Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 10-11 and B&M 8-1919 Locomotive Classification book supplied in May 2005 by Allen Stanley from his extensive colleciton. Works numbers were 4319-4320 in July 1897.
Schenectady's catalogue of recent American-type engines presents a basic pattern for its 4-4-0s as far as the boiler was concerned. For the FRR, the builder delivered an almost exact duplicate of the Vandalia locomotive shown in Locobase 11107, but one fitted with tubes 6" shorter in length. Otherwise, the pattern seems to have been identical.
By the time the two engines appeared in the 1919 accounting, the cylinder diameter had been reduced to 19" (484 mm).
1162 was scrapped in November 1928 while 1161 lasted until February 1935.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Hinkley originally built works number 814 in March 1867 for the Vermont & Massachusetts as the New London (V&M #12). In 1873, 12 went with the V&M to the Fitchburg, where the engine was renumbered 105. In 1890, the Fitchburg fitted a new boiler to the 105, but does not appear to have changed many of the dimensions and areas. When the Fitchburg merged with the B&M, the 105 became B&M's 905 and later the 605.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1268-1271 (road numbers 19, 12, 13, and 34, respectively) in July 1886.
This class was typical of B & M Eight-wheelers of the time in size and power. They served about 25 years each with 863 being scrapped in May 1911, 865 in August 1912, and 862 and 864 going to the breakers together in November 1913.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1853-1855 in 1884.
The first of the trio took the name A B Harris, followed by Governor Hendree and Plattsburg. Soon after their delivery, the Boston & Lowell took control on 1 April 1885. Two years later, however, the B&L leased the line back to StL&JC, which renumbered these engines 10-12.
Ultimately, the StJ&LC ran over 120.6 miles (194 km), beginning 22 miles east of St Johnsbury in Lunenburg, Vt on the Connecticut River to Maquam on the Lake Champlain shore just west of Swanton and north of St Albans.
Data from "Passenger Locomotive for the Concord & Montreal Railroad", American Engineer & Railroad Journal, Volume LXIX [69], No 7 (July 1895), p. 318; and "Passenger Locomotive for the Concord & Montreal Railroad", National Car and Locomotive Builder, Volume 26, No 8 (August 1895), p. 120. (Thanks to Chris Hohl for his 25 July 2023 email correcting the build date, boiler pressure, and driver diameter.) Works number was 4295 in June 1895.
Theseimilar to the 1893 B&A Americans described in Locobase 5713 and answering the same concerns. The AE&RJ's editor Matthew Forney related the railroad's need to restrict the adhesion weight to 76,000 lb (34,473 kg). Turning to hollow crank pins and other trimmings achieved to a dynamic load at 60 mph (97 kph) equivalent to a design weighing 65,000 lb (29,484 kg)on the drivers.
Both the AE&RJ's Matthew Forney and George Baker, editor of the NC&LB artcle, used the same language--probably drafted by Schenectady-- in elaborating on the the cab design, which made the locomotive "convenient for the engineer and fireman" in how the builder located "the arrangement of the reverse lever, throttle lever and all operating valves."
Reflecting the recent change from the long-running preference for the narrow firebox, Schenectady produced several classes of similar locomotives in 1893-1895 that used a wider firebox that rested on the frames and rode above the rear drivers. Its sloping bottom line, the builder added, allowed "ample space for the fire between the grates and fire-brick (Forney) and brickarch [sic] (Baker)."
Schenectady added that the engine was generally similar to sixteen Boston & Albany locomotives (Locobase 15825). These entered service only a few months before the 38.
The C&M had been founded as the Boston, Concord & Montreal in 1854, but like so many other railroads, had never reached its intended terminus. Reorganized as the Concord & Montreal in the 1880s upon merging with the Concord Railroad, the successor was leased by the Boston & Maine in 1895.
The 1160's good size and power meant the B&M deemed it worth being fitted with a new firebox in 1911. Altogether, the engine remained on the roster for more than three decades before it was scrapped in 1926.
Data from B&M 8 - 1919 Loco Class B&M Locomotive Names and Numbers supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The 1913 document is the source for the builder's date. Although several compilers have prepared a summary of Hinkley's production history, all have been unable to develop more than fragmentary information on the company's production in the middle 1880s. The 1913 document cannot provide the builder's number, but does note the year. It also says that the 602 was scrapped in 1911.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Built by the Concord Railway, this engine remained on the line while corporate ownership changed to Concord & Montreal, then to the Boston & Maine. Finally numbered 605, the engine was scrapped in September 1913.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 25, p 90. Works numbers were 21679-21680, 21687, 21694, 21705, 21710, 21716 in February 1903; 21730, 21741 in March; and 22745 in September.
Manchester Locomotive Works produced most of the locomotives to this design (Locobase 2630), but Baldwin negotiated an order for 10 and produced them in early 1903. Other than small differences, the Philadelphia builder duplicated Manchester's design.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 716.
This locomotive was originally completed in December 1876 with 16"-diameter cylinders and delivered to the B & M as the S A Walker (road number 74). An 1886 reboilering probably offered the opportunity to increase cylinder diameter an inch.
There were three others that were updated with a different, smaller boiler in 1895; see Locobase 10898.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Mason information from Michael Havron's Records of the Mason Locomotive Works, Taunton, Massachusetts, also supplied by Stanley.
William Mason's small, but highly valued, output included five locomotives for the Fitchburg Railroad in August (works numbers 657-658), October (663-664), and November (665) 1881. Numbered 100 by the Fitchburg, the last of these later was substantially rebuilt by the Schenectady Locomotive Works in 1897. It received a new, larger boiler rated at a higher pressure, but somewhat smaller firebox.
In the same year, Schenectady delivered a similar, more powerful locomotive; see Locobase 10895.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
As noted in Locobase 10894, Schenectady rebuilt a Mason engine originally delivered in 1881. It's not clear from the listing, but this locomotive may have been built new by Schenectady in the same year for the B & M. It had a stronger boiler of identical size, possibly a (slightly) different firebox, and a smallish grate.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 678 in September 1874 and 679 in October 1874.
Delivered to the Boston, Lowell & Nashua as #58 Concord and #59 Essex, these engines reportedly had 63" drivers. 58 was renumbered 27 by the Boston & Lowell, then 227 and 667 by the B & M. 58 later wore Nashua & Lowell #18, Boston & Lowell 64, then Boston & Maine 364 and 684.
When the two were rebuilt by the Boston & Maine in 1897 and 1898, respectively, the 684 had 1 fewer boiler tube of slightly shorter length, which resulted in a 1,147 sq ft total for evaporative heating surface.
667 was scrapped in December 1915 while 684 stood off the ferro-knacker until August 1920.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Originally delivered to or built by the ERR in 1882, 206 was given a new boiler in 1899. It is this configuration that is described in the specifications.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This engine was delivered by Taunton Locomotive Works in 1881 (works number 808) and reboilered in 1900. Locobase does not know when it acquired the taller drivers; it may have been delivered with them Two other Taunton locomotives are shown in Locobases 10902 and 10904.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Portland Locomotive delivered this locomotive (works 539) in 1886 as #1 Presumpscot on the Portland & Rochester. The data refer to the boiler built by the Portland Works after the original exploded. This engine remained in service until 1920.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 894.
This engine was delivered by Taunton Locomotive Works in 1883 and reboilered in 1902. Two other Taunton locomotives are shown in Locobases 10902 and 10903.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 714-715, 717 in December 1876.
This trio of engines was originally completed by Manchester Locomotive Works along with the S A Walker in December 1876 with 16"-diameter cylinders and delivered to the B&M as Melrose, Wakefield, and Malden (road numbers 76,77, 75, respectively). Rumary-Lambert credit the class with 57" drivers, but that diameter may not have included the tires.
After almost two decades of service, the set received new boilers. It may have been at that time that the 17" cylinders were also fitted. 753 (ex-76) was scrapped in May 1915 with 754 and 752 (ex-77 and ex-75) went to the boneyard a month later.
Locobase 10897 shows the one locomotive of this class that was updated to a different configuration.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1930-1932 in January 1888.
Originally ordered by the Mobile & Dauphine Island Railroad & Harbor in Alabama, this trio of Eight-wheelers were diverted to the B&M in January 1889.
The M&DI&H had just had its first order from this Ocean State builder for three engines sold to other buyers. The Upper Coos & Hereford Railroad bought works number 1853 for the line that ran from Stratford, New Hampshire to Lime Ridge, Province of Quebec. Macon Construction bought the other two (works 1854-1855). Locobase suspects the M&DI&H couldn't pay for either set.
On the B&M, the A-18s ran until the early 'teens of the 20th Century before going to the scrapyard in February (732) and March (730) 1912 and August 1915 (731).
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1274-1275, 1289 in December 1886.
The engines arrived on the line with names: Warrior, Vanguard, and Pharton (possibly Phaeton). Three others -- 1276-1277 and 1290 (Swiftsure and Speedwell) -- may also have been in this class.
The three that are shown in the 1919 B&M book all had new fireboxes fitted at the Turn of the Century in 1906, 1900, and 1904, respectively and were scrapped about 10 years later. 756 went first in May 1914, 757 in May 1915, and 755 in June 1915.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1541-1542 in March 1892.
Similar to the C & M's earlier Manchester engines shown in Locobase 10915, this pair had smaller drivers and fewer tubes in the boiler. They were otherwise quite similar. Named B A Kimball and Nathaniel White when they served the C & M, the locomotives were renumbered by the B & M.
764 was scrapped in October 1915, 765 following eight months later in June 1916.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
A rare class of locomotives on the B & M that all had the same characteristics even as late as 1919. The last two -- A23-b -- were slightly heavier and had smaller, 64' drivers for more tractive effort.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Portland delivered these as a single batch in 1888 (works numbers 589-594). Over time, at least two received a new firebox, a modification that didn't affect the heating surface dimensions. 269 was graced with a new boiler in 1906, however, one with more tubes (210) that measured 6" longer.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1462-1466 in September 1890, 1503-1504 in April 1891, 1505-1506 in June, 1507-1509 in September, and 1510 in October.
Rarely did the B & M maintain sets of older Eight-wheelers with quite the uniformity shown in this class. The first five measured 1,391 sq ft in heating surface, but were otherwise identical.
At the New Hampshire builder, this batch was intermingled with a set of smaller-drivered, bigger-cylindered engines of very similar dimensions.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1551 in September 1892 and 1554-1555, 1557 in October.
This class was delivered with 18" x 22" cylinders, an unusual combination that appeared on a few other railroads of the era. Probably for ease of stocking parts, the original cylinders were soon replaced with the standard 17" x 24" favored by the B & M for its Eight-wheelers at the time. The quartet retained the slightly larger grate, however.
