Baldwin built fifty of the 3400 class 4-6-2s between 1919 and 1924. They
were the last pacifics bought by the Santa Fe, as the thirty-five "3500
class" 4-6-2s were balanced compounds, dating to 1914. The 3400s were
designed by John Purcell, who became the ATSF's head of motive power in
1912. Purcell stopped the wild experimentation that marked the ATSF in the
early years of the 20th century, when the ATSF bought balanced compounds
and even more exotic articulateds with hinged boilers.

Under Purcell, the Santa Fe bought large groups of big locomotives, like the 2-8-2, 2-10-2 and 4-6-2. There was nothing fancy about these locomotives. They were simple two cylinder machines, that operated on slightly lower than normal boiler pressure and lacked most of the modern appliances that improved the efficiency of steam locomotives. Purcell felt the extra efficiencies were not worth the extra maintenance costs, and the AT&SF let other railroads do the innovating after 1912.

The 3400 class originally was equipped with 73" drivers, but between 1935 and 1941, the Topeka shops rebuilt all fifty into much better machines. Elesco feedwater heaters and 79" box-pok drivers were fitted, and the 3400s lasted until 1950, when they began to be retired. They were all gone by 1955, except the ones that were saved for display.

Although delivered with 69" drivers, they soon were fitted with 79" wheels (although the photograph doesn't show how such large drivers could fit). The 1200s had inside piston valves and motion. All fireboxes had 29.5 sq ft in arch tubes contributing to total firebox heating surface.

See Locobase 8265 for the superheated update.

Retirements began in 1939 and continued until 1950.

This entry is representative of the superheated 1200s, but not exhaustive. All fireboxes had 29.8 sq ft of arch tubes. But in addition to the 30-element, 23 1/2" cylinder, Baker-gear variant shown in the data, the Santa Fe also installed a 28-element superheater (and 174 small tubes vs the 171 of the current variant). At least 4 others (1200, 1212 1219, 1220) kept the inside Stephenson gear and the 22 1/2" cylinders originally supplied, but added a 30-element superheater.

In the late 1920s, 4 of this class -- 1207, 1210, 1214-1215 -- were rebuilt as 2-6-2 Prairies. Locobase wonders why a railroad would make that change.

In any event, the last of the 1200 class was retired in 1950.

Works numbers were 26212, 26217-26219, 26250-26251, 26268, 26284, 26301, 26312, 26327, 26342 in August 1905; 26370, 26417, 26434-26435, 26451, 26463-26464, 26484-26485, 26491-26492, 26505-26506. 26533 in September; 26553, 26572, 26629, 26721 in October; 27981, 27994, 28009, 28033, 28035 in April 1906; 28067, 28081, 28147, 28200, 28215 in May; 28322 in June

These were among the first Pacifics to be supplied to the Santa Fe and had the same boilers as the earlier 1200-class simples. They are among the few Pacifics delivered as compounds. Many were simpled beginning in 1918. Later tenders had the same capacities, but weighed 179,000 lb (81,193 kg).

Those that were not, and were scrapped in the 1930s, were:

1932 - June 1232; November 1233;

1933 - August 1254

1934 -July 1234; September 1247, 1252; October 1250; November 1238, 1248-1249; December 1244, 1251

See Locobase 8266 to see the result of simpling and superheating this design.

In most respects, this upgrade of the 1226 class was identical to that of the 30-element 1200 superheat modification. The differences stem from the later engine's 73" drivers, which increased the calculated tractive effort.

All fireboxes had 29.8 sq ft of arch tubes.

This set of 20 small oil-burning Pacifics was delivered in 1909-1910 and followed a series of relatively big-boilered 4-6-2s. Santa Fe's diagram describes the class as having a "Jacobs" superheater. The specifications pages (particularly 207) give the full details on the split-superheater design that was credited with a total of 1,202 sq ft

Some were later superheated; see Locobase 8268.

Locobase 8267 describes the original, saturated-steam 1270s as they entered service. Some time after 1910, the railroad put in the same 28-element superheater applied to some of the 1200 series. It seems to have been a relatively straightforward update for a class that stayed in service as long as any Pacific.

