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Jupiter (Central Pacific Engine #60)
Jupiter replica at Golden Spike N.H.S.
Power type: Steam
Builder Schenectady Locomotive Works (original)
O’Conner Engineering Laboratories (replica
Serial Number: 505 (original) 2050302 (replica)
Build Date: September 1868 (original)
May 1979 (replica)
Configuration: Whyte 4-4-0
Gauge: 4ft 81/2 inches Standard Gauge
Fuel Type: Wood, converted to coal in 1893
Operators: Central Pacific Railroad, Southern Pacific Railroad, Gila Valley, Globe and Northern Railway
Numbers: Engine #60 (CP), renumbered Engine #1195, in 1891 GVG&N Engine #1
Official Name: Jupiter
First Run: 20 March 1869
Disposition: Original scrapped in 1909, replica built in 1979 and is operational at the Golden Spike N.H.S.
The Jupiter (officially known as Central Pacific Railroad #60) was a 4-4-0 steam locomotive owned by the Central Pacific Railroad. It made history when it joined the Union Pacific No. 119 at Promontory Summit, Utah, during the Golden Spike ceremony commemorating the completion of the First Transcontinental Railroad in 1869.
The Jupiter was built in September 1868 by the Schenectady Locomotive Works of New York, along with three other engines, numbered 61, 62, and 63, named the Storm, Whirlwind, and Leviathan, respectively. These were then dismantled and sailed to San Francisco, California, loaded onto a river barge, and sent to the Central Pacific headquarters in Sacramento. After reassembly they were commissioned into service on March 20, 1869.
The Jupiter leads the train that carried Leland Stanford, one of the "Big Four" owners of the Central Pacific Railroad, and other railway officials to the Golden Spike Ceremony
The Jupiter was not Leland Stanford's original choice for transporting his party to the Golden Spike site. Originally, Stanford's train was to be pulled by another Central Pacific locomotive, the Antelope. For some distance, this train followed closely behind a regularly scheduled train pulled by the Jupiter. However, at one point the two trains were to go through a cut where a logging camp resided atop the hill.Apparently, the proper flag to designate an extra following close behind either had not been worn by the Jupiter, or had been unnoticed by the workers, and once the Jupiter passed, the workers rolled a large log down the mountain, which struck the Antelope. With the engine damaged, a message was sent to the upcoming station to hold the approaching train. There, Stanford's cars were added to the Jupiter's train.
Post-ceremony career
After the ceremony, Jupiter continued in service for the Central Pacific. In the 1870s, the railroad decided to end their practice of naming their engines, and thus, the Jupiter name was dropped, and the engine was simply known as C.P. #60. The locomotive also received many upgrades, including a new boiler, cowcatcher, domes, and smokestack. In 1891, the Southern Pacific, which acquired the Central Pacific in 1885, began renumbering its locomotives, and C.P. #60 became S.P. #1195. In 1893 it was converted to burn coal, and later that year was sold to the Gila Valley, Globe and Northern Railway and designated GVG&N #1. In 1909, the railway, which had been acquired by the Southern Pacific in 1901, sold the engine for scrap.
Reproductions
The Southern Pacific, by 1901, had been placed under the control of the Union Pacific, the management of which remained largely indifferent towards both the Jupiter and the railroad's own No. 119, acknowledging neither's historical significance until well after being scrapped.
In 1974, the National Park Service had approached O'Connor Engineering Laboratories of Costa Mesa, California, to construct exact, full-size replicas of the Jupiter and Union Pacific 119. As was the case with the engines themselves, no drawings or plans of the engines survived, necessitating entirely new drawings to be produced based mostly on photos of the engines as well as research done on similar engines built around the same time.
That same year, the existing engines portraying the Jupiter and 119 (the Inyo and Dayton, respectively), had been sold to the state of Nevada, though they remained displayed at the Golden Spike NHS until the construction of the new replicas was complete. Noted railroad historian and steam engine owner Gerald M. Best served as engineering consultant to the Park Service for the project. Former Disney animator Ward Kimball was given the task of painting the replicas. The Jupiter was given a bright red paint scheme with gold leafing, typical of locomotives built in the 1870s.
The replicas were completed in 1979, and began operations on May 10 of that year, 110 years after the original Golden Spike ceremony, and continue to make demonstration runs.
