Here I will catalogue all rail equipment, same content will be posted on Instagram…
Everything will be shot in my photo box, named and numbered.
One of my favorites, full DCC, Sound and Lights, Workhorse of the N Scale Model Train Layout
The EMD GP38 is a 4-axle road switcher diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and December 1971. The locomotive’s prime mover was an EMD 645 16-cylinder engine that generated 2,000 horsepower (1.49 MW). The company built 706 GP38s for North American railroads.
The SD40-2 was introduced in January 1972 as part of EMD’s Dash 2 series, competing against the GE U30C and the ALCO Century 630. Although higher-horsepower locomotives were available, including EMD’s own SD45-2, the reliability and versatility of the 3,000-horsepower (2,200 kW) SD40-2 made it one of the best-selling models in EMD’s history, edged only by the GP9, and the standard of the industry for several decades after its introduction. The SD40-2 was an improvement over the SD40, with modular electronic control systems similar to those of the experimental DDA40X.
The GE C40-8W is a 6-axle road switcher diesel-electric locomotive built by GE Transportation Systems from 1989 to 1994. Often referred to as a Dash 8-40CW, it is part of the GE Dash 8 Series of freight locomotives. This locomotive model is distinguished from the predecessor Dash 8-40C by the addition of a newer “wide” or “safety” cab. A cowl-bodied version of this locomotive, built only for the Canadian market, was the GE Dash 8-40CM.
Like most GE locomotives, the Dash 8-40CW saw continuous upgrades over the course of its production. Later model Conrail units were built with split cooling systems for the turbocharger intercooler and engine cooling (previous Dash 8 series had both on the same cooling system). The later units delivered to Conrail in 1993 and 1994 were equipped with GE’s Integrated Function Displays (IFD). The IFDs are LCD displays that provide the engineer with the same information previously provided by analog gauges, as well as integrating distance counter and End of Train Device telemetry functions.
As of 2021, while many C40-8W locomotives are still in service, most are either being stored in “dead lines” by Class I railroads, have been retired and/or sold to other railroads or leasing companies, or have been cut up for scrap.
The Dash 8-40CW is powered by a 4,000-horsepower (3,000 kW) V16 7FDL diesel engine driving a GE GMG187 main alternator. The power generated by the main alternator drives six GE 752AG or 752AH Direct Current traction motors, each with a gear ratio of 83:20 and connected to 40-inch (1,016 mm) wheels which allow the Dash 8-40CW a maximum speed of 70 mph (110 km/h).
Depending on customer options, the Dash 8-40CW carries approximately 5000 US gallons (18927 L) of diesel fuel, 410 US gal (1,552 L) of lubricating oil, and 380 gallons (1,438 L) of coolant. The Dash 8-40CW has a maximum tractive effort of 108,600 lbf (483,000 N) at 11 mph (18 km/h) with the 83:20 gearing. Overall dimensions for the Dash 8-40CW are 70 ft 8 in (21.54 m) in length, 15 ft 4 in (4.67 m) in height and 10 ft 2 in (3.10 m) in width.
The EMD SD60 is a 3,800 horsepower (2,800 kW), 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division, intended for heavy-duty drag freight or medium-speed freight service. It was introduced in 1984, and production ran until 1995.
The SD60 is essentially identical to SD50 externally, but has a different prime mover and a computer controlled electrical system. Brian Solomon posited SD60 was a “much better machine”. The SD60 featured the new 16-cylinder EMD 710G3A prime mover. Chicago and North Western Transportation Company‘s railroad manual estimated SD60 is 3% more fuel efficient than SD50, however a pair of SD60s was up to 16% more efficient than three SD40s pulling a standard coal train.
Norfolk Southern has been modernizing their old SD60s since 2010 into SD60E, a model specific to them.
EMD SD60I, CSX 8747, Plymouth, MichiganEMD SD60M (Early model, “Triclops”), UP 2317GMD SD60F, CN 5536
Several variants of the SD60 were built, including:
The SD60F was ordered and was operated by Canadian National and has a full-width cowl body and crashworthy “safety cab” with a four-piece windshield. CN retired the SD60F in 2017, however a handful were sold off and are still working on a shortline in Minnesota.
