Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
According to the New York Locomotive Works records compiled by J F Webber, this locomotive was delivered either to the KCW&NW as their #4 (works number 287) or the A & L as #2 (works number 197). Locobase chose the latter origin for the following reasons:
1) The 1924 MP book showed an identical engine, also bought in 1910, for which the original builder was not supplied, and
2) Webber lists the A & L #1 as immediately preceding the one we do know, but does not give a wheel arrangement.
The A & L began life in 1876-1877 as the narrow-gauge Washington & Hope Railway, which connected with the St Louis, Iron Mountain & Southern near St Louis. Reorganized and now tasked with completing a line to Monroe, La, the A & L was converted to standard gauge in 1882. It later was ruled to be a branch line of the St L, IM & S.
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 15, p. 79. See also MP 7 - 1902 General Description of Locomotives (dated 10 July 1902) supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works number was 9943 in April 1889.
When the Reynolds & Henry Construction Company applied to Baldwin to buy a new locomotive for the soon-to-open Ouachita Valley Route, the Philadelphia builder pulled the design just recently used for the Rio Grande & Eagle Pass (Locobase 11592) and copied it. to the last quarter inch of tube length.
The OVR didn't remain independent for long before being sold to the St Louis, Iron Mountain & Southern (a principal component of the Missouri Pacific) on 13 December 1893. Its route opened the way to Houston.
On page 20-21 of the 1902 General Description, an HCA&N #1 from Baldwin appears in the tally. Sparse data conforms for the most part with the data from the Baldwin specs, but the weights are given as 60,000 lb adhesion and 84,000 lb total engine and the tube count is 180. Given the engine's relative youth, Locobase doubts that this disparity was a product of a rebuild.
NB: The firebox heating surface) is an estimate based on comparisons with similar firebox dimensions in other 4-4-0s of the period produced by Baldwin in the period.
Data from DeGolyer, Volume 27, p. 28. Works numbers were 24093, 24098, 24118 in April 1904.
These were the first locomotives bought for the StLB&M, an eastern Texas railroad that opened its first section, 142 miles (229 km) between Robstown and Brownsville, on 4 July 1904. Extending north toward Houston, the StB&M owned and operated 502 miles (808 km) of main lin by 1912.
926 was scrapped after a relatively short career in April 1919 before the other two were superheated; see Locobase 7764.
Data from DeGolyer, Volume 53, pp. 249+. See also L&N 5 - 1941 Locomotive Diagrams supplied in August 1913 by Allen Stanley from his extensive Rail Data Exchange collection. Works number was 43007 in March 1916.
The MPRR gave no fewer than four locomotives road #1, of which this was the biggest and newest, although it used Richardson balanced slide valves actuated by inside link motion. The original tender reflected the railroad's modest size. Its 80,000 lb (36,287 kg) in loaded weight included 4,000 US gallons (15,140 litres) of water and 6 tons (5.45 tonnes) of coal. The trailing axle, which took the main rod's thrust, put 7 1/2 more tons on the rail than did the other coupled axle.
(Its immediate predecessor, delivered in 1914, appears in Locobase 14328.) As will the other three, the MPRR didn't hold onto its fourth #1 for very long. In this final instance, the road's financial failure in 1919 forced the #1's sale.
Its new owner,, the Cumberland & Manchester, was located in the coal fields of Kentucky. Construction began in 1916 to link Loyall, Ky with the L&N's main line at Corbin; the L&N acquired all of the C&M's capital stock and leased the road beginning 1 January 1927.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 1101-1103 (March 1886), 1136, 1138-1139 (August 1886).
Another of the grandly named railroads that blossomed across the Midwest in the late 1800s, the DM&A never even entered service as an independent railway. The Missouri Pacific bought the line in 1887. #4 was named Chatauqua, #5 Crowell, and #6 Sumner.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive and Robert Lehmuth's Rogers Locomotive building list, all supplied in May 2005 and August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2572-2574, 2577 in February 1880; 2578, 2580 in March
Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.
Of the two pages in the book describing this design, the first example was marked "Scrapped 10/24" on the original document. The locomotives came from the heyday of the 4-4-0 and still featured the one steam dome over the firebox and one over the center of the boiler as well as a very straight and tall stack. Rogers delivered the locomotive that would be 2502 in 1880, the others the very next year.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 27, p. 167 and 41, p. 132. Works numbers were 37393 in December 1911 and 39484 in March 1913.
See more about the WC & W in Locobase 12736. This Illinois railroad apparently needed some passenger power and bought these two Eight-wheelers from Baldwin. After the WC & W's demise in 1927, its successor Chester & Mount Vernon took over both.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number 941.
Small Eight-wheelers that were among the earliest St L, IM & S engines. G M Best's compilation of Grant locomotives gives us the original builder's number for 20, but cannot help us with any others because of unavoidable gaps in information. See Locobase 10059 for a passenger-engine variant.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This American-type Eight-wheeler appears to have been a 1-only that Locobase suspects was either a rebuild of an earlier locomotive or produced from stock materials.
Its career on the MP ended sometime before September 1935.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers for Grant locomotives are quite uncertain.
In the same year that Grant delivered the mixed-traffic Eight-wheeler shown in 10058, the Paterson, NJ builder supplied similar locomotives with slightly smaller grates and taller drivers as passenger engines.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3043, 3045, 3048-3050 in July 1882
Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.
The lower drivers mark this as a mostly freight engine of somewhat smaller dimensions than the other 4-4-0s in the book from the same era.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1099-1101
Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.
Using the same short-stroke power dimensions as the earlier Rogers engines (see Locobase 6729), the design shown here featured a few more boiler tubes and a larger grate.
Of the four Ocean State natives in the class, 320 left the road before 1902 and thus wasn't renumbered. 8509 and 8511 went to the scrapper by June 1918. leaving 8510 to follow by 1922.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1350-1354 in March 1883
Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.
This is a repeat of the 1882 Rhode Island engine (see Locobase 6730) with the boiler pressed to a higher level.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 267.
Although apparently similar to the Baldwins purchased at the same time (Locobase 10064), this single Rome, NY product had more tubes.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 2311 in July 1873.
This engines first went to the Indianapolis, Bloomington & Western as their #72, but was returned to Rogers. The next railroad, the UP-CB was first established as the Atchison & Pike's Peak and was adopted by the UP as their Central Branch. The UP-CB renumbered the 5 as 184 in July 1879.
The UP sold the CB to the Kansas Pacific in the 1880s. When the MoPac took over the KP, it took over this engine as well.
