Adirondack & St Lawrence / Beech Creek, Clearfield & Western / Big Four / Boston & Albany / Fall Brook Coal Company / Lake Shore & Michigan Southern / Michigan Central / New York & Northern / New York Central / New York Central & Hudson River / New York, West Shore & Buffalo / Rome, Watertown & Ogdensburg / Zanesville & Ohio River 2-6-0 "Mogul" Locomotives in the USA

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Class Details by Steve Llanso of Sweat House Media

Class 12/E-9 (Locobase 5262)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp162.gif (visited December 2002). Works numbers were 4209-4210, 4216-4217 in November 1889.

This small Mogul had small drivers. In later years, the 1794 received 55" drivers and was reclassified as E-9a. All were retired by 1909.

NB: Total evaporative heating surface area came from Dr Jonathan D H Smith's tables at http://www.math.iastate.edu/terminal (https://orion.math.iastate.edu/jdhsmith/term/term_index.htm, consulted in 2004). Subtracting from this figure the calculated surface area of the boiler tubes yields the estimated firebox heating surface area.


Class 21/E-8, Ex (Locobase 5261)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp162.gif (visited December 2002).

Virtually identical to the Fall Brook Coal Company E-7s (Locobase 5260) , with slightly larger cylinders offset by lower boiler pressure. Also 3 tons lighter on the drivers. This Pennsylvania coal road soon became part of the New York Central system, where these locomotives were designated E-8. For some reason, the 22, now renumbered 1998, was assigned to the Pittsburgh & Eastern and placed in its unique Ex class. Later it was reunited in Class E-8.


Class 50/E-10 (Locobase 5263)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp163.gif (visited December 2002). Works numbers were 3826 and 3686-3687.

These low-drivered locomotives were of medium size in the range of NY&HRR Moguls.


Class 6/E-95 (Locobase 15851)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 92. Works numbers were 955-959 in December 1887.

Of the quintet that went to this railroad, the 6 had the most complicated career. After the Z&OR declared bankruptcy, it reemerged as the Ohio & Little Kanawha and this locomotive went with it. By 1901, it was sold to the Atlanta, Knoxville & Northern as their 24. Rebuilt as a 4-6-0, the 24 changed its number to 342 when the AK&N joined the Louisville & Nashville.

The other four became the property of the Columbus, Sandusky & Hocking and were renumbered 39-40, 37-38. When the CS&H became the Zanesville & Western, the class was renumbered again as 632-633 and 630-631. Finally, when the Z&W was absorbed by the New York Central, the class received its final set of numbers.


Class B-4/E-62a, b, c, d (Locobase 7662)

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

These Moguls first began operating on the Cleveland, Cincinnati, Chicago & Indianapolis in 1881-1882; see Locobase 15849.

As delivered, the class had a 17.9-sq ft (1.65 sq m) grate presenting 110 sq ft (10.2 sq m) of heating surface.

In 1910-1911, the class received a new radial stay boiler with a longer firebox with a larger grate that raised the heating surface area to 126 sq ft (11.7 sq m) . In addition to the increased grate area, boiler pressure climbed from 140 to 170 psi, and adhesion weight rose a substantial 10 tons (9,072 kg).

Both 6314 and 6315 were sold to locomotive rebuilder/reseller Southern Iron & Equipment on 30 August 1917. 6314 then went to the sugar plantation railway at Ferrocarril Central Limones in Matanzas Province, Cuba as their #10. 6315 also went to a sugar grower, the Central Dulce Maria in Cuba as their #1.

6321 went to SI&E on 17 May 1917 and from that broker on 3 October 1917 to the Cuba Cane Sugar Company as #2. 6338 also went to Cuba to work on the Central Reglita as their #3.

SI&E also disposed of the 6332 on 10 April 1917 to the Rome & Northern Railway in Rome, Ga as their #4 and 6329 by selling it on 15 February 1918 to the Jefferson & Northwestern in Jefferson, Texas as their #9.

Locomotive rebuilder and reseller Birmingham Rail & Locomotive sold the 6340 on 8 December 1919 to Powell Lumber Company of Lake Charles, La.

The Big Four sold the 6335 directly to the Muscatine, Burlington & Southern as their #27.


Class C/E-7 (Locobase 5260)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp161.gif (visited December 2002).

Low-pressured Moguls with an odd driver size (most were either 57" or 64"), evenly spaced. Relatively large grate area, however. Fall Brook pulled together several coal roads that ran from the Beech Creek coal fields in Pennsylvania to the NYC main line between Rochester and Syracuse. Taken over by the NYC & HR in 1899.


Class Class P/E-1a (Locobase 3941)

Another in a series of Moguls built for the NYC, this particular batch had less heating surface than those put in service in 1899 according to a comparison published in the Railroad Gazette of 30 March 1900. Compared to the slightly earlier Mogul delivered in 1898, however, these engines showed an increase of almost 15% in power.

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp141.gif (visited December 2002) It shows a smaller boiler than the RG's account, but as it is the railroad's guide, Locobase accepted that number.


Class Corning/Ex (Locobase 5296)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp209.gif (visited December 2002). Works numbers were 1578-1579 in June 1882.

Mid-80s Mogul from a predecessor railroad of the New York Central system that was headquartered in Lyons, NY. 1844 is shown as having been rebuilt in 1885.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class E, Ea, Eb - radial-stay (Locobase 4102)

Data from New York Central & Hudson River 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp133.gif (accessed December 2002), as later amended by the NYC 8 - 1917 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 2624 shows the original design of this very numerous Mogul class produced delivered by three builders. Beginning in 1903, about 80% of the class was retrofitted with radial-stay boilers with four more flues and a bigger firebox.


Class E-1 (Locobase 15849)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 90. Grant supplied eight of the class--76-83-- in 1881 with the others all being built by the CCC&I. See also Fourteenth Annual Report of the Directors of the Cleveland, Columbus, Cincinnati & Indianapolis Railway Company (Cleveland, Ohio: Short & Forman, 1882).

These Moguls first began operating on the Cleveland, Columbus, Cincinnati & Indianapolis in 1879. Brooks delivered the first five in 1879 (works numbers 382-386).

The next three were built by the Big Four itself in 1880 (74-75) and 1881 (84). General Manager J H Devereux's report stated that the 74 cost $10,463.97 and the 84 $10,193.91 to build. Grant's eight engines cost $93,097.20 or an average of $11,637.15 each. At the time of these purchases, the CCC&I's total length of road was 471.5 miles (759 km).

