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Union Pacific Big Boy

(Redirected from Union Pacific 4005)

The Union Pacific Big Boy is a type of simple articulated 4-8-8-4 steam locomotive manufactured by the American Locomotive Company (ALCO) between 1941 and 1944 and operated by the Union Pacific Railroad in revenue service until 1962.

Union Pacific Big Boy
Publicity photo of Union Pacific Big Boy #4000, the first of the class, taken in 1941
Type and origin
Reference:[1]
Power typeSteam
DesignerOtto Jabelmann
BuilderAmerican Locomotive Company (ALCO)
Build date1941 and 1944
Total produced25
Specifications
Configuration:
​
 • Whyte4-8-8-4
 • UIC(2′D)D2′ h4g
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.36 in (914 mm)
Driver dia.68 in (1,727 mm)
Trailing dia.42 in (1,067 mm)
Minimum curve288 ft (88 m) radius/ 20°
Wheelbase
  • Locomotive: 72 ft 5+1⁄2 in (22.09 m)
  • Overall: 117 ft 7 in (35.84 m)
LengthLocomotive: 85 ft 3+2⁄5 in (25.99 m)
Overall: 132 ft 9+1⁄4 in (40.47 m)
Width11 ft (3.35 m)
Height16 ft 2+1⁄2 in (4.94 m)
Axle load4884-1: 67,500 lb
4884-2: 68,150 lb
Adhesive weight4884-1: 540,000 lb
4884-2: 545,200 lb
Loco weight4884-1: 762,000 lb
4884-2: 772,250 lb
Tender weight4884-1: 427,500 lb
4884-2: 436,500 lb
Total weight4884-1: 1,189,500 lb
4884-2: 1,208,750 lb
Fuel typeCoal (No. 4014 converted to No. 5 fuel oil)
Fuel capacity28 short tons
(25.4 t; 25.0 long tons)
Water cap.4884-1: 24,000 US gal
4884-2: 25,000 US gal
Fuel consumptionUp to 11 short tons of coal / hr
Up to 12,000 US gal of water / hr
Firebox:​
 • Grate area150 sq ft (14 m2)
Boiler107 in (2,718 mm) (OD)
Boiler pressure300 lbf/in2 (2.1 MPa)
Feedwater heaterElesco Type T.P. 502 Exhaust Steam Injector
14,000 US gal/hr capacity
Heating surface:​
 • Firebox704 sq ft (65 m2) (4884-1)
720 sq ft (67 m2) (4884-2)
 • Tubes967 sq ft (90 m2) (4884-1)
2,734 sq ft (254 m2) (4884-2)
 • Flues4,218 sq ft (392 m2) (4884-1)
2,301 sq ft (214 m2) (4884-2)
 • Tubes and flues5,185 sq ft (482 m2) (4884-1)
5,035 sq ft (468 m2) (4884-2)
 • Total surface5,889 sq ft (547 m2) (4884-1)
5,735 sq ft (533 m2) (4884-2)
Superheater:
​
 • TypeType E (4884-1)
Type A (4884-2)
 • Heating area2,466 sq ft (229 m2) (Type E)
2,043 sq ft (190 m2) (Type A)
Cylinders4
Cylinder size23.75 in × 32 in
(603 mm × 813 mm)
Valve gearWalschaerts
Valve typePiston valves
Valve travel7 in (178 mm)
Valve lap1+3⁄8 in (35 mm)
Valve lead1⁄4 in (6 mm)
Train heatingSteam heat
Loco brakePneumatic, Schedule 8-ET
Train brakesPneumatic
Safety systemsCab signals
Performance figures
Maximum speed80 mph (130 km/h) (design)
Power output6,290–7,000 hp (4,690–5,220 kW) @ 41 mph (66 km/h) (drawbar)
Tractive effort135,375 lbf (602.18 kN)
Factor of adh.3.99 (4884-1)
4.02 (4884-2)
Career
OperatorsUnion Pacific Railroad
Class4884-1, 4884-2
Numbers4000-4019 (4884-1)
4020-4024 (4884-2)
Last runJune 21, 1959 (revenue service)
Retired1959–1962
PreservedSeven on static display and one (No. 4014) operational in excursion service
RestoredNo. 4014; May 1, 2019
DispositionEight preserved, remainder scrapped
Cost to build US$ 265,000 in 1941, equivalent to $5,489,457 in 2023

The 25 Big Boy locomotives were built to haul freight over the Wasatch Range between Ogden, Utah, and Green River, Wyoming. In the late 1940s, they were reassigned to Cheyenne, Wyoming, where they hauled freight over Sherman Hill to Laramie, Wyoming. They were the only locomotives to use a 4-8-8-4 wheel arrangement: four-wheel leading truck for stability entering curves, two sets of eight driving wheels and a four-wheel trailing truck to support the large firebox.

