4-4-0 TYPE - EIGHT WHEEL - CLASS SYMBOL E

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1 PAGE TYPE - EIGHT WHEEL - CLASS SYMBOL E Union Pacific Railroad Class E System UPRR /86 826/86 827/87 828/ /9 85/91 87/ x B x UPRy Builder Date 807 Sep Sep Oct Nov Norris Mar Baldwin Jul McKay & Aldus Baldwin Jul Oct Dec.1887 Unknown UPRy Shops Jul Unknown UPRy Shops Jul A x C x Const. Late Number Fuel Notes Vacated 657 Nov C, 662 Dec Apr B, 667 Jan Oct 25 Oct Apr 2 B,, Nov 26 C, 219,4 Dec 26 82,5 Oct C,,5 Apr 2 C,,6 May 6 - Pocatello - The number series was created for Eight Wheelers rebuilt with 69-inch drivers in Union Pacific Shops between 188 and Became Historical Exhibitions, later 0196 and 0197 work equipment. 5 - Built with Camelback Cabs and Wootten Boilers. Called dust burners, their extremely wide firebox could efficiently burn slack or waste coal. Rebuilt with conventional boilers and cabs on the date given under Remarks. 6 - Donated for exhibition to Idaho State College, Pocatello. Given to a wartime scrap drive by City of Pocatello in 194. UP 815, rebuilt in March 1886 at Evanston, Wyoming. Seen here at Kearney, Nebraska James L. Ehernberger Collection Remarks Built UPRR-149 Built UPRR-150 Built UPRR-154 Built UPRR-166 Built UPRR-167 Built UPRR-169 Built UPRR-170 ex UPED&KP-2 Built UPRR-70 ex UPRR-5.2 Built KP-61 ex KP-89 Built KP-62 Reb. May 1891 Reb. July 1892

2 PAGE TYPE - MALLET CONSOLIDATION - CLASS SYMBOL MC Mallets. Doubtless they turned many heads with the sounds they emitted. As the new 1.14% eastward line was being completed in 1916 these big Mallets were allowed to return to Sherman Hill and freight Mikados took over until being displaced as Two-Ten-Twos arrived in In that year they all acquired a smoke-stack splitter to deflect their exhaust plume toward the sides. Within two years another Mallet type, the was headed west, this time from ALCO. In 1917, Union Pacific opted to sell their old MC-1s to the Oregon Short Line where they were badly needed for service out of Glenns Ferry, Idaho. Oregon Railway & Navigation Co. (OR&N) got their big MC-1s in early January They had made that long cold journey with their main rods off to allow the best time, dead in-train. After they reached the shops at La Grande, Oregon their main rods and various accessories were applied, making a first trip on January 15, Again, these Mallets could handle twice the tonnage as the next most powerful locomotives then on hand. OR&N s MC-1s were assigned in the Blue Mountains out of La Grande. Unlike Southern Pacific, the U P and its affiliate lines did not find the MC-1s to be a particularly successful design for their purposes, based in great part on their slowness (12 mph). The U P lines decided not to Simple theirs as SP had done. None were ever equipped with mechanical stokers either. Note that the MC-1s were built without a traditional sand dome for the front drivers. None are seen in later photos either. Surely, they would have had some traction issues. Circa 192, the required head-end brakeman seat was added. As in other classes it was a drop seat placed ahead of the fireman s seat at the rear wall. The arrangement made things crowded, but without a stoker the fireman did not often sit for very long in any case. See page 27 UP 2002 (later 602.1) at Ogden, Utah in All hands out for the camera! G. E. Barber photo, James L. Ehernberger Collection

