Deutches Reich / Deutsche Reichsbahn 4-6-2 Locomotives in Germany


Class Details by Steve Llanso of Sweat House Media

Class 02-314-1 (Locobase 1699)

Data from []. See also See [] and A[nthony] E[dward] Durrant, The steam locomotives of Eastern Europe (Abbot Newton: David & Charles, 1966) .

Rebuilt from a Baden State IV h2 by the East German railway. As part of the 1958 reconstruction, the railway installed a Type 39E Verbrennungskammerkessel or combustion chamber. A significant change was the 100-mm reduction in size of the low-pressure cylinder. This reduced the compounding ratio to about 1.5, much lower than the traditional 2.2-2.4 target for compounding.

Things were a bit crowded in the boiler, but Lindecke says it took a regular turn on the Halle-Berlin and Halle-Saarfeld runs until it was withdrawn in 1971.


Class BR 01 (Locobase 1058)

One of two "Standard Pacifics" (Einheitslok) built in the 1920s. Class 01, which had two cylinders and a single expansion, was delivered in much greater numbers than the 4-cylinder compound Class 02. Note the large boiler and generous superheat. Missing, however, was a combustion chamber; Dr. RP Wagner believed such a forward extension of the firebox created maintenance demands that more than offset any fuel savings. It's interesting to note, however, that after the first 75 loks, delivered from 1925 to 1929, which had 5.8-m (19' 1/4") boiler tubes, the tubes were lengthened a full meter to 6.8 m (shown in the data).

The tonnage ratings to which the engine was designed to aspire were 800 tons at 62 mph on the flat and a minimum speed of 31 mph with 500 tons up a 1% grade. As the engines ran in, changes to the design included a slight enlargement of cylinder diameter, steel fireboxes, longer boiler tubes (5.8 m/19' 1/4" to 6.8 m beginning with lok 76), and larger front bogie wheels (850 mm/33.5" to 1,000 mm /39.4" beginning with lok 101)to allow a maximum speed of 81 mph.

After World War II, 171 Class 01s ran on West German rails, 70 in East Germany.

See 1697 for the East German 01.5 rebuild.


Class BR 01.10 Streamliner (Locobase 2464)

Data from Military Railway Service, Equipment Data Book, German Locomotives, supplied from the extensive collection of Allen Stanley; "DR-Baureihe 01.10" in Wikipedia at [] (translated by Google), last accessed 24 January 2023; and "Baureihe 01.10" on Albert Gieseler's Dampfmaschinen und Lokomoitiven website at [], last accessed 22 January 2023.

One look at a 01.10 tells you much about its intended purpose--to represent the fastest possible expess trains in the Third Reich (or the world, for that matter).The most striking visible feature was the bulbous streamline casing that enveloped a standard 01 boiler and even shrouded all but the lowest 400 mm (15.75") of the running gear.

Other changes included the addition of a third cylinder on the centerline without increasing the power dimensions or heating surface areas. To accommodate the added cylinder, the designers resulted in a divided drive in which the two outside cylinders turned the middle set of drivers while the centerline cylinder drove a crop shaft on the leading coupled axle. All of the rods used roller bearings.

Wikipedia,de states that the casing "enabled the tractive power to be increased by 48% at speeds of 140 km/h [87 mph]." (Locobase finds this a confusing claim and wonders if the writer (or his/her source) meant a reduction in resistance of 48%.) Wikipedia adds that this improvement was partially offset by the higher steam demands of the three-cylinder layout.

Defects in the St 47K steel used in the boilers lurked in the background of all German locomotives built in the latter 1930s. Intended to resist aging, the material developed fatigue cracks sooner than might have been expected. According to Wikipedia, this issue contributed to the "desolate condition" of the 01.10s at the end of World War II.

Some of the class were patched up and returned to service, but most sat idle utnil 1949 when the entire class began a complete overhaul and makeover; see Locobase 5977.


Class BR 01.11 Umbau (Locobase 5977)

Data from []; and [], both last accessed 1November 2020.

Originally built as streamliners for Third Reich expresses (see Locobase 2464), these engines were rebuilt several times after World War II. As noted in the previous entry, the class had suffered considerably and had prematurely aged.