Unlike many of the other B & M 4-4-0s, this foursome went out of service over a decade rather than 2-3 years. 786 was scrapped first in May 1913 and 785 went in 1916 while 788 lasted until 1922 and 786 until 1923.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1740-1742 in June 1887.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 972-974 in June 1888, 975 in July.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2948-2953 in August 1893.
Five of this class in July 1923 with the 832 going six month later in January 1924.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Originally delivered as
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 558-560 in June 1887.
Portland built these rather sizable (for the B & M at least) Eight-wheelers with small grates that apparently were not enlarged when the engines received their new boilers in 1906 (97 and 99) and 1909 (98).
At the same time PWL supplied two more of more modest proportions; see Locobase 10924.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1454-1457 in July 1890, 1511-1513 in June 1891, 1514 in July, and 1515-1518 in October.
This relatively large set of mixed-traffic Eight-wheelers was produced in New Hampshire at the same time as the passenger engines shown in Locobase 10907. The first four were named for US Navy admirals - Farragut, Porter, Dupont, and Dahlgren (444-447). 448-49 are shown in the 1919 book with fewer tubes (196) of slightly shorter length.
The last three -- A37-g -- weighed 1,500 lb more on the drivers, but were otherwise identical.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were1599-1603 in July 1893, 1604-1607 in August, and 1608-1609 in September.
All of these locomotives operated into the 1920s, the first four (914, 916, 920, 921) going to the ferro-knacker before the end of 1923. Two of the class held on until the 1930s; 910 was scrapped in February 1935 and 915 in June 1937.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Based on data presented on the B&M 494 Restoration web site. John R. Rogers replied to an email inquiry in September 2001, however, and supplied somewhat different heating and grate areas as well as the actual boiler pressure and driver diameters. Also data from B&M 8 - 1919 Locomotive Classes supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Ru mary-Lambert assign works numbers 1543-1550, manufactured in July-August 1892. The first two in the class had fireboxes measuring 1" shorter in length, which reduced grate area to 18.6 sq ft.
According to the web site: "Engine 494, an American type 4-4-0 locomotive, steamed out of the builder's yard at the Manchester Locomotive Works in Manchester, New Hampshire in July 1892. The 494 was originally built for the Eastern Railroad but was later acquired by the Boston & Maine Railroad. In 1911 No. 494 was renumbered as the 905.
"Toward the end", reports the site, "the 494 was used to haul coal from Fabyan Station, at steep grade, to Marshfield Station at the 2700 foot level of Mount Washington, New Hampshire. This coal was used by the Mount Washington Cog Railway for its climb to the 6,288 foot summit. Engine No. 494 was finally retired in 1938."
She appeared at the 1939 World's Fair and was later displayed at the town of Hartfort, Vermont.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1631-1632 (67-68) in April 1895 and 1637-1638 (46-47) in July.
930-931 went for scrap in 1926. 932-933 were rebuilt with superheaters in 1924 by the Putnam Machine Company and remained in service for years. 932 had already had its boiler pressure raised to 175 psi.
932 was scrapped in June 1939 and 933 survived until 1947, when it was scrapped in March.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1701 in April 1899, 1702 in May, 1703-1704 in June.
Although they used the same boiler and firebox as the 930 foursome (Locobase 11053), this group ran higher pressures and rode on taller drivers. 935 was scrapped in December 1926, 937 followed in 1928. 936 remained in service for another decade before being broken up in August 1938. And the lowest numbered of this quartet -934 - lasted the longest, evading the scrapyard until July 1940., and 936
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1720-1721 in January 1900, 1722-1724 in February, and 1725 in March for the -40b.
Manchester turned out two batches of identical locomotives for the Fitchburg railroad would soon be leased by the B & M in 1900. After 20 years, the B & M and Fitchburg reorganized and merged.
The A-40 class represented a step up at least in boiler pressure and driver diameter; these were the first B & M Eight-wheelers to have passenger-power dimensions. All had very similar lifespans: 949 in 1926, 944 and 947 were scrapped in December 1926, 945-946 in October 1927, 940-942, 948 in December 1927,and 943 in 1928.
The Fitchburg engines are shown in Locobase 11055.
Data from the B&M 6-1939 Locomotive Diagrams supplied in May 1905 and the B&M 1928 steam roster specifications supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.
Manchester built several batches of mixed-traffic Eight-wheelers for the Fitchburg and the B&M in 1894-1895 (Locobase 11053), but only a few were ever superheated. This quintet was updated and superheated in the Putnam Machine Company of Fitchburg, Mass. They still used inside Stephenson link motion but now the valve gear actuated 10" (254 mm). In addition to adopting a higher-pressure boiler with a moderate amount of superheater area, the company stood the engine on six-inch (152 mm) taller drivers.
Data from 1927 and 1947 Boston & Maine Description of Locomotives books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1733-1736 in July 1900, 1737-1740 in August, 1752-1753 in December, 1754-1755 in January 1901. After its amalgamation with several other companies in the American Locomotive Company, Manchester continued with 29440-29449 in May 1904, 38977-38979 in December 1905, 38980 in January 1906, 46312-46313 in August 1909, 46314-46320 in September, 46321-
46330 in July, 46331 in November, 48980-48999 in 1911.
Many of these passenger Americans were used on suburban service out of Boston's North Station. But the class ranged throughout the B&M system and many remained in service through World War II.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Taking the design of a year earlier (Locobase 10883), the B & M extended the tube length slightly and built this batch. The others were named Huntress
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Essentially the same design as the B & M-built locomotives shown in Locobase 10883, but with more tubes and thus a greater heating surface.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Home-built Eight-wheelers that constituted a large "class" of very similar engines. Road #52 differed in having slightly lower boiler pressure (145 psi). The non-contiguity of the class's road numbers reflects the B&M's practice of giving names of existing locomotives and their associated road numbers to the engines that replaced them. Other names were Suffolk, Titan, Bell Rock, and John Howe. See Locobase 10884 for the slightly larger Atherton, which was built by the B&M in the same period.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 531 in June 1885, 532 in July.
One explanation for the big gap between road numbers for this pair of Eight-wheelers with consecutive works numbers is that the two locomotives replaced older engines with those same road numbers. It seems especially likely in this case as the new engine took the older engines' names--Augusta shared by both 29s and Enoch Paine by both 82s.
Both engines remained in service well into the Boston & Maine era before being scrapped in 1914.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 1245 in June 1885.
This small engine received a new firebox in 1904, a new number in 1911, and was scrapped in May 1913. Works 1244 and 1246 were part of the same batch; they were delivered as Greenfield (150) and Lynnboro (152). Locobase does not know the original dimensions for sure; see Locobase 10891 for the larger Greenfield.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 817 in July 1880.
Delivered as the Biddeford, this locomotive is credited in the Lambert-Rumary listing with 63" drivers. By the time of the 1896 reboilering, however, it had 67" drivers.
666 was scrapped in June 1916.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 568-569 in November 1887 and 577-578 in March 1888.
Portland lengthened the stroke of its basic 4-4-0 design, which apparently encouraged the builder to supply a firebox that measured 6" longer as well. The other three locomotives in this batch were named Beach Bluff (168), Nasconomo (218), Massasoit (219). Massasoit was later renamed Fremont and renumbered 231
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
When the ERR was taken into the Boston & Maine in 1884, the Chelsea was renamed Conway and its new owners added 100 to its road number. 127 was fitted with a new boiler in 1887. Renumbered 601 in 1911, the locomotive would be renumbered 620 in 1916.
It was scrapped in August 1920.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1300 in March 1887 and 1335 in July.
This pair was delivered as Conqueror and Uneasonuck
The Concord Railroad soon became the Concord & Montreal, but the locomotives retained their original road numbers. When the Boston & Maine took over the C & M, they renumbered the engines twice, first as 746-747, later as 867-868. 867 was scrapped in August 1914 and 868 followed in 1916.
Data from the B&M 8 -1919 Locomotive classes and 1913 B&M Locomotive Names and Numbers books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 1260 in December 1885.
After
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Rumary-Lambert assign works numbers 649-650. in April 1874
This pair was delivered with names -- Fabian and Profile -- and 16"-diameter cylinders. Rumary doesn't have information on Profile's later career, but he notes that Fabian was rebuilt with 17" cylinders (possibly at the time it received a new boiler in 1889) and bore a series of railroad names and numbers: Boston & Lowell 97, Concord & Montreal 61, Boston & Maine 761.
Renumbered 656 in 1911, ex-Fabian was scrapped in June 1916.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Mason information from Michael Havron's Records of the Mason Locomotive Works, Taunton, Massachusetts, also supplied by Stanley. Works numbers were 730 in July 1886, 731-733 in August, possibly also included 734-739 from September, October, and December.
Havron says that these were delivered with 17" cylinders. They also had names: Gen. Hancock (102, later 820), Gen. Lander (l18, later 821), Washington (120), Wellington (123, later 822) for the 4 that were numbered 820-822. The others were named Chocorua (191, later 70), Conqueror (130), Glenwood (193), Topsfield (147, later 69), Harvard (222), and Gonic (225, later 71).
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
It's not clear what were the differences between these 1887 Portlands and their slightly earlier brethren shown in Locobase 10926. 168 and 265 received new boilers in 1906 and 1911, respectively, while 262 and 261 were fitted with new fireboxes in 1900 and 1905, respectively.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 1244 in April 1885.
Delivered at the same time as the Bennington (Locobase 10889), 150 received a new firebox in 1904. Locobase doesn't know if 150 always had a larger tube bundle, but thinks not; several other B & M rebuilds had very similar dimensions.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
See also Joseph Harrison, The Locomotive Engine, and Philadelphia's Share in Its Early Improvements (Philadelphia: George Gebbie, 1872), pp. 47-49; and A Pardee, "Anthracite Coal for Locomotives", originally in the Journal of the Franklin Institute and reprinted in the American Railroad Journal , Volume X [10], No. 28 (15 July 1854), p. 423.
White (1968) observes that this was the second 4-4-0 built and that it featured Andrew M. Eastwick's design for combining the two driving wheel axles in a separate frame which was then attached to the main frame.
Herbert T Walker (Scientific American, May 1 1897) describes this frame as "...being pivoted on each side to the main frame by springs and journal boxes sliding vertically in pedestals on the main frame. Thus the separate frame was enabled to move up and down as well as to swing vertically on its center, and so permit the four driving wheels to accommodate themselves to the unevenness of the track, provided the undulations were alike on both rails, which of course, never happened, and the 'separate frame' got badly racked in consequence."
White adds that Joseph Harrison "materially improved his associate's plan by discarding the separate frame." As modified, the Hercules became the first to use equalizing levers, perhaps the most important American contribution. See the Gowan & Marx entry.
Pardee reported that the North Pennsylvania's Lehigh and Hercules had been burning anthracite coal since 1838 (Lehigh) and Hercules (1839). Although the original copper flues had been replaced by iron tubes, the remainder of the fireboxes ("excepting about one foot of the lower part, which has been once renewed") were the originals. Pardee said that the steep grades ascending to the mines created a variable and often "intense" demand for heat that had "continued day after day for eight months annually during fifteen years."
