After plenty of study, WWV cautiously enters the diesel era
Northern Pacific moved
cautiously in deciding to dieselize the Walla Walla Valley, its hesitancy,
in part, due to an operating atmosphere unlike any other on the Northern
Pacific. Making the case for financial savings pitting diesels against
steam engines was a piece of cake; much more difficult was justifying the
narrower rate of return in scrapping a fairly low-maintenance
electrification system, despite its antiquity. A study commissioned by NP
management in 1949 provides a fascinating look at the line’s, physical
plant, competition, traffic, locomotive fleet, and method of operations.
WWV, the study said, operated
in a “highly competitive” territory with Union Pacific, and must be “in a
position to furnish switching service that cannot be criticized,
particularly during the five or six months of the year when business is
heaviest.” Operations in Walla Walla were conducted under a reciprocal
switching agreement, giving UP access to all WWV traffic with no division
of the line-haul revenues. The originating carrier earned only a flat-rate
switching charge, intensifying the need for WWV to provide good service
that would entice them to route the traffic Northern Pacific. In Milton-Freewater,
UP interchanged with WWV, but many shippers served by WWV also had spurs
served by UP: Mojoinnier Fruit (two tracks, one jointly used, one
exclusive to WWV); Blue Mountain Prune (six tracks, 4 joint WWV/UP and 2
exclusive to WWV); and Stadleman Fruit and Valley Feed (both served by
separate UP and WWV spurs).
WWV originated 2781 cars in
1947; 61% of these were loaded between July and October, when the railway
was at its busiest. During the winter, traffic dropped off to less than
three cars a day—85 in January, 67 in February, 69 in March--before
rebounding to a high of 514 in August. “The needs for service are such
that during approximately 120 days of the year, two locomotives must be
working, for 12 to 15 hours per day at Milton-Freewater, while a third
engine must be working in Walla Walla to take care of the requirements of
the Continental Can Company and other industries. During much of this
period the Can Company must be given four to five switches per day. Also,
during the period either three or four switch engine shifts are worked.
The need for three active locomotives during these 120 days would be the
same regardless of type of power used.”
Crews consisted of three men:
motorman, a conductor, and brakeman, “and these men all act as motormen
during periods when three or four engine shifts are employed, while men
employed during slack months as Assistant Line Foremen and Line Helpers
act as conductors.” During the busiest months of service, all three or
four crews worked heavy overtime, nearly 16 hours each day. “While the
contract with the men provides that three men shall constitute a full
crew, a fourth man has been employed on each crew during the busy periods.
In former years this man was classed as a trolley tender, but Mr. Carlson
now pays him the brakeman’s rate so that he can also work on the ground.”
The subsequent shorter days as a result of the fourth man resulted in a
loss of overtime and “considerable agitation” of the regular crews.
Two-shift days would begin at 8 am and 2 pm; three shift days at 6 am,
11am; and 6 pm; and four-shift days at 6am, 8am, 1pm and 7PM.
The electrical equipment, while
ancient, was found be to be in good condition, but trolley maintenance was
nearly two seasons behind. The electric locomotives were in fair condition
electrically but poor in terms of superstructure, under frame and trucks,
but the report added that with proper maintenance “could be made to last
indefinitely.” But the committee studying the WWV found that the railroad
was operating with a bare minimum of suitable motive power—there was no
margin of comfort should one of the railroad’s motors go down during a
traffic rush. “This lack of relief power is a source of considerable worry
to Mr. Carlson, as indeed it should be; the situation simply being that if
the Walla Walla Valley should not be in a position to perform service, the
Union Pacific would be, and in consequence would probably get the
business.”
Even with three replacement
diesel locomotives, “the Walla Walla Valley would be in no better position
as far as relief power is concerned than it is today.” The committee
suggested that four locomotives—or three with access to a “stand-by”
Northern Pacific unit—be the bare minimum, protected by a competent
mechanical crew with replacement parts on hand. However, it cautioned “the
possibility of using Northern Pacific diesels in emergencies is too remote
to be given consideration, for many reasons. If the Walla Walla Company
should go to diesel operation, we feel that the company should stand upon
its own feet.”
Neither high tractive effort or
speed were of critical concern on the WWV, the study noted, recommending
small locomotives from 380 to 440 horsepower. A locomotive 44 tons or
under was also recommended, in order to keep the WWV free of any possible
requirement under Brotherhood of Locomotive Engineer contracts which
required a fireman in the cab in engines larger than that. Such an
additional cost would make any venture into dieselization “financially
unattractive.” The committee recommended testing the GE 44-ton diesel then
in service as the shop switcher at South Tacoma Shops.
The costs, however, of the
conversion to diesel would still be high, given that four diesels would be
required to do the job of four similar electrics. In other cases of
Northern Pacific dieselization, significant unit reduction could be found
in replacing steam locomotives with diesel, driving down crew and
maintenance costs and boosting utilization. The average Northern Pacific
diesel-electric switcher, for example, worked 21 hours a day. Given the
seasonal nature of WWV traffic, even a three-unit locomotive fleet would
only average 5.3 hours per day of use each over the year.
