Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. See also DeGolyer, Volume 19, p. 22; and "The Tehuantepec Railroad-Its Importance as a Competitor for Transcontinental Traffic", American Engineer and Railroad Journal, Volume 69, No 8 (August 1895), pp. 351-352. Works numbers were 14222-14223 in February 1895.
At the time Baldwin delivered these two Ten-wheelers, exploitation of Mexican oil suitable for locomotive fuel hadn't begun in the Tehauntepec region. So the locomotives were set up as wood-convertible-to-coal burner. In later years, the two engines would burn oil and the tender carried 1,244 US gallons (4,708 litres) of oil. The 1895 specs also tasked Baldwin to build in the capacity for the engines to "be changed to compounds at least possible trouble."
When the NdeT was taken into the national fold by the Nacional de Mexico (NdeM) in 1908, the two 4-6-0s were renumbered 44-45. Not long afterward, the glowing prospects for continued tranquility foreseen in the 1895 prospectus magnified the advantages suggested by slightly shorter travel distances by Isthmus of Tehuantepec rail than by Isthmus of Panama ship were dashed by a long civil war.
In the fleet-wide renumbering of 1930, these two received 517-518.
When they reached the end of careers that had spanned nearly 60 years, both engines were sold to the Secretatia de Comunicaciones y Obras (S C O P), which renumbered them twice - 23018-23019 and 73212-73213.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volumes 16, p. 113 and 17, p. 217; and James Dredge, A Record of the Transportation Exhibits at the World's Columbian Exposition (New York: John Wiley & Sons, 1894), pp. 108, 109-112, and Plate XXII). See also "Comparative Tests Between Compound and Simple Locomotives", Railroad Gazette, Volume XXIII [23] (4 December 1891), pp. 858-859. (Thanks to Chris Hohl for his 13 January 2020 email noting several differences between the Baldwin specification and the data given in Dredge's 1893 review, as noted below. His diligence is greatly appreciated.) Works numbers were 12827-12828, 12833-12834, 12839, 12850 in July 1892.
This septet of Ten-wheelers followed the trend to operating Vauclain compounds. The compounding ratio stood a little lower than most such locomotives. The 8" (203 mm) diameter piston valves were commensurate in relative size with the narrow-gauge locomotive they served.
Locobase's only source for data had been the Baldwin specification, a document that used estimates for such data as adhesion and engine weights.
Dredge's data came from information supplied a year later as it accompanied the actual engine at the Columbian Exposition. Although Dredge incorrectly describes the 162 as a "Compound Consolidation", his plate illustration clearly shows the Ten-wheeler layout that also appears in the Baldwin spec.
Using the Dredge information, Chris filled in data on the tender (weights and coal capacity), adjusted the driving and engine weights, corrected the valve gear
By 1903, the compound-cylinder arrangement had been replaced by two simple-expansion 16"x 20" cylinders.
Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). Works numbers were 2731-3735, 2745-2764.
Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004.
This large class followed an earlier batch from 1895 (works numbers 2580-2584) as road #147-151. They had 20" x 24" cylinders and 56" drivers. See Locobase 11947 for a single 20" x 26" with identical dimensions.
As delivered, the 162s had 187.7 sq ft (17.44 sq m) of firebox heating surface, but a later addition of arch -tubes increased the area to that shown in the specifications.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 21, p. 135. Works numbers were 15749-15750 in February 1898.
163 was sold in 1909 to the Interoceanic as their 37 and then to the Mexicano del Sur as #23. 23 returned to the NdeM with #264 (later 102) and served the railroad until 1945.
164 had a much shorter career, apparently being demolished or wrecked in the revolutionary period between 1914 and 1920.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 21, p. 135. Works numbers were 16468-16470 in January 1899.
Locobase 12259 shows 2 earlier simple-expansion Ten-wheelers; this trio was built to the same design, but used a Vauclain-compound system. All 3 were reported lost in the 1914-1920 revolutionary struggle.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 22, p. 197. Works numbers were 17270-17271 in December 1899; 17319-17320, 17361-17362 in January 1900.
Seven years after Baldwin had supplied seven Vauclain compound Ten-wheelers to the metre-gauge network within the Nacional de Mexicano (Locobase 12020), the company ordered another with very similar dimensions. Boiler pressure rose a bit, but so did the driver diameter, so the locomotives generated about the same amount of power. Theoretically, they could run a bit faster.
Locobase is not sure if these were rebuilt as simple-expansion locomotives.
Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Volume 26, p. 37. ; 20270
20271 in April 1902; 23079, 23101, 23108-23109 in October 1903, 23119 in November.
These were Ten-wheel freighters with small grates and fireboxes.
The VC al P had been chartered in West Virginia in 1898 and built a main line from Cordoba (70 miles east of Mexico City) to Santa Lucrezia, where it linked to the Tehuantepec National Railway, as well as continuing on to Salina Cruz on the Pacific. In April 1904, the Mexican government took over the road in what appears to have been an offer that the Maryland Trust Company couldn't refuse. The settlement was substantial enough to retire all of the railroad's outstanding debt and return some of the investment to its backers.
eased it to the FC Vera Cruz al Istmo (Vera Cruz & Isthmus). In 1913 the Nacional de Mexico acquired the VC al I.
Data from "Locomotives for the Interoceanic Railway, Mexico", Railroad Gazette, Volume 30, No 40 (7 October 1898), p. 721. Works numbers were 4790-4791 in July 1898.
Outside-frame cross-compound Ten-wheelers with slide valves, straight boilers. Fuel was coal briquettes. Like the Consolidations delivered in the same year, these were all-steel engines, with a steel boiler and firebox, steel cab, drivers, driving boxes.
Note: The reports from the period credited this design with tubes measuring 10 ft 7 in., but Locobase found that adding a foot to the tube length brought the tube area in line with the heating surface measurements given in the same articles.
Data from "Tehuantepec Type 4.6.0 Tank Engine" Locomotives Constructed by Kitson & Co, Limited (Leeds, England: n.d.). Works numbers were 3979-3981 in 1900.
Locobase 11930 showed a set of Baldwin-built Ten-wheelers delivered to the NdeT in 1895. Although Kitson's engines shared similar power dimensions (except for smaller drivers), the Kitsons had smaller tube and firebox heating surface areas, but larger grates to burn coal.
Originally numbered 20-22 when ordered (and photographed by the builder with #21 under its cab, the class was delivered after a set of three Pittsburgh Eight-wheelers, which took 20-22. So the Kitsons took road #30-32.
Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 78-79. Works numbers were 3886-3893 in September 1892.
NdeM sold the 278 to the FC Rio Mayo in May 1922 as their #1. Four others served the NdeM into the 1920s. 281-282 (ex-78-79, ex- 39-40) took new numbers 767-768 and occupied their own F-23 class.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley.
