The first 2-10-2s to arrive on the Union Pacific Railroad were ten built by the Baldwin Locomotive Works and delivered in 1917. This group was designated as Class TTT-1 and was assigned road numbers 5000 through 5009. During 1918, the Los Angeles-Salt Lake Railroad received six very similar Baldwin-built 2-10-2s. The LA-SL: locomotives were designated as Class TTT-2 and carried road numbers 3800 through 3805. The TTT-1s were coal fired and the TTT-2s were oil-fired. All of these first sixteen 2-10-2s had 63" diameter drivers, 29.5" x 30" cylinders, a 200 psi boiler pressure and they exerted 70,450 pounds of tractive effort. These dimensions and boiler pressure would be repeated on the other 128 Two-Ten-Twos the UP and its subsidiaries would buy. These first two groups were built with 32 sq ft of arch tubes contributing to the firebox heating surface. About half were fitted with Elesco feedwater heaters. The other half had Coffin type which added about 700 lb to the adhesion weight.
In 1918, numbers 3800 through 3805 were converted to be coal fired and transferred to the OSL and became numbers 5300 through 5305 on the railroad. In 1928, number 5007 was converted to be oil fired and was transferred to the LA&SL and became number 5525 on that railroad.
In 1919, the UP received five more TTTs and another 25 came in 1920. The locomotives delivered in 1919 were designated as class TTT-3 and given road numbers 5010 through 5014 and the group received in 1920 were designated as Class TTT-4 and assigned road numbers 5015 through 5039. Numbers 5010-5013 were converted to oil-fired and transferred to LA&SL in 1928 and became LA&SL numbers 5526-5529 and were assigned to helper service on Cajon Pass in California. Numbers 5023, 5024, 5026, 5035 and 5037 were delivered as oil-fired locomotives, the balance were coal-fired and equipped with Street stokers which were later converted to Duplex stokers.
Starting in December 1922 and by March 1923 the OWR&N received fifteen of the 2-10-2s from Baldwin. This group was designated as Class TTT-5 and assigned road numbers 5400 through 5414. Numbers 5408, 5409, and 5411-5413 were transferred to OSL in 1928 and became numbers 5314-5318.on that railroad. In 1931, the OSL returned number 5014 to the OWR&N converted.5315, 5316 & 5317 to be oil-fired.
In 1923 the UP received fifty new 2-10-2 locomotives which were classified as Class TTT-6. Ten were built by ALCO-Brooks and assigned road numbers 5040 through 5049, three were built by Baldwin and given road numbers 5050 through 5052 and the other thirty-seven were built by the Lima Locomotive Works. These locomotives were similar to the other classes of TTTs except the firebox was completely changed. The grate area stayed the same, but in place of 32 sq ft of arch tubes, the new firebox had 118 sq ft of Nicholson thermic syphons. The change increased the direct heating surface by 20%.and were considerably more powerful locomotives.
Also in 1923, the OSL took delivery of eight Class TTT-6 Two-Ten-Twos built by ALCO-Brooks. They were given road numbers 5306 through 5313,
A final group of Class TTT-6 2-10-2s built by Baldwin were delivered to the LA-SL and given road numbers 5500 through 5514 in 1923. In 1924 the LA-SL received ten more Two-Ten-Twos also built by Baldwin. These locomotives were designated as Class TTT-7 and were assigned road numbers 5515 through 5524. There is one surviving UP 2-10-2 "Santa Fe" type locomotives. It is LA&SL Road Class TTT-6, Number 5511. It is in storage at the UP Engine House in Cheyenne, WY.
Class | Qty. | Road Numbers | Road | Year Built | Builder | Notes |
---|---|---|---|---|---|---|
TTT-1 | 10 | 5000-5009 | UP | 1917 | Baldwin | 1 |
TTT-2 | 6 | 3800-3805 | LA&SL | 1918 | Baldwin | 2 |
TTT-3 | 5 | 5010-5014 | UP | 1919 | Baldwin | 3 |
TTT-4 | 25 | 5015-5039 | UP | 1920 | Baldwin | 4 |
TTT-5 | 15 | 5400-5414 | OWR&N | 1922-1923 | Baldwin | 5 |
TTT-6 | 10 | 5040-5049 | UP | 1923 | ALCO | 6 |
TTT-6 | 3 | 5050-5052 | UP | 1923 | Baldwin | 7 |
TTT-6 | 37 | 5053-5089 | UP | 1923 | Lima | 8 |
TTT-6 | 8 | 5306-5313 | OSL | 1923 | ALCO | 9 |
TTT-6 | 15 | 5500-5514 | LA&SL | 1923 | Baldwin | 10 |
TTT-7 | 10 | 5515-5524 | LA&SL | 1924 | Baldwin | 11 |
Data from DeGolyer, Volume 69, pp. 164+. Works numbers were 46492-46493 in September 1917, 46710-46711 in October, 46887, 46960 in November, 53845, 53910 in October 1920, and 56201 in March 1923.
