PRR: Buffalo, New York & Philadelphia / Cleveland, Akron & Columbus / Grand Rapids & Indiana / Pennsylvania / Terre Haute & Indianapolis / Vandalia Line 2-6-0 "Mogul" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 103 (Locobase 11834)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 12, , p 166. Works numbers were 7617, 7619 in June 1885. [Road numbers were 103 and 100, respectively.]

Compared to any other Mogul operated by the Pennsy, this pair presented very modest dimensions and capabilities. So it isn't surprising that when the Pennsylvania took over the Western New York & Pennsylvania (the B, NY & P's successor), it numbered only one of them (78 to 6280), but soon sold both engines to locomotive rebuilder/reseller Southern Iron & Equipment.

SI & E was able to place both 2-6-0s with new operators, the 6280 to H Weston Lumber Company and the 77 with Southern Cotton Oil Company.


Class 45 (Locobase 16493)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 18, p.196 and Volume 19, p. 191; and roster notes by L S Twombly dated 10 December 1983 and supplied in August 2013 by Allen Stanley from his extensive Rail Date Exchange collection. Works numbers were 13870-13871 in December. 1893.

OS RR ordered eight Moguls for delivery in 1893 (Locobase 12135), but only the first four (30-33) were delivered to the OS. L S Twombly's notes report that the last four of this batch suffered the effects of the 1893 Depression and were not delivered because of the OS's inability to pay cash.

Baldwin sold the first two of this quartet (13870-13871) in January 1894 to the Cleveland, Akron, and Columbus as their 45-46. The 46 enjoyed a third career after it was sold August 1907 to South & Western. thence to locomotive rebuilder/reseller F M Hicks, which rebuilt the engine and sold it in 1908 to the Carolina, Clinchfield and Ohio as their Class F-1 #20.

The 20 was finally scrapped in 1925.


Class D (Locobase 9946)

Data from C H Caruthers, "Early Baldwin Locomotives on the Pennsylvania Railroad", Locomotive Engineering, Vol XI, No 2 (February 1898), p. 110. Works numbers were 505-507 in December 1852, 509-510 in January 1853.

These engines were named Cumberland, Jefferson, Northumberland, Schuylkill, and York. The drivers were widely spaced and the leading truck was held firmly in axle horns, which is why these don't really qualify as "Moguls". One locomotive became a 4-coupled engine when two sets of 54" drivers was mounted on the second and third driving axles and the first axle removed. Not long after, the third axle also received 54" drivers and was coupled.

About this class of not-quite-Moguls, Caruthers says simply: "They were good engines, rendered efficient service,and were not cut up until the latter part of the sixties."

Connelly's list of Baldwin locomotives gives a more varied picture of their end, with some being converted from 4-6-0s to 2-6-0s and others vice versa. The Jefferson & Northumberland were rebuilt and sold in 1856 to the Steubenville & Indiana.


Class F-3a (Locobase 2838)

Data from diagram scanned in by Robert Schoenberg of [link] . See also [link] . See also DeGolyer, Volume 23, p. 283. Works numbers were 18945-18948 in April 1901; 18971-18974, 19020-19027, 19051-19056 in May. (In addition, the Pennsy's subsidiary West Jersey & Seashore took delivery of 19018-19019 as their 15 and 26 in May 1901 and the Allegheny Valley added works numbers 19057-19058 as their 67 and 69.)

Part of a 78-engine order, these had the Belpaire boiler while the F-3bs (Locobase 4151) used a wagon-top design. Because the firebox sat on the frame between the axles, it was considerably narrower than that of the F-3b and thus had substantially less grate area. Its heating surface area was slightly greater in large part because it was considerably deeper.

All were scrapped in the 1920s with the majority leaving service in 1925-1926.


Class F-3b (Locobase 4151)

Railroad Gazette 1 November 1901 describes this variant of the 78-engine order then under construction. See also DeGolyer, Volume 24, p. 22. Works numbers were 19026-19027 in May 1901; 19117-19118, 19144-19149 in June; 19169-19172, 19194-19197, 19225-19228 in July; 19316-19319, 19353-19354, 19381-19384 in August; 19514, 19527-19529 in September; 19561-19562. 19585-19586, 19611-19614 in October; 19664-19667, 19709-19712, 19755-19756 in November

These differed from the 26 F-3s shown in Locobase 2838 in that they had a wagon-top boiler. The firebox was much wider than the Pennsy-standard Belpaire of the F-3. It was also considerably shorter and shallower toward the backhead.

