CGTR 77
 | This article is incomplete, as it is a part of a work-in-progress series of articles covering the fictional railroad CGTR and related topics. This article is being worked on by user SwedishTurtles, and may be temporarily missing information. Please comment on this article's talk page to share your input, comments and questions. Note: To contribute to this article, you may need to seek help from the author(s) of this page. |
| This article is incomplete, as it is a part of a work-in-progress series of articles covering the fictional railroad CGTR and related topics. This article is being worked on by user SwedishTurtles, and may be temporarily missing information. Please comment on this article's talk page to share your input, comments and questions. Note: To contribute to this article, you may need to seek help from the author(s) of this page. |
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The GTLW DAT45AB (DAT meaning Diesel Automatic Transfer, 45 referring to the 4,500hp, and AB referring to the two units) was a 1996 joint-rebuild of both the failed 1994 GTLW DAS16 (DAS meaning Diesel Automatic Switcher, and 16 referring to the 1,600hp), previously CGTR #75 and a GE U25C, previously CGTR #3721, which was well-known from helping clean up the Houston Ammo Train Incident in 1979. The 2-axle DAS16 would be rebuilt into a 4-axle A Unit, and the power output would be upped from 1,600 to 2,000, while the U25C would be rebuilt into a B Unit, with the only difference being the removal of the cab and the engine bay’s height being reduced. These locomotives would be specifically tailored to be used as transfer locomotives for a rough journey between two key yards on the Central Gateway Turtle Railroad, often used to transfer rolling stock to the local shortline. The DAT45AB would be numbered CGTR #77, and CGTR #76 and #75 would become two new DAS25s to replace the DAS16s' original function, however with the ever-growing importance of the yard the original was going to be in, the horsepower would be upped. #75 would operate the originally intended yard of the DAS16s, while #76 would be used for switching operations at the two yards, and #77 would transfer cargo between. #76 can sometimes be seen as a trailing unit on #77's trips, so it can perform switching operations involving dropped-off rolling stock from #77. #77 would be the last locomotive to proudly sport the Bluewashed livery, while #76 and #75 would opt for the Hydrogold livery, instead of #75’s original golden ember scheme.