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Santa Fe class 1480
United States | 1910
23 produced
No. 1491
No. 1491
collection Taylor Rush

The Santa Fe class 1480 consisted of 23 Atlantics, which they built in 1910 at their own factory in Albuquerque. They initially had a three-dome boiler, a Jacobs-Shupert firebox and a four-cylinder compound engine. The steam was taken from the rear dome, went past the sand dome into the front dome and from there via an external pipe into the reheater in the smokebox. Also noticeable was the long wheelbase between the second driving axle and the trailing axle

Their nickname among the crews was “Bull Moosers” and the area of operation was lighter express trains. Following the general trend of the time, 14 of the 23 were rebuilt from 1920 into superheated locomotives with two cylinders of the same size. The wheelbase between the second driving axle and the trailing axle was also shortened by more than three feet. The first was retired in 1926, the last in 1953.

Variantas builtsimpled/Superheated
General
Built19101920
ManufacturerAlbuquerque
Axle config4-4-2 (Atlantic) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase32 ft 8 in28 ft 11 in
Rigid wheelbase6 ft 10 in
Total wheelbase64 ft 1 in60 ft 10 in
Service weight231,675 lbs229,500 lbs
Adhesive weight112,125 lbs118,100 lbs
Total weight395,000 lbs408,725 lbs
Axle load57,675 lbs59,100 lbs
Water capacity9,000 us gal
Fuel capacity3,300 lbs (oil)
Boiler
Grate area48 sq ft
Firebox area190 sq ft223 sq ft
Tube heating area2,318 sq ft2,168 sq ft
Evaporative heating area2,508 sq ft2,391 sq ft
Superheater area456 sq ft
Total heating area2,508 sq ft2,847 sq ft
Variantas builtsimpled/Superheated
Power Plant
Driver diameter73 in
Boiler pressure220 psi200 psi
Expansion typecompoundsimple
Cylindersfour, HP: 15 x 26 in
and LP: 25 x 26 in
two, 22 x 26 in
Power
Power sourcesteam
Estimated power1,600 hp (1,193 kW)2,000 hp (1,491 kW)
Optimal speed46 mph44 mph
Starting effort22,038 lbf29,305 lbf
with start valve26,446 lbf
Calculated Values
steam locomotive
express
last changed: 03/2024
Santa Fe class 3000
United States | 1911
10 produced
The first vehicle built, No. 3000
The first vehicle built, No. 3000
Detroit Publishing Co.

In order to explore the extreme limits of the Mallet principle, the Atchison, Topeka & Santa Fe developed the class 3000 in 1911 with the wheel arrangement 2-10-10-2 and a weight of 309 short tons. The goal was to be able to pull 2,000-ton trains with just one locomotive over gradients of 1.2 percent in Arizona. In order to speed up development and production, the running gear for each of the ten examples was taken from two standard Baldwin 2-10-2 locomotives and combined into one locomotive. The existing cylinders were used as rear high-pressure cylinders and Baldwin had larger low-pressure cylinders made for the front bogie. A special development was the flat six-axle tender with a rounded rear section, which was called “Turtleback” and was intended to provide better rear visibility. It contained oil for firing.

A normal boiler of the same length as the class 3000 could not be realized and therefore only the rear half was used as a classic boiler barrel with combustion chamber and smoke tubes. The front half was used as a feedwater heatersuperheater and reheater for the exhaust steam from the high-pressure cylinders. All in all, it was found that this boiler did not generate enough steam for the powerful engine and therefore sustained speeds of only 10 to 15 mph were possible.

In view of the low speeds, the locomotives were not used directly to pull heavy freight trains, but had to push other trains uphill. There they were mainly found in California on Cajon Pass and in the famous Tehachapi Loop. Nevertheless, the demolition of the first locomotives back to simple 2-10-2 locomotives began as early as 1915. When the last ones were dismantled in 1918, they had earned the nickname “magnificent failures”. Only the new design of the tender was considered successful and used in later Santa Fe locomotives.

