Adirondack & St Lawrence / Beech Creek, Clearfield & Western / Big Four / Boston & Albany / Fall Brook Coal Company / Kanawha & Michigan / Lake Erie, Alliance & Western / Lake Shore & Michigan Southern / Michigan Central / New York Central / New York West Shore & Buffalo / Peoria & Eastern / Pittsburgh & Eastern / Pittsburgh & Lake Erie / Toledo & Ohio Central / Zanesville & Western 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 60/G-13 (Locobase 8883)

Data from TraitT pratique de la machine locomotive ... By Maurice Demoulin, 1898

Librairie polytechnique, Baudry et Cie, p 404-405 and from Data from M Grille, Les Chemins de Fer de L'Exposition de Chicago (Paris: E Bernard et Cie, 1894), pp. 24-27. Works numbers were 4055-4056 in April 1893.

The A&St L -- also dubbed the Mohawk & Malone or "Dr. Webb's Railroad" -- was the only railroad that ran clear through the Adirondack mountains. A logging road, the M &M was the result of an 1892 merger between the Adirondack & St Lawrence and several railroads based in Herkimer. There's confusion about who called what by what corporate name; at least it's not clear when it was known as the A&St L or as the M&M.

(The http://www.townofrussia.com/railroads.html website has a detailed history of this region that demonstrates just how complex and devious railway development could be.)

The small railroad was in turn taken over by the New York Central, which redesignated the line in 1913 as their Adirondack division. The big railroad had renumbered the two in 1894 as 996-997 and five years later put the two in their final places as 2210 and 2211. They were sold in October 1907 to Kilby Car & Locomotive.


Class A / 295 (Locobase 2618)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). Works numbers were 3124-3138 in January 1899.

The boiler was a radial stay wagon top with a coned second course and a firebox with 24 sq ft of arch pipes. In appearance this engine looked ready to greet the 20th Century, having equal-sized sand and steam domes and the high-pitched coned boiler mentioned above.

Locobase notes from Rumary-Lambert that these Consolidations roamed all over the New York Central system and onto the Erie as well.


Class A/G-10 (Locobase 5283)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp177.gif (visited December 2002).

A late-80s Consolidation with the dome just ahead of the cab, but an extended smokebox. Otherwise, unremarkable dimensions.


Class B-1 / G-42a (Locobase 8421)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

At the turn of the 19th Century, the Dunkirk, New York builder that supplied many of the New York Central's locomotives produced 50 for subsidiary LS&MS. The first 25, shown here, had about the same grate (although the firebox heating surface was larger) as the 1900 batch, but fewer tubes.

As the LS&MS consolidated in the late 'teens, it sold off some of its large stud of Consolidations. Nine went to the Norfolk Southern as their 218-226 in 1920.


Class B-1 / G-42b (Locobase 8422)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection as well as the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 617-618.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Among them was this recent, but by no means revolutionary, Consolidation. Succeeding 25 earlier Brooks-built Bs (Locobase 8421), these had the same grate area, but less direct heating surface and more boiler tubes.


Class B-2/G-43a, b, c, d, e (Locobase 15836)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Works numbers were 3877-3893 in June 1901, 3915-3919 in July, 3920-3924 in August, 4062-4088 in December, 4089-4091 in January 1902, 25931-25950 in October 1902, 27109-27118 in December, 27228-27242 in August 1903, and 28808-28817 and 28867-28871 in September.

Large order of Consolidations for this Michigan road. Many were later superheated; see Locobase 15837.


Class B-3/G-44 (Locobase 15841)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 107, supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Works numbers were 29662-29686 in June 1904.

These workaday Consolidations were delivered with inside Stephenson link motion that actuated 11" (279 mm) piston valves.

The entire class save the 5519 was sold to the New York, Chicago & St Louis (Nickel Plate) in 1922. They retained their class ID of G-44, but were renumbered 375-398. Twelve were superheated by the Nickel Plate; see Locobase 14139.


Class C / G-7a (Locobase 6508)

Data from Southern's 1942 locomotive summary tables supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 15, p. 235. Prince (1965). Works numbers were 7019, 7024, 7030-7031, 7036, 7044, 7046, 7049 in November 1883; , 7063, 7068, 7072, 7074, 7077, 7085, 7091, 7097, 7099, 7103 in December 1883; , 7114-7115, 7124, 7126, 7131 in January 1884; 7155, 7157, 7159, 7170, 7172, 7212 in February 1884; and 7216, 7103 in March 1884.

This railroad was built to compete directly with the New York & Hudson River between the New York City area and Buffalo. The NY & HR negotiated the east bank of the Hudson while the NYWS&B traveled from Weehawken, New Jersey up the west shore. Then they both traveled up the Mohawk River to Buffalo.

Before the NY HR's financial manipulations forced it into bankruptcy, the West Shore stocked up on locomotives. Among them was this class of relatively small Consolidations, which wound serving several New York State railroads. The eighteen that transferred to the New York Central after it took over the West Shore were among the few Baldwins ever to penetrate the fastness of the NYC, which was usually well protected by New York State builders such as Schenectady and Brooks.

Ten more went to the New York, Ontario & Western as their class O, and 2 were added to the Buffalo, Rochester & Pittsburgh as their class K. These latter two were rebuilt in 1897 and redesignated class KR.

The New York Central divided itsRaildata collection between the G-7s (road numbers 2217, 2222-2223, 2225), which had 165-psi boilers, and G-7a, which had the 135-psi vessels shown in the specifications. Two of the NYC engines, one of the B R & P locomotives, and several of the Ontario & Western engines wound up with the Southern Iron & Equipment company, which refurbished them and sold them to other railroads. Ex-NYC 2222 passed through the S I & E overhaul shops and wound up on the Carolina & Northwestern.

The NYWS&B sold its 149 to the Buffalo, Rochester & Pittsburgh in December 1886 for $7,175. The BR&P operated this doughty little Consolidation in class K for over 30 years before selling to the eight-mile Black Mountain Railroad in eastern Kentucky in 1919. The BM RR ran it as #1 from Blackmont to Alva even after the Louisville & Nashville bought the locomotive in 1923 and put in its own H0 class. At that point, the engine had a 180-psi boiler. After another ten years' service, the 667 was scrapped in July 1933 as part of a general clean-up and disposal. (Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.)


Class C/G-46a, b (Locobase 5353)

Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp.582-584.

This was a heavy Consolidation, according to Sinclair, that had "many Brooks details about the engine." They were satisfying, too, he said: "The whole design is pleasing, and, though the machine is heavy, it is not clumsy in appearance." The photo accompanying the details supports Sinclair's judgement.

This class was later superheated; the data were virtually identical to that shown in Locobase 5429.


Class G (Locobase 5274)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp177.gif (visited December 2002).

A late-80s Consolidation, this locomotive still had the dome just ahead of the cab, relatively small grate and boiler. Note the 2 1/4" diameter of the firetubes. Turn-of-the-Century 2-8-0s had 2" firetubes.


Class G-1 (Locobase 4114)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp179.gif (visited December 2002). The guide notes that this was the experimental engine for the G-2 class of cross-compound Consolidations.


Class G-100 (Locobase 7072)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1751-1755 in November 1897, 1805-1814 in April 1898, 1936-1938 in March 1899, 2069-2078 in March 1900, 2102-2104 in April, 2105-2106 in May.

The 33 Consolidations used the same boiler as the LS & MS 2-8-0s of the same year (Locobase 2168), but had a smaller grate, cylinder volume, and drivers. Eleven more identical engines were supplied to the Pittsburgh, McKeesport & Youghiogheny in the same period (Locobase 2438).

Many of the class went on to serve many other railroads, the Rumary list (available upon request) has the details. Locobase notes the following railroads:

Monongahela (7) -- six went on to serve the San Antonio & Aransas Pass beginning in 1914. Locobase 8677 shows the results when four of the six were superheated.

Pittsburgh, Chartiers & Youghiogheny (4)

Western Allegheny (1)

Lorain, Ashland & Southern (3)

Montour (2)

Scots Run (1)

Morristown & Erie (1)

Winfield (1)

Georgia & Florida (3)


Class G-101 (Locobase 7073)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

When the P & LE bought more Consolidations 4 years after the G-100s (Locobase 7072) had begun delivery, much had changed in traffic levels and L H Turner, Superintendent of Motive Power, ordered accordingly larger locomotives. These 2-8-0s were considerably bigger and more powerful than the earlier engines. The three rearmost drivers on each side were equalized together as were the pony truck and leading driver

Even so, they were still a good deal smaller than the parent company's locomotives.


Class G-102/G-102A&B/G-103 (Locobase 7074)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The P & LE and Pittsburgh, McKeesport & Youghiogheny went back to their favorite builder with a tweaked version of the G-101 Consolidations. The boiler held more tubes and was pressed to 200 psi. Otherwise the design was little different and the railroads settled into large-scale procurement.

The first batch (all of which were later superheated) consisted of builder's numbers 25192-25196 and 25844-25846; these were built in May and June 1902. From the second batch (builder's numbers 26318-26336, built January-February 1903), the P & LE took all but 5, which went to the P, McK & Y. In July 1903 27119-27122 (1 P, McK & Y) and 27894-895 were built. Two months later, the P & LE added 28376-28382. In October 1905, the P & LE extended the class with 8 more (ending in builder's 28154). The P, McK & Y took 5 more (40224-40228) in November 1906 and 3 in July 1907. Finally, the P & LE bought 15 G-103s in February-March 1910 (47517-26, 47594-98).

Sometime later, the G-102s were superheated and reclassed as G-102D; see Locobase 7075.


Class G-102D/G-104 (Locobase 7075)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The P & LE and Pittsburgh, McKeesport & Youghiogheny had a large number of relatively new drag-freight Consolidations. Soon after the last was delivered in February 1910, the P & LE concluded that the design could be improved adding Schmidt superheaters and enlarging the cylinders. The shops turned out 5 new engines to this design in June-July 1913; these were later classed as G-104s. Apparently pleased with what they had wrought, the P & LE updated 26 of its own G-102s to this design as well as one of the P, McK & Y engines.


Class G-11 (Locobase 5282)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp192.gif (visited December 2002).

Likely an enlarged repeat of the class later redubbed G-9. Most of the specifications are similar, although the firebox must have been a shade deeper.


