Although built as a pair (works #3304, 3303), these two came to the NWP from different predecessors. 103 entered service as San Francisco & North Pacific #20 while 104 began its career as California Northwestern #31. 103 was scrapped in 1935, followed by 104 in 1906.
Delivered from Alco as their works #25620-25621, these two Ten-wheelers entered service in San Francisco & North Pacific #21 and California Northwestern #32. The latter later acquired an SF & NP #25. Once they operated under NWP's herald, they ran until 1934.
This was C & NW's #1 engine. The lead locomotive later was renumbered 30 by the C & NW. As the Northwestern Pacific's 109, this low-drivered Ten-wheeler remained in service until 1948.
Locobase suspects that NWP 110 (works #17759 in May 1900) was built to the same design; it served the San Francisco & North Pacific as #20 and retired from the NWP in 1937.
A rare batch of locomotives to the same design that totalled more than 2 on a Redwood Empire road, this quartet (#44955-44958) was among the first purchases made by the NWP after it opened shop in 1907. The class reproduced the same power dimensions of most other NWP Ten-wheelers, but offered a slightly bigger boiler and firebox.
Three were scrapped in the late 1940s (111 in 1949, 113-114 in 1947), but 112 survived as a museum piece and eventually became part of the California State Railroad Museum's roundhouse.
Substantially bigger than earlier NWP Ten-wheelers (whether purchased directly for the road or acquired with the amalgamation of other lines), this sextet consisted of 4 engines produced in 1910 (490890-49092) and two more (51536-51537) in 1912. Even though the cylinders were larger, the boilers were larger still. The grate and firebox didn't grow much at all and may have represented a constraint on free steaming. Was this why the first four were scrapped in 1938 and the later 2 in 1940, or did the taller drivers prove less suitable to the route profiles of the Redwood Empire Route?
Just before Alco delivered the superheated trio shown in Locobase 8185, they produced this saturated-steam threesome (work #54578-54579, 54975) that apparently never were superheated. Thus, this set serves as the "before" picture for the 139s, which came after.
All three of this class were scrapped in 1940, doubtless because in a shrinking system, the least efficient engines would be first to go.
Alco built this trio in a single batch (works #54976-54978). They immediately followed the last of the 136 trio (Locobase 8184), which had a saturated boiler and immediately preceded the larger 180s (Locobase 8189).
They were moderately-sized, mixed-traffic Ten-wheelers that were apparently all the Redwood Empire Route needed because the railway asked Baldwin for 2 more 8 years later. See Locobase 8191.
139 went out of service first, being scrapped in 1947. 141 was scrapped outright in 1954 while 140 was converted to a stationary boiler.
Eight years after Alco delivered 3 of this Ten-wheeler design (Locobase 8185), the NWP went to Baldwin for 2 more just like them. Delivered one at a time, the pair served the Redwood Empire Route until 1953.
Built for the Bullfrog & Goldfield as their #13, this Ten-wheeler was a bit bigger than the #20 described in Locobase 7276. After a wreck in August 1908, the locomotive was rebuilt as #11 (possibly prompted by a triskadecaphobic impulse). In 1917, 11 came into NWP hands and was renumbered.
In its superheated form the 178 operated until scrapped in January 1954.
Another of Albert J Pitkin's 2-cylinder cross compounds (see Locobase 10803 for a description of the intercepting valve), this engine had a longer stroke than the first trial horses. It was built to compare economies with the identically constructed 1787, except that the latter used simple expansion.
This Ten-wheeler entered service on the LV & T as #12 and seems to have been one of its largest engines. When the Northwestern Pacific absorbed that railroad, it renumbered the locomotive 129. After a later upgrade with superheater, the NWP then gave it 179. The superheater installation in the 179 ranked among the largest of all such configurations on a North American locomotive.
As 179 it carried on until the early 1950s.
1914 saw the NWP acquire the most locomotives of any year when it bought 12. Among them was a string of Ten-wheelers that was completed by this pair of freighters (works #54979-54980). Slightly larger than the three 63" engines that immediately preceded them on the Alco production line (Locobase 8185), the two sported the biggest grates on the NWP and the biggest boilers.
Eight years later, Baldwin would deliver 3 more. See Locobase 8190.
In 1922, Baldwin delivered 5 Ten-wheelers to the NWP. Two reproduced the 63"-drivered locomotives originally produced in 1914 by Alco. This trio supplemented Alco's pair of 57"-driver engines, also from 1914 (Locobase 8189). Locobase finds the sequence of 4-6-0 acquisition by this road a bit confusing, but can say the set of freight engines seemed to served the Redwood Empire's logging interests effectively until dieselization.
Handsome-looking pocket Ten-wheeler with good proportions. Baldwin's works # was 8486. When the SPC was taken into the Northwestern Pacific, the NWP renumbered the engine not once, but 3 times.
Gotta love any railway known as the Bullfrog & Goldfield; was it a Mark Twain creation? That was the railroad that took delivery of the 14 (works number was 29727) in December 1906. Renumbered 12 in 1908, the engine's boiler exploded in on 19 December 1910. It's not clear in what condition the 12 presented itself when the B & G sold it to the San Diego & Arizona.
Renumbered 20, the Ten-wheeler remained in service for decades. In 1920, the SD & AE gave it a new, superheated boiler; the specifications refer to this incarnation. The boiler provided an impressive amount of superheat and doubtless enhanced its value to the SD & A.
In 1942, the Espee took the 20 for war work and renumbered it 3285, leasing it back in 1943. Returned to the SD &AE in 1948, the 20 retired in June 1950 and was scrapped 3 months later.
Obviously a useful engine, 20/3285 served until 1950 when it was scrapped.
(Another B & G Ten-wheeler went to the Northwestern Pacific; see Locobase 8187.)
An octet of small Ten-wheelers came to the SA & AP for mixed-traffic service. Interestingly, the Railroad Gazette's "Locomotive Building" for 18 October 1907 (p. 471) reported that Baldwin was building Pacifics. They did note the "special equipment" suppliers, the list of which helps flesh out the industrial complex that contributed to building Baldwin steam locomotives in that year:
Air brakes Westinghouse
Boiler lagging Keasbey & Mattlson
Brake-beams Carnegie
Couplers Janney
Headlights Lyle National electric
Injector Nathan
Journal bearings Ajax bronze
Piston rod packings Jerome metallic
Valve rod packings Jerome metallic
Safety valve Crosby
Sanding devices Leach
Sight-feed lubricators Nathan
Springs Standard Steel Works
Tires, driving wheels Midvale
The entire class was taken up by the Texas & New Orleans when that railroad bought the SA & AP in 1925 and placed in the T-38 class. 374 was scrapped in March 1930 and 371 followed in February 1934, but the rest of the class lasted longer before going to the ferro-knacker in January 1937.