Locobase wonders about the specification for evaporative heating surface shown for this stray Eight-wheeler. By tube count and length and allowing for a typical firebox, the figure should be closer to 1,000 sq ft.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 619-620 in March 1880), 633-636 in October, 639-642 in February 1881.
These high-boilered Masons had several numbers and at least one name each as follows:
LR, MR & T StL, IM & S MP
5 ZEB WARD 620 8815
6 WILLIAM MASON 621 8816
7 PINE BLUFF 622 8817
8 LITTLE ROCK 623 8818
9 VARNER 624 8819
10 ARKANSAS CITY 625
11 COLLINS 626
12 MONTICELLO 627 8820
625 may have been scrapped before the class came under MP control. 626 was sold to locomotive rebuilder/reseller Southern Iron & Equipment, which found a buyer in the Rankin Lumber Company in Mars Bluff, South Carolina.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University, Volume 21, p. 276. Works 14524 later took road number 8848.
Locobase wasn't sure these are the engines operated first by the Arkansas Midland. For one thing, the dates shown in Connelly's list are all over the map as are the works numbers 12842 in July 1892, 14524 in November 1895, 16268 in October 1898, 17199 in October 1899. But looking at the Baldwin Locomotive Works Specification books shows Arkansas Midland as the buyer for all four locomotives.
Three of them were later credited to the International Great Northern and renumbered twice before receiving MP road numbers 8826 (works 12832), 8827 (works 16268), and 8828 (works 17199).
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 MP 1924 Locomotive Diagrams and MP 7 - 1902 General Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.See also DeGolyer, Volume 14, p. 54. Works numbers were 8909-8910, 8912, 8915-8916 (7, 6, 8-10) in November 1887 and 9455 (2) and 9459 (3) in September 1888. The lone New York Locomotive was works number 267 and bore road number 4. It was renumbered 8745 by the Missouri Pacific.
See 10041 for a brief description of this KC-based railway. These engines were ordered by the Northwestern Construction Company. The original spec prescribed 180 tubes of similar length, so one can estimate that the evaporative heating surface was about 1,160 sq ft.
When the KC&NW was absorbed by the Missouri Pacific in 1894, this class went along. Most were scrapped more than two decades later, but 8728 wound up in the Kaw River sometime before 1910.
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 MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 19, p 266. See also John Baskin Harper, Locomotives of the Missouri Pacific System, Part 1, 1905 Locomotive Roster (Webster Groves, MO: Missouri Pacific Historical Society, 1976), p 14.
In his 1905 Roster commentary, John Harper contended that "American railroads had already decided that the 4-4-0 type was obsolete" when the MP ordered their last 10 from an outside supplier. At first read, this ia a rather sweeping statement, but when applied to the narrow-firebox version buiilt in the tens of thousaands over the previous 60 years, it's a justifiable comment.
Compared to the others in the 1924 book, this 4-4-0 class is bigger, but not remarkably more powerful. Baldwin's weight estimates amounted to 75,000 lb (34,019 kg) on the drivers and 112,000 lb (50,802 kg) for total engine weight.
The class was delivered with 62" drivers (tractive effort of 19,190 lb, factor of adhesion 4.17), but sometime later all received 69" wheels that better suited them to light passenger service.
The class left the railroad in 1931-1937.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers 1238-1244.in 1879.
Slightly jumbled septet from Grant in this year. Some had 138 tubes and measured 11 1/2" over the tube sheets while others had 140 tubes that were 3 inches shorter. What Locobase finds most interesting is the small cylinder volume and light weight.
When the St L, IM & S was taken in by the Missouri Pacific, the five survivors (ex-72-75 and 79) were renumbered 8803-8807.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This may have been an early experiment in oil-firing. The engine was a typical early '90s Eight-wheeler with passenger-sized drivers, but in place of a coal grate, the MoPac had an oil burning system fitted. So, quite properly, the specifications have the words "oil burner" in place of an area measurement.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
NB: Reported total heating surface is 127 sq ft less than the calculated tube heating surface.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This particular boiler area-grate area combination was a common sight on the MP for some reason and various builders produced batches of slightly varying designs to the specifications for well over a decade.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Lightweight Eight-wheeler for its time, the 8714 served the MP for 33 years before being scrapped in October 1924.
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 MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Similar in size to the Rogers bought in the same year (10060), this home-built had a 30-year+ operating life on the MP.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
8823 had 162 2" tubes that were 10 ft 8 in long over the tube sheets.
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 IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 6887-6888 show the others that shared the same class ID, but this pair was clearly a different brand from the others. It seems to have been built to the same template as an earlier home-built (Locobase 6785), but had larger cylinders and more adhesion weight. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons/6,995 litres).
Both were dismantled in January 1926.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also the Handbook of Texas online at [] (accessed 2 September 2005) for information on the I&GN.
This was among the first locomotives for this Texas railroad (aka the Lone Star Route), which first saw life in 1873 as the consolidation of the International Railroad Company and the Houston & Great Northern. The latter actually ordered the Cantabogue in 1872. Other H&GN locomotives from Rogers with identical cylinder volume and driver diameter were Trinity #2 (works 1823), Gen. Robert Avery #8 and Sam Houston #9 (works 1996-1997), and Crockett #14 (works 2138). At the same time, the IRRoT took delivery of similar engines: Sabine #5 (works 1943), Trinity #8 (works 2018), Red River #10 (works 2034), Gaudaloupe #12 (works 2042), Jefferson #19 (works 2189), and Cherokee #22 (works 2192).
Through financial panics, a term of ownership by the noted (and notorious) speculator and baron Jay Gould, bankruptcies and the like, the I&GN extended its reach from its original core of the Houston-Palestine and Houston-East Columbia lines.
By 1911, the I&GN had grown to 1,106 miles and served most of the Lone Star State. In 1923, the Missouri Pacific sought to block the Missouri-Kansas-Texas by arranging for the New Orleans, Texas & Mexico to buy the I & GN. A year later, the MP bought the NO, T & M and the merger was completed.
Data from MP SUBS 7 - 1935 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
A trio of Eight-wheelers was delivered in 1904 as shown in Locobase 12711, but only two were superheated. The boiler modification consisted only of removing 114 small tubes in favor of installing 18 superheater flues and replacing the slide valves with 8" piston valves.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Produced later than many other 4-4-0s, these home-builts were quite small and light, probably to serve branch lines. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This IGN-built locomotive appears to have been copied from the earlier Rogers locomotives. But Locobase notes that with two fewer fire tubes, the IGN somehow gained 87 sq ft of tube area. Hmmmmm ...