3 TYPE - UNION PACIFIC - CLASS SYMBOL UP PAGE 165 Oregon Short Line Railroad UP x1& BK Const. System Previous Previous Builder Date Number Fuel Notes Vacated 9500 [906] ALCo-Schen. Jul Jan 56 - Omaha 9501 [9064] ALCo-Schen. Aug Jan 56 - Cheyenne 9502 [9065] ALCo-Schen. Aug Jan 55 - Omaha 950 [9066] ALCo-Schen. Aug Sep 55 - Omaha 9504 [9067] ALCo-Schen. Aug Dec 54 - Cheyenne 9505 [9068] ALCo-Schen. Aug Jan 56 - Omaha 9506 [9069] ALCo-Schen. Aug ,10 Apr 54 - Omaha 9507 [9070] ALCo-Schen. Aug ,10 Mar 54 - Omaha 9508 [9071] ALCo-Schen. Aug ,10 Mar 55 - Cheyenne 9509 [9072] ALCo-Schen. Aug ,10 May 55 - Omaha 9510 [907] ALCo-Schen. Aug ,10 Apr 55 - Omaha 9511 [9074] ALCo-Schen. Aug ,10 Nov 54 - Cheyenne 9512 [9075] ALCo-Schen. Aug ,10 Sep 55 - Omaha 951 [9076] ALCo-Schen. Aug ,10 Nov 54 - Omaha 9514 [9077] ALCo-Schen. Aug ,10 Aug 54 - Cheyenne Remarks Oregon-Washington Railroad & Navigation Company UP x1& Duplex & Franklin Booster # x1& Duplex & Bethlehem Booster 9700 ALCo-Brooks Jul August 1929 to ALCo-Brooks Jul August 1929 to ALCo-Brooks Jul August 1929 to ALCo-Brooks Jul August 1929 to ALCo-Brooks Jul August 1929 to ALCo-Brooks Aug August 1929 to ALCo-Brooks Aug August 1929 to ALCo-Brooks Aug August 1929 to 9062 UP x1& Elvin Stoker & Franklin Booster 9708 UP-9004 ALCo-Brooks Aug ,12 August 1929 to 9004 The nine boosted tenders were transferred to nine 600 Class Mallets in July 1929 for long term lease to OWRR&N. UP got new 18-C-4s 9 - These fifteen delivery positions were reassigned to the Oregon Short Line. Records reflect they were never taken into Union Pacific accounts In July 191 the nine 18-C booster equipped tenders came to OSL for use with OSL The booster engines were retired in Fall of Responding to a U P Corporation inquiry, a letter stated that U P needed the 9700s more than OWR&N then, and transferred an equal number of 600 Mallets with the boosted tenders to Oregon, ensuring they would not be short of power at La Grande. (No one wanted to mention trackage issues.) 12 - Purchased from U P and renumbered as OWR&N 9708 in September 1928 with the booster previously applied to its 15,000 tender for Blue Mountains trials. It was restored as UP 9004 in September 1929 and the booster was removed.

4 PAGE 22 TENDER CLASSIFICATION A standard classification system for tenders had existed since the Harriman era, however, no universal strategy of permanent markings was adopted systemwide until the late 1920s. An identification plate designed coincident with arrival of the first 18,000- gallon tenders would identify that group by showing their class and sub class, e.g., 18-C-1. However, this plan would identify only that a tender so-marked was one of that initial group of 18-Cs. Also, delivered in 1928 were eight tenders with booster trucks for the OWRR&N. Seven were 18-C-2s, equipped with Franklin boosters and the eighth was an 18-C-, built with a Bethlehem booster. Early in 1929, it was decided plate design should be changed to mark each tender with a unique plate. These would list the tender s class and unique sub class serial number, beginning at 01, e.g., COMMON STANDARD, TENDER CLASS, 18-C-101. The first 18-Cs occupied the series , with its fifteen extras. From then on, each tender would display a unique number plate. By the end of 191 Union Pacific had C tenders, seventy-three came with s, and seventy-five were purchased as extras. Those extras provided 50% more water when displacing a 12-C, thus reducing water stops and improving the speed of mainline operations. As extras arrived, they went to 600s, 5000s, 8800s and UNION PACIFIC TENDERS The eight groups of 18-Cs were numbered in the 100 through 800 series. This numbering strategy allowed more comprehensive tracking of individual tenders for maintenance and bookkeeping purposes. Tender reassignments were common for both expediency and for changes of service type. In 190, older tenders began getting class number plates. Plates were based on tender type and water capacity alone, without regard to age or heritage. Plates were kept on hand in the various shops, to be applied when an unmarked tender came in. As plates were added, the tender s date of construction and available source information became part of the permanent record for each. 12,000 gallon tenders (12-C) in freight service ran on four-wheel trucks and were numbered 101 through 278 inclusive. Passenger 12-Cs, on six-wheel trucks, were numbered 01 through 85. Between 197 and 1945, eighty 1- Cs, with a boxlike tank top extension, and twenty 15-C-2 stretched tenders were created from 12-Cs in U P shops. All 15-C-2s and three 1-Cs were created from 6-axle 12-Cs. New class plates were applied. The quantity of plates for each class was defined by the engineering department. It is unclear how long it may have taken before plates were put on all older tenders still in service. Standard mounting location was outside on the tender s right frame rail or water bottom, midway between front and rear. Nearing the process end, a generic plate was adopted for unmarked tenders. These were X plates, each with a unique serial number, e.g., X-12. These were only on 12-C or smaller tenders. Applicable information was entered on each record as plates were applied. X number plates had no relevancy to tenders purchased as extras. FUEL BUNKERS Myriad fuel space alterations existed over time. When changes were needed for job assignments, e.g., yard service, whether coal or oil, the tank or bunker was altered by the most practical or expedient means. Dropin oil tanks required removable upper side sheets on the Vanderbilts, thus the tell-tale mating flanges. Photos tell it best! Albrecht photo, J. L. Ehernberger Collection Brass patent badges were positioned low on the right outside, near the front, on pre 1922 Vanderbilt tanks..

