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Post by BleBob on Feb 22, 2012 13:10:56 GMT -5
Going to kick off a thread dedicated directly to the B&LE fleet of SD9s. These locomotives served the Bessy from the early 1960’s all the way up till the arrival of the tunnel motors. The Sd9s played a role in service from main line action, to branch line service, and even yard service. Several units even went through the shops at Greenville and got a nose job. So here can be a great place to talk about the many different locos, details, and where they went.
27 Units 821-847 at one time worked the B&LE rails
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Post by BleBob on Feb 22, 2012 13:18:39 GMT -5
The last batch of SD9s to come to the BLE would end up being the units to get a chopped nose by the crews at Greenville. 844,845,846,847 were the four units to get this treatment
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Post by BleBob on Feb 22, 2012 14:20:25 GMT -5
From Mitch
"The 830 was built in 1956, and 840 built in 1958. The 840 was the highest numbered, and therefore newest, DM&IR SD-9 to be sold to B&LE. It was #151.
The following B&LE SD-9's had the two 48" fans as opposed to the 4 36" fans on the other units. One fan is under the winterization hatch on all units.
821, 822, 823, 824, 825, 838, 839, and 840 were all 1958 build (phase IV I think?....) SD-9's. Note that in addition to the cooling fan change, their headlamps vary from the older style too. The headlamps are flush with the nose, rather than a slight protrusion like the older style. I prefer them more vintage look of the older style headlamp.
I believe some internal changes similar to the SD-18 were present. They may have had water cooled air compressors like the SD-18's."
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Post by Jon on Feb 22, 2012 18:46:56 GMT -5
I'd like to add some more to what Mitch said from some observations I've made on the differences in phases of SD9s. I am using these drawings from Trainiax.net to demonstrate the differences between phases. Note that some details on these drawings are road specific to the engine depicted, and will differ from B&LE specific details. I will only be highlighting the details common to all units in each phase category. I want to emphasize that none of this information is official. I am simply going off of observations I've made personally. If one of you has an official source for phase classifications, it would be greatly appreciated if you would be so kind as to share it with us to correct any errors in observations I've made. Phase 1 SD9:  - Four 36" radiator fans with roof pipes - Low cab sub base - Old style handrail stanchions - Battery boxes behind the cab on both sides Phase 2 SD9:  - Four 36" radiator fans with roof pipes - Low cab sub base - New style handrail stanchions - Battery boxes behind the cab on both sides Phase 3 SD9:  - Two 48" radiator fans - Low cab sub base - New style handrail stanchions - Battery boxes behind the cab on both sides Phase 4 SD9:  - Two 48" radiator fans - High cab sub base, common also to SD18s and SD24s, as well as phase 4 GP9s, GP18s, and GP20s. - New style handrail stanchions - No battery boxes behind the cab - First two doors behind the cab (on both sides) full height (they're blocked by the battery boxes on Phase 1-3) Review: I have not determined if the inclusion or disclusion of a ladder on the engineer's side nose has any bearing on phase classification, though I have taken note that I cannot seem to find a single photograph of a B&LE SD9 that DOES have an engineer's side nose ladder. I speculate that the utility of a ladder here, as well as on the fireman's side nose would be to service some sort of equipment that was not necessarily present on all SD9s, or it may also have been a road specific option offered by EMD. As far as external differences go, I have determined the only difference between all phase 1 and phase 2 SD9s would be the handrail stanchions. There may be other details, and perhaps internal differences, but they were very similar. To contradict my findings, B&LE SD9 831 had the later style handrail stanchions. According to Railroad Picture Archives, 831 was built as EMDX 5591 in July 1955 as a demonstrator model. Logic would lead you to believe that a demonstrator model would be a Phase 1. Though clearly the photo attached displays details categorizing the 831 by my research as a phase 2. Perhaps my assumption of the old style hand rails classifying a locomotive as a phase 1 vs a phase 2 is false. Could anyone else shed light on the matter?  