Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers 3744-3751 in January 1901; 3786-37 in March 1901.
The first 14 of this class -- originally numbered in the 1100s -- had piston valves; the latter 15 -- 1601-1615 -- were equipped with slide valves. These were the last of the MoPac's passenger Ten-wheelers and they operated until the mid-1930s.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2568-2570 in January 1880; 2571 in February; 2666-2667, 2671-2672, 2676 in December; 2772-2776, 2779 in July 1881; 3121-3122 in October 1882
Classic early-80s Ten-wheeler with the dome right over the firebox and the firebox shoved down between the 2nd and 3rd axles.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p. 249. Works numbers were 9764-9765 in January 1889.
This pair of small Ten-wheelers served the KC, W & NW for several years. The railway extended northwest from Kansas City in the direction of the Black Hills of South Dakota as far as Virginia City, Nebraska, where it connected with the Rock Island.
Unfortunately for its backers, the railway failed and was bought up by the Jay Gould-controlled Missouri Pacific in 1894. At that point it was renamed simply Kansas City Northwestern. Its fortunes never really improved and the line was abandoned in October 1919 and its rails actually taken up some time in the 1920s.
As for the pair of Ten-wheelers described here, they shed a few tubes in a later rebuilding, winding up with 225.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 13, pp.141. See also Larry LeMasters, "Little Rock and Fort Smith Railroad", in the Encyclopedia of Arkansas websit at [], last accessed 18 April 2021. (Thanks to Philip Bushdiecker for his 18 April 2021 email noting the differences in firebox dimensions between 17 and 18 and other comments that led to reworking this entry under a new Locobase number.) Works numbers were 7601 in May 1885 and 8248 in November 1886.
In his research, Philip Bushdiecker discovered that the first two Ten-wheelers delivered from Philadelphia to the LR&FS had a shorter firebox than the 18. Locobase had not noticed that difference when he applied the firebox heating surface area from 18 (Locobase 11865), which had full heating surface details to the 17, whose specification did not have that information.
So he's added this entry to line up the correct grate and firebox areas with the proper locomotive. As he did so, he saw that Bushdiecker had found that 14 was essentially identical to the 17. So the two short-firebox engines now appear in this entry.
In early 1887, not long after the 17 arrived on the LR&FS, famed (and infamous) railroad speculator Jay Gould bought the railroad as part of his growing network of Arkansas railroads that included the St Louis, Iron Mountain & Southern and the Missouri Pacific.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 13, pp.141 & 193. (Thanks to Philip Bushdiecker for his 18 April 2021 email noting the differences in firebox dimensions between 17 and 18.) Works number was 8415 in March 1887.
Philip Bushdiecker's research determined that the 18's firebox was a foot longer than that of the 14 and 17 now shown in Locobase 16535. This increase created more grate area and firebox area. In the same order, another freight Ten-wheeler was built for the St Louis, Iron Mountain & Southern as their 628. It appears in Locobase 16536.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 16, p. 25. Works numbers were 10812 and 10814 in April 1890.
This pair of Ten-wheelers preceded a larger class that went to the Missouri Pacific later in the year (Locobase 10039). Delivered with 20" (508 mm) cylinders, but soon reduced to 18" (457 mm). Very soon after the two engines arrived on the KCW&NW, they were sold in 1891 as a set to the Chicago & Grand Trunk as their class A1 and renumbered 152-153. The two were renumbered 1241-1242 in 1898-1891 and 1287-1288.
After the Grand Truck was absorbed by the Canadian National in 1920, the 1288 was scrapped, but 1287 was redesignated G-19-a in 1923 and renumbered 1167.
Data from DeGolyer, Volume 27, p. 29. Works numbers were 24144, 24148, 24163 in April 1906; 24189, 24195 in May.
This quintet of Ten-wheelers soon went to the Trinity & Brazos Valley as a class in 1907, were renumbered, and operated on that road for decades. The Boll Weevil scrapped the 54 in June 1929, then suffered its own transformation in 1930 as it was reorganized as the Burlington-Rock Island. The class shrank as 56 was scrapped in 1931, 55 in 1937, 53 in 1939, and 52 in 1944.
Data from MP 1953ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 7096 shows the dozen saturated-boiler Ten-wheelers in this class when they arrived in 1905-1907.
Data from MP 1953ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 31, p. 62. 25887-25888 in June 1905; 25961 in July; 27134-27135, 27151-27152 in December; 32052-32053, 32071-32072 in October 1907; 32118 in November.
Small mixed-traffic Ten-wheelers for an MP subsidiary. Baldwin delivered these Ten-wheelers and the Eight-wheelers shown in Locobase 7769 with equipment from several suppliers, according to the Railroad Gazette of 27 October 1905 (p. 132).
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
In addition, the specs show the engines were equipped with Nathan Type 963 A 1030 chime whistles.
A later note reported that a heater pipe was missing from the tender's oil tank.
Some time after they entered service, four of the class aquired superheaters; see Locobase 16534. The entire class was scrapped in the mid-1930s.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4630 and 4701 in May 1892 and 4844-4845 in April 1893.
Bought by the MP in 1910, this locomotive had entered service in 1892. A decade after its arrival, the KCW&G became the St Louis, Watkins & Gulf in June 1902. In 1909, the StLW&G came into the Missouri Pacific.
NB: EHS is tube heating surface only.
Data from "Rogers Locomotive for the Missouri Pacific", Railroad Gazette, Volume XXX [30], No. 42 (21 October 1898), p. 761; and MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5300-5304, 5307-5312 in September 1898; 5313-5316 in October.
These Ten-wheel freighters had a good deal more heating surface area than the 1893 Rogers engines supplied to the International Great Northern (Locobase 6893). Thicker tires increased driver diameter to 61" (1,549 mm). By the 1940s, firebox heating surface area in all of the class had increased with 12 sq ft (1.11 sq m) of arch tubes, raising the total to 172 sq ft (15.98 sq m). 2511 later received a new firebox which replaced the arch tubes with a thermic syphon that added 24 sq ft (2.23 sq m) for a total direct heating surface area of 183 sq ft (17.00 sq m).
Although small and low-drivered, the class filled a niche, working on former StLIM&S rail for 30 years or so. Ten retired in the 1930s, but the other five--2504, 2506, 2511, 2513-2514--operated through World War II before being retired in 1946-1947.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 13, pp.141 & 193. (Thanks to Philip Bushdiecker for his 18 April 2021 email noting the differences in firebox dimensions between 17 and 18.) Works number was 8598 in June 1887.
As he straightened out Locobase's confusion about Little Rock & Fort Smith freight Ten-wheelers 14, 17 (Locobase 16535) and 18 (Locobase 11865), Philip Bushdiecker brought the 628's presence in the Baldwin spec same order. Since it was always intended for the StLIM&S, Locobase added this entry to account for its different origin.
All four engines used an extended smokebox (then a relatively new innovation) to aid in drafting, but the 18 and 628 had longer fireboxes that increased grate area and direct heating surface area.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p. 248. Works numbers were 9766, 9768-9769, 9771, 9774, 9777 in January 1889; 10067, 10069-10070, 10072-10073, 10076-10078 in June; 10103, 10106, 10108-10111, 10114 in July; 10160, 10162, 10165, 10169, 10254-10255, 10262, 10265, 10297, 10303 in August; 11408 in November 1890; and, 11414-11416 in December.
Thirty Ten-wheelers of a basic Baldwin design. They were delivered with 256 tubes, safety valves set at 130 psi, and a long, shallow firebox. A later update that may have included a new boiler had two fewer tubes.
2701 was sold to the New Orleans & Lower Coast in the 1920s. 2702 operated on the St 2736 later went to the Arkansas Railroad, then the Cadiz Railroad in Missouri where it operated as #12 until March 1953.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 10. Works numbers were 12738-12740, 12744, 12746-12749, 12755-12759, 12767-12768, 12771-12773, 12778-12780, 12782-12784, 12790-12791 in June 1892; 12799-12801, 12810, 12815, 12816, 12822 in July.
