The NYP & N was a Delmarva road that connected the Pennsylvania's end point at Delmar in the center of the peninsula with Norfolk. It was created by merging 9-mile Worcester & Newton with the Eastern Shore which linked Delmar to Salisbury and thence southwest to Annensic, later dubbed Crisfield, on Chesapeake Bay. The last and longest element was the 65-mile section built in the 1880s between Pocomoke, Md and the ferry at Cape Charles at the southern tip of the Delmarva Peninsula.

These small Eight-wheelers eventually found their way onto the Pennsylvania's roster, but not for long. 12 left by 1906 and 1 was retired by 1913.

One of three engines assessed at the end of the 19th century. The other two were the 1510, a Baldwin compound (Locobase 2835) , and 1320, a Webb compound. The New Yorker was a straightforward, orthodox simple-expansion locomotive that offered a good- sized boiler as well as a look at building techniques from a manufacturer other than Altoona or the PRR's natural bedmate, Baldwin.

This one was retired in 1911.

One of three engines assessed at the end of the 19th century. This was a Vauclain compound. The other two were the 1504, a Schenectady-built simple-expansion (Locobase 2834), and 1320, a Webb compound.

Baldwin delivered the 1510 with the 22" LP cylinders shown in this spec, which generated an LP/HP ratio of 2.86, in keeping with many other Vauclain compounds. Later diagrams show the class with 24" LP cylinders, which raised that ratio to 3.41. Very few compounds ever tried to make exhausted HP steam do so much work per square inch.

In 1903, the Pennsy converted the 1510 to a two-cylinder simple-expansion locomotive. In 1909, the railroad replaced its tall express drivers with 68" wheels. The engine was scrapped in 1911.

One of the classes established by Alexander J. Cassatt in 1867 when he became Master of Machinery. His goal was to standardize to allow greater interchangeability of parts. Duty was light passenger service.

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net .

One of the classes established by Alexander J. Cassatt in 1867 when he became Master of Machinery. Compared to As, Bs had larger pistons, smaller drivers, greater TE. Duty was as passenger-service helpers in the mountains.

One of the classes established by Alexander J. Cassatt in 1867 when he became Master of Machinery. Passenger-service locomotive. Nine of these were later converted to D2s with 62" drivers.

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.

These engines were named when they first came into service: Venango, Centre, Clinton, Columbia, Elk, Erie, Bradford, Clearfield, Crawford, Fayette, Somerset, Greene, Lycoming, and Union.

As Caruthers describes the engines, he notes the big Bury firebox , safety valves on the dome and whistle, big cabbage stack, closely spaced truck, raked cylinder pitch (1 3/4" in 10").

The last of these was retired in 1870, although their obviously obsolescent design was recognized as early as 1857.

One of the classes established by Alexander J. Cassatt in 1867 when he became Master of Machinery. Duty was passenger and fast freight service. The tenders for this class were fitted with water scoop for refilling their tanks while moving over sections that had water troughs between the rails.

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net .

One of the classes established by Alexander J. Cassatt in 1867 when he became Master of Machinery. Duty was passenger and fast freight service, had long firebox suitable for burning anthracite coal.

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.

Data from diagram scanned in by Robert Schoenberg of http://prr.railfan.net . 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.

As with all Pennsy locomotives of this vintage or later, this design used a Belpaire firebox. It's not clear why there were two different subclasses. The chief difference from the D16a (Locobase 2833) was slightly higher weights.

Those that were not later converted to D16 by being fitted with 68" drivers or left alone were upgraded with superheaters and other details very similar to the D16sb (Locobase 103).

Schenectady's catalogue of recent American-type engines includes this quartet, whose dimensions match those of the St Lawrence & Adirondack engine shown in Locobase 11106. The chief difference is the driving wheel diameter, which is 6" greater in these main-line express that hauled "...heavy fast trains ...between Indianapolis and St Louis."

Tall express Eight-wheeler quartet that went into service pulling the fast expresses that linked Indianapolis and St Louis "...and they are gaining," said the R&LE's correspondent, "a high reputation for the efficient way in which they do the required work ...we understand that they went into service with exceptionally small trouble from the annoyances common to the breaking-in process."

One of the classes established by Alexander J. Cassatt in 1867 when he became Master of Machinery. Duty was passenger branch-line service, which is shown by the low axle loading and tractive effort.

http://www.mth-railking.com/search.asp?item=20-3156-1&page=cat (visited 11 Nov 2004), the MTH models site, confirms Locobase's analysis with the comment that the K represented "an elegant and successful step in the evolution of Pennsy motive power". Ks also featured a two-bar alligator crosshead, powered reversing gear, and sandboxes on the running board rather than sand in a top-mounted dome.

A dissent from this positive assessment is found closer to the time of their use in Railroad & Engineering Journal, Volume LXVI, No 11 (November 1892), p. 487.. The author comments that although they had tall drivers, "...owing to insufficient boiler capacity were not successful in the service for which they were intended - that is, heavy and fast passenger traffic."

