The 9103, a single-unit order, was constructed in August 1940 ( c/n 12908 ) and delivered on September 4, the very first GE 44-tonner delivered. Milwaukee Road 1690 was also built in August, but it was delivered 10 days after 9103. Number 9103 was delivered in a very plain solid black but was soon repainted. It was withdrawn from service in 1969 and stored at Galesburg. The BN renumbered 9103 to BN 1 in July 1970 then was sold for scrap in November to Precision Engineering.
The 9103, a single-unit order, was constructed in August 1940 ( c/n 12908 ) and delivered on September 4, the very first GE 44-tonner delivered. Milwaukee Road 1690 was also built in August, but it was delivered 10 days after 9103. Number 9103 was delivered in a very plain solid black but was soon repainted. It was withdrawn from service in 1969and stored at Galesburg. The BN renumbered 9103 to BN 1 in July 1970 then was sold for scrap in November to Precision Engineering.
Number 9104 was built in February 1941 ( c/n 12949 ) and along with 9105, 9106, and 9107, were the first Burlington center-cabs to come from the builder in the "new" paint scheme of black and gray with red and yellow striping. The little GE's held down switching and branch line assignments in eastern Nebraska, central Illinois, and all through Iowa. Reassignments were common. The 9104 later worked several assignments in Illinois, finally stored at West Burlington in 1969. It was assigned road number 4 by the BN ( not applied ), and was cut up at Chalen's Inc. scrapyard at the east end of the shop complex during September 1970.
Number 9105 was built in February 1941 ( c/n 12950 ) and along with 9104, 9106, and 9107, were the first Burlington center-cabs to come from the builder in the "new" paint scheme of black and gray with red and yellow striping. The little GE's held down switching and branch line assignments in eastern Nebraska, central Illinois, and all through Iowa. Reassignments were common. The 9104 later worked several assignments in Illinois, withdrwan from service nd stored at Galesburg during 1969. Road number BN 2 was applied in July 1970, then sold for scrap in November to Precision National Corporation.
When Porter 8902 at the Galesburg tie plant finally wore out and was retired in late 1964, the 9107 was moved to Galesburg as a replacement. Renumbered 8903, it was outfitted with the large buffer plates removed from the 8902. All five 44 tonners (9103 - 9107) were still on the roster at the time of the BN merger, but only two were actually still in service: 8903 at Galesburg and 9106 at Superior Nebraska. The only 44 tonner to actually operate on the BN was 9106 renumbered 3 shortly after the merger. It was used in and around Superior Nebraska. When the C&NW's Lincoln - Superior branch suffered a washout, rather than repair the damage, the North Western suspended service south of the missing bridge until shippers protested. The C&NW then arranged for its Superior agent to drive to the last town north of the washout, pick up the crew of the local, and bring them to Superior. The North Western crew worked the isolated end of the branch using BN 3, bring all the cars into Superior. Unfortunately the BN did not want the unit, so it was sold to Birmingham Rail & Locomotive Co. in April 1971, and the unusual operation ended. The 44 tonner was quickly resold, going to northern California's Camino Placerville & Lake Tahoe. During 1971 and 1972, the shortline rebuilt the locomotive, using the hoods from its Phase V 44 tonner 101 - still numbered as such. By mid-1974 the unit was renumbered 102 and lettered for the parent Michigan - California Lumber Co. It remained in use at last report.
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