Boiler pressure is a Locobase estimate. A photograph on page 35 of the Railroad & Locomotive Historical Society Bulletin 167's compilation Rogers, Ketchum & Grosvenor locomotive production shows the 102. It was of classic American locomotive form: long "cowcatcher" leading, tall, broad balloon stack over closely spaced truck axles, inside-connected cylinders, single splasher/running board over the drivers, small, ornate dome over the firebox, and paired arched windows in the cab/

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

Note the long stroke on this locomotive, which, together with the small drivers, meant relatively high piston speeds that might have challenged contemporary lubrication.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

Essentially repeats of the 11 class shown in Locobase 12530 with taller drivers and a slightly smaller grate and firebox.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

Shows a haystack boiler, straight stack, inclined outside cylinders over closely spaced bogie axles.

Boiler pressure is a Locobase estimate.

The publication of which the edition used by Locobase was a reprint was a document presented to both Houses of the General Assembly of New Zealand by Command of His Excellency in 1878. At issue was how the demand for motive power on New Zealand's railways should be met - through the purchase of the mother country's locomotives or by continuing to buy American engines.

To back up a rebuttal to a critic of American locomotive design, W W Evans cites Zerah Colburn's 1855 test of an Erie locomotive when he was General Manager. (Gerald M Best's thoroughly researched Erie roster presented in Railroad History Bulletin 131 of the Railway & Locomotive History Society concludes that the American engine was one of four produced by the NJL&M.)

Colburn first assembled a train of 100 cars loaded with "deals" weighing a total of 1,572 long tons and "a few feet more than half a mile long" and ran it along a nearly level (ruling grade of 0.12% or 1 in 880) gradient for 4 miles at 5 mph. On a "dead-level" 5-mile section that had gentle curves of 957-foot radius, the locomotive managed 9.7 mph. Then Colburn cut the trailing load to 30 cars weighing 514 tons and recorded the train ascending a 1 in 117.5 (0.45%) grade at 10.25 mph.

Evans concludes:"Allowing for resistances due to gravity and also to concussions and frictions of engine and train, the coefficient of adhesion must have been 1/3 the weight on driving wheels." In later measurements, the fraction of adhesion (weight on drivers divided by tractive effort) comes to 3.14. So slippery a proportion suggests a very careful manipulation of throttle and liberal use of sand in all of these trials.

209 was rebuilt by the Susquehanna shops in March 1869, a makeover that increased engine weight to 78,000 lb (35,380 kg). 210 was converted to a tank engine with the same 4-4-0 layout. 210-212 were all retired by 1878.

Shows a haystack boiler, straight stack, inclined outside cylinders over closely spaced bogie axles. According to Sinclair, this design had "nearly the same dimensions and weight" as the 30-31 shown in Locobase 12532. Only the weights were different.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

Sinclair said that this trio came from west of the Appalachians. Western was a general-equipment producer whose Cuyahoga Works turned locomotives as well as ships and many other kinds of machinery. Since most sources show the Cuyahoga as producing its first locomotive a year later, Locobase adopts the later research by several authoritative sources.

Boiler pressure is a Locobase estimate.

Described as having "extreme outside connections" which Locobase supposes means the cylinders were outside and drove on the rear adhesive axle.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate. Although delivered only a month after the pair shown in Locobase 12542, this engine had a larger boiler and grate.

Boiler pressure is a Locobase estimate.

This pair was among the last of Norris's engines to be procured in the United States and their layout shows how far behind the times the company had fallen. Notice, though, the very unusual bore and stroke ratio and the very high factor of adhesion.

Mott pronounces a harsh sentence on the "Plank Roads", as he says they were nicknamed. They arrived with "...sevenfoot drivers, and cylinders 15x20, outside-connected, and fire-box not much larger than an ordinary cooking range. The cylinders were placed aft of the smoke arch and steam pipe, out of doors, between the dome and steam-chest. There was a running board from the back end of the footboard entirely around to the other side."

Built for speed, they could turn a sprightly wheel, says Mott: "With two or three coaches, on the Susquehanna Division, after getting under headway, the engineers would make good time with these; but it took a mile start to get them under way." He later quotes an 1853 account of the 84 covering the 145 miles between Susquehanna and Holmesville in 161 minutes (55 mph), which was no mean accomplishment.

But he adds: "They were a failure, of course." And a locomotive disliked by its crew can come in for some pretty unpleasant treatment: "No engineer wanted to run them, and the last one in train service (No. 84), on its very last trip, was ripped to pieces by Mike Barnwell, its engineer, who, it was said, stopped his train just after passing Gulf Summit, west bound, took a wrench and loosened up set-screws and pins, and whistled off brakes, whereupon the whole of her machinery was cleaned off. "

NB: Boiler pressure is a Locobase estimate.

Notable for being a relatively large homogeneous class by a builder that would be known as Hinkley Locomotive Works.

Boiler pressure is a Locobase estimate.

30 engines built by Brooks, Danforth, Grant, and the Erie's own Susquehanna shop from 1880 to 1882.

Originally the Atlantic & Great Western, this line was an important component in the Erie system and spent much of its life leased to the Erie, in receivership, or both. 1882 saw a much deeper involvement in the Nypano (as the NY, P & O was more familiarly known) that culminated years later in the retirement of NY, P & O securities in favor of Erie paper.

