Five engines of Baldwin's standard catalog light 2-10-0 developed in the 1920s to put engines with this tractive effort on relatively light rails. E D Worley entered a delightful turn of phrase when he characterized this design as derived from the earlier Decapods meant for Russia, but "a different cup from the same samovar."
Piston valve diameter measured a relatively expansive 14" (356 mm). Superheater area was estimated at 721 sq ft (67 sq m), but was shown as 693 sq ft in 1929. Locobase notes that Baldwin measured the flue length as 17 ft 6 in, an outside length, while the Santa Fe calculated the length between tube sheets an inch shorter.
There was no mention of thermic syphons in the 1925 specs and the firebox's surface area was given as 203 sq ft (18.85 sq m). By the time the Santa Fe prepared a diagram dated 15 January 1929, however, firebox heating surface included 59.5 sq ft (5.5 sq m) in two syphons.
The KCM & O was absorbed by the Santa Fe in 1929.
Retired in 1953-55.
At the time of its introduction, this four-cylinder tandem compound was the largest locomotive in the world. (The Santa Fe would break its own record within a year.). One 13 1/2" (343 mm) piston valve served both ends of the long cylinder.
987 saw service for less than a decade as a compound; she was simpled in 1911.
The design was then superheated; see Locobase 8259 for the final result.
Locobase 5364 shows this decapod as originally delivered in a Vauclain tandem-compound arrangement. In August 1911, the railroad deleted the HP cylinders and bushed the LP cylinders to created a two-cylinder, simple-expansion layout. A few years later they added a superheater and shortened tubes and flues by several inches.
In this configuration, the 987 persisted in its pusher work until cut up for scrap in August 1933.
Four-cylinder tandem compounds. These two were built by Alco-Schenectady after a single example from Baldwin was delivered. Simpled in 1911, retired in 1938.
Ellington quotes from the "TOPEKA STATE JOURNAL 2/24/1902:
New decapod work. One of the Santa Fe's new decapod engines, which are the heaviest engines in the world, made a record haul yesterday, says a Chicago paper. The engine pulled 703 tons up a grade 6 1/2 miles long, 158' to the mile. The track upon which the performance was made is known as the Cajon Pass, just west of the Sierra Nevada mountains. The load is the largest ever hauled by an engine up a 3% grade, but Vice President Kendrick expects to break this record. The management of the company is so pleased with the work of the decapod, that orders have been given for 75 of them at a cost of over $1,500,000 to be delivered by the latter part of August. Report of a test being made with the engines show that the wear upon the track is not so great as it is by many other, lighter engines. This is accounted for by the fact that the decapods have a rigid wheelbase of 20' and five sets of drivers, but while there are 232,000 lbs on the drivers, total, there are only 46,000 lbs. upon each set. This is less than that resting on the drivers of many passenger engines."
Ellington note: Only three of these decapods were ultimately acquired, derailing difficulties when backing, (among other operating problems), signalled the cancellation of the order for 75 additional copies, and served to introduce the following 2-10-2 type wheel arrangement; addition of a final pair of 'trailing' wheels largely solved the backing difficulties."
Locobase 465 describes the delivery of these four-cylinder tandem compounds and notes that procurement of the remainder of a large order was cut off because these decapods derailed easily when backing up.
Even though they were now orphans together with 987 (Locobase 463), the Santa Fe went ahead with simpling and superheating. 989 was simpled in 1911, 988 in 1915. Note that although the railroad dropped the 988-class's boiler pressure considerably when they superheated the boiler (a frequent tradeoff for such conversions), they managed to retain almost all of the combined heating surface area.
In their altered states, this pair carried on until 1938 -- probably going forward most of the time.
|Specifications by Steve Llanso of Sweat House Media|
|Class||801 / 2565||987||987 - superheated||988||988 - superheated|
|Railroad||Kansas City, Mexico, & Orient (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)||Santa Fe (ATSF)|
|Number in Class||5||1||1||2||2|
|Road Numbers||801-805/2565-2569||940 / 987||987||988-989||988-989|
|Builder||Baldwin||Burnham, Williams & Co||Santa Fe||Alco-Schenectady||Santa Fe|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||20 / 6.10||20.33 / 6.20||20.33 / 6.20||20 / 6.10||20 / 6.10|
|Engine Wheelbase (ft / m)||28.90 / 8.81||29.83 / 9.09||29.83 / 9.09||28.92 / 8.81||28.92 / 8.81|
|Ratio of driving wheelbase to overall engine wheebase||0.69||0.68||0.68||0.69||0.69|
|Overall Wheelbase (engine & tender) (ft / m)||65.14 / 19.85||59.50 / 18.14||59.50 / 18.14||62 / 18.90||62.10 / 18.93|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||46,600 / 20,865|
|Weight on Drivers (lbs / kg)||227,060 / 102,993||237,800 / 107,864||237,000 / 107,502||232,000 / 105,234||232,000 / 105,234|
|Engine Weight (lbs / kg)||253,730 / 115,090||267,800 / 121,472||266,500 / 120,883||259,800 / 117,843||260,000 / 117,934|
|Tender Loaded Weight (lbs / kg)||165,690 / 75,156||132,000 / 59,874||132,000 / 59,874||135,000 / 61,235||130,000 / 58,967|
|Total Engine and Tender Weight (lbs / kg)||419,420 / 190,246||399,800 / 181,346||398,500 / 180,757||394,800 / 179,078||390,000 / 176,901|
|Tender Water Capacity (gals / ML)||8500 / 32.20||8500 / 32.20||7000 / 26.52||7000 / 26.52||7000 / 26.52|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||3500 / 13.30||14 / 12.70||11 / 10||11 / 10|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||76 / 38||79 / 39.50||79 / 39.50||77 / 38.50||77 / 38.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||57 / 1448||57 / 1448||57 / 1448||57 / 1448||57 / 1448|
|Boiler Pressure (psi / kPa)||215 / 14.80||210 / 14.50||190 / 13.10||225 / 15.50||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||25" x 30" / 635x762||19" x 32" / 483x813||28" x 32" / 711x813||17.5" x 34" / 445x864||26" x 34" / 660x864|
|Low Pressure Cylinders (dia x stroke) (in / mm)||32" x 32" / 813x813||30" x 34" / 762x864|
|Tractive Effort (lbs / kg)||60,115 / 27267.74||53,493 / 24264.05||71,083 / 32242.74||52,133 / 23647.16||61,694 / 27983.96|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.78||4.45||3.33||4.45||3.76|
|Firebox Area (sq ft / m2)||298.50 / 33.21||234.20 / 21.77||234.20 / 21.77||205.40 / 19.09||206 / 19.14|
|Grate Area (sq ft / m2)||64.70 / 6.01||58.50 / 5.44||58.50 / 5.44||59.50 / 5.53||59.50 / 5.53|
|Evaporative Heating Surface (sq ft / m2)||3159 / 293.59||5390 / 500.93||3888 / 361.34||4682 / 435.13||3730 / 346.65|
|Superheating Surface (sq ft / m2)||721 / 64.41||850 / 79||854 / 79.37|
|Combined Heating Surface (sq ft / m2)||3880 / 358||5390 / 500.93||4738 / 440.34||4682 / 435.13||4584 / 426.02|
|Evaporative Heating Surface/Cylinder Volume||185.34||513.28||170.48||494.65||178.53|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||13,911||12,285||11,115||13,388||10,710|
|Same as above plus superheater percentage||16,553||12,285||13,116||13,388||12,745|
|Same as above but substitute firebox area for grate area||76,371||49,182||52,508||46,215||44,125|