The diesel-electric revolution started off in a less-than auspicious fashion. Central Railroad of New Jersey, later known as the Jersey Central Lines, acquired what is recognized to be the first “diesel” in daily service – locomotive #1000 – to address smoke abatement concerns at its lower Manhattan freight yard, switching operation. The “switcher” designation reflected the fact that a reliable and powerful engine had not been developed and those early, primitive units were suitable only for limited operating ranges and zones. The “steam railroads” looked suspiciously at the first, modest-sized diesel units that entered service after that bold Jersey Central experiment and as such, wide spread applications remained limited.
Pioneering Baltimore & Ohio placed the first two diesels in daily road service in 1935 and 1937 respectively. The first, #50, a retrogressive-looking box-cab diesel that employed four-wheel power trucks. Mainline dieselization really took off after the delivery of B&O #51 in 1937. That locomotive introduced the slick, pointed-nose car body, above six-wheel power trucks, that became the signature design element of its builder, the Electro Motive Division of General Motors (EMD). Both units proved to be unbelievably efficient and reliable in daily road service, with ample power for the train typical consists of the 1930s. The move was on to introduce a similar design, powerful enough and geared for lower-speed, road freight service.
Still, most motive power men that had the final say when purchasing new motive power remained skeptical. That group was used to specially designed and unique steam motive power classes they independently design and built, tailored for the specific operating needs of their own railroad lines. By the late 1930s and early 1940s, newer and more advanced and powerful diesel switchers were built for broader applications in freight yards. A few adventurous managers, among that conservative lot of motive power men, acquired these newer switchers to “test the water” with diesels and to build confidence and knowledge, should they want to move forward later on.
The storied Baldwin Locomotive Works offered some of the earliest diesel switchers, but the emergency of World War II placed a temporary halt on the diesel-electric revolution. But after 1945, railroads were far more receptive to wider applications of diesels and the switcher market included Baldwin, EMD, Fairbanks Morse and Alco. Alco first introduced the class RS-1 followed by the RS-2 and finally the RS-3, the latter to compete with the new GP-7 built by EMD. The RS – Road Switcher – designation underscored a broader application in both yard and road service and was clearly a major selling point and key to their popularity.
The RS-3 design had 100 more horsepower than the RS-2, due to the Alco Model 244 engine. The car body was further refined featuring curved corners that hinted modest streamlining. Those locomotives were popular and a total of 1,418 units were produced by Alco and its Canadian affiliate, Montreal Locomotive Works between May of 1950 and August of 1956. The New York Central Railroad and the Pennsylvania Railroad were big purchasers of the class RS-3 and the latter, went on and purchased several RS-3 units with steam boilers (needed for train, steam heat) for passenger service in the zone from Williamsport, PA to Buffalo, NY. Those locomotives were distinctive since the short end of the car body was modified with a high hood to accommodate the steam boiler and such, they were nick-named “Hammerheads”. The Lehigh Valley later purchased a high-hood unit from PRR. Finally, the Western Maryland Railway likewise purchased Hammerheads to dieselize their dwindling fleet of local passenger trains.
Alco went on designing and improving and in February 1956 they released a demonstrator of class RS-11, positioned to compete with the GP-9 of EMD. The RS-11 delivered 1,800 horsepower and car body was distinctive due to the higher profile for the length of the unit and ends that were angled near the top. Sales of the RS-11 were sluggish however due to bad timing: the switcher market was saturated, railroads were more interested in larger and more powerful units and the US was hit by a recession. Nonetheless, Alco produced 327 units and its Canadian partner followed with 99 units. The three top purchasers were the Norfolk & Western (99), Ferrocarril de Nacionales de Mexico (94) and Pennsylvania (38).
We share that history now since we are proud to offer scale models of both the RS-3 locomotives and the RS-11 units, from several manufacturers – all recognized for producing high-quality models with exceptional detailing. This year also holds the promise of additional road names with some special detailing later on as well. Please take time to review our selection now and throughout the year. Our selection, pricing and customer service will enable you to enjoy one of these outstanding locomotives!
Frank Wrabel
modeltrainstuff.com