As Edward Harold Mott described the union in Between the Ocean and the Lakes: The Story of Erie (1907)

" The long-conflicting, costly, and harassing relations of the Erie with this railroad were at last set at rest forever by an agreement whereby the Erie should operate the road at a fixed annual rental until it could be sold under foreclosure proceedings and reorganized into the Erie system. After due proceedings in the courts, the property was sold at public auction February 25, 1896, and purchased by a committee in behalf of the Erie."

During its "separate" existence, the railroad's shops at Meadville and Galion built this class of Eight-wheelers. They were slightly larger versions of the design that would later be classed as D-17; see Locobase 9226.

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566.

90 engines built from 1879 to 1885 in the Susquehanna shop, Grant, Dickson, and Jersey City. Boiler was smaller than the D-2.

These were the low-drivered Eight-wheelers ordered with the passenger engines shown in Locobase 12533 as a single batch.

Boiler pressure is a Locobase estimate.

Although these homebuilt Eight-wheelers had small grates and boilers even for the mid-1870s, they stood relatively high in the amount of weight they put on their drivers. And they showed a good amount of tractive effort. The last ten were assigned to the Chicago & Atlantic..

The NY, P & O shops would add to the stud with engines later classified as D-16s; see Locobase 9227.

The first high-drivered Eight-wheelers on the Erie came into service in 1896 (See Locobase 9221) and built new by the Susquehanna shops. Three years later, Meadville shops came out with 4 of their own. The table at the front implies that these were rebuilds of D-9 (Locobase 9222), which were smaller and older.

Locobase finds that unlikely, given the larger grate and bigger boiler, the latter pressed to a much higher pressure. Moreover, there's one more D-12 than there were D-9s. So these are new Express engines to go with the D-11s supplied by Susquehanna.

This The 1907 diagram shows that during a rebuilding, the shops removed seven tubes from the boiler, reducing the count to 265. The firebox area also decreased to 165 sq ft (15.3 sq m) and overall evaporative heating surface to 1,842 sq ft (171.2 sq m). Meanwhile, adhesion weight rose to 96,060 lb (43,572 kg) and overall engine weight increased to 136,930 lb (62,110 kg).

This locomotive was converted by Cooke to a cross-compound layout, according to Westing, but the cylinder dimensions are not given, or what we see in the diagram is the HP cylinder only. In any case, it was a "one-off".

These were the last two D6/D7 Vauclain compounds that had been converted from earlier simple expansion Eight-wheelers (Locobase 6695). The compounding ratio thus was a hefty 2.85. It can't have been too long before the engines were simplified as shown in the specfications.

The Pennsylvania Coal Company bought these two camelbacks from Baldwin with an obvious eye toward operating mountain-oriented local passenger service. Unfortunately, the image of the Baldwin specs is blurry and the data are incomplete. They were rebuilt by Dickson in 1896 ( that's what this entry's specifications describe) and later taken into the Erie when that railroad bought the E & WV from Pennsylvania Coal.

Much larger 4-4-0 and one of the last for the Erie. The wide grate indicated the camelback layout, which has the steam dome behind the cab. These two engines started out as New York & Lake Erie engines 66-67, built by Danforth, Cooke and delivered in 1880.

Baldwin rebuilt them for the Erie (works numbers were 15056-15057 in September 1896), working according to a statement in the specs: "Old engines to be dismantled by the Extra Works Department. Parts used are to be put in repair by ExWkDept and used as though new parts from stock. ExWkDept to scrap parts not fit for use." The specs also provided a complete list of the parts they expected to reuse and those they would have to manufacture.

385's specs included the guarantee that it would pull 8 cars up a 1% grade.

386 was scrapped first in March 1913 with 385 following in December 1920.

This was a large class of camelback Eight-wheelers that were converted from simple expansion engines. Baldwin rebuilt them for the Erie,, working according to a statement in the specs: "Old engines to be dismantled by the Extra Works Department. Parts used are to be put in repair by ExWkDept and used as though new parts from stock. ExWkDept to scrap parts not fit for use." The specs also provided a complete list of the parts they expected to reuse and those they would have to manufacture. DeGolyer, Volume 20, p. 237 and Volume 21, pp. 21, 42, 105 lists all the parts transferred from each older engine to its corresponding compound modification.

Most were rebuilt with the 324 1 1/2" tubes as shown here; the last two were rebuilt with a smaller number of 2" tubes (Locobase 9218).

Like the 385, 386's specs included the guarantee that it would pull 8 cars up a 1% grade.

The tiny HP cylinders limited the whole Vauclain compound system's ability to handle the steam. Each set of an HP and an LP cylinder was served by a 10 1/2" (267 mm) piston valve.

Nevertheless, according to LE, "These engines are reported to be doing excellent work in service, much superior to that performed when they were simple."

All but two, however, were converted in 1904-1905 to simple expansion in several variants. One such conversion resulted in dimensions identical to those of the D-5 (see Locobase 363). Others were more substantially altered; see Locobase 6696 and 6697.

Converting the D-6 class of camelback Eight-wheelers led to three different versions. This one is identified on the diagram as having a D flue sheet (as opposed to the straight flue sheet shown in Locobase 6697).