Today, eight Big Boys survive, with most on static display at museums across the United States. One of them, No. 4014, was re-acquired by Union Pacific, and between 2014 and 2019 was rebuilt to operating condition for the 150th anniversary of the first transcontinental railroad. It thus regained the title as the largest and most powerful operating steam locomotive in the world.

History

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Design

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The cab controls of No. 4005 at the Forney Transportation Museum in Denver, Colorado

In 1936, Union Pacific introduced the Challenger-type (4-6-6-4) locomotives on its main line over the Wasatch Range between Green River and Ogden.[2][3] For most of the route, the maximum grade is 0.82% in either direction, but the climb eastward from Ogden, into the Wasatch Range, reached 1.14%.[4] Hauling a 3,600-short-ton (3,300 t; 3,200-long-ton) freight train demanded double heading and helper operations, which slowed service.[3][4] Union Pacific therefore decided to design a new locomotive that could handle the run by itself:[5] faster and more powerful than the compound 2-8-8-0s that UP tried after World War I, able to pull long trains at a sustained speed of 60 miles per hour (100 km/h) once past mountain grades.[5]

 
A close-up of No. 4014's running gear in 2019

A Union Pacific design team led by Otto Jabelmann, the head of the Research and Mechanical Standards section of the Union Pacific's Mechanical Department, worked with ALCO (the American Locomotive Company) to re-examine their Challenger locomotives.[6] The team found that the railroad's goals could be achieved by enlarging the Challenger firebox to about 235 by 96 inches (5.97 m × 2.44 m) (about 150 sq ft or 14 m2), increasing boiler pressure to 300 psi (2.1 MPa), adding four driving wheels, and reducing the size of the driving wheels from 69 to 68 in (1,753 to 1,727 mm).[6] The new locomotive was carefully designed not to exceed an axle loading of 67,800 lb (30,800 kg), and achieved the maximum possible starting tractive effort with a factor of adhesion of 4.0.[4][6] It was designed to travel smoothly and safely at 80 miles per hour (130 km/h).[7]

To achieve these new engineering goals, the Challenger locomotive was "comprehensively redesigned from first principles", wrote locomotive historian Tom Morrison.[8] The overall design simplified some aspects of previous locomotive designs and added complexity elsewhere. Compounding, booster, and feed water heaters were eliminated, as were Baker valve gear and limited cut-off. But the "proliferation of valves and gauges on the backhead showed that running a Big Boy was an altogether more complicated and demanding task for the crew than running previous existing locomotives", Morrison wrote.[8]

The 4-8-8-4 class series, originally rumored to be called the "Wasatch", after the Wasatch Mountains, acquired its nickname after an unknown ALCO worker scrawled "Big Boy" in chalk on the front of No. 4000's smokebox door, then under construction as the first of its class.[4][5][9]

The Big Boys were articulated, like the Mallet locomotive design, although lacking the compounding of the Mallet.[10] They were built with a wide margin of reliability and safety, and normally operated well below 60 miles per hour (100 km/h) in freight service. Peak drawbar horsepower was reached at about 41 mph (66 km/h).[11] The maximum drawbar pull measured during 1943 tests was 138,200 lbf (615 kN) while starting a train.[11]

The Big Boy has the longest engine body of any reciprocating steam locomotive, longer than two 40-foot buses.[12] They were also the heaviest reciprocating steam locomotives ever built; the combined weight of the 772,250 lb (350,290 kg) engine and 436,500 lb (198,000 kg) tender outweighed a Boeing 747.[12] There was some speculation that the first series of Chesapeake and Ohio 2-6-6-6 H-8 “Allegheny” locomotives, built by the Lima Locomotive Works in 1941, may have weighed as much as 778,200 lb (353,000 kg), exceeding the Big Boys, but subsequent re-weighs of early-production H-8s, under close scrutiny by the builder and the railroad, found them to be about half a ton less than 772,250 lb (350,290 kg).[13][14]

