Budd Cars

[sailormatlac]

Not sure if it is the right place to post abotu this, but I'm taking a chance.

From a railfan perspective, I was curious was the value in $ of a RDC Budd Car nowadays. I ask, because I cannot find info about it on the used market. I'm curious to see how much it is worth compared to actual modern units. According to numbers I've found here and there, a modern autorail would be somewhere between 4 to 6$M, depending on the order.

Thanks!

Matt

[BR60103]

Matt:
are you asking about a used unit or a brand new build? I have no idea either way. :cry:

[Green_Elite_Cab]

I know some people who work on the Cape may Seashore Lines, where they own almost all the former PRSL RDCs. They might know the cost.


One of the major problems with the old Budd RDCs is that they use Detroit 110 series engines, and ones that use a specific "side mounted" diesel, instead of the more common kind like used in the marine applications (I have limited experience with these at my family's diesel shop. I also own a rebuilding manual for this diesel). 110s are not very common these days and parts are scarce.

Speaking of the drives, RDCs are direct drive, not diesel electric. This can wear down the engine and other parts more easily.

Another problem is that these cars are light and so usually require special rules or special equipment (such as an "exciter"). This is due to the limited contact a single RDC car makes with the rails. There have been some fairly serious accidents where an RDC did not set off the crossing gates.

I'm not sure how much an RDC would cost, but I am not surprised that DMUs are not very common these days. They offer few advantages over a diesel push-pull.


***EDIT*****

looks like $120,000 for an RDC1, and 93,500 for an RDC2. Interestingly, they were selling two SPVs (Budd's attempt to bring back the RDC concept in an Amfleet style body), for 15,000. SPVs were very VERY unreliable though.

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[switcher1]

Speaking of the drives, RDCs are direct drive, not diesel electric. This can wear down the engine and other parts more easily.

That's an interesting snipit of info, I hadn't realised they were direct drive, did they use fluid flywheels or friction clutches ?

[Mike Kieran]

They had neither. RDCs used a hydrostatic transmission.

[Green_Elite_Cab]

Wikipedia says a "hydraulic torque Converter", but I'll have to dig up info on the RDC's drives. My 110 manual is for marine applications.

I think though, that was the reason they typically did not haul other "trailer" coaches. As I understood it, the drive shafts from the engine to the trucks, as well as the associated gears on the axle, could become damaged easily under unnecessary strain.

I've seen some railroads move a coach or two between several RDCs (the CNJ did this briefly), but I'm pretty sure this would void the warranty at the time.

[Mike Kieran]

Hey Chris,
Don't go by Wikipedia. Their entries are constantly edited with the wrong information. The hydrostatic transmission doesn't have a torque converter, which became a maintenance headache for shop crews due to the heavy amounts of torque going to the drive shafts. The hydrostatic transmission is hydraulically operated with the same basic principle as the CVT transmission in many of today's cars (which uses belts for an even torque curve.

[Green_Elite_Cab]

That may be the case, but I'm pretty good about that. When I see faulty information I can prove is wrong, I correct it and reference it. I already fixed the Arrow and Silverliner pages a few times.

As far as the RDC goes, I know there were several good books on them out there, I'll have to find them and add them to my library

[sailormatlac]

Thanks guys!

Interesting discussion about them.

Well it's old technology... no wonder repair parts are getting scarce.

GEC: I found out similar figure for a RDC-2 too.

Matt

[Green_Elite_Cab]

Thanks guys!

Interesting discussion about them.

Well it's old technology... no wonder repair parts are getting scarce.

GEC: I found out similar figure for a RDC-2 too.

Matt

I just think its interesting, since the 110 Series engines were introduced around WWII to replace the 71 series which had its origins in the late 1930s. The 110s went out of production in 1965, but the 71 series remained in production into the 1990s. I'm used to having "old parts" on hand at my family's diesel shop, but 110s apparently are a special case. In fact, I get the feeling that though there are many 110 engines out there, that the RDCs were probably the greatest single use for them.