Schenectady's catalogue of recent American-type engines presents a basic pattern for its 4-4-0s as far as the boiler was concerned. For the FRR, the builder delivered an almost exact duplicate of the Vandalia locomotive shown in Locobase 11107, but one fitted with tubes 6" shorter in length. Otherwise, the pattern seems to have been identical.

By the time the two engines appeared in the 1919 accounting, the cylinder diameter had been reduced to 19" (484 mm).

1162 was scrapped in November 1928 while 1161 lasted until February 1935.

Hinkley originally built works number 814 in March 1867 for the Vermont & Massachusetts as the New London (V&M #12). In 1873, 12 went with the V&M to the Fitchburg, where the engine was renumbered 105. In 1890, the Fitchburg fitted a new boiler to the 105, but does not appear to have changed many of the dimensions and areas. When the Fitchburg merged with the B&M, the 105 became B&M's 905 and later the 605.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

This class was typical of B & M Eight-wheelers of the time in size and power. They served about 25 years each with 863 being scrapped in May 1911, 865 in August 1912, and 862 and 864 going to the breakers together in November 1913.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Similar to the 1893 B&A Americans described in Locobase 5713 and answering the same concerns. A need to restrict the adhesion weight to 76,000 lb (34,473 kg) led to hollow crank pins and other trimmings that led to a dynamic load at 60 mph equivalent to a design weighing 65,000 lb on the drivers.

The C&M had been founded as the Boston, Concord & Montreal in 1854, but like so many other railroads, had never reached its intended terminus. Reorganized as the Concord & Montreal in the 1880s upon merging with the Concord Railroad, the successor was leased by the Boston & Maine in 1895.

The 1160's good size and power meant it remained on the roster for more than three decades before it was scrapped in 1926.

The 1913 document is the source for the builder's date. Although several compilers have prepared a summary of Hinkley's production history, all have been unable to develop more than fragmentary information on the company's production in the middle 1880s. The 1913 document cannot provide the builder's number, but does note the year. It also says that the 602 was scrapped in 1911.

Built by the Concord Railway, this engine remained on the line while corporate ownership changed to Concord & Montreal, then to the Boston & Maine. Finally numbered 605, the engine was scrapped in September 1913.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Manchester Locomotive Works produced most of the locomotives to this design, but Baldwin negotiated an order for 10 and produced them in early 1903.

William Mason's small, but highly valued, output included five locomotives for the Fitchburg Railroad in August (works numbers 657-658), October (663-664), and November (665) 1881. Numbered 100 by the Fitchburg, the last of these later was substantially rebuilt by the Schenectady Locomotive Works in 1897. It received a new, larger boiler rated at a higher pressure, but somewhat smaller firebox.

In the same year, Schenectady delivered a similar, more powerful locomotive; see Locobase 10895.

As noted in Locobase 10894, Schenectady rebuilt a Mason engine originally delivered in 1881. It's not clear from the listing, but this locomotive may have been built new by Schenectady in the same year for the B & M. It had a stronger boiler of identical size, possibly a (slightly) different firebox, and a smallish grate.

This locomotive was originally completed in December 1876 with 16"-diameter cylinders and delivered to the B & M as the S A Walker (road number 74). An 1886 reboilering probably offered the opportunity to increase cylinder diameter an inch.

There were three others that were updated with a different, smaller boiler in 1895; see Locobase 10898.

Delivered to the Boston, Lowell & Nashua as #58 Concord and #59 Essex, these engines reportedly had 63" drivers. 58 was renumbered 27 by the Boston & Lowell, then 227 and 667 by the B & M. 58 later wore Nashua & Lowell #18, Boston & Lowell 64, then Boston & Maine 364 and 684.

When the two were rebuilt by the Boston & Maine in 1897 and 1898, respectively, the 684 had 1 fewer boiler tube of slightly shorter length, which resulted in a 1,147 sq ft total for evaporative heating surface.

667 was scrapped in December 1915 while 684 stood off the ferro-knacker until August 1920.

Originally delivered to or built by the ERR in 1882, 206 was given a new boiler in 1899. It is this configuration that is described in the specifications.

This engine was delivered by Taunton Locomotive Works in 1881 (works number 808) and reboilered in 1900. Locobase does not know when it acquired the taller drivers; it may have been delivered with them Two other Taunton locomotives are shown in Locobases 10902 and 10904.

This engine was delivered by Taunton Locomotive Works in 1883 and reboilered in 1902. Two other Taunton locomotives are shown in Locobases 10902 and 10903.

Portland Locomotive delivered this locomotive (works 539) in 1886 as #1 Presumpscot on the Portland & Rochester. The data refer to the boiler built by the Portland Works after the original exploded. This engine remained in service until 1920.

This trio of engines was originally completed by Manchester Locomotive Works along with the S A Walker in December 1876 with 16"-diameter cylinders and delivered to the B&M as Melrose, Wakefield, and Malden (road numbers 76,77, 75, respectively). Rumary-Lambert credit the class with 57" drivers, but that diameter may not have included the tires.

After almost two decades of service, the set received new boilers. It may have been at that time that the 17" cylinders were also fitted. 753 (ex-76) was scrapped in May 1915 with 754 and 752 (ex-77 and ex-75) went to the boneyard a month later.

Locobase 10897 shows the one locomotive of this class that was updated to a different configuration.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1274-1275, 1289 in December 1886.

The engines arrived on the line with names: Warrior, Vanguard, and Pharton (possibly Phaeton). Three others -- 1276-1277 and 1290 (Swiftsure and Speedwell) -- may also have been in this class.

The three that are shown in the 1919 B&M book all had new fireboxes fitted at the Turn of the Century in 1906, 1900, and 1904, respectively and were scrapped about 10 years later. 756 went first in May 1914, 757 in May 1915, and 755 in June 1915.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1541-1542 in March 1892.

Similar to the C & M's earlier Manchester engines shown in Locobase 10915, this pair had smaller drivers and fewer tubes in the boiler. They were otherwise quite similar. Named B A Kimball and Nathaniel White when they served the C & M, the locomotives were renumbered by the B & M.

764 was scrapped in October 1915, 765 following eight months later in June 1916.

A rare class of locomotives on the B & M that all had the same characteristics even as late as 1919. The last two -- A23-b -- were slightly heavier and had smaller, 64' drivers for more tractive effort.

Portland delivered these as a single batch in 1888 (works numbers 589-594). Over time, at least two received a new firebox, a modification that didn't affect the heating surface dimensions. 269 was graced with a new boiler in 1906, however, one with more tubes (210) that measured 6" longer.

Rarely did the B & M maintain sets of older Eight-wheelers with quite the uniformity shown in this class. The first five measured 1,391 sq ft in heating surface, but were otherwise identical.

At the New Hampshire builder, this batch was intermingled with a set of smaller-drivered, bigger-cylindered engines of very similar dimensions.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1551 in September 1892 and 1554-1555, 1557 in October.

This class was delivered with 18" x 22" cylinders, an unusual combination that appeared on a few other railroads of the era. Probably for ease of stocking parts, the original cylinders were soon replaced with the standard 17" x 24" favored by the B & M for its Eight-wheelers at the time. The quartet retained the slightly larger grate, however.

Unlike many of the other B & M 4-4-0s, this foursome went out of service over a decade rather than 2-3 years. 786 was scrapped first in May 1913 and 785 went in 1916 while 788 lasted until 1922 and 786 until 1923.

Five of this class in July 1923 with the 832 going six month later in January 1924.

Originally delivered as

Portland built these rather sizable (for the B & M at least) Eight-wheelers with small grates that apparently were not enlarged when the engines received their new boilers in 1906 (97 and 99) and 1909 (98).

At the same time PWL supplied two more of more modest proportions; see Locobase 10924.

This relatively large set of mixed-traffic Eight-wheelers was produced in New Hampshire at the same time as the passenger engines shown in Locobase 10907. The first four were named for US Navy admirals - Farragut, Porter, Dupont, and Dahlgren (444-447). 448-49 are shown in the 1919 book with fewer tubes (196) of slightly shorter length.

