Santa Fe Diesel Roster

I'm just making a list here to help me try to come up with a prototype roster. The lines with asterisks show where an appropriate model is available in G scale.

NOTE: until I get the formatting better, the road numbers that are UNDERLINED are links to a picture of that locomotive. Try it! I'm having formatting problems that limits my making the links more obvious.

Link to an excellent diesel roster site: http://spazioinwind.libero.it/cajon/roster/sfdiesel.htm

1 and 1A - First Santa Fe diesel, boxcab built by EMC, 1935

• 1 & 1A - Just two made, built 1935, they were later rebuilt to E8BM
• 1 - after repainting and face lift

• 1A and 1

44 Ton - by GE, 1942-1944, 9 built, road numbers 460-468***** USAT 44 tonner R22157, road number 1205, where the heck did they get that? I want one, I guess buy the USAT one and have it painted, not even available in Santa Fe now, but can get it undecorated. Picture of USAT 44 tonner currently the undecorated one is the best bet, R22150. I don't think it was ever in blue and yellow like the USAT on.

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> I was going through my 1988 motive power annual today and they have a nice section

> covering the surf line.In this section the have 2 photos of 466 from 1946 with orange

> safety stripes. Does anyone know how long the 466 lasted with the orange stripes.

There's another B&W photo of 466 in orange stripes on p. 189 of _Early Diesel Daze_.  Alco "HH600" 2301 got the same treatment.  I've never seen anything official, but my guess is these units didn't last too long in that getup.  There's a 1949 photo of 2301 in "standard" aluminum stripes in that same _Santa Fe 1988 Motive Power Pictorial_, and 466 likely didn't escape the 40's with orange stripes, either.

By the way, the B&W photos suggest, and a recent color photo of 2301 on EBay confirmed, that the diagonal stripes were orange, but the horizontal pinstripe, lettering, and emblem were aluminum.  Basically, take the scheme modeled by 462 as it's preserved at Niles Canyon, delete the frame stripe, and add the orange diagonal stripes to it.

• 460 - Preserved by the Midland Railway Historical Association as ATSF #460.
• 461 - 461 - 461 - delivered in black and white pre zebra stripe, which is similar to the later blue and yellow in layout. Preserved by the Pacific Locomotive Association as ATSF #461.
• 462 - Preserved by the Western America Railroad Museum as ATSF #462. In stand-by service, Niles Canyon Railway, Sunol, CA http://www.ncry.org/roster/diesel.shtml
• 464 - was in zebra stripe originally, but later repainted to yellow/blue 1964
• 465 - zebra stripe
• 467 - in yellow and blue
• 468 -

44 Ton - by Davenport, 1 built, built 1941, road number 450

44 ton - by Whitcomb, 1 built, built 1941, road number 400, renumbered 451

B23-7 - by GE, 1978-1999, renumbered for BNSF

• 4217

B30-7 - 1980-1995?

• 7207

B36-7

• 7484
• 7492

B40-8W - 1988-2000, renumbered for BNSF

• 500

C30-7 - by GE, 157 built, 1977-1994 , road numbers 8010-8166, some renumbered for BNSF

• 5170

C40-8W - by GE, 1992- later renumbered for BNSF

• 800

C44-9W - by GE, 1994- later renumbered for BNSF

• 600

CF7 - (mostly converted F7, looks like gp7), built or rebuilt by Santa Fe, 233 built, 1970-, road numbers 2417-2649

Dash 9-44CW, by GE, numbered 600-649, 1994-present**** Aristo 23005, road number 600, also in BSNF colors

DL109 (A), DL110 (B), by Alco/GE, 2 built, numbered 50L & 50A, 1941-1960

• 50L 

Looked a bit like PA with long swept back nose. Had one headlight in July 1953, but I have a photo with 2 headlights dated May 1957.

erie built 90L and 90a 90bb with yellow cigar band..

DS44-1000 - by Baldwin?

