Great point, I think things will continue to stabilize and move forward.
One year down, four to go for 4014. Ed Dickens was evidently picked by UP to head up the steam division for some reason. He had worked on another steam organization in Colorado where he learned the ins and outs of steam locomotive technology. Anyone who has had experience working under any manager knows they have to be the bad guy sometimes, and different managers have their own styles of management from mellow to hard. I met him in Pomona Calif. where the 4014 sat for 50 years. He was very matter of fact and businesslike.
Thechief66 I was in Cheyenne for UP's open house last month...it didn't appear that a lot of work had been done on 4014. Some of the boiler jacketing is off, and the covers are of the cylinders. I didn't see much else that had been done. Looks like they're concentrating on 844 right now-their stated goal is to have it running by September, and it pretty well disassembled right now. I imagine once 844 is running, then a lot more will be done on the Big Boy. Remember, the plan isn't to haveit running till 2019.
I was in Cheyenne for UP's open house last month...it didn't appear that a lot of work had been done on 4014. Some of the boiler jacketing is off, and the covers are of the cylinders. I didn't see much else that had been done. Looks like they're concentrating on 844 right now-their stated goal is to have it running by September, and it pretty well disassembled right now. I imagine once 844 is running, then a lot more will be done on the Big Boy. Remember, the plan isn't to haveit running till 2019.
Guess they have to get one of the UP Steamers running ASAP now that the 611 is operating and getting all the attention.
I remember one old fellow at the Pomona fairgrounds commenting on 4014 when it had just been moved 500 feet , he said," I hope I live long enough to see the Big Boy when they get it running again"
UP 9000 is not well understood as a super power locomotive!
For UP to have built so many of them and for the specifications and design being one that lead to the Challenger 4-6-6-4 and Big Boy 4-8-8-4, I think we need to take another look and the 4-12-2 locomotives.
UP 9000 like the Big Boy 4014 is also the only locomotive of its kind and was built exclusively for Union Pacific. UP 9000 series also carries the name of the railroad as a type - 4-12-2 UNION PACIFIC TYPE.
History has also shown that inspite of inherent design speed restrictions the railroad overcame these and ran these locomotives extensively on main line and branch line service with speeds regularly into the 60 mph range for 35 years. I don't think Big Boy ever ran any faster and certainly not for as long! Amazing locomotive and pure UNION PACIFIC!
The UP was always a railroad a "cut apart" from any other - I never stop enjoying that it is the last of the "Unfallen Flags" and is the true mother of historic steam railroad operations! Hats off! to Union Pacific! a company that carries the flag in its logo and truely defines America!
Doc
Rail Giants Train museum from Los Angeles County Fairgrounds, Pomona California was at Cheyenne Wy., May 16 & 17th. 4014 was parked there on display, for 50 years before UP acquired it for restoration, because it was in the best shape of all the 8 Big Boys existing. This is due to the mild climate in Southern California.
They also have the only remaining UP 9000 series 3 cylinder, 4-12-2 steam locomotive. It is the largest steam loco built on a rigid frame. Would be amazing to restore that engine and see it running.
That location in Pomona is also where the NHRA Winternationals and Finals Pro drag racing events are held.
Dakotafred,
Thanks, I'll think of that when I'm writing my book!
Doc,
You will search my posts in vain for fear, depression and anger. I am sometimes sharp ... but also usually brief, a virtue you might study. I find your own posts to be long on speculation but short on news and facts.
Well said Charlie... Up got itself into this Mess, only up can find its way out. The truth is some where in the middle, bad labor relations on the part of up management and the unwillness for the steam team to change. Its just unbelievable that its coming at such a critical time in the program with # 4014 and her stable mates hanging in the balance. ( at least it how it appears to some )
Charlie,
Your post helped address the unspoken - the fear, the depression, the anger. It is the tragedy of the long faithful employees of the "Steve Lee administration" that provided us a good steam program for the years - that they are unappreciated - and must exit their heroic task as unsung heros - this is the unspoken heart ache.
