Data from South African Railways & Harbours 9 -1941 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also A E Durrant, The Smoke that Thunders (Harare, Zimbabwe: African Publishing Group, 1997), p. 9. Most were produced by Neilson & Company with the last 21 coming from Sharp, Stewart
The above-mentioned diagram book shows several versions of the Class 6 Ten-wheeler. This was one of the more common. 6Bs came from the Cape Government Railways, 6Cs from the Oranje-Vrijstaat Gouwerment-Spoorwegen (OVGS) (later Central South African) and weighed about 1,000 lb more. Several received Belpaire boilers that increased total evaporative heating surface area; see Locobase 16124.
Durrant reports that B Class 525-527 were to have gone to the Bechuanaland Railway in what became Rhodesia and were in fact delivered to that line as their 1-3. But they were immediately sold ("presumably due to cash flow problems") to the CGR. The CGR apparently leased them back to the railway to support a service to Bulawayo, although Durrant notes that this couldn't be confirmed.
The CGR absorbed them into its own set of Class 6 locomotives (see Locobase 10153) and fitted two of the class with Belpaire boilers. Like most CGR/SAR locomotives, these operated for decades. 527 was withdrawn in January 1951, 525 in 1956, and 526 in September 1957.
Data from South African Railways & Harbours 9 -1941 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.
P A Hyde, Chief Locomotive Superintendent of the Central South African Railways, thought Belpaire boilers improved a locomotive's steaming qualities and, beginning in 1904, replaced several of the round-top boilers in the Class 6 Ten-wheelers with the square-shouldered variant. Not only was the boiler simply bigger, but it was pressed to a higher degree, which yielded more starting tractive effort. The cost was greater weight. Wikipedia reports that coal consumption dropped by 5% despite the heat system's greater size while typical trailing loads rose by 12%.
At least of these was later superheated; see Locobase 16125.
In the 1930s, the SAR's Chief Mechanical Engineer A G Watson was faced with a variety of boilers installed in many of his railway's classes. Many of them combined the Belpaire firebox with a combustion chamber, features that Watson disliked because of their higher maintance cost.
Data from South African Railways & Harbours 9 -1941 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 16124 describes the Belpaire boiler upgrade to many of the 6Cs in CSAR service. At some point, at least boiler number 7215 went through a simple conversion to install an 18-unit superheater in place of 111 small tubes.
Data from "Cape Government Railways," The Locomotive Magazine, Vol V (July 1900), p. 105. Additional information from the South African Railways historical website [], last accessed 15 April 2009.
According to the Old Steam Locomotives in South African blog, authored by Leith Paxton and David Bourne ([], last accessed 3 April 2010): "All the engines of the 6th class were regarded as having a splendid record of reliability, and low cost of repairs. In 1894 the General Manager, Mr. Elliot reported: 'These engines will render practicable an increase in speed that will admit of a train being run from Cape Town to Johannesburg in 48 hours.'"
The locomotive whose dimensions are showcased in LM article is described as typical of the 6th class Ten-wheelers that had entered CGR service over the previous five years. They were supplied by Dubs, Sharp, Stewart, and Neilson, Reid, all of Glasgow (and soon to be united as North British Locomotive Company).
"These engines are the standard type, " the author stated, " used for working the passenger and goods traffic over the Western system, including the Rhodesia Railways to Buluwayo, over the northern portions of the Midland and Eastern systems." Reflecting the Boer War that seemed about to end, but which had more than a year to run, the author added, "[A]nd they have worked the bulk of the military traffic up to the present."
Of the first 196 engines, however, only the 32 6Ds had the 18-sq ft grate; all of the others had 16.6-sq ft grates and there were a lot of them - 170 in all with the 16.6 sq ft grate:
Class Builder Year Road numbers
6 Dubs 1893 139-160, 353-370 401-440
6A Dubs & SS 1895 161-201, 371-374, 575-576, 660-662
441-489
6B NR 1897 202-235, 577-584, 587-593, 490-540
595-600, 663-664
6C all three 1896 346-364, 366-369 541-564
6D (18 sf) NR 1898 234-269, 585-586, 594, 655-663 565-596
6E SS 1898 333-335, 370-372 598-603
6F (18.7 sf) SS 1900 260-261 604-605
6G (18.6 sf) Alco 1901 262-259 606-613
6H (18) NR 1901 278-286, 541-552 614-634
6J (18) NR 1902 155, 160, 287-294, 537-540 635-648
6K (19 sf) Baldwin 1901 301-305, 795-799 649-658
(See Locobase 12447)
6L (18.7) NR 1904 909-910 659-660
South African Railways & Harbours 9 -1941 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5646-5653 in December 1900.
