That is a 'Monster' - it is longer than normal and has a
'ventilated' rear power unit. Looks like the repair shop
took a unit that smashed up the cab but had a good generator
and made a monster for long coal cars or heavy loads.
On 6/28/2013 7:34 PM, Ignoramus10926 wrote:
It is on screen starting at 20s to 34s.
And it's correct here:
Date: 11/4/2006 Location: Hot Springs (subdivision), UT
Also correct here:
Date: 7/1/2008 Location: Railroad/Marshall, El Paso, TX
I can't find any other photos newer than last year and all
of them seem to have it right. I suspect a repair with painted
siding that didn't match.
I agree with this assessment. Even so, they really should have
immediately corrected or hid the misspelling to avoid a PR disaster.
Whether or not anyone at UP actually cares, is another matter all
It's probably the standard issue 4400 hp unit, or prthaps the 6044
convertable variant, fairly common.
"The AC4400 (or C44AC) was GE's initial entrant into the AC-traction market,
and has proven extremely successful. Debuting in 1995, it has evolved into
several different versions over time, adding power-management and emissions
features to increase its flexibility and be more environmentally friendly
The "Union Pacif" part of the name is on brighter yellow panels than
the "ific" part - and also several inches higher on the loco - so I
suspect side panels from a different loco have been installed.
The sign is correctly spelled on the loco in the background.
You can see this same engine (UP5720) in motion - sighns correct -
Also here: http://www.youtube.com/watch?v=LPUUmQercbw
It is a GE AC4400CW with Computerized Tractive Effort option - 4400 HP
AC traction motors built between 1993 and 2004. Union Pacific alne
owns 1338 of these locomotives.
AC indicates AC traction motors (with separate inverters for each
motor for speed control). The 4400 is the horsepower, the C indicates
6 axle trucks (in place of the B series 4 axle trucks) and the W
signifies the "americannsafety" or "wide" cab.
The same basic trainwas also built with 6000 HP as the AC6000CW
for an AC4400CW-CTE and note the location of the final "IFIC" of the
signage and imagine it on the opposite side. The "Operation
Lifesaver" and "we deliver" Are missing on the picture in question
Notice the size of the fuel tanks.... holy shit....
Plus, in very cold weather, some railroads leave these diesels on 24/7.
These hyooge diesels cannot navigate all track, even assuming the correck
Ed H. should note that these diesel-ELECTRICS accelerate just fine off the
throttled diesel generator....
Heh, which bodes quite well for the plain ole otto-cycled AngstMobile, I"m
happy to say.
These diesel electrics also run hyoooge (often) Quincy air compressors, for
the train-line braking system.
Also inneresting is that in at least some diesel-electric designs, the
generator also acts as the starter motor for the diesel -- super cool, imo.
Personally, I think 6,000 hp in one unit might be a bit much. The torque at
the wheels is so high, there isn't really enough coefficient of friction to
take full advantage -- esp in the rain. Spinning steel wheels can quickly
put divets in rail, rendering it useless, dangerous.
Mechanically more efficienct -- esp on the couplers, rail, etc -- would be
to have several smaller diesels spread throughout the freight consist.
Unless the consist is SO large, so heavy, they need these 6,000 hp behemoths
spread throughout the consist.
Smaller utility diesels can have a mere 350 hp.... and what they can pull
is fukn amazing -- altho their capacity rapidly decreases up grades.
But a mere 1,000 hp can haul well over 1 million pounds, up grade.... altho
how fast is another issue.
Heh, sort of like the AngstMobile, with its get-me-TF-home backup genset....
Well, I don't know about water. The diesels I'm familiar with use
antifreeze. Why would diesels, big or small, use pure water?? For a variety
of reasons, corrosion just one among them.
The main reason, afaict, is like trucks: cold-weather starting of diesel
fuel. The only reason not to leave the engine running would be electric
heat for, well, everything fuel related, which might burn more energy than
letting the engine idle.
Why especially gentle?? I figgered it was pure economy of function.
On Fri, 28 Jun 2013 19:34:43 -0500, Ignoramus10926
Nothing - they recycled some of the doors from another locomotive that
had the lettering laid out differently - note the background yellow is
more faded on the forward doors. They save everything that's still
usable, and raid the boneyard for parts just like you do.
And the paint jobs are low priority, until there's a capital
investment program to re-paint them al in a new color scheme. A lot
of times it's "get it back in service and making us money" period.
