Data from GN 1 - 1929 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also History of Sioux City, Iowa--A Safe City to Invest In (Boston: Press of B Wilkins & Son, 1892), p 13. Works numbers were 4182 in Septmber 1889; 4194, 4205 in October, 4226 in December; 4303 in May 1890, 4420 in November.
The SC&N was incorporated in 1887 in north western Iowa and bought ten locomotives including these six Eight-wheelrs .In a municipal-bond promotional booklet, the authosr noted that the SC&N's north-south alignment had junctions with six major railroads: At Maurice, the Chicago & North Western; Doon, Chicago, St Paul, Minneapolis & Omaha; Lester, Burlington, Cedar Rapids & Northern; Perkins, Chicago, Milwaukee & St Paul; Hills, Illinois Central; and finally, Garretson, Great Northern.
It merged with the 149-mile Wilmar & Sioux Falls on 15 January 1900, the engines keeping their old road numbers. Seven years later, the W&SF merged with the Great Northern 0n 1 July 1907,
In the Great Northern's 1929 accounting, The six engines slight differences between 232 & 237 and 233-236. The latter had slightly shorter tubes (by 1 1/2"/41 mm) and a 2" (51 mm) narrower grate.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Mike Wichelman for his 20 March 2016 email supplying out this locomotive's original railroad and number.) Sources vary on the actual Cooke locomotive, reporting that it was the Kirkhaven (or Kerkhoven) with works number 616 or 680. If it was the latter, then it had a sister, works 679, named H Trott. Or the pair may have been 685-686 or 709 in early 1871.
Probably the oldest locomotive on the GN when the 1916 book was compiled, the 240 served elsewhere first for at least a decade before coming into the GN fold. Gene Connelly traces the 240's lineage as the 16 for the StP&P to the Saint Paul, Minneapolis & Manitoba in May 1879 thence to the Great Northern in 1899 as their 10 and 16. The 10, which had been fitted with very small 49" drivers, was scrapped in 1902 while the 16 lasted long enough to be renumbered 240 before being scrapped in 1916.
Locobase suspects that the boiler information dates from a later time when the original vessel was replaced by a new one.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 264. Works number was 13803 in October 1893.
In the same month that Baldwin produced a Ten-wheeler for the N&FS (Locobase 8842), they turned out the mixed-traffic, wood-burning Eight-wheeler shown here. The proportions in the Great Northern diagram show an orthodox 4-4-0, but its long wheelbase and low factor of adhesion suggests a conversion from a Mogul design.
As the N&FS became the Spokane Falls & Northern in 1895 and that railroad was taken into the GN in 1907, the 7 gained a new road number--231-- and a unique class ID, B-23.
The 1916 diagram also presents a rare exception to the rule that when Baldwin usually erred on the low side in its adhesion weight estimates. The GN figure is 1,500 lb (680 kg) less than the Baldwin estimate. Even so, the railway raised the boiler pressure setting to 160 psi, increasing tractive effort, but further decreasing F/A.
Clearly, there were other factors at work that contributed to a full-length career for the 231, for it wasn't scrapped until June 1926.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University, Vol 16, p. 32. See Locobase 7460 for a short history of the SF & N. Works numbers were 10830 and 10833.
One of the many classes of 4-4-0s that would come into the Great Northern from many sources. This pair started out on the SF & N, although one seems also to have operated on Canada's Victoria & Sydney Railway. Their service on the GN lasted less than two decades as both were sold to Northwest Steel Rolling Mills Co in May and June 1926, respectively.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This quartet of Ocean Staters fell into the typical range for 4-4-0s of the early 1880s. Their service in the GN lasted into the early 1920s.
Data from GN 1 - 1929 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Grant produced this quintet in July 1882.
A lone engine from this builder was left in 1929. Locobase believes it was built to the same specifications as the B-7 series (see Locobase 7453). Because it received a new boiler two years earlier that had tubes just slightly longer, it had a few square feet more heating surface, and consequently its own entry.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Compared to the Rhode Island engines produced for the St P, M & M in the same year, these Brooks engines (works #715-716) had larger boilers but smaller grates and fireboxes. These two were followed within 4 months by a more numerous class that had bigger fireboxes; see Locobase 8867.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers ran:
791-795 in October 1882, 829-833 in December 1882, and 872-882 & 885-888
It''s interesting to see the difference in a pair of prototypes (or possibly catalogue engines) delivered in June (Locobase 8866) and this well-populated class of Eight-wheelers that followed 4 months later. They're heavier, they have bigger fireboxes, and the wheelbase has spread out.
