This is the ATL version of the Santa Fe railroad. Which would here be made bigger by the revised Esch-cummins act. So here goes.
1930: The Santa fe gives its approval to the Esch Cummins act. Under which it gets...
1934: The ATSF absorbs the Kansas City, Mexico, and Orient, and the Toledo, Peoria, and Western.
1936: The ATSF introduces the Super Chief. The difference here is that it is initially pulled by aforementioned streamlined 4-6-4s at first. With diesels replacing them in the 60s instead.
1940: The St. Louis-San Fransisco, destined be part of the ATSF in phase 3 of the consolidation act. Absorbs these three railroads.
1941-1945: World War takes place. The ATSF flogs all their steam engines and diesels they quired before the war to their limit.
1948: The ATSF absorbs the Frisco. Which had already absorbed all the other railroads meant to be part of the ATSF. Sans the TP&W and the KM&O.
1948-1950: The ATSF renumbers the engines of their acquired lines as such:
The Frisco:
0-6-0:
Original: Roughly 3539-3806 (Not all slots filled)
New: Roughly 7539-7806 (Not all slots filled)
2-8-0:
SLSF: 801-835, 850, 851, 860, 861, 870, 871, 956-989, 1200-1349
New: 7801-7835, 7850, 7851, 7860, 7861, 7870, 7871, 7956-7989, 6200-6349
4-6-2s/4-6-4s
Original: 1000-1069
New: 6000-6069
2-8-2s
SLSF: 1350-1356, 4000-4032, 4100-4164
ATSF: 6350-6356, 7000-7032, 7100-7164
4-6-0:
SLSF: Roughly 467-799 (Not all slots filled)
ATSF: Roughly 6467-6799 (Not all slots filled)
Renumbering of engines aquired by SLSF:
4-6-0:
Original: 500-509 (ex-CGW)
SLSF: 9500-9509
2-6-2s
Original: 221-292 (ex-CGW)
SLSF: 1125-1196
ATSF: 6125-6196
4-6-2s
Original: 901-955 (ex-CGW)
SLSF: 1070-1124
ATSF: 6070-6124
2-8-0
Original: 300-359 (ex-CGW), 600-611 (ex-CGW)
SLSF: 1357-1416, 1417-1428
ATSF: 6357-6416, 6417-6428
2-8-2s:
Original: 700-720 (ex-CGW), 750-759 (ex-CGW), 551-556 (ex-L&A), 561-565 (ex-L&A)
SLSF: 4231-4251, 4252-4261, 4220-4225, 4226-4230
2-10-0s
Original: 500-506 (ex-M&S)
SLSF: 1606-1612
ATSF: 3606-3612
2-10-2
Original: 800-806 (ex-CGW)
SLSF: 61-67
2-10-4
Original: 850-885 (ex-CGW)
SLSF: 68-101
Classes that retain their original numbers due to lack of numbering conflicts. Note that unlike in OTL, the 4300 and 4400 Mountains are scratch-built instead of from 2-10-2s:
4-4-0: 182-187, 200-229 (200-229 was gone by then. But I’m keeping them here anyway)
4-6-0: 9500-9509
2-10-2/2-10-4: 1-60, 61-67, 68-101
2-8-2: 4200-4219, 4220-4225, 4226-4230, 4231-4251, 4252-4261
4-8-2: 1500-1529, 4300-4310, 4400-4422
4-8-4: 4500-4524
1948: The ATSF introduces the following passenger trains...
1953: The ATSF studies to steam maintenance facilites first used by the Norfolk and Western, and later its parent company the Pennsylvania Railroad. After analysis, the ATSF begins making their own versions of said steam maintenance facilites, remade into order to acommodate for oil-fired steamers. Which virtually all of the ATSF steamers are.
1955: The ATSF rerouting via Santa Fe is completed. This first engine to traverse the new line is Pacific 3424, which heads a passenger train over the line to the new yard in Belen, NM.
In to the mid to late 60s, both steam diesels continue to plow across the mainline with both sleek passenger and heavy freight trains. Though smaller steam engines have begun to be retired, the process is slow. While bigger steamers continue to solider on into the mid 70s.
1930: The Santa fe gives its approval to the Esch Cummins act. Under which it gets...
- Chicago Great Western
- Kansas City, Mexico & Orient
- Louisiana & Arkansas
- Meridian & Bigbee
- Midland Valley
- Minneapolis, Northfield & Southern
- Missouri & North Arkansas
- St. Louis-San Francisco
- Toledo, Peoria & Western (west of Peoria)
1934: The ATSF absorbs the Kansas City, Mexico, and Orient, and the Toledo, Peoria, and Western.
1936: The ATSF introduces the Super Chief. The difference here is that it is initially pulled by aforementioned streamlined 4-6-4s at first. With diesels replacing them in the 60s instead.