Class G-11b (Locobase 5285)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp194.gif (visited December 2002).

This class repeated the 1884 class later renamed the G-11. The most significant difference was an elongation of the firetubes and a modest hike in the boiler pressure.


Class G-12 (Locobase 5286)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp195.gif (visited December 2002) and Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 146-147.

This western Pennsylvania railroad had a short independent existence, having been incorporated in January 1895, opened for business 16 November 1896, and operated by the New York Central beginning on 27 December 1899. It was later consolidated with several other railroads into the Beech Creek Extension Railroad Company under a 24 February 1904 leasing agreement. Among its constituents when formed were the Loyalhanna &nd Youghiogheny and the Philadelphia & Pittsburgh.

The road number suggests that this was the P & E's very first locomotive.


Class G-13 (Locobase 5287)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp195.gif (visited December 2002).

Cross-compounding variant of the basic G class Consolidation. These must have been trial horses for the arrangement that went into production several years later.


Class G-16q (Locobase 415)

4 built at the Schenectady works in 1912.

These were preceded by 50 built in 4 classes, also by Schenectady, in 1907-1908. These had the same tractive effort components (cylinder bore and stroke, boiler pressure, driver diameter). 15 G-5w and 15 G-6e came in 1907, 20 G-6h in 1908. The designs had 14" piston valves.


Class G-2/15 ft 6 in (Locobase 5273)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp182.gif (visited December 2002).This minority group of G-2 cross-compound Consolidations had 15 1/2 ft fire tubes. Both groups had a 14" piston valve serving the high-pressure cylinder.


Class G-2/16 ft (Locobase 5272)

Data from "Two-Cylinder Compound Consolidation Locomotives-Class G-1[sic]-New York Central Railroad", Railroad Gazette, Vol XXXIII, No. 9, (1 March 1901), p. 140.,

This class of cross-compounds entered service as drag freight haulers. RG noted a recent run by 2342 that saw 80 loaded cars totalling 3,225 tons from De Witt to West Albany in 13 hours 35 minutes. RG also noted that these engines were fitted with train-heating equipment to allow their use as passsenger helpers.

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp180.gif (visited December 2002).Locobase divides the G-2s into two classes according to notes in the 1902 diagram book. The majority of G-2s had a 16' length between tube sheets, as shown in this entry. 2378-2395 had 4" shorter tubes and are shown in a separate entry.

In both classes, steam for the high-pressure cylinder was delivered by a sizable 14" piston valve.


Class G-2A (Locobase 5275)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp184A.gif (visited December 2002).

Based on the same boiler as the short-tubed G-2 cross-compound Consolidations,a single locomotive built in the same year had instead tandem compound cylinders. In this arrangement, the high-pressure and low-pressure cylinders on each side were cast together, the HP cylinder leading. One long 12" piston valve fed each cylinder in turn.

According to the guide, 15 more (2400-2414) G-2As were produced by Schenectady in 1903. Note the unusually long stroke on this engine.


Class G-3 (Locobase 5276)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp183.gif (visited December 2002).

Smallish Consolidation with a lighter axle-loading, most likely for branch-line operations.


Class G-30 (Locobase 15829)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection.

Baldwin seldom manufactured locomotives for the New York Central Lines (just as Schenectady/Alco had little to offer the Pennsylvania Lines), but it did deliver three dozen Consolidations in the late 1880s (Locobase 11655). Given the usual incompatibility between this builder and this buyer, choosing to redo the boiler ten years later should not surprise the reader.

The power dimensions remained the same, although boiler pressure increased slightly. The grate area remained little changed, but the firebox heating surface area increased by 43%. All of the 206 2 1/4" (57 mm) tubes were replaced by a bundle of smaller-diameter tubes; tube heating surface area changed very little.) Adhesion weight increased by 4 1/2 short tons and engine weight grew by 6 1/4 tons.

All thirty-six engines had been rebuilt by 1905. They continued in B&A service into the late 'teens and early 1920s.


Class G-31 (Locobase 15830)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Works numbers were 2676, 2674, 2675, 2673 in 1891.

Note: each renumbering noted in the specs took account of the jumbled order of production in the works numbers. Thus the lowest road number was associated with the lowest works numbers and so on.

All four of these Consolidations were rebuilt in 1908-1911 and remained in service until 1922-1923.


Class G-33 (Locobase 15831)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Works numbers were 5997-6002 in September 1901, 25302-25304 in November, 25305-25307 in February 1902.

These Consolidations were originally delivered as cross-compounds with a 22" (559 mm) HP cylinder and a 34" (864 mm) LP cylinder, which resulted in a desirable 2.4:1 compounding ratio. Whatever the merits, compound working soon fell from favor on Norht American railroads except for its use in articulated Mallets. By 1905, the G-33s used the straightforward simple-expansion setup shown in the specifications, although the stroke to bore ratio was a rather high 1.6:1.

The first batch was renumbered to head the class of twelve locomotives. After the NYC returned operational control to the B&A in 1912, the class was renumbered again.

The B&A converted the entire class to U-33 0-8-0 switchers in 1917-1918 and renumbered them 30-41.


Class G-4 (Locobase 5277)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp185.gif (visited December 2002). See also See also "Tandem Compounds for the New York Central," Daily Railway Age, Volume XXXV, No 25a (15 May 1903), pp. 859. Works numbers were 27124-27138 in June 1903.

Interesting tandem-compound design fed steam by the single 12" (305 mm) piston valve on each pair through crossed ports. The boiler was significantly larger than the 1901 G-2As and was jammed with about as many 2" (50.8 mm) firetubes as a builder could fit in a saturated-steam vessel. Note how short the tubes were, however. Another difference was the much smaller driver diameter, which, together with the compounding system, meant these engines specialized in drag-freight haulage.

Despite the glowing reports of fuel economy and power, the tandem compounds usually enjoyed shorter times as compounds. By 1905, most had been converted to the simple-expansion G-4a class shown in Locobase 5278


Class G-43a, b, c, d, e-superheated (Locobase 15837)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection and other NYC diagram books sent by Stanley in May 2005. Works numbers were 3877-3893 in June 1901, 3915-3919 in July, 3920-3924 in August, 4062-4088 in December, 4089-4091 in January 1902, 25931-25950 in October 1902, 27109-27118 in December, 27228-27242 in August 1903, and 28808-28817 and 28867-28871 in September.

Locobase 15836 shows the large clutch of Brooks-built Consolidations delivered in 1901-1902 with saturated boilers, inside link motion, and 11" (279 mm) piston valves. A later update added superheaters to the boiler ,which entailed the usual sacrifice of tubes for flues.

By 1917, nine of the class were so fitted. By 1927, most of the class had been discarded, but all 46 of the class that remained had superheaters.


Class G-46 j/k/ (Locobase 5429)

Data from a table in May 1916 RME.

See Locobase 9841 for a history of the K & M. When the K & M's owner Toledo & Ohio Central was absorbed by the New York Central, the 17 survivors of this class were designated G-46 j/k/l (1183-1199). The locomotive's design is straightforward with an Extended Wagon Top boiler, relatively low pressure, and, especially given the small drivers, a long driving wheelbase.


Class G-46d/G-46e (Locobase 5219)

As the T&OC neared the end of the 20th Century's first decade, the last stage in Consolidation development had clearly arrived. Compared with the earlier 2-8-0s, this design was much bigger with more ample superheat surface area and sizable, 14" piston valves (with a short travel of 5 1/2") . Firebox heating surface included 29 sq ft of arch tubes. The only difference in the last 10, which were delivered in 1910, was a slightly higher weight on the drivers of 214,000 lb)

Data from http://www.rr-fallenflags.org/nyc/toe-p55.gif (visited December 2002) and ...p53.


Class G-46e (Locobase 5220)

Delivery of these 10 locomotives followed the G-46D and Fs. Compared to those 30 engines, this design had a smaller boiler, but the cylinders were 2" larger in diameter and the 14" piston valves had a longer travel (6 1/2"). The grate stayed the same, but the superheater element area was smaller, probably reflecting adoption of a different superheater design?

Data from http://www.rr-fallenflags.org/nyc/toe-p55.gif (visited December 2002).


Class G-46h/i (Locobase 9746)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

After supplying hundreds of G-5/G-6 locomotives with 32" strokes and 63" drivers (Locobases 9740, 9742, and 9743), Brooks began filling orders (B-1290) with superheated engines rolling on 57" drivers and a squarer cylinder ratio; the cylinders still were supplied through 14" piston valves. While the grate area remained essentially the same, the boiler grew considerably while boiler pressure dropped by 20 psi.


Class G-4a (Locobase 5278)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp185.gif (visited December 2002). See also NYC&HR 9 -1905 Locomotive Diagrams including Subsidiaries supplied in August 2013 by Allen Stanley from his extensive Raildata collection.

As Locobase 5277 notes, the tandem compound layout--in which the LP cylinder lined up behind the HP cylinder on each side of the boier--had an even shorter time than other compounds in North American service before being converted to simple expansion. Introduced in 1903, all but four of the class had been fitted with two 23" HP cylinders working in simple expansion, each supplied through a 12" (350 mm) piston valve.

Two of the class survived to be updated again with superheaters; see Locobase 16189. The others all retired in 1925-1927. The only two not immediately scrapped were 2688 and 2690, which went in May 1927 to the Kansas City, Mexico & Orient as their 21-22. (The superheated 2699 followed in August and took road number 23.). The pair put in several more years of service before being scrapped in December 1933 (22) and Decembef 1934 (21).


Class G-4as (Locobase 16189)

Data from NYC 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The engines originally delivered in 1903 as tandem compounds (Locoboase 5277) and quickly converted to simple-expansion locomotives in 1904 (Locobase 5278) were big and strong. Although their small drivers limited their usefulness in the faster-freight years, two underwent more radical surgery to be fitted with a substantial superheater outfit. To accommodate the large bundle of larger flues, the railroad removed 262 small tubes.

Both were soon sold to other railroads. The 2694 went to the Kansas City, Mexico & Orient in 1927 as their 23. Its more economically generated steam apparently extended its career compared to the other two G-4a that accompanied it and the 2694 only met the scrapper in August 1946.

The 2699 traveled a much shorter distance in 1926 to the Susquehanna & New York as their 118; it ran until 1937.


