Data from DeGolyer, Vol 60, pp. 33. See also Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site http://jernbane.net (June 2004). Works number was 45955 in July 1917.
Locobase 2775 describes a later batch of Baldwin Consolidations with slightly larger boilers. This one engine appears to have hewn more closely to the original Norwegian design and provided a benchmark for the later set. This predecessor had smaller diameter tubes and one less flue than the 1919 locomotives, but also had the 9 1/2" (241 mm) piston valves.
Data from:
DeGolyer, Volume 21, p.247; Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site http://jernbane.net (June 2004). Works number was 16203 in September 1898.
A single North American Consolidation supplied in 1898. Its operational career ran about three decades before it was withdrawn on 19 July 1928.
Data from Maurice Demoulin, Locomotive Actuelle ... (Paris: Librairie Polytechnique Ch.Beranger, 1906).
Locobase cannot match this description, which is explicit and illustrated with a line drawing, with any of the classes described on Svein Sandos' Jernbane site -- [] (last accessed 26 January 2008)--(Later link: The Semaphore, accessed for link update 10 July 2022.)
Demoulin says that a German builder supplied these locomotives, although they match closely those of the 19a class (Locobase 6159) that came from SLM and Hamar. These were heavier than that batch..
Data from "NSB type 19a" in Wikipedia at [], last accessed 9 November 2021 and Svein Sando's Railway Site [
] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site http://jernbane.net (June 2004). See also
SLM supplied the first 6 of these in 1902 while Hamar delivered the last three in 1909-1910. The design showed substantial increases in power and size over earlier Consolidations.
This was in keeping with its service with the Ofotbanen (Malmbanen in Sweden), a private line linking the iron mines of Kiruna in Sweden with the port of Narvik and the northernmost railway in the world. (see [] - viewed 20 June 2004) for an English-language history of the line.) Construction of the 168-km (104 mi), completed in 1902, was difficult and dangerous, but delivered an immediate payoff when 960,000 tons of ore was shipped the first year.
Almost immediately, the line looked to electrification as a long-term solution to the demands on motive power. When that project was completed, the class was taken into the NSB. By that time, six had been simpled and superheated and were classed as 28b.
The last of these left service on 20 September 1960.
Data from:
Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [
] (June 2004).
Hamar supplied two of these Consolidations and Thune the other four from 1906 to 1908. The design followed the general principles of Norwegian freight locomotives in being a 2-cylinder cross-compound of modest dimensions. When superheated (see Locobase 6165), they had about the same power as a Class 24b.
Data from:
Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [
] (June 2004).
Superheating the Class 22a (Locobase 6165) resulted in this small, simple-expansion Consolidation. It's not clear in Locobase's limited comprehension of Norwegian whether all in the class were so converted, but it appears to have been so. What's disturbing about the data from Sando is the overwrought factors, particularly the very low factor of adhesion. One wonders if the operators squelched the boiler pressure after conversion -- the tables suggest not -- or limited the cutoff. Possibly they accepted the slipping penalty to achieve the high tractive effort on steep grades ...
The last of the class -- 191-- retired on 28 October 1958.
Data from Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [
] (June 2004); and Norwegian Railway Club (Norsk Jerbaneklubb) (originally websitewww.nj.no/~njk/cgi/rstock.cgi., later [
], last accessed 6 October 2022.
Compound Consolidations built by Thune and Hamar, Norway that repeated the Class 22 design, but fitted with a larger cab. The lone Class 24a to get a superheater was designated 24d; see Locobase 1736.
Data from Norwegian Railway Club (Norsk Jerbaneklubb) (originally websitewww.nj.no/~njk/cgi/rstock.cgi., later [], last accessed 6 October 2022. .See
Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site http://jernbane.net (June 2004)
The 24bs were built by Thune while Sweden's NOHAB supplied the 3 24cs in 1919, the modelling site (20 June 2004) says that Thune built eight 24bs and that, despite their low maximum speed of 45 km/h (28 mph), were prized for their tractive power combined with a low axle loading. Must have been slippery devils. 24c engines repeated the design but added a feed water heater.
When supplied with a superheater, the Class 24a became the Class 24d. See Norwegian Railway Club (Norsk Jerbaneklubb) website []
Data from:
Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [
] (June 2004)
Data from:
Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [
] (June 2004).
