UP M-10004
| UP M-10004 "City of San Francicso" | |
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| Numbering: | M-10004 A ( powered end car ) M-10004 B (booster) 12202 (mail / baggage car) 12761 (kitchen car) 10302 (dining car) Hawaii (sleeping car) Lanai (sleeping car) Honolulu (sleeping car) Oahu (sleeping car) 10405 (open seating car ) 10406 (Open plan / buffet) |
| Number: | 1 |
| Manufacturer: | Pullman standard |
| Year of construction (s): | 1936 |
| Retirement: | 1939 (power car, conversion to CD-05C and CD-06C) 1951 (articulated car train) |
| Axis formula : | Bo'Bo '+ Bo'Bo' (power end and booster) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 220,980 mm (train composition) |
| Length: | 40,080 mm (power car and booster) 180,950 mm (9-part articulated car train) |
| Height: | 4,123 mm ( powered end car ) 3,467 mm (articulated trolley) |
| Width: | 3,048 mm (power car) 2,930 mm (articulated trolley) |
| Empty mass: | 456.1 t (train composition) |
| Service mass: | 195.2 t (power car and booster) 288.3 t (9-part articulated wagon train) |
| Installed capacity: | 2 × 890 kW (1,200 PS) |
| Motor type: | Winton 201-A |
| Motor type: | V16 cylinder diesel |
| Power transmission: | electric |
| Number of traction motors: | 8th |
| Brake: | Westinghouse Air Brake |
| Seats: | 225 (including 82 sleeping car and 57 dining car seats) |
| Floor height: | 1,040 mm |
| Classes : | 1 and 2. |
The UP M-10004 was a streamlined , eleven-part express railcar with diesel-electric drive for transcontinental traffic, put into service with the Union Pacific Railroad (UP) in May 1936 . It was the fourth streamlined train of the UP and at the same time the first with a power car in the futuristic "automotive design", which in its basic features should become groundbreaking for the design of the American one-way diesel locomotives of the following three decades.
technical description
In the car design of the M-10004, the last time the self-supporting car bodies patented by Pullman-Standard for the M-10000 and M-10001 in 1934 were trapezoidal (but like the M-10002 multiple unit built in parallel by almost 1/4 m to approx . 2.93 m widened) cross-section in riveted lightweight construction made of duraluminium for use, while the completely redesigned power car was this time made of sheet steel and had a conventional vehicle profile, which also optically in the train composition due to the non-flush transition between drive and wagon part was clearly visible.
The Zugspitze of the almost 221 m long train consisted of a machine car and a firmly coupled second machine car called a "booster". While the two-part power car of the M-10002 could at least formally be viewed as an autonomous drive unit as a locomotive, it was the new design of the M-10004 that conveyed the visual image of a powerful modern locomotive. 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 grille on the front of the power car was reminiscent of the predecessors M-10000, M-10001 and M-100002.
Unlike the M-10002, the M-10004 had two equally powerful machine systems for the first time, for which Electro Motive Company (EMC) had supplied two 1,200 hp (890 kW) V16-cylinder Winton 201-A diesel engines. The brake compressor, main generator, control technology and the electric traction motors arranged in the eight axles of the four bogies were again from General Electric .
The following nine car elements with air conditioning corresponded to those of the third M-10002 multiple unit built at the same time and again formed an articulated train unit firmly connected to one another on Jakobs bogies . The luggage and mail trolley was followed by a storage and kitchen trolley, a dining car with 40 seats in the restaurant and 17 seats in the lounge area. Four Pullman cars offered a total of 82 beds, divided into 11 open and 22 “roomette” sections, which could be separated from the aisle by sliding doors at night, as well as nine single / double compartments with their own toilets and washing facilities. This was followed by an open-plan car with 48 seats and a final car with 38 seats. At the end of the car, for the last time as in the M-10000, M-10001 and M-10002 in the windowless "wasp design", the train buffet with a small galley was arranged.
