Santa Fe Pullmans · 2018-04-02 · Fe-owned cars: 14 diners, ten lounges, eight club cars and four café-observations. In 1935, 195 Pullmans and 78 Santa Fe cars joined the air conditioned

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Heavyweight Pullman sleepers assigned to the Santa Fe were

unique in several ways, all due to the application of steam

ejector air conditioning systems during the 1930s. The distinc-

tive roof hatches and underneath equipment provide great

modeling opportunities, but it takes more than adding those

details to a generic plastic or brass Pullman if you want a truly

accurate Santa Fe model.

It’s all in the ducts

On most AC installations, the air conditioner unit is mounted

within the clerestory at the end of the car over the lavatory,

and make-up air is drawn through the vestibule ceiling. The

compressor (for mechanical or electromechanical systems) or

ice boxes (for ice AC systems) that provide chilled fluid to the

air conditioner are mounted under the car. The ends of the

external ducts that deliver conditioned air to the car are in line,

and adjacent to the air conditioner unit as shown in Figure 1.

In roof-mounted steam ejector installations, the steam ejector

unit is at the end of the clerestory and the air conditioner is

inboard of that. The ducts begin further inboard as well. With

the AC unit now well away from the vestibule, make-up air is

drawn through the clerestory wall. To make room for the

make-up air intakes, the end of the duct on that side may be

offset from the duct on the other side, as shown in Figure 2.

Topeka - the City Different

There were more differences in the ducts than location. Some

of the installations were done by Pullman at their Calumet,

Illinois Shops, but most were done by the Santa Fe at their

Topeka Shops. Calumet installations featured smoothly curved

ducts with tapered ends constructed from overlapping plates.

Topeka installations featured ducts with straight outer walls

and formed ends.

Air conditioning timeline

The first Santa Fe-assigned Pullmans with steam ejector air

conditioning came out of the shops in 1934. Calumet delivered

six 3-2 and three 10-Section observation sleepers, while

Topeka delivered eight 3-2 observation sleepers and 13 6-3 all

room sleepers. In addition, Topeka air conditioned 36 Santa

Fe-owned cars: 14 diners, ten lounges, eight club cars and four

café-observations.

In 1935, 195 Pullmans and 78 Santa Fe cars joined the air

conditioned fleet. Calumet delivered 28 16-Section tourist cars

and 23 single vestibule 10-1-2 sleepers, while Topeka out-

shopped 31 12-1 sleepers (most of which became 14-Section

tourist cars), nine 14-Section tourist cars (all of which were

former 12-1s), 23 10-2 sleepers, 20 two vestibule 10-1-2 sleep-

ers, eight 10-Section observation sleepers, ten 10-Section

lounges, two 6-3 sleepers, two 7 Drawing Room sleepers, 28

8-1-2 sleepers, seven 14-Section sleepers (the “Famous Men”

series, not to be confused with the 14-Section tourist cars) and

four 16-Section tourist cars. Plus the 78 Santa Fe cars!

In 1936/37 Calumet outshopped eight 10-2 sleepers, while

Topeka delivered seven 10-2s and 17 16-Section tourist cars.

In 1940 seven previously air conditioned 10-2s emerged from

Calumet as 6-1-4 sleepers with streamstyled turtle roofs - the

legendary TRIBE cars.

Appendix I lists all 257 Pullmans sorted by Plan number.

Body style and generator data are also listed. The seven

TRIBEs are listed separately and in addition to the 257, as they

were major rebuilds of the predecessor cars.

Modeling Santa Fe Assigned Heavyweight Pullmans

Part 1: The Prototypes

by Tom Madden

Pullman BISON PEAK, Orange Empire Railway Museum, author’s photo

Figure 1

Figure 2

Calumet Topeka

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How does the dang thing work?

How do you get cold air from steam? It’s all in the physics.

Think of it as an airbrush on steroids connected to a vacuum

chamber where low temperature boiling of water takes place,

with a touch of evaporative cooling (swamp cooling) tossed in

for good measure.

Trainline steam passes through a steam control box to reduce

the pressure and remove excess water. The steam is then

ejected through a nozzle (that’s the airbrush part), and when it

expands coming out of the nozzle it creates a vacuum. That’s

known as the “Venturi Effect”, and it’s what makes an

airbrush work. An airbrush doesn't “suck” the paint out of the

bottle, just as you don’t actually “suck” fluid out of a glass

through a straw. You draw the air from the straw, creating a

vacuum, and the air pressure on the liquid in the glass pushes

it up the straw. Same with the airbrush. There’s a hole in the

lid of the paint jar to let air in, so when you create a vacuum in

the airbrush tip, the atmospheric pressure on the paint in the jar

pushes the paint up the tube into the nozzle area, where the

expanding jet of air breaks it into tiny droplets and carries it

out the tip.

The steam ejector is like that, only the “paint jar” chamber has

no hole. With no way for air to get in, the vacuum created in

the ejector nozzle draws the air out of the chamber so it will

also be under vacuum. The chamber is called an evaporator,

and that’s where low temperature boiling takes place.

Those of us living in the Mountain time zone are familiar with

the saying, “You can’t boil an egg in Leadville”. Well, you can

certainly boil one, but because the reduced air pressure at

Leadville’s 10,000 foot elevation lowers the boiling point of

water to 194° F, you will have difficulty cooking one. If you

reduce the air pressure far enough, the boiling point can be

reduced to well below room temperature. A steam ejector

system maintains a vacuum of 29.88” of mercury in the

evaporator, and the boiling point of water at that reduced

pressure is 50° F.

Now comes the physics part. Water will boil if the boiling

point is lower than the temperature of the water. But it takes

energy to change the “phase” of the water from liquid to gas.

In normal boiling we add that energy externally, in the form of

heat from a gas flame or electric heater. But if there is no

external energy source, the needed energy is extracted from

the heat stored in the water itself. Remove heat from warm

water, and you get - Ta Da! Cold water! The boiling due to

heat removal will continue until the water cools to the boiling

point, so by maintaining the vacuum at 29.88” of mercury a

steam ejector system maintains a constant supply of 50°

chilled water. It’s a remarkably efficient process.