Grant Locomotive Works of Paterson followed with eight more (works numbers assigned retrospectively were 1422, 1429, 4123-1428) in 1881. All of the rest of the class were built by the Big Four from 1881-1885.


Class E-11 (Locobase 16283)

Data from NYC&HR 9 - 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. See also E E R Tratman, "Tank Locomotives", Official Proceedings of the Western Railway Club (Chicago: W F Hall Printing Company, 1903), pp. 342 et seq.

Delivered in 1901-1902 as large suburban tanks (Locobase 2814), the class was initially welcomed, but the discussion below shows why they were readily converted to Moguls.

Tratman uncovered another practice that reduced the engines' effectiveness. He reports that F. M. Whyte, General Mechanical Engineer (and devisor of the Whyte classification system for locomotives used worldwide) said "...that the tank engines are satisfactory from a mechanical standpoint, but that the enginemen do not like them, preferring to run engines head first all the time on account of the dust blowing into the cab when running backward. It was found that the men were having the tank engines turned whenever possible, and also that it was just as convenient to head the engine in the direction of movement, so that this has usually been done, except at Yonkers."

Moreover, Whyte added, "The water capacity of the tanks is not sufficient tor winter requirements for the runs between New York and Croton, so that it is necessary to take water at an intermediate station. This is objectionable, and therefore regular tenders are placed behind the tank engines on both divisions, except those running to Yonkers, at which place it is not convenient to turn the engines. With the rear tanks it was necessary to make the tank short so as to keep the length of the engine within certain limits, and the height and width of tank were also limited. With the standard tender behind these engines they are more generally availabie, instead of being restricted to certain service."

The 1905 diagram notes that engines 1408-1416 and 1419 had 19" x 24" cylinders. Also, 1414-1422's had 12" (305 mm) narrower fireboxes that yielded 56.2 sq ft (5.22 sq m) in grate area and 160.2 sq ft (14.88 sq m) of firebox heating surface area.


Class E-17 (Locobase 15845)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 15, p. 216. Works numbers were 10639, 10642, 10648-10649, 10653 in February 1890; 10914, 10916-10917, 10924-10925 in May.

This slightly enlarged version of the Ogdensburg & Lake Champlain Moguls shown in Locobase 11881 were bought by the Central Vermont and assigned to its O&LC division. So the cabs of these engines were numbered differently from the tenders.

Out of the nine in the class, five remained with the CV throughout their forty-year careers and are shown in this entry. Originally numbered 95, 97, 98, 94, and 96, these were renumbered 324, 326, 327, 323, and 325 in 1900.

The other four would serve on the Rutland before ending their days on the New York Central & Hudson River as E-17s. See Locobase 15845 for the differences that resulted from a new boiler later in their careers.


Class E-3a/E-1g (Locobase 5257)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp153.gif (visited December 2002).

Profiled in the Railroad Gazette of 10 May 1901, this Mogul was built to explore the possibilities of the Vanderbilt boiler. The Vanderbilt was designed to eliminate the weaknesses of the staybolt boiler. The standard firebox was replaced by a Morison suspension-type cylindrical firebox with an internal diameter of 59 inches. 4-inch corrugations in the walls were designed to strengthen the firebox while offering up more heating surface.

Schenectady's engines had sling stays under the front end of the firebox; Baldwin's did not. Otherwise, they were virtually identical and both builders provided the rotund boiler that was intended to provide more steaming space than that found in the original Vanderbilt design.

Although the article claimed savings over the conventional boiler, the data shows a considerably smaller firebox heating surface, which suggests that the larger grate and firetube heating surface may have been wasted. Also, the high number of fire tubes must have offered many more opportunities for leakage and failure.

In any event, very few locomotives were ever built with the Vanderbilt boiler.


Class E-4 (Locobase 4105)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp155.gif (visited December 2002).

According to Edson, this trio was converted from three Class M 2-6-6T suburban tanks (829-830, 832) originally delivered by Schenectady in 1891 and described in Locobase 5424. The rebuilt profile shows a long cab with four windows per side. Originally renumbered 1050-1052, the class was renumbered in the 1450s.


Class E-65 (Locobase 7663)

Data from CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1249-1254

Locobase suspects that the data for this set of Brooks engines apply also to the Big Four-built Moguls shown in Locobase 7662 before they were fitted with the radial-stay boiler described in that entry.


Class Ee (Locobase 5251)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp138.gif (visited December 2002).

The last of the Ed built by Schenectady (see Locobases 5249-5250), these Moguls increased their tractive effort by increasing the boiler pressure.


Class Ef (Locobase 9435)

Data from New York Times of 2 November 1898.

Locobase 3285 shows the comparison engine, this compiler believes, to the present design, which was supervised by young Cornelius Vanderbilt, III. He was then working for the Superintendent of Motive Power and Rolling Stock William Buchanan. The Times's interest in Vanderbilt's locomotive likely stemmed from a) he was a Vanderbilt, for heaven's sakes, and b) steam locomotives were seen as the most compelling motive technology then in widespread use.

The New York Central would put five Moguls into service with Vanderbilt's corrugated firebox three years later; see Locobase 4104.

The 787 was rebuilt with a regular firebox and was redesignated E-1f; see Locobase 5252.


Class J-1, J-2/Ed (Locobase 5250)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp137.gif (visited December 2002). See also Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 134-135, "Letter in response to 19 in x 26 in Mogul - Brooks Locomotive Works" Railroad Gazette, Volume 22 (1 August 1890), p. 535. Works numbers were 2932-2940 in November 1889, 2941-2950 in December, 3183-3184 in August 1890, 3185-3189 in September, 3190-3196 in October, 3197-3207 in November, 3595-3604, 3620-3628 in December 1891, 3848-3854 in June 1892, 3855-3860 in July, 3861-3870 in August, 3871-3877, 3894-3905 in September, 3906-3915 in October, 3916-3928 in November.

Part of the Class E (then Class J) program of the late 1880s-early 1890s, this batch appeared in two other, slightly different varieties also built by Schenectady. Classes Ec and Ee have separate entries. The Schenectady letter to the RG objected strenuously to the account's attribution of the original design work to Brooks (Locobase 2624). After the NYC's Buchanan and Schenectady's superintendent Pitkin discussed the need for greater power, the Schenectady works built a trial engine that was "then placed in service on their road for several months before any orders were placed."