Class G-5 (Locobase 5369)

The data comes a table in the June 1906 issue of American Engineer and Railroad Journal (AERJ). See also Railroad Gazette (3 November 1905), p. 141, where the destined railroad is reported as Indiana Harbor.

Virtually identical to the New York Central G-5s shown in another Locobase entry (5279). Included here chiefly to show what minor differences could occur (e.g. 458 tubes vs 456) and to give an idea of the scale of the production by Brooks and Schenectady. Also, RG's report includes a listing of the component suppliers that can help build a more detailed picture of the locomotive-building industry of the time (NB: many of these suppliers probably did not also serve Baldwin).

steel axles -- Carnegie steel axles

bell ringer -- Samson

brake beams -- National-Hollow

brake shoes -- Lappin

coupler -- Gould

headlights -- Rochester

injectors and sight-feed lubricators -- Nathan

New York Central specification journal bearings and driving wheel tires,

piston and valve rod packings --U. S.

safety valves -- Consolidated Car Heating

sanding devices -- Leach

springs -- Railway Steel Spring Co

steam gauges -- Crosby

truck and tender wheel tires -- National


Class G-5, G-5a (Locobase 5279)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp186A.gif (visited December 2002). Works numbers were 27850-27858 in October 1903, 27859-27871 in November and 27872 in December from Schenectady (road numbers 2477-2499) and 29635-29638 in July 1904, 29639-29647 in August from Brooks, and 29648-29659 in October from Schenectady.

Long-stroke Consolidations with straight boilers, 14" (356 mm) piston valves. Beginning in 1912, many of these were converted to H-5 2-8-2s; see Locobase 1384.

According to the guide, 25 G-5As were built by Brooks and Schenectady in 1904. Available information didn't tell Locobase how the G-5As differed from the G-5s.


Class G-5c-G6i (Locobase 5372)

The data comes from a table in the June 1906 AERJ.

A slew of Consolidations virtually all built by Alco-Schenectady or Alco-Brooks. Montreal contributed 18 engines. They served on all major subsidiaries (B&A, CCC&StL, NYC, THB, CI&S, LS&MS). 462 of these were rebuilt into H-5 Mikados. The remainder were retrofitted with Walschaerts valve gear and superheater, being redesignatedwere provided by Alco-Brooks and Schenectady over the 1905-1910 period. Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves.

The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear.Many of these were rebuilt as H-5 Mikados with new boilers and fireboxes.


Class G-5g (Locobase 15828)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Works numbers were 37990-37999 in October 1905.

The New York Central Lines bought hundreds of G-5s (Locobase 5372). Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves. The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear.

The ten of this class that were delivered to the B&A had two fewer tubes in the boiler. Who knows why, except to consider that mass production of steam locomotives still allowed for considerable detail differences.


Class G-5h (Locobase 9740)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

This was a big class of Consolidations that served the drag-freight needs of the Cleveland, Cincinnati, Chicago & St. Louis. The subclass shown here (Brooks order number 1034) was a bit smaller than some of the later batches. All had 14" piston valves.

Before too long, the class was superheated. See Locobase 9741.


Class G-5h - superheated (Locobase 9741)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Although the large class of Consolidations that entered service in 1905-1911 on the Big Four (Locobase 9740) shared the same power dimensions, they came in 2 boiler sizes. Superheating the smaller version as shown here involved the usual tradeoffs of evaporative heating surface for drier steam. In this makeover, 140 2" tubes were eliminated in favor of 34 flues..


Class G-5i (Locobase 9742)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Part of a long string of batches of Consolidations built in a short period. . All had 14" piston valves. This particular production order (B-1064) packed a lot of 2" tubes into the boiler.

As with the G-5H, the class was soon superheated. See Locobase 9743.


Class G-5i/-5o/-5t/etc - superheated (Locobase 9744)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Superheating the G-5I class of Consolidations (Locobase 9742) involved the usual boiler rearrangement. In this particular makeover, however, the small-tube sacrifice came to more than 190 tubes (195 in the G-5I, 211 in the G-5O/T/G-6C profiled in 9743) in favor of just 34 flues. (Locobase suspects this supports his thought that this was an overstuffed boiler in its saturated state to begin with.)

Some received 30 sq ft of arch tubes, increasing their firebox heating surface to 215 sq ft.


Class G-5o/-5t/-6c/-6d etc. (Locobase 9743)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Part of a long string of batches of Consolidations built in a short period to the same power dimensions and firebox design. All had 14" piston valves. As with the G-5Is, these later batches (Brooks B-1089 for G-5O, B-1195 for G-5T) had boilers tightly packed with 2" tubes. Later in the same year (November of 1907), Brooks added 65 more to the same design (Batches B-1117, 1132-1133) that the Cleveland, Cincinnati, Chicago & St Louis for some reason classified as G-6C, G-6D, and G-6UA. Additional locomotives included the G-6IA (Original order 5 under B-1064), G-6IB (20 under B-1075), G-6N (20 under B-1221), (G-6S 35 under S-774 - the only order in this particular design from Schenectady)

Some of both of these sub-classes were soon superheated to a common configuration.. See Locobase 9744. Like hundreds of other G-5 2-8-0s in the New York Central system, the rest of the Big Four G-5s were upgraded to H-5 Mikados; see Locobase 9745.


Class G-6 (Locobase 5377)

The data comes from a table in the June 1907 AERJ.

Actually representing one of the later batches under this 3-year order, the 5962 was a G-6 because of its outside Walschaerts gear. According to RMM's report, adoption of the Walschaert gear "...of the latest improved design for freight locomotives" was intended "...to give the least possible trouble in operation and maintenance, and it is apparent that nothing simpler has yet been devised, from the standpoint of durability and stability, as the metal has been distributed with these essentials in view, and spring of the parts to produce distortion in the action of the valve should therefore be an unknown quantity."

Otherwise, it was similar to hundreds of other New York Central system Consolidations of the same era. Again according to RMM, the NYC's approach included attention to strengthening the design for regular service: "Attention has been given to the elimination of weak links in the chain of details affecting points likely to incapacitate the engine for active service. The frames are of steel and of most liberal dimensions ...the pedestal binders are also built on a similar plan, and are secured to the frame by three vertical bolts at each side of the jams. Stresses on the smoke-box flange of the saddle are relieved by the front end braces, which are constructed with a pivoted connection to a casting on the bumper beam, which will be noted as unusual in front end braces."

Moreover, said RMM, the engines were credited as "...free and economical steamers."


Class G-60/G-61 (Locobase 9747)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

The diagram book gives the dates corresponding to the fitting of a new boiler for all but one of this group of survivors from earlier classes - the dates ranged from January 1911 to September 1912. 6512, delivered in April 1885 was discarded without modification and supplied the original date. In any case, all remained saturated and all were quite small.


Class G-63 (Locobase 3145)

Data from McShane (1899) and the CCC&StL 3-1914 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also "Consolidation Locomotive - Cleveland, Cincinnati, Chicago & St Louis", Railroad Gazette (15 April 1898). Works number was 2684 in March 1898.

This Consolidation was built to the design of Superintendent of Motive Power William Garstang, who wanted to increase a single engine's train load. He accomplished that goal when this engine easily out did the then-standard 1,050-ton load by pulling 1,500 tons up a grade of 45 feet to the mile (0.85%) .


Class G-64 (Locobase 9748)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

This engine, and the succeeding G-64A (Locobase 9749) were larger Consolidations with a longer stroke. 6528 persisted with the 20" cylinder diameter.


Class G-64A (Locobase 9749)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

6529 was identical to the G-64 (#6528 - Locobase 9748) but had larger 22" cylinders and ultimately a firebox with arch tubes that combined for 184 sq ft of firebox heating surface. Both engines led the way to larger boilers and grates..


Class G-65 (Locobase 9750)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also "The Richmond Locomotive and Machine Works, Virginia, USA", Railway Magazine, Volume 5, pp. 172-174.

Displayed in a table of Consolidations of varied ages and origins, this locomotive stands out as quite a bit larger and even further along in the evolution of the New York Central 2-8-0 of the early 20th Century. What remained in the 19th century was the locomotive's grate area, which was small for the size of the boiler it was trying to heat.

The engine was a "one-off" prototype built to the design of Superintendent of Motive Power William Garstang. RM's report described its June 5, 1899 delivery trip during which it hauled 77 30-ton freight cars from Newport News to Chicago without change, a distance of 1,001 miles.

In the next year (1900) the Big Four would order very similar locomotives from Brooks, Rhode Island, and Schenectady (Locobase 366), but this was the only one that Richmond would supply.


Class G-66-68 (Locobase 366)

Data from CCC&StL 3-1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis.

Apparently the Big Four included the builder in its classification. G-66 stood for 10 locomotives from the Rhode Island Works, G-67 for 12 Brooks-built engines, and G-68 for 9 from Schenectady. They were virtually identical to the 1899 Richmond #703 (Locobase 9750), which itself represented a substantial increase in size and power over earlier Big Four Consolidations.


Class G-69 (Locobase 9751)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Compared to the Big Four Consolidation of a year earlier shown in Locobase 9750, this locomotive made the last step into a 20th-century 2-8-0 design by adopting a much larger grate to go with a slightly bigger boiler. Admittedly, the firebox heating surface was still relatively meager.


Class G-6i, G-6o (Locobase 8425)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Michigan Central's large Consolidation stud included dozens that were modified with the same superheater installation. This batch arrived in 1909-1910.


Class G-6m (Locobase 8424)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

At the same time the Canadian Southern was buying its Consolidations from the Montreal Locomotive Works (Locobase 5277), the Michigan Central purchased a batch from another Alco subsidiary.


Class G-6t (Locobase 8426)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

As Michigan Central added Consolidations to its stud, it bought them from several Alco subsidiaries. After Brooks had supplied 38 in 1909-1910 (Locobase 8425), the MC bought 20 more from Schenectady in the next year.


Class G-7 (Locobase 4115)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp187.gif (visited December 2002)

The guide notes that this class was rebuilt starting in 1895. The specifications given above reflect the rebuilt locomotives.

I suspect that the C-7A class (26 engines) shown on

www.rr-fallenflags.org/nyc/ncy-lbp186b.gif (visited December 2002) represent the original design of considerably earlier vintage, which had a boiler pressure of 135 psi. In either case, this was a small locomotive.


