Puffy, I can’t give you a chemical analysis as to why oil puts out more BTU’s than coal, I’m no chemist. I got my information from the late George Drury’s “Guide to North American Steam”, in which there’s a discussion of steam locomotive fuels; wood, coal, oil. Drury said oil was the most efficient as far as heat output, his exact wording was “oil has more heat output per pound than coal”, to say nothing of the ease of handling, and no ashes or cinders to deal with.
Possibly oil puts out more heat since it has to be atomized and sprayed making for more complete combustion? Maybe some of you chemists or engineers out there can shed a bit more light on this one.
As far as that coal smoke smell we’re all going to miss, maybe UP can get together with JT’s “Mega-Steam”, the model railroad smoke fluid manufacturer. Just throw a gallon or two (or a hundred) of coal-scented “Mega-Steam” in the fuel oil and the problem’s solved!
And if people get bored with “Coal Smoke” UP can try “Coffee”, “Cinnimon Bun”, “Bacon and Eggs”, “Grandpa’s Pipe Smoke”, or maybe “Lionel Smoke Pellet”!
That was what I have always understood. The province of BC passed legislation requiring oil burners to reduce the forest fire problem, but once the CPR started using them they were never going back to coal, especially in mountain service.
Firelock76, it turns out that you are right. Coal ranges from 10,750 to 14,340 BTU/lb. #1 fuel oil (kerosene) is 132,900-137,000 BTU/gal. On the basis of “a pint’s a pound the world around”, divide the gallon by eight(8) and you get an approximate (16,600 BTU/lb). At one point the UP was using Bunker C (at 152,000BTU/gal)in their diesels. You will note that, as the oil gets heavier, there is more carbon content. That makes it more BTU-dense. Pure hydrogen, on an equivalent per unit basis, has only half the BTUs/unit of #1 fuel oil. On the subject of coal smoke, what you are smelling is mostly sulphur but there are other minerals as well. But high-sulphur crude just does not smell the same. In the early days many railroads burner crude directly without refining. You are also correct that no ashes or cinders were involved. In coal territory the length of a typical division in the late steam era was defined by the amount of ashpan capacity whereas no problem for oil fired.
Thanks for the kind words Puffy, but I wasn’t the one who was right. The late Mr. Drury was, I just passed on his information, that’s all.
By the way, if you ever see a copy of Drury’s “Guide to North American Steam”, grab it! It’s out of print now as I understand, but it’s a real gold mine of information. Maybe Kalmbach will print it again if there’s enough demand.
It was in the newswire a few days ago. Essentially, 844 is likely to return to steam in 2016 (with them hoping for Fall 2015), the restoration timeline for the 4014 is still aiming towards operation by 2019, and the 3985 isn’t retired.
Not to mention that they’re hiring people for the program. Been several job listings posted over the past few months, including this one.
The UP channel on YouTubehas a recent video which mentions ongoing Cheyenne shop changes. Apparently diesel related activity is being reduced / moved to other facilities to make more square footage available for steam engine refurbishment - a good sign.
OTOH I’m a little skeptical about their new shop manager - he is relatively new to UP and has an IT background rather than RR mechanical. Hmmm.
The reason they are hiring is they have have had OVER 100% employee turnover in the past 4 years. Not one of the original crew (Steve Lee’s group) is left. THAT is why they are hiring for the program. Note that all the experience that these employees had is GONE.
I hate to say it, but I am VERY concerned about the state of the UP Steam Program.
Little history here on one of the greatest steam restoration events in the United States in recent years. Union Pacific retrieving a 4-8-8-4 from a museum and preparing to use it in public relations operation! The reclaiming of it steam heritage and the largest steam locomotive ever built going back into service! This is a world class event on any calendar.
Alfred Bruce comments on the big articulated designs of Union Pacific.
Challenger 4-6-6-4 Type
The first 4-6-6-4 type articulated engine with four simple cylinders (this type has never been developed as a compound) was built by the American Locomotive Company in 1936 for the Union Pacific Railroad to supplement the existing three-cylinder 4-12-2 type Union Pacific engines in higher speed operation. They were immediately successful that they were adopted in quantity by the Union Pacific and by other roads having manifest-freight-train service for which they were very well adapted because their riding stability was superior to that of any other existing articulated engine when they were running at higher speeds.
The total weight of the 4-6-6-4 type Challenger articulated engine was very evenly distributed between the front and back engine units. In general the weight on the front unit was equal to about 90 percent of the weight on the back unit. This feature and the guiding qualities of the four-wheel leading truck was necessary for the proper balance required at high speed. Although they were not applied to the first engines of this type, front boiler supports with flat bearing surfaces, together with only a working vertical clearance on the single vertical articulation pin, were introduced about 1940. Now the front engine had only the vertical movement permitted by its spring deflections, as in the case of the rear rigid-chasis engine. The result was the most stable-riding atriculated engine ever built and one that could be safely operated
I have to wonder what is going on there. It sounds like a thorough going housecleaning, for want of a better term. Might help explain the business with boiler water treatment methods (apparently using pool chemicals) on 844 referenced in an earlier thread last year I believe. If the experienced shop crew (and leadership) is heading out the door, UP really will be in trouble if they are unable to recruit equally experienced replacements. If not, I would regretfully expect more bad news.
It looks like UP is running into a variation of what happened with CB&Q when they decided to drop the fires on 4960 and 5632. In this case, a lot of institutional memory and knowledge is heading out the door and the new hires and new management is going to have to learn everything just short of re-inventing the wheel. The steam program may be entering its final years.
If you shop around the Internet a little, you’ll find plenty of evidence that the new program head is capital-T Trouble. In the best, or worst, U.P. tradition – remembering people like Art Shoener and others – he seems to have the company’s full support. Little wonder the hands are bailing.
Any major railroad such as Union Pacific can and will find the talent it needs to run its operations. The good news is that Ed Dickens is developing a full steam shop facility on the location of the major company backshop. I realize that steam fans are often very jealous of those picked for position but other railroaders just see it as a job in public relations and others its just a paycheck. These programs like UP steam are larger than any one individual or group of individuals.
When I was a member of Michigan State Trust For Railway Preservation the group the restored C&O 1225/ PM 1225 the group was constantly loosing talented people. Do you think individuals can devote a lifetime to this type of activity? Generations of workers came and went. One student at Michigan State University, David Jones, if I remember, stayed for years after his degree was obtained - I believe in teaching English. David hung around just to keep working on PM 1225 while others went on with their lives and careers. David if I remember sadly came to one of our engineering meetings one day and told us that he just couldn’t continue - he loved the fellowship and the club but he had to “get on with his life!” - his parents and girl friend were calling him “to be more than what the club was!” - to be the person “he was supposed to be!” - he had to take a teaching position in New England! - David sadly left us.
How long can any one of us take time out to do some of these things no matter how much we want to do them? If we are lucky we get to do them for a while!
The men who built the great steam fleet of the Union Pacific Railroad are gone. The bankers and railroaders that funded the locomotive builds are gone. The American Locomotive designers and engineers who constructed them are gone. The shop staff that built UP 4014 on the erecting floor are gone - so