8 THE CALL BOARD NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

THE

By George Hockaday andTim Truscott .

In the late 1950's, dieselization ofAmerican railroads had been completedand the demand for new diesel locomotivesbegan to falloff. Diesel sales faltered, andthe smaller manufacturers, Baldwin-Lima-Hamilton and Fairbanks Morse, left thedomestic locomotive manufacturing scene.Alco was taking advantage of a growingexport market, but General Motors wassupplying up to 80 percent of the shrinkingdomestic diesel market.

Since the average age of the existing

diesel fleet in the U.S. averaged less thanten years, there was not a large market forreplacing worn-out diesels. At the sametime, many U.S. railroads were seeking tospeed up freight scheduleswithout reducingthe tonnage of trains. To accomplishincreased speed, higher horsepower wasrequired for the same tonnage. On the otherhand, some railroads were interested inincreasing tonnage on trains withoutdecreasing speed. This also required morehorsepower.

One approach to diesel sales might havebeen to offer newer diesel designs inconventional horsepower ranges which

AlCOcould offer lower maintenance costs.However, since U.S. tax rules would notallow writing off existing diesels in ten or12 years instead of the declared 20 yearperiod, reduced maintenance wasevidentlynot enough to encourage replacement on aone-for-one basis. What was needed tostimulate locomotive replacement in thisenvironment, it seemed, was the idea of"unit reduction": being able to provide thesame horsepower in, say, three new unitsthat had previously been available in five.

What happened in the overall domesticdiesel locomotive market in response to theideas of unit reduction and reducing

maintenance costs is a story initself. The domestic locomotivemarket was made even morecompetitive by the entry ofAlco's one-time partner, GeneralElectric, with itsU25B. ButAlcodecided that, even though theexport market was its "bread andbutter" at that time, the domesticmarket wasworth pursuing. AndAlco knew that it could squeezemorehorsepower outof itsModel251 engine than EMD could outof its (smaller) Model 567engine. Sohorsepowerwasgoingto be one of the keys to success,and the horse(power) race wason. Finally, Alco introduced anentirely new line of higher-horsepower, lower-maintenancedomestic diesels, its Centuryseries.

When Alco Productsannounced itsnew Centuryseriesof locomotives in Chicago onJanuary 29, 1963, companypresident William S. Miller said"the new series is the result ofthe company's research and

Alco Products built four 628 demonstrator units in May of 1964, numbered628-1 through 628-4, which were sold about six months later to the SouthernPacific and re-numbered 4870 through 4873. (Collection of George Hockaday)

,(

NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S. THE CALL BOARD 9

development program to meet marketdemands of the future." He announced thatthe Century units "are designed to replaceaging locomotives with more power at lesscost than previous models," and that theywould cut operating costs by as much as44%, compared with 10-year-oldlocomotives. Miller furthermore predictedapent-updemand by the railroads for diesellocomotives with reduced maintenancecosts: "From 5,000 to6,000 of present unitswill require replacement within the nextfive years."

At the time of this introductoryannouncement, the three locomotivesconstituting the Century series were theCentury 420 (four-axle, four motor, 2,000hp), theCentury424 (four-axle, four-motor,2,400 hp) and the Century 624 (six-axle,six-motor, 2,400 hp). All three members ofthe new Century series ....-__ . -.,used Alco Model 251,four-cycleturbosuperchargedengines: the 12-cylinderversion in the 2,000-hpunits and the 16-cylinderversion in the 2,400-hpunits. It was this lastdiesel, the C-624, whichwasnever built as a2,400horsepower unit but,withina fewmonths fromthe time of its January1963 announcement,evolved into a 2,750horsepower, six-axleworkhorse - the Century628.

While Alco's 12-cylinder Model 251engine had been used onAIco locomotives since1956, the higher-horsepower 16-cylinderModel 251 engine usedin the C-628 was,according toPaulN. Strobell, vicepresidentand manager of Aleo's Locomotive andEngine Division, "preceded by five yearsof engineering design and developmentwork including laboratory testing."