Data from GN 1 - 1929 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1294-1303 in December 1882. Stanley also supplied the Owosso Depot Collection Bischoping files (December 2007) show road numbers 200, 203-206 shipped in December 1882, 197-199 and 201-202 followed in January 1883.
When Rhode Island Locomotive Works contributed to the batch of Eight-wheelers being procured by the GN in the early 1880s, it supplied a design with 1" larger cylinders and slightly longer boiler tubes.
The class was reboilered in 1916-1917 and 1923 according to the diagram, which also notes that although the new boiler could handle 165 psi, the reciprocating parts were designed for 140 psi. Hence the working pressure remained 140 psi.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3749-3758 in May 1887, 3759-3760, 3764-3774 in June.
The design for this clutch of Eight-wheelers had a few unusual features. The steam and sand domes stood forward of the firebox (and the bell mounted on the crown) and the drivers were widely spaced to accept the relatively large firebox.
Data from GN 1 - 1929 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4063 in November 1888 and 4120-4123 in March 1889.
Locobase 8868 describes a relatively large class of Eight-wheelers delivered by Rogers in 1887 to the St Paul, Minneapolis & Manitoba . This quintet came two years later and had boilers with more tubes and a firebox with a larger grate. Like the earlier class, these never were fitted with new boilers.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
These engines were early servants of this Minnesota railroad, which later came under James J Hill's direction and was renamed the St Paul, Minneapolis & Manitoba and still later the Great Northern. This design preceded both the Rogers engines of 1876 (Locobase 8863) and the 1879 Baldwins (Locobase 8862). After 1906, however, all had the same power dimensions and boiler.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 209. Works numbers were 4848-4849,
4852-4853 in November 1879.
When James J Hill took over the St Paul & Pacific in 1879, almost the first locomotives affected were the 4 that Baldwin was building in that same year. When ordered, these engines had 161 tubes measuring 10 ft 10 3/8" (3.31 metres) and 61"(1,549 mm); they trailed tenders with a 2,500 US gallon (9,463 litres) capacity.
Produced in pairs (, the four engines remained in service on the StPM&M and subsequently the Great Northern (the successor name to the StPM&M in 1889) for years.
251 was retired in 1901, but the other three received new boilers in 1906. The specs refer to the new boiler. This trio lasted until 1926.
Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
These engines predated the Baldwins (Locobase 8862), but came after the Pittsburghs (Locobase 8861). After 1906, however, all had the same power dimensions and boiler.
Data from GN 1 - 1929 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
There many differences among the locomotives in these classes when they were first delivered. But the diagram shows that all of them received new boilers in 1908 and Locobase suspects they were all the same design. Adhesion and engine weights differed to a degree as did tender capacities and weights. But all had the same power dimensions (cylinder, driver diameter, boiler pressure).
Several builders contributed to the classes:
B-7 New York Locomotive (Rome, NY)- 1880 - 1 locomotives left in 1916, 1 by 1929.
B-8/9 Pittsburgh Locomotive Works - 1880 - 8 in 1929 (3 more scrapped)
B-10 Burnham, Williams (Baldwin) - 1880 - 6 in 1916
B-12 Rogers - 1882 - 1 in 1916.
B-13/14 Burnham, Williams (Baldwin) - 1882 - 2 in 1929
B-15 Schenectady - 1882 - 3 left in 1929 (2 of these had 64" drivers).
B-19 Brooks (Dunkirk, NY) - 7 left in 1929.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 19, p. 196. Works number was 14203 in January 1895.
In all respects identical to the collection of Eight-wheelers described in Locobase 12105, the Hattie J's specs do not show the heating surface areas. As all of the other date matches the information in the earlier order, Locobase offers a solid estimate of that data in this entry.
Hattie J went off in July to the Kansas City, Fort Scott & Memphis, which was absorbed by the St Louis-San Francisco in 1901. The engine was then renumbered 104.
