Maine Central diesel locomotives

Maine Central Railroad began operating diesel locomotives in 1935, and had retired all steam locomotives by 1954. That time interval was a joint operating period with the Boston and Maine Railroad (B&M).[1] This article describes diesel locomotives owned by Maine Central through the period of joint operation and later independent operation prior to Guilford Rail System control in 1981.[2]

Locomotive purchasing history

Maine Central made annual purchases of new steam locomotives from 1899 through 1920. Changing economic climate following World War I terminated routine annual purchases. Economic restructuring in the early 1920s included purchasing a few modern steam locomotives in 1923 and 1924 while eliminating subsidiary branch lines serving Bridgton, Belfast and Franklin County. J. G. Brill Company 68 horsepower (51 kW) Model 55 gasoline-powered baggage-mail motor car number 700 was purchased in 1922 and scrapped in 1930.[1] Attempts to offer passenger service enticing people off Maine roads included purchase of the last two new steam locomotives in 1930 followed by joint purchase of the Budd Company Flying Yankee streamliner in 1935.[3] Two gasoline-powered switchers were purchased while exploring options to decrease operating costs through the Great Depression. Maine Central number 1 was Whitcomb Locomotive Works builders number 12981 built in 1929, acquired in 1932 and sold to National Fireworks Company in 1941. Number 2 was Plymouth Locomotive Works builders number 3957 built in 1938 and sold to New England Shipbuilding Corporation in 1942.[4]

Maine Central's first wholly owned diesel-electric locomotive was an Ingersoll Rand 600 horsepower (450 kW) railcar built as demonstrator OE-600 in 1933. The rear of the railcar included railway post office and baggage compartments. The railcar became Maine Central number 901 in 1935; and pulled a coach or two over the eastern division between Bangor, Maine and Vanceboro, Maine until 1947. It then spent two years pulling Rumford Branch passenger trains before conversion to unpowered maintenance of way tool car number 950.[5]

Builder Type Class Notes[1]
ALCO HH660 DS-2
ALCO RS-2 DRS-1b
ALCO RS-3 DRS-1d
ALCO RS-11 DRS-1f
ALCO S-1 DS-3
ALCO S-2 DS-4b
ALCO S-3 DS-3
ALCO S-4 DS-4d
EMD E7A DP
EMD F3A/B DF-3 steam generator
EMD F3A DF-4
EMD GP7 DRS-3 class DRS-3a = MU & dynamic brakes
class DRS-3b = MU & steam generator
class DRS-3d = steam generator
EMD GP38 DRS-4
EMD SW7 DS-5
EMD SW9 DS-5
GE 44-ton switcher DS-1
GE U18B Independence
GE U25B

Paint schemes
GE U18B number 407 wearing the Maine Central yellow paint scheme, but lettered for lease.

Diesel locomotives were painted black with white lettering through World War II. Road engines built through the period of joint operation shared the B&M paint scheme of maroon with gold stripes first applied to B&M EMD FTs.[6] Only the Maine Central lettering and herald were different. Maine Central followed B&M practice of applying horizontal red stripes outlined in white across the nose of black ALCO and General Electric switchers after B&M purchased ALCO RS-2 demonstrator number 1500 wearing that paint scheme in May, 1948.[7]

The period of joint operations ended in 1953 when Maine Central established separate corporate headquarters in Portland, Maine, and modified the road engine paint scheme by retaining the gold stripe pattern while substituting forest green for the B&M maroon background color.[8] Only two ALCO RS-3s, two ALCO RS-11s, a single EMD SW9 and the last four EMD GP7s were delivered wearing green and gold, but several road switchers and most of the EMD E7s and F3s were later repainted in that scheme. ALCO S-4s delivered in 1954 were painted in a simplified green paint scheme with yellow lettering and fewer stripes.[9] Most of the ALCO road switchers, S-4 number 313, S-1s 954 and 958, 44-ton switcher 11, and GP7s 564, 566, 569 and 571 were later repainted in the less complex green scheme.[10]

EMD GP38s replacing older cab units in 1966 introduced new safety yellow paint schemes. The GP38s were painted yellow with green lettering. Similar yellow paint schemes were applied to all subsequent road switcher purchases until Guilford control. Most of the GP7s were similarly repainted beginning in 1972. RS-11s 801 and 802 were painted yellow in 1977 and 1981, respectively.[10] Yellow paint covered the formerly striped noses of many ALCO switchers, although cabs and hoods remained black.[11]

