I pretty much like anything that has the ATSF logo on it. And I’m not yet a prototype modeler, may never be, but I do like reading Tony Koester! Here is my question, I am aware that ATSF purchased a few excess mallets from NW in the 40’s. Where, on their empire did the Santa Fe use them, and for what purpose? When did they retire them?
Joe
The 1790 class 2-8-8-2’s (ex N&W Y-3 class) were all used as helpers on the Raton Pass grade. They were all off the roster by 1948 and seven of the eight used by the AT&SF went to the Virginian, becoming that road’s USE class.
Andre
Joe, can I take it that you read the Classic Trains quarterly? This is an aside, but the most recent edition (fall 07) has a good article on AT&SF steam development.
I raise this in case it escaped your notice…not that I really believe it would. [:D]
-Crandell
Andre,
Thanks, the Raton is being loosely modeled on my new Colorado Santa Fe sub, and I was rather hoping that’s where they found use. Not many other big hills aside Raton and Cahon Pass.
Crandall,
No, frankly I’ve never read Classic Trains,[sigh] however, I’m going to go find it now! [8D]
As always, men, I appreciate your help!
High regards,
Joe
The ‘Arizona Divide’ got 2-10-10-2’s, Glorietta and Tehachapi 2-10-2’s, and Abo canyon 2-10-4’s.
The 2-10-2’s were slow drag, but the Mallets, were even slower.
The AT&SF decided that 2-10-2 helpers were the way to go, (and FT’sreplace most of them).
NJ International used to import brass locomotives (now I think they just sell signals) and back around 1980 they published a series of booklets about the locomotives they were importing, including the USRA 2-8-8-2 and its permutations. The author was N&W expert Thomas Dressler, who I believe just recently passed away.
The book verifies that the ATSF purchased the former N&W Y-3 articulateds for service over Raton Pass. Indeed it says they were pressed into service as soon as they arrived on the property. However the book has a photo of 1791 in Kansas City in 1944, so it appears that they did serve elsewhere and not just on Raton Pass.
On the Santa Fe they were the 1790 class (numbered 1790 to 1797). The book says the only real changes to the engines were the removal of the “doghouse” from the tender and the installation of a typical Santa Fe number plate on the front of the smokebox. 1797 suffered a broken front frame and was scrapped. The others were, as noted above, sold to the Virginian. The book has a shot of 1790 on the New York Central in Elkhard IN en route to delivery to the Virginian
It was the small drivers and slow speeds that doomed these engines from post war service on the ATSF. Interestingly, the Santa Fe had plans for the boilers which they realized were excellent in steaming capacity – the plan was to make 4-8-4s out of them using modified running gear from the 3751 class. Boiler pressure was going to be raised to 300 psi. The NJ International book has a speculative drawing by Alan Chesley of what this huge machine would have looked like – including converting the engine to an oil burner.
Dave Nelson
Just so you know, our dual-use DRG/ATSF layout will host a modern day re-enactment of the great Battle for Rat Pass, only this time around DRG will have M1s, M3s and MLRS, plus first world air support and IADS.
When the DRG (rightfully) takes the pass back, I’ll have to charge you, by the train, for using it.
I’ll let you know where to send the checks.
SO, is that the way you are, tease, and never tell us where to see all this display of revisionist history? Just send money you say. You are starting to sould a bit policital. [:D]
Joe
And you think the Santa Fe wouldn’t have such similar technology equipment & support?
Of course, on the other front, the Santa Fe has taken back the Royal Gorge (rightfully as they built the hanging bridge in the first place). They connected with the RGW - standard gauged it, built what would have become the WP for themselves, and now have dual main lines to California (A&P Texas line being the other). So they don’t need to use Raton and would have abandon it anyway, so you can only (at some future date) collect from Amtrak (oh yeah that really happened).
Also since there was now already standard gauge through the Colorado Rockies neither the Colorado Midland OR Moffat Route got any backing or financing. Therefore the CB&Q took on the Moffat Tunnel themselves but the Dotsero cut off never got built because the Santa Fe didn’t want the competition. The Q’s mainline went through Craig and came into Utah from the far northeast. The Q then cut southwest directly toward Las Vegas & LA.
Hmmm revisionist history can get complicated.