TexasSP posted:The probe on the ultrasonic unit pictured is only the type used to detect thickness of the steel. Does anyone know if other UT methods are used? I would think that for items under pressure they would be looking for inclusions and other anomalies in the steel as well. Also does anyone know the typical chemistry and grade of steel used in this application?
HI TEXASSP - Who is the manufacture of the Ultrasonic Tester and Model Number?
Gary - Rail fan
Does anyone know if just members of the UP steam team are doing the boiler inspections or is outside company that specializes in such non destructive testing performing the inspection(s)?
Ed is using a DMS Go by GE. To measure the metal's thickness. This data will help set the objectives for the rebuilding process. As a rail fan, I hope that Ed, has a budget to consult with an engineering firm that can do physical metallurgy on boilers.
This is a close-up photo of Ed's DMS Go by GE.
This is a photo of a new DMS Go+ Click here to see the spec. sheet.
Something like a LionChief Plus....... lol
Gary / Rail fan..............................
I honestly am not familiar with the brand of UT equipment they are using. But the probe type and screen indicated to me what they were reading. Their is a plethora of UT equipment brands out there though. Ultrasonic testing pas thickness depends on the tech and their level of experience and expertise.
I am curious what other metallurgical type tests you would expect them to do? There is only some many methods that are nondestructive. The other most common is magnetic particle for detecting flaws and nonmetallic inclusions. Then there is dye penetrant for detecting cracks. They could also perform limited hardness testing with a Rockwell tester which adheres electromagnetically to the surface of the steel. Past this you get into testing which would require removal of material to be sent to a test lab. But honestly, I could only see doing this if you found some kind of issue through the other testing methods which required more data to determine the next steps.
The UT tester is to determine the sheet thickness, which is required to recalculate the maximum boiler pressure. This is required by the FRA, which regulates steam locomotives. There will be no other NDT other than a pressure test of the boiler. Additional testing and inspection will be required if patches have to be welded into the boiler. The locomotive is new enough that it was built under the ASME boiler code. Drawings, records, and other data on the boiler are still in existence.
I've been watching the 2926 group and they've talked about taking plugs of steel and sending it out for testing, and preparing some surfaces for another type of non-destructive testing.
The boiler is chalked off into 1' squares and each square is thickness tested and recorded. Then it's all put into a Form 4 and sent to the FRA and then a maximum boiler pressure is calculated on the thinnest part of the boiler sheets. If you have spots that are too thin to support the designed pressure you either run at reduced pressure or fix the thin spots. This is the biggest issue with 1361, the design thickness doesn't meet specs for the designed pressure.
TexasSP posted:I honestly am not familiar with the brand of UT equipment they are using. But the probe type and screen indicated to me what they were reading. Their is a plethora of UT equipment brands out there though. Ultrasonic testing pas thickness depends on the tech and their level of experience and expertise.
I am curious what other metallurgical type tests you would expect them to do? There is only some many methods that are nondestructive. The other most common is magnetic particle for detecting flaws and nonmetallic inclusions. Then there is dye penetrant for detecting cracks. They could also perform limited hardness testing with a Rockwell tester which adheres electromagnetically to the surface of the steel. Past this you get into testing which would require removal of material to be sent to a test lab. But honestly, I could only see doing this if you found some kind of issue through the other testing methods which required more data to determine the next steps.
Do you have experience with NDT? We use it a ton in aircraft maintenance!
I am familiar with several forms of NDE testing and I do work with high pressure components. For what they are doing right now a UT thickness check map of the boiler is what they are after. If there are other problems suspected then yes you could use dye penetrate or mag particle/ wet mag particle test to look for cracks. Some type of UT are also used to look for indications. the documentation on these machines is pretty complete so there is little doubt as to the original metallurgy but if you had to know you could use an x-ray analyzer to determine the type of steel. If they were replacing large sheets and were concerned about the welds it is possible to xray the welds to look for inclusions.
As to outside help to perform calculations for the form 4 and make recommendations, trust me when I tell you they have one of the best in the business on retainer.
As to taking coupons for further analysis, which would be destructive testing btw, you would be looking at microstructure of the metal for number of things, including under deposit corrosion or chemical attack. A coupon could also be used for hardness testing and creep failure analysis.
In the grand scheme of things, these are relatively low pressure machines. I believe (working from memory because i don't have time to look it up) that the big boy operates at around 250 or 300 psi. The power station I work at runs 2400 psi of steam on the "smaller" units and 3500 psi, 1000 deg F steam on the larger unit.
