Locomotives Snippets

Items added: August 17, 2004

SPARKS (Topeka Chapter R & L H S):

Status, Santa Fe 'Motors' 10/ 1/59
M-115 in Service, Plains Div. M-122 In Service, Northern Div. M-176 Laid up Good, Okla. Div.
M-116 Laid Up Temp. Middle Div. M-126 In Service, Plains Div. M-179 Laid Up, Panhandle Div.
M-118 In Service, Panhandle Div. M-150-151 Laid up Good, Nor. Div. M-183, 4, 6 Laid Up, Slaton Div.
M-119 Laid up Temp. Plains Div M-160-1, 2 Laid Up, Slaton Div. M-190 In Service, Pecos Div.
M-120 Laid up, Panhandle Div.

SPARKS (Topeka Chapter R & L H S):

Santa Fe "Motors" disposed of
M-116 2/ 3/60 Lauria Bros, Corwith M-150 2/ 1 /60 Lauria Bros, Corwith M-162 2/ 3/60 Lauria Bros, Corwith
M-120 2/ 8/60

" "

M-152 2/11/60

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M-184 2/ 8/60

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SPARKS (Topeka Chapter R & L H S) 3/ /1965:

M-118 & M-126 departed Wellington, Ks., during February for final journey to Ft. Worth scrap yd.

SPARKS (Topeka Chapter R&LHS) 6/63:

Recently seen in Erman-Howell (Turner, Ks.) junk yard, 2 units of #90, the opposed piston Fairbanks-Morse passenger units car bodies only.

SPARKS (Topeka Chapter R&LHS) 1/57:
Santa Fe's RDC's 190-191 are now being workerd over at Topeka shops. The 192 is being rebuilt into a combine with a baggage room, and seats for 36 in the coach section.

SPARKS 7/57:
Santa Fe's RDC's 190-191 left Topeka June 21 for Emporia and Newton as Train #'s 311 & 312.

SPARKS (Topeka Chapter, R&LHS) 2/ /57:
At Amarillo, Tx., the 3752 was found in the deadline outside. She had been in the house there since last used three years ago. 3752 was the only Santa Fe engine equipped with rotary cam poppet valves.

SPARKS 5/ /59:
Several Santa Fe locomotives are in the Sheffield Works scrap line east of Kansas City, Mo., including 3752.


All Santa Fe engines are being fitted with seats in the cabs for head end brakemen. They will be on same side fireman occupies.

From SANTA FE MAGAZINE June 1925, p. 50

sent by John Calvin, pensioner, Richmond California.

"In those days, every master mechanic had his own smoke stack which he usually carried with him when changing from one road to another. All brakes were set by hand then and the brakemen usually got their fill of smoke when going down hill because the fireman would have the blower on getting up steam for the hills. The brakemen said the stack should be turned around so smoke and cinders would shoot out the front instead of to the rear. Mr. Harris listened in and that afternoon he had the stack of engine #41, a new Hinkley, turned to comply with the suggestion.The engine presented a very funny appearance, and the crew had a hard time getting to Emporia and back. Most of the fireman's hair was burnt off and the cab was all smoked up."


Santa Fe locomotive 2298 the old engine which has been under construction by Mitchell's east shop gang has been completed, the crane having been placed Monday afternoon. On each side is a sheet iron water tank in front of the cab. Under the cab on either side is a reservoir for oil, that being the fuel which is to be in use. There will be no tender attached, simply the engine. It is to be utilized in and about the Topeka shop yards in handling scrap material and the like.


Talk about moving a locomotive in the back shop; uses air in the boiler. The former method of moving an engine was to 'pinch' it out of the shop by means of crowbars and then fire up until sufficient amount of steam was generated to carry it the required distance. This method generally consumed three to four hours. By use of air, a locomotive can now be moved at practically no cost and in far less time, and with little labor.