In their definitive form, they had a tapered-barrel boiler made of St34 steel and produced by Henschel & Sohn that used a combustion chamber and Heinl feed water heater; maximum evaporation rates increased by 10%,. Superheat area went up, grate area and firebox area went down. More visible were the larger stacks, a single steam dome, and Witte-design smoke deflectors flanking the smokebox.. When subdivided into coal and oil burning engines, the former -- 20 locomotives -- became Class 11 while 34 were converted as Class 12s. Data (from []) is for Class 11.

The reworked engines proved a success. By the end of the steam era, these engines regularly pulled 600-ton passenger trains at 80 mph (129 kph) between Hamburg and Bremen. They served all important main lines, for example on the Hamburg - Bebra - Wnrzburg or Hamburg - Osnabrnck - Hamm and Hamm - Kassel - Marburg - Gieáen - Frankfurt am Main until electrification in 1975.

[] (a German steam locomotive parts supplier) gives the normal steaming capacity as 14,000 kg/hr (30,865 lb). The same site says these were rated as capable of hauling a 450-short ton passenger train up a 2% grade at 120 kph (75 mph).


Class BR 01.5 (Locobase 1697)

Data from [], last accessed 11 April 2010.

East German rebuilds of the 1925 Einheitslok (standard) Pacific of the interwar German railways. The rebuilds varied in appearance, but all had the bigger boiler and grate area.

[] (a German steam locomotive parts supplier) gives the normal steaming capacity as 14,000 kg/hr. The same site says these were rated as capable of hauling a 420-short ton passenger train up a 2% grade at 120 kph.


Class BR 02 (Locobase 1057)

One of two "Standard (Einheitslok) Pacifics" built in the 1920s. This was the four-cylinder compound, which appeared in much smaller numbers than the two-cylinder, simple Class 01. Later rebuilt into 01 class engines in 1937-1942.


Class BR 03.01-02 (Locobase 5077)

Data from [], (Thomas Jungling's Homepage), accessed 28 December 2006. Other sites -- [] (June 2002) and especially Christian Lindecke's [] (28 Dec 2003, translated by Google) -- also offered specs, but Jungling's seemed the most complete.

Einheitslok that was the standard Pacific design of the 1930s Deutsche Reichsbahn. According to Lindecke, the design responded to the need for a lightweight express locomotive. The three Borsig prototypes had a 14-bar (199 psi) boiler and 600 mm (23.62") cylinders, but series production locomotives had the pressure and cylinder diameters shown in the specs. As production continued, both the air and feedwater pumps were moved from the smokebox to positions on the sides of the boiler. Further into the series, the copper firebox was supplanted by a steel firebox. At that point, maximum speed went from 120 km/h (74.5 mph) to 130 km/h (81 mph).


Class BR 03.10 (Locobase 4206)

Data from Military Railway Service, Equipment Data Book, German Locomotives, supplied from the extensive collection of Allen Stanley; supplemented by "Baureihe 03.10" in Albert Gieseler's Dampfmaschinen und Lokomotiven website at [], last accessed 9 October 2022. (Many thanks to Ellis Tammeleo's group for creating the "October 2022" Google doc with a series of corrections and questions about Locobase's information, including this entry.) Borsig works numbers were 14711-14712 in 1939; 14914-14930 in 1940, 15000-15002 in 1941. Krauss Maffei works numbers were 15723-15734, 15837-15844 in 1940. Krupp works numbers were 2100-2117.

Streamlined "lightweight" Pacifics with three cylinders; the prototypes were produced by Borsig and were to be the first of 140 locomotives. In the event, only 60 were completed by Borsig, Krauss Maffei, and Krupp. The streamlining was later removed by both the DB and the East German DR. Numbered by the DRG 03 1001-1022, 1043-1060, 1073-1092

[] (a German steam locomotive parts supplier) gives the normal steaming capacity as 13,000 kg/hr. The same site says these were rated as capable of hauling a 420-short ton passenger train up a 2% grade at 120 kph (74.5 mph).

By the mid-1950s, however, the boilers in this class showed signs of rapid aging and a rebuilding program replaced the boilers while reworking the power plant as well. See related entries for the Deutsche Bahn and the East German DR.


Class BR 03.10 Reko-lok (Locobase 5796)

Data from Christian Lindecke ([], visited 28 Dec 2003), [], last accessed 15 May 2011.

Lindecke notes that both Germanies undertook rebuilding programs after, as noted in Locobase 4206, the 1939 express locomotive design suffered badly from boiler deterioration by the mid-1950s.

