This Consolidation class originally operated for the grandiosely named St L, RM & P, which was located entirely in northern New Mexico and chiefly served the coal fields around the Raton Pass. The Santa Fe took over the line in 1913, changed its name to the more compatible Rocky Mountain and Santa Fe (RM & SF) in 1915. In 1924, the Santa Fe renumbered the quintet as 870-874.
By this time, the locomotives had been superheated and now used piston valves. At that point, the 2" tubes & 5 3/8" flues numbered 159 and 24, respectively. They all were shortened to 13' 3 9/16". The firebox was unchanged.
As a result, total EHS was 1,725, superheater area amounted to 350 sq ft (16.9% of the total CHS). Power Ll went from 5,454 to 6,302. Locobase shows the original saturated-steam configuration because Scholz's comments suggest that the RM & SF was not zealous in documenting the other changes that superheating must have triggered in weights and other dimensions.
In 1940 at least two of the 870s (870 & 874) were sold to the Albuquerque & Los Cerrillos Coal Company, where they operated until the mine closed in 1959.
870 has been preserved.
Works numbers were 27706- 27707 in March 1906; 27877 in April, and 28526, 28661 in July.
Remarkably, this small class of standard Consolidations enjoy a lasting reputation because the class leader was preserved. As a result, its history is well-detailed on http://atsf.railfan.net/atsfpres/atsf870.html, last accessed 18 November 2007. Despite its grand name, the St L, RM & SF actually ran in northern New Mexico. Its principal raison d'etre was coal extraction along the Raton Pass. The railway was purchased by the Santa Fe in 1913 and renamed the Rocky Mountain & Santa Fe; the locomotives were renumbered beginning with 870.
In 1940, 870 and 874 (along with 769) were sold to the Albuquerque & Los Cerrillos at Madrid, NM. Ultimately 870 wound up at Heritage Park in Santa Fe Springs after a thorough cosmetic restoration.
nformation about how many, when, and by whom this class was supplied from http://atsf.railfan.net/atsfstea.html (accessed 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Information also supplied as "As-Built Specifications" from Blair Tarr, Kansas State Historical Society, August 2001.
Works numbers were 5254-5255, 5266-5268, 5275, 5286, 5289 in September 1880;5299-5300. in November. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 11, p. 39. Works numbers were 6062 in February 1882; 6083, 6104, 6106 in March.
These were described as "duplicates ...with some extras".
Following up on the success of the Uncle Dick, Burnham, Williams & Co (as Baldwin was then known) supplied these tender engines in which the saddle tank was omitted. Note that the stroke had lengthened by two inches and the drivers were bigger.
These were used for general freight service. Santa Fe's 1920 diagram shows 19" cylinders, that resulted from a rebuilding effort sometime after 1900. All were scrapped in the mid-1920s.
These were the last Consolidations to be bought by the Santa Fe and they were powerful examples of a 2-8-0 design. Superheated from the outset, the class served in this form until retirement. The first locomotive was retired in 1940, the last in 1955.
This was the largest single class of Consolidations to be built for the Atchison, Topeka & Santa Fe. Like many 2-8-0s of the day, the engines had a relatively long stroke. Unlike many, these had the Baldwin smokebox superheater, which didn't use flues between tubesheets but instead an assembly in the smokebox itself that was the last part of the route for steam on its way to the cylinders. In this class, the superheating area amounted to 600 sq ft, although its effect was marginal. Of the 42 locomotives, 32 burned oil, 10 coal. They had relatively generous 13" piston valves.
Four of the class were converted in 1911 to 2-8-8-0 Mallets and numbered 3200-3203 (1974-1976 and 1972). After operating those engines for 12 years, the Santa Fe converted them back to 2-8-0s. These were scrapped in February 1952 (1972), December 1953 (1974, 1976), and August 1954 (1975).
Most of the class was superheated; see Locobase 8280.
Drury (1993) comments that the Santa Fe didn't acquire a large stud of 2-8-0s and that this class, and the 1900s purchased in 1912, "seem to be an afterthought, purchased between orders for 2-10-2s and 2-8-2s." While that may have been so, it didn't prevent the Santa Fe from modernizing the superheater. The inefficient boiler-barrel system was replaced by a Schmidt installation in the smokebox.
The first of the 1950s was retired in 1940; the last went in 1955. 2 -- 1959, 1986 -- were sold to the Apache Railway in 1935.
These small Consolidations were among the Dunkirk,New York builder's earliest locomotives. Half had been disposed of by 1901 and the other half (2301-2302, 2304-2306) were gone by 1918.
