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|
|Driver Wheelbase (ft)||10||10|
|Engine Wheelbase (ft)||44.83||45.33|
|Ratio of driving wheelbase to overall engine wheebase||0.22||0.22|
|Overall Wheelbase (engine & tender) (ft)||78.44||78.94|
|Axle Loading (Maximum Weight per Axle) (lbs)||56,800||61,000|
|Weight on Drivers (lbs)||298,100||310,000|
|Engine Weight (lbs)||342,000||354,000|
|Tender Loaded Weight (lbs)||166,200||166,200|
|Total Engine and Tender Weight (lbs)||508,200||520,200|
|Tender Water Capacity (gals)||8000||9500|
|Tender Fuel Capacity (oil/coal) (gals/tons)||14||14|
|Minimum weight of rail (calculated) (lb/yd)||83||86|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||55||55|
|Boiler Pressure (psi)||200||200|
|High Pressure Cylinders (dia x stroke) (in)||23" x 32"||23" x 32"|
|Low Pressure Cylinders (dia x stroke) (in)||35" x 32"||35" x 32"|
|Tractive Effort (lbs)||73,085||73,085|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.08||4.24|
|Firebox Area (sq ft)||225||226|
|Grate Area (sq ft)||78||78|
|Evaporative Heating Surface (sq ft)||5609||5766|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||5609||5766|
|Evaporative Heating Surface/Cylinder Volume||364.51||374.71|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||15,600||15,600|
|Same as above plus superheater percentage||15,600||15,600|
|Same as above but substitute firebox area for grate area||45,000||45,200|