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Under the Whyte notation for the classification of steam locomotives, a 2-10-4 locomotive has two leading wheels on one axle, usually in a Bissel truck, ten coupled driving wheels on five axles, and four trailing wheels on two axles, usually in a bogie. These were referred to as the Texas type in most of the United States, the Colorado type on the Burlington Route, and the Selkirk type in Canada. [1]
The 2-10-4 Texas wheel arrangement originated and was principally used in the United States. The evolution of this locomotive type began as a 2-10-2 Santa Fe type with a larger four-wheeled trailing truck that would allow an enlarged firebox. A subsequent development was as an elongated 2-8-4 Berkshire type that required extra driving wheels to remain within axle load limits. Examples of both of these evolutionary progressions can be found. [1]
Some 2-10-4 tank locomotives also existed in eastern Europe. One extraordinary experimental 2-10-4 tender locomotive, built in the Soviet Union, had an opposed-piston drive system. [2]
The Texas type was rare in Africa. One locomotive, numbered 801, was built for the CF du Bas-Congo au Katanga by Société Anonyme John Cockerill in 1939. It had 540 by 550 mm (21 by 22 in) cylinders and 1,100 mm (43 in) diameter driving wheels, with a working order mass of 107.8 t (106.1 long tons; 118.8 short tons), a grate area of 5.4 m2 (58 sq ft), and a tractive effort at 65% boiler pressure of 14,690 kgf (144,100 N; 32,400 lbf). The locomotive is believed to have been built for the line between Bukama and Kamina and accumulated 1,200,000 km (750,000 mi) during its service lifetime. Even with its large size, it was hand-fired and had two firebox doors, with two firemen being carried. [3]
Outside North America, the 2-10-4 was rare. In South America, the Central Railway of Brazil ordered 17 1,000 mm (3 ft 3+3⁄8 in) metre gauge 2-10-4 locomotives, 10 from Baldwin, which were delivered in 1940, and another seven from the American Locomotive Company, which were delivered in 1947.[ citation needed ]
The Canadian Pacific (CP) Selkirk locomotives were all built by Montreal Locomotive Works (MLW). The first 20 of these large engines were built in 1929, designated T1a class and allocated numbers 5900 to 5919. Their Canadian type name was after the Selkirk Mountains across which they were placed in service, the railway summit of which was located just inside the western portal of the Connaught Tunnel beneath Rogers Pass. [4]
MLW built another 10 of these successful locomotives for CP during November and December 1938, designated T1b class and numbered from 5920 to 5929. Modifications to the original design led to the T1b being 10 tonnes lighter while its operating steam pressure was increased from 275 to 285 psi (1,900 to 1,970 kPa). [4]
A further six Selkirks, classed T1c and numbered from 5930 to 5935, were delivered by MLW in 1949. They were the last standard gauge steam locomotives to be built in Canada for a Canadian railway. These were very similar to the T1b class, apart from a few refinements, which included two cross-compound air compressors to speed up recharging of the air brake system, while some small streamlining touches were not retained, such as the streamlined casing around the smokebox stack and the teardrop shape of the classification lights. In addition, the insides of the cabs were no longer insulated in the same manner as the previous versions, which had provided better cold-weather cab insulation and were better liked by crews. The last Selkirks were taken out of service in 1959. These were the most powerful steam locomotives in the British Empire. [4]
In 1948, the JGR built five Class E10 tank locomotives for the purpose of supplementing the aging Class 4110 (0-10-0) in Itaya Pass on the Ou Main Line for a short time until electrification. E10 2 is statically stored.