426 D-16 engines built in 5 sub-classes. D-16 had 68" drivers; D-16a had 80" drivers. All had the characteristic (for the Pennsy) Belpaire firebox. According to J Parker Lamb, "An unlikely trio of international technical talent" were primarily responsible for designing this large, powerful passenger engine. Theye were the French-born general superintendent of motive power Frank D. Casanave, chief mechanical engineer Axel S. Vogt from Sweden, and American-born chief of motive power Theodore N. Ely. Lamb describes the division of labor: "Casanave supervised the design, whose details were refined by Vogt, while Ely ...used his artistic talents to provide the external contours, and to design the paint scheme and striping of the finished product."

They began with 18.5 x 26 cylinders, 185-psi boilers, yielding a 22,250 lb tractive effort; because of Vogt's "careful attention to details", the first of the class weighed in at a value only 68 pounds away from the estimate.

A mark of their reliability was the performance of one engine (816) which went 3 years and 4 months without being shopped for repairs and traveled 300,000 miles.

As with all Pennsy locomotives of this vintage or later, this design used a Belpaire firebox. Its chief difference from the original D16 was the mounting of 80" drivers.

Later converted to D16 with 68" drivers.

Similar to O, but with slightly larger cylinders and higher boiler pressure and "toboggan-type" fireboxes with grates that sloped toward the front. Their service area included the Philadelphia, Wilmington & Baltimore and the Baltimore & Potomac pulling 20-car fast freight trains.

Like the D11s (Locobase 1149), which ran on 62" drivers, the D11as had radial-stay "toboggan-type" fireboxes with grates that sloped toward the front. Their 18 1/2" cylinder diameter was an unusual diameter in North American practice.

Chaney reported that a D11a ran two round trips daily between Philadelphia and Washington for one month in 1887 and accumulated 17,000 miles (27,370 km).

These two engines were part of the landmark P class variant that introduced the Belpaire boiler, later to become a standard part of Pennsy practice. They were assigned to the Northern Central Railway.

This large class first used a Belpaire firebox on one of the few US railroads that would adopt the square-shouldered furnace in significant numbers. In this first version, the firebox had 90-degree corners. According to Chaney, "..this design developed a weakness at this point and the design was later modified."

This pair used the same boiler design as the much more numerous D13a, D13c classes shown in Locobase 3489, but rolled on smaller drivers that were better suited to the NCR's requirements.

Still newer P class, now with more, but smaller tubes and more weight on the drivers. It introduced a new, stronger boiler mated with a flush joint to the Belpaire firebox. The D13a, with their taller drivers, were far more numerous than the duet of D13s (Locobase 2830). D13cs were virtually identical, the new designation representing a modest change in the boiler design introduced in 1893.

Now the P class stepped up in both boiler pressure and driver diameter for the higher speeds and train tonnages that marked the end of the 19th century. Belpaire firebox.

Later converted to D14c engines with 68" drivers.

Still taller drivers than on the D14 and 1/2" larger cylinders. Axel Vogt redesigned the crosshead, replacing the 2-bar Alligator type with a 3-bar crosshead.

Like most Pennsylvania engines, this class used the Belpaire firebox. The AERJ report explained that Belpaire boilers had caused "considerable trouble" by leaking at the joint between the barrel and the outer shell of the firebox. "This difficulty has been entirely overcome in the case of these boilers," the report continued, "by flanging the connecting sheet in line, thus making the boiler straight top. The strains of expansion and contraction are in this way brought fair against the riveting, and all working due to buckling is avoided."

As a result of replacing the 18" (457 mm) diameter stack with a tapered, 13 1/2" (343 mm) version, the engines now had exhausts that "sounded like the bark of a rifle," according to Charles Chaney.

NB: The evaporative heating surface area in the AERJ report was given as 1,551.84 sq ft because of a firebox heating surface calculation of 116.64 sq ft. Arch tubes added later probably accounted for the difference between that figure and the 148 sq ft shown in the diagram.

Later converted to D14b with 68" drivers.

One of the Pennsy's rare excursions into compounding. Two-cylinder Lindner cross-compound for express passenger service designed by the Chief of Motive Power at the Altoona Shops Theodore N Ely.

Belpaire firebox was of typical Pennsy form, but the dome, the low running board with raised cups for the crankpins gave it a European look.

The author of the Locomotive article noted that the locomotive was a spirited performer, often making up time on the schedule while pulling 12 heavy Pullman cars. "With all this, however, in its favour" he is bound to report, "we doubt if 1515 has ever been really liked by the American drivers. There's something strange about it, with its boxed up wheels, rocking shaft, less valve year, &c, that the men have never taken to, the drivers of the States being very much attached to their American type of engine and its easily accessible parts."

James M. Boone of the P, Ft W & C described the boiler for which he gave the specifications as "a good steamer; will make steam freely with nut coal; does the best work with about 4" of coal on the grate."

