Tuesday, April 15, 2008

Marion Davidson and Steam Locomotives

Marion N Davidson, U. P. Engineer; and the Union Pacific Steam Locomotives
On which he worked, either as a Fireman or as anEngineer.

Dad, that is Marion N Davidson was born at the home of his materanl grand father Peter Niels Hansen in Fairview, Sanpete, Utah, April 15, 1899. Marion was raised in Mt. Pleasant, Sanpete, Uath where his dad, Amasa Davidson, raised sheep and cattle. In 1910, the family bougtht and moved to a ranch at Fort Bridger, Wyoming. Of course Marion and his brothers worked on the ranch and did all the ranch work that boys at that time did. He went to school at Mr. View, Wyoming. When he graduated from the eighth grade, there was not a High School in Bridger valley so he went to work for wages, sometimes with his father, sometimes with other ranchers. One time Marion and his friend, Bernard Hopkinson, worked on a road grader building the dugway for the road from Fort Bridger, up onto the Lyman Bench going into Urie. Dad drove the ten horse team and Bernard ran the grader controls. In 1922, when he was 23 years old he went to Evanston, and hired on as a fireman on the Union Pacific Railroad. I did not know the date he started railroading, until this spring [2008]; when as I was looking at my birth certificate, which was made out in 1937, I noticed that it gave my Father’s Occupation as Locomotive Fireman, and that he had worked at that occupation for 15 years. This placed his start, 15 years before my birth that is, in 1922.
It seems reasonable that Dad got his first experience with Steam locomotives on the locomotives that were in active service in 1922. I wish I had a list of the types and classes of the Engines in service at that time. However I do have a list of the classes of engines in service in 1949. One of the purposes of this article is to appreciate the variety, size and complexity of the many Locomotives he called on to operate. We don't have records for most of his career, but in his time book of 1943, and in his time book of August 1944 to December 1945, we have a 20 Month record of some of the Steam Locomotives that he operated as a Railroad Engineer. It happens that those years were about the height of the Challenger Class locomotives [the 3900’s] and the Big Boys, the 4000’s series of Steam Engines; they were the largest and most powerful Steam Locomotives ever made. In the Leather Wallet that dad always carried with him on the trains, is a special rule book, which had as its last page, a list of the Sixteen Classes or types of Steam Locomotives in service on the tracks of the Wyoming division in 1949. The Engine types discussed below are in the same order as in the Wyoming division Special Rules No. 9, Effective Monday August 1, 1949 Booklet. I have included that information in this article. I have also included other historical and descriptive information I have been able to find. The data on Locomotive Capacity divides the road from Ogden, Utah to Green River, Wyoming, at Wahsach, which is about 12 railroad miles west of Evanston. Remember that many trains coming from Ogden to Evanston needed a helper Engine to get up Echo Canyon to Wahsach. I remember when dad was on helper service ,which lasted about a week, he expressed frustration that he would be within 12 miles of home but would have to return to Ogden to live in a rented room instead of being home with his children. To understand any discussion about Locomotive types and sizes will have to include information about wheel configuration; for example, a 2-4-2 configuration; the first “2” refers to 2 smaller wheels on a pivoting truck mounted under the very front of the engine; these helped to get the locomotive turning on a curve and contributed to the front-rear balance of the engine; the middle number “4” refers to 4 large Driver wheels, two on each side, mounted on a truck fastened solid under the center of the engine, these driver wheels were coupled together and powered by steam cylinders; the last “2” refers to 2 smaller rear wheels, on a pivoting truck, under the cab, this truck supported the rear of the Locamotive including the cab; [these wheels helped the engine to track better when backing] the first "2" and last "2" wheels being the size of wheels under the tender and freight cars.

UP Locomotive Types

The Consolidation 57, Was a steam locomotive having a 2-8-0 wheel configuration; having 57 “ drivers; Cylinders with a 23 inch diameter; and a 30 inch stroke and weighing 190,000 pounds on the drivers. They were rated to pull the following loads on the tracks between Green River and Ogden where Dad operated these Engines.
Ogden to Wahsach, 880 tons, Wahsach to Green River, 1850 tons
Wahsach to Ogden, 2600 tons, Green River to Wahsach, 1850 tons
Wahsach is 12 miles west of Evanston.
The first 2-8-0 was built by Baldwin in 1866; its design incorporated a self centering radial Engine truck, which carried the front axle equalized with the Drivers to form a 3 point suspension system; This resulted in a very stable locomotive capable of higher speed than earlier locomotives. The Consolidation is one of the all-time great locomotive designs; and it became the standard heavy freight engine of the 1800’s. Consolidations were built continuously into the 1920’s; when the Last 2-8-0’s were delivered in the 1940’s, more than 33,00 had been Delivered; more than any other type of steam locomotive built in the Unites States.
I have no access to records for Dad before 1943, but in his early career, he probably had a lot of experience with this “2-8-0 Consolation” type of locomotive.
The Heber Creeper, which is pictured to the left, is a Union Pacific 2-8-0, Consolidation Steam Engine; [it is now numbered 618]
The steam locomotive that runs up to Grand Canyon is also a “2-8-0 Consolidation” type.
Union Pacific Locomotives of this class were numbered, 210 to 358.