In 1937, the South African Railways (SAR) placed one 3 ft 6 in (1,067 mm) Cape gauge Class 21 steam locomotive with a Texas wheel arrangement in service, designed as a mixed traffic locomotive suitable for light rail. It was designed by A.G. Watson, chief mechanical engineer of the SAR from 1929 to 1936, and built by the North British Locomotive Company in Glasgow. Only the one locomotive was built, at the time representing the maximum power obtainable on Cape gauge from a 10-coupled, nonarticulated locomotive that was limited to a 15 long tons (15.2 t) axle load on 60 lb/yd (30 kg/m) rail. To enable it to negotiate tight curves, the third and fourth sets of coupled wheels were flangeless. [5] [6] [7] [8]
The locomotive's Type FT tender was an unusual experimental type using six pairs of wheels in a 2-8-2 wheel arrangement, with the leading and trailing wheels in bissel-type pony trucks and the rest of the axles mounted with a rigid wheelbase. A similar Type JV tender had been built in the Salt River shops in Cape Town in 1936 for test purposes and as a prototype to the Type FT. The tender's wheel arrangement did not prove to be very successful, however, and was not used again. [5] [8]
Two Texas-type locomotives were built in the USSR. One, the class OR23, built in 1949 by the locomotive works in Ulan Ude, had cylinders that were placed above the center driving axle. Unlike nearly all steam locomotives, the pistons had rods on both ends, which transferred power to the wheels. The idea was to balance the driving forces on the wheels, allowing the counterweights on the wheels to be smaller and reducing hammer blow on the track. Test runs showed, however, that the OR23 design was unsuitable as a practical locomotive. The locomotive was never used for more than testing and was returned to its builder and scrapped. [2]
The Atchison, Topeka and Santa Fe Railway (ATSF) took delivery of locomotive No. 3829 from the Baldwin Locomotive Works in 1919. It was used by ATSF as an experimental locomotive and was rostered as a member of ATSF's 3800 class of 2-10-2s that was fitted with a four-wheel trailing truck. Nearly 100 more 3800 class locomotives were delivered after No. 3829, but all with the 2-10-2 wheel arrangement. Photographs exist that show No. 3829 fitted with at least two different designs of four-wheel trailing truck through the years. No other members of the 3800 class have been documented with four-wheel trailing trucks. No. 3829 was scrapped in 1955, still equipped with a four-wheel trailing truck. [9]
Santa Fe, which had originated the 2-10-4 type, adopted it again in 1930 with No. 5000, named Madame Queen. This locomotive was similar to the C&O T-1, with the same 69 in (1,750 mm) drivers, but with 300 psi (2.1 MPa) boiler pressure and 60% limited cutoff. It proved the viability of the type on the ATSF, but the Great Depression shelved plans to acquire more.
In 1938, with the railroad's fortunes improving, ATSF acquired 10 more 2-10-4 locomotives. These came with 74 in (1,880 mm) diameter drivers and 310 psi (2.1 MPa) boiler pressure, making these ATSF 2-10-4s the fastest and most modern of all.
Of the original order of ten, five were oil-burning and five coal-burning, but when Santa Fe ordered 25 more for delivery in 1944, all were delivered equipped to burn oil. The first of the 1944 batch produced 5,600 drawbar horsepower (4.2 MW) on road test, the highest figure known for a two-cylinder steam locomotive.
The 2-10-4 type was revived in 1925 by the Lima Locomotive Works. This time, it was an expansion of the 2-8-4 Berkshire type that Lima had pioneered. A version of the Berkshire with 10 driving wheels instead of eight was an obvious development and the first to be delivered were to the Texas and Pacific Railway, after which the type was subsequently named. The four-wheel trailing truck allowed a much larger firebox, thus a greater ability to generate heat, and thus steam. The Superpower design, as Lima's marketing department called it, resulted in a locomotive that could develop great power at speed while not running out of steam-generating ability.
Baldwin built a fleet of 47 H-1 class 2-10-4s for the Bessemer and Lake Erie Railroad, an iron ore–hauling railroad, between 1929 and 1944, in eight subclasses numbered 601–647. Calculated tractive force was 102,106 lbf (454.19 kN), average weight was over 500,000 lb (230 t), and boiler pressure was 250 psi (1.7 MPa). Eighteen were sold in 1951 to the Duluth, Missabe and Iron Range Railway, another ore-hauling railroad, that renumbered them 700–717. By the beginning of the 1960s, all but one were sold for scrap. The exception was No. 643, which almost operated in excursion service in the late 1990s, but for its large size. It is now owned by the Age of Steam Roundhouse.