The last three -- A37-g -- weighed 1,500 lb more on the drivers, but were otherwise identical.

All of these locomotives operated into the 1920s, the first four (914, 916, 920, 921) going to the ferro-knacker before the end of 1923. Two of the class held on until the 1930s; 910 was scrapped in February 1935 and 915 in June 1937.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Ru mary-Lambert assign works numbers 1543-1550, manufactured in July-August 1892. The first two in the class had fireboxes measuring 1" shorter in length, which reduced grate area to 18.6 sq ft.

According to the web site: "Engine 494, an American type 4-4-0 locomotive, steamed out of the builder's yard at the Manchester Locomotive Works in Manchester, New Hampshire in July 1892. The 494 was originally built for the Eastern Railroad but was later acquired by the Boston & Maine Railroad. In 1911 No. 494 was renumbered as the 905.

"Toward the end", reports the site, "the 494 was used to haul coal from Fabyan Station, at steep grade, to Marshfield Station at the 2700 foot level of Mount Washington, New Hampshire. This coal was used by the Mount Washington Cog Railway for its climb to the 6,288 foot summit. Engine No. 494 was finally retired in 1938."

She appeared at the 1939 World's Fair and was later displayed at the town of Hartfort, Vermont.

930-931 went for scrap in 1926. 932-933 were rebuilt with superheaters in 1924 by the Putnam Machine Company and remained in service for years. 932 had already had its boiler pressure raised to 175 psi.

932 was scrapped in June 1939 and 933 survived until 1947, when it was scrapped in March.

Although they used the same boiler and firebox as the 930 foursome (Locobase 11053), this group ran higher pressures and rode on taller drivers. 935 was scrapped in December 1926, 937 followed in 1928. 936 remained in service for another decade before being broken up in August 1938. And the lowest numbered of this quartet -934 - lasted the longest, evading the scrapyard until July 1940., and 936

Manchester turned out two batches of identical locomotives for the Fitchburg railroad would soon be leased by the B & M in 1900. After 20 years, the B & M and Fitchburg reorganized and merged.

The A-40 class represented a step up at least in boiler pressure and driver diameter; these were the first B & M Eight-wheelers to have passenger-power dimensions. All had very similar lifespans: 949 in 1926, 944 and 947 were scrapped in December 1926, 945-946 in October 1927, 940-942, 948 in December 1927,and 943 in 1928.

The Fitchburg engines are shown in Locobase 11055.

Manchester built several batches of mixed-traffic Eight-wheelers for the Fitchburg and the B&M in 1894-1895 (Locobase 11053), but only a few were ever superheated. This quintet was updated and superheated in the Putnam Machine Company of Fitchburg, Mass. They still used inside Stephenson link motion but now the valve gear actuated 10" (254 mm). In addition to adopting a higher-pressure boiler with a moderate amount of superheater area, the company stood the engine on six-inch (152 mm) taller drivers.

Built between 1900-1911. Many were used on suburban service out of Boston's North Station.

Taking the design of a year earlier (Locobase 10883), the B & M extended the tube length slightly and built this batch. The others were named Huntress

Essentially the same design as the B & M-built locomotives shown in Locobase 10883, but with more tubes and thus a greater heating surface.

Home-built Eight-wheelers that constituted a large "class" of very similar engines. Road #52 differed in having slightly lower boiler pressure (145 psi). The non-contiguity of the class's road numbers reflects the B&M's practice of giving names of existing locomotives and their associated road numbers to the engines that replaced them. Other names were Suffolk, Titan, Bell Rock, and John Howe. See Locobase 10884 for the slightly larger Atherton, which was built by the B&M in the same period.

One explanation for the big gap between road numbers for this pair of Eight-wheelers with consecutive works numbers is that the two locomotives replaced older engines with those same road numbers. It seems especially likely in this case as the new engine took the older engines' names--Augusta shared by both 29s and Enoch Paine by both 82s.

Both engines remained in service well into the Boston & Maine era before being scrapped in 1914.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 1245 in June 1885.

This small engine received a new firebox in 1904, a new number in 1911, and was scrapped in May 1913. Works 1244 and 1246 were part of the same batch; they were delivered as Greenfield (150) and Lynnboro (152). Locobase does not know the original dimensions for sure; see Locobase 10891 for the larger Greenfield.

Delivered as the Biddeford, this locomotive is credited in the Lambert-Rumary listing with 63" drivers. By the time of the 1896 reboilering, however, it had 67" drivers.

666 was scrapped in June 1916.

Portland lengthened the stroke of its basic 4-4-0 design, which apparently encouraged the builder to supply a firebox that measured 6" longer as well. The other three locomotives in this batch were named Beach Bluff (168), Nasconomo (218), Massasoit (219). Massasoit was later renamed Fremont and renumbered 231

When the ERR was taken into the Boston & Maine in 1884, the Chelsea was renamed Conway and its new owners added 100 to its road number. 127 was fitted with a new boiler in 1887. Renumbered 601 in 1911, the locomotive would be renumbered 620 in 1916.

It was scrapped in August 1920.

This pair was delivered as Conqueror and Uneasonuck

The Concord Railroad soon became the Concord & Montreal, but the locomotives retained their original road numbers. When the Boston & Maine took over the C & M, they renumbered the engines twice, first as 746-747, later as 867-868. 867 was scrapped in August 1914 and 868 followed in 1916.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 1260 in December 1885.

After

This pair was delivered with names -- Fabian and Profile -- and 16"-diameter cylinders. Rumary doesn't have information on Profile's later career, but he notes that Fabian was rebuilt with 17" cylinders (possibly at the time it received a new boiler in 1889) and bore a series of railroad names and numbers: Boston & Lowell 97, Concord & Montreal 61, Boston & Maine 761.

Renumbered 656 in 1911, ex-Fabian was scrapped in June 1916.

Havron says that these were delivered with 17" cylinders. They also had names: Gen. Hancock (102, later 820), Gen. Lander (l18, later 821), Washington (120), Wellington (123, later 822) for the 4 that were numbered 820-822. The others were named Chocorua (191, later 70), Conqueror (130), Glenwood (193), Topsfield (147, later 69), Harvard (222), and Gonic (225, later 71).

It's not clear what were the differences between these 1887 Portlands and their slightly earlier brethren shown in Locobase 10926. 168 and 265 received new boilers in 1906 and 1911, respectively, while 262 and 261 were fitted with new fireboxes in 1900 and 1905, respectively.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 1244 in April 1885.

Delivered at the same time as the Bennington (Locobase 10889), 150 received a new firebox in 1904. Locobase doesn't know if 150 always had a larger tube bundle, but thinks not; several other B & M rebuilds had very similar dimensions.

Herbert T Walker (Scientific American, May 1 1897) describes this frame as "...being pivoted on each side to the main frame by springs and journal boxes sliding vertically in pedestals on the main frame. Thus the separate frame was enabled to move up and down as well as to swing vertically on its center, and so permit the four driving wheels to accommodate themselves to the unevenness of the track, provided the undulations were alike on both rails, which of course, never happened, and the 'separate frame' got badly racked in consequence."

White adds that Joseph Harrison "materially improved his associate's plan by discarding the separate frame." As modified, the Hercules became the first to use equalizing levers, perhaps the most important American contribution. See the Gowan & Marx entry.

This quartet was delivered from Portland as a single batch. Over time, at least two received a new firebox, a modification that didn't affect the heating surface dimensions. 269 was graced with a new boiler in 1906, however, one with more tubes (210) that measured 6" longer.

This may have been one of the first locomotives for the New Hampshire-oriented BC&M. In time, the Moosilauk served the Boston & Lowell as its 101, the Concord & Montreal as 73, and the Boston & Maine as 773 before being renumbered. In 1887 it was given a new boiler, whose dimensions and pressure are probably those described in the specifications.

After a long career on New England roads, the 657 was scrapped in June 1915.

William Mason delivered two locomotives to the Boston, Lowell & Nashua in June and July 1873; works number 502 was named Mystic and numbered 53 while works 503 was dubbed Suffolk and given #54. Over the years, the engines were renumbered as Boston & Lowell 29-30, and Boston & Maine 329-330 (with names McBeth [sic] and General Garfield.)

