| ALCO FA and FB | |
| Powertype: | Diesel-electric |
| Builder: | Partnership of American Locomotive Company (ALCO) and General Electric (GE); Montreal Locomotive Works |
| Buildmodel: | FA-1, FB-1, FA-2, FB-2, FPA-2, FPB-2, FCA-3, FPA-4, FPB-4 |
| Builddate: | January 1946 – May 1959 |
| Totalproduction: | 1,401 |
| Aarwheels: | B-B, A1A-A1A (FCA-3 only) |
| Uicclass: | Bo′Bo′ |
| Length: | FA-1: 51feet FB-1: 50feet FA-2, FPA-2, FPA-4: 53feet FB-2, FPB-2, FPB-4: 52feet |
| Locoweight: | FA-1/FB-1, FA-2/FB-2, FPA-2/FPB-2: 243000lb FPA-4/FPB-4: 2550001NaN1 |
| Fuelcap: | 1200usgal |
| Primemover: | FA-1/FB-1, FA-2/FB-2, FPA-2/FPB-2: ALCO 244 FPA-4/FPB-4: ALCO 251 |
| Enginetype: | V-12 Four-stroke diesel |
| Aspiration: | Turbocharger |
| Displacement: | 8016cuin |
| Cylindercount: | 12 |
| Cylindersize: | 9x |
| Transmission: | Electric |
| Generator: | DC generator |
| Tractionmotors: | DC traction motors GE 726 on GM&O initial order then GE 752 |
| Maxspeed: | NaN0NaN0 |
| Poweroutput: | Early FA-1/FB-1: 1500hp Late FA-1/FB-1 & all FA-2/FB-2/FPA-2/FPB-2: 1600hp FPA-4/FPB-4: 1800hp |
| Tractiveeffort: | FA-1/FB-1, FA-2/FB-2, FPA-2/FPB-2: 608752NaN2 FPA-4/FPB-4: 637502NaN2 |
| Locobrakes: | Independent air. Optional: Dynamic |
| Trainbrakes: | Air |
| Locale: | North America, Brazil, Pakistan, México |
| Disposition: | Many preserved, some under restoration, rest scrapped. |
The ALCO FA was a family of B-B diesel locomotives designed to haul freight trains. The locomotives were built by a partnership of ALCO and General Electric in Schenectady, New York, between January 1946 and May 1959. Designed by General Electric's Ray Patten (along with their ALCO PA cousins), they were of a cab unit design; both cab-equipped lead (A unit) FA and cabless booster (B unit) FB models were built. A dual passenger-freight version, the FPA/FPB, was also offered. It was equipped with a steam generator for heating passenger cars.
ALCO's designation of F marks these locomotives as being geared primarily for freight use, whereas the P designation of the PA sets indicates that they were geared for higher speeds and passenger use. However, beyond this their design was largely similar - aside from the PA/PB's both being larger A1A-A1A types with an even more striking nose - and many railroads used FA and PA locomotives for both freight and passenger service.
Several examples of FAs and FBs have been preserved. While most are now in the care of railroad museums, a few remain in operational status on such lines as the Cuyahoga Valley Scenic Railroad, Grand Canyon Railway and the Napa Valley Wine Train.
Three different models were offered. The FA-1/FB-1, which featured a rating, was built from January 1946 to October 1950, with a 1600hp version produced between March and August 1950 (many early models were subsequently upgraded to 1,600 hp). The 1600hp FA-2/FB-2 (along with the FPA-2/FPB-2 variants) was built between October 1950 and June 1956. Finally, the 1800hp FPA-4/FPB-4, powered by the 251 V-12 engine, was built between October 1958 and May 1959 by ALCO's Canadian subsidiary, Montreal Locomotive Works (MLW).
The FAs, as well as their cousins, the ALCO PAs, were born as a result of ALCO's development of a new diesel engine design, the Model 244. In early 1944, development started on the new design, and by November 1945, the first engines were beginning to undergo tests. This unusually short testing sequence was brought about by the decision of ALCO's senior management that the engine and an associated line of road locomotives had to be introduced no later than the end of 1946.
In preparation for this deadline, by January 1946, the first four locomotives with the 244 engines had been built. Two FA-1s and an FB-1 were painted in ALCO Demonstrator colors and were released for road tests for a month and a half on the Delaware and Hudson Railway.
