The second flirtation occurred with the delivery of number 5000, a single 2-10-4 locomotive in 1930. This Baldwin-built, 502,600 pound "Texas" type locomotive had 69" diameter drivers which were higher than most freight motive power at the time and with a 300 psi boilers pressure exerted 95,584 pounds of tractive effort.. From the very beginning, number 5000 was nicknamed "Madam Queen". It was this single locomotive that proved the value of the four-wheel trailing truck and high drivers on 2-10-4s and led the AT&SF to order thirty-five of them starting in 1938. "Madam Queen" operated heavy freight and ran up 1,700,000 miles before it was retired in 1953. Number 5000 was a coal-fired locomotive and was converted to an oil burner in 1940.
Ten "Texas" type locomotives were delivered from Baldwin in 1938. Five of them (road numbers 5001 through 5005) were coal burners and the other five (road numbers 5006 through 5010) burned oil. These Class 5001 locomotives had 74" diameter drivers, 30" x 34" cylinders, a 310 psi boiler pressure, and a tractive effort of 93,000 pounds. The coal burners weighed 540,500 pounds and the oil burners weighed 533,000 pounds.
Another order was given to Baldwin for twenty five oil burning 2-10-4s which it delivered in 1944. These locomotives were assigned road numbers 5011 through 5036 and were similar to the ones delivered in 1938.
There are five surviving AT&SF "Texas" type locomotives:
* 5000 - "Madam Queen" is at the Railroad Artifacts Preservation Society in Amarillo, TX
* 5011 - Museum of Transportation in St. Louis, MO
* 5017 - National Railroad Museum in Green Bay, WI
* 5021 - North of the California State Railroad Museum Shop, Sacramento, CA
* 5030 - Salvador Perez Park, Santa Fe, NM
"Madam Queen" was donated to the City of Amarillo, Texas by the AT&SF in 1957. It received little upkeep and was deteriorating badly when, in 1992, a small group of railroad enthusiasts formed the Texas Panhandle Railroad Historical Society of Amarillo, Texas. The TPRHS, with the aid of the City of Amarillo, undertook a project to restore number 5000. The cosmetic restoration was completed in the summer of 1996. In 2003, a new group was formed under the name of Railroad Artifacts Preservation Society to take charge of the locomotives. Plans are to put it into a building and to that end it was moved to it present location in August 2005. After the relocation, the Railroad Artifacts Preservation Society volunteers concentrated on the cosmetic restoration of the locomotive. This restoration took three years and was completed in August of 2008. As of 2011 the locomotives is still not inside.
|Class||Qty.||Road Number||Year Built||Builder||Notes|
Information about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works number was 52237 in August 1919.
This was a premature Texas arrangement, although clearly it was meant to solve the same problem. Although the firebox dimensions were the same as the 3800 class of 2-10-2s from which this locomotive was extracted, the trailing truck's two axles bore 12,500 more pounds and allowed a somewhat lower axle loading on all of the driven axles. Also the boiler layout changed with this boiler having 20 more small tubes and 4 fewer flues than the Santa Fes. (The locomotive's Commonwealth trailing truck -- fitted after 1925 -- redistributed the weight more in line with the 3800 2-10-2s.) It was never altered to run as a 2-10-2 like her near-sisters.
This was the Santa Fe's only 2-10-2 for 11 years and the next one -- #5000 "Madame Queen" (Locobase 457) -- reflected the "superpower" revolution in large US locomotives that had occurred in the meantime.
http://www.railroadingonline.net/railroads/atsf/drawings/c5000.gif, accessed 11 March 2007. See also extended set of specifications at DeGolyer, Vol 82, pp. 358+. Works number was 61524 in October 1930.
Three thermic syphons added 127 sq ft (11.8 sq m) to the firebox heating surface.
Madame Queen (# 5000), was a single locomotive produced in 1930. This was a path-breaking engine in its combination of high adhesion and relatively tall drivers supporting a very large boiler pressed to an unprecedented degree. Indeed, except for the 69" drivers, which were supplanted by 74" gliders, this design pretty well established the dimensions for the Santa Fe's fleet of Texas engines: 5001-5010 (Locobase 458), and 5011-5035 (Locobase 91).
The Baldwin specs show that the adhesion weight forecasts fell short. Maximum axle load was supposed be 72,150 lb (32,727 kg) and total weight on the drivers should come to 349,910 lb (158,717 kg). Apparently the railroad recognized the difficulties inherent in predicting weights for such a new design as they did not refuse the engine as the specs suggested they should:"Locos. will not be accepted by Ry co if weight per axle varies more than 500 pounds above or below that specified."
