Librairie polytechnique, Baudry et Cie, p 404-405 and from Data from M Grille, Les Chemins de Fer de L'Exposition de Chicago (Paris: E Bernard et Cie, 1894), pp. 24-27. Works numbers were 4055-4056 in April 1893.

The A&St L -- also dubbed the Mohawk & Malone or "Dr. Webb's Railroad" -- was the only railroad that ran clear through the Adirondack mountains. A logging road, the M &M was the result of an 1892 merger between the Adirondack & St Lawrence and several railroads based in Herkimer. There's confusion about who called what by what corporate name; at least it's not clear when it was known as the A&St L or as the M&M.

(The http://www.townofrussia.com/railroads.html website has a detailed history of this region that demonstrates just how complex and devious railway development could be.)

The small railroad was in turn taken over by the New York Central, which redesignated the line in 1913 as their Adirondack division. The big railroad had renumbered the two in 1894 as 996-997 and five years later put the two in their final places as 2210 and 2211. They were sold in October 1907 to Kilby Car & Locomotive.

The boiler was a radial stay wagon top with a coned second course and a firebox with 24 sq ft of arch pipes. In appearance this engine looked ready to greet the 20th Century, having equal-sized sand and steam domes and the high-pitched coned boiler mentioned above.

Locobase notes from Rumary-Lambert that these Consolidations roamed all over the New York Central system and onto the Erie as well.

A late-80s Consolidation with the dome just ahead of the cab, but an extended smokebox. Otherwise, unremarkable dimensions.

At the turn of the 19th Century, the Dunkirk, New York builder that supplied many of the New York Central's locomotives produced 50 for subsidiary LS&MS. The first 25, shown here, had about the same grate (although the firebox heating surface was larger) as the 1900 batch, but fewer tubes.

As the LS&MS consolidated in the late 'teens, it sold off some of its large stud of Consolidations. Nine went to the Norfolk Southern as their 218-226 in 1920.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Among them was this recent, but by no means revolutionary, Consolidation. Succeeding 25 earlier Brooks-built Bs (Locobase 8421), these had the same grate area, but less direct heating surface and more boiler tubes.

Large order of Consolidations for this Michigan road. Many were later superheated; see Locobase 15837.

These workaday Consolidations were delivered with inside Stephenson link motion that actuated 11" (279 mm) piston valves.

The entire class save the 5519 was sold to the New York, Chicago & St Louis (Nickel Plate) in 1922. They retained their class ID of G-44, but were renumbered 375-398. Twelve were superheated by the Nickel Plate; see Locobase 14139.

This railroad was built to compete directly with the New York & Hudson River between the New York City area and Buffalo. The NY & HR negotiated the east bank of the Hudson while the NYWS&B traveled from Weehawken, New Jersey up the west shore. Then they both traveled up the Mohawk River to Buffalo.

Before the NY HR's financial manipulations forced it into bankruptcy, the West Shore stocked up on locomotives. Among them was this class of relatively small Consolidations, which wound serving several New York State railroads. The eighteen that transferred to the New York Central after it took over the West Shore were among the few Baldwins ever to penetrate the fastness of the NYC, which was usually well protected by New York State builders such as Schenectady and Brooks.

Ten more went to the New York, Ontario & Western as their class O, and 2 were added to the Buffalo, Rochester & Pittsburgh as their class K. These latter two were rebuilt in 1897 and redesignated class KR.

The New York Central divided itsRaildata collection between the G-7s (road numbers 2217, 2222-2223, 2225), which had 165-psi boilers, and G-7a, which had the 135-psi vessels shown in the specifications. Two of the NYC engines, one of the B R & P locomotives, and several of the Ontario & Western engines wound up with the Southern Iron & Equipment company, which refurbished them and sold them to other railroads. Ex-NYC 2222 passed through the S I & E overhaul shops and wound up on the Carolina & Northwestern.

The NYWS&B sold its 149 to the Buffalo, Rochester & Pittsburgh in December 1886 for $7,175. The BR&P operated this doughty little Consolidation in class K for over 30 years before selling to the eight-mile Black Mountain Railroad in eastern Kentucky in 1919. The BM RR ran it as #1 from Blackmont to Alva even after the Louisville & Nashville bought the locomotive in 1923 and put in its own H0 class. At that point, the engine had a 180-psi boiler. After another ten years' service, the 667 was scrapped in July 1933 as part of a general clean-up and disposal. (Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.)

This was a heavy Consolidation, according to Sinclair, that had "many Brooks details about the engine." They were satisfying, too, he said: "The whole design is pleasing, and, though the machine is heavy, it is not clumsy in appearance." The photo accompanying the details supports Sinclair's judgement.

This class was later superheated; the data were virtually identical to that shown in Locobase 5429.

A late-80s Consolidation, this locomotive still had the dome just ahead of the cab, relatively small grate and boiler. Note the 2 1/4" diameter of the firetubes. Turn-of-the-Century 2-8-0s had 2" firetubes.

The 33 Consolidations used the same boiler as the LS & MS 2-8-0s of the same year (Locobase 2168), but had a smaller grate, cylinder volume, and drivers. Eleven more identical engines were supplied to the Pittsburgh, McKeesport & Youghiogheny in the same period (Locobase 2438).

Many of the class went on to serve many other railroads, the Rumary list (available upon request) has the details. Locobase notes the following railroads:

Monongahela (7) -- six went on to serve the San Antonio & Aransas Pass beginning in 1914. Locobase 8677 shows the results when four of the six were superheated.

Pittsburgh, Chartiers & Youghiogheny (4)

Western Allegheny (1)

Lorain, Ashland & Southern (3)

Montour (2)

Scots Run (1)

Morristown & Erie (1)

Winfield (1)

Georgia & Florida (3)

When the P & LE bought more Consolidations 4 years after the G-100s (Locobase 7072) had begun delivery, much had changed in traffic levels and L H Turner, Superintendent of Motive Power, ordered accordingly larger locomotives. These 2-8-0s were considerably bigger and more powerful than the earlier engines. The three rearmost drivers on each side were equalized together as were the pony truck and leading driver

Even so, they were still a good deal smaller than the parent company's locomotives.

The P & LE and Pittsburgh, McKeesport & Youghiogheny went back to their favorite builder with a tweaked version of the G-101 Consolidations. The boiler held more tubes and was pressed to 200 psi. Otherwise the design was little different and the railroads settled into large-scale procurement.

The first batch (all of which were later superheated) consisted of builder's numbers 25192-25196 and 25844-25846; these were built in May and June 1902. From the second batch (builder's numbers 26318-26336, built January-February 1903), the P & LE took all but 5, which went to the P, McK & Y. In July 1903 27119-27122 (1 P, McK & Y) and 27894-895 were built. Two months later, the P & LE added 28376-28382. In October 1905, the P & LE extended the class with 8 more (ending in builder's 28154). The P, McK & Y took 5 more (40224-40228) in November 1906 and 3 in July 1907. Finally, the P & LE bought 15 G-103s in February-March 1910 (47517-26, 47594-98).

Sometime later, the G-102s were superheated and reclassed as G-102D; see Locobase 7075.

The P & LE and Pittsburgh, McKeesport & Youghiogheny had a large number of relatively new drag-freight Consolidations. Soon after the last was delivered in February 1910, the P & LE concluded that the design could be improved adding Schmidt superheaters and enlarging the cylinders. The shops turned out 5 new engines to this design in June-July 1913; these were later classed as G-104s. Apparently pleased with what they had wrought, the P & LE updated 26 of its own G-102s to this design as well as one of the P, McK & Y engines.

Likely an enlarged repeat of the class later redubbed G-9. Most of the specifications are similar, although the firebox must have been a shade deeper.

This class repeated the 1884 class later renamed the G-11. The most significant difference was an elongation of the firetubes and a modest hike in the boiler pressure.

This western Pennsylvania railroad had a short independent existence, having been incorporated in January 1895, opened for business 16 November 1896, and operated by the New York Central beginning on 27 December 1899. It was later consolidated with several other railroads into the Beech Creek Extension Railroad Company under a 24 February 1904 leasing agreement. Among its constituents when formed were the Loyalhanna &nd Youghiogheny and the Philadelphia & Pittsburgh.

The road number suggests that this was the P & E's very first locomotive.

Cross-compounding variant of the basic G class Consolidation. These must have been trial horses for the arrangement that went into production several years later.

These were preceded by 50 built in 4 classes, also by Schenectady, in 1907-1908. These had the same tractive effort components (cylinder bore and stroke, boiler pressure, driver diameter). 15 G-5w and 15 G-6e came in 1907, 20 G-6h in 1908. The designs had 14" piston valves.

This class of cross-compounds entered service as drag freight haulers. RG noted a recent run by 2342 that saw 80 loaded cars totalling 3,225 tons from De Witt to West Albany in 13 hours 35 minutes. RG also noted that these engines were fitted with train-heating equipment to allow their use as passsenger helpers.

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp180.gif (visited December 2002).Locobase divides the G-2s into two classes according to notes in the 1902 diagram book. The majority of G-2s had a 16' length between tube sheets, as shown in this entry. 2378-2395 had 4" shorter tubes and are shown in a separate entry.

In both classes, steam for the high-pressure cylinder was delivered by a sizable 14" piston valve.

Based on the same boiler as the short-tubed G-2 cross-compound Consolidations,a single locomotive built in the same year had instead tandem compound cylinders. In this arrangement, the high-pressure and low-pressure cylinders on each side were cast together, the HP cylinder leading. One long 12" piston valve fed each cylinder in turn.

According to the guide, 15 more (2400-2414) G-2As were produced by Schenectady in 1903. Note the unusually long stroke on this engine.

Smallish Consolidation with a lighter axle-loading, most likely for branch-line operations.

Baldwin seldom manufactured locomotives for the New York Central Lines (just as Schenectady/Alco had little to offer the Pennsylvania Lines), but it did deliver three dozen Consolidations in the late 1880s (Locobase 11655). Given the usual incompatibility between this builder and this buyer, choosing to redo the boiler ten years later should not surprise the reader.

The power dimensions remained the same, although boiler pressure increased slightly. The grate area remained little changed, but the firebox heating surface area increased by 43%. All of the 206 2 1/4" (57 mm) tubes were replaced by a bundle of smaller-diameter tubes; tube heating surface area changed very little.) Adhesion weight increased by 4 1/2 short tons and engine weight grew by 6 1/4 tons.

All thirty-six engines had been rebuilt by 1905. They continued in B&A service into the late 'teens and early 1920s.

Note: each renumbering noted in the specs took account of the jumbled order of production in the works numbers. Thus the lowest road number was associated with the lowest works numbers and so on.