General
Built1911-1912
ManufacturerBaldwin
Axle config2-10-10-2 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length122 ft 0 3/16 in
Wheelbase66 ft 5 in
Rigid wheelbase19 ft 5 1/2 in
Total wheelbase108 ft 10 in
Service weight616,000 lbs
Adhesive weight550,000 lbs
Total weight882,450 lbs
Water capacity12,000 us gal
Fuel capacity4,000 us gal (oil)
Boiler
Grate area82 sq ft
Firebox area284.5 sq ft
Tube heating area3,637 sq ft
Evaporative heating area3,921.5 sq ft
Superheater area2,381 sq ft
Total heating area6,302.5 sq ft
Power Plant
Driver diameter57 in
Boiler pressure225 psi
Expansion typecompound
Cylindersfour, HP: 28 x 32 in
and LP: 38 x 32 in
Power
Power sourcesteam
Estimated power2,000 hp (1,491 kW)
Optimal speed12 mph
Starting effort109,113 lbf
with start valve130,936 lbf
Calculated Values
steam locomotive
freight
Mallet
last changed: 03/2022
View on YouTube
Santa Fe class 3400
United States | 1919
50 produced
Nr. 3421 in the Thirties in Fort Madison, Iowa
Nr. 3421 in the Thirties in Fort Madison, Iowa
Robert Graham / collection Taylor Rush

The class 3400 were the last Pacifics that the Santa Fe purchased. After many experiments had been attempted at the beginning of the century, these were now relatively simple machines with a simple two-cylinder engine. While the number of tubes in the boiler was based on the USRA Heavy Pacific, the firebox was only about the size of the Light Pacific.

Between 1936 and 1947, 44 of the 50 locomotives underwent a major rebuild. In addition to an oil-fired boiler and combustion chamber, they received a new, integrally cast frame. There were also now Boxpok drivers with a diameter of 79 instead of 74 inches, which ran in roller bearings.

Since the rebuilt locomotives were significantly more powerful, their lives were extended. As they were increasingly less needed for express service, they were more and more often used with freight trains. The retirements finally took place between 1950 and 1955. Five have been preserved, of which only 3415 had been operational since 2009 and is currently waiting for its scheduled 15-year overhaul.

Variantas builtrebuilt
General
Built1919-19241936-1941
ManufacturerBaldwinAlbuquerque
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase34 ft 3 in
Rigid wheelbase13 ft 8 in
Total wheelbase72 ft 1 in
Service weight300,950 lbs338,900 lbs
Adhesive weight179,550 lbs205,100 lbs
Total weight534,670 lbs735,326 lbs
Axle load61,350 lbs70,800 lbs
Water capacity12,000 us gal20,000 us gal
Fuel capacity32,000 lbs (coal)7,000 us gal (oil)
Boiler
Grate area66.8 sq ft
Firebox area269 sq ft329.6 sq ft
Tube heating area3,840 sq ft2,999.4 sq ft
Evaporative heating area4,109 sq ft3,329 sq ft
Superheater area980 sq ft917 sq ft
Total heating area5,089 sq ft4,246 sq ft
Variantas builtrebuilt
Power Plant
Driver diameter74 in79 in
Boiler pressure200 psi220 psi
Expansion typesimple
Cylinderstwo, 25 x 28 in
Power
Power sourcesteam
Estimated power2,800 hp (2,088 kW)3,100 hp (2,312 kW)
Optimal speed44 mph48 mph
Starting effort40,203 lbf41,424 lbf
Calculated Values
steam locomotive
express
last changed: 01/2023
Santa Fe class 3460
United States | 1937
6 produced
No. 3460 in 1938 at Chicago, Illinois
No. 3460 in 1938 at Chicago, Illinois
collection Taylor Rush

The Santa Fe class 3460 consisted of six 4-6-4 “Hudsons” which were delivered by Baldwin in 1937. They were much more powerful than the class 3450 delivered in 1927 and were called “Super Hudsons”. The class leader No. 3460 was the only ATSF locomotive that had been streamlined. It got the name “Blue Goose” and was used for publicity service.

Features of the locomotives were 84-inch drivers, a 300 psi boiler pressure, SKF roller bearings on all axles and a Worthington feedwater heater. The firebox had a combustion chamber and two thermic syphons. It was oil-fired, but the firebox was designed in such a way that a conversion to coal-firing would also be possible. Although they had been built before the similar Chicago & North Western E-4 and Milwaukee Road F7, they were most likely more powerful.

