UP M-10003, M-10005 and M-10006
| UP M-10003 to M-10006 "City of Denver" | ||
|---|---|---|
 |
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| Numbering: | M-10005 A (powered end car) M-10005 B (booster) 11700 (technology / luggage) 12203 (mail / luggage) 11701 (crew car) 10407 (open seating car) 10408 (open seating car) 10303 (dining car) Cache La Poudre (sleeping car) Squaw Bonnet (Sleeper) Silver Dollar (Sleeper) Ogalla (Sleeper / Lounge) |
M-10006 A ( powered end car ) M-10006 B (booster) 11702 (technology / luggage) 12204 (mail / luggage) 11703 (crew car) 10409 (open plan car) 10410 (open plan car) 10304 (dining car) Big Piney (sleeping car) Snowy Range ( Sleeper car) St. Vrains (sleeper car) Colores (sleeper / lounge) |
| Manufacturer: | Pullman standard | |
| Construction year: | 1936 | |
| Retirement: | 1953 | |
| Axis formula: | Bo'Bo '+ Bo'Bo' (power end and booster) |
|
| Gauge : | 1,435 mm | |
| Overall length: | 263,347 mm (12-piece train set) | |
| Length: | 40,080 mm (power car and booster) 223,267 mm (10-part articulated car train) |
|
| Height: | 4,123 mm (power end) 3,861 mm (articulated trolley) |
|
| Width: | 3,048 mm (power car) 3,058 mm (articulated trolley) |
|
| Empty mass: | 567.2 t (12-piece train set) | |
| Service mass: | 194.6 t (power car and booster) 410.4 t (10-part articulated wagon train) |
194.7 t (powered end car and booster) 408.0 t (10-part articulated car train) |
| Brakes: | New York Air Brake | Westinghouse Air Brake |
| Installed capacity: | 2 × 890 kW (1,200 PS) | |
| Motor type: | Winton 201-A | |
| Motor type: | V16 cylinder diesel | |
| Power transmission: | electric | |
| Number of drive motors: | 8th | |
| Seats: | 272 (182 seats / sleeping car places, plus 90 lounge / dining car places) |
|
| Floor height: | 1,118 mm | |
| Classes: | 1 and 2. | |
UP M-10003 to M-10006 were three streamlined two-part diesel-electric powered locomotives with the Union Pacific Railroad (UP) put into service in June 1936 for the transport of two twelve-part express railcars for transcontinental traffic. M-10005 and M-10006 formed the top of the fifth and sixth streamlines of the UP, while M-10003 was intended as a reserve unit.
Together with the M-10004 power end of the same type, which had already been delivered in May 1936 , the basic features of their futuristic "automotive design" were to become groundbreaking for the design of American one - way diesel locomotives in the following three decades.
technical description
For the car design of the M-10005 and M-10006, Pullman-Standard used newly developed self-supporting car bodies with rectangular instead of trapezoidal and with a significantly larger cross-section in riveted lightweight aluminum, while the power cars were made of sheet steel whose vehicle profile, unlike the M-10004, again corresponded to that of the train set.
The Zugspitze of the over 263 m long trains consisted of a machine wagon and a firmly coupled second machine wagon called a “booster”. As with the M-10004, the two-part power cars M-10003, M-10005 and M-10006 as an autonomous drive unit could not only be viewed formally as a locomotive, but also conveyed the effective image of a powerful modern locomotive with their new design. The striking elongated front structure and the high-lying, recessed driver's cab with two wide panoramic windows should also significantly increase passive safety on the numerous level crossings where collisions with road vehicles could not be ruled out. Only the oversized ventilation grilles on the bow of the power cars were reminiscent of the predecessors M-10000 , M-10001 and M-10002 .
Like the M-10004, the M-10003, M-10005 and M-10006 had two equally powerful machines, for which Electro Motive Company (EMC) had supplied two 1,200 hp (890 kW) V16-cylinder Winton 201-A diesel engines . Brake compressors, main generators, control technology and the electric traction motors arranged in the eight axles of the four bogies again came from General Electric .
The following ten cars, equipped with air conditioning, were significantly more spacious than all previous streamlined trains due to their changed profile and were no longer designed as a fully interconnected articulated train unit. The first three cars for luggage, technology and staff, such as the dining car with 40 seats in the middle of the train, instead had classically arranged bogies at both ends of the car. Only the two open - plan cars, each with 50 seats, and the four Pullmann sleeping cars for a total of 70 passengers were each connected to three pairs of cars by a Jakobs bogie .
In the rear sleeping car there was also a lounge area with 24 seats, unlike all previous UP streamlined trains with panoramic windows for a rear 180-degree view.
Use as "City of Denver"
In the 17-year history of operations, the machine cars M-10003 to M-10006 and the cars of the fifth and sixth UP streamlined train operated exclusively on the timetable between Chicago , Illinois and Denver , Colorado as the " City of Denver ".
As a competitor to the “Denver Zephyr” express multiple units on the Burlington Route , Union Pacific started in cooperation with Chicago & North Western on June 18, 1936 as the fifth streamlined train connection, the “City of Denver” on the 1,688 km route from Chicago to Denver. With an average speed of 118.9 km / h, the “City of Denver” was around 1940 the world's fastest scheduled long-distance train over a 1,000-mile distance.
In May 1939, the subsequently procured Denargo and South Platte sleeping cars expanded the capacities of the two trains by 20 more seats each and were placed between the two pairs of sleeping cars on the two trains. In this combination, the Pullmann sleeping car range consisted of 12 open and 8 closed sections as well as 20 compartments (including 12 "double", 1 "drawing room", 3 "compartment" and 4 "roomette").
The identical two-part power car LA-4 A + B (ex M-10004 A + B), which was withdrawn from the "City of Los Angeles" circulation in April 1939, was divided by Union Pacific into two parts and built into the two boosters CD-06C and CD-05C, which from August and September 1939 strengthened the redesigned drive units CD-05 A + B (ex M-10005) and CD-06 A + B (ex M-10006) of the "City of Denver". By December 1939, the CD-07 C booster for the CD-07 A + B reserve unit (ex M-10003) was built in the Union Pacific workshops from the decommissioned M-10001 power head.
Between January and March 1953 the power cars M-10003 to M-10006 as well as the carriages of the fifth and sixth UP streamlined train were taken out of service with the "City of Denver" and were dismantled in the same year.
literature
- G. Freeman Allen: The fastest trains in the world - the fast traffic in the past, present and future . franck, 1980, ISBN 3-440-04856-X .
- W. David Randall, William G. Anderson: The Official Pullman-Standard Library - Vol. 13 Union Pacific 1933-1937 . RPC Publications Inc., 1993