That 1946 roster of 2-8-2s was broken down as follows:
Many years ago in TRAINS, an unknown person surveyed all Mikados contemporary with the H10 and discovered a secret: Lima had given the H10 double the superheating surface of then other classes. A few years later, Andre Chapelon did pretty much the same thing in France, and has been hailed as a genius ever since. Outside of that, the Lima design was an upgrade of the existing H7 2-8-2, a design that might be called average, if not mediocre. As an interesting sidelight, the Lima designer, Will Woodard, had earlier drawn up plans for a "Super-Power" 2-8-4 based on the USRA light design.
There are no surviving NYC 2-8-2 "Mikado" type locomotives.
The Boston & Albany Railroad received ten of the rebuilt locomotives in 1925. The group was built by ALCO and designated as Class H-5g and assigned road numbers 1214-1223. During 1913 and 1914 the B&A took delivery of 14 new 2-8-2s, which were built by ALCO and designated as Class H-5j. These locomotives were given road numbers 1200-1213.
In 1922, Lima delivered an experimental 2-8-2 locomotive to the NYC, which was a heavier Class than those in current use that could deliver 4470 pounds more tractive effort and was also equipped with a booster, which added another 11,000 pounds of tractive force. This locomotive was designated as Class H-10 and was given road number 8000.
Satisfied with the H-10 the NYC ordered 200 more of them. Eight of these Class H-10s were delivered to the B&A in 1923. These locomotives were built by ALCO, were designated as Class H-10a and assigned road numbers 183-190.
There were also six other Lima-built Class H-5 "Mikados" on the B&A. They were transferred from the NYC&HR during 1939-1941 and were designated as Class H-5t and assigned road numbers 1224-1229.
There are no surviving B&A 2-8-2 "Mikado" type locomotives.
In 1903, a low grade line was constructed between Plymouth (now Carson), Ohio, and Brookfield, Ohio, 42.59 miles, of which 18.10 miles were built by The Lake Shore and Michigan Southern Railway Company and 24.49 miles by The Mahoning Coal Railroad Company.
The American Locomotive Company delivered 70 "Mikados" to the NYC during 1912 and 1913. Thirty-five of them went to the Lake Shore & Michigan Southern and Thirty-five went to the Michigan Central. Ten of the LS&MS locomotives were delivered in 1912 and were designated as Class H-7a and assigned road numbers 4000-4009. The other 25 were delivered during 1912-1913, were designated as Class H-7b and assigned road numbers 4010-4034. All 70 of these locomotives had 63" drivers, 27" x 30" cylinders, a 190 psi boiler pressure and they exerted 56,100 pounds of tractive effort. By 1917, the 25 designated as Class H-7b were transferred to the Michigan Central and later renumbered NYC road numbers 2035-2059.
There are no surviving Lake Shore & Michigan Southern 2-8-2 "Mikado" type locomotives.
In 1918, the USRA allocated 194 "Mikado-Light" locomotives to the NYC. The MC received 20 of them. They were designated as Class H-6a and were given road numbers 7970-7989.
ALCO delivered 60 more 2-8-2s to the NYC in 1920. Ten of these locomotives went to the MC and were similar to the previous Class H-7 except they had a 200 psi boiler pressure and exerted 59,000 pounds of tractive effort. They were designated as Class H-7e and were given road numbers 7960-7969.
In 1922, the Lima Locomotive Works delivered an experimental 2-8-2 locomotive, which was a heavier Class H-7e that could deliver 4470 pounds more tractive effort and was also equipped with a booster, which added another 11,000 pounds of tractive force. This locomotive was designated as Class H-10 and was given road number 8000.
Satisfied with the H-10 the NYC ordered 200 more of them. Fifteen of these Class H-10s were delivered to the MC during 1923 and 1924. They were designated as Class H-10b and were assigned road numbers 237-251.
There are no surviving Michigan Central 2-8-2 "Mikado" type locomotives.
The Cleveland Cincinnati Chicago & St. Louis received 109 of the rebuilt locomotives in three groups. They were designated as Class H-5l and were assigned road numbers 6000-6063, 6125-6149 and 6698 .6722. There were also 25 new Class H-5 "Mikados" and five of them were designated as Class H-5s and assigned road numbers 6064-6068 and the others were designated as Class H-5t and assigned road numbers 6064-6988.
The USRA allocated 194 "Mikado-Light" locomotives to the NYC. The CCC&StL received 25 of them in 1918. These locomotives were built by the Baldwin Locomotive Works and were designated as Class H-6a and given road numbers 6089-6113. They had 63" diameter drivers, 26" x 30" cylinders, a 200 psi boiler pressure and they exerted 54,725 pounds of tractive effort and each weighed 292,000 pounds. The firebox was 280 square feet, the evaporative heating surface was 3,777 square feet and with the superheater the combined heating surface was 4,659 square feet.
In 1922, the Lima Locomotive Works delivered an experimental 2-8-2 locomotive, which was a heavier Class H-7e that could deliver 4486 pounds more tractive effort and was also equipped with a booster, which added another 11,000 pounds of tractive force. This locomotive was designated as Class H-10 and was given road number 8000.
Satisfied with the H-10 the NYC ordered 200 more of them. Seventy-five of these Class H-10s were delivered to the CCC&St.L between 1922 and 1924. There were 50 of them built by ALCO that were designated as Class H-10a and assigned road numbers 133-182 and there were 25 built by Lima that were designated as Class H-10b and assigned road numbers 212-236. These locomotives had 63" diameter drivers, 28" x 30" cylinders, a 200 psi boiler pressure and they exerted 63,467 pounds of tractive effort. The ALCO-built locomotives weighed 334,000 pounds and the Lima-built locomotives weighed 334,500 pounds. All of Class H-10a and H-10b locomotives had a firebox of 257 square feet, an evaporative heating surface was 4,415 square feet and with the superheater the combined heating surface was 6.195 square feet.
There are no surviving CCC&StL 2-8-2 "Mikado" type locomotives.
In 1910, the C&O bought control interest of the K&M, planning to use it to connect the C&O with the Great Lakes area, but anti-trust laws soon forced the C&O to abandon its K&M interests. In 1922, the K&M leased its line to the New York Central System, and eventually it became a part of the NYC.
When the Kanawha & Michigan Railroad decided to buy "Mikado" type locomotives it decided to use tank type locomotives. The first to arrive were a pair built by the American Locomotive Company and delivered in 1902. They were assigned road numbers 555 & 556. These locomotives had 49" diameter drivers, 19"x 26"cylinders, a 200 psi boiler pressure, they exerted 32,564 pounds of tractive effort and each weighed 216,000 pounds. The firebox was 165 square feet, and the evaporative heating surface was 2,493 square feet. In 1907, another ALCO-built tank locomotive of the same design of the 1902 locomotives was delivered and given road number 557.
In 1912, another two tank "Mikados" were delivered by ALCO which and were given road number 558 & 559. These locomotives had 49" diameter drivers, 19"x 26"cylinders, a 200 psi boiler pressure, they exerted 32,564 pounds of tractive effort and each weighed 234,000 pounds. The firebox was 165 square feet, and the evaporative heating surface was 2,493 square feet.
There are no surviving K&M 2-8-2T "Mikado" type locomotives as they were all scrapped by 1937.
The P&LE followed the Monongahela River to the Golden Triangle, then the Ohio River northwest to Beaver, Pennsylvania. From there it follows the Beaver River to New Castle, Pennsylvania, then the Mahoning River, and finally crossing into Ohio just below Lowellsville, Pennsylvania to Youngstown at Haselton, Ohio.
The first "Mikado" type locomotives to arrive on the Pittsburgh & Lake Erie were the five that were built by the American Locomotive Company and delivered in 1916. They were designated as Class H-8a and were given road numbers 9500 through 9504. These locomotives had 57" diameter drivers, 26.5" x 30" cylinders, a 190 psi boiler pressure, they exerted 59,691 pounds of tractive effort and each weighed 320,500 pounds. The firebox was 278 square feet, the evaporative heating surface was 4,740 square feet and with the superheater the combined heating surface was 5,824 square feet. Four years later ALCO built and delivered five more 2-8-2 which were very similar to the Class H-8a locomotives it delivered in 1916. These locomotives were designated as Class H-8b and were assigned road numbers 9520 through 9524.
In 1919, the USRA allocated fifteen "Mikado-Heavy" locomotives to the P&LE. Five were built by ALCO and designated as Class H-9b and were given road numbers 9505 through 9509. The other ten were built by the Baldwin Locomotive Works and designated as Class H-9d with road numbers 9510 through 9519. These locomotives had 63" diameter drivers, 27" x 32" cylinders, a 190 psi boiler pressure, they exerted 59,801 pounds of tractive effort and each weighed 331,000 pounds. The firebox was 307 square feet, the evaporative heating surface was 4,085 square feet and with the superheater the combined heating surface was 5,278 square feet.
