Tuesday, April 25, 2017

Union Pacific 844, April 2017: Pocatello to Ogden

UP 844 Rests on Track 1 at the Ogden Union Station on April 25, 2017; finishing a trip which had it trek across southern Idaho and northern Utah during the day.

When Union Pacific 844 was restored to operation in 2016 many of us in Utah were excited for the prospect that in the coming months the "Living Legend" would visit us in the Beehive State. Early 2017 brought rumors that the 844 would trek west again in a Wyoming-Idaho-Utah tour which would take it through some of the most scenic areas of the Great Basin, including the rare sight of seeing the steamer trekking down the Ogden Subdivision, a stretch of track which runs between McCammon, Idaho, and Ogden, Utah. 

Immediately we began talking about how the Desert Empire Project would cover this trip and I was excited for the chance to follow the 844 down from Idaho into Utah, returning to an area I hadn't been to in over a year. Monday, midday April 24th, my Dad and I left Salt Lake City in my Dad's truck and headed due north, bound for Pocatello. The chance for a road trip was very much an opportunity for me to relax a bit amidst the stresses of the final weeks of the school semester, and for my Dad to celebrate his coming birthday. After copious amounts of candy, soda, and even a quick stop at the quirky surplus store Smith and Edwards (where I found and bought a cool Western Pacific Railroad pin); we finally arrived in Pocatello where 844 was waiting.

April 24, 2017; having just arrived in Pocatello shortly before us the Union Pacific steam crew was hard at work preparing the 844 for another journey the following morning. The diesel helper which had been with the engine from Pocatello to Boise and back, had been cut out; and the steam crew brought in fuel and water to feed the voracious appetite of a large steam engine.

A Union Pacific steam crew member stands in the open doorway of the Art Lockman support car, staring at the gathered crowd in Pocatello.

UP 6961 which had served as the helper unit on 844's train from Pocatello to Boise the weekend prior, slowly slinks away from the steam special leaving the steam engine to take its coming trip into Ogden by itself. The aged and weathered diesel drew the ire of many Idaho based railfans who thought it seemed a poor working partner for the clean and shiny 844 and passenger cars.

Speaking of clean; UP 844 really was shining when we found it in Pocatello. The last time I saw 844 in 2011 was after it made a massive trek across the southwest through New Mexico, Arizona, California, Nevada, and Utah. By the time it had reached Utah dust and grime made it look worn and tired. In comparison the short jaunt across Idaho and Wyoming meant the 844 had little time to accumulate road grime and it was looking mighty fine! The rain showers probably also helped keep it clean too. The clean exterior also bore testament to the thorough restoration job the steam crew had performed on the engine in the years prior. 

The steam crew gathers at the drivers of UP 844 preparing to grease the running gear. Another crew is working the running gear on the opposite end of the engine.

I would like to comment on the sense of order Union Pacific was able to bring to the crowds surrounding 844 in both Pocatello and Ogden. Steam trains can sometimes lead to trackside stupidity as bystanders put themselves into risky situations. The display area chosen for 844 in Pocatello was isolated from the mainline on a relatively little used spur. Railroad police, private event security, M.O.W. workers and the steam crew all stood on standby. In Pocatello as soon as the blue flags went up and the blocks were placed under the rails; people were allowed to walk up to the engine, take photos of it from in front, and get close to the Living Legend. It was a jovial feeling with the added security of the railroad insuring things went well on their property. We felt like invited guests, and UP played the part of gracious host very well.

My Dad was excited to find the fuel truck used for the 844 had his name on it! ;)

A westbound manifest departs Pocatello on the mainline, while two railroad police officers stand guard to ensure the visiting steam engine crowds do not cross into the mainline tracks.

Itchy and Scratchy roll by on the manifest freight!

In-between the rainy downpours of the day, bright splotches of sun illuminated the passing trains, such as the two DPU units on the manifest freight engine.

"Work never stops on a steam engine" as crew members continue attending to the drive rods while the 844 is resting in Pocatello.

A modest crowd of onlookers gathered around the engine in admiration and awe. A steam engine feels like a living being in many ways, snorting and hissing even while at rest.

