Class 247/A-2 (1868) (Locobase 5449)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). Works numbers were 110, 128-131 and 141 in 1868.

The builder and numbers come from Corbin & Kerka (1960), p 258. Their notes reported that the sextet arrived bearing Union names: Abraham Lincoln, General Grant, General Sheridan, General Sherman, and General McPherson. Oh, and F W Grimes. 249 and 252 were rebuilt and then placed in class A-2.

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Class 317/A-2 (Locobase 5551)

Data from Corbin & Kerka (Steam Locomotives of the Burlington Route, 1960, p. 28). See also DeGolyer, Volume 9, p. 112. Works numbers were 4696 in June 1879, 4697-4698, 4700-4702, 4705, 4707 in July, 4769-4771, 4773, 4777 in September.

Aside from noting the wagon-top boiler and 28" (711 mm) steam dome over the firebox, Corbin & Kerka's description took account of the rocking grates, injector, two brass feed pumps, and diamond stack with a 16" (406 mm) minimum diameter.

They were later grouped with a heterogeneous assembly of contemporary locomotives in the A-2 class.

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Class 47 (Locobase 5558)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Works numbers were 34-35, 39-42 in July 1856. Road numbers were 51-52, 47-50, respectively.

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.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

This series of coal-burning, outside-connected freight locomotives had a bigger cylinder volume to satisfy with fewer tubes in a boiler that was nonetheless 19' long. Locobase 5559 shows the the taller-drivered, smaller-cylinder variant.

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Class 53 (Locobase 5559)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Works numbers were 36-38 in July 1856.

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.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

A quartet of coal-burning, outside-connected, mixed-service locomotives that shared many components with Manchester's 47-52 (Locobase 5558) , including a 19' foot long boiler and the same number and diameter of firetubes. But the tubes were 6" longer and the grate was bigger.

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Class 57 (Locobase 5562)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

Pair of Rogers wood burners. 57 had 14 1/2" cylinders, both had a boiler 18' 2" long.

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Class 7 (Locobase 11616)

Data from Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University, Vol 15, p. 73. Works numbers were 9924, 9948 in April 1889 and 10437 in November.

The Jacksonville Southeastern operated between Jacksonville, Ill and Mount Vernon, which lay 184 miles asway. The first two of the trio of Eight-wheelers were lettered for the JS while the 19 wore C P & St L for the Chicago, Peoria & St Louis, a subsidiary "organized in the interest" of the JS.

In any case, the next year saw them taken in by the Jacksonville Louisville & Saint Louis after a consolidation and reorganization, a process repeated 6 years later in 1896 and resulting in the Jacksonville & St Louis.

NB: These engines, those of the Wilmington & Northern of the same year (Locobase 15808), and the pair delivered to the Spokane Falls & Northern in 1890 (Locobase 8864) were virtually identical in all boiler and firebox dimensions. The SF&N heating surface areas are given in the Great Northern's diagrams and Locobase bases his estimate of direct heating surface on a slightly longer grate in the JS and W&N.

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Class A-1 (Locobase 2566)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003); and

The Railway and Locomotive Historical Society Bulletin, Locomotives of The Chicago, Burlington & Quincy Railroad: 1855-1904, Part 2 (July, 1937), pp. 4-70 (81 pages)

The CB&Q compiled this class largely through acquisition of subsidiaries such as Burlington & Missouri River; Chicago, Burlington & Northern; Hannibal & St Joseph; Kansas City, St Joseph & Council Bluffs;St Louis, Keokuk & Northwestern; and several builders contributed: The CB&Q's shops, Manchester LW, Rhode Island LW, Rogers,

A note on the 1912 diagram says that engines 108 & 109 of this class "carry 160# of steam." Other measurements indicate that at least some of this class ran on 64" drivers.

According to the R&LHS Bulletin, many A-1s were rebuilt by the Burlington as A-2s in 1915-1918. The inventory noted the new boilers and "in some cases" new cylinders. After the conversions, the class "made ideal engines for branch line service." Within only a few years, the "advent of the motor car" meant "they were gradually ritired, most of them being scrapped."

Corbin & Kerka (1960, p 185) show a slightly larger heating surface area -- 1,245 sq ft (115.66 sq m) -- but otherwise identical numbers.

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Class A-3 (Locobase 5451)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). Rupert Gamlen's roster (accessed 29 March 2003) tells us that 27 of these were built from 1870 to 1887. The diagram shows that at least two of them originally were numbered 110-111 and came from the Quincy, Omaha & Kansas City Railway, a predecessor railway that was known as "The OK Route".

