The Class D1As as built performed well for the B & LE l. However, it was modifications to include a large combustion chamber that contributed 129 square feet to total firebox heating surface. In addition, 3 thermic siphons added 99 square feet of direct heating surface; two of these served the firebox, one the combustion chamber. The firebox also retained its 27 square feet of arch tubes.
In 1919, the USRA allocated the B&LE five "Santa Fe-Heavy" locomotives. These locomotives were designated as Class D2A and were assigned road numbers 521 through 525. They had 63" diameter drivers, 30" x 32" cylinders, a 190 psi boiler pressure, they exerted 73,825 pounds of tractive effort and each weighed 354,000 pounds.
Of the two Classes of 2-10-2s the B&LE seemed to favor the D1As over the USRA Class D1Bs probably due to the 16" piston valves, the Baker valve gear and almost 20 tons more weight on the drivers.
There are no surviving B&LE 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|D1A||20||501-520||1916||Baldwin||Numbers 501-520 scrapped between 1948 and 1951.|
|D2A||5||521-525||1919||Baldwin||USRA allocated .Santa Fe.-Heavy locomotives. Numbers 521-525 scrapped in 1947.|
This very large Santa Fe greatly increased the B & LE's hauling power. Much of the data is similar to that of the CB&Q and C & IM engines of contemporary vintage and builder. Locobase notes the enormous quantity of flexible stays such a large, mobile coal furnace required: "1,000 in number ...four top horizontal rows of each outside side sheet, in throat sheet throughout, in back head, throughout except at fire door frame. Three vertical rows at each end of side sheet diagonally across (at ends of side sheets from said horizontal rows to said vertical rows." The combustion chamber was braced by 380 additional flexible stays.
Firebox heating surface included 129 sq ft (11.98 sq m) in the combustion chamber and 43 sq ft (3.99 sq m) from five arch tubes. Fifteen-inch (381 mm) piston valves served for steam admission. The trailed cylindrical Vanderbilt tenders.
Relatively high-drivered for their arrangement, the class lasted until the end of steam and entered retirement in 1948-1951.
Although the B&LE liked its Santa Fes as they came off the production line (Locobase 5435), the design wasn't allowed to stand completely still. Later modifications included a large combustion chamber that contributed 129 sq ft (12 sq m) to total firebox heating surface. In addition, three thermic syphons added 99 sq ft (9.2 sq m) of direct heating surface; two of these served the firebox, one the combustion chamber. Other upgrades included a Worthington 5-S feed water heater and Chambers 10" throttle. The firebox also retained its 27 sq ft (2.5 sq m) of arch tubes.
The single D1B was fitted in 1930 with a larger tender fitted with two Franklin reversible engines with side rods driving the last two axles of each three-axle truck The installation supplied an additional 33,000 lb (14,969 kg) of starting tractive effort. Hohl notes that the tender's greater water (22,000 US gallons/ 83,270 litres) and coal (23 tons/20.87 metric tonnes) capacity increased loaded weight to a hefty 401,150 lb (181,959 kg) and overall wheelbase to 91 ft 3 1/2" (27.83 m).
At least three (505, 518-519) were also fitted with "overfire steam jets", similar in concept to the earlier "combustion tubes" and likewise intended to reduce smoke by pulling outside air through tubes under the brick arch and over the grate.
In the train orders thread, edselinsky wrote that the purpose of the four to ten 2" (50.8 mm) tubes on each side was to provide more oxygen to help burn all of the coal fuel on the grate. "LLW8673" added that in some installations, the left side tubes were offset from their right side counterparts "to create further swirling motion inside the firebox from the cross action flow of air." Using steam to pull in the air heated it so that cold air wouldn't drop the firebox's overall temperature.
Overfire steam jets were most often used to fix mid-trip smokiness or to improve combustion during station stops, although they were quite noisy. Also known as "smoke consumers", they can be recognized by the small canisters or "hats" fitted to the outside tube ends.. Because the tubes lay parallel to the grate about 18" above it, the outer fixtures can be seen as a rising set of circles or canisters from front to back of each side.