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This quartet was delivered from Portland as a single batch. Over time, at least two received a new firebox, a modification that didn't affect the heating surface dimensions. 269 was graced with a new boiler in 1906, however, one with more tubes (210) that measured 6" longer.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Rumary-Lambert assign works number 104 in January 1868.
This may have been one of the first locomotives for the New Hampshire-oriented BC&M. In time, the Moosilauk served the Boston & Lowell as its 101, the Concord & Montreal as 73, and the Boston & Maine as 773 before being renumbered. In 1887 it was given a new boiler, whose dimensions and pressure are probably those described in the specifications.
After a long career on New England roads, the 657 was scrapped in June 1915.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Mason information from Michael Havron's Records of the Mason Locomotive Works, Taunton, Massachusetts, also supplied by Stanley.
William Mason delivered two locomotives to the Boston, Lowell & Nashua in June and July 1873; works number 502 was named Mystic and numbered 53 while works 503 was dubbed Suffolk and given #54. Over the years, the engines were renumbered as Boston & Lowell 29-30, and Boston & Maine 329-330 (with names McBeth [sic] and General Garfield.)
Both were rebuilt by the B & M, the 615 in 1882 and the 661 in 1897. The specifications relate to the 661.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1431-1434 in August 1889.
The quartet of small Eight-wheelers were very similar to the Boston & Lowell engines shown in Locobase 10914. The later-built 50-53 entered C & M service with names: Nathan Parker (50), Governor Sawyer (52), Charles E Tifton (51), and Neshua (53). All of them were given 750-series numbers by the B & M and renumbered 760-763 in 1911, but only two were shown in the 1919 list for some reason.
Lambert-Rumary says 761 was scrapped first in October 1911, followed by 760 in June 1912, 762 in July 1914, and 763 in June 1916.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
These locomotives were delivered in consecutive years (1883-1884) by Rhode Island Locomotive Works and had road numbers close enough to suggest that they were part of a larger class of locomotives. They had minor differences in weight (376 weighed 32,400 lb on the drivers and had a total engine weight of 50,000 lb) but were otherwise identical.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also T Everett Austin, "Fast Passenger Locomotives," delivered 2 May 1885 to the Engineer's Club of Philadelphia, Proceedings, Vol 5, No 2 (August 1885), p. 100.
This engine may have begun service as the Boston & Lowell's Pegasus and thus been produced by the Rhode Island. Most of the dimensions are identical, but the drivers are recorded in Austin's talk as measuring 72" in diameter. Austin also says the New York, Providence & Boston's G F Ward produced in the same year was "nearly alike".
NB: The firebox heating surface area is an estimate calculated by taking the known total heating surface area and subtracting the calculated tube heating surface area.
Data from B&M 8 - 1919 Loco Class and 1913 B&M Locomotive Names and Numbers supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 932-934 in 1881, 1370 in 1883.
Four locomotives built to this design emerged from this Ocean State builder's shops in the early 1880s. Three were built in 1881 (3) and 1883 (1). According to the 1913 names book, other names bestowed on these engines were Excelsior (181), Governor Endicott (198), and Longfellow (210)
They had slightly different lengths of boiler tube, which accounted for small differences in heating surface (for example, the 210 had 11' 11" tubes and heating surface amounting to 1,342 sq ft.
Boiler pressure settings differed slightly as well, although the figures may reflect the new boilers fitted in 1891 (181) and 1890 (198), respectively. At least three were fitted with new fireboxes, the 210 receiving its new furnace in 1895, 198 in 1903, and 181 in 1906.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1264-1265 in February 1886.
The Ponewah and Souhegan operated for the B & L first, but apparently only the Souhegan was renumbered by the B & M, first as 391, later as 866. It was scrapped ijn Jun 1914. Locobase has no information on Ponewah's later service.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 1260 in December 1885.
Locobase suspects either the tube count or the heating surface area given in the B&M Classes book is an error.
This locomotive was scrapped in August 1915.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Rumary-Lambert assign works numbers 455-456 in May 1872, 457-458 in July, 459-460 in October, and 461-462, manufactured in January 1873.
When delivered,this class had names: Sachem, Forest City, Francis Cogswell, Minerva, William Merritt, Columbia, Pepperell, and Old Orchard. All were later reboilered, one as early as 1885. 57, reboilered in 1890, received a new firebox in 1912.
All but one remained in service long enough to be renumbered in 1911, but two were scrapped in that year (646 in May, 645 in August). 647 went next in May 1912, followed by 641 in July 1914, and 643, 642, and 644 in 1915 (April, October, and November, respectively).
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 674 in December 1874.
The 73 received a new boiler in 1889. Rumary says it was scrapped in May 1912.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1439-1440 in October 1889 and 1441-1442 in November.
Scarboro and Seabrook were the first two of this class on the road; they were soon followed by Greenland and Tewksbury. All were renumbered in 1911. 873 was scrapped first in April 1915, the others all went in 1916 (September, January, and unk, respectively).
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Built by the Concord Railway, the engine had four more tubes than its near relation, the Pennichuck, shown in Locobase 10878. It bore road #45 for the Concord and the Concord & Montreal. It took 745 upon its induction into the Boston & Maine roster and was later renumbered 613.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Three of the Taunton Locomotive Works engines that went to work on the B&M eventually acquired consecutive road numbers. But they were delivered in three different years, had different driver sizes, and weighed in at different weights. All were refitted with the same boiler and firebox at the Turn of the Century.
This engine was delivered by Taunton in 1883 and reboilered in 1899.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Data from B&M 8 - 1919 Loco Class supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. works numbers were 928-929 in May 1881.
According to Rumary's Cooke list, this duo went into service with 16 1/2" cylinders and 55" drivers. 33 was dubbed Warren and no more of its career is revealed. 34 bore the name Haverhill and acquired a series of heralds and numbers. At one point it was the Boston & Lowell 109, then reverted to the C&M as the 87, and eventually the B & M, which scrapped it in October 1914.
Data from the B&M 8 -1919 Locomotive classes book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1196 in June and 1197 in July 1884.
Delivered as Wilmington and Newmarket in 1884, this pair had larger boilers and taller drivers than most of the B & M's Eight-wheelers. A year after being renumbered, 861 was scrapped in October 1912. 860 continued on, being scrapped only in August 1920.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 1/A-44a | 105/A | 12 / A-37a | 13/A-17c | 38/A |
| Locobase ID | 11108 | 10875 | 11048 | 10910 | 5847 |
| Railroad | Fitchburg (B&M) | Fitchburg (B&M) | Boston & Maine (B&M) | St Johnsbury & Lake Champlain (B&M) | Concord & Montreal (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 2 | 1 | 4 | 3 | 1 |
| Road Numbers | 1-2/702-703/1131-1132/1161-1162 | 905/605 | 12, 13, 19, 34 / 862-865 | 13-15/165-167/10-12/630-632/ | 38/738/1160 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 2 | 4 | 3 | 1 | |
| Builder | Schenectady | Fitchburg | Manchester | Schenectady | Schenectady |
| Year | 1895 | 1890 | 1886 | 1884 | 1895 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 8.50 / 2.59 | 7.37 / 2.25 | 9 / 2.74 | 8.50 / 2.59 | 8.50 / 2.59 |
| Engine Wheelbase (ft / m) | 23.42 / 7.14 | 23.75 / 7.24 | |||
| Ratio of driving wheelbase to overall engine wheelbase | 0.36 | 0.36 | |||
| Overall Wheelbase (engine & tender) (ft / m) | 48.08 / 14.65 | 21.92 / 6.68 | 48.04 / 14.64 | ||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 78,000 / 35,380 | 45,000 / 20,412 | 60,000 / 27,216 | 55,000 / 24,948 | 75,000 / 34,019 |
| Engine Weight (lbs / kg) | 124,400 / 56,427 | 74,000 / 33,566 | 94,000 / 42,638 | 86,000 / 39,009 | 116,400 / 52,798 |
| Tender Loaded Weight (lbs / kg) | 50,000 / 22,680 | 60,000 / 27,216 | 60,000 / 27,216 | 89,000 / 40,370 | |
| Total Engine and Tender Weight (lbs / kg) | 124,000 / 56,246 | 154,000 / 69,854 | 146,000 / 66,225 | 205,400 / 93,168 | |