As with the ten Baldwin Ten-wheelers supplied at the same time (Locobase 12448), these engines were designed by the builder to the requirements laid out by the CGR. Apparently because these were North American designs, they were inevitably bigger than all of the British-built Class 6s already in service. Even the cylinders measured 1/2" more in diameter.
Yet, the Schenectady's were not as big as the Baldwin 6Ks. Their grate areas were identical but the 6Gs had less firebox heating surface area, shorter (and 3 fewer) firetubes, and they weighed less. Their profiles declared their North American roots in a pleasing profile.
The design obviously suited the SAR, if the class's longevity is any guide.The last was not retired in
Data from "Cape Government Railways," The Locomotive Magazine, Vol V (July 1900), p. 105. Additional information from the South African Railways historical website [], last accessed 15 May 2010.
The main entry on the 6 class can be found at Locobase 10153. This entry contains the data held on an SAR diagram for the 6J class. Compared to the earlier Class 6 engines, the 6J's boiler had 3 fewer tubes, each of which had a greater diameter and thus added up to somewhat greater heating surface area. Also, the boiler pressure was rated 20% higher.
Data from DeGolyer, Volume 23, p. 137. Works numbers were 18319-18322, 18348-18353 in October 1900.
(NB: Road numbers for the CGR didn't quite run consecutively. Instead the sequence (in works number order) ran 301-303, 796, 798, 797, 799, 795, 304-305. For some reason, the SAR didn't rationalize the order when they nationalized the CGR. The new series order was: 649-651, 655, 657, 656, 658, 654, 652-653.)
Baldwin's only contribution to the varied and numerous Class 6 Ten-wheeler series consisted of some of the biggest in the group. Not only was the boiler larger, but also cylinder volume grew and steam pressure increased.
Survival in SAR service seems to have depended on where the locomotives operated. The 6Ks operated on the East London main line and were retired by 1928.
See"Narrow Gauge Locomotive, Cape Government Railways," The Locomotive Magazine, Volume XII [12] (14 April 1906), p. 59; and "South African Class NG8 4-6-0" in Wikipedia at [], last accessed 26 June 2023. Works numbers were 1741-1746 in May-August 1904.and 1967 in 1913.
The design was credited to "Messrs. Gregory & Eyles, Sir Douglas Fox & Partners, and Sir Charles Metcalfe, Bart."
These were NG7 2-6-0s (Locobase 984) with a four-wheel leading truck. Running on the Langkloof line between Port Elizabeth and Avontuur, they "became the mainstay of motive power on the Avontuur branch," according to Wikipedia. Sometimes engines would be sent to the Kalbaskraal branch running toward Saldanha.
On such a skinny gauge, the locomotive's top speed of 30 mph (48 kph) suggested celerity and could pull 100 tons up a 2 1/2% grade.
Withdrawn in late 1920 except for NG27, which was sold to the Eastern Province Cement Company to use it to haul limestone on its industrial line from New Brighton in Port Elizabeth. Avontuur branch at Chelsea Junction.[1]
NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface
Data from E L Ahrons, The British Railway Locomotive, 1825-1925 (London: Locomotive Publishing Company, 1926); and from D F Holland, Steam Locomotives of the South African Railroads, Volume I: 1859-1910 (New York: Drake Publishers, 1972), p. 27. "South African Class C 4-6-0T" in Wikipedia at [], last accessed 15 September 2024. Kitson works numbers were 2254-2258, 2269-2270 in 1879; 2358-2360 in 1880, 2504-2508 in 1882, 2898-2900 in 1885. Robert Stephenson & Company works numbers were 2484-2490 in March, 2519-2520 in 1883, 2571-2580 in 1884.
Standard tank engine on the Natal in the early days of its operation . The first seven came on the road as 2-6-0T Moguls like those in Locobase 21204. By 1883, the Natal started converting them to the 4-6-0T that would come in several batches over the next six years.
C class 4-6-0Ts were rated to pull 90 long tons up a 3.3 grade and around curves with radii of 300 ft (91 metres). Kitson supplied two two-axle tenders to extend the locomotive's range and Durban built another in 1882. One big change came when the shops mounted new, longer boilers pressed to 170 psi (11.7 bar).
