The SF&SJV operated these locomotives on a railroad that Claus Spreckels, the leading sugar refiner on the west coast at the time, financially backed to provide an alternative to the Southern Pacific for use by the Valley's growers. Once the financing had been secured (no easy task), construction began in 1896 and the railroad extended from San Francisco to Bakersfield and Visalia by 30 June 1898. As had been hoped, construction of a well-placed rival to the Espee in the Central Valley attracted the Santa Fe. That railroad leased the SF & SJV in 1898.

The later diagram showed a slight increase in firebox heating surface area to 160 sq ft (14.86 sq m) and a commensurate increase in evaporative heating surface area to 1,923 sq ft (178.65 sq m). The diagram also showed a slight difference in adhesion wheelbase (3/4"/19 mm longer).

Four of this class (308, 313, 314, and 308, respectively) remained with the Santa Fe until they were scrapped in 1924, 1925, and 1927. Los Angeles Rock & Gravel bought the 311 in 1923. 309 and 312 were sold to the Modesto & Empire Traction Company, a freight transfer line, in 1928.

This was a single diamond-stacked Ten-wheeler locomotive (works #13748) of typical construction and a spec that instructed the builder to "give outside of boiler two good coats of paint." Its firebox heating surface area was later measured at 155 sq ft, (14.4 sq m) which led to an evaporative heating surface area amounting to 1,550 sq ft (144 sq m).

It was brought into the Santa Fe in 1903 from the California Eastern, which had taken over the Nevada Southern in 1895. It appears to have been the only locomotive owned by either the NS or the CE. It was identical to the larger 283 class except for a set of smaller drivers.

The Santa Fe scrapped the 142 in February 1927.

Shown in the 1920 book as SFP&P engines and numbered 1-9, this class came with two wheelbases and originally went to two railroads. The first five had a longer driven wheelbase of 14 ft and an engine wheelbase measuring 23 ft 10 in. 6-12 had the shorter wheelbase shown in the specs.

According to Werkema's roster, the first nine went to the SFP & P in 1893-1895, the last three to the Prescott & Eastern (a non-operating subsidiary) in 1898; see Locobase 2980.

The railway itself is the subject of a 24 January 1999 article by Eleanor Gilley preserved on the Sharlot Hall Museum website -- http://www.sharlot.org/archives/history/dayspast/text/1999_01_24.shtml, accessed 6 May 2007. (The museum's focus is Yavapai County.)

Gilley's article on the "Peavine" begins:

"As the railroad left Prescott on the west side, it began its slow ascent for nine miles to the summit of the Sierra Prieta Mountains at Prieta, elevation 6,108 feet. The view from the top was breathtakingly beautiful with the black range of mountains, the Mogollan Rim and the surrounding scenery. The line then descended for 14 miles past Iron Springs and Ramsgate Hill around twisting, winding 12 degree curves and challenging three percent grades to Skull Valley, elevation 4,240 feet.

...It was called an engineering masterpiece. There were many fills, deep cuts and long timber trestles. Near Devil's Gate, a cut of 57 feet was required through solid rock. A 25 foot deep hole was drilled and loaded with powder to produce the largest discharge ever executed by a single shot in this territory. Fortunately, the workers had been asked to leave camp because one large rock went through a tent with such force that if it had not bounced, it would have buried itself."

Gilley later tells us that the nickname came from a comment about the route, which twisted like a peavine.Intended to link Northern Arizona towns like Prescott with the Atlantic & Pacific mainline of the Santa Fe, the Prescott & Central Arizona was a combination of two rival groups of investors that opened its Prescott-Seligman leg at 31 December 1886.

But the railway was not successful and needed further infusions. The result was the SF P & P, which was incorporated in 1891. The "Scenic Railway of Arizona" dropped south from the A & P's Ash Fork junction through Chino Valley and Granite Dells to Prescott. That section opened on 24 April 1893 with the segment south of Prescott opening on 4 March 1895. The SFP & P, which had taken operating control of the Arizona & California in 1905, itself was merged into the Santa Fe's non-operating subsidiary California, Arizona & Santa Fe.

This locomotive was originally produced in September 1894 by Richmond (works number 2427) as a cross-compound with one 19" HP and one 30" LP cylinder, each with a 24" stroke. Quickly dubbed the "Richmond Tramp", the engine demonstrated the Richmond variation of the two-cyinder compound with intercepting valve to such trunk lines as the Michigan Central, Milwaukee, and Rock Island. Two years later, an apparent need for more power resulted in the refitting of the Tramp with a 20" & 32" x 26" cylinder arrangement.

After its publicity tour, the Tramp arrived in Arizona in December 1897 as the Randsburg Railway's Engine #1. The use of Randsburg and Johannesburg, its principal mining town, linked the Randsburg's gold mines such as the Yellow Aster with those of the Boer State in South Africa.

In 1903, the Santa Fe took control of the Randsburg and renamed the 28.5 miles (48.9 km) part of its Arizona & Utah subsidiary and renumbered the 1 as 2. In 1905, the Santa Fe took full control and gave the 2 number 260. In 1911, the replaced the compound setup with two 20" x 26" simple-expansion cylinders.

It was scrapped in November 1924.

The Ten-wheeler was a transitional type retaining older features such as a full cow catcher, spark-arresting stack that resembled an Olympic torch, and steam dome just ahead of the cab. The cab was steel with a high roof and transom window in front.

2430 was scrapped first in January 1922. 2432 went to the ferro-knacker in April of the same year. 2431 lasted another five years before being cut up in October 1927.

This incarnation of the A&P began service as the Missouri & Indian Territories in December 1880. By the time it ordered this large class of Ten-wheelers on 28 December 1892, the railroad owned over 800 miles of track and was headquartered in Albuquerque, NM.