Both were rebuilt by the B & M, the 615 in 1882 and the 661 in 1897. The specifications relate to the 661.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1431-1434 in August 1889.

The quartet of small Eight-wheelers were very similar to the Boston & Lowell engines shown in Locobase 10914. The later-built 50-53 entered C & M service with names: Nathan Parker (50), Governor Sawyer (52), Charles E Tifton (51), and Neshua (53). All of them were given 750-series numbers by the B & M and renumbered 760-763 in 1911, but only two were shown in the 1919 list for some reason.

Lambert-Rumary says 761 was scrapped first in October 1911, followed by 760 in June 1912, 762 in July 1914, and 763 in June 1916.

These locomotives were delivered in consecutive years (1883-1884) by Rhode Island Locomotive Works and had road numbers close enough to suggest that they were part of a larger class of locomotives. They had minor differences in weight (376 weighed 32,400 lb on the drivers and had a total engine weight of 50,000 lb) but were otherwise identical.

This engine may have begun service as the Boston & Lowell's Pegasus and thus been produced by the Rhode Island. Most of the dimensions are identical, but the drivers are recorded in Austin's talk as measuring 72" in diameter. Austin also says the New York, Providence & Boston's G F Ward produced in the same year was "nearly alike".

NB: The firebox heating surface area is an estimate calculated by taking the known total heating surface area and subtracting the calculated tube heating surface area.

Four locomotives built to this design emerged from this Ocean State builder's shops in the early 1880s. Three were built in 1881 (3) and 1883 (1). According to the 1913 names book, other names bestowed on these engines were Excelsior (181), Governor Endicott (198), and Longfellow (210)

They had slightly different lengths of boiler tube, which accounted for small differences in heating surface (for example, the 210 had 11' 11" tubes and heating surface amounting to 1,342 sq ft.

Boiler pressure settings differed slightly as well, although the figures may reflect the new boilers fitted in 1891 (181) and 1890 (198), respectively. At least three were fitted with new fireboxes, the 210 receiving its new furnace in 1895, 198 in 1903, and 181 in 1906.

The Ponewah and Souhegan operated for the B & L first, but apparently only the Souhegan was renumbered by the B & M, first as 391, later as 866. It was scrapped ijn Jun 1914. Locobase has no information on Ponewah's later service.

Locobase suspects either the tube count or the heating surface area given in the B&M Classes book is an error.

This locomotive was scrapped in August 1915.

When delivered,this class had names: Sachem, Forest City, Francis Cogswell, Minerva, William Merritt, Columbia, Pepperell, and Old Orchard. All were later reboilered, one as early as 1885. 57, reboilered in 1890, received a new firebox in 1912.

All but one remained in service long enough to be renumbered in 1911, but two were scrapped in that year (646 in May, 645 in August). 647 went next in May 1912, followed by 641 in July 1914, and 643, 642, and 644 in 1915 (April, October, and November, respectively).

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works number was 674 in December 1874.

The 73 received a new boiler in 1889. Rumary says it was scrapped in May 1912.

Scarboro and Seabrook were the first two of this class on the road; they were soon followed by Greenland and Tewksbury. All were renumbered in 1911. 873 was scrapped first in April 1915, the others all went in 1916 (September, January, and unk, respectively).

Built by the Concord Railway, the engine had four more tubes than its near relation, the Pennichuck, shown in Locobase 10878. It bore road #45 for the Concord and the Concord & Montreal. It took 745 upon its induction into the Boston & Maine roster and was later renumbered 613.

Three of the Taunton Locomotive Works engines that went to work on the B&M eventually acquired consecutive road numbers. But they were delivered in three different years, had different driver sizes, and weighed in at different weights. All were refitted with the same boiler and firebox at the Turn of the Century.

This engine was delivered by Taunton in 1883 and reboilered in 1899.

According to Rumary's Cooke list, this duo went into service with 16 1/2" cylinders and 55" drivers. 33 was dubbed Warren and no more of its career is revealed. 34 bore the name Haverhill and acquired a series of heralds and numbers. At one point it was the Boston & Lowell 109, then reverted to the C&M as the 87, and eventually the B & M, which scrapped it in October 1914.

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1196 in June and 1197 in July 1884.

Delivered as Wilmington and Newmarket in 1884, this pair had larger boilers and taller drivers than most of the B & M's Eight-wheelers. A year after being renumbered, 861 was scrapped in October 1912. 860 continued on, being scrapped only in August 1920.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 1/A-44a | 105/A | 12 / A-37a | 38/A | 39/A |

Locobase ID | 11108 | 10875 | 11048 | 5847 | 10874 |

Railroad | Fitchburg (B&M) | Fitchburg (B&M) | Boston & Maine (B&M) | Concord & Montreal (B&M) | Eastern (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 2 | 1 | 4 | 1 | 1 |

Road Numbers | 1-2/702-703/1131-1132/1161-1162 | 905/605 | 12, 13, 19, 34 / 862-865 | 38/738/1160 | 39/139/602 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 4 | 1 | 1 | |

Builder | Schenectady | Fitchburg | Manchester | Schenectady | Hinkley |

Year | 1895 | 1890 | 1886 | 1896 | 1885 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.50' | 7.37' | 9' | 8.50' | 7' |

Engine Wheelbase | 23.42' | 23.75' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.36 | 0.36 | |||

Overall Wheelbase (engine & tender) | 48.08' | 21.92' | 48.04' | 21.92' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 78000 lbs | 45000 lbs | 60000 lbs | 75000 lbs | 47200 lbs |

Engine Weight | 124400 lbs | 74000 lbs | 94000 lbs | 116400 lbs | -74800 lbs |

Tender Light Weight | 50000 lbs | 60000 lbs | 89000 lbs | 50000 lbs | |

Total Engine and Tender Weight | 124000 lbs | 154000 lbs | 205400 lbs | ||

Tender Water Capacity | 4000 gals | 2700 gals | 2900 gals | 4000 gals | 2700 gals |

Tender Fuel Capacity (oil/coal) | 7 tons | tons | 6 tons | 7 tons | 6 tons |

Minimum weight of rail (calculated) | 65 lb/yard | 38 lb/yard | 50 lb/yard | 63 lb/yard | 39 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 73" | 62" | 64" | 69" | 69" |

Boiler Pressure | 190 psi | 125 psi | 145 psi | 180 psi | 140 psi |

Cylinders (dia x stroke) | 20" x 24" | 16" x 24" | 18" x 24" | 19" x 24" | 16" x 24" |

Tractive Effort | 21238 lbs | 10529 lbs | 14975 lbs | 19211 lbs | 10596 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.67 | 4.27 | 4.01 | 3.90 | 4.45 |

Heating Ability | |||||

Firebox Area | 154.80 sq. ft | 101.50 sq. ft | 146 sq. ft | 145.98 sq. ft | |

Grate Area | 26.96 sq. ft | 14.70 sq. ft | 18.70 sq. ft | 25.29 sq. ft | 13.20 sq. ft |

Evaporative Heating Surface | 2067 sq. ft | 1167 sq. ft | 1379 sq. ft | 1933 sq. ft | 1091 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2067 sq. ft | 1167 sq. ft | 1379 sq. ft | 1933 sq. ft | 1091 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 236.86 | 208.95 | 195.09 | 245.44 | 195.34 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 5122 | 1838 | 2712 | 4552 | 1848 |

Same as above plus superheater percentage | 5122 | 1838 | 2712 | 4552 | 1848 |

Same as above but substitute firebox area for grate area | 29412 | 12688 | 21170 | 26276 | 0 |

Power L1 | 7526 | 3873 | 4615 | 6999 | 0 |

Power MT | 425.44 | 379.49 | 339.14 | 411.47 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 42/742/A | 637/A-41c | A | A | A |

Locobase ID | 10876 | 12626 | 10894 | 10895 | 10897 |

Railroad | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 1 | 10 | 2 | 1 | 1 |

