8 THE CALL BOARD

NEWSLETTER

OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

THE

AlCO
could offer lower maintenance costs. However, since U.S. tax rules would not allow writing off existing diesels in ten or 12 years instead of the declared 20 year period, reduced maintenance was evidently not enough to encourage replacement on a one-for-one basis. What was needed to stimulate locomotive replacement in this environment, it seemed, was the idea of "unit reduction": being able to provide the same horsepower in, say, three new units that had previously been available in five. What happened in the overall domestic diesel locomotive market in response to the ideas of unit reduction and reducing maintenance costs is a story in itself. The domestic locomotive market was made even more competitive by the entry of Alco's one-time partner, General Electric, with its U25B. ButAlco decided that, even though the export market was its "bread and butter" at that time, the domestic market was worth pursuing. And Alco knew that it could squeeze more horsepower out of itsModel 251 engine than EMD could out of its (smaller) Model 567 engine. Sohorsepower was going to be one of the keys to success, and the horse(power) race was on. Finally, Alco introduced an entirely new line of higherhorsepower, lower-maintenance domestic diesels, its Century series. When Alco Products announced itsnew Centuryseries of locomotives in Chicago on January 29, 1963, company president William S. Miller said Alco Products built four 628 demonstrator units in May of 1964, numbered "the new series is the result of 628-1 through 628-4, which were sold about six months later to the Southern the company's research and Pacific and re-numbered 4870 through 4873. (Collection of George Hockaday) Hockaday and Tim Truscott . In the late 1950's, dieselization of American railroads had been completed and the demand for new diesel locomotives began to falloff. Diesel sales faltered, and the smaller manufacturers, Baldwin-LimaHamilton and Fairbanks Morse, left the domestic locomotive manufacturing scene. Alco was taking advantage of a growing export market, but General Motors was supplying up to 80 percent of the shrinking domestic diesel market. Since the average age of the existing

By George

diesel fleet in the U.S. averaged less than ten years, there was not a large market for replacing worn-out diesels. At the same time, many U.S. railroads were seeking to speed up freight schedules without reducing the tonnage of trains. To accomplish increased speed, higher horsepower was required for the same tonnage. On the other hand, some railroads were interested in increasing tonnage on trains without decreasing speed. This also required more horsepower. One approach to diesel sales might have been to offer newer diesel designs in conventional horsepower ranges which

NEWSLETTER

OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

THE CALL BOARD 9

Economy of operation was evidently It is interesting to note that the 2,750-hp, development program to meet market demands of the future." He announced that Model 251-C engine was also to be used in one of the features being stressed by AIco the Century units "are designed to replace the Century 855, the 5,500-horsepower, in its Century sales effort. In addition to aging locomotives with more power at less eight-axle unit built by Alco for the Union offering more horsepower so that fewer cost than previous models," and that they Pacific. The Century 855 was not included units would be needed for a given train size, would cut operating costs by as much as in the introduction of the Century series of AIco also claimed that the Centuries would locomotives in January of 1963, but was need less maintenance. In one of the 44%, compared with 10-year-old locomotives. Miller furthermore predicted announced in the summer of 1963. This company's announcements, AIco's Paul Strobell stated that the "251-powered a pent-up demand by the railroads for diesel locomotive, which had two 2,750will replace locomotives with reduced maintenance horsepower Model 251-C engines and was Century locomotives costs: "From 5,000 to 6,000 of present units to be used in three-unit 16,500-horsepower locomotives now in service with more will require replacement within the next combinations, was touted by AIco's Paul powerful units capable of operating at less Strobell as the "largest and most powerful cost and with extended maintenance cycles five years." - notably, a 96-month interval between diesel-electric locomotives ever built." At the time of this introductory It would appear that AIco was in a major engine overhauls." announcement, the three locomotives Presumably reduced engine maintenance constituting the Century series were the horsepower race with General Electric on Century 420 (four-axle, four motor, 2,000 this Union Pacific project. GE had was to be accomplished by several hp), the Century 424 (four-axle, four-motor, announced it would provide a 5,000- improvements to the engine. The 251-C 2,400 hp) and the Century 624 (six-axle, horsepower Model U50 locomotive (which engine was reported to have modified fuel six-motor, 2,400 hp). All three members of had two engines, like Alco' s C-855) to the pumps and nozzles, fuel cams and rollers the new Century series ....-__ . -., used Alco Model 251, four-cycle turbosupercharged engines: the 12-cylinder version in the 2,000-hp units and the 16-cylinder version in the 2,400-hp units. It was this last diesel, the C-624, which was never built as a 2,400 horsepower unit but, withina fewmonths from the time of its January 1963 announcement, evolved into a 2,750 horsepower, six-axle workhorse - the Century 628. While Alco's 12cylinder Model 251 engine had been used on AIco locomotives since Three-unit Century 628 lash-up, with No. 603 on the point, heads the Rouses Point 1956, the higherhorsepower 16-cylinder - Wilkes-Barre daily freight out of Oneonta on a cold (minus five degrees) February Model 251 engine used day in 1965. (Photo by Don Barbeau) in the C-628 was, according to Paul N. Strobell, vice president Union Pacific. Aleo, not to be outdone or with increased widths to maintain moderate and manager of Aleo's Locomotive and even matched, responded by notching their operating stresses and an eight-counterEngine Division, "preceded by five years machine's horsepower up to 5,500 (2,750- weight crankshaft to reduce inertial forces. A key improvement in the Century series of engineering design and development hp per engine). Had Alco stayed with the work including laboratory testing." 2,400-horsepower version of the Model was a pressurized air-circulating system to Aleo's higher-capacity Model 800 251 engine, presumably it would have had cool electrical rotating equipment. Air was turbosupercharger was used in conjunction a 4,800-hp unit to send to the UP to compete filtered by a mechanical-type system and a with a single-pipe stainless steel exhaust with GE's 5,000-hp model. A difference of portion of the filtered air was directed manifold and improved after-cooling with 200 horsepower doesn't sound like much, through a duct in the locomotive underframe a separate radiator system. The higher but it would have placed Aleo behind rather to the traction motors for cooling. The output of the 251-C engine (from 2,400-hp than in front ofGE on this much-publicized other portion, after cooling the main to 2,750-hp) was made possible by several project Nota goodposition fora locomotive generator and auxiliary generator internal engine changes, according to Alco, manufacturer to be in when it's trying to re- compartment, was then circulated into the but these changes were not revealed at the capture some of the domestic locomotive engine compartment underpressure to purge market. the engine compartment and prevent dirt time the 251-C engine was introduced.

