A tour of the Eccles Rail Center

[@ArchTeryx00]

Guy deserves a raise - he's incredibly informative. The tour itself is very informative - most footage of the turbines don't show the *honking big exhaust pipe* very clearly, but nothing quite like that to remind you you're looking at a jet engine on wheels. Those flagging turbines were nightmares on wheels, but they also were pure Rule of Cool, and they did their limited job very well. But like all unibody locos, they were doomed by the LH/SH liftable designs and the fact that they ran on a fuel source that, while plentiful after WWII, quickly because robbing-peter to utilize.

[@gwaithwyr]

This bloke is brilliant. I learned more in twenty minutes than in a year of reading.

[@richardgerlach5156]

Very informative! Dan Kun is a great tour guide!

[@jonheller2307]

Wonderful, colorful discussion. Creates the look and feel and great historic relevance. Great job!

[@Tom-Lahaye]

He is a very good tourguide, and knows his stuff. There was a slight hickup in the explanation of the Big Blow, they were the most powerfull locomotives when built, and remain the most powerfull combustible powered type of single locomotive (as he explained the parts can not be split up into single working units) However, by the late 60's there were electric single unit locomotives emerging that did have more horsepower, like the Deutsche Bahn E03 prototype in 1965 that did have slightly more horsepower (8750hp) and the serie production model of this locomotive (1970) did produce 10500hp continuous and 14000hp for 1 hour. In 1975 the Sweizerische Bundes Bahnen introduced their Re 6/6 (Bo-Bo-Bo) locomotive that also could produce 10500hp continuous. In terms of tractive effort and the capability to pull long heavy trains the Big Blow still is the big winner, as these electrics are much smaller and lighter locomotives built mainly for high speed work, the E03 had a top speed of 125mph and was for the Trans Europ Express trains inside Germany. The Re 6/6 was intended to speed up freight workings over the Gotthard Pass in Switzerland, their task was to move a 1400 ton train at 55mph up the 2.6% (1:38) continuous gradient of the Gotthard, the high speed was needed because of the density of the traffic on this line (Passenger and freight workings at a rate of 20 or more trains per hour) all that horsepower was needed to maintain that speed, the 87000lbs of tractive effort being enough for the weight of the trains, with heavier loads the screw link couplers could break.

[@ColoradoRailroads1]

Dan Kuhn is a great communicator for tours. He really knows his stuff, too!

[@trainknut]

it'd be nice to see an updated tour showing off the tunnel motor and SD45 restorations

[@jamesspeck4151]

GREAT tour! I've seen these locomotives in Ogden, and they are impressive. Fine job Dan Kun!

[@PLNM238]

Thank you very much “Dan Kuhn” for your very well explained and humour like comments to share your learned knowledge and enthusiasm about American locomotives and the rail way history and all what is related to it. Sincerely, AEK.

[@Freshstart6354]

I did some research, and Dan Kun was right, the last of the EMD F units, used for freight, were built in 1960.

[@johnleake708]

I recall seeing those in the Cheyenne Yard in the fall of 1966 and they did make quite a noise.

[@goodeye03]

Great video. He's a great guide and knows his stuff. The way he explained dynamic braking was really easy to understand for people. Nice job on the recording.

[@fletcher3913]

Very informative video... what a great docent. Thanks for posting this.

[@geomodelrailroader]

at 17:22 meet the Utah Train Museums pride and joy #833 and #6916 both have sister engines owned by UP in Cheyenne #6936 and the Queen of Steam and the Living Legend herself #844

[@moonwalker5058]

Wow, he taught me a lot in a few minutes! He's an excellent guide!

[@alfredtennant7024]

Awesome! That man knows his trains very interesting to listen to, as some of my family here in Wyoming worked for UP in the day I always heard a lot about the 4000 series, AKA Big boy over Sherman between Cheyenne and Laramie, But I never Knew of the Jet Turbine so I found this extremely informative, It will lead me to further research on that subject,I am very happy to have accidentally come across this video looking for something else, Thank you, Job well done!