In December 1937, 3461 set a long distance world record for a steam locomotive. There it ran the 2,227 miles or 3,585 km from Los Angeles to Chicago with an average of 45.4 mph or 73 km/h and reached a top speed of 90 mph or 145 km/h on some stretches. The average speed already includes five refueling stops. Although this was a success, it soon became apparent that the high steam pressure led to leaks on different points over time.

In 1945, they were rebuilt to an even more powerful variant and called “Super Duper Hudsons”. In this process they received a longer combustion chamber that led to shorter tubes. The combination of the thermic syphons and a water circulator was apparently matched very good and led to a considerable increase in power. They were retired in 1956 and only 3463 was preserved and is on static display at Topeka, Kansas.

Variantas builtrebuilt
General
Built19371945
ManufacturerBaldwinAlbuquerque
Axle config4-6-4 (Hudson) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length112 ft 7 in
Length loco54 ft 3 3/4 in
Wheelbase41 ft 1 1/2 in
Rigid wheelbase14 ft 6 in
Total wheelbase88 ft 8 in
Service weight412,330 lbs417,300 lbs
Adhesive weight213,440 lbs210,800 lbs
Total weight808,670 lbs814,046 lbs
Axle load71,570 lbs71,600 lbs
Water capacity20,000 us gal
Fuel capacity7,000 us gal (oil)7,107 us gal (oil)
Boiler
Grate area98.5 sq ft99 sq ft
Firebox area375 sq ft433 sq ft
Tube heating area4,395 sq ft3,870 sq ft
Evaporative heating area4,770 sq ft4,303 sq ft
Superheater area2,080 sq ft2,020 sq ft
Total heating area6,850 sq ft6,323 sq ft
Variantas builtrebuilt
Power Plant
Driver diameter84 in
Boiler pressure300 psi
Expansion typesimple
Cylinderstwo, 23 1/2 x 29 in
Power
Power sourcesteam
Estimated power5,300 hp (3,952 kW)5,700 hp (4,250 kW)
Optimal speed69 mph75 mph
Starting effort48,618 lbf
Calculated Values
steam locomotive
express
streamline
last changed: 01/2025
Santa Fe class 5001
United States | 1938
10 produced
No. 5010 in February 1939 in Barstow, California
No. 5010 in February 1939 in Barstow, California
Joseph Schick / archive Taylor Rush

As a direct development of locomotive number 5000, ten units were built in 1938, which were given the numbers 5001 to 5010. They differed from their predecessors primarily in the significantly larger driving wheels. These measured 74 inches in diameter and allowed the locomotives to run at up to 70 mph without any problems, although they were actually only intended as freight locomotives. The boilers had a slightly smaller total heating area, but the firebox area was larger and the boiler pressure had been increased from 300 to 310 psi. This resulted in a cylinder output of more than 6,000 hp, which almost compensated for the loss of traction due to the larger wheels.

The cylinders were cast in one piece with the frame, resulting in a single component weighing approximately 87,000 pounds. The first five locomotives got tenders with a lower curb weight, which now held 21,000 gallons of water and 52,000 pounds of coal and still only came loaded to 366,200 pounds. The last five locomotives were oil-fired, with tenders holding 20,000 gallons of water and 7,000 gallons of oil. Another development followed six years later in the form of the class 5011.

Variant5001-50065007-5010
General
Built1938
ManufacturerBaldwin
Axle config2-10-4 (Texas) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase50 ft 2 1/2 in
Rigid wheelbase26 ft 2 1/2 in
Total wheelbase98 ft 8 in
Service weight545,260 lbs
Adhesive weight371,600 lbs
Total weight911,460 lbs
Axle load76,551 lbs
Water capacity21,000 us gal
Fuel capacity52,000 lbs (coal)7,000 us gal (oil)
Boiler
Grate area121.8 sq ft
Firebox area631 sq ft
Tube heating area5,444 sq ft
Evaporative heating area6,075 sq ft
Superheater area2,675 sq ft
Total heating area8,750 sq ft
Variant5001-50065007-5010
Power Plant
Driver diameter74 in
Boiler pressure310 psi
Expansion typesimple
Cylinderstwo, 30 x 34 in
Power
Power sourcesteam
Estimated power5,700 hp (4,250 kW)5,800 hp (4,325 kW)
Optimal speed33 mph34 mph
Top speed70 mph
Starting effort108,961 lbf
Calculated Values
steam locomotive
freight
last changed: 03/2022
No. 5004 on a factory photo
No. 5004 on a factory photo
Ron Ziel, „American Locomotives 1858 to 1949”
Santa Fe class 5011
United States | 1944
25 produced
No. 5025
No. 5025
Harold K. Vollrath

