|
 |
|
| jingle UP rollin rr 1978 |
jingle UP rollin rr rivers 1984 |
.....UPDATE 21 NOVEMBER 2007..... |
| chronology of Motive Power (mainly Steam) of the "Union Pacific" |
| Gas Turbine Engines |
|
a part of the steam histort of the Union Pacific
This is a part of the story of UP’s motive power and the search for speed and power
on the first transcontinental railroad, from Omaha, Nebraska to Sacramento, California
Along with Sherman Hill in Wyoming, the Wasatch grade was UP's other major obstacle to operations.
Its original 1.77 percent grade, compared to Sherman's 1.55 percent climb, made the use of multiple locomotives,
a road locomotive and a helper, a necessity on almost every train.
To do away with helper locomotives, in January 1910 UP took delivery of three massive 2-8-8-2s
built to a Harriman-era Common Standard design also used on Southern Pacific,
and on subsidiary Oregon Railway & Navigation Co.
Their UP road numbers were 2000-2002, and they were temporarily assigned service between
Ogden and Evanston while the facilities at Cheyenne and Laramie
were being reconstructed to accommodate these new locomotives.
Their eastward tonnage rating between Ogden and Evanston was 1,750 tons,
compared to the next largest locomotive, UP's 2-8-0s, which were rated at 880 tons.
The 2000 series were used in Weber Canyon from their delivery in 1910 to about 1915,
when they were moved east to Cheyenne.
In 1917 they were sold to Oregon Short Line and assigned to helper service on King Hill,
east of Glenns Ferry, they were retired in 1928.
Over-the-road speed has always been required by Union Pacific, and these early articulateds were simply too slow
to find a permanent home on the Wyoming and Utah mainline.
By the time of their retirement, UP had taken delivery of numerous 2-8-2s, 2-10-2s, 4-8-2s, and 4-10-2s,
modern locomotives that allowed higher operating speeds.
The first steam locomotives built specifically to conquer the Wasatch grade were UP's 90 TTT-class 2-10-2s,
delivered in 1917 to 1924 as part of a larger fleet of 144 locomotives.
They were designed to operate with increased tonnage and without helpers, and those that were owned by UP
(numbered 5000-5089) spent their initial years operating between Ogden and Evanston,
and were part of the modernization that also brought double track to portions of Weber and Echo canyons.
At Evanston the trains were turned over to heavy 2-8-2s for the trip across the flatter Wyoming mainline.
|
| back to top |
As train size continued to increase, mainly due to traffic increases from World War I,
helpers were usually added to eastbound trains in the form of 2-8-0s.
The 5000 class continued to operate on the Wasatch grade until most steam locomotives were pushed
east by the delivery of fleets of diesel and turbine locomotives in 1952-1955.
Along with the 2-10-2s in 1917, UP also ordered fifteen compound Mallet 2-8-8-0s for service on the Wasatch grade,
and were the first of a fleet of sixty-five locomotives.
War time restrictions during World War I forced the delayed delivery the first order until 1918.
Later orders continued to be delivered as late as 1924.
These were Mallet locomotives much like the earlier 2000 class of 1910, but were designed for higher road speeds.
Also, these compound articulated locomotives came from Alco, instead of Baldwin for the earlier design.
With a total fleet of sixty-five Mallet 2-8-8-0s for UP, numbered as 3600-3664,
and another three each for OSL and OWR&N, this was indeed a successful design for its time.
Until the delivery of UP's first Challengers in 1936, the 3600 series 2-8-8-0s, known as Bullmooses,
were a mainstay for both the Wasatch grade, and on Sherman Hill.
The combination of a 2-8-8-0 road engine, in combination with a 2-10-2 helper,
was found to be too slow for UP's growing need for heavy, fast freight power,
so beginning in 1935 and continuing through 1944, in an effort to increase their over-the-road speed,
all were converted from compound articulated locomotives to simple articulated locomotives.
In 1937 they were renumbered from the 3600 series to the 3500 series.
Their lack of ability in fulfilling UP's need for high speed freight operation, compared to the new Challengers,
and forced the Bullmooses almost solely to helper service.
Eight 2-8-8-0s were working coal runs out of Rock Springs, six 2-10-2s were in helper service
and 16 2-8-2s were in helper and branch freight service.
Motive Power of the Union Pacific states that as of January 1, 1929,
4-12-2s where in service between Laramie and Green River,
they replaced the 2-10-2s on there assignment when the last order of 4-12-2s were delivered.
There was an additional 50 4-12-2s delivered in 1929 and 1930.
The 4-12-2s were rated at 3000 tons, the same as the 2-8-8-0 Mallets.
In February 1936, Vice-President W.M. Jeffers wrote Chairman W.A. Harriman that assigning 15 new 4-6-6-4s
to the Ogden-Green River freight pool would release 15 4-12-2s for assignment between Cheyenne and North Platte,
replacing 2-10-2s which made 2800 round-trips during 1935.
By 1934 the railroad could see that the compound 2-8-8-0s, with 2-10-2 helpers, and the road's 4-12-2s,
still did not meet UP's need for high speed freight service.
Research and design, and visits to other roads, along with many discussions with American Locomotive Co.
soon resulted in an all-new design for UP in early 1934.
In addition to increasing the speed of freight trains, the other goal was to eliminate double heading of passenger trains,
and to stop running passenger trains in multiple sections.
|
| back to top |
The new design, called Challenger, was for an all new from-the-ground-up locomotive, with the 4-6-6-4 wheel arrangement.
The Challenger name came from a conversation in 1936 among UP president William Jeffers
and a team from the road's mechanical department.
Jeffers wanted a locomotive that could run unassisted from Ogden to Wahsatch, run fast from Wahsatch to Green River,
then return to Ogden with another train.
He was told that it would be a challenge for any locomotive to do so.
Jeffers liked the name and sent a memo to the advertising department
that the new locomotive would be called "Challenger."
The first fifteen 4-6-6-4 Challengers were delivered in September 1936.
Numbered as UP 3900-3914, they were soon followed by another twenty-five 4-6-6-4s in August 1937.
These were known as the "small" Challengers and were designed especially to move trains
up the Wasatch grade without helpers.
They ruled supreme on the grade for six years, at times with 2-8-2 and 2-10-2 helpers
to ensure the speed of UP's fast freights.
