The modern age of steam on the main line had diminished to a candle flickering in the night. To the sorrow of many, Norfolk Southern abruptly ended mainline excursions in 1994. Union Pacific decided in the early 2000s that it was easier to run its two locomotives without the hassle of trying to sell tickets to the public. The crew of one of the chief engines that pioneered steam on today’s BNSF Railway, Frisco 1522, walked away exhausted and burned out. Despite a management packed with fans, CSX simply said, “no more.” We steam fans would just have to grow to live with only UP’s two roaming giants, 844 and 3985, and the occasional appearance by Southern Pacific 4449, Spokane Portland & Seattle 700, or Milwaukee Road 261.
Now look at us. In the span of a month, the Fire Up 611! Committee (on which I serve) has declared it’s time to raise $3.5 million to rebuild “the finest steam passenger locomotive ever built” (as the late Bob Claytor, boss of N&W and NS, called her). Union Pacific bought one of its fabled Big Boys, the 4014, from a railroad club in Southern California and plans to take it Cheyenne, Wyo., and restore it to operation. And in Chattanooga, Tennessee Valley Railroad Museum is nearing completion on arguably the most famous preserved steam locomotive of the 1960s and 1970s, Southern 4501.
The Big Boy 4-8-8-4, of course, is the show stealer. It’s bigger, badder, and bossier than anything anyone has put on the main line since the end of steam. Once it’s running again, it’s doubtful that anything will come close to matching its impressiveness. Adding it to the operable roster of 844 and 3985 creates a perfect trio representing the best in steam locomotive development by the UP, among the pinnacle of American railroads.
But the devil is in the nuts and bolts.
In this internet age, when experts are standing by with keyboards at the ready to comment on every facet of the restoration and operation, the barrage of criticism leveled at UP has been up to its expected furor. It doesn’t help that in typical UP fashion, the railroad is saying little about how it will accomplish this monumental project or how it plans to use the engine. UP steam boss Ed Dickens told us when he took over from Steve Lee that he wasn’t a very talkative guy. That’s a pity because a lot of folks would love to hear from him right now.
Two of the biggest areas for debate are oil firing (Big Boys always ate coal, except for an experiment in oil firing that didn’t do well) and where UP can run something this big without straightening out curves or coming to a dead end without benefit of a turning facility.
When it comes to converting a coal burner to oil firing, we’ve seen some awful examples in recent years, most notably Reading T-1 No. 2100 that ended up in Tacoma, Wash. (of all places), with a burner apparatus that apparently was the equivalent of sticking a cigarette lighter on a space shuttle and expecting it to fly. That was amateurish, but the UP is not, and its conversion of the massive 3985 from coal to oil years ago should show that it can be done. Didn’t the Southern Pacific fire its gigantic 4-8-8-2 cab-forwards with oil in regular service? They have big fireboxes too. I don’t know much about oil firing, but I figure that if anyone can figure it out, the UP can, and if what they do the first time doesn’t work, they’ll fix it and come up with something that does.
That brings us to the topic of where Big Boy can run. The original operating territory was Cheyenne to Ogden with side trips to Denver and North Platte. Since then the railroad has been improved and expanded. And again, of the biggest components of today’s UP, the Southern Pacific, had those cab-forwards. Heck, in preservation, Big Boys were even dragged all the way east to display sites in Vermont (Steamtown), north to Wisconsin (National Railroad Museum), and south to Dallas (Museum of the American Railroad, which is about to move its 4018 to a new home in Frisco, Texas, over BNSF track) over some wooden-wheel roads (in comparison to UP at least). Wyes still exist all over the UP system, and thanks to unit grain and coal-loading and -unloading facilities, loops are more prevalent than ever. You’ll recall that NS made modifications to its physical plant to accommodate N&W 611 in 1982 after getting to Norfolk on the inaugural run and being unable to wye the engine. UP can do the same.
My only twinge of anxious curiosity deals with what UP provided the Southern California Chapter of the Railway & Locomotive Historical Society in exchange for the 4014. That hasn’t been told yet. I hope the chapter didn’t give away the engine, and I hope the railroad is providing the club with more than a fund-raising trip years in the future when the 4014 is running. There was talk about UP providing a piece of replacement rolling stock, and that’s just fine if there’s something UP has that is on the same “wow factor” level as the Big Boy. The truth is that nothing comes close, so we can only hope that UP offered and the chapter accepted a large contribution to an endowment for the continued upkeep of the fine collection of rolling stock the club maintains at the Los Angeles County Fairgrounds.
