Tecopa 2-6-2 "Prairie" Locomotives in the USA

Class Details by Steve Llanso of Sweat House Media

Class 1 (Locobase 13602)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 34, p. 274. See also David F Myrick, Railroads of Nevada and Eastern California: Volume II: The Southern Roads (Reno, Nev: University of Nevada Press, 1991 as a reprint of original published by Howell-North Books of Berkeley, Calif in 1963), p. 595-597; and J A McCulloch "Revisiting the Tecopa Railroad-Walking along the roadbed of the Tecopa Railroad", delivered 8 April 2002 at the first Nevada & Eastern California Shortline Symposium and found at [], last accessed 3 February 2015; and "Digital Desert ...Tecopa (20th Century)" at [], also last accessed 3 February 2015. (Thanks to Chris Hohl for his March 2015 emails on the two Locobase entries for the #1, his persuasive math that led to an adjustment of the engine weight, and for suggesting that one cylinder was one too few for this locomotive.) Works number was 34089 in November 1909.

Operated by the Tecopa Consolidated Mining company in a region of Nevada, the mines of the were located in the Amargosa Valley near the bottom of the southerly river course before it bends back to the west and north. McCulloch explains that the railroad was built to link Tecopa Station (named for Chief Tecopa) on the Tonopah & Tidewater to a wye that allowed turning either from the mine head at the Gunsight (named after the object carved out of the first silver taken out of this area decades earlier) or, farther up the track, the Noonday and later Columbia Mines.

The saddle-tank design in this entry was adopted because the last two miles of road that arrived at the mines acended a ruling grade of 6.6%. Myrick points out that the steep pitches limited tonnage hauling both uphill and down, the latter because of the need to avoid a runaway. These were, he notes, "...though infrequent,...not uncommon, and several men were killed at one time or another."

The mines worked steadily for sixteen years from 1912 to 1928 and yielded $3 million in silver and lead.,In that year the mines and the railroad both closed. The property was bought in 1932 by Dr Godshall, rails taken up and sold for scrap in 1938.

The 1 was taken over by the Atchison, Topeka & Santa Fe, which scrapped it at Barstow in 1946.

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID13602
Number in Class1
Road Numbers1
Number Built1
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)10 / 3.05
Engine Wheelbase (ft / m)26.50 / 8.08
Ratio of driving wheelbase to overall engine wheelbase 0.38
Overall Wheelbase (engine & tender) (ft / m)26.50 / 8.08
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)100,000 / 45,359
Engine Weight (lbs / kg)138,200 / 62,687
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)138,200
Tender Water Capacity (gals / ML)1700 / 6.44
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)850 / 3217
Minimum weight of rail (calculated) (lb/yd / kg/m)56 / 28
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)44 / 1118
Boiler Pressure (psi / kPa)170 / 11.70
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x610
Tractive Effort (lbs / kg)22,778 / 10331.94
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.39
Heating Ability
Tubes (number - dia) (in / mm)211 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)13.50 / 4.11
Firebox Area (sq ft / m2)105 / 9.75
Grate Area (sq ft / m2)15.50 / 1.44
Evaporative Heating Surface (sq ft / m2)1587 / 147.49
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1587 / 147.49
Evaporative Heating Surface/Cylinder Volume251.51
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation2635
Same as above plus superheater percentage2635
Same as above but substitute firebox area for grate area17,850
Power L14173
Power MT276.00

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