1880

1920

1940

1950

What’sAhead

1860

The Future TrainCharacterized by its sleek aerodynamics, the locomotive of the future will be as much about efficiency and zero emissions as styling. Future designs for engines will have many influences including fabrication materials like light weight carbon-fiber technology

and nonpetroleum propulsion systems such as electrification. As early as 2007, diesel-electric hybrid locomotives operated at fuel consumption ratios in excess of 400 ton miles per gallon of fuel… now that’s pretty green!

Eight WheelersThis was a later version of the American-type locomotive. It was an early coal burner and was built from the 1880s through WWI. An early model of this 4-4-0 locomotive set the world’s speed record at 112.5 m.p.h. on

May 10, 1893. This engine typically had large drive wheels with two domes and a tall narrow smoke stack. These engines were often sold to short line railroads when more powerful locomotives were placed in service.

Big Boy 4-8-8-4The Big Boy class was the largest and most powerful steam engine ever built. Built in 1941, these giant articulated engines were among the largest coal-fired steam locomotives in the world at 132 feet 9 7/8 inches including

the length of the tender. Union Pacific purchased its last Big Boy steam locomotive in 1944 and began to use diesel locomotives for freight in 1947.

Mikado 2-8-2The Mikado-type steam locomotive was introduced in 1911 as a more powerful replacement to the common 2-8-0 then in use. Mikados are easily recognized by their 2-8-2 wheel configuration. Two classes were

produced, a light and a heavy version. Our Big Mike was built in 1920 and is an example of the heavy class characterized by its 63 inch drive wheels. By the 1930s Mikados were the principle freight engines in North America.

Train Crews of the Steam EraWhen locomotives like the Mikado were

in regular service, a freight train crew generally consisted of five or six men. Three rode on the locomotive: the engineer, the fireman and the head brakeman. The conductor, the rear brakeman, and sometimes a flagman rode in the caboose at the rear of the train.

The Engineer sat on the right side of the locomotive cab and operated the throttle, brakes, reversing gear, and other controls. He was responsible for moving the train when

authorized to do so by the conductor. A big part of his job was observing speed limits and obeying signal indications. The engineer was also responsible for monitoring the condition of the locomotive and for

seeing that the moving parts were properly lubricated.

Engineers usually started out as firemen.

The Fireman sat on the left side of the cab. His primary duty was to maintain steam pressure by controlling the intensity of the fire and the amount of water in the boiler. Too little water could result in a boiler explosion. Earlier coal-burning locomotives were hand-fired, but the 2295 has a mechanical stoker which made life much easier for the fireman. Another very important duty of the fireman was to watch for signals and obstructions on the track.

The Brakemen were responsible for throwing switches to direct the train onto a different track, and for coupling and uncoupling cars when necessary, and to keep the air brake system working properly. The head brakeman usually rode in the locomotive cab behind the fireman. The rear brakeman rode in the caboose, and often would be up in the raised cupola, watching the train ahead for any sign of a problem such as smoke from a hot axle bearing. He would also monitor a gauge showing the air pressure in the brake line.

The Conductor was the supervisor of the train crew. He directed all movement of

the train. The conductor kept track of the paperwork involved in making sure that

freight cars were picked up and delivered to the correct locations,

sometimes performing the duties of a brakeman as necessary. Train service employees generally began their railroad careers as brakemen before

being promoted to conductor.

The Flagman was called into action when an unscheduled stop had

to be made on a part of the railroad that was not protected with automatic signals. His duty was to walk back behind the stopped train far enough to be able to flag down a following train in time for it to stop, avoiding a collision. By the time engine 2295 was built, almost all main lines had signals that would protect a stopped train, so the flagman’s job became obsolete.

Since the days when 2295 and her sister engines ruled the rails, diesel locomotives

have eliminated the fireman’s primary duties. Many long-distance freight trains today do not switch cars in and out of the train during their runs, so the need for brakemen is minimal. Cabooses have been eliminated and the function of monitoring the air brake pressure on the rear of the train has been taken over by an electronic device. Most mainline freight trains today are operated with just a two-man crew consisting of an engineer and a conductor, both riding in the locomotive cab.

Portland RoseThe Electro-Motive Division (EMD) of General Motors built the 2,000 horsepower E-9 diesel locomotives for the Union Pacific Railroad. From 1955 through the 1970s this locomotive pulled City of Portland trains into the Boise

Depot. Considered to be among the most graceful looking locomotives in American railroading, the sleek units evolved from the first Union Pacific streamlined locomotives back in 1934.

American-type LocomotiveThe 4-4-0 was the locomotive that built the American West. First manufactured in 1837 in Philadelphia and used for passenger and freight service, it was the most widely used engine in the 1870s. They were noted for

their high driver wheels and balloon or mushroom top spark-arrestor smokestack and a big headlamp. These wood burning locomotives were beautifully proportioned and often richly ornamented.