In the Baldwin specs, the tender's capacity amounted to 3,600 US gallons (13,626 litres), firebox heating surface area was 128.8 sq ft (11.97 sq m), and driver diameter measured 55" (1,397 mm).
The Graysonia Nashville & Ashdown first leased the 2630, then bought it outright in July 1930.
2635 and 2640 were sold to the New Orleans & Lower Coast, which was formed in 1916 as an MP subsdiary; it ran over 59.7 miles (96 km) of road in 1926.
2641 went to Meramec Portland Cement of St Louis.
2652 joined the Minneapolis Northfield & Southern.
2644 received 61" drivers, then was sold to the Cassville & Exeter. The C & E (see []), originally known as the Cassville & Western and located in Missouri, was recognized at one point by Ripley's Believe It or Not as the shortest railroad in America at 4.8 miles. 2644 came to the C & E in 1946 when Ray Dingler made one last effort to continue railroading, but a 1949 ice storm wrecked any real chance of success and the railroad closed soon after.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Philip Bushdiecker for his 5 January 2021 email correcting the first built date and the railroad owner.) Works numbers were 2402-2411 in 1898.
Somehow, Cooke's decade of locomotives were built to the same specifications as the Rogers engines of the same year (Locobase 10035), but ended up with a slightly lower tube heating surface. Otherwise the designs were identical.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5389-5396 in June 1899, 5397-5398 in July.
Although virtually identical to the MP engines delivered a year earlier (Locobase 10035) by the same builder and those by Cooke (Locobase 10036) including 60" (1,524 mm) drivers for freight service, these had two more tubes and a slightly larger grate, and a clerestory in the cab.
By 1907, MP's shops had set seven of the class on 67" drivers, lending flexibility to its operating service, as shown.
All ten were retired in 1931-1935.
Data from "Rogers' Ten-Wheeler," Locomotive Engineering (December 1900), p. 509.and from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "International and Great Northern Railroad Company", Special Laws of the State of Texas passed at the Regular Session of the Twenty Eighth Legislature-1903 (Austin, Texas: Von Boeckman Jones Company, 1903), pp. 12-16.
At the turning of the century, Rogers supplied six relatively large Ten-wheelers (works numbers 5599-5603) to the Calvert, Waco & Brazos Valley. The CW&BV had an abbreviated independent existence as a railroad, having been chartered on 28 June 1899 and acquired by the International Great Northern, 12 February 1901, and merged 1 May 1901.
The inherited sextet's design set the pattern for the most numerouse I&GN class as Cooke followed with eleven more in 1901 (works numbers were 2657-2666) and fifteen more in 1903 (Alco builders'numbers for the latter batch were 26695-26700, 27243-27252).
Ordering railroad for both batches was listed as the Houston, Beaumont & New Orleans. As Cooke began delivering the first of the engines, the Texas legislature overwhelmingly approved the conveyance of all of the HB&NO's assets and future projects to the International & Great Northern. It officially became law on 21 February 1903.
Baldwin added ten more in 1906 (works numbers were 29484-29489, 29562, 29580 in November 1906) with a slightly smaller amount of EHS (2,473 sq ft/229.75 sq m including 254 sq ft/23.60 sq m of direct heating surface). The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
As well as putting sixteen more tons of adhesion on the rails than earlier I&GN engines from the same builders, these locomotives had more than proportionately bigger boilers that proved suitable for superheating later. See Locobase 6895 for the result.
Data from DeGolyer, Volume 28, p. 300+. Works numbers were 29484-29489 and 29562, 29580, 29682-29683 in November 1906. Works numbers
Locobase 6894 shows the first 31 Ten-wheeler locomotives of this power class delivered to the IGN in 1900-1903. Three years after the G3s, Baldwin delivered this decade to cap the class.
Like the others, five of the ten received superheaters and piston valves; see Locobase 6895.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Ten-Wheel Passenger Engine", Railway and Locomotive Engineering, Volume 14, No. 12 (December 1901), p. 515. Works numbers were 2730-2735 in October 1901.
Among the dozens of mixed-traffic Ten-wheelers running on the I&GN were these higher-drivered passenger types from Cooke. Notice the relatively long stroke for such a small cylinder diameter. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
It's not clear whether any of these were ever superheated..
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 530-536 in November 1881 and 537-539 in December.
Ten-wheelers that were rated for passenger and freight.For some reason, some of the class had the dome on the conical section of the boiler and others over the firebox. The tender's oil-fuel capacity was rated at 35 barrels (1,470 US gallons).
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
These Ten-wheelers looked bigger than they were. In fact, they're about the same size as the I & GN's 4-4-0s. Locobase supposes that the design's intent was to put more adhesive weight on relatively light rail. Thus, the boiler the direct heating surface were small and the grate only average for a 4-6-0, but suitable for the light-density duty they must have undertaken. 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.
Two years after the Schenectady Ten-wheelers, the I & GN took delivery of these larger examples from one of the Paterson, New Jersey builders. The grate's width spanned the distance between the rear two driving axles, but rested over them. Note the large amount of direct heating surface. As with most 1890s American locomotives, the considerable girth of the boiler at the firebox and steam dome end tapered sharply to a much smaller tube-filled course forward. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).
By the time of the IGN's diagram book publication date, two of the class had been converted to 0-6-0 switchers. This entailed deleting the leading truck and shifting the three driving axles forward. At least three others were superheated; see Locobase 6892.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Three of the Cooke Ten-wheelers delivered in 1892 and described in Locobase 6891 received a new, superheated boiler and 8" piston valves for their cylinders. The percentage of superheated surface is relatively generous for such conversions. The enhanced boiler, coupled with an atypical increase in boiler pressure, conferred not just greater tractive effort but appreciably more power at speed.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
This sextet was based on the Cooke passenger engines of a year earlier (Locobase 6898), but had smaller drivers. The tender's oil-fuel capacity was rated at 62 barrels (2,604 US gallons).
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Cooke (builder's numbers 2667-2671, 2703-2707) supplied these low-drivered Ten-wheelers to the I & GN in the same year the company produced the 6 passenger engines shown in Locobase 6898. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5252-5262 in March 1898 and 5263-5267 in April.
Near the end of the 19th Century, the pre-eminent Paterson builder received a sizable order for engines with the same firebox dimensions as the 1893 Cookes (Locobase 6891), but which heated a larger boiler. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
These do not seem to have been rebuilt with superheaters later on.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 38, p.206 and 213. Works numbers were 33542-33546 in July 1909; 36825-36826 in August 1911; 36901-36907 in September.
The Baldwin spec says that the details of these two batches of engines and tenders were "..to be exact duplicate of ...Brooks Works Locos. 45609-45618 [Locobase 6896]...unless otherwise specified." When the two sets are compared, however, Eddystone's firebox heating surface area of the Baldwins was quite a bit smaller. The 1911 locomotives were delivered as oil burners.
Both these engines and the Brooks were superheated to a common standard; see Locobase 6897.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 45609-45618 in September 1908.
Two years after Baldwin filled in the last of the 85-ton Ten-wheelers described in Locobase 6894, the I&GN went to still another builder for similar locomotives with more evaporative heating surface. Locobase can't tell why the firebox heating surface was so high; it's almost 60 sq ft more than we found in the fourteen Baldwins built to the same design in 1909 and 1911; see Locobase 13792.
Like the other 4-6-0s, these were superheated later; see Locobase 6897.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
As with the earlier Cooke rebuilds, a small Ten-wheeler class from Paterson's Rogers Works in 1900-1901 (Locobase 6894) underwent a superheater upgrade. As in most conversions, the saturated boiler yielded almost half of its small tubes to make room for 26 flues and the cylinders were now supplied by piston valves. Thus they gained a considerable increase in power because the relatively large amount of boiler given over to the superheater.
Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
The Baldwin and Brooks Ten-wheelers that came on the road in 1906 and 1908 were slightly larger versions of the more numerous 65-ton 4-6-0s. So when they were superheated later on, their superheaters were identical to the earlier group, but total heating surface was a bit more.
The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
Data from MP SUBS 7 -1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
As noted in Locobase 6894, Rogers supplied four relatively large Ten-wheelers that set the pattern for the most numerous I&GN class. That entry has information about succeeding locomotives in the class.
This entry shows what happened when the I & GN superheated the original series of locomotives. Although the conversion reduced the number of small tubes by 107, overall heating surface area increased by 179 sq ft and almost 1 in 5 of that total was superheated. A few rode on 68" drivers, but were otherwise similar.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 10. Works numbers were 13642-13644, 13646, 13663, 13665, 13671, 13673-13674, 13686-13688, 13694, 13697 in August 1893; and 13706-13707, 13710, 13715, 13721-13722, 13728-13729, 13731, 13739, 13742, 13747, 13759 in September.
This set of orders sent locomotives to the Missouri Pacific (the August batch) and the affiliated Saint Louis, Iron Mountain & Southern (September) as their 668 class. Compared to the slightly earlier deliveries shown in Locobase 10039, this Ten-wheeler had two fewer tubes, but was otherwise identical.
2601 was sold to the Graysonia, Nashville & Ashdown
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 16, p. 142. Works numbers were 11130, 11334-11335, 11338-11339, 11341-11342, 11344-11345, 11365, 11387, 11392, 11394, 11400 in November 1890; 11413-1141 and 11431 in December;
The first of a series of Baldwin Ten-wheeler orders supplied to the StLIM&S and Missouri Pacific in the 1890s (see Locobases 10037-10038 for the later variants). The first six went directly to the MoPac, the other ten to the IM&S.
The railroad later raised the boiler setting to 150 psi and fitted the drivers with 3 1/2" (89 mm) tires that increased driver diameter to 56" (1,422 mm).
These and the 1892 locomotives differed only in driver diameter and then not by much. A few -- 2661, 2664, 2665, 2668 -- were later refitted with 61" drivers.
All were retired in 1929-1937
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. For an fascinating article on the Artesian Belt, see Carl Codney and Jim King, "A Road to Nowhere - Charles Simmons and the Artesian Belt Railroad". ([]) - it's well worth finding and reading it.
As noted in Locobase 13903, the 235 originally came on the scene as the Artesian Belt's #2. Eight years later, the AB, in its newer identity as the San Antonio Southern, sold the 2 to the Fort Smith & Western, which renumbered it 21. The FS & W sold it to locomotive rebuilder Southern Iron & Equipment, which sold it to the San Antonio, Uvalde & Gulf in 1923 as their #32. And when the MP took over the Link Line two years later, they renumbered it 235.
At some point the saturated boiler had been superseded by a superheated vessel with smaller-diameter tubes and a clutch of flues for the superheater elements. Driver diameter increased first to 57", then in 1931 to 58".
Data from MP 1924 Locomotive Diagrams supplied in May 2005 and MP 1 - 1941 Locomotive Diagrams supplied in July 2023 by Allen Stanley from his extensive Rail Data Exchange. See also Kate Buck, "Big Rock" in the Encyclopedia of Arkansas at [] (last updated 29 January 2024), last accessed 1 June 2024. (Thanks to KV for his 26 May 2024 email providing a link to a 1915 Otto Perry photo showing engine2386 equipped with Walschaert gear.).
These were among the last locomotives to be built by Brooks under its independent works number system; the engines were numbered 3702-3703, 3707, 3712-3715, 3735-3742, 3792-3816, 3846-3864. Before the class was complete in 1902, Brooks had delivered both piston-valve and slide-valve versions. See Locobase 12561 for the few Baldwins that shared this class ID.
Over the years, the shops replaced the inside link motion with outside Walschaert's constant-lead radial valve gear. In 1941, MP's diagram book listing showed 26 so converted: 2326, 2331, 2333, 2338, 2340, 2343, 2345, 2349, 2351, 2353, 2362-2363, 2365, 2367, 2371, 2373, 2375, 2378, 2381, 2383, 2386, 2391-2393, 2398, 2400. Perry's 1915 shows the gear clearly as well as a Belpaire flat-top and sides firebox.
The relatively low axle loading meant that while most were scrapped before World War II, a couple survived until 1955 because bridges on many branch lines could not support anything larger.
2387 found a second career at the Big Rock Stone & Material Company. Big Rock was a 200-ft ( ) high bluff overlooking the Arkansas River. By then, the BRS&MC had been quarrying rock--"predominantly of sandstone and shale of the Jackfork Formation (Pennsylvanian period)" according to Buck-- used in railway ballast since 1849. In one half-century period, the quarry yielded 20 million tons.
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 Vol 24, p. 93 . Works numbers were 19679-19680 in November 1901.
Locobase 10034 shows the large Brooks batches that possessed identical power dimensions, but had smaller boilers and larger fireboxes. The Baldwin specs showed 350 13-ft long tubes measuring a total of 2,367 sq ft and a small firebox of 135 sq ft. Together, that amounted to a sizable 2,502 sq ft, considerably larger than equivalent dimensions in the Brooks engines.
It's not clear if these were delivered with Walschaert gear, but the 1924 diagrams affirm that they used the outside radial gear system by then. Moreover, they appear to have received boilers with fewer, but longer tubes (18" longer), which in the 2403 yielded the heating surfaces shown in Locobase.
The relatively low axle loading meant that while most were scrapped before World War II, a couple survived until 1955 because bridges on many branch lines could not support anything larger.
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Cooke works numbers were 2657-2666 in June 1901; Alco's Brooks works numbers were 45609-45618 in September 1908; and Baldwin works numbers were 29484-29489, 29562, 29580 in November 1911; 29682-29683 in December.
This is the large class of Ten-wheelers that were delivered by several builders from 1901 to 1908. Alco's Brooks & Cooke works and Baldwin's Eddystone plant.
Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 12, p. 260, and Volume 13, p. 205. Works numbers 7812-7813 in February 1886; 8575-8576, 8584, 8586-8587, 8597 in May 1887.
This octet of mixed-traffic Ten-wheelers gained evaporative heating surface area by resorting to 2 1/4"-diameter tubes. But the grate remained small, the firebox deep and between the rear two driving axles.
7805 was later sold to the Wichita Northwestern, which operated it until the line was abandoned in March 1941.
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Although Alco's Cooke works delivered these three big Ten-wheelers as a trio in 1901-1903 (Locobase 7815)
, the railroad modified their boilers differently when it came time to install a 26-tube superheater. The 339 had the larger boiler as shown in the specs.
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
As the 10 Baldwin Ten-wheelers delivered in 1906 came due for superheaters and other appurtenances, a few variations appeared. 344 was the only one with a Roach steam chest (most likely a modified slide valve); the others received 11" (279 mm) piston valves. Two of the class (347, 350) received Walschaert valve gear; the others all retained their Stephenson link motion.
Except for 232 (ex-341) and 237 (ex-344), which were dismantled in July 1935, all of the class remained in MP service through World War II and beyond. 233 and 238 were scrapped in 1949 and the last six were claimed by the ferro-knacker in 1951-1953.
Data from MP SUBS 7 - 1935 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. For information on the corporate change described below, see Handbook of Texas Online, George C. Werner, "INTERNATIONAL-GREAT NORTHERN RAILROAD," accessed April 29, 2019, [] . These were identical to the upgrades to the original 41-locomotive order of the early 1900s (Locobase 7815), but built new by the I-GN in the 1920s. Obviously the balance of power and size was just what the I-GN wanted.
