Alabama & Vicksburg / Chesapeake Ohio & Southwestern / Chesapeake, Ohio & Southwestern / Gulf & Ship Island / Illinois Central / Newport News & Mississippi Valley / Ohio Valley / Saint Louis & Eastern / Saint Louis Coal Railway / Saint Louis Peoria & Northern / Saint Louis, Alton & Terre Haute / Saint Louis, Indianapolis & Eastern / St Louis, Indianapolis & Eastern / Vicksburg, Shreveport & Pacific 4-6-0 "Ten-Wheeler" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 1 (Locobase 2974)

Data from IC 1911 Locomotive Data supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Rogers supplied the first nine in 1898, Brooks then delivered 10-16 in 1898 and 17-29 in August 1899. Rogers then shipped 30-40 in 1899 and 41-46 in June-July 1900. A Brooks batch went into service August 1900 as 47-60. Finally, Baldwin finished off the class with three in October-November 1900; see Locobase .

They were rated by the IC at 80,000 miles between general repairs.

Data in the 1899 Brooks Catalogue, which refers specifically to the 1898 batch supplied by that company is slightly different. The firebox heating surface is given as 197 sq ft (18.3 sq m) and overall heating surface shows as 2,401 sq ft (223.1 sq m).

Of the class, 11 & 12 were sold for scrap in 1924-1925. For some reason, class leader #10 held out until June 1935.

13-16 had their careers extended when they were sold to the Nacional de Mexico (NdeM) in 1921. The new owner renumbered the class 849-852, respectively.


Class 1 (Locobase 7005)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 17, p. 11; and Volume 18, p. 254; and [], last accessed 2 May 2009, for the railroad's history. Works number was 11897 in May 1891 and 13666 in August 1893.

Little tweaks to the 2 included replacement of the chime whistle with one using "a low pattern of whistle.", a "brass throttle stem instead of iron", and coil spring counterbalance instead of leaf spring." The railroad also wanted the tank to be "higher"- but not wider nor longer viz: - 52" high." The additional comment--"Fuel space 6" short"--isn't clearly worded.

Boiler pressure was later raised to 165 ps (11.4 bar) and the drivers received thicker tires that increased diameter to 57" (1,448 mm).

According to Thomas D French's Railroads of the Illinois Central System Database website, a railroad entrepreneur named William Guy, who had built the St Louis & Eastern coal road, organized the St. Louis, Peoria & Northern Railroad in early 1896 to take over the North & South RR (established 1890), the St Louis & Peoria, his own St L & E, and the Chicago, Peoria & St Louis. All of these railroads had been weakened by the Panic of 1893.

Alas for Guy, his amalgamated system displayed no less tenuous a financial condition. Although East St. Louis and Springfield were soon connected by through service, and the main line had been extended to Peoria in 1898, the system went bankrupt and the Illinois Central acquired the Springfield to East St Louis portion in 1900. (The Sherman to Grove section went to the Chicago & Alton.)


Class 15 / 295 (Locobase 7002)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006.

This locomotive was an old Pennsylvania Railroad Class D (Locobase 1135). The Pennsylvania rebuilt the locomotives to roll on 48" drivers. It had been substantially modified by the time it appeared in the IC diagram books. By this time, the 2 1/2" tubes had been replaced by 2 1/4" tubes

293 (works number 3244) was scrapped in July 1900, 295 (original works number 3304 in May 1914.


Class 16/294 (Locobase 7001)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster info from Ray Breyer Excel spreadsheet supplied in February 2006. Works number was 3304 in June 1873.

An older 4-6-0 reported in 1911. It was one of several Baldwins on the I&IS (also known as the Indianapolis Southern), but the only one from 1873. The works number shows that it originally entered service on the Pennsylvania Railroad as their Class D rolling on 56" drivers.

Locobase retains a separate entry on the locomotive because of the differing specs. It was rebuilt as a 48"-drivered Da and sold to the Pittsburgh, Fort Wayne as their #6, and Chicago in 1879. In 1896, the St Louis Indianapolis & Eastern added the engine as #16. Four years and a merger later, the Illinois Central took over the St Louis, Peoria, & Northern and renumbered this locomotive 294. As such, it was finally scrapped in May 1914.


Class 25 (Locobase 10771)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 31, p. 17. See also DeGolyer, Volume 24, p. 25. Works numbers were 19278 in July 1901and 19499 in September.

Locobase 6964 describes this Mississippi logging line that eventually formed part of the Illinois Central. Baldwin's illustration shows a locomotive clinging to the 19th Century in most of its details and this was a small Ten-wheeler to boot. It's possible that the G & SI substantially made over this pair as their 1922 diagram book shows 8-9 to have had 17" cylinders, more weight on the drivers, and a much longer wheelbase.

According to Connelly's Baldwin list, the two were withdrawn and scrapped in February 1926 and June 1927.


Class 270 (Locobase 6997)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.


Class 274 (Locobase 6998)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Compared to the 1882 Schenectady Ten-wheelers supplied to the IC (Locobase 6996), these had bigger boilers, more grate area, but less firebox area because the firebox rode over the last two axles. In the next set (Locobase 6999), the IC reverted to the earlier firebox.


Class 281 (Locobase 6999)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class of Ten-wheelers reverted to the firebox used in the 1882 Schenectady Ten-wheelers supplied to the IC. That firebox served more heating surface in what looks like a more balanced design.


