These class R-1s had 63" diameter drivers, 31" x 32" cylinders, a 200 psi boiler pressure, they exerted 82,982 pounds of tractive effort and each weighed 429,300 pounds. The firebox heating surface was 126 square feet of thermic syphons and 20 square feet of arch tubes. Another variant had no thermic syphons and 37 square feet of arch tubes. The total firebox heating surface amounted to 358 sq ft and total heating surface came to 5,684 square feet.
Also in 1915, some of the thirty "Santa Fes" that the Erie bought from the American Locomotive Company began to arrive. The group was designated as Class R-2 and was assigned road numbers 4100 through 4129. These locomotives had 63" diameter drivers, 31" x 32" cylinders, a 200 psi boiler pressure, they exerted 82,982 pounds of tractive effort and each weighed 404,000 pounds. TheR-2s had better steaming qualities than the R-1s with a higher superheat ratio, much shorter firetubes, better factor of adhesion and a larger grate. They also had coned boilers, 16" piston valves, and outside radial valve gear.
The last group of "Santa Fes" was the twenty-five allocated by the USRA. The locomotives were also built by the American Locomotive Company and designated as Class R-3 and given road numbers 4200 through 4224. 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 384,225 pounds.
There are no surviving Erie 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|R-1||42||4000-4041||1915-1917||Various||Numbers 4000-4041 scrapped between 1939 and 1949.|
|R-2||5||4100-4104||1915||ALCO||Numbers 4100-4129 scrapped between 1939 and 1949.|
|R-2||5||4105-4109||1916||ALCO||Numbers 4100-4129 scrapped between 1939 and 1949.|
|R-2||20||4110-4129||1917||ALCO||Numbers 4100-4129 scrapped between 1939 and 1949.|
|R-3||25||4200-4224||1919||ALCO||USRA allocated .Santa Fe-Heavy. locomotives. Numbers 4200-4224 scrapped between 1949 and 1952.|
|Class R-1 Year Built and Builder|
The data given are for engines that had as part of the firebox heating surface 126 sq ft (11.7 sq m) of thermic syphons and 20 sq ft (1.85 sq m) of arch tubes. Another variant had no thermic syphons and 37 sq ft (3.4 sq m) of arch tubes -- total firebox heating surface amounted to 358 sq ft (33.25 sq m) and total heating surface came to 5,684 sq ft (528.05 sq m). Its piston valves each measured an impressive 16" (406 mm) in diameter and received steam through passages that RAG reported were "unusually direct and of liberal section area."
Large, powerful freight engines. The first, Baldwin-built (#4000) was the prototype with a 90-in diameter boiler; see Locobase 14580.
Later engines (built by Baldwin, Alco, and Lima) had minimum diameters of 96.25 in (2,445 mm). Their rough riding qualities were problematical until revised counterbalancing smoothed the way. All of the Erie's 2-10-2s were renowned for their great power, whether as road engines or pushers.
See Locobase 382 for the production variant of this Santa Fe.
30 R2s were built between 1915-1917. Said to have had better steaming qualities than the R1s (Locobase 382), they had a higher superheat ratio, much shorter firetubes, better factor of adhesion (though not by much), and a larger grate. They had coned boilers, 16" (406 mm) piston valves, and outside radial valve gear.
25 USRA Heavy Santa Fe engines that proved the longest-lived of all Erie 2-10-2s, lasting until 1949-1952. A bit smaller than the earlier Erie 2-10-2s (down to the use of 14" piston valves rather than those of 16"), they were typical USRA designs in their balance and well-integrated components.
This entry shows the later configuration when the basic firebox had 28 sq ft of arch tubes and 106 sq ft of thermic syphons adding to the firebox heating surface.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Erie (ERR)||Erie (ERR)||Erie (ERR)||Erie (ERR)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.52||0.53||0.56||0.53|
|Overall Wheelbase (engine & tender)||78.37'||77.37'||71.79'||82.83'|
|Axle Loading (Maximum Weight per Axle)||69100 lbs||67700 lbs||60600 lbs|
|Weight on Drivers||342900 lbs||338000 lbs||338000 lbs||293000 lbs|
|Engine Weight||429300 lbs||416000 lbs||404000 lbs||380000 lbs|
|Tender Light Weight||199800 lbs||199800 lbs||198000 lbs||206100 lbs|
|Total Engine and Tender Weight||629100 lbs||615800 lbs||602000 lbs||586100 lbs|
|Tender Water Capacity||10000 gals||10000 gals||10000 gals||12000 gals|
|Tender Fuel Capacity (oil/coal)||24 tons||24 tons||24 tons||20 tons|
|Minimum weight of rail (calculated) on which locomotive could run||114 lb/yard||113 lb/yard||113 lb/yard||98 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||31" x 32"||31" x 32"||31" x 32"||30" x 32"|
|Tractive Effort||82982 lbs||82982 lbs||82982 lbs||77714 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.13||4.07||4.07||3.77|
|Firebox Area||467 sq. ft||357.80 sq. ft||341.50 sq. ft||533 sq. ft|
|Grate Area||88 sq. ft||88.10 sq. ft||94.80 sq. ft||88.20 sq. ft|
|Evaporative Heating Surface||5793 sq. ft||5764 sq. ft||4958 sq. ft||5260 sq. ft|
|Superheating Surface||1389 sq. ft||1377 sq. ft||1274 sq. ft||1230 sq. ft|
|Combined Heating Surface||7182 sq. ft||7141 sq. ft||6232 sq. ft||6490 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||207.23||206.19||177.36||200.92|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||17600||17620||18960||17640|
|Same as above plus superheater percentage||20944||20968||22752||20992|
|Same as above but substitute firebox area for grate area||111146||85156||81960||126854|