The A&P was reorganized as the Atchison, Topeka & Santa Fe's subsidiary Santa Fe Pacific in July 1897, but the 100s kept their numbers for about a year. At that point, the parent renumbered the whole class in the following order: 643-644, 664, 645-651, 663, 666, 652-657, 667, 658-660, 662, 661.Two years later, the class again was renumbered, this time mostly consecutively from 284-306, 283, 307.

The class ran for about three decades. Two were scrapped early, likely as the result of heavy damage in accidents: 301 went to the ferro-knacker's in August 1913, 299 in August 1916. The others were scrapped beginning in the early 1920s; first was 305 in January 1921, the last (283) in December 1931.

302 (ex-304, ex-120) was sold to the Apache Railway in September 1918 as their #2.

This trio of small Ten-wheelers (works #2515-2517) formed part of the GB & KC roster when that railroad was taken over by the Santa Fe. 143 had 20 fewer tubes by 1920 and a total heating surface of 1,396 sq ft.

Although numbered higher than the 2160s shown in Locobase 8235, these actually preceded that large set of Baldwins. This group was delivered with 2 1/4" fire tubes and a relatively large grate.

Most started out on the Chicago, Kansas & Western (CKW), an Atchison, Topeka & Santa Fe subsidiary whose construction began in 1886 to support growth in western Kansas. Others were assigned to the Southern Kansas Railway, which was the first Santa Fe line to operate in the Texas Panhandle. Of these, many made their way to the Southern California railroad, another Santa Fe subsidiary. Ultimately those that remained in service were designated the 2200 class on the Santa Fe.

Most were scrapped by the Santa Fe at the end of their lives, but 9175 went to the Wichita Northwestern in July 1924 as its #9 and lasted until March 1941, when the WN was abandoned.

Produced by the same builder that supplied the 12 in the mid-1890s (Locobase 8395), this trio was 10 years newer. Although the grate remained the same size and the boiler tubes were no longer, cylinder volume grew as did the number of tubes in the barrel. Also, boiler pressure increased and weight grew as well.

The 1920 diagram showed the class's provenance as the S F P & P, but Werkema's roster traces them back to the Arizona & California. The last was retired in 1929.

The 1920 diagram book gives 16.8 sq for the grate area, but measures the firebox length and width as 96" x 33". That figure yields a more likely proportion between firebox and boiler, and that is the number used.

Oddly, this class of Rhodies had only a short career on the Santa Fe, leaving service by 1903.

This is part of a very large class of Ten-wheelers supplied by a single builder in just two years. This smaller group had the shorter tubes, which cut heating surface area by 68 sq ft. The other 55 are profiled on Locobase 8232.

The last in either class left service in 1937.

As noted in Locobase 8231, Brooks supplied this large class of Ten-wheelers in just two years. Most of the 4-6-0s had the longer boiler shown in this entry's specs. This meant a longer wheelbase as well.

The last in either class left service in 1937.

See Eleanor Gilley's article "The First Railroad and the 'Battle for Prescott'", Sharlot Hall Museum Days Past, 24 January 1999 and 31 January 1999. (http://www.sharlot.org/archives/history/dayspast/days_show.pl?name=1999_01_31&h=;Santa%20Fe%20Prescott%20%26%20Phoenix;). See also George B Abdill, A Locomotive Engineer's Album (Seattle: Superior Publishing Company, 1965), p. 139. Abdill's description of this Brooks design was "neat" (for which the Dunkirk, NY builder had acquired a reputation). The photo shows a steel cab with a large window divided by an almost invisible sash.

Seven years after the CS took delivery of seven Ten-wheelers from Baldwin (Locobase 8988), it returned to that builder for four more. Other than a 20% increase in boiler pressure and a 1"-greater piston diameter, the design remained essentially the same. Once the Southern California took over, the numbers were changed, and the Santa Fe changed them again in 1904. The last of the class was retired in 1935.

One of the largest single classes of Ten-wheelers on the Santa Fe, this group was quite typical of an early '90s 4-6-0 design. The diagram gives the boiler pressure as 180 psi, which seems high and may reflect a redesign later in the decade.

The last of this mixed-traffic class retired in 1934.

Like most of the Santa Fe's 4-6-0s, this class enjoyed a long career with the last engine retiring in 1938.

Very like the shorter Brooks engines of 1891 (Locobase 8231), this quintet of Baldwins came to the Santa Fe three years later. A larger firebox measurement of 142 sq ft (13.2 sq m) sometime later led to the 1901 figure of 1,542 sq ft (143.87 sq m) in evaporative heating surface area.

For some reason, they lasted only a few years on the Santa Fe. The class leader - 856 - may never actually have operated on the railroad as it soon appeared on the Chicago & La Junta.

The other four were renumbered twice, first as 642 and 638-640 then as 256-259. In 1902, they found a new home on the Canadian Northern, where they were numbered 60, 61, 56, 57 respectively (later 1203-1204, 1202, 1205). All were retired in 1917.

Chartered in Texas as the C-SPR in 1910, the railroad actually entered service under Santa Fe ownership as the South Plains & Santa Fe in 1916. The SP&SF was leased to the Panhandle & Santa Fe in 1917, a relationship that lasted until a merger in 1948. The first 64-mile segment from Lubbock to Seagrave opened on 1 July 1918. At that time , the SP & SF reported owning two locomotives, one of which was the mixed-traffic Ten-wheeler shown in the data.

The Santa Fe stud of Ten-wheelers grew and grew and this class was among the early designs. As delivered, these engines trailed tenders carrying 3,500 US gallons of water (13,248 litres). The 4-6-0s had nearly 40-year careers before being scrapped in the 1920s.

