1905

July 26110, 26118, 26120-26121; August 26153, 26180, 26194, 26202

1906

February 27593-27594, 27622-27624; March 27754, 27767, 27797-27798, 27819, 27820, 27837; April 27842-27844, 27918, 27963, 28011

1907

March 30385-30386, 30399, 30423, 30430, 30439, 30462-30466; April 30579, 30598-30599, 30652-30653, 30731-30732, 30743, 30746-30747; May 30784, 30794, 30814-30815.

This class was the most numerous group of Atlantics on the Santa Fe; twelve others shown in Locobase 6548 differed in having 73" drivers. Like virtually of the rest, these were four-cylinder Vauclain compounds. They were delivered with the tenders shown in the specs, which had Barber roller bearings in the trucks. Firebox heating surface included 30 sq ft of arch tubes. 1408 to 1426 burned "Gallup New Mexico coal, which closely resembles lignite."

Of these, most of the early engines were never simpled and were scrapped in the late 1920s. Those that were -- 1413, 1415-1417, 1420, 1425, 1428, 1440, 1442, 1444, and 1446-1447 -- were rebuilt as simple-expansion 22"x 26"locomotives in 1926-1929. The renovation extended their service into the late 1930s at the least with at least one being scrapped as late as 1948.

The later locomotives - 1462-1478 -- were delivered in 1909 to essentially the same design. Their works numbers were:33861-33866, 33881-33882, 33899-33906, 33946-33947 in October; 34084-34087 in November; 34106-34109, 34138 in December.

Perhaps because of their slightly later vintage, more of the class was rebuilt as simple-expansion engines with 22" x 26" cylinders. Those engines were 1453, 1456-1458, 1460, 1462, 1466, 1468, 1470, 1472-1473, 1475, 1477-1478.

As Chris Hohl noted in a June 2014 email, later tenders were larger and bunkered either 14 tons (15.4 metric tons) of coal or 3,138 US gallons (11,877 litres) of fuel oil. Those weighing 164,500 lb (74,616 kg) carried the same amount of water as the original tenders, but the 175,000 lb (79,379 kg) tenders had 9,000 US gallons (34,065 litres) of water when loaded.

A further 12 were delivered with 73" drivers; see Locobase 6548. One was superheated; see Locobase 8994.

The larger portion of this class is described in Locobase 6547, but the only significant difference in the 1450s was a 6" (152 mm) smaller driver diameter.

Produced as 1450-1462, they renumbered in the 1550 range to accommodate later orders of 79" Atlantics that took the original locomotives and ensured a continuous numbering for that variant.

Only two of this class--1554, 1556--were rebuilt as two-cylinder, simple-expansion engines with 22"x 26" cylinders. The others were all scrapped in the late 1920s with a few lending their boilers to other members of the class. 1556 was scrapped in August 1940 while 1554 soldiered on and was scrapped only in August 1952.

Locobase was surprised to find this lone superheated compound among the large class of saturated Atlantics produced by Baldwin for the Santa Fe (see Locobase 6547). The large-diameter tubes and flues allowed for a nearly identical heating surface to that of the earlier design, but almost 1/5 of that amount was now superheated.

Locobase 450 describes the strange Bull Moose class, known for its Jacobs-Shupert firebox. In the 1920s, the Santa Fe simpled and superheated some of all the classes of Atlantics and included about half of this class. Although the grate area didn't change and the firebox heating surface area wasn't substantially different, the engine's wheelbase shrank considerably even as combined heating surface area grew.

They proved a very handy size for branch-line local passenger service and served the Santa Fe until the early 1950s.

These odd Atlantics (23 in all) had an unusual profile with three domes -- the two steam domes flanked the sand dome. Nicknamed "Bull Moosers," their tapered boilers mounted ahead of a Jacobs-Shupert firebox were long enought that there was room for a third driving axle. Also, the Walschaerts valve gear was spread out along the driving set and had intermediate links. The main rod drove the front axle.

The stayless Jacobs-Shupert firebox is discussed in Locobase 463. Its promise was compromised by its inability to avoid leaking.

AERJ's report commented on the novel steam circuit:"A somewhat startling arrangement of steam pipes is a prominent feature in the design, and is clearly indicated in the accompanying illustration. The steam is taken from the boiler at the rear dome and through two 5 in. pipes carried to the forward dome in which the throttle valve is located."