Keep up the good work UP!
just my $0.02.
This isn't the first time a steam restoration has been done, I think, they have it down pretty pat by now. I sure wouldn't want to cut a piece out of a boiler for testing.
I would be very interested to watch the MagParticle inspection technique on the equipment. All our MagParticle inspection is done off equipment. Also, I would think x-ray could be very useful when looking for cracks or fissures.
Goshawk posted:TexasSP posted:I honestly am not familiar with the brand of UT equipment they are using. But the probe type and screen indicated to me what they were reading. Their is a plethora of UT equipment brands out there though. Ultrasonic testing pas thickness depends on the tech and their level of experience and expertise.
I am curious what other metallurgical type tests you would expect them to do? There is only some many methods that are nondestructive. The other most common is magnetic particle for detecting flaws and nonmetallic inclusions. Then there is dye penetrant for detecting cracks. They could also perform limited hardness testing with a Rockwell tester which adheres electromagnetically to the surface of the steel. Past this you get into testing which would require removal of material to be sent to a test lab. But honestly, I could only see doing this if you found some kind of issue through the other testing methods which required more data to determine the next steps.
Do you have experience with NDT? We use it a ton in aircraft maintenance!
Yes, I am with a major steel supplier in the upstream/downhole oilfield tool business. We use several types of NDT methods as described. The most common is UT for flaw detection utilizing straight beam, angle beam, shear wave, and phased array techniques, depending on the requirement and application. Methods are typically performed in accordance ASTM standards to specific calibration criteria per API or customer standards.
jim pastorius posted:This isn't the first time a steam restoration has been done, I think, they have it down pretty pat by now. I sure wouldn't want to cut a piece out of a boiler for testing.
I don't think anyone is suggesting anything is being removed. If something does have to be removed and repaired, modern welding techniques allow for repairs in which the weld itself is stronger than the original structure. I myself am outlining what the possibilities are with regards to testing steel and what would typically have to happen. Are you sure on your statement that "they have it down pat"? No one has restored a BB, and no one working on the restoration has probably ever operated one. I know little about loco restoration, but know enough about auto and other equipment restoration that every single one is unique and presents its own set of issues.
Nondestructive testing for the 4014 - Ed Dickens, Senior Manager of the Heritage Operations,
Metallurgical Laboratory Testing Procedures
Most of these test are in the family of non destructive testing but if a part can be removed and the part has already failed, Rockwell Hardness Test will give the steam team data about hardness and grain structure.
The test that Ed is doing, is an ultrasonic test. The probe sends a sound wave into a test metal. There are two indications, one from the initial pulse of the probe, and the second due to the back wall echo. A defect creates a third indication and simultaneously reduces the amplitude of the back wall indication. The depth of the defect is determined by the ratio D/Ep
See diagram below.
A good portion of those you listed are in fact destructive tests. Some things you listed only refers to equipment, and a lot of the testing equipment varies as to whether it's portable or not, depending on the actual tests and standards being used. Portability of a tester typically indicates the test can be performed non-destructively, although that's not a hard rule. For a fact, micro hardness and charpy impacts will be destructive and performed in a lab. In regards to metallography, that's a broad term which could refer to a variety of test types and methods. There are a lot of variables.
Steel making at the time of manufacture of 4014 was very good, however no where near today's standards. The level of cleanliness in today's steel is on a whole other level. This is seen to the highest degree in aerospace quality steels. However, these requirements have forced the steel industry as a whole to higher levels. In fact, many steel mills today offer steel through standard EAF and Vacuum degassed melting practices at cleanliness levels rivaling those melted to the stricter aerospace standards.
The device used in the picture for UT testing may be capable of flaw detection, however the actual probe being used does not look like it. It looks like a thickness measurement probe. Flaw detection probes are generally larger. For this application in phased array would be the best type of UT to use for flaw detection.
For what it's worth, the FRA requirement for UT testing, is to determine the thickness of the boiler & firebox steel, and must be measured every square foot. The mathematical calculations are then submitted to the FRA along with the re-calculated Form 4. The entire process is to verify the Maximum Working Pressure of the locomotive boiler involved. There is absolutely NO "destructive testing" involved nor required (neither is X-Ray testing). As part of the UT testing, it is required that a complete VISUAL inspection be made of both the interior and exterior of the boiler, thus enough tubes/flues MUST be removed in order for a person to access the ENTIRE interior surface of the boiler.
