Data from Titre Exposition universelle internationale de 1889 a Paris. Rapports du jury internationale. Auteur - Volume France. Ministere du Commerce, de l'industrie. Picard, Alfred, ed. Volume Groupe VI - -Outillage et precedes des industries mecaniques. Electricite (5e partie) Classes 60 a 63. Rapport sur le materiel des chemins de fer. p. 302 ([] (accessed 1 September 2005).
The FACS-UNECTO website -- [], accessed 10 Feb 2006 -- covers the work of the FTdTration des Amis des Chemins de fer Secondaires, which was founded in January 1957 to preserve the history and artifacts of France's light railways. FACS-UNECTO explains that users of these light railways called them "...the "Tortillards" as the lines wound their ways in the countryside and the nickname remained as an endearing feature for enthusiasts and as a symbol of slow inneficiency for the general public who forgot too easily what these railways had done for local prosperity at first and how useful they had been during the dark years of the war and post-war era."
In Belgium, such railways were known as vicinaux and this little tank design was shown in Paris. The motion -- the Belgian-designed Walschaert gear -- drove on the middle axle. The firebox -- a squared-off design pioneered by Belgian Alfred Belpaire -- offered a good deal of heating surface for a small engine.
Data from "Interesting Variety of Types of Locomotives for the Greek, Serbian, Belgian and Russian Governments built by the American Locomotive Company", Railway & Locomotive Engineering, Volumer XXVIII [28], No. 12 (December 1915), pp. 406-409. Works numbers were 55227-55246 in August 1915.
See Locobase 8934 for a general description of the Belgian light railway network. Suffice it to say here that at the end of 1913 (eight months before the Kaiser's German Army invaded Belgium), the company operated 196 lines that aggregated 4,892 km (3,039 miles).
This set of 20 engines was a later order for that system. The design was a bit smaller than the earlier 47 sq m tram locomotives, but otherwise quite similar.
The locomotives resembled the tram cars of the day with five sets of top-hinged doors shielding the running gear, but contained a locomotive boiler with Belpaire firebox and control stands at each end. The firebox burned coal briquettes. Ten of the batch were delivered with steel tubes and steel fireboxes, the other ten equipped with brass tubes, copper fireboxes, and copper staybolts.
Data from Titre Exposition universelle internationale de 1889 a Paris. Rapports du jury internationale. Auteur - Volume France. Ministere du Commerce, de l'industrie. Picard, Alfred, ed. Volume Groupe VI - -Outillage et precedes des industries mecaniques. Electricite (5e partie) Classes 60 a 63. Rapport sur le materiel des chemins de fer. p. 302 ([] (accessed 1 September 2005).
The Jury's report on this six-coupled tank for secondary lines seems a bit peremptory. It merely notes that this engine is bigger than the other Belgian exhibit (Locobase 7423) and more powerful. I'll say -- it's nearly twice as powerful. The boiler isn't commensurately larger, especially when the larger cylinders are taken into account. (Clearance issues must have contributed to keeping the stroke so short. The bore-stroke ratio is almost "square", a very unusual occurrence.)
Data from Lionel Wiener, "The Light Railways of Belgium," Cassier's Magazine, 1910, p 738-739. (The article runs from 720-741.)
Wiener gave the details of this steamer as part of a long article on all facets of the engineering of the CF de Vicinaux. The locomotives resembled tram cars with the boiler being flanked by the water tanks, the running gear shrouded by panels and the engine covered by a continuous roof that had openings for the stack. Like the Limburg Tram Garratts (Locobase 557), these engine ran through the downtown on quite an extensive system.
Data from "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30; W J K Davies, 100 years of the Belgian Vicinal SNCV/NMVB 1885-1985 : a century of secondary rail transport in Belgium (London: Light Rail Transit Association (LRTA)), 1985; and "Société nationale des chemins de fer vicinaux", in Wikipedia at[], last accessed 30 March 2024.. Most 6s came from Tubize in Belgium.
Locobase 7424 shows the "34 sq m" tram motor that appeared at the 1889 Paris Exposition that introduced the Eiffel Tower to the world. Davies described the Type 6 as a blend of the boiler and firebox of the smaller Type 3 and the frame and motion of the heavier Type 7. Davies added that the Type 3's heat proved insufficient to supply the larger cylnders adequately.
Apparently, a policy of burning only the highest-quality fuel proved enough of a workaround to keep the class in service for decades.
Three reliable sources cited above disagree about several data points.