The study concluded that
dieselization with three small locomotives would save between $14,623 and
$15,550 per year, based on an estimated service life of 33 years, and that
the railroads rate of return would be between 8.8 and 11.5%, depending on
use of 380 or 440 hp locomotives. “However, the rate of return on
investment would be much lower than is usually realized from the purchase
of diesel power, and would be considerably less if a fourth diesel is
found necessary to properly protect service, or if it becomes necessary to
employ firemen on all diesel locomotives regardless of size.”
General Manager Carlson wasted
no time responding to the study, writing President Macfarlane on March 12,
1949 that he had tracked down a second-hand GE 44-tonner which might be
suitable for standby service. And the problem
 with the fireman on
locomotives over 44 tons? Not a problem, Carlson wrote the NP president.
“I am quite sure I could arrange a supplement to our present contract with
the Brotherhood of Railroad Trainmen along that line. The three larger
locomotives that we now operate all weigh more than 44-tons, and I have
not yet heard any comment directed towards placing another man in their
cabs.”
As recommended by the
dieselization committee, NP 44-ton GE 98 was loaned to the WWV early in
the summer of 1949 for use during the fruit rush. By the end of June, GM
Carlson had seen enough. “I have changed my opinion after having
experience with the (98).” He wrote on June 30, “ . . .it has been
found that this locomotive’s tonnage capacity is superior to any of our
locomotives with the exception of No. 19. Our chief requisite in
additional power is a locomotive that will haul more tonnage than any we
now have, and the 44-ton unit will not do this.” Coincidentally, a
salesman from General Electric called on Carlson that same day, pushing
the 65-ton industrial locomotives. “The difference in price between the
65-ton and the 44-ton is not too great.” Carlson then suggested buying one
65 ton locomotive at 550 horsepower and two 44-ton locomotives, equipping
the smaller engines with multiple unit controls for use on sugar beet
movements. “I would prefer receiving the heavier locomotive first.”
Carlson seemed quite adamant. “The salesman in our
 office
today stated that rapid deliveries can be made and it might be possible to
receive a unit in the very near future which would allow us to return the
unit we are now renting from the Northern Pacific.” Nevertheless, Carlson
was keeping the little diesel busy, working it 16 to 20 hours a day.
Macfarlane appeared to be
getting testy with Carlson’s aggressive efforts at bringing dieselization
to the WWV. Upon receipt of the June 30 memo, he fired back a terse reply:
“This entire question is under consideration and no decision will be made
as to the type of diesel which may be purchased until a careful study is
made.”
By August, Northern Pacific
thinking had begun to embrace larger, more capable locomotives for WWV
dieselization. G. R. Hopkins, assistant bridge engineer in Seattle,
compiled a comparison of tractive efforts, weight, and axle loadings of
various steam and diesel locomotives. The 380-hp NP 98, for example, was
rated at 12 cars on the WWV; a 660 h.p. Alco or Baldwin was rated at 26,
but weighed more than twice what the 44-tonner did.
Still, the
question of the low utilization predicted by the dieselization committee
troubled Macfarlane. In early September, he asked Carlson to give some
thought to sharing a locomotive with the NP. “What I have in mind is the
possibility that the Northern Pacific could do some switching around Walla
Walla when an engine is not required on the Walla Walla Valley,” boosting
its usage.
On September 21, Macfarlane
memoed Carlson that two 660 h.p, switchers would be sold to the WWV, the
first one in December, the next the following May. No decision had yet
been reached on a third locomotive. Initial correspondence stated they
would be Baldwins, but in early October, the issue was clarified when it
was determined that the locomotives would be Alco HH660s, three of which
the Northern Pacific purchased in 1940. The locomotives were not well
liked with NP crews. After initially using them in yard service in
Seattle, their slipperiness and lack of horsepower soon found them
relegated to working Seattle’s King Street passenger depot, where they
were much maligned for their “sweep” (notchless) throttle, too touchy some
felt to gently switch occupied cars. Selling them to the WWV was a perfect
solution. The price was right: NP charged WWV $37,646.41 apiece for the
locomotives, considerably less than either a new 44- or 65-ton GE. The
dieselization program included rebuilding the 13th St. car barn,
reducing the number of engine stalls from three to one, new tools to work
on the diesels, and construction of new inspection pits and machine area.
After salvage of the electrical system and locomotives, the cost to the WWV of the diesels and improvements was $79,668. Additional expenses were
incurred in strengthening bridges and ballasting the railroad. The
railroad’s classification was changed with the ICC from electric railway
to Class II line-haul railroad.
In late December 1949, Northern
Pacific 125 DE emerged as Walla Walla Valley 770. Painted in a scheme of
black under frame, a “Union Blue” lower car body and cab and silver on the
top half of the long hood, accented by yellow Scotchlite stripes identical
to those worn as a NP switcher, the 770 entered service December 27.
Throughout the winter, the 770 alone provided dieselized freight service;
vanquished electric motors 322 and 600 were retained to scrap the overhead
distribution system. On May 15, 1950, Northern Pacific delivered the
former NP 601 DE to the WWV, painted to match the 770 and wearing the
number 775. The picture of modernity, the two diesels were featured
in an ad campaign for Motorola, extolling the virtues of locomotive
radios. For the two diesels, it was the beginning of a second railroad
career that would last the next twenty years.
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