Road Numbers | 42/742/603 | 637, 641-648 /960-969 | 100 / 955 / 814 | 961 / 815 | 74/665 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 10 | 1 | ||

Builder | Concord Rwy | Burnham, Williams & Co | B&M | B&M | Manchester |

Year | 1885 | 1903 | 1897 | 1897 | 1876 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.33' | 9' | 8.83' | 8.83' | 8' |

Engine Wheelbase | 23.92' | 23.75' | 24.08' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.37 | 0.37 | ||

Overall Wheelbase (engine & tender) | 21.92' | 48.52' | 44.79' | 46.25' | |

Axle Loading (Maximum Weight per Axle) | 37000 lbs | ||||

Weight on Drivers | 49200 lbs | 74000 lbs | 67000 lbs | 72000 lbs | 55000 lbs |

Engine Weight | 80400 lbs | 118000 lbs | 107400 lbs | 111600 lbs | 85000 lbs |

Tender Light Weight | 50000 lbs | 86000 lbs | 62000 lbs | 89000 lbs | 60000 lbs |

Total Engine and Tender Weight | 130400 lbs | 204000 lbs | 169400 lbs | 200600 lbs | 145000 lbs |

Tender Water Capacity | 2700 gals | 4000 gals | 3100 gals | 4000 gals | 2600 gals |

Tender Fuel Capacity (oil/coal) | 0.7 tons | 6 tons | 6 tons | 6 tons | |

Minimum weight of rail (calculated) | 41 lb/yard | 62 lb/yard | 56 lb/yard | 60 lb/yard | 46 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62" | 69" | 69" | 70" | 64" |

Boiler Pressure | 145 psi | 190 psi | 160 psi | 180 psi | 140 psi |

Cylinders (dia x stroke) | 16" x 24" | 18" x 24" | 18" x 24" | 18" x 24" | 17" x 24" |

Tractive Effort | 12214 lbs | 18200 lbs | 15327 lbs | 16996 lbs | 12897 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.03 | 4.07 | 4.37 | 4.24 | 4.26 |

Heating Ability | |||||

Firebox Area | 102.50 sq. ft | 137.50 sq. ft | 138 sq. ft | 137 sq. ft | |

Grate Area | 16.20 sq. ft | 26 sq. ft | 16.70 sq. ft | 16.70 sq. ft | 16.20 sq. ft |

Evaporative Heating Surface | 1241 sq. ft | 1751 sq. ft | 1670 sq. ft | 1669 sq. ft | 1151 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1241 sq. ft | 1751 sq. ft | 1670 sq. ft | 1669 sq. ft | 1151 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 222.20 | 247.72 | 236.26 | 236.12 | 182.55 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2349 | 4940 | 2672 | 3006 | 2268 |

Same as above plus superheater percentage | 2349 | 4940 | 2672 | 3006 | 2268 |

Same as above but substitute firebox area for grate area | 14863 | 26125 | 22080 | 24660 | 0 |

Power L1 | 4704 | 7538 | 6143 | 6993 | 0 |

Power MT | 421.57 | 449.15 | 404.27 | 428.25 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | A | A | A | A | A |

Locobase ID | 10900 | 10901 | 10903 | 10904 | 10905 |

Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Eastern (B&M) | Boston & Maine (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 1 | 1 | 1 | 1 | 1 |

Road Numbers | 327, 364 / 667, 684 | 206 / 670 | 570 / 672 | 208 / 673 | 587 / 674 |

Gauge | Std | Std | Std | Std | Std |

Number Built | |||||

Builder | Manchester | B&M | B&M | B&M | B&M |

Year | 1897 | 1899 | 1899 | 1902 | 1900 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8' | 8' | 8.50' | 8.50' | 8.50' |

Engine Wheelbase | 22.10' | 22.10' | 22.10' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.38 | 0.38 | ||

Overall Wheelbase (engine & tender) | 21.92' | ||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 55000 lbs | 59000 lbs | 60000 lbs | 64400 lbs | 54600 lbs |

Engine Weight | 85000 lbs | 91800 lbs | 94000 lbs | 99800 lbs | 87000 lbs |

Tender Light Weight | 60000 lbs | 60000 lbs | 60000 lbs | 64400 lbs | 60000 lbs |

Total Engine and Tender Weight | 145000 lbs | 151800 lbs | 154000 lbs | 164200 lbs | 147000 lbs |

Tender Water Capacity | 2600 gals | 2900 gals | 3100 gals | 2985 gals | 2900 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 46 lb/yard | 49 lb/yard | 50 lb/yard | 54 lb/yard | 46 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 67" | 69" | 69" | 67" | 63" |

Boiler Pressure | 150 psi | 160 psi | 160 psi | 160 psi | 160 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" |

Tractive Effort | 13199 lbs | 13671 lbs | 13671 lbs | 14079 lbs | 14973 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.17 | 4.32 | 4.39 | 4.57 | 3.65 |

Heating Ability | |||||

Firebox Area | 105.50 sq. ft | 145.50 sq. ft | 145.50 sq. ft | 116 sq. ft | |

Grate Area | 16.20 sq. ft | 16.20 sq. ft | 17.50 sq. ft | 17.50 sq. ft | 17.50 sq. ft |

Evaporative Heating Surface | 1157 sq. ft | 1147 sq. ft | 1348 sq. ft | 1348 sq. ft | 1220 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1157 sq. ft | 1147 sq. ft | 1348 sq. ft | 1348 sq. ft | 1220 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 183.51 | 181.92 | 213.80 | 213.80 | 193.50 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2430 | 2592 | 2800 | 2800 | 2800 |

Same as above plus superheater percentage | 2430 | 2592 | 2800 | 2800 | 2800 |

Same as above but substitute firebox area for grate area | 0 | 16880 | 23280 | 23280 | 18560 |

Power L1 | 0 | 4887 | 6057 | 5881 | 4796 |

Power MT | 0 | 365.22 | 445.11 | 402.65 | 387.30 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | A-13 | A-17c | A-18 | A-20 | A-22 |

Locobase ID | 10898 | 10910 | 10912 | 10914 | 10916 |

Railroad | Boston & Maine (B&M) | Fitchburg (B&M) | Boston & Maine (B&M) | Boston & Lowell (B&M) | Concord & Montreal (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 3 | 1 | 1 | 3 | 2 |

Road Numbers | 75-77/753, 754, 752 | 102/902 /711 | 251 / 731 | 182-183, 185-186/755-757 | 107-108/807-808 /764-765 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 1 | 3 | 2 | |

Builder | B&M | Schenectady | Rhode Island | Manchester | Manchester |

Year | 1895 | 1884 | 1888 | 1886 | 1892 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.50' | 8.50' | 8.08' | 8.50' | 8.50' |

Engine Wheelbase | |||||

Ratio of driving wheelbase to overall engine wheebase | |||||

Overall Wheelbase (engine & tender) | |||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 55000 lbs | 55000 lbs | 54000 lbs | 56000 lbs | 60000 lbs |

Engine Weight | 85000 lbs | 86000 lbs | 84600 lbs | 90000 lbs | 94000 lbs |

Tender Light Weight | 60000 lbs | 60000 lbs | 50000 lbs | 60000 lbs | 68000 lbs |

Total Engine and Tender Weight | 145000 lbs | 146000 lbs | 134600 lbs | 150000 lbs | 162000 lbs |

Tender Water Capacity | 2900 gals | 2900 gals | 2700 gals | 2900 gals | 3500 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 6 tons | 6.5 tons |

Minimum weight of rail (calculated) | 46 lb/yard | 46 lb/yard | 45 lb/yard | 47 lb/yard | 50 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 64" | 64" | 64" | 67" | 64" |

Boiler Pressure | 150 psi | 135 psi | 145 psi | 145 psi | 150 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" |

Tractive Effort | 13818 lbs | 12436 lbs | 13357 lbs | 12759 lbs | 13818 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.98 | 4.42 | 4.04 | 4.39 | 4.34 |

Heating Ability | |||||

Firebox Area | 122.50 sq. ft | ||||

Grate Area | 16.20 sq. ft | 17.50 sq. ft | 16.20 sq. ft | 17.50 sq. ft | 17.50 sq. ft |

