Data from "101 (GSR J15) 0-6-0 No.186" on the Railway Preservation Society of Ireland at
[
Data from E E Joynt, "The Modern Locomotives of the Great Southern and Western Railway", Locomotive Magazine, Volume XXIV [24] (15 February 1918), pp. 34-35. See also "Great Southern & Western Railway" on John Speller's Web Pages - Great Southern Railways at [], last accessed 18 January 2020.
Data from E E Joynt, "The Modern Locomotives of the Great Southern & Western", Locomotive Magazine,Volume XXIV [24] (15 October 1918), pp. 166-167.
As noted in Locobase 10637's account of the original 207 0-6-0Ts, that class suffered from a maldistribution of weight that required the addition of weight on the front end. When Henry Ivatt decided to build two additional engines for similar work, he reduced the design's axle loading by 1 ton 6 cwt ( 2,912 lb/1,321 kg) and overall engine weight by 1 ton 17 cwt (4,144 lb/1,880 kg). To accomplish the weight trimming, Ivatt reduced the size of the boiler by deleting 25 boiler tubes and accepting lower water and coal capacity. As the pair hauled main-line passenger trains on the last leg of trips to North Wall and Amiens Street, they received automatic brakes, reducing valves, and a pipe connecting them to the steam-heated passenger cars.Data from "Six-Coupled Side Tank Engines, G S & W R," The Locomotive Magazine, Vol XIV (15 February 1908), p. 25. See also E E Joynt, "The Modern Locomotives of the Great Southern & Western", Locomotive Magazine,Volume XXIV [24] (15 October 1918), pp. 166.
Henry Ivatt designed these "heavy" tank shunter to work Cork's goods yard as well as hauling local goods trains through the tunnel to Rathpeacon. The design emerged with "a preponderance of weight on the trailing end." To compensate, the railway fitted the front buffer with 6" (152 mm) thck plates to balance the load. Robert Coey supplied four more engines built to similar specs in 1901; see Locobase 20695.Data from E E Joynt, "The Modern Locomotives of the Great Southern & Western", Locomotive Magazine,Volume XXIV [24] (15 October 1918), pp. 168.
When the GS&W's Robert Coey updated Henry Ivatt's 1895 "heavy" tank shunter (Locobase 10637) in 1901, he tweaked the design in minor ways. The boiler had two fewer tubes than the 207's 204 and a dome positioned somewhat further back on the boiler, and reducing bunker and tank capacities as well as maximum axle loading. A more significant change involved adopting a firebox that had a slightly lower crown than would be used later and thus slightly less direct heating surface area.
Data from E E Joynt, "The Modern Locomotives of the Great Southern & Western", Locomotive Magazine,Volume XXIV [24] (15 March 1918), pp. 44-45; and 15 May 1918, pp. 77-78. See also Wikipedia at [], last accessed 18 January 2020.
Data from " "New Locos, Great Southern & Western Ry, Ireland", Locomotive Magazine, Volume X [10] (12 March 1904), p. 44; and E E Joynt, "The Modern Locomotives of the Great Southern and Western Railway", Locomotive Magazine, Volume XXIV [24] (15 July 1918), p. 113.
This was a rather tall looking engine from Locomotive Superintendent Robert Coey in which the gap between the small drivers and the relatively slender boiler accentuated the impression. Joynt explained that a 1902 strike at GS&W's Inchicore works led Coey to turn to an independent builder to build an "entirely new design in every respect" from the 351 class to handle the railway's heavier goods trains In addition to the greater cylinder volume, the builder increased boiler diameter, used heavier axles, and turned them in longer journals. The target was a train loading of 65 loaded wagons. The class was delivered as an 0-6-0, but conversion to the 2-6-0 arrangement began in 1907 and spent the rest of their careers so configured; see Locobase 20697.
Designed by A McDonnell. As reproduced on the Railway Preservation Society of Ireland's website -- [] and [
] . The data reflect the later superheated version fitted with Z-class boilers. The big visual difference was the sizable Belpaire firebox.. RPSI's famed 186 received her new kit in 1932.
Data from "Superheater Goods Engine, Great Southern & Western Railway of Ireland", Locomotive Magazine, Volume XX [20] (15 April 1914), pp. .95-96. See also "Class 257 J4" on Steamindex at [], last accessed 25 January 2018.
