PASSENGER CAB UNITS
FREIGHT HOOD UNITS
As on many roads, the SNR has seen the light as to the superiority of road-switchers over cab units for through freights, and so virtually all new orders for freight power are in this category.
The first order of GP7s was 600-619, which were early enough in the run that dynamic brakes were not yet an option on the hood units. The railway had had great experience with dynamics on its Fs and Es, so as soon as that feature was available on the GP7, a large order was placed for 60 more engines, 620-679. To date, 48 of this order have been delivered, the latest being #667 above.
Model Notes: All of the GPs are yellow-box Atlas, converted to DCC a few years ago with Tsunamis, and most were already used when I bought them, in the early 90s. They are as hardy and reliable as the prototype they represent, as is evidenced by their having been in service for almost 30 years on the SNR alone. Some could be pushing 40. With operations as a focus, reliability beats detailing - another Frank Ellison truth, as well. The non-dynamic engines were neutered and converted to sound dummies for the consists.
ROAD SWITCHERS - LOW-HOOD
The SNR began acquiring diesel switchers in 1940 with Alco S2s, in the same order with Alco as for the RS1s. Numbered 100-143, they were dispersed all over the system to relieve the largest steam inefficiencies, which were in local yard switching. Especially where a captive engine is assigned to work alone, and is not in use for the full day, the diesel switchers could be left to idle or shut down, without requiring extensive shop facilities or arduous startup procedures.
The S2s performed very well in their roles, and the fleet was supplemented with an additional order for the updated S4 model in 1948, which became the 170-191 series.
The BL was a reshaped F-unit, with switching pilots and end platforms added, and visibility increased to the rear via sculpted body sides. However, in what would become its primary weakness, it did not follow the true "road switcher" architecture introduced by the RS1, which was a stout cast or welded frame with sheet metal hoods. Rather, it was a carbody unit, like an F - a covered bridge. The key manifestation of this weakness was the lack of walkways. A brakemen could not get from the cab to one of the end platforms (realistically), without getting entirely off the locomotive and back on. So while the visibility and accessibility were better than with an F, there were not a lot of time savings to be had, because the train had to come to a complete stop before the brakeman could even begin to prepare for the coming moves. The same was true in reverse, when wrapping up. They also were difficult to service, because the prime mover and generator could not be accessed through hood doors, or the hood simply lifted off, like on a true road switcher. And the internal walkways were squeezed almost out of existence by the sculpting of the carbody "fenders".
As with the Edsel, customers stayed away in droves. A whopping total of 59 were produced in the BL's 1½ year run through September of '49, when the GP7 was unveiled, which would then properly set the world on fire.
Still, road-switcher customers anxious to stay with EMD as their reliable builder did try them out, including the C&O (for its Pere Marquette subsidiary in Michigan) and Western Maryland. The SNR was no exception, ordering 4 units for the 460-463 series, which were delivered in January of '49. Curiously, the assignment to the 400 range meant the railway did lump them in with F-units, rather than actual road switchers, which were in the 500 and 600 ranges.
Their limited utility, as discussed, in addition to the rough-riding AAR trucks specified by the skinflint SNR management, made the BL2s pariahs, being passed around the system to whichever division's road foreman of engines lost a bet that cycle. Yaeger Yard in Segway, Va., a comparative backwater, was "awarded" #463 in answer to its request for an additional RS1 to handle increasing local service.
Model notes: Like Edsels, BL2s were a favorite of my late friend Roger Rassche, because of their obscurity, but also, and primarily, because of their weirdness that only a mother could love. Roger bought a Proto 2000 example as soon as they were introduced, which then never turned a wheel, but which would do so "someday" - on the layout he would be building "someday". Going through his effects after his untimely death, the remaining friends in the "crew" determined that the hallowed BL2 needed to find a home on the SNR. Knowing about the Pere Marquette and WM engines, and having a lot of that same sympathy for underdogs myself, I thought this would be fine.
Unfortunately, many of the early Proto 2000 engines ran like... not well. "If at all", in this case. Neither the motor nor the pickup nor the gearing was the problem - they all were the problem. So I thought, no worries, I'd just slip a Stewart F chassis under the shell. Nope, too long a wheelbase on the BL2. OK, an FP-7 then. Nope, that 4 extra feet wouldn't do it. OK, an Atlas GP chassis then - nope, still too long a wheelbase.
It turned out the only reliable engine I could find that would fit the BL2 body was a Stewart AS-16, of which I had 2 - the second one intended to be a sister to #680. So AAR trucks be damned, with some plastic structural carpentry the BL2 soon came to life.
Paint notes: The paint was a lot of fun too. The BL2, after all, was an aborted road-switcher - a hybrid of cab-unit and hood-unit characteristics. So its SNR paint scheme had to be the same. The nose - roughly the Karl Malden of F-units - uses the same prow decal and cab window mask as the F's (actually it took 2 or 3 decals). But the long hood uses the road-switcher stripe, and the rear end features the V-neck sweater and herald of the GPs as well.
Operating notes: It's been entertaining. SNR crewmen universally deplore the BL2, as one must publicly decry the Edsel, because one has learned through cultural conditioning that they are to be decried. But in its heart of hearts, the BL2 still sounds like a naturally-aspirated 567 with a D12 generator, same as an F3 or a GP7 - and runs like a Stewart. So what's not to like? And hey, how many layouts do you operate on where you get to run a BL2 and live to tell the tale, anyway.
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