Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 136-137. Works numbers were 3996-3998 in January-February 1893, 4207-4210 in August 1894, 4211-4212 in September, 4213-4218 in October.
Placing the firebox between the last two axles accounted for this Mogul design's long wheelbase.
In 1894, the Washington County Railroad bought the 229 (works number 4216) in 1906 and renumbered it 52, but returned it to the MEC in July 1911.
All fifteen were scrapped between 1915 to 1923.
Data from "Mogul Locomotive with 20 by 26-inch Cylinders-Maine Central Railroad, Built by the Schenectady Locomotive Works", American Engineer, Car Builder, and Railroad Journal (AERJ, Volume 70, No 3 (March 1896), p. 218. Works numbers were 4210 in August 1894, 4211-4212 in September, and 4213-4218 in October.
Firebox heating surface included 20.51 sq ft (1.91 sq m)of arch tubes.
Amos Pillsbury's specifications were met most satisfactorily by the Schenectady Works, according to the AERJ report: "[The design] has a large grate and ample heating surface," noted the author, "and is proving to be an excellent steamer." They were also "light on fuel."
AERJ later commented on the cylinder size and the relatively tall drivers for the time. The piston rods came through the end of the cylinder, a notable practice that had contributed to a "considerable" savings in wear. About the drivers, the journal commented that "the use of comparatively large drivers on freight engines is a move in the right direction."
Apparently, the 1894 boilers were never upgraded to 190 psi (13.10 bar) and the class was scrapped in the early 1920s. Later P class locomotives appear in Locobase 16455.
Data from "Schenectady Mogul Locomotive", Railway Age, Volume XXII [22] (21 August 1896), pp.145. Schenetady's works numbers were 4471-4475 in May 1896, 5151-5152 in April 1899, 5418-5419 in March 1900, 5567 5568 in July, and 5674-5677 in November. (The first nine Ps were renumbered 301-309 in 1900.). Manchester, now part of Alco, added four (works numbers 25442-25445) in 1902.
The nine M-class Schenectady Mogul engines delivered in 1894 (Locobase 5868) satisfied superintendent of motive power Amos Pillsbury as to steaming quality and heating surface area. Yet when he ordered more for quantity production, he changed two key variables. He increased cylinder volume by adding 1" (25.4 mm) to the cylinder diameters and stepped up operating pressure to 190 psi, 30 psi (2.07 sq m) higher than the Ms.Later revisions restored the 19" cylinder diameter, but kept the increased boiler pressure. Tractive effort decreased slightly to 24,060 lb (10,914 kg or 107 kN).
Firebox heating surface included 20.51 sq ft (1.91 sq m) of arch tubes.
The piston rods came through the end of the cylinder, a notable practice that had contributed to a "considerable" savings in wear. About the drivers, the journal commented that "the use of comparatively large drivers on freight engines is a move in the right direction."
The Schenectadies were scrapped throughout the 1920s. The somewhat newer Manchesters saw in the 1930s.
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | D1/M | M | P |
Locobase ID | 11145 | 5868 | 16455 |
Railroad | Maine Central (MEC) | Maine Central (MEC) | Maine Central (MEC) |
Country | USA | USA | USA |
Whyte | 2-6-0 | 2-6-0 | 2-6-0 |
Number in Class | 15 | 2 | 19 |
Road Numbers | 243-245, 301-309/153-155, 158-166 | 158-166/301-315, 316-319 | |
Gauge | Std | Std | Std |
Number Built | 15 | 2 | 19 |
Builder | Schenectady | Schenectady | several |
Year | 1894 | 1894 | 1896 |
Valve Gear | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 16.25 / 4.95 | 14.67 / 4.47 | 14.67 / 4.47 |
Engine Wheelbase (ft / m) | 23.92 / 7.29 | 22.25 / 6.78 | 22.25 / 6.78 |
Ratio of driving wheelbase to overall engine wheelbase | 0.68 | 0.66 | 0.66 |
Overall Wheelbase (engine & tender) (ft / m) | 45.79 / 13.96 | 47.61 / 14.51 | 47.61 / 14.51 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||
Weight on Drivers (lbs / kg) | 99,700 / 45,223 | 117,600 / 53,343 | 117,600 / 53,343 |
Engine Weight (lbs / kg) | 115,800 / 52,526 | 136,600 / 61,961 | 136,600 / 61,961 |
Tender Loaded Weight (lbs / kg) | 156,000 / 70,760 | 156,000 / 70,760 | |
Total Engine and Tender Weight (lbs / kg) | 292,600 / 132,721 | 292,600 / 132,721 | |
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 4000 / 15.15 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | 8 / 7 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 55 / 27.50 | 65 / 32.50 | 65 / 32.50 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 62 / 1575 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 160 / 1100 | 160 / 1100 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 26" / 483x660 | 20" x 26" / 508x660 | 19" x 26" / 483x660 |
Tractive Effort (lbs / kg) | 20,589 / 9339.02 | 22,451 / 10183.61 | 24,061 / 10913.90 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.84 | 5.24 | 4.89 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 250 - 2" / 51 | 320 - 2" / 51 | 320 - 2" / 51 |
Flues (number - dia) (in / mm) | |||
Flue/Tube length (ft / m) | 11.25 / 3.43 | 12 / 3.66 | 12 / 3.66 |
Firebox Area (sq ft / m2) | 148.20 / 13.77 | 175.54 / 16.31 | 175.54 / 16.31 |
Grate Area (sq ft / m2) | 18.26 / 1.70 | 25.96 / 2.41 | 26.96 / 2.50 |
Evaporative Heating Surface (sq ft / m2) | 1610 / 149.57 | 2172 / 201.78 | 2172 / 201.78 |
Superheating Surface (sq ft / m2) | |||
Combined Heating Surface (sq ft / m2) | 1610 / 149.57 | 2172 / 201.78 | 2172 / 201.78 |
Evaporative Heating Surface/Cylinder Volume | 188.75 | 229.84 | 254.63 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 2922 | 4154 | 5122 |
Same as above plus superheater percentage | 2922 | 4154 | 5122 |
Same as above but substitute firebox area for grate area | 23,712 | 28,086 | 33,353 |
Power L1 | 4557 | 5422 | 7133 |
Power MT | 302.30 | 304.93 | 401.16 |