In the same year that Brooks supplied some small 2-8-0s to the Santa Fe (Locobase 8261), Baldwin began delivery of a larger class of still smaller Consolidations. The two designs shared the same cylinder volume, but that was about it. The Baldwin boiler had more tubes of shorter length for less total heating surface, but a larger grate and consequently a larger firebox heating surface. The 1902 Description shows that 5 engines (2315, 2324, 2335, 2338-2339) had boilers pressed to 145 psi.
This class operated until the 1920s.
See Locobase 8261 for Hinkley locomotives of very similar design.
A year after Baldwin began delivering its small Consolidations to the Santa Fe (see Locobase 8261), Hinkley chipped in 25 identical designs that differed only in having 2 fewer firetubes in the boiler and a grate that measured 1" wider. Also, its adhesion and total engine weights measured about 2 1/2 tons more. As far as Locobase can tell from a builder's list also supplied by Allen Stanley, the last two batches (5 & 12 locomotives, respectively) had works #1406-1410 and 1421-1432. Road numbers for these two groups ran consecutively from 189-205.
Like the 2311s, this class operated into the 1920s.
As described in Locobases 8260-8261, Santa Fe took delivery of several tens of Consolidations all built to essentially the same design by three different builders. Here's Taunton's 10-locomotive contribution. One significant difference is in the more even balance on the driving axles than either the Baldwin or Hinkley engines showed.
This class was retired a few years earlier than the other 1880s 2-8-0s, the last departing in 1916.
Years after this class of small Consolidations entered service, they received a "New-Style Boiler". The 1920 Santa Fe diagram from which the appellation is taken shows that changes included extending the tubes by 2 feet to 12' 11" and narrowing the grate by 1 3/4" while reducing its length from 96" to 78 1/8". This reduced the grate area to 14.6 sq ft and firebox heating surface fell to 104 sq ft, while increasing total evaporative heating surface to 1,212 sq ft.
Locobase cannot say exactly when the new boilers were added (in the first years of the 20th Century, probably), but Werkema shows the last of the class being retired in 1922. (One, 2391, lost its leading truck and became an 0-8-0 switcher.)
Originally from the SFP&P's Bradshaw Mountain virtual mining railroad where they came in two batches 2439-2441 in 1904, 2442-2444 in 1906. (The later trio had 20 more sq ft of heating surface and put 4,000 more lb on the drivers.) They were small Consolidations fit in the light freight service for which they were suited. First retirement came in 1940, the last in 1951.
Kansas City, Mexico, & Orient class 51-69, these ex-NYC Consolidations were quite a bit more powerful than earlier KC, M & O engines. They also had capacious 14"-diameter piston valves .It's not clear whether they were delivered with superheaters or modified later on.
Retired in 1952-55.
Elaboration of Consolidation built in Alco's Pittsburgh shops with larger drivers, smaller boiler that was pressed harder, used two thermic syphons of 59 sq ft total, and superheated the steam.. Drawing that supplied the data notes that these came from an Kansas City, Mexico, & Orient class 15 locomotives.
Retired in 1947-1954.
As the Santa Fe was taking delivery of several dozen 21" x 28" Consolidations, it was ordering the next biggest variant for its subsidiary. The cylinder diameter stayed the same, but the stroke lengthened to 30" and boiler pressure went up by 15 psi.
Most stayed on the Santa Fe well into the 1940s, some being converted to 0-8-0 switchers.
Scranton's major locomotive builder contributed 20 locomotives to a standard Consolidation line at the same time as Baldwin's larger order was being filled.
The design had all the hallmarks of what would become the typical drag-freight 2-8-0. The AERJ commented on the amount of cast steel in this engine: "... the principal parts made of this material being the frames, driving boxes, steam chests and covers, driving wheels, equalizers, guide yokes and guide yoke brackets, brake hangers, cross heads, rocker arms, tumbling shafts, reverse levers, pedestals, radius bars and other smaller parts." But not, apparently, the firebox?
The engines had extended piston rods and a wide-mouth stack.
The 1904 engines had the weights and wheelbases as shown. The 1906 trio (54-56) weighed almost 2 tons more on the drivers (135,100 lb) and had a bigger tender that held 5,500 gallons of water.
Small, low-drivered drag-freight Consolidations from Richmond. Like the Baldwins of the same year (Locobase 8995), 4 of this class was sold to the Gulf, Colorado & Santa Fe subsidiary in 1898, only to return when the GC & SF was folded into the parent organization. 622 went to the Madero Box & Lumber Company for the Mexico Northwestern Railway in April 1916.
The others remained in Santa Fe colors until their retirements. The last of these left service in 1932.