Data from "A Belgian Light Railway", The Railway World, Volume V [5], No 6 (June 1896), pp. 152-155; and "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
See Locobase 9236 for a full discussion of tramways that focuses on the tramway de la Sarthe, which operated very similar vehicles to the one shown here. Indeed, the motive power for this Belgian line is essentially identical to the Loire-et-Cher tram motors described in Locobase 9429. (Also see Locobase 8934 for a fuller description of the SNCFV system and its vehicles.)
The article referenced above gives a full picture of the principal routes, discussing the Brussels-Ixelles and Boendael-Boitsfort line in detail. The former line included a 500-metre (1,640 ft) stretch that rose in a 1 in 14 gradient (7.1%) and curve radii as sharp as 82 ft and 59 ft.
The tram motor was a standard locomotive boiler reversed within the car body, so its stack protruded through the roof at the rear. The operator stood at the front. The report noted that the tram motor could pull its own weight in two cars with 50 passengers each up this grade. These cars appeared to teeter on their extremely closely spaced pair of axles, but RW's report said that there was little oscillation as the "cars are well balanced and the motion is not noticeable." (See Locobase 20458 for the slightly later B class, which featured a 30 mm increase in cylinder diameter and more weight.)
The author added:"Considerable latitude is allowed in the working of the engine, and smoke and steam are permitted to escape in a way that would not be tolerated for a moment in this country." If other tramways' experience was any guide, the Belgians would have quickly grew tired of the smoke and noise. And perhaps they did, but steam trams continued in service into the First World War.
Data from"The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
See Locobase 20031 for the first of the tram motors to serve this extensive network. This class had cylinders (30 mm more diameter or 1.18") and carried more weight, but were otherwise similar to the As.
Data from "Rolling Stock for Belgian Light Railways", Railway Engineer, Volume 26, No 2 (February 1905), pp 58, 70. See also Lionel Wiener, "The Light Railways of Belgium," Cassier's Magazine, 1910, p 738-739. (The article runs from 720-741.); and "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
See Locobase 8934 for a fuller description of the SNCFV and its vehicles. Wiener noted in 1910 that the system had 597 steam locomotives, of which most were built to a "tram" design that shrouded the locomotive in a nearly closed-in framework. The basic design was delivered in many variations, of which this relatively small locomotive is one.
Data from Railway Engineer, March 1905, pp 58, 70. See also Lionel Wiener, "The Light Railways of Belgium," Cassier's Magazine, 1910, p 738-739. (The article runs from 720-741.); and "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
These two classes were relatively minor variants of the numerous C-class tram motors shown in Locobase 8940. The C1s featured slightly less heating surface area. The C2s repeated the C1 design but increased boiler pressure to 11.8 bar (171 psi).
Data from "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
Although the Es shared many of the same dimensions and areas with the D class shown in Locobase 20460, the E class used a less-square cylinder layout that reduced cylinder volume. Comparing the profiles reveals a bulkier boiler under the tram motor roof even though the design was essentially identical.
Data from Railway Engineer, March 1905, pp 58, 70. See also Lionel Wiener, "The Light Railways of Belgium," Cassier's Magazine, 1910, pp 720-741; and "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
The author of the summary of Belgian rolling stock in the light railways then in use took the opportunity to dilate at some length on the virtues of such a system:"These railways are true "light railways," and act as feeders to and distributors from the standard gauge railways of the country. To the agricultural industry they are of inestimable value. Similar light railways exist in every European country except our own, where, of course, the attitude of the local authorities and the Board of Trade renders any attempt to build such railways futile. The trains composed of the vehicles we illustrated steam right into every city and town in Belgium, including Brussels, without hindrance or inconvenience to anyone, but in this country propositions to provide such useful means of transport would probably induce an epidemic of apoplexy among our county and city councillors."
The locomotives resembled the tram cars of the day, but contained a locomotive boiler and control stands at each end. Locobase 20031 goes into considerable detail about the tram motors themselves.
Of the two classes in this entry, the Gs differed only in having a slightly (23 mm) greater boiler diameter.
Data from Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 45. 3/3 gekuppelte Trambahnlokomotive fur 1000 Spurweite der Societe anonyme pour l'Exploitation des chemin de fer vicinaux ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LIX, Nr. 14 (5 April 1907), p 252; and and "The Belgian National Light Railways and their Rolling Stock", Locomotive Magazine, Volume XXII (15 February 1916), pp. 26-30.
This tramway locomotive was rated to pull 100-110 tons up a 2.7% grade and negotiate curves as tight as 30 metres in radius.
Data from "Light Railways in Belgium", Scientific American Supplement, No. 1067 (13 June 1896), p. 17054.