Retirements began in 1940 and were complete in 1951.

Using the Baldwin smokebox heater at the front of the long, straight boiler encouraged the lower boiler pressure, although one has to suspect that 20' tube lengths must have meant that the superheater wasn't getting the hottest heat possible.. 13" piston valves were relatively generous for the time.

Retired in 1939-1952.

Works numbers were 35604-35608 in November 1910 and 35682-35684, 35731-35734 in December.

For a long time, Locobase could only guess that these had the unusual Jacobs-inspired firebox and superheater, but the presence of both was confirmed by the RLE article. The former - a Jacobs-Shupert stayless rigid firebox -- is described more fully in Locobase 463. The Buck-Jacobs superheater was a 4-foot long drum that occupied the long boiler barrel ahead of the firetubes. The Baldwin spec says that each of the 417 tubes in the superheater measure 2 5/8" in diameter and were to be "exactly opposite the tubes in boiler" and "The outside shecll of boiler to constitute outside shell of superheater.". Locobase isn't quite sure what tubes matched up with which flues. Moreover, "steam space to be provided at top of superheater by omitting first two rows of flues."

Some of these were later superheated in a more conventional layout; see Locobase 8270.

Locobase 8269 shows the original saturated-steam Pacifics that came to the Santa Fe in 1910. It seems from the current diagram that the Santa Fe superheated the class while retaining the Jacobs Shupert firebox (see Locobase 463 for a description). On the other hand, they deleted the preheater and lengthened the boiler tubes by 3 feet.

One locomotive had a substantially modified firebox of 58 sq ft, but the Santa Fe diagram doesn't show any heating surface areas. The boiler had 20 ft 8 1/8" tubes and flues, 191 of the 2 1/4" small tube variety and 28 5 1/2" flues. The firebox heating surface included 28.8 sq ft in 4 arch tubes.

In that more-conventional configuration, the class operated for several decades. The first of the class retired in 1935, the last in 1950.

The Santa Fe had a long-running interest in the Jacobs Shupert stayless firebox and installed it on several classes; see Locobase 463 for a description of this firebox design. Here the installation was combined with a Buck-Jacobs superheater (which was located in the boiler barrel) and a 4-cylinder, balanced-compound layout. A more conventional Schmidt superheater was installed beginning in 1922; See Locobase 8272.

Although the Santa Fe kept the Jacobs Shupert firebox and the balanced-compound layout, not long after the 1309s described in their initial configuration in Locobase 827 entered service the railroad pulled out the Buck-Jacobs boiler superheater and replaced with a Schmidt smokebox system. Another version had 165 2 1/4" tubes and 28 5 1/2" flues of slightly shorter length. The firebox heating surface included 28.8 sq ft of arch tubes.

1912

May 37780-37784; June 37859-37866, 37878, 37889-37891, 37934-37936

1913

March 39478-39483; April 39561-39582, 39666-39669

Sticking with the balanced-compound layout for its Pacifics, this large class of Pacifics was delivered with the Schmidt superheater. Firebox heating surface included 28 sq ft of arch tubes. The balanced piston valves measured 15" in diameter.

Most were simpled between 1922 and 1927. See Locobase 451 for the very similar rebuild of the 3500s.

A 4-4-6-2 was an oddity on any railroad, although less so for one as adventurous in locomotive design as was the Santa Fe in the early 20th Century. Locobase 420 describes the articulated original and its short career. By 1915, even the AT & SF had to admit the experiment was a failure, so its shops converted one of the engines into 2 Pacifics. As 4-6-2, they were quite successful and operated for decades before being scrapped in 1948 and 1950.

54948-54952,54978-54979, 54980-54982 in August 1921;

56503, 56598-56601 in May 1923; 56683-56685 in June; 56770-56771 in July;

57674-57677, 57689-57694 in March 1924

(Thanks to Chris Hohl for noticing the 3400's absence from Locobase's section of Wes Barris's http://www.steamlocomotive.com and asking where it had gone. Locobase determined that there was a hiccup in his authoring system that swallowed the index location for the memo file and trashed the entry.)