Typical Turn-of-the-Century Consolidation class, except that the first 8 were converted by the Santa Fe from 1870s Eight-wheelers. Locobase has to wonder what might have been left of the original locomotives. For the record, the makeovers were applied to
New number Original number Name Original builder Year built Retired
640 #75 Thomas Dana Hinkley 1879 1930
641 #50 Hercules Hinkley 1876 1950
642 #52 Canon City Baldwin 1872 1936
643 #73 H C Hardon Hinkley 1879 1953
649 #71 Warren Sawyer Taunton 1877 1932
650 #72 Caleb Foote Taunton 1877 1930
651 #39 Lawrence Baldwin 1874 1936
652 #200 Hinkley 1881 1935
Of the 11 that were built new by the shops in 1898 to the same design, the last of these was retired in 1947. Note that two of the rebuilds lasted into the 1950s.
These John Player tandem compounds were built in the Santa Fe shops. As described in Locobase 2972 (some Player 4-6-0s), this arrangement differed slightly from Vauclain's similar design. The design must have proved quite unsatisfactory, for they were uncompounded very rapidly and soon rebuilt as 0-8-0 switchers.
1890s Consolidation of relatively modest dimensions. These were the first Baldwins to be produced with cast steel frames. The Baldwin account notes that the Santa Fe's Superintendent of Motive Power, John Player, had been using these on the railroad and specified them in the contract.
Sometime after they entered service, the Santa Fe apparently removed 9 of the boiler's tubes and adjusted the firebox heating surface, after which the total heating surface measured 1,790 sq ft (166.3 sq m) of which 145 sq ft (13.5 sq m) was firebox heating surface.
Most of the class was scrapped before World War II, but some remained in service into the 1950s with 665 not being scrapped until December 1953.
This class of Consolidations was the more powerful, but lighter, half of a 60-engine set. Locobase is intrigued by the difference a builder could make in such matters. Was the Richmond factory's boiler steel of better quality? Can't say. But like the Baldwins, these Richmonds gave long service, the last retiring in 1955.
Works numbers were:
1901
November 19754
December 19815-19823, 19858, 19867, 19874-19875, 19889-19891, 19948-19953
1902
January 19967-19968, 19972-19975, 19996-19998, 20011-20013
These Vauclain compounds had relatively small 13" diameter piston valves to feed the two cylinders on each side. They were simpled before long (1907-1910) -- see Locobase 9000.
The Santa Fe went for Vauclain Compound locomotives in a big way (even as Samuel Vauclain himself was pronouncing in favor of simple and superheat). It wasn't long, however, before the class described in Locobase 4890 had given up its LP cylinders and adopted some hefty simple-expansion cans instead. A few were fitted with the stayless Jacobs-Shupert firebox, which is more fully described in Locobase 463.
The class carried on until the late 1930s when the first of them was retired. Three were converted to 0-8-0 switchers.
These were simpled and superheated in 1919-1922; see Locobase 9001.
Unlike the earlier Vauclain Compound Consolidations, this class remained a 2-level design unitl the end of the Great War. At that time the value of simpling and superheating was well established and the Topeka shops overhauled this class. Unlike some of the other makeovers, however, this class had its boiler pressure dropped as it gained superheat.
Most were converted to 0-8-0 switchers over a 15-year span in 1922-1937.
This batch of Consolidations formed half of a larger class. For some reason, these Baldwins were pressed to 180 psi while the Richmond half (Locobase 8254) went to 200 psi. Moreover, the Baldwins put almost 5 tons more on the drivers. But whatever the setting and the weight, the design obviously satisfied the railroad, which operated it well into the 1940s.
Like the Richmond locomotives produced in the same year and described in Locobase 8244, these were small Consolidations. The grate was considerably smaller. Note that the Baldwins had fewer, but larger-diameter boiler tubes to make up very nearly the same heating surface area as the Richmonds.
The Santa Fe originally took delivery of this batch, which was produced in January 1894. In 1898, the AT & SF sold the class to the Gulf, Colorado & Santa Fe, which later handed them back to the Santa Fe with different engine numbers. They were scrapped in the late 1920s.
At the same time the AT & SF was buying the sixty 21 x 30" Consolidations shown on Locobase 8253-8254, the shops were turning out these bigger, long-stroke engines in their own shops for service on such grades as the challenging Raton Pass in Arizona.
The first two sat heavier on the rails, putting 172,900 lb on the drivers and 195,400 lb as total engine weight. Frank Ellington anthologized a "snippet" published the Topeka State Journal on 13 February 1901, when the 991 went on the line (http://atsf.railfan.net/snippets/locomotives.html, last accessed 11 June 2007):
"It is one of two of the largest engines to go into service on the whole Santa Fe system. Its boiler is made up of 7/8" boiler steel, and in diameter is six feet, affording more than room for an ordinary man to stand straight inside it. The firebox is eleven feet from door to flues, giving the fireman ample opportunity to test his muscles in keeping the fire properly distributed over it. The engine will carry 200 pounds pressure, a figure greater than that of nearly all the engines on the Santa Fe.
