Saratoga & Whitehall 4-4-0 "American" Locomotives in the USA

Class Details by Steve Llanso of Sweat House Media

Class Talisman (Locobase 2553)

Data from John H White, Jr, A History of the American Locomotive: Its Development: 1830-1880 (New York: Dover Publications, 1979 - original publication in 1968).

Profiled in White, this engine is not attributed to any particular railroad (although the Erie was a 6-foot gauge railroad). Later research in rosters prepared by Gene Connelly, GM Best and Robert Dubits, Jr; and Al Weber (all supplied to Locobase by Allen Stanley in August 2013) reveal that this was NJLW works number 185 from April 1857.

It is typical of the period, although it has a variation of the Stephenson link valve motion invented by H. Uhry & HA Luttgens (US Patent 12564 issued 20 March 1855). Although claimed to reduce fuel consumption by making fuller use of the steam, no real difference was noted. Moreover, the gear was expensive and the valve speed governor, a cam, tended to slip. Otherwise, the locomotive was typical of Paterson, New Jersey practice. (Paterson was then a major locomotive manufacturing center.)

The S&W succeeded to the Saratoga & Fort Edward in 1855. Its main line linked Saratoga Springs, NY--already a fashionable country getaway--to Castleton, Vt about 52 1/2 miles (84.5 km) away (the five miles from Fair Haven to Whitehall was leased from the Rutland & Whitehall). In 1866, the S&W was combined with the Troy, Salem and Rutland and the Rensselaer & Saratoga. Ultimately, these lines would all be owned and operated by the Delaware & Hudson.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID2553
RailroadSaratoga & Whitehall
Number in Class1
Road Numbers
Number Built1
BuilderNew Jersey Locomotive
Valve GearUhry-Luttgens
Locomotive Length and Weight
Driver Wheelbase (ft / m) 7.20 / 2.19
Engine Wheelbase (ft / m)20 / 6.10
Ratio of driving wheelbase to overall engine wheelbase 0.36
Overall Wheelbase (engine & tender) (ft / m)48.33 / 14.73
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)
Engine Weight (lbs / kg)
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)66 / 1676
Boiler Pressure (psi / kPa)120 / 8.30
High Pressure Cylinders (dia x stroke) (in / mm)17" x 22" / 432x559
Tractive Effort (lbs / kg)9826 / 4457.00
Factor of Adhesion (Weight on Drivers/Tractive Effort)
Heating Ability
Tubes (number - dia) (in / mm)153 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)11 / 3.35
Firebox Area (sq ft / m2)69.50 / 6.46
Grate Area (sq ft / m2)17.25 / 1.60
Evaporative Heating Surface (sq ft / m2)946 / 87.92
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)946 / 87.92
Evaporative Heating Surface/Cylinder Volume163.67
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation2070
Same as above plus superheater percentage2070
Same as above but substitute firebox area for grate area8340
Power L12954
Power MT

All material Copyright ©
Wes Barris