In the same year that Brooks was delivering several dozen Consolidations to the GN (Locobase 2616), Baldwin supplied five tandem compounds of their own. These were bigger and had much larger grates in their Belpaire fireboxes. The difference came from a wide firebox that rode above the drivers. Piston valves measuring 10 1/2" (267 mm) in diameter supplied steam to the cylinders.

As with the Brooks engines, this quintet was soon simpled - see Locobase 8826.

Delivered right at the turn of the century, these Consolidations were typical of the breed. Locobase isn't sure, but suspects that they arrived as compounds and were later simpled. Note the usual Belpaire firebox, this time as part of a design that featured a long stroke.

Like many of the GN's earlier 2-8-0s, most were never superheated. Those that were appear in Locobase 8826.

1901 saw the Great Northern purchase several classes of Consolidations from several builders. They shared many things: all came from manufacturers that would soon be gathered under the American Locomotive Company banner, all had Belpaire boilers, all had 55" drivers. Rogers' F-5 engines are shown in Locobase 8825 and the superheated F-6s originally supplied by Brooks appear in Locobase 8830.

These Cookes had 10 fewer boiler tubes than did the Rogers F-5s, but otherwise were quite similar. They were later superheated, the result of which is shown in Locobase 8831.

These long-stroke, Belpaire-boilered Consolidations continued the line of such 2-8-0s that began with the Rogers F-5 engines.

This class combined the basic power dimensions of Brooks's F-6 Consolidations (Locobase 8849) with a bigger grate in its Belpaire firebox. Most were superheated not long after they entered service; see Locobase 8851.

This was a large class of Consolidations built by the Dunkirk, NY builder in less than six months. For a time, the boilers were pressed to 160 psi, but working pressure later rose to 185 psi as shown in the specs.

Locobase 2616 describes the tandem-compound layout installed in two Consolidations in 1892-1893. Those two engines were converted to simple-expansion in 1899.

504-505, 507, 509-510, 512, 527, and 535 were converted to oil-burning, using 3" burners. 505 trailed the smallest tender, a class D-2 carrying 1,990 US gallons (7,532 litres) of oil. Four used the F-1 or D-5 tender holding 3,020 gallons (11,437 litres) and two--512 and 527--used G-size tenders containing 3,454 gallons (13,073 litres).

A very few were superheated; see Locobase 8824.

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 number 2269 in April 1893 was shown at the Chicago World's Fair.

Tandem compound Consolidation that had less heating area than the Brooks Mogul delivered a couple of years later. It had an Improved Belpaire boiler. The HP cylinders received steam through piston valves while the larger LP cylinders immediately behind had D-type slide valves. The HP valve was driven through a link from the LP valve; the two travelled in opposite directions. HP valve travel was 4" (102 mm), LP travel was 7" (177 mm).

This pair was soon converted to the simple-expansion system already in use by the 64 other locomotives in this class; see Locobase 8823.

Taking the basic simple-expansion F-1 rebuild described in Locobase 8823, the GN later superheated a few. Two had the layout shown in the specs, in which the 22 flues measured 5 1/2" in diameter; another had 5" flues, which held smaller elements and resulted in a 8-sq ft drop in superheater area. Other than the usual tradoff of tubes for flues, the installation of 10" (254 mm) piston valves, and a reduction in boiler pressure to 150 psi, a level more usually seen in the 1880s, the Belpaire-boilered F-1s were essentially the same.

The GN eventually reset the working pressure to 175 psi.

The design is certainly foreign to the GN, having a round-topped boiler and small dimensions.

Other than taking off the two LP cylinders and enlarging the HP cylinders to 19" (483 mm), the GN made very few changes on these 5 Consolidations. The signature Belpaire firebox mated to a wide grate and an overall stubby look remained a part of the profile.

Four of the five were scrapped in June 1928; 596 didn't join them at the ferro-knacker's until September 1929.

This single Consolidation was owned by the Spokane Falls & Northern, but operated on the C&RM. The C&RM was a gold-mine creation in 1895 that ascended the Paterson valley in Stevens County from Northport to Rossland to exploit the Red Mountain gold strikes in northeastern Washington State.

In August 1898, the Great Northern gained control of the CR&M, buying it outright in July 1907. The GN renumbered the 9 as their 1094.

