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{{Short description|Locomotive wheel arrangement}} {{Infobox steam wheel arrangement | name = 2-10-2 (Santa Fe) | image = WheelArrangement 2-10-2.svg | alt = Diagram of one small leading wheel, five large driving wheels joined together with a coupling rod, and one small trailing wheel | caption = | image2 = 2-10-2 tandem compound locomotive, Santa Fe (Howden, Boys' Book of Locomotives, 1907).jpg | alt2 = | caption2 = ATSF tandem compound 2-10-2 <!--Equivalent classifications--> | hatnote = | UIC/Germany/Italy= 1E1, 1′E1′ | French/Spanish = 151 | Turkish = 57 | Swiss = 5/7 | Russian = 1-5-1 <!--First known tank engine version--> | date = 1922 | country = Germany | locomotive = [[Prussian T 20]] | railway = [[Deutsche Reichsbahn]] | designer = [[Prussian state railways]] | builder = [[Borsig]] & [[Hanomag]] | evolvedfrom = | evolvedto = | mainbenefit = | maindrawback = <!--First known tender engine version--> | date2 = 1903 | country2 = United States | locomotive2 = AT&SF 900 class | railway2 = [[Atchison, Topeka and Santa Fe Railway|Atchison, Topeka and Santa Fe]] | designer2 = | builder2 = Atchison, Topeka and Santa Fe | evolvedfrom2 = [[2-10-0]], [[2-8-2]] | evolvedto2 = [[2-10-4]] | mainbenefit2 = Deeper firebox and better steaming than the [[2-10-0]] | maindrawback2 = Nosing action at speed <!--First known "True type" version--> | date3 = 1919 | country3 = United States | locomotive3 = AT&SF 3800 class | railway3 = Atchison, Topeka and Santa Fe | designer3 = | builder3 = Atchison, Topeka and Santa Fe | evolvedfrom3 = | evolvedto3 = [[2-10-4]] | mainbenefit3 = Larger and deeper firebox | maindrawback3 = Nosing action at speed }} Under the [[Whyte notation]] for the classification of [[steam locomotive]]s, '''{{nowrap|2-10-2}}''' represents the [[wheel arrangement]] of two [[leading wheel]]s, ten powered and coupled [[driving wheel]]s, and two [[trailing wheel]]s. In the United States and elsewhere the {{nowrap|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. ==Overview== The {{nowrap|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 locomotive]]s, 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.<ref>{{Book-Van Riemsdijk-Compound Locomotives|page=40}}</ref> These first {{nowrap|2-10-2}} locomotives became the forerunners to the entire {{nowrap|2-10-2}} family.<ref name="Swengel"/> The trailing truck allows a larger, deeper [[Firebox (steam engine)|firebox]] than that of a {{nowrap|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 device]]s and much sideplay on the outer axles. To limit this problem, the coupled wheels were generally small, up to {{convert|64|in|mm|sigfig=3}} in diameter, which in turn generated the problem of insufficient counterweights to balance the weight of the driving rods.<ref name="Swengel">{{cite book |author =Swengel, Frank M. |title=The American Steam Locomotive, Vol. 1. The Evolution of the Steam Locomotive |publisher=MidWest Rail Publications |year=1967}}pp.92, 138, 148-149, 172-173, 192-193</ref> The {{nowrap|2-10-2}}'s inherent problem was the low speed restriction on the type, which was about {{cvt|35|mph|km/h}}. Further, the {{nowrap|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 {{nowrap|2-10-2}}, like the [[2-6-2|{{nowrap|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 {{nowrap|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.