The firebox heating surface including 68 sq ft of combustion chamber and 43 sq ft of arch tubes. Later the class was updated with Elesco feedwater heaters in all but the 902, which used a Worthington.
Although the C&S seems to have preferred the USRA 2-10-2s they received a few years later, these were obviously satisfactory enough. In fact, the C & S bought another 5 in 1922 (works #55574-55575. 55623-55625)
They lasted until the end of steam, being retired in 1956-1961..
Corbin & Kerka (1960) note that although the locomotive had a relatively long rigid wheelbase, lateral motion in the first and fifth driving axles allowed it to negotiate 21-deg curves. So powerful was this engine, and so small the drivers, that the frame was especially strengthened and the driven axle counterbalanced inside with bob weights.
This class consisted of M-2s and M-2As. M-2s were very similar to the M-1s, but had a Schmidt superheater, an automatic Street stoker, and a brick arch in the firebox supported by 38.3 sq ft of watertubes.
The first two M-2As began as M-2s, but were rebuilt with lighter, heat-treated steel alloy reciprocating parts, hollow-bore piston rods and crank pins, and the Laird suspended crosshead. Tests showed that at higher speeds, the difference in dynamic loads was better than 60% in favor of the M-2A. Because of the 379-lb decrease in the weight of reciprocating parts over the M-2, the bob weights could be deleted. After the first 26 M-2s were delivered, the rest of the batch were delivered as M-2As.
| Specifications | |||
|---|---|---|---|
| Class | E-5-A | M-1 | M-2/M-2A |
| Locobase ID | 5392 | 2903 | 2904 |
| Railroad | Colorado & Southern (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |
| Whyte | 2-10-2 | 2-10-2 | 2-10-2 |
| Road Numbers | 900-904,910-914 | 6000-6004 | 6100-6170 |
| Gauge | Std | Std | Std |
| Builder | Baldwin | Baldwin | Baldwin |
| Year | 1915 | 1912 | 1914 |
| Valve Gear | Walschaert | Walschaert | Stephenson |
| Locomotive Length and Weight | |||
| Driver Wheelbase | 20.75' | 20.75' | 20' |
| Engine Wheelbase | 40.08' | 39.67' | 40.09' |
| Ratio of driving wheelbase to overall engine wheebase | 0.52 | 0.52 | 0.50 |
| Overall Wheelbase (engine & tender) | 74.79' | 78.07' | 74.77' |
| Axle Loading (Maximum Weight per Axle) | 61980 lbs | 62100 lbs | |
| Weight on Drivers | 295950 lbs | 301800 lbs | 293000 lbs |
| Engine Weight | 367850 lbs | 378700 lbs | 370000 lbs |
| Tender Light Weight | 194150 lbs | 221100 lbs | 185000 lbs |
| Total Engine and Tender Weight | 562000 lbs | 599800 lbs | 555000 lbs |
| Tender Water Capacity | 10000 gals | 12000 gals | 10000 gals |
| Tender Fuel Capacity (oil/coal) | 20 tons | 20.8 tons | 15 tons |
| Minimum weight per yard of rail on which locomotive could run | 99 lb rail | 101 lb rail | 98 lb rail |
| Geometry Relating to Tractive Effort | |||
| Driver Diameter | 60" | 59" | 60" |
| Boiler Pressure | 175 psi | 200 psi | 175 psi |
| Cylinders (dia x stroke) | 30" x 32" | 30" x 32" | 30" x 32" |
| Tractive Effort | 71400 lbs | 82983 lbs | 71400 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.14 | 3.64 | 4.10 |
| Heating Ability | |||
| Firebox Area | 383 sq. ft | 383 sq. ft | 383 sq. ft |
| Grate Area | 88 sq. ft | 88 sq. ft | 88 sq. ft |
| Evaporative Heating Surface | 5349 | 5323 | 5349 |
| Superheating Surface | 1232 | 1232 | 1232 |
| Combined Heating Surface | 6581 | 6555 | 6581 |
| Evaporative Heating Surface/Cylinder Volume | 204.32 | 203.32 | 204.32 |
| Computations Relating to Power Output (More Information) | |||
| Robert LeMassena's Power Computation | 15400 | 17600 | 15400 |
| Same as above plus superheater percentage | 18480 | 21120 | 18480 |
| Same as above but substitute firebox area for grate area | 80430 | 91920 | 80430 |
| Power L1 | 12267 | 13767 | 12267 |
| Power MT | 456.90 | 502.83 | 461.50 |
| This page last modified: . | [Contact] | All material © 1999-2008 SteamLocomotive.com |