The Nevada State Railroad Museum in Boulder City has Union Pacific NW2, No 1000, which retains it original EMC 567 (no subletters) engine... It was one of two demonstrators built.

It is the first diesel locomotive on UP for freight service, It is among the earliest EMC diesels built. Many if not most of UP's NW2 locomotives were rebuilt with new engines.

How many prewar NW or SW locomotives survive, and how many with their as built 567 engines?

For bonus points, what would you consider the significant engineering to be preserved when rehabilitating an early diesel electric locomotive...

Randy

I know there is a 1938 M&StL NW1 at Green Bay, but I would bet the engine was rebuilt or replaced a long time ago, probably at Oelwein when it was owned by C&NW.
https://www.rrpicturearchives.net/showP ... ?id=542433

The only Minneapolis & St Louis NW1 to make it to the C&NW roster was rebuilt as a yard slug in the early 1960's by the Northwestern. The preserved example was retired before the C&NW acquisition and sold for use by the Marinette Tomahawk & Western.

It was retired by them in the early 1970's and donated, presumably with her Winton diesel intact (I can't see a shortline donating a switcher at that early date if it had been repowered with a new 567 in the 50's or 60's).

East Penn Railroad has a 1938 EMC built switcher still in active freight service with its 467 prime mover

SP 1006, SW1, built 1939 now at the S.Calif Rwy. Museum, Perris has been restored to its as built appearance with its original model, fully functional 567 'U' deck engine and original 14EL brake. Other than the obvious unique 2-stroke uniflow scavanged diesel engine design, I'd say that the crankcase and oil pan being essentially weldments in an era of heavy cast diesel engine design gives the Winton/GM Electro-Motive prime mover historical technology distinction.

https://photos.app.goo.gl/kUxUwTJGyovK9Eqi8
https://photos.app.goo.gl/cnyGgvXq9KckNekS6

Lehigh Valley 112, SW1 built in April of 1939 by EMC has its original 6-567-V. The loco runs well, just replaced the injectors and did a lube oil change. It has its original 14EL brake with a dead-man pedal. Not sure if the LV added the pedal or it came that way.

I also have two spare early 6-567’s one U and one V deck in my back yard next to my pole barn. Just what everyone needs.

Scott
Six-pin, NJ….for you Howard.

EMD 567 Technical Paper for viewing or download:

https://www.flickr.com/photos/barrigerl ... 322337137/

6-567C engine by Tim Suhling, serial no. 001.

https://www.flickr.com/photos/barrigerl ... 0328982314

PC

The D.S. 1000 is very unique given its longevity.

While not early 567 powered switchers, I can think of two very early examples of Winton 201A powered EMC products that paved the way for 1000 and it's brethren.

The Sabine River & Northern NC switcher at NMOT in St. Louis is still has its Winton engine.

The Dardanelle & Russellville SC at IRM also has its Winton engine.

For Bonus Points: What's to be preserved when rehabilitating an early diesel electric locomotive? Preservation of original design aesthetics should be prioritized to create a time capsule that is the object of preservation. It was a priority restoring SW1, SP 1006 at Southern California Railway Museum

This is one of the reasons I believe that not everything needs to be running. Part of the point of preservation is enable people to actually be able to see how things were.

Hypothetically: sure, different brakes might make it easier to use an SW1 on a museum's passenger trains, but is it really on mission to convert it?

The comment regarding modifying the brakes on SCRM’s 1939 SP1006 SW1 is totally false. It is exactly as it was delivered in 1939. I know. I’m the person that started the project, raised the funding, and stuck with it for 18 years. Everything is exactly as it was delivered with one exception, that is the air tanks. We knew we would be operating the locomotive so opted for welded and drilled tanks rather than riveted tanks. Suggesting that old equipment should only be on static display is a serious misunderstanding of the railfan community. Obviously if you have an indoor static museum in Baltimore then sure, have things that are beautifully polished and totally nonfunctional. There are others that have museums that highlight operations of antique equipment and know that is the major draw to visitors. Now if someone were to upgrade their brake system to 26L or even self lapping, then you have a point. But suggesting we bastardized our SW1 and should only have it on display it very off course and not well thought out.

Sorry, I didn't mean to imply that was the case in this situation. Like I said, it was more a point of "if someone were to do this...".

I understand the railfan community, but I also know that preservationists have to weigh the interest of that community with the interests of the greater community that bestow that coveted tax exempt status. The reason that exists is so that things are preserved for educational purposes, not for "fun photo charters".

It's the big difference between Strasburg and the RR Museum of PA (having them across the street from each other is also what makes that location so damn special).

As a tax exempt organization, our stated charter is to preserve and operate our equipment for the education the public. Operating antique vehicles in our collection does not jeopardize our tax exempt status as you seem to imply. A purely static display museum has merit, like for the Smithsonian, but the much larger community is interested in operational railroad artifacts. If we were to follow your train of thought, all steam engines would be relegated to static display.The Durango & Silverton RR would cease operating. The Cumbrs & Toltec would shut down and the East Broad Top would go back to a nonfunctional storage yard. If a piece of rolling stock is broken beyond reasonable repair, or is the last one in existence, then put it on static display. In our case, we receive no state or federal funds. The only way we survive, like almost all railroad museums, is to have operational equipment that provides an income. Furthermore, in today’s world of computerized fabrication of parts, there is almost nothing that can’t be repaired or duplicated. So lobbying for pure preservation of artifacts is a very narrow viewpoint of the interests of the community. Education is the main goal and allowing the public to experience operational equipment provides memories far beyond looking at a polished piece of equipment on display.

As both the person who started this thread, and your always friendly moderator… a CIVIL discussion of issues of preservation of operating equipment is very appropriate… but lets keep it civil. (end of your friendly moderator’s warning/rant).

The locomotive about which this tread started had been converted from traditional air brake system (EL-14) which has emergency-release-lap-apply settings to a self lapping system, at the museum, because volunteers were not comfortable with the earlier system. Part of the proposed work is to convert it back to EL-14 brakes as built…

The locomotive has also had its large drum throttle/controller replaced by a more modern unit (that done while in railroad service… and at this time there is no interest in converting it back, but staff has indicated an interest in locating a drum throttle for display.

In the Secretary of Interior’s standards and guidelines for historic preservation(written for buildings but applied to ships, aircraft and railroad equipment) includes some discussion about “sustainability”… We don’t have the resources to simply “preserve” everything… so in some cases we need to find a productive use for some properties/objects. Some of that discussion (when discussing buildings) included adding elevators, air conditioning and modern utilities, so a building can be used while being preserved, and through that use generate income and interest to allow that object to continue to be preserved (in the case of a building it occasionally needs a new roof and or paint… In the case of a railroad locomotive or car, excursion service will both make it productive, generate interest, and potentially raise some revenue to build the building to house it and maintain it.

I have a personal belief that in railroad preservation, not everything needs to run, but we should preserve it in a way that it could be made to run in the future…

In the case of railroad equipment, which was or is part of an industrial system, and which during its operating life was repaired, rebuilt and altered, part of its history is that use, and the resulting repairs, etc… So as preservationist we need to discuss those changes, as well as any repairs, rehabilitation or restoration needed for each object, as we care and preserve it.

Scott, the LVRR added the deadman pedal when the 282 award came down eliminating the fireman’s position.

After I was promoted to engineer, the first job I was called for was the S-K Roustabout.
It worked a branch in Jersey City NJ.
The power was sister locomotive 118.

Keith