Note: The International & Great Northern Railway entered receivership in 1914 and only emerged from foreclosure through sale on 28 July 1928. When the new owners chartered the line on 17 August 1922, it was renamed the International-Great Northern Railroad.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 1101 / 1601 | 111/421/2806 | 14 | 14/TN | 18 |
Locobase ID | 10051 | 10042 | 10041 | 16535 | 11865 |
Railroad | Missouri Pacific (MP) | Missouri Pacific (MP) | Kansas City, Wyandotte & Northwestern (MP) | Little Rock & Fort Smith (MP) | Little Rock & Fort Smith (MP) |
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 | 29 | 2 | 2 | 2 | 1 |
Road Numbers | 1101-14, 1601-29/7501-29 | 111-119/421-430, 435-445/2806-2820 | 14-15 / 2734-2735 | 14, 17/2821-2822 | 18/2823 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 29 | 2 | 2 | 2 | 1 |
Builder | Brooks | Rogers | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co |
Year | 1901 | 1880 | 1889 | 1885 | 1887 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 14 / 4.27 | 13.33 / 4.06 | 13.50 | 10 / 3.05 | 10 / 3.05 |
Engine Wheelbase (ft / m) | 24.42 / 7.44 | 24.04 / 7.33 | 23.83 | 20.15 / 6.14 | 20.15 / 6.14 |
Ratio of driving wheelbase to overall engine wheelbase | 0.57 | 0.55 | 0.57 | 0.50 | 0.50 |
Overall Wheelbase (engine & tender) (ft / m) | 53.21 / 16.22 | 47.33 / 14.43 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 112,000 / 50,802 | 68,000 / 30,844 | 90,000 / 40,823 | 64,000 / 29,030 | 64,000 / 29,030 |
Engine Weight (lbs / kg) | 144,850 / 65,703 | 96,000 / 43,545 | 114,000 / 51,710 | 85,000 / 38,555 | 85,000 / 38,555 |
Tender Loaded Weight (lbs / kg) | 98,800 / 44,815 | 62,000 / 28,123 | 74,000 / 33,566 | ||
Total Engine and Tender Weight (lbs / kg) | 243,650 / 110,518 | 158,000 / 71,668 | 188,000 / 85,276 | ||
Tender Water Capacity (gals / ML) | 5000 / 18.94 | 3600 / 13.64 | 3000 / 11.36 | 3000 / 11.36 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 8 / 7 | 10 / 9 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 62 / 31 | 38 / 19 | 50 / 25 | 36 / 18 | 36 / 18 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 56.75 / 1443 | 56 / 1422 | 54 / 1372 | 54 / 1372 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 140 / 970 | 130 / 900 | 130 / 900 | 130 / 900 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 26" / 483x660 | 18" x 24" / 457x610 | 19" x 24" / 483x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 23,125 / 10489.34 | 16,306 / 7396.29 | 17,096 / 7754.62 | 15,912 / 7217.57 | 15,912 / 7217.57 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.84 | 4.17 | 5.26 | 4.02 | 4.02 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 260 - 2" / 51 | 199 - 2" / 51 | 246 - 2" / 51 | 177 - 2.25" / 57 | 177 - 2.25" / 57 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.52 / 4.12 | 12.83 / 3.91 | 12.25 / 3.73 | 12.22 / 3.72 | 12.22 / 3.72 |
Firebox Area (sq ft / m2) | 177 / 16.45 | 115 / 10.69 | 136 / 12.64 | 113.60 / 10.55 | 127 / 11.80 |
Grate Area (sq ft / m2) | 32.50 / 3.02 | 15.50 / 1.44 | 16.50 / 1.53 | 22.60 / 2.10 | 25.60 / 2.38 |
Evaporative Heating Surface (sq ft / m2) | 2003 / 186.15 | 1445 / 134.29 | 1700 / 157.99 | 1388 / 128.95 | 1401 / 130.16 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 2003 / 186.15 | 1445 / 134.29 | 1700 / 157.99 | 1388 / 128.95 | 1401 / 130.16 |
Evaporative Heating Surface/Cylinder Volume | 234.82 | 204.38 | 215.74 | 196.32 | 198.16 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 6500 | 2170 | 2145 | 2938 | 3328 |
Same as above plus superheater percentage | 6500 | 2170 | 2145 | 2938 | 3328 |
Same as above but substitute firebox area for grate area | 35,400 | 16,100 | 17,680 | 14,768 | 16,510 |
Power L1 | 7787 | 3783 | 3665 | 3237 | 3369 |
Power MT | 459.84 | 367.94 | 269.33 | 334.52 | 348.16 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 21 | 21 / C-3-D | 26 superheated | 26/TN-63 - 252 | 3/2832 |
Locobase ID | 11690 | 12712 | 16534 | 7096 | 10043 |
Railroad | Kansas City, Wyandotte & Northwestern (MP) | Saint Louis, Brownsville & Mexico (MP) | Saint Louis, Brownsville & Mexico (MP) | Saint Louis, Brownsville & Mexico (MP) | Kansas City, Watkins & Gulf (MP) |
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 | 2 | 5 | 4 | 12 | 4 |
Road Numbers | 21-22/152-153/1241-1242/1287-1288/1167 | 21-25 / 52-56 | 26, 29, 32, 34/251, 254, 257, 259 | 26-37/251-262 | 3-6/2832-2835 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 5 | 12 | 4 | |
Builder | Burnham, Parry, Williams & Co | Burnham, Williams & Co | MP | Burnham, Williams & Co | Rogers |
Year | 1890 | 1904 | 1915 | 1905 | 1885 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11.50 / 3.51 | 14 / 4.27 | 14 / 4.27 | 14 / 4.27 | |
Engine Wheelbase (ft / m) | 22.17 / 6.76 | 25 / 7.62 | 24.75 / 7.54 | 24.75 / 7.54 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.52 | 0.56 | 0.57 | 0.57 | |
Overall Wheelbase (engine & tender) (ft / m) | 49.33 / 15.04 | 49.33 / 15.04 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 90,000 / 40,823 | 114,500 / 51,936 | 97,764 / 44,345 | 95,840 / 43,472 | 74,000 / 33,566 |
Engine Weight (lbs / kg) | 115,000 / 52,163 | 140,000 / 63,503 | 129,400 / 58,695 | 127,040 / 57,624 | 98,000 / 44,452 |
Tender Loaded Weight (lbs / kg) | 104,000 / 47,174 | 104,000 / 47,174 | 66,000 / 29,937 | ||
Total Engine and Tender Weight (lbs / kg) | 233,400 / 105,869 | 231,040 / 104,798 | 164,000 / 74,389 | ||
Tender Water Capacity (gals / ML) | 3500 / 13.26 | 5000 / 18.94 | 5500 / 20.83 | 4500 / 17.05 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2500 / 9463 | 2619 / 9913 | 2300 / 8706 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 | 64 / 32 | 54 / 27 | 53 / 26.50 | 41 / 20.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 56 / 1422 | 62 / 1575 | 63 / 1600 | 63 / 1600 | 57 / 1448 |
Boiler Pressure (psi / kPa) | 130 / 900 | 180 / 1240 | 180 / 1240 | 180 / 1240 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 508x610 | 20" x 26" / 508x660 | 19" x 24" / 483x610 | 19" x 24" / 483x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 15,344 / 6959.93 | 25,665 / 11641.46 | 21,041 / 9544.05 | 21,041 / 9544.05 | 16,234 / 7363.63 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.87 | 4.46 | 4.65 | 4.55 | 4.56 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 256 - 2" / 51 | 269 - 2" / 51 | 118 - 2" / 51 | 230 - 2" / 51 | 229 - 2" / 51 |