This was a large class of camelback Eight-wheelers. When the D-6 Vauclain compounds were simpled, three different versions resulted. This one is identified on the diagram as having a straight flue sheet (as opposed to the D flue sheet shown in Locobase 6697). Locobase does not know why a "straight flue sheet" would result in so many fewer tubes and so small a firebox, even though the overall heating surface area rose.

The Erie threw itself into Vauclain compounding, rebuilding more than four dozen engines from earlier 4-4-0s. Although almost all had the large boiler housing 324 1 1/2" tubes (Locobase 6995), the last two were rebuilt with a smaller number of larger-diameter tubes as shown here. Note the small size of both the HP cylinders (each served by the same 10 1/2" (267 mm) piston valve that supplied its companion LP cylinder).

Like the D-6s, these were soon simplified; see Locobase 9219.

As noted in Locobase 6695 and 6697, simplifying the Vauclain compounds that had been created out of earlier locomotives took several forms. The D-7 compound that was the source of the current entry (see Locobase 9218) originally had 2" tubes. A variant not reflected in the D-6 series was one in which a combustion chamber added some heating surface to the firebox, but reduced tube length and consequently required more of the tiny 1 1/2" tubes.

Shows a haystack boiler, straight stack, inclined outside cylinders over closely spaced bogie axles. The second engine was named Onondaga.

Several more Erie locomotives had the same basic attributes (17" x 20" cylinders, 60" drivers) and were delivered in the same year. Works numbers 185-186 in August 1849 took road numbers 43-44. Works numbers 201, 203, and 207 in January, February, and March 1850, respectively, were numbered 46 (or possibly 40), 41, and 42.

Boiler pressure is a Locobase estimate.

AERJ noted that at that point this class was in heavy commuter service with local expresses. Also used for division work in express service.

Among the Eight-wheelers turned out by the Erie's Susquehanna shops was this duodecade of relatively large locomotives with equally sizable grates. Designed by superintendent of motive power John W Cloud, this was typical of the high-speed designs being offered, according to NCLB's editor Angus Sinclair. "The engine bears evidence throughout of very careful and thoughtful design, the proportion of parts and the distribution of weight being exceptionally good."

The engine's wagon top boiler gave Sinclair a chance to assert his preference for that design over the increasingly popular Belpaire firebox. "We have watched the Belpaire form of firebox with close attention, and we have yet to find the first locomotive with that form of firebox that does not give more or less trouble by entraining water with the steam."

Van Arsdale noted that the use of anthracite coal dictated the large grate and firebox.

Most of the class was scrapped in the late-teens and 1920s. Two--479 and 481--were sold in February 1922 to the Dayton, Toledo & Chicago.

Note that this Erie is about twice the size of the 4-5 (Locobase 12527).

Boiler pressure is a Locobase estimate.

The #5 was named Ramapo.

NB: Boiler pressure is a Locobase estimate.

Westing says the driver diameter was 68", but the diagram accompanying the AERJ table shows 62".

Passenger engines built to the same specs as the Rogers engines shown in Locobase 12532, these engines were named Tioga, Chemung, Tompkins, and Seneca. This batch of locomotives were the last Baldwins to use the inside half-crank axle for turning the drivers.

Boiler pressure is a Locobase estimate.

Most of the Erie's assortment of Eight-wheelers were mixed-traffic engines, but this pair were intended for express passenger service. Its long firebox was designed to burn anthracite coal, although the firebox lay inside the frame and above the driving axles. A tall slender dome sat on the thicker of the two boiler courses and over the first driving axle. A sharp taper along the top line led forward to a more slender course with a second, smaller sand dome.

The Xs were followed three years later by four similar locomotives with bigger cylinders; see Locobase 9222.

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

Class | 100 | 11 | 113 | 115 | 119 |

Locobase ID | 12550 | 12530 | 12551 | 12552 | 12553 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

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 | 6 | 3 | 2 | 4 | 6 |

Road Numbers | 100-105 | 11, 13, 15 | 113-114 | 115-118 | 119-124 |

Gauge | 6' | 6' | 6' | 6' | 6' |

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

Builder | Rogers, Ketchum & Grosvenor | Swinburne, Smith & Co | Taunton | Taunton | Boston Locomotive Works |

Year | 1851 | 1848 | 1851 | 1851 | 1851 |

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 | 37400 lbs | 31000 lbs | |||

Engine Weight | 57500 lbs | 50900 lbs | 58060 lbs | 52675 lbs | |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | |||||

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

Minimum weight of rail (calculated) | 31 lb/yard | 0 | 0 | 0 | 26 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 72" | 54" | 60" | 60" | 60" |

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

Cylinders (dia x stroke) | 17" x 20" | 17" x 20" | 17" x 20" | 18" x 20" | 16" x 26" |

Tractive Effort | 6824 lbs | 9098 lbs | 8188 lbs | 9180 lbs | 9429 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.48 | 3.29 | |||

Heating Ability | |||||

Firebox Area | 80.67 sq. ft | 68.50 sq. ft | 90 sq. ft | 90 sq. ft | 83.50 sq. ft |

Grate Area | 15.50 sq. ft | 12.88 sq. ft | 16.50 sq. ft | 16.13 sq. ft | 15.75 sq. ft |

