THE 80'S PT 3

 In the mid 80's, the Appalachian Railroad tested new technology...

One of the EMD SD60 demonstrator units, EMD1, leads a short intermodal train comprised of another 80's innovation; the IMPACK spine car.

The train is carrying UPS trailers between Trenton, NJ., and Pittsburgh, Pa.

Most of the trailers are the iconic "possum belly" 40' parcel trailers.

There are also several conventional 40' straight trailers.

There are also a pair of 40' refrigerated MARTRAC trailers as well. MARTRAC is UPS' refrigerated subsidiary, shipping fresh produce from the West Coast, and regular packages back from the east.

The SD60 represented a major advance in locomotive technology for EMD. First, was a boost in horsepower, from the 3500 h.p. of the SD50 to 3800 h.p. Second, was in increase in reliability, by upgrading the engine from the 645F, which was over stressed by the increase from 3000 h.p. in the SD40-2, to 3500 (then 3600 h.p.) in the SD50, to the 710G. Third, was the adaptation of microprocessor controls for improved performance, and a new wheelslip system for improved traction control. The combination made the 60-series very popular with the railroads, as it allowed for unit reduction on heavy trains; two SD60's could replace three SD40-2's, saving fuel -and money. They were also popular in intermodal service as well, due to their high horsepower.

EMD1 drags the short train through Hillsdale Yard. What is seen here is the first car in the train -a ten-unit set of articulated spine cars!

A pair of non-UPS trailers bring up the rear. AVAILCO was a leasing firm that leased trailers to both railroads and shippers, often adorned with the "PREFERRED POOL" slogan. The first trailer has the "PREFERRED 45" slogan that advertised the newly adopted 45' length, which became legal nationwide in 1981.

SD60 demo EMD1 rolls out of town, UPS trailers in tow. The pending merger of the APRR, MC&K, DT&I, and SL-SF put locomotive purchases on hold until 1986, when the newly formed AP&W purchased 25 SD60's -the first of 150 the new road would acquire, along with 50 more SD60M widecabs purchased for intermodal service in 1992.

While UPS was famous for their "possum-bellies", they also had quite a few straight trailers as well, including these two.

The "classic" drop-frame 40 trailers. Some of the trailers have color-coding corners and ends, which UPS discontinued during the 90's. Yellow ends indicate the trailer is equipped with a pintle hook; these trailers carry UPOZ reporting marks: red indicates it is not equipped with pintle hooks; these carry the regular UPSZ reporting marks. In the 90's, UPS removed the pintle hooks, and when the trailers were re-painted, the colored ends disappeared.

The train rounds the curve out of town. There are only two cars in this train! SSIX 100101 and 100102 were 10-unit spine cars that were built to showcase the new design. The IMPACK (InterModal PACKage) cars were an improved version of  the Santa Fe's pioneering Fuel Foiler design, with the ability to carry both 40' and 45' trailers. The elimination of the conventional flatcar deck saved tons of weight, and the lower profile of the loaded trailers, as well as the closer spacing, improved fuel economy as well; the Santa Fe calculated a 35% fuel savings over standard 89' flatcars. The IMPACK cars were built for interchange service (unlike the SF's Fuel Foilers) and were sold in various configurations; 3-, 4-, 5-, 8-, and 10-unit versions were built, with the 5-units being the most common. The APRR would purchase 10 10-unit sets in 1984, with another 20 5-unit sets in 1985 for use on its ex-Erie Lackawanna Chicago-Buffalo piggyback trains, which carried a lot of UPS traffic. The new AP&W would look at spine cars, especially with the advent of 48' trailers in 1985, but ultimately decided against purchasing any, instead opting to rely on Trailer Train to supply the necessary equipment. All future intermodal car purchases would be of double stack well cars.

A last look at the 80's next week.