The last two Class 19s from SLM were delivered as simple-expansion, superheated locomotives in 1910. Sometime after that, 6 of the existing Class 19s were converted to the same power and boiler dimensions. The only differences were in engine weight (the new SLMs were slightly heavier) and adhesion weight (163-164 put 62,400 kg/137,568 lb on the drivers). Although placed in service on the Ofotbanen, that line's electrification led to their relocation to the Bergensbanen.
The last of these left service on 20 September 1960.
Data from DeGolyer, Vol 60, pp. 38. See also Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site http://jernbane.net (June 2004), and Roy V Wright (Ed.) 1922 Locomotive Cyclopedia of American Practice, Sixth Edition (New York: Simmons-Boardman Publishing Company, 1922), p. 1006. Works numbers were 52124, 52154-52155, 52190, 52232-52233 in August 1919.
This was the last of the Consolidations built to a basic 1915 design; see Locobase 14385 for the first Baldwin with slightly smaller boiler tubes. Norwegian-designed, but US-built, these engines had remarkably high-pitched boilers showing plenty of daylight between the drivers and bottom of the barrel. Steam admission came through 9 1/2 inch (240 mm) piston valves.
The 33c worked on lines with maximum grades of 2% at a maximum speed of 45 km/h (28 mph).
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 343 | Class 17 | Class 19 | Class 19a | Class 22a |
Locobase ID | 14385 | 6158 | 9126 | 6159 | 6164 |
Railroad | NSB | NSB | NSB | NSB | NSB |
Country | Norway | Norway | Norway | Norway | Norway |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 1 | 1 | 9 | 6 | |
Road Numbers | 343 | 60 | 151-156, 160-162 | 141-5, 190-193 | |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 1 | 9 | 6 | |
Builder | Baldwin | Burnham, Williams & Co | several | several | |
Year | 1917 | 1898 | 1906 | 1902 | 1906 |
Valve Gear | Walschaert | Stephenson | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13.78 / 4.20 | 12.75 / 3.89 | 9.27 / 2.83 | ||
Engine Wheelbase (ft / m) | 22.31 / 6.80 | 20 / 6.10 | 21.98 / 6.70 | ||
Ratio of driving wheelbase to overall engine wheelbase | 0.62 | 0.64 | 0.42 | ||
Overall Wheelbase (engine & tender) (ft / m) | 41.56 / 12.67 | 40.92 / 12.47 | 45.93 / 14 | 45.93 / 14 | 44.95 / 13.70 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 34,172 / 15,500 | ||||
Weight on Drivers (lbs / kg) | 123,500 / 56,019 | 72,312 / 32,800 | 133,820 | 136,686 / 62,000 | 102,735 / 46,600 |
Engine Weight (lbs / kg) | 145,500 / 65,998 | 84,216 / 38,200 | 155,426 / 71,800 | 157,741 / 71,550 | 122,136 / 55,400 |
Tender Loaded Weight (lbs / kg) | 79,500 / 36,061 | 55,116 / 25,000 | 78,484 / 35,600 | 78,484 / 35,600 | 78,484 / 35,600 |
Total Engine and Tender Weight (lbs / kg) | 225,000 / 102,059 | 139,332 / 63,200 | 233,910 / 107,400 | 236,225 / 107,150 | 200,620 / 91,000 |
Tender Water Capacity (gals / ML) | 3960 / 15 | 2402 / 9.10 | 3960 / 15 | 3960 / 15 | 3960 / 15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.40 / 4 | 3.40 / 3.10 | 4.40 / 4 | 4.40 / 4 | 4.40 / 4 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 51 / 25.50 | 30 / 15 | 56 / 28 | 57 / 28.50 | 43 / 21.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 49.16 / 1249 | 48 / 1219 | 49.20 / 1250 | 49.20 / 1250 | 49.20 / 1250 |
