Fort Wayne, Cincinnati & Louisville / New York, West Shore & Buffalo / Big Four / St Lawrence & Adirondack / Lake Shore & Michigan Southern / Pittsburgh & Lake Erie / Boston & Albany / Fall Brook Coal Company / New York Central / Beech Creek, Clearfield & Western / Toledo & Ohio Central / Zanesville & Western 4-4-0 "American" Type Locomotives

Data from November 1894 American Engineer & Railroad Journal (AERJ).

Designed to pull six "Wagner" cars (vestibuled and heavy) over the Berkshires without helpers, The schedule demanded a running time of 183 minutes over 103 miles (33.7 mph average) over a profile that included 8 miles of 1.5% ascent eastbound and a steeper grade for 12 miles westbound.

The design was also limited by a maximum weight on drivers of 74,000 lb and lighter-weight components including a hollow crank pin were designed to meet that requirement. The AERJ also noted that the lower weights would also reduce hammer-blow. AERJ's surmise that the total heating surface was about as large as feasible for an 8-wheeler was correct for the time and only a series of French designs ever had larger boilers at such adhesion weights.

Class 11 / Q-6 (Locobase 11637)

Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University - their catalogue Vol 15, p. 142. Works numbers were 10163-10164 in August 1889.

Originally chartered as the Fort Wayne, Muncie & Cincinnati, this railroad connected Muncie, Ind to Fort Wayne. In 1901, it was taken over by the Lake Erie & Western, which later rolled into the New York Central system.

Class 13 (Locobase 11106)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 6-7.

Class 211 (Locobase 11109)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 10-11

Virtually identical to the Fitchburg locomotive from the same catalogue and shown in Locobase 11108, this design had somewhat smaller drivers and a 1"smaller cylinder diameter. Adhesion weight also came in slightly lower.

Class A / C-15 (Locobase 5236)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp96.gif (visited December 2002). Built before many of the other 4-4-0 classes, this quintet had an unusually shallow firebox with a wide grate. Were these anthracite burners? Also, these engines had very small boilers for their cylinder volume.

C-15As (3 of the 5) had 70" drivers.

Many more of this basic design were built with the narrow, deep firebox. See C-17

Class A / C-4 (Locobase 5226)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp91.gif (visited December 2002). One of the oldest classes to appear on that roster, these engines sit firmly in the post-Civil War era of locomotive design. Some were built by Schenectady, others by NY&HRR shops at East Buffalo, Syracuse, and West Albany.

Class A-1 / C-5/C-5A (Locobase 5227)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp91.gif (visited December 2002). A successor to the C-4, these continued the line of narrow-grate Americans. Differences included cylinders an inch larger in diameter (18"), more firetubes, but a smaller grate (except for 960, which had a wider grate that amounted to 20 sq ft in area.). Some were built by Schenectady, others by NY&HRR shops at East Buffalo, Syracuse, and West Albany.

The single C-5A was identical except for its 73" drivers.

Class A-1x / C-6 (Locobase 5228)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp95.gif (visited December 2002). Continuing the line of 70"-drivered Americans, this class reproduced the C-5 dimensions with these differences: a shallower firebox, but larger boiler diameter. I'm guessing they were going for more steam-making room

Some were built by Schenectady, others by NY&HRR shops at East Buffalo, Syracuse, and West Albany. Several had "Rome" as a builder, but I'm not sure if that was Rome shops or the Rome Locomotive Works.

Class A-2 / C-7 (Locobase 5229)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp97.gif (visited December 2002). A smaller American than the 70" mainliners, I suspect these were branch-line engines.

Built by NY&HRR shops at East Buffalo, Syracuse, and West Albany.

Class B // C-17/C-17A (Locobase 5240)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp117.gif (visited December 2002).

Built to the same dimensions as the shallow-firebox C-15s, this much larger aggregation had the more typical narrow firebox. When they were renumbered in 1899, the class was divided between 30C-17s, with 69" drivers (62" centers) and the 37 C-17As, which had the alternate 70" wheels (63" centers). (Three of the 70 were sold to the Norfolk Southern Railway before the 1899 renumbering.)

Class B-1 / C-10 (Locobase 5232)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp101.gif (visited December 2002).

Notice the spread between driving axles as the designers increased the boiler size. Firebox was slightly larger than earlier Americans, but not by much. The Rome works built 4 of the locomotives still in service in 1902, Schenectady the other 12 in the series.

Class C-103 (Locobase 7069)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Relatively high-drivered Americans for this western Pennsylvania industrial road. Compared to the parent railroad's contemporaneous C class, these were about the same size but had a smaller grate and larger firebox as well as taller drivers. On the New York Central, the trains this design would haul were found on branch lines where speed wasn't a premium. On the P & LE, this design pulled expresses.

Class C-104/C-105 (Locobase 7068)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Slightly larger than their C-103 predecessors, these were medium-traffic passenger engines for this western Pennsylvania subsidiary of the New York Central. Compared to their contemporaries in the system, they had bigger boilers and slightly more firebox area.

