Alas, so is the boiler pressure since that figure is not present anywhere in the account. The article notes that the Reading used this engine on its Royal Blue Express trains between Philadelphia and Atlantic City "with remarkably good results", says the unidentified correspondent. No hot journals were reported, he notes, and the boiler supplied plenty of steam on a schedule that called for speeds between 55 & 75 mph between stops.
Data from Traite pratique de la machine locomotive ... By Maurice Demoulin, 1898
Librairie polytechnique, Baudry et Cie, p 384
The Traite pratique notes that the design had an extended smokebox, which was seldom used in combination with a Wootten firebox. Locobase estimates the entry date, noting that in any case this was an 1890s camelback.
Data from Angus Sinclair, "Ratio of Heating Surface to Grate Area and Cylinder Volume," Railway and Locomotive Engineering (Volume 10, 1897), pp. 316-318.
Locobase can only wish for detailed information on pre-1900 LV camelbacks. Here's a class of express locomotives included among the list of locomotives Sinclair compiled in 1897.
Data from Angus Sinclair, "Ratio of Heating Surface to Grate Area and Cylinder Volume," Railway and Locomotive Engineering (Volume 10, 1897), pp. 316-318.
It's interesting to compare the grate areas on this locomotive and the camelback shown in 9712 and then observe that the firebox heating surface areas were nearly identical. Unfortunately, Sinclair gives no class information on either entry, so Locobase can only infer a construction date.
| Specifications | ||||
|---|---|---|---|---|
| Class | ||||
| Locobase ID | 5705 | 8880 | 9712 | 9713 |
| Railroad | Lehigh Valley | Lehigh Valley | Lehigh Valley | Lehigh Valley |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Road Numbers | ||||
| Gauge | Std | Std | Std | Std |
| Builder | shops | shops | shops | shops |
| Year | 1890 | 1896 | 1896 | 1896 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | ||||
| Driver Wheelbase | 7' | 7.75' | ||
| Engine Wheelbase | 21' | 22.25' | ||
| Ratio of driving wheelbase to overall engine wheebase | 0.33 | 0.35 | ||
| Overall Wheelbase (engine & tender) | 0 | 0 | ||
| Axle Loading (Maximum Weight per Axle) | 0 | 0 | 0 | 0 |
| Weight on Drivers | 77616 lbs | 89300 lbs | 81800 lbs | 63400 lbs |
| Engine Weight | 108639 lbs | 127400 lbs | 140950 lbs | 90720 lbs |
| Tender Light Weight | 0 | 0 | 0 | 0 |
| Total Engine and Tender Weight | 0 | 0 | 0 | 0 |
| Tender Water Capacity | 0 | 0 | 0 | 0 |
| Tender Fuel Capacity (oil/coal) | 0 | 0 | 0 | 0 |
| Minimum weight per yard of rail on which locomotive could run | 65 lb rail | 74 lb rail | 68 lb rail | 53 lb rail |
| Geometry Relating to Tractive Effort | ||||
| Driver Diameter | 68" | 68" | 76" | 66.80" |
| Boiler Pressure | 180 psi | 160 psi | 180 psi | 140 psi |
| Cylinders (dia x stroke) | 19" x 26" | 20" x 24" | 19" x 26" | 20" x 24" |
| Tractive Effort | 21119 lbs | 19200 lbs | 18896 lbs | 17102 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.68 | 4.65 | 4.33 | 3.71 |
| Heating Ability | ||||
| Firebox Area | 0 | 0 | 148.98 sq. ft | 142 sq. ft |
| Grate Area | 63.59 sq. ft | 75.30 sq. ft | 63.97 sq. ft | 39.20 sq. ft |
| Evaporative Heating Surface | 1576 | 1858 | 2230 | 1572 |
| Superheating Surface | 0 | 0 | 0 | 0 |
| Combined Heating Surface | 1576 | 1858 | 2230 | 1572 |
| Evaporative Heating Surface/Cylinder Volume | 184.71 | 212.91 | 261.37 | 180.14 |
| Computations Relating to Power Output (More Information) | ||||
| Robert LeMassena's Power Computation | 11446 | 12048 | 11515 | 5488 |
| Same as above plus superheater percentage | 11446 | 12048 | 11515 | 5488 |
| Same as above but substitute firebox area for grate area | 0 | 0 | 26816 | 19880 |
| Power L1 | 0 | 0 | 7950 | 4076 |
| Power MT | 0 | 0 | 428.53 | 283.47 |
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