In 1923, the New York Central began to receive new "Mikados" which were built by the Lima Locomotive Works and the American locomotive Company. These locomotives were of the design developed by Lima's mechanical engineer William E. Woodard. He made a number of significant changes to maximize a steam locomotive's capacity to generate and utilize steam which made the locomotive significantly more powerful and faster. Woodard used an H-10 experimental heavy 2-8-2 which was designed for the Michigan Central and applying both relatively new science, every efficiency-enhancing tool available, a larger firebox, increased superheat, a feedwater heater, improved draughting, higher boiler pressure, streamlined steam passages and a trailing-truck booster engine, and by applying limited cutoff to prevent locomotive engineers from using excessive steam at starting. This design was demonstrated to be 26% more efficient overall than its immediate predecessor, and the NYC bought 301 copies.
In 1923, ALCO delivered ten locomotives of this new design which were designated as Class H-10a and given roads numbers 191 through 200. The locomotives had 63" diameter drivers, 28" x 30" cylinders, a 210 psi boiler pressure, they exerted 66,640 pounds of tractive effort and each weighed 334,000 pounds. The firebox was 291 square feet, the evaporative heating surface was 4,578 square feet and with the superheater the combined heating surface was 6,358 square feet.
In 1924, eleven more ALCO-built "Mikados" came from ALCO. This group was designated as Class H-10b and assigned road numbers 201 through 211. These locomotives had 63" diameter drivers, 28" x 30" cylinders, a 200 psi boiler pressure, they exerted 63,467 pounds of tractive effort and each weighed 334,500 pounds. The firebox was 291 square feet, the evaporative heating surface was 4,578 square feet and with the superheater the combined heating surface was 6,358 square feet.
There are no surviving Pittsburgh & Lake Erie 2-8-2 "Mikado" type locomotives.
From Connellsville the line was extended with braches to 88.9 through construction of it own tracks and in1890 it acquired the McKeesport & Belle Vernon Railroad Company giving the PMcK&Y a total of 116.2 miles of track.
It was leased to the Pittsburgh and Lake Erie Railroad Company, on January 1, 1884, for a term of nine hundred and ninety-nine years from August 3, 1881. Under the terms of the lease The Pittsburgh and Lake Erie Railroad Company and The Lake Shore and Michigan Southern Railway Company guarantee six percent interest on the bonds, and six percent per annum dividend on its capital stock. The property of the Pittsburgh, McKeesport and Youghiogheny was operated by the Pittsburgh and Lake Erie during its entire life.
The Pittsburgh, McKeesport and Youghiogheny Railroad received its first "Mikado" type locomotives in 1916 with the arrival of five of them which were designated as Class H-8a and assigned road numbers 9550b through 9554. They were joined in 1917, by another batch of twenty designated as Class H-8b with road numbers 9555 through 9574 assigned and a final group of five designated as Class H-8c which were given road numbers 9575 through 9579 were delivered in 1918. All thirty were built by the American Locomotive Company These Class H-8 locomotives had 57" diameter drivers, 26.5" x 30" cylinders, a 190 psi boiler pressure, they exerted 56,691 pounds of tractive effort and each weighed 320,500 pounds. The firebox was 278 square feet, the evaporative heating surface was 4,740 square feet and with the superheater the combined heating surface was 5,824 square feet.
In 1918, the USRA allocated ten "Mikado-Heavy" locomotives to the PMcK&Y. They were delivered in 1918 and were designated as Class H-9a and assigned road numbers 9580 through 9589. There was another five allocated and delivers in 1919. This group was designated as Class H-9c and given road numbers 9590 through 9594. All fifteen were built by the American Locomotive Company. The locomotives had had 63" diameter drivers, 27" x 33" cylinders, a 190 psi boiler pressure, they exerted 59,801 pounds of tractive effort and each weighed 331,000 pounds. The firebox was 307 square feet, the evaporative heating surface was 4,285 square feet and with the superheater the combined heating surface was 5,278 square feet.
There are no surviving Pittsburgh, McKeesport & Youghiogheny 2-8-2 "Mikado" type locomotives.
The USRA allocated 194 .Mikado-Light. locomotives to the NYC. The T&OC received fifteen of them in 1918. They were designated as Class H-6a and given road numbers 9732-9746. These ALCO-built locomotives had 63. diameter drivers, 26. x 30. cylinders, a 200 psi boiler pressure and they exerted 54,700 pounds of tractive effort and each weighed 292,000 pounds.
There are no surviving Toledo & Ohio Central 2-8-2 .Mikado. type locomotives.
Class | Qty | Road Numbers | Later Numbers | Year Built | Builder | Notes |
---|---|---|---|---|---|---|
H-5a-e | 122 | 3600-3721 | 1912 | ALCO | ||
H-5p, q | 2 | 3722, 3723 | 1925 | ALCO | ||
H-5h | 50 | 3725-3774 | 1913 | ALCO | ||
H-5f, k | 56 | 3775-3830 | 1913-1914 | ALCO | ||
H-5m, n | 22 | 3831-3852 | 1914 | ALCO | ||
H-5p | 82 | 3853-3934 | 1915-1918 | ALCO | ||
H-5t | 50 | 3935-3984 | 1916 | Lima | ||
H-5p | 45 | 4071-4115 | 1915-1916 | ALCO | ||
H-5l | 9 | 4116-4124 | 1913 | ALCO | ||
H-6a | 50 | 5100-5149 | 1918 | ALCO | 11 to PM | |
H-6a | 45 | 5150-5194 | 1918-1919 | Lima | USRA | |
H-10a | 65 | 1-65 | 1922-1923 | Lima | ||
H-10a | 57 | 66-122 | 1922-1923 | ALCO | ||
H-10a | 10 | 123-132 | 1922-1923 | Lima | ||
H-10b | 50 | 320-369 | 1924 | ALCO | ||
H-5l | 64 | 6000 - 6063 | 1502 - 1563 | 1913 - 1915 | ALCO | Rebuilt from Class G-5 2-8-0 locomotives |
H-5s,t | 25 | 6064 - 6088 | 1564 - 1588 | 1916 | Lima | |
H-5l | 25 | 6125 - 6149 | 1485 - 1501 | 1913 | ALCO | Rebuilt from Class G-5 2-8-0 locomotives |
H-5l | 25 | 6698 - 6722 | 1625 - 1649 | 1913 - 1915 | ALCO | Rebuilt from Class G-5 2-8-0 locomotives |
H-6a | 25 | 6089 - 6113 | 1700 - 1724 | 1918 | Baldwin | USRA allocated "Mikado-Light" locomotives |
H-7e | 50 | 6150 - 6199 | 1950 - 1999 | 1920 | ALCO | On May 2, 1957, at Cincinnati, OH 2-8-2 number 1977 became the last steam locomotive to work for the New York Central. |
H-7e | 1 | 8000 | 1922 | Lima | Experimental | |
H-10a | 50 | 133 - 182 | 1922 - 1923 | ALCO | ||
H-10b | 25 | 212 - 236 | 1923 - 1924 | Lima |
Class | Qty. | Road Numbers | From Other RR | Year Acquired | Year Built | Builder | Notes |
---|---|---|---|---|---|---|---|
H-5j | 6 | 1200-1205 | 1913 | ALCO | 1 | ||
H-5j | 8 | 1206-1213 | 1914 | ALCO | 2 | ||
H-5g | 10 | 1214-1223 | 1915 | ALCO | 3 | ||
H-5t | 6 | 1224-1229 | NYC&HR | 1939-1941 | 1916 | Lima | 4 |
H-10a | 8 | 183-190 | 1923 | ALCO | 5 |
Class | Qty. | Road Numbers | Later Numbers | Year Built | Builder | Notes |
---|---|---|---|---|---|---|
H-5l | 1 | 6000 | 1500 | 1914 | ALCO | 1 |
H-5l | 1 | 6001 | 1501 | 1913 | ALCO | 2 |
H-5l | 2 | 6002-6003 | 1502-1503 | 1914 | ALCO | 3 |
H-5l | 1 | 6004 | 1504 | 1913 | ALCO | 4 |
H-5l | 3 | 6005-6007 | 1505-1507 | 1914 | ALCO | 5 |
H-5l | 2 | 6008-6009 | 1508-1509 | 1913 | ALCO | 6 |
H-5l | 10 | 6010-6019 | 1510-1519 | 1914 | Lima | 7 |
H-5l | 13 | 6020-6032 | 1520-1526 | 1913 | ALCO | 8 |
H-5l | 20 | 6033-6052 | 1533-1536 | 1914 | ALCO | 9 |
H-5l | 11 | 6053-6063 | 1553-1563 | 1915 | ALCO | 10 |
H-5s, t | 25 | 6064-6088 | 1564-1588 | 1916 | Lima | 11 |
H-5l | 25 | 6125-6149 | 1485-1501 | 1913 | ALCO | 12 |
H-5l | 25 | 6698 .6722 | 1625 .1649 | 1913-1915 | ALCO | 13 |
H-6a | 25 | 6089-6113 | 1700-1724 | 1918 | Baldwin | 14 |
H-7e | 50 | 6150-6199 | 1950-1999 | 1920 | ALCO | 15 |
H-10a | 25 | 133-157 | 133-157 | 1922 | ALCO | 16 |
H-10a | 25 | 158-182 | 158-182 | 1923 | ALCO | 17 |
H-10b | 25 | 212-236 | 212-236 | 1924 | Lima | 18 |
Qty. | Road Numbers | NYC Class | NYC Numbers | Year Built | Builder | Notes |
