The 1200 Class was built with long driver centers specifically to take the 79" drivers from 1000/1050 Class Prairies. The 2-6-2 types were built for passenger service, but the two wheel pony trucks were found to provide inadequate stability, so the decision was made to convert them to fast freight. The 1200s were placed on 69" drivers to roll on from Philadelphia to Topeka, and so a thrifty driver swap could be accomplished in the company back shops. Four were probably converted to 69" driver Prairies because the Santa Fe was a major innovator in dieselizing passenger service, and accomplished that early. But they weren't fond of the ALCO 539 engine (power of the RS-1) for road duty, so until EMD introduced the GP-7, the road's elderly Prairies remained vital for serving the road's innumerable branch lines.
Articulateds 1398 and 1399 (originally 1300 and 1301) (Locobase 420) were both truncated into simple Pacific types (Locobase 8274). Neither conversion produced two locomotives. This conversion was easier than it looks because these early ATSF Mallets didn't have very large watertube boilers. Several (particularly the 2-8-8-0 3200 Class) were built from existing engines. Some of these (specifically the 2-10-10-0 3000 Class) got bigger fireboxes, but these were the exception--all the other Mallets converted from existing engines used the original boilers pretty much unmodified. The road was convinced at the time that a bulky device called the "reheater" would multiply steam locomotive efficiency greatly, and all of the Mallets they bought new or built were so equipped. For an idea how bulky even their smallest reheaters were, study "before" and "after" images of their 1480 Class Atlantics. Removing the reheaters from those involved making them six feet shorter and moving the main drivers from the front axle position to the back.
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 44 of the 50 into much better machines. Elesco feedwater heaters and 79" Universal Disk Drivers were fitted. Six wore their original spoke drivers until the end. The 3400s lasted until 1950, when they began to be retired. Thanks to fast freight and light helper assignments, the six with spoked drivers were among the last of the class scrapped. They were all gone by 1955, except the ones that were saved for display.
The first Pacifics built by Baldwin for the Atchison, Topeka & Santa Fe and described in a 1906 Baldwin catalogue, which is reproduced on [] . See also DeGolyer, Volume 26, p. 20. See also "Powerful Passenger Locomotive", American Engineer And Railroad Journal, Volume 77, No 12 (December 1903), p. 443. (Thanks to Anthony Platt for his 27 June 2018 email commenting on the driver swap mentioned below.) Works numbers were 22628-22630 in August 1903; 22664, 22772, 22779, 22792, 22801, 22822, 22852, 22878, 22889 in September; 22911, 22918, 22941, 22976, 22991, 23008, 23018, 23029, 23055, 23066, 23126 in October; 23136, 23143, 23158 in November.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also E D Worley, Iron horses of the Santa Fe Trail : a definitive history, in fact and photograph, of the motive power of one of America's great railroads (Dallas, TX: Southwest Railroad Historical Society, 1965). Thanks to Anthony Platt for his 27 June 2018 email commenting on the driver swap mentioned below.) (Thanks to Anthony Platt for his 27 June 2018 email commenting on the 2-6-2s mentioned below.)
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, four of this class -- 1207, 1210, 1214-1215 -- were rebuilt as 2-6-2 Prairies and these were the only engines of the class remaining in service in December 1941. Locobase wonders why a railroad would make that change. Anthony Platt cites Worley's Iron Horses of the Santa Fe to explain. The Santa Fe dieselized its passenger motive power roster relatively soon. "But," Platt continues, "they weren't fond of the ALCO 539 engine (power of the RS-1) for road duty, so until EMD introduced the GP-7, the road's elderly Prairies remained vital for serving the road's innumerable branch lines." In any event, the last of the 1200 class was retired in 1950.
Balanced-compound Pacifics built by Baldwin for the Atchison, Topeka & Santa Fe and described in a 1906 Baldwin catalogue, which is reproduced on [] . Additional data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 28, p. 32 and "Two Baldwin Four-Cylinder Balanced Compound Locomotives, Railroad Gazette, Volume XXXIX, No 19 (19 November 1905), p. 440. Information about how many, when, and by whom this class was supplied from [
] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. (Thanks to Chris Hohl for pointing out the later tender weight.)