Emporia (Kansas) 'Republican' dateline.
Santa Fe engine 042 is to be scrapped.
Any engine that is betrayed by the cipher ("0") before the number, is one that has been out of mainline service for some time, and 042 has been in the shops so many times lately that the men feel lonesome when it is out IN service! It will go to Topeka where such parts that are still good will be taken off to be used on other engines.


New tanks to be used on Santa Fe engines are not as high as the tanks now in use, better for firemen, are two feet, six inches longer than former tanks, coal space of new tanks lengthened. It will not be long before the tanks now in use on the Prairie type engine will be taken off these engines and replaced with the new tanks, plans and specifications for which have already been completed. The new tank is longer, lower and more compact than the tanks now in use. So far as is known, only one of the new tank has been built, and is now in use on engine #1004, which runs on the California Limited between Topeka and Marceline, (Missouri, Ellington note), and it has provided quite a success. Present tanks are so high that at a high rate of speed they roll and sway from side to side causing a great deal of inconvenience for the fireman. With the new tank is it necessary to have an exceptionally long turntable to turn an engine, and is partly for this reason they have not been put in use sooner. The coal slope is steeper in the new tanks, bringing the coal closer to the gate, thus fireman will not have to go so far for coal. Another improvement is in shape of boxes in front corners of the tank. Heretofore they were square, lodging coal in the corners. New boxes are three cornered, the new tank is 32'-6" in length, and is 51" deep. Present tanks are 20' long and 63" deep. (Note: The numerical dimensions given in this item are questionable and probably incorrect.)


(Excerpt here from long article on use of injectors.)

'Indiscriminate use of Injectors Causes Boilers to Leak', written by George Austin, General Inspector of Boilers; Santa Fe Railway. The stream of water when injector is used is about 200 degrees colder than the boiler water; entering it at the rate of about 40 to 100 gallons per minute. This cooler, heavier water sinks to the bottom part of the boiler shell and firebox water space lowest parts and if continued cooling and shortening all parts in proportion to the reduction of temperature. To illustrate how much cooler the portion shortens, a flue 20 feet in length will change its length 1/64th of an inch for every 14 degree change in temperature. Therefore, if only 112 degrees difference is produced between upper and lower portion of boiler, the bottom of the boiler is 1/8th inch shorter than the top, etc. This causes staybolts to leak--- (Mr. Austin suggests no use of injector when locomotive is setting or not working.)

by Vernon L. Smith as told to Frank M. Ellington, May 8, 1992.

The quality of water supplied to steam locomotives is very important and on a large system such as the Santa Fe, many different water sources and varieties were encountered.

On the western portion of this railway in the nineteenth century the severe foaming of water in boilers required that the locomotive be held out of service every other day for the boiler washers to wash out the boiler. The water would be changed out in the boiler on alternate days also. About 1904 the Santa Fe instituted system-wide treatment of water with chemicals to help alleviate this costly situation.

In addition it was necessary to haul large quantities of acceptable water in tank car trains to certain water stations on the line.These tank car trains were needed also to support steam locomotive operation through the desert section, and the use of these trains continued even after the adoption of large capacity tenders.

Foaming is caused mainly by salts, such as bicarbonate of lime or magnesium, sulphates, etc., in solution or suspended impurities in the water.

Water treatment is employed for several reasons:

1. To reduce the amount of scale deposited or formed on firebox sheets or the tubes of the boiler. This scale decreases their efficiency in transferring heat to the water. Excessive scale acts as an insulator and may cause burning of the plates from lack of direct contact of the water.

2. To control foaming which has several bad effects:

(a) Foaming can cause damage to firebox sheets by separating the solid water from the sheets by a thin film of steam bubbles, so that the heat of the fire is not easily transmitted to the water.

(b) Foaming is most apparent when steam/water bubbles raise to the point in the boiler that water is carried over with steam and creates these problems:

1. The water carried over is evaporated in the superheater units depositing scale and reducing their life due to their inability to properly absorb the heat and convey it to the steam.

