One of the 17,000 lb. wheels.
Not sure
No way the wheels weigh 17,000 lbs each.
Axle weight, on the other hand, might be 17,000 lbs.
I'm guessing 400-600 lbs for a driver wheel on this loco.
Rotor
Posted 27 July 2019 - 06:05 PM
One of the 17,000 lb. wheels.
Not sure
No way the wheels weigh 17,000 lbs each.
Axle weight, on the other hand, might be 17,000 lbs.
I'm guessing 400-600 lbs for a driver wheel on this loco.
Rotor
Posted 27 July 2019 - 06:30 PM
Mike Swiss
Inventor of the Low CG guide flag 4/20/18
IRRA® Components Committee Chairman
Five-time USRA National Champion (two G7, one G27, two G7 Senior)
Two-time G7 World Champion (1988, 1990), eight G7 main appearances
Eight-time G7 King track single lap world record holder
17B West Ogden Ave., Westmont, IL 60559, (708) 203-8003, mikeswiss86@hotmail.com (also my PayPal address)
Note: Send all USPS packages and mail to: 692 Citadel Drive, Westmont, Illinois 60559
Posted 27 July 2019 - 10:53 PM
Parked in nearby West Chicago for the weekend.
Larry D. Kelley, MA
retired raceway owner... Raceworld/Ramcat Raceways
racing around Chicago-land
Diode/Omni repair specialist
USRA 2023 member # 2322
IRRA,/Sano/R4 veteran, Flat track racer/MFTS
Host 2006 Formula 2000 & ISRA/USA Nats
Great Lakes Slot Car Club (1/32) member
65+ year pin Racing rail/slot cars in America
Posted 28 July 2019 - 01:34 AM
Cast iron = 442 lbs/ft cu. Assuming 54" drivers (typical for freight locos), and guessing at the average depth and % cut-outs, ~2000- 2500 lb/driver
EM
Posted 28 July 2019 - 09:18 AM
The drivers are 68 inches in diameter, but they are hollow inside. When I was working on the 4017, we never tore it down to that point,
so I can't say exactly how much one weighs. While restoring the 4014, UP never demounted the drivers from the axles, so it is a good
bet that even they don't know the weight of each wheel. The entire wheelsets were sent to the Strasburg Railroad to have the tires
refaced. Strasburg has the only wheel lathe still operational big enough to do a 68 inch wheel. That operation is always done on a
complete wheelset with axle, since the lathe holds the wheelset by the center drilling in the axle. 17,000 pounds sound plausible for
for the complete assembly.
I have a copy of the Alco builder's specs for the 4017 somewhere. That info might be in there. Looks like I will have to do a search of
the upstairs "library".
Posted 29 July 2019 - 12:53 PM
This old school, massive and the sounds from this engine makes my heart pound. Thank you UP for the time and effort to bring this of history back to life.
Posted 29 July 2019 - 01:54 PM
Some video footage, from the local ABC station, I assume shot from a helicopter, of Big Boy.
https://www.facebook...85393411774260/
Mike Swiss
Inventor of the Low CG guide flag 4/20/18
IRRA® Components Committee Chairman
Five-time USRA National Champion (two G7, one G27, two G7 Senior)
Two-time G7 World Champion (1988, 1990), eight G7 main appearances
Eight-time G7 King track single lap world record holder
17B West Ogden Ave., Westmont, IL 60559, (708) 203-8003, mikeswiss86@hotmail.com (also my PayPal address)
Note: Send all USPS packages and mail to: 692 Citadel Drive, Westmont, Illinois 60559
Posted 29 July 2019 - 04:56 PM
Thanks for the posts Swiss
Posted 30 July 2019 - 11:45 AM
Well, she's on her way west. God speed, 4014. Thanks for bringing a bit of joy to hearts young and old.
Posted 30 July 2019 - 11:57 AM
Bill Botjer
Faster then, wiser now.
The most dangerous form of ignorance is not knowing that you don't know anything!