Some time after Schenectady supplied the eight Ten-wheelers to the Internacional Mexicano (Locobase 11132), the original boiler and firebox were replaced or renewed. The new grate grew slightly while the boiler gave up 27 of its 250 small tubes. The 767 now raised steam with oil rather than coal.
An unusual difference between old and new was the drop in weight. Adhesion weight declined by 14,800 lb (6,173 kg) and engine weight decreased by 11,500 lb (5,216 kg). The greater weight gain over the drivers seems likely to be due to the new boiler.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. Works numbers were 29511-29514 in January 1904.
Relatively small and light freightTen-wheelers that served the Tehuantepec until they were taken into the Nacional de Mexico.
All served into the early 1950s. NdeM retired 513-514 in July 1952 and sold 515-516 to Petroleos (SCOP) in August 1953.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. Locobase cautiously identifies these locomotives' works numbers as 2387-2397 in July 1898 and 2511-2514 in October 1900.
Apparently the first eleven engines were originally built for the Southern Pacific of Arizona (1847-1851) and the Galveston, Houston & San Antonio (911-916). Before the paints had dried, however, all eleven were sent to the IM in December 1900, where they joined four sisters ordered directly by the IM.
When the IM came under the nationalized Nacional de Mexico, they placed the whole group in the same class and numbered the engines consecutively 358-372. 366 was off the roster before 1914, 358 was condemned in June 1926, and 372 was withdrawn in 1927. The rest took a new set of numbers from 796-806 as class F-26.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p 253. Works number was 25502 in April 1905.
This Ten-wheeler used the same camelback boiler and grate design as the Sonora locomotive described in Locobase 12439, but rolled on smaller drivers and operated at 20% higher boiler pressure to provide freight power.
When the MC&C was absorbed by the Nacional de Mexico in 1911, the 92 was renumbered 376. The engine was retired in August 1924.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. See also DeGolyer, Volumes 23, p. 94 and 27, p. 36. Works numbers were 18184, 18189 in September 1900; 20270-20271 in April 1902; 23079, 23101, 23108-23109 in October 1903; 23119 in November..
Not long after the delivery of the last of these freight Ten-wheelers, the VP al P was taken over by the Mexican government and reorganized as the Vera Cruz y Istmo. Twenty-one years later the 8 was retired, but the other eight were absorbed by the Nacional de Mexico and given road numbers 759-766.
Data from NdeM 1926ca Locomotive Diagrams supplied in December 2010 by Allen Stanley. Works numbers were 1690-1691 in December 1886 and 1698-1699 in January 1887.
This pair originally was delivered by Cooke in 1887 to International Mexicano. Locobase is certain, however, that the specifications presented in the 1926 book reflect the installation of a new boiler and the fitting of Walschaert radial valve gear at a later date.
Data from NdeM 1926ca Locomotive Diagrams supplied in December 2010 by Allen Stanley.
Like the Ten-wheelers shown in Locobase 11889, this locomotive's specifications likely reflect an updated installation from the original engine supplied in 1895. The changes in this locomotive may have been more limited, possibly encompassing only the substitution of the Walschaert valve gear in place of the original link motion.
Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 15, p. 110. Works numbers were 11211, 11220-11221, 11240 in September 1890.
Locobase 11632 shows the 1889 batch of Ten-wheelers supplied by Baldwin to Interoceanic. This entry shows the 1890 engines, which had smaller boilers but larger fireboxes. The 160-psi boiler pressure may reflect a later boiler upgrade.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 15, p. 110. Works numbers were 10094-10096 in July 1889; 10578 in January 1890. See also NdeM 1926ca Locomotive Diagrams supplied in December 2010 by Allen Stanley.
This batch of Ten-wheelers operated on the skinny gauge for over 5 decades. Over time they were fitted with Walschaert valve gear and a different boiler. The firebox heating surface also grew substantially to 211 sq ft, a figure Locobase has difficulty accounting for in such a small locomotive.
They were retired in 1946 (7), 1948 (6, 5), and 1949 (8).
Data from NdeM 1926ca Locomotive Diagrams supplied in December 2010 by Allen Stanley. See also DeGolyer, Volume 74, pp. 398+. (Thanks to Wes Barris of steamlocomotive.com for his 5 August 2019 email querying the commentary that said this class was outfitted with Walschaert gear.) Works numbers were 57938-57943 in July 1924; 57962-57965 in August.
This oil-burning passenger Ten-wheeler design came late in the day for the wheel arrangement, but followed the traditional size and designs. Included were saturated boilers and outside radial gear as well as 8" (203 mm) piston valves.
Data from NdeM 1926ca Locomotive Diagrams supplied in December 2010 by Allen Stanley.
At the same time Baldwin was supplying Ten-wheelers the FCI was buying from Schenectady as well. The specifications show a later boiler with a higher pressure and the installation of Walschaert radial valve gear.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley from his extensive Rail Data Exchange collection. .
Locobase has only the diagram's assurance that this was a Pittsburgh-built locomotive to go by; there's no information on the number in the class or when it went into services. Its dimensions, boiler pressure, weights, etc. suggest a late 1890s production date or perhaps one as late as 1902-1903.
Eventually, Allen Stanley's unbounded generosity supplied Locobase with several items suggesting the best answer. One was Copeland's detailed list of Nacionales de Mexico locomotives, which suggested the provenance I then found in Pittsburgh Locomotive Works one of Gene Connelly's hundreds of builder's lists, which provided the trail.
It starts with Pittsburgh & Lake Erie's F-102 class of Ten-wheelers, of which our engine was #85, later 9156. In September 1909, the P&LE disposed of the 9195 by selling it and several others to Atlantic Equipment Company. Connelly tentatively established that AEC sold it on to Oliver American Trading Company as their 2001. Copeland wrote than the OATC wound up working for American Smelting & Refining Company (ASARCO) before landing on the NdeM roster as its only F-10 739.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley.
Originally part of a large Cleveland, Cincinnati, Chicago & St Louis (Big Four) class of cross-compound Ten-wheelers. After its conversion to simple-expansion (Locobase 6765), this one engine arrived on the NdeM in 1928. It's shown here separately because of several changes in the boiler including a reduced tube count.
Data from 1950 NdeM Locomotive Diagrams Standard Gauge supplied in December 2010 by Allen Stanley.
Locobase 11920 shows the original Ten-wheeler design that stocked the FC Mexicano (aka Mexican National) in the 1880s. At some later date, the Mexicano reduced the cylinder diameter by an inch to 18".