| Tender Water Capacity (gals / ML) | 4000 / 15.15 | 2700 / 10.23 | 2900 / 10.98 | 2900 / 10.98 | 4000 / 15.15 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 7 / 6 | 6 / 6 | 6 / 6 | 7 / 6 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 65 / 32.50 | 38 / 19 | 50 / 25 | 46 / 23 | 63 / 31.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 73 / 1854 | 62 / 1575 | 64 / 1626 | 64 / 1626 | 70 / 1753 |
| Boiler Pressure (psi / kPa) | 190 / 1310 | 125 / 860 | 145 / 1000 | 135 / 930 | 190 / 1240 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 16" x 24" / 406x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 19" x 24" / 483x610 |
| Tractive Effort (lbs / kg) | 21,238 / 9633.41 | 10,529 / 4775.88 | 14,975 / 6792.55 | 12,436 / 5640.88 | 19,989 / 9066.87 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.67 | 4.27 | 4.01 | 4.42 | 3.75 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 320 - 2" / 51 | 186 - 2" / 51 | 200 - 2" / 51 | 188 - 2" / 51 | 299 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.50 / 3.51 | 11 / 3.35 | 11.83 / 3.61 | 11.29 / 3.44 | 11.50 / 3.51 |
| Firebox Area (sq ft / m2) | 154.80 / 14.38 | 101.50 / 9.43 | 146 / 13.57 | 145.98 / 13.56 | |
| Grate Area (sq ft / m2) | 26.96 / 2.50 | 14.70 / 1.37 | 18.70 / 1.74 | 17.50 / 1.63 | 25.29 / 2.35 |
| Evaporative Heating Surface (sq ft / m2) | 2067 / 192.03 | 1167 / 108.46 | 1379 / 128.16 | 1278 / 118.77 | 1933 / 179.58 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 2067 / 192.03 | 1167 / 108.46 | 1379 / 128.16 | 1278 / 118.77 | 1933 / 179.58 |
| Evaporative Heating Surface/Cylinder Volume | 236.77 | 208.77 | 195.05 | 202.54 | 245.30 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 5122 | 1838 | 2712 | 2363 | 4805 |
| Same as above plus superheater percentage | 5122 | 1838 | 2712 | 2363 | 4805 |
| Same as above but substitute firebox area for grate area | 29,412 | 12,688 | 21,170 | 27,736 | |
| Power L1 | 7523 | 3869 | 4614 | 7491 | |
| Power MT | 425.27 | 379.10 | 339.07 | 440.39 | |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | 39/A | 42/742/A | 637/A-41c | A | A |
| Locobase ID | 10874 | 10876 | 12626 | 10897 | 10894 |
| Railroad | Eastern (B&M) | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 1 | 1 | 10 | 1 | 2 |
| Road Numbers | 39/139/602 | 42/742/603 | 637, 641-648 /960-969 | 74/665 | 100 / 955 / 814 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 1 | 1 | 10 | 1 | |
| Builder | Hinkley | Concord Rwy | Burnham, Williams & Co | Manchester | B&M |
| Year | 1885 | 1885 | 1903 | 1876 | 1897 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 7 / 2.13 | 8.33 / 2.54 | 9 / 2.74 | 8 / 2.44 | 8.83 / 2.69 |
| Engine Wheelbase (ft / m) | 23.92 / 7.29 | 23.75 / 7.24 | |||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.37 | |||
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | 21.92 / 6.68 | 48.52 / 14.79 | 44.79 / 13.65 | |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | 37,000 / 16,783 | ||||
| Weight on Drivers (lbs / kg) | 47,200 / 21,410 | 49,200 / 22,317 | 74,000 / 33,566 | 55,000 / 24,948 | 67,000 / 30,391 |
| Engine Weight (lbs / kg) | -74800 / -33929 | 80,400 / 36,469 | 118,000 / 53,524 | 85,000 / 38,555 | 107,400 / 48,716 |
| Tender Loaded Weight (lbs / kg) | 50,000 / 22,680 | 50,000 / 22,680 | 86,000 / 39,009 | 60,000 / 27,216 | 62,000 / 28,123 |
| Total Engine and Tender Weight (lbs / kg) | -24800 / -11249 | 130,400 / 59,149 | 204,000 / 92,533 | 145,000 / 65,771 | 169,400 / 76,839 |
| Tender Water Capacity (gals / ML) | 2700 / 10.23 | 2700 / 10.23 | 4000 / 15.15 | 2600 / 9.85 | 3100 / 11.74 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 0.70 / 1 | 6 / 6 | 6 / 6 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 39 / 19.50 | 41 / 20.50 | 62 / 31 | 46 / 23 | 56 / 28 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 69 / 1753 | 62 / 1575 | 69 / 1753 | 64 / 1448 | 69 / 1753 |
| Boiler Pressure (psi / kPa) | 140 / 970 | 145 / 1000 | 190 / 1310 | 140 / 970 | 160 / 1100 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 24" / 406x610 | 16" x 24" / 406x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 10,596 / 4806.27 | 12,214 / 5540.18 | 18,200 / 8255.39 | 12,897 / 5849.99 | 15,327 / 6952.22 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.45 | 4.03 | 4.07 | 4.26 | 4.37 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 166 - 2" / 51 | 186 - 2" / 51 | 267 - 2" / 51 | 180 - 2" / 51 | 245 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.58 / 3.53 | 11.75 / 3.58 | 11.62 / 3.54 | 11.83 / 3.61 | 12 / 3.66 |
| Firebox Area (sq ft / m2) | 102.50 / 9.53 | 137.50 / 12.77 | 138 / 12.83 | ||
| Grate Area (sq ft / m2) | 13.20 / 1.23 | 16.20 / 1.51 | 26 / 2.42 | 16.20 / 1.51 | 16.70 / 1.55 |
| Evaporative Heating Surface (sq ft / m2) | 1091 / 101.36 | 1241 / 115.33 | 1751 / 162.67 | 1151 / 106.97 | 1670 / 155.20 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1091 / 101.36 | 1241 / 115.33 | 1751 / 162.67 | 1151 / 106.97 | 1670 / 155.20 |
| Evaporative Heating Surface/Cylinder Volume | 195.17 | 222.00 | 247.67 | 182.41 | 236.21 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 1848 | 2349 | 4940 | 2268 | 2672 |
| Same as above plus superheater percentage | 1848 | 2349 | 4940 | 2268 | 2672 |
| Same as above but substitute firebox area for grate area | 14,863 | 26,125 | 22,080 | ||
| Power L1 | 4700 | 7536 | 6142 | ||
| Power MT | 421.21 | 449.03 | 404.20 | ||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | A | A | A | A | A |
| Locobase ID | 10895 | 10900 | 10901 | 10903 | 10905 |
| Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 1 | 1 | 1 | 1 | 1 |
| Road Numbers | 961 / 815 | 327, 364 / 667, 684 | 206 / 670 | 570 / 672 | 587 / 674 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | |||||
| Builder | B&M | Manchester | B&M | B&M | B&M |
| Year | 1897 | 1897 | 1899 | 1899 | 1900 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 8.83 / 2.69 | 8 / 2.44 | 8 / 2.44 | 8.50 / 2.59 | 8.50 / 2.59 |
| Engine Wheelbase (ft / m) | 24.08 / 7.34 | 22.10 / 6.74 | 22.10 / 6.74 | ||
| Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.38 | 0.38 | ||
| Overall Wheelbase (engine & tender) (ft / m) | 46.25 / 14.10 | 21.92 / 6.68 | |||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 72,000 / 32,659 | 55,000 / 24,948 | 59,000 / 26,762 | 60,000 / 27,216 | 54,600 / 24,766 |
| Engine Weight (lbs / kg) | 111,600 / 50,621 | 85,000 / 38,555 | 91,800 / 41,640 | 94,000 / 42,638 | 87,000 / 39,463 |
| Tender Loaded Weight (lbs / kg) | 89,000 / 40,370 | 60,000 / 27,216 | 60,000 / 27,216 | 60,000 / 27,216 | 60,000 / 27,216 |
| Total Engine and Tender Weight (lbs / kg) | 200,600 / 90,991 | 145,000 / 65,771 | 151,800 / 68,856 | 154,000 / 69,854 | 147,000 / 66,679 |
| Tender Water Capacity (gals / ML) | 4000 / 15.15 | 2600 / 9.85 | 2900 / 10.98 | 3100 / 11.74 | 2900 / 10.98 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 60 / 30 | 46 / 23 | 49 / 24.50 | 50 / 25 | 46 / 23 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 70 / 1778 | 67 / 1702 | 69 / 1753 | 69 / 1753 | 63 / 1600 |
| Boiler Pressure (psi / kPa) | 180 / 1240 | 150 / 1030 | 160 / 1100 | 160 / 1100 | 160 / 1100 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
| Tractive Effort (lbs / kg) | 16,996 / 7709.27 | 13,199 / 5986.97 | 13,671 / 6201.07 | 13,671 / 6201.07 | 14,973 / 6791.65 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.24 | 4.17 | 4.32 | 4.39 | 3.65 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 245 - 2" / 51 | 180 - 2" / 51 | 179 - 2" / 51 | 208 - 2" / 51 | 191 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 12 / 3.66 | 11.62 / 3.54 | 11.17 / 3.40 | 11.10 / 3.38 | 11.10 / 3.38 |
| Firebox Area (sq ft / m2) | 137 / 12.73 | 105.50 / 9.80 | 145.50 / 13.52 | 116 / 10.78 | |
| Grate Area (sq ft / m2) | 16.70 / 1.55 | 16.20 / 1.51 | 16.20 / 1.51 | 17.50 / 1.63 | 17.50 / 1.63 |
| Evaporative Heating Surface (sq ft / m2) | 1669 / 155.11 | 1157 / 107.53 | 1147 / 106.60 | 1348 / 125.28 | 1220 / 113.38 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1669 / 155.11 | 1157 / 107.53 | 1147 / 106.60 | 1348 / 125.28 | 1220 / 113.38 |
| Evaporative Heating Surface/Cylinder Volume | 236.07 | 183.36 | 181.77 | 213.63 | 193.34 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 3006 | 2430 | 2592 | 2800 | 2800 |
| Same as above plus superheater percentage | 3006 | 2430 | 2592 | 2800 | 2800 |
| Same as above but substitute firebox area for grate area | 24,660 | 16,880 | 23,280 | 18,560 | |
| Power L1 | 6992 | 4883 | 6052 | 4792 | |
| Power MT | 428.19 | 364.92 | 444.75 | 386.98 | |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | A | A-13 | A-18 | A-20 | A-22 |
| Locobase ID | 10904 | 10898 | 10912 | 10914 | 10916 |
| Railroad | Eastern (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Lowell (B&M) | Concord & Montreal (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 1 | 3 | 3 | 3 | 2 |
| Road Numbers | 208 / 673 | 75-77/753, 754, 752 | 250-252/ 730-732 | 182-183, 185-186/755-757 | 107-108/807-808 /764-765 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 3 | 3 | 2 | ||
| Builder | B&M | B&M | Rhode Island | Manchester | Manchester |
