Atchison, Topeka & Santa Fe 4-6-2 "Pacific" Locomotives in the USA

Class 1200 (Locobase 4892)

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.

Although delivered with 69" drivers, they soon were fitted with 79" (2,007 mm) wheels Locobase had commented that photographs didn't show how such large drivers could fit. Citing Worley's Iron Horses of the Santa Fe, Anthony Platt notes that the class ws delivered with extra-long truck center pins to accommodate the 79" drivers that would come off the 1000/1050 Prairie classes (Locobases 4125 and 8229) . He adds "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."

The 1200s had inside piston valves and motion. All fireboxes had 29.5 sq ft (2.74 sq m) in arch tubes contributing to total firebox heating surface.

The AERJ report described these engines as "very powerful", explaining that although being "really as heavy as the very large passenger locomotives ...running on the Chicago & Alton [Locobase 9045]", they had "much less" heating surface area and larger water spaces.

See Locobase 8265 for the superheated update.

Retirements began in 1939 and continued until 1950.

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Class 1200 - superheated (Locobase 8265)

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.

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Class 1226 (Locobase 4891)

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.)

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; these were delivered as oil burners. Piston valves measured a relatively generous 15" (381 mm) in diameter. As with all Baldwin four-cylinder compounds, each served both HP and LP cylinders on a side,.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.

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Class 1226 - superheated (Locobase 8266)

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.

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Class 1270 (Locobase 8267)

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.

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.

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Class 1270, 1290 - superheated (Locobase 8268)

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.

Locobases 8267 and 4209 describe the original, saturated-steam 1270 and 1290s 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.

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Class 1290 (Locobase 4209)

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.

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Class 1297 (Locobase 8269)

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.

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 (1,219 mm) 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 measured 2 5/8" (67 mm) in diameter and were to be "exactly opposite the tubes in boiler" and "The outside shell 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."

Chris Hohl pointed out that the last seven were delivered as coal burners. Oil fuel was replaced by 12 tons of coal. Either before or during their conversion to a superheated boiler, all of the engines burned oil fuel.

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

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Class 1297 - superheated (Locobase 8270)

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.

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 three feet (914 mm). The shops also reduced cylinder volume by decreasing cylinder diameter by 1 1/2" (38 mm). Locobase can only guess why, but wonders if frame wracking was a problem.

One locomotive had a substantially modified firebox of 58 sq ft (5.39 sq m), 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 (2.68 sq m) in four 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.

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Class 1309 (Locobase 8271)

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.

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Class 1309 - sh - 26 flues (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.

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 firetube system. Another version had 165 2 1/4" tubes and 28 5 1/2" flues of slightly shorter length; see Locobase 15956. The firebox heating surface included 28.8 sq ft of arch tubes.

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Class 1309 - sh - 28 flues (Locobase 15956)

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.

As Locobase 8272 noted, Jacobs and Shupert gave up only reluctantly on their distinctive firebox design. But the railroad scrapped the firebox, replaced the four-cylinder balanced compound cylinder setup in favor of two simple-expansion cylinders fed by 15" (381 mm) piston valves, and installed 28 superheater flues in their boiler. In raising the BP to 220 psi and adopting a high percentage of superheated, the railroad wound up with a small, but relatively powerful passenger engine. 1318 was fitted with 24" cylinders

Engine 1316 was converted first at Clovis, NM in March 1922. All but one of the class went through the modifications by the end of 1923; 1330 completed in November 1924. The weight data in the specs is for the seventeen coal burners. Oil burners--1309, 1311-1313, 1317-1319, 1329-1334--put 167,500 lb (75,977 kg) on the drivers, 277,000 lb (125,645 kg) for the engine.

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Class 1337 (Locobase 8273)

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

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, the Santa Fe took delivery of this large class of Pacifics 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.

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Class 1398 (Locobase 8274)

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.

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Class 3400 (Locobase 124)

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 [] 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 (Locobase 41) in its tube and flue counts but fitted with a grate close in size to the USRA's Light Pacific (Locobase 40) 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. Worley (p.252) commented "...they were, truth to tell, quite ordinary post World War I Pacifics, just as average as such a locomotive could become."

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 fifteen 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.

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Class 3400-rebuilt (Locobase 15875)

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.

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.

E D Worley, writing in 1965 of the effect of this update, (p. 252) offers an analogy redolent of the locomotive's service years rather than of the 21st century. "As it was, they started out life as real plain Janes. They rolled out their finaly miles in raiment and appearance as well equipped as Bridgette [sic] Bardot or Jayne Mansfield -- truly a startling transformation."

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.

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Class 3500 (Locobase 3174)

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

Firebox heating surface included 29.5 sq ft (2.74 sq m)of firebrick tubes.

Data in this entry is for these engines as four-cylinder balanced compounds, of which this was the latest version. As with the other Santa Fe balanced compounds, the builder raised 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 used 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, Volume 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" (381 mm) piston valve on each side that admitted steam to the pair (one HP, one LP) of cylinders.

See 451 for simpled rebuilds.

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Class 3500 - simpled (Locobase 451)

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.

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.

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Class 3600 (Locobase 123)

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.