Santa Fe Steam Roster (Built Since 1900)

Published: November 3, 2026

The Santa Fe adopted the compound after 1900 and then spent years taking the compounds apart. The last new steam was the oil-burning 5011 class of 1944. The last revenue steam was a helper job out of Belen on August 27, 1957.

Santa Fe 4-8-4 #3760 at Los Angeles, November 1952. Santa Fe rostered 65 Northerns in four classes, more than any other U.S. road. American-Rails.com collection.

On this page: At a glance · Switchers · Freight power · Articulateds · Passenger power · Roster

At a glance

Item	Detail
Railroad	Santa Fe. Mark ATSF. Company history
This table	Steam locomotives built since 1900. Pre-1900 engines are not on this list
Switchers	248. Six-wheel 139. Eight-wheel 109. The last new switcher was bought in 1913
Moguls and Prairies	64 Moguls. 238 Prairies
Consolidations	268
Mikados	308. Class 882, three engines, had been 2-8-8-2s
Berkshires	22. Classes 4101 and 4193
Decapods	11
2-10-2s	352. The Santa Fe type
2-10-4s	37. Madame Queen, the 5001 class, and the 5011 class
Articulated	89. Prairie Mallets, 2-8-8-0s, 2-8-8-2s, and the 3000-class 2-10-10-2s
4-4-6-2s	2. Baldwin, 1909. Rebuilt as Pacifics in 1915. Counted again inside the Pacifics
Atlantics	172
Ten-Wheelers	35
Pacifics	284, including ten later rebuilt as Hudsons and two rebuilt from 4-4-6-2s
Hudsons, built as such	6. Class 3460. No. 3460 was the Blue Goose
Mountains	51. Class 3700
Northerns	65. Classes 3751, 3765, 3776, and 2900
Quantity column	2,252
Unique frames	2,117
Last revenue steam	August 27, 1957. 2-10-4 5021 and 4-8-4 3780, Belen to Mountainair
In steam today	4-8-4 3751, returned to operation in 1991

Switchers

The Santa Fe bought its last new switcher in 1913. After that the shops made switchers out of Moguls and Consolidations that the main line no longer wanted. Few of the 0-8-0s, and none of the 0-6-0s, had outside valve gear. The money went into road engines.

Eight classes of six-wheel switchers are on the list, 139 engines, from the seven rebuilt Moguls of class 591 through the Pittsburgh engines of 1909. The eight-wheel switchers are 109. Thirty-five of class 566, and eight more numbered inside 594–605, are the Moguls of 1901 after the rebuild. Classes 729, 769, 789, 824, and 825 are Consolidations rebuilt the same way, 59 engines. The table lists the road engines and the switchers. They are the same frames, and the unique count uses them once. Three other 0-8-0 listings, classes 649, 2150, and 2535, are not a second writing of a row already here.

Freight power

The compound era is most of the early freight list. Prairies came as Vauclain compounds, tandem compounds, and balanced compounds. Class 1050 alone was 103 engines. Class 1800 was 88 balanced compounds. Four engines inside 1207–1215 had been Pacifics. The modern freight engine, once John Purcell took the mechanical department in 1912, was a simple Mikado or a simple 2-10-2. The big Baldwin Mikados run from class 3100 in 1916 through the 101 engines of class 4000 in 1927. Three smaller Mikados, 882–884, had been 2-8-8-2s. Those parent Mallets are not a separate row, so the three are counted once, as Mikados.

The 2-10-2 was the Santa Fe’s own freight engine, and the railroad gave the wheel arrangement its name. The column holds 352 of them. Class 900, 85 engines built in 1905–1907, is the early block. Class 3800, Baldwin, 1919–1927, is 140 engines. No. 3829, built in 1919 inside that number series, was fitted with a four-wheel trailing truck and is listed with the 2-10-4s. The quantity of 140 already leaves that engine out. It is not counted twice.

No. 5000, the Madame Queen, was Baldwin’s 2-10-4 of 1930 and the test bed for what followed. The 5001 class, ten engines, came in 1938. The 5011 class, twenty-five engines, all oil burners, came in 1944 and closed out new steam on the railroad. In 1956 the Pennsylvania leased twelve of its own 2-10-4s for a short season beside the 5001 class. Those twelve never took Santa Fe numbers, and they are not rows. The 5011s lasted to 1959 on the retirement column. Revenue steam had already ended.

