Data from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers ran from 28690-28699 in February 1904.
These were the first Pacifics on the Frisco and almost the first 4-6-2s in North America. They had small boilers and grates and rode on medium-height drivers; on the other hand, they were fitted with piston valves. Baldwin supplied another five in the same year (Locobase 8630).
Some time later they were superheated; see Locobase 8629.
Data from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 8628 describes the first Frisco Pacifics from Brooks. Small though they were, the class was still deemed suitable for superheating. In the process, the shops replaced the 2 1/4" tubes with 2" tubes and a 22-flue superheating assembly installed. Unusually for such conversions, the boiler pressure remained set at 200 psi. The class retianed the 11: (279 mm) piston valves fitted before their 1904 delivery. 1007 was converted to oil burning.
All of the class carried on until the late 1940s. 1000 was "dismissed from service" first in September 1946. The others followed with 1005 closing out the class in December 1948.
Data from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 26, p. 239. (Thanks to Chris Hohl for his 7 May 2023 email correcting the valve gear ID.) Works numbers were 23744, 23751-23752, 23844, 23903 in March 1904.
In the same year as the Brooks Pacifics (Locobase 8628) came these Baldwin Pacifics. The Brooks engines used piston valves, the Baldwins continued with Richardson balanced slide valves. Otherwise, the two designs were quite similar. A spotlight on operational considerations appeared in a 1 November 1903 update to Baldwin's specification page drafted 5 March 1903. The engine had to be able to "clear the St Louis Bridge and Tunnel.".
Locobase noted that the 1904 diagrams showed clearly a firebox heating surface area of 102.5 sq ft (9.52 sq m) He retained it because he could find no documentation for another number. But new information viewed years after this entry was created showed the firebox value now entered in Locobase's specs. Curiously, the order sheet included a lower total evaporative heating surface area that is much more in line with the combination of firebox and tube heating surface area.
Later this class was credited with 171.1 sq ft (15.90 sq m), but that included two Nicholson thermic syphons.
Some time later this class superheated; see Locobase 8631.
Data from SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 23744, 23751-52, 23844, 23903 in March 1904.
The Frisco's makeover of the Brooks locomotives (Locobase 8629) took significant liberties with the original design described in Locobase 8628. What the shops did to the Baldwins(Locobase 8630) ran even deeper. The same reduction in tube diameter occurred - from 2 1/4" to 2"and the cylinders were bored out to 21". But the superheater ratio ran even higher as more small tubes were sacrificed for superheater flues and elements. At the same time, relatively capacious 12" (305 mm) piston valves supplanted the slide valves of the original design. Moreover, the firebox was extensively reworked, gaining two Nicholson thermic syphons in the process. All of the changes seemed to have added about 9 1/2 short tons to the engine weight, most of the increase over the drivers. The factor of adhesion changed very little.
1011, 1012, and 1013 were converted to oil burning at some point and the 1012-1013 did not
Retirements of this small class bagan in March 1949 and ended in September 1951.
Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University, Volume 33, pp. 218-219. Works numbers were 34154-34159, 34193-34195, 34209-34212, 34227, 34234 in January 1910; 34251-34253, 34265, 34328 in February 1910 35275-35278 in September; and 35352 in October. (Thanks to Antonio Fontanelli, whose 3 March 2013 email pointed out a discrepancy in the builder's numbers.)
These were among the first North American locomotives to be delivered with superheaters. Notice the low boiler pressure of 160 psi, a setting probably derived from an expectation that superheating steam would allow a reduction of boiler pressure. (Later thinking said, "Take both the superheat and the higher pressure for even more power and accept the higher maintenance cost.").
The boiler would be substantially made over; the result is seen in Locobase 8632.
Data from StLSF 1908 description, StLSF 1930, StL&SF 11 - 1943, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 13528 details this class as it was delivered in 1910. When the Frisco overhauled the set some time in the late 1920s and early 1930s, they went with a new boiler that had smaller-diameter tubes. Fourteen -- 1015, 1019, 1021, 1023, 1025, 1036, 1027, 1033, 1031, 1034-1035, 1016, 1018, 1017 -- were fitted with 24"-diameter cylinders and boilers pressed to 200 psi. Thus, although the cylinder volume dropped, the increase in BP increased tractive effort. Five retained Walschaert valve gear; the rest were refitted with Baker gear.
