CB&Q/NP/BN U-25 and U-28-C's in Tales of the Jointed Track

Working on the Joint-Line, we got whatever the BN or C&S would make up for power. The U-25 and U-28-C’s, were a one of a kind locomotive.

There were a standard U-25 or U-28 with a six axle “Alco” style Trimount truck. They were drop equalized, and a staggered axle configuration.

Some were good out here, some were not. Ya can’t predict failure.

These were primary six axle work horses. The biggest problem with these units was Turbo-Air pressure and a steady loading condition. The old FDL diesels were cranky, and needed at least 26 lbs of Turbo air pressure to perform at maximum output. That aided in the maximum rotation and power of the diesel to the main generator. There were tricks to help boost it, and it did work at times. You could grab the rack, off the injector load spring. Pull back easy and listen for the diesel to respond, if it started to increase in revolution, you looked at the turbo-air gauge. Plus you could hear the turbo picking up too. If it got back to operating pressure, the unit was starting to load better. If not, well its a fuel gulping boat anchor. Isolate and tag it.

These were rough riding locomotives. The trucks did not ride well. This was due to the rigidity of the the trucks, and their configuration. I remember one trip, we had a U-28-C on the point of a drag out of Pueblo. Coming into Bragdon, into the crossover, Red over Green was our indication. It is forty mph through the crossover,and a well maintained switch on each end. I know this will ride like the “Wild Mouse” amusement park ride through here. The brakeman had a Thermos cup of coffee on the other seat. I said, “Better hold onto that cup, it will be on the floor, when we take that switch”. I get a blank look. The lead truck takes the points of the switch, and I am notching out on the throttle, the brake valve has been released. I am pulling against the release keeping the slack tight, through the sag and the crossover. We yank to the left then to the right, then the unit steadies itself. We took the switch at 37 mph, and there goes all the coffee, spilled onto the floor and the empty seat. Yes, they rode that rough.

*BN U-28-C. Note the staggered axles between 2 and 3 and 5 and 6. That is an Alco Tri-mount truck design

Extra South out of Denver:
An extra south, a drag, and ya get called for what ya get called for. This was slough tonnage, a garbage train. Scrap and ore for the mill at CF&I. Missed connections, grain stragglers, Beer, it all was in there. Our consist is two U-30-C’s, a U-25-C and two SD-9’s. We are about 70 cars and 6500 tons. This is about 1.7 to 1.8 HPT so we are within parameters to make the top. We probably will have a pick up message for Colorado Springs.

A double over and and air test, we are on our way, one more. At Littleton, we are 25 mph, till we occupy the crossing at Ridge Road. The train is in about 6 to 7 throttle, just to stay at the speed limit thru town. We should be doing better. I have a new head brakeman. So if I send him back, he wont know what to look for. I look back as we round a small curve about MP 12.3, the signal is clear and I’ll head back, after we get past Jack Ass Hill Road. LOL, yes it still exists today, and there are houses on it. They look like they are all running, I can see exhaust coming from all five units. BUT!!, just because they look like they are doing something, doesn’t mean they are. You have look at the amp gauge, the load regulator (EMD’s only).

Coming up Wolhurst ( MP 13.7 to 16.1) I make the trek back. I can monitor signals from the catwalk. We don’t have any slow orders, but we are slowing anyway. There are no “Gang” orders, so we are okay. The next public crossing is at MP 17.2 at the Acequia siding, I’ll be up before that. I tell the brakeman, I am going back, he’s nervous, but I said you’ll be okay.

The U-30’s are loading up, and the U-25-C is another story. Five pounds of Turbo air pressure. 200 amps on the amp gauge. The diesel is responding, and just making noise. I head back for the SD-9’s, they are barking with the typical 567 roots blown growl, and at 1050 amps apiece. So unless they overheat, these two will pull till we crest Palmer Lake.

I tried a few tricks for the U-25-C, but striking out. We crest the Wolhurst grade at about 9 mph. That’s not good, but I’ll go back after Sedalia. We are coming into the old “Yard Limits” at Louviers and that will continue to Sedalia. There is no Yard here, but under Rule 251, it is a cheap flag for the Rio Grande local to use. So they can switch and run around their train at Sedalia. Rule 93, and any color signal, other than green, triggers the Yard Limit rule. Yes they also may have to have a proper flag out as well.

This is Rule 93:
Stations having Yard Limits will be designated, by special rule in the Timetable.
Within Yard Limits trains and engines may use main track, not protecting against second class trains, extra, work extras, or engines, but must give way as soon as possible on their approach. All, except for first class trains, must move within Yard Limits, prepared to stop short of train, obstruction, or switch not properly lined.

First class trains moving against the current of traffic must move within Yard limits,
prepared to stop short of train, obstruction, or switch not properly lined. Except where rule 261 is in effect.

Coming out of Sedalia, the train is at 11 mph wide open. We should be at least at 22 to 25 mph through here. I go back one more time, to see if we can make this operate. Opening the hood doors, I grab a rack with my left and right hand. There is a cylinder in between. Slowly advancing more fuel, this might get the turbo air pressure up. If the inlet air butterfly valve is bad or stuck, were done. I also knocked down the Excitation breaker, as a fail safe. Well a bad hand is that, and this is what it is turning out to be.

The Conductor is called. He is an old veteran and says, “Take ‘em as far as you can get them to go”. Four hours later we crest the top. I lose an SD-9 after shutting down over the top of the grade. The head brakeman goes back and isolates it.

We made Pueblo, power to the fuel tracks. I let the DSF people, what is wrong. I doubt they will fix it, or attempt to. I’ll get this consist back on the next call back to Denver. I try the U-25-C, but its a lost cause. We get the drag back to Denver.

Upon arrival at the Roundhouse, I tell Rodger Bell, the foreman, “Hey don’t send this south, unless you guys can correct the problem”. Rodger is playing dumb with me. “It can’t get or keep turbo-air pressure. A no loader, it needs to go back to Lincoln, if you guys can’t fix it”. Well it failed on the C&S Beer-Run to Golden, and they had to double in 20 miles. That didn’t go over well. It went on an extra east to Lincoln, NE for repairs.

Last updated June 04, 2015