Aside from noting the wagon-top boiler and 28" (711 mm) steam dome over the firebox, Corbin & Kerka's description counted the rocking grates, injector, two brass feed pumps, and diamond stack with a 16" (406 mm) minimum diameter.

They were later grouped with a heterogeneous assembly of contemporary locomotives in the A-2 class.

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.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

This series of coal-burning, outside-connected freight locomotives had a bigger cylinder volume to satisfy with fewer tubes in a boiler that was nonetheless 19' long. Locobase 5559 shows the the taller-drivered, smaller-cylinder variant.

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.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

A quartet of coal-burning, outside-connected, mixed-service locomotives that shared many components with Manchester's 47-52 (Locobase 5558) , including a 19' foot long boiler and the same number and diameter of firetubes. But the tubes were 6" longer and the grate was bigger.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

Pair of Rogers wood burners. 57 had 14 1/2" cylinders, both had a boiler 18' 2" long.

The Jacksonville Southeastern operated between Jacksonville, Ill and Mount Vernon, which lay 184 miles asway. The first two of the trio of Eight-wheelers were lettered for the JS while the 19 wore C P & St L for the Chicago, Peoria & St Louis, a subsidiary "organized in the interest" of the JS.

In any case, the next year saw them taken in by the Jacksonville Louisville & Saint Louis after a consolidation and reorganization, a process repeated 6 years later in 1896 and resulting in the Jacksonville & St Louis.

NB: These engines, those of the Wilmington & Northern of the same year (Locobase 15808), and the pair delivered to the Spokane Falls & Northern in 1890 (Locobase 8864) were virtually identical in all boiler and firebox dimensions. The SF&N heating surface areas are given in the Great Northern's diagrams and Locobase bases his estimate of direct heating surface on a slightly longer grate in the JS and W&N.

Corbin & Kerka (1960, p 185) show a slightly larger heating surface area -- 1,245 sq ft -- but otherwise identical numbers.

The builder and numbers come from Corbin & Kerka (1960), p 258.

Corbin & Kerka's (1960, p 261) summary shows a wide variety of builders and dates -- Baldwin, Danforth Cooke, Manchester, and several Burlington shop locations (Galesburgh, Plattsmouth, Beardstown). Four originally operated with the Burlington & Missouri River (as 26, 79, 115, 139; later 414, 420, 422, 423).

This designation covers several different locomotives rebuilt by the CB & Q in 1879, 1884, 1885, & 1896.

About the only common dimensions for this class were the boiler length and diameter as well as the tube length.

The four engines had different combinations of tube number, firebox dimensions, and driver diameter:

As presented in Hammond's table, they were:

Name Driver Diam Tube # FB Lgth Width Height

Antelope 72" 147 3'11" 3'2" 4'10"

Reindeer 68" 147 3'10" 3'1" 4'10"

Panther 72" 147 3'10" 3'1" 4' 7"

Roebuck 66" 149 3'10" 3'1" 4'10"

These two wood-burners -- the other was named "Excelsior" -- were built in the same year as the Manchester coal-burner "Wataga". Given how close all of the principal dimensions were, these might have been used as "controls" in an attempt to determine the benefits of coal-fired operation. According to Corbin & Kerka, the decision was made by 1857 to go with coal entirely.

The Wichita Valley Railway was an 1890 brainchild of Morgan Jones and Grenville Dodge; the latter partner had overseen the construction of the Union Pacific's transcontinental line in the 1860s. The termini for the WVR were more modest, but still considerable -- a main line from Wichita Falls 300 miles west to Seymour at the state line. It's not clear from the Handbook of Texas account -- http://www.tsha.utexas.edu/handbook/online/articles/WW/eqw17.html (accessed 2 Jan 2005) -- how far the builders actually got. In 1905, the Colorado & Southern gained control and when the Chicago, Burlington & Quincy snapped up the C & S in 1908, the WVR became a separately operated subsidiary. At that time, the WVR leased the Wichita Falls Railroad and the Abilene & Northern to connect Abilene and Wichita Falls.

Most of the locomotives in the diagram book were purchased from other railroads. The diagram page shows that #3 was originally OC number 13. These locomotives came from a relatively early time in the life of the Schenectady Works and had works #2120 & 2117, respectively. #2, which was produced 4 years later, had a slightly larger firebox and four more tubes (186) and a 3" longer spread between the drivers.

It was "obsolete" and "dismantled" before the book was published on 1 Jan 1915.