<ref name="Swengel"/> ==Usage== Locomotives with a {{nowrap|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 {{nowrap|2-10-2s}}, although the type was always less popular than [[2-8-2|{{nowrap|2-8-2}} Mikados]] and 2-10-0 Decapods. A large number of European {{nowrap|2-10-2s}} were [[tank locomotive]]s, taking advantage of the symmetrical nature of the wheel arrangement. ===Argentina=== The [[Metre gauge railway|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 [[:es:Ramal Ferro Industrial Eva Perón|Ramal Ferro Industrial Río Turbio]] (RFIRP) [[750 mm gauge railways|750 mm gauge railway]] in the southern [[Patagonian Desert]], to haul coal from [[Río Turbio, Santa Cruz|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.<ref>{{cite web|title=90 tonne engines on 75cm gauge|url=http://www.railwaysofthefarsouth.co.uk/09erfirtlocos.html|work=Railways of the Far South|access-date=2015-11-13}}</ref> ===Belgian Congo=== Two classes of {{nowrap|2-10-2}} locomotives were used in the [[Belgian Congo]]. * Two locomotives were built by Forges, Usines et Fonderies de Haine-Saint-Pierre for the {{lang|fr|i=no|CF du Congo Superieur aux Grands Lacs Africains}} in 1937, numbered 60 and 61. They had {{convert|510|by|530|mm|adj=on}} cylinders and {{convert|1060|mm|in|0|adj=mid|-diameter}} coupled wheels, with a working order mass of {{convert|64.7|t}}.<ref>Blanchart, De Deurwaerder, Nève, Robeyns & Van Bost (1999). {{lang|fr|Le Rail au Congo Belge, Tome II, 1920-1945}}. Brussels: G Blanchart & Cie. pp 340-341, 353, 420. {{ISBN|2-87202-015-2}}.</ref> * One locomotive was built for the {{lang|fr|i=no|CF du Bas-Congo au Katanga}} by [[John Cockerill (company)|Société Anonyme John Cockerill]] in 1947, numbered 901 and later renumbered 802. It had {{convert|540|by|550|mm|adj=on}} cylinders and {{convert|1100|mm|in|0|adj=mid|-diameter}} coupled wheels, with a working order mass of {{convert|94.1|t}}, a grate area of {{convert|4|m2}} and a tractive effort at 65% boiler pressure of {{convert|14215|kgf|kN lbf}}.<ref>Blanchart, De Deurwaerder, Nève, Robeyns & Van Bost (2008). {{lang|fr|Le Rail au Congo Belge, Tome III, 1945-1960}}. Brussels: Editions Masoin. pp 154, 164-165, 418. {{ISBN|2-9600471-0-9}}.</ref> ===Canada=== In 1916, [[Canadian Government Railways]] (CGR) took delivery of ten {{nowrap|2-10-2s}} built by [[ALCO]]. After CGR became part of [[Canadian National Railways]] (CNR) in 1918, these locomotives were designated Class {{nowrap|T-1-a}}. Ten more were delivered from the [[Montreal Locomotive Works]] in 1918, and another 25 slightly modified {{nowrap|T-1-cs}} in 1920 that were {{convert|1,100|lb|order=flip}} lighter. [[Canadian Locomotive Company]] produced five {{nowrap|T-2-as}} in 1924. Ten ALCO's named {{nowrap|"T-3-a"}} were acquired from the [[Boston and Albany Railroad]] in 1928. Canadian Locomotive Company produced the last series of {{nowrap|2-10-2s}} for CNR, a batch of 15 {{nowrap|T-4-as}} in 1929, and 18 {{nowrap|T-4-bs}} in 1930. The {{nowrap|2-10-2s}} began to be scrapped in the mid-1950s, with the last models being used until 1961. There are two surviving CNR {{nowrap|2-10-2}} locomotives. One is No. 4008, on display at the CNR Station in [[Rainy River, Ontario]], and the other is No. 4100, on display at the [[Canadian Railway Museum]] in [[Delson]], Quebec.<ref>{{Cite web |url=http://www.steamlocomotive.com/santafe/?page=cnr |title="Canadian Government / Canadian National 2-10-2 "Santa Fe" Type Locomotives" |access-date=2014-12-12 |archive-url=https://web.archive.org/web/20150303140320/http://www.steamlocomotive.com/santafe/?page=cnr |archive-date=2015-03-03 |url-status=dead }}</ref> ===China=== [[File:China Railways HP3501.jpeg|thumb|The first QJ class locomotive]] The mainstay of Chinese steam was their {{nowrap|2-10-2}} locomotives. This was the wheel arrangement of the Chinese [[China Railways QJ|QJ]] class locomotives that were based on the [[Soviet locomotive class LV]] and built by Datong Locomotive Works from 1959. They were produced until 1988 and were still in widespread service until the final steam runs in 2005. After retirement, some of these QJ class locomotives found their way to the United States, where they are used in revenue freight and excursion service. In Train Festival 2011, Multipower International restored two Chinese locomotives to [[Federal Railroad Administration]] (FRA) Part 230 specifications and delivered them to the Railroad Development Corporation.