Still later, the NdeM replaced the original boiler and firebox with a smaller vessel with more, but smaller-diameter tubes and and significantly less area in the firebox. Locobase wonders about the number of small tubes, however, because a boiler with 154 2" tubes would correspond in tube area almost exactly with the figures given in the diagram.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 10, p. 118, Volume 11, pp. 9, 54; Volume 11, p. 237, Volume 12, p. 44.. See also the Mexicano diagram in NdeM 1961 Locomotive Diagrams supplied in December 2010 by Allen Stanley. Works numbers were
9068, 9072 in February 1888; March 9091-9092, 9095, 9097, 9100, 9102-9104, 9143-9144; 9178-9180 in April; and 9253, 9256 in May.
The only real difference between the 1888 Ten-wheelers and the earlier locomotives described in Locobase 11920 was a four-tube reduction in a boiler that already seems a bit small for the cylinder volume. Another difference was the elimination of 5" x 3/4" (127 x 20 mm) crown bars from the firebox. This required some compensation for pushing stresses in the locomotive by making the footplate "heavy, so as to make up for what might be lost in omitting the crown bars."
As delivered, 97-101, 105-106, 113-115 fireboxes burned wood, 102-104, 116-117 burned coal. The former's grates consisted of plain bars and dead plates, the latter used rocking bars and drop plates.
Later rebuildings reduced cylinder diameter in some to 18". The 1950 diagram book shows a more thorough reworking; see Locobase 11921.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. Works numbers were 2580-2584 in October 1895.
This quintet never left Mexico, or, in fact, the NM. Paid for and well-built, these Ten-wheel freighters remained in service into the 1960s.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. Works numbers were 2580-2584 in October 1895.
Main-line freight Ten-wheelers renumbered several times. The CM assigned 602-604, 660-661 in 1902. Once the NdeM took over in 1908, the class was renumbered 342-246. 342 left service just before the NdeM issued its final series of numbers.
Data from NdeM 1946 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 26, p. 144.Works numbers were 24003, 24013, 24022, 24071, and 24102.
In 1904, Baldwin contributed a quintet of Ten-wheelers to the FCM that were slightly smaller than the Brooks engines of the previous couple of years (Locobase 10765). The original specs called for 360 boiler tubes, which would offered 2,639 sq ft (245.17 sq m) for a total of 2,784 sq ft (258.64 sq m) of evaporative heating surface area.
The class's fireboxes had less overall direct heating surface area, but used considerably larger grates to burn "run of mine coal high in fixed carbon". As often proved the case, operational experience prompted the FCM's William Burckel to send a letter recommending "heavier draft rigging front and back" in later engines. The originals may have not stood up to the snatching and jerking of rail cars.
After serving the FCM for a few years, the Ruta de Laredo's engines followed the FCM into the Nacional de Mexico. Under that herald, the class operated for almost five decades.
839 was scrapped first in August 1953 followed by 838 a month later. Three and half years later, 840 went to the ferro-knacker's yard, 837 going out of service in July 1957, while the class leader held on longest until its withdrawal in July 1958.
Data from NdeM 1950 Locomotive Diagrams Standard Gauge supplied in December 2010by Allen Stanley.
Locobase cannot say whether this was a locomotive supplied in addition to the large batch supplied in 1897 and detailed in Locobase 2890. The boiler and firebox dimensions wrer identical, but the cylinders in this single example had 2" more stroke and smaller drivers. Certainly the boiler was big enough to supply the extra cylinder volume.
Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp. 591-593; and NdeM 1946 Locomotive Diagrams supplied in May 1905 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 25921-25930 in June 1902, and 26349-26353 in March 1903.
Sinclair describes the appearance of this locomotive as that "...of a well-proportioned machine, in which the clear-cut lines of the various mechanical details help to make up a harmonious whole." He also noted the design made extensive use of cast steel and piston valves set inside of the frame and operated by the link motion.
In a later incarnation, the class was converted to oil-firing and acquired a 2,963-gallon (11,215 litre) oil tender; they also rolled on 69" (1,753 mm) drivers. Six were retrofitted with fireboxes holding a single thermic syphon that contributed 34 sq ft (3.16 sq m) to firebox heating surface area. The change brought that figure to 216 sq ft (20.07 sq m).
Some were also superheated; see Locobase 10766. By 1946, only four saturated-boiler F-34s remained on the roster.
Data from NdeM 1950 Locomotive Diagrams supplied in December 2010 by Allen Stanley. Works numbers were 2810-2819 in September 1897.
Although produced for the Mexican Central, the F-4s came under the Nacional de Mexico in 1909.
All but four were retired in 1930. 747 (ex-303) was retired before 1946, but the other three--(748-749, ex-305-306, and 750 (ex-312) continued into the mid-to-late 1950s with 749-750 being retired in January 1955 and 748 going in March 1957.
Data from NdeM 1950 Locomotive Diagrams Standard Gauge supplied in December 2010 from Allen Stanley.
Locobase 10765 describes the original, saturated-boiler variant. At least two of the superheated update shown here were fitted with radial valve gear.; Baker gear in 833, Walschaert in 834. As a result, 833's maximum valve travel was 6 1/2" (166 mm) and 834's remained at 6" (152 mm) These two did not have a thermic syphon in the firebox, but may have had an arch tube. Their adhesion weight came in 14,337 lb (6,503 kg) higher than the unmodified engines. Weight on the front truck ballooned from the original 39,000 lb to 57,855 (26,243 kg).
Unfortunately, the 1950 and 1961 books do not show the superheater area. Locobase's estimated superheater area is the average of several superheated Ten-wheelers of similar size with identical flue counts, diameters, and lengths.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 10, p. 118, Volume 11, pp. 9, 54; Volume 11, p. 237, Volume 12, p. 44.. See also the Mexicano diagram in NdeM 1961 Locomotive Diagrams supplied in December 2010 by Allen Stanley.
Works numbers were
1880
October 5328-5329; November 5368-5369
1881
August 5766-5767; September 5803-5804
1882
February 6052, 6056, 6059; March 6120; April 6122-6124; May 6199; 6202-6205; June 6248-6249, 6254, 6258; July 6282, 6286
1883
January 6554-6557, 6559; March 6667-6668; 6880 in June; August 6884, 6902; September 6924, 6927
1884
March 7206, 7208
This large class was built over a number of years, but had the same power dimensions, boiler, firebox and grate areas. The class was originally to be delivered as a mixed group of wood and coal burners, but all were completed with rocking bars and drop plates for burning soft coal.
The 1888 group of 18 engines had several detail differences; see Locobase 15930.
Later rebuildings reduced cylinder diameter in some to 18". The 1950 diagram book shows a more thorough reworking; see Locobase 11921.