Class 291 (Locobase 7000)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 200. Works numbers were 14023 in May 1894 and 14138 in October 1894.

These Ten-wheelers followed the basic design favored for IC 4-6-0s by retaining a relatively small firebox and low drivers, but increasing still more the amount of heating surface. In fact, they actually possessed similar dimensions to the Eight-wheelers delivered to the OV in 1888 (Locobase 7035).

On 13 July 1897, the Ohio Valley Railroad, which had suffered foreclosure, was sold to the Chicago, St Louis & New Orleans Railroad for $1,050,000. The OVR was immediately leased to the Illinois Central for 99 years. Part of the dowry were these two engines, which operated under the IC name for almost 30 more years.


Class 295 (Locobase 7003)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

There's no indication in the 1911 and 1913 books, but this locomotive and the Cooke engines shown in Locobase 7004 may have been acquired through a merger as the IC was already building larger locomotives in series.


Class 299 (Locobase 7004)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2400-2401.

In the brief hours of the St L, P & N's existence, it procured at least these two locomotives, which were taken into the IC. See Locobase 7005 for the Peoria Short Line's history.


Class 30 (Locobase 6995)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1594, 1606-1609, 1630 in October 1882 and 1692-1697 in January 1883.

Locobase had suspected that the 256 and 260 shown in the IC 1911 book were part of a class of least five engines( 256-260). He appears to have mistaken. Based on much more information, Locobase now is certain that these were the two IC survivors of an even dozen Ten-wheelers delivered to an IC predecessor. Three were converted in 1901 to 2-6-4Ts; see Locobase 6983.

By 1928 (the date of the next newest diagram book supplied by Allen Stanley), both were missing from the book.


Class 301 (Locobase 7006)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class of Ten-wheelers was an early series-production design 4-6-0 for the IC. Boring out the cylinder diameter an inch, significantly increasing the driver diameter, and enlarging the boiler and grate somewhat were the principal differences from earlier IC engines from Schenectady. A slight tweak in heating surface dimension and a change of builders followed; see Locobase 7007.


Class 307 (Locobase 7007)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Following the first 6 of this design from Schenectady, the Cooke engines had somewhat smaller grates and one less boiler tube. Otherwise, the design was identical. Clearly, the IC was pleased with the balance of dimensions and power for these passenger locomotives.


Class 317 (Locobase 14638)

Data from "Chapman's New Ten-Wheel Freight Locomotives", National Car & Locomotive Builder", Vol XIX, No. 4 (April 1888), p. 62. Works numbers were 1684-1689 in 1887.

Mr T I Chapman was the NN&MV's superintendent of motive power when he designed this freight Ten-wheeler.

NB: The firebox is described as of "the deep variety" and length is given as 72". At the time, a "deep firebox" rested between the frames and probably held a grate that measure about 34 3/8". Taken together, those dimensions yield a very common grate area for the time.

Most of the roster sources supplied by Allen Stanley and prepared by Gene Connelly, Harold Goldsmith, O'Connor, Robertson, or Rumary credit these engines with 18" x 24" cylinders. But the original source shown above clearly shows the 19" x 24" cylinders presented in this entry.

The NN&MV served as the holding company for Collis Huntington's eastern interests. Chartered as the Southern Pacific Railroad Company (Conn) in Connecticut in 1884, the NN&MV leased the Chesapeake Ohio & Southwestern (completed in 1880 from Newport News to Elizabethtown, just south of Louisville) for fifty years in 1886. At the same time, the NN&MV leased the Elizabethtown., Lexington & Big Sandy for 250 years.

After the latter was leased to the Chesapeake & Ohio on 30 November 1891, the NN&MV's main line ran 392 miles (631 km) from Louisville, Ky to Memphis. But in March 1894, Huntington and his fellow creditors requested that the NN&MV be put in receivership. Meanwhile, the Louisville & Nashville and Illinois Central acquired control in the NN&MV and the latter would eventually own the railroad.


Class 334 (Locobase 7008)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 142. Works numbers were 5391 in December 1880 and 6072 and 6075 in March 1882.

The StLA&TH came into being on 24 June 1862 as the combination of the Terre Haute, Alton & Saint Louis (a railroad in receivership that can thus be described as having suffered a reversal of sorts) and the Belleville & Illinoistown Railroads. Its main line ran from East St Louis to Terre Haute (a distance of 189 miles). The IC leased the StLA&TH in 1895 for 999 years.

Building on the 1878 Baldwin design, which introduced 2 1/4" tubes, this Ten-Wheeler class had 1"-larger diameter cylinders and a slightly bigger boiler. Boiler pressure also increased.

All three were taken into the Illinois Central in 1897 and given road numbers 334-336. 335 went to the Saint Louis, Belleville & Southern for a decade in 1901-1911, after which it returned to the IC.


Class 337 (Locobase 7009)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 57. Works number was 7978 in June 1886. See Locobase 7008 for a short summary of StLA & TH history.

Coming four years after three Baldwin Ten-wheelers (Locobase 7008), this lone addition had the same power dimensions and grate area, but a larger boiler. The 1886 specifications don't make a lot of sense. They show the same count, diameter, and length as that found in the IC data except for a 3" increase in length.