In a steam ejector system the evaporator is in the return loop

from the air conditioner cooling coil. Warm water returning

from the cooling coil is sprayed into the evaporator. The

sprayed water droplets have lots of surface area, which

enhances evaporation (evaporative cooling), augmenting the

cooling process. A pump sends chilled water in the evaporator

sump to the cooling coil, closing the loop. The nozzle,

evaporator, cold water pump and air conditioner cooling coil

are shown in the right side of the diagram in Figure 3.

Meanwhile, back at the nozzle…

That takes care of the cold water loop to the air conditioner,

but we still have that jet of steam coming out of the nozzle. It’s

directed to a condenser - a chamber with a series of water

cooled vanes - which cools the exhaust steam and condenses

out and recaptures the water. In addition to having water-

cooled vanes, a fan blows air over the entire condenser. That

air is drawn from a screened intake in the clerestory wall and

exhausted through shutters on the top of the hatch.

Condensed water from cooling the steam and runoff from the

spray used to cool the vanes drains from the bottom of the

condenser into a sump. A second pump, the condenser pump,

draws water from that sump and sprays it on the condenser

vanes. All of this is takes up the left half of Figure 3.

That’s a simplified explanation, but the principles hold. The

plumbing is much more complicated, rigged to keep the two

loops (chilled water to the AC cooling coil and cooling water

to the condenser) separate but not isolated (one makeup tank

sump serves both) while minimizing water losses.

What does it look like, really?

Figure 4 shows all the “stuff” in Figure 3 packaged for a Santa

Fe-type installation. The refrigerator unit (A.K.A. “Steam

Ejector Unit” or, on the Santa Fe, “Cooling Tower”) and air

conditioner are mounted on the underside of the clerestory roof

and accessed through distinctive hatches, while the condenser

water reservoir (makeup tank), both pumps and the steam

control are located under the car.

As modelers we are more interested in the external appearance

of housings that contain the equipment, and not necessarily in

the equipment itself. The steam control box and makeup tank

housing, not the steam control plumbing and makeup tank; the

AC and SE access hatch covers, not the units themselves. The

design of the equipment and housings changed over the course

of the AC program, and drawings of most everything survive.

The Santa Fe sent a full compliment of drawings to Pullman,

and they are now in the Pullman archives at the Newberry

Library in Chicago. Not only drawings of the components and

housings, but underbody and duct (roof) layout drawings

showing where everything goes.

Figure 3

Figure 4

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Equipment I - hatch covers

From 1934 through 1936 five air conditioner and three steam

ejector hatch designs were employed. SE and AC units were

installed over non-revenue space, so cars with smaller lavato-

ries were equipped with smaller AC units and shorter hatches.

Figure 5 shows the five AC hatches. Hatch 1934 “B” was

used on only three cars, 10 section observations Mts. TAY-

LOR, KING and BRECKENRIDGE. All the other 1934 instal-

lations were on all-room Pullmans with ducts on one side of

the clerestory. For those applications the AC unit was mounted

crosswise, since it did not have to deliver air to ducts on both

sides of the clerestory.

The three 1935/36 AC hatches were all applied to section

sleepers with ducts on both sides of the clerestory. All were

the same width and featured the same access hatches, but var-

ied in length to match the sizes of the AC units under them.

Figure 6 shows the three steam ejector hatch designs. All were

the same size, but with some variation in shutter position and

access hatch size.

Equipment II - hatch locations

The SE and AC units were placed next to each other over the

men's lavatory whenever possible, but sometimes the layout of

revenue space didn’t permit that. The top drawing in Figure 7

shows the most common layout on a section sleeper with a

large men’s lavatory. The 10-2 in the middle drawing has a

very small men’s lavatory, and the AC unit was located over a

drawing room annex (toilet). The 3523C 6-3, bottom, was an

all-room car with no men’s lavatory. The SE unit was placed

over two back-to-back drawing room annexes in the middle of

the car and the AC unit over another annex at the car end.

Equipment III - clerestory air intakes

Both the SE and AC units drew air through openings in the

clerestory wall, and those openings were fitted with a variety

of intake filters and housings. Air to cool the steam ejector

condenser was always drawn from the side opposite the hatch

shutters, but makeup air for the air conditioner could be drawn

from either side, or from both sides.

The photo below shows a large intake housing for the SE unit

and a small hooded filter housing for the AC unit.

The next photo shows a large hooded filter housing for the AC

unit. Duct drawings for these two AC hooded filter designs

show that the openings in the clerestory walls were the same

size, but the larger housing contained a much larger filter,

which presumably required less frequent changing.

The third photo shows a pair of AC intake filters with no hood,

a 1934 installation on a 3523C 6-3. The car on the right,

GLEN ROBERTS, is also a 6-3 and shows the opposite side of

the same (AC) end of the car.

A few words about equipment boxes

Generally, Pullman equipment box covers were not hinged.

Large covers were nested into cleats riveted to the bottom of

the housing and retained by hasps and pins, while smaller ones

were retained by wing nuts and washers on threaded studs.

Pullman did nothing for no reason, so this was presumably a

safer and more durable arrangement. If the fastenings failed a

cover would fall onto the ROW instead of banging against the

rails, and servicing personnel had to lift large covers out of the

cleats and set them aside instead of pulling the pins and letting

them drop. (The cords in the photos below anchor a tarpaulin

protecting a museum-stored car.)

1935 19361934

Figure 6

Figure 5

1935/36"A" 1935/36 "B" 1935/36 "C"

1934 "A" 1934 "B"

Plan 3410A 12-1

Plan 3584 10-2

Plan 3523C 6-3

Figure 7

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Figure 8

Figure 9

Equipment IV - steam control box

The functional parts of the steam control unit are shown in

Figure 8. Two pressure reducing valves in a duplex arrange-

ment provided redundancy. Only one was in use at a time with

the other isolated by shutoff valves. It could be configured for

either left- or right-handed operation.

Figure 9 shows right-handed versions of all the steam control

boxes.

Like the hatches, the design of the steam control boxes

changed over the years. The 1934 units had a one-piece cover

and the steam inlet on the back. The 1935 and 1936 designs

had the steam inlets on the ends, and separate covers for the

motor operated valve and the pressure reducing valve compart-

ments. Both changes simplified servicing the units. In 1936 the

pin and hasp location was lowered from the top to the center of

the box. See Appendix II for application information.

