New York Central / Big Four / St Lawrence & Adirondack / Lake Shore & Michigan Southern / Pittsburgh & Lake Erie 4-4-2 "Atlantic" Type Locomotives

Class I - 20 1/2""//IA (Locobase 5292)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp203.gif (visited December 2002).

The guide notes that part of the order was delivered with 20 1/2" diameter cylinders. Those are shown in this entry. Also represented are the 25 IAs from 1902. These were identical except for a front truck wheelbase increase of 3", which increased engine wheelbase to 27' 6".

See 5293 for the 21" version. According to the guide, these classes were fitted with traction increasers that increased the weight on the drivers by 10,000 lb. Engine weight was redistributed from the leading and trailing trucks.

Class I - 21"" (Locobase 5293)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp203.gif (visited December 2002).

The guide notes that part of the order was delivered with 21" diameter cylinders. Those are shown in this entry. See 5292 for the 20 1/2" version. According to the guide, these classes were fitted with traction increasers that increased the weight on the drivers by 10,000 lb. Engine weight was redistributed from the leading and trailing trucks.

Firebox heating surface included 27.09 sq ft of arch tubes.

Class I-1 (Locobase 4092)

Taken from a table in Paul T Warner's article on Atlantics in the Railway & Locomotive Historical Society Bulletin #62 (1943, p 20), this data refers to a balanced-compound Atlantic supplied to the NYC. American Engineering and Railroading Journal's July 1904 table shows additional data and identifies it as a Cole balanced compound. The locomotive also appeared in a report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 630-632.

Firebox heating surface included 28 sq ft of arch tubes.

It appears to have been unsatisfactory, because the Water-Level Route almost immediately ordered dozens of 2-cylinder simple 4-4-2s from the same builder.

Class I-100a (Locobase 5351)

Data from table in July 1904 AERJ.

Firebox heating surface includes 24.41 sq ft of arch tubes. The class was later superheated -- see Locobase

Class I-100a - superheated (Locobase 6764)

Data from NYC 1 - 1946 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection)

When the P & E's Atlantics (Locobase 5351) were superheated, it resulted in the usual tradeoff of overall heating surface decreasing, but effective heating surface increasing. At the same time, it appears that the NYC removed the arch tubes from the firebox, which reduced direct heating surface. The result was something of a wash in terms of power and steam supply at speed, Locobase supposes.

Class I-10h (Locobase 5547)

The data comes from a reproduction of the New York Central's 1930 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy..pdf (visited May 2003).

These were superheater rebuilds of the I-class Atlantics.

Class I-2 (Locobase 108)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp205.gif (visited December 2002).

Staufer (New York Central's Early Power, 1967) says that this trio "pretty well sum up the locomotive philosophy of this railroad [the St. L & A]-- the latest, best and fanciest." Like other Atlantics, they could be slippery, so the design included a "traction increaser" that transferred 3,700 lb of weight from the trailing truck to the drivers. Later renumberings put the lead engine at 2800, then 3800, and finally at 800.

Class I-3 (Locobase 5384)

AERJ's June 1907 table shows this to have been the Baldwin balanced compound counterpart of a Schenectady-built Cole balanced compound tested by the railroad. Although the heating surface was nearly identical, Baldwin used fewer, but larger and longer firetubes.

Class I-40A (Locobase 5548)

The data comes from a reproduction of the New York Central's 1930 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy..pdf (visited May 2003).

Data from NYC 8 - 1917 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection) surprised Locobase because it showed these Atlantics to have been superheated by August 1917. The viewer can see what the locomotives looked like in their short time as saturated engines on Locobase 7339, which profiles 5 identical locomotives supplied to the Ann Arbor in the same year.

Class I-60 (Locobase 6685)

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

Interesting anomaly of a quartet of Atlantics that the Big Four did not superheat (at least not by 1914). They had a generous amount of heating surface, and perhaps the trend toward hotting up the 4-4-2 had passed on the New York Central system.

Class I-61 - superheated (Locobase 4097)

Taken from a table in Paul T Warner's article on Atlantics in the Railway & Locomotive Historical Society Bulletin #62 (1943, p 20). Additional data from the CCC&StL 3 - 1914 Locomotive Diagrams, supplied in May 2005 by Allen Stanley from his extensive collection.

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis. These were obvious successors to the eight-wheelers put into service on the Big Four's expresses just a few years earlier. They offered little more power, but with the substantially bigger boiler and grate, were probably able sustain that power for much longer with a much heavier train.

The I-62s came in 1901, followed by the I-63s in 1904. They were later superheated to a design in common with the I-61s. See Locobase 6686.