These were produced a year after the Schenectady engines shown in Locobase 7362 and were very similar. Their power dimensions were identical except for the Cooke locomotives' 3" smaller drivers. The boilers had a few fewer tubes and the grate was a bit smaller as well.

Locobase notes that No. 10 originally served the Fort Worth & Denver as its #9, but that its characteristics are essentially identical to those of the 4-5.

By 1915 all three were characterized as "obsolete".

From the data on the table at the beginning of the diagram book, this Eight-wheeler was bought new by the C & S and appears to have been part of a larger class of possibly 5 locomotives or more. It was later modified as an inspection engine. A small house was mounted on the long pilot (cowcatcher) to house one or two inspectors as they looked over the track and right of way.

This outside-connected wood-burner had a relatively long boiler measured at 19' 6".

One of two Chicago LW engines shown on Hammonds' table, this is a wood burner with a relatively small-diameter, 17' 6" long boiler packing a large number of firetubes.

This outside-connected coal-burner is the alternate-fuel version of the Challenge. Like the latter engine, this one had a relatively long boiler measured at 19' 6". But the firebox is much longer, narrower, and shallower than the Challenger.

Was this coal-burner an 8-wheeler? The table gives a tube length of 7 ft, but the boiler is said to be 18' 10". So the tube number is not right.

By the time the 1953 diagram book was published, the single survivor of the 1890s class supplied by Pittsburgh was marked VOID in large letters. The diagram notes that the boiler might be pressed to 160 psi (tractive effort 15,300 lb) or 170 psi as shown; the design used a Belpaire firebox. The dome sat over the first driven axle.

Throughout its career, the essentials of this saturated-steam, Stephenson-valve-gear actuated Eight-wheeler remained intact, except for the front truck. Originally delivered with wheels measuring 37 1/4" in diameter, the A-6 later ran on 33" wheels.

Retirements began with one in December 1922 (197), followed by two in June 1927 (196 & 198), one in August 1927 (199), one in July 1928 (194), and the last in July 1929 (195).

In this inside-connected, coal-burning class, the boilers measured 19' 9". Starlight (see Locobase 5570) was very similar, but had 2" tubes.

The first Amoskeag for the Burlington, it's not clear when this engine actually came on the line or from what earlier railroad. It was an inside-connected wood-burner with a 16' 10" boiler.

The boiler pressure is an estimate. The grate area is calculated by multiplying the length and width given in the table; the firebox heating surface is likewise calculated using the height. The evaporative heating surface is calculated by adding the firebox heating surface to the outside surface area of the tubes. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

In this inside-connected class, Fox Hound had the same driver diameter while Grey Hound appropriately had taller drivers at 68". The boilers measured 17' 8".

In this inside-connected, coal-burning class, the boilers measured 19' 9". Moonlight (see Locobase 5571), the earlier of the two in this class, had interesting differences including larger-diameter firetubes. Corbin & Kerka's photo (p.22) shows the long stride the unusually long barrel gave to this class. When rebuilt, the bell was moved forward to near the stack and a sand dome sat on the boiler just ahead of the first driving axle.

Note on coal: In 1860, the Merchant Magazine and Commercial Review (William B Dana, ed) reprinted an article from the Journal of Mining, Manufactures, and Art (which in turn excerpted it from the Chicago Press & Tribune). Its comments on the relative merits of wood and coal, particularly the toll taken by the former on the forests of Illinois, are worth preserving:

"Coal mining, in this State, is in its infancy. We do not even supply the home demand. At Kewanee, the shipments are six thousand tons per month, most of which is used in the locomotives on the Chicago. Burlington, and Quincy Railroad, which consume at present twelve hundred tons per week. Compared with wood for railroad uses, coal is cheaper by forty per cent, a fact very gratifying to our citizens, who have hitherto mourned the loss of our beautiful groves. Nine-tenths of the fuel used on the Chicago, Burlington, and Quincy Railroad is coal. The roads of the West arc generally using coal instead of wood. A few more improvements in locomotives, adapting them to the peculiar qualities of coal, will result in a complete change in its favor for railway uses. The economy of speed and power demands it."

(See the earlier comments from The Mining Magazine of January 1856 in Locobase 11176.)

One of two Chicago LW engines shown on Hammonds' table, this is the coal burner with a relatively small-diameter boiler measuring 18', a large grate for the time, and fewer fire tubes than the Garden City.

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. Note that according to their builder's numbers, this sextet were the very first locomotives to be built by this New Hampshire firm.

