Santa Fe Steam Roster


Click on the underlined links for pictures!

This page is organized numerically by the Whyte system of wheel arrangement, then by class.



There were saddle tankers built


2000 Class - Numbered 2000-2038 (later renumbered 9000-9038 in 1945-46)

  • 9005 -originally numbered 2005, built by Baldwin, 39 of them built in 1906, this one preserved in Clovis New Mexico. Given to city of Clovis in 1954, sat in Hillcrest park until August, 2010. It will become part of a local museum as part of New Mexico’s centennial celebration. It will be located in from of the original Clovis train station, the location of the train museum. To be moved within 9 months.Check out Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-qformat:yes; mso-style-parent:""; mso-padding-alt:0in 5.4pt 0in 5.4pt; mso-para-margin:0in; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Calibri","sans-serif"; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-fareast-font-family:"Times New Roman"; mso-fareast-theme-font:minor-fareast; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin;} Clovis Depot Model Railroad Museum


2039 Class - Originally numbered 2039-2092 (later renumbered 9039-9092 in 1945-46)

  • 9052 - Built by Baldwin in 1911-1913
  • 9062 - Built by Baldwin in 1911-1913
  • 9086 - Built by Baldwin in 1911-1913

2110 Class - Numbered 2110-2121 Build by Baldwin 1905-1906, renumbered to 9110-9121 in 1945-46

2-6-2 "Prairie"

1050 Class - 103 built by Baldwin 1092-1903

4-cylinder Vuclain compounds, simpled 1910-22, 1051 & 1125 used for 2-6-6-2 1157; 1050, 1057, 1073, 1079, 1080, 1096, 1108, 1129, 1139 preserved, last out of service by 1956

1800 Class - Originally 4 cylinder balanced compound, later simpled

4 driveshafts? #1878?

4-6-0 "Ten Wheel"

419 Class -

  • 420 - 10 built by Dickson in 1899, gone by 1938

4-6-4 "Hudson"

3460 Class -

Usually ran between Chicago and Colorado. Originally to the "Chief" in 1938, found that they were pretty powerful, so then switched to passenger trains of mostly heavyweight cars. 

Fully streamlined, the Blue Goose, robin's egg blue Santa Fe


566 Class -35 built by ATSF 1926-1926. These were built from the 1906 Baldwin 2-6-0s of the same numbers

2-8-0 "Consolidation"

664 Class

  • 664 - built 1899 by Baldwin, 57" drivers, originally #891, 45 built.

2507 Class - Numbered 2507-2525 Built by Schenectady or Brooks (varies)

  • 2512 - Just a model, this road number was built by Brooks in 1910. I have no idea if it is correct or not.

Nice writeup on the 2507 class HERE.

2535 Class - numbered 2535-2549, Built by Alco Pittsburg Works.

2-8-0 built by Alco, 15 locos by ALCO's Pittsburgh Works in 1909-1910 with the 2546 being built in 1910, as KCM&O 212. Also, while some of the 2535-class were equipped with slide valves, the 2546 was among some in the class equipped with piston valves. The class were oil burners and equipped with 8,000-gallon tenders. The 15 were acquired by the Santa Fe with the purchase of the KCM&O in 1929. 55" drivers, 9k gallon tender. #2544 had slide valve cylinders while #2548 had piston valve cylinders.


4-8-2 "Mountain"

The Atchison, Topeka & Santa Fe Railway was experiencing the same problem with its "Pacifics" that many railroads were having. The "Pacifics" were not adequate for the longer passenger trains on many of its routes. Looking for more power, the AT&SF bought two 4-8-2 "Mountains" from the Baldwin Locomotive Works in 1918. One of them, road number 3700, was a coal burner and the other, road number 3701, burned oil. Before these two were delivered, another ten were ordered: five coal burners and five oil burners (road numbers 3702 through 3711). Between 1919 and 1924, the AT&SF would purchase another 39 "Mountains" (road numbers 3712 through 3750). Twenty of them were oil burners and nineteen were coal burners.