Aleo's higher-capacity Model 800turbosupercharger was used in conjunctionwith a single-pipe stainless steel exhaustmanifold and improved after-cooling witha separate radiator system. The higheroutput of the 251-C engine (from 2,400-hpto 2,750-hp) was made possible by severalinternal engine changes, according toAlco,but these changes were not revealed at thetime the 251-C engine was introduced.

It is interesting tonote that the 2,750-hp,Model 251-C engine was also to be used inthe Century 855, the 5,500-horsepower,eight-axle unit built by Alco for the UnionPacific. The Century 855 was not includedin the introduction of the Century series oflocomotives in January of 1963, but wasannounced in the summer of 1963. Thislocomotive, which had two 2,750-horsepower Model 251-C engines and wasto be used in three-unit 16,500-horsepowercombinations, was touted by AIco's PaulStrobell as the "largest and most powerfuldiesel-electric locomotives ever built."

It would appear that AIco was in ahorsepower race with General Electric onthis Union Pacific project. GE hadannounced it would provide a 5,000-horsepower Model U50 locomotive (whichhad two engines, like Alco' s C-855) to the

Economy of operation was evidentlyone of the features being stressed by AIcoin its Century sales effort. In addition tooffering more horsepower so that fewerunits wouldbe needed for a given train size,AIco also claimed that the Centuries wouldneed less maintenance. In one of thecompany's announcements, AIco's PaulStrobell stated that the "251-poweredCentury locomotives will replacelocomotives now in service with morepowerful units capable of operating at lesscost and with extended maintenance cycles- notably, a 96-month interval betweenmajor engine overhauls."

Presumably reducedenginemaintenancewas to be accomplished by severalimprovements to the engine. The 251-Cengine was reported to have modified fuelpumps and nozzles, fuel cams and rollers

Three-unit Century 628 lash-up, with No. 603 on the point, heads the Rouses Point- Wilkes-Barre daily freight out of Oneonta on a cold (minus five degrees) Februaryday in 1965. (Photo by Don Barbeau)

Union Pacific. Aleo, not to be outdone oreven matched, responded by notching theirmachine's horsepower up to 5,500 (2,750-hp per engine). Had Alco stayed with the2,400-horsepower version of the Model251 engine, presumably it would have hada4,800-hp unit to send to theUP tocompetewith GE's 5,000-hp model. A difference of200 horsepower doesn't sound like much,but it would have placed Aleo behind ratherthan in front ofGE on this much-publicizedproject Nota goodposition fora locomotivemanufacturer to be in when it's trying to re-capture some of the domestic locomotivemarket.

with increased widths tomaintain moderateoperating stresses and an eight-counter-weight crankshaft to reduce inertial forces.

Akey improvement in theCentury serieswas a pressurized air-circulating system tocool electrical rotating equipment. Air wasfiltered by a mechanical-type system and aportion of the filtered air was directedthrough aduct in the locomotiveunderframeto the traction motors for cooling. Theother portion, after cooling the maingenerator and auxiliary generatorcompartment, was then circulated into theenginecompartment underpressure topurgethe engine compartment and prevent dirt

10 THE CALL BOARD NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

units with these trucks were still beingused in yard service in Mexico. Apparently,the Mexicans had learned to live withTrimounts quite well.

It is interesting to note that the Century628 was available with a steam generatorfor passenger service, though none wereordered. The steam generators, if ordered,would have been located in the long hoodbetween the control compartment and themain generator; the dynamic braking unit,which was an option but was ordered on all628' s except the first four, was also locatedin this compartment.

Onedoesn'tusuallythinkofthe628'saspassenger locomotives, as none wereknown to be used for that purpose in theUnited States. Alco had suggested theiruse for passenger service since their six-axle, six-motor arrangement, coupled withtheir 2,750 horsepower, would have madethem well-suited for quick accelerationfrom station stops. However, they werereportedly used regularly for that purposein Mexico. In fact, some of the Delaware &Hudson 628' s have been used at least partof the time as passenger locomotives.