Evaporative Heating Surface | 853 sq. ft | 1023 sq. ft | 1029 sq. ft | 947 sq. ft | 876 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 853 sq. ft | 1023 sq. ft | 1029 sq. ft | 947 sq. ft | 876 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 162.35 | 194.70 | 195.84 | 160.77 | 144.78 |

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

Robert LeMassena's Power Computation | 1550 | 1288 | 1650 | 1613 | 1575 |

Same as above plus superheater percentage | 1550 | 1288 | 1650 | 1613 | 1575 |

Same as above but substitute firebox area for grate area | 8067 | 6850 | 9000 | 9000 | 8350 |

Power L1 | 2869 | 2339 | 2815 | 2372 | 2138 |

Power MT | 338.24 | 304.10 |

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

Class | 133 | 14 | 142 | 18 | 209 |

Locobase ID | 12554 | 12531 | 12555 | 12532 | 9315 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

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 | 7 | 2 | 5 | 4 |

Road Numbers | 133-135 | 14-16, 36-39 | 142-143 | 18-19, 28-29, 32 | 209-212 |

Gauge | 6' | 6' | 6' | 6' | 6' |

Number Built | 3 | 7 | 2 | 5 | 4 |

Builder | New Jersey Locomotive | Swinburne, Smith & Co | Essex Company | Rogers, Ketchum & Grosvenor | New Jersey Locomotive |

Year | 1851 | 1848 | 1852 | 1848 | 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 | 27900 lbs | 36450 lbs | 35750 lbs | 40100 lbs | |

Engine Weight | 50980 lbs | 59900 lbs | 58250 lbs | 56500 lbs | 66100 lbs |

Tender Light Weight | 41500 lbs | ||||

Total Engine and Tender Weight | 107600 lbs | ||||

Tender Water Capacity | |||||

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

Minimum weight of rail (calculated) | 0 | 23 lb/yard | 30 lb/yard | 30 lb/yard | 33 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 60" | 54" | 72" | 60" |

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

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

Tractive Effort | 7253 lbs | 8188 lbs | 9098 lbs | 6824 lbs | 12774 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.41 | 4.01 | 5.24 | 3.14 | |

Heating Ability | |||||

Firebox Area | 54.25 sq. ft | 59.50 sq. ft | 76.67 sq. ft | 67.50 sq. ft | |

Grate Area | 12.13 sq. ft | 12.13 sq. ft | 16 sq. ft | 13 sq. ft | 10.38 sq. ft |

Evaporative Heating Surface | 725 sq. ft | 1014 sq. ft | 1103 sq. ft | 990 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 725 sq. ft | 1014 sq. ft | 1103 sq. ft | 990 sq. ft | 0 |

Evaporative Heating Surface/Cylinder Volume | 155.77 | 192.99 | 209.93 | 188.42 | |

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

Robert LeMassena's Power Computation | 1213 | 1213 | 1600 | 1300 | 1349 |

Same as above plus superheater percentage | 1213 | 1213 | 1600 | 1300 | 1349 |

Same as above but substitute firebox area for grate area | 5425 | 5950 | 7667 | 6750 | 0 |

Power L1 | 2141 | 2496 | 2546 | 3032 | 0 |

Power MT | 394.46 | 307.98 | 373.95 | 0 |

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

Class | 40 | 48 | 52 | 64 | 66 |

Locobase ID | 12536 | 12537 | 12539 | 12541 | 12543 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

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 | 6 | 1 | 3 | 2 | 1 |

Road Numbers | 40-45 | 48 | 52-54 | 64-65 | 66 |

Gauge | 6' | 6' | 6' | 6' | 6' |

Number Built | 6 | 1 | 3 | 2 | 1 |

Builder | Rogers, Ketchum & Grosvenor | Swinburne, Smith & Co | Hinkley | Rogers, Ketchum & Grosvenor | Rogers, Ketchum & Grosvenor |

Year | 1849 | 1849 | 1849 | 1850 | 1850 |

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 | 32000 lbs | 32100 lbs | 30050 lbs | 35600 lbs | |

Engine Weight | 56000 lbs | 50700 lbs | 47920 lbs | 55600 lbs | 56500 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | |||||

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

Minimum weight of rail (calculated) | 27 lb/yard | 27 lb/yard | 25 lb/yard | 30 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 60" | 60" | 60" | 72" |

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

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

Tractive Effort | 8188 lbs | 7253 lbs | 6375 lbs | 8188 lbs | 6824 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.91 | 4.43 | 4.71 | 4.35 | |

Heating Ability | |||||

Firebox Area | 61.50 sq. ft | 60.25 sq. ft | 59.50 sq. ft | 57.67 sq. ft | 75.50 sq. ft |

Grate Area | 13 sq. ft | 13 sq. ft | 10 sq. ft | 13.25 sq. ft | 14 sq. ft |

Evaporative Heating Surface | 984 sq. ft | 845 sq. ft | 771 sq. ft | 853 sq. ft | 948 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 984 sq. ft | 845 sq. ft | 771 sq. ft | 853 sq. ft | 948 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 187.28 | 181.56 | 188.48 | 162.35 | 180.43 |

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

Robert LeMassena's Power Computation | 1300 | 1300 | 1000 | 1325 | 1400 |

Same as above plus superheater percentage | 1300 | 1300 | 1000 | 1325 | 1400 |

Same as above but substitute firebox area for grate area | 6150 | 6025 | 5950 | 5767 | 7550 |

