#up big boy

[tornadoyoungiron]

Flying Scotsman & UP Big Boy meeting

UP Big Boy and Flying Scotsman at Green Bay on Scotsman's US Tour. It's unclear which Big Boy this is because of the awfully cropped photos and information, but it's at least something.

The cropped caption suggests it's 4017 BUT the numberplate has X401 or X407, it's a little unclear. Really wish the person who posted these had the sense to not crop it so severely.

Shout out to @onyx-and-friends who made me aware of this

[collinthenychudson]

Info from Wikipedia:

The Union Pacific Big Boy is a type of simple articulated 4-8-8-4 steam locomotive manufactured by the American Locomotive Company (ALCO) between 1941 and 1944 and operated by the Union Pacific Railroad in revenue service until 1962.

The 25 Big Boy locomotives were built to haul freight over the Wasatch Range between Ogden, Utah, and Green River, Wyoming. In the late 1940s, they were reassigned to Cheyenne, Wyoming, where they hauled freight over Sherman Hill to Laramie, Wyoming. They were the only locomotives to use a 4-8-8-4 wheel arrangement: four-wheel leading truck for stability entering curves, two sets of eight driving wheels and a four-wheel trailing truck to support the large firebox.

Today, eight Big Boys survive, with most on static display at museums across the USA. One of them, No. 4014, was re-acquired by Union Pacific, and between 2014 to 2019 it was rebuilt to operating condition for the 150th anniversary of the first transcontinental railroad. It thus regained the title as the largest and most powerful operating steam locomotive in the world.

In 1936, Union Pacific introduced the Challenger-type (4-6-6-4) locomotives on its main line over the Wasatch Range between Green River and Ogden. For most of the route, the maximum grade is 0.82% in either direction, but the climb eastward from Ogden, into the Wasatch Range, reached 1.14%. Hauling a 3,600-short-ton (3,300 t; 3,200-long-ton) freight train demanded double heading and helper operations, which slowed service. So Union Pacific decided to design a new locomotive that could handle the run by itself: faster and more powerful than the compound 2-8-8-0s that UP tried after World War I, able to pull long trains at a sustained speed of 60 miles per hour (100 km/h) once past mountain grades.

A Union Pacific design team led by Otto Jabelmann, the head of the Research and Mechanical Standards section of the Union Pacific's Mechanical Department, worked with ALCO (the American Locomotive Company) to re-examine their Challenger locomotives.[6] The team found that the railroad's goals could be achieved by enlarging the Challenger firebox to about 235 by 96 inches (5.97 m × 2.44 m) (about 150 sq ft or 14 m2), increasing boiler pressure to 300 psi, adding four driving wheels, and reducing the size of the driving wheels from 69 to 68 in (1,753 to 1,727 mm). The new locomotive was carefully designed not to exceed an axle loading of 67,800 lb (30,800 kg), and achieved the maximum possible starting tractive effort with a factor of adhesion of 4.0.  It was designed to travel smoothly and safely at 80 miles per hour.

To achieve these new engineering goals, the Challenger locomotive was "comprehensively redesigned from first principles," wrote locomotive historian Tom Morrison. The overall design simplified some aspects of previous locomotive designs and added complexity elsewhere. Compounding, booster, and feed water heaters were eliminated, as were Baker valve gear and limited cut-off. But the "proliferation of valves and gauges on the backhead showed that running a Big Boy was an altogether more complicated and demanding task for the crew than running previous existing locomotives," Morrison wrote.

The 4-8-8-4 class series, originally rumored to be called the "Wasatch", after the Wasatch Mountains, acquired its nickname after an unknown ALCO worker scrawled "Big Boy" in chalk on the front of No. 4000's smokebox door, then under construction as the first of its class.

The Big Boys were articulated, like the Mallet locomotive design, though lacking the compounding of the Mallet. hey were built with a wide margin of reliability and safety, and normally operated well below 60 miles per hour (100 km/h) in freight service. Peak drawbar horsepower was reached at about 41 mph (66 km/h). The maximum drawbar pull measured during 1943 tests was 138,200 lbf (615,000 N) while starting a train.

The Big Boy has the longest engine body of any reciprocating steam locomotive, longer than two 40-foot buses. They were also the heaviest reciprocating steam locomotives ever built, the combined weight of the 772,250 lb (350,290 kg) engine and 436,500 lb (198,000 kg) tender outweighed a Boeing 747. There was some speculation that the first series of Chesapeake and Ohio 2-6-6-6 “Allegheny” locomotives, built by the Lima Locomotive Works in 1941, may have weighed as much as 778,200 lb (353,000 kg), exceeding the Big Boys, but subsequent re-weighs of early-production H8s, under close scrutiny by the builder and the railroad, found them to be less than 772,250 lb (350,290 kg).

The American Locomotive Company manufactured 25 Big Boy locomotives for Union Pacific: 20 in 1941 and five in 1944. Along with the Challengers, the Big Boys arrived on the scene just as traffic was surging in preparation for American participation in World War II.