Of course I forgot, you follow just such a broken man yourself! "The wheel of the world ran over him" and he has been hanging on a cross shaming us all for centuries and calling us to a better way to live! At least I thought you would understand the heroic roll of such suffering servants.
These "Steve Lee people" are simply walking away from the corporate structure and program they were committed to for so long. Why? Ed Dickens is obviously in charge with the program, why?
You are claiming bad managment I am inquiring about a possible disfunctional group structure or other logical causes? Could it be Union Pacific is really planning to ramp up the steam program and its facilities while the "old crew" was just not going to go along with this? Or is the Ed Dickens managment group just bad old abusive corporate structure all covered with wealth and power and not caring about the little guys?
Whatever the reason there is nothing we can do about it except exclaiming "What a way to run a railroad!"
"WHAT A WAY TO RUN A RAILROAD!"
And hoping that Union Pacific does indeed know how to "run a railroad!"
HAPPY EASTER CHARLIE!
Well Doc
I really don't know what to say in response to you. I believe I read your post carefully before I replied. If we're saying the same thing, as you suggest, then why take such a long time to make what appears to me to be rather like a refutation of what I said. Also, as RW pointed out above, I wasn't being overtly religious, nor did I intend to be. I was simply expressing my POV....as are you.
Your remarks about the church and its management style, relative to corporate management style aren't entirely accurate in my years of experience. There are different styles used by many different judicatories. The corporate style has been and continues to be one used within my denomination and others as well.....and with similar effect to what you described.
My remarks in my previous post were also based on my prior experience as a Power Engineer who ran his own plant and was responsible for other people and their work as well as plant operation, maintenance and upgrade. I still have an interest in many things 'steam' and have had for many years.
Mr Dickens has made his bed. He now gets to lie in it. I hope the Steam programme isn't the loser.
I'll stick with my remarks and the spirit in which I made them.
With Respect
Charlie
Chilliwack, BC
Robert,
Charlie? I like him, he gave me a good comeback! Man of the cloth and glad to know him!
Dr d don't be harsh on charlie. Many people talk about their careers or Jobs to provide in sight into their view points. Charlie just is following their examples, no different, no better or worse and no hints of religion.
I do take issue with your post. If you read my post carefully you will see I was trying to develop the same issue. If you want to take issue, take it with the truth. I am not championing Ed Dickens or Steve Lee or Union Pacific.
I am pointing out that corporate business is top down in structure and sometimes heartless. Its primary and major goal is the income of money and as a result of such authority managerial egos are usually championed right or wrong. Unlike the church corporate moral compunction is not major consideration but legal responsibility and liability is! Managment owns the place, employees do not.
This thread has been going "nowhere for a while" except for asking un-answered question and the expression of anger and depression by Dakotafred and fear on the part of a few others. Dakotafred's news is old, dating from December 27, 2013.
I would guess the railroad deals with hundreds of similar law suits from disgrunteled employees, customers and "neighbors of the railroad" often making similar types of complaint. Lost shipments, damaged shipments, pilfered shipments. Accidents, injuries, etc. The legal department must handle them by the hundreds.
Everyone wants to know why is it that UP 844 is down, why no steam trains are running? - incompetence or employee sabatoge? employee revolt? Why could a major corporate head like Ed Dickens deny employees the use of the lavatory? Why manage an employee to cause stress and illness? This is obviously a "push you shove me" shouting match of childish behavior between employees and managment. "Ed Dickens plays Nazi music and is trying to rule the steam shop as the Third Riech!" Is anyone really expected to believe this?
I don't know why Ed Dickens is having problems, I don't know why he was placed in charge. I can also see dis-satisfaction with him by the old steam crew and I can see an attempt to make a "scapegoat" out of him. It would also appear the the railroad is giving him authority to make changes regardless of cost.
As a church leader how often have you seen immature behavior on the part of clergy. They get moved to a new parish and won't quit involvement with their old perish. They put their ego forward to people as if it was their only concern. They take advantage of their church often commiting crimes of theft and moral turpitude. Often their behavior is most unlike what they would emulate. Church members are often equally culpable in such behavior in the abuse of clergy, false accusation, embezzlement and crime and the abandonment of the purpose of the church forming it into some kind of social club.
