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DIESEL LOCOMOTIVES OF THE
ATCHISON, TOPEKA & SANTA FE RAILROAD




I model the Santa Fe in the Fall of 1969 (no specific day, however -- I'm flexible).
My layout models Carlsbad, New Mexico, and the surrounding potash mines. Many of you have no doubt
toured the Carlsbad Caverns...and missed the mines. During the mid-1950s, potash made Carlsbad the #2
revenue customer on the Santa Fe system. Every day saw a unit train of potash hoppers roll out of my
little home town. I find potash a fascinating subject, but if you can't wait to get to the TRAIN STUFF,
just page down past the following little historical/scientific sidebar (in a tasteful burgundy color).

The are several Links to other ATSF resource sites at the bottom of this page.



POTASH
A Brief Regional Science & History Lesson

      The word "Potash" denotes a chemical combination of the element potassium with one or more elements; when used in connection with fertilizers, potash refers to potassium chloride or potassium sulphate. Most soils in which basic crops grow must be fed potash; it is thus a vital element in American food production. Potash is also important in the manufacture of glass, soap, matches, drugs, high-octane gasoline and black powder...and hence has military importance.

      Some 220 million years ago, during the Permian Age, the sea covered a vast portion of the Southwestern U.S., including portions of eastern New Mexico, western Texas, Oklahoma and Kansas. Various salts crystallized on the bottom of this sea as its waters evaporated, building up thick layers during millions of years. Eventually the water receded and the layers of salts were buried to depths of hundreds or thousands of feet by silt, sand and rocks. During colonial days, potash was produced from wood ashes, and much of it was exported to England; as the eastern forests were cut down, this source of potash was reduced. The discovery and development of the potash industry in Germany in 1865 (producing from Permian Age deposits similar to those later discovered in the Carlsbad area) put an end to the wood ash industry as a major enterprise in the United States.

      The German potash industry was the sole source of potash for American agriculture and industry up to the outbreak of World War I. Our complete dependence upon Germany as a source of potash was brought home in 1910 when, as a result of the reorganization of the German potash industry, favorable contracts held by american importing companies were suddenly cancelled. The ensuing price increases caused Congress, in 1911, to fund exploration of possible potash sources in the U.S. We continued to import most of our potash from Germany until 1914, when the outbreak of war completely cut off supplies.

      During WWI, the U.S. was forced to get what potash it could from expensive sources, such as brine lakes, distillery wastes, flue dust and seaweeds. The price soared from $35/ton to almost $500/ton. The price for the same grade of product in 1955 was $18/ton, FOB Carlsbad. Following WWI, most of the 128 wartime producing units ceased operation; they could not compete with the lower-priced imported product. But the wartime potash shortage had been a near tragedy; fortunately, a few folks refused to forget that lesson, insisting that security for America could lie only in discovering low-cost American supplies.

pterodactyl

      Exploratory core drilling was carried on by the U.S. Geological Survey, but the first commercial deposit was located by private interests. In 1925, the Snowden & McSweeney Co., exploring for oil east of Carlsbad, discovered potash salts. This proved to be a find of world-wide importance! Subsequent core-drilling showed sufficient promise to warrant sinking a mine shaft to a depth of 1000 feet. The principal potash-bearing material found was sylvite ore (a mixture of potassium chloride and sodium chloride, containing about 21-25% K2O), the raw ore from which Carlsbad potash is produced. As a result of this discovery, the United States Potash Company was formed to develop the deposit, with the company producing its first refined commercial potash in September of 1932.

      In 1931, Potash Company of America (PCA) began exploratory drilling, completing its first shaft in early 1933. In order to meet European competition, the crude ore had to be refined to produce an almost pure potassium chloride and to eliminate the common salt. The first unit of the PCA refinery was completed in the fall of 1935. The third firm to enter the field was Internation Minerals & Chemical Corp. (IMCC), who (with its predecessors) sank its first shaft in the fall of 1936, and produced refined potash from its own refinery in October 1940.

      In 1938, the mines produced 535,000 tons of potash salts (equivalent to 317,000 tons of K2O), of which 15,000 tons were consumed by non-agricultural industries (such as defense). Germany stopped all potash exports to the U.S. in 1939; wartime non-agricultural demand rose to 100,000 tons of K2O per year. Contrasting sharply with WWI, potash prices during WWII rose only 0.2%, thanks to increased production from the mines at Carlsbad.

