What an incredible video. That’s what comes from really knowing your job. That is such an impressive rundown on the workings of an amazingly complex machine.
I can still remember being a child and wanting to work on the railroad. An explanation pros can appreciate but basic enough rookies like me can understand. Thank you, excellent work Sir.
Thanks. Tom. You're bringing back some memories. In the early '70s, I was in charge of the installation and start-up of an EMD Emergency Motor Generator Set at a Nuclear Power Plant, air start. The first time I heard that air motor shriek, I thought something was wrong, then that big-assed diesel sprung to life, and the whole room shook. Look out! In phase, regulated emergency power in 5 seconds from a dead stop.
I never imagined that a locomotive's systems and controls were so complicated. I watched the entire video and found it to be very interesting. Perhaps just as impressive is the fact that you have all this knowledge and details of how everything works. Thank you very much for making this video Tom.
Quite possibly the best video I have watched in ages! Your such an interesting guy to listen to and learn from. Would never tire listening to you. Thanks for making and sharing!
This one hour and forty minutes video felt like 30 minutes. I've learned so much in that time about many things I've always wondered about a diesel locomotive ! I knew a few things already, but many other things surprised me. I cannot thank you enough for taking the time to share your knowledge and experience in this video. Now, finally I can perhaps (try to) impress my 80 year old father, who is a long time miniature train HO scale hobbyist, with a few unknown (to him) details about his models. I had the opportunity, and the chance, to ride on the biggest diesel locomotive in Canada back in 1978, which was the experimental Canadian Pacific 4744 (MLW M-640). I was 13 years old at the time (my father knew some people at C.P.). But this 6922 is much bigger than that !
@@richard75013U What phone? I am watching this on a i9 computer with a total of 35 terabytes of storage space. My phone is stuck to the wall in the kitchen. There is another one in the living room on a telephone stand.
At least he used a calm and mellow tone of voice unlike most RUclipsrs who raise their voice or yell into the mic/camera all the time. Gave the DDA40X respect like it was a building.
By far the best 1 1/2 hours I have ever spent on RUclips. So much knowledge presented in a clear manner. Simply fantastic. Thank you for sharing this. :)
Hidy again. I just LOVE this video. I have taken part in changing about every wire and cable, insulator blocks, wire looms and terminal boards on a locomotive. I've been retired about 15 years and miss my work so much. (I tried to get them to let me come in and teach a class on rewire, but they elected to send all our rewires and recablings to one of their northern shops. You're REAL close on the dynamic brake and traction motors. Coming out of the face of the traction motor is a collection insulator, where all the 1325-24 Exane cable comes out of the traction motor. Left to right is, A, AA, F, FF. A & AA would be A1 & A2. just one circuit with a lead coming out from each end. These are the brush-holders. This is the ARMATURE. They're not classified positive nor negative. The other two big leads are F, & FF, or F1 & F2. One lead on each end of the fields. (( the reason they aren't labeled with the numbers is that it would complicate matters when speaking of TM1, TM2, etc.)) The big switch gear are REVERSERS and DYNAMIC BRAKE motored cam switches. They are all mechanically connected and are run by a motor. It also has a big micro-switch box on it for feedback wires. It all depends whether its in power or breaking, with the way the switchgear is configured. In DB, the Main Alt excites the fields of the traction motors and the grids & grid-fans are tied across the armatures. By exciting the fields, when not in power, you can turn the traction motors into generators. The wheels rolling provides the turning action. The amount of braking action can be adjusted with your controller, and switchgear, and as the resistance is placed across the A & AA leads of the traction motors, it bogs down those "generators" By bogging down, it slows the locomotive. The resistor grids and grid-fan puts a load across the armatures to do this. Then, when going to power, the transfer motors fir the braking switch-gear and the reversers turn back to POWER mode. EMD, division of GM, uses 1325-24 cable for their carbody leads going to the TM's from the switchgear. However, on those 4 TM trucks and the 2 engine length, They are probably using 1600-24 Exane cable, due to the added length. I hope this fills in what few gaps there were. YOU ARE VERY ASTUTE !!! I very much appreciate your wonderful video! It's THE BEST video on Locomotives I've EVER seen, and that includes those training films from LaGrange...EMD'S MAIN PLANT.
Thank you for that info! I was told only 4 axle locomotives transition from series to parallel in the traction motors (or is it the other way around). Not sure if this is true or not as I believe the 6 axles transition the same way.
@@travelingtom923 All of the road units have transition. The old EMD SD24 had (I believe, if I remember correctly), 23 steps if transition. When using an MG set, and putting current tgru the transductors, to fool the unit, it sounded like a donkey walking up a cobble-stone road, for quite a while, as the S contactors and the P contactors, picked up and dropped out. It was run by a motor run cluster of cam actuated roller micro-switches for interlocks TPS (Transition Program Switch). Extended range Breaking was run by the BPS, (Braking Program Switch) which was tied into the engine governor. I'm going by memory here. I haven't worked on that part of the unit since about 1990. I was mainly into repairing burnt up wiring and rewires and re-cableing. I was more suited to complete rewires than I was trouble-shooting. THANKS FOR YOUR WONDERFUL VIDEO. I come back to it when it pops up. Thanks much!
Great education on this beast.I learnt something about the brake system ,i.e emergency brakes and suppressor etc etc.I am familiar with smaller locos but this one is massive and has more components.
We had 4 exact engines on the USS NIMITZ for emergency generator back up. I'm pretty sure they produced 4200 hp a piece, probably because they burned JP-5 jet fuel, not sure. & we pulled one power pack out for replacement do to miss aligned pee pipe oil cooling line, it took all day! Ty for the great video, not everyone gets to experience the biggest badest 2 cycle engines of its time
Wow Tom this is a terrific video. Best info I have ever seen. My Step Dad worked for SP as a car inspector and my brother in law was the youngest person to receive his Engineer license with Burlington and them ran the Amtrak coastal. I have always been into trains . I was offered a job with SP as a Fireman but I was not able to accept that job and always wondered what might have been if I had taken it. So again this is a great video and I appreciate it very much. Stay safe.
