Class 101 / 870 (Locobase 6140)

Data from 1994 email from Richard E Scholz as archived and http://atsf.railfan.net/atsfpres/atsf870.htm (visited 13 June 2004). Works numbers were 27706-27707 in March 1906; 27877 in April; 28304 in June; 28526, 28661in July.

This Consolidation class originally operated for the grandiosely named St L, RM & P, which was located entirely in northern New Mexico and chiefly served the coal fields around the Raton Pass. The Santa Fe took over the line in 1913, changed its name to the more compatible Rocky Mountain and Santa Fe (RM & SF) in 1915. In 1924, the Santa Fe renumbered the quintet as 870-874.

By this time, the locomotives had been superheated and now used piston valves. At that point, the 2" tubes & 5 3/8" flues numbered 159 and 24, respectively. They all were shortened to 13' 3 9/16". The firebox was unchanged.

As a result, total EHS was 1,725, superheater area amounted to 350 sq ft (16.9% of the total CHS). Power Ll went from 5,454 to 6,302. Locobase shows the original saturated-steam configuration because Scholz's comments suggest that the RM & SF was not zealous in documenting the other changes that superheating must have triggered in weights and other dimensions.

In 1940 at least two of the 870s (870 & 874) were sold to the Albuquerque & Los Cerrillos Coal Company, where they operated until the mine closed in 1959.

870 has been preserved.

Class 101 / 870 (Locobase 8899)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .

Works numbers were 27706- 27707 in March 1906; 27877 in April, and 28526, 28661 in July.

Remarkably, this small class of standard Consolidations enjoy a lasting reputation because the class leader was preserved. As a result, its history is well-detailed on http://atsf.railfan.net/atsfpres/atsf870.html, last accessed 18 November 2007. Despite its grand name, the St L, RM & SF actually ran in northern New Mexico. Its principal raison d'etre was coal extraction along the Raton Pass. The railway was purchased by the Santa Fe in 1913 and renamed the Rocky Mountain & Santa Fe; the locomotives were renumbered beginning with 870.

In 1940, 870 and 874 (along with 769) were sold to the Albuquerque & Los Cerrillos at Madrid, NM. Ultimately 870 wound up at Heritage Park in Santa Fe Springs after a thorough cosmetic restoration.

Class 130 / 2404 (Locobase 4886)

Described in a 1906 Baldwin catalogue describing locomotives the company built for the Atchison, Topeka & Santa Fe. Reproduced on http://www.railroadextra.com/blatsf.hmtl . Also from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Following up on the success of the Uncle Dick, Burnham, Williams & Co (as Baldwin was then known) supplied these tender engines in which the saddle tank was omitted. Note that the stroke had lengthened by two inches and the drivers were bigger. These were used for general freight service. Santa Fe's 1920 diagram shows 19" cylinders, which could indicate bushing sleeve inserted in worn cylinders.

The Baldwin catalogue described another 31 engines built for the Rio Grande, Mexico and Pacific Division that had 45" drivers, 17 x 26" cylinders and a weight on the drivers of 66,000 lb..

Information also supplied as "As-Built Specifications" from Blair Tarr, Kansas State Historical Society, August 2001.

Class 1900 (Locobase 8279)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 37798-37807 in June 1912; 39437-39442, 39512-39515 in March 1913.

These were the last Consolidations to be bought by the Santa Fe and they were powerful examples of a 2-8-0 design. Superheated from the outset, the class served in this form until retirement. The first locomotive was retired in 1940, the last in 1955.

Class 1950 (Locobase 4208)

The Railroad Gazette (27 March 1908) profiled this class along with a smaller group of Pacifics. Works numbers were 31958-31960, 31986-31987, 32003, 32022-32023, 32044-32046, 32079, 32088, 32096 in October 1907; 32120-32121, 32143, 32161-32162, 32181-32182, 32210-32211, 32254-32255, 32260-32262, 32278-32280 in November; 32315-32318, 32366-32368, 32422, 32429-32430, 32451 in December.

This was the largest single class of Consolidations to be built for the Atchison, Topeka & Santa Fe. Like many 2-8-0s of the day, the engines had a relatively long stroke. Unlike many, these had the Baldwin smokebox superheater, which didn't use flues between tubesheets but instead an assembly in the smokebox itself that was the last part of the route for steam on its way to the cylinders. In this class, the superheating area amounted to 600 sq ft, although its effect was marginal. Of the 42 locomotives, 32 burned oil, 10 coal. They had relatively generous 13" piston valves.