In the early 1990s, a vague description of the Jupiter's livery had been found in a recently uncovered March 1869 issue of The Sacramento Bee, in which the engine was said to be blue, crimson, and gold. The engine was repainted into its current livery based on this finding along with further research on liveries of similar engines of the time. The repainted engine debuted on May 10, 1994, coinciding with the 125th anniversary of the Golden Spike ceremony.
No. 119 replica at Golden Spear National Historical Site (N.H.S.)
Power type: Steam
Builder: Rogers Locomotive and Machine Works (original), O'Connor Engineering Laboratories (replica)
Serial Number: 1558
Build Date: November 1868 (original), 1979 (replica)
Configuration: Whyte 4-4-0
Gauge: 4ft 81/2 inches Standard Gauge
Fuel Type: Wood, converted to coal in 1893
Operators: Union Pacific Railroad
Numbers Engine: #119 (UP), renumbered Engine #1195, in 1891 GVG&N Engine #1
Official Name: None
First Run: 20 March 1869
Disposition: Original scrapped in 1903, replica is operational at the Golden Spike National Historic Site.
Union Pacific No. 119 was a 4-4-0 steam locomotive made famous for meeting the Central Pacific Railroad's Jupiter at Promontory Summit, Utah, during the Golden Spike ceremony commemorating the completion of the First Transcontinental Railroad in 1869. The locomotive was built by Rogers Locomotive and Machine Works of Paterson, New Jersey in 1868, along with numbers 116, 117, 118 and 120. The original was scrapped in 1903, but a replica now operates at the Golden Spike National Historical Park.
Union Pacific No. 119
From Wikipedia
Promontory Summit
No. 119 was stationed in Ogden, Utah, in 1869 when a call came from Union Pacific Railroad vice-president Thomas C. Durant,for an engine to take him to Promontory Ridge, Utah Territory, for the Golden Spike ceremony celebrating the completion of the Transcontinental Railroad. Just as misfortune had struck the Central Pacific's Antelope that Leland Stanford had been traveling on, so it impacted the fate of the original engine he had been traveling on. He was aboard the so-called Durant Special headed for the ceremony at Promontory. A swollen river had washed away some supports to the Devil's Gate Bridge. Durant's engineer refused to take his engine across, consenting only to nudging the lighter passenger cars over the span. It held, but this left Durant and his entourage without an engine. No. 119 was sent from Ogden to take them the short distance to Promontory, where it was memorialized in photos and history faced nose to nose with the Central Pacific's Jupiter.
In Andrew J. Russell's famous photograph of the Meeting of the Lines, No. 119 is seen on the right with its engineer, Sam Bradford, leaning off the pilot holding a bottle of champagne up to Jupiter engineer George Booth. Bradford and Booth would later break a bottle of champagne over the other's locomotive in celebration.
Later career
No. 119 led a similar life to Jupiter, in that after the Golden Spike run, it returned to service as a freight locomotive. However, like Jupiter, its historical significance was not realized until long after its scrapping in 1903.
Replicas
As was the case with the Jupiter, the Union Pacific only began to acknowledge the 119's historical significance well after it was scrapped.
In 1968, the Union Pacific sponsored the construction of the Omaha Zoo Railroad in the Henry Doorly Zoo, including a narrow gauge replica of the 119, built by Crown Metal Products.
The First Transcontinental Railroad, the National Park Service's Golden Spike site at Promontory, Utah, had exhibited representations of the #119 and Jupiter on a portion of restored track where the original ceremony was held.
In 1975, the National Park Service embarked on a project to reproduce the Union Pacific No. 119 and Central Pacific Jupiter exactly as they appeared in 1869. Since the original drawings had not survived, the Park Service initially approached Walt Disney Studios, which had previously built two steam engines from scratch for their Disneyland park's railroad, for the project. Disney declined, but recommended the O'Connor Engineering Laboratories in Costa Mesa, California, for the task. Noted railroad historian and steam engine owner Gerald M. Best served as engineering consultant to the Park Service for the project. Over 700 detailed engineering drawings were recreated, based almost entirely on the photographs taken of the engines during the ceremony. Disney animator and steam engine owner Ward Kimball did color matching and original artwork for the Jupiter and No. 119.
The Leviathan, (C.P. No. 63) operating at the 2009 Train Festival
Leviathan (Central Pacific Engine #63)
The Central Pacific No. 63, named The Leviathan, is a 4-4-0 American steam locomotive. It was built by the Schenectady Locomotive Works of New York in September 1868 for the Central Pacific Railroad, and for the Transcontinental Railroad project.