Evaporative Heating Surface | 1116 sq. ft | 1278 sq. ft | 1144 sq. ft | 1355 sq. ft | 1309 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1116 sq. ft | 1278 sq. ft | 1144 sq. ft | 1355 sq. ft | 1309 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 177.00 | 202.70 | 181.44 | 214.91 | 207.61 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2430 | 2363 | 2349 | 2538 | 2625 |

Same as above plus superheater percentage | 2430 | 2363 | 2349 | 2538 | 2625 |

Same as above but substitute firebox area for grate area | 0 | 0 | 0 | 17763 | 0 |

Power L1 | 0 | 0 | 0 | 5053 | 0 |

Power MT | 0 | 0 | 0 | 397.86 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | A-23a / A-23b | A-24 | A-25 | A-27g | A-28 |

Locobase ID | 10906 | 10911 | 10907 | 10917 | 10913 |

Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | John P Hale/Boston & Maine (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 9 | 6 | 12 | 4 | 3 |

Road Numbers | 125-126. 140, 154+ / 740-748 | 18, 323, 260, 267-269/720, 725, 721-724 | 426, 433, 468, 485-88 / 770-781 | 229, 85-86, 11 / 785-788 | 253-255 / 733-734 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 9 | 6 | 12 | 4 | 3 |

Builder | Rhode Island | Portland | Manchester | Manchester | Hinkley |

Year | 1885 | 1888 | 1890 | 1892 | 1888 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.58' | 8.50' | 8.50' | 9' | 8.75' |

Engine Wheelbase | 23.44' | ||||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | ||||

Overall Wheelbase (engine & tender) | 21.92' | ||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 60800 lbs | 62000 lbs | 62000 lbs | 60000 lbs | 60600 lbs |

Engine Weight | 96400 lbs | 96000 lbs | 95000 lbs | 94000 lbs | 94000 lbs |

Tender Light Weight | 60000 lbs | 62000 lbs | 60000 lbs | 62000 lbs | 65000 lbs |

Total Engine and Tender Weight | 156400 lbs | 158000 lbs | 155000 lbs | 156000 lbs | 159000 lbs |

Tender Water Capacity | 2900 gals | 2900 gals | 2900 gals | 3100 gals | 3300 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 51 lb/yard | 52 lb/yard | 52 lb/yard | 50 lb/yard | 51 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 70" | 64" | 64" | 64" | 63" |

Boiler Pressure | 145 psi | 150 psi | 150 psi | 150 psi | 145 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" |

Tractive Effort | 12212 lbs | 13818 lbs | 13818 lbs | 13818 lbs | 13569 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.98 | 4.49 | 4.49 | 4.34 | 4.47 |

Heating Ability | |||||

Firebox Area | 171 sq. ft | 128 sq. ft | |||

Grate Area | 17.50 sq. ft | 17.50 sq. ft | 17.50 sq. ft | 19 sq. ft | 17.50 sq. ft |

Evaporative Heating Surface | 1359 sq. ft | 1376 sq. ft | 1388 sq. ft | 1393 sq. ft | 1440 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1359 sq. ft | 1376 sq. ft | 1388 sq. ft | 1393 sq. ft | 1440 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 215.54 | 218.24 | 220.14 | 220.94 | 228.39 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2538 | 2625 | 2625 | 2850 | 2538 |

Same as above plus superheater percentage | 2538 | 2625 | 2625 | 2850 | 2538 |

Same as above but substitute firebox area for grate area | 0 | 0 | 0 | 25650 | 18560 |

Power L1 | 0 | 0 | 0 | 5705 | 5023 |

Power MT | 0 | 0 | 0 | 419.25 | 365.47 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | A-29 | A-34a | A-35a | A-35b | A-37e/f/g |

Locobase ID | 10919 | 10909 | 10924 | 10923 | 10908 |

Railroad | Fitchburg (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 3 | 6 | 2 | 3 | 14 |

Road Numbers | 183-186/21-24/145-148/945-948/825-828 | 533-538/832-837 | 144/845 | 97-99/842-844 | 444-447, 466-467, 474-479/874-887 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 3 | 6 | 2 | 3 | 14 |

Builder | Taunton | Rhode Island | Portland | Portland | Manchester |

Year | 1888 | 1885 | 1887 | 1887 | 1890 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 9' | 9.08' | 8.50' | 8.50' | 8.50' |

Engine Wheelbase | 23.60' | 23.10' | 23.25' | 23.25' | |

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.39 | 0.37 | 0.37 | |

Overall Wheelbase (engine & tender) | 21.92' | ||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 59200 lbs | 68000 lbs | 64800 lbs | 68400 lbs | 63000 lbs |

Engine Weight | 92800 lbs | 92800 lbs | 100000 lbs | 109200 lbs | 97000 lbs |

Tender Light Weight | 60000 lbs | 68000 lbs | 60000 lbs | 62000 lbs | 62000 lbs |

Total Engine and Tender Weight | 152800 lbs | 160800 lbs | 160000 lbs | 171200 lbs | 159000 lbs |

Tender Water Capacity | 2900 gals | 3500 gals | 2900 gals | 3100 gals | 2900 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6.5 tons | 6 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 49 lb/yard | 57 lb/yard | 54 lb/yard | 57 lb/yard | 53 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 69" | 64" | 64" | 64" |

Boiler Pressure | 150 psi | 160 psi | 150 psi | 160 psi | 150 psi |

Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 18" x 22" | 18" x 22" | 18" x 24" |

Tractive Effort | 14369 lbs | 15327 lbs | 14200 lbs | 15147 lbs | 15491 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.12 | 4.44 | 4.56 | 4.52 | 4.07 |

Heating Ability | |||||

Firebox Area | 136.50 sq. ft | 139 sq. ft | 140 sq. ft | 145.50 sq. ft | |

Grate Area | 19 sq. ft | 19 sq. ft | 17 sq. ft | 17.20 sq. ft | 19 sq. ft |

Evaporative Heating Surface | 1429 sq. ft | 1477 sq. ft | 1381 sq. ft | 1625 sq. ft | 1396 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1429 sq. ft | 1477 sq. ft | 1381 sq. ft | 1625 sq. ft | 1396 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 202.16 | 208.95 | 213.13 | 250.79 | 197.49 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2850 | 3040 | 2550 | 2752 | 2850 |

Same as above plus superheater percentage | 2850 | 3040 | 2550 | 2752 | 2850 |

Same as above but substitute firebox area for grate area | 20475 | 0 | 20850 | 22400 | 21825 |

Power L1 | 5153 | 0 | 5126 | 6124 | 4807 |

Power MT | 383.80 | 0 | 348.79 | 394.77 | 336.43 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | A-38a | A-39b | A-39c/d | A-40a | A-40b |

Locobase ID | 11052 | 3316 | 11053 | 11055 | 11054 |

Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Fitchburg (B&M) | Fitchburg (B & M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 12 | 10 | 4 | 4 | 6 |

Road Numbers | 515-526 / 910-921 | 489-498/900-909 | 46-47, 67-68/930-933 | 28-31/160-163/962-965/940-943 | 166-171 / 966-971 / 945-949 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 12 | 10 | 4 | 4 | 6 |

Builder | Manchester | Manchester | Manchester | Manchester | Manchester |

Year | 1893 | 1892 | 1895 | 1899 | 1894 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 9' | 9' | 9' | 9' | 9' |

Engine Wheelbase | 23.58' | 23.59' | 23.58' | 23.58' | 23.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.38 | 0.38 | 0.38 | 0.38 |

Overall Wheelbase (engine & tender) | 46.17' | ||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 65200 lbs | 79000 lbs | 68000 lbs | 76400 lbs | 68000 lbs |

Engine Weight | 100800 lbs | 104000 lbs | 105000 lbs | 116800 lbs | 105000 lbs |

Tender Light Weight | 62000 lbs | 62000 lbs | 66000 lbs | 89000 lbs | 70000 lbs |

Total Engine and Tender Weight | 162800 lbs | 166000 lbs | 171000 lbs | 205800 lbs | 175000 lbs |