| Year | 1902 | 1895 | 1888 | 1886 | 1892 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 8.50 / 2.59 | 8.50 / 2.59 | 8.08 / 2.46 | 8.50 / 2.59 | 8.50 / 2.59 |
| Engine Wheelbase (ft / m) | 22.10 / 6.74 | ||||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | ||||
| Overall Wheelbase (engine & tender) (ft / m) | |||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 64,400 / 29,211 | 55,000 / 24,948 | 54,000 / 24,494 | 56,000 / 25,401 | 60,000 / 27,216 |
| Engine Weight (lbs / kg) | 99,800 / 45,269 | 85,000 / 38,555 | 84,600 / 38,374 | 90,000 / 40,823 | 94,000 / 42,638 |
| Tender Loaded Weight (lbs / kg) | 64,400 / 29,211 | 60,000 / 27,216 | 50,000 / 22,680 | 60,000 / 27,216 | 68,000 / 30,844 |
| Total Engine and Tender Weight (lbs / kg) | 164,200 / 74,480 | 145,000 / 65,771 | 134,600 / 61,054 | 150,000 / 68,039 | 162,000 / 73,482 |
| Tender Water Capacity (gals / ML) | 2985 / 11.31 | 2900 / 10.98 | 2700 / 10.23 | 2900 / 10.98 | 3500 / 13.26 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 | 6.50 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 54 / 27 | 46 / 23 | 45 / 22.50 | 47 / 23.50 | 50 / 25 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 67 / 1702 | 64 / 1626 | 64 / 1626 | 67 / 1702 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 160 / 1100 | 150 / 1030 | 145 / 1000 | 145 / 1000 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
| Tractive Effort (lbs / kg) | 14,079 / 6386.13 | 13,818 / 6267.75 | 13,357 / 6058.64 | 12,759 / 5787.39 | 13,818 / 6267.75 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.57 | 3.98 | 4.04 | 4.39 | 4.34 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 208 - 2" / 51 | 180 - 2" / 51 | 180 - 2" / 51 | 200 - 2" / 51 | 194 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.10 / 3.38 | 11.62 / 3.54 | 11.58 / 3.53 | 11.83 / 3.61 | 11.96 / 3.65 |
| Firebox Area (sq ft / m2) | 145.50 / 13.52 | 53 / 4.92 | 122.50 / 11.38 | ||
| Grate Area (sq ft / m2) | 17.50 / 1.63 | 16.20 / 1.51 | 16.20 / 1.51 | 17.50 / 1.63 | 17.50 / 1.63 |
| Evaporative Heating Surface (sq ft / m2) | 1348 / 125.28 | 1116 / 103.72 | 1144 / 106.28 | 1355 / 125.93 | 1309 / 121.65 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1348 / 125.28 | 1116 / 103.72 | 1144 / 106.28 | 1355 / 125.93 | 1309 / 121.65 |
| Evaporative Heating Surface/Cylinder Volume | 213.63 | 176.86 | 181.30 | 214.74 | 207.45 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2800 | 2430 | 2349 | 2538 | 2625 |
| Same as above plus superheater percentage | 2800 | 2430 | 2349 | 2538 | 2625 |
| Same as above but substitute firebox area for grate area | 23,280 | 7685 | 17,763 | ||
| Power L1 | 5877 | 3454 | 5049 | ||
| Power MT | 402.38 | 282.03 | 397.54 | ||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | A-23a / A-23b | A-24 | A-25 | A-27g | A-28 |
| Locobase ID | 10906 | 10911 | 10907 | 10917 | 10913 |
| Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | John P Hale/Boston & Maine (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 9 | 6 | 12 | 4 | 3 |
| Road Numbers | 125-126. 140, 154+ / 740-748 | 18, 323, 260, 267-269/720, 725, 721-724 | 426, 433, 468, 485-88 / 770-781 | 229, 85-86, 11 / 785-788 | 253-255 / 733-734 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 9 | 6 | 12 | 4 | 3 |
| Builder | Rhode Island | Portland | Manchester | Manchester | Hinkley |
| Year | 1885 | 1888 | 1890 | 1892 | 1888 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 8.58 / 2.62 | 8.50 / 2.59 | 8.50 / 2.59 | 9 / 2.74 | 8.75 / 2.67 |
| Engine Wheelbase (ft / m) | 23.44 / 7.14 | ||||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | ||||
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | ||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 60,800 / 27,578 | 62,000 / 28,123 | 62,000 / 28,123 | 60,000 / 27,216 | 60,600 / 27,488 |
| Engine Weight (lbs / kg) | 96,400 / 43,726 | 96,000 / 43,545 | 95,000 / 43,091 | 94,000 / 42,638 | 94,000 / 42,638 |
| Tender Loaded Weight (lbs / kg) | 60,000 / 27,216 | 62,000 / 28,123 | 60,000 / 27,216 | 62,000 / 28,123 | 65,000 / 29,484 |
| Total Engine and Tender Weight (lbs / kg) | 156,400 / 70,942 | 158,000 / 71,668 | 155,000 / 70,307 | 156,000 / 70,761 | 159,000 / 72,122 |
| Tender Water Capacity (gals / ML) | 2900 / 10.98 | 2900 / 10.98 | 2900 / 10.98 | 3100 / 11.74 | 3300 / 12.50 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 51 / 25.50 | 52 / 26 | 52 / 26 | 50 / 25 | 51 / 25.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 70 / 1778 | 64 / 1626 | 64 / 1626 | 64 / 1626 | 63 / 1600 |
| Boiler Pressure (psi / kPa) | 145 / 1000 | 150 / 1030 | 150 / 1030 | 150 / 1030 | 145 / 1000 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
| Tractive Effort (lbs / kg) | 12,212 / 5539.28 | 13,818 / 6267.75 | 13,818 / 6267.75 | 13,818 / 6267.75 | 13,569 / 6154.80 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.98 | 4.49 | 4.49 | 4.34 | 4.47 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 200 - 2" / 51 | 190 - 2" / 51 | 196 - 2" / 51 | 200 - 2" / 51 | 219 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.25 / 3.43 | 11.58 / 3.53 | 11.67 / 3.56 | 11.67 / 3.56 | 11.50 / 3.51 |
| Firebox Area (sq ft / m2) | 171 | 128 / 11.90 | |||
| Grate Area (sq ft / m2) | 17.50 / 1.63 | 17.50 / 1.63 | 17.50 / 1.63 | 19 / 1.77 | 17.50 / 1.63 |
| Evaporative Heating Surface (sq ft / m2) | 1359 / 126.30 | 1376 / 127.88 | 1388 / 129 | 1393 / 129.46 | 1440 / 133.83 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1359 / 126.30 | 1376 / 127.88 | 1388 / 129 | 1393 / 129.46 | 1440 / 133.83 |
| Evaporative Heating Surface/Cylinder Volume | 215.37 | 218.07 | 219.97 | 220.76 | 228.21 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2538 | 2625 | 2625 | 2850 | 2538 |
| Same as above plus superheater percentage | 2538 | 2625 | 2625 | 2850 | 2538 |
| Same as above but substitute firebox area for grate area | 25,650 | 18,560 | |||
| Power L1 | 5700 | 5019 | |||
| Power MT | 418.88 | 365.18 | |||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | A-29 | A-34a | A-35a | A-35b | A-37e/f/g |
| Locobase ID | 10919 | 10909 | 10924 | 10923 | 10908 |
| Railroad | Fitchburg (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 3 | 6 | 2 | 3 | 14 |
| Road Numbers | 183-186/21-24/145-148/945-948/825-828 | 533-538/832-837 | 144/845 | 97-99/842-844 | 444-447, 466-467, 474-479/874-887 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 3 | 6 | 2 | 3 | 14 |
| Builder | Taunton | Rhode Island | Portland | Portland | Manchester |
| Year | 1888 | 1885 | 1887 | 1887 | 1890 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 9 / 2.74 | 9.08 / 2.77 | 8.50 / 2.59 | 8.50 / 2.59 | 8.50 / 2.59 |
| Engine Wheelbase (ft / m) | 23.60 / 7.19 | 23.10 / 7.04 | 23.25 / 7.09 | 23.25 / 7.09 | |
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.39 | 0.37 | 0.37 | |
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | ||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 59,200 / 26,853 | 68,000 / 30,844 | 64,800 / 29,393 | 68,400 / 31,026 | 63,000 / 28,576 |
| Engine Weight (lbs / kg) | 92,800 / 42,093 | 92,800 / 42,093 | 100,000 / 45,359 | 109,200 / 49,532 | 97,000 / 43,999 |
| Tender Loaded Weight (lbs / kg) | 60,000 / 27,216 | 68,000 / 30,844 | 60,000 / 27,216 | 62,000 / 28,123 | 62,000 / 28,123 |
| Total Engine and Tender Weight (lbs / kg) | 152,800 / 69,309 | 160,800 / 72,937 | 160,000 / 72,575 | 171,200 / 77,655 | 159,000 / 72,122 |
| Tender Water Capacity (gals / ML) | 2900 / 10.98 | 3500 / 13.26 | 2900 / 10.98 | 3100 / 11.74 | 2900 / 10.98 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6.50 / 6 | 6 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 49 / 24.50 | 57 / 28.50 | 54 / 27 | 57 / 28.50 | 53 / 26.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 69 / 1753 | 69 / 1753 | 64 / 1626 | 64 / 1626 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 150 / 1030 | 160 / 1100 | 150 / 1030 | 160 / 1100 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 22" / 457x559 | 18" x 22" / 457x559 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 14,369 / 6517.68 | 15,327 / 6952.22 | 14,200 / 6441.02 | 15,147 / 6870.57 | 15,491 / 7026.61 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.12 | 4.44 | 4.56 | 4.52 | 4.07 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 219 - 2" / 51 | 249 - 2" / 51 | 200 - 2" / 51 | 242 - 2" / 51 | 200 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.33 / 3.45 | 10.58 / 3.22 | 11.92 / 3.63 | 11.78 / 3.59 | 12 / 3.66 |
| Firebox Area (sq ft / m2) | 136.50 / 12.69 | 139 / 12.92 | 140 / 13.01 | 145.50 / 13.52 | |
| Grate Area (sq ft / m2) | 19 / 1.77 | 19 / 1.77 | 17 / 1.58 | 17.20 / 1.60 | 19 / 1.77 |
| Evaporative Heating Surface (sq ft / m2) | 1429 / 132.81 | 1477 / 137.27 | 1381 / 128.35 | 1625 / 151.02 | 1396 / 129.74 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1429 / 132.81 | 1477 / 137.27 | 1381 / 128.35 | 1625 / 151.02 | 1396 / 129.74 |
| Evaporative Heating Surface/Cylinder Volume | 202.12 | 208.91 | 213.12 | 250.77 | 197.45 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2850 | 3040 | 2550 | 2752 | 2850 |
| Same as above plus superheater percentage | 2850 | 3040 | 2550 | 2752 | 2850 |
| Same as above but substitute firebox area for grate area | 20,475 | 20,850 | 22,400 | 21,825 | |