About the power of it there can hardly be made any conceivable estimate. On a level pull it will move as many cars as can stand the strain on the connections. The 990, an exact duplicate of 991, pulled 125 cars, loads and emptys, (sic) and there is no doubt that one engine can do what the other can do."
Like most of the Santa Fe's 2-8-0s, these sturdy freight haulers served well into the late 1940s.
This unusual saddle-tank Consolidation (works number 4500) was used in helper service on the Raton Pass, which at the time was crossed by a switchback 2 3/4 miles long and featuring grades of up to 6%! The curves must have been pretty tight, because the first and third drivers on each side were left blind ("plain") which reduced a driving wheelbase from 14 3/4 ft to a rigid wheelbase of 9 feet.
Baldwin claimed that the locomotive "did efficient work, hauling on average seven cars weighing, loaded, 43,000 pounds each, over the 6% grade; the tender weighing about 44,000 pounds additional." (This tender was trailed by the Uncle Dick to extend the saddle-tanker's range.) A letter from several senior officials of the Santa Fe indicated that on a 3% grade, the Uncle Dick managed 230 tons at 8 mph. At first, however, the Uncle Dick repeatedly derailed on the switchback track as engineers learned to operate a locomotive that possessed twice the pulling power of the 4-4-0s it replaced.
Even after the tunnel was completed at the end of 1878, the Uncle Dick provided helper service until 1900. Over time the engine's saddle tank was removed, which displayed the unusual tapered steam dome with "coolie-hat" top and sand dome more prominently. Renumbered 2403, the locomotive remained in service until scrapped in 1921.
The engine's name honors Richens Lacy "Uncle Dick" Wootton, a mountain man turned toll-road operator who in 1865 opened a 27-mile toll road from Trinidad, NM over the Raton Pass to Willow Springs. He had a good eye for terrain and the Santa Fe sought to buy him out in 1878 with an offer of $50,000. As much to poke a finger in the eye of the Denver & Rio Grande as for any more noble purpose, Wootton asked instead that the railroad give his wife (his 4th and 40 years younger) a free pass for life and groceries. He and the Santa Fe sealed the agreement with a handshake.
Maria Paula Lujan, a cousin of his first wife Dolores, had married Wootton in 1867 when she was 13 and would eventually bear him 10 children. According to Alta Ann West (www.coloradohistory.org/kids/wootton.pdf, accessed 21 March 2008),"True to their word, the Santa Fe Railroad officials took good care of her. They made sure she had groceries and a free ride on the train whenever she wanted until her death."
| Specifications by Steve Llanso | ||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Class | 101 / 870 | 101 / 870 | 130 / 2404 | 1900 | 1950 | 1950 - superheated | 2301 | 2311 | 2341 | 2366 | 2376 | 2439/2442 | 2504 | 2506 | 2507 | 2535 | 2550 | 2552 | 266 / 3045 / 769 | 4 / 709 / 3030 / 248 | 51 | 621 | 640 | 644 | 664 | 759 | 789 | 789 - simpled | 825 | 825 - simpled & superheated | 851 / 729 | 901 / 916 / 616 | 990 | Uncle Dick |
| Locobase ID | 6140 | 8899 | 4886 | 8279 | 4208 | 8280 | 8260 | 8261 | 8262 | 8263 | 8281 | 5497 | 822 | 5493 | 5494 | 824 | 5495 | 5496 | 8999 | 8998 | 8897 | 8244 | 8245 | 8248 | 3149 | 8254 | 4890 | 9000 | 5334 | 9001 | 8253 | 8995 | 8255 | 4885 |