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 15/F-19 | 152 / F-09 | 162/F-25 | 163 / F-04 | 172 / F-09 |
| Locobase ID | 11930 | 12020 | 2890 | 12259 | 12321 |
| Railroad | Nacional de Tehuantepec (NdeM) | Nacional Mexicano (NdeM) | Central Mexicano (NdeM) | Nacional Mexicano (NdeM) | Nacional Mexicano (NdeM) |
| Country | Mexico | Mexico | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 2 | 8 | 25 | 2 | 3 |
| Road Numbers | 517-518 | 147, 152-158, 162 | 162-186/770-795 | 163-164 | 172-174 |
| Gauge | Std | 3' | Std | 3' | 3' |
| Number Built | 2 | 8 | 25 | 2 | 3 |
| Builder | Burnham, Williams & Co | Burnham, Williams & Co | Brooks | Burnham, Williams & Co | Burnham, Williams & Co |
| Year | 1895 | 1892 | 1897 | 1898 | 1899 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 12.87 / 3.92 | 12 / 3.66 | 11 / 3.35 | 12 / 3.66 | 12 / 3.66 |
| Engine Wheelbase (ft / m) | 23.33 / 7.11 | 21.42 / 6.53 | 23.33 / 7.11 | 21.42 / 6.53 | 21.42 / 6.53 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.55 | 0.56 | 0.47 | 0.56 | 0.56 |
| Overall Wheelbase (engine & tender) (ft / m) | 45.62 / 13.90 | 46.87 / 14.29 | 51.33 / 15.65 | ||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 85,000 / 38,555 | 57,060 / 25,882 | 111,000 / 50,349 | ||
| Engine Weight (lbs / kg) | 113,000 / 51,256 | 78,600 / 35,652 | 147,500 / 66,905 | ||
| Tender Loaded Weight (lbs / kg) | 69,500 / 31,525 | 66,280 / 30,064 | 85,000 / 38,555 | ||
| Total Engine and Tender Weight (lbs / kg) | 182,500 / 82,781 | 144,880 / 65,716 | 232,500 / 105,460 | ||
| Tender Water Capacity (gals / ML) | 3000 / 11.36 | 3000 / 11.36 | 4500 / 17.05 | 3600 / 13.64 | 3600 / 13.64 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 1244 / 4709 | 4.50 / 4 | 8.50 / 8 | 2564 / 9705 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 47 / 23.50 | 32 / 16 | 62 / 31 | ||
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 60 / 1524 | 46 / 1168 | 60 / 1524 | 46 / 1168 | 46 / 1168 |
| Boiler Pressure (psi / kPa) | 180 / 1240 | 180 / 1240 | 180 / 1240 | 190 / 1310 | 190 / 1310 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 | 10" x 20" / 254x508 | 20" x 24" / 508x610 | 14.5" x 20" / 368x508 | 10" x 20" / 254x508 |
| Low Pressure Cylinders (dia x stroke) (in / mm) | 17" x 20" / 432x508 | 17" x 20" / 432x508 | |||
| Tractive Effort (lbs / kg) | 22,093 / 10021.23 | 9884 / 4483.31 | 24,480 / 11103.95 | 14,763 / 6696.39 | 10,433 / 4732.33 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.85 | 5.77 | 4.53 | ||
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 228 - 2" / 51 | 132 - 2" / 51 | 268 - 2" / 51 | 132 - 2" / 51 | 132 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 12.64 / 3.85 | 11.79 / 3.59 | 13.22 / 4.03 | 11.79 / 3.59 | 11.79 / 3.59 |
| Firebox Area (sq ft / m2) | 133 / 12.36 | 84.50 / 7.85 | 206 / 19.14 | 92.12 / 8.56 | 95.30 / 8.86 |
| Grate Area (sq ft / m2) | 17.16 / 1.59 | 14.14 / 1.31 | 26.14 / 2.43 | 14.10 / 1.31 | 14.12 / 1.31 |
| Evaporative Heating Surface (sq ft / m2) | 1643 / 152.70 | 894 / 83.05 | 2061 / 191.54 | 901 / 83.74 | 904 / 84.01 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1643 / 152.70 | 894 / 83.05 | 2061 / 191.54 | 901 / 83.74 | 904 / 84.01 |
| Evaporative Heating Surface/Cylinder Volume | 208.50 | 492.34 | 236.08 | 235.86 | 497.84 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 3089 | 2545 | 4705 | 2679 | 2683 |
| Same as above plus superheater percentage | 3089 | 2545 | 4705 | 2679 | 2683 |
| Same as above but substitute firebox area for grate area | 23,940 | 15,210 | 37,080 | 17,503 | 18,107 |
| Power L1 | 5272 | 3458 | 6373 | 5192 | 3827 |
| Power MT | 410.21 | 400.82 | 379.73 | ||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 175 / F-09 | 23 / F-22 | 28 | 30 | 34/F-21 |
| Locobase ID | 12380 | 11549 | 3238 | 16589 | 11132 |
| Railroad | Nacional Mexicano (NdeM) | Veracruz al Pacifico (NdeM) | Interoceanico (NdeM) | Nacional de Tehuantepec (NdeM) | Internacional Mexicano (NdeM) |
| Country | Mexico | Mexico | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 6 | 5 | 2 | 3 | 8 |
| Road Numbers | 175-180 | 23-27 / 762-766 | 28-29 | 30-32 | 34-41/35, 37-38, 40, 78-81/276-283 |
| Gauge | 3' | Std | 3' | Std | Std |
| Number Built | 6 | 5 | 2 | 3 | 8 |
| Builder | Burnham, Williams & Co | Burnham, Williams & Co | Schenectady | Kitson & Co | Schenectady |
| Year | 1899 | 1903 | 1898 | 1900 | 1892 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 12 / 3.66 | 13.72 / 4.18 | 13.17 / 4.01 | 8.75 / 2.67 | 14.33 / 4.37 |
| Engine Wheelbase (ft / m) | 21.42 / 6.53 | 24.25 / 7.39 | 22.42 / 6.83 | 24.50 / 7.47 | 24.75 / 7.54 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.56 | 0.57 | 0.59 | 0.36 | 0.58 |
| Overall Wheelbase (engine & tender) (ft / m) | 46.70 / 14.23 | 47.50 / 14.48 | 47.17 / 14.38 | ||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 87,000 / 39,463 | 58,000 / 26,308 | 84,000 / 38,102 | 89,800 / 40,733 | |
| Engine Weight (lbs / kg) | 115,000 / 52,163 | 90,500 / 41,050 | 113,680 / 51,564 | 120,000 / 54,431 | |
| Tender Loaded Weight (lbs / kg) | 89,600 / 40,642 | ||||
| Total Engine and Tender Weight (lbs / kg) | 203,280 / 92,206 | ||||
