Minneapolis, St Paul & Sault Ste Marie / Wisconsin Central 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class F-1 (Locobase 8784)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

In 1893, the Soo ordered more than two dozen cross-compound Consolidations of which these were the first. As such engines went, these had small cylinder volumes, grates, and boilers.

As was almost universally the case, the Soo later simpled these engines with two 19" x 24" cylinders. A calculated tractive effort of 25,999 lb was the result; the locomotives were otherwise unchanged.


Class F-10-S/F-21-S (Locobase 8801)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Like the F-9 (Locobase 6194), when the F-10s cross-compounds were taken in hand for superheating, they had 12" piston valves and a near 1-for-1 trade in heating surface area when they removed 154 small tubes in favor of 28 superheater flues.

In later service, 2428's boiler was pressed to 200 psi while the 473's boiler was set at 185 psi. The rest were set at 170 psi.


Class F-10/F-21 (Locobase 8800)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

These were slightly heavier than the F-9s of 4 years before (Locobase 5370), but were otherwise identical. It was very unusual for a cross-compound to be delivered to a North American railroad so late in the steam era.

In the normal course of events for a North American railroad, the class was later simpletd and superheated; see Locobase 8801.


Class F-11 (Locobase 8802)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Packing larger cylinders and a bigger boiler, this design was otherwise a typical Consolidation of the time. One subtle difference was the use of 5 1/4" flues for superheater elements in the first 4. The piston valves measured a relatively modest 12" in diameter.


Class F-12 / F-22 (Locobase 8804)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

These were repeats of the F-11 / F-21 classes built for the Soo and the Wisconsin Central the year before (Locobase 8802). The big difference was the re-allocation of tubes and flues in favor of more flues when the class was superheated. The result was a higher superheat ratio.


Class F-2 (Locobase 8785)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

As the Soo took delivery of its F-1 cross-compound Consolidations (Locobase 8784), it was sampling different cylinder volumes and compounding ratios. This single locomotive's compounding ratio ran to the high side, which likely meant that the LP cylinder wasn't delivering its fair share of power. The engine was later converted to simple expansion.


Class F-20 - original (Locobase 11405)

Data fromThe Railway Age (18 October 1907), p. 557 and from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.. Works numbers were 27946-27955 in October 1903, 37603-37609 in May 1905, and 45108-45115 in December 1907. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

The WC went to Brooks for this class of Consolidations over a 4-year period. The design was relatively small and light locomotive and one fitted with a Belpaire firebox and 11" piston valves.

Later in its lifetime, a few were fitted with superheaters as shown in Locobase 8803.


Class F-20 - superheated (Locobase 8803)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 11405 Later in its lifetime, at least were fitted with superheaters as shown in the diagrams. The makeover reflected the usual tradeoffs: 150 small tubes were sacrificed for 24 flues, which held enought superheater elements to afford an adequate amount of steam enrichment. The locomotive was otherwise essentially unchanged, retaining its Belpaire firebox . The 28 sq ft of arch tubes now reflected in the data may have been in the firebox when delivered.


Class F-23 (Locobase 8805)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Finishing off the 63"-drivered Consolidations supplied to the Soo over a 9-year period, this sextet had a slightly reordered boiler that had fewer tubes and more flues once the shops superheated the class.


Class F-3 (Locobase 8786)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

These were the same design as the cross-compound Consolidations supplied earlier in the year (Locobase 8784), except that the cylinders had a 2" longer stroke. So while the LP/HP ratio didn't change, the cylinder volume increased.

Like the others, these were later simpled.


Class F-4 (Locobase 8787)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Apparently the Soo & Schenectady were interested in tweaking the cross-compound idea. The F-1 (Locobase 8740) showed a 20" HP cylinder with the same stroke and F-3 kept that diameter and lengthened the stroke by 2". Here the builder increased the HP cylinder's diameter by 2 inches and retained the stroke.

And all of these were soon simpled anyway.


Class F-6 (Locobase 8788)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also James Dredge, A Record of the Transportation Exhibits at the World's Columbian Exposition of 1893 (New York: John Wiley & Sons, 1894), pp. 261+. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Locobases 8784-8787 showed the F-1 through F-4s as the Soo & Schenectady tweaked the cross-compound idea. In the same year, Rhode Island delivered two cross-compounds in February and six more in October. These were a bit bigger in the boiler and had larger fireboxes, but smaller grates.