• 2267

DT66-2000 - by Baldwin, built 1948 and 1949, class 2660, road number 2601-2606, double-ended switcher, big boy! Here's a builders drawing

• 2602 2602

E1A and E1B - by EMC/GE, 11 built, 1937-8, road numbers 2LA-4LA, and A units 5 through 9 - all later rebuilt to E8m units. The old GE generators would not stand more than 2000 h.p. , hence the "m". Also note that the noses had a freight unit pilot.

• 2 and 2A - for the original streamlined Super Chief.
• 3 and 3A - for the second streamlined Super Chief trainset.
• 4 and 4A - backup power for the Super Chief.
• 5 - for the El Capitan.
• 6 - for the El Capitan.
• 7 - for the San Diegan.
• 8 - for the Golden Gate.
• 9 - for the Golden Gate.

E3A, E3B - by EMC/GE, 2 built, 1939, road numbers 11L & 11A

• 11L & 11A
• 11L, E8M, and (probably) 11A

E6 - by EMC/GE, 7 built, 1940, road numbers 12LA-13LA, 14L, 15LA, many had dual sealed beam conversions from the single bulb as originally fitted. These were made by Pyle National company. It appears that these were fitted to the E3's too.

• 80L - 86L - built from E1A units
• 87L - built from E1A unit
  
• 80A, 81A, 82A - built from E1B units
• 83A, 84A - built from the original 1 and 1A boxcabs.
  

ERIE - built

• 90LABC -  only 3 were bought by Santa Fe, opposed cylinders. They did do well for the Santa Fe, prime mover problems, apparently oil would collect in the lower cylinders while idling and results in spectacular clouds of blue smoke. 

FT - by EMC, Dec 1940-1963, in blue/yellow warbonnet, class 100, numbered 100-199 & 400-430 frt, not consecutive, 155A & 165B frt, 158LABC-168LABC pass100L-179L (A units), 100C-179C (A units), 100A-179A (B units), 100B-179B (B units)

• 135A?

Some interesting information from the July 2008 issue of "Railfan & Railroad", an atricle by Preston Cook (courtesy of Ted Doskaris)

Basically, he states the FT (the T meaning) was not defined in official documentation as to what it meant; however, he goes on to state "it was generally assumed to signify horsepower as in thirteen hundred and fifty since the units were produced near the end of Electro-motive's use of horsepower-based models names".
But there is more: as the word "tandem" could also have been the meaning of the "T" as to distinguish the draw bar connection of the locos.
He goes on to state that the term "FS" (S = single) was used in versions of these locos to signify they were equipped with couplers - like that of Santa Fe units.
He states:
'Let's take a look at what this gives us:
Single Model F with couplers = FS
A-B Model F with drawbars = FT
A-B-A Model F with drawbars = FT
(The "B" unit is the shortened FT-SB)
A-B-B-A Model F all with drawbars = FT
(Some where built this way)'
The Northern Pacific # 6000 4 unit FT A-B-B-A set had all drawbars - no couplers between them. This was opposite to Santa Fe's A-B-B-A sets having all couplers between the units, hence the rightful term would be "FS" in the case of Santa Fe but for not this designation followed after Santa Fe took delivery of the first units made this way.

The FT "B" units made with drawbar connection to the "A" units did not include batteries or a hostler control, whereas the FS "B" units had batteries and hostler control.

The article also ends with the FL9. The "L" meaning "long distance". It turns out this loco was first conceived to carry extra water for the steam generator for long distance passenger use. It originally had the front Blomberg two axle truck and an SD9 type 3 axle rear truck to match the same wheel size as the front truck - though in this application with an idler center axle. No railroad apparently was interested in buying it so it never saw service.
It was the New Haven that got FL9, but having a front 2 axle Flexicoil truck that could accommodate the electric pickup shoes that the Blomberg trucks could not accommodate.

The majority of the 16 Class F3's indeed were retrofitted with Leslie S-5T-R's;however, photographic evidence also suggests there were exceptions with some receiving Nathan M5R24's during their careers.   A couple of examples are the 19C and 30C appearing in Marvel's "Santa Fe-all the way".  