      Post-war non-agricultural demand dropped back to 88,000 K2O tons in 1948, but then steadily increased to 172,000 tons by 1962; that same year, the total potash production totalled 5.5 million tons of salts (equivalent to 3.2 million tons of K2O). Early in 1952 the Duval Sulphur and Potash Company came into production with a new mine and refinery. Later in '52 Southwest Potash Corp., a subsidiary of the American Metal Company, Ltd., developed its mine and refinery to the production stage. By the mid-1950s, these companies were producing over 8 million tons of crude ore per year!

      Development of the New Mexico potash industry drove the price of world potash down, making this important fertilizer material available to farmers at lower prices...and significantly influencing the outcome of World War II.




While I was researching locomotives that were time-appropriate for 1969 on the ATSF, I compiled the
following chart It lists each and every type of locomotive that the Santa Fe ever owned...even if they had
only one. Locos are listed alpha-numerically, and are color-coded by manufacturer:
  • green for EMD
  • red for GE
  • blue for ALCO
  • orange for for Baldwin, F-M & MK
  • basic black for "blends" and others
I've also tried to trace the history of road numbers, showing both the originals and the renumbers
(and re-renumbers, where necessary), plus engine type, horsepower, number of cylinders, number of units
owned, and years built. For some reason, I'm particularly interested in the production models where the
Santa Fe bought only one, such as the GP40 and the RS2. Kato fans will recall that they
offered two road numbers in the lovely little RS2 -- one was the original road number, the other
was the renumber -- both the very same locomotive. Oops.

If you find these charts interesting, please let me know.


For nice, easy-to-print views of each following page,
just click on the page number below:

Remember to set your printer to "Landscape."