When the SD & A bought the SD & SE (see Locobase 7273) in 1916, three Ten-wheelers came with the railway. One of them was this product of an earlier age (works #2470) that Locobase suspects came from yet another railroad sometime before. The SD & A numbering included 21 (possibly the number it came with), which soon changed to 10. As #10, the locomotive lasted another two decades before it was scrapped in 1938.
When the San Diego & Arizona bought the SD & SE (see Locobase 7273) in 1916, three Ten-wheelers came with the railway. This particular engine (works #2883) was 35 years old when it went to the SD & A, having entered service on some railroad in 1881. Its advanced age meant that it was one of the first to be scrapped, leaving service in 1925.
Baldwin delivered these Ten-wheelers to the San Francisco & North Pacific which numbered them 22-23. Although 107 left service along with many other NWP engines in the late 1930s (1937), 108 held on until 1948.
This single Ten-wheeler arrived on the SA & AP in 1908. It was taken in by the Texas & New Orleans in 1925, which gave it a new number. Its small grate may have meant less in terms of total evaporative capability given that it was an oil burner; however its firebox still ranked on the small side. Perhaps because it was a one-only also contributed to its relatively early scrapping in March 1930.
4, 5, & 8 were taken over by the NWP and renumbered; the trio apparently was never superheated. The 6 went to the Tonopah & Tidewater; it blew up in 1929. After a rebuild, it was sold to the Six Counties Railroad. A sister engine, #7, went to the San Diego & Arizona (see Locobase 7277), where it did receive a superheater.
171 was scrapped first in 1946, 172 followed in 1948, and 170 was gone in 1950.
See Locobase 7700 for a bried history of the F & CC. Locobase suspects that these Ten-wheelers were based on the same basic firebox and boiler as the Consolidations shown in 7700. Like the 2-8-0s, this class had long afterlives following the dissolution of the F & CC. When the Cripple Creek & Colorado Southern took over the F & CC's trackage, they sold two of these engines to the Nevada-California-Oregon Railway as their numbers 22 & 23. 23 was retired in 1921, but 22 was sold to the Southern Pacific in 1929 and operated under the Espee's aegis for another two decades.
Meanwhile, F & CC's #20 Portland (works# 5007) went to the Rio Grande Southern in 1916 as their 20 (N). After a long career with that railroad, 20 (N) was sold to the Sierra Mountain Railroad Club for museum display.
As far as Locobase can be sure, the LV & T had 4 Ten-wheelers, numbered 4, 5, 7, & 8. Three of them were sold to the Northwestern Pacific. That trio -- which was never superheated -- is described in Locobase 8186.
The information in the specs for this current entry, however, reflects a rebuilding by Southern Pacific shops after the San Diego & Arizona bought four Ten-wheelers from the LV & T in 1921. Three had 63" drivers (see Locobase 7278), one (works #31093 in June 1907) had freight-service, 57" drivers. This single engine served the SD & A and the SD & AE (once the Espee bought it in 1926) until 1940.
The information in the specs reflects a rebuilding by Southern Pacific shops after the San Diego & Arizona bought four Ten-wheelers from the LV & T in 1921. As noted in Locobase 7277, one had freight-service, 57" drivers (Locobase 7276).The other three were mixed-traffic engines that had been delivered as a pair (works #32250-32251 in November 1907) and a single (works #32360 in December 1907).
25 was scrapped in 1940. 26 was taken into the Espee for war work and renumbered 2386. Nominally returned to the SD & AE in 1948, the 26 operated on Espee rails until its scrapping in 1951. 27 went to the scrapper in 1950.
Locobase pieced together the origins of this class through the Rumary list and the 1898 Classes description (which run only through 1896). The revision date of 5/1/30 in Menke may well represent the very last appearance of this class.
2252 was one of 32 Ten-wheelers built for the Southern Pacific over several years. The first 22 were produced by Cooke Locomotive Works in Paterson, NJ and numbered 1808-1829. Cooke finished the class with 9 more (1838-1846). These batches were later renumbered 2235-56, 2257-64, and 2265-73, respectively, in 1901. The identical T-3s, which were built by Schenectady, delivered as compounds, and rode on 69" drivers, are shown in Locobase 8735.
According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, the Cooke works numbers were as follows:
2299-2314 (February-June 1895); road #1808-1823
2340-2344 (July 1896); road #1829-1832.
2360-2364 (March 1897); road #1838-1842
2387-2391 (February 1898); road #1847-1851.
They began their careers as freight helpers on the Donner Pass and later moved into secondary service. In 1929, four of the class were modified as "fire train" or "water train" motive power to battle wildfires started by other steam locomotives. The fire train engines lasted the longest, only being retired in 1955.
The long stroke on this class of freight Ten-wheelers got Locobase's attention. It was unusual for a 4-6-0 to have this ratio of diameter to stroke. Perhaps the explanation lies in these be "home-grown". The Sacramento Shops built 17 for Central Pacific lines and 5 for the SP's Pacific Division in two driver diameters. This entry shows the 57"; the 63" version is found at Locobase 8737.
The SP's T-6 diagram shows only the 57" version. Its low drivers conferred what tractive effort could be mgenerated on 135 psi, bu the small boiler limited steaming capability.
Locobase 8736 shows the version of this home-built class as fitted with 57"drivers. The Sacramento Shops turned out more 63" engines. In 1896, their road numbers included 1765-67, 1770-1772, 1775-1778, 1780-1781, and 1783. All were later renumbered and the Menke diagram shows only the 57" version because that was the only surviving engine in 1930.
As delivered, these locomotives appear to have had the heating surface areas shown in the specifications. The Menke book shows two versions, the T-8a outlined above, and T-8, which had 206 tubes, a total heating surface of 1,343 sq ft including a firebox heating surface of 113 sq ft, and higher weights of 99,000 lb on the drivers and 121,800 overall. There are several explanations for the difference, but Locobase is unable to sort them out.
One of the locomotives was originally credited to the Central Pacific and the other 9 to the Southern Pacific's Pacific Division.