| Power L1 | 5152 | 5126 | 6123 | 4806 | |
| Power MT | 383.72 | 348.79 | 394.70 | 336.36 | |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | A-38a | A-39b | A-39c/d | A-40a | A-40b |
| Locobase ID | 11052 | 3316 | 11053 | 11055 | 11054 |
| Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Fitchburg (B&M) | Fitchburg (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 12 | 10 | 4 | 4 | 6 |
| Road Numbers | 515-526 / 910-921 | 489-498/900-909 | 46-47, 67-68/930-933 | 28-31/160-163/962-965/940-943 | 166-171 / 966-971 / 945-949 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 12 | 10 | 4 | 4 | 6 |
| Builder | Manchester | Manchester | Manchester | Manchester | Manchester |
| Year | 1893 | 1892 | 1895 | 1899 | 1894 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 9 / 2.74 | 9 / 2.74 | 9 / 2.74 | 9 / 2.74 | 9 / 2.74 |
| Engine Wheelbase (ft / m) | 23.58 / 7.19 | 23.59 / 7.19 | 23.58 / 7.19 | 23.58 / 7.19 | 23.58 / 7.19 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.38 | 0.38 | 0.38 | 0.38 |
| Overall Wheelbase (engine & tender) (ft / m) | 46.17 / 14.07 | ||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 65,200 / 29,574 | 79,000 / 35,834 | 68,000 / 30,844 | 76,400 / 34,654 | 68,000 / 30,844 |
| Engine Weight (lbs / kg) | 100,800 / 45,722 | 104,000 / 47,174 | 105,000 / 47,627 | 116,800 / 52,980 | 105,000 / 47,627 |
| Tender Loaded Weight (lbs / kg) | 62,000 / 28,123 | 62,000 / 28,123 | 66,000 / 29,937 | 89,000 / 40,370 | 70,000 / 31,752 |
| Total Engine and Tender Weight (lbs / kg) | 162,800 / 73,845 | 166,000 / 75,297 | 171,000 / 77,564 | 205,800 / 93,350 | 175,000 / 79,379 |
| Tender Water Capacity (gals / ML) | 3100 / 11.74 | 3100 / 11.74 | 3400 / 12.88 | 4000 / 15.15 | 3500 / 13.26 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6 / 6 | 7 / 6 | 6.50 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 54 / 27 | 66 / 33 | 57 / 28.50 | 64 / 32 | 57 / 28.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 64 / 1626 | 67 / 1702 | 63 / 1600 | 73 / 1854 | 67 / 1702 |
| Boiler Pressure (psi / kPa) | 150 / 1030 | 150 / 1030 | 160 / 1100 | 190 / 1310 | 175 / 1210 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 15,491 / 7026.61 | 14,798 / 6712.27 | 16,786 / 7614.01 | 17,203 / 7803.16 | 17,264 / 7830.83 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.21 | 5.34 | 4.05 | 4.44 | 3.94 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 244 - 2" / 51 | 244 - 2" / 51 | 244 - 2" / 51 | 249 - 2" / 51 | 244 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.75 / 3.58 | 11.75 / 3.58 | 11.75 / 3.58 | 11.75 / 3.58 | 11.75 / 3.58 |
| Firebox Area (sq ft / m2) | 136.50 / 12.69 | 136.50 / 12.68 | |||
| Grate Area (sq ft / m2) | 18.60 / 1.73 | 19 / 1.77 | 19 / 1.77 | 18.60 / 1.73 | 19 / 1.77 |
| Evaporative Heating Surface (sq ft / m2) | 1630 / 151.49 | 1630 / 151.43 | 1685 / 156.60 | 1646 / 152.97 | 1685 / 156.60 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1630 / 151.49 | 1630 / 151.43 | 1685 / 156.60 | 1646 / 152.97 | 1685 / 156.60 |
| Evaporative Heating Surface/Cylinder Volume | 230.55 | 230.55 | 238.33 | 232.81 | 238.33 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2790 | 2850 | 3040 | 3534 | 3325 |
| Same as above plus superheater percentage | 2790 | 2850 | 3040 | 3534 | 3325 |
| Same as above but substitute firebox area for grate area | 20,475 | 20,475 | |||
| Power L1 | 5233 | 5479 | |||
| Power MT | 353.89 | 305.80 | |||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | A-40c | A-41 | Amesbury/A | Atherton/A | Atlantic/A |
| Locobase ID | 15819 | 2380 | 10885 | 10884 | 10883 |
| Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 5 | 70 | 4 | 1 | 5 |
| Road Numbers | 932-934, 946, 949 | 633-640, 906 inter alia/950-959, 970-1029 | 142, 145, 155, 157 / 635, 637-39 | 131/632 | 25, 48, 52, 136-137/626, 628, 630, 633-634 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 70 | 4 | 1 | 5 | |
| Builder | Putnam Machine | Manchester | B&M | B&M | B&M |
| Year | 1924 | 1900 | 1892 | 1891 | 1890 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 9 / 2.74 | 9 / 2.74 | 8 / 2.44 | 8 / 2.44 | 8 / 2.44 |
| Engine Wheelbase (ft / m) | 23.58 / 7.19 | 23.58 / 7.19 | |||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.38 | |||
| Overall Wheelbase (engine & tender) (ft / m) | 46.67 / 14.23 | 46.17 / 14.07 | 21.92 / 6.68 | 21.92 / 6.68 | 21.92 / 6.68 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 73,700 / 33,430 | 74,000 / 33,566 | 56,000 / 25,401 | 56,000 / 25,401 | 56,000 / 25,401 |
| Engine Weight (lbs / kg) | 120,000 / 54,431 | 115,000 / 52,163 | 87,400 / 39,644 | 87,400 / 39,644 | 87,400 / 39,644 |
| Tender Loaded Weight (lbs / kg) | 66,000 / 29,937 | 90,000 / 40,823 | 60,000 / 27,216 | 50,000 / 22,680 | 50,000 / 22,680 |
| Total Engine and Tender Weight (lbs / kg) | 186,000 / 84,368 | 205,000 / 92,986 | 147,400 / 66,860 | 137,400 / 62,324 | 137,400 / 62,324 |
| Tender Water Capacity (gals / ML) | 3400 / 12.88 | 4000 / 15.15 | 2700 / 10.23 | 2700 / 10.23 | 2700 / 10.23 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 7 / 6 | 6 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 61 / 30.50 | 62 / 31 | 47 / 23.50 | 47 / 23.50 | 47 / 23.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 69 / 1753 | 69 / 1753 | 64 / 1626 | 64 / 1626 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 180 / 1240 | 190 / 1310 | 150 / 1030 | 150 / 1030 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 17" x 22" / 432x559 | 17" x 22" / 432x559 | 17" x 22" / 432x559 |
| Tractive Effort (lbs / kg) | 17,242 / 7820.85 | 18,200 / 8255.39 | 12,666 / 5745.21 | 12,666 / 5745.21 | 12,666 / 5745.21 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.27 | 4.07 | 4.42 | 4.42 | 4.42 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 120 - 2" / 51 | 264 - 2" / 51 | 183 - 2" / 51 | 195 - 2" / 51 | 183 - 2" / 51 |
| Flues (number - dia) (in / mm) | 19 - 5.375" / 137 | ||||
| Flue/Tube length (ft / m) | 11.33 / 3.45 | 11.62 / 3.54 | 11.17 / 3.40 | 11.25 / 3.43 | 11 / 3.35 |
| Firebox Area (sq ft / m2) | 135 / 12.54 | 153 / 14.21 | 101.50 / 9.43 | 112.50 / 10.46 | 103 / 9.57 |
| Grate Area (sq ft / m2) | 18.60 / 1.73 | 26 / 2.42 | 16.20 / 1.51 | 16.20 / 1.51 | 16.20 / 1.51 |
| Evaporative Heating Surface (sq ft / m2) | 1143 / 106.19 | 1751 / 162.67 | 1166 / 108.36 | 1255 / 116.64 | 1151 / 106.97 |
| Superheating Surface (sq ft / m2) | 237 / 22.02 | ||||
| Combined Heating Surface (sq ft / m2) | 1380 / 128.21 | 1751 / 162.67 | 1166 / 108.36 | 1255 / 116.64 | 1151 / 106.97 |
| Evaporative Heating Surface/Cylinder Volume | 161.67 | 247.67 | 201.73 | 217.13 | 199.13 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 3348 | 4940 | 2430 | 2430 | 2430 |
| Same as above plus superheater percentage | 3917 | 4940 | 2430 | 2430 | 2430 |
| Same as above but substitute firebox area for grate area | 28,431 | 29,070 | 15,225 | 16,875 | 15,450 |
| Power L1 | 11,568 | 7776 | 4633 | 5031 | 4612 |
| Power MT | 692.08 | 463.33 | 364.79 | 396.12 | 363.13 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | Augusta/A | Bennington | Biddeford/A | Cape Ann/A-36a | Chelsea/A |
| Locobase ID | 10880 | 10890 | 10899 | 10926 | 10881 |
| Railroad | Eastern (B&M) | Boston & Lowell (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Eastern (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 2 | 1 | 3 | 4 | 1 |
| Road Numbers | 29, 82/129, 182/616-617 | 151/387/653 | 81 / 666 | 138, 168, 218-219 / 850, 858, 804, 803 | 27/601/620 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 2 | 1 | 4 | 1 | |
| Builder | Portland | Manchester | Manchester | Portland | Hinkley |
| Year | 1885 | 1885 | 1880 | 1887 | 1871 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 8.50 / 2.59 | 8 / 2.44 | 8.50 / 2.59 | 9 / 2.74 | 7.50 / 2.29 |
| Engine Wheelbase (ft / m) | |||||
| Ratio of driving wheelbase to overall engine wheelbase | |||||
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | 21.92 / 6.68 | |||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 62,200 / 28,213 | 45,000 / 20,412 | 55,000 / 24,948 | 65,600 / 29,756 | 50,000 / 22,680 |
| Engine Weight (lbs / kg) | 93,000 / 42,184 | 70,800 / 32,114 | 85,000 / 38,555 | 101,200 / 45,904 | 74,800 / 33,929 |
| Tender Loaded Weight (lbs / kg) | 60,000 / 27,216 | 60,000 / 27,216 | 60,000 / 27,216 | 62,000 / 28,123 | 50,000 / 22,680 |
| Total Engine and Tender Weight (lbs / kg) | 153,000 / 69,400 | 130,800 / 59,330 | 145,000 / 65,771 | 163,200 / 74,027 | 124,800 / 56,609 |
| Tender Water Capacity (gals / ML) | 2800 / 10.61 | 2900 / 10.98 | 2900 / 10.98 | 3000 / 11.36 | 2900 / 10.98 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 52 / 26 | 38 / 19 | 46 / 23 | 55 / 27.50 | 42 / 21 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 69 / 1753 | 64 / 1626 | 67 / 1702 | 64 / 1626 | 60 / 1524 |
| Boiler Pressure (psi / kPa) | 140 / 970 | 140 / 970 | 150 / 1030 | 160 / 1100 | 130 / 900 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 16" x 24" / 406x610 |