In July 1925, the GN sold 1094 to McGoldrick Lumber Company, then the most significant sawmill operation in the Spokane area and the city's largest industrial employer. (Spokane-Review's Bronzes, a "hall of fame" of good works, notes that James McGoldrick "...established innovative workplace safety programs".)

Superheating the F-5s, first delivered in 1901 and shown in Locobase 8827, meant retaining the Belpaire firebox, but subtracting several dozen tubes to accommodate the odd-sized flues. It was apparently usual GN practice (but much less common elsewhere) to increase the cylinder diameter substantially at the same time; they were served by 12" piston valves.

At the time of the upgrade, the working boiler pressure was lowered to 175 psi, but it was later restored to 210 psi. When that occurred, the GN had a powerful little 2-8-0 indeed.

These Brooks machines were delivered in the same year as the F-5 came from Rogers (Locobase 8825) and the F-7s from Cooke (Locobase 8830). Like all Great Northern engines of the day, were fitted with a relatively narrow Belpaire firebox. They were superheated with one of two different designs; the GN's own installation yielded 444 sq ft compared the H & D equipment shown in the specs.

All of the class was converted to an 0-8-0 switcher layout.

When the Great Northern superheated this set of Cooke-built Consolidations, they used the same layout as the F-5 superheating project described in Locobase 8828. At that point, the only difference was a lower adhesion weight in these F-7-S locomotives. Part of the upgrade consisted of dropping the working pressure to 165 psi. Unlike other 2-8-0 engines, however, these do not appear to have the original, higher working pressure restored later on.

Part of the largest class of Consolidations on the Great Northern, these were the cross-compound variant. Notice the good ratio of high to low pressure, although these engines, like most US rigid compounds, probably were converted to simple-expansion F-8s not long after their introduction.

Some were superheated in the 1920s. According to Larry Bohn (http:/www.prostar.com/web/gngoat/gn27011.htm), the engine in his photograph #1230 was completed by Baldwin in November 1907 and scrapped in 1954.

Later Baldwin locomotives in this class are described in Locobase 13050.

Locobase 4128 describes the Rogers engines that arrived on the GN as part of a large program of long-stroke Consolidations. Five years after the Rogers locomotives, Baldwin supplied this batch of 50, which had very similar specifications that differed only in the number of boiler tubes.

The last 10 were sold in 1909 to the Spokane, Portland & Seattle as their Class N-2, 355-364 (not numbered in order of boiler, alas). Three more GNs -- 1228, 1240, and 1253 -- joined the SP & S N-2 class in 1936. All remained in service into the mid-1950s.

All had thirty 5" flues, but the surface area varied on the type of superheater, ranging from 448 sq ft as shown to 475 sq ft to 505 sq ft. Some had cylinder diameters of 23 1/2 inches (597 mm) as shown in this entry. Others had 26" cylinders. Some had arch tubes totalling 30 sq ft as part of the firebox heating surface, which increased the total to 225 sq ft.

The small-tube counts shown in the 12 survivors on Ringnalda's duplicated diagram show as follows:

Tubes Area

189 2,012

203 2,158

205 2,173

217 2,226

236 2,371

237 2,379

All had thirty 5" flues, but the surface area varied on the type of superheater, ranging from 448 sq ft as shown to 475 sq ft (44.125 sq m). Some had cylinder diameters of 26 inches as shown in this entry. Others had 23 1/2" (597 mm) cylinders as shown in Locobase 6451. Some had arch tubes totalling 30 sq ft as part of the firebox heating surface, which increased the total to 225 sq ft.

The small-tube counts shown in the 12 survivors on Ringnalda's duplicated diagram show as follows:

Tubes Area

189 2,012

203 2,158

205 2,173

217 2,226

236 2,371

237 2,379

When superheating was applied to this class's boilers, the railroad took the unusual step of greatly increasing the cylinder volume. The boiler's total heating surface remained approximately the same as did the grate in the Belpaire firebox.

It was too much of a good thing, most likely, given how little boiler there was for every cubic inch of cylinder. By the late 1920s, the GN had converted the whole class to C-3-S 0-8-0 switchers. Some had 21" cylinders, others 23 1/2".