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.See also E D Worley, Iron horses of the Santa Fe Trail : a definitive history, in fact and photograph, of the motive power of one of America's great railroads (Dallas, TX: Southwest Railroad Historical Society, 1965 (Thanks to Chris Hohl for pointing out the tender's loaded weight.)
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 (2.77 sq m) of arch tubes. Worley's Iron Horses points out that only 19 of the 41 locomotives of the original 1226 class remained in service in December 1941.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 33, pp204-210. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers in 32164, 32178, 32224, 32263-32265, 32281 in November 1907; 34000-34002, 34031-34034, 34050, 34068-34072 in November 1911; 34098-34102, 34175-34176 in December.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
Data from "New Locomotives for the Atchison, Topeka & Santa Fe, Railroad Gazette, Volume XLIV, No. 13 (27 March 1908), pp. 453-454. See also DeGolyer, Volume 30, p. 100+. Works numbers were 32164, 32178, 32224, 32263-32265, and 32281 in November 1907.
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' (6.1 m) tube lengths must have meant that the superheater wasn't getting the hottest heat possible. 13" (330 mm) piston valves were relatively generous for the time. Retired in 1939-1952.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange, supplemented by "Atlantic and Pacific Type Engines for the Santa Fe," Railway and Locomotive Engineering, Volume 24, No. 1 (January 1911), pp. 34-35 and Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 37, p 257. (Thanks to Chris Hohl for his email noting the difference in fuels in the class when they were delivered.) Information about how many, when, and by whom this class was supplied from [] (accessed 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 38, pp. 50+; H R McFarland, "Tests of a Locomotive Using Superheated Steam; Atchison, Topeka & Santa Fe Railway" (pp. 634-637) and "Steam Superheaters for Locomotives: Atchison, Topeka and Santa Fe Railway,"(pp. 637-639), Engineering News , Volume 63, No 22 (2 June 1910) and "Balanced Compound Locomotives", Engineering News, Volume 67, No 13 (28 March 1912), pp. 590-593. (Thanks to Chris Hohl for his 4 December 2017 email breaking down of which locomotives used which tenders.) Works numbers were 37223-37224, 37279-37282, 37293-37296, 37308-37311 in November 1911; 37315-37318, 37324, 37330-37337 in December.
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. Firebox heating surface area included 14 sq ft (1.3 sq m) in arch tubes. Here the installation served a four-cylinder, balanced-compound layout in which each set of an HP and LP cylinder was served by a 15" (381 mm) piston valve. (Three oil burners and two coal burners in this class were delivered with Schmidt superheaters.) The Buck-Jacobs superheater used a single drum measuring 37" (940 mm) located in the boiler barrel ahead of the combustion chamber. The bottom third of the tubes (i.e. 67, according to the specs) each had 3" diameters. A central flue diameter measured 6" (152 mm) and the remaining 350 tubes were of 2 1/4" each. EN reported that boiler steam generated in the evaporative-heating surface section entered the bundle at the top center. Passiing through a series of internal baffles, the vapor took a "circuitous" path "through the tubes" and departed through left and right tubes. See McFarland's detailed, carefully illustrated articles on the Santa Fe installations in the 2 June 1910 Engineering News cited above. The system generated a higher degree of superheat than either Baldwin or Union Pacific designs, but still less than the ultimately dominant Schmidt design. Three different kinds of fuel were specified for the engines in this class. Six burned oil using Booth front mounted burners. Seven burned "Gallup" lignite-like coal mined in western New Mexico, and fifteen burned ordinary bituminous coal. Chris Hohl spelled out which engines burned what fuel: " #1309-1328 & #1335-1336 burned coal, whereas #1329-1334 burned oil. Inside the coal burners, #1322-1328 burned Gallup coal, and #1309-1321 & #1335-1336 burned bituminous coal. The coal tenders carried 12 tons / 9,000 gallons [as shown in the specs]." Hohl gives the Baldwin weight estimates used in the spec and reports the AERJ figure of 185,400 lbs (84,096 kg). "The oil tenders", he continues, "carried the same amount of water and, 3,300 gallons (12,491 litres) oil, and also weighed 185,400 lbs." A more conventional Schmidt superheater was installed beginning in 1922; See Locobase 8272.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
Data from Santa Fe locomotive diagrams made available at the Kansas at [], last accessed 13 February 2015. (Thanks to Randy Gustafson for his 26 January 2015 inquiry about the later conversions to a conventional firebox shown in this entry.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also the very detailed specification at DeGolyer, Volume 46, pp.134-146 and 147-161. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also E D Worley, Iron horses of the Santa Fe Trail : a definitive history, in fact and photograph, of the motive power of one of America's great railroads (Dallas, TX: Southwest Railroad Historical Society, 1965. (Thanks to Anthony Platt for his 27 June 2018 email correcting Locobase's comment on the number of conversions from the 4-4-6-2s.)
