See also "Standard Equipment Specialties," Railway Mechanical Engineer, Vol 93, No 3 (March 1919), pp. 137-138 for a list of all the "special equipment" by manufacturers--everything from air brakes to lubricators to rolled steel wheels--and the USRA designs on which they appeared.
Intended to be the standardized Pacific heavy passenger express locomotive, but only twenty were actually allocated by the USRA. The design shared the tube and flue count with two other USRA variants: Light Mikado (Locobase 40) and Light Mountain (Locobase 231). Firebox heating surface included 72 sq ft (6.7 sq m) in the combustion chamber and 28 sq ft (2.6 sq m) in arch tubes. Cylinders were served by piston valves measuring 14" (356 mm) in diameter.
Erie's were built by Alco-Richmond (10) and Baldwin (10) at the direction of the government-run USRA beginning in 1918.
This was the "light" Pacific design standardized by the government-run USRA created in World War I and built by Baldwin and Alco. Three railroads actually took delivery of 81 locomotives: Atlantic Coast Lines (28 by Alco-Brooks, 17 by Alco-Richmond), the B&O (20 by Baldwin, 10 by Alco-Richmond), and L&N (6 by Alco-Richmond).
Although described as light, the design in fact had a relatively large grate compared to other engines within its axle-loading range. Firebox heating surface included 46 sq ft (4.3 sq m) in the combustion chamber and 27 sq ft (2.5 sq m) in arch tubes. Cylinders were served by piston valves measuring 14" (356 mm) in diameter.
In the literature describing particular railroads' acquisitions, this design often appears either as the direct-from-USRA variant or a later class based on the USRA Light. And very often, the USRA-inspired 4-6-2 is described as the best, most reliable Pacifics the railroad would own.
|Specifications by Steve Llanso|
|Railroad||United States Railroad Administration (USRA)||United States Railroad Administration (USRA)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.39||0.37|
|Overall Wheelbase (engine & tender)||70.70'||68.62'|
|Axle Loading (Maximum Weight per Axle)||60000 lbs||54000 lbs|
|Weight on Drivers||197000 lbs||162000 lbs|
|Engine Weight||306000 lbs||277000 lbs|
|Tender Light Weight||194200 lbs||194000 lbs|
|Total Engine and Tender Weight||500200 lbs||471000 lbs|
|Tender Water Capacity||10000 gals||10000 gals|
|Tender Fuel Capacity (oil/coal)||16 tons||16 tons|
|Minimum weight of rail (calculated) on which locomotive could run||109 lb/yard||90 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi|
|Cylinders (dia x stroke)||27" x 28"||25" x 28"|
|Tractive Effort||43925 lbs||40753 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.48||3.98|
|Firebox Area||327 sq. ft||261 sq. ft|
|Grate Area||70.80 sq. ft||66.70 sq. ft|
|Evaporative Heating Surface||3824 sq. ft||3333 sq. ft|
|Superheating Surface||887 sq. ft||794 sq. ft|
|Combined Heating Surface||4711 sq. ft||4127 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||206.09||209.52|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||14160||13340|
|Same as above plus superheater percentage||16850||15875|
|Same as above but substitute firebox area for grate area||77826||62118|