Equipment V - makeup tank and condenser pump

These units also changed over the installation period, although

all were “right-handed” based on the condenser pump location.

Figure 10 shows the various versions. The 1934 makeup tank

drawing is missing from both the Newberry and Temple, TX

collections. Figure 10 includes a 3D CAD design of the 1934

makeup tank applied to Plan 3523C 6-3 Pullmans, interpolated

from a photo of the tank on GLEN ROBERTS and the Santa

Fe underneath equipment drawing showing the tank’s foot-

print.

Equipment VI - cold water pump

The 1934 cold water pump was located in the makeup tank

housing. The pump body is visible high on the left side of the

1934 makeup tank shown in Figure 10. For 1935 and 1936

installations the CW pump was amounted separately.

Santa Fe drawing 23-A-2484 (2/9/1935) shows an unprotected

cold water pump, while drawing 23-A-2646 (3/7/1936) shows

the pump encased in a small housing. This infers that 1935

installations had unprotected CW pumps, while 1936 and later

ones were encased. Postwar photos show encased CW pumps

on all post-1934 installations. One presumes the unprotected

pumps would have been prone to damage and were later en-

cased. Figure 11 shows both versions. Like the steam control

boxes, the encased pumps were installed in both left- and

right-handed configurations. See Appendix II for application

information.

Equipment VII - generators

Santa Fe-assigned Pullmans were equipped with 4 KW light-

ing generators, either #2 body mounted or #5 truck mounted.

A second 4 KW generator was installed when a car was air

conditioned, and these were also a mix of body and truck

mountings. In the mid 1940s three Plan 3523C cars received

10 KW generators, possibly replacing both 4 KW generators.

With one possible exception, all cars with top equalized 242 or

242A trucks received two body mounted generators. Pullman’s

records show Tourist Car 4166 with 242 trucks and truck

mounted generators. It may be a clerical error. The majority of

cars with bottom equalized 1910, 1910A, 2410, 2410A or

2411 trucks received two truck mounted generators, although

five had two body mounted generators and 52 had one of each

type. See Appendix I for each car’s generator schedule. An

asterisk indicates a car had one of each type but the end of the

car each went on is not specified.

Pullman body construction variations

The evolution of Pullman’s construction practices resulted in

three different body styles for Santa Fe-assigned heavyweight

Pullmans, each related to the time they were built. The earliest

steel Pullmans (1910-1916) were styled to match the wood

cars of the era and featured “grooved” steel siding, actually

interlocking strips of formed sheet steel, and decorative leaded

glass upper transoms (“Gothics”) over each window. All were

built with curved-top ends. Collectively these are known as

Gothic cars. Pullman introduced riveted steel plate side con-

struction in 1916 but stayed with the same car length, 73’-6”

over end sills, and curved-top ends. These were Intermediate

cars. In 1923 Pullman added a foot to the basic car length,

changed Plan numbers from 2xxx to 3xxx, and introduced the

“pedimented” (flat-topped) car end. These Late cars also had

1934

1935

1936

Figure 11 1936 1935

Truck Mounted Body Mounted

1934

1935

1936

Figure 10

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redesigned belt rails with fasteners in both the upper and lower

sections. Except for the belt rail differences, the Intermediate

and Late side rivet patterns were identical - six rivets in each

vertical row in the lower side sheets, no rivet row under the

center post in paired windows, and single pairs of rivets in the

letterboard in line with the rows in the lower side sheets.

In 1917 Pullman began rebuilding Gothic cars, adding steel

plate lower side sheets and wide letterboards that covered the

Gothics. The rivet pattern on these Rebuilt Gothic cars had

four rivets in each vertical row in the lower side sheets, an

identical row under the center post of each paired window, and

double pairs of rivets in the letterboards. Paired window center

posts on Rebuilt Gothic cars had a double rivet pattern, while

the Intermediate and Late paired windows had narrower center

posts with single rows of rivets. No Gothic cars were air con-

ditioned (few survived as-built past the mid-1930s), but many

Rebuilt Gothics were. Figure 12 shows the rivet patterns for

Intermediate, Late and Rebuilt Gothic paired windows.

Gothic cars rebuilt prior to 1923 kept their curved-top ends,

while those rebuilt after 1923 were fitted with pedimented

ends. The photos below show examples of curved-top and

pedimented ends.

Appendix I lists the rivet pattern and end type for each Santa

Fe Pullman. The end types for Rebuilt Gothic cars are inferred

from the date each was rebuilt, with the three 1923 rebuilds

listed as “Uncertain”. If a pre-1923 Rebuilt Gothic car with

curved-top ends suffered damage after 1923 and needed new

ends, it would have gotten pedimented ends. Photos are your

only guide for those. Photos always trump inferred data, since

Pullman’s record keeping was not error-free.

Timeline considerations

Santa Fe’s fleet of heavyweight Pullmans dwindled over time.

Of the 257 Pullmans air conditioned for the Santa Fe from

1934 through 1937, 130 named cars were still assigned to the

road on December 31, 1945. The Santa Fe took ownership of

71 of them on December 31, 1948 as part of the Pullman anti-

trust divestiture agreement, and declined the rest. Tourist cars

were excluded. Accepted were the seven 3958 “Famous Men”

14-Section sleepers, ten 3521C GENERAL 10-Section

lounges, seven 3523C and two 3523E 6-3 sleepers, ten 3585E

LAKE suffix 10-1-2s, 28 3979A CENT 8-1-2s, and seven

4092 TRIBE cars. All the declined sleepers and excluded

Tourist cars remained under Pullman ownership, and some of

those declined sleepers continued their Santa Fe assignments.

Many of the tourist cars were renumbered and had their air

conditioning systems deactivated in 1950-51 for Korean war

service. These post-ATSF service changes are not shown in

Appendix I. Between November 1952 and February 1953 the

Santa Fe repurposed its 3521C GENERAL 10-Section

lounges as coaches, numbering them 1155 through 1164. In

May and June 1953 the Santa Fe purchased from Pullman 16

previously declined steam ejector-equipped 10-2 sleepers and

used them as coaches, numbering them 1126 through 1141.