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

Class | 40/F-2 - compound | 50 / F-5 | 50A / F-7 | 50B / F-6 | 51B / F-9 |

Locobase ID | 8826 | 8825 | 8830 | 8849 | 8850 |

Railroad | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) |

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

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 5 | 15 | 10 | 20 | 25 |

Road Numbers | 500-504/550-554/595-599 | 1095-1109 | 1130-1139 | 1110-1129 | 1300-1324 |

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

Number Built | 5 | 15 | 10 | 20 | 25 |

Builder | Burnham, Williams & Co | Rogers | Cooke | Alco-Brooks | Alco-Brooks |

Year | 1892 | 1901 | 1901 | 1901 | 1903 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.50' | 15.50' | 16' | 16' | 16' |

Engine Wheelbase | 23.33' | 23.33' | 24.25' | 24.75' | 25.17' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.66 | 0.65 | 0.64 |

Overall Wheelbase (engine & tender) | 50.71' | 50.71' | 55.92' | 53.92' | 57.50' |

Axle Loading (Maximum Weight per Axle) | 32500 lbs | 44750 lbs | 43500 lbs | 44525 lbs | 45000 lbs |

Weight on Drivers | 130000 lbs | 179000 lbs | 174000 lbs | 178100 lbs | 180000 lbs |

Engine Weight | 145000 lbs | 194000 lbs | 194000 lbs | 195500 lbs | 196000 lbs |

Tender Light Weight | 86000 lbs | 137000 lbs | 131000 lbs | 125400 lbs | 123000 lbs |

Total Engine and Tender Weight | 231000 lbs | 331000 lbs | 325000 lbs | 320900 lbs | 319000 lbs |

Tender Water Capacity | 4000 gals | 6000 gals | 6000 gals | 6000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 4000 gals | 14 tons | 12 tons | 12 tons |

Minimum weight of rail (calculated) | 54 lb/yard | 75 lb/yard | 73 lb/yard | 74 lb/yard | 75 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 55" | 55" | 55" | 55" | 55" |

Boiler Pressure | 160 psi | 210 psi | 210 psi | 210 psi | 210 psi |

High Pressure Cylinders (dia x stroke) | 13" x 26" | 20" x 32" | 20" x 32" | 20" x 32" | 20" x 32" |

Low Pressure Cylinders (dia x stroke) | 22" x 26" (2) | ||||

Tractive Effort | 16106 lbs | 41542 lbs | 41542 lbs | 41542 lbs | 41542 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 8.07 | 4.31 | 4.19 | 4.29 | 4.33 |

Heating Ability | |||||

Firebox Area | 193 sq. ft | 206 sq. ft | 206 sq. ft | 198.60 sq. ft | 217.30 sq. ft |

Grate Area | 53.90 sq. ft | 35.66 sq. ft | 35.66 sq. ft | 38.94 sq. ft | 57.50 sq. ft |

Evaporative Heating Surface | 2033 sq. ft | 2795 sq. ft | 2717 sq. ft | 2828 sq. ft | 2816 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2033 sq. ft | 2795 sq. ft | 2717 sq. ft | 2828 sq. ft | 2816 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 508.98 | 240.21 | 233.51 | 243.05 | 242.02 |

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

Robert LeMassena's Power Computation | 8624 | 7489 | 7489 | 8177 | 12075 |

Same as above plus superheater percentage | 8624 | 7489 | 7489 | 8177 | 12075 |

Same as above but substitute firebox area for grate area | 30880 | 43260 | 43260 | 41706 | 45633 |

Power L1 | 3844 | 6328 | 6199 | 6322 | 6456 |

Power MT | 260.76 | 311.75 | 314.17 | 313.03 | 316.29 |

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

Class | F-1 | F-1 - compound | F-1-S | F-11 | F-2 - simpled |

Locobase ID | 8823 | 2616 | 8824 | 8832 | 8827 |

Railroad | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) | Washington & Spokane Falls (GN) | Great Northern (GN) |

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

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 66 | 64 | 5 | 2 | 5 |

Road Numbers | 500-565 | 499, 515 | 508, 511-512, 544, 545 (2), 564 | 14-15 / 590-591 | 500-504 / 595-599 |

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

Number Built | 64 | 64 | 2 | ||

Builder | Brooks | Brooks | GN | Alco | Baldwin |

Year | 1892 | 1892 | 1913 | 1912 | 1910 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.50' | 15.50' | 15.50' | 14.83' | 15.50' |