Tender Water Capacity | 3100 gals | 3100 gals | 3400 gals | 4000 gals | 3500 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 7 tons | 6.5 tons |

Minimum weight of rail (calculated) | 54 lb/yard | 66 lb/yard | 57 lb/yard | 64 lb/yard | 57 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 64" | 67" | 63" | 73" | 67" |

Boiler Pressure | 150 psi | 150 psi | 160 psi | 190 psi | 175 psi |

Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 18" x 24" | 18" x 24" | 18" x 24" |

Tractive Effort | 15491 lbs | 14798 lbs | 16786 lbs | 17203 lbs | 17264 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.21 | 5.34 | 4.05 | 4.44 | 3.94 |

Heating Ability | |||||

Firebox Area | 136.50 sq. ft | 136.50 sq. ft | |||

Grate Area | 18.60 sq. ft | 19 sq. ft | 19 sq. ft | 18.60 sq. ft | 19 sq. ft |

Evaporative Heating Surface | 1630 sq. ft | 1630 sq. ft | 1685 sq. ft | 1646 sq. ft | 1685 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1630 sq. ft | 1630 sq. ft | 1685 sq. ft | 1646 sq. ft | 1685 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 230.60 | 230.60 | 238.38 | 232.86 | 238.38 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2790 | 2850 | 3040 | 3534 | 3325 |

Same as above plus superheater percentage | 2790 | 2850 | 3040 | 3534 | 3325 |

Same as above but substitute firebox area for grate area | 20475 | 20475 | 0 | 0 | 0 |

Power L1 | 5234 | 5480 | 0 | 0 | 0 |

Power MT | 353.96 | 305.86 | 0 | 0 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | A-40c | A-41 | Amesbury/A | Atherton/A | Atlantic/A |

Locobase ID | 15819 | 2380 | 10885 | 10884 | 10883 |

Railroad | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 5 | 70 | 4 | 1 | 5 |

Road Numbers | 932-934, 946, 949 | 633-640, 906 inter alia/950-959, 970-1029 | 142, 145, 155, 157 / 635, 637-39 | 131/632 | 25, 48, 52, 136-137/626, 628, 630, 633-634 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 70 | 4 | 1 | 5 | |

Builder | Putnam Machine | Manchester | B&M | B&M | B&M |

Year | 1924 | 1900 | 1892 | 1891 | 1890 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 9' | 9' | 8' | 8' | 8' |

Engine Wheelbase | 23.58' | 23.58' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.38 | |||

Overall Wheelbase (engine & tender) | 46.67' | 46.17' | 21.92' | 21.92' | 21.92' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 73700 lbs | 74000 lbs | 56000 lbs | 56000 lbs | 56000 lbs |

Engine Weight | 120000 lbs | 115000 lbs | 87400 lbs | 87400 lbs | 87400 lbs |

Tender Light Weight | 66000 lbs | 90000 lbs | 60000 lbs | 50000 lbs | 50000 lbs |

Total Engine and Tender Weight | 186000 lbs | 205000 lbs | 147400 lbs | 137400 lbs | 137400 lbs |

Tender Water Capacity | 3400 gals | 4000 gals | 2700 gals | 2700 gals | 2700 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 7 tons | 6 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 61 lb/yard | 62 lb/yard | 47 lb/yard | 47 lb/yard | 47 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 69" | 64" | 64" | 64" |

Boiler Pressure | 180 psi | 190 psi | 150 psi | 150 psi | 150 psi |

Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 17" x 22" | 17" x 22" | 17" x 22" |

Tractive Effort | 17242 lbs | 18200 lbs | 12666 lbs | 12666 lbs | 12666 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.27 | 4.07 | 4.42 | 4.42 | 4.42 |

Heating Ability | |||||

Firebox Area | 135 sq. ft | 153 sq. ft | 101.50 sq. ft | 112.50 sq. ft | 103 sq. ft |

Grate Area | 18.60 sq. ft | 26 sq. ft | 16.20 sq. ft | 16.20 sq. ft | 16.20 sq. ft |

Evaporative Heating Surface | 1143 sq. ft | 1751 sq. ft | 1166 sq. ft | 1255 sq. ft | 1151 sq. ft |

Superheating Surface | 237 sq. ft | ||||

Combined Heating Surface | 1380 sq. ft | 1751 sq. ft | 1166 sq. ft | 1255 sq. ft | 1151 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 161.70 | 247.72 | 201.74 | 217.14 | 199.15 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 3348 | 4940 | 2430 | 2430 | 2430 |

Same as above plus superheater percentage | 3917 | 4940 | 2430 | 2430 | 2430 |

Same as above but substitute firebox area for grate area | 28431 | 29070 | 15225 | 16875 | 15450 |

Power L1 | 11570 | 7777 | 4633 | 5032 | 4612 |

Power MT | 692.20 | 463.39 | 364.79 | 396.20 | 363.13 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | Augusta/A | Bennington | Biddeford/A | Cape Ann/A-36a | Chelsea/A |

Locobase ID | 10880 | 10890 | 10899 | 10926 | 10881 |

Railroad | Eastern (B&M) | Boston & Lowell (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Eastern (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 2 | 1 | 3 | 4 | 1 |

Road Numbers | 29, 82/129, 182/616-617 | 151/387/653 | 81 / 666 | 138, 168, 218-219 / 850, 858, 804, 803 | 27/601/620 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 1 | 4 | 1 | |

Builder | Portland | Manchester | Manchester | Portland | Hinkley |

Year | 1885 | 1885 | 1880 | 1887 | 1871 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.50' | 8' | 8.50' | 9' | 7.50' |

Engine Wheelbase | |||||

Ratio of driving wheelbase to overall engine wheebase | |||||

Overall Wheelbase (engine & tender) | 21.92' | 21.92' | |||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 62200 lbs | 45000 lbs | 55000 lbs | 65600 lbs | 50000 lbs |

Engine Weight | 93000 lbs | 70800 lbs | 85000 lbs | 101200 lbs | 74800 lbs |

Tender Light Weight | 60000 lbs | 60000 lbs | 60000 lbs | 62000 lbs | 50000 lbs |

Total Engine and Tender Weight | 153000 lbs | 130800 lbs | 145000 lbs | 163200 lbs | 124800 lbs |

Tender Water Capacity | 2800 gals | 2900 gals | 2900 gals | 3000 gals | 2900 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 6 tons | |

Minimum weight of rail (calculated) | 52 lb/yard | 38 lb/yard | 46 lb/yard | 55 lb/yard | 42 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 64" | 67" | 64" | 60" |

Boiler Pressure | 140 psi | 140 psi | 150 psi | 160 psi | 130 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 17" x 24" | 18" x 24" | 16" x 24" |

Tractive Effort | 11962 lbs | 12897 lbs | 13199 lbs | 16524 lbs | 11315 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.20 | 3.49 | 4.17 | 3.97 | 4.42 |

Heating Ability | |||||

Firebox Area | 129.50 sq. ft | 109 sq. ft | 185.50 sq. ft | 104.50 sq. ft | |

Grate Area | 17.50 sq. ft | 16.20 sq. ft | 17.50 sq. ft | 18.90 sq. ft | 14.60 sq. ft |

Evaporative Heating Surface | 1316 sq. ft | 1267 sq. ft | 1275 sq. ft | 1381 sq. ft | 1147 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1316 sq. ft | 1267 sq. ft | 1275 sq. ft | 1381 sq. ft | 1147 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 208.72 | 200.95 | 202.22 | 195.37 | 205.37 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2450 | 2268 | 2625 | 3024 | 1898 |

Same as above plus superheater percentage | 2450 | 2268 | 2625 | 3024 | 1898 |

Same as above but substitute firebox area for grate area | 18130 | 15260 | 27825 | 0 | 13585 |

Power L1 | 5014 | 4292 | 5851 | 0 | 3886 |

Power MT | 355.43 | 420.54 | 469.06 | 0 | 342.69 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | Conqueror/A-37c | Dover/A | Fabian/A | General Hancock/A-26 | Georgetown//A-36b / A-36c |