MacArthur 57, 2-8-2, see pictures on the left, was developed in the late 1800’s and early 1900’s for Japan by the Baldwin Co. and called the "Mikado" class [“Mikado” meant the Emperor of Japan”].
In 1918 the Federal administration “specified the Mikado as an authorized design for wartime construction; and in that year alone, 900 were built. Because of WWII, The Union Pacific renamed this class of Locomotives, the "MacArthur" class.
This Locomotive had 57 inch driver wheels driven by 23 3/4 inch diameter cylinders with a 30 inch stroke, and Weighed 266,000 pounds on the drivers. Notice below, that there were 3 classes of MacArthur Engines, having different size drivers or cylinders. They were rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 1,000 tons, Wahsach to Green River, 1900 tons
Wahsach to Ogden, 2,800 tons Green River to Wahsach, 2000 tons
Union Pacific Locomotives of this class were numbered, 1900 to 1949.
We know that Marion drove: Engine No. 1935, [4/29/43 & 5/1/43]

MacArthur 63, 2-8-2, Having 63 inch drivers, Cylinders with 26 inch diameter; and 28 inch stroke and weighting 228,000 pounds on the drivers.
They were rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 1,600 tons, Wahsach to Green River, 2,100 tons
Wahsach to Ogden, 4,000 tons, Green River to Wahsach, 2,100 tons
Union Pacific Locomotives of this class were numbered, 2200 to 2320.
Marion drove: 2200, 2202, 2216, 2318, 2223, 2232, 2237, 2238, 2245, 2258, 2271, 2282, 2283, 2284, 2285, 2291, 2294, 2312, 2318,

MacArthur 63, 2-8-2, Having 63 inch drivers, Cylinders with 26 inch diameter; and 30 inch stroke and weighting 222,000 pounds on the drivers.
They were rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 1,700 tons, Wahsach to Green River, 2,350 tons
Wahsach to Ogden, 4,000 tons, Green River to Wahsach, 2,350 tons
Union Pacific Locomotives of this class were numbered 2480 to 2499
Dad drove: 2294 [9/22/43],

See the picures at the left for an example of a MacArthur [Mikado] 2-8-2 Steam Engine.

SA-C 59 Mallet 2-8-8-0 The 2-8-8-0 Mallet pictured at the left was run on the Great Northern RR .
SA-C 59 Mallet 2-8-8-0 Some times called the Bull Moose. It was a standard simple articulated Consolation; having 59 “ drivers; Cylinders with 23 inch diameter; and 30 inch stroke and weighting 475,000 pounds on the drivers, They were put into service in 1918. On Mallet Engines, each set of driver wheels and their Cylinders were mounted on a separate swivel truck fastened to the frame of the locomotive so that the drive wheels would not bind up on when going around a curve.
They were rated to pull the following loads on the tracks between Green River and Ogden where Dad operated these Engines.
Ogden to Wahsach, 3,000 tons, Wahsach to Green River, 4,100 tons
Wahsach to Ogden, 4,900 tons, Green River to Wahsach, 4,100 tons
Union Pacific Locomotives of this class were numbered 3510 to 3569.
Dad drove engine #3535 Aug 2, 1950 from Evanston to Ogden as a freight engine.

2-8-8-2 57, sometimes called the Yellowstone class, see picute at the left ; having 57 “ drivers; Cylinders with 21 inch diameter; and 32 inch stroke and weighting 406,000 pounds on the drivers. In 1909 the Baldwin Co. introduced the 2-8-8-2. The Union Pacific got 3 of the 8 built that year. The Southern Pacific and Oregon line got the others. These big engines could move heavy trains over mountain grades. One large Mallet locomotive could replace two or even three smaller engines. After 1910 Mallets were equipped with superheaters which added significantly to the power of the engine. The U.P eventually had thirty of these engines.
they were rated to pull the following loads on the tracks between Green River and Ogden which where Dad operated these Engines.
Ogden to Wahsach, 3,300 tons, Wahsach to Green River 4,300 tons
Wahsach to Ogden, 4,900 tons, Green River to Wahsach, 4,500 tons
Wahsach is 12 miles West of Evanston
Union Pacific Locomotives of this class were numbered 3570 to 3599

The Bull Moose Mallet class and the Yellowston Locomotive class, were really very large powerful Locomotives but after the challenger and Big Boys were acquired by the UP, these engines were not used as much between Green River and Ogden

