Megastructures Break Down: Train Overhaul

Except that it's not a train, it's a locomotive.  An entire episode from the National Geographic Channel on YouTube:

Above, at the National Railway Equipment Company, headquartered in Mt Vernon, Illinois, an elder EMD GP-9 (I suspect former BNSF, though not entirely certain) is broken apart and re-created into a more efficient and modern engine.

50 minutes in length, but worth every minute.  Fascinating.

MP154

It's enough to break your heart:

Sometimes, whilst traversing that great world-wide web, one comes across things that, depending upon your personal inclinations and interests, sometimes just make you wince in terrible pain.

This would be one of those videos I recently encountered on YouTube:

As you can see, the delivery of a brand new foreign-designed EMD-based locomotive is made from a ship to the dock itself via crane.  With one teensy-weensy problem.

As best I can tell, the locomotive depicted is an EDI Rail GT46C-ACe built in Australia.

This locomotive was constructed between 2007 and 2012 at the Cardiff Locomotive Workshops in New South Wales, Sydney, Australia.  They were AC-driven units rated at 4,490 hp.  The prime mover was EMD's 16-cylinder 710 turbocharged engine.

Unclear as to the specific port of delivery, but one can see that the sling closest to the videographer is first to fail.  The back is clearly broken on this locomotive.

Ladies and gentlemen, that was a very expensive drop.

MP154

Casa Loma Road: I nail another train meet

And right in front of me, no less.

Certainly, there are times when you may catch, during your railfanning experience, a train meet in the middle or at the end.

But I have had some astounding luck in catching train meets on point.

Here is another such encounter:

The YouTube link is here.  As per normal, I always suggest you go directly to the link and expand the video, wearing headphones, for the greatest Flip HD experience available.

I emphasize that most of these train meets are by the dint of greatest chance; that said, I seem to somehow acquire more than my fair share of them -- though I am not by any means complaining!

Usually, I've been chasing one specific train only to have another either round a curve or appear unexpectedly from a tunnel or from a direction I'd not anticipated.

First, some details and then a closing comment.

From the right (down-hill) on the #1 track comes UP 7913 West, a GE C45ACCTE in Union Pacific parlance; otherwise known as a GE ES44AC.  Behind are UP 7490 and UP 8008, plus four other units with unrecorded numbers (for obvious reasons).  This was a pristine, bright and new GE locomotive consist only, with no other train cars.  I suspect this was a move, to the Roseville Yard, of additional new UP power.  All of these locomotives have 4,400 hp.

From the left (up-hill) on the #2 track comes UP 5275 East, with an older GE C45ACCTE on point, followed by UP 7384, UP 7446, and then mid-train helpers of UP 5255, UP 5052 (an EMD SD70M) and UP 7706.

Shortly following are three cars belonging to the Modoc Railroad Academy.  First is AARX 784, a red Modoc caboose.  Second is tank car MP 14592.  Third in line is Modoc maintenance of way car AARX 782.  These cars were in the process of being moved, as the Modoc Railroad Academy left California.  The website indicates:

Q: Is it true Modoc Railroad Academy has relocated?
A: The school has moved to Marion, Illinois effective 2-1-2013.

The closing comment:
I've been "chasing trains" since 1997, at the tail end of the Southern Pacific regime (at this point already having been outright purchased by the Union Pacific).  That means I have 16 years of train chasing "experience" on UP's Roseville Subdivision, from the Roseville Yard itself, over the Sierra Nevada mountains, right into Sparks, Nevada.

In that amount of time I have, literally, walked most every mile of that route from Roseville to Sparks.  Most of this is documented on 35mm print film, as well as some slide film; in -color and -chrome.  I have some miniDV video shot from a Sony DVX2000 that is highly valuable for its historic content. 

Some day I hope to take that content and create a series of videos appealing to rail and train enthusiasts interested in a bit of recent history involving both the Southern Pacific and Union Pacific railroads.  My goal is to eventually offer this product on DVD.

My blocking point is an appropriate video editing software suite and the time to utilize it, since I still work after 42 years in the field.

I have considered Adobe Premiere, Avid (which I began to learn in the early 2000s and produced one VHS video), Sony Vegas and Apple's Final Cut Pro -- though I find Apple's OS more difficult to navigate.  It's not as "intuitive" as many people tell you, in my opinion.

In the meantime I'll simply have to rely on my about-to-become-moribund Flip HD, as well as the video capability of my Samsung Galaxy Note II.  I am considering the purchase of Nikon's new d7100 which has a nice video feature.  That, of course, would thusly demand that I have a said decent editing software suite.  Learning curve, learning curve.