Was Steve Lee unable to turn over leadership to Ed Dickens? Was a revolt fermented in this by him? Was the group camaradarie bound togeather and excluding changes the railroad desire to make? Was the refusal to accept his leadership and change purposeful?
We are into 2015 and Union Pacific has not pulled Ed Dickens out of managment but the old steam crew has continued to leave. This speaks for itself, that the railroad is going with Ed Dickens and a "new crew" will be built. Railfans will just have to wait for a steam program. It wouldn't have killed the steam crew to try to make the changes which managment needed?
Further, the complaints of the "old crew" are not coming to us in an honoralble fashion. Why are we hearing "Dickens wants us to work out of our area of expertise." Why not learn some new skills? Further, have any real acts of abuse by managment been done to them? None we have heard of, just petty gripes and accusations. That speaks to their real issues!
Charlie, you have been in Christian church managment in a time of wholesale loss of church membership through out Canada and the United States. I for one question this loss - I would not be proud of church managment in our time. Trains Magazine generally forbids religious discussion and the bringing of your career to the front by example although commendable and honorable is un-necessary.
With Respect,
Those that don't learn from the mistakes of the past are bound to repeat them.
Never too old to have a happy childhood!
Dr D dakotafred, Ok I checked out the "kelsey bray edgar dickens" thread on Google. I feel it lacks informational credability and smacks of way too much drama. It is a shame to see Union Pacific Railroad going through this employee conflict while attempting to establish a world class steam operation. It reminds me of the 1980's when UP allowed a group of employees to volunteer to restore UP 3895 Challenger. The railroad made them sign a statement to the effect - "Employees will be allowed to work on the UP 3895 but UP will have no obligation to retain them for this purpose and these employees will have no responsibility or connection to the locomotive operation of UP 3895." Employee conflict issues are common to most public schools, businesses, and government agencies, and even churches. The Secret Service and White House controversy are present examples. There is always theft, embezzlement, crime to deal with and there are always "fragile people" that get into institutions and businesses and then reside there as if by entitlment. The psychological term is "getting stuck" emotionally in a particular relationship, job or place. When asked to "get in step" they "get sick instead" blaming others for their imperfect world. Disturbed employees can sometimes "act out" with crimes of sabatoge, or other criminal behavior such as bringing guns to work and shooting up the place. Corporate personal departments often have many human relations problems to work out. My opinion after watching Ed Dickens as a media person, is that he is the first corporate leader to put a face on a faceless Union Pacific Steam Program. Ed Dickens charmed us all with his regular video presentations on the UP 4014 move and his preparation of public reception of the locomotive as it moved across America. I cannot recall Steve Lee developing a public relations effort. Further, watching Steve Lee on U-Tube I am struck by how much he lacks as a public speaker. I grant you that under his leadership the "UP Steam Program" has presented operational locomotives for years without incident or accident or catastrophic failure. Union Pacific is a corporate business. Operations like "UP Steam Program" draw all kinds of obsessive behavior owing to the unique and irregular nature of their erotic public relations activity. It is a shame if Union Pacific gets a black eye over this. Wyoming Nazis in the UP Steam Shop - give me a break! I am more concerned over the corporate supervision over Ed Dickens. Who would approve a massive steam shop building program? Who decided that an expanded steam stable of engines was needed? Who set out to retain Ed Dickens and authorized the hiring of more professional talent for the existing steam crew? The question also remains, were there serious employee "territorial problems" before that we did not know about? Was the Steve Lee steam program and its staff failing the corporation in some way? I find it hard to believe that Ed Dickens just came out of no where to be a "home wrecker" at the UP Steam Program. Dakotafred there are serious other questions behind your disatisfaction - do you really want to raise them at the corporations expense? Doc
dakotafred,
Ok I checked out the "kelsey bray edgar dickens" thread on Google.
I feel it lacks informational credability and smacks of way too much drama.