Although the Santa Fe was already in the midst of converting freight traffic from steam to diesel during World War II, it procured 25 more steam locomotives of the 2-10-4 wheel arrangement in 1944. They were all delivered with oil firing, got the numbers 5011 to 5035 and were also called “War Babies”. Despite a smaller firebox, the performance of the boiler could be kept almost the same. By distributing the weight differently, it was possible to increase the adhesive weight by four tons while the locomotive weight had fallen by four tons. Significantly heavier tenders with eight axles were used again, which held 24,500 gallons of water and 7,000 gallons of oil. This lifted the total weight of the locomotive and tender to just over the magic one million pound mark.

In 1944, measurements of the performance of the first locomotive in the batch were made, which led to sensational values. In one test, a five-mile grade of a constant 0.8 percent was climbed by a train of 94 cars weighing about 5,440 tons. From an initial speed of 56 mph, there was still 18 mph left at the top of the incline, where most other locomotives would have come to a standstill long ago. With these performances, the locomotives can certainly be described as the pinnacle of the single-frame steam locomotives, as they were only surpassed by articulated locomotives and more driving axles overall. They, too, made their last commercial journeys in 1957 and stood in reserve for another two years before almost all of them were scrapped. Four examples are still preserved today, none of which are operational.

General
Built1944
ManufacturerBaldwin
Axle config2-10-4 (Texas) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length123 ft 5 in
Wheelbase50 ft 3 in
Rigid wheelbase26 ft 2 in
Total wheelbase109 ft 8 in
Service weight536,000 lbs
Adhesive weight380,300 lbs
Total weight1,000,700 lbs
Axle load77,400 lbs
Water capacity24,500 us gal
Fuel capacity7,170 us gal (oil)
Boiler
Grate area121.5 sq ft
Firebox area494 sq ft
Tube heating area5,443 sq ft
Evaporative heating area5,937 sq ft
Superheater area2,589 sq ft
Total heating area8,526 sq ft
Power Plant
Driver diameter74 in
Boiler pressure310 psi
Expansion typesimple
Cylinderstwo, 30 x 34 in
Power
Power sourcesteam
Estimated power5,660 hp (4,221 kW)
Optimal speed33 mph
Top speed70 mph
Starting effort108,961 lbf
Calculated Values
steam locomotive
freight
last changed: 03/2022
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Santa Fe classes 1000, 1014 and 1050
United States | 1901
143 produced
No. 1074 in January 1940 in Dallas, Texas
No. 1074 in January 1940 in Dallas, Texas
DeGolyer Library, Southern Methodist University

The Santa Fe ordered 40 2-6-2 express locomotives in 1901, which had a driver diameter of 79 inches (2,007 mm) and a four-cylinder Vauclain compound engine. These formed classes 1000 and 1014 and were intended for routes such as the section between La Junta and Albuquerque, which had steep gradients of up to three percent. They had a large boiler, but only a comparatively small firebox. Three were also built with a Jacobs-Shupert firebox

In 1902 and 1903, a further 103 class 1050 locomotives were built. These had a driver diameter of only 69 inches (1,753 mm), which still ensured sufficient speed. Like their predecessors, they were also built by Baldwin. Between 1912 and 1924 the locomotives were rebuilt to simple two-cylinder engines. From 1918 they also received a superheater. The oldest locomotives also received smaller 69-inch wheels and some were converted to oil firing. They were retired between 1941 and 1956.