Class G-70 (Locobase 7656)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

When the P & E bought these Consolidations, the railroad was already part of the Big Four (Cleveland, Cincinnati, Chicago & Saint Louis). It had been created out of the bankrupt Ohio Indiana & Western Railway. In a very detailed set of financial transactions that took less than 2 months in early 1890 -- detailed on Roger P Hensley's http://madisonrails.railfan.net/bigfour.html (accessed 6 July 2006) -- the P & E's main line was established from Pekin, Illinois to Indianapolis. It was then "surrendered" to the Big Four on 22 Feb 1890.

The 20 Consolidations were broken into two subgroups depending on boiler type; this subtype had radial stayed boilers. This Brooks-built decade (B-855) showed a higher boiler than that of the pair of G-69s profiled in Locobase 9751 and delivered a year earlier. The power dimensions remained the same, but the boiler pressure rose by 10 psi and steam was now admitted to the cylinders through 12" piston valves. Some were retrofitted with arch tubes in the firebox that contributed 28 sq ft to the firebox heating surface area.

See Locobase 7658 for the superheated upgrade.


Class G-70 - superheated (Locobase 7658)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Although the superheating modification occurred while these engines belonged to the Big Four, the Chicago & Illinois Midland diagrams give the area.

The C & IM bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s. One of them came from the subgroup that had radial-stay boilers when delivered in 1902 and the smaller grate. The C & IM placed it in its own class -- F-1 -- and numberedit 530.

They had been upgraded to include superheaters, although they retained their inside Stephenson valve gear. See Locobase 7659 for the other superheated variant.


Class G-70a (Locobase 7657)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

See Locobase 7656 for a discussion of the P & E's relationship to the Big Four.

The 20 Consolidations bought by the latter in 1902-1903 were broken into two subgroups depending on boiler type. The other subgroup is shown in Locobase 7656; this subtype had the Belpaire firebox.This was one of the few instances when the square-shouldered firebox would appear on a New York Central system engine. The grate was larger, but the firebox actually measured a bit smaller. Sometime later, 26 sq ft of arch tubes would be added to the firebox heating surface. Some of the class had fireboxes offering 187 sq ft of heating surface; the specifications show the addtion of 26 sq ft of arch tubes.

The superheated modification appears in Locobase 7659.


Class G-70a - superheated (Locobase 7659)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, it drew its own locomotive diagrams and included the superheater area that was not shown on the Big Four diagrams.

Well before the sale to the C & IM, the Big Four updated all of its G-70s with superheaters; this set of 10 had Belpaire fireboxes. The four that went to the C & IM were designated class F-2 and numbered 531-534.

See Locobase 7658 and 7661 for the other superheated variants.


Class G-70b (Locobase 7660)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The 25 Consolidations bought by the P & E in 1902-1903 were broken into three subgroups depending on boiler type and grate size. Like the G-70As, which appeared in 1902, this quintet was produced with Belpaire boilers, although the grate was considerably smaller because it was 12" narrower. Curiously, firebox heating surface area actually grew slightly. As with all of the G-70s, steam admission came through 12" piston valves. Some of the class later had 21 sq ft of arch tubes added to the firebox heating surface area.


Class G-70b - superheated (Locobase 7661)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Although this quintet of 5 Belpaire-boilered Consolidations was upgraded with superheaters by the P & E, their diagrams did not show the resulting superheater areas. When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, they documented the new acquisitions with diagrams that did show the area. This pair they designated class F-3 and numbered 535-536.

See Locobase 7657 and 7658 for the other superheated variants.


Class G-71 (Locobase 7610)

Data from CCC&StL 3 - 1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This class of relatively small Consolidations served the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers and 12" piston valves. Five more operated with the Peoria & Eastern; see Locobase 7660.

They were superheated by that railroad in 1919; see Locobase 7611.


Class G-71 - superheated (Locobase 7611)

Data from AC & Y 7 -1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This was a class of Consolidations originally bought by the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers (see Locobase 7610) and superheated by that railroad in 1919. In the process, the surrender of evaporative heating surface was almost completely offset by additional superheater area, which resulted in a greater gain in effective power than many other such conversions.

In 1928, the Big Four sold seven of the class (original works#28249, 28262, 28258, 28254, 28256, 28250, 2824) to the Akron, Canton & Youngstown in 1928 as their 350-356.


Class G-8 (Locobase 5280)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp189.gif (visited December 2002). Shows the NYC&HR Consolidation just as it was about to grow quite a bit bigger.


Class G-80-G80d (Locobase 8423)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection as well as the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 617-618.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Michigan Central had taken delivery of this class of cross-compounds two years earlier. As Consolidations in the NYC system went, this class had a small firebox.


Class G-80b (Locobase 11474)

Data from "New Locomotive Equipment," The Railway Age, Vol XLIV, No 2 (25 January 1901), p 75.

The RA report said that the NYC had ordered four of these cross-compounds, but Drury (1993) shows only the one. Given that in the very next year the MC ordered 47 cross-compound with a larger LP cylinder as well as the odd compounding ratio built into the specs, Locobase suspects this really was a one-off.


Class G-9 (Locobase 5281)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp191.gif (visited December 2002).

This class succeeded the Consolidations that were later reclassified as G-11A. Boiler pressure increased as did weight, but otherwise the design was identical. According to Staufer (1967), these were the first Consolidations on the New York Central, which suggests the G-11As were actually a later acquisition. See Locobase 5260 for fuller information about the Fall Brook lines.


Class G-95a (Locobase 9478)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, February 1903, p. 86 and T&OC-Z&W 6 - 1920 Locomotive Diagrams supplied by Allen Stanley from his extensive Raildata collection. Works numbers were 5809-5813 in September 1902, 5826-5830, 5833-5834 in October, 5841-5848 in November, 5967-5971 in May 1903.

Small, low-drivered Consolidations with Belapaire fireboxes. As delivered, they were credited with 133,000 lb on the drivers and 150,000 lb overall engine weight.


Class G-96a (Locobase 5214)

The Richardson balanced slide valves had 5 5/8" of travel. Firebox heating surface included arch tubes.

This was one of the more numerous classes on this subsidiary of the New York Central. Indeed, they were followed immediately by the 96Bs, which appear to have been virtually identical.

The G-96As were superheated later; see 5215.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).


Class G-96a - superheated (Locobase 5215)

The Richardson balanced slide valves had 5 5/8" of travel.

Superheating these Consolidations didn't result in fitting them with piston valves as was usual practice, instead, this class received ABV double-admission slide valves. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).


Class G-96b (Locobase 5216)

This was a follow-on batch to the G-96A class and were probably very similar when delivered. After superheating, the two classes were practically identical. The Richardson balanced slide valves had 5 5/8" of travel; when superheated, this class received ABV double-admission slide valves. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).


Class G-96c (Locobase 5217)

This was a follow-on batch to the G-96A class, but were fitted with 11" piston valves and Walschaerts valve gear. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p50.gif (visited December 2002).


Class G-97a (Locobase 5224)

Data from http://www.rr-fallenflags.org/nyc/toe-p67.gif (visited December 2002). Works numbers were 29421-29425 in June 1904.

Similar to many other New York Central System Consolidations of the turn of the century, all of which had the same nominal tractive effort. The Richardson balanced slide valves had relatively long travel of 5 5/8" (143 mm) of travel. Firebox heating surface included arch tubes.


Class G-9a/G-11a (Locobase 5284)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp194.gif (visited December 2002).

The earliest Consolidation shown in the guide, this locomotive still had the dome just ahead of the cab. The large grate area may have burned anthracite coal.


Class G/G-32a (Locobase 11148)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 148-149; and NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Works numbers were 4147-4156 in July 1893, 4238-4241 in November 1894,

4282-4291 in May 1895.

These two dozen Consolidations remained substantially unchanged during their careers on the B&A. By the time of 1905's accounting, however, the shops appear to either modified or completely replaced the boiler. The change, which prompted a class ID change to G-32a) deleted six tubes from the boiler, dropping total heating surface area to 1,948 sq ft (181 sq m) and the firebox was smaller by 12 sq ft (1.1 sq m). Driving and engine wheelbases each shrank by a foot (to 13 and 20 feet 5 inches, respectively).


Class M/G (Locobase 11655)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 14, p. 6. (Actually the 8th page of specifications.)

Works numbers were:

1886

December 8290, 8295

1887

August 8728, 8729, 8733, 8741; September 8798, 8800-8801; October 8809

1888

July 9378, 9381; August 9383-9384, 9388, 9392

1890

January 10579, 10582-10583, 10586, 10592, 10598; August 11119, 11122, 11126-11128, 11131

1891

October 12263-12264, 12268, 12271, 12308-12309, 12313, 12318

This large batch of Consolidations clearly meant to satisfy drag-freight needs for a while. Although fitted with relatively large cylinders, the class's boiler and firebox dimensions ran in the middle of the pack. According to Connelly, the 1887-1888 engines had 48" drivers, but the specifications show otherwise.

The B&A rebuilt this class beginning in 1897; see Locobase 15829.

This class received its Class G designation after the B & A joined the New York Central System in 1893. All were rebuilt as class G-30 locomotives in 1897-1905.

