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In 2012 Union Pacific is celebrating 150 Years of Steam! Well, maybe that’s not what Union Pacific is calling the year-long 150th anniversary of the company’s charter, but with 844 leading a nationwide tour covering much of its vast network, please forgive me if I call it - 150 Years of Steam! Union Pacific 844 is the only steam locomotive that was never retired from the railroad, so we really do have 150 years of steam!

In 1862, President Abraham Lincoln signed the Pacific Railway Act which directed the Union Pacific and Central Pacific to build the first transcontinental railroad. The building of the line linking Omaha and Sacramento was completed in 1869 at Promontory Summit, UT, but it was not until 1872 that the bridge spanning the Missouri River between Omaha, NE and Council Bluffs, IA actually linked the western and eastern rail lines, making it truly transcontinental.

150 Years of Steam

I don’t want to give a complete history of the Union Pacific here, because to do it justice would require at minimum a very lengthy book. I'll just say Union Pacific’s 150 year history includes, triumphs, tragedies, scandals, innovations, disasters, failures, but most of all.... success! It’s history spans wars, depressions, recessions, boom times, and labor unrest. The railroad grew over the past 150 years not only by its own expansion, but mainly by acquiring/merging with other railroads. 

UP has been a leader in the tremendous changes in the technology of railroading, as the industry has reformed itself from a dangerous, dirty, and labor intensive enterprise to one that embraces small and large changes to provide return on investment by creating efficiencies in everything they do.

For generations, Union Pacific has been mindful of its long history. They are partners in the public-private consortium that operates the splendid Union Pacific Railroad Museum in Council Bluffs, IA. Union Pacific also has long participated in Worlds Fairs, Railroad Fairs and hundreds of local events.

The Union Pacific Steam Program

But probably the most visible and widely appreciated public relations endeavors is the Union Pacific Steam Program.

The Steam Program unofficially began in 1959 when the last steam engine in regular service completed its run from North Platte, NE to Cheyenne, WY. The date was July 23 and the locomotive was Challenger 3713, according to Union Pacific’s website. The railroad disposed of its steam locomotives by scrapping the vast majority, but many were delivered to cities for public display. Some were transferred to museums, and a small number were kept on the property for a time. Again, mindful of history, in 1960 Union Pacific chose to keep 844, which was the last steam locomotive constructed for the railroad in 1944. It began life as a high speed locomotive in passenger service. As diesels took over passenger runs, 844 moved to freight service in Nebraska until 1959. The decision to save Union Pacific 844 for special service has resulted in decades of public exposure as this magnificent machine pulled specials across America, visiting small towns and big cities. You can view a short video of UP 844 here. 

Union Pacific 844 is one of two steam locomotives the railroad maintains in its livery. UP 844 has a 4-8-4 wheel arrangement and was built by the American Locomotive Company. It originally burned coal but was converted to oil early in its career. 

The other is Union Pacific 3985, a much larger steam locomotive. It was also built by the American Locomotive Company in 1943, one year earlier than 844. It is a member of the 4-6-6-4 Challenger class. Union Pacific 3985 has two sets of drive wheels, each with its own steam cylinder, like two engines powered by one boiler. Because of its massive size, the frame of 3985 is articulated, or hinged to allow it to bend as it goes around curves. The Challengers were designed for fast freight service but sometimes pulled passenger trains.

See Union Pacific 844 & 3985 in action!

As I write this, Union Pacific 3985 is on an extended hiatus to perform service that may take a year or more to complete. It’s last major trip was with the Missouri River Eagle/Sedalia Sesquicentennial Special in the summer of  2010, which I covered in a 50 minute chapter on the DVD Steam Specials in the Heartland. You can see some video here and you can read about this extended multi-state tour here. 

My last trip with Union Pacific 844 was an Omaha to Cheyenne trip in November, 2010. This trip is chronicled in the Two Trains West chapter of my DVD A Boatload of Steam!