Data from locomotive diagram reproduced on Ben Ringnalda's [] (visited 8 Jan 2005) gives surfaces and other data that show just how small this pioneer was. A diagram found in the GN 1 - 1929 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange shows some slightly different measurements (12.5 sq ft for the grate area, e.g.); almost al agree with the diagram on Ringnalda's site.
The very first locomotive to run in the state of Minnesota, the William Crooks pulled a ceremonial train between St Paul and St Anthony (later Minneapolis) on 28 June 1862.
As displayed in the Lake Superior Railroad Museum, the engine has three domes (the middle one carrying sand), cabbage stack, outside cylinders and inside valve gear. It is said to have been preserved at the express request of James J Hill.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | /B-6 | 16/B-1 | 7/B-23 | B-11 | B-16 |
Locobase ID | 7452 | 8860 | 16157 | 8864 | 8865 |
Railroad | Sioux City & Northern (GN) | St Paul & Pacific (GN) | Nelson & Fort Sheppard (GN) | Spokane Falls & Northern (GN) | Great Northern (GN) |
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 | 2 | 4 | |
Road Numbers | 1-4, 8, 10/232-237 | 16/240 | 231 | 5-6/141-142 | 135-138 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 6 | 1 | 1 | 2 | 4 |
Builder | Rogers | Danforth, Cooke | Burnham, Williams & Co | Burnham, Williams & Co | Rhode Island |
Year | 1889 | 1870 | 1893 | 1890 | 1882 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 8.50 / 2.59 | 7.58 / 2.31 | 8.67 / 2.64 | 8.50 / 2.59 | 8.50 / 2.59 |
Engine Wheelbase (ft / m) | 25.04 / 7.63 | 21.33 / 6.50 | 23.17 / 7.06 | 22.75 / 6.93 | 22.75 / 6.93 |
Ratio of driving wheelbase to overall engine wheelbase | 0.34 | 0.36 | 0.37 | 0.37 | 0.37 |
Overall Wheelbase (engine & tender) (ft / m) | 45.79 / 13.96 | 43.42 / 13.23 | 46.33 / 14.12 | 45 / 13.72 | 45.75 / 13.94 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 28,000 / 12,701 | 20,925 / 9491 | 28,050 / 12,723 | 26,000 / 11,793 | 22,825 / 10,353 |
Weight on Drivers (lbs / kg) | 56,000 / 25,401 | 41,850 / 18,983 | 56,100 / 25,447 | 52,000 / 23,587 | 55,650 / 25,242 |
Engine Weight (lbs / kg) | 89,000 / 40,370 | 66,000 / 29,937 | 90,000 / 40,823 | 85,000 / 38,555 | 86,500 / 39,236 |
Tender Loaded Weight (lbs / kg) | 75,000 / 34,019 | 70,000 / 31,752 | 74,500 / 33,793 | 71,500 / 32,432 | 62,000 / 28,123 |
Total Engine and Tender Weight (lbs / kg) | 164,000 / 74,389 | 136,000 / 61,689 | 164,500 / 74,616 | 156,500 / 70,987 | 148,500 / 67,359 |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 3000 / 11.36 | 3000 / 11.36 | 2700 / 10.23 | 2600 / 9.85 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | 8 / 7 | 9 / 8 | 9 / 8 | 8 / 7 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 47 / 23.50 | 35 / 17.50 | 47 / 23.50 | 43 / 21.50 | 46 / 23 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 140 / 970 | 140 / 970 | 150 / 1030 | 145 / 1000 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 16" x 24" / 406x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 13,101 / 5942.52 | 11,605 / 5263.95 | 15,737 / 7138.19 | 13,569 / 6154.80 | 13,101 / 5942.52 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.27 | 3.61 | 3.56 | 3.83 | 4.25 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 196 - 2" / 51 | 146 - 2" / 51 | 235 - 2" / 51 | 205 - 2" / 51 | 149 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.21 / 3.42 | 11.25 / 3.43 | 11.42 / 3.48 | 10.92 / 3.33 | 11.83 / 3.61 |
