The Fairbanks Morse Company dated back to the 1830s and became highly regarded in later years for its durable marine diesel engines.
However, in the mid-1940s it decided to enter the highly competitive
diesel locomotive market, making a name for itself via its
opposed-piston prime movers. Interestingly, when FM decided to release the H24-66 model
it had been building locomotives for less than 10 years. The design
was nearly a decade ahead of itself as high horsepower, six-axle
locomotives had yet to catch on with railroads. However, for some
reason Alco decided that it needed to offer its own version of FM's
Train Master. Oddly, the company should have known the design was
unpopular as its previous five other six-axle models had sold a combined 666 units (the RSD1, RSC2, RSC3, RSD4, and RSD5).
While the RSD5 (a modestly successful model, in comparison to how six-axle locomotives were selling at the time) was still in production, Alco released the RSD7. The locomotive began production in 1955 and used the builder's standard prime mover of the time, the trouble-prone 244 model. The RSD7 was the last Alco model to use this engine as the RS11 (and later versions of the FA and PA) would use the company's newer, and much more reliable model 251B. The RSD7 could originally produce 2,250 horsepower although after initial sales proved quite poor it increased this to 2,400 horsepower, which directly matched the FM's H24-66. The locomotive saw a major change in how Alco produced road switchers. Despite having originally pioneered the design, the Schenectady builder took a cue from EMD and began producing its later road switchers, beginning with the RSD7, with hoods that ran flush with the top of the cab.
Savvy diesel spotters can easily identify Alco's version, however, by
the notched corners. The RSD7
proved one of the most powerful RS series designs Alco produced
and also offered some of the highest tractive efforts; 95,600 pounds
starting and 69,800 continuous, which also included dynamic braking.
These later models released by Alco were some of the last to work
in conjunction with GE, as by 1959 the electric giant began producing its own line of diesels, the Universal series. Unfortunately, the RSD7 saw little
success, selling only 29 units to three Class I railroads; Chesapeake
& Ohio, Pennsylvania, and Santa Fe (along with Alco's two
demonstrators, #DL600 and #DL601). Even more unfortunate, the H24-66, also considered a failure by FM, sold some 127 TMs nearly
five times more than the RSD7. For more information regarding the RSD7 line please click here.
Production Roster Of Alco RSD7s
|Alco Demonstrator||DL600, DL601||2||1954|
|Chesapeake & Ohio||6800-6811||12||1956|
Alco's six axle models were meant to provide a sizable
increase in traction; for instance, the ten purchased by the Atchison,
Topeka & Santa Fe were used exclusively in helper service along the
railroad's high grades in New Mexico and Colorado, such as Raton Pass. Despite this now obvious economic advantage, railroads had yet to bite
on six-axle locomotives. Ironically, FM and Alco were both just a few
years away from missing the market; EMD began selling increasingly more six-axle designs during the transition decade of the 1960s such as the SD35, SD38, and the incredibly popular SD40 series. To read more about other Alco Road-Switcher (RS) models please visit the Diesel Locomotives section of the site, which can be reached from the top of this page.
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