In 1893, the Soo ordered more than two dozen cross-compound Consolidations of which these were the first. As such engines went, these had small cylinder volumes, grates, and boilers.

As was almost universally the case, the Soo later simpled these engines with two 19" x 24" cylinders. A calculated tractive effort of 25,999 lb was the result; the locomotives were otherwise unchanged.

Like the F-9 (Locobase 6194), when the F-10s cross-compounds were taken in hand for superheating, they had 12" piston valves and a near 1-for-1 trade in heating surface area when they removed 154 small tubes in favor of 28 superheater flues.

In later service, 2428's boiler was pressed to 200 psi while the 473's boiler was set at 185 psi. The rest were set at 170 psi.

These were slightly heavier than the F-9s of 4 years before (Locobase 5370), but were otherwise identical. It was very unusual for a cross-compound to be delivered to a North American railroad so late in the steam era.

In the normal course of events for a North American railroad, the class was later simpletd and superheated; see Locobase 8801.

Packing larger cylinders and a bigger boiler, this design was otherwise a typical Consolidation of the time. One subtle difference was the use of 5 1/4" flues for superheater elements in the first 4. The piston valves measured a relatively modest 12" in diameter.

These were repeats of the F-11 / F-21 classes built for the Soo and the Wisconsin Central the year before (Locobase 8802). The big difference was the re-allocation of tubes and flues in favor of more flues when the class was superheated. The result was a higher superheat ratio.

As the Soo took delivery of its F-1 cross-compound Consolidations (Locobase 8784), it was sampling different cylinder volumes and compounding ratios. This single locomotive's compounding ratio ran to the high side, which likely meant that the LP cylinder wasn't delivering its fair share of power. The engine was later converted to simple expansion.

The WC went to Brooks for this class of Consolidations over a 4-year period. The design was relatively small and light locomotive and one fitted with a Belpaire firebox and 11" piston valves.

Later in its lifetime, a few were fitted with superheaters as shown in Locobase 8803.

Locobase 11405 Later in its lifetime, at least were fitted with superheaters as shown in the diagrams. The makeover reflected the usual tradeoffs: 150 small tubes were sacrificed for 24 flues, which held enought superheater elements to afford an adequate amount of steam enrichment. The locomotive was otherwise essentially unchanged, retaining its Belpaire firebox . The 28 sq ft of arch tubes now reflected in the data may have been in the firebox when delivered.

Finishing off the 63"-drivered Consolidations supplied to the Soo over a 9-year period, this sextet had a slightly reordered boiler that had fewer tubes and more flues once the shops superheated the class.

These were the same design as the cross-compound Consolidations supplied earlier in the year (Locobase 8784), except that the cylinders had a 2" longer stroke. So while the LP/HP ratio didn't change, the cylinder volume increased.

Like the others, these were later simpled.

Apparently the Soo & Schenectady were interested in tweaking the cross-compound idea. The F-1 (Locobase 8740) showed a 20" HP cylinder with the same stroke and F-3 kept that diameter and lengthened the stroke by 2". Here the builder increased the HP cylinder's diameter by 2 inches and retained the stroke.

And all of these were soon simpled anyway.

Locobases 8784-8787 showed the F-1 through F-4s as the Soo & Schenectady tweaked the cross-compound idea. In the same year, Rhode Island delivered two cross-compounds in February and six more in October. These were a bit bigger in the boiler and had larger fireboxes, but smaller grates.

Mr. EA Williams, Mechanical Superintendent of the Minneapolis, St. Paul and Sault Ste Marie, must be described as adventurous at the least. In addition to a lone Vauclain compound Decapod he procured these cross-compound Consolidations in the same year and would add to them over the next several years. Over the 165-mile Minneapolis-Pennington Division these locomotives were rated at 1,692 short tons working compound.

Drury notes that all 51 Schenectady cross-compounds were later simpled and superheated.

See Locobase 6768 for a description of the F-7 makeover.

Locobase 3950 described the original compound Consolidation locomotives. This entry tells us what happened when those compounds were simplified and superheated.

See 1919 Railway Mechanical Engineer (RME) -- Volume 93, #12, page 700 -- for a description of trials of that conversion (which used 468, an F-9 locomotive).

Note that the superheater area in the specs is estimated. It is a calculation based on taking the diagram value of 549 sq ft of "superheater equivalent" and deducting a third from it. See the logic presented in Locobase 1364.