Specifications by Steve Llanso of Sweat House Media
Class60/G-13A / 295A/G-10B-1 / G-42aB-1 / G-42b
Locobase ID8883 2618 5283 8421 8422
RailroadAdirondack & St Lawrence (NYC)Lake Shore & Michigan Southern (NYC)Fall Brook Coal Company (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class215222525
Road Numbers60-61/996-997/2210-2211295-322 /5500-34, 59-80/2279-2300700-724725-748
GaugeStdStdStdStdStd
Number Built215222525
BuilderSchenectadyBrooksSchenectadyBrooksBrooks
Year18931899188818991900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'15.25'14'17.33'17.33'
Engine Wheelbase21.58'23.25'21.67'25.50'25.50'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.66 0.65 0.68 0.68
Overall Wheelbase (engine & tender)47.17'51.50'47.58'55.60'55.60'
Axle Loading (Maximum Weight per Axle)0
Weight on Drivers131500 lbs138500 lbs109300 lbs149000 lbs162600 lbs
Engine Weight149000 lbs156500 lbs122800 lbs168000 lbs181300 lbs
Tender Light Weight84355 lbs94000 lbs86000 lbs118000 lbs124500 lbs
Total Engine and Tender Weight233355 lbs250500 lbs208800 lbs286000 lbs305800 lbs
Tender Water Capacity3200 gals5000 gals4000 gals6000 gals6000 gals
Tender Fuel Capacity (oil/coal)9 tons12.5 tons9 tons13 tons13 tons
Minimum weight of rail (calculated)55 lb/yard58 lb/yard46 lb/yard62 lb/yard68 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"56"51"63"63"
Boiler Pressure180 psi180 psi160 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)22" x 26"20.5" x 28"20" x 24"21" x 30"21" x 30"
Low Pressure Cylinders (dia x stroke)32" x 26" (1)
Tractive Effort25635 lbs32149 lbs25600 lbs35700 lbs35700 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.13 4.31 4.27 4.17 4.55
Heating Ability
Firebox Area168.20 sq. ft212 sq. ft145.80 sq. ft230 sq. ft218.92 sq. ft
Grate Area31.10 sq. ft32.40 sq. ft31.30 sq. ft33.50 sq. ft33.76 sq. ft
Evaporative Heating Surface2046 sq. ft2183 sq. ft1732 sq. ft2651 sq. ft2858 sq. ft
Superheating Surface
Combined Heating Surface2046 sq. ft2183 sq. ft1732 sq. ft2651 sq. ft2858 sq. ft
Evaporative Heating Surface/Cylinder Volume357.72204.09198.47220.43237.64
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation55985832500867006752
Same as above plus superheater percentage55985832500867006752
Same as above but substitute firebox area for grate area3027638160233284600043784
Power L136505093383566376902
Power MT244.77324.28309.41392.81374.32

Specifications by Steve Llanso of Sweat House Media
ClassB-2/G-43a, b, c, d, eB-3/G-44C / G-7aC/G-46a, bG
Locobase ID15836 15841 6508 5353 5274
RailroadLake Shore & Michigan Southern (NYC)Lake Erie, Alliance & Western (NYC)New York West Shore & Buffalo (NYC)Lake Shore & Michigan Southern (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class120253074
Road Numbers750-869/5750-586950-64, 400-409/5525-5539, 5515-5524121-150 / 2671000-10062200-2203
GaugeStdStdStdStdStd
Number Built12025307
BuilderBrooksAlco-BrooksBurnham, Parry, Williams & CoAlco-BrooksSchenectady
Year19011904188319031888
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17.33'16.75'14'17.25'14.33'
Engine Wheelbase25.50'25.25'21.58'26.42'22'
Ratio of driving wheelbase to overall engine wheebase 0.68 0.66 0.65 0.65 0.65
Overall Wheelbase (engine & tender)54.54'47.58'57.83'47.37'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers158000 lbs181000 lbs88000 lbs207000 lbs118000 lbs
Engine Weight180000 lbs202300 lbs104000 lbs235400 lbs132000 lbs
Tender Light Weight124500 lbs130400 lbs64000 lbs151000 lbs70700 lbs
Total Engine and Tender Weight304500 lbs332700 lbs168000 lbs386400 lbs202700 lbs
Tender Water Capacity8000 gals6500 gals3000 gals3500 gals
Tender Fuel Capacity (oil/coal)13 tons13 tons5 tons tons7.5 tons
Minimum weight of rail (calculated)66 lb/yard75 lb/yard37 lb/yard86 lb/yard49 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"57"50"57"51"
Boiler Pressure200 psi200 psi140 psi200 psi150 psi
Cylinders (dia x stroke)21" x 30"21" x 30"19.5" x 24"23" x 30"20" x 26"
Tractive Effort35700 lbs39458 lbs21720 lbs47332 lbs26000 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.43 4.59 4.05 4.37 4.54
Heating Ability
Firebox Area187.50 sq. ft200 sq. ft116.70 sq. ft231 sq. ft156 sq. ft
Grate Area43 sq. ft46.70 sq. ft23 sq. ft54.89 sq. ft31 sq. ft
Evaporative Heating Surface2974 sq. ft2985 sq. ft1455 sq. ft3957 sq. ft1937 sq. ft
Superheating Surface
Combined Heating Surface2974 sq. ft2985 sq. ft1455 sq. ft3957 sq. ft1937 sq. ft
Evaporative Heating Surface/Cylinder Volume247.29248.20175.39274.29204.89
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation860093403220109784650
Same as above plus superheater percentage860093403220109784650
Same as above but substitute firebox area for grate area3750040000163384620023400
Power L168306296286767333664
Power MT381.20306.75287.30286.83273.82

Specifications by Steve Llanso of Sweat House Media
ClassG-1G-100G-101G-102/G-102A&B/G-103G-102D/G-104
Locobase ID4114 7072 7073 7074 7075
RailroadNew York Central (NYC)Pittsburgh & Lake Erie (NYC)Pittsburgh & Lake Erie (NYC)Pittsburgh & Lake Erie (NYC)Pittsburgh & Lake Erie (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class133147932
Road Numbers2332121-153/9301-93219322-93359325-9392, 9411-94249325
GaugeStdStdStdStdStd
Number Built13314795
BuilderSchenectadyPittsburghPittsburghPittsburghshops
Year19011897190219021915
Valve GearStephensonStephensonStephensonStephensonBaker
Locomotive Length and Weight
Driver Wheelbase17'14.25'16'16'16'
Engine Wheelbase25.75'22.25'24.67'24.67'24.67'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.64 0.65 0.65 0.65
Overall Wheelbase (engine & tender)53.75'54.04'56.46'55.87'56.27'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers164000 lbs126000 lbs170000 lbs177880 lbs177880 lbs
Engine Weight190000 lbs140000 lbs190000 lbs200500 lbs200500 lbs
Tender Light Weight112000 lbs144000 lbs144000 lbs144000 lbs144000 lbs
Total Engine and Tender Weight302000 lbs284000 lbs334000 lbs344500 lbs344500 lbs
Tender Water Capacity5000 gals8400 gals8400 gals8400 gals8400 gals
Tender Fuel Capacity (oil/coal)10 tons11 tons11 tons11 tons11 tons
Minimum weight of rail (calculated)68 lb/yard53 lb/yard71 lb/yard74 lb/yard74 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"50"50"50"50"
Boiler Pressure210 psi180 psi185 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)23" x 32"20" x 26"21" x 30"21" x 30"22.5" x 30"
Low Pressure Cylinders (dia x stroke)35" x 32" (1)
Tractive Effort33497 lbs31824 lbs41608 lbs44982 lbs51638 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.90 3.96 4.09 3.95 3.44
Heating Ability
Firebox Area175.32 sq. ft162.50 sq. ft181.80 sq. ft166.20 sq. ft166.60 sq. ft
Grate Area50.31 sq. ft25.60 sq. ft33.40 sq. ft51.60 sq. ft51.60 sq. ft
Evaporative Heating Surface3251 sq. ft2134 sq. ft3041 sq. ft3192 sq. ft2355 sq. ft
Superheating Surface632 sq. ft
Combined Heating Surface3251 sq. ft2134 sq. ft3041 sq. ft3192 sq. ft2987 sq. ft
Evaporative Heating Surface/Cylinder Volume422.54225.73252.86265.42170.58
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10565460861791032010320
Same as above plus superheater percentage10565460861791032012487
Same as above but substitute firebox area for grate area3681729250336333324040317
Power L1510846755064557510715
Power MT274.66327.19262.69276.38531.20

Specifications by Steve Llanso of Sweat House Media
ClassG-11G-11bG-12G-13G-16q
Locobase ID5282 5285 5286 5287 415
RailroadBeech Creek, Clearfield & Western (NYC)Beech Creek, Clearfield & Western (NYC)Pittsburgh & Eastern (NYC)New York Central (NYC)Boston & Albany (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class46124
Road Numbers2-5/2256, 2257, 22596-10, 4/2258, 2260-22641/23012210-22111050-1053
GaugeStdStdStdStdStd
Number Built464
BuilderSchenectadySchenectadySchenectadySchenectadyAlco-Schenectady
Year18841886189518931912
Valve GearStephensonStephensonStephensonStephensonBaker
Locomotive Length and Weight
Driver Wheelbase15.25'14'14.33'17.50'
Engine Wheelbase23'21.67'22.33'26.40'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.65 0.64 0.66
Overall Wheelbase (engine & tender)46.50'47'48.50'61'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers96000 lbs98000 lbs126800 lbs133000 lbs215500 lbs
Engine Weight108000 lbs111000 lbs142000 lbs149400 lbs242000 lbs
Tender Light Weight71000 lbs77000 lbs85000 lbs88300 lbs143500 lbs
Total Engine and Tender Weight179000 lbs188000 lbs227000 lbs237700 lbs385500 lbs
Tender Water Capacity3500 gals3500 gals4000 gals4000 gals7500 gals
Tender Fuel Capacity (oil/coal)7 tons8 tons10 tons10 tons tons
Minimum weight of rail (calculated)40 lb/yard41 lb/yard53 lb/yard55 lb/yard90 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"51"51"51"63"
Boiler Pressure125 psi135 psi180 psi140 psi200 psi
High Pressure Cylinders (dia x stroke)20" x 24"20" x 24"20" x 26"22" x 26"23" x 32"
Low Pressure Cylinders (dia x stroke)32" x 26" (1)
Tractive Effort20000 lbs21600 lbs31200 lbs19939 lbs45679 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.80 4.54 4.06 6.67 4.72
Heating Ability
Firebox Area156 sq. ft124.60 sq. ft152.80 sq. ft162.82 sq. ft212.80 sq. ft
Grate Area35.83 sq. ft31.30 sq. ft30.10 sq. ft31.28 sq. ft56.50 sq. ft
Evaporative Heating Surface1441 sq. ft1604 sq. ft1977 sq. ft2064 sq. ft2979 sq. ft
Superheating Surface582 sq. ft
Combined Heating Surface1441 sq. ft1604 sq. ft1977 sq. ft2064 sq. ft3561 sq. ft
Evaporative Heating Surface/Cylinder Volume165.13183.80209.12360.87193.59
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation447942265418437911300
Same as above plus superheater percentage447942265418437913108
Same as above but substitute firebox area for grate area1950016821275042279549370
Power L1270429284436283012666
Power MT248.39263.47308.51187.64518.31