That was the greatest Train explanation i have ever seen.My uncle use to work for the trains in Saint Louis and while he was in the Army also.Thanks very much
Traveling Tom your Awesome Sir! Catch a Rail ? Ya never know where? Owen Wister?? He visited the Virginian Motel .. i would always play around outside the Virginian on our way to Hanna Wyoming USA 🇺🇸 for our Winter ❄️ coal .. SE Wyo gets Colder than ... well
That diesel engine is the very epitome of simplistic art, like being able to change the whole individual cylinder head assemblies in situ is simple brilliance.
Probably the best video I've watched in some time. You explain things in a way that the technical people will enjoy (me) but also the average person can understand. Thank you for taking the time to make this.
I'm from North Platte, NE and have visited this display multiple times but never have known the complexity of how this engine operated. This video gives a whole different aspect to the operation, mechanical, and safety operation of a diesel locomotive. Also nice to see that even though it is only a display, it shows that it is still in a state where many of the controls can be accessed and shown how they function. I fly drones and have filmed this display multiple times, and this video only adds to the story of this piece of history. Awesome video.
I love diesel locomotives, but I'm not mechanically inclined whatsoever, and this video was a real treat. To have a experienced tour guide for this beautiful machine was just fantastic!
Here in our little European Country - Belgium- We had 174 Diesel locomotives equipped with the EMD 12-567C (Types 62 and 63) and 16-567C engines (Types 52,53,54 and 55) build and put in service around 1961-1963. And as of today about 30 locomotives Types 62 and 63 are still in service. Which proves the indestructibility of the 2 stroke EMD Diesel engines.
Never in my life did I think I would sit and watch a video like this. Let alone the whole thing start to finish!! I must say,,, that was one of the most informative, and interesting videos I've ever watched! Great Job Tom!! I now have a new perspective of watching a train drive buy me while stopped at the crossing. Thanks for the vid!!
Wonderful video Tom, easily the most informative video I've ever seen on a UP diesel locomotive. My dad's family is from North Platte, and all of the men for several generations were UP employees., going back to 1890 through 2010. I remember an uncle, a locomotive engineer, sitting me as a five year old on his lap in the cab of an E9 in the NP machine shop. My grandfather was involved with moving the Challenger to Cody Park. Don't know if you've seen the Mark Clay McGowan RUclips channel, he's a retired UP signalman here in Southern California, he offers similar hands on insight into all things signaling. I came across him when we were both out in the desert at Kelso catching 4014 coming through a couple years ago. Thanks again Tom, looking forward to your videos on 4014 and 3985.
This is one of the best "explain it all" videos I have ever seen, bar none. You have a vast amount of knowledge that make a layman on trains, like me, actually understand how the infernal contraption functions. It is a shame this engine was not rebuilt and kept in service. America needs trains and keeping the past alive in a profitable manner is vitally important. THANK YOU SIR!!!
Thats how you explain a master piece of engineering in simple terms, from the exhaust stack to the interface with the rail, an excellent video. Thanks.
Tom, I ran coal and freight for Burlington Northern out of Edgemont, SD beginning in 1976. In '78 or so, we were receiving 5-day-old SD 40-2's in our consists. We were also getting brand-new GE loco's as well. The paint in the cabs was still soft! These 645's still "arouse" me when I hear them run. They were and still are such BEAUTIFUL works of art. I could tell you all sorts of stories in my years out there. Anyway, thank you so much for your work here...I am very proud of your effort in this presentation. At that point in my life, I was actually LIVING on these....as I was never home....always on the road. It was so good to crawl up into one of these when it was 15 or 20 below out in Wyoming during the miserable winters. But, they were equally as miserable in the summer months during relentless heat.
I always considered the SD40-2 the greatest diesel locomotive of all time and I still do. I once met the designer for the locomotive and he said it was the perfect weight to horsepower locomotive. A engineer once told me "if you absolutely need to get a train somewhere on time put five SD40-2's on it".
Tom. Thanks so very much for this in-depth tour of this amazing piece of retired UP equipment. Literally everything an enthusiast would want to know about a diesel-electric (EMD) locomotive.
I never knew listening to a dude talking about a locomotive could be so interesting! You literally know everything about everything on there. Sharing that knowledge is very cool. Thanks!
This was a fascinating journey through an iconic piece of railroad history. It was also an amazingly detailed and well-organized look at the function of any EMD two-stroke locomotive. Huge thanks for putting this together!
I worked at EMD in 1969 when these things were built. Being 103 feet long, they could not be carried directly down the erection bay, which was only 100 feet column-to-column. They moved them on third shif with two 250 ton bridge cranes, shuffling the frame through the columns.
@@stokerboiler THANKS... interesting I drove Trucks 31 yrs starting 1980 Detroit's 2 Strokes were still everywhere until 1988 EPA emission restrictions Detroit bought John-Deer & Started building 4 stroke. 60 series. I put 1-1/2 million on one before the Co. Sold it. Wish I knew how many miles I have on me. Lol
I stayed up waaay past bedtime to finish the video, it was that good. And I'm not really a train guy. But I do like to see how a thing works whatever it is and you did an excellent presentation. I just wanted you to know I appreciate the time and effort you put into making the video and say thank you.
@@BigBoy-zp1gv Correct the engines don't directly drive the locomotive, the engines primary task is to turn the main generator and compressor, through electrical relays, the generators output power is taken to the traction motors via those big thick cables you see, which by a reduction gear, turn the wheels on the bogie, I am an ex Australian locomotive driver of 24 years, Americans call their drivers Engineers, and yes these are huge locomotives.
I find it hard to believe that Big Boy 4140 could outpull one of these 6600hp beasts. 138,240 lbf (614.9 kN) for 4040 and starting: 113,940 lbf (506.8 kN) @25% continuous: 103,000 lbf (460 kN) @12 mph for the DDA40X.
Thank you. This design with the cooling system, oil system, engine, generator, etc is identical to nearly every EMD locomotive made since the 60's. If you lift the carbody off the majority of their locomotives (SD40-2, SD70, SD60, etc) you will see the same thing you are seeing with the Centennial.
Traveling Tom It was fantastic. I could have watched it for another hour! The only question I have is; who controls the train if the engineer has to use the facilities?
@@RailfanNetwork Nobody, and it isn't like the engineer is going to stop the train to use the bathroom. I have been on a few trains where the engineer left for a bit and it was very nerve racking. I would like to say they put the Conductor in the seat to watch the speed but they never did that.
