Data from American Engineer & Railroad Journal, Vol LXVIII, No 4 (April 1894) and DeGolyer, Vol 17, p. 200.Works numbers were 12472-12473, 12480, 12483, 12490 in February 1892.
The AERJ account compares this locomotive with the simple-expansion #138 (Locobase 5708). Charles M Jacobs, consulting engineer, found that this Vauclain compound version showed a 37.2% decrease in coal consumption and 17.2% decrease in water use. He doesn't comment on the higher boiler pressure used in the compound (180 psi vs 145 psi) and whether that difference might have affected the results. He does note that all of the runs took place in conditions "adverse to the compound engine."
Data from American Engineer & Railroad Journal, Vol LXVIII, No 4 (April 1894) and DeGolyer, Volume 17, p. 200. Works numbers were works numbers were 12454, 12453, 12456-12457, 12463 in February 1892.
The AERJ account compares the 138 with locomotive #145, a four-cylinder Vauclain compound shown in Locobase 5709. The table of trials shows that the safety valve on this simple-expansion engine was set at 145 psi while the compound's was set to blow at 180 psi. Wonder of wonders, the compound showed better fuel economy -- how much was related to using higher-pressure steam? The article doesn't say.
Data from 1899 Brooks catalogue. Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works numbers were 3229-3233 in June 1899
Camelback freight engine with the wide firebox (10 x 8 feet) burning fine anthracite coal. The catalogue gives the engine's rigid wheelbase as 6 feet, which implies lateral driving-axle boxes at least on the lead axle and flangeless drivers.
The class was scrapped beginning in October 1928 (127) and ending in January 1930 (124).
Data from "Classification and Description of Locomotives and Tenders", No 109-J (May 15, 1948), p 18, archived at [] . Works numbers were 57011-57016 in 1917.
Superheated update of the original G53 shown on Locobase 2969 and delivered eighteen years later. Walschaert outside constant-lead radial valve gear replaced the inside link; it operated the 12" (305 mm) piston valves.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 24, p. 270 and Volume 25, p. 190. Works numbers were 18961in May 1901; 20413-20416, 20485, 20489 in May 1902; 20496, 20547-20548 in June.
Three camelback Ten-wheelers were ordered in 1901, two of which rolled on 68" drivers; these are discussed in Locobase 12271. The third was the #5 of this entry, whose 72" drivers were the size adopted by the 12 produced in 1902. As noted in 12271, the boilers on these camelbacks were quite large for the type. However, direct heating surface Clearance questions figured in the specs as well with the later cab's curves to be flattened to the same dimensions as the #5.
A few of this class were rebuilt; these were 5, 8, and 9. All were retired in the late 1920s and 1930.
Two shown in Farrington's Railroading Coast-to-Coast (1976) where bare details are given. Camelbacks with tall drivers, inside valve gear and slide valves. Much more data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 23, p. 280. Works numbers were 18962-18963 in May 1901
This passenger design had one of the biggest boilers among camelback Ten-wheelers, but its grate was mid-sided. Its axle loading attained the big leagues too, topping 41,000 per adhesive axle. The Long Island ordered 3 locomotives for 1901 delivery. One had 72" drivers and would be joined by 12 others in 1902 (see Locobase 940). The two shown in this entry had smaller drivers, possibly for more effective commuter work.
Both were rebuilt -- 7 in 1915, 6 in 1923. 6 retired first in December 1926 with 7 following in March 1928
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | G52 - compound | G52 - simple | G53 | G53sd | G54sa |
Locobase ID | 5709 | 5708 | 2969 | 14455 | 940 |
Railroad | Long Island | Long Island | Long Island | Long Island | Long Island |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 5 | 5 | 6 | 15 | |
Road Numbers | 142-146 / 118-122 | 137-141/113-117 | 123-127 | 141-146 | 5, 8-19 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 5 | 5 | 6 | 15 | |
Builder | Burnham, Williams & Co | Burnham, Williams & Co | Brooks | Alco-Brooks | Burnham, Williams & Co |
Year | 1893 | 1893 | 1899 | 1917 | 1901 |
Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 10.83 | 10.83 / 3.30 | 13 / 3.96 | 13.58 / 4.14 | 13 / 3.96 |
Engine Wheelbase (ft / m) | 21.42 | 21.42 / 6.53 | 23.42 / 7.14 | 24 / 7.32 | 24.17 / 7.37 |