Class DS yard switchers

Maine Central purchased two ALCO HH series locomotives in 1939 after observing operation of earlier purchases of these switchers by subsidiary Portland Terminal Company. Ten similar ALCO S-1 and S-3s were purchased by 1953.[12] These switchers worked in the larger yards and replaced 4-6-0s on the Harmony branch. Maine Central also purchased seven GE 44-ton switchers between 1941 and 1947 for use in Augusta, Brunswick, Livermore Falls, Vanceboro, Eastport, and the unconnected upper and lower yards at Lewiston. The Brunswick assignment proved too heavy for a 44-ton switcher; but they eliminated need for firemen and 0-6-0 maintenance crews in the remaining locations. The 660 horsepower (490 kW) ALCO switchers served as summer replacements when the 44-ton switchers required maintenance; but the ALCOs lacked electric hood heaters which allowed the 44-ton switchers to sleep in unheated engine houses through winter months without freezing the engine blocks.[13] ALCOs replaced 44-ton switchers at some locations in the mid 1970s;[10] but light rail on the Eastport branch required a 44-ton switcher until service to Eastport was discontinued in 1978.[14]

Number Class Type Works number Built Retired Notes[1]
11 DS-1 GE 44-ton 13095 9/1941 3/1974 only GE switcher painted green;[15] sold
12 DS-1 GE 44-ton 15037 8/1942 9/1975 sold
13 DS-1 GE 44-ton 27973 5/1945 3/1974 sold
14 DS-1 GE 44-ton 27974 5/1945 12/1977 sold
15 DS-1 GE 44-ton 27975 5/1945 12/1974 sold as Conway Scenic Railroad # 15
16 DS-1 GE 44-ton 28488 5/1946 1985 sold as Aroostook Valley Railroad # 14
17 DS-1 GE 44-ton 28348 5/1947 4/1974 sold
951 DS-2 HH660 69087 9/1939 3/1967 scrapped
952 DS-2 HH660 69088 9/1939 2/1968 scrapped
953 DS-3 S-1 69411 1/1941 1975 traded for U18B
954 DS-3 S-1 73085 1/1945 1975 traded for U18B
955 DS-3 S-1 73589 10/1945 1975 traded for U18B
956 DS-3 S-1 75350 7/1947 1975 traded for U18B
957 DS-3 S-1 77107 10/1949 1982
958 DS-3 S-1 77108 10/1949 1982
959 DS-3 S-1 77109 10/1949 1975 traded for U18B; became North Stratford Railroad # 959
960 DS-3 S-1 77110 10/1949 1982
961 DS-3 S-3 80290 3/1953 1975 traded for U18B
962 DS-3 S-3 80291 3/1953 4/1981

Class DP (EMD E7A)

Maine Central purchased seven EMD E7s in 1946 and 1948 to operate in a power pool with B&M E7s for passenger service between B&M points south of Portland and Maine Central points north of Portland. The first four were part of a cancelled order for the Rock Island Railroad; and operated for a few months wearing a Rock Island paint scheme with Maine Central lettering. Maine Central soon repainted the Rock Island E7s to match the B&M paint scheme with Maine Central lettering.[1] Two of the E7s were scrapped when Maine Central terminated passenger service in 1960. The remaining five pulled mail and express trains on the former Gull schedule. They were sold to the Kansas City Southern Railroad (KCS) when the Gull express service ended in 1963.[16]

Number Works number Built Retired Notes[1]
705 3366 6/1946 10/1963 Rock Island paint; sold as KCS # 6
706 3367 6/1946 10/1963 Rock Island paint; sold as KCS # 7
707 3368 6/1946 10/1963 Rock Island paint; sold as KCS # 11
708 3369 6/1946 10/1963 Rock Island paint; sold as KCS # 12
709 6647 7/1948 9/1962 sold as KCS # 20
710 6648 7/1948 9/1960 scrapped
711 6649 7/1948 12/1960 scrapped

Class DF (EMD F3)

In 1947 and 1948, Maine Central purchased eight EMD F3As and two F3Bs as their first diesel freight locomotives. Class DF-3 were built with "chicken wire" grills and steam generators for possible use on passenger trains; but all Maine Central F3s spent most of their lives pulling freight trains on the main line and Mountain Division. Class DF-4 had the EMD F7-style grills and were sometimes called F5s.[17] The F3s were traded in for EMD GP38s in 1966.[18]

