Data from Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 283. Works number was 23931 in March 1904.
The Cd'A&S was a short line in eastern Washington-western Idaho that combined with other railroads in 1907 to form the Spokane & Inland Empire. When the S&IE electrified, it sold the 2 to the Spokane, Portland & Seattle as their 156. The SP&S operated this small, modestly powered, light-footed Ten-wheeler for another 25 years before scrapping it in April 1937.Data from GN 1916 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Paul T Hobbs's compilation Locomotive Diagrams SP&S RY (Vancouver, WA: Vintage Ads - North America, 2011), emailed to Locobase 14 January 2020. Works numbers were 35055-35059, 35096-35100 in August 1910.
This was a continuation of the E-14 order then being delivered to the Great Northern (Locobase 8844). The GN and its contentious partner, the Northern Pacific, were stocking the SP&S's motive-power roster. So this set--originally numbered 1043-1052 for the GN--was sent on to the SP&S. Four were unaltered and scrapped as Ten-wheelers in April and May 1937. The other six were converted to H-1-class Pacifics (see Locobase 8846) and served into the 1950s.Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 168. See also Paul T Hobbs's compilation Locomotive Diagrams SP&S RY (Vancouver, WA: Vintage Ads - North America, 2011), emailed to Locobase 14 January 2020. Works numbers were 36480-36481 in April 1911.
This pair of superheated Ten-wheelers was ordered by the Astoria & Columbia River just before it was taken over by the SP&S. So both were delivered to the successor with the same road numbers and a class D-2 designation. Both engines operated on the SP & S (most likely on the former A&CR rails) for a long time. 151 was scrapped in February 1948 and 150 in June 1950.
Data from Paul T Hobbs's compilation Locomotive Diagrams SP&S RY (Vancouver, WA: Vintage Ads - North America, 2011), emailed to Locobase 14 January 2020. See also "Astoria RailRoad" on the Astoria Railroad Preservation Association at [], last accessed 26 January 2020; and Greg Gordon, "Astoria and Columbia River Railroad" on the Oregon Encyclopedia website at [
], also last accessed 26 January 2020.. Works numbers were 2375-2377 in January 1898.
Principal Dimensions by Steve Llanso of Sweat House Media | ||||
---|---|---|---|---|
Class | 2 / D-5 | D-1 | D-2 | D-4 |
Locobase ID | 11489 | 8845 | 13921 | 16467 |
Railroad | Coeur d'Alene & Spokane (SP&S) | Spokane, Portland & Seattle | Spokane, Portland & Seattle | Astoria & Columbia River (SP&S) |
Country | USA | USA | USA | USA |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 1 | 10 | 2 | 3 |
Road Numbers | 2 | 100-109 | 150-151 | 16-18/153-155 |
Gauge | Std | Std | Std | Std |
Number Built | 1 | 10 | 2 | 3 |
Builder | Burnham, Williams & Co | Baldwin | Baldwin | Cooke |
Year | 1904 | 1910 | 1911 | 1898 |
Valve Gear | Stephenson | Walschaert | Walschaert | Stephenson |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 11.67 / 3.56 | 15.50 / 4.72 | 15 / 4.57 | 12.17 / 3.71 |
Engine Wheelbase (ft / m) | 21.62 / 6.59 | 28.96 / 8.83 | 27.92 / 8.51 | 22.67 / 6.91 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.54 | 0.54 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 61.50 / 18.75 | 55.50 / 16.92 | 48.08 / 14.65 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 52,500 / 23,814 | 39,900 / 18,098 | ||
Weight on Drivers (lbs / kg) | 90,000 / 40,823 | 155,000 / 70,307 | 112,000 / 50,802 | 105,000 / 47,627 |
Engine Weight (lbs / kg) | 120,000 / 54,431 | 210,000 / 95,255 | 160,000 / 72,575 | 139,900 / 63,458 |
Tender Loaded Weight (lbs / kg) | 60,000 / 27,216 | 148,200 / 67,222 | 135,000 / 61,235 | 84,270 / 38,224 |
Total Engine and Tender Weight (lbs / kg) | 180,000 / 81,647 | 358,200 / 162,477 | 295,000 / 133,810 | 224,170 / 101,682 |
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 8000 / 30.30 | 7000 / 26.52 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4300 / 16,276 | 4000 / 15,140 | 3747 / 14,182 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 | 86 / 43 | 62 / 31 | 58 / 29 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 62 / 1575 | 73 / 1854 | 72 / 1829 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 180 / 12.40 | 200 / 13.80 | 165 / 11.40 | 175 / 12.10 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 23.5" x 30" / 597x762 | 22" x 26" / 559x660 | 20" x 26" / 508x660 |
Tractive Effort (lbs / kg) | 19,189 / 8703.99 | 38,582 / 17500.52 | 24,513 / 11118.92 | 24,556 / 11138.43 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.69 | 4.02 | 4.57 | 4.28 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 218 - 2" / 51 | 290 - 2.25" / 57 | 210 - 2" / 51 | 268 - 2" / 51 |
Flues (number - dia) (in / mm) | 24 - 5.5" / 140 | 20 - 5.5" / 140 | ||
Flue/Tube length (ft / m) | 12.42 / 3.79 | 17 / 5.18 | 15 / 4.57 | 12.46 / 3.80 |
Firebox Area (sq ft / m2) | 132.10 / 12.28 | 201 / 18.67 | 163 / 15.14 | 145 / 13.47 |
Grate Area (sq ft / m2) | 22.80 / 2.12 | 55 / 5.11 | 30 / 2.79 | 28.30 / 2.63 |
Evaporative Heating Surface (sq ft / m2) | 1539 / 143.03 | 3370 / 313.20 | 2248 / 208.92 | 1894 / 176.02 |
Superheating Surface (sq ft / m2) | 530 / 49.26 | 502 / 46.65 | ||
Combined Heating Surface (sq ft / m2) | 1539 / 143.03 | 3900 / 362.46 | 2750 / 255.57 | 1894 / 176.02 |
Evaporative Heating Surface/Cylinder Volume | 217.68 | 223.77 | 196.50 | 200.42 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 4104 | 11,000 | 4950 | 4953 |
Same as above plus superheater percentage | 4104 | 12,540 | 5841 | 4953 |
Same as above but substitute firebox area for grate area | 23,778 | 45,828 | 31,736 | 25,375 |
Power L1 | 5787 | 14,776 | 13,121 | 5093 |
Power MT | 425.27 | 630.49 | 774.83 | 320.80 |