Misplaced Pages

#327672

127-594: With the onset of diesel locomotives by the mid-20th Century, all Hudson locomotives were retired and subsequently scrapped by 1957, except for the tender from J-1d 5313, which is preserved at the Steamtown National Historic Site in Scranton, Pennsylvania . The Chicago, Milwaukee, St. Paul & Pacific Railroad (Milwaukee Road) was the first to design a 4-6-4 locomotive (naming them Baltics ); however, they were not built until after

254-471: A consist respond in the same way to throttle position. Binary encoding also helps to minimize the number of trainlines (electrical connections) that are required to pass signals from unit to unit. For example, only four trainlines are required to encode all possible throttle positions if there are up to 14 stages of throttling. North American locomotives, such as those built by EMD or General Electric , have eight throttle positions or "notches" as well as

381-429: A "reverser" to allow them to operate bi-directionally. Many UK-built locomotives have a ten-position throttle. The power positions are often referred to by locomotive crews depending upon the throttle setting, such as "run 3" or "notch 3". In older locomotives, the throttle mechanism was ratcheted so that it was not possible to advance more than one power position at a time. The engine driver could not, for example, pull

508-427: A 5"–high extended font, and centered on the nose was the "Santa Fe" box logo (initially consisting of a blue cross, circle, and square painted on a solid bronze sheet, but subsequently changed to baked steel sheets painted bronze with the blue identifying elements applied on top). Three thin, pale yellow stripes (known as Cat Whiskers ) extended from the nose logo around the cab sides. In January, 1951, Santa Fe revised

635-609: A Rational Heat Motor ). However, the large size and poor power-to-weight ratio of early diesel engines made them unsuitable for propelling land-based vehicles. Therefore, the engine's potential as a railroad prime mover was not initially recognized. This changed as research and development reduced the size and weight of the engine. In 1906, Rudolf Diesel, Adolf Klose and the steam and diesel engine manufacturer Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. Sulzer had been manufacturing diesel engines since 1898. The Prussian State Railways ordered

762-772: A common failing of older locomotives. Applying the ideas of the freight-minded Berkshire type to the Pacific resulted in a 4-6-4 locomotive. NYC ordered prototype No. 5200 from Alco , and subjected it to intensive testing. A fleet of 205 J-1 class Hudsons were eventually built, including 30 each for the Michigan Central Railroad (MC road numbers 8200-8229) and the Cleveland, Cincinnati, Chicago & St. Louis Railway ("Big Four" - road numbers 6600-6629). In addition, NYC subsidiary Boston & Albany Railroad ordered 20 J-2 class (B&A road numbers 600-619),

889-592: A diesel locomotive from the company in 1909, and after test runs between Winterthur and Romanshorn , Switzerland, the diesel–mechanical locomotive was delivered in Berlin in September 1912. The world's first diesel-powered locomotive was operated in the summer of 1912 on the same line from Winterthur but was not a commercial success. During test runs in 1913 several problems were found. The outbreak of World War I in 1914 prevented all further trials. The locomotive weight

1016-504: A diesel-driven charging circuit. ALCO acquired the McIntosh & Seymour Engine Company in 1929 and entered series production of 300 hp (220 kW) and 600 hp (450 kW) single-cab switcher units in 1931. ALCO would be the pre-eminent builder of switch engines through the mid-1930s and would adapt the basic switcher design to produce versatile and highly successful, albeit relatively low powered, road locomotives. GM, seeing

1143-465: A flashover (also known as an arc fault ), which could result in immediate generator failure and, in some cases, start an engine room fire. Current North American practice is for four axles for high-speed passenger or "time" freight, or for six axles for lower-speed or "manifest" freight. The most modern units on "time" freight service tend to have six axles underneath the frame. Unlike those in "manifest" service, "time" freight units will have only four of

1270-533: A half-interest to the Pennsylvania Railroad (PRR). The TP&W cut straight east across Illinois from near Fort Madison, Iowa (Lomax, IL), to a connection with the PRR at Effner, Indiana (Illinois–Indiana border), forming a bypass around Chicago for traffic moving between the two lines. The TP&W route did not mesh with the traffic patterns Conrail developed after 1976, so AT&SF bought back

1397-684: A handful of which have either been restored to operating condition or are pending future restoration. Some of the more notable locomotives include: Santa Fe maintained and operated a fleet of three passenger ferry boats (the San Pablo , the San Pedro , and the Ocean Wave ) that connected Richmond, California , with San Francisco by water. The ships traveled the eight miles between the San Francisco Ferry Terminal and

SECTION 10

#1732793613328

1524-577: A major manufacturer of diesel engines for marine and stationary applications, in 1930. Supported by the General Motors Research Division, GM's Winton Engine Corporation sought to develop diesel engines suitable for high-speed mobile use. The first milestone in that effort was delivery in early 1934 of the Winton 201A, a two-stroke , mechanically aspirated , uniflow-scavenged , unit-injected diesel engine that could deliver

1651-542: A merger between the parent companies of the Santa Fe and Southern Pacific (SP) railroads in 1984. The red, yellow, and black paint scheme with large yellow block letters on the sides and ends of the units of the proposed Southern Pacific Santa Fe Railroad (SPSF) has come to be somewhat derisively known among railfans as the Kodachrome livery, due to the similarity in colors to the boxes containing slide film sold by

1778-484: A nearly imperceptible start. The positioning of the reverser and movement of the throttle together is conceptually like shifting an automobile's automatic transmission into gear while the engine is idling. Atchison, Topeka %26 Santa Fe Railway The Atchison, Topeka and Santa Fe Railway ( reporting mark ATSF ), often referred to as the Santa Fe or AT&SF , was one of the largest Class 1 railroads in

1905-459: A new locomotive type would be required to carry the larger boilers. Lima Locomotive Works ' conception of superpower steam as realized in the 2-8-4 Berkshire type was the predecessor to the Hudson . The 2-8-4's 4-wheel trailing truck permitted a huge firebox to be located after the boiler. The resulting greater steaming rate ensured that such a locomotive would never run out of power at speed,