| Railroad | Saint Louis, Rocky Mountain & Pacific (ATSF) | St. Louis, Rocky Mountain, & Pacific (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Rio Grande, Mexico & Pacific (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Kansas City, Mexico, & Orient (ATSF) | Kansas City, Mexico, & Orient (ATSF) | Kansas City, Mexico & Orient (ATSF) | Kansas City, Mexico, & Orient (ATSF) | Santa Fe (ATSF) | Kansas City, Mexico, & Orient (ATSF) | Kansas City, Mexico, & Orient (ATSF) | Santa Fe Pacific (ATSF) | Santa Fe (ATSF) | Santa Fe Prescott & Phoenix (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | New Mexico & Southern Pacific (ATSF) |
| Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0ST |
| Road Numbers | 101-105 / 870-874 | 501-505 / 865-869 | 130-139, 279-282 / 2404-2417 | 1900-1919 | 1950-1991 | 1950-1991 | 283-288 / 2305-2310 | 283-310, 326-328 / 2311-2340 | 2341-2365 | 2366-2375 | 154-178 / 2376-2400 | 2439-2444 | 2504-2505 | 2506 | 2507-2525 | 2535-2549 | 2550-2551 | 2552-2553 | 266-85 / 3045-64 /769-88 | 4-13 / 3030-3039 /719-728 | 51-53, 54-56 | 621-630 | 649-663 | 644-648 | 891-900, 936-960 / 664-702 | 759-788 | 789-823 | 789-823 | 825-864 | 825-864 | 851-890 / 729-758 | 901-905 / 916-20 / 616-20 | 990-999 | 204 / 2403 |
| Gauge | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std | Std |
| Builder | Baldwin | Burnham, Williams & Co | Burnham, Parry, Williams & Co | Baldwin | Burnham, Williams & Co | Baldwin | Brooks | Burnham, Parry, Williams & Co | Hinkley | Taunton | Pittsburgh | Alco-Brooks | Alco-Schenectady | Alco-Schenectady | Alco-Schenectady | Alco-Pittsburgh | Alco-Cooke | Alco-Cooke | Richmond | Dickson | Richmond | Santa Fe | Santa Fe | Burnham, Williams & Co | Richmond | Burnham, Williams & Co | Santa Fe | Slaughter & Grunning | Santa Fe | Burnham, Williams & Co | Burnham, Williams & Co | Santa Fe | Burnham, Parry, Williams & Co | |
| Year | 1905 | 1906 | 1880 | 1912 | 1907 | 1920 | 1881 | 1881 | 1882 | 1882 | 1881 | 1904 | 1903 | 1903 | 1906 | 1909 | 1906 | 1905 | 1900 | 1898 | 1904 | 1894 | 1897 | 1889 | 1898 | 1900 | 1901 | 1912 | 1902 | 1919 | 1900 | 1894 | 1900 | 1878 |
| Valve Gear | Walschaert | Stephenson | Stephenson | Walschaert | Walschaert | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Walschaert | Walschaert | Walschaert | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
| Locomotive Length and Weight | ||||||||||||||||||||||||||||||||||
| Driver Wheelbase | 15.33' | 15.33' | 14.75' | 15.50' | 15.50' | 15.50' | 13.33' | 14.42' | 14.42' | 14.42' | 15.33' | 13.50' | 15' | 15' | 17.50' | 15' | 16' | 16' | 15.33' | 15.17' | 13.50' | 15.08' | 15.17' | 15.17' | 15.17' | 15.33' | 15.33' | 15.33' | 15.33' | 15.33' | 15.33' | 15.08' | 15.33' | 14.75' |
| Engine Wheelbase | 23.42' | 23.42' | 22.83' | 24.50' | 24.50' | 24.50' | 21.33' | 22.50' | 22.50' | 22.42' | 23.33' | 21.75' | 23.59' | 23.58' | 24' | 24' | 24.67' | 24.75' | 23.42' | 23.25' | 21.75' | 23.17' | 23.25' | 23.79' | 23.25' | 23.42' | 24.50' | 24.50' | 24.08' | 24.08' | 23.42' | 22.58' | 24' | 22.83' |
| Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.65 | 0.65 | 0.63 | 0.63 | 0.63 | 0.62 | 0.64 | 0.64 | 0.64 | 0.66 | 0.62 | 0.64 | 0.64 | 0.73 | 0.62 | 0.65 | 0.65 | 0.65 | 0.65 | 0.62 | 0.65 | 0.65 | 0.64 | 0.65 | 0.65 | 0.63 | 0.63 | 0.64 | 0.64 | 0.65 | 0.67 | 0.64 | 0.65 |
| Overall Wheelbase (engine & tender) | 54.71' | 54.71' | 47.69' | 58.58' | 58.25' | 58.46' | 46.50' | 43.75' | 44.08' | 43.75' | 46.92' | 50.67' | 62.17' | 62.17' | 61.60' | 61.60' | 61.87' | 61.87' | 52.65' | 50.65' | 50.67' | 49.36' | 50.62' | 51.17' | 50.62' | 52.75' | 54.20' | 54.08' | 53.81' | 52.75' | 49.33' | 53.83' | 22.83' | |
| Axle Loading (Maximum Weight per Axle) | 54200 lbs | 48300 lbs | 24000 lbs | 20650 lbs | 23300 lbs | 20400 lbs | 26300 lbs | 47000 lbs | 39000 lbs | 36400 lbs | 39000 lbs | 42800 lbs | 39000 lbs | 47190 lbs | 52500 lbs | 47700 lbs | 47400 lbs | 42250 lbs | 48100 lbs | |||||||||||||||
| Weight on Drivers | 163150 lbs | 163150 lbs | 96000 lbs | 195500 lbs | 183200 lbs | 184100 lbs | 78000 lbs | 69200 lbs | 74600 lbs | 75400 lbs | 85200 lbs | 131200 lbs | 194000 lbs | 196300 lbs | 215500 lbs | 197000 lbs | 184000 lbs | 196000 lbs | 161650 lbs | 144500 lbs | 131200 lbs | 129500 lbs | 144500 lbs | 151500 lbs | 139530 lbs | 154880 lbs | 180440 lbs | 179965 lbs | 176000 lbs | 186727 lbs | 163150 lbs | 136200 lbs | 166400 lbs | 100000 lbs |
| Engine Weight | 180800 lbs | 180800 lbs | 110000 lbs | 226300 lbs | 212400 lbs | 211458 lbs | 87000 lbs | 83850 lbs | 89600 lbs | 89400 lbs | 94200 lbs | 147200 lbs | 218000 lbs | 226700 lbs | 244500 lbs | 223000 lbs | 206000 lbs | 222000 lbs | 179300 lbs | 161500 lbs | 147200 lbs | 146000 lbs | 161500 lbs | 174000 lbs | 156130 lbs | 173080 lbs | 202360 lbs | 230115 lbs | 201000 lbs | 211605 lbs | 180800 lbs | 149500 lbs | 185000 lbs | 115000 lbs |
| Tender Light Weight | 136000 lbs | 136000 lbs | 90000 lbs | 196000 lbs | 162600 lbs | 179000 lbs | 68700 lbs | 68200 lbs | 64000 lbs | 67000 lbs | 64100 lbs | 120100 lbs | 98000 lbs | 111500 lbs | 90000 lbs | 90000 lbs | 90000 lbs | 98600 lbs | 105000 lbs | 117390 lbs | 117800 lbs | 117400 lbs | 105000 lbs | 70000 lbs | 115000 lbs | |||||||||
| Total Engine and Tender Weight | 316800 lbs | 316800 lbs | 200000 lbs | 422300 lbs | 375000 lbs | 390458 lbs | 155700 lbs | 152050 lbs | 153600 lbs | 156400 lbs | 158300 lbs | 299400 lbs | 259500 lbs | 258700 lbs | 236000 lbs | 251500 lbs | 264000 lbs | 254730 lbs | 278080 lbs | 319750 lbs | 347915 lbs | 318400 lbs | 285800 lbs | 219500 lbs | 300000 lbs | 115000 lbs | ||||||||
| Tender Water Capacity | 7000 gals | 7000 gals | 3200 gals | 8500 gals | 8500 gals | 8500 gals | 2300 gals | 3275 gals | 2425 gals | 3100 gals | 4100 gals | 5500 gals | 8000 gals | 8000 gals | 8000 gals | 8000 gals | 8000 gals | 8000 gals | 6000 gals | 5000 gals | 5000 gals | 5000 gals | 5000 gals | 5000 gals | 5000 gals | 6000 gals | 6000 gals | 6000 gals | 6000 gals | 8000 gals | 6000 gals | 4200 gals | 6000 gals | 2500 gals |
| Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 6 tons | 3300 gals | 3300 gals | 3300 gals | 7.3 tons | 7 tons | 6.5 tons | 6 tons | 6.5 tons | 2500 gals | 3657 gals | 3657 gals | 3657 gals | 3657 gals | 3657 gals | 3657 gals | 12.5 tons | 9 tons | 2500 gals | 6 tons | 6 tons | 6 tons | 9 tons | 8.5 tons | tons | 12 tons | 10.5 tons | 2062 gals | 8.5 tons | 6 tons | 10 tons | tons |
