Rio Grande Diesel Roster General Notes
Compiled by Don Strack
This page was last updated on July 25, 2008.
Index
A total of 44 units were equipped with steam generators for passenger service, including:
FTBs 5432, 5433, 5442, 5443, 5452, 5453, 5462, 5463, 5472, 5473, 5482, 5483, 5492, 5493, 5502, 5503, 5512, 5513 (18 units)
F3Bs 5522, 5523, 5532, 5533, 5542, 5543 (six units)
F7Bs 5552, 5553, 5562, 5563, 5572, 5573 (six units)
F7As 5571 and 5574 (replaced by water tanks in early 1950s)
F7Bs 5582, 5583 (added in about 1953)
F9Bs 5762, 5763, 5772, 5773 (four units)
PAs 6001, 6003, 6011, 6013 (four units)
PBs 6002 and 6012
The two early F7 cab units, D&RGW 5571 and 5574, were the only D&RGW EMD cab units built with steam generators; they had small water tanks located directly beneath their steam generators. This feature allowed the unit to be used alone in passenger service (a single F unit on a passenger train), which was planned on D&RGW but apparently happened very seldom. Sufficient water supply for steam generators was a chronic problem on the long distances on many western railroads, so when each of these two units were wrecked in May 1952 (5574) and November 1953 (5571), the steam generators were replaced by water tanks that fed water to the steam generators in adjacent booster units. These later, larger water tanks are evident by their water fills located on the bottom of the car bodies, just to the rear of the units' rear side door.
Photographic research suggests that the steam generators installed in F7Bs 5582 and 5583 in about 1953 likely came from FTBs 5492, 5493, 5502, 5503, 5512, and 5513, which apparently had their steam generators removed at about the same time.
Carbody Changes on EMD F units
In the earliest known example of EMD rebuilding a D&RGW diesel unit, a photo in Denver & Rio Grande Western Color Pictorial, Volume 1, on page 99, shows FT (or rather former FT) 543 as having been rebuilt to an F3. The mechanical components of an FT and an F3 are so different that it would not have been a simple replacement of carbody panels. The photo is dated as being taken in about 1949, six years after 543 was delivered new in 1943.
During the late 1940s and early 1950s, many of the F3 units were sent back to EMD for upgrading to the more modern F7 specifications. As part of the upgrade process, the units also received carbody side panels that match later F3 and F7 locomotives. Possibly the first example would be the first three A-B-B-A sets of D&RGW F3s, which were built as Phase I units. These units were sent to EMD in about 1951 (they were built in 1946). Their appearance upon return was very similar to what is known as Phase III F3s, with high radiator fans and later carbody side panels. Other features, other than their side panels, identify these units as rebuilt Phase I units, rather than factory-built Phase III units.
D&RGW 5571 was built in February 1949 as an F7A. This unit, along with F3A 5531, was wrecked in November 1953, and was rebuilt by EMD under order 8032 in February 1954 with F9 carbody side panels, keeping all of its other its late F3-era features, including the 36-inch dynamic brake fan. It received a 1500-hp 567BC engine in place of its original 567B engine. The wreck destroyed the unit's nose and cab area, and some of the side panels. Because of the later F9 side panels, this locomotive has been confused regularly as being an F9, which it was not. The unit retained its original F7 mechanical and electrical components until retirement and sale to Alaska Railroad in May 1970.
D&RGW 5531 was built in November 1946 as an F3A. Wrecked at the same time as F7A 5571 in November 1953 and shipped to EMD in four gondolas for wreck repairs. Like the 5571 two months before it, 5531 was returned in April 1954 with some components of EMD's F9 carbody, wearing the new Aspen Gold and four black stripes paint scheme. It was rebuilt by EMD under order 7516, with a 1500-hp 567 BC engine instead of its original 567B engine. The original F3 portions of the carbody retained included the high radiator fans and the dynamic braking rooftop hatch with blowers covered by chicken wire grilles.
Noted at the Denver Public Library web site, three photos of D&RGW 38 (44T GE) with the triple coupler pockets for coupling to either SG or NG cars. Shots show two couplers in place. Interesting is that the NG cars are coupled onto the far end of the engine demonstrating that this unit had this arrangement on both ends. (Robert Harmen, via email dated December 8, 2002)
D&RGW Baldwin VO660 73 was equipped with a air-operated dual-gauge front coupler, and a stationary dual-gauge coupler on the rear, for service at Alamosa.
D&RGW Alco S-2s 101, 110 and 111 were equipped with dual gauge couplers on the rear end, and an air-operated changeable sliding coupler on the front, for service at Alamosa and Salida.
D&RGW EMD SW1200 131 was equipped from 1966 until late 1970 with air operated dual-gauge coupler on the front end (long hood end) for service at Alamosa. The coupler was removed from one of four earlier switchers (VO660 73, S-2s 101, 110, and 111) that had been equipped for the same service.
All new GP30/35/40s and SD45s were delivered with Mars-branded lights, except for
3129, 3130, which came with Gyralite-branded lights. The last two orders of
SD40T-2s and SD50s also were delivered with Gyralite lights. (Jim Eager)
