Baltimore & Ohio / Baltimore & Ohio Southwestern / Buffalo & Susquehanna / Buffalo, Rochester, & Pittsburgh / Chicago Terminal Transfer / Cincinnati, Hamilton & Dayton / Cincinnati, Indianapolis, & Western / Coal & Coke / Indian Creek Valley / Morgantown & Kingwood / Pittsburgh & Western / Pittsburgh Junction / Roaring Creek & Belington / Staten Island Rapid Transit 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 105 / E-28a (Locobase 2095)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 220. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Baltimore & Ohio Chicago Terminal Railroad came into B&O possession in January 1910 after the CT had gone into receivership.

They were converted to 0-8-0 switchers between 1929 and 1933 and their numbers changed. In switcher service they lasted until 1959.


Class 11/E-32 (Locobase 2101)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 27, p. 27; and See also the online West Virginia Encyclopedia entry on the Coal & Coke by Donald L Rice at http://www.wvencyclopedia.org/articles/1337 . Works numbers were 24114-24115 in February 1904 and 25098-25099 in February 1905.

Low-drivered Consolidation class one would expect to see on a coal road buried in the West Virginia hills. The WV encyclopedia entry explains that the C&C combined some existing trackage with 107 new miles that opened in 1905.

Rice summarizes what this new railroad meant to the surrounding towns: "When the Coal & Coke Railway was completed, it provided a much needed north-south route through the heart of West Virginia. The Coal & Coke connected with the Western Maryland Railroad at Elkins and with the Kanawha & Michigan at Charleston. The Coal & Coke Railway provided a way for West Virginia coal to get to outlets on the Great Lakes, as well as an alternate route to Atlantic Ocean ports."

The Coal & Coke Railroad was bought by the B&O in 1917, operated by the B&O from 1920 to 1933, when it was absorbed into the B&O system.

A later diagram reflected a reduction in the firebox heating surface to 140.1 sq ft (13.02 sq m), which reduced evaporative heating surface to 1,988 sq ft (184.69 sq m).

This engine class was out of service by 1939.


Class 19/E-33 (Locobase 2102)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 28, p. 225. Works numbers were 27316, 27330 in January 1906; 27720, 27723, 27774 in March; and

28126-28128, 28251-28252 in May.

A dozen Consolidations set the C&C's 2-8-0 tractive power at 42,900 lb each; later locomotives (70-75) shown in Locobases 13905 and 6700 had substantially larger fireboxes and grates and a few more boiler tubes. Compared to those engines, this design's front truck swung a generous 7" (179 mm) to either side.

After the B&O acquired the C&C in 1918, these engines were renumbered 2934-2945 and lasted until 1950.


Class 3 /E-46 (Locobase 13798)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 39, p. 7. See also "'Movies' to Boost a Railroad," Industrial World, Volume 47, No 2 (18 August 1913), p. 976. Works number was 36669 in July 1911,

The ICV began as a Fayette County, Pennsylvania logging road and this little Consolidation would seem to fit that bill. Over time, the ICV's exploitation of the Indian Valley coal seam and its connection with the B & O at Indian Creek gained more of its attention. In 1913, according to the Industrial World reported, "The enterprising men at the head of the little road, which has grown from a logging enterprise into a well managed railroad property with substantial roadbed and standard motive power and rolling stock, are seeking in every possible way to popularize their line for summer resort travel and also to attract investors into the romantic reaches of the Laurel Ridge."

How? "Recently they hit upon the moving picture idea, and had a series of moving pictures placed in the hands of the Western Pennsylvania circuit."

In other words, commercials for the ICV were interspersed among the 2-reelers at the local bijous. The ICV soon gained the notice of other railroads: "Austin Gallagher, industrial commissioner of the Western Maryland, dropped into a moving picture house at Connellsville the other night and got a glimpse of the Indian Creek screens, which happened to be on the bill that night."

The IW allows the the Connellsville Courier to relate the result:

"The idea struck Mr. Gallagher forcibly as the views along the Indian Creek Valley Railroad were shown. The industrial commissioner was keenly disappointed that more of the pictures were not shown and regretted that he could not remain for another evening to get a glimpse of a further installment.

"'I believe this would be just the thing to advertise our route,' said Mr. Gallagher. Mr. Gallagher said he would suggest that the passenger department communicate with the men who took the Indian Creek views, and have them take the Western Maryland pictures."

The IW assessed the initiative in another perspective, saying it all "...goes to show that in rai1roading, as in other lines, the big fellows haven't a corner on all the bright ideas."

Chartered in 1902 to link Indian Creek to Rockwood, Pa some 55 miles away, the ICV never achieved that ambition; in 1920, the railroad had reached Jones Mill, which lay 23 miles from Indian Creek on the Youghiogheny River. The B & O took over the road in 1928, renumbered the 3 as 440 and placed it in its own E-46 class. The 440 was scrapped in 1934.


Class 5/13/E-33 (Locobase 16198)

See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 26, p. 149. See also the entry on the Coal & Coke Railway on "Abandoned: the Story of a Forgotten America" at http://abandonedonline.net/locations/railroads/coal-and-coke-railway/, last accessed 3 June 2016. Works numbers were 23169 and 23179 in November 1903.

Former West Virginia senator Henry Gassaway Davis founded the Coal & Coke Railway in 1902 to connect the Chesapeake and Ohio Railroad and the Kanawha and Michigan Railway at Charleston to the West Virginia Central & Pittsburg Railway (WVC&P) near Elkins. His goal was to exploit large coal seams and virgin pine forests.

The RC&B was one of Davis's short lines (once he sold the WVC&P in 1902) and he ordered two new Consolidations to operate on the 12 mile road. None of the usual sources credit the RC&B with this purchase and the Baldwin specs show that the tenders were lettered for the Coal & Coke, but Gene Connelly's rosters insist on the RC&B.

The RC&B grew through a merger with the bankrupt Roaring Creek & Charleston and reached 17.8 miles. Although the corporate union of the RC&B and the C&C didn't occur until 1919, operations were unified by 1905 and the 5 and 6 received C&C numbers 13 and 14.

As Consolidations, this middle-sized pair shared its dimensions with small studs in several other parts of the country. They had long working lives on the C&C and later on the B&O before being sold in March 1946 to the Interstate Railroad.


Class 70/E-34 (Locobase 13905)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volumes 41, p.101 and Volume 48, p. 230. Works numbers were 38178-38179 in August 1912, 40669-40670 in September 1913

These Coal & Coke Consolidations followed the same power dimensions as the earlier batches (Locobase 2102), but had a few more fire tubes and quite a bit more grate area. They also abandoned the inside Stephenson gear for the outside Baker radial gear.

The second pair introduced significant changes in the swing-bolster truck. Wheel diameter dropped 2" to 28", the swing bolster now had a center bearing, and the swing to either side increased from 2" (50.8 mm) to 4 3/4" (121 mm). They also changed the supplier of the two 3" (76.2 mm) safety valves to Coale

Two years later, Baldwin added two more that had a little less heating surface area; see Locobase 6700.

2946 was retired in March 1939. The other three continued in service all through World War II. Retirements then came to 2948 in May 1947 and 2947, 2949 in June 1949.


Class 74/E-35 (Locobase 6700)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 50, pp. 180+. Works numbers were 41414-41415 in May 1914.

These Consolidations were virtually identical to the four supplied to the C&C in 1912-1913 (Locobase 13905). The pair faced the same operating environment in which the sharpest main line curves were 16 degrees, the tightest branch-line curves were a tight 32 degrees. Grades rose at a relatively modest 86 feet to the mile (1.6%).

Compared to the 70 class, this pair's spec changes included greater firebox heating surface area owing to a 6 1/2" (165 mm) deeper firebox; front sheet height increased to 78 1/2" (1,994 mm), rear sheet lengthened to 70 1/2"(1,778 mm). The modified swing bolster truck introduced in 72-73 also appeared in this pair.

The B&O's diagram showed a 30 sq ft (2.79 sq m) decrease in firebox heating surface area to 155 sq ft (14.12 sq m), which dropped the evaporative heating surface area to 2,662 sq ft (247.4 sq m).

2950 was retired first in September 1939. 2951 operated throughout World War II before being scrapped in November 1948.