These were duplicates of the TTTs bought by the Union Pacific over several years (e.g., Locobase 6590) with some differences. The class's firebox heating surface area included 99 sq ft (9.2 sq m) in the combustion chamber and 29.5 sq ft (2.75 sq m) of arch tubes. Piston valves measured 15" (381 mm) in diameter. Power reverse gear was Ragonnet Type B. Water and coal were carried in the usual Vanderbilt cylindrical tender. The URwy was operated by United States Smelting Company, which retired and scrapped them in January 1953 and April 1955, respectively.
Data from table in 1930 Locomotive Cyclopedia, UP 5 - 1918 and UP 10 -1936 Locomotive Diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.. See also DeGolyer, Volume 56, pp. 262+ and "2-10-2 Type Locomotives for the UP", Railway Mechanical Engineer, Volume 92, No 6 (June 1918), pp. 321-324. See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to Chris Hohl for his 1 May 2016 email noting tender capacities and weights and for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error. Hohl's 27 April 2020 email supplied the engine-and-tender wheelbase.) Works numbers were 45879-45881, 45957, 45984-45986 in July; 46064, 46170-46171 in August.
Data from table in 1930 Locomotive Cyclopedia. See also DeGolyer, Volume 56, pp. 294+; and Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to Chris Hohl for his 1 May 2016 email noting tender capacities and weights.) Works numbers were 47652 in January 1918 and 47800-47801, 47921-47922, 47965 in February.
Data from table in 1930 Locomotive Cyclopedia. See also DeGolyer, Volume 56, pp. 310+ See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to Chris Hohl for his 1 May 2016 email noting tender capacities and weights.) Works numbers were 51645 in March 1918, 51677 in April; 51763, 51831-51832 in May.
Data from UP 10 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 69, pp. 147+ and "New Pacific and Santa Fe Type Locomotives for the Union Pacific System," Railway and Locomotive Engineering, Volume 34, No 1 (January 1921), pp. 3-4. See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. Works numbers were 53403-53404, 53435-53436, 53465-53466 in July 1920; 53506-53507, 53527-53528, 53558-53559, 53616 in August; 53617, 53647-53648, 53675-53677, 53705-53706, 53746 in September; 53844, 53909 in October; 53943 in November.
Data from DeGolyer, Volume 69, pp. 177+ and OWRR&NCo 2 - 1939 locomotive diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange Collection.. See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to Chris Hohl for his 1 May 2016 email noting the proper range of road numbers and the original tender capacities.) Works numbers were 55903-55904 in December 1922; 55994-55996, 56077-56080 in January 1923; and 56195-56199 in March.
Data from 1938 to 1958 Union Pacific Locomotive and Tender Diagrams- Part II (Greater than 70 FT) supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 69, pp. 247+. See Locobase 6082 for a full description of this uncommon valve gear. (Locobase thanks Gordon McCulloh for his 3 February 2012 email asking about the TTTs, which induced a rewrite of several entries.) See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015.
Data from DeGolyer, Volume 69, pp. 210+. ( (Locobase thanks Gordon McCulloh for his 3 February 2012 email asking about the TTTs, which induced a rewrite of several entries and Chris Hohl for his 1 May 2016 email pointing out Baldwin's delivery of these locomotives as oil burners and supplying information on weights and capacities. See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. ) Works numbers were 56714-56716 in July 1923.
Data from UP 10 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.. See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to Chris Hohl for his 1 May 2016 email noting the proper range of road numbers and the original tender capacities.) Alco-Brooks works numbers were 64407-64414 in July 1923.
Data from UP 10 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.. See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to Chris Hohl for his 1 May 2016 email noting the proper range of road numbers and the original tender capacities.) Alco-Brooks works numbers were 64415-64424 in August 1923. Lima works numbers were 6580-6582 in July 1923, 6583-6604 in August, 6605-6611 in September.