Three of the class went to subsidiary West Jersey & Seashore in 1910.


Class F1 (Locobase 1137)

Data from diagram scanned in by Robert Schoenberg of [link] and Richard D Adams, "2000 Plus; the Pennsy's H-6", Railway & Locomotive Historical Bulletin No. 124, pp. 51-60; and Alvin Staufer and Bert Pennypacker, Pennsy Power (Carrollton, Ohio: Standard Printing & Publishing, 1962), pp. . Class data from Bob Berkey's The Broad Way website. [link] (visited 16 February 2003).

On the Pittsburgh Division, these Moguls were rated at 375 tons light, 433 tons loaded. Fitted with Belpaire firebox. Adams's account of the development of the H6 class Consolidations says (p 52) that the F1 design was a definite improvement on the then-current H3s: "[t]ractive effort was up 16%...and the weight showed a 10% increase. With 12" larger drivers, they were able to handle 2,700 ton trains and roll them faster than the H3s." Favorable grades, "particularly along fairly level Eastern divisions," noted Pennypacker and Staufer, helped make such performance possible.

Atlhough dwarfed in numbers by the thousands of Pennsy Consolidations, the "unusual and ambidextrous ...many-faceted" F-series Mogul delivered good service in a variety of roles, according to Pennypacker and Staufer. F-series development came from an unexpected choice by Altoona's designers: "a mamoth new 2-6-0 design tucked up their garter-banded shirtsleeves ...that had just about bigger everything--cylinders, driving wheels, steam pressure, weight, and pulling power." A twelve-inch (305 mm ) increase in driver diameter marked the designers' intentions to have this class handle fast freight.

Especially the F1 and F1a proved to be 'good steamers and speedy runners", claimed Pennypacker and Stauffer.


Class F2 (Locobase 2837)

Data from diagram scanned in by Robert Schoenberg of [link] . See also [link] . See also "The New Compound Moguls on the Pennsylvania," Railroad & Locomotive Engineering, Volume 8, Number 11 (November 1895), pp. 680-681.

This was a two-cylinder, von Borries cross-compound version of the F1 Mogul, also fitted with Belpaire firebox. It was one of four designs the railroad evaluated side-by-side. Pittsburgh and Richmond contributed their own designs and a Golsdorf entry from Austria.

L&RE commended the Pennsy for having "...courage enough to put a big boiler over the axle of a big wheel." It also commented on the Altoona products, which "always turn out something of their own ....The most peculiar part of this locomotive is her valve motion ....[after a detailed description of the link motion, the L&RE reporter concluded]...This device may have its good and bad points, but just now its only advantage seems to consist of being different."

Class data from Bob Berkey's The Broad Way website. [link] (visited 16 Feb 2003).


Class F3c (Locobase 2839)

Data from diagram scanned in by Robert Schoenberg of [link] . These engines combined the Belpaire firebox of the F3a (Locobase 2838) and wider grate of the F3b (Locobase 4151). See also [link]

Two of this sizable class of Moguls began their careers on the Cumberland Valley. Six served the Grand Rapids & Indiana. Juniata works numbers were 980-981 in February 1902 (road numbers 78-79) and 1094-1097 in November (road 80-83. All were renumbered to 30-35. The Vandalia lines adopted the class as their standard freight haulers.


Class F3sc (Locobase 16346)

Data from PRR 11 - 1925 109-H Class & Description of Locomotives supplied in August 2103 by Allen Stanley from his extensive Rail Data Exchange collection.

Locobase 2839 describes the saturated-boiler F3c Mogul variant produced by the Pennsylvania in 1902. Its typically Pennsy Belpaire boiler was mated to a relatively wide grate. Locobase isn't certain when the GR&I's sextet of Moguls received superheaters, but the upgrade certainly added efficiency to a design already described as "good steamers".

The original design's slide valves were replaced by 8" (203 mm) piston valves.


Class VF-7s/F27s (Locobase 16538)

Data from "Classification and Description of Locomotives and Tenders, No. 109-H, November 1, 1925", Altoona, Pa, Pennsylvania Railroad , p. 11 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection.

Locobase 5092 shows the saturated-boiler Grand Rapids & Indiana Moguls delivered by Alco-Schenectady in 1906. The Pennsy's Lines West shops began installing superheaters in the class in March 1913 (road # 8832) and finishing with 8841 in September 1917. One addition seems to have been 28 sq ft (2.60 sq m) of arch tubes contributing to the firebox heating surface area. Overall, the VF7s/F27s sacrificed very little combined heating surface area in the update and the steam was hotter and drier.

