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59-551: The M-10003 through M-10006 represented the final development of the custom streamlined trainset on the Union Pacific. They followed the cab/booster unit concept pioneered with the M-10002 trainset. As totally separable and interchangeable cab/booster power sets, they set the path that EMC was to follow with introduction of their E series locomotive sets the following year. Union Pacific was able to maintain daily service on

118-553: A City of Denver set while the primary sets were renovated in late 1947, then stored in 1948 and scrapped in 1951. Completed in June 1936, M-10005 entered service as the first of two new streamliners, the "Denver twins", for the City of Denver service on June 18. After approximately a year of running that service, during which the train and its sister M-10006 had moved 129,000 passengers and travelled 765,000 miles (1,231,000 km) between

177-630: A Pullman -built 11-car articulated lightweight streamline consist: two 1,200 hp (890 kW) diesel-electric power unit cars ( M-10004A/B ), a baggage-mail car, a baggage-dormitory-kitchen car, a diner-lounge car, four named sleeper cars, a 48-seat chair car, and a 38-seat coach-buffet-blind end observation car. The City's original train set was replaced on January 2, 1938, with an all new 1 ⁄ 4 -mile-long (400 m), semi-articulated 17-car lightweight streamline consist made up of one EMC-E2A and two EMC-E2B 1,800 hp (1,300 kW) diesel-electric power unit cars (SF 1-2-3) built by

236-768: A ferry connection on to San Francisco . It was owned and operated jointly by the Chicago and North Western Railway (1936–55), Chicago, Milwaukee, St. Paul and Pacific Railroad (1955–71), the Union Pacific Railroad , and the Southern Pacific Railroad . It provided premium extra fare service from Chicago to San Francisco when introduced in 1936 with a running time of 39 hours and 45 minutes each way. The City of San Francisco (TR 101-102) made its first run between Chicago and Oakland / San Francisco on June 14, 1936. On July 26, 1941,

295-675: A second set of equipment entered service allowing departures ten times per month each way. The added service replaced the short-lived steam powered Pullman-built mostly heavyweight (steel) streamline Forty-Niner that had operated an almost ten-hour slower 49-hour run five times a month between Chicago and San Francisco from July 8, 1937 to July 27, 1941. Under an order of the War Production Board , no new head-end or passenger cars of any type (other than "military sleepers") were built and delivered to US railroads from mid 1942 until late 1945. On October 1, 1946, service

354-409: A similar service life to its sister M-10005, being the second of the "Denver twins". It was renumbered to CD-06 in June 1937, and added the rebuilt first power car of LA-4 (ex M-10004) as its third power car in 1939. It was withdrawn alongside the other units during March 1953 and scrapped. EMD E-unit EMD E-units were a line of passenger train streamliner diesel locomotives built by

413-643: A smoother line to the train. As locomotives of EMC's own standardized design produced in-house, expandable to meet various power requirements, the E-units marked the arrival of Diesel power benefiting from economies of scale and were adequate for full-sized consists, a significant threshold in the viability of Diesel motive power as a replacement for steam in passenger service. The EA/EB , E1 , and E2 models were powered by twin 900 hp Winton 201A V-12 engines in each power unit. They were standardized mechanically and in overall design. Union Pacific's E2 cab unit

472-565: A train powered by the 3-unit E2 set of LA-1, LA-2, and LA-3 to double the service frequency on that route. After less than a year as the City of Los Angeles , the LA-4 was replaced again, this time by a train equipped with the new EMC E3s LA-5 and LA-6 in March 1939. In June of that year, the lead power car of the train was rebuilt as a booster unit, renumbered to CD-06-C, and added to the former M-10006, now renumbered as CD-06. The trailing power car

531-512: The City of Los Angeles , many of the train's cars bore the names of locales around its namesake city, including Mission Dolores , the nickname given to San Francisco 's Mission San Francisco de Asís . The City of San Francisco name has been applied to a 10/6 sleeping car built by Pullman Standard in the early 1950s. The car is now owned by the Boone and Scenic Valley Railroad and operates on