The next sixty-five Challengers, known as the "large" Challengers and numbered as UP 3930-3969 and 3975-3999,
arrived in 1942 to 1944, and were designed as part of an overall motive power plan that used Big Boys on
the Wasatch grade from Ogden east to Evanston and Green River.
At Green River, the Big Boys were sent back west to Ogden and the trains were put under the care of
the new Challengers for the trip across Wyoming east to Laramie.
The small Challengers were displaced on the Wasatch by Big Boy, and were moved west for service
in California and Nevada, and in Idaho and Oregon.
In later years, all of the Challengers were sent east as UP continued to dieselize,
first the South-Central District in 1948, and then the North-western District in 1954.
One group of oil fired large Challengers became a mainstay on the Wasatch as rear end helpers,
assisting turbine- and diesel-powered freights in their climb from Ogden to Wyoming.
The 1940 annual report carried an announcement that "in late 1940, an order for fifteen freight locomotives of
a new design which will be more powerful than any locomotives now owned by the Company and capable of
hauling heavier trainloads at high speed and with fewer stops for fuel and water.
The new locomotives will be used between Ogden, Utah, and Green River, Wyoming,
and will permit the discontinuance of helper locomotives up a 1.14% grade from Ogden to Wahsatch, Utah,
(65 miles) with substantial saving in expense.
Early in 1941, five more of these locomotives were ordered in anticipation of further increase
in traffic from the national defense program." Of course, these new locomotives were the 4-8-8-4 Big Boy locomotives.
The first of the first order for twenty locomotives was delivered in the first week of September 1941,
and with the delivery of the second order for an additional five locomotives in fall 1944,
all twenty-five were put into service, dominating almost every train east of Ogden.
The name “Big Boy” came from the smoke box were it was written by a mechanic.
|
| back to top |
The first train that Big Boy took east from Ogden on September 9, 1941 was 3,500 tons.
It left Ogden in the afternoon of September 9th and made the trip to Green River in six hours and fifty minutes.
It returned to Ogden right away with a train of 120 empties.
The shop forces turned it right around again and it headed east again with another train,
this time the load was 3,870 tons, 800 tons heavier than the ordinary load.
For over six years, Big Boys were used almost exclusively for which they were deigned,
to move a 3,600 ton train east from Ogden to Green River at a sustained 18 miles per hour.
While the specific tonnage for any given train varied from as low as 3,400 tons to as much as 4,000 tons
(an average of 45 to 55 loads with 10 to 20 empties), the performance of Big Boy never varied.
The locomotives did exactly what they were designed for.
Although traffic continued to grow, and helper locomotives were not entirely banished from the Wasatch grade,
Big Boy took many trains to the top at Wahsatch unassisted, doing a job that always took two locomotives before.
The length of Big Boy and its needed clearances caused a lot of trackwork between Ogden and
Green River to be changed.
In anticipation of the first delivery in September 1941, all during the summer of
1941 almost every curve was realigned.
Gateway siding, just east of the Devils Gate bridge, was retired because it was not possible to realign
the siding without interfering with an adjacent super elevated curve.
Heavier 131-pound rail was laid, and new ballast was applied,Big Boy was the biggest it could be.
To do more to accommodate a larger or heavier locomotive would have meant that the entire railroad,
including all tunnels and bridges, would have to be replaced.
Big Boy was as big as UP could economically squeeze on to its route up the Wasatch and across Wyoming.
The tenders for Big Boy were designed to carry a full load of coal and water to pull
a 3,600 ton train from Ogden to Echo.
At Echo each locomotive was refuelled for the continued trip to Evanston and Green River.
By 1950, the growing fleet of diesels (EMD F3s and F7s), which did not need to stop at Echo for
refueling and water, made keeping them on the Wasatch more costly.
Big Boy was moved east, to operate between Cheyenne and Green River,
along with the fleet of large Challengers that had be purchased for that same run.
In June 1957, steam power between Ogden and Green River was only the seven Challengers in helper service,
and a 2-8-2 in work train service.
Steam power saw its last days of service on the Wasatch grade in November 1957,
when the oil-burning Challengers were sent east.
In October 1958, seven of the oil burning 3700 class Challengers returned to Utah and worked until December 24th,
at which time they were stored at Ogden.
In June 1959, they were moved to Cheyenne for service between Cheyenne and North Platte.
This service was cut short after three weeks due to a steel strike.
|
| back to top |
Union Pacific was the only railroad in the United States to own and operate gas turbine locomotives.
The turbine, rather than an internal combustion diesel engine, drove an alternator/generator
to supply electricity to electric motors mounted on the axles.
Union Pacific's gas turbine fleet totalled 55 locomotives.
The first turbine, No. 50, was built by Alco-GE in 1948 and was tested extensively on UP in 1949.
Although it was painted in Union Pacific colors, the railroad never owned No. 50,
but it paved the way for the GE turbine fleet which followed.
The first ten UP turbines, Nos. 51-60, packing 4,500 horsepower each,
were delivered to UP by General Electric in 1952.
Fifteen more of these units were ordered in 1954 and numbered 61-75.
Thirty units of a larger model, numbered 1-30, were delivered between 1958 and 1961.
With a hefty 8,500 horsepower apiece, the last 30 units were the largest locomotives ever built.
The turbine fleet pulled freight trains between Council Bluffs, IA, and Ogden, UT.
Although tested on the Salt Lake City to Los Angeles run,
their tremendous noise quickly made them unpopular in California.
The locomotives were nicknamed "Big Blows" for their deafening jet engine exhaust noise.
The huge locomotives, with their big appetite for fuel oil, eventually fell victim to the more efficient diesels,
and in 1970 the turbines ran their last miles.
Union Pacific also experimented with a steam turbine in 1939 and a coal-fired turbine in 1962.
Neither locomotive however, was successful.
Do they still excist?
Although Union Pacific never donated any turbines directly to museums,
two of the locomotives did survive and now are on public display.
No. 18 is at the Illinois Railway Museum in Union, IL .
No. 26 and 26B are displayed at Ogden Union Station in Ogden, UT.
|
back to top
|
Chronology of Motive Power, 1934-1959
(Conyright, 2002, door Don Strack)
(Note: UP's diesel era began with the delivery of the M-10000, a distillate powered articulated Streamliner train, and M-10001, a diesel powered articulated Streamliner train, in May and June 1934.)