Also, the diagram gives the boiler pressure as 200 psi, but the values for tractive effort and factor of adhesion show a working pressure of 175 psi. Reducing BP when superheating a boiler was a tradeoff several railroads chose and the Soo's decrease in BP on the superheated G-class decapod suggests that the railroad did the same with these Consolidations.

It must have been quickly apparent to the Soo that their latest cross-compounds (shown in simpled, superheated form on Locobase 8797) were too small. So the builder lengthened the tubes by 6" and created a more capacious heating vessel. At the same time, Schenectady enlarged the grate, but made the firebox shallower. Steam was admitted through 12" diameter piston valves. Later the locomotives were simpled and superheated; see Locobase 8799.

Superheating the F-8s took the usual path of deleting dozens of small tubes in favor of some larger flues that held the superheater elements. Apparently the F-8's original boiler was large enough to accept this change without sacrificing too much combined heating surface. The locomotives retained the 12" (305 mm) piston valves. A few -- 439, 441, 444 -- ran at 200 psi (13.8 bar).

Although the shallow firebox remained essentially the same as that of the F-8 of two years earlier (Locobase 8798), the motion and the boiler both were enlarged by Alco in this cross-compound class. Piston valves measuring a relatively generous 14" fed the large cylinders, whose volume increased because of an unusually long stroke for a compound. And the engine now turned much taller drivers. Alco delivered a single engine in March 1905, 9 more in June, 10 more in June of 1906, and 8 in September 1906.

The Minneapolis, St. Paul and Sault Ste Marie seems to have thought the cross-compound was worth exploring. This batch, the largest single class of compound Consolidations on the Soo, introduced superheating with an odd flue size (3 1/2") designed by Cole, Alco's energetic engineer. In any case, the apparatus seems to have been removed shortly after delivery.

Drury (1993) notes that all 51 Schenectady cross-compounds were later simpled and superheated.

See Locobase 6194 for the 1919 Railway Mechanical Engineer (RME) description of that conversion.

Before the Soo settled on the superheater conversions they would later apply to the F-9 class (and most others), they had to try out several versions. As Engineering News described it in 1906, the superheater tubes measured 3 1/2" in outside diameter. "In each of these large tubes (and close to the upper side of the tube) is placed a 2-inch tube closed at the firebox-end and extending beyond the smoke-box tube plate to the rear compartment of a header or chamber in the smoke-box and 13 1/4" from the tube plate." Gases from the fire-box passed along the outside of the 2" tube.

Inside of each of the 2" tubes was a 1.3" tube that was open at the fire-box end.. Saturated steam was let into the superheater header, passed through the smallest diameter tube to the rear, then back to the front in the 2" tube and then through the header to the HP cylinder.

Such an arrangement of nested tubes must have constricted steam flow pretty badly; moreover, the superheated percentage of the engine's combined heating surface area was quite small. The concurrent experiment with Soo Moguls, which used larger 5" tubes, pinted the way to the layout that was widely adopted.

When the F-9 cross-compounds were taken in hand for superheating, they had already sacrificed their one LP cylinder for another slightly smaller HP cylinder. In the process, the shops reduced the piston valve diameter by 2 inches to 12". When the shops superheated the class, they achieved a near 1-for-1 trade in heating surface area when they removed 154 small tubes in favor of 28 superheater flues.

In later service, some had boilers pressed to 200 psi (446, 449-453, 445-458, 460-463, 465-467, 470) and 185 psi (447-448, 454, 459, 464, 471).

When the Minneapolis, St Paul & Sault Ste Marie introduced a true superheater into their Consolidation conversions, they took full advantage of the opportunity to drop the boiler pressure by 40 psi. The locomotives weighed a good deal less as well.

The Railway Mechanical Engineer of December 1919 described the results of tests on the line. In sum, "these runs showed that engine 468 [the simpled 2-8-0] would handle 100 cars better than engine 448 [a cross-compounder] would handle 90 cars."

On another trial run over a 200-mile subdivision, the cross-compound was rated at 2,200 tons, but the actual trailing load would need to drop to 1800-2000 tons to make the trip in less than 16 hours. RME notes that 468 hauled 2,157 of train over that distance in 10 hours 7 minutes or an average of 20 mph. (Locobase notes what passed for good drag freight speed in 1919.) Per thousand ton miles, the 468 consumed 13.9 percent less coal than the saturated compound.