Ratio of driving wheelbase to overall engine wheelbase | 0.51 | 0.51 | 0.56 | 0.57 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 51.09 / 15.57 | 54.37 / 16.57 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 54,300 / 24,630 | ||||
Weight on Drivers (lbs / kg) | 78,700 / 35,698 | 78,700 / 35,698 | 115,000 / 52,163 | 150,500 / 68,266 | 124,000 / 56,246 |
Engine Weight (lbs / kg) | 106,150 / 48,149 | 106,150 / 48,149 | 151,000 / 68,493 | 188,800 / 85,638 | 160,000 / 72,575 |
Tender Loaded Weight (lbs / kg) | 67,000 / 30,391 | 67,000 / 30,391 | 90,000 / 40,823 | 90,000 / 40,823 | |
Total Engine and Tender Weight (lbs / kg) | 173,150 / 78,540 | 173,150 / 78,540 | 241,000 / 109,316 | 278,800 / 126,461 | |
Tender Water Capacity (gals / ML) | 3000 | 3000 / 11.36 | 4000 / 15.15 | 4000 / 15.15 | 5000 / 18.94 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8.50 / 8 | 8.50 / 8 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 44 / 22 | 44 / 22 | 64 / 32 | 84 / 42 | 69 / 34.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 60.60 / 1539 | 60.60 / 1539 | 60.50 / 1537 | 60.50 / 1537 | 72 / 1829 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 145 / 1000 | 180 / 1240 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 12" x 24" / 305x610 | 18" x 24" / 457x610 | 21" x 26" / 533x660 | 21.5" x 26" / 546x660 | 20" x 26" / 508x660 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | ||||
Tractive Effort (lbs / kg) | 12,832 / 5820.50 | 15,815 / 7173.57 | 28,997 / 13152.83 | 33,771 / 15318.29 | 24,556 / 11138.43 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.13 | 4.98 | 3.97 | 4.46 | 5.05 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 200 - 2.25" / 57 | 200 - 2.25" / 57 | 272 - 2" / 51 | 198 - 2" / 51 | 339 - 2" / 51 |
Flues (number - dia) (in / mm) | 28 - 5.5" / 140 | ||||
Flue/Tube length (ft / m) | 11.71 / 3.57 | 11.71 / 3.57 | 13.35 / 4.07 | 13.35 / 4.07 | 14.92 / 4.55 |
Firebox Area (sq ft / m2) | 126 / 11.71 | 126 / 11.71 | 141 / 13.10 | 165.50 / 15.38 | 171.20 / 15.91 |
Grate Area (sq ft / m2) | 22.25 / 2.07 | 22.25 / 2.07 | 69.50 / 6.46 | 65.22 / 6.06 | 74.90 / 6.96 |
Evaporative Heating Surface (sq ft / m2) | 1343 / 124.81 | 1343 / 124.77 | 2030 / 188.66 | 2063 / 191.66 | 2804 / 260.59 |
Superheating Surface (sq ft / m2) | 416 / 38.65 | ||||
Combined Heating Surface (sq ft / m2) | 1343 / 124.81 | 1343 / 124.77 | 2030 / 188.66 | 2479 / 230.31 | 2804 / 260.59 |
Evaporative Heating Surface/Cylinder Volume | 427.25 | 189.96 | 194.82 | 188.75 | 296.72 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4005 | 3226 | 12,510 | 13,044 | 14,980 |
Same as above plus superheater percentage | 4005 | 3226 | 12,510 | 15,261 | 14,980 |
Same as above but substitute firebox area for grate area | 22,680 | 18,270 | 25,380 | 38,727 | 34,240 |
Power L1 | 4110 | 4087 | 4764 | 12,241 | 9295 |
Power MT | 345.40 | 343.47 | 273.99 | 537.94 | 495.77 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | G54sb |
Locobase ID | 12271 |
Railroad | Long Island |
Country | USA |
Whyte | 4-6-0 |
Number in Class | 2 |
Road Numbers | 6-7 |
Gauge | Std |
Number Built | 2 |
Builder | Burnham, Williams & Co |
Year | 1901 |
Valve Gear | Stephenson |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 13 / 3.96 |
Engine Wheelbase (ft / m) | 24.17 / 7.37 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 124,000 / 56,246 |
Engine Weight (lbs / kg) | 160,000 / 72,575 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | |
Tender Water Capacity (gals / ML) | 5000 / 18.94 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 69 / 34.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 68 / 1829 |
Boiler Pressure (psi / kPa) | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 |
Tractive Effort (lbs / kg) | 26,000 / 11793.42 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.77 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 339 - 2" / 51 |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | 14.92 / 4.55 |
Firebox Area (sq ft / m2) | 171.20 / 15.91 |
Grate Area (sq ft / m2) | 74.90 / 6.96 |
Evaporative Heating Surface (sq ft / m2) | 2804 / 260.59 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 2804 / 260.59 |
Evaporative Heating Surface/Cylinder Volume | 296.72 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 14,980 |
Same as above plus superheater percentage | 14,980 |
Same as above but substitute firebox area for grate area | 34,240 |
Power L1 | 8779 |
Power MT | 468.25 |