Brandy posted:If and when the #4014 is finished and under steam, will it be able to run on the now, Union Pacific System that it wasn't able to back in the day?
I remember having a side conversation with Steve Lee at the CSX Huntington Engine Facility, when the 3985 did the honors on the CSX Santa Claus Special. He was telling me how the Bid Boy was made for work on only one portion of their circuit, and the 3985 could go all over the circuit, even places where the 844 could go. He said that the limiting factor on the 3985 was most in part to it's tender?????.......I didn't ask, but assumed it maybe due to Multi fixed axles, and did n't notice that until our group left theirs and headed for home....................................................Just Askin
I think this is a great question. anyone know the answer? Here's another question,,, What would be the advantage of having the big boy instead of" say 2 heavy Mikado's?" (out side of needing 2 head end crews)
Hot Water posted:For what it's worth, the FRA requirement for UT testing, is to determine the thickness of the boiler & firebox steel, and must be measured every square foot. The mathematical calculations are then submitted to the FRA along with the re-calculated Form 4. The entire process is to verify the Maximum Working Pressure of the locomotive boiler involved. There is absolutely NO "destructive testing" involved nor required (neither is X-Ray testing). As part of the UT testing, it is required that a complete VISUAL inspection be made of both the interior and exterior of the boiler, thus enough tubes/flues MUST be removed in order for a person to access the ENTIRE interior surface of the boiler.
I didn't think x-ray would be required for sure. I was just thinking it could be useful. We use x-rays a lot on the aircraft to avoid taking parts off. Shooting x-rays does present a whole world of other issues, that would probably be a lot easier to avoid.
Gregg posted:Brandy posted:If and when the #4014 is finished and under steam, will it be able to run on the now, Union Pacific System that it wasn't able to back in the day?
I remember having a side conversation with Steve Lee at the CSX Huntington Engine Facility, when the 3985 did the honors on the CSX Santa Claus Special. He was telling me how the Bid Boy was made for work on only one portion of their circuit, and the 3985 could go all over the circuit, even places where the 844 could go. He said that the limiting factor on the 3985 was most in part to it's tender?????.......I didn't ask, but assumed it maybe due to Multi fixed axles, and did n't notice that until our group left theirs and headed for home....................................................Just Askin
I think this is a great question. anyone know the answer?
Yes.
Here's another question,,, What would be the advantage of having the big boy instead of" say 2 heavy Mikado's?" (out side of needing 2 head end crews)
The UP 4000 class would have been more "modern", more "efficient", and higher horsepower than two 1920s era 2-8-2s.
Hi guys. I went up to the attic looking for some of my old college text books and found this book. This should make for some good reading...... I took several classes in metals, now you guys gave me homework, Thanks 
lol
When the paint is trying on these structures, I will take a fast class.
Gary / Railfan
The Big Boys had such improvements as roller bearings on all axles, which improved reliability and reduced servicing needs, and cast steel engine frames, which were stronger and less maintenance intensive than built-up frames on older engines. The Big Boys operated at higher boiler pressure (300 psi) compared to 200-210 psi for a typical 1920's era Mikado. The higher boiler pressure increases efficiency, as less steam is required per indicated horsepower. A Big Boy had an enormous firebox with a large combustion chamber and 150 sq ft grate area, compared to a 65-70 sq ft grate and a comparatively small (or nonexistent) combustion chamber on an average Mikado. A Big Boy could also start a heavier train than two Mikados, with a starting tractive effort of 135,000lbs, compared to 60,000-65,000lbs per engine for a typical Mikado. Big Boys were a true fast freight design, with 68" driving wheels and running gear designed for a maximum operating speed of 80 mph. Big Boy operation at 60 mph after cresting the Continental Divide in Wyoming was quite common. I'm not aware of a Mikado with drivers larger than 63", and I would expect them to be limited to 50 mph or so as an upper limit. I think most Mikados spent their days hauling drag freights at 20-30 mph. On flat terrain, a Big Boy could haul its rated tonnage at 50 mph or better.
A BB requires one crew, a 2-8-2 TWO. However, crew costs would not be exactly 50% less because a BB is heavier, of course, than a Mike. In the steam era, a steamer's weight influenced the rate of pay. Now how exactly did this weight to pay work?