Class 80E-36 (Locobase 2104)

Data from Record of Recent Construction #98 (Baldwin Locomotive Works, 1920), p. 3-4 and Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 53, pp. 383+. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 43564-43565 in June 1916.

Slightly enlarged versions of earlier Baldwin-built Consolidations delivered to the Coal & Coke Railroad. Photograph shows a stocky profile with 11" (279 mm) piston valves, small domes. The C&C's profile had a relatively modest maximum grade of 86 feet/mile (1.6%).

These two engines were renumbered 2952-2953 when the B & O bought out the C & C in 1918.

2953 was retired before World War II (June 1940) while 2952 served until December 1949.


Class Class C (Locobase 2030)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 934-937 in October 1887.

Small Pittsburgh and Western standard-gauge Consolidation. B&O Class E odd, 350-351.

According to Rumary, 62-63 went to the Baltimore & Ohio as the 351 and 353. 86 wound up on the Ursina & North Fork in Pennsylvania.


Class Class E/E-26 (Locobase 2022)

Data from "Heavy Consolidation for Pittsburgh Junction Railroad," Railway and Locomotive Engineering, Volume VIII, No 5 (May 1895). p. 288. See also Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details.Builder information from B Rumary list supplied by Allen Stanley in March 2004. Rumary credits eight with 21x28" cylinders, but given the consecutive works numbering, it's more likely that the two had the same power dimensions. Works numbers were 1545-1546 in March 1895.

Very low-drivered Consolidation originally delivered to the PJ short line. Its large boiler and cab visually overpower the small drivers in a Smithsonian Institution photograph. The R&LE report states that the design was "a very symmetrical one in outline, with no 'notions' about her; she is as near as possible a standard 'Pittsburgh'". If "standard" includes the small clerestory over the cab, then Locobase can't disagree.

Renumbered and reclassified as E-26 in 1902 by the B&O.


Class Class H (Locobase 2031)

Pittsburgh and Western standard-gauge Consolidations built in at least two batches and probably totalled more than 9. B&O Class E-20, 1759, 1760-1761, 1763, 1765.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1571-1572 (August 1895), 1715 (June 1897), 1836, 1838 (July 1898).

Three -- 63, 67, and 88 -- were classed E-20a, 1756, 1762, 1764 and used 21x28" cylinders. The works numbers were 1545 (March 1895), and 1835, 1837 (July 1898), which shows that they were produced at the same time as the others.


Class Class H-1 /E-22 (Locobase 2032)

These standard-gauge Consolidations were repeats of the 1899 batches, but weighed about 2 tons more. B&O numbers were 1950-1954.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 2205-2209 (February 1901).


Class Class H-3 (Locobase 2033)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 2112-2113 (June-July 1900).

Standard-gauge Consolidations built as compounds with 23" HP and 35" LP cylinders; later modified as simple-expansion locomotives as shown in the specifications. B&O Class E-21b, 1941-1942.


Class E (Locobase 1443)

The SIRT's most powerful locomotive, this Wooten-boilered "brute" operated on the SIRT until 1945. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).


Class E / E-30 (Locobase 6565)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005. Works numbers were 25531-25532, 25555, 25576, 25585-25586 in April 1905; 25626, 25641-25642, 25656-25657, 25663, 25681-25682, 25693 in May.

This class had an unusual diameter/stroke ratio in its cylinders. For some reason, the CH & D wanted small-bore. Perhaps the relatively small volume was a reason for the relatively early retirement dates. The B & O withdrew 1732-1733 in 1929 while the rest didn't go until 1933.


Class E-11a (Locobase 5871)

Summarized in a description of several locomotive classes recently delivered to the Baltimore & Ohio in American Engineer, Car Builder and Railroad Journal (AERJ) in 1895.

This was the larger of two Consolidation designs delivered at the same time, according to AERJ.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2345-2354 (August 1898).


Class E-14 (Locobase 3147)

Data from McShane (1899) and showing an engine that was probably a follow-on class to those described in Locobase 5872. See also DeGolyer, Volume 21, pp. 85 and 169

15345-15350, 15353-15357, 15359-15367 in June 1897; 15665-15669, 15674-15678 in January 1898; 15735-15744 in February; and 16140-16154 in August.

Heavy freight engine of the 1890s.

Most of the class began and ended their 30-year careers on the B & O and were retired in the 1920s. For some reason, 1294 lingered long enough to be leased in 1942 to the Strouds Creek & Muddlety; the West Virginia shortline struck out from the B & O at Allingdale, WVa and traveled its 5.7 miles up and over a divide to Tioga in Nicholas County. After its return, the engine was retired in December 1951.

Two other E-14s -- 1527 and 1529 -- were sold to the Buffalo Creek & Gauley in 1925 and April 1946 as the BC & G's 6 and 7. Both were retired 1953. The BC & G website -- http://www.buffalocreekandgauley.com/LOCOMOTIVES/Locomotives.html -- notes that the 1526 was on the BC & G's roster in 1944 and speculates that it may have been leased for a time but never actually purchased or renumbered.


Class E-16 (Locobase 12591)

Data from "The Year in Locomotive Construction", Daily Railway Age (14 June 1899), pp. 9-16 , esp. p.12-13. Works numbers were 1863-1871 in October 1898; 1872 in November; 1886; 1887-1892 in December; 1893-1904 in January 1899; 1905-1916 in February; 1917-1925 in March; 1926-1932 in April; 1933-1935 in May

Very similar to the Baldwin Consolidations that immediately preceded the class, this much larger order was fulfilled by Pittsburgh over a two-year period.

NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface


Class E-17 / E-17a (Locobase 6563)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005 and from DeGolyer, Volume 21, p. 271.. Works numbers were 16191-16195 in September 1898.

The class was later rebuilt with 21"-diameter cylinders and about 6 sq ft more direct heating surface. They were nearly repeats of the 1896 E-13s (1630-1639), but had slightly longer, but slightly shallower fireboxes.

1642 retired in 1923, 1641 and 1644 in 1925, 1643 in 1926, and 1640 in November 1928.


Class E-18 (Locobase 3928)

Railroad Gazette (15 June 1900) profiles this large class, which was intended to be a good deal larger. See also DeGolyer, Volume 22, p. 250-251. Works numbers ran as follows: 17406-17407 in January 1900; 17437-17438, 17496-17497 in February; 17527-17530, 17575-17577 in March; 17642-17643, 17671-17678, 17697, 17711-17713 in April; 17733-17736, 17769-17770 in May; and 17816-17817, 17851-17852, 17867-17868 in June.

RG notes that the original plan was to build to the same design 165 engines for the Baltimore & Ohio, 60 for the Union Pacific, and 10 more for the Kansas City, Pittsburgh & Gulf. But along the way 24 of the B&O order received Wootten wide-firebox boilers in a camelback arrangement. Within a year, according to Drury (1993), that layout accounted for a total of 111 locomotives. Two more E-18s were delivered with Vanderbilt boilers with a corrugated, cylindrical firebox. (These were E-19s 1939-1940).

The 39 shown here were delivered as Vauclain balanced compound conventional-cab Consolidations operated for years, the last being retired in 1936.


Class E-19 (Locobase 4142)

Data from "The Vanderbilt Boiler,", Railroad Gazette, Volume XXXIII, No 19 (10 May 1901), pp. 316- 317; and DeGolyer, Volume 30, pp.30+. Works numbers were 17958 and 17978 in July 1900.

These Vauclain compounds were delivered with Vanderbilt boilers with a corrugated, cylindrical firebox. Compared to the E-18s, these engines had much bigger boilers, but the grate area and firebox heating surface area were much smaller. The Vanderbilt design might have appealed because of its lack of staybolts, and RG's enthusiastic report of coal savings suggested a bright future.

The limitations in the expandability of a cylindrical firebox design, especially in combination with the forest of narrow fire tubes spaced 5/8" (15.875 mm) apart that the design encouraged, doomed the unorthodox approach to a very short-lived career. Both were rebuilt in 1904 as conventional-firebox, simple-expansion (21" x 30") E-19a; 1939 was retired in 1929, 1940 in 1933.

See also Bruce's comment under the Union Pacific engines.(entry 2851).


Class E-19A (Locobase 12627)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 25, p. 100. Works numbers were 21842, 21859, 21875, 21883 in March 1903; 21898, 21927, 22021 in April.