The engine was designed to haul passenger trains for the Central Pacific Railroad including transports to build the First Transcontinental Railroad.
Sadly, the historical significance of this locomotive was not realized until decades after it’s scrapping in the early 1900s. By then, the Leviathan had been unrecognizably altered.
In 2009, a replica was made; the replica remains operational today but only operates on special occasions and is also used for tourist excursions of any kind. But as of today, the Leviathan has been moved to the Star Barn Estates in Elizabethtown, PA. It is currently unknown if the locomotive will be traveling anymore. When moved to the Star Barn Estates, she was also relettered and renumbered as "Pennsylvania Railroad No. 331".
From 1999 to 2009, Dave Kloke basically built a replica of the original. It is period-specific in EVERYTHING except where the Federal Railroad Administration required modern safety features.
There were several locomotives that pulled the Lincoln Funeral Car, but one of them was a 4-4-0 named Leviathan No. 63.
Lincoln Funeral Train Project
This car was specially built by the War Department’s Military Railroad section to carry President Abraham Lincoln, but his only trip in it was when it carried his body from Washington, DC, to Springfield, Illinois.
The General on display in Kennesaw, Georgia, in 2007
Power type: Steam
Builder: Rogers, Ketchum & Grosvenor
Serial Number: 631
Build Date: December 1855
Configuration: Whyte 4-4-0
Gauge: 4ft 81/2 inches Standard Gauge
Fuel Type: Wood, converted to burn coal
Operators: Western and Atlantic Railroad, Nashville, Chattanooga and St. Louis RR, Louisville and Nashville RR
Numbers: Engine #39 (UP), renumbered Engine #3 in 1880
Official Name: General
First Run: January 1856
Disposition: Retired1891, Static Display, Southern Museum of Civil War and Locomotive History, Kennesaw, Georgia
The General (Western & Atlantic Railroad #3)
From Wikipedia
Western & Atlantic Railroad #3 - General is a 4-4-0 "American" type steam locomotive built in 1855 by the Rogers, Ketchum & Grosvenor in Paterson, New Jersey for the Western & Atlantic Railroad, best known as the engine stolen by Union spies in the Great Locomotive Chase, an attempt to cripple the Confederate rail network during the American Civil War. Today, the locomotive is preserved at the Southern Museum of Civil War and Locomotive History in Kennesaw, Georgia, and is listed on the National Register of Historic Places.
Before the Civil War
Built in 1855 by Rogers, Ketchum & Grosvenor in Paterson, New Jersey, The General provided freight and passenger service between Atlanta, Georgia, and Chattanooga, Tennessee, before the Civil War on the Western and Atlantic Railroad of the State of Georgia and later, the Western and Atlantic Railroad Company.
Civil War
The Great Locomotive Chase (also known as the Andrews' Raid or Mitchel Raid) was a military raid that occurred April 12, 1862, in northern Georgia during the American Civil War. Volunteers from the Union Army, led by civilian scout James J. Andrews, commandeered a train, The General, and took it northward toward Chattanooga, Tennessee, doing as much damage as possible to the vital Western and Atlantic Railroad (W&A) line from Atlanta to Chattanooga as they went. They were pursued by Confederate forces at first on foot, and later on a succession of locomotives, including The Texas, for 87 miles (140 km).
Because the Union men had cut the telegraph wires, the Confederates could not send warnings ahead to forces along the railway. Confederates eventually captured the raiders and quickly executed some as spies, including Andrews; some others were able to flee. Some of the raiders were the first to be awarded the Medal of Honor by the US Congress for their actions. As a civilian, Andrews was not eligible.
In 1864, the Battle of Atlanta had forced the withdrawal of General John Bell Hood's forces from the city. Hood ordered the ordnance depot destroyed as he left Atlanta on September 1, 1864. To this end, the General was severely damaged by being run into boxcars of ammunition and the Missouri locomotive. This was done deliberately so as to render the engine unusable for the approaching Union forces.
Post-war service
It had been speculated by some that, after the General had been damaged, the invading Union army restored the engine and operated it. However, many historians believe that the engine was left untouched for the remainder of the war. The Union army had based its repair shops in Nashville, and there is no evidence to suggest the engine was moved there. The United States Military Railroad Service had many new or like-new engines, so they had no need to restore captured ones such as the General. The USMRR had often left the damaged equipment of a captured railroad undisturbed, and its records, having listed the General as "captured and returned," further suggest such was the case of the General.