Class F-7 (Locobase 3950)

Data from the 30 November 1900 Railroad Gazette.

Mr. EA Williams, Mechanical Superintendent of the Minneapolis, St. Paul and Sault Ste Marie, must be described as adventurous at the least. In addition to a lone Vauclain compound Decapod he procured these cross-compound Consolidations in the same year and would add to them over the next several years. Over the 165-mile Minneapolis-Pennington Division these locomotives were rated at 1,692 short tons working compound.

Drury notes that all 51 Schenectady cross-compounds were later simpled and superheated.

See Locobase 6768 for a description of the F-7 makeover.


Class F-7-S (Locobase 6768)

Data from Soo 9 - 1943 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection .

Locobase 3950 described the original compound Consolidation locomotives. This entry tells us what happened when those compounds were simplified and superheated.

See 1919 Railway Mechanical Engineer (RME) -- Volume 93, #12, page 700 -- for a description of trials of that conversion (which used 468, an F-9 locomotive).

Note that the superheater area in the specs is estimated. It is a calculation based on taking the diagram value of 549 sq ft of "superheater equivalent" and deducting a third from it. See the logic presented in Locobase 1364.

Also, the diagram gives the boiler pressure as 200 psi, but the values for tractive effort and factor of adhesion show a working pressure of 175 psi. Reducing BP when superheating a boiler was a tradeoff several railroads chose and the Soo's decrease in BP on the superheated G-class decapod suggests that the railroad did the same with these Consolidations.


Class F-8 (Locobase 8798)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

It must have been quickly apparent to the Soo that their latest cross-compounds (shown in simpled, superheated form on Locobase 8797) were too small. So the builder lengthened the tubes by 6" and created a more capacious heating vessel. At the same time, Schenectady enlarged the grate, but made the firebox shallower. Steam was admitted through 12" diameter piston valves. Later the locomotives were simpled and superheated; see Locobase 8799.


Class F-8-S (Locobase 8799)

Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Superheating the F-8s took the usual path of deleting dozens of small tubes in favor of some larger flues that held the superheater elements. Apparently the F-8's original boiler was large enough to accept this change without sacrificing too much combined heating surface. The locomotives retained the 12" (305 mm) piston valves. A few -- 439, 441, 444 -- ran at 200 psi (13.8 bar).


Class F-9 (Locobase 5370)

Data from a table in the June 1907 issue of AERJ. Data from Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

Although the shallow firebox remained essentially the same as that of the F-8 of two years earlier (Locobase 8798), the motion and the boiler both were enlarged by Alco in this cross-compound class. Piston valves measuring a relatively generous 14" fed the large cylinders, whose volume increased because of an unusually long stroke for a compound. And the engine now turned much taller drivers. Alco delivered a single engine in March 1905, 9 more in June, 10 more in June of 1906, and 8 in September 1906.

The Minneapolis, St. Paul and Sault Ste Marie seems to have thought the cross-compound was worth exploring. This batch, the largest single class of compound Consolidations on the Soo, introduced superheating with an odd flue size (3 1/2") designed by Cole, Alco's energetic engineer. In any case, the apparatus seems to have been removed shortly after delivery.

Drury (1993) notes that all 51 Schenectady cross-compounds were later simpled and superheated.

See Locobase 6194 for the 1919 Railway Mechanical Engineer (RME) description of that conversion.


Class F-9 - superheater prototype (Locobase 9709)

Data from 1906 Railway Congress, Miscellaneous Information, pp.539-540

Before the Soo settled on the superheater conversions they would later apply to the F-9 class (and most others), they had to try out several versions. As Engineering News described it in 1906, the superheater tubes measured 3 1/2" in outside diameter. "In each of these large tubes (and close to the upper side of the tube) is placed a 2-inch tube closed at the firebox-end and extending beyond the smoke-box tube plate to the rear compartment of a header or chamber in the smoke-box and 13 1/4" from the tube plate." Gases from the fire-box passed along the outside of the 2" tube.

Inside of each of the 2" tubes was a 1.3" tube that was open at the fire-box end.. Saturated steam was let into the superheater header, passed through the smallest diameter tube to the rear, then back to the front in the 2" tube and then through the header to the HP cylinder.