Boiler Pressure (psi / kPa) | 170 / 1170 | 182.70 / 1260 | 188.50 / 1270 | 188.50 / 1300 | 188.50 / 1300 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22.64" x 25.2" / 575x640 | 16" x 24" / 406x610 | 21.65" x 25.2" / 540x640 (1) | 21.65" x 25.2" / 550x640 (1) | 19.29" x 25.2" / 490x640 (1) |
Low Pressure Cylinders (dia x stroke) (in / mm) | 27.56" x 25.2" / 820x640 (1) | 27.56" x 25.2" / 700x640 (1) | 28.74" x 25.2" / 730x640 (1) | ||
Tractive Effort (lbs / kg) | 37,967 / 17221.56 | 19,878 / 9016.52 | 23,787 / 10789.61 | 23,787 / 10789.61 | 21,053 / 9549.49 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.25 | 3.64 | 5.63 | 5.75 | 4.88 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 186 - 1.875" / 48 | 142 - 2" / 51 | / 50 | ||
Flues (number - dia) (in / mm) | 25 - 5" / 127 | ||||
Flue/Tube length (ft / m) | 13 / 3.96 | 12.25 / 3.73 | / 4.25 | ||
Firebox Area (sq ft / m2) | 121 / 11.24 | 94.47 / 8.78 | 125.94 / 11.70 | ||
Grate Area (sq ft / m2) | 30 / 2.79 | 15.92 / 1.48 | 30.13 / 2.80 | 30.14 / 2.80 | 22.92 / 2.13 |
Evaporative Heating Surface (sq ft / m2) | 1743 / 161.93 | 1009 / 93.74 | 1912 / 177.70 | 1913 / 177.70 | 1402 / 130.30 |
Superheating Surface (sq ft / m2) | 360 / 33.44 | ||||
Combined Heating Surface (sq ft / m2) | 2103 / 195.37 | 1009 / 93.74 | 1912 / 177.70 | 1913 / 177.70 | 1402 / 130.30 |
Evaporative Heating Surface/Cylinder Volume | 148.45 | 180.66 | 356.14 | 356.33 | 328.96 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 5100 | 2909 | 5680 | 5681 | 4320 |
Same as above plus superheater percentage | 5967 | 2909 | 5680 | 5681 | 4320 |
Same as above but substitute firebox area for grate area | 24,067 | 17,260 | 23,740 | ||
Power L1 | 6629 | 3877 | 4518 | ||
Power MT | 473.34 | 472.80 | 291.48 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | Class 22b | Class 24a | Class 24b/c | Class 24d | Class 28a/28b |
Locobase ID | 6165 | 1734 | 1735 | 1736 | 6160 |
Railroad | NSB | NSB | NSB | NSB | NSB |
Country | Norway | Norway | Norway | Norway | Norway |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 6 | 6 | 11 | 1 | 8 |
Road Numbers | 141-5, 190-193 | 147-148,194-196,210 | 221-22+ | 151, 155-6, 160-164 | |
Gauge | Std | Std | Std | Std | Std |
Number Built | 6 | 11 | 2 | ||
Builder | several | several | several | NSB | several |
Year | 1909 | 1909 | 1909 | 1902 | |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 16.14 / 4.92 | ||||
Engine Wheelbase (ft / m) | 24.34 / 7.42 | ||||
Ratio of driving wheelbase to overall engine wheelbase | 0.66 | ||||
Overall Wheelbase (engine & tender) (ft / m) | / 13.70 | 45.44 / 13.85 | 45.44 / 13.85 | 45.44 / 13.85 | 45.93 / 14 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 105,822 / 48,000 | 103,397 / 46,900 | 104,279 / 47,300 | 104,940 / 47,600 | 134,261 / 60,900 |
Engine Weight (lbs / kg) | 125,663 / 57,000 | 122,797 / 55,700 | 126,545 / 57,400 | 125,002 / 56,700 | 155,426 / 70,500 |
Tender Loaded Weight (lbs / kg) | 78,484 / 35,600 | 78,484 / 35,600 | 78,484 / 35,600 | 78,484 / 35,600 | 85,098 / 38,600 |
Total Engine and Tender Weight (lbs / kg) | 204,147 / 92,600 | 201,281 / 91,300 | 205,029 / 93,000 | 203,486 / 92,300 | 240,524 / 109,100 |
Tender Water Capacity (gals / ML) | 3960 / 15 | 3960 / 15 | 3960 / 15 | 3960 / 15 | 3960 / 15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.40 / 4 | 4.40 / 4 | 4.40 / 4 | 4.40 / 4 | 6.60 / 6 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 44 / 22 | 43 / 21.50 | 43 / 21.50 | 44 / 22 | 56 / 28 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 49.20 / 1250 | 49.20 / 1250 | 49.20 / 1250 | 49.20 / 1250 | 49.20 / 1250 |