1934
(1,507 total steam on 1 January 1934)
(0 total diesel on 1 January 1934)
steam
(No purchases)
| Retired (42) |
7 |
0-6-0 |
UP 4350, 4357, 4374, 4397, 4406, 4418, 4735 |
| |
16 |
2-8-0 |
UP 120, 150, 154, 209, 225, 232, 277, 300, 303, 426, 435, 499, 746, 6013, 6015, 6040 |
| |
4 |
4-6-0 |
UP 1261, 1366, 1743, 1744 |
| |
15 |
4-6-2 |
UP 2809, 2818, 3106, 3107, 3150, 3151, 3152, 3153, 3157, 3158, 3163, 3166, 3167, 3168, 3170 |
Diesel
| Added (2) |
2 |
Streamliner |
UP M-10000, M-10001 |
back to top
1935
(1,465 total steam on 1 January 1935)
(2 total diesel on 1 January 1935)
(No purchases)
(No retirements)
1936
(1,465 total steam on 1 January 1936)
(2 total diesel on 1 January 1936)
(operations of UP, OSL, O-WR&N, StJ&GI, and LA&SL consolidated on January 1, 1936)
steam
| Added (19) |
4 |
4-6-0 |
OSL 1584-1587 (purchased secondhand from P&IN) |
| |
15 |
4-6-6-4 |
UP 3900-3914 (renumbered to UP 3800-3814 in 1944) |
| |
|
|
|
| Retired (35) |
9 |
0-6-0 |
4236, 4355, 4356, 4366, 4386, 4396, 4403, 4908, 4930 |
| |
9 |
2-8-0 |
107, 204, 222, 288, 468, 473, 6066, 6076, 6077 |
| |
1 |
4-4-0 |
947 |
| |
6 |
4-6-0 |
1239, 1251, 1273, 1322, 1530, 1556 |
| |
10 |
4-6-2 |
2800, 2812, 2820, 2826, 2832, 2842, 3200, 3201, 3209, 3214 |
Diesel
| Added (5) |
5 |
Streamliner |
UP M-10002 tot M-10006 |
back to top
1937
(1,449 total steam on 1 January 1937)
(7 total diesel on 1 January 1937)
steam
| Added (45) |
20 |
4-8-4 |
UP 800-819 |
| |
25 |
4-6-6-4 |
UP 3915-3939 (renumbered to UP 3815-3839 in 1944) |
| |
|
|
|
| Retired (14) |
4 |
0-6-0 |
UP 4408, 4755, 4757, 4911 |
| |
5 |
2-8-0 |
UP 218, 281, 307, 318, 333 |
| |
2 |
4-6-0 |
UP 1258, 1260 |
| |
3 |
4-6-2 |
UP 2815, 2828, 2846 |
Diesel
| Added (6) |
2 |
E2A |
City of Los Angeles LA-1, City of San Francisco SF-1 |
| |
4 |
E2B |
City of Los Angeles LA-2, LA-3, City of San Francisco SF-2, SF-3 |
1938
(1,480 total steam on 1 January 1938)
(13 total diesel on 1 January 1938)
steam
(No purchases)
| Retired (6) |
6 |
2-8-0 |
240, 292, 311, 404, 431, 700 |
Diesel
(No purchases)
back to top
1939
(1,474 total steam on 1 January 1939)
(13 total diesel on 1 January 1939)
steam
| Added (15) |
15 |
4-8-4 |
UP 820-834 |
| |
|
|
|
| Retired (3) |
3 |
2-8-0 |
UP 6006, 6020, 6056 |
Diesel
| Added (2) |
1 |
E3A |
City of Los Angeles LA-5 |
| |
1 |
E3B |
City of Los Angeles LA-6 |
| |
3 |
Streamliner booster |
CD-05C, CD-06-C, CD-07-C |
| |
|
|
|
| Operated |
2 |
steam Turbine |
UP 1, 2 (in service, April to June 1939) |
| |
1 |
NW2 |
EMC 889 (EMC demonstrateur) (in service, October 1939 to March 1940) |
| |
1 |
SW1 |
EMC 911 (EMC demonstrateur) (in service, October 1939 to March 1940) |
| |
|
|
|
| Retired |
1 |
Streamliner |
UP M-10001 |
| |
1 |
Streamliner |
UP LA-4 (ex M-10004) |
back to top
1940
(1,486 total steam on 1 January 1940)
(16 total diesel on 1 January 1940)
steam
(No purchases)
| Retired (46) |
3 |
0-6-0 |
UP 4237, 4931, 4933 |
| |
26 |
2-8-0 |
UP 119, 257, 265, 289, 412, 413, 429, 439, 447, 452, 453, 457, 462, 464, 467,
474, 483, 706, 728, 755, 767, 6005, 6019, 6024, 6069, 6081 |
| |
9 |
4-6-0 |
UP 1583, 1735, 1742, 1749, 1750, 1752, 1753, 1756, 1758 |
| |
8 |
4-6-2 |
UP 2802, 2803, 2823, 2827, 2830, 2850, 3210, 3216 |
Diesel
| Added (21) |
6 |
E6A |
UP 7-M-1A,2A, 8-M-1A,2A, 9-M-1A,2A |
| |
15 |
NW2 |
UP 1000-1014 (including EMC 889 demonstrator) |
1941
(1,440 total steam on 1 January 1941)
(37 total diesel on 1 January 1941)
steam
| Added (20) |
20 |
4-8-8-4 |
UP 4000-4019 |
Diesel
| Added (18) |
2 |
E6A |
City of Los Angeles LA-4, City of San Francisco SF-4 |
| |
4 |
E6B |
City of Los Angeles LA-5, LA-6, City of San Francisco SF-5, SF-6 |
| |
12 |
NW2 |
UP 1015-1026 |
| |
|
|
|
| Retired |
1 |
Streamliner |
UP M-10000 |
back to top
1942
(1,460 total steam on 1 January 1942)
