Locobase 9069 shows the Grand Trunk's compounds of the same year. The Shore Line's Moguls had a longer stroke and eight fewer tubes. It appears that the entire class remained cross-compounds throughout their careers. 1 and 6 were scrapped in 1929 and 2-5 in 1934.
This engine had the classic form of a boiler tapered just ahead of the firebox, which had the steam dome mounted over the crown sheet, and a long, narrow first course of boiler. It was the first of five built to this design.
The first two were delivered as singles to the Qu'Appelle Long Lake & Saskatchewan and the Quebec & Lake Saint John. The former was later lettered for the Port Arthur Duluth & Western in 1893 and passed into Canadian Northern hands in August 1897 as their 19. The 19 was renumbered 107 in 1912.
When the CNR took over the Canadian Northern's motive power, they gave the 107 number 470. It was scrapped in June 1927.
Baldwin built this Eight-wheeler for part of the network of lines that radiated eastward from Ottawa in the 1870s and 1880s.
The PSC was combined with the Ottawa, Arnprior & Renfrew to become the OA & PS in 1891 and this engine probably helped to open the OA & PS's Ottawa-Amprior segment on 13 September 1893.
The 100 remained on the line as the OA & PS was taken into the Canada Atlantic in 1899, the CAR into the Grand Trunk in 1905, and the GTR into the Canadian National in 1923. Renumbered several times, it bore #501 in class D9-a when it was scrapped in June 1927.
This was the rebuilt pair of Moguls originally supplied by Baldwin in 1902 and described in Locobase 10759. The new boiler had nine fewer tubes that were just a bit shorter.
The 483 was scrapped in 1925.
Sinclair doesn't say much about these little Vauclain compounds, except to describe them as passenger engines. This says more about the type of passenger service available in northern Quebec than the suitability of such a wheel arrangement for hauling voyageurs. It may also reflect a British willingness to use freight-service engines for local passenger trains.
Their HP-LP cylinder pairs were each served by an 11 1/2" (292 mm) piston valve.
They were taken into the Canadian Northern in 1914-1915 and ex-21 eventually was dubbed Canadian National 483. 20 was sold in November 1913 to Inverness Railway & Coal Company on Cape Breton Island.
Soon after the Q&LStJ bought this one Mogul, the railway was rolled into the Canadian Northern in 1906. It kept its original road number until 1912, when it was renumbered 115. The design had plenty of boiler for the cylinder volume with which it was delivered, so it appears that the CNor bored out the cylinders to 20" (508 mm) after 1912.
The Canadian National retained the CNor's class ID but redesignated the 115 as 476.
Carrying its larger firebox over the rear driving axle gave this engine's profile a high-pitched look. Its single truck, shrunken first course, and slender stack look out of proportion with the rest of the locomotive. In March 1922, the cylinders were bushed down from 20" to 18 1/2" in diameter. This extended the locomotive's life only a few years as it was scrapped in July 1925.
Locobase 7971 notes that five of this design were built at the same time for Canadian railways in 1889. The last two went to this western road. In June 1901, the Canadian Northern bought the NP&M and renumbered these 20-21. A later renumbering in 1912 generated the 108-109 that the two carried into the Canadian National in 1920. At that point they took 471-472. 472 was scrapped almost immediately in June 1920, but 471 lasted until June 1927.
These locomotives were delivered as "Richmond" cross-compound. As seen from above, the HP cylinder lay on the left, the LP on the right. The particular feature of a Richmond compound was the siting of the intercepting valve within the steam chest in the LP cylinder. Their original road number order was 872-883, 820-871, 884-893, 795-819, 770-777, 785-794, 778-784. In 1910, the class was renumbered 1203-1214, 1249-1259, 1429, 1260-1274, 1225-1236, 1428, 1237-1248, 1215-1224, 1275-1299, 1309-1316, 1300-1305, 1430, 1306-1308, 1317-1323.
Locobase 13282 shows the class once it was superheated by the Grand Trunk,
This set of small Moguls came to the CN in small batches; they appear to have been inspired by the McArthur & Company 2-6-0s that also were taken into the railway. Superheating the class led to the use of "economy" valves (piston valves installed in a slide-valve chest).
The C-3-c is shown with works # 44264, which seems early, especially as it had a later road number. The others had numbers 48152-53 and 49905-49906. Toiling on secondary lines, this class lasted until 1954.
http://www.canada-rail.com/alberta/railways/EDBC.html, last accessed 9 December 2014. Montreal works numbers were 45887-45892 in 1909, 46108-46109 in 1908.
