EMD Model 40; a rare early diesel locomotive



This Model 40 still sits at the Cushing Stone Quarry

This Model 40 still sits at the Cushing Stone Quarry on the Abandoned West Shore Railroad (former New York Central).

Welcome to our EMD Model 40 (and other locomotives) WebSite



Here's a preview of some of the exciting projects we have put together for you:



The EMD Model 40

Where are the EMD Model 40's?

Preserved Model 40's

Model 40 at Cushing Stone

Alco PA and PB

Other Critters

Locomotive Information Sources and Diesel FAQs

Other Locomotive Dealers and Scrappers

Faur Quarter Horse

Sperry track inspection car

Rare Locomotive Photographs

Jordan Spreader

Locomotive Traction

Our Steam Locomotive Section

Reader Comments: A Correction to our Model 40 Roster

Switcher at the Railroad Museum of Pennsylvania
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Scott Whitney at Hagerstown, Maryland

This Model 40 was photographed by Scott Whitney at Hagerstown, Maryland.

Find out about Achievements and Fair Promise

This Model 40 still sits at the Cushing Stone Quarry

This Model 40 still sits at the Cushing Stone Quarry on the Abandoned West Shore Railroad (former New York Central).


Here is the Cushing loco when it arrived from Buffalo Slag

Here's a picture of the same locomotive when it came from Buffalo Slag in 1965.


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Just Around the Corner by Bertrande H. Snell

Bertrande H. Snell, author of the following article, a native of Parish, Oswego County, N.Y., was a telegrapher all his working life. For many years he was employed by the New York Central Railroad, and for 33 years was a telegrapher for Western Union in Syracuse.

Bertrande Snell commenced his writing career with the Syracuse Syracuse Post-Standard in 1945 and continued it until shortly before his death in 1949. His columns were primarily of a reminiscent or historical nature, which included railroad stories.

If you like his column, we have more.
Syracuse Post-Standard, Jan. 16, 1949

Just Around the Corner
By Bertrande

Down through the years a vast amount of literature has been written about the so-called American product - the hobo. In stark reality, this gent is not an American at all - not even when he infests America!

Since the dawn of history, there have always been reports of straggling - but never struggling - bands of ne’er-do-wells wandering about in aimless and always predatory fashion, throughout ever land of the globe. They produced nothing, they served no purpose, and they were of no slightest benefit or inspiration either to themselves or the folk upon whom they preyed.

“Feckless men,” the Scotts called them. In Central Europe they became “Gypsies;” and old-time England was over-run with bands of “Hedge-knights” and “Bandy-nidderers.”

The American Hobo - the true ‘dyed-in-the-wool stiff: as he calls himself - despite false romance and the glamor with which literary dabblers have sought to gild him, is doubtless the most unspeakable an despicable distortion of manhood that can be imagined. he possesses neither talent nor ambition; neither vision or understanding. All he can boast is a fixation, a complex, which he has allowed to feed upon itself until it has grown to an overpowering obsession to be and remain something less than nobody!

My knowledge of this thing is something more than academic. I am not filching from hearsay to glean my facts. In my youthful days as a “boomer” telegrapher on most of the great railroads of the nation, it was my ill-fortune to come into contact with a large and varied number of these “knights of the road,” both singly and in groups. The net result of this first-hand information was an unalterable conclusion that the literary gents who have been, for years trying to glamorize the American Hobo, don’t know what they’re talking about.

All the way from Connecticut to Texas, I have played host to hoboes in isolated railroad stations and telegraph towers all over this land; I have visited them in their “jungles” and I have listened to their warped and degraded philosophy as it came from their own lips - and not ever hs one of these produced a single valid or reasonable excuse for their ratlike inhibitions.

Some of the famous apologists for this nondescript clan - notably Jim Tully and Jack London - have made great ado about their experiences as hoboes; but such talk from them is misleading, since they never were real “dyed -in-the-wool-stiffs” - they were merely not-so-innocent bystanders looking for something they didn’t recognize when they found it!

An outstanding hobo legend is the one about the great “A-1,” who was supposed to be in a class by himself as he wandered about the country, chiseling his good-natured victims even has his chiseled his moniker on every available box-car, station outhouse, and saloon bar. he was a “gentleman hobo,” so the story went; scrupulously neat in his attire, always clean-shaven and possessed of a “superior” education - a panhandler deluxe!