Engine Wheelbase | 23' | 23' | 23' | 22.67' | 23.33' |

Ratio of driving wheelbase to overall engine wheebase | 0.67 | 0.67 | 0.67 | 0.65 | 0.66 |

Overall Wheelbase (engine & tender) | 50.17' | 50' | 50.17' | 49.58' | 50.71' |

Axle Loading (Maximum Weight per Axle) | 30000 lbs | 30000 lbs | 30750 lbs | 32500 lbs | |

Weight on Drivers | 120000 lbs | 130000 lbs | 120000 lbs | 123000 lbs | 130000 lbs |

Engine Weight | 136000 lbs | 147000 lbs | 136000 lbs | 138000 lbs | 145000 lbs |

Tender Light Weight | 86000 lbs | 85000 lbs | 86000 lbs | 100000 lbs | 86000 lbs |

Total Engine and Tender Weight | 222000 lbs | 232000 lbs | 222000 lbs | 238000 lbs | 231000 lbs |

Tender Water Capacity | 4000 gals | 4000 gals | 4000 gals | 5000 gals | 4000 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 8 tons | 8 tons | 9 tons | 8 tons |

Minimum weight of rail (calculated) | 50 lb/yard | 54 lb/yard | 50 lb/yard | 51 lb/yard | 54 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 55" | 55" | 55" | 52" | 55" |

Boiler Pressure | 185 psi | 180 psi | 175 psi | 180 psi | 160 psi |

High Pressure Cylinders (dia x stroke) | 19" x 26" | 13" x 26" | 22" x 26" | 20" x 24" | 19" x 26" |

Low Pressure Cylinders (dia x stroke) | 22" x 26" (2) | ||||

Tractive Effort | 26835 lbs | 18120 lbs | 34034 lbs | 28246 lbs | 23209 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.47 | 7.17 | 3.53 | 4.35 | 5.60 |

Heating Ability | |||||

Firebox Area | 176 sq. ft | 177 sq. ft | 176 sq. ft | 148 sq. ft | 193 sq. ft |

Grate Area | 24.60 sq. ft | 25.30 sq. ft | 24.60 sq. ft | 31.40 sq. ft | 53.90 sq. ft |

Evaporative Heating Surface | 1586 sq. ft | 1596 sq. ft | 1291 sq. ft | 1807 sq. ft | 2033 sq. ft |

Superheating Surface | 270 sq. ft | ||||

Combined Heating Surface | 1586 sq. ft | 1596 sq. ft | 1561 sq. ft | 1807 sq. ft | 2033 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 185.89 | 399.57 | 112.86 | 207.07 | 238.28 |

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

Robert LeMassena's Power Computation | 4551 | 4554 | 4305 | 5652 | 8624 |

Same as above plus superheater percentage | 4551 | 4554 | 5037 | 5652 | 8624 |

Same as above but substitute firebox area for grate area | 32560 | 31860 | 36036 | 26640 | 30880 |

Power L1 | 4901 | 3579 | 6452 | 4553 | 5154 |

Power MT | 360.16 | 242.78 | 474.14 | 326.43 | 349.62 |

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

Class | F-4 | F-5-S | F-6-S | F-7-S | F-8 (cross-compound) |

Locobase ID | 8848 | 8828 | 8829 | 8831 | 4129 |

Railroad | Columbia & Red Mountain (GN) | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) |

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

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 1 | 5 | 20 | 6 | 5 |

Road Numbers | 9/1094 | 1100-1104 | 1110-1129 | 1130-1133, 1136, 1138 | 1160-1164 |

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

Number Built | 1 | 5 | |||

Builder | Burnham, Williams & Co | GN | Alco-Brooks | GN | Rogers |

Year | 1896 | 1913 | 1913 | 1913 | 1901 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.42' | 15.50' | 16' | 16' | 16' |

Engine Wheelbase | 20.08' | 23.33' | 24.75' | 24.25' | 24.25' |

Ratio of driving wheelbase to overall engine wheebase | 0.62 | 0.66 | 0.65 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 45.08' | 50.71' | 55.92' | 55.92' | 58' |

Axle Loading (Maximum Weight per Axle) | 28525 lbs | 44750 lbs | 44525 lbs | 43500 lbs | |