Locobase 6564 shows the Vauclain compounds (as converted to simple expansion) while this entry shows the only group of Consolidation camelbacks delivered with simple-expansion cylinders. They had slightly more cylinder volume and smaller drivers.

Like the others in this larger group of camelbacks, the seven were retired in 1925 (4) and 1933 (3).


Class E-19A (Locobase 12628)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 22, p. 250. Works numbers were

1900

17578, 17586-17589, 17598-17601, 17621-17623 in March; 17639-17641 in April; 17912-17913, 17930, 17934-17938 , 17957-17958, 17978, 17982, 17990-17993 in July; 18001-18003, 18024-18025, 18044-18048, 18076 in August; 18094, 18120-18122, 18160, 18177-18178, 18228-18229 in September; 18275-18277 in October; 18374, 18392-18394 in November; 18416-18418, 18441, 18466-18467, 18500-18503 in December.

1901

18533-18537, 18628-18630, 18651-18661 in January; 18706-18711 in February; 18725, 18736-18740 in March; 18975-18976, 19001-19006, 19030-19033 in May; 19083-19086, 19099-19102 in June.

Five were originally delivered to the Cleveland Terminal & Valley as their 1-5; works numbers were 19501-19503 in August 1901, 19518-19519 in September.

During the period that the two E-18s were completed as Vanderbilt-firebox oddities (Locobase 4142), another 109 Camelbacks were delivered as Vauclain compounds with 15 1/2" diameter HP cylinders and 26" diameter LP cylinders. As with all Wootten-type fireboxes, the ratios can seem weirdly skewed but the overall performance is in the middle of the pack. Seven more were supplied by Baldwin as simple engines in 1903 (works numbers were 21842, 21859, 21875, 21883 in March 1903; 21898, 21927, 22021 in April).

By 1905, compounding was no longer seen as an answer and the entire class was simpled; see Locobase 6564. .


Class E-19A - simpled (Locobase 6564)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005. Works numbers were:

1900

17578, 17586-17589, 17598-17601, 17621-17623 in March; 17639-17641 in April; 17912-17913, 17930, 17934-17938 , 17957-17958, 17978, 17982, 17990-17993 in July; 18001-18003, 18024-18025, 18044-18048, 18076 in August; 18094, 18120-18122, 18160, 18177-18178, 18228-18229 in September; 18275-18277 in October; 18374, 18392-18394 in November; 18416-18418, 18441, 18466-18467, 18500-18503 in December.

1901

18533-18537, 18628-18630, 18651-18661 in January; 18706-18711 in February; 18725, 18736-18740 in March; 18975-18976, 19001-19006, 19030-19033 in May; 19083-19086, 19099-19102 in June.

Five were originally delivered to the Cleveland Terminal & Valley as their 1-5; works numbers were 19501-19503 in August 1901, 19518-19519 in September.

During the period that the two E-18s were completed as Vanderbilt-firebox oddities (Locobase 4142), another 109 Camelbacks were delivered as Vauclain compounds with 15 1/2" diameter HP cylinders and 26" diameter LP cylinders. Seven more were supplied by Baldwin as simple engines in 1903 (works numbers were 21842, 21859, 21875, 21883 in March 1903; 21898, 21927, 22021 in April).

By 1905, compounding was no longer seen as an answer and the entire class was simpled to the configuration shown here. As with all Wootten-type fireboxes, the ratios seem skewed but the overall performance is in the middle of the pack.


Class E-23 (Locobase 9477)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, February 1903, p. 90.

For some reason, Sinclair does not include wheelbases or the tender's loaded weight. In any case, these were unusual Consolidations on the B & O for a couple of reasons. First, they were built by Schenectady, not Baldwin, and second, they were quite a bit bigger than other contemporary 2-8-0s in B & O service.


Class E-24 (Locobase 4796)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005.

See Railway and Locomotive Historical Bulletin #124 for a full account of this, the most numerous single class built by the Pennsy (or any other US railroad). As Richard D. Adams explains, these locomotives dated from the days when the Pennsylvania Railroad controlled the Baltimore & Ohio (1901-1906). As such, they were duplicates of the Pennsy's H-6 class and were among the few B&O engines with Belpaire boilers. Most were later superheated as H-6sb (New EHS was 2,140 sq ft to which was added 378 sq ft of SHS -- 15% of the total)

Pittsburgh, Richmond, and Rogers each supplied engines from 1902-1904.

148 built from 1906-1908. ALCO-Pittsburgh constructed 90, Baldwin 25, and Juniata 33.

In1911, the B & O ordered a special 2-6-8-0 based on these Consolidations. Using the E-24 to power the rear cylinders, the B & O bought another boiler and engine set that had a feedwater heater with 369 2" tubes of much shorter length (8 feet 3 inches) and a total heating service area of 1,594 sq ft. The LP cylinders under this boiler section had 34" diameters.

Thirty-one E-24s became E-24a in 1930 when they were fitted with Walschaerts gear and piston valves. These endured until 1951-1956.


Class E-26 - simpled (Locobase 16201)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Data from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 21, p. 248 and "New Freight Locomotives for the Baltimore & Ohio Southwestern," Engineering News, Volume 40, No. 17 (27 October 1898), p. 262. Baldwin works numbers were 16232-16233 in September 1898.

These were delivered as Vauclain compounds in which each of two 12" (305 mm) piston valves served a set of one high-pressure and one low-pressure cylinder. The valve alternated between supplying live steam to the HP cylinder and that cylinder's exhausted steam to the larger LP cylinder.


Class E-26 simpled (Locobase 2021)

Data from B&OSW 10-1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See also Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details.

Sturdy, powerful freight engines that entered service as Vauclain compounds; see Locobase 16199.

Converted to simples soon after they entered service. Renumbered and reclassified as H-2s in 1900 by the B&O and ran until 1936, except for the 1586, which ran until 1945.


Class E-27 (Locobase 2885)

Data from a table in the June 1906 issue of AERJ, with additional information from J Snowden Bell (1912). (Bell shows a locomotive with two fewer tubes, 194,000 lb weight on the drivers, 217,000 engine weight, and Baker valve gear.)

By far the largest single class of Consolidations built for the B&O. Schenectady and Richmond both supplied locomotives over a five-year period with Schenectady delivering the first 134 and Richmond supplying the last 75.

One of the two superheated updates of this class in found in Locobase 3095. The last of these retired in 1959.


Class E-27b - 2 1/4"" tubes (Locobase 14451)

Data from B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

When Richmond resumed production in 1909 of this large class of 22"x 30" Consolidations (see Locobase 2885 for the first 205), its first 84 locomotives were essentially repeats of the 1905 design. Tube diameter remained 2 1/4" (57.15 mm) and the count only dropped by two. One change was the use of outside Walschaert radial valve gear in place of the inside link motion.

The next 120 would adopt a new arrangements of tubes; see Locobase 11373. Many E-27s were superheated; see Locobase 3095.


Class E-27b - 2"" tubes (Locobase 11373)

Data from "Equipment & Supplies", Railway Age Gazette, Vol XLVIII, No 19 (13 May 1910), p. 1240 and B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The RAG report simply notes the order, but does not comment on the fact that the boiler in these Consolidations now held almost four dozen more tubes of a smaller diameter than any of the E-27 class that had preceded them.


Class E-27ca (Locobase 3095)

Although the E-27s were delivered without superheaters, many were later converted. This set of specifications is the result, as detailed in a comparison of B&O locomotives in Railway Age 11 July 1931 and supplemented B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

E-27a and E-27b saturated-boiler locomotives were converted to superheated engines, some more than once. When the E-27bs received 25-element superheaters but retained their 22" cylinders, they were redesignated E-27c. When that design was modfied with the installation of 24" cylinders, they became E-27ca. One E-27b (2722) was retrofitted with Caprotti poppet valves and redesignated E-27j.

The amount of superheat isn't dramatic, but it doubtless made some difference. One E-27--2794--was refitted with yet another superheated boiler. The superheater now consisted of 34 5 1/2" flues with elements contributing 743.5 sq ft (69.1 sq m) to the overall heating surface area. The firebox now held a thermic syphon that added 46.8 sq ft (4.35 sq m) to the direct heating surface area. Small tube count dropped by 38 to accommodate the larger superheater. The overall result was very nearly the same evaporative heating surface area (now down slightly to 2,257.8 sq ft or 209.75 sq m), but the ratio of superheat to overall heating surface area zoomed to 24.8%). Boiler pressure increased by 10 psi.

