Although the SD70MAC's are my favorite, GE's are always great locomotives. Here on the Boston subdivision, EMD's aren't as common on road freights, so I've gotten used to seeing GE's. Great video!
One of the most UNDERESTIMATED products of a company known more for lighting and medical devices. Only the Vulcan cannon suffered more underestimation.
@@michaelmurray11189 When assembling a locomotive, its best not to connect the battery until all other connections are made... Or yea, stuff would happen!
I love how I just got a Ford truck advertisement that said “iT caN tOw 13,000 pOUnDs!” Then immediately it switched to the train pulling like 150 20 ton cars behind it.
A 20 ton car would be the lightest empty car out here. A normal loaded car weighs up to 143 tons. Empties are usually 30-50 tons depending on the type.
For some context, the maximum weight of a road going tractor trailer is only 40 tons including the tractor! So one loaded rail car weighs more than three fully loaded big rigs.
good old G.E. chuggers ! the old U-boats when I was a kid could be heard for miles away on Conrail's ex P.R.R. mainline the Alco's too , they just smoked more :D these locomotives are awesome !
GE is the new comer EMD was the first and always my favorite, but I love horse power no matter who builds it, I too like the sound of the older ones, you can just feel the power as rumble shakes the air
on another thought I am not that fond of the big Cat motors, after owning a 3406B Cat burns too much fuel and out weighs most other engines for the same power,
John Savoy you mentioning that reminds me of something a coast guard mechanic told me when I asked him about the ships' engines... he told me the manufacturer, but I can't remember the name. I DO remember that it wasn't American! (I think it was British?) He explained that throughout all the testing, etc..., none of the American manufactures could supply an engine to pass the tests, AND be light enough while meeting the required hp.
GE was partners with Alco before 1920: "Interestingly, GE is credited with commercially producing the very first diesel-electric locomotive in 1918, a motor car design built for the Jay Street Connecting Railroad, #4. " GE overtook EMD in sales in late 1983, or 32 years ago, and has led ever since. GE is hardly a "newcomer", and got to be the sales leader by giving the railroads what they wanted - a durable, reliable product that pulls all day and night. EMD has suspended North American production while it tries to get some kind of engine T4 certified without DEF.
Douglas Skaalrud fuel economy is "a" reason, but not "the" reason. EMD couldn't get the 710 engine T4 certified without DEF, a situation which the railroads refuse to accept , and justifiably so. Now that Cat owns EMD, you can bet on some changes. The diesel engine will be one. Cat has been trying to crack the locomotive market for at least 30 years with the 35/3600 engines. The 3600 series Cat has been around a little while, and most if the bugs are gone. My fearless prediction is they'll use the 3612/3616 if they can get that certified, and resume production in 2017 or so. As long as that engine doesn't have the reliability issues that the ACERT truck engines did, they'll do well.
Yep GEVO's put down an incredible amount of tractive effort, and with the adhesion software they use they get minimal wheel slip, very amazing pieces if machinery, great video👍🏼😎
Why are so many people arguing about which manufacture is better? I really do care, I like them all. I don't know much about GE's, so I can't say if they really have more pulling power than say a SD70Ace. But even if it does, EMD is still known to be the more reliable manufacture. That is why you see so many older EMD's still around and being used. You don't see any GE's from the 70's on any railroad these days, where as you cold find an SD40-2 on almost every railroad in the country.
Most of the EMDs you find on short lines are from before the '70s. I used to go on GE Transportation's intranet before they got wise and stopped it. They had a list of every short line and every unit they owned. The idea, I think, was to sell Tier II replacement engines to them. transportation also had running tally of patents in the railroad industry. I wish they hadn't locked me, an employee of another GE business, out of the internet. It was so informative.
I love how foamers argue about what locomotives are better, when they have 0 experience with railroading other than hearing train horn go BEEP BEEEEEEEEEEP and beating their dicks over their recordings of trains.
I am a 71 year old novice but there is just something about a loud horn and The flying dust. Miss steam, I admit that. Knowing how much tonnage can be pulled by these big EMD's and GE's does make a lot of sense. Getting all those trucks moved cheaper than driving, is cool.
I’m definitely biased towards GE, but mostly because the new EMDs are terrible for the operator (which I am) The interface is a complete mess. Sure they pull great, but that’s such a low bar for a machine that is designed to pull great. The amount of little things that are terribly designed on a modern EMD is rage inducing when you have to deal with them all day, like it was designed by someone who has never rode in let alone driven a train. GE’s feel like they were designed by an actual team of experienced railroaders.
