From the EMC FT 103 to the NSB Di3a 633
|After successful bringing out of the
E-models in the 1937, the F-models 1939 was brought out. The E-model was a locomotive with
two 12-cylinders two-stroke diesel engines ever with its generator and the wheel
arrangement was A1A-A1A. The F-models became a 16-cylinders two-stroke diesel engine with
generator and the wheel arrangement Bo-Bo .
In 1938 the 567-engine has been brought out and replaced the Winton 201A-engine, who was brought out in 1934 and used in first E-models; E, E1 and E2, which were small standard models, total 29 pieces. Additionally 6 pieces M-models with No. 10001 - 10006 were supplied to railway company "Union Pacific" in the 1934-36 and 6
|pieces of that TA model with No. 601 - 606
supplied to railway company " Rock Iceland " in the 1937. The M and TA
models had a 16-cylinders two-stroke diesel engine with generator.
First of the locomotives, the "Union Pacific's ", M 10001 had a 12-cylinders two-stroke engine before it entered revenue service. M 10002 - 10006 was locomotive units consisting of a unit with pilot's compartment, Cab unit " A ", and a unit without pilot's compartment, booster unit " B ". the booster unit of the M 10002 has a 12-cylinders two-stroke diesel engine, during the other booster units (M 10003 - 10006) had a 16-cylinders two-stroke diesel engine and it's technically identically to the Cab units, how all E and F-models are.
The development in America
|On 25 November 1939 first F-models, FT 103
was ready for operation, and it went out to the promotion tour , the 25 American Federal
States covered in 10 months until October 1940. FT 103 consisted of four units, two with
pilot's compartment (Cab unit " A ") and two without pilot's compartment
(booster unit " B "). The F-model was actually goods train locomotive, while
that the E-model was passenger course locomotive, but both models was used in all
types of course and showed thereby that was a universal locomotives, which the EMC runs in
that thirties-years had brought out.
In the May of 1960 last American steam engine could be taken from the operation, after that as well the E and F-models as other models of the EMD was brought out, which is called the EMC since 1941 had its gone a victory run on the North American continent. Additionally other locomotive manufacturer, that had built steam engines so far, also had come with its own models, but without large success such as EMD and the only real competitor there also the earlier co-operation partner was General Electric,
|GE, which had also supplied to first years
with electrical equipment to the motor coaches and locomotives of the EMC.
To end the forties were the later machine boss with DSB, E. Riisbjerg Riisbjerg-Thomsen, to longer study trip into the USA, exact on this point in time, the usually output-broad F-model, F7, of the EMD was under development and it came model for the later European EMD locomotives, MY and MX of DSB, Diá and Di3b of the NSB, 202, 203 and 204 the NMBS/SNCB, 1600 the CFL and M61 of the MAV.
Around return to the American is to be mentioned that the E-model came in 10 versions up to the 1963, where the first was called model E and the remaining with the numbers from 1 to 9 after the E, and the F-model came in 8 versions, i.e. the above-mentioned model FT (1939-45), F2 (1946), F3 (1945-49), F7 and FP7 (1949-53) and F9, FL9 and FP9 (1954-60). The FL9-Modell had the wheel arrangement Bo-A1A, because of more current collector in contrast to remaining F-models.
The "Road-switchers" takes over
|In run that fifties-years the F-model gradually displaces by the "Road Switchers" the models GP, brought out as GP7 in 1949, and SD, brought out as SD7 in 1952. The only difference between GP and SD is the wheel arrangement, where the GP model has the same as the F-model, i.e. Bo-Bo and the SD model has the wheel arrangement Co-Co and whit that are six-axis like the E-model. The F and GP models are four-axis like the 59 branch liners is, which BL model of 1948-49. It came only one BL1 and had remainder was BL2 of the similarity with a milk car (" Milk car "), which||was a kind of prototype for GP and SD.
BL1 and the rest was a BL2, who just like a "milk car", who was to be a kind of prototype for the GP and SD.
Because the two " Road Switchers " are still in production want to be to incalculable to give that the single models, but only to give that the GP7 was manufactured in 4062 copies and the SD40 was manufactured in 1275 copies, as the most numerous ones from the two "Road switcher models" .
GM-EMD come to Denmark and Norway
|On 6 February 1954 MY 1101 at DSB was
delivered. In the same month the keels put on to the later very beautiful FCB ferry,
the current museum ferry in the Nyborg, " Kong Frederik IX " Helsingør
Skibsværft & Maskinbyggeri (The Dockyard & Engine Works of the Helsingør). All
GM locomotives is built on NoHAB had passed the dockyard in Helsingør away to Denmark
transfer with the ferry from Helsingborg to Helsingør.