This was the last class of Pacifics bought by the Santa Fe and like so much of the railroad's stud, came from Baldwin. Similar to the USRA's Heavy Pacific in its tube and flue counts but fitted with a grate close in size to the USRA's Light Pacific and delivered with drivers close in size to the latter, these engines clearly reflected a relatively conservative approach on the part of head of motive power John Purcell.

Forty were delivered as coal burners and were later converted to oil burning, while the last ten burned oil from the beginning.

During the first 15 or so years of service, the class saw few changes. A couple of engines were retrofitted with thermic syphons, Elesco feed water heaters were installed in many engines, and some were fitted with cast steel cylinders, but the only class-wide difference over the years was the trailing of a tender that carried 20,000 US gallons (75,700 litres) of water. The oil burners' tenders had 7,000 gallons of fuel oil (26,495 litres).

Then all but six of the class were completely rebuilt beginning in 1936; see Locobase 15875.

Locobase 124 shows the 3400 class as delivered. The entry notes that the Santa Fe changed little in these engines for almost 20 years after they entered service. But beginning in June 1936, the railroad essentially rebuilt almost the entire class. Although fewer and shorter small tubes fit in the new boiler, the flue count remained the same. The firebox, which now burned oil in all engines, added AA security circulators and a short combustion chamber.

A Commonwealth cast-steel bed cast integrally with the cylinders supported higher axle loadings and taller Boxpok drivers turning in Timken roller bearings.

After their makeover, the last of which was completed in 1947, the class served the Kansas City-La Junta, Newton (Kan)-Galveston (Tex), and Newton-Clovis (NM) divisions until their retirements in the mid-1950s.

Firebox heating surface included 29.5 sq ft of firebrick tubes.

Data in this entry is for these engines as four-cylinder balanced Vauclain compounds, of which this was the latest version. A significant, if invisible, change was to raise the inside HP cylinders above the line of outside LP cylinders and to angle them down. The main rod of the cylinder thus passed over the front axle to drive the second axle and the need for a bifurcated rod went away. The grates varied because 20 burned bituminous coal, one burned lignite, and 14 burned oil. Coal burners had brick arches and power-operated shakers, the oilers uesd a Booth burner design placed in the front of the firebox.

NB: The Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 50, pp. 1-66, go into excruciating detail on all three variants.

The engines also introduced the use of Baker outside radial valve gear driving the 15" piston valve on each side that admitted steam to the pair (1 HP, 1 LP) of cylinders.

See 451 for simpled rebuilds.

Firebox heating surface included 29 sq ft of firebrick tubes. Locobase 3174 shows the four-cylinder balanced compounds that entered service in 1914. These were simpled a few years later as shown in the current entry. Interestingly, about the only change was the deletion of two cylinders and the replacement of the HP cylinders with these larger-diameter jugs.

Retired in 1940-1955.

The boiler is considerably bigger than earlier Santa Fe Pacifics, as is the grate area. One account described it as "omnivorous", being convertible from oil to coal and vice versa with a few changes.

Scrapped in December 1938.

Specifications by Steve Llanso | ||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|

Class | 1200 | 1200 - superheated | 1226 | 1226 - superheated | 1270 | 1270 - superheated | 1290 | 1297 | 1297 - superheated | 1309 | 1309 - sh - 26 flues | 1337 | 1398 | 3400 | 3400-rebuilt | 3500 | 3500 - simpled | 3600 |

Locobase ID | 4892 | 8265 | 4891 | 8266 | 8267 | 8268 | 4209 | 8269 | 8270 | 8271 | 8272 | 8273 | 8274 | 124 | 15875 | 3174 | 451 | 123 |

Railroad | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) |

Country | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA | USA |

Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |

Road Numbers | 1200-1225 | 1200-1225 | 1226-1266 | 1226 | 1270-1289 | 1270-1289 | 1290-1296 | 1297-1308 | 1297-1308 | 1309-1336 | 1309-1336 | 1337-1388 | 1398-1399 | 3400-3449 | 3400 | 3500-3534 | 3500-3534 | 3600 |