Power L1 | 2458 | 2463 | 2612 | 2172 | 3027 |

Power MT | 338.68 | 338.32 | 383.26 | 269.01 |

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

Class | 70 | 84 | 90 | A / D-1 | A / D-16 |

Locobase ID | 12542 | 12545 | 12549 | 359 | 9227 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | New York, Lake Erie & Western (ERR) | New York, Pennsylvania & Ohio (ERR) |

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 | 10 | 30 | 11 |

Road Numbers | 70-71 | 84-85 | 90-99 | 409-419 | |

Gauge | 6' | 6' | 6' | Std | Std |

Number Built | 2 | 2 | 10 | 30 | 11 |

Builder | Swinburne, Smith & Co | Norris | Boston Locomotive Works | several | Erie |

Year | 1850 | 1851 | 1851 | 1880 | 1881 |

Valve Gear | Stephenson | Stephenson | |||

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 23.04' | 22.96' | |||

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

Overall Wheelbase (engine & tender) | 46.37' | 46.21' | |||

Axle Loading (Maximum Weight per Axle) | 26500 lbs | 29010 lbs | |||

Weight on Drivers | 33900 lbs | 38950 lbs | 30840 lbs | 51500 lbs | 55760 lbs |

Engine Weight | 53000 lbs | 57450 lbs | 49510 lbs | 80700 lbs | 85400 lbs |

Tender Light Weight | 77000 lbs | 77000 lbs | |||

Total Engine and Tender Weight | 157700 lbs | 162400 lbs | |||

Tender Water Capacity | 3600 gals | 3600 gals | |||

Tender Fuel Capacity (oil/coal) | 8.9 tons | 8 tons | |||

Minimum weight of rail (calculated) | 28 lb/yard | 32 lb/yard | 26 lb/yard | 43 lb/yard | 46 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 72" | 84" | 66" | 68" | 68" |

Boiler Pressure | 100 psi | 100 psi | 100 psi | 130 psi | 140 psi |

Cylinders (dia x stroke) | 17" x 20" | 14" x 32" | 16" x 20" | 18" x 22" | 18" x 24" |

Tractive Effort | 6824 lbs | 6347 lbs | 6594 lbs | 11583 lbs | 13608 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.97 | 6.14 | 4.68 | 4.45 | 4.10 |

Heating Ability | |||||

Firebox Area | 71.25 sq. ft | 54.50 sq. ft | 62.67 sq. ft | 108 sq. ft | 105 sq. ft |

Grate Area | 13.50 sq. ft | 11.50 sq. ft | 10 sq. ft | 17 sq. ft | 16 sq. ft |

Evaporative Heating Surface | 1020 sq. ft | 763 sq. ft | 782 sq. ft | 1120 sq. ft | 1109 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1020 sq. ft | 763 sq. ft | 782 sq. ft | 1120 sq. ft | 1109 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 194.13 | 133.83 | 168.02 | 172.85 | 156.89 |

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

Robert LeMassena's Power Computation | 1350 | 1150 | 1000 | 2210 | 2240 |

Same as above plus superheater percentage | 1350 | 1150 | 1000 | 2210 | 2240 |

Same as above but substitute firebox area for grate area | 7125 | 5450 | 6267 | 14040 | 14700 |

Power L1 | 3143 | 2543 | 2589 | 3775 | 3668 |

Power MT | 408.80 | 287.87 | 370.15 | 323.20 | 290.05 |

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

Class | A / D-2 | B / D-3 | Bradford | CA & CE / D-17 | D-12 |

Locobase ID | 360 | 361 | 12534 | 9226 | 9223 |

Railroad | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

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 | 37 | 90 | 4 | 37 | 6 |

Road Numbers | 22, 24-26 | 461-466 | |||

Gauge | Std | Std | 6' | Std | Std |

Number Built | 37 | 90 | 4 | 37 | 6 |

Builder | Erie | several | M W Baldwin | Erie | Erie |

Year | 1882 | 1879 | 1849 | 1874 | 1899 |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 22.92' | 22.29' | 22.25' | 23.62' | |

Ratio of driving wheelbase to overall engine wheebase | 0.37 | 0.38 | 0.36 | 0.36 | |

Overall Wheelbase (engine & tender) | 45.92' | 45.29' | 45.75' | 51.63' | |

Axle Loading (Maximum Weight per Axle) | 28300 lbs | 26400 lbs | 26150 lbs | 44000 lbs | |

Weight on Drivers | 55400 lbs | 51300 lbs | 32600 lbs | 50150 lbs | 87325 lbs |

Engine Weight | 84400 lbs | 79100 lbs | 54500 lbs | 80000 lbs | 135525 lbs |

Tender Light Weight | 77000 lbs | 77000 lbs | 77000 lbs | 116800 lbs | |

Total Engine and Tender Weight | 161400 lbs | 156100 lbs | 157000 lbs | 252325 lbs | |

Tender Water Capacity | 3600 gals | 3600 gals | 3600 gals | 6000 gals | |

Tender Fuel Capacity (oil/coal) | 8.9 tons | 8 tons | tons | 8 tons | 12 tons |

Minimum weight of rail (calculated) | 46 lb/yard | 43 lb/yard | 27 lb/yard | 42 lb/yard | 73 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 68" | 62" | 60" | 68" | 76" |