@@IanR1205 I've heard lots of bad things about crews hating 2011 and earlier build SD70's. Are the 2012 and later models good models, or are they still bad? Would love to know if you could speak for the Tier 4 SD70ACe's with their new 4-stroke engine.
El Ectric - 2012 and newer are as bad as ever when it comes to user experience. I don’t have much to say about the 4 stroke engine because as an engineer it doesn’t really matter. Every modern 4000+ HP diesel locomotive is excellent at pulling trains. Granted, I don’t work in coal country or over mountain grades, so maybe there is some advantage an EMD has over GE there. But 90% of railroading isn’t in coal country or up 2% grades. It’s with a wide variety of heavy, light, long, short, fast and slow trains on flat ground with some mild grades. It’s in the every day use of these locomotives from the crew’s perspective that GE is miles ahead of EMD. Some examples: EMD doesn’t use a blacklight for the controls or switches. So at night you can’t see any of your controls. You have to turn on the overhead reading lamp to see anything. It’s like if your car’s dash didn’t light up so you had to turn on your map light to see it. EMD has a terrible counter system. The counter is what we use to know where the rear of the train is. You enter your train length and when you go by a location you press the counter button and it begins to countdown your train length as you move so when the counter reads zero you know the rear of your train is past that location. GE has an awesome system. You have two counters and you can set them from 0-19999 and you can make them count up or down. So on one counter you might have your train length and the other set at zero and count up if you need to have two counters going at the same time which is common. And you can pause the counter and reset whenever you want. EMD has one counter, and you can only set it from like 165-19999 and you can only count down and you can’t pause it, it just keeps counting down forever and you have to hit the reset button to start again and it immediately begins counting down. There’s so little control over such an important aspect of everyday railroading it’s just awful. Another thing is the throttle on EMD will not shut off immediately when you set it to idle. It slowly reduces effort. On a GE you can have the amps pegged at the maximum and as soon as you click the throttle to idle, it immediately shuts off. And if you want to run hot like I do it makes it way easier. EMDs will continue to accelerate if you snap the throttle off. Sometimes gaining 3 or 4 mph when you’re light power without cars. That might not matter if you run slow and methodically, but just the fact that an EMD can’t do it and a GE can is part of the many reasons I hate running them. I could go on but this is long enough haha.
I like both EMD and GE too. EMD GP39-2's have a nice deep bass sounding prime mover, but GE's have that chug. I like how EMD's are called screamers though, especially like an F40PH or an SD40-2. However a 4-8-4 steam locomotive like SP&S 700 or SP 4449 way outdoes an EMD or a GE powerwise.
It's been a long time, but I don't recall any freight I was on as a brakeman moving this fast from one track to another, but, then, after decades, my memory might be a little fuzzy.
I waited for the detector to announce the speed at the end but it didn't. The rear of the train didn't seem to be above 25-30 mph. 40 mph crossovers are common place now for freight. We have a number of them out in CA. on UP and BNSF track.
As someone who considers himself at least somewhat practical, as well as a breather of air, I'm always happy to see a modern GEVO or SD70ACe (the ACe admittedly a bit more because they're so beautifully ugly) on the headend of a big freight train because I know they're moving a hundred-plus cars down the line without blotting out the sun with diesel fumes like a half dozen FAs would. But my inner railfan would much prefer the sight of a smoking ALCO, or chortling EMD, or burbling Baldwin because they just have so much more character and (dare I say it?) soul. That's my two cents worth, anyhow...
Riding in the first coach behind one was almost spooky-the headlight looked like a big eyeball staring at you!! And their hum was something straight out of the Twilight Zone!!
I don't know, but in my early railfanning days, I'd see those GGs pulling some mighty long trains! I assume that's the reason it took a while to phase them out! I have photos of them in PC and Conrail dress (after Conrail's demise)! I grew up with them; maybe it's just me...