Variant1000, 10141050simpledsuperheated
General
Built19011902-19031912-19241918-1924
ManufacturerBaldwinAlbuquerque
Axle config2-6-2 (Prairie) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase32 ft 2 in
Rigid wheelbase13 ft 8 in
Total wheelbase57 ft 8 3/4 ft61 ft 11 in
Service weight209,210 lbs209,890 lbs210,190 lbs235,200 lbs
Adhesive weight144,600 lbs140,290 lbs141,690 lbs167,500 lbs
Total weight327,210 lbs320,680 lbs322,800 lbs410,200 lbs
Axle load51,330 lbs49,800 lbs50,180 lbs56,200 lbs
Water capacity6,000 us gal7,000 us gal9,900 us gal
Fuel capacity20,000 lbs (coal)3,300 us gal (oil)
Boiler
Grate area53.5 sq ft
Firebox area195 sq ft194.6 sq ft224 sq ft
Tube heating area3,543 sq ft3,543.4 sq ft3,543 sq ft2,634 sq ft
Evaporative heating area3,738 sq ft3,767 sq ft2,858 sq ft
Superheater area642 sq ft
Total heating area3,738 sq ft3,767 sq ft3,500 sq ft
Variant1000, 10141050simpledsuperheated
Power Plant
Driver diameter79 in69 in70 in
Boiler pressure200 psi
Expansion typecompoundsimple
Cylindersfour, HP: 17 x 28 in
and LP: 28 x 28 in
two, 23 1/2 x 28 in
Power
Power sourcesteam
Estimated power1,800 hp (1,342 kW)1,950 hp (1,454 kW)2,200 hp (1,641 kW)
Optimal speed45 mph39 mph33 mph37 mph
Starting effort25,446 lbf29,134 lbf38,097 lbf37,553 lbf
with start valve30,535 lbf34,961 lbf
Calculated Values
steam locomotive
express
Vauclain compound
last changed: 04/2024
Santa Fe classes 1157ff and 3300
United States | 1910
64 produced
Class 3300 with steel rings as a connection between the boiler halves
Class 3300 with steel rings as a connection between the boiler halves

The Santa Fe started in 1910 with one of the few attempts to develop a large mallet with large coupled wheels for use in front of passenger trains. The large wheel diameter resulted in a considerable overall length, which made special demands on flexibility in curves. Since the long boiler was an obstacle, the idea of a divided boiler came up.

The locomotive with the number 1157 was assembled from the parts of two former Prairie locomotives (2-6-2), that now had the wheel arrangement 2-6-6-2. The greatest difficulty lay in connecting the two halves of the boiler in a flexible and tight manner. The water space between the two halves of the boiler was separated, while the hot smoke, complete with sparks and individual lumps of slag, passed from the rear to the front part of the boiler.

The rear part of the boiler produced the steam and superheated it before it entered the rear high-pressure cylinders. The exhaust steam then entered the front part of the boiler where it was reheated and then sent to the front low pressure cylinders. The front part also served as a feedwater heater. The connection between the halves of the boiler was made by means of fifty steel rings nested alternately within each other. In operation, slag chunks often wedged themselves between the rings, which then burst in the next curve. This connection was adapted in later locomotives and a variant as a ball joint was also created.

Although it was not possible to find a completely satisfactory solution for the connection between the boiler halves, twelve more engines of this type were built in 1910 as classes 1158 and 1160. At the same time, 27 class 1170 units with a very long, one-piece boiler were built. Despite these circumstances, the Santa Fe had 24 examples of a heavier version with a two-piece boiler built in 1911. These were given the numbers from 3300 to 3323 and were thus referred to as Class 3300. Due to the continuing problems with these locomotives, they were later forced to either scrap them or dismantle them for the construction of Prairie locomotives as early as the 1920s.