Boiler Pressure | 130 psi | 130 psi | 100 psi | 140 psi | 180 psi |

Cylinders (dia x stroke) | 18" x 22" | 18" x 22" | 17" x 20" | 17" x 24" | 18" x 26" |

Tractive Effort | 11583 lbs | 12704 lbs | 8188 lbs | 12138 lbs | 16959 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.78 | 4.04 | 3.98 | 4.13 | 5.15 |

Heating Ability | |||||

Firebox Area | 114.50 sq. ft | 111 sq. ft | 60 sq. ft | 104 sq. ft | 140 sq. ft |

Grate Area | 26 sq. ft | 26 sq. ft | 12.88 sq. ft | 15 sq. ft | 27 sq. ft |

Evaporative Heating Surface | 1050 sq. ft | 1060 sq. ft | 998 sq. ft | 933 sq. ft | 1704 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1050 sq. ft | 1060 sq. ft | 998 sq. ft | 933 sq. ft | 1704 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 162.05 | 163.59 | 189.94 | 147.98 | 222.52 |

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

Robert LeMassena's Power Computation | 3380 | 3380 | 1288 | 2100 | 4860 |

Same as above plus superheater percentage | 3380 | 3380 | 1288 | 2100 | 4860 |

Same as above but substitute firebox area for grate area | 14885 | 14430 | 6000 | 14560 | 25200 |

Power L1 | 3689 | 3348 | 2470 | 3657 | 7158 |

Power MT | 293.60 | 287.76 | 334.07 | 321.53 | 361.42 |

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

Class | D-13 / E B Thomas | D-14 | D-15 | D-18 | D-4 |

Locobase ID | 9217 | 9224 | 9225 | 9228 | 362 |

Railroad | New York, Lake Erie & Western (ERR) | Erie (ERR) | Erie (ERR) | Erie & Wyoming Valley (ERR) | Erie (ERR) |

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 | 2 | 2 | 72 |

Road Numbers | 499 | 469 | 329-330 | 26-27/103-104/114-115 | |

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

Number Built | 1 | 2 | 72 | ||

Builder | Cooke | Cooke | ERR | Burnham, Williams & Co | several |

Year | 1893 | 1897 | 1897 | 1887 | 1874 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.50' | 8.50' | 8.50' | 7.50' | |

Engine Wheelbase | 23.56' | 22.92' | 23.33' | 21.67' | |

Ratio of driving wheelbase to overall engine wheebase | 0.36 | 0.37 | 0.36 | 0.35 | |

Overall Wheelbase (engine & tender) | 49.69' | 47.25' | 47.67' | 46.42' | |

Axle Loading (Maximum Weight per Axle) | 51280 lbs | 42100 lbs | 43500 lbs | 37050 lbs | |

Weight on Drivers | 88750 lbs | 82600 lbs | 86000 lbs | 73050 lbs | 47350 lbs |

Engine Weight | 134600 lbs | 129500 lbs | 128200 lbs | 104700 lbs | 74000 lbs |

Tender Light Weight | 87900 lbs | 87900 lbs | 87900 lbs | 74000 lbs | |

Total Engine and Tender Weight | 222500 lbs | 217400 lbs | 216100 lbs | 178700 lbs | |

Tender Water Capacity | 4500 gals | 4500 gals | 4500 gals | 3600 gals | |

Tender Fuel Capacity (oil/coal) | 9 tons | 9 tons | 9 tons | 5 tons | tons |

Minimum weight of rail (calculated) | 74 lb/yard | 69 lb/yard | 72 lb/yard | 61 lb/yard | 39 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 72" | 68" | 68" | 62" | 62" |

Boiler Pressure | 160 psi | 180 psi | 180 psi | 140 psi | 130 psi |

Cylinders (dia x stroke) | 19" x 26" | 17.5" x 24" | 17.5" x 22" | 18" x 24" | 17" x 24" |

Tractive Effort | 17729 lbs | 16538 lbs | 15159 lbs | 14925 lbs | 12362 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.01 | 4.99 | 5.67 | 4.89 | 3.83 |

Heating Ability | |||||

Firebox Area | 187 sq. ft | 125 sq. ft | 152 sq. ft | 146 sq. ft | |

Grate Area | 36.30 sq. ft | 68 sq. ft | 68 sq. ft | 68 sq. ft | 17 sq. ft |

Evaporative Heating Surface | 1894 sq. ft | 1350 sq. ft | 1392 sq. ft | 1118 sq. ft | 930 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1894 sq. ft | 1350 sq. ft | 1392 sq. ft | 1118 sq. ft | 930 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 221.98 | 202.06 | 227.28 | 158.16 | 147.50 |

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

Robert LeMassena's Power Computation | 5808 | 12240 | 12240 | 9520 | 2210 |

Same as above plus superheater percentage | 5808 | 12240 | 12240 | 9520 | 2210 |

Same as above but substitute firebox area for grate area | 29920 | 22500 | 27360 | 20440 | 0 |