Perhaps one reason the B&LE liked these Santa Fes better than those designed by the USRA (See Locobase 9030) was the provision of Baker valve gear instead of the less widely used Southern setup. The D1As also put 20 more tons (18,144 kg) of adhesive weight on the rails than did the USRAs.
These differences meant that most of the class saw steam out on the B & LE.
Although the 1919 quintet of engines from Baldwin were USRA Santa Fes (Locobase 90) when they came on the road, later modifications added considerably to their direct heating surface as shown in this entry. A similar program was applied to the D1As (this modification is described in Locobase 7655).
The 104 sq ft (9.65 sq m) combustion chamber received one of three thermic syphons; the other two were placed in the cavernous firebox, which retained its 27 sq ft (2.5 sq m) of arch tubes. In addition, the thermic syphons contributed 110 sq ft (10.2 sq m) of firebox heating surface. 14" (356 mm) piston valves actuated by Southern valve gear let the steam into the cylinders.
Drury (1993) comments that these engines weren't as well liked as the pre-Great War D1As and were retired before those engines were withdrawn. (There were four times as many of the D1As, which may have had something to do with it.)
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||D1A||D1A - syphons/D1B||D2A|
|Railroad||Bessemer & Lake Erie||Bessemer & Lake Erie||Bessemer & Lake Erie|
|Number in Class||20||20||20|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||21.33 / 6.50||21.33 / 6.50||22.33 / 6.81|
|Engine Wheelbase (ft / m)||40.58 / 12.37||40.58 / 12.37||42.17 / 12.85|
|Ratio of driving wheelbase to overall engine wheebase||0.53||0.53||0.53|
|Overall Wheelbase (engine & tender) (ft / m)||77.70 / 23.68||77.71 / 23.69||82.83 / 25.25|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||67,950 / 30,822||61,475 / 27,885|
|Weight on Drivers (lbs / kg)||332,700 / 150,910||334,250 / 151,613||294,475 / 133,572|
|Engine Weight (lbs / kg)||404,250 / 183,365||407,550 / 184,862||384,225 / 174,282|
|Tender Loaded Weight (lbs / kg)||180,750 / 81,987||190,750 / 86,523||207,100 / 93,939|
|Total Engine and Tender Weight (lbs / kg)||585,000 / 265,352||598,300 / 271,385||591,325 / 268,221|
|Tender Water Capacity (gals / ML)||10,000 / 37.88||10,000 / 37.88||12,000 / 45.45|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||16 / 14.50||20 / 18.20||16 / 14.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||111 / 55.50||111 / 55.50||98 / 49|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||60 / 1524||60 / 1626||63 / 1600|
|Boiler Pressure (psi / kPa)||200 / 13.80||210 / 14.50||190 / 13.10|
|High Pressure Cylinders (dia x stroke) (in / mm)||30" x 32" / 762x813||30" x 32" / 762x813||30" x 32" / 762x813|
|Tractive Effort (lbs / kg)||81,600 / 37013.18||85,680 / 38863.84||73,829 / 33488.31|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.08||3.90||3.99|
|Firebox Area (sq ft / m2)||431 / 40.06||514 / 47.77||524 / 48.70|
|Grate Area (sq ft / m2)||88 / 8.18||88 / 8.18||88.20 / 8.20|
|Evaporative Heating Surface (sq ft / m2)||5191 / 482.43||5252 / 488.10||5251 / 488.01|
|Superheating Surface (sq ft / m2)||1237 / 114.96||1237 / 114.96||1230 / 114.31|
|Combined Heating Surface (sq ft / m2)||6428 / 597.39||6489 / 603.06||6481 / 602.32|
|Evaporative Heating Surface/Cylinder Volume||198.28||200.61||200.57|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||17,600||18,480||16,758|
|Same as above plus superheater percentage||20,944||21,991||19,942|
|Same as above but substitute firebox area for grate area||102,578||128,449||118,476|