Paint schemes

All heavyweight sleepers wore Pullman’s standard Pullman

green paint scheme when they were air conditioned. Tourist

cars assigned to the Scout were refurbished and painted light-

dark-light two tone gray in 1940 and featured a distinctive

Scout name plate centered on the lower side sheets. Use of

these cars in Scout service decreased dramatically after the

war. Those that had their air conditioning deactivated were

repainted Pullman green. The others whiled away their final

years in storage in fading two tone gray. All were ultimately

scrapped or sold to individual railroads for company service

use. The Santa Fe bought seven.

In June 1949 COMANCHE TRIBE received the short-lived

shadowline paint scheme. In 1951 and 1952 it and the other six

TRIBE cars were repainted two tone gray with SANTA FE on

the letterboard. In 1957 8-1-2s CENTASH, CENTROCK and

CENTWELL were repainted with the same scheme. All others

remained Pullman green with PULLMAN on the letterboard.

Part 2 will cover modeling opportunities for these interesting

cars.

Intermediate Late Rebuilt Gothic

Figure 12

Curved-top End Pedimented End

KIOWA TRIBE, Dean Hale photo, author’s collection

GLEN ROBERTS, Bob’s Photos

Author’s photos

Appendix 1

Santa Fe-Assigned Pullmans with

Steam Ejector Air Conditioning

Name Plan AC Location Trucks AC Date Left (Mens end) Gen.

Right (Womens end) Gen.

Ends Rivet Pattern

Notes

Prometheus 2410 Topeka 1910A 11-Sep-35 #5 #5 Ped RG To Plan 4061 TC 3045Vandor 2410 Topeka 1910A 12-Sep-35 * * Ped RG To Plan 4061 TC 3046Bushard 2410A Topeka 1910A 24-Aug-35 #5 #5 Uncertain RG To Plan 4061 TC 3040Chatsworth 2410A Topeka 1910A 7-Jun-35 #5 #5 Ped RG To Plan 4061 TC 3041Fort Monroe 2410A Topeka 1910A 29-Aug-35 * * Ped RG To Plan 4061 TC 3077Orston 2410A Topeka 1910A 1-Jun-35 * * Ped RG To Plan 4061 TC 3043Parvin 2410A Topeka 1910A 5-Sep-35 #2 #5 Cur RG To Plan 4061 TC 3044Aylesbury 2410B Topeka 242 13-Sep-35 #2 #2 Cur RG To Plan 4061 TC 3038Isolita 2410B Topeka 2410A 17-May-35 #5 #5 Ped RG To Plan 4061 TC 3042Alpland 2410E Topeka 1910A 20-Aug-35 #5 #5 Ped RG To Plan 4061 TC 3078Burland 2410F Topeka 1910A 12-Jun-35 #5 #5 Cur Int To Plan 4061 TC 3039Bohemian 2410I Topeka 1910A 24-May-35 #5 ? Ped RG To Plan 4061A TC 3098Bonsecour 2410I Topeka 1910A 21-May-35 #5 #5 Ped RG To Plan 4061A TC 3099Elveden 2410I Topeka 1910A 18-May-35 #5 #5 Ped RG To Plan 4061A TC 3101Holtenau 2410I Topeka 1910A 4-Jun-35 #5 #5 Ped RG To Plan 4061A TC 3103Islesboro 2410I Topeka 1910A 27-May-35 #5 #5 Ped RG To Plan 4061A TC 3102Milbank 2410I Topeka 1910A 6-Jun-35 #5 #5 Ped RG To Plan 4061A TC 3105Napanoch 2410I Topeka 1910A 1-Jun-35 #5 #5 Ped RG To Plan 4061B TC 3108Oakhill 2410I Topeka 1910A 3-Aug-35 #5 #5 Ped RG To Plan 4061A TC 3100Ondawa 2410I Topeka 1910A 1-May-35 #5 #5 Ped RG To Plan 4061A TC 3106Raritan 2410I Topeka 1910A 6-Jun-35 #5 #5 Ped RG To Plan 4061A TC 3104Sebago 2410I Topeka 1910A 27-May-35 #5 #5 Ped RG To Plan 4061B TC 3107Sundridge 2410I Topeka 1910A 8-Aug-35 #5 #5 Ped RG To Plan 4061B TC 3109TC 4165 2412 Topeka 2410A 4-May-36 #2 #2 Cur RG From Plan 2412 Belvidere

TC 4166 2412 Topeka 242 27-Apr-36 #5 #5 Uncertain RG From Plan 2412 Bethalto

TC 4168 2412 Topeka 1910A 1-May-36 #2 #2 Ped RG From Plan 2412 Greystone

TC 4170 2412A Topeka 1910A 8-May-36 #5 #5 Cur RG From Plan 2412A Galeton

TC 4173 2412A Topeka 1910A 6-May-36 #5 #5 Ped RG From Plan 2412A Honeoye

TC 4175 2412B Topeka 1910A 15-Apr-36 #5 #5 Ped RG From Plan 2412B Serapis

TC 4191 2412B Topeka 1910A 13-May-36 #5 #5 Cur RG From Plan 2412B Malabar

Eclipse 2412C Topeka 1910A 18-May-35 #5 #5 Ped RG To Plan 2412W TC 4224

Emrytra 2412C Topeka 1910A 4-Jun-35 * * Ped RG To Plan 2412W TC 4223

Kinderhook 2412C Topeka 1910 18-May-35 #5 #5 Ped RG To Plan 2412W TC 4225

Niscuba 2412C Topeka 1910A 31-May-35 #5 #5 Ped RG To Plan 2412W TC 4226

TC 4178 2412C Topeka 1910A 17-Apr-36 #5 #5 Ped RG From Plan 2412C Mayita

Generator legend: #2 - body mounted #5 - truck mounted * - one of each type, ends not specified A-1