590-801: The San Francisco Zephyr . Amtrak replaced its service between Chicago and San Francisco/Oakland on July 16, 1983 with its current daily train, the California Zephyr , when a portion of the route was moved from Union Pacific tracks in Wyoming to those of the Denver and Rio Grande Western Railroad in Colorado. On August 12, 1939, the City of San Francisco derailed near Palisade, Nevada . Two dozen passengers and crew members were killed with many more injured. The incident

649-469: The City of San Francisco's two train sets and placed in storage during WWII in compliance with a General Order of the Office of Defense Transportation (ODT) banning the carriage of strictly luxury cars without passenger revenue capacity. Those cars were replaced with sleepers. A fifth consist made possible by the deliveries of new post war cars was added to the City of San Francisco in 1950. As with

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708-657: The Electro-Motive Corporation (now EMD), and 14 aluminum-alloy girder-type Pullman-built cars consisting of an auxiliary power-baggage-dormitory car, a 54-seat chair car, a 32-seat coffee shop-kitchen car, a 72-seat diner, a dormitory-buffet-lounge car, eight named sleeper cars, and an 84-foot 6-inch buffet-lounge-observation car ( NOB HILL ) said to be the "longest passenger car built in the United States" to that time. While costing over $ 2 million to build, operating costs (fuel, crew, etc) for

767-639: The General Motors Electro-Motive Division (EMD) and its predecessor the Electro-Motive Corporation (EMC). Final assembly for all E-units was in La Grange, Illinois . Production ran from May 1937, to December, 1963. The name E-units refers to the model numbers given to each successive type, which all began with E. The E originally stood for eighteen hundred horsepower (1800 hp = 1300 kW),

826-535: The Overland which service ended on January 2, 1964. On May 1, 1971, Amtrak took over all long-distance inter city passenger operations in the United States, discontinuing the MILW-UP-SP City of San Francisco . Amtrak retained the name for the thrice-weekly Denver–San Francisco/Oakland portion of the run until June 1972, when the entire Chicago-San Francisco/Oakland route became daily again as

885-797: The Overland Route . Competing streamlined passenger trains were, starting in 1949, the California Zephyr on the Western Pacific (WP), Denver and Rio Grande Western (D&RGW), and Chicago, Burlington and Quincy (CB&Q) Railroads, and starting in 1954, the San Francisco Chief on the Atchison, Topeka and Santa Fe Railway (AT&SF). On October 30, 1955, the Milwaukee Road replaced

944-480: The Second World War , the loss of the stainless steel trim on the pilot, the addition of the Chicago and North Western Railway herald to the nose in addition to the Union Pacific one, and changed nose-side badges for the route. The original Armour Yellow and Leaf Brown livery was changed incrementally to the modern livery of Armour Yellow and Harbor Mist Gray roof and base, with red trim striping separating

1003-526: The "turret cab" styling of M-10000 through M-10002 , these units adopted a new "automobile design" elevated cab, as with the Green Diamond , behind a longer nose than that of the Diamond. They shared a divided front air intake grille that dominated the nose, edged in shining stainless steel . Beneath, the pilot was edged and barred in stainless steel, very like the Diamond's . The Diamond kept

1062-615: The C&;NW, UP and SP with the exception of the sleepers which were Pullman-owned until 1945 when two of those cars were acquired by the C&NW and a dozen by the UP. The new train was capable of speeds up to 110 miles per hour (180 km/h) and accommodated 222 passengers. Sleeping car space was double that of conventional trains with 168 berths compared to 84 while chair car space was increased to 54. The new City consist had 60 compartments, drawing rooms, bedrooms, and "roomettes" instead of

