Missouri Pacific / Saint Louis, Iron Mountain & Southern 2-10-2 "Santa Fe" Type Locomotives

Introduction

The St. Louis Iron Mountain and Southern Railroad Corp built a railroad in Southern Missouri beginning in 1851. It was built to move larger quantities of iron ore around Iron Mt. to the river and other areas. The line ran from St. Louis Mo. to Pilot Knob, and then later south into Bollinger County. In 1917, the railroad was acquired by the Missouri Pacific Line.

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.

Roster by Richard Duley

ClassQtyRoad NumbersFrom Other RRYear AcquiredYear BuiltBuilderNotes
141501-15141916ALCONumbers 1501-1514 transfer to Missouri Pacific after it was acquired in 1917 and were renumbered 1701-1714 in 1924
SF-63141701-1714StLIM&S19171916ALCOAcquired 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 51715-1719Wabash19421917ALCOBought from the Wabash in 1942. Ex Wabash numbers 2502, 2505, 2512, 2516, and 2522. Numbers 1715-1719 scrapped in 1953.
SF-63101720-17291926BaldwinNumbers 1720-1729 scrapped in 1955.

Class Details by Steve Llanso

Class SF-63 (Locobase 5437)

Data from table in January 1917 issue of Railway Mechanical Engineer (RME).

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.

Class SF-63 (Locobase 80)

Data from table in 1930 Locomotive Cyclopedia. See also DeGolyer, Volume 76, pp. 94+. Works numbers were 59196-59197, 59221-59222, 59233-59238 in May 1926.

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
ClassSF-63SF-63
Locobase ID5437 80
RailroadSaint Louis, Iron Mountain & Southern (MP)Missouri Pacific (MP)
CountryUSAUSA
Whyte2-10-22-10-2
Road Numbers1501-1514/1701-17141720-1729
GaugeStdStd
BuilderAlco-BrooksBaldwin
Year19161926
Valve GearWalschaertBaker
Locomotive Length and Weight
Driver Wheelbase22.50'22.50'
Engine Wheelbase41.83'42.60'
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 Drivers294500 lbs326080 lbs
Engine Weight370000 lbs420650 lbs
Tender Light Weight190300 lbs228000 lbs
Total Engine and Tender Weight560300 lbs648650 lbs
Tender Water Capacity10000 gals12000 gals
Tender Fuel Capacity (oil/coal)16 tons16 tons
Minimum weight of rail (calculated) on which locomotive could run98 lb/yard109 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"
Boiler Pressure188.50 psi210 psi
Cylinders (dia x stroke)30" x 30"30" x 32"
Tractive Effort68668 lbs81600 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.29 4.00
Heating Ability
Firebox Area400 sq. ft483 sq. ft
Grate Area80.30 sq. ft88.40 sq. ft
Evaporative Heating Surface4617 sq. ft5080 sq. ft
Superheating Surface1170 sq. ft1270 sq. ft
Combined Heating Surface5787 sq. ft6350 sq. ft
Evaporative Heating Surface/Cylinder Volume188.11194.04
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1513718564
Same as above plus superheater percentage1816422277
Same as above but substitute firebox area for grate area90480121716
Power L11382815940
Power MT517.58538.85

Photos

Reference

Credits

Introduction and roster provided by Richard Duley. Class details and specifications provided by Steve Llanso of Sweat House Media.