Most of the class operated for another decade. 8842 was the first to head to the scrapper in January 1926. The rest of the Alcos were gone by mid-1928, with ex-TH&P 8986 and ex-Vandalia 8839 sent to the ferro-knacker in June 1928.


Class VF4/F24 (Locobase 9937)

Data from "Vandalia Line Mogul", Locomotive Engineering, Volume X [10], No 1 (January 1897), pp.56. Pittsburgh works numbers were 1641-1650 in August 1896, 1651-1662 in September, 2005 in 1899, 2083 in 1900, 2084-2085 in 1899/

This was a pretty sizable 2-6-0 for the time and had a generous firebox heating surface. The design was credited to W C Arp, Vandalia's Superintendent of Motive Power. Rumary's list of Pittsburgh locomotives credits many of the class originally to the Terre Haute & Indianapolis. That railroad either was already part of the Vandalia Lines system or was soon absorbed. In any case, when the Pennsylvania took over the Vandalia, all of these Moguls were taken into the larger system.

When Pittsburgh followed up with ten more VF4s, the builder had joined with several others to form the American Locomotive Company in 1901. According to the Pennsylvania Railroad's records, the VF4 design had seen substantial changes the result of which appears in Locobase 16606.


Class VF4/F24a (Locobase 16606)

Data from "Classification and Description of Locomotives and Tenders, No. 109-H, November 1, 1925", Altoona, Pa, Pennsylvania Railroad , p. 11 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Pittsburgh works numbers were 25464-25469 in 1902, 26586-26589 in 1903.

Three years after Pittsburgh Locomotive Works delivered 28 VF4 Moguls to the TH&I, it produced ten more to a modified design. Of particular note was the substantially larger grate area in a firebox showing less direct heating surface area. The combination suggests a firebox suited for burning anthracite coal or culm.

Like all other Pennsy 2-6-0s, this class went to the scrapyard in 1924-1926 with one exception. 8867 was sold in September 1924 to the Central Indiana as their #27.


Class VF5/VF25 (Locobase 16607)

Data from "Classification and Description of Locomotives and Tenders, No. 109-H, November 1, 1925", Altoona, Pa, Pennsylvania Railroad , p. 11 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 29239-29242 in November 1903, 29790-29803 in May 1904

In every significant dimension, these were the largest Moguls bought by the TH&I/Vandalia Line, by the Pennsy (once that railroad took them in), and by any other railroad. 29241-29241 and 29797-29803 were delivered to the renamed Saint Louis, Terre Haute & Indianapolis on their way to being gathered up in to the Vandalia Lines' roster in 1905.

As part of the general discarding of Moguls, the Pennsy sent all of these to the scrapper in 1925-1926.


Class VF6/F26 (Locobase 16608)

Data from "Classification and Description of Locomotives and Tenders, No. 109-H, November 1, 1925", Altoona, Pa, Pennsylvania Railroad , p. 11 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. . Works numbers were 29804-29818 in May 1904.

If the VF5s were the heaviest Vandalia Moguls (Locobase 16607), the VF6s were the lightest and turned drivers at least 13" (330 mm) smaller in diameter and occupied a shorter adhesion wheelbase.

The Pennsy's later use of a switcher's tender rolling on diamond trucks suggests their function. On the Vandalia, they may have served as transfer locomotives and switchers and most likely filled the same role on the PRR.

VF6 engines were the last Moguls to be discarded by the Pennsylvania, 8759 being sold for scrap in March 1928.


Class VF7/F27 (Locobase 5092)

Pieced together from a ghost elevation put on ghostdepot.com/rg/images/rolling/locomotive/alco%20dwg%20mogal.jpg (August 2002) and Edson. Further data "Mogul Locomotive for the Vandalia", Railroad Gazette, Volume XLII [42],No 1 (4 January 1907), pp. 10-11; and "Heavy Vandalia Moguls", Railway and Locomotive Engineering, Volume 20, No 7 (July 1907), pp. 175-176 Works numbers were 39871 in July 1906, 43374-43384 in July 1907.