But as the legend spread among the credulous, the number of “original A-1’s” increased by leaps and bounds, until the bars and the privies from Frisco to Florida became so incrusted with the deep-cut sign manual that the uncanny ubiquitousness of the great “A-1” began to irk even the true believers

During the late 90’s there traveled through this Eastern area a frowsy, old bum, who claimed Hornell as his birthplace. He toted a gripful of pamphlets bearing the title, “Only A Hobo; Or Life Among the Downtrodden,” By Charles F. Dandridge (The Original and Only A-1).

“The story of my life,” he would whine, “written by myself. all the secrets of the great hobo clan - only a quarter.”

It was an ill-written diatribe, struck off y some cheap hack for a pittance. It contained no “secrets” and very little of anything else which could arouse a reader’s interest.

Later, during a somewhat extended western trip, I ran across no less than five different editions of this great classic, each one with the name of a different author on the title page!

This would seem to substantiate the theory that our true hobo is the victim of split personality. He’s absolutely unreliable. He’s just built that way, and it is a matter of pride with him to distrust even himself (which last tends to show that he does have some small glimmerings of intelligence).

And, in the meantime, he continue to eke out of a useless existence by preying on the indifference, casual good nature and romantic inhibitions of REAL people.

As No. 87 rattled by the little telegraph shack, a dark figure detached himself from the side of a box car and hit the grit with the long, sure stride of experience. It was a pleasant evening in the summer of 1905, and here, in the Pennsylvania mountains I sat in a telegraph office of the New York Central and pondered - or maybe I just sat.

The hobo opened the office door and came in without hesitation - for was he not a “knight of the road?” And was I not just a callow youth, as anyone might note?

“Evenin’, “ he muttered and advanced to the long window desk. He whipped out a pocket knife and with a few deft strokes he carved deep into the wood the cryptic figure, “A-1.”

“That’s me,” he explained, redundantly, as he returned the knife to his pocket and sat. Me, I was tickled pink. At last I had met the famed “King of the hoboes,” and here he sat at my very side! He didn’t look much like a king at that; and the longer I gazed, the less regal he appeared. But he sure could talk! Not that his conversation amounted to much - it was all about himself!

Right in the middle of this one-man dialog, we (I mean, he) suffered an interruption. A southbound freight rumbled by and disgorged another bum, who lost no time getting inside my little office. This bird gave a mere grunt of greeting; whipped out big jack-knife and advanced to the window desk. With a few deft strokes, he chipped out the mystic moniker, “A-1.”

As he finished his artistry and straightened, his bleary eyes fell upon the duplicate insignia at the other end of the desk.

“What stiff cut that?” he grunted. “I did,” countered the first tramp, “An’ wot the hell’s it to you?”

Now, as I have told you, I was very young, and didn’t know any too much anyway, so I rose right up between them as they started for each other, and I shouted:

“Do your scrappin’ outside, fellers. You can’t muss up this place, I won’t have it.”

Had I been the wise old owl that I try to make you think I am now, I’d have known better than to make a crack like that when I was all alone and those two big loafers - but, mister, you don’t have to be smart to be lucky!

At the sound of my rather weak voice, both those dirty bums started for the door, dodged outside, and ran along the tracks in opposite directions as if the real “A-1” was right behind ‘em!

I didn’t know it at the time, but no hobo has any guts - else he’d never been a hobo!
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EMD Model 40

Electro-Motive Division (EMD) of GM is famous as a major US locomotive builder since the 1940's.
Except for 2 demonstrators DH1 & DH2, the only real commercial small locomotive venture was the Model 40, introduced in 1940.

Years Produced: 1940-1943
Number Produced: 11
Engine Type: Twin General Motors 6-71
Both engines spun a single centrally mounted, generator.
To accomplish this, one engine spun in an opposite rotation to the other.
Horse Power: 300
www.dictionary.ms
All Things Trains
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Corsica Ferry
English

Traveling in Europe?
You will probably need to make a FERRY RESERVATION.


Also available in French
Stop by and see our Reservations Center.
Corsica Ferry
French
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Where were the Model 40's?