In the Pacific Division book, which has a closing date of August 1896, the class is shown with 56" drivers (49" centers) while the Menke diagrams show 57" drivers. In any case, the weights are identical. Two of the class -- later designated T-9b and bearing the numbers 2170 & 2172, had 170-psi boilers with 222 2" tubes measuring 11 ft 10 7/8" that, together with a firebox area of 124 sq ft, amounted to 1,491 sq ft of total heating surface. They put 92,000 lb on their drivers and had a total engine weight of 116,650 lb.
Whenever these Rhodies came on the Central Pacific and Southern Pacific rails, they were different from most of the Ten-wheelers then being purchased by the SP Lines. Unlike the others, these engines had their firebox dropped deep between the last two axles, spreading them out more than 3 feet. The firebox itself encompassed more area.
These had the wider fireboxes of the post-Turn-of-the-Century Ten-wheeler. They were later superheated by the shops.
Half the class was scrapped in the early '50s while the others were sold to FC del Pacifico in December 1951 and operated for that railway for another 4 years.
Baldwin supplied these as 4-cylinder Vauclain compounds with 15 1/2" HP and 26" LP cylinders and a 28" stroke.
The class was simpled and superheated. About half were scrapped in the 1930s with several others going to the Northwestern Pacific on lease in the postwar 1940s. All had been scrapped by 1950.
This was first SF & NP's #15, bearing the name Eureka. As the Northwestern Pacific's 102, it operated until 1929.
The SF & NP took possession of this Ten-wheeler (works #4212) as the Skaggs, road number #18. Renumbered by the Northwestern Pacific after its acquisition of the SF & NP in 1907, the 101 operated only until 1928.
Piecing together the information from a variety of sources, we find that this locomotive came on the Central Pacific in 1868. At the time, it was CPRR #68 and named PEOQUOP. Later it was designated DV and numbered 1536 and still later redesignated T-22 and numbered 2001. Locobase suspects that somewhere along the line, the original boiler was replaced. It later operated on the SP's Tillamook branch in Oregon.
According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2632-2639 (March 1901).
This set of Ten-wheelers was delivered from both Cooke (Paterson, NJ) and Schenectady in March, July, and August 1897. They apparently were never superheated.
Built by Baldwin (30 for the Espee) and Brooks (12 for the Espee) in 1908 & 1911. These ten-wheelers ruled the mountains, according to the RAG article that profiled them. Running between Sacramento and Sparks, Nevada, the railroad offered adverse grades of 2-2.2% eastbound and 2% westbound. A typical train for this class consisted of a maximum of 7 cars weighing a total of 350-375 tons. The view from such a train must have been spectacular and the customer had plenty of time to take it in -- the booked trip average was 15.5 mph eastbound, 19.5 mph westbound with the Overland Limited.
"The new engines are performing very satisfactory service, " said RAG. "They ride easily, take the curves very steadily, and are good steamers." Indeed they were and the Espee took delivery of more of the same for the next 4 years, including 12 for the Texas & Louisiana affiliate.
The class only entered retirement beginning in 1949 and even then, the Espee sold some to its Mexican affiliate FC del Pacifico.
Locobase 4212 describes these mountain-climbing Ten-wheelers as they came into service in 1907. A few engines were superheated with higher-pressure boilers and given 69" drivers and redesignated T-29 to reflect the increased tractive effort. Several years later, the 63" drivers were restored, which increased tractive effort still more, but triggered a reversion of designation to T-28 (probably to avoid confusion with other T-38s). See Locobase 8673 for the Texas & New Orleans variant with 69" drivers.
Locobase 4212 describes these mountain-climbing Ten-wheelers as they came into service in 1907. A few engines were superheated with higher-pressure boilers and given 69" drivers and redesignated T-29 to reflect the increased tractive effort. Several years later, the 63" drivers were restored, which increased tractive effort still more, but triggered a reversion of designation to T-28 (probably to avoid confusion with other T-38s). See Locobase 8673 for the Texas & New Orleans variant with 69" drivers.
This class of passenger Ten-wheelers used the same boiler and firebox as the Cooke freighters described in Locobase 3155, but the 1898 book indicates that they were delivered as compounds (20" HP, 29" LP with a common stroke of 26"). They were later rebuilt to the simple-expansion version shown in the specs.
This class of Ten-Wheelers served mostly local and secondary passenger runs in the Pacific Lines area of the Southern Pacific. Unlike earlier classes, these were delivered with superheaters. They were delivered with a working pressure of 200 psi, which was later increased to 210 psi.
Handy in size and possessing a healthy tractive effort, the T-31s continued in passenger service into the 1940s. The class leader later transferred to San Francisco for freight and switching service. After its retirement, it stood for 29 years in the Mid-Winter Fairgrounds in Imperial. Restoration to service began in 1987 and the engine's first run came in 1996.
Sharing the boiler design with Baldwin's T-31s (Locobase 3164), this set consisted of 8 Brooks engines from 1913 and 14 from the SP shops in 1917-1920. They rolled on taller drivers and weighed a bit more, but were otherwise very similar. All of them served into the 1950s with the last engine retiring in 1957.
Manchester was a small builder that was absorbed by the American Locomotive Company at about the same time as it produced this trio of mixed-traffic Ten-wheelers for the EP & SW. When that railway came under the Southern Pacific, they were given the numbers shown in the specs. The first retired in 1934, but the last lingered until 1947.
Although delivered to the EP & SW only a year after the Manchester trio, these were bigger engines with a different mission. The taller drivers bespoke a strictly passenger role and stretched the steam provided by a smallish boiler to the larger cylinders. A wide grate now lay over the drivers, not between them. Once in service for a few years, the design was revised by the installation of a superheater; it's this manifestation that's shown in the specs.
Given that the two carried on into the early 1950s, they were well-suited to fill a niche.
This was a single rebuilding project in which Sacramento shops took a T-32 and modified with superheater and other goodies. According to the Espee railfan site -- http://espee.railfan.net/sp_steam_t-40.html, accessed 16 Sept 2007 -- the T-40 remained unique as plans to upgrade other members of the class were not carried out. On the other hand, the T-32s shown in the plan books had all the same dimensions and areas, so perhaps only one was dubbed T-40?
This railway didn't shrink from a challenge as its nickname - the Sierra Nevada Route -- and its other nickname -- the Narrow, Crooked & Ornery -- will suggest. It connected Reno, Nev with Oregon. Aimed to reach The Dalles in Oregon, the last spike went down in Lakeview, Ore, 241 miles from Reno.