| Tender Water Capacity (gals / ML) | 3600 / 13.64 | 4000 / 15.15 | 3000 / 11.36 | 3600 / 13.64 | 4000 / 15.15 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.50 / 4 | ||||
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 48 / 24 | 32 / 16 | 47 / 23.50 | 50 / 25 | |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 48 / 1219 | 50 / 1270 | 48 / 1219 | 55.50 / 1410 | 55 / 1397 |
| Boiler Pressure (psi / kPa) | 190 / 1310 | 180 / 1240 | 200 / 1380 | 180 / 1240 | 160 / 1100 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 10" x 20" / 254x508 | 18" x 24" / 457x610 | 17" x 20" / 432x508 (1) | 19" x 24" / 483x610 | 19" x 26" / 483x660 |
| Low Pressure Cylinders (dia x stroke) (in / mm) | 17" x 20" / 432x508 | 27" x 20" / 686x508 (1) | |||
| Tractive Effort (lbs / kg) | 9999 / 4535.48 | 23,795 / 10793.24 | 14,659 / 6649.22 | 23,885 / 10834.07 | 23,209 / 10527.44 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.66 | 3.96 | 3.52 | 3.87 | |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 132 - 2" / 51 | 228 - 2" / 51 | 199 - 1.75" / 44 | 250 - 2" / 51 | |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.79 / 3.59 | 12.65 / 3.86 | 11.58 | 12.17 / 3.71 | |
| Firebox Area (sq ft / m2) | 95.30 / 8.86 | 124 / 11.52 | 82 / 7.62 | 123 / 11.43 | 150.03 / 13.94 |
| Grate Area (sq ft / m2) | 14.12 / 1.31 | 17 / 1.58 | 15.30 / 1.42 | 21.25 / 1.97 | 17.28 / 1.61 |
| Evaporative Heating Surface (sq ft / m2) | 904 / 84.01 | 1623 / 150.84 | 1131 / 105.11 | 1168 / 108.51 | 1732 / 160.91 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 904 / 84.01 | 1623 / 150.84 | 1131 / 105.11 | 1168 / 108.51 | 1732 / 160.91 |
| Evaporative Heating Surface/Cylinder Volume | 497.84 | 229.56 | 431.15 | 148.22 | 203.05 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2683 | 3060 | 3060 | 3825 | 2765 |
| Same as above plus superheater percentage | 2683 | 3060 | 3060 | 3825 | 2765 |
| Same as above but substitute firebox area for grate area | 18,107 | 22,320 | 16,400 | 22,140 | 24,005 |
| Power L1 | 3994 | 4759 | 3721 | 3767 | 4268 |
| Power MT | 361.79 | 424.31 | 296.60 | 314.34 | |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 39/F-23 | 40/F-13 | 52/F-26 | 92 | F / F-22 |
| Locobase ID | 11932 | 11927 | 11933 | 12782 | 11931 |
| Railroad | Nacional de Mexico (NdeM) | Nacional de Tehuantepec (NdeM) | Internacional de Mexico (NdeM) | Mexican Coal & Coke (NdeM) | Veracruz al Pacifico (NdeM) |
| Country | Mexico | Mexico | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 1 | 6 | 15 | 1 | 8 |
| Road Numbers | 39/79/767 | 33-36/40-43/513-516 | 60-70, 56-59/52, 55-68/358-372/796-806 | 92 / 376 | 7-8, 17-18, 23-27/759-766 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 1 | 6 | 15 | 1 | 8 |
| Builder | NdeM | Alco-Pittsburgh | Cooke | Burnham, Williams & Co | Burnham, Williams & Co |
| Year | 1903 | 1898 | 1905 | 1900 | |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 14.33 / 4.37 | 10.67 / 3.25 | 14.92 / 4.55 | 12.50 / 3.81 | 13.75 / 4.19 |
| Engine Wheelbase (ft / m) | 24.50 / 7.47 | 20.50 / 6.25 | 25.42 / 7.75 | 23.33 / 7.11 | 24.25 / 7.39 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.58 | 0.52 | 0.59 | 0.54 | 0.57 |
| Overall Wheelbase (engine & tender) (ft / m) | 47.50 / 14.48 | 45.58 / 13.89 | 53.17 / 16.21 | 48.03 / 14.64 | |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 75,500 / 34,246 | 82,460 / 37,403 | 109,100 / 49,487 | 118,000 / 53,524 | 88,578 / 40,178 |
| Engine Weight (lbs / kg) | 109,500 / 49,668 | 107,000 / 48,534 | 146,250 / 66,338 | 151,000 / 68,493 | 113,561 / 51,510 |
| Tender Loaded Weight (lbs / kg) | 90,000 / 40,823 | 84,000 / 38,102 | 114,850 / 52,095 | 120,000 / 54,431 | 84,179 / 38,183 |
| Total Engine and Tender Weight (lbs / kg) | 199,500 / 90,491 | 191,000 / 86,636 | 261,100 / 118,433 | 271,000 / 122,924 | 197,740 / 89,693 |
| Tender Water Capacity (gals / ML) | 4000 / 15.15 | 4000 / 15.15 | 6000 / 22.73 | 6000 / 22.73 | 3994 / 15.13 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2825 / 10,693 | 3120 / 11,809 | 3052 / 11,552 | 1637 / 6196 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 42 / 21 | 46 / 23 | 61 / 30.50 | 66 / 33 | 49 / 24.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 55 / 1397 | 56 / 1422 | 63 / 1600 | 60 / 1524 | 50 / 1270 |
| Boiler Pressure (psi / kPa) | 160 / 1100 | 180 / 1240 | 180 / 1240 | 200 / 1380 | 175 / 1210 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 26" / 483x660 | 18" x 24" / 457x610 | 20" x 26" / 508x660 | 19" x 26" / 483x660 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 23,209 / 10527.44 | 21,245 / 9636.58 | 25,257 / 11456.40 | 26,594 / 12062.85 | 23,134 / 10493.42 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.25 | 3.88 | 4.32 | 4.44 | 3.83 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 223 - 2" / 51 | 220 - 2" / 51 | 254 - 2" / 51 | 224 - 2" / 51 | 228 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 12.12 / 3.69 | 12.42 / 3.79 | 13 / 3.96 | 14 / 4.27 | 12.67 / 3.86 |
| Firebox Area (sq ft / m2) | 141 / 13.10 | 133 / 12.36 | 128.84 / 11.97 | 176 / 16.36 | 124 / 11.52 |
