The five operable MLWs on the WNY&P meet together in Emporium PA, as the Driftwood turn meets the Emporium turn to pick up a crew May 30. Scenes like these have been common on the WNY&P for many years and will soon come to an end later this year with the arrival of the AC46CWs.
Stephan M. Koenig
OLEAN, N.Y. — The much talked about Western New York & Pennsylvania motive power change is about to take a giant leap forward in July with the first AC46CWs set to be shipped from the Arkansas & Missouri next week.
According to sources close to the railroad, WNY&P Nos. 6006 and 6007 will depart the A&M in the first week of July. The plan is to use these two for parts and familiarization purposes and are not painted in WNY&P livery. These units are to be shipped before the operational units come later in the month mainly, so WNY&P personnel can get time to look them over and get to know the layout and design of the units.
Four of the six operable units purchased were tested and accepted by the WNY&P in June and the first one, WNYP 6003, formerly CSX 5009, was in the paint shop in Springdale, Ark., getting new paint at the end of June. It will ship likely in mid-July and will be the first usable AC on the property. When it arrives it will be placed in service on short runs to evaluate it. “We are planning to see if it will be MU-able to the Alcos,” said one source. Expect to see an occasion train on the WNY&P with both GE ACs and Alco/MLWs for power over the summer.
The other five should arrive and will be shipped in two groups by August. What does this mean for the big Montreal-built units across the system? Fans will be delighted to know that they will continue to run them basically as they are now until likely after Sept. 1. Though the new units are operable and ready to run, there are many hurdles yet to be overcome including mechanical and crew familiarization, and utilization tests before they will be the mainstay of the railroad fleet.
As for the big six-axle Montreal’s they will not be completely off the roster for some time. The railroad plans to place them for sale but will keep them stored serviceable with the intent that they should be ready if needed for service.
In a related note, the WNY&P will be opening a new frac sand loading site in Turtle Point, Pa., this summer that will be likely as busy as the one in Emporium. This will make more trips and long trains necessary on the former PRR Buffalo Line as the business is growing fast for the railroad.
The GE AC6000’s we had at CSX on the Boston Line (B&A) were the perfect locomotive for this territory. When they were running right, the performance was unmatched by any other locomotives we ever had on the B&A. They had extraordinary pulling power and an exceptional dynamic brake. They were a true pleasure to operate , When I had a pair of these units I knew it would be a good trip. When they arrived in 1999, most B&A trains were assigned these units and I retired in 2008 with a pair 5008 & 655 on my final trip to Boston on L420-27.
The CSX AC 6000 series were the most powerful, responsive
Excellent presentation of quality information, Thomas Dupree! Very clear and concise.
Consider the use of road slugs which can be 4 or 6 axle. Would make a Dracut sand train a little slower but use less fuel than a two locomotive set.
Food for thought from a retired B&A locomotive engineer.
Congratulations on the new to your railroad power.
Following up on Mr. Shanks comment: I’ve been waiting for an AC six-axle road slug to be paired with a 6000 hp locomotive to stretch that power over 12 axles. That would, however, necessitate the slug be equipped with an inverter package and all the other necessary accoutrements. This adds to expense and likely cannot be justified.
These units were originally CSX AC 6000s. They went through a few changes during their service with CSX. #600-602 were delivered with hi-ad trucks. The remainder (603-699, 5000-5016) were all equipped with radial trucks. When first delivered, the horsepower rating was 6000, but it was discovered that there were problems with the crankshafts. The horsepower was derated to 4500 while a recall was executed to replace the deficient diesel engines. When the engines were replaced, the locomotives had a different sound and would put out a maximum 6250 HP under full load. They were very capable locomotives and I loved running them. Later, CSX, in its infinite wisdom, derated them again. This time to 4600 HP. The rationale was fuel saving, although at 6000 HP, the fuel consumption per HP was lower than the AC 4400.