I can't sell or even give you copies of the germane
documents in my possession, for two reasons. First, all of them
came from the Newberry Library. One of their restrictions is the
prohibition on further distribution or publication without their
written permission. That's why I'm redrawing all the floor plans,
roof layouts and equipment - to get around that limitation. I'm
also preparing these drawings for New England Rail Service and
Branchline Trains so they can add correct SE components to their
respective product lines.
One thing I can do is give you a list of the Santa
Fe steam ejector drawings at the Newberry. The drawing numbers
are Santa Fe's. I don't know what the first two digits represent,
but the letter following those two digits is the size, the last
four digits are the sequence number, and the appended letter (if
present) shows the issue. The Newberry cannot photocopy anything
larger than a "C"-size drawing, and those only in overlapping
8.5x14 or 11x17 sheets. All those large "A" and "B"
drawings I had copied were photographed in overlapping 35mm or
is the list in Adobe Acrobat PDF form.
The quality of the drawings is shaky. They're
not particularly fragile, but they're blueprint copies of the
original linens. They are all folded and creased, and many have
faded areas where the features are difficult to distinguish. Being
blueprints, most are blue with white lines, although many of the
underneath equipment drawings are second generation black-with-white-lines.
Tough to get clear photocopies, and I'm constantly adding to my
"list of clarifications" for the next Newberry visit,
for drawings I already have.
Hatches applied to Pullmans were completely different
from hatches applied to the Santa Fe's own cars. I don't know
why this should be, considering that the Santa Fe ordered all
the parts and installed the AC on most of those Pullmans at the
Topeka Shops at the same time they were doing their own cars,
but there you are. There were four different hatches used on AC
units during the 1934 to 1937 program, and three different ones
for the cooling tower. (That's what the Santa Fe called the steam
ejector unit.) I have completed drawings for all of them.
The hatches marketed by Coach Yard and PRB both
came from the same Bob Darwin patterns, and he took his info from
a Santa Fe parlor-obs at Calistoga, Califorina. It's still there,
hatches and all, and houses several gift shops.
Pullman hatches never had clamps on the ridge
center lines, and the grabs extended away from the hatch covers
parallel to the surfaces. The grabs on Santa Fe hatches were upright,
90 degrees to the surface, and many Santa Fe hatches had clamps
on the ridge center lines.
San Bartolo is one of my favorites. It
has the make-up tank and steam control box mounted so close together
they look like one unit. The steam control box (the unit on the
right) is the left-handed version of the 1934 design. I'm working
on the drawing of that now. It's left-handed because the motorized
steam valve housing is to the left. (The motor that operates the
valve is that round object sticking out at you, with the cover
cut out to accommodate it.) The 1935 steam control box had the
valve mounted at the back corner, away from the car side, rather
than the front, so the access door was just a rectangular plate.
The access door on San Bartolo's steam control box has that extra
extension on the upper left, to cover the steam valve compartment.
Both the 1934 and 1935 designs could be built left- and right-handed.
There were similar variations in the makeup tanks, and the cold
water pump housing. Many combinations!
Maybe we're just lucky that the Santa Fe sent
a full drawing set to Pullman. There must have been equivalent
drawings for their own cars, but I guess they never left Topeka.