It is a shame to see Union Pacific Railroad going through this employee conflict while attempting to establish a world class steam operation. It reminds me of the 1980's when UP allowed a group of employees to volunteer to restore UP 3895 Challenger. The railroad made them sign a statement to the effect -
"Employees will be allowed to work on the UP 3895 but UP will have no obligation to retain them for this purpose and these employees will have no responsibility or connection to the locomotive operation of UP 3895."
Employee conflict issues are common to most public schools, businesses, and government agencies, and even churches. The Secret Service and White House controversy are present examples. There is always theft, embezzlement, crime to deal with and there are always "fragile people" that get into institutions and businesses and then reside there as if by entitlment. The psychological term is "getting stuck" emotionally in a particular relationship, job or place. When asked to "get in step" they "get sick instead" blaming others for their imperfect world. Disturbed employees can sometimes "act out" with crimes of sabatoge, or other criminal behavior such as bringing guns to work and shooting up the place. Corporate personal departments often have many human relations problems to work out.
My opinion after watching Ed Dickens as a media person, is that he is the first corporate leader to put a face on a faceless Union Pacific Steam Program. Ed Dickens charmed us all with his regular video presentations on the UP 4014 move and his preparation of public reception of the locomotive as it moved across America.
I cannot recall Steve Lee developing a public relations effort. Further, watching Steve Lee on U-Tube I am struck by how much he lacks as a public speaker. I grant you that under his leadership the "UP Steam Program" has presented operational locomotives for years without incident or accident or catastrophic failure.
Union Pacific is a corporate business. Operations like "UP Steam Program" draw all kinds of obsessive behavior owing to the unique and irregular nature of their erotic public relations activity. It is a shame if Union Pacific gets a black eye over this. Wyoming Nazis in the UP Steam Shop - give me a break!
I am more concerned over the corporate supervision over Ed Dickens. Who would approve a massive steam shop building program? Who decided that an expanded steam stable of engines was needed? Who set out to retain Ed Dickens and authorized the hiring of more professional talent for the existing steam crew?
The question also remains, were there serious employee "territorial problems" before that we did not know about? Was the Steve Lee steam program and its staff failing the corporation in some way? I find it hard to believe that Ed Dickens just came out of no where to be a "home wrecker" at the UP Steam Program.
Dakotafred there are serious other questions behind your disatisfaction - do you really want to raise them at the corporations expense?
Many good points in here. Be assured, Doc, I have nothing against U.P. or any desire to cause it injury. I worked for them in Cheyenne for 7 years in the '60s and '70s and saw the 844 in action many times.
One of my most vivid memories, from '66 or '67, was standing in the freight yard and watching it steam out of town in the middle of the night at the head of a freight in a deadhead move to Denver for an upcoming passenger run.
Re. Steve Lee: I think the best PR for the road's steam program were the locomotives he kept on the road so successfully for so long.
I read a number of the articles cited under kelsey bray edgar dickens also.
I have to say that my earlier post about a housecleaning in the steam shop seems sadly to be all too true. It appears to me as if some significant corporate politics, at several levels, were and still are at play in this particular situation. The Steam Programme is in danger of being the loser in all of this.....
I cannot make an informed comment about the lawsuit by Mr Krening; however, I believe I can fairly comment about the general state of labour relations in the steam shop based on the material I read.
It sounds as if the working environment in that place is toxic (even if it seems to smack of drama and even if not all of it can be substantiated or proven). Mr Dickens as the Senior Manager has to bear at least some of the responsibility for it being so. The maintenance of good labour relations (with managers/employees at all levels and of varying ages withiin the shop) is one part of his job description, I'm sure.
Also, as a steam shop I believe its primary job is to repair/rebuild/maintain the equipment in its care. Mr Lee clearly did that job well. The wheels turned and the equipment was well maintained and run. If he was not a public relations man, perhaps that was his downfall. Perhaps he just retired.
However as a retired power engineer (who ran his own plant), among other things, I do know that he clearly knew the working end of the steam programme. His results spoke for themselves. The railway has lots of PR people. It has many less good steam people (machinists, boilermakers etc) I'll wager. These people don't just grow on trees.
Mr Dickens by your account is a good PR man but if he is unable to run the shop effectively (labour relations and all) and keep the steam equipment working well, I'll tell you where my vote goes. It will not go to him.