| Tractive Effort (lbs / kg) | 11,962 / 5425.88 | 12,897 / 5849.99 | 13,199 / 5986.97 | 16,524 / 7495.17 | 11,315 / 5132.40 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.20 | 3.49 | 4.17 | 3.97 | 4.42 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 196 - 2" / 51 | 192 - 2" / 51 | 180 - 2" / 51 | 220 - 2" / 51 | 182 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.62 / 3.54 | 11.58 / 3.53 | 11.62 / 3.54 | 12.04 / 3.67 | 11 / 3.35 |
| Firebox Area (sq ft / m2) | 129.50 / 12.04 | 109 / 10.13 | 185.50 / 17.24 | 104.50 / 9.71 | |
| Grate Area (sq ft / m2) | 17.50 / 1.63 | 16.20 / 1.51 | 17.50 / 1.63 | 18.90 / 1.76 | 14.60 / 1.36 |
| Evaporative Heating Surface (sq ft / m2) | 1316 / 122.30 | 1267 / 117.75 | 1275 / 118.49 | 1381 / 128.35 | 1147 / 106.60 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1316 / 122.30 | 1267 / 117.75 | 1275 / 118.49 | 1381 / 128.35 | 1147 / 106.60 |
| Evaporative Heating Surface/Cylinder Volume | 208.56 | 200.79 | 202.06 | 195.33 | 205.19 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2450 | 2268 | 2625 | 3024 | 1898 |
| Same as above plus superheater percentage | 2450 | 2268 | 2625 | 3024 | 1898 |
| Same as above but substitute firebox area for grate area | 18,130 | 15,260 | 27,825 | 13,585 | |
| Power L1 | 5010 | 4288 | 5847 | 3883 | |
| Power MT | 355.15 | 420.15 | 468.74 | 342.42 | |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | Conqueror/A-37c | Dover/A | Fabian/A | General Hancock/A-26 | Georgetown//A-36b / A-36c |
| Locobase ID | 11050 | 10896 | 10887 | 10918 | 10927 |
| Railroad | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston, Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 2 | 1 | 2 | 4 | 4 |
| Road Numbers | 46-47/746-747/867-868 | 44/664 | 25-26 / 656 | 102, 118, 123/ 820-822 | 261-262, 265, 168 / 854-856, 858 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 2 | 1 | 2 | 4 | 4 |
| Builder | Manchester | Manchester | Manchester | William Mason | Portland |
| Year | 1886 | 1887 | 1874 | 1886 | 1888 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 9 / 2.59 | 8.50 / 2.59 | 8.50 / 2.59 | 9 / 2.74 | 9 / 2.74 |
| Engine Wheelbase (ft / m) | 23.75 / 7.24 | ||||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | ||||
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | ||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 64,000 / 29,030 | 58,000 / 26,308 | 57,000 / 25,855 | 66,000 / 29,937 | 65,600 / 29,756 |
| Engine Weight (lbs / kg) | 98,000 / 44,452 | 90,000 / 40,823 | 89,000 / 40,370 | 101,600 / 46,085 | 101,200 / 45,904 |
| Tender Loaded Weight (lbs / kg) | 62,000 / 28,123 | 62,000 / 28,123 | 62,000 / 28,123 | 60,000 / 27,216 | 62,000 / 28,123 |
| Total Engine and Tender Weight (lbs / kg) | 160,000 / 72,575 | 152,000 / 68,946 | 151,000 / 68,493 | 161,600 / 73,301 | 163,200 / 74,027 |
| Tender Water Capacity (gals / ML) | 3100 / 11.74 | 3100 / 11.74 | 2700 / 10.23 | 2900 / 10.98 | 3000 / 11.36 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 53 / 26.50 | 48 / 24 | 48 / 24 | 55 / 27.50 | 55 / 27.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 67 / 1702 | 67 / 1702 | 67 / 1702 | 69 / 1753 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 150 / 1030 | 150 / 1030 | 140 / 970 | 150 / 1030 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 18" x 22" / 457x559 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 14,798 / 6712.27 | 13,199 / 5986.97 | 12,319 / 5587.81 | 13,171 / 5974.27 | 15,491 / 7026.61 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.32 | 4.39 | 4.63 | 5.01 | 4.23 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 232 - 2" / 51 | 190 - 2.25" / 57 | 188 - 2" / 51 | 197 - 2" / 51 | 220 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.83 / 3.61 | 11.58 / 3.53 | 11.83 / 3.61 | 12 / 3.66 | 11.92 / 3.63 |
| Firebox Area (sq ft / m2) | 120 / 11.15 | 143 / 13.29 | |||
| Grate Area (sq ft / m2) | 18.70 / 1.74 | 17.50 / 1.63 | 17.50 / 1.63 | 19 / 1.77 | 18.90 / 1.76 |
| Evaporative Heating Surface (sq ft / m2) | 1543 / 143.40 | 1662 / 154.46 | 1279 / 118.87 | 1375 / 127.79 | 1379 / 128.16 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1543 / 143.40 | 1662 / 154.46 | 1279 / 118.87 | 1375 / 127.79 | 1379 / 128.16 |
| Evaporative Heating Surface/Cylinder Volume | 218.25 | 263.39 | 202.69 | 212.19 | 195.05 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2805 | 2625 | 2450 | 2850 | 2835 |
| Same as above plus superheater percentage | 2805 | 2625 | 2450 | 2850 | 2835 |
| Same as above but substitute firebox area for grate area | 16,800 | 21,450 | |||
| Power L1 | 4655 | 5564 | |||
| Power MT | 360.09 | 371.71 | |||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | Greenfield | Greenfield/A-33b | Hercules | Major Rice/A-32 | Moosilauk/A |
| Locobase ID | 10891 | 10920 | 2541 | 10922 | 10892 |
| Railroad | Boston & Lowell (B&M) | Connecticut River (B&M) | Beaver Meadows | Eastern (B&M) | Boston, Concord & Montreal (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 1 | 1 | 1 | 3 | 1 |
| Road Numbers | 150 / 386 / 688 | 4/557 / 829 | 112-114/212-214/284, 840-841 | 15 / 101 / 73 / 773 / 657 | |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 1 | 1 | 1 | 3 | 1 |
| Builder | Manchester | Schenectady | Garrett & Eastwick | Portland | Manchester |
| Year | 1885 | 1890 | 1837 | 1884 | 1868 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 8 / 2.44 | 8.50 / 2.59 | 8.50 / 2.59 | 8.50 / 2.59 | |
| Engine Wheelbase (ft / m) | 22.02 / 6.71 | 18.92 / 5.77 | |||
| Ratio of driving wheelbase to overall engine wheelbase | 0.36 | ||||
| Overall Wheelbase (engine & tender) (ft / m) | |||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 45,000 / 20,412 | 60,000 / 27,216 | 20,000 / 9072 | 56,800 / 25,764 | 57,000 / 25,855 |
| Engine Weight (lbs / kg) | 70,800 / 32,114 | 94,000 / 42,638 | 30,000 / 13,608 | 88,800 / 40,279 | 89,000 / 40,370 |
| Tender Loaded Weight (lbs / kg) | 70,800 / 32,114 | 60,000 / 27,216 | 62,000 / 28,123 | 69,600 / 31,570 | |
| Total Engine and Tender Weight (lbs / kg) | 141,600 / 64,228 | 154,000 / 69,854 | 150,800 / 68,402 | 158,600 / 71,940 | |
| Tender Water Capacity (gals / ML) | 3500 / 13.26 | 2900 / 10.98 | 2900 / 10.98 | 2700 / 10.23 | |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6.50 / 6 | 6 / 6 | 6 / 6 | 6 / 6 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 38 / 19 | 50 / 25 | 17 / 8.50 | 47 / 23.50 | 48 / 24 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 64 / 1626 | 64 / 1626 | 44 / 1118 | 69 / 1753 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 150 / 1030 | 150 / 1030 | 90 / 620 | 140 / 970 | 145 / 1000 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 12" x 18" / 305x457 | 18" x 22" / 457x559 | 17" x 24" / 432x610 |
| Tractive Effort (lbs / kg) | 13,818 / 6267.75 | 15,491 / 7026.61 | 4507 / 2044.34 | 12,293 / 5576.02 | 13,357 / 6058.64 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.26 | 3.87 | 4.44 | 4.62 | 4.27 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 208 - 2" / 51 | 232 - 2" / 51 | 196 - 2" / 51 | 200 - 2" / 51 | |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.12 / 3.39 | 12 / 3.66 | 11.71 / 3.57 | 11.08 / 3.38 | |
| Firebox Area (sq ft / m2) | 139.50 / 12.96 | 124.50 / 11.57 | 120 / 11.15 | ||
| Grate Area (sq ft / m2) | 16.20 / 1.51 | 17.50 / 1.63 | 17.50 / 1.63 | 17.50 / 1.63 | |
| Evaporative Heating Surface (sq ft / m2) | 1344 / 124.91 | 1575 / 146.38 | 1316 / 122.30 | 1181 / 109.76 | |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1344 / 124.91 | 1575 / 146.38 | 1316 / 122.30 | 1181 / 109.76 | |
| Evaporative Heating Surface/Cylinder Volume | 213.00 | 222.77 | 203.09 | 187.16 | |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2430 | 2625 | 2450 | 2538 | |
| Same as above plus superheater percentage | 2430 | 2625 | 2450 | 2538 | |
| Same as above but substitute firebox area for grate area | 20,925 | 18,675 | 16,800 | ||
| Power L1 | 5177 | 4973 | 4760 | ||
| Power MT | 507.26 | 365.45 | 369.51 | ||
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | Mystic/A | Nathan Parker/A-21 | Pegasus/A-31a | Pennichuck/A | Penobscot/A |
| Locobase ID | 10893 | 10915 | 10921 | 10878 | 10882 |
| Railroad | Boston & Maine (B&M) | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Eastern (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 2 | 4 | 2 | 1 | 4 |
| Road Numbers | 661, 615 | 50-53/750-753/760-763 | 76, 80/376, 380 / 830-831 | 702/612 | 5, 81, 98, 110/105, 181, 198, 210/ 620-623 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 4 | 1 | 4 | ||
| Builder | B&M | Manchester | Rhode Island | Concord Rwy | Rhode Island |
| Year | 1897 | 1889 | 1905 | 1885 | 1881 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 7.75 / 2.36 | 8.50 / 2.59 | 9 / 2.74 | 8.50 / 2.59 | 8.50 / 2.59 |
| Engine Wheelbase (ft / m) | 21.92 / 6.68 | ||||
| Ratio of driving wheelbase to overall engine wheelbase | 0.39 | ||||
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | 21.92 / 6.68 | |||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 55,000 / 24,948 | 62,000 / 28,123 | 66,200 / 30,028 | 56,800 / 25,764 | 62,400 / 28,304 |
| Engine Weight (lbs / kg) | 86,600 / 39,281 | 95,000 / 43,091 | 105,000 / 47,627 | 88,800 / 40,279 | 93,800 / 42,547 |
| Tender Loaded Weight (lbs / kg) | 50,000 / 22,680 | 62,000 / 28,123 | 68,000 / 30,844 | 60,000 / 27,216 | 62,000 / 28,123 |