All four of these Consolidations were rebuilt in 1908-1911 and remained in service until 1922-1923.

These Consolidations were originally delivered as cross-compounds with a 22" (559 mm) HP cylinder and a 34" (864 mm) LP cylinder, which resulted in a desirable 2.4:1 compounding ratio. Whatever the merits, compound working soon fell from favor on Norht American railroads except for its use in articulated Mallets. By 1905, the G-33s used the straightforward simple-expansion setup shown in the specifications, although the stroke to bore ratio was a rather high 1.6:1.

The first batch was renumbered to head the class of twelve locomotives. After the NYC returned operational control to the B&A in 1912, the class was renumbered again.

The B&A converted the entire class to U-33 0-8-0 switchers in 1917-1918 and renumbered them 30-41.

Interesting tandem-compound design fed steam by the single 12" (305 mm) piston valve on each pair through crossed ports. The boiler was significantly larger than the 1901 G-2As and was jammed with about as many 2" (50.8 mm) firetubes as a builder could fit in a saturated-steam vessel. Note how short the tubes were, however. Another difference was the much smaller driver diameter, which, together with the compounding system, meant these engines specialized in drag-freight haulage.

Despite the glowing reports of fuel economy and power, the tandem compounds usually enjoyed shorter times as compounds. By 1905, most had been converted to the simple-expansion G-4a class shown in Locobase 5278

Locobase 15836 shows the large clutch of Brooks-built Consolidations delivered in 1901-1902 with saturated boilers, inside link motion, and 11" (279 mm) piston valves. A later update added superheaters to the boiler ,which entailed the usual sacrifice of tubes for flues.

By 1917, nine of the class were so fitted. By 1927, most of the class had been discarded, but all 46 of the class that remained had superheaters.

See Locobase 9841 for a history of the K & M. When the K & M's owner Toledo & Ohio Central was absorbed by the New York Central, the 17 survivors of this class were designated G-46 j/k/l (1183-1199). The locomotive's design is straightforward with an Extended Wagon Top boiler, relatively low pressure, and, especially given the small drivers, a long driving wheelbase.

Data from http://www.rr-fallenflags.org/nyc/toe-p55.gif (visited December 2002) and ...p53.

Data from http://www.rr-fallenflags.org/nyc/toe-p55.gif (visited December 2002).

After supplying hundreds of G-5/G-6 locomotives with 32" strokes and 63" drivers (Locobases 9740, 9742, and 9743), Brooks began filling orders (B-1290) with superheated engines rolling on 57" drivers and a squarer cylinder ratio; the cylinders still were supplied through 14" piston valves. While the grate area remained essentially the same, the boiler grew considerably while boiler pressure dropped by 20 psi.

As Locobase 5277 notes, the tandem compound layout--in which the LP cylinder lined up behind the HP cylinder on each side of the boier--had an even shorter time than other compounds in North American service before being converted to simple expansion. Introduced in 1903, all but four of the class had been fitted with two 23" HP cylinders working in simple expansion, each supplied through a 12" (350 mm) piston valve.

Two of the class survived to be updated again with superheaters; see Locobase 16189. The others all retired in 1925-1927. The only two not immediately scrapped were 2688 and 2690, which went in May 1927 to the Kansas City, Mexico & Orient as their 21-22. (The superheated 2699 followed in August and took road number 23.). The pair put in several more years of service before being scrapped in December 1933 (22) and Decembef 1934 (21).

The engines originally delivered in 1903 as tandem compounds (Locoboase 5277) and quickly converted to simple-expansion locomotives in 1904 (Locobase 5278) were big and strong. Although their small drivers limited their usefulness in the faster-freight years, two underwent more radical surgery to be fitted with a substantial superheater outfit. To accommodate the large bundle of larger flues, the railroad removed 262 small tubes.

Both were soon sold to other railroads. The 2694 went to the Kansas City, Mexico & Orient in 1927 as their 23. Its more economically generated steam apparently extended its career compared to the other two G-4a that accompanied it and the 2694 only met the scrapper in August 1946.

The 2699 traveled a much shorter distance in 1926 to the Susquehanna & New York as their 118; it ran until 1937.

Virtually identical to the New York Central G-5s shown in another Locobase entry (5279). Included here chiefly to show what minor differences could occur (e.g. 458 tubes vs 456) and to give an idea of the scale of the production by Brooks and Schenectady. Also, RG's report includes a listing of the component suppliers that can help build a more detailed picture of the locomotive-building industry of the time (NB: many of these suppliers probably did not also serve Baldwin).

steel axles -- Carnegie steel axles

bell ringer -- Samson

brake beams -- National-Hollow

brake shoes -- Lappin

coupler -- Gould

headlights -- Rochester

injectors and sight-feed lubricators -- Nathan

New York Central specification journal bearings and driving wheel tires,

piston and valve rod packings --U. S.

safety valves -- Consolidated Car Heating

sanding devices -- Leach

springs -- Railway Steel Spring Co

steam gauges -- Crosby

truck and tender wheel tires -- National

Long-stroke Consolidations with straight boilers, 14" (356 mm) piston valves. Beginning in 1912, many of these were converted to H-5 2-8-2s; see Locobase 1384.

According to the guide, 25 G-5As were built by Brooks and Schenectady in 1904. Available information didn't tell Locobase how the G-5As differed from the G-5s.

A slew of Consolidations virtually all built by Alco-Schenectady or Alco-Brooks. Montreal contributed 18 engines. They served on all major subsidiaries (B&A, CCC&StL, NYC, THB, CI&S, LS&MS). 462 of these were rebuilt into H-5 Mikados. The remainder were retrofitted with Walschaerts valve gear and superheater, being redesignatedwere provided by Alco-Brooks and Schenectady over the 1905-1910 period. Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves.

The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear.Many of these were rebuilt as H-5 Mikados with new boilers and fireboxes.

The New York Central Lines bought hundreds of G-5s (Locobase 5372). Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves. The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear.

The ten of this class that were delivered to the B&A had two fewer tubes in the boiler. Who knows why, except to consider that mass production of steam locomotives still allowed for considerable detail differences.

This was a big class of Consolidations that served the drag-freight needs of the Cleveland, Cincinnati, Chicago & St. Louis. The subclass shown here (Brooks order number 1034) was a bit smaller than some of the later batches. All had 14" piston valves.

Before too long, the class was superheated. See Locobase 9741.

Although the large class of Consolidations that entered service in 1905-1911 on the Big Four (Locobase 9740) shared the same power dimensions, they came in 2 boiler sizes. Superheating the smaller version as shown here involved the usual tradeoffs of evaporative heating surface for drier steam. In this makeover, 140 2" tubes were eliminated in favor of 34 flues..

Part of a long string of batches of Consolidations built in a short period. . All had 14" piston valves. This particular production order (B-1064) packed a lot of 2" tubes into the boiler.

As with the G-5H, the class was soon superheated. See Locobase 9743.

Superheating the G-5I class of Consolidations (Locobase 9742) involved the usual boiler rearrangement. In this particular makeover, however, the small-tube sacrifice came to more than 190 tubes (195 in the G-5I, 211 in the G-5O/T/G-6C profiled in 9743) in favor of just 34 flues. (Locobase suspects this supports his thought that this was an overstuffed boiler in its saturated state to begin with.)

Some received 30 sq ft of arch tubes, increasing their firebox heating surface to 215 sq ft.

Part of a long string of batches of Consolidations built in a short period to the same power dimensions and firebox design. All had 14" piston valves. As with the G-5Is, these later batches (Brooks B-1089 for G-5O, B-1195 for G-5T) had boilers tightly packed with 2" tubes. Later in the same year (November of 1907), Brooks added 65 more to the same design (Batches B-1117, 1132-1133) that the Cleveland, Cincinnati, Chicago & St Louis for some reason classified as G-6C, G-6D, and G-6UA. Additional locomotives included the G-6IA (Original order 5 under B-1064), G-6IB (20 under B-1075), G-6N (20 under B-1221), (G-6S 35 under S-774 - the only order in this particular design from Schenectady)

Some of both of these sub-classes were soon superheated to a common configuration.. See Locobase 9744. Like hundreds of other G-5 2-8-0s in the New York Central system, the rest of the Big Four G-5s were upgraded to H-5 Mikados; see Locobase 9745.

Actually representing one of the later batches under this 3-year order, the 5962 was a G-6 because of its outside Walschaerts gear. According to RMM's report, adoption of the Walschaert gear "...of the latest improved design for freight locomotives" was intended "...to give the least possible trouble in operation and maintenance, and it is apparent that nothing simpler has yet been devised, from the standpoint of durability and stability, as the metal has been distributed with these essentials in view, and spring of the parts to produce distortion in the action of the valve should therefore be an unknown quantity."

Otherwise, it was similar to hundreds of other New York Central system Consolidations of the same era. Again according to RMM, the NYC's approach included attention to strengthening the design for regular service: "Attention has been given to the elimination of weak links in the chain of details affecting points likely to incapacitate the engine for active service. The frames are of steel and of most liberal dimensions ...the pedestal binders are also built on a similar plan, and are secured to the frame by three vertical bolts at each side of the jams. Stresses on the smoke-box flange of the saddle are relieved by the front end braces, which are constructed with a pivoted connection to a casting on the bumper beam, which will be noted as unusual in front end braces."

Moreover, said RMM, the engines were credited as "...free and economical steamers."

The diagram book gives the dates corresponding to the fitting of a new boiler for all but one of this group of survivors from earlier classes - the dates ranged from January 1911 to September 1912. 6512, delivered in April 1885 was discarded without modification and supplied the original date. In any case, all remained saturated and all were quite small.

This Consolidation was built to the design of Superintendent of Motive Power William Garstang, who wanted to increase a single engine's train load. He accomplished that goal when this engine easily out did the then-standard 1,050-ton load by pulling 1,500 tons up a grade of 45 feet to the mile (0.85%) .

This engine, and the succeeding G-64A (Locobase 9749) were larger Consolidations with a longer stroke. 6528 persisted with the 20" cylinder diameter.

6529 was identical to the G-64 (#6528 - Locobase 9748) but had larger 22" cylinders and ultimately a firebox with arch tubes that combined for 184 sq ft of firebox heating surface. Both engines led the way to larger boilers and grates..

Displayed in a table of Consolidations of varied ages and origins, this locomotive stands out as quite a bit larger and even further along in the evolution of the New York Central 2-8-0 of the early 20th Century. What remained in the 19th century was the locomotive's grate area, which was small for the size of the boiler it was trying to heat.