Specifications by Steve Llanso of Sweat House Media
ClassG-2/15 ft 6 inG-2/16 ftG-2AG-3G-30
Locobase ID5273 5272 5275 5276 15829
RailroadNew York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)Boston & Albany (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1848163036
Road Numbers2378-23952333-2377, 2396-982399, 2400-24142302-23312528-2563/901-934
GaugeStdStdStdStdStd
Number Built18481630
BuilderSchenectadySchenectadySchenectadySchenectadyB&A
Year19011901190119011897
Valve GearStephensonStephensonWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase17'17'17'15'14'
Engine Wheelbase25.92'25.92'26.25'22.67'21.92'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.65 0.66 0.64
Overall Wheelbase (engine & tender)53.92'53.92'48.62'49.94'49'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers166000 lbs166000 lbs172500 lbs131500 lbs112000 lbs
Engine Weight192000 lbs192000 lbs200000 lbs150000 lbs128500 lbs
Tender Light Weight114000 lbs114000 lbs128000 lbs109000 lbs73300 lbs
Total Engine and Tender Weight306000 lbs306000 lbs328000 lbs259000 lbs201800 lbs
Tender Water Capacity5000 gals5000 gals6000 gals5000 gals3500 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons10 tons10 tons7 tons
Minimum weight of rail (calculated)69 lb/yard69 lb/yard72 lb/yard55 lb/yard47 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"63"51"50"
Boiler Pressure210 psi210 psi210 psi180 psi160 psi
High Pressure Cylinders (dia x stroke)23" x 32"23" x 32"15" x 34"20" x 26"20" x 26"
Low Pressure Cylinders (dia x stroke)35" x 32" (1)35" x 32" (1)28" x 34" (2)
Tractive Effort33497 lbs33497 lbs33683 lbs31200 lbs28288 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.96 4.96 5.12 4.21 3.96
Heating Ability
Firebox Area189.39 sq. ft182.49 sq. ft189.39 sq. ft155 sq. ft160 sq. ft
Grate Area50.31 sq. ft50.31 sq. ft50.32 sq. ft41 sq. ft29.30 sq. ft
Evaporative Heating Surface3384 sq. ft3481 sq. ft3384 sq. ft2194 sq. ft1723 sq. ft
Superheating Surface
Combined Heating Surface3384 sq. ft3481 sq. ft3384 sq. ft2194 sq. ft1723 sq. ft
Evaporative Heating Surface/Cylinder Volume439.82452.43486.62232.07182.25
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10565105651056773804688
Same as above plus superheater percentage10565105651056773804688
Same as above but substitute firebox area for grate area3977238323397722790025600
Power L153605437394148053558
Power MT284.74288.83201.47322.23280.14

Specifications by Steve Llanso of Sweat House Media
ClassG-31G-33G-4G-43a, b, c, d, e-superheatedG-46 j/k/
Locobase ID15830 15831 5277 15837 5429
RailroadBoston & Albany (NYC)Boston & Albany (NYC)New York Central (NYC)Lake Shore & Michigan Southern (NYC)Kanawha & Michigan (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class4121512025
Road Numbers15, 35, 39, 64/2566-2569/2500-2503/936-9392500-2505/2564-2575/964-6752415-24295750-5869528-552
GaugeStdStdStdStdStd
Number Built4121512025
BuilderRhode IslandSchenectadySchenectadyLS&MSAlco
Year18911901190319011911
Valve GearStephensonStephensonWalschaertStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase15'17'15'17.33'17.25'
Engine Wheelbase22.50'25.75'23.58'25.50'26.42'
Ratio of driving wheelbase to overall engine wheebase 0.67 0.66 0.64 0.68 0.65
Overall Wheelbase (engine & tender)47.33'54.08'40.06'54.69'58.23'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers118000 lbs163000 lbs200000 lbs161500 lbs209500 lbs
Engine Weight134500 lbs187000 lbs225000 lbs184500 lbs239500 lbs
Tender Light Weight76250 lbs105350 lbs137500 lbs124500 lbs154000 lbs
Total Engine and Tender Weight210750 lbs292350 lbs362500 lbs309000 lbs393500 lbs
Tender Water Capacity3500 gals4000 gals7000 gals8000 gals7500 gals
Tender Fuel Capacity (oil/coal)8 tons8 tons12 tons13 tons16 tons
Minimum weight of rail (calculated)49 lb/yard68 lb/yard83 lb/yard67 lb/yard87 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"57"51"63"57"
Boiler Pressure160 psi195 psi210 psi200 psi180 psi
High Pressure Cylinders (dia x stroke)20" x 26"20" x 32"16" x 30"21" x 30"25" x 30"
Low Pressure Cylinders (dia x stroke)30" x 30" (2)
Tractive Effort28288 lbs37221 lbs41855 lbs35700 lbs50329 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.17 4.38 4.78 4.52 4.16
Heating Ability
Firebox Area158 sq. ft145 sq. ft227 sq. ft187.50 sq. ft227 sq. ft
Grate Area24.90 sq. ft50.20 sq. ft58 sq. ft43 sq. ft55 sq. ft
Evaporative Heating Surface2097 sq. ft3150 sq. ft4143 sq. ft2344 sq. ft3153 sq. ft
Superheating Surface465 sq. ft633 sq. ft
Combined Heating Surface2097 sq. ft3150 sq. ft4143 sq. ft2809 sq. ft3786 sq. ft
Evaporative Heating Surface/Cylinder Volume221.81270.72593.44194.90184.99
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation398497891218086009900
Same as above plus superheater percentage39849789121801006211583
Same as above but substitute firebox area for grate area2528028275476704387547806
Power L14072616938391303810018
Power MT304.31333.75169.27711.92421.69

Specifications by Steve Llanso of Sweat House Media
ClassG-46d/G-46eG-46eG-46h/iG-4aG-4as
Locobase ID5219 5220 9746 5278 16189
RailroadToledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)Big Four (NYC)New York Central (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class301040152
Road Numbers9662-9681/9682-96919652-96516843-68822685-26992694, 2699
GaugeStdStdStdStdStd
Number Built301040
BuilderBrooksAlcoAlco-BrooksNYCNYC
Year19091912191119041926
Valve GearWalschaertWalschaertWalschaertStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17.25'17.25'17.25'15'15'
Engine Wheelbase26.42'26.42'26.42'23.58'23.58'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.64 0.64
Overall Wheelbase (engine & tender)58.23'60.92'60.92'40.06'40.06'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers211000 lbs223500 lbs220000 lbs200000 lbs205500 lbs
Engine Weight241000 lbs253000 lbs249000 lbs225000 lbs231200 lbs
Tender Light Weight153500 lbs147300 lbs151000 lbs137500 lbs139800 lbs
Total Engine and Tender Weight394500 lbs400300 lbs400000 lbs362500 lbs371000 lbs
Tender Water Capacity5000 gals7500 gals7500 gals7000 gals7000 gals
Tender Fuel Capacity (oil/coal)16 tons12 tons12 tons12 tons14 tons
Minimum weight of rail (calculated)88 lb/yard93 lb/yard92 lb/yard83 lb/yard86 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter58"58"57"51"51"
Boiler Pressure185 psi180 psi180 psi180 psi180 psi
Cylinders (dia x stroke)23" x 30"25" x 30"25" x 30"23" x 30"23" x 30"
Tractive Effort43027 lbs49461 lbs50329 lbs47610 lbs47610 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.90 4.52 4.37 4.20 4.32
Heating Ability
Firebox Area232 sq. ft231 sq. ft230 sq. ft227 sq. ft223 sq. ft
Grate Area55.80 sq. ft55.80 sq. ft55.80 sq. ft58 sq. ft58 sq. ft
Evaporative Heating Surface3384 sq. ft3373 sq. ft3358 sq. ft4143 sq. ft2946 sq. ft
Superheating Surface952 sq. ft670 sq. ft678 sq. ft715 sq. ft
Combined Heating Surface4336 sq. ft4043 sq. ft4036 sq. ft4143 sq. ft3661 sq. ft
Evaporative Heating Surface/Cylinder Volume234.57197.90197.02287.19204.21
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1032310044100441044010440
Same as above plus superheater percentage1259411751117511044012528
Same as above but substitute firebox area for grate area5236248649484384086048168
Power L1162541077810645559811132
Power MT679.32425.26426.69246.83477.70

Specifications by Steve Llanso of Sweat House Media
ClassG-5G-5, G-5aG-5c-G6iG-5gG-5h
Locobase ID5369 5279 5372 15828 9740
RailroadLake Shore & Michigan Southern (NYC)New York Central (NYC)New York Central (NYC)Boston & Albany (NYC)Big Four (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class20485951030
Road Numbers2477-2499, 2452-24762700-2986+2590-25996618-6646
GaugeStdStdStdStdStd
Number Built20485951030
BuilderseveralAlcoseveralAlco-SchenectadyAlco-Brooks
Year19051903190519051905
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17'17'17.50'17.50'17.50'
Engine Wheelbase25.92'25.92'26.42'26.42'26.42'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.66 0.66 0.66
Overall Wheelbase (engine & tender)60.58'50.58'60.54'60.54'61.08'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers200000 lbs200000 lbs200000 lbs200000 lbs198000 lbs
Engine Weight220200 lbs220200 lbs220000 lbs220000 lbs222000 lbs
Tender Light Weight140000 lbs137500 lbs141600 lbs141600 lbs143500 lbs
Total Engine and Tender Weight360200 lbs357700 lbs361600 lbs361600 lbs365500 lbs
Tender Water Capacity7500 gals7000 gals7500 gals7500 gals7500 gals
Tender Fuel Capacity (oil/coal)12 tons12 tons12 tons12 tons12 tons
Minimum weight of rail (calculated)83 lb/yard83 lb/yard83 lb/yard83 lb/yard83 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"63"63"63"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)23" x 32"23" x 32"23" x 32"23" x 32"23" x 32"
Tractive Effort45679 lbs45679 lbs45679 lbs45679 lbs45679 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.38 4.38 4.38 4.38 4.33
Heating Ability
Firebox Area220 sq. ft220 sq. ft213.05 sq. ft201 sq. ft186 sq. ft
Grate Area54.89 sq. ft54.89 sq. ft56.47 sq. ft56.47 sq. ft56.50 sq. ft
Evaporative Heating Surface3937 sq. ft3937 sq. ft3703 sq. ft3698 sq. ft3262 sq. ft
Superheating Surface
Combined Heating Surface3937 sq. ft3937 sq. ft3703 sq. ft3698 sq. ft3262 sq. ft
Evaporative Heating Surface/Cylinder Volume255.85255.85240.64240.32211.98
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1097810978112941129411300
Same as above plus superheater percentage1097810978112941129411300
Same as above but substitute firebox area for grate area4400044000426104020037200
Power L168746874650764185721
Power MT303.09303.09286.91282.99254.80