Most E-27s were rebuilt as L-2 0-8-0s in 1924-1929.


Class E-29 (Locobase 2050)

This largest group of Cincinnati, Hamilton, & Dayton Consolidations was built by Brooks (401-402, 404-419) and Baldwin (420-434). 400-401 were not renumbered by the B&O, but 404-434 received 1706-1736. All were retired by 1937.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Note that the Brooks locomotives had 304 tubes rather than the 299 shown in the specs. Their total evaporative heating surface amounted to approximately 2,380 sq ft.


Class E-31 (Locobase 2051)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005.

The last group of Consolidations built for the Cincinnati, Hamilton, & Dayton, these engines were renumbered by the B&O as 2914-2933.


Class E-37 (Locobase 2107)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works number was 27897 in April 1906.

Morgantown & Kingwood Railroad had 18 miles of hills south of Morgantown in West Virginia. The B&O bought it in February 1920 and erased the name in 1922. This low-drivered Consolidation was renumbered 413, later 588, and ran until 1946.


Class E-38 (Locobase 2108)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005. See also DeGolyer, Vol 62, pp. 74. Works number was 48895 in June 1918.

M&K Railroad Consolidation of stubby profile. Although it had the same power dimensions as the #8 (later B & O class E-40) shown in Locobase 2110 , this was a smaller locomotive in all respects except for weight. 12" (305 mm) piston valves supplied the cylinders. Firebox heating surface area later reduced to 195.7 sq ft (18.2 sq m), leading to a commensurate drop in evaporative heating surface to 1,992 sq ft (185.13 sq m)

Renumbered 414 and retired by 1939.


Class E-39 (Locobase 2109)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volumes 26, p. 34 and 29, p. 59. Works numbers were 22575 in July 1903 and 23301 in December.

Relatively light M&K Railroad Consolidations. Renumbered 415-416 and retired by 1947.


Class E-40 (Locobase 2110)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005. Works numbers were 30086 in February 1907; 30667 in April; 32128, 32153 in November; 33679 in August 1909, 33734 in September..

The heart of the M&K Railroad Consolidation roster in 1920. The first four were delivered in 1907, the last two in 1909. Renumbered 417-422 and retired by 1947 (first 4), 1938 (last 2).


Class E-41 (Locobase 2072)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005. See also DeGolyer, Vol 55, p. 238+. Works numbers were 42870-42879 in February 1916.

Rail weights were 56-70 lb/yard (28-35 kg/metre), grades ascended as high as 1.3% and curves arced around at 16 degrees. Twelve-inch (306 mm) piston valves let steam into the cylinders. Firebox heating surface included 21.4 sq ft (2 sq m) in three arch tubes.

Consolidations renumbered by the B&O to 425-434 in 1927 and 590-599 in 1943. The first of these to be scrapped went in September 1948 (592-593) and the last was broken up a year later in September 1949 (597).


Class E-44 (Locobase 2075)

Consolidations riding on relatively high drivers. These were renumbered by the B&O to 437-438 in 1927 and retired in 1929.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).


Class E-45 (Locobase 2076)

Big Consolidation with a long-stroke cylinder layout. s riding on relatively high drivers.This was renumbered by the B&O to 439 in 1927 and retired in 1934.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).


Class E-60/E-60a (Locobase 2083)

The class lasted until 1955-57. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Raildata collection May 2005.

Similar to the BR&P X-class Consolidations, but fitted with much smaller drivers. Brooks delivered 123-125 (later E-60A) in 1904 and followed with 126-134 (1905) and 135-143, 147, 148 (1906). Pittsburgh contributed 149-158 in 1907, and Brooks finished the class with 159-168 in 1908.

NB: Railway Age Gazette of 28 January 1910 (p. 214) reported that the B & S had contracted for 10 Consolidations from Alco (works not specified). These were to have 375 2" tubes and a total evaporative heating surface of 2,676 sq ft. Locobase cannot determine if these were considered to be E-60b locomotives.

43 survivors were renumbered by the B&O from 3100-3142.


Class E-8 (Locobase 12069)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p. 182. Works numbers were 12515-12516, 12520, 12522-12523, 12529-12531, 12536, 12545 in March 1893; 13349, 13365-13366, 13377 in April; 13528-13530, 13533-13536, 13545-13546, 13548-13552 in June; 13568, 13574 in July.

This set of 30 2-8-0s was one in a series of Consolidation batches supplied by several builders that shared most of the important dimensions. The E-8s enjoyed long careers, although the first few were retired in 1923 and a few more in 1928. Most, however, were scrapped in the late 1930s and throughout the 1940s.

1214 took a detour in 1942 when it was leased by the Strouds Creek & Muddlety in West Virginia; numbered 200, the engine operated on the SC & M for 2 years. 1239 was sold to the Middle Creek Railroad (also in West Virginia) in 1942. It was scrapped in 1951 after the MC RR was abandoned.


Class E-9 (Locobase 11687)

Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 16, p. 6.

Works number was 10759-10769 in April 1890.

After service with the B & O, some of these Consolidations had second careers. 1201 went to the Cheswick & Harmar, 1206 and 1210 were sold to the Winchester & Western. The C & H served western Pennsylvania and supplied Duquesne Power & Light in particular. The Ol' Weak & Weary operated between Winchester, WVa and Wardensville.


Class H-1/E-26 (Locobase 2020)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Data from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 21, p. 248. Baldwin works numbers were 16184-16185, 16226-16231 in September 1898. See Locobase 2017 for the origins of the B & OSW.

Size and number make this a classic Consolidation class. The B&O reclassified them as E-26 in 1900 and ran them for 30 years. 1542-1543 were scrapped in 1928, 1537-1538 and 1540-1541 retired in 1933, and 1539 and 1544 were scrapped in 1935.


Class H-1/E-26 compound (Locobase 16200)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Data from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 21, p. 248 and "New Freight Locomotives for the Baltimore & Ohio Southwestern," Engineering News, Volume 40, No. 17 (27 October 1898), p. 262. Baldwin works numbers were 16232-16233 in September 1898.

These were delivered after the eight H-1s simple-expansion locomotives (as Vauclain compounds in which each of two 12" (305 mm) piston valves served a set of one high-pressure and one low-pressure cylinder. The valve alternated between supplying live steam to the HP cylinder and that cylinder's exhausted steam to the larger LP cylinder.

They were soon simpled as hybrids of the earlier


Class H-2 compound/E-26A (Locobase 16199)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. See also DeGolyer, Volume 22, p. 79. Works numbers were 16232-16233 in September 1899; 16531-16534 in 1899; 16549-16559, 16596-16610 in March; and 16648-16655 in April.

Five months after the first of the Vauclain compound Consolidations built with the longer stroke (Locobase 2021), these slightly enlarged examples entered series production.

Converted to simples soon after they entered service; see Locobase 2020.


Class H/E-25 (Locobase 2019)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive Raildata collection May 2005. See Locobase 2017 for the origins of the B & OSW.

Low-drivered Consolidations that were reclassified E-25 on the B&O in 1900 and ran until 1934. .


Class P/ E-51 (Locobase 2610)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899).

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 numbers 2230-31, 2234, 2236, 2239, 2243, 2246, 2248, 2295-96, /road #117-126, 2-8-0s began delivery in February and May 1893 with works numbers 2413-2420 (128-135) following in March 1894.

Buffalo, Rochester, & Pittsburgh class with "improved" Belpaired boiler typically long and narrow and a firebox with 15.7 sq ft of arch pipes. Note the very small drivers for a standard-gauge engine.

Only 6 passed into B&O hands in 1932: 117, 120, 121, 123, 129, 131, and 135 became 3004-3006 respectively.

Locobase summarizes the successor railroads for some of the others because he's fascinated by the variety of destinations.

118 eventually wound up on the Tennessee Railroad;

119 on the Marinette, Tomahawk & Western;

122 to the Gosa-Steele Lumber Co as their 404;

124 was sold to the Nahma & Northern;

125 to the J. W. Wells Lumber Co., Monominee, Michigan;

126 went to the Plattsburgh Railway as their #2;

128 went to the New York & Pennsylvania

130 was owned successively by the Kosciusko & Southern in Mississippi and Georgia's Gainesville Northwestern.