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 each of the engines into a Pacifics. Platt, citing Worley's Iron Horses, said that these conversions were easier than they might seem as the original Mallet boilers had relatively small tube sections and that the rest of the long boiler was taken up by the Baldwin reheater. "Removing the reheaters from those involved making them six feet shorter and moving the main drivers from the front axle position to the back." As 4-6-2, they were quite successful and operated for decades before being scrapped in 1948 and 1950.Data from ATSF 9 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 61, p. 1. See also E D Worley, Iron horses of the Santa Fe Trail : a definitive history, in fact and photograph, of the motive power of one of America's great railroads (Dallas, TX: Southwest Railroad Historical Society, 1965.(Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error.) Works numbers were 51390 in February 1919; 51484, 51566, 51593-51594, 51629-51630 in March; 51660-51662 in April; 51784-51785 in May; 51858-51861, 51888-51891 in June;
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 [
Data from diagram 201-B1, archived at the Kansas Historical Societies Kansas Memory website at [], last accessed 1 July 2014. See also E D Worley, Iron horses of the Santa Fe Trail : a definitive history, in fact and photograph, of the motive power of one of America's great railroads (Dallas, TX: Southwest Railroad Historical Society, 1965.
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. See also "Santa Fe Balanced Compound Pacific Locomotive," Railway Age Gazette, Volume 56, No 25 (19 June 1914), pp. 1519-1520 and Works numbers were 41181-41190, 41203-41212 in February 1914 and 41230-41239, 41247-41251 in March
Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
Data from DeGolyer, Volume 51, pp. 1+ . See also "Santa Fe Pacific Type Locomotive", Railway Age Gazette Mechanical Edition, Volume 89, No 5 (May 1915), pp. 217-219.
(Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error, and for his 3 January 2018 noting the original diameter of the drivers..) Works number was 41812 in December 1914. 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. Unusually large cylinders for a passenger engine at the time were served by equally outsized 16" (406 mm) piston valves. And very few express passenger engines with this diameter driver or larger had square (stroke=bore) dimensions. It apparently proved unsatisfactory and did not inspire production batches from Baldwin or any other builder. It was scrapped in December 1938.