After checking into our hotel room my Dad and I stopped again at 844's Pocatello resting spot. The fires had been dropped for the night, but the engine sat like a Thermos; warm and hot to be ready for the coming day's work. With the maintenance work stopped, we used the opportunity to get closer to the engine and admire it at rest. We left shortly afterwords for a game of laser tag and a late dinner, then we went off to our hotel. I slept very restlessly that night, much like a kid waiting for Santa on Christmas eve, the following day would be the main attraction; getting to watch this beautiful engine roll across the Ogden Subdivision!

Man when will I get an opportunity like this again to take selfies in front of the pilot of a live mainline steam engine?

My Dad snapped this picture of me admiring the tender and cab of 844. It should be worth noting that due to safety photos like this on live rail equipment are rarely recommended. As previously mentioned, the watchful supervision of the UP Police and other private security allowing the crowds to do this is an exception to the rule; not the norm!

Custom Union Pacific shield shaped valve plates on the 844.

An early morning alarm at 6:30 am, and we started our Tuesday back where the previous day ended; on the lone spur in Pocatello where 844 was at rest. At 8:00 am with Steam Chief Ed Dickens at the helm, the shrill whistle blowed and the engine in reverse began to back out of the stub track and onto the mainline. The crowd was ecstatic, and a chain of cars began to follow the engine as it crawled out of the city and into the country side.

A cloud of white vapor envelops the 844 as it reverses out of the yard lead, and onto the mainline.

Trekking through the yard was slow, the 844 crawling along until it could highball on the mainline outside of the city. One of the highlights of this trip was seeing the large amount of older signals on the route from Pocatello to Ogden. Many of the other busy mainlines are being modified with LED signals and PTC control, but the Ogden Subdivision is still ruled by classic target signals and controlling not very different from the technology in place when UP 844 was new to the railroad.

UP 844 is already picking up speed as it runs out of the city.

To be honest, I was caught by surprise with the intensity of the chase to follow the 844. The engine made good speed, often faster than the cars that followed it like ants in a line. I did miss a few of the photo locations I wanted to catch the engine at; although for most of the journey we could usually see the engine up ahead of us in the distance. We found our next spots to photograph the engine in McCammon, Idaho; where we met a few other railfans such as Adam Pinales, and Dale and Karyn Angell. 

 Gray overcast met the engine in McCammon. Crowds of school children, many of whose classrooms were located near the track; had greeted the 844 only minutes earlier; before it arrived at the spot the railfans were waiting.

"The Chase" was an experience of both wonder and frustration, as seen here with 844 blowing through Red Rock Pass. Frustration in the feeling of never being able to quite catch up to the steaming engine. Wonder in the amazing sight of vintage passenger equipment rolling along a green countryside with plumes of steam ascending from the engine up front.

It wasn't long until UP 844 left Idaho and crossed the Utah state line (after passing a waiting manifest freight south of Swan Lake, Idaho). At Cornish, my Dad and I waited at the very first grade crossing south of the state line and watched the Living Legend cross the Emerald State and Beehive State boundaries. A massive mob had descended in anticipation at Cache Junction; where crowds of locals greeted the engine. Steam engines make many who are not a railfan come out and enjoy them, their allure attracting young and old alike.

Having just left Idaho a minute ago, UP 844 blasts past the first grade crossing in northern Utah on its route to Ogden.

Looking over my Dad's window to the distance or looking at the road ahead showed the same thing; the spectacular image of hundreds of cars descending on Cache Junction to meet the 844. This small hamlet of a few homes seemed extremely busy as people rushed to get a chance to see the living legend.

Our next stop was below Cutler Reservoir where the tracks rise above the river bed, passing through two bridges joined by a tunnel. The steam train crawled at slow speed into the canyon, and the whistles bounced off the rock walls mingling with the roaring of the river below the dam. Rhythmic chuffs permeated the air as the engine made a spectacular display crossing the high bridges. A few of the railfans present with us at Cutler were Ben Kuhns, Adam Pinales again, and Parker and Garrett Christensen. Kent Bankhead and Mitch Harv were also at points further west in Wheelon and Collintson. For us, it seemed we had the best seat in the house, as the engine made its spectacular crossing above our heads.

 Parker, Garrett and Adam; admire the scenery while preparing a drone to gain a higher vantage point of this awesome area.

Nothing short of spectacular could describe the stunning awe of seeing steam crawl through this scenic canyon!

