By the way what's up with the Challenger 3985?

Due her 1472 day/15 year FRA work, and will not be out again for some years.

3985 is in the shop in Cheyenne getting it's FRA requirements filled in respects to it's boiler and running gear.

That's a shame.....The steam guys will get it handled.   With regards to the 3985, we'll just have to patiently await her return.

It seems the 3985 has been spending an extreme amount of time in the the shop for the last 5 or so years

844 must be down because of all the bright work junque they've added to her...

Yes. The experiment to install the European "Lampour Exhaust" system didn't work out well on such a huge furnace system. It has seen been removed & scrapped, but other firebox issues, and the FRA 15 year work have finally caught up with 3985.

I also heard there was a problem with the articulation setup, any insight on that?

Just normal wear in the huge pin and bushings that retain the rear of the front engine into the main frame.

The issue on 844 was apparently a strange one. I have no idea how this happened or how they stopped it. The info comes from a few people down here who are associated with the train as it travels through the state so don't shoot me if I can't explain how or why this happened. I have no idea. I'm just passing on what's going around.

Apparently UP 1982 is behind 844 on the trip. They were stopping in Corsicana, TX for a lube/water stop when 1982 somehow went into power (or didn't come off of it) pushing 844 down the tracks with it's drivers sliding. I don't know how long it slid, if it was almost stopped when it was sliding, or how it stopped but the drivers ended up being flat spotted. The train stayed overnight in Corsicana. Somehow the drivers were ground down smooth enough to allow it to continue at minimum speeds. It is currently on the move and is now scheduled to complete the tour.

The question I have is how long can it go like this? Should they not just limp it home? I have no idea how bad the flat spotting was though. If they could fix it on the engine in a random location then I'd guess it wasn't too bad. If there is a problem you know it will only get worse with time though. Another question I have is whether or not the E-9's are now on the train? I guess I'll find out when I catch up with it later.

Fred,

Not all your information is correct.

1) The diesel, UP #1982 (MOPAC Heritage unit), was being controlled by the Engineer running 844, who made an "operational error".

2) The Mechanical men on the steam crew, ground on the flat spots in order to blend them into the tire tread. Thus 844 could then operate at reduced speed to some maintenance point where the drivers can be dropped out and sent to a contract machine shop for wheel trueing.

3) 844 will NOT be continuing the tour schedule! The A-B-A Executive E units are "taking over" the train for the rest of the tour.

What a blow to the celebrations.  Well better to get her home safely and correct the problem then to chance any further damage....How long does the wheel trueing process take? 

From the UP Steam website....http://www.up.com/aboutup/spec...ns/steam/index.shtml

No. 844 will not be able to make it to Union Pacific's 150th Anniversary Celebrations in Texas, despite the steam crew's efforts to address mechanical issues. While there is no substitute for the Living Legend, our E-9 Streamliner engines will lead the UP 150 Express to celebrations in the Lone Star State. We're sure you will enjoy the sleek 1950's engines, as history rolls through your town.

As I said, I was only passing on what I heard but did question the accuracy of it.

Union Pacific 844 dropped from Texas Tour

Published: April 17, 2012

Photo by Christopher Palmieri

OMAHA, Neb. – Union Pacific’s steam crew announced today that 4-8-4 No. 844 will be unable to pull the railroad’s special 150th Anniversary tour train through Texas. The locomotive suffered flat spots on its driving wheels Sunday, and despite efforts by the crew to repair the damage, the locomotive will be unable to pull the train for the remaining portion of the tour. In its place, UP’s set of A-B-A E9 diesels will pull the train, which includes stops in Austin and Houston, Texas, before finishing in New Orleans, La., at the end of the month.

So wonder how far it was pushed to create the flat spots?  Also how long would it take to drop the pressure, or whatever it would take to allow the 844 to free wheel while being pushed

It must have been a (bad) site to see the 1982 push against the 844 with what sounds like it's wheels locked up

Engineer Ed is a pretty competent guy, must have been something mechanical that he would not have had control over.

What do you mean, "Also how long it would take to drop the pressure....."? All the Engineer needs to do is close the throttle on 844 and she is then "free to wheel while being pushed". No real difference than drifting down grades.