After the war ended, the General was repaired and continued service on the Western and Atlantic. In the 1870s, the General was completely rebuilt, it had received a new pilot, boiler, and other components. Most notably, its three dome configuration was reduced to two domes, and its Radley-Hunter style balloon stack was replaced with a diamond stack, as the engine had been converted to burn coal. Indeed, the rebuilt engine had little resemblance to its original form.
Before the Civil War, most railways in the south, including the W&A, did not give their engines numbers. Rather, they were simply named, such as the General. When the railroad began numbering engines after the war, the General was the 39th engine to be acquired by the railroad and was numbered accordingly. Locomotives came and went as years progressed, and by 1880, a renumbering was necessary. At this time, the General was given the number "3," being the third oldest engine that the railroad had at the time. The engine continues to carry this number today.
In the mid-1880s, the Atlanta and Florida Railroad began construction. During this time, the W&A had a locomotive surplus after buying several more modern engines, so they leased the General to the A&F from 1887 to 1888 to assist in construction.
The locomotive was originally built to the southern states standard rail gauge of 5 ft (1,524 mm). After a change to the northern states gauge was mandated by June 1, 1886, The General was converted to be compatible with the U.S. Standard Gauge of 4 ft 8 1⁄2 in (1,435 mm).
Present day
After the L&N won the legal dispute concerning the engine's custody in 1970, they brought the engine to Atlanta via the former Atlanta, Knoxville and Northern Railway line from Knoxville through Etowah, to Marietta, bypassing Chattanooga. In February 1972, a ceremony was held in Atlanta where L&N president Kendall formally presented the General to then state governor (and later President of the United States) Jimmy Carter. Afterwards, the engine was moved to Kennesaw where a museum site was prepared. On April 12, 1972, the Big Shanty Museum (later known as the Southern Museum of Civil War and Locomotive History) opened, and the General remained on display there since.
Union Pacific X4014 running through Friesland, Wisconsin on July 25, 2019
Power type: Steam
Builder: American Locomotive Company (ALCO)
Build Date: 1941–1944, restored May 2019
Configuration: Whyte 4-8-8-4
Gauge: 4ft 81/2 inches Standard Gauge
Fuel Type: Coal
Operators: Union Pacific Railroad
Numbers: Engine # X4014 (UP)
Official Name: Big Boy
Disposition: Eight (Nos. 4004, 4005, 4006, 4012, 4014, 4017, 4018 and 4023) preserved, remainder scrapped. Seven on display and one (No. 4014) operational in excursion service
Union Pacific Big Boy (UP Number X4014)
From Wikipedia
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 1959.
The 25 Big Boy locomotives were built to haul freight over the Wasatch mountains 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 country. One of them, No. 4014, was re-acquired by Union Pacific and rebuilt to operating condition in 2019, regaining the title as the largest and most powerful operating steam locomotive in the world.
The Puffing Devil
The Puffing Devil or “Puffer”
British inventor Richard Trevithick built the “Puffing Devil,” or “Puffer,” the first steam-powered passenger vehicle, on December 24, 1801.
Unlike the steam engine pioneered by the Scotsman James Watt, Trevithick’s used “strong steam” – that is, steam at a very high pressure (145 pounds per square inch, or psi). Trevithick’s engines were extremely versatile: They could be put to work in mines, on farms, in factories, on ships and in locomotives of all kinds.
In 1790, Trevithick went to work as a steam-engine repairman, first at the Wheal Treasury mine and then at the Ding Dong mine. In his off hours, he worked on an invention of his own: a steam locomotive that would be powerful enough to carry people and things but compact enough to be practical.
On Christmas Eve 1801, Trevithick’s Puffer (so named because it puffed steam into the atmosphere) was ready at last. The machine had a pressure-operated piston connected to a cylindrical horizontal boiler and was large enough to seat all the onlookers who were eager to accompany Trevithick on his test run. (The car chugged steadily uphill, one of those passengers reported, “like a little bird…going faster than I could walk.”) A few days later, however, the amazing Puffer was destroyed when it overheated and caught fire.