CSA 69 Challenger Class, 4-6-6-4 wheel configuration; Simple articulated; having 69 inch drivers, Cylinders with 21 inch diameter; and 32 inch stroke and weighting 406,000 pounds on the drivers, They were put into service in 1936; They were two-in-one articulated engines, with a single huge boiler supplying steam to two power units, based on the Mallet principle, but with simple expansion Cylinders only. Walcschaerts valve gear actuated the piston valves and the cylinders drove the third pair of coupled wheels. These UP Challengers were designed as mixed traffic engines, they were used mostly on fast freight traffic. As Passenger engines, they were the largest and most powerful up to that date. Forty were ordered from Alco in 1936, and later 65 more, with modifications, were put in service from 1642 and 1945. The Challenger Engines were used for regular passenger service, notably between Salt Lake City, Las Vegas and Los Angeles.

The first forty were rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 3,000 tons, Wahsach to Green River, 4,100 tons
Wahsach to Ogden, 4,900 tons, Green River to Wahsach, 4,100 tons
The first 40 engines of this class were numbered 3800 to 3839
Marion Drove: I have no records from which to say.

The next 65 Challengers that were delivered were were rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 3,110 tons, Wahsach to Green River, 4,290 tons
Wahsach to Ogden, 5,100 tons, Green River to Wahsach, 4,290 tons

[From the UPRR website:] "Challenger: Union Pacific at one time owned 105 Challenger locomotives. Built between 1936 and 1943, the Challengers were nearly 122 feet long and weighed more than one million pounds. Articulated like their big brother, the Big Boy, the Challengers had a 4-6-6-4 wheel arrangement. They operated over most of the Union Pacific system, primarily in freight service, but a few were assigned to passenger trains operating through mountain territory to California and Oregon. Today, one of two remaining Challengers, No. 3977, is on display in North Platte, Nebraska. The other, Challenger No. 3985, was kept by Union Pacific for excursion service. Its vital statistics can be found in our Special Trains section, on the website."
The later Locomotives of this challenger class were numbered, 3930 to 3999
Marion drove: 3900, 3905, 3907 [Wrecker], 3910, 3914, 3916, 3917, 3920 3930, 3931, 3932, 3936, 3939, 3940, 3941, 3944, 3947, 3948, 3952, 3953, 3954, 3955, 3957, 3958, 3959, 3961, 3963, 3964, 3965, 3975, 3976, 3977, 3978, 3979. 3980, 3981, 3983, 3984, 3986, 3988, 3989, 3990, 3991, 3992, 3993, 3994, 3995, 3996,

To the left is a picture of Challenger 3977, which is the last Challenger bought by the Union Pacific. Notice from the List above that Dad has driven this engine. In fact, his time Sheets show he drove it in Freight service from Ogden up Weber canyon and Echo Canyon, to Evanston, Wyoming On July 31, 1950.
No. 3977 was donated to the City of North Platte, Nebraska
after it was Retired on October 19, 1968. The engine is now on static Display.

Big Boy, 4-8-8-4 wheel configuration; having 68 inch drivers, With Cylinders of 23 3/4 inch diameter; and 32 inch stroke and weighting 540,000 pounds on the drivers; Boiler pressure 300psi, Grate area 150 sq.ft., Evaporative heating surface, 5889; superheater heating surface 2466; Total engine wt. 762,000; tender wt. 427,500; tractive force engine 135,375.
The Big Boy was rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 4,450 tons, Wahsach to Green River, 6,090 tons
Wahsach to Ogden, 6,100 tons, Green River to Wahsach, 6,090 tons
From the UPRR website: "Big Boy: The world's largest steam locomotive; twenty-five Big Boys were built exclusively for Union Pacific, the first of which was delivered in 1941. The locomotives were 132 feet long and weighed 1.2 million pounds. Because of their great length, the frames of the Big Boys were "hinged," or articulated, to allow them to negotiate curves.
They had a 4-8-8-4 wheel arrangement, which meant they had four wheels on the leading set of "pilot" wheels which guided the engine, eight drivers, another set of eight drivers, and four wheels following which supported the rear of the locomotive. The massive engines normally operated between Ogden, Utah, and Cheyenne, Wyoming. Although there are no Big Boys left in operation today, eight of them eventually were donated for public display in various cities around the country. They can be found in:
No. 4014 in the Los Angeles county Fairplex in Pomona, California;
4006 in St. Louis, Missouri; Dallas, Texas;
4023 in Omaha, Nebraska;
4005 in Denver, Colorado; 4012 in Steamtown, Scranton, Pennsylvania;
4017 in Green Bay, Wisconsin; and 4004 in Cheyenne, Wyoming.

