Arizona & New Mexico / Central Pacific / Galveston, Harrisburg & San Antonio / Houston & Texas Central / North Pacific Coast / Northwestern Pacific / San Antonio & Aransas Pass / San Francisco & North Pacific / South Pacific Coast / Southern Pacific / Texas & New Orleans 4-4-0 "American" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 1 (Locobase 7237)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 12, p. 179. Works numbers were 7626 and 7628.

(See Locobase 7235 for a description of this SouthEast Texas railroad.)

This pair of Baldwins were the first SA&AP engines, if their original road numbers are any guide. Their names - San Antonio (1) and Aransas Pass (2) -- confirm their primacy on the motive power roster. They had Radley & Hunter diamond stacks to handle the wood they burned. As ordered, the pair put 46,000 lb (20,865 kg) on the drivers and 70,000 lb (31,752 kg). Later, they were converted to oil-burning, as shown in the specs.

They stayed with the railroad until the mid-teens.


Class 10/E-51 (Locobase 8758)

SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 10a, p. 6. Works number was 7605 in May 1885.

The original specs for this pair of skinny-gauge Eight-wheelers called for 160 1 3/4" tubes and a firebox that measured only 21 5/8" wide (549 mm). The width was not unusual for the three-foot gauge, but Locobase marvels at the Lilliputian dimension.

At some point during their careers, the 9 and 10 were substantially rebuilt with taller drivers, a new boiler holder fewer, larger-diameter tubes, a larger firebox, all of which was spread out on a longer wheelbase.


Class 1228 (Locobase 12998)

Data from Roy E Appleman, "Union Pacific Locomotive #119 and Central Pacific Locomotive #60, Jupiter, at Promontory Point, Utah, May 10, 1869 (typescript, Washington, DC: Washington Office, National Park Service, US Department of the Interior, July 1966), pp. 66-67 and , Appendix F as archived on [], last accessed 9 August 2011. See also the Kloke Locomotive Works description and photos at http://www.leviathan63.com/leviathan63.html . As part of his investigation into the feasibility of building replicas of the two locomotives whose pilots touched at completion of the first Transcontinental railroad, Appleman notes the diagram reproduced in the report asAppendix F. He notes that 1228 was the renumbered #161, which was built to the same design as that of the Jupiter by Schenectady in 1869. The drivers were now taller (possibly because the tires were thicker), the stack no longer blossomed into the broad funnel-like, spark-arresting shape, and it weighed a good deal more.

See David Kloke's replica Leviathan (numbered #63), which is based on the replicas built for the celebration of the Transcontinental Railroad. Completed in 2009, the Leviathan has the same cylinder volume, but rolls on 60" (1,524 mm) drivers and has a boiler pressed to 160 psi (11 bar), generating 13,926 lb (6,317 kg) of tractive effort. Kloke's boiler has 156 two-inch tubes. It's an oil-burner that has a total engine and tender weight of 88,000 lb (39,916 kg).


Class 14/90 (Locobase 8167)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007, which shows the works numbers as 1886 and 1885, respectively, in May 1891.

Two very small Eight-wheelers that served the NPC, the North Shore, and the Northwestern Pacific.


Class 2/E-44 - 29 (Locobase 8757)

SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 8, p. 18.

As delivered by Baldwin (works numbers were 3970-3971 in August 1876) these little wood-burning Eight-wheelers had boilers with 112 tubes and drivers measuring 42" (1,067 mm) in diameter. The 2 was totalled in a 1902 wreck; its machinery was used on the Oakland docks as a hoisting engine.

The 3 was incorporated into the Southern Pacific in 1906, by which time it had the 104 tubes and 44" drivers shown in the specifications. In February 1910, the 6 was sold to the Colusa & Lake as their #4. It was later sold to the San Francisco locomotive dealer United Commercial Company. UCC leased it to the Pacific Portland Cement Company's Plaster City Railroad. The 4 was scrapped in 1936.


Class 21/E-35 (Locobase 8715)

Data from the SP Menke All-Time Steam Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 26, p. 176. Works number was 23392 in December 1903.

One of the treats for the Locobase compiler (moi) is discovering obscure railways through the locomotives they passed along to more enduring lines. So while this little Eight-wheeler wound up on the Espee via the El Paso & Southwestern via the El Paso & Northeastern, it started out with the "Cloud-Climbing Railway". See Locobase 12068 for a description of the A&SM. Its drivers later used thicker tires that raised the diameter to 63" (1,600 mm).

The 21 (later the 97 and still later the 1415) didn't last anywhere nearly that long, being scrapped in November 1925.


Class 24 (Locobase 8165)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works number was 24035 in April 1904.

This Baldwin Eight-wheeler went into service as the SF & NP as their #24. Three years later, the Northwestern Pacific took over the locomotive and renumbered it #21. As happened to the other 4-4-0s from the early days of Redwood Empire railroading, this engine was scrapped in the late 1930s.


Class 27/E-36 (Locobase 8716)

Data from the SP Menke All-Time Steam Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 30. p. 99; and the excellent article on "Logging Railroad Technology", found at [] . Works number was 32290 in November 1907.


Class 36 (Locobase 7236)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder's numbers were 606-607, 610-611, 613, 690.