Together, these two magnificent examples of modern steam locomotives have thrilled millions as they criss-cross America, delivering smiles and lasting memories, as well as an appreciation for the folks at Union Pacific for making this happen.

To celebrate Union Pacific’s 150 Years of Steam, the railroad has a heavy schedule for UP 844. You can keep up with UP 844 here.  I hope to capture some of 844’s journeys and bring them to you on future DVDs. Keep up to date by signing up for our email list on the lower right of the Yard Goat Images Home Page.

To commemorate their 150th Anniversary/150 Years of Steam UP has also created some nifty special pages on its website complete with historic photos and video, timelines, and more. 

Thanks Union Pacific!

Steve Mitchell, Yard Goat Images, www.yardgoatimages.com

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Lake Michigan has a surface area of 22,400 square miles. This large body of water separating the East from a large chunk of the Midwest has always posed a challenge to railroads, which were forced to go around it. In the early days of rail transportation, freight was unloaded from railcars onto boats, shipped across the lake, then loaded back into rail cars. In the late 1800’s, railroads began constructing large boats to haul entire railroad cars. These vessels needed to be built strong to haul ever increasing numbers of freight cars and for all-weather service, including the ability to smash through ice in the winter. The railroad car ferries also provided passenger service across the lake, and in later years carried automobiles as well.

The story of the SS Badger

In 1952-1953, the C&O Railroad http://www.cohs.org commissioned the SS Badger http://www.ssbadger.com/home.aspx and its sister SS Spartan. These would not only be the final additions to the Lake Michigan railroad car ferry fleet, but were also the largest ever built, at a cost of 5 million dollars each. The two vessels were constructed by the Christy Company of Sturgeon Bay, Wisconsin. They each burned coal and were powered by Skinner Unaflow steam engines http://files.asme.org/ASMEORG/Communities/History/Landmarks/5496.pdf. They were designed to carry rail cars, automobiles, and provide first class passenger accommodations, including staterooms, dining facilities, and recreation. 

By the 1970‘s the railroad industry had changed, and the Interstate Commerce Commission (remember regulation?) allowed the C&O to exit the car ferry business in 1983, selling its last three ferries to the Michigan-Wisconsin Transportation Company. That company struggled along until November 1990, when the SS Badger made its final trip.

The next year, entrepreneur Charles Conrad committed resources to reinvent the SS Badger to carry passengers and their vehicles. It returned to service in May 1992, between Ludington Michigan and Manitowoc Wisconsin. The SS Spartan is tied up in Ludington and occasionally provides replacement parts for the SS Badger.

The SS Badger is the last coal burning steamship in the United States and is one of the last vessels in service on the Great Lakes to be powered by Skinner Unaflow engines, a unique propulsion system that has been designated as a national mechanical engineering landmark. 

The SS Badger offers a fun and relaxing transportation option. She completes the 60 mile trip across Lake Michigan to connect US Highway 10 http://en.wikipedia.org/wiki/U.S._Route_10 in about four hours. This saves about three and a half hours compared to driving 411 miles between Manitowoc and Ludington via Chicago. While onboard, travelers can take advantage of entertainment, food, or even staterooms equipped with sleeping berths. 

The Future of the SS Badger

The SS Badger has drawn fire from the EPA and environmental groups due to the release of coal ash from its boilers directly into the waters of Lake Michigan. This has historically been the practice with the SS Badger and coal burning ships in general. Now that the SS Badger is the last one, is the coal ash much of a problem?

As this issue is unresolved and uncertain, the choices may be to convert the boilers to fuel oil, junk the boilers and the historic Skinner engines and convert to diesel engines, or, worse, mothball the vessel.

If you think you may want to see and ride this great ship, better plan to do it soon, just in case.....

Why is the SS Badger important?

It is the last example of an operating large railroad-built Great Lakes car ferry. It still has railroad tracks buried in pavement on the automobile deck. It has the original engines, boilers, and it still burns coal. At its ports, there are still visible artifacts connecting the boat to railroads. The company celebrates the history of the SS Badger and SS Spartan and car ferries in general on its website and in its small museum onboard. 