Three--1018, 1025, and 1031--would be streamlined in 1939; see Locobase 8633. Three more locomotives--1025, 1034, and 1036 -- would share the power dimensions.
The class stayed in service for about 40 years each and were "dismissed from service" between 31 May 1949 and 11 December 1951.
Data from StLSF 11 - 1943 and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 8632 describes the original class of Pacifics from which this small group of rebuilds was drawn. The three were taken in hand to properly grace the Firefly, a new streamlined train service between Kansas City and Oklahoma City via Tulsa. Note the variety of tweaks applied to a design that already had garnered smaller cylinders and a higher boiler pressure: taller drivers, oil-burning firebox, a bigger tender, and substantially more weight on the drivers and overall. 1018 & 1031 had Walschaert gear, 1026 had Baker gear.
The streamline casing that now shrouded the boiler had a bullet nose, faired stack, and thick valence over the open running gear. A broad band of color along the valence and the tender was simply lettered "Frisco Lines." As Drury (1993) points out, "Streamlined or no, the bell and the whistle were out front where they could be heard."
As far as pictures can show, the trio retained their shrouds throughout the rest of their careers. 1026 was first to be "dismissed from service" on 31 May 1949. 1031 followed on 4 October while 1018 ran until 22 May 1950.
Data from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's [] (accessed 16 June 2006). Data also from StLSF 1930, StL&SF 11 - 1943, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
According to Drury (1993), this class of Pacifics (works# 50553-50572) shared many components with the 1306-class Consolidations. Later, the Frisco rebuilt this class into oil-burners with 24" x 28" cylinders and 73" drivers; see Locobase 8634.
They were "dismissed from service" in the 13 months between 30 November 1950 and 27 December 1951.
Data from StLSF 1930, StL&SF 11 - 1943, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Most of the class profiled in Locobase 7584 was reworked in the late 1920s and early 1930s. Almost all were converted to oil-burning beginning in 1924, cylinder diameter dropped by 2 inches, boiler pressure rose by 30 psi, and the brick arch was removed from the firebox. This last alteration was offset by installation of a Nicholson thermic syphon, which increased firebox heating surface. One of this class rode on 73" drivers.
Five others had a further makeover; see Locobase 8635.
They were "dismissed from service" in the 13 months between 30 November 1950 and 27 December 1951.
Data from StLSF 1930, StL&SF 11 - 1943, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 8634 shows the results of the Frisco's rebuilding program in the late 1920s and early 1930s. For seven of the locomotives, that was not the end of the makeover. Tubes were removed in favor of more superheater area, which now achieved superpower proportions.
Data from reproduction of the Frisco Man newsletter, Vol XI, # 7 (July 1917), pp. 13-16, found on the Frisco Lines history website -- [], accessed 4 July 2007. (Thanks to Chris Hohl for his 24 October 2015 email describing the change from Baker to Walschaert gear.) See also DeGolyer, Vol 55, pp. 273+. Works numbers were 45358, 45387 in March 1917; 45464-45466, 45511-45512 in April; 45580, 45631 in May; and 45701 in June.
According to the Frisco Man article, these new Pacifics were fitted with the Jacobs-Shupert welded firebox. The author then gives a detailed description of the construction of this unusual variation. Among other features were the 13"-diameter (331 mm) piston valves, Street mechanical stoker, and Ragonnet power reverse mechanism.
Certainly in comparison with the earlier class of Frisco Pacifics, these were much bigger and more powerful locomotives. But the fireboxes leaked, which sapped the design's potential. There may also have been issues with the Baker valve gear; Chris Hohl points out that the 1060s were refitted with Walschaert's gear before they were extensively rebuilt.