The SA & AP was chartered in 1884 to build a line between San Antonio and the Aransas Bay on the Gulf of Mexico near Corpus Christi. Over the next 16 years, lines radiated from San Antonio to Corpus Christi, Kerrville, and, through Kenedy (sic) Junction to Houston. From the latter line, another line ran northwest from Yoakum to Waco. The excellent Texas History site says that by 1891, the SA & AP comprised 688 main-line miles.

Possibly the railroad grew too fast. In any event, it had entered receivership in 1890. The Southern Pacific acquired it in 1892, but was forced by the Railroad Commission of Texas to divest itself of the road in 1903. Further extension south towards Brownsville on the Mexican border at the mouth of the Rio Grande was begun, but not completed for 20 years.

In 1925, the ICC gave permission to the Espee to take control of the SA & AP. The Espee leased the railroad to the Galveston, Harrisburg & San Antonio Railway for a few years until it was merged into the Texas & New Orleans, a major component of the Southern Pacific, in 1934.


Class 38 (Locobase 7235)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the detailed summary of the SA&AP at Locobase 7236. Builder's numbers were 608-609 in 1891.

The SA & AP was chartered in August 1884 to build a railroad between San Antonio and Aransas Bay at Corpus Christi. The distance of the mainline was 135 miles (217 km).

These two small Eight-wheelers received new boilers in 1912 and served the road into the 1930s. 70 was scrapped in February 1930 whle 69 lasted until January 1937.


Class 50 (Locobase 7238)

Data from the SA&AP 6 - 1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (See Locobase 7235 for a description of this SouthEast Texas railroad.) Locobase guesses that the diagram is wrong on the tube diameter (it says 2") because the tube length and number doesn't permit so large a heating surface otherwise.

The SA&AP treated these locomotives as belonging to distinct classes depending on the year they were acquired, but the available data is identical except for the wheelbases. 50 had the driving wheelbase shown in the specs, 54-56 measured 1/2" longer at 8' 6" (8.5 ft) , 51 lengthened to 8' 9" (8.75 ft) and 153 had a 9' wheelbase. 51's diagram doesn't show engine wheelbase, but 153's shows 23' 10" (23.83 ft) and a total engine-and-tender wheelbase of 60' 7" (60.58 ft). 153 also put more adhesion weight on the rail with 67,300 lb, which produced an engine weight of 103,700 lb.

NB: Although the SA&AP listed their original builder as Baldwin, no amount of cross-checking with Gene Connelly's lists or the relevant specifications books from the DeGolyer Library turns up any locomotives that match this group's data. Similar searches in Brooks, Cooke, Pittsburgh, or Richmond lists yield no likely candidates.

Locobase can only say that they were typical mixed-traffic turn-of-the-century Eight-wheelers and the SA&AP got them second-hand beginning in 1908 (50 & 51), 1909 (153), and 1910 (54-56)


Class 51 (Locobase 8166)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. Works numbers were 54580-54583 in 1914.

Interesting quartet of Eight-wheelers with small first courses in their boilers compared to the much larger barrel behind the taper. The small steam dome sat over the first driven axle. Another key feature was the design's size, which came quite a bit bigger than most other NWP locomotives of any arrangement.

These engines, like all of the other NWP 4-4-0s, were scrapped in the late 1930s as passenger traffic dwindled.


Class 60 / E-40 (Locobase 8657)

Data from the T&NO 3 -1932 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 71, pp. 157. Works numbers were 55390-55393 in May 1922.

Bought only a few years before the SA&AP was leased to the Texas & New Orleans (itself wholly owned by the Southern Pacific), this quartet of Eight-wheelers offers plenty of surprises. Certainly the pains taken to generate useful steam stand out in these small locomotives. A large firebox with an equally imposing grate provides generous direct heating surface, supplemented by a tidy superheater layout. 8" (203 mm) piston valves conveyed the steam to the cylinders. The Baldwin spec shows a superheater area of 242 sq ft (22.5 sq m).

This class served Texas railroading right through World War II and beyond. Two went to the ferro-knacker's yard in 1947 (223 in September, 222 in December); the other two served until 1954, when 221 was scrapped and 220 was sold to Louisiana Engineering as their #1 in September.


Class 70 / E-39 (Locobase 8653)

Data from the T&NO 3 -1932 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 71, p. 161. Works numbers were 58084-58087, 58096 in November 1924.

For some reason, when the SA&AP went back to Baldwin for more small Eight-wheelers, they shrank the design still further from that of the 60s that went into service in 1922 (Locobase 8657). The cylinders were narrowed by an inch, the boiler and grate both shrank, and the axle loading dropped by 2 tons (1.8 metric tonnes). Piston valve diameter remained 8" (203 mm).

Apparently the size was satisfactory for the service as the engines served the SA&AP and the Texas & New Orleans (which leased the SA & AP later in the 1920s) as the E-39 class right through World War II, after which they all headed to scrapyards in March-April 1947.


