In depth look at the DDA40X
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- Опубликовано: 6 сен 2024
- Enjoy this in depth look at the DDA40X. This locomotive is a engineering marvel, and I ended up going back to North Platte 5 more times for additional filming. In the end I had several hundred scenes which took a long time to edit. But I think it turned out pretty good and it's a rare look at nearly every aspect of the DDA40X.
These locomotives were built by the Electro Motive Division of General motors from 1969-1971. There was 47 locomotives produced. Eleven locomotives have survived and are in museums. One locomotive is operational (Union Pacific #6936 currently in overhaul), and another locomotive is used for spare parts. The DDA40X weighs 545,000 lb (247,000 kg), is 98 ft 5 in (30.00 m) long, and can produce 113,940 lbs of tractive effort. It has two 654E3 16 cylinder diesel engines, built by General Motors that produce 3,300 horsepower each.
These locomotives were some of the most successful, most loved, and most reliable locomotives Union Pacific ever owned. Union Pacific used these locomotives non stop racking up millions of miles over the years. In just 10 short years these locomotives were totally worn out from years of hard use.
This locomotive is open to the public during the Summer months including the cab. Check this website for information for hours of the Cody Railroad Park in North Platte, Nebraska visitnorthplat...
More information can be found here about the history of this locomotive en.wikipedia.o...
For a video on the removal of a engine power pack • Video
Many thanks to the kind people at the Cody Railroad Park who allowed me to film this locomotive. Any questions about this locomotive leave them in the comments and I will try to answer them.
![Diesel 101 - How DIESEL LOCOMOTIVES Work! [10 Levels]](http://i.ytimg.com/vi/G7nqvjCbsv0/mqdefault.jpg)
![Diesel 101 - How DIESEL LOCOMOTIVES Work! [10 Levels]](/img/tr.png)
Best video on RUclips. No stupid music. No BS.
Just info from a guy who knows what he’s talking about.
Thank you.
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.
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.
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
Thank you for taking the time to teach us railfans the basic mechanics of locomotive operation!!! You did a great job!
Thank you.
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.
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 !
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.
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!
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.
Been a mechanic for 32 years. Loved everything. Especially the engine. Thanks
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.
Your knowledge of all those systems on the EMD DDA40X is amazing!!! Thank you for the tour. I found it fascinating.
Thank you.
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.
The absolute best engineering tour of an EMD I have EVER seen. Thankyou.
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.
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!
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
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.
That was the fastest 1:40:15. Thank you for sharing your knowledge for us.
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.
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!!
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 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.
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!
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.
This was wonderful. I watched it with far more attention than I give a typical movie these days. Thank you for sharing your knowledge.
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!
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.
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.
First time viewing your channel. I literally just learned like 40 things I didn't know before watching. Much appreciated 👍
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...
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 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.
I thought no way was I going to set through an hour and 40 minutes of probably shear boredom. I can't believe I sat through the whole thing glued to my screen and never bored!
You said the air tanks would rust and have to be replaced which I get. But with no antifreeze in the engine cooling system that's all going to rust and clog up. You explained about the "dynamic braking system" but I still did not get it. Does turning the traction motors into generators like you said create enough drag on the wheels to slow the train down or even stop it? Those things on top where you said that juice goes, do they just turn that into heat like a resistor? Can't that be captured in batteries for later use?
I can't believe these diesels are started by electric starters. I always thought they were started by compressed air.
I worked aboard a ship in the navy in the 60s as a machinist mate and have always been fascinated by mechanical things like engines and things.
Dynamic brakes work very well. Most of the time they create an equivalent of more horsepower as a retarding force than the main engine makes for propulsion. And smooth control down a descent. This saves applying and releasing the air brakes, which would be hard to regulate speed, as the slack in the couplers could take up and release - creating a pushing and pulling action in the train. All that resistance does create alot of heat. Some electric only trains do send the electricity generated by their version of dynamic braking
(regenerative braking) back into the overhead wires. Not really practical trying to capture and store the power in a diesel electric, which could be many miles and days away, from the yard. The starter motors mentioned in the video, I'm going to have to ask about. Might be to do with the DD having an AC alternator, and I'm thinking of a DC generator. I'm only familiar with the earlier Rootes-blown 567 series engines. The main DC generator was the starter motor, receiving power from the starting batteries to crank the engine over, then the generator reverted to powering the traction motors. AFAIK EMD loco engines never used compressed air starting.