Brooks built its engines "identically the same as covered in the specifications furnished by the New York Central people," claimed the letter, which also noted that Brooks supplied only 10 of the 50-locomotive order. "In addition," the letter triumphantly concluded,"we would say we are building for the New York Central & Hudson River Railroad Co. this year 137 locomotives, all of the freight engines being duplicates of the 'mogul' to which we above refer."

The 1621 was sold to the Wisconsin & Northern in January 1916 as their #7. Renumbered 209 when taken into the Minneapolis, St Paul & Sault Ste Marie (Soo Line) in 1921.


Class J-1/E-1/Ec (Locobase 5249)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp137.gif (visited December 2002). See also

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 132-133. Works numbers were 3894-3928 in 1892.

Identical to the Ed class (Locobase 5250) except for lower drivers.

The 1686 was sold to the Wisconsin & Northern in January 1917 as their #6. Renumbered 208 when taken into the Minneapolis, St Paul & Sault Ste Marie (Soo Line) in 1921.


Class J-2/E-5 (Locobase 5259)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp157.gif (visited December 2002). Works numbers were 1406-1408, 1410 in 1883.

Low-drivered, but relatively long-wheelbase Mogul class from the Ocean State builder.


Class J-2/Ef (Locobase 5252)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp138.gif (visited December 2002).

This was the modification of the 787 shown in Locobase 9435, which had a Vanderbilt boiler. In the update, a more conventional boiler and firebox


Class J-3, J-5/E-5a, E-5b (Locobase 5258)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp159.gif (visited December 2002). Works numbers were 50-51, 58 in 1883, 123 and 122 in 1886, 265-266 in 1887; and 355, 353, 354, 356 in 1888.

Mid-80s Mogul of moderate power. Staufer (New York Central's Early Power, 1967) shows #859 on p. 137, when this part of the system was still known as the Rome, Watertown & Ogdensburg.

E-5B had a slightly larger boiler, but put less weight on the drivers. One locomotive in the guide (1795).


Class J/E/E, Ea, Eb (Locobase 2624)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). See also "19 in x 26 in Mogul - Brooks Locomotive Works", Railroad Gazette, Volume 22 (25 July 1890), p. 519-521. (Specifications taken from the RG report; they differ only slightly from those given in the Brooks catalogue.) See Locobase 5250 for Schenectady Locomotive Works' objections to the attribution of this prolifically produced design to Brooks.

Three builders contributed locomotives:

Class Builder Works numbers Road Dates

E Brooks 1567-1576 in October 1889, 1724-1741 in September 1890, and 1742-1743 in October. 1453-1462, 1506-1527 (after renumbering)

EA Rome 542-561 1483-1502 October 89 to January 1890

EB Rogers 4323-4389 1528-1577 June 1890 to September 1890

Although described by the catalogue as a "Mogul Freight," the 64" drivers would have let this engine take on some light passenger duties as well. Wagon-top boiler had the steam dome right ahead of the cab.

More than half of the the class would later be rebuilt with radial-stay boilers; see Locobase 4102.


Class Matson (Locobase 13516)

Data from "Trial of Engines on Boston & Albany RR", Locomotive Engineers Journal, Volume X, No 12 (December 1876), p. 541. Works numbers were 619-620 in August 1873, 621-622 in September.

The B&A tested three locomotives in freight service in 1876, the Mogul shown here and the two Eight-wheelers Adirondack (Locobase 13517) and Virginia (Locobase 13518). The article cited above discussed the results in considerable detail. See 13517-13518 for an excellent assessment of the likely reasons for the Eight-wheelers' success.

The one tested--Brown--was the last of the quartet; the first three were named Matson, Allen, Morris. Brown had what the report described as an "ordinary form boiler, with steam dome and dry pipe ....the distinctive difference between these engines is thought to be in the steam ports [of the cylinders], those of the Brown being 14 in long, and 1 1/8 in wide" (Those of the Adirondack and the Virginia were smaller.)

Trials consumed 37 days. Brown and Adirondack (which had the same wheel diameter and power dimensions) pulled trains on 9 round trips between Springfield and Boston and 14 round trips between Greenbush and Pittsfield. Brown and Virginia (which had 60" drivers) each took 5 round trips between Greenbush and Pittsfield.

Result: a sound thumping by the 4-4-0s in terms of fuel consumed. The Mogul's total fuel consumption came to 225,148 lb (112.6 tons) versus the combined total of the two Springfield-built engines of 176,000 lb (88 tons), a difference of 28%. The summary speculates that the domeless design of the 4-4-0s together with a more economical throttle may have made the difference.


Class N-6, -7, -8/E-40 (Locobase 15846)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p. 88.

Brooks built forty Moguls to this basic design from 1889-1896. The diagram in the roster refers to the 1889 locomotives (works numbers 1518-1522, 1550, 1551, 1549), which were later rebuilt and redesignated E-40a.

The diagram misstates the tube heating surface area. Locobase confirmed that the total evaporative heating surface area as described was in fact the tube heating surface area when calculated.

All eight were withdrawn in 1923-1924.


Class O/E-81a (Locobase 11146)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 140-141. See also "Mogul Freight Locomotive, Michigan Central Railroad", Railroad Gazette, Volume 19 (10 June 1897), pp. 378-380. Works numbers were (in order of the original road number series) 2156-2158 in 1886, 2336-2340, 2335 in 1887, 2153, 2155, 2154 in 1886.

The original tender weighed 25,000 lb(11,340 kg) empty, carried 3,000 US gallons (11,355 litres) of water and 6 1/2 tons(7.15 tonnes) of coal.

When the MC was taken into the New York Central's numbering system in 1905, these locomotives were renumbered in the range shown in the specs. In order of their original numbers, however, the new number order was 8355-8357, 8359-8363, 8358, 8352, 8354, 8353.

Most of the class received new boilers in . Dimensions and areas remained relatively unchanged. Firebox area decreased to 127.6 sq ft (11.85 sq m) and grate area to 32.1 sq ft (3 sq m). The boiler now had 217 tubes.

As usually happened during a rebuild, weights went up--adhesion weight by 7,500 lb (3,402 kg) to 97,500 lb (44,225 kg) and engine weight to 112,000 lb (58,802 kg), a difference of 9,000 lb (4,082 kg) .


Class Oa, Ob/E-47 (Locobase 15848)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p. 88. Brooks works numbers were 1434-1438 in October 1888 and Schenectady's works numbers ran 2815-2824 in July 1889.

The 4000-4001 were sold to Baldwin Equipment & Supply in 1911. 4000 quickly was sold to in April 1911 to O' Boyle Brothers Construction. After its work with OBBC was done, it went to work with the Lake Huron & Northern Ontario in April 1914 as their 105.