The engine was a "one-off" prototype built to the design of Superintendent of Motive Power William Garstang. RM's report described its June 5, 1899 delivery trip during which it hauled 77 30-ton freight cars from Newport News to Chicago without change, a distance of 1,001 miles.

In the next year (1900) the Big Four would order very similar locomotives from Brooks, Rhode Island, and Schenectady (Locobase 366), but this was the only one that Richmond would supply.

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis.

Apparently the Big Four included the builder in its classification. G-66 stood for 10 locomotives from the Rhode Island Works, G-67 for 12 Brooks-built engines, and G-68 for 9 from Schenectady. They were virtually identical to the 1899 Richmond #703 (Locobase 9750), which itself represented a substantial increase in size and power over earlier Big Four Consolidations.

Compared to the Big Four Consolidation of a year earlier shown in Locobase 9750, this locomotive made the last step into a 20th-century 2-8-0 design by adopting a much larger grate to go with a slightly bigger boiler. Admittedly, the firebox heating surface was still relatively meager.

Michigan Central's large Consolidation stud included dozens that were modified with the same superheater installation. This batch arrived in 1909-1910.

At the same time the Canadian Southern was buying its Consolidations from the Montreal Locomotive Works (Locobase 5277), the Michigan Central purchased a batch from another Alco subsidiary.

As Michigan Central added Consolidations to its stud, it bought them from several Alco subsidiaries. After Brooks had supplied 38 in 1909-1910 (Locobase 8425), the MC bought 20 more from Schenectady in the next year.

The guide notes that this class was rebuilt starting in 1895. The specifications given above reflect the rebuilt locomotives.

I suspect that the C-7A class (26 engines) shown on

www.rr-fallenflags.org/nyc/ncy-lbp186b.gif (visited December 2002) represent the original design of considerably earlier vintage, which had a boiler pressure of 135 psi. In either case, this was a small locomotive.

When the P & E bought these Consolidations, the railroad was already part of the Big Four (Cleveland, Cincinnati, Chicago & Saint Louis). It had been created out of the bankrupt Ohio Indiana & Western Railway. In a very detailed set of financial transactions that took less than 2 months in early 1890 -- detailed on Roger P Hensley's http://madisonrails.railfan.net/bigfour.html (accessed 6 July 2006) -- the P & E's main line was established from Pekin, Illinois to Indianapolis. It was then "surrendered" to the Big Four on 22 Feb 1890.

The 20 Consolidations were broken into two subgroups depending on boiler type; this subtype had radial stayed boilers. This Brooks-built decade (B-855) showed a higher boiler than that of the pair of G-69s profiled in Locobase 9751 and delivered a year earlier. The power dimensions remained the same, but the boiler pressure rose by 10 psi and steam was now admitted to the cylinders through 12" piston valves. Some were retrofitted with arch tubes in the firebox that contributed 28 sq ft to the firebox heating surface area.

See Locobase 7658 for the superheated upgrade.

Although the superheating modification occurred while these engines belonged to the Big Four, the Chicago & Illinois Midland diagrams give the area.

The C & IM bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s. One of them came from the subgroup that had radial-stay boilers when delivered in 1902 and the smaller grate. The C & IM placed it in its own class -- F-1 -- and numberedit 530.

They had been upgraded to include superheaters, although they retained their inside Stephenson valve gear. See Locobase 7659 for the other superheated variant.

See Locobase 7656 for a discussion of the P & E's relationship to the Big Four.

The 20 Consolidations bought by the latter in 1902-1903 were broken into two subgroups depending on boiler type. The other subgroup is shown in Locobase 7656; this subtype had the Belpaire firebox.This was one of the few instances when the square-shouldered firebox would appear on a New York Central system engine. The grate was larger, but the firebox actually measured a bit smaller. Sometime later, 26 sq ft of arch tubes would be added to the firebox heating surface. Some of the class had fireboxes offering 187 sq ft of heating surface; the specifications show the addtion of 26 sq ft of arch tubes.

The superheated modification appears in Locobase 7659.

When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, it drew its own locomotive diagrams and included the superheater area that was not shown on the Big Four diagrams.

Well before the sale to the C & IM, the Big Four updated all of its G-70s with superheaters; this set of 10 had Belpaire fireboxes. The four that went to the C & IM were designated class F-2 and numbered 531-534.

See Locobase 7658 and 7661 for the other superheated variants.

The 25 Consolidations bought by the P & E in 1902-1903 were broken into three subgroups depending on boiler type and grate size. Like the G-70As, which appeared in 1902, this quintet was produced with Belpaire boilers, although the grate was considerably smaller because it was 12" narrower. Curiously, firebox heating surface area actually grew slightly. As with all of the G-70s, steam admission came through 12" piston valves. Some of the class later had 21 sq ft of arch tubes added to the firebox heating surface area.

Although this quintet of 5 Belpaire-boilered Consolidations was upgraded with superheaters by the P & E, their diagrams did not show the resulting superheater areas. When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, they documented the new acquisitions with diagrams that did show the area. This pair they designated class F-3 and numbered 535-536.

See Locobase 7657 and 7658 for the other superheated variants.

This class of relatively small Consolidations served the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers and 12" piston valves. Five more operated with the Peoria & Eastern; see Locobase 7660.

They were superheated by that railroad in 1919; see Locobase 7611.

This was a class of Consolidations originally bought by the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers (see Locobase 7610) and superheated by that railroad in 1919. In the process, the surrender of evaporative heating surface was almost completely offset by additional superheater area, which resulted in a greater gain in effective power than many other such conversions.

In 1928, the Big Four sold seven of the class (original works#28249, 28262, 28258, 28254, 28256, 28250, 2824) to the Akron, Canton & Youngstown in 1928 as their 350-356.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Michigan Central had taken delivery of this class of cross-compounds two years earlier. As Consolidations in the NYC system went, this class had a small firebox.

The RA report said that the NYC had ordered four of these cross-compounds, but Drury (1993) shows only the one. Given that in the very next year the MC ordered 47 cross-compound with a larger LP cylinder as well as the odd compounding ratio built into the specs, Locobase suspects this really was a one-off.

This class succeeded the Consolidations that were later reclassified as G-11A. Boiler pressure increased as did weight, but otherwise the design was identical. According to Staufer (1967), these were the first Consolidations on the New York Central, which suggests the G-11As were actually a later acquisition. See Locobase 5260 for fuller information about the Fall Brook lines.

Small, low-drivered Consolidations with Belapaire fireboxes. As delivered, they were credited with 133,000 lb on the drivers and 150,000 lb overall engine weight.

This was one of the more numerous classes on this subsidiary of the New York Central. Indeed, they were followed immediately by the 96Bs, which appear to have been virtually identical.

The G-96As were superheated later; see 5215.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).

Superheating these Consolidations didn't result in fitting them with piston valves as was usual practice, instead, this class received ABV double-admission slide valves. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).

Data from http://www.rr-fallenflags.org/nyc/toe-p50.gif (visited December 2002).

Similar to many other New York Central System Consolidations of the turn of the century, all of which had the same nominal tractive effort. The Richardson balanced slide valves had relatively long travel of 5 5/8" (143 mm) of travel. Firebox heating surface included arch tubes.

The earliest Consolidation shown in the guide, this locomotive still had the dome just ahead of the cab. The large grate area may have burned anthracite coal.

4282-4291 in May 1895.

These two dozen Consolidations remained substantially unchanged during their careers on the B&A. By the time of 1905's accounting, however, the shops appear to either modified or completely replaced the boiler. The change, which prompted a class ID change to G-32a) deleted six tubes from the boiler, dropping total heating surface area to 1,948 sq ft (181 sq m) and the firebox was smaller by 12 sq ft (1.1 sq m). Driving and engine wheelbases each shrank by a foot (to 13 and 20 feet 5 inches, respectively).

Works numbers were:

1886

December 8290, 8295

1887

August 8728, 8729, 8733, 8741; September 8798, 8800-8801; October 8809

1888

July 9378, 9381; August 9383-9384, 9388, 9392

1890

January 10579, 10582-10583, 10586, 10592, 10598; August 11119, 11122, 11126-11128, 11131

1891

October 12263-12264, 12268, 12271, 12308-12309, 12313, 12318

This large batch of Consolidations clearly meant to satisfy drag-freight needs for a while. Although fitted with relatively large cylinders, the class's boiler and firebox dimensions ran in the middle of the pack. According to Connelly, the 1887-1888 engines had 48" drivers, but the specifications show otherwise.

The B&A rebuilt this class beginning in 1897; see Locobase 15829.

This class received its Class G designation after the B & A joined the New York Central System in 1893. All were rebuilt as class G-30 locomotives in 1897-1905.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 60/G-13 | A / 295 | A/G-10 | B-1 / G-42a | B-1 / G-42b |

Locobase ID | 8883 | 2618 | 5283 | 8421 | 8422 |

Railroad | Adirondack & St Lawrence (NYC) | Lake Shore & Michigan Southern (NYC) | Fall Brook Coal Company (NYC) | Lake Shore & Michigan Southern (NYC) | Lake Shore & Michigan Southern (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 2 | 15 | 22 | 25 | 25 |

Road Numbers | 60-61/996-997/2210-2211 | 295-322 /5500- | 34, 59-80/2279-2300 | 700-724 | 725-748 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 15 | 22 | 25 | 25 |

Builder | Schenectady | Brooks | Schenectady | Brooks | Brooks |

Year | 1893 | 1899 | 1888 | 1899 | 1900 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14' | 15.25' | 14' | 17.33' | 17.33' |

Engine Wheelbase | 21.58' | 23.25' | 21.67' | 25.50' | 25.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.66 | 0.65 | 0.68 | 0.68 |

Overall Wheelbase (engine & tender) | 47.17' | 51.50' | 47.58' | 55.60' | 55.60' |

Axle Loading (Maximum Weight per Axle) | 0 | ||||

Weight on Drivers | 131500 lbs | 138500 lbs | 109300 lbs | 149000 lbs | 162600 lbs |

Engine Weight | 149000 lbs | 156500 lbs | 122800 lbs | 168000 lbs | 181300 lbs |

Tender Light Weight | 84355 lbs | 94000 lbs | 86000 lbs | 118000 lbs | 124500 lbs |

Total Engine and Tender Weight | 233355 lbs | 250500 lbs | 208800 lbs | 286000 lbs | 305800 lbs |

Tender Water Capacity | 3200 gals | 5000 gals | 4000 gals | 6000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 9 tons | 12.5 tons | 9 tons | 13 tons | 13 tons |

Minimum weight of rail (calculated) | 55 lb/yard | 58 lb/yard | 46 lb/yard | 62 lb/yard | 68 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 56" | 51" | 63" | 63" |