(54 total diesel on 1 January 1942)
steam
| Added (20) |
20 |
4-6-6-4 |
UP 3950-3969 |
| |
|
|
|
| Retired (3) |
2 |
0-6-0 |
UP 4902, 4904 |
| |
1 |
4-6-0 |
UP 1716 |
Diesel
| Added (9) |
9 |
NW2 |
UP 1027-1035 |
1943
(1,477 total steam on 1 January 1943)
(63 total diesel on 1 January 1943)
steam
| Added (25) |
25 |
4-6-6-4 |
UP 3708-3717 (10 locomotives), 3985-3999 (15 locomotives) |
| |
|
|
|
| Retired (2) |
2 |
0-6-0 |
UP 4903, 4906 |
Diesel
| Added (17) |
13 |
S-2 |
UP 1036-1048 |
| |
4 |
VO-1000 |
UP 1057-1060 |
back to top
1944
(1,500 total steam on 1 January 1944)
(80 total diesel on 1 January 1944)
steam
| Added (35) |
10 |
4-8-4 |
UP 835-844 |
| |
20 |
4-6-6-4 |
UP 3700-3707 (8 locomotives), 3933, 3935, 3936, 3939, 3940, 3941, 3942, 3945, 3946, 3947, 3948, 3949 (12 locomotives) |
| |
5 |
4-8-8-4 |
UP 4020-4024 |
Diesel
| Added (8) |
6 |
S-2 |
UP 1049-1054 |
| |
2 |
VO-1000 |
UP 1055, 1056 |
1945
(1,535 total steam on 1 January 1945)
(88 total diesel on 1 January 1945)
steam
| Added (35) |
30 |
2-8-8-2 |
UP 3570-3599 (purchased secondhand from C&O) |
| |
5 |
2-8-8-2 |
UP 3670-3674 (purchased secondhand from N&W) |
| |
|
|
|
| Retired (4) |
2 |
0-6-0 |
UP 4226, 4907 |
| |
2 |
4-6-0 |
UP 1733, 1737 |
(No steam locomotive purchases after 1945)
Diesel
| Added (37) |
33 |
S-2 |
UP 1119-1151 |
| |
2 |
Erie A |
UP 50-M-1A,2A |
| |
1 |
Erie B |
UP 50-M-3B |
| |
1 |
H10-44 |
UP 1300 |
back to top
1946
(1,566 total steam on 1 January 1946)
(125 total diesel on 1 January 1946)
steam
| Retired (67) |
10 |
0-6-0 |
4242, 4243, 4419, 4600, 4707, 4731, 4740, 4749, 4916, 4929 |
| |
35 |
2-8-0 |
155, 158, 213, 216, 231, 245, 268, 271, 274, 285, 286, 290, 291, 299, 301,
304, 305, 310, 312, 313, 329, 350, 352, 405, 408, 436, 443, 455, 458, 487,
536, 584, 707, 710, 6014 |
| |
4 |
2-8-2 |
2102, 2523, 2536, 2538 |
| |
1 |
2-8-8-2 |
3597 |
| |
8 |
4-6-0 |
1584, 1587,
1715, 1731, 1734, 1738, 1739, 1760 |
| |
9 |
4-6-2 |
2819, 2829, 2854, 2855, 2857, 2858, 2859, 3108, 3213 |
Diesel
| Added (30) |
15 |
NW2 |
UP 1036-1050 |
| |
6 |
E7A |
UP 907A, 927A, 930A, 931A, 959A, 960A |
| |
7 |
E7B |
UP 908B, 909B, 928B, 929B, 961B, 962B, 963B |
| |
2 |
S-2 |
UP 1152, 1153 |
| |
|
|
|
| Retired |
1 |
Streamliner |
UP M-10002 |
1947
(1,499 total steam on 1 January 1947)
(154 total diesel on 1 January 1947)
steam
| Retired (334) |
49 |
0-6-0 |
4230, 4233, 4234, 4235, 4238, 4239, 4240, 4241, 4405, 4411, 4413, 4415, 4416, 4426, 4427,
4430, 4431, 4432, 4438, 4440, 4445, 4450, 4452, 4454, 4458, 4463, 4465, 4469, 4470, 4472,
4473, 4476, 4601, 4606, 4608, 4609, 4703, 4736, 4741, 4742, 4743, 4744, 4748, 4750, 4751,
4756, 4912, 4913, 4915 |
| |
1 |
2-10-2 |
5045 |
| |
92 |
2-8-0 |
202, 203, 207, 208, 211, 214, 220, 223, 224, 227, 228, 229, 230, 233, 234,
238, 239, 241, 242, 244, 249, 251, 252, 258, 262, 266, 269, 276, 279, 282, 295, 296, 298, 302, 308, 320, 321, 326, 330, 401, 422, 425, 427, 442, 446, 456, 459, 469, 470, 479, 493, 518, 524, 528, 534, 565, 566, 579, 581, 585, 588, 590, 594, 598, 599, 610, 614, 620, 621, 705, 718, 719, 721, 738, 741, 747, 753, 756, 759, 766, 6001, 6002, 6008, 6010, 6012, 6023, 6029, 6030, 6049, 6057, 6061, 6075 |
| |
82 |
2-8-2 |
1900, 1904, 1907, 1909, 1910, 1913, 1915, 1917, 1921, 1926, 1929, 1931, 1936, 1939, 2000, 2004, 2011, 2012, 2018, 2022, 2024, 2028, 2029, 2031, 2032, 2101, 2107, 2110, 2123, 2127, 2128, 2129, 2130, 2131, 2132, 2136, 2139, 2142, 2143, 2144, 2146, 2149, 2153, 2155, 2162, 2163, 2166, 2169, 2200, 2227, 2234, 2237, 2238, 2239, 2240, 2247, 2255, 2256, 2260, 2261, 2271, 2274, 2284, 2293, 2296, 2299, 2300, 2301, 2313, 2319, 2508, 2512, 2518, 2522, 2530, 2563, 2700, 2705, 2706, 2708, 2712, 2732 |
| |
7 |
2-8-8-0 |
3505, 3509, 3511, 3517, 3525, 3527, 3557 |
| |
33 |
2-8-8-2 |
UP 3570-3596, 3599, 3670-3674 |
| |
11 |
4-6-0 |
