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A former Burlington Northern GP39-2

@@redlight722 As far as I’m aware, it’s had the same whistle since it’s been put back into operation, which is a Hancock Long Bell 3 chime.

If I recall correctly it’s a slightly different whistle than when it first ran in 2019. The 844 was in possession of the original whistle for 4014 from before restoration (not entirely sure how true that is), but they swapped it back to being on 4014 in 2022 once they started the overhaul for 844.

the diesel is there for PTC only. 4014 can pull ALOT more than that.

@@bov634they put in ptc on the train itself so now it doesnt need a diesel engine at all!

@@TrainFanFromCA I’d assume so

Most likely, considering it has a much smaller consist than usual

The ONLY reason a Diesel was in the consist was for PTC. It is a Requirement that all Trains have PTC and until very recently the 4014 didn't have it. It has since been retrofitted with PTC and no longer requires a Diesel. The additional hoppers and box cars are there for braking assistance to keep the wear off the 4014 brakes which are much more expensive to replace.

Realistically they might put helpers on for at least part of the Eastbound leg for dynamic braking over Donner Pass from Roseville to Sparks. For this part of the tour she's heading west over the Feather River Canyon with a 1% ruling grade. Donner's 2.4% descending grades are no joke and sometime on this tour she's supposedly hauling coaches. For safety's sake I wouldn't be surprised if they added helpers at least for that leg. Unless they use retainers between Norden and Truckee like SP did in the steam era.

@@chrisgill7824a diesel may still be added later. But this is a great change regardless.

No there is a passenger car that has a generator up owns

Oh, I think that engine could pull a passenger car.

Seniority; a lot of years on the job and tons of experience!

esos trastos son hoy basura

1. It takes a lot of time money and effort to replace brake shoes and it sure as shit isn’t a rare occurrence of you’re using them every time you’re out. 2. The 14 cars are there for breaking power, not to test her power. And 3. I’m sure a lot of the “shamed engineers and firemen” can agree that custom brake shoes are too much work to replace in the modern day and I bet a lot of them are just glad that a big boy can still run. Guess your parents didn’t teach you how to be grateful for what you have.

@@BMMEC6000thank you for saving me

@@davidng2336 Anytime

@@BMMEC6000 at least my parents were male&female jerkboy

I'm grateful for my parents. And you buddy sound like you were a f'n orphan. Sorry you have to live life as an asshole

How? You didn't explain that part.

@@J3scribe I believe the comment is refering to the fact that the 4014 is the only steam locomotive running mainline on a Class 1 with a Positive Train Control system

@@justanotheraviator2357 CP 2816 Empress uses a similar system, which has been in use at least a month before UP's PTC system.

​@@J3scribe didn't know that, cool to learn, thanks.

No, Jack just likes to state simple and useless facts that are either wrong, or known by everybody.

The first clip was probably before standalone PTC was installed on 4014. Regardless, a diesel was always needed for braking purposes.

4014 braked just fine in 1941, and pulled more than 16 freight cars give me a break😂

@@conductorjohnmthtrains2239 that’s because getting new brakes for steam locomotives wasn’t expensive back then. Now it’s thousands of dollars.

@@davidng2336Right. From what I heard elsewhere, the cars are needed to make up for the braking “capacity” that was given up by removing the diesel.

@@davidng2336 and how much does the wasted diesel fuel cost?, just saying. Brake shoes vs 300 g of fuel one tank

Im pretty sure it can push harder if they want it could pull many many km back in the day it some time pull up to 10thousand tons so no it not nearly go 100 procent throttle

Grammar ?

@@anthonycook5238not needed, runs on operational skills …qualification etc ….

You're confusing EMD with GE. GE actually bought ALCO right after their bankruptcy. MLW continued for several years after that in Canada which GE had nothing to do with except for Bombardier. However,the GE 7FDL's are their own verison of the Cooper Bessemer RVBL's. GE bought the design,production rights,and licensing for it. The first GE units to actually have Cooper Bessemer prime movers were the GE 70T switchers with FWL-6T's which at the time was before GE bought the design. Before that everything was powered by Cummins and Caterpillar. The 1010J's in the SD70ACE-T4's are literally EMD 265H's from the SD90MAC-H's that have been rebuilt. The major differences are horsepower, crankshafts,and fuel injection which Caterpillar changed. The 1010J's in particular were specifically based on the 265H from the SD89MX prototype which is why there is twelve cylinders versus sixteen. There is also the ST23-T4 rebuilds from Wabtec which are former SD40-2's actually using GE prime movers that awfully resemble the ALCO 539's.

I was making a joke