2. Wet steam washes away the lubrication of the valves and cylinders causing undue wear and increased engine resistance.

3. Severe foaming may make it necessary to reduce the throttle opening, in order to settle the water, with consequent loss of running time of the train.

Water is treated with various chemicals in order to overcome the foregoing. This treatment may be general or designed to handle a specific water characteristic. Many waters that are satisfactory in one area become unstable when the locomotive operates with water mixed with another water station. The treatment of water is a detailed and complex subject. To reduce the build-up of salts in the boiler, the locomotive is blown down in the engine terminals and the enginemen have instructions for the proper use of blow-off cocks en route. To keep the impurities in the water from becoming excessive the Santa Fe, even in modern times, would blow away as much as 10% of the water fed to boiler on some divisions of the railway. This represents a tremendous heat loss.

The Signal Foam Meter was applied by the Santa Fe to many locomotives. This device used two electrodes in the steam space of the boiler. The electrodes measure the build-up of foam and initiate automatic opening of the boiler blow-off cocks to correct the water condition.

In 1946 the Santa Fe had 265 water treatment plants in service, mainly for locomotive water. The problems with locomotive water and the related expenses therewith accelerated the adoption of diesel-electric motive power on the railway.

Further note received, (8/26/00): Mr. Smith indicated I should add to the above; Santa Fe's chemical engineers played a significant part in alleviating the problems connected with 'bad water' usage.


The tubular boiler locomotive which has been Christened "The Sea Cow" by the shop men, is having the lagging put on its boiler and will be immediately finished and painted and made ready for service.


The tubular boiler switch engine #2391 has been lagged with wood, and the jacket is now being put on.


The tubular boiler locomotive 2391, which was recently built here, and put in use as a switch engine in the yard here, is proving to be a success. This locomotive is the only one of its kind in the world, and was built as an experiment. Long before it was finished, many thought its building was a useless expenditure of money, while others said it would be a success. Its full capacity in pulling power has not yet been tested. This loco, equipped with a marine tubular boiler was built with hope it would be economical on fuel, and have great steaming power. So far it is giving such good account of itself that eventually it will be sent to Argentine, (Kansas - Ellington note) where it will be used as a transfer locomotive. The work there is very heavy and requires a heavy locomotive, This engine threatens to revolutionize the building of locomotives on account of its advantages which have already shown themselves in the yard here. No load has been too great for it to pull, and its steaming qualities are much better than anticipated. It is now proposed to equip this locomotive with a pilot and place it temporarily in the road service. Of course the locomotive could not be used for fast service, but where pulling power is necessary, it will be thoroughly competent. It will be placed in the shops and equipped with a pilot and put into service on the freight run. If as much a success on the road as here, no doubt other locomotives with tubular jackets will be built.


Another New Jacket.

"Sea Cow" proves too warm for ordinary cover. The marine tubular boiler on the locomotive is in the shops where a new lagging is being put on. The heat from the boiler was sufficient to burn the wood lagging off. A new one of asbestos is being put on. This is the second time the (wood, Ellington note) cover of the boiler has been destroyed by the heat. This engine, originally intended to be a switch engine, has been placed in the freight service on the account of its great power. As soon as it is out of the shops, will pull freight trains out of Argentine.

Ellington note: Santa Fe's "Sea Cow", (#2391 above) enthusiastically reported in the Topeka newspaper was apparently the final (glowing or otherwise) item reported, as the locomotive was shortly thereafter sent to rebuild or scrap. Note, also, the above indicates a continued 'normal' use of wood for boiler lagging into the year 1900.

Additionally, page 53 of my book: STEAM LOCOMOTIVES OF THE SANTA FE contains drawings with additional details.

Auditor's Office Record 4/ 1/1886

"EXTENSION FRONT END" (Passenger engines)

estimate 20 to be treated; cost per engine, $220.00; as labor, $105.00, material $115.00. During year 1886 we equipped with extension front end 94 A.T.& S.F. engines; 4 Topeka Equipment Co. engines; 2 N.M.& S.P. engines, total 100 engines.

