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It would actually be fairly simple to modify a GE 70 ton to either drop or reduce the load, but they were built with only a wheel slip buzzer. Electricians aren't any more amused than engineers - the stupid buzzers are $200+ for a new one from the OEM. GE 70 tons have an indicating light that is on whenever the throttle is open and it isn't in parallel. I imagine it is pretty obnoxious at night to have the thing going on and off every time you open or close the throttle.

I MUCH prefer an EMD with IDAC/WS10 over the early wheel slip system. A GP15-1 is worthless when it slips, I imagine the SW100/1500/MP15DC are about the same. I watched an SW1500 once try to move more cars than you could see. Took them about 15 minutes to move just a few car lengths. I did run an SW8 for a while with 65:12 gearing and was probably ballasted. They thing would rarely slip, and did as good if not better job compared the SW1200 or GP9s. I moved an amazing amount of tonnage with it - just not very fast.

The 60 ton BLH RS4TC locos were originally built with V-12 CAT D397 roots blown engines. I have seen them rated at 500 hp which matches the Caterpillar advertising, but was overly optimistic as this is the bhp short time rating. In loco service, these are closer to continuous 450 bhp/400 hp traction. Many of these were rebuilt by outside contractors for the military getting AAR control stands, 26 brakes and the ones I saw had new CAT 3500 series engines in them.

The GE 50 ton built as SP #1 for the narrow gauge was actually a standard export model since 1952. As stated, it is very similar to in arrangement to a 70 ton with a lower cab, shorter and narrower body. These were built with a roots blown Caterpillar D397 engine (same as the BLH RS4TC) rated at 450/400 hp. It was unique among all the others built as being built with trucks capable of standard or 36" gauge, ICC required handrails and probably the only one with the optional cab and engine heaters. It was leased by the scrapper to salvage the narrow gauge line after the last run on April 30, 1960; and was resold by a dealer to a copper mine in Cananea, Mexico. When they closed the narrow gauge pit railroad, it was converted to standard gauge and worked with a GE 80 ton and exSP Alco S6. Out of service for years, at last report the loco still existed but the mine was involved in a very nasty strike/lockout.

(Beware designating GE models only by weight. There were several centercab 70 tons built earlier, and the domestic standard cataloged 50 ton is a two axle unit for mill service, though the standard 45 ton had the factory option of being ballasted to 50 tons, and there was also a B+B steel mill version. There was also a cataloged 95 ton version of the GE 70 ton that had different traction motors (GE747) and limited to 25-30 mph, but almost identical in appearance.)

SP #1 was the only GE 50 ton of this model (B-B-100/100-4GE747) built for North American use, though the two USG 54 tons are a closely related design. In late 2007, two sister engines returned from Panama where United Fruit (better known as Chiquita) had ceased rail operations. One is privately owned and is from the order just prior to #1, the other went to the Sumpter Valley and is one of the last ones built in 1957. They are similar but not the exactly same (no cab heaters needed in Panama) as SP #1, and were built to operate on 36" or 42" gauge. Both were re-engined in the 1980s with a new V-8 CAT D379 twin turbo engine. Both locos were in very poor condition. SVRR's has had a lot of work done, but still needs the engine and a traction motor rebuilt. ($25,000 in parts might finish it.)

The 70 ton at Boardman is one of the last standard ones built for United States use. Built in 1956 for Lehigh Portland Cement at Metaline Falls, WA - to successor Lafarge who closed the plant. Donated to local Lions Club that operates a tourist train over POVA. Renumbered POVA 103 and used to switch cement for storage at Metaline Falls. October 2003 shipped by flatcar after being sold to Almanor Railroad after their GE 70 ton Collins Pine #166 had a crankshaft failure. Supposed to be Almanor #165 but never renumbered or repainted before operations suspended in October of 2004. Railroad later abandoned and salvaged leaving engine stranded at Chester Collins Pine mill. Sold in 2011; leased mid 2012 to MOR, LLC (Frontier Rail) who does contract switching at Port of Morrow, Boardman, Oregon. Repainted and lettered as Oregon Shortline #70, in service.

Both SP 5117 and 5119 were sold to WCTU at White City. Both replaced by an EMD switcher and sold to M&ET in 2005. After wreck which bent frames on two units including #606 (xSP 5114), 5119 was placed is service (good condition and mu equipped) using hood from wrecked 606. 5117 and 5114 both scrapped by M&ET. 5119 sold to Sterling Rail (dealer), resold to Pacific Southwest Railway Museum at Campo in 2011 due to a member's and others generous donations. 5119 spent most of its SP life leased to SD&AE, PSRM operates as the SD&A out of Campo on former SD&AE tracks. Operable still in M&ET paint but will be returned as SP 5119.