Alabama & Vicksburg 2-10-2 "Santafe" Locomotives in the USA

In 1919, the Alabama & Vicksburg Railroad took delivery of two "Santa Fe" type locomotives built by the Baldwin Locomotive Works. These two locomotives intended for freight service were designated as Class K and assigned road numbers 470 and 471. They had 57" diameter drivers, 26" x 28" cylinders, a 185 psi boiler pressure, they exerted 52,200 pounds of tractive effort and each weighed 274,715 pounds. Another Class K 2-10-2, very similar to number 470 was received in 1920 and was assigned road number 472.

In 1921 Baldwin delivered another "Santa Fe" which was intended for use in passenger service as well as for freight and it was assigned road number 473 and put into Class K. This locomotive had 58" diameter drivers, 26" x 28" cylinders, a 185 psi boiler pressure, it exerted 51,300 pounds of tractive effort and weighed 277,270 pounds. Another Baldwin-built 2-10-2 similar to 473 was delivered in 1922 and was assigned road number 474.

The Class K locomotive's boiler was a straight top design containing a fire tube superheater. They had a combined heating surface of 4,032 square feet and were rated at 1,670 tons up a 1% grade at slow speed. Steam was delivered through 14" diameter piston valves.

There are no surviving A&V 2-10-2 "Santa Fe" type locomotives.


ClassQty.Road NumbersYear BuiltBuilderNotes
K 2470-4711919Baldwin1
K 14721920Baldwin1
K 14731921Baldwin1
K 14741922Baldwin1
  1. Numbers 470-474 transferred to the IC roster with the acquisition of the A&V by the IC in 1926. The IC rebuilt numbers 470-474 to 0-10-0 locomotives between 1938 and 1941 and renumbered them 3602-3606. Numbers 3602-3606 scrapped between 1949 and 1951.

Class Details by Steve Llanso of Sweat House Media

Class K (Locobase 6083)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 59, pp. 74+ and Volume 68, pp. 121+; and "New Santa Fe Type Locomotive for the Alabama & Vicksburg Railroad", Railroad and Locomotive Engineering, Volume XXXII [32], No 10 (October 1919), p..289 (Thanks to Chris Hohl for his 6 January 2018 pointing out the differences in wheelbases and engine weights between the two batches His 31 March 2018 email reported the correct tender weights, capacities, and driver diameters.) Works numbers were 51646 in March 1919, 51698 in April and 55478-55479 in May 1922. An additional K-class locomotive -- 51676 in April 1919 -- went to the affiliated Vicksburg, Shreveport & Pacific with road number 471.

These five small Santa Fes were delivered singly at first in 1919 and as a pair in 1922); the last pair had Young valve gear when they arrived, but Walschaert gear soon replaced the mechanism.

They were rated at 1,670 tons up a 1% grade at slow speed over 75 lb/yard (37.5 kg/metre rail. Steam was delivered through 14" (356 mm) diameter piston valves rigged for an impressive 9" (229 mm) travel. Although the boiler included a Gaines combustion chamber, Baldwin does not show a heating surface area. Four American security arch tubes added 33 sq ft (3.07 sq m) to the basic firebox heating surface area.

The first three rolled on the wheelbase shown in Locobase's spec, while that of the latter two was 6" (152 mm) longer in both driving and engine wheelbases with drivers measuring 58" (1,473 mm) in diameter.. The greater length seems to added five tons (4,536 kg) to both the adhesion and engine weights. Loaded tender weight increased to 185,000 lb (83,915 kg).

When absorbed into the Illinois Central, they were given numbers 3100-3104 and converted to 0-10-0 switchers for Chicago's huge Markham Yard. The IC 4 - 1930 Locomotive Diagrams book (also supplied by Allen Stanley) is the source for the firebox heating surface.

Principal Dimensions by Steve Llanso of Sweat House Media
Locobase ID6083
RailroadAlabama & Vicksburg
Number in Class5
Road Numbers470-474
Number Built5
Valve GearWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)20.33 / 6.20
Engine Wheelbase (ft / m)24 / 7.32
Ratio of driving wheelbase to overall engine wheebase 0.85
Overall Wheelbase (engine & tender) (ft / m)67.58 / 20.60
Axle Loading (Maximum Weight per Axle) (lbs / kg)45,180 / 20,493
Weight on Drivers (lbs / kg)218,400 / 99,065
Engine Weight (lbs / kg)274,720 / 124,611
Tender Loaded Weight (lbs / kg)154,000 / 69,853
Total Engine and Tender Weight (lbs / kg)428,720 / 194,464
Tender Water Capacity (gals / ML)7500 / 28.41
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)14 / 12.70
Minimum weight of rail (calculated) (lb/yd / kg/m)73 / 36.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 1448
Boiler Pressure (psi / kPa)185 / 12.80
High Pressure Cylinders (dia x stroke) (in / mm)26" x 28" / 660x711
Tractive Effort (lbs / kg)52,218 / 23685.71
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.18
Heating Ability
Firebox Area (sq ft / m2)257 / 23.88
Grate Area (sq ft / m2)58.70 / 5.45
Evaporative Heating Surface (sq ft / m2)3278 / 304.53
Superheating Surface (sq ft / m2)754 / 70.05
Combined Heating Surface (sq ft / m2)4032 / 374.58
Evaporative Heating Surface/Cylinder Volume190.51
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,860
Same as above plus superheater percentage12,923
Same as above but substitute firebox area for grate area56,579
Power L111,592
Power MT585.07

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Wes Barris