UP appears to have a major problem in this programme on the face of it. I was in management long in my last career as a parish priest and regional administrator/leader within the church to know (or at least suspect) deficient leadership when I saw it. In this case both Mr Dickens and the people who put him there have some explaining to do.
If not, I foresee yet more trouble for UP Steam Operations.
Hopefully he can get the wheels turning (under their own steam) but at the moment, as things appear to stand, I'm not holding my breath.
Employee conflict issues are common to most public schools, businesses, and government agencies, and even churches. The Secret Service and White House controversy are present examples. There is always theft, embezzlement, crime to deal with and there are always "fragile people" that get into institutions and businesses and then reside there as if by entitlement. The psychological term is "getting stuck" emotionally in a particular relationship, job or place. When asked to "get in step" they "get sick instead" blaming others for their imperfect world. Disturbed employees can sometimes "act out" with crimes of sabatoge, or other criminal behavior such as bringing guns to work and shooting up the place. Corporate personal departments often have many human relations problems to work out.
dakotafred For those interested in putting some numbers to turnover in the Cheyenne steam shop, see today's Wyoming Tribune Eagle at wyomingnews.com.
For those interested in putting some numbers to turnover in the Cheyenne steam shop, see today's Wyoming Tribune Eagle at wyomingnews.com.
UNION PACIFIC's BIG THREE
Locomotive: UP 9000 - 4-12-2 UP 3902 - 4-6-6-4 UP 4002 - 4-8-8-4
Year Built: UP 9000 - 1926 UP 3902 - 1936 UP 4002 - 1941
Boiler Pressure:
UP 9000 - 220 psi UP 3902 - 255 psi UP 4002 - 300 psi
Cylinder size: bore and stroke:
UP 9000 - (3 cylinders) 27"x 32" outers with 27"x 31" inner
UP 3902 - (4 cylinders) 22"x 32"
UP 4002 - (4 cylinders) 23 3/4" x 32"
Driver Diameter:
UP 9000 - 67 inches UP 3902 - 69 inches UP 4002 - 68 inches
Tractive Effort:
UP 9000 - 96,000 lbs UP 3902 - 97,400 lbs UP 4002 - 135,400 lbs
Factor of Adhesion:
UP 9000 - 3.66 UP 3902 - 4.0 UP 4002 - 4.02
Boiler Maximum Outside diameter:
UP 9000 - 105" UP 3902 - 102" UP 4002 - 107"
Boiler Tube Length:
UP 9000 - 22'0" UP 3902 - 22' UP 4002 - 22'
Combustion Chamber Length:
UP 9000 - 81 inches UP 3902 - 86 inches UP 4002 - 112 inches
Firebox Dimensions:
UP 9000 - 184"x 108" UP 3902 - 213"x 108" UP 4002 - 235"x 96"
Grate Area:
UP 9000 - 108.3 sq ft UP 3902 - 108.2 sq ft UP 4002 - 150.3 sq ft
Heating Surface Evaporative Area:
UP 9000 - 5,817 sq ft UP 3902 - 5,381 sq ft UP 4002 - 5,755 sq ft
Superheat Surface Area:
UP 9000 - 2,550 sq ft UP 3902 - 1,650 sq ft UP 4002 - 2,043 sq ft
Drivers Wheelbase:
UP 9000 - 30' 8" UP 3902 - 35' 1" UP 4002 - 47' 3"
Engine Wheelbase:
UP 9000 - 52' 4" UP 3902 - 59' 11" UP 4002 - 72' 5 1/2"
Engine and Tender Wheelbase:
UP 9000 - 91' 7" UP 3902 - 97' 11" UP 4002 - 117' 7"
Weight on Drivers:
UP 9000 - 354,000 lbs UP 3902 - 386,000 lbs UP 4002 - 545,000 lbs
Weight of Engine:
UP 9000 - 495,000 lbs UP 3902 - 566,000 lbs UP 4002 - 772,000 lbs
Weight of Tender:
UP 9000 - 287,000 lbs UP 3902 - 310,000 lbs UP 4002 - 435,000 lbs
Tender Capacity:
UP 9000 - 15,000 gal UP 3902 - 18,350 gal UP 4002 - 25,000 gal
--------------------------------------------
Some observations - That each locomotive represents the "state of the art" in "largest built" steam locomotive for Union Pacific Railroad in the year it was built.