This is the East German version, which saw a greater makeover. ([], accessed 28 December 2006, supplied the direct heating surface area and confirmed the other information.) The grate was enlarged in a firebox that now had a combustion chamber and the boiler was fully welded. One had a Giesl injector smokestack fitted and as of 1965 all were oil-fired.


Class BR 04 (Locobase 20622)

Data from "Baureihe 04 001" on Albert Gieseler's Dampfmaschinen und Lokomotiven website at [], last accessed 10 August 2019. See also "Daten 04" entry on 9 May 2006 on Daten von Dampfloks at [], also last accessed 10 August 2019.

The Daten entry explains that the DRG sought to use high-strength steels to boost boiler pressure well beyond usual values. Based on the 1925 BR 02 balanced compounds, the new engines required redesigned boilers and fireboxes. Krupp produced two different boiler layouts. This one had more tubes and flues of smaller diameter than the 002 (Locobase 20623).

But trials quickly induced damage to the fireboxes that the builder and the DRG tried to remedy. Failing that, the engines' boiler pressure was reset to 15.6 bar (226 psi) in 1935 and the 04 001 became the 02 101 in 1936.

After 02 102's boiler explosion on 3 April 1939, both locomotives were retired.


Class BR 04 002 (Locobase 20623)

Data from "Baureihe 04 002" on Albert Gieseler's Dampfmaschinen und Lokomotiven website at [], last accessed 10 August 2019. See also "Daten 04" entry on 9 May 2006 on Daten von Dampfloks at [], also last accessed 10 August 2019.

As described in Locobase 20622, the DRG looked to higher-pressure boilers made of higher-strength steel to increase passenger power. Krupp produced two different boiler layouts. This one had fewer tubes and flues than the 001, but each was exploring much larger diameters than usual.

But trials quickly induced damage to the fireboxes that the builder and the DRG tried to remedy. By 1935, both engines' boiler pressure was reset to 15.6 bar (226 psi) and the 04 002 became the 02 102 in 1936.

02 102's career ended abruptly in a boiler explosion on 3 April 1939. Both locomotives were retired.


Class BR 18 201 (Locobase 6041)

Data from Christian Lindecke ([]), Hans Urban ([], 23 May 2004), [] (11 July 2004), and "Lokomotiven der Baureihe 18 201" on Alfred Gieseler's Dampfmaschinen und Lokomotiven at [], last accessed 1 November 2020. See also A[nthony] E[dward] Durrant, The steam locomotives of Eastern Europe (Abbot Newton: David & Charles, 1966)

In 1961, East German railway engineers had two experimental locomotives that did not deliver the promised improvements in speed or power that had been hoped. One was the hig-pressure 2-10-2 (1' E 1') compound H45 024, the other was the held-over 4-6-6T -- BR 61 002 -- originally built in the 1930s (Locobase 20204).

Taking the frame and the tall drivers of the 61 002, the low pressure cylinders and rear frame of the H45, and a boiler that had been developed for a series of East German Rekos, the DR came up with 4-6-2 with separate tender. Among the devices fitted to improve efficiency, the Giesl ejector stack with its characteristic slender wedge shape and a pointed smokebox door were the most noticeable. A Riggenbach counter-pressure brake (gegendruckbremse) was also fitted to lessen stopping distances at the express speeds this locomotive was intended to run.

In 1967, the 201 was converted to oil firing.

NB: Using the tubes' inside (fire side) diameter, evaporative heating surface area was 206.3 sq m (2,221sq ft).


Class Group S3/6 // BR 18.4-18.5 (Locobase 2582)

So competent was this 4-cylinder Bavarian State Railways design by Anton Hammel (according to Gustav Reder (1974); Hollingsworth (1982) credits Heinrich Leppla) that the German National Railways ordered an additional 40 engines. Christian Lindecke -- [] (viewed 13 Dec 2003) -- tells us that because the Einsatzloks of the DRG were too heavy for many of the Bavarian main lines, Henschel was asked to build 20 more Pacifics to the basic S 3/6 design in 1926. HP cylinder diameter increased by 15 mm (6/10") and axle loading grew slightly. Maffei was contracted to build 20 more in 1930, but entered bankruptcy after two were delivered. Henschel completed the contract under license.

Thirty of the 40 were converted in 1953 to an 18.6 standard.

They were the only DR engines whose design origin was not originally Prussian. They were the engine of choice for long-distance passenger hauling, in part because they had relatively large grates and because they were easy on the track.

