In 1931, an order was given to the Lima Locomotive Works for four more 2-10-2s need for drag-freight service. These four were designated as Class H-1 with road numbers 700 through 703 assigned. The locomotives had 63" diameter drivers, 30" x 32" cylinders, a 200 psi boiler pressure, they exerted 77,714 pounds and each weighed 405,600 pounds.
During the years from 1941 and 1959 the C&IM bought nine second-hand "Santa Fe" locomotives from the Wabash. These locomotives were designated as Class G-4 and were assigned road numbers 651 through 659.
In 1951, C&IM bought another nine second-hand "Santa Fes" this time from the Atlantic Coast Line. They were put on the roaster as Class H-2 with road numbers 751 through 759.
There are no surviving C&IM 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||From Other RR||Year Acquired||Year Built||Builder||Notes|
|G-1||2||600-601||1927||Baldwin||Numbers 600 and 601 scrapped in 1955.|
|G-2||2||602-603||1929||Baldwin||Numbers 602 and 603 scrapped in 1955.|
|G-4||9||651-659||Wabash||1941-1950||1917||ALCO||Numbers 651-659 bought second-hand from the Wabash. Numbers 651 and 652 bought in 1941, ex Wabash numbers 2510 and 2514. Numbers 653, 654 and 655 bought in 1942, ex Wabash numbers 2517, 2518 and 2523. Numbers 656 and 657 bought in 1947, ex Wabash numbers 2501 and 2524. Numbers 658 and 659 bought in 1950, ex Wabash numbers 2515 and 2519. Wabash number 2520 was bought for parts only in 1950. Numbers 651-659 scrapped between 1952 and 1955.|
|H-1||4||700-703||1931||Lima||Numbers 700-703 scrapped in 1955.|
|H-2||9||751-759||ACL||1951||1925||Baldwin||Numbers 751-759 bought second-hand from the Atlantic Coast Line in 1951. All scrapped in 1955.|
Compared to other 2-10-2s of the era, these were low-drivered, coal train engines. Steam supply was adequate and, given the speeds, the 14" (356 mm) piston valves probably did the job as well. A "Hereafter" note in the first pair's specs, however, suggested raising the possibility of increasing valve travel from 6 3/4" (127 mm) to 7" (179 mm). For whatever reason, the second pair's valve travel remained at 6 3/4".
110 sq ft (10.2 sq m) in the combustion chamber, 96 sq ft (8.9 sq m) in three thermic syphons (two in the firebox, one in the combustion chamber), and 20 sq ft (1.85 sq m) of three arch tubes contributed to the firebox's heating surface. Although the cylinders were designed with a feedwater heater in mind, Locobase cannot determine if one was ever installed. They were not part of the locomotive in the 1954 diagrams.
Apparently, Baldwin was uncharacteristically pessimistic about locomotive weights in its 1927 specs. Adhesion weight was estimated to be 290,000 lb (131,542 kg) and loaded engine weight 377,500 lb (171,231 kg) . The second pair's 1929 estimates were 278,000 lb (126,099 kg) and 360,300 lb (138,936 kg), much closer to the railroad's figures.
As delivered, the 600-601 trailed tenders carrying 10,000 US gallons (37,850 litres) of water and 16 tons of coal. Water capacity in the 602-603's tenders increased to the 12,000 gallons shown in the specs. By the end of steam, tender coal capacity had grown to 20 tons in all but 602; loaded weight now came in at 220,300 lb (99,927 kg).
Locobase 76 shows the Lima Super Santa Fes of 1931. Like those engines, all of the Baldwins served until the end of steam. 601 retired in August and the others in December 1955.
These were bigger Santa Fes than the 1927 Baldwins (Locobase 3170) and filled out the Chicago & Illinois Midland's 2-10-2 stud. Embracing the "power at speed" superpower formula advanced by the Ohio builder, the design had 15" (381 mm) piston valves to serve the big cylinders, 142 sq ft (13.2 sq m) of arch tubes and thermic syphons to add to the firebox and combustion chamber heating surface, and taller drivers for faster running.
Like the others, they ran until the end of steam in drag-freight service before retiring in December 1955.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Chicago & Illinois Midland (C&IM)||Chicago & Illinois Midland|
|Number in Class||4||4|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||21 / 6.40||22.25 / 6.78|
|Engine Wheelbase (ft / m)||41.17 / 12.55||42.50 / 12.95|
|Ratio of driving wheelbase to overall engine wheebase||0.51||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||80.33 / 24.48||85.67 / 26.11|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||280,100 / 127,051||321,700 / 145,921|
|Engine Weight (lbs / kg)||357,800 / 162,296||405,600 / 183,977|
|Tender Loaded Weight (lbs / kg)||207,400 / 94,075||286,000 / 129,728|
|Total Engine and Tender Weight (lbs / kg)||565,200 / 256,371||691,600 / 313,705|
|Tender Water Capacity (gals / ML)||12,000 / 45.45||15,000 / 56.82|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||16 / 14.50||28 / 25.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||93 / 46.50||107 / 53.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||57 / 1448||63 / 1600|
|Boiler Pressure (psi / kPa)||200 / 13.80||200.20 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||27" x 32" / 686x813||30" x 32" / 762x813|
|Tractive Effort (lbs / kg)||69,575 / 31558.73||77,792 / 35285.90|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.03||4.14|
|Firebox Area (sq ft / m2)||445 / 41.34||528 / 49.05|
|Grate Area (sq ft / m2)||76.30 / 7.09||88.20 / 8.20|
|Evaporative Heating Surface (sq ft / m2)||4585 / 425.96||4870 / 452.60|
|Superheating Surface (sq ft / m2)||1066 / 99.03||1285 / 119.42|
|Combined Heating Surface (sq ft / m2)||5651 / 524.99||6155 / 572.02|
|Evaporative Heating Surface/Cylinder Volume||216.21||186.02|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15,260||17,658|
|Same as above plus superheater percentage||18,159||21,366|
|Same as above but substitute firebox area for grate area||105,910||127,904|