Data from "Consolidation Locomotive for the Nippon Tetsudo Kwaisha Railroad", Railroad Gazette, Volume 42, No. 10 (8 March 1907), pp. 296-297. Works numbers were 41261-41272 in October 1906.
The Nippon Railway ordered a dozen locomotives from each of the two biggest locomotive builders in the USA. The Baldwins are shown in Locobase 12948. These Alcos were a little bigger and had fireboxes that included 18 sq ft (1.67 sq m) of heating surface in arch tubes.Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 28, p. 280. Works numbers were 28914-28917, 28946-28947, and 28960-28965 in September 1906.
Like the Alco Consolidations shown in Locobase 12949, these Baldwins were quite the largest 2-8-0s to go into Japanese service. Their backbones were frames of "thoroughly annealed" cast steel, the cast iron pistons were to be "as light as possible", and all bearing surfaces were required to be "large with ample means of lubrication for a run of 40 miles [64 km] and to permit a speed of 45 miles [72 kph] per hour without heating." In the same year that the NR ordered these locomotives, the 861-mile (1,386 km), privately held railway was taken into the Japanese Imperial Government Railways system.Data from Record of Recent Construction #54 (Baldwin Locomotive Works, 1905), p. 20-21; and DeGolyer, Volume 28, p. 97. Works numbers, all in 1905 were:
August 26226-26228, 26245, 26257, 26272-26274, 26290, 26310-26311, 26331-26333, 26346, 26368, 26369 September 26404, 26437, 26461-26462, 26479, 26494, 26496, 26509 October 26573, 26586, 26590-26591, 26654, 26699-26700, 26715, 26734, 26741 November 26784-26786, 26829, 26841-26842, 26849, 26893-26894, 26906, 26924-26925 December 26959-26960, 27074 In the same year that Baldwin was supplying 165 0-6-2Ts to the IGR (Locobase 10983), it was turning out these 50 powerful (for the Cape Gauge) Consolidations. Information on what class this might have become under the JNR in 1912 is not available, apparently -- unlike many of the other classes imported by Japan during this time.Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged.
Classic American Consolidation exported to Japan.Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged.
Superheated version of the American-designed 9550. What's particularly noticeable about this superheater upgrade is the increase in total heating surface. That was an unusual outcome for such makeovers, which more often yielded a net loss in area (although the smaller surface yielded better steam). In this case, the less-dense layout of tubes typical for a Japanese boiler allowed the substitution of flues at the sacrifice of fewer tubes.Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged. See also "Locomotive Practice on the Japanese Railways", Railway Engineer, Volume 44, No 2 (February 1923), pp. 68-70.
Obviously a standard-design Consolidation with typical distribution of tubes and flues; this entry shows the specifications for the first 58 locomotives. See Locobase 3817 for an extended discussion and data on the remainder of the class. RE's 1923 report noted that this was "the largest and most powerful 2-8-0 locomotive ever built in this country [Japan]." He added that the class was "particularly good for slow freight and heavy grade passenger services." Information from Ejii Nozawa's web site ([]) says the entire 9600 class (see also #3817) was built from 1913-1925 by Hitachi, Kawasaki, KSK, and JNR's own Kokura works.Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged. See also "Locomotive Practice on the Japanese Railways", Railway Engineer, Volume 42, No 2 (February 1923), pp. 68-70.
Information about the first 58 is found at Locobase 3816. At the 59th example, the class settled on a tube-flue layout that had eight fewer tubes, one more flue. Over time the 9600s saw a slight increase in boiler pressure to 185 psi and acquired pre-heaters, an extended stack, and smoke deflectors. Akira Saito, in an overview of Japan's modern steam locomotives published in December 2002 on [], observes that compared to the earlier Baldwin 9300 class, which had a bar frame, the 9600s used a plate frame. The firebox now lay over the rear driving axle, not sloping down between the last two and the driver diameter increased by 130 mm (5.2"). As a result the boiler center was almost a full foot higher (300 mm). Saito adds that the 9600 "stood out by adopting superheated steam and a design of frame and axle box suitable for easy revamping to standard gauge." Compared to the earlier Baldwin 9300 class, which had a bar frame, the 9600s used a plate frame. Information from Ejii Nozawa's web site ([]) says the entire 9600 class (see also #3816) was built from 1913-1925 by Hitachi, Kawasaki, KSK, and JNR's own Kokura works. They operated in Japan until the mid-1970s. Because the Japanese also ruled Formosa (Taiwan) and Korea and occupied China for several years, 9600s wound up there, too.