Class 854 (Locobase 11111)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 22-25 and from T&NO 3 - 1932 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These were delivered as saturated-steam engines sold to a variety of SP lines. The Schenectady catalogue shows both Southern Pacific and the Houston & Texas Central. They were all later superheated, according to the Texas & New Orleans diagram book, which records the following original numbers:

1895 production

H & TC 240-249

1899

L W 250-252

T & NO 253-256

G H & SA 256-258

All were superheated to a common design; see Locobase 8654.


Class 9 (Locobase 8159)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

The Redwood Empire Route was founded in the early 1900s as a joint venture by the Southern Pacific and the Santa Fe to open up the thousands of acres of old-growth redwood forests in Northern California. A history of the Northwestern Pacific published on a dedicated website -- [] -- says that the NWP eventually comprised over 60 logging railroads.

It was opened in 1907 and absorbed the Eureka and Klamath in 1914. In 1929 the Espee bought out the AT & SF's share.

These 4-4-0s originally went to the San Francisco & North Pacific (renamed California Northwestern in 1893 and incorporated into the NWP in 1907). These Eight-wheelers came to the SF & NP in two groups - 2 in 1883 (works #1664-1665) and one in 1888. 9 & 10 bore the names Marin and Healdsburg, respectively. 10 was scrapped in 1937, 14 in 1938, and 9 was converted to a stationary boiler in 1938.


Class 93 (Locobase 8169)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 12, p. 43. Baldwin works numbers were 7236 in March 1884 and 7249 in April.

A small skinny-gauge Eight-wheeler whose provenance is given on the Northwestern Pacific roster presented on [], last accessed 22 September 2007. Given the 126 ft/mile grades (2.4%) and 16 degree curves, the specs called for "sufficient clearance between cylinder part of boiler and main driving wheel." They called for 114 tubes in the boiler, so a new boiler likely was the home for the 108 shown in the NWP diagram.

It had good proportions and was well-balanced in grate and heating surface areas and the ratio between those areas and the cylinder volume. The drivers stood relatively tall, promising a good turn of speed. But the specs also contain a note reporting "Blombaugh's" discontent with the lightness of the trucks, cast iron crossties also "too light", back engine frame not stiff enough. Tender truck journals were specified as 3 1/2" in diameter and 6" long, but a note that the size should have been 4" x 6 1/2".


Class CA/E-1 (Locobase 8703)

Data from the SP Menke All-Time Steam Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1848-1850 in 1883.

1432 was a survivor of three locomotives when it was scrapped in 1928; 1430-1431 were scrapped in 1913 (December and June, respectively). The 6' 1" drivers show it to have been a fast passenger locomotive at one point. And the general layout, with the cylindrical dome right over the crown sheet indicates its 1880s Century origins.


Class CB/E-2 & E-6 (Locobase 8704)

Data from the SP Menke All-Time Steam Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2207-2209 in December 1886, 2464-2466 in September 1887, 2746-2751 in December 1888.

A dozen of these locomotives formed two subclasses. Locobase guesses, based on the 1898 Pacific Division Classification, that E-2 consisted of those numbered in the 200 series (210-212, 223-225) and E-6 the 300 series (377-382).


Class Cloverdale (Locobase 8161)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

Among the first to operate for the SF & NP, these two bore road number 6-7 and were named Cloverdale and Petaluma, respectively. When the Northwestern Pacific took over the SF & NP, these engines were renumbered.


Class E-22 (Locobase 8654)

Data from the T&NO 3 - 1932 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The date for superheating is estimated.

These were delivered as saturated-steam engines and later superheated, perhaps by the Texas & New Orleans Railroad to which they were later sold.


Class E-23 (Locobase 8705)

Data from the T&NO 3 - 1932 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. See also the Espee's promotional magazine The Sunset, vol 4, #2 (December 1899) p. 76. Cooke produced several batches for both the Espee and the Galveston, Harrisburg & San Antonio. Works numbers were 2487-2491 in November 1899 for SP 1100-1104 , 2573-2586 in September 1900 for SP 1105-1118, and 2587-2590 in September 1900 for GH & SA 925-928

Although renumbered 261-265, the 5 for the GH & SA retained its herald until 1 March 1927 when the railway was leased to the Texas & New Orleans.

The Sunset article noted that "These new locomotives have a capacity for drawing twelve to fifteen car trains on fairly level track at an emergency speed of 80 to 85 miles per hour, and will prove a very important addition to the already large motive power equipment of the Southern Pacific, increasing the efficiency of passenger service and going far to insure punctual arrival at terminals."

Locobase believes the class was superheated before then; see Locobase 8655 for the result.

Seven years later, on 30 June 1934, the GH & SA independent identity was merged with that of the T & NO.

At that time, according to the Handbook of Texas, the GH & SA operated 40% of the SP's trackage in Texas, a total of 1,345 miles.


Class E-23 - superheated (Locobase 8655)

Data from the SP Menke All-Time Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

Like many SP engines, regardless of origins, this class acquired a superheater. In this case, probably because of the small boiler, the tube-flue tradeoff didn't yield an impressive ratio of superheated area. On the other hand, it was drier steam.

The quintet served into the 1940s, the first being retired in 1941, the last in 1951.


Class E-24 (Locobase 8706)

Data from the SP Menke All-Time Steam Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These are all ex-Union Pacific engines. 1459-1463 first entered service as Rogers-built locomotives on the Union Pacific numbered 831-833 and 841-842; see Locobase 6586.