2032-474: A new unified paint scheme. While Southern Pacific (railroad) was sold off to Rio Grande Industries , all of the SP's real estate holdings were consolidated into a new company, Catellus Development Corporation , making it California's largest private landowner, of which Santa Fe remained the owner. In the early 1980s, gold was discovered on several properties west of Battle Mountain, Nevada along I-80, on ground owned by

2159-404: A nose emblem consisting of an elongated yellow "Circle and Cross" emblem with integral "tabs" on the nose and the sides, outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the horizontal limb of the cross in black, Art Deco -style lettering. This emblem has come to be known as the " cigar band " due to its uncanny resemblance to

2286-416: A pair of blunt-nosed units ( EMC 1800 hp B-B ) designated as Nos. 1 and 1A. The upper portion of the sides and ends of the units were painted gold, while the lower section was a dark olive green color; an olive stripe also ran along the sides and widened as it crossed the front of the locomotive. Riveted to the sides of the units were metal plaques bearing a large "Indian Head" logo , which owed its origin to

2413-409: A point where one could be mounted in a locomotive. Internal combustion engines only operate efficiently within a limited power band , and while low-power gasoline engines could be coupled to mechanical transmissions , the more powerful diesel engines required the development of new forms of transmission. This is because clutches would need to be very large at these power levels and would not fit in

2540-421: A prototype diesel–electric locomotive for "special uses" (such as for runs where water for steam locomotives was scarce) using electrical equipment from Westinghouse Electric Company . Its twin-engine design was not successful, and the unit was scrapped after a short testing and demonstration period. Industry sources were beginning to suggest "the outstanding advantages of this new form of motive power". In 1929,

2667-486: A real prospect with existing diesel technology. Before diesel power could make inroads into mainline service, the limitations of diesel engines circa 1930 – low power-to-weight ratios and narrow output range – had to be overcome. A major effort to overcome those limitations was launched by General Motors after they moved into the diesel field with their acquisition of the Winton Engine Company ,

SECTION 20

#1732793613328

2794-467: A short time, Pacific types 1369 and 1376 were semi-streamlined for " Valley Flyer " service, with a unique paint scheme in colors similar to those used on the new passenger diesels. Unique was the two-tone light blue over royal blue scheme of streamlined Hudson type 3460 . Santa Fe's first set of diesel-electric passenger locomotives was placed in service on the Super Chief in 1936, and consisted of

2921-675: A standard 2.5 m (8 ft 2 in)-wide locomotive frame, or would wear too quickly to be useful. The first successful diesel engines used diesel–electric transmissions , and by 1925 a small number of diesel locomotives of 600 hp (450 kW) were in service in the United States. In 1930, Armstrong Whitworth of the United Kingdom delivered two 1,200 hp (890 kW) locomotives using Sulzer -designed engines to Buenos Aires Great Southern Railway of Argentina. In 1933, diesel–electric technology developed by Maybach

3048-479: A variation of the "Warbonnet" scheme in which the black and yellow separating stripes disappeared. The "Santa Fe" name was emblazoned on the sides in large black letters, using the same stencils used on freight engines; these were soon repainted in red. In 1989, Santa Fe resurrected this version of the "Warbonnet" scheme and applied it to two SDFP45 units, #5992 and #5998. The units were re-designated as #101 and #102 and reentered service on July   4, 1989, as part of

3175-533: Is better able to cope with overload conditions that often destroyed the older types of motors. A diesel–electric locomotive's power output is independent of road speed, as long as the unit's generator current and voltage limits are not exceeded. Therefore, the unit's ability to develop tractive effort (also referred to as drawbar pull or tractive force , which is what actually propels the train) will tend to inversely vary with speed within these limits. (See power curve below). Maintaining acceptable operating parameters

3302-502: Is generally limited to low-powered, low-speed shunting (switching) locomotives, lightweight multiple units and self-propelled railcars . The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than standard-road versions. There is usually a fluid coupling interposed between the engine and gearbox, and the gearbox is often of the epicyclic (planetary) type to permit shifting while under load. Various systems have been devised to minimise

3429-446: Is reminiscent of a Native American ceremonial head-dress . The scheme consisted of a red "bonnet" that wrapped around the front of the unit and was bordered by a yellow stripe and black pinstripe. The extent of the bonnet varied according to the locomotive model and was largely determined by the shape and length of the car body. The remainder of the unit was either painted silver or was composed of stainless-steel panels. All units wore

3556-414: Is the same as placing an automobile's transmission into neutral while the engine is running. To set the locomotive in motion, the reverser control handle is placed into the correct position (forward or reverse), the brake is released and the throttle is moved to the run 1 position (the first power notch). An experienced engine driver can accomplish these steps in a coordinated fashion that will result in

3683-496: The Budd Company . The economic recovery from World War II hastened the widespread adoption of diesel locomotives in many countries. They offered greater flexibility and performance than steam locomotives , as well as substantially lower operating and maintenance costs. The earliest recorded example of the use of an internal combustion engine in a railway locomotive is the prototype designed by William Dent Priestman , which

3810-501: The Burlington Northern & Santa Fe Railway (BNSF). Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the unionization of AT&SF's non-union dispatchers, and incorporating AT&SF's train identification codes throughout. The two lines maintained separate operations until December   31, 1996, when it officially became BNSF. AT&SF

3937-656: The Burlington Route and Union Pacific used custom-built diesel " streamliners " to haul passengers, starting in late 1934. Burlington's Zephyr trainsets evolved from articulated three-car sets with 600 hp power cars in 1934 and early 1935, to the Denver Zephyr semi-articulated ten car trainsets pulled by cab-booster power sets introduced in late 1936. Union Pacific started diesel streamliner service between Chicago and Portland Oregon in June 1935, and in

New York Central Hudson - Misplaced Pages Continue

4064-723: The Busch-Sulzer company in 1911. Only limited success was achieved in the early twentieth century with internal combustion engined railcars, due, in part, to difficulties with mechanical drive systems. General Electric (GE) entered the railcar market in the early twentieth century, as Thomas Edison possessed a patent on the electric locomotive, his design actually being a type of electrically propelled railcar. GE built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to internal combustion power to provide electricity for electric railcars. Problems related to co-ordinating