Never attribute to malice that which is adequately explained by stupidity
Posted 30 July 2019 - 03:03 PM
One small error. 4014 was converted to burn oil.
Posted 31 July 2019 - 11:07 PM
Pretty cool. Mechanical dinosaurs.
I ask to ride up front while traveling as a young man in Kenya.
I will never forget the steel on steel,heat,noise and the driver kicking into neutral at 50mph, as he pointed at the speedo,and it did not drop.
That's a body in motion.
Posted 01 August 2019 - 10:21 PM
For anyone who is interested, the current issue of Trains magazine (August 2019) has a nice write-up and 3 page color fold-out of Big Boy #4014 on its' earlier trip from Utah to Cheyenne, Wyoming
Posted 02 August 2019 - 11:47 AM
A good read
Posted 02 August 2019 - 12:04 PM
You know you are getting old when your magazine "fold out" (ie. centerfold) is a locomotive and not a lady!
Cheers
Bill Botjer
Faster then, wiser now.
The most dangerous form of ignorance is not knowing that you don't know anything!
Never attribute to malice that which is adequately explained by stupidity
Posted 02 August 2019 - 01:32 PM
It's interesting to look at the influence of terrain and distance on locomotive design evolution. UK and European steam locomotives are quite different from US equipment (ignoring the WW I and immediate post-war interval when some USRA locos were used.) On the other hand, South African and Australian iron is quite similar.
EM
Posted 03 August 2019 - 09:02 AM
We have been pretty amazed at the size of 4014, but actually, the Beyer-Garratt locomotives of the South African Railroad were much
longer. They had less tractive effort because they were lighter for the lighter rail used. But for unusual loco designs, I think they take
the prize.
I was asked if I had ever been in the cab of a Big Boy. I spent a lot of days in one, checking and replacing leaky valves and performing
other restoration tasks. I have a bunch of pictures, and if you like, I can try to post some of them here. (although I think we have flogged
this horse enough) I can even tell you what all the controls do.
Posted 03 August 2019 - 07:22 PM
please do!
Steve Lang
Posted 04 August 2019 - 05:33 AM
Posted 04 August 2019 - 04:29 PM
Oh, boy! Should have kept my mouth shut. OK, here we go. A good test of just how good my memory is. The controls for the Big Boy are not a lot different than those for any other large steam locomotive.
This is the backhead of 4017 before we started working on it. I used a wide-angle lens, so it is a little distorted. It is
actually wider than it looks. Starting in the top center of the picture, the V-shaped structure is the cab support irons. Just to the right, the round handle is the emergency steam shut-off for the lower right side sight glass. If you follow the loop of the pipe it leads to the lower sight glass. Below the sight glass is a valve missing the handle. That is the lower shut-off for the glass. A sight glass allows a visual indication of where the level of water is in the boiler. Because the Big Boy has a very large boiler, it requires two sight glasses, spaced so that they will show the total range of water level the boiler holds. To the right is the shut-off for the upper sight glass. The small valve handle to the left of the larger one is the valve for the air ringer, that continuously rings the bell. The big handle is for the right side air pump (compressor). The short lever is the whistle. The longer lever hanging down is the throttle. Behind it are the sander valves, which blow sand from the sand domes onto the rails for better traction. To the right, the small box with the two vertical holes is the cab signal. It will give either a red or yellow light indicating if the track ahead is clear or there is a train moving ahead of you. Below that, the box with the two guage faces is the speed recorder. Below and to the right of the throttle lever, with the arch shaped attachment, is the power reverse lever. It controls whether the loco runs forward or reverse. It also allows the engineer to "chinch up" on the cylinder valve cut-off to conserve steam. The small valve with the lever just to the left of the reverse lever is the independent locomotive brake control. It controls the brakes on the loco only. Nearer to the camera, the larger valve with the lever is the train brake control. It sets the brakes on all the train cars and the locomotive. In between the reverse lever and the train brake control ( not very clear in the shot) is the valve to control the cylinder cocks. They drain the water that has condensed