<ref>[http://www.multipowerinternational.com/qjgallery.html Multipower International, Inc. - QJ Gallery]</ref> {{clear right}} ===Germany=== [[File:95 027 Bw Berlin-Schöneweide 12.09.10.JPG|thumb|[[Prussian T 20]], class BR95]] Examples on the German railway systems included classes [[DRG Class 84|BR84]] and [[DRG Class 85|BR85]], both standard tank locomotive designs built in 1935 and 1937 respectively, and class BR95, a tank locomotive built in 1922 by the Prussian State Railways as the [[Prussian T 20]]. From 1936, the German railways built 28 three-cylinder {{nowrap|2-10-2}} tender freight locomotives of class [[DRG Class 45|BR45]], which were the most powerful [[steam locomotive]]s on the system.<ref>{{cite web |url=https://www.accucraftestore.com/gmloc-db-class-45 |title=DB Class 2-10-2 #45010 |publisher=Accucraft Trains |access-date=6 March 2021 |archive-date=6 March 2021 |archive-url=https://web.archive.org/web/20210306024646/https://www.accucraftestore.com/gmloc-db-class-45 |url-status=dead }}</ref> Further examples, still in regular service, are the metre-gauge [[DR Class 99.23-24]] on the [[Harz Narrow Gauge Railways]] and the 750 mm-gauge [[DR Class 99.77-79]] on the [[Rügen narrow-gauge railway]]. ===Greece=== [[File:Μα 1002.jpg|thumb|SEK class Μα]] '''SEK''' ({{lang|el-Latn|i=no|Sidirodromoi Ellinikou Kratous}}, [[Hellenic State Railways]]) '''class Μα''' (or class Ma; [[Mu (letter)|Mu]]-[[alpha (letter)|alpha]]) was a class of '''2-10-2''' [[steam locomotive]]s built by Ansaldo and Breda in 1953. They were numbered Μα 1001-1020. The Μα locomotives were the last steam locomotives acquired by SEK before conversion to diesel traction. They were designed and built in Italy by [[Società Italiana Ernesto Breda|Breda]] (10 units) and [[Gio. Ansaldo & C.|Ansaldo]] (10 units) in 1953–1954, while some parts (including whole tender underframes) were made by Nuove Reggiane. The length of the locomotive with the tender was 24.93 m, the maximum height 4.51 m and service weight 136 t. The boiler operated at {{convert|18|bar|MPa psi}}, and their rated power was {{convert|2950|hp|MW}}. Maximum speed was 90 km/h. Due to various technical problems, only two years after introduction they were modified by [[Henschel & Son|Henschel]] (1957–1958). The boilers were converted to burn [[heavy fuel oil]]. These locomotives were based at Aghios Ioannis Rentis and Thessaloniki depots and were used mainly for freight trains and for some express passenger trains on Piraeus–Thessaloniki and Thessaloniki–Idomeni mainlines until the early 1970s, when they were withdrawn by the [[Hellenic Railways Organisation]] (successor of SEK) due to complete conversion to diesel traction. Only two examples survived the 1984-1985 steam locomotives scrappings. One of them, 1002 was set on display as part of the theatre {{langnf|el|Το Τρένο στο Ρουφ|The Train at Rouf}}, at Rouf station in Athens. The other one is at Thessaloniki old railway station, not preserved. === India === The [[Bombay Port Trust]] had a pair of 2-10-2 tank locomotives, numbered 25H and 26H, for [[hump shunting]], weighing in at 105.5 tons. Built by [[Nasmyth, Wilson and Company]] in 1922, they had {{convert|4|ft|3|in|m|abbr=on}} driving wheels, and {{convert|23.5|x|26|in|mm|abbr=on}} cylinders. Both were withdrawn and scrapped in 1976.