One of the larger orders for Ten-wheelers on the SFP was this large tender to Pittsburgh. The first 10 had 230 tubes, the rest 228 as shown in the specs. These were the most seriously single-purposed 4-6-0s, their small-diameter drivers connoting their drag-freight role. The last of the class was withdrawn in 1932.

In the same year that Brooks delivered its batch of locomotives, Schenectady contributed this sextet. Although offering about the same amount of firebox heating surface, this design had fewer boiler tubes of shorter length. Some rode on 69" drivers and registered a lower tractive effort as a result.

The last of the class was retired in 1927.

These passenger Ten-wheelers showed some growth over the earlier classes of Santa Fe 4-6-0s. The last was retired in 1925.

These followed up the Klondikes of 1897, which are described in Locobase 8242. For some reason, the 1899 batch (works #1032-1041) had 10 fewer tubes of shorter length. Even so, the class proved a good size with some operating for almost 40 years.

1897 was the year of the Alaskan Gold Rush (the one immortalized in Charlie Chaplin's great feature film) and its promise, however illusory, attracted worldwide attention. Klondike (or Klondyke) was a nickname applied to many items, including at least three locomotive classes. One was Henry Ivatt's 4-4-2 Klondyke class, the other was this octet of Ten-wheelers. (A third was the Canadian Southern F-82; see Locobase 3480).

The Railroad Journal article mentions the extended wagon-top boiler design with "the [John S] Player patent combination crown bar and stay-bold type of crown-sheet staying." The combination appears to be a missing link between the older crown bar staying above the crown sheet, which was disappearing from locomotive designs, and the widely used stay-bolt systems then being adopted. The firebox had a brick arch and its 88" (2.235 m) x 42" (1.067 m) grate offered "a good comfortable size for the fireman to cover well."

They showed good size and power for their passenger service and the last wasn't retired until 1938.

Note that these express passenger engines were Player tandem compounds designed by Santa Fe's Superintendent of Motive Power. As with most tandem layouts, the lead cylinder was the high-pressure vessel and the rear assembly held the low-pressure cylinder; the two shared a single piston rod. Unlike the Baldwin tandem layout, John Player's layout had the two cylinders separated slightly.

Like most US-operated non-articulated compounds, these ran only a short time as such engines. By 1905, they had been rebuilt with two 19 1/2" x 28" cylinders.

In 1899, Dickson Manufacturing Company of Scranton, Pa supplied 10 Atlantics (4-4-2) to the Santa Fe; see Locobase 16086..

E D Worley colorfully describes the Topeka shop's role making the class over: "Topeka shops, a real winner ...in the sly conversion of silk purses into sow's ears[sic], eventually and quietly, altered the errant Atlantics into conventional, but reliable, 4-6-0s."

Locobase believes Worley mistakenly inverted the linguistic order (i.e, that the Santa Fe actually converted sow's ears into silk purses). In fact, sources agree that the railroad gained ten speedy 4-6-0s with taller drivers than before spread over a longer wheelbase.

The last of these operated until 1933.

What difference a decade made in the equipment Rhode Island supplied to the Santa Fe. Locobase 8225 shows a freight engine with modest proportions. This entry shows a mixed-traffic machine in sufficient numbers to represent a standard design. The boiler pressure and cylinder volume have both grown considerably. The grate, however, while it now sloped, still sat inside the drivers and could grow only in length (it was now 9 ft long).

Whatever their limitations, these Ten-wheelers endured with 472 going out of service in 1939 as the Santa Fe's last active 4-6-0.

Locobase finds a pair numbered 281-282 in the AT&SF 7 - 1902 Description of Locomotives, but with a redesigned boiler. It was shorter (12 ft 3 in), held fewer tubes (172), and consequently had less tube heating surface. The cylinders measured 17 1/2" x 24".

Vauclain compounds fitted with the relatively rare Vanderbilt boiler, which featured a cylindrical firebox (see Locobase 4104 for more). RG's report points out that an oil-burner uses all of the interior heating surface. Even so, one can see from the specifications that the percentage of heating surface provided by the firebox is still pretty low.

These five engines were converted to simple expansion in two 23" x 28" cylinders in 1911; at that time they were equipped with a more conventional firebox measuring about 49 sq ft in grate area. Still later, they were superheated with 155 2 1/4" tubes and 26 5 1/2" flues; see Locobase 8396. Obviously any trace of the original Vanderbilt boiler had by that time been eradicated.

The small class lasted until 1929-1938.

Locobase 4150 shows the first stage in this design's lifetime as it hit the rails in 1901 as a balanced compound with a saturated boiler and the underperforming Vanderbilt firebox. In 1911, the compounding arrangement was replaced by 2 simple-expansion cylinders supplied by Walschaert radial valve gear. At a later date, the shops remade the locomotives by installing a very useful amount of superheating. The last of these was withdrawn in 1938.

This threesome of Ten-wheelers came to the CS in the mid-80s. Their specifications called for 227 tubes. It's likely that the bottom row of tubes was later removed because they were too low to maintain. Also the wheelbase was specified as 25 ft 11 1/2" while the Santa Fe diagram shows three more inches.

Although this Barstow-to-San Diego subsidiary of the Santa Fe remained aloof from the mid-1880s consolidation of lines into the California Central, that railroad, the Redondo Beach, and the CS were united in November 1889 as the Southern California. At this time, the 5-7 became the 51-53. 17 years later, the Santa Fe bought the SC outright, two years after the Santa Fe began buying the engines in June 1904. They joined the

Over time, the Barstow line has served the Santa Fe as its last leg into the California coast.

This class was very similar to the Baldwin engines that were supplied a year earlier, but had larger boilers and smaller fireboxes. The last 10 of the 317 class had 2 more 2" tubes of very slightly shorter length for the same tube heating surface area (it says here ...); for an alternate view, see Locobase 8238

This small set of Schenectadies was delivered over a two-year period. They operated on the Santa Fe for almost 30 years, the last retiring in 1925.