All locomotives used close to 68 inch drivers. Piston Stroke on all three engines is the same 32 inches the center cylinder on the 4-12-2 is one inch shorter. Tractive effort for Challenger and Union Pacific types is within 1000 lbs of each other and Big Boy tops these by 39,000 lbs. Boiler diameter for Union Pacific type is within two inches of Big Boy and Challenger. Flue tube length for all three engines is the same 22 feet. Combustion Chamber length is within 5 inches for Challenger and Union Pacific types and Big Boy is two feet longer. Grate Area for Union Pacific and Challenger is a total of 108 square feet and the Big Boy has 42 square feet more. Union Pacific 4-12-2 has more boiler Heating Surface Evaporative Area than Big Boy by 60 square feet and 400 more square feet evaporative area than Challenger. Superheating Surface Area is larger in the 4-12-2 than Big Boy by 500 square feet and Big Boy has in turn 500 square feet more Superheater Surface area than Challenger - thats a lot of Superheat Surface area for the 4-12-2.
"Driver wheelbase" for Big Boy is 47 feet, the Challenger is 35 feet and Union Pacific is 30 feet.
"Engine wheelbase" is 72 feet in engine length for Big Boy 60 feet in engine length for Challenger and 52 feet in engine length for Union Pacific.
"Engine and Tender inclusive wheelbase" is 117 feet for the Big Boy and 98 feet for the Challenger and 91 feet in length for the 4-12-2 - total length between Challenger and Union Pacific is only 7 foot but when they went to Big Boy they went for 26 feet more.
Engine "weight on the drivers" for Challenger is 40,000 lbs heavier than for Union Pacific and Big Boy is 200,000 lbs heavier on the drivers.
The famous "total engine weight" for Big Boy tops the world's scales at 772,000 lbs, Challenger comes in at 566,000 and Union Pacific at 495,000 lbs. It is interesting to note the 4-8-8-4 is 30% heavier than the 4-12-2. Union Pacific Type was long and lean.
Big Boy at 772,000 lbs compares to 751,000 lbs for C&O "Allegheny" 717,000 lbs for Northern Pacific 2-8-8-4, 665,000 lbs for Rio Grande 2-8-8-2, 657,000 lbs for the SP "cab forward" and 628,700 lbs for the B&O 2-8-8-4, and 573,000 lbs for N&W "1218."
Union Pacific 4-12-2 engine weight of 495,000 lbs compares to other rigid frame steam - Santa Fe 5000 class 2-10-4 is 538,000 lbs, and Santa Fe 3700 class "northern" is 510,000 lbs. - Pennsy Q2 non articulated duplex was 621,100 lbs and Pennsy T1 duplex was 497,200. New York Central's "fleet footed "Niagara" 4-8-4 was only 471,000 lbs. I don't have specs for the UP "Four Eight Four."
"Engine train speed" for Union Pacific 4-12-2 are reported 60 mph, for the Challenger its 70 mph, and for Big Boy its back to 60 mph.
The 1926 Union Pacific "three cylinder" 4-12-2 design is of course a copy of English practice. One must remember that in England the "three cylinder" was highly successful as a high speed passenger engine and used to set the world speed record of 126 mph. The Gresley valve gear developed in England was used on the 4-12-2 with license from Sir John Gresley in England. The four cylinder articulated Challenger and Big Boy were a second generation design concepts to go where it was not possible to build a 4-12-4 or a 4-16-4 for the railroad.
Looked at the Eagle - no sight of the story you mention. Working link would help the millions that don't reside in Wyoming
ROBERT WILLISON dakota, what did the eagle say?
dakota, what did the eagle say?
kgbw49,
Well with an invitiation like that I won't hold back from - The Third Chapter! There is more in the historical mission of Union Pacific to fulfill its heritage of steam railroading! One more part to the great Union Pacific Steam ReEnactment Pageant.