These outside-connected engines had smallish grates but longer boiler tubes. The boilers measured 18'.

Troubador is credited starting service on the Chicago & Aurora. The other engines were Talisman (CB&Q), Cossack, Arab, Corsair (all Central Military Track), & Tartar (CB&Q). One is shown with 68" drivers, but that's likely a misprint. Troubadour and Talisman weighed in at 54,000 lb.

Relatively large coal-burner with a 19' long boiler. Could be seen as a prototype for the 47 class that came a couple of years later.

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.

The boiler pressure is an estimate. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

In the same year that Amoskeag delivered the Hounds, Manchester contributed this inside-connected class with slightly larger grates. The boilers measured 17' 8" long. The other engines were North Wind, South Wind, Grey Eagle, and Golden Eagle.

Four "weather phenomena" locomotives, inside-connected, identical except for cylinder stroke. All had 17'5" boilers. Hurricane & Tornado had 20" stroke, Whirlwind and Tempest a 22" stroke as shown here.

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

Class | 317/A-2 | 47 | 53 | 57 | 7 |

Locobase ID | 5551 | 5558 | 5559 | 5562 | 11616 |

Railroad | Burlington & Missouri River (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Jacksonville Southeastern (CB&Q) |

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 | 13 | 6 | 4 | 2 | 3 |

Road Numbers | 317-324, 337-341 | 47-52 | 53-56 | 7-8, 19 | |

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

Number Built | 13 | 6 | 4 | 2 | 3 |

Builder | Burnham, Parry, Williams & Co | Manchester | Manchester | Rogers, Ketchum & Grosvenor | Burnham, Parry, Williams & Co |

Year | 1879 | 1857 | 1856 | 1854 | 1889 |

Valve Gear | Stephenson | Stephenson | |||

Locomotive Length and Weight | |||||

Driver Wheelbase | 7' | 8.50' | |||

Engine Wheelbase | 22.02' | 22.42' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.32 | 0.38 | |||

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

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

Weight on Drivers | 46300 lbs | 52400 lbs | |||

Engine Weight | 72500 lbs | 60000 lbs | 60000 lbs | 52000 lbs | 81950 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | 2750 gals | 1800 gals | 1800 gals | 3000 gals | |

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

Minimum weight of rail (calculated) | 39 lb/yard | 0 | 0 | 0 | 44 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 57" | 60" | 60" | 63" |

Boiler Pressure | 130 psi | 100 psi | 100 psi | 100 psi | 130 psi |

Cylinders (dia x stroke) | 17" x 24" | 16" x 24" | 15" x 24" | 15" x 22" | 17" x 24" |

Tractive Effort | 12166 lbs | 9162 lbs | 7650 lbs | 7013 lbs | 12166 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.81 | 4.31 | |||

Heating Ability | |||||

Firebox Area | 113 sq. ft | 51.80 sq. ft | 56.77 sq. ft | 57 sq. ft | 116 sq. ft |

Grate Area | 16 sq. ft | 15.67 sq. ft | 16.63 sq. ft | 12 sq. ft | 16.70 sq. ft |

Evaporative Heating Surface | 1277 sq. ft | 831 sq. ft | 873 sq. ft | 886 sq. ft | 1278 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1277 sq. ft | 831 sq. ft | 873 sq. ft | 886 sq. ft | 1278 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 202.54 | 148.79 | 177.85 | 196.90 | 202.70 |

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

Robert LeMassena's Power Computation | 2080 | 1567 | 1663 | 1200 | 2171 |

Same as above plus superheater percentage | 2080 | 1567 | 1663 | 1200 | 2171 |

Same as above but substitute firebox area for grate area | 14690 | 5180 | 5677 | 5700 | 15080 |

Power L1 | 3988 | 1854 | 2357 | 2602 | 4022 |

Power MT | 379.79 | 338.43 |

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

Class | A-1 | A-2 (1868) | A-3 | A-5 | Antelope |

Locobase ID | 2566 | 5449 | 5451 | 8513 | 5554 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

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 | 153 | 2 | 27 | 4 | 4 |

Road Numbers | 1-153 | 247-248 | 400-426 | 461-464 | |

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

Number Built | 153 | 2 | 27 | 4 | 4 |

Builder | Manchester | several | CB & Q | Amoskeag | |

Year | 1880 | 1868 | 1870 | 1879 | 1853 |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 22.52' | 22.52' | 23.25' | 21.79' | |

