Union Pacific 9000 Class

Specifications
Specifications
Configuration:;
• Whyte	4-12-2
• UIC	2′F1′ h3g
Gauge	4 ft 8+1⁄2 in (1,435 mm)
Driver dia.	67 in (1,702 mm)
Wheelbase	Loco & tender: 91.50 ft (27.89 m)
Length	102 ft 7 in (31.27 m)
Axle load	59,000 lb (26,762 kg; 27 t)
Adhesive weight	354,000 lb (160,572 kg; 161 t)
Loco weight	496,500 lb (225,209 kg; 225 t)
Tender weight	310,599 lb (140,885 kg; 141 t)
Total weight	807,099 lb (366,094 kg; 366 t)
Fuel type	Coal
Fuel capacity	44,000 lb (19,958 kg; 20 t)
Water cap.	18,000 US gallons (68,000 L; 15,000 imp gal)
Firebox:
• Grate area	108.25 sq ft (10.057 m2)
Boiler	92 in (2,337 mm)
Boiler pressure	220 lbf/in2 (1.52 MPa)
Heating surface:
• Firebox	591 sq ft (54.9 m2)
Superheater:;
• Heating area	2,560 sq ft (238 m2)
Cylinders	Three, two outside, one inside
Cylinder size	Outside (2): 27 in × 32 in (686 mm × 813 mm);; Inside (1): 27 in × 31 in (686 mm × 787 mm);
Valve gear	Gresley Conjugated

Type and origin
Type and origin
Power type	Steam
Builder	American Locomotive Company
Build date	1926–1930
Total produced	88

Union Pacific 9000-series
Union Pacific 9000-series
	The prototype, UP 9000, as preserved at the Los Angeles County Fairplex in Pomona, California.
Power type
Type and origin
Power type	Steam
Builder	American Locomotive Company
Build date	1926–1930
Total produced	88
Configuration:;
Specifications
Configuration:;
• Whyte	4-12-2
• UIC	2′F1′ h3g
Gauge	4 ft 8+1⁄2 in (1,435 mm)
Driver dia.	67 in (1,702 mm)
Wheelbase	Loco & tender: 91.50 ft (27.89 m)
Length	102 ft 7 in (31.27 m)
Axle load	59,000 lb (26,762 kg; 27 t)
Adhesive weight	354,000 lb (160,572 kg; 161 t)
Loco weight	496,500 lb (225,209 kg; 225 t)
Tender weight	310,599 lb (140,885 kg; 141 t)
Total weight	807,099 lb (366,094 kg; 366 t)
Fuel type	Coal
Fuel capacity	44,000 lb (19,958 kg; 20 t)
Water cap.	18,000 US gallons (68,000 L; 15,000 imp gal)
Firebox:
• Grate area	108.25 sq ft (10.057 m2)
Boiler	92 in (2,337 mm)
Boiler pressure	220 lbf/in2 (1.52 MPa)
Heating surface:
• Firebox	591 sq ft (54.9 m2)
Superheater:;
• Heating area	2,560 sq ft (238 m2)
Cylinders	Three, two outside, one inside
Cylinder size	Outside (2): 27 in × 32 in (686 mm × 813 mm);; Inside (1): 27 in × 31 in (686 mm × 787 mm);
Valve gear	Gresley Conjugated
Maximum speed
Performance figures
Maximum speed	50 mph (80 km/h)
Tractive effort	96,646 lbf (429.9 kN)
Factor of adh.	3.66
Operators
Career
Operators	Union Pacific Railroad
Class	UP-1 through UP-5
Numbers	9000–9087
Retired	1953–1956
Preserved	One preserved (No. 9000), remainder scrapped
Disposition	No. 9000 on static display at the RailGiants Train Museum

The Union Pacific Railroad 9000 Class was a class of 88 steam locomotives, built by ALCO for the Union Pacific between 1926 and 1930.

Wheel arrangement

The Union Pacific 9000 class was the only class of steam locomotives with a 4-12-2 wheel arrangement ever to be built. Under the Whyte notation for the classification of steam locomotives, the locomotives had four leading wheels, twelve coupled driving wheels, and two trailing wheels. As the Union Pacific was the only operator of this wheel arrangement, it was often nicknamed the Union Pacific type.

Other equivalent classifications are:

AAR wheel arrangement: 2-F-1
UIC classification: 2′F1′ (also known as German classification and Italian classification)
French classification: 261
Turkish classification: 69
Swiss classification: 6/9
Russian classification: 2-6-1

History

Front view of the same locomotive. The third cylinder and the mechanism that controls it can be seen below the smokebox.