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Handbook of Texas Online, Nancy Beck Young, "ASHERTON AND GULF RAILWAY," accessed May 02, 2019, [] and Hugh Hemphill, "Asherton and Gulf Railway" on the Texas Transportation Museum website at [
], last accessed 2 May 2019. Works numbers were 2657, 2659, 2660-2661 in November 1880; 2785-2787 in July 1881; 2795, 2804-2809 in August.
Locobase's relatively small sample of Eight wheeler-type locomotives from 1876-1881 shows that this class had a relatively large boiler, relatively high adhesion weight, but only an average grate and firebox. In most respects, the design was a truly standard American of the time.
Most remained on the I&GN for their entire careers; three were given Missouri Pacific numbers in 1917 (42 to 902, 48 to 907, and 57 to 908). The 55, rebuilt by the I&GN in February 1898, was sold in 1916 to the 32 mile (51.5 km) Asherton & Gulf Railway as their 29. Given the bookkeeping road number 903, the 29 never actually ran as a MoPac locomotive. It was scrapped in October 1927.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3082-3087 in May 1890.
Tender capacity is expressed in either tons of coal or barrels of oil, in this case 44 bbl. As Eight-wheelers went in the early 1890s, this mixed-traffic class had relatively big boilers, but grates of about average size supporting quite small fireboxes. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons or 6,995 litres). Given the small drivers and cylinders, these were never intended for speed, but for regular local service.
Two of the class (105-106) were built along somewhat different lines and delivered in 1890; see Locobase 6888.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Within the set of Eight-wheelers of average power -- Locobase 6887 -- reposed these two supercharged ponies. The boiler pressure was set 30 psi higher, the boiler was slightly smaller, but the grate a little bigger and the firebox significantly larger. It's possible that the others were set at 150 psi because the higher tractive effort of this pair must have left them slippery little devils.
The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 192. (Thanks to Chris Hohl for his 30 May 2016 email describing the "as-built" tender specifications and noting a higher pressure and a smaller driver diameter.) Works numbers were 25056-25059, 25063, 25107 in February 1905 and 27092, 27095-27096 in December.
These small Eight-wheelers were delivered with equipment supplied to Baldwin from the following suppliers:
Tower couplers
Pyle-National electric headlights
Monitor injectors
Ajax journal bearings
Richardson valve rod packings
Baldwin standard safety valves
Leach sanding devices
Detroit sight-feed lubricators
Safety steam heat equipment
Midvale driving and truck wheel tires
Chris Hohl notes that the "as-built" tenders carried 4,350 US gallons of water (16,465 litres) and 2,370 gallons (8,970 litres) of oil; its loaded weight was 90,000 lbs. The driver diameter was 62" (1,575 mm) and the boiler pressure was 180 psi (12.4 bar).
In addtion, Locobase notes a comment on the combustion system: "Fire box equipped with Best's latest improved oil burner allowing sufficient space between the deck plate and burner to admit of easy access in feeding." One difference between the Best design and the more typical Von Boden installation may be that it was "inverted". The company was headquarter just across the Hudson River from Manhattan inWest New York, NJ.
And, because it was an oil burner, the engine had a flash wall in lieu of brick arch in fire box. Details followed: "Flash wall located 5 feet (1.52 m) from the mouth of the burner." And the bottom two feet (610 mm) above the mud ring of the firebox was lined with fire brick.
6-8 and 11 were taken into the Missouri Pacific in 1925 as E-63 class 910-913; by that time, the tube count in the boilers had dropped to 174 and evaporative heating surface area measured 1,114 sq ft.. In addition, the railroad had dropped the locomotives' boiler pressure setting and fitted the drivers with thicker tires. 912 was sold immediately, presumably for scrap.
9 -10 and 12-14 went to the San Benito & Rio Grande Valley in 1921. This gives Locobase the opportunity to describe this little railway, thanks to the the Cameron County Historical Commission's website [], accessed 30 July 2006.
Located in a triangle bounded by the Gulf of Mexico and the country of Mexico, the SB&RGV received its first push from St Louis-San Francisco Railroad-backed interests whose agent was Sam Robertson. Robertson purchased some "junk locomotives and cars" from George Dilley in Palestine in 1910. Also known as the Spider Web or "Sam Robertson's Back Door Railroad", various lines and loops were added until in 1916, the SB & RVG owned 75 miles of track and 2 locomotives. The Frisco entered receivership that year, which pulled the SB & RGV in as well. At that point, the NOT&M bought the SB&RVG and brought its locomotives with it.
The trio of StLB&M engines in this entry went to the still independently operated railway sometime after 1921, then to the Missouri Pacific in 1925.
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Although delivered by Dickson as a saturated-steam engine (Locobase 7762), this Eight-wheeler received a useful degree of superheater enhancement to go with its relatively generous firebox heating surface. The diagram notes that 935 was scrapped in January 1934.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 826-827.
Fortunately for future railroad historians and ferro-equinologists (and database compilers), the 1924 edition of the Missouri Pacific diagrams included several of Eight-wheelers from well before the turn of the century.
Among the earliest of the MoPac predecessors was the StLIM&S and these were among its first locomotives. The second of the pair took the name Little Rock. The 10 was off the rolls before the MoPac assigned it a number. The MP retained one of them long enough to renumber it twice.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 53, pp. 250+. Works number was 41653 in August 1914.
This Millersville, Pa, short line didn't temporize on the passenger power, selecting a relatively high drivered American to pull its modest service. It was the third #1 ordered by the MPRR. The first two were resold before delivery to the Missouri & North Arkansas (Locobase 13268) and the Tremont & Gulf (Locobase 12894). (A fourth #1, delivered in 1916, was sold three years later when the MP entered bankruptcy in 1919; see Locobase 8133.)