Supplied originally to the GTP contractors, JD McArthur & Company, a dozen Moguls went into service after the line was completed. The goal of the railway was to link Edmonton, Alberta with the port of Prince George on the Pacific Coast in British Columbia.
Canada Rail records that construction had progressed as the Peace River in July 1914, when the whole project abruptly collapsed because of the BC government's concern over an excessive Alberta influence in the far western province.
The need for such a line remained, however, and the project went ahead when two contracting companies took over the work of the financially strained Grand Trunk Pacific as it built a rival line to the Peace River and took up the ED&BC's charter. JD MacArthur, a railroad builder from Winnipeg, was the chief engine for this push, but wound up quite strapped by the end of 1916 and the railway's condition rapidly deteriorated.
A five-year lease to the Canadian Pacific in 1919 proved too disadvantageous to the government so Alberta's Department of Railways took over the lease in 1925, bought in 1926, upgraded its physical condition, rolled ED&BC together with the Alberta and Great Waterways Railway (A&GW), the Canada Central Railway (CCR) and the Pembina Valley Railway (PVR), all formed by MacArthur, into the Northern Alberta Railways in 1929, and finally sold the NAR in 1930 to the Canadian National and the Canadian Pacific as jointly held, separately owned affiliate whose main line stretched from Edmonton to Dawson Creek.
The 2-6-0s appear to be quite similar to the slightly later C-3s (Locobase 7968). Some were later fitted with oil burners and tenders holding 2,500 imperial gallons (3,000 US gal) of fuel oil. The last two remained with the NAR and both were sold for scrap in 1937. The others worked on the CN.
As part of the vast Mogul holding eventually operated by the Canadian Northern and other CNR predecessors, this pair came to the railway in 1909. Apparently never superheated, they were withdrawn and scrapped in the late 1930s.
A trio of Moguls for the western Canadian prairies. Purchased by the railway that would be better known after 1908 as the Duluth, Winnipeg & Pacific. Even with that name, the railway didn't connect directly to Winnipeg, let alone the Pacific Ocean. Its Canadian terminus, Fort Frances, Ontario, met the Canadian Northern mainline.
All served the CV for almost forty years. Six were scrapped in the mid-to-late 1920s. 315 was retrofitted with a new boiler by Alco in 1921. The vessel was pressed to 160 psi and held 246 tubes. This rejuvenation delayed the 315's retirement and scrapping until June 1934.
When delivered to the CAR, this was a small Mogul even for the early-to-mid 1880s (see DeGolyer, Volume 13, p.161 for the as-built details) . The 12/61/665 (as this Mogul was numbered by the CAR) was renumbered 1342 and placed in class E-5 in 1905 when the Grand Trunk took over the former railway. Another renumbering in 1912 generated 2355. And when the CNR took over the Grand Trunk in 1920, it redesignated the 2355 as D-4-b and renumbered it 476. Under that number, its trip to the ferro-knacker in December 1925 was recorded.
This small class came from the CGR's own shops in a variety of configurations. By the time it was numbered 479 in the CN's books, it retained the 17"-diameter cylinders and 180-psi pressure unique to that engine. 480, delivered in 1900, introduced the 18" cylinders but dropped the BP by 10 psi. The last two featured the 18" cylinders and the 180-psi boiler. 479, 480, and 482 had been scrapped by February 1923.
Baldwin's locomotives were essentially identical to their 4-6-0s (Locobase 3282) except for the tubes, which were 37" (940 mm) shorter, the 3" shallower front end of the firebox, and the smaller drivers. American Engineer and Railroad Journal, Vol 71, No 12 (December 1897), p. 437 reports on the in formation supplied by Mr Frank W Morse, the GT's Superintendent of Motive Power, regarding the orders of these locomotives. The specfications are a bit different (more boiler tubes, "toboggan" firebox, different heating surface areas) and Locobase wonders if a) the specs changed before delivery, or b) that these were the specs for the Schenectady engines.
The dozen engines led a very large class of simple-expansion and cross-compound main-line freight Moguls. Grand Trunk followed with thirty two (works numbers 1295-1300 in 1899, 1311-1334 in 1900, and 1347-1348 in 1901). Then came Dickson's five (works numbers 1184-1188 in January 1901), and Brooks's six (works numbers 3752-3757 in February 1901).