Gauge | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std |

Builder | Burnham, Williams & Co | Santa Fe | Burnham, Williams & Co | Santa Fe | Baldwin | Santa Fe | Burnham, Williams & Co | Baldwin | Santa Fe | Baldwin | Santa Fe | Baldwin | Santa Fe | Baldwin | Baldwin | Baldwin | Santa Fe | Baldwin |

Year | 1903 | 1914 | 1905 | 1918 | 1909 | 1920 | 1907 | 1910 | 1916 | 1911 | 1918 | 1912 | 1915 | 1919 | 1936 | 1914 | 1921 | 1914 |

Valve Gear | Stephenson | Baker | Stephenson | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert | Baker | Walschaert | Baker |

Locomotive Length and Weight | ||||||||||||||||||

Driver Wheelbase | 13.67' | 13.67' | 13.67' | 13.67' | 12.67' | 12.67' | 12.67' | 12.67' | 12.67' | 13.67' | 13.67' | 13.67' | 12.67' | 13.67' | 13.67' | 13.67' | 13.67' | 13.66' |

Engine Wheelbase | 33.80' | 33.80' | 34' | 34' | 34.40' | 34.40' | 34.42' | 35.17' | 35.17' | 35.08' | 35.08' | 35.08' | 33.92' | 35.25' | 35.25' | 35.08' | 35.25' | |

Ratio of driving wheelbase to overall engine wheebase | 0.40 | 0.40 | 0.40 | 0.40 | 0.37 | 0.37 | 0.37 | 0.36 | 0.36 | 0.39 | 0.39 | 0.39 | 0.37 | 0.39 | 0.39 | 0.39 | 0.39 | |

Overall Wheelbase (engine & tender) | 62.87' | 66.85' | 66.12' | 67.75' | 65.17' | 65.17' | 65' | 67.02' | 67.02' | 66.98' | 66.98' | 66.98' | 69.96' | 72.06' | 83.88' | 70.56' | 71.70' | |

Axle Loading (Maximum Weight per Axle) | 51700 lbs | 57300 lbs | 52900 lbs | 54700 lbs | 53500 lbs | 53500 lbs | 53500 lbs | 53500 lbs | 55460 lbs | 54980 lbs | 58780 lbs | 55590 lbs | 61350 lbs | 70800 lbs | 60100 lbs | |||

Weight on Drivers | 147400 lbs | 168100 lbs | 151900 lbs | 162700 lbs | 156500 lbs | 156500 lbs | 140400 lbs | 150500 lbs | 150500 lbs | 160900 lbs | 162760 lbs | 168740 lbs | 161270 lbs | 179550 lbs | 205100 lbs | 172300 lbs | 168480 lbs | 172550 lbs |

Engine Weight | 214600 lbs | 253100 lbs | 226700 lbs | 244280 lbs | 235400 lbs | 235400 lbs | 232750 lbs | 240550 lbs | 240550 lbs | 276500 lbs | 278840 lbs | 284230 lbs | 269390 lbs | 300950 lbs | 338900 lbs | 289850 lbs | 280080 lbs | 284700 lbs |

Tender Light Weight | 135400 lbs | 138800 lbs | 160300 lbs | 185400 lbs | 179000 lbs | 179000 lbs | 162250 lbs | 168605 lbs | 168605 lbs | 185400 lbs | 185400 lbs | 186900 lbs | 221000 lbs | 233720 lbs | 396426 lbs | 221000 lbs | 221000 lbs | 212800 lbs |

Total Engine and Tender Weight | 350000 lbs | 391900 lbs | 387000 lbs | 429680 lbs | 414400 lbs | 414400 lbs | 395000 lbs | 409155 lbs | 409155 lbs | 461900 lbs | 464240 lbs | 471130 lbs | 490390 lbs | 534670 lbs | 735326 lbs | 510850 lbs | 501080 lbs | 497500 lbs |

