by NRECer
By now, I think everbody should've figured out that the demand for new Alco-powered locomotives in North America is ZERO. Substitute the word
'Oldsmobile' for the word "alco'-and one will see how ludicrous the argument is.
In the past, outfits such as M-K and GE attempted to market 'like-new' Alco locomotives. The marketplace voted with its' wallet, and went elsewhere. For those who care to look, this fact is documented.
Those are the FACTS. Thee is nothing to be gained by beating the same dead horse over and over. He is still dead.
Finally, the current OEM of the Alco engine, FM Engines, doesn't appear to have any plans to sell into the railroad market. Again, if one reads the trade magazines that covers the diesel engine industry, one would know that. Again-I challenge one of your know it alls to contact the FM-Alco Product Manager and ask him what plans are afoot for the engine. It seems they are happy to just sell parts and engines to the operator with the largest installed engine base,ie, the American military.
I would like anyone to tell me how FM is supposed the engine to meet EPA Tier II without a current chassis design. Anyone ever see GE's test rig for the Evolution series engine ?
The final issue is the ongoing evolution and development of emissions standards for land AND sea based transportation all over the world. So, it is only a matter of time before the 251 is functionally obsolete on a worldwide basis. The sole exception may be Indian Railways, which reminds me.
For those who don't know, DLW has created (and sold?) a number of different export locomotive designs to both Asian countries and an outfit in South America. They also market parts worldwide.
Once again-I'll remind everyone that GE controls the license for manufacturing Alco equipment in India-and NREC owns the license for North America.
As for the land down under, NREC-Alco is a partner with an outfit that remanufactures locomotives. The Goninan products you spoke were indeed converted from retired Class 442 (Alco powered locomotives.) Basically updated C-30-7A's with GE 'Brightstar'' (MP) controls. The upcoming EMD mentioned will also use retired Class 442 units as the foundation. One might guess that NREC's role is to supply the component-salvaged from retired NA locomotives.
Final thought-as American operating companies begin to run more and more of the worlds railways, one will see more and more EMD and GE powered locomotives replace the older, oddball stuff.
Fred
'Oldsmobile' for the word "alco'-and one will see how ludicrous the argument is.
In the past, outfits such as M-K and GE attempted to market 'like-new' Alco locomotives. The marketplace voted with its' wallet, and went elsewhere. For those who care to look, this fact is documented.
Those are the FACTS. Thee is nothing to be gained by beating the same dead horse over and over. He is still dead.
Finally, the current OEM of the Alco engine, FM Engines, doesn't appear to have any plans to sell into the railroad market. Again, if one reads the trade magazines that covers the diesel engine industry, one would know that. Again-I challenge one of your know it alls to contact the FM-Alco Product Manager and ask him what plans are afoot for the engine. It seems they are happy to just sell parts and engines to the operator with the largest installed engine base,ie, the American military.
I would like anyone to tell me how FM is supposed the engine to meet EPA Tier II without a current chassis design. Anyone ever see GE's test rig for the Evolution series engine ?
The final issue is the ongoing evolution and development of emissions standards for land AND sea based transportation all over the world. So, it is only a matter of time before the 251 is functionally obsolete on a worldwide basis. The sole exception may be Indian Railways, which reminds me.
For those who don't know, DLW has created (and sold?) a number of different export locomotive designs to both Asian countries and an outfit in South America. They also market parts worldwide.
Once again-I'll remind everyone that GE controls the license for manufacturing Alco equipment in India-and NREC owns the license for North America.
As for the land down under, NREC-Alco is a partner with an outfit that remanufactures locomotives. The Goninan products you spoke were indeed converted from retired Class 442 (Alco powered locomotives.) Basically updated C-30-7A's with GE 'Brightstar'' (MP) controls. The upcoming EMD mentioned will also use retired Class 442 units as the foundation. One might guess that NREC's role is to supply the component-salvaged from retired NA locomotives.
Final thought-as American operating companies begin to run more and more of the worlds railways, one will see more and more EMD and GE powered locomotives replace the older, oddball stuff.
Fred