4191-611: The Canadian National Railways became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse. However, these early diesels proved expensive and unreliable, with their high cost of acquisition relative to steam unable to be realized in operating cost savings as they were frequently out of service. It would be another five years before diesel–electric propulsion would be successfully used in mainline service, and nearly ten years before fully replacing steam became

4318-748: The Chicagoan and Kansas Cityan trains (both names referred to the same service, but the Chicagoan was the eastbound version, while the Kansas Cityan was the westbound version), and the Eastern Express and West Texas Express . All AT&SF trains that terminated in Chicago did so at Dearborn Station . Trains terminating in Los Angeles arrived at AT&SF's La Grande Station until May 1939, when Los Angeles Union Passenger Terminal

4445-494: The DFH1 , began in 1964 following the construction of a prototype in 1959. In Japan, starting in the 1920s, some petrol–electric railcars were produced. The first diesel–electric traction and the first air-streamed vehicles on Japanese rails were the two DMU3s of class Kiha 43000 (キハ43000系). Japan's first series of diesel locomotives was class DD50 (国鉄DD50形), twin locomotives, developed since 1950 and in service since 1953. In 1914,

4572-544: The EMD GP60M and General Electric B40-8W which made the Santa Fe the only US Class I railroad to operate new 4-axle (B-B) freight locomotives equipped with the North American Safety Cab intended for high-speed intermodal service. Several experimental and commemorative paint schemes emerged during the Santa Fe's diesel era. One combination was developed and partially implemented in anticipation of

4699-568: The Eastman Kodak Company under the same name. Santa Fe units repainted in this scheme were labeled "SF", Southern Pacific units "SP", and some (presumably new) units wore the letters "SPSF". After the ICC's denial of the merger, railfans joked that SPSF really stood for "Shouldn't Paint So Fast." While most of the Santa Fe's steam locomotives were retired and sold for scrap, over fifty were saved and donated to various parks and museums,

4826-565: The Hudson ' s fate. The L-3 and L-4 Mohawks were excellent, but they were still more suited to lower-speed hauling than high-speed power. In 1944, NYC received permission from the War Production Board to build a new, high-speed locomotive of the 4-8-4 type, combining all the advantages of the Hudson with those of the Mohawk . Many other railroads had taken to the 4-8-4 in the 1930s, generally calling them Northerns after

4953-566: The New York Central 's Hudsons . NYC President Patrick E. Crowley named the units Hudsons after the Hudson River , which divides New York State's Hudson Valley and streams broadly past New York City. The Hudson came into being because the existing 4-6-2 Pacific power was not able to keep up with the demands of longer, heavier trains and higher speeds. Given NYC's axle load limits, Pacifics could not be made any larger;

5080-661: The Northern Pacific Railway , which had first adopted them. By being a late adopter, the NYC had the chance to build on everyone else's experience. That locomotive proved to be exceptional, and the type on the NYC was named the Niagara . Since only 27 were built, however, they only took over the heaviest and most-prestigious trains, and the last Niagara (No. 6015) was retired in July, 1956. Many Hudsons soldiered-on until

5207-532: The Royal Gorge Railroad War . Federal intervention prompted an out-of-court settlement on February 2, 1880, in the form of the so-called "Treaty of Boston", wherein the D&;RG was allowed to complete its line and lease it for use by the Santa Fe. Building across Kansas and eastern Colorado was simple, with few natural obstacles, but the railroad found it almost economically impossible because of

New York Central Hudson - Misplaced Pages Continue

5334-488: The Società per le Strade Ferrate del Mediterrano in southern Italy in 1926, following trials in 1924–25. The six-cylinder two-stroke motor produced 440 horsepower (330 kW) at 500   rpm, driving four DC motors, one for each axle. These 44 tonnes (43 long tons; 49 short tons) locomotives with 45 km/h (28 mph) top speed proved quite successful. In 1924, two diesel–electric locomotives were taken in service by

5461-1003: The Soviet railways , almost at the same time: In 1935, Krauss-Maffei , MAN and Voith built the first diesel–hydraulic locomotive, called V 140 , in Germany. Diesel–hydraulics became the mainstream in diesel locomotives in Germany since the German railways (DRG) were pleased with the performance of that engine. Serial production of diesel locomotives in Germany began after World War II. In many railway stations and industrial compounds, steam shunters had to be kept hot during many breaks between scattered short tasks. Therefore, diesel traction became economical for shunting before it became economical for hauling trains. The construction of diesel shunters began in 1920 in France, in 1925 in Denmark, in 1926 in

5588-803: The Super Chief / El Capitan , the Texas Chief and the San Diegan (though Amtrak reduced the San Diegan from three daily round trips to two). Discontinued were the San Francisco Chief , the ex- Grand Canyon , the Tulsan , and a Denver–La Junta local. ATSF had been more than willing to retain the San Diegan and its famed Chiefs. However, any railroad that opted out of Amtrak would have been required to operate all of its passenger routes until at least 1976. The prospect of having to keep operating its less-successful routes, especially

5715-406: The electrification of the line in 1944. Afterwards, the company kept them in service as boosters until 1965. Fiat claims to have built the first Italian diesel–electric locomotive in 1922, but little detail is available. Several Fiat- TIBB Bo'Bo' diesel–locomotives were built for service on the 950 mm ( 3 ft  1 + 3 ⁄ 8  in ) narrow gauge Ferrovie Calabro Lucane and

5842-432: The 1,500 kW (2,000 hp) British Rail 10100 locomotive), though only few have proven successful (such as the 1,342 kW (1,800 hp) DSB Class MF ). In a diesel–electric locomotive , the diesel engine drives either an electrical DC generator (generally, less than 3,000 hp (2,200 kW) net for traction), or an electrical AC alternator-rectifier (generally 3,000   hp net or more for traction),

5969-564: The 1860s. The original shops were relocated in 1878 to the south side of Seward Avenue and expanded in 1902 to double the repair capacity. The shops at Albuquerque , New Mexico, were built in 1880 and materially expanded in 1925. Another shop site was established at San Bernardino , California, in 1886. To maintain rolling stock in the state of Texas, a fourth major shop facility was built in Cleburne, Texas , in 1899. Physical confrontations led to two years of armed conflict that became known as