The third locomotive fared little better. A year after it was built for the MP, Baldwin repossessed the 1 in December 1915. Then the 1 went to Toledo Detroit, which leased the engine to the Detroit, Toledo & Ironton as their 16. The DT&I ran the 16 for about 13 years before selling it in 1928. Only two years later, the 16 became of the first American steam locomotives to leave service to go on display at the Ford Museum in Dearborn, Mich. There the engine reposed for 50 years until it was traded to the Illinois Railway Museum in 1980.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 1 | 1 | 1 | 1 (4th)/D-0 | 1/E-64 |
Locobase ID | 10057 | 11619 | 12711 | 8133 | 10063 |
Railroad | Arkansas & Louisiana (MP) | Houston, Central Arkansas & Northern (MP) | Saint Louis, Brownsville & Mexico (MP) | Midland Pennsylvania | Denver, Memphis & Atlantic (MP) |
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 | 1 | 6 |
Road Numbers | 1-2 / 858-8659 | 1 | 1-3/925-927 | 1/7 | 1-6/983-988/8720-8725 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 1 | 3 | 1 | 6 |
Builder | New York | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Baldwin | Brooks |
Year | 1886 | 1889 | 1904 | 1916 | 1886 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 8 / 2.44 | 9.08 / 2.77 | 8.50 / 2.59 | 8 / 2.44 | |
Engine Wheelbase (ft / m) | 21.75 / 6.63 | 24.29 / 7.40 | 22.58 / 6.88 | 22.62 / 6.89 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.37 | 0.38 | 0.35 | |
Overall Wheelbase (engine & tender) (ft / m) | 49 / 14.94 | 44.96 / 13.70 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 49,750 / 22,566 | ||||
Weight on Drivers (lbs / kg) | 67,600 / 30,663 | 45,200 / 20,502 | 72,500 / 32,885 | 88,500 / 40,143 | 52,000 / 23,587 |
Engine Weight (lbs / kg) | 103,400 / 46,902 | 72,500 / 32,885 | 113,000 / 51,256 | 123,500 / 56,019 | 78,000 / 35,380 |
Tender Loaded Weight (lbs / kg) | 137,000 / 62,142 | 112,200 / 50,893 | 78,000 / 35,380 | ||
Total Engine and Tender Weight (lbs / kg) | 250,000 / 113,398 | 235,700 / 106,912 | 156,000 / 70,760 | ||
Tender Water Capacity (gals / ML) | 5000 / 18.94 | 2200 / 8.33 | 6000 / 22.73 | 5000 / 18.94 | 2800 / 10.61 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 7 / 6 | 2180 / 8251 | 11.50 / 11 | 7 / 6 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | 38 / 19 | 60 / 30 | 74 / 37 | 43 / 21.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 62 / 1575 | 68 / 1727 | 68 / 1727 | 64 / 1626 |
Boiler Pressure (psi / kPa) | 150 / 1030 | 130 / 900 | 180 / 1240 | 190 / 1310 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 16" x 24" / 406x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 15,566 / 7060.63 | 10,950 / 4966.84 | 17,496 / 7936.06 | 18,468 / 8376.95 | 12,897 / 5849.99 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.34 | 4.13 | 4.14 | 4.79 | 4.03 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 201 - 2" / 51 | 161 - 2" / 51 | 246 - 2" / 51 | 267 - 2" / 51 | 163 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 12.50 / 3.81 | 10.85 / 3.31 | 12.02 / 3.66 | 11.62 / 3.54 | 11.42 / 3.48 |
Firebox Area (sq ft / m2) | 98 / 9.11 | 115 | 149.60 / 13.90 | 163 / 15.14 | 102 / 9.48 |
Grate Area (sq ft / m2) | 17.50 / 1.63 | 15.50 / 1.44 | 18.70 / 1.74 | 29.30 / 2.72 | 15.50 / 1.44 |
Evaporative Heating Surface (sq ft / m2) | 1414 / 131.41 | 1030 | 1686 / 156.69 | 1765 / 163.97 | 1092 / 101.49 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1414 / 131.41 | 1030 | 1686 / 156.69 | 1765 / 163.97 | 1092 / 101.49 |
Evaporative Heating Surface/Cylinder Volume | 184.60 | 184.26 | 238.47 | 249.65 | 173.06 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2625 | 2015 | 3366 | 5567 | 2170 |
Same as above plus superheater percentage | 2625 | 2015 | 3366 | 5567 | 2170 |
Same as above but substitute firebox area for grate area | 14,700 | 14,950 | 26,928 | 30,970 | 14,280 |
Power L1 | 4288 | 3857 | 7023 | 7858 | 3791 |
Power MT | 279.69 | 376.25 | 427.12 | 391.50 | 321.45 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 101/E64 | 11 | 20 | 246/E-64 | 28/371-382 |
Locobase ID | 6729 | 12737 | 10058 | 10054 | 10059 |
Railroad | Missouri Pacific (MP) | Wabash, Chester & Western (MP) | Saint Louis, Iron Mountain & Southern (MP) | Missouri Pacific (MP) | Saint Louis, Iron Mountain & Southern (MP) |
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 | 7 | 2 | 5 | 1 | 8 |
Road Numbers | 101-106/272-274/8501-8504, 8716-8717 | 11, 14 | 20/220/871/8701 | 246/8651 | 8701-8708 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 7 | 2 | 5 | 1 | 8 |
Builder | Rogers | Baldwin | Grant | Missouri Pacific | Grant |
Year | 1880 | 1911 | 1872 | 1893 | 1872 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 9.25 / 2.82 | 9.08 / 2.77 | 8.75 / 2.67 | ||
Engine Wheelbase (ft / m) | 23.08 / 7.03 | 23.08 / 7.03 | 24.19 / 7.37 | ||
Ratio of driving wheelbase to overall engine wheelbase | 0.40 | 0.39 | 0.36 | ||
Overall Wheelbase (engine & tender) (ft / m) | 47.22 / 14.39 | 47.75 / 14.55 | 48.73 / 14.85 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 58,000 / 26,308 | 67,000 / 30,391 | 48,000 / 21,772 | 68,000 / 30,844 | 48,000 / 21,772 |
Engine Weight (lbs / kg) | 88,000 / 39,916 | 104,000 / 47,174 | 72,000 / 32,659 | 108,000 / 48,988 | 72,000 / 32,659 |
Tender Loaded Weight (lbs / kg) | 64,000 / 29,030 | 70,000 / 31,752 | 64,000 / 29,030 | 74,000 / 33,566 | 64,000 / 29,030 |