At the time of their delivery, these were the heaviest Moguls yet to operate. The R&LE report noted that the Mogul 2-6-0 layout lent itself readily to using the Stephenson link motion, but noted that these big examples had adopted Walschaerts. The author's explanation of why the designer made the change addresses a different concern from the usual reasoning: "[i]t affords a better opportunity ...for bracing between the main frames. The introduction of the heavy cast steel cross-tie between the front and main pedestals greatly strengthens and stiffens the frames."

RG noted that the usual form of equalization in a 2-6-0, in which the lead driving axle was equalized with the pony truck so that both bore the same amount of weight. An extra leaf in the springs over forward driving boxes achieved the desired distribution. Each of the other two driven axles had 51,950 lb (23,564 kg) axle loadings.

Railroad Gazette reported that the following supplied equipment for these locomotives:

Westinghouse air-brakes

Pennsylvania R. R. specification axles

Alexander bell ringers

Franklin Manufacturing Co.'s boiler lagging

"Creco" or Davis brake-beams

Tower couplers

Nathan Injectors and sight-feed lubricators

Hayden piston and valve rod packings

Coale's safety valves

Union Spring Co.'s springs,

Latrobe driving, truck and tender wheel tires and cast-steel wheel centers.

The Vandalia Line, itself an amalgam of railroads principally including the Terre Haute & Indianapolis, was taken into the Pennsylvania system in 1917 as part of the Pittsburgh, Cincinnati, Chicago & St Louis Railway.

Principal Dimensions by Steve Llanso of Middle Run Media
Class10345DF-3aF-3b
Locobase ID11834 16493 9946 2838 4151
RailroadBuffalo, New York & Philadelphia (PRR)Cleveland, Akron & Columbus (PRR)Pennsylvania (PRR)Pennsylvania (PRR)Pennsylvania (PRR)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class22112654
Road Numbers103, 100 / 78, 77 /45-4642, 44-45, 47, 49
GaugeStdStdStdStdStd
Number Built22112654
BuilderBurnham, Parry, Williams & CoBurnham, Williams & CoM W BaldwinBurnham, Williams & CoBurnham, Williams & Co
Year18851893185219011901
Valve GearStephensonStephensonV-hookStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)12 / 3.6615.42 / 4.7013 / 3.9614.75 / 4.5014.75 / 4.50
Engine Wheelbase (ft / m)19.25 / 5.8723.50 / 7.1618 / 5.4923.83 / 7.2623.83 / 7.26
Ratio of driving wheelbase to overall engine wheelbase 0.62 0.66 0.72 0.62 0.62
Overall Wheelbase (engine & tender) (ft / m)46.83 / 14.2754.48 / 16.6154.45 / 16.60
Axle Loading (Maximum Weight per Axle) (lbs / kg)48,700 / 22,09049,200 / 22,317
Weight on Drivers (lbs / kg)102,000 / 46,26646,700 / 21,183142,050 / 64,433139,100 / 63,095
Engine Weight (lbs / kg)120,000 / 54,43165,500 / 29,710163,000 / 73,936160,000 / 72,575
Tender Loaded Weight (lbs / kg)72,766 / 33,006112,000 / 50,802111,900 / 50,757
Total Engine and Tender Weight (lbs / kg)192,766 / 87,437275,000 / 124,738271,900 / 123,332
Tender Water Capacity (gals / ML)2200 / 8.333500 / 13.266000 / 22.73
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)7 / 611 / 10
Minimum weight of rail (calculated) (lb/yd / kg/m)57 / 28.5026 / 1379 / 39.5077 / 38.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50.25 / 127854 / 137244 / 111862 / 157562 / 1575
Boiler Pressure (psi / kPa)130 / 900180 / 124075 / 520205 / 1410205 / 1410
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61019" x 24" / 483x61018" x 22" / 457x55920" x 28" / 508x71120" x 28" / 508x711
Tractive Effort (lbs / kg)15,252 / 6918.2024,548 / 11134.8010,328 / 4684.7131,477 / 14277.7431,477 / 14277.74
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.16 4.52 4.51 4.42
Heating Ability
Tubes (number - dia) (in / mm)158 - 2.25" / 57248 - 2" / 51356 - 2" / 51364 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)11.92 / 3.6311.54 / 3.5212.14 / 3.7012.14 / 3.70
Firebox Area (sq ft / m2)94.10 / 8.75164.18 / 15.25166.50 / 15.47163.50 / 15.19
Grate Area (sq ft / m2)17.10 / 1.5923.70 / 2.2014.10 / 1.3130.25 / 2.8146.20 / 4.29
Evaporative Heating Surface (sq ft / m2)1195 / 111.061663 / 154.502431 / 225.852478 / 230.21
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1195 / 111.061663 / 154.502431 / 225.852478 / 230.21
Evaporative Heating Surface/Cylinder Volume189.38211.04238.80243.42
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation22234266105862019471
Same as above plus superheater percentage22234266105862019471
Same as above but substitute firebox area for grate area12,23329,55234,13333,518
Power L12874510667916858
Power MT331.08316.19326.08