Two other Santa Fe classes (Locobase 8239 and 8243) had similar grate areas and cylinder volumes, but both of them rolled on passenger-size drivers. The 592 differed also in having the larger 2 1/4" tubes.

As noted in Locobase 8237, which covers the first 20 locomotives in this class of Manchester Ten-wheelers, the last 10 engines delivered to the Santa Fe had two more boiler tubes, but no increase in tube heating surface area. This class was very similar to the Baldwin engines that were supplied a year earlier, but had larger boilers and smaller fireboxes.

The high numbers of this large class puzzle Locobase, but since the Santa Fe renumbered its locomotives twice in two years, he isn't surprised. Although they retained the same long stroke/bore ratio, this class differed from the 18 locomotives delivered by Baldwin a year or two earlier (Locobase 8236) in the reduction in boiler-tube diameter from 2 1/4" to 2". Locobase can't figure why that change was made, but notes that the heating surface area decreased by almost 200 sq ft. The grate also shrank.

The last of these Ten-wheelers was withdrawn in 1929. Most were scrapped but works 9146was sold in April 1925 to the Wichita Northwestern in Kansas as its 8. It was probably scrapped when the WN closed in 1941.

The H & S took delivery of a pair locomotives from Manchester (works #1687-1688); a year later the Santa Fe took over the H & S. The firebox heating surface was adequate, but the design's grate area seems meager.

By 1920, the two were substantially different in size and the 390's larger dimensions are shown in 8986. Both were scrapped in 1922.

By 1920, the two Hutchinson & Southern locomotives described in Locobase 8985 were property of the Santa Fe and has different dimensions that included taller drivers. If the grate seemed small in the original design, increasing the number of boiler tubes only increased the disparity. Both were scrapped in 1922

Other than the grate, everything about this more numerous set of Ten-wheelers was bigger than the trio that went to the CS a year earlier (Locobase 8987). The big change was in the cylinder volume with cylinders measuring 2" (50.8 mm) longer in stroke. The boiler held nine more tubes (total of 236), but, like the 5s, these engine lost six of the tubes later.

Only the 416 was scrapped in the 'teens (September 1914). The rest were dismantled in 1921 (415), 1922 (414), 1924 (413, 416), 418 (1929), and finally 412 (1929).

Like many of the Baldwin engines built for the Santa Fe in this era, the 833 was a stocky locomotive with an oddly coned boiler ahead of the steam dome. It had a cast steel frame. The heating surface specs from the 1899 Baldwin specs. Santa Fe's 1920 diagram shows a boiler with one more tube and 40 more sq ft of heating surface area; not sure how that figures.

Except for the 444, which was scrapped by 1905, most of this class was retired in the 1930s

Part of a continuing series of small, relatively light Ten-wheelers of modest power, this 10-set was carried on the main Santa Fe roster at first, but soon went to subsidiary Gulf, Colorado & Santa Fe and were renumbered 401-410.

The G C & SF motive power was amalgamated with the Santa Fe's stock a few years later and these were renumbered first as 445-454, then in 1900 as 0216-0225. (Note: 0216 originally was the last of the Baldwins to be delivered - the others were renumbered in sequence.) The firebox heating surface area was later measured at 146 sq ft (13.57 sq m) and evaporative heating surface area at 1,471 sq ft (136.71 sqm). Weight estimates of 83,000 lb on the drivers and 108,000 lb for the engine were obviously way off, or the locomotives were substantially rebuilt.

Most were scrapped by the Santa Fe beginning in 1915 and ending in 1922, but the Artesian Belt bought 0225 in December 1916. In 1920 the AB sold the engine to the SAn Antonio Southern. In 1917, Border Equipment Company bought both the 0217 and the 0223.

The A & P bought these five wood-burning Ten-wheelers from Baldwin in two batches. Each had a name: Atlantic (21), Pacific (22), Uriel Crocker (31), Andrew V. Stout (32), and Isaac Rich (33). As laid out in the specifications, these engines were to have 135 2 1/4" tubes. Their length was not given, so Locobase can't determine if they lost heating surface area by adopting the later tube configuration.

Bankruptcy stemming from the Panic of 1873 resulted in the A & P conveying all five in 1876 to the St Louis-San Francisco.

The Frisco kept them for several decades.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 1 | 1 / 142 (2) | 1 / 2421 | 1/2/260 | 10/2421 |

Locobase ID | 8982 | 8906 | 8395 | 8980 | 2980 |

Railroad | San Francisco & San Joaquin Valley (ATSF) | Nevada Southern (ATSF) | Santa Fe Prescott & Phoenix (ATSF) | Randsburg (ATSF) | Prescott & Eastern (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 7 | 1 | 9 | 1 | 3 |

Road Numbers | 1-7/308--314 | 1 / 142 | 1-9 / 2421-2429 | 1/2/260 | 11-12, 10/2431-2432, 2430 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 7 | 1 | 9 | 1 | 3 |

Builder | Burnham, Williams & Co | Burnham, Williams & Co | Brooks | S | Brooks |

Year | 1895 | 1893 | 1893 | 1900 | 1898 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 13' | 12' | 12.37' | 12' |

Engine Wheelbase | 23.19' | 23.83' | 21.75' | 23.54' | 21.83' |

Ratio of driving wheelbase to overall engine wheebase | 0.52 | 0.55 | 0.55 | 0.53 | 0.55 |

Overall Wheelbase (engine & tender) | 50.94' | 52' | 48.92' | 51.11' | 48.90' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 100000 lbs | 95200 lbs | 106800 lbs | 109000 lbs | 106000 lbs |

