jamoldover wrote: ↑Mon Jan 01, 2024 11:19 am
So basically an EMD version of ALCo's "World Locomotive" FA variant.
It might be slightly easier to argue the negative on that proposition.
Firstly, on the timeline:
I do not know when the EMD B was first announced, but the first order, 40 of the A1A-A1A variant for the then Eastern Bengal Railway, was recorded in ‘Diesel Railway Traction’ (DRT) 1952 September. Initial delivery was expected in 1953 May.
The initial EFVM, Brasil order for the B-B variant was recorded in DRT 1953 January.
The Alco-GE “World” locomotive (DL-500), as it then was, was announced in Railway Age 1953 June 22. That was just ahead of the split between Alco and GE, so actual production was under Alco aegis.
Independently of Alco, GE had been building export cab units (of the shovel-nose style) since 1949. Variously these ranged from metre to broad gauge, had Cooper Bessemer FVL-12T or Alco 12-244 engines, were single- or double-ended, and had A1A-A1A, C-C or C-2-C running gear.
Secondly, on locomotive power, dimensions and weight:
The EMD B, at 1310 hp, could be said to have been a “size” smaller than the 1600 hp Alco DL-500. At 157 000 lb (B-B), 167 000 lb (A1A-A1A) it was significantly lighter than the 211 500 lb DL-500 (C-C). It had a slightly slimmer profile, as well, better suiting it to many Cape/metre gauge situations. As far as I know, although offered for gauges from metre upwards, the DL-500 was never built for less than standard gauge. On the other hand, the EMD B was built only in metre gauge form, although available for wider gauges.
I have never found information as to the exact origins of the EMD model B. The model G was conceived quite early on, as recorded in that well-circulated 1951 June letter from EMD to its overseas associates. Possibly the B was an offshoot of the G programme, at a time when it appeared that some overseas railways still had a preference for cab units. Body style aside, the B was certainly similar to the G-12. It had a longer frame, 44’6’ as compared with 43’0”, with corresponding longer truck centres, 26’6” as compared with 25’0”, but the equipment was essentially the same with a similar, although not identical, layout. As an aside, the 44’6”/26’6” dimensions were used by Clyde, Australia for its version of the G, ostensibly to meet Queensland Railways’ request for a larger fuel tank.
Cheers,