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 1200 | 1200 - superheated | 1226 | 1226 - superheated | 1270 |
Locobase ID | 4892 | 8265 | 4891 | 8266 | 8267 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |
Number in Class | 26 | 26 | 41 | 29 | 20 |
Road Numbers | 1200-1225 | 1200-1225 | 1226-1266 | 1226 | 1270-1289 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 20 | ||||
Builder | Burnham, Williams & Co | Santa Fe | Burnham, Williams & Co | Santa Fe | Baldwin |
Year | 1903 | 1914 | 1905 | 1918 | 1909 |
Valve Gear | Stephenson | Baker | Stephenson | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13.67 / 4.17 | 13.67 / 4.17 | 13.67 / 4.17 | 13.67 / 4.17 | 12.67 / 3.86 |
Engine Wheelbase (ft / m) | 33.80 / 10.30 | 33.80 / 10.30 | 34 / 10.36 | 34 / 10.36 | 34.40 / 10.49 |
Ratio of driving wheelbase to overall engine wheelbase | 0.40 | 0.40 | 0.40 | 0.40 | 0.37 |
Overall Wheelbase (engine & tender) (ft / m) | 62.87 / 19.16 | 66.85 / 20.38 | 66.12 / 20.15 | 67.75 / 20.65 | 65.17 / 19.86 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 51,700 / 23,451 | 57,300 / 25,991 | 52,900 / 23,995 | 54,700 / 24,812 | 53,500 / 24,267 |
Weight on Drivers (lbs / kg) | 147,400 / 66,860 | 168,100 / 76,249 | 151,900 / 68,901 | 162,700 / 73,800 | 156,500 / 70,987 |
Engine Weight (lbs / kg) | 214,600 / 97,341 | 253,100 / 114,804 | 226,700 / 102,830 | 244,280 / 110,804 | 235,400 / 106,776 |
Tender Loaded Weight (lbs / kg) | 135,400 / 61,416 | 138,800 / 62,959 | 160,300 / 72,711 | 185,400 / 84,096 | 179,000 / 81,193 |
Total Engine and Tender Weight (lbs / kg) | 350,000 / 158,757 | 391,900 / 177,763 | 387,000 / 175,541 | 429,680 / 194,900 | 414,400 / 187,969 |
Tender Water Capacity (gals / ML) | 7000 / 26.52 | 8500 / 32.20 | 8500 / 32.20 | 9000 / 34.09 | 8500 / 32.20 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3300 / 12,491 | 10 / 9 | 3300 / 12,491 | 3428 / 12,975 | 3300 / 12,491 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 82 / 41 | 93 / 46.50 | 84 / 42 | 90 / 45 | 87 / 43.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 79 / 2007 | 73 / 1854 | 73 / 1854 | 73 / 1854 |
Boiler Pressure (psi / kPa) | 220 / 15.20 | 200 / 13.80 | 220 / 15.20 | 200 / 13.80 | 210 / 14.50 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22.5" x 28" / 572x711 | 23.5" x 28" / 597x711 | 17" x 28" / 432x711 | 23.5" x 28" / 597x711 | 23.5" x 28" / 597x711 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 28" x 28" / 711x711 | ||||
Tractive Effort (lbs / kg) | 38,416 / 17425.23 | 33,275 / 15093.30 | 30,292 / 13740.24 | 36,010 / 16333.88 | 37,810 / 17150.35 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.84 | 5.05 | 5.01 | 4.52 | 4.14 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 290 - 2.25" / 57 | 171 - 2.25" / 57 | 290 - 2.25" / 57 | 171 - 2.25" / 57 | 273 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 30 - 5.5" / 140 | 30 - 5.5" / 140 | |||
Flue/Tube length (ft / m) | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 | 17.91 / 5.46 |
Firebox Area (sq ft / m2) | 222.60 / 20.68 | 222.60 / 20.69 | 192.80 / 17.91 | 222.60 / 20.68 | 190 / 17.65 |