Total Engine and Tender Weight (lbs / kg) | 152,000 / 68,946 | 174,000 / 78,926 | 136,000 / 61,689 | 182,000 / 82,554 | 136,000 / 61,689 |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 3500 / 13.26 | 2900 / 10.98 | 3600 / 13.64 | 2400 / 9.09 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 8 / 7 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 48 / 24 | 56 / 28 | 40 / 20 | 57 / 28.50 | 40 / 20 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 64 / 1626 | 62 / 1575 | 63 / 1600 | 64 / 1626 | 69 / 1753 |
Boiler Pressure (psi / kPa) | 140 / 970 | 180 / 1240 | 140 / 970 | 140 / 970 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 22" / 483x559 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 14,767 / 6698.21 | 17,116 / 7763.70 | 13,101 / 5942.52 | 14,459 / 6558.50 | 11,962 / 5425.88 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.93 | 3.91 | 3.66 | 4.70 | 4.01 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 183 - 2" / 51 | 234 - 2" / 51 | 139 - 2" / 51 | 178 - 2" / 51 | 138 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 10.85 / 3.31 | 10.92 / 3.33 | 11.83 / 3.61 | 11 / 3.35 | 11.33 / 3.45 |
Firebox Area (sq ft / m2) | 108.80 / 10.11 | 138 / 12.83 | 115 / 10.69 | ||
Grate Area (sq ft / m2) | 17 / 1.58 | 18 / 1.67 | 15.30 / 1.42 | 16.70 / 1.55 | 14.10 / 1.31 |
Evaporative Heating Surface (sq ft / m2) | 1147 / 106.60 | 1465 / 136.15 | 1031 / 95.82 | 1129 / 104.93 | 1031 / 95.82 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1147 / 106.60 | 1465 / 136.15 | 1031 / 95.82 | 1129 / 104.93 | 1031 / 95.82 |
Evaporative Heating Surface/Cylinder Volume | 158.86 | 232.17 | 163.39 | 159.69 | 163.39 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2380 | 3240 | 2142 | 2338 | 1974 |
Same as above plus superheater percentage | 2380 | 3240 | 2142 | 2338 | 1974 |
Same as above but substitute firebox area for grate area | 15,232 | 24,840 | 16,100 | ||
Power L1 | 3498 | 6352 | 3599 | ||
Power MT | 265.92 | 418.02 | 233.37 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 312/8551 | 317/8509 | 327/8562/E58 | 4 | 5 |
Locobase ID | 6731 | 6730 | 6732 | 10066 | 10062 |
Railroad | Missouri Pacific (MP) | Missouri Pacific (MP) | Missouri Pacific (MP) | Kansas City, Wyandotte & Northwestern (MP) | Union Pacific-Central Branch (MP) |
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 | 15 | 5 | 1 | 1 |
Road Numbers | 312- /8551-8555 | 317-320/8509-8511, 8562, 8564+ | 327-331/8562-8566 | 4 / 8745 | 5/184/8719/8719 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 5 | 15 | 5 | 1 | 1 |
Builder | Rogers | Rhode Island | Rhode Island | New York | Rogers |
Year | 1882 | 1882 | 1883 | 1887 | 1879 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 9.50 / 2.90 | 9.50 / 2.90 | 9.50 / 2.90 | ||
Engine Wheelbase (ft / m) | 23.29 / 7.10 | 23.17 / 7.06 | 23.17 / 7.06 | ||
Ratio of driving wheelbase to overall engine wheelbase | 0.41 | 0.41 | 0.41 | ||
Overall Wheelbase (engine & tender) (ft / m) | 45.83 / 13.97 | 47.42 / 14.45 | 47.42 / 14.45 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 56,000 / 25,401 | 58,000 / 26,308 | 58,000 / 26,308 | 50,000 / 22,680 | 48,000 / 21,772 |
Engine Weight (lbs / kg) | 86,000 / 39,009 | 88,000 / 39,916 | 88,000 / 39,916 | 78,000 / 35,380 | 66,000 / 29,937 |
Tender Loaded Weight (lbs / kg) | 62,000 / 28,123 | 62,000 / 28,123 | 62,000 / 28,123 | 88,000 / 39,916 | 66,000 / 29,937 |
Total Engine and Tender Weight (lbs / kg) | 148,000 / 67,132 | 150,000 / 68,039 | 150,000 / 68,039 | 166,000 / 75,296 | 132,000 / 59,874 |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 3000 / 11.36 | 3000 / 11.36 | 3400 / 12.88 | 3000 / 11.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 7.50 / 7 | 7.50 / 7 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 47 / 23.50 | 48 / 24 | 48 / 24 | 42 / 21 | 40 / 20 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 58 / 1473 | 64 / 1626 | 64 / 1626 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 140 / 970 | 140 / 970 | 145 / 1000 | 140 / 970 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 22" / 483x559 | 19" x 22" / 483x559 | 19" x 22" / 483x559 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 16,295 / 7391.30 | 14,767 / 6698.21 | 15,295 / 6937.70 | 13,101 / 5942.52 | 13,101 / 5942.52 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.44 | 3.93 | 3.79 | 3.82 | 3.66 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 180 - 2" / 51 | 192 - 2" / 51 | 192 - 2" / 51 | 179 - 2" / 51 | 148 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 10.29 / 3.14 | 10.85 / 3.31 | 10.85 / 3.31 | 11 / 3.35 | 10.83 / 3.30 |
Firebox Area (sq ft / m2) | 125 / 11.62 | 121 / 11.25 | 121 / 11.25 | ||
Grate Area (sq ft / m2) | 19.70 / 1.83 | 20 / 1.86 | 20.20 / 1.88 | 16.60 / 1.54 | 13.70 / 1.27 |
Evaporative Heating Surface (sq ft / m2) | 1108 / 102.97 | 1206 / 112.08 | 1206 / 112.08 | 1092 / 101.49 | 776 / 72.12 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1108 / 102.97 | 1206 / 112.08 | 1206 / 112.08 | 1092 / 101.49 | 776 / 72.12 |
Evaporative Heating Surface/Cylinder Volume | 153.46 | 167.04 | 167.04 | 173.06 | 122.98 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2758 | 2800 | 2929 | 2324 | 1918 |
Same as above plus superheater percentage | 2758 | 2800 | 2929 | 2324 | 1918 |
Same as above but substitute firebox area for grate area | 17,500 | 16,940 | 17,545 | ||
Power L1 | 3248 | 3746 | 3880 | ||
Power MT | 255.74 | 284.78 | 294.96 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 5 | 6 | 6, 2 | 698/E-62 | 72 / 407 / 8803 |
Locobase ID | 10068 | 10070 | 10064 | 6733 | 10067 |
