F-M built three custom RS-like terminal switchers with steam generators, but put them on switcher trucks.
The Santa Fe bought one tank engine. This was New Mexico & Southern Pacific number 204, built in 1878. A 2-8-0T, it was the largest locomotive in the world at 115,000 pounds. Baldwin shipped it partially assembled so it wouldn't cause any bridges along its route to collapse. It lost that title a year later when its saddle tank was removed; it came out of that surgery quite a bit lighter. That was built as a saddle tanker because it was hauling material over the switchbacks of Raton Pass, as the tunnel was being bored from both ends. As a tank engine it had both more weight on the drive wheels, and less overall length so it could haul an extra car past the switchback switches. As a conventional 2-8-0 it was renumbered 2403 in 1900, and scrapped in 1921. The number changed more than once, but the name remained--Uncle Dick, named for Richard Wooten, who sold the rights over Raton to the road. It was the only Santa Fe engine to retain its official name into the twentieth century. There seems to be at least one 4-4-0T that the road inherited when it took over a smaller road. But most of the few tank engines it had were converted from conventional, tender-toting switchers. They were handy for hostling engines around the major shops. No tender helped them ride with road engines on turntables without hanging off the end. Working at a major shop (Topeka, mostly) enabled 2298, built by Rhode Island in 1884, to last until 1937, fifty-three years. It's not certain when it was converted from an 0-4-0 to an 0-4-0T. It was a shop crane for a time, too, but there doesn't seem to be a record of when the hoist was installed or removed. But it's pretty safe to say that, at 16,200 pounds, it was the lightest Santa Fe locomotive ever to wear its forward headlight in the center of its smokebox door.
This isn't an old photo but I had to look up the 3751 class after seeing the photo of 3753, above, and there is this wonderful video: Doug
For the Santa Fe to work the VO1000 till 1971 is a long time being Baldwin shipped there last more than 10 years.
F7A-335 that later became CF7-2424. Built in June of 1951 as 316L. April 6, 1966 in Gainesville, Texas. T. Hofmann Photo. Rodney Peterson collection.
You found a pic of a drover car. Those accommodated drovers who rode along with livestock to handle them during feed and water stops.
Do you mean this one? I would think that is an MOW car. Drover cars were typically painted brown and usually had a platform and more windows.
One of the first oil-fired locomotives. She may not look like revolutionary new technology of 1901, but she is. It was southern California where this happened. There were inventors there who tried to sell the idea to the Southern Pacific, who didn't buy. The Santa Fe gave it a trial. It didn't work, but it gave the mechanical department ideas that did work. It may seem odd that this was developed there, instead of the rich oil fields of Oklahoma and Texas. But California had oil too. On the other hand, the southern plains also had some coal, and California didn't.
I wonder why it didn't work, at first. Not enough oil volume? Not enough oil pressure? Oil nozzle dispersion incorrect? Doug
Climbing the grade toward the summit of the Cajon Pass near Dell. The grades for Route 66 can be seen on the hillsides on the right. This is a fan special, the 1955 “Farewell To Steam” excursion. The fifth car back actually has a “Farewell To Steam” sign. Bob Chaparro collection.