How did they come to Be? During the late 1930's, the Union Pacific often used helpers to move trains from Ogden to Wasatch. The UP wanted to simplify this move so they asked their "Department of Research and Mechanical Standards" to design a locomotive that could pull a 3,600 ton train unassisted over the 1.14% grade from Ogden to Wahsach in Echo Canyon.. The designers determined that to pull a 3,600 ton train, a tractive effort of 135,000 lbs. would be needed. Assuming a factor of adhesion of 4.0, the weight on drivers would have to be 4.0 x 135,000 = 540,000 lbs. Given an axle loading of 67,500 lbs each, this would require 8 drivers or an x-8-8-x wheel arrangement. The designers agreed upon the 4-8-8-4 design. Next, the horsepower and cylinder sizes were computed based on 300 psi boiler pressure. Although they weren't planning to pull these freight trains at 80 MPH, the Department of Research designed them for 80 MPH in order to have a sufficient factor of safety built into the design. What resulted is considered by many to be the most successful articulated steam locomotive ever built. Engine 4000 was delivered to Omaha at 6 PM, September 5, 1941.

Are they the largest? When steam locomotives are compared, many different quantities can be considered. For example, weight, length, horsepower, and tractive effort are all characteristics of how "large" a steam locomotive is. In each of the above categories, a locomotive "larger" than a "Big Boy" can be found. However, if one could somehow combine all of these characteristics into a formula which could be used to compute the "largeness" of a locomotive, the Big Boy would most certainly win. The 25 "Big Boys" were built in two groups. The first group, called "class 1," were built starting in 1941. They were numbered 4000 - 4019. The second group, "class 2," were built in 1944. They were numbered 4020 - 4024. The last revenue freight pulled by a "Big Boy" was in July of 1959. Most were retired in 1961. The last one was retired in July of 1962. As late as September, 1962, there were still four operational "Big Boys" at Green River, WY.
The total mileage of each of the "Big Boys" from class 1 was roughly the same - 1,000,000 miles. 4016 had the lowest mileage - 1,016,124. 4006 had the highest mileage - 1,064,625. Of the second group, 4024 had the highest mileage - 811,956."

Union Pacific Locomotives of this class were numbered, 4000 to 4024
Marion drove: 4000, 4001, 4002, 4003, 4004, 4005, 4006, 4007, 4008, 4009, 4010, 4011, 4012, 4013, 4014, 4015, 4016, 4017, 4018, 4019, 4020, 4021, 4022, 4023, 4024, He drove them all between the first of August 1944 and August 21 1945

Dad and the Big Boys Over the years, Dad must have made hundreds of trips on the Big Boys. It seems that he had at least two experiences with them that were any thing but pleasant.
The first, happened something like the following: The railroad maintenance crew had put new ties and ballast on the section that included Aspen tunnel, and in so doing raised the height of the road bed considerably. The result being that when dad took the first 4000 Engine into the tunnel after the roadbed had been raised, the Engine would not fit; either the 4000 engine was too tall or the top of the tunnel was too low. And the engine got stuck and could not proceed forward nor could it back out. It was stuck. In an attempt to get more power to back the engine out the tunnel, the fireman put in more coal to get more steam pressure and the result was that the heat in the cab was so intense it burned the hair off the front of dad’s head and off his arms. They had to stay with the engine until another train came to pull the train back out. My sister Inez, tells that when dad got home that morning, He as covered all over with black soot and was terrible burned. He ended up getting Pneumonia from the heat. Smoke, Soot, and so on.
The second story I heard is very much the same only different. On one trip from Green River to Evanston, Dad had a 4000 class engine that was a poor steamer, I understand that hard water deposits can build up in the boiler and reduce the efficiency of an engine. At any rate, because the engine was a poor steamer he could not get normal speed out of the engine, and as the approached the Aspen tunnel the engine was going so slow, and a Big Boy steam engine puts out such a tremendous amount of Smoke and steam that Dad did not think it was wise for the fireman and brakeman to have to endure the smoke and heat for as many minutes as it would take for the Engine to pass through the tunnel at that slow speed. So stopped the train and had them walk through the tunnel ahead of the train then he took the train through alone. The result was much the same; he had a terrible hot and miserable experience and was very sick afterward. [This happed at least 50 years ago and my memory is not the best, and I only heard the stories. It may be that the two stories refer the same event, I would like input on this matter.
One day, when my Brothers,Marion and David, and I were young, Dad told us that he wanted us to see the inside of a 4000 class steam engine, so the plan was as follows; We were to be down near the, sand piles, just East of the stock yards and to be watching for a Signal from him. When we saw his wave, we were to run as fast as we could to the engine and he would help us get up into the engine. To make it short, he did, we did, and we were in the cab and saw down into the fire box which was very hot and seemed to go back forever. I guess I will always remember that. My wife Carolyn who went to School in Laketown, Utah, says that when she was in school, they came in a school bus to Evanston, and all the kids went up a ladder into the Cab of a Huge Steam engine, looked into the firebox, saw all around the cab, and then down a ladder on the other side of the Engine, then back to the school bus. I wish they would have done that for all the Evanston kids.
One other experience I will tell. Dad came home from work very angry one day, he was on the East Board and had been to Green River; he said some one had put 12 torpedoes on the track, and he had had to do an emergency stop with a very long train. I do not know it was a Big Boy, a Challenger, or one of the other large Steam Engines. The situation on the railroad was that if section crew had to do work on a track and a rail was out, they went up the rail a given distance and put, I think, several sets of three torpedoes on the rails, These torpedos were built with powder that would explode and give of light, smoke and noise, so that the engineer would know there was trouble ahead and could stop the train before it got to the trouble place. Well he stopped the train then moved ahead cautiously, but never came to a place where there was trouble. The problem was that there was not a passing track there that he could get off the main line. By the time he got to a passing track he had held up a Streamliner. NOBODY holds up a Streamliner on the UPRR.