For the sake of clarification, here is a good comparison of the old and new style handrail stanchions. SD7 802 built Oct 1952 on the right with old style stanchions. SD9 829 built march 1956 as DMIR 104 with the new style stanchions. www.rrpicturearchives.net/showPicture.aspx?id=744348This 1975 image taken at North Bessemer is very useful at pointing out differences between early and late phase SD9s, as well as SD18s.  Note that SD9 840 has a low cab sub base, twin 48" radiator fans, and new style handrail stanchions. By my research, this would classify it as a Phase 3 SD9. The middle unit, which I can't quite make out the road number (836?), has a low cab sub base and four 36" fans. I can't determine if it has the old or new handrail stanchions, so I can't make a definite ruling, but it is either a phase 1 or a phase 2. Also, take note of the difference in height from the frames of the high nose of the middle SD9, and the slightly taller long hood of the unidentified trailing SD18. I have always wondered for what reason the SD18 and SD24's radiator housing was several inches higher than that of an SD9 and an SD7. Perhaps there was some sort of equipment located behind the prime mover that required that extra few inches of vertical space? If anyone could please shed some light on this detail, please do. It would be good to finally have an answer to those elusive questions to a very familiar locomotive model to the B&LE. Also note that the distance between the top of the hood roof behind the cab, and the top of the cab roof itself is several inches greater than that of the same area on an SD9. This is due to the taller cab sub-base (air and electrical boxes) present on the SD18s. This same detail was explored when I talked about the Phase 4 SD9. |
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Post by Jon on Feb 27, 2012 20:01:42 GMT -5
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Post by URR566 on Feb 27, 2012 21:46:07 GMT -5
Those arent the freight car numbers that 844 is wearing those are Union Railroad locomotive numbers. Looks as though the URR patched out the cab base with a different shade of orange and put their own numbering font on them. They also got the URR traditional cooler, firemans side mirrors, and had remote control added. I believe only one SD9 either 844 or 845 had RC (edit, both 844 and 845 had RC). Don't know why the URR put their numbers on the side but those are their numerals on 844.
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Post by URR566 on May 13, 2012 2:11:58 GMT -5
SD9s 844-847 were rebuilt by the Bessemer at their Greenville shops in 1979-80. They received upgraded electrical equipment, power assemblies, a low nose, and 26L brakes. This was similar to what sister road Duluth Missabe & Iron Range did with their SD-M rebuild program. Aside from the low nose, there were other differences from the rest of the B&LE SD9 fleet.
None of these units had the fuel tank breathers which the rest of the B&LE SD9 high nose fleet featured.
844 wore a 3 chime Leslie horn with snow shields for most of its life instead of the typical Nathan P5 found on the rest of the former Missabe SD9s:
www.rrpicturearchives.net/showPicture.aspx?id=665101
Both 844 and 846 had handbrake wheels instead of the typical handbrake levers.
On 844 and 845 the battery box on the fireman side front were shortened. This was done some time after 1991. This change resulted in the hand railings being changed as well as the small access door on the short hood being lengthened all the way down to the deck. Before and after views:
www.rrpicturearchives.net/showPicture.aspx?id=845923
www.rr-fallenflags.org/ble/ble845an.jpg
Although 844 and 845 both received this modification, they weren’t the same-the step coming off the battery box on 844 was built into the battery box(see the photo of 844 that Jon linked in to hopefully understand what I mean), while on 845 the step was simply a bolt on step.
845 and 847 had their engineer side rear ladders removed:
www.rrpicturearchives.net/showPicture.aspx?id=1999424
www.rrpicturearchives.net/showPicture.aspx?id=665600
Later in its career, the 846 would be the only low nose SD9 to receive ditch lights:
www.rr-fallenflags.org/ble/ble846.jpg
Also take a look at this picture of 845 at Albion. You can see where the Greenville shop crews made cuts and did grinding between the class lights and sand fill hatch:
www.rrpicturearchives.net/showPicture.aspx?id=2055561
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