In 1896, GW Reid extended the 21's wheelbase to add a trailing bogie, thus creating a 4-6-4T; it later appeared on the SAR as Class H #39. 25 took a similar route that added a single trailing axle.
By 1912, C class engines had gravitated toward shunting duties and remained in service until the last was retired in 1940.
Data from "South African Class NG8 4-6-0" in Wikipedia at [], last accessed 26 June 2023. Bagnall works number was 1967 in 1914. Kerr, Stuart works were 1345-1346 in September 1914.
More than a decade after the delivery of six Bagnall-built Pacific tanks that were based on Baldwin's NG7 2-6-0 (Locobase 984), but with a four-wheel leading truck. It had the same outside frame as the Baldwin as well as a bar frame and copper firebox.
All were withdrawn by 1931.
Data from DeGolyer, Volume 63, pp.76+; and d Dave Richardson "Last Survivor set to steam again" on UK-based narrow gauge forum at [] . Baldwin works numbers ran in a series: 42301-42306 in August 1915.
Appear to be NG7 2-6-0s with a four-wheel leading truck and duplicated six Bagnall-built engines of 1903. Like the Bagnalls, this set had frames outside the wheels. The specifications called for the engines to be capable of negotiating a 44 1/2 degree curve (radii of 132 feet/40.2 metres) at a minimum speed of 8 mph (12.9 kph) while climbing a 2.8% grade.
But Dave Richardson wrote that these little Ten-wheelers couldn't reverse at speeds more than 10 mph (16 kph).
Note that the loaded tender weighed a bit more than the loaded locomotive.
Three sold to Angola Rwys, others withdrawn in late 1920s.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 6B/6C | 6C - Belpaire | 6C - Belpaire-superheated | 6D/6H | 6G |
Locobase ID | 16122 | 16124 | 16125 | 10153 | 16126 |
Railroad | Cape Government Railways (SAR) | Cape Government Railways (SAR) | Cape Government Railways (SAR) | Cape Government Railways (SAR) | Cape Government Railways (SAR) |
Country | South Africa | South Africa | South Africa | South Africa | South Africa |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 75 | 52 | 8 | ||
Road Numbers | 490-564/ | 234-269 etc/565-596, 614-634 | 262-269/606-613 | ||
Gauge | 3'6" | 3'6" | 3'6" | 3'6" | 3'6" |
Number Built | 75 | 52 | 8 | ||
Builder | several | SAR | SAR | several | Schenectady |
Year | 1896 | 1898 | 1900 | ||
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11 / 3.35 | 11 / 3.35 | 11 / 3.35 | 11.33 / 3.45 | 11.33 / 3.45 |
Engine Wheelbase (ft / m) | 20.31 / 6.19 | 20.31 / 6.19 | 20.31 / 6.19 | 20.67 / 6.30 | 21.17 / 6.45 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.54 | 0.54 | 0.55 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 46.51 / 14.18 | 42.05 / 12.82 | 42.05 / 12.82 | 44.98 / 13.71 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 27,216 / 12,345 | 30,016 / 13,615 | 30,016 / 13,615 | 28,000 / 12,701 | 28,560 / 12,955 |
Weight on Drivers (lbs / kg) | 77,056 / 34,952 | 90,048 / 40,845 | 90,048 / 40,845 | 82,768 / 37,543 | 81,800 / 37,104 |
Engine Weight (lbs / kg) | 103,600 / 46,992 | 114,464 / 51,920 | 114,464 / 51,920 | 107,856 / 48,923 | 108,700 / 49,306 |
Tender Loaded Weight (lbs / kg) | 76,384 / 34,647 | 76,384 / 34,647 | 76,384 / 34,647 | 74,144 / 33,631 | |
Total Engine and Tender Weight (lbs / kg) | 179,984 / 81,639 | 190,848 / 86,567 | 190,848 / 86,567 | 182,844 / 82,937 | |
Tender Water Capacity (gals / ML) | 3120 / 11.82 | 3120 / 11.82 | 3120 / 11.82 | 2928 / 11.09 | 3360 / 12.73 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6.05 / 6 | 8.25 / 8 | 8.25 / 8 | 6.60 / 6 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 43 / 21.50 | 50 / 25 | 50 / 25 | 46 / 23 | 45 / 22.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 54 / 1372 | 54 / 1372 | 54 / 1372 | 54 / 1372 | 54 / 1372 |
