Alco
The American Locomotive Company, frequently shortened to ALCO or Alco, was a contractor of railway locomotives within america.
The business was made in 1901 in the amalgamation of several smaller locomotive makers:
Brooks Locomotive Works in Dunkirk, Ny
Cooke Locomotive and Machine Works in Paterson, Nj
Dickson Manufacturing Company in Scranton, Pennsylvania
Manchester Locomotive Works in Manchester, New Hampshire
Richmond Locomotive Works in Richmond, Virginia
Schenectady Locomotive Works in Schenectady, Ny
The brand new business was headquartered in Schenectady and eventually shut the rest of the locomotive Montreal, Quebec, aside from the chief plants in Schenectady, NY, and manufacturing plants.
The following year, 1905, Alco bought Rogers Locomotive Works of Paterson, NJ, the next biggest locomotive producer within the U.S. behind Baldwin Locomotive Works.
Steam locomotives
Alco was the second-biggest steam locomotive builder within america (after Baldwin), creating over 75,000 locomotives. Among these were a vast amount of wellknown locomotives. Alco built a lot of the largest locomotives ever constructed, including Union Pacific's Big Boy (4-8-8-4).
American No 75214 Tr2 1319 in the Finnish Railway Museum
Narrow gauge ALCO locomotive built for your military support behind the trenches of World War I
During WWII, Alco created many 2-10-0 Decapods for the USSR. A lot of these were undelivered at the conclusion of the war, and 10 of these were sold to Finland in 1947. One, Alco contractor's No. 75214, is kept in the Finnish Railway Museum.
1948 saw the last steam locomotives erected in Schenectady, although the double - service 4 - 8 - 4 steam locomotive had shown great promise. They were the seven A-2a category 9400-collection Pittsburgh and Lake Erie Railroad 2-8-4 "Berkshires." Their tenders, nevertheless had to be subcontracted to Lima Locomotive Works, as Alco's tender store was shut, along with the building converted to diesel locomotive production.
Joseph Burroughs Ennis (1879 1955) was for the style of several of the locomotives made. responsible senior vice-president between 1917 and was and 1947.
Alco autos
The organization diversified into the car business in 1906, creating French Berliet designs under permit. Creation was found at ALCO's RI Locomotive Works in Providence, RI. A couple of years later, the Berliet permit was abandoned, along with the business started to create its styles rather. An ALCO racing car won the Vanderbilt Cup in both 1910 and 1909 and competed in the first Indianapolis 500 in 1911, pushed on all three events by Harry Grant. ALCO's automotive enterprise was unprofitable, and they abandoned car production in 1913.
For a summary of Alco diesel locomotive designs, see Set of ALCO diesel locomotives.
Alco created the first commercially successful dieselelectric locomotive in 1924 in an association with diesel engine). (GE (electric equipment) and IngersollRand, even though it was firmly devoted to the steam locomotive. This locomotive was sold to the Central Railroad of Nj, and following locomotives were assembled for several of railroads like the Long Island Rail-road and also the North-western Railway and Chicago.
An Alco S-1 diesel switcher at work in the MidContinent Railway Museum, North Freedom, Wisconsin.
Although electric equipment was consistently from General Electric, the organization purchased an engine maker, Seymour & McIntosh Diesel Engine Company, in 1929 and henceforth created its diesel engines. The changeover from steam to diesel was mostly supervised by Perry T. Egbert, vice president in charge of diesel locomotive sales and later president of the firm.[5] Alco was in the 30's the preeminent diesel locomotive builder in america, but the General Motors ElectroMotive Division took over that place with competitive advertising, a ready reserve of development funds from its parent business, and also the intervention of the war years. Throughout that troubled time, Alco was allocated the building of diesel switching locomotives, a couple of ALCO DL109 double-service engines and its proven steam designs, whereas EMD was allocated the building of mainline road cargo diesels (the creation of straight passengerservice engines was forbidden from the War Creation Board). This is because Alco's ground-breaking RS-1 roadswitcher was chosen from the U.S. Military for a critical job. ALCO rated 34th among US companies within the worth of wartime generation contracts.[6] The Kriegsmarine's capital ships, directed by the Tirpitz, and also the Luftwaffe were threatening Allied shipping towards the USSR in the port of Murmansk from bases in Norway. This is, in some time, the lifeline. Because of successes in Africa, the America was able to rehabilitate the Trans-Iranian Railway and extend it to the USSR, and also the power they picked for it was the RSD-1, a sixaxle, six traction motor form of the light Alco. Not only was the organization kept from selling them all to mainline U.S. railroads, the thirteen RS1s that had recently been constructed were commandeered for Iranian obligation and transformed to RSD-1.[3] This gave EMD a lead on the marketplace which couldn't be beat. Also a variable was that Alco's diesel locomotives were competing with its steam locomotive goods, while EMD had no such overlap.