Data from DeGolyer, Volume 69, pp. 229+. ( (Locobase thanks Gordon McCulloh for his 3 Feb 2012 email asking about the TTTs, which induced a rewrite of several entries and Chris Hohl for his 1 May 2016 email pointing out Baldwin's delivery of these locomotives as oil burners and supplying information on weights and capacities.) See Richard Duley's detailed discussion of the TTTs in Wes Barris's Steam Locomotive.com website at [], last accessed 26 March 2015. (Thanks to James Martino for his 18 July 2022 email supplying details about feed water fitments in this class.) Works numbers were 56769, 56772-56774 in June 1923; 56845-56847, 56897-56899, 56900, 56999 in August; 57030-57032 in September; 57793-57795, 57820-57821, 57826-57827, 57836-57838 in June 1924.
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 100 | TTT-1 | TTT-2 | TTT-3 | TTT-4 |
Locobase ID | 15201 | 87 | 16217 | 16218 | 6590 |
Railroad | Utah Railway (UP) | Union Pacific (UP) | Los Angeles & Salt Lake (UP) | Union Pacific (UP) | Union Pacific (UP) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-10-2 | 2-10-2 | 2-10-2 | 2-10-2 | 2-10-2 |
Number in Class | 9 | 10 | 6 | 5 | 25 |
Road Numbers | 100-108 | 5000-5009 | 3800-3805/5300-5305 | 5010-5014/5526-5529 | 5015-5039 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 9 | 10 | 6 | 5 | 25 |
Builder | Baldwin | Baldwin | Baldwin | Baldwin | Baldwin |
Year | 1920 | 1917 | 1918 | 1918 | 1920 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 22.50 / 6.86 | 22.50 / 6.86 | 22.50 / 6.86 | 22.50 / 6.86 | 22.50 / 6.86 |
Engine Wheelbase (ft / m) | 41.42 / 12.62 | 41.42 / 12.62 | 41.42 / 12.62 | 41.42 / 12.62 | 41.42 / 12.62 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.54 | 0.54 | 0.54 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 79.42 / 24.21 | 77.50 | 77.50 | 77.50 | 80.35 / 24.49 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 58,000 / 26,308 | 58,000 / 26,308 | 58,000 / 26,308 | 58,700 / 26,626 | |
Weight on Drivers (lbs / kg) | 300,000 / 136,078 | 288,700 / 130,952 | 290,000 / 130,952 | 290,000 / 130,952 | 293,500 / 133,130 |
Engine Weight (lbs / kg) | 365,130 / 165,620 | 362,200 / 164,291 | 368,000 / 164,291 | 368,000 / 164,291 | 376,100 / 170,596 |
Tender Loaded Weight (lbs / kg) | 217,200 / 98,520 | 287,000 | 226,800 | 226,800 | 217,200 / 98,520 |
Total Engine and Tender Weight (lbs / kg) | 582,330 / 264,140 | 649,200 | 594,800 | 594,800 | 593,300 / 269,116 |
Tender Water Capacity (gals / ML) | 12,000 / 45.45 | 15,000 / 56.82 | 10,000 / 56.82 | 10,000 / 56.82 | 12,000 / 45.45 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 20 / 18 | 21 | 17 | 17 | 20 / 18 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 100 / 50 | 96 / 48 | 97 / 48.50 | 97 / 48.50 | 98 / 49 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 |
Tractive Effort (lbs / kg) | 70,449 / 31955.17 | 70,449 / 31955.17 | 70,449 / 31955.17 | 70,449 / 31955.17 | 70,449 / 31955.17 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.26 | 4.10 | 4.12 | 4.12 | 4.17 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 260 - 2.25" / 57 | 258 - 2.25" / 57 | 260 - 2.25" / 57 | 260 - 2.25" / 57 | 260 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 45 - 5.5" / 140 | 45 - 5.5" / 140 | 45 - 5.5" / 140 | 45 - 5.5" / 140 | 45 - 5.5" / 140 |
Flue/Tube length (ft / m) | 22 / 6.71 | 22 / 6.71 | 22 / 6.71 | 22 / 6.71 | 22 / 6.71 |