Number Class Type Works number Built Retired Notes[1]
671A DF-3 F3A 4494 12/1947 12/66 traded for GP38
671B DF-3 F3B 4496 12/1947 11/66 traded for GP38
672A DF-3 F3A 4495 12/1947 12/66 traded for GP38
672B DF-3 F3B 4497 12/1947 11/66 traded for GP38
681 DF-4 F3A 5695 11/1948 12/66 traded for GP38
682 DF-4 F3A 5696 11/1948 12/66 traded for GP38
683 DF-4 F3A 5697 11/1948 11/66 traded for GP38
684 DF-4 F3A 5698 11/1948 12/66 traded for GP38
685 DF-4 F3A 5699 11/1948 7/66 traded for GP38
686 DF-4 F3A 5700 11/1948 11/65 wrecked and scrapped

Class DS branch line switchers

Maine Central purchased three ALCO S-2s in 1949 to handle heavy cuts of freight cars in the Bangor and Waterville yards similar to the work Portland Terminal Company S2s were doing in Rigby yard at the southern end of the Maine Central main line. Class DS-4b S-2s also worked in Rockland and Rumford.[10] Class DS-4d were similar but equipped for multiple-unit (MU) operation to pull branch line freight trains. Four S-4s delivered in 1954 were the only green Maine Central ALCO switchers until numbers 313, 954 and 958 were similarly repainted.[19]

Four maroon and gold MU-equipped EMD SW7s purchased in 1950 and 1951, and a similar green and gold SW9 purchased in 1953 became Maine Central class DS-5.[20] These EMD switchers worked as helpers and local freight engines on the Mountain Division until 1958. They then handled local freights out of Portland until being assigned to Bangor in 1966 for Bucksport Branch freight trains.[10]

Number Class Type Works number Built Retired Notes[1]
301 DS-4b S-2 76593 2/1949 7/1978
302 DS-4b S-2 76594 2/1949 1980
303 DS-4b S-2 76595 2/1949 1980
311 DS-4d S-4 78008 8/1950 1980 the first S-4 type built by ALCO; MU cab end only; sold to Orrington, Maine chemical plant
312 DS-4d S-4 78020 8/1950 1980 MU cab end only
313 DS-4d S-4 79502 12/1951 1981
314 DS-4d S-4 81096 9/1954 1981
315 DS-4d S-4 81097 9/1954 1980
316 DS-4d S-4 81098 9/1954 1980
317 DS-4d S-4 81099 9/1954 1981
331 DS-5 SW7 12370 9/1950
332 DS-5 SW7 12371 9/1950
333 DS-5 SW7 12372 9/1950
334 DS-5 SW7 14754 8/1951
335 DS-5 SW9 19044 12/1953

Class DRS road switchers

Purchase of maroon and gold road switchers began with five ALCO RS-2s in 1949. Maine Central then purchased five class DRS-3b EMD GP7s with dynamic brakes for freight service, and ten class DRS-3b with steam generators for passenger service. In 1953 Maine Central purchased four green and gold GP7s with dynamic brakes and two green and gold ALCO RS-3s with steam generators. All steam locomotives were retired by 1954, but Maine Central purchased two green and gold ALCO RS-11s in 1956 to meet operational requirements after experience demonstrated diesel locomotive maintenance needs and availability. A class DRS-3d maroon and gold GP7 with steam generator but no MU equipment was acquired in 1957. Portland Terminal Company had been using the GP7 as a mileage equalizer pulling commuter trains out of North Station until replaced by Budd Rail Diesel Cars.[21]

After some experimentation in other locations, the ALCO road switchers were based at Bangor and usually worked on the eastern division between Bangor and the New Brunswick border.[22] Steam generators were removed from most of the EMD GP7s as their assignments became increasingly focused on freight trains west of Bangor. Steam generators were retained on GP7s 571 through 574 after regularly scheduled passenger service ended in 1960. Through the 1960s these four GP7s pulled extra trains of New Haven Railroad coaches carrying children to summer camps in Maine.[23]

Three of the RS-2s were traded in for GP38s in 1966. GP7s started working on the eastern division when thirteen new GP38s were delivered in 1966 and 1967. GP7s replaced remaining ALCO RS-2s and RS-3s when ten new GE U18Bs arrived in 1975. The U18Bs were individually named after Maine personalities and places of the American Revolutionary War in recognition of the United States Bicentennial.[24]