Baldwin calulated the tube heating surface area as 1,230 sq ft instead of the 1,372 sq ft yielded by the tube fit. With a 115 sq ft firebox heating surface area, Baldwin estimated 1,345 sq ft of evaporative heating surface. Locobase chose the IC data because of its similar numbers. His supposition that the values were added later and perhaps intended for different locomotive gains credibility when additional corrections, these to the driving and engine weights, were inked in as 98,500 lb (44,679 kg) for adhesion and 122,000 lb (55,338 kg) for total engine weight.

Locobase's candidate for the engine for which these figures were intended is the Chicago & Erie's G-5 4-6-0, seen in Locobase 395.

Once the StLA & TH was taken over by the IC, 17 was renumbered 337, gave well over a decade of additional service, and was scrapped in May 1914.


Class 338 (Locobase 7012)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The larger grate gave better balance to this trio of Ten-wheelers from a future Alco component. The firebox rode over the last axle and had an inclined forward section of grate.


Class 341 (Locobase 7010)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 244 and Volume 19, p. 8. Works numbers were 10667-10669 in February 1890 and 13815, 13820 in October 1893. See Locobase 7008 for a short summary of StLA&TH history.

This quintet of Baldwin freight Ten-wheelers were supplied in a batch of three and a batch of two three years apart, but were essentially identical. Their operating environment included a ruling grade of 99 ft/mile (1.9%) and 10 deg curves.

Renumbered after the IC took over the StLA&TH in 1895 and again in 1917, the entire class was retired and scrapped in the late 1920s.


Class 346 (Locobase 7011)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Cooke's Ten-wheelers for the IC included this quintet, which had the typical firebox for the time and showed the move toward larger cylinders with still larger boilers.


Class 361 (Locobase 7014)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

A run of 10 locomotives was a relatively large Ten-wheeler class on the IC in these days. The engines differed also in adopting the 2 1/4" boiler tubes more often associated with Baldwin products of the time. In the same year, Baldwin's 341 (Locobase 7010) had a smaller grate, more firebox heating surface, a slightly smaller boiler with more tubes (2" diameter).


Class 371 / 2001 /5001 (Locobase 7036)

Data from the IC 1911 Locomotive Data and 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase did not pin down this class as containg Casey Jones's 382 until a web visit let me see Gene Connelly's IC roster at http://www.illinois-central.net/Steam%20Roster/ILLINOIS_CENTRAL-_CONNELLY.xls.

The IC's 382 is best-known as the engine Casey Jones was driving the night he smashed into a freight train and died. The ballad composed by Wallace Saunders was colorful, but if the accident report submitted 10 May 1900 is to be credited, Casey himself "was alone responsible for the accident" because the freight train was suitably protected by torpedoes and a flagman. (see http://www.columbia.edu/`brennan/rails/caseyjones.html)

The Ten-Wheeler that Jones was driving was one of 44 built for the IC during this period. Fitted with Belpaire firebox. Later refitted with piston valves, a superheater, and Baker valve gear.

NB on builder: Pittsburgh supplied the last four in 1901.


Class 40 (Locobase 2984)

Data from 1899 Brooks catalogue and IC 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #2953 in April 1898.

Fitted with an "Improved Belpaire" boiler and long, narrow firebox that had 16.5 sq ft (1.55 sq m) of arch pipes. Otherwise this mixed-traffic 4-6-0 was virtually identical to Brooks-built Ten-wheeler for Washington County in the same year.

This frequently reorganized railroad was built as a narrow-gauge line called the Springfield, Effingham & South Eastern but opened as the Bloomfield Railroad in April 1883. Portions were rebuilt bore the name Indiana & Illinois Southern Railway from 1883 to 1885, then I&IS Railroad, then StLI&E in 1890. The 90-mile (145 km) line went bankrupt in 1899 and was then renamed Illinois & Indiana and leased to the Illinois Central, by which time this still independently owned railroad had been recast as the Indianapolis Southern. The merger with the IC came in 1911.

. In any case, the road number stayed the same. Some time later, the same engine was Illinois Central 2296 and retired as such in May 1935.


Class 48/263/2263 (Locobase 6996)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1545-1547 in December 1883.

When compared with other Ten-wheelers that entered service on American railroads in the early 1880s, these were middle-of-the-pack engines.


Class 5001 (Locobase 14462)

Data from IC 9 - 1928 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Gene Connelly's IC roster at http://www.illinois-central.net/Steam%20Roster/ILLINOIS_CENTRAL-_CONNELLY.xls.

Known tangentially as the class that contained Casey Jones's No 382, this class meant much more to the IC as a good set of passenger haulers. At least that's what this extensive makeover of the original Ten-wheeler design shown in Locobase 7036 suggests.


Class 57 (Locobase 11746)

Data from G&SI 1922 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p. 145. Works numbers were 24743-24745 in October 1904.

Locomotive rebuilder/reseller Southern Iron & Equipment bought the 57-58 from the IC in April 1921 and sold the 57 to the Gainesville & NorthWestern in 1922. In the same year, the SI&E found a buyer for the 58 in Finkbine Lumber. 59 served the IC for another five years before being bought by Finkbine Lumber in August 1927.


Class 61 (Locobase 12433)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 23, p. 69. Works numbers were 18183, 18206, 18231 in September 1900.

After Rogers and Brooks produced the first sixty locomotives (Locobase 2974), Baldwin won a contract to supply four more. Three were essentially identical to the other engines. A fourth served as trial horse for the Vanderbilt stayless boiler; see Locobase 6979.