A few experiments were carried out on the Big Boys during their years in revenue service. One experiment saw the conversion of No. 4005 to oil fuel in 1946.[15] Unlike a similar effort with the Challengers, the conversion failed due to uneven heating in the Big Boy's large, single-burner firebox.[15] The locomotive was converted back to coal in 1948.[16][15] (Decades later, No. 4014 would be successfully converted to oil during its restoration.[17]) Another experiment saw No. 4007 being modified with a single stack in October 1948. The results were unsatisfactory, and the locomotive was reverted to double stack after testing.[18] One final short-term experiment was the fitting of smoke deflectors on locomotive 4019, similar to those found on the railroad's FEF Series, as well as some of their Challengers. These were later removed, as the Big Boys' nozzle and blower in the smoke box could blow smoke high enough to keep engineers’ lines of sight clear.

Construction

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The American Locomotive Company manufactured 25 Big Boy locomotives for Union Pacific: 20 in 1941 and five in 1944.[4][9] Along with the Challengers, the Big Boys arrived on the scene just as traffic was surging in preparation for American participation in World War II.

Table of orders and numbers[19]
Class Quantity Serial Nos. Year built UP No. Notes
4884-1 20 69571-69590 1941 4000-4019 No. 4005 converted to oil fuel in 1946 and reverted to coal in 1948.[16] No. 4007 was modified with a single stack and tested in October 1948. Results were unsatisfactory and locomotive reverted to double stack following tests.[18] No. 4019 given experimental smoke deflectors from 1944 to 1945.[20] No. 4014 in excursion service since May 2019.[17]
4884-2 5 72777–72781 1944 4020-4024

Operation

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The Big Boy locomotives had large grates to burn the low-quality bituminous coal supplied by Union Pacific-owned mines in Wyoming. Coal was carried from the tender to the firebox by a Standard Stoker Company type MB automatic stoker that could supply slightly over 12+1⁄2 short tons (25,000 lb) per hour. Water to the boiler was furnished by a Nathan type 4000C Automatic Restarting injector rated for 12,500 gallons per hour on the right side and an Elesco T.P. 502 exhaust steam injector rated for 14,050 gallons per hour on the left side.

Upon their arrival on Union Pacific property in 1941, the Big Boys were assigned to the Utah Division's First Sub, between Ogden and Green River, which included the 1.14% grade for which they were designed. From February 1943 to November of the same year, three Big Boys were assigned to the Los Angeles & Salt Lake Line and ran between Ogden and Milford, Utah. In 1944, with the arrival of additional Challengers and the second order of Big Boys, their operating territory was expanded east from Green River to Cheyenne over the Wyoming Division's Fifth, Sixth, and Seventh Subs. Beginning in 1948, with Challenger locomotives taking over the bulk of service between Ogden and Green River, the Big Boys saw only occasional service on the Utah Division, while their operating territory was expanded to include the line south from Cheyenne to Denver. Between 1950 and 1957, they were occasionally assigned to handle trains east of Cheyenne to North Platte over the Nebraska Division's Third Sub. In the final years of steam on the UP, where the locomotives were only fired up to help with the fall rush traffic, the Big Boys saw service only between Cheyenne and Laramie.[21]

In April 1943, UP borrowed a dynamometer car from AT&SF to evaluate Big Boy performance. Several test runs were made on the Evanston Subdivision from Ogden to Evanston (76 miles), and it was found that a Big Boy could consume 11 tons of coal and 12,000 gallons of water an hour operating at full throttle, producing 6,290 drawbar horsepower at 41.4 mph. Designed to haul 3,600 tons up the 1.14% ruling gradient over this subdivision, the tests demonstrated that a Big Boy could handle 4,200 tons, running at an average speed of 18 to 20 mph between those two division points.[11][22]

The locomotives were held in high regard by crews, who found them sure-footed and more “user friendly” than other motive power. They were capable machines, and their rated hauling tonnage was increased several times over the years (see section on tonnage ratings).

