The Texas & New Orleans received twelve of the Class F-1 locomotives in 1918. They were given road numbers 970 through 981.
In 1919, the Baldwin Locomotive Works delivered forty-one of the Class F-1 locomotives which were assigned road numbers 3611 through 3651 and ALCO delivered only one which was given road number 3652.
The Lima Locomotive Works received one order from the SP for fifteen of the 2-10-2s. This group was designated as Class F-3 and it was assigned numbers 3653 through 3667. They had 63" diameter drivers, 29.5" x 32" cylinders, a 200 psi boiler pressure, they exerted 75,145 pounds of tractive effort and each weighed 385,000 pounds.
In the Whyte notation for the classification of steam locomotives the 2-10-0 wheel arrangement was named "Decapod", and this name was sometimes applied to locomotives of 0-10-0 "Ten-Coupled" arrangement. The Southern Pacific did not have any of the 0-10-0 or the 2-10-0 locomotives and when the 2-10-2s arrived it was difficult for enginemen to refer to them as "Santa-Fes" so they called them "Decks" for deca (ten).
Baldwin received an order for fifty 2-10-2s which it delivered in 1922. These locomotives were designated as Class F-4 and were given road numbers 3668 through 3717. They had 63" diameter drivers, 29.5" x 32" cylinders, a 200 psi boiler pressure, they exerted 75,145 pounds of tractive effort and each weighed 398,000 pounds.
Another order was given to Baldwin for 52 more of the 2-10-2s. During 1923 and 1824 it delivered fifty-one of them which the SP designated as Class F-5 with road numbers 3718 through 3768 assigned. These locomotives had 63" diameter drivers, 29.5" x 32" cylinders, a 200 psi boiler pressure, they exerted 75,145 pounds of tractive effort and each weighed 397,900 pounds. The 52nd locomotive was number 3769 delivered in 1924. It was fitted with Uniflow valves on delivery and Classified as Class F-6. The valve gear was changed to Walschaert valve gear in 1925. In 1931 the locomotive was fitted with Caprotti valve gear, which was removed when number 3769 was rebuilt and reclassified as a standard Class F-5 in 1937.
There are two surviving SP 2-10-2 "Santa Fe" type locomotives. One is number 3651. Number 3651 was transferred to the T&NO and was renumbered as 982. It is on display at TRPA Union Station, Minute Maid Baseball Park in Houston, Texas. The other is T&NO number 975, which is on display at the Illinois Railway Museum in Union, IL.
|Class||Qty.||Road Numbers||Road||Year Built||Builder||Notes|
|F-1||10||3601-3610||Pacific Lines||1917||ALCO||Number 3651 was transferred to the T&NO and was renumbered 982. Number 982 is preserved. The balance of Numbers 3600-3652 were scrapped between 1952 and 1958.|
|F-2||1||3600||Pacific Lines||1918||ALCO||Number 3651 was transferred to the T&NO and was renumbered 982. Number 982 is preserved. The balance of Numbers 3600-3652 were scrapped between 1952 and 1958.|
|F-1||41||3611-3651||Pacific Lines||1919||Baldwin||Number 3651 was transferred to the T&NO and was renumbered 982. Number 982 is preserved. The balance of Numbers 3600-3652 were scrapped between 1952 and 1958.|
|F-1||12||970-981||T&NO||1918||ALCO||Number 975 is preserved. The balance of Numbers 970-981 were scrapped between 1954 and 1956.|
|F-3||15||3653-3667||Pacific Lines||1921||Lima||Numbers 3653-3667 scrapped between 1952 and 1958.|
|F-4||50||3668-3717||Pacific Lines||1922||Baldwin||Numbers 3668-3717 scrapped between 1951 and 1958.|
|F-5||51||3718-3768||Pacific Lines||1923-1924||Baldwin||Numbers 3718-3768 scrapped between 1949 and 1956.|
|F-6||1||3769||Pacific Lines||1924||Baldwin||Number 3769 scrapped in 1955.|
The Espee first procured 2-10-2s with this batch from Brooks and Baldwin. Known as "Decks" (Decapods) on the Southern Pacific, the F-1s represented a step up in power over the Mikados and Consolidations that were already in service. They were followed a few years later by the F-3 line, which had a larger cylinder and significantly large heating surface.