6096-459: The 1926 Chief " drumhead " logo. " Super Chief " was emblazoned on a plaque located on the front. The rooftop was light slate gray, rimmed by a red pinstripe. This unique combination of colors was called the Golden Olive paint scheme. Before entering service, Sterling McDonald 's General Motors Styling Department augmented the look with the addition of red and blue striping along both

6223-459: The 1960s, the DC generator was replaced by an alternator using a diode bridge to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of the commutator and brushes in the generator. Elimination of the brushes and commutator, in turn, eliminated the possibility of a particularly destructive type of event referred to as

6350-523: The 1990s, starting with the Electro-Motive SD70MAC in 1993 and followed by General Electric's AC4400CW in 1994 and AC6000CW in 1995. The Trans-Australian Railway built 1912 to 1917 by Commonwealth Railways (CR) passes through 2,000 km of waterless (or salt watered) desert terrain unsuitable for steam locomotives. The original engineer Henry Deane envisaged diesel operation to overcome such problems. Some have suggested that

6477-508: The 2-10-2, Santa Fe rostered virtually every type of steam locomotive imaginable, including 4-4-2 Atlantics , 2-6-0 Moguls, 2-8-0 Consolidations , 2-8-2 Mikados , 2-10-0 Decapods , 2-6-2 Prairies , 4-8-4 Heavy-Mountains , 4-6-4 Heavy-Pacifics , 4-6-2 Pacifics , 4-8-2 Mountains , 2-8-4 Berkshires , and 2-10-4 Texas . The railroad also operated a fleet of heavy articulated Mallet locomotives , including 1158 class 2-6-6-2s , 2-8-8-0s , 2-10-10-2s , 2-8-8-2s , and

SECTION 50

#1732793613328

6604-574: The BNSF era, the company adopted a new paint scheme often known among railfans as the "Freightbonnet" or "Yellowbonnet", which placed more yellow on the locomotives (reminiscent of the company's retired Warbonnet scheme); the goal again was to ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silver paint. In 1965, the road took delivery of ten GE U28CG dual-service road switcher locomotives equally suited to passenger or fast freight service. These wore

6731-600: The CR worked with the South Australian Railways to trial diesel traction. However, the technology was not developed enough to be reliable. As in Europe, the usage of internal combustion engines advanced more readily in self-propelled railcars than in locomotives: A diesel–mechanical locomotive uses a mechanical transmission in a fashion similar to that employed in most road vehicles. This type of transmission

6858-675: The DL109/110 locomotive set, and ATSF 1A after it was rebuilt and repainted. The sides of the units typically bore the words "SANTA FE" in black, 5"– or 9"–high extra extended Railroad Roman letters, as well as the "Indian Head" logo, with a few notable exceptions. Railway identity on diesel locomotives in passenger service: Source: Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical and Modeling Society, Inc., Highlands Ranch, Colorado, pp. 47–50. In later years, Santa Fe adapted

6985-638: The MC J-1s became NYC 5345-5374, the Big 4 J-1s became NYC 5375-5404, the J-2s (all from B&A) became NYC road numbers 5455-5474, and the J-3 road numbers were 5405-5454. The J-2 numbers are last because they were transferred to the NYC after the J-3 deliveries. The Hudsons were of excellent quality. In response to the styling sensation of the new diesel-powered Zephyr streamliner , Locomotive No. 5344 (the last J-1e)

7112-895: The Netherlands, and in 1927 in Germany. After a few years of testing, hundreds of units were produced within a decade. Diesel-powered or "oil-engined" railcars, generally diesel–mechanical, were developed by various European manufacturers in the 1930s, e.g. by William Beardmore and Company for the Canadian National Railways (the Beardmore Tornado engine was subsequently used in the R101 airship). Some of those series for regional traffic were begun with gasoline motors and then continued with diesel motors, such as Hungarian BC (The class code doesn't tell anything but "railmotor with 2nd and 3rd class seats".), 128 cars built 1926–1937, or German Wismar railbuses (57 cars 1932–1941). In France,

7239-718: The Santa Fe Railroad (formerly SP). The Santa Fe Pacific Corporation (a name correlation of Santa Fe and Southern Pacific) was to develop the properties. They were sold to Newmont during 1997 in preparation for the merger with Burlington Northern ). Sometime later, Catellus would purchase the Union Pacific Railroad 's interest in the Los Angeles Union Passenger Terminal (LAUPT). On September   22, 1995, AT&SF merged with Burlington Northern Railroad to form

7366-421: The Santa Fe as well–virtually every small town main street and a number of city streets had their crossings protected by these unique wigwags. Virtually all the wigwags were replaced with modern signals by the turn of the 21st century. The railroad was also known for its tall "T-2 style" upper quadrant semaphores which provided traffic control on its lines. Again, the vast majority of these had been replaced by

7493-572: The Santa Fe was an early user of wigwag signals from the Magnetic Signal Company, beginning in the 1920s. They had several distinct styles that were not commonly seen elsewhere. Model 10's, which had the wigwag motor and banner coming from halfway up the mast with the crossbucks on top, were almost unique to the Santa Fe–the Southern Pacific had a few as well. Upper quadrant Magnetic Flagmen were used extensively on

7620-679: The Southern Pacific Transportation Company were placed under the control of a holding company, the Santa Fe–Southern Pacific Corporation . The merger was subsequently denied by the Interstate Commerce Commission (ICC) on the basis that it would create too many duplicate routes. The companies were so confident the merger would be approved that they began repainting locomotives and non-revenue rolling stock in

7747-541: The TH&;B dieselized . The tender from the 502 (formerly the 5313) was retained by the TH&B and converted to a steam generator car for use on passenger trains. The generator car still survives today and is part of the Steamtown National Historic Site collection. Diesel locomotives A diesel locomotive is a type of railway locomotive in which the power source is a diesel engine . Several types of diesel locomotives have been developed, differing mainly in

SECTION 60

#1732793613328

7874-628: The United States between 1859 and 1996. The Santa Fe was a pioneer in intermodal freight transport ; at various times, it operated an airline, the short-lived Santa Fe Skyway, and the Santa Fe Railroad tugboats . Its bus line extended passenger transportation to areas not accessible by rail, and ferryboats on the San Francisco Bay allowed travelers to complete their westward journeys to the Pacific Ocean. The AT&SF