A strike at ALCO delayed production beyond the first four units and the three demonstrator units began working on the Gulf, Mobile, and Ohio Railroad in mid February 1946. The demonstrators were returned to Schenectady when the remainder of the order began delivery in May 1946.
The GM&O order was completed in April 1947 for a total of 80 units. Before the end of this production run, ALCO upgraded the generators and traction motors in the locomotives, with the first of these models entering service in February 1947 for the New York Central.
In 1950, the Montreal Locomotive Works, an affiliate of ALCO, began production of FAs as well. In the fall of 1950, an upgraded model, the FA-2, was launched. This model featured an uprated Model 244 engine, with an output of 1,600 horsepower. Additionally, the carbody was lengthened, making possible the addition of a steam generator in the A unit to allow for use in passenger service. Models equipped as such were designated the FPA-2/FPB-2.[1]
The first FA-2s were delivered in October 1950 to the Baltimore and Ohio and the Erie.[2] By this time, however, the cab unit had fallen out of favor due to the greater versatility of road switchers, and US production of the FA line ended in 1956, with Canadian production ending in 1959.[1]
From the 1970s until 1999, the Long Island Rail Road used 20 FA units converted into "power packs". The traction motors were removed, and original prime movers replaced with 600 horsepower (450 kW) engines/generators solely for supplying Head-end power (HEP). The engineer's control stand was left intact, allowing the engines to be used in push-pull service with other locomotives, which usually lacked HEP. By the late 1990s and early 2000s, the railroad began retiring the ALCOs in favor of new bi-level cab cars and locomotives with HEP installed.
Almost 800 FA units were built by ALCO and MLW, with just over 15% of them sold to New York Central Railroad, and another 5% each to Union Pacific Railroad, Gulf, Mobile and Ohio Railroad and Missouri Pacific Railroad. About half as many FB units were produced and sold in similar ratios.
| FA-1 (cab) and FB-1 (cabless booster) units | |||||
|---|---|---|---|---|---|
| Railroad | Quantity FA-1 | Quantity FB-1 | Road numbers FA-1 | Road numbers FB-1 | Notes |
| Canadian National Railways | 8 | — | 9400–9407 | — | Built by MLW |
| 8 | 4 | 4000–4007 | 4400–4403 | Built in USA for operations in Vermont | |
| 20 | 20 | 4008–4027 | 4404–4423 | Built by MLW | |
| 16 | 8 | 145–160 | 145B–152B | Re-engined by EMD | |
| 22 | 22 | 725A,D–735A,D | 725B,C–735B,C | ||
| 12 | — | 3201–3212 | — | Irish gauge | |
| 8 | 5 | 276A,B, 310A,C, 440A,D, 442A,D | 310B, 440B,C, 442B,C | 440A,B,C,D and 442A,B,C,D to Spokane, Portland & Seattle | |
| 2 | — | 503 (1st), 507 | — | 503 renumbered 506 | |
| Green Bay and Western (Kewanee, Green Bay and Western) | 3 | — | 501, 502, 503 (2nd) | — | |