Flues (number - dia) (in / mm) | 18 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 13.25 / 4.04 | 13.83 / 4.22 | 13.15 / 4.01 | 13.15 / 4.01 | 12.75 / 3.89 |
Firebox Area (sq ft / m2) | 142 / 13.20 | 187.50 / 17.42 | 127 / 12.36 | 133 / 12.36 | |
Grate Area (sq ft / m2) | 22.90 / 2.13 | 17.04 / 1.58 | 17.04 / 1.58 | 18 / 1.67 | |
Evaporative Heating Surface (sq ft / m2) | 1905 / 177.04 | 2124 / 197.40 | 1265 / 117.52 | 1715 / 159.39 | 1546 / 143.68 |
Superheating Surface (sq ft / m2) | 240 | ||||
Combined Heating Surface (sq ft / m2) | 1905 / 177.04 | 2124 / 197.40 | 1505 / 117.52 | 1715 / 159.39 | 1546 / 143.68 |
Evaporative Heating Surface/Cylinder Volume | 269.45 | 224.76 | 160.53 | 217.64 | 218.67 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2977 | 3067 | 3067 | 2520 | |
Same as above plus superheater percentage | 2977 | 3558 | 3067 | 2520 | |
Same as above but substitute firebox area for grate area | 18,460 | 33,750 | 26,518 | 23,940 | |
Power L1 | 4488 | 6026 | 9738 | 5708 | |
Power MT | 329.81 | 348.08 | 658.79 | 393.91 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 574/TN-61 | 628 | 629 / 2702 / TN-61 | 668/TN-56 - 2626 | 765/2516 |
Locobase ID | 10035 | 16536 | 10040 | 10038 | 10036 |
Railroad | Saint Louis Iron Mountain & Southern (MP) | Saint Louis, Iron Mountain & Southern (MP) | Saint Louis, Iron Mountain & Southern (MP) | Saint Louis, Iron Mountain & Southern (MP) | Missouri Pacific (MP) |
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 | 15 | 1 | 35 | 30 | 10 |
Road Numbers | 574-588/2501-2515 | 628 | 629-657 / 2701-2727 | 668-697/2626-2655 | 765-774 / 2516-2525 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 15 | 1 | 35 | 30 | 10 |
Builder | Rogers | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Cooke |
Year | 1898 | 1887 | 1889 | 1892 | 1898 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12.50 / 3.81 | 10 / 3.05 | 11.50 / 3.51 | 11.50 / 3.51 | 12.50 / 3.81 |
Engine Wheelbase (ft / m) | 23.33 / 7.11 | 20.15 / 6.14 | 22.25 / 6.78 | 22.25 / 6.78 | 23.33 / 7.11 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.50 | 0.52 | 0.52 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 50.45 / 15.38 | 48.47 / 14.77 | 48.37 / 14.74 | 50.45 / 15.38 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 109,600 / 49,714 | 64,000 / 29,030 | 90,000 / 40,823 | 100,450 / 45,563 | 109,600 / 49,714 |
Engine Weight (lbs / kg) | 147,300 / 66,814 | 85,000 / 38,555 | 115,000 / 52,163 | 120,800 / 54,794 | 147,300 / 66,814 |
Tender Loaded Weight (lbs / kg) | 93,700 / 42,502 | 78,000 / 35,380 | 87,200 / 39,553 | 93,700 / 42,502 | |
Total Engine and Tender Weight (lbs / kg) | 241,000 / 109,316 | 193,000 / 87,543 | 208,000 / 94,347 | 241,000 / 109,316 | |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 3000 / 11.36 | 3600 / 13.64 | 4000 / 15.15 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 2500 / 9463 | 9 / 8 | 9 / 8 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 61 / 30.50 | 36 / 18 | 50 / 25 | 56 / 28 | 61 / 30.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 60 / 1524 | 54 / 1372 | 61 / 1549 | 56 / 1422 | 61 / 1549 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 130 / 900 | 150 / 1030 | 165 / 1140 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 18" x 24" / 457x610 | 19" x 24" / 483x610 | 20" x 24" / 508x610 | 20" x 24" / 508x610 |
Tractive Effort (lbs / kg) | 24,480 / 11103.95 | 15,912 / 7217.57 | 18,109 / 8214.11 | 24,043 / 10905.73 | 25,416 / 11528.52 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.48 | 4.02 | 4.97 | 4.18 | 4.31 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 278 - 2" / 51 | 177 - 2.25" / 57 | 254 - 2" / 51 | 254 - 2" / 51 | 276 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.42 / 4.09 | 12.22 / 3.72 | 13.25 / 4.04 | 13.25 / 4.04 | 13.42 / 4.09 |
Firebox Area (sq ft / m2) | 172 / 15.98 | 127 / 11.80 | 145 / 13.47 | 128.80 / 11.97 | 160 / 14.87 |
Grate Area (sq ft / m2) | 29 / 2.69 | 25.60 / 2.38 | 23.70 / 2.20 | 23.50 / 2.18 | 29 / 2.70 |
Evaporative Heating Surface (sq ft / m2) | 2109 / 195.93 | 1401 / 130.16 | 1915 / 177.97 | 1871 / 173.82 | 2086 / 193.87 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 2109 / 195.93 | 1401 / 130.16 | 1915 / 177.97 | 1871 / 173.82 | 2086 / 193.87 |
Evaporative Heating Surface/Cylinder Volume | 241.58 | 198.16 | 243.02 | 214.32 | 238.95 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 5220 | 3328 | 3555 | 3878 | 5510 |
Same as above plus superheater percentage | 5220 | 3328 | 3555 | 3878 | 5510 |
Same as above but substitute firebox area for grate area | 30,960 | 16,510 | 21,750 | 21,252 | 30,400 |
Power L1 | 6122 | 3369 | 5109 | 4437 | 6386 |
Power MT | 369.43 | 348.16 | 375.45 | 292.14 | 385.37 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 775/7701 | G, G2, G3/T 20/28 130G | G4/T 20/28 130G4 | J | T 17/24 64B |
Locobase ID | 10052 | 6894 | 16673 | 6898 | 6786 |
Railroad | Missouri Pacific (MP) | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) |
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 | 10 | 31 | 10 | 6 | 10 |
Road Numbers | 775-784/7701-7710 | 311-340/201-231 | 341-350/232-241 | 251-256/301-306/243-244, 241-242, 245-246 | 61-70/71-80/202-209, 201, 210 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 10 | 31 | 10 | 6 | 10 |
Builder | Rogers | several | Burnham, Williams & Co | Cooke | Pittsburgh |
Year | 1899 | 1900 | 1906 | 1901 | 1881 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12.45 / 3.79 | 13 / 3.96 | 13 / 3.96 | 12.75 / 3.89 | 12.83 / 3.91 |
Engine Wheelbase (ft / m) | 23.33 / 7.11 | 23.83 / 7.26 | 23.83 / 7.26 | 23.50 / 7.16 | 23.20 / 7.07 |
Ratio of driving wheelbase to overall engine wheelbase | 0.53 | 0.55 | 0.55 | 0.54 | 0.55 |
Overall Wheelbase (engine & tender) (ft / m) | 50.48 / 15.39 | 53.83 / 16.41 | 53.83 / 16.41 | 56.33 / 17.17 | 47.62 / 14.51 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 109,600 / 49,714 | 130,000 / 58,967 | 134,000 / 60,781 | 101,000 / 45,813 | 64,000 / 29,030 |
Engine Weight (lbs / kg) | 147,300 / 66,814 | 162,000 / 73,482 | 176,000 / 79,832 | 140,000 / 63,503 | 90,000 / 40,823 |
Tender Loaded Weight (lbs / kg) | 93,700 / 42,502 | 114,000 / 51,710 | 130,000 / 58,967 | 123,000 / 55,792 | 88,000 / 39,916 |