This little Ten-wheeler from Baldwin had a small grate and firebox for the boiler it was expected to heat. But it must have satisfied requirements because it survived the transformation of the N-C-O into a standard-gauge branch of the SP in 1926-29 and only went out of service in 1955. At that point, it went on display in Carson City, NV and later in Sparks, NV.
Maintaining the same power dimensions as found in the earlier N-C-O 4-6-0s, this trio had fewer, but longer tubes and a slightly larger firebox. Both 10 & 11 were sold off to the narrow-gauge Pacific Coast Railway in 1929 after the N-C-O's slim alignment had been widened to standard gauge. 111 was scrapped in 1948, but Oahu Railway & Land Company bought 112 and operated it until 1950.
12 was renumbered 18 and put to work on the SP's Carson & Colorado. After its retirement in 1955, it was put on display in Bishop, Calif.
Baldwin's second Ten-wheeler for the N-C-O repeated the power dimensions, but put more weight on the wheels. Number 9 ran for the narrow-gauge SP until it was sold to the Pacific Coast Railroad. The PCR was abandoned in 194, at which point the 9 was sold to the Oahu Railway as their #110.
It was displayed in Laws, CA at the Laws Railroad Museum.
Locobase is a little surprised that so small a locomotive would have been built as late as it was by a major builder. The SD & S was merged with the San Diego & Arizona in 1917 and this engine, then numbered 23, became 12 in 1920. It later served under that number for both the Mexicali & Golfo and the Southern Pacific before being scrapped in October 1947.
| Specifications | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Class | 103 / T-43 | 105 / T-57 | 109 / T-57 | 111 / T-46 | 12 / T-44 | 130 / T-47 & T-48 | 136 / T-49 | 139 / T-51 | 142 / T-51 | 178 | 1785 | 179 | 18 | 180 / T-57 | 182 / T-57 | 20 | 20 / T-57 | 201 / T-38 | 21 / 10 | 22 / 11 | 22 / T-44 | 320 / T-39 | 4 / T-52 | 52 | 7 / T-58 | 9 / T-58 | DB / T-2 | DC / T-1 / T-25 | DF - 57"" / T-6 | DF - 63"" / T-6 | DH / T-8a | DI / T-9 | DJ / T-10 | DW / T-23 | DZ-1 / T-26 | Eureka / T-55 | Skaggs / T-57 | T-16 | T-22 | T-25 | T-27 | T-28 | T-28 - superheated | T-28 T & NO - superheated | T-3 | T-31 | T-32 | T-36 | T-37 | T-40 | T-44 | T-44 / 10 | T-44 / 9 | T-45 - rebuilt from M-44 | T-45 / 22 | T-51 / 14 | T-56 |
| Locobase ID | 8177 | 8178 | 8180 | 8181 | 8762 | 8182 | 8184 | 8185 | 8191 | 8187 | 11122 | 8188 | 8174 | 8189 | 8190 | 8170 | 7276 | 7248 | 7274 | 7275 | 8179 | 7249 | 8186 | 7701 | 7277 | 7278 | 3196 | 3155 | 8736 | 8737 | 8738 | 8739 | 8740 | 8745 | 8746 | 8176 | 8175 | 11131 | 8744 | 4134 | 8674 | 4212 | 8672 | 8673 | 8735 | 3164 | 8747 | 8749 | 8750 | 8751 | 8698 | 8701 | 8699 | 8761 | 8702 | 8700 | 8752 |
| Railroad | Northwestern Pacific (SP) | Northwestern Pacific (SP) | California Northwestern (SP) | Northwestern Pacific (SP) | Nevada-California-Oregon (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Central Pacific (SP) | Las Vegas & Tonopah (SP) | North Pacific Coast (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | South Pacific Coast (SP) | San Diego & Arizona (SP) | San Antonio & Aransas Pass (SP) | San Diego & Southeastern (SP) | San Diego & Southeastern (SP) | San Francisco & North Pacific (SP) | San Antonio & Aransas Pass (SP) | Las Vegas & Tonopah (SP) | Florence & Cripple Creek (SP) | Las Vegas & Tonopah (SP) | Las Vegas & Tonopah (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | San Francisco & North Pacific (SP) | San Francisco & North Pacific (SP) | Texas & New Orleans (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Texas & New Orleans (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Texas & New Orleans (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | El Paso & Southwestern (SP) | El Paso & Southwestern (SP) | Southern Pacific (SP) | Nevada-California-Oregon (SP) | Nevada-California-Oregon (SP) | Nevada-California-Oregon (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | San Diego & Southeastern (SP) |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Road Numbers | 103-104 | 105-106 | 109 | 111-114 | 12 / 18 | 130-135 | 136-138 | 139-141 | 142-143 | 178 | 1785 | 179 | 18 / 145 / 95 | 180-181 | 182-184 | 20 / 21 / 144 / 94 | 20 | 201-208 / 369-376 | 10 | 22 / 11 | 22-23 / 107-108 | 320 / 300 | 4-10 / 170-172 | 22-23 | 7 / 24 | 9-11 | 1794-1807 / 2221-2234 | 1808-51 / 2235-2273 | 1762-64, 68-69, 73-74 + 2 | 1746-1755 / 2174-2183 | 1694-1713 / 2154-2173 | 1726-1745 / 2134-2153 | 2301-2310 | 2283-2300 | 15 / 102 | 101 | 642-656 | 2001 | 2274-2281 | 377-386 | 2311-2352, 388-399 | 2311-2352 | 388-399 | 2214-2220 | 2353-2362 | 2363-2384 | 2102-2104 | 2105-2106 | 2371 | 4 / 8 | 10-12 | 9 | 12 | 14-16, 17 | 23 / 12 | ||