Traveling Tom That’s a bit more than frightening. No wonder they don’t wanna go down in that tomb. Not that peeing over the rail at 70mph is any less scary.
Before I typed this comment I read thru 3 dozen others and Now I can make my comment. If I combine every comment and multiplied it by 69 that would be how many thumbs up and a total of all the text in every comment times 1538 would be my thankx for that video. Absolutely great camera work. Better than some professionals with a steady cam. Now I'm gonna watch it again so I understand it even better than the first time thru. Then I'll do it again.
Thank you Tom for giving us such an in-depth explanation of this locomotive. Honestly, the best explanation of any subject I have ever viewed on the internet. Also, thank you for backing me up on "never changing the oil" at 1hr 13min (video time) as oil never looses it's slipperiness, only becomes contaminated.
Thanks for the memories. When I started with EMD, the DD40X order was nearing completion. So long they blocked the aisles in assembly bay. after that they went to shorter units that they could turn. The DD40 were used out west on long straight runs.
Yes, Traveling Tom, a wonderful presentation that has kept the interest of a retired locomotive engineer who operated the still operational (to this day) Centennial UP 6936 at 75 MPH just a few years ago on a UP passenger special over the Amtrak Texas Eagle route. Have also run the E9s. Let me say, the Centennial is a HOTROD, just like a pair of EMD Amtrak F40PHs used to be. I really loved it when they added the rooftop Air Conditioner to it. Did NOT like the addition of the UP Wings to the nose. Liked it better original.
Thank you for that compliment and I am glad you enjoyed the video. I was really hoping a former engineer would have came along when I was filming the video and I could interview him. Maybe you can make a video of your own one day talking about what it was like operating a Centennial. Very little information is out there about what is was like to be a engineer on a Centennial.
This is the most detailed ,explained locomotive tour video I'v ever seen in youtube .you have handled the video camera very well while you explain . Thank you Sir.
I know this is an older video, but thanks. I learned some things I didn't even realize about trains. I appreciate the time and effort you put into making this video!
Thanks for your effort put into making this video. My grandfather worked for Illinois Central RR and my father for L&N RR, and I was mechanic on heavy trucks /equipment (dozers, excavators, etc), so I knew some about locomotives already but I learned a lot here. Will be looking for more content from you in the future.
THANK YOU SO MUCH. I had so much rather work on GM EMD locomotives than GE, any day! I did so a little over 37 years. I've been retired around a dozen years, and so when you would be unclear about something, I would write it down. Your knowledge is outstanding. You know more about the systems than most anyone I've heard on RUclips. I'm going to fill in the blanks, not complaining, just filling in the spots for your tour knowledge. On the control stand, on the upper right side is, (left to right), Engine Run, Generator Field, & Control & Fuel Pump. Your cooling switches are T1 (picks up coil on #1 fan contactor which supplies two phases to #1 (radiator fan, which is closest to cab), T2, picks up # 2 contactor and supplies two phases to # 2 cooling fan, and T3, picks up coil to #3 cooling fan contactor which supplies two phases to #3 cooling fan. The third leg of all the fan motors connect to the #3 lead going to the ACTB bolt #3 on the companion alternator on the main generator or alternator. The temperature switch that was missing is ETS switch, it turn on the over heat engine temperature alarm bell. Some units cut back on excitation and turn on all AC cooling fans, till the temperature goes below a certain temp. setting. Traction Motors leads are A, AA, F, & FF. This is so the power can be switched from power to dynamic breaking, and different configurations for transition. Series, parallel, and about 4 more steps in there. The old SD24's had 23 steps of transition, if I remember correctly. Running transition in test mode, sounded like a cart being driven on a cobble- stone road by two donkeys! clipity-klop. 27 pin MU receptical. This is on the end of every locomotive so that one control stand can control functions of how ever many locos are "MU'ED" to it. The area on the ends of the loco. where a crane can pick it up that LOOKS worn, is actually ground that way, so the sharp edge isn't against the hook, but the "meat" of the hole can touch more of the hook and not concentrate pressures in two places. Hyatt roller journal bearings with an oil bath and Timken bearings, that don't have the oil bath. The hole with the sealed plate and a clip in it, some are still used. This is the old caboose system of FART ROCK. If the box gets hot, the lead clip melts and a spring blows out a foul smell into the air. The caboose would ride thru it and the conductor would smell it and know there was a hot box on the train. The back section, that was locked up, contained an air-duct for the end traction motor. Also the long hood end Sand Tank, and overhead access to the Radiators. Also to access the Cooling Fan Conduit. Sometimes the cooling fan recepticals were in there. Most of the time, the cover grill came off with several clip clamps and you reach down thru the blades and unscrew and pull out the power plug. Occasionally they were burnt up and it wasn't easy. I designed a tool to remove those that were melted in place. I designed the GM EMD water pump lifter, that a general foreman took full credit for. Ostracised again! The story of my life! Bar-over jack, to turn the engine over manually. Re-Railer device. Wood works best. The Auxillary Generator is direct geared to the engine. The Traction motor blower is on its shaft. The Aux Gen supplies battery charging voltage as well as 74 volts DC, for Control Voltage for all the electrical systems of the locomotive. The Binder, keeps the Journal box pedestals from spreading, plus it keeps the journal boxes from sliding out of the spider. Turbo pump. 940rpm top speed in notch 8. The aspirator hatch blower is just above the main generator room. It runs on AC. THANK YOU FOR YOUR WONDERFUL TOUR. I subbed.
Hi Tom, I watched your whole video is one sitting! Very informative and had my eye glued the whole time! Pretty amazing machine and thank you for taking the time to do this video!
Me too. I was a mechanic working with the large electric drive mine haulers. So many similarities. I got to align the generators with the diesel engines and occasionally comm grind the traction motors or R&R them. It was a most satisfying career...
For years I thought a 2 stroke diesel engine were super charged. I guess they are, except these engines use a hybrid supercharger/turbocharger. The engineering here is still absolutely amazing, 40 years later.
Tom, excellent video. Thanx for sharing your vast knowledge. I am looking forward to seeing more of your videos. Thanx again for your hard work and great effort. Keep them coming!