1121-547: The Chicago and North Western between Chicago and Omaha. In 1960 the City of San Francisco was combined with the City of Los Angeles east of Ogden. On July 16, 1962, the SP's San Francisco Overland (TR 27-28) ended its long run as a separate San Francisco/Oakland to Ogden year-round daily train when that service was consolidated with the City of San Francisco except for occasional summer and holiday seasonal extra section runs of

1180-567: The Chicago-Denver run for seventeen years by dedicating three locomotive sets to that service and re-purposing power units from M-10001 and M-10004 (three total) to provide additional power and keep at least two of the locomotive sets in running condition at any given time. These power sets had stylistic elements in common with the Illinois Central 's Green Diamond unit, which was completed just previous to them. Abandoning

1239-535: The Denver run, consolidating the motive power of locomotive sets for a 50% boost in power for the remaining sets, and using a locomotive set built for full-size trains instead of the type originally matched with the trainset. Despite the earlier number, the M-10003 was actually the last completed of the four. This was because the number M-10003 had been previously assigned to a projected sister trainset to M-10001, which

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1298-526: The E2, square on most E3 through E7 units, and rounded portholes again on the E8 and E9, but again many railroads updated older locomotives. The E5 units were unique, produced for the Chicago, Burlington and Quincy Railroad in all stainless steel with fluted lower carbody sides, to match the railroad's Zephyr passenger trains. Other improvements occurred independently of the change in engine design. The E8, for example,

1357-582: The E3 through E6 developed 1000 hp (750 kW). The E7 model used the 12V-567A rated at 1000 hp (750 kW). The E8 used the more advanced 567B unit, with improved exhaust manifolds and other enhancements to give 1,125 hp each. More development resulted in the 1200 hp (900 kW) 567C engine used in the E9. All E-units used the same EMD passenger truck design by engineer Martin Blomberg . This

1416-467: The E9, was rated at 2,400 hp (1800 kW). Early models (EA/EB through E2) used the Winton 201-A engine that had been developed in the early 1930s by the partnership of General Motors and Winton. While this engine represented a breakthrough in power-to-weight ratios and output flexibility for Diesel engines, it was a compromise between marine and locomotive requirements and wasn't well suited to

1475-498: The EMD model 567 engine, named after its engine displacement in cubic inches per cylinder. The 567 model had been developed by EMD specifically for locomotive use, and exhibited excellent performance and reliability in high speed passenger train service. The 567 had a greater displacement per cylinder than the 201-A and ran at a higher maximum rpm , elements which when combined gave greater engine output. The 12V-567 V12 model used in

1534-593: The Los Angeles run. In June 1937, it was decided to permanently assign it to the City of Denver and it was renumbered to CD-07. A third power car was added in 1939, the converted M-10001 power unit. CD-07 remained in service on the City of Denver with the two other sets until March 1953, and was scrapped with them in summer that year. First completed was M-10004 in May 1936 for the City of San Francisco . The new power cars had vertical sides and higher profiles than

1593-472: The M-10004 set was also built with a food preparation facility occupying its blind rear, which was revised with a new layout and porthole style rear windows between the train's City of San Francisco and City of Los Angeles service periods. The M-10005 and M-10006 trainsets were built straight-sided to increase interior space, semi-articulated, and shorter by two sleeper cars than the M-10004 set. All of

1652-505: The M-1000x trainsets were lower profile than standard passenger railcars. The most significant change to the City of Denver power sets came in 1939, when they were converted from two-car, 2,400 hp sets to three three-car, 3,600 hp (2700 kW) sets using power equipment from M-10001 and M-10004. Other changes included a gyrating signal light installed below the main headlight after

1711-526: The few remaining operable B units. The Southeastern Railway Museum in Duluth, Georgia has Southern Railway #6901, an E8 that once powered the Southern Crescent . City of San Francisco (train) The City of San Francisco was a streamlined through passenger train which ran from 1936 to 1971 on the Overland Route between Chicago , Illinois and Oakland , California, with