The steam locomotive named for the railroad itself - never used by any other railroad - part of Nebraska and Wyoming rural heritage - seen for decades chasing the sunset or siilouteted across the American Great Planes - I'm talking classic big steam! UP 9000 the prototype of 4-12-2 named for the railroad - The UNION PACIFIC Type!
Alfred Bruce describes the 4-12-2.
------------------------
Union Pacific 4-12-2 Type
The 4-12-2 type was developed in 1926 as a three-cylinder engine to provide a maximum tractive effort of about 96,600 lbs in a rigid engine with a low axle loading, not to exceed 60,000 lbs.
The three cylinders delivered the power directly to two different driving axles, the outer cylinders to the third axle and the center cylinder to the second axle, permitting good balance in the 67" driving wheels, and gave a very good and even torque line. Although the outside pistons and main rods connected to the number three drivers were very long, they were also readily accessible and gave no trouble.
These Union Pacific Type engines were recognized by the builder, the American Locomotive Company, as slow-speed engines, and when put into service on the Union Pacific Railroad the speed restriction of 35 miles per hour went with them; and so long as this was observed very little trouble was experienced. However, because of the long wheel base the locomotives were very stable riding, and speeds of 60 miles per hour or more were very frequently reported. The original operation of these locomotives was over an undulating trackage profile with about 1 1/2 per cent grades and 4-degree curature of track; later operations were on trackage over 2 per cent grade and 6- to 8- degrees of curvature on a reduced-speed schedule and were very successful. The Union Pacific Type 4-12-2 has good adhesion and a lateral controlled movement of the drive wheels numbers 1 and 6 - of two inches of side movement - another design which never gave any trouble.
Because of the size of the locomotive and the long drive wheel base of 30 feet 8 inches, there were other numerous new development problems to be overcome. Among them were the adaptation of the locomotive to track curvature of perhaps 20 degrees in entering or leaving the roundhouse; the equalization between the leading four wheel truck and the drive wheels on a three cylinder engine of this size, along with the ready access to the middle cylinder for maintaince and lubrication; as well as the inertia of its moving parts which were very heavy.
Another major problem which held up the construction of the Union Pacific Type 4-12-2 was the design of the firebox. It was too large to be placed entirely behind the drive wheels and had to be redesigned and relocated. The solution was a horizontal grate blocked off at the front end over number 6 drive wheels to provide additional combustion chamber volume to the usual inside combustion chamber, and to permit the number 6 drive wheels to extend up slightly into the firebox. This construction worked out remarkably well, as it provided a free-steaming boiler with good steam space and ample firebox depth and volume. These concepts were later used on the articulated 4-6-6-4 Challenger and 4-8-8-4 Big Boy locomotives having four-wheel leading trucks and whose construction entailed about the same general firebox conditions.
Although there were no comparable six-coupled-axle engines in operation in the world in 1926, the experience gained in the building of previous three-cylinder engines for the Southern Pacific in 1925 enabled the American Locomotive Company to undertake the construction of the Union Pacific Type 4-12-2 with full confidence in the outcome. To this day it is an outstanding design and one that has never been attempted with a two cylinder construction. Higher main-line speeds achieved with the Challenger 4-6-6-4 eventually forced the retirement of these remarkable engines in 1936 to a slower-speed division where they continued in daily operation into the 1950s.
About Ninety of these engines were built for the Union Pacific between 1926 and 1930.
-----------------------------------
Did I get that right? 105 Challenger 4-6-6-4 locomotives were built and 90 Union Pacific 4-12-2 locomotives were built? It is apparent the railroad felt that the design was a total success. Two Challenger 4-6-6-4 survive and one Union Pacific 4-12-2. Out of 25 Big Boy 4-8-8-4 built and 7 were preserved. Of all railroads except perhaps Norfolk and Western, Union Pacific was enamored with massive big steam power and a lot of it that no other railroad would even consider in size and quantity. All three of these locomotive designs that led one to the other 4-12-2, 4-6-6-4 and 4-8-8-4 were true TITANS! and the railroad became famous for them.