---|---|---|---|---|---|---|
2 | 555-556 | Hxa | 9500-9501 | 1902 | ALCO | 1 |
1 | 557 | Hxa | 9502 | 1907 | ALCO | 2 |
2 | 558-559 | Hxb | 9503-9504 | 1912 | ALCO | 3 |
Class | Qty. | Road Numbers | Year Built | Builder | Notes |
---|---|---|---|---|---|
H-8a | 5 | 9500-9504 | 1916 | ALCO | 1 |
H-9b | 5 | 9505-9509 | 1919 | ALCO | 2 |
H-9d | 10 | 9510-9519 | 1919 | Baldwin | 3 |
H-8d | 5 | 9520-9524 | 1920 | ALCO | 4 |
H-10a | 10 | 191-200 | 1923 | ALCO | 5 |
H-10b | 11 | 201-211 | 1924 | ALCO | 6 |
Class | Qty. | Road Numbers | Year Built | Builder | Note |
---|---|---|---|---|---|
H-8a | 5 | 9550-9554 | 1916 | ALCO | 1 |
H-8b | 20 | 9555-9574 | 1917 | ALCO | 2 |
H-8c | 5 | 9575-9579 | 1918 | ALCO | 3 |
H-9a | 10 | 9580-9589 | 1918 | ALCO | 4 |
H-9c | 5 | 9590-9594 | 1919 | ALCO | 5 |
Class | Qty. | Road Numbers | Year Built | Builder | Note |
---|---|---|---|---|---|
H-6a | 15 | 9732-9746 | 1918 | ALCO | 1 |
Data from "Michigan Central's Mikado (2-8-2) Locomotive No. 8,000", Railway and Locomotive Engineering, Vol XXXV, [35] No 9 (September 1922), pp. 227-230; "A Remarkable Mikado on the Michigan Central", Railway Age, Volume 73 (22 July 1922), pp.171-172, 231-232, and "Michigan Central Has Many Special Features", pp. 411-415; and John F Welch, "The Wonder Locomotive", Locomotive Engineers Journal, Volume 56, No 10 (October 1922), pp. 767-771; "An American Freight Locomotive of High Efficiency, " Locomotive Magazine, Volume XXVIII [28] (15 November 1922), pp. 320-322 and (15 December 1922), pp. 359-360; and "Locomotive Power Output per Unit of Weight", Railway Engineer, Volume , No 11 (November 1922), p. 420-422.
Later assessments appears as Alan Bates, "Why the H-10 was a Landmark Locomotive", Trains Magazine (June 1975) and William Withuhn, American Steam Locomotives: Design and Development: 1880-1960 (Bloomington, IN: Indiana University Press and Pflugerville, TX: Railway & Locomotive Historical Society, 2019), p. 215 (Thanks to Chris Hohl for his 26 May 2017 and attached builder's card, which corrected a low tender coal capacity and added an 11,000 lb booster capability.) Works number was 6242 in June 1922.
From the start, Lima's pioneer superpower locomotive gave notice that it represented a significant improvement in power and economy compared to any freight locomotive that had preceded it. At every point where steam could be made hotter or drier or both, the locomotive was designed to encourage that result. A feedwater heater mounted over the smokebox preheated the water to 225 deg F. A new brick arch in the firebox contained a double row of tubes and a more reflective brick; even the Elvin stoker used superheated steam, which allowed for a more compact design.
The Chambers main throttle was moved to the front end and after the superheater in terms of steam passage, creating a "very direct and short passage" to the cylinders, according to LM, which allowed the engine "to respond quickly to variations of the regulator [sic]. There were NO small tubes; all of the tubes in the boiler measure the same dimension-3 1/4" (82.5 mm). Inside-admission piston valves measured 14" (356 mm) in diameter.
Using superheated steam in the Franklin C-1 booster engine provided a drier steam that reduced condensation. LM helpfully observed that the "rapidly recurrent exhaust from the small cylinders promotes a steady beat, and in some measure compensates for the tearing effect of the slow intermittent beats from the main cylinders at low speeds when, of course, the booster is normally in operation."
(Locobase infers that the "tearing effect" referred to resulted when the strong pulse from each cylinder beat caused such a fierce draught over the grate's coal fire that chunks would be pulled loose before combustion and thrown up the stack with no benefit to performance and considerable annoyance to neighboring structures and people.)
Tests also demonstrated a much reduced dynamic augment, in many cases as much as 50% less at 30, 40, and 50 mph.
The 8000 was tested thoroughly, according to R&LE:
"The engine has been given much wider range of service than is usually accorded. It was previously designed to haul a heavy train in fast freight service and especially adapted therefor, but it has proven its effectiveness in very heavy, relatively slow drag freight service to the extent of hauling 10,039 tons in 147 cars, a train 1 1/4 miles long, from Toledo, O., to Detroit, Mich., a distance of 47.6 miles, on June 30, 1922, in 3 hours, 31 minutes running time.
"The engine has been in operation since about the first of June between Detroit and Toledo, and between Toledo and Jackson, Mich. The Michigan Central Railway is preparing to make exhaustive test of the engine, data from which will be available. So far the engine has exceeded the expectation of the builders both in developing high drawbar
pull and in economy of operation ....
"No trouble has been experienced in maintaining full boiler pressure when operating
at maximum capacity, while the evaporation per pound of fuel is phenomenal, as shown by the fact that for three of the full tonnage runs made between Detroit and Toledo, the total water divided by total fuel averaged 9.7 Ibs [4.4 kg]."
This last number is significantly higher than most other locomotive designs could report at that time.
See Locobases 7078 and 7079 (H-10a) and 29 (H-10b) for the series versions of the H-10 design.
Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 9696 for 8000, the original H-10 .
Builder's numbers were 64753-64762 (June 1923) and 65612-65622 (September 1924). This order (S.1431) was part of a larger H-10a program that equipped several of the New York Central system's railroads. Note that the Type E superheater used in these engines meant that there were no flues (or no tubes, depending on how one categorizes the 3 1/4" (82.5 mm) diameter tubes that made up all of the flues in these boilers.)
Data from MC 7- Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also R S Curl, "New York Central Class H10 2-8-2 Type Mikado Locomotives", New York Central Headlight, 3rd Quarter 1885, pp 1-33, archived at [], last accessed 4 July 2023.
This program equipped several of the New York Central system's railroads with a dramatically revised Mikado design that would come into full flower with the H-10b; see Locobase 9696 for 8000, the original H-10 .
Note that the kind of superheater used in these engines meant that there were no flues (or no tubes, depending on how one categorizes the 253 3 1/4" (82.5 mm) diameter tubes that made up all of the flues in these boilers.) Particularly noticeable is the much higher superheat percentage (in this case 28% of the total).
Cylinders received their steam from 14" (256 mm) piston valves. See R S Curl's detailed list of specialties and components on his page 13.
Very few changes were made to these engines over their careers. Originally delivered with the Elvin stoker, the railroad deplored its performance, which, considering how much coal so large a grate would demand, led very soon to its replacement by the Locomotive Stoker Company's Duplex stoker. These were later replaced with Hanna H4-1A or HT stokers in about 50-50 proportion. W-6a pumps in Elesco feed water heaters initially equipped the engines, but were placed by CF-1s beginning in the late 1920s.
Lima supplied 75, Schenectady the balance to the Michigan Central with road numbers 123-132, the Big Four (CCC&StL) --see Locobase 9697, Boston & Albany, numbered 183-190, and the New York Central itself. See the separate entry for the P & LE engines (Locobase 7078).
Data from MC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See R S Curl's detailed list of specialties and components on his page 13. Works numbers were 6357-6363 in November 1922, 6364-6376 in December, 6377 in January 1923, 6378-6398 in February 639--6416 in March..