(Ellington note: this extension made space for spark arresting equipment.)

AUDITOR'S OFFICES, Boston or Topeka:

LETTERS ON locomotive tanks (with engine number) as of 8/15/87;

A.T.& S.F. proper "A"
C.K.& W. "C"
C.S.F.& C. "D"
G.C.& S.F. "E"
St.L.K.C.& Col. "F"
C.S. "G"
N.M.& S.P. "M"

"Letter "A" for Santa Fe is simply held in reserve"

RAILWAY REVIEW 2/19/1887 p. 105:

The company (S F) has given out orders for new locomotives as follows: 44 to Baldwin Locomotive Works, Philadelphia; 32 to Manchester Locomotive Works, Manchester, New Hampshire; 18 to Schenectady Locomotive Works, Schenectady, New York; 10 to Taunton Locomotive Manufacturing Co. Taunton,Massachusetts; and 10 to the Pittsburgh Locomotive Works.

Topeka (Kansas) 'JOURNAL' 3/17/1903:

Santa Fe's Topeka shops has new orders for engines. Several orders for new engines have already been received, work to start immediately. In addition to other orders there will be an order for 12 switch engines. Plans for them are now being made, and as soon as these are completed, work of erecting the engines will begin. They are to be something extraordinary in the switch engine line; main features being size, a great deal larger than most switch engines now in use on the S F lines, or any other line for that matter. The new engines are to be nearly as large as it is possible to make them, having three pairs of drivers to weigh approximately 150,000 lbs. This a great deal heavier than any other switch engines now on the line. Cylinders 20" x 26", larger than any others now in use, most presently are 18" x 24". The new engine fireboxes are not to be so large in proportion as the rest of the engine and to be of medium width. The boiler, which is to be 65" diameter at front flue sheet, will contain 281 2" tubes 12' in length. Drivers 51" over tires. The frames for the new engines made especially for these engines from designs by Mr. George R. Henderson, Superintendent of Motive Power for the road.


Crude Petroleum Now Used For Fuel In California. Proves An Economy On The Southern California Road. Is Better Than Coal. No Smoke And Cinders To Annoy Passengers. Further adoption on the Santa Fe System possible. Crude petroleum now being used on the Southern California, one of the Santa Fe System lines. This new departure in the way of fuel as been experimented with for several weeks, and is giving excellent results. There is promise of it being further adopted on the Santa Fe System if it is possible to secure it cheap enough to be a paying investment. That petroleum is a good substitute for coal, and even equals coal as fuel in many respects, is no longer denied. At the present time several engines are running on the Southern California road which use petroleum.



Accordingly the company has begun the construction of a number of big mountain engines that are to go into service in New Mexico or wherever especially needed. (990 Class - Ellington note). Engine 991, which made its first trip over the rails yesterday, is the second of this class to be built in the Topeka shops. It is one of two of the largest engines to go into service on the whole Santa Fe system. Its boiler is made up of 7/8" boiler steel, and in diameter is six feet, affording more than room for an ordinary man to stand straight inside it. The firebox is eleven feet from door to flues, giving the fireman ample opportunity to test his muscles in keeping the fire properly distributed over it. The engine will carry 200 pounds pressure, a figure greater than that of nearly all the engines on the Santa Fe. The tank of 991 holds 5,000 to 6,000 gallons of water, and about twelve tons of coal.

About the power of it there can hardly be made any conceivable estimate. On a level pull it will move as many cars as can stand the strain on the connections. The 990, an exact duplicate of 991, pulled 125 cars, loads and emptys, (sic) and there is no doubt that one engine can do what the other can do. The 991 will go to Raton for permanent service, where the 990 has been. They will do service over the mountains in that region where so far this class of engines has been successful.


The "5 spot", the little locomotive that pulls the "Fast Mail" between Kansas City and Topeka, has again caused comments from railroad men about its luck. When the engines are (all) renumbered later this month, the 5 will be the only one to retain its present number.


