Comparisons with other 2-6-6-2s reveals that this design was virtually identical to that of the Great Northern's second batch of L-1s (Locobase 819), but with larger HP cylinders. Tender capacity later increased to 9,500 US gallons (35,980 litres) with a resulting loaded weight of 166,200 lb (75,387 kg).
Chris Hohl noted that the Baldwin's specs were considerably higher than those shown in Locobase. The Baldwin numbers are characterized with more than usual circumspection as "approximate". Also unusual was the large overestimate in both adhesion (estimated at 323,000 lb/146,511 kg) and engine weights (363,000lb/164,654 kg). Given the relative lack of experience with building large articulateds, it's possible that Baldwin was leaving itself some leeway.
Like the later Ls, these articulateds were dedicated to pusher service, which explains the lack of a superheater upgrade and the retention of slide valves.
According to Drury (1993), the class was converted to super-switchers (0-6-6-0s) in 1927-1931 that operated until scrapped in June 1944.
These were the slight enlargements of the design used in the 1909 pair of articulateds shown in Locobase 8321. Other than the small increase in boiler size caused by the inclusion of 13 more tubes, the two classes were essentially identical.
The specs include a proviso apparently meant to foreclose any underhanded substitution of inferior components: "Locos to be built in the best, most substantial and workmanlike manner according to the true intent and meaning of these specifications, which are intended to include everything requisite to the proper building of the engine, notwithstanding that everything required is not particularly mentioned in these specifications."
According to Drury (1993), the class was converted to super-switchers (0-6-6-0s) in 1927-1931 that operated into the late 1940s.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Western Maryland (WM)||Western Maryland (WM)|
|Number in Class||2||7|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.22||0.22|
|Overall Wheelbase (engine & tender)||78.44'||78.94'|
|Axle Loading (Maximum Weight per Axle)||56800 lbs||61000 lbs|
|Weight on Drivers||298100 lbs||310000 lbs|
|Engine Weight||342000 lbs||354000 lbs|
|Tender Light Weight||166200 lbs||166200 lbs|
|Total Engine and Tender Weight||508200 lbs||520200 lbs|
|Tender Water Capacity||8000 gals||9500 gals|
|Tender Fuel Capacity (oil/coal)||14 tons||14 tons|
|Minimum weight of rail (calculated)||83 lb/yard||86 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||23" x 32"||23" x 32"|
|Low Pressure Cylinders (dia x stroke)||35" x 32" (2)||35" x 32" (2)|
|Tractive Effort||73085 lbs||73085 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.08||4.24|
|Firebox Area||225 sq. ft||226 sq. ft|
|Grate Area||78 sq. ft||78 sq. ft|
|Evaporative Heating Surface||5609 sq. ft||5766 sq. ft|
|Combined Heating Surface||5609 sq. ft||5766 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||364.51||374.71|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15600||15600|
|Same as above plus superheater percentage||15600||15600|
|Same as above but substitute firebox area for grate area||45000||45200|