UP M-10001
| UP M-10001 "City of Portland" | |
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| Numbering: | M-10001 (motor car) 12200 (mail / baggage car) 10300 (dining car) Overland Trail (sleeping car) A. Lincoln (sleeping car) Oregon Trail (sleeping car) 10402 (open plan / buffet) |
| Number: | 1 |
| Manufacturer: | Pullman standard |
| Year of construction (s): | 1934 (reconstruction 1935) |
| Retirement: | 1939 |
| Axis formula : | Bo '+ Bo' + 2 '+ 2' + 2 '+ 2' + 2 '+ 2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 138,659 mm (train) |
| Height: | 3,384 mm (motor vehicle ) 3,112 mm (middle / end w.) |
| Width: | 2,743 mm |
| Empty mass: | 258.0 t (train set) |
| Service mass: | 279.2 t (train formation) |
| Installed capacity: | 1 × 890 kW (1,200 PS) |
| Motor type: | Winton 201-A |
| Motor type: | V16 cylinder diesel |
| Power transmission: | electric |
| Number of traction motors: | 4th |
| Brake: | New York Air Brake |
| Seats: | 160 (including 64 sleeping car and 50 dining car spaces) |
| Floor height: | 1,040 mm |
| Classes : | 1 and 2. |
The UP M-10001 was a streamlined six- or seven-part express railcar with diesel-electric drive for transcontinental traffic that was put into service with the Union Pacific Railroad in October 1934 . With the route from Los Angeles to New York covered in less than 57 hours, the special run of the M-10001 from October 22nd to 25th, 1934 is the fastest rail crossing in North America from the west to the east coast.
technical description
When vehicle design of the M-10001 were as for those already beginning the same year by Pullman-Standard completed UP M-10000 patented self-supporting car bodies with trapezoidal cross-section of a riveted lightweight construction of duralumin for the application running on Jakobs bogies were hinged together.
Initially, the M-10001 was delivered as a six-part multiple unit 115 m in length. It consisted of a machine wagon with the "fish head" design already known from the M-10000, followed by a luggage and mail wagon as well as an end wagon with large space for 56 travelers and a counter area with a small galley in the tapering end of the wagon, the shape of which is attached to the abdomen remembered a wasp. The special feature were three Pullman sleeping cars with a total of 64 seats, including 26 "roomette" sections, which could be separated from the aisle at night by screens and sliding doors and had hand basins that could be sunk into the wall, as well as six single / double compartments with their own toilets and laundry facilities. The passenger areas were air-conditioned.
In contrast to the M-10000, however, in the first (motor) car, in addition to the leading bogie, the axles in the first Jakobs bogie (to the second mail and baggage car) were equipped with electric traction motors. The Electro Motive Company (EMC) initially supplied a Winton 201-A machine as the drive . The extension of the train by a seventh car made some modifications necessary in the spring of 1935. In order to be able to replace the 900 PS (670 kW) strong V12-cylinder diesel engine with a more powerful 1,200 PS (890 kW) V16-cylinder Winton 201-A diesel engine, the first 15 m long motor car had to be increased by 3 m and the second car Accommodation of the steam generator for the train heating can be extended by 2.4 m. The brake compressor, main generator, control technology and the electric traction motors arranged in the first four axles of the front bogie and the first Jakobs bogie came from General Electric . After the renovation, the 139 m long train carried a dining car with kitchen, 30 seats in the restaurant and 20 seats in the lounge area between the luggage and the sleeping car.
Mission history
The railcar ordered from Pullman-Standard in June 1933 as a six-car train was delivered to the Union Pacific on October 1, 1934.
57-hour record drive
On October 22, 1934, the six-part M-10001 started at 8 p.m. local time in Los Angeles on a 5,244 km long transcontinental special train journey accompanied by the press. On the flat, straight lines in the mid-west, the streamlined train is said to have reached up to 193 km / h in sections. Although the onward journey in Chicago was delayed by 40 minutes and an electric locomotive had to be harnessed for the last few kilometers through the Park Avenue Tunnel at Mott Haven Junction in New York City , the diesel multiple unit arrived at 9:55 a.m. local time on the morning of October 25, 1934 the Grand Central Terminal in New York. Despite the discreet renunciation of shaming the New York Central Railroad by undercutting the travel times of its 20th Century Limited between Chicago and New York , the special train had the North American continent from west to west in a still impressive record time of 56 hours and 55 minutes Crossed the east coast.
Conversion to a 7-car train
After the record run, the manufacturer Pullman-Standard made various modifications in the spring of 1935. To reinforce the train to a seventh car an enlargement of the machines car was to accommodate a 300 hp engine stronger necessary, with yet a new use as a booster of which are already under construction third current line train for the upgraded 900-horsepower engine M-10002 could be found . On May 23, 1935, it was returned to the Union Pacific.
City of Portland
At the “Portland Rose” festival, Union Pacific presented its first seven-part streamlined train to the public. From June 6, 1935, the M-10001 took up the new transcontinental night train service between Portland (Oregon) and Chicago as the " City of Portland " . Since the UP had no routes of its own east of Omaha, the train to and from Chicago was operated in cooperation with the Chicago and North Western Railway (C&NW). Although the previous travel times were reduced by almost 20 hours, only five vehicle rotations per month were possible with just one train unit. Nevertheless, the "City of Portland" was 39 hours and 45 minutes not only the first streamlined train with Pullman - sleeping car service , but also as the fastest to travel between the Pacific Coast and Chicago.
After the new train was damaged during a flank run , it had to go back to the manufacturer's works for repairs, which it left on January 26, 1936 with a different paintwork. Union Pacific took the M-10001 out of service on March 28, 1939 and shut it down in June 1939. While the diesel engine, electric generator, drive bogies and steam generator were reused in the M-10003 (CD-07-C) booster, which was delivered as a reserve unit in December 1939 , the remaining car elements were sold on August 13, 1941 and scrapped in December 1941.
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