The early Lima-built Texas types were low-drivered, 60 to 64 in (1,520 to 1,630 mm) in diameter, which did not leave enough space to fully counterweight the extremely heavy and sturdy side rods and main rods required for such a powerful locomotive's piston thrusts. That changed in 1930 on the Chesapeake and Ohio Railway (C&O), which stretched the design of an Erie Railroad high-drivered Berkshire type locomotive to produce 40 of the C&O T-1, a Texas type with 69 in (1,750 mm) diameter drivers that was both powerful and fast enough for the new higher-speed freight services that the railroads were introducing. All subsequent Texas types were of this higher-drivered sort.
The Chicago Great Western Railway was an unusual customer for 2-10-4s as it was a 'granger' railroad, operating in the predominantly flat Midwestern United States. Traffic was overwhelmingly agricultural in nature, with few fast freights or express passenger services. By the end of the 1920s the CGW had few especially large locomotives on its roster, having quickly given up a brief experiment with Mallet types. The largest types in traffic were USRA Light Mikados and most trains were handled by 2-8-0 locomotives - with multiple engines per train on the CGW's isolated steep valley grades.
With the arrival of the Great Depression and its locomotive fleet ageing, the CGW chose a major upgrade with 2-10-4 locomotives, ordering 36 shared between Lima and Baldwin. They arrived into service during 1930 in three batches, which differed in detail but were to the same fundamental design. All had 63" diameter drivers, 29" x 32" cylinders and a 255 psi boiler pressure - the same basic specification as the successful Texas & Pacific fleet of 2-10-4s.
The 2-10-4s allowed the CGW to dramatically improve its operational efficiency - trains could be heavier yet faster and double heading and banking was eliminated in many locations. Fewer trains hauling more tonnage allowed the railroad to cut many jobs, so the new big locomotives were not well-received by employees. Being much heavier than previous CGW locomotives the 2-10-4s were barred from certain parts of the CGW system with lightly-laid track (they could not cross the bridge over the Missouri at Leavenworth, Kansas, for instance, and so could not work trains through to the CGW yard at Kansas City). Freight trains hauled by the 2-10-4s had to be given priority over passenger trains at certain points because sidings were too lightly-laid to handle the heavy locomotives. The CGW carried out a programme of relaying key sections of track with heavier rail in the mid-1930s to properly handle the 2-10-4s and in doing so became the first American railroad to install continuous welded rail. The 2-10-4s promoted a new way of working on the CGW, which adopted a principle of fewer but much longer and heavier trains - a practice usually seen on transcontinental railroads in the West rather than granger routes in the prairies. The CGW continued this principle after dieselization in the late 1940s, which saw all the 2-10-4s withdrawn between 1948 and 1950.
The Pennsylvania Railroad (PRR) ordered few new locomotives after 1930, since electrification both consumed the railroad's resources and resulted in a supply of excess steam locomotives that eliminated any requirement for new power. Until the Second World War had begun, the PRR's locomotive fleet had not begun to appear inadequate. Although the PRR urgently needed new and modern freight power, the War Production Board prohibited working on a new design, and not enough time remained to trial a prototype in any event, the PRR cast around for other railroads' designs that it might modify for PRR use.