| Gauge | Std | Std | Std | Std | 3' | Std | Std | Std | Std | Std | Std | Std | 3' | Std | Std | 3' | Std | Std | Std | Std | Std | Std | Std | 3' | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | 3' | 3' | 3' | 3' | 3' | 3' | Std |
| Builder | Richmond | Alco | Burnham, Williams & Co | Alco | Baldwin | Alco | Alco | Alco | Baldwin | Burnham, Williams & Co | Schenectady | Alco | Brooks | Alco | Baldwin | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Schenectady | Rogers | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Schenectady | Burnham, Williams & Co | Burnham, Williams & Co | Cooke | Cooke | SP | SP | Schenectady | Schenectady | Rhode Island | Burnham, Williams & Co | SP | Grant | Rogers | Schenectady | McKay & Aldus | Cooke | several | Burnham, Williams & Co | SP | T & NO | Schenectady | Baldwin | several | Alco-Manchester | Alco-Rhode Island | SP | Burnham, Williams & Co | Baldwin | Baldwin | Alco-Pittsburgh | |||
| Year | 1901 | 1901 | 1900 | 1908 | 1912 | 1910 | 1914 | 1914 | 1922 | 1906 | 1890 | 1906 | 1899 | 1914 | 1922 | 1887 | 1919 | 1907 | 1887 | 1881 | 1904 | 1907 | 1907 | 1899 | 1921 | 1921 | 1893 | 1895 | 1895 | 1895 | 1895 | 1895 | 1895 | 1903 | 1901 | 1888 | 1889 | 1890 | 1868 | 1901 | 1897 | 1907 | 1913 | 1913 | 1895 | 1912 | 1913 | 1902 | 1903 | 1928 | 1907 | 1910 | 1909 | 1921 | 1913 | ||
| Valve Gear | Walschaert | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Walschaert | Stephenson | Walschaert | Stephenson | Walschaert | Walschaert | Stephenson | Walschaert | Stephenson | Stephenson | Stephenson | Walschaert | Walschaert | Stephenson | Stephenson | Walschaert | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Walschaert | Stephenson | Walschaert | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Driver Wheelbase | 12.33' | 11.75' | 12' | 12' | 9' | 14.83' | 14.83' | 14.83' | 14.83' | 12.67' | 12.17' | 14.83' | 10.67' | 14.83' | 14.83' | 12.54' | 12.67' | 15' | 15.83' | 14' | 12' | 15' | 14.33' | 9.75' | 14.33' | 14.33' | 12.17' | 12.17' | 12' | 12' | 11' | 11' | 14.42' | 13.67' | 13.67' | 13.50' | 13.33' | 13.83' | 11' | 13.67' | 12.17' | 13.83' | 13.83' | 13.83' | 12.18' | 13.83' | 13.83' | 14.83' | 13' | 13.83' | 9.02' | 9' | 9.02' | 12.12' | 12.50' | 12.50' | 14' |
| Engine Wheelbase | 22.67' | 21.92' | 23.12' | 22.58' | 18.24' | 25.92' | 25.92' | 25.92' | 25.92' | 24.71' | 22.67' | 25.75' | 20.33' | 26' | 26' | 21.92' | 24' | 23.17' | 24' | 23.83' | 23.12' | 26.92' | 25.92' | 18.17' | 25.92' | 25.92' | 22.83' | 22.67' | 25.42' | 25.42' | 20.83' | 20.83' | 24.67' | 25' | 25' | 24.50' | 23.92' | 24' | 21.17' | 24.50' | 22.67' | 25.83' | 25.83' | 25.83' | 22.67' | 25.83' | 25.83' | 25.83' | 24.60' | 25.83' | 18.28' | 18.24' | 18.37' | 21.29' | 21.83' | 21.83' | 24.25' |
| Ratio of driving wheelbase to overall engine wheebase | 0.54 | 0.54 | 0.52 | 0.53 | 0.49 | 0.57 | 0.57 | 0.57 | 0.57 | 0.51 | 0.54 | 0.58 | 0.52 | 0.57 | 0.57 | 0.57 | 0.53 | 0.65 | 0.66 | 0.59 | 0.52 | 0.56 | 0.55 | 0.54 | 0.55 | 0.55 | 0.53 | 0.54 | 0.47 | 0.47 | 0.53 | 0.53 | 0.58 | 0.55 | 0.55 | 0.55 | 0.56 | 0.58 | 0.52 | 0.56 | 0.54 | 0.54 | 0.54 | 0.54 | 0.54 | 0.54 | 0.54 | 0.57 | 0.53 | 0.54 | 0.49 | 0.49 | 0.49 | 0.57 | 0.57 | 0.57 | 0.58 |
| Overall Wheelbase (engine & tender) | 47.54' | 41.75' | 47.80' | 45.75' | 52.17' | 58.02' | 58.02' | 47.80' | |||||||||||||||||||||||||||||||||||||||||||||||||
| Axle Loading (Maximum Weight per Axle) | 52800 lbs | 37330 lbs | 55500 lbs | 55997 lbs | 55500 lbs | 62800 lbs | 68800 lbs | 19300 lbs | 24300 lbs | ||||||||||||||||||||||||||||||||||||||||||||||||
| Weight on Drivers | 92260 lbs | 108000 lbs | 105150 lbs | 109600 lbs | 68000 lbs | 130400 lbs | 135500 lbs | 137720 lbs | 137720 lbs | 141400 lbs | 99500 lbs | 142480 lbs | 61300 lbs | 148500 lbs | 148500 lbs | 59200 lbs | 135000 lbs | 93500 lbs | 73400 lbs | 73400 lbs | 110000 lbs | 110900 lbs | 142000 lbs | 69000 lbs | 143300 lbs | 143300 lbs | 104900 lbs | 112050 lbs | 78700 lbs | 77650 lbs | 87500 lbs | 83100 lbs | 85700 lbs | 156000 lbs | 155400 lbs | 78000 lbs | 73100 lbs | 73000 lbs | 93700 lbs | 134000 lbs | 112000 lbs | 162800 lbs | 162000 lbs | 162680 lbs | 113000 lbs | 162000 lbs | 173900 lbs | 118000 lbs | 146000 lbs | 197300 lbs | 62000 lbs | 68000 lbs | 70750 lbs | 56700 lbs | 71000 lbs | 68200 lbs | 95400 lbs |
