Data from http://www.rr-fallenflags.org/nyc/toe-p41.gif (visited December 2002).
The T&OC's quartet were superheated before 1917 when the New York Central's reference diagram was prepared.
By that time, the locomotive had sizable 11"-diameter piston valves with a relatively short 5 1/2" travel.
Data from http://www.rr-fallenflags.org/nyc/toe-p33.gif (visited December 2002).
Lake Shore & Michigan Southern was a New York Central subsidiary.
Steam admission through 11" (279 mm) piston valves.
Drury (1993) notes that this class carried too much weight on their drivers. Railroad Gazette commented that compared to the ten-wheelers delivered in 1899, these engines showed more heating surface, but added that "the increase results from the use of 19-ft tubes, forming heating surface of doubtful value." RG also observed the smaller firebox heating surface, implicitly criticizing the design by adding that 1 sq ft of firebox heating surface is worth 10 in the tubes. In this case, the writer added, that may be too small a ratio. The wide grates made for easier firing, however, and a review later in the year said they had shown "economy in fuel and remarkable ability to haul heavy trains at high speed."
Perhaps stung by the adverse comments, F J Cole, Alco's well-known and respected Assistant Mechanical Engineer, presented the class as part of his parade of recent locomotives in a paper delivered to the New York Railroad Club on 21 November 1901. Noting the ample 11", central-admission piston valves that fed the cylinders, he also took on both the weight and tube-length issues. "These engines have been very carefully designed to secure a maximum boiler capacity with ample strength of running gear. Cast steel and pressed steel have been largely used and great care taken to eliminate unnecessary weight."
One can read the laurel offered to W H Marshall, LS & MS's Superintendent of Motive Power, a couple of ways. He was "...much to be commended in having the courage of his convictions regarding this design." In other words, he's the one who asked for long tubes. "The successful performance of these engines proves that no special difficulty has thus far been encountered in their use."
Staufer (1967), p 216, notes that their success wasn't particularly due to the Prairie wheel arrangement, but instead to the large boiler. On the other hand, he says, the design's tendency to "nose" at high speed was due to how the drivers and pony trucks were equalized and the weight distribution (alluded to in the above-quoted RG article) and a short main rod. When later modified with Walschaerts gear, they acquired the nickname "Grasshoppers".
Some transferred to the Toledo & Ohio Central; most retired early.
Locobase supposes that the LS&MS did in fact find its 1901 Prairies (Locobase 816) lacking in heat production, as the Railroad Gazette had suggested at the time. But rather than shortening each 2 1/4" tube by some amount, as the RG might have recommended, the railroad and Brooks instead decreased tube diameters to 2" and inserted 59 more in the same boiler. Tube heating surface area increased by 237 sq ft (22.02 sq m) or 7 1/2%. Firebox heating surface increased by 16 sq ft (1.49 sq m) with the addition of firebrick tubes. Driver diameter grew by an inch.
Otherwise, the design remained unchanged. Piston valves still measured 11" (279 mm) in diameter.
Lake Shore & Michigan Southern was a New York Central subsidiary. The RMM editor offered this detail about these large express engines: "Two special points are noted, which are different from their previous engines of this class, namely : The Walschaert valve gear and the trailing truck with outside bearings."
An article earlier in the RRM issue noted that one big advantage of Walschaert gear is that its linkages overcame the problem of the engineer having to move increasing weight when he shifted the reverse lever. The LS & MS was reported to have had great success with the mechanism.
The AERJ said that this "magnificent passenger locomotive ...[was] built to do work which now requires the Class J engines [Locobases 816 and 16147] to 'double head'". The journal spotlighted the Buffalo-Cleveland Lake Shore Express, a 13-car train with a trailing load of 743 tons that took 4 hours and 10 minutes to cover the 183 miles, thus averaging 44 mph.
To achieve this performance, the builder increased cylinder diameter by an inch, reduced driving diameter by two inches, increased piston valve diameter by an inch to 12" (305 mm), reverted to the 2 1/4" tube diameter of the first J class, but increased the count by 37 tubes, enlarged the grate area by 7 1/2 sq ft (0.7 sq m) even as it reduced the firebox's width by a foot. This last change pleased the firemen on the locomotives, AERJ claimed. They preferred a firebox 6 ft wide and 9 ft long to 7 ft wide and 7 ft long.