• 16C - built 11/46, later converted to CF7 2631

F7 - by EMD, 1949, 462 built, 202LABC-280LABC frt, 37LABC-47LABC pass,

• 123

F9 - by EMD, 1956, 36 built, 281LABC-289LABC

F series B unit

• 342 - interesting color, looks like match for yellobonnet

F-M Fairbanks-Morse, only one set ABA, lead unit #90, 6000 hp, no model number only known as Eire-Builts,  received in June 1947,maintenance problems, removed from transcontinental service, sold to GE for new diesel in 1963

F45 - by EMD, 40 built, 1968-, road numbers 1900-1939

• 5901

FP45 - by EMD, 9 built, 1967-, road numbers 100-108??

• 90

GP7 - by EMD, 2650 class, yellow/blue, 250 built starting 195, 2650-2893

It appears from photographic evidence the first units in the 2650 class were delivered with split Leslie A125, A200's (one front, one rear). However; the horn type varied over the three year delivery period from 1950-1953. Many had the classic Nathan Airchime MS-1, while others, towards the production run end, were equipped with the split version of the Leslie Supertyfon S-3L. Split, meaning the largest bell on a single horn bracket facing rearward on the long hood, and the other two bells mounted on a two-horn bracket facing forward on the short hood.

• Early deliveries- Leslie A125-247 - short hood (forward) - and Leslie A200-156 - long hood (rearward).
• Mid deliveries- Nathan Airchime MS-1; From photos, the MS-1 replaced many A-125-247 atop the short hood facing forward.
• Late deliveries- Leslie Supertyfon S-3L - split, see below.
• ***** USAT, R22115, road number 2886

GP7U - ???

• 1310 - renumbered to 2246, then BNSF 3820

GP-9 - EMD/ATSF, 700 class, 52 built, built 1956, 700-751

• Horns:  All of the 700 class GP-9's were delivered with horns the same wasy as the GP-7's as it was an EMD standard application. What you heard at trackside was a dual horn,Leslie Supertyfon S-3L - split or Leslie Supertyfon model S2M. The single tone horn was used for reverse moves.

• 726 - blue/yellow

• 727 - blue/yellow
• 729 - blue yellow

GP9U -

• 2250 - 2250 - later renumbered to bnsf 1639

GP7 slugs, EMD/ATSF, 2 built, built 1980, road numbers 115, 119

GP2020U - by EMD, 75 built, built 1960, 1100-1174

• 1106

GP30/GP30u - by EMD, 86 built, built 1962, road numbers 1200-1284, renumbered 3200-3284, and again to 2700-2784***** USAT R22451 blue warbonnet, road number 3233-3236

• 1200
• 2700

GP35/GP35u, built 1964-2000, then became BNSF, still in service

• 1423 - built 9/65, later renumbered to 2923, then 3423, then 2623

GP38 - by EMD, 61 built, built 1970, road numbers 3500-3560??***** USAT R22207, road number 3508

• 2300 - later renumbered to BNSF 2190

GP38-2 - 1970-200, then became BNSF, still in service

• 2372 - later renumbered to bnsf 2372
• 2379 - ex TP&W

GP39-2 - 1975-1997-2000, then became BNSF

• 3424

GP40 - one only, from merger with TPW, renumbered at end of the gp35's, later wrecked at Pico Rivera see this site: http://atsf.railfan.net/gp40/

• 2964 -

GP40X - 1978-?? renumbered for BNSF

• 3800 -

GP50 - 1985-1997, renumbered for BNSF

• 3810 - built 81

GP60 - 1990-1997, renumbered for BNSF, became GP60M

• 4000 - built 5/88

GP60B - "B" unit, like a slug in appearance, 1991, later renumbered for BNSF

• 325 first in series of GP60Bs

GP60M - see above-

• 100

HH660 - Alco High Hood, 1935-1964 - apparently some came in orange zebra stripe before the familiar black and silver zebra. Orange was only on the West coast.  Officially added to the locomotive roster February 4, 1935, ALCO demonstrator 1 became AT&SF switcher #2300. The high hooded, 600 horsepower (hence HH600) McIntosh & Seymour 531 six cylinder four-cycle engine. Retired from active service in 1964, was soldand was in use until 1970 at least. Was rescued and restored, oldest Santa Fe diesel in existance.