TexasSP posted:Steel making at the time of manufacture of 4014 was very good, however no where near today's standards. The level of cleanliness in today's steel is on a whole other level. This is seen to the highest degree in aerospace quality steels.
I believe you will find that in some cases, the steel used in the past, while maybe not as "clean," was alloyed so as to make it better for use in a steam locomotive, that what is available today.
smd4 posted:TexasSP posted:Steel making at the time of manufacture of 4014 was very good, however no where near today's standards. The level of cleanliness in today's steel is on a whole other level. This is seen to the highest degree in aerospace quality steels.
I believe you will find that in some cases, the steel used in the past, while maybe not as "clean," was alloyed so as to make it better for use in a steam locomotive, that what is available today.
Really? Please explain. Steel today is still manufactured and used in steam equipment under pressure. What alloy steel would you be speaking of which was available in the 1940's and is not available today?
Remember when the big boy was removed from Los Angeles and there was talk about it not being able to go around a curve in salt lake? It made it just fine.
UP is very meticulous about researching the route their steam locomotives will take during excursions with respect to clearances, weight limitations, curve sharpness, super-elevation, etc. The Big Boy got from Los Angeles to Cheyenne just fine.
By the way, according to the UP guys I talked to the night before 4014 left Los Angeles, the axle loading on the locomotive/tender combination is actually lower than some of the coal hoppers it might eventually pull relative to its weight due to all of of the wheels underneath it.
TexasSP posted:
"Really? Please explain. Steel today is still manufactured and used in steam equipment under pressure. What alloy steel would you be speaking of which was available in the 1940's and is not available today?"
Go over to RyPN. I recall discussions about today's steel versus the steel used for boilers "back in the day."
Here's one quote I found on the steel in a thread about the Tornado (which has a German-made boiler):
"The EN/EU material standards are much more strict than ours are. Further, they still produce REAL boiler steel. We called this steel 285C, which today is simply 516/517-70. Additionally, we are learning as part of projects with the ESC that copper and nickel contents in the steel are vital components. I can assure you, the range of these items in the US is far too flexible, where as the component make up over there, for the tolerable allowance is far more strict! In other words, the amounts need to be more specific than they are here."
Also, more on-point, regarding "clean" steel, there is much discussion about how "dirty" steel was much less likely to corrode here.
"The steel we use now is much cleaner. That sounds good right, nope its really bad for our boilers. The newer boiler sheets rusts much quicker than the older steel and that changes everything. "
smd4 posted:TexasSP posted:"Really? Please explain. Steel today is still manufactured and used in steam equipment under pressure. What alloy steel would you be speaking of which was available in the 1940's and is not available today?"
Go over to RyPN. I recall discussions about today's steel versus the steel used for boilers "back in the day."
Here's one quote I found on the steel in a thread about the Tornado (which has a German-made boiler):
"The EN/EU material standards are much more strict than ours are. Further, they still produce REAL boiler steel. We called this steel 285C, which today is simply 516/517-70. Additionally, we are learning as part of projects with the ESC that copper and nickel contents in the steel are vital components. I can assure you, the range of these items in the US is far too flexible, where as the component make up over there, for the tolerable allowance is far more strict! In other words, the amounts need to be more specific than they are here."
Also, more on-point, regarding "clean" steel, there is much discussion about how "dirty" steel was much less likely to corrode here.
"The steel we use now is much cleaner. That sounds good right, nope its really bad for our boilers. The newer boiler sheets rusts much quicker than the older steel and that changes everything. "
That's entertaining, but highly inaccurate. I would like to know how they explain that cleaner steel rusts easier/quicker. As far as nickel and copper being critical components, that is true. As far as EU mills controlling those better or having tighter ranges, that is false. Copper for one is typically controlled on steels via the scrap used. Copper by itself is expensive, and mills only add what they have to. All alloys have different effects in different combinations and percentages.
We buy from mills in the US, EU, China, Japan, Korea, Taiwan, Brazil, Mexico, Turkey, and Eastern Europe (Former Soviet Block). In the US we have some of the best aerospace mills in the world. Aerospace has about the tightest controls and standards when it comes to steel making and the final product.
As for producing real boiler steel, I am not sure, based on what is listed, what that means. There is nothing about the grades listed which limit them to EU production. I would also like to know what standards they are referring to which are much stricter? Maybe the EU Pressure Vessel Code? But still, US Mills produce materials daily which meets EU standards.