The Dickson locomotives are shown in Locobase 15807.
McShane (1899), writing in the cheerleading style of the day, commented of these engines: "we understand that their initial performance gives excellent promise of exceptionally satisfactory results." The data are for the Schenectady locomotives; Baldwin's differ in minor details. Contributing to the firebox heating surface were 15.15 sq ft (1.4 sq m) of water tubes.
1910 renumbering of the class took the road numbers as shown in the specs and assigned new ones in the following order: 1375-1399, 1200, 1400-1412, 1413, 1201, 1414, 1421-1426, 1415-1420, 1427, 1202.
Several in the class were superheated and given 21" cylinders; boiler pressure was reduced to 180 psi.
In 1923, the CNR redesignated the entire class E-7-a and renumbered the engines as follows: 661-673, 708-710, 674-675, 711-716, 735, 717-730, 736, 731, 679-684, 732-733, 676-
678, 734, 750, 737.
This was the first of two later batches of E-class built by Baldwin. The 1907s shown here repeated the basic dimensions of the earlier E class described in Locobase 3152. The ten 1908 locomotives, which were fitted with fewer tubes, appear in Locobase 13281. It was unusual for a locomotive to add tubes after it was ordered, but this class was ordered with 283 tubes and a evaporative heating surface area of 1,941 sq ft (180.3 sq m).
By 1913, most of the class had been superheated.
This set of Moguls stayed on the Grand Trunk through the transition from the GTP to Grand Trunk Western in 1923. Then renumbered and classed E-7a on the Canadian National in an oddly assorted order: 685, 861, 686, 862, 687-707.
Locobase 3152 and 9069 show the original design of this large class of Moguls, which were built as simple-expansion E or cross-compound Cs. The combined total reached about 260 engines. Many were superheated as shown in the specifications. Some had 22"-diameter cylinders.
Although retirements began in the 1920s, the last locomotives didn't leave service until th late 1940s, and a few hung on until the mid- and late 1950s.
This Mogul's specific identity is partially obscured in all of the roster compilers whose products Locobase has been able to consult (thanks to Raildata's Allen Stanley). The engine is attributed to the Pennsylvania and said to have been built at that railroad's Altoona shops.
But it doesn't match up with either the Pennsy's F1 or F2 (Locobases 1137 and 2837, respectively). Even though the cylinder volume, number of tubes, their diameter and length, as well as the grate areas, are quite close, the lone E-1-a's stated adhesion weight is a full 25 tons (22,680 kg) lower than that of the F2. Also the boiler pressure setting is more more consistent with an 1880-1890 era locomotive.
The roster provided to Allen Stanley by Seth Bramson and originally compiled by Ted McQuinn of Riverview, NB, Canada, shows that the CGR 4571 was the ex-O'Brien, McDougall & O'Gorham (OMO) #25.
OMO were railroad contractors who operated more than two dozen used locomotives. Two of the principals--Michael John O'Brien and Alexander McDougall--also combined with Fowler to form OFM, which is credited with constructing 30% of the National Transcontinental Railway (the core of the Canadian Northern/Canadian National system).
R&LE's report dismisses the design summarily: "They are remarkable in no particular, except that of the usual massive and liberal proportions, and rigid inspection insisted upon by that company for all its power." The writer did mention the 62" drivers, which indicated "a fast schedule."
The sextet came near the end of an extended run of this Mogul design; the others are shown in Locobase 3152.
Among the many dozens of simplified and superheated Moguls converted by the Grand Trunk was this variant, which came on the road as cross-compounds in the early years of the 20th Century (Locobase 9069).
NB: Tube and flue counts are based on conversions in similar-sized boilers with similar tube length.
Very similar to most other Grand Trunk Moguls, these four went to the D & TSL. Apparently they were never superheated before they were scrapped in 1929.
Grand Trunk went back to Baldwin in 1908 to order a second batch of Moguls based on the 1907 engines described in Locobase 11367. Possibly because the barrel was a bit stuffed with 291 tubes (or because some of them were so low set that they attracted deposits), the new set had 18 fewer tubes (2 rows?). Otherwise, the two sets were identical.
Most of the E-11s were soon superheated; see Locobase 13282.
The small, branch-line Moguls delivered by Kingston in 1910 and described in Lococbase 15655 were refitted with superheater and piston valves in 1913 that supplied larger-diameter cylinders. The result was redesignated E-12.
