I am glad to see people posting again I don't want to see this thread die like all of the others. Was that four-stack arrangemen like the one on the PRR S2 or somthing more advanced?
I suspect that if such a drawing exists, it's in the archives at the Union Pacific Railroad Museum.
I don't think it ever progressed far enough along to get to Alco for their input and I don't see what an outside supplier like GSC would've had to do with that area, so I doubt it survives in the holdings of any other corporate archives like the holder(s) of the Alco archives (I know that Syracuse University has at least some of it).
I believe the UPRM holds all of Union Pacific's steam era documentation like mechanical drawings. At least some of this design work is extant, as seen here and there over the years like the sideview in Steam Glory from Kalmbach a few years back.
I did a google search and and found some information on the Super 800s.
http://utahrails.net/up/super-800.php
There are ofcors thos trains that you can find pitchers of but very little about.
I did a google search and found some information on the Super 800s.http://utahrails.net/up/super-800.php There are of cors lots of trains that you can find pitchers of but very little aboutlike the santa fe cab forward 6-4-4-2 duplex.
In the 1950's when Baldwin was exiting the steam locomotive business, DMIR was very happy with their almost new Yellowstones. They bought a stockpile of parts that would keep them running until at least 1970. In the late 50's - early 60's these parts were all scrapped. Once they got them, the economics of diesels were just too compelling.
It sure would have been nice to see big steam in regular use well into the taconite era.
Diesels didn't win the war with steam on the road, it was won in the shops.
Redore Diesels didn't win the war with steam on the road, it was won in the shops.
That's a point that often gets overlooked. Diesels also won with their flexibility, the four GP9's that matched a 4-8-4 on the main line could also be broken up to outperform a 2-8-2 on a branchline or an 0-8-0 in pulldown service at the hump yard.
The N&W J class had less maintenance cost than the southern e units. I think that steam locomotives would have been able to keep up in that regard.
The desel's flexibility is the reason why I was considering MU with diesels and not a two steam locomotive three crew member MU alone.Two men in one cab and one man it the other.
Would a administrator please remove my redundant post from Thursday, March 26, 2015 1:44 PM I would appreciate it very much
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