Total Engine and Tender Weight (lbs / kg) | 241,000 / 109,316 | 276,000 / 125,192 | 306,000 / 138,799 | 263,000 / 119,295 | 178,000 / 80,739 |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 5500 / 20.83 | 6000 / 22.73 | 5000 / 18.94 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 12 / 11 | 12 / 10.90 | 9 / 8 | 9 / 8 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 61 / 30.50 | 72 / 36 | 74 / 37 | 56 / 28 | 36 / 18 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 67 / 1702 | 63 / 1600 | 63 / 1600 | 72 / 1829 | 57 / 1448 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 190 / 1310 | 200 / 1380 | 200 / 1380 | 160 / 1100 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 20" x 28" / 508x711 | 20" x 28" / 508x711 | 18" x 28" / 457x711 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 21,922 / 9943.66 | 28,711 / 13023.11 | 30,222 / 13708.48 | 21,420 / 9715.96 | 16,549 / 7506.51 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.00 | 4.53 | 4.43 | 4.72 | 3.87 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 276 - 2" / 51 | 315 - 2" / 51 | 314 - 2" / 51 | 210 - 2" / 51 | 188 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.42 / 4.09 | 13.50 / 4.11 | 13.50 / 4.11 | 13.52 / 4.12 | 13.50 / 4.11 |
Firebox Area (sq ft / m2) | 175 / 16.26 | 245 / 22.77 | 198.80 / 18.47 | 134.73 / 12.52 | 105 / 9.76 |
Grate Area (sq ft / m2) | 28.70 / 2.67 | 35 / 3.25 | 34 / 3.16 | 28 / 2.60 | 15.50 / 1.44 |
Evaporative Heating Surface (sq ft / m2) | 2101 / 195.26 | 2481 / 230.58 | 2395 / 222.50 | 1612 / 149.76 | 1433 / 133.18 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 2101 / 195.26 | 2481 / 230.58 | 2395 / 222.50 | 1612 / 149.76 | 1433 / 133.18 |
Evaporative Heating Surface/Cylinder Volume | 240.66 | 243.71 | 235.27 | 195.39 | 227.10 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 5166 | 6650 | 6800 | 5600 | 2480 |
Same as above plus superheater percentage | 5166 | 6650 | 6800 | 5600 | 2480 |
Same as above but substitute firebox area for grate area | 31,500 | 46,550 | 39,760 | 26,946 | 16,800 |
Power L1 | 6852 | 7263 | 6991 | 6649 | 4717 |
Power MT | 413.49 | 369.51 | 345.06 | 435.40 | 487.46 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | T 18/24 86D | T 18/24 96E | T 18/24 96Es | T 19/24 104K | T 19/24 118H |
Locobase ID | 6890 | 6891 | 6892 | 6900 | 6899 |
Railroad | International & Great Northern (MP) | International & Great Northern (MP) | International-Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) |
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 | 10 | 9 | 5 | 6 | 10 |
Road Numbers | 110-119 | 2156-2164 | 122, 123, 128 | 307-312 | 145-154 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 10 | 9 | 6 | 10 | |
Builder | Schenectady | Cooke | Cooke | Rhode Island | Cooke |
Year | 1890 | 1892 | 1924 | 1902 | 1901 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11 / 3.35 | 12.17 / 3.71 | 12.17 / 3.71 | 12.75 / 3.89 | 12 / 3.66 |
Engine Wheelbase (ft / m) | 20.92 / 6.38 | 22.50 / 6.86 | 22.50 / 6.86 | 23.50 / 7.16 | 22.50 / 6.86 |
Ratio of driving wheelbase to overall engine wheelbase | 0.53 | 0.54 | 0.54 | 0.54 | 0.53 |
Overall Wheelbase (engine & tender) (ft / m) | 48.17 / 14.68 | 47.42 / 14.45 | 47.67 / 14.53 | 56.33 / 17.17 | 52.33 / 15.95 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 86,000 / 39,009 | 96,500 / 43,772 | 96,500 / 43,772 | 104,000 / 47,174 | 118,000 / 53,524 |
Engine Weight (lbs / kg) | 108,000 / 48,988 | 126,500 / 57,380 | 126,500 / 57,380 | 148,000 / 67,132 | 150,000 / 68,039 |
Tender Loaded Weight (lbs / kg) | 88,000 / 39,916 | 97,500 / 44,225 | 97,500 / 44,225 | 125,000 / 56,699 | 110,000 / 49,895 |
Total Engine and Tender Weight (lbs / kg) | 196,000 / 88,904 | 224,000 / 101,605 | 224,000 / 101,605 | 273,000 / 123,831 | 260,000 / 117,934 |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 4500 / 17.05 | 4500 / 17.05 | 6600 / 25 | 5500 / 20.83 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 10 / 9 | 10 / 9 | 12 / 11 | 12 / 11 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 48 / 24 | 54 / 27 | 54 / 27 | 58 / 29 | 66 / 33 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 55 / 1397 | 55 / 1397 | 55 / 1397 | 63 / 1600 | 57 / 1448 |
Boiler Pressure (psi / kPa) | 140 / 970 | 160 / 1100 | 180 / 1240 | 190 / 1310 | 170 / 1170 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 19" x 28" / 483x711 | 19" x 24" / 483x610 |
Tractive Effort (lbs / kg) | 16,824 / 7631.25 | 19,228 / 8721.68 | 21,631 / 9811.67 | 25,912 / 11753.50 | 21,964 / 9962.71 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.11 | 5.02 | 4.46 | 4.01 | 5.37 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 204 - 2" / 51 | 218 - 2" / 51 | 119 - 2" / 51 | 210 - 2" / 51 | 251 - 2" / 51 |
Flues (number - dia) (in / mm) | 18 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 12 / 3.66 | 12.50 / 3.81 | 12.50 / 3.81 | 13.52 / 4.12 | 12 / 3.66 |
Firebox Area (sq ft / m2) | 116 / 10.78 | 214 / 19.89 | 214 / 19.89 | 189 / 17.57 | 255 / 23.70 |
Grate Area (sq ft / m2) | 24.50 / 2.28 | 28 / 2.60 | 28 / 2.60 | 27 / 2.51 | 35 / 3.25 |
Evaporative Heating Surface (sq ft / m2) | 1397 / 129.83 | 1586 / 147.40 | 1308 / 121.56 | 1675 / 155.67 | 1932 / 179.55 |
Superheating Surface (sq ft / m2) | 303 / 28.16 | ||||
Combined Heating Surface (sq ft / m2) | 1397 / 129.83 | 1586 / 147.40 | 1611 / 149.72 | 1675 / 155.67 | 1932 / 179.55 |
Evaporative Heating Surface/Cylinder Volume | 197.60 | 224.33 | 185.01 | 182.26 | 245.18 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 3430 | 4480 | 5040 | 5130 | 5950 |
Same as above plus superheater percentage | 3430 | 4480 | 5998 | 5130 | 5950 |
Same as above but substitute firebox area for grate area | 16,240 | 34,240 | 45,839 | 35,910 | 43,350 |
Power L1 | 3589 | 5510 | 11,914 | 5688 | 6573 |
Power MT | 276.01 | 377.64 | 816.55 | 361.73 | 368.41 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | T 19/24 98F | T 20/28 130 - 1909, 1911 | T 20/28 130G -1908 | T 20/28 130Gs | T 20/28 130Gs2 |
Locobase ID | 6893 | 13792 | 6896 | 6895 | 6897 |
Railroad | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) | International & Great Northern (MP) |
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 | 18 | 5 | 10 | 12 | 10 |
Road Numbers | 130-144/266-280/5252-5269 | 252-265 | 242-251 | 201-202 | 242-243, 247, 249, 251-253, 255 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 18 | 5 | 10 | ||
Builder | Rogers | Baldwin | Alco-Brooks | IGN | Alco-Brooks |
Year | 1898 | 1909 | 1908 | ||