@@railtrolley thanks my friend. I would love to crawl around this thing till I knew it inside and out. Electrical stuff is not my cup of tea just mechanical. Were there sleaves missing from the cylinders? When he showed the top of the deisel there was only a short wall and then a big open area or was that the extent of the piston travel?
@@wernerdanler2742 Same here. I would like to look at a loco which is 4 times the size of what I have worked on. The sleeves / piston units are missing on the DD, so he was showing us a complete engine on another loco with a 645 engine. Took me a while to understand the design EMD 2 stroke. It uses ports to receive the intake air. The exhaust is controlled via poppet valves - like a 4 stroke engine. And it uses a sump of lubricating oil and pump, instead of a total loss 2 stroke oil and fuel mixture - like most 2 strokes use. About the piston travel, on the video at about 45:30, you can see inside the lower side of the air box. The cylinder bore has slots in the side. These are air intake ports. The piston travels below these to open the port, and receive the charge of air. This is how far the pistons travel down. The piston then travels back past, to close the ports on the way up to firing the fuel/air mixture. The cylinders can be removed one at a time for servicing or repair. Each sleeve has the piston bore housing, piston, connecting rod, cylinder head, exhaust valves and injector as one unit. This is unlike most engines, where the one cylinder head covers all the cylinders on one bank, and has to be removed regardless of whether one cylinder, or all of them need repairing. The engine block is unusual too. Most blocks are cast as one piece, including the cylinder bore, and galleries to allow lubricating oil, and coolant. The EMD is fabricated from steel pieces, and does not have any cylinder bores, or oil, or water galleries. All these are separate add-ons, which can be replaced one at a time. The design is intended to be able to run the engine for a very long time. The "leg out of bed" - connecting rod punched out of the block, is usually fatal to a cast engine block. The EMD can be repaired if this happens.
@@railtrolley Thanks. This is similar to a large ship deisel engine I saw a video on a while back. They showed them replacing one of the separate cylinder heads. It was so large they had to use a crane in the engine room to move it. Took several hours to do it.
I still wonder about the rusting in the cooling system.
You were an engineer on one of these trains? As I said before, I was a machinist mate aboard a steam turbine naval vessel. That is the equivalent of an engineer in the merchant marine. I ran snd repaired steam turbines, steam powered generators and all auxiliary pumps. That was hot and dirty work.
Glad you enjoyed the video. Yes in dynamic braking the traction motors are turned into generators. I didn't go too much into it as this video was just getting longer and longer. Once they are turned into generators they take a considerable amount of force to move especially at higher speeds. This slows the train down. The energy from dynamic braking is put into a heat sink where it is cooled by fans. See this video ruclips.net/video/Gy4DCQoFYDI/видео.html
Dynamic braking isn't very effective at about 12mph and under since the wheels are turning so slow. In the past electric locomotives would pump the electricity from the traction motors during dynamic braking back into the electrical system. The Milwaukee Road was famous for that. They claimed the locomotives coming down the hill are powering the locomotives going up the hill.
@25:00 the Continuous Train Control System was an early test version of what's now called Positive Train Control system. Its a safety monitoring system the railroads are slowly being forced to integrate into their locomotives after numerous wrecks and close calls. It will ultimately be capable to real time position and status monitoring as well as function as an autopilot control from a centralized location.
Starts video, 1:40 long. No way I'll finish. Yet here we are. Top notch video sir. Many thanks
For those that come to see a Centennial in recent passenger service, just search on You Tube here, UP 6936, UP Centennial 6936, etc. Betcha this good experience fella Tom here has worked on it! She was COMPLETELY rebuilt and rewired in 1994 (I'm talking "Zero-Lifed," as in made Brand NEW, ready for another one million miles). Unfortunately she hit a Mud Drilling Truck in 2000 in South Louisiana, sadly killing a Manager sitting in the middle seat (the engineer and conductor survived, but all the weight of the incoming drilling mud literally drowned the Manager in the middle seat).
So the 6936 was out of service was out of service for over a year at the Jenks Shops in North Little Rock, AR, where shes been totally rebuilt in 1994. No frame damage.
There had been rumors that HAD there been frame damage, or extensive such, ons months other Csntennials sitting static across the System or in a Museum would be swappednoitnto replacenthe 6936. This never happened. A modificarionnwas made to the nose to make it safer, along with extensive repairs of course. Total repaint.
Since 1994, the locomotives 2 prime movers (diesel motors) capable of running up a MILLION Miles apiece had only acquired just over a hundred thousand miles each as well as thr traction alternators. So all that just got light work. Power assembly replacements in some cases. Truck rebuilds necause the initnhad ALWAYS nwdn getting roigh-riding complaints.