Though not everyone will share my opinions about locomotives, in general, they're all pretty cool to watch, listen to and discuss. Personally, I have always favored the early EMD's. My two favorites are the basic SD40-2 and the very powerful DDA40-X. Those two locomotives just look and sound very impressive. On the other hand, General Electrics (GE) ES44AC and the locomotive it more or less replaced, the very powerful AC6000 are also my favorite two locomotives. Which ones are the best? That is a question rail fans and professional railroad people have pondered for decades. Generally speaking, if you examine statistics of every modern day locomotive, you might start to see a pattern of sorts. Like how much down time certain locomotives have or, how many miles logged before something serious occurs. Of course, records are kept, but I am quite sure companies like, CSX, NS,BNSF, AMTRAK, Union Pacific are not exactly ready to share such info with ordinary folks like us. However, there are legitimate people keeping tabs on locomotives of the various big companies. The purpose of which is to determine which locomotives really perform or don't perform. We are well into the 21st century. The days of smoking loud insanely cool locomotives are pretty much at an end. Today, GEVO's are all the rage as they are becoming more and more numerous on the various railroads. With clean burning diesel technologies and computer technologies, that have virtually eliminated the need for the old stuff, rail fans see fewer and fewer of the older locomotives. Of course, many secondary railroads will spend huge amounts of capital to purchase, refurbish and utilize some older locomotives in order to save money purchasing newer more sophisticated types. These ad hoc arguments, debates etc about which locomotives are the best, most powerful etc have become really quite boring. Even by today's standards, the DDA40-X and the Big Boy are still classified as the most powerful locomotives ever constructed. A fact which remains virtually unchanged. In the final analysis, every single locomotive ever created in the world has it's fan base. Which one you like or believe is the best is certainly your choice. The locomotives in this video represent decades of thorough research and development by GE. This company doesn't mess around. They put into their locomotives serious technologies designed to eliminate waste of energy. Lock, stock and barrel. GE is by far the leader of locomotive technologies. By contrast, EMD ( Electro Motive Division), stands alone as the creator of some of the most enduring types of locomotives ever seen. The SD series certainly qualify on that account. Big powerful locomotives that generate huge amounts of horse power. When lashed together, really could move heaven and earth. Honestly, both companies manufacture the best of the best. Personally, the ES44AC just appeals to me. It looks fantastic. Yes, I get it, that it might be boring, but as I stated above, we are in the 21st century. Locomotive technology is about miles per gallon and absolutely clean burning and safety. That's it, in a nutshell. Certainly we can all agree as rail fans or professionals in the railroad industry that we have come a very long way. Who knows what the next 100 years will be like in this really cool industry!🚈🚅🚄🚆🚇🚉
Yep. Scale of efficiency is a beautiful green thing. A 300 car train can replace 1000 trucks and do it with less fuel burned per tonnage hauled by a large margin. Even road trains can't come close to what a rail train can do.
Great shot during the approach! But obviously anyone who thinks these GEs are nice was born too late to have seen GG-1s! I've seen them pull some mighty long freights-with only a single unit! THAT'S power!!
I hear that a lot.However, I can't find any proof that the GE prime movers are any less reliable than EMD prime movers.I've been a railfan for decades, and from what I've seen, the prime mover failures are pretty equal (which is rare for both considering the operating hours they log).
Starting out slow and steady to remove any slack along the train, then you can start to open up the throttle one notch at a time to get up to speed. Give it too much too soon and you might break a coupling or two, and you’re going to have a pretty bad day.
The locomotives here in the US can also be found in many other countries. For example, they can be found in Canada, Mexico, Australia, many South American countries, and I do believe some could be found in China.
The prime mover THP has always been pretty close between the 2 manufacturers.The latest prime movers (EMD's 1010J making 4400 THP, and GE's GEVO-12 making 4400 THP).One thing that's going to be a big change for EMD (and EMD fans), is to meet the EPA's Tier 4 emissions regulations, EMD is switching over to a 4-stroke platform (what GE has always used).So from us GE fans to you EMD fans - welcome to the dark side!
EMD shot themselves in the foot by marketing that SD-90 to prospective customers. The 4 stroke 265H engine it used is now history. Not to worry though, GE's didn't do much better with their AC-6000. The 1960's tests of EMD DD-35's, Alco C-855's, and the GE U-50's all suffered the same fate, and they had two 16 cylinder engines in each unit....maintenance intensive back in those days.
GE's are the best locomotives period I know people like the old SDs but emd is just an afterthought now being an engineer for 15 years for csx on the KD and Cv sub I can tell you nothing pulls like a GE on the CV sub all we did was load coal trains we had 20 or so load outs to work most on the side of the steepest mountain they could find and the EMD's were an absolute joke and dangerous to a point anyone that has handled heavy tonnage 13,000 to 15,000 tons on heavy grade will tell you if you had an EMD you were in for a long night that's why CSX only has a hundred or so EMD AC,s don't get me wrong they do ok on the main line but not for anything heavy they should put them on the "pigs" and leave them there
They were rockets. I had 2 UP AC60's on a coal train once, and they were just phenomenal. On the way home with the empties, just one online was plenty of power. I always suspected they were more of an intermodal unit than a heavy puller like the AC44.