RA's account showed a 273,000-lb (123,831 kg) weight on the drivers. The addition of a Worthington 4S feedwater heater contributed 9,000 lb (4,082 kg) of weight.
F-1s were apparently quite satisfactory, even though they were less powerful than the later F-3s, and operated on the lines until 1952-1958.
The first in a series of uprated Santa Fes that included the 50 F-4s brought west in a single train called the Prosperity Special in 1922 and 51 F-5s delivered in 1923-1924. All were Baldwin built and all had very similar dimensions. All were delivered with 63 1/2" diameter drivers. Known as "Decks" (Decapods) on the Southern Pacific.
Compared to the later F-5, the F-3s had a slightly lower superheat percentage and as is usual with a series, started off with the lowest weights. RA reported that the new Santa Fes were put in service in the Los Angeles-Bakersfield section, a 171-mile run with 2.2-2.37% grade westbound and 2.23-2.54% grades eastbound. Tonnage ratings for the F-3s (and presumably the F-4 and F-5 engines) came to 1,005 tons westbound, 875 tons eastbound.
Locobase 86 shows a later set of firebox and superheater areas that appears to have been standard for all of the Decks from this era. F-3s served until retirement in 1952-1958; F-4s had a similar career and were retired in 1951-1958.
Boiler had feedwater heater. The last in a run of Santa Fes that included the F-3 and the 50 F-4s brought west in a single train called the Prosperity Special in 1922 (see Locobase 3291). The original 1930 table showed a firebox heating surface of 381 sq ft, which is a minor difference from the SP diagram, and a superheater area of 1,381 sq ft, which was a much greater difference.
Locobase uses the SP measurements on the grounds that that was what the railroad would use to assess relative capacity.
Most of the F-5s went to the Texas & New Orleans lines, where they worked until retirement in 1949-1956.
|Specifications by Steve Llanso|
|Railroad||Southern Pacific (SP)||Southern Pacific (SP)||Southern Pacific (SP)|
|Road Numbers||3601-3652||3653-3667, 3668-3717||3718-3768|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.54||0.54||0.54|
|Overall Wheelbase (engine & tender)||80.21'||82.62'||84.11'|
|Axle Loading (Maximum Weight per Axle)||59600 lbs||61500 lbs|
|Weight on Drivers||282000 lbs||306000 lbs||306100 lbs|
|Engine Weight||352000 lbs||398000 lbs||397900 lbs|
|Tender Light Weight||173460 lbs||223000 lbs||239600 lbs|
|Total Engine and Tender Weight||525460 lbs||621000 lbs||637500 lbs|
|Tender Water Capacity||10030 gals||12000 gals||12000 gals|
|Tender Fuel Capacity (oil/coal)||3120 gals||4000 gals||4000 gals|
|Minimum weight of rail (calculated) on which locomotive could run||94 lb/yard||102 lb/yard||102 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||27.5" x 32"||29.5" x 32"||29.5" x 32"|
|Tractive Effort||64787 lbs||75145 lbs||75145 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.35||4.07||4.07|
|Firebox Area||332 sq. ft||381 sq. ft||381 sq. ft|
|Grate Area||63 sq. ft||82.50 sq. ft||82.50 sq. ft|
|Evaporative Heating Surface||4462 sq. ft||5103 sq. ft||5097 sq. ft|
|Superheating Surface||950 sq. ft||1329 sq. ft||1230 sq. ft|
|Combined Heating Surface||5412 sq. ft||6432 sq. ft||6327 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||202.83||201.58||201.35|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||12600||16500||16500|
|Same as above plus superheater percentage||14868||19965||19635|
|Same as above but substitute firebox area for grate area||78352||92202||90678|