133 wound up on the Pittsburgh & Susquehanna

The others were sold for scrap.


Class V (Locobase 4149)

Data from Railroad Gazette 13 September 1901. Works number was 19198 in July 1901.

One of the few engines built with a Vanderbilt boiler, this engine had all the earmarks of the unusual design. Cylindrical firebox with relatively small heating surface and lots of boiler tubes.

See Locobases 4104 and 5257 entries for further comments on the Vanderbilt boiler.


Class V-2/V-3/V-4 (Locobase 2062)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 36, p. 178-179. The 1902 locomotives formed the V2 class, the 1903 engines were dubbed V3. Works numbers were 20261, 20310-20311 in April 1902; 20719-20720 in July 1902; 22232, 22260, 22268 in May 1903; 22352, 22427 in June 1903; and 23215-23216, 23230, 23273, 23277 in November 1903.

High-boilered Consolidation series that varied from the Xs (Locobase 9480) by having a larger cylinder diameter and slightly smaller drivers. In most other respects, these Baldwins were smaller than the Brooks-built Xs, but still represented a typical Consolidation in size for its time. B&O classes E-58/-58a/-58b, numbers 3083 to 3096; all retired by 1936.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).


Class X/X-2/X-3/X-4 - saturated (Locobase 9480)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, April 1903, p. 187. 2004. Also see "Comparative Service Tests of Locomotives," Railway Age Gazette (Vol. 53, No 11, 13 September 1912), pp.469-472. Works numbers were 26460-26468 in Febuary 1902 and 26469 in January; 26554-26563 in October 1902; 27748-27767 in May 1904; 30126-30135 in October; 30385-30389 in January 1905; 37755-37774 in July; 40672-40677 in October 1906; 42441-42454 in June 1907;44540-44542 and 44543-44549 in November; 46400-46407 in August 1908; 46652-46655 in September.

High-boilered Consolidation series built from 1902 to 1909. According to Sinclair's Twentieth Century Locomotives, written in 1902, the design "...embraces the ideas of C E Turner, the superintendent of motive power." They used piston valves instead of the more typical slide valves.

The superheated modification appears in Locobase 2061.


Class X/X-2/X-3/X-4 - superheated (Locobase 2061)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and data from 1942 L & A diagram book supplied by Allen Stanley from his extensive Raildata collection in March 2004. Also see "Comparative Service Tests of Locomotives," Railway Age Gazette (Vol. 53, No 11, 13 September 1912), pp.469-472.

High-boilered Consolidation series built from 1902 to 1909 and shown in Locobase 9480. The tests described in the September 1912 RAG featured a boiler design that appears to have been shared with the superheated Atlantic (Locobase 9637) tested in the same year. Compared to the savings recorded in the 4-4-2s, those of the 2-8-0 were more that 100% greater. That is, whereas the Atlantic showed a 22% advantage in the superheated design, the superheated Consolidation used 47% less coal and water per ton-mile than the saturated variant.

Although assembled into many subclasses during the B&O renumbering, the design was essentially unchanged over the production run. The X-6 engines (12 in all) weighed slightly more. B&O classes E-52 to E-57a, numbers 3000 to 3070; somo X-3, X-4 engines lasted until 1950. Three were sold to the Louisiana & Arkansas as engine number 241-243.


Class unknown (Locobase 5872)

Summarized in a description of several locomotive classes recently delivered to the Baltimore & Ohio in American Engineer, Car Builder and Railroad Journal (AERJ) in 1895.

Quite a bit smaller in every dimension than the 10 described in Locobase 5871. However, the tubes were slightly longer. Brian Rumary's list of Richmond works numbers sets the production date as August 1896 and works numbers 2552-2576.

Specifications by Steve Llanso of Sweat House Media
Class105 / E-28a11/E-3219/E-333 /E-465/13/E-33
Locobase ID2095 2101 2102 13798 16198
RailroadChicago Terminal Transfer (B&O)Coal & Coke (B&O)Coal & Coke (B&O)Indian Creek Valley (B & O)Roaring Creek & Belington (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class641212
Road Numbers105-110 /1966-1971 / 794-79911-12, 15-16/40-43/1737-174019-20, 23-30/52-61/2934-29453 / 4405-6/13-14/2934-2935
GaugeStdStdStdStdStd
Number Built641212
BuilderBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoBaldwinBurnham, Williams & Co
Year19011904190619111903
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.67'14.25'14.25'13.67'14.25'
Engine Wheelbase23.42'22.33'22.83'21.83'22.83'
Ratio of driving wheelbase to overall engine wheebase 0.63 0.64 0.62 0.63 0.62
Overall Wheelbase (engine & tender)50.08'53.12'51.17'53.12'
Axle Loading (Maximum Weight per Axle)45000 lbs
Weight on Drivers168000 lbs128600 lbs167600 lbs127700 lbs159800 lbs
Engine Weight190290 lbs142800 lbs184000 lbs143900 lbs175900 lbs
Tender Light Weight110000 lbs120000 lbs105000 lbs80000 lbs120000 lbs
Total Engine and Tender Weight300290 lbs262800 lbs289000 lbs223900 lbs295900 lbs
Tender Water Capacity6000 gals6000 gals6000 gals4000 gals6000 gals
Tender Fuel Capacity (oil/coal)6 tons tons
Minimum weight of rail (calculated)70 lb/yard54 lb/yard70 lb/yard53 lb/yard67 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"50"51"51"51"
Boiler Pressure220 psi180 psi190 psi180 psi190 psi
Cylinders (dia x stroke)22" x 28"21" x 26"22" x 28"20" x 24"22" x 28"
Tractive Effort49691 lbs35086 lbs42915 lbs28800 lbs42915 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.38 3.67 3.91 4.43 3.72
Heating Ability
Firebox Area172.50 sq. ft166 sq. ft200 sq. ft162 sq. ft200 sq. ft
Grate Area46.75 sq. ft33.40 sq. ft37.20 sq. ft32.90 sq. ft37.20 sq. ft
Evaporative Heating Surface2786 sq. ft2022 sq. ft2630 sq. ft1971 sq. ft2630 sq. ft
Superheating Surface
Combined Heating Surface2786 sq. ft2022 sq. ft2630 sq. ft1971 sq. ft2630 sq. ft
Evaporative Heating Surface/Cylinder Volume226.15194.00213.49225.86213.49
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation102856012706859227068
Same as above plus superheater percentage102856012706859227068
Same as above but substitute firebox area for grate area3795029880380002916038000
Power L155384104475948764759
Power MT290.69281.42250.40336.72262.62

Specifications by Steve Llanso of Sweat House Media
Class70/E-3474/E-3580E-36Class CClass E/E-26
Locobase ID13905 6700 2104 2030 2022
RailroadCoal & Coke (B&O)Coal & Coke (B&O)Coal & Coke (B&O)Pittsburgh & Western (B&O)Pittsburgh Junction (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class62242
Road Numbers70-73/2946-294974-75/2950-295180-81/2952-295371-74 / 85-86, 62-638-9
GaugeStdStdStdStdStd
Number Built62242
BuilderBaldwinBaldwinBaldwinPittsburghPittsburgh
Year19121914191618871892
Valve GearBakerBakerBakerStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.25'14.25'14.25'14'
Engine Wheelbase23.08'23.08'23.25'22.08'
Ratio of driving wheelbase to overall engine wheebase 0.62 0.62 0.61 0.63
Overall Wheelbase (engine & tender)55.81'55.79'55.83'52.45'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers162000 lbs159850 lbs176000 lbs148000 lbs
Engine Weight180000 lbs177850 lbs198800 lbs94000 lbs160000 lbs
Tender Light Weight125000 lbs125000 lbs131200 lbs79000 lbs
Total Engine and Tender Weight305000 lbs302850 lbs330000 lbs239000 lbs
Tender Water Capacity7000 gals7000 gals7000 gals3500 gals
Tender Fuel Capacity (oil/coal)14 tons14 tons17 tons tons tons
Minimum weight of rail (calculated)68 lb/yard67 lb/yard73 lb/yard062 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"51"52"50"50"
Boiler Pressure190 psi190 psi190 psi145 psi170 psi
Cylinders (dia x stroke)22" x 28"22" x 28"23" x 28"18" x 24"22" x 28"
Tractive Effort42915 lbs42915 lbs46003 lbs19168 lbs39165 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.77 3.72 3.83 3.78
Heating Ability
Firebox Area179 sq. ft185 sq. ft212 sq. ft169.50 sq. ft
Grate Area48.20 sq. ft48.20 sq. ft52.30 sq. ft35.50 sq. ft
Evaporative Heating Surface2690 sq. ft2696 sq. ft2473 sq. ft2319 sq. ft
Superheating Surface526 sq. ft
Combined Heating Surface2690 sq. ft2696 sq. ft2999 sq. ft02319 sq. ft
Evaporative Heating Surface/Cylinder Volume218.36218.85183.67188.24
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation91589158993706035
Same as above plus superheater percentage915891581172606035
Same as above but substitute firebox area for grate area340103515047530028815
Power L1470047471011003641
Power MT255.84261.88506.56216.95

