Eastmont Northern Fruitridge 2-10-2
After a year of conducting and experimenting a design for building a locomotive to be able to haul long trains, particularly in areas of high elevation and steep grades, the 2-10-2 was designed and put together in 1919. In 1920, it was submitted to the American Locomotive Works. A total of 89 locomotives were built over four years from 1920 to 1923.
The 'Fruitridge' 2-10-2 was named after a small town just south of Eastmont. The 2-10-2 was a powerful locomotive that was assigned mainly in areas of steep grades and high altitudes; the Garrard Pass, Kominak Mountains, and Slaton Ranges, but did make trips on flat land and valleys depending on where the train was heading and location. A 2-10-2 could pull a train 20 percent long and heavier than most other locomotives in service. Two 2-10-2s could do the same job as three consolidation 2-8-0s, three could do four Mountain 4-8-2s duties. Fewer crews and less motive power was needed, congestion was reduced and was more fuel efficient. The later and more advanced 4-10-2 three cylinder locomotive supplanted the 2-10-2 in mountain operations.
The 2-10-2 lasted for over 30 years of service, serving the railroad into the late 1950s. By June 1958 all 2-10-2s were retired and replaced the F9 and SD9; and amongst the other diesels purchased by the railroad to come along and replace steam in the 1950s. Later in their careers, 2-10-2s were less used in specific areas and for strategic purposes and situations and used throughout the system as needed. This was caused by the delivery of 2-8-4s, 2-10-4s, and the articulated steam locomotives purchased from the mid 1920s through the late 1930s and compounded by the retiring of aging 4-8-0s, 2-8-2s, 4-4-0s, 4-6-0s, and 4-6-2s, which also caused a log jam of motive power due to the fact it had more locomotives than it could use at any given time and would have at least 444 locomotives on average were sidelined for months at a time and used when a locomotive broke down, derailed, or needed servicing.