| Grate Area (sq ft / m2) | 17.90 / 1.66 | 23 / 2.14 | 17.21 / 1.60 | 76 / 7.06 | 17 / 1.58 |
| Evaporative Heating Surface (sq ft / m2) | 1557 / 144.70 | 1563 / 145.26 | 1858 / 172.68 | 1803 / 167.57 | 1623 / 150.84 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1557 / 144.70 | 1563 / 145.26 | 1858 / 172.68 | 1803 / 167.57 | 1623 / 150.84 |
| Evaporative Heating Surface/Cylinder Volume | 182.53 | 221.07 | 196.61 | 211.37 | 229.56 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2864 | 4140 | 3098 | 15,200 | 2975 |
| Same as above plus superheater percentage | 2864 | 4140 | 3098 | 15,200 | 2975 |
| Same as above but substitute firebox area for grate area | 22,560 | 23,940 | 23,191 | 35,200 | 21,700 |
| Power L1 | 3889 | 5294 | 5004 | 6291 | 4627 |
| Power MT | 340.68 | 424.62 | 303.35 | 352.61 | 345.48 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | F-010 / F-05 | F-011 / F-06 | F-011 / F-08 | F-011/F-08 | F-016/F-013 |
| Locobase ID | 11889 | 11890 | 11891 | 11632 | 11893 |
| Railroad | Central Mexicano (NdeM) | Central Mexicano (NdeM) | Interoceanico (NdeM) | Interoceanico (NdeM) | Nacional de Mexico (NdeM) |
| Country | Mexico | Mexico | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 4 | 1 | 4 | 5 | 10 |
| Road Numbers | 261-262 / 103-104 | 263 / 105 | 144, 146, 152, 158/ 146, 152 | 30-34/6-8, 5 | 217-226/181-190 |
| Gauge | 3' | 3' | 3' | 3' | 3' |
| Number Built | 4 | 1 | 4 | 5 | 10 |
| Builder | Cooke | Cooke | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co | Baldwin |
| Year | 1886 | 1895 | 1890 | 1889 | 1924 |
| Valve Gear | Walschaert | Walschaert | Stephenson | Stephenson | Baker |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 13.17 / 4.01 | 13.17 / 4.01 | 12 / 3.66 | 12.50 / 3.81 | 10.75 / 3.28 |
| Engine Wheelbase (ft / m) | 22.54 / 6.87 | 22.54 / 6.87 | 21.62 / 6.59 | 21.83 / 6.65 | 20.25 / 6.17 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.58 | 0.58 | 0.56 | 0.57 | 0.53 |
| Overall Wheelbase (engine & tender) (ft / m) | 43.21 / 13.17 | 44.87 / 13.68 | 45.21 / 13.78 | 47.08 / 14.35 | |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 73,723 / 33,440 | 58,000 / 26,308 | 58,025 / 26,320 | 52,000 / 23,587 | 88,519 / 40,152 |
| Engine Weight (lbs / kg) | 97,196 / 44,087 | 87,000 / 39,463 | 80,135 / 36,349 | 70,000 / 31,752 | 71,385 / 32,380 |
| Tender Loaded Weight (lbs / kg) | 77,404 / 35,110 | 67,000 / 30,391 | 77,165 / 35,001 | 3000 / 1361 | |
| Total Engine and Tender Weight (lbs / kg) | 174,600 / 79,197 | 154,000 / 69,854 | 157,300 / 71,350 | 74,385 / 33,741 | |
| Tender Water Capacity (gals / ML) | 3000 / 11.36 | 3000 / 11.36 | 2500 / 9.47 | 2500 / 9.47 | 3000 / 11.36 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2000 / 7570 | 2041 / 7725 | 1550 / 5867 | 1250 / 4731 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 41 / 20.50 | 32 / 16 | 32 / 16 | 29 / 14.50 | 49 / 24.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 48 / 1219 | 48 / 1219 | 46 / 1168 | 48 / 1219 | 49 / 1245 |
| Boiler Pressure (psi / kPa) | 175 / 1210 | 175 / 1210 | 160 / 1100 | 130 / 900 | 180 / 1240 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 20" / 406x508 | 16" x 20" / 406x508 | 16" x 20" / 406x508 | 16" x 20" / 406x508 | 17" x 20" / 432x508 |
| Tractive Effort (lbs / kg) | 15,867 / 7197.16 | 15,867 / 7197.16 | 15,137 / 6866.04 | 11,787 / 5346.50 | 18,048 / 8186.44 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.65 | 3.66 | 3.83 | 4.41 | 4.90 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 134 - 2" / 51 | 146 - 2" / 51 | 117 - 2" / 51 | 132 - 2" / 51 | 160 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.58 / 3.53 | 11.59 / 3.53 | 11.92 / 3.63 | 11.79 / 3.59 | 12 / 3.66 |
| Firebox Area (sq ft / m2) | 97 / 9.01 | 89 / 8.27 | 109 / 10.13 | 84.59 / 7.86 | 116 / 10.78 |
| Grate Area (sq ft / m2) | 14.36 / 1.33 | 15.31 / 1.42 | 14 / 1.30 | 13.25 / 1.23 | 15.80 / 1.47 |
| Evaporative Heating Surface (sq ft / m2) | 910 / 84.57 | 978 / 90.89 | 839 / 77.97 | 894 / 83.09 | 1114 / 103.53 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 910 / 84.57 | 978 / 90.89 | 839 / 77.97 | 894 / 83.09 | 1114 / 103.53 |
| Evaporative Heating Surface/Cylinder Volume | 195.70 | 210.32 | 180.43 | 192.26 | 212.19 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2513 | 2679 | 2240 | 1723 | 2844 |
| Same as above plus superheater percentage | 2513 | 2679 | 2240 | 1723 | 2844 |
| Same as above but substitute firebox area for grate area | 16,975 | 15,575 | 17,440 | 10,997 | 20,880 |
| Power L1 | 4200 | 4284 | 3651 | 2945 | 4743 |
| Power MT | 376.79 | 488.51 | 416.15 | 374.57 | 354.38 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | F-07/ F-012 | F-10 | F-17 | F-2 | F-2 |
| Locobase ID | 11892 | 11925 | 11929 | 11921 | 15930 |
| Railroad | Interoceanico (NdeM) | Nacional de Mexico (NdeM) | Nacional de Mexico (NdeM) | Nacional de Mexico (NdeM) | Central Mexicano (NdeM) |
| Country | Mexico | Mexico | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 2 | 1 | 1 | 23 | 18 |
| Road Numbers | 28-29 / 11-12 | 739 | 753 | 703-725 | 97-106, 113-119/433-446, 462-464 |
| Gauge | 3' | Std | Std | Std | Std |