1573, 1578, 1580, 1585, 1586, 1745, 1748, 1754, 1755, 1757, 1759 |
| |
59 |
4-6-2 |
2824, 2835, 2844, 2852, 2853, 2861, 2862, 2871, 2872, 2875, 2876, 2877, 2879, 2880, 2882, 2883, 2884, 2885, 2886, 2887, 2891, 2892, 2893, 2895, 2896, 2898, 2900, 2901, 2902, 2903, 2904, 2905, 3100, 3104, 3105, 3109, 3110, 3111, 3113, 3115, 3117, 3118, 3120, 3125, 3126, 3127, 3128, 3132, 3133, 3176, 3179, 3180, 3181, 3204, 3205, 3212, 3218, 3220, 3224 |
Diesel
| Added (128) |
25 |
NW2 |
UP 1051-1075 |
| |
1 |
GE 44 totn |
UP 1399 |
| |
2 |
Erie A |
UP 984A, 985A |
| |
2 |
Erie B |
UP 986B,. 987B |
| |
4 |
H10-44 |
UP 1301-1304 |
| |
11 |
H20-44 |
UP 1360-1370 |
| |
4 |
PA-1 |
UP 994A-997A |
| |
2 |
PB-1 |
UP 998B, 999B |
| |
1 |
RS-2 |
UP 1191 |
| |
1 |
RSC-2 |
UP 1190 (former Alco demonstrator) |
| |
5 |
F3A passenger |
UP 964A-968A |
| |
10 |
F3B passenger |
UP 969B-978B |
| |
10 |
F3A freight |
UP 1400A-1409A |
| |
10 |
F3B freight |
UP 1442B-1451B |
| |
24 |
FA-1 |
UP 1500A-1523A |
| |
16 |
FB-1 |
UP 1524B-1541B |
back to top
1948
(1,165 total steam on 1 January 1948)
(282 total diesel on 1 January 1948)
steam
| Retired (90) |
5 |
0-6-0 |
4421, 4428, 4435, 4443, 4457 |
| |
2 |
2-10-2 |
5000, 5070 |
| |
27 |
2-8-0 |
217, 235, 250, 253, 309, 351, 353, 417, 475, 529, 562, 568, 577, 592, 605, 612, 619, 731, 732, 735, 6003, 6022, 6031, 6039, 6059, 6067, 6085 |
| |
34 |
2-8-2 |
1901, 1903, 1906, 1908, 1911, 1918, 1920, 2007, 2008, 2009, 2113, 2135, 2154, 2156, 2158, 2212, 2216, 2222, 2229, 2232, 2248, 2249, 2273, 2276, 2303, 2308, 2513, 2531, 2532, 2542, 2707, 2727, 2729, 2735 |
| |
4 |
2-8-8-0 |
3503, 3507, 3515, 3547 |
| |
2 |
4-10-2 |
5094, 5096 |
| |
1 |
4-12-2 |
9018 |
| |
6 |
4-6-0 |
1577, 1579, 1730, 1740, 1741, 1747 |
| |
9 |
4-6-2 |
2873, 2878, 2881, 2890, 2909, 3116, 3123, 3177, 3208 |
Diesel
| Added (232) |
5 |
DS-4-4-10 |
UP 1206-1210 |
| |
1 |
DRS-6-4-15 |
UP 1250 (former Baldwin demonstrator) |
| |
20 |
NW2 |
UP 1076-1095 |
| |
5 |
H15-44 |
UP 1325-1329 |
| |
4 |
Erie A |
UP 704-707 |
| |
2 |
Erie B |
UP 704B, 706B |
| |
10 |
RSC-2 |
UP 1180-1189 |
| |
3 |
RS-2 |
UP 1192-1194 |
| |
6 |
F3A passenger |
UP 905-910 |
| |
6 |
F3B passenger |
UP 905B, 905C, 907B, 907C, 909B, 909C |
| |
64 |
F3A freight |
UP 1410A-1423A, 1424-1463, 1550-1559 |
| |
58 |
F3B freight |
UP 1452B-1465B,
1424B,C-1438B,C (even numbers only), 1442B,C-1458B,C (even numbers only) |
| |
20 |
FA-1 |
UP 1542A, 1543A, 1627-1643 |
| |
28 |
FB-1 |
UP 1540B, 1541B,
1618B,C-1642B,C (even numbers only) |
| |
|
|
|
| Retired (6) |
1 |
E2A |
UP 983J (sold to SP) |
| |
1 |
E2A |
UP 984J (sold to C&NW) |
| |
1 |
E6A |
UP 985J (sold to C&NW) |
| |
1 |
E7A |
UP 988J (sold to C&NW) |
| |
2 |
E7B |
UP 986BJ, 986CJ (sold to SP) |
back to top
1949
(1,075 total steam on 1 January 1949)
(508 total diesel on 1 January 1949)
steam
| Retired (57) |
3 |
0-6-0 |
4441, 4453, 4455 |
| |
8 |
2-10-2 |
5001, 5500, 5505, 5506, 5510, 5520, 5521, 5523 |
| |
10 |
2-8-0 |
113, 117, 247, 255, 306, 315, 317, 420, 595, 611 |
| |
14 |
2-8-2 |
1927, 1928, 1940, 2017, 2020, 2027, 2118, 2152, 2205, 2291, 2311, 2506, 2526, 2553 |
| |
15 |
2-8-8-0 |
3510, 3513, 3516, 3526, 3531, 3532, 3537, 3546, 3548, 3549, 3551, 3554, 3562, 3564, 3565 |
| |
2 |
4-10-2 |
5098, 5099 |
| |
1 |
4-6-0 |
1751 |
| |
3 |
4-6-2 |
2874, 2907, 3178 |
| |
1 |
4-8-2 |
7009 |
Diesel/GTEL
| Added (20) |
1 |
4500 GTEL |
UP 50 |
| |
4 |
PA-1 |
UP 604-607 |
| |
4 |
PB-1 |
UP 604B, 605B, 606B |
| |
1 |
RS-2 |
UP 1195 |
| |
4 |
F3A freight |
UP 1560-1563 |
| |
6 |
F3B freight |
UP 1440B,C, 1560B,C, 1562B,C |
| |
|
|
|
| Retired (2) |
1 |
F3A |
UP 1435 (wrecked) |
| |
1 |
F3B |
UP 1422C (wrecked) |
back to top
1950
(1,018 total steam on 1 January 1950)
(526 total diesel/GTEL on 1 January 1950)
steam
| Retired (21) |
1 |
0-6-0 |
4423 |
| |
5 |
