By Lloyd E. Stagner and TRAINS Magazine

Storage of 4-8-4's proved temporary as the usual annual movement of California potatoes to Eastern markets, plus the operation of 23 westbound special passenger trains to a Shriner convention in Los Angeles, resulted in a shortage of power. The beginning of the Korean War in late June found the Santa Fe handling frequent troop and military equipment trains to the West Coast. Even long-stored 2-8-2's and 2-10-2's and a few 4-6-2's were taken off dead lines and run through Albuquerque shop for Class 4 or 5 repairs.

Beginning July 20, 1950, a second section of Nos. 23-24 was established between Kansas City and Los Angeles, with 2900's for power through to Barstow, where they were turned and Los Angeles Division 3751's or its lone 2900, the 2929, handled the trains to Los Angeles. At the beginning, only four 2900's were assigned, but the lack of steam servicing facilities at Barstow and the short turnaround time at Kansas City resulted in some failures en route. A fifth engine was added to the pool in October, but some high mileage figures were subsequently accumulated. In March 1951, No. 2927 made 23,401 miles; in April, No. 2926 covered 19,669 miles and No. 3776 accumulated 22,035. In May, No. 2926 made 19,999 miles.

Sufficient diesels were on hand to replace steam on this train after normal operations were resumed in late July 1951 after disastrous Kansas floods. Further, 2900's and 3776's continued to run through to Barstow on Advance 7, a mail express train, that was shifted to the Amarillo route after July, until the end of 1952. This engine usually doubleheaded east or returned on a DHQ train (deadhead equipment).

During 10 months, February-November 1950, the mileage and repair cost of the 4-8-4 classes was as follows:

Class	Total Miles Accumulated	Repair Cost Per Mile
2900	2,245,785	36.4
3751	583,681	58.9
3765	380,711	51.6
3776	803,542	33.8

The heavy repair shops at Albuquerque and San Bernardino handled class repairs, with 3765 the last engine overhauled at Topeka, in August 1949. Class 5 repairs were extended on an annual basis, and mileage ranged from 80,000 to 125,000 miles. Class 3's were programmed every four years, and total mileage was from 350,000 to 500,000 miles. The 3776's were given a lighter Class 4 repair after 4 years of service, and some of these engines made over 800,000 miles before shopping for Class 3's. No. 3779 made 827,238 miles when it received repairs in March 1951. The highest total of a 2900 appears to be the 531,843 miles the 2921 made between Class 3 repairs, ending in August 1951. The highest total of a 2900 appears to be the 531,843 miles the 2921 made between Class 3 reparis, ending in August 1951.

Nos. 105-106, the Scout, had been established between Newton and Albuquerque, via Amarillo, with the February 20, 1949, timetable. At first this train was assigned 3400class 4-6-2's, later 3700-class 4-8-2's, and finally---in an effort to maintain a schedule that included regular or conditional stops at 46 stations, plus a 12- or 13-car consist---had the 3751-class engines assigned in early 1950. Nos. 3756, 3761, and 3762 were the first, 3762 being released from the La Junta-Denver service. During periods of light freight traffic, 2900's were used until needed for freight, then the 3751's would return. Commencing April 3, 1952, Nos. 2913, 2914, and 2915 were assigned, and these and other 2900's were used until the train was dieselized on December 26, 1952.

Another 1951-1952 passenger-train assignment was 2900's or 3776's on one section of No. 23 out of Kansas City to Newton, with the engine returning on No. 6 the next evening. This required two 4-8-4's, but it permitted shorter layover time for diesels and allowed more time for maintenance at Barstow. The 3751's came back on the La Junta-Denver trains from June to November 1950, but were again replaced by diesels. Many special passenger trains were also powered with all classes of 4-8-4's during 1951 and 1952. Frequently, they operated west of Belen to Barstow and Los Angeles, and on one occasion, the 3779 got to Bakersfield, but as far back as 1947 the General Manager at Los Angeles was on record that he did not want any engines larger than the 3751's on the joint Southern Pacific-owned track between Bakersfield and Mojave, as "they blame all their derailments on our engines."

Although there was no stopping the tide of dieselization, classified repairs continued to the 107 "modern" engines at Albuquerque shop. Welded boiler shells were applied to 8 3765's and 6 3776's between November 1949 and November 1952, and one engine of each of these classes received new carbon steel riveted boiler shells. The application of Duplex Syphons or Security Circulators on the 2900's and 3776's continued. Only Nos. 2915 and 2919 were not equipped before the Albuquerque shop was closed.

A regular freight operation between September 1949 and January 1953 involved the use of four or five 3751's to handle fast freight No. 32 from La Junta to Newton, where the engine was turned for No. 45, a fast freight to Dodge City, which usually operated via Great Bend, Kans. At Dodge City, the 4-8-4 handled Second 35 to La Junta, peforming local work en route.