Boiler Pressure (psi / kPa) | 160 / 1100 | 180 / 1240 | 180 / 1240 | 150 / 1030 | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 26" / 432x660 | 17" x 26" / 432x660 | 17" x 26" / 432x660 | 17" x 26" / 432x660 | 17.5" x 26" / 445x660 |
Tractive Effort (lbs / kg) | 18,924 / 8583.79 | 21,290 / 9656.99 | 21,290 / 9656.99 | 17,741 / 8047.19 | 22,560 / 10233.06 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.07 | 4.23 | 4.23 | 4.67 | 3.63 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 185 - 1.875" / 48 | 220 - 2" / 51 | 109 - 2" / 51 | 185 - 1.875" / 48 | 195 - 2" / 51 |
Flues (number - dia) (in / mm) | 18 - 5.5" / 140 | ||||
Flue/Tube length (ft / m) | 11.18 / 3.41 | 11.19 / 3.41 | 11.19 / 3.41 | 11.18 | 11.35 / 3.46 |
Firebox Area (sq ft / m2) | 101 / 9.38 | 111 / 10.31 | 111 / 10.31 | 107 / 9.94 | 112 / 10.41 |
Grate Area (sq ft / m2) | 16.62 / 1.54 | 17 / 1.58 | 17 / 1.58 | 18 / 1.67 | 19 / 1.77 |
Evaporative Heating Surface (sq ft / m2) | 1116 / 103.68 | 1399 / 129.97 | 1039 / 96.53 | 1122 / 104.28 | 1267 / 117.71 |
Superheating Surface (sq ft / m2) | 211 / 19.60 | ||||
Combined Heating Surface (sq ft / m2) | 1116 / 103.68 | 1399 / 129.97 | 1250 / 116.13 | 1122 / 104.28 | 1267 / 117.71 |
Evaporative Heating Surface/Cylinder Volume | 163.39 | 204.82 | 152.11 | 164.27 | 175.05 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2659 | 3060 | 3060 | 2700 | 3420 |
Same as above plus superheater percentage | 2659 | 3060 | 3580 | 2700 | 3420 |
Same as above but substitute firebox area for grate area | 16,160 | 19,980 | 23,377 | 16,050 | 20,160 |
Power L1 | 3417 | 4634 | 8284 | 3275 | 4089 |
Power MT | 293.29 | 340.36 | 608.44 | 261.70 | 330.61 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 6J | 6K | B/NG8 | C/G | Improved B/NG8 |
Locobase ID | 11255 | 12448 | 988 | 3038 | 991 |
Railroad | Cape Government Railways (SAR) | Cape Government Railways (SAR) | Cape Government (SAR) | Natal Government (SAR) | Cape Government (SAR) |
Country | South Africa | South Africa | South Africa | South Africa | South Africa |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0T | 4-6-0 |
Number in Class | 18 | 10 | 6 | 37 | 2 |
Road Numbers | 155, 160, 287-294, 537-540/635-648 | 301-305, 795-799 / 649-658 | NG33-38/NG27-32 | 8-14, 16-26, 29-47 | NG36-38 |
Gauge | 3'6" | 3'6" | 2' | 3'6" | 2' |
Number Built | 18 | 10 | 6 | 37 | 2 |
Builder | Neilson, Reid | Burnham, Williams & Co | WG Bagnall | several | several |
Year | 1902 | 1900 | 1904 | 1879 | 1914 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11.33 / 3.45 | 11.67 / 3.56 | 6.50 / 1.98 | 7.75 / 2.36 | 6.25 |
Engine Wheelbase (ft / m) | 20.67 / 6.30 | 21.33 / 6.50 | 10 / 3.05 | 16.69 / 5.09 | 13.08 |
Ratio of driving wheelbase to overall engine wheelbase | 0.55 | 0.55 | 0.65 | 0.46 | 0.48 |
Overall Wheelbase (engine & tender) (ft / m) | 45.71 / 13.93 | 16.69 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 29,920 / 13,571 | ||||
Weight on Drivers (lbs / kg) | 82,768 / 37,543 | 85,000 / 38,555 | 37,520 / 17,019 | 51,072 / 23,166 | 37,408 / 16,968 |
Engine Weight (lbs / kg) | 104,832 / 47,551 | 107,000 / 48,534 | 45,360 / 20,575 | 65,318 / 29,628 | 45,472 / 20,626 |
Tender Loaded Weight (lbs / kg) | 74,000 / 33,566 | 42,560 / 19,305 | 46,592 / 21,134 | ||
Total Engine and Tender Weight (lbs / kg) | 181,000 / 82,100 | 87,920 / 39,880 | 92,064 / 41,760 | ||
