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The UP 844 in South Texas, May 2006

This is the initial version of this page. More pictures will be added as they become available.

For the first time since 1992, when the UP 3985 "Challenger" came to the city, a living, breathing, leviathan steam locomotive, the UP 844, arrived in San Antonio on Friday May 12, 2006. Due to the great length of the train, with its two tenders and six cars, not enough space was available at the most obvious and desirable location, Sunset Station. The Union Pacific was in stead obliged to use the old MK&T automobile unloading facility parallel to IH 35 near Rittiman Road.

The UP 844, weighing 454 tons (engine and tender) with a 4-8-4 wheel configuration, was the last ever steam locomotive acquired by the Union Pacific. Built in 1944, it was destined for the scrap heap in 1960 when the company decided to keep it and add it to its small but growing heritage fleet, comprising of the UP 3985 and several classic, first generation diesel electrics. These locomotives make scheduled goodwill trips around the country and go a long way to keeping the majesty and romance of the golden age of rail travel alive. The UP 844 was designed to pull passenger trains, and was capable of speeds in excess of 110 mph, but ended its working life hauling freights. Maintained in peak condition, at enormous expense, the locomotive is now restricted to just under 85 MPH.

This turn of speed was very much in evidence as the train high-balled it into San Antonio on May 12, 2006. Following an overnight stay in Del Rio and a one hour stop in Uvalde, where many of the pictures on this page were taken, the train set off for San Antonio on all but empty tracks. All of the UP's regular freight trains were in sidings, and could be seen from HWY 90, idling away, waiting for the UP 844 to pass by. Folks in places like Hondo and LaCoste, many of whom took time off to see the train go by, were only able to catch the briefest of glimpses as the train roared by.

Each wheel configuration on steam locomotives has its own name. The 4-8-4 configuration is known as "Northern." There are only four such trains left. Apart from the UP 844, another two are on static display, one in Iowa and the other in Utah. It is the fate of the fourth, the UP 836, to be a parts source for the UP 844. The distinctive metal flaps at the front of the train are designed to channel the smoke away from the cab at low speeds. Unlike earlier "classic" steam locomotives, the UP 844 does not have a high smoke funnel. These locomotives were so tall that any additional height would make passing under bridges and through tunnels impossible.

In order to operate on modern railroads, the locomotive must travel with two tenders. One carries its fuel oil and the other water. Although they were once a decisive factor in the location of the rails themselves and the towns that grew up along them, track side water towers have all but disappeared from the rail landscape. The first car behind the tenders is a fully equipped shop car. Steam locomotives require a great deal of regular maintenance. In fact, it was the far easier maintenance requirements of diesels that led to the demise of steam as post war costs soared and competition from the trucking industry grew tougher. The UP 844 travels with its own maintenance crew as well, as the days of steam locomotive expertise in very rail shop in the country is also a thing of the past.

At the rear of the consist on this excursion train is the "Idaho," which has a most "un-railroad" type of rear window, a far cry from the elegant platforms or rounded observation cars of old. The interior of the car is even more unusual. It has been converted into a small theater with stadium rising seats and a built-in, pull down screen and other modern audio visual equipment.

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