Railroad | Little Rock, Mississippi River & Texas (MP) | Arkansas Midland (MP) | Kansas City, Wyandotte & Northwestern (MP) | Saint Louis, Iron Mountain & Southern (MP) | Saint Louis, Iron Mountain & Southern (MP) |
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 | 8 | 4 | 5 | 12 | 7 |
Road Numbers | 5-12 / 8815-8820 | 6-9/8824, 8826-8828 | 6-10, 2-3/8727-8732, 8748-8749 | 698-709/8601-8612 | 72-76, 79-80 / 407-11, 418-19/8803+ |
Gauge | Std | Std | Std | Std | Std |
Number Built | 8 | 4 | 5 | 12 | 7 |
Builder | William Mason | Burnham, Williams & Co | Burnham, Parry, Williams & Co | several | Grant |
Year | 1880 | 1892 | 1887 | 1895 | 1879 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 8 / 2.44 | 8 | 9 / 2.74 | ||
Engine Wheelbase (ft / m) | 21.67 / 6.61 | 22.42 | 24.19 / 7.32 | ||
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.36 | 0.37 | ||
Overall Wheelbase (engine & tender) (ft / m) | 44.19 / 13.47 | 44.50 | 48.60 / 14.81 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 40,000 / 18,144 | 51,400 / 23,315 | 48,000 / 21,772 | 80,000 / 36,287 | 44,000 / 19,958 |
Engine Weight (lbs / kg) | 68,000 / 30,844 | 78,000 / 35,380 | 78,000 / 35,380 | 126,000 / 57,153 | 72,000 / 32,659 |
Tender Loaded Weight (lbs / kg) | 38,000 / 17,237 | 58,000 / 26,308 | 90,000 / 40,823 | 92,400 / 41,912 | 36,000 / 907 |
Total Engine and Tender Weight (lbs / kg) | 106,000 / 48,081 | 136,000 / 61,688 | 168,000 / 76,203 | 218,400 / 99,065 | 108,000 / 33,566 |
Tender Water Capacity (gals / ML) | 2000 / 7.58 | 2900 / 10.98 | 3600 / 13.64 | 4000 / 15.15 | 2400 / 0.03 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | ||||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 33 / 16.50 | 43 / 21.50 | 40 / 20 | 67 / 33.50 | 37 / 18.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 62.75 / 1595 | 62.75 / 1595 | 64 / 1626 | 69 / 1753 | 64 / 1626 |
Boiler Pressure (psi / kPa) | 140 / 970 | 140 / 970 | 140 / 970 | 180 / 1240 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 24" / 406x610 | 16" x 24" / 406x610 | 17" x 24" / 432x610 | 18" x 24" / 457x610 | 16" x 24" / 406x610 |
Tractive Effort (lbs / kg) | 11,652 / 5285.26 | 11,652 / 5285.26 | 12,897 / 5849.99 | 17,242 / 7820.85 | 11,424 / 5181.85 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.43 | 4.41 | 3.72 | 4.64 | 3.85 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 148 - 2" / 51 | 161 - 2" / 51 | 167 - 2" / 51 | 256 - 2" / 51 | 138 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.17 / 3.40 | 10.92 / 3.33 | 11 / 3.35 | 11.75 / 3.58 | 11.58 / 3.53 |
Firebox Area (sq ft / m2) | 115.50 / 10.73 | 135 / 12.55 | 160 / 14.87 | ||
Grate Area (sq ft / m2) | 15.50 / 1.44 | 15.30 / 1.42 | 16.90 / 1.57 | 17 / 1.58 | 14.10 / 1.31 |
Evaporative Heating Surface (sq ft / m2) | 1092 / 101.49 | 1031 / 95.82 | 1092 / 101.49 | 1724 / 160.22 | 1031 / 95.82 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1092 / 101.49 | 1031 / 95.82 | 1092 / 101.49 | 1724 / 160.22 | 1031 / 95.82 |
Evaporative Heating Surface/Cylinder Volume | 195.35 | 184.44 | 173.06 | 243.85 | 184.44 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2170 | 2142 | 2366 | 3060 | 1974 |
Same as above plus superheater percentage | 2170 | 2142 | 2366 | 3060 | 1974 |
Same as above but substitute firebox area for grate area | 16,170 | 18,900 | 28,800 | ||
Power L1 | 4213 | 4182 | 7390 | ||
Power MT | 361.40 | 384.16 | 407.30 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 8653 | 8654 | 8710 | 8714 | 8736 |
Locobase ID | 10055 | 10056 | 10061 | 10060 | 10065 |
Railroad | Missouri Pacific (MP) | Missouri Pacific (MP) | Missouri Pacific (MP) | Missouri Pacific (MP) | Missouri Pacific (MP) |
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 | 5 | 1 | 1 |
Road Numbers | 8653 | 8654 | 8710-8713, 8716 | 8714 | 8736 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 1 | 5 | 1 | 1 |
Builder | Rogers | Hinkley | Rogers | Rogers | Missouri Pacific |
Year | 1892 | 1887 | 1888 | 1891 | 1891 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 8.75 / 2.67 | 8.75 / 2.67 | 8 / 2.44 | 8.67 / 2.64 | |
Engine Wheelbase (ft / m) | 24.19 / 7.37 | 23.08 / 7.03 | 22.33 / 6.81 | 22.96 / 7 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.36 | 0.38 | 0.36 | 0.38 | |
Overall Wheelbase (engine & tender) (ft / m) | 48.73 / 14.85 | 45.27 / 13.80 | 47.29 / 14.41 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 68,000 / 30,844 | 78,000 / 35,380 | 52,000 / 23,587 | 54,000 / 24,494 | 52,000 / 23,587 |
Engine Weight (lbs / kg) | 108,000 / 48,988 | 94,000 / 42,638 | 78,000 / 35,380 | 86,000 / 39,009 | 78,000 / 35,380 |
Tender Loaded Weight (lbs / kg) | 75,000 / 34,019 | 79,000 / 35,834 | 64,000 / 29,030 | 76,000 / 34,473 | 62,000 / 28,123 |
Total Engine and Tender Weight (lbs / kg) | 183,000 / 83,007 | 173,000 / 78,472 | 142,000 / 64,410 | 162,000 / 73,482 | 140,000 / 63,503 |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 4000 / 15.15 | 2900 / 10.98 | 3000 / 11.36 | 3600 / 13.64 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2500 / 9463 | 8 / 7 | 6 / 6 | 8 / 7 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 57 / 28.50 | 65 / 32.50 | 43 / 21.50 | 45 / 22.50 | 43 / 21.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 67 / 1702 | 67 / 1702 | 64 / 1626 | 64 / 1626 | 64 / 1626 |
Boiler Pressure (psi / kPa) | 150 / 1030 | 150 / 1030 | 140 / 970 | 122 / 840 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 14,798 / 6712.27 | 14,798 / 6712.27 | 12,897 / 5849.99 | 11,238 / 5097.48 | 12,897 / 5849.99 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.60 | 5.27 | 4.03 | 4.81 | 4.03 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 234 - 2" / 51 | 217 - 2" / 51 | 157 - 2" / 51 | 172 - 2" / 51 | 180 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 12.08 / 3.68 | 11.50 / 3.51 | 11.17 / 3.40 | 11.33 / 3.45 | 11.33 / 3.45 |