Engine Weight | 130000 lbs | 123720 lbs | 130800 lbs | 145000 lbs | 130000 lbs |

Tender Light Weight | 80000 lbs | 98000 lbs | 80000 lbs | 101100 lbs | |

Total Engine and Tender Weight | 210000 lbs | 228800 lbs | 225000 lbs | 231100 lbs | |

Tender Water Capacity | 4000 gals | 5200 gals | 4576 gals | 4000 gals | 4500 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | tons | 2416 gals | 6.5 tons | 2416 gals |

Minimum weight of rail (calculated) | 56 lb/yard | 53 lb/yard | 59 lb/yard | 61 lb/yard | 59 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 57" | 57" | 63" | 56" |

Boiler Pressure | 165 psi | 160 psi | 175 psi | 190 psi | 180 psi |

Cylinders (dia x stroke) | 19" x 24" | 19" x 26" | 19" x 24" | 20" x 26" | 19" x 24" |

Tractive Effort | 21318 lbs | 22395 lbs | 22610 lbs | 26660 lbs | 23671 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.69 | 4.25 | 4.72 | 4.09 | 4.48 |

Heating Ability | |||||

Firebox Area | 153.50 sq. ft | 141.44 sq. ft | 156 sq. ft | 164.80 sq. ft | 142 sq. ft |

Grate Area | 25 sq. ft | 24.70 sq. ft | 24.30 sq. ft | 31.40 sq. ft | 24 sq. ft |

Evaporative Heating Surface | 1905 sq. ft | 1534 sq. ft | 1622 sq. ft | 1965 sq. ft | 1606 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1905 sq. ft | 1534 sq. ft | 1622 sq. ft | 1965 sq. ft | 1606 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 241.88 | 179.79 | 205.95 | 207.85 | 203.92 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4125 | 3952 | 4253 | 5966 | 4320 |

Same as above plus superheater percentage | 4125 | 3952 | 4253 | 5966 | 4320 |

Same as above but substitute firebox area for grate area | 25328 | 22630 | 27300 | 31312 | 25560 |

Power L1 | 5319 | 3993 | 5070 | 5885 | 4940 |

Power MT | 351.79 | 277.41 | 313.97 | 357.09 | 308.23 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 100/643/283 | 12 / 143 | 13/2198 | 14 / 2433 | 141 |

Locobase ID | 8981 | 8907 | 8236 | 8893 | 8905 |

Railroad | Atlantic & Pacific (ATSF) | Gulf, Beaumont & Kansas City (ATSF) | Chicago, Kansas & Western (ATSF) | Santa Fe Prescott & Phoenix (ATSF) | Gulf, Colorado & Santa Fe (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 25 | 3 | 17 | 3 | 1 |

Road Numbers | 100-124/643-667/283-307 | 12-14 / 143-145 | 2198-2216 | 14-16 /2433-2435 | 141 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 25 | 3 | 17 | 3 | 1 |

Builder | Burnham, Williams & Co | Cooke | Burnham, Parry, Williams & Co | Alco-Brooks | Pittsburgh |

Year | 1893 | 1900 | 1887 | 1903 | 1895 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 13' | 14.33' | 14.50' | 12' | 10.92' |

Engine Wheelbase | 23.83' | 24.71' | 26.21' | 22.37' | 21.31' |

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.58 | 0.55 | 0.54 | 0.51 |

Overall Wheelbase (engine & tender) | 51' | 47.71' | 50.50' | 48.94' | |

Axle Loading (Maximum Weight per Axle) | 33600 lbs | ||||

Weight on Drivers | 100300 lbs | 86400 lbs | 89900 lbs | 113600 lbs | 84000 lbs |

Engine Weight | 120450 lbs | 114300 lbs | 120100 lbs | 143600 lbs | 109000 lbs |

Tender Light Weight | 98250 lbs | 93500 lbs | 70000 lbs | 111600 lbs | 90500 lbs |

Total Engine and Tender Weight | 218700 lbs | 207800 lbs | 190100 lbs | 255200 lbs | 199500 lbs |

Tender Water Capacity | 4000 gals | 5200 gals | 3680 gals | 5000 gals | 3700 gals |

Tender Fuel Capacity (oil/coal) | 7 tons | tons | 6.5 tons | 2500 gals | 1847 gals |

Minimum weight of rail (calculated) | 56 lb/yard | 48 lb/yard | 50 lb/yard | 63 lb/yard | 47 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 61" | 61" | 58" | 63" | 57" |

Boiler Pressure | 170 psi | 160 psi | 150 psi | 190 psi | 175 psi |

Cylinders (dia x stroke) | 19" x 24" | 18" x 24" | 19" x 28" | 19.5" x 26" | 18" x 24" |

Tractive Effort | 20524 lbs | 17337 lbs | 22220 lbs | 25344 lbs | 20293 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.89 | 4.98 | 4.05 | 4.48 | 4.14 |

Heating Ability | |||||

Firebox Area | 155 sq. ft | 135.30 sq. ft | 164 sq. ft | 146 sq. ft | 132.50 sq. ft |

Grate Area | 24.70 sq. ft | 18.40 sq. ft | 20.70 sq. ft | 24.30 sq. ft | 22 sq. ft |

Evaporative Heating Surface | 1550 sq. ft | 1543 sq. ft | 1925 sq. ft | 1795 sq. ft | 1567 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1550 sq. ft | 1543 sq. ft | 1925 sq. ft | 1795 sq. ft | 1567 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 196.81 | 218.29 | 209.50 | 199.73 | 221.69 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4199 | 2944 | 3105 | 4617 | 3850 |

Same as above plus superheater percentage | 4199 | 2944 | 3105 | 4617 | 3850 |

Same as above but substitute firebox area for grate area | 26350 | 21648 | 24600 | 27740 | 23188 |