See Locobase 20031 for a description of a slightly smaller Belgian tram motor and the route it traversed. The Scientific American report said that the tram motor had outside cylinders and a frame outside the wheels to reduce sway. Its long connecting rods were coupled to the rearmost axles through Hall's system, which put the rods closer to the wheels and reduced overhang.
By the end of 1895, the account reported, the national system of light railways operated 253 steam locomotives.
Data from Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 45. 3/3 gekuppelte Tenderlokomotive der Societe nationale des chemin de fer vicinauxi ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LIX, Nr. 14 (5 April 1907), p 250.
Very small, compact six-coupled with a Belpaire firebox and large dome. The CF Vicinaux was a narrow-gauge network similar in dimensions and intent to the French CF d' Interet Local.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 34 sq m | 36 sq m | 39 sq m | 53 sq m | 6/D |
Locobase ID | 7423 | 10010 | 7424 | 8939 | 20460 |
Railroad | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) |
Country | Belgium | Belgium | Belgium | Belgium | Belgium |
Whyte | 0-6-0T | 0-6-0T | 0-6-0T | 0-6-0T | 0-6-0T |
Number in Class | 20 | 35 | |||
Road Numbers | 1001-1020 | 400-418, 421, 427, 431-438 | |||
Gauge | Std | Metre | Metre | Metre | Metre |
Number Built | 20 | 35 | |||
Builder | Hulot | Alco-Cooke | La Metallurgique | Tubize | |
Year | 1889 | 1915 | 1889 | 1905 | 1888 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 5.91 / 1.80 | 6.50 / 2 | 5.91 / 1.80 | 8.20 / 2.50 | 6.20 / 1.90 |
Engine Wheelbase (ft / m) | 5.91 / 1.80 | 6.50 / 2 | 5.91 / 1.80 | 8.20 / 2.50 | 6.20 / 1.90 |
Ratio of driving wheelbase to overall engine wheelbase | 1 | 1 | 1 | 1 | 1 |
Overall Wheelbase (engine & tender) (ft / m) | 6.50 / 2 | 5.91 | / 1.90 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 39,683 / 18,000 | 58,500 / 26,535 | 52,911 / 24,000 | 60,627 / 27,500 | 48,502 / 22,000 |
Engine Weight (lbs / kg) | 39,683 / 18,000 | 58,500 / 26,535 | 52,911 / 24,000 | 60,627 / 27,500 | 48,502 / 22,000 |
Tender Loaded Weight (lbs / kg) | |||||
Total Engine and Tender Weight (lbs / kg) | |||||
Tender Water Capacity (gals / ML) | 422 / 1.60 | 686 / 2.60 | 620 / 2.35 | 686 / 2.60 | 628 / 2.38 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 0.70 / 1 | 0.80 / 1 | 1.10 / 1 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 22 / 11 | 33 / 16.50 | 29 / 14.50 | 34 / 17 | 27 / 13.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 32.30 / 820 | 34 / 865 | 33.10 / 840 | 35.40 / 900 | 33.10 / 840 |
Boiler Pressure (psi / kPa) | 145 / 1000 | 140 / 970 | 174 / 1200 | 174 / 1200 | 171.10 / 1180 |
High Pressure Cylinders (dia x stroke) (in / mm) | 11.02" x 14.17" / 280x360 | 11.5" x 16" / 290x405 | 13.78" x 14.17" / 350x360 | 13.78" x 15.75" / 350x400 | 13.78" x 14.17" / 350x360 |
Tractive Effort (lbs / kg) | 6566 / 2978.29 | 7406 / 3359.31 | 12,023 / 5453.55 | 12,495 / 5667.64 | 11,822 / 5362.38 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.04 | 7.90 | 4.40 | 4.85 | 4.10 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 169 - 1.575" / 40 | 144 - 1.5" / 38 | 163 - 1.575" / 40 | 140 - 1.772" / 45 | 160 - 1.378" / 35 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 4.56 / 1.39 | 6.33 / 1.93 | 5.61 / 1.71 | 8.04 / 2.45 | 5.61 / 1.71 |
Firebox Area (sq ft / m2) | 43.06 / 4 | 39 / 3.60 | 46.91 / 4.36 | 46.93 / 4.36 | |
Grate Area (sq ft / m2) | 7.75 / 0.72 | 8.20 / 0.76 | 8.29 / 0.77 | 18.29 / 1.70 | 8.50 / 0.79 |