One example of this class that was taken over by Canadian National as class E-10a was #919, later renumbered as 92 in 1952. 92 was bought for Wilmington & Western (Marshallton, DE) in 1959. See W&W website. Also see http://www.ocsteam.com/96/ (30 May 2003), for the Ohio Central museum railroad, which has a sister locomotive.(#937 in CN service, sold in June 1959. After several private owners, came to the OCRR in 1994. Not in service.
According to the Canadian law website, accessed 13 December 2006, this railway derived from the Quebec, Montmorency and Charlevoix Ry. Co, acquiring its new name in 1889.
This single Mogul served the QRL&P lines until 1953. Although it had relatively small cylinders, the design actually featured a good amount of power from its small drivers and largish grate.
The Grand Trunk book has the data shown in the specifications. Locobase can find nothing more on this class, except to note that it had the biggest boiler of any Mogul that was incorporated into the Canadian National. Also, it does not seem that these engines were taken in by the CNR.
This sizable class of Moguls was produced by the Grand Trunk as it expanded in several directions. The design itself was relatively small as 2-6-0s went in 1880. A deep, narrow firebox had a small grate but relatively grand direct heating surface area. A large steam dome sat just ahead of the firebox and the middle driving axle.
Retirements began in 1924 and lasted a dozen years, the last engine leaving service in 1936.
Again, this sextet of Moguls was quite similar to the C-3-a and C-5-b shown in Locobases 7968-7969. There's no ready explanation for why the superheater area did not change when the boiler flues were 5" longer, but that may have to do with the Hungersford-Camera superheater employed. This class was retired over a long period, the first going in 1935, the last in 1951.
In the midst of the long run of E-7-a Moguls (Locobase 7981), the Grand Trunk stretched the boiler and enlarged the grate on two of them and came up with the E-7-b. Other than gaining a little more heating surface in the firebox and boiler and enlarging the cylinders by an inch, no major changes were evident.
In the event, no more E-7-bs were built. 864 was scrapped in 1932, 863 in July 1939.
This smaller set of Moguls, which followed the last of the most-numerous E-7s (Locobase 7981) into service on the Grand Trunk three years later, was also smaller in size and power.
Extended smokebox, coned boiler. According to http://www.railwaybob.com/Overview/OverviewPage2.htm (30 May 2003), a Grand Trunk site, this class was built "as part of their program to replace the lighter 4-4-0's and 2-6-0's. Under CNR, these 2-6-0's were used on small branch lines where the track was too light for heavier engines."
Refitted with superheater, more cylinder volume, and piston valves in 1913, redesignated E-12; see Locobase 7982.
NB: The tube count is an estimate based on the known firebox and total evaporative heating surface areas and a calculation of the tube heating surface area.
These two Moguls arrived in 1890. A comparison with several dozen other Moguls of the era (ca 1886-1891) shows this pair have fallen right in the middle of the pack. They served the GTR for more than 30 years. In April 1925, the CNR sold 500 to JR Booth & Company. 499 was scrapped in December 1925.
As part of the CSCE President Samuel Keefer's address, he repeated some information supplied to him by Herbert Wallis, Mechanical Superintendent of the GTR. Wallis's summary included the standard passenger and standard freight engines of the road at the time. (Keefer had earlier noted that he left government employment in 1852 to help construct the GTR under the guidance of Alexander Mackenzie Ross.)
Wallis's gave the adhesion weight as 84,000 lb (38,102 kg) and engine weight as 99,000 lb (44,906 kg) and the driver diameter as 62"and total heating surface as 1,232 sq ft; boiler pressure amounted to 150 psi. By 1913, when the Grand Trunk's description of locomotives was published, the values had changed to the numbers shown in the specs.
The total number of locomotives shown in this entry refer only to the E3s with the 1,208 sq ft evaporative heating surface. Their road numbers included 2431-2476, 2495, 2517-2526 (Kingston, 1891 - works numbers 409-418).
Following the 1885 Grand Trunk design of Moguls, this next set had the same number of tubes, but a smaller firebox and grate (but not by much). A few continued serving the CNR into the late 1930s and early 1940s.
See Locobases 9604 and 7980 for the earlier batches of this extensively produced Mogul design. The last ten had a higher pressure boiler with the 1891s engines, longer tubes, and the largest grate of the class.
This set of Moguls followed the pattern of small, light six-coupled engines for the western prairies. The first four came from the Ocean State with 57"(1,448 mm) drivers, the remainder with the 63" wheels shown in the specs.