Four of the class were converted in 1911 to 2-8-8-0 Mallets and numbered 3200-3203 (1974-1976 and 1972). After operating those engines for 12 years, the Santa Fe converted them back to 2-8-0s. These were scrapped in February 1952 (1972), December 1953 (1974, 1976), and August 1954 (1975).

Most of the class was superheated; see Locobase 8280.

Class 1950 - superheated (Locobase 8280)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Drury (1993) comments that the Santa Fe didn't acquire a large stud of 2-8-0s and that this class, and the 1900s purchased in 1912, "seem to be an afterthought, purchased between orders for 2-10-2s and 2-8-2s." While that may have been so, it didn't prevent the Santa Fe from modernizing the superheater. The inefficient boiler-barrel system was replaced by a Schmidt installation in the smokebox.

The first of the 1950s was retired in 1940; the last went in 1955. 2 -- 1959, 1986 -- were sold to the Apache Railway in 1935.

Class 2301 (Locobase 8260)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

These small Consolidations were among the Dunkirk,New York builder's earliest locomotives. Half had been disposed of by 1901 and the other half (2301-2302, 2304-2306) were gone by 1918.

Class 2311 (Locobase 8261)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

In the same year that Brooks supplied some small 2-8-0s to the Santa Fe (Locobase 8261), Baldwin began delivery of a larger class of still smaller Consolidations. The two designs shared the same cylinder volume, but that was about it. The Baldwin boiler had more tubes of shorter length for less total heating surface, but a larger grate and consequently a larger firebox heating surface. The 1902 Description shows that 5 engines (2315, 2324, 2335, 2338-2339) had boilers pressed to 145 psi.

This class operated until the 1920s.

See Locobase 8261 for Hinkley locomotives of very similar design.

Class 2341 (Locobase 8262)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

A year after Baldwin began delivering its small Consolidations to the Santa Fe (see Locobase 8261), Hinkley chipped in 25 identical designs that differed only in having 2 fewer firetubes in the boiler and a grate that measured 1" wider. Also, its adhesion and total engine weights measured about 2 1/2 tons more. As far as Locobase can tell from a builder's list also supplied by Allen Stanley, the last two batches (5 & 12 locomotives, respectively) had works #1406-1410 and 1421-1432. Road numbers for these two groups ran consecutively from 189-205.

Like the 2311s, this class operated into the 1920s.

Class 2366 (Locobase 8263)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

As described in Locobases 8260-8261, Santa Fe took delivery of several tens of Consolidations all built to essentially the same design by three different builders. Here's Taunton's 10-locomotive contribution. One significant difference is in the more even balance on the driving axles than either the Baldwin or Hinkley engines showed.

This class was retired a few years earlier than the other 1880s 2-8-0s, the last departing in 1916.

Class 2376 (Locobase 8281)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Years after this class of small Consolidations entered service, they received a "New-Style Boiler". The 1920 Santa Fe diagram from which the appellation is taken shows that changes included extending the tubes by 2 feet to 12' 11" and narrowing the grate by 1 3/4" while reducing its length from 96" to 78 1/8". This reduced the grate area to 14.6 sq ft and firebox heating surface fell to 104 sq ft, while increasing total evaporative heating surface to 1,212 sq ft.

Locobase cannot say exactly when the new boilers were added (in the first years of the 20th Century, probably), but Werkema shows the last of the class being retired in 1922. (One, 2391, lost its leading truck and became an 0-8-0 switcher.)

Class 2439/2442 (Locobase 5497)

Data from http://www.railroadingonline.com/railroads/atsf/drawings.(11 April 2003).

Originally from the SFP&P's Bradshaw Mountain virtual mining railroad where they came in two batches 2439-2441 in 1904, 2442-2444 in 1906. (The later trio had 20 more sq ft of heating surface and put 4,000 more lb on the drivers.) They were small Consolidations fit in the light freight service for which they were suited. First retirement came in 1940, the last in 1951.

Class 2504 (Locobase 822)

Turn-of-the-century example of a powerful, small-drivered freight locomotive. Drawing that supplied the data notes that these two -- 2504-2505 -- were originally Kansas City, Mexico, & Orient 21-22 (ex-NYC). Retired in 1933-34.

Class 2506 (Locobase 5493)

A sister of the Kansas City, Mexico, & Orient 21-22 shown in Locobase 822 (ex-NYC). Taken from http://www.railroadingonline.com/railroads/atsf/drawings.., this shows the class as superheated. Retired in 1933-34.

Class 2507 (Locobase 5494)

Data from http://www.railroadingonline.com/railroads/atsf/drawings..(11 April 2003) and http://www.atsfrr.com/resources/2507%20Cl/specs.pdf (25 Feb 2005).