Boiler Pressure (psi / kPa) | 188.50 / 1300 | 185.60 / 1280 | 185.60 / 1280 | 185 / 1280 | 174 / 1200 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22.44" x 25.2" / 570x640 | 19.29" x 25.2" / 490x640 (1) | 21.26" x 25.2" / 540x640 | 19.29" x 25.2" / 490x640 (1) | 23.62" x 25.2" / 600x640 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 28.74" x 25.2" / 730x640 (1) | 28.74" x 25.2" / 730x640 (1) | |||
Tractive Effort (lbs / kg) | 41,325 / 18744.73 | 20,729 / 9402.53 | 36,522 / 16566.12 | 20,662 / 9372.14 | 42,263 / 19170.20 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 2.56 | 4.99 | 2.86 | 5.08 | 3.18 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | |||||
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | |||||
Firebox Area (sq ft / m2) | |||||
Grate Area (sq ft / m2) | 22.92 / 2.13 | 22.93 / 2.13 | 22.93 / 2.13 | 22.90 / 2.13 | 30.13 / 2.80 |
Evaporative Heating Surface (sq ft / m2) | 1165 / 108.30 | 1403 / 130.30 | 1166 / 108.30 | 1206 / 112.08 | 1619 / 150.50 |
Superheating Surface (sq ft / m2) | 391 / 36.30 | 391 / 36.30 | 455 / 42.29 | 493 / 45.80 | |
Combined Heating Surface (sq ft / m2) | 1556 / 144.60 | 1403 / 130.30 | 1557 / 144.60 | 1661 / 154.37 | 2112 / 196.30 |
Evaporative Heating Surface/Cylinder Volume | 101.00 | 329.19 | 112.61 | 282.97 | 126.68 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4320 | 4256 | 4256 | 4237 | 5243 |
Same as above plus superheater percentage | 5401 | 4256 | 5320 | 5380 | 6448 |
Same as above but substitute firebox area for grate area | |||||
Power L1 | |||||
Power MT |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | Class 33c |
Locobase ID | 2774 |
Railroad | NSB |
Country | Norway |
Whyte | 2-8-0 |
Number in Class | 6 |
Road Numbers | 391-6 |
Gauge | Std |
Number Built | 6 |
Builder | Baldwin |
Year | 1919 |
Valve Gear | Walschaert |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 13.78 / 4.20 |
Engine Wheelbase (ft / m) | 22.31 / 6.80 |
Ratio of driving wheelbase to overall engine wheelbase | 0.62 |
Overall Wheelbase (engine & tender) (ft / m) | 46.82 / 14.27 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 122,577 / 55,600 |
Engine Weight (lbs / kg) | 145,500 / 65,998 |
Tender Loaded Weight (lbs / kg) | 79,500 / 36,061 |
Total Engine and Tender Weight (lbs / kg) | 225,000 / 102,059 |
Tender Water Capacity (gals / ML) | 3960 / 15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.40 / 4 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 51 / 25.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 49.20 / 1250 |
Boiler Pressure (psi / kPa) | 174 / 1200 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22.64" x 25.2" / 575x640 |
Tractive Effort (lbs / kg) | 38,829 / 17612.56 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.16 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 180 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.375" / 137 |
Flue/Tube length (ft / m) | 13 / 3.96 |
Firebox Area (sq ft / m2) | 131 / 12.17 |
Grate Area (sq ft / m2) | 31.70 / 2.95 |
Evaporative Heating Surface (sq ft / m2) | 1820 / 169.08 |
Superheating Surface (sq ft / m2) | 384 / 35.67 |
Combined Heating Surface (sq ft / m2) | 2204 / 204.75 |
Evaporative Heating Surface/Cylinder Volume | 155.00 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 5516 |
Same as above plus superheater percentage | 6453 |
Same as above but substitute firebox area for grate area | 26,669 |
Power L1 | 7207 |
Power MT | 518.49 |