Best information source is "Unofficial EMD Page"


By Ken Kinlock at kenkinlock@gmail.com
Locomotive Location Notes/links
Serial Number 1134 (Per EMD roster)
Built 8/40
Shop switcher 10;
Ex-EMD demo 1134,
sold to McKinnon Industries
Devco No. 20
Museum of Industry, Stellarton, Nova Scotia Preserved at Museum of Industry
Serial Number 1308 (Per EMD roster)
Built 11/41
US Rubber #?
Old Ben Coal 2
Unknown Unknown
Serial Number 1309 (Per EMD roster)
Built 11/41
US Rubber #?
Penn Dixie Cement no#
Unknown Unknown
Serial Number 1834 (Per EMD roster)
EMD Model 40 #264,
ex Buffalo Slag #36,
exx Buffalo Slag #3,
exx USA7403,
blt 1942
Cushing Stone Company, South Amsterdam, NY Out of Service
Rail connection recently severed
Serial Number 1835 (Per EMD roster)
Built 4/42
Sold to American Steel Foundries
Unknown Unknown
Serial Number 2284 (Per EMD roster)
Built 8/42
USAX 7952
Unknown Unknown
Serial Number 2285 (Per EMD roster)
USAX 7953
American Creosote Works no#
Walkersville Southern 101


Serial Number 2285 (Does not correspond to EMD roster)
Coastal Sand & Gravel
blt 1942
ex USA7952 or USA7953
ex American Creosote Works
Coastal Sand & Gravel
Lacombe, LA
Built on 29 August 1942 as U.S. Army 7953, this little loco spent most of its entire life in southeast Louisiana. Out of service on the former Coastal Sand & Gravel property at Lacombe, Louisiana. 30 September 1979 Status unknown
Serial Number 2286 (Per EMD roster)
Built 8/42
USAX 7954 Sanderson & Porter Construction 7954
Unknown Unknown
Serial Number 2287 (Per EMD roster)
American Machine & Foundry,
ex USN#65-00204,
blt 1942
American Machine & Foundry, York PA Status unknown
See Northeast Railfan Net
Serial Number 2288 (Per EMD roster)
Built 9/42
US Navy USN 65-00204?
Harley Davidson
Unknown Unknown
CS&CV EMD Model 40 #1 Serial Number 2288 (Does not correspond to EMD roster) Traveltown See Northeast Railfan Net
Preserved at Traveltown
Serial Number 2289 (Per EMD roster)
Built 4/43
EMD Plant No. 2, Lagrange, Il. Spotted June, 1997
Sun Prairie Grain at Mohall It was last known to be working for CHS (Cenex Harvest States) Cooperatives Status unknown
Calumet Steel (Division of Borg-Warner) Chicago Heights, Ill Preserved at Hoosier Valley RR Museum
Serial Number 2268 but this is not an EMD correct number Walkersville Southern Railroad Hagerstown Roundhouse Museum Preserved at Walkersville Southern Railroad
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ALCO Historic Photos
http://www.kinglyheirs.com/Palmer/EMDModel40.html
ALCO HISTORICAL & TECHNICAL SOCIETY affiliate_link
Snow Belt in New York State Boonville Station There is a "Snow Belt" in New York State that runs above Syracuse and Utica. It goes East from Oswego to at least Boonville. Here's the station at Boonville.

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Ominous Weather is about more than weather. Its about our environment. Its about our social issues that need to be surfaced if we want to save our environment. See Champions of our Environment like Al Gore SAS le Prince Albert II de Monaco John R. Stilgoe Ralph Nader. We have addressed several railroad-related projects that will conserve fuel and lessen pollution. Our Window on Europe spotlights projects that can help the rest of the World.
We have other environmental sites on garbage trucks and Rapid response temporary shelters / portable housing.

How many Model 40's are Preserved?

According to this list compiled by John Komanesky
almost half of the 11 produced are preserved. Could you imagine if half of the Alco PA's or half of the New York Central Hudsons were preserved?
Preserved as Original Railroad Location
Devco 20 EMD 1134 Museum of Industry
Stellarton, Nova Scotia (Canada)
Harley Davidson US Navy 65-00204 Industrial Museum of York County (Pennsylvania)
Calumet Steel #? US Army ? Hoosier Valley RR Museum
North Judson, IN
Traveltown 1
Donated: 1988 by the McDonnell-Douglas Corporation
US Army ?? Traveltown Museum
Los Angeles
Walkerville Southern 101 US Army 7953 Walkerville Southern

RailwayStation.com has provided a 1942 Quiz Book on Railroads and Railroading.

Here's some interesting questions and answers:

How many locomotives are there on the railroads of the United States?

At the beginning of 1941 there were 44,333 locomotives in the United States, of which 42,410 were operated by steam; 900 were operated by electricity; 967 by oil, 'and 56 were operated by gasoline.
ALCO PA and PB at Beacon

New York Central ALCO PA and PB at Beacon.