Class E-27 (Locobase 13785)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 37, p. 1. Works numbers were 36195-36204 in March 1911 and 36376-36380 in April.

This set of Eight-wheelers came in a two batches and were derived from the Harriman Standard design used by the Associated Lines over the previous decade in Mogul locomotives. The cylinders were served by 12"-diameter piston valves. Water and oil traveled in the increasingly standard SP Vanderbilt cylindrical tender.

The class was later superheated; see Locobase 8714.


Class E-27 - superheated (Locobase 8714)

Data from the SP Menke All-Time Steam Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the Baldwin 4-4-0s described in Locobase 13785 were superheated, the railroad not only did not reduce boiler pressure as many shops did during such conversions, but it increased BP by 20 psi.

Big and powerful for 4-4-0s, the class persisted for perhaps another decade in light passenger service before being scrapped from August 1935 to February 1936.


Class E-43 (Locobase 8755)

SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

At some point in the lives of these engines, which originally served the Carson & Colorado (see Locobase 14251), they received new boilers. The original set of 1 3/4" tubes was replaced by the fewer, larger-diameter tubes shown in this entry. Firebox heating surface area increased primarily because of a deeper firebox.


Class E-44 (Locobase 8754)

SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

These two rebuilt locomotives originally arrived on the Carson & Colorado in the 1880s as members of two different classes, distinguished by their driver diameters. Their specifications are available in Locobase 14251-14252.


Class E-44 (Locobase 8756)

SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Locobase 14251 shows the original Carson & Colorado locomotives delivered in 1881-1882. At some point, the C&C, the Nevada & California, or the Southern Pacific rebuilt the design with a new boiler filled with fewer, but larger-diameter boiler tubes.


Class E-73 (Locobase 8656)

Data from the T&NO 3 - 1932 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although these locomotives are shown under the T & NO herald, they actually served several Texas railways. 266 operated on the Gulf, Harrisburg & San Antonio (which came under T & NO sway in 1927), 267-270 on the ML & T (which Locobase has striven to identify), 271 on the Louisiana Western, and the 272 on the T & NO itself.


Class Governor Stanford (Locobase 8885)

Data from Appendix to the Journals of the Senate and Assembly of the 31st Session of the California Legislature, Volume II (Sacramento, CA, 1895), Transactions of State Agricultural Society, Transportation Exhibit, p.170. Works number was 1040 in 1862.

Norris produced this locomotive in 1862, after which the engine survived a trip around Cape Horn. As delivered to Sacramento in 1863, the engine had 15" x 22" cylinders and its boiler was pressed to 100 psi. Even for its time, this was a small locomotive.

The data refer to the 1878 rebuilding, which is the engine described in the 1895 Appendix.

On 6 November 1863 the railroad lit the boiler and raised steam. As work progressed, this diamond-stacked woodburner was the first on the CPRR to pull an excursion train. Later milestones in 1864 included the first revenue freight (25 March) and the first scheduled passenger train (15 April).

It was soon too small for regular service, particularly in its original configuration. Consequently, it was relegated to on-call fire-fighter and switcher until it was retired in 1895. Preserved as a gift to Stanford University, the locomotive was restored in the 1890s for steaming.

Much later, it was again cosmetically restored (to the 1899 configuration) for static display.


Class Lytton (Locobase 8162)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

The SF & NP took delivery of this pair of Eight-wheelers (works #4155, 4154). Numbered 17 & 16 respectively, they bore the names Lytton & Vichy. A photo of the Vichy shows the very large steam dome standing over the crown sheet.

Passing to the Northwestern Pacific 1907, 16 (now 18) was scrapped in 1910 (possibly a wreck or boiler problem?) while the 17 lasted until 1935.


Class Peter Donahue / 19 (Locobase 8163)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007.

Rogers sent this engine and the Tom Rogers (see Locobase 8164) to the SF & NP in 1884 (works #3305) as their #12.

Taken over by the Northwestern Pacific in 1907 and renumbered, the 19 was scrapped in 1937.


Class Tom Rogers / 20 (Locobase 8164)

Data from the NWP 10 - 1950 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the excellent roster on [], access 9 February 2007. See the excellent roster on [], access 9 February 2007.

Although this locomotive immediately followed the Peter Donahue (see Locobase 8163) on the SF & NP in 1884 (works #3306), the #13 had slightly different boiler dimensions than the 12.

Taken over by the Northwestern Pacific in 1907 and renumbered, the 20 was scrapped in 1937.