Kansas City, Mexico, & Orient class 51-69, these ex-NYC Consolidations were quite a bit more powerful than earlier KC, M & O engines. They also had capacious 14"-diameter piston valves .It's not clear whether they were delivered with superheaters or modified later on.

Retired in 1952-55.

Class 2535 (Locobase 824)

Data from http://www.railroadingonline.net/railroads/atsf/drawings/c2535-2.gif, accessed 11 March 2007.

Elaboration of Consolidation built in Alco's Pittsburgh shops with larger drivers, smaller boiler that was pressed harder, used two thermic syphons of 59 sq ft total, and superheated the steam.. Drawing that supplied the data notes that these came from an Kansas City, Mexico, & Orient class 15 locomotives.

Retired in 1947-1954.

Class 2550 (Locobase 5495)

Data from http://www.railroadingonline.com/railroads/atsf/drawings.(11 April 2003). Kansas City, Mexico, & Orient class 251-252. These relatively small Consolidations apparently served useful purposes, for while one of the saturated steamers was retired in 1939, the other endured until 1953.

Class 2552 (Locobase 5496)

Data from http://www.railroadingonline.com/railroads/atsf/drawings.(11 April 2003). Kansas City, Mexico, & Orient class 301-302. This pair had the same power dimensions as the 2550s, but a bigger grate. Sometime later they were superheated and fitted with 39.5 sq ft of thermic syphons as part of the firebox heating surface. Although unlike most AT&SF power, the engines continued in service until 1952 (2553) and 1952 (2552).

Class 266 / 3045 / 769 (Locobase 8999)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

As the Santa Fe was taking delivery of several dozen 21" x 28" Consolidations, it was ordering the next biggest variant for its subsidiary. The cylinder diameter stayed the same, but the stroke lengthened to 30" and boiler pressure went up by 15 psi.

Most stayed on the Santa Fe well into the 1940s, some being converted to 0-8-0 switchers.

Class 51 (Locobase 8897)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .

The 1904 engines had the weights and wheelbases as shown. The 1906 trio (54-56) weighed almost 2 tons more on the drivers (135,100 lb) and had a bigger tender that held 5,500 gallons of water.

Class 621 (Locobase 8244)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Small, low-drivered drag-freight Consolidations from Richmond. Like the Baldwins of the same year (Locobase 8995), 4 of this class was sold to the Gulf, Colorado & Santa Fe subsidiary in 1898, only to return when the GC & SF was folded into the parent organization. 622 went to the Madero Box & Lumber Company for the Mexico Northwestern Railway in April 1916.

The others remained in Santa Fe colors until their retirements. The last of these left service in 1932.

Class 640 (Locobase 8245)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Typical Turn-of-the-Century Consolidation class, except that the first 8 were converted by the Santa Fe from 1870s Eight-wheelers. Locobase has to wonder what might have been left of the original locomotives. For the record, the makeovers were applied to

New number Original number Name Original builder Year built Retired

640 #75 Thomas Dana Hinkley 1879 1930

641 #50 Hercules Hinkley 1876 1950

642 #52 Canon City Baldwin 1872 1936

643 #73 H C Hardon Hinkley 1879 1953

649 #71 Warren Sawyer Taunton 1877 1932

650 #72 Caleb Foote Taunton 1877 1930

651 #39 Lawrence Baldwin 1874 1936

652 #200 Hinkley 1881 1935

Of the 11 that were built new by the shops in 1898 to the same design, the last of these was retired in 1947. Note that two of the rebuilds lasted into the 1950s.

Class 644 (Locobase 8248)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

These John Player tandem compounds were built in the Santa Fe shops. As described in Locobase 2972 (some Player 4-6-0s), this arrangement differed slightly from Vauclain's similar design. The design must have proved quite unsatisfactory, for they were uncompounded very rapidly and soon rebuilt as 0-8-0 switchers.

Class 664 (Locobase 8997)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

This large class of Consolidations began production in October 1898 and was completed in April 1900. Works # included: 16320-16329, 16335-16349, 17187-17188, 17228-17231, 17258-17261, 16941-16943.

The design had all the hallmarks of what would become the typical drag-freight 2-8-0.

Class 709 (Locobase 8998)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Dickson's works numbers included 980-984, 1024-1028, 1045-1049, 1052-1056. 715 was fitted with a stayless Jacobs-Shupert firebox.

Scranton's major locomotive builder contributed 20 locomotives to a standard Consolidation line at the same time as Baldwin's larger order was being filled.

The design had all the hallmarks of what would become the typical drag-freight 2-8-0.