Specifications by Steve Llanso of Sweat House Media
ClassClass HClass H-1 /E-22Class H-3EE / E-30
Locobase ID2031 2032 2033 1443 6565
RailroadPittsburgh & Western (B&O)Pittsburgh & Western (B&O)Pittsburgh & Western (B&O)Staten Island Rapid Transit (B & O)Cincinnati, Hamilton & Dayton (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class952115
Road Numbers64-65, 87, 8955-5960, 95 / 1941-194228420-434 / 1722-1736
GaugeStdStdStdStdStd
Number Built952115
BuilderPittsburghPittsburghPittsburghCookeBurnham, Williams & Co
Year18951901190019061905
Valve GearStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase16'
Engine Wheelbase24.25'
Ratio of driving wheelbase to overall engine wheebase 0.66
Overall Wheelbase (engine & tender)52.43'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers152000 lbs
Engine Weight160000 lbs176000 lbs168000 lbs116000 lbs172000 lbs
Tender Light Weight106560 lbs
Total Engine and Tender Weight278560 lbs
Tender Water Capacity7000 gals
Tender Fuel Capacity (oil/coal)12 tons
Minimum weight of rail (calculated)000063 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"54"54"50"57"
Boiler Pressure160 psi180 psi180 psi180 psi200 psi
Cylinders (dia x stroke)22" x 28"22" x 28"21.5" x 30"20" x 28"19.5" x 28"
Tractive Effort36861 lbs38397 lbs39291 lbs34272 lbs31754 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.79
Heating Ability
Firebox Area173.65 sq. ft
Grate Area45.30 sq. ft
Evaporative Heating Surface2353 sq. ft
Superheating Surface
Combined Heating Surface00002353 sq. ft
Evaporative Heating Surface/Cylinder Volume243.12
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation00009060
Same as above plus superheater percentage00009060
Same as above but substitute firebox area for grate area000034730
Power L100006324
Power MT366.90

Specifications by Steve Llanso of Sweat House Media
ClassE-11aE-14E-16E-17 / E-17aE-18
Locobase ID5871 3147 12591 6563 3928
RailroadBaltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class104560539
Road Numbers1600-16091266-1299, 1516-15361645-17041640-16441900-1938
GaugeStdStdStdStdStd
Number Built104560539
BuilderCookeBurnham, Williams & CoPittsburghBurnham, Williams & CoBurnham, Williams & Co
Year18951897189818981900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15'15.17'15.33'15.33'
Engine Wheelbase23.17'23.17'23.67'23.67'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)51.58'53.42'
Axle Loading (Maximum Weight per Axle)39290 lbs42100 lbs
Weight on Drivers152000 lbs137000 lbs155000 lbs155600 lbs163330 lbs
Engine Weight166000 lbs150000 lbs168000 lbs171300 lbs182330 lbs
Tender Light Weight102260 lbs82830 lbs102260 lbs100000 lbs
Total Engine and Tender Weight268260 lbs232830 lbs273560 lbs282330 lbs
Tender Water Capacity4000 gals4000 gals4500 gals9000 gals5000 gals
Tender Fuel Capacity (oil/coal)9.5 tons tons10.5 tons tons
Minimum weight of rail (calculated)63 lb/yard57 lb/yard65 lb/yard65 lb/yard68 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"50"54"55"54"
Boiler Pressure180 psi180 psi185 psi190 psi200 psi
High Pressure Cylinders (dia x stroke)21" x 28"21" x 26"22" x 28"22" x 28"15.5" x 30"
Low Pressure Cylinders (dia x stroke)26" x 30" (2)
Tractive Effort34986 lbs35086 lbs39464 lbs39794 lbs33481 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.34 3.90 3.93 3.91 4.88
Heating Ability
Firebox Area182.50 sq. ft179.91 sq. ft185.36 sq. ft188 sq. ft204.60 sq. ft
Grate Area37.76 sq. ft33.83 sq. ft33.60 sq. ft33.60 sq. ft33.70 sq. ft
Evaporative Heating Surface2338 sq. ft1960 sq. ft2317 sq. ft2331 sq. ft2348 sq. ft
Superheating Surface
Combined Heating Surface2338 sq. ft1960 sq. ft2317 sq. ft2331 sq. ft2348 sq. ft
Evaporative Heating Surface/Cylinder Volume208.29188.05188.08189.22358.37
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation67976089621663846740
Same as above plus superheater percentage67976089621663846740
Same as above but substitute firebox area for grate area3285032384342923572040920
Power L146914115438446253291
Power MT272.15264.88249.42262.12177.69

Specifications by Steve Llanso of Sweat House Media
ClassE-19E-19AE-19AE-19A - simpledE-23
Locobase ID4142 12627 12628 6564 9477
RailroadBaltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class2771164
Road Numbers1939-19401959-19651815-1899, 1771-17991766-1899, 1939-401955-1958
GaugeStdStdStdStdStd
Number Built2771164
BuilderBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoB&OAlco-Schenectady
Year19001903190019041902
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.33'15.33'15.33'
Engine Wheelbase23.67'23.67'23.67'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65
Overall Wheelbase (engine & tender)57.62'57.62'53.25'57.33'
Axle Loading (Maximum Weight per Axle)48400 lbs
Weight on Drivers170800 lbs159000 lbs166000 lbs162000 lbs
Engine Weight193000 lbs187890 lbs178000 lbs181400 lbs186000 lbs
Tender Light Weight100000 lbs102260 lbs
Total Engine and Tender Weight293000 lbs283660 lbs
Tender Water Capacity5000 gals7000 gals7000 gals5000 gals5900 gals
Tender Fuel Capacity (oil/coal)10.5 tons10 tons
Minimum weight of rail (calculated)71 lb/yard066 lb/yard69 lb/yard68 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"54"54"55"57"
Boiler Pressure190 psi200 psi200 psi200 psi190 psi
High Pressure Cylinders (dia x stroke)15.5" x 30"21.5" x 30"15.5" x 30"21" x 30"21" x 30"
Low Pressure Cylinders (dia x stroke)26" x 30" (2)26" x 30" (2)
Tractive Effort31807 lbs43657 lbs33481 lbs40893 lbs37485 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.37 4.75 4.06 4.32
Heating Ability
Firebox Area135 sq. ft185.70 sq. ft187.50 sq. ft189.27 sq. ft177.74 sq. ft
Grate Area33 sq. ft76 sq. ft76 sq. ft76 sq. ft50.32 sq. ft
Evaporative Heating Surface2750 sq. ft2334 sq. ft2355 sq. ft2350 sq. ft3476 sq. ft
Superheating Surface
Combined Heating Surface2750 sq. ft2334 sq. ft2355 sq. ft2350 sq. ft3476 sq. ft
Evaporative Heating Surface/Cylinder Volume419.73185.15359.44195.40289.03
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation62701520015200152009561
Same as above plus superheater percentage62701520015200152009561
Same as above but substitute firebox area for grate area2565037140375003785433771
Power L131774659321550256551
Power MT164.03178.31266.94356.60