A picute on the left show Big Boy No. 4017 in Echo Canyon. Dad often worked West Board, and took the trains through Echo Canyon and Weber Canyon.

TTT 63, two-ten-two, ie. 2-10-2 wheel configuration, having 63 inch driver wheels, Cylinders with 29 1/2 inch diameter and 30 inch stroke and weighing 386,000 or 311,000 pounds on the drivers. They were rated to pull the following loads on the roads Marion worked on:
Ogden to Wahsach, 2,000 tons, Wahsach to Green River, 3,400 tons
Wahsach to Ogden, 4,900 tons, Green River to Wahsach, 3,400 tons
Union Pacific Locomotives of this class were numbered, 5000 to 5089.
Next the UP 9000 series,

UP 67, Union Pacific 9000 class, 4-12-2 wheel configuration , having 67 inch drivers, Cylinders with 27 inch diameter; and 31 or 32 inch stroke and weighting 368,000 pounds on the drivers; Built by Alco’s Brooks Works beginning in 1926. These were until 1934, the longest and largest non-articulated locomotives in the world. The Coupled wheelbase of the drivers was 30 feet 8 inches. 88 of these locomotives were built for the UP by ALCO between 1926 and 1930. The 9000 series saw service for almost 30 years and was used mainly between Green River, Wyoming and Council Bluffs, Iowa. The company statement said the aim was to “haul mile-long freights at passenger train speeds.” One unusual feature was that these were three Cylinder Engines. The first and last sets of coupled driver wheels were built to allow lateral play – the fourth set was originally flangeless; these features were to allow the engine to follow curves without binding. These 4-12-2’s ran on the UP until 1956, and they represented the maximum power to be delivered from a rigid framed Locomotive. They were originally deployed on the UP main line through Wyoming. We have no records prior to 1943 that tell which Locomotive engines Marion N. Davidson drove on any run; but it is very probable that when he started as a fireman with the UP in 1922, that he would have worked on a good number of these engines as a fireman and perhaps later as an engineer. The first engine, No. 9000 is preserved at the Los Angeles county Fairplex in Pomona, California. These UP Class 9000 engines were rated to pull the following loads on the tracks Marion worked on.
Ogden to Wahsach, 3000 tons, , Wahsach to Green River, 4100 tons
Wahsach to Ogden, 4900 tons, Green River to Wahsach, 4100 tons
Union Pacific Locomotives of this class were numbered 9000 to 9087
Marion drove: 9037, 9062,

FEF [Four-Eight-Four] 77, 4-8-4 Northern Class, having 77 inch [6 ft. 5 in.] drivers, Cylinders with 24 1/2 inch diameter; and a 32 inch stroke and weighting 296,000 pounds on the drivers, Twenty of these were delivered to the Union Pacific in 1938;
They were rated to pull the following loads on the tracks Marion worked on.
Ogden to Wahsach, 1,870 tons, Wahsach to Green River, 2550 tons
Wahsach to Ogden, not given, Green River to Wahsach, 2550 tons
From the UPRR Web site. "Northern: The Northern class steam locomotives, with a wheel arrangement of 4-8-4, were used by most large U.S. railroads in dual passenger and freight service. Union Pacific operated 45 Northerns, built in three classes, which were delivered between 1937 and 1944. Initially the speedy locomotives, capable of exceeding 100 miles per hour, were assigned to passenger trains, including the famous Overland Limited, Portland Rose and Pacific Limited."
Dad drove #811 for Passenger service from Evanston to Ogden,July 27, 1950; and during that same summer, numbers 820, 822, and 833.
A number of 4-8-4 Northern Locomotives have been donated and are on display; one, No. 833, which dad operated July 31, 1950, in passenger service from Evanston to Ogden, was donated to Pioneer Park in Salt Lake City. In their later years, as diesels were assigned to the passenger trains, the Northerns were reassigned to freight service.
Union Pacific Locomotives of this class were numbered, 800 to 819
Marion drove: 800, 801, 802, 806, 808, 811, 812, 813,