Firebox Area (sq ft / m2) | 128 / 11.90 | 87 / 8.09 | 124 / 11.52 | 112.70 / 10.47 | 107.80 / 10.02 |
Grate Area (sq ft / m2) | 16.40 / 1.52 | 13.69 / 1.27 | 18.22 / 1.69 | 16.71 / 1.55 | 17.80 / 1.65 |
Evaporative Heating Surface (sq ft / m2) | 1270 / 118.03 | 947 / 88.01 | 1530 / 142.14 | 1276 / 118.54 | 1032 / 95.91 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1270 / 118.03 | 947 / 88.01 | 1530 / 142.14 | 1276 / 118.54 | 1032 / 95.91 |
Evaporative Heating Surface/Cylinder Volume | 201.27 | 169.41 | 216.41 | 202.22 | 163.55 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2296 | 1917 | 2733 | 2423 | 2492 |
Same as above plus superheater percentage | 2296 | 1917 | 2733 | 2423 | 2492 |
Same as above but substitute firebox area for grate area | 17,920 | 12,180 | 18,600 | 16,342 | 15,092 |
Power L1 | 4450 | 3634 | 4790 | 4438 | 3660 |
Power MT | 350.38 | 382.87 | 376.48 | 376.31 | 289.99 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | B-17 | B-18 | B-19 | B-20 | B-21 |
Locobase ID | 7454 | 8866 | 8867 | 7455 | 8868 |
Railroad | Great Northern (GN) | St Paul Minneapolis & Manitoba (GN) | St Paul Minneapolis & Manitoba (GN) | St Paul, Minneapolis & Manitoba (GN) | St Paul Minneapolis & Manitoba (GN) |
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 | 2 | 25 | 4 | 19 |
Road Numbers | 145-149 | 150-151 | 162-186 | 197-206 | 207-225 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 5 | 2 | 25 | 4 | 19 |
Builder | Grant | Brooks | Brooks | Rhode Island | Rogers |
Year | 1882 | 1882 | 1882 | 1882 | 1887 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 8 / 2.44 | 8 / 2.44 | 8.50 / 2.59 | 8.50 / 2.59 | 9 / 2.74 |
Engine Wheelbase (ft / m) | 21.87 / 6.67 | 22.58 / 6.88 | 23.33 / 7.11 | 23.25 / 7.09 | 23.25 / 7.09 |
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.35 | 0.36 | 0.37 | 0.39 |
Overall Wheelbase (engine & tender) (ft / m) | 43.83 / 13.36 | 42.83 / 13.05 | 45 / 13.72 | 46.35 / 14.13 | 46.83 / 14.27 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 21,825 / 9900 | 23,250 / 10,546 | 26,250 / 11,907 | 29,500 / 13,381 | 30,150 / 13,676 |
Weight on Drivers (lbs / kg) | 43,650 / 19,799 | 46,500 / 21,092 | 52,500 / 23,814 | 59,000 / 26,762 | 60,300 / 27,352 |
Engine Weight (lbs / kg) | 70,000 / 31,752 | 71,400 / 32,387 | 83,200 / 37,739 | 90,900 / 41,232 | 94,100 / 42,683 |
Tender Loaded Weight (lbs / kg) | 64,000 / 29,030 | 62,800 / 28,486 | 58,300 / 26,444 | 78,000 / 35,380 | 68,000 / 30,844 |
Total Engine and Tender Weight (lbs / kg) | 134,000 / 60,782 | 134,200 / 60,873 | 141,500 / 64,183 | 168,900 / 76,612 | 162,100 / 73,527 |
Tender Water Capacity (gals / ML) | 2550 / 9.66 | 2850 / 10.80 | 3000 / 11.36 | 3000 / 11.36 | 3000 / 11.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 9 / 8 | 9 / 8 | 8 / 7 | 5 / 5 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 36 / 18 | 39 / 19.50 | 44 / 22 | 49 / 24.50 | 50 / 25 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 140 / 970 | 140 / 970 | 140 / 970 | 140 / 970 | 150 / 1030 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 13,101 / 5942.52 | 13,101 / 5942.52 | 13,101 / 5942.52 | 14,688 / 6662.37 | 15,737 / 7138.19 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.33 | 3.55 | 4.01 | 4.02 | 3.83 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 217 - 2" / 51 | 166 - 2" / 51 | 171 - 2" / 51 | 217 - 2" / 51 | 196 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.34 / 3.46 | 11.46 / 3.49 | 11.67 / 3.56 | 11.77 / 3.59 | 11.21 / 3.42 |
