Everett & Monte Cristo / Lake Superior & Mississippi / Montana Union / Northern Pacific / Oregon & Washington Territory / Portland, Vancouver & Yakima / Puget Sound Shore / Seattle & International / St Paul & Duluth 4-4-0 "American" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 1/C-7 (Locobase 884)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works number was 862 in April 1888.


Class 10/C-26 (Locobase 863)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 5, p. 93. Works numbers were 2206 and 2210.

Like the smaller LS & M engines 8 and 9 (Locobase 864), this pair kept its road numbers when the railroad became the St. Paul & Duluth in 1877.

1035 was sold in May 1901, 1036 in August 1901 to the Northern Pacific as part of the latter's takeover of the St P & D.


Class 18/C-32 (Locobase 861)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 9, p. 237. Works numbers were 4726, 4732 in July 1879; 4776, 4778 in September; 4918 in December; 4922, 4925, 4927 in January 1880.

Baldwin delivered this engine in January 1880. It was sold to the Bellingham Bay & Southeastern in 1892 as their road number 1. The BB&SE discarded the locomotive in April 1904. The fifth through the eight locomotives were upgraded and were redesignated C-2; see Locobase 876.

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.


Class 3/B-3 (Locobase 883)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works numbers were 1783 and 1780

A note on the Northern Pacific diagram says:"Old W&C [Washington & Columbia] RR engines 4 and 5." This was the pair of O&WT engines that were renumbered by the W&CR after it stood up in October 1892.

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.


Class 94/C-10 (Locobase 873)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). See also DeGolyer, Volume 10, p. 194. Works numbers were 5714 in July 1881, 5902 in November 1881.

These two locomotives appear in the Baldwin specifications book preserved by Southern Methodist University's DeGolyer Library apparently as afterthoughts following a 28 January 1881 order for wide-firebox Moguls (Locobase 808). As laid out in the 10 February 1881 specification, these engines were to burn lignite in very wide and shallow (29.75"/756 mm) fireboxes. A contemporary report in the 8 June 1881 St Paul Pioneer-Press reproduced in the 29 June 1881 Railway World (p.613) said the fuel would come from mines in the Missouri and Yellowstone Divisions west of the Missouri River.

It's not clear how long the two retained their wide fireboxes, but see J W Edwards's comments in Locobase 808 on the "miserable experience" of trying to operate the Moguls in the summer of 1881. As suggested in Locobase 808, Locobase suspects that the small heating surface area seriously limited the engines' ability to supply enough steam, especially given the alkaline water they tried to heat.

Both were converted to conventional fireboxes by the turn of the century.

817 was sold in 1899, but 818 lasted on the road until December 1922.


Class A-1 (Locobase 9298)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 5, pp. 303, 344, 345; Volume 6, p. 9. Works numbers were 2660-2661, 2669, 2671, 2673, 2675 in January 1872; 2684, 2689, 2706, 2709 in February; 2716, 2718, 2725-2726, 2731-2732, 2737, 2743, 2746, 2750, 2756-2757 in March; 2762, 2767, 2769, 2774, 2788-2790 in April; 2793 in May; 2900-2902, 2910 in August 1872. Four others went to the St Paul & Duluth; see Locobase 865.

That the information comes from an Omaha Road diagram book indicates that these engines had a varied career. They were the first large class of locomotives delivered to the Northern Pacific and at the time of their arrival, they had drivers measuring 56 1/2" in diameter and 144 tubes.

Four went almost immediately to the Chicago, Milwaukee & St Paul as 204-208 (works #2661, 2669, 2671, 2673) as did five others to unrecorded owners. Others were sold off in 1877 (to the Minneapolis & St Louis), and still others in 1880. Most of the rest were retired in the late 1890s or sold. The one that came to the Omaha Road in 1892 had received 63 1/2" drivers at some point and that is shown in the specifications.


Class B-1 (Locobase 887)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). See also DeGolyer, Volume 15, p. 169.Works numbers were 10247 and 10252 in September 1889.

Other than weighing slightly more and arriving two years later, the B-1 Eight-wheelers were duplicates of the Bs (Locobase 878) that had been produced in 1887. Like the other engines, these engines later had their boiler pressure reset to 150 psi (13.94 bar), increasing starting tractive effort to 15,737 lb (7,138 kg). One note orders that the side rods (aka connecting rods) were to be "swelled in the center". Locobase supposes that meant increasing the width of the rod at its midlength for greater strength.

By 1892, the O&WT had reorganized as the Washington & Columbia River. The W&CR evolved into the Washington Central in 1898 and was absorbed by the Northern Pacific in July 1907. 673 was scrapped in February 1924 while 672 lasted until March 1931.


Class B-2 (Locobase 855)

Data from NP Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 5, p. 344.

This trio shows the effect of rebuilding the basic A-class locomotives such as those from 1872 that are shown in Locobase 9828. When the specs were drawn up for these engine (Baldwin works numbers 2490-2491 in July 1871), they specified 15" x 24" cylinders, 144 tubes that measured 10.81 feet (3.29 m) long, a grate area measuring a mere 13.6 sq ft (1.27 sq m), and emphatically freight-service-sized 56 3/4" (1,441 mm) drivers.

