Theres a discussion happening on rec.model.railroad about a 2-10-10-2 Is it in reality a real factual loco?? Did it ever exist? Here is the boiler box for it.
Think Santa Fe. Topeka Shops and Baldwin teamed up to create 10 2-10-10-2's from 10 existing 2-10-2's and 10 new front units. Built in 1911 and dismantled in 1915-18 Numbers 3000-3009
The Virginian designed a locomotive that was a 2-8-8-8-2 way back in the day, it is the truely largest locomotive ever built. And the most powerful locomotive was the C&O Class H8 2-6-6-6's. Here's a good link to locomotives: http://www.steamlocomotive.com/misc/largest.html
here is a site for just about any steam locomotive question http://www.steamlocomotive.com/articulated/virginianae.html tells origin, disposition and problems with the locos
Yes, the Santa Fe 2-10-10-2 was an actual working steam engine, in fact several. My grand uncle J.T. had an erection diagram of #3000 dated September 30, 1910 that was handed down to my father, then to me. It was getting so tattered with age, I started committing it to a computer drawing. I never really liked the two carry-over pipes up on the boiler, nor that silly looking "Turtle Shell" tender. In fact I liked the looks of the Virginian Railroad's 2-10-10-2 much better than the Santa Fe design. J.T. tried to tell the SFe management the engine would not be useful, but he was given the task to produce them! He was correct after-all, because the fire box was not capable of producing enough steam to haul a train at any reasonable speed. By the time steam from the rear boiler passed into the front boiler chamber, it was beginning to condense almost as fast as it was made. The two carry-over pipes were supposed to carry exhausted steam from the rear engine set around the baffle then act as a super heater in the front boiler. It wasn't effective. The engines did have tremendous traction and could start the heaviest of trains, but then they ran out of steam. Most of them could maintain a fairly steady 15 MPH with or without a train. It was said that one reached 18MPH running wide open down hill with a single caboose pushing. One other fault was due to the extra long boiler. When trying to go around some of the curves, the front engine set would swing so far out from under the boiler, the engine became unstable.
Didn't the Erie try a similar arrangement and run into the same problems? Too much engine, not enough boiler? Seems like I remember reading about it somewhere.
I remember Bill Schopp in Railroad Model Craftsman magazine years ago. He was a well known kitbasher of HO brass locos. I believe that one project he did, was of an engine such as is being dicussed here. Except i have a picture in my mind that it looked somewhat different. Guess I'll need to find that article. Boxcab E50
The boiler type used for the first Santa Fe 2-10-10-2 became one of the types commonly used on the large river boats. You are correct Rule281, there was an Erie and a Virginian engine as well as one with 2-10-10-0 arrangement. The major difference was that these engines all had larger fire boxes and although still slow and very heavy for the day, they worked fairly well. The first Virginian 2-10-10-2 fell through a bridge on its maiden run, as did their 2-8-8-8-2 triplex engine when it fell through a wooden trestle. These engines did more damage to the track and switches, than they recovered in revenue. All were eventually re-built into smaller engines, or scrapped.
The D&H had a set (1400-1403) of "experimental" engines as well that were built between 1924 and 1930 on various designs based on high-pressure that were a strange site to see too.
Never knew these existed. Is that actually the size of their firebox? Or does that conceal some other function? It's huge! Boxcab E50
This is some great information Pat, thanks for posting this URL!!!!!!! Talk about a wild configuration of C&O #500 Class M-1 is a Articulated 4-8-0-4-8-4 The site also lists D&H #1403 within the Most Pulling Force (Non-Articulated) chart The site also lists a N&W "Jawn Henry" Class with a C+C+C+C Wheel Arrangement What the heck does that mean?
That's a steam (turbine) engine with a diesel wheel arrangement! C=three axles. I don't pretend to know much about the Jawn Henry, but am pretty sure it operated like the M-1's, using steam to drive electric motors to get the traction to the wheels.
I believe that the Jawn Henry was a steam turbine. Same as a diesel electric power plant. Which drive a generator or alternator that supplied power to traction motors. Boxcab E50
Mr.virtual-bird, Their was Santa Fe 2-10-10-2 drawing in Model Railroader May 1989. http://www.index.mrmag.com/tm.exe?opt=I&MAG=MR&MO=5&YR=1989&output=3&sort=A The scale was S or 1:64.
The boiler type of Jacobs-Shupert Firebox is, http://homepage2.nifty.com/kotaroooo/steam.htm here, please. No stay-bolt between outer and inner firebox was used.
Mr.Boxcab E50, Santa Fe had two types of "flexible boiler", ball jointed type and bellows. http://www.catskillarchive.com/rrextra/mallet.Html Described at the "Mallet Articulated Compound Locomotive (Baldwin Locomotive Company)." http://www.dself.dsl.pipex.com/MUSEUM/LOCOLOCO/flexmallet/mallet.htm
D&H tried four types high-pressure steam locomotives. 1 "Horatio Allen" 1925, 2-8-0, two cylinders, ALCO, boiler pressure 350 lb.per sq.in. Mr.Staurbridge's photo Locomotive Cyclopedia 1930,page265, photo 2 "John B, Jervis" 1927, 2-8-0, two cylinders, Schenectady Works, 400 lb.per sq.in. Locomotive Cyclopedia 1930,page264, photo & draughing 3 "James Archbald" 1930, 2-8-0, two cylinders, ALCO, ?lb.per sq.in. The Locomotive (England published)1930,October 15, page327, photo & dimention 4 "L. F. Loree" 1933, 4-8-0, four cylinders, ALCO? 500 lb.per sq.in. triple expansion The Locomotive (England published)1933,August 15, page229, photo & dimention http://www.dself.dsl.pipex.com/MUSEUM/LOCOLOCO/USAhp/USAhp.htm I think, triple expansion compound engine was used many ships. But, locomotive of triple expansion compound engine was used only American"L. F. Loree", English one locomotive by Mr.F.Webb, and a small tram locomotive 1878, designed by Loftus Perkins.