In 1804, at the Penydarren Ironworks in Wales, Trevithick built the first-ever steam locomotive to run along a track. It pulled five cars loaded with ten tons of iron and 70 ironworkers about nine miles and chugging along at about five miles per hour. Unfortunately, it was also so heavy that it broke its rails and was retired after just three trips.
Trevithick died in poverty in 1833, but his inventions lived on. Without a doubt, he was one of the most important figures of the industrial age.
The Tom Thumb
During the throes of the Industrial Revolution, the Baltimore & Ohio Railroad still ran on horsepower—literally horses. Steeds hauled the B&O’s railcars when the railroad launched in May 1830. But the company’s investors knew that only machines, not muscle, would be able to power trains over its planned 380-mile rail line between Baltimore, Maryland and Wheeling, West Virginia.
According to an 1868 lecture at the Maryland Institute by John H.B. Latrobe, a dramatic race between a horse and a little railroad engine would foreshadow the nation’s transition to machine power.
Engineers from Great Britain were skeptical that any steam-powered locomotive could handle the steep grades and negotiate the extremely sharp curves along the Patapsco River on the B&O system. Concerned about their investments, B&O directors turned to 39-year-old Peter Cooper, a self-educated inventor and businessman from New York City.
Cooper may not have had much railroad experience, but he had a tinkerer’s mind. “I had naturally a knack at contriving,” he recalled in a July 9, 1882 issue of the Boston Herald.
Cooper had constructed a double boiler for his New York glue factory and worked with steam engines in developing a cloth-cutting machine and a continuous chain system to tow boats along the Erie Canal. He had even obtained a patent for a self-rocking baby cradle that featured a fan to shoo flies and a musical instrument to play a lullaby. “I told the directors that I believed I could knock together a locomotive,” said Cooper, who had a considerable financial incentive in making the B&O a success.
He had invested in 3,000 acres outside of Baltimore through which a proposed B&O line would run and send the value of the land soaring. Cooper cobbled together a one-ton demonstration steam locomotive from an old brass engine he had and discarded wheels he found in a railroad shop. Unable to locate suitable iron pipes for his boiler, he broke apart two muskets and used their barrels as tubes.
The diminutive locomotive may not have looked like much, but it proved its power on its first test run on August 24, 1830. Cooper’s contraption successfully hauled a dozen passengers along a seven-mile run from Baltimore to Relay to become the first American steam locomotive to operate on a commercial track in the United States.
John H.B. Latrobe joined other B&O leaders on a subsequent test run along the railroad’s 13-mile double-track stretch from Baltimore to Ellicott’s Mills. With six people in the locomotive, which Latrobe dubbed a “Tom Thumb engine,” and another 18 in an open car, the directors were delighted as they reached a top speed of 18 miles per hour. The Tom Thumb impressed all the passengers by handling every curve and incline along the 72-minute journey.
'Tom Thumb' vs. Horse
Having seen the Tom Thumb chug by, however, the proprietors of the Stockton & Stokes stagecoach company were determined to derail the future. As the locomotive passed through Relay on its return to Baltimore, the stagecoach operators challenged Cooper to race his steam-powered invention against a horse-drawn railroad car side-by-side along the double tracks.
Cooper accepted the offer, and the locomotive and a gray horse, both yoked to railroad cars, toed the starting line with “the snort of the one and the puff of the other keeping time and tune,” according to Latrobe. When the signal was given, the steed darted to a half-mile lead as the Tom Thumb labored to build up a head of steam. The locomotive belched clouds of vapor as it started to gain ground. Eventually Cooper’s iron horse nosed ahead of the horse as its passengers gave a cheer. The gray’s master could only dip his head in disappointment as the machine age passed him by.
Suddenly, though, the locomotive’s roar morphed into a wheeze. A leather blower belt had slipped off a wheel, causing the engine to stop. As the horse regained the lead, Cooper burned his hands on the hot engine as he frantically tried to make the repair. By the time he was able to fix his contraption, it was too late.
Having built up an insurmountable lead, the horse won the race. But the triumph proved short-lived. The railroad directors came away from the test run so excited about the locomotive’s speed, power and ability to navigate tight curves that it was full steam ahead for the B&O.
“The real victory was with Mr. Cooper,” Latrobe told his audience in 1868. Hitching its future to steam power, the B&O in January 1831 advertised a $4,000 prize for the development of a more robust engine. By 1836, it had a dozen locomotives operating along its tracks and retired its horses.
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