| Union Pacific FEF Series | |
|---|---|
| Power type | Steam |
| Builder | American Locomotive Company |
| Build date | 1937–1944 |
| Configuration | 4-8-4 |
| UIC classification | 2′D2′ h2 |
| Gauge | 4 ft 8 1⁄2 in (1,435 mm) |
| Driver diameter | FEF-1: 77 in (1,956 mm), FEF-2/3: 80 in (2,032 mm) |
| Wheelbase | Loco & tender: 98 ft 5 in (30.00 m) |
| Weight on drivers | FEF-1: 270,000 lb (122.5 tonnes), FEF-2/3: 266,500 lb (120.9 tonnes) |
| Locomotive weight | FEF-1: 465,000 lb (210.9 tonnes), FEF-2/3: 483,000 lb (219.1 tonnes) |
| Locomotive & tender combined weight |
FEF-1: 830,150 lb (376.5 tonnes), FEF-2/3: 908,000 lb (411.9 tonnes) |
| Fuel type | Coal (No. 5 fuel oil on FEF-3) |
| Fuel capacity | Coal: 50,000 lb (22.7 tonnes), Oil: 6,000 USgal (22,712.5 litres; 4,996.0 imperial gallons) |
| Water capacity | 20,000 US gal (76,000 l; 17,000 imp gal) |
| Boiler | 86 3⁄16 in (2189.2 mm) diameter |
| Boiler pressure | 300 lbf/in² (2.07 MPa) |
| Firegrate area | 100 sq ft (9.3 m2) |
| Heating surface: Tubes |
2,204 sq ft (204.8 m2) |
| Heating surface: Flues |
1,578 sq ft (146.6 m2) |
| Heating surface: Firebox |
442 sq ft (41.1 m2) |
| Heating surface: Total |
4,224 sq ft (392.4 m2) |
| Superheater area | 1,400 sq ft (130 m2) |
| Cylinders | Two |
| Cylinder size | FEF-1: 24.5 × 32 in (622 × 813 mm), FEF-2/3: 25 × 32 in (635 × 813 mm) |
| Tractive effort | FEF-1: 63,610 lbf (283.0 kN), FEF-2/3: 63,750 lbf (283.6 kN) |
| Factor of adhesion |
4.18 |
| Career | Union Pacific |
| Class | FEF-1, FEF-2, and FEF-3 |
| Number | FEF-1: 800–819, FEF-2: 820–834, FEF-3: 835–844 |
| Delivered | FEF-1: 1937, FEF-2: 1939, FEF-3: 1944 |
| Disposition | 844 operates in occasional excursion service, 814, 833, and 838 on static display |
The FEF was a series of three types of 4-8-4 steam locomotives owned and operated by the Union Pacific Railway. The classes were: FEF-1; FEF-2; FEF-3. "FEF" was an acronym for the wheel arrangement, "four-eight-four."
Contents |
During the late 1930s, the rising trainloads started to exceed the limits of the then in use 4-8-2's, which were the mainstay of the UP passenger operations. One day, in 1937, with UP President William Jeffer's business car in the rear, a "7000" Cass 4-8-2 demonstrated the lack of steaming power inherent in the type. Even when the train was waiting for rescue, dialog by telegram was sent to Alco in Schenectady, with a view of something better. The result was a superb class of forty-five locomotives.
The first twenty locomotives, numbered 800-819, were delivered by Alco in 1937. The "800"s as a whole followed - like Northumbrian 108 years earlier - the simplest possible arrangement of only having two outside cylinders. Fitting Alco's lateral motion devices to the leading coupled wheels eased the negotiation of curves. Complicated accessories often spoilt the basic simplicity of so many US locomotives, but UP resisted most of them, resulting in an elegant, uncluttered appearance. Despite frequently moving at speeds over 100 mph (161 km/h), the forces and stresses on the coupling and connecting rods were kept within acceptable limits. There were thus excellent results, and there were many reports of reaching the design limit of 110 mph (177 km/h).
The second batch of fifteen was delivered in 1939. Theses had several improvements, including larger cylinders, better tractive effort, taller driving wheels, and smoke deflectors on the sides of the smokebox. The greatest change, however, was the provision of a fourteen wheeled “pedestal” or “centipede” tender, in place of the twelve wheeled ones of the first twenty locomotives. Thus, the first locomotives became known as "FEF-1," whilst these were known as "FEF-2."
Except for the use of some substitute materials, the final batch of ten were nearly identical to the FEF-2. After World War II, coal supplies were affected by a series of strikes. In order to safeguard operations, UP converted the 800s to oil burning, and a 6,000 US gallons (23,000 l; 5,000 imp gal) tank was fitted in the bunker space. Otherwise, few modifications were needed to insure years of mainline service. These were the last steam locomotives delivered for the UP. 844, the last of the FEF-3 class, is the longest continuously operating 4-8-4 engine in the world, and the only one never retired by a Class I railroad. Like many of the "late era" steam locomotives, their final design was cut short by the advent of new monarchs of the rails, diesels. Although it is stated that the UP FEF series was designed to safely operate at 120 mph (190 km/h), no one really knows how fast the final 4-8-4 could go (Steve A. Lee, Manager of Union Pacific Steam Program).