<ref>{{cite book |last=Hughes |first=Hugh |date=1979 |title=Steam Locomotives of India, Part 3 - Broad Gauge |url=https://archive.org/details/steamlocomotives0000hugh/mode/2up |url-access=registration |via=[[Internet Archive]] |location=[[Harrow, Middlesex]] |publisher=Continental Railway Circle |pages=82-83 |isbn=9780950346946 |access-date=}}</ref> ===Mozambique=== [[File:Mozambique CFM Class 250 2-10-2 no 252.JPG|thumb|CFM Class 250 {{nowrap|2-10-2}} No. 252]] While the {{nowrap|2-10-2}} wheel arrangement was not very common in Africa, the [[Lourenco Marques]] system in [[Mozambique]] ({{lang|pt|i=no|[[Caminhos de Ferro de Moçambique]]}} or CFM) had altogether 37 locomotives of this type, in three classes. * Nine locomotives of the Series 200, numbered 201 to 209, were built by [[Baldwin Locomotive Works]] between 1915 and 1919.<ref name="CFM diagram">Rolling Stock Diagrams, {{lang|pt|Caminhos de Ferro de Moçambique - Divisão de L. Marques}}</ref> * Six more Santa Fe type locomotives of the Series 214, numbered 214 to 219, were built by [[Henschel & Son|Henschel and Son]] in 1951.<ref name="CFM diagram"/><ref name="Henschel"/> * Twenty-two locomotives of the Series 250, numbered 251 to 272, were built by Henschel in 1955.<ref name="CFM diagram"/><ref name="Henschel"/> {{Clear}} ===Philippines=== {{Main|Manila Railroad 200 class}} [[File:MRR Santa Fe on a Turntable in Lucena.png|thumb|MRR 200 class on a turntable in [[Lucena, Philippines|Lucena, Quezon]].]] The Manila Railroad Company (now the [[Philippine National Railways]]) acquired ten 200-class locomotives in 1922 from the [[American Locomotive Company]] (Alco) and was purchased alongside the [[4-8-2]] 170-class. Based on [[Henry Kirke Porter]]'s acclaimed design of the [[Manila Railroad 45 class|45 class]], these were intended to replace the original Scottish-built [[tank locomotive]]s as well as a small group of 4-4-2 tender locomotives that were acquired from the company's predecessors.<ref name="rle">{{cite magazine |last=Snowden Bell |first=J. |date=March 1922 |title=New Mountain Type and Santa Fe Type Locomotives for the Manila Railroad |url=https://archive.org/details/railwaylocomotiv35newyuoft/ |magazine=Railway and Locomotive Engineering |location=New York City |access-date=October 2, 2020}}</ref> They were serviced to haul heavy freight trains on the South Main Line between [[Tutuban station|Manila]] and {{stn|Lucena}}.<ref name="paez">{{cite journal |last1=Paez |first1=Jose |date=December 31, 1922 |title=1923 Report of the General Manager |journal=Reports of the General Manager, Manila Railroad Company}}</ref> This class also had one of the largest cylinders of any unarticulated Cape-gauge locomotive according to Alco, but it comparatively had small boilers and grills.<ref>{{Cite web |first=Steve |last=Llanso |title=Manila Railroad 2-10-2 Locomotives in Philippines |url=https://www.steamlocomotive.com/locobase.php?country=Philippines&wheel=2-10-2&railroad=mr |agency=Sweat House Media |access-date=October 2, 2020}}</ref> Their arrival also called for larger {{Convert|80|ft|m|adj=on}} [[railway turntable|turntables]] in both ends of the line, making them some of the largest and most powerful locomotives that entered Philippine service.<ref name="paez"/><ref>{{Cite web|title=Manila RR 'Santa Fe' Locomotive 2-10-2 - 1922|url=https://www.flickr.com/photos/ssave/22821041720/|website=Flickr|date=19 November 2015 |access-date=March 16, 2020}}</ref> Out of ten locomotives, four managed to survive World War II, all of which were still in active service in 1952.