The other three of the engines were transferred in 1909 to the Michigan Central , where they were renumbered 8380-8382. All retired in September 1923.


Class P-1/E-1 (Locobase 4103)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp139.gif (visited December 2002) and NYC&HR 9 - 1905 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange . See also "A Schenectady Mogul for the New York Central", Railroad Gazette, Vol XXX, No 43. (28 October 1898), pp. 776-777. Works number was 4909 in September 1898.

The guide explains that this single locomotive was the experimental engine for the E-1A class. As such, it had the larger cylinders and higher boiler pressure, but the boiler was smaller.

This was the freight hauler that was the subject of the RG report which recounted a recent series of freight runs with up to 81 loaded cars or 126 light cars. Trailing load of the loaded train was 3,428 tons. Water consumption was pleasingly low, according to the article, coming in at 12.9 lb of water per car per mile and minimum coal consumption of 4.5 lb (2 kg) per 100 ton-miles.


Class P-1/E-1b (Locobase 5253)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp143.gif (visited December 2002) These 6 locomotives were slightly larger than the contemporaneous E-1A -- 4 came from Depew, 2 from West Albany.

The 1930 NYC guide presented by the same site shows a rebuilt boiler for two of them with 6 fewer tubes; credited heating surface dropped to 2,254 sq ft (about 99 sq ft less).


Class P-2/E-1c (Locobase 4106)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp145.gif (visited December 2002) and matches the locomotive identified as the P-2 (later "E-5") described by RG. See also DeGolyer, Volume 23, p. 20.

Described as a standard Mogul, the data for this class appeared in two different issues of the Railroad Gazette in 1901. The 10 May 1901 article describes experiments with the Vanderbilt boiler and uses 1753 of this class for comparison.

Most unusual feature of this class: It was built by that company in Philadelphia that the New York Central seldom patronized. The E-1ds were identical and built by the railroad's usual partner, Schenectady. One reason Baldwin may have not wanted to bid on other batches is the extensive written commentary on the specifications. Every dimension or component seems to have merited careful elaboration of the NYC's particular requirements.

1658 and 1668 were sold to the Little Falls & Dolgeville in September 1910 and March 1912 as their 3-4. In 1913, the LF&D was absorbed back in to the New York Central. The 1658 was renumbered 3900 and sold in 1916 to the Pittsburg & Shawmut as their 101. 1653 and 1687 also went to the P&S as their 102-103.


Class P-3, P-5/E-1d, E-1e (Locobase 5254)

Data from "New Classification of Locomotives-New York Central & Hudson River Railroad",Railroad Gazette, Vol XXXIII, No 14, (5 April 1901), p 232, an extended account of the redesignation of many of the New York Central's locomotives. E-1d works numbers were 5483-5487 in February 1900, 5488-5492 in March, 5493-5500 in June, 5501-5503 in July, 5591-5592 in October, (Two more were shop-built by Depew in 1902-1903). E-1e works numbers were 5571-5575 in August, 5576-5585 in September.

These are the E-1c Moguls as built by Schenectady. The E-1es only differed by higher weights on the drivers (136,200 lb) and total engine weight (157,100 lb).

Another in a series of Moguls built for the NYC, this particular batch had less heating surface than those put in service in 1899 according to a comparison published in the Railroad Gazette of 30 March 1900. Compared to the slightly earlier Mogul delivered in 1898, however, these engines showed an increase of almost 15% in power.

Several rebuilt with a boiler that had 355 2" tubes, total heating surface of 2,447 sq ft (firebox heating surface contributing 193 sq ft).


Class P-4/E-2 (Locobase 5255)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp148.gif (visited December 2002)

This was a single compound locomotive based on the E-1d (Locobase 5254). The guide says the "cylinders are 3 1/2" farther forward, adding this distance to the smoke box back of center of stack and to the wheelbase. The total length of the smoke box is 8 1/2" more than class E-1d."


Class P/E-82a (Locobase 15850)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p. 92. Works numbers were 5666-5673 in 1901.

These were among the biggest Moguls in the New York Central system, possessing the boiler, cylinder volume, and driver diameter to handle through freights on main lines.


Class R-6/F-81d (Locobase 15854)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 100. Works numbers were 3651-3660, 3815-3819, 4019-4028

The Cleveland, Cincinnati, Chicago & St Louis didn't follow the works number order when they numbered this set of locomotives 442-444, 293-294, 445-447, 295-298, 448, 501-506, and 452-455. New York Central's road numbers were 8219-8220, 8130-8132, 8221-8222, 8133-8135, 8223-8226, 8136, and 8227-8236. Two of them-- --were renumbered 10 and 12 by the Chicago, Saginaw & Kalamazoo.


Class V-1/E-3/E-1f (Locobase 4104)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp151.gif (visited December 2002). See also DeGolyer, Volume 22, pp. 280; and "The Vanderbilt Locomotive Boiler", Railroad Gazette, Volume XXXIII [33], No. 19 ( 10 May 1901), pp. 316-317. Works numbers were 17637-17638 in April 1900.

Profiled in the RG account was this set of Moguls built to explore the possibilities of the Vanderbilt boiler. The Vanderbilt boiler was designed by Cornelius Vanderbilt, III, to eliminate the weaknesses of the staybolt boiler. The standard firebox was replaced by a Morison suspension-type cylindrical firebox with an internal diameter of 59 inches (1,499 mm). 4-inch (102 mm) corrugations in the walls were designed to strengthen the firebox while offering up more heating surface.

Baldwin built two of these while Schenectady built three. Schenectady's engines had sling stays under the front end of the firebox; Baldwin's did not. Otherwise, they were virtually identical (EHS in the Schenectady engines was 2,732 sq ft/253.8 sq m) and both builders provided the rotund boiler that was intended to provide more steaming space than that found in the original Vanderbilt design.

Although Vanderbilt's boiler wasn't successful, he was credited with a cylindrical tender design in 1901 that saw widespread service on several major railroads.

Although the article claimed savings over the conventional boiler, the data shows a considerably smaller firebox heating surface, which suggests that the larger grate and firetube heating surface may have been wasted. Also, the high number of fire tubes must have offered many more opportunities for leakage and failure.

In any event, very few locomotives were ever built with the Vanderbilt boiler.