Two decades after their delivery (they didn't want to rush things?), Frisco reconstructed the class as bigger and better 4-6-4s; see Locobase 165.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 1000 | 1000 - superheated | 1010 | 1011 - superheated | 1015 - delivered |
Locobase ID | 8628 | 8629 | 8630 | 8631 | 13528 |
Railroad | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |
Number in Class | 10 | 10 | 5 | 5 | 25 |
Road Numbers | 1000-1009 | 1000-1009 | 1010-1014 | 1010-1014 | 1015-1039 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 10 | 5 | 25 | ||
Builder | Alco-Brooks | Frisco | Burnham, Williams & Co | Frisco | Baldwin |
Year | 1904 | 1904 | 1904 | 1930 | 1910 |
Valve Gear | Walschaert | Walschaert | Stephenson | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12.33 / 3.76 | 12.33 / 3.76 | 12.33 / 3.76 | 12 / 3.66 | 12.50 / 3.81 |
Engine Wheelbase (ft / m) | 31.50 / 9.60 | 31.67 / 9.65 | 30 / 9.14 | 30 / 9.14 | 32.75 / 9.98 |
Ratio of driving wheelbase to overall engine wheelbase | 0.39 | 0.39 | 0.41 | 0.40 | 0.38 |
Overall Wheelbase (engine & tender) (ft / m) | 60 / 18.29 | 57 / 17.37 | 60.72 / 18.51 | 62.12 / 18.93 | 64.75 / 19.74 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 123,400 / 55,973 | 139,400 / 63,231 | 118,750 / 53,864 | 131,700 / 59,738 | 145,000 / 65,771 |
Engine Weight (lbs / kg) | 193,550 / 87,793 | 204,900 / 92,941 | 191,000 / 86,636 | 210,100 / 95,300 | 212,000 / 96,162 |
Tender Loaded Weight (lbs / kg) | 134,200 / 60,872 | 134,200 / 60,872 | 139,500 / 63,276 | 165,200 / 74,934 | 151,800 / 68,855 |
Total Engine and Tender Weight (lbs / kg) | 327,750 / 148,665 | 339,100 / 153,813 | 330,500 / 149,912 | 375,300 / 170,234 | 363,800 / 165,017 |
Tender Water Capacity (gals / ML) | 6000 / 22.73 | 6000 / 22.73 | 6000 / 22.73 | 7500 / 28.41 | 8100 / 30.68 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 13 / 12 | 13 / 12 | 13 / 12 | 13 / 12 | 11.50 / 11 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 69 / 34.50 | 77 / 38.50 | 66 / 33 | 73 / 36.50 | 81 / 40.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 69 / 1753 | 69 / 1753 | 69 / 1753 | 69 / 1753 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 200 / 1380 | 200 / 1380 | 200 / 1380 | 160 / 1100 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 21" x 26" / 533x660 | 20" x 26" / 508x660 | 21" x 26" / 533x660 | 26" x 28" / 660x711 |
Tractive Effort (lbs / kg) | 25,623 / 11622.41 | 28,250 / 12814.00 | 25,623 / 11622.41 | 28,250 / 12814.00 | 37,307 / 16922.19 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.82 | 4.93 | 4.63 | 4.66 | 3.89 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 256 - 2.25" / 57 | 167 - 2" / 51 | 249 - 2.25" / 57 | 139 - 2" / 51 | 174 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 22 - 5.375" / 137 | 26 - 5.375" / 137 | 24 - 5" / 127 | ||
Flue/Tube length (ft / m) | 18.54 / 5.65 | 18.54 / 5.65 | 18.58 / 5.66 | 17.75 / 5.41 | 20 / 6.10 |
Firebox Area (sq ft / m2) | 164 / 15.24 | 146.70 / 13.63 | 150 / 13.94 | 171.10 / 15.90 | 185 / 17.19 |
Grate Area (sq ft / m2) | 42.10 / 3.91 | 42.10 / 3.91 | 43 / 3.99 | 43.30 / 4.02 | 51 / 4.74 |
Evaporative Heating Surface (sq ft / m2) | 2958 / 274.91 | 2342 / 217.66 | 2863 / 265.98 | 2112 / 196.28 | 2851 / 264.86 |
Superheating Surface (sq ft / m2) | 531 / 49.35 | 602 / 55.95 | 626 / 58.16 | ||