Boiler Pressure | 180 psi | 180 psi | 160 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 22" x 26" | 20.5" x 28" | 20" x 24" | 21" x 30" | 21" x 30" |

Low Pressure Cylinders (dia x stroke) | 32" x 26" (1) | ||||

Tractive Effort | 25635 lbs | 32149 lbs | 25600 lbs | 35700 lbs | 35700 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.13 | 4.31 | 4.27 | 4.17 | 4.55 |

Heating Ability | |||||

Firebox Area | 168.20 sq. ft | 212 sq. ft | 145.80 sq. ft | 230 sq. ft | 218.92 sq. ft |

Grate Area | 31.10 sq. ft | 32.40 sq. ft | 31.30 sq. ft | 33.50 sq. ft | 33.76 sq. ft |

Evaporative Heating Surface | 2046 sq. ft | 2183 sq. ft | 1732 sq. ft | 2651 sq. ft | 2858 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2046 sq. ft | 2183 sq. ft | 1732 sq. ft | 2651 sq. ft | 2858 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 357.72 | 204.09 | 198.47 | 220.43 | 237.64 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 5598 | 5832 | 5008 | 6700 | 6752 |

Same as above plus superheater percentage | 5598 | 5832 | 5008 | 6700 | 6752 |

Same as above but substitute firebox area for grate area | 30276 | 38160 | 23328 | 46000 | 43784 |

Power L1 | 3650 | 5093 | 3835 | 6637 | 6902 |

Power MT | 244.77 | 324.28 | 309.41 | 392.81 | 374.32 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | B-2/G-43a, b, c, d, e | B-3/G-44 | C / G-7a | C/G-46a, b | G |

Locobase ID | 15836 | 15841 | 6508 | 5353 | 5274 |

Railroad | Lake Shore & Michigan Southern (NYC) | Lake Erie, Alliance & Western (NYC) | New York West Shore & Buffalo (NYC) | Lake Shore & Michigan Southern (NYC) | New York Central (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 120 | 25 | 30 | 7 | 4 |

Road Numbers | 750-869/5750-5869 | 50-64, 400-409/5525-5539, 5515-5524 | 121-150 / 267 | 1000-1006 | 2200-2203 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 120 | 25 | 30 | 7 | |

Builder | Brooks | Alco-Brooks | Burnham, Parry, Williams & Co | Alco-Brooks | Schenectady |

Year | 1901 | 1904 | 1883 | 1903 | 1888 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17.33' | 16.75' | 14' | 17.25' | 14.33' |

Engine Wheelbase | 25.50' | 25.25' | 21.58' | 26.42' | 22' |

Ratio of driving wheelbase to overall engine wheebase | 0.68 | 0.66 | 0.65 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 54.54' | 47.58' | 57.83' | 47.37' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 158000 lbs | 181000 lbs | 88000 lbs | 207000 lbs | 118000 lbs |

Engine Weight | 180000 lbs | 202300 lbs | 104000 lbs | 235400 lbs | 132000 lbs |

Tender Light Weight | 124500 lbs | 130400 lbs | 64000 lbs | 151000 lbs | 70700 lbs |

Total Engine and Tender Weight | 304500 lbs | 332700 lbs | 168000 lbs | 386400 lbs | 202700 lbs |

Tender Water Capacity | 8000 gals | 6500 gals | 3000 gals | 3500 gals | |

Tender Fuel Capacity (oil/coal) | 13 tons | 13 tons | 5 tons | tons | 7.5 tons |

Minimum weight of rail (calculated) | 66 lb/yard | 75 lb/yard | 37 lb/yard | 86 lb/yard | 49 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 57" | 50" | 57" | 51" |

Boiler Pressure | 200 psi | 200 psi | 140 psi | 200 psi | 150 psi |

Cylinders (dia x stroke) | 21" x 30" | 21" x 30" | 19.5" x 24" | 23" x 30" | 20" x 26" |

Tractive Effort | 35700 lbs | 39458 lbs | 21720 lbs | 47332 lbs | 26000 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.43 | 4.59 | 4.05 | 4.37 | 4.54 |

Heating Ability | |||||

Firebox Area | 187.50 sq. ft | 200 sq. ft | 116.70 sq. ft | 231 sq. ft | 156 sq. ft |

Grate Area | 43 sq. ft | 46.70 sq. ft | 23 sq. ft | 54.89 sq. ft | 31 sq. ft |

Evaporative Heating Surface | 2974 sq. ft | 2985 sq. ft | 1455 sq. ft | 3957 sq. ft | 1937 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2974 sq. ft | 2985 sq. ft | 1455 sq. ft | 3957 sq. ft | 1937 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 247.29 | 248.20 | 175.39 | 274.29 | 204.89 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 8600 | 9340 | 3220 | 10978 | 4650 |

Same as above plus superheater percentage | 8600 | 9340 | 3220 | 10978 | 4650 |

Same as above but substitute firebox area for grate area | 37500 | 40000 | 16338 | 46200 | 23400 |

Power L1 | 6830 | 6296 | 2867 | 6733 | 3664 |

Power MT | 381.20 | 306.75 | 287.30 | 286.83 | 273.82 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-1 | G-100 | G-101 | G-102/G-102A&B/G-103 | G-102D/G-104 |

Locobase ID | 4114 | 7072 | 7073 | 7074 | 7075 |

Railroad | New York Central (NYC) | Pittsburgh & Lake Erie (NYC) | Pittsburgh & Lake Erie (NYC) | Pittsburgh & Lake Erie (NYC) | Pittsburgh & Lake Erie (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 1 | 33 | 14 | 79 | 32 |

Road Numbers | 2332 | 121-153/9301-9321 | 9322-9335 | 9325-9392, 9411-9424 | 9325 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 33 | 14 | 79 | 5 |

Builder | Schenectady | Pittsburgh | Pittsburgh | Pittsburgh | shops |

Year | 1901 | 1897 | 1902 | 1902 | 1915 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Baker |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17' | 14.25' | 16' | 16' | 16' |

Engine Wheelbase | 25.75' | 22.25' | 24.67' | 24.67' | 24.67' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.64 | 0.65 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 53.75' | 54.04' | 56.46' | 55.87' | 56.27' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 164000 lbs | 126000 lbs | 170000 lbs | 177880 lbs | 177880 lbs |

Engine Weight | 190000 lbs | 140000 lbs | 190000 lbs | 200500 lbs | 200500 lbs |

Tender Light Weight | 112000 lbs | 144000 lbs | 144000 lbs | 144000 lbs | 144000 lbs |

Total Engine and Tender Weight | 302000 lbs | 284000 lbs | 334000 lbs | 344500 lbs | 344500 lbs |

Tender Water Capacity | 5000 gals | 8400 gals | 8400 gals | 8400 gals | 8400 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 11 tons | 11 tons | 11 tons | 11 tons |

Minimum weight of rail (calculated) | 68 lb/yard | 53 lb/yard | 71 lb/yard | 74 lb/yard | 74 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 50" | 50" | 50" | 50" |

Boiler Pressure | 210 psi | 180 psi | 185 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 23" x 32" | 20" x 26" | 21" x 30" | 21" x 30" | 22.5" x 30" |

Low Pressure Cylinders (dia x stroke) | 35" x 32" (1) | ||||

Tractive Effort | 33497 lbs | 31824 lbs | 41608 lbs | 44982 lbs | 51638 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.90 | 3.96 | 4.09 | 3.95 | 3.44 |

Heating Ability | |||||

Firebox Area | 175.32 sq. ft | 162.50 sq. ft | 181.80 sq. ft | 166.20 sq. ft | 166.60 sq. ft |

Grate Area | 50.31 sq. ft | 25.60 sq. ft | 33.40 sq. ft | 51.60 sq. ft | 51.60 sq. ft |

Evaporative Heating Surface | 3251 sq. ft | 2134 sq. ft | 3041 sq. ft | 3192 sq. ft | 2355 sq. ft |

Superheating Surface | 632 sq. ft | ||||

Combined Heating Surface | 3251 sq. ft | 2134 sq. ft | 3041 sq. ft | 3192 sq. ft | 2987 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 422.54 | 225.73 | 252.86 | 265.42 | 170.58 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 10565 | 4608 | 6179 | 10320 | 10320 |

Same as above plus superheater percentage | 10565 | 4608 | 6179 | 10320 | 12487 |

Same as above but substitute firebox area for grate area | 36817 | 29250 | 33633 | 33240 | 40317 |

Power L1 | 5108 | 4675 | 5064 | 5575 | 10715 |

Power MT | 274.66 | 327.19 | 262.69 | 276.38 | 531.20 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-11 | G-11b | G-12 | G-13 | G-16q |

Locobase ID | 5282 | 5285 | 5286 | 5287 | 415 |

Railroad | Beech Creek, Clearfield & Western (NYC) | Beech Creek, Clearfield & Western (NYC) | Pittsburgh & Eastern (NYC) | New York Central (NYC) | Boston & Albany (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 4 | 6 | 1 | 2 | 4 |

Road Numbers | 2-5/2256, 2257, 2259 | 6-10, 4/2258, 2260-2264 | 1/2301 | 2210-2211 | 1050-1053 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 4 | 6 | 4 | ||

Builder | Schenectady | Schenectady | Schenectady | Schenectady | Alco-Schenectady |

Year | 1884 | 1886 | 1895 | 1893 | 1912 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Baker |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.25' | 14' | 14.33' | 17.50' | |

Engine Wheelbase | 23' | 21.67' | 22.33' | 26.40' | |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.65 | 0.64 | 0.66 | |

Overall Wheelbase (engine & tender) | 46.50' | 47' | 48.50' | 61' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 96000 lbs | 98000 lbs | 126800 lbs | 133000 lbs | 215500 lbs |

Engine Weight | 108000 lbs | 111000 lbs | 142000 lbs | 149400 lbs | 242000 lbs |

Tender Light Weight | 71000 lbs | 77000 lbs | 85000 lbs | 88300 lbs | 143500 lbs |

Total Engine and Tender Weight | 179000 lbs | 188000 lbs | 227000 lbs | 237700 lbs | 385500 lbs |

Tender Water Capacity | 3500 gals | 3500 gals | 4000 gals | 4000 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 7 tons | 8 tons | 10 tons | 10 tons | tons |

Minimum weight of rail (calculated) | 40 lb/yard | 41 lb/yard | 53 lb/yard | 55 lb/yard | 90 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 51" | 51" | 51" | 63" |

Boiler Pressure | 125 psi | 135 psi | 180 psi | 140 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 20" x 24" | 20" x 24" | 20" x 26" | 22" x 26" | 23" x 32" |