Power L1 | 5102 | 5108 | 4332 | 5605 | 5244 |

Power MT | 336.43 | 391.01 | 318.70 | 326.33 | 412.89 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 142 | 151 | 158 | 17 | 22/90/464 |

Locobase ID | 8225 | 8231 | 8232 | 8896 | 8992 |

Railroad | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe Prescott & Phoenix (ATSF) | California Southern (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 8 | 16 | 55 | 4 | 4 |

Road Numbers | 142-149 | 151-57, 192-97, 219-200 | 158-91, 198-218 | 17-20 | 22-25/90-93/464-467 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 8 | 16 | 55 | 4 | 4 |

Builder | Rhode Island | Brooks | Brooks | several | Burnham, Williams & Co |

Year | 1890 | 1891 | 1891 | 1890 | 1894 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.42' | 15.17' | 16' | 16' | 15' |

Engine Wheelbase | 24.92' | 25.37' | 26.04' | 26.02' | 26' |

Ratio of driving wheelbase to overall engine wheebase | 0.58 | 0.60 | 0.61 | 0.61 | 0.58 |

Overall Wheelbase (engine & tender) | 47.25' | 48.25' | 48.25' | 50.67' | |

Axle Loading (Maximum Weight per Axle) | 28000 lbs | 33100 lbs | 33100 lbs | ||

Weight on Drivers | 80400 lbs | 96500 lbs | 88400 lbs | 88400 lbs | 119900 lbs |

Engine Weight | 105900 lbs | 125100 lbs | 122400 lbs | 122900 lbs | 149900 lbs |

Tender Light Weight | 73400 lbs | 70700 lbs | 72500 lbs | 97296 lbs | 90850 lbs |

Total Engine and Tender Weight | 179300 lbs | 195800 lbs | 194900 lbs | 220196 lbs | 240750 lbs |

Tender Water Capacity | 3460 gals | 5000 gals | 3740 gals | 4665 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 5 tons | 6 tons | 5 tons | 2006 gals | gals |

Minimum weight of rail (calculated) | 45 lb/yard | 54 lb/yard | 49 lb/yard | 49 lb/yard | 67 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 58" | 63" | 63" | 63" | 57" |

Boiler Pressure | 150 psi | 180 psi | 180 psi | 175 psi | 180 psi |

Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 18" x 24" | 18" x 24" | 20" x 28" |

Tractive Effort | 17094 lbs | 18885 lbs | 18885 lbs | 18360 lbs | 30063 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.70 | 5.11 | 4.68 | 4.81 | 3.99 |

Heating Ability | |||||

Firebox Area | 139 sq. ft | 145 sq. ft | 145 sq. ft | 145 sq. ft | 180 sq. ft |

Grate Area | 19.20 sq. ft | 18 sq. ft | 18 sq. ft | 17.90 sq. ft | 24.10 sq. ft |

Evaporative Heating Surface | 1470 sq. ft | 1492 sq. ft | 1560 sq. ft | 1561 sq. ft | 1994 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1470 sq. ft | 1492 sq. ft | 1560 sq. ft | 1561 sq. ft | 1994 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 207.96 | 211.07 | 220.69 | 220.84 | 195.85 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 2880 | 3240 | 3240 | 3133 | 4338 |

Same as above plus superheater percentage | 2880 | 3240 | 3240 | 3133 | 4338 |

Same as above but substitute firebox area for grate area | 20850 | 26100 | 26100 | 25375 | 32400 |

Power L1 | 4441 | 5928 | 6110 | 5943 | 4861 |

Power MT | 365.33 | 406.29 | 457.13 | 444.64 | 268.14 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 221 | 246 | 256 | 261 | 3/0226 |

Locobase ID | 8230 | 8233 | 8234 | 8226 | 8399 |

Railroad | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Crosbyton-South Plains (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 25 | 10 | 5 | 20 | 1 |

Road Numbers | 221-245 | 246-255 | 856-860 / 256-259 | 261-280 | 3/0226 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 25 | 10 | 5 | 20 | 1 |

Builder | Schenectady | Richmond | Burnham, Williams & Co | Schenectady | Baldwin |

Year | 1891 | 1894 | 1894 | 1888 | 1913 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 15.17' | 15.17' | 11' | 11.33' |

Engine Wheelbase | 26.08' | 25.42' | 25.46' | 21.29' | 23.17' |

Ratio of driving wheelbase to overall engine wheebase | 0.61 | 0.60 | 0.60 | 0.52 | 0.49 |

Overall Wheelbase (engine & tender) | 47.50' | 47.83' | 48.01' | 46.70' | 52.29' |

Axle Loading (Maximum Weight per Axle) | 31250 lbs | 32050 lbs | 32400 lbs | 31900 lbs | |

Weight on Drivers | 86600 lbs | 94700 lbs | 95000 lbs | 87400 lbs | 97500 lbs |

Engine Weight | 119100 lbs | 124700 lbs | 127000 lbs | 113750 lbs | 125300 lbs |

Tender Light Weight | 73600 lbs | 82000 lbs | 85000 lbs | 77400 lbs | 99800 lbs |

Total Engine and Tender Weight | 192700 lbs | 206700 lbs | 212000 lbs | 191150 lbs | 225100 lbs |

Tender Water Capacity | 3598 gals | 4835 gals | 4100 gals | 3928 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 6 tons | 6.5 tons | 6 tons | 8 tons |

Minimum weight of rail (calculated) | 48 lb/yard | 53 lb/yard | 53 lb/yard | 49 lb/yard | 54 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 63" | 56" | 58" | 57" |

Boiler Pressure | 180 psi | 180 psi | 180 psi | 150 psi | 180 psi |

Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 18" x 24" | 18" x 26" | 18" x 26" |

