Most of the original P-1 stud (Locobase 170) remained relatively unchanged during its service life. In at least two instances, however, the railroad put the locomotives through a substantial upgrade. The three locomotives shown in this entry were modified in February 1940 (700), April 1944 (704), and February 1945 (706).
In addition to installing two thermic syphons that contributed 74 sq ft to the firebox heating surface, the shops thoroughly reconfigured the boiler and firebox. In place of the 242 2" tubes and 34 5 3/8" flues, the boiler now held 160 2 1/4" tubes and 35 5 1/2" flues, all cut down by 30 inches. Twenty-seven of those inches went into a combustion chamber ahead of the firebox.
The result was a substantial drop in combined heating surface, but significant increases in direct heating surface (almost 50%) and superheater area (22%) combined with a 15-psi increase in boiler pressure. All things considered, and granting that the small boiler put an upper limit on steam supply, this revised design was now one of the most efficient and powerful examples in Pacificdom, particularly when compared to those with similar driver diameters.
[NB: Engine 700 received a similar boiler, but instead of thermic syphons, the firebox housed three security circulators that added 46 sq ft of heating surface. Total evaporative heating surface came to 2,904 sq ft - 28 sq ft less than the thermic-syphon mod.]
The oil-burning Pacifics P-1 (600-606, built by Baldwin-works numbers 51574, 51606, 51632-51633 in March 1919; 51666, 51744-51745 in April) and P-1a (707-713, built by Brooks--works numbers 61286-61292 in December 1919) . The Brooks engines were slightly heavier and had other small differences. Richmond supplied eight more locomotives (works numbers 64057-64064) based on the Brooks engines in 1923. Described in Railway Age Gazette in 1926.
The Baldwins were ordered with Southern valve gear, but that specification was changed before the locomotives were built. In any case, 14" (356 mm) piston valves served steam to the cylinders.They were delivered with tenders weighing 175,000 lb ( 79,379 kg) and carrying 9,000 US gallons (34,065 litres) of water and 3,200 (12,112 litres) of oil.
At least two of the class were fitted with thermic syphons and a modified superheater layout; see Locobase 8512.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Texas & Pacific (T&P)||Texas & Pacific (T&P)|
|Number in Class||3||22|
|Road Numbers||700*, 704, 706||600-606/701-721|
|Builder||Texas & Pacific||several|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.38||0.38|
|Overall Wheelbase (engine & tender)||74.15'||74.15'|
|Axle Loading (Maximum Weight per Axle)||56800 lbs||52876 lbs|
|Weight on Drivers||170400 lbs||173357 lbs|
|Engine Weight||270000 lbs||275080 lbs|
|Tender Light Weight||242260 lbs||242260 lbs|
|Total Engine and Tender Weight||512260 lbs||517340 lbs|
|Tender Water Capacity||12000 gals||12000 gals|
|Tender Fuel Capacity (oil/coal)||5008 gals||5008 gals|
|Minimum weight of rail (calculated)||95 lb/yard||96 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||185 psi|
|Cylinders (dia x stroke)||26" x 28"||26" x 28"|
|Tractive Effort||44079 lbs||40773 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.87||4.25|
|Firebox Area||329 sq. ft||216 sq. ft|
|Grate Area||59.60 sq. ft||59.60 sq. ft|
|Evaporative Heating Surface||2932 sq. ft||3780 sq. ft|
|Superheating Surface||1036 sq. ft||844 sq. ft|
|Combined Heating Surface||3968 sq. ft||4624 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||170.41||219.69|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11920||11026|
|Same as above plus superheater percentage||15019||13011|
|Same as above but substitute firebox area for grate area||82908||47153|