Low Pressure Cylinders (dia x stroke) | 32" x 26" (1) | ||||

Tractive Effort | 20000 lbs | 21600 lbs | 31200 lbs | 19939 lbs | 45679 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.80 | 4.54 | 4.06 | 6.67 | 4.72 |

Heating Ability | |||||

Firebox Area | 156 sq. ft | 124.60 sq. ft | 152.80 sq. ft | 162.82 sq. ft | 212.80 sq. ft |

Grate Area | 35.83 sq. ft | 31.30 sq. ft | 30.10 sq. ft | 31.28 sq. ft | 56.50 sq. ft |

Evaporative Heating Surface | 1441 sq. ft | 1604 sq. ft | 1977 sq. ft | 2064 sq. ft | 2979 sq. ft |

Superheating Surface | 582 sq. ft | ||||

Combined Heating Surface | 1441 sq. ft | 1604 sq. ft | 1977 sq. ft | 2064 sq. ft | 3561 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 165.13 | 183.80 | 209.12 | 360.87 | 193.59 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4479 | 4226 | 5418 | 4379 | 11300 |

Same as above plus superheater percentage | 4479 | 4226 | 5418 | 4379 | 13108 |

Same as above but substitute firebox area for grate area | 19500 | 16821 | 27504 | 22795 | 49370 |

Power L1 | 2704 | 2928 | 4436 | 2830 | 12666 |

Power MT | 248.39 | 263.47 | 308.51 | 187.64 | 518.31 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-2/15 ft 6 in | G-2/16 ft | G-2A | G-3 | G-30 |

Locobase ID | 5273 | 5272 | 5275 | 5276 | 15829 |

Railroad | New York Central (NYC) | New York Central (NYC) | New York Central (NYC) | New York Central (NYC) | Boston & Albany (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 18 | 48 | 16 | 30 | 36 |

Road Numbers | 2378-2395 | 2333-2377, 2396-98 | 2399, 2400-2414 | 2302-2331 | 2528-2563/901-934 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 18 | 48 | 16 | 30 | |

Builder | Schenectady | Schenectady | Schenectady | Schenectady | B&A |

Year | 1901 | 1901 | 1901 | 1901 | 1897 |

Valve Gear | Stephenson | Stephenson | Walschaert | Walschaert | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17' | 17' | 17' | 15' | 14' |

Engine Wheelbase | 25.92' | 25.92' | 26.25' | 22.67' | 21.92' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.65 | 0.66 | 0.64 |

Overall Wheelbase (engine & tender) | 53.92' | 53.92' | 48.62' | 49.94' | 49' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 166000 lbs | 166000 lbs | 172500 lbs | 131500 lbs | 112000 lbs |

Engine Weight | 192000 lbs | 192000 lbs | 200000 lbs | 150000 lbs | 128500 lbs |

Tender Light Weight | 114000 lbs | 114000 lbs | 128000 lbs | 109000 lbs | 73300 lbs |

Total Engine and Tender Weight | 306000 lbs | 306000 lbs | 328000 lbs | 259000 lbs | 201800 lbs |

Tender Water Capacity | 5000 gals | 5000 gals | 6000 gals | 5000 gals | 3500 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 10 tons | 10 tons | 10 tons | 7 tons |

Minimum weight of rail (calculated) | 69 lb/yard | 69 lb/yard | 72 lb/yard | 55 lb/yard | 47 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 63" | 63" | 51" | 50" |

Boiler Pressure | 210 psi | 210 psi | 210 psi | 180 psi | 160 psi |

High Pressure Cylinders (dia x stroke) | 23" x 32" | 23" x 32" | 15" x 34" | 20" x 26" | 20" x 26" |

Low Pressure Cylinders (dia x stroke) | 35" x 32" (1) | 35" x 32" (1) | 28" x 34" (2) | ||

Tractive Effort | 33497 lbs | 33497 lbs | 33683 lbs | 31200 lbs | 28288 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.96 | 4.96 | 5.12 | 4.21 | 3.96 |

Heating Ability | |||||

Firebox Area | 189.39 sq. ft | 182.49 sq. ft | 189.39 sq. ft | 155 sq. ft | 160 sq. ft |

Grate Area | 50.31 sq. ft | 50.31 sq. ft | 50.32 sq. ft | 41 sq. ft | 29.30 sq. ft |

Evaporative Heating Surface | 3384 sq. ft | 3481 sq. ft | 3384 sq. ft | 2194 sq. ft | 1723 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 3384 sq. ft | 3481 sq. ft | 3384 sq. ft | 2194 sq. ft | 1723 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 439.82 | 452.43 | 486.62 | 232.07 | 182.25 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 10565 | 10565 | 10567 | 7380 | 4688 |

Same as above plus superheater percentage | 10565 | 10565 | 10567 | 7380 | 4688 |

Same as above but substitute firebox area for grate area | 39772 | 38323 | 39772 | 27900 | 25600 |

Power L1 | 5360 | 5437 | 3941 | 4805 | 3558 |

Power MT | 284.74 | 288.83 | 201.47 | 322.23 | 280.14 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-31 | G-33 | G-4 | G-43a, b, c, d, e-superheated | G-46 j/k/ |

Locobase ID | 15830 | 15831 | 5277 | 15837 | 5429 |

Railroad | Boston & Albany (NYC) | Boston & Albany (NYC) | New York Central (NYC) | Lake Shore & Michigan Southern (NYC) | Kanawha & Michigan (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 4 | 12 | 15 | 120 | 25 |

Road Numbers | 15, 35, 39, 64/2566-2569/2500-2503/936-939 | 2500-2505/2564-2575/964-675 | 2415-2429 | 5750-5869 | 528-552 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 4 | 12 | 15 | 120 | 25 |

Builder | Rhode Island | Schenectady | Schenectady | LS&MS | Alco |

Year | 1891 | 1901 | 1903 | 1901 | 1911 |

Valve Gear | Stephenson | Stephenson | Walschaert | Stephenson | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15' | 17' | 15' | 17.33' | 17.25' |

Engine Wheelbase | 22.50' | 25.75' | 23.58' | 25.50' | 26.42' |

Ratio of driving wheelbase to overall engine wheebase | 0.67 | 0.66 | 0.64 | 0.68 | 0.65 |

Overall Wheelbase (engine & tender) | 47.33' | 54.08' | 40.06' | 54.69' | 58.23' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 118000 lbs | 163000 lbs | 200000 lbs | 161500 lbs | 209500 lbs |

Engine Weight | 134500 lbs | 187000 lbs | 225000 lbs | 184500 lbs | 239500 lbs |

Tender Light Weight | 76250 lbs | 105350 lbs | 137500 lbs | 124500 lbs | 154000 lbs |

Total Engine and Tender Weight | 210750 lbs | 292350 lbs | 362500 lbs | 309000 lbs | 393500 lbs |

Tender Water Capacity | 3500 gals | 4000 gals | 7000 gals | 8000 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 8 tons | 12 tons | 13 tons | 16 tons |

Minimum weight of rail (calculated) | 49 lb/yard | 68 lb/yard | 83 lb/yard | 67 lb/yard | 87 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 50" | 57" | 51" | 63" | 57" |

Boiler Pressure | 160 psi | 195 psi | 210 psi | 200 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 20" x 26" | 20" x 32" | 16" x 30" | 21" x 30" | 25" x 30" |

Low Pressure Cylinders (dia x stroke) | 30" x 30" (2) | ||||

Tractive Effort | 28288 lbs | 37221 lbs | 41855 lbs | 35700 lbs | 50329 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.17 | 4.38 | 4.78 | 4.52 | 4.16 |

Heating Ability | |||||

Firebox Area | 158 sq. ft | 145 sq. ft | 227 sq. ft | 187.50 sq. ft | 227 sq. ft |

Grate Area | 24.90 sq. ft | 50.20 sq. ft | 58 sq. ft | 43 sq. ft | 55 sq. ft |

Evaporative Heating Surface | 2097 sq. ft | 3150 sq. ft | 4143 sq. ft | 2344 sq. ft | 3153 sq. ft |

Superheating Surface | 465 sq. ft | 633 sq. ft | |||

Combined Heating Surface | 2097 sq. ft | 3150 sq. ft | 4143 sq. ft | 2809 sq. ft | 3786 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 221.81 | 270.72 | 593.44 | 194.90 | 184.99 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 3984 | 9789 | 12180 | 8600 | 9900 |

Same as above plus superheater percentage | 3984 | 9789 | 12180 | 10062 | 11583 |

Same as above but substitute firebox area for grate area | 25280 | 28275 | 47670 | 43875 | 47806 |

Power L1 | 4072 | 6169 | 3839 | 13038 | 10018 |

Power MT | 304.31 | 333.75 | 169.27 | 711.92 | 421.69 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-46d/G-46e | G-46e | G-46h/i | G-4a | G-4as |

Locobase ID | 5219 | 5220 | 9746 | 5278 | 16189 |

Railroad | Toledo & Ohio Central (NYC) | Toledo & Ohio Central (NYC) | Big Four (NYC) | New York Central (NYC) | New York Central (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 30 | 10 | 40 | 15 | 2 |

Road Numbers | 9662-9681/9682-9691 | 9652-9651 | 6843-6882 | 2685-2699 | 2694, 2699 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 30 | 10 | 40 | ||

Builder | Brooks | Alco | Alco-Brooks | NYC | NYC |

Year | 1909 | 1912 | 1911 | 1904 | 1926 |

Valve Gear | Walschaert | Walschaert | Walschaert | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17.25' | 17.25' | 17.25' | 15' | 15' |

Engine Wheelbase | 26.42' | 26.42' | 26.42' | 23.58' | 23.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.65 | 0.65 | 0.64 | 0.64 |

Overall Wheelbase (engine & tender) | 58.23' | 60.92' | 60.92' | 40.06' | 40.06' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 211000 lbs | 223500 lbs | 220000 lbs | 200000 lbs | 205500 lbs |

Engine Weight | 241000 lbs | 253000 lbs | 249000 lbs | 225000 lbs | 231200 lbs |

Tender Light Weight | 153500 lbs | 147300 lbs | 151000 lbs | 137500 lbs | 139800 lbs |

Total Engine and Tender Weight | 394500 lbs | 400300 lbs | 400000 lbs | 362500 lbs | 371000 lbs |

Tender Water Capacity | 5000 gals | 7500 gals | 7500 gals | 7000 gals | 7000 gals |

Tender Fuel Capacity (oil/coal) | 16 tons | 12 tons | 12 tons | 12 tons | 14 tons |