Three Decapods, 987–989, were compounds bought in 1902. San Bernardino simpled 987 and 989 in 1911 and 988 in 1915. Five more, 2565–2569, Baldwin engines of 1904 from the Kansas City, Mexico & Orient, stayed into the 1950s, and three others, 2554–2556, sit on the same list. The two Berkshire classes are small. Class 4101 is fifteen Lima engines of 1928 from the Orient. Class 4193 is seven Baldwin engines. The chapter remembers 2-8-4s still at work in Kansas and Texas in 1953, and five former Boston & Maine Berkshires added in 1945. Those five are not a row on this list.

Articulateds

The Santa Fe built some of the most complicated articulateds ever to turn a wheel, and it drew still wilder ones that were never built. Before the two passenger 4-4-6-2s, Baldwin had proposed a compound 2-4-4-2 and Alco a compound 4-4-4-2, both on 73-inch drivers, with no lateral motion in the lead truck or the trailing truck. In 1908 the railroad looked at a 2-8-8-2 with the forward engine set backward, the way a Canadian Pacific 0-6-6-0 carried its low-pressure engine. In 1913 it asked Baldwin for a quadruplex 2-8-8-8-2: three engines under a jointed boiler, a cab for the engineer at the front, and a cab for the fireman at the rear, with a fourth engine under the tender. The same file covered a quintuplex and a 2-10-10-10-10-2. The Erie’s triplexes had already shown what happened when the running gear could pull harder than the boiler, the couplers, and the draft gear could stand. None of those proposals was built.

What was built is on the table. The Prairie Mallets of 1910 and 1911, classes 1157 through 3300, are 65 engines. Some had jointed boilers and some had rigid boilers. Class 3300 is 24 engines. Four 2-8-8-0s, 3296–3299, were a Santa Fe rebuild of 1911. The note on that row counts twenty rigid boilers and four jointed boilers, which is the size of class 3300, and 3322, one of the four jointed engines, sits inside 3300–3323.

Two groups of 2-8-8-2s, eight from Alco in 1919 and two from Baldwin in 1909, were rebuilt from Consolidations and rebuilt back into Consolidations. The table lists both states. The unique count uses the Consolidations. The 3000 class, ten 2-10-10-2s finished by Baldwin and the railroad’s shops in 1911, went back to 2-10-2s in 1915–1918. The rear engines became class 3010 and the front engines class 3020, ten each. The Mallet row and those twenty Santa Fe types are the same machines. Class 1674, 32 engines, also carries a note that calls it the rear end of the 3000 class. The quantity is 32, not 10, and those 32 stay in the column as their own row.

During the war the railroad bought eight 2-8-8-2s from the Norfolk & Western for helper service over Raton. The boilers steamed well enough that the mechanical department looked at them for new 4-8-4s. One was scrapped. The rest were sold to the Virginian. They have no number series on this list. In 1926 Baldwin offered three-cylinder simple designs for a 4-8-2 and a 4-8-4. The railroad stayed with two cylinders. A 2-8-10-2 compound Mallet with 69-inch drivers was sketched in 1930 and not built. A cab-forward, oil-fired, duplex-drive 6-4-4-4 was proposed later and not built.

Passenger power

The passenger list opens with 172 Atlantics, most of them compounds, and 35 Ten-Wheelers. The Rhode Island Ten-Wheelers, 498–502, had been built in 1900 as 1450–1461. The Pacifics are the long middle of the story: 284 listings, from the 1901 class 1200 through the 3450s. Two of them, 1398 and 1399, were rebuilt in 1915 from the only 4-4-6-2s the railroad owned, a Baldwin pair of 1909. The table lists the Mallets and the Pacifics. They are the same two frames.

Ten Pacifics, 3450–3459, Baldwin, 1927, were rebuilt in 1936–1939 and ran out their years as Hudsons. The type cell keeps them as 4-6-2s. The Hudsons built as Hudsons are the six engines of class 3460, Baldwin, 1937. No. 3460 was streamlined and named the Blue Goose. The Mountains are class 3700, fifty-one Baldwin engines of 1918–1924.