Additional data from US Military Railway Service Equipment Data Book -- German Locomotives supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004

Principal Dimensions by Steve Llanso of Sweat House Media

Class02-314-1BR 01BR 01.10 StreamlinerBR 01.11 UmbauBR 01.5
Locobase ID1699 1058 2464 5977 1697
RailroadDeutsche ReichsbahnDeutsche ReichsbahnDeutsche ReichsbahnDeutsche ReichsbahnDeutsche Reichsbahn
CountryEast GermanyGermanyGermanyGermanyEast Germany
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class1231555435
Road Numbers02-314-1BR 01 501-BR 01 535
GaugeStdStdStdStdStd
Number Built23155
BuilderDRSchwartzkopff
Year19601925193919531955
Valve GearHeusingerHeusingerHeusingerHeusingerWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.30 / 4.3615.09 / 4.6015.09 / 4.6015.09 / 4.6021 / 6.40
Engine Wheelbase (ft / m)40.39 / 12.3140.68 / 12.4040.68 / 12.4040.68 / 12.4040.68 / 12.40
Ratio of driving wheelbase to overall engine wheelbase 0.35 0.37 0.37 0.37 0.52
Overall Wheelbase (engine & tender) (ft / m)65.85 / 20.0766.67 / 20.3266.83 / 20.3766.83 / 20.37
Axle Loading (Maximum Weight per Axle) (lbs / kg)41,888 / 19,00045,360 / 20,57544,313 / 20,10044,313 / 20,10044,313 / 20,100
Weight on Drivers (lbs / kg)125,443 / 56,900132,939 / 60,300132,939 / 60,300132,939 / 60,300133,159 / 60,400
Engine Weight (lbs / kg)231,485 / 105,000247,006 / 112,040247,513 / 112,270247,513 / 112,270242,508 / 110,000
Tender Loaded Weight (lbs / kg)166,030 / 75,310180,735 / 81,980180,735 / 81,980
Total Engine and Tender Weight (lbs / kg)413,036 / 187,350428,248 / 194,250428,248 / 194,250
Tender Water Capacity (gals / ML)8976 / 348976 / 3410,000 / 37.8810,032 / 388976 / 34
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)14.90 / 1411 / 1011 / 1011 / 1011 / 10
Minimum weight of rail (calculated) (lb/yd / kg/m)70 / 3574 / 3774 / 3774 / 3774 / 37
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)82.70 / 210078.70 / 200078.70 / 200078.70 / 199978.70 / 1999
Boiler Pressure (psi / kPa)232.10 / 16232.10 / 16232.10 / 16232.10 / 16232.10 / 16
High Pressure Cylinders (dia x stroke) (in / mm)17.32" x 26.77" / 440x68023.62" x 25.98" / 600x66019.69" x 25.98" / 500x660 (3)19.69" x 25.98" / 500x660 (3)23.62" x 25.98" / 600x660
Low Pressure Cylinders (dia x stroke) (in / mm)21.65" x 26.77" / 550x680
Tractive Effort (lbs / kg)23,362 / 10596.8436,334 / 16480.8437,874 / 17179.3837,874 / 17179.3836,334 / 16480.84
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.37 3.66 3.51 3.51 3.66
Heating Ability
Tubes (number - dia) (in / mm)112 - 2.126" / 54106 - 2.756" / 70106 - 2.756" / 70106 - 2.756" / 70125 - 2.126" / 54
Flues (number - dia) (in / mm)36 - 5.63" / 14324 - 6.732" / 17124 - 6.732" / 17124 - 6.732" / 17143 - 5.512" / 140
Flue/Tube length (ft / m)18.04 / 5.5022.31 / 6.8022.31 / 6.8022.31 / 6.8018.04 / 5.50
Firebox Area (sq ft / m2)229.27 / 21.30182.92 / 17181.91 / 16.90181.91 / 16.90252.86 / 23.50
Grate Area (sq ft / m2)45.53 / 4.2346.48 / 4.3246.50 / 4.3242.63 / 3.9652.51 / 4.88
Evaporative Heating Surface (sq ft / m2)2147 / 199.502660 / 247.212658 / 246.902650 / 246.203239 / 301
Superheating Surface (sq ft / m2)861 / 80915 / 85.04926 / 86926 / 861053 / 97.86
Combined Heating Surface (sq ft / m2)3008 / 279.503575 / 332.253584 / 332.903576 / 332.204292 / 398.86
Evaporative Heating Surface/Cylinder Volume294.11201.89193.53192.95245.83
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,56810,78810,793989412,188
Same as above plus superheater percentage13,63213,59313,59912,46715,234
Same as above but substitute firebox area for grate area68,64653,49453,19953,19973,361
Power L130,97127,28726,38226,36432,303
Power MT1632.921357.561312.531311.641604.45

