The guide notes that part of the order was delivered with 20 1/2" diameter cylinders. Those are shown in this entry. Also represented are the 25 IAs from 1902. These were identical except for a front truck wheelbase increase of 3", which increased engine wheelbase to 27' 6".
See 5293 for the 21" version. According to the guide, these classes were fitted with traction increasers that increased the weight on the drivers by 10,000 lb. Engine weight was redistributed from the leading and trailing trucks.
http://www.rr-fallenflags.org/nyc/ncy-lbp203.gif (visited December 2002).
The guide notes that part of the order was delivered with 21" diameter cylinders. Those are shown in this entry. See 5292 for the 20 1/2" version. According to the guide, these classes were fitted with traction increasers that increased the weight on the drivers by 10,000 lb. Engine weight was redistributed from the leading and trailing trucks. Firebox heating surface included 27.09 sq ft of arch tubes.
Arthur Curran, writing in "Yesterdays on the New York Central," Railway & Locomotive History Society Bulletin #1 (1921), p. 9, notes that Arthur Waitt had designed a Ten-wheeler, but quickly decided he needed a new arrangement for his express engines. He designed the "Central Atlantic", which, Curran says, "[i]n neatness of general design and refinement of detail these ...engines were pre-eminent and unique. Their performance on the road was characterized by a consistency and smoothness of running that won for them the approbation of the men who ran them and the passengers who rode behind them."
Firebox heating surface included 28 sq ft of arch tubes.
It appears to have been unsatisfactory, because the Water-Level Route almost immediately ordered dozens of 2-cylinder simple 4-4-2s from the same builder.
Firebox heating surface includes 24.41 sq ft of arch tubes. The class was later superheated -- see Locobase
When the P & E's Atlantics (Locobase 5351) were superheated, it resulted in the usual tradeoff of overall heating surface decreasing, but effective heating surface increasing. At the same time, it appears that the NYC removed the arch tubes from the firebox, which reduced direct heating surface. The result was something of a wash in terms of power and steam supply at speed, Locobase supposes.
http://www.rr-fallenflags.org/nyc/ncy..pdf (visited May 2003).
These were superheater rebuilds of the I-class Atlantics.
http://www.rr-fallenflags.org/nyc/ncy-lbp205.gif (visited December 2002).
Staufer (New York Central's Early Power, 1967) says that this trio "pretty well sum up the locomotive philosophy of this railroad [the St. L & A]-- the latest, best and fanciest." Like other Atlantics, they could be slippery, so the design included a "traction increaser" that transferred 3,700 lb of weight from the trailing truck to the drivers. Later renumberings put the lead engine at 2800, then 3800, and finally at 800.
The record shows this to have been the Baldwin balanced compound counterpart of a Schenectady-built Cole balanced compound tested by the railroad. Although the heating surface was nearly identical, Baldwin used fewer, but larger and longer firetubes.
The NYC seems to have been in an almost obscene rush to scrap this lone Baldwin as it sent it to the boneyard in November 1913
http://www.rr-fallenflags.org/nyc/ncy..pdf (visited May 2003).
Data from NYC 8 - 1917 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection) surprised Locobase because it showed these Atlantics to have been superheated by August 1917. The viewer can see what the locomotives looked like in their short time as saturated engines on Locobase 7339, which profiles 5 identical locomotives supplied to the Ann Arbor in the same year.
Interesting anomaly of a quartet of Atlantics that the Big Four did not superheat (at least not by 1914). They had a generous amount of heating surface, and perhaps the trend toward hotting up the 4-4-2 had passed on the New York Central system.
Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis. These were obvious successors to the eight-wheelers put into service on the Big Four's expresses just a few years earlier. They offered little more power, but with the substantially bigger boiler and grate, were probably able sustain that power for much longer with a much heavier train.
The I-62s came in 1901, followed by the I-63s in 1904. They were later superheated to a design in common with the I-61s. See Locobase 6686.
Most of the Big Four's Atlantics were superheated using a common boiler. The I-62/I-62A/I-63s had smaller grates than other classes. I-62/I-62A engines differed from I-63s in the choice of valve gear in that all I-62 series engines retained their Stephenson link motion after superheating.
According to RAS Hennessey, driving piston valves (in this case, 11" in diameter with 5 9/16" travel) with inside Stephenson link motion was a trademark of Brooks's Atlantic designs. This class followed the P & E into the Big Four by 1904.
Both subclasses were later superheated; see Locobase 6686 for the I-62, 10758 for the I-63.
Only a slightly higher weight distinguished the superheated version of the I-63 from that of the I-62 (Locobase 6686).