Grate Area (sq ft / m2) | 53.50 / 4.97 | 53.50 / 4.97 | 53.40 / 4.96 | 53.50 / 4.97 | 49.50 / 4.60 |
Evaporative Heating Surface (sq ft / m2) | 3595 / 334.11 | 3089 / 287.08 | 3595 / 334.11 | 3089 / 287.08 | 3071 / 285.41 |
Superheating Surface (sq ft / m2) | 701 / 65.15 | 701 / 65.15 | |||
Combined Heating Surface (sq ft / m2) | 3595 / 334.11 | 3790 / 352.23 | 3595 / 334.11 | 3790 / 352.23 | 3071 / 285.41 |
Evaporative Heating Surface/Cylinder Volume | 278.90 | 219.70 | 488.78 | 219.70 | 218.42 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 11,770 | 10,700 | 11,748 | 10,700 | 10,395 |
Same as above plus superheater percentage | 11,770 | 12,626 | 11,748 | 12,626 | 10,395 |
Same as above but substitute firebox area for grate area | 48,972 | 52,534 | 42,416 | 52,534 | 39,900 |
Power L1 | 9241 | 19,686 | 6115 | 18,191 | 7307 |
Power MT | 414.65 | 774.54 | 266.25 | 739.48 | 308.80 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 1270, 1290 - superheated | 1290 | 1297 | 1297 - superheated | 1309 |
Locobase ID | 8268 | 4209 | 8269 | 8270 | 8271 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |
Number in Class | 27 | 7 | 12 | 11 | 28 |
Road Numbers | 1270-1296 | 1290-1296 | 1297-1308 | 1297-1308 | 1309-1336 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 7 | 12 | 28 | ||
Builder | Santa Fe | Burnham, Williams & Co | Baldwin | Santa Fe | Baldwin |
Year | 1920 | 1907 | 1910 | 1916 | 1911 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12.67 / 3.86 | 12.67 / 3.86 | 12.67 / 3.86 | 12.67 / 3.86 | 13.67 / 4.17 |
Engine Wheelbase (ft / m) | 34.40 / 10.49 | 34.42 / 10.49 | 35.17 / 10.72 | 35.17 / 10.72 | 35.08 / 10.69 |
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.37 | 0.36 | 0.36 | 0.39 |
Overall Wheelbase (engine & tender) (ft / m) | 65.17 / 19.86 | 65 / 19.81 | 67.02 / 20.43 | 67.02 / 20.43 | 66.98 / 20.42 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 53,500 / 24,267 | 53,500 / 24,267 | 53,500 / 24,267 | 55,460 / 25,156 | |
Weight on Drivers (lbs / kg) | 156,500 / 70,987 | 140,400 / 63,684 | 150,500 / 68,266 | 150,500 / 68,266 | 160,900 / 72,983 |
Engine Weight (lbs / kg) | 235,400 / 106,776 | 232,750 / 105,574 | 240,550 / 109,112 | 240,550 / 109,112 | 276,500 / 125,418 |
Tender Loaded Weight (lbs / kg) | 179,000 / 81,193 | 162,250 / 73,595 | 168,605 / 76,478 | 168,605 / 76,478 | 185,400 / 84,096 |
Total Engine and Tender Weight (lbs / kg) | 414,400 / 187,969 | 395,000 / 179,169 | 409,155 / 185,590 | 409,155 / 185,590 | 461,900 / 209,514 |
Tender Water Capacity (gals / ML) | 8500 / 32.20 | 8500 / 32.20 | 8500 / 32.20 | 8500 / 32.20 | 9000 / 34.09 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3300 / 12,491 | 3300 / 12,491 | 3300 / 12,491 | 3300 / 12,491 | 3300 / 12,491 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 87 / 43.50 | 78 / 39 | 84 / 42 | 84 / 42 | 89 / 44.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 73 / 1854 | 73 / 1854 | 73 / 1854 | 73 / 1854 | 73 / 1854 |
Boiler Pressure (psi / kPa) | 210 / 14.50 | 160 / 11 | 210 / 14.50 | 210 / 14.50 | 210 / 14.50 |
