|Number: AS 4||Name: none|
|Date Built:||Date Purchased: 1993||Date Sold: Sep 2002|
|Line Built for: Algoma Steel||Disposition: CRM Serviceable|
|Builder: GE||Model: 45-ton||Serial Number:|
|Style: diesel-electric||Type: Switcher||Wheel Arrangement: B-B|
|Track Gauge: 3'||Tractive Effort: 1,800||Pressure/Power: 340 hp|
|Valve Gear/Transmission: Electrical||Driver Size:||Cylinder Bore:|
|Weight: ~47 ton||Engine Weight:||Adhesive Weight:|
|Grate:||Fuel Capy.:||Water Capy.:|
This unit is one of three M-7 duplicates and a two pair of spare trucks reportdly came to the railroad November 5, 1993 from Kovanchick Salvage's acquisition at an Algoma Steel plant in Sault Sainte Marie. They are double ended diesel-electric locomotives with two engines each. They have two 150 hp engines, one under each hood, and one traction motor in each truck directly powering one axle which is chain coupling it to the other axle. The engines are 6 cylinder 6-71 Detroit Diesels. They differ mainly from other GE 44-toners in their undercarrige, which is divoid of tanks and resrviors and instead has a pair of variable gauge trucks. This unit was stored for possible reactivation or parts supply for M-7, but was never used.
These units are classified as "45-ton" not due to their exact weight, but to differentiate them from the more common "44-ton" units. 44-ton units specically weighed under the railroad union contract stipulation that all locomotives 45 ton and higher be manned by both an engineer and fireman, and those less only an engineer. "45-ton" lomootive differ from the more common "44-ton" in having only one traction motor per truck rathern than two, and no blowers to cool the traction motors. This was due to their intended role of operating at low speeds for short distnaces inside industrial plants. Being in inustriy rather than railroad company use, they were not subject to the 45 ton railroad union contract. Early 45-ton units had sidrods to connect the unpowered axle in each truck to the pwoerred one, but these, as with later 45-ton units, have chains on the axles connecting the axles. Further differentiating these from nost 45-ton units are are their narrow bodies, higher hoods, and their undercarrige, which is divoid of tanks and reserviors and instead having a pair of variable gauge plate trucks. Reportedly these units actually weigh 50 tons due to ballasting, but are still of the "45 Ton" class.
The three unused Algoma Steel 45-tonners sat in the EBT Locomotive Shop, except one that was displayed with what would be M-7 at the 1995 Fall Spectacular. After the massive 2002 Colorado fires that cased great losses to the Durango and Silverton when their steamers had to stop running due to the fire threat, the D&S started buying up narrow guage diesels for use as reserve power. After buying and restoring a nearly identical 47 ton Arkansas Lime unit, the D&S purchased these three units from the EBT and started the haul to Colorado Septermber 17, 2002.
In 2006 the unit was restored to service by the D&S. Subsequently it was resold to the Colorado Railroad Museum in Golden Colorado.
It has been ascerted that these units are 50 tonners. The variable gauge trucks are quite a bit heavier than the fixed standard gauge trucks on a standard 44 toner, though the carbody seems to be a bit smaller. The true weight of the unit is uncertain, though it is in the 44 Ton class. It's actual weight is likely 47 tons.
AS 4 s/n 32471 blt 8/55