Firebox Area (sq ft / m2) | 124.60 / 11.58 | 97.90 / 9.10 | 107 / 9.94 | 124.60 / 11.58 | 126.40 / 11.75 |
Grate Area (sq ft / m2) | 16.20 / 1.51 | 15.10 / 1.40 | 16.80 / 1.56 | 16.20 / 1.51 | 18.71 / 1.74 |
Evaporative Heating Surface (sq ft / m2) | 1404 / 130.48 | 1094 / 101.67 | 1151 / 106.97 | 1452 / 134.94 | 1278 / 118.77 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1404 / 130.48 | 1094 / 101.67 | 1151 / 106.97 | 1452 / 134.94 | 1278 / 118.77 |
Evaporative Heating Surface/Cylinder Volume | 222.50 | 173.38 | 182.41 | 205.37 | 180.76 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2268 | 2114 | 2352 | 2268 | 2807 |
Same as above plus superheater percentage | 2268 | 2114 | 2352 | 2268 | 2807 |
Same as above but substitute firebox area for grate area | 17,444 | 13,706 | 14,980 | 17,444 | 18,960 |
Power L1 | 4722 | 3689 | 3928 | 4314 | 4255 |
Power MT | 476.99 | 349.80 | 329.90 | 322.40 | 311.13 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | B-22 | B-3 | B-4 | B-5 | B-7-10, 12-15, 19 |
Locobase ID | 7457 | 8861 | 8862 | 8863 | 7453 |
Railroad | Eastern Railway of Minnesota (GN) | St Paul & Pacific (GN) | St Paul, Minneapolis & Manitoba (GN) | St Paul & Pacific (GN) | Great Northern (GN) |
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 | 9 | 4 | 2 | 61 |
Road Numbers | 226-230 | 241-249 | 47-50/249-252 | 265-266 | 125-126, 130-132 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 5 | 9 | 4 | 2 | |
Builder | Rogers | Pittsburgh | Burnham, Parry, Williams & Co | Rogers | several |
Year | 1889 | 1872 | 1879 | 1876 | 1908 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 9 / 2.74 | 8 / 2.44 | 8.08 / 2.46 | 7.75 / 2.36 | 8.33 / 2.54 |
Engine Wheelbase (ft / m) | 23.12 / 7.05 | 21.87 / 6.67 | 20.92 / 6.38 | 21.17 / 6.45 | 24.46 / 7.46 |
Ratio of driving wheelbase to overall engine wheelbase | 0.39 | 0.37 | 0.39 | 0.37 | 0.34 |
Overall Wheelbase (engine & tender) (ft / m) | 46.02 / 14.03 | 43.04 / 13.12 | 42.17 / 12.85 | 42.98 / 13.10 | 44.25 / 13.49 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 30,150 / 13,676 | 21,800 / 9888 | 22,275 / 10,104 | 20,800 / 9435 | 24,600 / 11,158 |
Weight on Drivers (lbs / kg) | 60,300 / 27,352 | 43,700 / 19,822 | 44,550 / 20,208 | 41,600 / 18,869 | 49,200 / 22,317 |
Engine Weight (lbs / kg) | 94,100 / 42,683 | 66,100 / 29,982 | 70,000 / 31,752 | 66,170 / 30,014 | 74,800 / 33,929 |
Tender Loaded Weight (lbs / kg) | 68,000 / 30,844 | 63,000 / 28,576 | 70,700 / 32,069 | 70,800 / 32,114 | 66,600 / 30,209 |
Total Engine and Tender Weight (lbs / kg) | 162,100 / 73,527 | 129,100 / 58,558 | 140,700 / 63,821 | 136,970 / 62,128 | 141,400 / 64,138 |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 2800 / 10.61 | 2800 / 10.61 | 2500 / 9.47 | 2600 / 9.85 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5 / 5 | 7 / 6 | 8.50 / 8 | 6 / 6 | 8 / 7 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 | 36 / 18 | 37 / 18.50 | 35 / 17.50 | 41 / 20.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 140 / 970 | 140 / 970 | 140 / 970 | 140 / 970 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 16" x 24" / 406x610 | 16" x 24" / 406x610 | 16" x 24" / 406x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 14,688 / 6662.37 | 11,605 / 5263.95 | 11,605 / 5263.95 | 11,605 / 5263.95 | 13,101 / 5942.52 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.11 | 3.77 | 3.84 | 3.58 | 3.76 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 202 - 2" / 51 | 165 - 2" / 51 | 165 - 2" / 51 | 165 - 2" / 51 | 217 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.21 / 3.42 | 11.12 / 3.39 | 11.12 / 3.39 | 11.12 / 3.39 | 11.27 / 3.44 |