PAGE 1       PAGE 2       PAGE 3       PAGE 4


MODEL MFGR ENGINE CYLS HP # OWNED YRS BUILT RD #s RENUMBER COMMENT
BEEP Bald/EMD/ATSF 567BC 12 1500 1 70 2450 1160-->1460
B23-7 GE FDL-12 12 2250 69 78-84 6350-6418 7201-7216, 6350-6418
B36-7 GE FDL-16 16 3600 16 80 7484-7499
B39-8 GE FDL-16 16 3900 3 84 7400-7402
CF7 EMD/ATSF 567BC 16 1500 233 70-78 2417-2649
CRSD20 ALCO/SF/EMD 645C 16 2000 3 74 & 76 3900-3902 1300-1302
C30-7 GE FDL-16 16 3000 157 77-82 8010-8166
Dash-840B GE FDL-16 16 4000 40 88-89 7410-7449
Dash-840BW GE FDL-16 16 4000 81 90-92 500-582
Dash-840CW GE FDL-16 16 3800/4135 152 92-93 800-951
Dash-944CW GE FDL-16 16 4400 100 94 600-699
DL-109 ALCO/GE 539 2x6 2000 2 41 50L & 50A
DS4-4-750 ALCO 606NA 6 750 9 49 525-533 625-633
DS4-4-1000 Baldwin/W 606SC* 6 1000 41 48-49 2260-2299 & 2200 (2nd) *SC=SuperCharged
DT6-6-2000 Baldwin 606SC 6x2 2000 7 48-49 2600-2605, 2606 (ex-demo)
Erie Builts F-M/GE Opposed Piston 10 2000 3 43 90LAB
E1 A/B EMC/GE Winton 201-A (2) 12 (2) 1800 11 37-38 2LA-4LA, 5-9
E3 EMC/GE 567 (2) 12 1000 2 39 11L & 11A
E6 EMC/GE 567 (2) 12 2000 7 40-41 12LA-13LA, 14L, 15LA
E8m EMD 567B (2) 12 2000 13 52-53 80LA-84-LA, 85L-87L
F45 EMD 645E3 20 3600 40 68 1900-1939 5900-39-->5950-89
FP45 EMD 645E3 20 3600 9 67 100-108 5940-48-->5990-98-->* *100-108-->5990-98-->90-98
FT EMC 567 16 1350 155A+165B 40-45 100-199 & 400-430 Frt* *not consecutive
" " " " " " " 158LABC-168LABC Pass
F3 EMD 567B 16 1500 92 46-49 16LABC-36LABC Pass
" " " " " " " 200LABC-201LABC Frt
F7 EMD 567B 16 1500 462 49-53 202LABC-280LABC Frt *48A, 300LAB-314LAB,
" " " " " " " 37LABC-47LABC, * Pass 325LAB-340LAB, 341LA-344LA
F9 EMD 567C 16 1750 36 56 281LABC-289LABC
GE 44-Ton GE Cat D-17000 (2) 2x8 380 9 42-44 460-468
MODEL MFGR ENGINE CYLS HP # OWNED YRS BUILT RD #s RENUMBER COMMENT
GP7 EMD 567B 16 1500 250 50-53 2650-2893 1310-29, 2000-27, 2050-2243
" " " " " " " FT rebuild: 99, 2899, 2013
" " " " " " " Cabless units: 2788A-2797A
GP7 Slugs EMD/ATSF n/a 0 0 2 80-81 115 &119 1115 &1119
GP9 EMD/ATSF 567C 16 1750 52 56-57 700-751 2900-2951-->2244-2299
GP20 EMD 567D2 16 2000 75 60-61 1100-1174 3100-74-->3000-74
GP30 EMD 567D3 16 2250 86 62-63 1200-1284 3200-84-->2700-84
" " " " " " " Ex TP&W 700 3285-->2785
GP35 EMD 567D3 16 2250* 161 64-69 1300-1460 3300-3460-->2800-2960 *2500hp rebuilt
" " " " " 3 " 900-902 3462-3464-->2961-2963 ex TP&W
GP38 EMD 645 16 2000 61 70 3500-3560 2300-2360
GP38-2 EMD 645E 16 2000 11 77-78* TP&W 2001-11-->3561-71 2370-2380 *acquired by ATSF '84
GP39-2 EMD 645E 12 2300 106 74-80 3600-3705 3100-3201-->3400-3449
GP40 EMD 645E3 16 2500* 1 69** 3461 2964 *derated fm 3000 **fm TP&W '75
GP40X EMD 645F 16 3500 10 78 3800-3809
GP50 EMD 645F 16 3500 45 81-85 3810-3854
GP60 EMD 710G 16 3800 40 88-89 4000-4039
GP60M EMD 710G 16 3800 63 90 100-167
GP60B EMD 710G 16 3800 23 91 325-347
HH-600 Alco/GE M&S 531 6 600 3 34 & 37 2300-02
HH-1000 Alco/GE 539 (turbo) 6 1000 12 39 2310-21
H10-44 F-M 38D8-1/8 6 1000 3 45 & 48 500 ('45), 501-02 ('48)
H12-44 F-M ? 6 1200 59 50-57 503-540, 544-564 Opposed, 12 pistons
H12-44TS F-M ? 6 1200 3 56 541-543 Opposed, 12 pistons
