Post by AS-616 on Mar 18, 2018 21:11:05 GMT -5
So I have wayyyyy too much time on my hands.
As such, I created a list of the info about SP's AS-616 diesels. This should be everything you need to know.
Delivered in two batches, 5228-5249 and 5250-5278.
The first order is distinguishable by the cast frame instead of welded frame; the side sills are smaller than other units. They came equipped with dynamics, high mounted bells and numberboards. They were painted in “Tiger Stripe”.
The second order came with all of the goodies the first order had, but with a welded frame instead of the cast frame. Again, distinguishable by the “fatter” side sills and the cuts in the frame for the trucks to swing out farther (the cut is where the air reservoir for the brakes is on the truck).
While Baldwin was building the second batch, SP ordered concurrently the AS-616B’s and so a few of the AS-616’s in this number series were equipped with MU. Due to Baldwins build style (one engine at a time - like steam locomotives), the MU units were spread out among the entire 5250-5278 number system.
Shortly after arrival, the units with MU capability were given large “trash can” Mars lights on each end. This included fabricating a steel polygon that peaked at the Mars which continued the (very minimal) curvature of the hood. The bell on these were also moved to below the frame.
The MU capable units (with their matching AS-616B’s) were sent to the Northwestern Pacific, with a few stops in between to test the beasts at other locales. Eventually they migrated to Oregon before returning south to work California’s humpyards.
Some AS-616's were sent to Pacific Electric, gaining “Pacific Electric” lettering and trolley poles to work with Pacific Electric's crossings. This was likely very short lived, the AS-616's were barely scraping past the PE's weight limit…
Despite the fact that they were built for road service, they were used extensively at hump yards. Assignments were almost always switching around West Colton, Taylor and Roseville before being replaced by Century series units (which had been rebuilt at this time) in 1970.
Around 1965, when units came in for large maintenance, the shops lowered their gear ratios from 63:15 to 68:15, increasing tractive effort at the expense of speed (This usually came when the unit required heavy maintenance.) Most were repainted into Bloody Nose.
After the ratio change, the units were sent back to the humpyards at West Colton, Taylor and Roseville (with the DRS-6-6-1500 A/B’s, DRS-6-4-1500’s, and AS-616B’s). Not all got Bloody Nose, some keeping Black Widow well into 1969.
SP seemed to be very confused by these units, as photos of them show both the Bloody Nose switcher scheme and the Bloody Nose road scheme (with wings) on different units…
By 1966, there were only 34 on the roster, almost all the disappearing ones going to shortlines. Only 18 were still on the roster by 1967. All were written off after the removal of 5233 in 1971.
These units are interesting as they were never renumbered. They stayed where they were during 1965, and all kept their original identity until they were written off. SP renumbered their entire Baldwin road switcher series around these units.
Are there any inconsistencies? I want to know so I can correct 'em.
As such, I created a list of the info about SP's AS-616 diesels. This should be everything you need to know.
Delivered in two batches, 5228-5249 and 5250-5278.
The first order is distinguishable by the cast frame instead of welded frame; the side sills are smaller than other units. They came equipped with dynamics, high mounted bells and numberboards. They were painted in “Tiger Stripe”.
The second order came with all of the goodies the first order had, but with a welded frame instead of the cast frame. Again, distinguishable by the “fatter” side sills and the cuts in the frame for the trucks to swing out farther (the cut is where the air reservoir for the brakes is on the truck).
While Baldwin was building the second batch, SP ordered concurrently the AS-616B’s and so a few of the AS-616’s in this number series were equipped with MU. Due to Baldwins build style (one engine at a time - like steam locomotives), the MU units were spread out among the entire 5250-5278 number system.
Shortly after arrival, the units with MU capability were given large “trash can” Mars lights on each end. This included fabricating a steel polygon that peaked at the Mars which continued the (very minimal) curvature of the hood. The bell on these were also moved to below the frame.
The MU capable units (with their matching AS-616B’s) were sent to the Northwestern Pacific, with a few stops in between to test the beasts at other locales. Eventually they migrated to Oregon before returning south to work California’s humpyards.
Some AS-616's were sent to Pacific Electric, gaining “Pacific Electric” lettering and trolley poles to work with Pacific Electric's crossings. This was likely very short lived, the AS-616's were barely scraping past the PE's weight limit…
Despite the fact that they were built for road service, they were used extensively at hump yards. Assignments were almost always switching around West Colton, Taylor and Roseville before being replaced by Century series units (which had been rebuilt at this time) in 1970.
Around 1965, when units came in for large maintenance, the shops lowered their gear ratios from 63:15 to 68:15, increasing tractive effort at the expense of speed (This usually came when the unit required heavy maintenance.) Most were repainted into Bloody Nose.
After the ratio change, the units were sent back to the humpyards at West Colton, Taylor and Roseville (with the DRS-6-6-1500 A/B’s, DRS-6-4-1500’s, and AS-616B’s). Not all got Bloody Nose, some keeping Black Widow well into 1969.
SP seemed to be very confused by these units, as photos of them show both the Bloody Nose switcher scheme and the Bloody Nose road scheme (with wings) on different units…
By 1966, there were only 34 on the roster, almost all the disappearing ones going to shortlines. Only 18 were still on the roster by 1967. All were written off after the removal of 5233 in 1971.
These units are interesting as they were never renumbered. They stayed where they were during 1965, and all kept their original identity until they were written off. SP renumbered their entire Baldwin road switcher series around these units.
Are there any inconsistencies? I want to know so I can correct 'em.