Class I-62/I-63 (Locobase 6687)

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

According to RAS Hennessey, driving piston valves with inside Stephenson link motion was a trademark of Brooks's Atlantic designs.

Class I-62/I-63 - superheated (Locobase 6686)

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

Most of the Big Four's Atlantics were superheated using a common boiler. The I-62/I-63s had smaller grates.

Class I-J (Locobase 6683)

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

The last of the Big Four's Atlantics, these continued the basic pattern of the railroad's express engines. Like the others, these were superheated not very long after their introduction. See Locobase 6684.

Class I-J - superheated (Locobase 6684)

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

These superheated Atlantics show the usual tradeoffs in such an upgrade. By later standards, the amount of superheat is relatively modest and total heating surface area has actually decreased. Still, the steam was drier and total available power increased.

By 1914, 6949-6950 had been fitted with Walschaert gear and 6945 used Baker gear. some had received arch tubes in the firebox which contributed to the 202 sq ft of direct heating surface.

Class IB (Locobase 5294)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp204A.gif (visited December 2002).

Similar to the I and IA classes, but with a slightly smaller boiler and fewer firetubes. According to the guide, these classes were fitted with traction increasers that increased the weight on the drivers by 10,000 lb. Engine weight was redistributed from the leading and trailing trucks.

Specifications
Class	I - 20 1/2""//IA	I - 21""	I-1	I-100a	I-100a - superheated	I-10h	I-2	I-3	I-40A	I-60	I-61 - superheated	I-62/I-63	I-62/I-63 - superheated	I-J	I-J - superheated	IB
Locobase ID	5292	5293	4092	5351	6764	5547	108	5384	5548	6685	4097	6687	6686	6683	6684	5294
Railroad	New York Central (NYC)	New York Central (NYC)	New York Central (NYC)	Pittsburgh & Lake Erie (NYC)	Pittsburgh & Lake Erie (NYC)	New York Central (NYC)	St Lawrence & Adirondack (NYC)	New York Central (NYC)	Lake Shore & Michigan Southern (NYC)	Big Four (NYC)	Big Four (NYC)	Big Four (NYC)	Big Four (NYC)	Big Four (NYC)	Big Four (NYC)	New York Central (NYC)
Whyte	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2	4-4-2
Road Numbers	2658+/2923-2947	2954	3000	301-305	301-305	816-830	2900-2902	3804	4750-4759	6900-6903	6914-6929, 6930-39	6914-6939	6914-6929, 6930-39	6940-6959	6940-6959	2916-2922
Gauge	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std	Std
Builder	Schenectady	Schenectady	Schenectady	Alco-Schenectady	Alco-Schenectady	Schenectady	Alco-Schenectady	Burnham, Williams & Co	Alco	Schenectady	Brooks	Brooks	Brooks	Schenectady	Schenectady	Schenectady
Year	1901	1901	1903	1903	1903	1905	1901	1905	1907	1901	1901	1901	1901	1906	1906	1903
Valve Gear	Stephenson	Stephenson	Walschaert	Stephenson	Walschaert	Walschaert	Stephenson	Stephenson	Walschaert	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson	Stephenson
	Locomotive Length and Weight
Driver Wheelbase	7'	7'	7'	7'	7'	7'	7'	7'	7'	8'	7.50'	8'	7.50'	7'	7'	7'
Engine Wheelbase	27.25'	27.25'	27.75'	26.83'	26.83'	27.42'	26.92'	30.75'	25.96'	21.92'	22.58'	22.58'	22.58'	21.83'	21.83'	27.50'
Ratio of driving wheelbase to overall engine wheebase	0.26	0.26	0.25	0.26	0.26	0.26	0.26	0.23	0.27	0.36	0.33	0.35	0.33	0.32	0.32	0.25
Overall Wheelbase (engine & tender)	53'	53'	58.67'	57.17'	57.26'	59.04'	57.08'	56.67'	58.47'	59.29'	59.45'	59.42'	59.25'	59.04'	59.04'	53.42'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers	104800 lbs	104800 lbs	110000 lbs	98000 lbs	106000 lbs	109000 lbs	98550 lbs	110000 lbs	95800 lbs	94000 lbs	100000 lbs	104000 lbs	100000 lbs	105500 lbs	105500 lbs	104800 lbs
