These locomotives were bought for slow-freight services between Manchester, NY and Sayre, Pa, a distance of 88 miles with a ruling grade of .4%. Each of these R-1s replaced two "Consolidations". In this service they were rated at 4,000 tons and 6 1/2 hours.
After the war, as traffic diminished and the needed for fast freight returned the 2-10-2s proved too slow for main line traffic and the LV sold eleven of them to the Hocking Valley in 1920 and then another five in 1923. It rebuilt twenty of them to be 2-8-2s. These remaining forty, numbers 4000 through 4039 were used until the end of steam.
There are no surviving LV 2-10-2 "Santa Fe" type locomotives.
|Class||Qty.||Road Numbers||Year Built||Builder||Notes|
|R-1||40||4000-4039||1917||Baldwin||Numbers 4000-4039 scrapped between 1948 and 1951.|
|R-1||36||4040-4075||1919||Baldwin||Numbers 4040-4059 rebuilt as 2-8-2s in 1928-1929 and reclassified as Class N-6 and renumbered 275-294. Numbers 275-294 scrapped between 1939 and 1949. Numbers 4060-4075 sold to the Hocking Valley in 1920 and became HV numbers 130-145. The HV numbers 130-139 became C&O numbers 2950-2959. HV numbers 140, 142 & 144 sold to the Lake Superior & Ishpeming in 1930 and became LS&I numbers 36, 37 & 38. HV numbers 141 & 143 sold to the Pere Marquette in 1930 and became PM numbers 1198 & 1199, which became C&O numbers 2960 & 2961. HV number 145 sold to Birmingham Rail & Locomotive in 1930.|
February 45088, 45112
March 45267-45268, 45314-45323, 45373
April 45450-45454, 45467-45469, 45513-45516, 45528-45530
May 45574-45576, 45627-45629, 45643-45645, 45680
August 52188, 52225, 52249
September 52282-52284, 52306-52312, 52332-52335, 52354, 52373, 52426
November 52448-52449, 52491-52492, 52577-52578
December 52631, 52668, 52670-52675, 52705-52706
Firebox burned combination of anthracite and soft coal. Wagon-top boiler had a firebox with a combustion chamber that added 116 sq ft (10.8 sq m) to the heating surface area and 59 sq ft (5.5 sq m) of arch tubes. Fourteen-inch (356 mm) piston valves supplied steam to the cylinders. Thirty of the first forty engines had Walschaert valve gear, the other ten had Baker. Ragonnet power reverse. Economy front truck, Rushton inside-journal rear truck. The last forty locomotives saw an increase in permitted adhesion weight to 294,000 lb (133,356 kg); all of this set used Walschaert gear.
Bought for slow-freight services between Manchester, NY and Sayre, Pa (88 miles) where each engine replaced two Consolidations. On this service they were rated at 4,000 tons and 6 1/2 hours on a ruling grade of 0.4%.
This class changed teams as often as a journeyman ballplayer. Peace-time traffic demanded higher speeds and the LV sold off the last sixteen of these low-drivered Santa Fes to the Hocking Valley in Ohio in April 1920 and 1922 (see Locobase 477 for the post-LV configuration.) The LV converted 20 more R-1s to N-6 class 2-8-2s in 1928-1929.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Lehigh Valley (LV)|
|Number in Class||76|
|Valve Gear||Baker or Walschaert|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.54|
|Overall Wheelbase (engine & tender)||74.50'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||289000 lbs|
|Engine Weight||370000 lbs|
|Tender Light Weight||173220 lbs|
|Total Engine and Tender Weight||543220 lbs|
|Tender Water Capacity||9000 gals|
|Tender Fuel Capacity (oil/coal)||15 tons|
|Minimum weight of rail (calculated)||96 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi|
|Cylinders (dia x stroke)||29" x 32"|
|Tractive Effort||72620 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.98|
|Firebox Area||438 sq. ft|
|Grate Area||100 sq. ft|
|Evaporative Heating Surface||4923 sq. ft|
|Superheating Surface||1179 sq. ft|
|Combined Heating Surface||6102 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||201.24|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||20000|
|Same as above plus superheater percentage||23800|
|Same as above but substitute firebox area for grate area||104244|