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

Overall Wheelbase (engine & tender) | 45' | 45.10' | 43.21' | ||

Axle Loading (Maximum Weight per Axle) | 27500 lbs | 28200 lbs | 24450 lbs | ||

Weight on Drivers | 54500 lbs | 55800 lbs | 60000 lbs | 48400 lbs | |

Engine Weight | 82800 lbs | 89700 lbs | 90000 lbs | 71600 lbs | 52000 lbs |

Tender Light Weight | 71650 lbs | 67400 lbs | 72000 lbs | 58150 lbs | |

Total Engine and Tender Weight | 154450 lbs | 157100 lbs | 162000 lbs | 129750 lbs | |

Tender Water Capacity | 3800 gals | 2750 gals | 3000 gals | 2900 gals | |

Tender Fuel Capacity (oil/coal) | 7.5 tons | 7.3 tons | 7 tons | 6 tons | tons |

Minimum weight of rail (calculated) | 45 lb/yard | 47 lb/yard | 50 lb/yard | 40 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 69" | 62" | 64" | 68" |

Boiler Pressure | 145 psi | 140 psi | 140 psi | 160 psi | 100 psi |

Cylinders (dia x stroke) | 18" x 24" | 17" x 24" | 17" x 24" | 15" x 22" | 16" x 20" |

Tractive Effort | 13890 lbs | 11962 lbs | 13313 lbs | 10519 lbs | 6400 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.92 | 4.66 | 4.51 | 4.60 | |

Heating Ability | |||||

Firebox Area | 112 sq. ft | 122 sq. ft | 123 sq. ft | 89.60 sq. ft | 57.13 sq. ft |

Grate Area | 17.60 sq. ft | 17.50 sq. ft | 17.50 sq. ft | 16.30 sq. ft | 11.82 sq. ft |

Evaporative Heating Surface | 1190 sq. ft | 1166 sq. ft | 1331 sq. ft | 872 sq. ft | 833 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1190 sq. ft | 1166 sq. ft | 1331 sq. ft | 872 sq. ft | 833 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 168.35 | 184.93 | 211.10 | 193.79 | 178.98 |

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

Robert LeMassena's Power Computation | 2552 | 2450 | 2450 | 2608 | 1182 |

Same as above plus superheater percentage | 2552 | 2450 | 2450 | 2608 | 1182 |

Same as above but substitute firebox area for grate area | 16240 | 17080 | 17220 | 14336 | 5713 |

Power L1 | 4128 | 4535 | 4465 | 5007 | 2724 |

Power MT | 333.97 | 358.35 | 328.12 | 456.14 |

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

Class | Batavia | C-2-E | C-2-J-1 / C-2-H | C-2-L | Challenge |

Locobase ID | 5556 | 7362 | 7363 | 7685 | 5568 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Wichita Valley (CB&Q) | Wichita Valley (CB&Q) | Colorado & Southern (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

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 | 2 | 2 | 2 | 1 |

Road Numbers | 1, 3 | 4-5, 10 | 134 | ||

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

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

Builder | Amoskeag | Schenectady | Cooke | Cooke | Amoskeag |

Year | 1853 | 1887 | 1888 | 1888 | 1853 |

Valve Gear | Stephenson | Stephenson | Stephenson | ||

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 23' | 23.25' | 23.08' | ||

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

Overall Wheelbase (engine & tender) | 44.67' | 45.54' | 44.42' | ||

Axle Loading (Maximum Weight per Axle) | 27000 lbs | ||||

Weight on Drivers | 48450 lbs | 48650 lbs | 54000 lbs | ||

Engine Weight | 48000 lbs | 79000 lbs | 79200 lbs | 81000 lbs | 56000 lbs |

Tender Light Weight | 76500 lbs | 76500 lbs | 78390 lbs | ||

Total Engine and Tender Weight | 155500 lbs | 155700 lbs | 159390 lbs | ||

Tender Water Capacity | 3500 gals | 3500 gals | 3000 gals | ||

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

Minimum weight of rail (calculated) | 0 | 40 lb/yard | 41 lb/yard | 45 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 54" | 64" | 61" | 61" | 56" |

Boiler Pressure | 100 psi | 145 psi | 145 psi | 140 psi | 100 psi |

Cylinders (dia x stroke) | 15" x 22" | 17" x 24" | 17" x 24" | 17" x 24" | 16" x 22" |

Tractive Effort | 7792 lbs | 13357 lbs | 14014 lbs | 13531 lbs | 8549 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.63 | 3.47 | 3.99 | ||

