One Response to NW2 251

1. Mark Davidson says:

   February 19, 2025 at 1:16 AM

   Location is Springfield. Missouri.

   The locomotive is sitting on track 2 at the Springfield Diesel Shop service tracks area. Service tracks 1-3 were ready or temporary storage tracks. The far east end of track 2 featured an automated locomotive wash rack. Tracks 1-2 were uncovered or open tracks, with track 3 under the covered shed. In the lower foreground left corner, under the lower open side covered shed, is service track 3.

   Also under the shed behind the photographer are service tracks 4 and 5. Tracks 4 and 5 had between gauge, under track locomotive service inspection pits. From ground level locomotives could be serviced, fueled, oiled, sanded and watered. Running repairs and light maintenance were performed on these tracks. In addition, locomotive oil and water samples were taken and sent to the company’s Testing Laboratory on the south side of the yard.

   North of the service tracks shed was a stub ended sand supply car track, elevator leg and sand storage bin or tank. Sand was dumped into a pit, augured horizontally, lifted vertically in the elevator led and dumped by gravity into the storage tank. From the storage tank sand could be gravity fed into an air tank, sealed and blown pneumatically into the traveling sand gantry crane over tracks 4 and 5.

   The sand gantry crane could travel the length of these tracks, had a platform that could traverse across the tracks and elevate to adjust for different height locomotive sand boxes. Again, using gravity, sand from the crane’s small storage bin was piped by gravity through flexible hoses into locomotive sand boxes. On the road an engineer could automatically apply sand on slick or wet rails to improve traction between the locomotive’s steel wheels and the rail head.

   The locomotive is one of sixteen General Motors (GM) Electro-Motive Division (EMD) NW2 units on the roster. These 1,000 horsepower switch engine locomotives featured twin exhaust stacks, cab front arched top windows and half height front hood radiators intake screens with paired cooling fans.

   The locomotive is from the first group of phase IV units (SLSF 250-259) delivered in 1948. Cosmetic phase features included a two-step transition from the hood top to the cab front and frame falsies at the inner stepwells. The second group of phase V units (SLSF 260-265) delivered in 1949 featured a single angled taper from the hood top to the cab front, with the frame falsies at the inner stepwells eliminated.

   Both phases included six engine compartment hood side doors with two separated groups of stacked louvers – 4 above, 13 below. The flat mid car body separation provided a letter board surface for the road name. The hood doors featured 90-degree twist handles mid door with internal vertical latching bars.

   Unrelated to the locomotive phase, the Frisco modified the third doors from the cab front with replacement doors with two groups of 9 stacked louvers with clasp type handles at the upper and lower corners opposite the hinges. The new louvered doors increased cooling air flow around the electric main generator.

   Also common among the units were Pyle National barrel style single bulb headlights with integral side unit number boards. As in this photograph, several of the units had their headlights modified with horizontal orientation twin sealed beam lamps adaptor plates. Unit SLSF 259 had its adaptor plate rotated 90-degrees to a vertical lamp orientation.

   Beyond the locomotive and the east end yard leads, up the hill side is the Springfield Stock Yards complex. Out of view to the west, adjacent to the service tracks shed is the Kansas Avenue Expressway overpass.

   View is looking south southeast.

   Hope this helps.

   Thanks!

   Mark

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