Firebox Area (sq ft / m2) | 118 / 10.96 | 110 / 10.22 | 165 / 15.33 | 120 / 11.15 | |
Grate Area (sq ft / m2) | 16.80 / 1.56 | 14.80 / 1.38 | 17 / 1.58 | 15.20 / 1.41 | |
Evaporative Heating Surface (sq ft / m2) | 1573 / 146.19 | 1180 / 109.67 | 1031 / 95.82 | 1180 / 109.67 | 1180 / 109.67 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1573 / 146.19 | 1180 / 109.67 | 1031 / 95.82 | 1180 / 109.67 | 1180 / 109.67 |
Evaporative Heating Surface/Cylinder Volume | 222.49 | 166.90 | 163.39 | 187.00 | 187.00 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2520 | 2072 | 2074 | 2128 | |
Same as above plus superheater percentage | 2520 | 2072 | 2074 | 2128 | |
Same as above but substitute firebox area for grate area | 17,700 | 15,400 | 20,130 | 16,800 | |
Power L1 | 5125 | 3742 | 4135 | 4213 | |
Power MT | 332.31 | 317.30 | 337.63 | 357.23 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 8821 | C/E 18/24 68C - small | Cantabogue | E - 67 - 17.8 | E 16/24 52A |
Locobase ID | 10069 | 6889 | 6885 | 7764 | 6886 |
Railroad | Missouri Pacific (MP) | International & Great Northern (MP) | International & Great Northern (MP) | Saint Louis, Brownsville & Mexico (MP) | International & Great Northern (MP) |
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 | 2 | 1 | 3 | 5 |
Road Numbers | 8821, 8823 | 108-109/921-922 | 12 | 925-927 | 22, 39, 48, 57-58 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 2 | 1 | 5 | |
Builder | Hinkley | I&GN | Rogers | SLB&M | I&GN |
Year | 1887 | 1898 | 1873 | 1920 | 1904 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 9 / 2.74 | 8 / 2.44 | 9.08 / 2.77 | 9 / 2.74 | |
Engine Wheelbase (ft / m) | 23.96 / 7.30 | 21.65 / 6.60 | 24.29 / 7.40 | 23.58 / 7.19 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.37 | 0.37 | 0.38 | |
Overall Wheelbase (engine & tender) (ft / m) | 46.71 / 14.24 | 52.17 / 15.90 | 43.83 / 13.36 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 50,000 / 22,680 | 68,000 / 30,844 | 38,000 / 17,237 | 74,300 / 33,702 | 52,000 / 23,587 |
Engine Weight (lbs / kg) | 78,000 / 35,380 | 104,000 / 47,174 | 62,000 / 28,123 | 118,500 / 53,751 | 88,000 / 39,916 |
Tender Loaded Weight (lbs / kg) | 58,000 / 26,308 | 88,000 / 39,916 | 137,000 / 62,142 | 92,000 / 41,731 | |
Total Engine and Tender Weight (lbs / kg) | 136,000 / 61,688 | 192,000 / 87,090 | 255,500 / 115,893 | 180,000 / 81,647 | |
Tender Water Capacity (gals / ML) | 2600 / 9.85 | 4000 / 15.15 | 1600 / 6.06 | 6000 / 22.73 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 2 / 2 | 2180 / 8251 | 9 / 8 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 42 / 21 | 57 / 28.50 | 32 / 16 | 62 / 31 | 43 / 21.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 64 / 1626 | 62 / 1575 | 55 / 1397 | 68 / 1727 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 140 / 970 | 160 / 1100 | 120 / 830 | 180 / 1240 | 160 / 1100 |
High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 24" / 406x610 | 18" x 24" / 457x610 | 15" x 22" / 381x559 | 18" x 24" / 457x610 | 16" x 24" / 406x610 |
Tractive Effort (lbs / kg) | 11,424 / 5181.85 | 17,057 / 7736.93 | 9180 / 4163.98 | 17,496 / 7936.06 | 13,263 / 6016.00 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.38 | 3.99 | 4.14 | 4.25 | 3.92 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 166 - 2" / 51 | 188 - 2" / 51 | 121 - 2" / 51 | 128 - 2" / 51 | 148 - 2" / 51 |
Flues (number - dia) (in / mm) | 18 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 11.50 / 3.51 | 11.83 / 3.61 | 11.17 / 3.40 | 12.02 / 3.66 | 10.78 / 3.29 |
Firebox Area (sq ft / m2) | 97.50 / 9.06 | 104 / 9.67 | 72 / 6.69 | 149.60 / 13.90 | 100 / 9.29 |
Grate Area (sq ft / m2) | 16.50 / 1.53 | 17 / 1.58 | 13 / 1.21 | 18.70 / 1.74 | 15.50 / 1.44 |
Evaporative Heating Surface (sq ft / m2) | 1092 / 101.49 | 1268 / 117.84 | 782 / 72.68 | 1260 / 117.10 | 936 / 86.99 |
Superheating Surface (sq ft / m2) | 214 / 19.89 | ||||
Combined Heating Surface (sq ft / m2) | 1092 / 101.49 | 1268 / 117.84 | 782 / 72.68 | 1474 / 136.99 | 936 / 86.99 |
Evaporative Heating Surface/Cylinder Volume | 195.35 | 179.35 | 173.78 | 178.22 | 167.44 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2310 | 2720 | 1560 | 3366 | 2480 |
Same as above plus superheater percentage | 2310 | 2720 | 1560 | 3871 | 2480 |
Same as above but substitute firebox area for grate area | 13,650 | 16,640 | 8640 | 30,967 | 16,000 |
Power L1 | 4220 | 4181 | 2792 | 11,351 | 4316 |
Power MT | 372.14 | 271.10 | 323.96 | 673.61 | 365.97 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | E 16/24 56A | E 16/24 58A | E 18/24 68C | E 18/24 68C - 180 | E-63 - 15.0 |
Locobase ID | 6785 | 6784 | 6887 | 6888 | 7769 |
Railroad | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) | Saint Louis, Brownsville & Mexico (MP) |
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 | 14 | 6 | 2 | 6 |
Road Numbers | 60 | 41-44, 48-57/902, 907-908 | 101-106 | 105-106 | 6-11/910-912, 952-955 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 14 | 6 | 2 | 6 |
Builder | I & GN | Rogers | Schenectady | Schenectady | Burnham, Williams & Co |
Year | 1891 | 1880 | 1890 | 1890 | 1905 |
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 | 8.25 / 2.51 |
Engine Wheelbase (ft / m) | 24.04 / 7.33 | 24.04 / 7.33 | 23.96 / 7.30 | 23.96 / 7.30 | 22.25 / 6.78 |