5 DIVISION, STATUS OR ASSIGNMENT AND LOCATIONS, AUGUST 1, 1957 PAGE 299 Standard Classification of Repairs Omaha, June 19, 1922 Class 1: 1 New boiler or back end, and general repairs to flues and machinery which will put locomotive in condition to perform a full term of service in the district and class of service to which assigned. Class 2: New firebox or one or more shell course or roof sheet, and general repairs to flues and machinery which will put locomotive in condition to perform a full term of service in the district and class of service to which assigned. Class : General repairs which will put locomotive in condition to perform a full term of service in the district and class of service to which assigned. Class 4: 4 Heavy repairs which will put locomotive in condition to perform not less than one-half term of service in the district and class of service to which assigned. Class 5: 5 Light repairs which will put locomotive in condition to perform one-quarter term of service in the district and class of service to which assigned. Class 5½: Light repairs costing over $75.00 at any one time but which do not improve the condition of the locomotive by at least one-quarter term of service in the district and class of service to which assigned. Running Repairs: All repairs not included in foregoing classifications. Light Repairs are typically defined as those that can be performed in a roundhouse or engine house. Heavy Repairs are those of such magnitude they are normally performed in a back-shop where the drop pit and/or crane(s) are needed SS = Stored Serviceable LA = Laid Aside SB = Stationary Boiler H = Helper P = Passenger F = Freight WT = Work Train Annual = Waiting for Annual Inspection Class,4 or 5 = Needs that Class of repairs ++ = Locomotive returned to service later 428 N SS Grand Island 40 N SS Columbus N SS Columbus 489 N SS Columbus 5 W SS Rawlins 55 W SS Laramie K SS Denver 616 I LA Pocatello 618 C SS Provo 7 N SS Gering N WT Gering-Torrington 749 N SS Gering W LA Cheyenne Class W F Council Bluffs-North Platte 802 W F Council Bluffs-North Platte 804 W PH Cheyenne 805 W F Council Bluffs-North Platte 808 W F Council Bluffs-North Platte 809 W LA Cheyenne Class 5 81 W LA Cheyenne Class W In Shop North Platte W F Council Bluffs-North Platte 821 W F Council Bluffs-North Platte 82 W F Council Bluffs-North Platte 824 W LA Omaha Class W F Council Bluffs-North Platte 826 W F Council Bluffs-North Platte 828 W SS Ogden W F Council Bluffs-North Platte 80 W F Council Bluffs-North Platte 82 W P Omaha-Ogden Trains 27 & 28 8 W P Omaha-Ogden Trains 27 & W SB Kearney 85 W F Council Bluffs-North Platte 86 W P Denver Protection 87 W P Omaha-Ogden Trains 27 & W LA Council Bluffs W F Council Bluffs-North Platte 842 W LA Cheyenne Class 84 W F Council Bluffs-North Platte 844 W P Omaha-Ogden Trains 27 & W Rawlins - Annual 1919 W Cheyenne - Annual 1924 W WT Ogden-Evanston 198 N SS Council Bluffs I Pocatello - Annual 2006 W SS Cheyenne I Pocatello - Annual 2145 N SS Grand Island 2151 N SS Gering 2157 I Albina - Annual 2206 W SS Cheyenne 2242 N SS Council Bluffs 2250 N SS Council Bluffs 2262 N SS North Platte 226 N SS North Platte 2272 N SS North Platte 2295 K SS Denver K SS Denver 2498 K SS Denver W SS Cheyenne I LA Pocatello 257 K SS Denver 2541 K SS Denver 2555 K SS Denver 2564 K SS Denver 2711 K SS Denver K SS Denver W FH Ogden-Wahsatch 701 W FH Ogden-Wahsatch 702 W LA Cheyenne W FH Ogden-Wahsatch 704 W LA Cheyenne Class 705 W LA Cheyenne Class 706 W LA Cheyenne Class 707 W FH Ogden-Wahsatch 708 W FH Ogden-Wahsatch 709 W FH Ogden-Wahsatch 710 W FH Ogden-Wahsatch 711 W LA Cheyenne Class 712 W FH Ogden-Wahsatch 71 W Ogden In Shop W LA Cheyenne Class 715 W FH Ogden-Wahsatch 716 W LA Cheyenne Class