High Pressure Cylinders (dia x stroke) (in / mm) | 23.5" x 28" / 597x711 | 25" x 28" / 635x711 | 25" x 28" / 635x711 | 23.5" x 28" / 597x711 | 17.5" x 28" / 445x711 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 29" x 28" / 737x711 | ||||
Tractive Effort (lbs / kg) | 37,810 / 17150.35 | 32,603 / 14788.49 | 42,791 / 19409.69 | 37,810 / 17150.35 | 30,741 / 13943.90 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.14 | 4.31 | 3.52 | 3.98 | 5.23 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 168 - 2.25" / 57 | 273 - 2.25" / 57 | 273 - 2.25" / 57 | 142 - 2.25" / 57 | 290 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 28 - 5.5" / 140 | 26 - 5.5" / 140 | |||
Flue/Tube length (ft / m) | 17.91 / 5.46 | 20 / 6.10 | 16.91 / 5.15 | 20.91 / 6.37 | 18.08 / 5.51 |
Firebox Area (sq ft / m2) | 190 / 17.65 | 190 / 17.65 | 208 / 19.32 | 208 / 19.32 | 223 / 20.72 |
Grate Area (sq ft / m2) | 49.50 / 4.60 | 49.50 / 4.60 | 48.20 / 4.48 | 48.20 / 4.48 | 57.64 / 5.36 |
Evaporative Heating Surface (sq ft / m2) | 2963 / 275.37 | 3392 / 315.24 | 2926 / 271.93 | 2740 / 254.65 | 3311 / 307.71 |
Superheating Surface (sq ft / m2) | 654 / 60.78 | 759 / 70.54 | 1143 / 106.23 | 742 / 68.96 | 806 / 74.91 |
Combined Heating Surface (sq ft / m2) | 3617 / 336.15 | 4151 / 385.78 | 4069 / 378.16 | 3482 / 323.61 | 4117 / 382.62 |
Evaporative Heating Surface/Cylinder Volume | 210.74 | 213.20 | 183.91 | 194.88 | 424.80 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 10,395 | 7920 | 10,122 | 10,122 | 12,104 |
Same as above plus superheater percentage | 12,266 | 9346 | 12,956 | 12,248 | 14,525 |
Same as above but substitute firebox area for grate area | 47,082 | 35,872 | 55,910 | 52,853 | 56,196 |
Power L1 | 17,807 | 13,671 | 22,889 | 19,004 | 13,941 |
Power MT | 752.54 | 644.00 | 1005.88 | 835.15 | 573.05 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 1309 - sh - 26 flues | 1309 - sh - 28 flues | 1337 | 1398 | 3400 |
Locobase ID | 8272 | 15956 | 8273 | 8274 | 124 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |
Number in Class | 28 | 28 | 52 | 2 | 50 |
Road Numbers | 1309-1336 | 1309-1336 | 1337-1388 | 1398-1399 | 3400-3449 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 52 | 50 | |||
Builder | Santa Fe | Santa Fe | Baldwin | Santa Fe | Baldwin |
Year | 1918 | 1922 | 1912 | 1915 | 1919 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13.67 / 4.17 | 13.67 / 4.17 | 13.67 / 4.17 | 12.67 / 3.86 | 13.67 |
Engine Wheelbase (ft / m) | 35.08 / 10.69 | 35.08 / 10.69 | 35.08 / 10.69 | 33.92 / 10.34 | 35.25 |
Ratio of driving wheelbase to overall engine wheelbase | 0.39 | 0.39 | 0.39 | 0.37 | 0.39 |
Overall Wheelbase (engine & tender) (ft / m) | 66.98 / 20.42 | 66.98 / 20.42 | 66.98 / 20.42 | 69.96 / 21.32 | 72.06 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 54,980 / 24,939 | 55,900 / 25,356 | 58,780 / 26,662 | 55,590 / 25,215 | 61,350 |
Weight on Drivers (lbs / kg) | 162,760 / 73,827 | 167,500 / 75,977 | 168,740 / 76,539 | 161,270 / 73,151 | 179,550 |
Engine Weight (lbs / kg) | 278,840 / 126,480 | 277,000 / 125,645 | 284,230 / 128,925 | 269,390 / 122,193 | 300,950 |