Principal Dimensions by Steve Llanso of Middle Run Media
ClassF1F2F3cF3scVF-7s/F27s
Locobase ID1137 2837 2839 16346 16538
RailroadPennsylvania (PRR)Pennsylvania (PRR)Pennsylvania (PRR)Grand Rapids & Indiana (PRR)Vandalia Line (PRR)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class434103214
Road Numbers86934-35/9561-95628832-8843
GaugeStdStdStdStdStd
Number Built434103
BuilderAltoonaAltoonaseveralseveralPRR
Year18951895190219151913
Valve GearStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.60 / 4.4514.60 / 4.4514.75 / 4.5014.75 / 4.5014.75 / 4.50
Engine Wheelbase (ft / m)23.33 / 7.1123.33 / 7.1123.83 / 7.2623.83 / 7.2623.83 / 7.26
Ratio of driving wheelbase to overall engine wheelbase 0.63 0.63 0.62 0.62 0.62
Overall Wheelbase (engine & tender) (ft / m)51.12 / 15.5851.12 / 15.5855.85 / 17.0255.69 / 16.9757.17 / 17.43
Axle Loading (Maximum Weight per Axle) (lbs / kg)44,650 / 20,25346,100 / 20,91149,00050,500 / 22,90656,025 / 25,413
Weight on Drivers (lbs / kg)128,100 / 58,105134,200 / 60,872142,900145,100 / 65,816163,250 / 74,049
Engine Weight (lbs / kg)146,200 / 66,315156,800 / 71,123165,900168,600 / 76,476191,650 / 86,931
Tender Loaded Weight (lbs / kg)76,000 / 34,47376,000 / 34,473143,000 / 64,864143,000 / 64,864147,650 / 66,973
Total Engine and Tender Weight (lbs / kg)222,200 / 100,788232,800 / 105,596308,900 / 64,864311,600 / 141,340339,300 / 153,904
Tender Water Capacity (gals / ML)3600 / 13.643600 / 13.647000 / 26.527000 / 26.527450 / 28.22
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 7.50 / 7 7.50 / 713.50 / 1213.50 / 1214.20 / 13
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.5075 / 37.5079 / 39.5081 / 40.5091 / 45.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 157562 / 157562 / 157562 / 157563 / 1600
Boiler Pressure (psi / kPa)185 / 1280205 / 1410205 / 1410205 / 1410200 / 1380
High Pressure Cylinders (dia x stroke) (in / mm)20" x 28" / 508x71120" x 28" / 508x711 (1)20" x 28" / 508x71120" x 28" / 508x71121.5" x 28" / 546x711
Low Pressure Cylinders (dia x stroke) (in / mm)29" x 28" / 737x711 (1)
Tractive Effort (lbs / kg)28,406 / 12884.7621,332 / 9676.0431,477 / 14277.7431,477 / 14277.7434,926 / 15842.19
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.51 6.29 4.54 4.61 4.67
Heating Ability
Tubes (number - dia) (in / mm)279 - 2" / 51279 - 2" / 51364 - 2" / 51197 - 2" / 51230 - 2" / 51
Flues (number - dia) (in / mm)28 - 5.5" / 14032 - 5.5" / 140
Flue/Tube length (ft / m)11.72 / 3.5711.72 / 3.5712.14 / 3.7012.15 / 3.7013.48 / 4.11
Firebox Area (sq ft / m2)153 / 14.21153 / 14.22153.70 / 14.28175 / 16.26208 / 19.32
Grate Area (sq ft / m2)30 / 2.7930 / 2.7947.07 / 4.3747.07 / 4.3752 / 4.83
Evaporative Heating Surface (sq ft / m2)1865 / 173.261878 / 174.542469 / 229.461918 / 178.192469 / 229.38
Superheating Surface (sq ft / m2)375 / 34.84486 / 45.15
Combined Heating Surface (sq ft / m2)1865 / 173.261878 / 174.542469 / 229.462293 / 213.032955 / 274.53
Evaporative Heating Surface/Cylinder Volume183.20369.17242.53188.41209.77
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation555061509649964910,400
Same as above plus superheater percentage55506150964911,19312,064
Same as above but substitute firebox area for grate area28,30531,36531,50941,61548,256
Power L149395231673712,83514,065
Power MT255.00257.80311.81585.04569.83