According to the Mining Magazine, as of early 1856 "This is a subject of growing importance, and every investigation of it tends to show the value and importance of coal as an article of fuel." His discussion of the substitution of coal for wood included communications from several locomotive superintendents describing various tests by different railroads in 1855.

The P&C's J B Baker ran several trips measuring 82 miles (132 km) each and "elevation overcome" of 1,045 ft using equal parts of Hollidaysburg and Pittsburgh coal, Pittsburgh coal alone, and Broad Top coal. Broad Top burned the most economically with 6,432 lb (2,918 kg) consumed to evaporate 4,877 gallons (18,459 litres) - this on a grate originally designed for wood burning. The reader will also be able to perform the back-of-the-envelope calculation that over an 82-mile trip pulling 50 cars in a train of 369 short tons total, and given the tender capacity of the day, the crew would have had to stop for water at least three times. No wonder the average speed was 10.9 mph (17.5 km/h).

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

Class | 1/D | 1504 | 1510/D | A/D1 | AAn/D7 |

Locobase ID | 11591 | 2834 | 2835 | 1132 | 1145 |

Railroad | New York, Philadelphia & Norfolk (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) |

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

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

Number in Class | 2 | 1 | 1 | 13 | 58 |

Road Numbers | 1, 12 | 1504 | 1510 | ||

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

Number Built | 2 | 1 | 1 | 13 | 58 |

Builder | Burnham, Parry, Williams & Co | Schenectady | Burnham, Williams & Co | Altoona | Altoona |

Year | 1889 | 1892 | 1892 | 1867 | 1882 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.50' | 8' | 7.50' | 8' | 7.75' |

Engine Wheelbase | 23.17' | 23.42' | 22.29' | 19.60' | 22.68' |

Ratio of driving wheelbase to overall engine wheebase | 0.37 | 0.34 | 0.34 | 0.41 | 0.34 |

Overall Wheelbase (engine & tender) | 47.98' | 47.85' | 44.51' | 48.50' | |

Axle Loading (Maximum Weight per Axle) | 30670 lbs | 41000 lbs | 41800 lbs | 24480 lbs | 33100 lbs |

Weight on Drivers | 60730 lbs | 81500 lbs | 83900 lbs | 42370 lbs | 64000 lbs |

Engine Weight | 93570 lbs | 126700 lbs | 122400 lbs | 71900 lbs | 93350 lbs |

Tender Light Weight | 88000 lbs | 88000 lbs | 54000 lbs | ||

Total Engine and Tender Weight | 214700 lbs | 210400 lbs | 125900 lbs | ||

Tender Water Capacity | 2400 gals | 3500 gals | 3600 gals | 2400 gals | 2400 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 7.5 tons | 4 tons | 6 tons | |

Minimum weight of rail (calculated) | 51 lb/yard | 68 lb/yard | 70 lb/yard | 35 lb/yard | 53 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62" | 78" | 78" | 68" | 68" |

Boiler Pressure | 130 psi | 180 psi | 180 psi | 125 psi | 140 psi |

High Pressure Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 13" x 24" | 17" x 24" | 17" x 24" |

Low Pressure Cylinders (dia x stroke) | 22" x 24" (2) | ||||

Tractive Effort | 13859 lbs | 15253 lbs | 11794 lbs | 10838 lbs | 12138 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.38 | 5.34 | 7.11 | 3.91 | 5.27 |

Heating Ability | |||||

Firebox Area | 144.30 sq. ft | 166 sq. ft | 131.72 sq. ft | 155 sq. ft | |

Grate Area | 17.60 sq. ft | 26.20 sq. ft | 38.50 sq. ft | 16.10 sq. ft | 34.80 sq. ft |

Evaporative Heating Surface | 1817 sq. ft | 1696 sq. ft | 1049 sq. ft | 1289 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 0 | 1817 sq. ft | 1696 sq. ft | 1049 sq. ft | 1289 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 257.05 | 459.99 | 166.38 | 204.44 | |

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

Robert LeMassena's Power Computation | 2288 | 4716 | 6930 | 2013 | 4872 |

Same as above plus superheater percentage | 2288 | 4716 | 6930 | 2013 | 4872 |

Same as above but substitute firebox area for grate area | 0 | 25974 | 29880 | 16465 | 21700 |

Power L1 | 0 | 8404 | 5598 | 3837 | 5194 |

Power MT | 0 | 454.67 | 294.19 | 399.30 | 357.84 |

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

Class | AAn/D7A | B/D2 | Ba/D2a | C | C/D3 |

Locobase ID | 2825 | 1133 | 1143 | 9945 | 1134 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) |

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 | 61 | 20 | 45 | 23 | 67 |

Road Numbers | |||||

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

Number Built | 61 | 20 | 45 | 23 | 67 |

Builder | Altoona | Altoona | Altoona | M W Baldwin | Altoona |

Year | 1883 | 1867 | 1881 | 1849 | 1867 |

Valve Gear | Stephenson | Stephenson | Stephenson | V-hook | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.75' | 8.50' | 8.50' | 5.33' | 8.50' |