Locobase also notes a result that of the three equal-sized domes on the boiler, the central one was the sand dome and the two flanking domes held steam, the reverse of the usual layout.

AERJ continues" The peculiarity of outside pipes begins at this point with an outside dry pipe running on the center line of the boiler. A T-head at the extremity of the dry pipe, immediately behind the stack, provides for the disposition of the steam to the high pressure cylinders. It is said that this arrangement was desired by the railroad, and it became possible through the construction of the reheater. Greater accessibility is of course secured, and this becomes a matter of some importance in connection with the re-grinding of steam pipe joints, but it is quite evident that the symmetrical appearance of the engine has been largely sacrificed for this advantage."

Note that another steam pipe emerged near the smokebox on either side after passing through a smokebox reheater that measured 1,147 sq ft in area; this pipe entered the outside low-pressure cylinders.

AERJ's editors (either E A Averill or R M Rogers), ever vigilant for innovation, comments on the design: "Outside steam pipes will, however, establish one thing, and that, immunity from any poor steaming condition which might result from impaired draft due to leaky joints. It was proposed for years in several quarters to place steam pipes outside to overcome this very trouble, but the prevailing construction of the period made this impossible."

In the 1920s, fourteen of these engines were converted to simple-expansion operation; see Locobase 15301.

The other engines were retired beginning in 1926. The last of the simple-expansion upgrades went in 1953.

These Atlantics were the first of more than 160 4-4-2s purchased by the Santa Fe. They had the Vauclain balanced compound arrangement in which a single 15" (381 mm) piston valve served each side's set of one HP and one LP cylinder.. At least one (256) had the riveted Jacobs-Shupert firebox. (See Locobase 463 for a description of this unusual firebox design. )

It's not clear whether they were ever superheated or simpled, but it seems unlikely. By 1920, however, the class operated its valves with Baker gear, which replaced the Walschaert gear originally employed.

With passenger-train weights increasing every year, this inherently limited arrangement enjoyed only short-term success and the class operated only until 1925-1927.

Works numbers were 24000 in March 1903; 24089, 24091, 24154-24158, 24167 in April; 24180-24182, 24213, 24217, 24220-24221, 24236, 24242, 24247-24248, 24273, 24282, 24287-24288 in May; 24297-24298, 24312, 24349, 24352-24353, 24362, 24367, 24379, 24380, 24389 in June.

The AT&SF bought a couple of batches of Vauclain balanced-compound Atlantics from Baldwin in this year. When delivered, the design's firebox heating surface included 10 sq ft (0.93 sq m) of "firebrick" tubes, which was later enlarged to 30 sq ft (2.79 sq m) of arch tubes. Each of the two 15" (381 mm) diameter piston valves served a set of HP and LP cylinders.

A traction increaser could be adjusted by the engineer to add 12,000 lb (5,443 kg) to the adhesion weight. A cab notice reminded the engine to always start a 507 with the traction increaser on (a signal sounded to alert the operator) and to release it when the locomotive had reached 15 mph (24.2 km/h).

For the later group of Atlantics built to the same design in the same year, but heavier, see Locobase 8993.

The 1906 Baldwin catalogue shows one of the 35-engine class that also was displayed at the St Louis Exposition of 1904. See also the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 625-626.

In the late 1920s, the Santa Fe either scrapped the Atlantics it had or converted them to simple-expansion and superheaters.

Over two dozen of the Santa Fe's large number of Atlantics of the 507 and 1400 classes (Locobases 4091 and 6547) were simpled and superheated in the late 1920s. Both coal-fired and oil-fired locomotives benefited, the latter's tenders holding either 3,129 or 3,170 US gallons (11,843 or 11,998 litres) of oil.

The simpled Atlantics rolling on 79" drivers were 512, 537, 1413,1416, 1440, 1442, 1452, 1457, 1473, 1475, 1477.

Others had 73"(1,854 mm) drivers and generated a tractive effort of 29,400 lb (13,336 kg). These were 1415, 1417, 1420, 1425, 1428, 1431, 1444, 1446, 1447, 1456, 1458, 1460, 1462, 1466, 1470, 1472, 1478.

The AT&SF bought a couple of batches of Vauclain balanced-compound Atlantics from Baldwin in this year. Locobase 4091 tells about the first set. This latter group of eighteen (Works #24663-24665, 24673, 24678-24679, 24684, 24694-24695, 24702-24704, 24706, 24712-24714, 24725, 24757) came in September 1904 and had a firebox heating surface that included 20 sq ft of arch tubes (. Other than that and an increase in weights, the two classes were essentially identical. These too had two 15" (381 mm) piston valves, each serving a set of HP and LP cylinders.