Principal Dimensions by Steve Llanso of Sweat House Media

ClassBR 02BR 03.01-02BR 03.10BR 03.10 Reko-lokBR 04
Locobase ID1057 5077 4206 5796 20622
RailroadDeutsche ReichsbahnDeutsche ReichsbahnDeutsche ReichsbahnDeutches ReichDeutsche Reichsbahn
CountryGermanyGermanyGermanyEast GermanyGermany
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class1029860161
Road NumbersBR 03.001-03.29803 1001-22, 43-60, 73-92/BR 03 100104 001
GaugeStdStdStdStdStd
Number Built10298601
BuilderseveralKrupp
Year19251930193919591932
Valve GearWalschaertWalschaertWalschaertWalschaertHeusinger
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.10 / 4.6014.76 / 4.5014.76 / 4.5014.76 / 4.5015.09 / 4.60
Engine Wheelbase (ft / m)40.71 / 12.4139.37 / 1239.37 / 1239.37 / 1239.37 / 12
Ratio of driving wheelbase to overall engine wheelbase 0.37 0.37 0.37 0.37 0.38
Overall Wheelbase (engine & tender) (ft / m)66.35 / 20.2396.54 / 20.2366.35 / 20.2366.35 / 20.23
Axle Loading (Maximum Weight per Axle) (lbs / kg)44,533 / 20,20041,557 / 18,85040,565 / 18,40042,329 / 19,20041,447 / 18,800
Weight on Drivers (lbs / kg)133,182 / 60,410124,640 / 56,536121,034 / 54,900124,341 / 56,400122,797 / 55,700
Engine Weight (lbs / kg)190,250 / 86,296223,467 / 101,363227,076 / 103,000229,721 / 104,200233,028 / 105,700
Tender Loaded Weight (lbs / kg)162,701 / 73,800150,699 / 68,356
Total Engine and Tender Weight (lbs / kg)386,168 / 175,163377,775 / 171,356
Tender Water Capacity (gals / ML)8976 / 348976 / 348976 / 348448 / 32
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)11 / 1011 / 1011 / 1011 / 10
Minimum weight of rail (calculated) (lb/yd / kg/m)74 / 3769 / 34.5067 / 33.5069 / 34.5068 / 34
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)78.70 / 199978.70 / 200078.70 / 200078.70 / 200078.70 / 2000
Boiler Pressure (psi / kPa)208.90 / 14.40232.10 / 16232.10 / 16232.10 / 16355.30 / 24.50
High Pressure Cylinders (dia x stroke) (in / mm)18.75" x 26" / 476x66022.44" x 25.98" / 570x66018.5" x 25.98" / 470x660 (3)18.5" x 25.98" / 470x660 (3)13.78" x 25.98" / 350x660
Low Pressure Cylinders (dia x stroke) (in / mm)28.3" x 26" / 719x66020.47" x 25.98" / 520x660
Tractive Effort (lbs / kg)28,664 / 13001.7932,795 / 14875.5833,434 / 15165.4333,434 / 15165.4326,055 / 11818.36
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.65 3.80 3.62 3.72 4.71
Heating Ability
Tubes (number - dia) (in / mm)129 - 2.125" / 5485 - 2.953" / 7585 - 2.756" / 70112 - 2.126" / 5484 - 1.929" / 49
Flues (number - dia) (in / mm)43 - 5.625" / 14320 - 7.087" / 18020 - 6.693" / 17136 - 5.63" / 14338 - 5.315" / 135
Flue/Tube length (ft / m)19.03 / 5.8022.31 / 6.8022.31 / 6.8017.22 / 5.2519.03 / 5.80
Firebox Area (sq ft / m2)233 / 21.65173.77 / 16.15172.22 / 16229.27 / 21.30233.04 / 21.65
Grate Area (sq ft / m2)48.40 / 4.5044.01 / 4.0944.02 / 4.0945.53 / 4.2344.13 / 4.10
Evaporative Heating Surface (sq ft / m2)2560 / 237.922191 / 203.652185 / 202.962221 / 206.302031 / 188.64
Superheating Surface (sq ft / m2)1076 / 100777 / 72.20753 / 70902 / 83.80947 / 88
Combined Heating Surface (sq ft / m2)3636 / 337.922968 / 275.852938 / 272.963123 / 290.102978 / 276.64
Evaporative Heating Surface/Cylinder Volume308.10184.24180.22183.19452.89
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,11110,21510,21710,56815,679
Same as above plus superheater percentage13,14412,87112,87313,63220,697
Same as above but substitute firebox area for grate area63,27650,81850,36568,646109,295
Power L119,41025,73524,66628,84055,191
Power MT963.911365.591347.861534.042972.59