10 THE CALL BOARD

NEWSLETTER

OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

units with these trucks were still being used in yard service in Mexico. Apparently, the Mexicans had learned to live with Trimounts quite well. It is interesting to note that the Century 628 was available with a steam generator for passenger service, though none were ordered. The steam generators, if ordered, would have been located in the long hood between the control compartment and the main generator; the dynamic braking unit, which was an option but was ordered on all 628' s except the first four, was also located in this compartment. Onedoesn'tusuallythinkofthe628'sas passenger locomotives, as none were known to be used for that purpose in the United States. Alco had suggested their Often the D&H was where Alco tested new locomotives. Here we see use for passenger service since their sixaxle, six-motor arrangement, coupled with two D&H 628's with Atlanti.c Coast Line #2011 (the first Alco Century their 2,750 horsepower, would have made 630 and the first alternator-equipped locomotive built) during tests them well-suited for quick acceleration on the D&H in 1965. (Photo by George Hockaday) from station stops. However, they were reportedly used regularly for that purpose in Mexico. In fact, some of the Delaware & addition, the (long) engine hood was from entering the engine compartment from Hudson 628' s have been used at least part designed to be removable for major outside. This positive air pressure of the time as passenger locomotives. maintenance work. arrangement was intended to thereby reduce The 628 was a natural progression from At the time that the 628' s were the chances of fouling and wear caused by the 2,400 hp DL600B (RSD15).1t rode on introduced, no other builder had a unit as air-borne dirt, of which there is an the Alco Trimount trucks, the same as the abundance along a railroad. powerful as these. In 1966, the rating was increased to 85,800 lbs, of tractive effort at The Century series was also designed DL600B. The Trimount truck was for improved ease of maintenance. Doors introduced on a 1,600 hp Road Switcher . a speed of 9.2 mph. The dynamic braking built for the Chicago & Northwestern in was equally spectacular at 63,000 lbs. at 20 on both sides of the engine compartment mph with the standard 70 mph gearing. 1951. This truck was designed to reduce were hinged to expose the entire side of the The first Century 628's to be delivered weight transfer under heavy tractive effort diesel engine and thereby make the engine went to the Atlantic CoastLine in December conditions, which was a problem with most more accessible. The radiators were mounted horizontally (in the roof) in an other locomotive trucks. Weight transfer of 1963. ACL initally ordered four units, all effort to eliminate air voids, to make them without dynamic braking. These units, with causes wheel slip on the axles where weight has been reduced. While the truck did give easier to remove and to make them "selfroad numbers 2000-2003, were the only cleaning." The control compartment utilized 628's to be built without the dynamic good tractive effort, it was a higher a transistorized system and was air-sealed maintenance item and was prone to derail braking feature. ACL reportedly added to exclude dirt. The air compressor, in the in yards where track conditions were poor. dynamic braking to these four locomotives Over the years several improvements to several years later at the railroad's radiator compartment, was directly these trucks were introduced. As of 1979, connected to the engine with a longer shaft Waycross, Georgia, shops. in an effort to simplify alignment. In when I (Hockaday) was in Mexico, DL 702 Alco built four C-628 demonstrator