Firebox Area (sq ft / m2) | 377.50 / 35.07 | 368 / 34.20 | 377.50 / 34.20 | 377.50 / 34.20 | 377.50 / 35.07 |
Grate Area (sq ft / m2) | 84 / 7.80 | 84 / 7.81 | 84 / 7.81 | 84 / 7.81 | 84 / 7.80 |
Evaporative Heating Surface (sq ft / m2) | 5152 / 478.63 | 5117 / 475.56 | 5152 / 475.56 | 5152 / 475.56 | 5152 / 478.63 |
Superheating Surface (sq ft / m2) | 1262 / 117.24 | 1165 / 108.27 | 1262 / 108.27 | 1262 / 108.27 | 1262 / 117.24 |
Combined Heating Surface (sq ft / m2) | 6414 / 595.87 | 6282 / 583.83 | 6414 / 583.83 | 6414 / 583.83 | 6414 / 595.87 |
Evaporative Heating Surface/Cylinder Volume | 217.11 | 215.63 | 217.11 | 217.11 | 217.11 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 16,800 | 16,800 | 16,800 | 16,800 | 16,800 |
Same as above plus superheater percentage | 20,160 | 19,992 | 20,160 | 20,160 | 20,160 |
Same as above but substitute firebox area for grate area | 90,600 | 87,584 | 90,600 | 90,600 | 90,600 |
Power L1 | 16,281 | 15,435 | 16,281 | 16,281 | 16,281 |
Power MT | 598.22 | 589.34 | 618.85 | 618.85 | 611.47 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | TTT-5 | TTT-6 | TTT-6 | TTT-6 | TTT-6 - Alco, Lima |
Locobase ID | 15996 | 6591 | 16220 | 16221 | 16219 |
Railroad | Oregon-Washington RR & Navigation (UP) | Union Pacific (UP) | Los Angeles & Salt Lake (UP) | Oregon Short Line (UP) | Union Pacific (UP) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-10-2 | 2-10-2 | 2-10-2 | 2-10-2 | 2-10-2 |
Number in Class | 15 | 5 | 3 | 8 | 42 |
Road Numbers | 5400-5414 | 5085-5089 | 5050-5052 | 5306-5313 | 5040-5049, 5053-5084 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 15 | 5 | 3 | 8 | 42 |
Builder | Baldwin | Lima | Baldwin | Alco-Brooks | several |
Year | 1922 | 1923 | 1923 | 1923 | 1922 |
Valve Gear | Walschaert | Young | Young | Young | Young |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 22.50 / 6.86 | 22.50 / 6.86 | 22.50 / 6.86 | 22.50 / 6.86 | 22.50 / 6.86 |
Engine Wheelbase (ft / m) | 41.42 / 12.62 | 41.42 / 12.62 | 41.42 / 12.62 | 41.42 / 12.62 | 41.42 / 12.62 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.54 | 0.54 | 0.54 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 79.62 / 24.27 | 80.35 / 24.49 | 79.37 / 24.19 | 79.37 / 24.19 | 79.37 / 24.19 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 58,000 / 26,308 | 59,500 / 26,989 | 58,000 / 26,308 | / 26,989 | 59,500 / 26,989 |
Weight on Drivers (lbs / kg) | 288,700 / 130,952 | 297,500 / 134,944 | 288,700 / 130,952 | 307,700 / 134,944 | 297,500 / 134,944 |
Engine Weight (lbs / kg) | 362,200 / 164,291 | 383,900 / 174,134 | 362,200 / 164,291 | 397,100 / 174,134 | 383,900 / 174,134 |
Tender Loaded Weight (lbs / kg) | 287,000 / 130,181 | 218,100 / 98,929 | 231,000 / 104,780 | 287,000 / 130,181 | 287,000 / 130,181 |
Total Engine and Tender Weight (lbs / kg) | 649,200 / 294,472 | 602,000 / 273,063 | 593,200 / 269,071 | 684,100 / 304,315 | 670,900 / 304,315 |
Tender Water Capacity (gals / ML) | 15,000 / 56.82 | 12,000 / 45.45 | 12,000 / 45.45 | 12,000 / 45.45 | 12,000 / 45.45 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 20 / 18 | 20 / 18 | 5200 / 19,682 | 20 / 18 | 20 / 18 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 96 / 48 | 99 / 49.50 | 96 / 48 | 103 / 51.50 | 99 / 49.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 | 29.5" x 30" / 749x762 |