As part of the overall H-10 adoption by entire New York Central System (see Locobase 7079), the Cleveland, Cincinnati, Chicago & St Louis ordered its own set of Mikes. These had eight fewer tubes, but were otherwise essentially identical.
Data from information provided by Tom Gearhart (trg6000@adelphia.net ) in January 2001, NYC - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection, and Alan Bates, "Why the H-10 was a Landmark Locomotive", Trains Magazine (June 1975). See also R S Curl, "New York Central Class H10 2-8-2 Type Mikado Locomotives", New York Central Headlight, 3rd Quarter 1885, pp 13-33, archived at [], last accessed 4 July 2023. Alco-Schenectady works numbers were 65562-65611. . (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .)
This represented the most numerous class of Mikados on the New York Central, totalling 302 locomotives in H-10 (Locobase 9696), H-10a, H-10b subclassesLima and Alco shared the 190-engine batch that was delivered in 1923 after Lima's demonstrator, the Michigan Central 8000 which was designed by Lima's William E. Woodard.
R S Curl described the H-10b as "a 'cleaner' and 'sleeked-up' version of the H-10a. The outside dry pipes to the cylinders were changed to installations inside the boiler casing. See
In addition to the 50 delivered by Alco-Schenectady) directly to the New York Central, the builder sent eleven more (works numbers 65612-65622) to the Pittsburgh & Lake Erie as their 201-211. Lima's contribution included 25 (works numbers 6813-6837) for the Cleveland, Cincinnati, Chicago & St Louis (Big Four) with road numbers 221-236 and 15 to the Michigan Central (works numbers 6838-6852) with road numbers 237-251.
Tom Gearhart (trg6000@adelphia.net ) responded to an email request in February 2001 with data on heating surfaces, weight on the drivers, and other information. He supplied two examples -- the prototype ( see Locobase 9696 for 8000, the original H-10) and #213 -- from which Locobase chose the later data (corrected by 1930 NYC locomotive guide) . Boiler pressure dropped slightly and the superheater grew in proportion. Note the high superheat percentage combined with a relatively large boiler (in relation to the cylinder volume) for a superheated Mikado.
Data from 1926 NYC locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and DeGolyer, Volume 40. Baldwin rebuilt the first five--each of these had its own Extra Order entry in the Baldwin specification books. The details begin at page 69 and run through 118. In order, they describe the changes made to each locomotive:
Extra Order number Original 2-8-0 road number
E-237 2703
E-238 2431
E-239 2700
E-240 2733
E-241 2711
Lima added the next ten, the Central's own West Albany shops 20, and the lion's share--427--at Alco's Brooks works. Lima and Schenectady delivered 179 new H-5s--50 H-5h (Schenectady 1913), 81 H-5s, t (Lima 1916), 15 H-5r (Schenectady 1916), 20 H-5u (Schenectady & Lima 1923), and 5 H-5v (Lima 1924).
These engines were conversions of the G-5 2-8-0s that had entered service only a few years earlier (Locobase 5372). According to Drury (1993), it was a question for the Central of whether to put the money into upgrading virtually all main parts of the 2-8-0, or take the opportunity to enlarge the design to meet increased traffic demands.
Leaving the firebox alone except for increasing the arch tube area, the builders mentioned below took the Consolidation and:
1) enlarged the cylinders, 2) lengthened the boiler tubes and flues by 5 feet/1,524 mm, 3) decreased boiler pressure by 20 psi/1.38 bar, 4) stretched the engine wheelbase by 8 feet/ 2.44 m, and 5) increased adhesion by about 5 tons.
The goal seems to have been to raise freight train speeds by giving each cubic foot of cylinder in the engine more steam to work with and encouraging it to move faster by providing a steadier ride.
Dr Jonathan Smith of Iowa State ([], visited 10 December 2004) illustrates the bewildering combinations possible in so extensive an upgrade by publishing four sets of heating surfaces depending on the combination of number of boiler tubes and type of superheater:
EHS SHS Small tubes
3957sq.ft. 920sq.ft. 252
4010sq.ft. 920sq.ft. 257 (Locobase 15860)
4031sq.ft. 870sq.ft. 259 (This entry)
4094 sq.ft. 870sq.ft. 265 (Locobase 9745)
The Duluth, South Shore & Atlantic's 1050-1054 class of Mikados was made up of the 1232 and 1304 in July 1937, 1323 and 1327 in January 1941, and 1222 in March 1942.
The Atlanta, Birmingham & Coast bought eleven of the locomotives sold by the NYC to locomotive rebuilder/reseller Georgia Car & Locomotive. Given road numbers 225-235, the class had borne NYC road numbers 1555-1556, 1317, 1535, 1642, 1561, 1499, 1203, 1244, 1275, 1234.
LS&MS 6157 and 6014 as well as NYC 633, 1226, 1243, 1204, 1283 went to the Tennessee, Alabama & Georgia as their 304-306. Atlanta & St Andrews Bay bought the 1247 from locomotive rebuilder/reseller Georgia Car & Locomotive and gave it road number 404. After the 1557 was sold to the Alton & Southern as their 17, the locomotive went on to the Tennessee Central and took number 730.
Data from CCC&StL 3 - 1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 40, p. 69.
It's interesting to see the trouble the Cleveland, Cincinnati, Chicago, and St Louis went to in making over their G-5 Consolidations into these H-5 Mikados. Unusually, they farmed out the project to Lima (20 engines) and Alco's Brooks Works at Dunkirk, NY (all the rest). Compared to the New York Central engines described in Locobase 1384, this set had six more tubes.
Data from 1926 NYC locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to John Garner for his 1 March 2023 email correcting the road numbers for the two engines sold to the HPT&D.)
Locobase 1384 outlines the main purposes of this large rebuild program in which Consolidations were transformed into Mikados (Locobase 5382). The present entry describes 179 engines that, for some reason, had two fewer boiler tubes: 110 H-5p and 19 H-5q were rebuilds. In 1916, Lima built two batches of H-5t, 20 numbered between 6069-6088 and 50 numbered 3935-3984.
As the NYC began retiring this class in the 1930s, it found buyers for some of the engines in smaller railroads. After locomotive rebuilder/reseller Georgia Car & Locomotive bought the 1342, 1341, and 1350 in 1937, it sold the trio to the Atlanta & St Andrews Bay as their 403, 401, 402, respectively. In the same year, the 1460 and 1479 went to North Carolina's High Point, Thomasville & Denton.
Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 114. Works numbers were 55893-55907 in August 1916.
Locobase 1384 discusses this large class of Mikados in some detail. Although 462 of the class were rebuilt Consolidations, the H-5 designation covered some newly built locomotives like this small order for the NYC's transfer line.
The class was renumbered late in their careers in 1949 by the New York Central. All of the new numbers were in the 1310-1343 range.
Data from tables in 1930 Locomotive Cyclopedia and from American Locomotive Company, Standardized Locomotives, US Railroad Administration (Alco Pamphlet 10049, 1918), pp. 16-17, reprinted by (Ocean, NJ: Specialty Press , 1973) and DeGolyer, Volume 58, pp. 61+.
One of the largest studs of USRA light Mikados (Locobase 40) was owned by the New York Central system. The parent lines were assigned 95, but 11 were diverted to the Pere Marquette (Locobase 9292). Others in the New York Central System went to the Big Four (25 from Baldwin in 1918, road numbers 1700-1724), Lake Erie & Western (15 from Baldwin in 1918, road 5540-5554), Michigan Central (20 from Alco-Schenectady in 1918, road 7970-7989), and the Toledo & Ohio Central (15 from Alco Schenectady in 1918).
The 14" piston valves had a 6 1/2" (161 mm) of travel. The firebox heating surface included 27 sq ft (25.51 sq m) of arch tubes.
Data from [] (visited December 2002). See also NYC 1-1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 16573 shows the baseline light Mikado (Locobase 40) allocated to the New York Central by the USRA in 1918-1919. As in all light Mikes, the 14" piston valves had a 6 1/2" (161 mm) of travel. The firebox heating surface included 27 sq ft (25.51 sq m) of arch tubes.
Although the light Mikados had a combustion chamber, the New York Central removed it from most of their locomotives beginning in the early 1920s. Locobase's data reflects the deletion, which resulted in more tube heating surface area and more superheater area. Some were later fitted with feed water heaters. The effect on heating surface area of installing thermic syphons in several locomotives is shown in Locobase 15858.
By 1944, the earlier Baldwins (road numbers 1700-1724) retained their original boilers, but all had had the combustion chambers removed. None had received thermic syphons. 24 of the Schenectady locomotives (1732-1849) were fitted with new boilers.