Engine 2403, which has been used in the yard at Dodge City, has been brought into the local shops for repairs. The engine was made in 1878 when it was the custom to name the engines. The name "UNCLE DICK" is inscribed on the cab sides.


Engines 2403 and 2316 were taken out on trial trips today. They will be assigned to switching service.

NRHS' Topeka Area Chapter 2/57 Vol. 5 #1:

At Amarillo the 3752 was found in the dead line outside. She had been in the house there since last used three years ago. This suggests it might be on its way to join others of its class which have been sold for scrap. 3752 was the only Santa Fe engine equipped with rotary cam poppet valves.

NRHS' Topeka Area Chapter 5/59 Vol. 7 #4 mentions several Santa Fe locomotives at Sheffield Works in east Kansas City, Missouri, in scrap line, the 3752 among them.

Topeka, KS "JOURNAL" 3/ 7/1903:

Two marine boilers are being built in the Santa Fe shops here, which are to be used on the "OCEAN WAVE", a Santa Fe boat which does the transfer service between Point Richmond and San Francisco. The boilers are about 90" in diameter and 18' long.


There is in Topeka today, one of the modern wonders of railroading. It is Santa Fe locomotive #988, the largest locomotive ever constructed in the history of the world. This monster is in the Santa Fe roundhouse where it is the object of great interest---, Many were in the roundhouse yesterday for the purpose of inspecting the wonderful engine. Another engine of the same size as #988 is being built for the Santa Fe at the American Locomotive Works, Schenectady, N. Y. Engine 988 will be leaving in a few days under its own steam, for the western part of the line where it will be in service. The engine is built for consuming oil as fuel but it is also adapted for coal. It is a decapod compound (tandem cylinder arrangement, Ellington note), having two cylinders on each side and being supported by five pairs of driving wheels. The leading dimensions of the monster are: the boiler at the smallest ring, 78" dia. Firebox is 9' long and 79" wide. 413 2 1/2" dia. flues in boiler 18' 6" long. Working pressure is 225 lbs. Driver wheelbase is 20'; total wheelbase is 28' 11". Total engine and tender wheelbase is 62' 0". Of the cylinders, the high pressure are 17 1/2" dia., low presssure 30". Stroke 34" with piston type valves. Driving wheel diameter 57" The machine stands 15' 6" above the rail, the dome and stack being about the same height. Tender cap'y., 7,000 gals. water and 2,250 gals oil. Equipped with the Westinghouse air brake, and also has the water brake with which all the locomotives in the mountains are arranged, by means of which the brakes are kept in operation if the air gives out. Engine weight alone 262,000 lbs.; engine and tank, 393,000 lbs. steamed and ready for action.


Regarding locomotives 989 and 988; the 2-10-0's are so big the tenders have to be taken off to allow them inside the Topeka roundhouse, or on the turntable. The Emporia roundhouse is altogether too small for them, as they are too high, too wide, and too long to gain entry. For that reason, they are sent through to Newton from Topeka. They were brought to Topeka 'dead', that is they were hauled by another engine. About two days will be required to get them ready to go. They were designed to burn oil as they will be used in California where oil is the cheapest fuel available. It is possible, however to transform them to coal burners on short notice. They were taken out of Topeka as coal burners.


Big Santa Fe decapod jumps the track at San Bernardino. "Battleship" 989 left her 'dock' near the roundhouse at 5:00 o'clock this morning, says the San Bernardino 'Transcript', but did not get away from its 'port' till 9:30 p.m. The big decapod was running out on the west lead...at switch #12 the wheels caught on a frog, and for 100 feet the heavy wheels chopped up the ties and snapped off the rails as though they were match wood. A large crew of men were at work until 9:00 o'clock, p.m.. in getting the huge engine on the rails. When she finally got under way for the Cajon (Pass, Ellington note) she was drawing 22 loaded cars representing 750 tons, besides the caboose, and Superintendent Beemer's private car.