I KNOW this site is about small diesel locomotives, but I just HAD to include the most beautiful diesel locomotives ever built.

Beacon Historical Society collection, courtesy of Bernie Rudberg

A New York Central ALCO PA and PB are charging past Beacon on the way north and west. The National Biscuit Company building at left was the carton printing plant for Nabisco products. That building today is a museum of modern art in Beacon. The tracks at right were the CNE and New Haven which crossed over the NYC main on a bridge to Fishkill and the Maybrook line connection at Hopewell Junction. These tracks are still in use by MTA Metro North and AMTRAK.

Click here or on picture to see more about railroads in Beacon, New York

See what railroads originally had ALCO PAs and PBs

See the specifications of this locomotive.

The Alco PA: A Very Pretty Lady.

The ALCO HISTORICAL & TECHNICAL SOCIETY was started in January 2009 with four members. We now have over 40 members as of May 2009. We have accomplished a lot in the short time that we have been in existence.
* We have our By-Laws and Consitution written.
* We have a Mission Statement.
* We have meetings for members and monthly board meetings.
* We are working on plan to acquire property for the purpose to create a ALCO Museum.
* We are working on acquiring ALCO artifacts to be displayed in the museum.
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affiliate_link Want to see some other railroad "Critters? General Electric
SL-series Center-Cab Switchers
Sperry track inspection car at Glenham in 1997.

Sperry track inspection car at Glenham in 1997.



The ND&C RR (Newburgh, Dutchess and Connecticut Railroad) established an operation that survived through good times and bad for over 25 years until it was absorbed into the Central New England Rwy and later became part of the New Haven RR. Still later 11 miles of the old ND&C line became part of the ill fated Penn Central, next Conrail, then the Housatonic RR and currently Metro North.

After many years and many different names, these tracks are still in service and owned by Metro North MTA. There is no regular train service on this “Beacon Branch” but they are keeping the line open for possible future use.

To see more about this historic rail line, once a part of the Central New England Railway in New York State and the New Haven Railroad, click here
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Crazy C-Liner. Is it real or fake? Maybe it was a shop switcher?
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Locomotive Dealers and Scrappers



Companies known to be in the locomotive building, rebuilding, resale, and scrapping business.

Compiled by Don Strack
Precision National Photographic Roster
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WOW, you have come to the right place to buy golf equipment!!!
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Baldwin Locomotives on the New York Central

This site is dedicated to the history and mechanical operation
of the incredible machine known as the
JORDAN SPREADER
Cheap Airfares

Our Steam Locomotive Section

Steam Locomotive Dot Info

Locomotive Traction

Concerning locomotive tonnage ratings:

1. The #1 'rule of thumb' is that a locomotive can't pull more tonnage (cars) than it can start. Where are you going to go with `em if you can't start `em?

It has proven both foolhardy and dangerous to try 'loading-up' a locomotive, or a consist, by helping a too-heavy train get started...yard switcher assist, or letting a train roll downgrade. That train gets stopped at a signal somewhere out in the boonies, and it's stuck there...the locomotives can't get it started again, the line's tied up, grade crossings are blocked, the Dispatcher is furious, and the train's crew has some `splainin to do.

2. The practical limit of adhesion of a steel wheel on a steel rail is 25%. Translated into laymen's terms, the maximum pull of the consist is 25% of the weight of the locomotives that are 'on line' in the consist (all units on line, or not, are additional tonnage added to the train tonnage; of course, the off line units aren't helping to pull anything).

Add up 25% of the weight of each locomotive working the train, and that is the practical amount of tractive effort the consist can be expected to provide for starting; it's the number you use to determine, using rolling friction car data, how many loads and empties (trailing tonnage) it can start on level track. The amount of tonnage to be started by any consist decreases with ascending grade of course.

3. The 'rolling friction' of the cars is what the tractive effort must overcome to start the train, but also to accelerate it, and to keep it rolling forward on the ruling grade. NY Central understandably NEVER boasted about West Albany Hill, and the extra helper steam engines they hid at Albany to pull trains, passenger and freight, up Albany's 2.75% grade which, in fact, exceeds the gradient of PRR's Horseshoe Curve.