Data from NYC 1-1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 16573 shows the baseline light Mikado (Locobase 40) allocated to the New York Central by the USRA in 1918-1919. As in all light Mikes, the 14" piston valves had a 6 1/2" (161 mm) of travel. The firebox heating surface included 27 sq ft (25.51 sq m) of arch tubes.
Locobase 5221 describes the New York Central Lines' H-6a Mikados once the railroad had removed the combustion chamber. This entry shows the 26 H-6a that were later fitted with thermic syphons between 1930 and 1944, which added 70.5 sq ft (8.55 sq m) to the firebox heating surface area.
Data from [] (visited 15 February 2003). See also "New Locomotives for the Lake Shore & Michigan Southern", Railway and Locomotive Engneering, Volume 26, No 6 (June 1913), p. 200; and Ray S Curl, "New York Central H-7 Mikado Locomotives", pp. 7-26, archived at [
], last accessed 8 September 2019. Works numbers were 52536-52551 in 1912 and 52784-52787, 54213-54227 in February 1913.
Curl's detailed coverage of the H-7s in the New York Central System Historical Society notes several features of this Brooks design. One was size. Compared to the earlier H-5 Mike conversions of Big Four Consolidations, the boiler grew both in evaporative and in superheater surface area in line with greater cylinder volume. The design was also considerably heavier.
Key components were made of vanadium steel, used by several builders seeking a stronger, lighter steel: "main frames, driving axles, driver springs, tender truck springs, main and side rods, and piston rods." Perhaps more unusual was the use of vanadium cast iron for the cylinders. Piston valves measured a healthy 16" (406 mm) in diameter.
The first ten locomotives were the only ones to remain on the LS&MS for their entire career. Unlike many other H-7s, the 4000-4009 never received stokers or feed water heaters and Curl credits that stagnant condition for the block deletion and scrapping of eight of the class in October 1933. 4000 and 4009 went to the Montour Railroad as its 40-41 in 1930.
The second H-7a group (4010-4019) and the H-7bs were renumbered by the Michigan Central in 1917 to 7950-7959 and 7935-7949, respectively. All had their first two digits changed to 20 by the NYC in 1936. H-7a 2051 worked for the New York Central for almost forty years, then went north to Canada to the Cumberland Railway & Coal Company in 1950. The CR&C sold the 2051 to the Sydney & Louisburg in 1955. The S&L gave her number 106 and operated her until 1960.
Data from [] (visited 15 February 2003), which notes that the design had 16" piston valves. Works numbers were 54092-54126 in 1913.
As noted in 5401, Wes Barris, on [] 15 February 2003), says this was "a fairly routine design" that worked in the MidWest New York Central system. According to Drury (1993), the Michigan Central bought its 35 in one batch.
Data from [] (visited 15 February 2003), which notes that the design had 16" piston valves. Works numbers were 62297-62306 in November 1920.
This class was a slight modification of the original H-7 design that traded a few firetubes for a couple more flues. This brought the superheater ratio up to 1 in 5. Alco delivered these 10 to the MC while supplying the Big Four with 49 of the same design; see Locobase 5402.
As explained in Locobase 5404, data from NYC 1 - 1946 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange) gives a range of weights for this class ranging from 328,000 lb to 343,100 lb. Locobase chose the highest weight for this set of 10 in part because it was a separate order and in part to show the effect (albeit modest) on certain ratios.
Data from [] (visited 15 February 2003), which notes that the design had sizable 16" (406 mm) piston valves. Works numbers were 62247-62271 in October 1920 and 62272-62296 in November.
The H-7e was a slight modification of the original H-7 design that traded a few firetubes for a couple more flues. This brought the superheater ratio up to 1 in 5.
Data from NYC 1 - 1946 Locomotive Diagram book ( supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange) gives a range of weights for this class randing from 328,000 lb to 343,100 lb. Locobase picks a value from the table that falls in the middle. The differences are due in part to the provision of Delta trailing trucks in some engines.
The Cleveland, Cincinnati, Chicago, and St Louis engines were procured at the same time as the 10 for the Michigan Central; see Locobase 5403.
Data from P&LE-PMcK&Y 3 1-26 and MNGHLA 12 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 55646-55650 in March 1916
These were delivered to the P & LE as a single batch . The firebox heating surface included 32 sq ft of arch tubes.
9500-9501 were sent to the Lake Erie & Eastern and renumbered 9595-9596. They then went to the Monongahela as part of the MR's L-3 class and numbered 189-190. 9502 arrived on the same railroad three years later and took road number 193.
One of these later went to Pemex and was given a Nacional de Mexico class designation of KR-5 and numbered 4115. At that time it trailed a tender holding 16,000 gallons of water and 5,000 gallons of fuel oil that weighed 286,596 lb.
Data from P&LE-PMcK&Y 3 1-26 and MNGHLA 12 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 55651-55652 in March 1916, 55653-55655 in April, and 58088-58092 in February 1918.
Part of the same batch as the five that went to the Pittsburgh and Lake Erie (Locobase 7065). The Pittsburgh, McKeesport & Youghiogheny operated in the western coal regions of Pennsylvania.
9550-9551 went to the Monongahela in 1944 as part of class L-3 and numbered 191-192. The H-8c quintet found second careers in 1944-1945 on the Petroleum Mexicanos as 5000-5004.
Data from P&LE-PMcK&Y 3 1-26 and MNGHLA 12 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 56778-56787 and 57058-57067 in 1917.
Essentially identical to the H-8a that went to the PMcK&Y (Locobase 7065), this larger group of Mikados introduced both trailing-truck boosters and automatic stokers to the design.
In 1947-1948, seven of the class went to the Monongahela Railroad as part of class L-3. Numbered 194-200, they were the former 9563, 9571, 9561, 9564, 9568, 9558, and 9559, respectively. Twelve locomotives--9553, 9554, 9572, 9573, 9566, 9562, 9570, 9557, 9555, 9567, 9556, 9565-- found second careers in 1944-1945 on the Petroleum Mexicanos as 5005-5016. 9574 also went to Pemex, but was numbered 4117.
Data from P&LE-PMcK&Y 3 1-26 and MNGHLA 12 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Most of the H-8 Mkados owned by the P&LE and the Pittsburgh, McKeesport & Youghiogheny had the same boiler and firebox dimensions (see, e.g., Locobase 7065). When the P&LE went back to Schenectady in 1920, however, they took the opportunity to delete fourteen small tubes in favor of two more flues and their superheater elements. The P&LE book doesn't show that the -8d were fitted with either a booster or automatic stoker, as had been delivered in the PMcK&Y in 1917.
The class left the P&LE within twenty years. The last two went to the Cambria & Indiana in 1939 as their 20-21. The first three left a year later to join what would be a very large stud of H-8s on the Monongahela as their 186-188.
Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Brooks works numbers for H-9a were 60345-60354 in October 1918. Schenectady works numbers for the H-9c were 61029-61033 in March 1919 in the same batch as the P&LE H-9b.
These were United States Railroad Administration (USRA) Heavy Mikados (Locobase 41) that were delivered as specified. The New York Central apparently didn't care for combustion chambers in their USRA Mikados, so they deleted them in favor of extending the tube and flue lengths by 21" (533 mm). The principal effect was to increase both evaporative heating surface area and superheating surface areas.
In their modified form, the class remained in service throughout the Second World War. 9588 was retired in 1947 and scrapped in 1948. The other were sold for scrap in 1950-1953.
Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Alco-Schenectady's works numbers for the five H-9b were 61024-61028 in March 1919. Baldwin works numbers for the H-9d were 51433-51436, 51473-51475, 51507-51508 in March and April 1919.
These were United States Railroad Administration (USRA) Heavy Mikados (Locobase 41) that were delivered as specified and identical to the PMcK&Y Mikes shown in Locobase 7076.
As noted in 7076, the New York Central apparently didn't care for combustion chambers in their USRA Mikados, so they deleted them in favor of extending the tube and flue lengths by 21" (533 mm). The principal effect was to increase both evaporative heating surface area and superheating surface areas.
Data from NYC 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also E E R Tratman, "Tank Locomotives", Official Proceedings of the Western Railway Club (Chicago: W F Hall Printing Company, 1905), pp. 368. Works numbers were 26253-26254 in 1902.
A rare standard-gauge tank engine design that clearly was intended for switching duties, but used six axles instead of the usual three or four., or at least so Locobase supposed. But comments by the K&M's master mechanic W A Brown suggest somewhat wider ranging duties at first. Brown commented that the "Calumet" type had operated for two years on coal branches, where they met grades as steep as 4 to 4 1/2% and 10-12 degree curves.