1940: The St. Louis-San Fransisco, destined be part of the ATSF in phase 3 of the consolidation act. Absorbs these three railroads.
1941-1945: World War takes place. The ATSF flogs all their steam engines and diesels they quired before the war to their limit.
1948: The ATSF absorbs the Frisco. Which had already absorbed all the other railroads meant to be part of the ATSF. Sans the TP&W and the KM&O.
1948-1950: The ATSF renumbers the engines of their acquired lines as such:
The Frisco:
0-6-0:
Original: Roughly 3539-3806 (Not all slots filled)
New: Roughly 7539-7806 (Not all slots filled)
2-8-0:
SLSF: 801-835, 850, 851, 860, 861, 870, 871, 956-989, 1200-1349
New: 7801-7835, 7850, 7851, 7860, 7861, 7870, 7871, 7956-7989, 6200-6349
4-6-2s/4-6-4s
Original: 1000-1069
New: 6000-6069
2-8-2s
SLSF: 1350-1356, 4000-4032, 4100-4164
ATSF: 6350-6356, 7000-7032, 7100-7164
4-6-0:
SLSF: Roughly 467-799 (Not all slots filled)
ATSF: Roughly 6467-6799 (Not all slots filled)
Renumbering of engines aquired by SLSF:
4-6-0:
Original: 500-509 (ex-CGW)
SLSF: 9500-9509
2-6-2s
Original: 221-292 (ex-CGW)
SLSF: 1125-1196
ATSF: 6125-6196
4-6-2s
Original: 901-955 (ex-CGW)
SLSF: 1070-1124
ATSF: 6070-6124
2-8-0
Original: 300-359 (ex-CGW), 600-611 (ex-CGW)
SLSF: 1357-1416, 1417-1428
ATSF: 6357-6416, 6417-6428
2-8-2s:
Original: 700-720 (ex-CGW), 750-759 (ex-CGW), 551-556 (ex-L&A), 561-565 (ex-L&A)
SLSF: 4231-4251, 4252-4261, 4220-4225, 4226-4230
2-10-0s
Original: 500-506 (ex-M&S)
SLSF: 1606-1612
ATSF: 3606-3612
2-10-2
Original: 800-806 (ex-CGW)
SLSF: 61-67
2-10-4
Original: 850-885 (ex-CGW)
SLSF: 68-101
Classes that retain their original numbers due to lack of numbering conflicts. Note that unlike in OTL, the 4300 and 4400 Mountains are scratch-built instead of from 2-10-2s:
4-4-0: 182-187, 200-229 (200-229 was gone by then. But I’m keeping them here anyway)
4-6-0: 9500-9509
2-10-2/2-10-4: 1-60, 61-67, 68-101
2-8-2: 4200-4219, 4220-4225, 4226-4230, 4231-4251, 4252-4261
4-8-2: 1500-1529, 4300-4310, 4400-4422
4-8-4: 4500-4524
1948: The ATSF introduces the following passenger trains...
- The Missouri Chief (St. Louis- Tulsa- Amarillo- Belen, NM- Flagstaff- Los Angeles)
- The San Francisco Chief (Chicago- Kansas City- Dodge City- La Junta- Albuquerque- Flagstaff- Oakland)
- The Dixie Chief (Birmingham- Memphis- Springfield- Tulsa- Amarillo- Belen, NM- Flagstaff- Los Angeles)
- The Frisco Chief (St. Louis- Tulsa- Oklahoma City- Ft. Worth- Houston)
- The Minnesota Chief (Twin Cities- Des Moines- Kansas City- La Junta- Albuquerque- Flagstaff- Los Angeles)
- The Nebraska Chief (Chicago- Omaha)
- The Colorado Chief (Chicago- Kansas City- Dodge City- La Junta- Denver)
- The Apache Chief (Denver- La Junta- Albuquerque- El Paso)
- The Panhandle Chief (Chicago- Kansas City- Wichita- Amarillo- Belen, NM- Flagstaff- Los Angeles)
1953: The ATSF studies to steam maintenance facilites first used by the Norfolk and Western, and later its parent company the Pennsylvania Railroad. After analysis, the ATSF begins making their own versions of said steam maintenance facilites, remade into order to acommodate for oil-fired steamers. Which virtually all of the ATSF steamers are.
1955: The ATSF rerouting via Santa Fe is completed. This first engine to traverse the new line is Pacific 3424, which heads a passenger train over the line to the new yard in Belen, NM.
In to the mid to late 60s, both steam diesels continue to plow across the mainline with both sleek passenger and heavy freight trains. Though smaller steam engines have begun to be retired, the process is slow. While bigger steamers continue to solider on into the mid 70s.
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