It settled on the C&O's T-1. Some modifications were made to the design for these PRR "War Babies". These included PRR drop-couplers, sheet-steel pilots, PRR-style cabs, large PRR tenders, Keystone-shaped number plates up front, and other modifications. It still betrayed its foreign heritage by lacking the PRR trademark Belpaire firebox and by having a booster engine on the trailing truck. Altogether, 125 locomotives were built between 1942 and 1944 and became the largest fleet of Texas-type locomotives in existence. All were eventually sold as scrap when the Pennsylvania Railroad converted to diesel. [10] [11] [12]
| Railroad (quantity; class name) | Class | Road numbers | Builder | Build year | Notes |
|---|---|---|---|---|---|
| Atchison, Topeka and Santa Fe (37; Texas) | 3800 | 3829 | Baldwin | 1919 | Original as a Santa Fe 2-10-2 type, No. 3829 was used as an experimental engine and was the first 2-10-2 steam engine (tender version) to be fitted with a four-wheeled trailing truck as a replacement to the two-wheeled truck that No. 3829 was originally built with. Santa Fe No. 3829 was also the first steam locomotive (tender version) to use this 2-10-4 "Texas" type wheel arrangement for use in the United States. Scrapped 1959 |
| 5000 | 5000 | Baldwin | 1930 | preserved | |
| 5001 | 5001–5010 | Baldwin | 1938 | Scrapped 1959 | |
| 5011 | 5011–5035 | Baldwin | 1944 | 5011, 5017, 5021 & 5030 preserved | |
| Bessemer & Lake Erie (47; Texas) 18 of the B&LE's 2-10-4 locomotives were sold to the Duluth, Missabe & Iron Range (DMIR), who retained the "Texas" class name on these locomotives | H-1 | 601 | Baldwin | 1929 | Scrapped 1951 |
| H-1a | 602–610 | Baldwin | 1930 | Scrapped 1952 | |
| H-1b | 611–620 | Baldwin | 1936 | Scrapped 1952 | |
| H-1c | 621–630 | ALCO | 1937 | Scrapped 1953 | |
| H-1d | 631–635 | Baldwin | 1941 | Scrapped 1953 | |
| H-1e | 636–637 | Baldwin | 1942 | Scrapped 1954 | |
| H-1f | 638–642 | Baldwin | 1943 | Scrapped 1954 | |
| H-1g | 643–647 | Baldwin | 1944 | 643 preserved | |
| Canadian Pacific (37; Selkirk) | T1a | 5900–5919 | MLW | 1929 | Scrapped 1959 |
| T4a | 8000 | CP Angus Shops | 1931 | Scrapped 1959 | |
| T1b | 5920–5929 | MLW | 1938 | Streamlined Scrapped 1959 | |
| T1c | 5930–5935 | MLW | 1949 | Streamlined. 5931 & 5935 preserved | |
| Central Vermont (10; Texas) | T-3-a | 700–709 | ALCO | 1928 | Scrapped 1947-1958 |
| Chesapeake and Ohio (40; Texas) | T-1 | 3000–3039 | Lima | 1930 | Scrapped 1952-1953 |
| Chicago, Burlington & Quincy (18; Colorado) | M-4 | 6310–6321 | Baldwin | 1927 | Scrapped 1952, 6315 used for a doubleheader excursion in September 1959, snapped an eccentric rod at speed, scrapped by 1964 |
| 6322–6327 | Baldwin | 1929 | Scrapped 1953 | ||
| Chicago Great Western (36; Texas) | T-1 | 850–864 880–882 | Lima | 1930 | 1948 Scrapped |
| T-2 | 865–873 | Baldwin | 1930 | 1948 Scrapped | |
| T-3 | 874–879 | Baldwin | 1930 | 1949 Scrapped | |
| T-3 | 883–885 | Lima | 1931 | 1950 Scrapped | |
| Kansas City Southern (10; Texas) | J | 900–909 | Lima | 1937 | Scrapped 1954 |
| Pennsylvania Railroad (125; Texas) | J1 | 6450–6474 | PRR Altoona Works | 1942 | Scrapped 1958 |
| 6401–6434 6475–6500 | PRR Altoona Works | 1943 | Scrapped 1958 | ||
| 6435–6449 6150–6174 | PRR Altoona Shops | 1944 | Scrapped 1959 | ||
| Texas & Pacific (70; Texas) | I-1 | 600–609 | Lima | 1925 | Scrapped 1950-1951 |
| I-1a | 610–624 | Lima | 1927 | 610 preserved | |
| I-1b | 625–639 | Lima | 1928 | Scrapped 1951 | |
| I-1c | 640–654 | Lima | 1928 | Scrapped 1951-1952 | |
| I-1d | 655–669 | Lima | 1929 | Scrapped 1953 |
| Railroad | Road number | Location |
|---|---|---|
| AT&SF | 5000 | Amarillo, TX |
| 5011 | National Museum of Transportation, St. Louis, MO | |
| 5017 | National Railroad Museum, Green Bay, WI | |
| 5021 | California State Railroad Museum, Sacramento, CA | |
| 5030 | Salvador Perez Park, Santa Fe, NM | |
| B&LE | 643 | Components slowly being gathered from McKees Rocks to Sugarcreek |
| CP | 5931 | Heritage Park Historical Village, Calgary, AB |
| 5935 | Canadian Railway Museum, Delson, QC | |
| T&P | 610 | Texas State Railroad, Palestine, TX |
Under the Whyte notation for the classification of steam locomotives, 4-6-2 represents the wheel arrangement of four leading wheels on two axles, six powered and coupled driving wheels on three axles and two trailing wheels on one axle. The 4-6-2 locomotive became almost globally known as a Pacific type after a locomotive built by the Baldwin Locomotive Works in Philadelphia was shipped across the Pacific Ocean to New Zealand.