| Number Built | 2 | 18 | |||
| Builder | Schenectady | Pittsburgh | Big Four | NdeM | Burnham, Parry, Williams & Co |
| Year | 1889 | 1909 | 1893 | 1880 | |
| Valve Gear | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 13.17 / 4.01 | 10.17 / 3.10 | 11.92 / 3.63 | 13.50 / 4.11 | 13.50 / 4.11 |
| Engine Wheelbase (ft / m) | 22.08 / 6.73 | 20.46 / 6.24 | 23.08 / 7.03 | 23.65 / 7.21 | 23.54 / 7.17 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.60 | 0.50 | 0.52 | 0.57 | 0.57 |
| Overall Wheelbase (engine & tender) (ft / m) | 43.06 / 13.12 | 46.37 / 14.13 | 49.87 / 15.20 | 46.73 / 14.24 | 46.08 / 14.05 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 66,495 / 30,162 | 83,227 / 37,751 | 112,436 / 51,000 | 64,000 / 29,030 | 71,905 / 32,616 |
| Engine Weight (lbs / kg) | 92,455 / 41,937 | 110,969 / 50,335 | 132,277 / 60,000 | 86,000 / 39,009 | 91,755 / 41,619 |
| Tender Loaded Weight (lbs / kg) | 87,450 / 39,667 | 105,160 / 47,700 | 101,352 / 45,973 | 62,400 / 28,304 | 69,268 / 31,419 |
| Total Engine and Tender Weight (lbs / kg) | 179,905 / 81,604 | 216,129 / 98,035 | 233,629 / 105,973 | 148,400 / 67,313 | 161,023 / 73,038 |
| Tender Water Capacity (gals / ML) | 3000 / 11.36 | 4450 / 16.86 | 5000 / 18.94 | 2700 / 10.23 | 3000 / 11.36 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 1972 / 7464 | 1515 / 5734 | 2776 / 10,507 | 1548 / 5859 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 37 / 18.50 | 46 / 23 | 62 / 31 | 36 / 18 | 40 / 20 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 48 / 1219 | 51 / 1295 | 56 / 1422 | 56 / 1422 | 50 / 1270 |
| Boiler Pressure (psi / kPa) | 175 / 1210 | 150 / 1030 | 165 / 1140 | 140 / 970 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 20" / 406x508 | 18" x 24" / 457x610 | 19" x 24" / 483x610 | 17.5" x 24" / 445x610 | 19" x 24" / 483x610 |
| Tractive Effort (lbs / kg) | 15,867 / 7197.16 | 19,440 / 8817.85 | 21,699 / 9842.51 | 15,619 / 7084.67 | 22,093 / 10021.23 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.19 | 4.28 | 5.18 | 4.10 | 3.25 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 165 - 2" / 51 | 218 - 2" / 51 | 229 - 2" / 51 | 171 - 2" / 51 | 150 - 2.25" / 57 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.59 / 3.53 | 12.06 / 3.68 | 13.92 / 4.24 | 12.25 / 3.73 | 12.19 / 3.72 |
| Firebox Area (sq ft / m2) | 119.64 / 11.11 | 129.43 / 12.02 | 172 / 15.98 | 102.70 / 9.54 | 125.60 / 11.67 |
| Grate Area (sq ft / m2) | 18.23 / 1.69 | 23.21 / 2.16 | 31.50 / 2.93 | 17 / 1.58 | 17.76 / 1.65 |
| Evaporative Heating Surface (sq ft / m2) | 1124 / 104.46 | 1506 / 139.91 | 1851 / 172.03 | 1200 / 111.52 | 1215 / 112.88 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1124 / 104.46 | 1506 / 139.91 | 1851 / 172.03 | 1200 / 111.52 | 1215 / 112.88 |
| Evaporative Heating Surface/Cylinder Volume | 241.72 | 213.01 | 234.90 | 179.64 | 154.19 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 3190 | 3482 | 5198 | 2380 | 2664 |
| Same as above plus superheater percentage | 3190 | 3482 | 5198 | 2380 | 2664 |
| Same as above but substitute firebox area for grate area | 20,937 | 19,415 | 28,380 | 14,378 | 18,840 |
| Power L1 | 5185 | 3883 | 5298 | 3352 | 2924 |
| Power MT | 515.72 | 308.57 | 311.65 | 346.40 | 268.95 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | F-2/F-33 | F-32 | F-35 | F-37 | F-38/F-34 |
| Locobase ID | 11934 | 11935 | 10766 | 11947 | 10765 |
| Railroad | Central Mexicano (NdeM) | Nacional Mexicano (NdeM) | Central Mexicano (NdeM) | Central Mexicano (NdeM) | Central Mexicano (NdeM) |
| Country | Mexico | Mexico | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 5 | 5 | 5 | 1 | 15 |
| Road Numbers | 147-151/603-607/343-347/817+ | 147-151/602-604, 660-661/342-346/814-817 | 392-396/415-419/315-319/392-396/836-840 | 898 | 400-414/300-324/377-391/821-835 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 5 | 5 | 5 | 1 | 15 |
| Builder | Brooks | Brooks | Burnham, Williams & Co | Brooks | Alco-Brooks |
| Year | 1895 | 1895 | 1904 | 1897 | 1902 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 11 / 3.35 | 11 / 3.35 | 13.67 / 4.17 | 11 / 3.35 | 14.50 / 4.42 |
| Engine Wheelbase (ft / m) | 22.33 / 6.81 | 23.33 / 7.11 | 25 / 7.62 | 23.33 / 7.11 | 25.42 / 7.75 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.49 | 0.47 | 0.55 | 0.47 | 0.57 |
| Overall Wheelbase (engine & tender) (ft / m) | 51.33 / 15.65 | 51.33 / 15.65 | 57.25 / 17.45 | 51.33 / 15.65 | 56.29 / 17.16 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 113,000 / 51,256 | 111,000 / 50,349 | 141,000 / 63,957 | 100,500 / 45,586 | 133,000 / 60,328 |
| Engine Weight (lbs / kg) | 148,000 / 67,132 | 147,000 / 66,678 | 180,000 / 81,647 | 135,300 / 61,371 | 172,000 / 78,018 |
| Tender Loaded Weight (lbs / kg) | 93,300 / 42,320 | 93,300 / 42,320 | 120,000 / 54,431 | 85,400 / 38,737 | 108,000 / 48,988 |
| Total Engine and Tender Weight (lbs / kg) | 241,300 / 109,452 | 240,300 / 108,998 | 300,000 / 136,078 | 220,700 / 100,108 | 280,000 / 127,006 |