Appendix 1





Ends Rivet Pattern

Notes

TC 4180 2412C Topeka 1910A 29-Apr-36 #2 #2 Cur RG From Plan 2412C Senachwine

TC 4161 2412F Topeka 1910A 24-Apr-36 #5 #5 Cur Int From Plan 2412F Oxnard

TC 4164 2412F Topeka 1910A 11-May-36 #5 #5 Cur Int From Plan 2412F Cadiz

TC 4186 2412F Topeka 2410A 14-May-36 #5 #5 Cur Int From Plan 2412F Cortez

TC 4188 2412F Topeka 2410A 24-Apr-36 #5 #5 Cur Int From Plan 2412F Riverdale

TC 4193 2412F Topeka 1910A 4-May-36 #5 #5 Cur Int From Plan 2412F Bridgehill

TC 4073 2412V Calumet 1910A 19-Apr-35 #5 #5 Ped RG From Plan 2412A Maiden Rock

TC 4074 2412V Calumet 1910A 22-Apr-35 #5 #5 Cur RG From Plan 2412A Broadmoor

TC 4079 2412V Calumet 1910A 3-Apr-35 #5 #5 Cur RG From Plan 2412 Greenway

TC 4082 2412V Calumet 1910A 10-May-35 #5 #5 Ped RG From Plan 2412 Haverstraw

TC 4087 2412V Calumet 1910A 6-May-35 #5 #5 Ped RG From Plan 2412A Latimer

TC 4088 2412V Calumet 1910A 7-May-35 #5 #2 Ped RG From Plan 2412A Bridger

TC 4089 2412V Calumet 1910A 11-Apr-35 #5 #5 Cur RG From Plan 2412A Marydel

TC 4094 2412V Calumet 1910A 2-May-35 #5 #2 Cur RG From Plan 2412 Fairchance

TC 4095 2412V Calumet 1910A 3-May-35 #5 #5 Cur RG From Plan 2412 Wandin

TC 4097 2412V Calumet 1910A 9-May-35 #5 #5 Cur RG From Plan 2412A Fosston

TC 4144 2412V Calumet 1910A 19-Jul-35 #5 #5 Cur RG From Plan 2412A Bushnell

TC 4227 2412V Topeka 1910A 20-Mar-37 #5 #5 Ped RG From Plan 2412A Platanus

TC 4075 2412W Calumet 1910A 24-Apr-35 #5 #5 Ped RG From Plan 2412B Elberon

TC 4076 2412W Calumet 1910A 23-Apr-35 #5 #5 Ped RG From Plan 2412B Cynwyd

TC 4077 2412W Calumet 1910A 5-Apr-35 #5 #5 Uncertain RG From Plan 2412B Brumley

TC 4078 2412W Calumet 1910A 9-Apr-35 #5 #5 Cur RG From Plan 2412C Glasby

TC 4080 2412W Calumet 1910A 16-Apr-35 #5 #5 Cur Int From Plan 2412F Ventura

TC 4081 2412W Calumet 1910A 30-Apr-35 #5 #2 Cur Int From Plan 2412F Turner

TC 4083 2412W Calumet 1910A 28-Mar-35 #5 #5 Cur Int From Plan 2412F Tancred

TC 4084 2412W Calumet 1910A 2-May-35 #5 #2 Cur Int From 2412F Rupert; #2 applied Mens end 5/6/44

TC 4085 2412W Calumet 1910A 10-May-35 #5 #5 Cur Int From Plan 2412F Pearsall

TC 4086 2412W Calumet 1910A 18-Apr-35 #5 #5 Cur Int From Plan 2412F Hadlock

TC 4090 2412W Calumet 1910A 8-May-35 * * Cur Int From Plan 2412F Curzon

TC 4091 2412W Calumet 1910A 13-May-35 * * Cur Int From Plan 2412F Cumming

TC 4092 2412W Calumet 1910A 26-Apr-35 * * Cur Int From Plan 2412F Calgary

TC 4093 2412W Calumet 1910A 30-Apr-35 #5 #2 Cur Int From Plan 2412F Bentalon

TC 4096 2412W Calumet 1910A 7-May-35 #5 #5 Ped RG From Plan 2412B Oakmont

TC 4142 2412W Calumet 1910A 9-Jul-35 #5 #5 Cur RG From Plan 2412B Beaumoris


Appendix 1





Ends Rivet Pattern

Notes

TC 4143 2412W Calumet 1910A 16-Jul-35 #2 #5 Cur Int From Plan 2412F Brinklow

TC 4179 2412W Topeka 1910A 7-May-36 #5 #5 Cur RG From Plan 2412C Nineskha

TC 4228 2412W Topeka 2410A 10-Mar-37 #5 #5 Cur Int From Plan 2412F Tybee

Montcalm 2521G Topeka 1910A 8-Jun-35 * * Ped RG 10 KW 8/23/44

Calzona 2585D Topeka 1910A 27-Aug-35 * * Ped RG

Chanute 2585D Topeka 1910A 21-May-35 #5 #5 Ped RG One 2 pt susp

Cheraw 2585D Topeka 1910A 21-Sep-35 #5 #5 Ped RG

Escalon 2585D Topeka 1910A 20-Sep-35 #5 #5 Ped RG 242 trucks 6/18/41; Mens end replaced with #2 6/18/41

Lecompton 2585D Topeka 1910A 17-May-35 #2 #2 Ped RG 242 trucks 7/23/41

Ludlow 2585D Topeka 1910A 23-May-35 #5 #5 Ped RG

Ochelata 2585D Topeka 1910A 25-May-35 #5 #5 Ped RG Changed to #2s 9/2/41

Paquita 2585D Topeka 1910A 28-May-35 #5 #5 Ped RG

Pedernal 2585D Topeka 1910A 20-Sep-35 #5 #5 Ped RG One replaced with a #2 3/11/41