Engine Wheelbase | 22.68' | 22.47' | 22.47' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.34 | 0.38 | 0.38 | ||

Overall Wheelbase (engine & tender) | 48.50' | 44.52' | 44.61' | 44.97' | |

Axle Loading (Maximum Weight per Axle) | 32650 lbs | 28000 lbs | 28330 lbs | 26880 lbs | |

Weight on Drivers | 65180 lbs | 53200 lbs | 53754 lbs | 26200 lbs | 50950 lbs |

Engine Weight | 96330 lbs | 80500 lbs | 82200 lbs | 45900 lbs | 79100 lbs |

Tender Light Weight | 51400 lbs | 51400 lbs | 51400 lbs | ||

Total Engine and Tender Weight | 131900 lbs | 133600 lbs | 130500 lbs | ||

Tender Water Capacity | 2400 gals | 2400 gals | 2400 gals | 2400 gals | |

Tender Fuel Capacity (oil/coal) | 6 tons | 4 tons | 4 tons | tons | 4 tons |

Minimum weight of rail (calculated) | 54 lb/yard | 44 lb/yard | 45 lb/yard | 22 lb/yard | 42 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62" | 62" | 68" | 54" | 62" |

Boiler Pressure | 140 psi | 125 psi | 125 psi | 75 psi | 125 psi |

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

Tractive Effort | 13313 lbs | 13326 lbs | 12150 lbs | 5313 lbs | 11886 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.90 | 3.99 | 4.42 | 4.93 | 4.29 |

Heating Ability | |||||

Firebox Area | 155 sq. ft | 115.11 sq. ft | 202 sq. ft | 115.11 sq. ft | |

Grate Area | 34.80 sq. ft | 17.60 sq. ft | 17.60 sq. ft | 17.60 sq. ft | |

Evaporative Heating Surface | 1289 sq. ft | 1057 sq. ft | 1172 sq. ft | 1057 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 1289 sq. ft | 1057 sq. ft | 1172 sq. ft | 0 | 1057 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 204.44 | 149.53 | 165.80 | 167.64 | |

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

Robert LeMassena's Power Computation | 4872 | 2200 | 2200 | 0 | 2200 |

Same as above plus superheater percentage | 4872 | 2200 | 2200 | 0 | 2200 |

Same as above but substitute firebox area for grate area | 21700 | 14389 | 25250 | 0 | 14389 |

Power L1 | 4736 | 2983 | 4373 | 0 | 3345 |

Power MT | 320.38 | 247.23 | 358.70 | 0 | 289.48 |

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

Class | C/D4 | C/D4A | CAn/D4 | CAn/D4A | D16b |

Locobase ID | 2820 | 2821 | 1140 | 2822 | 13320 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) |

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 | 15 | 37 | 37 | 262 |

Road Numbers | |||||

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

Number Built | 37 | 37 | 37 | 262 | |

Builder | Altoona | Altoona | Altoona | ||

Year | 1873 | 1873 | 1873 | 1873 | 1900 |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 22.47' | 22.47' | 22.47' | 22.47' | 22.79' |

Ratio of driving wheelbase to overall engine wheebase | 0.38 | 0.38 | 0.38 | 0.38 | 0.34 |

Overall Wheelbase (engine & tender) | 46.84' | 46.84' | 46.84' | 46.84' | |

Axle Loading (Maximum Weight per Axle) | 29160 lbs | 28410 lbs | 29160 lbs | 30188 lbs | 50400 lbs |

Weight on Drivers | 56200 lbs | 55520 lbs | 56200 lbs | 57456 lbs | 97100 lbs |

Engine Weight | 81800 lbs | 82060 lbs | 81800 lbs | 83500 lbs | 138000 lbs |

Tender Light Weight | 51400 lbs | 51400 lbs | 51400 lbs | 51400 lbs | 132000 lbs |

Total Engine and Tender Weight | 133200 lbs | 133460 lbs | 133200 lbs | 134900 lbs | 270000 lbs |

Tender Water Capacity | 2400 gals | 2400 gals | 2400 gals | 2400 gals | 5500 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6 tons | 6 tons | 12.5 tons |

Minimum weight of rail (calculated) | 47 lb/yard | 46 lb/yard | 47 lb/yard | 48 lb/yard | 81 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 125 psi | 125 psi | 125 psi | 125 psi | 185 psi |

Cylinders (dia x stroke) | 17" x 24" | 17" x 24" | 17" x 24" | 17" x 24" | 18.5" x 26" |

Tractive Effort | 11886 lbs | 10838 lbs | 11886 lbs | 10838 lbs | 20578 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.73 | 5.12 | 4.73 | 5.30 | 4.72 |

Heating Ability | |||||

Firebox Area | 155.56 sq. ft | 155.56 sq. ft | 309 sq. ft | 161.50 sq. ft | 166.70 sq. ft |

Grate Area | 28.54 sq. ft | 28.54 sq. ft | 24.30 sq. ft | 29.13 sq. ft | 33 sq. ft |