| Tender Water Capacity (gals / ML) | 4500 / 17.05 | 4500 / 17.05 | 7000 / 26.52 | 4000 / 15.15 | 7000 / 26.52 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2564 / 9705 | 2564 / 9705 | 2943 / 11,139 | 2613 / 9890 | 12 / 11 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 63 / 31.50 | 62 / 31 | 78 / 39 | 56 / 28 | 74 / 37 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 56 / 1422 | 56 / 1422 | 68 / 1727 | 56 / 1422 | 68 / 1727 |
| Boiler Pressure (psi / kPa) | 180 / 1240 | 180 / 1240 | 200 / 1380 | 180 / 1240 | 200 / 1380 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 20" x 24" / 508x610 | 20" x 28" / 508x711 | 20" x 26" / 508x660 | 20" x 28" / 508x711 |
| Tractive Effort (lbs / kg) | 26,229 / 11897.29 | 26,229 / 11897.29 | 28,000 / 12700.60 | 28,414 / 12888.39 | 28,000 / 12700.60 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.31 | 4.23 | 5.04 | 3.54 | 4.75 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 213 - 2" / 51 | 268 - 2" / 51 | 330 - 2" / 51 | 268 - 2" / 51 | 348 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 13.17 / 4.01 | 13.22 / 4.03 | 14 / 4.27 | 13.22 / 4.03 | 14.10 / 4.30 |
| Firebox Area (sq ft / m2) | 213 / 19.79 | 206 / 19.14 | 144 / 13.38 | 206 / 19.14 | 177 / 16.44 |
| Grate Area (sq ft / m2) | 26.14 / 2.43 | 26.14 / 2.43 | 46.75 / 4.34 | 26.14 / 2.43 | 35.10 / 3.26 |
| Evaporative Heating Surface (sq ft / m2) | 1764 / 163.94 | 2061 / 191.54 | 2563 / 238.20 | 2061 / 191.54 | 2754 / 255.85 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1764 / 163.94 | 2061 / 191.54 | 2563 / 238.20 | 2061 / 191.54 | 2754 / 255.85 |
| Evaporative Heating Surface/Cylinder Volume | 202.06 | 236.08 | 251.77 | 218.10 | 270.53 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 4705 | 4705 | 9350 | 4705 | 7020 |
| Same as above plus superheater percentage | 4705 | 4705 | 9350 | 4705 | 7020 |
| Same as above but substitute firebox area for grate area | 38,340 | 37,080 | 28,800 | 37,080 | 35,400 |
| Power L1 | 5444 | 5948 | 7310 | 5495 | 8103 |
| Power MT | 318.64 | 354.41 | 342.89 | 361.62 | 402.95 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||
|---|---|---|---|
| Class | F-4/F-30/F-15 | FR-34 | General Porfiro Diaz/F-2 |
| Locobase ID | 11928 | 11936 | 11920 |
| Railroad | Central Mexicano (NdeM) | Nacional de Mexico (NdeM) | Central Mexicano (NdeM) |
| Country | Mexico | Mexico | Mexico |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 |
| Number in Class | 10 | 2 | 27 |
| Road Numbers | 187-196/650-659/303-312/747-750 | 833-834 | 3-6, 11-14, 20-30, 55-62, 86-90, 95-96/405-431 |
| Gauge | Std | Std | Std |
| Number Built | 10 | 27 | |
| Builder | Brooks | NdeM | Burnham, Parry, Williams & Co |
| Year | 1897 | 1880 | |
| Valve Gear | Stephenson | Walschaert or Southern | Stephenson |
| Locomotive Length and Weight | |||
| Driver Wheelbase (ft / m) | 11 / 3.35 | 14.50 / 4.42 | 13.50 / 4.11 |
| Engine Wheelbase (ft / m) | 23.33 / 7.11 | 26.58 / 8.10 | 23.54 / 7.17 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.47 | 0.55 | 0.57 |
| Overall Wheelbase (engine & tender) (ft / m) | 51.33 / 15.65 | 58.06 / 17.70 | 46.08 / 14.05 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||
| Weight on Drivers (lbs / kg) | 111,000 / 50,349 | 147,337 / 66,831 | 71,905 / 32,616 |
| Engine Weight (lbs / kg) | 147,000 / 66,678 | 205,192 / 93,074 | 91,755 / 41,619 |
| Tender Loaded Weight (lbs / kg) | 93,300 / 42,320 | 140,836 / 63,882 | 69,268 / 31,419 |
| Total Engine and Tender Weight (lbs / kg) | 240,300 / 108,998 | 346,028 / 156,956 | 161,023 / 73,038 |
| Tender Water Capacity (gals / ML) | 4500 / 17.05 | 7000 / 26.52 | 2600 / 9.85 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2564 / 9705 | 2963 / 11,215 | 2402 / 9092 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 62 / 31 | 82 / 41 | 40 / 20 |
| Geometry Relating to Tractive Effort | |||
| Driver Diameter (in / mm) | 62 / 1575 | 69 / 1753 | 50 / 1270 |
| Boiler Pressure (psi / kPa) | 180 / 1240 | 200 / 1380 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 | 20.5" x 28" / 521x711 | 19" x 24" / 483x610 |
| Tractive Effort (lbs / kg) | 21,381 / 9698.27 | 28,991 / 13150.11 | 22,093 / 10021.23 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.19 | 5.08 | 3.25 |
| Heating Ability | |||
| Tubes (number - dia) (in / mm) | 272 - 2" / 51 | 185 - 2" / 51 | 154 - 2.25" / 57 |
| Flues (number - dia) (in / mm) | 24 - 5.375" / 137 | ||
| Flue/Tube length (ft / m) | 13.23 / 4.03 | 14.10 / 4.30 | 12.29 / 3.75 |
| Firebox Area (sq ft / m2) | 192 / 17.84 | 190 / 17.65 | 125.60 / 11.67 |
| Grate Area (sq ft / m2) | 26.14 / 2.43 | 34 / 3.16 | 17.76 / 1.65 |
| Evaporative Heating Surface (sq ft / m2) | 2076 / 192.94 | 2030 / 188.66 | 1215 / 112.92 |
| Superheating Surface (sq ft / m2) | 375 / 34.85 | ||
| Combined Heating Surface (sq ft / m2) | 2076 / 192.94 | 2405 / 223.51 | 1215 / 112.92 |
| Evaporative Heating Surface/Cylinder Volume | 263.45 | 189.72 | 154.19 |
| Computations Relating to Power Output (More Information) | |||
| Robert LeMassena's Power Computation | 4705 | 6800 | 2664 |
| Same as above plus superheater percentage | 4705 | 7888 | 2664 |
| Same as above but substitute firebox area for grate area | 34,560 | 44,080 | 18,840 |
| Power L1 | 7166 | 13,660 | 2924 |
| Power MT | 426.98 | 613.19 | 268.95 |
