I’ve been following the story about UP 844 being taken in for shopping because of flat spots on the drivers. How did this happen? Is it normal for them to develop or did it happen because of an unusual circumstance such as sliding while braking?
The widely circulated explanation is that the crew lost control of the helper locomotive, which continued to push ahead with full power for two miles against the intentions of the crew. Reportedly the diesel was unmaned and operated by some type of M.U. control from the steamer. Apparently the crew could not get back to board the diesel and shut it down.
So the default conclusion is that the crew of the steamer flattened the wheels while attempting to slow down against the push of the diesel.
That is what the person who was working the Operation Lifesaver booth at Hearne was told by the UP people there.
The MU controller in the 844 lost control of the diesels. Rumor has it that it was the Missouri Pacific Unit specifically that caused the problem.
The story doesn’t strike me as making sense. It would seem that all the engineer would have to do is dump the air and everything would come to an immediate stop. Since it didn’t, was sabotage involved?
The remote MU control box aboard the steamer was a custom built unit. Likely the people who built it did not see the need to include all the functionality commonly found on a regular control stand, like the ability to remotely shut down the whole consist. Getting from the train onto the diesel shouldn’t have been a problem if they had a passenger type car coupled to the diesel, if however they were using a boxcar or other freight type car, then it would be difficult. From the steamer they would have to climb up and over the tender, usually you have ladders at the rear of the tender for access to the top, but it isn’t common to have any access from the cab end of the tender.
I would think any control equipment would have the capability to shut down the trailing diesel(s). However, the problem that caused the diesel to stop responding may also have affected that capability also.
Without knowing any details, is sounds like a case of something that can’t happen, happened. I’m sure they’ll get to the bottom of it.
Jeff
[:-^] With the cause being found when found , lets hope for money, equipment,experience and time to fix this grand icon of the steam age. Long may she roam the rails.
Cannonball
TRAINSNewswire of Apr.20,2012 carrues the following article:
“Union Pacific’s 844 will have wheels removed, machined”
FTA:"…GEORGETOWN, Texas. – The Georgetown Railroad short line has confirmed to Trains News Wire that Union Pacific steam locomotive 844 has arrived at its shop for wheel repairs. Union Pacific’s steam crew said the locomotive would have to have its driving wheels removed to repair flat spots that developed during the locomotives’ Texas/Louisiana tour. UP said that the locomotive must go to a facility with a drop pit that can accommodate 844’s size…"
FTA:“…****No. 844 has flat spots on its eight drivers. Because of their size (80 inches), they will require special handling to repair. The wheels will have to be removed, sent to a separate facility to be reprofiled, shipped back, and reinstalled…”
**FTA:"…**If all goes well the locomotive could resume its schedule in a few weeks. Following the Texas/Louisiana tour, No. 844’s next scheduled appearance is in El Reno, Okla., May 3-5; Council Bluffs, Iowa, May 10-13; and Omaha June