Firebox Area (sq ft / m2) | 126.40 / 11.75 | 102.90 / 9.56 | 102.90 / 9.56 | 102.90 / 9.56 | 124.60 / 11.58 |
Grate Area (sq ft / m2) | 19.04 / 1.77 | 14.95 / 1.39 | 14.95 / 1.39 | 14.95 / 1.39 | 16.20 / 1.51 |
Evaporative Heating Surface (sq ft / m2) | 1303 / 121.10 | 1061 / 98.61 | 1061 / 98.61 | 1061 / 98.61 | 1396 / 129.74 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1303 / 121.10 | 1061 / 98.61 | 1061 / 98.61 | 1061 / 98.61 | 1396 / 129.74 |
Evaporative Heating Surface/Cylinder Volume | 184.30 | 189.80 | 189.80 | 189.80 | 221.24 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2666 | 2093 | 2093 | 2093 | 2268 |
Same as above plus superheater percentage | 2666 | 2093 | 2093 | 2093 | 2268 |
Same as above but substitute firebox area for grate area | 17,696 | 14,406 | 14,406 | 14,406 | 17,444 |
Power L1 | 4023 | 4143 | 4143 | 4143 | 4704 |
Power MT | 294.17 | 418.02 | 410.04 | 439.12 | 421.57 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | Hattie J | Wiliam Crooks |
Locobase ID | 12138 | 5945 |
Railroad | Greenfield & Northern | Great Northern (GN) |
Country | USA | USA |
Whyte | 4-4-0 | 4-4-0 |
Number in Class | 1 | 1 |
Road Numbers | 4 | 1 |
Gauge | Std | Std |
Number Built | 1 | 1 |
Builder | Burnham, Williams & Co | Smith & Jackson |
Year | 1894 | 1861 |
Valve Gear | Stephenson | Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 8.25 / 2.51 | 7 / 2.13 |
Engine Wheelbase (ft / m) | 22.17 / 6.76 | 19.92 / 6.07 |
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.35 |
Overall Wheelbase (engine & tender) (ft / m) | 40.60 / 12.37 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 17,975 / 8153 | |
Weight on Drivers (lbs / kg) | 58,000 / 26,308 | 35,950 / 16,307 |
Engine Weight (lbs / kg) | 84,000 / 38,102 | 55,400 / 25,129 |
Tender Loaded Weight (lbs / kg) | 46,800 / 21,228 | |
Total Engine and Tender Weight (lbs / kg) | 102,200 / 46,357 | |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 2500 / 9.47 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5 / 5 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 48 / 24 | 30 / 15 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 60 / 1524 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 150 / 1030 | 110 / 760 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 | 12" x 22" / 305x559 |
Tractive Effort (lbs / kg) | 14,739 / 6685.51 | 4702 / 2132.79 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.94 | 7.65 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 188 - 2" / 51 | 90 - 2" / 51 |
Flues (number - dia) (in / mm) | ||
Flue/Tube length (ft / m) | 10.92 / 3.33 | 9 / 2.74 |
Firebox Area (sq ft / m2) | 116.30 / 10.81 | 65.40 / 6.08 |
Grate Area (sq ft / m2) | 16.57 / 1.54 | 12.50 / 1.16 |
Evaporative Heating Surface (sq ft / m2) | 1183 / 109.94 | 489 / 45.45 |
Superheating Surface (sq ft / m2) | ||
Combined Heating Surface (sq ft / m2) | 1183 / 109.94 | 489 / 45.45 |
Evaporative Heating Surface/Cylinder Volume | 187.48 | 169.79 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 2486 | 1375 |
Same as above plus superheater percentage | 2486 | 1375 |
Same as above but substitute firebox area for grate area | 17,445 | 7194 |
Power L1 | 4195 | 3273 |
Power MT | 318.91 | 401.43 |