Data from E E Joynt, "The Modern Locomotives of the Great Southern and Western Railway", Locomotive Magazine, Volume XXIV [24] (15 January 1918), p.18. See also G. Drysdale Dempsey, A Rudimentary Treatise on the Locomotive Engine (2nd Revised Ed with large additions treating of The Modern Locomotive by D. Kinnear Clark) (London: Crosby, Lockwood & Son, 1888), p. 144. See also John Robinson, "Modern Locomotives", Van Norstrand's Engineering Magazine, Volume X, No LXI (January 1874), p. 46.
Production in the first fifteen years ran as follows: Year Builder Works numbers Road numbers 1866 Inchicore 112-113, 115 1867 Beyer, Peacock 148, 150 1868 Beyer, Peacock 151-154 1871-1872 Inchicore 155-156, 159-162, 157-158 1872 Sharp, Stewart & Co 163-166 1873 Inchicore 102,104, 167-168 1873 Sharp, Stewart 175-176 1873 Beyer, Peacock 177-178 1874-1878 Inchicore 106, 117, 169-174, 108,142, 179-180. 109, 119-121, 143, 144-146 1879 Inchicore 181-182 1879 Sharp, Stewart 185-186 1880 Inchicore 183, 184 1881 Inchicore 107, 139-141 1881 Beyer, Peacock 189-190 An appreciation of the J15 by A Donaldson, a former driver for the CIE, comments "The J15s stood high in the estimation of enginemen as reliable plodders which, however battered, would not let you down. When circumstances demanded, however, they had a fine turn of speed. " Donaldson notes that this was the only class of Irish locomotives to include more than 100 examples. Joynt wrote that these earlier 17" locomotives, designed by Alexander McDonnell, rolled on unbalanced wrought iron wheels, used wooden buffer planks, used Giffard injectors. Robinson's data from the 1874 article republished in Van Norstrand's, showed a smaller boiler from one of the earliest batches. Heating surface area data are smaller than Joynt's (846 sq ft/78.60 sq m in the tubes, 93 sq ft/8.64 sq m in the firebox for a total of 939 sq ft/87.24 sqm of evaporative heating surface area). He credited the engine, its boiler pressed to 140 psi (9.65 bar) with pulling a 607-long-ton load at 25 mph (40 kph) on the level. Coal consumption when pulling 55 wagons (presumably loaded) came to 35 lb/mile (9.86 kg/km). Clark noted the plate frame and the inside cylinders. He then delves into a discussion of driver spacing with some useful observations. The first two axles were placed 7 1/4 feet (2.21 m) apart while the spacing between the last two was 8 ft 3 inches (2.51 m). The closer spacing of the first two serves two functions. It should improve the distribution of weight along the wheelbase with the driven axle "well forward" and it reduces the length of the coupling (US: main) rod to 5 ft 7 in (1.70 m) or "a little over 5 1/2 times the length of the crank." Clark doesn't say directly, but such a short rod reduced stress on the whole assembly. What the spacing did not do, he points out, was to balance the weight: "Even so, the weight on the hind wheels is considerably less than the others." This may have resulted from positioning the firebox between the last two driving axles. Gross train loads could reach 607 long tons and still be hauled at 25 mph. Coal consumption measured 35 lb/mile (9.9 kg/km) when pulling 55 "waggons" [these may have weighed 10 long tons each].Data from E E Joynt, "The Modern Locomotives of the Great Southern and Western Railway", Locomotive Magazine, Volume XXIV [24] (15 February 1918), p.34-36. See also C J Bowen Cooke, British Locomotives: Their History, Construction, and Modern Developments (3rd rev and enlarged ed), (London: Whittaker and Co, 1900); and Jeremy Clements, Malcolm McMahon and Alan O'Rourke, Locomotives of the Great Southern & Western Railway (Collon: Collon Publishing, 2020). Builders included GS&W's Inchicore Works (91), Beyer Peacock (12), and Sharp, Stewart (8).