Combined Heating Surface (sq ft / m2) | 2958 / 274.91 | 2873 / 267.01 | 2863 / 265.98 | 2714 / 252.23 | 3477 / 323.02 |
Evaporative Heating Surface/Cylinder Volume | 313.02 | 224.76 | 302.96 | 202.69 | 165.66 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 8420 | 8420 | 8600 | 8660 | 8160 |
Same as above plus superheater percentage | 8420 | 9936 | 8600 | 10,565 | 9629 |
Same as above but substitute firebox area for grate area | 32,800 | 34,621 | 30,000 | 41,748 | 34,928 |
Power L1 | 9195 | 17,337 | 8794 | 18,509 | 10,061 |
Power MT | 492.82 | 822.56 | 489.79 | 929.51 | 458.91 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 1015 - rebuilt | 1018 streamlined | 1040 | 1040 - rebuilt 69" | 1042 - rebuilt 73" |
Locobase ID | 8632 | 8633 | 7586 | 8634 | 8635 |
Railroad | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) | St Louis-San Francisco (Frisco/(SLSF) |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 | 4-6-2 |
Number in Class | 25 | 3 | 20 | 15 | 7 |
Road Numbers | 1015-1039 | 1018, 1026, 1031 | 1040-1059 | 1040-1059 | 1042, 44-45, 51, 59 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 20 | ||||
Builder | Frisco | Frisco | Alco-Schenectady | Frisco | Frisco |
Year | 1939 | 1912 | 1929 | 1930 | |
Valve Gear | Baker | Baker or Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12.50 / 3.81 | 12.50 / 3.81 | 12.50 / 3.81 | 12.50 / 3.81 | 12.50 / 3.81 |
Engine Wheelbase (ft / m) | 32.75 / 9.98 | 32.75 / 9.98 | 33.08 / 10.08 | 33.12 / 10.09 | 33.12 / 10.09 |
Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.38 | 0.38 | 0.38 | 0.38 |
Overall Wheelbase (engine & tender) (ft / m) | 64.72 / 19.73 | 69.87 / 21.30 | 56.94 / 17.36 | 65.98 / 20.11 | 65.98 / 20.11 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 63,150 / 28,644 | ||||
Weight on Drivers (lbs / kg) | 145,500 / 65,998 | 153,700 / 69,717 | 158,000 / 71,668 | 159,200 / 72,212 | 178,850 / 81,125 |
Engine Weight (lbs / kg) | 225,500 / 102,285 | 239,200 / 108,499 | 260,500 / 118,161 | 262,600 / 119,113 | 296,750 / 134,604 |
Tender Loaded Weight (lbs / kg) | 151,800 / 68,855 | 208,000 / 94,347 | 161,200 / 73,119 | 175,600 / 79,651 | 211,100 / 95,753 |
Total Engine and Tender Weight (lbs / kg) | 377,300 / 171,140 | 447,200 / 202,846 | 421,700 / 191,280 | 438,200 / 198,764 | 507,850 / 230,357 |
Tender Water Capacity (gals / ML) | 8100 / 30.68 | 10,000 / 37.88 | 8100 / 30.68 | 8100 / 30.68 | 10,000 / 37.88 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 11.50 / 11 | 3800 / 14,383 | 14 / 13 | 4000 / 15,140 | 4000 / 15,140 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 81 / 40.50 | 85 / 42.50 | 88 / 44 | 88 / 44 | 99 / 49.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 73 / 1854 | 69 / 1753 | 69 / 1753 | 73 / 1854 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 200 / 1380 | 175 / 1210 | 205 / 1410 | 205 / 1410 |
High Pressure Cylinders (dia x stroke) (in / mm) | 24" x 28" / 610x711 | 24" x 28" / 610x711 | 26" x 28" / 660x711 | 24" x 28" / 610x711 | 24" x 28" / 610x711 |
Tractive Effort (lbs / kg) | 39,736 / 18023.97 | 37,558 / 17036.04 | 40,805 / 18508.86 | 40,729 / 18474.39 | 38,497 / 17461.97 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.66 | 4.09 | 3.87 | 3.91 | 4.65 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 180 - 2" / 51 | 175 - 2" / 51 | 242 - 2" / 51 | 244 - 2" / 51 | 233 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.375" / 137 | 26 - 5.375" / 137 | 32 - 5.375" / 137 | 32 - 5.375" / 137 | 40 - 5.375" / 137 |