Principal Dimensions by Steve Llanso of Sweat House Media

ClassBR 04 002BR 18 201Group S3/6 // BR 18.4-18.5
Locobase ID20623 6041 2582
RailroadDeutsche ReichsbahnDeutsche ReichsbahnDeutsche Reichsbahn
CountryGermanyEast GermanyGermany
Whyte4-6-24-6-24-6-2
Number in Class1140
Road Numbers04 00218 20118 509-18 548
GaugeStdStdStd
Number Built140
BuilderKruppRAW Meiningenseveral
Year193219611927
Valve GearHeusingerWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.09 / 4.6016.73 / 5.1013.05 / 3.98
Engine Wheelbase (ft / m)39.37 / 1243.90 / 13.3836.37 / 11.09
Ratio of driving wheelbase to overall engine wheelbase 0.38 0.38 0.36
Overall Wheelbase (engine & tender) (ft / m)66.35 / 20.2370.57 / 21.5164.35 / 19.61
Axle Loading (Maximum Weight per Axle) (lbs / kg)41,403 / 18,78045,636 / 20,700
Weight on Drivers (lbs / kg)123,238 / 55,900134,923 / 61,200116,183 / 52,700
Engine Weight (lbs / kg)234,351 / 106,300250,445 / 113,600213,360 / 96,779
Tender Loaded Weight (lbs / kg)128,750 / 58,400151,800 / 68,855
Total Engine and Tender Weight (lbs / kg)379,195 / 172,000365,160 / 165,634
Tender Water Capacity (gals / ML)8448 / 328976 / 348184 / 31
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)11 / 1013.80 / 12.509 / 8
Minimum weight of rail (calculated) (lb/yd / kg/m)68 / 3475 / 37.5065 / 32.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)78.70 / 200090.60 / 230173.60 / 1869
Boiler Pressure (psi / kPa)362.60 / 25232.10 / 16239.30 / 16.50
High Pressure Cylinders (dia x stroke) (in / mm)13.78" x 25.98" / 350x66020.47" x 25.98" / 520x660 (3)17.38" x 24" / 441x610
Low Pressure Cylinders (dia x stroke) (in / mm)20.47" x 25.98" / 520x66025.6" x 26.4" / 650x671
Tractive Effort (lbs / kg)26,590 / 12061.0435,558 / 16128.8628,238 / 12808.56
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.63 3.79 4.11
Heating Ability
Tubes (number - dia) (in / mm)75 - 2.559" / 65112 - 2.126" / 54130 - 2.2" / 51
Flues (number - dia) (in / mm)24 - 6.339" / 16136 - 5.63" / 14335 - 5.42" / 138
Flue/Tube length (ft / m)22.31 / 6.8018.70 / 5.7017.07 / 5.26
Firebox Area (sq ft / m2)215.28 / 20229.27 / 21.30151 / 14.03
Grate Area (sq ft / m2)44.13 / 4.1045.53 / 4.2348.40 / 4.50
Evaporative Heating Surface (sq ft / m2)1150 / 106.842387 / 221.762168 / 201.49
Superheating Surface (sq ft / m2)911 / 84.60902 / 83.80821 / 76.30
Combined Heating Surface (sq ft / m2)2061 / 191.443289 / 305.562989 / 277.79
Evaporative Heating Surface/Cylinder Volume256.44160.81328.98
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation16,00210,56811,582
Same as above plus superheater percentage23,04213,42114,709
Same as above but substitute firebox area for grate area112,40767,58145,891
Power L150,10627,51019,247
Power MT2689.061348.531095.66

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