for me to do at the times appointed. My love of railroading is, well, God given. It is part of what I am, and has been since before I can remember.

About 30 of my working years were in full time ministry with part time railroading as an avocation. With a bit over 20 of those years being at one church. My final working years I was a full time railroader with a part-time avocation of ministry.

Earlier in my life, I did not understand that my railroading was going to be the means whereby God provided for me and mine a good retirement at the end of my working career. At first I thought railroading was to be my life long vocation.

I simply could not get hired during my single or married years, because a complete working career of railroading was not His purpose for my life. Instead, there was one church I was to pastor, and all my other ministry was prepping for that one assignment.

Once that assignment was completed, then it was time for me to go full time railroading in order to provide the needed retirement resources for the wife and I.

I am very thankful that in my early twenties I decided to let the Good Lord direct my life and not me. The challenging part was following!

Andre

 

Andre,

Thank you for your service and the sacrifices you had to make as a career railroader.

The railroad industry is a dynamic, and therefore ever changing, necessary and vital part of the transportation industry within this country.

Around the world as well, and not necessarily an easy and romantic job as there are challenges in the industry.

They are not suited to just anyone and everyone wanting to become part of the industry as some may perceive it to be.

Karl