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12 / 3.66 | 13 / 3.96 | 13 / 3.96 | 13 / 3.96 | 13 / 3.96 |
Engine Wheelbase (ft / m) | 22.42 / 6.83 | 23 / 7.01 | 23.83 / 7.26 | 23.83 / 7.26 | 23.83 / 7.26 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.57 | 0.55 | 0.55 | 0.55 |
Overall Wheelbase (engine & tender) (ft / m) | 50.76 / 15.47 | 56.50 / 17.22 | 56.50 / 17.22 | 53.83 / 16.41 | 56.50 / 17.22 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 98,000 / 44,452 | 134,000 / 60,781 | 134,000 / 60,781 | 130,000 / 58,967 | 134,000 / 60,781 |
Engine Weight (lbs / kg) | 130,000 / 58,967 | 174,000 / 78,925 | 174,000 / 78,925 | 170,000 / 77,111 | 174,000 / 78,925 |
Tender Loaded Weight (lbs / kg) | 110,000 / 49,895 | 130,000 / 58,967 | 136,000 / 61,689 | 114,000 / 51,710 | 136,000 / 61,689 |
Total Engine and Tender Weight (lbs / kg) | 240,000 / 108,862 | 304,000 / 137,892 | 310,000 / 140,614 | 284,000 / 128,821 | 310,000 / 140,614 |
Tender Water Capacity (gals / ML) | 5000 / 18.94 | 6000 / 22.73 | 5000 / 18.94 | 5500 / 20.83 | 5000 / 18.94 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 / 11 | 3000 / 11,355 | 13 / 12 | 12 / 11 | 2520 / 9538.20 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 54 / 27 | 74 / 37 | 74 / 37 | 72 / 36 | 74 / 37 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 57 / 1448 | 62 / 1575 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 170 / 1170 | 200 / 1380 | 190 / 1310 | 190 / 1310 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 | 20" x 28" / 508x711 | 20" x 28" / 508x711 | 20" x 28" / 508x711 | 20" x 28" / 508x711 |
Tractive Effort (lbs / kg) | 21,964 / 9962.71 | 30,710 / 13929.84 | 28,711 / 13023.11 | 28,711 / 13023.11 | 28,711 / 13023.11 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.46 | 4.36 | 4.67 | 4.53 | 4.67 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 248 - 2" / 51 | 340 - 2" / 51 | 340 - 2" / 51 | 160 - 2" / 51 | 172 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.375" / 137 | 26 - 5.375" / 137 | |||
Flue/Tube length (ft / m) | 12.67 / 3.86 | 13.50 / 4.11 | 13.50 / 4.11 | 13.50 / 4.11 | 13.50 / 4.11 |
Firebox Area (sq ft / m2) | 214 / 19.89 | 198.80 / 18.47 | 254 / 23.61 | 255 / 23.70 | 254 / 23.60 |
Grate Area (sq ft / m2) | 28 / 2.60 | 34 / 3.16 | 34 / 3.16 | 35 / 3.25 | 34 / 3.16 |
Evaporative Heating Surface (sq ft / m2) | 1644 / 152.79 | 2587 / 240.43 | 2657 / 246.93 | 1880 / 174.72 | 1999 / 185.71 |
Superheating Surface (sq ft / m2) | 494 / 45.91 | 494 / 45.89 | |||
Combined Heating Surface (sq ft / m2) | 1644 / 152.79 | 2587 / 240.43 | 2657 / 246.93 | 2374 / 220.63 | 2493 / 231.60 |
Evaporative Heating Surface/Cylinder Volume | 208.63 | 254.13 | 261.00 | 184.68 | 196.37 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4760 | 6800 | 6460 | 6650 | 6460 |
Same as above plus superheater percentage | 4760 | 6800 | 6460 | 8047 | 7752 |
Same as above but substitute firebox area for grate area | 36,380 | 39,760 | 48,260 | 58,625 | 57,912 |
Power L1 | 5562 | 7270 | 7696 | 14,896 | 15,119 |
Power MT | 375.37 | 358.83 | 379.85 | 757.85 | 746.23 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | TN 63 - 30.2 | TN-56 | TN-56 - 2657 | TN-57 - 239 | TN-61 |
Locobase ID | 7760 | 10037 | 10039 | 7754 | 10034 |
Railroad | International-Great Northern (MP) | Missouri Pacific (MP) | Saint Louis, Iron Mountain & Southern (MP) | Missouri Pacific (MP) | Missouri Pacific (MP) |
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 | 33 | 15 | 16 | 1 | 101 |
Road Numbers | 311-313 | 750-765/ 2601-2615 | 975-980, 658-667/2657-2672 | 235 | 2301-2401 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 15 | 16 | 101 | ||
Builder | several | Burnham, Williams & Co | Burnham, Parry, Williams & Co | MP | Brooks |
Year | 1924 | 1893 | 1890 | 1921 | 1900 |
Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13 / 3.96 | 11.50 / 3.51 | 11.50 / 3.51 | 12 / 3.66 | 14 / 4.27 |
Engine Wheelbase (ft / m) | 23.83 / 7.26 | 22.25 / 6.78 | 22.17 / 6.76 | 23.13 / 7.05 | 24.17 / 7.37 |
Ratio of driving wheelbase to overall engine wheelbase | 0.55 | 0.52 | 0.52 | 0.52 | 0.58 |
Overall Wheelbase (engine & tender) (ft / m) | 53.83 / 16.41 | 48.37 / 14.74 | 48.19 / 14.69 | 52.50 / 16 | 53.19 / 16.21 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 130,000 / 58,967 | 100,450 / 45,563 | 91,800 / 41,640 | 113,280 / 51,383 | 122,500 / 55,565 |
Engine Weight (lbs / kg) | 170,000 / 77,111 | 120,800 / 54,794 | 117,500 / 53,297 | 139,080 / 63,086 | 154,000 / 69,853 |
Tender Loaded Weight (lbs / kg) | 114,000 / 51,710 | 87,200 / 39,553 | 86,600 / 39,281 | 113,494 / 51,480 | 106,500 / 48,308 |
Total Engine and Tender Weight (lbs / kg) | 284,000 / 128,821 | 208,000 / 94,347 | 204,100 / 92,578 | 252,574 / 114,566 | 260,500 / 118,161 |
Tender Water Capacity (gals / ML) | 5500 / 20.83 | 3600 / 13.64 | 4000 / 15.15 | 6000 / 22.73 | 5000 / 18.94 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 / 11 | 9 / 8 | 9 / 8 | 2741 / 10,375 | 2800 / 10,598 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 72 / 36 | 56 / 28 | 51 / 25.50 | 63 / 31.50 | 68 / 34 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 56 / 1422 | 55 / 1397 | 57 / 1448 | 61 / 1549 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 150 / 1030 | 130 / 900 | 190 / 1310 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 28" / 508x711 | 20" x 24" / 508x610 | 20" x 24" / 508x610 | 18" x 26" / 457x660 | 19.5" x 28" / 495x711 |
Tractive Effort (lbs / kg) | 30,222 / 13708.48 | 21,857 / 9914.18 | 19,287 / 8748.45 | 23,868 / 10826.36 | 29,672 / 13459.01 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.30 | 4.60 | 4.76 | 4.75 | 4.13 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 160 - 2" / 51 | 254 - 2" / 51 | 256 - 2" / 51 | 140 - 2" / 51 | 308 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.375" / 137 | 22 - 5.375" / 137 | |||
Flue/Tube length (ft / m) | 13.50 / 4.11 | 13.25 / 4.04 | 13.25 / 4.04 | 12.50 / 3.81 | 13.19 / 4.02 |
Firebox Area (sq ft / m2) | 255 / 23.70 | 128.80 / 11.97 | 138 / 12.73 | 150 / 13.94 | 161 / 14.96 |
Grate Area (sq ft / m2) | 34 / 3.16 | 23.50 / 2.18 | 23.30 / 2.16 | 25 / 2.32 | 32.40 / 3.01 |
Evaporative Heating Surface (sq ft / m2) | 1869 / 173.70 | 1871 / 173.82 | 1901 / 176.70 | 1444 / 134.20 | 2269 / 210.87 |
Superheating Surface (sq ft / m2) | 474 / 45.91 | 289 / 26.86 | |||
