ALCO FA-1/FB-1 Numbers 900-959, FPA-2 Number 980
25 FA1/FB1 locomotives (35As/25Bs) were obtained by the Colorado Central between 1946-1948, as the standard freight power on the Northern Division. They offered more power per unit than the RS-1, as well as, multiple unit capability.
Retirement of these units began in 1956, and many were traded-in to support the acquisition of new motive power. Today only 4 A/A sets remain in the fleet. Once again, the B-B truck arrangement was somewhat tougher on the lighter branch line rail, leading to the decision to adopt a six-wheel truck arrangement on future locomotives.
The units remained in their early black and yellow livery throughout their lives.
25 FA1/FB1 locomotives (35As/25Bs) were obtained by the Colorado Central between 1946-1948, as the standard freight power on the Northern Division. They offered more power per unit than the RS-1, as well as, multiple unit capability.
Retirement of these units began in 1956, and many were traded-in to support the acquisition of new motive power. Today only 4 A/A sets remain in the fleet. Once again, the B-B truck arrangement was somewhat tougher on the lighter branch line rail, leading to the decision to adopt a six-wheel truck arrangement on future locomotives.
The units remained in their early black and yellow livery throughout their lives.
ALCO RSC-2s Numbers 1500-1504
Five RSC-2s were purchased in 1948 to supplement the FA/FB fleet. The 6-wheeled A1A truck arrangement was chosen to lighten the impact of the locomotive’s weight on lighter branch line rails. The weight distribution was widely preferred and the engines ran well.
Few modifications were made to the units from their “as delivered” configuration.
Five RSC-2s were purchased in 1948 to supplement the FA/FB fleet. The 6-wheeled A1A truck arrangement was chosen to lighten the impact of the locomotive’s weight on lighter branch line rails. The weight distribution was widely preferred and the engines ran well.
Few modifications were made to the units from their “as delivered” configuration.
RSD-4/5s Numbers 1601-1615, RSD-6m 1651
RSD-4/5s were purchased in 1952/53 as the standard diesel power replacing the remaining steam engines. The C-C trucks provided higher traction than the A1A trucks of the RSC-2 originally purchased, but still spread the weight to accommodate the railroads lighter rail.
Over the intervening years, several modifications have taken place. The bell, originally mounts on the frame, had a tendency to freeze up during winter snows. It was subsequently moved to the long hood, forward of the exhaust stack. The original horns were later replaced by a 3-horn suite mounted over the cap forward of the radio antenna.
Several locomotives were outfitted with snowplows, permanently mounted on the front ends. Many locomotives also carried re-rail frogs, should a derail occur. These were usually mounted on the rear trucks. All engines were MU equipped.
RSD-4/5s were purchased in 1952/53 as the standard diesel power replacing the remaining steam engines. The C-C trucks provided higher traction than the A1A trucks of the RSC-2 originally purchased, but still spread the weight to accommodate the railroads lighter rail.
Over the intervening years, several modifications have taken place. The bell, originally mounts on the frame, had a tendency to freeze up during winter snows. It was subsequently moved to the long hood, forward of the exhaust stack. The original horns were later replaced by a 3-horn suite mounted over the cap forward of the radio antenna.
Several locomotives were outfitted with snowplows, permanently mounted on the front ends. Many locomotives also carried re-rail frogs, should a derail occur. These were usually mounted on the rear trucks. All engines were MU equipped.
RSD-6m, Number 1651
RSD-4 1600 recently under went an engine change following a catastrophic failure of its 244 engine. The unit was rebuilt with a 251 V12 prime mover and a modified RS-11 long hood, converting it to this new, modified model. The RSD-4 frame, running gear, and forward cab and short hood were retained. The controls were reversed during the modification, making the short end the front.
The unit is waiting repainting at this time.
RSD-4 1600 recently under went an engine change following a catastrophic failure of its 244 engine. The unit was rebuilt with a 251 V12 prime mover and a modified RS-11 long hood, converting it to this new, modified model. The RSD-4 frame, running gear, and forward cab and short hood were retained. The controls were reversed during the modification, making the short end the front.
The unit is waiting repainting at this time.
RSD-12s, 1825-1835
RSD-12s are being procured to replace earlier freight locomotives. These units powered by ALCO 251B V-12 prime movers, rated at 1800 HP, began arriving in 1958. They will provide the bulk of the short-haul service in the future. These units are be purchased with the low short hood variation which proveds better visibility for the crew.
RSD-12s are being procured to replace earlier freight locomotives. These units powered by ALCO 251B V-12 prime movers, rated at 1800 HP, began arriving in 1958. They will provide the bulk of the short-haul service in the future. These units are be purchased with the low short hood variation which proveds better visibility for the crew.
RSD-15s, 2400-24XX
High horsepower RSD-15s, powered by the ALCO 251B V-16 prime movers, rated at 2000 HP, will provide through coal freight service.
High horsepower RSD-15s, powered by the ALCO 251B V-16 prime movers, rated at 2000 HP, will provide through coal freight service.