Minimum weight of rail (calculated) | 88 lb/yard | 93 lb/yard | 92 lb/yard | 83 lb/yard | 86 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 58" | 58" | 57" | 51" | 51" |

Boiler Pressure | 185 psi | 180 psi | 180 psi | 180 psi | 180 psi |

Cylinders (dia x stroke) | 23" x 30" | 25" x 30" | 25" x 30" | 23" x 30" | 23" x 30" |

Tractive Effort | 43027 lbs | 49461 lbs | 50329 lbs | 47610 lbs | 47610 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.90 | 4.52 | 4.37 | 4.20 | 4.32 |

Heating Ability | |||||

Firebox Area | 232 sq. ft | 231 sq. ft | 230 sq. ft | 227 sq. ft | 223 sq. ft |

Grate Area | 55.80 sq. ft | 55.80 sq. ft | 55.80 sq. ft | 58 sq. ft | 58 sq. ft |

Evaporative Heating Surface | 3384 sq. ft | 3373 sq. ft | 3358 sq. ft | 4143 sq. ft | 2946 sq. ft |

Superheating Surface | 952 sq. ft | 670 sq. ft | 678 sq. ft | 715 sq. ft | |

Combined Heating Surface | 4336 sq. ft | 4043 sq. ft | 4036 sq. ft | 4143 sq. ft | 3661 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 234.57 | 197.90 | 197.02 | 287.19 | 204.21 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 10323 | 10044 | 10044 | 10440 | 10440 |

Same as above plus superheater percentage | 12594 | 11751 | 11751 | 10440 | 12528 |

Same as above but substitute firebox area for grate area | 52362 | 48649 | 48438 | 40860 | 48168 |

Power L1 | 16254 | 10778 | 10645 | 5598 | 11132 |

Power MT | 679.32 | 425.26 | 426.69 | 246.83 | 477.70 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-5 | G-5, G-5a | G-5c-G6i | G-5g | G-5h |

Locobase ID | 5369 | 5279 | 5372 | 15828 | 9740 |

Railroad | Lake Shore & Michigan Southern (NYC) | New York Central (NYC) | New York Central (NYC) | Boston & Albany (NYC) | Big Four (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 20 | 48 | 595 | 10 | 30 |

Road Numbers | 2477-2499, 2452-2476 | 2700-2986+ | 2590-2599 | 6618-6646 | |

Gauge | Std | Std | Std | Std | Std |

Number Built | 20 | 48 | 595 | 10 | 30 |

Builder | several | Alco | several | Alco-Schenectady | Alco-Brooks |

Year | 1905 | 1903 | 1905 | 1905 | 1905 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17' | 17' | 17.50' | 17.50' | 17.50' |

Engine Wheelbase | 25.92' | 25.92' | 26.42' | 26.42' | 26.42' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.66 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 60.58' | 50.58' | 60.54' | 60.54' | 61.08' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 200000 lbs | 200000 lbs | 200000 lbs | 200000 lbs | 198000 lbs |

Engine Weight | 220200 lbs | 220200 lbs | 220000 lbs | 220000 lbs | 222000 lbs |

Tender Light Weight | 140000 lbs | 137500 lbs | 141600 lbs | 141600 lbs | 143500 lbs |

Total Engine and Tender Weight | 360200 lbs | 357700 lbs | 361600 lbs | 361600 lbs | 365500 lbs |

Tender Water Capacity | 7500 gals | 7000 gals | 7500 gals | 7500 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 12 tons | 12 tons | 12 tons |

Minimum weight of rail (calculated) | 83 lb/yard | 83 lb/yard | 83 lb/yard | 83 lb/yard | 83 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 63" | 63" | 63" | 63" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 23" x 32" | 23" x 32" | 23" x 32" | 23" x 32" | 23" x 32" |

Tractive Effort | 45679 lbs | 45679 lbs | 45679 lbs | 45679 lbs | 45679 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.38 | 4.38 | 4.38 | 4.38 | 4.33 |

Heating Ability | |||||

Firebox Area | 220 sq. ft | 220 sq. ft | 213.05 sq. ft | 201 sq. ft | 186 sq. ft |

Grate Area | 54.89 sq. ft | 54.89 sq. ft | 56.47 sq. ft | 56.47 sq. ft | 56.50 sq. ft |

Evaporative Heating Surface | 3937 sq. ft | 3937 sq. ft | 3703 sq. ft | 3698 sq. ft | 3262 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 3937 sq. ft | 3937 sq. ft | 3703 sq. ft | 3698 sq. ft | 3262 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 255.85 | 255.85 | 240.64 | 240.32 | 211.98 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 10978 | 10978 | 11294 | 11294 | 11300 |

Same as above plus superheater percentage | 10978 | 10978 | 11294 | 11294 | 11300 |

Same as above but substitute firebox area for grate area | 44000 | 44000 | 42610 | 40200 | 37200 |

Power L1 | 6874 | 6874 | 6507 | 6418 | 5721 |

Power MT | 303.09 | 303.09 | 286.91 | 282.99 | 254.80 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-5h - superheated | G-5i | G-5i/-5o/-5t/etc - superheated | G-5o/-5t/-6c/-6d etc. | G-6 |

Locobase ID | 9741 | 9742 | 9744 | 9743 | 5377 |

Railroad | Big Four (NYC) | Big Four (NYC) | Big Four (NYC) | Big Four (NYC) | Lake Shore & Michigan Southern (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 12 | 14 | 100 | 100 | 100 |

Road Numbers | 6654-6667 | 6888-6887 | 6688-6787 | 5900-5999 | |

Gauge | Std | Std | Std | Std | Std |

Number Built | 14 | 100 | 100 | ||

Builder | NYC | Alco-Brooks | Alco-Brooks | Alco | several |

Year | 1911 | 1906 | 1911 | 1907 | 1904 |

Valve Gear | Walschaert | Stephenson | Walschaert | Stephenson | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17.50' | 17.50' | 17.50' | 17.50' | 17.50' |

Engine Wheelbase | 26.42' | 26.42' | 26.42' | 26.42' | 26.42' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.66 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 61.08' | 67.62' | 60.96' | 67.62' | 60.79' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 198000 lbs | 202500 lbs | 204500 lbs | 202500 lbs | 207000 lbs |

Engine Weight | 222000 lbs | 226000 lbs | 229000 lbs | 227000 lbs | 232500 lbs |

Tender Light Weight | 143500 lbs | 142000 lbs | 145500 lbs | 151000 lbs | 149600 lbs |

Total Engine and Tender Weight | 365500 lbs | 368000 lbs | 374500 lbs | 378000 lbs | 382100 lbs |

Tender Water Capacity | 7500 gals | 7500 gals | 7500 gals | 7500 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 12 tons | 12 tons | 12 tons |

Minimum weight of rail (calculated) | 83 lb/yard | 84 lb/yard | 85 lb/yard | 84 lb/yard | 86 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 63" | 63" | 63" | 63" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 23" x 32" | 23" x 32" | 23" x 32" | 23" x 32" | 23" x 32" |

Tractive Effort | 45679 lbs | 45679 lbs | 45679 lbs | 45679 lbs | 45679 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.33 | 4.43 | 4.48 | 4.43 | 4.53 |

Heating Ability | |||||

Firebox Area | 186 sq. ft | 185 sq. ft | 185 sq. ft | 185 sq. ft | 213.05 sq. ft |

Grate Area | 56.50 sq. ft | 56.50 sq. ft | 56.50 sq. ft | 56.50 sq. ft | 56.47 sq. ft |

Evaporative Heating Surface | 2875 sq. ft | 3534 sq. ft | 2727 sq. ft | 3659 sq. ft | 3705 sq. ft |

Superheating Surface | 580 sq. ft | 580 sq. ft | |||

Combined Heating Surface | 3455 sq. ft | 3534 sq. ft | 3307 sq. ft | 3659 sq. ft | 3705 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 186.83 | 229.66 | 177.22 | 237.78 | 240.77 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 11300 | 11300 | 11300 | 11300 | 11294 |

Same as above plus superheater percentage | 13221 | 11300 | 13334 | 11300 | 11294 |

Same as above but substitute firebox area for grate area | 43524 | 37000 | 43660 | 37000 | 42610 |

Power L1 | 12316 | 6085 | 12108 | 6256 | 6510 |

Power MT | 548.53 | 264.99 | 522.12 | 272.44 | 277.33 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-60/G-61 | G-63 | G-64 | G-64A | G-65 |

Locobase ID | 9747 | 3145 | 9748 | 9749 | 9750 |

Railroad | Big Four (NYC) | Big Four (NYC) | Big Four (NYC) | Big Four (NYC) | Big Four (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 5 | 1 | 1 | 1 | 1 |

Road Numbers | 6503, 05, 12, 15, 17 | 700 / 6527 | 6528 | 6529 | 703 / 6530 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 5 | 1 | 1 | 1 | 1 |

Builder | Richmond | Richmond | |||

Year | 1885 | 1898 | 1898 | 1898 | 1899 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.81' | 16' | 16' | 16' | 16.25' |

Engine Wheelbase | 23.71' | ||||

Ratio of driving wheelbase to overall engine wheebase | 0.67 | ||||

Overall Wheelbase (engine & tender) | 51.56' | 54.15' | |||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 102500 lbs | 134650 lbs | 139000 lbs | 139000 lbs | 169000 lbs |

Engine Weight | 120500 lbs | 150500 lbs | 156500 lbs | 156500 lbs | 183000 lbs |

Tender Light Weight | 120000 lbs | 120000 lbs | 120000 lbs | ||

Total Engine and Tender Weight | 276500 lbs | 276500 lbs | 303000 lbs | ||

Tender Water Capacity | 5000 gals | 4500 gals | 6000 gals | 6000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 7 tons | 12 tons | 10 tons | 10 tons | 10 tons |

Minimum weight of rail (calculated) | 43 lb/yard | 56 lb/yard | 58 lb/yard | 58 lb/yard | 70 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 51" | 56" | 57" | 57" |

Boiler Pressure | 160 psi | 190 psi | 190 psi | 190 psi | 190 psi |

Cylinders (dia x stroke) | 20" x 24" | 20" x 26" | 20" x 28" | 22" x 28" | 22" x 30" |

Tractive Effort | 25600 lbs | 32933 lbs | 32300 lbs | 38397 lbs | 41140 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.00 | 4.09 | 4.30 | 3.62 | 4.11 |

Heating Ability | |||||

Firebox Area | 156 sq. ft | 192 sq. ft | 169 sq. ft | 169 sq. ft | 200 sq. ft |

Grate Area | 28.80 sq. ft | 35.23 sq. ft | 32.30 sq. ft | 32.30 sq. ft | 34 sq. ft |

