George Stephenson was born on June 9, 1781, in the coal mining village of Wylam, England. His father, Robert Stephenson, was a poor, hard-working man who supported his family entirely from wages of twelve shillings a week. Show Wagons loaded with coal passed through Wylam several times a day. These wagons were drawn by horses since locomotives had not yet been invented. Stephenson's first job was to watch over a few cows owned by a neighbor as they were allowed to feed along the road. Stephenson was paid two cents a day to keep the cows out of the way of the coal-wagons and to close the gates after the day's work was over. Stephenson's next job was at the mines as a picker. His duty was to clean the coal of stone, slate and other impurities. Eventually, Stephenson worked at several coal mines as a fireman, plugman, brakeman and engineer. However, in his spare time, Stephenson loved to tinker with any engine or piece of mining equipment that fell into his hands. He became skilled at adjusting and even repairing the engines found in the mining pumps, even though at that time he could not read or write. As a young adult, Stephenson paid for and attended night school where he learned to read, write and do arithmetic. In 1804, Stephenson walked on foot to Scotland to take a job working in a coal mine that used one of James Watt's steam engines, the best steam engines of the day. In 1807, Stephenson considered emigrating to America but he was too poor to pay for the passage. He began to work nights repairing shoes, clocks, and watches so that he could make extra money to spend on his inventing projects. In 1813, Stephenson found out that William Hedley and Timothy Hackworth were designing a locomotive for the Wylam coal mine. So at the age of twenty, Stephenson began the construction of his first locomotive. It should be noted that at this time in history every part of the engine had to be made by hand and hammered into shape just like a horseshoe. John Thorswall, a coal mine blacksmith, was Stephenson's main assistant. After ten months of labor, Stephenson's locomotive "Blucher" was completed and tested on the Collingwood Railway on July 25, 1814. The track was an uphill trek of four hundred and fifty feet. Stephenson's engine hauled eight loaded coal wagons weighing thirty tons, at a speed of about four miles an hour. This was the first steam-powered locomotive to run on a railroad as well as the most successful working steam engine that had ever been constructed up to this period. The achievement encouraged the inventor to try further experiments. In all, Stephenson built sixteen different engines. Stephenson also built the world's first public railways. He built the Stockton and Darlington railway in 1825 and the Liverpool-Manchester railway in 1830. Stephenson was the chief engineer for several other railways. In 1815, Stephenson invented a new safety lamp that would not explode when used around flammable gasses found in the coal mines. That year, Stephenson and Ralph Dodds patented an improved method of driving (turning) locomotive wheels using pins attached to the spokes that acted as cranks. The driving rod was connected to the pin using a ball and socket joint. Previously gear wheels had been used. Stephenson and William Losh, who owned an ironworks in Newcastle, patented a method of making cast-iron rails. In 1829, Stephenson and his son Robert invented a multi-tubular boiler for the now-famous locomotive "Rocket."
On February 21, 1804, British mining engineer, inventor and explorer Richard Trevithick debuted the first full-scale working railway steam locomotive in the Welsh mining town of Merthyr Tydfil. Following that debut, locomotives have been powered by a myriad of fuels, including wood, coal and oil. Then, in 1913, diesel powered locomotives hit the scene in Sweden, followed by the U.S. in 1939 and continue to dominate the landscape today. Locomotives have evolved a great deal since their inception, becoming much more efficient and environmentally friendly over time. Let’s take a look back at Union Pacific’s history of locomotive use to see how they have developed into today’s green powerhouses that can move one ton of freight 480 miles on a single gallon of fuel. 1868 - CP No. 60 and UP No. 119 - American Type
 The most popular wheel arrangement in 19th century America, the American Type locomotives were suited to all types of railroad service, including both passenger and freight. These two locomotives — Central Pacific’s “Jupiter” (pictured above) and Union Pacific’s No. 119 (pictured at the top of the page) — are critical to railroad history. When they met at Promontory Summit, Utah, on May 10, 1869, the dream of a transcontinental railroad became a reality. UP No. 119 - American Type CP No. 60 - American Type 1905 - SP No. 4151 - Cab Forward – AC-7
With a unique wheel arrangement specific to Southern Pacific, these massive, articulated locomotives were designed for greater power and efficiency over the steep mountain passes in the Sierra Nevada. Also unique to Southern Pacific design, these locomotives continued the innovative “cab forward” configuration, putting the engine crew ahead of steam exhaust through miles of tunnels and snow sheds. Length: 106’ 1941 - UP No. 4014 - Big Boy
The largest and heaviest steam power ever developed, these locomotives were intended to be named the “Wasatch” class of locomotives for their intended area of operation on Union Pacific lines through Wyoming. Instead, the iconic “Big Boys” were named by an employee at the American Locomotive Company (ALCO) who wrote “Big Boy” in chalk on the front of the boiler, and the name stuck. After a lengthy restoration process, Union Pacific Big Boy No. 4014 returned to service in May 2019 to celebrate the 150th Anniversary of the Transcontinental Railroad's Completion. Length: 132’ 9 7/8” 1944 - UP 844 - Northern
Hailed as Union Pacific’s “Living Legend,” steam locomotive No. 844 was the last steam locomotive built for Union Pacific. A high-speed passenger engine, it pulled such widely known trains as the Overland Limited, Los Angeles Limited, Portland Rose and the Challenger. Length: 114’ 1955 - UP No. 951 - E-9 Streamliner
Representative of Union Pacific’s iconic luxury streamliner train service, locomotives like UP No. 951 pulled the beautiful “City” trains offered by Union Pacific during the heyday of passenger service. Maximum speed for these fast trains was 117 mph. Length: 70’ 03” 1958 -UP X-1 - Super Turbine/“Big Blow”
Considered the “World’s Most Powerful Locomotive,” the Super Turbines had a comibed horsepower of 8500 and a maximum speed of 65 mph. Length: 178’ 11” 2016 - UP 3012 - SD70-AH-16
Tier 4s are 200+ ton road locomotives equipped with Positive Train Control and capable of processing a billion data points per second, maximizing operational and fuel efficiency. Units boast 15 million lines of computer code, five times what a comparable locomotive would have installed five years earlier. These locomotives comply with the very latest emissions standards and reduce emissions by 90 percent compared to locomotives manufactured before the year 2000. Length: 76’ 8” A Greener Way to ShipLocomotives have come a long way since they first hit the rails. Thanks in part to their efficient, environmentally friendly operation, today railroads provide the safest, most fuel efficient and environmentally responsible mode of ground freight transportation. Compare trains to trucks, for instance. On average, trains are three to four times more fuel efficient. What does that mean? On average, U.S. freight railroads can move one ton of freight more than 480 miles on a single gallon of fuel, generating a carbon footprint that is 75 percent less than trucks. And here’s a fun fact: According to the Association of American Railroads, if just 10 percent of freight now moving by truck moved by rail instead, our country would save about 1.5 billion gallons of fuel annually and annual greenhouse gas emissions would fall by 17 million tons. That’s equivalent to planting about 400 million trees or removing 3.2 million cars from highways for a year. So here’s a shout-out to Union Pacific customers, who reduced an estimated 31 million metric tons of GHG emissions last year by choosing rail over truck transportation for their shipping needs. Want to learn what impact you could make if your shipment traveled by rail? Check out this Carbon Emission Calculator. Or, get in touch. Related Articles |
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