So, rejoice fellow steam lovers. Get over your angst about oil firing, limited territory, and anything else you can fret over. I’m pretty sure the UP can handle this as their old slogan used to say. There’s a much beloved Mikado in Tennessee that should run in 2014, a streamlined beauty in Roanoke that’s going to live again, and now, a Big Boy is on the horizon. I honestly don’t know how much better it could get. Just save me a seat on Sherman Hill when the 4014 runs. Everyone and his brother will be there, even the critics.
All these steam engines are wonderful. I hope someday the Norfolk & Western A is added to this list.
The Pennsylvania K-4 too.
I must admit that the concern about converting the 4014 to oil mystifies me. It appears to all be based on a not too successful experimental conversion on one test locomotive. . . 50+ years ago!! As noted, the cab-forwards ran on oil, and the 3985 was converted to oil. In an era that has extreme sophistication in the design and use of liquid petroleum burners (which is what happens with jet turbines), how can anybody think that the folks restoring the Big Boy won't be able to do a proper conversion?
Well said Jim!
These are indeed good days for mainline steam. The folks from Fort Wayne were consummate professionals the last two years on NS. They set a high bar. I'd like more 4449 and 261 runs, but you take what you can get. But I'm still nervous about the East Broad Top and that forlorn K-4 in PA. And wither the 614?
Hey! Don't forget about Santa Fe 3751 which keeps plying the rails despite overly crowded Southern California rail corridors. And don't forget about Santa Fe 2926 in Albuquerque that is a year or two away from completing its restoration to operation.
It would truly make it a perfect storm if someone could bring the 1522 back to life. It's so sad to see such a wonderful looking and sounding loco stuffed and mounted. How about it Matt or Warren? If no heritage locos how about a large endowment to a group who would bring this awesome engine back to life?
Only thing that could make this a better steam season is to steam up those poor Mikados locked in a roundhouse in Orbisonia.
I'd love to see something that will truly never happen (of course, I said that about Big Boy, too). The restoration and operation of Big Blow 10,000 HP Gas Turbine #26 at the Utah State Railroad Museum. Now that would be awesome!
I seem to recall Steve Davis mentioning in a Pentrex video all of the things standing in the way of getting a Big Boy back in service. Was that his own opinion, or the company's? Don't get me wrong, I like Steve, and I like steam of all sizes- I'd play hooky from work myself just to see her running on Sherman Hill. Perhaps there's been a change of opinion in Omaha- if so, good on ya, Uncle Pete!
Now if someone in Ft. Worth would get the notion and gumption to get the 1522 back in action......
Nice write up Jim! Curious, why UP didn't take advantage of the Big Boy already in Cheyenne - No. 4004 - in Holliday Park? I'm guessing it survived (barely) too many floods. I've taken a consist or two up Sherman Hill enroute to Laramie and Green River but nothing along the lines of a steam powered beast like the Big Boy! Keep up the terrific coverage and monthly video highlights of upcoming issues!!!
I am not entirely on board with your comment "My only twinge of anxious curiosity deals with what UP provided the Southern California Chapter of the Railway & Locomotive Historical Society in exchange for the 4014. That hasn’t been told yet." Likely UP donated the locomotive in the first place, even if perhaps not directly to this group. I believe they have continued to be fairly generous in donations to credible museums. No doubt some arrangement satisfactory to the SCC-RLHS was reached, but I see nothing unfair about returning it to the original owner for the same price it was received. Inflation might mean that token dollar is now five dollars, of course! :)
A few of the "Big Boys" are around.but "Big MaMa hasn't been sent to the scrap heap,yet. A move is on to restore Madame Queen 5000.
Modern computer analysis techniques, such as CFD (for the burner design) and thermal analysis (for the boiler) can drive an iterative process toward the goal of developing a satisfactory technical solution. It isn't a trivial exercise-but it can be done. I would expect nothing less from UP.
UP isn't a railroad to spend millions on a "fools erand." Since they are going to restore 4014, they have already figured out that she CAN be run on their system, where she WILL run, and how oil firing would work successfully.