Weight on Drivers | 113300 lbs | 179000 lbs | 178100 lbs | 174000 lbs | 174000 lbs |

Engine Weight | 135000 lbs | 194000 lbs | 195500 lbs | 194000 lbs | 195000 lbs |

Tender Light Weight | 82000 lbs | 137000 lbs | 137000 lbs | 131000 lbs | |

Total Engine and Tender Weight | 217000 lbs | 331000 lbs | 332500 lbs | 325000 lbs | |

Tender Water Capacity | 3400 gals | 6000 gals | 6000 gals | 6000 gals | |

Tender Fuel Capacity (oil/coal) | 10 tons | 4000 gals | 14 tons | 14 tons | tons |

Minimum weight of rail (calculated) | 47 lb/yard | 75 lb/yard | 74 lb/yard | 73 lb/yard | 73 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 47" | 55" | 55" | 55" | 55" |

Boiler Pressure | 180 psi | 210 psi | 165 psi | 165 psi | 210 psi |

High Pressure Cylinders (dia x stroke) | 19" x 24" | 23.5" x 32" | 23.5" x 32" | 23.5" x 32" | 22" x 32" |

Low Pressure Cylinders (dia x stroke) | 33" x 32" (1) | ||||

Tractive Effort | 28204 lbs | 57354 lbs | 45064 lbs | 45064 lbs | 34799 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.02 | 3.12 | 3.95 | 3.86 | 5.00 |

Heating Ability | |||||

Firebox Area | 171.25 sq. ft | 206 sq. ft | 198.60 sq. ft | 206 sq. ft | 212 sq. ft |

Grate Area | 24.82 sq. ft | 35.66 sq. ft | 34.94 sq. ft | 35.66 sq. ft | 35.30 sq. ft |

Evaporative Heating Surface | 1733 sq. ft | 2261 sq. ft | 2554 sq. ft | 2261 sq. ft | 2712 sq. ft |

Superheating Surface | 505 sq. ft | 475 sq. ft | 505 sq. ft | ||

Combined Heating Surface | 1733 sq. ft | 2766 sq. ft | 3029 sq. ft | 2766 sq. ft | 2712 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 220.04 | 140.75 | 158.99 | 140.75 | 385.25 |

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

Robert LeMassena's Power Computation | 4468 | 7489 | 5765 | 5884 | 7413 |

Same as above plus superheater percentage | 4468 | 8837 | 6688 | 6943 | 7413 |

Same as above but substitute firebox area for grate area | 30825 | 51047 | 38012 | 40108 | 44520 |

Power L1 | 4636 | 9390 | 7365 | 7378 | 4584 |

Power MT | 360.83 | 462.60 | 364.67 | 373.92 | 232.32 |

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

Class | F-8 (simple) | F-8 (wide firebox) | F-8 (wide firebox) | F-8s-23 1/2"" cylinders | F-8s-26"" cylinders |

Locobase ID | 2801 | 4128 | 13050 | 6451 | 15815 |

Railroad | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) | Great Northern (GN) |

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

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 114 | 10 | 50 | 33 | 10 |

Road Numbers | 1140-1253 | 1140-1160, 1165- | 1215-1264 | 1165, 1168, 1171, 1176, 1179, 1186-1187, | 1141, 1143, 1165, 1175, 1182-83, 1189-90, 1195-96 |

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

Number Built | 114 | 10 | 50 | ||

Builder | several | Rogers | Burnham, Williams & Co | GN | GN |

Year | 1901 | 1901 | 1907 | 1921 | 1921 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 16' | 16' | 16' | 16' |

Engine Wheelbase | 24.25' | 24.25' | 24.25' | 24.25' | 24.25' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.66 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 58' | 58' | 57.96' | 55.92' | 55.92' |

Axle Loading (Maximum Weight per Axle) | 45000 lbs | 45000 lbs | |||

Weight on Drivers | 172000 lbs | 172000 lbs | 180000 lbs | 180000 lbs | 180000 lbs |