Evaporative Heating Surface | 1158 sq. ft | 1158 sq. ft | 1314 sq. ft | 1158 sq. ft | 1900 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1158 sq. ft | 1158 sq. ft | 1314 sq. ft | 1158 sq. ft | 1900 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 183.66 | 183.66 | 208.41 | 183.66 | 234.89 |

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

Robert LeMassena's Power Computation | 3568 | 3568 | 3038 | 3641 | 6105 |

Same as above plus superheater percentage | 3568 | 3568 | 3038 | 3641 | 6105 |

Same as above but substitute firebox area for grate area | 19445 | 19445 | 38625 | 20188 | 30840 |

Power L1 | 3966 | 4350 | 5857 | 4416 | 7085 |

Power MT | 311.16 | 345.46 | 459.52 | 338.89 | 321.72 |

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

Class | D16c/D16d | D16sb | D26 | D26a | G/D5 |

Locobase ID | 13321 | 103 | 11107 | 9507 | 1138 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Vandalia Line (PRR) | Vandalia Line (PRR) | Pennsylvania (PRR) |

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 | 57 | 241 | 4 | 4 | 18 |

Road Numbers | 299 | ||||

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

Number Built | 57 | 4 | 4 | 18 | |

Builder | Altoona | Juniata | Schenectady | Schenectady | |

Year | 1899 | 1914 | 1895 | 1899 | 1870 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.75' | 7.75' | 8.50' | 8.50' | 7' |

Engine Wheelbase | 22.79' | 22.79' | 23.92' | 24.42' | 19.80' |

Ratio of driving wheelbase to overall engine wheebase | 0.34 | 0.34 | 0.36 | 0.35 | 0.35 |

Overall Wheelbase (engine & tender) | 50.29' | 55.02' | 49.96' | 52.21' | 40.51' |

Axle Loading (Maximum Weight per Axle) | 48100 lbs | 52000 lbs | 20500 lbs | ||

Weight on Drivers | 94900 lbs | 98150 lbs | 84500 lbs | 85800 lbs | 40700 lbs |

Engine Weight | 138700 lbs | 142100 lbs | 129200 lbs | 132300 lbs | 65200 lbs |

Tender Light Weight | 80000 lbs | 138900 lbs | 40800 lbs | ||

Total Engine and Tender Weight | 218700 lbs | 281000 lbs | 106000 lbs | ||

Tender Water Capacity | 3000 gals | 5600 gals | 4000 gals | 6000 gals | 1600 gals |

Tender Fuel Capacity (oil/coal) | 7.5 tons | 13 tons | tons | 10 tons | 3.3 tons |

Minimum weight of rail (calculated) | 79 lb/yard | 82 lb/yard | 70 lb/yard | 72 lb/yard | 34 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 80" | 68" | 73" | 78" | 56" |

Boiler Pressure | 185 psi | 175 psi | 190 psi | 190 psi | 125 psi |

Cylinders (dia x stroke) | 18.5" x 26" | 20.5" x 26" | 20" x 24" | 20" x 26" | 15" x 22" |

Tractive Effort | 17491 lbs | 23902 lbs | 21238 lbs | 21533 lbs | 9392 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.43 | 4.11 | 3.98 | 3.98 | 4.33 |

Heating Ability | |||||

Firebox Area | 166.20 sq. ft | 181 sq. ft | 171.20 sq. ft | 175 sq. ft | 69.04 sq. ft |

Grate Area | 33 sq. ft | 33.20 sq. ft | 30.05 sq. ft | 30 sq. ft | 13.30 sq. ft |

Evaporative Heating Surface | 1900 sq. ft | 1400 sq. ft | 2168 sq. ft | 2241 sq. ft | 721 sq. ft |

Superheating Surface | 253 sq. ft | ||||

Combined Heating Surface | 1900 sq. ft | 1653 sq. ft | 2168 sq. ft | 2241 sq. ft | 721 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 234.89 | 140.95 | 248.43 | 237.05 | 160.23 |

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

Robert LeMassena's Power Computation | 6105 | 5810 | 5710 | 5700 | 1663 |

Same as above plus superheater percentage | 6105 | 6682 | 5710 | 5700 | 1663 |

Same as above but substitute firebox area for grate area | 30747 | 36426 | 32528 | 33250 | 8630 |

Power L1 | 8328 | 9149 | 8011 | 8141 | 2764 |

Power MT | 386.94 | 411.00 | 418.02 | 418.36 | 299.44 |

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

Class | K/D6 | K/D6A | L/D16 | L/D16a | N/D8 |

Locobase ID | 1142 | 2823 | 1144 | 2833 | 1147 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) |

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 | 19 | 7 | 6 | 74 | 45 |

Road Numbers | |||||

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

Number Built | 19 | 6 | 74 | 45 | |

Builder | Altoona | Altoona | Juniata | ||

Year | 1880 | 1880 | 1896 | 1895 | 1883 |

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

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 22.72' | 22.72' | 22.79' | 22.79' | 23.46' |