in the cylinders to prevent a hydraulic lock. Directly below the train brake is the A-B brake distributor. The red and yellow lever is for the lifting feed water injector which forces fresh water into the boiler. Above and to the left of the train brake is the brake line air pressure guage. The cluster of small valve handles directly below I can't for the life of me remember what they do, (warned ya!) The big valve handle in the center of those small handles starts the two dynamos (generators) located on the fireman's side, top of boiler just ahead of the cab. To the left of the air guage are the bottom shut-off for the upper sight glass, the blow-down valve which allows any dirt or debris to be blown out of the sight glass, and the lower valve for the water column that includes the try-cocks for getting a physical indication of the water level in the boiler. In the lower center of the backhead is the Butterfly fire door, which is open in this shot. The round red handle directly below is for the pneumatic grate shakers which shake the cinders off the firebox grates. Above and slightly to the left of the fire door is the valve that shuts off air to the pneumatic fire door actuator (opener). The three valves in a line diagonally are the shut-off and blow down valves for the fireman's side sight glasses. To the left and slightly below those is a set if valve arranged in a vee formation. Those are the controls for the coal distribution jets for the stoker. It is how the fireman controls how much coal goes where in the firebox. The big valve in the center is the stoker control. The valve above and to the right side of that cluster controls the overfire jets. Above it is the valve for the blower, which shoots steam up through the smokestack to create draft inside the boiler when the engine is not moving. On the left side of the boiler is a valve on an angle, that controls the feedwater heater. The smaller valve below runs the cold water pump that supplies water to the feed water heater. The weird valve in front of the fireman's seat controls the Nathan non-liftiing
feed water injector. The group of guages on that side includes the big one which is the boiler pressure guage. The smaller one to the right is the feed water temperature guage. Below that is the stoker jet pressure guage. To the left of that is the train steam heat temperature guage. The two small valves to the right of the guage cluster I don't remember. The valve below the big handwheel is for the train heating system. The big handwheel starts the left side air pump. The small valve to the right of it is the emergence shutoff for the boiler pressure guage. To the right of that is the emergency shut-off for the upper sight glass on the fireman's side. And that's it. All I can remember. I guess my brain is just turning to mush in my old age.
Posted 04 August 2019 - 04:50 PM
Geeze, I can barely pull the trigger!
Rotor
Posted 04 August 2019 - 07:01 PM
That looks more complex than an airplane cockpit. I only notice a couple gauges to read. This should be the origination of the slot car plumber. Thanks for the photo & detailed explanation Dave.
Posted 10 August 2019 - 12:04 PM
For those who didn't get enough of 4014 when it made it's tour, there is another one planned on the west coast
originating from the RailGiants museum. It will be in October, the exact route has not been announced yet.
Sadly, it appears that Milwaukee Road S-3 number 261 (4-8-4) will not be making the Fall Colors Excursion. The
June 2018 run was cancelled, and it has not run since. The FRA and AmTrak will no longer allow steam locos to
run over common carrier trackage. The Friends of the 261, the group that sponsors the excursions headed by the
261, have purchased an E-unit diesel to pull their trains, so there are no plans to run the 261 again. Doubly sad
for me, since I helped with the original restoration on this loco in the early 1970's.
The UP will continue with steam excursions that will be pulled by the 844 (4-8-4) and the Big Boy. In the future the
3985 (4-6-6-4) may be re-added to the steam roster and be pulling excursions again. The UP runs their trips on
their own trackage, and gets a pass from AmTrak because they basically told them they could schedule their trains
on someone else's line if they were going to impose rules. The UP owns the only continuous trackage from Chicago
to the west coast for AmTrak to run non-stop passenger service.
Posted 11 August 2019 - 08:45 AM
wow. thanks Dave! that's amazing.
Steve Lang
Posted 12 August 2019 - 05:57 AM