New decapod work. One of the Santa Fe's new decapod engines, which are the heaviest engines in the world, made a record haul yesterday, says a Chicago paper. The engine pulled 703 tons up a grade 6 1/2 miles long, 158' to the mile. The track upon which the performance was made is known as the Cajon Pass, just west of the Sierra Nevada mountains. The load is the largest ever hauled by an engine up a 3% grade, but Vice President Kendrick expects to break this record. The management of the company is so pleased with the work of the decapod, that orders have been given for 75 of them at a cost of over $1,500,000 to be delivered by the latter part of August. Report of a test being made with the engines show that the wear upon the track is not so great as it is by many other, lighter engines. This is accounted for by the fact that the decapods have a rigid wheelbase of 20' and five sets of drivers, but while there are 232,000 lbs on the drivers, total, there are only 46,000 lbs. upon each set. This is less than that resting on the drivers of many passenger engines.

Ellington note: Only three of these decapods were ultimately acquired, derailing difficulties when backing, (among other operating problems), signalled the cancellation of the order for 75 additional copies, and served to introduce the following 2-10-2 type wheel arrangement; addition of a final pair of 'trailing' wheels largely solved the backing difficulties.

NATIONAL CAR & LOCOMOTIVE BUILDER 6/1891 p. 85 (extraction):

"---if America is the 'ne plus ultra' of mixed drinks for the human palate, the Santa Fe railroad supplies the most diverse mixture of beverages for the stomach of the iron horse. They have on that line all varieties of water known to nature or art. There are in some regions the pure H2O that falls from the clouds and passes over only insoluable primary rocks that part with no impurity and convey it untainted to the storage tank. That is the exception, for the plains and mountains traversed by the road are rich in minerals that dissolve readily in water, and more common than the pure product of the clouds is an alkaline-charged mixture nearly as full of solids as the contents of a soda-water fountain. Between the best and the worst there are acid and alkaline waters in great variety, each having its own peculiarity, and the different kinds harmonzing only in the evil effects which they produce on the heating surfaces of locomotive boilers---".


Emporia, Ks. 'Gazette' says an odd-looking train went east a short time ago composed of four engines, all fired and manned by crews, pulling a single car. This done to get the engines to Topeka where they are much needed for service.


All five 'Centennial' -painted locomotives are in service; 5700-5704 (SD-45-2)


A Santa Fe extra freight left the yards last night for Argentine, with a doubleheader on. Two engines on a train is not an unusual sight at the Santa Fe yards, but it is not very often that one is facing one direction and the other facing the other. One of the engines could not be turned on account of the turntable at the roundhouse being shut down, and the only thing to do was to back out. When the train reached Lawrence, the engine was turned on the table there.


More Moguls (2-6-0's) arrive San Bernardino.

The first of 45 new Mogul engines arrived, as ordered for the Pacific Division of the Santa Fe. All are to be here by January 1. All are oil burners, for the line from Seligman to Winslow, and are first oil burners in this territory. The road will then be using oil over 600 miles of its lines.


Engine 115 which was purchased from the Santa Fe by B.Lantry & Sons is being painted and decorated in the old tank room of the roundhouse. This is the sixth engine that has been painted at this shops for this firm. About six years ago, foreman J.W. Gibbons superintended the painting of some engines that were purchased of the Santa Fe by B. Lantry & Sons. They were so well pleased with the work, that when they bought this engine, they asked that it be painted in the Santa Fe's shops and under the same foreman. Work on the engine, now renumbered 10, is being done by B. Mileham, the expert designer who drew all the fine work in the coach painting department. He has made special designs for this engine which, together with the striping, will make the engine look more like a band wagon than a locomotive. All designs are being put on in gold leaf. When completed, it will be taken to New Mexico where the B. Lantry firm are now doing some work for the Santa Fe.


Santa Fe engines 122 and123 have been sold and ordered repaired at Santa Fe's shops before delivery to the purchaser, including new fireboxes and other repairs are made. 122 will be renumbered 1, and lettered Galena, Frontenac & Northern; 123 will be renumbered 3 and to be lettered for the T.M.& N.