It is a viable means of transportation now and in the foreseeable future. It employs a large number of people in many trades and professions, which supports business in the communities it serves, as well as further employment. It brings in large numbers of passengers, bringing business to restaurants, lodging, and retail in the two ports. It makes sense, especially in these economic times, to continue to use this valuable resource for as long as practicable.

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In November, 2010, I enjoyed covering not one, but two long-distance steam excursions, involving two locomotives on two railroads. 

Two Trains West

The two events intersected at Golden Spike Park in Council Bluffs, Iowa, a fitting place for things to intersect. The original Golden Spike, which we all learned about in elementary school, was ceremoniously driven into a railroad tie in Promontory, Utah when the first transcontinental railroad was completed at the spot where Central Pacific and Union Pacific track-laying met. Two classic steam locomotives posed nose-to-nose, surrounded by workers, dignitaries, and the public as the historic spike was hit home, symbolizing the linking of east and west.

So why is there a Golden Spike Park in, of all places, Council Bluffs, Iowa? Well, Council Bluffs was the eastern terminus of the transcontinental railroad. It was where this new line across the prairies, mountains and deserts would join the established network of rails in the east. 

The 56 foot tall spike that dominates a neighborhood park was originally part of a promotional event for the 1939 Cecil B. De Mille movie classic Union Pacific, which premiered at three Omaha theaters. How it became a fixture in the park in nearby Council Bluffs is probably another interesting story.

Why the two trains excursions?

 Let’s start with the second one first since it attracted more publicity and interest because it marked something very special. On Saturday, November 13, 2010, Union Pacific commemorated the 50th anniversary of its steam program with an excursion across Nebraska from Omaha to North Platte, Nebraska. Leading the special train was number 844, which operated in freight service with Union Pacific until 1959. In 1960 the railroad placed it into service providing power for occasional business trains and special excursions across the huge UP network. This locomotive has worked for the Union Pacific continuously since it was delivered in 1944.

As a nod to Union Pacific’s 50th anniversary celebration, Iowa Interstate Railroad arranged a special train pulled by one of its two Chinese QJ steam locomotives from Newton, Iowa to Council Bluffs. At Golden Spike Park it was hoped that QJ 7081 and 844 could be displayed nose to nose. That would have made for a very interesting if not symbolic pose, but unfortunately did not happen. The two engines were indeed together at Golden Spike Park, but it was more like nose-to-tail, with 7081 at the far end of 844’s short train. 

At any rate, I was able to be with 7081 and her train as she covered the lovely Iowa countryside on a perfectly enjoyable November day. This was a Thursday so there was a smaller than usual number of chasers. Iowa Interstate operates over the former Rock Island across the state, and the train stopped in Des Moines to pick up members of the Rock Island Technical Society.  It was a classy trip and 7081 sported a new Southern 3 Chime Whistle There was even a runby at Atlantic, Iowa. The next day was the park display; a day when November turned colder and wetter, with nonstop drizzle and harsh winds.

On Saturday it was 844’s turn. Overnight, Omaha received a generous dump of wet snow. As the special pulled away, the cold temperature and snow made for some tremendous clouds of steam. As we sped west, skies turned sunny, however the bitter wind would be with us all day. The train wasted no time because the passengers and 20 car special needed to get to North Platte, turn around, and head back to Omaha for a late evening arrival. The return trip  was led by heritage diesels from the railroad’s collection.

On Sunday, 844 led a much shorter passenger consist back to its home in Cheyenne, Wyoming, and I was there to record as much as I could on this very fast moving trip.

These two specials took place in a compressed timeframe and were very worthwhile in terms of footage. I have created a tasty program called Two Trains West, which is featured on the Yard Goat Images DVD A Boatload of Steam!  

I have nothing but thanks and admiration for both Union Pacific and Iowa Interstate for their commitment to steam in the 21st century!

Thanks, Steve Mitchell, Yard Goat Images

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