2-10-2 |
5003, 5076, 5306, 5308, 5504 |
| |
2 |
2-8-0 |
495, 591 |
| |
2 |
2-8-2 |
2305, 2527 |
| |
4 |
2-8-8-0 |
3545, 3556, 3560, 3569 |
| |
5 |
4-6-2 |
2864, 3114, 3119, 3121, 3225 |
| |
2 |
4-8-2 |
7011, 7860 |
Diesel/GTEL
| Added (39) |
3 |
H16-44 |
UP 1340-1342 |
| |
1 |
E7A |
UP 988 (former EMD demonstrator) |
| |
5 |
E8A |
UP 926-930 |
| |
5 |
E8B |
UP 926B-930B |
| |
25 |
SW7 |
UP 1800-1824 |
(plus two 25 top Whitcomb locomotives for tie treatment plants)
1951
(997 total steam on 1 January 1951)
(565 total diesel/GTEL on 1 January 1950)
(Merged with Laramie, North Park & Pacific, December 1951)
steam
| Retired (11) |
6 |
2-8-0 |
105, 403, 523, 563, 570, 607 |
| |
1 |
2-8-2 |
2103 |
| |
1 |
4-6-0 |
1575 |
| |
3 |
4-6-2 |
2906, 3215, 7001 |
Diesel/GTEL
| Added (61) |
8 |
TR5 |
UP 1870-1877 |
| |
8 |
TR5B |
UP 1870B-1877B |
| |
15 |
F7A |
UP 1466-1480 |
| |
30 |
F7B |
UP 1466B,C-1494B,C (even numbers only) |
| |
|
|
|
| Retired (5) |
1 |
4500 GTEL |
UP 50 |
| |
2 |
F3A |
UP 1504, 1553 (wrecked) |
| |
2 |
F3B |
UP 1530B, 1558C (wrecked) |
back to top
1952
(986 total steam on 1 January 1952)
(621 total diesel/GTEL on 1 January 1952)
steam
| Retired (38) |
3 |
0-6-0 |
4425, 4468, 4754 |
| |
7 |
2-10-2 |
5004, 5017, 5026, 5048, 5059, 5305, 5317 |
| |
2 |
2-8-0 |
476, 6043 |
| |
3 |
2-8-2 |
2003, 2015, 2507 |
| |
11 |
2-8-8-0 |
3508, 3514, 3522, 3529, 3535, 3536, 3539, 3542, 3550, 3555, 3561 |
| |
9 |
4-6-2 |
2851, 2856, 2863, 2865, 2866, 2867, 2868, 2869, 3129 |
| |
3 |
4-8-2 |
7005, 7007, 7026 |
Diesel/GTEL
| Added (25) |
6 |
4500 GTEL |
UP 51-56 |
| |
1 |
E8A |
UP 925 |
| |
6 |
AS-616 |
UP 1260-1265 |
| |
2 |
FP7 |
UP 1498, 1499 (as UP 911, 912) |
| |
2 |
F7B passenger |
UP 1498B, 1498C (as UP 910B, 910C) |
| |
2 |
F7A |
UP 1481, 1482 (former EMD demonstrators) |
| |
2 |
F7B |
UP 1496B, 1496C (former EMD demonstrators) |
| |
2 |
F7A |
UP 1464, 1465 (rebuilt from wrecked F3As) |
| |
2 |
F7B |
UP 1464B, 1464C (rebuilt from wrecked F3As) |
1953
(948 total steam on 1 January 1953)
(646 total diesel/GTEL on 1 January 1953)
steam
| Retired (69) |
12 |
0-6-0 |
4414, 4433, 4444, 4451, 4460, 4603, 4607, 4917, 4919, 4920, 4921, 4923 |
| |
2 |
2-10-2 |
5015, 5040 |
| |
10 |
2-8-0 |
248, 254, 322, 328, 411, 434, 451, 478, 539, 761 |
| |
26 |
2-8-2 |
1916, 1925, 1935, 1941, 1944, 2034, 2119, 2122, 2124, 2137, 2141, 2160, 2221, 2226, 2231, 2265, 2269, 2297, 2304, 2481, 2490, 2493, 2535, 2543, 2554, 2734 |
| |
1 |
2-8-8-0 |
3559 |
| |
1 |
4-10-2 |
5095 |
| |
6 |
4-12-2 |
9002, 9008, 9025, 9034, 9056, 9081 |
| |
5 |
4-6-2 |
2870, 2899, 2910, 2911, 3122 |
| |
6 |
4-8-2 |
7004, 7024, 7030, 7037, 7861, 7867 |
Diesel/GTEL
| Added (122) |
4 |
4500 GTEL |
UP 57-60 |
| |
12 |
E8A |
UP 931-942 |
| |
23 |
E8B |
UP 922B-925B, 931B-949B |
| |
1 |
F7A |
UP 1483 (former EMD demonstrator) |
| |
30 |
GP7 |
UP 700-729 (renumbered to UP 100-129) |
| |
10 |
SD7 |
UP 775-784 (renumbered to UP 450-459) |
| |
42 |
SW9 |
UP 1825-1866 |
| |
|
|
|
| Retired (10) |
3 |
Streamliners |
City of Denver CD-05,
CD-06, CD-07 |
| |
3 |
Streamliner booster |
CD-05-C, CD-06-C, CD-07-C |
| |
4 |
E2B |
UP 983B, 983C, 984B, 984C |
back to top
1954
(879 total steam on 1 January 1954)
(758 total diesel/GTEL on 1 January 1954)
steam
| Retired (258) |
15 |
0-6-0 |
4412, 4417, 4424, 4434, 4456, 4464, 4467, 4478, 4479, 4480, 4602, 4604, 4752, 4914, 4922 |
| |
39 |
2-10-2 |
5005, 5016, 5018, 5019, 5021, 5022, 5023, 5025, 5027, 5029, 5031, 5032, 5038, 5039, 5042, 5043, 5046, 5054, 5055, 5058, 5061, 5062, 5066, 5068, 5075, 5077, 5081, 5082, 5084, 5086, 5302, 5312, 5400, 5403, 5407, 5507, 5508, 5526, 5527 |
| |
38 |
2-8-0 |
219, 221, 236, 243, 256, 267, 283, 319, 356, 400, 402, 410, 415, 418, 438, 441, 445, 449, 463, 472, 498, 525, 527, 573, 580, 582, 600, 736, 742, 760, 6051, 6219, 6221, 6236, 6243, 6256, 6267, 6283 |