H16-44 F-M ? 8 1600 20 51-52 2800-2819 3000-3019 Opposed, 16 pistons
MK1200G M-K Cat G35126 (LNG) 16 1200 2 94 1200-1201
NW EMC/W Winton 201-A 12 900 3 37 2350-52 2400-02
NW2 EMC 567 12 1000 15 39-43 2353-67 2403-17
NW2 Slug EMD/ATSF n/a 0 0 2 73 120, 121 1120, 1121
MODEL MFGR ENGINE CYLS HP # OWNED YRS BUILT RD #s RENUMBER COMMENT
PA1/PB1 ALCO/GE 244 (turbo) 16 2000 44 46-48 51LAB-62LAB, 70LA-71LA 51B-62B-->63L-69L, 74L-78L
RS1 ALCO 539 (turbo) 6 1000 6 47-50 2385-2388, 2394-2395 2385-2388-->2396-2399
RS2 ALCO 244 (turbo) 12 1600 1 50 2110 2099
RSD4 ALCO 244 (turbo) 12 1600 10 51 2100-2109
RSD5 ALCO 244 (turbo) 12 1600 53 51-53 2110-2162 9110-9162
RSD7 ALCO 244G & H (turbo) 16 2250/2400 12 54-55 600-611 600-601 ALCO demos 2250hp (G)
" " " " " " " " 602-611 2400hp (244H)
RSD15 ALCO 251B (turbo) 16 2400 50 59-60 800-849 9800-9849
RSD15 Slug ALCO n/a 0 0 2 76 145-146
S1 ALCO/GE 539 (non-turbo) 6 660 2 44 2303 & 2304
S2 ALCO/GE 539 (turbo) 6 1000 70 42-45, 48-49 2322-2391
S4 ALCO 539 (turbo) 6 1000 38 51-53 1500-1537
SC EMC/GE Winton 201-A 8 600 4 36, 37 2301-->2150; 51-53 650-653
SD24 EMD 567D3 16 2400 80 59-60 900-979 4500-4579
SD26 EMD 645 16 2625 80 73-78 4600-4679
SD39 EMD 645E3 12 2300 20 69 4000-4019 1556-1575
SD40 EMD 645E3 16 3000 20 66 1700-1719 5000-5019
SD40-2 EMD 645E 16 3000 187 77-81 5020-5192, 5200-5213 5020-27 & 5109-40 Snoots
SD45 EMD 645E3, et al 20-16 3600 90 66, 69-70 1800-1889 5500-89-->5300-5408-->5426-37
SD45B EMD 645E3 20 3600 2 (3) 83, 86 5501-5502
SD45-2 EMD 645E3 20 3600 90 72-74 5626-5714 5800-68*-->7200-29 *not renum 5705-14
SDP40F EMD 645E 16 3000 18 73-74* Amtrak 511-649** ATSF 5250-5267 *acq'd by SF '84 **non-consec
SD75M EMD 710G3C 16 4300/4500 51 95 200-250
SF30B GE/ATSF FDL-12F3OUX 12 3000* 1 87 7200 6419 *2300hp-->3000-->2300
SF30C GE/ATSF FDL-16 16 3100 70 85-86 9500-9569 were U36Cs
SSB1200 EMD/ATSF 567BC 16 1200 3 74-78 1215-1217 ex NW2; 1216 1000hp
SSB1200* EMD/ATSF 567BC 12 1200 19 74-79 1220-1238 *ex SW9
SSB1200* EMD/ATSF 567BC 12 1200 3 73-79 1239-1241 *ex SW1200
SW9 EMD 567B 12 1200 19 53 2420-2438
SW900 EMD 567C 8 900 4 57 650-53 (653) 1153-->1453
SW1200 EMD 567C 12 1200 3 59 2439-2441 (2441)-->1441
TR4 EMD 567A 12 1200 (2) 2pr (cow/calf) 50-51 2418LA-2419LA 1418LA-1419LA Rebuilt (SSB) renum 1242-1245
MODEL MFGR ENGINE CYLS HP # OWNED YRS BUILT RD #s RENUMBER COMMENT
U23B GE FDL-12 12 2250 49 70-71 6300-6348
U23C GE FDL-12 12 2250 20 69 7500-7519
U25B GE FDL-16 16 2500 16 62-63 1600-1615 6600-6615
U28CG GE FDL-16 16 2800 10 66 350-359 7900-7905 (?)
U30CG GE FDL-16 16 3000 6 67 400-405 8000-8005
U33C GE FDL-16 16 3300 25 69 8500-8524
U36C GE FDL-16 16 3600 100 72-75 8700-8799
(VO) 660 Baldwin/AC VO 6 660 1 36 2200
VO 1000 Baldwin/W VO 8 1000 59 39-45 2201-2259
1A & 1B EMC Winton 201-A (2) 12 (2) 1800 (2) 1 35 1A & 1B
44-Ton Davenport Cat D-17000 (2) 8 (2) 360 1 41 450
44-Ton Whitcomb Cat D-17000 (2) 8 358 1 41 400 451



OTHER ATSF RESOURCE SITES

Steve Sandifer has lots of great info on ATSF Passenger Cars.

Gregg Fuhriman's ATSF All-Time Diesel Roster.

Tom Chandler's Railspot ATSF All-Time Diesel Roster.

Updated 2-25-08