The SD60I model has a full-width short hood and features the so-called “WhisperCab” that was insulated from sound and vibration using a system of rubber gaskets. The same cab was later used on EMD’s SD70I, SD75I, SD80MAC and SD90MAC locomotives. Only Conrail ordered this model, and after 1999 all were split between the Norfolk Southern Railway and CSX Transportation. All SD60i locomotives have either have been scrapped, sold to new owners or retired.
The SD60M features a “North American safety cab” design and has a full-width short hood. Early models until 1990 featured a three-piece windshield with vertical windows (nicknamed “triclops”), identical to the windshields found on EMD’s SD40-2F and F59PH models. Later production from 1991 used two windshield panes that were sloped back, and had a somewhat shorter nose tapered on the sides. Purchasers of this model included Conrail, Union Pacific Railroad, Burlington Northern Railroad and the Soo Line Railroad. Conrail orders were split between the Norfolk Southern Railway and CSX Transportation back in 1999. All Norfolk Southern and CSX Transportation SD60M locomotives have either been scrapped, sold to new owners, or retired.
The SD60MAC is similar to the SD60M but is equipped with alternating current traction motors. Although four demonstrator SD60MAC units tested on the Burlington Northern Railroad proved the viability of EMD’s AC traction system, all subsequent orders were for the SD70MAC locomotive.
The SD60E is a custom rebuild of standard cab SD60 for Norfolk Southern created at the Juniata Shops with the prototype being delivered in 2010 and the majority of the production taking place between 2013 and 2017. The SD60E utilizes a new NS-designed wide nose cab with increased crash protection, new electronics and up-rating the engine to the 4000hp 710G3B standard. Norfolk Southern bought additional SD60s from Helm Leasing specifically for the SD60E program with the aim to eventually rebuild 240 SD60s, however the project was terminated after 135 had been completed and Norfolk Southern’s remaining inventory of unrebuilt SD60, SD60M and SD60I locomotives were subsequently sold or scrapped in 2019.
Beer Can Tanker Cars
Beer cans generally haul liquids with a high density such as acids and heavier fluids as a longer car would only be half loaded before exceeding its capacity. Some examples of liquids which could be found in (and sometimes around) beer can shorties… Phosphoric acid (used in food industry, cleaning solutions, etc.) Hydrofluoric acid (glass etching, chemical refining) Hydrochloric acid (metal cleaning, plating) Sulfuric acid (many uses) Caustic soda (many uses in industrial processes) Salt brine (chemical refining) Heavy lube oils Titanium Dioxide (used in paint and printing ink formulations) Resins and catalysts (plastics industry, adhesives and coatings) Clay slurry (paper industry) Sulfur slurry (used in several industrial processes including fertilizers) Fertilizer concentrate, pesticide concentrate, molasses, fatty acids and alcohols
A hopper car (US) or is a type of railroad freight car used to transport loose bulk commodities such as coal, ore, grain, and track ballast. Two main types of hopper car exist: covered hopper cars, which are equipped with a roof, and open hopper cars, which do not have a roof. This type of car is distinguished from a gondola car in that it has opening doors on the underside or on the sides to discharge its cargo. The development of the hopper car went along with the development of automated handling of such commodities, with automated loading and unloading facilities.
A covered hopper is a self-clearing enclosed railroadfreight car with fixed roof, sides, and ends with openings for loading through the roof and bottom openings for unloading. Covered hopper cars are designed for carrying dry bulk loads, varying from grain to products such as sand and clay. The cover protects the loads from the weather. Dry cement would be very hard to unload if mixed with water in transit, while grain would be likely to rot if exposed to rain.
While hoppers had long been used to carry mined products like coal, ore, and gravel; boxcars were used for granular materials requiring protection from moisture until waterproof covers were devised for hopper cars. Gravity flow through the bottom of the hopper car simplifies unloading granular bulk commodities. Although removable canvas covers are sometimes used to protect moisture sensitive commodities in open hopper cars, a metal top with waterproof loading hatches provides superior protection. These loading hatches along the top of the covered hopper may be a single long opening along the centerline or a pattern of multiple round or square openings positioned to allow uniform weight distribution when loading the car.
