Maximum Speed of Santa Fe Locomotives

Thank you.  This is a really good set of useful information.  I much appreciate it.  I am certain that, in a pinch, the RR would have used the 5000s to pull passengers, but they probably avoided that when they could and used them for what they were designed and intended to do, most of the time.  

Thanks for posting Tom.  However, it looks like something's missing, which makes me curious.  In the 90 mph steam locomotive category, the only mention of 3765 Class engines is 3765 and doesn't list the rest of the class anywhere.  I know that 3765 had some differences from the rest of the class do to it originally being intended to be streamlined, but would the 90 mph limit apply to the rest of the class?  

That said, I was surprised that 3765 was limited to 90, and why wasn't he rest of the class be listed? 

I had always assumed the 3765 Class to possibly be the quickest of the ATSF Northerns.

From steam locomotive.com: "Together with the Union Pacific FEF series and the New York Central's Niagaras, these engines were the highest expression of ultra-long-distance passenger power in US service."

What does the ATSF word "Bobtail" mean?

On that sheet, it refers to the F7's Santa Fe purchased in an A-B-B configuration. 

Might the reason for the absence of speed limits for the 3766+ be that they were not assigned to that Division at that time?

Or were they used there.....?

Thank you, Tom for posting interesting information

Ralph

Thanks for pointing out the omission of 4-8-4's 3776-3775.  They were indeed 90 MPH engines, and I fixed the original post.  It was a keyboard error on my part.  I also remembered that I had omitted the Alco-GE RSD4 and RSD5 engines, which, like other mainline road switchers, were allowed 65 MPH during the transition era (although I doubt that they attained that speed often, as I remember them being able to pull a mile of cars, but spreading 1600 HP out over 6 traction motors eliminated them from winning any races). 

I had thought that the big 2-10-4's were rated for 70 MPH, but was wrong.  I am glad I found this timetable in my files.

Dominic, On Santa Fe, the passenger engines were not called "warbonnets."  That was a term that originated with rail fans, and came into use on the railroad after the 1990 resurrection of the paint scheme.  The passenger units were called "rednoses" and in south Texas a few men called them "redheads."  The passenger F-unit diesels were (mainly) kept numerically coupled until around 1959.  They were purchased as 6,000 horsepower locomotives in A-B-B-A configuration with 2-digit numbers, as 4,500 horsepower locomotives in A-B-B configuration in two groups with numbers in the 300's, and also as 3,000 horsepower locomotives (4 of them) in A-B configuration.  The ones which lacked a cab unit on the rear were called "bobtails."  The reason for not buying A-B-A configuration was steam generator capacity.  Santa Fe rednose F3A and F7A units had vertical tanks at the rear for extra steam generator water, while the F3B and F7B units had a vertical boiler water tank at the front and a Steam generator at the rear.  Steam was critical on Santa Fe passenger trains as the railroad used steam ejector air conditioning on its passenger cars, right up to the end of ATSF passenger service.  Most other roads switched to propane-powered mechanical A/C when they purchased their postwar streamlined passenger cars.  Didn't mean to ramble, but I wanted to explain that seemingly odd way to purchase passenger locomotives.

Thanks Tom.  Great info!