Portales 2585D Topeka 1910A 10-Sep-35 #2 ? Ped RG Only one gen specified

Sparks 2585D Topeka 1910A 18-Sep-35 #5 #5 Ped RG

Sublette 2585D Topeka 1910A 23-May-35 #5 #5 Ped RG

Wildomar 2585D Topeka 1910A 17-Sep-35 #5 ? Ped RG Only one gen specified

East Byars 3410 Topeka 242A 12-Apr-35 #2 #2 Ped Late

East Cairo 3410 Topeka 242A 12-Apr-35 #2 #2 Ped Late

McCallum 3410 Topeka 242A 20-Apr-35 #2 #2 Ped Late

McCloskey 3410 Topeka 242A 22-Apr-35 #2 #2 Ped Late

McConaughy 3410 Topeka 242A 3-May-35 #2 #2 Ped Late

McConnico 3410 Topeka 242A 8-May-35 #2 #2 Ped Late

McDowell 3410 Topeka 242 2-May-35 #2 #2 Ped Late To Plan 4061C TC 3110

McKell 3410 Topeka 242A 30-Apr-35 #2 #2 Ped Late

McMann 3410 Topeka 242 4-May-35 #2 #2 Ped Late To Plan 4061C TC 3111

McPeek 3410 Topeka 242A 26-Apr-35 #2 #2 Ped Late To Plan 4061C TC 3112

McRaney 3410 Topeka 242A 25-Apr-35 #2 #2 Ped Late To Plan 4061C TC 3113

McWade 3410 Topeka 242A 2-May-35 #2 #2 Ped Late

Red Juniper 3410A Topeka 242A 20-Apr-35 #2 #2 Ped Late To Plan 4061C TC 3114

Red Mill 3410A Topeka 242A 25-Apr-35 #2 #2 Ped Late To Plan 4061C TC 3115

Red Oak 3410A Topeka 242A 29-Apr-35 #2 #2 Ped Late To Plan 4061C TC 3116

Red Pheasant 3410A Topeka 242A 19-Apr-35 #2 #2 Ped Late

Red Pine 3410A Topeka 242A 24-Apr-35 #2 #2 Ped Late To Plan 4061C TC 3117


Appendix 1





Ends Rivet Pattern

Notes

Capitol Heights 3521A Topeka 242A 6-May-35 #2 #2 Ped Late

Capitol Park 3521A Topeka 242A 28-May-35 #2 #2 Ped Late

Monte Cristo 3521A Topeka 242A 4-May-35 #2 #2 Ped Late

Mt. Bolivar 3521A Topeka 2410A 27-Apr-35 #5 ? Ped Late Only one gen specified

Mt. Breckenridge 3521A Calumet 2410A 18-May-34 * * Ped Late

Mt. Chauvenet 3521A Topeka 2410A 7-May-35 #5 #5 Ped Late

Mt. Hilgard 3521A Topeka 2410A 24-May-35 #5 #5 Ped Late

Mt. King 3521A Calumet 2410A 23-May-34 * * Ped Late

Mt. Ord 3521A Topeka 2410A 23-May-35 * * Ped Late

Mt. Taylor 3521A Calumet 2410A 25-May-34 * * Ped Late

General Carr 3521C Topeka 2411 5-Mar-35 #5 #5 Ped Late

General Chaffee 3521C Topeka 2411 4-Apr-35 #5 #5 Ped Late

General Crook 3521C Topeka 2411 9-Mar-35 #5 #5 Ped Late

General Hancock 3521C Topeka 2411 17-Apr-35 #5 #5 Ped Late

General Howard 3521C Topeka 2411 3-Apr-35 #5 #5 Ped Late

General Kearny 3521C Topeka 2411 4-Mar-35 #5 #5 Ped Late

General Lawton 3521C Topeka 2411 27-Apr-35 #5 #5 Ped Late

General Mills 3521C Topeka 2411 27-Apr-35 #5 #5 Ped Late

General Schofield 3521C Topeka 2411 16-Feb-35 #5 #5 Ped Late

General Stoneman 3521C Topeka 2411 2-Mar-35 #5 #5 Ped Late

Glen Beach 3523C Topeka 2411 18-Jun-34 #5 #2 Ped Late

Glen Crest 3523C Topeka 2411 21-Jun-34 #5 #2 Ped Late 10 KW 4/26/46

Glen Delta 3523C Topeka 2411 28-May-34 #5 #2 Ped Late

Glen Ewen 3523C Topeka 2411 15-May-34 #5 #2 Ped Late

Glen Forge 3523C Topeka 2411 11-Jun-34 #5 #2 Ped Late

Glen Frazer 3523C Topeka 2411 11-May-34 #5 #5 Ped Late

Glen Irwin 3523C Topeka 2411 19-May-34 #5 #5 Ped Late

Glen Karn 3523C Topeka 2411 8-May-34 #5 #5 Ped Late

Glen Norman 3523C Topeka 2411 6-Jun-34 #5 #5 Ped Late

Glen Pool 3523C Topeka 2411 12-May-34 #5 #2 Ped Late 10 KW body hung 1/24/46

Glen Rio 3523C Topeka 2411 28-May-34 #5 #2 Ped Late 10 KW #5 drive 1/22/48

Glen Roberts 3523C Topeka 2411 31-May-34 #5 #2 Ped Late

Glen Terrace 3523C Topeka 2411 10-May-34 #5 #2 Ped Late

Oconomowoc 3523E Topeka 2411 18-Jul-35 #2 #2 Ped Late

Okauchee 3523E Topeka 2411 18-Jul-35 #5 #5 Ped Late


Appendix 1





Ends Rivet Pattern

Notes

Willow Glade 3583A Topeka 2411 1-Sep-35 #5 #5 Ped Late

Willow Range 3583A Topeka 2411 14-Sep-35 #2 #5 Ped Late

Point Alexander 3584 Calumet 242A 2-Jun-36 #2 #2 Ped Late Rebuilt to Kaw Tribe

Point Bell 3584 Calumet 242A 15-May-36 #2 #2 Ped Late

Point Bluff 3584 Topeka 242A 26-May-36 #2 #2 Ped Late

Point Bonita 3584 Calumet 242A 4-Jun-36 #2 #2 Ped Late

Point Carmel 3584 Topeka 242A 16-May-36 #2 #2 Ped Late

Point Claire 3584 Topeka 242A 26-May-36 #2 #2 Ped Late

Point Cooper 3584 Calumet 242A 8-Jun-36 #2 #2 Ped Late

Point Delgada 3584 Topeka 242A 23-May-36 #2 #2 Ped Late

Point Detour 3584 Calumet 242A 26-May-36 #2 #2 Ped Late

Point Dover 3584 Topeka 242A 21-May-36 #2 #2 Ped Late

Point Dume 3584 Calumet 242A 9-Jun-36 #2 #2 Ped Late

Point Hope 3584 Calumet 242A 19-May-36 #2 #2 Ped Late

Point Loma 3584 Topeka 242A 19-May-36 #2 #2 Ped Late

Point Reyes 3584 Topeka 242A 22-May-36 #2 #2 Ped Late

Point Rock 3584 Calumet 242A 29-May-36 #2 #2 Ped Late

Antler Peak 3584A Topeka 2410A 10-May-35 #5 #5 Ped Late

Bald Peak 3584A Topeka 2410A 27-Mar-35 * * Ped Late

Bison Peak 3584A Topeka 2410A 29-Mar-35 #5 #5 Ped Late

Fremont's Peak 3584A Topeka 2410A 27-Mar-35 #5 #5 Ped Late

Gothic Peak 3584A Topeka 2410A 15-Apr-35 #2 ? Ped Late No update after 12/2/31

Pinnacle Peak 3584A Topeka 2410A 30-Mar-35 #5 #5 Ped Late

Point Edward 3584A Topeka 2410A 23-Mar-35 #5 #5 Ped Late Rebuilt to Kiowa Tribe

Point Ellis 3584A Topeka 2410A 5-Apr-35 * * Ped Late

Point Tarrant 3584A Topeka 2410A 13-Apr-35 #5 #5 Ped Late Rebuilt to Shoshone Tribe