Evaporative Heating Surface | 1322 sq. ft | 2438 sq. ft | 2457 sq. ft | 2457 sq. ft | 2822 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1322 sq. ft | 2438 sq. ft | 2457 sq. ft | 2457 sq. ft | 2822 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 151.49 | 257.88 | 241.33 | 199.45 | 213.80 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4608 | 6694 | 6137 | 6137 | 6460 |

Same as above plus superheater percentage | 4608 | 6694 | 6137 | 6137 | 6460 |

Same as above but substitute firebox area for grate area | 24960 | 36480 | 32110 | 32110 | 38000 |

Power L1 | 3276 | 5805 | 5751 | 4838 | 5227 |

Power MT | 281.85 | 380.18 | 364.86 | 306.93 | 272.75 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-66-68 | G-69 | G-6i, G-6o | G-6m | G-6t |

Locobase ID | 366 | 9751 | 8425 | 8424 | 8426 |

Railroad | Big Four (NYC) | Big Four (NYC) | Michigan Central (NYC) | Michigan Central (NYC) | Michigan Central (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 77 | 2 | 37 | 25 | 20 |

Road Numbers | 714-775 | 6566-6567 | 955-997 | 1008-1032 | 1048-1067 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 77 | 2 | 37 | 25 | 20 |

Builder | various | Schenectady | Alco-Brooks | Alco-Brooks | Alco-Schenectady |

Year | 1900 | 1901 | 1909 | 1910 | 1911 |

Valve Gear | Stephenson | Stephenson | Walschaert | Walschaert | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 16.25' | 16.25' | 17.50' | 17.50' | 17.50' |

Engine Wheelbase | 24.42' | 24.42' | 26.42' | 26.42' | 26.42' |

Ratio of driving wheelbase to overall engine wheebase | 0.67 | 0.67 | 0.66 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 54.35' | 55.40' | 60.96' | 60.96' | 60.96' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 170000 lbs | 168500 lbs | 216000 lbs | 216500 lbs | 216000 lbs |

Engine Weight | 186000 lbs | 186500 lbs | 242000 lbs | 242500 lbs | 242000 lbs |

Tender Light Weight | 120000 lbs | 120000 lbs | 155400 lbs | 156500 lbs | 155400 lbs |

Total Engine and Tender Weight | 306000 lbs | 306500 lbs | 397400 lbs | 399000 lbs | 397400 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 7500 gals | 7500 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 14 tons | 14 tons | 14 tons | |

Minimum weight of rail (calculated) | 71 lb/yard | 70 lb/yard | 90 lb/yard | 90 lb/yard | 90 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 57" | 63" | 63" | 63" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 22" x 30" | 22" x 30" | 23" x 32" | 23" x 32" | 23" x 32" |

Tractive Effort | 43305 lbs | 43305 lbs | 45679 lbs | 45679 lbs | 45679 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.93 | 3.89 | 4.73 | 4.74 | 4.73 |

Heating Ability | |||||

Firebox Area | 220 sq. ft | 170 sq. ft | 212 sq. ft | 212 sq. ft | 212 sq. ft |

Grate Area | 34 sq. ft | 50.90 sq. ft | 56.50 sq. ft | 56.50 sq. ft | 56.50 sq. ft |

Evaporative Heating Surface | 2890 sq. ft | 3080 sq. ft | 2943 sq. ft | 3022 sq. ft | 2943 sq. ft |

Superheating Surface | 582 sq. ft | 582 sq. ft | 582 sq. ft | ||

Combined Heating Surface | 2890 sq. ft | 3080 sq. ft | 3525 sq. ft | 3604 sq. ft | 3525 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 218.96 | 233.35 | 191.25 | 196.39 | 191.25 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 6800 | 10180 | 11300 | 11300 | 11300 |

Same as above plus superheater percentage | 6800 | 10180 | 13221 | 13108 | 13221 |

Same as above but substitute firebox area for grate area | 44000 | 34000 | 49608 | 49184 | 49608 |

Power L1 | 5744 | 5657 | 12611 | 12719 | 12611 |

Power MT | 297.96 | 296.06 | 514.86 | 518.07 | 514.86 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-7 | G-70 | G-70 - superheated | G-70a | G-70a - superheated |

Locobase ID | 4115 | 7656 | 7658 | 7657 | 7659 |

Railroad | New York Central (NYC) | Peoria & Eastern (NYC) | Peoria & Eastern (NYC) | Peoria & Eastern (NYC) | Peoria & Eastern (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 14 | 10 | 15 | 10 | 10 |

Road Numbers | 2217+ | 6569-6572, 6575-6580 | 6568-6582 | 6583-6592 | 6583-6592 / 531-534 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 10 | 10 | |||

Builder | several | Alco-Brooks | Alco-Brooks | Alco-Brooks | Alco-Brooks |

Year | 1895 | 1902 | 1919 | 1902 | 1919 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14' | 15.25' | 15.25' | 15.75' | 15.75' |

Engine Wheelbase | 21.58' | 24.92' | 24.92' | 24.67' | 24.67' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.61 | 0.61 | 0.64 | 0.64 |

Overall Wheelbase (engine & tender) | 47.58' | 55.11' | 60' | 53.92' | 60' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 88000 lbs | 172000 lbs | 181800 lbs | 172000 lbs | 179640 lbs |

Engine Weight | 104000 lbs | 191800 lbs | 205200 lbs | 191800 lbs | 200220 lbs |

Tender Light Weight | 64000 lbs | 120000 lbs | 151740 lbs | 120000 lbs | 150940 lbs |

Total Engine and Tender Weight | 168000 lbs | 311800 lbs | 356940 lbs | 311800 lbs | 351160 lbs |

Tender Water Capacity | 3000 gals | 6000 gals | 6200 gals | 6000 gals | 8000 gals |

Tender Fuel Capacity (oil/coal) | 5 tons | 10 tons | 12 tons | 10 tons | 12 tons |

Minimum weight of rail (calculated) | 37 lb/yard | 72 lb/yard | 76 lb/yard | 72 lb/yard | 75 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 57" | 57" | 57" | 57" |

Boiler Pressure | 165 psi | 185 psi | 185 psi | 185 psi | 180 psi |

Cylinders (dia x stroke) | 20" x 24" | 22" x 30" | 22" x 30" | 22" x 30" | 22" x 30" |

Tractive Effort | 26400 lbs | 40057 lbs | 40057 lbs | 40057 lbs | 38975 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.33 | 4.29 | 4.54 | 4.29 | 4.61 |

Heating Ability | |||||

Firebox Area | 120 sq. ft | 192 sq. ft | 219 sq. ft | 213 sq. ft | 219 sq. ft |

Grate Area | 23 sq. ft | 55.60 sq. ft | 55.70 sq. ft | 59 sq. ft | 58.70 sq. ft |

Evaporative Heating Surface | 1460 sq. ft | 3055 sq. ft | 2416 sq. ft | 2993 sq. ft | 2410 sq. ft |

Superheating Surface | 510 sq. ft | 510 sq. ft | |||

Combined Heating Surface | 1460 sq. ft | 3055 sq. ft | 2926 sq. ft | 2993 sq. ft | 2920 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 167.30 | 231.46 | 183.04 | 226.76 | 182.59 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 3795 | 10286 | 10305 | 10915 | 10566 |

Same as above plus superheater percentage | 3795 | 10286 | 12056 | 10915 | 12362 |

Same as above but substitute firebox area for grate area | 19800 | 35520 | 47403 | 39405 | 46121 |

Power L1 | 3311 | 5346 | 10787 | 5403 | 10487 |

Power MT | 331.80 | 274.09 | 523.24 | 277.01 | 514.80 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-70b | G-70b - superheated | G-71 | G-71 - superheated | G-8 |

Locobase ID | 7660 | 7661 | 7610 | 7611 | 5280 |

Railroad | Peoria & Eastern (NYC) | Peoria & Eastern (NYC) | Big Four (NYC) | Big Four (NYC) | New York Central (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 5 | 5 | 20 | 20 | 6 |

Road Numbers | 6583-6592 | 6593-6597 | 6598-6617 | 6598-6617 | 2204-2209 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 5 | 20 | |||

Builder | Alco-Brooks | Alco-Brooks | Alco-Brooks | Alco-Brooks | New York (Rome) |

Year | 1903 | 1919 | 1903 | 1919 | 1889 |

Valve Gear | Stephenson | Stephenson | Baker | Baker | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.75' | 15.75' | 17' | 17' | 15' |

Engine Wheelbase | 24.67' | 24.67' | 25.67' | 25.67' | 22.21' |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.64 | 0.66 | 0.66 | 0.68 |

Overall Wheelbase (engine & tender) | 54.46' | 57.20' | 57.20' | 48.22' | |

Axle Loading (Maximum Weight per Axle) | 48200 lbs | ||||

Weight on Drivers | 172000 lbs | 190960 lbs | 178500 lbs | 192800 lbs | 116000 lbs |

Engine Weight | 191800 lbs | 208960 lbs | 202000 lbs | 221200 lbs | 127000 lbs |

Tender Light Weight | 119000 lbs | 154920 lbs | 145000 lbs | 145000 lbs | 73000 lbs |

Total Engine and Tender Weight | 310800 lbs | 363880 lbs | 347000 lbs | 366200 lbs | 200000 lbs |

Tender Water Capacity | 6000 gals | 8000 gals | 7500 gals | 7500 gals | 3500 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 12 tons | 12 tons | 12 tons | 8 tons |

Minimum weight of rail (calculated) | 72 lb/yard | 80 lb/yard | 74 lb/yard | 80 lb/yard | 48 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 57" | 63" | 63" | 51" |

Boiler Pressure | 185 psi | 180 psi | 200 psi | 200 psi | 140 psi |

Cylinders (dia x stroke) | 22" x 30" | 22" x 30" | 23" x 30" | 23" x 30" | 21" x 26" |

Tractive Effort | 40057 lbs | 38975 lbs | 42824 lbs | 42824 lbs | 26754 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.29 | 4.90 | 4.17 | 4.50 | 4.34 |

Heating Ability | |||||

Firebox Area | 192 sq. ft | 208 sq. ft | 202 sq. ft | 202 sq. ft | 142 sq. ft |

Grate Area | 50 sq. ft | 49.70 sq. ft | 50 sq. ft | 50 sq. ft | 32.90 sq. ft |

Evaporative Heating Surface | 2821 sq. ft | 2399 sq. ft | 3032 sq. ft | 2536 sq. ft | 1819 sq. ft |

