I have looked for information on the EMD G6, as a catalogued-but-not-built model. All I have found so far is a brief mention at the end of an article on the EMD G12 in DRT for 1957 June, attached.
I’d take that as evidence that at one time the G6 as such was in the EMD catalogue, although I suspect that it may have gone by the time that article was published. DRT could well have been using “stale” information.
It does not confirm that the G6 used the same frame and body as the G12 and G8, although I think it creates a circumstantial case, given that it is included with the G12 and G8 as one of three standard models, and that these two did share the same frame and body. Assuming that was the case, and that the rear face of the 6-567 was in the same relative position as for the G12 and G8 engines, then there would have been quite a bit of “white space” between the back of the driving cab and the air compressor.
The Clyde-GM G6B was a lot different to the original G, and seems to have been derived more from the GL8, particularly the lengthened A1A-A1A variant built for Brasil, drawing available here: http://vfco.brazilia.jor.br/diesel/sr6/03-GL8-a1a.shtml" onclick="window.open(this.href);return false;.
I have also found a layout drawing of the G16, attached, which shows it to have had a similar, but larger cooling group to the G12.
Now heading towards the trivia, as far as I know New Zealand Railways (NZR) was the only operator to receive both the EMD/GMD and Clyde-GM versions of the G12. Its first 30, delivered in 1955, were split between EMD and GMD, and were followed by 10 from Clyde-GM in 1957. Apparently, at the time, Clyde-GM offered quicker delivery albeit at a higher price, but with less of a US dollar component, important back then when US dollars were very short in the Sterling area. The Clyde-GM batch were the first to NZR fitted with cast trucks, which allowed operation at up to the line speed limit of 55 mile/h (although allegedly their D19 motors did not much like fast running), whereas the first batch with fabricated trucks had been restricted to 35 mile/h. Subsequent deliveries, all from GMD and from 1961 onwards, had Dofasco cast trucks.
The Clyde-GM batch had 6SL brakes, to match the initial EMD/GMD batch. On the face of it, that was nothing unusual, except that the Clyde-GM standard fitment was A7EL, then the Australasian standard. So from the Clyde-GM perspective, 6SL was a special fitment. A7EL, was, in Australasian terminology, a 4-pipe system (2-pipe independent in US terminology, I think). NZR had in fact adopted the A7EL as its standard for mainline electric and diesel locomotives in the late 1930s. I suspect, but don’t know for sure that 6SL - thn the standard fitemnt on the G12 - was accepted for the initial G12 fleet because it was needed in a huge hurry, and stopping to fit A7EL, possibly requiring some parts from Australia, would have incurred an unacceptable delay. Anyway, that event established the pattern. With its 1961 G12 delivery, NZR switched to 26L, being the first operator outside of North America to use this system. For backward compatibility with 6SL, it chose the (scarcer, I think) 3-pipe version of the 26L. But it got more complicated. The last one of its 17-strong G8 fleet of 1965-66 was fitted with the 4-pipe universal version of the 26L, for backward compatibility not only with 3-pipe 26L and 6SL, but also with non-American (or should it be unAmerican) locomotives that had A7EL or 26L 4-pipe non-universal braking systems. It also had an MU interface that allowed operation with these other locomotives, which had 110-volt control systems and 10-notch throttles.
In Australia the braking progression was to B7EL, with self-lapping independent, in 1959, then to 4-pipe non-universal 26L starting around 1966, although with a slowish initial uptake. Anecdotally it was said that Westinghouse Australasia, with its near-monopoly, was in no hurry to move to 26L.
Cheers,
I’d take that as evidence that at one time the G6 as such was in the EMD catalogue, although I suspect that it may have gone by the time that article was published. DRT could well have been using “stale” information.
It does not confirm that the G6 used the same frame and body as the G12 and G8, although I think it creates a circumstantial case, given that it is included with the G12 and G8 as one of three standard models, and that these two did share the same frame and body. Assuming that was the case, and that the rear face of the 6-567 was in the same relative position as for the G12 and G8 engines, then there would have been quite a bit of “white space” between the back of the driving cab and the air compressor.
The Clyde-GM G6B was a lot different to the original G, and seems to have been derived more from the GL8, particularly the lengthened A1A-A1A variant built for Brasil, drawing available here: http://vfco.brazilia.jor.br/diesel/sr6/03-GL8-a1a.shtml" onclick="window.open(this.href);return false;.
I have also found a layout drawing of the G16, attached, which shows it to have had a similar, but larger cooling group to the G12.
Now heading towards the trivia, as far as I know New Zealand Railways (NZR) was the only operator to receive both the EMD/GMD and Clyde-GM versions of the G12. Its first 30, delivered in 1955, were split between EMD and GMD, and were followed by 10 from Clyde-GM in 1957. Apparently, at the time, Clyde-GM offered quicker delivery albeit at a higher price, but with less of a US dollar component, important back then when US dollars were very short in the Sterling area. The Clyde-GM batch were the first to NZR fitted with cast trucks, which allowed operation at up to the line speed limit of 55 mile/h (although allegedly their D19 motors did not much like fast running), whereas the first batch with fabricated trucks had been restricted to 35 mile/h. Subsequent deliveries, all from GMD and from 1961 onwards, had Dofasco cast trucks.
The Clyde-GM batch had 6SL brakes, to match the initial EMD/GMD batch. On the face of it, that was nothing unusual, except that the Clyde-GM standard fitment was A7EL, then the Australasian standard. So from the Clyde-GM perspective, 6SL was a special fitment. A7EL, was, in Australasian terminology, a 4-pipe system (2-pipe independent in US terminology, I think). NZR had in fact adopted the A7EL as its standard for mainline electric and diesel locomotives in the late 1930s. I suspect, but don’t know for sure that 6SL - thn the standard fitemnt on the G12 - was accepted for the initial G12 fleet because it was needed in a huge hurry, and stopping to fit A7EL, possibly requiring some parts from Australia, would have incurred an unacceptable delay. Anyway, that event established the pattern. With its 1961 G12 delivery, NZR switched to 26L, being the first operator outside of North America to use this system. For backward compatibility with 6SL, it chose the (scarcer, I think) 3-pipe version of the 26L. But it got more complicated. The last one of its 17-strong G8 fleet of 1965-66 was fitted with the 4-pipe universal version of the 26L, for backward compatibility not only with 3-pipe 26L and 6SL, but also with non-American (or should it be unAmerican) locomotives that had A7EL or 26L 4-pipe non-universal braking systems. It also had an MU interface that allowed operation with these other locomotives, which had 110-volt control systems and 10-notch throttles.
In Australia the braking progression was to B7EL, with self-lapping independent, in 1959, then to 4-pipe non-universal 26L starting around 1966, although with a slowish initial uptake. Anecdotally it was said that Westinghouse Australasia, with its near-monopoly, was in no hurry to move to 26L.
Cheers,