In later years, they gained a new boiler and firebox and mounted taller drivers. Al Weber's notes on the first two say that they were put to work on the eastern section of the line. Both were gone by 1897.


Class B-2 (Locobase 856)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works numbers were 1471-1472 in January 1882.

Locobase believes that most sources do not show the correct origin for these two locomotives. The Railroad & Locomotive History Society's Hinkley compilations shows an order of the pair by the Manitoba & SouthWest Colonization. Al Weber's engine-by-engine collection show that both locomotives were diverted before delivery to the Northern Pacific.


Class B-2 (Locobase 879)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).

According to Larry Schrenk, this engine actually came from the large 600-class of Union Pacific Eight-wheelers shown in Locobase 5088.


Class B-2 (Locobase 15699)

Data from NP Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 9, p. 237. Works numbers were 4891-4892,4897, 4900 in December 1879.

This octet fell into class B-2 because it had 16" cylinders; the earlier B-2s grouped in the same subclass appear in Locobase 15934. All were delivered rolling on 58" drivers, but a later modification retrofitted 62" on the entire class.

313-314 were classified C-11. 315-316 wer reclassified C-32 and renumbered 1151-1152. Gene Connelly's Baldwin production list shows the 1151 going to the Bellingham Bay & Eastern in May 1892. He records the 1152 as going to the Tacoma & Lake City as their #1 and being rebuilt to the 3 ft 6 in gauge and later to the Pensacola, Alabama & Tennessee, a logging road owned by Muscogee Lumber.

309 was sold in April 1906 to Hewitt-Lea Lumber.


Class B-2/B (Locobase 878)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004) and NP 1 -1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 13, p. 214.Works numbers were 8560-8562, 8565-8572 in May 1887 and 8668, 8672-8673, 8677-8678, 8680, 8682-8684, 8688-8689 in July.

The Baldwin specs and the locomotive diagram agree on most data, except for weight growth from Baldwin's estimates to the operator's record and a slight decrease of 8 sq ft (0.75 sq m) in firebox heating surface area. Adhesion weight increased by 3,400 lb (1,542 kg) and overall engine weight came in a full five short tons(4,536 kg) heavier. UP later set the boiler pressure at 150 psi (13.94 bar), which increased tractive effort to 15,737 lb (7,138 kg) and reduced factor of adhesion to a still-acceptable 4.05.

Baldwin's specifications have a note dated 19 June 1887 from J Bloombaugh criticizing this batch. A summary suggests that the most serious complaint concerned the equalizing beam, which failed. The railroad argued that it should been mounted (or secured) with 3 or 4 bolts rather than the 2 Baldwin used. Stacks were too short and the throttle was inconveniently mounted in the dome, which complicated removal of the apparatus for re-grinding.

Most served all of their time on the NP proper before being scrapped; this final event occurred over a decade and more from 1925 to 1940 with a few being retained through World War II. Some were sold to other, smaller Northwest or Minnesota railroads.

670 went first, being sold to the Canadian Northern in 1901

Minnesota & International bought 4 engines: 655 and 658 in July 1909, 6511 in January 1911, and 668 in June 1913. These were renumbered 21, 22, 19, and 20, respectively.

652 went to the Big Fork & International Falls in August 1911 and bore the number 1. The BF & IF was sold to the NP in January 1923.

670 may have ended up on the Cowlitz, Chehalis & Cascade in 1925, but Connelly's list indicates his uncertainty.


Class C-1 (Locobase 874)

From the The Tell Tale, August, 1950 (http://www.employees.org/~davison/nprha/niftyfiftytelltale.html) Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). (the weights are higher than in the Tell Tale.)

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004. This batch represented works #35-46 (February 1883). They were later renumbered 680-691.

R. V. Nixon talks about 684:

"The 684, [C]lass C-1, was built by the New York Locomotive Works and delivered to St. Paul the year the Northern Pacific was completed. It remained in main line passenger service for nearly 25 years and was then assigned to the Billings-Bridger passenger run. We who remember the bright red wheels, polished brass, clear-toned bell and peanut wagon whistle, can distinctly visualize the 684 starring in a Northern Pacific motion picture, along with the construction engine, Minnetonka."

Nixon adds that 684 was apparently to be dismantled in 1925, but instead was overhauled and sold to the Nez Perce & Idaho as their #4.

"For years," Nixon continued, "the 4 spot worked the 13 miles between Craigmont and Nez Perce, Idaho. Then the inevitable happened and she was laid aside in favor of more modern power. At the time of Nixon's account she seemed to be rusting away. "But even in her disgrace she's still a proud, high-stepping beauty," he said hopefully, "and waiting only for someone to come to her rescue."


Class C-12 (Locobase 859)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).

Manchester works #868-871.


Class C-14 (Locobase 860)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). See also DeGolyer, Volume 10, p. 19. Works number was 5715.

5715 (road# 97) was fitted with the Weston boiler. This was a variation on the usual wagon top.had a 47 7/16" (1.205 m) long combustion chamber. It was developed by James W Weston of New York City and patented on 18 April 1871.

It was placed in its own C-14 class in 1897 and soon scrapped.


Class C-19 (Locobase 880)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works numbers were 249-252 in April 1887.

This of engines seem to have been the first engines delivered to the MU. When the MU was taken over by the Northern Pacific, these engines were renumbered 675-678.