Evaporative Heating Surface (sq ft / m2) | 370 / 34.35 | 393 / 36.50 | 420 / 39 | 576 / 53.55 | 370 / 34.37 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 370 / 34.35 | 393 / 36.50 | 420 / 39 | 576 / 53.55 | 370 / 34.37 |
Evaporative Heating Surface/Cylinder Volume | 236.53 | 204.32 | 171.71 | 211.87 | 151.27 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 1124 | 1148 | 1442 | 3182 | 1454 |
Same as above plus superheater percentage | 1124 | 1148 | 1442 | 3182 | 1454 |
Same as above but substitute firebox area for grate area | 6244 | 5460 | 8162 | 8030 | |
Power L1 | 2921 | 2425 | 2569 | 2333 | |
Power MT | 486.84 | 274.16 | 321.12 | 318.13 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | A | B | C | C1/C2 | E |
Locobase ID | 20031 | 20458 | 8940 | 20459 | 20461 |
Railroad | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) |
Country | Belgium | Belgium | Belgium | Belgium | Belgium |
Whyte | 0-6-0T | 0-6-0T | 0-6-0T | 0-6-0T | 0-6-0T |
Number in Class | |||||
Road Numbers | |||||
Gauge | Metre | Metre | Metre | Metre | Metre |
Number Built | |||||
Builder | |||||
Year | 1884 | 1884 | 1905 | 1905 | |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 5.91 / 1.80 | 5.91 / 1.80 | 5.91 / 1.80 | 5.91 / 1.80 | 6.20 / 1.89 |
Engine Wheelbase (ft / m) | 5.91 / 1.80 | 5.91 / 1.80 | 5.91 / 1.80 | 5.91 / 1.80 | 6.20 / 1.89 |
Ratio of driving wheelbase to overall engine wheelbase | 1 | 1 | 1 | 1 | 1 |
Overall Wheelbase (engine & tender) (ft / m) | 5.91 / 1.80 | 5.91 / 1.80 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 32,408 / 14,700 | 36,376 / 16,500 | 40,785 / 18,500 | 39,683 / 18,000 | 59,525 / 27,000 |
Engine Weight (lbs / kg) | 32,408 / 14,700 | 36,376 / 16,500 | 40,785 / 18,500 | 39,683 / 18,000 | 59,525 / 27,000 |
Tender Loaded Weight (lbs / kg) | |||||
Total Engine and Tender Weight (lbs / kg) | |||||
Tender Water Capacity (gals / ML) | 396 / 1.50 | 396 / 1.50 | 528 / 2 | 528 / 2 | 647 / 2.45 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 1.10 / 1 | ||||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 18 / 9 | 20 / 10 | 23 / 11.50 | 22 / 11 | 33 / 16.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 32.80 / 832 | 32.80 / 832 | 33.50 / 850 | 32.80 / 832 | 35.40 / 900 |
Boiler Pressure (psi / kPa) | 169.70 / 1170 | 171.10 / 1180 | 171.10 / 1180 | 142.10 / 980 | 171.10 / 1180 |
High Pressure Cylinders (dia x stroke) (in / mm) | 9.06" x 14.17" / 230x360 | 10.24" x 14.17" / 260x360 | 11.02" x 14.17" / 280x360 | 11.02" x 14.17" / 280x360 | 12.6" x 15.75" / 320x400 |
Tractive Effort (lbs / kg) | 5115 / 2320.13 | 6588 / 2988.27 | 7471 / 3388.79 | 6337 / 2874.42 | 10,273 / 4659.76 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.34 | 5.52 | 5.46 | 6.26 | 5.79 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 103 - 1.378" / 35 | 103 - 1.378" / 35 | 160 - 1.378" / 35 | 142 - 1.378" / 35 | 162 - 1.417" / 36 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 4.56 / 1.39 | 4.56 / 1.39 | 5.18 / 1.58 | 5.18 / 1.58 | 5.61 / 1.71 |
Firebox Area (sq ft / m2) | 33.37 / 3.10 | 33.37 / 3.10 | 43.06 / 4 | 43.06 / 4 | 46.93 / 4.36 |
Grate Area (sq ft / m2) | 7 / 0.65 | 7 / 0.65 | 7.75 / 0.72 | 10.12 / 0.94 | 8.50 / 0.79 |
Evaporative Heating Surface (sq ft / m2) | 203 / 18.82 | 203 / 18.82 | 342 / 31.80 | 306 / 28.46 | 370 / 34.36 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 203 / 18.82 | 203 / 18.82 | 342 / 31.80 | 306 / 28.46 | 370 / 34.36 |