As we followed along Highway 89, we watched 844 make its approach into Brigham City passing all the small farming towns nearby on the way. We set up our next opportunity to see the engine in Ogden, where it arrived 20 minutes after we did. Mitch Harv and Jacob Morgan were also there to great the engine; and indeed it had felt that during our jaunt across Utah we had ran into many of the active railfans in the state. 844 arrived to a massive crowd, and as it came to rest in the station platform it was as if the glory days of the station had returned; as the busy crowed bused in and around the train. It was a spectacular finale to a stunning day, one which I do not want to ever forget!

Then vs. now? The UTA Frontrunner flies past the station, almost as a reminder of how the modern age of railroading compares to the gilded age 844 comes from.

The masses gathered in full force to watch 844 make its entrance to the Union Station!

UP 844 chuffs along the Ogden Yard at steam as it approaches the station.

With the train in reverse, the steam crew stood guard watching the track ahead.

Like a wake behind a boat, the crowd follows after the 844 as it enters the grand station platforms. Alongside the 844 are its historic brethren of the past, such as UP 26 a Gas Turbine, and UP 833 a FEF-2 which predated the 844 by a few years.

Railfan Dale Angell takes a break from filming footage for his YouTube channel "Toy Man Television" by chatting with a passerby.

UP 833 stands at the far end of the Eccles Rail Center, while in the distance its sister 844 hisses amidst a large crowd.

The face of 844, at rest in Ogden where it will stay two nights until it departs April 27th along the famous Echo Canyon route (Evanston Subdivision)! Two American flags flank the ears of the engine.

This has been a spectacularly fun adventure. I had a blast chasing the 844 across the area, and I am sure my Dad enjoyed it too! It was a blast seeing so many fellow railfans, and I am excited to see what the coming days bring as UP 844 continues its trek through a slice of Utah! We got some ideas as part of the Desert Empire Project on how to cover the rest of the 844 trip in our state, so stay tuned! Until next time.

-Jacob Lyman

Thursday, April 13, 2017

Locomotive Identification: It's all in the Details

Union Pacific 7681 ES44AC (labeled C45ACCTE by UP) serves as a remote-controlled Distributed Power Unit (DPU) on the KLTG2-23, on Union Pacific's Evanston Subdivision near Emory, Utah.
For experienced railfans, one can easily identify the type and manufacturer of the locomotives which power each train.  For those inclined, the same railfans can ‘guesstimate’ a time when the locomotive rolled out of the manufacturer’s factory.  But for those new to the hobby, identifying one locomotive from the next can be a genuine challenge.  But once they acquire the skill, a new interest begins in the hunt for ‘cool’ locomotives compared to ‘ordinary’ locomotives.

For the purpose of this article, we will revolve around the two largest locomotive manufacturers in the United States; General Electric, aka GE, and Electro-Motive Diesel/Division, aka EMD.  The products of both companies vary greatly, and each have their own ups and downs.  General Electric is known for it’s products of “Standard Cab” and “Safety Cab” diesels.  Their locomotives generally are cheaper than EMD’s, and have a service life of 10-20 years, with potential to run longer.  EMD locomotives vary in cab designs from type to type, but all serve the same purpose.  Although EMD locomotives are more expensive up front than GE, they can last up to 40+ years when given proper maintenance.  Both find their place in the modern railroad scene, as they ferry cars from point A to point B, whether that’s across a city, or across a whole continent.  This guide doesn’t cover all locomotives built by either company, but focuses on the more dominant freight-hauling ones found throughout the American west.


Electro-Motive Division (of General Motors) is, on average, the easiest to define the different models/ editions of locomotives, with different features characterizing each model.  EMD’s are the go-to option when it comes to yard service, with the older models providing the size, and EMD’s ability to provide the continuing life for these engines.  That said, all EMD locomotives are, if not were, rated for mainline operations.

GP15-1s are jokingly called "Mini Tunnel Motors" for a reason.  They are one of the smaller GP (or General Purpose) locomotives built by EMD, and often have the short, curved radiator at the very rear of the unit.  Most of the time these units have a smaller fuel tank, which doesn't take up the full space between the trucks.

GP38s are another iconic 4-axle locomotive which can be seen across the country.  The 38's are known for the 2 radiator fans at the rear of the unit, in addition, they had smaller fuel tanks which didn't span the whole space between the trucks.  Pictured above is a HLCX 'Leaser' locomotive, which worked in SLC during the summer of 2016 for the Union Pacific.