Several were scrapped or sold before the Canadian National took over the Grand Trunk in 1920. 2372-2373, 2379, 2381 were renumbered 533-536. By that time, the latter two had boilers rated at 155 psi (10.7 bar).
These three home-built Moguls were rebuilt from earlier locomotives in the late 1890s. They were small and offered power enough for branch lines, but not main line service. Operated on the western prairies, each put in about 25 years of service.
2366 was scrapped in January 1921 before the GT was taken over by the Canadian National. 2367-2368 were renumbered 531-532, but lasted only two years longer before being scrapped in May and November 1923.
Locobase 7971 notes that five of this design were built at the same time for Canadian railways in 1889. The two for the Q&LStJ were headed by the Frank Ross. 13 may have been named Henry Beemer.
The Canadian Northern took over the pair in 1912 and gave them road numbers 110-111. 110 remained with the CNor until that railway was taken over by the Canadian National in 1919. At that point, the CNR renumbered the engine 473, but retired and scrapped in June 1920.
The 13 took a different path because it was sold in 1917 to the Inverness Railway & Coal Co, which gave it #7. The IR&CC operated the 7 until the early 1920s.
|Specifications by Steve Llanso|
|Class||1||1/D-1-a||100 / E-1 / D-9a||126 / D-11a||21 / D-11a||23/115/D-3-a||3/D-1-a||C||C-3-b / E-12-a||C-5-b / E-12-b||C-6-a||D-12-a||D-2a||D-4-b||D-7-a||E||E / E-11 / E-7||E / E-7-a||E-1-a||E-11 / E-7a||E-11, E-11a // E-7, E-7a||E-11-a||E-11/E-7a||E-12/E-10-a||E-13-a||E-14||E-5-a||E-6/C-7-a / E-12-c||E-7-b||E-8||E2 / D-8-a||E3/E-6-a - 1885||E3/E-6-a - 1891||E3/E-6-a - 1893||E4/E-3-a||E5/E-2-a||Frank Ross /D-1-a|
|Railroad||Detroit & Toledo Shore Line (CNR)||Qu'Appelle Long Lake & Saskatchewan (CNR)||Ottawa, Amprior & Parry Sound (CNR)||Quebec & Lake Saint John (CNR)||Quebec & Lake Saint John (CNR)||Quebec & Lake Saint John (CNR)||Northern Pacific & Manitoba (CNR)||Grand Trunk Pacific (CNR)||Canadian Northern (CNR)||Grand Trunk Pacific (CNR)||Canadian Northern (CNR)||Duluth, Rainy Lake & Winnipeg (CNR)||Central Vermont (CNR)||Canada Atlantic (CNR)||Canadian Northern (CNR)||Grand Trunk (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Canadian Government (CNR)||Grand Trunk (CNR)||Grand Trunk Pacific (CNR)||Detroit & Toledo Shore Line (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Quebec Railway, Light & Power (CNR)||Grand Trunk Western (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk (CNR)||Grand Trunk (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Chicago & Grand Trunk (CNR)||Chicago & Grand Trunk (CNR)||Quebec & Lake Saint John (CNR)|
|Road Numbers||1-6||1/107/ 470||100 / 621 / 710||125-126 / 483||21-22||23/115/476||3-4/108-109/471-472||See comments||4533-4537 / 403-407||8-9, 11-12, 14-17/409-412||4505-4506 / 421-422||127-129 / 484-486||89-95/313-319||12/61/665/1342/2355/496||1013-1016 / 479-482||901-942, 896-900, 949, 894-895||1221-1235/1431-1445/685-687+||1375//661-862||4571 / 530||943-948/676-678||7-10 / 927-928||1236-1245/1446-1455/696-707||1000-1024/902-926||22/429||600-619 / 1100-1111||463+ /2393-2430 / 541-565||394-399/423-428||845-846/1273-1274/864-865||1000-1024||1348-1350 / 2527-2529||2431-2476, 2517-2526/566-609, 651-660||2477-2506/610-640||2507-2517/641-650||43-54/1285-86, 1211-20/2370-83/533-536||100-102/1200-02/2366-68/531-532||12-13/110-111/473|