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

Class | F-1 | F-10-S/F-21-S | F-10/F-21 | F-11 | F-12 / F-22 |

Locobase ID | 8784 | 8801 | 8800 | 8802 | 8804 |

Railroad | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) |

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 | 8 | 8 | 8 | 10 | 20 |

Road Numbers | 403-405, 407-411 | 473-476/ 2425-24258 | 473-476, 2425-2428 | 475-484 | 485-499, 2429-2433 |

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

Number Built | 8 | 8 | 10 | 20 | |

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

Year | 1893 | 1919 | 1909 | 1910 | 1911 |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 21.33' | 25.92' | 25.92' | 26' | 26' |

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

Overall Wheelbase (engine & tender) | 49.83' | 55.80' | 55.76' | 57.12' | 57.12' |

Axle Loading (Maximum Weight per Axle) | 47840 lbs | 49900 lbs | |||

Weight on Drivers | 112230 lbs | 177220 lbs | 174000 lbs | 194000 lbs | 200100 lbs |

Engine Weight | 127270 lbs | 205060 lbs | 201500 lbs | 221000 lbs | 229360 lbs |

Tender Light Weight | 75200 lbs | 118740 lbs | 116900 lbs | 124400 lbs | 124400 lbs |

Total Engine and Tender Weight | 202470 lbs | 323800 lbs | 318400 lbs | 345400 lbs | 353760 lbs |

Tender Water Capacity | 4400 gals | 6000 gals | 6000 gals | 6500 gals | 6500 gals |

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

Minimum weight of rail (calculated) | 47 lb/yard | 74 lb/yard | 73 lb/yard | 81 lb/yard | 83 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 180 psi | 170 psi | 210 psi | 170 psi | 170 psi |

High Pressure Cylinders (dia x stroke) | 20" x 24" | 22.5" x 34" | 23" x 34" | 25" x 30" | 25" x 30" |

Low Pressure Cylinders (dia x stroke) | 30" x 24" (1) | 35" x 34" (1) | |||

Tractive Effort | 19938 lbs | 39479 lbs | 35591 lbs | 43006 lbs | 43006 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.63 | 4.49 | 4.89 | 4.51 | 4.65 |

Heating Ability | |||||

Firebox Area | 148 sq. ft | 158 sq. ft | 158 sq. ft | 184.30 sq. ft | 187 sq. ft |

Grate Area | 30.30 sq. ft | 46.89 sq. ft | 46.89 sq. ft | 52.75 sq. ft | 52.75 sq. ft |

Evaporative Heating Surface | 1708 sq. ft | 2247 sq. ft | 2897 sq. ft | 3177 sq. ft | 3177 sq. ft |

Superheating Surface | 490 sq. ft | 833 sq. ft | 933 sq. ft | ||

Combined Heating Surface | 1708 sq. ft | 2737 sq. ft | 2897 sq. ft | 4010 sq. ft | 4110 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 391.44 | 143.61 | 354.38 | 186.40 | 186.40 |

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

Robert LeMassena's Power Computation | 5454 | 7971 | 9847 | 8968 | 8968 |

Same as above plus superheater percentage | 5454 | 9406 | 9847 | 10851 | 11030 |

Same as above but substitute firebox area for grate area | 26640 | 31695 | 33180 | 37911 | 39102 |

Power L1 | 3815 | 8496 | 4295 | 12144 | 13100 |

Power MT | 299.76 | 422.76 | 217.67 | 552.02 | 577.32 |

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

Class | F-2 | F-20 - original | F-20 - superheated | F-23 | F-3 |

Locobase ID | 8785 | 11405 | 8803 | 8805 | 8786 |

Railroad | Minneapolis, St Paul & Sault Ste Marie (Soo) | Wisconsin Central (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) |

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 | 25 | 3 | 6 | 4 |

Road Numbers | 406 | 2400-2424 | 2405, 2407, 2417 | 2440-2445 | 413-416 |

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

Number Built | 1 | 25 | 6 | 4 | |

Builder | Schenectady | Alco-Brooks | Soo | Alco-Schenectady | Schenectady |

Year | 1893 | 1903 | 1914 | 1893 | |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 21.33' | 25.50' | 25.50' | 26' | 21.33' |

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

Overall Wheelbase (engine & tender) | 49.83' | 56.46' | 56.46' | 61.01' | 49.83' |

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

Weight on Drivers | 116500 lbs | 142000 lbs | 146000 lbs | 201800 lbs | 116000 lbs |

Engine Weight | 132300 lbs | 163400 lbs | 170600 lbs | 230000 lbs | 131800 lbs |

Tender Light Weight | 75200 lbs | 129100 lbs | 125300 lbs | 169000 lbs | 75200 lbs |