8001-499: The War Production Board put a halt to building new passenger equipment and gave naval uses priority for diesel engine production. During the petroleum crisis of 1942–43 , coal-fired steam had the advantage of not using fuel that was in critically short supply. EMD was later allowed to increase the production of its FT locomotives and ALCO-GE was allowed to produce a limited number of DL-109 road locomotives, but most in

8128-433: The axles connected to traction motors, with the other two as idler axles for weight distribution. In the late 1980s, the development of high-power variable-voltage/variable-frequency (VVVF) drives, or "traction inverters", allowed the use of polyphase AC traction motors, thereby also eliminating the motor commutator and brushes. The result is a more efficient and reliable drive that requires relatively little maintenance and

8255-557: The beginning of the 21st century, with fewer than 10 still remaining in use in New Mexico as of 2023. The Santa Fe operated a large and varied fleet of steam locomotives . In 1899, the company owned 1,036 locomotives. Among them was the 2-10-2 "Santa Fe", originally built for the railroad by Baldwin Locomotive Works in 1903. The railroad would ultimately end up with the largest fleet of them, at over 300. Aside from

8382-655: The benefits of an electric locomotive without the railroad having to bear the sizeable expense of electrification. The unit successfully demonstrated, in switching and local freight and passenger service, on ten railroads and three industrial lines. Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929. However, the Great Depression curtailed demand for Westinghouse's electrical equipment, and they stopped building locomotives internally, opting to supply electrical parts instead. In June 1925, Baldwin Locomotive Works outshopped

8509-420: The break in transmission during gear changing, such as the S.S.S. (synchro-self-shifting) gearbox used by Hudswell Clarke . Diesel–mechanical propulsion is limited by the difficulty of building a reasonably sized transmission capable of coping with the power and torque required to move a heavy train. A number of attempts to use diesel–mechanical propulsion in high power applications have been made (for example,

8636-483: The circle and cross emblem was applied to the tenders of a few passenger locomotives, but these were all later painted over. After World War II, "Santa Fe" appeared on tender sides of mainline road locomotives in white, above the unit number. Locomotives were delivered from Baldwin with white paint on the wheel rims, but the road did not repaint these "whitewalls" after shopping the locomotives. After World War   II, side rods and valve gear were painted chrome yellow. For

8763-474: The cities of Atchison and Topeka, Kansas , and Santa Fe, New Mexico . The railroad reached the Kansas – Colorado border in 1873 and Pueblo, Colorado , in 1876. To create a demand for its services, the railroad set up real estate offices and sold farmland from the land grants that it was awarded by Congress for laying track. As the railroad was first being built, many of the tracks were laid directly over

8890-721: The country’s most important railroads and one of the few that directly connected the Midwest with the Gulf of Mexico and the Pacific Ocean under one corporation. The principal lines consisted of Chicago to Kansas City to La Junta, Colorado, to Los Angeles; Emporia, Kansas, to Oklahoma City to Fort Worth to Houston; Emporia, Kansas, to Dalies, New Mexico; Barstow to Richmond, California; Temple to Farwell, Texas; Denver to La Junta, Colorado; Albuquerque, New Mexico, to El Paso, Texas; Dallas to Presidio, Texas; and Kansas City to Tulsa. The primary back shops at Topeka , Kansas, were first established in

9017-577: The end of steam on NYC in 1957. When the railroad dieselized , all of the Hudsons were scrapped; none were preserved. This was caused by the direct order of then-NYC president Alfred E. Perlman , who was completely opposed to historic preservation. Two J-1d class Hudsons, numbers 5311 and 5313, were sold to the Toronto, Hamilton and Buffalo Railway in 1948 and were renumbered 501 and 502 respectively. Both locomotives were retired and scrapped in 1954 when

9144-588: The ends and cab sides to increase the visibility at grade crossings (typically referred to as the Zebra Stripe scheme). "A.T.& S.F." was now placed along the sides of the unit just above the accent stripe, with the blue and white "Santa Fe" box logo below. Due to the lack of abundant water sources in the American desert, the Santa Fe Railway was among the first railroads to receive large numbers of streamlined diesel locomotives for use in freight service, in

9271-443: The engine governor and electrical or electronic components, including switchgear , rectifiers and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear. Originally, the traction motors and generator were DC machines. Following the development of high-capacity silicon rectifiers in

9398-419: The engine and traction motor with a single lever; subsequent improvements were also patented by Lemp. Lemp's design solved the problem of overloading and damaging the traction motors with excessive electrical power at low speeds, and was the prototype for all internal combustion–electric drive control systems. In 1917–1918, GE produced three experimental diesel–electric locomotives using Lemp's control design,

9525-423: The engine driver operates the controls. When the throttle is in the idle position, the prime mover receives minimal fuel, causing it to idle at low RPM. In addition, the traction motors are not connected to the main generator and the generator's field windings are not excited (energized) – the generator does not produce electricity without excitation. Therefore, the locomotive will be in "neutral". Conceptually, this

9652-478: The film The Harvey Girls , a story about the waitresses of the Fred Harvey Company 's restaurants. It was sung in the film by Judy Garland and recorded by many other singers, including Bing Crosby . In the 1970s, the railroad used Crosby's version in a commercial. AT&SF ceased operating passenger trains on May   1, 1971, when it conveyed its remaining trains to Amtrak . These included

9779-456: The first diesel railcar was Renault VH , 115 units produced 1933/34. In Italy, after six Gasoline cars since 1931, Fiat and Breda built a lot of diesel railmotors, more than 110 from 1933 to 1938 and 390 from 1940 to 1953, Class 772 known as Littorina , and Class ALn 900. In the 1930s, streamlined highspeed diesel railcars were developed in several countries: In 1945, a batch of 30 Baldwin diesel–electric locomotives, Baldwin 0-6-6-0 1000 ,

9906-480: The first known to be built in the United States. Following this development, the 1923 Kaufman Act banned steam locomotives from New York City, because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas. The first regular use of diesel–electric locomotives was in switching (shunter) applications, which were more forgiving than mainline applications of

