The SAL operated these as mainline freighters out of Hamlet that pulled trains to Charlotte and Rutherfordton. They encountered problems with counterbalancing 5 sets of drivers and were rebuilt with disks later.
In 1919, the USRA allocated fifteen "Santa Fe-Light" locomotives to the SAL. These locomotives were built by Baldwin and were designated as Class B-1 and assigned road numbers 2485 through 2499. They had 57" diameter drivers, 27" x 32" cylinders, a 200 psi boiler pressure, exerted 69,575 pounds of tractive effort and each weighed 352,000 pounds.
The SAL acted to correct this counterbalancing by switching the drivers to disks. This solved the problem and in fact these USRA 2-10-2s outlasted the Class Bs which were considered to be better performers before the drivers were changed on the B-1s.
There are no surviving SAL 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|B||10||2400-2409||1918||Baldwin||Numbers 2400-2409 scrapped between 1948 and 1951.|
|B-1||15||2485-2499||1919||Baldwin||USRA allocated .Santa Fe-Light. locomotives. Numbers 2485-2499 scrapped between 1950 and 1953.|
Data from SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 55, pp. 408+. (Thanks to Chris Hohl for pointing a valve gear change.) Baldwin works numbers were 47802, 47867, 47923, 47946 in February 1918; 48072-48073, 48197-48198 in March and 48288-48289 in April.These were not USRA Santa Fes (for those SAL engines, see Locobase 5008), but a somewhat smaller design with taller drivers. Its direct heating surface area included 28 sq ft (2.6 sq m) of arch tubes and 102 sq ft (9.5 sq m) in the sizeable combustion chamber. The latter figure would later be trimmed to 68 sq ft (6.3 sq m). The SAL operated these as mainline freighters out of Hamlet that pulled trains to Charlottesville and Rutherfordton over a road that included 12 degrees (radii of 478 feet/145.7 sq m). Like the B-1s, however, these encountered problems with counterbalancing five sets of drivers and the class was rebuilt with disks later on. Since later photographs show Bs with Walschaert valve gear, the change from Southern gear may have occurred at this time. NB: Originally Locobase presented the superheater surface area as an estimate. Comparing this design to similar boilers in other locomotives in Locobase, the editor came up with 1,075 sq ft. Later reference to the Baldwin specification showed that he was only 3 sq ft off.
Much of the data comes from  for 1929 locomotive diagrams. (Thanks to Chris Hohl for spotting the valve gear change in later photographs.) Works numbers were 52121 in July 1919 and 52158-52162, 52184-52187, 52220-52224 in August.USRA light Santa Fes which Albert M. Langley, Jr and W. Forrest Beckum, Jr (in Drury (1993)) note were found to be "slow and hard on the track and were banished to the Atlanta-Birmingham line." They add, however, that later efforts to change the counterbalancing while switching the drivers to disks seem to have paid off. Also, the entire class was refitted with different valve gear. Baker gear was installed on 2485-2486, 2488, 2492, 2494, 2500 and Walschaert appeared on 2489-2491, 2493, and 2406-2408. In fact, these USRAs retired several years after the initially more satisfactory Bs, running until 1950-1953. Firebox heating surface included 34 sq ft (3.15 sq m) of arch tubes.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Seaboard Air Line (SAL)||Seaboard Air Line (SAL)|
|Number in Class||15||15|
|Road Numbers||400-409 / 2400-2409||2485-2499|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||22.50 / 6.86||21 / 6.40|
|Engine Wheelbase (ft / m)||41.50 / 12.65||40.33 / 12.29|
|Ratio of driving wheelbase to overall engine wheebase||0.54||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||79.52 / 24.24||75.96 / 23.15|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||52,000 / 23,587||56,500 / 25,628|
|Weight on Drivers (lbs / kg)||240,000 / 108,862||276,000 / 125,192|
|Engine Weight (lbs / kg)||334,000 / 151,500||352,000 / 159,665|
|Tender Loaded Weight (lbs / kg)||194,000 / 87,997||193,000 / 87,543|
|Total Engine and Tender Weight (lbs / kg)||528,000 / 239,497||545,000 / 247,208|
|Tender Water Capacity (gals / ML)||10,000 / 37.88||10,000 / 37.88|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||17 / 15.50||17 / 15.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||80 / 40||92 / 46|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||57 / 1448|
|Boiler Pressure (psi / kPa)||190 / 13.10||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||29" x 32" / 737x813||27" x 32" / 686x813|
|Tractive Effort (lbs / kg)||68,989 / 31292.92||69,575 / 31558.73|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.48||3.97|
|Firebox Area (sq ft / m2)||375 / 34.84||373 / 34.65|
|Grate Area (sq ft / m2)||70.40 / 6.54||79.30 / 7.37|
|Evaporative Heating Surface (sq ft / m2)||4190 / 389.26||4666 / 433.48|
|Superheating Surface (sq ft / m2)||1078 / 100.15||1085 / 100.80|
|Combined Heating Surface (sq ft / m2)||5268 / 489.41||5751 / 534.28|
|Evaporative Heating Surface/Cylinder Volume||171.27||220.03|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||13,376||15,860|
|Same as above plus superheater percentage||16,051||18,873|
|Same as above but substitute firebox area for grate area||85,500||88,774|