The Class D1As as built performed well for the B & LE l. However, it was modifications to include a large combustion chamber that contributed 129 square feet to total firebox heating surface. In addition, 3 thermic siphons added 99 square feet of direct heating surface; two of these served the firebox, one the combustion chamber. The firebox also retained its 27 square feet of arch tubes.
In 1919, the USRA allocated the B&LE five "Santa Fe-Heavy" locomotives. These locomotives were designated as Class D2A and were assigned road numbers 521 through 525. They had 63" diameter drivers, 30" x 32" cylinders, a 190 psi boiler pressure, they exerted 73,825 pounds of tractive effort and each weighed 354,000 pounds.
Of the two Classes of 2-10-2s the B&LE seemed to favor the D1As over the USRA Class D1Bs probably due to the 16" piston valves, the Baker valve gear and almost 20 tons more weight on the drivers.
There are no surviving B&LE 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|D1A||20||501-520||1916||Baldwin||Numbers 501-520 scrapped between 1948 and 1951.|
|D2A||5||521-525||1919||Baldwin||USRA allocated .Santa Fe.-Heavy locomotives. Numbers 521-525 scrapped in 1947.|
This very large Santa Fe greatly increased the B & LE's hauling power. Much of the data is similar to that of the CB&Q and C & IM engines of contemporary vintage and builder. Locobase notes the enormous quantity of flexible stays such a large, mobile coal furnace required: "1,000 in number ...four top horizontal rows of each outside side sheet, in throat sheet throughout, in back head, throughout except at fire door frame. Three vertical rows at each end of side sheet diagonally across (at ends of side sheets from said horizontal rows to said vertical rows." The combustion chamber was braced by 380 additional flexible stays.
Firebox heating surface included 129 sq ft (12 sq m) in the combustion chamber and 43 sq ft (4 sq m) from five arch tubes. Fifteen-inch (381 mm) piston valves served for steam admission. The trailed cylindrical Vanderbilt tenders.
Relatively high-drivered for their arrangement, the class lasted until the end of steam and entered retirement in 1948-1951.
Although the B&LE liked its Santa Fes as they came off the production line (Locobase 5435), the design wasn't allowed to stand completely still. Later modifications included a large combustion chamber that contributed 129 sq ft (12 sq m) to total firebox heating surface. In addition, three thermic syphons added 99 sq ft (9.2 sq m) of direct heating surface; two of these served the firebox, one the combustion chamber. The firebox also retained its 27 sq ft (2.5 sq m) of arch tubes.
Perhaps one reason the B&LE liked these Santa Fes better than those designed by the USRA (See Locobase 9030) was the provision of 16" (406 mm) piston valves and Baker valve gear. They also put 20 more tons (18,144 kg) of adhesive weight on the rails than did the USRAs. In any event, most of the class saw steam out on the B & LE.
Although the quintet of engines from Baldwin were USRA Santa Fes when they came on the road, later modifications added considerably to their direct heating surface. A similar program was applied to the D1As (this modification is described in Locobase 7655).
The 104 sq ft (9.65 sq m) combustion chamber received one of three thermic syphons; the other two were placed in the cavernous firebox, which retained its 27 sq ft (2.5 sq m) of arch tubes. In addition, the three thermic syphons contributed 110 sq ft (10.2 sq m) of firebox heating surface. 14" (356 mm) piston valves actuated by Southern valve gear let the steam into the cylinders.
Drury (1993) comments that these engines weren't as well liked as the pre-Great War D1As and were retired before those engines were withdrawn. (There were four times as many of the D1As, which may have had something to do with it.)
|Specifications by Steve Llanso|
|Class||D1A||D1A - syphons||D2A|
|Railroad||Bessemer & Lake Erie||Bessemer & Lake Erie||Bessemer & Lake Erie|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.53||0.53||0.53|
|Overall Wheelbase (engine & tender)||77.70'||77.71'||82.83'|
|Axle Loading (Maximum Weight per Axle)||67950 lbs||61475 lbs|
|Weight on Drivers||332700 lbs||334250 lbs||294475 lbs|
|Engine Weight||404250 lbs||407550 lbs||384225 lbs|
|Tender Light Weight||180750 lbs||190750 lbs||207100 lbs|
|Total Engine and Tender Weight||585000 lbs||598300 lbs||591325 lbs|
|Tender Water Capacity||10000 gals||10000 gals||12000 gals|
|Tender Fuel Capacity (oil/coal)||16 tons||20 tons||16 tons|
|Minimum weight of rail (calculated) on which locomotive could run||111 lb/yard||111 lb/yard||98 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||210 psi||190 psi|
|Cylinders (dia x stroke)||30" x 32"||30" x 32"||30" x 32"|
|Tractive Effort||81600 lbs||80325 lbs||73829 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.08||4.16||3.99|
|Firebox Area||431 sq. ft||514 sq. ft||524 sq. ft|
|Grate Area||88 sq. ft||88 sq. ft||88.20 sq. ft|
|Evaporative Heating Surface||5191 sq. ft||5252 sq. ft||5251 sq. ft|
|Superheating Surface||1237 sq. ft||1237 sq. ft||1230 sq. ft|
|Combined Heating Surface||6428 sq. ft||6489 sq. ft||6481 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||198.28||200.61||200.57|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||17600||18480||16758|
|Same as above plus superheater percentage||20944||21991||19942|
|Same as above but substitute firebox area for grate area||102578||128449||118476|