A 2-8-8-4 steam locomotive, under the Whyte notation, has two leading wheels, two sets of eight driving wheels, and a four-wheel trailing truck. The type was generally named the Yellowstone, a name given it by the first owner, the Northern Pacific Railway, whose lines ran near Yellowstone National Park. Seventy-two Yellowstone-type locomotives were built for four U.S. railroads.
Under the Whyte notation for the classification of steam locomotives, 4-8-4 represents the wheel arrangement of four leading wheels on two axles, eight powered and coupled driving wheels on four axles and four trailing wheels on two axles. The type was first used by the Northern Pacific Railway, and initially named the Northern Pacific, but railfans and railroad employees have shortened the name since its introduction. It is most-commonly known as a Northern.
Under the Whyte notation for the classification of steam locomotives, 2-10-0 represents the wheel arrangement of two leading wheels on one axle, ten powered and coupled driving wheels on five axles, and no trailing wheels. This arrangement was often named Decapod, especially in the United States, although this name was sometimes applied to locomotives of 0-10-0 "Ten-Coupled" arrangement, particularly in the United Kingdom. Notable German locomotives of this type include the war locomotives of Class 52.
A locomotive booster for steam locomotives is a small supplementary two-cylinder steam engine back-gear-connected to the trailing truck axle on the locomotive or one of the trucks on the tender. It was invented in 1918 by Howard L. Ingersoll, assistant to the president of the New York Central Railroad.
Under the Whyte notation for the classification of steam locomotives, 2-10-2 represents the wheel arrangement of two leading wheels, ten powered and coupled driving wheels, and two trailing wheels. In the United States and elsewhere the 2-10-2 is known as the Santa Fe type, after the Atchison, Topeka and Santa Fe Railway that first used the type in 1903.
Lima Locomotive Works (LLW) was an American firm that manufactured railroad locomotives from the 1870s through the 1950s. The company's name is derived from the location of its main manufacturing plant in Lima, Ohio. The shops were located between the Erie Railroad main line, the Baltimore & Ohio's Cincinnati-Toledo main line and the Nickel Plate Road main line and shops.
Under the Whyte notation for the classification of steam locomotives, 4-2-0 represents the wheel arrangement of four leading wheels on two axles, two powered driving wheels on one axle and no trailing wheels. This type of locomotive is often called a Jervis type, the name of the original designer.
Under the Whyte notation, a 2-8-4 is a steam locomotive that has two unpowered leading wheels, followed by eight coupled and powered driving wheels, and four trailing wheels. This locomotive type is most often referred to as a Berkshire, though the Chesapeake and Ohio Railway used the name Kanawha for their 2-8-4s. In Europe, this wheel arrangement was mostly seen in mainline passenger express locomotives and, in certain countries, in tank locomotives.
In the Whyte notation, a 6-2-0 is a railroad steam locomotive that has an unpowered three-axle leading truck followed by a single powered driving axle. This wheel arrangement is associated with the Crampton locomotive type, and in the USA the single class were sometimes referred to as Cramptons.