The Northerns are four classes and 65 engines. No. 3751, Baldwin, 1927, was the first 4-8-4, and 3751–3764 followed through 1929. Class 3765, eleven engines, came in 1938. Class 3776, ten engines, came in 1941. The 2900 class, thirty engines of 1943 and 1944, were the heaviest Northern type built, at 510,150 pounds, because wartime steel was heavier than the alloy the railroad would have chosen. They were oil burners. East of Albuquerque the railroad burned bituminous coal. West of Albuquerque the coal sparked, wooden car roofs made that a fire, and water was scarce. After a Santa Fe oil subsidiary found commercial oil in California, San Bernardino worked out a burner that sprayed oil into the firebox, and oil became the fuel on the western lines.

No. 3751 went on display at San Bernardino. The San Bernardino Railroad Historical Society returned it to steam in 1991. The last revenue assignment was not a passenger train. On August 27, 1957, 2-10-4 No. 5021 and 4-8-4 No. 3780 helped eastbound freights from Belen to Mountainair, New Mexico, came back to Belen, and had their fires dropped.

Roster

The quantity column adds to 2,252. A blank cell is empty. Where a number series is wider than the quantity, the quantity is the figure in the table. The 135 second listings are named above. Class 882 and No. 3829 are not among them.

Type	Class	Numbers	Qty	Builder	Built	Retired	Notes
0-6-0	591	591-604	7	AT&SF	1926-1928	1947-1952	Rebuilt from 2-6-0
0-6-0	2000	2000-2038	39	Baldwin	1906	—	—
0-6-0	2039	2039-2092	54	Baldwin	1911-1913	—	—
0-6-0	2100	2100-2109	10	AT&SF	1904	—	—
0-6-0	2110	2110-2121	12	Baldwin	1905-1906	—	—
0-6-0	2122	2122-2131	10	AT&SF	1906-1907	—	—
0-6-0	2147	2147-2149	3	Cooke	1903	—	—
0-6-0	2500	2500-2503	4	Pittsburgh	1909	—	—
0-8-0	566	566-615	35	AT&SF	1926-1928	—	Rebuilt from 2-6-0
0-8-0	591	594-605	8	AT&SF	1921-1928	—	Rebuilt from 2-6-0
0-8-0	649	656	1	AT&SF	1926	—	—
0-8-0	729	729-757	15	AT&SF	1929-1933	—	Rebuilt from 2-8-0
0-8-0	769	770-787	5	AT&SF	1929-1934	—	Rebuilt from 2-8-0
0-8-0	789	797, 803, 822	3	AT&SF	1924-1931	—	Rebuilt from 2-8-0
0-8-0	824	824	1	AT&SF	1937	—	Rebuilt from 2-8-0
0-8-0	825	825-864	35	AT&SF	1922-1937	—	Rebuilt from 2-8-0
0-8-0	2150	2150-2154	5	AT&SF	1902	—	—
0-8-0	2535	2535	1	AT&SF	1903	—	—
2-6-0	566	566-590	25	Baldwin	1901	—	Converted to 0-8-0
2-6-0	591	591-605	15	Baldwin	1901	—	Converted to 0-6-0 and 0-8-0
2-6-0	566	606-615	10	Baldwin	1901	—	Converted to 0-8-0
2-6-0	865	865-869	5	Baldwin	1906	1927-1929	Ex-Oklahoma Central
2-6-0	2526	2526-2534	9	Cooke, Pittsburgh	1907	1934-1951	Ex-KCM&O
2-6-2	564	564-565	2	Baldwin	1902	1936, 1947	Tandem compound
2-6-2	1000	1000-1013	14	Baldwin	1901	1941-1954	Vauclain compound
2-6-2	1014	1014-1039	26	Baldwin	1901-1902	1937-1955	Vauclain compound