• 2301 - On display at the Railroad and Heritage Museum at Temple, TX

H-12-44 - by Fairbanks Morse, 1956-??

• 519 - built 8/52, retired 6/72
• 525 -

H-12-44TS - hood different?, only 3 built, steam generator for passenger car switching

• 542 - 542 - 542 -
• 543 - built 5/56, retired 5/74

H-15-44 - FM, 1,500 hp, produced 1947-1950, don't know if SF had any of these, opposed cylinders, often nicknames as Poie or OP. Claim of fewer moving parts than EMD 16 cylinder locos.

H-16-44 - Fairbanks-Morse, produced 1950-1963 road numbers 3000-3019, 1,600 horsepower, 8 cylinder opposed engine, open-ended cylinders with 2 opposed pistons per cylinder. Series 3000-3009 first delivery, second delivery 1952, 3010-3019. (were any of these renumbered? research 2819 renembered to 3019)

• 3011 - built 7/58
• 3014 -

M series - doodlebugs

Horns: doodlebugs started with dual wabco's , mid 30' went with dual leslie's, and usually ended up with single tone wabco or leslie

• M104 - Was experimental steam-powered combine, built 1911, body by ACF, inside, oil-fired builer provided power to steam truck with 2 pistons between the wheels, and linked ot outside rods which drove the wheels. Retired in 1913, rebuilt 1917 to simple non powered combine numbered 1356. Renumbered to 2543 in 1926, donated ot Orange Empire Railway museum in Perris CA in June 1972.
• M106 - see trainorders.com, striped front end, maybe has the big curved radiators on to, scrapped June 1942,

• M130 - doodlebug

• M131 - doodlebug, EMC model 148, 1929, 80' overall, dark green, yellow face, like aristo***** Aristo doodlebug, 21210, clearstory roof
• M153
• M154 - see trainorders.com striped front end, square radiators on top

• M160 - M160 - M160 - by Brill Motorcar Company, 535 hp Gasoline-electric, built 1931. It is operational and is at a museum in Texas. The M.160 had major rebuilds in 1948 and 1952, when it was fitted with a diesel engine and components from Santa Fe's first E-1 passenger locomotive. M.160 spent much of its life on Santa Fe's vast network of rural branch lines, initially operating between Amarillo, Texas and Carlsbad, New Mexico, and later used on the Wichita, Kansas - San Angelo, Texas route. Its last service was between Carlsbad and Clovis, New Mexico on trains 25 and 26, "The Cavern," painted in the red and silver "warbonnet" paint scheme used for passenger locomotives and pulling round end chair observation number 3197. M.160 was retired in December 1966 and stored at Clovis until donation of both M.160 and 3197 in January, 1969. Moved to the Sacramento museum in 1986, but never displayed there, now back to Belen in New Mexico.

• M176 - doodlebug, dark green, box over cab, had wabco A-6 on back of car, same build data as 131, the were part of an order for 21 cars delivered in 1929. - see trainorders.com, the zebra stripe scheme was dropped a few years before they adopted it for switchers. Thenew paint scheme has been referred to as the "gull wing" scheme.
• M177 - doodlebug, dark green with yellow face. Currently at travel town in Los Angeles. One of 4 EMC model 148 cars that were never dieselized.

  The Atchison, Topeka & Santa Fe Motorcar M.177 was jointly constructed by the General Motors Electro-Motive Division and the Pullman Car and Manufacturing Company, in Chicago, Illinois, in September 1929.
  
  The baggage compartment of the M.177 served not only as baggage and freight compartment, but also as a Railway Post Office and as a refrigerator car (by sitting perishables on metal plates with ice blocks).

  Although the M.177 did not operate in Southern California, one of the cars from the same order, the M.181, did work Santa Fe's Los Angeles-San Bernardino run for many years. The M.177 last operated on a line between Pampa, Texas, and Clinton, Oklahoma, in October 1953, when retired to Topeka, Kansas, where it remained until its donation to the Travel Town Museum in 1958. Mechanically, M.177 is a unique survivor in that it retained its original Winton gasoline engine, while other motorcars were converted to diesel.