Locobase ID | 11050 | 10896 | 10887 | 10918 | 10927 |

Railroad | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston, Concord & Montreal (B & M) | Boston & Maine (B&M) | Boston & Maine (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 2 | 1 | 2 | 4 | 4 |

Road Numbers | 46-47/746-747/867-868 | 44/664 | 25-26 / 656 | 102, 118, 123/ 820-822 | 261-262, 265, 168 / 854-856, 858 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 1 | 2 | 4 | 4 |

Builder | Manchester | Manchester | Manchester | William Mason | Portland |

Year | 1886 | 1887 | 1874 | 1886 | 1888 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 9' | 8.50' | 8.50' | 9' | 9' |

Engine Wheelbase | 23.75' | ||||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | ||||

Overall Wheelbase (engine & tender) | 21.92' | ||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 64000 lbs | 58000 lbs | 57000 lbs | 66000 lbs | 65600 lbs |

Engine Weight | 98000 lbs | 90000 lbs | 89000 lbs | 101600 lbs | 101200 lbs |

Tender Light Weight | 62000 lbs | 62000 lbs | 62000 lbs | 60000 lbs | 62000 lbs |

Total Engine and Tender Weight | 160000 lbs | 152000 lbs | 151000 lbs | 161600 lbs | 163200 lbs |

Tender Water Capacity | 3100 gals | 3100 gals | 2700 gals | 2900 gals | 3000 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 53 lb/yard | 48 lb/yard | 48 lb/yard | 55 lb/yard | 55 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 67" | 67" | 67" | 69" | 64" |

Boiler Pressure | 150 psi | 150 psi | 140 psi | 150 psi | 150 psi |

Cylinders (dia x stroke) | 18" x 24" | 17" x 24" | 17" x 24" | 18" x 22" | 18" x 24" |

Tractive Effort | 14798 lbs | 13199 lbs | 12319 lbs | 13171 lbs | 15491 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.32 | 4.39 | 4.63 | 5.01 | 4.23 |

Heating Ability | |||||

Firebox Area | 120 sq. ft | 143 sq. ft | |||

Grate Area | 18.70 sq. ft | 17.50 sq. ft | 17.50 sq. ft | 19 sq. ft | 18.90 sq. ft |

Evaporative Heating Surface | 1543 sq. ft | 1662 sq. ft | 1279 sq. ft | 1375 sq. ft | 1379 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1543 sq. ft | 1662 sq. ft | 1279 sq. ft | 1375 sq. ft | 1379 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 218.29 | 263.60 | 202.85 | 212.21 | 195.09 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2805 | 2625 | 2450 | 2850 | 2835 |

Same as above plus superheater percentage | 2805 | 2625 | 2450 | 2850 | 2835 |

Same as above but substitute firebox area for grate area | 0 | 0 | 16800 | 21450 | 0 |

Power L1 | 0 | 0 | 4659 | 5564 | 0 |

Power MT | 0 | 0 | 360.40 | 371.71 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | Greenfield | Greenfield/A-33b | Hercules | Major Rice/A-32 | Moosilauk/A |

Locobase ID | 10891 | 10920 | 2541 | 10922 | 10892 |

Railroad | Boston & Lowell (B&M) | Connecticut River (B&M) | Beaver Meadows | Eastern (B&M) | Boston, Concord & Montreal (B & M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 1 | 1 | 1 | 3 | 1 |

Road Numbers | 150 / 386 / 688 | 4/557 / 829 | 112-114/212-214/284, 840-841 | 15 / 101 / 73 / 773 / 657 | |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 1 | 1 | 3 | 1 |

Builder | Manchester | Schenectady | Garrett & Eastwick | Portland | Manchester |

Year | 1885 | 1890 | 1837 | 1884 | 1868 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | |

Locomotive Length and Weight | |||||

Driver Wheelbase | 8' | 8.50' | 8.50' | 8.50' | |

Engine Wheelbase | 22.02' | 18.92' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.36 | ||||

Overall Wheelbase (engine & tender) | |||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 45000 lbs | 60000 lbs | 20000 lbs | 56800 lbs | 57000 lbs |

Engine Weight | 70800 lbs | 94000 lbs | 30000 lbs | 88800 lbs | 89000 lbs |

Tender Light Weight | 70800 lbs | 60000 lbs | 62000 lbs | 69600 lbs | |

Total Engine and Tender Weight | 141600 lbs | 154000 lbs | 150800 lbs | 158600 lbs | |

Tender Water Capacity | 3500 gals | 2900 gals | 2900 gals | 2700 gals | |

Tender Fuel Capacity (oil/coal) | 6.5 tons | 6 tons | tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 38 lb/yard | 50 lb/yard | 17 lb/yard | 47 lb/yard | 48 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 64" | 64" | 44" | 69" | 64" |

Boiler Pressure | 150 psi | 150 psi | 90 psi | 140 psi | 145 psi |

Cylinders (dia x stroke) | 17" x 24" | 18" x 24" | 12" x 18" | 18" x 22" | 17" x 24" |

Tractive Effort | 13818 lbs | 15491 lbs | 4507 lbs | 12293 lbs | 13357 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.26 | 3.87 | 4.44 | 4.62 | 4.27 |

Heating Ability | |||||

Firebox Area | 139.50 sq. ft | 124.50 sq. ft | 120 sq. ft | ||

Grate Area | 16.20 sq. ft | 17.50 sq. ft | 17.50 sq. ft | 17.50 sq. ft | |

Evaporative Heating Surface | 1344 sq. ft | 1575 sq. ft | 1316 sq. ft | 1181 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 1344 sq. ft | 1575 sq. ft | 0 | 1316 sq. ft | 1181 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 213.16 | 222.82 | 203.10 | 187.31 | |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2430 | 2625 | 0 | 2450 | 2538 |

Same as above plus superheater percentage | 2430 | 2625 | 0 | 2450 | 2538 |

Same as above but substitute firebox area for grate area | 20925 | 18675 | 0 | 16800 | 0 |

Power L1 | 5181 | 4974 | 0 | 4761 | 0 |

Power MT | 507.65 | 365.53 | 0 | 369.58 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | Mystic/A | Nathan Parker/A-21 | Pegasus/A-31a | Pennichuck/A | Penobscot/A |

Locobase ID | 10893 | 10915 | 10921 | 10878 | 10882 |

Railroad | Boston & Maine (B&M) | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Eastern (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 2 | 4 | 2 | 1 | 4 |

Road Numbers | 661, 615 | 50-53/750-753/760-763 | 76, 80/376, 380 / 830-831 | 702/612 | 5, 81, 98, 110/105, 181, 198, 210/ 620-623 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 4 | 1 | 4 | ||

Builder | B&M | Manchester | Rhode Island | Concord Rwy | Rhode Island |

Year | 1897 | 1889 | 1905 | 1885 | 1881 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.75' | 8.50' | 9' | 8.50' | 8.50' |

Engine Wheelbase | 21.92' | ||||

Ratio of driving wheelbase to overall engine wheebase | 0.39 | ||||

Overall Wheelbase (engine & tender) | 21.92' | 21.92' | |||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 55000 lbs | 62000 lbs | 66200 lbs | 56800 lbs | 62400 lbs |

Engine Weight | 86600 lbs | 95000 lbs | 105000 lbs | 88800 lbs | 93800 lbs |

Tender Light Weight | 50000 lbs | 62000 lbs | 68000 lbs | 60000 lbs | 62000 lbs |

Total Engine and Tender Weight | 136600 lbs | 157000 lbs | 173000 lbs | 148800 lbs | 155800 lbs |

Tender Water Capacity | 2700 gals | 3000 gals | 3500 gals | 2800 gals | 3100 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6.5 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 46 lb/yard | 52 lb/yard | 55 lb/yard | 47 lb/yard | 52 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 64" | 67" | 69" | 67" | 64" |

Boiler Pressure | 150 psi | 150 psi | 165 psi | 140 psi | 150 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 18" x 24" | 17" x 24" | 17" x 24" |