<ref>{{Cite report |title=Motive Power and Rolling Stock |work=Report of Survey of the Manila Railroad Company and the Preliminary Survey of Railroads for Mindanao |publisher=De Leuw, Cather and Company; Manila Railroad Company |url=https://www.filipinaslibrary.org.ph/biblio/106523/ |date=July 1952 |accessdate=April 13, 2021}}</ref> However, these locomotives were retired after the MRR turned to upgrading its fleet to [[diesel locomotive]]s in 1956. Not a single unit was preserved. {{Clear}} ===Poland=== [[File:Lokomotywa OKz32-2 z pociągiem retro PKP Cargo na p.o. Kasina Wielka..jpg|thumb|PKP Class OKz32]] Twenty-five [[PKP class OKz32|OKz32]] 2-10-2 tank locomotives were built by [[H. Cegielski – Poznań]] and delivered to [[Polish State Railways|PKP]] between 1934 and 1936. They were used mainly to work passenger trains between [[Kraków]] and [[Zakopane]], a difficult railway line, steep in places, with many sharp curves, and requiring three direction changes.<ref name=pokr>{{cite book|first=Bogdan|last=Pokropiński|title=Parowozy normalnotorowe produkcji polskiej|trans-title=Normal gauge steam locomotives of Polish manufacture|place= Warsaw|publisher=Wydawnictwa Komunikacji i Łączności|year=2007|isbn=978-83-206-1617-0|language=pl|pages=108–110}}</ref> One has been preserved in working condition.<ref name=pokr/> ===Romania=== [[File:Romania CFR 151.002 2-10-2.JPG|thumb|left|CFR 151.000 no. 151.002 at Cluj Depot]] [[Romania]] designed its 151.000 Class as freight locomotives to serve on the [[Căile Ferate Române]] (CFR). These locomotives used a straightforward two-cylinder {{convert|650|x|720|mm|in|adj=on}} engine with {{convert|1500|mm|in|0|adj=mid|-diameter}} coupled wheels and a total weight in working order of {{convert|123|t}}. The heating surface of the boiler was {{convert|254.8|m2}}, of which {{convert|98.5|m2}} were superheated, while the grate area was {{convert|4.72|m2}}. At a [[tractive effort]] of {{convert|21294|kgf|kN lbf}}, they were the most powerful steam locomotives built in Romania.<ref>[http://www.railwayfan.ro/aburi/html/151.html 151.000 Class Locomotive] {{Webarchive|url=https://web.archive.org/web/20091217042239/http://www.railwayfan.ro/aburi/html/151.html |date=2009-12-17 }} at railwayfan.ro {{in lang|ro}}</ref> Two of these locomotives were built by the [[FAUR|Malaxa Works]] in 1939 and 1941, numbered 151.001 and 151.002. Number 151.002 was preserved. {{Clear}} ===South Africa=== [[File:SAR Class 18 (2-10-2).jpg|thumb|[[South African Class 18 2-10-2|SAR Class 18]]]] On {{RailGauge|Cape|allk=on}}, this wheel arrangement was first used by the [[Rail transport in South Africa|South African Railways]] (SAR) in 1927. Two [[South African Class 18 2-10-2|Class 18]] steam locomotives, the most powerful non-articulated locomotives to see service on the SAR, were introduced on the line between [[Witbank]] and [[Germiston]] in an attempt to ease problems that were being experienced with increasingly heavy coal trains. It was designed by Colonel F.R. Collins [[Distinguished Service Order|DSO]], Chief Mechanical Engineer of the SAR from 1922 to 1929, and built by [[Henschel & Son|Henschel and Son]] in Germany. They were three-cylinder locomotives, with the two outer cylinders using [[Walschaerts valve gear]] and the inner cylinder using [[Gresley conjugated valve gear]], actuated by the motions of the outer cylinders.<ref name="Henschel">{{lang|af|Henschel-Lieferliste}} (Henschel & Son works list), compiled by Dietmar Stresow</ref><ref name="Holland 2">{{Holland-Vol 2|pages=51-52, 71, 107}}</ref><ref name="Paxton-Bourne">{{Paxton-Bourne|pages=10-11, 69, 73-74}}</ref><ref name="Durrant">{{Durrant-Twilight|pages=27-30, 63-64}}</ref><ref>South African Railways & Harbours Photo Journal, Vol. 1, no 8, pp. 1-3, by Les Pivnic</ref> [[File:SAR Class 20 2485 (2-10-2) Condenser.jpg|thumb|left|[[South African Class 20 2-10-2|SAR Class 20]] as experimental condensing locomotive]] One more {{nowrap|2-10-2}} locomotive, the [[South African Class 20 2-10-2|Class 20]], was designed for branch line work on light rail by A.G. Watson, Chief Mechanical Engineer from 1929 to 1936. Only one locomotive was built by the SAR at its Pretoria Mechanical Shops at Salvokop in 1935.