  BUILT: 1929 ENGINE BY ELECTRO-MOTIVE CORPORATION, BODY BY PULLMAN
  400 HORSEPOWER

• M179 - see trainorders.com, striped front end
  
• M181
  

• M190 - M190 - looks like like 160, warbonnet- delivered with a 900hp v12 distillate engine, changed to normal v12 EMD diesel in 1949.
• M191 - Budd RDC-1, Santa Fe rebuilt it and called it a RDC-2  ***** Aristo RDC-1, 22810

M131 and M176 were part of an order for 21 EMC model 148 cars in a variety of configurations delivered in 1929. Both cars had bodies built by Pullman that were 80 foot long overall. M.131 and sister M.130 had baggage, smoking, and coach compartments, while M.176 was one of six cars (M.175-180) that also crammed in an RPO section. M.176 lost its RPO for more baggage space in 1938. According to McCall's The Doodlebugs, M.131 went to California for a while working the Fresno-Corcoran local, before moving back to the middle of the system (Kansas-Oklahoma) for service in 1949. M.176 spent most of its career on the eastern and middle portions of the system; a 1942 table in McCall's book shows it assigned to a main line run between Ft. Madison, IA and Kansas City, MO. Its most common post-war assignment (along with M.131) was the Little Ranger, Tr. 25 and 26 between Emporia and Winfield, KS. Both cars were dieselized in 1952 with a Caterpillar D-397 V-12. M.131 also traded its pair of traction motors for a single motor on the #2 axle salvaged from a 2-class E1 passenger diesel. M.131 closed out service on the Arkansas City, KS-Shawnee, OK run in 1956 and was sold for scrap in 1958. M.176 closed out motor service on the Little Ranger in October 1958, and after a brief turn in freight service between Independence and Longton, KS, it went to scrap in 1960. Happily, never-dieselized sister M.177 was saved and sent to Traveltown in L.A. for display. An aborted restoration effort a few years ago left the car half-finished, with a rebuilt engine but a generator still in need of rewinding, a painted cab but a primered body.

NW1 -

• 1217

NW, by EMC/Winton, 3 built, 1937, road numbers 2350-2352
NW2 - by EMC, 15 built, 1939-1943, road numbers 2353-2367, renumbered 2303-2417, delivered with Leslie Tyfon model A-125-247, sounding B below middle C**** USAT R22003, road number 1216

• 2404 - 2404 - built 7/39, retired 4/70
• 2411 - built 8/39, retired 5/70, zebra stripe!

NW2 slug, EMD/ATSF, 2 built, 1973, road numbers 120 & 121, renumbered to 1120 & 1121

They were delivered with pairs of single tone Wabco E-2's, which were exchanged for five chime Leslie S-5TR's later in life.  A few PA's had Nathan M5's, but the Leslie was the usual chime horn found on these units.. 

A few PA's had twin Leslie A-200's.  The retrofit with the Leslie 5's took place circa 1961-1962. 

  As delivered the ATSF PA's had very plain back ends, no backup light. There were marker lamp brackets, and a couple of other small items. Later, at least by the time they got the radio antennas and Leslie M5 5 chime horns, several items had been added including the small red warning light that ATSF installed on all engines. No no evidence they ever had a true backup light

• 52L

• 2393 - originally 2387 - picture looks more like 2398
• 2395 - yellow/blue!

http://www.trainorders.com/discussion/read.php?11,1318692 (need paid subscription to view)

A nice b&w close in view of the 2099 appears on page 212 in  John B. McCall's book: EARLY DIESEL DAZE.  The zebra striped unit indeed has a Leslie A200-156 single tone horn and is located on the centerline of the cab roof facing short hood end in the undated photo.  Of interest, the unit had a steam boiler and dual controls, and spent most of it's service career in passenger switching, branch line, and local passenger service.

When Santa Fe first got it, the long hood was designated the front, hence the stripes coming to a peak on the long hood and a V on the short hood (the "rear").  Some time later, the short hood was designated the front and the striping pattern was reversed to put the peak on the short hood.  A photo of the unit in this later configuration is in  Iron Horses of the Santa Fe Trail. 

