Today it was announced that the Budd Company will resume production of their famous Rail Diesel Car line. A few minor changes are planned, however. Due to the rather dismal failure of the SPV 2000 design, it was decided to reintroduce production of the Phase II RDC design, which will hencdforth be known as the Phase IIA.

    Certain changes will be made in the propulsion and braking systems. Instead of a pair of GMC (Detroit) 6-110 Diesel engines for propulsion and hotel (A/C, lighting, etc.) power, they will be replaced by a pair of 660 horsepower Pratt and Whitney PT6-A turbine engines salvaged from Vietnam era HU-1 (Huey) helicopters. A large quantity of these engines were recently obtained from the estate of a retired Chief Warrant Officer. Most were found to be in good to excellent condition, discounting a few bullet holes due to small arms fire and a certain amount of damage due to unscheduled landings. These engines can easily be returned to service after minor welding of the cases and in some instances, replacement of a few turbine blades.

    Use of the PT6-A turbine engine, mated to a constant speed alternator feeding AC traction motors through a solid state control system will give the Phase IIA RDC dynamic braking capabilities as well as the ability to operate off of the 3000 volt DC overhead catenary. The dynamic brake grids will be mounted in the "dome" on the car roof and will occupy the space formerly used by the radiators for the Diesel engines, which are not necessary with the turbine engines. Of course, when running under catenary as a "straight electric", regenerative braking will be employed, ala MILW. (Milwaukee Road)

    A secondary benefit of using the turbine engines is that the power developed in one car will total 1320 horsepower. It is estimated that this power will enable the RDC Phase IIA to accelerate from zero to 80 MPH in under 30 seconds and achieve a top speed in the neighborhood of 160 MPH. The full performance potential of these cars will not be realized until the Federal Railway Administration is persuaded to relax their speed restrictions on certain types of track. This will be accomplished by exhaustive testing on the Northwestern Pacific Railroad in transit service between Santa Rosa and the Larkspur Ferry Terminal under an FRA exemption. If we don't have too many major accidents, we expect that the FRA will approve at least 120 MPH operation between Santa Rosa and Larkspur. After an initial break-in period, we expect that any motorists who are inclined to drive around the crossing gates will no longer be driving, thereby leaving the way clear for FRA permission to operate these cars at high speeds.

Turbine powered Budd Cars testing on the NWP near Santa Rosa. Note the dent in the left front panel, below the window, caused by an overly brave BMW at a grade crossing. In order to avoid further damage to the cars, more substantial pilot plows, Gyralights and ditch lights will be mounted on the cars as a result of high-speed testing over yuppie infested grade crossings in Marin County.

    Initial tests will be conducted in the new Ridge Hill Tunnel, south of Willits, CA. If the tests of these cars proves successful, the Northwestern Pacific has agreed to buy a minimum order of 20 cars to satisfy "rapid" transit demands between Santa Rosa and the ferry terminal at Larkspur. They further plan to use these cars in passenger service between the Bay area and Willits, through the Redwoods to Eureka and Arcata and eventually, Korbel. Maybe even, dare we say it, Fieldbrook!

    To address "Clean Air" considerations, it is planned to use no. 4 Canola vegetable oil as fuel. If the supply of Canola oil should run short, used cooking oil from McDonalds, Burger King, KFC, etc. may be used. So as to not offend the public, only oil from the French Fry vats will be used, to avoid the excessive odor of fish.

    Since these cars will have the capability of generating large quantities of 60 hz AC power, they will serve very nicely as backup emergency power plants, not only for the railroad, but adjacent communities. These will supplement the emergency power capabilities of the Nuclear powered Cab Forward reactors, which are already on order for the NWP Railroad from Babcock & Wilcox Co. and the retired Master Chief Petty Officers whom the NWP Chief Mechanical Officer contacted in a bar in Bremerton, WA.

Written by:
P. J. "Pap" Schmerer and
J. R. "Easy" Ley
Willits, CA, August 1996