Pyramid Peak 3584A Topeka 2410A 16-Apr-35 #5 ? Ped Late Only one gen specified

Spanish Peaks 3584A Topeka 2410A 13-Apr-35 #5 #5 Ped Late

Storm Peak 3584A Topeka 2410A 26-Mar-35 #5 #5 Ped Late

Summit Peak 3584A Topeka 2410A 10-May-35 #5 #5 Ped Late

Wheeler Peak 3584A Topeka 2410A 9-Apr-35 * * Ped Late #5 replaced by #2, undated

Bates Peak 3584B Topeka 2411 18-Apr-35 #5 #5 Ped Late

Cabezon Peak 3584B Topeka 2411 10-Apr-35 #5 #5 Ped Late

Crossman Peak 3584B Topeka 2411 1-Apr-35 #5 #5 Ped Late Rebuilt to Attakapa Tribe

Granite Peak 3584B Topeka 2411 11-Apr-35 #5 #5 Ped Late Rebuilt to Comanche Tribe


Appendix 1





Ends Rivet Pattern

Notes

Kendrik Peak 3584B Topeka 2411 2-Apr-35 #5 #5 Ped Late Rebuilt to Hopi Tribe

Manzano Peak 3584B Topeka 2411 18-Apr-35 #5 #5 Ped Late Rebuilt to Choctaw Tribe

Salinas Peak 3584B Topeka 2411 9-Apr-35 * * Ped Late

Tompson Peak 3584B Topeka 2411 6-Apr-35 #5 #5 Ped Late

Yount Peak 3584B Topeka 2411 29-Mar-35 * * Ped Late

Lake Bonaparte 3585 Topeka 2410A 11-May-35 * * Ped Late

Lake Bryant 3585 Topeka 2410A 11-May-35 #5 #5 Ped Late

Lake Clealum 3585 Topeka 2410A 15-May-35 #2 #2 Ped Late

Lake Kegonsa 3585 Topeka 2410A 17-May-35 #5 #5 Ped Late

Lake Owen 3585 Topeka 2410A 14-May-35 #5 #5 Ped Late

Lake Worth 3585 Topeka 2410A 15-May-35 * * Ped Late

Lake Sedgwick 3585A Topeka 2410A 23-May-35 #5 #5 Ped Late

Dean Lake 3585E Calumet 2411 14-May-35 #5 #5 Ped Late

Dell Lake 3585E Calumet 2411 24-May-35 #5 #5 Ped Late

Echo Lake 3585E Calumet 2411 24-Apr-35 #5 #5 Ped Late

Fern Lake 3585E Calumet 2411 17-May-35 #5 #5 Ped Late

Lake Martha 3585E Calumet 2410A 8-May-35 #5 #5 Ped Late

Lake Moore 3585E Calumet 242A 21-May-35 #2 #2 Ped Late

Lake Nicaragua 3585E Calumet 242A 21-May-35 #2 #2 Ped Late 2411 trucks 9/18/36

Lake Pickett 3585E Calumet 242A 16-Apr-35 #2 #2 Ped Late

Lake Pierce 3585E Calumet 242A 29-May-35 #2 #2 Ped Late

Lake Roland 3585E Calumet 242A 29-Mar-35 #2 #2 Ped Late

Lake Union 3585E Calumet 242A 22-Apr-35 #2 #2 Ped Late

Lake White 3585E Calumet 242A 15-Apr-35 #2 #2 Ped Late

Lake Whitney 3585E Calumet 242A 1-May-35 #2 #2 Ped Late

Lake Winder 3585E Calumet 2410A 27-Mar-35 #5 #5 Ped Late

Lake Winnipeg 3585E Calumet 242A 17-Apr-35 #2 #2 Ped Late

Lake Winthrop 3585E Calumet 2410A 2-Apr-35 #5 #5 Ped Late

Lake Yukon 3585E Calumet 242A 5-Apr-35 #2 #2 Ped Late

Lava Lake 3585E Calumet 2411 4-Apr-35 #5 #5 Ped Late

Lone Lake 3585E Calumet 2411 26-Apr-35 #5 #5 Ped Late

Moose Lake 3585E Calumet 2411 16-May-35 #5 #5 Ped Late

Spear Lake 3585E Calumet 2411 10-Apr-35 #5 #5 Ped Late

Star Lake 3585E Calumet 2411 28-May-35 #5 #5 Ped Late

Swan Lake 3585E Calumet 2411 15-May-35 #5 #5 Ped Late


Appendix 1





Ends Rivet Pattern

Notes

Silver Beach 3950F Calumet 242A 2-May-34 #2 #2 Ped Late

Silver Brook 3950F Calumet 242A 7-May-34 #2 #2 Ped Late

Silver City 3950F Calumet 242A 1-Jun-34 #2 #2 Ped Late

Silver Leaf 3950F Calumet 242A 22-Jun-34 #2 #2 Ped Late

Silver Peak 3950F Calumet 242A 14-Jun-34 #2 #2 Ped Late

Silver Plume 3950F Calumet 242A 7-Jun-34 #2 #2 Ped Late

Cyrus Field 3958 Topeka 2410A 13-May-35 #5 #5 Ped Late

George Stephenson 3958 Topeka 2410A 11-May-35 #5 #5 Ped Late

Isaac Newton 3958 Topeka 2410A 9-May-35 #5 #5 Ped Late

James Watt 3958 Topeka 2410A 20-Apr-35 #5 #5 Ped Late

John Stevens 3958 Topeka 2410A 23-Apr-35 * * Ped Late

Louis Pasteur 3958 Topeka 2410A 4-May-35 #5 #5 Ped Late

Samuel Bard 3958 Topeka 2410A 1-May-35 #5 #5 Ped Late

Crystal Bay 3959B Topeka 2411 13-Jun-34 #5 #5 Ped Late

Crystal Bluff 3959B Topeka 2411 16-Jun-34 #5 #5 Ped Late

Crystal Brook 3959B Topeka 2411 21-Jun-34 #5 #5 Ped Late

Crystal Gorge 3959B Topeka 2411 2-Jun-34 #5 #5 Ped Late