Tender Water Capacity | 7000 gals | 8500 gals | 8500 gals | 9000 gals | 8500 gals | 8500 gals | 8500 gals | 8500 gals | 8500 gals | 9000 gals | 9000 gals | 9000 gals | 10000 gals | 12000 gals | 20000 gals | 10000 gals | 10000 gals | 10000 gals |

Tender Fuel Capacity (oil/coal) | 3300 gals | 10 tons | 3300 gals | 3428 gals | 3300 gals | 3300 gals | 3300 gals | 3300 gals | 3300 gals | 3300 gals | 3300 gals | 3300 gals | 3300 gals | 16 tons | 8000 gals | 3300 gals | 3300 gals | 3300 gals |

Minimum weight of rail (calculated) on which locomotive could run | 82 lb/yard | 93 lb/yard | 84 lb/yard | 90 lb/yard | 87 lb/yard | 87 lb/yard | 78 lb/yard | 84 lb/yard | 84 lb/yard | 89 lb/yard | 90 lb/yard | 94 lb/yard | 90 lb/yard | 100 lb/yard | 114 lb/yard | 96 lb/yard | 94 lb/yard | 96 lb/yard |

Geometry Relating to Tractive Effort | ||||||||||||||||||

Driver Diameter | 69" | 79" | 73" | 73" | 73" | 73" | 73" | 73" | 73" | 73" | 73" | 73" | 73" | 74" | 79" | 73" | 73" | 80" |

Boiler Pressure | 220 psi | 200 psi | 220 psi | 200 psi | 210 psi | 210 psi | 160 psi | 210 psi | 210 psi | 210 psi | 210 psi | 210 psi | 200 psi | 200 psi | 220 psi | 210 psi | 220 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 22.5" x 28" (2) | 23.5" x 28" (2) | 17" x 28" (2) | 23.5" x 28" (2) | 23.5" x 28" (2) | 23.5" x 28" (2) | 25" x 28" (2) | 23.5" x 28" (2) | 23.5" x 28" (2) | 17.5" x 28" (2) | 17.5" x 28" (2) | 17.5" x 28" (2) | 23.5" x 28" (2) | 25" x 28" (2) | 25" x 28" (2) | 17.5" x 28" (2) | 23.5" x 28" (2) | 26" x 26" (2) |

Low Pressure Cylinders (dia x stroke) | 28" x 28" (2) | 29" x 28" (2) | 29" x 28" (2) | 29" x 28" (2) | 29" x 28" (2) | |||||||||||||

Tractive Effort | 38416 lbs | 33275 lbs | 30292 lbs | 36010 lbs | 37810 lbs | 37810 lbs | 32603 lbs | 37810 lbs | 37810 lbs | 30741 lbs | 30741 lbs | 30741 lbs | 36010 lbs | 40203 lbs | 41424 lbs | 30741 lbs | 39611 lbs | 37349 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.84 | 5.05 | 5.01 | 4.52 | 4.14 | 4.14 | 4.31 | 3.98 | 3.98 | 5.23 | 5.29 | 5.49 | 4.48 | 4.47 | 4.95 | 5.60 | 4.25 | 4.62 |

Heating Ability | ||||||||||||||||||

Firebox Area | 222.60 sq. ft | 222.60 sq. ft | 222.60 sq. ft | 222.60 sq. ft | 190 sq. ft | 190 sq. ft | 190 sq. ft | 208 sq. ft | 208 sq. ft | 220 sq. ft | 224.60 sq. ft | 228 sq. ft | 237.50 sq. ft | 269 sq. ft | 329.60 sq. ft | 238.50 sq. ft | 238.50 sq. ft | 232 sq. ft |

Grate Area | 53.50 sq. ft | 53.50 sq. ft | 53.40 sq. ft | 53.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 48.20 sq. ft | 48.20 sq. ft | 57.64 sq. ft | 59.64 sq. ft | 57.60 sq. ft | 60.10 sq. ft | 66.80 sq. ft | 66.80 sq. ft | 57.60 sq. ft | 57.60 sq. ft | 66.70 sq. ft |