Heating Ability | |||||

Firebox Area | 57.66 sq. ft | 108.50 sq. ft | 105.70 sq. ft | 118.46 sq. ft | 54.62 sq. ft |

Grate Area | 12.14 sq. ft | 17 sq. ft | 16.80 sq. ft | 16.98 sq. ft | 11.50 sq. ft |

Evaporative Heating Surface | 864 sq. ft | 1089 sq. ft | 1014 sq. ft | 1120 sq. ft | 903 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 864 sq. ft | 1089 sq. ft | 1014 sq. ft | 1120 sq. ft | 903 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 192.01 | 172.72 | 160.82 | 177.64 | 176.38 |

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

Robert LeMassena's Power Computation | 1214 | 2465 | 2436 | 2377 | 1150 |

Same as above plus superheater percentage | 1214 | 2465 | 2436 | 2377 | 1150 |

Same as above but substitute firebox area for grate area | 5766 | 15733 | 15327 | 16584 | 5462 |

Power L1 | 2305 | 4002 | 3607 | 3865 | 2144 |

Power MT | 364.21 | 326.91 | 315.59 |

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

Class | Garden City | Invincible | Little Indian | M / A-6 | Moonlight |

Locobase ID | 5560 | 5569 | 5565 | 7690 | 5571 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

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 | 6 | 1 |

Road Numbers | 471-476 / 194-199 | 15 | |||

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

Number Built | 1 | 1 | 1 | 6 | 1 |

Builder | Chicago Locomotive Works | Amoskeag | Amoskeag | Pittsburgh | New Jersey Locomotive |

Year | 1854 | 1853 | 1853 | 1898 | 1856 |

Valve Gear | Stephenson | ||||

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.50' | ||||

Engine Wheelbase | 22.96' | ||||

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

Overall Wheelbase (engine & tender) | 48.29' | ||||

Axle Loading (Maximum Weight per Axle) | 35000 lbs | ||||

Weight on Drivers | 68000 lbs | ||||

Engine Weight | 52000 lbs | 58000 lbs | 50000 lbs | 100000 lbs | 64000 lbs |

Tender Light Weight | 94700 lbs | ||||

Total Engine and Tender Weight | 194700 lbs | ||||

Tender Water Capacity | 5000 gals | ||||

Tender Fuel Capacity (oil/coal) | 9 tons | tons | |||

Minimum weight of rail (calculated) | 0 | 0 | 0 | 57 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 56" | 54" | 69" | 56" |

Boiler Pressure | 100 psi | 100 psi | 100 psi | 170 psi | 100 psi |

Cylinders (dia x stroke) | 15" x 22" | 16" x 22" | 15" x 22" | 18" x 24" | 16" x 20" |

Tractive Effort | 7013 lbs | 8549 lbs | 7792 lbs | 16285 lbs | 7771 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.18 | ||||

Heating Ability | |||||

Firebox Area | 53.44 sq. ft | 49.79 sq. ft | 73.89 sq. ft | 122.60 sq. ft | 54.03 sq. ft |

Grate Area | 11.87 sq. ft | 14.58 sq. ft | 14.78 sq. ft | 24.50 sq. ft | 15.44 sq. ft |

Evaporative Heating Surface | 916 sq. ft | 898 sq. ft | 1421 sq. ft | 973 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 916 sq. ft | 898 sq. ft | 0 | 1421 sq. ft | 973 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 203.57 | 175.40 | 201.03 | 209.06 | |

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

Robert LeMassena's Power Computation | 1187 | 1458 | 1478 | 4165 | 1544 |

Same as above plus superheater percentage | 1187 | 1458 | 1478 | 4165 | 1544 |

Same as above but substitute firebox area for grate area | 5344 | 4979 | 7389 | 20842 | 5403 |

Power L1 | 2630 | 2091 | 0 | 5626 | 2493 |

Power MT | 364.80 |

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

Class | Number One | Stag Hound | Starlight | Stranger | Troubadour |

Locobase ID | 5575 | 5552 | 5570 | 5561 | 5555 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

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 | 3 | 1 | 1 | 6 |

Road Numbers | 14 | ||||

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

Number Built | 1 | 3 | 1 | 1 | 6 |

Builder | Amoskeag | Amoskeag | New Jersey Locomotive | Chicago Locomotive Works | Manchester |