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 3360 / 12.73 | 1800 / 6.82 | 840 / 3.18 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 11 / 10 | 5.50 / 5 | 1.10 / 1 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 46 / 23 | 47 / 23.50 | 21 / 10.50 | 28 / 14 | 21 / 10.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 54 / 1372 | 54 / 1372 | 33 / 838 | 39 / 965 | 33 / 838 |
Boiler Pressure (psi / kPa) | 170 / 1170 | 180 / 1030 | 180 / 1240 | 140 / 970 | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 26" / 432x660 | 17.5" x 26" / 445x660 | 11.75" x 16" / 298x406 | 14" x 21" / 356x533 | 11.75" x 16" / 298x406 |
Tractive Effort (lbs / kg) | 20,107 / 9120.39 | 22,560 / 10233.06 | 10,242 / 4645.70 | 12,559 / 5696.67 | 10,242 / 4645.70 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.12 | 3.77 | 3.66 | 4.07 | 3.65 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 182 - 2" / 51 | 192 - 2" / 51 | 68 - 2" / 51 | 130 - 1.75" / 0 | |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.18 / 3.41 | 12 / 3.66 | 10.75 / 3.28 | 10.29 | |
Firebox Area (sq ft / m2) | 108 / 10.04 | 120.50 / 11.20 | 40.47 / 3.76 | 58 / 5.39 | 40.50 / 3.76 |
Grate Area (sq ft / m2) | 19 / 1.77 | 19 / 1.77 | 7.60 / 0.71 | 11 / 1.02 | 7.60 / 0.71 |
Evaporative Heating Surface (sq ft / m2) | 1173 / 109.01 | 1315 / 122.21 | 421 / 39.11 | 669 / 62.17 | 421 / 39.11 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1173 / 109.01 | 1315 / 122.21 | 421 / 39.11 | 669 / 62.17 | 421 / 39.11 |
Evaporative Heating Surface/Cylinder Volume | 171.73 | 181.68 | 209.66 | 178.80 | 209.66 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 3230 | 3420 | 1368 | 1540 | 1368 |
Same as above plus superheater percentage | 3230 | 3420 | 1368 | 1540 | 1368 |
Same as above but substitute firebox area for grate area | 18,360 | 21,690 | 7285 | 8120 | 7290 |
Power L1 | 3837 | 4292 | 3073 | 2332 | 3074 |
Power MT | 306.61 | 333.96 | 541.69 | 302.00 | 543.49 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | NG9 |
Locobase ID | 985 |
Railroad | South African Railways (SAR) |
Country | South Africa |
Whyte | 4-6-0 |
Number in Class | 6 |
Road Numbers | NG42-NG47 |
Gauge | 2' |
Number Built | 6 |
Builder | Baldwin |
Year | 1915 |
Valve Gear | Walschaert |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 6.25 / 1.90 |
Engine Wheelbase (ft / m) | 13.08 / 3.99 |
Ratio of driving wheelbase to overall engine wheelbase | 0.48 |
Overall Wheelbase (engine & tender) (ft / m) | 36.87 / 11.24 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 12,800 / 5806 |
Weight on Drivers (lbs / kg) | 38,000 / 17,237 |
Engine Weight (lbs / kg) | 45,400 / 20,593 |
Tender Loaded Weight (lbs / kg) | 46,400 / 21,047 |
Total Engine and Tender Weight (lbs / kg) | 91,800 / 41,640 |
Tender Water Capacity (gals / ML) | 1800 / 6.82 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.50 / 5 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 21 / 10.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 33 / 838 |
Boiler Pressure (psi / kPa) | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 11.75" x 16" / 298x406 |
Tractive Effort (lbs / kg) | 10,242 / 4645.70 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.71 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 68 - 2" / 51 |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | 10.79 / 3.29 |
Firebox Area (sq ft / m2) | 43 / 3.99 |
Grate Area (sq ft / m2) | 7.50 / 0.70 |
Evaporative Heating Surface (sq ft / m2) | 424 / 39.39 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 424 / 39.39 |
Evaporative Heating Surface/Cylinder Volume | 211.15 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 1350 |
Same as above plus superheater percentage | 1350 |
Same as above but substitute firebox area for grate area | 7740 |
Power L1 | 3150 |
Power MT | 548.25 |