Class C-16/C-16A (Locobase 5237)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp113.gif (visited December 2002). As the NY&HRR moved toward the 20th Century, traffic demands sparked a growth in locomotive size. This class, while not possessing particularly big boilers, saw increases both in grate area and in adhesion weight. The 4 C-16As were identical except for their 70" drivers.

The 1902 guide shows only 7 locomotives, most with building dates that reflect a rebuilding program in the mid-1890s.

Class C-16B/C-16C (Locobase 5238)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp115.gif (visited December 2002). These may be the soft-coal burning equivalents of the C-16s; the former's fireboxes were much deeper and narrower. The 7 C-16Cs were identical except for their 70" drivers.

The 1902 guide shows only 7 locomotives, most with building dates that reflect a rebuilding program in the mid-1890s.

Class C-18/C-18A (Locobase 5239)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp119.gif (visited December 2002). Similar to the earlier C-17s, but built a few years later with smaller drivers and slightly smaller boiler. The 4 C-18As had 64" drivers (57" centers).

Class C-19 (Locobase 5242)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp121.gif (visited December 2002). Relatively large boiler for the grate area in these freight engines.

Class C-2 (Locobase 2157)

Data from 1899 Brooks Catalogue; built for the St. Lawrence & Adirondack Railway. Works numbers were 2772-2774, June 1897

Boiler was improved Belpaire type, firebox had 13.26 sq ft of arch pipes. Slightly different data from the 1902 New York Central guide to locomotives reproduced at http://www.rr-fallenflags/nyc/nyc-lbp208b.gif (visited December 2002). The St L & A engines 6, 10-12 are noted and this design certainly fits the particulars quite closely. Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004 suggests that only 5, 6, and 7 came from Brooks.

10, 11, and 12 were delivered in 1899.

Staufer (New York Central's Early Power, 1967) says that #5 had a busy career, going to the Central Vermont as #249, then to the Rutland as #190, and finally coming under the NYC banner as #1000. After its NYC career, the former 5 went back to the Rutland as 80 and finished its career renumbered 61.

6 stayed with the St L & A until 1916, according to Rumary-Lambert, becoming NYC 1002 in that year.

Number 7 went to the Rutland as their 250, was renumbered 191, then was sold to the NYC as 1001. Then back to the Rutland as 81, closing out its career as 66.

Class C-20 (Locobase 5241)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp120.gif (visited December 2002). Similar to the C-18s, but with much smaller drivers (i.e., more emphatically freight engines), a slightly longer set of firetubes and larger grate.

Class C-21 (Locobase 5243)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp120.gif (visited December 2002). A stray one-class engine by a less-well-known builder.

Class C-22 (Locobase 5244)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp123.gif (visited December 2002). Typical of the late 19th-Century locomotives built for the NY&HRR. The dome is moving forward along the boiler, which is sharply coned to the 1st course.

Class C-23 (Locobase 5245)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp125.gif (visited December 2002). As the American design reaches its design peak, the dome now sits over the front driving axle, the smokebox is extended, but the grate is still relatively narrow.

Class C-24 (Locobase 5246)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp127.gif (visited December 2002). Unusual for NY&HRR Americans was the relatively close spacing of the driving axles. This put the firebox over the rear axle, raising the profile considerably.

Class C-26 (Locobase 5247)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp120.gif (visited December 2002). Early '80s low-pressure design for the Pennsylvania coal road that was leased to the NYC & HR in 1890 and taken over in 1899..

Class C-26A (Locobase 5248)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp128.gif (visited December 2002). Apparently based on the earlier design that was later designated C-26, this engine had the same grate but more firetubes.

Class C-51A (Locobase 2848)

Designed by GW Stevens, Chief of motive power at the Lake Shore and Michigan Southern. These rangy engines still had the dome just ahead of the cab. A rebuild in 1907-1908 replaced the boiler with a dome that sat over the front driving axle.

Class C-52B (Locobase 9726)

Data from the NYC 8 - 1917 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Class C-63A to C-63G (Locobase 9719)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The diagram for this class shows a typical deep-firebox American from the late 19th Century. Its steam dome stood over the firebox and behind a sharply tapering boiler course that had a second dome (for sand?) at the front. The slender first course gave a lean look to the design.

The table of engine numbers shows that most of the class were built by the Cleveland, Cincinnati, Chicago & St Louis at various shops over a 6-year period. Locobase notes that the other locomotives in the class were rebuilds of earlier engines. The data in the specs relates to the C-63B; others had an arch tube that added 10 sq ft to the firebox. Some were pressed to 160 psi.

Class C-64, C-64A (Locobase 9720)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

There were two subclasses for this boiler. Two C-64s delivered in 1902 had 69" drivers and weighed about 3 tons more; they and 4 of the C-64As (7077-7081) were built by the Pittsburgh & Erie Railway. The other 4 were built by Rhode Island Locomotive Works.

Class C-69, C-69A (Locobase 9721)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

At least two C-69 series (which included 1 each of the C-69A (67" drivers), C-70, and C-71 classes) received one arch tube that added 10 sq ft to the firebox heating surface.

Class C-71/C-72 (Locobase 9722)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The latter two engines - C-72 - had a driver wheelbase of 9 feet.