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 1 | 576 | 800 | 9550 | 9580 |
Locobase ID | 12949 | 12948 | 10984 | 3814 | 3815 |
Railroad | Nippon (JGR) | Nippon (JGR) | Imperial Government Railways (JGR) | Imperial Government Railways (JGR) | Imperial Government Railways (JGR) |
Country | Japan | Japan | Japan | Japan | Japan |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 12 | 12 | 50 | 12 | 12 |
Road Numbers | 576-587 | 800-849 | 9550 | 9580 | |
Gauge | 3'6" | 3'6" | 3'6" | 3'6" | 3'6" |
Number Built | 12 | 12 | 50 | 12 | 12 |
Builder | Alco-Rogers | Burnham, Williams & Co | Burnham, Williams & Co | Kawasaki | Kawasaki |
Year | 1906 | 1906 | 1905 | 1912 | 1912 |
Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13.75 / 4.19 | 13.75 / 4.19 | 14 / 4.27 | 15 / 4.57 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 21.58 / 6.58 | 21.58 / 6.58 | 21.33 / 6.50 | 23 / 7.01 | 23 / 7.01 |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 | 0.64 | 0.66 | 0.65 | 0.65 |
Overall Wheelbase (engine & tender) (ft / m) | 45.21 / 13.78 | 45.04 | 48 / 14.63 | 46.79 / 14.26 | 48.43 / 14.76 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 29,680 | 31,262 / 14,180 | 29,917 / 13,570 | ||
Weight on Drivers (lbs / kg) | 101,600 / 46,085 | 97,000 / 43,999 | 93,800 / 42,547 | 119,799 / 54,340 | 119,645 / 54,270 |
Engine Weight (lbs / kg) | 114,600 / 51,982 | 110,000 / 49,895 | 104,250 / 47,287 | 133,600 / 60,600 | 133,820 / 60,700 |
Tender Loaded Weight (lbs / kg) | 68,000 / 30,844 | 68,000 / 30,844 | 60,750 / 27,556 | 64,860 / 29,420 | 66,006 / 29,940 |
Total Engine and Tender Weight (lbs / kg) | 182,600 / 82,826 | 178,000 / 80,739 | 165,000 / 74,843 | 198,460 / 90,020 | 199,826 / 90,640 |
Tender Water Capacity (gals / ML) | 2400 / 9.09 | 3600 / 13.64 | 2760 / 10.45 | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.50 / 5 | 4.60 / 4 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 42 / 21 | 40 / 20 | 39 / 19.50 | 50 / 25 | 50 / 25 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 44 / 1118 | 44 / 1118 | 43 / 1092 | 49 / 1245 | 49 / 1245 |
Boiler Pressure (psi / kPa) | 180 / 12.40 | 180 / 12.40 | 180 / 12.40 | 179.80 / 12.40 | 179.80 / 12.40 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 22" / 457x559 | 17.99" x 24.02" / 457x610 | 19.02" x 24.02" / 483x610 |
Tractive Effort (lbs / kg) | 27,039 / 12264.70 | 27,039 / 12264.70 | 25,362 / 11504.02 | 24,246 / 10997.81 | 27,102 / 12293.28 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.76 | 3.59 | 3.70 | 4.94 | 4.41 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 250 - 2" / 51 | 250 - 2" / 51 | 215 - 1.75" / 44 | 218 - 2.008" / 51 | 116 - 2.008" / 51 |
Flues (number - dia) (in / mm) | 21 - 5.236" / 133 | ||||
Flue/Tube length (ft / m) | 13.08 / 3.99 | 13.11 / 4 | 13 / 3.96 | 13.25 / 4.04 | 13.25 / 4.04 |
Firebox Area (sq ft / m2) | 108 / 10.04 | 89 / 8.27 | 119.30 / 11.09 | 134.93 / 12.54 | 134.93 / 12.54 |
Grate Area (sq ft / m2) | 25.80 / 2.40 | 24.90 / 2.31 | 20.70 / 1.92 | 20.01 / 1.86 | 20.01 / 1.86 |