| Engine Weight | 120260 lbs | 134000 lbs | 130300 lbs | 137800 lbs | 87150 lbs | 173000 lbs | 180000 lbs | 181670 lbs | 181670 lbs | 169800 lbs | 130300 lbs | 189280 lbs | 79400 lbs | 196500 lbs | 196500 lbs | 74900 lbs | 162000 lbs | 126000 lbs | 97600 lbs | 97600 lbs | 136300 lbs | 150000 lbs | 186750 lbs | 85000 lbs | 189800 lbs | 189800 lbs | 130750 lbs | 142350 lbs | 105100 lbs | 108400 lbs | 106200 lbs | 101500 lbs | 112300 lbs | 196200 lbs | 198000 lbs | 102000 lbs | 94400 lbs | 95000 lbs | 117500 lbs | 173000 lbs | 142350 lbs | 207000 lbs | 208000 lbs | 206720 lbs | 142600 lbs | 208000 lbs | 218500 lbs | 153000 lbs | 187100 lbs | 242500 lbs | 81000 lbs | 87150 lbs | 87150 lbs | 73700 lbs | 89400 lbs | 83900 lbs | 123400 lbs |
| Tender Light Weight | 102360 lbs | 70000 lbs | 105200 lbs | 57600 lbs | 142000 lbs | 142000 lbs | 89900 lbs | ||||||||||||||||||||||||||||||||||||||||||||||||||
| Total Engine and Tender Weight | 176800 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 87150 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 240300 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 0 | 228360 lbs | 0 | 0 | 206300 lbs | 255200 lbs | 176800 lbs | 142600 lbs | 0 | 0 | 0 | 0 | 248800 lbs | 248800 lbs | 248800 lbs | 248800 lbs | 248800 lbs | 0 | 340000 lbs | 176800 lbs | 176800 lbs | 240300 lbs | 0 | 0 | 348720 lbs | 349000 lbs | 350000 lbs | 348720 lbs | 0 | 297900 lbs | 308400 lbs | 299133 lbs | 299133 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 176800 lbs | 73700 lbs | 89400 lbs | 83900 lbs | 89400 lbs |
| Tender Water Capacity | 4000 gals | 3500 gals | 5000 gals | 6000 gals | 2500 gals | 3400 gals | 7000 gals | 7000 gals | 12000 gals | ||||||||||||||||||||||||||||||||||||||||||||||||
| Tender Fuel Capacity (oil/coal) | 1950 gals | gals | gals | gals | 2000 gals | gals | 7 tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | tons | 2940 gals | 2940 gals | gals | gals | 4000 gals | gals | gals | gals | gals | gals | gals | gals | gals | gals | gals | gals | |||||||||||||||||
| Minimum weight per yard of rail on which locomotive could run | 51.26 lb rail | 60 lb rail | 58 lb rail | 60.89 lb rail | 37.78 lb rail | 72.44 lb rail | 75.28 lb rail | 76.51 lb rail | 77 lb rail | 79 lb rail | 55 lb rail | 79.16 lb rail | 34.06 lb rail | 82.50 lb rail | 83 lb rail | 32.89 lb rail | 75 lb rail | 52 lb rail | 40.78 lb rail | 40.78 lb rail | 61 lb rail | 62 lb rail | 79 lb rail | 38.33 lb rail | 80 lb rail | 80 lb rail | 58.28 lb rail | 62.25 lb rail | 43.72 lb rail | 43.14 lb rail | 48.61 lb rail | 46.17 lb rail | 47.61 lb rail | 87 lb rail | 86 lb rail | 43.33 lb rail | 40.61 lb rail | 41 lb rail | 52.06 lb rail | 74.44 lb rail | 62.22 lb rail | 90 lb rail | 90 lb rail | 90.38 lb rail | 62.78 lb rail | 90 lb rail | 96.61 lb rail | 65.56 lb rail | 81.11 lb rail | 109.61 lb rail | 34 lb rail | 38 lb rail | 39 lb rail | 31.50 lb rail | 39.44 lb rail | 37.89 lb rail | 53 lb rail |
| Geometry Relating to Tractive Effort | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Driver Diameter | 57" | 57" | 57" | 57" | 44" | 63" | 63" | 63" | 63" | 63" | 69" | 63" | 55" | 57" | 57" | 50" | 63" | 62" | 57" | 57" | 57" | 56" | 57" | 42" | 57" | 63" | 63" | 63" | 57" | 63" | 57" | 56" | 57" | 63" | 69" | 55" | 57" | 55" | 57" | 69" | 63.50" | 63" | 63" | 69" | 69" | 63" | 69" | 63" | 70" | 69" | 44" | 44" | 44" | 45" | 42" | 51" | 57" |
| Boiler Pressure | 180 psi | 180 psi | 180 psi | 180 psi | 180 psi | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi | 180 psi | 200 psi | 170 psi | 200 psi | 200 psi | 140 psi | 190 psi | 180 psi | 150 psi | 150 psi | 180 psi | 200 psi | 190 psi | 180 psi | 200 psi | 200 psi | 160 psi | 180 psi | 135 psi | 135 psi | 160 psi | 160 psi | 160 psi | 210 psi | 200 psi | 140 psi | 140 psi | 140 psi | 160 psi | 200 psi | 180 psi | 190 psi | 210 psi | 210 psi | 180 psi | 210 psi | 210 psi | 190 psi | 175 psi | 210 psi | 180 psi | 180 psi | 180 psi | 140 psi | 180 psi | 145 psi | 170 psi |