FEF 80, 4-8-4 Northern Class, having 80 inch [6ft. 8 in.] drivers, Cylinders with 25 inch diameter; and 32 inch stroke and weighting 206,000 pounds on the drivers, Fifteen of these were delivered to the Union Pacific in 1939;
They were rated to pull the following loads on the roads Marion worked on. .
Ogden to Wahsach, 1,870 tons, Wahsach to Green River, 2550 tons
Wahsach to Ogden, not given, Green River to Wahsach, 2550 tons
From the UPRR website: "The second series of Northerns were more than 114 feet long and weighed nearly 910,000 pounds. Most of them were equipped with distinctive smoke deflectors, sometimes called "elephant ears," on the front of the boiler. These were designed to help lift the smoke above the engine so the engine crew's visibility wasn't impaired when the train was drifting at light throttle.
The last steam locomotive built for Union Pacific was Northern No. 844. [Dad’s green time book shows dad drove 844, Sept. 22, 1945]; this engine No. 844, was saved in 1960 for excursion and public relations service, an assignment that continues to this day. Any current excursions scheduled for No. 844 as well at its vital statistics, may be found in the Special Trains section of the Union Pacific Website.
Two other Northerns are on public display:
No. 814 in Council Bluffs, Iowa and
No. 833 in Salt Lake City, UT.
A third Northern, No. 838, is stored in Cheyenne and is used as a parts source for No. 844
Union Pacific Locomotives of this class were numbered, 820 to 844.
Marion drove: 820, 822, 824, 826, 833, 835, 842, 844,

Pictured at the left is a 4-6-2 Pacific class
P 77, Pacific Class, 4-6-2, Built in 1904. by the Baldwin Co.; and was considered at the time, to be the largest and heaviest locomotive in the world. The driver wheels were 6 feet 5 inches tall and were driven by Cylinders 25 inches in diameter with a 26 inch stroke.
There were four variations of this engine, weighing:
165 tons, [no. 2860 to 2899]; 167ton, [no. 2900 to 2911]
184 tons [No 3114 tp3138]; and 193tons, [no. 3218 td 3227]]
They were rated to pull the following loads on the roads Marion worked on.
Ogden to Wahsach, 1,290 tons , Wahsach to Green River, 1,750 tons
Wahsach to Ogden, not given Green River to Wahsach, 1,750 tons
The 4-6-2 type, or "Pacific", as the class was known, was the predominant steam passenger locomotive during the first five decades of 1900’s. Between 1902 (when the first locomotives of the wheel arrangement were produced) and 1930, about 6800 locomotives of the type were built for US and Canadian service. One reasonably accurate estimate of the number of steam locomotives produced is 75,000 units. Thus, Pacifics made up about 9% of total steam locomotives built. the Pacifics were the passenger locomotive until the arrival of the diesel. It should be noted that Pacifics came in a wide variety of designs, not too surprising for a class built for so many different roads over such a long period of time, They were built with driver diameters of as low as 67 inches up to 80 inches, as noted above the UP Pacific engines had drivers of 77 inch diameter ie. 6feet 5 inches.
One interesting sidelight is that the Union Pacific and the Southern Pacific both had Pacifics on a design similar to those on the Illinois Central. This was a result of all of these roads being controlled, from 1902 to 1913 by Edward H. Harriman, who was a great believer in standardization
Union Pacific Locomotives of this class were numbered 2860 to 2911 and 3114 to 3138 And 3218 to 3227
Marion drove: 2874, 2876, 2879 2888, 2892, 2904, 2911, and 3129

Mt 73, Mountain type, 4-8-2 Having 73 inch drivers, With Cylinders of 29 inch diameter; and 28 inch stroke and weighting 256,000 pounds on the drivers
Union Pacific Locomotives of this class were numbered 7000 to 7038
They were still being used in Passenger Service in 1950, Dad’s time sheets show that he drove 7020, July 21, 1950, and 7022, July 24, 1950, from Ogden to Evanston in passenger service.
Marion drove: 7000, 7020, 7022, 7026, 7029, 7030, 7034, 7035,

A later modification of this engine had a 28 inch stroke of the piston and weight of 261,000 pounds on the Drivers
They were numbered from 7850 to 7869
Marion drove: we have no records to tell us.

From the web
4-4-2 , Atlantic type, These were not listed on the 1949 rule book, It seems that they were likely scrapped during WW2 and out of service before 1949. since the 2-8-8-0s were given the same engine numbers of the old Atlantics, I list them here because is it likely that Dad worked on them early in his career as a fireman.