Variant1157, 1160117011583300
General
Built19101911
ManufacturerAlbuquerqueBaldwin
Axle config2-6-6-2 (Mallet Mogul) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase57 ft 3 in56 ft 5 in
Rigid wheelbase13 ft 8 in
Total wheelbase89 ft 7 in89 ft 3 in
Service weight370,200 lbs359,000 lbs400,800 lbs
Adhesive weight304,300 lbs304,000 lbs290,000 lbs329,400 lbs
Total weight534,700 lbs545,000 lbs533,800 lbs586,200 lbs
Axle load54,700 lbs62,900 lbs
Water capacity9,000 us gal
Fuel capacity28,000 lbs (coal)24,000 lbs (coal)
Boiler
Grate area53.5 sq ft52.5 sq ft64.3 sq ft63.5 sq ft
Firebox area195 sq ft234 sq ft245 sq ft
Tube heating area3,748 sq ft4,860 sq ft5,237 sq ft5,162 sq ft
Evaporative heating area3,943 sq ft5,094 sq ft5,471 sq ft5,407 sq ft
Superheater area1,063 sq ft955 sq ft957 sq ft
Total heating area5,006 sq ft6,049 sq ft6,426 sq ft6,364 sq ft
Variant1157, 1160117011583300
Power Plant
Driver diameter69 in
Boiler pressure220 psi
Expansion typecompound
Cylindersfour, HP: 24 x 28 in
and LP: 38 x 28 in
Power
Power sourcesteam
Estimated power2,600 hp (1,939 kW)2,750 hp (2,051 kW)3,200 hp (2,386 kW)3,175 hp (2,368 kW)
Optimal speed27 mph28 mph33 mph32 mph
Starting effort62,491 lbf
with start valve74,989 lbf
Calculated Values
steam locomotive
passenger
Mallet
flexible boiler
last changed: 03/2022
Detail of the connection using steel rings
Detail of the connection using steel rings
Class 1170 with ball joint
Class 1170 with ball joint
Locomotive Magazine, May 1911
Santa Fe classes 3800 and 3876
United States | 1919
140 produced
The brand-new No. 3911 at San Bernardino, California
The brand-new No. 3911 at San Bernardino, California
collection Taylor Rush

The class 3800 and its subclass 3876 were the last 2-10-2 locomotives of the Santa Fe. After their predecessors had been created by adding a trailing axle to a 2-10-0, the 3800 was created by lengthening a 2-8-2, what allowed for a much larger firebox. The 75 members of the class 3800 were built by Baldwin between 1919 and 1923 and were operated at a boiler pressure of 200 psi. They carried the numbers from 3800 to 3875, with the exception of the number 3829 that was given to a 2-10-4.

Between 1924 and 1927, 65 locomotives followed which got the numbers between 3876 and 3940. Due to some changes in the boiler, they are usually viewed as a subclass. They were operated at 220 psi, while the earlier ones were upgraded to 210 psi. While 36 of the main class had been built as coal burners and only the rest as oil burners, all of the subclass had originally been built as oil burners. 23 of these were built with a trailing truck booster, while 15 others got larger tenders which can be found in the specs for the 3876 given below. Some were later rebuilt with thermic syphons. While most of the class 3800 and its subclass were still running in 1950, they were gone by 1956.

Variant38003876
General
Built1919-19231924-1927
ManufacturerBaldwin
Axle config2-10-2 (Santa Fé) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase41 ft 1 1/4 in
Rigid wheelbase22 in22 ft
Total wheelbase85 ft 6 in92 ft 9 1/2 in
Service weight396,600 lbs405,100 lbs
Adhesive weight309,000 lbs314,500 lbs
Total weight695,200 lbs781,000 lbs
Axle load65,370 lbs65,440 lbs
Water capacity15,000 us gal20,000 us gal
Fuel capacity5,000 us gal (oil)7,170 us gal (oil)
Boiler
Grate area88.3 sq ft
Firebox area417 sq ft
Tube heating area4,911 sq ft4,670 sq ft
Evaporative heating area5,328 sq ft5,087 sq ft
Superheater area1,298 sq ft1,345 sq ft
Total heating area6,626 sq ft6,432 sq ft
Variant38003876
Power Plant
Driver diameter63 in
Boiler pressure200 psi220 psi
Expansion typesimple
Cylinderstwo, 30 x 32 in
Power
Power sourcesteam
Estimated power3,550 hp (2,647 kW)3,675 hp (2,740 kW)
Optimal speed29 mph27 mph
Starting effort77,714 lbf85,486 lbf
Calculated Values
steam locomotive
freight
last changed: 12/2024
Santa Fe classes 900 and 1600
United States | 1903
159 produced
No. 1628 with simple cylinders
No. 1628 with simple cylinders
LaMar M. Kelley / collection Taylor Rush

On the Raton Pass between Colorado and New Mexico, the ATSF used pusher locomotives with a 2-10-0 wheel arrangement. Since there was no way to turn the locomotives on the summit, they had to run backwards down the mountain. In order to improve reverse running characteristics, some 2-10-0 locomotives with an additional trailing axle were ordered from Baldwin. This led to the class 900 with the new 2-10-2 wheel arrangement, now known as the “Santa Fé”.