2-6-2	1050	1050-1152	103	Baldwin	1902-1903	1940-1955	Vauclain compound
2-6-2	1200	1207-1215	4	Baldwin	1903	1950-1952	Rebuilt from 4-6-2
2-6-2	1800	1800-1887	88	Baldwin	1903	1940-1955	Balanced compound
2-6-2	2447	2447	1	Baldwin	1923	Sold 1944	Ex-Oakland Territorial
2-8-0	729	729-758	30	Baldwin	1900	1932-1949	15 rebuilt to 0-8-0
2-8-0	759	759-768	10	Baldwin	1900	1939-1954	—
2-8-0	769	769-788	20	Richmond	1900	1939-1954	5 rebuilt to 0-8-0
2-8-0	789	789-823	35	Baldwin	1901-1902	1939-1954	3 rebuilt to 0-8-0
2-8-0	824	824	1	Baldwin	1901	—	Rebuilt to 0-8-0
2-8-0	825	825-864	40	Richmond, Pittsburgh	1902	1949-1955	35 rebuilt to 0-8-0
2-8-0	870	870-874	5	Baldwin	1905	1937-1948	Ex-St. Louis, Rocky Mountain & Pacific
2-8-0	875	875-876	2	Baldwin	1902	1929	Ex-New Mexico Central
2-8-0	990	990-999	10	AT&SF	1900-1901	1939-1948	—
2-8-0	1900	1900-1919	20	Baldwin	1912-1913	1940-1955	—
2-8-0	1950	1950-1991	42	Baldwin	1907	1940-1955	—
2-8-0	2439	2439-2441	3	Brooks	1904	1940-1951	Ex-Santa Fe, Prescott & Phoenix
2-8-0	2442	2442-2444	3	Brooks	1906	1939-1940	Ex-Santa Fe, Prescott & Phoenix
2-8-0	2504	2504-2505	2	Schenectady	1903	1933-1934	Ex-KCM&O, New York Central
2-8-0	2506	2506	1	Schenectady	1903	Sold 1946	Ex-KCM&O, New York Central
2-8-0	2507	2507-2525	19	Schenectady	1906-1910	1952-1955	Ex-KCM&O, New York Central
2-8-0	2535	2535-2549	15	Pittsburgh	1909-1910	1947-1954	Ex-KCM&O
2-8-0	2550	2550-2551	2	Cooke	1906	1939, 1953	Ex-KCM&O
2-8-0	2552	2552-2553	2	Cooke	1905	1955, 1952	Ex-KCM&O
2-8-0	2559	2559-2564	6	Brooks	1901-1903	1930-1934	Ex-KCM&O, St. Lawrence & Hudson, New York Central
2-8-2	882	882-884	3	Baldwin	1902-1903	1950, 1952	Ex-2-8-8-2
2-8-2	885	885-899	15	AT&SF	1924	1949-1955	—
2-8-2	1798	1798, 1799	2	Baldwin	1913	1948-1954	—
2-8-2	3100	3100-3128	29	Baldwin	1916	1950-1956	—
2-8-2	3129	3129-3157	30	Baldwin	1917-1920	1950-1956	—
2-8-2	3160	3160-3287	128	Baldwin	1921-1926	1954-1955	—
2-8-2	4000	4000-4100	101	Baldwin	1927	1949, 1954	—
2-8-4	4101	4101-4115	15	Lima	1928	1933	Ex-KCM&O
2-8-4	4193	4193-4199	7	Baldwin	1902	1930, 1934	Ex-KCM&O
2-10-0	987	987	1	Baldwin	1902	1930, 1934	—
2-10-0	988	988-989	2	Schenectady	1918	1953-1955	—
2-10-0	2554	2554-2556	3	Baldwin	1903-1904	1938-1955	—
2-10-0	2565	2565-2569	5	Baldwin	1904	1938-1956	—
2-10-2	900	900-984	85	Baldwin	1905-1907	1936	—
2-10-2	985	985	1	Baldwin	1912-1913	1939-1956	—
2-10-2	1600	1600-1673	74	Baldwin	1915-1917	1940-1956	—
2-10-2	1674	1674-1705	32	Baldwin	1915-1918	1939-1952	Ex-3000 class (rear)
2-10-2	3010	3010-3019	10	AT&SF	1915-1918	1940-1952	Ex-3000 class (rear)
2-10-2	3020	3020-3029	10	AT&SF	1919-1927	1940-1952	Ex-3000 class (front)
2-10-2	3800	3800-3940	140	Baldwin	1919-1927	1955	—
2-10-4	3800	3829	1	Baldwin	1919	1955	Four-wheel trailing truck