Class 729 (Locobase 8253)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

This batch of Consolidations formed half of a larger class. For some reason, these Baldwins were pressed to 180 psi while the Richmond half (Locobase 8254) went to 200 psi. Moreover, the Baldwins put almost 5 tons more on the drivers. But whatever the setting and the weight, the design obviously satisfied the railroad, which operated it well into the 1940s.

Class 759 (Locobase 8254)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

This class of Consolidations was the more powerful, but lighter, half of a 60-engine set. Locobase is intrigued by the difference a builder could make in such matters. Was the Richmond factory's boiler steel of better quality? Can't say. But like the Baldwins, these Richmonds gave long service, the last retiring in 1955.

Class 789 (Locobase 4890)

Vauclain compound Consolidations built by Baldwin for the Atchison, Topeka & Santa Fe and described in a 1906 Baldwin catalogue which is reproduced on http://www.railroadextra.com/blatsf.hmtl . Data supplemented by AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

These compounds were simpled before long (1907-1910) -- see Locobase 9000.

Class 789 - simpled (Locobase 9000)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

The Santa Fe went for Vauclain Compound locomotives in a big way (even as Samuel Vauclain himself was pronouncing in favor of simple and superheat). It wasn't long, however, before the class described in Locobase 4890 had given up its LP cylinders and adopted some hefty simple-expansion cans instead. A few were fitted with the stayless Jacobs-Shupert firebox, which is more fully described in Locobase 463.

The class carried on until the late 1930s when the first of them was retired. Three were converted to 0-8-0 switchers.

Class 825 (Locobase 5334)

Data from table in AERJ July 1903. Alco's Rhode Island and Pittsburgh works shared in the construction of these Vauclain compounds.

These were simpled and superheated in 1919-1922; see Locobase 9001.

Class 825 - simpled & superheated (Locobase 9001)

Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Unlike the earlier Vauclain Compound Consolidations, this class remained a 2-level design unitl the end of the Great War. At that time the value of simpling and superheating was well established and the Topeka shops overhauled this class. Unlike some of the other makeovers, however, this class had its boiler pressure dropped as it gained superheat.

Most were converted to 0-8-0 switchers over a 15-year span in 1922-1937.

Class 901 / 916 / 616 (Locobase 8995)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

Like the Richmond locomotives produced in the same year and described in Locobase 8244, these were small Consolidations (works #13916-13920). The grate was considerably smaller. Note that the Baldwins had fewer, but larger-diameter boiler tubes to make up very nearly the same heating surface area as the Richmonds.

The Santa Fe originally took delivery of this batch, produced in January 1894 as works 13916-13920. In 1898, the AT & SF sold the class to the Gulf, Colorado & Santa Fe, which later handed them back to the Santa Fe with different engine numbers. They were scrapped in the late 1920s.

Class 969 (Locobase 3149)

1890s Consolidation of relatively modest dimensions. Described in a 1906 Baldwin catalogue describing locomotives the company built for the railroad and reproduced on http://www.railroadextra.com/blatsf.html . These were the first Baldwins to be produced with cast steel frames. The account notes that the Santa Fe's Superintendent of Motive Power, John Player, had been using these on the railroad and specified them in the contract.

Class 990 (Locobase 8255)

Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.

At the same time the AT & SF was buying the sixty 21 x 30" Consolidations shown on Locobase 8253-8254, the shops were turning out these bigger, long-stroke engines in their own shops for service on such grades as the challenging Raton Pass in Arizona.

The first two sat heavier on the rails, putting 172,900 lb on the drivers and 195,400 lb as total engine weight. Frank Ellington anthologized a "snippet" published the Topeka State Journal on 13 February 1901, when the 991 went on the line (http://atsf.railfan.net/snippets/locomotives.html, last accessed 11 June 2007):

"It is one of two of the largest engines to go into service on the whole Santa Fe system. Its boiler is made up of 7/8" boiler steel, and in diameter is six feet, affording more than room for an ordinary man to stand straight inside it. The firebox is eleven feet from door to flues, giving the fireman ample opportunity to test his muscles in keeping the fire properly distributed over it. The engine will carry 200 pounds pressure, a figure greater than that of nearly all the engines on the Santa Fe.

About the power of it there can hardly be made any conceivable estimate. On a level pull it will move as many cars as can stand the strain on the connections. The 990, an exact duplicate of 991, pulled 125 cars, loads and emptys, (sic) and there is no doubt that one engine can do what the other can do."

Like most of the Santa Fe's 2-8-0s, these sturdy freight haulers served well into the late 1940s.