Class C-73 (Locobase 9723)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Class C-74 (Locobase 9711)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Delivered in the same year as the C-75s shown in Locobase 9710, these engines had the more traditional deep, narrow fireboxes. Such furnaces had smaller grates but more overhal direct heating surface. The C-75s were more like the locomotives that would soon replace these Eight-wheelers.

Class C-75 (Locobase 9710)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These were delivered by the same builder in the same years the C74s, but they had longer, shallower, and somewhat wider fireboxes. As a consequence, these had substantially more grate area because the grate now rode above the driving axles. Overall direct heating surface did not change very much.

Class C-77/-78/-79 (Locobase 3146)

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis. 1895 Railway Age data.

Additional data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Class C-78 (Locobase 9724)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Class C-79 (Locobase 3272)

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis. These locomotives were virtually identical to the two delivered in 1895 except for a longer stroke and taller drivers. The longer stroke may have been adopted to compensate for the taller drivers, for the tractive effort was about the same.

The 15 July 1898 Railroad Gazette that reports the 1898 buy notes that the four locomotives are to be used to haul the Knickerbocker Special between Cleveland and St. Louis. This train consisted of 1 or 2 day coaches, a "buffet" car, and 3 sleeping cars for a total trailing weight of 250-300 tons. Booked average speed for the run was 40 mph.

The illustration shows a typically upright end-of-century 8-wheeler with conical safety-valve cover, rounded steam dome over the first axle, second dome forward of the boiler taper and just behind a capped stack.

Class C-79 (Locobase 9725)

Data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Class C-8 (Locobase 5230)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp96.gif (visited December 2002). Slightly larger than the branch-line C-7s, but intended for the same duty, one suspect.

Of the 3 remaining in 1902, all were built by NY&HRR shops at East Buffalo.

Class C-9/C-9A/C-9B/C-9C (Locobase 5231)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp99.gif (visited December 2002).

A large class, perhaps the largest of all 4-4-0 classes built for the NY&HRR. In fact, the C-9 designation appears to have covered a variety of very similar designs that differed in the number of firetubes or cylinder diameter or tube diameter.

In the 1902 guide the following subtypes are identified:

Lowest

engine

number # in subtype remarks

407 1 16 x 24" cylinders;169 2" tubes,

11.17' long; 48" boiler.

476 5 180 2" tubes; weight 85,800 lb

482 12 198 2" tubes; 11.67' long;

weight 85,800 lb

498 5 138 2 1/4" tubes, 11.33' long;

weight 76,000 lb

The C-9A series had mostly 47 1/2" diameter boilers and 160 2" tubes. Two of the 6 had slightly larger fireboxes. C-9B was one engine built in 1878 with a 15.8-sq ft grate area. C-9C was an 1880 engine with only 134 2" tubes, 15.3-sq ft grate, and 46" diameter boiler. 448 tipped the scales at 69,000 lb.

Class C-95A (Locobase 5207)

Classic late 19th-Century American with narrow grate, dome just ahead of the cab, slender front boiler course. The Richardson balanced slide valves had 6 1/4" of travel.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. 5 in the class (works #1715-1719), all of which were renumbered 468-472 When the NYC took control, all wer renumbered again 9550-955. Of these, 9551-9553 were later renumbered 9719-9721.

Data from http://www.rr-fallenflags.org/nyc/toe-p29.gif (visited December 2002).

Class C-95A (Locobase 5222)

Identical to Toledo & Ohio Central locomotives purchased in the same years.. The Richardson balanced slide valves had 6 1/4" of travel.

Data from http://www.rr-fallenflags.org/nyc/toe-p65.gif (visited December 2002).

Class C-97A (Locobase 5210)

This first trio from Brooks was the only subclass of the T&OC's C-97 group to be superheated. See 5211 for the result.

Data from http://www.rr-fallenflags.org/nyc/toe-p33.gif (visited December 2002).

Class C-97A - superheated (Locobase 5211)

Superheating the C-97a may have been an attempt to sample the benefits at relatively low cost. In such a small boiler, the gain can't have been very great. Moreover, if the 1917 diagram is accurate, few of the other usual changes -- piston valves, Walschaerts gear, dropping the boiler pressure -- were made.

Data from http://www.rr-fallenflags.org/nyc/toe-p33.gif (visited December 2002).

Class C-97B (Locobase 5208)

Somewhat after the fact, these Americans obviously filled branch-line needs. These had Richardson balanced slide valves with 6 1/4" of travel.

Data from http://www.rr-fallenflags.org/nyc/toe-p35.gif (visited December 2002).

Class C-97C (Locobase 5209)

Identical to the year-earlier C-97b with a few more fire tubes and Walschaerts valve gear moving Richardson balanced slide valves through 5 1/2" of travel. (Could the shorter travel represent a change to the radial valve gear from the Stephenson link motion?).

Data from http://www.rr-fallenflags.org/nyc/toe-p37.gif (visited December 2002).

Class F / C-11 (Locobase 5233)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp103.gif (visited December 2002). These are higher-drivered C-10s with more boiler tubes, a deeper firebox (which accounts for all the increase in firebox heating area), and a higher boiler pressure.