At the time that the 628' s wereintroduced, no other builder had a unit aspowerful as these. In 1966, the rating wasincreased to 85,800 lbs, of tractive effort at

. a speed of 9.2 mph. The dynamic brakingwas equally spectacular at 63,000 lbs. at 20mph with the standard 70 mph gearing.

The first Century 628's to be deliveredwent to the Atlantic CoastLine in Decemberof 1963. ACL initally ordered four units, allwithout dynamic braking. These units, withroad numbers 2000-2003, were the only628's to be built without the dynamicbraking feature. ACL reportedly addeddynamic braking to these four locomotivesseveral years later at the railroad'sWaycross, Georgia, shops.

Alco built four C-628 demonstrator

Often the D&Hwas where Alco tested new locomotives. Here we seetwo D&H 628's with Atlanti.c Coast Line #2011 (the first Alco Century630 and the first alternator-equipped locomotive built) during testson the D&H in 1965. (Photo by George Hockaday)

Alca Century 628 General Characteristics

from entering the engine compartment fromoutside. This positive air pressurearrangement was intended to thereby reducethe chances of fouling and wear caused byair-borne dirt, of which there is anabundance along a railroad.

The Century series was also designedfor improved ease of maintenance. Doorson both sides of the engine compartmentwere hinged to expose the entire side of thediesel engine and thereby make the enginemore accessible. The radiators weremounted horizontally (in the roof) in aneffort to eliminate air voids, to make themeasier to remove and to make them "self-cleaning." The control compartment utilizeda transistorized system and was air-sealedto exclude dirt. The air compressor, in theradiator compartment, was directlyconnected to the engine with a longer shaftin an effort to simplify alignment. In

Type: Diesel-electricHorsepower for traction: 2,750Traction motors: 6Engine: Model 251-CCylinders: 16Wheel arrangement C-CTrack gauge: 4 ft. 8-1/2 in.Wheels: drivers - 6 pairs 40 in. diameter

Wheel baseEach truck (rigid): 12 ft. 6 in.Total locomotive: 53 ft. 11 in.

addition, the (long) engine hood wasdesigned to be removable for majormaintenance work.

The 628 was a natural progression fromthe 2,400 hp DL600B (RSD15).1t rode onthe Alco Trimount trucks, the same as theDL600B. The Trimount truck wasintroduced on a 1,600 hp Road Switcherbuilt for the Chicago & Northwestern in1951. This truck was designed to reduceweight transfer under heavy tractive effortconditions, which was a problem with mostother locomotive trucks. Weight transfercauses wheel slip on the axles where weighthas been reduced. While the truck did givegood tractive effort, it was a highermaintenance item and was prone to derailin yards where track conditions were poor.Over the years several improvements tothese trucks were introduced. As of 1979,when I (Hockaday) was in Mexico, DL 702

Maximum track curvatureMultiple-unit operationor with train: 21 degreesSingle unit without train: 25 degrees

Principal dimensionsHeight (maximum): 15ft. 0 in.Width (maximum): 10ft 1-5/8 in.Length (inside knuckles): 69 ft 0 in.

Base weight: 340,000 Ibs.

Usual weight: 390,000Ibs.

Maximum speed: 70 mph

Supplies (total capacity)Lubricating oil: 250 gal.Fuel oil: 2,000gal.Engine cooling water: 350 gal.Sand: 48 cu. ft.

Turbocharger: Model 800

Main generator: GT-586

Traction motors: GE-752D&H

NEWSLETTER OF THE OHAWK & HUDSON CHAPTER, N.R.H.S. THE CALL BOARD 11

locomotives in May of 1964, nearly severalmonths after the first order was delivered,which were numbered 628-1 through 628-4. They were sold about six months later byAlco to the Southern Pacific andrenumbered 4870-4873.