At the end of 20 years in service with the IC, the trio was sold to the Nacional de Mexico in 1921. But problems with payment delayed their actual delivery south of the border to 1930. At that point, they were renumbered 894-896. 896 was retired in March 1957 followed by 895 in May 1958 and 894 in July 1960.


Class 64 (Locobase 6979)

Data from IC 1911 Locomotive Data supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 15; and "Vanderbilt Locomotive and Tender: Illinois Central Railroad", Railway Engineer, Volume 22, No 8 (August 1901), pp. 239-241; "Ten-wheel Passenger Locomotive--Illinois Central Railroad", American Engineer and Railroad Journal, Volume 75, No 6 (June 1901), pp. 205-206. Works number was 19000 in May 1901.

The big class of Ten-wheelers supplied to the IC at the turn of the century was followed by one locomotive with a bigger boiler and grate (Locobases 2974 and 14233). This was to try out the Vanderbilt boiler, introduced on the New York Central only a little time before. The firebox tube measured 131" (3,327 mm) long, 63 3/4" (1,619 mm) in diameter, and was made of 3/4" (19 mm) thick steel.

Described in Locobase 4104, this stayless design was intended to reduce maintenance costs. Like most digressions from the basic steam-locomotive template, the innovation proved not worth the extra expense. The much more successful Vanderbilt cylindrical tender bookended the power system.

At some later date, the 64 was rebuilt with a conventional boiler join the others.

64 was sold in 1921 to the NdeM as their 897.


Class A3 (Locobase 6078)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 6082 for a full description of this uncommon valve gear.

This was the second set of passenger Ten-wheelers built to a similar design; see Locobase 12814 for the saturated-steam version of the first three, which originally operated on the New Orleans & North Eastern.

The Alabama & Vicksburg locomotives were delivered in 1907-1908. All were superheated in 1915-1918 and were refitted with Young valve gear. Firebox heating surface included 18 sq ft of arch tubes.

The 449 was sold to a sister road, the Vicksburg, Shreveport & Pacific in September 1923 and renumbered 51. When the IC took over the A & V and other roads in June 1926, the 406-407 were assigned to the Yazoo & Mississippi Valley and numbered 5063-5064; the 51 also took on Y & MV initials and retained its number..


Class A3 (Locobase 13173)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p. 286. Works numbers were 30075 in February 1907 and 32030-32031 in October 1907.

The A & V adopted the Ten-wheeler design used by the New Orleans & North Eastern and described in Locobase 12814. In May 1912, the railroad bought the NO & NE's 292 and renumbered it 408.

When the A & V and the NO & NE combined rosters and superheated their locomotives, this trio was merged with 3 of the 4 from the NO & NE. All eventually adopted Illinois Central class IDs and road numbers 51 and 5063-5065.


Class D1 (Locobase 6080)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 30003 in January 1907, 30075 in February, 32099 in October, and 35954-35955 in January 1911.

The Vicksburg, Shreverport & Pacific follow-ons to the 1905 A3s. Very similar to the previous locomotives after were superheated in 1916-1918 and refitted with Young's valve gear. One difference was the lack of arch tubes in this class.


Class E B Litchfield/397 (Locobase 7013)

Data from IC 1911 Locomotive Data and 1913a Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 97-98 in October 1884.

Fitted with relatively small cylinders and pressed only to 125 psi, this was a lightweight, but long-striding Ten-wheeler. The 1911 data file gives the IC road number as 359, but no such locomotive matches the build date and builder. So Locobase believes the document refers instead to this pair of engines, the second of which was named Hiram Martin.

In 1885, the Saint Louis Coal Railway was absorbed by the St Louis Alton & Terre Haute and the 9-10 became the 18-19.. The StLA&TH was in turn merged with the Illinois Central in October 1895.

