The Q-1 2-10-2s were big in every respect, they had the Belpaire firebox. 15" piston valves, and lots of weight on the drivers. Their tube & flues had large diameters and the 60 superheater flues were among the most in any boiler. A smallish grate area meant much less to an oil-fired class and they had few rivals in the adhesion weight they could throw into hauling a train. These oil burners were delivered with 284 sq ft of heating surface in the firebox, 115 square feet of heating surface in the combustion chamber and 5,075 square feet heating surface of tubes for a total of 5,474 square feet, and later 39 square feet of arch tubes were added. The superheater surface added another 1,318 square feet. A trailing-truck booster was added to twenty-five of the Q-1 which added 12,200 pounds to the tractive effort. Numbers 2110, 2113, 2114, 2115 and 2118 did not receive the booster.
In 1928, the Great Northern built fifteen 2-10-2s from fifteen Lima-built 4-8-2s which were GN numbers 1750 through 1764. These new "Santa Fes", numbered 2175 through 2189, had 63" diameter drivers, 29" x 32" cylinders, a 210 psi boiler pressure, they exerted 76,250 pounds of tractive effort and each weighed 364,000 pounds.
The Class Q-2 rebuilds kept their long boilers with Belpaire firebox stretched by a combustion chamber. Everything else from the internal arrangement of tubes and flues to the number and diameter of drivers changed as did their service from heavy passenger to drag freight. The fire box with arch tubes heating surface was 272 square feet, the combustion chamber added another 90 square feet making a total heating surface of 4,825 square feet and a superheater added another 1,184 square feet.
There are no surviving GN 2-10-2 "Santa Fe" type locomotives.
|Class>||Qty.>||Road Numbers>||Year Built>||Builder>||Notes|
|Q-1>||30>||2100-2129>||1923>||Baldwin>||Numbers 2100-2129 were scrapped as follows: 2100, 2108, 2118 & 2129 in 1950, 2111 in 1951, 2109 in 1952, 2104 & 2119 in 1953, 2113, 2114 & 2124 in 1954, 2102, 2103, 2105, 2106, 2110, 2112, 2116 & 2123 in 1955, 2115, 2117, 2121, 2125 & 2126 in 1956, 2127 & 2128 in 1957, 2101, 2107 & 2120 in 1958 and 2122 in 1962.|
|Q-2>||15>||2175-2189>||1928>||GN>||Built in 1928 by the GN from 15 GN 4-8-2s (numbers 1750-1764), which were built by Lima in 1914. Numbers 2175-2189 were scrapped as follows: 2175, 2176, 2183, 2185 & 2187 in 1953, 2179, 2180 & 2184 in 1955, 2186 in 1957 and 2177, 2178, 2181, 2182, 2188 & 2189 in 1958.|
Big engines in every respect, these Santa Fes had the Belpaire firebox beloved by the Great Northern, 15" (381 mm) piston valves, and lots of weight on the drivers. Their tube & flues had large diameters and the 60 superheater flues were among the most in any boiler. A smallish grate area meant much less to an oil-fired class and they had few rivals in the adhesion weight they could throw into hauling a train. They were rated at 3,000 tons of trailing load (75 cars) over the mountainous Montana profile beetween Whitefish and Cutbank.
Chris Hohl points out that all were delivered as oil burners trailing Vanderbilt tenders weighing 265,000 lb (120,202 kg) when carrying 15,000 US gallons(56,775 litres) of water and 5,000 gallons (18,925 litres) of oil. Hohl added that several locomotives converted to coal burning and the 1929 diagrams bear him out. In that listing, fifteen engines--2000-2001, 2004-2008, 2010-2016, and 2019--pulled tenders that weighed 123,950 lb (56,223 kg) empty and, when filled with 25 tons of coal (22.7 metric tons), 298,950 lb (135,602 kg) loaded.
Delivered with 370 sq ft (34.37 sq m) of heating surface and 5,499 sq ft (510.87 sq m) total, the class later added 39 sq ft (3.63 sq m) of arch tubes and a trailing-truck booster developing 12,200 lb.
All remained in service until the 1950s with the last 3 being withdrawn in December 1957.
Originally delivered to the GNas 4-8-2s in 1914, the entire class was converted to Santa Fes in 1929. In the process, they kept their long boilers with Belpaire firebox stretched by a combustion chamber. Everything else - from the internal arrangement of tubes and flues to the number and diameter of drivers - changed as did their service from heavy passenger to drag freight.
They all lasted into the 1950s, the last five being retired in April 1958.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Great Northern (GN)||Great Northern (GN)|
|Number in Class||30||15|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.70|
|Overall Wheelbase (engine & tender)||86.22'||83.56'|
|Axle Loading (Maximum Weight per Axle)||69840 lbs||58000 lbs|
|Weight on Drivers||342490 lbs||290000 lbs|
|Engine Weight||428340 lbs||364000 lbs|
|Tender Light Weight||324500 lbs||315600 lbs|
|Total Engine and Tender Weight||752840 lbs||679600 lbs|
|Tender Water Capacity||17000 gals||17000 gals|
|Tender Fuel Capacity (oil/coal)||5800 gals||5800 gals|
|Minimum weight of rail (calculated)||114 lb/yard||97 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||210 psi||210 psi|
|Cylinders (dia x stroke)||31" x 32"||29" x 32"|
|Tractive Effort||87131 lbs||76251 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.93||3.80|
|Firebox Area||409 sq. ft||362 sq. ft|
|Grate Area||88 sq. ft||78 sq. ft|
|Evaporative Heating Surface||5538 sq. ft||4825 sq. ft|
|Superheating Surface||1518 sq. ft||1184 sq. ft|
|Combined Heating Surface||7056 sq. ft||6009 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||198.11||197.23|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||18480||16380|
|Same as above plus superheater percentage||22546||19656|
|Same as above but substitute firebox area for grate area||104786||91224|