The extra louvers on the rear doors might have been from adding
dynamic braking resistors to a loco that wasn't built with them - you
really don't know unless you have the shop records, or ask the
engineer operating it.
That would be far from the first monster that a railroad has built -
they took all the surviving EMD F series streamline locomotives and
re-bodied them into freight locomotives, because you couldn't see for
beans with the full bodies on them. You don't need to see close for
mainline cross-country work, but you do for switching and siding
They take locomotives with blown engines or wrecked bodies, whack off
the body, and turn them into "Slugs" - powered trucks for climbing
hills. At low speeds the generator in the locomotive is turning full
speed and putting out full power - but the motors in the trucks can't
use it all without burning up because they're creeping. (Even with
external fan cooling.) A Slug gets power from the lead power unit
Union Pacific even ran Gas Turbines for a while - Jet Engines running
on #6 Bunker Oil pre-heated. And they parked under bridges and melted
the asphalt off the road deck a few times... But when the supply of
cheap heavy bunker oil went away (as they figured out how to crack and
refine it into gasoline and diesel) so did they.
--<< Bruce >>--
Locomotives are a very simple device to control compared to predator
Is anyone working on using computers and low cost foreign labor to
replace all the locomotive engineers in north America? a lot of
subway systems do not have a human operator on the train.
There's not much point to dynamic braking on a diesel, no matter how big.
The reason is most of the freight consist cannot brake regeneratively, and
instead uses "train-line" compressed air from the diesel-driven compressors
for braking -- since there are no motors on any other cars for
Or spinning out. Traction control notwithstanding.
because they're creeping. (Even with
Some railroads use jet-engine snow-blowers, and you'd think you've descended
into hell, being even a few blocks (few hundred yards) from these things.
*Passenger cars* with electric motors almost universally use regenerative
But it's pointless in diesel locomotives. If a 6,000 hp diesel is hauling a
consist of, say, 100 cars, and NONE of those cars have electric motors, ergo
no capacity for regen brakes, what purpose does the regen braking in the
locomotive itself serve? Itsa drop in a bucket.
The diesels I'm familiar with in fact do *not* have regen brakes, and there
is no real reason for ANY diesel to use regenerative brakes, unless it is
shuttling around consists considerably lighter than itself. And then, in
this case, the speeds are so low that regen braking is ineffective. Regen
braking needs about 10 mph min, and that's often the max allowable speed in
switching/train yards. Below 20 mph, regen braking is minorly effective,
perhaps the "break-even" point between regen and friction.
I'm not saying there are no diesels with regen brakes. I'm saying it's
pretty pointless for diesels to have them, AND not all of them do. It would
be understandable, and no slight of design, if in fact few of them have
The diesels that would benefit from regen brakes would be diesels doing a
lot of solo travel, or hauling short consists at high-ish speeds.
But both of these functions violate the intended purpose of diesel
locomotives, and thus are likely not common scenarios.
As I mentioned, what diesel locomotives DO have are hyooge air
compressors -- for about 100 psi or so trainline air pressure -- to activate
the friction brakes of every single car (heh, every axle) in the consist,
clear down to the caboose.
There are two ways to activate trainline brakes. One is to have huge air
tanks in the locomotive supply all the trainline air for braking, right to
the brake pistons.
The other more efficient way is to have each car with its own reserve tank,
and the air from the diesel locomotive activates electromagnetic valves in
each car, which release a specific car's stored air to that car's brakes.
Thus, the air from the locomotive is more of an "air signal" than the actual
"brake air" or "piston air" itself -- that air is supplied by the local
On electric passengar cars, each car (or every other car in a "married
pair") has its own supply tank AND compressor, with the operating engineer
controlling the trainline "signal air", which activates each passengar car's
electromagnetic valve between the brake piston and the supply/reserve
airtanks. Signal air is stored in its own tank. And these cars also have
regen braking as well, which is ALSO controlled by the trainline air signal!
Highspeed braking in electric passenger cars is nearly 100% dynamic or regen
braking, with the friction brakes kicking in at under 20 mph.
Altho some ultra modern systems may dispense with air signalling in favor of
electric signalling, new cars being delivered to the NYC subway system are
ALL outfitted with the trainline air signalling system -- for a variety of
reasons, also having to do with tripping the emergency brakes of trains.
This too could be accomplished electrically, but to this day, air is used.
Freight consists do not generally have the dynamic/friction crossover, they
are all friction.
Polytechforum.com is a website by engineers for engineers. It is not affiliated with any of manufacturers or vendors discussed here.
All logos and trade names are the property of their respective owners.