In the meantime, thank you kindly for visiting, I solicit your comments, and be safe and well.  Challenging times, they are a-coming.

MP154

P.S.
As before, click on each photo in order to enlarge.  The photos above are stills from the video.  You may copy and use these photographs for desktops or in other formats, as long as credit to me is provided.  I consider this a very generous policy.

UP 5488 West, a pig under rainy Winter skies

[Note: before we begin, I must greatly apologize for the change in my comments section.  You may notice that I have activated Blogger's Word Verification -- a ploy I most desperately despise -- because I despise the nature of Blogger's WV itself.  This has occurred because, during the latter months of 2012, I was bombarded by -- literally -- hundreds of spam comments throughout the depth and breadth of MP154.  I operate and control four blogs and this one is, for me, the most fun to run.  Resultingly, I tried to keep it the most "pristine" and unsullied by reality, if you will.  Reality, unfortunately, has now come crashing into MP154, and I have been forced into taking measures that are anathema to me.  I hope, frankly, that you will still continue to comment should you wish. --MP154.]

_________________________________

High in the Sierra Nevada Mountains at the 4,000-foot level, less than a half mile from the original Central Pacific Railroad transcontinental tracks, I live in a two-story cabin that is now ensconced in the throes of Winter, despite all of the trials and tribulations this incurs.

There have been a few minor snowfalls, and a week of sub-zero temperatures which resulted in frozen pipes underneath the house and a nasty break.  Since then, the snow has been occasional, but the rains fairly consistent.  This video, recorded from a cell phone of all silly things, documents a Union Pacific manifest train rolling downhill towards milepost 152.  Please click on each photograph to enlarge.  These photographs are enlargements from stills of the video.

On point is UP 5488, a General Electric ES44AC, one of 141 such locomotives manufactured between 2005 and 2006 with 4,400 hp -- and labeled a C45ACCTE (the CTE for "Controlled Tractive Effort") by the Union Pacific.

Here, the video:


The YouTube link is here (3:27).  And, as with the previous post, this video was captured by a device that I'd never thought would result in anything approaching the quality delivered -- a Samsung Galaxy Note II cellular telephone.  As per normal, please click on the YouTube link for full expansion and listen with headphones.

As for the rest of the pig, the second locomotive was UP 7028, an elder GE C44 AC manufactured between 1995 and 1996 with 4,390 hp.  Third in line was UP 5271, a GE C45ACCTE with 4,400 hp and UP 5281 followed in fourth place, another such unit, one of 301 manufactured.

The DPU (Distributed Power Unit) was UP 7448, another GE C45ACCTE, manufactured in 2009, also with 4,400 hp.

Even now, as I write this in my second floor loft office (with window cracked open), I can hear another UP train approaching -- approaching the detector at milepost 154.4.

Hence the name of the blog.

Take care, be safe, guard your family and your assets in 2013.

MP154

Stack train documented by unusual video:

I'm certainly nothing of a techno-geek, by any stretch of the imagination.

That said, I am sufficiently facile as to update various forms of technology in a basic way.

And that would be: I traded in my iPhone 3GS for a new Samsung Galaxy Note II.

Frankly: I couldn't be happier.  The Note II has, thankfully, absolutely exceeded my expectations.

The first video I ever recorded on the Note II was this below, caught extemporaneously and with little forethought for editing or professionalism -- clearly.

In the video, a downhill (westbound) UP double-stack train comes to a stop for the red signal at MP152 approaching Secret Town -- then, releases its brakes for a few number of cars.  I acquired some detail on the trucks of well cars, air lines, air valves, wheels, axles and brakes.  Note that the WABCO proportional air valve, manufactured in January of 2011, is built in Mexico.

As per normal, see the full video here and please wear headphones for the full experience.  Listen to the creaking of the brakes as the air solidifies and then releases.  Below is the actual brake pad to that wheel in full application.

Overall, I am rather pleased with the video capabilities of the Samsung Galaxy Note II.  Yes, I see that picture went in and out of focus a few times.  And yes, I realize that it did its best with contrasting situations which resulted in backlighting issues.

That said, packing the Samsung Note II everywhere I go assures I likely won't miss some potentially important video or photo opportunities.

The current photo and video quality of various telephones absolutely amazes me.

And, bottom line?  I am much happier with the Samsung than I was with the iPhone.  And no, I'm not paid by Samsung.

Merry Christmas to all my readers, thank you for visiting, and please return.  I am not going away.