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.37 | 0.38 | 0.38 | 0.37 |
Overall Wheelbase (engine & tender) (ft / m) | 47.29 / 14.41 | 47.29 / 14.41 | 46.71 / 14.24 | 46.71 / 14.24 | 53.44 / 16.29 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 66,000 / 29,937 | 53,000 / 24,040 | 68,000 / 30,844 | 68,000 / 30,844 | 58,480 / 26,526 |
Engine Weight (lbs / kg) | 100,000 / 45,359 | 90,000 / 40,823 | 104,000 / 47,174 | 104,000 / 47,174 | 92,910 / 42,143 |
Tender Loaded Weight (lbs / kg) | 88,000 / 39,916 | 73,000 / 33,112 | 88,000 / 39,916 | 88,000 / 39,916 | 103,000 / 46,720 |
Total Engine and Tender Weight (lbs / kg) | 188,000 / 85,275 | 163,000 / 73,935 | 192,000 / 87,090 | 192,000 / 87,090 | 195,910 / 88,863 |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 3200 / 12.12 | 4000 / 15.15 | 4000 / 15.15 | 5500 / 20.83 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 7 / 6 | 9 / 8 | 9 / 8 | 2466 / 9334 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 55 / 27.50 | 44 / 22 | 57 / 28.50 | 57 / 28.50 | 49 / 24.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 63 / 1600 | 63 / 1600 | 62 / 1575 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 155 / 1070 | 130 / 900 | 150 / 1030 | 180 / 1240 | 160 / 1100 |
High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 24" / 406x610 | 16" x 24" / 406x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 12,849 / 5828.22 | 10,776 / 4887.92 | 15,737 / 7138.19 | 19,189 / 8703.99 | 14,973 / 6791.65 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.14 | 4.92 | 4.32 | 3.54 | 3.91 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 188 - 2" / 51 | 190 - 2" / 51 | 240 - 2" / 51 | 227 - 2" / 51 | 187 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.83 / 3.61 | 11.83 / 3.61 | 12 / 3.66 | 12 / 3.66 | 10.92 / 3.33 |
Firebox Area (sq ft / m2) | 104 / 9.67 | 104 / 9.67 | 106 / 9.85 | 152 / 14.13 | 119.10 / 11.06 |
Grate Area (sq ft / m2) | 17 / 1.58 | 17 / 1.58 | 18 / 1.67 | 19.40 / 1.80 | 16.49 / 1.53 |
Evaporative Heating Surface (sq ft / m2) | 1268 / 117.84 | 1181 / 109.76 | 1613 / 149.91 | 1578 / 146.65 | 1186 / 110.22 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1268 / 117.84 | 1181 / 109.76 | 1613 / 149.91 | 1578 / 146.65 | 1186 / 110.22 |
Evaporative Heating Surface/Cylinder Volume | 226.83 | 211.27 | 228.15 | 223.20 | 187.96 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2635 | 2210 | 2700 | 3492 | 2638 |
Same as above plus superheater percentage | 2635 | 2210 | 2700 | 3492 | 2638 |
Same as above but substitute firebox area for grate area | 16,120 | 13,520 | 15,900 | 27,360 | 19,056 |
Power L1 | 5206 | 4154 | 4774 | 6151 | 4743 |
Power MT | 347.80 | 345.58 | 309.55 | 398.84 | 357.61 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | E-69 | J E Bradford | T E Herrick |
Locobase ID | 7763 | 6728 | 14328 |
Railroad | Missouri Pacific (MP) | Saint Louis, Iron Mountain & Southern (MP) | Midland Pennsylvania |
Country | USA | USA | USA |
Whyte | 4-4-0 | 4-4-0 | 4-4-0 |
Number in Class | 6 | 2 | 1 |
Road Numbers | 935-940 | 10, 12, 14/210,212, 14/468-471/8808 | 1 |
Gauge | Std | Std | Std |
Number Built | 2 | 1 | |
Builder | MP | Danforth, Cooke | Baldwin |
Year | 1915 | 1872 | 1914 |
Valve Gear | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 8.50 / 2.59 | 8 / 2.44 | 8.50 / 2.59 |
Engine Wheelbase (ft / m) | 23.83 / 7.26 | 21.67 / 6.61 | 22.58 / 6.88 |
Ratio of driving wheelbase to overall engine wheelbase | 0.36 | 0.37 | 0.38 |
Overall Wheelbase (engine & tender) (ft / m) | 58.25 / 17.75 | 44.19 / 13.47 | 49 / 14.94 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||
Weight on Drivers (lbs / kg) | 90,400 / 41,005 | 45,000 / 20,412 | 76,000 / 34,473 |
Engine Weight (lbs / kg) | 137,400 / 62,324 | 70,000 / 31,752 | 115,000 / 52,163 |
Tender Loaded Weight (lbs / kg) | 115,400 / 52,345 | 48,000 / 21,772 | 80,000 / 36,287 |
Total Engine and Tender Weight (lbs / kg) | 252,800 / 114,669 | 118,000 / 53,524 | 195,000 / 88,450 |
Tender Water Capacity (gals / ML) | 6000 / 22.73 | 2000 / 7.58 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2300 / 8706 | 6 / 6 | 6 / 6 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 75 / 37.50 | 38 / 19 | 63 / 31.50 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 69 / 1753 | 63 / 1600 | 68 / 1727 |
Boiler Pressure (psi / kPa) | 190 / 1310 | 145 / 1000 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 16" x 24" / 406x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 19,717 / 8943.49 | 12,020 / 5452.19 | 18,468 / 8376.95 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.58 | 3.74 | 4.12 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 146 - 2" / 51 | 135 - 2" / 51 | 267 - 2" / 51 |
Flues (number - dia) (in / mm) | 21 - 5.375" / 137 | ||
Flue/Tube length (ft / m) | 12.17 / 3.71 | 11.17 / 3.40 | 11.62 / 3.54 |
Firebox Area (sq ft / m2) | 161 / 14.96 | 105 / 9.76 | 142 / 13.19 |
Grate Area (sq ft / m2) | 30 / 2.79 | 14.60 / 1.36 | 29.30 / 2.72 |
Evaporative Heating Surface (sq ft / m2) | 1450 / 134.76 | 858 / 79.74 | 1756 / 163.14 |
Superheating Surface (sq ft / m2) | 376 / 34.94 | ||
Combined Heating Surface (sq ft / m2) | 1826 / 169.70 | 858 / 79.74 | 1756 / 163.14 |
Evaporative Heating Surface/Cylinder Volume | 189.30 | 153.49 | 248.37 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 5700 | 2117 | 5567 |
Same as above plus superheater percentage | 6897 | 2117 | 5567 |
Same as above but substitute firebox area for grate area | 37,014 | 15,225 | 26,980 |
Power L1 | 16,085 | 3767 | 7511 |
Power MT | 784.54 | 369.10 | 435.76 |