[@LappLocomotion2]

Union Pacific Centennial 6900 is in my town on the hill with Union Pacific Big Boy 4023 at Kenefick Park

[@MrDogTales]

Thanks Dan, learnt a lot today!

[@earllutz2663]

Enjoyed all the information.

[@EpicNotch]

This was very informative. Thanks

[@jeffreymcfadden9403]

back in 1978, i was at the rock island yard, burr oak/chicago. they had a brand new DRGW tunnel motor, SD40T-2 on the turn table. strange, it was sitting there turning, then RI emplyees were in it, on it, even on top of it. I guess it had been many years since they had ever seen a new loco!

[@jeffreymcfadden9403]

the engines at the terminal/yard were, GP7,GP9,U25B,U28B,some SW type switchers,a mutant RS3 with a GP long hood.(ex CNW?) in the round house was in adjacent tracks, GP7,E7,F7(in up paint) working the yard were several C415s. quite the museum.

[@ColoradoRailroads1]

Oh, poor Rock Island! 1978 was only 6 years from the end, but what a slow, depressing death! They probably were impressed by the fact the SD40T-2 had all its' parts!

[@jayo_z]

I was there for the first time today. That GTEL is a piece of work!!!

[@mike92586]

currently the only DDA40X 6936 is running. They use it for business & inspection special.

[@Freshstart6354]

I know Dan Kun said the last freight Streamliner came out in 1961, I'm not sure about that. Maybe EMD F models were built not sure, have to check on that. I do know the last streamliner that UP purchased was a EMD E9A No. 914, the final E unit to be built, was delivered in January 1964.

[@GoldenSpikeRLHS]

That's a Utah Central Railway (Patriotrail) GP15, which was loaned for the event.

[@GoldenSpikeRLHS]

@Barricade360 The 26 was barely saved from the scrap line and exists as "body only" (a prototype dummy engine?) with no traction motors, diesel engine or turbine.

[@applecounty]

Full marks to this chap, very interesting.

[@geomodelrailroader]

Turbines got the nickname Bird Cooker because of their tailpipe when they fired up they would shoot a 30 foot flame out the pipe and it would cook any bird who was flying near the engine.

[@astromotive6047]

+Aaron Peavler/Geomodelrailroader Railroad Photography It gets you to wonder why the crews didn't take advantage of this Side affect. For Example, imagine if the crew is having a stake out one Night But don't have a working stove to cook the Chicken. They would just construct an apparatus on top of the Exhaust section of the Turbine to put the Chicken and Intentionally block the Air vents so the Engine will Burn out and Cook The Chicken for them to eat.

[@kawanbrownlee9724]

Joe Smith wait what

[@chojaegil-7153]

Wow Wonderful !!!

[@Pline54]

Great Tec Information still inteligible to the average person! That's Worth the ticket!

[@goodeye03]

How he explained dynamic braking was really good.

[@ttrainmixx]

Very good !

[@northupguy]

What great presenter!

[@geomodelrailroader]

besides Bird Cooker other names they gave to the turbines was Bridge Burner because of all the bridges they went under that would catch fire when the train passes and Air Eater because the train kept getting stuck in tunnels

[@buijs1967]

I can see a lot of BigMac lovers walking around. But hey that man is a walking encyclopidia! Great stuff, i wish that Big Blow did not stand in the open, it will be rusting away slowly.

[@TheDeputation]

why wasnt the UP 0-6-0 chosen for restoration?

[@ResideUtah]

Amazing!

[@ModalTrains4884]

It would be cool if they brought back the turbines. They would still be great engines in today's world.

[@goodeye03]

They use them around here in Boston to blow snow off the tracks in the Amtrak yard and on commuter rail. I saw CSX using them on the mainline to Selkirk NY back in the 90's when I worked for Amtrak. They are loud.

[@Mr06ranger]

Awesome vid thanks

[@fafnir242]

Was the 1989 there? Thought I saw it in the background.

[@GoldenSpikeRLHS]

At which point? Probably not, since all the equipment at the USRRM relates to the Rocky Mountains.

