The main line ran from Chicago, IL through Atchison, KS, Topeka, KS, Wichita, KS, Los Vegas, NV, Albuquerque, NM and on to Los Angeles, CA with connections to San Francisco, CA and San Diego, CA. It had other main lines which served several major cities including Denver, CO, Salt Lake City, UT, Ogden, UT, Kansas City, MO, St. Louis, MO, Dallas, TX, Ft. Worth, TX, El Paso, TX, Houston, TX, Galveston, TX and Guaymas, Mexico.
By 1945, AT&SF's total track length was 13,115 miles, 59,565,100 tons of freight was carried and its ridership was 11,264,000 passengers. The railway owned 1,759 locomotives, 1.436 passenger cars and 81,974 freight cars.
The first "Mikado" type locomotives on the Atchison, Topeka & Santa Fe Railway came from the Baldwin Locomotive Works in 1902 and 1903. They were assigned road numbers 885 through 899. These 2-8-2s were Vauclain compounds with a wide firebox, which extended over the rear wheels. They were converted to simple locomotives in 1908 and saw service for the next four decades. In 1913, the next group of "Mikados" was purchased from Baldwin. This group was assigned road numbers 3100 through 3128. They had the same basic design as the converted locomotives of 1908, which included 57" diameter drivers, 25" x 32" cylinders, a 170 psi boiler pressure and a tractive effort of 50,700 pounds.
More 2-8-2s arrived in 1916, when Baldwin delivered a group of thirty, which were given road numbers 3129 through 3158. These locomotives had 57" diameter drivers, 25" x 32" cylinders, a 200 psi boiler pressure and they exerted 56,650 pounds of tractive effort.
Between 1917 and 1920, the AT&SF received a total of 128 more "Mikados". The locomotives of this group were assigned road numbers 3160 through 3287 and were about 20 tons heavier than the earlier ones. They had 63" diameter drivers, 27" x 32" cylinders, a 200 psi boiler pressure and they exerted 62, 950 pounds of tractive effort. The last group of new 2-8-2s to be added to the roster was a group of 101 built by Baldwin between 1921 and 1926. This group, road numbers 4000 through 4100 had the same specifications as the 3160-3287 locomotives.
There were five other "Mikados" on the roster. They were two AT&SF shop-built and three second-hand locomotives bought from the PRR. The San Bernardino shops took apart two 2-8-8-2s (numbers 1798 and 1799) and used the rear engines to build two 2-8-2s. These two locomotive were completed in 1924 and carried the same road numbers as the 2-8-8-2s. The three from the PRR came in 1945 and were ex PRR numbers 4031 built by Baldwin in 1917, number 4185 built by the PRR in 1917 and number 7342 built by Baldwin in 1917.
There are two surviving AT&SF 2-8-2 "Mikado" type locomotives. These two locomotives (numbers 3167 and 4076) were lost in a flood in 1952 and are now sunk in the Kaw River in Topeka, KS.
|Class||Qty.||Road Numbers||From Other RR||Year Acquired||Year Built||Builder||Notes|
|882||3||882-884||PRR||1945||1916-1917||Baldwin & PRR||3|
Among the first of the Atchison, Topeka & Santa Fe Mikados, these were free-steamers by the looks of the numbers. In terms of weight, the Santa Fe engines were about at the median for US 2-8-2s of the pre-USRA era. Part of the firebox heating surface included four arch tubes comprising 25.4 sq ft.
Virtually all of the class lasted until the 1950s with the first to be scrapped (3114) going in July 1949 and 3116 broken up in December 1949. 3102 and 3123 were the last to go in June 1954.
Data also from AT&SF 7 -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 43064, 43091-43095 in March 1916; 43138-43139, 43154-43155, 43186-43189, 43263-43266 in April; 43292-43299, 43352-43353, 43397-43398 in May.
Similar to the 3100 class that immediately preceded them, these 30 Mikes were delivered with 57" drivers. The 200-psi boiler increased pulling power. Like the 3100s, these engines saw out steam, retiring in 1948-1954.
