There are no surviving StLIM&S 2-10-2 "Santa Fe" type locomotives.
On July 4, 1851, at St. Louis, Missouri, ground-breaking for the Pacific Railroad marked the beginning of what would later be known as the Missouri Pacific Railroad. The first section of track was completed in 1852. In 1865, it became the first railroad to serve Kansas City, after construction was interrupted by the American Civil War. In 1872, the Pacific Railroad was reorganized as the Missouri Pacific Railway by new investors after a railroad debt crisis. Because of corporate ties extending back to the Pacific Railroad, Missouri Pacific at one time advertised itself as being "The First Railroad West of the Mississippi".
From 1879, the Missouri Pacific was under the control of New York financier Jay Gould, until his death in 1892. Gould developed a system extending through Colorado, Nebraska, Arkansas, Texas, and Louisiana. His son, George Gould, inherited control upon his father's death. The younger Gould lost control of the company after it declared bankruptcy in 1915. In 1917 the line was merged with the St. Louis, Iron Mountain and Southern Railway and reorganized as the Missouri Pacific Railroad. Missouri Pacific later acquired or gained a controlling interest in other lines in Texas, including the Gulf Coast Lines, International-Great Northern Railroad, and the Texas and Pacific Railway.
The first "Santa Fe" type locomotives used on the Missouri Pacific were fourteen that conveyed when the Missouri Pacific Railway and the St. Louis, Iron Mountain & Southern Railroad merged and became the Missouri Pacific Railroad. These locomotives were bought in 1916, from the American Locomotive Company. They had 63" diameter drivers, 30" x 30" cylinders, a 188.5 psi boiler pressure, they exerted 68,688 pounds of tractive effort and each weighed 370,000 pounds. They were numbers 1501 through 1514 on the StLIM&S and renumbered to be 1701through1714 in 1924.
These "Santa Fes" had Walschaert valve gear. The firebox area was 400 square feet and the combined heating surface was 4,617 square feet and it had 1,170 square feet of superheater surface.
The MP bought ten new 2-10-2s in 1926 from the Baldwin Locomotive Works in 1926. These locomotives were assigned road numbers 1720 through 1729. They had 63" diameter drivers, 30" x 32" cylinders, a 210 psi boiler pressure, they exerted 81,600 pounds of tractive effort and each weighed 420,650 pounds. The boiler had a Worthington feedwater heater and thr combustion chamber had 77 sq ft of thermic syphons.
These ten over-hauled these ten locomotives during WWII. It installed lightweight main and side rods, roller bearings on the axles, a trailing-truck booster engine and a larger tender and put them back out on the road.
In 1942 the MP purchased five used "Santa Fe" type locomotives from the Wabash Railroad. These locomotives were designated as Class L-1 and were given road numbers 1715 through 1719.
There are no surviving MP 2-10-2 "Santa Fe" type locomotives.
|Class||Qty||Road Numbers||From Other RR||Year Acquired||Year Built||Builder||Notes|
|14||1501-1514||1916||ALCO||Numbers 1501-1514 transfer to Missouri Pacific after it was acquired in 1917 and were renumbered 1701-1714 in 1924|
|SF-63||14||1701-1714||StLIM&S||1917||1916||ALCO||Acquired with the purchase of the St. Louis, Iron Mountain and Southern in 1917. They were StLIM&S numbers 1501-1514 and were renumbered MoPac numbers 1701-1514 in 1924. Numbers 1701-1714 scrapped in 1953.|
|L-1||5||1715-1719||Wabash||1942||1917||ALCO||Bought from the Wabash in 1942. Ex Wabash numbers 2502, 2505, 2512, 2516, and 2522. Numbers 1715-1719 scrapped in 1953.|
|SF-63||10||1720-1729||1926||Baldwin||Numbers 1720-1729 scrapped in 1955.|
The Iron Mountain system (St Louis, Iron Mountain & Southern) -- itself an accumulator of smaller lines in the previous decade -- bought these engines while in the receivership that would lead, in May 1917, to its being absorbed by the Missouri Pacific. These Santa Fes were large beasts with long boilers over long wheelbases. It's interesting to see the relative sparseness of the tube and flue layout and it's rare to find so square a ratio between piston diameter and stroke. These engines may have been short of steam.
Whatever their assets and limitations, the class clearly fulfilled a need and the last didn't leave the MoPac until 1953.
Boiler had a Worthington No 4 feed water heater mounted on the left side "as low as possible", Standard Stoker Company's Du Pont stoker. Baldwin's specs for the firebox's heating surface area showed a combustion chamber contributing 118 sq ft (10.95 sq m), 94.4 sq ft (9 sq m) of thermic syphons, and 15 sq ft (1.4 sq m) from arch tubes. The firebox also had ten combustion tubes inside, five to each side.The rigid wheelbase for this long engine was 16 ft 6 in (5.03 m). Franklin Railway Company lateral-motion boxes in the front drivers allowed 1" (25.4 mm) of lateral motion to each side.
The specs also comment on a manufacturing error: "In consideration of five engine frames being cut out slightly more than drawings required and the back top fillet in same pedestal being deeper than necessary, the BLW hereby guarantees these frames indefinitely against breakage in the front pedestal because of these errors and in the event these frames fail, the BLW will replace same free of cost to Ry Co. These frames have been accepted and applied to locomotives." 1720 and 1721 had both miscast frames replaced and 1722 got a new left-side frame .
2-10-2s were rare on the MoPac and most operated in hump service at classification yards.
Such were the power demands during World War II, however, that the railroad rebuilt this ten-engine class with lightweight main and side rods, Timken roller bearings on the axles, a trailing-truck booster engine (for which the original specs had made provisions), and a larger tender and put them back out on the road. Boiler was now set at 220 psi (15.2 bar) and starting tractive effort rose to 85,485 lb (38,775 kg) without the booster. The booster added 13,200 lb (5,987 kg) of TE.
The Arkansas Railroad Club's Arkansas Railroader of August 1984 (Vol. 15, #8) p.8 -- archived on http://thundertrain.org/AUGUST-1984.pdf, last accessed 12 January 2010 -- claimed that the rebuild "...made them a true high-speed freight engine and, in the declining days of steam, some were even used in helper service on fast passenger trains on the Missouri Division."
The last was retired in 1955.
|Specifications by Steve Llanso|
|Railroad||Saint Louis, Iron Mountain & Southern (MP)||Missouri Pacific (MP)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.54||0.53|
|Overall Wheelbase (engine & tender)||78.85'||83.54'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||294500 lbs||326080 lbs|
|Engine Weight||370000 lbs||420650 lbs|
|Tender Light Weight||190300 lbs||228000 lbs|
|Total Engine and Tender Weight||560300 lbs||648650 lbs|
|Tender Water Capacity||10000 gals||12000 gals|
|Tender Fuel Capacity (oil/coal)||16 tons||16 tons|
|Minimum weight of rail (calculated) on which locomotive could run||98 lb/yard||109 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||188.50 psi||210 psi|
|Cylinders (dia x stroke)||30" x 30"||30" x 32"|
|Tractive Effort||68668 lbs||81600 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.29||4.00|
|Firebox Area||400 sq. ft||483 sq. ft|
|Grate Area||80.30 sq. ft||88.40 sq. ft|
|Evaporative Heating Surface||4617 sq. ft||5080 sq. ft|
|Superheating Surface||1170 sq. ft||1270 sq. ft|
|Combined Heating Surface||5787 sq. ft||6350 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||188.11||194.04|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15137||18564|
|Same as above plus superheater percentage||18164||22277|
|Same as above but substitute firebox area for grate area||90480||121716|