Principal Dimensions by Steve Llanso of Sweat House Media
Class1115 / 29516/29425
Locobase ID2974 7005 7002 7001 10,771
RailroadIllinois Central (IC)Saint Louis & Eastern (IC)St Louis, Indianapolis & Eastern (IC)St Louis, Indianapolis & Eastern (IC)Gulf & Ship Island (IC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class601212
Road Numbers1-601-2/297-29815, 17 / 293, 29516/29425-26/8-9
GaugeStdStdStdStdStd
Number Built6012
BuilderseveralBurnham, Williams & CoI&ISI&ISBurnham, Williams & Co
Year18981891187318731901
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.50 / 4.1113.50 / 4.1112.42 / 3.7912.42 / 3.7911 / 3.35
Engine Wheelbase (ft / m)24.33 / 7.4223.83 / 7.2624.08 / 7.3423.75 / 7.2421.25 / 6.48
Ratio of driving wheelbase to overall engine wheebase 0.55 0.57 0.52 0.52 0.52
Overall Wheelbase (engine & tender) (ft / m)51.25 / 15.6247.56 / 14.5046.92 / 14.3045.58 / 13.8947 / 14.33
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)122,300 / 55,47475,000 / 34,01957,000 / 25,85557,000 / 25,85578,500 / 35,607
Engine Weight (lbs / kg)157,200 / 71,305103,000 / 46,72075,800 / 34,38275,800 / 34,382100,700 / 45,677
Tender Loaded Weight (lbs / kg)102,000 / 46,26668,200 / 30,93572,500 / 32,88572,500 / 32,88590,000 / 40,823
Total Engine and Tender Weight (lbs / kg)259,200 / 117,571171,200 / 77,655148,300 / 67,267148,300 / 67,267190,700 / 86,500
Tender Water Capacity (gals / ML)5000 / 18.943000 / 11.363500 / 13.263500 / 13.264500 / 17.05
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 9.50 / 8.607 / 6.406 / 5.506 / 5.50
Minimum weight of rail (calculated) (lb/yd / kg/m)68 / 3442 / 2132 / 1632 / 1644 / 22
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 160056 / 142251 / 129544 / 111862 / 1575
Boiler Pressure (psi / kPa)180 / 12.40130 / 9125 / 8.60125 / 8.60180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)20" x 28" / 508x71118" x 24" / 457x61018" x 24" / 457x61018" x 24" / 457x61016" x 24" / 406x610
Tractive Effort (lbs / kg)27,200 / 12337.7315,344 / 6959.9316,200 / 7348.2118,777 / 8517.1115,162 / 6877.38
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.50 4.89 3.52 3.04 5.18
Heating Ability
Firebox Area (sq ft / m2)192 / 17.84136 / 12.63123 / 11.43109 / 10.13106.30 / 9.88
Grate Area (sq ft / m2)27.29 / 2.5417 / 1.5816.30 / 1.5116.30 / 1.5119.72 / 1.83
Evaporative Heating Surface (sq ft / m2)2396 / 222.681700 / 157.931022 / 94.98962 / 89.411273 / 118.31
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2396 / 222.681700 / 157.931022 / 94.98962 / 89.411273 / 118.31
Evaporative Heating Surface/Cylinder Volume235.34240.50144.58136.10227.93
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation49122210203820383550
Same as above plus superheater percentage49122210203820383550
Same as above but substitute firebox area for grate area34,56017,68015,37513,62519,134
Power L162304085246119546010
Power MT336.91360.23285.56226.73506.36

Principal Dimensions by Steve Llanso of Sweat House Media
Class270274281291295
Locobase ID6997 6998 6999 7000 7003
RailroadIllinois Central (IC)Illinois Central (IC)Illinois Central (IC)Ohio Valley (IC)Illinois Central (IC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class171024
Road Numbers270274-280281-29012, 14 / 291-292295-298
GaugeStdStdStdStdStd
Number Built171024
BuilderRogersSchenectadySchenectadyBurnham, Williams & CoBrooks
Year18811886188818941898
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)11 / 3.3510.50 / 3.2013.83 / 4.2213.83 / 4.2213.50 / 4.11
Engine Wheelbase (ft / m)20.58 / 6.2720.33 / 6.2024 / 7.3223.89 / 7.2823.33 / 7.11
Ratio of driving wheelbase to overall engine wheebase 0.53 0.52 0.58 0.58 0.58
Overall Wheelbase (engine & tender) (ft / m)45.77 / 13.9545.60 / 13.9046.77 / 14.2647.56 / 14.5049.58 / 15.11
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)58,800 / 26,67168,500 / 31,07171,760 / 32,55082,820 / 37,56797,000 / 43,999
Engine Weight (lbs / kg)80,300 / 36,42486,700 / 39,32796,260 / 43,663109,120 / 49,496115,800 / 52,526
Tender Loaded Weight (lbs / kg) / 45,35963,000 / 28,57663,000 / 28,57672,000 / 32,65994,100 / 42,683
Total Engine and Tender Weight (lbs / kg) / 81,783149,700 / 67,903159,260 / 72,239181,120 / 82,155209,900 / 95,209
Tender Water Capacity (gals / ML)3500 / 13.263500 / 13.263500 / 13.263600 / 13.644700 / 17.80
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)6 / 5.506 / 5.506 / 5.50 7.50 / 6.8010 / 9.10
Minimum weight of rail (calculated) (lb/yd / kg/m)33 / 16.5038 / 1940 / 2046 / 2354 / 27
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)52 / 132156 / 142256 / 142255 / 139756 / 1422
Boiler Pressure (psi / kPa)150 / 10.30150 / 10.30150 / 10.30165 / 11.40165 / 11.40
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61018" x 24" / 457x61018" x 24" / 457x61018" x 24" / 457x61018" x 24" / 457x610
Tractive Effort (lbs / kg)19,066 / 8648.2017,704 / 8030.4117,704 / 8030.4119,829 / 8994.2919,475 / 8833.72
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.08 3.87 4.05 4.18 4.98
Heating Ability
Firebox Area (sq ft / m2)94.50 / 8.7896.20 / 8.94125.90 / 11.70133.50 / 12.40130 / 12.08
Grate Area (sq ft / m2)15.50 / 1.4423.50 / 2.1817.25 / 1.6017 / 1.5821.30 / 1.98
Evaporative Heating Surface (sq ft / m2)1196 / 111.151270 / 118.031478 / 137.361608 / 149.391602 / 148.88
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1196 / 111.151270 / 118.031478 / 137.361608 / 149.391602 / 148.88
Evaporative Heating Surface/Cylinder Volume169.20179.67209.09227.49226.64
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation23253525258828053515
Same as above plus superheater percentage23253525258828053515
Same as above but substitute firebox area for grate area14,17514,43018,88522,02821,450
Power L130693468417448694906
Power MT345.20334.84384.70388.83334.51