As for the two Baldwins on the NY & HR, both were rebuilt with a conventional boiler in September and April 1904, respectively. 1766 then served two more decades before being scrapped in October 1924. 1767 was sold in 1916 to the Raquette Lake as #2. When the RL RR was folded in to the NYC in 1936, the engine came back as 1927 and was scrapped in November 1941.


Class V-2/E-10/E-1d (Locobase 4111)

These show up in a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp38-39.gif (visited December 2002) as having been built in 1902-1903. Another source of information -- "New Classification of Locomotives-New York Central & Hudson River Railroad",Railroad Gazette, Vol XXXIII, No 14, (5 April 1901), p 232 -- has the information as shown in the specs.

Specifications by Steve Llanso of Sweat House Media
Class12/E-921/E-8, Ex50/E-106/E-95B-4/E-62a, b, c, d
Locobase ID5262 5261 5263 15,851 7662
RailroadNew York & Northern (NYC)Beech Creek, Clearfield & Western (NYC)Adirondack & St Lawrence (NYC)Zanesville & Ohio River (NYC)Big Four (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class433540
Road Numbers12-15/837-840/496-499/1791-179421-23/1841-184350-52/1813-18156-10/39-40, 37-38/632-633, 630-631 /9750-97536307-6346
GaugeStdStdStdStdStd
Number Built4335
BuilderRogersSchenectadySchenectadyPittsburghBig Four
Year18891884189218871910
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2713.17 / 4.0115.50 / 4.72
Engine Wheelbase (ft / m)21.50 / 6.5520.87 / 6.3623.17 / 7.06
Ratio of driving wheelbase to overall engine wheebase 0.65 0.63 0.67
Overall Wheelbase (engine & tender) (ft / m)45.92 / 1445.10 / 13.75
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)85,300 / 38,69186,000 / 39,009108,000 / 48,98886,000 / 39,00993,000 / 42,184
Engine Weight (lbs / kg)101,300 / 45,94998,000 / 44,452122,500 / 55,565100,000 / 45,359111,000 / 50,349
Tender Loaded Weight (lbs / kg)73,000 / 33,11265,500 / 29,71088,500 / 40,14374,000 / 33,56680,000 / 36,287
Total Engine and Tender Weight (lbs / kg)174,300 / 79,061163,500 / 74,162211,000 / 95,708174,000 / 78,925191,000 / 86,636
Tender Water Capacity (gals / ML)3000 / 11.363000 / 11.364000 / 15.153500 / 13.264000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 7.50 / 6.806 / 5.5010 / 9.107 / 6.407 / 6.40
Minimum weight of rail (calculated) (lb/yd / kg/m)47 / 23.5048 / 2460 / 3048 / 2452 / 26
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)51 / 129559 / 149951 / 129550 / 127063 / 1600
Boiler Pressure (psi / kPa)145 / 10125 / 8.60145 / 10145 / 10174 / 12
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61019" x 24" / 483x61020" x 26" / 508x66019" x 24" / 483x61018" x 24" / 457x610
Tractive Effort (lbs / kg)18,792 / 8523.9215,603 / 7077.4125,133 / 11400.1521,357 / 9687.3818,255 / 8280.34
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.54 5.51 4.30 4.03 5.09
Heating Ability
Firebox Area (sq ft / m2)121.10 / 11.25148 / 13.75151.66 / 14.09149.47 / 13.89126 / 11.71
Grate Area (sq ft / m2)16.30 / 1.5132.88 / 3.0630.25 / 2.8123.54 / 2.1921.80 / 2.03
Evaporative Heating Surface (sq ft / m2)1250 / 116.171369 / 127.231765 / 164.031292 / 120.031143 / 106.23
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1250 / 116.171369 / 127.231765 / 164.031292 / 120.031143 / 106.23
Evaporative Heating Surface/Cylinder Volume176.84173.82186.70164.05161.70
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation23644110438634133793
Same as above plus superheater percentage23644110438634133793
Same as above but substitute firebox area for grate area17,56018,50021,99121,67321,924
Power L132353291329031294583
Power MT250.83253.10201.48240.64325.93

Specifications by Steve Llanso of Sweat House Media
ClassC/E-7Class P/E-1aCorning/ExE, Ea, Eb - radial-stayE-1
Locobase ID5260 3941 5296 4102 15,849
RailroadFall Brook Coal Company (NYC)New York Central (NYC)Fall Brook Coal Company (NYC)New York Central (NYC)Big Four (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class184718444
Road Numbers46-58/1846-18581691-174026-27/1844-18451453-1462, 1483-157769-83/ 600-643
GaugeStdStdStdStdStd
Number Built184744
BuilderSchenectadySchenectadySchenectadyNYCseveral
Year18841899188219031880
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2715.17 / 4.6214 / 4.2715.50 / 4.72
Engine Wheelbase (ft / m)21.67 / 6.6123.25 / 7.0921.75 / 6.6323.17 / 7.06
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.64 0.67
Overall Wheelbase (engine & tender) (ft / m)45.67 / 13.9250.40 / 15.3646.10 / 14.0544.75 / 13.64
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)92,000 / 41,731131,600 / 59,69386,000 / 39,009104,500 / 47,40073,000 / 33,112
Engine Weight (lbs / kg)106,000 / 48,081152,000 / 68,94698,000 / 44,452120,000 / 54,43189,500 / 40,597
Tender Loaded Weight (lbs / kg)76,000 / 34,47393,800 / 42,54765,600 / 29,75672,000 / 32,65961,630 / 27,955
Total Engine and Tender Weight (lbs / kg)182,000 / 82,554245,800 / 111,493163,600 / 74,208192,000 / 87,090151,130 / 68,552
Tender Water Capacity (gals / ML)3500 / 13.264500 / 17.053000 / 11.363500 / 13.264000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 7.50 / 6.8010 / 9.106 / 5.507 / 6.407 / 6.40
Minimum weight of rail (calculated) (lb/yd / kg/m)51 / 25.5073 / 36.5048 / 2458 / 2941 / 20.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)59 / 149957 / 144859 / 149964 / 162663 / 1600
Boiler Pressure (psi / kPa)135 / 9.30180 / 12.40125 / 8.60160 / 11145 / 10
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61020" x 28" / 508x71119" x 24" / 483x61019" x 26" / 483x66018" x 24" / 457x610
Tractive Effort (lbs / kg)15,124 / 6860.1430,063 / 13636.3615,603 / 7077.4119,945 / 9046.9115,213 / 6900.51
Factor of Adhesion (Weight on Drivers/Tractive Effort) 6.08 4.38 5.51 5.24 4.80
Heating Ability
Firebox Area (sq ft / m2)148.20 / 13.77182.30 / 16.94154.50 / 14.36163 / 15.15112.14 / 10.42
Grate Area (sq ft / m2)32.25 / 330.50 / 2.8332.90 / 3.0630 / 2.7717.93 / 1.67
Evaporative Heating Surface (sq ft / m2)1369 / 127.232400 / 223.051369 / 127.231764 / 163.851120 / 104.05
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1369 / 127.232400 / 223.051369 / 127.231764 / 163.851120 / 104.05
Evaporative Heating Surface/Cylinder Volume193.67235.73173.82206.75158.45
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation43545490411348002600
Same as above plus superheater percentage43545490411348002600
Same as above but substitute firebox area for grate area20,00732,81419,31326,08016,260
Power L139635562334251593620
Power MT284.90279.53257.02326.52327.97