Drury (1993) says that in contrast to the earlier J-40s, these Prairies were successful enough to be rebuilt as K-41 Pacifics in 1924-1925. Staufer (1967) says the improvement came in part from lengthening the engine by 5 feet.
|Specifications by Steve Llanso of Sweat House Media|
|Class||J-40D||J-40G||J/J-40a, b||J/J-40c, d||K/J-41|
|Railroad||Toledo & Ohio Central (NYC)||Toledo & Ohio Central (NYC)||Lake Shore & Michigan Southern (NYC)||Lake Shore & Michigan Southern (NYC)||Lake Shore & Michigan Southern (NYC)|
|Number in Class||5||4||13||33||35|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14 / 4.27||14 / 4.27||14 / 4.27||14 / 4.27||14 / 4.27|
|Engine Wheelbase (ft / m)||31.83 / 9.70||31.83 / 9.70||31.83 / 9.70||31.83 / 9.70||34.25 / 10.44|
|Ratio of driving wheelbase to overall engine wheebase||0.44||0.44||0.44||0.44||0.41|
|Overall Wheelbase (engine & tender) (ft / m)||60.21 / 18.35||60.21 / 18.35||57.33 / 17.47||57.33 / 17.47||62.28 / 18.98|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||134,000 / 60,781||134,000 / 60,781||130,000 / 58,967||124,000 / 56,246||165,200 / 74,934|
|Engine Weight (lbs / kg)||186,000 / 84,368||186,000 / 84,368||174,500 / 79,152||186,000 / 84,368||233,000 / 105,687|
|Tender Loaded Weight (lbs / kg)||138,500 / 62,823||138,500 / 62,823||148,500 / 67,359||126,600 / 57,425||159,900 / 72,530|
|Total Engine and Tender Weight (lbs / kg)||324,500 / 147,191||324,500 / 147,191||323,000 / 146,511||312,600 / 141,793||392,900 / 178,217|
|Tender Water Capacity (gals / ML)||7000 / 26.52||7000 / 26.52||7000 / 26.52||7000 / 26.52||8000 / 30.30|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||13 / 11.80||13 / 11.80||13 / 11.80||13 / 11.80||15 / 13.60|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||74 / 37||74 / 37||72 / 36||69 / 34.50||92 / 46|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||81 / 2057||81 / 2057||80 / 2032||81 / 2057||79 / 2007|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||200 / 13.80||200 / 13.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||20.5" x 28" / 521x711||20.5" x 28" / 521x711||20.5" x 28" / 521x711||20.5" x 28" / 521x711||21.5" x 28" / 559x711|
|Tractive Effort (lbs / kg)||22,227 / 10082.01||22,227 / 10082.01||25,005 / 11342.09||24,696 / 11201.93||27,852 / 12633.47|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||6.03||6.03||5.20||5.02||5.93|
|Firebox Area (sq ft / m2)||190 / 17.66||190 / 17.66||174 / 16.16||190 / 17.65||227 / 20.63|
|Grate Area (sq ft / m2)||48.60 / 4.52||48.60 / 4.52||48.50 / 4.51||48.50 / 4.51||55 / 5.11|
|Evaporative Heating Surface (sq ft / m2)||2821 / 262.17||2822 / 262.27||3343 / 310.57||3596 / 334.08||3905 / 362.55|
|Superheating Surface (sq ft / m2)||855 / 79.46||570 / 52.97|
|Combined Heating Surface (sq ft / m2)||3676 / 341.63||3392 / 315.24||3343 / 310.57||3596 / 334.08||3905 / 362.55|
|Evaporative Heating Surface/Cylinder Volume||263.73||263.82||312.53||336.18||331.90|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8748||8748||9700||9700||11,000|
|Same as above plus superheater percentage||10,760||10,235||9700||9700||11,000|
|Same as above but substitute firebox area for grate area||42,066||40,014||34,800||38,000||45,400|