The wheels on 844 "locked up" because of who was running the engine!

Nothing mechanical!

What kind of MU controller is on 844? I know the little Clinchfield#1 used a hostler box off an old EMD B-unit.

EMD Engineering Dept. designed and built a trailing diesel MU Control Box for Freedom Train Locomotive 4449, back in 1975. Additional Control Boxes where built for NKP 765, UP844/3985, and various Canadian steam locomotives. They have been in use quite successfully for more the 37 years now. Modifications to the air brake system were also designed and installed so as to have full control of the train and independent brake functions on trailing diesel units. The only function that can not be controlled safely by remote, is dynamic braking. That requires a person in the trailing unit to control DB.

For the wheels to get a flatspot as the locomotive is being pushed the driver brakes would have to have been set one would think.  Usually the engineer bails them off when stopping on other locomotives if I remember correctly unless it's running light.

Only the folks in the cab know what happened; no use second-guessing them.

Techie: That MU Control box is still in the Cab of the Clinchfield #1 in addition to the plugs on the back of the tender. The engine is in the roundhouse at the B&O Museum. The cab has sound effects and is can be entered by visitors. Its whistle was recently removed and placed in service on the Museum's 0-4-0T that is operated once per year. 

Latest word from UP Steam site

UP 150 Express

After departing North Little Rock, Ark., on April 14, No. 844 experienced some mechanical difficulties, and now is undergoing maintenance. The UP 150 Express now is led by the Union Pacific E-9 Streamliners.

Where is the closet place to drop the drive wheels?  If it takes as long as it did to get 261's drivers trued it will be along time before up has steam again.

Completely different situation than the 261. The 261 group didn't have a drop table, plus one of the drive wheels on 261 had to be pressed off its axle.

The UP Steam Crew is currently investigating the drop table at the Dallas/Fort Worth Diesel Shop to see if the "drop pit" is deep enough to lower an 80" diameter wheel set for removal. Plus, the crew will not have to disconnect the tender from the engine.

Are they going to need to do all four driver sets?

Yes, of course. You can't just "flatten" one wheel or one pair of wheels, on a steam locomotive, when all the drivers are connected by side rods.

I was wondering if any of the "fixes" the crew attempted were "good enough" so perhaps they wouldn't need to do all of them ...

They have a large job ahead of them.  I remember how much work it was to drop one axle on the 4449 years ago ...

Do one, do them all... 

Don't forget, 8 driver tires now have flat spots on them.  There's no way the crew could "buff them out" in the field equally to be "good enough."

Rusty

quote:

Only the folks in the cab know what happened; no use second-guessing them.

Well, if there was a big "Red Board" in front of them and a big bad diesel pushing making the red get bigger and bigger, I can understand why there would be flat spots.

I wonder if the diesel has a delayed PC shut down on it?

Here is the only video I have found that shows the 844 coming into Mt. Pleasant,TX where she was supposed to stop...not much to see but you can sure hear the 1982's rpms are still quite high...

Is that what happened; shoved up on a red block?

What's this??  844 in the tank!  Time to fire up No.18 from IRM, and

1) really spend some serious money

2) blow out everyone's hearing for miles around!

3) operate something nobody else in the US had the 'nads to even think about

    let alone operate for like twenty years!

No "red board". Green signal. Mt Pleasant was only a "service stop" for grease.

At least, for us in Houston:

1.  We getr to see the E-Units.

2.  The train is due here back in October, according to www.up150.com

Can UP bring back another living legend:  Supt. Steve Lee!

Since someone mentioned Clinchfield #1, I thought I'd post this vid I shot of her. I was able to get a few shots inside the cab, so maybe you can see the remote control dingelarm that has virtually eliminated side-fumbling in it. I would have gotten a better shot, but some jerk stepped forward as I was filming and with arms spread wide inserted himself in the doorway allowing no one else a great shot. I was ready to stuff him in the firebox. But I'll be back down there again soon.

Kind of what I was thinking...

Geez..rod bass last year and now this??!!

Operational error . . . that sounds so polite.