Specifications by Steve Llanso of Sweat House Media
ClassE-11E-17E-3a/E-1gE-4E-65
Locobase ID16,283 15,845 5257 4105 7663
RailroadNew York Central & Hudson River (NYC)New York Central & Hudson River (NYC)New York Central (NYC)New York Central (NYC)Big Four (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class165336
Road Numbers1407-14221763-17651050-1052/1450-1452644-649/6355-6360
GaugeStdStdStdStdStd
Number Built536
BuilderNYCNYCSchenectadySchenectadyBrooks
Year19051890190018991887
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15 / 4.5715.25 / 4.6516 / 4.8812.75 / 3.8915.50 / 4.72
Engine Wheelbase (ft / m)23 / 7.0123.33 / 7.1124.58 / 7.4920.33 / 6.2023.02 / 7.02
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.63 0.67
Overall Wheelbase (engine & tender) (ft / m)35.44 / 10.8050.98 / 15.5446.83 / 14.2745.27 / 13.80
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)135,200 / 61,32691,700 / 41,594145,300 / 65,907105,600 / 47,89982,000 / 37,195
Engine Weight (lbs / kg)160,000 / 72,575110,000 / 49,895171,000 / 77,564120,700 / 54,74997,000 / 43,999
Tender Loaded Weight (lbs / kg)114,000 / 517176,300 / 34,609108,000 / 48,98878,000 / 35,38073,000 / 33,112
Total Engine and Tender Weight (lbs / kg)274,000 / 77,746186,300 / 84,504279,000 / 126,552198,700 / 90,129170,000 / 77,111
Tender Water Capacity (gals / ML)3700 / 14.023000 / 11.365000 / 18.943000 / 11.366000 / 22.73
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)5 / 4.5010 / 9.107 / 6.404 / 3.60
Minimum weight of rail (calculated) (lb/yd / kg/m)75 / 37.5051 / 25.5081 / 40.5059 / 29.5046 / 23
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 160057 / 144857 / 144864 / 162657 / 1448
Boiler Pressure (psi / kPa)200 / 13.80160 / 11190 / 13.10160 / 11140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)20" x 24" / 508x61019" x 26" / 483x66020" x 28" / 508x71118" x 22" / 457x55918" x 24" / 457x610
Tractive Effort (lbs / kg)25,905 / 11750.3222,395 / 10158.2131,733 / 14393.8615,147 / 6870.5716,234 / 7363.63
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.22 4.09 4.58 6.97 5.05
Heating Ability
Firebox Area (sq ft / m2)159.30 / 14.80127 / 11.80125.70 / 11.68145 / 13.4896 / 8.92
Grate Area (sq ft / m2)63.20 / 5.8717.10 / 1.5933 / 3.0731.90 / 2.9616 / 1.49
Evaporative Heating Surface (sq ft / m2)2437 / 226.401621 / 150.592755 / 256.041597 / 148.421110 / 103.12
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2437 / 226.401621 / 150.592755 / 256.041597 / 148.421110 / 103.12
Evaporative Heating Surface/Cylinder Volume279.26189.99270.60246.47157.03
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation12,6402736627051042240
Same as above plus superheater percentage12,6402736627051042240
Same as above but substitute firebox area for grate area31,86020,32023,88323,20013,440
Power L177814019599961162992
Power MT380.64289.87273.07383.05241.33

Specifications by Steve Llanso of Sweat House Media
ClassEeEfJ-1, J-2/EdJ-1/E-1/EcJ-2/E-5
Locobase ID5251 9435 5250 5249 5259
RailroadNew York, West Shore & Buffalo (NYC)New York Central (NYC)New York, West Shore & Buffalo (NYC)New York Central (NYC)Rome, Watertown & Ogdensburg (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class25193365
Road Numbers1816-1840787/1690515-534, 630-654, 700-748/1463-1482, 1578-16511652-16871-4/845-849/1796-1800
GaugeStdStdStdStdStd
Number Built25193365
BuilderSchenectadyWest Albany shopsSchenectadySchenectadyRhode Island
Year18921898188918921883
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2715.17 / 4.6214 / 4.2714 / 4.2716.08 / 4.90
Engine Wheelbase (ft / m)21.67 / 6.6123.25 / 7.0921.67 / 6.6121.67 / 6.6123.50 / 7.16
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65 0.68
Overall Wheelbase (engine & tender) (ft / m)46.62 / 14.2147.62 / 14.5146.62 / 14.2145.17 / 13.77
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)104,500 / 47,400126,670 / 57,457108,000 / 48,988104,500 / 47,40096,000 / 43,545
Engine Weight (lbs / kg)120,000 / 54,431144,670 / 65,621124,000 / 56,246120,000 / 54,431114,000 / 51,710
Tender Loaded Weight (lbs / kg)72,000 / 32,65973,000 / 33,11272,000 / 32,65972,000 / 32,65963,000 / 28,576
Total Engine and Tender Weight (lbs / kg)192,000 / 87,090217,670 / 98,733196,000 / 88,905192,000 / 87,090177,000 / 80,286
Tender Water Capacity (gals / ML)3500 / 13.263500 / 13.263500 / 13.263000 / 11.36
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)7 / 6.407 / 6.407 / 6.407 / 6.40
Minimum weight of rail (calculated) (lb/yd / kg/m)58 / 2970 / 3560 / 3058 / 2953 / 26.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)64 / 162657 / 144864 / 162657 / 144857 / 1448
Boiler Pressure (psi / kPa)165 / 11.40180 / 12.40165 / 11.40160 / 11145 / 10
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66019" x 26" / 483x66019" x 26" / 483x66019" x 26" / 483x66018" x 24" / 457x610
Tractive Effort (lbs / kg)20,569 / 9329.9525,194 / 11427.8220,569 / 9329.9522,395 / 10158.2116,814 / 7626.71
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.08 5.03 5.25 4.67 5.71
Heating Ability
Firebox Area (sq ft / m2)160.50 / 14.92157.29 / 14.62145.50 / 13.52160.50 / 14.92131 / 12.17
Grate Area (sq ft / m2)29.77 / 2.7729.45 / 2.7429.77 / 2.7729.77 / 2.7717.50 / 1.63
Evaporative Heating Surface (sq ft / m2)1763 / 163.851813 / 168.491748 / 162.391763 / 163.851388 / 129
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1763 / 163.851813 / 168.491748 / 162.391763 / 163.851388 / 129
Evaporative Heating Surface/Cylinder Volume206.63212.49204.87206.63196.36
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation49125301491247632538
Same as above plus superheater percentage49125301491247632538
Same as above but substitute firebox area for grate area26,48328,31224,00825,68018,995
Power L152925210510645703981
Power MT334.93272.03312.69289.24274.27

