These locomotives proved to be to bulky for the CNO&TP Railway's tight clearances and were transferred to the Southern roster with road numbers 5055 through 5079 assigned. All of the Class Ss locomotives had 57" diameter drivers, 28" x 32" cylinders, a 190 psi boiler pressure, they exerted 71,083 pounds of tractive effort and each weighed 370,600 pounds.
While Baldwin was building the Class Ss it received direction from the USRA to build five "Santa Fe-Lights" for the Southern Railway. These locomotives were designated as Class Ss-1 and were assigned road numbers 5205, 5212, 5217, 5224 and 5234.
ALCO built another forty-five of the Class Ss-1 at the direction of the USRA and delivered them during 1918. This group of locomotives was given road numbers between 5200 through 5249 less the five numbers given to the Baldwin-built locomotives of the same class.
The class Ss-1 locomotives had 57" diameter drivers, 27" x 32" cylinders, a 200 psi boiler pressure, they exerted 69,575 pounds of tractive effort and each weighed 352,000 pounds.
There are no surviving Southern 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
Fifty built by Baldwin (5000-5054) with a engine weight of 367,000 lb. Works numbers were
January 44907-44908, 44926-44927
February 45074-45076, 45113-45115
March 45272-45277, 45327-45331
April 45441-45444, 45455-45458
July 45958, 45975, 46002-46003
August 46063, 46106-46107, 46166-46167
September 46352, 46405, 46441-46442
March 48070, 48148
April 48268-48270, 48298-48299
May 48578, 48679-48680
Twenty-five others built by Alco's Richmond Works for subsidiary CNO&TP, later moved to Southern with numbers 5055-5074 when the 2-10-2s proved too bulky for the railway's tight clearances.. Works numbers were 59058-59082 in 1918. These had max weight of 378,000 lb, slightly higher TE. Baldwin's specs show 14" (356 mm) piston valves, 66 sq ft (6.1 sq m) of heating surface in the combustion chamber, and 46 sq ft (4.3 sq m) in four arch tubes.
Both classes later ran at 200 psi. For later service on the Asheville Division (including the notorious Blue Ridge and Saluda grades), some of these engines were fitted with "floating" front drivers. The arrangement consisted of spherical bearings on the forward end of the side rods and Franklin lateral-motion driving boxes for the front axle.
Frank Clodfelter detailed (p. 33) other alterations designed to help crews cope with this fearsome section: "Shop forces at Asheville made several modifications to SS-class Santa Fe's assigned to Saluda. The water glass on both the engineer's and fireman's side was made longer than normal so that crews could safely measure the water level in the boiler while descending or ascending the mountain; a second air pump was installed because of the excessive use of air brakes on Saluda; some engines used as helpers or on the head end of passenger trains were equipped with cab signals and steam-heat connections; and water pipes were installed over the driving wheels so that a constant flow of water would cool the tires while descending the mountain."
Firebox had combustion chamber. One of the USRA's two basic "Santa Fe" designs standardized near the end of World War I. These 50 went to the Southern and used on Saluda grade service in western North Carolina. But their longer rigid wheelbase eventually limited them to Knoxville-based service.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Southern (SRS)||Southern (SRS)|
|Number in Class||80||45|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||20.59 / 6.28||21 / 6.40|
|Engine Wheelbase (ft / m)||38.67 / 11.79||40.30 / 12.28|
|Ratio of driving wheelbase to overall engine wheebase||0.53||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||74.80 / 22.80||75.97 / 23.16|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||60,100 / 27,261||60,000 / 27,216|
|Weight on Drivers (lbs / kg)||294,400 / 133,538||276,000 / 125,192|
|Engine Weight (lbs / kg)||370,600 / 168,102||352,000 / 159,665|
|Tender Loaded Weight (lbs / kg)||176,000 / 79,832||188,300 / 85,412|
|Total Engine and Tender Weight (lbs / kg)||546,600 / 247,934||540,300 / 245,077|
|Tender Water Capacity (gals / ML)||9000 / 34.09||10,000 / 37.88|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||12 / 10.90||16 / 14.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||98 / 49||92 / 46|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||57 / 1448||57 / 1448|
|Boiler Pressure (psi / kPa)||190 / 13.10||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||28" x 32" / 711x813||27" x 32" / 686x813|
|Tractive Effort (lbs / kg)||71,083 / 32242.74||69,575 / 31558.73|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.14||3.97|
|Firebox Area (sq ft / m2)||358.50 / 33.31||373 / 34.67|
|Grate Area (sq ft / m2)||88 / 8.18||76.30 / 7.09|
|Evaporative Heating Surface (sq ft / m2)||5234 / 486.25||4666 / 433.64|
|Superheating Surface (sq ft / m2)||1341 / 124.58||1085 / 100.84|
|Combined Heating Surface (sq ft / m2)||6575 / 610.83||5751 / 534.48|
|Evaporative Heating Surface/Cylinder Volume||229.50||220.03|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||16,720||15,260|
|Same as above plus superheater percentage||20,064||18,159|
|Same as above but substitute firebox area for grate area||81,738||88,774|