The redoubtable Steamindex cites Clement and Macmahon to quote their succinct endorsement of this mainstay class that achieved an average working life of 75 years: "Their robust simple construction made them great favourites [sic] with locomotive crews band shed staff, while their reliability and economy in operation pleased the financial managers." Locobase 13305 showed the 17" cylinder Standard Goods locomotives (also dubbed the "101s" after the first engine's road number). In 1882, the GS&W's Inchicore shops began producing an 18" variant, which had 20 fewer tubes with a 1/4" (6.35 mm) smaller bore, but a boiler pressed to a higher psi. Thus the locomotive generated more power with less steaming capability, a result that Joynt noted "did not provide any reserve power." On dry rail in "fairly normal conditions", a 101 coulld manage 45 loaded cars. But dampness, which another source noted was a frequent occurence in Ireland, compromised the engines' ability. Thus, reported Joynt, "owing to slipping and defective steaming much time was lost." This led to a redesign by Mr Coey, the line's locomotive superintendent. See Locobase 20642.Data from E E Joynt, "The Modern Locomotives of the Great Southern and Western Railway", Locomotive Magazine, Volume XXIV [24] (15 February 1918), p.18.
Joynt reported that the 165's conversion to a cross-compound locomotive was quite successful as it "proved economical in coal and water." But the engine's tractive power proved lower than that of the simple-expansion 101 class from which it was taken. Moreover, loads were distributed unevenly over the three axles with the leading axle supporting the heavier LP cylinder. The third axle, located behind the firebox, carried a mere 9 tons 6 cwt (20,322 lb/9,449 kg). When one of the cylinders cracked in 1896, the 165 was rebuilt as a simple-expansion Standard Goods.Data from E E Joynt, "The Modern Locomotives of the Great Southern & Western", Locomotive Magazine,Volume XXIV [24] (15 May 1918), pp. 78-79. See also "0-6-0
Class 257 J4: 1913-14" on steamindex's website at [Data from C J Bowen Cooke, British Locomotives: Their History, Construction, and Modern Developments (3rd rev and enlarged ed), (London: Whittaker and Co, 1900), p. 320.
Bowen Cooke only says that these were side-tank engines for working branch passenger trains.Data from C J Bowen Cooke, British Locomotives: Their History, Construction, and Modern Developments (3rd rev and enlarged ed), (London: Whittaker and Co, 1900). See also E E Joynt, "The Modern Locomotives of the Great Southern and Western Railway", Locomotive Magazine, Volume XXIV [24] (15 November 1918), p. 178.
Bowen Cooke wrote that these engines ran on light railways to connect that service to the main lines over gradients as steep as 1 in 60 (1.67 %). Joynt added that the line was the Fermoy & Mitchelstown Branch, 11.35 miles (18.3 km) laid with 50 lb/yard (25 kg/metre) rail. A profile drawing shows a tall, tapered chimney (stack), capped dome shrouded by smooth cover, and closed-in cab. Following the amalgamation of most Irish railways as the Great Southern in 1925, the pair served the Timoleague & Courtmacsherry section. Still later, the 99 and 100 served as shunters on the Cork Quays and at Albert Quay station.
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 101/J15 | 200 class | 201 (2nd) | 207 | 217 |
Locobase ID | 8933 | 20642 | 20694 | 10637 | 20695 |
Railroad | Great Southern & Western | Great Southern & Western | Great Southern & Western | Great Southern & Western | Great Southern & Western |
Country | Ireland | Ireland | Ireland | Ireland | Ireland |