Specifications by Steve Llanso of Sweat House Media
ClassE-24E-26 - simpledE-26 simpledE-27E-27b - 2 1/4"" tubes
Locobase ID4796 16201 2021 2885 14451
RailroadBaltimore & Ohio (B&O)Baltimore & Ohio Southwestern (B&O)Baltimore & Ohio Southwestern (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class19724020984
Road Numbers1706-36, 39-53. 2200-239+1558-15591560-15992501-27092710-2793
GaugeStdStdStdStdStd
Number Built220984
BuilderSeveralBurnham, Williams & CoB&OAlcoAlco-Richmond
Year19011904190419051909
Valve GearStephensonStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase16.54'15.25'15.25'16.67'16.67'
Engine Wheelbase24.75'23.50'23.50'25.58'25.58'
Ratio of driving wheelbase to overall engine wheebase 0.67 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)57.98'53.42'55.42'59.69'59.62'
Axle Loading (Maximum Weight per Axle)44520 lbs37195 lbs
Weight on Drivers173000 lbs147700 lbs145030 lbs185900 lbs198650 lbs
Engine Weight193500 lbs162200 lbs162580 lbs208500 lbs220370 lbs
Tender Light Weight143370 lbs98000 lbs104650 lbs143500 lbs148070 lbs
Total Engine and Tender Weight336870 lbs260200 lbs267230 lbs352000 lbs368440 lbs
Tender Water Capacity7000 gals5000 gals5000 gals7000 gals7500 gals
Tender Fuel Capacity (oil/coal)15 tons10.5 tons12 tons15 tons18 tons
Minimum weight of rail (calculated)72 lb/yard62 lb/yard60 lb/yard77 lb/yard83 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"56"60"62"
Boiler Pressure190 psi200 psi200 psi205 psi205 psi
Cylinders (dia x stroke)22" x 28"20.5" x 28"20.5" x 28"22" x 30"22" x 30"
Tractive Effort39083 lbs35721 lbs35721 lbs42169 lbs40808 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.43 4.13 4.06 4.41 4.87
Heating Ability
Firebox Area184.35 sq. ft172.14 sq. ft152.14 sq. ft179.30 sq. ft179.30 sq. ft
Grate Area49 sq. ft32.70 sq. ft32.70 sq. ft56.24 sq. ft57.05 sq. ft
Evaporative Heating Surface2847 sq. ft2120 sq. ft2251 sq. ft2809 sq. ft2774 sq. ft
Superheating Surface
Combined Heating Surface2847 sq. ft2120 sq. ft2251 sq. ft2809 sq. ft2774 sq. ft
Evaporative Heating Surface/Cylinder Volume231.10198.20210.44212.82210.17
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation9310654065401152911695
Same as above plus superheater percentage9310654065401152911695
Same as above but substitute firebox area for grate area3502734428304283675736757
Power L154255202525657555891
Power MT276.53310.59319.59273.00261.51

Specifications by Steve Llanso of Sweat House Media
ClassE-27b - 2"" tubesE-27caE-29E-31E-37
Locobase ID11373 3095 2050 2051 2107
RailroadBaltimore & Ohio (B&O)Baltimore & Ohio (B&O)Cincinnati, Hamilton & Dayton (B&O)Cincinnati, Hamilton & Dayton (B&O)Morgantown & Kingwood (B & O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1202833201
Road Numbers2794-2913400-401,404-434 / 1704-1736601-6203 / 413 / 588
GaugeStdStdStdStdStd
Number Built12033201
BuilderAlco-RichmondB&OseveralBrooksBurnham, Williams & Co
Year1910190519101906
Valve GearStephensonBakerWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase16.67'16.67'16'16.67'14'
Engine Wheelbase25.58'25.58'24.25'25.58'21.50'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.66 0.65 0.65
Overall Wheelbase (engine & tender)59.69'59.71'59.14'47.29'
Axle Loading (Maximum Weight per Axle)53900 lbs50700 lbs
Weight on Drivers195580 lbs203550 lbs151000 lbs192000 lbs118000 lbs
Engine Weight220300 lbs226550 lbs171000 lbs216000 lbs135000 lbs
Tender Light Weight148070 lbs148070 lbs144000 lbs100000 lbs
Total Engine and Tender Weight368370 lbs374620 lbs360000 lbs235000 lbs
Tender Water Capacity7500 gals7000 gals5000 gals7000 gals5000 gals
Tender Fuel Capacity (oil/coal)15 tons18 tons12 tons14 tons tons
Minimum weight of rail (calculated)81 lb/yard85 lb/yard63 lb/yard80 lb/yard49 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter62"62"57"61"50"
Boiler Pressure205 psi215 psi200 psi200 psi190 psi
Cylinders (dia x stroke)22" x 30"24" x 30"19.5" x 28"22" x 30"20" x 24"
Tractive Effort40808 lbs50934 lbs31754 lbs40466 lbs31008 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.79 4.00 4.76 4.74 3.81
Heating Ability
Firebox Area179.30 sq. ft179.30 sq. ft157.20 sq. ft182 sq. ft138 sq. ft
Grate Area57.05 sq. ft56.24 sq. ft45.30 sq. ft54.50 sq. ft29.93 sq. ft
Evaporative Heating Surface2848 sq. ft2393 sq. ft2334 sq. ft2779 sq. ft1608 sq. ft
Superheating Surface425 sq. ft
Combined Heating Surface2848 sq. ft2818 sq. ft2334 sq. ft2779 sq. ft1608 sq. ft
Evaporative Heating Surface/Cylinder Volume215.77152.34241.16210.55184.26
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11695120929060109005687
Same as above plus superheater percentage11695139059060109005687
Same as above but substitute firebox area for grate area3675744332314403640026220
Power L1601010062612556834169
Power MT270.98435.92357.70261.02311.56

Specifications by Steve Llanso of Sweat House Media
ClassE-38E-39E-40E-41E-44
Locobase ID2108 2109 2110 2072 2075
RailroadMorgantown & Kingwood (B & O)Morgantown & Kingwood (B & O)Morgantown & Kingwood (B&O)Cincinnati, Indianapolis, & Western (B & O)Cincinnati, Indianapolis, & Western (B & O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class126102
Road Numbers45-68-13 / 417-422301-310 / 590-599325-326
GaugeStdStdStdStdStd
Number Built126102
BuilderBaldwinBurnham, Williams & CoBurnham, Williams & CoBaldwinAlco
Year19181903190719161901
Valve GearWalschaertWalschaertWalschaertSouthern
Locomotive Length and Weight
Driver Wheelbase14.25'14'14.25'15.75'
Engine Wheelbase22.83'21.50'22.83'24.75'
Ratio of driving wheelbase to overall engine wheebase 0.62 0.65 0.62 0.64
Overall Wheelbase (engine & tender)53.71'53.26'67.37'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers170900 lbs110000 lbs165580 lbs176000 lbs
Engine Weight188200 lbs128000 lbs178600 lbs195100 lbs180000 lbs
Tender Light Weight120000 lbs80000 lbs120000 lbs145000 lbs
Total Engine and Tender Weight308200 lbs208000 lbs298600 lbs340100 lbs
Tender Water Capacity6300 gals4000 gals6000 gals7000 gals
Tender Fuel Capacity (oil/coal)12 tons tons9 tons12 tons tons
Minimum weight of rail (calculated)71 lb/yard46 lb/yard69 lb/yard73 lb/yard0
Geometry Relating to Tractive Effort
Driver Diameter50"50"51"57"63"
Boiler Pressure200 psi180 psi200 psi200 psi200 psi
Cylinders (dia x stroke)22" x 28"20" x 24"22" x 28"22" x 28"21" x 30"
Tractive Effort46077 lbs29376 lbs45173 lbs40418 lbs35700 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.71 3.74 3.67 4.35
Heating Ability
Firebox Area208 sq. ft138 sq. ft190 sq. ft187.40 sq. ft
Grate Area35.44 sq. ft29.90 sq. ft47 sq. ft49 sq. ft
Evaporative Heating Surface2004 sq. ft1608 sq. ft2620 sq. ft2068 sq. ft
Superheating Surface498 sq. ft
Combined Heating Surface2004 sq. ft1608 sq. ft2620 sq. ft2566 sq. ft0
Evaporative Heating Surface/Cylinder Volume162.67184.26212.68167.87
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation70885382940098000
Same as above plus superheater percentage708853829400116620
Same as above but substitute firebox area for grate area416002484038000446010
Power L1411839504926115470
Power MT212.49316.66262.35578.56