Works numbers were
October 46676, 46728, 46818-46819; November 46961-46965; December 47281, 47389, 47488
January 47571, 47689-47691, 47743; February 47794, 47863, 47915-47917, 47964; March 48024-48025, 48077, 48146-48147; April 48263-48266, 48349-48350; May 48670-48673, 48730; June 48896-48898, 48948, 49082-49083; July 49163-49164, 49292-49294, 49389-49391; August 49470-49471, 49540, 49619; September 49923; October 50128, 50206, 50209; November 50549; December 50886-50889, 50990
January 51028=51029, 51078, 51116-51117, 51150-51151; February 51231, 51252-51253, 51303-51304, 51380-51382, 51437-51439; March 51476, 51511-51513, 51554, 51575, 51580-51583, 51626; April 51659
May 53272; June 53299-53301, 53318-53319, 53330-53331, 53350-53351, 53364; July 53376-53380, 53398-53399, 53430-53434, 53461-53464; August 53504-53505, 53526
3160-3187 had Baker gear; 3188-3257 had Walschaerts. As the data shows, these Mikes were considerable larger than the 3129s that immediately preceded them. If, as Drury (1993) notes, the 3129s were akin to the USRA's light Mikados, then these were the Heavies. They came in two subclasses -- the last 30 apparently being strictly coal burners while the first 98 were a mixture of coal- and oil-burning engines.
No matter, the class was big in both senses and performed throughout the system until 1950-1956. Also, the Santa Fe was sufficiently pleased with the design to go back to Baldwin for 101 more after the USRA era ended; see Locobase 2.
http://www.kansasmemory.org/item/221763/page/279, last accessed 18 May 2013 and DeGolyer, Vol 70, pp. 316+.
Works numbers were
June 54860-54862; July 54894-54896, 54903-54908, 54915-54916; August 54937
May 56510-56511, 56571; July 56697-56703, 56819-56823; August 56992-56994; September 57086-57087, 57115-57122; October 57242-57244, 57269-57271, 57318-57328
Looks to have been based on the USRA Mikado design, but according to Wes Barris --http://www.steamlocomotive.com/mikado/atsf.shtml, accessed 21 June 2006 -- these were repeats of the 1917 3160 class (Locobase 5499). And in fact the design had the same firebox and only minor tweaks to the heating surface, which increased the superheat percentage. All of this group were oil burners.
A few of the earlier engines had their fireboxes retrofitted with thermic syphons that added 70 sq ft (6.5 sq m) to their heating surface areas. These were 4028, 4037, 4038, 4056, 4059.
The last 40 of the class were produced with more superheater area and fewer small tubes; see Locobase 2.
http://www.kansasmemory.org/item/221763/page/279, last accessed 18 May 2013 and DeGolyer, Vol 70, pp. 316-490.
Works numbers were
March 57695-57698; April 57735-57737, 57742-57754; June 57815-57819, 57850
July 59317-59318, 59339, 59349-59356; August 59398-59401.
Following the delivery of the first 61 engines in this class (Locobase 15202), Baldwin began producing a slightly modified design that had two more superheater flues (and more elements) and eight fewer tubes. All had Elesco feed water heaters and 15" (381 mm) piston valves. A relatively short engine wheelbase combined with a relatively tall boiler gave the class a stocky look.
Twenty-five--4060-4069 and 4086-4100--were oil burners and had the tender weights and capacities shown. According to the Santa Fe diagrams, weight distribution differed considerably between those engines burning oil and those fueled with coal. Oil burners put 11,000 lb (4,990 kg) more on the drivers, but coal burners (16 tons/14.5 metric tons of bituminous) had so much more weight on the two non-powered axles (6,250 lb/2,835 kg on the leading truck, 13,050 lb/5,919 kg on the trailing trucks) that their loaded weight reached 344,800 lb (156,399 kg).
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 21247, 21278, 21284-21285, 21323-21324 in November 1902; 21368-21369, 21403, 21419 in December; 21440, 21450, 21490, 21539, 21552 in January 1903.
At the same time Baldwin constructed the first-ever 2-10-2s for any railroad (Locobase 463), the builder produced these very similar Vauclain 4-cylinder compound designs, but ones in which the high-pressure cylinders lay inside of the frame and the low-pressure cylinders outside.
Confusion sets in when one looks at the 1901 diagram, which shows this class as 900-914; obviously the 1902 renumbering must have taken care of that and made room for the class 900 Santa Fes. Locobase doesn't know which way the emulation flowed, but notes that these Mikes (which were early examples of that arrangement as well) had more tubes stuffed into the same boiler barrel and consequently more heating surface. In fact, other than the single Decapod shown in Locobase 5364, this class had the most tubes measuring 2 1/4" in outside diameter of any locomotive ever built.