Mission history
The history of the creation and use of the articulated wagons of the fourth UP streamlined train M-10004 is closely interwoven with that of the third M-10002 train. The M-10004 power car was built parallel to the almost identical machine car UP M-10003 to M-10006 . Over the course of 16 years, the M-10004 multiple units were used in whole or in part on all of the four transcontinental Union Pacific streamlined train connections departing from Chicago.
In November 1933, the Union Pacific had ordered two eight-car trains and two power cars from Pullman-Standard. Initially, it was planned to serve the night train passengers from the kitchen car directly at the seat and the day train passengers from the buffet at the end of the train. In order to avoid a conversion like with the M-10001 after changing this service concept in the meantime, UP expanded its order in March 1935 to include two more drive units and two dining cars.
Due to the reordering and the associated fundamental change in the power end design, the vehicle number M-10003 initially intended for the fourth multiple unit was initially unoccupied and was only later assigned to a reserve unit. As the second of the two trains from this order, the power car intended for the new route of the “ City of San Francisco ” was completed in May 1936 and delivered to the Union Pacific as the M-10004.
City of San Francisco
One month after the " City of Los Angeles " began operating on its own Union Pacific route to southern California , the M-10004, the fourth Union Pacific streamlined train called the "City of San Francisco", started on June 14, 1936 “Started the transcontinental night train service and from then on also reduced the travel time to northern California to 39 hours and 45 minutes.
Since the UP had no routes of its own east of Omaha, the train to and from Chicago was operated in cooperation with Chicago & North Western (C&NW). From Ogden , the Southern Pacific (SP) was responsible for operations as far as Oakland, where there was a ferry connection to San Francisco. As with the “ City of Portland ” and the “City of Los Angeles”, which were recorded in 1935, the “City of San Francisco” only allowed five vehicle rotations per month with just one train unit.
The M-10004 ran until January 2, 1938 as the "City of San Francisco" and was then replaced by a three-part EMC E2 diesel locomotive and a 791-tonne 14-car train.
City of Los Angeles
The unique selling point of the M-10004 multiple unit modified for the “City of Los Angeles” was the unique overservation lounge car “Copper King” with circular porthole-like windows, which was converted from the 12202 baggage car. The interior of the dining and kitchen cars were also redesigned and the former end car was converted into an intermediate car. After the supply / baggage car 11700 from the " City of Denver " tramway M-10005 and the sleeping car element "Mormon Trail" from the third streamlined train withdrawn from the "City of Los Angeles" circuit had been added to the train, it took over in August 1938 the fourth streamlined multiple unit, redrawn as LA-4, the second "City of Los Angeles" circuit previously provided by the M-10002.
As early as April 1939, two EMD E3 locomotives designated as LA-5 + LA-6 replaced the two-part LA-4 A + B power car (ex M-10004 A + B) and transported the eleven-part articulated wagon unit until August 1941.
City of Portland
As of August 1941, the train compositions run by the E3 diesel locomotives changed to the service of the " City of Portland ". In October 1941, the UP also added the "Santa Anita" and 10403 car elements from the M-10002 to the fourth articulated car train, which is now only kept as a reserve. In December 1943, the third articulated wagon train was followed by the elements "Cinema" and "Boulder Canyon" in February 1946. The last 15-part wagon unit left the "City of Portland" on February 23, 1947 and was parked as a reserve.
City of Denver
A reactivation of the fourth articulated car train, which was parked as an operating reserve, took place on October 1, 1947, due to a revision of the regular units of the " City of Denver " that lasted until spring 1948 . All cars were scrapped in 1951.
Booster CD-06C and CD-05C
The 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 strengthened the previous drive units of the " City of Denver " from August or September 1939 . Between January and March 1953, the boosters retired from service together with the former UP M-10003 to M-10006 power units and the two car units of the fifth and sixth streamlined train 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.