Ratio of driving wheelbase to overall engine wheebase | 0.34 | 0.34 | 0.34 | 0.34 | 0.36 |

Overall Wheelbase (engine & tender) | 48.48' | 48.48' | 50.29' | 50.29' | 45.96' |

Axle Loading (Maximum Weight per Axle) | 32900 lbs | 32900 lbs | 48300 lbs | 48400 lbs | 30800 lbs |

Weight on Drivers | 65800 lbs | 65800 lbs | 93600 lbs | 93100 lbs | 57700 lbs |

Engine Weight | 96700 lbs | 96700 lbs | 135900 lbs | 134500 lbs | 91300 lbs |

Tender Light Weight | 56300 lbs | 56300 lbs | 82000 lbs | 82000 lbs | 50500 lbs |

Total Engine and Tender Weight | 153000 lbs | 153000 lbs | 217900 lbs | 216500 lbs | 141800 lbs |

Tender Water Capacity | 2400 gals | 2400 gals | 3600 gals | 3600 gals | 2400 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 7.5 tons | 7.5 tons | 4 tons |

Minimum weight of rail (calculated) | 55 lb/yard | 55 lb/yard | 78 lb/yard | 78 lb/yard | 48 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 78" | 72" | 68" | 80" | 62" |

Boiler Pressure | 140 psi | 140 psi | 185 psi | 185 psi | 130 psi |

Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 18.5" x 26" | 18.5" x 26" | 17" x 24" |

Tractive Effort | 11863 lbs | 12852 lbs | 20578 lbs | 17491 lbs | 12362 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.55 | 5.12 | 4.55 | 5.32 | 4.67 |

Heating Ability | |||||

Firebox Area | 155 sq. ft | 155.60 sq. ft | 171.40 sq. ft | 171.40 sq. ft | 142 sq. ft |

Grate Area | 34.80 sq. ft | 34.80 sq. ft | 33 sq. ft | 33 sq. ft | 17.65 sq. ft |

Evaporative Heating Surface | 1240 sq. ft | 1240 sq. ft | 1918 sq. ft | 1918 sq. ft | 1392 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1240 sq. ft | 1240 sq. ft | 1918 sq. ft | 1918 sq. ft | 1392 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 175.42 | 175.42 | 237.11 | 237.11 | 220.78 |

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

Robert LeMassena's Power Computation | 4872 | 4872 | 6105 | 6105 | 2295 |

Same as above plus superheater percentage | 4872 | 4872 | 6105 | 6105 | 2295 |

Same as above but substitute firebox area for grate area | 21700 | 21784 | 31709 | 31709 | 18460 |

Power L1 | 5188 | 4796 | 7193 | 8462 | 4478 |

Power MT | 347.65 | 321.38 | 338.84 | 400.76 | 342.19 |

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

Class | O/D10 | O/D10a | O/D8A | O/D9 & D9A | O/D9a |

Locobase ID | 2827 | 3488 | 1148 | 2826 | 3487 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) |

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 | 51 | 58 | 86 | 17 | 13 |

Road Numbers | |||||

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

Number Built | 51 | 58 | 86 | 17 | 13 |

Builder | Juniata | Altoona | |||

Year | 1883 | 1890 | 1883 | 1883 | 1889 |

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 | 23.45' | 23.45' | 23.46' | 23.45' | 23.45' |

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

Overall Wheelbase (engine & tender) | 47.37' | 47.37' | 45.51' | 47.37' | 47.37' |

Axle Loading (Maximum Weight per Axle) | 32700 lbs | 32700 lbs | 31300 lbs | 31100 lbs | 31100 lbs |

Weight on Drivers | 65350 lbs | 65350 lbs | 58300 lbs | 59800 lbs | 59800 lbs |

Engine Weight | 103000 lbs | 103000 lbs | 97900 lbs | 96700 lbs | 96700 lbs |

Tender Light Weight | 73350 lbs | 73350 lbs | 50500 lbs | 73350 lbs | 73350 lbs |

Total Engine and Tender Weight | 176350 lbs | 176350 lbs | 148400 lbs | 170050 lbs | 170050 lbs |

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

Tender Fuel Capacity (oil/coal) | 7.5 tons | 7.5 tons | tons | 7.5 tons | 7.5 tons |

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

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 160 psi | 160 psi | 130 psi | 160 psi | 160 psi |

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

Tractive Effort | 17057 lbs | 15552 lbs | 13859 lbs | 17057 lbs | 15552 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.83 | 4.20 | 4.21 | 3.51 | 3.85 |

Heating Ability | |||||

Firebox Area | 93 sq. ft | 93 sq. ft | 142 sq. ft | 127.60 sq. ft | 127.60 sq. ft |

Grate Area | 17.34 sq. ft | 17.34 sq. ft | 17.60 sq. ft | 17.60 sq. ft | 17.60 sq. ft |

Evaporative Heating Surface | 1256 sq. ft | 1256 sq. ft | 1392 sq. ft | 1284 sq. ft | 1284 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1256 sq. ft | 1256 sq. ft | 1392 sq. ft | 1284 sq. ft | 1284 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 177.69 | 177.69 | 196.93 | 181.65 | 181.65 |