The Union Pacific design lead to the Challenger which in turn lead to the Big Boy. The time frame was 1926-30 for the 4-12-2 and 1936-42 for the 4-6-6-4 followed in 1940-45 with the 4-8-8-4. Look how the tractive effort and other specifications compare - 96,000 lbs tractive effort to 97,000 lbs of Challenger and 105,000 lbs of Big Boy. Driving wheel size the same within inches, the boiler diameter length of tubes capacity of he tenders The speed range of 60 miles per hour on the 4-12-2 lead to a 70 miles per hour Challenger and back to 60 mph again for Big Boy.
The success of UP 9000 4-12-2 is not well appreciated today - we are talking of a time when Linbergh flew the Atlantic, when the gasoline engine new development. All three of these locomotives were from one UP motive power development program and all were surprisingly about the same size, weight, and of similar overall multi-cylinder construction. UP 9000 is part of the bigger picture and I can imagine seeing this thing run.
Union Pacific 2-10-2 UP 5511 could be traded to Pamona for 4-12-2 UP 9000 - that is unless UP 5511 could provide spare parts. The heritage of Union Pacific Steam Railroading will then have come round full circle. Why not?
-----------------------------
Union Pacific Statistics - 1926 build of UP 9000
Boiler pressure - 220 lbs.
Cylinder size - (3 cylinders) inside 27" x 31" and outside 27" x 32"
Drive wheel diameter - 67"
Tractive effort - 96,600 lbs.
Factor of adhesion - 3.66
Boiler maximum outside diameter - 105"
Boiler tube length - 22 foot
Combustion Chamber - 81 inches
Firebox size - 184" x 108"
Grate area - 108.3 square feet
Heating surface evaporative area - 5,817 sq. ft.
Superheat surface - 2,550 sq. ft.
Driver wheelbase - 30 feet 8 inches
Engine wheelbase - 52 feet 4 inches
Engine and tender wheelbase - 91 feet 7 inches
Engine weight on drivers - 354,000 lbs.
Engine weight - 495,000 lbs.
Tender capacity - 15,000 gallons
Tender weight - 287,000 lbs.
One thing we can all be appreciative of is that the men and women in Omaha know how to run a railroad right. They had an operating ratio in 2014 in the low 60s, nipping at the heals of CN in that category, and made over $5 billion, clearing 21% of their revenue to the bottom line.
Why is that important to the heritage operations? Because UP is as aware of their heritage as Wells Fargo or Budweiser, and like those companies, they take it seriously and do it right. If they are having any issues with the heritage operations, history says Omaha will figure it out and get it right. One great example is their response to the grid lock on the Sunset Route in the not too distant past. That response is ongoing and it is incredible when you think about it - building another transcontinental track alongside the first transcontinental track while running operations full bore.
Omaha is apparently investing what is easily seven figures in restoring the steam shop to its prior capability. They have a Big Boy, Challenger and FEF-3 in the roundhouse. They did a pretty decent job moving the Big Boy out of Pomona and back to Cheyenne without a hitch. Thay are investing multiple seven figures in getting the Big Boy operational. They are going to get 844 back on the road again in late 2015 or 2016 and you can bet that if something bad happened to 844 on the New Mexico great circle tour (which itself was quite successful), they will never do that again because they will have learned the hard way, but they won't repeat it.
UP also has, worst case, decades and decades worth of swappable spare parts with 7 other Big Boys around the country, the Challenger in North Platte, and FEF-3 838 and FEF-2 833 in Utah.
Budweiser won't be putting the Clydesdales out to permanent pasture anytime soon, and UP's heritage program will likely outlast several more generations of caretakers and their learning curves.
In the meantime, I am going to pop open a Budweiser and toast the UP for the show they have given us to date with 844 and 3985 from West Coast to Gulf Coast, and the "Big Jack" 6936 and the E-9s on inspection specials and the Frontier Days events, and for the show that will inevitably come because The Lords of the High Iron in Omaha, with their multimillion investment in process, are saying it will be so.
(Dr. D, thanks so much for the information on the Challenger and Big Boy. It was very enjoyable reading!)
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