Superheating Surface | 510 sq. ft | 506 sq. ft | |||

Combined Heating Surface | 2821 sq. ft | 2909 sq. ft | 3032 sq. ft | 3042 sq. ft | 1819 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 213.73 | 181.76 | 210.17 | 175.79 | 174.52 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 9250 | 8946 | 10000 | 10000 | 4606 |

Same as above plus superheater percentage | 9250 | 10556 | 10000 | 11700 | 4606 |

Same as above but substitute firebox area for grate area | 35520 | 44179 | 40400 | 47268 | 19880 |

Power L1 | 5035 | 10402 | 5884 | 11791 | 2887 |

Power MT | 258.15 | 480.36 | 290.69 | 539.31 | 219.47 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-80-G80d | G-80b | G-9 | G-95a | G-96a |

Locobase ID | 8423 | 11474 | 5281 | 9478 | 5214 |

Railroad | Michigan Central (NYC) | Michigan Central (NYC) | Fall Brook Coal Company (NYC) | Toledo & Ohio Central (NYC) | Toledo & Ohio Central (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 47 | 1 | 15 | 25 | 12 |

Road Numbers | 573-619 / 7700-7746 | 499/7530 | 2265-2278 | 300-324 - 9600-9624 | 325-336/9625-9636 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 47 | 1 | 15 | 25 | 12 |

Builder | Alco-Schenectady | Schenectady | Schenectady | Rogers | Brooks |

Year | 1902 | 1901 | 1883 | 1902 | 1905 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.25' | 15' | 15' | ||

Engine Wheelbase | 23' | 23' | 23.09' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.65 | 0.65 | ||

Overall Wheelbase (engine & tender) | 46.50' | 50.77' | 46.38' | ||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 164500 lbs | 97200 lbs | 140700 lbs | 141660 lbs | |

Engine Weight | 189000 lbs | 183000 lbs | 109900 lbs | 156200 lbs | 155200 lbs |

Tender Light Weight | 76000 lbs | 104800 lbs | 104000 lbs | ||

Total Engine and Tender Weight | 185900 lbs | 261000 lbs | 259200 lbs | ||

Tender Water Capacity | 3500 gals | 5000 gals | 5000 gals | ||

Tender Fuel Capacity (oil/coal) | 8 tons | 11 tons | 10 tons | ||

Minimum weight of rail (calculated) | 69 lb/yard | 0 | 41 lb/yard | 59 lb/yard | 59 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 57" | 51" | 54" | 54" |

Boiler Pressure | 210 psi | 200 psi | 140 psi | 180 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 23" x 32" | 23" x 32" | 20" x 24" | 20" x 26" | 20" x 26" |

Low Pressure Cylinders (dia x stroke) | 35" x 32" (1) | 28" x 32" (1) | |||

Tractive Effort | 33497 lbs | 30146 lbs | 22400 lbs | 29467 lbs | 29467 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.91 | 4.34 | 4.77 | 4.81 | |

Heating Ability | |||||

Firebox Area | 165.69 sq. ft | 148.05 sq. ft | 149.50 sq. ft | 167.04 sq. ft | 162.65 sq. ft |

Grate Area | 49.43 sq. ft | 50.30 sq. ft | 35.83 sq. ft | 30.34 sq. ft | 31 sq. ft |

Evaporative Heating Surface | 3181 sq. ft | 3260 sq. ft | 1290 sq. ft | 1916 sq. ft | 1646 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 3181 sq. ft | 3260 sq. ft | 1290 sq. ft | 1916 sq. ft | 1646 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 413.44 | 423.71 | 147.82 | 202.67 | 174.11 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 10380 | 10060 | 5016 | 5461 | 5580 |

Same as above plus superheater percentage | 10380 | 10060 | 5016 | 5461 | 5580 |

Same as above but substitute firebox area for grate area | 34795 | 29610 | 20930 | 30067 | 29277 |

Power L1 | 4962 | 6665 | 2778 | 4714 | 4214 |

Power MT | 266.00 | 252.03 | 295.45 | 262.33 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-96a - superheated | G-96b | G-96c | G-97a | G-9a/G-11a |

Locobase ID | 5215 | 5216 | 5217 | 5224 | 5284 |

Railroad | Toledo & Ohio Central (NYC) | Toledo & Ohio Central (NYC) | Toledo & Ohio Central (NYC) | Zanesville & Western (NYC) | Beech Creek, Clearfield & Western (NYC) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 12 | 10 | 5 | 5 | 1 |

Road Numbers | 9625-9636 | 337-346/9237-9246 | 347-351/9647-9651 | 608-612/9725-9729 | 1/2255 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 10 | 5 | 5 | ||

Builder | Brooks | Brooks | Brooks | Brooks | Schenectady |

Year | 1905 | 1906 | 1907 | 1904 | 1881 |

Valve Gear | Stephenson | Stephenson | Walschaert | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15' | 15' | 15' | 15' | 15.25' |

Engine Wheelbase | 23.09' | 23.09' | 23.25' | 23.09' | 23' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.65 | 0.65 | 0.65 | 0.66 |

Overall Wheelbase (engine & tender) | 46.38' | 46.38' | 52.80' | 46.50' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 143660 lbs | 143660 lbs | 149000 lbs | 131800 lbs | 92000 lbs |

Engine Weight | 158200 lbs | 157500 lbs | 167000 lbs | 153500 lbs | 104000 lbs |

Tender Light Weight | 108500 lbs | 113500 lbs | 126000 lbs | 103000 lbs | 71000 lbs |

Total Engine and Tender Weight | 266700 lbs | 271000 lbs | 293000 lbs | 256500 lbs | 175000 lbs |

Tender Water Capacity | 5000 gals | 5000 gals | 7000 gals | 5000 gals | 3000 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 10 tons | 10 tons | 10 tons | 7 tons |

Minimum weight of rail (calculated) | 60 lb/yard | 60 lb/yard | 62 lb/yard | 55 lb/yard | 38 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 54" | 54" | 54" | 54" | 51" |

Boiler Pressure | 180 psi | 180 psi | 180 psi | 180 psi | 125 psi |

Cylinders (dia x stroke) | 20" x 26" | 20" x 26" | 20" x 26" | 20" x 26" | 20" x 24" |

Tractive Effort | 29467 lbs | 29467 lbs | 29467 lbs | 29467 lbs | 20000 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.88 | 4.88 | 5.06 | 4.47 | 4.60 |

Heating Ability | |||||

Firebox Area | 162.65 sq. ft | 162.65 sq. ft | 162.65 sq. ft | 164.17 sq. ft | 148.50 sq. ft |

Grate Area | 31 sq. ft | 31 sq. ft | 31 sq. ft | 31.08 sq. ft | 31.30 sq. ft |

Evaporative Heating Surface | 1543 sq. ft | 1543 sq. ft | 1543 sq. ft | 1869 sq. ft | 1290 sq. ft |

Superheating Surface | 300 sq. ft | 300 sq. ft | 300 sq. ft | ||

Combined Heating Surface | 1843 sq. ft | 1843 sq. ft | 1843 sq. ft | 1869 sq. ft | 1290 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 163.21 | 163.21 | 163.21 | 197.70 | 147.82 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 5580 | 5580 | 5580 | 5594 | 3913 |

Same as above plus superheater percentage | 6473 | 6473 | 6473 | 5594 | 3913 |

Same as above but substitute firebox area for grate area | 33961 | 33961 | 33961 | 29551 | 18563 |

Power L1 | 8664 | 8664 | 8664 | 4609 | 2475 |

Power MT | 531.83 | 531.83 | 512.77 | 308.38 | 237.24 |

Specifications by Steve Llanso of Sweat House Media | ||
---|---|---|

Class | G/G-32a | M/G |

Locobase ID | 11148 | 11655 |

Railroad | Boston & Albany (NYC) | Boston & Albany (NYC) |

Country | USA | USA |

Whyte | 2-8-0 | 2-8-0 |

Number in Class | 24 | 36 |

Road Numbers | 127/2504-2527/940-963 | 251+ |

Gauge | Std | Std |

Number Built | 24 | 36 |

Builder | Schenectady | Burnham, Parry, Williams & Co |

Year | 1893 | 1886 |

Valve Gear | Stephenson | Stephenson |

Locomotive Length and Weight | ||

Driver Wheelbase | 14' | 14' |

Engine Wheelbase | 21.42' | 21.92' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.64 |

Overall Wheelbase (engine & tender) | 46' | |

Axle Loading (Maximum Weight per Axle) | ||

Weight on Drivers | 117000 lbs | 103000 lbs |

Engine Weight | 130200 lbs | 116000 lbs |

Tender Light Weight | 77800 lbs | |

Total Engine and Tender Weight | 208000 lbs | |

Tender Water Capacity | 4000 gals | 3000 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | tons |

Minimum weight of rail (calculated) | 49 lb/yard | 43 lb/yard |

Geometry Relating to Tractive Effort | ||

Driver Diameter | 50" | 50" |

Boiler Pressure | 160 psi | 150 psi |

Cylinders (dia x stroke) | 20" x 26" | 20" x 26" |

Tractive Effort | 28288 lbs | 26520 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.14 | 3.88 |

Heating Ability | ||

Firebox Area | 157 sq. ft | 112 sq. ft |

Grate Area | 31 sq. ft | 30.50 sq. ft |

Evaporative Heating Surface | 1987 sq. ft | 1693 sq. ft |

Superheating Surface | ||

Combined Heating Surface | 1987 sq. ft | 1693 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 210.18 | 179.08 |

Computations Relating to Power Output (More Information) | ||

Robert LeMassena's Power Computation | 4960 | 4575 |

Same as above plus superheater percentage | 4960 | 4575 |

Same as above but substitute firebox area for grate area | 25120 | 16800 |

Power L1 | 3910 | 2979 |

Power MT | 294.70 | 255.05 |

- The New York Central System
- New York Central Historical Society
- NYC Forum
*Memories of New York Central Steam*by Arnold Hass (D. Carelton Railbooks)*New York Central's Later Power 1910-1968*by Alvin F. Staufer and Edward L. May (Alvin F. Staufer)*Rails Along the Hudson*by Thomas M. Crawford and Frederick A. Kramer (Quadrant Press)*Steam Power of the New York Central System: Vol 1, Modern Power 1915-1955*by Alvin F. Staufer (Alvin F. Staufer)*Thoroughbreds*by Alvin F Staufer (Alvin F. Staufer)*Steam Locomotives of the New York Central Lines, Volume 1, Parts 1 & 2 NYC&HRRR and B&A*by William D. Edson and H. L. Vail, Jr., Published by New York Central System Historical Society, Inc.

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