Specifications by Steve Llanso of Sweat House Media
ClassJ-2/EfJ-3, J-5/E-5a, E-5bJ/E/E, Ea, EbMatsonN-6, -7, -8/E-40
Locobase ID5252 5258 2624 13,516 15,846
RailroadNew York Central (NYC)Rome, Watertown & Ogdensburg (NYC)New York Central (NYC)Boston & Albany (NYC)Lake Shore & Michigan Southern (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class193048
Road Numbers16905-9, 13-20/849-853, 856-863/1800-1812221, 235, 466, 537, 715-720, 555-574227-23054-61/5330-5337
GaugeStdStdStdStdStd
Number Built3048
BuildershopsNew York (Rome)severalRhode IslandBrooks
Year1883188918731889
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2715.25 / 4.6514 / 4.2715.50 / 4.72
Engine Wheelbase (ft / m)21.67 / 6.6122.58 / 6.8821.75 / 6.6322.62 / 6.89
Ratio of driving wheelbase to overall engine wheebase 0.65 0.68 0.64 0.69
Overall Wheelbase (engine & tender) (ft / m)46.62 / 14.2144.58 / 13.5946.17 / 14.0752.62 / 16.04
Axle Loading (Maximum Weight per Axle) (lbs / kg)36,600 / 16,602
Weight on Drivers (lbs / kg)104,500 / 47,40098,000 / 44,452106,000 / 48,08155,200 / 25,03884,000 / 38,102
Engine Weight (lbs / kg)120,000 / 54,431116,000 / 52,617122,000 / 55,33873,600 / 33,38496,000 / 43,545
Tender Loaded Weight (lbs / kg)72,000 / 32,65963,000 / 28,57673,000 / 33,11270,000 / 31,752
Total Engine and Tender Weight (lbs / kg)192,000 / 87,090179,000 / 81,193195,000 / 88,450166,000 / 75,297
Tender Water Capacity (gals / ML)3500 / 13.263000 / 11.363500 / 13.26
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)7 / 6.407 / 6.407 / 6.406 / 5.50
Minimum weight of rail (calculated) (lb/yd / kg/m)58 / 2954 / 2759 / 29.5031 / 15.5047 / 23.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144857 / 144864 / 162654 / 137257 / 1448
Boiler Pressure (psi / kPa)160 / 11145 / 10160 / 11130 / 9160 / 11
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66018" x 24" / 457x61019" x 26" / 483x66018" x 26" / 457x66018" x 24" / 457x610
Tractive Effort (lbs / kg)22,395 / 10158.2116,814 / 7626.7119,945 / 9046.9117,238 / 7819.0318,553 / 8415.51
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.67 5.83 5.31 3.20 4.53
Heating Ability
Firebox Area (sq ft / m2)160.50 / 14.91135 / 12.55144 / 13.38109.90 / 10.21
Grate Area (sq ft / m2)29.77 / 2.7717.50 / 1.6329.75 / 2.7616 / 1.4916.70 / 1.55
Evaporative Heating Surface (sq ft / m2)1763 / 163.791372 / 127.511740 / 161.651295 / 120.31
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1763 / 163.791372 / 127.511740 / 161.651295 / 120.31
Evaporative Heating Surface/Cylinder Volume206.63194.10203.94183.21
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation47632538476020802672
Same as above plus superheater percentage47632538476020802672
Same as above but substitute firebox area for grate area25,68019,57523,04017,584
Power L14570398949213966
Power MT289.24269.21307.05312.27

Specifications by Steve Llanso of Sweat House Media
ClassO/E-81aOa, Ob/E-47P-1/E-1P-1/E-1bP-2/E-1c
Locobase ID11,146 15,848 4103 5253 4106
RailroadMichigan Central (NYC)Lake Shore & Michigan Southern (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class1251623
Road Numbers269-279/8352-8362400, 402, 404-406/211-215/5300-5304/4000-4001786/1689815-817/1718-1720, 1874-18761768-1790
GaugeStdStdStdStdStd
Number Built1251623
BuilderSchenectadyseveralSchenectadyshopsBurnham, Williams & Co
Year18861888189818991900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2714 / 4.2715.17 / 4.6215.17 / 4.6215.17 / 4.62
Engine Wheelbase (ft / m)21.50 / 6.5523.25 / 7.0923.33 / 7.1123.25 / 7.09
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender) (ft / m)45.46 / 13.8652.62 / 16.0450.40 / 15.3651.95 / 15.8350.75 / 15.47
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)89,500 / 40,597100,000 / 45,359126,000139,200 / 63,140133,500 / 60,555
Engine Weight (lbs / kg)103,000 / 46,720116,000 / 52,617146,000161,600 / 73,301155,800 / 70,670
Tender Loaded Weight (lbs / kg)86,000 / 39,00976,000 / 34,47393,600 / 42,45693,600 / 42,456155,800 / 70,670
Total Engine and Tender Weight (lbs / kg)189,000 / 85,729192,000 / 87,090239,600255,200 / 115,757311,600 / 141,340
Tender Water Capacity (gals / ML)3500 / 13.263000 / 11.364500 / 17.054500 / 17.055000 / 18.94
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 6.50 / 5.9010 / 9.1010 / 9.1010 / 9.10
Minimum weight of rail (calculated) (lb/yd / kg/m)50 / 2556 / 2870 / 3577 / 38.5074 / 37
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)58 / 147357 / 144857 / 144857 / 144857 / 1448
Boiler Pressure (psi / kPa)140 / 9.70165 / 11.40180 / 12.40180 / 12.40190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)19" x 24" / 483x61019" x 24" / 483x61020" x 28" / 508x71120" x 28" / 508x71120" x 28" / 508x711
Tractive Effort (lbs / kg)17,776 / 8063.0721,318 / 9669.6930,063 / 13636.3630,063 / 13636.3631,733 / 14393.86
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.03 4.69 4.19 4.63 4.21
Heating Ability
Firebox Area (sq ft / m2)135.50 / 12.59124 / 11.52179.30 / 16.66195.40 / 18.16186.40 / 17.25
Grate Area (sq ft / m2)32.30 / 327 / 2.5130.50 / 2.8329.10 / 2.7030.30 / 2.82
Evaporative Heating Surface (sq ft / m2)1417 / 131.641648 / 153.102127 / 197.682548 / 236.802506 / 233.18
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1417 / 131.641648 / 153.102127 / 197.682548 / 236.802506 / 233.18
Evaporative Heating Surface/Cylinder Volume179.92209.25208.92250.27246.14
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation45224455549052385757
Same as above plus superheater percentage45224455549052385757
Same as above but substitute firebox area for grate area18,97020,46032,27435,17235,416
Power L135994514507859216095
Power MT265.96298.55266.55281.33301.96