"They have given most excellent satisfaction in this service, " said Brown in his written comments, which he outlined in detail. "Their work consists of taking trains of empties to the mine branches, placing them at the tipples and bringing loads out, having a run on the main line with these loaded trains of about twenty miles to terminals, where the cars are taking to the distributing yards and there made up into trains for destination."
And, despite the coal branches' uneven tank,, the railroad had "experienced no trouble with them in regard to derailments due to surging of water in tank, making them unevenly balanced."
According to Richard Leonard's website ([], accessed 23 April 2008), the class served West Virginia classification yards into the late 1930s.
Two were delivered in 1902 - they are shown here. The third in this original order and two more from 1912 were slightly bigger and appear in Locobase 9404.
Data from NYC 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 43701 in 1907 and 51514-51525 in 1912.
These were essentially repeats of the H-Xa pair that was produced in 1902 (Locobase 9403). For some reason, the builder added two more tubes to the boiler and the side tanks held 500 US gallons (1,893 litres) more water. Otherwise, the five locomotives in the two classes were essentially identical and were rated at the same power.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | H-10 | H-10a | H-10a | H-10a | H-10b |
Locobase ID | 9696 | 7078 | 7079 | 9697 | 29 |
Railroad | Michigan Central (NYC) | Pittsburgh & Lake Erie (NYC) | New York Central (NYC) | Big Four (NYC) | New York Central (NYC) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 |
Number in Class | 1 | 21 | 190 | 50 | 90 |
Road Numbers | 8000/2090/2100 | 191-200 | 1-122/2101-2222 | 1-50/133-182/2233-2282/ | 212-251, 320-369/2312-2399, 2080-2089 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 21 | 190 | 50 | 90 |
Builder | Lima | Alco-Schenectady | several | Alco-Schenectady | several |
Year | 1922 | 1923 | 1923 | 1922 | 1924 |
Valve Gear | Baker | Baker | Baker | Baker | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 |
Engine Wheelbase (ft / m) | 37 / 11.28 | 37 / 11.28 | 37 / 11.28 | 37 / 11.28 | 37 / 11.28 |
Ratio of driving wheelbase to overall engine wheelbase | 0.45 | 0.45 | 0.45 | 0.45 | 0.45 |
Overall Wheelbase (engine & tender) (ft / m) | 71.54 / 21.81 | 71.54 / 21.81 | 71.54 / 21.81 | 78.25 / 23.85 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 245,500 / 111,357 | 248,000 / 112,491 | 252,500 / 114,351 | 252,500 / 114,532 | 246,000 / 111,584 |
Engine Weight (lbs / kg) | 334,000 / 151,500 | 335,000 / 151,954 | 342,500 / 154,947 | 342,500 / 155,356 | 337,000 / 152,861 |
Tender Loaded Weight (lbs / kg) | 199,700 / 90,583 | 200,300 / 90,855 | 276,000 / 90,855 | 276,000 / 125,192 | 276,000 / 125,192 |
Total Engine and Tender Weight (lbs / kg) | 533,700 / 242,083 | 535,300 / 242,809 | 618,500 / 245,802 | 618,500 / 280,548 | 613,000 / 278,053 |
Tender Water Capacity (gals / ML) | 10,000 / 37.88 | 16,000 / 60.61 | 10,000 / 37.88 | 15,000 / 56.82 | 18,000 / 68.18 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 16 / 15 | 10 / 9 | 10 / 9 | 18 / 16 | 15 / 14 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 102 / 51 | 103 / 51.50 | 105 / 52.50 | 105 / 52.50 | 103 / 51.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 210 / 1450 | 210 / 1450 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 28" x 30" / 711x762 | 28" x 30" / 711x762 | 28" x 30" / 711x762 | 28" x 30" / 711x762 | 28" x 30" / 711x762 |
Tractive Effort (lbs / kg) | 63,467 / 28788.18 | 66,640 / 30227.43 | 66,640 / 30227.43 | 63,467 / 28788.18 | 63,467 / 28788.18 |
Booster (lbs) | 10,700 | 10,700 | 10,700 | 10,700 | 11,000 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.87 | 3.72 | 3.79 | 3.98 | 3.88 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 253 - 3.25" / 83 | 253 - 3.25" / 83 | 253 - 3.25" / 83 | 245 - 3.25" / 83 | 53 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 192 - 3.5" / 89 | ||||
Flue/Tube length (ft / m) | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 |
Firebox Area (sq ft / m2) | 291 / 27.03 | 291 / 27.04 | 257 / 23.88 | 257 / 23.88 | 261 / 24.25 |
Grate Area (sq ft / m2) | 66.40 / 6.17 | 66.40 / 6.17 | 66.40 / 6.17 | 66.40 / 6.17 | 66.80 / 6.21 |
Evaporative Heating Surface (sq ft / m2) | 4578 / 425.31 | 4578 / 425.46 | 4544 / 422.30 | 4415 / 410.32 | 4387 / 407.56 |
Superheating Surface (sq ft / m2) | 1780 / 165.37 | 1780 / 165.43 | 1780 / 165.43 | 1780 / 165.43 | 2020 / 187.66 |
Combined Heating Surface (sq ft / m2) | 6358 / 590.68 | 6358 / 590.89 | 6324 / 587.73 | 6195 / 575.75 | 6407 / 595.22 |
Evaporative Heating Surface/Cylinder Volume | 214.13 | 214.13 | 212.54 | 206.50 | 205.19 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 13,280 | 13,944 | 13,944 | 13,280 | 13,360 |
Same as above plus superheater percentage | 16,998 | 17,848 | 17,848 | 17,131 | 17,635 |
Same as above but substitute firebox area for grate area | 74,496 | 78,221 | 69,082 | 66,306 | 68,904 |
Power L1 | 21,661 | 22,744 | 22,534 | 21,334 | 23,448 |
Power MT | 778.07 | 808.74 | 786.99 | 745.08 | 840.55 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | H-5a to h, k, m-n | H-5l | H-5p, q, t | H-5r | H-6a (USRA) |
Locobase ID | 1384 | 9745 | 15860 | 15857 | 16573 |
Railroad | New York Central (NYC) | Big Four (NYC) | New York Central (NYC) | Indiana Harbor Belt (NYC) | New York Central (NYC) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 |
Number in Class | 423 | 104 | 129 | 15 | |
Road Numbers | 1200-1649 | 6000-6036, 6701, 6703, | 3722, 3852 | 250-264 | |
Gauge | Std | Std | Std | Std | Std |
Number Built | 423 | 15 | |||
Builder | several | several | several | Alco-Schenectady | several |
Year | 1912 | 1913 | 1915 | 1916 | 1918 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 | 16.75 / 5.11 |
Engine Wheelbase (ft / m) | 35.25 / 10.74 | 34.67 / 10.57 | 35.25 / 10.74 | 35.25 / 10.74 | 36.08 / 11 |
Ratio of driving wheelbase to overall engine wheelbase | 0.47 | 0.48 | 0.47 | 0.47 | 0.46 |
Overall Wheelbase (engine & tender) (ft / m) | 67 / 20.42 | 64.75 / 19.74 | 67.37 / 20.53 | 67.58 / 20.60 | 71.38 / 21.76 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 215,500 / 97,749 | 213,300 / 96,751 | 216,100 / 98,021 | 215,900 / 97,931 | 221,500 / 100,471 |
Engine Weight (lbs / kg) | 280,000 / 127,006 | 281,100 / 127,505 | 289,300 / 131,224 | 289,700 / 131,406 | 290,800 / 131,905 |
Tender Loaded Weight (lbs / kg) | 150,500 / 68,266 | 150,500 / 68,266 | 159,000 / 72,121 | 188,300 / 85,412 | |
Total Engine and Tender Weight (lbs / kg) | 431,600 / 195,771 | 439,800 / 199,490 | 448,700 / 203,527 | 479,100 / 217,317 | |