In the late 1920s, the Santa Fe either scrapped the Atlantics it had or converted them to simple-expansion. The latter ran into the 1940s.

Worley claimed that the small locomotive builder from Scranton, Pa was entirely inappropriate for the task of "constructing a successful high speed locomotive." He added:"In short, and in vulgar parlance, the Santa Fe got a real lemon in the 454 class." Realizing this almost immediately, neither the manufacturer nor the railroad made anything of the class's introduction and apparently took no photos of the locomotives in service.

Comparing the data to other 4-4-2s of the time doesn't uncover any truly oddball ratios, although the boiler is huge compared to the firebox. The one diagram the Santa Fe produced doesn't clearly show the suspension arrangements, so perhaps the problem lay in how the locomotive moved on the rails.

Regardless of its suitability, all of the class were converted to Ten-wheelers in 1904; see Locobase 8990.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 1400 | 1452/1550 | 1453 - superheated | 1480 | 1480/Bull Moosers |

Locobase ID | 6547 | 6548 | 8994 | 15301 | 450 |

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

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

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

Number in Class | 67 | 12 | 1 | 14 | 23 |

Road Numbers | 1400-1449, 1462-1478 | 1450-1461 | 1453 | 1480 | 1480-1502 |

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

Number Built | 67 | 12 | 14 | 23 | |

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

Year | 1905 | 1905 | 1913 | 1920 | 1910 |

Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 6.83' | 6.83' | 6.83' | 6.83' | 6.83' |

Engine Wheelbase | 30.25' | 30.25' | 30.25' | 28.92' | 32.67' |

Ratio of driving wheelbase to overall engine wheebase | 0.23 | 0.23 | 0.23 | 0.24 | 0.21 |

Overall Wheelbase (engine & tender) | 59.54' | 62.44' | 62.35' | 60.81' | 64.08' |

Axle Loading (Maximum Weight per Axle) | 56830 lbs | 56150 lbs | 59100 lbs | 57675 lbs | |

Weight on Drivers | 111160 lbs | 107160 lbs | 115225 lbs | 118100 lbs | 112125 lbs |

Engine Weight | 208770 lbs | 206360 lbs | 220795 lbs | 229500 lbs | 231675 lbs |

Tender Light Weight | 140000 lbs | 175000 lbs | 175000 lbs | 179225 lbs | 163325 lbs |

Total Engine and Tender Weight | 348770 lbs | 381360 lbs | 395795 lbs | 408725 lbs | 395000 lbs |

Tender Water Capacity | 8500 gals | 9000 gals | 9000 gals | 9000 gals | 9000 gals |

Tender Fuel Capacity (oil/coal) | 2180 gals | 14 tons | 14 tons | 3129 gals | 3300 gals |

Minimum weight of rail (calculated) | 93 lb/yard | 89 lb/yard | 96 lb/yard | 98 lb/yard | 93 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 79" | 73" | 79" | 73" | 73" |

Boiler Pressure | 220 psi | 220 psi | 220 psi | 200 psi | 220 psi |

High Pressure Cylinders (dia x stroke) | 15" x 26" | 15" x 26" | 15" x 26" | 22" x 26" | 15" x 26" |

Low Pressure Cylinders (dia x stroke) | 25" x 26" (2) | 25" x 26" (2) | 25" x 26" (2) | 25" x 26" (2) | |

Tractive Effort | 20364 lbs | 22038 lbs | 20364 lbs | 29305 lbs | 22038 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.46 | 4.86 | 5.66 | 4.03 | 5.09 |

Heating Ability | |||||

Firebox Area | 220 sq. ft | 220 sq. ft | 220 sq. ft | 223 sq. ft | 190 sq. ft |

Grate Area | 49.60 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 48 sq. ft | 48 sq. ft |

Evaporative Heating Surface | 3236 sq. ft | 3236 sq. ft | 2579 sq. ft | 2391 sq. ft | 2508 sq. ft |

Superheating Surface | 603 sq. ft | 456 sq. ft | |||

Combined Heating Surface | 3236 sq. ft | 3236 sq. ft | 3182 sq. ft | 2847 sq. ft | 2508 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 608.52 | 608.52 | 484.97 | 209.02 | 471.62 |