There's a lot of emotion in that thread, with few (if any) actual facts about steel making. But again, I don't rely on my steel making knowledge from threads on the internet. I rely on experienced metallurgists.
And just to burst people's bubble a little further, there are Chinese steel mills that can run head to head with the best in the business. In fact, there are great steel mills all over the world, depending on what you're looking for.
If there is copper and Nickel in the steel, would there be less places for the oxygen to bond?
TexasSP postedThat's entertaining, but highly inaccurate. I would like to know how they explain that cleaner steel rusts easier/quicker. As far as nickel and copper being critical components, that is true. As far as EU mills controlling those better or having tighter ranges, that is false. Copper for one is typically controlled on steels via the scrap used. Copper by itself is expensive, and mills only add what they have to. All alloys have different effects in different combinations and percentages.
I recently read an article about the scrap business and the point of the article was how the work to LIMIT the amount of copper in the scrap mixes they provide because the steel mills don't want it, that it messes up the steel. The article stated that the two biggest sources of copper in scrap steel is automobiles and appliances. The explained how they monitor that amount and mix in "pure" steel scrap to keep the copper percentage below a minimum number.
TexasSP posted:And just to burst people's bubble a little further, there are Chinese steel mills that can run head to head with the best in the business.
If there is, they must keep that steel for themselves, or use it only in really high end products, because the Chinese steel I have been exposed to in consumer and commercial products has generally been AWFUL. The latest example was twenty almost new Mack trucks that nearly had the wheels fall off because the Meritor axle assemblies were built with Chinese made Hyatt branded wheel bearings instead of the Timken bearings that had been specified. The poor steel allowed the clearances between the cone and the race to open up almost from the start and create dangerous slop in the wheel hubs. Before that, it was trouble with second rate Chinese brake drums.
TexasSP posted:That's entertaining, but highly inaccurate. I would like to know how they explain that cleaner steel rusts easier/quicker. As far as nickel and copper being critical components, that is true. As far as EU mills controlling those better or having tighter ranges, that is false. Copper for one is typically controlled on steels via the scrap used. Copper by itself is expensive, and mills only add what they have to. All alloys have different effects in different combinations and percentages
I am happy you are easily entertained. But I will put more faith in the opinions of the railroaders over on that board, some of whom were on the committee to re-write the ASME boiler code, who have every-day, real-life experience with operating steam locomotive boilers, than anyone who's experience is "with a major steel supplier in the upstream/downhole oilfield tool business."
Okay, lol. If you want to understand corrosion and it's effect on steel though, this is a good place to start:
For standards on steel cleanliness (aerospace focused, but used buy many other industries too):
These are not opinion boards, these are the international standards groups for their respective areas. I depend on these daily for my information and understanding of steels.
Then for general steel making and material sciences:
http://www.asminternational.org/
Ed Dickens, Senior Manager of UP’s Heritage Operations and The Steam Shop Crew are on track, back to The Steam Shop. Union Pacific’s ‘Living Legend’ No. / 844 steam locomotive is now stopped near West Marysville, KS - Saturday, October 29, 5:33 PM CDT.
When they return to Cheyenne, the Steam Shop Crew will be working on the objectives for the 844, a lot of these maintenance procedures, are being improved, based on the knowledge learned on ‘The Trek to Tennessee’. Work on the UP 4014 & 3985 will resume.
From ‘Trains Magazine” You can watch live web cam streaming of the 844 at this link. Click Here for Big Steam Streaming No. 844
Schedule
Sunday, Oct. 30: Coverage starts at 9:45 a.m. in Belvidere, Neb., and includes stops in Gibbon, Lexington, and North Platte.
Monday, Oct. 31: Coverage starts at 9:45 a.m. in Ogallala, Neb., and includes stops in Sidney, Neb., and Pine Bluffs and Cheyenne, Wyo.-The Steam Shop.
Gary / Railfan, Safe travels......... home......
Too much Nickel is undesirable too. Seems I remember reading about A bunch of different engines built in the 30's and 40's getting new boilers from the steel cracking. No one's restored a BB before, but just because it's bigger doesn't mean it's really different.