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

Robert LeMassena's Power Computation | 2774 | 2774 | 2288 | 2816 | 2816 |

Same as above plus superheater percentage | 2774 | 2774 | 2288 | 2816 | 2816 |

Same as above but substitute firebox area for grate area | 14880 | 14880 | 18460 | 20416 | 20416 |

Power L1 | 4025 | 4415 | 3995 | 4496 | 4931 |

Power MT | 271.57 | 297.89 | 302.14 | 331.50 | 363.58 |

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

Class | P/D11 | P/D11a | P/D12 | P/D12a | P/D13 |

Locobase ID | 1149 | 4152 | 2828 | 2829 | 2830 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Northern Central (PRR) |

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 | 21 | 46 | 2 | 41 | 2 |

Road Numbers | |||||

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

Number Built | 21 | 46 | 2 | 41 | 2 |

Builder | Altoona | Altoona | Altoona | ||

Year | 1883 | 1883 | 1890 | 1889 | 1892 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.75' | 7.75' | 7.75' | 7.75' | 7.75' |

Engine Wheelbase | 22.54' | 22.70' | 22.50' | 22.70' | 22.70' |

Ratio of driving wheelbase to overall engine wheebase | 0.34 | 0.34 | 0.34 | 0.34 | 0.34 |

Overall Wheelbase (engine & tender) | 48.50' | 48.10' | 48.60' | 48.60' | |

Axle Loading (Maximum Weight per Axle) | 38200 lbs | 38200 lbs | 36225 lbs | 36850 lbs | 37708 lbs |

Weight on Drivers | 74400 lbs | 67800 lbs | 72100 lbs | 73350 lbs | 74716 lbs |

Engine Weight | 108700 lbs | 100600 lbs | 105250 lbs | 106500 lbs | 109716 lbs |

Tender Light Weight | 56300 lbs | 56300 lbs | 56300 lbs | 69700 lbs | 69700 lbs |

Total Engine and Tender Weight | 165000 lbs | 156900 lbs | 161550 lbs | 176200 lbs | 179416 lbs |

Tender Water Capacity | 2400 gals | 2400 gals | 3000 gals | 3000 gals | 3000 gals |

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

Minimum weight of rail (calculated) | 62 lb/yard | 57 lb/yard | 60 lb/yard | 61 lb/yard | 62 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

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

Cylinders (dia x stroke) | 18.5" x 24" | 18.5" x 24" | 18.5" x 24" | 18.5" x 24" | 18.5" x 24" |

Tractive Effort | 15766 lbs | 14375 lbs | 18018 lbs | 16428 lbs | 18018 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.72 | 4.72 | 4.00 | 4.46 | 4.15 |

Heating Ability | |||||

Firebox Area | 164.40 sq. ft | 164.40 sq. ft | 138 sq. ft | 138 sq. ft | 137 sq. ft |

Grate Area | 34.76 sq. ft | 34.76 sq. ft | 33.25 sq. ft | 33.25 sq. ft | 33.25 sq. ft |

Evaporative Heating Surface | 1530 sq. ft | 1530 sq. ft | 1384 sq. ft | 1382 sq. ft | 1572 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1530 sq. ft | 1530 sq. ft | 1384 sq. ft | 1382 sq. ft | 1572 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 204.91 | 204.91 | 185.36 | 185.09 | 210.53 |

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

Robert LeMassena's Power Computation | 4866 | 4866 | 5320 | 5320 | 5320 |

Same as above plus superheater percentage | 4866 | 4866 | 5320 | 5320 | 5320 |

Same as above but substitute firebox area for grate area | 23016 | 23016 | 22080 | 22080 | 21920 |

Power L1 | 4557 | 4998 | 4592 | 5032 | 4998 |

Power MT | 270.07 | 325.04 | 280.82 | 302.49 | 294.95 |

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

Class | P/D13a, D13c | P/D14 | P/D14a | T/D15 | unknown |

Locobase ID | 3489 | 2831 | 2832 | 1152 | 9519 |

Railroad | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pennsylvania (PRR) | Pittsburgh, Fort Wayne & Chicago (PRR) |

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 | 150 | 6 | 16 | 1 | 4 |

Road Numbers | 1515 | 193-196 | |||

Gauge | Std | Std | Std | Std | 4' 9.2"" |

Number Built | 150 | 6 | 16 | 1 | 4 |

Builder | Altoona | Altoona | Altoona | Altoona | M. Baird & Co |

Year | 1892 | 1892 | 1894 | 1892 | 1867 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.75' | 7.75' | 7.75' | 8' | |

Engine Wheelbase | 22.70' | 22.70' | 22.79' | 23.94' | |

Ratio of driving wheelbase to overall engine wheebase | 0.34 | 0.34 | 0.34 | 0.33 | |

