by Pneudyne
The initial 10 of the QR 1150 class were Erie-built, serials 31090 through 31099.
The repeat 3 from Goninan had Goninan serials 6 through 8. As you said, Goninan was a licensee, not a subsidiary. The Australian subsidiary was AGE, at least until it was sold to AEI.
At the time, International GE (IGE) seemed to operate independently of the Alco-GE alliance. Even the Erie-built exports with Alco 12-244 engines were referred to as IGE locomotives, not Alco-GE. The 70-tonner was an odd case. The documentation for it that I have seen refers to it as a GE locomotive, not an Alco-GE. But I think that it was included in some of the US domestic-oriented catalogues for Alco-GE locomotives as if it were an Alco-GE. Come to think of it, the Alco “World” export locomotive was originally presented as an Alco-GE product, but it was Alco-only by the time production started.
The Operating Manual for the first 10 of the QR 1150 class refers only to GE.
Apparently mounting of the couplers on the trucks was a weight-saving device, in that by doing it this way the main frames outboard of the truck pivots could be of lighter section. Also, the truck pivots were quite widely spaced relative to the frame length. (E.g. compare with the export U18C, which had about the same frame length.) Evidently QR wanted to obtain a similar weight spread to that of its Garratt steam locomotives. Some English Electric C-C diesel-electrics obtained at about the same time had similarly wide pivot spacing, although they had conventionally mounted couplers.
Cheers,
The repeat 3 from Goninan had Goninan serials 6 through 8. As you said, Goninan was a licensee, not a subsidiary. The Australian subsidiary was AGE, at least until it was sold to AEI.
At the time, International GE (IGE) seemed to operate independently of the Alco-GE alliance. Even the Erie-built exports with Alco 12-244 engines were referred to as IGE locomotives, not Alco-GE. The 70-tonner was an odd case. The documentation for it that I have seen refers to it as a GE locomotive, not an Alco-GE. But I think that it was included in some of the US domestic-oriented catalogues for Alco-GE locomotives as if it were an Alco-GE. Come to think of it, the Alco “World” export locomotive was originally presented as an Alco-GE product, but it was Alco-only by the time production started.
The Operating Manual for the first 10 of the QR 1150 class refers only to GE.
Apparently mounting of the couplers on the trucks was a weight-saving device, in that by doing it this way the main frames outboard of the truck pivots could be of lighter section. Also, the truck pivots were quite widely spaced relative to the frame length. (E.g. compare with the export U18C, which had about the same frame length.) Evidently QR wanted to obtain a similar weight spread to that of its Garratt steam locomotives. Some English Electric C-C diesel-electrics obtained at about the same time had similarly wide pivot spacing, although they had conventionally mounted couplers.
Cheers,