Power L1 | 6366 | 6030 | 7168 | 3782 | 0 |

Power MT | 316.27 | 321.89 | 367.51 | 228.28 | 0 |

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

Class | D-5 - rebuilt simple | D-6/D-7 - compound rebuild | D-6/D-7 - simple, D flue | D-6/D-7 - simple, strt flue | D-7 - large tubes |

Locobase ID | 363 | 6695 | 6697 | 6696 | 9218 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

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 | 23 | 2 | ||

Road Numbers | 385 | 329-376, 386 | 329-330 | ||

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

Number Built | 1 | 2 | |||

Builder | Burnham, Williams & Co | Burnham, Williams & Co | shops | shops | Burnham, Williams & Co |

Year | 1896 | 1897 | 1904 | 1904 | 1897 |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 22.92' | 23' | 23.33' | 23.33' | 22.83' |

Ratio of driving wheelbase to overall engine wheebase | 0.37 | 0.37 | 0.36 | 0.36 | 0.37 |

Overall Wheelbase (engine & tender) | 47.25' | 47.67' | 47.67' | 47.67' | |

Axle Loading (Maximum Weight per Axle) | 38500 lbs | 39600 lbs | 42500 lbs | 42500 lbs | 44990 lbs |

Weight on Drivers | 75000 lbs | 78000 lbs | 84300 lbs | 84300 lbs | 87330 lbs |

Engine Weight | 111000 lbs | 121000 lbs | 125700 lbs | 125700 lbs | 125300 lbs |

Tender Light Weight | 87900 lbs | 87900 lbs | 87900 lbs | 87900 lbs | 87900 lbs |

Total Engine and Tender Weight | 198900 lbs | 208900 lbs | 213600 lbs | 213600 lbs | 213200 lbs |

Tender Water Capacity | 4500 gals | 4500 gals | 4500 gals | 4500 gals | 4500 gals |

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

Minimum weight of rail (calculated) | 63 lb/yard | 65 lb/yard | 70 lb/yard | 70 lb/yard | 73 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 68" | 68" | 68" | 68" | 72" |

Boiler Pressure | 180 psi | 180 psi | 180 psi | 180 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 17.5" x 22" | 12.5" x 22" | 17.5" x 22" | 17.5" x 22" | 12.5" x 22" |

Low Pressure Cylinders (dia x stroke) | 21" x 22" (2) | 21" x 22" (2) | |||

Tractive Effort | 15159 lbs | 11422 lbs | 15159 lbs | 15159 lbs | 10787 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.95 | 6.83 | 5.56 | 5.56 | 8.10 |

Heating Ability | |||||

Firebox Area | 163 sq. ft | 163 sq. ft | 127 sq. ft | 128 sq. ft | 123 sq. ft |

Grate Area | 68 sq. ft | 68 sq. ft | 68 sq. ft | 67.80 sq. ft | 68 sq. ft |

Evaporative Heating Surface | 1458 sq. ft | 1458 sq. ft | 1320 sq. ft | 1636 sq. ft | 1325 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1458 sq. ft | 1458 sq. ft | 1320 sq. ft | 1636 sq. ft | 1325 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 238.06 | 466.59 | 215.53 | 267.12 | 424.03 |

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

Robert LeMassena's Power Computation | 12240 | 12240 | 12240 | 12204 | 12240 |

Same as above plus superheater percentage | 12240 | 12240 | 12240 | 12204 | 12240 |

Same as above but substitute firebox area for grate area | 29340 | 29340 | 22860 | 23040 | 22140 |

Power L1 | 7571 | 5258 | 6512 | 7581 | 4751 |

Power MT | 445.10 | 297.23 | 340.60 | 396.52 | 239.88 |

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

Class | D-7 - simple, combustion chbr | D-9 | Genessee | K / D-8 | M / D-10 |

Locobase ID | 9219 | 9222 | 12535 | 6014 | 9220 |

Railroad | Erie (ERR) | New York, Pennsylvania & Ohio (ERR) | Erie (ERR) | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) |

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 | 2 | 5 | 12 | |

Road Numbers | 23, 38, 43, 45, 51/300, 304-307/420-424 | 30-31 | 401-405 | 305-316/470-481 | |

Gauge | Std | Std | 6' | Std | Std |

Number Built | 5 | 2 | 5 | 12 | |

Builder | shops | Rogers | Rogers, Ketchum & Grosvenor | Erie | Erie |

Year | 1897 | 1888 | 1849 | 1883 | 1887 |

Valve Gear | Stephenson | Stephenson | Stephenson | ||

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 22.83' | 23.46' | 23.46' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.37 | 0.36 | 0.36 | ||

Overall Wheelbase (engine & tender) | 48.37' | 46.79' | 48.92' | ||

Axle Loading (Maximum Weight per Axle) | 44900 lbs | 33000 lbs | 36900 lbs | 40600 lbs | |

Weight on Drivers | 86500 lbs | 65400 lbs | 33500 lbs | 72600 lbs | 80400 lbs |

Engine Weight | 125900 lbs | 106600 lbs | 54500 lbs | 103600 lbs | 117400 lbs |

Tender Light Weight | 87900 lbs | 77000 lbs | 77000 lbs | 77000 lbs | |

Total Engine and Tender Weight | 213800 lbs | 183600 lbs | 180600 lbs | 194400 lbs | |