Principal Dimensions by Steve Llanso of Sweat House Media
Class110/E-51122814/902/E-44 - 29
Locobase ID7237 8758 12,998 8167 8757
RailroadSan Antonio & Aransas Pass (SP)South Pacific Coast (SP)Southern Pacific (SP)North Pacific Coast (SP)South Pacific Coast (SP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class22122
Road Numbers1-2/31, 339-10122814-15/90, 922-3/6
GaugeStd3'Std3'3'
Number Built2222
BuilderBurnham, Parry, Williams & CoBurnham, Williams & CoSPBrooksSPC
Year18851885189218911876
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.10 / 2.47 8.50 / 2.598 / 2.447 / 2.13 7.50 / 2.29
Engine Wheelbase (ft / m)21.79 / 6.6420.92 / 6.3821.54 / 6.5718.42 / 5.6118.58 / 5.66
Ratio of driving wheelbase to overall engine wheebase 0.37 0.41 0.37 0.38 0.40
Overall Wheelbase (engine & tender) (ft / m)49.43 / 15.07
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)52,830 / 23,96333,000 / 14,96950,600 / 22,95252,600 / 23,85929,300 / 13,290
Engine Weight (lbs / kg)80,700 / 36,60552,000 / 23,58780,150 / 36,35570,100 / 31,79745,500 / 20,638
Tender Loaded Weight (lbs / kg)90,500 / 41,050
Total Engine and Tender Weight (lbs / kg)171,200 / 77,655
Tender Water Capacity (gals / ML)2800 / 10.61
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)1600 / 6.10
Minimum weight of rail (calculated) (lb/yd / kg/m)44 / 2228 / 1442 / 2144 / 2224 / 12
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 157551 / 129564 / 162648 / 121944 / 1118
Boiler Pressure (psi / kPa)135 / 9.30135 / 9.30150 / 10.30140 / 9.70130 / 9
High Pressure Cylinders (dia x stroke) (in / mm)16" x 24" / 406x61015" x 18" / 381x45716" x 24" / 406x61015" x 20" / 381x50812" x 18" / 305x457
Tractive Effort (lbs / kg)11,371 / 5157.809113 / 4133.5912,240 / 5551.9811,156 / 5060.286509 / 2952.44
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.65 3.62 4.13 4.71 4.50
Heating Ability
Firebox Area (sq ft / m2)102 / 9.4871 / 6.60104 / 9.6678.70 / 7.3175 / 6.97
Grate Area (sq ft / m2)14.75 / 1.3711 / 1.0215 / 1.3914 / 1.30 8.80 / 0.82
Evaporative Heating Surface (sq ft / m2)888 / 82.53596 / 55.391120 / 104.05852 / 79.18529 / 49.16
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)888 / 82.53596 / 55.391120 / 104.05852 / 79.18529 / 49.16
Evaporative Heating Surface/Cylinder Volume159.00161.89200.54208.28224.51
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation19911485225019601144
Same as above plus superheater percentage19911485225019601144
Same as above but substitute firebox area for grate area13,770958515,60011,0189750
Power L134922964469834103658
Power MT291.45396.03409.38285.85550.48

Principal Dimensions by Steve Llanso of Sweat House Media
Class21/E-352427/E-363638
Locobase ID8715 8165 8716 7236 7235
RailroadArizona & New Mexico (SP)San Francisco & North Pacific (SP)Arizona & New Mexico (SP)San Antonio & Aransas Pass (SP)San Antonio & Aransas Pass (SP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class11172
Road Numbers21/141524 / 2127/98/141636-37, 40-45 / 67-68, 71-7538-39 / 69-70
GaugeStdStdStdStdStd
Number Built11172
BuilderBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoNew York (Rome)New York (Rome)
Year19031904190718911891
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 8.50 / 2.59 8.75 / 2.678 / 2.448 / 2.44
Engine Wheelbase (ft / m)23 / 7.0122.58 / 6.8822.83 / 6.9621.92 / 6.6821.96 / 6.69
Ratio of driving wheelbase to overall engine wheebase 0.37 0.38 0.38 0.36 0.36
Overall Wheelbase (engine & tender) (ft / m)47.73 / 14.5553.70 / 16.3754 / 16.46
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)60,000 / 27,21679,150 / 35,90266,000 / 29,93753,428 / 24,23556,950 / 25,832
Engine Weight (lbs / kg)92,000 / 41,731117,350 / 53,229102,000 / 46,26684,960 / 38,53790,670 / 41,127
Tender Loaded Weight (lbs / kg)61,000 / 27,66970,000 / 31,75280,000 / 36,28778,000 / 35,38073,600 / 33,384
Total Engine and Tender Weight (lbs / kg)153,000 / 69,400187,350 / 84,981182,000 / 82,553162,960 / 73,917164,270 / 74,511
Tender Water Capacity (gals / ML)3000 / 11.363500 / 13.264000 / 15.153500 / 13.263500 / 13.26
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)4 / 3.605 / 4.501630 / 6.201800 / 6.80
Minimum weight of rail (calculated) (lb/yd / kg/m)50 / 2566 / 3355 / 27.5045 / 22.5047 / 23.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 160059 / 149966 / 167662 / 157562 / 1575
Boiler Pressure (psi / kPa)160 / 11180 / 12.40160 / 11135 / 9.30160 / 11
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61018" x 24" / 457x61018" x 24" / 457x61016" x 24" / 406x61016" x 24" / 406x610
Tractive Effort (lbs / kg)15,214 / 6900.9620,165 / 9146.7016,023 / 7267.9211,371 / 5157.8013,477 / 6113.07
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.94 3.93 4.12 4.70 4.23
Heating Ability
Firebox Area (sq ft / m2)139 / 12.91137.50 / 12.78131.30 / 12.20100.50 / 9.34100.50 / 9.34
Grate Area (sq ft / m2)17.10 / 1.5926 / 2.4217.50 / 1.6315 / 1.3915 / 1.39
Evaporative Heating Surface (sq ft / m2)1472 / 136.751751 / 162.731450 / 134.71896 / 83.27896 / 83.27
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1472 / 136.751751 / 162.731450 / 134.71896 / 83.27896 / 83.27
Evaporative Heating Surface/Cylinder Volume233.47247.72205.13160.43160.43
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation27364680280020252400
Same as above plus superheater percentage27364680280020252400
Same as above but substitute firebox area for grate area22,24024,75021,00813,56816,080
Power L156826106524534934140
Power MT417.56340.15350.40288.27320.53