Specifications by Steve Llanso of Sweat House Media
ClassG-5h - superheatedG-5iG-5i/-5o/-5t/etc - superheatedG-5o/-5t/-6c/-6d etc.G-6
Locobase ID9741 9742 9744 9743 5377
RailroadBig Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Lake Shore & Michigan Southern (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1214100100100
Road Numbers6654-66676888-68876688-67875900-5999
GaugeStdStdStdStdStd
Number Built14100100
BuilderNYCAlco-BrooksAlco-BrooksAlcoseveral
Year19111906191119071904
Valve GearWalschaertStephensonWalschaertStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase17.50'17.50'17.50'17.50'17.50'
Engine Wheelbase26.42'26.42'26.42'26.42'26.42'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.66 0.66 0.66
Overall Wheelbase (engine & tender)61.08'67.62'60.96'67.62'60.79'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers198000 lbs202500 lbs204500 lbs202500 lbs207000 lbs
Engine Weight222000 lbs226000 lbs229000 lbs227000 lbs232500 lbs
Tender Light Weight143500 lbs142000 lbs145500 lbs151000 lbs149600 lbs
Total Engine and Tender Weight365500 lbs368000 lbs374500 lbs378000 lbs382100 lbs
Tender Water Capacity7500 gals7500 gals7500 gals7500 gals7500 gals
Tender Fuel Capacity (oil/coal)12 tons12 tons12 tons12 tons12 tons
Minimum weight of rail (calculated)83 lb/yard84 lb/yard85 lb/yard84 lb/yard86 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"63"63"63"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)23" x 32"23" x 32"23" x 32"23" x 32"23" x 32"
Tractive Effort45679 lbs45679 lbs45679 lbs45679 lbs45679 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.33 4.43 4.48 4.43 4.53
Heating Ability
Firebox Area186 sq. ft185 sq. ft185 sq. ft185 sq. ft213.05 sq. ft
Grate Area56.50 sq. ft56.50 sq. ft56.50 sq. ft56.50 sq. ft56.47 sq. ft
Evaporative Heating Surface2875 sq. ft3534 sq. ft2727 sq. ft3659 sq. ft3705 sq. ft
Superheating Surface580 sq. ft580 sq. ft
Combined Heating Surface3455 sq. ft3534 sq. ft3307 sq. ft3659 sq. ft3705 sq. ft
Evaporative Heating Surface/Cylinder Volume186.83229.66177.22237.78240.77
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1130011300113001130011294
Same as above plus superheater percentage1322111300133341130011294
Same as above but substitute firebox area for grate area4352437000436603700042610
Power L11231660851210862566510
Power MT548.53264.99522.12272.44277.33

Specifications by Steve Llanso of Sweat House Media
ClassG-60/G-61G-63G-64G-64AG-65
Locobase ID9747 3145 9748 9749 9750
RailroadBig Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)Big Four (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class51111
Road Numbers6503, 05, 12, 15, 17700 / 652765286529703 / 6530
GaugeStdStdStdStdStd
Number Built51111
BuilderRichmondRichmond
Year18851898189818981899
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.81'16'16'16'16.25'
Engine Wheelbase23.71'
Ratio of driving wheelbase to overall engine wheebase 0.67
Overall Wheelbase (engine & tender)51.56'54.15'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers102500 lbs134650 lbs139000 lbs139000 lbs169000 lbs
Engine Weight120500 lbs150500 lbs156500 lbs156500 lbs183000 lbs
Tender Light Weight120000 lbs120000 lbs120000 lbs
Total Engine and Tender Weight276500 lbs276500 lbs303000 lbs
Tender Water Capacity5000 gals4500 gals6000 gals6000 gals6000 gals
Tender Fuel Capacity (oil/coal)7 tons12 tons10 tons10 tons10 tons
Minimum weight of rail (calculated)43 lb/yard56 lb/yard58 lb/yard58 lb/yard70 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"51"56"57"57"
Boiler Pressure160 psi190 psi190 psi190 psi190 psi
Cylinders (dia x stroke)20" x 24"20" x 26"20" x 28"22" x 28"22" x 30"
Tractive Effort25600 lbs32933 lbs32300 lbs38397 lbs41140 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.00 4.09 4.30 3.62 4.11
Heating Ability
Firebox Area156 sq. ft192 sq. ft169 sq. ft169 sq. ft200 sq. ft
Grate Area28.80 sq. ft35.23 sq. ft32.30 sq. ft32.30 sq. ft34 sq. ft
Evaporative Heating Surface1322 sq. ft2438 sq. ft2457 sq. ft2457 sq. ft2822 sq. ft
Superheating Surface
Combined Heating Surface1322 sq. ft2438 sq. ft2457 sq. ft2457 sq. ft2822 sq. ft
Evaporative Heating Surface/Cylinder Volume151.49257.88241.33199.45213.80
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation46086694613761376460
Same as above plus superheater percentage46086694613761376460
Same as above but substitute firebox area for grate area2496036480321103211038000
Power L132765805575148385227
Power MT281.85380.18364.86306.93272.75

Specifications by Steve Llanso of Sweat House Media
ClassG-66-68G-69G-6i, G-6oG-6mG-6t
Locobase ID366 9751 8425 8424 8426
RailroadBig Four (NYC)Big Four (NYC)Michigan Central (NYC)Michigan Central (NYC)Michigan Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class772372520
Road Numbers714-7756566-6567955-9971008-10321048-1067
GaugeStdStdStdStdStd
Number Built772372520
BuildervariousSchenectadyAlco-BrooksAlco-BrooksAlco-Schenectady
Year19001901190919101911
Valve GearStephensonStephensonWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase16.25'16.25'17.50'17.50'17.50'
Engine Wheelbase24.42'24.42'26.42'26.42'26.42'
Ratio of driving wheelbase to overall engine wheebase 0.67 0.67 0.66 0.66 0.66
Overall Wheelbase (engine & tender)54.35'55.40'60.96'60.96'60.96'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers170000 lbs168500 lbs216000 lbs216500 lbs216000 lbs
Engine Weight186000 lbs186500 lbs242000 lbs242500 lbs242000 lbs
Tender Light Weight120000 lbs120000 lbs155400 lbs156500 lbs155400 lbs
Total Engine and Tender Weight306000 lbs306500 lbs397400 lbs399000 lbs397400 lbs
Tender Water Capacity6000 gals6000 gals7500 gals7500 gals7500 gals
Tender Fuel Capacity (oil/coal)10 tons14 tons14 tons14 tons
Minimum weight of rail (calculated)71 lb/yard70 lb/yard90 lb/yard90 lb/yard90 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"63"63"63"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)22" x 30"22" x 30"23" x 32"23" x 32"23" x 32"
Tractive Effort43305 lbs43305 lbs45679 lbs45679 lbs45679 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.93 3.89 4.73 4.74 4.73
Heating Ability
Firebox Area220 sq. ft170 sq. ft212 sq. ft212 sq. ft212 sq. ft
Grate Area34 sq. ft50.90 sq. ft56.50 sq. ft56.50 sq. ft56.50 sq. ft
Evaporative Heating Surface2890 sq. ft3080 sq. ft2943 sq. ft3022 sq. ft2943 sq. ft
Superheating Surface582 sq. ft582 sq. ft582 sq. ft
Combined Heating Surface2890 sq. ft3080 sq. ft3525 sq. ft3604 sq. ft3525 sq. ft
Evaporative Heating Surface/Cylinder Volume218.96233.35191.25196.39191.25
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation680010180113001130011300
Same as above plus superheater percentage680010180132211310813221
Same as above but substitute firebox area for grate area4400034000496084918449608
Power L157445657126111271912611
Power MT297.96296.06514.86518.07514.86

Specifications by Steve Llanso of Sweat House Media
ClassG-7G-70G-70 - superheatedG-70aG-70a - superheated
Locobase ID4115 7656 7658 7657 7659
RailroadNew York Central (NYC)Peoria & Eastern (NYC)Peoria & Eastern (NYC)Peoria & Eastern (NYC)Peoria & Eastern (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1410151010
Road Numbers2217+6569-6572, 6575-65806568-65826583-65926583-6592 / 531-534
GaugeStdStdStdStdStd
Number Built1010
BuilderseveralAlco-BrooksAlco-BrooksAlco-BrooksAlco-Brooks
Year18951902191919021919
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'15.25'15.25'15.75'15.75'
Engine Wheelbase21.58'24.92'24.92'24.67'24.67'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.61 0.61 0.64 0.64
Overall Wheelbase (engine & tender)47.58'55.11'60'53.92'60'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers88000 lbs172000 lbs181800 lbs172000 lbs179640 lbs
Engine Weight104000 lbs191800 lbs205200 lbs191800 lbs200220 lbs
Tender Light Weight64000 lbs120000 lbs151740 lbs120000 lbs150940 lbs
Total Engine and Tender Weight168000 lbs311800 lbs356940 lbs311800 lbs351160 lbs
Tender Water Capacity3000 gals6000 gals6200 gals6000 gals8000 gals
Tender Fuel Capacity (oil/coal)5 tons10 tons12 tons10 tons12 tons
Minimum weight of rail (calculated)37 lb/yard72 lb/yard76 lb/yard72 lb/yard75 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"57"57"57"57"
Boiler Pressure165 psi185 psi185 psi185 psi180 psi
Cylinders (dia x stroke)20" x 24"22" x 30"22" x 30"22" x 30"22" x 30"
Tractive Effort26400 lbs40057 lbs40057 lbs40057 lbs38975 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.33 4.29 4.54 4.29 4.61
Heating Ability
Firebox Area120 sq. ft192 sq. ft219 sq. ft213 sq. ft219 sq. ft
Grate Area23 sq. ft55.60 sq. ft55.70 sq. ft59 sq. ft58.70 sq. ft
Evaporative Heating Surface1460 sq. ft3055 sq. ft2416 sq. ft2993 sq. ft2410 sq. ft
Superheating Surface510 sq. ft510 sq. ft
Combined Heating Surface1460 sq. ft3055 sq. ft2926 sq. ft2993 sq. ft2920 sq. ft
Evaporative Heating Surface/Cylinder Volume167.30231.46183.04226.76182.59
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation379510286103051091510566
Same as above plus superheater percentage379510286120561091512362
Same as above but substitute firebox area for grate area1980035520474033940546121
Power L13311534610787540310487
Power MT331.80274.09523.24277.01514.80