Tender Water Capacity | 4500 gals | 3600 gals | 3600 gals | 3600 gals | |

Tender Fuel Capacity (oil/coal) | 9 tons | 8 tons | tons | 8.9 tons | 8 tons |

Minimum weight of rail (calculated) | 72 lb/yard | 55 lb/yard | 28 lb/yard | 61 lb/yard | 67 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 68" | 68" | 60" | 68" | 68" |

Boiler Pressure | 180 psi | 150 psi | 100 psi | 140 psi | 145 psi |

Cylinders (dia x stroke) | 17.5" x 22" | 18" x 24" | 17" x 20" | 18" x 22" | 19" x 24" |

Tractive Effort | 15159 lbs | 14580 lbs | 8188 lbs | 12474 lbs | 15704 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.71 | 4.49 | 4.09 | 5.82 | 5.12 |

Heating Ability | |||||

Firebox Area | 153 sq. ft | 132 sq. ft | 61.50 sq. ft | 158 sq. ft | 179 sq. ft |

Grate Area | 68 sq. ft | 17 sq. ft | 13 sq. ft | 32 sq. ft | 40 sq. ft |

Evaporative Heating Surface | 1437 sq. ft | 1463 sq. ft | 984 sq. ft | 1503 sq. ft | 1649 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1437 sq. ft | 1463 sq. ft | 984 sq. ft | 1503 sq. ft | 1649 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 234.63 | 206.97 | 187.28 | 231.96 | 209.38 |

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

Robert LeMassena's Power Computation | 12240 | 2550 | 1300 | 4480 | 5800 |

Same as above plus superheater percentage | 12240 | 2550 | 1300 | 4480 | 5800 |

Same as above but substitute firebox area for grate area | 27540 | 19800 | 6150 | 22120 | 25955 |

Power L1 | 7335 | 5106 | 2458 | 5615 | 5308 |

Power MT | 373.89 | 344.24 | 323.52 | 341.02 | 291.10 |

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

Class | Monroe | Orange | Q / D-9 | Tioga | X/D-11 |

Locobase ID | 12528 | 12527 | 6016 | 12533 | 9221 |

Railroad | Erie (ERR) | Erie (ERR) | New York, Pennsylvania & Ohio (ERR) | Erie (ERR) | New York, Lake Erie & Western (ERR) |

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 | 2 | 5 | 5 | 2 |

Road Numbers | 10 | 4-5 | 23, 38, 43, 45, 51 | 20-21, 23, 27 | 500-501 |

Gauge | 6' | 6' | Std | 6' | Std |

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

Builder | Norris | Norris | Rogers | M W Baldwin | Erie |

Year | 1847 | 1841 | 1888 | 1848 | 1896 |

Valve Gear | Stephenson | Stephenson | |||

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 25.46' | 23.46' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.33 | 0.36 | |||

Overall Wheelbase (engine & tender) | 48.79' | 49.83' | |||

Axle Loading (Maximum Weight per Axle) | 32400 lbs | 50000 lbs | |||

Weight on Drivers | 26880 lbs | 21000 lbs | 65400 lbs | 34800 lbs | 90250 lbs |

Engine Weight | 43920 lbs | 30700 lbs | 106600 lbs | 56500 lbs | 133550 lbs |

Tender Light Weight | 77000 lbs | 87900 lbs | |||

Total Engine and Tender Weight | 183600 lbs | 221450 lbs | |||

Tender Water Capacity | 3600 gals | 4500 gals | |||

Tender Fuel Capacity (oil/coal) | 8.9 tons | tons | 9 tons | ||

Minimum weight of rail (calculated) | 22 lb/yard | 18 lb/yard | 55 lb/yard | 29 lb/yard | 75 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 55" | 62" | 72" | 76" |

Boiler Pressure | 100 psi | 100 psi | 150 psi | 100 psi | 180 psi |

Cylinders (dia x stroke) | 12.38" x 26" | 10.75" x 18" | 18" x 24" | 17" x 20" | 19" x 24" |

Tractive Effort | 5645 lbs | 3215 lbs | 15991 lbs | 6824 lbs | 17442 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.76 | 6.53 | 4.09 | 5.10 | 5.17 |

Heating Ability | |||||

Firebox Area | 54 sq. ft | 33 sq. ft | 132 sq. ft | 65.75 sq. ft | 172 sq. ft |

Grate Area | 10 sq. ft | 7.50 sq. ft | 17 sq. ft | 12.88 sq. ft | 36.50 sq. ft |

Evaporative Heating Surface | 762 sq. ft | 376 sq. ft | 1453 sq. ft | 1004 sq. ft | 1762 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 762 sq. ft | 376 sq. ft | 1453 sq. ft | 1004 sq. ft | 1762 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 210.36 | 198.85 | 205.56 | 191.09 | 223.72 |

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

Robert LeMassena's Power Computation | 1000 | 750 | 2550 | 1288 | 6570 |

Same as above plus superheater percentage | 1000 | 750 | 2550 | 1288 | 6570 |

Same as above but substitute firebox area for grate area | 5400 | 3300 | 19800 | 6575 | 30960 |

Power L1 | 2849 | 2623 | 4633 | 3044 | 7591 |

Power MT | 467.33 | 550.74 | 312.35 | 385.68 | 370.86 |

*Erie Power*by Frederick Westing and Alvin F. Staufer, Published by Alvin F. Staufer

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