This class of Atlantics was very similar to the New York Central's I-class locomotives (Locobase 5293), but with a few more boiler tubes. Schenectady delivered 6 in 1901, 10 in 1902. The July report was able to supply more accurate information as well as giving the usual glowing report of their performance: "The engines are giving very good satisfaction since their delivery, one of them on the Canada division having hauled traiu No. 31. consisting of nine cars, from Saint Thomas to Windsor, 111 miles, in 102 minutes."
The last of the Big Four's Atlantics, these continued the basic pattern of the railroad's express engines. Like the others, these were superheated not very long after their introduction. See Locobase 6684.
These superheated Atlantics show the usual tradeoffs in such an upgrade. By later standards, the amount of superheat is relatively modest and total heating surface area has actually decreased. Still, the steam was drier and total available power increased.
By 1914, 6949-6950 had been fitted with Walschaert gear and 6945 used Baker gear. some had received arch tubes in the firebox which contributed to the 202 sq ft of direct heating surface.
http://www.rr-fallenflags.org/nyc/ncy-lbp204A.gif (visited December 2002).
Similar to the I and IA classes, but with a slightly smaller boiler and fewer firetubes. According to the guide, these classes were fitted with traction increasers that increased the weight on the drivers by 10,000 lb. Engine weight was redistributed from the leading and trailing trucks.
|Specifications by Steve Llanso|
|Class||I - 20 1/2""//IA||I - 21""||I-1||I-100a||I-100a - superheated||I-10h||I-2||I-3||I-40A||I-60||I-61 - superheated||I-62 superheated||I-62/I-63||I-63 superheated||I-80||I-J||I-J - superheated||IB|
|Railroad||New York Central (NYC)||New York Central (NYC)||New York Central (NYC)||Pittsburgh & Lake Erie (NYC)||Pittsburgh & Lake Erie (NYC)||New York Central (NYC)||St Lawrence & Adirondack (NYC)||New York Central (NYC)||Lake Shore & Michigan Southern (NYC)||Big Four (NYC)||Big Four (NYC)||Big Four (NYC)||Peoria & Eastern (NYC)||Big Four (NYC)||Michigan Central (NYC)||Big Four (NYC)||Big Four (NYC)||New York Central (NYC)|
|Road Numbers||2658+/2923-2947||2954||3000||301-305||301-305||816-830||2900-2902||3804||4750-4759||6900-6903||6914-6929, 6930-39||6914-6929||6914-6939||6330-6339||251-266 / 8082-8097||6940-6959||6940-6959||2916-2922|
|Builder||Schenectady||Schenectady||Schenectady||Alco-Schenectady||Alco-Schenectady||Schenectady||Alco-Schenectady||Burnham, Williams & Co||Alco||Schenectady||Shops||Shops||Brooks||Shops||Schenectady||Schenectady||Schenectady||Schenectady|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.26||0.26||0.25||0.26||0.26||0.26||0.26||0.23||0.27||0.36||0.33||0.33||0.33||0.33||0.32||0.32||0.25|
|Overall Wheelbase (engine & tender)||53'||53'||58.67'||57.17'||57.26'||59.04'||57.08'||56.67'||58.47'||59.29'||59.45'||59.25'||59.42'||59.25'||59.04'||59.04'||53.42'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||104800 lbs||104800 lbs||110000 lbs||98000 lbs||106000 lbs||109000 lbs||98550 lbs||110000 lbs||95800 lbs||94000 lbs||100000 lbs||100000 lbs||104000 lbs||104000 lbs||95000 lbs||105500 lbs||105500 lbs||104800 lbs|
|Engine Weight||176000 lbs||176000 lbs||200000 lbs||188000 lbs||186800 lbs||196000 lbs||168000 lbs||204500 lbs||167500 lbs||173000 lbs||186000 lbs||186000 lbs||186000 lbs||186000 lbs||176000 lbs||188100 lbs||188100 lbs||176000 lbs|
|Tender Light Weight||114000 lbs||114000 lbs||121600 lbs||145000 lbs||145000 lbs||130000 lbs||120700 lbs||124000 lbs||151900 lbs||151000 lbs||151000 lbs||151000 lbs||151000 lbs||151000 lbs||150500 lbs||150500 lbs||124000 lbs|