Tender Water Capacity (gals / ML) | 7500 / 28.41 | 7500 / 28.41 | 7500 / 28.41 | 8000 / 30.30 | 10,000 / 37.88 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 / 11 | 12 / 11 | 12 / 11 | 12 / 11 | 16 / 15 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 90 / 45 | 89 / 44.50 | 90 / 45 | 90 / 45 | 92 / 46 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 190 / 1310 | 180 / 1240 | 190 / 1310 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 25" x 32" / 635x813 | 25" x 32" / 635x813 | 25" x 32" / 635x813 | 25" x 32" / 635x813 | 26" x 30" / 660x762 |
Tractive Effort (lbs / kg) | 51,270 / 23255.71 | 48,571 / 22031.46 | 51,270 / 23255.71 | 53,968 / 24479.50 | 54,724 / 24822.42 |
Booster (lbs) | 9900 | 9900 | 9900 | ||
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.20 | 4.39 | 4.21 | 4.00 | 4.05 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 259 - 2" / 51 | 265 - 2" / 51 | 257 - 2" / 51 | 265 - 2" / 51 | 216 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 36 - 5.375" / 137 | 36 - 5.375" / 137 | 36 - 5.375" / 137 | 36 - 5.375" / 137 | 40 - 5.5" / 140 |
Flue/Tube length (ft / m) | 20.50 / 6.25 | 20.50 / 6.25 | 20.50 / 6.25 | 20.50 / 6.25 | 19 / 5.79 |
Firebox Area (sq ft / m2) | 230 / 21.37 | 230 / 21.38 | 230 / 21.37 | 230.90 / 21.45 | 280 / 26.01 |
Grate Area (sq ft / m2) | 56.50 / 5.25 | 56.50 / 5.25 | 56.50 / 5.25 | 56.50 / 5.25 | 66.70 / 6.20 |
Evaporative Heating Surface (sq ft / m2) | 4031 / 374.49 | 4094 / 380.48 | 4010 / 372.54 | 4096 / 380.53 | 3783 / 351.45 |
Superheating Surface (sq ft / m2) | 870 / 80.82 | 870 / 80.86 | 870 / 80.82 | 880 / 81.75 | 882 / 81.94 |
Combined Heating Surface (sq ft / m2) | 4901 / 455.31 | 4964 / 461.34 | 4880 / 453.36 | 4976 / 462.28 | 4665 / 433.39 |
Evaporative Heating Surface/Cylinder Volume | 221.73 | 225.19 | 220.57 | 225.30 | 205.15 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 10,735 | 10,170 | 10,735 | 11,300 | 13,340 |
Same as above plus superheater percentage | 12,667 | 12,001 | 12,667 | 13,334 | 15,875 |
Same as above but substitute firebox area for grate area | 51,566 | 48,852 | 51,566 | 54,492 | 66,640 |
Power L1 | 14,278 | 13,592 | 14,255 | 15,213 | 14,943 |
Power MT | 584.27 | 561.94 | 581.71 | 621.38 | 594.92 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | H-6a- cchamber removed | H-6a-thermic syphon | H-7a, b | H-7c, d | H-7e |
Locobase ID | 5221 | 15858 | 5401 | 5402 | 5403 |
Railroad | New York Central (NYC) | New York Central (NYC) | Lake Shore & Michigan Southern (NYC) | Michigan Central (NYC) | Michigan Central (NYC) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 |
Number in Class | 143 | 26 | 35 | 35 | 10 |
Road Numbers | 1700-24, 1732-46, 1770-89, 1800-09, 17-29, 34-94 | 1770-1789, 1817, 22, 27, 45, 66, 73 | 4000-4034/7950-7959, 7035-7949/2035-2059 | 7900-7934/2000-2034 | 7960-7969/2060-2069 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 35 | 35 | 10 | ||
Builder | various | NYC | Alco-Brooks | Alco-Brooks | Alco-Brooks |
Year | 1923 | 1930 | 1913 | 1913 | 1920 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 16.75 / 5.11 | 16.75 / 5.11 | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 |
Engine Wheelbase (ft / m) | 36.09 / 11 | 36.09 / 11 | 36.08 / 11 | 36.08 / 11 | 36.08 / 11 |
Ratio of driving wheelbase to overall engine wheelbase | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 |
Overall Wheelbase (engine & tender) (ft / m) | 71.37 / 21.75 | 71.37 / 21.75 | 71.92 / 21.92 | 71.92 / 21.92 | 71.25 / 21.72 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 225,500 / 102,285 | 225,500 / 102,285 | 245,000 / 111,130 | 245,000 / 111,130 | 250,900 / 113,806 |
Engine Weight (lbs / kg) | 300,500 / 136,305 | 300,500 / 136,305 | 322,000 / 146,057 | 322,000 / 146,057 | 343,100 / 155,628 |
Tender Loaded Weight (lbs / kg) | 185,400 / 84,096 | 191,700 / 86,954 | 159,700 / 72,439 | 159,700 / 72,439 | 276,000 / 125,192 |
Total Engine and Tender Weight (lbs / kg) | 485,900 / 220,401 | 492,200 / 223,259 | 481,700 / 218,496 | 481,700 / 218,496 | 619,100 / 280,820 |
Tender Water Capacity (gals / ML) | 10,000 / 37.88 | 10,000 / 37.88 | 10,000 / 37.88 | 10,000 / 37.88 | 10,000 / 37.88 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 16 / 15 | 16 / 15 | 14 / 13 | 14 / 13 | 16 / 15 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 94 / 47 | 94 / 47 | 102 / 51 | 102 / 51 | 105 / 52.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 200 / 1380 | 190 / 1310 | 190 / 1310 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 26" x 30" / 660x762 | 26" x 30" / 660x762 | 27" x 30" / 686x762 | 27" x 30" / 686x762 | 27" x 30" / 686x762 |
Tractive Effort (lbs / kg) | 54,724 / 24822.42 | 54,724 / 24822.42 | 56,064 / 25430.23 | 56,064 / 25430.23 | 59,014 / 26768.33 |
Booster (lbs) | 11,510 | 11,510 | 10,400 | 10,400 | 11,100 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.12 | 4.12 | 4.37 | 4.37 | 4.25 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 216 - 2.25" / 57 | 216 - 2.25" / 57 | 295 - 2" / 51 | 295 - 2" / 51 | 281 - 2" / 51 |
Flues (number - dia) (in / mm) | 40 - 5.5" / 140 | 40 - 5.5" / 140 | 43 - 5.375" / 137 | 43 - 5.375" / 137 | 45 - 5.375" / 137 |
Flue/Tube length (ft / m) | 21 / 6.40 | 21 / 6.40 | 21 / 6.40 | 21 / 6.40 | 21 / 6.40 |
Firebox Area (sq ft / m2) | 243.50 / 22.62 | 300.80 / 27.95 | 246 / 22.85 | 246 / 22.86 | 250 / 23.23 |
Grate Area (sq ft / m2) | 66.70 / 6.20 | 66.70 / 6.20 | 59.50 / 5.53 | 59.50 / 5.53 | 59.60 / 5.54 |
Evaporative Heating Surface (sq ft / m2) | 4109 / 381.74 | 4166 / 387.03 | 4737 / 440.08 | 4737 / 440.24 | 4650 / 432.16 |
Superheating Surface (sq ft / m2) | 983 / 91.32 | 983 / 91.32 | 1084 / 100.71 | 1084 / 100.74 | 1163 / 108.09 |
Combined Heating Surface (sq ft / m2) | 5092 / 473.06 | 5149 / 478.35 | 5821 / 540.79 | 5821 / 540.98 | 5813 / 540.25 |
Evaporative Heating Surface/Cylinder Volume | 222.83 | 225.92 | 238.28 | 238.28 | 233.90 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 13,340 | 13,340 | 11,305 | 11,305 | 11,920 |
Same as above plus superheater percentage | 15,875 | 15,875 | 13,453 | 13,453 | 14,304 |
Same as above but substitute firebox area for grate area | 57,953 | 71,590 | 55,621 | 55,621 | 60,000 |
Power L1 | 16,141 | 16,532 | 15,778 | 15,778 | 17,289 |
Power MT | 631.22 | 646.51 | 567.91 | 567.91 | 607.66 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | H-7e | H-8a | H-8a,8c | H-8b | H-8d |
Locobase ID | 5404 | 7065 | 7066 | 15862 | 15861 |
Railroad | Big Four (NYC) | Pittsburgh & Lake Erie (NYC) | Pittsburgh, McKeesport & Youghiogeny (NYC) | Pittsburgh, McKeesport & Youghiogeny (NYC) | Pittsburgh & Lake Erie (NYC) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 | 2-8-2 |
Number in Class | 49 | 5 | 10 | 20 | 5 |
Road Numbers | 6150-6199 | 9500-9504 | 9550-9554, 9575-9579 | 9555-9574 | 9520-9524 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 49 | 5 | 10 | 20 | 5 |
Builder | Alco-Schenectady | Alco-Schenectady | Alco-Schenectady | Alco-Schenectady | Alco-Schenectady |