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.


Class C-2 lignite 1882/C-4 (Locobase 871)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). See also DeGolyer, Volume 11, p. 29 and Larry Schrenk's all-time Northern Pacific list originally found on http://museumoftherockies.org/photoarc/nixon/nixon-loco/schrenk.html . Works numbers were 5997, 5999 in January 1882.

Larry Schrenk's description of this pair as "Lignite Burners" echoes the original Baldwin specification. The firebox needed to soften the draft over the light, friable fuel was wider by just over 9" over the usual soft-coal furnace of the day (43 5/8"/ 1.1 metre) and much shallower than the more typical fireboxes, measuringonly 47 3/4" (1.213 m) in front and 39" (0.99 m) at the back (compared to a more typical 65"/1.65 m and 64"/1.63m, respectively).

They were otherwise identical to the run of Eight-wheelers that Baldwin built for the NP in those years. Redesignated C-4 in later days, the two engines went to the scrapyard in July (101) and November (100) 1904.


Class C-2 lignite 1883 (Locobase 10801)

Data from NP Misc Steam Locomotive Diagrams and NP - 1 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 11, p. 170. Works numbers were 6581, 6583 in January 1883.

Locobase 871 shows two Baldwins from 1882 that burned lignite in wider, shallower fireboxes than the standard soft-coal type of the era. A year later, the Philadelphia builder turned out two more lignite-burners that took a different tack by retaining the usual 34 3/8" width, but deepening the furnace by 9" to 74 1/4" (1.886 m) in the front and 73 1/4" (1.861 m) in the back. The engines' smokeboxes were lengthened by 6". Also, the boiler held 81 more small tubes that were about 11" longer.

Both were renumbered in 1897 and each enjoyed an unusually long career. The 694 was scrapped in 1928 and 695 lasted until May 1943.


Class C-2/C-11 (Locobase 876)

Roster information from the Northern Pacific Railway Historical Society website page http://www.nprr.org/Lists/Class%20List/DispForm.aspx?ID=21&Source=http%3A%2F%2Fwww%2Enprr%2Eorg%2FLists%2FClass%2520List%2FAllItems%2Easpx (7 Feb 2004). See also DeGolyer, Volume 9, pages 87, 138, 236.

Works numbers were

1879

April 4584, 4589, 4590, 4593; July 4726, 4732; September 4776, 4778

Orders for road numbers 22-33 required that the bottom row of tubes be left out of the boiler, leaving the vessel with 153 tubes. That change may have reflected dissatisfaction with the boiler's water circulation.

1880

May 5112-5113; June 5128, 5130, 5142-5143, 5163, 5165;July 5188, 5190; October 5308, 5310

1881

February 5522, 5524; June 5673-5674; July 5714-5715; August 5794; October 5842

5846-5849, 5851, 5880, 5883.

Note:

1882

March 6113, 6115, 6118; April 6125, 6149-6150, 6161-6162; July 6279-6281; December 6523-6525


Class C-20 (Locobase 881)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). Works numbers were 605-608 in September 1887, 609-610 in October.

A sextet of local-traffic engines from Scranton, Pa. Soon after being renumbered in 1907, 1132 was taken off the Northern Pacific roster. 636-637 were scrapped at Brainerd, Minn in 1912, 634 was sold off by the end of 1917. 635, however, somehow remained in service until the late 1920s before being scrapped at Brainerd in December 1929.


Class C-21 (Locobase 885)

Data from http://www.nprr.org/Steam%20Diagrams/Forms/DispForm.aspx?ID=18&Source=http%3A%2F%2Fnprha3%2Estsbeta%2Eiponet%2Enet%2FSteam%2520Diagrams%2FForms%2FSelected%2Easpx%3FView%3D%7B32C6F164%2DBD66%2D44D5%2DA8C7%2DDC3E454BA2D7%7D%26FilterName%3DID%26

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004. This trio were works #350-352 (April 1888). When the St P & D was absorbed by the Northern Pacific, the latter railroad at first renumbered them in the 1000s, but later grouped them with the other 17"-cylinder 4-4-0s in the 600s.


Class C-22 (Locobase 877)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #1104-1107 in March 1886, 1194-1204 in March 1887.

The St Paul & Duluth appeared as a result of the reorganization of the Lake Superior and Mississippi in 1870. It was known throughout its history, both before and after the Northern Pacific's purchase in 1900, as the Skally Line.


Class C-23 (Locobase 870)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 2945-2948 in February 1882 and 3394-3395 in October 1883. (The uncertain attribution of works numbers 2981-2982 by several sources is incorrect as they refer to two 4-6-0s.)

When the sextet was absorbed by the Northern Pacific along with the StP&D, they were renumbered 1123-1128.

The last two were sold before the 1909 renumbering. Only the first four would be renumbered 645-648. 648 was discarded soon afterward in 1912, but the other three were disposed of until October 1922 (645-646) and 1923 (647).


Class C-24 (Locobase 869)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.


Class C-25 (Locobase 867)

Data from NP Locomotive Diagrams Early supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Baldwin works numbers were 1723, 1732 in June 1868 and 1920-1921 in July 1869.

The first two entered service on the LS&M with names: William L Banning and William R Marshall.