Propulsion was by four compound-acting cylinders arranged in tandem. The high-pressure cylinders were each directly in front of the low-pressure cylinders and worked together with them on the third driving axle. To service the low-pressure cylinders, the high-pressure cylinders could be removed with an onboard crane. The third coupled axle was also the only one that didn't have wheel flanges.

The axle load of the first two driving axles and the leading axle was balanced with each other by means of a equalizing beam, as was the axle load of the rear three driving axles and the trailing axle. Some locomotives received a special form of firebox developed by Henry W. Jacobs and Frank W. Shupert of Frisco Lines. This used perforated plates instead of staybolts and had advantages in terms of maintenance, but was not able to establish itself.

A total of 85 of the class 900 were built. The first 40 of these were destined for Raton Pass and were coal fired. The rest were used on the line between Albuquerque and Arizona and were oil-fired. From 1905, 76 class 1600 locomotives were built, which were essentially identical to the class 900. However, since the frame had broken on this one, the frame was reinforced here, which increased the adhesive weight. However, different data for both classes could not be found.

From 1916 the locomotives of both classes were rebuilt, after which they were identical again. The boilers were equipped with a superheater and arch tubes in the firebox. Since the tandem engine required too much maintenance, it was replaced by a two-cylinder engine with simple expansion. Only the high-pressure cylinders were removed and the low-pressure cylinders enlarged.

Variantcoaloilsuperheated
General
Built1903-19041905-19071916
ManufacturerBaldwinAlbuquerque
Axle config2-10-2 (Santa Fé) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase35 ft 11 in
Rigid wheelbase19 ft 9 in
Total wheelbase66 ft
Service weight287,240 lbs302,490 lbs
Adhesive weight234,580 lbs251,250 lbs
Total weight450,000 lbs445,740 lbs481,490 lbs
Axle load53,060 lbs55,810 lbs
Water capacity8,500 us gal7,000 us gal
Fuel capacity20,000 lbs (coal)3,300 us gal (oil)28,000 lbs (coal)
Boiler
Grate area58.5 sq ft
Firebox area210 sq ft223 sq ft
Tube heating area4,586 sq ft3,832.1 sq ft
Evaporative heating area4,796 sq ft4,055 sq ft
Superheater area1,008 sq ft
Total heating area4,796 sq ft5,063 sq ft
Variantcoaloilsuperheated
Power Plant
Driver diameter57 in
Boiler pressure225 psi200 psi
Expansion typecompoundsimple
Cylindersfour, HP: 19 x 32 in
and LP: 32 x 32 in
two, 28 x 32 in
Power
Power sourcesteam
Estimated power2,300 hp (1,715 kW)2,500 hp (1,864 kW)
Optimal speed26 mph21 mph
Starting effort57,314 lbf74,824 lbf
with start valve68,777 lbf
Calculated Values
steam locomotive
freight
tandem compound
last changed: 05/2023
Original variant as tandem compound
Original variant as tandem compound
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  • selected language
  • preferred units
  • spelling of railway company names

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Display of units

Here you can set the desired unit system for the technical data.

  • Metric: Lengths in meters, weights in tonnes, and volumes in cubic meters
  • Imperial (UK): Lengths in feet/inches, weights in long tons and volumes in imperial gallons
  • Imperial (US): Lengths in feet/inches, weights in pounds, and volumes in US gallons
  • Individual: Depends on the country of origin of each locomotive
Operator names

Here you can set the display of railway company names.

  • Short: Abbreviation or short form of the name
  • Standard: commonly used name, partially translated to English
  • Complete: full name in local language