The Big Boy locomotives had large grates to burn the low-quality bituminous coal supplied by Union Pacific-owned mines in Wyoming. Coal was carried from the tender to the firebox by a stoker motor, a steam engine driving an auger. Water was injected into the boiler by a Nathan 4000 live steam injector (up to 12,500 gallons per hour) on the right side and an Elesco T.P. 502 exhaust steam injector (up to 14,000 gallons per hour) on the left side. A Big Boy could consume more than 11 tons of coal and 12,000 gallons of water an hour. As an experiment, No. 4005 was converted to burn oil in 1946. Unlike a similar effort with the Challengers, the conversion failed due to uneven heating in the Big Boy's large, single-burner firebox.[20] The locomotive was converted back to coal in 1948. (Decades later, No. 4014 would be successfully converted to oil during its restoration.) Another experiment saw No. 4007 being modified with a single stack in October 1948. The results were unsatisfactory, and the locomotive reverted back to double stack. One final short-term experiment was the fitting of smoke deflectors on locomotive 4019, similar to those found on the railroad's FEF Series, as well as some of their Challengers. These were later removed, as the Big Boys' nozzle and blower in the smoke box could blow smoke high enough to keep engineers’ lines of sight clear.

The locomotives were held in high regard by crews, who found them sure-footed and more “user friendly” than other motive power. They were capable machines, and their rated hauling tonnage was increased several times over the years. But postwar increases in the price of coal and labor, along with the advent of efficient, cost-effective diesel-electric power, spelled the end of their operational lives. Nonetheless, they were among the last steam locomotives withdrawn from service on the Union Pacific. The last revenue train hauled by a Big Boy ended its run early in the morning on July 21, 1959. Most were stored operational until 1961; four remained in operational condition at Green River, Wyoming until 1962. Their duties were assumed by diesel locomotives and gas turbine-electric locomotives.

In 2019, Union Pacific completed the restoration of No. 4014 and placed it in excursion service. The locomotive was sent on a tour in celebration of the 150th anniversary of the completion of the First transcontinental railroad.

On April 27, 1953, No. 4005 was pulling a freight train through southern Wyoming when it jumped a switch track at 50 mph (80 km/h), throwing the engine onto its left side and derailing its tender and the first 18 freight cars of its 62-car train. The engineer and fireman were killed on impact; the brakeman died of severe burns in a hospital a few days later. The tender destroyed the cab of the locomotive, and the loads from the 18 derailed cars were scattered. Despite the heavy damage, the locomotive was repaired by Union Pacific at its Cheyenne facility and returned to service until 1962.

Most of the 25 Big Boys were scrapped, but seven remain on static display—two indoors and five outdoors, under the elements—and an eighth, Union Pacific 4014, was rebuilt to operating condition by Union Pacific's steam program.

models and route by: Trainz-Forge, Peter's Trainz, Auran, and Download Station

[wasabi-gumdrop]

local ladies man’s signature move totally useless against autistic monster enthusiast. more on Kabru’s fumble era at 6

[batbabydamian]

injecting The Boy Wonder by Juni Ba into my veins

[akascow]

hey uh not for nothing but uhhHHHH

blue... and red ? alrighty

[yabakuboi]

Steve and Eddie get a little studio apartment in the queer section of the city, by virtue of Steve getting hired as the building’s handyman. Half the residents are drag queens and there are RULES.

They can flirt with Steve all day long. Eddie (literally) will hiss and spit like a jealous cat, all red faced and pouting, which is INCREDIBLY entertaining. While the flirting is harmless, Steve’s pleased smile about how possessive Eddie is over him can melt the most cynical old queen’s heart. (They all think a lil “you’re welcome, Steve” for getting Eddie all riled up ever night.)

However, anyone who flirts with Eddie better be prepared. Steve’s glare is cold and cutting, and the silence after is worse. And if you piss him off enough, Steve is all for revenge. Better hope your toilet does clog or your sink keeps draining. Worst case is he’ll MAKE issues for you, until you make it up to him. And the only way to do that is to go support Eddie’s underground metal band and spend your hard earned money on his merch. (Eddie thinks Steve being a stone cold jealous bitch is hot.)

[s0fter-sin]

people are acting like we’re saying creators shouldn’t be paid for their work; they absolutely should. and watcher already is. they have a patreon, they get sponsors, their videos regularly get millions of views which gives them ad revenue, they sell merch; they are getting paid. feeling indignant and disappointed that they’re asking us to pay for content we were already getting for free isn’t entitlement, it’s expected. ​they wanted to make bigger produced shows and now their budget can’t sustain it, that’s not on the viewer to make up for

[rendevok]

step into the light

what do you see?

my sun,

my stars

shining on me

[puppyeared]

littlest furth shop

@laikascomet

[zipsunz]

a comic i did for sunny's birthday ☀️ 🎨

(art by me, script by @sunkitty143!)

[tornadoyoungiron]

Next Eldritch Engine is the BIGGEST of BOYS: 4014

[collinthenychudson]

Traveling west towards Ogden, Utah, Union Pacific Big Boy No. 4010 and Big Blow GTEL No. 18 race against each other with their mixed merchandise trains. When the lines merge together however, one train will have to sacrifice the right-of-way to let the other train pass, so I'll let you decide whether the Big Boy or the GTEL will be the first to reach Ogden. Models and Route by: Trainz-Forge, Jointed Rail, Auran, and Download Station

[everlastingrandom]

dracula daily horrors last year: this man is fully unaware of the scary omens

dracula daily horrors this year: this man is fully aware of the scary omens but facing unemployment is scarier

[cumcover3dangel]

Good morning big dick boys *kisses your morning wood*

[baskeigh-ball]

analog horror be hittin kinda different amirite

also, me posting some vague backstory lore reveal? it’s more likely than you’d think

[mugwot]

someone