Data from "The Work of the British Engineering Standards Association as Applied to Locomotives and Rolling Stock: The Standardization of Locomotives for Indian Railways", Locomotive Magazine, Volume XXV [25] (15 August 1919), pp. 120-123. See also Cyril Hitchcock, "The Standardisation of Locomotives in India, 1910", Engineer, Volume 110 (28 October 1910), pp. 475; The Engineer's editors presented an emphatic dismissal of the notion of standarisation of types (e.g.: "Standard Goods", "Atlantic Passenger") in the same issue at p. 468. "LS"'s rebuttal appeared in the 11 November 1910 Engineer at p. 511.
British Engineering Standards Association version of the Heavy Goods Consolidation freight engine with Belpaire boiler of good size compared to the cylinder volume. As originally drafted, the design envisioned 61 1/2" driver diameters and a wheelbase of 17 ft. All involved soon concluded that conditions on Indian railways called for smaller drivers and a shorter wheelbase. Likewixe, after initial deliveries of 21" cylinders, most of the class were produced with 20" cylinders. Stephenson link motion may have been the preferred variant in the program, but says the 1919 report, Walschaert's gear was "almost invariably employed."
See the HP 4-6-0 for full description of the BESA intention and varying views of its utility.
Most data from "Consolidation Type Locomotive, North Western State Ry of India", Locomotive Magazine, Volume XX [20] (5 December 1914), p. 310-311. See also [], a scanned-in copy of a catalogue prepared ca. 1920.
One of two superheated versions of the British Engineering Standards Association Heavy Goods Consolidation This had a larger Belpaire boiler than the saturated-steam variant and a higher degree of superheat.
The Vulcan catalogue shows a slightly heavier engine with a bigger tender holding 5,400 US gallons (20,439 litres) of water and 11.2 tons of coal.
See the HP 4-6-0 for full description of the BESA intention and varying views of its utility.
Data from "New Locomotives for the Indian State Railroads", The Railroad Gazette, Volume XXXIX, No 11 (15 September 1905), p. 255.
British Engineering Standards Association version of the metre-gauge Consolidation freight engine with Belpaire boiler of good size compared to the cylinder volume. This tranche of 50 was headed for the"... North Western; the Oudh and Rohilkhand, and other of the Indian State Railways
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | BESA/HG | BESA/HGS | unknown |
Locobase ID | 4251 | 4253 | 13580 |
Railroad | |||
Country | India | India | India |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 50 | ||
Road Numbers | |||
Gauge | 5'6" | 5'6" | 5'6" |
Number Built | 50 | ||
Builder | Vulcan Foundry | ||
Year | 1909 | 1914 | 1905 |
Valve Gear | Walschaert | Walschaert | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 16 / 4.88 | 16 / 4.88 | |
Engine Wheelbase (ft / m) | 25 / 7.62 | 25 / 7.62 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 | 0.64 | |
Overall Wheelbase (engine & tender) (ft / m) | 54.83 / 16.71 | 38.36 / 11.69 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 35,840 / 16,257 | 35,952 / 16,308 | 36,792 / 16,689 |
Weight on Drivers (lbs / kg) | 142,240 / 64,519 | 143,584 / 65,129 | 70,952 / 32,183 |
Engine Weight (lbs / kg) | 160,160 / 72,647 | 163,968 / 74,375 | 107,744 / 48,872 |
Tender Loaded Weight (lbs / kg) | 104,496 / 47,399 | 87,696 / 39,778 | |
Total Engine and Tender Weight (lbs / kg) | 268,464 / 121,774 | 195,440 / 88,650 | |
Tender Water Capacity (gals / ML) | 4800 / 18.18 | 4800 / 18.18 | 3600 / 13.64 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8.25 / 8 | 7.50 / 7 | 8.30 / 8 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 59 / 29.50 | 60 / 30 | 30 / 15 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 56.50 / 1435 | 56.50 / 1435 | 60.50 / 1537 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 160 / 1100 | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 22" x 26" / 559x660 | 18.5" x 26" / 470x660 |
Tractive Effort (lbs / kg) | 28,163 / 12774.54 | 30,291 / 13739.78 | 22,504 / 10207.65 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.05 | 4.74 | 3.15 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 250 - 2.25" / 57 | ||
Flues (number - dia) (in / mm) | |||
Flue/Tube length (ft / m) | 13 / 3.96 | ||
Firebox Area (sq ft / m2) | 173 / 16.07 | 172 / 15.98 | 120 / 11.15 |
Grate Area (sq ft / m2) | 32 / 2.97 | 32 / 2.97 | 25.30 / 2.35 |
Evaporative Heating Surface (sq ft / m2) | 2087 / 193.89 | 1770 / 164.44 | 1350 / 125.42 |
Superheating Surface (sq ft / m2) | 389 / 36.14 | ||
Combined Heating Surface (sq ft / m2) | 2087 / 193.89 | 2159 / 200.58 | 1350 / 125.42 |
Evaporative Heating Surface/Cylinder Volume | 220.76 | 154.73 | 166.89 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 5760 | 5120 | 4554 |
Same as above plus superheater percentage | 5760 | 6042 | 4554 |
Same as above but substitute firebox area for grate area | 31,140 | 32,474 | 21,600 |
Power L1 | 5293 | 8075 | 4375 |
Power MT | 328.15 | 495.94 | 543.76 |