Total Engine and Tender Weight | 207500 lbs | 292500 lbs | 295900 lbs | 399000 lbs | 207000 lbs |

Tender Water Capacity | 4400 gals | 6000 gals | 6000 gals | 9000 gals | 4400 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 12 tons | 12 tons | 14 tons | 8 tons |

Minimum weight of rail (calculated) | 49 lb/yard | 59 lb/yard | 61 lb/yard | 84 lb/yard | 48 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 180 psi | 200 psi | 200 psi | 170 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 21.5" x 24" | 21" x 26" | 21" x 26" | 25" x 30" | 20" x 26" |

Low Pressure Cylinders (dia x stroke) | 35" x 24" (1) | 30" x 26" (1) | |||

Tractive Effort | 24164 lbs | 30940 lbs | 30940 lbs | 43006 lbs | 21600 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.82 | 4.59 | 4.72 | 4.69 | 5.37 |

Heating Ability | |||||

Firebox Area | 114.24 sq. ft | 156 sq. ft | 184 sq. ft | 187 sq. ft | 114.24 sq. ft |

Grate Area | 30.04 sq. ft | 47.25 sq. ft | 47.25 sq. ft | 52.75 sq. ft | 30.04 sq. ft |

Evaporative Heating Surface | 1686 sq. ft | 2601 sq. ft | 1992 sq. ft | 3000 sq. ft | 1686 sq. ft |

Superheating Surface | 398 sq. ft | 927 sq. ft | |||

Combined Heating Surface | 1686 sq. ft | 2601 sq. ft | 2390 sq. ft | 3927 sq. ft | 1686 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 334.37 | 249.55 | 191.12 | 176.01 | 356.68 |

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

Robert LeMassena's Power Computation | 5407 | 9450 | 9450 | 8968 | 5407 |

Same as above plus superheater percentage | 5407 | 9450 | 11057 | 11120 | 5407 |

Same as above but substitute firebox area for grate area | 20563 | 31200 | 43056 | 39420 | 20563 |

Power L1 | 2584 | 6812 | 13084 | 12858 | 3247 |

Power MT | 195.60 | 423.04 | 790.28 | 561.88 | 246.84 |

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

Class | F-4 | F-6 | F-7 | F-7-S | F-8 |

Locobase ID | 8787 | 8788 | 3950 | 6768 | 8798 |

Railroad | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) |

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 | 13 | 3 | 1 | 14 |

Road Numbers | 417 | 400-402, 418-427 | 428-430 | 428-430 | 431-444 |

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

Number Built | 1 | 13 | 3 | 14 | |

Builder | Schenectady | Rhode Island | Schenectady | shops | Alco-Schenectady |

Year | 1893 | 1893 | 1900 | 1919 | 1902 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14' | 15' | 16' | 16' | 16.50' |

Engine Wheelbase | 21.33' | 22.50' | 24.09' | 24.08' | 24.58' |

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

Overall Wheelbase (engine & tender) | 49.83' | 50.42' | 53.75' | 54.17' | 53.08' |

Axle Loading (Maximum Weight per Axle) | 41600 lbs | 42500 lbs | |||

Weight on Drivers | 117000 lbs | 121140 lbs | 154500 lbs | 166400 lbs | 160000 lbs |

Engine Weight | 131700 lbs | 135540 lbs | 176100 lbs | 189800 lbs | 180450 lbs |

Tender Light Weight | 75200 lbs | 75500 lbs | 115600 lbs | 107700 lbs | 115600 lbs |

Total Engine and Tender Weight | 206900 lbs | 211040 lbs | 291700 lbs | 297500 lbs | 296050 lbs |

Tender Water Capacity | 4400 gals | 4400 gals | 6000 gals | 8000 gals | 6000 gals |

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

Minimum weight of rail (calculated) | 49 lb/yard | 50 lb/yard | 64 lb/yard | 69 lb/yard | 67 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 51" | 55" | 55" | 55" |

Boiler Pressure | 180 psi | 180 psi | 210 psi | 175 psi | 210 psi |

High Pressure Cylinders (dia x stroke) | 22" x 24" | 21" x 24" | 22.5" x 30" | 22" x 30" | 22" x 30" |

Low Pressure Cylinders (dia x stroke) | 30" x 24" (1) | 32.5" x 24" (1) | 35" x 30" (1) | 35" x 30" (1) | |