Postwar increases in the price of coal and labor, along with the advent of efficient, cost-effective diesel-electric power, spelled the end of their operational lives. They were among the last steam locomotives withdrawn from service on the Union Pacific. The last revenue train hauled by a Big Boy ended its run early in the morning on July 21, 1959. Most were stored in operational condition until 1961; four remained in operational condition at Green River, Wyoming, until 1962. Their duties were assumed by diesel locomotives and gas turbine-electric locomotives.[23]

In 2019, Union Pacific completed the restoration of No. 4014 and placed it in excursion service.[24][25] The locomotive was sent on a tour in celebration of the 150th anniversary of the completion of the First transcontinental railroad.[26][27]

Tonnage ratings over principal operating territories (1946-1959)

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Most grades on Union Pacific's Overland Route were no steeper than 0.82%. So for a majority of the route, Big Boys could handle trains of roughly 6,000 tons in either direction, limited only by the length of sidings and the locomotives' capacity to recharge the train's air brake system. The two exceptions were the 1.14% eastbound gradient between Ogden and Evanston and the 1.55% westbound gradient between Cheyenne and Sherman Hill. In 1953, the latter grade was alleviated by the opening of Track 3 via Harriman, whose 0.82% grade theoretically allowed a Big Boy to haul a 6,000-ton train unassisted the entire 993 mi (1,598 km) from Council Bluffs, Iowa, to Ogden.

Eastbound Tonnage Ratings[28][29][30][31][32][33][34][35][36][37]
Ogden to Wasatch Wasatch to Green River Green River to Rock Springs Rock Springs to Wamsutter Wamsutter to Rawlins Rawlins to Laramie Laramie to Buford Buford to Cheyenne Cheyenne to Grand Island Grand Island to Council Bluffs
1946 3,800 tons 5,100 tons 6,700 tons 5,100 tons 4,800 tons N/A
1947 4,450 tons 6,090 tons 6,090 tons 8,000 tons 6,090 tons 6,100 tons
1949 6,000 tons 7,800 tons 5,900 tons 5,800 tons 9,000 tons 6,800 tons
Westbound Tonnage Ratings[28][29][30][31][32][33][34][35][36][37]
Council Bluffs to Grand Island Grand Island to North Platte North Platte to Sidney Sidney to Cheyenne Cheyenne to Buford Cheyenne to Hermosa via Harriman trk. 3 Buford to Laramie Laramie to Rawlins Rawlins to Green River Green River to Wasatch Wasatch to Ogden
1946 N/A 2,800 tons N/A 5,100 tons 4,900 tons
1947 3,250 tons 6,090 tons 6,090 tons 6,100 tons
1949 6,800 tons 8,000 tons 6,500 tons 6,000 tons 6,000 tons
1953 6,000 tons
Tonnage Ratings Over Greeley Subdivision (Denver - Cheyenne)[30][31][32][33][34][35][36]
Speer Junction to Denver (Southbound) Denver to La Salle (Northbound) La Salle to Speer Junction (Northbound)
8,000 tons 5,000 tons 4,000 tons
Notes
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  • All tonnage ratings are in exclusion of the engine and tender.
  • Tonnage rating from Cheyenne to Buford may be increased by 66.6% with the addition of a helper locomotive.
  • Tonnage ratings may be reduced by 10% for fast freight.
  • Big Boys saw limited use on the line between Cheyenne and North Platte (in part because they were too long for the turntable in N Platte).

No. 4005 accident

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On April 27, 1953, No. 4005 was pulling a freight train through southern Wyoming when it jumped a switch track at 50 mph (80 km/h), throwing the engine onto its left side and derailing its tender and the first 18 freight cars of its 62-car train. The engineer and fireman were killed on impact; the brakeman died of severe burns in a hospital a few days later. The tender destroyed the cab of the locomotive, and the loads from the 18 derailed cars were scattered. The locomotive was repaired by Union Pacific at its Cheyenne facility and returned to service until 1962.[38]

Preservation

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Most of the 25 Big Boys were scrapped, but seven remain on static display—two indoors and five outdoors, under the elements—and an eighth, Union Pacific 4014, was rebuilt to operating condition by Union Pacific's steam program.[16]