|Total Engine and Tender Weight||290000 lbs||290000 lbs||321600 lbs||333000 lbs||331800 lbs||326000 lbs||288700 lbs||328500 lbs||319400 lbs||324000 lbs||337000 lbs||337000 lbs||337000 lbs||337000 lbs||338600 lbs||338600 lbs||300000 lbs|
|Tender Water Capacity||5000 gals||5000 gals||6000 gals||8400 gals||8400 gals||6000 gals||5900 gals||6000 gals||7500 gals||7500 gals||7500 gals||7500 gals||7500 gals||7500 gals||7500 gals||7500 gals||5000 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||10 tons||10 tons||10 tons||10 tons||10 tons||10 tons||10 tons||14 tons||12 tons||12 tons||12 tons||12 tons||12 tons||tons||12 tons||12 tons||10 tons|
|Minimum weight of rail (calculated) on which locomotive could run||87 lb/yard||87 lb/yard||92 lb/yard||82 lb/yard||88 lb/yard||91 lb/yard||82 lb/yard||92 lb/yard||80 lb/yard||78 lb/yard||83 lb/yard||83 lb/yard||87 lb/yard||87 lb/yard||79 lb/yard||88 lb/yard||88 lb/yard||87 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi||220 psi||200 psi||200 psi||180 psi||200 psi||220 psi||180 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||20.5" x 26" (2)||21" x 26" (2)||15.5" x 26" (2)||20" x 26" (2)||20" x 26" (2)||21.5" x 26" (2)||19" x 26" (2)||15.5" x 26" (2)||19" x 26" (2)||20" x 26" (2)||20.5" x 26" (2)||20.5" x 26" (2)||20" x 26" (2)||20.5" x 26" (2)||21" x 26" (2)||21" x 26" (2)||21" x 26" (2)||20.5" x 26" (2)|
|Low Pressure Cylinders (dia x stroke)||26" x 26" (2)||26" x 26" (2)|
|Tractive Effort||23513 lbs||24674 lbs||21818 lbs||24556 lbs||24219 lbs||23276 lbs||23125 lbs||21818 lbs||20812 lbs||22380 lbs||23513 lbs||23513 lbs||22380 lbs||23513 lbs||24674 lbs||24674 lbs||24674 lbs||23513 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.46||4.25||5.04||3.99||4.38||4.68||4.26||5.04||4.60||4.20||4.25||4.25||4.65||4.42||3.85||4.28||4.28||4.46|
|Firebox Area||180 sq. ft||207.09 sq. ft||198 sq. ft||191.26 sq. ft||166.90 sq. ft||194 sq. ft||184.37 sq. ft||198 sq. ft||151.60 sq. ft||202 sq. ft||209 sq. ft||194 sq. ft||194 sq. ft||194 sq. ft||207.09 sq. ft||202 sq. ft||202 sq. ft||180 sq. ft|
|Grate Area||50.32 sq. ft||50.32 sq. ft||50.30 sq. ft||46.27 sq. ft||46.27 sq. ft||50.20 sq. ft||46.58 sq. ft||50.30 sq. ft||39.20 sq. ft||50.20 sq. ft||50.20 sq. ft||44.80 sq. ft||44.80 sq. ft||44.80 sq. ft||50.30 sq. ft||50.20 sq. ft||50.20 sq. ft||50.32 sq. ft|
|Evaporative Heating Surface||3505 sq. ft||3505 sq. ft||3446 sq. ft||2941 sq. ft||2170 sq. ft||2561 sq. ft||3016 sq. ft||3663 sq. ft||1850 sq. ft||3470 sq. ft||2461 sq. ft||2454 sq. ft||3189 sq. ft||2454 sq. ft||3505 sq. ft||3295 sq. ft||2437 sq. ft||3455 sq. ft|
|Superheating Surface||462 sq. ft||510 sq. ft||357 sq. ft||498 sq. ft||498 sq. ft||498 sq. ft||493 sq. ft|
|Combined Heating Surface||3505 sq. ft||3505 sq. ft||3446 sq. ft||2941 sq. ft||2632 sq. ft||3071 sq. ft||3016 sq. ft||3663 sq. ft||2207 sq. ft||3470 sq. ft||2959 sq. ft||2952 sq. ft||3189 sq. ft||2952 sq. ft||3505 sq. ft||3295 sq. ft||2930 sq. ft||3455 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||352.88||336.28||606.88||311.09||229.54||234.41||353.49||645.10||216.83||367.05||247.77||247.07||337.32||247.07||336.28||316.13||233.81||347.85|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10064||10064||11066||9254||9254||9036||9316||11066||7056||10040||10040||8960||8960||8960||10060||10040||10040||10064|
|Same as above plus superheater percentage||10064||10064||11066||9254||10920||10572||9316||11066||8185||10040||11747||10483||8960||10483||10060||10040||11747||10064|
|Same as above but substitute firebox area for grate area||36000||41418||43560||38252||39388||40856||36874||43560||31654||40400||48906||45396||38800||45396||41418||40400||47268||36000|