Dunedin Metropolitan & Suburban Tramway 0-4-0 Locomotives in New_Zealand

Class Details by Steve Llanso of Sweat House Media

Class Washington/Grand Pacific (Locobase 10029)

Data from Park Benjamin (Ed), Appleton's Cyclopedia of Applied Mechanics (New York: D Appleton & Company, 1884), p. 344. See also DeGolyer, Volume 8, p. 122 and See also 1 December 1879 letter from San Francisco by Robert J Creighton, Resident Agent, New Zealand Government ,"Enclosure 2 in No. 20 - Supplemental Memorandum", 1880 New Zealand "San Francisco Mail Service (Further Papers Relative To)", p. 14. Boiler pressure is the middle value of 100-125 psi, which is represented as the full range. Works number was 4139 in August 1877.

Although Sprague's successful development of the electric streetcar would forestall widespread steam tram use in the United States, Baldwin was ever vigilant in its search for markets. In the mid-1870s it marketed the steam car shown here and the separate motor described in Locobase 10030. The steam car was also known as the steam "dummy".

To render them friendlier to the crowded streets on which they travelled, steam cars used a "noiseless" exhaust system and anthracite coal or coked coal to reduce smoke. In the steam car, the vertical boiler stood in the front with the car's seating over the wheels and the boarding platform at the rear. They were credited with 12-15 mph in ordinary operation and burned 6-7 lb of coal per mile.

Alas, says John H White, writing in the Spring 1998 (Vol 13 No. 4) American Heritage, the small steam dummies tried out on Philadelphia streets proved to be unsuitable:

"[A]after a one-year trial the Market Street's management condemned the dummies and had them withdrawn. The tracks were in ruins from the hard-riding motors, and operating costs, even when figured in the most favorable manner, exceeded those of horsecars by $1.50 a day, a significant sum when multiplied by the number of cars in service."

Undaunted, Baldwin secured contracts with other tramways. One such was concluded with the Galveston, Brazos and Colorado, but the deal fell through. David Proudfoot, who was just establishing a system in Dunedin, New Zealand, bought this motor.

When it arrived, it was the subject of a glowing report from the Otago Daily Times that showed the estimation in which American workmanship is held there", according to the Appendix.

"The combined steam-car ñ Washington,' imported for the tramways by Mr. Proudfoot, underwent a trial yesterday. The car was fully loaded with passengers, and it surmounted the Princes Street grade of 1 in 17 without the slightest difficulty. It is anticipated that when in proper working order it- will with ease pull two or three loaded cars behind it. The machinery of the engine and the woodwork of this combined car were constructed by the Baldwin Locomotive Company and Brill and Co., both of Philadelphia, respectively, and reflect great credit on those firms. The boiler is of the vertical type, and is of steel, with 8-inch cylinders. There is a beautiful centre-dome lamp, besides lights at each end; in fact, the car is so well supplied with lights that the smallest print can be read without difiiculty. The whole of the workmanship is certainly a vast improvement on the English car. It is a novel, handsome, and compact piece of mechanism. The motion is exceedingly smooth, and the car can with its powerful brake-gear be stopped within its own length."

Reinforcing the high opinion described by the paper is their understanding that "the Baldwin Company are supplying the New South Wales Government with cars and engines for the tramway that is being laid from Pitt Street, in Sydney, to the Exhibition.ö

Principal Dimensions by Steve Llanso of Sweat House Media

ClassWashington/Grand Pacific
Locobase ID10029
RailroadDunedin Metropolitan & Suburban Tramway
CountryNew Zealand
Number in Class1
Road Numbers1
Number Built1
BuilderBurnham, Parry, Williams & Co
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 7.50 / 2.29
Engine Wheelbase (ft / m) 7.50 / 2.29
Ratio of driving wheelbase to overall engine wheelbase1
Overall Wheelbase (engine & tender) (ft / m) 7.50 / 2.29
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)17,000 / 7711
Engine Weight (lbs / kg)17,000 / 7711
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)17,000 / 7711
Tender Water Capacity (gals / ML)100 / 0.38
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)14 / 7
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)31 / 787
Boiler Pressure (psi / kPa)115 / 7.90
High Pressure Cylinders (dia x stroke) (in / mm)8" x 10" / 203x254
Tractive Effort (lbs / kg)2018 / 915.35
Factor of Adhesion (Weight on Drivers/Tractive Effort) 8.42
Heating Ability
Tubes (number - dia) (in / mm)114 - 1.25" / 32
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m) 3.92 / 1.19
Firebox Area (sq ft / m2)15 / 1.39
Grate Area (sq ft / m2) 2.13 / 0.20
Evaporative Heating Surface (sq ft / m2)161 / 14.96
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)161 / 14.96
Evaporative Heating Surface/Cylinder Volume276.74
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation245
Same as above plus superheater percentage245
Same as above but substitute firebox area for grate area1725
Power L12410
Power MT625.07

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