10033-509: The following year would add Los Angeles, CA , Oakland, CA , and Denver, CO to the destinations of diesel streamliners out of Chicago. The Burlington and Union Pacific streamliners were built by the Budd Company and the Pullman-Standard Company , respectively, using the new Winton engines and power train systems designed by GM's Electro-Motive Corporation . EMC's experimental 1800 hp B-B locomotives of 1935 demonstrated

10160-504: The form of the EMD FT . For the first group of FTs, delivered between December 1940 and March 1943 (#100–#119), the railroad selected a color scheme consisting of dark blue accented by a pale yellow stripe up the nose, and pale yellow highlights around the cab and along the mesh and framing of openings in the sides of the engine compartment; a thin red stripe separated the blue areas from the yellow. The words SANTA FE were applied in yellow in

10287-406: The freight market including their own F series locomotives. GE subsequently dissolved its partnership with ALCO and would emerge as EMD's main competitor in the early 1960s, eventually taking the top position in the locomotive market from EMD. Early diesel–electric locomotives in the United States used direct current (DC) traction motors but alternating current (AC) motors came into widespread use in

10414-415: The image of a passenger carrier. Diesels used as switchers between 1935 and 1960 were painted black, with just a thin white or silver horizontal accent stripe (the sills were painted similarly). The letters "A.T.& S.F." were applied in a small font centered on the sides of the unit, as was the standard blue and white "Santa Fe" box logo. After World War II , diagonal white or silver stripes were added to

10541-524: The latter 10 from Lima Locomotive Works (all other NYC Hudsons were built by Alco's Schenectady works). A later development were 50 J-3a class Super Hudson s in 1937–1938, with many modern appliances and innovations. After the MC, Big 4, and B&A locomotives were incorporated into the NYC numbering, the NYC Hudson locomotives had road numbers ranging from 5200 to 5474. The NYC J-1 road numbers were 5200-5344,

10668-519: The limitations of contemporary diesel technology and where the idling economy of diesel relative to steam would be most beneficial. GE entered a collaboration with the American Locomotive Company (ALCO) and Ingersoll-Rand (the "AGEIR" consortium) in 1924 to produce a prototype 300 hp (220 kW) "boxcab" locomotive delivered in July 1925. This locomotive demonstrated that the diesel–electric power unit could provide many of

10795-431: The locomotive business were restricted to making switch engines and steam locomotives. In the early postwar era, EMD dominated the market for mainline locomotives with their E and F series locomotives. ALCO-GE in the late 1940s produced switchers and road-switchers that were successful in the short-haul market. However, EMD launched their GP series road-switcher locomotives in 1949, which displaced all other locomotives in

10922-449: The means by which mechanical power is conveyed to the driving wheels . The most common are diesel–electric locomotives and diesel–hydraulic. Early internal combustion locomotives and railcars used kerosene and gasoline as their fuel. Rudolf Diesel patented his first compression-ignition engine in 1898, and steady improvements to the design of diesel engines reduced their physical size and improved their power-to-weight ratios to

11049-525: The mid-1950s. Generally, diesel traction in Italy was of less importance than in other countries, as it was amongst the most advanced countries in the electrification of the main lines and as Italian geography makes freight transport by sea cheaper than rail transportation even on many domestic connections. Adolphus Busch purchased the American manufacturing rights for the diesel engine in 1898 but never applied this new form of power to transportation. He founded

11176-473: The money-bleeding 23/24 (the former Grand Canyon ) led ATSF to get out of passenger service altogether. Amtrak still runs the Super Chief and San Diegan today as the Southwest Chief and Pacific Surfliner , respectively, although the original routes and equipment have been modified by Amtrak. AT&SF operated the following named trains on regular schedules: Occasionally, a special train

11303-600: The most popular and durable, becoming to the Santa Fe what New York City - Philadelphia trains were to the Pennsylvania Railroad . But Santa Fe flyers also served Tulsa, Oklahoma , El Paso, Texas , Phoenix, Arizona (the Hassayampa Flyer ), and Denver, Colorado , among other cities not on their main line. To reach smaller communities, the railroad operated mixed (passenger and freight) trains or gas-electric doodlebug rail cars . The latter were later converted to diesel power, and one pair of Budd Rail Diesel Cars

11430-546: The multiple-unit control systems used for the cab/booster sets and the twin-engine format used with the later Zephyr power units. Both of those features would be used in EMC's later production model locomotives. The lightweight diesel streamliners of the mid-1930s demonstrated the advantages of diesel for passenger service with breakthrough schedule times, but diesel locomotive power would not fully come of age until regular series production of mainline diesel locomotives commenced and it

11557-548: The new "Super Fleet" campaign (the first Santa Fe units to be so decorated for freight service). The six remaining FP45 units were thereafter similarly repainted and renumbered. From that point forward, most new locomotives wore red and silver, and many retained this scheme after the Burlington Northern Santa Fe merger, some with "BNSF" displayed across their sides. For the initial deliveries of factory-new "Super Fleet" equipment, Santa Fe took delivery of

11684-535: The other half, merged the TP&;W in 1983, then sold it back into independence in 1989. AT&SF began merger talks in the 1980s. The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between the parent companies of the Southern Pacific and AT&SF announced on December   23, 1983. As part of the joining of the two firms, all rail and non-rail assets owned by Santa Fe Industries and

11811-402: The output of which provides power to the traction motors that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels. The important components of diesel–electric propulsion are the diesel engine (also known as the prime mover ), the main generator/alternator-rectifier, traction motors (usually with four or six axles), and a control system consisting of

11938-584: The performance and reliability of the new 567 model engine in passenger locomotives, EMC was eager to demonstrate diesel's viability in freight service. Following the successful 1939 tour of EMC's FT demonstrator freight locomotive set, the stage was set for dieselization of American railroads. In 1941, ALCO-GE introduced the RS-1 road-switcher that occupied its own market niche while EMD's F series locomotives were sought for mainline freight service. The US entry into World War II slowed conversion to diesel;