| Minimum weight of rail (calculated) on which locomotive could run | 68 lb/yard | 68 lb/yard | 40 lb/yard | 81 lb/yard | 76 lb/yard | 77 lb/yard | 33 lb/yard | 29 lb/yard | 31 lb/yard | 31 lb/yard | 36 lb/yard | 55 lb/yard | 81 lb/yard | 82 lb/yard | 90 lb/yard | 82 lb/yard | 77 lb/yard | 82 lb/yard | 67 lb/yard | 60 lb/yard | 55 lb/yard | 54 lb/yard | 60 lb/yard | 63 lb/yard | 58 lb/yard | 65 lb/yard | 75 lb/yard | 75 lb/yard | 73 lb/yard | 78 lb/yard | 68 lb/yard | 57 lb/yard | 69 lb/yard | 42 lb/yard |
| Geometry Relating to Tractive Effort | ||||||||||||||||||||||||||||||||||
| Driver Diameter | 57" | 57" | 50" | 57" | 57" | 57" | 45" | 48" | 48" | 48" | 53" | 50" | 51" | 51" | 63" | 55" | 57" | 57" | 57" | 57" | 50" | 57" | 57" | 57" | 57" | 57" | 57" | 57" | 57" | 57" | 57" | 57" | 57" | 42" |
| Boiler Pressure | 200 psi | 200 psi | 140 psi | 200 psi | 160 psi | 180 psi | 140 psi | 130 psi | 130 psi | 130 psi | 140 psi | 180 psi | 180 psi | 200 psi | 200 psi | 205 psi | 200 psi | 200 psi | 195 psi | 180 psi | 180 psi | 180 psi | 180 psi | 180 psi | 180 psi | 200 psi | 210 psi | 180 psi | 210 psi | 170 psi | 180 psi | 180 psi | 200 psi | 130 psi |
| High Pressure Cylinders (dia x stroke) | 21" x 30" (2) | 21" x 30" (2) | 20" x 28" (2) | 23.5" x 32" (2) | 24" x 32" (2) | 24" x 32" (2) | 17" x 26" (2) | 17" x 26" (2) | 17" x 26" (2) | 17" x 26" (2) | 17" x 26" (2) | 19" x 26" (2) | 23" x 30" (2) | 23" x 30" (2) | 23" x 32" (2) | 23" x 30" (2) | 22" x 30" (2) | 22" x 30" (2) | 21" x 30" (2) | 21" x 28" (2) | 19" x 26" (2) | 20" x 26" (2) | 21" x 28" (2) | 15" x 28" (2) | 21" x 28" (2) | 21" x 30" (2) | 17" x 32" (2) | 24" x 32" (2) | 18" x 32" (2) | 23" x 32" (2) | 21" x 30" (2) | 20" x 26" (2) | 21" x 32" (2) | 20" x 26" (2) |
| Low Pressure Cylinders (dia x stroke) | 25" x 28" (2) | 28" x 32" (2) | 28" x 32" (2) | |||||||||||||||||||||||||||||||
| Tractive Effort | 39458 lbs | 39458 lbs | 26656 lbs | 52706 lbs | 43978 lbs | 49475 lbs | 19870 lbs | 17298 lbs | 17298 lbs | 17298 lbs | 16871 lbs | 28721 lbs | 47610 lbs | 52900 lbs | 45679 lbs | 50279 lbs | 43305 lbs | 43305 lbs | 38471 lbs | 33145 lbs | 28721 lbs | 27916 lbs | 33145 lbs | 24868 lbs | 33145 lbs | 39458 lbs | 42321 lbs | 49475 lbs | 45948 lbs | 42914 lbs | 35512 lbs | 27916 lbs | 42088 lbs | 27362 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.13 | 4.13 | 3.60 | 3.71 | 4.17 | 3.72 | 3.93 | 4.00 | 4.31 | 4.36 | 5.05 | 4.57 | 4.07 | 3.71 | 4.72 | 3.92 | 4.25 | 4.53 | 4.20 | 4.36 | 4.57 | 4.64 | 4.36 | 6.09 | 4.21 | 3.93 | 4.26 | 3.64 | 3.83 | 4.35 | 4.59 | 4.88 | 3.95 | 3.65 |
| Heating Ability | ||||||||||||||||||||||||||||||||||
| Firebox Area | 171 sq. ft | 171 sq. ft | 155 sq. ft | 176 sq. ft | 181 sq. ft | 181 sq. ft | 106 sq. ft | 111 sq. ft | 111 sq. ft | 111 sq. ft | 118.50 sq. ft | 149 sq. ft | 215 sq. ft | 215 sq. ft | 212 sq. ft | 310 sq. ft | 180 sq. ft | 252 sq. ft | 143 sq. ft | 143 sq. ft | 149 sq. ft | 159 sq. ft | 165 sq. ft | 165 sq. ft | 152 sq. ft | 183 sq. ft | 157.30 sq. ft | 178.20 sq. ft | 178 sq. ft | 218 sq. ft | 183 sq. ft | 165 sq. ft | 224 sq. ft | 153 sq. ft |
| Grate Area | 30 sq. ft | 30 sq. ft | 27.40 sq. ft | 47.40 sq. ft | 47.40 sq. ft | 47.40 sq. ft | 21 sq. ft | 22.20 sq. ft | 22.80 sq. ft | 22 sq. ft | 18.70 sq. ft | 24 sq. ft | 58 sq. ft | 58.80 sq. ft | 57.60 sq. ft | 53.20 sq. ft | 33.40 sq. ft | 52.34 sq. ft | 29 sq. ft | 29 sq. ft | 24 sq. ft | 29.20 sq. ft | 29 sq. ft | 29 sq. ft | 29.23 sq. ft | 30 sq. ft | 47.40 sq. ft | 47.20 sq. ft | 50 sq. ft | 48 sq. ft | 30 sq. ft | 23.50 sq. ft | 35 sq. ft | 27.40 sq. ft |