Tractive Effort | 22661 lbs | 22400 lbs | 34877 lbs | 39270 lbs | 33778 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.16 | 5.41 | 4.43 | 4.24 | 4.74 |

Heating Ability | |||||

Firebox Area | 114.24 sq. ft | 146.11 sq. ft | 193 sq. ft | 188.20 sq. ft | 159 sq. ft |

Grate Area | 30.04 sq. ft | 24.96 sq. ft | 34.16 sq. ft | 34.16 sq. ft | 46.04 sq. ft |

Evaporative Heating Surface | 1686 sq. ft | 1912 sq. ft | 2549 sq. ft | 1964 sq. ft | 2633 sq. ft |

Superheating Surface | 366 sq. ft | ||||

Combined Heating Surface | 1686 sq. ft | 1912 sq. ft | 2549 sq. ft | 2330 sq. ft | 2633 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 319.34 | 397.46 | 369.26 | 148.80 | 398.97 |

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

Robert LeMassena's Power Computation | 5407 | 4493 | 7174 | 5978 | 9668 |

Same as above plus superheater percentage | 5407 | 4493 | 7174 | 6934 | 9668 |

Same as above but substitute firebox area for grate area | 20563 | 26300 | 40530 | 38205 | 33390 |

Power L1 | 3518 | 3509 | 4050 | 7534 | 3951 |

Power MT | 265.16 | 255.44 | 231.16 | 399.27 | 217.76 |

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

Class | F-8-S | F-9 | F-9 - superheater prototype | F-9-S |

Locobase ID | 8799 | 5370 | 9709 | 6294 |

Railroad | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) | Minneapolis, St Paul & Sault Ste Marie (Soo) |

Country | USA | USA | USA | USA |

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

Number in Class | 11 | 28 | 1 | 28 |

Road Numbers | 431-444 | 445-472 | 445 | 445-472 |

Gauge | Std | Std | Std | Std |

Number Built | 28 | |||

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

Year | 1920 | 1905 | 1906 | 1919 |

Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert |

Locomotive Length and Weight | ||||

Driver Wheelbase | 16.50' | 17' | 17' | 17' |

Engine Wheelbase | 24.58' | 25.92' | 25.92' | 25.14' |

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

Overall Wheelbase (engine & tender) | 53.12' | 55.69' | 55.69' | 55.79' |

Axle Loading (Maximum Weight per Axle) | 47840 lbs | |||

Weight on Drivers | 168875 lbs | 174000 lbs | 172000 lbs | 169800 lbs |

Engine Weight | 191275 lbs | 201500 lbs | 201500 lbs | 197800 lbs |

Tender Light Weight | 120600 lbs | 116900 lbs | 116900 lbs | 116900 lbs |

Total Engine and Tender Weight | 311875 lbs | 318400 lbs | 318400 lbs | 314700 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 6000 gals | 8000 gals |

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

Minimum weight of rail (calculated) | 70 lb/yard | 73 lb/yard | 72 lb/yard | 71 lb/yard |

Geometry Relating to Tractive Effort | ||||

Driver Diameter | 55" | 63" | 63" | 63" |

Boiler Pressure | 210 psi | 210 psi | 210 psi | 170 psi |

High Pressure Cylinders (dia x stroke) | 22" x 30" | 23" x 34" | 23" x 34" | 22.5" x 34" |

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

Tractive Effort | 47124 lbs | 35591 lbs | 35591 lbs | 39479 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.58 | 4.89 | 4.83 | 4.30 |

Heating Ability | ||||

Firebox Area | 159 sq. ft | 158 sq. ft | 158 sq. ft | 158 sq. ft |

Grate Area | 46.04 sq. ft | 46.85 sq. ft | 46.85 sq. ft | 46.89 sq. ft |

Evaporative Heating Surface | 2109 sq. ft | 2897 sq. ft | 2566 sq. ft | 2247 sq. ft |

Superheating Surface | 449 sq. ft | 261 sq. ft | 327 sq. ft | |

Combined Heating Surface | 2558 sq. ft | 2897 sq. ft | 2827 sq. ft | 2574 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 159.78 | 354.38 | 313.89 | 143.61 |

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

Robert LeMassena's Power Computation | 9668 | 9839 | 9839 | 7971 |

Same as above plus superheater percentage | 11409 | 9839 | 10724 | 9008 |

Same as above but substitute firebox area for grate area | 39400 | 33180 | 36166 | 30352 |

Power L1 | 10129 | 4295 | 6645 | 6822 |

Power MT | 528.93 | 217.67 | 340.69 | 354.30 |

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