Whyte | 0-6-0 | 0-6-0 | 0-6-0T | 0-6-0T | 0-6-0T |
Number in Class | 111 | 61 | 2 | 4 | 4 |
Road Numbers | 240-243 | 201-202 | 207-210 | 217-220 | |
Gauge | 5'3" | 5'3" | 5'3" | 5'3" | 5'3" |
Number Built | 111 | 12 | 2 | 4 | 4 |
Builder | Inchicore Works | several | Inchicore Works | Inchicore Works | Inchicore Works |
Year | 1900 | 1902 | 1895 | 1887 | 1901 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 |
Engine Wheelbase (ft / m) | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 |
Ratio of driving wheelbase to overall engine wheelbase | 1 | 1 | 1 | 1 | 1 |
Overall Wheelbase (engine & tender) (ft / m) | 35.25 / 10.74 | 15.50 / 4.72 | 15.50 / 4.72 | 15.50 / 4.72 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 26,208 / 11,888 | 33,600 / 15,241 | 36,512 / 16,562 | 34,720 / 15,749 | |
Weight on Drivers (lbs / kg) | 84,300 / 38,238 | 72,128 / 32,717 | 95,760 / 43,436 | 99,904 / 45,316 | 98,112 / 44,503 |
Engine Weight (lbs / kg) | 84,300 / 38,238 | 72,128 / 32,717 | 95,760 / 43,436 | 99,904 / 45,316 | 98,112 / 44,503 |
Tender Loaded Weight (lbs / kg) | 29,100 / 13,200 | 63,840 / 28,957 | |||
Total Engine and Tender Weight (lbs / kg) | 113,400 / 51,438 | 135,968 / 61,674 | 95,760 / 43,436 | 99,904 / 45,316 | 98,112 / 44,503 |
Tender Water Capacity (gals / ML) | 2237 / 8.47 | 876 / 3.32 | 1134 / 4.30 | 876 / 3.32 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.40 / 4 | 1.65 / 2 | 2.20 / 2 | 1.68 / 2 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 47 / 23.50 | 40 / 20 | 53 / 26.50 | 56 / 28 | 55 / 27.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 60 / 1524 | 61.75 / 1568 | 54.50 / 1384 | 54.50 / 1384 | 54.50 / 1384 |
Boiler Pressure (psi / kPa) | 160 / 11 | 160 / 11 | 160 / 11 | 150 / 10.30 | 160 / 11 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 17,626 / 7995.03 | 17,126 / 7768.23 | 19,404 / 8801.52 | 18,192 / 8251.76 | 19,404 / 8801.52 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.78 | 4.21 | 4.94 | 5.49 | 5.06 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 185 - 1.75" / 44 | 200 - 1.75" / 44 | 179 - 1.75" / 44 | 204 - 1.75" / 44 | 202 - 1.75" / 44 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 10.08 / 3.07 | 10.08 / 3.07 | 10.04 / 3.06 | 10.04 / 3.06 | 10.08 / 3.07 |
Firebox Area (sq ft / m2) | 101 / 9.38 | 116 / 10.78 | 112.50 / 10.45 | 112.50 / 10.45 | 105 / 9.75 |
Grate Area (sq ft / m2) | 17.50 / 1.63 | 19.30 / 1.79 | 18.84 / 1.75 | 18.84 / 1.75 | 19.30 / 1.79 |
Evaporative Heating Surface (sq ft / m2) | 957 / 88.91 | 1041 / 96.71 | 936 / 86.96 | 1051 / 97.64 | 1039 / 96.53 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 957 / 88.91 | 1041 / 96.71 | 936 / 86.96 | 1051 / 97.64 | 1039 / 96.53 |
Evaporative Heating Surface/Cylinder Volume | 135.39 | 147.27 | 132.42 | 148.69 | 146.99 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2800 | 3088 | 3014 | 2826 | 3088 |
Same as above plus superheater percentage | 2800 | 3088 | 3014 | 2826 | 3088 |
Same as above but substitute firebox area for grate area | 16,160 | 18,560 | 18,000 | 16,875 | 16,800 |
Power L1 | 3309 | 3776 | 3081 | 3110 | 3216 |
Power MT | 259.61 | 346.24 | 212.80 | 205.89 | 216.79 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 351/J9 | 355/K3 | J15 superheated | J4 | Standard Goods 101 - 17" |
Locobase ID | 20696 | 10443 | 4785 | 20338 | 13305 |
Railroad | Great Southern & Western | Great Southern & Western | Great Southern & Western | Great Southern & Western | Great Southern & Western |
Country | Ireland | Ireland | Ireland | Ireland | Ireland |
Whyte | 0-6-0 | 0-6-0 | 0-6-0 | 0-6-0T | 0-6-0 |