| |
69 |
2-8-2 |
1902, 1914, 1922, 1923, 1943, 1946, 1947, 1949, 2002, 2010, 2014, 2016, 2019, 2021, 2023, 2025, 2026, 2033, 2106, 2111, 2114, 2126, 2134, 2138, 2140, 2147, 2150, 2165, 2170, 2202, 2203, 2211, 2213, 2230, 2235, 2236, 2257, 2267, 2279, 2281, 2282, 2283, 2287, 2288, 2302, 2314, 2316, 2486, 2489, 2491, 2492, 2495, 2496, 2504, 2511, 2524, 2525, 2539, 2544, 2546, 2549, 2550, 2551, 2558, 2561, 2562, 2710, 2713, 2715 |
| |
28 |
2-8-8-0 |
3500, 3501, 3502, 3504, 3506, 3512, 3518, 3519, 3520, 3521, 3523, 3524, 3528, 3530, 3533, 3534, 3538, 3540, 3541, 3543, 3544, 3552, 3553, 3558, 3563, 3566, 3567, 3568 |
| |
5 |
4-10-2 |
5090, 5091, 5092, 5093, 5097 |
| |
34 |
4-12-2 |
9004, 9005, 9012, 9019, 9020, 9021, 9022, 9023, 9024, 9027, 9028, 9029, 9030, 9032, 9036, 9039, 9045, 9047, 9049, 9053, 9054, 9055, 9057, 9059, 9079, 9080, 9083, 9087, 9504, 9506, 9507, 9511, 9513, 9514 |
| |
11 |
4-6-2 |
2860, 2889, 2894, 2908, 3134, 3160, 3217, 3221, 3222, 3226, 3227 |
| |
1 |
4-6-6-4 |
3834 |
| |
16 |
4-8-2 |
7000, 7003, 7008, 7012, 7018, 7019, 7020, 7022, 7027, 7031, 7032, 7034, 7038, 7039, 7852, 7859 |
| |
2 |
4-8-4 |
806, 810 |
Diesel/GTEL
| Added (274) |
15 |
4500 GTEL |
UP 61-75 |
| |
5 |
E9A |
UP 943-947 |
| |
10 |
E9B |
UP 950B-959B |
| |
169 |
GP9A |
UP 130-248, 250-299 |
| |
75 |
GP9B |
UP 130B-204B |
back to top
1955
(621 total steam on 1 January 1955)
(1,032 total diesel/GTEL on 1 January 1955)
steam
| Retired (185) |
10 |
0-6-0 |
4245, 4246, 4422, 4448, 4753, 4918, 4924, 4925, 4926, 4928 |
| |
41 |
2-10-2 |
5002, 5006, 5009, 5036, 5044, 5049, 5050, 5051, 5052, 5053, 5057, 5060, 5067, 5073, 5074, 5083, 5085, 5087, 5089, 5300, 5303, 5309, 5310, 5313, 5401, 5402, 5404, 5405, 5406, 5410, 5501, 5502, 5509, 5512, 5513, 5514, 5515, 5519, 5522, 5525, 5528 |
| |
37 |
2-8-0 |
206, 260, 272, 284, 414, 423, 432, 433, 437, 440, 477, 494, 513, 531, 561, 567, 576, 587, 593, 602, 604, 608, 613, 617, 737, 745, 751, 762, 765, 6007, 6028, 6041, 6045, 6054, 6206, 6260, 6284 |
| |
31 |
2-8-2 |
1905, 1934, 1942, 2001, 2013, 2100, 2104, 2105, 2108, 2116, 2117, 2125, 2159, 2207, 2208, 2210, 2223, 2252, 2259, 2309, 2310, 2318, 2487, 2488, 2499, 2516, 2548, 2557, 2702, 2704, 2709 |
| |
36 |
4-12-2 |
9001, 9003, 9006, 9009, 9010, 9011, 9013, 9014, 9015, 9016, 9017, 9031, 9033, 9035, 9037, 9038, 9041, 9042, 9043, 9044, 9046, 9048, 9050, 9051, 9061, 9078, 9082, 9084, 9085, 9086, 9502, 9503, 9508, 9509, 9510, 9512 |
| |
1 |
4-6-0 |
1242 |
| |
8 |
4-6-2 |
2888, 3131, 3135, 3136, 3137, 3138, 3219, 3223 |
| |
21 |
4-8-2 |
7002, 7006, 7010, 7014, 7015, 7016, 7017, 7021, 7025, 7029, 7033, 7035, 7036, 7850, 7851, 7855, 7856, 7858, 7866, 7868, 7869 |
Diesel
| Added (65) |
15 |
E9A |
UP 948-962 |
| |
15 |
E9B |
UP 960B-974B |
| |
35 |
S-4 |
UP 1154-1188 |
| |
|
|
|
| Rebuilt (1) |
1 |
GP9M |
UP 261 (rebuilt to 2000 horsepower using AiResearch turbochargers) |
back to top
1956
(436 total steam on 1 January 1956)
(1,097 total diesel on 1 January 1956)
steam
| Retired (191) |
14 |
0-6-0 |
4244, 4407, 4410, 4446, 4447, 4449, 4459, 4461, 4462, 4471, 4475, 4477, 4605, 4909 |
| |
27 |
2-10-2 |
5008, 5020, 5024, 5028, 5030, 5033, 5034, 5035, 5056, 5065, 5069, 5071, 5072, 5079, 5088, 5304, 5311, 5315, 5318, 5408, 5414, 5503, 5516, 5517, 5518, 5524, 5529 |
| |
51 |
2-8-0 |
201, 237, 273, 275, 316, 325, 407, 419, 421, 448, 460, 465, 480, 485, 491, 492, 512, 526, 530, 532, 538, 560, 569, 583, 596, 603, 622, 730, 739, 740, 744, 748, 750, 752, 757, 758, 763, 764, 768, 6033, 6035, 6050, 6053, 6070, 6079, 6080, 6201, 6237, 6272, 6273, 6275 |
| |
61 |
2-8-2 |