Tender Loaded Weight (lbs / kg) | 185,400 / 84,096 | 185,400 / 84,096 | 186,900 / 84,777 | 221,000 / 100,244 | 233,720 |
Total Engine and Tender Weight (lbs / kg) | 464,240 / 210,576 | 462,400 / 209,741 | 471,130 / 213,702 | 490,390 / 222,437 | 534,670 |
Tender Water Capacity (gals / ML) | 9000 / 34.09 | 9000 / 34.09 | 9000 / 34.09 | 10,000 / 37.88 | 12,000 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3300 / 12,491 | 12 / 11 | 3300 / 12,491 | 3300 / 12,491 | 16 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 90 / 45 | 93 / 46.50 | 94 / 47 | 90 / 45 | 100 / 50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 73 / 1854 | 73 / 1854 | 73 / 1854 | 73 / 1854 | 74 |
Boiler Pressure (psi / kPa) | 210 / 14.50 | 220 / 15.20 | 210 / 14.50 | 200 / 13.80 | 200 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17.5" x 28" / 445x711 | 23.5" x 28" / 597x711 | 17.5" x 28" / 445x711 | 23.5" x 28" / 597x711 | 25" x 28" / x |
Low Pressure Cylinders (dia x stroke) (in / mm) | 29" x 28" / 737x711 | 29" x 28" / 737x711 | |||
Tractive Effort (lbs / kg) | 30,741 / 13943.90 | 39,611 / 17967.27 | 30,741 / 13943.90 | 36,010 / 16333.88 | 40,203 / 18235.80 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.29 | 4.23 | 5.49 | 4.48 | 4.47 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 179 - 2.25" / 57 | 165 - 2.25" / 57 | 199 - 2.25" / 57 | 208 - 2.25" / 57 | 214 - 2.25" / |
Flues (number - dia) (in / mm) | 26 - 5.5" / 140 | 28 - 5.5" / 140 | 26 - 5.5" / 140 | 32 - 5.5" / 140 | 40 - 5.5" / |
Flue/Tube length (ft / m) | 20.91 / 6.37 | 20.62 / 6.28 | 20.91 / 6.37 | 20.92 / 6.38 | 21 |
Firebox Area (sq ft / m2) | 224.60 / 20.87 | 224.60 / 20.87 | 228 / 21.18 | 237.50 / 22.06 | 269 |
Grate Area (sq ft / m2) | 59.64 / 5.54 | 58 / 5.39 | 57.60 / 5.35 | 60.10 / 5.59 | 66.80 |
Evaporative Heating Surface (sq ft / m2) | 3206 / 297.96 | 3060 / 284.28 | 3463 / 321.84 | 3764 / 349.81 | 4109 |
Superheating Surface (sq ft / m2) | 659 / 61.25 | 831 / 77.20 | 742 / 68.96 | 912 / 84.76 | 980 |
Combined Heating Surface (sq ft / m2) | 3865 / 359.21 | 3891 / 361.48 | 4205 / 390.80 | 4676 / 434.57 | 5089 |
Evaporative Heating Surface/Cylinder Volume | 411.33 | 217.64 | 444.30 | 267.71 | 258.27 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 12,524 | 12,760 | 12,096 | 12,020 | 13,360 |
Same as above plus superheater percentage | 14,654 | 15,440 | 14,273 | 14,424 | 15,898 |
Same as above but substitute firebox area for grate area | 55,184 | 59,789 | 56,498 | 57,000 | 64,022 |
Power L1 | 12,246 | 22,201 | 13,465 | 22,775 | 22,130 |
Power MT | 497.62 | 876.62 | 527.77 | 934.03 | 815.18 |
Principal Dimensions by Steve Llanso of Sweat House Media | ||||
---|---|---|---|---|
Class | 3400-rebuilt | 3500 | 3500 - simpled | 3600 |
Locobase ID | 15875 | 3174 | 451 | 123 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
Country | USA | USA | USA | USA |
Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |
Number in Class | 44 | 35 | 35 | 1 |
Road Numbers | 3400 | 3500-3534 | 3500-3534 | 3600 |
Gauge | Std | Std | Std | Std |
Number Built | 35 | 1 | ||
Builder | Baldwin | Baldwin | Santa Fe | Baldwin |
Year | 1936 | 1914 | 1921 | 1914 |