I took physics in college. And watching this, I got to thinking, how much friction is needed to keep wheels from slipping when trying to pull all that mass. If coefficient of friction was .5, and the locomotive was 100 tonnes, that's something like a traction force of 500 kilo Newtons? ( 100*1000 kg * 9.8 M/s^2 * .5 ?)
Average traction for a locomotive is 25% of the weight on the drive wheels, but you can amp that up by slightly spinning the wheel and adding sand to the rails. Modern locomotives have computerized drives that do this automatically when maximum traction is required. I/E: A 200,000 pound locomotive will average 50,000 pounds or more of tractive effort with all of the weight on the drive wheels, depending on track conditions. ♡ T.E.N.
I would like to find a good video on UA-cam explaining how the traction motors pull all that weight. Cause its the traction motors that do the pulling not the deasel engine. The engine provides high voltage 480 volts or so to the traction motors via a generator in link with the engine. But just how do the traction motors pull all of that weight ? How many traction motors are per each engine ? Also how much torque does one traction motor have in horse power ? And if an engine has six traction motors , how much combined horse power do the traction motors have ?
The railroad was such a massive engineering feat. So underrated imo. Ever aspect of it.
Do you know what "GE" Means
@@randomdude440 General Electric, the company who made the locomotives seen here.
@@randomdude440 gay enterprise?
@@randomdude440 golf extremities
@@randomdude440 gaining everyday?
Love the sound of the GE 4 stroke diesels. They are very quiet these days compared to 20 or so years ago..
Yeah I love that sound too. I remember the first time I really noticed it, thinking "damn that sound beefy"
GEVO's and wide cab EMD's are my favorite
Although the SD70MAC's are my favorite, GE's are always great locomotives. Here on the Boston subdivision, EMD's aren't as common on road freights, so I've gotten used to seeing GE's. Great video!
Love the sound of GE locos.
Superb video. Thanks. - Rajanish Joshi
One of the most UNDERESTIMATED products of a company known more for lighting and medical devices. Only the Vulcan cannon suffered more underestimation.
I just finished running cables to the traction motor locations and battery charger on a CSX Locomotive platform today in GE Erie. Tier 4
I would think if you touched those cables with your bare hands when they’re live, it’ll give you a lot more than just curly hair.
@@michaelmurray11189 When assembling a locomotive, its best not to connect the battery until all other connections are made... Or yea, stuff would happen!
I love how I just got a Ford truck advertisement that said “iT caN tOw 13,000 pOUnDs!” Then immediately it switched to the train pulling like 150 20 ton cars behind it.
A 20 ton car would be the lightest empty car out here. A normal loaded car weighs up to 143 tons. Empties are usually 30-50 tons depending on the type.
Ian Rozzano I did not know that! only further proves my point!
For some context, the maximum weight of a road going tractor trailer is only 40 tons including the tractor! So one loaded rail car weighs more than three fully loaded big rigs.
Ian Rozzano that’s incredible. Railroads are incredibly underrated
Thanks airing the Outstanding vid. Oscillating and frequency of Power sounds.Bliss
I like how American trains accelerate so fast,they literally go from 0 to 70 real quick
Love the noise the engines make when revving up
Wonderful get. Love EMD and GE
There's that distinctive GE chug!
wow. He sure went thru that crossover switch fast. Expected to see a pusher on the back. Very strong engines.
0:59 love the sound just love it
good old G.E. chuggers ! the old U-boats when I was a kid could be heard for miles away on Conrail's ex P.R.R. mainline the Alco's too , they just smoked more :D these locomotives are awesome !
GE is the new comer EMD was the first and always my favorite, but I love horse power no matter who builds it, I too like the sound of the older ones, you can just feel the power as rumble shakes the air
on another thought I am not that fond of the big Cat motors, after owning a 3406B Cat burns too much fuel and out weighs most other engines for the same power,
John Savoy you mentioning that reminds me of something a coast guard mechanic told me when I asked him about the ships' engines... he told me the manufacturer, but I can't remember the name. I DO remember that it wasn't American! (I think it was British?) He explained that throughout all the testing, etc..., none of the American manufactures could supply an engine to pass the tests, AND be light enough while meeting the required hp.
