UP M-10002
| UP M-10002 "City of Los Angeles" | |
|---|---|
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| Numbering: | M-10002 A ( powered end car ) M-10002 B (booster) 12201 (mail / baggage car) 12760 (kitchen car) 10301 (dining car) Santa Anita (sleeping car) Mormon Trail (sleeping car) Cinema (sleeping car) Boulder Canyon ( sleeping car ) 10403 ( Open seating car ) 10404 (open seating / buffet) |
| Number: | 1 |
| Manufacturer: | Pullman standard |
| Year of construction (s): | 1936 |
| Retirement: | 1943 |
| Axis formula : | Bo'Bo '+ Bo'Bo' (power end and booster) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 248,472 mm (train) |
| Length: | 36,652 mm (power car and booster) 180,950 mm (9-part articulated car train) |
| Height: | 3,670 mm (power car) 3,467 mm (articulated trolley) |
| Width: | 2,930 mm (train) |
| Empty mass: | 431.0 t (train set) |
| Service mass: | 167.8 t (power car and booster) 288.3 t (9-part articulated wagon train) |
| Installed capacity: | 1 × 890 kW (1,200 PS) 1 × 670 kW (900 PS) |
| Motor type: | Winton 201-A |
| Motor type: | V16-cylinder and V12-cylinder diesel |
| Power transmission: | electric |
| Number of traction motors: | 8th |
| Brake: | New York Air Brake |
| Seats: | 225 (including 82 sleeping car and 57 dining car seats) |
| Classes : | 1 and 2. |
The UP M-10002 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 third streamlined train of the UP and at the same time the last one with a power end in the "fish head" design known from the M-10000 and M-10001 .
technical description
When vehicle design of the M-10002 came as the previously already in 1934 by Pullman-Standard completed M-10000 and M 10001 patented self-supporting car bodies of trapezoidal, but by almost 1.4 m to approximately 2.93 m widened section in riveted lightweight construction made of duralumin .
The Zugspitze of the almost 218 m long train consisted of a machine car and a second machine car called a "booster". In contrast to the first two multiple units, however, the two-part power car on the M-10002 was now an autonomous drive unit. Since it was not permanently connected to the rest of the train via a common chassis, the Union Pacific considered the M-10002 A + B to be its first Diesel “locomotive”. The following nine wagon elements, equipped with air conditioning, ran on Jakobs bogies and formed an articulated train unit that was firmly connected to one another. 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, as with the M-10000 and M-10001 in the windowless "Wasp" design, the train buffet with a small galley was again arranged.
Unlike the M-10000 and M-10001, the M-10002 had two machine systems. The Electro Motive Company (EMC) had once again supplied a 1,200 hp (890 kW) V16-cylinder Winton 201-A diesel engine for the front power unit. The smaller 900 PS (670 kW) V12-cylinder version of the Winton 201-A, which was removed from the M-10001 in spring 1935, was reused for the booster. 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 .
Mission history
The history of the development and use of the third UP streamlined train M-10002 is closely interwoven with that of the fourth train M-10004 . 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 to supply 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.
As the first of the two trains from this order, the M-10002 intended for the new route of the “ City of Los Angeles ” was completed in April 1936.
City of Los Angeles
One day after the “Super Chief” of the competing Santa Fe , the M-10002 started on May 15, 1936, the third Union Pacific streamlined train as the “City of Los Angeles”, the transcontinental night train service between Los Angeles and Chicago and shortened the travel time to 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 the Chicago and North Western Railway (C&NW). As with the “City of Portland” timetable recorded in 1935, the “City of Los Angeles” initially only allowed five vehicle rotations per month with just one train unit.
From December 1937 a new 791-tonne 14-car train, carried by a three-part EMC E2, alternated with the eleven-part M-10002 multiple unit and doubled the timetable for the "City of Los Angeles" to ten monthly journeys in each direction.
City of Portland / Portland-Seattle feeder train
In August 1938 the M-10002 was withdrawn from the "City of Los Angeles" and the sleeping car element "Mormon Trail" was added to the fourth streamlined train M-10004 , which was operated by the "City of San Francisco" service on the "City of Los Angeles" was changed. The shortened M-10002 took over the circulation of the " City of Portland " from March 1939 to August 1941 .
In October 1941, the UP added the "Santa Anita" and 10403 car elements to the M-10004, which is now only kept as a reserve. The only eight-part M-10002 was used again between April 1942 and May 1943 as a feeder train on the Portland-Seattle route. In 1944, as with the M-10000 and M-10001, the car bodies made of aluminum, which were important for the war effort, were scrapped. The two-part M-10002 A + B power car was sold to Northrup-Hendy for a gas turbine test train in December 1946 and dismantled in 1947.
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