Principal Dimensions by Steve Llanso of Sweat House Media
Class29930301307317
Locobase ID7004 6995 7006 7007 14,638
RailroadSaint Louis Peoria & Northern (IC)Chesapeake Ohio & Southwestern (IC)Illinois Central (IC)Illinois Central (IC)Newport News & Mississippi Valley (IC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class2126276
Road Numbers299-30030, 35-39, 42-47/251-262301-306307-33317-322/600-605
GaugeStdStdStdStdStd
Number Built2126276
BuilderCookeSchenectadySchenectadyCookeCooke
Year18981882188918901887
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.50 / 4.1111 / 3.3512.17 / 3.7112.17 / 3.7113.75 / 4.19
Engine Wheelbase (ft / m)23.83 / 7.2620.58 / 6.2722.50 / 6.8622.50 / 6.8624.42 / 7.44
Ratio of driving wheelbase to overall engine wheebase 0.57 0.53 0.54 0.54 0.56
Overall Wheelbase (engine & tender) (ft / m)49.87 / 15.2045.77 / 13.9547.75 / 14.5548.10 / 14.66
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)92,000 / 41,73158,800 / 26,67196,300 / 43,68196,300 / 43,68195,000 / 43,091
Engine Weight (lbs / kg)120,000 / 54,43180,300 / 36,424123,500 / 56,019123,500 / 56,019115,000 / 52,163
Tender Loaded Weight (lbs / kg)92,000 / 41,731 / 45,35980,000 / 36,28780,000 / 36,287
Total Engine and Tender Weight (lbs / kg)212,000 / 96,162 / 81,783203,500 / 92,306203,500 / 92,306
Tender Water Capacity (gals / ML)4000 / 15.153500 / 13.263850 / 14.583850 / 14.58
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.306 / 5.50 7.50 / 6.80 7.50 / 6.80
Minimum weight of rail (calculated) (lb/yd / kg/m)51 / 25.5033 / 16.5054 / 2754 / 2753 / 26.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142256 / 142265.25 / 165965.25 / 165957 / 1448
Boiler Pressure (psi / kPa)165 / 11.40150 / 10.30165 / 11.40165 / 11.40150 / 10.30
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61018" x 24" / 457x61019" x 24" / 483x61019" x 24" / 483x61019" x 24" / 483x610
Tractive Effort (lbs / kg)19,475 / 8833.7217,704 / 8030.4118,623 / 8447.2618,623 / 8447.2619,380 / 8790.63
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.72 3.32 5.17 5.17 4.90
Heating Ability
Firebox Area (sq ft / m2)147 / 13.66122 / 11.34137.10 / 12.74134.70 / 12.52
Grate Area (sq ft / m2)24.75 / 2.3017.36 / 1.6128.64 / 2.6626.25 / 2.4417
Evaporative Heating Surface (sq ft / m2)1784 / 165.801115 / 103.621754 / 163.011745 / 162.171512 / 140.47
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1784 / 165.801115 / 103.621754 / 163.011745 / 162.171512 / 140.47
Evaporative Heating Surface/Cylinder Volume252.38157.74222.71221.56191.98
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation40842604472643312550
Same as above plus superheater percentage40842604472643312550
Same as above but substitute firebox area for grate area24,25518,30022,62222,226
Power L15488341755585510
Power MT394.53384.35381.72378.43

Principal Dimensions by Steve Llanso of Sweat House Media
Class334337338341346
Locobase ID7008 7009 7012 7010 7011
RailroadSaint Louis, Alton & Terre Haute (IC)Saint Louis, Alton & Terre Haute (IC)Illinois Central (IC)Saint Louis, Alton & Terre Haute (IC)Illinois Central (IC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class31356
Road Numbers14-16/334-33617 / 337338-34023-27 /341-345/2341-2345346-351
GaugeStdStdStdStdStd
Number Built31356
BuilderBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoPittsburghBurnham, Williams & CoCooke
Year18811886188818901889
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.50 / 4.1113.50 / 4.1110.83 / 3.3011.75 / 3.5814.25 / 4.34
Engine Wheelbase (ft / m)23.64 / 7.2123.64 / 7.2121.17 / 6.4521.92 / 6.6824.92 / 7.60
Ratio of driving wheelbase to overall engine wheebase 0.57 0.57 0.51 0.54 0.57
Overall Wheelbase (engine & tender) (ft / m)44.52 / 13.5744.98 / 13.7144.94 / 13.7048.37 / 14.7447.69 / 14.54
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)63,700 / 28,89469,000 / 31,29879,000 / 35,83498,000 / 44,45289,100 / 40,415
Engine Weight (lbs / kg)85,000 / 38,55592,000 / 41,731105,000 / 47,627120,000 / 54,431117,700 / 53,388
Tender Loaded Weight (lbs / kg)50,600 / 22,95269,000 / 31,29880,000 / 36,28780,500 / 36,51463,000 / 28,576
Total Engine and Tender Weight (lbs / kg)135,600 / 61,507161,000 / 73,029185,000 / 83,914200,500 / 90,945180,700 / 81,964
Tender Water Capacity (gals / ML)2200 / 8.333000 / 11.363000 / 11.363500 / 13.263500 / 13.26
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 6.50 / 5.907 / 6.407 / 6.40 7.50 / 6.806 / 5.50
Minimum weight of rail (calculated) (lb/yd / kg/m)35 / 17.5038 / 1944 / 2254 / 2750 / 25
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)55.75 / 141555.75 / 141656 / 142251 / 129557 / 1448
Boiler Pressure (psi / kPa)150 / 10.30150 / 10.30165 / 11.40165 / 11.40165 / 11.40
High Pressure Cylinders (dia x stroke) (in / mm)19" x 24" / 483x61019" x 24" / 483x61019" x 24" / 483x61019" x 24" / 483x61019" x 24" / 483x610
Tractive Effort (lbs / kg)19,815 / 8987.9419,815 / 8987.9421,699 / 9842.5123,826 / 10807.3021,318 / 9669.69
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.21 3.48 3.64 4.11 4.18
Heating Ability
Firebox Area (sq ft / m2)117 / 10.87119 / 11.06131 / 12.17155 / 14.41146 / 13.57
Grate Area (sq ft / m2)17.17 / 1.6017.11 / 1.5922.65 / 2.1126 / 2.4217.90 / 1.66
Evaporative Heating Surface (sq ft / m2)1218 / 113.201491 / 138.521544 / 143.491961 / 182.251611 / 149.72
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1218 / 113.201491 / 138.521544 / 143.491961 / 182.251611 / 149.72
Evaporative Heating Surface/Cylinder Volume154.65189.31196.04248.99204.55
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation25762567373742902954
Same as above plus superheater percentage25762567373742902954
Same as above but substitute firebox area for grate area17,55017,85021,61525,57524,090
Power L131913692430048724659
Power MT331.32353.89359.99328.80345.84