That was great, thanks. The most detailed and no messing about look around I've seen. My father was an electrical fitter mechanic that wired and commissioned a lot of 60s and 70s diesel electric locos in Queensland Australia. As a kid I remember cutting up old 12 by 4 foot and bigger, circuit diagrams for drawing on. Never short of paper at our place..Also had boxes of those plastic wire identification collars, big long strings of them, numbers and letters. different sizes too. played with them like little caterpillars. Must have lost hundreds of them.
One of the best explanations on a road engine I 've listened to. Thank you Sir for taking the time to educate us on this engine. WOW! I loved every minute of this video.
Fantastic video tons of information easy to follow and listen to thank you for all of your time and effort you put into this video. As a retired truck driver I enjoy learning about all the different forms of merchants transportation. Trains, ships trucks, ECT. Extremely interesting the entire 1 hour and 40 minutes other than the wiring a lot of the systems are basic just 10 times XL. Fantastic!👍✌️
This guy has strong knowledge on these trains this is the first time I've ever saw inside the train the switches brakes Etc interesting I've always been fascinated about trains thanks Tom!
Awesome video thanks, I learned a lot. As a retired heavy duty diesel mechanic I used to work on the river and we had one towboat with twin 649 EMD’s 12 cylinder engines a lot of the basics are the same. When it came in for a service job it took 6 mechanics to service both mains plus we had two Detroit Diesel engines for generators. I can’t remember how many 55 gallon drums of oil we used. We had remote oil filters containers that had double stack cartridges as you said a messy job. One thing if we dropped something into the bilge - tools etc we’d have to go fishing ; many a time I had oil up to my arm pits. Cleaning out those air box’s yucky and we had pre lube pumps that we ran to bring the engine up to a minimum oil pressure before the engine would roll over. Also we used similar temperatures sensors in our applications. This brought back a lot of memories. I was kind of weird being in the engine room of another towboat when the Western transportation Comet pulled up next to you it sounded like a diesel train locomotive but you where on water. The Western Comet could do a 20 barge tow without braking a sweat.
Would sure love to hear those twins when they were working hard. I worked in the shipyards in Seattle. We had a ferry with four EMD 645's (two on each end).
Best video on RUclips. No stupid music. No BS.
Just info from a guy who knows what he’s talking about.
Thank you.
Just thinking of the thousands of smart people who must’ve worked so many hours to design such an impressive piece of engineering is humbling.
Fred Flintstone US Railway history! WhoootWhooooot Transcontinental Rail History!! 4004 come on Fred?
What an incredible video. That’s what comes from really knowing your job. That is such an impressive rundown on the workings of an amazingly complex machine.
Beautiful
My Dad and uncle was an electrical engineer at EMD. Yeah, they were smart as hell.
@@TheBandit7613 Wow, that's so cool! Hats off to them.
I can still remember being a child and wanting to work on the railroad. An explanation pros can appreciate but basic enough rookies like me can understand. Thank you, excellent work Sir.
Thanks. Tom. You're bringing back some memories. In the early '70s, I was in charge of the installation and start-up of an EMD Emergency Motor Generator Set at a Nuclear Power Plant, air start. The first time I heard that air motor shriek, I thought something was wrong, then that big-assed diesel sprung to life, and the whole room shook. Look out! In phase, regulated emergency power in 5 seconds from a dead stop.
Yes many of those engines are still used as primary and back up generators in power plants.
Thank you. This has been the most thorough description of just about anything I've ever seen. Bravo
Thank you.
@Bill Williams Thank you that is a nice compliment. Will try to make some future videos of other locomotives as well as telling some more stories.
@Bill Williams I second Bill Williams's comment. You explain things clearly and make it interesting.
cool video always wanted to see what the hell was in those things always going by my house lol
I like the story you told about the yellow signal. More stories Please.
Thank you for taking the time to teach us railfans the basic mechanics of locomotive operation!!! You did a great job!
Thank you.
I never imagined that a locomotive's systems and controls were so complicated. I watched the entire video and found it to be very interesting. Perhaps just as impressive is the fact that you have all this knowledge and details of how everything works. Thank you very much for making this video Tom.
I love to see one build thank you
Thumbnail made me think this was a horror short
Till you realize the guys been worked by the railroad. You would be lucky to come out of there looking as good as he dose.
Quite possibly the best video I have watched in ages! Your such an interesting guy to listen to and learn from. Would never tire listening to you. Thanks for making and sharing!
You are welcome. Glad you enjoyed the video.
@@travelingtom923 This was truly amazing. Really.
Aug 2022: First watched this video over two years ago. Re-watched and enjoyed how Tom answers common questions as he goes. Great stuff!
Been a mechanic for 32 years. Loved everything. Especially the engine. Thanks
This one hour and forty minutes video felt like 30 minutes. I've learned so much in that time about many things I've always wondered about a diesel locomotive ! I knew a few things already, but many other things surprised me. I cannot thank you enough for taking the time to share your knowledge and experience in this video. Now, finally I can perhaps (try to) impress my 80 year old father, who is a long time miniature train HO scale hobbyist, with a few unknown (to him) details about his models. I had the opportunity, and the chance, to ride on the biggest diesel locomotive in Canada back in 1978, which was the experimental Canadian Pacific 4744 (MLW M-640). I was 13 years old at the time (my father knew some people at C.P.). But this 6922 is much bigger than that !
The absolute best engineering tour of an EMD I have EVER seen. Thankyou.
Hands down the best thorough walk through description of a locomotive... therapeutic and great to listen to while relaxing....
Thank you.
One of the most interesting behind-the-doors videos I've seen. In depth, thorough, and complete. A big thanks for good, steady camera work.
Wish audio was as clear☹
Lol, if it’s not clear then return your cheap phone bc it’s crystal clear
@@richard75013U What phone? I am watching this on a i9 computer with a total of 35 terabytes of storage space. My phone is stuck to the wall in the kitchen. There is another one in the living room on a telephone stand.
At least he used a calm and mellow tone of voice unlike most RUclipsrs who raise their voice or yell into the mic/camera all the time. Gave the DDA40X respect like it was a building.
Fantastic video, highly informative and well-presented!