GP40s are considered the most common of all 'Geep' designs.  The GP40 can best be identified by its 3 rear radiator fans and it's 'boxy' design.  This particular locomotive was originally built for Baltimore & Ohio, and retains it's interesting ditch light configuration.  Nowadays it works as one of three GP40s on the Utah Railway.

GP60 (GP62)
Picture above is a duo of GP60s, which are distinguished by their large radiator fans as well as their turbochargers.  Another distinguishing feature is the full-length fuel tanks under the locomotives.

The SD40s are by far the most popular, and for sure the most iconic early 6-axle locomotive built by EMD.  They are easily identifiable by the individual features on the long hood, as well as the short radiator grates towards the rear of the unit.  These units come with rather a 'standard' nose or a 'snoot' nose.  The 'Snoots' have noses which expand well beyond the cab, (as pictured on 1831 above,) with the extra room reserved for remote control equipment.

The SD60s are known for their solid-looking frame, with some features similar to the SD40 listed above.  Although the dynamic brake fans are towards the cab, and the radiator grills are much larger than their SD40 counterpart.  These units also had the ability to come with a 'Cowl' cab.  These units, known to railfans as 'Cyclopses', are officially classified as SD60Ms.  Nowadays, SD60s are becoming few and far in between, and are a fun thing to see if someone has the opportunity.

SD70M (Flared and Non-Flared)
SD70Ms are known for their "teardrop" windshields/noses, which symmetrically slant down on both sides.  Present here are two different types of SD70Ms, with the first unit being "Non-Flared" and the second one being "Flared."  If you look at the long hood of each, it's clear why, the second unit's radiator extends outwards from the initial frame, while the other one doesn't.  The leader is also special given it's history, serving the first course of life as one of 25 SD70Ms ordered by SP.  The SD70MACs are very similar, with the only difference being AC traction instead of DC found on the 'M's.

An SD70ACe is know for the unique "Chopped Nose" cab design, as well as the offset radiator towards the long hood (rear) of the locomotive.  Pictured above is UP SD70ACe No. 8641 serving as a DPU on the ZDLCYP-23, pictured in Uintah, Utah.


General Electric, for some years now, has been the “butt end” of the railfan jokes.  Although they are more cheaply made than their EMD counterparts, they still have an extremely dominant presence in the modern railroading landscape.  To be fair, have been real competition from their competitors.  GE locomotives are primarily assigned to road service, ferrying the revenue trains for the railroad.  Following the introduction of the “Safety Cab,” it’s become much harder to identify model-to-model, as all of their locomotives characterized a very similar shape.

AC4400CW/ C40-9W/ C44-9W
GE's early 4000/4400 horsepower locomotives all have the same basic shape, with the primary difference between each model featured towards the radiators and traction motor types between each unit.  These units come equipped with AC trucks, hence the 'AC' in the locomotives names.  Pictured above is the most standard, an AC4400CW, delivered to the UP in June of 1998.  All of the units can be distinguished by their sloping, roof-like radiators at the rear of the unit.  Also noteworthy is the relatively visible exhaust stack, visible just behind the horn in the middle of the unit.

Although these units have the same Safety/Wide Cab design, and same general carbody design, the real distinguishing feature between the AC6000CW and its counterparts is the radiator which extends over the rear platform.  These units were originally equipped with 6000 horsepower motors, but have since been downgraded to 4400 HP prime movers.  Again, the 'AC' designates the locomotive's AC traction.  All of GE's 6000 HP motors used AC traction.

The ES44AC/ES44DC is arguably the most common locomotive on any Class I railroad.  These units are usually identified, once again, by their long hood.  The top of the radiators are more flat than any of the models which came before it, which usually have more of an upwards-facing arrow.  Units can be equipped with AC or DC traction, although UP calls their newer runs 'ES44AH' units.

The ET44 is GE's newest locomotive model, which meets the EPA's Tier 4 emissions standards.  These locomotives stand out from the rest due to their large sloped radiator towards the back of the unit.  These units, for the time being, are very clean, and stand out from the rest of the fleet.  These units have been produced with both AC and DC traction, as well as specified trucks per the client's request, (such as C4 trucks for BNSF.)
I hope this helps everyone with identifying locomotives on their train, knowing this can add fun to the hobby, and allows someone to develop a proper sense of favoritism of one locomotive over another. See you down the line!
- Schon N.