There are 2 phases of RS2 production, early and late, Feb 50 to may 50 the horsepower was increased to 1600. Santa Fe had no RS3's therefore.

There is a number 2098 is in Campo, Ca, which is former Kennecott Copper Corp. RS-2 #103 painted up to resemble a Santa Fe unit.

Closest G scale model: RS3 by Aristo, Art-22203, zebra stripe, road numbers 2094 and 2099. 

RS2-3, difference 3 has battery box on running board behind cab, rs2 fuel fill cap and gauge on side of cab (rs3 under frame), RS2 did not have battery boxes outside short cab.

RSD5 - C-C, by Alco, 53 built, built 1951, 2110-2162
RSD7, by Alco, 12 built, built 1954, 600-611
RSD15 - by Alco, 50 built, built 1959, 800-849

• 821 - built 7/59

RSD15, by Alco, 2 built, built 1976, 145 & 146

S1 - by Alco/GE, 2 built, built 1944, 2303 & 2304
S2 - by Alco/GE, 70 built, built 1942-45 and 1948-49, 2322-2391 - here's a nice site by the San Diego Museum people, with a slide show on moving one to Campo

• 2334 -
• 2379 -

S4 - by Alco/GE, 38 built, built 1951-53, 1500-1537 - should have horn lie RS3 1951-1952**** USAT R22551, road number 1507

• 1511 - built 6/51, retired 1/71

SD24 - by EMD

• 4514 - 4514 -

SD26 -

• 4603 -
• 4626 - built 1959

SD39 -

• 1557 - built 6/69, renumbered to BNSF 6201
• 1574 - later renumbered to 4012, then bnsf 6218

SD40
SD40-2 - by EMD, 187 built, built 1977-81, road numbers 5020-5192, 5200-5213**** USAT SD40-2, R22301, blue warbonnet, road number 5036, also in silver warbonnet

• 3191 -

SDP40F - 1974-??

• 5238 -

SD45 - 1966-1994, retired 1993-2002, some renumbered for BNSF**** Aristo 22403, road number 5576

• 5555 -
• 5576 -

SD45B - by EMD, 2 built, build 1983 & 1986, road numbers 5501-5502, "B" units, no cab

• 5501 -
• 5502 -
  

SD45-2 - 1972-1998-2000, renumbered for BNSF

• 5627 -

SDF45 -

• 5974 -

SDFP45 - EMD, 1967- silver warbonnet

SD75M - by EMD, 51 built, built 1995, road numbers 200-250**** USAT SD70, in silver and blue warbonnet and bsnf

• 201 built 4/95
• 8265 -
  

SF30C

• 8780 -

SW9 - by EMD, 19 built, built 1953, 2420-2438, retired 1984

• 1224 - ssb-1200
• 1230 - ssb-1200

SW900, by EMD, 4 built, built 1957, 650-653
SW1200, by EMD, 3 built, built 1959, 2439-2441

SWBLW - built 12/70 from vo-1000

• 1460 - often called a "Beep", he Cleburne shops combined a geep hood, engine, and truckw siwht a Baldwin VO-1000 switcher frame and cab.

TR4A/B, by EMD, 2 pair built (cow/calf), built 1950, 2418LA-2419LA

• 1242 - ssb-1200
• 1243 - ssb-1200

U23B - by GE, 49 built, built 1970, 6300-6348, produced 1968-1977 total 481 all roads, turbocharged 12 cylinder engine, 2,250 horsepower. Second best selling U boat. Built in (unoffically) six phases (I, IIa, IIb, IIc,IId, IIe) Phase I units had flat wire mesh covering the air intake and radiator grills, Delaware and Hudson was only customer. IIa wire mesh replaced with perforated corrugated sheet metal. Phase I & IIa used cast frame end plate. Replaced in Phase IIb with steel plate and extension of end platform walkways over MU recptacel to protect it. Phase IIc changed the ribbint that framed the radiator grills. Phase IId added recessed handrail area for corner steps leading up to the cab. Phase IIe used new hood door latches from 2 knucklebuster latches to single twist handle centered on door.