Finally: gird thy loins for 2013.  I suspect it won't be pretty.

MP154

P.S.
As per normal, click on each photo for enlargement.  Further: every photograph above is a "screen capture" of the original HD video taken by the Note II.  That in itself is -- in my opinion -- astounding.  Check out the clarity.  Or am I simply another daft dupe for technology -- ?

UP 7632 East: a Pig through Alta

First, thank you kindly to everyone who reads this blog on a permanent or occasional basis.

I couldn't do it without you, your hits, your support, your viewings.

Wherever you come from, wherever your source, I am thankful for your readership.

I could only wish one thing: that the blog is hit by professional engineers, conductors, MOW workers and the like.  By all the crafts extant.

Having said that, a new video for your perusal:




UP 7632 is a GE C45ACCTE, whilst UP 4001 is an SD70M, and UP 4938 is an SD70M manufactured after 2000.

As before, click here to expand the video to its fullest point, and wear headphones for the sound.

I tried some different things leading up to the central character of the video.  I tried to go a bit "artsy" on this one.

If this direction doesn't work for you, please inform me.

Sincerely,

MP154

Inside a UP SD70ACe

I have always been fascinated with what occurs in the cabs of various locomotives.

And this has been, roughly, the least-covered topic photographically and structurally in the history of train and locomotive documentation. 

I don't quite understand why; it is something I try to mitigate on my blog when I can.

With that in mind:

EMD's SD70ACe (the "e" stands for "enhanced") began its life in April of 2003; there are now over 1,400 built.

The SD70ACe is very similar in appearance to the Phase II "true" 6,300-hp SD90MAC locomotive, a dual turbocharged four-stroke diesel (1,010 cubic inches per cylinder):

Above, I captured an H-engined Phase II SD90MAC #8536 (Note any similarities to the SD70ACe?) in January of 2003 as it passed what train crews know as "Rocky Point." 

This location, also called "American," sits roughly 1,200-feet above the north fork of the American River.  

In fact, Southern Pacific established a formal platform and train stop (near MP 161) at this point in 1916, where passengers could step off and marvel at the depth of the gorge and the view to the west towards Sacramento.  This train stop ceased in 1918 because of WWI.  

You can extensively search physically (as have I), but no remnants whatsoever remain of this platform.  I can tell you, however, from personal experience, that on a good night anyone can look down the "V" of the cut, to the west, and see the lights of the Sacramento Valley many, many miles below.  It's a wonderful view and quite impressive.  That said:

On the SD90MAC above, note the squared-off cab, the rectangular windows (similar to GE locomotives, now), the electrical cabinets and flared radiator housings with extended dynamic-braking tail.  You can see how EMD took these traits and incorporated them into their most recent mass-production AC freight locomotive, the SD70ACe.  The ACe is 74-feet long, with a two-stroke engine.  The H-engined SD90MAC was 80-feet long, in a four-stroke.

EMD's SD70ACe was the builder's answer to Tier 2 emission requirements.  EMD believed that a reworked engine -- that was familiar to shop crews worldwide -- would help sell the locomotive due to the foundational and reliable 710G3C-ES 16 cylinder prime mover.  This 710 engine, delivering 4,300 horsepower, required only some slight modifications to ensure emission compliance.  

But there's more: EMD ensured that all electrical wires are on the right side of the locomotive and all piping is on the left, with most pipes and wires routed under the frame and potentially serviced by a man standing outside the engine -- as opposed to someone crawling around the bottom of the engine room.

AC-driven power has become popular with Union Pacific -- though locomotives with AC cost more money -- because these units can be horribly lugged at low speeds with completely-pegged ammeters.  AC motors offer higher starting tractive effort.  AC motors are also more reliable and simpler than DC motors -- but the cost comes in terms of requiring expensive inverters to generate a variable-frequency AC signal.

With that, let's explore the cab of UP's 8548, an EMD SD70ACe, first by video:

[Please click on the link above to watch the video in its full size; I've yet to figure out how to re-size a YouTube video into the New Blogger, so information is cut out.  Also: play with headphones.]

With regard to the below photographs, you can click on each one to enlarge and then copy to your desktop.  If you reproduce in any fashion, I grant permission as long as I am credited.

Right side of unit.  Fuel fill and fuel shutoff on this side.

Flared radiators for assisted cooling.

Rear of unit.

Rear of unit with flash.  Note sand fill covers for rear truck sanding.

Sand cast solid steel trucks, the HTCR-4 radial variety.

Note massive shock absorbers.  Accordion-like device is traction motor blower.