Class C-27 (Locobase 864)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. DeGolyer, Volume 5, p. 41 was missing from the specification book when it was microfilmed. Works numbers were 2121 and 2124.

The LS & M collapsed in the Panic of 1873 and reorganized itself as the Saint Paul & Duluth in 1877. These two locomotives kept their numbers until the Saint Paul & Duluth was taken over by the NP. See Locobase 863 for the slightly more powerful pair that came to the LS&M shortly after these arrived.


Class C-28 (Locobase 865)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 5, p. 302; Volume 6, p. 9. Works numbers were 2811, 2814, and 2821-2822 in May 1872.

These were produced at the same time as the Northern Pacific's A-1 class (Locobase 9298). When the LS&M failed to absorb the heavy shock of the 1873 Panic, it was sold to the St Paul & Duluth in 1877.

Only the 101 and 104 were taken into the Northern Pacific in 1901 as 1138-1139; by then they had probably been refitted with a newer boiler with slightly fewer tubes.


Class C-29 (Locobase 866)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 7, p. 63. Works numbers 3397 (September 1873), 3469 (October 1873), 3550 & 3553 (March 1874), 3593-3594, 3596-3597 (May 1874).

Before these locomotives could be delivered to the LS&M, it was thrown into financial convulsions by the Panic of 1873 and forced to reorganize. So the locomotives were delivered to the Northwestern Equipment Trust of Philadelphia.

By 1877, the octet was relettered for the Saint Paul & Duluth, but retained its original road numbers. Later, the StP&D renumbered the class 28-34, having sold 112 to the W&SW.

In 1901, the Northern Pacific renumbered five of the class 1140-1144.

The 105, Connelly simply records, was "gone" (possibly as result of a wreck). 34 was sold to Standard Construction.


Class C-3 (Locobase 875)

Data from NP 1 - 1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Class quantity supplied by the NPRHS's website http://research.nprha.org/Lists/Class%20List/DispForm.aspx?ID=13&Source=http%3A%2F%2Fresearch%2Enprha%2Eorg%2FLists%2FClass%2520List%2FAllItems%2Easpx, accessed 3 February 2007. See also DeGolyer, Volume 11, pp. 169, 201, 215 and "Standard Locomotive Northern Pacific Railroad", American Machinist, Volume 6, No. 44 (3 November 1883), p. 5.

Works numbers were 6535, 6548-6549 in December 1882;

6563, 6565, 6571-6572 in January 1883; 6600, 6610 in February; 6636, 6646, 6650-6651, 6676-6677 in March; 6704, 6707-6708, 6724, 6726, 6729 in April; 6730, 6735, 6739, 6740-6741, 6743, 6769-6770, 6776-6777 in May; 6787, 6790-6791 in June , 6905 in August; 6913, 6920, 6942, 6948, 6967-6968 in September; and 6955-6956, 6972 in October.

The AM report nicely illustrates the expectations of North American locomotive designers and operators in the early 1880s:

"The engines were designed specially to handle the heavy main line work, and they are equally suitable for passenger or freight service. They are admirably adapted for ordinary passenger and fast freight trains, their construction enabling them to combine moderate speed with great power."

While the comments may indeed exude the kind of boosterism so often found in such articles in the railroad press, the new engines represented for the Northern Pacific a healthy boost in steam-producing qualities if not tractive effort. Compared to locomotives bought just a year or two earlier, the firebox heating surface area was about 15% higher and the tube heating surface increased a substantial 54%.

The Puget Sound & South Shore Railroad locomotive produced in March 1890 was delivered to the Northern Pacific instead as their 740.

Most of the class operated on the Northern Pacific until they were scrapped after 20-30 years worth of service, but several were sold:

NP numbers Railroad or Company Year New number(s)

706 H T McLeary Lumber 191101

722 Louisville & Nashville 190511 51

Appalachicola Northern 1929 101 (2nd)

727 Louisville & Nashville 190511 57

730 Appalachicola Northern 1913 101 (1st)

732 Chehalis & Cowlitz 191305 1

(later Cowlitz, Chehalis & Cascade)

735 North Yakima & Valley 191004 2

(later returned, then sold to Inland Empire Paper 192301

736 Minnesota & International 190605 20

738 Appalachicola Northern 190512 102

739 Spokane & Inland Empire 190604 4

(later Spokane, Portland & Seattle 56)

740 North Yakima & Valley 191010 3

(later returned and scrapped)


Class C-30 (Locobase 882)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Rhode Island delivered these four locomotives in drips and drabs, producing a pair -- works #1779-1780 -- in 1887, then 1820 and 1937 in 1888.

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.


Class C-31 (Locobase 886)

Data from 1944 Northern Pacific Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These were slightly bigger locomotives than the 1-4 delivered in 1887-1888 (Locobase 882), but had fire tubes that measured a foot shorter. They were produced as a pair by Rhode Island and were that company's work #2085-2086.

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.


Class C-33 (Locobase 862)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Surprisingly low-drivered Eight-wheeler.

The railroad was built as the Vancouver, Klickitat and Yakima, but the effort broke the company and it was reorganized as the PV&Y in 1898. In 1903, the NP took over the PV&Y and, after it assigned it a class ID, sold the engine in June 1905 to Blumauer Lumber Company.