Such an arrangement of nested tubes must have constricted steam flow pretty badly; moreover, the superheated percentage of the engine's combined heating surface area was quite small. The concurrent experiment with Soo Moguls, which used larger 5" tubes, pinted the way to the layout that was widely adopted.


Class F-9-S (Locobase 6294)

Data from Railway Mechanical Engineer of December 1919 and Soo 9 - 1943 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Roster data from Ron Kohlin's Soo Line pages at http://www.kohlin.com/soo/stm-rost.htm, accessed 23 September 2007.

When the F-9 cross-compounds were taken in hand for superheating, they had already sacrificed their one LP cylinder for another slightly smaller HP cylinder. In the process, the shops reduced the piston valve diameter by 2 inches to 12". When the shops superheated the class, they achieved a near 1-for-1 trade in heating surface area when they removed 154 small tubes in favor of 28 superheater flues.

In later service, some had boilers pressed to 200 psi (446, 449-453, 445-458, 460-463, 465-467, 470) and 185 psi (447-448, 454, 459, 464, 471).

When the Minneapolis, St Paul & Sault Ste Marie introduced a true superheater into their Consolidation conversions, they took full advantage of the opportunity to drop the boiler pressure by 40 psi. The locomotives weighed a good deal less as well.

The Railway Mechanical Engineer of December 1919 described the results of tests on the line. In sum, "these runs showed that engine 468 [the simpled 2-8-0] would handle 100 cars better than engine 448 [a cross-compounder] would handle 90 cars."

On another trial run over a 200-mile subdivision, the cross-compound was rated at 2,200 tons, but the actual trailing load would need to drop to 1800-2000 tons to make the trip in less than 16 hours. RME notes that 468 hauled 2,157 of train over that distance in 10 hours 7 minutes or an average of 20 mph. (Locobase notes what passed for good drag freight speed in 1919.) Per thousand ton miles, the 468 consumed 13.9 percent less coal than the saturated compound.

Specifications by Steve Llanso of Sweat House Media
ClassF-1F-10-S/F-21-SF-10/F-21F-11F-12 / F-22
Locobase ID8784 8801 8800 8802 8804
RailroadMinneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class8881020
Road Numbers403-405, 407-411473-476/ 2425-24258473-476, 2425-2428475-484485-499, 2429-2433
GaugeStdStdStdStdStd
Number Built881020
BuilderSchenectadySooAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year18931919190919101911
Valve GearStephensonWalschaertStephensonWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase14'17'17'17'17'
Engine Wheelbase21.33'25.92'25.92'26'26'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.66 0.65 0.65
Overall Wheelbase (engine & tender)49.83'55.80'55.76'57.12'57.12'
Axle Loading (Maximum Weight per Axle)47840 lbs49900 lbs
Weight on Drivers112230 lbs177220 lbs174000 lbs194000 lbs200100 lbs
Engine Weight127270 lbs205060 lbs201500 lbs221000 lbs229360 lbs
Tender Light Weight75200 lbs118740 lbs116900 lbs124400 lbs124400 lbs
Total Engine and Tender Weight202470 lbs323800 lbs318400 lbs345400 lbs353760 lbs
Tender Water Capacity4400 gals6000 gals6000 gals6500 gals6500 gals
Tender Fuel Capacity (oil/coal)8 tons10 tons10 tons10 tons10 tons
Minimum weight of rail (calculated)47 lb/yard74 lb/yard73 lb/yard81 lb/yard83 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"63"63"63"63"
Boiler Pressure180 psi170 psi210 psi170 psi170 psi
High Pressure Cylinders (dia x stroke)20" x 24"22.5" x 34"23" x 34"25" x 30"25" x 30"
Low Pressure Cylinders (dia x stroke)30" x 24" (1)35" x 34" (1)
Tractive Effort19938 lbs39479 lbs35591 lbs43006 lbs43006 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.63 4.49 4.89 4.51 4.65
Heating Ability
Firebox Area148 sq. ft158 sq. ft158 sq. ft184.30 sq. ft187 sq. ft
Grate Area30.30 sq. ft46.89 sq. ft46.89 sq. ft52.75 sq. ft52.75 sq. ft
Evaporative Heating Surface1708 sq. ft2247 sq. ft2897 sq. ft3177 sq. ft3177 sq. ft
Superheating Surface490 sq. ft833 sq. ft933 sq. ft
Combined Heating Surface1708 sq. ft2737 sq. ft2897 sq. ft4010 sq. ft4110 sq. ft
Evaporative Heating Surface/Cylinder Volume391.44143.61354.38186.40186.40
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation54547971984789688968
Same as above plus superheater percentage5454940698471085111030
Same as above but substitute firebox area for grate area2664031695331803791139102
Power L13815849642951214413100
Power MT299.76422.76217.67552.02577.32