<ref name="Holland 2"/><ref name="Paxton-Bourne"/> In 1950, this sole Class 20 locomotive was modified to an experimental condensing locomotive, equipped with a condensing tender that was ordered from Henschel in Germany in 1948. Beginning in 1951, tests with the condensing Class 20 were conducted in the Eastern Transvaal and the [[Karoo]]. The positive results of the condensing trials proved the viability of condensing locomotives in [[South Africa]] and led to the introduction of the [[South African Class 25 4-8-4|Class 25 {{nowrap|4-8-4}}]] condensing locomotive fleet in 1953.<ref name="Henschel"/><ref name="Holland 2"/><ref name="Paxton-Bourne"/><ref name="Durrant"/> {{Clear}} ===Soviet Union=== In the Soviet Union, {{nowrap|2-10-2}} locomotives were used to haul heavy freight trains. Two series were relatively common, the [[Steam locomotive FD|FD (for Felix Dzerzhinsky)]] with more than three thousand built through the 1930s, and the LV (Lebedyansky, modified by the Voroshilovgrad plant).<ref>[http://htynf.zx6.ru/seriafd1.htm Russian article on the 2-10-2]</ref> [[File:Parovoz_"Felix_Dzherzinski"_in_Brest_museum.jpg|thumb|left|[[Soviet locomotive class FD]] {{nowrap|2-10-2}} in [[Brest, Belarus|Brest]] museum]] The FD class was developed from ALCO and Baldwin heavy freight locomotives that were imported to the Soviet Union, where they were designated as the Ta and Tb classes respectively. The first FD class locomotive was built at the Voroshilovgrad Locomotive Plant in 1931. In 1932, the Voroshilovgrad plant began with the mass production of FD20 locomotives. In the process of production, their construction was improved constantly. Production was interrupted at the outbreak of the Great Patriotic war in 1941 and was only resumed in 1942, when four locomotives were built in Ulan Ude. The total production was 2,927 locomotives of FD20, and 286 locomotives of FD21. The two subclasses only differed in respect of their types of superheater. [[File:OR18-01 at Lebyazhye Railway Museum, Leningrad Oblast, Russia.JPG|thumb|right|OR18-01 at [[Lebyazhye, Lomonosovsky District, Leningrad Oblast|Lebyazhye]] Railway Museum]] In 1958, 1,054 FD class locomotives were sold to China, where they worked until the 1980s. A much lesser number were sold to North Korea at around the same time.<ref>[http://www.railography.co.uk/info/cn_steam/profiles/fd.htm Railography : Chinese Steam Profiles - FD Class 2-10-2]</ref> The [[Soviet locomotive class LV]] was developed from the previous L class 2-10-0 locomotive by the Voroshilovgrad plant. It used a [[feedwater heater]] to increase [[thermal efficiency]] and was the most efficient freight steam locomotive in the Soviet Union, with thermal efficiency of 9.3%. The first prototype was named OR18-01 (October Revolution plant, 18 ton axle load). A total of 522 LV class locomotives were built. Several were preserved, including the first, OR18-01, and the last, LV-0522. ===Spain=== [[File:Locomotora de Vapor 151F-3101.jpg|thumb|RENFE 151.5001 at [[Railway Museum of Catalonia]]]] In Spain, the {{nowrap|2-10-2}} wheel arrangement was represented by one series of 22 locomotives. They were initially ordered for the {{lang|es|i=no|Compañía del Norte}}, but [[RENFE]] kept the entire series in reserve. Built between 1941 and 1944 in the {{lang|es|i=no|La Maquinista Terrestre y Maritima SA}} factory in [[Barcelona]] for hauling heavy coal trains, they were amongst the most powerful steam locomotives in Europe. They had three