12065-706: The presence of a booster engine on the trailing truck was an absolute necessity for starting. For this reason, they were generally favored by railroads with flat terrain and straight routes. After the NYC, the Milwaukee Road was also fond of the Hudsons , acquiring 22 class F6 and six streamlined class F7s . The Atchison, Topeka & Santa Fe Railway also had 16, while the New York, New Haven & Hartford Railroad had 10 (#1400-1409) streamlined I-5 4-6-4s built by Baldwin in 1937 (nicknamed "Shoreliners"). Few railroads with hilly terrain acquired any. A booster

12192-484: The prime mover and electric motor were immediately encountered, primarily due to limitations of the Ward Leonard current control system that had been chosen. GE Rail was formed in 1907 and 112 years later, in 2019, was purchased by and merged with Wabtec . A significant breakthrough occurred in 1914, when Hermann Lemp , a GE electrical engineer, developed and patented a reliable control system that controlled

12319-466: The railroad chose to bypass Santa Fe, due to the engineering challenges of the mountainous terrain. Eventually a branch line from Lamy, New Mexico , brought the Santa Fe railroad the 20 miles to its namesake city. The system was eventually expanded with branch lines into California, Arizona, Texas, New Mexico, Colorado, Kansas, Missouri, Oklahoma, Louisiana, and Illinois. By 1887 the mainline had been completed from Chicago to Los Angeles, making it one of

12446-674: The railroad's Point Richmond terminal across San Francisco Bay. The service was originally established as a continuation of the company's named passenger train runs such as the Angel and the Saint . The larger two ships (the San Pablo and the San Pedro ) carried Fred Harvey Company dining facilities. Rival SP owned the world's largest ferry fleet (which was subsidized by other railroad activities), at its peak carrying 40 million passengers and 60 million vehicles annually aboard 43 vessels. Santa Fe discontinued ferry service in 1933 due to

12573-422: The rare 4-4-6-2 . The railroad retired its last steam locomotive in 1959. During the twentieth century, all but one of these was painted black, with white unit numbers on the sand domes and three sides of the tender. Cab sides were lettered "AT&SF", also in white. The subsidiary Gulf, Colorado and Santa Fe often painted all or part of the smokebox (between the boiler and the headlight) white or silver. In 1940,

12700-450: The required performance for a fast, lightweight passenger train. The second milestone, and the one that got American railroads moving towards diesel, was the 1938 delivery of GM's Model 567 engine that was designed specifically for locomotive use, bringing a fivefold increase in life of some mechanical parts and showing its potential for meeting the rigors of freight service. Diesel–electric railroad locomotion entered mainline service when

12827-416: The same. On all but the " Erie-built " units (which were essentially run as a demonstrator set), GE U28CG , GE U30CG , and FP45 units, a three-part yellow and black stripe ran up the nose behind the band. A "Circle and Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "as-delivered" E1 units. Similar designs were added to E3s , E6s ,

12954-433: The scheme to consist of three yellow stripes running up the nose, with the addition of a blue and yellow Cigar Band (similar in size and shape to that applied to passenger units); the blue background and elongated yellow "SANTA FE" lettering were retained. The years 1960 to 1972 saw non-streamlined freight locomotives sporting the "Billboard" color scheme (sometimes referred to as the "Bookends" or "Pinstripe" scheme), where

13081-553: The scheme to its gas-electric " doodlebug " units. The standard for all of Santa Fe's passenger locomotives, the Warbonnet is considered by many to be the most-recognized corporate logo in the railroad industry. Early after Amtrak's inception in 1971, Santa Fe embarked on a program to repaint the red bonnet on its F units that were still engaged in hauling passenger consists with yellow (also called Yellowbonnets ) or dark blue (nicknamed Bluebonnets ), as it no longer wanted to project

13208-539: The sides and ends of the units in order to enhance their appearance. In a little over a year, the EMC E1 (a new and improved streamlined locomotive) would be pulling the Super Chief and other passenger consists, resplendent in the now-famous Warbonnet paint scheme devised by Leland Knickerbocker of the GM Art and Color Section. Its design was protected under a U.S. design patent , granted on November   9, 1937. It

13335-541: The sparse population. It set up real estate offices in the area and promoted settlement across Kansas on the land granted to it by Congress in 1863. On March 29, 1955 , the railway was one of many companies that sponsored attractions in Disneyland with its five-year sponsorship of all Disneyland trains and stations until 1974. In 1960, AT&SF bought the Toledo, Peoria & Western Railroad (TP&W); then sold

13462-405: The success of the custom streamliners, sought to expand the market for diesel power by producing standardized locomotives under their Electro-Motive Corporation . In 1936, EMC's new factory started production of switch engines. In 1937, the factory started producing their new E series streamlined passenger locomotives, which would be upgraded with more reliable purpose-built engines in 1938. Seeing

13589-432: The throttle from notch 2 to notch 4 without stopping at notch 3. This feature was intended to prevent rough train handling due to abrupt power increases caused by rapid throttle motion ("throttle stripping", an operating rules violation on many railroads). Modern locomotives no longer have this restriction, as their control systems are able to smoothly modulate power and avoid sudden changes in train loading regardless of how

13716-479: The throttle setting, as determined by the engine driver and the speed at which the prime mover is running (see Control theory ). Locomotive power output, and therefore speed, is typically controlled by the engine driver using a stepped or "notched" throttle that produces binary -like electrical signals corresponding to throttle position. This basic design lends itself well to multiple unit (MU) operation by producing discrete conditions that assure that all units in

13843-439: The units were predominantly dark blue with yellow ends and trim, with a single yellow accent pinstripe. The words "Santa Fe" were applied in yellow in large bold serif letters (logotype) to the sides of the locomotive below the accent stripe (save for yard switchers which displayed the "SANTA FE" in small yellow letters above the accent stripe, somewhat akin to the Zebra Stripe arrangement). From 1972 to 1996, and even on into

13970-522: The wagon ruts of the Santa Fe Trail . In 1869, the first general office building of the company was built in Topeka. This building also served as a passenger station and freight depot. When the line was extended to Newton, Kansas in 1871, the railroad became a major cattle shipper to ensure a steady revenue stream, at the end of Texas cattle drive trails . Despite being chartered to serve the city,