After the bicentennial, Maine Central began purchasing used locomotives including fourteen GE U25Bs from the liquidated Rock Island Railroad. Five of the U25Bs were cannibalized for parts to make the remaining nine operational. Availability of nine U25Bs for freight service allowed GP7s to replace the remaining ALCO switchers for yard assignments.[25]

Number Class Type Works number Built Retired Notes[1]
225 U25B 35701 9/1965 former Rock Island # 225 purchased 6/1980
226 U25B 35702 9/1965 former Rock Island # 226 purchased 6/1980
228 U25B 35704 9/1965 former Rock Island # 228 purchased 6/1980
229 U25B 35705 9/1965 former Rock Island # 229 purchased 6/1980
230 U25B 35706 9/1965 former Rock Island # 230 purchased 6/1980
231 U25B 35707 9/1965 1/1987 former Rock Island # 231 purchased 6/1980; wrecked
232 U25B 35708 9/1965 former Rock Island # 232 purchased 6/1980
234 U25B 35710 9/1965 former Rock Island # 234 purchased 6/1980
238 U25B 35714 9/1965 former Rock Island # 238 purchased 6/1980
251 DRS-4 GP38 32660 11/1966
252 DRS-4 GP38 32661 11/1966
253 DRS-4 GP38 32662 11/1966
254 DRS-4 GP38 32663 11/1966
255 DRS-4 GP38 32664 11/1966
256 DRS-4 GP38 32665 11/1966
257 DRS-4 GP38 32666 11/1966
258 DRS-4 GP38 32667 11/1966
259 DRS-4 GP38 32668 11/1966
260 DRS-4 GP38 32669 11/1966
261 DRS-4 GP38 32670 11/1966
262 DRS-4 GP38 32671 11/1966
263 DRS-4 GP38 33280 9/1967
400 Independence U18B 40720 5/1975 named General Henry Knox
401 Independence U18B 40721 5/1975 named Hannah Weston, who carried gunpowder to Jeremiah O'Brien's forces at Machias, Maine[26]
402 Independence U18B 40722 5/1975 named General John Stark
403 Independence U18B 40723 5/1975 named General Peleg Wadsworth
404 Independence U18B 40724 5/1975 named Kenneth Roberts
405 Independence U18B 40725 6/1975 named Arundel, the historical novel written by Kenneth Roberts[26]
406 Independence U18B 40726 6/1975 named Colonel John Allen, who dissuaded Abnaki from assisting loyalists[26]
407 Independence U18B 40727 6/1975 named Unity, the sloop commanded by Jeremiah O'Brien.
408 Independence U18B 40728 6/1975 named Battle of the Bagaduce
409 Independence U18B 40729 6/1975 named Ethan Allen
450 EMD GP9 A2018 8/1963 the last GP9 built; former Algoma Central Railway # 171 purchased 6/1981
469 RS-3 78291 9/1950 6/1967 former RI # 469 purchased 11/1965; relettered but not repainted; traded for GP38 # 263
551 DRS-1b RS-2 76634 1/1949 11/1966 traded for GP38
552 DRS-1b RS-2 76635 1/1949 12/1966 traded for GP38
553 DRS-1b RS-2 76636 1/1949 1975 sold as Providence and Worcester Railroad # 1501
554 DRS-1b RS-2 76637 2/1949 1977 repainted with unique yellow cab and green hoods; scrapped
555 DRS-1b RS-2 76638 2/1949 12/1966 traded for GP38
556 DRS-1d RS-3 80566 11/1953 4/1975 scrapped
557 DRS-1d RS-3 80567 11/1953 4/1975 sold as Wolfeboro Railroad # 101
561 DRS-3a GP7 12362 10/1950
562 DRS-3a GP7 12363 10/1950
563 DRS-3a GP7 12364 10/1950
564 DRS-3a GP7 12365 10/1950 renumbered # 470 in 12/1982
565 DRS-3a GP7 12366 10/1950
566 DRS-3a GP7 19041 11/1953
567 DRS-3a GP7 19042 11/1953
568 DRS-3a GP7 19302 12/1953
569 DRS-3a GP7 19303 12/1953
571 DRS-3b GP7 12367 9/1950 rebuilt with crew cab in 12/1985 as # 471
572 DRS-3b GP7 12368 9/1950 repainted in original maroon and gold scheme in 12/1978
573 DRS-3b GP7 12369 9/1950 repainted in unique simplified green paint scheme in 1963, and again in 1977 with another unique green paint scheme with silver trucks as Maine Central's last steam-generator-equipped locomotive; repainted in original maroon and gold following a wreck in 1981.[10]
574 DRS-3b GP7 14755 10/1951 repainted green and gold in 1963; rebuilt with chopped nose and painted yellow in 8/1972
575 DRS-3b GP7 17416 10/1952
576 DRS-3b GP7 17417 10/1952
577 DRS-3b GP7 17418 10/1952
578 DRS-3b GP7 17419 10/1952 rebuilt with chopped nose and painted yellow in 1/1972
579 DRS-3b GP7 17420 10/1952 rebuilt with chopped nose and painted yellow in 10/1980
580 DRS-3b GP7 17421 10/1952 became the last GP7 wearing original maroon paint in 1980
581 DRS-3d GP7 13533 12/1950 former Portland Terminal Company # 1081 acquired 3/1957
590 GP7 17770 2/1953 former Louisville and Nashville Railroad (L&N) # 439 purchased 12/1978 and rebuilt with chopped nose in 9/1979
591 GP7 17764 2/1953 former L&N # 433 purchased 12/1978 and rebuilt with chopped nose in 1/1980
592 GP7 8872 3/1950 former L&N # 388 purchased 12/1978 and rebuilt with chopped nose in 12/1980
593 GP7 8878 12/1950 former L&N # 393 purchased 12/1978 and rebuilt with chopped nose in 7/1980
801 DRS-1f RS-11 81616 6/1956 scrapped 1984
802 DRS-1f RS-11 81617 6/1956 former Portland Terminal Company # 1082 acquired 11/1956
gollark: Yes.
gollark: Muahahahaha.
gollark: I can have my computer do a few million prayers per second, if it helps.
gollark: The numerical root-finding thing? Weird.
gollark: Here are some others.