Principal Dimensions by Steve Llanso of Sweat House Media
Class361371 / 2001 /50014048/263/22635001
Locobase ID7014 7036 2984 6996 14,462
RailroadIllinois Central (IC)Illinois Central (IC)Saint Louis, Indianapolis & Eastern (IC)Chesapeake, Ohio & Southwestern (IC)Illinois Central (IC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class10441344
Road Numbers361-370371-400, 224-244 / 2001-204440/29648-50/263-265/2263-22655001-5044
GaugeStdStdStdStdStd
Number Built104413
BuilderSchenectadyRogersBrooksCookeRogers
Year18911896189818831922
Valve GearStephensonStephensonStephensonStephensonBaker
Locomotive Length and Weight
Driver Wheelbase (ft / m)12 / 3.6613.25 / 4.0413.50 / 4.1113.87 / 4.2313.25 / 4.04
Engine Wheelbase (ft / m)22.42 / 6.8324.29 / 7.4023.33 / 7.1124.17 / 7.3724.25 / 7.39
Ratio of driving wheelbase to overall engine wheebase 0.54 0.55 0.58 0.57 0.55
Overall Wheelbase (engine & tender) (ft / m)48.05 / 14.6555 / 16.7649.83 / 15.1946.75 / 14.2550.20 / 15.30
Axle Loading (Maximum Weight per Axle) (lbs / kg)42,600 / 19,323
Weight on Drivers (lbs / kg)95,800 / 43,454116,800 / 52,98095,700 / 43,40964,400 / 29,211117,800 / 53,433
Engine Weight (lbs / kg)119,700 / 54,295149,700 / 67,903122,250 / 55,45288,100 / 39,962158,300 / 71,804
Tender Loaded Weight (lbs / kg)78,000 / 35,38088,000 / 39,91677,000 / 34,92763,000 / 28,576102,000 / 46,266
Total Engine and Tender Weight (lbs / kg)197,700 / 89,675237,700 / 107,819199,250 / 90,379151,100 / 68,538260,300 / 118,070
Tender Water Capacity (gals / ML)4000 / 15.154200 / 15.913700 / 14.023500 / 13.265000 / 18.94
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.3010 / 9.107 / 6.406 / 5.5012 / 10.90
Minimum weight of rail (calculated) (lb/yd / kg/m)53 / 26.5065 / 32.5053 / 26.5036 / 1865 / 32.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142269 / 175356 / 142257 / 144869 / 1753
Boiler Pressure (psi / kPa)165 / 11.40180 / 12.40180 / 12.40150 / 10.30180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66019.5" x 26" / 495x66018" x 24" / 457x61018" x 24" / 457x61019.5" x 26" / 495x660
Tractive Effort (lbs / kg)23,507 / 10662.6121,922 / 9943.6621,245 / 9636.5817,394 / 7889.8021,922 / 9943.66
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.08 5.33 4.50 3.70 5.37
Heating Ability
Firebox Area (sq ft / m2)140.90 / 13.09177.10 / 16.46146.50 / 13.62113 / 10.50193.90 / 18.01
Grate Area (sq ft / m2)28.50 / 2.6528 / 2.6021 / 1.9517 / 1.5828 / 2.60
Evaporative Heating Surface (sq ft / m2)1910 / 177.512032 / 188.851619 / 150.461367 / 127.042003 / 186.08
Superheating Surface (sq ft / m2)302 / 28.06
Combined Heating Surface (sq ft / m2)1910 / 177.512032 / 188.851619 / 150.461367 / 127.042305 / 214.14
Evaporative Heating Surface/Cylinder Volume223.86226.10229.04193.39222.88
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation47035040378025505040
Same as above plus superheater percentage47035040378025505695
Same as above but substitute firebox area for grate area23,24931,87826,37016,95039,439
Power L1471967205589389513,107
Power MT325.79380.52386.26400.02735.89