Specifications by Steve Llanso of Sweat House Media
ClassP-3, P-5/E-1d, E-1eP-4/E-2P/E-82aR-6/F-81dV-1/E-3/E-1f
Locobase ID5254 5255 15,850 15,854 4104
RailroadNew York Central (NYC)New York Central (NYC)Michigan Central (NYC)Big Four (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte2-6-02-6-02-6-02-6-02-6-0
Number in Class3818252
Road Numbers1741-1761, 1859-18771762283-290/8364-8371291-292+1766-1767
GaugeStdStdStdStdStd
Number Built3818252
BuilderSchenectadySchenectadySchenectadySchenectadyBurnham, Williams & Co
Year19001900190118921900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.17 / 4.6215.17 / 4.6216.33 / 4.9812.04 / 3.6715.17 / 4.62
Engine Wheelbase (ft / m)23.25 / 7.0923.50 / 7.1623.58 / 7.1927.50 / 8.3823.33 / 7.11
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.69 0.44 0.65
Overall Wheelbase (engine & tender) (ft / m)50.67 / 15.4450.91 / 15.5251.34 / 15.6548.37 / 14.7451.04 / 15.56
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)134,500 / 61,008140,000 / 63,503141,000 / 63,95798,000 / 44,452147,300 / 66,814
Engine Weight (lbs / kg)155,200 / 70,398165,000 / 74,843162,500 / 73,709124,000 / 56,246167,500 / 75,977
Tender Loaded Weight (lbs / kg)108,000 / 48,988108,000 / 48,988110,700 / 50,213114,700 / 52,027108,000 / 48,988
Total Engine and Tender Weight (lbs / kg)263,200 / 119,386273,000 / 123,831273,200 / 123,922238,700 / 108,273275,500 / 124,965
Tender Water Capacity (gals / ML)5000 / 18.945000 / 18.945000 / 18.944000 / 15.155000 / 18.94
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)10 / 9.1010 / 9.1010 / 9.107 / 6.4010 / 9.10
Minimum weight of rail (calculated) (lb/yd / kg/m)75 / 37.5078 / 3978 / 3954 / 2782 / 41
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144857 / 144864 / 162664 / 162657 / 1448
Boiler Pressure (psi / kPa)190 / 13.10190 / 13.10200 / 13.80150 / 10.30190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)20" x 28" / 508x71122.5" x 28" / 572x711 (1)19" x 28" / 483x61019" x 24" / 483x61020" x 28" / 508x711
Low Pressure Cylinders (dia x stroke) (in / mm)35" x 28" / 889x711 (1)
Tractive Effort (lbs / kg)31,733 / 14393.8628,418 / 12890.2026,849 / 12178.5217,260 / 7829.0131,733 / 14393.86
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.24 4.93 5.25 5.68 4.64
Heating Ability
Firebox Area (sq ft / m2)185.64 / 17.25185.64 / 17.25216.20 / 20.09127.30 / 11.83143.14 / 13.30
Grate Area (sq ft / m2)30.30 / 2.8230.30 / 2.8232 / 2.9728.60 / 2.6633.14 / 3.08
Evaporative Heating Surface (sq ft / m2)2509 / 233.182509 / 233.182565 / 238.291730 / 160.722789 / 259.20
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2509 / 233.182509 / 233.182565 / 238.291730 / 160.722789 / 259.20
Evaporative Heating Surface/Cylinder Volume246.44389.43279.16219.66273.94
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation57575757640042906297
Same as above plus superheater percentage57575757640042906297
Same as above but substitute firebox area for grate area35,27235,27243,24019,09527,197
Power L160943980846548086213
Power MT299.66188.02397.07324.48278.97

Specifications by Steve Llanso of Sweat House Media
ClassV-2/E-10/E-1d
Locobase ID4111
RailroadNew York Central (NYC)
CountryUSA
Whyte2-6-0
Number in Class
Road Numbers1876-1877
GaugeStd
Number Built2
BuilderDepew shops
Year1902
Valve Gear
Locomotive Length and Weight
Driver Wheelbase (ft / m)
Engine Wheelbase (ft / m)
Ratio of driving wheelbase to overall engine wheebase
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)134,500 / 61,008
Engine Weight (lbs / kg)155,200 / 70,398
Tender Loaded Weight (lbs / kg)108,000 / 48,988
Total Engine and Tender Weight (lbs / kg)263,200 / 119,386
Tender Water Capacity (gals / ML)
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)75 / 37.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 1448
Boiler Pressure (psi / kPa)190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)20" x 28" / 508x711
Tractive Effort (lbs / kg)31,733 / 14393.86
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.24
Heating Ability
Firebox Area (sq ft / m2)185.64 / 17.25
Grate Area (sq ft / m2)30.30 / 2.81
Evaporative Heating Surface (sq ft / m2)2509 / 233.09
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2509 / 233.09
Evaporative Heating Surface/Cylinder Volume246.44
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation5757
Same as above plus superheater percentage5757
Same as above but substitute firebox area for grate area35,272
Power L16094
Power MT299.66

Reference