References
  • 470 Railroad Club (1981). Meet the Maine Central. KJ Printing.
  • Albert, Dave & Melvin, George F. (1975). New England Diesels. George R. Cockle and Associates. ISBN 0-916160-01-7.
  • Cook, Preston (1988). Before Guilford. Old Line Graphics.
  • Johnson, Ron (1985). The Best of Maine Railroads. Portland Litho.
  • Marson, Don & Jennison, Brian (1999). Railroads of the Pine Tree State Volume 1. Four Ways West Publications. ISBN 1-885614-31-4.
  • Plant, Jeremy F. & Melvin, George F. (1998). Maine Central in Color Volume 1. Morning Sun Books. ISBN 1-878887-97-1.
  • Plant, Jeremy F. & Melvin, George F. (1999). Maine Central in Color Volume 2. Morning Sun Books. ISBN 1-58248-030-3.
  • Robertson, Edwin B. (1977). Maine Central Steam Locomotives. Edwin B. Robertson.
  • Robertson, Edwin B. (1978). Maine Central Diesel Locomotives. Edwin B. Robertson.
  • Sweetland, David R. (1989). New England Rails 1948-1968. Morning Sun Books. ISBN 0-9619058-4-0.
  • Sweetland, David R. (2000). New England's Colorful Railroads Volume 1. Four Ways West Publications. ISBN 1-885614-32-2.

Notes
  1. All-Time MAINE CENTRAL Diesel Roster in Extra 2200 South issue 86
  2. 470 Railroad Club (1981) p.3
  3. Robertson (1977)
  4. Robertson (1978) pp.4-7
  5. Albert & Melvin (1975) p.33
  6. Marson & Jennison (1999) p.48
  7. Sweetland (1989) pp.6&77
  8. Sweetland (2000) p.75
  9. Sweetland (2000) p.79
  10. Plant & Melvin (1999) pp.42-49,77,80&101
  11. Cook (1988) p.107
  12. Robertson (1978) pp.74-79
  13. Marson & Jennison (1999) p.9
  14. Johnson (1985) p.113
  15. Plant and Melvin (1998) p.46
  16. Robertson (1978) pp.60-65
  17. Sweetland (2000) p.85
  18. Robertson (1978) pp.54-59
  19. Robertson (1978) pp.18-23
  20. Robertson (1978) pp.24-27
  21. Robertson (1978) pp.34-53&66-69
  22. Albert & Melvin (1975) p.34
  23. 470 Railroad Club (1981) p.36
  24. Robertson (1978) pp.12-17&28-39
  25. Cook (1988) p.105
  26. The BAR Newsletter June 1976 volume III, issue 2, page 4
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