| Cylinders (dia x stroke) | 18" x 24" | 19" x 26" | 19" x 26" | 19" x 26" | 16" x 20" | 20" x 28" | 20" x 28" | 20" x 28" | 20" x 28" | 21" x 28" | 20" x 26" (1) | 20" x 28" | 16" x 22" | 21" x 28" | 21" x 28" | 16" x 22" | 21" x 28" | 19" x 24" | 18" x 24" | 18" x 24" | 19" x 26" | 18" x 26" | 21" x 26" | 16" x 20" | 21" x 26" | 21" x 26" | 19" x 24" | 20" x 26" | 18" x 30" | 18" x 30" | 18" x 24" | 18" x 24" | 18" x 24" | 21" x 28" | 21" x 28" | 18" x 24" | 16" x 24" | 18" x 24" | 18" x 24" | 20" x 28" | 20" x 26" | 22" x 28" | 22" x 28" | 22" x 28" | 20" x 26" | 22" x 28" | 23" x 28" | 20" x 26" | 24" x 28" | 23" x 28" | 16" x 20" | 16" x 20" | 16" x 20" | 14.5" x 18" | 16" x 20" | 16" x 20" | 18" x 24" |
| Tractive Effort | 20872 lbs | 25194 lbs | 25194 lbs | 25194 lbs | 17804 lbs | 30222 lbs | 30222 lbs | 30222 lbs | 30222 lbs | 33320 lbs | 15628 lbs | 30222 lbs | 14797 lbs | 36827 lbs | 36827 lbs | 13404 lbs | 31654 lbs | 21381 lbs | 17394 lbs | 17394 lbs | 25194 lbs | 25573 lbs | 32487 lbs | 18651 lbs | 34197 lbs | 30940 lbs | 18703 lbs | 25257 lbs | 19568 lbs | 17704 lbs | 18553 lbs | 18885 lbs | 18553 lbs | 34986 lbs | 30423 lbs | 16824 lbs | 12827 lbs | 16824 lbs | 18553 lbs | 27594 lbs | 25058 lbs | 34740 lbs | 38397 lbs | 35058 lbs | 23061 lbs | 38397 lbs | 38318 lbs | 26660 lbs | 34272 lbs | 38318 lbs | 17804 lbs | 17804 lbs | 17804 lbs | 10008 lbs | 18651 lbs | 12373 lbs | 19713 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.42 | 4.29 | 4.17 | 4.35 | 3.82 | 4.31 | 4.48 | 4.56 | 4.56 | 4.24 | 6.37 | 4.71 | 4.14 | 4.03 | 4.03 | 4.42 | 4.26 | 4.37 | 4.22 | 4.22 | 4.37 | 4.34 | 4.37 | 3.70 | 4.19 | 4.63 | 5.61 | 4.44 | 4.02 | 4.39 | 4.72 | 4.40 | 4.62 | 4.46 | 5.11 | 4.64 | 5.70 | 4.34 | 5.05 | 4.86 | 4.47 | 4.69 | 4.22 | 4.64 | 4.90 | 4.22 | 4.54 | 4.43 | 4.26 | 5.15 | 3.48 | 3.82 | 3.97 | 5.67 | 3.81 | 5.51 | 4.84 |
| Heating Ability | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Firebox Area | 137 sq. ft | 144 sq. ft | 150 sq. ft | 158 sq. ft | 70 sq. ft | 173.50 sq. ft | 175 sq. ft | 174 sq. ft | 174 sq. ft | 192 sq. ft | 137.10 sq. ft | 174 sq. ft | 110.60 sq. ft | 178 sq. ft | 178 sq. ft | 87 sq. ft | 192 sq. ft | 133 sq. ft | 150 sq. ft | 144 sq. ft | 150 sq. ft | 156 sq. ft | 140.60 sq. ft | 86.88 sq. ft | 145 sq. ft | 145 sq. ft | 141 sq. ft | 147 sq. ft | 136 sq. ft | 136 sq. ft | 119 sq. ft | 119 sq. ft | 142 sq. ft | 158 sq. ft | 191 sq. ft | 108 sq. ft | 110 sq. ft | 125.90 sq. ft | 128 sq. ft | 202 sq. ft | 162 sq. ft | 206 sq. ft | 230 sq. ft | 206 sq. ft | 147 sq. ft | 230 sq. ft | 230 sq. ft | 194 sq. ft | 153 sq. ft | 230 sq. ft | 70 sq. ft | 70 sq. ft | 66 sq. ft | 65 sq. ft | 80 sq. ft | 85 sq. ft | 165 sq. ft |
| Grate Area | 23 sq. ft | 24.25 sq. ft | 24.75 sq. ft | 25 sq. ft | 11.80 sq. ft | 30.20 sq. ft | 28.70 sq. ft | 28.70 sq. ft | 28.70 sq. ft | 35 sq. ft | 28.50 sq. ft | 50 sq. ft | 16 sq. ft | 50.50 sq. ft | 50.50 sq. ft | 13.12 sq. ft | 34.90 sq. ft | 17 sq. ft | 16.50 sq. ft | 16.40 sq. ft | 24.75 sq. ft | 20.70 sq. ft | 42.50 sq. ft | 14.08 sq. ft | 42.50 sq. ft | 42.50 sq. ft | 28 sq. ft | 28 sq. ft | 24 sq. ft | 24 sq. ft | 24.50 sq. ft | 27.40 sq. ft | 19 sq. ft | 28 sq. ft | 32.60 sq. ft | 16.90 sq. ft | 16 sq. ft | 17.30 sq. ft | 25 sq. ft | 30.22 sq. ft | 28 sq. ft | 32.10 sq. ft | 32.10 sq. ft | 32.10 sq. ft | 28 sq. ft | 32 sq. ft | 32 sq. ft | 30.90 sq. ft | 48.90 sq. ft | 32 sq. ft | 11.80 sq. ft | 11.80 sq. ft | 11.80 sq. ft | 8.70 sq. ft | 14.40 sq. ft | 14.06 sq. ft | 17 sq. ft |
| Evaporative Heating Surface | 1591 sq. ft | 1874 sq. ft | 1887 sq. ft | 1923 sq. ft | 1216 sq. ft | 2762 sq. ft | 2627 sq. ft | 2032 sq. ft | 2032 sq. ft | 1873 sq. ft | 1742 sq. ft | 2344 sq. ft | 1081 sq. ft | 2282 sq. ft | 2282 sq. ft | 825 sq. ft | 1399 sq. ft | 1713 sq. ft | 1425 sq. ft | 1470 sq. ft | 1812 sq. ft | 2401 sq. ft | 2599 sq. ft | 1124 sq. ft | 1606 sq. ft | 1606 sq. ft | 1622 sq. ft | 1884 sq. ft | 1303 sq. ft | 1303 sq. ft | 1467 sq. ft | 1402 sq. ft | 1343 sq. ft | 1981 sq. ft | 1911 sq. ft | 1523 sq. ft | 1342 sq. ft | 1469 sq. ft | 1494 sq. ft | 2562 sq. ft | 1898 sq. ft | 2994 sq. ft | 2427 sq. ft | 2324 sq. ft | 1884 sq. ft | 2427 sq. ft | 2427 sq. ft | 2132 sq. ft | 2107 sq. ft | 2427 sq. ft | 1210 sq. ft | 1286 sq. ft | 1206 sq. ft | 862 sq. ft | 1069 sq. ft | 823 sq. ft | 1528 sq. ft |