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

Robert LeMassena's Power Computation | 10912 | 10890 | 10890 | 9600 | 10560 |

Same as above plus superheater percentage | 10912 | 10890 | 12959 | 11136 | 10560 |

Same as above but substitute firebox area for grate area | 48400 | 48400 | 57596 | 51736 | 41800 |

Power L1 | 8503 | 7857 | 17857 | 16188 | 6266 |

Power MT | 337.28 | 323.29 | 683.32 | 604.38 | 246.41 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 256 | 507 | 507+ | 542 | 824/454 |

Locobase ID | 5330 | 4091 | 15300 | 8993 | 16086 |

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

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

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

Number in Class | 4 | 35 | 28 | 18 | 10 |

Road Numbers | 256-259 | 507-541 | 507, 1401, 1452 | 542-559 | 824-832/455-464 |

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

Number Built | 4 | 35 | 18 | 10 | |

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

Year | 1903 | 1904 | 1923 | 1904 | 1899 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 6.33' | 6.83' | 6.83' | 6.83' | 7.50' |

Engine Wheelbase | 29.50' | 30.25' | 31.92' | 30.25' | 26.33' |

Ratio of driving wheelbase to overall engine wheebase | 0.21 | 0.23 | 0.21 | 0.23 | 0.28 |

Overall Wheelbase (engine & tender) | 58.71' | 59.54' | 64.23' | 62.44' | 54.67' |

Axle Loading (Maximum Weight per Axle) | 58150 lbs | 61500 lbs | |||

Weight on Drivers | 90000 lbs | 109700 lbs | 122900 lbs | 110560 lbs | 98000 lbs |

Engine Weight | 187000 lbs | 202400 lbs | 236800 lbs | 208110 lbs | 163000 lbs |

Tender Light Weight | 140000 lbs | 164240 lbs | 175000 lbs | 175000 lbs | 98000 lbs |

Total Engine and Tender Weight | 327000 lbs | 366640 lbs | 411800 lbs | 383110 lbs | 261000 lbs |

Tender Water Capacity | 8400 gals | 9000 gals | 9000 gals | 9000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 9 tons | 3138 gals | 14 tons | 14 tons | 7.5 tons |

Minimum weight of rail (calculated) | 75 lb/yard | 91 lb/yard | 102 lb/yard | 92 lb/yard | 82 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 73" | 79" | 79" | 79" | 73" |

Boiler Pressure | 220 psi | 220 psi | 200 psi | 220 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 15" x 26" | 15" x 26" | 22" x 26" | 15" x 26" | 20" x 26" |

Low Pressure Cylinders (dia x stroke) | 25" x 26" (2) | 25" x 26" (2) | 25" x 26" (2) | ||

Tractive Effort | 22038 lbs | 20364 lbs | 27079 lbs | 20364 lbs | 24219 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.08 | 5.39 | 4.54 | 5.43 | 4.05 |

Heating Ability | |||||

Firebox Area | 190 sq. ft | 200 sq. ft | 220 sq. ft | 220 sq. ft | 183 sq. ft |

Grate Area | 49.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 50 sq. ft |

Evaporative Heating Surface | 3083 sq. ft | 3215 sq. ft | 2720 sq. ft | 3236 sq. ft | 3075 sq. ft |

Superheating Surface | 603 sq. ft | ||||

Combined Heating Surface | 3083 sq. ft | 3215 sq. ft | 3323 sq. ft | 3236 sq. ft | 3075 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 579.75 | 604.57 | 237.78 | 608.52 | 325.26 |

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

Robert LeMassena's Power Computation | 10890 | 10890 | 9900 | 10890 | 10000 |

Same as above plus superheater percentage | 10890 | 10890 | 11682 | 10890 | 10000 |

Same as above but substitute firebox area for grate area | 41800 | 44000 | 51920 | 48400 | 36600 |

Power L1 | 7308 | 8265 | 21287 | 8503 | 10270 |

Power MT | 358.03 | 332.20 | 763.71 | 339.11 | 462.07 |

- 507 (Photo courtesy Steve Church)
- 1452 (Photo courtesy Steve Church)

- Atchison Topeka & Santa Fe Railway Subjects
- Santa Fe Railway Historical & Modeling Society
*Iron Horses of the Santa Fe Trail*by E. D. Worley, Published by The Southwest Railroad Historical Society.

If you have any railroad data such as diagram books, rail station plans or anything else that you would be willing to share, please contact us.