Number in Class | 8 | 7 | 8 | ||
Road Numbers | 351-355, 249-252 | 355-361 | 257-264 | ||
Gauge | 5'3" | 5'3" | 5'3" | 5'3" | 5'3" |
Number Built | 8 | 7 | 8 | ||
Builder | Inchicore | Sharp, Stewart | several | Inchicore Works | several |
Year | 1903 | 1903 | 1925 | 1913 | 1866 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 16.08 / 4.90 | 17 / 5.18 | 10.92 / 3.33 | 15.50 / 4.72 | |
Engine Wheelbase (ft / m) | 16.08 / 4.90 | 17 / 5.18 | 10.92 / 3.33 | 15.50 / 4.72 | |
Ratio of driving wheelbase to overall engine wheelbase | 1 | 1 | 1 | 1 | |
Overall Wheelbase (engine & tender) (ft / m) | 37.17 / 11.33 | 38.58 / 11.76 | 35.25 / 10.74 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 34,944 / 15,850 | 39,312 / 17,832 | 29,120 / 13,209 | 37,976 / 17,226 | 26,208 / 11,888 |
Weight on Drivers (lbs / kg) | 98,112 / 44,503 | 110,096 / 49,939 | 84,336 / 38,254 | 105,728 / 47,957 | 72,128 / 32,717 |
Engine Weight (lbs / kg) | 98,112 / 44,503 | 110,096 / 49,939 | 84,336 / 38,254 | 105,728 / 47,957 | 72,128 / 32,717 |
Tender Loaded Weight (lbs / kg) | 72,800 / 33,022 | 63,840 / 28,957 | 83,552 / 37,899 | 63,840 / 28,957 | |
Total Engine and Tender Weight (lbs / kg) | 182,896 / 82,961 | 148,176 / 67,211 | 189,280 / 85,856 | 135,968 / 61,674 | |
Tender Water Capacity (gals / ML) | 3280 / 12.42 | 4014 / 15.20 | 3276 / 12.41 | 4014 / 15.20 | 2237 / 8.47 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 7.70 / 7 | 6 / 6 | 7.70 / 7 | 4.40 / 4 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 55 / 27.50 | 61 / 30.50 | 47 / 23.50 | 59 / 29.50 | 40 / 20 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 60.13 / 1527 | 61.75 / 1568 | 61.75 / 1568 | 61.50 / 1562 | 61.75 / 1568 |
Boiler Pressure (psi / kPa) | 160 / 11 | 160 / 11 | 160 / 11 | 160 / 11 | 150 / 10.30 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 19" x 26" / 483x660 | 18" x 24" / 457x610 | 19" x 26" / 483x660 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 19,053 / 8642.31 | 20,672 / 9376.67 | 17,126 / 7768.23 | 20,756 / 9414.77 | 14,321 / 6495.90 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.15 | 5.33 | 4.92 | 5.09 | 5.04 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 233 - 1.75" / 44 | 264 - 1.75" / 44 | 122 - 1.75" / 44 | 185 - 2" / 51 | |
Flues (number - dia) (in / mm) | 18 - 5" / 127 | ||||
Flue/Tube length (ft / m) | 10.58 / 3.22 | 11.58 / 3.53 | 10.67 / 3.25 | 8.83 / 2.69 | |
Firebox Area (sq ft / m2) | 118 / 10.96 | 132 / 12.26 | 112 / 10.41 | 118 / 10.96 | 96 / 8.92 |
Grate Area (sq ft / m2) | 20.40 / 1.90 | 24.80 / 2.30 | 18.75 / 1.74 | 20.40 / 1.90 | 17.50 / 1.63 |
Evaporative Heating Surface (sq ft / m2) | 1247 / 115.85 | 1535 / 142.61 | 774 / 71.91 | 962 / 89.37 | 952 / 88.44 |
Superheating Surface (sq ft / m2) | 112 / 10.41 | 224 / 20.81 | |||
Combined Heating Surface (sq ft / m2) | 1247 / 115.85 | 1535 / 142.61 | 886 / 82.32 | 1186 / 110.18 | 952 / 88.44 |
Evaporative Heating Surface/Cylinder Volume | 162.84 | 179.91 | 109.50 | 112.75 | 150.99 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 3264 | 3968 | 3000 | 3264 | 2625 |
Same as above plus superheater percentage | 3264 | 3968 | 3390 | 3884 | 2625 |
Same as above but substitute firebox area for grate area | 18,880 | 21,120 | 20,250 | 22,467 | 14,400 |
Power L1 | 3847 | 4236 | 5456 | 6858 | 3506 |
Power MT | 259.33 | 254.47 | 427.87 | 429.01 | 321.49 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | Standard Goods 101 - 18" | Standard Goods cross-compound | Superheated 351 | unknown | unknown |
Locobase ID | 20640 | 20641 | 20699 | 8976 | 8977 |