Surviving Big Boy locomotives[19][16]
Type Road

Number

Image Date built Serial

number

Location Coordinates Notes
4884-1 4004   September 1941 69575 Holliday Park, Cheyenne, Wyoming 41°08′12.30″N 104°47′59.4″W / 41.1367500°N 104.799833°W / 41.1367500; -104.799833 (Big Boy 4004) Received a cosmetic restoration in 2018.[39] Surviving Tender No. 25-C-103 from UP 4002.
4884-1 4005   September 1941 69576 Forney Transportation Museum, Denver, Colorado 39°46′37.38″N 104°58′13.8″W / 39.7770500°N 104.970500°W / 39.7770500; -104.970500 (Big Boy 4005) Wrecked on April 27, 1953 and repaired afterwards. Donated to the museum in June 1970.[15][40] Surviving Tender late model 25-C-4, unknown number.
4884-1 4006   September 1941 69577 National Museum of Transportation, St. Louis, Missouri 38°34′19.73″N 090°27′40.0″W / 38.5721472°N 90.461111°W / 38.5721472; -90.461111 (Big Boy 4006) To receive a cosmetic restoration. Traveled 1,064,625 miles in freight operation, farther than any other Big Boy.[16] Surviving Tender No. 25-C-104 from UP 4003.
4884-1 4012   November 1941 69583 Steamtown National Historic Site, Scranton, Pennsylvania 41°24′26.96″N 075°40′10.8″W / 41.4074889°N 75.669667°W / 41.4074889; -75.669667 (Big Boy 4012) Was displayed at Steamtown, USA in Bellows Falls, Vermont, until 1984. Received cosmetic restoration, completed in 2021.[41] Displayed outdoors[42] because it is too large for Steamtown's turntable and roundhouse.[42] Steamtown staff believe No. 4012 could be restored to working order, but recommended[when?] first determining whether surrounding rail infrastructure could handle the engine's weight.[42][43] Surviving Tender No. 25-C-114 from UP 4013.
4884-1 4014   November 1941 69585 Union Pacific Railroad, Cheyenne, Wyoming 41°7′46.9308″N 104°48′49.1688″W / 41.129703000°N 104.813658000°W / 41.129703000; -104.813658000 (Big Boy 4014) Long displayed at Fairplex RailGiants Train Museum in Pomona, California,[44] No. 4014 was re-acquired and restored to operational condition by Union Pacific, then placed in excursion service in May 2019 at its new home in Cheyenne, Wyoming, as the largest, heaviest, and most powerful operational steam locomotive in the world.[17] Surviving Tender No. 25-C-116 from UP 4015.[45] Currently mated with Tender No. 25-C-311 (taken from UP Challenger No. 3985).[a]
4884-1 4017   December 1941 69588 National Railroad Museum, Green Bay, Wisconsin 44°29′02.70″N 088°02′55.1″W / 44.4840833°N 88.048639°W / 44.4840833; -88.048639 (Big Boy 4017) Displayed in a climate-controlled shed.[16][49] An impromptu attempt to bring the locomotive to steam in 1970 was reportedly attempted by visiting rail crew from the Flying Scotsman, but was aborted after 20 tons of coal failed to heat the boiler enough to produce steam.[50] Surviving Tender No. 25-C-404 from UP 4023.
4884-1 4018   December 1941 69589 Museum of the American Railroad, Frisco, Texas 33°08′40″N 96°50′00″W / 33.144513°N 96.833444°W / 33.144513; -96.833444 (Big Boy 4018) Moved to its current location from the museum's former location in Dallas, Texas, by rail on August 25, 2013.[51] Surviving Tender No. 25-C-101 from UP 4000.[52]
4884-2 4023   November 1944 72780 Kenefick Park, Omaha, Nebraska 41°13′55.7″N 095°55′4.1″W / 41.232139°N 95.917806°W / 41.232139; -95.917806 (Big Boy 4023) The only surviving Big Boy from the second group built in 1944, and the only Big Boy known to have been moved by highway. [16] Surviving Tender No. 25-C-105 from UP 4004.