|Builder||Burnham, Williams & Co||Canadian Locomotive Co||Burnham, Williams & Co||CNor||Burnham, Williams & Co||Montreal LW||Canadian Locomotive Co||several||Montreal LW||Montreal LW||Canadian Locomotive Co||Alco-Dickson||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co||CGR||several||Burnham, Williams & Co||several||Altoona||Dickson||GT||Burnham, Williams & Co||Burnham, Williams & Co||Canadian Locomotive Co||Montreal LW||Alco-Brooks||GTP||Montreal LW||GTP||Kingston||Rhode Island||several||GTR||GTR||Rhode Island||G>||Canadian Locomotive Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.65||0.66||0.64||0.63||0.63||0.65||0.66||0.65||0.61||0.61||0.66||0.64||0.65||0.66||0.68||0.65||0.65||0.65||0.62||0.65||0.65||0.65||0.65||0.62||0.58||0.64||0.67||0.61||0.65||0.62||0.67||0.68||0.67||0.67||0.62||0.64||0.66|
|Overall Wheelbase (engine & tender)||51.08'||48.12'||51.56'||50'||49.52'||48.12'||51.08'||49.31'||49.44'||47.58'||50.17'||46'||46.12'||62.08'||51.08'||51.08'||48.28'||50.92'||51.08'||49.71'||45.18'||50.21'||45.41'||49.35'||51.08'||52.46'||54.37'||46.08'||46.07'||46.07'||46.83'||46.58'||48.12'|
|Axle Loading (Maximum Weight per Axle)||48752 lbs||48828 lbs|
|Weight on Drivers||140744 lbs||84000 lbs||98000 lbs||124900 lbs||120010 lbs||122000 lbs||84000 lbs||144744 lbs||112800 lbs||112800 lbs||101850 lbs||114000 lbs||86000 lbs||84000 lbs||94220 lbs||127650 lbs||138176 lbs||156744 lbs||84000 lbs||138176 lbs||156744 lbs||146692 lbs||138176 lbs||120600 lbs||107700 lbs||127500 lbs||76852 lbs||112900 lbs||152628 lbs||120600 lbs||85500 lbs||91588 lbs||91588 lbs||91588 lbs||73000 lbs||93000 lbs||84000 lbs|
|Engine Weight||163704 lbs||100000 lbs||116000 lbs||143300 lbs||145230 lbs||145000 lbs||100000 lbs||163704 lbs||129300 lbs||130000 lbs||117000 lbs||130000 lbs||100000 lbs||100000 lbs||112336 lbs||152850 lbs||161976 lbs||177688 lbs||104000 lbs||161976 lbs||177688 lbs||167664 lbs||161976 lbs||141800 lbs||121500 lbs||147500 lbs||93408 lbs||129600 lbs||177184 lbs||141800 lbs||102000 lbs||106708 lbs||106708 lbs||106708 lbs||88000 lbs||115500 lbs||100000 lbs|
|Tender Light Weight||130856 lbs||80000 lbs||112900 lbs||99770 lbs||116300 lbs||80000 lbs||130856 lbs||115400 lbs||119000 lbs||93800 lbs||95000 lbs||74000 lbs||85551 lbs||130656 lbs||120000 lbs||130856 lbs||88000 lbs||112000 lbs||130856 lbs||130856 lbs||130856 lbs||128060 lbs||73000 lbs||136856 lbs||87262 lbs||118300 lbs||130856 lbs||128060 lbs||65000 lbs||112500 lbs||112500 lbs||92400 lbs||92400 lbs||80000 lbs|
|Total Engine and Tender Weight||294560 lbs||180000 lbs||256200 lbs||245000 lbs||261300 lbs||180000 lbs||294560 lbs||244700 lbs||249000 lbs||210800 lbs||225000 lbs||174000 lbs||197887 lbs||283506 lbs||281976 lbs||308544 lbs||192000 lbs||273976 lbs||308544 lbs||298520 lbs||292832 lbs||269860 lbs||194500 lbs||284356 lbs||180670 lbs||247900 lbs||308040 lbs||269860 lbs||167000 lbs||219208 lbs||219208 lbs||180400 lbs||207900 lbs||180000 lbs|
