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High Speed Heavy Hauler
CSXT 609, a massive General Electric AC6000CW, is perched on one side of the wye, along with an AC4400CW and an SD70MAC, awaiting entry into West Yard to leave with an intermodal train.
Boasting 6,250 total horsepower, the GE AC6000CW is the most powerful locomotive type on the CSX roster, and shares the title of most powerful single-engine diesel locomotive with EMD's SD90MAC. While both machines are equally large and impressive, both had teething problems with their massive powerplants, causing railroads to turn away from them. GE's model did slightly better than its EMD counterpart, with several still in service on the CSX and the Union Pacific. All original buyers of the SD90MAC, however, have either retired or re-engined them.
Boasting 6,250 total horsepower, the GE AC6000CW is the most powerful locomotive type on the CSX roster, and shares the title of most powerful single-engine diesel locomotive with EMD's SD90MAC. While both machines are equally large and impressive, both had teething problems with their massive powerplants, causing railroads to turn away from them. GE's model did slightly better than its EMD counterpart, with several still in service on the CSX and the Union Pacific. All original buyers of the SD90MAC, however, have either retired or re-engined them.
Category Photography / Miscellaneous
Species Unspecified / Any
Size 1024 x 768px
File Size 580.7 kB
I always understood it that the railroads major problem with these monsters was that when they broke down it would be the same as having two normal 3000hp units being out of service. The argument I've always heard was that it was better to send four 3000hp units out on a train rather than two 6000hp units because if one broke down you still had 9000hp to keep your train moving.
These. The first new locomotives here in about thirty years.
http://en.wikipedia.org/wiki/NZR_DL_class
http://www.youtube.com/watch?v=DKcq8_LRdtI
http://www.youtube.com/watch?v=6fb5IHgA8E4&feature=related
http://en.wikipedia.org/wiki/NZR_DL_class
http://www.youtube.com/watch?v=DKcq8_LRdtI
http://www.youtube.com/watch?v=6fb5IHgA8E4&feature=related
Apart from the DF class all NZ English Electric locomotives were powered by the 6SRK rated between 660 and 1012hp the DF was powered by a 12SVT initially rated at 1500hp the later down rated to 1300hp which had little impact on there reliability thats why they were all gone by 1975.
The DE class gave the fewest problems although they were prone to overheating when driven hard.
The DG class were a bit gutless (only 750hp) and tended to crack engine blocks.
The DI seldom delivered there 1012hp rating and often had problems with their fuel injectors.
In contrast some of the DM class electric multiple units are still in use after 62 years of reliable service.
DE class http://en.wikipedia.org/wiki/NZR_DE_class
DF class http://en.wikipedia.org/wiki/NZR_DF_class_(1954)
DG/DH class http://en.wikipedia.org/wiki/NZR_DG_class
DI class http://en.wikipedia.org/wiki/NZR_DI_class
DM class EMU http://en.wikipedia.org/wiki/NZR_DM_class
The DTG has most of the remaining EE locomotives in NZ.
http://www.dtg.co.nz/
The DE class gave the fewest problems although they were prone to overheating when driven hard.
The DG class were a bit gutless (only 750hp) and tended to crack engine blocks.
The DI seldom delivered there 1012hp rating and often had problems with their fuel injectors.
In contrast some of the DM class electric multiple units are still in use after 62 years of reliable service.
DE class http://en.wikipedia.org/wiki/NZR_DE_class
DF class http://en.wikipedia.org/wiki/NZR_DF_class_(1954)
DG/DH class http://en.wikipedia.org/wiki/NZR_DG_class
DI class http://en.wikipedia.org/wiki/NZR_DI_class
DM class EMU http://en.wikipedia.org/wiki/NZR_DM_class
The DTG has most of the remaining EE locomotives in NZ.
http://www.dtg.co.nz/
Diesel engines were always EEs Achilles heel their lube oil consumption was legendary it wasn’t uncommon at the end of the day for the shed staff to pump 20/30 gallons of oil into the sump to replace what was lost during the day. Later motors were better but by that time the NZR had lost interest.
In comparison EEs electrical equipment was excellent and was more reliable than EMDs electronics of the same era.
In comparison EEs electrical equipment was excellent and was more reliable than EMDs electronics of the same era.
Heres DAA 1401 it's never been restored and is still in the condition that it was purchased from the NZR back in 1987.
http://www.steamrail.org.nz/vehicle.....a1401info.html
http://www.steamrail.org.nz/vehicle.....a1401info.html
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