Specifications by Steve Llanso of Sweat House Media
ClassE-45E-60/E-60aE-8E-9H-1/E-26
Locobase ID2076 2083 12069 11687 2020
RailroadCincinnati, Indianapolis, & Western (B & O)Buffalo & Susquehanna (B & O)Baltimore & Ohio (B&O)Baltimore & Ohio (B&O)Baltimore & Ohio Southwestern (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class14820118
Road Numbers331123-1661211-12401200-1210250-257/1537-1544
GaugeStdStdStdStdStd
Number Built14820118
BuilderAlcoseveralBurnham, Williams & CoBurnham, Parry, Williams & CoBurnham, Williams & Co
Year19051904189318901898
Valve GearStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.25'15.17'14'15.25'
Engine Wheelbase22.08'23.17'22.08'23.50'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.63 0.65
Overall Wheelbase (engine & tender)54.25'53.42'
Axle Loading (Maximum Weight per Axle)41575 lbs
Weight on Drivers164000 lbs121200 lbs114000 lbs137895 lbs
Engine Weight220000 lbs185000 lbs134200 lbs128000 lbs152895 lbs
Tender Light Weight130000 lbs104150 lbs
Total Engine and Tender Weight315000 lbs257045 lbs
Tender Water Capacity6000 gals3500 gals3500 gals5000 gals
Tender Fuel Capacity (oil/coal)14 tons tons tons12 tons
Minimum weight of rail (calculated)068 lb/yard51 lb/yard48 lb/yard57 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"51"50"50"56"
Boiler Pressure200 psi200 psi165 psi130 psi190 psi
Cylinders (dia x stroke)23" x 32"21" x 28"21" x 26"21" x 26"21" x 28"
Tractive Effort45679 lbs41160 lbs32162 lbs25340 lbs35611 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.98 3.77 4.50 3.87
Heating Ability
Firebox Area179 sq. ft186 sq. ft159 sq. ft162.14 sq. ft
Grate Area54.40 sq. ft32 sq. ft23.30 sq. ft32.70 sq. ft
Evaporative Heating Surface2643 sq. ft2042 sq. ft2020 sq. ft2109 sq. ft
Superheating Surface
Combined Heating Surface02643 sq. ft2042 sq. ft2020 sq. ft2109 sq. ft
Evaporative Heating Surface/Cylinder Volume235.46195.91193.80187.89
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation010880528030296213
Same as above plus superheater percentage010880528030296213
Same as above but substitute firebox area for grate area035800306902067030807
Power L105358392129264613
Power MT288.11285.29226.34295.00

Specifications by Steve Llanso of Sweat House Media
ClassH-1/E-26 compoundH-2 compound/E-26AH/E-25P/ E-51V
Locobase ID16200 16199 2019 2610 4149
RailroadBaltimore & Ohio Southwestern (B&O)Baltimore & Ohio Southwestern (B&O)Baltimore & Ohio Southwestern (B&O)Buffalo, Rochester, & Pittsburgh (B&O)Buffalo, Rochester, & Pittsburgh (B&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class2402181
Road Numbers258-259/1558-1559260-299/1560-1599200-201117-126, 128-135250 / 285
GaugeStdStdStdStdStd
Number Built2402181
BuilderBurnham, Williams & CoBurnham, Williams & CoRhode IslandBrooksBurnham, Williams & Co
Year18981899189018941901
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.25'15.25'15'13.33'15.25'
Engine Wheelbase23.50'23.50'22.62'20.83'23.92'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.66 0.64 0.64
Overall Wheelbase (engine & tender)53.42'55.42'48.67'47.83'53.73'
Axle Loading (Maximum Weight per Axle)38780 lbs27175 lbs
Weight on Drivers137000 lbs145030 lbs108700 lbs115000 lbs151900 lbs
Engine Weight152000 lbs162580 lbs121800 lbs128000 lbs169600 lbs
Tender Light Weight98000 lbs104650 lbs75050 lbs78000 lbs120000 lbs
Total Engine and Tender Weight250000 lbs267230 lbs196850 lbs206000 lbs289600 lbs
Tender Water Capacity5000 gals5000 gals3500 gals3900 gals6000 gals
Tender Fuel Capacity (oil/coal)12 tons12 tons7.5 tons6.5 tons10 tons
Minimum weight of rail (calculated)57 lb/yard60 lb/yard45 lb/yard48 lb/yard63 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"51"48"56"
Boiler Pressure200 psi200 psi160 psi180 psi200 psi
High Pressure Cylinders (dia x stroke)15.5" x 28"15.5" x 28"20" x 24"18" x 26"22" x 28"
Low Pressure Cylinders (dia x stroke)26" x 28" (2)26" x 28" (2)
Tractive Effort30133 lbs30133 lbs25600 lbs26852 lbs41140 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.55 4.81 4.25 4.28 3.69
Heating Ability
Firebox Area161.10 sq. ft162.14 sq. ft164 sq. ft173.70 sq. ft135 sq. ft
Grate Area32.70 sq. ft32.70 sq. ft25.25 sq. ft24 sq. ft33 sq. ft
Evaporative Heating Surface2096 sq. ft2251 sq. ft1924 sq. ft1626 sq. ft2585 sq. ft
Superheating Surface
Combined Heating Surface2096 sq. ft2251 sq. ft1924 sq. ft1626 sq. ft2585 sq. ft
Evaporative Heating Surface/Cylinder Volume342.76368.11220.47212.34209.84
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation65406540404043206600
Same as above plus superheater percentage65406540404043206600
Same as above but substitute firebox area for grate area3222032428262403126627000
Power L131483322427646914940
Power MT202.63201.99346.90359.72286.79

Specifications by Steve Llanso of Sweat House Media
ClassV-2/V-3/V-4X/X-2/X-3/X-4 - saturatedX/X-2/X-3/X-4 - superheatedunknown
Locobase ID2062 9480 2061 5872
RailroadBuffalo, Rochester, & Pittsburgh (B&O)Buffalo, Rochester, & Pittsburgh (B&O)Buffalo, Rochester, & Pittsburgh (B&O)Baltimore & Ohio (B&O)
CountryUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-0
Number in Class1511711725
Road Numbers270-284300-396300-3961241-1265
GaugeStdStdStdStd
Number Built1511725
BuilderBurnham, Williams & CoAlco-BrooksBrooksRichmond
Year1902190219121896
Valve GearStephensonWalschaertSouthernStephenson
Locomotive Length and Weight
Driver Wheelbase15.25'15.75'15.75'15.17'
Engine Wheelbase23.92'24.50'24.50'23.17'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.64 0.65
Overall Wheelbase (engine & tender)52.52'54.50'54.50'51.17'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers155260 lbs164600 lbs164000 lbs134000 lbs
Engine Weight174530 lbs184600 lbs184000 lbs145300 lbs
Tender Light Weight120470 lbs
Total Engine and Tender Weight295000 lbs
Tender Water Capacity6000 gals6000 gals5000 gals3500 gals
Tender Fuel Capacity (oil/coal)12 tons tons tons
Minimum weight of rail (calculated)65 lb/yard69 lb/yard68 lb/yard56 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"57"57"50"
Boiler Pressure200 psi200 psi200 psi165 psi
Cylinders (dia x stroke)22" x 28"21" x 28"21" x 28"21" x 26"
Tractive Effort41140 lbs36827 lbs36827 lbs32162 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.77 4.47 4.45 4.17
Heating Ability
Firebox Area172 sq. ft204.50 sq. ft190 sq. ft173 sq. ft
Grate Area46.70 sq. ft54.40 sq. ft54.40 sq. ft28.64 sq. ft
Evaporative Heating Surface2797 sq. ft2877 sq. ft2392 sq. ft1952 sq. ft
Superheating Surface461 sq. ft
Combined Heating Surface2797 sq. ft2877 sq. ft2853 sq. ft1952 sq. ft
Evaporative Heating Surface/Cylinder Volume227.05256.31213.10187.28
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation934010880108804726
Same as above plus superheater percentage934010880126214726
Same as above but substitute firebox area for grate area34400409004408028545
Power L155416601126803716
Power MT314.72353.65681.82244.55

Reference


If you have any railroad data such as diagram books, rail station plans or anything else that you would be willing to share, please contact us.