Some covered hoppers have two to four separated bays. Each of these can be loaded and emptied individually, with access at the top to load the materials and visible chutes at the bottom for unloading. Early production emphasized two-bay cars very similar to open coal hoppers and suitable for materials of similar density, like Portland cement or rock-salt. Some cars were available in the 1910s, and became more common by the 1940s. These early cars were volume-limited for less dense commodities like grain or sugar, so later designs include longer covered hopper cars with higher sides and three or more bottom bays. Increasing axle load limits have allowed some of the heavier loads formerly assigned to two-bay hoppers to be assigned to larger, more efficient three-bay hoppers.This two-bay Centerflow CSX Hopper being switched in Knoxville, Tennessee shows off the new “How tomorrow moves” slogan.
Some covered hopper cars retain the conventional centersill as a strength member transmitting compression and tension forces from one car to the next. Beginning in the 1960s, designs distributing these forces along the sides of the car eliminated the centersill beam to simplify bulk material handling with wider hopper openings reducing the tendency for bridging to restrict gravity flow when unloading the car.
Large unit trains of various grain crops are a common sight in North America, reaching up to 125 cars long. These predominantly haul grain from the large farming areas of the Great Plains to various markets, but a number of unit trains originate from other major farming areas, such as Illinois and Indiana as well as the Canadian provinces of Alberta, Saskatchewan and Manitoba. These trains may originate from a single grain elevator, or may be marshaled in a yard from various locals (short trains which serve nearby industries). The destinations tend to be large flour mills or ports (for export), or they may be split up and delivered to multiple locations. The empty cars may return as a whole train, or may be sent back in smaller quantities on manifest trains (trains which carry just about any type of freight). These trains are used primarily for hauling products such as corn, wheat and barley.
Cushion Coil Cars
Coil cars (also referred to as “steel coil cars” or “coil steel cars”) are a specialized type of rolling stock designed for the transport of coils (i.e., rolls) of sheet metal, particularly steel. They are considered a subtype of the gondola car, though they bear little resemblance to a typical gondola.
The body of a coil car consists of a trough or series of troughs. Most commonly these run lengthwise, but there are transverse variants as well; in either case they may be lined with wood or other material to cushion the load. The coils are set on their sides in the trough, and stops may be applied across the trough to keep the coils from shifting.
The cars are equipped with hoods to cover the load. Some cars use a single hood, but more commonly a pair of hoods is provided. Each hood has a lifting point at its center, and often has brackets on the top at the corners in order to allow the hoods to be stacked when not in use. The hoods are largely interchangeable and it is common to see a car with mismatched hoods.
In US railroad terminology, a gondola is an open-topped rail vehicle used for transporting loose bulk materials. Because of their low side walls, gondolas are also suitable for the carriage of such high-density cargos as steel plates or coils, or of bulky items such as prefabricated sections of rail track.
Before the opening of the Baltimore & Ohio Railroad and the Chesapeake & Ohio Canal in Harpers Ferry, Virginia (now West Virginia), considerable amounts of coal were carried via the Potomac River. Since timber was an abundant resource, flat boats, called “gondolas” (a spoof on Venetian rowing boats), were constructed to navigate the “black diamonds” downriver to markets around Washington, DC. There, both the boat and cargo were sold and the boatmen returned home by foot. The railroad cars first employed in the haulage of coal were thus named after these shallow-draft boats called “gondola cars”.
Early gondola cars typically had low sides. Their contents had to be shoveled out by hand, and they took a long time to unload. In 1905, the Ralston Steel Car Company patented a flat-bottom gondola with lever-operated chutes that allowed the gondola to be unloaded automatically from the bottom. The chutes would direct the contents of the gondola to the sides. This coincided with the switch from wood to steel freight cars, as the pulling force of locomotives tended to crush the older wood cars.