UP M-10000
| UP M-10000 "City of Salina" | |
|---|---|
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| Numbering: | M-10000 (motor car) 10400 (middle car) 10401 (end car) |
| Number: | 1 |
| Manufacturer: | Pullman standard |
| Year of construction (s): | 1934 |
| Retirement: | 1942 |
| Axis formula : | Bo '+ 2' + 2 '+ 2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 62,408 mm (train) |
| Height: | 3,384 mm (motor vehicle ) 3,112 mm (middle / end w.) |
| Width: | 2,743 mm |
| Empty mass: | 86.2 t (train formation) |
| Service mass: | 105.7 t (train) |
| Top speed: | 145 km / h |
| Installed capacity: | 1 × 447 kW (600 PS) |
| Motor type: | Winton 191-A |
| Motor type: | V12 cylinder distillates |
| Power transmission: | electric |
| Number of traction motors: | 2 |
| Brake: | New York Air Brake |
| Seats: | 116 |
| Floor height: | 1,040 mm |
| Classes : | 2. |
The UP M-10000 was a streamlined three-part express railcar with diesel-electric drive for daytime traffic that was put into service with the Union Pacific Railroad in February 1934 . In addition to the Pioneer Zephyr , which was completed a few weeks later for the Burlington Route , the M-10000 is the first streamlined train in North America to be used in commercial passenger transport .
technical description
The self-supporting car bodies and their interior fittings were created under the leadership of the engineer Martin Blomberg from Pullman-Standard , whose design was protected by three patents in the USA. The aluminum alloy duralumin was used for the new, riveted, lightweight design of the express railcar , which at that time could not be welded.
The 62 m long and 77 t heavy train consisted of three wagon elements which, at the suggestion of Union Pacific chief engineer AH Fetters, were articulated with one another using Jakobs bogies . Both the car body profile, which is slightly tapered towards the roof, and the curved side walls, as well as the windowless, egg-shaped end of the train underscored the streamlined dynamics of the railcar, which was designed as a one-way vehicle.
A semicircular ventilation grille, reminiscent of the mouth of a predatory fish, dominated the domed Zugspitze. The driver's cab, which was set back slightly, from which a four-part ribbon window gave the driver a 180 degree view, was followed by an engine room and a baggage / mail compartment . The passenger areas were provided with air conditioning. The intermediate car No. 10400 had two toilets and an open-plan compartment with 60 seats, while the end car No. 10401 had two more toilets and an open-plan area for 56 passengers as well as a counter area with a small galley at the tapering end of the car.
The Electro Motive Company (EMC) supplied a Winton 191-A machine installed in the engine room as the drive . The 600 hp (447 kW) "Distillate" engine was a V12-cylinder carburettor engine with electric spark plugs that had been modified for use with diesel fuel. The brake compressor, main generator, control technology and the electric traction motors arranged in both axles of the front bogie came from General Electric . The train was designed for a top speed of 145 km / h, but is said to have reached up to 178.6 km / h during its tour of America.
Mission history
The train ordered from Pullman-Standard in May 1933 was delivered to the Union Pacific on February 12, 1934. The "Armor Yellow" vehicle paintwork, which is still used today at UP, was used for the first time.
Tomorrow's Train Today
On an extensive tour, the M-10000 was presented at 68 stations in the USA and viewed by 1 million people, including the American President Franklin D. Roosevelt . Previously, the railcar, which was actually only designed for daytime traffic, was supplemented on May 23, 1934 by the "Overland Trail" intermediate car with sleeping car equipment, which was only used in the later regular service of the second M-10001 multiple unit . The M-10000 had another million visitors during a two-month guest appearance as an exhibit at the A Century of Progress World Exhibition in Chicago .
The 20,314 km American Tour ended in autumn, during which the most varied route requirements and several climate zones were completed without any disruption. The “Tomorrow's Train Today” exhibition train, which was also widely noticed in the media at the time, was seen as an initial spark for the renewal ability of the American railroad system during the Great Depression .
City of Salina
On January 31, 1935, the new three-part Union Pacific multiple unit M-10000 began daily operations as "The Streamliner" from Salina in central Kansas via Topeka to Kansas City (Kansas) . The train, officially known as the “City of Salina” from March 13, 1935, was able to cover the 301 km long route in 3½ hours despite its ten intermediate stops and reduce the travel time by 75 minutes compared to the previous fastest steam-hauled train.
Although the M-10000 proved itself overall in everyday use, the Union Pacific retired it on December 16, 1941 after six years with a mileage of over 1.4 million km. After the sale on February 13, 1942 to the Aaron Ferer Co. in Omaha (Nebraska), the scrapping took place. The car bodies made of an aluminum alloy were sent to the war economy in April 1942, where such light metal was used in aircraft construction.
Picture gallery
"Train of Tomorrow" brochure 1934
City of Salina timetable Salina - Kansas City 1935
Union Pacific railcar M-10000 ...
... and the 10401 final car
Interior view of the open-plan compartment ...
... and the train buffet of car 10401
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