Principal Dimensions by Steve Llanso of Middle Run Media
ClassVF4/F24VF4/F24aVF5/VF25VF6/F26VF7/F27
Locobase ID9937 16606 16607 16608 5092
RailroadTerre Haute & Indianapolis (PRR)Terre Haute & Indianapolis (PRR)Terre Haute & Indianapolis (PRR)Terre Haute & Indianapolis (PRR)Vandalia Line (PRR)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class2810181114
Road Numbers117-127/8872-8897130-139/8862-8871140-154, 326-328/8844-8861225-234, 239/8755-8763, 8768-8769158, 106-116/8832-8843
GaugeStdStdStdStdStd
Number Built2810181114
BuilderPittsburghAlco-PittsburghAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year18961902190319041906
Valve GearStephensonStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)15 / 4.5714.75 / 4.5014.75 / 4.5011.50 / 3.5114.75 / 4.50
Engine Wheelbase (ft / m)24.75 / 7.5422.42 / 6.8323.83 / 7.2619.29 / 5.8823.83 / 7.26
Ratio of driving wheelbase to overall engine wheelbase 0.61 0.66 0.62 0.60 0.62
Overall Wheelbase (engine & tender) (ft / m)51.67 / 15.7554.07 / 16.4857.17 / 17.4348.85 / 14.8956.85 / 17.33
Axle Loading (Maximum Weight per Axle) (lbs / kg)45,100 / 20,45754,500 / 24,72155,400 / 25,129
Weight on Drivers (lbs / kg)127,000 / 57,606122,950 / 55,769156,500 / 70,987135,500 / 61,462159,300 / 72,257
Engine Weight (lbs / kg)142,000 / 64,410141,550 / 64,206182,500 / 82,781151,500 / 68,719187,000 / 84,822
Tender Loaded Weight (lbs / kg)81,400 / 36,92281,400 / 36,922143,400 / 65,04597,200 / 44,089147,650 / 66,973
Total Engine and Tender Weight (lbs / kg)223,400 / 101,332222,950 / 101,128325,900 / 147,826248,700 / 112,808334,650 / 151,795
Tender Water Capacity (gals / ML)4000 / 15.154000 / 15.157450 / 28.224300 / 16.297450 / 28.22
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)13.10 / 12 9.25 / 814.20 / 13
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.5068 / 3487 / 43.5075 / 37.5089 / 44.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 157563 / 160063 / 160051 / 129563 / 1600
Boiler Pressure (psi / kPa)185 / 1280185 / 1280200 / 1380180 / 1240200 / 1380
High Pressure Cylinders (dia x stroke) (in / mm)20" x 26" / 508x66020" x 26" / 508x66021" x 28" / 533x71120" x 26" / 508x66021" x 28" / 533x711
Tractive Effort (lbs / kg)26,377 / 11964.4225,959 / 11774.8233,320 / 15113.7231,200 / 14152.1033,320 / 15113.72
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.81 4.74 4.70 4.34 4.78
Heating Ability
Tubes (number - dia) (in / mm)318 - 2" / 51305 - 2" / 51390 - 2" / 51311 - 2" / 51390 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)12 / 3.6612 / 3.6613.50 / 4.1111 / 3.3513.58 / 4.14
Firebox Area (sq ft / m2)179 / 16.63170 / 15.79180 / 16.72177 / 16.44180.40 / 16.76
Grate Area (sq ft / m2)30.60 / 2.8446.63 / 4.3352 / 4.8331.37 / 2.9151.94 / 4.83
Evaporative Heating Surface (sq ft / m2)2129 / 197.792073 / 192.592935 / 272.671955 / 181.622935 / 272.67
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2129 / 197.792073 / 192.592935 / 272.671955 / 181.622935 / 272.67
Evaporative Heating Surface/Cylinder Volume225.29219.37261.59206.88261.59
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation5661862710,400564710,388
Same as above plus superheater percentage5661862710,400564710,388
Same as above but substitute firebox area for grate area33,11531,45036,00031,86036,080
Power L161176008717845987182
Power MT318.56323.19303.35224.43298.18

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