Rome and Schenectady shared the production of the first 10 in March 1889. 1004-1007 (built by Rome in 1890) originally were included in the C-6 class, but as their only difference from the C-11s was a lower boiler pressure (145 psi), they were moved to the C-11s.

Class G // C-12/C-12A (Locobase 5234)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp105.gif (visited December 2002). Also from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 30-31

Locobase had thought these might be freight-oriented Americans because of the emphasis on tractive power shown in the higher boiler pressure and short-stroke cylinders. But the 1897 Schenectady Catalogue said this class operated the "...suburban trains ...out of New York City."

The C-12s had a large and relatively shallow firebox. C-12A was one locomotive (1049) that had 18" x 22" cylinders.

Class H / C-13 (Locobase 5235)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp107.gif (visited December 2002). Very similar to the C-8s of the same vintage, but with slightly more distance between the tube sheets and a larger grate. (Curiously, the grate was much shallower, hence the lower total firebox heating surface.)

Class I / C (Locobase 5225)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp85.gif (visited December 2002). Although delivered originally in 1890, this class was rebuilt with extended wagon top boilers in 1901-1904. Given the date of the guide, it's likely that the data refer to that latter version.

Class I-1 / CB (Locobase 3937)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp87.gif (visited December 2002).

A Railroad Gazette article of 26 October 1900 traced the evolution of the American-type locomotive used on the Empire State Express. RG comments about all three classes: "The engines are not intended to world beaters, but to perform the special work to which they are assigned in pulling the Empire State ExPress and to do it readily with always a safe steam reserve."

These were soon redesignated as CB. The first five were delivered in 1896, the other 6 in 1898. One of the latter was credited in the guide to the West Albany shops.

Class I-2 // CC / CD (Locobase 3938)

A Railroad Gazette article of 26 October 1900 traced the evolution of the American-type locomotive used on the Empire State Express. The I-2 is simply the I-1 with smaller drivers. These were soon redesignated as CC (Schenectady engines) and 2 CD (from the shops). The first five were delivered in 1896, the others in 1898.

RG comments about all three classes: "The engines are not intended to world beaters, but to perform the special work to which they are assigned in pulling the Empire State Express and to do it readily with always a safe steam reserve." Designed by the Central's prolific and well-known Superintendent of Motive Power William Buchanan.

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp86.gif (visited December 2002).

Class I-3 / C-3 (Locobase 3939)

A Railroad Gazette article of 26 October 1900 traced the evolution of the American-type locomotive used on the Empire State Express. RG comments about all three classes: "The engines are not intended to world beaters, but to perform the special work to which they are assigned in pulling the Empire State Exress and to do it readily with always a safe steam reserve."

It notes that the I-3s were substantially different from the earlier classes in the boiler is considerably larger and has a straighter top line. It was a radial stay boiler instead of the earlier crown bar type. There's plenty of steam available as a result.

Most data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp89.gif (visited December 2002). This is the source of the 12' 1" tube sheet distance used in the specs, rather than RG's 11' 6".

Class N / C-14 (Locobase 1116)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp86.gif (visited December 2002). Similar data found in Hollingsworth (1982) and Scientific American. Tufnell (1986) gives cylinder dimensions of 18 1/2 x 26, heating surface of 1,895 sq ft, and a grate area of 32.3 sq ft.

Given either set of specifications, with one exception the numbers are just average and don't suggest a locomotive that could hit 112 mph as was claimed in 1893.

Perhaps the source of 999's magical run was in the firebox area, which hit an impressive 12% of total evaporative heating surface and thus may have steamed more freely than its contemporaries. At a 2-ft stroke and the 1,750 fpm piston speed this locomotive would have attained at 112 mph, however, each piston reversed direction more than 7 times every second. It's far more likely that the observers were mistaken and that 999 didn't come close to such a speed.

Driver diameter was later reduced to 78", then to 70".

Class Pony (Locobase 5386)

Data from table in the June 1907 AERJ. This intriguingly named locomotive had some odd features for an American American -- not least the four small HP cylinders. It certainly wasn't a small locomotive, but one doubts that it was ever more than an experiment.

Class Q (Locobase 2150)

Data from 1899 Brooks catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #2256-2260, produced in March 1893.

The Lake Shore and Michigan Southern was a subsidiary of the New York Central. Under the catalogue listing, Brooks claims that during the 1893 Chicago Exposition, this engine pulled the "Exposition Flyer" from New York to Chicago. The catalogue adds "Near Elkhart, Ind, this engine attained a speed of 10.2 miles in less than six minutes, or at the rate of over 102 miles per hour."

In H H Vaughan's 1903 paper on the "Value of Heating Surface" (published in the 1903-1904 Official Proceedings of the Western Railway Club (pp 245-246), the Q appears with slightly different heating surface areas: 1,234 sq ft for the tubes, 155 sq ft in the firebox for a total value of 1,389 sq ft and a grate area of 18.4 sq ft.. Vaughan also characterizes the class as "very delicate steamers".

Road #94 went to the Houston East & West Texas Railway as their #8 and #598 became that road's #9. The online Handbook of Texas -- http://www.tsha.utexas.edu/handbook/online/articles/view/HH/eqh14.html -- has some choice information about this small. Its nickname was the Rabbit and the intials HEWT were said to stand for Hell Either Way Taken. At its greatest length, the HE & WT ran 191 miles from Houston to the Sabine River with a further 40 miles on the Shreveport & Houston (an affiliated road) to Shreveport.