See also

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Notes and references

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Notes

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  1. ^ In 2019, the tender from Challenger No. 3985, No. 25-C-311, was connected to Big Boy No. 4014 to save time in meeting the restoration deadline.[46][47] The Railroading Heritage of Midwest America (RRHMA), which acquired No. 3985 in 2022, planned to rebuild No. 4014's original tender, No. 25-C-116, to carry fuel oil instead of coal.[48] Once rebuilt, the tender is to be reconnected with No. 4014, and the No. 25-C-311 tender is to be reconnected to the No. 3985 locomotive.[48]

Citations

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  1. ^ Peck, Combes & Augur 1950, pp. 501, 519, 523, 545.
  2. ^ "Challenger No. 3985". Union Pacific. Archived from the original on May 1, 2019. Retrieved May 23, 2019.
  3. ^ a b Solomon 2009, p. 70.
  4. ^ a b c d e Glischinski, Steve (August 21, 2013). "Big Boy story began in 1940". Trains. Archived from the original on June 24, 2018. Retrieved July 11, 2019.
  5. ^ a b c Welsh, Joe; Boyd, Jim; Howes Jr., William F. (2006). The American Railroad: Working for the Nation (1st ed.). MBI Publishing. p. 104. ISBN 978-0-7603-1631-3.
  6. ^ a b c Vantuono, William C. (July 9, 2019). "Railway Age, October 4, 1941: UP's "Big Boy" debuts". Railway Age. Archived from the original on July 11, 2019. Retrieved July 11, 2019.
  7. ^ Elliott, Dan (April 15, 2014). "Huge Big Boy steam locomotive coming back to life". Yahoo! News. Associated Press. Retrieved April 15, 2014.
  8. ^ a b Morrison, Tom (2018-07-10). The American Steam Locomotive in the Twentieth Century. McFarland. ISBN 9781476627939.
  9. ^ a b Solomon 2009, p. 75.
  10. ^ Morrison, Tom (2018). The American Steam Locomotive in the Twentieth Century (1st ed.). McFarland & Company. pp. 533–534. ISBN 978-1-4766-6582-5.
  11. ^ a b c Kratville, William (1972). Big Boy. Kratville Publications.
  12. ^ a b Gruver, Mead (May 8, 2019). "Refurbished 'Big Boy' locomotive weighs more than a fully loaded Boeing 747". The Associated Press. USA Today. Archived from the original on June 8, 2019. Retrieved June 12, 2019.
  13. ^ King, Ed (February 15, 2018). "Big Boy versus Allegheny". Trains. Archived from the original on September 28, 2018. Retrieved July 11, 2019.
  14. ^ Solomon, Brian (2000). Union Pacific Railroad. Railroad Color History (1st ed.). Voyageur Press. p. 104. ISBN 0-7603-0756-3.
  15. ^ a b c d Frank, Al. "Big Boy". Forney Museum of Transportation. Archived from the original on December 10, 2018. Retrieved July 27, 2019.
  16. ^ a b c d e f g Wrinn, Jim (February 15, 2018). "Where to find Big Boy locomotives". Trains. Archived from the original on September 28, 2018. Retrieved June 16, 2019.
  17. ^ a b c "Big Boy No. 4014". Union Pacific. Archived from the original on May 17, 2019. Retrieved June 5, 2019.
  18. ^ a b Report of Tests (PDF) (Technical report). Union Pacific Railroad Company Research & Mechanical Standards.
  19. ^ a b Drury 2015, p. 319.
  20. ^ "Marklin 37994 Union Pacific "Big Boy" Steam Loco". Trainz.com. Archived from the original on July 11, 2019. Retrieved July 11, 2019.
  21. ^ Union Pacific's Big Boys, The complete story from history to restoration. Kalmbach Media. 2020.
  22. ^ Morgan, D.P. Big Boy,Trains magazine, November 1958
  23. ^ Klein, Maury (2006). Union Pacific: Volume II, 1894-1969 (2nd ed.). University of Minnesota Press. p. 479. ISBN 978-0-8166-4460-5.
  24. ^ Scott, Ramsey (May 4, 2019). "The Big Boy leaves the shop and heads into history". Wyoming Tribune Eagle. Archived from the original on May 4, 2019. Retrieved July 30, 2019.
  25. ^ Sweeney, Steve (May 4, 2019). "UP steam crew has Big Boy ready to roll". Trains. Archived from the original on May 6, 2019. Retrieved July 30, 2019.
  26. ^ "2019 Union Pacific Steam Schedule". Union Pacific. Archived from the original on April 30, 2019. Retrieved July 25, 2019.
  27. ^ "World's largest locomotive coming to West Chicago to celebrate 150th anniversary of Transcontinental Railroad completion". WLS-TV. July 24, 2019. Archived from the original on July 25, 2019. Retrieved July 25, 2019.