By far the best 1 1/2 hours I have ever spent on RUclips. So much knowledge presented in a clear manner. Simply fantastic. Thank you for sharing this. :)
You know, until you said how long it was, I was enjoy-joying it so much, I didn't realize it was that long!
Hidy again. I just LOVE this video. I have taken part in changing about every wire and cable, insulator blocks, wire looms and terminal boards on a locomotive. I've been retired about 15 years and miss my work so much. (I tried to get them to let me come in and teach a class on rewire, but they elected to send all our rewires and recablings to one of their northern shops.
You're REAL close on the dynamic brake and traction motors. Coming out of the face of the traction motor is a collection insulator, where all the 1325-24 Exane cable comes out of the traction motor. Left to right is, A, AA, F, FF. A & AA would be A1 & A2. just one circuit with a lead coming out from each end. These are the brush-holders. This is the ARMATURE. They're not classified positive nor negative. The other two big leads are F, & FF, or F1 & F2. One lead on each end of the fields. (( the reason they aren't labeled with the numbers is that it would complicate matters when speaking of TM1, TM2, etc.)) The big switch gear are REVERSERS and DYNAMIC BRAKE motored cam switches. They are all mechanically connected and are run by a motor. It also has a big micro-switch box on it for feedback wires. It all depends whether its in power or breaking, with the way the switchgear is configured. In DB, the Main Alt excites the fields of the traction motors and the grids & grid-fans are tied across the armatures. By exciting the fields, when not in power, you can turn the traction motors into generators. The wheels rolling provides the turning action. The amount of braking action can be adjusted with your controller, and switchgear, and as the resistance is placed across the A & AA leads of the traction motors, it bogs down those "generators" By bogging down, it slows the locomotive. The resistor grids and grid-fan puts a load across the armatures to do this. Then, when going to power, the transfer motors fir the braking switch-gear and the reversers turn back to POWER mode.
EMD, division of GM, uses 1325-24 cable for their carbody leads going to the TM's from the switchgear. However, on those 4 TM trucks and the 2 engine length, They are probably using 1600-24 Exane cable, due to the added length.
I hope this fills in what few gaps there were. YOU ARE VERY ASTUTE !!! I very much appreciate your wonderful video! It's THE BEST video on Locomotives I've EVER seen, and that includes those training films from LaGrange...EMD'S MAIN PLANT.
Thank you for that info! I was told only 4 axle locomotives transition from series to parallel in the traction motors (or is it the other way around). Not sure if this is true or not as I believe the 6 axles transition the same way.
@@travelingtom923 All of the road units have transition. The old EMD SD24 had (I believe, if I remember correctly), 23 steps if transition. When using an MG set, and putting current tgru the transductors, to fool the unit, it sounded like a donkey walking up a cobble-stone road, for quite a while, as the S contactors and the P contactors, picked up and dropped out. It was run by a motor run cluster of cam actuated roller micro-switches for interlocks TPS (Transition Program Switch). Extended range Breaking was run by the BPS, (Braking Program Switch) which was tied into the engine governor. I'm going by memory here. I haven't worked on that part of the unit since about 1990. I was mainly into repairing burnt up wiring and rewires and re-cableing. I was more suited to complete rewires than I was trouble-shooting.
THANKS FOR YOUR WONDERFUL VIDEO. I come back to it when it pops up. Thanks much!
Your knowledge of all those systems on the EMD DDA40X is amazing!!! Thank you for the tour. I found it fascinating.
Thank you.
Great education on this beast.I learnt something about the brake system ,i.e emergency brakes and suppressor etc etc.I am familiar with smaller locos but this one is massive and has more components.
We had 4 exact engines on the USS NIMITZ for emergency generator back up. I'm pretty sure they produced 4200 hp a piece, probably because they burned JP-5 jet fuel, not sure. & we pulled one power pack out for replacement do to miss aligned pee pipe oil cooling line, it took all day! Ty for the great video, not everyone gets to experience the biggest badest 2 cycle engines of its time
WOW! What a fantastic video. You did an excellent job of explaining all this. Very enjoyable. Thank you.
You are welcome.
You have a great background to be the one to explain this to us.. Awesome video!
Hey! Surprised to see you in the comments here
@@mrblue2011 😂😂
Hi Jaw Tooth, I'm one of your subscribers! 😀😀😀😀😀
But wait there's more, but not much more. I think Travelling Tom just about covered it. OK, back to you Jawtooth.
Wow Tom this is a terrific video. Best info I have ever seen. My Step Dad worked for SP as a car inspector and my brother in law was the youngest person to receive his Engineer license with Burlington and them ran the Amtrak coastal. I have always been into trains . I was offered a job with SP as a Fireman but I was not able to accept that job and always wondered what might have been if I had taken it. So again this is a great video and I appreciate it very much. Stay safe.
You are welcome!
That was the greatest Train explanation i have ever seen.My uncle use to work for the trains in Saint Louis and while he was in the Army also.Thanks very much
You are welcome.
Thank you for your service, Uncle of dennis good.
Traveling Tom your Awesome Sir! Catch a Rail ? Ya never know where? Owen Wister?? He visited the Virginian Motel .. i would always play around outside the Virginian on our way to Hanna Wyoming USA 🇺🇸 for our Winter ❄️ coal .. SE Wyo gets Colder than ... well
That diesel engine is the very epitome of simplistic art, like being able to change the whole individual cylinder head assemblies in situ is simple brilliance.
Probably the best video I've watched in some time. You explain things in a way that the technical people will enjoy (me) but also the average person can understand. Thank you for taking the time to make this.
I'm from North Platte, NE and have visited this display multiple times but never have known the complexity of how this engine operated. This video gives a whole different aspect to the operation, mechanical, and safety operation of a diesel locomotive. Also nice to see that even though it is only a display, it shows that it is still in a state where many of the controls can be accessed and shown how they function. I fly drones and have filmed this display multiple times, and this video only adds to the story of this piece of history. Awesome video.
I love diesel locomotives, but I'm not mechanically inclined whatsoever, and this video was a real treat. To have a experienced tour guide for this beautiful machine was just fantastic!
Here in our little European Country - Belgium- We had 174 Diesel locomotives equipped with the EMD 12-567C (Types 62 and 63) and 16-567C engines (Types 52,53,54 and 55) build and put in service around 1961-1963. And as of today about 30 locomotives Types 62 and 63 are still in service. Which proves the indestructibility of the 2 stroke EMD Diesel engines.