| Total Engine and Tender Weight (lbs / kg) | 136,600 / 61,961 | 157,000 / 71,214 | 173,000 / 78,471 | 148,800 / 67,495 | 155,800 / 70,670 |
| Tender Water Capacity (gals / ML) | 2700 / 10.23 | 3000 / 11.36 | 3500 / 13.26 | 2800 / 10.61 | 3100 / 11.74 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6.50 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 46 / 23 | 52 / 26 | 55 / 27.50 | 47 / 23.50 | 52 / 26 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 64 / 1626 | 67 / 1702 | 69 / 1753 | 67 / 1702 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 150 / 1030 | 150 / 1030 | 165 / 1140 | 140 / 970 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
| Tractive Effort (lbs / kg) | 13,818 / 6267.75 | 13,199 / 5986.97 | 15,806 / 7169.49 | 12,319 / 5587.81 | 13,818 / 6267.75 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.98 | 4.70 | 4.19 | 4.61 | 4.52 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 176 - 2" / 51 | 200 - 2" / 51 | 242 - 2" / 51 | 184 - 2" / 51 | 198 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.08 / 3.38 | 11.67 / 3.56 | 11.50 / 3.51 | 11.79 / 3.59 | 11.42 / 3.48 |
| Firebox Area (sq ft / m2) | 107.50 / 9.99 | 130 / 12.08 | 123 / 11.43 | 100 / 9.29 | 146 / 13.57 |
| Grate Area (sq ft / m2) | 16.20 / 1.51 | 17.50 / 1.63 | 19 / 1.77 | 17.50 / 1.63 | 17.50 / 1.63 |
| Evaporative Heating Surface (sq ft / m2) | 1123 / 104.37 | 1346 / 125.09 | 1573 / 146.19 | 1229 / 114.18 | 1330 / 123.61 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1123 / 104.37 | 1346 / 125.09 | 1573 / 146.19 | 1229 / 114.18 | 1330 / 123.61 |
| Evaporative Heating Surface/Cylinder Volume | 177.97 | 213.31 | 222.49 | 194.77 | 210.78 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2430 | 2625 | 3135 | 2450 | 2625 |
| Same as above plus superheater percentage | 2430 | 2625 | 3135 | 2450 | 2625 |
| Same as above but substitute firebox area for grate area | 16,125 | 19,500 | 20,295 | 14,000 | 21,900 |
| Power L1 | 4210 | 5298 | 5872 | 4284 | 5223 |
| Power MT | 337.51 | 376.78 | 391.10 | 332.56 | 369.06 |
| Principal Dimensions by Steve Llanso of Middle Run Media | |||||
|---|---|---|---|---|---|
| Class | Ponewah / A-37b | Rumford | Sachem/A | Saco/A | Scarboro /A-37d |
| Locobase ID | 11049 | 10889 | 10886 | 10888 | 11051 |
| Railroad | Boston & Lowell (B&M) | Boston & Lowell (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Concord & Montreal (B&M) |
| Country | USA | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 2 | 1 | 8 | 1 | 5 |
| Road Numbers | 169-170 / 866 | 2/302/650 | 54-61 / 641-647 | 73/167/648 | 110, 135, 196-197/ 870-873 |
| Gauge | Std | Std | Std | Std | Std |
| Number Built | 2 | 1 | 8 | 1 | 5 |
| Builder | Manchester | Manchester | Manchester | Manchester | Manchester |
| Year | 1886 | 1886 | 1872 | 1874 | 1889 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | |||||
| Driver Wheelbase (ft / m) | 9 / 2.74 | 8.50 / 2.59 | 8 / 2.44 | 8.50 / 2.59 | 9 / 2.74 |
| Engine Wheelbase (ft / m) | 23.46 / 7.15 | ||||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | ||||
| Overall Wheelbase (engine & tender) (ft / m) | |||||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
| Weight on Drivers (lbs / kg) | 60,000 / 27,216 | 54,000 / 24,494 | 55,000 / 24,948 | 58,000 / 26,308 | 63,000 / 28,576 |
| Engine Weight (lbs / kg) | 94,000 / 42,638 | 86,000 / 39,009 | 85,000 / 38,555 | 90,400 / 41,005 | 97,000 / 43,999 |
| Tender Loaded Weight (lbs / kg) | 60,000 / 27,216 | 68,000 / 30,844 | 50,000 / 22,680 | 61,600 / 27,941 | 62,000 / 28,123 |
| Total Engine and Tender Weight (lbs / kg) | 154,000 / 69,854 | 154,000 / 69,853 | 135,000 / 61,235 | 152,000 / 68,946 | 159,000 / 72,122 |
| Tender Water Capacity (gals / ML) | 2900 / 10.98 | 3500 / 13.26 | 2700 / 10.23 | 2900 / 10.98 | 3100 / 11.74 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6.50 / 6 | 6 / 6 | 6 / 6 | 6 / 6 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 | 45 / 22.50 | 46 / 23 | 48 / 24 | 53 / 26.50 |
| Geometry Relating to Tractive Effort | |||||
| Driver Diameter (in / mm) | 67 / 1702 | 67 / 1702 | 66 / 1676 | 64 / 1626 | 64 / 1626 |
| Boiler Pressure (psi / kPa) | 145 / 1000 | 145 / 1000 | 150 / 1030 | 150 / 1030 | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 17" x 22" / 432x559 | 17" x 24" / 432x610 | 18" x 24" / 457x610 |
| Tractive Effort (lbs / kg) | 14,304 / 6488.19 | 12,759 / 5787.39 | 12,283 / 5571.48 | 13,818 / 6267.75 | 15,491 / 7026.61 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.19 | 4.23 | 4.48 | 4.20 | 4.07 |
| Heating Ability | |||||
| Tubes (number - dia) (in / mm) | 230 - 2" / 51 | 193 - 2" / 51 | 182 - 2" / 51 | 204 - 2" / 51 | 200 - 2" / 51 |
| Flues (number - dia) (in / mm) | |||||
| Flue/Tube length (ft / m) | 11.67 / 3.56 | 10.83 / 3.30 | 11 / 3.35 | 11.75 / 3.58 | 12 / 3.66 |
| Firebox Area (sq ft / m2) | 145 / 13.48 | 137.50 / 12.78 | 109 / 10.13 | 145.50 / 13.52 | |
| Grate Area (sq ft / m2) | 18.70 / 1.74 | 17.50 / 1.63 | 16.20 / 1.51 | 17.50 / 1.63 | 19 / 1.77 |
| Evaporative Heating Surface (sq ft / m2) | 1543 / 143.40 | 1109 / 103.07 | 1180 / 109.67 | 1358 / 126.21 | 1396 / 129.74 |
| Superheating Surface (sq ft / m2) | |||||
| Combined Heating Surface (sq ft / m2) | 1543 / 143.40 | 1109 / 103.07 | 1180 / 109.67 | 1358 / 126.21 | 1396 / 129.74 |
| Evaporative Heating Surface/Cylinder Volume | 218.25 | 175.75 | 204.15 | 215.21 | 197.45 |
| Computations Relating to Power Output (More Information) | |||||
| Robert LeMassena's Power Computation | 2712 | 2538 | 2430 | 2625 | 2850 |
| Same as above plus superheater percentage | 2712 | 2538 | 2430 | 2625 | 2850 |
| Same as above but substitute firebox area for grate area | 21,025 | 20,625 | 16,350 | 21,825 | |
| Power L1 | 5194 | 5331 | 4825 | 4806 | |
| Power MT | 381.69 | 427.38 | 366.80 | 336.36 | |
| Principal Dimensions by Steve Llanso of Middle Run Media | ||||
|---|---|---|---|---|
| Class | Tahanto/A | Wamesit/A | Warren/A | Wilmington / A-30b |
| Locobase ID | 10879 | 10902 | 10877 | 11047 |
| Railroad | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston, Concord & Montreal (B&M) | Boston & Lowell (B&M) |
| Country | USA | USA | USA | USA |
| Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |
| Number in Class | 1 | 1 | 2 | 2 |
| Road Numbers | 45/745/ 613 | 209 / 671 | 33-34/109/787/604 | 93-94/860 |
| Gauge | Std | Std | Std | Std |
| Number Built | 1 | 2 | 2 | |
| Builder | Concord Rwy | B&M | Manchester | Manchester |
| Year | 1887 | 1899 | 1881 | 1884 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | ||||
| Driver Wheelbase (ft / m) | 8.50 / 2.59 | 8.50 / 2.59 | 8 / 2.44 | 8.50 / 2.59 |
| Engine Wheelbase (ft / m) | 22.10 / 6.74 | 22.71 / 6.92 | ||
| Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.37 | ||
| Overall Wheelbase (engine & tender) (ft / m) | 21.92 / 6.68 | 21.92 / 6.68 | ||
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||||
| Weight on Drivers (lbs / kg) | 56,800 / 25,764 | 60,000 / 27,216 | 48,000 / 21,772 | 67,000 / 30,391 |
| Engine Weight (lbs / kg) | 88,800 / 40,279 | 93,200 / 42,275 | 78,000 / 35,380 | 104,000 / 47,174 |
| Tender Loaded Weight (lbs / kg) | 60,000 / 27,216 | 60,000 / 27,216 | 56,000 / 25,401 | 60,000 / 27,216 |
| Total Engine and Tender Weight (lbs / kg) | 148,800 / 67,495 | 153,200 / 69,491 | 134,000 / 60,781 | 164,000 / 74,390 |
| Tender Water Capacity (gals / ML) | 3500 / 13.26 | 3100 / 11.74 | 2800 / 10.61 | 2900 / 10.98 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6.50 / 6 | 6 / 6 | 6 / 6 | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 47 / 23.50 | 50 / 25 | 40 / 20 | 56 / 28 |
| Geometry Relating to Tractive Effort | ||||
| Driver Diameter (in / mm) | 67 / 1702 | 63 / 1600 | 64 / 1626 | 70 / 1778 |
| Boiler Pressure (psi / kPa) | 140 / 970 | 160 / 1100 | 150 / 1030 | 160 / 1100 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 16" x 24" / 406x610 | 18" x 22" / 457x559 |
| Tractive Effort (lbs / kg) | 12,319 / 5587.81 | 14,973 / 6791.65 | 12,240 / 5551.98 | 13,849 / 6281.81 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.61 | 4.01 | 3.92 | 4.84 |
| Heating Ability | ||||
| Tubes (number - dia) (in / mm) | 188 - 2" / 51 | 208 - 2" / 51 | 164 - 2" / 51 | 242 - 2" / 51 |
| Flues (number - dia) (in / mm) | ||||
| Flue/Tube length (ft / m) | 11.83 / 3.61 | 11.10 / 3.38 | 11.67 / 3.56 | 11.25 / 3.43 |
| Firebox Area (sq ft / m2) | 122 / 11.34 | 145.50 / 13.52 | 136 / 12.64 | |
| Grate Area (sq ft / m2) | 17.50 / 1.63 | 17.50 / 1.63 | 17 / 1.58 | 17.20 / 1.60 |
| Evaporative Heating Surface (sq ft / m2) | 1281 / 119.05 | 1348 / 125.28 | 1061 / 98.61 | 1554 / 144.42 |
| Superheating Surface (sq ft / m2) | ||||
| Combined Heating Surface (sq ft / m2) | 1281 / 119.05 | 1348 / 125.28 | 1061 / 98.61 | 1554 / 144.42 |
| Evaporative Heating Surface/Cylinder Volume | 203.01 | 213.63 | 189.80 | 239.81 |
| Computations Relating to Power Output (More Information) | ||||
| Robert LeMassena's Power Computation | 2450 | 2800 | 2550 | 2752 |
| Same as above plus superheater percentage | 2450 | 2800 | 2550 | 2752 |
| Same as above but substitute firebox area for grate area | 17,080 | 23,280 | 21,760 | |
| Power L1 | 4685 | 5526 | 6435 | |
| Power MT | 363.68 | 406.09 | 423.48 | |