2-10-4	5000	5000	1	Baldwin	1930	—	Madame Queen
2-10-4	5001	5001-5010	10	Baldwin	1938	1959	—
2-10-4	5011	5011-5035	25	Baldwin	1944	1959	—
2-6-6-2	1157	1157	1	AT&SF	1910	1924	Jointed boiler
2-6-6-2	1158	1158, 1159	2	Baldwin	1910	1929, 1927	Jointed boiler
2-6-6-2	1160	1160-1169	10	Baldwin	1910	1928-1933	Rigid boiler
2-6-6-2	1170	1170-1197	28	Baldwin	1910	1928-1934	Rigid boiler
2-6-6-2	3300	3300-3323	24	Baldwin	1911	1927-1934	—
2-8-8-0	3296	3296-3299	4	AT&SF	1911	—	20 rigid boiler, 4 jointed boiler
2-8-8-2	1790	1790-1797	8	Alco	1919	R1923	Rebuilt from and to 2-8-0
2-8-8-2	1798	1798-1799	2	Baldwin	1909	R1924	Ex-Norfolk & Western
2-10-10-2	3000	3000-3009	10	Baldwin-AT&SF	1911	1915-1918	Rebuilt from and to 2-10-2
4-4-2	256	256-259	4	Baldwin	1903	1925-1927	Vauclain compound
4-4-2	507	507-541	35	Baldwin	1904	1925-1927	Vauclain compound
4-4-2	542	542-559	18	Baldwin	1904	1925-1943	Balanced compound
4-4-2	1400	1400-1451	52	Baldwin	1904	1924-1947	Balanced compound
4-4-2	1452	1452-1478	27	Baldwin	1905-1907	1926-1929	Balanced compound
4-4-2	1479	1479	1	Baldwin	1909-1910	1924-1953	Balanced compound
4-4-2	1480	1480-1502	23	AT&SF	1910	1929	—
4-4-2	1550	1550-1561	12	Baldwin	1910	1926-1953	Balanced compound
4-6-0	468	468-497	30	Baldwin	1905-1906	1925-1930	Balanced compound
4-6-0	498	498-502	5	Rhode Island	1900	1926-1939	Built as 1450-1461
4-6-2	1200	1200-1225	26	Baldwin	1901	1929-1938	—
4-6-2	1226	1226-1266	41	Baldwin	1903	1939-1950	Simple
4-6-2	1270	1270-1289	20	Baldwin	1905-1906	1932-1950	Balanced compound
4-6-2	1290	1290-1296	7	Baldwin	1909-1910	1940-1951	Simple
4-6-2	1297	1297-1308	12	Baldwin	1907	1939-1952	Simple
4-6-2	1309	1309-1336	28	Baldwin	1911	1940-1952	Balanced compound
4-6-2	1337	1337-1388	52	Baldwin	1912-1913	1938-1954	Balanced compound
4-6-2	1398	1398, 1399	2	AT&SF	1915	1949, 1950	Rebuilt from 4-4-6-2
4-6-2	3400	3400-3449	50	Baldwin	1919-1924	1950-1955	—
4-6-2	3500	3500-3534	35	Baldwin	1914	1940-1955	Balanced compound
4-6-2	3600	3600	1	Baldwin	1915	1938	—
4-6-2	3450	3450-3459	10	Baldwin	1927	1952-1956	Rebuilt 1936-1939
4-6-4	3460	3460-3465	6	Baldwin	1937	1956	3460 streamlined
4-8-2	3700	3700-3750	51	Baldwin	1918-1924	1950-1955	—
4-8-4	3751	3751-3764	14	Baldwin	1927-1929	1956-1959	—
4-8-4	3765	3765-3775	11	Baldwin	1938	1959	—
4-8-4	3776	3776-3785	10	Baldwin	1941	1956-1959	—
4-8-4	2900	2900-2929	30	Baldwin	1943-1944	1959	—
4-4-6-2	1398	1398-1399	2	Baldwin	1909	R1915	Rebuilt to 4-6-2

Sources

Drury, George H. Guide to North American Steam Locomotives. Revised edition. The Atchison, Topeka & Santa Fe chapter, pp. 63–65, and the fleet history in that chapter.
Bryant, Keith L., Jr. History of the Atchison, Topeka and Santa Fe Railway.

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