All 51 of these "Mountains" were built by the Baldwin Locomotive Works and were designated as Class 3700. They all had 28 x 28 cylinders, 69" drivers, a boiler pressure of 210 psi, a tractive effort of 56,788 lbs and weighed approximately 352,000 pounds.

The entire group of Class 3700 "Mountains" were retired and scrapped between 1950 and 1955.



4-8-4 "Northern"


2900 Class

a few of these locos received the Pyle-National twin sealed beam headlights. From Andy Sperandeo: "Pyle-National made a type 14585 dual-sealed-beam headlight to mount on diesel bodies in place of reflector headlights, and it appears that is what the Santa Fe used on the 2920. There was also a type 14595 sealed-beam adapter to mount dual lights inside a reflector headlight housing, but it was of smaller diameter and doesn't have the radius at the edge which can be seen on the 2920's headlight. An illustration in the 1950/52 Loco Cyc shows the adapter with the third small lamp, but without explanation as to its purpose."

6 survive:

  • 2912 at Pueblo, CO
  • 2913 at Ft. Madison, IA
  • 2921 at Modesto, CA
  • 2925 at Sacramento, CA
  • 2926 at Albuquerque, NM.,undergoing restoration to operating condition, and the web site has a photo gallery with photos of the restoration process.

A 2900 is the identical to a 3776 except for:

A 3776 had 80" Baldwin 1941 Disc drivers. 3784-85 came with roller-
bearing rods, and the rest got them in 1947-48. But a 2900 had
80" Boxpok drivers, until it got roller-bearing rods in 1947-48,
when the rear drive wheel (only) was changed to a Baldwin 1941 Disc

A 2900 was made of heavier steel.

A 2900 had its whistle on the right side behind the stack, but a 3776's
whistle was on the right side behind the sand box, but some 3776
whistles later moved to the right side behind the stack (check photos).

A 2900's air tanks had domed ends, but a 3776's air tanks had flat ends.

A 2900 had just one blow-down mechanism on each side of the firebox, but
a 3776 had two blow-downs on each side of the firebox. This device
looks like a rod and linkage mechanism on the firebox side.

Some 2900's and some 3776's had blow-down mufflers and others didn't
(check photos). This was a small bell-shaped device on the bottom end
of a pipe by the firebox.

A 2900's crossheads are different from a 3776's, and (in general) a 3776
had a counterweight hanging below the crosshead and a 2900 did not. The
counterweights were removed when they got roller-bearing rods in 1947-48.

By 1945 all 3776's got telescoping stack extensions, but the 2900's got
theirs during Apr. 1946 - Nov. 1947.

Some 3776's (3776, 3778-80, 3782, and 3784) got new boilers with no
steam dome in Nov. 1949 - March 1952, but no 2900's got the new boilers.

Some 2900's (2905, 2919, and 2920) got twin sealed-beam headlights by 1950,
but no 3776's got them.


3700 Class

built by alco, 4-8-4 Northern 3783, built by Alco, starting in 1926, first delivered to Northern Pacific, thus the name "Northern". Firebox was oversized to handle NP's low grade "Rosebud" coal. Other railroads called the loco type different names: NYC called it a "Niagra", SP called it the "GS" after "Golden State", but also referred to as "General Service" in WWII.

The santa fe 3783 was built in 1941, with 80 inch drivers, largest for this type. First driver was spaced 7' 5" from the second, and the rest were spaced 6' 11" apart. 494,630 pounds with tractive effort of 66,000 pounds. They had a very large tender with dual 4-axle trucks, 55' 6.25" long!

On Aug 27th, 1957 the last revenue runs by  Santa Fe steam locomotives were made between Belen & Mountainair. 2-10-4 #5021 and 4-8-4 #3780 were used as helpers that day.  5021 returned to Belen first followed later by the 3780, making 3780 the last steam locomotive to perform revenue service for the Santa Fe.