Even later, 598/9 became Texas & New Orleans #200 when that line took over the HE & WT in 1934. The other 3 were included in the New York Central's roster as 4107-4109.

Class Q-4 (Locobase 8570)

Data from In H H Vaughan's 1903 paper on the "Value of Heating Surface" (published in the 1903-1904 Official Proceedings of the Western Railway Club (pp 245-246).

Vaughan gives a passing salute to this class "...a good eight-wheeled freight engine, the class that is seldom heard from." The data suggest a design from the early 1880s, but the 1885 date is a Locobase estimate.

Class R (Locobase 8569)

Data from In H H Vaughan's 1903 paper on the "Value of Heating Surface" (published in the 1903-1904 Official Proceedings of the Western Railway Club (pp 245-246).

Vaughan gives no details about the provenance of this design and comments only "...an 18-inch passenger engine, a fair engine but not remarkably good." He is speaking in particular of the locomotive's steaming qualities.

Specifications
Class11 / Q-613211A / C-15A / C-4A-1 / C-5/C-5AA-1x / C-6A-2 / C-7B // C-17/C-17AB-1 / C-10C-103C-104/C-105C-16/C-16AC-16B/C-16CC-18/C-18AC-19C-2C-20C-21C-22C-23C-24C-26C-26AC-51AC-52BC-63A to C-63GC-64, C-64AC-69, C-69AC-71/C-72C-73C-74C-75C-77/-78/-79C-78C-79C-79C-8C-9/C-9A/C-9B/C-9CC-95AC-95AC-97AC-97A - superheatedC-97BC-97CF / C-11G // C-12/C-12AH / C-13I / CI-1 / CBI-2 // CC / CDI-3 / C-3N / C-14PonyQQ-4R
Locobase ID5713116371110611109523652265227522852295240523270697068523752385239524221575241524352445245524652475248284897269719972097219722972397119710314697243272972552305231520752225210521152085209523352345235522539373938393911165386215085708569
RailroadBoston & Albany (NYC)Fort Wayne, Cincinnati & Louisville (NYC)St Lawrence & Adirondack (NYC)Boston & Albany (NYC)New York, West Shore & Buffalo (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York, West Shore & Buffalo (NYC)New York Central (NYC)Pittsburgh & Lake Erie (NYC)Pittsburgh & Lake Erie (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)St Lawrence & Adirondack (NYC)New York Central (NYC)New York Central (NYC)Fall Brook Coal Company (NYC)Fall Brook Coal Company (NYC)Fall Brook Coal Company (NYC)Beech Creek, Clearfield & Western (NYC)New York Central (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)New York Central (NYC)New York Central (NYC)Toledo & Ohio Central (NYC)Zanesville & Western (NYC)Toledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)
Whyte4-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-0
Road Numbers11-1213570-571, 558, 577-5781070960961-964, 966-974, 978-9821129-1136586-654680-6999253-92599260-9267555+556660-679655-659, 7015-74061083709, 711710, 712706-707702-704705220-221 / 4173-417441757101-71077108-71117112201 / 7140-71417142-7143201-204 /201-204 / 7144-71451053-105753-57 / 468-472/ 9550-4470-473458-460458-460/9559-9561461-464/9562-9565465-466983-992, 1004-10071008-10381106-1110873-892, 899-902, 909-923924-928, 934-938, 870929-933, 939-943, 945-946947-94899994, 160, 597-599
GaugeStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStd
BuilderAlco-SchenectadyBurnham, Parry, Williams & CoSchenectadySchenectadyRogersseveralseveralseveralshopsRogersseveralAlco-SchenectadyAlco-SchenectadyRogersRogersRogersSchenectadyBrooksSchenectadyNew York (Rome)SchenectadySchenectadySchenectadySchenectadySchenectadyBrooksSchenectadyBig FourseveralSchenectadySchenectadySchenectadySchenectadySchenectadySchenectadySchenectadyshopsSchenectadyBrooksBrooksBrooksBrooksBrooksBrooksseveralSchenectadyseveralSchenectadySchenectadySchenectadyAlco-SchenectadyAlco-SchenectadyshopsBrooks
Year189318891897189718831882188618881885188218881901190618901888188518861897188418861894189718931884188918881886188918951888189718971893189318951897189818981888188118901890190419041905190618891892189019011896189619001893190618931885