Never in my life did I think I would sit and watch a video like this. Let alone the whole thing start to finish!! I must say,,, that was one of the most informative, and interesting videos I've ever watched! Great Job Tom!! I now have a new perspective of watching a train drive buy me while stopped at the crossing. Thanks for the vid!!
An hour and forty minutes out of you life and worth every minute of it! Thanks!!!
Terrific in depth tour! Thank you for taking the time to do this!
Wonderful video Tom, easily the most informative video I've ever seen on a UP diesel locomotive. My dad's family is from North Platte, and all of the men for several generations were UP employees., going back to 1890 through 2010. I remember an uncle, a locomotive engineer, sitting me as a five year old on his lap in the cab of an E9 in the NP machine shop. My grandfather was involved with moving the Challenger to Cody Park. Don't know if you've seen the Mark Clay McGowan RUclips channel, he's a retired UP signalman here in Southern California, he offers similar hands on insight into all things signaling. I came across him when we were both out in the desert at Kelso catching 4014 coming through a couple years ago. Thanks again Tom, looking forward to your videos on 4014 and 3985.
Thanks for the info. I will check out that video.
That was the fastest 1:40:15. Thank you for sharing your knowledge for us.
Thanks for all the info. I’d love to hear more whenever you get a chance to make another video.
This is one of the best "explain it all" videos I have ever seen, bar none. You have a vast amount of knowledge that make a layman on trains, like me, actually understand how the infernal contraption functions. It is a shame this engine was not rebuilt and kept in service. America needs trains and keeping the past alive in a profitable manner is vitally important. THANK YOU SIR!!!
Glad you enjoyed the video.
Thats how you explain a master piece of engineering in simple terms, from the exhaust stack to the interface with the rail, an excellent video. Thanks.
This was wonderful. I watched it with far more attention than I give a typical movie these days. Thank you for sharing your knowledge.
Tom, I ran coal and freight for Burlington Northern out of Edgemont, SD beginning in 1976. In '78 or so, we were receiving 5-day-old SD 40-2's in our consists. We were also getting brand-new GE loco's as well. The paint in the cabs was still soft! These 645's still "arouse" me when I hear them run. They were and still are such BEAUTIFUL works of art. I could tell you all sorts of stories in my years out there. Anyway, thank you so much for your work here...I am very proud of your effort in this presentation. At that point in my life, I was actually LIVING on these....as I was never home....always on the road. It was so good to crawl up into one of these when it was 15 or 20 below out in Wyoming during the miserable winters. But, they were equally as miserable in the summer months during relentless heat.
I always considered the SD40-2 the greatest diesel locomotive of all time and I still do. I once met the designer for the locomotive and he said it was the perfect weight to horsepower locomotive. A engineer once told me "if you absolutely need to get a train somewhere on time put five SD40-2's on it".
Tom. Thanks so very much for this in-depth tour of this amazing piece of retired UP equipment. Literally everything an enthusiast would want to know about a diesel-electric (EMD) locomotive.
You are welcome.
I never knew listening to a dude talking about a locomotive could be so interesting! You literally know everything about everything on there. Sharing that knowledge is very cool. Thanks!
You are welcome.
This was a fascinating journey through an iconic piece of railroad history. It was also an amazingly detailed and well-organized look at the function of any EMD two-stroke locomotive.
Huge thanks for putting this together!
Got to see the one at the Illinois railway museum last week, it is a massive and overwhelming mammoth engine.
First time viewing your channel. I literally just learned like 40 things I didn't know before watching. Much appreciated 👍
I was hoping it simply wasn't a fan boy flapping his lips for an hour forty, and boy I wasn't disappointed! You have done a fine job ,sir!
I worked at EMD in 1969 when these things were built. Being 103 feet long, they could not be carried directly down the erection bay, which was only 100 feet column-to-column. They moved them on third shif with two 250 ton bridge cranes, shuffling the frame through the columns.
Locomotive is a monster that is for sure.
Toxic Tommy who built the Engines & are they 2 Strokes like many of them.
@@lbbradley55 EMD built the engines and yes they are two-stroke engines. 16-645 E3s rated at 3300 HP each.
@@stokerboiler
THANKS... interesting
I drove Trucks 31 yrs starting 1980 Detroit's 2 Strokes were still everywhere until 1988
EPA emission restrictions Detroit bought John-Deer
& Started building 4 stroke.
60 series. I put 1-1/2 million on one before the Co. Sold it. Wish I knew how many miles I have on me. Lol
@@stokerboiler Up rated to run at 950 rpm instead of 900 or 904rpm.
In 2004 my oldest son and i was doing a repair job in daily yards and we were able to go see the engine before we left. We didn't get any tour of it!
I stayed up waaay past bedtime to finish the video, it was that good. And I'm not really a train guy. But I do like to see how a thing works whatever it is and you did an excellent presentation. I just wanted you to know I appreciate the time and effort you put into making the video and say thank you.
Thank you for watching. Glad you enjoyed the video.
Best diesel locomotive tour ever ! Thank You !
Thank you for the tour, Traveling Tom. Very well done!
So glad you showed the valvetrain on a complete engine. Industrial diesels are works of art. Cost-no-object design for years of flawless operation.
You know when you look at this engineering Marvel, it's a Diesel Big Boy , two drive motors in one locomotive
Peter Cunha the engines don't directly drive the loco but I'd say your about accurate they just simply put replaced a driveshaft with a circuit
Old E units and F units had two engines in them as well.
@@BigBoy-zp1gv Correct the engines don't directly drive the locomotive, the engines primary task is to turn the main generator and compressor, through electrical relays, the generators output power is taken to the traction motors via those big thick cables you see, which by a reduction gear, turn the wheels on the bogie, I am an ex Australian locomotive driver of 24 years, Americans call their drivers Engineers, and yes these are huge locomotives.
I find it hard to believe that Big Boy 4140 could outpull one of these 6600hp beasts. 138,240 lbf (614.9 kN) for 4040 and starting: 113,940 lbf (506.8 kN) @25% continuous: 103,000 lbf (460 kN) @12 mph for the DDA40X.
