It is going to happen union pacific just doesn't know what date

@@Dannyedelman4231 Awesome!

@@transportationproductions1794 it was supposed to be this July but supply chain issues took priority

High amounts of hammer blow is also a sign of poor balancing on the motion, and on many locomotives baring the most modern (as in 1940s-1960s modern) could often suffer such problems. However, well balanced locomotives can do far less damage to track, being similar to diesel locomotives on some of the final locomotives (engines like the Niagara and N&W J where notorious for this, but you also have a awfully hard time tracking records of harsh track damage after western railroads found they didn't like compounds in the 1930's apart from when it's been destroyed by a very different means).

@@jacobditmars8414 From my understanding, the super power designs could be about the same or a little easier on track than first generation diesels, but yes, the earlier USRA designs and archaic stuff was worse on roadbed.

@@mistahoward9772 yes, but I say till the replacement of compounds in the 30's because that was the time that railroads eather through out compounds because of hammer blow (UP bull moose 2-8-8-0 locomotives where converted from compounds to simple articulateds in 1937), or started better balanceing of locomotives (what I assume the N&W did). Those where the last times (as far as I can find) where superpower had bad hammer blow. Everything beyond then was much better balanced and hammer blow was rarely a problem from then on.

Even if you hadn't heard of it, you wouldn't have seen anything to suggest 700 had taken a tumble bar that one dent in the pilot. That is quality craftsmanship.

So was 611, she also derailed and slid down a hill.

It would be nothing as big as the 700. Probably a Pacific or ten-wheeler or something around that size.

Repairs