Alco-GE.png
By 1948, Alco had 40% of the diesel locomotive industry. A lot of the success within this interval could be associated with their pioneering RS locomotives, symbolizing the first modern roadswitcher, a configuration that has long outlasted Alco. GE was symbolized within the electric supplies of every locomotive made by Alco. The entire conversion to diesels, regrettably, didn't mean that Alco was supposed to preserve this creation standing.
Nonetheless, the organization held the number-two position on the market until GE, dissatisfied with all the effects of its own partnership with Alco, entered the national highway diesel locomotive market itself in 1956. GE eventually eclipsed GMEMD in complete generation, and immediately took the number-two position from Alco. Despite consistent innovation in its models (the initial AC/DC transmission amongst others), Alco slowly succumbed to its competitors, where its former ally, GE, was becoming an essential component. Third place on the marketplace became an impossible position; Alco products had neither the marketplace position or status for dependability of GM-EMD's products nor the funding muscle and customer service of GE, and gains weren't approaching.
Diversification
Alco diversified into other regions with higher success, although its fling with cars was ultimately unsuccessful. During WWII, Alco built munitions for the war effort, along with locomotive production; this continued through the Korean War. Following the Korean War, Alco entered the oil production equipment and nuclear power-plant markets, the latter also beginning the firm's engagement within the heat exchanger company.
In 1955, the firm was renamed Alco Products, Inc. because locomotives were not its predominant product.
Buy and department
The firm was bought in 1964 from the Worthington Industries, which merged with the Studebaker company in 1967 to form StudebakerWorthington, Inc. (SWI), Alco staying a fully owned subsidiary. Former sections of Alco became semiindependent subsidiaries in 1968.
Following the conclusion of locomotive manufacturing in 1969, the locomotive models (but not the motor development rights) were transferred to the Montreal their manufacture was continued by the Montreal Locomotive Works continued their. The diesel engine company was sold to White Motor Company in 1970, who formed them into White Industrial Energy. In 1977 White Industrial Strength was offered for the British The General Electric Company plc (GEC) who renamed the unit , Inc to Alco Power. The company was afterwards offered for the company, who continue to make Alco - designed engines along with their particular layout.
After the selling of these assets Smithco stayed in company, making other heat exchange products. In 1985, the assets obtained from Smithco were assigned by Bos-Hatten, Inc. to its parent, Nitram. Nitram makes "Alco Twin" double-conduit and hairpintype heat exchangers through Nitram's unincorporated Alco Products Division.
ALCO 18 251 motor employed as a backup generator in a wastewater plant in Montreal.
In addition, Alco-derived locomotives form the main chunk of diesel power to the Indian Railways. Several tens of thousands of locomotives with Alco lineage are in routine mainline use everywhere in India and about 100 new locos are added each year.
The ALCO 251 diesel engine remains manufactured by FairbanksMorse of Beloit, Wisconsin, a business that also manufactured diesel locomotives. Additionally, ALCO diesel engines are utilized to power the NASA Crawler Transporter.
Many of the locomotives are assembled from the Diesel Locomotive Works (DLW), found at Varanasi, India.
The earliest of those (category A.201, DL532B) were sent to the previous Hellenic State Railways (SEK) in 1962. Along with various standard gauge locomotives, the fleet comprises 11 metre gauge Alco locomotives, chiefly used for departmental trains within the Peloponnese network. The MX636 and MX627 locomotives were thoroughly rebuilt at Piraeus Central Factory of OSE. The rest of the Alco locomotives are also being reconstructed, starting with versions DL532B and DL537.
The M&H possesses some of the last authentic ALCO switchers ever assembled, #1016. ALCO sister 151 and this (ex Western Maryland S - 6) still see daily service Middletown.
ALCO-Cooke 2-8-0 #18, constructed in 1920, endures in passenger service to the Arcade & Attica Railroad in Arcade NY. It returned to service in-may 2009 following a sixyear overhaul to bring it into conformity with all the FRA's new steam locomotive regulations.
Some Alcos survive on Australian networks and in Bangladesh and Pakistan. Another fleet of Alco Bombardier locomotives operate in broken terrain to the Sri Lanka railway network. Argentina likewise includes a fleet of Alcos DL540 operating freight and commuter trains.
Only four mallets with this particular wheel arrangement were actually assembled; another three by Baldwin. This unique loco is now out-of service awaiting overhaul.
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