Specifications by Steve Llanso of Sweat House Media
ClassF-2F-20 - originalF-20 - superheatedF-23F-3
Locobase ID8785 11405 8803 8805 8786
RailroadMinneapolis, St Paul & Sault Ste Marie (Soo)Wisconsin Central (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class125364
Road Numbers4062400-24242405, 2407, 24172440-2445413-416
GaugeStdStdStdStdStd
Number Built12564
BuilderSchenectadyAlco-BrooksSooAlco-SchenectadySchenectady
Year1893190319141893
Valve GearStephensonStephensonStephensonWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase14'17'17'17'14'
Engine Wheelbase21.33'25.50'25.50'26'21.33'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.67 0.67 0.65 0.66
Overall Wheelbase (engine & tender)49.83'56.46'56.46'61.01'49.83'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers116500 lbs142000 lbs146000 lbs201800 lbs116000 lbs
Engine Weight132300 lbs163400 lbs170600 lbs230000 lbs131800 lbs
Tender Light Weight75200 lbs129100 lbs125300 lbs169000 lbs75200 lbs
Total Engine and Tender Weight207500 lbs292500 lbs295900 lbs399000 lbs207000 lbs
Tender Water Capacity4400 gals6000 gals6000 gals9000 gals4400 gals
Tender Fuel Capacity (oil/coal)8 tons12 tons12 tons14 tons8 tons
Minimum weight of rail (calculated)49 lb/yard59 lb/yard61 lb/yard84 lb/yard48 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"63"63"63"51"
Boiler Pressure180 psi200 psi200 psi170 psi180 psi
High Pressure Cylinders (dia x stroke)21.5" x 24"21" x 26"21" x 26"25" x 30"20" x 26"
Low Pressure Cylinders (dia x stroke)35" x 24" (1)30" x 26" (1)
Tractive Effort24164 lbs30940 lbs30940 lbs43006 lbs21600 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.82 4.59 4.72 4.69 5.37
Heating Ability
Firebox Area114.24 sq. ft156 sq. ft184 sq. ft187 sq. ft114.24 sq. ft
Grate Area30.04 sq. ft47.25 sq. ft47.25 sq. ft52.75 sq. ft30.04 sq. ft
Evaporative Heating Surface1686 sq. ft2601 sq. ft1992 sq. ft3000 sq. ft1686 sq. ft
Superheating Surface398 sq. ft927 sq. ft
Combined Heating Surface1686 sq. ft2601 sq. ft2390 sq. ft3927 sq. ft1686 sq. ft
Evaporative Heating Surface/Cylinder Volume334.37249.55191.12176.01356.68
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation54079450945089685407
Same as above plus superheater percentage5407945011057111205407
Same as above but substitute firebox area for grate area2056331200430563942020563
Power L12584681213084128583247
Power MT195.60423.04790.28561.88246.84