Alca Century 628 General Characteristics

Type: Diesel-electric Horsepower for traction: 2,750 Traction motors: 6 Engine: Model 251-C Cylinders: 16 Wheel arrangement C-C Track gauge: 4 ft. 8-1/2 in. Wheels: drivers - 6 pairs 40 in. diameter Wheel base Each truck (rigid): 12 ft. 6 in. Total locomotive: 53 ft. 11 in. Maximum track curvature Multiple-unit operation or with train: 21 degrees Single unit without train: 25 degrees Principal dimensions Height (maximum): 15ft. 0 in. Width (maximum): 10ft 1-5/8 in. Length (inside knuckles): 69 ft 0 in. Base weight: 340,000 Ibs. Usual weight: 390,000Ibs. Maximum speed: 70 mph Supplies (total capacity) Lubricating oil: 250 gal. Fuel oil: 2,000 gal. Engine cooling water: 350 gal. Sand: 48 cu. ft. Turbocharger: Model 800 Main generator: GT-586 Traction motors: GE-752D&H

NEWSLETTER OF THE
locomotives in May of 1964, nearly several months after the first order was delivered, which were numbered 628-1 through 6284. They were sold about six months later by Alco to the Southern Pacific and renumbered 4870-4873. The Delaware & Hudson was the third railroad to order Century 628' s, following an order from the Monon in early 1964 foe nine units. This was the flrst of two orders by the D&H, and the nine units, wbicb carried D&H road numbers 601-609, were built between March and May of '64. The second D&H order consisted of another nine units with road numbers 610-618 and were built in May of 1965. As stated early on, the Century series, including the C-628' s, were initially intended for the "domestic" locomotive market. However, some were sold to foreign standard-gauge railroads, as well'. The reference above to their being used in passenger service mentions 628' s in Mexico: Alco sold 628' s to the National of Mexico (NdeM), the Ferrocarril de Chihuahua de Pacifico and the Ferrocarril del Pacifico (FCP). In addition, Hammersley Iron of Australia purchased five units. The Lehigh Valley, which was known for its white" Snow Bird" 628' s (also known as "White Elephants"), acquired its units in three groups. The first order for seven locomotives (Road Nos. 625-631 and Builder's Nos. 3427-1 through 3427-7) was carried out in November of1965. In January of 1967 a second order for a single unit (Road No. 632 and Builder's No. 3476-1) was carried out. The third group of 628's owned by the Lehigh Valley were the nine units built for the Monon in early 1964 but traded back in to Alco for some four-axle

OHAWK & HUDSON CHAPTER, N.R.H.S.

THE CALL BOARD 11

C-628 Roster
Road No. 601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618
Builder's

No. 3376-1 3376-2 3376-3 3376-4 3376-5 3376-6 3376-7 3376-8 3376-9 3407-1 3407-2 3407-3 3407-4 3407-5 3407-6 3407-7 3407-8 3407-9

Date Built

1964 1964 1964 1964 1964 1964 1964 1964 1964 1965 1965 1965 1965 1965 1965 1965 1965 1965

built with aluminum power cable, which had a tendency to burn off where it was connected to the traction motors. Many were re-cabled with copper. Despite these problems the 628' s did a good job pulling large trains up the various grades on the D&H. I (Hockaday) made many trips between Mohawk Yard and Oneonta on these locomotives. The D&H 628's were sold in late 1978 and early 1979 to Diesel Supplies International, headed by Paul Legac and based in Potomac, Maryland, on a fiveyear lease/purchase arrangement to the National of Mexico (NdeM). They reportedly have served the Mexican railroad well in the intervening years, often used in passenger service as well as freight service. It's hard for us to imagine them being used for passenger service on the D&H. But the FCP would often leave town in a hurry with a long passenger train of 30 or more heavyweight cars with as many as four 628's and a PA on the point. References: Railway Age, February 4, 1963 Railway Age, June 10, 1963 Railway Age, June 17, 1963 Railway Age, July 22, 1963 Railway Age, August 26, 1963 Rail Locomotives & Cars, September, 1963 Trains Magazine, December, 1965; "How to Survive in the Diesel Biz" by Jerry A. Pinkepank Diesel Era Magazine, Volume 3 Number

units, then re-sold to the Lehigh Valley in late 1969; they carried road numbers 633641 and builder's numbers 84903-84911. The Lehigh Valley's 628' s were often seen in this area when they ran through on D&H trains. Unfortunately, on theD&H the 628 units suffered from thealuminum piston problem. This was corrected by installation of the steel cap pistons. Also, these units were

6;
"ALCo Century 628 (DL628)" by Joe Beckley Alco Products promotional brochure

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I
When they were introduced in 1963, the Alco Century 628's were the largest locomotives on the market. Delaware & Hudson Century 628 No. 601, as part of a three-unit lash-up, heads an Oneonta-bound Pennsylvania Division freight train through Otego, NY, in March of 1967. (Photo by Don Barbeau)