Engine Weight | 192000 lbs | 192000 lbs | 195000 lbs | 195000 lbs | 195000 lbs |

Tender Light Weight | 132800 lbs | 123000 lbs | |||

Total Engine and Tender Weight | 327800 lbs | 318000 lbs | |||

Tender Water Capacity | 8000 gals | 6000 gals | 6000 gals | ||

Tender Fuel Capacity (oil/coal) | 15 tons | 12 tons | |||

Minimum weight of rail (calculated) | 72 lb/yard | 72 lb/yard | 75 lb/yard | 75 lb/yard | 75 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 55" | 55" | 55" | 55" | 55" |

Boiler Pressure | 210 psi | 210 psi | 210 psi | 180 psi | 165 psi |

Cylinders (dia x stroke) | 20" x 32" | 20" x 32" | 20" x 32" | 23.5" x 32" | 26" x 32" |

Tractive Effort | 41542 lbs | 41542 lbs | 41542 lbs | 49160 lbs | 55162 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.14 | 4.14 | 4.33 | 3.66 | 3.26 |

Heating Ability | |||||

Firebox Area | 212 sq. ft | 200 sq. ft | 204 sq. ft | 195 sq. ft | 195 sq. ft |

Grate Area | 35.30 sq. ft | 59 sq. ft | 59 sq. ft | 59.20 sq. ft | 59.20 sq. ft |

Evaporative Heating Surface | 2712 sq. ft | 2700 sq. ft | 2728 sq. ft | 2574 sq. ft | 2441 sq. ft |

Superheating Surface | 475 sq. ft | 448 sq. ft | |||

Combined Heating Surface | 2712 sq. ft | 2700 sq. ft | 2728 sq. ft | 3049 sq. ft | 2889 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 233.08 | 232.05 | 234.45 | 160.23 | 124.14 |

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

Robert LeMassena's Power Computation | 7413 | 12390 | 12390 | 10656 | 9768 |

Same as above plus superheater percentage | 7413 | 12390 | 12390 | 12361 | 11331 |

Same as above but substitute firebox area for grate area | 44520 | 42000 | 42840 | 40716 | 37323 |

Power L1 | 6240 | 6121 | 6201 | 8036 | 5729 |

Power MT | 319.93 | 313.83 | 303.80 | 393.70 | 280.67 |

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

Class | F-9-S |

Locobase ID | 8851 |

Railroad | Great Northern (GN) |

Country | USA |

Whyte | 2-8-0 |

Number in Class | 2 |

Road Numbers | 1307+ |

Gauge | Std |

Number Built | |

Builder | GN |

Year | 1913 |

Valve Gear | Stephenson |

Locomotive Length and Weight | |

Driver Wheelbase | 16' |

Engine Wheelbase | 25.25' |

Ratio of driving wheelbase to overall engine wheebase | 0.63 |

Overall Wheelbase (engine & tender) | 57.50' |

Axle Loading (Maximum Weight per Axle) | 45000 lbs |

Weight on Drivers | 180000 lbs |

Engine Weight | 196000 lbs |

Tender Light Weight | 123000 lbs |

Total Engine and Tender Weight | 319000 lbs |

Tender Water Capacity | 6000 gals |

Tender Fuel Capacity (oil/coal) | 12 tons |

Minimum weight of rail (calculated) | 75 lb/yard |

Geometry Relating to Tractive Effort | |

Driver Diameter | 55" |

Boiler Pressure | 180 psi |

Cylinders (dia x stroke) | 26" x 32" |

Tractive Effort | 60176 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 2.99 |

Heating Ability | |

Firebox Area | 217.30 sq. ft |

Grate Area | 57.50 sq. ft |

Evaporative Heating Surface | 2526 sq. ft |

Superheating Surface | 500 sq. ft |

Combined Heating Surface | 3026 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 128.46 |

Computations Relating to Power Output (More Information) | |

Robert LeMassena's Power Computation | 10350 |

Same as above plus superheater percentage | 12110 |

Same as above but substitute firebox area for grate area | 45763 |

Power L1 | 6807 |

Power MT | 333.49 |

- Great Northern Empire (rosters)
- Great Northern Steam Locomotives
*Locomotives of the Empire Builder*by Charles F. Martin (Normandie House)*The Great Northern Railway - A Pictorial Study*by Charles and Dorothy Wood (Pacific Fast Mail)*Locomotives of the Empire Builder*by Charles F. Martin (Normandie House)- Great Northern Railway
- Great Northern Railway Historical Society
*Great Northern, Steam & Electric*by David H. Hickcox, Published by Morning Sun Books

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