In the early 1990s I heard a lashup of old EMD 567s and I can say the noise they were making was utterly incredible. I've heard many locos over the years - and I'm a mechanic so I know what I'm takling about. These sounded like they had no mufflers. The cracking, whining and belting sound the prime movers in notch 8 of the three of them was a once in a lifetime experience. Nothing before or since has approached how loud they were. Sometimes you get lucky.
I don't think they started putting anything like what we would think of as a muffler in an automotive context on diesel locomotives until the 1980s. I helped cut up an ex-CN SD50F for scrap in 2010. I remember it had a large round 'chamber' right above the engine where the exhaust hooked in and then went out the stack. I believe they call this an exhaust silencer. The EPA or some other agency mandated noise pollution regulations on locomotives starting in the 1980s. This is why you will notice that a Dash 8 or a Dash 9 or an SD60 or SD70 is way quieter than a SD40-2, Dash 7, or older 567 power. I used to work for Railserve in Eddyville, Iowa, as a locomotive operator, so I got plenty of time behind the throttle running old 567 powered Geeps. I fully agree with your comments about the 567s. When you hear them throttle up and they crackle, they sound mean! You should sit in the cab with three of them at Notch 8 screaming behind your head as you shove a heavy train up the hill! By the way, if you like 567s, check this video out. You will love it. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-xaAhN7L40wY.html
Thou art a man after my own heart! That vid link I have seen and I work in that town every day and drive under a bridge on that bank in my semi most days : ) How's that for coincidence? It is the Warrenheip Bank in Ballarat Victoria. Indeed that story I was relaying was on the highway between Melboune and Adelaide at about the time the gauge was being converted from broad gauge (5'3") to standard gauge. The state of Victoria where the Warrenheip Bank is, is still broad gauge and those locos were some of our good Victorian broad gauge locos. At Dry Creek in South Australia there was a bogie exchange facility where broad gauge, standard gauge and a local narrow gauge all met. The broad gauge trains were converted car by car to standard gauge there - can you believe it? Well welcome to Australia where we thrive on triunph over adversity LOL. There is the trans Australia line that runs between Sydney and Perth. It is standard gauge 4' 8 1/2" etc. The route between Adelaide and Melbourne was broad gauge. Just north of Adelaide was Dry Creek. Of course this was inneficient (but we were very efficient at changing bogies let me say). in 1995 the broad gauge route between Adelaide and Melbourne was standardized getting rid of the idiotic bogie exchange and connecting Melbourne and Adelaide to the national standard gauge network. The old Melbourne - Adelaide broad gauge line used to run through Ballarat but because of the Ingliston Bank between Melbourne and Ballarat the standard gauge route bypassed Ballarat well to the south until Ararat where it follows the original Broad gauge alignment. This route though longer, is straight and flat. The Ingliston bank is a classic horseshoe and is 2% and trains used to crawl up it in notch 8. When I say crawl I mean crawl like in this vid. We had some very sexy looking and reasonably powerful locos (for the era) here in Victoria because of the Ingliston Bank. C class and X class locos are 645s and around 2500hp. Some X class have been re engined to 3000hp. We have 710s here, some V20 645s and lots of GEs (4-4400hp). Alas most of our good broad gauge locos have been converted to standard gauge and run all over the country (except Tasmania). The second link (below) is some of the last Broad gauge Melbourne - Adelaide broad gage trains over the route. Bank Box is at the top of the Ingliston Bank and Ballan a few miles west. Bacchus Marsh is at the bottom of it and the Parwan curves are just east of Bacchus Marsh. The steel trestle at the head of the horseshoe is Iron Bark gully. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6KET_FEN3Y.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-CRLxDtHqzrI.html
That was a fantastic video! I loved all of the different locations that you got. Notch 8 is one of the best sounds (ever), and the horn on that unit was amazing! Again, great job!
130 cars that was a good size load the engine was pulling and pushing. thanks for a very good video. I going to have to find me a place where they have a lot of trains moving. we don't have that many on running on the line down here on the gulf coast. Thanks for a very good video.
Great video and camera work! The sd70mac is probably my favorite locomotive of all time and the 710 sounds great but I gotta give the title to the 645 it just sounds better IMHO.
This is one of my favorite videos I've ever seen of SD70MACs. Amazing that only two of them were pulling 130 loaded hoppers. Anybody know what the grade % is here? Nice video!!