Valve GearStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonWalschaertStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonWalschaertStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50' 8.83' 8.50' 8.50' 8.50' 8.50' 8.50' 8.50'8' 8.50'9' 8.67' 8.50' 8.50' 8.50' 8.50'8' 8.50' 8.50' 8.50' 8.50' 7.17' 8.50' 8.50'9'9' 8.50'9'9' 8.50'9'9'8' 8.50' 8.50' 8.50' 8.50'8' 8.50'9'9' 8.75' 8.75' 8.75' 8.75'9' 8.42'9' 8.50' 8.50' 8.50' 8.50' 8.50'9'9'
Engine Wheelbase22.92'22.75'23.92'23.42'22.78'22.96'22.96'22.96'21.79'22.45'23.46'24.33'23.58'22.81'22.81'22.81'22.46'23.59'23.42'23.42'21.67'23.08'22.91'23.92'23.83'22.87'23.08'23.93'23.92'22.75'23.87'23.87'23.87'23.87'21.79'22.96'23.12'23.12'24'24'24'24'23.46'23.08'23.46'23.93'23.93'23.93'23.67'24'25.14'23.75'
Ratio of driving wheelbase to overall engine wheebase 0.37 0.39 0.36 0.36 0.37 0.37 0.37 0.37 0.37 0.38 0.38 0.36 0.36 0.37 0.37 0.37 0.36 0.36 0.36 0.36 0.33 0.37 0.37 0.38 0.38 0.37 0.39 0.38 0.38 0.35 0.36 0.36 0.36 0.36 0.37 0.37 0.39 0.39 0.36 0.36 0.36 0.36 0.38 0.36 0.38 0.36 0.36 0.36 0.36 0.35 0.36 0.38
Overall Wheelbase (engine & tender)45.92'50.54'47.25'47.38'43.27'45.02'45.02'42.37'46.62'46.59'49.28'54.23'47.40'46.86'46.53'43.28'49.33'47.58'47.42'47'44.25'45.38'44.18'45.04'45.75'45.96'46.10'49.31'49.04'49.29'49.50'42.37'43.67'44.29'44.29'59.10'59.10'59.10'59.06'45.46'46.67'44.67'48.01'48.83'49.50'57.83'48.39'45.67'
Axle Loading (Maximum Weight per Axle)48550 lbs42000 lbs
Weight on Drivers74000 lbs56000 lbs84500 lbs74500 lbs64000 lbs55000 lbs57300 lbs65500 lbs49700 lbs62500 lbs63300 lbs79000 lbs102300 lbs73800 lbs74300 lbs60000 lbs52500 lbs80000 lbs57700 lbs58000 lbs75000 lbs81000 lbs72800 lbs52000 lbs57000 lbs72000 lbs64000 lbs60000 lbs60800 lbs65000 lbs69000 lbs69000 lbs68600 lbs79700 lbs86000 lbs84000 lbs86000 lbs86000 lbs51500 lbs52200 lbs59400 lbs59400 lbs87000 lbs89000 lbs87000 lbs92500 lbs70200 lbs77000 lbs55000 lbs80000 lbs90000 lbs86500 lbs94400 lbs84000 lbs85100 lbs65100 lbs48000 lbs71000 lbs
Engine Weight114700 lbs85000 lbs131000 lbs119000 lbs95000 lbs88000 lbs90300 lbs98500 lbs78100 lbs94500 lbs96000 lbs130000 lbs151900 lbs108300 lbs109100 lbs92000 lbs82700 lbs122300 lbs87900 lbs90000 lbs119000 lbs124000 lbs104800 lbs80000 lbs85000 lbs108000 lbs94000 lbs92000 lbs93400 lbs100000 lbs107000 lbs107000 lbs106800 lbs119600 lbs129000 lbs128600 lbs130000 lbs130000 lbs82000 lbs79800 lbs91000 lbs91000 lbs135700 lbs138500 lbs135200 lbs138500 lbs104200 lbs110000 lbs85000 lbs120000 lbs134500 lbs131000 lbs146400 lbs124000 lbs126600 lbs104600 lbs74000 lbs107000 lbs
Tender Light Weight80000 lbs62600 lbs70400 lbs70700 lbs56000 lbs64000 lbs74800 lbs112000 lbs142000 lbs64000 lbs64000 lbs72400 lbs56800 lbs89000 lbs66000 lbs70000 lbs86100 lbs86100 lbs76000 lbs65600 lbs65600 lbs75000 lbs83000 lbs82000 lbs72500 lbs72500 lbs97000 lbs108000 lbs108000 lbs108000 lbs108000 lbs108000 lbs59000 lbs64000 lbs86000 lbs86000 lbs108100 lbs108100 lbs107200 lbs112600 lbs70700 lbs81400 lbs62000 lbs80000 lbs93600 lbs89350 lbs108000 lbs105200 lbs70000 lbs
Total Engine and Tender Weight00220000 lbs244000 lbs175000 lbs150600 lbs160700 lbs169200 lbs134100 lbs158500 lbs170800 lbs242000 lbs293900 lbs172300 lbs173100 lbs164400 lbs139500 lbs211300 lbs153900 lbs160000 lbs205100 lbs210100 lbs180800 lbs145600 lbs150600 lbs183000 lbs177000 lbs174000 lbs165900 lbs172500 lbs179500 lbs179500 lbs203800 lbs227600 lbs237000 lbs236600 lbs238000 lbs238000 lbs141000 lbs143800 lbs177000 lbs177000 lbs243800 lbs246600 lbs242400 lbs251100 lbs174900 lbs191400 lbs147000 lbs200000 lbs228100 lbs220350 lbs254400 lbs0231800 lbs174600 lbs00