1770-511: The freight F-units . A patent of 1937 signed by several EMC engineers defined the styling. Many older E-units were updated to newer styles. The E8 introduced the one-piece stamped Farr stainless-steel side grilles that made a continuous band from front to rear just below the roof, but these were often retrofitted to earlier units. Side windows were half-rounded on the EA/EB, square on the E1, round on

1829-448: The headlight at the top of the cab, while with these power sets a large headlight tipped the nose. The IC121 Diamond was a single power unit setup with a smaller articulated trainset, and in that regard had more in common with the earlier M-10001 . The copious round porthole-style windows on the power units became a "trademark" feature of Union Pacific locomotives for a number of years. The big shiny noses and portholes were imitated in

M-10003 to M-10006 - Misplaced Pages Continue

1888-508: The less-reliable Winton Diesel prime movers were in use, faced a less severe loss of power should one of the engines become disabled. While E-units were used singly for shorter trains, longer trains needed multiple locomotive units; many railroads used triple units. E-units could be purchased with or without cabs; units with a cab are called A units or lead units, while cabless units are called B units or booster units. B units did contain hostler controls, but they could not be so controlled on

1947-438: The loco, and several "porthole" windows below it. Model descriptions are as originally built; EMC/EMD locomotives are often rebuilt to newer standards. While there were some cosmetic differences between E-unit models, the major line of development was technological, and largely that of increasing power. The first model, the EA/EB, was rated at 1800 hp (1300 kW), then the E3 was rated at 2,000 hp. The last model,

2006-463: The main colors. That same footage shows two boosters in the power set, indicating service as City of Denver with the expanded M-10003 (CD-07) power set, and an eleven car consist, expanded from the original nine car consist with cars from either the M-10001 or M-10002 set. Slate gray was replaced with Harbor Mist Gray at some point after the mid-1940s. A publicity photo of M-10005 from 1949 shows

2065-435: The main line. The locomotive units were linked together with cables which enabled the crew in the lead unit to control the trailing units. Railroads tended to buy either ABA sets (two cab-equipped units facing in opposite directions with a booster in between) or ABB sets (a single cab with a pair of boosters). The former did not need to be turned to pull in either direction, but B units were less expensive than A units and gave

2124-506: The next-generation Diesel engine, the EMD 567 , a purpose-designed engine that achieved a factor-of-five improvement in piston life for locomotive use. The E3 introduced the 567 series engine, which would power all later E units, the 567 being a mechanically aspirated two stroke 45 degree V-type with 567 cu in (9.29 L) displacement per cylinder, a total of 6,804 cu in (111.50 L) per engine. Models E3 through E9 used

2183-667: The power of the earliest model, but the letter was kept for later models of higher power. The predecessors of the E-units were the EMC 1800 hp B-B locomotives built in 1935. These had similar power and mechanical layouts to the E-units, but in boxcab bodies on AAR type B two-axle trucks. EMC also introduced the TA model in 1937, selling six to the Rock Island . This had similar carbody styling, but otherwise had more in common with UP M-10001 , M-10002 , and M-10003 to M-10006 , in that it

2242-550: The previous streamliners, but the rest of the train was built to the tapered-side profile of the M-10000 through M-10002 sets. It entered revenue service on June 14, 1936 but lasted only 18 months on the route before a train equipped with the new EMC E2 3-unit set SF-1, SF-2 and SF-3 took over that route. The train was then refurbished by the UP, renumbered LA-4 and placed on City of Los Angeles service in July 1938, paired with

2301-521: The regular nine for a larger variety of sleeping accommodations to choose from than on any train in America. Among the premium services provided on the train were stewardess- nurses , a barber shop, a shower bath, and an internal telephone system. All regularly assigned cars were also air-conditioned. Frequency remained at five trips per month each way. From 1942 to 1946, the lounge-observation car Nob Hill and lounge-buffet car Marina were removed from