Crystal Mount 3959B Topeka 2411 19-Jun-34 #5 #5 Ped Late

Crystal Point 3959B Topeka 2411 20-Jun-34 #5 #5 Ped Late

Crystal Ridge 3959B Topeka 2411 8-Jun-34 #5 #5 Ped Late

Crystal View 3959B Topeka 2411 30-May-34 #5 #5 Ped Late

Centacre 3979A Topeka 2411 26-Feb-35 #5 #5 Ped Late

Centamia 3979A Topeka 2411 22-Feb-35 #5 #5 Ped Late

Centanda 3979A Topeka 2411 27-Feb-35 #5 #5 Ped Late

Centarch 3979A Topeka 2411 20-Mar-35 * * Ped Late

Centash 3979A Topeka 2411 15-Mar-35 ? ? Ped Late Types not specified

Centaya 3979A Topeka 2411 16-Feb-35 * * Ped Late

Centcampo 3979A Topeka 2411 14-Mar-35 * * Ped Late

Centdale 3979A Topeka 2411 23-Feb-35 * * Ped Late

Centello 3979A Topeka 2411 28-Feb-35 #5 #5 Ped Late

Centgate 3979A Topeka 2411 12-Mar-35 #5 #5 Ped Late

Centholm 3979A Topeka 2411 22-Mar-35 #5 #5 Ped Late

Centlawn 3979A Topeka 2411 14-Mar-35 #5 #5 Ped Late

Centlea 3979A Topeka 2411 16-Mar-35 #5 #5 Ped Late

Centloch 3979A Topeka 2411 19-Feb-35 #5 #5 Ped Late


Appendix 1





Ends Rivet Pattern

Notes

Centlow 3979A Topeka 2411 5-Mar-35 * * Ped Late

Centnome 3979A Topeka 2411 26-Feb-35 #5 #5 Ped Late

Centoak 3979A Topeka 2411 26-Feb-35 * * Ped Late

Centosa 3979A Topeka 2411 11-Mar-35 #5 #5 Ped Late

Centpaulo 3979A Topeka 2411 18-Feb-35 #5 #5 Ped Late

Centquora 3979A Topeka 2411 18-Mar-35 #2 #5 Ped Late #2 was original equip

Centrail 3979A Topeka 2411 6-Mar-35 #2 ? Ped Late Only one gen specified

Centrange 3979A Topeka 2411 9-Mar-35 #5 #5 Ped Late

Centrock 3979A Topeka 2411 12-Mar-35 #5 #5 Ped Late

Centshire 3979A Topeka 2411 13-Mar-35 #5 #5 Ped Late

Centsylvia 3979A Topeka 2411 31-Jan-35 * * Ped Late

Centwell 3979A Topeka 2411 7-Mar-35 #5 #5 Ped Late

Laurel Valley 3979A Topeka 2411 23-Mar-35 #5 #5 Ped Late

Laurel Wood 3979A Topeka 2411 19-Mar-35 #5 #5 Ped Late

Attakapa Tribe 4092 Topeka 2411 1-Apr-35 #5 #2 Ped Late Rebuilt from Crossman Peak

Choctaw Tribe 4092 Topeka 2411 18-Apr-35 #5 #2 Ped Late Rebuilt from Manzano Peak

Comanche Tribe 4092 Topeka 2411 11-Apr-35 #5 #2 Ped Late Rebuilt from Granite Peak

Hopi Tribe 4092 Topeka 2411 2-Apr-35 #5 #2 Ped Late Rebuilt from Kendrik Peak

Kaw Tribe 4092 Calumet 242A 2-Jun-36 #2 #2 Ped Late Rebuilt from Point Alexander

Kiowa Tribe 4092 Topeka 2410A 23-Mar-35 #5 #2 Ped Late Rebuilt from Point Edward

Shoshone Tribe 4092 Topeka 2410A 13-Apr-35 #5 #2 Ped Late Rebuilt from Point Tarrant


A-9

Appendix II

Application information

for underneath equipment

Pullman Steam Control Box CW Pump

Plan 34 RH 34 LH 35 RH 35 LH 36/37 RH 36/37 LH RH LH

2410x -- -- Y -- -- -- Y --

2412x -- -- Y -- -- -- Y --

2412x -- -- -- -- Y -- Y --

2521x -- -- Y -- -- -- Y --

2585x -- -- Y -- -- -- Y --

3410x -- -- Y -- -- -- Y --

3521A Y -- -- -- -- -- N/A N/A

3521A -- -- Y -- -- -- Y --

3521C -- -- Y -- -- -- Y --

3523C -- Y -- -- -- -- N/A N/A

3523E -- -- Y -- -- -- Y --

3583A -- -- Y -- -- -- Y --

3584x -- -- -- Y -- -- -- Y

3584x -- -- -- -- -- Y -- Y

3585x -- -- Y -- -- -- Y --

3585E -- -- Y -- -- -- Y --

3950F Y -- -- -- -- -- N/A N/A

3958 -- -- Y -- -- -- Y --

3959B Y -- -- -- -- -- N/A N/A

3979A -- -- Y -- -- -- Y --

4061 -- -- Y -- -- -- Y --

Note: “x” in the Pullman Plan column represents all subplans of a particular plan with one exception - “3585x” represents all

subplans except 3585E.

2412x and 3584x cars were air conditioned in both 1935 and 1936/37. Refer to the dates in Appendix 1 to determine which cars

received date-specific equipment.

Documents

Santa Fe Pullmans · 2018-04-02 · Fe-owned cars: 14 diners, ten lounges, eight club cars and four café-observations. In 1935, 195 Pullmans and 78 Santa Fe cars joined the air conditioned