Tractive Effort | 18885 lbs | 18885 lbs | 21245 lbs | 18518 lbs | 22612 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.59 | 5.01 | 4.47 | 4.72 | 4.31 |

Heating Ability | |||||

Firebox Area | 128 sq. ft | 147 sq. ft | 132.66 sq. ft | 118.60 sq. ft | 152 sq. ft |

Grate Area | 17.60 sq. ft | 17.90 sq. ft | 18 sq. ft | 26.80 sq. ft | 22.40 sq. ft |

Evaporative Heating Surface | 1603 sq. ft | 1535 sq. ft | 1531 sq. ft | 1635 sq. ft | 1717 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1603 sq. ft | 1535 sq. ft | 1531 sq. ft | 1635 sq. ft | 1717 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 226.78 | 217.16 | 216.59 | 213.51 | 224.22 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 3168 | 3222 | 3240 | 4020 | 4032 |

Same as above plus superheater percentage | 3168 | 3222 | 3240 | 4020 | 4032 |

Same as above but substitute firebox area for grate area | 23040 | 26460 | 23879 | 17790 | 27360 |

Power L1 | 5997 | 6070 | 5215 | 4219 | 5531 |

Power MT | 458.01 | 423.93 | 363.07 | 319.27 | 375.19 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 348/760/315 | 354 | 400 | 406 | 419 |

Locobase ID | 8983 | 8241 | 8984 | 8239 | 8989 |

Railroad | Santa Fe (ATSF) | Santa Fe Pacific (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 6 | 35 | 6 | 6 | 10 |

Road Numbers | 348, 353, 349-352/315-316, 391-394 | 354-388 | 400-405 | 406-411 | 419-428 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 6 | 35 | 6 | 6 | 10 |

Builder | Burnham, Parry, Williams & Co | Pittsburgh | Schenectady | Brooks | Dickson |

Year | 1886 | 1887 | 1890 | 1890 | 1899 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.50' | 11.83' | 12.50' | 15.50' | 15' |

Engine Wheelbase | 26' | 22.17' | 22.92' | 25.67' | 25.25' |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.53 | 0.55 | 0.60 | 0.59 |

Overall Wheelbase (engine & tender) | 48.42' | 49.83' | 48.56' | 50.58' | 51.25' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 80000 lbs | 95450 lbs | 99000 lbs | 102200 lbs | 123700 lbs |

Engine Weight | 110000 lbs | 117150 lbs | 131000 lbs | 151300 lbs | |

Tender Light Weight | 100200 lbs | 84250 lbs | 90000 lbs | 90000 lbs | 92300 lbs |

Total Engine and Tender Weight | 210200 lbs | 201400 lbs | 221000 lbs | 243600 lbs | |

Tender Water Capacity | 5000 gals | 4000 gals | 5000 gals | 5000 gals | 4650 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 7 tons | 6 tons | 6 tons | 2232 gals |

Minimum weight of rail (calculated) | 44 lb/yard | 53 lb/yard | 55 lb/yard | 57 lb/yard | 69 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 58" | 51" | 63" | 69" | 69" |

Boiler Pressure | 150 psi | 155 psi | 180 psi | 180 psi | 180 psi |

Cylinders (dia x stroke) | 19" x 26" | 19" x 26" | 19" x 26" | 19" x 26" | 19.5" x 28" |

Tractive Effort | 20633 lbs | 24247 lbs | 22795 lbs | 20812 lbs | 23609 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.88 | 3.94 | 4.34 | 4.91 | 5.24 |

Heating Ability | |||||

Firebox Area | 142.50 sq. ft | 158.50 sq. ft | 142 sq. ft | 162 sq. ft | 149 sq. ft |

Grate Area | 20.20 sq. ft | 24.70 sq. ft | 28.20 sq. ft | 28.60 sq. ft | 24.80 sq. ft |

Evaporative Heating Surface | 1897 sq. ft | 1644 sq. ft | 1577 sq. ft | 2012 sq. ft | 1843 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1897 sq. ft | 1644 sq. ft | 1577 sq. ft | 2012 sq. ft | 1843 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 222.34 | 192.68 | 184.83 | 235.81 | 190.42 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 3030 | 3829 | 5076 | 5148 | 4464 |

Same as above plus superheater percentage | 3030 | 3829 | 5076 | 5148 | 4464 |

Same as above but substitute firebox area for grate area | 21375 | 24568 | 25560 | 29160 | 26820 |

Power L1 | 4435 | 3762 | 5066 | 6847 | 5535 |

Power MT | 366.66 | 260.67 | 338.44 | 443.10 | 295.94 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 429 Klondike | 437 | 454 | 468 | 49/281 |

Locobase ID | 8242 | 2792 | 8990 | 8227 | 4887 |

Railroad | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Atlantic & Pacific (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 8 | 2 | 10 | 30 | 2 |

Road Numbers | 429-436 | 437-438 | 454-463 | 468-497 | 49, 51/281-282 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 8 | 2 | 30 | 2 | |

Builder | Dickson | Santa Fe | ATSF | Rhode Island | Burnham, Parry, Williams & Co |

Year | 1897 | 1900 | 1904 | 1900 | 1886 |

Valve Gear | Stephenson | Walschaert | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15' | 14.50' | 15' | 14.25' | 13.50' |

Engine Wheelbase | 25.17' | 25.33' | 25.33' | 24.92' | 25.96' |

Ratio of driving wheelbase to overall engine wheebase | 0.60 | 0.57 | 0.59 | 0.57 | 0.52 |

Overall Wheelbase (engine & tender) | 50.80' | 51.78' | 52.80' | 47.25' | 47.25' |

Axle Loading (Maximum Weight per Axle) | 43700 lbs | 44000 lbs | 42450 lbs | ||

Weight on Drivers | 125300 lbs | 127000 lbs | 123000 lbs | 125000 lbs | 85400 lbs |