The Delaware & Hudson was the thirdrailroad to order Century 628' s, followingan order from the Monon in early 1964 foenine units. This was the flrst of two ordersby the D&H, and the nine units, wbicbcarried D&H road numbers 601-609, werebuilt between March and May of '64. Thesecond D&H order consisted of anothernine units with road numbers 610-618 andwere built in May of 1965.

As stated early on, the Century series,including the C-628' s, were initiallyintended for the "domestic" locomotivemarket. However, some were sold to foreignstandard-gauge railroads, as well'. Thereference above to their being used inpassenger service mentions 628' s inMexico: Alco sold 628' s to the National ofMexico (NdeM), the Ferrocarril deChihuahua de Pacifico and the Ferrocarrildel Pacifico (FCP). In addition,Hammersley Iron of Australia purchasedfive units.

The Lehigh Valley, which was knownfor its white" Snow Bird" 628' s (also knownas "White Elephants"), acquired its units inthree groups. The first order for sevenlocomotives (Road Nos. 625-631 andBuilder's Nos. 3427-1 through 3427-7) wascarried out in November of1965. In Januaryof 1967 a second order for a single unit(Road No. 632 and Builder's No. 3476-1)was carried out. The third group of 628'sowned by the Lehigh Valley were the nineunits built for the Monon in early 1964 buttraded back in to Alco for some four-axle

C-628 RosterRoad Builder's DateNo. No. Built601 3376-1 1964602 3376-2 1964603 3376-3 1964604 3376-4 1964605 3376-5 1964606 3376-6 1964607 3376-7 1964608 3376-8 1964609 3376-9 1964610 3407-1 1965611 3407-2 1965612 3407-3 1965613 3407-4 1965614 3407-5 1965615 3407-6 1965616 3407-7 1965617 3407-8 1965618 3407-9 1965

units, then re-sold to the Lehigh Valley inlate 1969; they carried road numbers 633-641 and builder's numbers 84903-84911.The Lehigh Valley's 628' s were often seenin this area when they ran through on D&Htrains.

Unfortunately, on theD&H the 628 unitssuffered from thealuminum piston problem.This was corrected by installation of thesteel cap pistons. Also, these units were

built with aluminum power cable, whichhad a tendency to burn off where it wasconnected to the traction motors. Manywere re-cabled with copper. Despite theseproblems the 628' s did a good job pullinglarge trains up the various grades on theD&H. I (Hockaday) made many tripsbetween Mohawk Yard and Oneonta onthese locomotives.

The D&H 628's were sold in late 1978and early 1979 to Diesel SuppliesInternational, headed by Paul Legac andbased in Potomac, Maryland, on a five-year lease/purchase arrangement to theNational of Mexico (NdeM). Theyreportedly have served the Mexican railroadwell in the intervening years, often used inpassenger service as well as freight service.It's hard for us to imagine them being usedfor passenger service on the D&H. But theFCP would often leave town in a hurry witha long passenger train of 30 or moreheavyweight cars with as many as four628's and a PA on the point.

References:Railway Age, February 4, 1963Railway Age, June 10, 1963Railway Age, June 17, 1963Railway Age, July 22, 1963Railway Age, August 26, 1963Rail Locomotives & Cars, September,1963Trains Magazine, December, 1965; "HowtoSurvive in the Diesel Biz" by Jerry A.PinkepankDiesel Era Magazine, Volume 3 Number6;"ALCo Century 628 (DL628)" by Joe

BeckleyAlco Products promotional brochure

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IWhen they were introduced in 1963, the Alco Century 628's were the largest locomotives on the market.Delaware &Hudson Century 628 No. 601, as part of a three-unit lash-up, heads an Oneonta-bound PennsylvaniaDivision freight train through Otego, NY, in March of 1967. (Photo by Don Barbeau)