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.


Class C-5 (Locobase 9788)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 6-10 in July 1882.

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004.

They were later renumbered 743-747 and three (744-746) went on to the Louisville & Nashville as that railroad's 52, 58, and 53, respectively.


Class C-6 (Locobase 9787)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also NP Misc Steam Locomotive Diagrams supplied by Allen Stanley in May 2005 from his extensive Raildata collection. The Northern Pacific Railway Historical Society's comprehensive website has a complete listing of classes and engine numbers. http://research.nprha.org/Lists/Class%20List/DispForm.aspx?ID=16&Source=http%3A%2F%2Fresearch%2Enprha%2Eorg%2FLists%2FClass%2520List%2FAllItems%2Easpx, accessed 3 February 2007, shows that this class total 56 locomotives and came from Portland.

The diagram shows "New Portland" as the builder, which presumably refers to the Portland Company of Portland, Maine. The 56 engines supplied to the NP -- works #463-518 -- represent a little less than 10% of all the locomotives (628) this company ever built. Portland also supplied 29 C-13 class 4-4-0 locomotives in 1881-1883 in a series of small batches, road numbers 172-183,189, 191, 194, and 203-222. later numbered 870-898. Little else seems to be known about this class.

Six were sold to the Louisville & Nashville


Class C-8 (Locobase 857)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).


Class C-9 (Locobase 858)

Data from NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 1548-1549 in July; 1553, 1557-1560 in August.

All but one remained on the NP throughout their careers. 812 was sold to the Washburn, Bayfield & Iron River in March 1899. The 35-mile (56-km) WB&IR of Washburn, Wisc had a only a short independent existence, opening in July 1898, entering bankruptcy soon afterward, and merging with the Northern Pacific in June 1902. (See accounts of the WB&IR at Kurt Larson's 2008 account at http://battleaxcamp.tripod.com/wbir.htm and Timothy Sasse's Wisconsin Logging Railroads (last updated in 2000) at http://sassmaster.tripod.com/bfldn.html, both last accessed on 1 February 2015.

The 812 was sold to Republic Construction.

Specifications by Steve Llanso of Sweat House Media
Class1/C-710/C-2618/C-323/B-394/C-10
Locobase ID884 863 861 883 873
RailroadPuget Sound Shore (NP)Lake Superior & Mississippi (NP)Northern Pacific (NP)Oregon & Washington Territory (NP)Northern Pacific (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class12822
Road Numbers1/367/80410-11/1135-113618-25/313-316/11513-4/4-5/691-69294-95/ 817-818
GaugeStdStdStdStdStd
Number Built12822
BuilderPittsburghM. Baird & CoBurnham, Parry, Williams & CoGrantBurnham, Parry, Williams & Co
Year18881870187918881882
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.67'8'8' 8.50'8'
Engine Wheelbase22.67'21.67'21.75'23.33'22.58'
Ratio of driving wheelbase to overall engine wheebase 0.38 0.37 0.37 0.36 0.35
Overall Wheelbase (engine & tender)44.83'43.75'43.71'46.54'44.75'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers52500 lbs42800 lbs43500 lbs60100 lbs49900 lbs
Engine Weight85300 lbs69600 lbs70500 lbs94400 lbs79800 lbs
Tender Light Weight62300 lbs63400 lbs59000 lbs67070 lbs63270 lbs
Total Engine and Tender Weight147600 lbs133000 lbs129500 lbs161470 lbs143070 lbs
Tender Water Capacity2790 gals2800 gals2735 gals4300 gals2795 gals
Tender Fuel Capacity (oil/coal)7 tons7 tons8 tons6.8 tons6 tons
Minimum weight of rail (calculated)44 lb/yard36 lb/yard36 lb/yard50 lb/yard42 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"56"63"62"
Boiler Pressure140 psi135 psi140 psi140 psi140 psi
Cylinders (dia x stroke)17" x 24"16" x 24"16" x 24"18" x 23"17" x 24"
Tractive Effort13101 lbs11191 lbs13056 lbs14076 lbs13313 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.01 3.82 3.33 4.27 3.75
Heating Ability
Firebox Area96 sq. ft138 sq. ft
Grate Area17 sq. ft14.70 sq. ft14.40 sq. ft17 sq. ft68 sq. ft
Evaporative Heating Surface917 sq. ft1542 sq. ft
Superheating Surface
Combined Heating Surface00917 sq. ft1542 sq. ft0
Evaporative Heating Surface/Cylinder Volume164.19227.63
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation23801985201623809520
Same as above plus superheater percentage23801985201623809520
Same as above but substitute firebox area for grate area0013440193200
Power L100326848440
Power MT00331.25355.380