The Pennsylvania Railroad (PRR) N1s was a class of 2-10-2 "Santa Fe" steam locomotives built for the Pennsylvania's Lines West. 60 engines were built between December 1918 and November 1919, and worked heavy mineral freight to and from ports on the Great Lakes until their retirement in the late 1940s. All examples were scrapped by 1950.
The M1 was a class of steam locomotive of the Pennsylvania Railroad (PRR). It was a class of heavy mixed-traffic locomotives of the 4-8-2 "Mountain" arrangement, which uses four pairs of driving wheels with a four-wheel guiding truck in front for stability at speed and a two-wheel trailing truck to support the large firebox needed for sustained power. Although built for both passenger and freight work, they spent most of their service lives hauling heavy high-speed freight trains. Many PRR men counted the M1 class locomotives as the best steam locomotives the railroad ever owned.
In the Whyte notation for the classification of steam locomotive wheel arrangement, a 2-6-6-4 is a locomotive with a two-wheel leading truck, two sets of six driving wheels, and a four-wheel trailing truck. All 2-6-6-4s are simple articulated locomotives.
A 4-4-4-4 steam locomotive, in the Whyte notation for describing locomotive wheel arrangements, has a four-wheel leading truck, two sets of four driving wheels, and a four-wheel trailing truck. While it would be possible to make an articulated locomotive of this arrangement, the only 4-4-4-4s ever built were duplex locomotives—with two sets of cylinders driving two sets of driven wheels in one rigid frame, essentially a 4-8-4 with divided drive.
The Pennsylvania Railroad's S2 class was a steam turbine locomotive designed and built in a collaborative effort by Baldwin Locomotive Works and Westinghouse Electric & Manufacturing Company, as an attempt to prolong the dominance of the steam locomotive by adapting technology that had been widely accepted in the marine industry. One was built, #6200, delivered in September 1944. The S2 was the sole example of the 6-8-6 wheel arrangement in the Whyte notation, with a six-wheel leading truck keeping the locomotive stable at speed, eight powered and coupled driving wheels, and a six-wheel trailing truck supporting the large firebox. The S2 used a direct-drive steam turbine provided by the Westinghouse Electric & Manufacturing Company, geared to the center pair of axles with the outer two axles connected by side rods; the fixed gear ratio was 18.5:1. Such design was to prevent energy loss and S2 achieved a mechanical efficiency of 97% which means only 3% of steam energy was lost within the propulsion equipment. The disadvantage of a direct-drive steam turbine was that the turbine could not operate at optimal speeds over the locomotive's entire speed range. The S2 was the largest, heaviest and fastest direct-drive turbine locomotive design ever built.
Under the Whyte notation for the classification of steam locomotives, 4-4-4 represents the wheel arrangement of four leading wheels on two axles, four powered and coupled driving wheels on two axles, and four trailing wheels on two axles. In the United States, this arrangement was named the Reading type, since the Philadelphia and Reading Railroad was the first to use it. In Canada, this type is known as the Jubilee.
The PRR S1 class steam locomotive was a single experimental duplex locomotive of the Pennsylvania Railroad. It was designed to demonstrate the advantages of duplex drives espoused by Baldwin Chief Engineer Ralph P. Johnson. The S1 class was the largest rigid frame passenger steam locomotive ever built. The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy.
On a steam locomotive, a trailing wheel or trailing axle is generally an unpowered wheel or axle (wheelset) located behind the driving wheels. The axle of the trailing wheels is usually located in a trailing truck. On some large locomotives, a booster engine was mounted on the trailing truck to provide extra tractive effort when starting a heavy train and at low speeds on gradients.
The PRR J1 was a class of 2-10-4 "Texas" type steam locomotives built between 1942 and 1944. The J1 had over 95,000 pounds-force (422.6 kN) of tractive effort, plus an additional 15,000 lbf (66.7 kN) if the booster engine was used.
The leading wheel or leading axle or pilot wheel of a steam locomotive is an unpowered wheel or axle located in front of the driving wheels. The axle or axles of the leading wheels are normally located on a leading truck. Leading wheels are used to help the locomotive negotiate curves and to support the front portion of the boiler.
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