Principal Dimensions by Steve Llanso of Sweat House Media
Class505160 / E-4070 / E-39854
Locobase ID7238 8166 8657 8653 11,111
RailroadSan Antonio & Aransas Pass (SP)Northwestern Pacific (SP)San Antonio & Aransas Pass (SP)San Antonio & Aransas Pass (SP)Southern Pacific (SP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class644519
Road Numbers50-56, 15351-5460-63 / 220-22370-74 / 205-209854
GaugeStdStdStdStdStd
Number Built644519
BuilderBurnham, Williams & CoAlcoBaldwinBaldwinSchenectady
Year18981914192219241895
Valve GearStephensonStephensonWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.48 / 2.58 8.50 / 2.597 / 2.137 / 2.13 8.50 / 2.59
Engine Wheelbase (ft / m)22.46 / 6.8523.27 / 7.0921.33 / 6.5021.33 / 6.5023.42 / 7.14
Ratio of driving wheelbase to overall engine wheebase 0.38 0.37 0.33 0.33 0.36
Overall Wheelbase (engine & tender) (ft / m)58 / 17.6847.33 / 14.43
Axle Loading (Maximum Weight per Axle) (lbs / kg)36,500 / 16,55632,100 / 14,560
Weight on Drivers (lbs / kg)64,500 / 29,257105,500 / 47,85473,000 / 33,11264,200 / 29,12175,400 / 34,201
Engine Weight (lbs / kg)100,000 / 45,359158,500 / 71,894112,900 / 51,211102,300 / 46,403120,400 / 54,613
Tender Loaded Weight (lbs / kg)81,400 / 36,922
Total Engine and Tender Weight (lbs / kg)181,400 / 82,281
Tender Water Capacity (gals / ML)4500 / 17.054000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)2300 / 8.70
Minimum weight of rail (calculated) (lb/yd / kg/m)54 / 2788 / 4461 / 30.5054 / 2763 / 31.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 157563 / 160062 / 157562 / 157569 / 1753
Boiler Pressure (psi / kPa)140 / 9.70200 / 13.80180 / 12.40180 / 12.40180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61019" x 26" / 483x66018" x 24" / 457x61017" x 24" / 432x61019" x 24" / 483x610
Tractive Effort (lbs / kg)14,925 / 6769.8725,327 / 11488.1519,189 / 8703.9917,116 / 7763.7019,211 / 8713.97
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.32 4.17 3.80 3.75 3.92
Heating Ability
Firebox Area (sq ft / m2)136 / 12.64175 / 16.26114 / 10.5998 / 9.10138.90 / 12.91
Grate Area (sq ft / m2)17.10 / 1.5928.70 / 2.6722.20 / 2.0621 / 1.9525.20 / 2.34
Evaporative Heating Surface (sq ft / m2)1783 / 165.712217 / 206.041171 / 108.70944 / 87.701872 / 173.98
Superheating Surface (sq ft / m2)201 / 18.67153 / 14.21
Combined Heating Surface (sq ft / m2)1783 / 165.712217 / 206.041372 / 127.371097 / 101.911872 / 173.98
Evaporative Heating Surface/Cylinder Volume252.24259.84165.66149.72237.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation23945740399637804536
Same as above plus superheater percentage23945740459543094536
Same as above but substitute firebox area for grate area19,04035,00023,59820,11025,002
Power L150417610934182936746
Power MT344.60318.05564.20569.56394.49

