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 80)

Data from table in 1930 Locomotive Cyclopedia. Works numbers were 59196-59197, 59221-59222, 59233-59238 in May 1926.

Boiler had a Worthington feedwater heater. The combustion chamber had 77 sq ft of thermic syphons. 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 10-engine class with and 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. 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.

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.


Specifications by Steve Llanso
ClassSF-63SF-63
Locobase ID80 5437
RailroadMissouri Pacific (MP)Saint Louis, Iron Mountain & Southern (MP)
CountryUSAUSA
Whyte2-10-22-10-2
Road Numbers1720-17291501-1514/1701-1714
GaugeStdStd
BuilderBaldwinAlco-Brooks
Year19261916
Valve GearBakerWalschaert
Locomotive Length and Weight
Driver Wheelbase22.50'22.50'
Engine Wheelbase42.60'41.83'
Ratio of driving wheelbase to overall engine wheebase 0.53 0.54
Overall Wheelbase (engine & tender)83.54'78.85'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers326080 lbs294500 lbs
Engine Weight420650 lbs370000 lbs
Tender Light Weight190300 lbs
Total Engine and Tender Weight560300 lbs
Tender Water Capacity12000 gals10000 gals
Tender Fuel Capacity (oil/coal)16 tons16 tons
Minimum weight of rail (calculated) on which locomotive could run109 lb/yard98 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"
Boiler Pressure210 psi188.50 psi
Cylinders (dia x stroke)30" x 32"30" x 30"
Tractive Effort81600 lbs68668 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.00 4.29
Heating Ability
Firebox Area483 sq. ft400 sq. ft
Grate Area88.40 sq. ft80.30 sq. ft
Evaporative Heating Surface5080 sq. ft4617 sq. ft
Superheating Surface1270 sq. ft1170 sq. ft
Combined Heating Surface6350 sq. ft5787 sq. ft
Evaporative Heating Surface/Cylinder Volume194.04188.11
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1856415137
Same as above plus superheater percentage2227718164
Same as above but substitute firebox area for grate area12171690480
Power L11594013828
Power MT538.85517.58

Photos

Reference

Credits

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