Valve Gear | Walschaert | Baker | Walschaert | Baker |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 13.67 / 4.17 | 13.67 / 4.17 | 13.67 / 4.17 | 13.66 / 4.16 |
Engine Wheelbase (ft / m) | 35.25 / 10.74 | 35.08 / 10.69 | 35.25 / 10.74 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.39 | 0.39 | 0.39 | |
Overall Wheelbase (engine & tender) (ft / m) | 83.88 / 25.57 | 70.56 / 21.51 | 71.70 / 21.85 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 70,800 / 32,114 | 60,100 / 27,261 | 57,400 / 26,036 | |
Weight on Drivers (lbs / kg) | 205,100 / 93,032 | 172,300 / 78,154 | 168,480 / 76,421 | 172,550 / 78,267 |
Engine Weight (lbs / kg) | 338,900 / 153,723 | 289,850 / 131,474 | 280,080 / 127,042 | 284,700 / 129,138 |
Tender Loaded Weight (lbs / kg) | 396,426 / 179,816 | 221,000 / 100,244 | 221,000 / 100,244 | 217,300 / 98,566 |
Total Engine and Tender Weight (lbs / kg) | 735,326 / 333,539 | 510,850 / 231,718 | 501,080 / 227,286 | 502,000 / 227,704 |
Tender Water Capacity (gals / ML) | 20,000 / 75.76 | 10,000 / 37.88 | 10,000 / 37.88 | 10,000 / 37.88 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8000 / 30,280 | 3300 / 12,491 | 3300 / 12,491 | 3300 / 12,491 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 114 / 57 | 96 / 48 | 94 / 47 | 96 / 48 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 79 / 2007 | 73 / 1854 | 73 / 1854 | 73 / 1854 |
Boiler Pressure (psi / kPa) | 220 / 15.20 | 210 / 14.50 | 220 / 15.20 | 200 / 13.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 25" x 28" / 635x711 | 17.5" x 28" / 445x711 | 23.5" x 28" / 597x711 | 26" x 26" / 660x660 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 29" x 28" / 737x711 | |||
Tractive Effort (lbs / kg) | 41,424 / 18789.63 | 30,741 / 13943.90 | 39,611 / 17967.27 | 40,930 / 18565.56 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.95 | 5.60 | 4.25 | 4.22 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 160 - 2.25" / 57 | 199 - 2.25" / 57 | 199 - 2.25" / 57 | 244 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 40 - 5.5" / 140 | 26 - 5.5" / 140 | 26 - 5.5" / 140 | 40 - 5.5" / 140 |
Flue/Tube length (ft / m) | 19.75 / 6.02 | 21 / 6.40 | 20.90 / 6.37 | 20.90 / 6.37 |
Firebox Area (sq ft / m2) | 329.60 / 30.62 | 238.50 / 22.16 | 238.50 / 22.16 | 232 / 21.55 |
Grate Area (sq ft / m2) | 66.80 / 6.21 | 57.60 / 5.35 | 57.60 / 5.35 | 66.70 / 6.20 |
Evaporative Heating Surface (sq ft / m2) | 3329 / 309.39 | 3474 / 322.86 | 3473 / 322.77 | 4443 / 412.92 |
Superheating Surface (sq ft / m2) | 917 / 85.22 | 742 / 68.96 | 742 / 68.96 | 980 / 91.08 |
Combined Heating Surface (sq ft / m2) | 4246 / 394.61 | 4216 / 391.82 | 4215 / 391.73 | 5423 / 504 |
Evaporative Heating Surface/Cylinder Volume | 209.24 | 445.71 | 247.01 | 278.04 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 14,696 | 12,096 | 12,672 | 13,340 |
Same as above plus superheater percentage | 17,929 | 14,273 | 14,953 | 15,741 |
Same as above but substitute firebox area for grate area | 88,465 | 59,100 | 61,915 | 54,752 |
Power L1 | 24,087 | 13,541 | 21,595 | 21,962 |
Power MT | 776.73 | 519.78 | 847.73 | 841.81 |