Specifications by Steve Llanso of Sweat House Media
ClassG-70bG-70b - superheatedG-71G-71 - superheatedG-8
Locobase ID7660 7661 7610 7611 5280
RailroadPeoria & Eastern (NYC)Peoria & Eastern (NYC)Big Four (NYC)Big Four (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class5520206
Road Numbers6583-65926593-65976598-66176598-66172204-2209
GaugeStdStdStdStdStd
Number Built520
BuilderAlco-BrooksAlco-BrooksAlco-BrooksAlco-BrooksNew York (Rome)
Year19031919190319191889
Valve GearStephensonStephensonBakerBakerStephenson
Locomotive Length and Weight
Driver Wheelbase15.75'15.75'17'17'15'
Engine Wheelbase24.67'24.67'25.67'25.67'22.21'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.66 0.66 0.68
Overall Wheelbase (engine & tender)54.46'57.20'57.20'48.22'
Axle Loading (Maximum Weight per Axle)48200 lbs
Weight on Drivers172000 lbs190960 lbs178500 lbs192800 lbs116000 lbs
Engine Weight191800 lbs208960 lbs202000 lbs221200 lbs127000 lbs
Tender Light Weight119000 lbs154920 lbs145000 lbs145000 lbs73000 lbs
Total Engine and Tender Weight310800 lbs363880 lbs347000 lbs366200 lbs200000 lbs
Tender Water Capacity6000 gals8000 gals7500 gals7500 gals3500 gals
Tender Fuel Capacity (oil/coal)10 tons12 tons12 tons12 tons8 tons
Minimum weight of rail (calculated)72 lb/yard80 lb/yard74 lb/yard80 lb/yard48 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"63"63"51"
Boiler Pressure185 psi180 psi200 psi200 psi140 psi
Cylinders (dia x stroke)22" x 30"22" x 30"23" x 30"23" x 30"21" x 26"
Tractive Effort40057 lbs38975 lbs42824 lbs42824 lbs26754 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.29 4.90 4.17 4.50 4.34
Heating Ability
Firebox Area192 sq. ft208 sq. ft202 sq. ft202 sq. ft142 sq. ft
Grate Area50 sq. ft49.70 sq. ft50 sq. ft50 sq. ft32.90 sq. ft
Evaporative Heating Surface2821 sq. ft2399 sq. ft3032 sq. ft2536 sq. ft1819 sq. ft
Superheating Surface510 sq. ft506 sq. ft
Combined Heating Surface2821 sq. ft2909 sq. ft3032 sq. ft3042 sq. ft1819 sq. ft
Evaporative Heating Surface/Cylinder Volume213.73181.76210.17175.79174.52
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation9250894610000100004606
Same as above plus superheater percentage92501055610000117004606
Same as above but substitute firebox area for grate area3552044179404004726819880
Power L15035104025884117912887
Power MT258.15480.36290.69539.31219.47

Specifications by Steve Llanso of Sweat House Media
ClassG-80-G80dG-80bG-9G-95aG-96a
Locobase ID8423 11474 5281 9478 5214
RailroadMichigan Central (NYC)Michigan Central (NYC)Fall Brook Coal Company (NYC)Toledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class471152512
Road Numbers573-619 / 7700-7746499/75302265-2278300-324 - 9600-9624325-336/9625-9636
GaugeStdStdStdStdStd
Number Built471152512
BuilderAlco-SchenectadySchenectadySchenectadyRogersBrooks
Year19021901188319021905
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.25'15'15'
Engine Wheelbase23'23'23.09'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.65 0.65
Overall Wheelbase (engine & tender)46.50'50.77'46.38'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers164500 lbs97200 lbs140700 lbs141660 lbs
Engine Weight189000 lbs183000 lbs109900 lbs156200 lbs155200 lbs
Tender Light Weight76000 lbs104800 lbs104000 lbs
Total Engine and Tender Weight185900 lbs261000 lbs259200 lbs
Tender Water Capacity3500 gals5000 gals5000 gals
Tender Fuel Capacity (oil/coal)8 tons11 tons10 tons
Minimum weight of rail (calculated)69 lb/yard041 lb/yard59 lb/yard59 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"57"51"54"54"
Boiler Pressure210 psi200 psi140 psi180 psi180 psi
High Pressure Cylinders (dia x stroke)23" x 32"23" x 32"20" x 24"20" x 26"20" x 26"
Low Pressure Cylinders (dia x stroke)35" x 32" (1)28" x 32" (1)
Tractive Effort33497 lbs30146 lbs22400 lbs29467 lbs29467 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.91 4.34 4.77 4.81
Heating Ability
Firebox Area165.69 sq. ft148.05 sq. ft149.50 sq. ft167.04 sq. ft162.65 sq. ft
Grate Area49.43 sq. ft50.30 sq. ft35.83 sq. ft30.34 sq. ft31 sq. ft
Evaporative Heating Surface3181 sq. ft3260 sq. ft1290 sq. ft1916 sq. ft1646 sq. ft
Superheating Surface
Combined Heating Surface3181 sq. ft3260 sq. ft1290 sq. ft1916 sq. ft1646 sq. ft
Evaporative Heating Surface/Cylinder Volume413.44423.71147.82202.67174.11
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1038010060501654615580
Same as above plus superheater percentage1038010060501654615580
Same as above but substitute firebox area for grate area3479529610209303006729277
Power L149626665277847144214
Power MT266.00252.03295.45262.33

Specifications by Steve Llanso of Sweat House Media
ClassG-96a - superheatedG-96bG-96cG-97aG-9a/G-11a
Locobase ID5215 5216 5217 5224 5284
RailroadToledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)Toledo & Ohio Central (NYC)Zanesville & Western (NYC)Beech Creek, Clearfield & Western (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1210551
Road Numbers9625-9636337-346/9237-9246347-351/9647-9651608-612/9725-97291/2255
GaugeStdStdStdStdStd
Number Built1055
BuilderBrooksBrooksBrooksBrooksSchenectady
Year19051906190719041881
Valve GearStephensonStephensonWalschaertStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15'15'15'15'15.25'
Engine Wheelbase23.09'23.09'23.25'23.09'23'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65 0.66
Overall Wheelbase (engine & tender)46.38'46.38'52.80'46.50'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers143660 lbs143660 lbs149000 lbs131800 lbs92000 lbs
Engine Weight158200 lbs157500 lbs167000 lbs153500 lbs104000 lbs
Tender Light Weight108500 lbs113500 lbs126000 lbs103000 lbs71000 lbs
Total Engine and Tender Weight266700 lbs271000 lbs293000 lbs256500 lbs175000 lbs
Tender Water Capacity5000 gals5000 gals7000 gals5000 gals3000 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons10 tons10 tons7 tons
Minimum weight of rail (calculated)60 lb/yard60 lb/yard62 lb/yard55 lb/yard38 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"54"54"54"51"
Boiler Pressure180 psi180 psi180 psi180 psi125 psi
Cylinders (dia x stroke)20" x 26"20" x 26"20" x 26"20" x 26"20" x 24"
Tractive Effort29467 lbs29467 lbs29467 lbs29467 lbs20000 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.88 4.88 5.06 4.47 4.60
Heating Ability
Firebox Area162.65 sq. ft162.65 sq. ft162.65 sq. ft164.17 sq. ft148.50 sq. ft
Grate Area31 sq. ft31 sq. ft31 sq. ft31.08 sq. ft31.30 sq. ft
Evaporative Heating Surface1543 sq. ft1543 sq. ft1543 sq. ft1869 sq. ft1290 sq. ft
Superheating Surface300 sq. ft300 sq. ft300 sq. ft
Combined Heating Surface1843 sq. ft1843 sq. ft1843 sq. ft1869 sq. ft1290 sq. ft
Evaporative Heating Surface/Cylinder Volume163.21163.21163.21197.70147.82
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation55805580558055943913
Same as above plus superheater percentage64736473647355943913
Same as above but substitute firebox area for grate area3396133961339612955118563
Power L186648664866446092475
Power MT531.83531.83512.77308.38237.24

Specifications by Steve Llanso of Sweat House Media
ClassG/G-32aM/G
Locobase ID11148 11655
RailroadBoston & Albany (NYC)Boston & Albany (NYC)
CountryUSAUSA
Whyte2-8-02-8-0
Number in Class2436
Road Numbers127/2504-2527/940-963251+
GaugeStdStd
Number Built2436
BuilderSchenectadyBurnham, Parry, Williams & Co
Year18931886
Valve GearStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'14'
Engine Wheelbase21.42'21.92'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.64
Overall Wheelbase (engine & tender)46'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers117000 lbs103000 lbs
Engine Weight130200 lbs116000 lbs
Tender Light Weight77800 lbs
Total Engine and Tender Weight208000 lbs
Tender Water Capacity4000 gals3000 gals
Tender Fuel Capacity (oil/coal)8 tons tons
Minimum weight of rail (calculated)49 lb/yard43 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"50"
Boiler Pressure160 psi150 psi
Cylinders (dia x stroke)20" x 26"20" x 26"
Tractive Effort28288 lbs26520 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.14 3.88
Heating Ability
Firebox Area157 sq. ft112 sq. ft
Grate Area31 sq. ft30.50 sq. ft
Evaporative Heating Surface1987 sq. ft1693 sq. ft
Superheating Surface
Combined Heating Surface1987 sq. ft1693 sq. ft
Evaporative Heating Surface/Cylinder Volume210.18179.08
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation49604575
Same as above plus superheater percentage49604575
Same as above but substitute firebox area for grate area2512016800
Power L139102979
Power MT294.70255.05

Reference


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