2360-431: The standard for all future E models. EMC/EMD has built all of its major components since 1939. The E3 , E4 , E5 , and E6 had the new GM-EMC 567 purpose-designed locomotive engines, for a total of 2,000  hp (1.5 MW). They had the sharply raked "slant nose", and square windows on the sides (with the exception of Union Pacific orders with porthole style windows). Production stopped in 1942. The E5 designation

2419-427: The styling of UP's E2 locomotives from 1937. Each power car had a 1,200 hp V16 Winton 201-A engine, generator, and a pair of two-axle powered trucks. The rear truck of the first power car and the lead truck of the second power car carried a span bolster to which both power cars were articulated, so they made one unified locomotive of B-B+B-B configuration and a total of 2,400 hp (1,800 kW). M-10004

M-10003 to M-10006 - Misplaced Pages Continue

2478-409: The sustained full throttle operation often needed in railroad service. It was not unusual for heavy repairs to be done en route on one engine while the other engine propelled the train at reduced speed. The 201-A engines used in E-units were 900 hp (700 kW) V12s . Experience with the 201-A, which was the first two-stroke Diesel engine in operational use, was invaluable in the development of

2537-455: The train were less than two cents per passenger-mile. After both the original and new train sets made a joint run from Oakland to Chicago on that date, the older 11-car consist was shopped for a seven-month rebuild and then used over the next decade as the City of Los Angeles , City of Denver , or City of Portland before being withdrawn in spring 1948 and eventually scrapped. The City of San Francisco train sets were jointly owned by

2596-428: The train, burying it in 12 feet (3.7 meters) of snow and stranding it for six days. The event made international headlines. During the effort to reach the train, the railroad's snow-clearing equipment and snow-blowing rotary plows became frozen to the tracks near Emigrant Gap. Hundreds of workers and volunteers, including escaped German POW Georg Gaertner , rescued stranded passengers by clearing nearby Route 40 to reach

2655-418: The train. The 196 passengers and 30 crewmembers were evacuated within 72 hours of rescuers reaching the train. Upon evacuation, they traveled on foot to vehicles that carried them the few highway miles to Nyack Lodge. The train itself was extricated three days later on January 19. A consist is the group of rail vehicles (cars plus locomotives) making up a train. The 1936 City of San Francisco had

2714-522: The trainset with a Harbor Mist Gray roof and a single headlight. The demands of long-distance high speed City train service taxed the ability of the M-1000x fleet to meet them. The original 2400 hp power sets with Winton 201A Diesel engines were underpowered for their service requirements and had a short lifespan for mechanical parts, with at best 100,000 miles between piston replacements. These shortcomings led to various measures including equipment replacements, 50% redundancy in locomotives assigned to

2773-412: The two, the train was renumbered CD-05. In 1939, the former trailing power car of LA-4 (ex M-10004) was added as a third locomotive unit to the power set, giving it a total of 3,600 hp (2,700 kW), and the consist was lengthened by two cars, to nine. In this form, CD-05 continued in service until March 1953, when it was replaced by new E8 units and scrapped a few months later. M-10006 followed

2832-529: Was a 1,200 hp (900 kW), single-engined unit on B-B trucks instead of the E-units' A1A-A1A wheel arrangement . It is not part of the E-unit series. The EMD F-units followed the basic B-B truck design of the TA model, but with a V-16 EMD 567 prime mover generating 1350 hp as introduced in 1939. E-units standardized the two engine configuration for passenger locomotives to maximize power and, while

2891-515: Was added to the former M-10005, now CD-05, as CD-05-C. Both cars were scrapped with their respective power sets in 1953. The car set from M-10004 became backup equipment in the City fleet, pressed into service after the wreck of the City of San Francisco in August 1939. The set was assigned to the City of Portland run, powered by the former LA-5 and LA-6 E3 locomotive set, between July 1941 and February 1947. The cars were assigned to service as