Close-up of traction motor.  Quite unsettling to shoot this, as locomotive was active and idling.  Had to stick my head and camera under the loco in a precarious position.

Very thick cables transferring power from generator to traction motor below.  You can also see the brake shoe to the right of the wheel.  Each of these traction motors weigh 6,000 pounds.

Flash shot of front of SD70ACe.

Detail of UP wings and ditch lights.

Detail of pilot, knuckle, connecting cables, air hose and pin bar.

I must say, I very much enjoy seeing the revitalized UP wing logo.

Number panel, window shield and sliding window on conductor's side.

UP's model tape.

Piping down the left side of the locomotive.  More accessible for maintenance.

Left side of engine.

Left side of engine with flash.  Note the huge electrical inverter room behind the cab.

Locomotive manufacturers are moving from the "desktop" paradigm to the original AAR "control stand" type.

Control cluster.  To be examined in detail.

Overall view of Conductor's side of cab.

Conductor's chair, along with the "third" seat in the cab.

Engineer's position, on the right side of the cab.  Note the holder for the throttle handle, as well as small desk area for paperwork.

Detail of (top to bottom) dynamic brake, throttle, and reverser.

FAR radio head above, WABTEC braking module below.  Train brakes above with red handle; unit (independent) brakes below.  Application to the right; release to the left.

Left computer screen, displaying mph, brake pipe pressure, status of units.

Panel commanding headlights and interior HVAC conditions.

Detail of dynamic brake and throttle.  Read the "controller operation."

Detail of sanding operation.  Check out the welding quality on the vertical left.

Detail of the reverser position.

Detail of the throttle controller on the left-situated FRA stand.  Note the large hex-head bolts attaching various controls to the stand itself.  This makes for more easier removal and access.

Horn and Alerter reset button.  Again, note the rather coarse welding to the right of the radio head.  You can see that this control stand is created from scratch.  Also, this control stand is taller than those in a new GE locomotive, such as the C45ACCTE.  It tends to more greatly occlude the view from the engineer to the conductor.

Conductor's side of EMD cab.

Conductor's seat, top, and third seat in the middle of the cab.  Very heavy duty brown vinyl.  And quite comfortable with many adjustments, I might add.

View out the engineer's side.

Engineer's view with some -- ahem -- toilet packets.

Conductor's view with same.

View to the rear of EMD SD70ACe, on engineer's left side.

Close-up of conductor's console.  Left to right: speedometer readout, emergency brake handle, horn and radio microphone in holder.

First door from the cab forward.  Toilet to left.  Electronic controller rack to right.

View from conductor's side, to the right.

Same, slightly different.

Detail of conductor's desk: speedometer readout, emergency brake valve, horn, radio mike.

Two different foot-rests on conductor's side of cab, bottom.  With various electrical conduit pipes.

Door to nose of cab.

Back wall of cab with collision strut.

Overall back wall of cab, with view towards conductor's right side.

Geek Squad flow chart for fixing obscure stuff that crews couldn't care less about.

Right side engineer's seat.

Engineer's side footwell, to include three foot-rests.

Engineer's overall controller view from seat.

Same view, slightly different angle.

Major control panel, including start switch, locomotive isolation switch, lights and dynamic brake position cutout.

Geek chart and lower cab filter cover.

Here is an "extra" fold-down jump seat for a potential "fourth member" of the cab.  Adjacent right side cab door.  Floor, by the way, is a spongy type rubber for cushioning and insulation/sound damping.

Middle chair, covered -- as are the others -- with heavy duty vinyl and bolsters.

Conductor's side chair, vinyl, adjustable, with armrests.

View out center of cab.

View towards right side cab door.

Engineer's AAR control stand on left and screens to front.

Overall view of conductor's side of cab.

View of engineer's position from above.

Air Start system.

Loco ratings and information.

8548's rating.

Close up of isolation switch.

Same, different angle.

Left computer screen.

View out right side locomotive door.

Detail of right side loco door.

Detail of master screen.

Controller information.

More controller information, detail.

Radio above, brakes below.

Radio head above; brake controller below with red and black handles.  Train brakes: red.  Independent: black.

High view from the engineer.

Engineer's view with screens below.

Left side conductor's view.

Left side conductor's view behind, in mirror.

This is MP154 in the cab.

I hope you enjoyed this excursion into the cab of an EMD SD70ACe locomotive.  As per normal, no information will be given or revealed about the time, date or location of each cab visit, or the employees who were so kind as to allow me access to same.

MP154