Mogul type M-51 2-6-0 51 inch drivers, numbers 4000-4001
M-57, 2-6-0, 57 inch drivers, numbers 4200-4208,
M-62 2-6-0, 62 inch drivers. Numbers 4100-4107
The Mogul type was first made in 1852 with a solid frame, in 1864 it first used a swivel frame for the front truck. As it was the largest Locomotive of its time it was nameed Mogul after the Mohammedan Empire of India.

Switch Engines. 0-6-0. Several of these Locomotives have been donated, One, No. 4420 is Evanston, Wyoming; It was on the courthouse lawn where the old Band Concert Bowery stood. It was moved when the new courthouse complex was built; I don’t know were it is now. Another No. 4436, is at the Ogden Union Station Museum, Ogden, Utah..
S 51, 0-6-0 51 inch drivers, numbers 4300-4307, 4310-4347, 4700-4702, 4722-4702, 4900,4901, 1931-4933
S56, 0-6-0 56 inch drivers, number: 4226
S-6 4451-4480 dad drove 4467,

Dad drove some engines whose Engine Nos. do not fit the above categories including: 3129
This ends the information about Steam engines that Dad worked with.
That which follows in information from the UPRR website
From the UPRR web site:
"The oldest locomotive owned by Union Pacific is 4-6-0 No. 1243. Built in 1890, it operated on various Nebraska branch lines until the 1930s, when it was transferred to Wyoming, where it operated on the Encampment Branch until it was retired in 1956. It was stored first in Rawlins, then Cheyenne, until it was cosmetically restored for public display in 1990. The refurbished locomotive was loaded on a special flatcar and briefly toured with the steam excursion train. It then was moved to Omaha, and put on public display at the Western Heritage Museum in October 1996. It often is referred to as the "Harriman engine" since it's the only locomotive still owned by UP from the era when E.H. Harriman controlled the railroad.
The Ten wheelers were built in at least 17 variations. The drive wheels on the different types included sizes: 51”, 55”,57”, 61”, 62”, 63”, 64”, 68”, 69”, 73” and 79”.
Diesel-Electric Locomotives
A New Era. Although diesel locomotives first came to American railroads in the 1920s, their use was confined to switch engines, and later to passenger train locomotives. It wasn't until 1940 that the Electro Motive Division of General Motors (EMD) demonstrated that diesels could practically replace steam locomotives in heavy-duty service. A pioneer freight diesel, model "FT," toured the nation's railroads and changed history. Much like its sister passenger locomotives of the day, it was styled with an automobile-like nose and windshield, a design that prevailed until the late 1950s.
Although commonly called "diesels," the locomotives actually are electrically driven. The diesel engine drives an alternator, which produces electricity to run electric motors mounted on the locomotive's axles. The internal combustion engine was a dramatic improvement in efficiency over the steam locomotive, making substantial savings possible in maintenance and the elimination of widespread facilities. Extra units could be coupled together and run by one engineer from the lead unit, creating very powerful combinations.
Many railroads, including Union Pacific, were unable to take quick advantage of the new technology due to material shortages caused by World War II. Union Pacific's fleet of modern steam locomotives and plentiful on-line coal reserves in Wyoming were another factor in U.P.'s late entry into the dieselization race. After the war however, railroads began sweeping the rails clear of the classic steamers. Union Pacific began its sweep in the late 1940s on the line running through the southwestern deserts, where water was difficult to obtain for steam engines.
By the end of the 1950s the steam era was over and increasingly powerful diesels ruled the rails.
Classes of Locomotives
Union Pacific Centennial Engine no. 6915
Centennial DD40X: Union Pacific has retained only one of its 47 Centennial diesel-electric locomotives, No. 6936. The Centennials were the largest diesel-electric locomotives ever built. Actually comprising two engines on one frame, they delivered 6,600 horsepower. Designed and built exclusively for Union Pacific Railroad, the units were named in honor of the railroad's centennial anniversary celebration in 1969. Accordingly, they were numbered in the 6900 series, from 6900 to 6946.
The first Centennial was delivered in 1969, in time to participate in the Golden Spike celebration in Utah. The remaining units were delivered during the next two years. They operated in fast freight service over most of the UP system until their retirement in 1984. Eleven of the locomotives were donated for public display in various parks and museums.

Other Historic Diesel-Electric Locomotives
Union Pacific has retained several other diesel-electric locomotives for preservation and possible restoration. In storage in Cheyenne are former Chicago and North Western "F" units, including the F7As CNW 400 and 401. The F7Bs are CNW 315, 410 and 411. Also in storage in Cheyenne are the E-9B unit UP 966B, UP SD40X No. 3042, former Denver & Rio Grande F "B" unit DRGW 5763, and SP SD-7 No. 1518, the first EMD SD unit built.
In use as the "shop switcher" at the Cheyenne heritage complex is the SW-10 No. 1234. A historically interesting engine in its own right, it was built in 1951.