cylinders, but used simple expansion and were known as ''Santa Fe'' locomotives. {{Citation needed|date=November 2012}} ===United States=== [[File:Santa Fe 2-10-2 Baldwin locomotive.jpg|thumb|left|[[Atchison, Topeka and Santa Fe Railway|AT&SF]] {{nowrap|2-10-2}} No. 3932]] In the United States, the {{nowrap|2-10-2}} type was produced between 1903 and 1930. The first were the [[Atchison, Topeka and Santa Fe Railway]] (AT&SF) engines of the 900 and 1600 series, which were an early type with few advantages over the [[2-10-0|{{nowrap|2-10-0}} Decapod]], save their ability to operate in reverse without derailing. By 1919, the AT&SF was building the definitive type, with the trailing truck supporting a large firebox. These were of the AT&SF 3800 class. One of them, AT&SF engine No. 3829, was equipped with an experimental two-axle trailing truck to become the first {{nowrap|[[2-10-4]]}} Texas type.<ref name="Swengel"/> [[File:USRA Light Santa Fe.jpg|thumb|[[Southern Railway (U.S.)|Southern Railway]] [[United States Railroad Administration|USRA]] {{nowrap|2-10-2}} Light Santa Fe No. 5200]] About 2,200 Santa Fe types were built, including about 500 of the two [[United States Railroad Administration]] (USRA) [[First World War]] standard designs. There were two USRA standard {{nowrap|2-10-2s}}, the heavy version with an engine weight of {{convert|380000|lb|t}} and the light version with an engine weight of {{convert|352000|lb|t}}. The Santa Fe had the most with 352 engines.<ref name="Swengel"/> Of the {{nowrap|2-10-2s}} built for the Santa Fe, only one has been preserved.<ref name=Bartlesville>{{cite web|url= http://bartlesvillelocomotive.org/ |title=Bartlesville Depot's Train Display| publisher=Bartlesville Downtown Depot/Visitor Center|accessdate=October 16, 2021}}</ref> AT&SF No. 940 is on static display outside the Santa Fe depot, now a Visitor Center, in [[Bartlesville, Oklahoma]].<ref name=Bartlesville/> [[File:Reading 2-10-2 locomotive.jpg|thumb|left|[[Reading Company|Reading Railway]] {{nowrap|2-10-2}} No. 3000]] The heaviest {{nowrap|2-10-2s}} were ten locomotives built by [[Baldwin Locomotive Works]] for the [[Reading Company|Reading Railway]] {{circa|1931}}, weighing {{convert|451000|lb|t}}, engine only.<ref name="Staufer"/> At {{convert|104000|lbf|kN}}, the [[Illinois Central Railroad]]'s 2800 class rebuilds probably had the highest calculated tractive effort of any two-cylinder steam locomotive, although the adhesive weight was only {{convert|333000|lb|t}}.<ref name="Staufer">Staufer, Alvin F. (ed.), ''B&O Power: Steam, Diesel and Electric Power of the Baltimore and Ohio Railroad 1829–1965'', Staufer, Medina, n.d. pp. 152–167</ref> [[File:Baltimore & Ohio 2-10-2 freight locomotive, 6206 (CJ Allen, Steel Highway, 1928).jpg|thumb|right|[[Baltimore and Ohio Railroad]] {{nowrap|2-10-2}} No. 6206]] The [[Baltimore and Ohio Railroad]] ordered its first {{nowrap|2-10-2}} from Baldwin in 1914. From 1914 to 1956, their {{nowrap|2-10-2s}} bore numbers commencing with ''6'', hence the nickname "Big Sixes". Designated the S class, there were several sub-classes. The first of the Big Sixes was retired in 1951 and were all scrapped by 1960.<ref name="Staufer"/> [[File:Image from page 402 of "Railway mechanical engineer" (1916).jpg|thumb|left|Southern Railway Ss class {{nowrap|2-10-2}} No. 5016]] The Southern Railway (SOU) ordered its first batches of fifty-five {{nowrap|2-10-2}} [[Southern Railway Ss class|Ss class]] steam locomotives (Nos. 5000–5054) from Baldwin in 1917.<ref name="SouthernRailwaySteam">{{Cite book|last=Prince|first=Richard E.