Specifications by Steve Llanso of Sweat House Media
ClassA-1B-1B-2B-2B-2
Locobase ID9298 887 855 856 879
RailroadNorthern Pacific (NP)Oregon & Washington Territory (NP)Northern Pacific (NP)Northern Pacific (NP)Everett & Monte Cristo (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class482321
Road Numbers21-685-6/672-6739-10, 701-2/150-151649
GaugeStdStdStdStdStd
Number Built4822
BuilderM. Baird & CoBurnham, Parry, Williams & CoNPHinkleySchenectady
Year1872188918821889
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 7.25'9'8' 8.33' 8.83'
Engine Wheelbase20.83'23.75'21.77'24.62'
Ratio of driving wheelbase to overall engine wheebase 0.35 0.38 0.37 0.36
Overall Wheelbase (engine & tender)42.47'46.31'46.33'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers48500 lbs64700 lbs43150 lbs46100 lbs64000 lbs
Engine Weight76000 lbs101800 lbs68300 lbs73000 lbs100000 lbs
Tender Light Weight56800 lbs85970 lbs56130 lbs70300 lbs
Total Engine and Tender Weight132800 lbs187770 lbs124430 lbs170300 lbs
Tender Water Capacity2700 gals3476 gals3000 gals3000 gals
Tender Fuel Capacity (oil/coal)4 tons7 tons tons8 tons8 tons
Minimum weight of rail (calculated)40 lb/yard54 lb/yard36 lb/yard38 lb/yard53 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63.50"63"62"62"62"
Boiler Pressure140 psi140 psi140 psi140 psi140 psi
Cylinders (dia x stroke)15" x 24"18" x 24"16" x 24"16" x 24"18" x 26"
Tractive Effort10120 lbs14688 lbs11793 lbs11793 lbs16169 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.79 4.40 3.66 3.91 3.96
Heating Ability
Firebox Area87 sq. ft131 sq. ft141.70 sq. ft
Grate Area13.30 sq. ft16.90 sq. ft15.50 sq. ft16.40 sq. ft17.20 sq. ft
Evaporative Heating Surface903 sq. ft1601 sq. ft1449 sq. ft
Superheating Surface
Combined Heating Surface903 sq. ft1601 sq. ft001449 sq. ft
Evaporative Heating Surface/Cylinder Volume183.96226.50189.22
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation18622366217022962408
Same as above plus superheater percentage18622366217022962408
Same as above but substitute firebox area for grate area12180183400019838
Power L140394692004076
Power MT367.19319.7600280.81

Specifications by Steve Llanso of Sweat House Media
ClassB-2B-2/BC-1C-12C-14
Locobase ID15699 878 874 859 860
RailroadNorthern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class8221241
Road Numbers309-316403-424/650-671338-349 / 680-691866-869899
GaugeStdStdStdStdStd
Number Built8221241
BuilderBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoNew York (Rome)ManchesterBurnham, Parry, Williams & Co
Year18791887188318801881
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase8'9' 8.50'8'8'
Engine Wheelbase21.75'23.73'23.29'22.48'22.58'
Ratio of driving wheelbase to overall engine wheebase 0.37 0.38 0.36 0.36 0.35
Overall Wheelbase (engine & tender)46.02'45.17'44.39'41.67'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers43000 lbs63900 lbs59250 lbs48700 lbs45350 lbs
Engine Weight68000 lbs100500 lbs90500 lbs78400 lbs74800 lbs
Tender Light Weight56130 lbs69640 lbs64618 lbs71102 lbs61400 lbs
Total Engine and Tender Weight124130 lbs170140 lbs155118 lbs149502 lbs136200 lbs
Tender Water Capacity2800 gals3000 gals2820 gals2890 gals2800 gals
Tender Fuel Capacity (oil/coal)7 tons6 tons7 tons8 tons
Minimum weight of rail (calculated)36 lb/yard53 lb/yard49 lb/yard41 lb/yard38 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter58"63"62"62"62"
Boiler Pressure140 psi140 psi140 psi140 psi140 psi
Cylinders (dia x stroke)16" x 24"18" x 24"17" x 24"17" x 24"17" x 24"
Tractive Effort12606 lbs14688 lbs13313 lbs13313 lbs13313 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.41 4.35 4.45 3.66 3.41
Heating Ability
Firebox Area123 sq. ft
Grate Area15.50 sq. ft16.90 sq. ft17 sq. ft13.60 sq. ft15.30 sq. ft
Evaporative Heating Surface1590 sq. ft
Superheating Surface
Combined Heating Surface01590 sq. ft000
Evaporative Heating Surface/Cylinder Volume224.94
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation21702366238019042142
Same as above plus superheater percentage21702366238019042142
Same as above but substitute firebox area for grate area017220000
Power L104586000
Power MT0316.44000