Principal Dimensions by Steve Llanso of Sweat House Media
Class993CA/E-1CB/E-2 & E-6Cloverdale
Locobase ID8159 8169 8703 8704 8161
RailroadSan Francisco & North Pacific (SP)South Pacific Coast (SP)Southern Pacific (SP)Southern Pacific (SP)San Francisco & North Pacific (SP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class323122
Road Numbers9-10, 1415, 14/19, 17/86, 85/9350-52/73-75/1430-1432210-12, 223-225, 377-382/1370-138111-12
GaugeStd3'StdStdStd
Number Built323122
BuilderGrantBurnham, Parry, Williams & CoSchenectadySchenectadyGrant
Year18831884188318861878
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)8 / 2.44 8.17 / 2.49 8.50 / 2.59 8.50 / 2.598 / 2.44
Engine Wheelbase (ft / m)21.75 / 6.6320.42 / 6.2222.92 / 6.9922.92 / 6.9921.75 / 6.63
Ratio of driving wheelbase to overall engine wheebase 0.37 0.40 0.37 0.37 0.37
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)54,000 / 24,49432,000 / 14,51563,000 / 28,57663,000 / 28,57645,200 / 20,502
Engine Weight (lbs / kg)86,300 / 39,14547,200 / 21,41092,000 / 41,73192,000 / 41,73170,250 / 31,865
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)1500
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)45 / 22.5027 / 13.5053 / 26.5053 / 26.5038 / 19
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)59 / 149952 / 132173 / 185469 / 175363 / 1600
Boiler Pressure (psi / kPa)140 / 9.70140 / 9.70160 / 11150 / 10.30145 / 10
High Pressure Cylinders (dia x stroke) (in / mm)16" x 24" / 406x61014" x 18" / 356x45718" x 24" / 457x61018" x 24" / 457x61016" x 24" / 406x610
Tractive Effort (lbs / kg)12,392 / 5620.928074 / 3662.3114,487 / 6571.2014,369 / 6517.6812,020 / 5452.19
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.36 3.96 4.35 4.38 3.76
Heating Ability
Firebox Area (sq ft / m2)102 / 9.4875 / 6.97132 / 12.27132 / 12.2793 / 8.64
Grate Area (sq ft / m2)14.12 / 1.3110 / 0.9317 / 1.5817 / 1.5814 / 1.30
Evaporative Heating Surface (sq ft / m2)1116 / 103.72625 / 58.091329 / 123.511329 / 123.51936 / 86.99
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1116 / 103.72625 / 58.091329 / 123.511329 / 123.51936 / 86.99
Evaporative Heating Surface/Cylinder Volume199.82194.88188.02188.02167.59
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation19771400272025502030
Same as above plus superheater percentage19771400272025502030
Same as above but substitute firebox area for grate area14,28010,50021,12019,80013,485
Power L140083783547848543819
Power MT327.26521.25383.39339.72372.54

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-22E-23E-23 - superheatedE-24E-27
Locobase ID8654 8705 8655 8706 13,785
RailroadHouston & Texas Central (SP)Southern Pacific (SP)Galveston, Harrisburg & San Antonio (SP)Southern Pacific (SP)Southern Pacific (SP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class10551315
Road Numbers240-249261-265261-2651459-14711526-1540
GaugeStdStdStdStdStd
Number Built5513
BuilderSchenectadyCookeCookeBaldwin
Year19151900191618991911
Valve GearStephensonStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 8.50 / 2.59 8.50 / 2.59 8.83 / 2.699 / 2.74
Engine Wheelbase (ft / m)23.42 / 7.1423.92 / 7.2923.92 / 7.2924.75 / 7.5424.50 / 7.47
Ratio of driving wheelbase to overall engine wheebase 0.36 0.36 0.36 0.36 0.37
Overall Wheelbase (engine & tender) (ft / m)53.25 / 16.23
Axle Loading (Maximum Weight per Axle) (lbs / kg)39,500 / 17,91746,500 / 21,09250,000 / 22,680
Weight on Drivers (lbs / kg)79,000 / 35,83492,000 / 41,73193,000 / 42,18474,000 / 33,566100,000 / 45,359
Engine Weight (lbs / kg)120,950 / 54,862137,420 / 62,333139,330 / 63,199113,400 / 51,437146,000 / 66,225
Tender Loaded Weight (lbs / kg)138,070 / 62,628
Total Engine and Tender Weight (lbs / kg)284,070 / 128,853
Tender Water Capacity (gals / ML)7000 / 26.52
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)2940 / 11.10
Minimum weight of rail (calculated) (lb/yd / kg/m)66 / 3377 / 38.5078 / 3962 / 3183 / 41.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)69 / 175373 / 185473.50 / 186769 / 175373 / 1854
Boiler Pressure (psi / kPa)180 / 12.40190 / 13.10190 / 13.10165 / 11.40190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)19" x 24" / 483x61020" x 24" / 508x61020" x 24" / 508x61018" x 26" / 457x66020" x 26" / 508x660
Tractive Effort (lbs / kg)19,211 / 8713.9721,238 / 9633.4121,094 / 9568.0917,123 / 7766.8723,008 / 10436.27
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.11 4.33 4.41 4.32 4.35
Heating Ability
Firebox Area (sq ft / m2)140 / 13.01156 / 14.50168 / 15.61123 / 11.43176 / 16.35
Grate Area (sq ft / m2)25.20 / 2.3430.20 / 2.8130.20 / 2.8116.75 / 1.5628 / 2.60
Evaporative Heating Surface (sq ft / m2)1395 / 129.652072 / 192.571556 / 144.611360 / 126.392350 / 218.32
Superheating Surface (sq ft / m2)263 / 24.44254 / 23.61
Combined Heating Surface (sq ft / m2)1658 / 154.092072 / 192.571810 / 168.221360 / 126.392350 / 218.32
Evaporative Heating Surface/Cylinder Volume177.12237.43178.30177.60248.58
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation45365738573827645320
Same as above plus superheater percentage52625738654127645320
Same as above but substitute firebox area for grate area29,23229,64036,38920,29533,440
Power L111,727755512,48748947898
Power MT654.52362.08592.02291.61348.24