@@ohboy2592 E units had two. F units had one. Could not even stuff 2 8 cylinder 567s in them.
Starts video, 1:40 long. No way I'll finish. Yet here we are. Top notch video sir. Many thanks
That has to be the most informative railroad video I have ever watched!
Thank you very much! I’ll probably watch this a dozen times!
👍👍👍👍👍👍
Thank you. This design with the cooling system, oil system, engine, generator, etc is identical to nearly every EMD locomotive made since the 60's. If you lift the carbody off the majority of their locomotives (SD40-2, SD70, SD60, etc) you will see the same thing you are seeing with the Centennial.
Traveling Tom It was fantastic. I could have watched it for another hour!
The only question I have is; who controls the train if the engineer has to use the facilities?
@@RailfanNetwork Nobody, and it isn't like the engineer is going to stop the train to use the bathroom. I have been on a few trains where the engineer left for a bit and it was very nerve racking. I would like to say they put the Conductor in the seat to watch the speed but they never did that.
Traveling Tom That’s a bit more than frightening. No wonder they don’t wanna go down in that tomb. Not that peeing over the rail at 70mph is any less scary.
@@RailfanNetwork Yes and many railroads want one person crews in locomotives. I think that's crazy.
Thank you very much Tom. It is fun to learn stuff. Enjoyed this very much.
Great video!! So educational. Loved the anecdote about the conductor applying the emergency brakes.
Excellent - know more about locomotive engines from one video than anything I new before :-)
Now that was an informative video, you can only watch them going bye for a while, I could watch this all day long.
Before I typed this comment I read thru 3 dozen others and Now I can make my comment. If I combine every comment and multiplied it by 69 that would be how many thumbs up and a total of all the text in every comment times 1538 would be my thankx for that video. Absolutely great camera work. Better than some professionals with a steady cam. Now I'm gonna watch it again so I understand it even better than the first time thru. Then I'll do it again.
Thank you. Will have more videos like this one in the future but probably not until next year.
That is one of the best You Tube videos I've ever seen. Extremely detailed. Thank you for taking the time to put this together for us.
Thank you Tom for giving us such an in-depth explanation of this locomotive. Honestly, the best explanation of any subject I have ever viewed on the internet. Also, thank you for backing me up on "never changing the oil" at 1hr 13min (video time) as oil never looses it's slipperiness, only becomes contaminated.
Thank you for such a clear and comprehensive explanation of the workings of these amazing big diesels.
It makes me so happy to see trains like this are being preserved
Wow, I'm going to look at locomotives in an all different light now. This has been so good to see.
Thanks for your time,
Lee
Harris?
Thanks for the memories. When I started with EMD, the DD40X order was nearing completion. So long they blocked the aisles in assembly bay.
after that they went to shorter units that they could turn. The DD40 were used out west on long straight runs.
EMD sure builds great locomotives!
Thanks Tom, this show was amazing and so well done! Makes me appreciate every train I see even more.
Thank you.
Massive amount of Knowledge Explained in Easy to understand format. Thank You. Your love for your profession shows.
Yes, Traveling Tom, a wonderful presentation that has kept the interest of a retired locomotive engineer who operated the still operational (to this day) Centennial UP 6936 at 75 MPH just a few years ago on a UP passenger special over the Amtrak Texas Eagle route. Have also run the E9s. Let me say, the Centennial is a HOTROD, just like a pair of EMD Amtrak F40PHs used to be. I really loved it when they added the rooftop Air Conditioner to it. Did NOT like the addition of the UP Wings to the nose. Liked it better original.
Thank you for that compliment and I am glad you enjoyed the video. I was really hoping a former engineer would have came along when I was filming the video and I could interview him. Maybe you can make a video of your own one day talking about what it was like operating a Centennial. Very little information is out there about what is was like to be a engineer on a Centennial.
Thank you making this video, this is so informative it's great!!!!!
You are welcome.
You've answered basically all of my questions on technical aspects of the diesel electric locomotive. Appreciative of the hard work. Thanks!
one thing very important is missing here ....where is the spare tyre ??
This is the most detailed ,explained locomotive tour video I'v ever seen in youtube .you have handled the video camera very well while you explain .
Thank you Sir.
Thank you.
I know this is an older video, but thanks. I learned some things I didn't even realize about trains. I appreciate the time and effort you put into making this video!
This sure was in depth and a LOT of thought went into the making of this unit. And Thanks, Tom! You did your job well!
Most INFORMATIVE Video I'm seen on a Locomotive.
After being there and seeing this locomotive in person, it was great to get a guided tour. Thanks.
Thanks for your effort put into making this video. My grandfather worked for Illinois Central RR and my father for L&N RR, and I was mechanic on heavy trucks /equipment (dozers, excavators, etc), so I knew some about locomotives already but I learned a lot here. Will be looking for more content from you in the future.
THANK YOU SO MUCH. I had so much rather work on GM EMD locomotives than GE, any day! I did so a little over 37 years. I've been retired around a dozen years, and so when you would be unclear about something, I would write it down. Your knowledge is outstanding. You know more about the systems than most anyone I've heard on RUclips. I'm going to fill in the blanks, not complaining, just filling in the spots for your tour knowledge.
On the control stand, on the upper right side is, (left to right), Engine Run, Generator Field, & Control & Fuel Pump.
Your cooling switches are T1 (picks up coil on #1 fan contactor which supplies two phases to #1 (radiator fan, which is closest to cab), T2, picks up # 2 contactor and supplies two phases to # 2 cooling fan, and T3, picks up coil to #3 cooling fan contactor which supplies two phases to #3 cooling fan. The third leg of all the fan motors connect to the #3 lead going to the ACTB bolt #3 on the companion alternator on the main generator or alternator.
The temperature switch that was missing is ETS switch, it turn on the over heat engine temperature alarm bell. Some units cut back on excitation and turn on all AC cooling fans, till the temperature goes below a certain temp. setting.
Traction Motors leads are A, AA, F, & FF. This is so the power can be switched from power to dynamic breaking, and different configurations for transition. Series, parallel, and about 4 more steps in there. The old SD24's had 23 steps of transition, if I remember correctly. Running transition in test mode, sounded like a cart being driven on a cobble- stone road by two donkeys! clipity-klop.
