| EMD G22 Series | |
|---|---|
| RFFSA MACOSA G22U #4392-6L pulling a passenger train in the Ferrovia Curitiba-Paranaguá line | |
| Power type | Diesel-electric |
| Builder | Astarsa, Đuro Đaković, Electro-Motive Division, General Motors Diesel, MACOSA, NOHAB |
| Model | G22W, G22U, G22W-AC, G22W-2 |
| Build date | September 1969 - November 1991 |
| Total produced | 624 |
| AAR wheel arr. | Bo’–Bo’ |
| Gauge | 4 ft 8 1⁄2 in (1,435 mm) or 3 ft 6 in (1,067 mm) |
| Driver diameter | 40 in. (1,016 mm) |
| Wheelbase | 43 ft, 6 in (13.26 m) between bolsters; 8' (2.43 m) between axles in each truck |
| Length | 46 ft, 06 in (14,039 mm) over the coupler pulling faces |
| Width | 9 ft, 3 in (2.834 m) over the grabirons |
| Height | 12 ft 6.15/16 in (3667 mm) |
| Locomotive weight | 71 tons (71,000 kg) |
| Fuel capacity | 1,700 - 2,000 US gal (6434 - 7,751 L) |
| Prime mover | 12-645E |
| Aspiration | Roots Blower |
| Cylinders | V12 |
| Top speed | 65 - 93 MPH (105 - 150 KM) |
| Power output | 1,500 - 1650 HP (1,119 – 1,230 kW) |
| Nicknames | "Pup” |
| Locale | Brazil, Egypt, Guinea, Iran, Israel, Sweden, Taiwan & Yugoslavia |
The EMD G22 Series were first introduced in 1968 to replace the aging EMD G12. They carried a low per axle weight on their Flexicoil Type-B trucks and were the first model series to have a low nose as a standard option as well.
The G22 series now were introduced with a 'U' or 'W' suffix after its model designation to indicate the use of traction motors based on the rail gauge the locomotive operated on. Other suffixes added were either a 'C', which indicated six axle trucks or a '4', which indicated A-1-A trucks. There never has been an indication of four axle trucks on the G22 Series until 1993 with 'B' being the designation.
The G22 designation applies to the designs of EMD or another licencee of EMD as long as the electrical & mechanical gear was left unaltered.
The reliability of this locomotive has proved itself has hundreds of these units still exist in service today mainly due to its non-turbocharged 645 engine and easy access for maintenance.
Contents |
With the introduction of the 645 engine in export models in 1967, the model numbers changed by adding "10". Thus the G12 now became the G22. This new model was an upgrade from the 567 series G12 and brought forward various innovations for almost four decades. To this day, the G22 series is the most common diesel found in Brazil and in Egypt.
The G22 Series was one of the first models to be commonly constructed outside of the United States and to have its own separate designation based on traction motors/gauge, generator, etc. Unlike the G12, which its six axle version was the GR12, the six axle version of the G22 Series was designated as G22C. The customer then had options to apply on the locomotive as desired.
Several models were introduced:
The EMD G22W was first appeared in 1969. Unlike the G12, the G22W now carried now carried a 'W' suffix which indicated that this model had traction motors that could fit a locomotive's axles from Standard Gauge to Irish Gauge rails; thus 'W'ide would be the understood term for the traction motors
The G22W found several buyers and were built also in different countries. The G22Ws from Guinea, Egypt, and half of Iran's roster were built by EMD, while the other half of Iran's were built by Đuro Đaković, and the last G22W was built by NOHAB to Israel. The notable exception of a carbody difference came with the Swedish G22W's. Completely redesigned to meet the Scandinavian weather conditions, these units resemble a G22W only by their internal electrical and mechanical equipment.