BC (Before Camcorder)

From another YouTuber

3800 Class

Santa Fe's Raton Pass - Harper

Unit Drifting Valves Large Letters Year

3806 Coal Yes Yes 1946
Large Coal Bunker

3807 Oil Yes Yes 1951
Roof Extension?

3810 Coal No No
Large Coal Bunker

3811 Coal Yes Yes 1944
Large Coal Bunker

3817 square cab, elesco feedwater heater on boiler

3822 Coal No Yes
Large Coal Bunker
3822 Oil Yes Yes 1951

3823 Coal No No 1932/1949?
Small Coal Bunker

3827 Coal No No 1939
Small Coal Bunker

3827 Coal Yes Yes 1946
Small Coal Bunker

3828 Oil Yes Yes 1951

3850 Oil Yes Yes 1952
Smoke Deflector

3851 Oil ? ? 1950

3872 Coal Yes Yes 1946/7
Small Coal Bunker

3873 Coal Yes Yes 1946/7
Large Coal Bunker

3874 Coal Yes Yes 1946/7
Large Coal Bunker

3875 Coal Yes Yes 1946/7
Large Coal Bunker

3892 Coal Yes ? 1950 ?

*3898 Oil No Yes 1952/3
Smooth Stack

3904 Oil No Yes 1950
Large 20,000gal Tender

3906 foot boards front and rear, had slope back tender from original 2-10-10-2

3913 Oil Yes Yes 1953

3928 Oil Yes Yes 1950

3935 sport cab, elesco feedwater heater on top of boiler

2-10-2 "Santa Fe" type

The 2-10-2 wheel arrangement evolved in the United States from the 2-10-0 Decapod of the Atchison, Topeka and Santa Fe Railway (ATSF). Their existing 2-10-0 locomotives, used as pushers up Raton Pass, encountered problems reversing back down the grade for their next assignments since they were unable to track around curves at speed in reverse and had to run very slowly to avoid derailing. Consequently, the ATSF added a trailing truck to the locomotives which allowed them to operate successfully in both directions. These first 2-10-2 locomotives became the forerunners to the entire 2-10-2 family


3800 class

2-10-4 "Texas"


3800 Class

The first (and only) of these was a 2-10-2 delivered in 1919, and Santa fitted a 4 wheel trailing truck. This was loco 3829. The rest of the 3800 class stayed as 2-10-2's. 3829 was scrapped in 1955.

5000 Class

The first loco that was delivered as 2-10-4's was #5000 (Madame Queen) in 1930. 69" drivers, running at 300 psi.

5001 Class

Delivered in 1938, 10 total.  5 were oil, 5 coal, by 1940 all were converted to oil, and used mainly on the Pecos division.74" drivers and 310 psi.

5011 Class

Delivered during world war II, 1944, 25 ordered, all oil burners. 5011 - 5036, similar to the 5001 class.


1700 Class

8 1790-1797 Y3B bought from

These were, the best "(or least unsuccessful)" of the small roster of articulateds on the Santa Fe. Although they had the "preheater" that was in brief vogue among US articulated builders, they avoided the jointed boilers of the later 2-6-6-2s. The pair also deployed the stayless Jacobs-Shupert firebox; see Locobase 463 for a description of this unusual firebox design.

In 1924, the engine units were removed and placed under separate boilers, creating two Mikados each.




3000 Class

Built from 2 Baldwin 2-10-2's in 1911, road numbers 3000-3009 - all converted back to 2-10-2's by 1918

3000 -

3000 -

3000 -

3004 -

3009 -

  • Road numbers: 3000–3009
  • Driver diameter: 57 in (1.4 m)
  • Weight: 616,000 lb (279,400 kg = 279.4 t)
  • Tractive effort: 111,600 lbf (496 kN)
  • Boiler pressure: 225 psi (1.55 MPa)
  • Cylinder diameter: 28 in (710 mm) high pressure, 38 in (970 mm) low pressure
  • Cylinder stroke: 32 in (810 mm)
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