Railroad | Great Southern & Western | Great Southern & Western | Great Southern & Western | Great Southern & Western | Great Southern & Western |
Country | Ireland | Ireland | Ireland | Ireland | Ireland |
Whyte | 0-6-0 | 0-6-0 | 0-6-0 | 0-6-0T | 0-6-0T |
Number in Class | 1 | 8 | 4 | ||
Road Numbers | 165 | 257-264 | 99-100 | ||
Gauge | 5'3" | 5'3" | 5'3" | 5'3" | 5'3" |
Number Built | 4 | 4 | |||
Builder | several | Inchicore | Inchicore | Inchicore Works | Inchicore Works |
Year | 1882 | 1888 | 1913 | 1879 | 1890 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15.50 / 4.72 | 15.50 / 4.72 | 16.08 / 4.90 | 15.50 / 4.72 | 10.92 / 3.33 |
Engine Wheelbase (ft / m) | 15.50 / 4.72 | 15.50 / 4.72 | 16.08 / 4.90 | 15.50 / 4.72 | 10.92 / 3.33 |
Ratio of driving wheelbase to overall engine wheelbase | 1 | 1 | 1 | 1 | 1 |
Overall Wheelbase (engine & tender) (ft / m) | 35.25 / 10.74 | 35.25 / 10.74 | 37.17 / 11.33 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 26,208 / 11,888 | 29,344 / 13,310 | 36,960 / 16,765 | 17,920 / 8128 | |
Weight on Drivers (lbs / kg) | 72,128 / 32,717 | 77,280 / 35,054 | 105,728 / 47,957 | 95,872 / 43,487 | 52,416 / 23,725 |
Engine Weight (lbs / kg) | 72,128 / 32,717 | 77,280 / 35,054 | 105,728 / 47,957 | 95,872 / 43,487 | 52,416 / 23,725 |
Tender Loaded Weight (lbs / kg) | 63,840 / 28,957 | 63,840 / 28,957 | 80,864 / 36,679 | ||
Total Engine and Tender Weight (lbs / kg) | 135,968 / 61,674 | 141,120 / 64,011 | 186,592 / 84,636 | 95,872 / 43,487 | 52,416 / 23,725 |
Tender Water Capacity (gals / ML) | 2237 / 8.47 | 2237 / 8.47 | 4014 / 15.20 | 1500 / 5.68 | 660 / 2.50 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.40 / 4 | 4.40 / 4 | 7.70 / 7 | 0.70 / 1 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 40 / 20 | 43 / 21.50 | 59 / 29.50 | 53 / 26.50 | 29 / 14.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 61.75 / 1568 | 61.75 / 1568 | 61.75 / 1568 | 66 / 1676 | 44 / 1118 |
Boiler Pressure (psi / kPa) | 160 / 11 | 150 / 10.30 | 160 / 11 | 150 / 10.30 | 150 / 10.30 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 (1) | 19" x 26" / 483x660 | 16" x 20" / 406x508 | 10" x 18" / 254x457 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 26" x 24" / 660x610 (1) | ||||
Tractive Effort (lbs / kg) | 17,126 / 7768.23 | 10,854 / 4923.30 | 20,672 / 9376.67 | 9891 / 4486.49 | 5216 / 2365.94 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.21 | 7.12 | 5.11 | 9.69 | 10.05 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 165 - 1.75" / 44 | 165 - 1.75" / 44 | 122 - 1.75" / 44 | 102 - 1.5" / 38 | |
Flues (number - dia) (in / mm) | 18 - 5" / 127 | ||||
Flue/Tube length (ft / m) | 10.08 / 3.07 | 10.08 / 3.07 | 10.58 / 3.22 | 7.75 / 2.36 | |
Firebox Area (sq ft / m2) | 96 / 8.92 | 96 / 8.92 | 118 / 10.96 | 88.50 / 8.22 | 52 / 4.83 |
Grate Area (sq ft / m2) | 17.50 / 1.63 | 17.50 / 1.63 | 20.40 / 1.90 | 16 / 1.49 | 10 / 0.93 |
Evaporative Heating Surface (sq ft / m2) | 860 / 79.90 | 860 / 79.90 | 962 / 89.37 | 859 / 79.83 | 362 / 33.63 |
Superheating Surface (sq ft / m2) | 224 / 20.81 | ||||
Combined Heating Surface (sq ft / m2) | 860 / 79.90 | 860 / 79.90 | 1186 / 110.18 | 859 / 79.83 | 362 / 33.63 |
Evaporative Heating Surface/Cylinder Volume | 121.67 | 243.33 | 112.75 | 184.56 | 221.24 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2800 | 2625 | 3264 | 2400 | 1500 |
Same as above plus superheater percentage | 2800 | 2625 | 3884 | 2400 | 1500 |
Same as above but substitute firebox area for grate area | 15,360 | 14,400 | 22,467 | 13,275 | 7800 |
Power L1 | 3122 | 2805 | 6886 | 4614 | 4182 |
Power MT | 286.28 | 240.06 | 430.76 | 318.30 | 527.69 |