In this photo, the train is headed west on the New Castle Sub. which is the Pittsburgh-Chicago line. The tracks below are the old Cleveland line. It originates in Cleveland and winds its way through eastern Ohio and ends at the Ohio River across from Wheeling West Virginia. That line was originally called the CT&V (Cleveland Terminal & Valley, part of the B&O). The line today is abandoned from Urichsville Ohio to the river. CSX still owns a small portion in Cleveland, CVSR (Cuyahoga Valley Scenic Railroad) from Cleveland to Akron, Metro, our bus company, from Akron to Canton. Wheeling & Lake Erie operates the Akron-Canton line for the industries and CVSR runs passenger excursions on it June through August. South of Canton, it's abandoned to Dover. From there to Urichsville is operated by RJ Corman. Finally, the Pennsy, CA&C (Cleveland Akron & Columbus, part of the old PRR) came onto the main just 100' or so to the left of that image at AY interlocking, and ran concurrent with the B&O until Warwick Ohio. (Clinton) From there, it would continue to Columbus. Each company owned one main track between AY and Warwick. From Hudson south, most of it is torn up. The track through Hudson is the Cleveland & Pittsburgh line.
During this period (1962) EMD did not have a high horsepower locomotive to match Alco or GE. However, EMD did have its turbocharged 2000 hp GP20, which was selling about as well as possible under the (then) current business conditions. With the RS27 not selling, Alco considered its position with regard to a lower cost 12-cylinder Model 251 locomotive, where the RS11 had lost its horsepower edge to EMD. In response, Alco introduced the 2000 hp DL-721 (RS32) in 1960, superseding RS11 production. Powered by a Model 251C engine, at 57 feet, 2 inches in length over couplers, the RS32, in common with the RS27, was slightly longer than the RS11. The 2000 hp was developed by a change in the engine valve timing, a higher engine governor setting to 1025 rpm, a turbocharger of higher output, and a higher capacity generator. This generator required increased air flow cooling, which is indicated by air filters positioned low on the hood sides immediately behind the cab. The RS32 was also equipped with the Type E transistorized control system. The Model 251C (prime mover) was originally equipped with the new Alco Model 600 turbocharger. While the Model 600 produced the higher output pressure required, it did not experience the expected reliability, and it was replaced by an upgrade of the Model 510, designated the 520. The first RS32's, 15 units for the NYC, were built in June-July 1961, immediately after the last RS11's were completed.
The NYC's RS32's were initially placed in service on the hotshot Flexi-Van trains that Alco had so coveted for the RS27. Alco's trade-in policy for early First Generation units continued in effect, and the NYC traded in FA1/FB1's on this group of RS-32's. Not until Spring of 1962 did RS32 production resume, when Alco turned out 10 units for the Southern Pacific. They were followed shortly by an additional 10 units for the NYC. The NYC traded in its PA/PB units on this group of RS32's. The SP units had the larger fuel tank option, as did the NYC's second order. Thus the RS32 production ceased after just one year and 35 units built, yet another disappointing result. Both the NYC and SP units had productive careers until they were retired in the late-1970's. The SP units operated in Coast Line freight service, principally in the Bay Area. The NYC units were eventually downgraded from hotshot service, bumped by newer power. They operated in general freight service for the Penn-Central. Sizable numbers of both fleets survived retirement by their original owners. The SP units worked on lease, at least one unit is (maybe) still in operation. The C&NW acquired 10 former NYC units in 1979. They were put into service on the C&NW's Central Division "Alco Line", where they replaced RS3's. A total of three former SP and NYC RS32's continued to operate for shortline owners through the 1990's, incredible for such a rare model.
To satisfy railroad interest in a locomotive of intermediate horsepower, General Electric slipped a 12-cylinder FDL-12 into the carbody of the U30B, producing the U23B model. The same modification was used to produce the U23C from the U30C. The generally accepted spotting feature/difference between a 12-cylinder and a 16-cylinder equipped Universal series locomotive is the number of tall carbody doors, which correspond to the number of cylinders per side: a 12-cylinder locomotive has six tall engine room doors per side, a 16-cylinder locomotive has eight tall doors per side, one at each cylinder location. Production ran from August 1968 through June 1977. Conrail bought ten U23B's, the last ones produced, in May-June 1977, road numbers 2789-2798. All told, GE produced 425 USA, 40 Mexican, and 16 export copies of the U23B. This particular locomotive went on to the Providence & Worchester, becoming 2204, and lasted until 2002-2003 before being traded for ex-LMX B39-8's.
It is seen here in the company of two MP SD40-2's (3246 and 3282) at the east end of the former CB&Q, and by this photo date, BN yard in Cicero, Illinois. It will be routed to an empty arrival track, cut off its train, run around the yard back to the east end, and pick up a newly sorted train fresh off the hump, and drag it back (as a trailing unit) to home rails.
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