Specifications by Steve Llanso of Sweat House Media
ClassC-19C-2 lignite 1882/C-4C-2 lignite 1883C-2/C-11C-20
Locobase ID880 871 10801 876 881
RailroadMontana Union (NP)Northern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)St Paul & Duluth (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class422476
Road Numbers1-4/675-678100-101/741-742401-402/694-69513 et seq / 819-86554-59/1100-1105/1127-1132/633-637
GaugeStdStdStdStdStd
Number Built422476
BuilderNew York (Rome)Burnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoDickson
Year18871882188318791887
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50'8' 9.08'8' 8.50'
Engine Wheelbase23.62'22.50'23.87'22.54'23.08'
Ratio of driving wheelbase to overall engine wheebase 0.36 0.36 0.38 0.35 0.37
Overall Wheelbase (engine & tender)45.65'46.75'45.17'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers61000 lbs54000 lbs58750 lbs58750 lbs56950 lbs
Engine Weight94000 lbs80000 lbs91200 lbs91200 lbs86500 lbs
Tender Light Weight66000 lbs64000 lbs68750 lbs64720 lbs68100 lbs
Total Engine and Tender Weight160000 lbs144000 lbs159950 lbs155920 lbs154600 lbs
Tender Water Capacity2800 gals2730 gals2775 gals2775 gals3000 gals
Tender Fuel Capacity (oil/coal)7 tons7 tons7 tons7 tons8 tons
Minimum weight of rail (calculated)51 lb/yard45 lb/yard49 lb/yard49 lb/yard47 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"62"62"63"59"
Boiler Pressure140 psi140 psi150 psi150 psi145 psi
Cylinders (dia x stroke)17" x 24"17" x 24"17" x 24"17" x 24"17" x 24"
Tractive Effort13101 lbs13313 lbs14264 lbs14037 lbs14489 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.66 4.06 4.12 4.19 3.93
Heating Ability
Firebox Area122.50 sq. ft91 sq. ft149 sq. ft
Grate Area16.40 sq. ft32.60 sq. ft26 sq. ft18.50 sq. ft17 sq. ft
Evaporative Heating Surface1348 sq. ft1543 sq. ft1360 sq. ft
Superheating Surface
Combined Heating Surface1348 sq. ft01543 sq. ft01360 sq. ft
Evaporative Heating Surface/Cylinder Volume213.80244.73215.70
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation22964564390027752465
Same as above plus superheater percentage22964564390027752465
Same as above but substitute firebox area for grate area17150013650021605
Power L145710491204760
Power MT330.400368.650368.53

Specifications by Steve Llanso of Sweat House Media
ClassC-21C-22C-23C-24C-25
Locobase ID885 877 870 869 867
RailroadSt Paul & Duluth (NP)St Paul & Duluth (NP)St Paul & Duluth (NP)St Paul & Duluth (NP)Lake Superior & Mississippi (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class314624
Road Numbers67-69/1106-8/638-64040-53 / 1109-112218-23/1123-1128/646-6491129-11301-4/1131-1134
GaugeStdStdStdStdStd
Number Built314624
BuilderNew York (Rome)BrooksRogersMcQueen (Schenectady)Burnham, Parry, Williams & Co
Year18881886188118811868
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50' 8.50' 8.25' 8.50' 7.50'
Engine Wheelbase22.58'23.42'22.33'22.83'22.17'
Ratio of driving wheelbase to overall engine wheebase 0.38 0.36 0.37 0.37 0.34
Overall Wheelbase (engine & tender)44.67'46'44.50'44.67'44.33'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers56400 lbs53500 lbs50400 lbs46200 lbs44300 lbs
Engine Weight90550 lbs85900 lbs79100 lbs74000 lbs74500 lbs
Tender Light Weight69400 lbs58000 lbs66400 lbs74000 lbs64800 lbs
Total Engine and Tender Weight159950 lbs143900 lbs145500 lbs148000 lbs139300 lbs
Tender Water Capacity3500 gals3000 gals3000 gals3000 gals2800 gals
Tender Fuel Capacity (oil/coal)8 tons5 tons8 tons8 tons7 tons
Minimum weight of rail (calculated)47 lb/yard45 lb/yard42 lb/yard39 lb/yard37 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"62"63"64"63"
Boiler Pressure145 psi140 psi145 psi145 psi135 psi
Cylinders (dia x stroke)17" x 24"17" x 24"17" x 24"17" x 24"16" x 24"
Tractive Effort13569 lbs13313 lbs13569 lbs13357 lbs11191 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.16 4.02 3.71 3.46 3.96
Heating Ability
Firebox Area
Grate Area17 sq. ft17 sq. ft16 sq. ft16.50 sq. ft14.60 sq. ft
Evaporative Heating Surface
Superheating Surface
Combined Heating Surface00000
Evaporative Heating Surface/Cylinder Volume
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation24652380232023931971
Same as above plus superheater percentage24652380232023931971
Same as above but substitute firebox area for grate area00000
Power L100000
Power MT00000