That is one of my favorite horns! I wish NS had some of these. I used to see an executive like the second unit every now and again but I wasnt an the hill by my house so I didnt get a chance to hear them in noch 8
so in run eight they will keep all the pulling power the unit has even though you don't down shift to a lower gear to get more power. the unit will just keep pulling until the load demand ease up and it built up speed again. Hope I said this so you could under what I'm asking. thank for a very out standing video.
+John Moore Locomotives do not shift gears nor is there a clutch. There are reduction gears of only one non shiftable ratio between the electric traction motors and the drive wheels. The diesel engine drives a generator which in turn powers the traction motors. This is the only feasible drive system when getting upwards of 10,000 tons moving from a dead stop. A semi-truck style clutch gearbox arrangement might last for two starts.
@@SirDeanosity Remember, also, in a steam engine, the piston directly drove the wheels. If the load was too heavy, the wheel would simply slip. See it in lots of videos.
I’m spooled up deep. About 10,600 horsepower. Running a fiat Alice tug boat engine full tilt and inter axel wheel lock deployment and sand spreader on dah ready. Bout 850,000 tractive drive to dah rail. Can I get a throttle up please. Notch seven puuuuuulllll
Hi everyone in this video I’m spooled up deep about 9,000 h. p. 850,000 tractive drive to dah rail. Inter axel wheel lock deployment and sand spreader at the ready. Running heavy at 660,000 per car. Running hot and watching for flash fire and flare ups. Hand on fire suppression system. Go with throttle up notch seven puuuuuull
Any chance we could use the Notch 8 whine from this video for a Train Simulator project? We're working on a Burlington Northern SD70MAC package and we're wanting to swap out the current whine with the one in this video.
Those Power units are good for about 4400 HP apiece, for any consist, there is a weight to HP ratio that is used, That ratio, the terrain, and length of train, including power whether isolated or not determines how many are to be used. Also, it would be considered notch 8, not run 8.
UP (before them, SP and D&RGW) owned the Tennessee line... not BNSF. In 1998, UP sold 12 miles of track to the Royal Gorge Railroad in Canon City, CO. That is why it is not open and it probably won't ever reopen.
Yeah, I know. But BNSF has been seeking numerous opportunities to obtain trackage rights or even purchase the line from the UP because of how congested the Moffat Road is. Though, of course, UP keeps rejecting everything.
Sorry, but that's NOT the reason. UP still has trackage rights, maintains the signals, and dispatches for CCRG (the only tourist operation dispatched by a Class 1 RR). Also, BNSF has inherited trackage rights from Santa Fe they could exercise IF the line were operational. UP can reopen the line any time economic need meets their operational requirements. This is why they didn't outright abandon the line, so they'd have the option of reopening it. It would cost millions to restore the remainder of the line, so reopening it is not a decision taken lightly. These days, once a line is abandoned, somebody will make it a trail, and you'll never have a chance of reopening it. At least this way, it's still a possibility. That's the story I got when I worked for CCRG from one of the people who actually signed the contract with UP. I'm trusting their FIRST HAND knowledge. With the power plant decommissioned in Canon City, UP has little need to operate past Portland (cement plant), though Rock & Rail still operates from Pueblo to Parkdale (end of active track).
I used to bring coal out of the mines in eastern Wyo. for BN and we had 5 units on the head. Baby....they ain't NOTHING like having five 5-day-old (out of the factory) SD 40's screaming up the grade. In 1979 or '80, we were getting these wonderful consists of brand new units which still have soft, smelly paint in the cabs. Boy.....did they RUN!!!!
MACs have a lower gear ratio in their traction motors. They were designed for heavy coal and grain pulls. Awesome machines but a very complicated AC drive system.
The aim of the video wasn't bad but the constant change of scene plus the slightly out of focus picture was a bit of an annoyance, other wise nice video.
SkyhawkACE123 EMD’s are way more reliable but at least GE’s actually sound like a fucking diesel GE’s sound the like the Harley Davidson’s of Diesel Locomotives.
@@TNandTXRailfan each notch you take on a ge sounds like a garbage bag of metal being swung around faster and faster. With and EMD you can physically hear the power growth with the engine speed increase.
@@TNandTXRailfan i can't agree with that. To me ge's have always sounded bland and boarder line obnoxious. The powerful sounds of EMD diesels is one of the largest contributors of my interest in the hobby.