Evaporative Heating Surface (sq ft / m2) | 1810 / 168.22 | 1791 / 166.45 | 1387 / 128.90 | 1647 / 153.10 | 1323 / 123 |
Superheating Surface (sq ft / m2) | 393 / 36.51 | ||||
Combined Heating Surface (sq ft / m2) | 1810 / 168.22 | 1791 / 166.45 | 1387 / 128.90 | 1647 / 153.10 | 1716 / 159.51 |
Evaporative Heating Surface/Cylinder Volume | 256.06 | 253.37 | 214.06 | 233.07 | 167.49 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4644 | 4482 | 3726 | 3598 | 3598 |
Same as above plus superheater percentage | 4644 | 4482 | 3726 | 3598 | 4425 |
Same as above but substitute firebox area for grate area | 19,440 | 16,020 | 21,474 | 24,260 | 29,840 |
Power L1 | 4388 | 4176 | 3949 | 4824 | 10,289 |
Power MT | 380.86 | 379.65 | 371.26 | 355.10 | 758.35 |
Principal Dimensions by Steve Llanso of Sweat House Media | ||
---|---|---|
Class | 9600 | 9658 |
Locobase ID | 3816 | 3817 |
Railroad | Imperial Government Railways (JGR) | Imperial Government Railways (JGR) |
Country | Japan | Japan |
Whyte | 2-8-0 | 2-8-0 |
Number in Class | 58 | 712 |
Road Numbers | 9600-9657 | 9658+ |
Gauge | 3'6" | 3'6" |
Number Built | 58 | 712 |
Builder | several | several |
Year | 1913 | 1913 |
Valve Gear | Walschaert | Walschaert |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 14.99 / 4.57 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 23 / 7.01 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 | |
Overall Wheelbase (engine & tender) (ft / m) | 46.45 / 14.16 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 29,013 / 13,160 | 29,057 / 13,180 |
Weight on Drivers (lbs / kg) | 116,095 / 52,660 | 116,250 / 52,730 |
Engine Weight (lbs / kg) | 131,880 / 59,820 | 133,049 / 60,350 |
Tender Loaded Weight (lbs / kg) | 74,516 / 33,800 | |
Total Engine and Tender Weight (lbs / kg) | 206,396 / 93,620 | |
Tender Water Capacity (gals / ML) | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 48 / 24 | 48 / 24 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 49 / 1245 | 49 / 1245 |
Boiler Pressure (psi / kPa) | 179.80 / 12.40 | 180 / 12.40 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24.02" / 508x610 | 20" x 24" / 508x610 |
Tractive Effort (lbs / kg) | 29,967 / 13592.82 | 29,976 / 13596.90 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.87 | 3.88 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 134 - 2.008" / 51 | 126 - 2" / 51 |
Flues (number - dia) (in / mm) | 21 - 5.236" / 133 | 22 - 5.25" / 133 |
Flue/Tube length (ft / m) | 13.25 / 4.04 | 13.25 / 4.04 |
Firebox Area (sq ft / m2) | 107.96 / 10.03 | 107.92 / 10.03 |
Grate Area (sq ft / m2) | 24.97 / 2.32 | 24.96 / 2.32 |
Evaporative Heating Surface (sq ft / m2) | 1414 / 131.36 | 1375 / 127.83 |
Superheating Surface (sq ft / m2) | 347 / 32.24 | 363 / 33.70 |
Combined Heating Surface (sq ft / m2) | 1761 / 163.60 | 1738 / 161.53 |
Evaporative Heating Surface/Cylinder Volume | 161.90 | 157.56 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 4490 | 4493 |
Same as above plus superheater percentage | 5388 | 5436 |
Same as above but substitute firebox area for grate area | 23,293 | 23,505 |
Power L1 | 8535 | 8728 |
Power MT | 648.31 | 662.09 |