These locomotives were used to increase the speed of freight trains in flat country, and were fairly successful, but had very high maintenance requirements, largely because of their use of an inside third cylinder driving the cranked second driving axle between the frames. There was no inside valve gear, however. ALCO had obtained permission to use the conjugated valve gear invented in the UK by Sir Nigel Gresley, who was the chief mechanical engineer of the London and North Eastern Railway. This system used two hinged levers connected to the outer cylinder's valves to operate the inner cylinder's valve. The 9000 class locomotives were the largest to use Gresley gears.

Between 1934 and 1940, eight of the first fifteen locomotives had their Gresley gear removed and were converted to a "double Walschaerts" valve gear, which utilized a double eccentric (return) crank and second link on the right side (similar to the gear Baldwin used on its three-cylinder experimental compound 4-10-2 No. 60000), which operated the valve for the inside cylinder. Union Pacific referred to this system as the "third link". The 4-12-2s constructed from 1928 utilized roller bearings in the Gresley lever bearings, thus none of these engines were converted. The pre-1928 engines not converted received the roller bearing levers in 1940, and no further conversions were made.

During design, the third and fourth driving axles were planned to be "blind" (flangeless) in order to improve curve handling, but ALCO's lateral motion devices on the first and sixth axles (which allowed the axles to slide up to two inches to the side) made this unnecessary. They had the longest rigid wheelbase in North America, and the longest in the world until the Soviet Union built their AA20 4-14-4 locomotive in 1934. The trailing truck carried the same axle load as the drivers, which was unusual.

There has been debate as to whether the first driving axle of the 4-12-2 was cranked to provide clearance for the main rod connected to the second axle. Union Pacific drawings show no such crank on the first axle. Based on the published dimensions, at its closest, the centerline of the inside rod was 11.645 in (29.58 cm) from the centerline of the first axle. (UP drawings reproduced in Kratville and Bush's Union Pacific Type books show the inside rod 113 in (290 cm) long and the first and second driver axles 88 in (220 cm) apart. The inside cylinder axis was inclined 9.5 degrees and was 32 in (81 cm) above the plane of the driving axles at a point 181 in (460 cm) ahead of the second driving axle, so the cylinder axis missed the centerline of the second axle by 1-11/16 inches. The rod centerline is closest to the axle when the crank is 54.49 degrees below horizontal.)

Union Pacific UP classes
Year	Quantity	Class	Alco order number	Alco serial numbers	Union Pacific Number	Notes
1926	1	UP-1	B-1684	66544	Union Pacific 9000	Preserved
1926	14	UP-2	B-1684	67024–67037	Union Pacific 9001–9014	9004 to OWR&N 9708, then back to UP 9004
1928	15	UP-3	B-1706	67581–67595	Union Pacific 9015–9029
1928	8	UP-3	B-1708	67596–67603	Oregon-Washington Railroad and Navigation Company 9700–9707	to Union Pacific 9055–9062
1929	25	UP-4	S-1646	67944–67986	Union Pacific 9030–9054
1930	15	UP-5	S-1701	68490–68504	Union Pacific 9063–9077	to Oregon Short Line 9500–9514
1930	10	UP-5	S-1701	68505–68514	Union Pacific 9078–9087
Total	88

Only one example has survived into preservation. Union Pacific 9000, the prototype of the class, is preserved at the Railway and Locomotive Historical Society's museum at the Los Angeles County Fairplex in Pomona, California. It received new boiler paint in 2006-2007.

References

Drury, George H. (1993), Guide to North American Steam Locomotives, Waukesha, Wisconsin: Kalmbach Publishing Company, pp. 397–398, 404, ISBN 0-89024-206-2, LCCN 93041472
Hollingsworth, Brian (2000). The Illustrated Dictionary of Trains of the World. London: Salamander Books Ltd. ISBN 1-84065-177-6.
Kratville, William W.; Bush, John E. (1990). The Union Pacific Type, Vol. 1. Omaha, Nebraska: Barnhart Press. LCCN 90082171.
Kratville, William W.; Bush, John E. (1995). The Union Pacific Type, Vol. 2. Omaha, Nebraska: Barnhart Press. LCCN 90082171.
Westcott, Linn H. (1960). Model Railroader Cyclopedia - Volume 1: Steam Locomotives. Kalmbach Books. ISBN 0-89024-001-9.