Later modifications included replacing the original Hodge truck with a delta trailing truck. Adding Cylinder "Snifter" valves, Elesco feedwater heater atop the smoke box, side mounted feedwater pump, and boiler top mountings for the air reservoirs plus a new slant front cab.
In 1919, the USRA allocated ten "Santa Fe-Light" locomotives to the DM&N. These locomotives were built by the American Locomotive Company and were designated as Class E-1 with road numbers 506 through 515 assigned. They had 57" diameter drivers, 27" x 32" cylinders, a 200 psi boiler pressure, they exerted 69,575 pounds of tractive effort and each weighed 352,300 pounds.
There are two surviving DM&N 2-10-2 "Santa Fe" type locomotive. One is number 502 and it is on display at the Museum of Transportation in St. Louis, MO. The other is number 506, which was later DM&IR number 506. It is displayed at the National Railroad Museum in Green Bay, WI.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|E||6||500-505||1916||Baldwin||Number 502 is preserved Numbers 500, 501 & 503-505 scrapped between 1959 and 1962.|
|E-1||10||506-515||1919||ALCO||USRA allocated .Santa Fe-Light. locomotives. Number 506 is preserved. Numbers 507-515 scrapped between 1959 and 1963.|
Data from DeGolyer, Volume55, pp. 157+. See also "Heavy Freight Locomotives, Duluth, Missabe & Northern Ry." Railway Review, Volume 59 (7 October 1916), pp. 475-476. (Thanks to Chris Hohl for his 29 April 2015 email pointing out an error in the boiler pressure.) Works numbers were 43409-43412 in May 1916 and 43501-43502 in June.These were the first Santa Fe types to operate on the DM&N. Firebox heating surface included 90 sq ft (8.35 sq m) in the combustion chamber and 32.5 sq ft (3 sq m) in four arch tubes. Fourteen-inch (356 mm) piston valves supplied steam to the cylinders. The greater power supplied by these engines over the Consolidations then in use is signified by the train sizes, which more than doubled from 65 loaded cars to 135. The class went through a major revamping of the steam-generating system; the result is shown in Locobase 14581.
Data from DM&IR 1 - 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.Some of the E class Santa Fes described in Locobases 456 and 1346 were later retrofitted with Nicholson thermic syphons, which entailed deletion of four small tubes and raised the direct heating surface area from an already substantial 8.1% of the evaporative heating surface to 454 sq ft (42.2 sq m) or 9.8% of 4,622 sq ft (429.4 sq m) of EHS. All of the engines received feed water heaters of three different makes: 500 was fitted with the Coffin's "horsecollar", 501-504 took Elescos, and 505 used a Worthington. these makeovers led to appreciable weight gain of 10 tons on the drivers (to 296,760 lb/134,608 kg) and 15 tons overall (376,710 lb/170,873 kg). The grate area remained unchanged as were the cylinders, which still used fourteen-inch (356 mm) piston valves. Like most of the DM&N and Duluth & Iron Range motive power stud, the Es operated into the late 1950s. 501 was scrapped in 1959, 500 and 503-505 in 1962. 502 was preserved for display at the National Museum of Transportation in Kirkwood, Mo.
Data from DM&IR 6 -1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.USRA light Santa Fe. The design was criticized elsewhere because its small drivers frustrated efforts at counterbalancing masses for smooth riding and whose light weight limited adhesion. Drury (1993) observes that the DM&N's 35-mph speed limit kept the counterbalancing problem at bay and that the design was in any case a better one than the earlier E class. The diagram shows that all but two of this class (512, 514) eventually had Nicholson thermic syphons. Operated until 1959-1963.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||E||E with syphons||E-1|
|Railroad||Duluth, Missabe & Northern (DM&IR)||Duluth, Missabe & Northern (DM&IR)||Duluth, Missabe & Northern (DM&IR)|
|Number in Class||6||6||10|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||20.83 / 6.35||20.83 / 6.35||21 / 6.40|
|Engine Wheelbase (ft / m)||39.83 / 12.14||39.83 / 12.14||40.30 / 12.28|
|Ratio of driving wheelbase to overall engine wheebase||0.52||0.52||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||72.56 / 22.12||72.56 / 22.12||75.97 / 23.16|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||275,000 / 124,738||296,760 / 134,608||274,000 / 124,284|
|Engine Weight (lbs / kg)||342,000 / 155,129||376,710 / 170,873||352,000 / 159,665|
|Tender Loaded Weight (lbs / kg)||190,400 / 86,364||234,400 / 106,322||227,360 / 103,129|
|Total Engine and Tender Weight (lbs / kg)||532,400 / 241,493||611,110 / 277,195||579,360 / 262,794|
|Tender Water Capacity (gals / ML)||9000 / 34.09||12,000 / 45.45||10,000 / 37.88|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||18 / 16.40||21 / 19.10||16 / 14.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||92 / 46||99 / 49.50||91 / 45.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||60 / 1524||60 / 1524||57 / 1448|
|Boiler Pressure (psi / kPa)||185 / 12.80||188.50 / 13||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||28" x 32" / 711x813||28" x 32" / 711x813||27" x 32" / 686x813|
|Tractive Effort (lbs / kg)||65,751 / 29824.19||66,995 / 30388.46||69,575 / 31558.73|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.18||4.43||3.94|
|Firebox Area (sq ft / m2)||372.50 / 34.61||454 / 42.18||475 / 44.14|
|Grate Area (sq ft / m2)||80 / 7.43||80 / 7.43||76.30 / 7.09|
|Evaporative Heating Surface (sq ft / m2)||4588 / 426.24||4622 / 429.39||4642 / 431.41|
|Superheating Surface (sq ft / m2)||1128 / 104.79||1130 / 104.98||1085 / 100.84|
|Combined Heating Surface (sq ft / m2)||5716 / 531.03||5752 / 534.37||5727 / 532.25|
|Evaporative Heating Surface/Cylinder Volume||201.18||202.67||218.90|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||14,800||15,080||15,260|
|Same as above plus superheater percentage||17,760||18,096||18,159|
|Same as above but substitute firebox area for grate area||82,695||102,695||113,050|