Tender Water Capacity4000 gals3000 gals4500 gals4000 gals4500 gals2800 gals2800 gals3000 gals2500 gals3000 gals3000 gals5000 gals8400 gals3000 gals3000 gals3000 gals2700 gals4200 gals2900 gals4200 gals4500 gals3500 gals2700 gals2700 gals3500 gals3500 gals4000 gals4000 gals4000 gals6000 gals4000 gals5000 gals6000 gals6000 gals6000 gals6000 gals3000 gals4400 gals4400 gals5000 gals5000 gals5000 gals5000 gals3000 gals3500 gals3000 gals5000 gals4500 gals4500 gals5000 gals3500 gals4300 gals3100 gals
Tender Fuel Capacity (oil/coal)8 tons tons tons tons7 tons6 tons6 tons6 tons5 tons5 tons8 tons12 tons10 tons5 tons5 tons5 tons4.5 tons8.5 tons5 tons tons10 tons7 tons7.5 tons6 tons6 tons8 tons12 tons8 tons6 tons6 tons10 tons7 tons10 tons12 tons12 tons12 tons tons12 tons tons4 tons10.3 tons10.3 tons10 tons10 tons10 tons10 tons6 tons7 tons5 tons10 tons7 tons7 tons10 tons7.7 tons10 tons7 tons tons tons
Minimum weight per yard of rail on which locomotive could run62 lb rail47 lb rail70 lb rail62 lb rail53 lb rail46 lb rail48 lb rail55 lb rail41 lb rail52 lb rail53 lb rail66 lb rail85 lb rail62 lb rail62 lb rail50 lb rail44 lb rail67 lb rail48 lb rail48 lb rail63 lb rail68 lb rail61 lb rail43 lb rail48 lb rail60 lb rail53 lb rail50 lb rail51 lb rail54 lb rail58 lb rail58 lb rail57 lb rail66 lb rail72 lb rail70 lb rail72 lb rail72 lb rail43 lb rail44 lb rail50 lb rail50 lb rail73 lb rail74 lb rail73 lb rail77 lb rail59 lb rail64 lb rail46 lb rail67 lb rail75 lb rail72 lb rail79 lb rail70 lb rail71 lb rail54 lb rail40 lb rail59 lb rail
Geometry Relating to Tractive Effort
Driver Diameter69"62"67"69"69"70"70"70"64"69"64"76"72"69"69"63"64"64"57"64"69"70"69"64"63"69"69"67"63"69"69"69"69"69"72"73"78"73"64"64"66"66"66"66"66"66"70"64"64"70"78"70"77"86"63"72"62"68"
Boiler Pressure180 psi130 psi190 psi190 psi140 psi145 psi145 psi145 psi145 psi140 psi145 psi200 psi200 psi150 psi150 psi140 psi140 psi200 psi140 psi140 psi155 psi155 psi155 psi125 psi125 psi180 psi180 psi145 psi150 psi160 psi180 psi175 psi180 psi180 psi180 psi190 psi180 psi190 psi145 psi140 psi145 psi145 psi180 psi180 psi180 psi180 psi145 psi170 psi140 psi180 psi180 psi190 psi190 psi180 psi180 psi180 psi135 psi180 psi
Cylinders (dia x stroke)19" x 24"17" x 24"20" x 24"19" x 24"18" x 24"17" x 24"18" x 24"18" x 24"17" x 20"18" x 24"18" x 24"19" x 26"19.5" x 26"18" x 24"18" x 24"17" x 24"16" x 24"18" x 26"17" x 24"18" x 24"19" x 24"20" x 24"18" x 24"17" x 24"17" x 24"18" x 24"17" x 24"17" x 24"17" x 24"18" x 24"18" x 24"18" x 24"18" x 24"18.5" x 24"20" x 24"20" x 24"20" x 26"20" x 24"18" x 20"17" x 20"17" x 24"17" x 24"18" x 26"18" x 26"18" x 24"18" x 24"18" x 24"18.5" x 22"17" x 24"19" x 24"19" x 24"19" x 24"19" x 24"19" x 24"12.5" x 20" (4)17" x 24"17" x 24"18" x 24"
Tractive Effort19211 lbs12362 lbs23140 lbs20279 lbs13411 lbs12212 lbs13691 lbs13691 lbs11131 lbs13411 lbs14975 lbs20995 lbs23343 lbs14369 lbs14369 lbs13101 lbs11424 lbs22376 lbs14480 lbs14459 lbs16543 lbs18069 lbs14848 lbs11515 lbs11698 lbs17242 lbs15380 lbs12759 lbs14037 lbs15327 lbs17242 lbs16763 lbs17242 lbs18214 lbs20400 lbs21238 lbs20400 lbs21238 lbs12479 lbs10747 lbs12952 lbs12952 lbs19528 lbs19528 lbs18026 lbs18026 lbs13691 lbs17000 lbs12897 lbs18937 lbs16995 lbs19989 lbs18172 lbs15414 lbs15179 lbs14739 lbs12837 lbs17496 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.85 4.53 3.65 3.67 4.77 4.50 4.19 4.78 4.47 4.66 4.23 3.76 4.38 5.14 5.17 4.58 4.60 3.58 3.98 4.01 4.53 4.48 4.90 4.52 4.87 4.18 4.16 4.70 4.33 4.24 4.00 4.12 3.98 4.38 4.22 3.96 4.22 4.05 4.13 4.86 4.59 4.59 4.46 4.56 4.83 5.13 5.13 4.53 4.26 4.22 5.30 4.33 5.19 5.45 5.61 4.42 3.74 4.06
Heating Ability