Tractive Effort | 13818 lbs | 13199 lbs | 15806 lbs | 12319 lbs | 13818 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.98 | 4.70 | 4.19 | 4.61 | 4.52 |

Heating Ability | |||||

Firebox Area | 107.50 sq. ft | 130 sq. ft | 123 sq. ft | 100 sq. ft | 146 sq. ft |

Grate Area | 16.20 sq. ft | 17.50 sq. ft | 19 sq. ft | 17.50 sq. ft | 17.50 sq. ft |

Evaporative Heating Surface | 1123 sq. ft | 1346 sq. ft | 1573 sq. ft | 1229 sq. ft | 1330 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1123 sq. ft | 1346 sq. ft | 1573 sq. ft | 1229 sq. ft | 1330 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 178.11 | 213.48 | 222.53 | 194.92 | 210.94 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2430 | 2625 | 3135 | 2450 | 2625 |

Same as above plus superheater percentage | 2430 | 2625 | 3135 | 2450 | 2625 |

Same as above but substitute firebox area for grate area | 16125 | 19500 | 20295 | 14000 | 21900 |

Power L1 | 4214 | 5303 | 5873 | 4287 | 5228 |

Power MT | 337.83 | 377.13 | 391.17 | 332.79 | 369.42 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | Ponewah / A-37b | Rumford | Sachem/A | Saco/A | Scarboro /A-37d |

Locobase ID | 11049 | 10889 | 10886 | 10888 | 11051 |

Railroad | Boston & Lowell (B&M) | Boston & Lowell (B&M) | Boston & Maine (B&M) | Boston & Maine (B&M) | Concord & Montreal (B&M) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 2 | 1 | 8 | 1 | 5 |

Road Numbers | 169-170 / 866 | 2/302/650 | 54-61 / 641-647 | 73/167/648 | 110, 135, 196-197/ 870-873 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 1 | 8 | 1 | 5 |

Builder | Manchester | Manchester | Manchester | Manchester | Manchester |

Year | 1886 | 1886 | 1872 | 1874 | 1889 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 9' | 8.50' | 8' | 8.50' | 9' |

Engine Wheelbase | 23.46' | ||||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | ||||

Overall Wheelbase (engine & tender) | |||||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 60000 lbs | 54000 lbs | 55000 lbs | 58000 lbs | 63000 lbs |

Engine Weight | 94000 lbs | 86000 lbs | 85000 lbs | 90400 lbs | 97000 lbs |

Tender Light Weight | 60000 lbs | 68000 lbs | 50000 lbs | 61600 lbs | 62000 lbs |

Total Engine and Tender Weight | 154000 lbs | 154000 lbs | 135000 lbs | 152000 lbs | 159000 lbs |

Tender Water Capacity | 2900 gals | 3500 gals | 2700 gals | 2900 gals | 3100 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6.5 tons | 6 tons | 6 tons | 6 tons |

Minimum weight of rail (calculated) | 50 lb/yard | 45 lb/yard | 46 lb/yard | 48 lb/yard | 53 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 67" | 67" | 66" | 64" | 64" |

Boiler Pressure | 145 psi | 145 psi | 150 psi | 150 psi | 150 psi |

Cylinders (dia x stroke) | 18" x 24" | 17" x 24" | 17" x 22" | 17" x 24" | 18" x 24" |

Tractive Effort | 14304 lbs | 12759 lbs | 12283 lbs | 13818 lbs | 15491 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.19 | 4.23 | 4.48 | 4.20 | 4.07 |

Heating Ability | |||||

Firebox Area | 145 sq. ft | 137.50 sq. ft | 109 sq. ft | 145.50 sq. ft | |

Grate Area | 18.70 sq. ft | 17.50 sq. ft | 16.20 sq. ft | 17.50 sq. ft | 19 sq. ft |

Evaporative Heating Surface | 1543 sq. ft | 1109 sq. ft | 1180 sq. ft | 1358 sq. ft | 1396 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1543 sq. ft | 1109 sq. ft | 1180 sq. ft | 1358 sq. ft | 1396 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 218.29 | 175.89 | 204.17 | 215.38 | 197.49 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2712 | 2538 | 2430 | 2625 | 2850 |

Same as above plus superheater percentage | 2712 | 2538 | 2430 | 2625 | 2850 |

Same as above but substitute firebox area for grate area | 21025 | 0 | 20625 | 16350 | 21825 |

Power L1 | 5195 | 0 | 5331 | 4829 | 4807 |

Power MT | 381.77 | 0 | 427.38 | 367.11 | 336.43 |

Specifications by Steve Llanso of Sweat House Media | ||||
---|---|---|---|---|

Class | Tahanto/A | Wamesit/A | Warren/A | Wilmington / A-30b |

Locobase ID | 10879 | 10902 | 10877 | 11047 |

Railroad | Concord & Montreal (B&M) | Boston & Maine (B&M) | Boston, Concord & Montreal (B & M) | Boston & Lowell (B&M) |

Country | USA | USA | USA | USA |

Whyte | 4-4-0 | 4-4-0 | 4-4-0 | 4-4-0 |

Number in Class | 1 | 1 | 2 | 2 |

Road Numbers | 45/745/ 613 | 209 / 671 | 33-34/109/787/604 | 93-94/860 |

Gauge | Std | Std | Std | Std |

Number Built | 1 | 2 | 2 | |

Builder | Concord Rwy | B&M | Manchester | Manchester |

Year | 1887 | 1899 | 1881 | 1884 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | ||||

Driver Wheelbase | 8.50' | 8.50' | 8' | 8.50' |

Engine Wheelbase | 22.10' | 22.71' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.37 | ||

Overall Wheelbase (engine & tender) | 21.92' | 21.92' | ||

Axle Loading (Maximum Weight per Axle) | ||||

Weight on Drivers | 56800 lbs | 60000 lbs | 48000 lbs | 67000 lbs |

Engine Weight | 88800 lbs | 93200 lbs | 78000 lbs | 104000 lbs |

Tender Light Weight | 60000 lbs | 60000 lbs | 56000 lbs | 60000 lbs |

Total Engine and Tender Weight | 148800 lbs | 153200 lbs | 134000 lbs | 164000 lbs |

Tender Water Capacity | 3500 gals | 3100 gals | 2800 gals | 2900 gals |

Tender Fuel Capacity (oil/coal) | 6.5 tons | 6 tons | tons | 6 tons |

Minimum weight of rail (calculated) | 47 lb/yard | 50 lb/yard | 40 lb/yard | 56 lb/yard |

Geometry Relating to Tractive Effort | ||||

Driver Diameter | 67" | 63" | 64" | 70" |

Boiler Pressure | 140 psi | 160 psi | 150 psi | 160 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 16" x 24" | 18" x 22" |

Tractive Effort | 12319 lbs | 14973 lbs | 12240 lbs | 13849 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.61 | 4.01 | 3.92 | 4.84 |

Heating Ability | ||||

Firebox Area | 122 sq. ft | 145.50 sq. ft | 136 sq. ft | |

Grate Area | 17.50 sq. ft | 17.50 sq. ft | 17 sq. ft | 17.20 sq. ft |

Evaporative Heating Surface | 1281 sq. ft | 1348 sq. ft | 1061 sq. ft | 1554 sq. ft |

Superheating Surface | ||||

Combined Heating Surface | 1281 sq. ft | 1348 sq. ft | 1061 sq. ft | 1554 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 203.17 | 213.80 | 189.97 | 239.83 |

Computations Relating to Power Output (More Information) | ||||

Robert LeMassena's Power Computation | 2450 | 2800 | 2550 | 2752 |

Same as above plus superheater percentage | 2450 | 2800 | 2550 | 2752 |

Same as above but substitute firebox area for grate area | 17080 | 23280 | 0 | 21760 |

Power L1 | 4689 | 5530 | 0 | 6436 |

Power MT | 364.00 | 406.38 | 0 | 423.55 |

- B&M 494 (Photo courtesy Douglas Frederick)

*Minuteman Steam*by Harry A. Frye, Published by the Boston & Maine Railroad Historical Society.- Boston & Maine Railroad Historical Society

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