|year=1970|title=Steam Locomotives and Boats: Southern Railway System|edition=2nd|pages=122–124|publisher=Wheelwright Lithographing Company|isbn=0-9600088-4-5}}</ref> The second batches of twenty-five {{nowrap|2-10-2s}} (Nos. 6350–6374) were built by the [[American Locomotive Company]]'s (ALCO) [[Richmond Locomotive Works|Richmond Works]] in 1918 originally for SOU's [[Cincinnati, New Orleans and Texas Pacific Railway|Cincinnati, New Orleans and Texas Pacific]] (CNO&TP) division.<ref name="SouthernRailwaySteam"/> The latter batches were later moved to the SOU's main division and renumbered to 5055–5079 when they were proved to be too bulky for the CNO&TP [[tunnel]]s' tight clearances.<ref name="SouthernRailwaySteam"/> After receiving the last batches of Ss types, the SOU received fifty more {{nowrap|2-10-2s}} (Nos. 5200–5249) from ALCO's [[Brooks Locomotive Works|Brook Works]] in a [[USRA Light Santa Fe]] design which were classified as Ss-1.<ref name="SouthernRailwaySteam"/> Both classes were assigned to SOU's [[Asheville, North Carolina|Asheville]] division, [[bank engine|banking]] and hauling heavy freight trains up the steep [[Saluda Grade]] and [[Old Fort, North Carolina|Old Fort]] Loops in the [[Blue Ridge Mountains]].<ref name="SouthernRailwaySteam"/> Between the late 1930s and the early 1950s, all of the Ss and Ss-1 steam locomotives were retired and scrapped with none surviving into preservation.<ref name="SouthernRailwaySteam"/> The Union Pacific Railroad rostered 144 {{nowrap|2-10-2}} locomotives, under the designation of TTT (Two-Ten-Two). They were divided into classes TTT-1 through TTT-7, but all had the same cylinder dimensions, driving wheel diameter and boiler pressure.<ref>{{Cite web |title=Los Angeles & Salt Lake / Oregon Short Line / Oregon-Washington RR & Navigation / Union Pacific / Utah Railway {{nowrap|2-10-2}} "Santa Fe" Locomotives in the USA |url=https://www.steamlocomotive.com/locobase.php?country=USA&wheel=2-10-2&railroad=up |access-date=2022-05-26 |website=www.steamlocomotive.com}}</ref> Of these, only one locomotive survives; [[Union Pacific 5511]] was donated to the Railroading Heritage of Midwest America, who are {{as of|2025|lc=on}} restoring the locomotive to operation.<ref>{{Cite web|title=Railroading Heritage of Midwest America - official website|url=https://rrhma.com/|publisher=Railroading Heritage of Midwest America|access-date=June 2, 2022|archive-url=https://web.archive.org/web/20220428204715/https://rrhma.com/|archive-date=April 28, 2022}}</ref><ref name="Donation">{{Cite web|last=Glischinski|first=Steve|date=April 28, 2022|title=Railroading Heritage of Midwest America, Union Pacific agree to donation of Challenger, other locomotives, cars|url=https://www.trains.com/trn/news-reviews/news-wire/railroading-heritage-of-midwest-america-union-pacific-agree-to-donation-of-challenger-other-locomotives-cars/|work=[[Trains (magazine)|Trains]]|publisher=[[Kalmbach Media]]|access-date=June 2, 2022|archive-url=https://web.archive.org/web/20220428191606/https://www.trains.com/trn/news-reviews/news-wire/railroading-heritage-of-midwest-america-union-pacific-agree-to-donation-of-challenger-other-locomotives-cars/|archive-date=April 28, 2022}}</ref> The Denver and Rio Grande Western rostered ten {{nowrap|2-10-2}} locomotives, under the class designation of F-81, rostered as Nos. 1400–1409, and purchased from Alco in 1916. None survived into preservation, all of them being scrapped between 1952 and 1955.<ref>{{Cite web |title=DRGW.Net {{!}} D&RG Class 429 / D&RGW Class F-81 Standard Gauge Steam Locomotives |url=https://www.drgw.net/info/F-81 |access-date=2023-12-07 |website=www.drgw.net}}</ref> {{Clear}} ==References== {{Commons category}} {{Reflist}} {{Whyte types}} [[Category:Whyte notation|10,2-10-2]] [[Category:2-10-2 locomotives| ]] [[Category:1′E1′ locomotives| ]]
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