Equipment
The locomotive was equipped with two 150 h.p. Cummins diesel engines. A traditional train air brake was optional, but all came with two compressors (one per engine) and a straight-air independent (locomotive) brake. The cabs were spacious for the size of the locomotive, and both the engineer's seat and the fireman's seat were raised two feet on platforms (under which was the brake equipment, if applicable), so as to afford better views during switching.
Some of the switchers were equipped with siderods and counterweights that connected the two axles in each truck, as each truck only had one traction motor, and this helped increase traction by distributing it among all wheels. Later models had chains inside the trucks that served the same purpose. It was for this reason (chains and siderods) that the locomotives had plaques noting their maximum speed being 20 m.p.h..
Uses
The GE 45T was extremely versatile and many variants existed. It has a high weight to power ratio, and has excellent traction, rated to be able to pull 20 loaded freight cars on level track. They were built with a short wheelbase for use in industrial plants, yards, and other places where clearances were tight. Although intended as switchers, they sometimes served mainline duties, although nearly all had an imposed speed limit of 20 mph due to the type of traction motors they had, as well as the use of friction bearings.
During the dieselization of railroads, steam firemen were being replaced by automatic fuel systems in the new diesels. In order to keep these men in work, the Unions and the railroads agreed that any locomotive weighing greater than 44 tons would need to be operated by two workers at all times. In retaliation, the railroads demanded from General Electric that they build a new locomotive, which weighed - of course - just barely 44 tons.
Variants
Although the off-the-shelf version of the 45-T was diesel powered, both gas and electric models existed. The electric model is most interesting in that it had batteries under the engines. When necessary, the diesel engines could be shut down, and the electricity from the batteries would turn a motor that would turn a generator which created the necessary power to turn the wheels. During the Second World War GE produced several 45-Ton "Drop Cab" locomotives. These looked just like the 44-ton but with a lower cab for european clearances.
Current owners and operators
The Old Colony and Newport Scenic Railway operates two of these locomotives on a regular revenue basis. The Lake Superior And Mississippi railroad of Duluth, Minnesota also owns and operates one. Hudson Bay Mining and Smelting operate two of these for slag operations in the smelter. They can also be found in museums such as the NC Transportation Museum and the Fox River Trolley Museum of South Elgin, IL. The Texas Transportation Museum also ownes a 45-ton, however their website lists it as a 44-ton. The Rochester & Genesee Valley Railroad Museum is currently restoring #1941, a demonstrator used by GE at Lee, MA, it was donated to the museum in 1991 by Rochester Gas and Electric.
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