• 6301 -
• 6311 -

U23C

• 7504 -
• 7518 -

U25B - by GE, 16 built, built 1962, 1600-1615 **** Aristo 22110 silver warbonnet, road number 6607, Art-22104 blue and yellow

• 1606 -

U28CG - 1966-1980?

• 350 , built 7/66, renumbered to 7900

U30CG - by GE, 6 built, built 1967, silver warbonnet, last passenger locos, 1967- , 6 were made, road number 400-405, some repainted to blue/yellow for freight use in 1969

• 400

U33C

• 8500 - 8500 -

U36C

• 8703 -

VO660, by Baldwin/AC, 1 built, built 1936, 2200
VO1000 - by Baldwin/Winton, 59 built, built 1939, 2201-2259

• 2258 - built 10/45, retired 6/71

Slugs

• no number
• 1129 - ex up sd24b
• 1144 - ex sp, u33c
• 3951 - ex gp30b

Painting schemes:

FTs began with black roofs, then most changed to blue roofs in their first repaintings during and after WW2.

Freight F3s and F7s started and finished with blue roofs.

Freight F-units seem to have begun with blue ends on the FTs and also the F3s and F7s, but it appears they changed to black ends, perhaps during the later 1950s. 

It appears that diesels were repainted about every three years, as there were new paint schemes introduced in 1945, 1948, 1951, and 1954 (or late 1953).

There was a time in 1954-57 when some F-unit sets still had cat- whiskers and some (most) had the new cigar bands.

Some zebra-striped switchers were not repainted to blue & yellow soon after 1960, as a few lasted in zebra as late as 1969.

FT's

The system began with the first FT pair that were received in December, 1940 as numbers 100L and 100A. The L was a cab unit and the A was a B unit. The next pair arrived on the system in January, 1941 with the numbers 101L and 101A, again with L being a cab unit and A being a B unit. These two units were renumbered as follows: 101A to 100B and 101L to 100C. Then the union said that two cabs equaled two crews and the 100C was renumbered to the 102L and lashed up with the new 102A, 102B, 102C (a B-unit) when they arrived in August, 1941 as an ABBB configuration.

It appears that the first four-unit lashup arrived in March, 1941, as the 101LABC, in an ABBA configuration.

In August, 1941, a new 100C B-unit arrived to fill out the 100LABC in an ABBB configuration. Also a 101C to make the above mentioned 101LABC into an ABBB configuration. The original 101C (A-unit) became the 103L and lead the 103LABC also as an ABBB locomotive.

Lone GP-40

The Santa Fe had one GP-40. Information here is from Ted Doskaris, Rev. Bob Miller, and references from various books, including Priest's Volume 2 of Santa Fe diesels, page 29.

First the TPW was merged into the Santa Fe. The history of the GP40, which eventually was numbered as 2964 on the Santa Fe after rebuild at San Berdno is: TPW 1000 was the lone GP40 on the TPW. It was one of 20 loaners built in 1969 by GM to fill in for Penn Central and Milwaukee Road service. When they became available to sale, all were purchased except this one lone GP40. TPW, which was a shortline running in Illinois and Indiana, bought it, painted it in their red and white scheme and numbered it 1000. When Santa Fe merged the TPW into the Santa Fe, the engine was renumbered for a short time to 3461 (behind last number of Santa Fe GP35's). In a few weeks, it was rebuilt at San Berdno, and renumbered to 2964.

The unit was built by GM with dynamics, and I (Bob Miller) have two photos of it in TPW red and white numbered 1000 and 3461, and the dynamics were still on the unit.

Now, Santa Fe also received 3 TPW GP35's, without dynamics. They were repainted and numbered from 900-902 into 3462-3464 and then again 2961-2963. These units were given dynamics purchased probably from SP scrap units. The GP40 then received number 2964. It was derated to GP38 performance levels having it's turbocharger removed, etc. It was also then re-designated as a GP38-3.

These units still look like GP40s on the outside whilst retaining their 3 rear fans. UP identified them with small script on the side of the loco as GP38-3. I (Ted Doskaris) spotted one that is typically located in the South San Francisco area.

This is not uncommon railroad company practice, as Union Pacific, similarly, de-rated many GP40s and designated them as GP38-3s, too.