2950-444: Was an A1A-A1A truck, with the outer axles powered and the center axle unpowered. Like the well-known two-axle Blomberg B trucks, these trucks had outside spring hangers between the wheels for better cushioning of side-to-side motion. Also like the Blomberg B, there were no drop equalizers between the axles. Two direct current generators powered four traction motors , two on each truck, in an A1A-A1A arrangement. This truck design

3009-416: Was cancelled when Union Pacific sought a longer trainset with more power in order to meet demand. The number was reassigned to the fourth of the new locomotive sets. The M-10003 was intended to be a spare power set, able to fill in on either the City of San Francisco or City of Denver if any of the other three locomotives needed maintenance. As of March 7, 1937, its booster unit was on loan to M-10002 on

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3068-612: Was distinguished from the slant-nosed EA and E1 units by its bulbous nose, round porthole style windows, and stainless steel ornamentation on the pilot and nose. The "E" designation originated to denote the locomotive units' E ighteen hundred horsepower, as opposed to the T welve hundred horsepower "T" units but was later used to refer to all carbody constructed twin-engine mainline passenger locomotives units produced by EMC. Their twin V-12 diesel engine layout, Blomberg A-1-A trucks, and 57 ft 1 in (17.40 m) wheelbase would become

3127-494: Was increased to thrice weekly departures from both Chicago and San Francisco made every Tuesday, Thursday and Saturday evening. On September 1, 1947, the City became daily with the creation of additional train sets to support seven-day-a-week operation in both directions of its 39-and-a-half-hour service. This change relegated the long-standing (since 1887) Overland to a secondary, no longer "limited" train in providing daily service between Chicago and Oakland/San Francisco on

3186-411: Was introduced in 1945, and became the best selling E model. It had the improved 567 "A" engine, and the F style "bulldog nose". The E8 and E9 were the final E models. The E8 had 12-V567B engines (2,250 hp (1.68 MW) total), while the E9 had uprated 12V-567C engines (2,400 hp (1.8 MW) total). They both used the same body style, with a grille along the top of the sides the length of

3245-411: Was matched with a trainset of tapered cross-section, low profile articulated cars of the type built for the earlier M-1000x trainsets. The first cars had been built in anticipation of another tapered turret cab locomotive, but Union Pacific decided instead to cancel the proposed turret cab, expand the set to nine cars, and match it with a more powerful locomotive set of the newer design. The lounge car of

3304-511: Was ruled an act of sabotage, but remains unsolved despite years of investigation. On January 13, 1952, the westbound City of San Francisco was trapped in a blizzard at Yuba Pass in the Sierra Nevada , 17 miles (27 km) west of Donner Pass (Track #1 at 39°19′34″N 120°35′35″W  /  39.3262°N 120.593°W  / 39.3262; -120.593 ). Snow drifts from 100-mile-per-hour (160 km/h) winds blocked

3363-523: Was the first model to incorporate electric cooling fans, and offer dynamic braking as an option. A number of E-units survive, many are in good running order. Several railroads retain sets that haul passenger specials, management inspection specials, etc. Others survive in museums or on short lines. The Illinois Railway Museum in Union, Illinois has one of the largest collections of operable and preserved E's including CB&Q E5 9911A and WSOR 102, one of

3422-465: Was used for Chicago Burlington and Quincy's stainless steel clad locomotives in keeping with their Zephyr theme. The EA/EB, E1, E2, E4, and E5 model names reflected EMC's early convention of assigning a model name for each individual customer order. EMC started to change that convention with the multiple-customer E3 model and the new naming convention was fully incorporated with the E6 model. The E7

3481-406: Was used on all E units and on CB&Q 9908 and MP 7100 power cars. The success of the design is shown by the few changes to it over the years. The EA and E1 had sloping noses with recessed headlights, while the E2 had a more bulbous "bulldog" nose . Models E3 through E6 had a sloping nose but with a protruding headlight, while models E7 through E9 used a less sloped (closer to vertical) style like

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