Year | 1851 | 1855 | 1857 | 1854 | 1855 |

Valve Gear | |||||

Locomotive Length and Weight | |||||

Driver Wheelbase | |||||

Engine Wheelbase | |||||

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

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

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

Weight on Drivers | |||||

Engine Weight | 38000 lbs | 56000 lbs | 64000 lbs | 52000 lbs | 56000 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | |||||

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

Minimum weight of rail (calculated) | 0 | 0 | 0 | 0 | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 48" | 66" | 58" | 60" | 60" |

Boiler Pressure | 100 psi | 100 psi | 100 psi | 100 psi | 100 psi |

Cylinders (dia x stroke) | 14" x 20" | 16" x 20" | 16" x 20" | 15" x 22" | 15" x 20" |

Tractive Effort | 6942 lbs | 6594 lbs | 7503 lbs | 7013 lbs | 6375 lbs |

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

Heating Ability | |||||

Firebox Area | 37 sq. ft | 64.31 sq. ft | 60.29 sq. ft | 67.69 sq. ft | 53.36 sq. ft |

Grate Area | 9.25 sq. ft | 12.25 sq. ft | 16.25 sq. ft | 15.04 sq. ft | 11.43 sq. ft |

Evaporative Heating Surface | 779 sq. ft | 867 sq. ft | 867 sq. ft | 845 sq. ft | 759 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 779 sq. ft | 867 sq. ft | 867 sq. ft | 845 sq. ft | 759 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 218.61 | 186.28 | 186.28 | 187.79 | 185.55 |

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

Robert LeMassena's Power Computation | 925 | 1225 | 1625 | 1504 | 1143 |

Same as above plus superheater percentage | 925 | 1225 | 1625 | 1504 | 1143 |

Same as above but substitute firebox area for grate area | 3700 | 6431 | 6029 | 6769 | 5336 |

Power L1 | 2164 | 2809 | 2427 | 2630 | 2508 |

Power MT |

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

Class | Wataga | West Wind | Whirlwind |

Locobase ID | 5564 | 5553 | 5557 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

Country | USA | USA | USA |

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

Number in Class | 1 | 5 | 2 |

Road Numbers | |||

Gauge | Std | Std | Std |

Number Built | 1 | 5 | 2 |

Builder | Manchester | Manchester | Amoskeag |

Year | 1853 | 1855 | 1853 |

Valve Gear | |||

Locomotive Length and Weight | |||

Driver Wheelbase | |||

Engine Wheelbase | |||

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

Overall Wheelbase (engine & tender) | |||

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

Weight on Drivers | |||

Engine Weight | 50000 lbs | 56000 lbs | 50000 lbs |

Tender Light Weight | |||

Total Engine and Tender Weight | |||

Tender Water Capacity | 1800 gals | ||

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

Minimum weight of rail (calculated) | 0 | 0 | 0 |

Geometry Relating to Tractive Effort | |||

Driver Diameter | 56" | 66" | 60" |

Boiler Pressure | 100 psi | 100 psi | 100 psi |

Cylinders (dia x stroke) | 15" x 22" | 16" x 20" | 16" x 20" |

Tractive Effort | 7513 lbs | 6594 lbs | 7253 lbs |

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

Heating Ability | |||

Firebox Area | 75.70 sq. ft | 67.87 sq. ft | 61.30 sq. ft |

Grate Area | 15.94 sq. ft | 12.93 sq. ft | 12.26 sq. ft |

Evaporative Heating Surface | 882 sq. ft | 904 sq. ft | 703 sq. ft |

Superheating Surface | |||

Combined Heating Surface | 882 sq. ft | 904 sq. ft | 703 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 196.01 | 194.23 | 151.05 |

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

Robert LeMassena's Power Computation | 1594 | 1293 | 1226 |

Same as above plus superheater percentage | 1594 | 1293 | 1226 |

Same as above but substitute firebox area for grate area | 7570 | 6787 | 6130 |

Power L1 | 2615 | 2939 | 2169 |

Power MT |

- 35 (Photo courtesy Anthony Wessel)
- 35 (Photo courtesy Anthony Wessel)
- 35 (Photo courtesy Anthony Wessel)
- 35 (Photo courtesy Anthony Wessel)
- 35 (Photo courtesy Anthony Wessel)
- CB&Q 747

*Steam Locomotives of the Burlington Route*by Bernard Corbin and William Kerka, Published by Bernard Corbin and William Kerka- Burlington Route Historical Society
*Railroads of Northern Colorado*by Kenneth Jessen, Published by Pruett Publishing Company

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