| 55 | 33 | 700–754 | B1–B33 | 700,B1,701 were Alco Demonstrators 1500–1502, also purchased Alco static test unit 702 the 3rd FA-1 built | |
| 10 | 3 | 701–710 | 751–753 | to Louisville and Nashville 332–341 (A) 327–329 (B) on L&NE abandonment | |
| 10 | 10 | 530–548 (even) | 531–549 (odd) | ||
| Minneapolis, St. Paul and Sault Ste. Marie Railway ("Soo Line") | 14 | — | 205A,B–211A,B | — | |
| Soo Line (Wisconsin Central Railway) | 8 | — | 2220A,B–2223A,B | — | |
| 18 | — | 326A,C–334A,C | — | 331A replaced by FA-2; renumbered 82A,C–90A,C | |
| 30 | 15 | 301–330 | 301B–310B, 321B–325B | ||
| 44 | 23 | 1000–1043 | 3300–3322 | ||
| 30 | 15 | 0400–0429 | 0450–0464 | ||
| 8 | 8 | 9600–9607 | 9600B–9607B | ||
| 6 | 6 | 300A–305A | 300B–305B | ||
| 32 | 16 | 5200–5231 | 5300–5315 | Most where rebuilt with EMD567 prime movers | |
| Secretaria de Comunicaciones de Obras Publicas (SCOP) (Mexico) | 5 | — | 23031–23034, 23039 | — | |
| 3 | 3 | 4200–4202 | 4300–4302 | ||
| 14 | 8 | 850A-1,2–860A-1,2, (even) 866A-1,2 | 856B-1,2–860B-1,2 (even), 866B-1,2 | FA's renumbered to 850–867 and FB's to 200–211 | |
| 5 | 1 | 801–805 | 801B | ||
| 44 | 44 | 1500A–1523A, 1542A–1543A, 1626–1643 | 1524B–1541B, 1618B,C–1642B,C (even) | 1500A–1523A renumbered 1600A–1623A; 1524B–1541B renumbered 1600B,C–1616B,C (even) | |
| 10 | 5 | 1200,A–1204,A | 1200B–1204B | ||
| Totals | 445 | 249 | |||
| FA-2 (cab) and FB-2 (cabless booster) units | ||||||
|---|---|---|---|---|---|---|
| Railroad | Quantity FA-2 | Quantity FB-2 | Road numbers FA-2 | Road numbers FB-2 | Notes | |
| 2 | 2 | 1603A,D | 1603B,C | 1603A,B,C,D sold to Chicago and North Western 4103A,B-4104A,B | ||
| 14 | — | 50,A–56,A | — | 4 units to Wabash Railroad in 1964, remainder traded to EMD on GP35s | ||
| 28 | 16 | 801,A–807,A; 819,A- 837,A (odd) | 801X–807X; 819X-837X (odd), 817AX, 837AX | |||
| Canadian National Railways | 25 | 15 | 9408–9456 (even) | 9409–9437 (odd) | Built by MLW | |
| 20 | 6 | 4042–4051, 4084–4093 | 4465–4470 | Built by MLW | ||
| 12 | — | 1600–1605, 1650–1655 | — | |||
| 8 | 8 | 736A,D–739A,D | 736B,C–739B,C | |||
| 18 | 24 | 6507A–6522A, 6519A (2nd), 6534A | 6507B–6522B, 6519B (2nd), 6528B-6534B | |||
| 2 | 2 | 278-279A | 278-279B | [3] | ||
| — | 4 | — | B34–B37 | |||
| 39 | 14 | 300–321, 353–369 | 200–211, 330–331 | |||
| 6 | 2 | 580–588,592 (even) | 581,585 (odd) | |||
| 1 | — | 331A (2nd) | — | |||
| 43 | 34 | 331–360, 374-386 | 331B–335B, 345B–356B, 370B–386B | |||
| 80 | 50 | 1044–1123 | 3323–3372 | |||
| — | 5 | — | 0465–0469 | |||
| 24 | 12 | 9608A–9631A | 9608B–9630B (even) | |||
| Secretaria de Comunicaciones de Obras Publicas (SCOP) (Mexico) | 6 | — | 7121-8–7121-13 | — | ||
| 2 | 2 | 868A-1,2 | 868B-1,2 | FA's to 868–869 FB's to 212–213 | ||
| 4 | — | 301–304 | — | |||
| Totals | 334 | 194 | ||||
ALCO and MLW built 152 of the various FP models with the largest quantity, 38% of the total production, sold to Canadian National Railway.