  28. ^ a b "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.6" (PDF). Union Pacific Railroad.
  29. ^ a b "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.7" (PDF). Union Pacific Railroad.
  30. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.9" (PDF). Union Pacific Railroad.
  31. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.10" (PDF). Union Pacific Railroad.
  32. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.11" (PDF). Union Pacific Railroad.
  33. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.12" (PDF). Union Pacific Railroad.
  34. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.13" (PDF). Union Pacific Railroad.
  35. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.14" (PDF). Union Pacific Railroad.
  36. ^ a b c "UNION PACIFIC RAILROAD COMPANY Eastern District Wyoming Division Special Rules No.15" (PDF). Union Pacific Railroad.
  37. ^ a b "UNION PACIFIC RAILROAD COMPANY Eastern District Nebraska Division Special Rules No.9" (PDF). Union Pacific Railroad.
  38. ^ "DISASTER ON THE RAILS: The Wreck of the 4005". Forney Museum of Transportation. Archived from the original on September 24, 2018. Retrieved June 14, 2019.
  39. ^ "Cheyenne's Big Boy 4004 to shine in new paint July 9". Trains. June 26, 2018. Archived from the original on April 14, 2019. Retrieved July 12, 2019.
  40. ^ King, Kat (September 4, 2009). "The Forney Museum is worth getting around to". The Denver Post. Archived from the original on July 27, 2019. Retrieved July 27, 2019.
  41. ^ "Steamtown National Historic Site's Union Pacific "Big Boy" No. 4012 Removed From Public Display For Cosmetic Restoration and Painting - Steamtown National Historic Site (U.S. National Park Service)".
  42. ^ a b c Chappell, Gordon. "Union Pacific Railroad No. 4012". Steam Over Scranton: Special History Study, American Steam Locomotives. National Park Service. Archived from the original on August 13, 2012. Retrieved March 13, 2012.
  43. ^ "Steamtown's Locomotives and Cars". Steamtown National Historic Site. National Park Service. Retrieved March 13, 2012.
  44. ^ "Union Pacific "Big Boy" 4014". RailGiants Train Museum. Archived from the original on April 27, 2019. Retrieved July 13, 2019.
  45. ^ QBL1201713 (2008-06-14), English: Tender Classification Plate 25-C-116 (UP 4014). Original plate number still intact after 72 years., retrieved 2022-11-23{{citation}}: CS1 maint: numeric names: authors list (link)
  46. ^ Wrinn, Jim (March 31, 2020). "Union Pacific No. 3985's next stop". Trains. Kalmbach Publishing. Archived from the original on January 17, 2021. Retrieved June 24, 2021.
  47. ^ Wrinn, Jim (2020). Union Pacific's Big Boys: The Complete Story from History to Restoration (1st ed.). Kalmbach Books. p. 143. ISBN 978-1627007924.
  48. ^ a b Kratville-Wrinn, Cate (April 28, 2022). "Original Big Boy tender to be restored by Railroading Heritage of Midwest America". Trains. Kalmbach Publishing. Archived from the original on May 13, 2022. Retrieved May 16, 2022.
  49. ^ "National Railroad Museum - Green Bay, WI 54304". National Railroad Museum. Retrieved 2022-11-20.
  50. ^ Hinchcliffe, Richard; Wagner, Bill (2023). Flying Scotsman in America The 1970 Tour. The Hill, Stroud Gloucestershire; United Kingdom: Amberley. p. 76. ISBN 978-1-3981-1521-7.
  51. ^ "Big Boy Steam Locomotive Arrives at its New Home in Frisco". Museum of the American Railroad. August 26, 2013. Archived from the original on April 13, 2016. Retrieved July 28, 2019.
  52. ^ "Museum of the American Railroad". Museum of the American Railroad. Retrieved 2022-11-20.

References

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Further reading

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  • Bush, John E.; Ehernberger, James L. (1996). Union Pacific Steam Big Boy Portraits (1st ed.). Challenger Press. ASIN B0027ZOGLA.
  • Reisdorff, James J. (2007). The Big Legacy of the Union Pacific Big Boy: Why Railfans Still Love the "World's Largest" Steam Locomotive (1st ed.). South Platte Press. ISBN 978-0942035735.
  • Wrinn, Jim (2020). Union Pacific's Big Boys: The Complete Story from History to Restoration (1st ed.). Kalmbach Media. ISBN 978-1-62700-792-4.
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