| EMD G22W Orders | |||||
|---|---|---|---|---|---|
| Builder | Country | Railroad | Quantity | Road numbers | Notes |
| EMD | Guinea | Chemin de Fer Boké | 3 | 001 – 003 | The first EMD locomotives for Chemin de Fer Boké |
| EMD | Egypt | Egyptian National Railways | 32 | 3801 – 3832 | |
| EMD & Đuro Đaković | Iran | Islamic Republic of Iran Railways | 40 | 40.138 – 40.158, 60.159 – 60.178 | 60.159 – 60.178 were constructed by Đuro Đaković |
| NOHAB | Israel | Rakevet Israel | 1 | T40100 | The last G22W built in 1989 |
| NOHAB | Sweden | Statens Järnvägar | 124 | 259 – 283, 314 – 323, 329 – 416 | |
The EMD G22U was first appeared in 1968. Designed mainly for the narrow gauge market, the G22U now carried a 'U' suffix which indicated that this model had traction motors that could fit a locomotive's axles anywhere from Metre Gauge to Irish Gauge rails; thus 'U'niversal would be the understood term for the traction motors. This locomotive found itself to be very successful in the narrow gauge lines of Brazil, as where most lines did not permit the use of six-axle locomotives around tight curves.
The G22U found several buyers and were built in two different countries: The RFFSA and Yugoslav locomotives were built by MACOSA while the Taiwan units came from EMD. The Yugoslav units were the only ones to carry a steam generator, which raised the nose into a high-hood. The Yugoslav Railways and Taiwan Railroad Administration purchased their G22U’s with a unique A-1-A running gear configuration, although the designation G224 never was official, as A-1-A trucks were not widely produced at the time.
Production spanned from 1969 to 1974.
| EMD G22U Orders | |||||
|---|---|---|---|---|---|
| Builder | Country | Railroad | Quantity | Road numbers | Notes |
| MACOSA | Brazil | Rede de Viação Paraná-Santa Catarina (RFFSA) | 100 | 1501–1576, 1607–1630 | Purchased during the Brazilian Miracle era |
| MACOSA | Brazil | Viação Férrea do Rio Grande do Sul (RFFSA) | 30 | 1577–1606 | Purchased during the Brazilian Miracle era |
| EMD | Taiwan | Taiwan Railway Administration | 39 | R101 – R139 | The first G22 series locomotives built |
| MACOSA | Yugoslavia | Jugoslavenske Željeznice | 30 | 644.001 – 644.025 | The only Yugoslav locomotives built from MACOSA |
In 1982, EMD introduced an option to have an alternator installed instead of a generator. This increased reliability and reduced electrical problems derived from Direct Current. The Egyptian National Railways was the first to order this option on new G22W locomotives. Officially designated as the G22W-AC, the ‘AC’ suffix indicated the use of an alternator.
Production spanned from 1982 to 1991.
| EMD G22W-AC Orders | |||||
|---|---|---|---|---|---|
| Builder | Country | Railroad | Quantity | Road numbers | Notes |
| GMDD | Egypt | Egyptian National Railways | 228 | 3833 – 3999, 33601 – 33661 | Mostly used for passenger service |
| ASTARSA | Iran | Ahwaz Steel | 3 | Unknown | The last G22W-AC’s built in 1991 |
Beginning on January 1, 1972, standard and export locomotives had the option to carry 'EMD Dash 2' electronics. Being the rarest of the G22 series, only three EMD G22W-2 locomotives were built to Ahwaz Steel in Iran in 1991. During the early days of locomotives being introduced with EMD Dash 2 electronics, the export railroads purchased them infrequently, as it was more expensive to have computerized electronics in locomotives rather than standard circuits.
| EMD G22W-2 Orders | |||||
|---|---|---|---|---|---|
| Builder | Country | Railroad | Quantity | Road numbers | Notes |
| ASTARSA | Iran | Ahwaz Steel | 3 | Unknown | The last of the G22 Series |
Only two general varations have been noticed during the G22 production, most notably on the constant production of the RFFSA G22U's.
Phase 1: Larger frame sill, air reservoir slung under skirting.
Phase 2: Smaller frame sill, air reservoir exposed, and two horizontal bars along intake grilles.
There have been various as-modifications on railroads as well, but are excluded due to various degrees of completion on the modification.
The G22U/G22W model is represented in HO Scale by Frateschi trains of Brazil. Due to the accommodation of the motor, the model is not entirely accurate.
|
|||||||||||||||||