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2-10-2
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2-10-2
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.
The 2-10-2 wheel arrangement evolved in the United States from the 2-10-0 Decapod of the Atchison, Topeka and Santa Fe Railway (ATSF). Their existing 2-10-0 tandem compound locomotives, used as pushers up Raton Pass, encountered problems reversing back down the grade for their next assignments since they were unable to track around curves at speed in reverse and had to run very slowly to avoid derailing. Consequently, the ATSF added a trailing truck to the locomotives which allowed them to operate successfully in both directions. These first 2-10-2 locomotives became the forerunners to the entire 2-10-2 family.
The trailing truck allows a larger, deeper firebox than that of a 2-10-0. Like all ten-coupled designs, the long rigid wheelbase of the coupled wheels presented a problem on curves, requiring flangeless drivers, lateral motion devices and much sideplay on the outer axles. To limit this problem, the coupled wheels were generally small, up to 64 inches (1,630 mm) in diameter, which in turn generated the problem of insufficient counterweights to balance the weight of the driving rods.
The 2-10-2's inherent problem was the low speed restriction on the type, which was about 35 mph (56 km/h). Further, the 2-10-2 had other inherent restrictions. The massive cylinders that were required on locomotives in the United States for high tractive effort had the result that no reasonably sized valves could admit and exhaust steam at a sufficient rate to permit fast running. In addition the 2-10-2, like the 2-6-2, had its main rod connected to the middle coupled axle, very near to the centre of gravity, which created a violent nosing (waddling) action when operating at speed. The peak of the 2-10-2 design limitations was reached in the United States in 1926 and was overcome with the advent of the superior 2-10-4 design.
Locomotives with a 2-10-2 wheel arrangement were used in a number of countries around the world, including those in North America, Western Europe, China, the Soviet Union and Africa. Continental Europe saw a fair number of 2-10-2s, although the type was always less popular than 2-8-2 Mikados and 2-10-0 Decapods. A large number of European 2-10-2s were tank locomotives, taking advantage of the symmetrical nature of the wheel arrangement.
The metre gauge General Manuel Belgrano Railway in Argentina operated the E2 series of 2-10-2 locomotives. In 1956, Mitsubishi Heavy Industries of Japan constructed a batch of ten 2-10-2s based on this design for the isolated Ramal Ferro Industrial Río Turbio (RFIRP) 750 mm gauge railway in the southern Patagonian Desert, to haul coal from Río Turbio for shipping from Río Gallegos, Santa Cruz. These required modification by Livio Dante Porta to achieve their full potential. Ten more powerful examples were introduced into service in 1964.
Two classes of 2-10-2 locomotives were used in the Belgian Congo.
In 1916, Canadian Government Railways (CGR) took delivery of ten 2-10-2s built by ALCO. After CGR became part of Canadian National Railways (CNR) in 1918, these locomotives were designated Class T-1-a. Ten more were delivered from the Montreal Locomotive Works in 1918, and another 25 slightly modified T-1-cs in 1920 that were 500 kilograms (1,100 lb) lighter. Canadian Locomotive Company produced five T-2-as in 1924. Ten ALCO's named "T-3-a" were acquired from the Boston and Albany Railroad in 1928. Canadian Locomotive Company produced the last series of 2-10-2s for CNR, a batch of 15 T-4-as in 1929, and 18 T-4-bs in 1930.
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2-10-2
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.
The 2-10-2 wheel arrangement evolved in the United States from the 2-10-0 Decapod of the Atchison, Topeka and Santa Fe Railway (ATSF). Their existing 2-10-0 tandem compound locomotives, used as pushers up Raton Pass, encountered problems reversing back down the grade for their next assignments since they were unable to track around curves at speed in reverse and had to run very slowly to avoid derailing. Consequently, the ATSF added a trailing truck to the locomotives which allowed them to operate successfully in both directions. These first 2-10-2 locomotives became the forerunners to the entire 2-10-2 family.
The trailing truck allows a larger, deeper firebox than that of a 2-10-0. Like all ten-coupled designs, the long rigid wheelbase of the coupled wheels presented a problem on curves, requiring flangeless drivers, lateral motion devices and much sideplay on the outer axles. To limit this problem, the coupled wheels were generally small, up to 64 inches (1,630 mm) in diameter, which in turn generated the problem of insufficient counterweights to balance the weight of the driving rods.
The 2-10-2's inherent problem was the low speed restriction on the type, which was about 35 mph (56 km/h). Further, the 2-10-2 had other inherent restrictions. The massive cylinders that were required on locomotives in the United States for high tractive effort had the result that no reasonably sized valves could admit and exhaust steam at a sufficient rate to permit fast running. In addition the 2-10-2, like the 2-6-2, had its main rod connected to the middle coupled axle, very near to the centre of gravity, which created a violent nosing (waddling) action when operating at speed. The peak of the 2-10-2 design limitations was reached in the United States in 1926 and was overcome with the advent of the superior 2-10-4 design.
Locomotives with a 2-10-2 wheel arrangement were used in a number of countries around the world, including those in North America, Western Europe, China, the Soviet Union and Africa. Continental Europe saw a fair number of 2-10-2s, although the type was always less popular than 2-8-2 Mikados and 2-10-0 Decapods. A large number of European 2-10-2s were tank locomotives, taking advantage of the symmetrical nature of the wheel arrangement.
The metre gauge General Manuel Belgrano Railway in Argentina operated the E2 series of 2-10-2 locomotives. In 1956, Mitsubishi Heavy Industries of Japan constructed a batch of ten 2-10-2s based on this design for the isolated Ramal Ferro Industrial Río Turbio (RFIRP) 750 mm gauge railway in the southern Patagonian Desert, to haul coal from Río Turbio for shipping from Río Gallegos, Santa Cruz. These required modification by Livio Dante Porta to achieve their full potential. Ten more powerful examples were introduced into service in 1964.
Two classes of 2-10-2 locomotives were used in the Belgian Congo.
In 1916, Canadian Government Railways (CGR) took delivery of ten 2-10-2s built by ALCO. After CGR became part of Canadian National Railways (CNR) in 1918, these locomotives were designated Class T-1-a. Ten more were delivered from the Montreal Locomotive Works in 1918, and another 25 slightly modified T-1-cs in 1920 that were 500 kilograms (1,100 lb) lighter. Canadian Locomotive Company produced five T-2-as in 1924. Ten ALCO's named "T-3-a" were acquired from the Boston and Albany Railroad in 1928. Canadian Locomotive Company produced the last series of 2-10-2s for CNR, a batch of 15 T-4-as in 1929, and 18 T-4-bs in 1930.