Evaporative Heating Surface/Cylinder Volume | 192.00 | 150.30 | 218.63 | 195.62 | 162.78 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 1188 | 1198 | 1326 | 1438 | 1454 |
Same as above plus superheater percentage | 1188 | 1198 | 1326 | 1438 | 1454 |
Same as above but substitute firebox area for grate area | 5663 | 5710 | 7368 | 6119 | 8030 |
Power L1 | 3245 | 2561 | 3403 | 2589 | 2685 |
Power MT | 662.24 | 465.64 | 551.84 | 431.50 | 298.33 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||||
---|---|---|---|---|
Class | F/G | Trambahnlokomotive/H | unknown | unknown |
Locobase ID | 8934 | 15557 | 20032 | 15554 |
Railroad | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) | CF de Vicinaux (SNCFV) |
Country | Belgium | Belgium | Belgium | Belgium |
Whyte | 0-6-0T | 0-6-0T | 0-6-0T | 0-6-0T |
Number in Class | ||||
Road Numbers | ||||
Gauge | Std | Metre | Metre | Metre |
Number Built | ||||
Builder | Louvain | SA Saint Leonard | SA Saint Leonard | |
Year | 1905 | 1906 | 1884 | 1906 |
Valve Gear | Walschaert | Walschaert | Walschaert | Allan |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 8.20 / 2.50 | 11.19 / 3.41 | 5.91 / 1.80 | 6.23 / 1.90 |
Engine Wheelbase (ft / m) | 8.20 / 2.50 | 11.19 / 3.41 | 5.91 / 1.80 | 6.23 / 1.90 |
Ratio of driving wheelbase to overall engine wheelbase | 1 | 1 | 1 | 1 |
Overall Wheelbase (engine & tender) (ft / m) | 8.20 / 2.50 | 11.19 / 3.41 | 5.91 / 1.80 | 6.23 / 1.90 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||||
Weight on Drivers (lbs / kg) | 62,832 / 28,500 | 63,934 / 29,000 | 40,785 / 18,500 | 45,195 / 20,500 |
Engine Weight (lbs / kg) | 62,832 / 28,500 | 63,934 / 29,000 | 40,785 / 18,500 | 45,195 / 20,500 |
Tender Loaded Weight (lbs / kg) | ||||
Total Engine and Tender Weight (lbs / kg) | ||||
Tender Water Capacity (gals / ML) | 779 / 2.95 | 686 / 2.60 | 449 / 1.70 | 528 / 2 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 1.10 / 1 | 1.10 / 1 | 0.60 / 1 | 0.10 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 35 / 17.50 | 36 / 18 | 23 / 11.50 | 25 / 12.50 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 35.40 / 900 | 33.50 / 850 | 32.90 / 835 | 31.50 / 800 |
Boiler Pressure (psi / kPa) | 142.10 / 980 | 171.10 / 1180 | 169.70 / 1170 | 171.10 / 1180 |
High Pressure Cylinders (dia x stroke) (in / mm) | 13.78" x 15.75" / 350x400 | 13.78" x 14.17" / 350x360 | 11.02" x 14.17" / 280x360 | 11.02" x 14.96" / 280x380 |
Tractive Effort (lbs / kg) | 10,204 / 4628.46 | 11,681 / 5298.42 | 7545 / 3422.36 | 8388 / 3804.74 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.16 | 5.47 | 5.41 | 5.39 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 141 - 1.575" / 40 | 191 - 1.378" / 35 | ||
Flues (number - dia) (in / mm) | ||||
Flue/Tube length (ft / m) | 8.33 / 2.54 | 6.56 / 2 | ||
Firebox Area (sq ft / m2) | 52.74 / 4.90 | 60.49 / 5.62 | 44.67 / 4.15 | 38.32 / 3.56 |
Grate Area (sq ft / m2) | 12.59 / 1.17 | 10.23 / 0.95 | 7.86 / 0.73 | 7.53 / 0.70 |
Evaporative Heating Surface (sq ft / m2) | 520 / 48.35 | 513 / 47.64 | 344 / 32 | 289 / 26.82 |
Superheating Surface (sq ft / m2) | ||||
Combined Heating Surface (sq ft / m2) | 520 / 48.35 | 513 / 47.64 | 344 / 32 | 289 / 26.82 |
Evaporative Heating Surface/Cylinder Volume | 191.27 | 209.74 | 219.91 | 175.00 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 1789 | 1750 | 1334 | 1288 |
Same as above plus superheater percentage | 1789 | 1750 | 1334 | 1288 |
Same as above but substitute firebox area for grate area | 7494 | 10,350 | 7580 | 6557 |
Power L1 | 2417 | 3185 | 3375 | 2614 |
Power MT | 254.42 | 329.48 | 547.30 | 382.53 |