Firebox Area141.40 sq. ft126 sq. ft171.70 sq. ft155 sq. ft128 sq. ft153 sq. ft160 sq. ft144.50 sq. ft143 sq. ft128 sq. ft123.30 sq. ft148 sq. ft172.40 sq. ft155 sq. ft150 sq. ft128 sq. ft119 sq. ft167.46 sq. ft118.20 sq. ft118 sq. ft131.50 sq. ft160 sq. ft129.60 sq. ft117 sq. ft117 sq. ft171 sq. ft154 sq. ft116 sq. ft146 sq. ft163 sq. ft144 sq. ft144 sq. ft144 sq. ft138.10 sq. ft170 sq. ft170 sq. ft170 sq. ft160 sq. ft149 sq. ft117.82 sq. ft131.52 sq. ft131.52 sq. ft166.54 sq. ft166.54 sq. ft167.71 sq. ft167.71 sq. ft182 sq. ft145.20 sq. ft114.50 sq. ft137.70 sq. ft164.40 sq. ft164.40 sq. ft180.10 sq. ft232.92 sq. ft140 sq. ft140 sq. ft142 sq. ft154 sq. ft
Grate Area25.29 sq. ft18 sq. ft30.80 sq. ft26.96 sq. ft34 sq. ft18 sq. ft17.50 sq. ft17.80 sq. ft16.30 sq. ft17 sq. ft19.50 sq. ft19 sq. ft30 sq. ft32 sq. ft17.25 sq. ft17 sq. ft16.30 sq. ft30.40 sq. ft17.50 sq. ft17.20 sq. ft25 sq. ft26.60 sq. ft28 sq. ft17.39 sq. ft17.39 sq. ft18 sq. ft18.50 sq. ft17.90 sq. ft19.90 sq. ft18.60 sq. ft18.10 sq. ft18.10 sq. ft18.10 sq. ft28 sq. ft30.75 sq. ft30.60 sq. ft30.60 sq. ft30.80 sq. ft16.40 sq. ft17.50 sq. ft17.38 sq. ft17.38 sq. ft28.82 sq. ft28.82 sq. ft28.82 sq. ft28.82 sq. ft19.20 sq. ft32.60 sq. ft19.50 sq. ft27.30 sq. ft30.70 sq. ft30.70 sq. ft30.70 sq. ft30.70 sq. ft21 sq. ft18.40 sq. ft15.10 sq. ft27.30 sq. ft
Evaporative Heating Surface1845127721682067121213531615159812601212156318132307150415051200127318141216132819032083156812491604161013061223142016111603164717041726216721302158215713071074130913091941139016191793174617131320182219741974240419301466139812151425
Superheating Surface237
Combined Heating Surface1845127721682067121213531615159812601212156318132307150415051200127318141216132819032083156812491604161013061223142016111603164717041726216721302158215713071074130913091941162716191793174617131320182219741974240419301466139812151425
Evaporative Heating Surface/Cylinder Volume234.26202.54248.43262.45171.46214.59228.48226.07239.81171.46221.12212.49256.70212.77212.91190.33227.93236.89192.86187.87241.63238.69221.83198.10254.40227.77207.14193.97225.22227.91226.78233.00241.07231.16248.32244.08228.27247.17221.88204.41207.61207.61253.47181.52229.04253.66247.01250.27209.36231.34250.64250.64305.24245.05258.03221.73192.70201.60
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation4552234058525122476026102538258123642380282838006000480025882380228260802450240838754123434021742174324033302596298529763258316832585040553558145508585223782450252025205188518851885188278455422730491455265833583355263780331220394914
Same as above plus superheater percentage4552234058525122476026102538258123642380282838006000480025882380228260802450240838754123434021742174324033302596298529763258316832585040553558145508585223782450252025205188570651885188278455422730491455265833583355263780331220394914
Same as above but substitute firebox area for grate area25452163803262329450179202218523200209532073517920178792960034480232502250017920166603349216548165202038324800200881462514625307802772016820219002608025920252002592024858306003230030600304002160516495190701907029977329753018830188263902468416030247862959231236342194192625200252001917027720
Power L16707406373587885421856835780555358144218476975808463556255034290499573863812405257955974558838784557721968164630537163156803673970996699746878947445783353884727497549757172112626884737163566462448266948307786910231101377205718742596335
Power MT399.63319.91383.94466.67290.60455.59444.77373.81515.80297.57332.19423.06364.76332.31326.57315.26419.51407.08291.30308.04340.69325.20338.45328.83352.51442.09469.58340.25389.51428.37434.73430.64456.29370.61382.89414.36381.71401.60461.30399.28369.29369.29363.48557.94348.89351.36399.22370.03359.31368.94406.97401.11477.87532.10373.31486.78391.23393.42

Reference

Credits

Introduction and specifications provided by Steve Llanso of Sweat House Media.

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