Year | 1920 | 1916 | 1916 | 1917 | 1920 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 | 16.50 / 5.03 |
Engine Wheelbase (ft / m) | 36.08 / 11 | 36.08 / 11 | 36.08 / 11 | 36.08 / 11 | 36.08 / 11 |
Ratio of driving wheelbase to overall engine wheelbase | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 |
Overall Wheelbase (engine & tender) (ft / m) | 71.25 / 21.72 | 71.79 / 21.88 | 71.79 / 21.88 | 71.79 / 21.88 | 71.79 / 21.88 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 62,310 / 28,263 | 62,310 / 28,263 | 62,310 / 28,263 | 62,310 / 28,263 | |
Weight on Drivers (lbs / kg) | 244,200 / 110,767 | 238,900 / 108,363 | 238,900 / 108,363 | 248,500 / 112,718 | 239,000 / 108,409 |
Engine Weight (lbs / kg) | 335,900 / 152,362 | 320,500 / 145,377 | 320,500 / 145,377 | 330,000 / 149,686 | 322,700 / 146,374 |
Tender Loaded Weight (lbs / kg) | 186,700 / 84,686 | 200,000 / 90,719 | 200,000 / 90,719 | 283,900 / 128,775 | 182,000 / 82,554 |
Total Engine and Tender Weight (lbs / kg) | 522,600 / 237,048 | 520,500 / 236,096 | 520,500 / 236,096 | 613,900 / 278,461 | 504,700 / 228,928 |
Tender Water Capacity (gals / ML) | 10,000 / 37.88 | 12,500 / 47.35 | 12,500 / 47.35 | 16,000 / 60.61 | 12,500 / 47.35 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 16 / 15 | 19 / 17 | 19 / 17 | 19 / 17 | 19 / 17 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 102 / 51 | 100 / 50 | 100 / 50 | 104 / 52 | 100 / 50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 57 / 1448 | 57 / 1448 | 57 / 1448 | 57 / 1448 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 190 / 1310 | 190 / 1310 | 190 / 1310 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 27" x 30" / 686x762 | 26.5" x 30" / 673x762 | 26.5" x 30" / 673x762 | 26.5" x 30" / 673x762 | 26.5" x 30" / 673x762 |
Tractive Effort (lbs / kg) | 59,014 / 26768.33 | 59,691 / 27075.41 | 59,691 / 27075.41 | 59,691 / 27075.41 | 59,691 / 27075.41 |
Booster (lbs) | 11,100 | 10,300 | |||
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.14 | 4.00 | 4.00 | 4.16 | 4.00 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 281 - 2" / 51 | 295 - 2" / 51 | 295 - 2" / 51 | 295 - 2" / 51 | 281 - 2" / 51 |
Flues (number - dia) (in / mm) | 45 - 5.375" / 137 | 43 - 5.375" / 137 | 43 - 5.375" / 137 | 43 - 5.375" / 137 | 45 - 5.375" / 137 |
Flue/Tube length (ft / m) | 21 / 6.40 | 21 / 6.40 | 21 / 6.40 | 21 / 6.40 | 21 / 6.40 |
Firebox Area (sq ft / m2) | 250 / 23.23 | 278 / 25.84 | 278 / 25.84 | 278 / 25.83 | 250 / 23.23 |
Grate Area (sq ft / m2) | 59.60 / 5.54 | 60 / 5.58 | 60 / 5.58 | 60 / 5.57 | 60 / 5.57 |
Evaporative Heating Surface (sq ft / m2) | 4650 / 432.16 | 4740 / 440.52 | 4740 / 440.52 | 4740 / 440.36 | 4650 / 432 |
Superheating Surface (sq ft / m2) | 1163 / 108.09 | 1084 / 100.74 | 1084 / 100.74 | 1084 / 100.71 | 1163 / 108.05 |
Combined Heating Surface (sq ft / m2) | 5813 / 540.25 | 5824 / 541.26 | 5824 / 541.26 | 5824 / 541.07 | 5813 / 540.05 |
Evaporative Heating Surface/Cylinder Volume | 233.90 | 247.52 | 247.52 | 247.52 | 242.82 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 11,920 | 11,400 | 11,400 | 11,400 | 11,400 |
Same as above plus superheater percentage | 14,304 | 13,566 | 13,566 | 13,566 | 13,680 |
Same as above but substitute firebox area for grate area | 60,000 | 62,856 | 62,856 | 62,856 | 57,000 |
Power L1 | 17,289 | 14,973 | 14,973 | 14,973 | 15,427 |
Power MT | 624.34 | 552.70 | 552.70 | 531.34 | 569.22 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||||
---|---|---|---|---|
Class | H-9a , c (USRA) | H-9b, d (USRA) | H-Xa | H-Xb |
Locobase ID | 7076 | 7077 | 9403 | 9404 |
Railroad | Pittsburgh, McKeesport & Youghiogeny (NYC) | Pittsburgh & Lake Erie (NYC) | Kanawha & Michigan (NYC) | Kanawha & Michigan (NYC) |
Country | USA | USA | USA | USA |
Whyte | 2-8-2 | 2-8-2 | 2-8-2T | 2-8-2T |
Number in Class | 15 | 5 | 2 | 3 |
Road Numbers | 9580-9594 | 9505-9509 | 555-556/9500-9501 | 557-559/9502-9504 |
Gauge | Std | Std | Std | Std |
Number Built | 15 | 5 | 2 | 3 |
Builder | Alco - multiple works | several | Alco-Brooks | Alco-Brooks |
Year | 1918 | 1919 | 1902 | 1907 |
Valve Gear | Walschaert | Walschaert | Stephenson | Stephenson |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 16.75 / 5.11 | 16.75 / 5.11 | 15 / 4.57 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 36.92 / 11.25 | 36.92 / 11.25 | 34 / 10.36 | 34 / 10.36 |
Ratio of driving wheelbase to overall engine wheelbase | 0.45 | 0.45 | 0.44 | 0.44 |
Overall Wheelbase (engine & tender) (ft / m) | 79.17 / 24.13 | 79.17 / 24.13 | 34 / 10.36 | 34 / 10.36 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||||
Weight on Drivers (lbs / kg) | 250,000 / 113,398 | 250,000 / 113,398 | 154,000 / 69,853 | 154,000 / 69,853 |
Engine Weight (lbs / kg) | 331,000 / 150,139 | 331,000 / 150,139 | 240,800 / 109,225 | 245,000 / 111,130 |
Tender Loaded Weight (lbs / kg) | 283,900 / 128,775 | 283,900 / 128,775 | ||
Total Engine and Tender Weight (lbs / kg) | 614,900 / 278,914 | 614,900 / 278,914 | ||
Tender Water Capacity (gals / ML) | 16,000 / 60.61 | 16,000 / 60.61 | 2500 / 9.47 | 3000 / 11.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 18 / 16 | 18 / 16 | 5 / 5 | 5 / 5 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 104 / 52 | 104 / 52 | 64 / 32 | 64 / 32 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 49 / 1245 | 49 / 1245 |
Boiler Pressure (psi / kPa) | 190 / 1310 | 190 / 1310 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 27" x 32" / 686x813 | 27" x 32" / 686x813 | 19" x 26" / 483x660 | 19" x 26" / 483x660 |
Tractive Effort (lbs / kg) | 59,801 / 27125.31 | 59,801 / 27125.31 | 32,564 / 14770.80 | 32,564 / 14770.80 |
Booster (lbs) | 9900 | 9900 | ||
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.18 | 4.18 | 4.73 | 4.73 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 247 - 2" / 51 | 247 - 2" / 51 | 304 - 2" / 51 | 306 - 2" / 51 |
Flues (number - dia) (in / mm) | 45 - 5.5" / 137 | 45 - 5.5" / 137 | ||
Flue/Tube length (ft / m) | 20.75 / 6.02 | 20.75 / 6.02 | 15.67 / 4.78 | 15.67 / 4.78 |
Firebox Area (sq ft / m2) | 307 / 28.53 | 307 / 28.53 | 165 / 15.33 | 165 / 15.33 |
Grate Area (sq ft / m2) | 70.80 / 6.58 | 70.80 / 6.58 | 46.20 / 4.29 | 46.20 / 4.29 |
Evaporative Heating Surface (sq ft / m2) | 4285 / 398.23 | 4285 / 398.23 | 2642 / 245.54 | 2493 / 231.69 |
Superheating Surface (sq ft / m2) | 1164 / 92.29 | 1164 / 92.29 | ||
Combined Heating Surface (sq ft / m2) | 5449 / 490.52 | 5449 / 490.52 | 2642 / 245.54 | 2493 / 231.69 |
Evaporative Heating Surface/Cylinder Volume | 202.03 | 202.03 | 309.73 | 292.26 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 13,452 | 13,452 | 9240 | 9240 |
Same as above plus superheater percentage | 16,277 | 16,277 | 9240 | 9240 |
Same as above but substitute firebox area for grate area | 70,579 | 70,579 | 33,000 | 33,000 |
Power L1 | 15,328 | 15,328 | 6639 | 6353 |
Power MT | 540.68 | 540.68 | 380.17 | 363.79 |