The addition of aid conditioning (great!).
That's some good info. I recently talked to one of the guys on the steam team about the #6936. He said it is fully functional and just needs a starter that sometimes gives them trouble. Hopefully we will see it run again soon.
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.
Great video!! So educational. Loved the anecdote about the conductor applying the emergency brakes.
As a locomotive engineer for NS I still love this stuff!!
Terrific in depth tour! Thank you for taking the time to do this!
I just spent an hour and forty minutes and fourteen seconds learning about a train I will never get to drive good video man
Thank you.
Now that was an informative video, you can only watch them going bye for a while, I could watch this all day long.
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.
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).
Brought back many memories. Doug Thompson, CSX machinist Corbin Ky, CSX locomotive shop. Retired 23.5 years in 2004.
Thank you for such a clear and comprehensive explanation of the workings of these amazing big diesels.
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.
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?
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!👍✌️
Most INFORMATIVE Video I'm seen on a Locomotive.
Tom, As a mechanic and train enthusiast and huge admirer of the DDX this is the BEST video and most informative. Excellent job and I couldn't pull myself away even to eat. Well Done and congratulations.
Thank you.
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.
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.
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 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.
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!
Aug 2022: First watched this video over two years ago. Re-watched and enjoyed how Tom answers common questions as he goes. Great stuff!
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.
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.
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
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!
Thanks Tom, this show was amazing and so well done! Makes me appreciate every train I see even more.
Thank you.
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!
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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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.
Before the days of touchscreens. Actual levers, buttons and analog Guages!
I live in the North Platte area and still have never been to the rail yard. I should go some day.
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
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!
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! :-)
Massive amount of Knowledge Explained in Easy to understand format. Thank You. Your love for your profession shows.
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!
You really know your stuff, excellent video on this locomotive.
Thank you.
Good walk around. Just the right level of detail and commentary.
My dad was n train driver in south africa in KZN and then western cape the outeniqwa choo tjoo . Every day after school ill jump in the cab with him . Was the greatest time om my life
Can't thank you enough, I enjoyed this tour SOOOO much!
Hands down the best thorough walk through description of a locomotive... therapeutic and great to listen to while relaxing....
Thank you.
This is the best most in depth look at a locomotive I have ever seen. THANK YOU !!!!!
After being there and seeing this locomotive in person, it was great to get a guided tour. Thanks.
Many thanks for the informative, in-depth tour of this legendary locomotive! 👍👍
Fantastic effort with explaining and demonstrating the details of the locomotive from top to bottom. You obviously know your stuff and have an excellent manner with delivering that knowledge. Many thanks Tom!
You are welcome.
that diesel engine made billions of dollars for America.
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zim bop wtf is that supposed to mean??
Andrew Hatton are you stupid?
@@cloudgamer178 No need to call him stupid. Whatever emoticon was pasted, I also only see little squares too, and thus have no idea what was intended to be said. Typically that's due to some iphone-specific emoticon that Windows / Android users can't see because they are Apple specific.
Absolutely the best tour/explanation of anything I've ever experienced.
Thank you.
Awesome! Locomotive reminds me of the tech involved with a Saturn V rocket.
Thanks for sharing the knowledge !
WOW!! One cylinder displaces more than an entire V8 automobile engine. (Most V8's, and V10's and V12's).
What a mechanical beast...that electrical box alone is incredible. Let alone the filtration system and power
I used to drive semis. One of those trucks alone weights as much as my truck, fully loaded!
ya... you havent seen weight till you start dealing with railroad equipment
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a 70,000 pound truck is HEAVY..... but trains are stupid heavy
@@kainhall i can at least wrap my head around railroad heavy. Now, like aircraft carrier heavy....forgetaboutit. lol.
Tom, I thoroughly enjoyed this tour. These locomotives are just as impressive as their steam powered ancestors. They are every bit as complex and there's no doubt that a lot of engineering went into making this impressive machine the priceless machines that they are. Thank you taking the time to share your vast knowledge of these.
You are welcome.
Thumbnail made me think this was a horror short
Just wonderful! I work on a towboat with Emd 710s and you said it right the 645 was the most successful diesel engine!
Ive always thought of these units as two SD40's welded together
I also didn't think I could watch over 100 minutes of a single video without snoozing off. But boy!, was I wrong. The information is so interesting and well presented that I sat riveted to my computer screen. Thanks for taking the time to explain it so thoroughly.
You are welcome.
Travelling Tom could read the New York train timetable and I'd listen.......from the UK.
Thank you. Nice to see views from the UK!