|Tender Water Capacity||6600 gals||5160 gals||3500 gals||4800 gals||5000 gals||6000 gals||5160 gals||6600 gals||6000 gals||6000 gals||4560 gals||5400 gals||3000 gals||3500 gals||4200 gals||4500 gals||6000 gals||6000 gals||4560 gals||5000 gals||6000 gals||6000 gals||6000 gals||6000 gals||3000 gals||6360 gals||3840 gals||5040 gals||6000 gals||6000 gals||3600 gals||5280 gals||5280 gals||3360 gals||3360 gals||5160 gals|
|Tender Fuel Capacity (oil/coal)||11 tons||8.8 tons||tons||11 tons||tons||11 tons||8.8 tons||11 tons||11 tons||9.9 tons||8.8 tons||8.8 tons||tons||7.7 tons||7.7 tons||10 tons||10 tons||11 tons||7.7 tons||10 tons||10 tons||11 tons||10 tons||11 tons||5.5 tons||9.9 tons||11 tons||3000 gals||11 tons||11 tons||7.7 tons||tons||8.8 tons||8.8 tons||11 tons||tons||8.8 tons|
|Minimum weight of rail (calculated) on which locomotive could run||78 lb/yard||47 lb/yard||54 lb/yard||69 lb/yard||67 lb/yard||68 lb/yard||47 lb/yard||80 lb/yard||63 lb/yard||63 lb/yard||57 lb/yard||63 lb/yard||48 lb/yard||47 lb/yard||52 lb/yard||71 lb/yard||77 lb/yard||87 lb/yard||47 lb/yard||77 lb/yard||87 lb/yard||81 lb/yard||77 lb/yard||67 lb/yard||60 lb/yard||71 lb/yard||43 lb/yard||63 lb/yard||85 lb/yard||67 lb/yard||48 lb/yard||51 lb/yard||51 lb/yard||51 lb/yard||41 lb/yard||52 lb/yard||47 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||150 psi||160 psi||190 psi||200 psi||190 psi||150 psi||200 psi||180 psi||180 psi||180 psi||180 psi||130 psi||160 psi||180 psi||200 psi||200 psi||180 psi||140 psi||200 psi||180 psi||200 psi||200 psi||170 psi||200 psi||180 psi||140 psi||180 psi||180 psi||180 psi||180 psi||160 psi||165 psi||180 psi||140 psi||175 psi||150 psi|
|High Pressure Cylinders (dia x stroke)||22.5" x 26" (1)||18" x 24" (2)||19" x 26" (2)||19" x 26" (2)||14" x 26" (2)||20" x 26" (2)||18" x 24" (2)||22.5" x 24" (1)||19" x 26" (2)||19" x 26" (2)||18" x 24" (2)||19" x 26" (2)||19" x 26" (2)||18" x 24" (2)||18" x 24" (2)||20" x 26" (2)||20" x 26" (2)||21" x 26" (2)||20" x 28" (2)||20" x 26" (2)||21" x 26" (2)||20" x 26" (2)||20" x 26" (2)||21" x 26" (2)||18" x 24" (2)||20" x 26" (2)||18" x 26" (2)||19" x 26" (2)||22" x 26" (2)||19" x 26" (2)||19" x 24" (2)||18" x 26" (2)||18" x 26" (2)||18" x 26" (2)||18" x 26" (2)||18" x 24" (2)||18" x 24" (2)|
|Low Pressure Cylinders (dia x stroke)||35" x 26" (1)||24" x 26" (2)||35" x 24" (1)|
|Tractive Effort||25132 lbs||17394 lbs||22395 lbs||26594 lbs||22680 lbs||29467 lbs||17394 lbs||23199 lbs||28158 lbs||28158 lbs||23328 lbs||25194 lbs||18196 lbs||18233 lbs||20872 lbs||28516 lbs||28063 lbs||27846 lbs||21156 lbs||28516 lbs||27846 lbs||28063 lbs||28063 lbs||26299 lbs||23606 lbs||25257 lbs||15912 lbs||28158 lbs||30561 lbs||22795 lbs||24777 lbs||18478 lbs||18753 lbs||20458 lbs||15912 lbs||18360 lbs||17394 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.60||4.83||4.38||4.70||5.29||4.14||4.83||6.24||4.01||4.01||4.37||4.52||4.73||4.61||4.51||4.48||4.92||5.63||3.97||4.85||5.63||5.23||4.92||4.59||4.56||5.05||4.83||4.01||4.99||5.29||3.45||4.96||4.88||4.48||4.59||5.07||4.83|