1912, 1930, 1932, 1933, 1937, 1945, 1948, 2030, 2109, 2115, 2133, 2148, 2164, 2167, 2171, 2201, 2204, 2209, 2219, 2244, 2245, 2264, 2270, 2280, 2285, 2286, 2289, 2290, 2292, 2294, 2298, 2306, 2307, 2312, 2315, 2317, 2320, 2480, 2482, 2483, 2484, 2485, 2494, 2510, 2515, 2517, 2519, 2528, 2529, 2540, 2545, 2547, 2552, 2556, 2559, 2560, 2703, 2714, 2726, 2728, 2730 |
| |
11 |
4-12-2 |
9000, 9007, 9026, 9040, 9052, 9058, 9060, 9062, 9500, 9501, 9505 |
| |
3 |
4-6-2 |
2897, 3202, 3206 |
| |
8 |
4-6-6-4 |
3805, 3810, 3811, 3813, 3826, 3833, 3835, 3836 |
| |
10 |
4-8-2 |
7013, 7023, 7028, 7853, 7854, 7857, 7862, 7863, 7864, 7865 |
| |
6 |
4-8-4 |
807, 811, 812, 818, 822, 831 |
Diesel
| Added (23) |
8 |
E9A |
UP 900-907 |
| |
5 |
E9B |
UP 900B-904B |
| |
10 |
S-4 |
UP 1189-1198 |
| |
|
|
|
| Rebuilt (2) |
1 |
GP9M |
UP 281 (rebuilt to 2000 horsepower using AiResearch turbochargers) |
| |
1 |
GP9BM |
UP 185B (rebuilt to 2000 horsepower using AiResearch turbochargers) |
| |
|
|
|
| Retired (13) |
1 |
E3A |
UP 991 |
| |
1 |
E3B |
UP 992B |
| |
7 |
E6A |
UP 987, 992, 993, 994, 995, 996, 997 |
| |
4 |
E6B |
UP 985B, 985C, 987B, 987C |
(Operated the GM Aerotrain as City of Las Vegas, from December 1956 to September 1957)
back to top
1957
(245 total steam on 1 January 1957)
(1,107 total diesel/GTEL on 1 January 1957)
steam
| Retired (113) |
5 |
0-6-0 |
4420, 4436, 4437, 4439, 4474 |
| |
11 |
2-10-2 |
5014, 5037, 5041, 5047, 5063, 5064, 5078, 5080, 5301, 5307, 5316 |
| |
26 |
2-8-0 |
324, 332, 355, 357, 358, 430, 481, 486, 489, 490, 497, 533, 616, 618, 733, 743, 749, 6018, 6072, 6324, 6332, 6355, 6357, 6358, 6533, 6537 |
| |
31 |
2-8-2 |
1919, 1924, 1938, 2005, 2006, 2112, 2120, 2121, 2145, 2151, 2157, 2161, 2168, 2206, 2242, 2243, 2250, 2251, 2253, 2262, 2263, 2272, 2497, 2498, 2520, 2521, 2541, 2555, 2711, 2731, 2733 |
| |
1 |
4-6-2 |
3203 |
| |
27 |
4-6-6-4 |
3704, 3711, 3714, 3800, 3801, 3802, 3807, 3808, 3809, 3812, 3814, 3815, 3816, 3817, 3819, 3820, 3821, 3822, 3824, 3825, 3827, 3831, 3837, 3839, 3955, 3960, 3961 |
| |
12 |
4-8-4 |
800, 803, 809, 813, 815, 816, 819, 820, 824, 827, 840, 841 |
Diesel/GTEL
| Added (100) |
50 |
GP9A |
UP 300-349 |
| |
50 |
GP9B |
UP 300B-349B |
(Operated the GM Aerotrain as City of Las Vegas, from December 1956 to September 1957)
back to top
1958
(132 total steam on 1 January 1958)
(1,207 total diesel/GTEL on 1 January 1958)
steam
(No retirements)
Diesel/GTEL
| Added (70) |
5 |
8500 GTEL |
UP 1-5 |
| |
32 |
F9A |
UP 500-532 (rebuilt from F3As) |
| |
33 |
F9B |
UP 500B-533B (rebuilt from F3Bs) |
| |
|
|
|
| Retired (67) |
33 |
F3A |
UP 1500-1503, 1505, 1507-1511, 1513-1520, 1522-1525, 1527, 1528, 1550-1552, 1554, 1557, 1559, 1561, 1562, 1563 (all rebuilt to F9As) |
| |
34 |
F3B |
UP 1500B, 1500C, 1502B, 1502C, 1504B, 1504C, 1506B, 1506C, 1508B, 1510B, 1512C, 1516B, 1516C, 1518B, 1518C, 1520C, 1522C, 1524B, 1524C, 1526B, 1526C, 1528B, 1528C, 1550B, 1550C, 1554B, 1554C, 1556B, 1556C, 1558B, 1560B, 1560C, 1562B, 1562C (all rebuilt to F9Bs) |
1959
(132 total steam on 1 January 1959)
(1,210 total diesel/GTEL on 1 January 1959)
steam
| Retired (46) |
6 |
2-8-0 |
264, 428, 535, 537, 6264, 6535 |
| |
3 |
2-8-2 |
2295, 2537, 2564 |
| |
27 |
4-6-6-4 |
3705, 3709, 3716, 3717, 3803, 3804, 3823, 3828, 3829, 3830, 3832, 3838, 3933, 3935, 3936, 3939, 3940, 3941, 3942, 3945, 3947, 3948, 3949, 3951, 3963, 3964, 3994 |
| |
10 |
4-8-4 |
801, 804, 805, 808, 821, 826, 834, 837, 842, 843 |
back to top
Last of steam:
The last operation of steam locomotives in revenue freight service was in July 1959.
The railroad entered 1960 with 86 steam locomotives still on roster; 31 were retired during 1960,
25 during 1961, and 22 during 1962, leaving eight steam locomotives in 1963.
Between 1963 and 1988, the five remaining 4-8-8-4 Big Boy locomotives were retired and donated for preservation,
and in 1996, 4-6-0 1243 was donated for preservation, leaving 4-8-4 844 and 4-6-6-4 3985 in regular excursion service.
|
|
