These locomotives had a very low factor of adhesion, which is calculated by dividing the weight on the drivers by the tractive effort. With a low factor of adhesion locomotives have a tendency to slip on starting. It was probably this and the relatively slow speed that caused C&EI to sell all seven of them.
There are no surviving C&EI 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||From Other RR||Year Acquired||Year Built||Builder||Notes|
|O-1||7||2000-2006||1918||Baldwin||Numbers 2000-2003 and 2005 were sold to the C&O in 1945 and became C&O numbers 2000-2003 and 2005. They were scrapped in 1951. Numbers 2004 and 2006 was sold to the Central of Georgia in 1945 and became Central of Georgia numbers 711-712. They were scrapped by1950.|
|O-2||2||4000-4001||Wabash||1942||1917||ALCO||Bought from the Wabash in 1942. Ex Wabash numbers 2513(C&EI #4000) and 2509 (C&EI #4001). Numbers 4000 and 4001 Sold to the C&O in 1945 and became C&O numbers 4000 and 4001. These two locomotives were scrapped in 1949.|
|O-2||5||2007-2011||1919||ALCO||USRA allocated .Santa Fe-Heavy. locomotives. They were refused and the USRA transferred them to the PRR.|
Note the relatively low factor of adhesion, suggesting that the drivers on these engines might have slipped on starting (or that sand dunes on either side of the track might have been a characteristic indication of where they started trains). Piston valves measured 13" (331 mm) in diameter. The specs predicted an adhesion weight of 300,000 lb (136,078 kg) and 377,300 lb (171,141 kg) in engine weight. The diagrams all show, however, that the engines weighed about five tons less.
Later in their careers, the C&EI reduced its small tube count by 21. This deletion lowered the tube & flue heating surface area to 4,576 sq ft (425.1 sq m).
Five became Chesapeake & Ohio B-2s (2000-2004) when they were sold off during World War II.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Chicago & Eastern Illinois (C&EI)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.40|
|Overall Wheelbase (engine & tender)||103.25'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||290800 lbs|
|Engine Weight||377300 lbs|
|Tender Light Weight||305000 lbs|
|Total Engine and Tender Weight||682300 lbs|
|Tender Water Capacity||16000 gals|
|Tender Fuel Capacity (oil/coal)||20 tons|
|Minimum weight of rail (calculated) on which locomotive could run||97 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi|
|Cylinders (dia x stroke)||30" x 32"|
|Tractive Effort||77714 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.74|
|Firebox Area||372 sq. ft|
|Grate Area||88.50 sq. ft|
|Evaporative Heating Surface||5236 sq. ft|
|Superheating Surface||1380 sq. ft|
|Combined Heating Surface||6616 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||200.00|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||17700|
|Same as above plus superheater percentage||21417|
|Same as above but substitute firebox area for grate area||90024|