Corbin & Kerka's (1960, p 261) summary shows a wide variety of builders and dates -- Baldwin, Danforth Cooke, Manchester, and several Burlington shop locations (Galesburgh, Plattsmouth, Beardstown). Four originally operated with the Burlington & Missouri River (as 26, 79, 115, 139; later 414, 420, 422, 423).

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Class A-5 (Locobase 8513)

Data from CB&Q Asstd Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This designation covered several different locomotives rebuilt by the CB & Q in 1879, 1884, 1885, & 1896.

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Class Antelope (Locobase 5554)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

About the only common dimensions for this class were the boiler length and diameter as well as the tube length.

The four engines had different combinations of tube number, firebox dimensions, and driver diameter:

As presented in Hammond's table, they were:

Name Driver Diam Tube # FB Lgth Width Height

Antelope 72" 147 3'11" 3'2" 4'10"

Reindeer 68" 147 3'10" 3'1" 4'10"

Panther 72" 147 3'10" 3'1" 4' 7"

Roebuck 66" 149 3'10" 3'1" 4'10"

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Class B/A-3 (Locobase 16392)

Data from CB&Q Early Steam Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive collection. See also "A WESTERN JIM FISK.; Henry H. Boody and the Rockford, Rock Island, and St. Louis Railroad His Operations as Director and Treasuuer.", New York Times, 8 December 1872; and Edward Vernon, "Rockford, Rock Island & St Louis Railroad Company", American Railroad Manual of the United States (New York: American Railroad Manual Company, 1874 ), pp. 543-544. Works numbers were 243, 241, 244, 242, 245, 240, and 246 in 1870.

The product of an 1868 merger of an earlier railroad of the same name and the St Louis, Alton & Rock Island Railroad, the emergent system operated 292 miles of track between Sterling, Ill (north of the Quad Cities) and East St Louis, Ill. By 1872, the New York Times of 6 December reported that the railroad was "in very bad condition" and that its management was seeking a judgement against HA Boody, who was alleged to owe $245,000.

The details are of the typically corrupt variety. Boody's position as treasurer proved very profitable in two ways. One was in negotiatiing the mortgage bonds given to the contractor William Irwin & Co such that they were "extremely profitable to himself." The other was in the kickback of 40% of the contractors' profits. He was claimed to have made "about $1,000.000.".

(During his time as treasurer, he bought this septet of Eight-wheelers from the eponymous Lancaster, Pa builder.

All that could be claimed as possibly fraudulent. was the $245,000 mentioned in the 6 December article and another $32,000. Such shenanigans. the 1873 Panic, and several other factors outlined in a circular released in February 1874 (see American Railroad Manual citation above) led to placing the RRI&StL in receivership and its consequent conveyance to the St Louis, Rock Island & Chicago on 18 May 1876. The StLRI&C entire locomotive stud was taken into the Chicago, Burlington & Quincy in February 1877 and were renumbered 367-373.

Most would be rebuilt in one configuration or another that usually included increasing cylinder diameter an inch. Several served into the 20th Century before being retired in 1910 (354)But a special case was the 370, which received a new boiler and a full cabin as merited by an inspection engine; see Locobase 16393

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Class Batavia (Locobase 5556)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

These two wood-burners -- the other was named "Excelsior" -- were built in the same year as the Manchester coal-burner "Wataga". Given how close all of the principal dimensions were, these might have been used as "controls" in an attempt to determine the benefits of coal-fired operation. According to Corbin & Kerka, the decision was made by 1857 to go with coal entirely.

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Class C-2-E (Locobase 7362)

Data from the Wichita Valley 1 - 1915 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The Wichita Valley Railway was an 1890 brainchild of Morgan Jones and Grenville Dodge; the latter partner had overseen the construction of the Union Pacific's transcontinental line in the 1860s. The termini for the WVR were more modest, but still considerable -- a main line from Wichita Falls 300 miles west to Seymour at the state line. It's not clear from the Handbook of Texas account -- [] (accessed 2 Jan 2005) -- how far the builders actually got. In 1905, the Colorado & Southern gained control and when the Chicago, Burlington & Quincy snapped up the C & S in 1908, the WVR became a separately operated subsidiary. At that time, the WVR leased the Wichita Falls Railroad and the Abilene & Northern to connect Abilene and Wichita Falls.

Most of the locomotives in the diagram book were purchased from other railroads. The diagram page shows that #3 was originally OC number 13. These locomotives came from a relatively early time in the life of the Schenectady Works and had works #2120 & 2117, respectively. #2, which was produced four years later, had a slightly larger firebox and four more tubes (186) and a 3" longer spread between the drivers.