The MY 1101 was followed by the 1102 - 1104 in the spring of 1954 and the fifth locomotive in the prototype series, NoHAB No. 2242 - 2246, came on 17 September 1954 to Oslo, Norway. It where was received by October in an exhibition on the occasion of the 100 year old anniversary of the NSB.
|Additionally NoHAB No. 2246 was a demonstration locomotive and was into Turkey in the summer of 1955 and model for the Belgian/of Luxembourg EMD locomotives built with the factory AFB and supplied in the period 1955-57. No. 2246 of NoHAB was transferred of the NSB in January 1957, where it was called the Di3a. The small " a " after the Di3 is only come in the 1960, there NSB came a small series of three locomotives with the wheel arrangement a A1A-A1A , like the Danish MY 1101 - 1159 and MX 1001 - 1045. The other Di3´s had the wheel arrangement Co-Co, whatever everything the Belgian ones, Luxembourg ones and Hungarian ones get. The Danish MY´s and the three Norwegian Di3b 641 - 643 are remind purely technical to the TA 601 - 606 the "Rock Iceland ", while the other 16-cylinders EMD locomotives are remind purely technical to the SD models.|
Round noses in Belgium, Luxembourg and Hungary
|On 26 September 1960 MX 1001 was supplied of the DSB and reminded the F-model, The locomotive get a 12-cylinders two-stroke diesel engine and become approx. 12 tons more easily than the MY. The MX-locomotive could be used on the secondary railroad lines of DSB, for example in the central and west Jut land, where the track could not carry MY locomotive. The railway Nyborg - Ringe - Faaborg, where the passenger traffic was shut down 1962, get in March 1961 it visits from MX 1003, because a goods train had derailed in the Ullerslev between Nyborg and Odense. The locomotive was output-borrowed to 2. District of DSB for the training of the Locomotive- and Workshop personals. It was at that time that the "North Express" drove over Padborg and transferred with the Great Belt ferries. In this connection had the MX 1003 course between Nyborg and the Odense over Ringe and in reverse pulled, including the lightning courses ("Lyntog")||derived also on this distance.
In the 1960 NSB Di3a 623 was on test run in the Hungary and from it the taken place the order of 20 piece of M61, which was supplied with to 1963-64 to the Hungarian railways. Poland had been also in the picture, but because of currency problems came an order not. It was worse with Finland, which 7 locomotives ordered with NoHAB, but the job to cancel had. Five of the locomotives either it had been built or was in builds, instead sell to the NSB to therefore have the three locomotives, series Di3b, for which in build in such a way had progressed that a change in wheel arrangement the Co-Co could not be worthwhile oneself , while two the others was converted and came the type designation Di3a, No. 622 - 623, that together with Di3a 602, is 300 mm longer than the remaining Di3a, 603 - 621 and 624 - 633 are.
Failed Danish experiment and success for the GM-EMD in Europe
|The five first locomotives of 1954, NoHAB
No. 2242 - 2246 or DSB MY 1101 - 1104 and NSB Di3a 602, became American exhaust with
single a Manifold, while the other came European exhaust with doubly Manifold, with
exception of the last 15 pieces DSB MY 1145 - 1159 of 1964-65 and MX 1001 - 1045, came a
Danish exhaust was developed on the technical university of Denmark (Danmarks Tekniske
Højskole). The exhaust type as groove exhaust is called and also on few of the older MY's
is copied, as for example MY/MV 1109, MY 1116 and MY 1123 came, in addition, NSB a Di3a
610, if the later supplies in the 1965, Di3a 624 - 629 and in the 1969 Di3a 630 - 633,
came the European exhaust, which like the American exhaust is called as tubing
With supplying of the Di3a 633 at NSB one era ended , which FT 103 had initiated 1939, absolute success was despite transverse firing tests failed here in the Denmark from the page of the chairman of the Smedeforbundet (Danish Ith G. Metal that is today called Dansk Metal) Hans Rasmussen, to which resulted in build from the two Frichs/B&W diesel locomotives MY 1201 - 1202, which was supplied with to 1958-60 at DSB. These two locomotives z-were placed and no success and also to 1968 there superseded and scrapped in
|the 1971 with H. Ith Hansen in the Odense
to avoid due to rumors to night around scandal.
DSB was not inspired also for the two Danish-built MY's, who get many pointed names; " the hookers from Århus", " Marylyn Monroe ", particularly 1201, and " My fair lady ", particularly 1202 because it only 1960 had come and that was the same year of the musical " My fair lady " had even performance in the 1960 repeated suspended had because of illness.
With consideration on the Danish Industri it has like that to be that, has all MY of and with No. 1102 supply given all MX'ern and MZ, where Frichs in Århus built the car bodies and rotary stands and Titan, late Thrige-Titan, built drive motors, generators (for MY and MZ) and direct current generator (for MX), according to which different sections was transported to NoHAB and installed. That Swedish company ASEA does have case of even supplies by drive motors and generators for the Di3's of the NSB. These under-deliveries for Danish and Norwegian to have no more badly made out this reason, under others was Frichs in Århus very famous over good chassis to build for locomotives, when the diesel electric shunting locomotive, DSB MT 151 - 167, was a example of it
|In the 1969 the last four Di3's at NSB it was supplied although that DSB had already supplied 1967 first MZ locomotive, reminds of the technical view with the SD40 model of the EMD's in the period the 1965-71 was built. Both the MZ'er was square without the famous round noses, could it anyway remind of the F-model and be a model for the Spanish series 333, who were supplied in 1974-77 from the Spanish locomotive factory Macosa, on license of NoHAB, completely on 93 copies, all with a 16-cylinders two-stroke diesel engine, and 26 first MZ-locomotives for DSB.The last 35 MZ-locomotives 20-cylinders two-stroke||diesel engine and are technical view
identical to the SD45-Modell of the EMD.
For different models of EMC/EMD were lifetime by 20-25 years calculated however many of it drive themselves still if it over 40 years is old, never the less what validly made in Belgium and Norway is not older during it in Denmark and Hungary than 35-36 years. DSB has rented some locomotives ready for operation up to 42 year old is to a German company . If one wants to see old locomotives in internal message, find it instead of with Danish and Swedish private railway companies drives with old MY and MX.