Evaporative Heating Surface | 3595 sq. ft | 3089 sq. ft | 3595 sq. ft | 3089 sq. ft | 3071 sq. ft | 2963 sq. ft | 3392 sq. ft | 2926 sq. ft | 2740 sq. ft | 3308 sq. ft | 3206 sq. ft | 3463 sq. ft | 3764 sq. ft | 4109 sq. ft | 3329 sq. ft | 3474 sq. ft | 3473 sq. ft | 4443 sq. ft |

Superheating Surface | 701 sq. ft | 701 sq. ft | 654 sq. ft | 759 sq. ft | 1143 sq. ft | 742 sq. ft | 812 sq. ft | 659 sq. ft | 742 sq. ft | 912 sq. ft | 980 sq. ft | 917 sq. ft | 742 sq. ft | 742 sq. ft | 980 sq. ft | |||

Combined Heating Surface | 3595 sq. ft | 3790 sq. ft | 3595 sq. ft | 3790 sq. ft | 3071 sq. ft | 3617 sq. ft | 4151 sq. ft | 4069 sq. ft | 3482 sq. ft | 4120 sq. ft | 3865 sq. ft | 4205 sq. ft | 4676 sq. ft | 5089 sq. ft | 4246 sq. ft | 4216 sq. ft | 4215 sq. ft | 5423 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 279.00 | 219.76 | 488.73 | 219.76 | 218.48 | 210.80 | 213.23 | 208.16 | 194.93 | 424.38 | 411.29 | 444.27 | 267.78 | 258.30 | 209.27 | 445.68 | 247.08 | 278.09 |

Computations Relating to Power Output (More Information) | ||||||||||||||||||

Robert LeMassena's Power Computation | 11770 | 10700 | 11748 | 10700 | 10395 | 10395 | 7920 | 10122 | 10122 | 12104 | 12524 | 12096 | 12020 | 13360 | 14696 | 12096 | 12672 | 13340 |

Same as above plus superheater percentage | 11770 | 12626 | 11748 | 12626 | 10395 | 12266 | 9346 | 12956 | 12248 | 14525 | 14654 | 14273 | 14424 | 15898 | 17929 | 14273 | 14953 | 15741 |

Same as above but substitute firebox area for grate area | 48972 | 52534 | 48972 | 52534 | 39900 | 47082 | 35872 | 55910 | 52853 | 55440 | 55184 | 56498 | 57000 | 64022 | 88465 | 59100 | 61915 | 54752 |

Power L1 | 9244 | 19692 | 6315 | 18196 | 7309 | 17812 | 13672 | 25908 | 19009 | 13984 | 12246 | 13465 | 22781 | 22133 | 24090 | 13541 | 21601 | 24073 |

Power MT | 414.78 | 774.78 | 274.96 | 739.68 | 308.89 | 752.75 | 644.05 | 1138.55 | 835.37 | 574.82 | 497.62 | 527.77 | 934.27 | 815.29 | 776.83 | 519.78 | 847.97 | 922.72 |

- 1303 (Photo courtesy Steve Church)
- 1337 (Edward G. Weinstein collection)

Santa Fe 1337 was built by Baldwin in 1912 as a four cylinder balanced compound, converted to a simple in 1924 at San Bernadino, where it is pictured in 1947, about two years before scrapping. - 3415 (Photo courtesy Anthony Wessel)
- 3415 (Photo courtesy Anthony Wessel)
- 3416 (Great Bend, KS photo courtesy Anthony Wessel)
- 3423 (2012 Temple, TX photo courtesy Mark Aubin)
- 3423 (2012 Temple, TX photo courtesy Mark Aubin)
- 3424 (2012 photo courtesy Anthony Wessel)
- 3424 (Kinsley, KS, Eric Donahue photo)

- Historic Santa Fe Steam Photos (Photos courtesy Yesteryear Depot)
- Atchison Topeka & Santa Fe Railway Subjects
- Santa Fe Railway Historical & Modeling Society
*Iron Horses of the Santa Fe Trail*by E. D. Worley, Published by The Southwest Railroad Historical Society.