4. The minimum speed a train can run is set by the minimum speed at which the slowest of its consist's DC locomotives can run without overheating their commutator-type traction motors. The builder supplies 'tractive effort vs. speed' curves for every type of locomotive it sells, including also the value of its "minimum continuous speed". The key word is "..continuous..". That is the builder's way of telling what his locomotive can do all day long without damage. This has changed with the introduction of AC locomotives (using induction, frequency-controlled motors) which don't have a thermally-limited minimum speed, a characteristic unique to them. However, railroads have fooled around running these units on extra heavy trains at sub-low continuous speeds...0.5 mph, 1.0 mph...at full throttle, only to find out that such foolishness can result in severe track damage.

5. Speed is horsepower...the old buckboard proverb: the faster you want to go, the more horses it takes.

A freight train can get over the line at 0.6 HP/Ton if it has enough locomotives (tractive effort) to make the ruling grade. It may take all day to get there, but it will plod along anyway. A scheduled manifest might typically be dispatched at 2 Hp/Ton to make a decent schedule. A 1000 ton passenger train draws (4) E8's or (2) P40's…9 Hp/Ton. A hot-shot Stac-Pac on passenger schedule might draw 10-12 Hp/Ton or more, which explains why some Stac-Pac and Trailer-Van trains will have 5-6 locomotives on it. Horsepower!

So early diesels were designed for optimal pulling at 40 mph. Above 40 mph to the maximum freight gearing speed of 62 mph caused electrical transmission losses and lower power and efficiency.

This is one reason the Nickel Plate 2-8-4's with maximum horsepower at 58 mph got the reefer traffic while the dieselized NY Central got the slow freight.

Reader Comments: A Correction to our Model 40 Roster

Not a question, but a correction to your site... The mod. 40 at Walkersville Southern is EMC b/n 2286 not 2268 as you have it. Also its orig. road # was 7954, not 7953. It was acquired from Allegheny Power, used at the Springdale PA power plant until late 80's. Acquired by Hag. Roundhouse Museum in 1994, repainted as '101' I should know, I was part of the group that preserved her... We dubbed her Chloe and she still runs, leased to WSRR. Greg Cabarrus
NY Central Niagara pulling a passenger train

New York Central Niagara pulling a passenger train.



What better picture than this one to show what the Central was all about. The Niagara was the last of the great locomotives.

Beacon Historical Society collection, courtesy of Bernie Rudberg

This train is southbound at Beacon. You can see the road bridge over the tracks in the background. At left is the former NY&NE ferry yard that later was occupied by the CNE and the New Haven.

Click here or on picture to see more about New York Central motive power.

Daddy of the Diesel
(Photo clipped from an old New York Central Headlight)

Scale Test Car

Scale Test Car

(Photo clipped from an old New York Central Headlight)

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Oil Electric 1924
(Photo clipped from an old New York Central Headlight)

Switcher Locomotive

This early diesel switcher, and lots of other great attractions, await you at the Pennsylvania Railroad Museum

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REA Express



In 1966 REA Express was operating a system primarily engaged in the expeditious transportation of express packages, less-than-carlot, and carlot shipments requiring special handling. REA Express also provided a world-wide shipping service through contracts with air carriers, acted as an ocean freight forwarder to many countries of the world, and provided local truck express service in some large cities of the United States. A subsidiary company of REA Express leased truck trailers to railroads, forwarders, and shippers for the use in trailer-on-flat car service. Such miscellaneous services as pick-up-and-delivery services for railroads, custom brokerage on import traffic, sale of traveler's checks and money orders, and collection of C. O. D. charges were also performed. REA Express conducted its business through 8,200 offices and used in its operations 137,000 miles of railroad, 132,000 miles of air lines, 79,000 miles of motor carrier lines, and 6,600 of water lines. The company employed 30,000 persons and operated a fleet of 12,000 trucks. The company handled some 66,000,000 shipment annually. (Association of American Railroads)

-with all those assets and experience, even though rail shipping was in decline, REA dominated the private package business. It was already into trucks, had name recognition, a customer base etc. -why did it finally fail? Why didn't it follow the trends and morph into something successful like UPS and FED EX?

We have a lot of information on the Railway Express Agency, later known as REA Express and also have significant background information available that will help you understand why REA Express failed.
See KC Jones BLOG about Railroad History We cover New York Central, New Haven Railroad and other Eastern Railroads. Penney Vanderbilt and KC Jones See Penney Vanderbilt BLOG about Golf and Vacations, especially on the French Riviera We have a lot about Nice, France. Not only do we cover golf on the French Riviera, but also Northwest France, Quebec, Golf Hotels and THE US Open
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