| FPA-2 (cab) and FPB-2 (cabless booster) units | ||||||
|---|---|---|---|---|---|---|
| Railroad | Quantity FPA-2 | Quantity FPB-2 | Road numbers FPA-2 | Road numbers FPB-2 | Notes | |
| 10 | 5 | 809,A-817,A (odd) | 809X-817X (odd) | |||
| Canadian National Railways | 6 | 6 | 6706–6711 | 6806–6811 | 2 A and 2 B units rebuilt to 2 FPA4M and 2 FPB4M in 1955, Built by MLW. Two FPA-2 rebuilt as FPB-2U were 6758 and 6759. 6758 previously numbered as 6755 and delivered new as FPA-2 6711. 6759 previously 6751 and delivered new as FPA-2 6707. FPB-2U transferred to VIA Rail. Retired by VIA in 1987, 6758 is still used by New York and Lake Erie Railroad. | |
| 7 | 2 | 4082–4083, 4094–4098 | 4463–4464 | Built by MLW | ||
| 18 | 10 | 6500–6501, 6502A–6506A, 6523A–6533A | 6502B–6506B, 6523B–6527B | built by Alco and MLW | ||
| 4 | — | 901–904 | — | Built by Alco | ||
| 2 | 277A,B | |||||
| Lehigh Valley Railroad | 2 | 2 | 590, 594 | 583, 587 | 594 and 583 were used to field test the new 12V-251 engines in 1954-55 | |
| 5 | — | 350–352, 383–384 | — | |||
| 19 | 6 | 361–373, 387–392 | 387B–392B | |||
| Totals | 73 | 33 | ||||
Some 20 units of various designations exist today in a preserved state.[4] Several excursion railways own operating examples which are in regular service, including MLW units received from Via Rail Canada.
Locomotives not sold to tourist railroads have been sold to museums and other owners.
Alco built 23 A1A-A1A trucked FCA-3s for Pakistan Railways in 1951 and 1953. These were the equivalent of an FPA-2 riding on A1A trucks. ALCO's "World Locomotive", the DL500 (introduced in 1953), originated as a newly designed demonstrator based on the FA-2. The first 25 DL500s used the model 244 engine rated at . Later DL500s were like the FPA-4 and utilize the ALCO model 251B diesel engine as the prime mover and are rated at . All DL500s were built with C-C trucks, but B-B or paired A-1-A trucks were offered as an option.
The only locale within the Americas where ALCO-built cab units, such as All America Latina Logistica (ALL), still see daily usage in freight duty is Argentina. A total of 369 DL500 locomotives were built by ALCO, AE Goodwin, and MLW between May 1953 and December 1967.
Variants of the ALCO "World Locomotive" saw service in Australia, where it was built under license by AE Goodwin, Sydney. Six single-cab locomotives were delivered to the South Australian Railways (SAR) in 1955 as the 930 class.[8] In 1957, the SAR received the first of an eventual 31 built to a two-cab design, the end with the second cab being flat-fronted. A few months later, the first of an up-rated version of the two-cab design arrived on the Department of Railways New South Wales as the 44 class, of which 100 were in service by 1968.[9] [10]
| Railroad | Model | Specification Number | Quantity | Road Numbers | |
|---|---|---|---|---|---|
| South Australian Railways | FPD6 | DL-500B | 6 | 930-935 | |
| South Australian Railways | FPD7 | DL-500C | 31 | 936-966 | |
| Department of Railways New South Wales | FPD7 | DL-500C | 100 | 4401-44100 | |
| Department of Railways New South Wales | FPD9 | DL-500G | 40 | 44201-44240 | |
| South Australian Railways | FPD9 | DL-500G | 6 | 700-705 |
Similar DL500 locomotives were also used in Greece, Pakistan, Peru, and Spain.
| Railroad | Model | Specification Number | Quantity | Road Number | |
|---|---|---|---|---|---|
| Northern Railways of Pakistan | FPD3 | DL-500 | 2 | 2024-2025 | |
| Renfe | FPD5 | DL-500A | 17 | 1601-1617 | |
| FPD6 | DL-500B | 6 | 500-505 | ||
| General Bartolome Mitre Railroad (Argentine Railways) | FPD7 | DL-500C | 25 | 5551-5575 | |
| Hellenic State Railways | FPD7 | DL-500C | 10 | A301-A310 | |
| Northern Railways of Pakistan | FPD7 | DL-500C | 35 | 2026-2029, 2044-2074 | |
| Renfe | FPD7 | DL-500C | 24 | 1801-1824 | |
| FPD9 | DL-500S | 5 | 2101-2105 | ||
| Renfe | FPD9 | DL-500S | 8 | 2101-2108 | |
| Renfe | FPD9 | DL-500T | 72 | 2109-2180 |
See main article: Indian locomotive class WDM-1. In India the DL500 were introduced as the Indian locomotive class WDM-1 in 1957.[11] [12] They were in service until the early 2000s.
12. Craig, R. (2010, December 29). Alco DL500 World Locomotives. www.the diesel shop.us. Retrieved April 5, 2023, from http://thedieselshop.us/Alco_DL500.HTML