Specifications by Steve Llanso of Sweat House Media
ClassC-27C-28C-29C-3C-30
Locobase ID864 865 866 875 882
RailroadLake Superior & Mississippi (NP)Lake Superior & Mississippi (NP)Lake Superior & Mississippi (NP)Northern Pacific (NP)Seattle & International (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class148454
Road Numbers8- 9/1137, 1139101-104/1138-1139105-112 / 1140-1144154-168, 274-296, 332-337/696-7401-4 / 1145-1148
GaugeStdStdStdStdStd
Number Built148454
BuilderM. Baird & CoM. Baird & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoRhode Island
Year18701872187318821887
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 7.75' 7.25'8' 8.50' 8.56'
Engine Wheelbase21.33'21.08'21.67'23.29'22.52'
Ratio of driving wheelbase to overall engine wheebase 0.36 0.34 0.37 0.36 0.38
Overall Wheelbase (engine & tender)43'42.75'43'45.12'43.67'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers49000 lbs41000 lbs43750 lbs55500 lbs59000 lbs
Engine Weight62000 lbs63500 lbs70500 lbs88000 lbs94600 lbs
Tender Light Weight58000 lbs58000 lbs59100 lbs66260 lbs72200 lbs
Total Engine and Tender Weight120000 lbs121500 lbs129600 lbs154260 lbs166800 lbs
Tender Water Capacity2000 gals2000 gals2000 gals2790 gals2850 gals
Tender Fuel Capacity (oil/coal)8 tons8 tons8 tons7 tons8 tons
Minimum weight of rail (calculated)41 lb/yard34 lb/yard36 lb/yard46 lb/yard49 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"59"59"63"63"
Boiler Pressure135 psi135 psi135 psi140 psi150 psi
Cylinders (dia x stroke)15" x 22"15" x 24"16" x 24"17" x 24"17" x 24"
Tractive Effort9016 lbs10503 lbs11950 lbs13101 lbs14037 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.43 3.90 3.66 4.24 4.20
Heating Ability
Firebox Area117 sq. ft143 sq. ft
Grate Area13.20 sq. ft13.80 sq. ft15.80 sq. ft16 sq. ft17.50 sq. ft
Evaporative Heating Surface1364 sq. ft1295 sq. ft
Superheating Surface
Combined Heating Surface0001364 sq. ft1295 sq. ft
Evaporative Heating Surface/Cylinder Volume216.34205.39
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation17821863213322402625
Same as above plus superheater percentage17821863213322402625
Same as above but substitute firebox area for grate area0001638021450
Power L100045445021
Power MT000361.00375.23

Specifications by Steve Llanso of Sweat House Media
ClassC-31C-33C-5C-6C-8
Locobase ID886 862 9788 9787 857
RailroadSeattle & International (NP)Portland, Vancouver & Yakima (NP)Northern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class215562
Road Numbers1149-11503/1153255-259 / 743-747225-250, 260-273, 350-367/748-803169-170 / 805-806
GaugeStdStdStdStdStd
Number Built215562
BuilderRhode IslandWilliam MasonNew YorkPortlandTaunton
Year18881869188218831882
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.58'8' 8.50' 8.50'
Engine Wheelbase22.46'22.79'23.04'22.42'
Ratio of driving wheelbase to overall engine wheebase 0.38 0.35 0.37 0.38
Overall Wheelbase (engine & tender)44.25'42.67'47.79'53.42'43.83'
Axle Loading (Maximum Weight per Axle)30000 lbs28800 lbs
Weight on Drivers58400 lbs45800 lbs57000 lbs54000 lbs51600 lbs
Engine Weight92000 lbs64600 lbs88000 lbs84000 lbs80400 lbs
Tender Light Weight73000 lbs55000 lbs85000 lbs74000 lbs67031 lbs
Total Engine and Tender Weight165000 lbs119600 lbs173000 lbs158000 lbs147431 lbs
Tender Water Capacity2850 gals2200 gals3800 gals2700 gals2080 gals
Tender Fuel Capacity (oil/coal)8 tons7 tons8 tons10 tons6 tons
Minimum weight of rail (calculated)49 lb/yard38 lb/yard48 lb/yard45 lb/yard43 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"50"63"63"62"
Boiler Pressure150 psi120 psi140 psi140 psi140 psi
Cylinders (dia x stroke)17" x 24"15" x 24"17" x 24"17" x 24"17" x 24"
Tractive Effort14037 lbs11016 lbs13101 lbs13101 lbs13313 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.16 4.16 4.35 4.12 3.88
Heating Ability
Firebox Area155 sq. ft130 sq. ft135 sq. ft126 sq. ft
Grate Area17.75 sq. ft15.25 sq. ft15 sq. ft17 sq. ft13.60 sq. ft
Evaporative Heating Surface1241 sq. ft758 sq. ft1353 sq. ft1321 sq. ft
Superheating Surface
Combined Heating Surface1241 sq. ft758 sq. ft1353 sq. ft1321 sq. ft0
Evaporative Heating Surface/Cylinder Volume196.83154.42214.59209.52
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation26631830210023801904
Same as above plus superheater percentage26631830210023801904
Same as above but substitute firebox area for grate area232501560018900176400
Power L150362868472845490
Power MT380.22276.11365.73371.440

Specifications by Steve Llanso of Sweat House Media
ClassC-9
Locobase ID858
RailroadNorthern Pacific (NP)
CountryUSA
Whyte4-4-0
Number in Class10
Road Numbers195-200, 251-254/807-816
GaugeStd
Number Built10
BuilderHinkley
Year1882
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50'
Engine Wheelbase22.46'
Ratio of driving wheelbase to overall engine wheebase 0.38
Overall Wheelbase (engine & tender)42.81'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers51400 lbs
Engine Weight81400 lbs
Tender Light Weight63040 lbs
Total Engine and Tender Weight144440 lbs
Tender Water Capacity1960 gals
Tender Fuel Capacity (oil/coal)6 tons
Minimum weight of rail (calculated)43 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"
Boiler Pressure140 psi
Cylinders (dia x stroke)15" x 22"
Tractive Effort10519 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.89
Heating Ability
Firebox Area
Grate Area13.20 sq. ft
Evaporative Heating Surface
Superheating Surface
Combined Heating Surface0
Evaporative Heating Surface/Cylinder Volume
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1848
Same as above plus superheater percentage1848
Same as above but substitute firebox area for grate area0
Power L10
Power MT0

Reference


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