27 pin MU receptical. This is on the end of every locomotive so that one control stand can control functions of how ever many locos are "MU'ED" to it.
The area on the ends of the loco. where a crane can pick it up that LOOKS worn, is actually ground that way, so the sharp edge isn't against the hook, but the "meat" of the hole can touch more of the hook and not concentrate pressures in two places.
Hyatt roller journal bearings with an oil bath and Timken bearings, that don't have the oil bath. The hole with the sealed plate and a clip in it, some are still used. This is the old caboose system of FART ROCK. If the box gets hot, the lead clip melts and a spring blows out a foul smell into the air. The caboose would ride thru it and the conductor would smell it and know there was a hot box on the train.
The back section, that was locked up, contained an air-duct for the end traction motor. Also the long hood end Sand Tank, and overhead access to the Radiators. Also to access the Cooling Fan Conduit. Sometimes the cooling fan recepticals were in there. Most of the time, the cover grill came off with several clip clamps and you reach down thru the blades and unscrew and pull out the power plug. Occasionally they were burnt up and it wasn't easy. I designed a tool to remove those that were melted in place.
I designed the GM EMD water pump lifter, that a general foreman took full credit for. Ostracised again! The story of my life!
Bar-over jack, to turn the engine over manually.
Re-Railer device. Wood works best.
The Auxillary Generator is direct geared to the engine. The Traction motor blower is on its shaft. The Aux Gen supplies battery charging voltage as well as 74 volts DC, for Control Voltage for all the electrical systems of the locomotive.
The Binder, keeps the Journal box pedestals from spreading, plus it keeps the journal boxes from sliding out of the spider.
Turbo pump.
940rpm top speed in notch 8.
The aspirator hatch blower is just above the main generator room. It runs on AC.
THANK YOU FOR YOUR WONDERFUL TOUR.
I subbed.
Thank you. I enjoyed reading your post! I will be doing a future video on the SD40T-2 and your comments will help with that video.
Hi Tom, I watched your whole video is one sitting! Very informative and had my eye glued the whole time! Pretty amazing machine and thank you for taking the time to do this video!
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Tom- Thanks for sharing your knowledge and experience. My son and I really enjoyed watching this together. Probably one of our favorite videos.
Glad you enjoyed the video!
This is the best most in depth look at a locomotive I have ever seen. THANK YOU !!!!!
Great video. As a mechanic I really appreciated the view and commentary
Me too. I was a mechanic working with the large electric drive mine haulers. So many similarities. I got to align the generators with the diesel engines and occasionally comm grind the traction motors or R&R them. It was a most satisfying career...
13:20 is the exact reason why I love the sticks instead of the buttons. I try not wake up the whole damn city at night when I run. Great video
Your cool I love trains and I appreciate you giving us a walkthrough thanks friend
Good walk around. Just the right level of detail and commentary.
For years I thought a 2 stroke diesel engine were super charged. I guess they are, except these engines use a hybrid supercharger/turbocharger. The engineering here is still absolutely amazing, 40 years later.
Some EMD locomotives are supercharged. The GP38 as an example. These however are Turbocharged.
Tom, excellent video. Thanx for sharing your vast knowledge. I am looking forward to seeing more of your videos. Thanx again for your hard work and great effort. Keep them coming!
That was great, thanks. The most detailed and no messing about look around I've seen. My father was an electrical fitter mechanic that wired and commissioned a lot of 60s and 70s diesel electric locos in Queensland Australia. As a kid I remember cutting up old 12 by 4 foot and bigger, circuit diagrams for drawing on. Never short of paper at our place..Also had boxes of those plastic wire identification collars, big long strings of them, numbers and letters. different sizes too. played with them like little caterpillars. Must have lost hundreds of them.
You are welcome.
Can't thank you enough, I enjoyed this tour SOOOO much!
Thanks Tom, this was excellent. Top notch public service you are providing with all this info- and it’s very appreciated.
You are welcome.
Many thanks for the informative, in-depth tour of this legendary locomotive! 👍👍
One of the best explanations on a road engine I 've listened to. Thank you Sir for taking the time to educate us on this engine. WOW! I loved every minute of this video.
Great Video Tom! I had a friend that worked at the old UP Shops in Omaha in the 1970's and had lots of questions you just answered! Thank you sir! :-)
Fantastic video tons of information easy to follow and listen to thank you for all of your time and effort you put into this video. As a retired truck driver I enjoy learning about all the different forms of merchants transportation. Trains, ships trucks, ECT. Extremely interesting the entire 1 hour and 40 minutes other than the wiring a lot of the systems are basic just 10 times XL. Fantastic!👍✌️
This is a video I’ve been waiting for. Detailed information on my favorite diesel. Thank you!
You are welcome.
This guy has strong knowledge on these trains this is the first time I've ever saw inside the train the switches brakes Etc interesting I've always been fascinated about trains thanks Tom!
You are welcome.
@@travelingtom923 Yes sir Bring us some more lol! Enjoyed it Very much.
Awesome video thanks, I learned a lot. As a retired heavy duty diesel mechanic I used to work on the river and we had one towboat with twin 649 EMD’s 12 cylinder engines a lot of the basics are the same. When it came in for a service job it took 6 mechanics to service both mains plus we had two Detroit Diesel engines for generators. I can’t remember how many 55 gallon drums of oil we used. We had remote oil filters containers that had double stack cartridges as you said a messy job. One thing if we dropped something into the bilge - tools etc we’d have to go fishing ; many a time I had oil up to my arm pits. Cleaning out those air box’s yucky and we had pre lube pumps that we ran to bring the engine up to a minimum oil pressure before the engine would roll over. Also we used similar temperatures sensors in our applications. This brought back a lot of memories. I was kind of weird being in the engine room of another towboat when the Western transportation Comet pulled up next to you it sounded like a diesel train locomotive but you where on water. The Western Comet could do a 20 barge tow without braking a sweat.
Would sure love to hear those twins when they were working hard. I worked in the shipyards in Seattle. We had a ferry with four EMD 645's (two on each end).
Thank you SO MUCH for taking the time to make this Fantastic video. We all appreciate it
You are welcome.
Brilliant film, fantasic information. Thank you for sharing such amazing machines.