Engines 0214, 0215, and 0219 have been sold to a Mexican road. The 0215 has already been repainted and renumbered. The letters it now bears are: "F. C. de P. Z. y T."


Locomotives too light for the Santa Fe service are being put in shop and made in first class running order. Two will be sent in the next few days to a road in southern Georgia for passenger use. This is the TIFTON, THOMASVILLE & GULF, a small road whose tracks run from Moultrie to Tifton, a distance of 27 miles. The scheduled time between the two points is one hour, twenty-five minutes.


Santa Fe locomotives 56 and 57 of the CANADIAN NORTHERN, ( a Canadian line operating in the vicinity of Winnipeg, Manitoba), which only recently were changed to their hands, have received their last touches at the hands of the painters in Topeka and fixed ready for shipment north. Santa Fe engine 193 will be transformed into the 58 of the CANADIAN NORTHERN ; similarly Santa Fe 103 after being worked over will be the (Canadian Northern) 50.


Locomotives have been purchased from the Santa Fe by the CANADIAN NATIONAL include: 89; 103; 193; 197.

TOPEKA JOURNAL 6/05/1902: Chris Smith, painter, has come in to christen engines 196 and 192 which the Santa Fe has turned over to the DURANGO CENTRAL.


Locomotive 61 of the CANADIAN NORTHERN road, which has lately been overhauled at Topeka shops preparatory to being sent north was the last of that type to be sold by the Santa Fe to that company, is a small 10-wheel Baldwin which was formerly (Santa Fe) 638.


Locomotive (as CANADIAN NORTHERN 48), lately overhauled at Topeka shops was formerly Santa Fe's 504, and at the time of its greatest prominence and usefulness was regarded as a monster. It was originally built, according to reports, for the Northern Pacific, and for some reason the Santa Fe got hold of it.


A trainload of Santa Fe engines went east Saturday afternoon having been sold to a Chicago railway supply house as scrap material. Most of them were small switcher types which have done good service at different points on the road, but have been worn out and superseded by larger power. Some of them were built a good many years ago, and one or two still have the old-fashioned diamond stacks. Their numbers are 2223, 2229, 0173, 2341, 2394, 0175, 2231, 2232 and 0226.

RAILROAD GAZETTE 2/05/1892 p. 100:

The Strong locomotive (A.T.& S. F. number 738) is now being converted in the Topeka shops into a Standard American 8-wheeler. (end of note in RRG).

(For more, see my book: Steam Locomotives of the Santa Fe, A Former Shopman's Scrapbook pgs. 147-150. 'scuse the commercial).


Re new (Santa Fe) 1000 Class locomotives---use one ton of coal to furnish heat to run locomotive10 miles. 8,000 gallons of water are used every 5 hours.


It is not generally known, but one of the big passenger engines in use on the Santa Fe will consume 12 tons of coal in traveling 125 miles.


The Baldwin Locomotive Works is turning out a new type engine for the Santa Fe. These are known as the 1600 Class (oil burners), built to climb heavy grades in the mountains. The firebox contains clay balls about 10 inches in diameter. The oil is turned among these and lighted. The clay balls become intensely hot, giving a much more even heat than coal. One man could not shovel coal fast enough to feed the size furnace these engines contain, to keep it hot enough to pull a train. An engine of this size costs the Santa Fe $20,000.


Santa Fe Engine Blows Up.
Ellinwood, Ks. H.H.Parker, watchman, was killed and engine 548 of the Ellinwood/Florence line of the road was literally blown to pieces by the explosion Sunday. The explosion occurred in the roundhouse at east limits of Ellinwood. The trucks of the engine were left on the track, the engine's cab was blown back 150 feet over the roundhouse, while the boiler was blown 300 feet in the opposite direction, falling near the track. The throttle lever was found in a field nearly one-half mile away. Parkers body was found 100 feet north of the accident. 548 was the crack engine of the road in 1908, being then on the Illinois Division.

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