It was "obsolete" and "dismantled" before the book was published on 1 Jan 1915.

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Class C-2-J-1 / C-2-H (Locobase 7363)

Data from the Wichita Valley 1 - 1915 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These were produced a year after the Schenectady engines shown in Locobase 7362 and were very similar. Their power dimensions were identical except for the Cooke locomotives' 3" (76.2 mm) smaller drivers. The boilers had a few fewer tubes and the grate was a bit smaller as well.

Locobase notes that No. 10 originally served the Fort Worth & Denver as its #9, but that its characteristics are essentially identical to those of the 4-5.

By 1915 all three were characterized as "obsolete".

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Class C-2-L (Locobase 7685)

Data from C & S 6 -1941 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

From the data on the table at the beginning of the diagram book, this Eight-wheeler was bought new by the C & S and appears to have been part of a larger class of possibly five locomotives or more. It was later modified as an inspection engine. A small house was mounted on the long pilot (cowcatcher) to house one or two inspectors as they looked over the track and right of way.

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Class Challenge (Locobase 5568)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

This outside-connected wood-burner had a relatively long boiler measured at 19' 6".

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Class Garden City (Locobase 5560)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

One of two Chicago LW engines shown on Hammonds' table, this is a wood burner with a relatively small-diameter, 17' 6" long boiler packing a large number of firetubes.

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Class Inspection engine (Locobase 16393)

Data from "Inspection Locomotive-Chicago, Burlington & Quincy", American Engineer and Railroad Journal, Volume 24, No (August 1901), p.241; and "An Inspection Engine for the Burlington", Railway Age Volume XXXI [31], No 23 (7 June 1901), pp. 511-612; and a D&H locomotive diagram found at [] . (Many thanks to Chris Hohl for his extensive research and his 3 December 2018 email, spreadsheet, and article link. Chris particularly cites Ron Goldfeder for his article, "The Inspection Locomotive." Railroad History. Spring-Summer 2012. Number 206. pgs. 20 & 32, and further assistance.)

Based one of the seven Eight-wheelers built in 1870 and delivered to the Rockford, Rock Island & St Louis (Locobase 16392), this engine was overhauled in 1901. The main difference was the addition of a 14 ft 1 1/8 in (4.29 m) long, 9 ft 8 in (2.95 m) cab that seated eight riders.

The Railway Age article answered for Locobase some nagging questions about the inspectors' comfort as they rode. Each side of the boiler had four revolving chairs "with cusions in the center over the boiler will furnish accommodations for eight additional people."

Not only is that a lot of people, but isn't it going to be hot? Well, RA reported, "It might appear that a cab placed directly over the boiler with the stack of the engine passing through it would be uncomfortably warm." Not to worry, "an extra thickness of plastic lagging over the boiler, together with an air space between this and the floor of the cab, with asbestos sheets around the stack, will remove this objection." AERJ's engraving (from a photo) shows that all the windows on the side either dropped into pockets in the cab's sides or were removable.

Renumbered 425 in 1904 and 161 in 1916, this engine was finally retired in June 1924.

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Class Invincible (Locobase 5569)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

This outside-connected coal-burner is the alternate-fuel version of the Challenge. Like the latter engine, this one had a relatively long boiler measured at 19' 6". But the firebox is much longer, narrower, and shallower than the Challenger.

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Class Little Indian (Locobase 5565)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

Was this coal-burner an 8-wheeler? The table gives a tube length of 7 ft, but the boiler is said to be 18' 10". So the tube number is not right.

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Class M/A-6 (Locobase 7690)

Data from CB&Q 3 - 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The present entry refers only to the six Pittsburgh-built locomotives (works numbers 1829-1834 in 1898) that much later were designated A-6. the first 4 went to the Hannibal & St Joseph as 633, 636, 645, and 653; these later became the Kansas City & Council Bluffs. The St. Louis, Keokuk and Northwestern Railroad took the other two as 746-747.

By the time the 1953 diagram book was published, the single survivor of the 1890s class supplied by Pittsburgh was marked VOID in large letters. The diagram notes that the boiler might be pressed to 160 psi (tractive effort 15,300 lb) or 170 psi as shown; the design used a Belpaire firebox. The dome sat over the first driven axle.

Throughout its career, the essentials of this saturated-steam, Stephenson-valve-gear actuated Eight-wheeler remained intact, except for the front truck. Originally delivered with wheels measuring 37 1/4" in diameter, the A-6 later ran on 33" wheels.

