The Trains report says that the Black Diamond was completed for use by Roland C Luther , General Superintendent of the Reading. From the outside, the inspection car/locomotive resembled an elongated "steam dummy" of the type then being sold to street-car lines in many cities. Note the "over-square" cylinders and relatively large grate, which was to burn "egg coal".
The body had doors at the rear for the engine crew and in the front face for the passengers. Fluted rubber matting covered both the steps and platform.
Black Diamond's appointments inside and ahead of the cab suited VIP passengers and included a leather "box seat" with drawers positioned at the rear over the boiler and against the partition. Other passengers sat in the 4 leather-covered seats that swiveled.
Baldwin's specs include walnut woodwork, "French plate glass" for the windows at front and read and in the partition. The glass inside for the side windows, which opened and were shaded by roller curtains, was to be of "good quality". So too was the carpeting to be of "good quality" and "in keeping with finish of engine". Even the bands on the boiler, which were planished (i.e., "Russian iron") in the cab, were brass in the passenger section. All hardware was nickel-plated, including Baldwin's builders card.
Painted in raw umber and gold and rolling on red wheels behind a red pilot, the little engine appears to have had an active career of less than 20 years, although details are indefinite. Carter's careful reconstruction leaves several acknowledged gaps, but tells the story of how the MOT gained final ownership quite well.
After sitting outside, but under a canopy for several years, the Black Diamond was taken into the shop on 15 December 2011 for cosmetic restoration and display in a new visitor's center. Chris Hohl, a volunteer at the Transportation Museum, reported that the restoration was completed in June 2012 and was put on display at the Roberts Building.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Philadelphia & Reading|
|Number in Class||1|
|Builder||Burnham, Parry, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)|
|Engine Wheelbase (ft / m)||9.62 / 2.93|
|Ratio of driving wheelbase to overall engine wheebase|
|Overall Wheelbase (engine & tender) (ft / m)||9.62 / 2.93|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||10,080 / 4572|
|Weight on Drivers (lbs / kg)||9070 / 4114|
|Engine Weight (lbs / kg)||26,350 / 11,952|
|Tender Loaded Weight (lbs / kg)|
|Total Engine and Tender Weight (lbs / kg)||26,350|
|Tender Water Capacity (gals / ML)||280 / 1.06|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||15 / 7.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||42 / 1067|
|Boiler Pressure (psi / kPa)||160 / 11|
|High Pressure Cylinders (dia x stroke) (in / mm)||8.25" x 8.5" / 210x216|
|Tractive Effort (lbs / kg)||1873 / 849.58|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.84|
|Firebox Area (sq ft / m2)|
|Grate Area (sq ft / m2)||9.10 / 0.85|
|Evaporative Heating Surface (sq ft / m2)|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)|
|Evaporative Heating Surface/Cylinder Volume|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||1456|
|Same as above plus superheater percentage||1456|
|Same as above but substitute firebox area for grate area|