14097-672: The world's first functional diesel–electric railcars were produced for the Königlich-Sächsische Staatseisenbahnen ( Royal Saxon State Railways ) by Waggonfabrik Rastatt with electric equipment from Brown, Boveri & Cie and diesel engines from Swiss Sulzer AG . They were classified as DET 1 and DET 2 ( de.wiki ). Because of a shortage of petrol products during World War I, they remained unused for regular service in Germany. In 1922, they were sold to Swiss Compagnie du Chemin de fer Régional du Val-de-Travers , where they were used in regular service up to

14224-473: Was 95 tonnes and the power was 883 kW (1,184 hp) with a maximum speed of 100 km/h (62 mph). Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s. One of the first domestically developed Diesel vehicles of China was the Dongfeng DMU (东风), produced in 1958 by CSR Sifang . Series production of China's first Diesel locomotive class,

14351-517: Was among the first to add dining cars to its passenger trains, a move which began in 1891, following the examples of the Northern Pacific and Union Pacific railroads. The AT&SF offered food on board in a dining car or at one of the many Harvey House restaurants that were strategically located throughout the system. In general, the same train name was used for both directions of a particular train. The exceptions to this rule included

14478-604: Was built for the Royal Arsenal in Woolwich , England, using an engine designed by Herbert Akroyd Stuart . It was not a diesel, because it used a hot-bulb engine (also known as a semi-diesel), but it was the precursor of the diesel. Rudolf Diesel considered using his engine for powering locomotives in his 1893 book Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren ( Theory and Construction of

14605-403: Was chartered to make a high-profile run over the Santa Fe's track. These specials were not included in the railroad's regular revenue service lineup, but were intended as one-time (and usually one-way) traversals of the railroad. Some of the more notable specials include: The Santa Fe employed several distinctive wayside and crossing signal styles. In an effort to reduce grade crossing accidents,

14732-688: Was delivered from the United States to the railways of the Soviet Union. In 1947, the London, Midland and Scottish Railway (LMS) introduced the first of a pair of 1,600 hp (1,200 kW) Co-Co diesel–electric locomotives (later British Rail Class D16/1 ) for regular use in the United Kingdom, although British manufacturers such as Armstrong Whitworth had been exporting diesel locomotives since 1930. Fleet deliveries to British Railways, of other designs such as Class 20 and Class 31, began in 1957. Series production of diesel locomotives in Italy began in

14859-458: Was eventually added. After World War II, Santa Fe Trailways buses replaced most of these lesser trains. These smaller trains generally were not named; only the train numbers were used to differentiate services. The ubiquitous passenger service inspired the title of the 1946 Academy-Award -winning Harry Warren tune " On the Atchison, Topeka and the Santa Fe ." The song was written in 1945 for

14986-459: Was examined by William Thomson, 1st Baron Kelvin in 1888 who described it as a " Priestman oil engine mounted upon a truck which is worked on a temporary line of rails to show the adaptation of a petroleum engine for locomotive purposes." In 1894, a 20 hp (15 kW) two-axle machine built by Priestman Brothers was used on the Hull Docks . In 1896, an oil-engined railway locomotive

15113-406: Was fitted with an Art Deco streamlined shroud designed by Carl F. Kantola and was named Commodore Vanderbilt on December 27, 1934. The streamlining was later replaced to match the last ten J-3a Super Hudson locomotives (5445-5454) that had been built with streamlining designed by Henry Dreyfuss . J-1e Hudson #5344 stuck out from the rest of the roster, as it was the only J-1 to be streamlined, and

15240-400: Was one of the principal design considerations that had to be solved in early diesel–electric locomotive development and, ultimately, led to the complex control systems in place on modern units. The prime mover's power output is primarily determined by its rotational speed ( RPM ) and fuel rate, which are regulated by a governor or similar mechanism. The governor is designed to react to both

15367-405: Was one of two locomotives ever to be streamlined twice (the other being a Baltimore and Ohio P-7 , number 5304). Two more J-3a locomotives (5426 & 5429) had a 3rd streamlining style fitted in 1941 for Empire State Express service. The streamlined locomotives featured prominently in NYC advertising. The forte of all Hudsons was power at top speed. They were poor performers at low speed and

15494-537: Was opened. The Santa Fe was the only railroad to run trains from Chicago to California on its own tracks. The railway's extensive network was also home to a number of regional services. These generally couldn't boast of the size or panache of the transcontinental trains, but built up enviable reputations of their own nonetheless. Of these, the Chicago-Texas trains were the most famous and impressive. The San Diegans , which ran from Los Angeles to San Diego, were

15621-505: Was prone to troubles, however, and gradually fell out of favor. Instead of a complicated booster, it was deemed preferential to have an extra pair of driving wheels, and thus better traction. On September 7, 1943, No. 5450 suffered a boiler explosion in Canastota, New York , killing three enginemen and putting it out of service until the end of World War II due to a steel shortage. Trials of later, dual-purpose 4-8-2 Mohawks sealed

15748-494: Was shown suitable for full-size passenger and freight service. Following their 1925 prototype, the AGEIR consortium produced 25 more units of 300 hp (220 kW) "60 ton" AGEIR boxcab switching locomotives between 1925 and 1928 for several New York City railroads, making them the first series-produced diesel locomotives. The consortium also produced seven twin-engine "100 ton" boxcabs and one hybrid trolley/battery unit with

15875-549: Was the subject of a popular song, Harry Warren and Johnny Mercer 's " On the Atchison, Topeka and the Santa Fe ", written for the film The Harvey Girls (1946). The railroad officially ceased independent operations on December 31, 1996, when it merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway . The railroad was chartered in February 1859 to serve

16002-500: Was used to propel the DRG Class SVT 877 , a high-speed intercity two-car set, and went into series production with other streamlined car sets in Germany starting in 1935. In the United States, diesel–electric propulsion was brought to high-speed mainline passenger service in late 1934, largely through the research and development efforts of General Motors dating back to the late 1920s and advances in lightweight car body design by

16129-576: Was widely known for its passenger train service in the first half of the 20th century. AT&SF introduced many innovations in passenger rail travel, among these the " Pleasure Domes " of the Super Chief (billed as the " ...only dome car[s] between Chicago and Los Angeles " when they were introduced in 1951) and the " Big Dome " Lounge cars and double-decker Hi-Level cars of the El Capitan , which entered revenue service in 1954. The railroad

#327672