Retirements began with one in December 1922 (197), followed by two in June 1927 (196 & 198), one in August 1927 (199), one in July 1928 (194), and the last in July 1929 (195).

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Class Moonlight (Locobase 5571)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Works number not available.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

In this inside-connected, coal-burning class, the boilers measured 19' 9". Starlight (see Locobase 5570) was very similar, but had 2" tubes.

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Class Number One (Locobase 5575)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

The first Amoskeag for the Burlington, it's not clear when this engine actually came on the line or from what earlier railroad. It was an inside-connected wood-burner with a 16' 10" boiler.

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Class Stag Hound (Locobase 5552)

The whole series of 4-4-0s from 1855-1857 come from a table prepared by CG Hammond, General Superintendent of the CB&Q to show the railroad's motive power as of 1 May 1858. It is reproduced in Bernard G. Corbin & William F. Kerka, Steam Locomotives of the Burlington Route, (Corbin-Kerka, 1960), pp 254-255.

The boiler pressure is an estimate. The grate area is calculated by multiplying the length and width given in the table; the firebox heating surface is likewise calculated using the height. The evaporative heating surface is calculated by adding the firebox heating surface to the outside surface area of the tubes. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

In this inside-connected class, Fox Hound had the same driver diameter while Grey Hound appropriately had taller drivers at 68". The boilers measured 17' 8".

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Class Starlight (Locobase 5570)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Works number unavailable, built in August 1857.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

In this inside-connected, coal-burning class, the boilers measured 19' 9". Moonlight (see Locobase 5571), the earlier of the two in this class, had interesting differences including larger-diameter firetubes. Corbin & Kerka's photo (p.22) shows the long stride the unusually long barrel gave to this class. When rebuilt, the bell was moved forward to near the stack and a sand dome sat on the boiler just ahead of the first driving axle.

Note on coal: In 1860, the Merchant Magazine and Commercial Review (William B Dana, ed) reprinted an article from the Journal of Mining, Manufactures, and Art (which in turn excerpted it from the Chicago Press & Tribune). Its comments on the relative merits of wood and coal, particularly the toll taken by the former on the forests of Illinois, are worth preserving:

"Coal mining, in this State, is in its infancy. We do not even supply the home demand. At Kewanee, the shipments are six thousand tons per month, most of which is used in the locomotives on the Chicago. Burlington, and Quincy Railroad, which consume at present twelve hundred tons per week. Compared with wood for railroad uses, coal is cheaper by forty per cent, a fact very gratifying to our citizens, who have hitherto mourned the loss of our beautiful groves. Nine-tenths of the fuel used on the Chicago, Burlington, and Quincy Railroad is coal. The roads of the West arc generally using coal instead of wood. A few more improvements in locomotives, adapting them to the peculiar qualities of coal, will result in a complete change in its favor for railway uses. The economy of speed and power demands it."

(See the earlier comments from The Mining Magazine of January 1856 in Locobase 11176.)

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Class Stranger (Locobase 5561)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

One of two Chicago LW engines shown on Hammonds' table, this is the coal burner with a relatively small-diameter boiler measuring 18', a large grate for the time, and fewer fire tubes than the Garden City.

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Class Troubadour (Locobase 5555)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Works numbers were 1-6 in March-May 1855.

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. Note that according to their builder's numbers, this sextet were the very first locomotives to be built by this New Hampshire firm.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

These outside-connected engines had smallish grates but longer boiler tubes. The boilers measured 18'.

Troubador is credited starting service on the Chicago & Aurora. The other engines were Talisman (CB&Q), Cossack, Arab, Corsair (all Central Military Track), & Tartar (CB&Q). One is shown with 68" drivers, but that's likely a misprint. Troubadour and Talisman weighed in at 54,000 lb.

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Class Wataga (Locobase 5564)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Builder's info from B Rumary's compilation supplied by Allen Stanley in March 2004.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

Relatively large coal-burner with a 19' long boiler. Could be seen as a prototype for the 47 class that came a couple of years later.

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Class West Wind (Locobase 5553)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. Works numbers were 15-19 in August-October 1855.

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.

The boiler pressure is an estimate. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

In the same year that Amoskeag delivered the Hounds, Manchester contributed this inside-connected class with slightly larger grates. The boilers measured 17' 8" long. The other engines were North Wind, South Wind, Grey Eagle, and Golden Eagle.

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Class Whirlwind (Locobase 5557)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

Four "weather phenomena" locomotives, inside-connected, identical except for cylinder stroke. All had 17'5" boilers. Hurricane & Tornado had 20" stroke, Whirlwind and Tempest a 22" stroke as shown here.