Jaffa 2-6-0 Locomotives in Palestine

Class Details by Steve Llanso of Sweat House Media

Class 1 (Locobase 16052)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 16, p. 93 and Volume 17, p. 231. See also A Vale, "The Jaffa-Jerusalem Railway," Railway Magazine, Volume 10, No 4 (April 1902), pp. 322-332 and Lewis R Freeman, "The Railway Lines of Syria and Palestine", Railway Age Gazette, Volume 59, No 3 (30 July 1915), pp. 199-203. Works numbers were 11011-11013 in June 1890 and 12585-12586 in April 1892.

The Societe de Travaux Publics et Constructions bought this set of Moguls as it built the first railway in the Holy Land for the Chemin de Fer Ottoman de Jaffa a JTrusalem et Prolongements. That company had been formed after Yosef Navon, a Jewish resident of Jaffa, had been awarded the concession in 1888 by the "Sublime Porte" as the Sultan's palace in Constantinople was known.

Vale explained in 1902 (p. 323) that construction began in 1890 "under some curious difficulties." The worst of these was the lack of a natural harbor at Jaffa and the Turkish government's dilatory approach to approving construction of a breakwater.

The Jaffa-Jerusalem opened on 26 September 1892 (5th of Tishrei, 5653) and measured 87 km (54 miles) long. See Vale's detailed description of the railway, which includes the citations noting where in the Christian Bible

Baldwin was required to guarantee the engines' ability to haul 165 gross tons up a straight 2% grade. Like the Jaffa, the other four locomotives were named for cities on the route: Jerusalem, Ramleh, Lydda, Sejed.

According to Vale's 1902 report, the locomotives were able to haul 80-85 tons at 20 mph. He added that the engines were "kept as neatly as American engines can be, the brass bands round the boiler being invariably brightly polished." By 1915, Freeman felt forced to say "the two or three [American locomotives] that still survive are hardly in a condition to awaken any stirrings of patriotic pride in the breast of the American tourist who beholds their battered remains." (p. 203).

After World War I, the line's gauge was widened to standard gauge (1,435 mm).

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID16052
Number in Class5
Road Numbers1-5
Number Built5
BuilderBurnham, Parry, Williams & Co
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)10 / 3.05
Engine Wheelbase (ft / m)16.50 / 5.03
Ratio of driving wheelbase to overall engine wheelbase 0.61
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)48,000 / 21,772
Engine Weight (lbs / kg)58,000 / 26,308
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)2400 / 9.09
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)27 / 13.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)41 / 1041
Boiler Pressure (psi / kPa)130 / 9
High Pressure Cylinders (dia x stroke) (in / mm)15" x 18" / 381x457
Tractive Effort (lbs / kg)10,915 / 4950.97
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.40
Heating Ability
Tubes (number - dia) (in / mm)159 - 1.75" / 44
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m) 9.04 / 2.76
Firebox Area (sq ft / m2)71 / 6.60
Grate Area (sq ft / m2)13 / 1.21
Evaporative Heating Surface (sq ft / m2)730 / 67.82
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)730 / 67.82
Evaporative Heating Surface/Cylinder Volume198.29
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1690
Same as above plus superheater percentage1690
Same as above but substitute firebox area for grate area9230
Power L12618
Power MT360.73

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