Such a big engine couldn't be left a compound. Moreover, it needed superheat. So some time later the Santa Fe simpled and superheated this class; see Locobase 8250.
http://atsf.railfan.net/atsfstea.html (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
Locobase 8249 described the 885s in their saturated, compound-working original state. It wasn't too long before the Santa Fe was simplifying the layout and not too long after that they installed a superheater. It's odd that so packed a boiler would yield 230 small tubes to allow for 40 large ones, but the total loss in heating surface wasn't extreme.
|Specifications by Steve Llanso|
|Class||3100||3129||3160||4000||4060||885||885 - superheated|
|Railroad||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)|
|Builder||Baldwin||Baldwin||Baldwin||Baldwin||Baldwin||Burnham, Williams & Co||Santa Fe|
|Valve Gear||Walschaert||Baker||Baker or Walschaert||Walschaert||Walschaert||Stephenson||Baker|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.47||0.47||0.47||0.47||0.47||0.51||0.51|
|Overall Wheelbase (engine & tender)||66.02'||69.39'||79.15'||78.19'||79.10'||59.46'||62.28'|
|Axle Loading (Maximum Weight per Axle)||54300 lbs||57800 lbs||66500 lbs||65400 lbs||67300 lbs||53560 lbs||59400 lbs|
|Weight on Drivers||218900 lbs||226300 lbs||259000 lbs||240000 lbs||260200 lbs||199670 lbs||213000 lbs|
|Engine Weight||284100 lbs||295000 lbs||348400 lbs||315300 lbs||342000 lbs||261720 lbs||271730 lbs|
|Tender Light Weight||170900 lbs||221000 lbs||277200 lbs||298500 lbs||298500 lbs||136000 lbs||165800 lbs|
|Total Engine and Tender Weight||455000 lbs||516000 lbs||625600 lbs||613800 lbs||640500 lbs||397720 lbs||437530 lbs|
|Tender Water Capacity||8500 gals||10000 gals||15000 gals||15000 gals||15000 gals||7000 gals||8500 gals|
|Tender Fuel Capacity (oil/coal)||12 tons||3300 gals||gals||5000 gals||5000 gals||11 tons||13.5 tons|
|Minimum weight of rail (calculated) on which locomotive could run||91 lb/yard||94 lb/yard||108 lb/yard||100 lb/yard||108 lb/yard||83 lb/yard||89 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||170 psi||200 psi||200 psi||190 psi||200 psi||225 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||25" x 32" (2)||25" x 32" (2)||27" x 32" (2)||27" x 32" (2)||27" x 32" (2)||18" x 32" (2)||25" x 32" (2)|
|Low Pressure Cylinders (dia x stroke)||30" x 32" (2)|
|Tractive Effort||50702 lbs||58621 lbs||62949 lbs||59801 lbs||62949 lbs||51158 lbs||59649 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.32||3.86||4.11||4.01||4.13||3.90||3.57|
|Firebox Area||262 sq. ft||237 sq. ft||278 sq. ft||278 sq. ft||278 sq. ft||210 sq. ft||210 sq. ft|
|Grate Area||58.50 sq. ft||58.50 sq. ft||66.80 sq. ft||66.80 sq. ft||66.80 sq. ft||58.50 sq. ft||58.50 sq. ft|
|Evaporative Heating Surface||4111 sq. ft||4086 sq. ft||4516 sq. ft||4626 sq. ft||4553 sq. ft||5366 sq. ft||3862 sq. ft|
|Superheating Surface||880 sq. ft||880 sq. ft||1084 sq. ft||1086 sq. ft||1143 sq. ft||850 sq. ft|
|Combined Heating Surface||4991 sq. ft||4966 sq. ft||5600 sq. ft||5712 sq. ft||5696 sq. ft||5366 sq. ft||4712 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||226.12||224.75||212.96||218.15||214.71||569.35||212.43|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9945||11700||13360||12692||13360||13163||11700|
|Same as above plus superheater percentage||11735||13806||15898||15103||16032||13163||13806|
|Same as above but substitute firebox area for grate area||52557||55932||66164||62856||66720||47250||49560|