With what information TEXASSP has pointed out, it all comes home to me from over 20 years working in the petrochem and chemical plants along the Houston ship channel. It was almost a daily routine of checking and test/observation of the various boilers, steam drums, furnaces, towers, receivers, etc. During the bi-annual turnarounds in various units, NDT was performed on all pieces of equipment, repairs made when detected as necessary, even some total replacement when required. But, the asm, nace and sae codes were all known by many and adhered to. Sometimes x-ray was performed, but mostly after repairs made to verify welds, after coupons were tested for the individual welder performing the repairs. Yes, the tests and procedures are all well established in the petrochem industry, and no doubt will be applied to steam boilers for locomotives. Why would it not? And yes, when certain individual vessels required replacement due to wear and structural integrity limits, they were ordered from the manufacturers in Germany and after months of shipment, not including years of being built in some cases, new equipment was put into production in the plants.
I was in hopes of seeing 844 when she passed through Sallisaw, but prior/priority engagements did not allow....... darn it!!
Jesse
Live Now • Harley Enoch & Chase Gunnoe, correspondents for Trains Magazine. along with Jim Wrinn, Editor
Click here: to join the Live Web Cam. Belvidere, Nebraska You can ask questions and leave comments, about the 844, 4014 & 3985.
Note: When they move the cameras location the screen may go dark. Just hang in, They will return shortly. or continue on Trains Facebook, Page.
The Golden Spike Tower is always Live 24/7 • Bailey Tower - 1249 N Homestead Rd, North Platte, NE 69101 - (See link to Live Camera, below.)
http://goldenspiketower.com/bailey-yard/live-cam/
Gary / Railfan
Gary - Railfan
trainroomgary posted:Just a cool photo. The 844 is heading home today…
Gary - Railfan
Gary,
Why don't you start a thread for the 844 information and we can leave this one specifically for the 4014?
Goshawk posted:trainroomgary posted:Just a cool photo. The 844 is heading home today…
Gary - Railfan
Gary,
Why don't you start a thread for the 844 information and we can leave this one specifically for the 4014?
I was going to ask the same thing! I was trying to look up information about the 4014, but have to keep sifting through 844 information to read about it.
844 should be in a different thread.
Work on 3985? If so, thatshould be in a different thtead.
Click here for details Oct 30, 2016 from Ellen Fike, Wyoming Tribune Eagle / AP - Associated Press
Darren Rudloff was blown away when he found out visitors from Montana and Ohio had already purchased tickets for the upcoming rare tours of the Union Pacific Steam Shop.
“That really shows the strength of this attraction,” the CEO of Visit Cheyenne said. “This is such a unique opportunity for train enthusiasts to see the working steam shop and to see the renovation of the Big Boy.”
The building tours, which normally only happen once a year during Cheyenne Depot Days in May, will kick off Friday and run until late March. There won’t be tours during December, however.
Anyone who purchases a $20 ticket for the outing will get the chance to visit the Cheyenne Depot Museum, the steam shop and see the progress on the restoration of the Big Boy 4014 – a large steam engine that was built in 1941.
The Big Boy arrived in Cheyenne in 2014 with the expectation that the reconstruction would take anywhere from three to five years. However, restoration will now likely take five to seven years to complete.
“There were only 25 Big Boys originally made,” Rudloff said. “Most are in parks or museums, but this is such a unique effort to take one of these old engines that has been out of duty for so long and restore it back to working order.”
The tours, which will last two hours, start on the second floor of the Cheyenne Depot Museum, where guests will see an overview of the train yard. From there, guests will board one of the trolleys and go to the steam shop, where UP employees will give a detailed run-through of the building and show off the engines inside.
Participants will have to wear closed-toe shoes and sign a liability release before going on the tour. Hard hats will be provided.
The steam shop is a major attraction during Depot Days, which usually brings in around 5,000 visitors every year, so Rudloff said now was a perfect time to open the building up to the public, albeit for a short time.
“The large crowds show the demand to see what’s going on the steam shop,” he said. “We see visitors at the Cheyenne Depot Museum every day, wanting to see the shop and know about the Big Boy updates. We hope these tours will help satisfy that demand.”
Visit Cheyenne and Union Pacific partnered last year to do test runs of the tour, which turned out to be successes.
Rudloff expects the excursions will draw more out-of-town visitors, as well as curious residents. But, he also hopes more tours will come from the first 15 dates.
“Cheyenne is known as a railroad town,” he said. “We have some of the most amazing artifacts in the UP yards, behind closed doors. This opportunity is really special, because you can see steam engines that aren’t really around anymore. We hope to see a lot of positive response from this.”
Photo of 4014 Oct. 30, 2016 by Blain McCartney / Wyoming Tribune Eagle / AP
Gary - Railfan
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