| Superheating Surface | 0 | 408 sq. ft | 408 sq. ft | 461 sq. ft | 549 sq. ft | 494 sq. ft | 494 sq. ft | 402 sq. ft | 478 sq. ft | 478 sq. ft | 384 sq. ft | 369 sq. ft | 467 sq. ft | 464 sq. ft | 467 sq. ft | 467 sq. ft | 390 sq. ft | 467 sq. ft | 0 | 0 | 0 | ||||||||||||||||||||||||||||||||||||
| Combined Heating Surface | 1591 sq. ft | 1874 sq. ft | 1887 sq. ft | 1923 sq. ft | 1216 sq. ft | 2762 sq. ft | 2627 sq. ft | 2440 sq. ft | 2440 sq. ft | 2334 sq. ft | 1742 sq. ft | 2893 sq. ft | 1081 sq. ft | 2776 sq. ft | 2776 sq. ft | 825 sq. ft | 1801 sq. ft | 1713 sq. ft | 1425 sq. ft | 1470 sq. ft | 1812 sq. ft | 2401 sq. ft | 2599 sq. ft | 1124 sq. ft | 2084 sq. ft | 2084 sq. ft | 1622 sq. ft | 1884 sq. ft | 1303 sq. ft | 1303 sq. ft | 1467 sq. ft | 1402 sq. ft | 1343 sq. ft | 2365 sq. ft | 2280 sq. ft | 1523 sq. ft | 1342 sq. ft | 1469 sq. ft | 1494 sq. ft | 2562 sq. ft | 1898 sq. ft | 2994 sq. ft | 2894 sq. ft | 2788 sq. ft | 1884 sq. ft | 2894 sq. ft | 2894 sq. ft | 2132 sq. ft | 2497 sq. ft | 2894 sq. ft | 1210 sq. ft | 1286 sq. ft | 1206 sq. ft | 862 sq. ft | 1069 sq. ft | 823 sq. ft | 1528 sq. ft |
| Evaporative Heating Surface/Cylinder Volume | 225.08 | 219.64 | 221.16 | 225.38 | 261.27 | 271.29 | 258.03 | 199.59 | 199.59 | 166.86 | 368.53 | 230.23 | 211.15 | 203.30 | 203.30 | 161.14 | 124.64 | 217.50 | 201.60 | 207.96 | 212.37 | 313.54 | 249.36 | 241.50 | 154.08 | 154.08 | 205.95 | 199.28 | 147.47 | 147.47 | 207.54 | 198.34 | 190.00 | 176.49 | 170.25 | 215.46 | 240.28 | 207.82 | 211.36 | 251.64 | 200.76 | 243.04 | 197.01 | 188.65 | 199.28 | 197.01 | 180.25 | 225.52 | 143.72 | 180.25 | 259.98 | 276.31 | 259.12 | 250.57 | 229.68 | 176.83 | 216.17 |
| Computations Relating to Power Output (More Information) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Robert LeMassena's Power Computation | 4140 | 4365 | 4455 | 4500 | 2124 | 6040 | 5740 | 5740 | 5740 | 7000 | 5130 | 10000 | 2720 | 10100 | 10100 | 1836.80 | 6631 | 3060 | 2475 | 2460 | 4455 | 4140 | 8075 | 2534.40 | 8500 | 8500 | 4480 | 5040 | 3240 | 3240 | 3920 | 4384 | 3040 | 5880 | 6520 | 2366 | 2240 | 2422 | 4000 | 6044 | 5040 | 6099 | 6741 | 6741 | 5040 | 6720 | 6720 | 5871 | 8557.50 | 6720 | 2124 | 2124 | 2124 | 1218 | 2592 | 2038.70 | 2890 |
| Same as above plus superheater percentage | 4140 | 4365 | 4455 | 4500 | 2124 | 6040 | 5740 | 6699.80 | 6716 | 8400 | 5130 | 11897.68 | 2720 | 11897.33 | 11918 | 1836.80 | 8090 | 3060 | 2475 | 2460 | 4455 | 4140 | 8075 | 2534.40 | 10455 | 10455 | 4480 | 5040 | 3240 | 3240 | 3920 | 4384 | 3040 | 6821 | 7563 | 2366 | 2240 | 2422 | 4000 | 6044 | 5040 | 6099 | 7828.78 | 7862.89 | 5040 | 7795 | 7804.40 | 5871 | 9894.07 | 7804.40 | 2124 | 2124 | 2124 | 1218 | 2592 | 2038.70 | 2890 |
| Same as above but substitute firebox area for grate area | 24660 | 25920 | 27000 | 28440 | 12600 | 34700 | 35000 | 40619.02 | 40716 | 46080 | 24678 | 41403.94 | 18802 | 41935.16 | 42008 | 12180 | 44506 | 23940 | 22500 | 21600 | 27000 | 31200 | 26714 | 15638.40 | 35670 | 35670 | 22560 | 26460 | 18360 | 18360 | 19040 | 19040 | 22720 | 38489 | 44312 | 15120 | 15400 | 17626 | 20480 | 40400 | 29160 | 39140 | 56094.09 | 50459.66 | 26460 | 56028 | 56094.09 | 36860 | 30956.92 | 56094.09 | 12600 | 12600 | 11880 | 9100 | 14400 | 12325 | 28050 |
| Power L1 | 5506.00 | 5198.88 | 5285 | 5437.37 | 4441.40 | 7486.38 | 7223.39 | 13559.85 | 13560 | 13063 | 5056 | 16820.89 | 4973.63 | 12895.01 | 12895 | 2871.30 | 10623 | 5616 | 4384.72 | 4414.96 | 5135 | 7754 | 5718 | 4218.94 | 12091 | 13364 | 4963.76 | 5235.86 | 2878.31 | 3181.29 | 4434.04 | 4218.93 | 4414.69 | 12232 | 12678 | 3745.47 | 4505.53 | 3810 | 4588.87 | 8069.47 | 5456.75 | 6517 | 13925.43 | 14761.57 | 5734.51 | 13925 | 13954.26 | 6545.99 | 8887.61 | 13954.26 | 4424 | 4640 | 4356 | 3622.89 | 3976.91 | 3304.88 | 5376 |
| Power MT | 394.71 | 318.38 | 332.42 | 328.12 | 431.98 | 379.71 | 352.58 | 651.20 | 651.20 | 611.01 | 336.08 | 780.82 | 536.62 | 574.32 | 574.31 | 320.78 | 520.44 | 397.26 | 395.09 | 397.82 | 308.75 | 462.43 | 266.32 | 404.40 | 558.05 | 616.80 | 312.96 | 309.05 | 241.89 | 270.97 | 335.16 | 335.78 | 340.70 | 518.59 | 539.58 | 317.59 | 407.65 | 345.19 | 323.91 | 398.29 | 322.23 | 264.76 | 568.52 | 600.14 | 335.64 | 568.51 | 530.72 | 366.90 | 402.61 | 467.77 | 471.93 | 451.30 | 407.21 | 422.60 | 370.46 | 320.50 | 372.71 |
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