|Firebox Area||188.10 sq. ft||110 sq. ft||142 sq. ft||166.60 sq. ft||122 sq. ft||110 sq. ft||188.10 sq. ft||141 sq. ft||133 sq. ft||120 sq. ft||146 sq. ft||102 sq. ft||112 sq. ft||120 sq. ft||201 sq. ft||188 sq. ft||188.10 sq. ft||186 sq. ft||188 sq. ft||188.10 sq. ft||188 sq. ft||166 sq. ft||115 sq. ft||144.73 sq. ft||133 sq. ft||195 sq. ft||166 sq. ft||131.75 sq. ft||194 sq. ft||133 sq. ft||108 sq. ft||108.03 sq. ft||112.10 sq. ft||110 sq. ft|
|Grate Area||33.43 sq. ft||29.30 sq. ft||20.80 sq. ft||30.75 sq. ft||31.60 sq. ft||38.90 sq. ft||29.30 sq. ft||33.43 sq. ft||28 sq. ft||28.10 sq. ft||27.23 sq. ft||30 sq. ft||17 sq. ft||16.90 sq. ft||16.80 sq. ft||33.44 sq. ft||33.43 sq. ft||33.43 sq. ft||30.61 sq. ft||33 sq. ft||33.40 sq. ft||33.43 sq. ft||33.40 sq. ft||30.80 sq. ft||24.20 sq. ft||30 sq. ft||15.74 sq. ft||28.10 sq. ft||41.51 sq. ft||30.80 sq. ft||18.50 sq. ft||17.66 sq. ft||17.48 sq. ft||18.25 sq. ft||18.12 sq. ft||23.20 sq. ft||29.30 sq. ft|
|Evaporative Heating Surface||1941 sq. ft||1304 sq. ft||1525 sq. ft||1876 sq. ft||1758 sq. ft||1304 sq. ft||1991 sq. ft||1146 sq. ft||1127 sq. ft||1351 sq. ft||1690 sq. ft||1456 sq. ft||1171 sq. ft||1322 sq. ft||2001 sq. ft||1991 sq. ft||1460 sq. ft||1951 sq. ft||1460 sq. ft||1941 sq. ft||1877 sq. ft||946 sq. ft||1108 sq. ft||2203 sq. ft||951 sq. ft||1170 sq. ft||1600 sq. ft||1543 sq. ft||1327 sq. ft||1208 sq. ft||1147 sq. ft||1184 sq. ft||896 sq. ft||1051 sq. ft||1304 sq. ft|
|Superheating Surface||225 sq. ft||280 sq. ft||273 sq. ft||273 sq. ft||200 sq. ft||233 sq. ft||280 sq. ft||273 sq. ft|
|Combined Heating Surface||1941 sq. ft||1304 sq. ft||1525 sq. ft||0||1876 sq. ft||1758 sq. ft||1304 sq. ft||1991 sq. ft||1371 sq. ft||1407 sq. ft||1351 sq. ft||1690 sq. ft||1456 sq. ft||1171 sq. ft||1322 sq. ft||2001 sq. ft||1991 sq. ft||1733 sq. ft||0||1951 sq. ft||1733 sq. ft||1941 sq. ft||1877 sq. ft||1146 sq. ft||1341 sq. ft||2203 sq. ft||951 sq. ft||1450 sq. ft||1873 sq. ft||1543 sq. ft||1327 sq. ft||1208 sq. ft||1147 sq. ft||1184 sq. ft||896 sq. ft||1051 sq. ft||1304 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||324.44||184.48||178.74||404.97||185.96||184.48||360.54||134.32||132.09||191.13||198.08||170.65||165.66||187.02||211.66||210.60||140.08||206.37||140.08||205.31||198.54||90.76||156.75||233.03||124.19||137.13||139.87||180.85||168.49||157.75||149.79||154.62||117.01||148.69||184.48|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6686||4395||3328||5843||6320||7391||4395||6686||5040||5058||4901||5400||2210||2704||3024||6688||6686||6017||4285||6600||6012||6686||6680||5236||4840||5400||2204||5058||7472||5544||3330||2826||2884||3285||2537||4060||4395|
|Same as above plus superheater percentage||6686||4395||3328||5843||6320||7391||4395||6686||5846||6070||4901||5400||2210||2704||3024||6688||6686||6980||4285||6600||6974||6686||6680||6126||5663||5400||2204||6019||8593||5544||3330||2826||2884||3285||2537||4060||4395|
|Same as above but substitute firebox area for grate area||37620||16500||22720||0||33320||23180||16500||37620||29441||28728||21600||26280||13260||17920||21600||40200||37600||39275||0||37200||39254||37620||37600||33017||26910||0||20262||28489||40365||29880||23715||31040||21945||19440||15124||19618||16500|