GE was partners with Alco before 1920:
"Interestingly, GE is credited with commercially producing the very first diesel-electric locomotive in 1918, a motor car design built for the Jay Street Connecting Railroad, #4. "
GE overtook EMD in sales in late 1983, or 32 years ago, and has led ever since. GE is hardly a "newcomer", and got to be the sales leader by giving the railroads what they wanted - a durable, reliable product that pulls all day and night. EMD has suspended North American production while it tries to get some kind of engine T4 certified without DEF.
Pete Kranz Probably the most important reason is fuel economy. A 4 stroke-cycle engine burns far less fuel that a 2 stroke-cycle.
Douglas Skaalrud fuel economy is "a" reason, but not "the" reason. EMD couldn't get the 710 engine T4 certified without DEF, a situation which the railroads refuse to accept , and justifiably so.
Now that Cat owns EMD, you can bet on some changes. The diesel engine will be one. Cat has been trying to crack the locomotive market for at least 30 years with the 35/3600 engines.
The 3600 series Cat has been around a little while, and most if the bugs are gone. My fearless prediction is they'll use the 3612/3616 if they can get that certified, and resume production in 2017 or so. As long as that engine doesn't have the reliability issues that the ACERT truck engines did, they'll do well.
0:43 lovely sound of locomotives
Excellent video!! I love GE locomotives. They are very strong, incredible and they put down effort and EMD locomotives are very strong too!!
Thank you very much! 👍
@@BaltimoreAndOhioRR your welcome!!
Yep GEVO's put down an incredible amount of tractive effort, and with the adhesion software they use they get minimal wheel slip, very amazing pieces if machinery, great video👍🏼😎
Well said!
Why are so many people arguing about which manufacture is better? I really do care, I like them all. I don't know much about GE's, so I can't say if they really have more pulling power than say a SD70Ace. But even if it does, EMD is still known to be the more reliable manufacture. That is why you see so many older EMD's still around and being used. You don't see any GE's from the 70's on any railroad these days, where as you cold find an SD40-2 on almost every railroad in the country.
Most of the EMDs you find on short lines are from before the '70s. I used to go on GE Transportation's intranet before they got wise and stopped it. They had a list of every short line and every unit they owned. The idea, I think, was to sell Tier II replacement engines to them. transportation also had running tally of patents in the railroad industry. I wish they hadn't locked me, an employee of another GE business, out of the internet. It was so informative.
I love how foamers argue about what locomotives are better, when they have 0 experience with railroading other than hearing train horn go BEEP BEEEEEEEEEEP and beating their dicks over their recordings of trains.
@@ironmatic1 and here you are watching.
I am a 71 year old novice but there is just something about a loud horn and The flying dust.
Miss steam, I admit that. Knowing how much tonnage can be pulled by these big EMD's and GE's does make a lot of sense. Getting all those trucks moved cheaper than driving, is cool.
Heart of Railfan Beats with the Roaring of GEVOs.
Beautiful CSX GEVO startup.
Nice video.
Personally, I like both EMD and GE! :D
It’s nice to see someone else that’s unbiased toward the two companies.
I’m definitely biased towards GE, but mostly because the new EMDs are terrible for the operator (which I am) The interface is a complete mess. Sure they pull great, but that’s such a low bar for a machine that is designed to pull great. The amount of little things that are terribly designed on a modern EMD is rage inducing when you have to deal with them all day, like it was designed by someone who has never rode in let alone driven a train. GE’s feel like they were designed by an actual team of experienced railroaders.
@@IanR1205 I've heard lots of bad things about crews hating 2011 and earlier build SD70's. Are the 2012 and later models good models, or are they still bad? Would love to know if you could speak for the Tier 4 SD70ACe's with their new 4-stroke engine.
El Ectric - 2012 and newer are as bad as ever when it comes to user experience. I don’t have much to say about the 4 stroke engine because as an engineer it doesn’t really matter. Every modern 4000+ HP diesel locomotive is excellent at pulling trains. Granted, I don’t work in coal country or over mountain grades, so maybe there is some advantage an EMD has over GE there. But 90% of railroading isn’t in coal country or up 2% grades. It’s with a wide variety of heavy, light, long, short, fast and slow trains on flat ground with some mild grades. It’s in the every day use of these locomotives from the crew’s perspective that GE is miles ahead of EMD. Some examples:
EMD doesn’t use a blacklight for the controls or switches. So at night you can’t see any of your controls. You have to turn on the overhead reading lamp to see anything. It’s like if your car’s dash didn’t light up so you had to turn on your map light to see it.