Engine Weight	176000 lbs	176000 lbs	200000 lbs	188000 lbs	186800 lbs	196000 lbs	168000 lbs	204500 lbs	167500 lbs	173000 lbs	186000 lbs	186000 lbs	186000 lbs	188100 lbs	188100 lbs	176000 lbs
Tender Light Weight	114000 lbs	114000 lbs	121600 lbs	145000 lbs	145000 lbs	130000 lbs	120700 lbs	124000 lbs	151900 lbs	151000 lbs	151000 lbs	151000 lbs	151000 lbs	150500 lbs	150500 lbs	124000 lbs
Total Engine and Tender Weight	290000 lbs	290000 lbs	321600 lbs	333000 lbs	331800 lbs	326000 lbs	288700 lbs	328500 lbs	319400 lbs	324000 lbs	337000 lbs	337000 lbs	337000 lbs	338600 lbs	338600 lbs	300000 lbs
Tender Water Capacity	5000 gals	5000 gals	6000 gals	8400 gals	8400 gals	6000 gals	5900 gals	6000 gals	7500 gals	7500 gals	7500 gals	7500 gals	7500 gals	7500 gals	7500 gals	5000 gals
Tender Fuel Capacity (oil/coal)	10 tons	10 tons	10 tons	10 tons	10 tons	10 tons	10 tons	10 tons	14 tons	12 tons	12 tons	12 tons	12 tons	12 tons	12 tons	10 tons
Minimum weight per yard of rail on which locomotive could run	87 lb rail	87 lb rail	92 lb rail	82 lb rail	88 lb rail	91 lb rail	82 lb rail	92 lb rail	80 lb rail	78 lb rail	83 lb rail	87 lb rail	83 lb rail	88 lb rail	88 lb rail	87 lb rail
	Geometry Relating to Tractive Effort
Driver Diameter	79"	79"	79"	72"	73"	79"	69"	79"	69"	79"	79"	79"	79"	79"	79"	79"
Boiler Pressure	200 psi	200 psi	220 psi	200 psi	200 psi	180 psi	200 psi	220 psi	180 psi	200 psi	200 psi	200 psi	200 psi	200 psi	200 psi	200 psi
Cylinders (dia x stroke)	20.5" x 26"	21" x 26"	15.5" x 26"	20" x 26"	20" x 26"	21.5" x 26"	19" x 26"	15.5" x 26"	19" x 26"	20" x 26"	20.5" x 26"	20" x 26"	20.5" x 26"	21" x 26"	21" x 26"	20.5" x 26"
Tractive Effort	23513 lbs	24674 lbs	21818 lbs	24556 lbs	24219 lbs	23276 lbs	23125 lbs	21818 lbs	20812 lbs	22380 lbs	23513 lbs	22380 lbs	23513 lbs	24674 lbs	24674 lbs	23513 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort)	4.46	4.25	5.04	3.99	4.38	4.68	4.26	5.04	4.60	4.20	4.25	4.65	4.25	4.28	4.28	4.46
	Heating Ability
Firebox Area	180 sq. ft	207.09 sq. ft	198 sq. ft	191.26 sq. ft	166.90 sq. ft	194 sq. ft	184.37 sq. ft	198 sq. ft	151.60 sq. ft	202 sq. ft	209 sq. ft	194 sq. ft	194 sq. ft	202 sq. ft	202 sq. ft	180 sq. ft
Grate Area	50.32 sq. ft	50.32 sq. ft	50.30 sq. ft	46.27 sq. ft	46.27 sq. ft	50.20 sq. ft	46.58 sq. ft	50.30 sq. ft	39.20 sq. ft	50.20 sq. ft	50.20 sq. ft	44.80 sq. ft	44.80 sq. ft	50.20 sq. ft	50.20 sq. ft	50.32 sq. ft
Evaporative Heating Surface	3505	3505	3446	2941	2170	2561	3016	3663	1850	3470	2461	3189	2454	3295	2437	3455
Superheating Surface					462	510			357		498		498		493
Combined Heating Surface	3505	3505	3446	2941	2632	3071	3016	3663	2207	3470	2959	3189	2952	3295	2930	3455
Evaporative Heating Surface/Cylinder Volume	352.88	336.28	606.88	311.09	229.54	234.41	353.49	645.10	216.83	367.05	247.77	337.32	247.07	316.13	233.81	347.85
	Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation	10064	10064	11066	9254	9254	9036	9316	11066	7056	10040	10040	8960	8960	10040	10040	10064
Same as above plus superheater percentage	10064	10064	11066	9254	11105	10843	9316	11066	8467	10040	12048	8960	10752	10040	12048	10064
Same as above but substitute firebox area for grate area	36000	41418	43560	38252	40056	41904	36874	43560	32746	40400	50160	38800	46560	40400	48480	36000
Power L1	11679	11471	8043	9894	18436	17617	10615	8436	14122	12479	21178	11585	20961	10877	19919	11546
Power MT	491.37	482.62	322.40	445.15	766.87	712.64	474.93	338.15	649.97	585.35	933.79	491.16	924.22	454.59	832.49	485.77