Specifications by Steve Llanso of Sweat House Media
ClassF-4F-6F-7F-7-SF-8
Locobase ID8787 8788 3950 6768 8798
RailroadMinneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1133114
Road Numbers417400-402, 418-427428-430428-430431-444
GaugeStdStdStdStdStd
Number Built113314
BuilderSchenectadyRhode IslandSchenectadyshopsAlco-Schenectady
Year18931893190019191902
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'15'16'16'16.50'
Engine Wheelbase21.33'22.50'24.09'24.08'24.58'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.67 0.66 0.66 0.67
Overall Wheelbase (engine & tender)49.83'50.42'53.75'54.17'53.08'
Axle Loading (Maximum Weight per Axle)41600 lbs42500 lbs
Weight on Drivers117000 lbs121140 lbs154500 lbs166400 lbs160000 lbs
Engine Weight131700 lbs135540 lbs176100 lbs189800 lbs180450 lbs
Tender Light Weight75200 lbs75500 lbs115600 lbs107700 lbs115600 lbs
Total Engine and Tender Weight206900 lbs211040 lbs291700 lbs297500 lbs296050 lbs
Tender Water Capacity4400 gals4400 gals6000 gals8000 gals6000 gals
Tender Fuel Capacity (oil/coal)8 tons8 tons10 tons7 tons10 tons
Minimum weight of rail (calculated)49 lb/yard50 lb/yard64 lb/yard69 lb/yard67 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"51"55"55"55"
Boiler Pressure180 psi180 psi210 psi175 psi210 psi
High Pressure Cylinders (dia x stroke)22" x 24"21" x 24"22.5" x 30"22" x 30"22" x 30"
Low Pressure Cylinders (dia x stroke)30" x 24" (1)32.5" x 24" (1)35" x 30" (1)35" x 30" (1)
Tractive Effort22661 lbs22400 lbs34877 lbs39270 lbs33778 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.16 5.41 4.43 4.24 4.74
Heating Ability
Firebox Area114.24 sq. ft146.11 sq. ft193 sq. ft188.20 sq. ft159 sq. ft
Grate Area30.04 sq. ft24.96 sq. ft34.16 sq. ft34.16 sq. ft46.04 sq. ft
Evaporative Heating Surface1686 sq. ft1912 sq. ft2549 sq. ft1964 sq. ft2633 sq. ft
Superheating Surface366 sq. ft
Combined Heating Surface1686 sq. ft1912 sq. ft2549 sq. ft2330 sq. ft2633 sq. ft
Evaporative Heating Surface/Cylinder Volume319.34397.46369.26148.80398.97
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation54074493717459789668
Same as above plus superheater percentage54074493717469349668
Same as above but substitute firebox area for grate area2056326300405303820533390
Power L135183509405075343951
Power MT265.16255.44231.16399.27217.76

Specifications by Steve Llanso of Sweat House Media
ClassF-8-SF-9F-9 - superheater prototypeF-9-S
Locobase ID8799 5370 9709 6294
RailroadMinneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)Minneapolis, St Paul & Sault Ste Marie (Soo)
CountryUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-0
Number in Class1128128
Road Numbers431-444445-472445445-472
GaugeStdStdStdStd
Number Built28
BuilderAlco-SchenectadyAlco-SchenectadySooSchenectady
Year1920190519061919
Valve GearStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase16.50'17'17'17'
Engine Wheelbase24.58'25.92'25.92'25.14'
Ratio of driving wheelbase to overall engine wheebase 0.67 0.66 0.66 0.68
Overall Wheelbase (engine & tender)53.12'55.69'55.69'55.79'
Axle Loading (Maximum Weight per Axle)47840 lbs
Weight on Drivers168875 lbs174000 lbs172000 lbs169800 lbs
Engine Weight191275 lbs201500 lbs201500 lbs197800 lbs
Tender Light Weight120600 lbs116900 lbs116900 lbs116900 lbs
Total Engine and Tender Weight311875 lbs318400 lbs318400 lbs314700 lbs
Tender Water Capacity6000 gals6000 gals6000 gals8000 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons10 tons10 tons
Minimum weight of rail (calculated)70 lb/yard73 lb/yard72 lb/yard71 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"63"63"63"
Boiler Pressure210 psi210 psi210 psi170 psi
High Pressure Cylinders (dia x stroke)22" x 30"23" x 34"23" x 34"22.5" x 34"
Low Pressure Cylinders (dia x stroke)35" x 34" (1)35" x 34" (1)
Tractive Effort47124 lbs35591 lbs35591 lbs39479 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.58 4.89 4.83 4.30
Heating Ability
Firebox Area159 sq. ft158 sq. ft158 sq. ft158 sq. ft
Grate Area46.04 sq. ft46.85 sq. ft46.85 sq. ft46.89 sq. ft
Evaporative Heating Surface2109 sq. ft2897 sq. ft2566 sq. ft2247 sq. ft
Superheating Surface449 sq. ft261 sq. ft327 sq. ft
Combined Heating Surface2558 sq. ft2897 sq. ft2827 sq. ft2574 sq. ft
Evaporative Heating Surface/Cylinder Volume159.78354.38313.89143.61
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation9668983998397971
Same as above plus superheater percentage114099839107249008
Same as above but substitute firebox area for grate area39400331803616630352
Power L110129429566456822
Power MT528.93217.67340.69354.30

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