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-27 - superheatedE-43E-44E-44E-73
Locobase ID8714 8755 8754 8756 8656
RailroadSouthern Pacific (SP)Southern Pacific (SP)Southern Pacific (SP)Southern Pacific (SP)Texas & New Orleans (SP)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class152227
Road Numbers1526-15405, 74, 85, 7266-272
GaugeStd3'3'3'Std
Number Built7
BuilderSPShopsseveral
Year1898
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)9 / 2.74 8.33 / 2.54 8.17 / 2.49 8.33 / 2.54 8.50 / 2.59
Engine Wheelbase (ft / m)24.50 / 7.4720.12 / 6.1320.04 / 6.1120.12 / 6.1323.92 / 7.29
Ratio of driving wheelbase to overall engine wheebase 0.37 0.41 0.41 0.41 0.36
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)46,500 / 21,092
Weight on Drivers (lbs / kg)113,000 / 51,25632,000 / 14,51532,000 / 14,51532,000 / 14,51593,000 / 42,184
Engine Weight (lbs / kg)180,000 / 81,64748,000 / 21,77248,000 / 21,77248,000 / 21,772139,330 / 63,199
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)94 / 4727 / 13.5027 / 13.5027 / 13.5078 / 39
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)73 / 185443 / 109244 / 111844 / 111873.50 / 1867
Boiler Pressure (psi / kPa)210 / 14.50140 / 9.70140 / 9.70140 / 9.70190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)20" x 26" / 508x66014" x 18" / 356x45714" x 18" / 356x45714" x 18" / 356x45720" x 24" / 508x610
Tractive Effort (lbs / kg)25,430 / 11534.879764 / 4428.889542 / 4328.189542 / 4328.1821,094 / 9568.09
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.44 3.28 3.35 3.35 4.41
Heating Ability
Firebox Area (sq ft / m2)180 / 16.7374 / 6.8870 / 6.5170 / 6.51168 / 15.61
Grate Area (sq ft / m2)27.90 / 2.5910 / 0.93 9.90 / 0.9210 / 0.9330.20 / 2.81
Evaporative Heating Surface (sq ft / m2)1817 / 168.87635 / 59.01766 / 71.19626 / 58.181556 / 144.61
Superheating Surface (sq ft / m2)326 / 30.30254 / 23.61
Combined Heating Surface (sq ft / m2)2143 / 199.17635 / 59.01766 / 71.19626 / 58.181810 / 168.22
Evaporative Heating Surface/Cylinder Volume192.20198.00238.85195.20178.30
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation58591400138614005738
Same as above plus superheater percentage67381400138614006541
Same as above but substitute firebox area for grate area43,47010,3609800980036,389
Power L115,27231443573312412,487
Power MT595.91433.21492.32430.45592.02

Principal Dimensions by Steve Llanso of Sweat House Media
ClassGovernor StanfordLyttonPeter Donahue / 19Tom Rogers / 20
Locobase ID8885 8162 8163 8164
RailroadCentral Pacific (SP)San Francisco & North Pacific (SP)San Francisco & North Pacific (SP)San Francisco & North Pacific (SP)
CountryUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-0
Number in Class1211
Road Numbers1 / 117416-171920
GaugeStdStdStdStd
Number Built1211
BuilderNorrisRogersRogersRogers
Year1862188918841884
Valve GearStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 8.75 / 2.67 8.75 / 2.67
Engine Wheelbase (ft / m)19.58 / 5.9722.83 / 6.9623 / 7.0122.92 / 6.99
Ratio of driving wheelbase to overall engine wheebase 0.37 0.38 0.38
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)35,700 / 16,19355,300 / 25,08462,000 / 28,12360,900 / 27,624
Engine Weight (lbs / kg)56,000 / 25,40187,300 / 39,59993,800 / 42,54791,300 / 41,413
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)30 / 1546 / 2352 / 2651 / 25.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144863 / 160061 / 154961 / 1549
Boiler Pressure (psi / kPa)125 / 8.60140 / 9.70165 / 11.40165 / 11.40
High Pressure Cylinders (dia x stroke) (in / mm)16" x 22" / 406x55917" x 24" / 432x61018" x 24" / 457x61018" x 24" / 457x610
Tractive Effort (lbs / kg)10,498 / 4761.8213,101 / 5942.5217,878 / 8109.3317,878 / 8109.33
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.40 4.22 3.47 3.41
Heating Ability
Firebox Area (sq ft / m2)88.15 / 8.19127 / 11.80101 / 9.39104.80 / 9.74
Grate Area (sq ft / m2)13.61 / 1.2616.70 / 1.5517.20 / 1.6017 / 1.58
Evaporative Heating Surface (sq ft / m2)847 / 78.721181 / 109.761218 / 113.201219 / 113.29
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)847 / 78.721181 / 109.761218 / 113.201219 / 113.29
Evaporative Heating Surface/Cylinder Volume165.44187.31172.31172.45
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1701233828382805
Same as above plus superheater percentage1701233828382805
Same as above but substitute firebox area for grate area11,01917,78016,66517,292
Power L12987423440894136
Power MT368.92337.59290.80299.45

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