[@SpaceNinja116]

I wish he was one of my teachers

[@TheCamaro5]

would love to see that turbine engine run

[@stevew270]

It will never happen but it would be cool to see a sister engine of 844 run again, 833 is supposed to still be in really good shape.

[@MrEricmopar]

He's wrong about the full body part of his speech. The EMD F45s were built later as car body diesel electrics. :D I still enjoyed the video tour though.

[@goropeza101]

Hi tech Locomotives! Impressive even by today's standards!

[@charlesbissey9901]

6901 is the one that made 7200 hp

[@oriontheraptor8119]

with the rise of synthetic fuel these and any type of loco hell even steam locos could come back into serves

[@Mkai2000]

I saw my 11 year old self...

[@charlesbissey9901]

If up restored a turbine they would need to put a idler on the jet engine because of safety and regulations

[@bigsucc7461]

bigest train I ever seen

[@Jemalacane0]

Make more of these and fuel them with natural gas.

[@alansklenar2848]

Super

[@TheTrainChasingPoet1999]

i can see Millenniumforce !

[@robertswickard8355]

Wrong on all accounts These turbines were rated at 8500 hp at sea level and at 80 degrees atmospheric temperature BUT Wyoming is not at sea level , which means less air for the turbines to use and restricted HP. In Cheyenne WY. These could only produce 7000 shaft HP. or about 6200HP at the coupler ------ The PENNSY GG1 produced 4760 HP. but the GG1 could over load to 9300 HP. for 1.5 hrs ... Pulling out as much power over the over head wires as needed ----- The EMD electric of 1976 --- road number 1976 was an electric that produced 10,000 HP and could overload to 14,500 HP. BUT IF YOU LOOK UP HIGHEST HP. LOCOMOTIVES ,, THESE DON'T EVEN CRACK THE TOP 20 IN THE WORLD !!!!!!! Mother RUSSIA HAS AN ELECTRIC THAT PRODUCES OVER 16,000 HP. AND NOW CHINA HAS ONE PRODUCING OVER 20,000 HP ----- But hey , all the U.P. FAN BOYS SAY OURS WAS THE BIGGEST THEY NEVER HAD ANYTHING THE HIGGEST ----- EVER !!!!!!!! A SINGLE BALDWIN (( CENTAPEDE )) DR12- 1500/2 Centipedes Weight 595,000 single unit DDA40x Weight 540,000 Centipedes was heavier DDA40x was never the longest at 98ft The CENTAPEDE gets that award at 183 ft 2 units semi coupled together The Alco side rod electrics if 3 semi coupled unit measured in at 225 ft Longer than even the #80 turbine experiment which was 214 ft Then I've heard this argument "" on a single frame "" Sorry but that goes to N&W 's JAWN HENRY at 112 ft for a single unit And the heaviest SINGLE 7NIT GOES TO C&O steam turbines at a whopping 856,000 lbs without the weight of the water tender Steam engines 2-6-6-6 ALLEGHENY Weight 778,000 lbs Big Boy 772,000 lbs HP. C&O. 2-6-6-6 ---- 7800 HP PRR. 4-4-6-4 ---- 7982 HP UP. 4-8-8-4 ---- 6200 HP And when we start talking about the UP. CHALLENGERS They were some of the WEAKEST of all the big articulates HELL even 2-10-4 were better at pulling than the 4-6-6-4's of UP The PENNSY'S 2-10-0 decapods produce 108,000 lbs of tractive effort The Challenger produces 93,000 lbs of tractive effort So sorry to all the U.P. FANS Do some checking for yourself and you'll see that a guy like in this video is selling you a story for his museum "" THE CAR WAS OWNED BY A LITTLE GRANDMA THAT ONLY SHE DROVE ONCE A WEEK TO CHURCH ON SUNDAY """

[@steffenrosmus9177]

Well UP,the chapter 11 railroad greedy as hell an worst trackage I have ever seen worldwide beside Africa.

[@mariestick6636]

Lol

[@22rwex]

To much talking, would like to see more Locos.