Also found in the specs is a detailed justification by General Steel Castings Corp. for the cast-steel bed with cylinders cast integrally. "On the basis of the above locomotive bed with integral cylinder weights a saving of 4,550 pounds is indicated over the separate cylinder design." GSCC was established by Baldwin at its Eddystone Plant in 1928.
See Locobase 8282 for the earlier 3829, a 1919 singleton derived from the 3800 class of 2-10-2s, but fitted with a 2-axle trailing truck.
http://www.kansasmemory.org/item/221763/page/285.Works numbers were 621553-62162.
Firebox heating surface included 168 sq ft (15.6 sq m) from three thermic syphons and arch tubes.
Some confusion about this class but it appears to sort out as follows: Madame Queen", (# 5000), was a single locomotive produced in 1930 with 69" drivers; see Locobase 457. In 1938, 10 more -- 5 coal, 5 oil-burning -- were produced with 74" drivers and larger boilers; these are described in this entry.
Finally, the last 25 (5011-5035) were built during WW II with roller bearings and the 16-wheel tenders (Locobase 91). Cylinder HP was over 6,000 hp. The tall drivers were unusual for so large a freight engine.
Bruce observes that these locomotives developed probably the highest piston thrust ever recorded -- 219,000 lb (99,337 kg) . To absorb such loads, the driving axles measured 15" (381 mm) in diameter and the frames were 7" (178 mm) deep. This class was later refitted with 105 sq ft (9.75 sq m) of security circulators in place of the thermic syphons; total firebox heating surface decreased to 569 sq ft (52.85 sq m).
http://www.kansasmemory.org/item/221763/page/286 . Baldwin works numbers were 70817-70841 in 1944.
Thermic syphons contributed 30 sq ft to firebox heating surface. (Locobase is puzzled by the much smaller area shown for this class compared to earlier Santa Fe 2-10-4s. He wonders if the smaller firebox reflected a scarcity of the metals that would have been used to construct them.) Piston valves measured 15 inches (381 mm) in diameter.
These were the last 25 2-10-4s built for the Santa Fe. Built during WW II as oil burners, they represented the peak of rigid-wheelbase freight locomotive design (although their unusually tall drivers allowed their use, quite successfully, in passenger service).
As steam producers, these engines had few peers. Cylinder HP was over 6,000 hp. Regard the high percentage of combined heating surface devoted to superheating and the very large ratio of tube and flue cross-sectional area to grate area. Even as large a firebox as had these Texas engines was only big enough to service the immense boilers.
Timken roller bearings applied to all axles (including the tender trucks). Worthington 6SA feedwater heater, cast-steel bed with integral cylinders, lightweight rods were among the other features of this awesome locomotive design.
|Specifications by Steve Llanso|
|Railroad||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.49||0.51||0.52||0.52|
|Overall Wheelbase (engine & tender)||85.18'||99.56'||98.64'||98.64'|
|Axle Loading (Maximum Weight per Axle)||61000 lbs||76570 lbs||76550 lbs||77400 lbs|
|Weight on Drivers||300000 lbs||372000 lbs||371600 lbs||380300 lbs|
|Engine Weight||402000 lbs||502600 lbs||545260 lbs||536000 lbs|
|Tender Light Weight||277000 lbs||375000 lbs||286370 lbs||464700 lbs|
|Total Engine and Tender Weight||679000 lbs||877600 lbs||831630 lbs||1000700 lbs|
|Tender Water Capacity||15000 gals||20000 gals||21000 gals||24500 gals|
|Tender Fuel Capacity (oil/coal)||20 tons||23 tons||23 tons||7000 gals|
|Minimum weight of rail (calculated) on which locomotive could run||100 lb/yard||124 lb/yard||124 lb/yard||127 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||195 psi||300 psi||310 psi||310 psi|
|Cylinders (dia x stroke)||30" x 32"||30" x 34"||30" x 34"||30" x 34"|
|Tractive Effort||75771 lbs||113087 lbs||108961 lbs||108961 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.96||3.29||3.41||3.49|
|Firebox Area||417 sq. ft||570 sq. ft||631 sq. ft||494 sq. ft|
|Grate Area||88.30 sq. ft||121.70 sq. ft||121.70 sq. ft||121.70 sq. ft|
|Evaporative Heating Surface||5311 sq. ft||6098 sq. ft||6075 sq. ft||5937 sq. ft|
|Superheating Surface||1298 sq. ft||2550 sq. ft||2675 sq. ft||2640 sq. ft|
|Combined Heating Surface||6609 sq. ft||8648 sq. ft||8750 sq. ft||8577 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||202.87||219.22||218.40||213.44|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||17219||36510||37727||37727|
|Same as above plus superheater percentage||20662||47098||49422||49422|
|Same as above but substitute firebox area for grate area||97578||220590||256249||200613|