EMD has a terrible counter system. The counter is what we use to know where the rear of the train is. You enter your train length and when you go by a location you press the counter button and it begins to countdown your train length as you move so when the counter reads zero you know the rear of your train is past that location. GE has an awesome system. You have two counters and you can set them from 0-19999 and you can make them count up or down. So on one counter you might have your train length and the other set at zero and count up if you need to have two counters going at the same time which is common. And you can pause the counter and reset whenever you want. EMD has one counter, and you can only set it from like 165-19999 and you can only count down and you can’t pause it, it just keeps counting down forever and you have to hit the reset button to start again and it immediately begins counting down. There’s so little control over such an important aspect of everyday railroading it’s just awful.
Another thing is the throttle on EMD will not shut off immediately when you set it to idle. It slowly reduces effort. On a GE you can have the amps pegged at the maximum and as soon as you click the throttle to idle, it immediately shuts off. And if you want to run hot like I do it makes it way easier. EMDs will continue to accelerate if you snap the throttle off. Sometimes gaining 3 or 4 mph when you’re light power without cars. That might not matter if you run slow and methodically, but just the fact that an EMD can’t do it and a GE can is part of the many reasons I hate running them. I could go on but this is long enough haha.
I like both EMD and GE too. EMD GP39-2's have a nice deep bass sounding prime mover, but GE's have that chug. I like how EMD's are called screamers though, especially like an F40PH or an SD40-2. However a 4-8-4 steam locomotive like SP&S 700 or SP 4449 way outdoes an EMD or a GE powerwise.
An excellent video. Hello from the Tracy Mountain Railway in Colorado. ♡ T.E.N.
Hello there!
The awesome power of a fully functioning locomotive.Steve. UK.
SWEET BADASS CATCH BRO! 2 BIG THUMBS UP! BRILLIANT VIDEO! GOTTA LOVE THOSE UNITS CHUGGING! THEY SOUND AMAZING!
Thanks a lot!
nice video love ge and emd when your rail side u can feel guts shake 😁
It's been a long time, but I don't recall any freight I was on as a brakeman moving this fast from one track to another, but, then, after decades, my memory might be a little fuzzy.
or the standards may have been updated a little ;-)
thx for commenting!
I waited for the detector to announce the speed at the end but it didn't. The rear of the train didn't seem to be above 25-30 mph. 40 mph crossovers are common place now for freight. We have a number of them out in CA. on UP and BNSF track.
0:43 love the roar
As someone who considers himself at least somewhat practical, as well as a breather of air, I'm always happy to see a modern GEVO or SD70ACe (the ACe admittedly a bit more because they're so beautifully ugly) on the headend of a big freight train because I know they're moving a hundred-plus cars down the line without blotting out the sun with diesel fumes like a half dozen FAs would. But my inner railfan would much prefer the sight of a smoking ALCO, or chortling EMD, or burbling Baldwin because they just have so much more character and (dare I say it?) soul. That's my two cents worth, anyhow...
You'd be happy to know that the GE passenger diesels - P40/P42 - are surprisingly close in design to the Bombardier LRC units.
Riding in the first coach behind one was almost spooky-the headlight looked like a big eyeball staring at you!! And their hum was something straight out of the Twilight Zone!!
Sure went thru the crossover fast. And picked up speed in a hurry fast. Great video!
ELECTRIC LOCOMOTIVES are wonderful, especially these types, ones that have their own electric generators onboard !
GE pulls like a boss!!
The last coach will be two kilometers away from destination while the engine already reached it 😋
Giant & strong locomotive.. Very nice video catch!
Coal and ore trains are heavier, but still a nice catch!
Wonderful video!
GE Powerfull
Amazing....
Salam from Indonesia.
Love that sound
I don't know, but in my early railfanning days, I'd see those GGs pulling some mighty long trains! I assume that's the reason it took a while to phase them out! I have photos of them in PC and Conrail dress (after Conrail's demise)! I grew up with them; maybe it's just me...
Long train there, I got a couple 580 axle trains the last week here
wonderful video
Many thanks 👌
Like the video, and I love the sound of GE locomotives, but I think EMD's can also pull. Lol
Super train, certainely the pulling POWER my friend.....thanks
Locomotives: CSX 5492 (GE ES40DC), CSX 970, & CSX 5482 (GE ES40DC)
Locomotives are king on land !
I love the way the GEs sound!!!
