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       Locomotive No. 9000 was donated to the Chapter by Union Pacific in May, 1956.  A Whyte designation of 4-12-2, or Union Pacific Type, makes it the largest steam locomotive built on a rigid frame and has a wheelbase of over 30 feet.  Its 12 drive wheels are powered by three massive cylinders, one of which is located inside the frame --  transmitting its power through a crankshaft on the second driver axle.  The two outside cylinders are connected to the conventional main and side rods ends at the third axle.  No. 9000 was one of a group of 88 similar locomotives built for the Union Pacific between 1926 and 1930.  It saw continuous freight service for almost 30 years and was used mainly between Green River, Wyoming and Council Bluffs, Iowa and Ogden, Utah.  The "9's", as they were called by the engine men, were considered "giants" when first built and shown to the public.  The 9000 series was built to haul the heavy tonnage of a 2-8-8-0 Mallet at a 2-10-2 Mountain's faster speed all the while using less coal and water.  The engine's design was a solid success and the subsequent four locomotive orders, UP-2 through UP-5, required relatively minor changes.  All engines, but those in the fifth and final order,  were equipped with train line steam for use in emergency passenger service.  The entire class of the Union Pacific Type was built at the American Locomotive Company's (ALCO) Brooks Works and were the last locomotives to roll out the door before those doors closed, forever.  Engine 9018 had the dubious distinction of being the last locomotive on the Union Pacific to suffer a boiler explosion.  The disaster occurred on 20 October 1948, near Upland, Kansas and was apparently caused by low water.  The entire head end crew was killed.
     Our No. 9000 holds three distinctive honors within its class:  it was the first locomotive to be built; it was the last locomotive to be retired; and it is the only locomotive to survive.  Also, being a prototype locomotive it was the only "UP-1" ever built.

     This is the typical form of a question posed to most R&LHS members at one time or another, usually while engaged in the maintenance of a display locomotive.  Asking this question raises two more issues that need to be addressed before figuring out the "How" of restoration.
     The first of two issues, why, is the easiest to answer as almost anyone will have an opinion on the subject.  The equipment in this display and museum are representative examples of the first and finest land based method of mass transportation.  Steel rail "highways" encouraged the movement of large masses of people, goods and machinery from one end ot this country to the other, hastening the civilizing of the wilderness and insuring our place as a major nation.  If there is, or was, a common "American" trait, it is a fondness for travel -- a wanderlust.  Even today in an age of jet airplanes, nothing more than the mere thought of a train trip is needed to conjure up mental images of distant and exotic places rife with new experiences.  Only a little more than one generation of Americans have had the "luxury" of calling the automobile or airplane their primary method of transportation.  The generations before traveled by train.
     So, the experience of being close to, or traveling by, a steam train results in emotions as different as the people feeling those emotions -- nostalgia for a simpler time;  remembering places and people almost forgotten; yearning for seeing something new or something different; or just the awe of being near a seemingly living, breathing mechanical beast of immense power.  For those of us fortunate enough to have "touched the beast" the desire to share the experience with someone who has not is almost overwhelming.  That answers the why.
     Unfortunately, the answer to the next question, where would it run, is more pragmatic and problematic.  [We assume that any locomotive restored to operable condition would be intended to pull tourist passenger trains, and we will not include the small switch engines or the Climax.]  Of all our locomotives in the display only two, Santa Fe No. 3450 and Southern Pacific No. 5021 were passenger locomotives -- all of the others were built to haul freight.  Both of the largest engines, Union Pacific's Big Boy No. 4014 and 9000, burn coal.  Coal burning engines emit hot cinders from the stacks  which have a tendency to start small fires in bushy terrain.  (This was one of the reasons the Union Pacific Steam Program converted Challenger No. 3985 and Northern No. 844 to burn oil.)  Additionally, they are also high-drivered and very heavy -  both these attributes tend to inflict damage to the rails and roadbed.  Finally, both engines are "overpowered" for pulling passenger trains.  Therefore, if restored to working condition which of the railroads would allow these engines on their tracks, given all of the associated problems?  And most people agree that a locomotive restoration to operational condition, just for restoration's sake, serves little purpose.
     The two passenger engines are the most likely subjects for operation.  Again, though, you have to ask where would they: 1) run: and 2) be stored between runs.  A San Bernardino group is discovering the numerous problems associated with owning an operable steam locomotive: railroads (who own all the track) are not very open to steam excursions: insurance costs are extremely high; a need for a very secure storage location, indoors; the continuous maintenance costs; the costs related to training crews; and so on.  With the exception of the logistical and negotiation problems, the remainder require large and regular infusions of money.  Since we lack a facility similar to the Sacramento Railroad Museum, any of our display engines which were restored to operational condition would have to be taken off the fair grounds and stored, most likely, out of sight, behind locked doors. It wouldn't be here for you to enjoy!
     Yes, we do dream of seeing each of our engines back under steam.  But, for now, we must satisfy ourselves with only the dream. 
 

 Page last revised - 5/06/03