The Ann Arbor came under the control of the Wabash Railroad in 1926. The Ann Arbor identity was preserved, but the locomotive classes and numbers were changed to conform to those of the Wabash. Class L locomotives numbers 190-193 were reclassified as Class L-2 with road numbers 2550-2553 assigned.
Although these "Santa Fe" type locomotives were well proportioned for their cylinder volume their low drivers made them best suited for drag freight service which dwindled during the late 1920s and 1930's. When WWII began, all of the United States railroads needed more motive power. The Ann Arbor Railroad sold all four of the Class L (Wabash Class L-2) 2-10-2s to the Kansas City Southern in 1942. The KCS assigned them their road numbers 220 through 223.
There are no surviving AA 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Wabash Numbers||Year Built||Builder||Notes|
|L||4||190-193||2550-2553||1919||Baldwin||1. USRA allocated "Santa Fe-Light" locomotives. After the Wabash took control of the AA these locomotives became Wabash Class L-2 with numbers 2550-2553. Numbers 2550-2553 were sold to the KCS in 1942 and became KCS road numbers 220-223.|
Ann Arbor's Santa Fes were four examples of the light Santa Fe design delivered to several railroads through the United States Railroad Administration. Although generously proportioned for their cylinder volume, the light Santa Fe's low drivers doomed them to drag-freight service that dwindled during the 1920s and 1930s.
When World War II began for the United States and railroads across the country were scrambling for any motive power they could get, the AA sold this quartet to the Kansas City Southern in September 1942.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Ann Arbor (AA)|
|Number in Class||4|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||21 / 6.40|
|Engine Wheelbase (ft / m)||40.33 / 12.29|
|Ratio of driving wheelbase to overall engine wheebase||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||75.96 / 23.15|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||276,000 / 125,192|
|Engine Weight (lbs / kg)||352,000 / 159,665|
|Tender Loaded Weight (lbs / kg)||188,300 / 85,412|
|Total Engine and Tender Weight (lbs / kg)||540,300 / 245,077|
|Tender Water Capacity (gals / ML)||10,000 / 37.88|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||16 / 14.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||92 / 46|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||57 / 1448|
|Boiler Pressure (psi / kPa)||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||27" x 32" / 686x813|
|Tractive Effort (lbs / kg)||69,575 / 31558.73|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.97|
|Firebox Area (sq ft / m2)||379 / 35.22|
|Grate Area (sq ft / m2)||76.30 / 7.09|
|Evaporative Heating Surface (sq ft / m2)||4699 / 436.71|
|Superheating Surface (sq ft / m2)||1078 / 100.19|
|Combined Heating Surface (sq ft / m2)||5777 / 536.90|
|Evaporative Heating Surface/Cylinder Volume||221.59|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15,260|
|Same as above plus superheater percentage||18,159|
|Same as above but substitute firebox area for grate area||90,202|