Though not everyone will share my opinions about locomotives, in general, they're all pretty cool to watch, listen to and discuss. Personally, I have always favored the early EMD's. My two favorites are the basic SD40-2 and the very powerful DDA40-X. Those two locomotives just look and sound very impressive. On the other hand, General Electrics (GE) ES44AC and the locomotive it more or less replaced, the very powerful AC6000 are also my favorite two locomotives.
Which ones are the best? That is a question rail fans and professional railroad people have pondered for decades. Generally speaking, if you examine statistics of every modern day locomotive, you might start to see a pattern of sorts. Like how much down time certain locomotives have or, how many miles logged before something serious occurs. Of course, records are kept, but I am quite sure companies like, CSX, NS,BNSF, AMTRAK, Union Pacific are not exactly ready to share such info with ordinary folks like us. However, there are legitimate people keeping tabs on locomotives of the various big companies. The purpose of which is to determine which locomotives really perform or don't
perform.
We are well into the 21st century. The days of smoking loud insanely cool locomotives are pretty much at an end. Today, GEVO's are all the rage as they are becoming more and more numerous on the various railroads. With clean burning diesel technologies and computer technologies, that have virtually eliminated the need for the old stuff, rail fans see fewer and fewer of the older locomotives. Of course, many secondary railroads will spend huge amounts of capital to purchase, refurbish and utilize some older locomotives in order to save money purchasing newer more sophisticated types.
These ad hoc arguments, debates etc about which locomotives are the best, most powerful etc have become really quite boring. Even by today's standards, the DDA40-X and the Big Boy are still classified as the most powerful locomotives ever constructed. A fact which remains virtually unchanged. In the final analysis, every single locomotive ever created in the world has it's fan base. Which one you like or believe is the best is certainly your choice. The locomotives in this video represent decades of thorough research and development by GE. This company doesn't mess around. They put into their locomotives serious technologies designed to eliminate waste of energy. Lock, stock and barrel. GE is by far the leader of locomotive technologies. By contrast, EMD ( Electro Motive Division), stands alone as the creator of some of the most enduring types of locomotives ever seen. The SD series certainly qualify on that account. Big powerful locomotives that generate huge amounts of horse power. When lashed together, really could move heaven and earth. Honestly, both companies manufacture the best of the best.
Personally, the ES44AC just appeals to me. It looks fantastic. Yes, I get it, that it might be boring, but as I stated above, we are in the 21st century. Locomotive technology is about miles per gallon and absolutely clean burning and safety. That's it, in a nutshell. Certainly we can all agree as rail fans or professionals in the railroad industry that we have come a very long way.
Who knows what the next 100 years will be like in this really cool industry!🚈🚅🚄🚆🚇🚉
Great video TY for sharing
My son watch that always.... Nice
Greatness! From start to finish!!
awesome sound and video quality in 1080p
thx!
That's a lot of trucks off the road
Yep. Scale of efficiency is a beautiful green thing. A 300 car train can replace 1000 trucks and do it with less fuel burned per tonnage hauled by a large margin. Even road trains can't come close to what a rail train can do.
Nice aren't they? Especially the 900s and 3000s.
Wow it was very cool
This is great, its not far from my house at Relay !
outstanding
Wow this is new that train picked up speed anyway a nice one again and have a nice day
Looks like quite a drop in elevation!
decent thrash, good length of train, liked.
yea i liked too
Great shot during the approach! But obviously anyone who thinks these GEs are nice was born too late to have seen GG-1s! I've seen them pull some mighty long freights-with only a single unit! THAT'S power!!
They probably pull good until they burst into flames, like GE's are known to do.
I hear that a lot.However, I can't find any proof that the GE prime movers are any less reliable than EMD prime movers.I've been a railfan for decades, and from what I've seen, the prime mover failures are pretty equal (which is rare for both considering the operating hours they log).
Wow! I was expecting a longer train.
Sorry!
Starting out slow and steady to remove any slack along the train, then you can start to open up the throttle one notch at a time to get up to speed. Give it too much too soon and you might break a coupling or two, and you’re going to have a pretty bad day.
Interesting to see how the 1st engine (ES40DC) has standard GE High Adhesion trucks, while the Second engine (ES44AH) has GE Radial trucks.
Csx dc gevo horns sounds much better compared to other railroads
Nice video
Great sound, I had the volume up, lol. Liked it.
One of these is equivalent to 3 GG-1s in tractive effort. But the GG-1s look as if they could pull this train alone.
They sure didn't waste any time accelerating up to speed.
Its the sound of a train locomotive
Thanks mate cool
👌
nice video !!!
Endless power !!