Tractive Effort (lbs / kg) | 70,449 / 31955.17 | 70,449 / 31955.17 | 70,449 / 31955.17 | 70,449 / 31955.17 | 70,449 / 31955.17 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.10 | 4.22 | 4.10 | 4.37 | 4.22 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 260 - 2.25" / 57 | 258 - 2.25" / 57 | 260 - 2.25" / 57 | 258 - 2.25" / 57 | 258 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 45 - 5.5" / 140 | 45 - 5.5" / 140 | 45 - 5.5" / 140 | 45 - 5.5" / 140 | 45 - 5.5" / 140 |
Flue/Tube length (ft / m) | 22 / 6.71 | 22 / 6.71 | 22 / 6.71 | 22 / 6.71 | 22 / 6.71 |
Firebox Area (sq ft / m2) | 371 / 34.47 | 454 / 42.18 | 371 / 34.47 | 368 / 34.19 | 368 / 34.19 |
Grate Area (sq ft / m2) | 84 / 7.80 | 84 / 7.80 | 84 / 7.81 | 84 / 7.80 | 84 / 7.80 |
Evaporative Heating Surface (sq ft / m2) | 5145 / 477.98 | 5193 / 482.44 | 5115 / 475.37 | 5117 / 475.38 | 5117 / 475.38 |
Superheating Surface (sq ft / m2) | 1252 / 116.31 | 1165 / 108.23 | 1252 / 116.36 | 1165 / 108.23 | 1165 / 108.23 |
Combined Heating Surface (sq ft / m2) | 6397 / 594.29 | 6358 / 590.67 | 6367 / 591.73 | 6282 / 583.61 | 6282 / 583.61 |
Evaporative Heating Surface/Cylinder Volume | 216.81 | 218.84 | 215.55 | 215.63 | 215.63 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 16,800 | 16,800 | 16,800 | 16,800 | 16,800 |
Same as above plus superheater percentage | 20,160 | 19,824 | 20,160 | 19,992 | 19,992 |
Same as above but substitute firebox area for grate area | 89,040 | 107,144 | 89,040 | 87,584 | 87,584 |
Power L1 | 16,166 | 15,883 | 16,140 | 15,435 | 15,435 |
Power MT | 617.25 | 588.50 | 616.26 | 552.95 | 571.90 |
Principal Dimensions by Steve Llanso of Sweat House Media | |
---|---|
Class | TTT-6/TTT-7 |
Locobase ID | 15997 |
Railroad | Los Angeles & Salt Lake (UP) |
Country | USA |
Whyte | 2-10-2 |
Number in Class | 25 |
Road Numbers | 5500-5524 |
Gauge | Std |
Number Built | 25 |
Builder | Baldwin |
Year | 1923 |
Valve Gear | Young |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 22.50 / 6.86 |
Engine Wheelbase (ft / m) | 41.42 / 12.62 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 79.37 / 24.19 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 58,000 / 26,308 |
Weight on Drivers (lbs / kg) | 288,700 / 130,952 |
Engine Weight (lbs / kg) | 362,200 / 164,291 |
Tender Loaded Weight (lbs / kg) | 231,000 / 104,780 |
Total Engine and Tender Weight (lbs / kg) | 593,200 / 269,071 |
Tender Water Capacity (gals / ML) | 12,000 / 45.45 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5200 / 19,682 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 96 / 48 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 63 / 1600 |
Boiler Pressure (psi / kPa) | 200 / 13.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 29.5" x 30" / 749x762 |
Tractive Effort (lbs / kg) | 70,449 / 31955.17 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.10 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 260 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 45 - 5.5" / 140 |
Flue/Tube length (ft / m) | 22 / 6.71 |
Firebox Area (sq ft / m2) | 341 / 31.68 |
Grate Area (sq ft / m2) | 84 / 7.81 |
Evaporative Heating Surface (sq ft / m2) | 5115 / 475.37 |
Superheating Surface (sq ft / m2) | 1252 / 116.36 |
Combined Heating Surface (sq ft / m2) | 6367 / 591.73 |
Evaporative Heating Surface/Cylinder Volume | 215.55 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 16,800 |
Same as above plus superheater percentage | 20,160 |
Same as above but substitute firebox area for grate area | 81,840 |
Power L1 | 16,007 |
Power MT | 611.18 |