Flue/Tube length (ft / m) | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 | 20 / 6.10 | 19.67 / 6 |
Firebox Area (sq ft / m2) | 214 / 19.88 | 215.70 / 20.04 | 204 / 18.96 | 236.40 / 21.96 | 236.40 / 21.96 |
Grate Area (sq ft / m2) | 50.90 / 4.73 | 50.90 / 4.73 | 50.90 / 4.73 | 50.90 / 4.73 | 50.90 / 4.73 |
Evaporative Heating Surface (sq ft / m2) | 2831 / 263.01 | 2780 / 258.36 | 3676 / 341.64 | 3692 / 343.12 | 3743 / 347.86 |
Superheating Surface (sq ft / m2) | 679 / 63.08 | 679 / 63.10 | 759 / 70.54 | 833 / 77.42 | 1041 / 96.75 |
Combined Heating Surface (sq ft / m2) | 3510 / 326.09 | 3459 / 321.46 | 4435 / 412.18 | 4525 / 420.54 | 4784 / 444.61 |
Evaporative Heating Surface/Cylinder Volume | 193.11 | 189.63 | 213.60 | 251.84 | 255.32 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 10,180 | 10,180 | 8908 | 10,435 | 10,435 |
Same as above plus superheater percentage | 12,114 | 12,216 | 10,422 | 12,313 | 12,730 |
Same as above but substitute firebox area for grate area | 50,932 | 51,768 | 41,769 | 57,185 | 59,124 |
Power L1 | 15,708 | 16,548 | 13,479 | 19,894 | 24,319 |
Power MT | 714.02 | 712.08 | 564.23 | 826.48 | 899.31 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | 1060 |
Locobase ID | 8535 |
Railroad | St Louis-San Francisco (Frisco/(SLSF) |
Country | USA |
Whyte | 4-6-2 |
Number in Class | 10 |
Road Numbers | 1060-1069 |
Gauge | Std |
Number Built | 10 |
Builder | Baldwin |
Year | 1917 |
Valve Gear | Baker |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 13 / 3.96 |
Engine Wheelbase (ft / m) | 33.92 / 10.34 |
Ratio of driving wheelbase to overall engine wheelbase | 0.38 |
Overall Wheelbase (engine & tender) (ft / m) | 71.58 / 21.82 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 190,000 / 86,183 |
Engine Weight (lbs / kg) | 296,000 / 134,264 |
Tender Loaded Weight (lbs / kg) | 190,000 / 86,183 |
Total Engine and Tender Weight (lbs / kg) | 486,000 / 220,447 |
Tender Water Capacity (gals / ML) | 10,000 / 37.88 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 18 / 16 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 106 / 53 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 73 / 1854 |
Boiler Pressure (psi / kPa) | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 26.5" x 28" / 673x711 |
Tractive Effort (lbs / kg) | 45,791 / 20770.47 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.15 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 225 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 38 - 5.5" / 140 |
Flue/Tube length (ft / m) | 21 / 6.40 |
Firebox Area (sq ft / m2) | 284 / 26.38 |
Grate Area (sq ft / m2) | 63.50 / 5.90 |
Evaporative Heating Surface (sq ft / m2) | 4200 / 390.19 |
Superheating Surface (sq ft / m2) | 996 / 92.53 |
Combined Heating Surface (sq ft / m2) | 5196 / 482.72 |
Evaporative Heating Surface/Cylinder Volume | 235.03 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 12,700 |
Same as above plus superheater percentage | 15,113 |
Same as above but substitute firebox area for grate area | 67,592 |
Power L1 | 19,859 |
Power MT | 691.29 |