If a person wanted to visit a Steam locomotive that Dad’s timebook documents that he drove and when and where he operated it, they could visit any of a number of engines that have been preserved. The following list gives the location of the engine and the date as documented in dad’s time sheets or time books. Remember we have just a small sample of his records, I am confident that he worked on the great majority of Engines that were used in the Wyoming division.
We know that regarding the 4000 series Big Boy engines, Dad worked on all of them. We know that for Any 4000 Engine preserved, that dad drove it repeatedly.
The 3900 series Challenger engines. Engine NO. 3977 is on Display in North Platte, Nebraska.Dad drove it in Freight service from Ogden up Weber canyon and Echo Canyon, to Evanston, Wyoming On July 31, 1950.

Gas Turbine Locomotives
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 totaled 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.

Locomotives on Display 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 and No. 26 and 26B are displayed at Ogden Union Station in Ogden, UT.
The Los Angeles County Fairplex is the home of the Southern California Chapter of the Railway & Locomotive Historical Society. The locomotive display is open only the second Sunday of each month. Two things are immediately apparent when viewing their collection: The collection includes large, impressive, and famous steam locomotives. And from the pilot to the cab interior, each locomotive is kept in excellent condition. Even though they don't have a track on which to run any of these locomotives, each is being kept in "operable" condition. The cab interiors of all locomotives were complete. Not only were all of the valves and controls in place, but all were kept in perfect operating order Their collection includes a Big Boy, two large 3 cylinder locomotives, a Centennial, and a Hudson.
San Bernardino shops. San Bernardino had a 4-8-4 Northern class AT&SF; it was moved to Amtrak/Redondo Junction Roundhouse in Vernon, a suburb of Los Angeles. If on the UP its number would be between 800 and 844

Orange Empire Railway Museum
Has a classic MacArthur – Mikado, 2-8-2 from the southern pacific UP no. 2564

EMD E8 Union Pacific 942 Diesel electric Locomotive Union Pacific 942 is a streamlined diesel-electric locomotive, designed for fast, efficient pulling of passenger trains over long distances. It is an "E-unit", a standardized design first produced in 1937 and continually improved over 25 years through 10 model variations. E-units were the most popular passenger-service streamlined diesel locomotives in the U.S. (in terms of numbers produced). For three decades, E-unit powered streamlined passenger trains were the quintessential symbol of railroading in this country.
from the UP Website:
Union Pacific's route across the Wasatch mountains in southwest Wyoming and northern Utah, part of the original transcontinental railroad, provided a significant obstacle to moving freight. As steam locomotive technology progressed, Union Pacific ordered larger, faster and more powerful locomotives: the SA-C Mallet Consolation, 2-8-8-0s in 1918, the Union Pacific 9000 class, three-cylinder, 4-12-2s in 1926, then the Challenger 3900 class, 4-6-6-4s in 1937, and ultimately a locomotive which could move freight over steep Sherman Hill unassisted and maintain a fast schedule. In 1941, Union Pacific received the first out of an eventual 25 locomotives in the 4000 class dubbed "big boys," the last five of which were delivered in 1944. At the time, these were the longest and among the heaviest, most powerful steam locomotives in the world. Big Boy 4018 was in service and assigned to Wyoming's Cheyenne-Green River territory in September of 1957, having received its final repairs at the Cheyenne shops in April of 1957. By October of 1957 engine 4018 was stored serviceable at Green River. 1958 saw several 4000s in service on the Cheyenne-Laramie segment only. As a result some 4000s were stored at Laramie at the end of 1958, and the last six 4000s located at Cheyenne were placed into service for just 15 days in 1959. Union Pacific 4018 was officially retired in 1962 and donated in 1964, traveling from Wyoming to Kansas City, then south via the Santa Fe into Dallas. It is currently at the Dallas Age of Steam Railroad Museum In 1998 the museum was approached with a proposal to restore 4018 to operation for a feature film which did not materialize. Union Pacific 4018 remains on static display at the museum site in Dallas as it has been since 1964.
Union Pacific Big Boy 4004 at Holliday Park, Cheyenne Wyoming.

Union Pacific Railroad Company - Eastern District – Wyoming Division – Special Rules No. 9, Effective Monday August 1, 1949
Christopher Chant, The History of North American STEAM, Chartwell Books Inc. Edison N. J. 2004, ISBN 0-7858-1799-9.
The Encyclopedia of Trains and Locomotives, David Ross, Ed., Thunder Bay Press, San Diego, Calif. 2003, ISBN 1-57145-971-5
F. George Kay, Steam Locomotives, Galahad Books, New York, 1974; ISBN 0-88365-231-5
Union Pacific Railroad Co. Website.