The locomotives here in the US can also be found in many other countries. For example, they can be found in Canada, Mexico, Australia, many South American countries, and I do believe some could be found in China.
GE's are the best in my opinion. I really like the es44c4, and the et44c4.
GEVOs are AWSOME! The older GEs like dash 9s, AC44s, etc are crap.
bkriegel95 They aren't crap. they work really good
BNSFguy 617 they break down all the time.
bkriegel95 Sometimes. I still like them.
nice video
GE are ok but I like the sound of the GM, sound smoother and more powerful, you can tell the difference
The prime mover THP has always been pretty close between the 2 manufacturers.The latest prime movers (EMD's 1010J making 4400 THP, and GE's GEVO-12 making 4400 THP).One thing that's going to be a big change for EMD (and EMD fans), is to meet the EPA's Tier 4 emissions regulations, EMD is switching over to a 4-stroke platform (what GE has always used).So from us GE fans to you EMD fans - welcome to the dark side!
EMD shot themselves in the foot by marketing that SD-90 to prospective customers. The 4 stroke 265H engine it used is now history. Not to worry though, GE's didn't do much better with their AC-6000. The 1960's tests of EMD DD-35's, Alco C-855's, and the GE U-50's all suffered the same fate, and they had two 16 cylinder engines in each unit....maintenance intensive back in those days.
Nice!
Thank you! Cheers!
@@BaltimoreAndOhioRR np.
I felt that chugging
GE's are the best locomotives period I know people like the old SDs but emd is just an afterthought now being an engineer for 15 years for csx on the KD and Cv sub I can tell you nothing pulls like a GE on the CV sub all we did was load coal trains we had 20 or so load outs to work most on the side of the steepest mountain they could find and the EMD's were an absolute joke and dangerous to a point anyone that has handled heavy tonnage 13,000 to 15,000 tons on heavy grade will tell you if you had an EMD you were in for a long night that's why CSX only has a hundred or so EMD AC,s don't get me wrong they do ok on the main line but not for anything heavy they should put them on the "pigs" and leave them there
Numerically, an SD70ACE has a higher starting and continuous T.E. than an AC4400CW.
Natures raging fury.
hope they remembered to turn on the ditchlights
How much weight can a GE Es44ah locomotive pull?
MAN THAT WAS GREAT !!!
Yeah the new GE's Gevos are nice but the AC6000s are better than all of them combined!!!
finally someone who agrees with me
They were rockets. I had 2 UP AC60's on a coal train once, and they were just phenomenal. On the way home with the empties, just one online was plenty of power. I always suspected they were more of an intermodal unit than a heavy puller like the AC44.
It sounds like it
I took physics in college. And watching this, I got to thinking, how much friction is needed to keep wheels from slipping when trying to pull all that mass. If coefficient of friction was .5, and the locomotive was 100 tonnes, that's something like a traction force of 500 kilo Newtons? ( 100*1000 kg * 9.8 M/s^2 * .5 ?)
That sounds big!, I'll take your word for it :P
Average traction for a locomotive is 25% of the weight on the drive wheels, but you can amp that up by slightly spinning the wheel and adding sand to the rails. Modern locomotives have computerized drives that do this automatically when maximum traction is required. I/E: A 200,000 pound locomotive will average 50,000 pounds or more of tractive effort with all of the weight on the drive wheels, depending on track conditions. ♡ T.E.N.
I hope this train won’t cross the road on my way to work?
Love it csx
just saw the new csx ET44AH
+BaltimoreAndOhioRR 1:15 there's John
john?
BaltimoreAndOhioRR Stone
BaltimoreAndOhioRR the engineer
CSX EMD RAILFAN ohhhhhhh... i thought you meant big john, or that guy in the grass haha
BaltimoreAndOhioRR nope
Csx 5492 ES40DC- ES44AH 970 ES40DC 5482
isn't electromagnetism amazing
After The Train stops it’ll start the engine's power!
Bad boys!!!!
How long is that?
Soo... how many wagons?
I would like to find a good video on UA-cam explaining how the traction motors pull all that weight. Cause its the traction motors that do the pulling not the deasel engine. The engine provides high voltage 480 volts or so to the traction motors via a generator in link with the engine. But just how do the traction motors pull all of that weight ? How many traction motors are per each engine ? Also how much torque does one traction motor have in horse power ? And if an engine has six traction motors , how much combined horse power do the traction motors have ?
As a head mechanic for csx I can answer any questions you have. I rebuilt the entire engine house piece by piece
wow!