Alco 251-Powered RS/RSD's           Alco Logo

Click on the image for a larger view.  Listed by road name and number.  For production details, see my 251-Powered RS/RSD Roster.

Apache Ry. RS36 800 entering Holbrook, AZ to interchange with the Santa Fe on 5/25/79.  Although not easily seen in this photo, the main spotting features distinguishing the RS36 from the RS11 were the lack of the boxy air aftercooler high on the long hood just forward of the radiator intakes, and the grouping of the carbody filters high on the long hood into 2 groups of 3.

Santa Fe RSD15 9800 in the yard at Barstow, CA, in 6/74.  The low short hood versions were often called "Alligators" for the extremely long nose, and some fans called the high hood RSD15's "Big Snoots".  The RSD15 can be distinguished from RSD12's by the presence of 4 handrail stanchions along the short hood, while the RSD12 only had 3.  The DL600 was produced in 3 versions, the DL600 (RSD7) with a 2250 hp 244 engine (only 2 built, Alco Demos DL-600 and -601, sold as ATSF 600,601), the DL600A (RSD7) with a 2400 hp 244 engine (sold only to ATSF and PRR), and the DL600B (RSD15) with a 2400 hp 251 engine.

Chicago & Northwestern RS3u (with an RS11 long hood) 1613 at Tracy, MN on 9/5/75.  This was a relatively uncommon repowering, since many railroads displeased with the 244 engine turned to EMD to repower their older engines, especially Alco, Baldwin, and FM's.  This conversion was performed in 1960.

C&NW RS11 4251 (ex Carolina and Northwestern/Southern 11) at Tracy, MN on 9/5/75.  A good view of an RS11, with the air aftercooler in front of the radiator intakes and the carbody filters spaced across the top of the long hood.  The RS18, built in Canada, was similar to the RS11 and later to the RS36, but with no numberboard notches.

California Western (the "Skunk") RS11 61 at Willits, CA on the passenger train to Ft. Bragg in 1/84.  This is an ex-SP engine as can be seen from the light arrangement on the short hood and the numberboards that allow individual numbers to be inserted, since SP placed actual train numbers into their numberboards until sometime in the 60's.

Duluth, Winnepeg & Pacific RS11 3614 on a train leaving the yard at Duluth, MN on 9/9/76.  The DW&P RS11's had an unusual arrangement, with the dynamic brakes located in the short hood instead of over the engine in the long hood, and an unusually designed exhaust stack (although I don't know if that was original equipment).

Green Bay and Western RS27 (DL-640) 310 sitting in the sun at Green Bay, WI, on 9/7/76.  The RS27 has the shortest nose of the RS/RSD's, to allow for the installation of a 16 cylinder engine in the long hood, but use the standard frame from the RS11/RS36 (which had 12 cylinder engines).

Soo Line RS27 416 on a transfer run at Minneapolis, MN on 7/20/73.  All RS27's were low nose units, and only CNW, SOO, GBW, PRR and UP purchased the model.

Southern Pacific RSD12 2959 at Houston, TX, pushing cars over the hump on 6/25/73.  Note that the RSD12 has only 3 handrail stanchions along the short nose, distinguishing it from the longer RSD7/RSD15's, which have 4 stanchions.

Southern Pacific RS32 4008 at the Roseville, CA yards in 9/71.  The 2000 hp RS32 was added to the catalog only to compete for orders specifying a 2000 hp unit (to compete with GP20's).  RS32's appear very similar to RS36's, but RS32's possess two square grills stacked vertically just behind the cab on the left side (barely visible in this photo).  Luckily for the diesel spotters (not for Alco!), the only RS32's built were for the SP and NYC, and thus all other locomotives with this general appearance are RS36's.  Also, SP and NYC did not buy any RS36's (but did have RS11's).  On RS32/RS36's, the presence of the small openings at the top middle of the long hood indicate that the unit is dynamic brake equipped.

Southern Pacific RSD15 5162 at Eugene, OR, pushing cars over the hump in 8/72.  In later years SP used their C-C Alcos in switching service, and used RSD12's (at Houston) and RSD15's (at Portland) for hump service. The RSD12's and RSD15's use a Trimount truck which has 2 brake cylinders per side, unlike the 1 brake cylinder per side used on the RSD4/RSD5's.

Utah Railway RSD15 400 in the snow at Hiawatha, UT on a mine run on 1/6/79.  This ex-ATSF unit was also used in mainline service to supplement their RSD4's on the run from Martin to Provo, UT along the joint DRGW/UTAH right of way over Soldier Summit.

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