Overall Wheelbase (engine & tender) | 48.60' | 48.60' | 49.27' | 48.09' | |

Axle Loading (Maximum Weight per Axle) | 37708 lbs | 42000 lbs | 43500 lbs | 48500 lbs | |

Weight on Drivers | 74716 lbs | 82600 lbs | 87300 lbs | 95200 lbs | 46700 lbs |

Engine Weight | 109716 lbs | 122600 lbs | 127650 lbs | 145500 lbs | 73000 lbs |

Tender Light Weight | 69700 lbs | 69700 lbs | 70000 lbs | ||

Total Engine and Tender Weight | 179416 lbs | 192300 lbs | 197650 lbs | ||

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

Tender Fuel Capacity (oil/coal) | 7.5 tons | 7.5 tons | 7.5 tons | 7.5 tons | tons |

Minimum weight of rail (calculated) | 62 lb/yard | 69 lb/yard | 73 lb/yard | 79 lb/yard | 39 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 68" | 78" | 80" | 84" | 66" |

Boiler Pressure | 160 psi | 175 psi | 175 psi | 205 psi | 120 psi |

High Pressure Cylinders (dia x stroke) | 18.5" x 24" | 18.5" x 24" | 19" x 24" | 19.5" x 28" | 16" x 24" |

Low Pressure Cylinders (dia x stroke) | 31" x 28" (1) | ||||

Tractive Effort | 16428 lbs | 15665 lbs | 16110 lbs | 15825 lbs | 9495 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.55 | 5.27 | 5.42 | 6.02 | 4.92 |

Heating Ability | |||||

Firebox Area | 137 sq. ft | 148 sq. ft | 148 sq. ft | 163 sq. ft | 86.10 sq. ft |

Grate Area | 33.25 sq. ft | 33.25 sq. ft | 33.25 sq. ft | 30 sq. ft | 15 sq. ft |

Evaporative Heating Surface | 1572 sq. ft | 1583 sq. ft | 1583 sq. ft | 1825 sq. ft | 831 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1572 sq. ft | 1583 sq. ft | 1583 sq. ft | 1825 sq. ft | 831 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 210.53 | 212.01 | 201.00 | 377.13 | 148.79 |

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

Robert LeMassena's Power Computation | 5320 | 5819 | 5819 | 6150 | 1800 |

Same as above plus superheater percentage | 5320 | 5819 | 5819 | 6150 | 1800 |

Same as above but substitute firebox area for grate area | 21920 | 25900 | 25900 | 33415 | 10332 |

Power L1 | 5481 | 7078 | 6882 | 6195 | 2981 |

Power MT | 323.45 | 377.83 | 347.59 | 286.92 | 281.45 |

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

Class | unknown |

Locobase ID | 11176 |

Railroad | Philadelphia & Columbia (PRR) |

Country | USA |

Whyte | 4-4-0 |

Number in Class | |

Road Numbers | |

Gauge | Std |

Number Built | |

Builder | Lancaster |

Year | 1856 |

Valve Gear | Stephenson |

Locomotive Length and Weight | |

Driver Wheelbase | 5' |

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 | |

Tender Light Weight | |

Total Engine and Tender Weight | |

Tender Water Capacity | |

Tender Fuel Capacity (oil/coal) | |

Minimum weight of rail (calculated) | 0 |

Geometry Relating to Tractive Effort | |

Driver Diameter | 60" |

Boiler Pressure | 130 psi |

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

Tractive Effort | 10372 lbs |

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

Heating Ability | |

Firebox Area | 83.14 sq. ft |

Grate Area | |

Evaporative Heating Surface | 974 sq. ft |

Superheating Surface | |

Combined Heating Surface | 974 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 190.25 |

Computations Relating to Power Output (More Information) | |

Robert LeMassena's Power Computation | 0 |

Same as above plus superheater percentage | 0 |

Same as above but substitute firebox area for grate area | 10808 |

Power L1 | 3529 |

Power MT |

- PRR Steam Roster - N E Rails
- The Unofficial Pennsylvania Railroad Home Page
- A Pennsylvania Railroad Home Page
- PRR Documents
- Pennsylvania Railroad Technical & Historical Society
*Attlerburg's Engines - 1, Great Increases in Horsepower and Speed*by Bert Pennypacker in "Trains" October 1979, issue page 22 - 32*Attlerburg's Engines - 2, She could get on her knees and work drag tonnage, 72 inch drivers not withstanding*by Bert Pennypacker in*Trains*November 1979, issue page 44 - 49*Pennsy Power II: Steam, Diesel and Electric Locomotives of the Pennsylvania Railroad*by Alvin F. Staufer and Bert Pennypacker (Alvin F. Staufer)*Pennsy Power: Steam and Electric Locomotives of the Pennsylvania Railroad, 1900 - 1957*by Alvin F. Staufer (Alvin F. Staufer)*The Pennsylvania Railroad - 1940s - 1950s*by Don Ball, Jr (Elm Tree Books, Inc)*The Search for Steam*by Joe G. Collias (Heimburger House Publishing Co.)

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