Combined Heating Surface (sq ft / m2) | 2343 / 219.61 | 1871 / 173.82 | 1901 / 176.70 | 1733 / 161.06 | 2269 / 210.87 |
Evaporative Heating Surface/Cylinder Volume | 183.60 | 214.32 | 217.75 | 188.51 | 234.40 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 6800 | 3525 | 3029 | 4750 | 6480 |
Same as above plus superheater percentage | 8160 | 3525 | 3029 | 5558 | 6480 |
Same as above but substitute firebox area for grate area | 61,200 | 19,320 | 17,940 | 33,345 | 32,200 |
Power L1 | 15,286 | 4033 | 3537 | 11,299 | 6457 |
Power MT | 777.69 | 265.54 | 254.83 | 659.69 | 348.62 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | TN-61 | TN-63- 351 saturated | TN-64 | TN-67 - 333 | TN-67 - 341 |
Locobase ID | 12561 | 7815 | 10050 | 7813 | 7814 |
Railroad | Missouri Pacific (MP) | International & Great Northern (MP) | Missouri Pacific (MP) | International-Great Northern (MP) | International-Great Northern (MP) |
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 | 2 | 41 | 2 | 11 | 11 |
Road Numbers | 2402-2403 | 206-215, 242-251, 255, 315-360 | 277-284/7801-7808 | 333, 339, 351-53, 355-60 | 320, 341-350 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 41 | 2 | ||
Builder | Burnham, Williams & Co | several | Burnham, Parry, Williams & Co | IGN | IGN |
Year | 1901 | 1901 | 1886 | 1928 | 1924 |
Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Stephenson or Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13.50 / 4.11 | 13 / 3.96 | 14.50 / 4.42 | 13 / 3.96 | 13 / 3.96 |
Engine Wheelbase (ft / m) | 24.33 / 7.42 | 23.83 / 7.26 | 25.79 / 7.86 | 23.83 / 7.26 | 23.83 / 7.26 |
Ratio of driving wheelbase to overall engine wheelbase | 0.55 | 0.55 | 0.56 | 0.55 | 0.55 |
Overall Wheelbase (engine & tender) (ft / m) | 56.50 / 17.22 | 50 / 15.24 | 58.25 / 17.75 | 56.50 / 17.22 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 133,000 / 60,328 | 140,000 / 63,503 | 90,975 / 41,266 | 148,000 / 67,132 | 130,000 / 58,967 |
Engine Weight (lbs / kg) | 167,000 / 75,750 | 174,000 / 78,925 | 126,150 / 57,221 | 182,000 / 82,554 | 170,000 / 77,111 |
Tender Loaded Weight (lbs / kg) | 98,000 / 44,452 | 136,000 / 61,689 | 84,050 / 38,124 | 161,000 / 73,028 | 126,000 / 57,153 |
Total Engine and Tender Weight (lbs / kg) | 265,000 / 120,202 | 310,000 / 140,614 | 210,200 / 95,345 | 343,000 / 155,582 | 296,000 / 134,264 |
Tender Water Capacity (gals / ML) | 5000 / 18.94 | 6000 / 22.73 | 3600 / 13.64 | 8000 / 30.30 | 5600 / 21.21 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 2520 / 9538 | 9 / 8 | 3360 / 12,718 | 2520 / 9538 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 74 / 37 | 78 / 39 | 51 / 25.50 | 82 / 41 | 72 / 36 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 61 / 1549 | 64 / 1626 | 63 / 1600 | 67 / 1702 | 64 / 1626 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 190 / 1310 | 160 / 1100 | 210 / 1450 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19.5" x 28" / 495x711 | 20" x 28" / 508x711 | 20" x 24" / 508x610 | 21" x 28" / 533x711 | 20" x 28" / 508x711 |
Tractive Effort (lbs / kg) | 29,672 / 13459.01 | 28,263 / 12819.90 | 20,724 / 9400.26 | 32,897 / 14921.85 | 28,263 / 12819.90 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.48 | 4.95 | 4.39 | 4.50 | 4.60 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 310 - 2" / 51 | 322 - 2" / 51 | 227 - 2.25" / 57 | 177 - 2" / 51 | 160 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.375" / 137 | 26 - 5.375" / 137 | |||
Flue/Tube length (ft / m) | 14.50 / 3.96 | 13 / 3.96 | 13.08 / 3.99 | 13.50 / 4.11 | 13.50 / 4.11 |
Firebox Area (sq ft / m2) | 163 / 12.55 | 254 / 23.60 | 138 / 12.83 | 254 / 23.60 | 254 / 23.60 |
Grate Area (sq ft / m2) | 33 / 3.07 | 34 / 3.16 | 19.70 / 1.83 | 34 / 3.16 | 34 / 3.16 |
Evaporative Heating Surface (sq ft / m2) | 2493 / 232.53 | 2276 / 211.52 | 1876 / 174.35 | 1988 / 184.76 | 1868 / 173.61 |
Superheating Surface (sq ft / m2) | 494 / 45.91 | 494 / 45.91 | |||
Combined Heating Surface (sq ft / m2) | 2493 / 232.53 | 2276 / 211.52 | 1876 / 174.35 | 2482 / 230.67 | 2362 / 219.52 |
Evaporative Heating Surface/Cylinder Volume | 257.54 | 223.58 | 214.89 | 177.18 | 183.50 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 6600 | 6460 | 3152 | 7140 | 6460 |
Same as above plus superheater percentage | 6600 | 6460 | 3152 | 8568 | 7817 |
Same as above but substitute firebox area for grate area | 32,600 | 48,260 | 22,080 | 64,008 | 58,395 |
Power L1 | 6949 | 7059 | 4938 | 16,101 | 15,098 |
Power MT | 345.56 | 333.48 | 358.99 | 719.53 | 768.12 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | TN-67 - 371 |
Locobase ID | 7817 |
Railroad | International- Great Northern (MP) |
Country | USA |
Whyte | 4-6-0 |
Number in Class | 14 |
Road Numbers | 371-384 |
Gauge | Std |
Number Built | |
Builder | IGN |
Year | 1923 |
Valve Gear | Walschaert |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 13 / 3.96 |
Engine Wheelbase (ft / m) | 23.83 / 7.26 |
Ratio of driving wheelbase to overall engine wheelbase | 0.55 |
Overall Wheelbase (engine & tender) (ft / m) | 58.25 / 17.75 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 148,000 / 67,132 |
Engine Weight (lbs / kg) | 182,000 / 82,554 |
Tender Loaded Weight (lbs / kg) | 161,000 / 73,028 |
Total Engine and Tender Weight (lbs / kg) | 343,000 / 155,582 |
Tender Water Capacity (gals / ML) | 8000 / 30.30 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3360 / 12,718 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 82 / 41 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 67 / 1702 |
Boiler Pressure (psi / kPa) | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 21" x 28" / 533x711 |
Tractive Effort (lbs / kg) | 31,331 / 14211.52 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.72 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 177 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.375" / 137 |
Flue/Tube length (ft / m) | 13.50 / 4.11 |
Firebox Area (sq ft / m2) | 254 / 23.60 |
Grate Area (sq ft / m2) | 34 / 3.16 |
Evaporative Heating Surface (sq ft / m2) | 1988 / 184.76 |
Superheating Surface (sq ft / m2) | 494 / 45.91 |
Combined Heating Surface (sq ft / m2) | 2482 / 230.67 |
Evaporative Heating Surface/Cylinder Volume | 177.18 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 6800 |
Same as above plus superheater percentage | 8160 |
Same as above but substitute firebox area for grate area | 60,960 |
Power L1 | 15,335 |
Power MT | 685.29 |