| Evaporative Heating Surface | 2190 sq. ft | 2190 sq. ft | 1381 sq. ft | 2844 sq. ft | 2930 sq. ft | 2687 sq. ft | 1120 sq. ft | 996 sq. ft | 986 sq. ft | 987 sq. ft | 1049 sq. ft | 1847 sq. ft | 4130 sq. ft | 2891 sq. ft | 2962 sq. ft | 2616 sq. ft | 2550 sq. ft | 2616 sq. ft | 1790 sq. ft | 1790 sq. ft | 1867 sq. ft | 1779 sq. ft | 1905 sq. ft | 1905 sq. ft | 1905 sq. ft | 2190 sq. ft | 2930 sq. ft | 2950 sq. ft | 2965 sq. ft | 2261 sq. ft | 2190 sq. ft | 1752 sq. ft | 2699 sq. ft | 1376 sq. ft |
| Superheating Surface | 581 sq. ft | 581 sq. ft | 918 sq. ft | 566 sq. ft | 607 sq. ft | 607 sq. ft | 510 sq. ft | |||||||||||||||||||||||||||
| Combined Heating Surface | 2190 sq. ft | 2190 sq. ft | 1381 sq. ft | 3425 sq. ft | 2930 sq. ft | 3268 sq. ft | 1120 sq. ft | 996 sq. ft | 986 sq. ft | 987 sq. ft | 1049 sq. ft | 1847 sq. ft | 4130 sq. ft | 3809 sq. ft | 3528 sq. ft | 3223 sq. ft | 2550 sq. ft | 3223 sq. ft | 1790 sq. ft | 1790 sq. ft | 1867 sq. ft | 1779 sq. ft | 1905 sq. ft | 1905 sq. ft | 1905 sq. ft | 2190 sq. ft | 2930 sq. ft | 2950 sq. ft | 2965 sq. ft | 2771 sq. ft | 2190 sq. ft | 1752 sq. ft | 2699 sq. ft | 1376 sq. ft |
| Evaporative Heating Surface/Cylinder Volume | 182.10 | 182.10 | 135.64 | 177.04 | 174.87 | 160.37 | 163.97 | 145.82 | 144.35 | 144.50 | 153.58 | 216.48 | 286.28 | 200.40 | 192.49 | 181.34 | 193.20 | 198.20 | 148.84 | 159.47 | 218.82 | 188.18 | 169.72 | 332.64 | 169.72 | 182.10 | 348.53 | 176.07 | 314.60 | 146.93 | 182.10 | 185.32 | 210.40 | 145.55 |
| Computations Relating to Power Output (More Information) | ||||||||||||||||||||||||||||||||||
| Robert LeMassena's Power Computation | 6000 | 6000 | 3836 | 9480 | 7584 | 8532 | 2940 | 2886 | 2964 | 2860 | 2618 | 4320 | 10440 | 11760 | 11520 | 10906 | 6680 | 10468 | 5655 | 5220 | 4320 | 5256 | 5220 | 5220 | 5261 | 6000 | 9954 | 8496 | 10500 | 8160 | 5400 | 4230 | 7000 | 3562 |
| Same as above plus superheater percentage | 6000 | 6000 | 3836 | 11092 | 7584 | 10068 | 2940 | 2886 | 2964 | 2860 | 2618 | 4320 | 10440 | 14582 | 13363 | 12978 | 6680 | 12457 | 5655 | 5220 | 4320 | 5256 | 5220 | 5220 | 5261 | 6000 | 9954 | 8496 | 10500 | 9629 | 5400 | 4230 | 7000 | 3562 |
| Same as above but substitute firebox area for grate area | 34200 | 34200 | 21700 | 41184 | 28960 | 38444 | 14840 | 14430 | 14430 | 14430 | 16590 | 26820 | 38700 | 53320 | 49184 | 75625 | 36000 | 59976 | 27885 | 25740 | 26820 | 28620 | 29700 | 29700 | 27360 | 36600 | 33033 | 32076 | 37380 | 43731 | 32940 | 29700 | 44800 | 19890 |
| Power L1 | 4811 | 4811 | 2471 | 10589 | 3479 | 9003 | 2536 | 2362 | 2346 | 2348 | 2972 | 4557 | 5520 | 14410 | 12441 | 12543 | 4966 | 13443 | 3859 | 3816 | 4592 | 4656 | 4159 | 2935 | 4060 | 4905 | 3251 | 3920 | 3372 | 8334 | 4415 | 4661 | 5656 | 2061 |
| Power MT | 260.04 | 260.04 | 226.98 | 477.64 | 167.46 | 431.25 | 286.71 | 301.00 | 277.32 | 274.61 | 307.61 | 306.29 | 250.92 | 647.35 | 509.10 | 561.47 | 238.00 | 604.83 | 210.52 | 232.88 | 308.65 | 317.06 | 253.81 | 170.84 | 256.60 | 279.28 | 158.88 | 192.08 | 168.95 | 393.59 | 238.64 | 301.78 | 299.74 | 181.75 |