Principal Dimensions by Steve Llanso of Sweat House Media
Class576164A3A3
Locobase ID11,746 12,433 6979 6078 13,173
RailroadGulf & Ship Island (IC)Illinois Central (IC)Illinois Central (IC)Alabama & Vicksburg (IC)Alabama & Vicksburg (IC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class33164
Road Numbers57-5961-6364406-408 / 308-310449, 406-408
GaugeStdStdStdStdStd
Number Built3313
BuilderBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoA&VBurnham, Williams & Co
Year19041900190119211907
Valve GearStephensonStephensonStephensonYoungStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.25 / 4.3416.50 / 5.0313.50 / 4.1113.50 / 4.1113.50 / 4.11
Engine Wheelbase (ft / m)24.25 / 7.3924.33 / 7.4224.33 / 7.4223.83 / 7.2623.83 / 7.26
Ratio of driving wheelbase to overall engine wheebase 0.59 0.68 0.55 0.57 0.57
Overall Wheelbase (engine & tender) (ft / m)51.67 / 15.7551.2953.25 / 16.2356.42 / 17.20
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)111,500 / 50,576122,300 / 55,474137,040 / 62,160129,200 / 58,604118,000 / 53,524
Engine Weight (lbs / kg)140,000 / 63,503157,200 / 71,305167,880 / 76,149162,500 / 73,709146,000 / 66,225
Tender Loaded Weight (lbs / kg)100,000 / 45,359102,000112,000 / 50,802113,900 / 51,664105,000 / 47,627
Total Engine and Tender Weight (lbs / kg)240,000 / 108,862259,200279,880 / 126,951276,400 / 125,373251,000 / 113,852
Tender Water Capacity (gals / ML)5000 / 18.945000 / 18.945000 / 18.945500 / 20.835000 / 18.94
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)12 / 10.901212 / 10.9011 / 1010 / 9.10
Minimum weight of rail (calculated) (lb/yd / kg/m)62 / 3168 / 3476 / 3872 / 3666 / 33
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142263 / 160063 / 160068 / 172768 / 1727
Boiler Pressure (psi / kPa)180 / 12.40169.70 / 11.70180 / 12.40200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66020" x 28" / 508x71120" x 28" / 508x71120" x 26" / 508x66019" x 26" / 483x660
Tractive Effort (lbs / kg)25,644 / 11631.9425,644 / 11631.9427,200 / 12337.7326,000 / 11793.4223,465 / 10643.56
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.35 4.77 5.04 4.97 5.03
Heating Ability
Firebox Area (sq ft / m2)175.50 / 16.31184 / 17.10135.10 / 12.55172.20 / 16154.20 / 14.33
Grate Area (sq ft / m2)24.70 / 2.3027.22 / 2.5333 / 3.0731.50 / 2.9331.50 / 2.93
Evaporative Heating Surface (sq ft / m2)2340 / 217.472388 / 221.932498 / 232.071711 / 159.012172 / 201.86
Superheating Surface (sq ft / m2)338 / 31.41
Combined Heating Surface (sq ft / m2)2340 / 217.472388 / 221.932498 / 232.072049 / 190.422172 / 201.86
Evaporative Heating Surface/Cylinder Volume274.26234.55245.36180.98254.57
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation44464619594063006300
Same as above plus superheater percentage44464619594073086300
Same as above but substitute firebox area for grate area31,59031,22524,31839,95030,840
Power L163355790589113,4607818
Power MT375.77313.12284.31689.03438.20

Principal Dimensions by Steve Llanso of Sweat House Media
ClassD1E B Litchfield/397
Locobase ID6080 7013
RailroadVicksburg, Shreveport & Pacific (IC)Saint Louis Coal Railway (IC)
CountryUSAUSA
Whyte4-6-04-6-0
Number in Class61
Road Numbers349-3549-10/397-398
GaugeStdStd
Number Built61
BuilderBurnham, Williams & CoNew York (Rome)
Year19071884
Valve GearStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.50 / 4.1114.50 / 4.42
Engine Wheelbase (ft / m)23.83 / 7.2623.67 / 7.21
Ratio of driving wheelbase to overall engine wheebase 0.57 0.61
Overall Wheelbase (engine & tender) (ft / m)56.42 / 17.2046 / 14.02
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)119,700 / 54,29562,000 / 28,123
Engine Weight (lbs / kg)144,000 / 65,31780,000 / 36,287
Tender Loaded Weight (lbs / kg)113,900 / 51,664
Total Engine and Tender Weight (lbs / kg)257,900 / 116,981
Tender Water Capacity (gals / ML)5500 / 20.832500 / 9.47
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)11 / 106 / 5.50
Minimum weight of rail (calculated) (lb/yd / kg/m)67 / 33.5034 / 17
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)58 / 147351 / 1295
Boiler Pressure (psi / kPa)200 / 13.80125 / 8.60
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66017" x 24" / 432x610
Tractive Effort (lbs / kg)27,511 / 12478.7914,450 / 6554.42
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.35 4.29
Heating Ability
Firebox Area (sq ft / m2)154 / 14.31100 / 9.29
Grate Area (sq ft / m2)31.50 / 2.9317 / 1.58
Evaporative Heating Surface (sq ft / m2)1698 / 157.811160 / 107.81
Superheating Surface (sq ft / m2)338 / 31.41
Combined Heating Surface (sq ft / m2)2036 / 189.221160 / 107.81
Evaporative Heating Surface/Cylinder Volume199.01183.98
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation63002125
Same as above plus superheater percentage73712125
Same as above but substitute firebox area for grate area36,03612,500
Power L112,4852797
Power MT689.84298.37

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