Engine Weight | 150500 lbs | 169000 lbs | 158000 lbs | 162200 lbs | 114500 lbs |

Tender Light Weight | 92000 lbs | 90000 lbs | 98000 lbs | 99800 lbs | 53500 lbs |

Total Engine and Tender Weight | 242500 lbs | 259000 lbs | 256000 lbs | 262000 lbs | 168000 lbs |

Tender Water Capacity | 4650 gals | 5000 gals | 4000 gals | 5500 gals | 4000 gals |

Tender Fuel Capacity (oil/coal) | 6 tons | 5 tons | 6.5 tons | 9 tons | tons |

Minimum weight of rail (calculated) | 70 lb/yard | 71 lb/yard | 68 lb/yard | 69 lb/yard | 47 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 73" | 77" | 73" | 67" | 58.50" |

Boiler Pressure | 180 psi | 200 psi | 180 psi | 200 psi | 140 psi |

High Pressure Cylinders (dia x stroke) | 19.5" x 28" | 14" x 28" | 20" x 26" | 20" x 28" | 19" x 24" |

Low Pressure Cylinders (dia x stroke) | 24" x 28" (2) | ||||

Tractive Effort | 22315 lbs | 18080 lbs | 21797 lbs | 28418 lbs | 17624 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.62 | 7.02 | 5.64 | 4.40 | 4.85 |

Heating Ability | |||||

Firebox Area | 157.30 sq. ft | 168 sq. ft | 166 sq. ft | 175 sq. ft | 112 sq. ft |

Grate Area | 25 sq. ft | 26.50 sq. ft | 28.60 sq. ft | 30 sq. ft | 16.80 sq. ft |

Evaporative Heating Surface | 2206 sq. ft | 1915 sq. ft | 2148 sq. ft | 2313 sq. ft | 1356 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2206 sq. ft | 1915 sq. ft | 2148 sq. ft | 2313 sq. ft | 1356 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 227.93 | 383.87 | 227.21 | 227.19 | 172.17 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4500 | 5300 | 5148 | 6000 | 2352 |

Same as above plus superheater percentage | 4500 | 5300 | 5148 | 6000 | 2352 |

Same as above but substitute firebox area for grate area | 28314 | 33600 | 29880 | 35000 | 15680 |

Power L1 | 6771 | 4823 | 6899 | 6993 | 3321 |

Power MT | 357.40 | 251.17 | 370.97 | 370.01 | 257.20 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 498 | 498 - superheated | 5/395 | 547 / 317 | 592 |

Locobase ID | 4150 | 8396 | 8987 | 8237 | 8240 |

Railroad | Santa Fe (ATSF) | Santa Fe (ATSF) | California Southern (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 5 | 5 | 6 | 20 | 6 |

Road Numbers | 498-502 | 498-502 | 5-7/51-53/397, 395-96 | 547-566 | 593-596, 592/808-809, 805-807/348-353 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 5 | 6 | 20 | 6 | |

Builder | Burnham, Williams & Co | Santa Fe | Burnham, Parry, Williams & Co | Manchester | Schenectady |

Year | 1901 | 1920 | 1886 | 1887 | 1887 |

Valve Gear | Stephenson | Walschaert | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.50' | 14.50' | 14.50' | 14.42' | 12' |

Engine Wheelbase | 26.58' | 26.58' | 26.21' | 25.54' | 22.27' |

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.55 | 0.55 | 0.56 | 0.54 |

Overall Wheelbase (engine & tender) | 56.40' | 56.71' | 48.62' | 47.79' | |

Axle Loading (Maximum Weight per Axle) | 48620 lbs | 28900 lbs | |||

Weight on Drivers | 153830 lbs | 144260 lbs | 85600 lbs | 84700 lbs | 100400 lbs |

Engine Weight | 194720 lbs | 189600 lbs | 119600 lbs | 112300 lbs | 121200 lbs |

Tender Light Weight | 120000 lbs | 120000 lbs | 90850 lbs | 79300 lbs | 67000 lbs |

Total Engine and Tender Weight | 314720 lbs | 309600 lbs | 210450 lbs | 191600 lbs | 188200 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 3850 gals | 4000 gals | |

Tender Fuel Capacity (oil/coal) | 2000 gals | 2250 gals | gals | 6 tons | tons |

Minimum weight of rail (calculated) | 85 lb/yard | 80 lb/yard | 48 lb/yard | 47 lb/yard | 56 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 66" | 58" | 58" | 59" |

Boiler Pressure | 200 psi | 190 psi | 140 psi | 150 psi | 160 psi |

High Pressure Cylinders (dia x stroke) | 15" x 28" | 23" x 28" | 18.5" x 26" | 19" x 26" | 19" x 26" |

Low Pressure Cylinders (dia x stroke) | 26" x 28" (2) | ||||

Tractive Effort | 23291 lbs | 36245 lbs | 18257 lbs | 20633 lbs | 21636 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.60 | 3.98 | 4.69 | 4.11 | 4.64 |

Heating Ability | |||||

Firebox Area | 177 sq. ft | 146.50 sq. ft | 148 sq. ft | 137 sq. ft | 143.20 sq. ft |

Grate Area | 50.50 sq. ft | 19.50 sq. ft | 18.90 sq. ft | 28 sq. ft | |

Evaporative Heating Surface | 2988 sq. ft | 2131 sq. ft | 1854 sq. ft | 1697 sq. ft | 1790 sq. ft |

Superheating Surface | 523 sq. ft | ||||

Combined Heating Surface | 2988 sq. ft | 2654 sq. ft | 1854 sq. ft | 1697 sq. ft | 1790 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 521.75 | 158.27 | 229.20 | 198.90 | 209.80 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 0 | 9595 | 2730 | 2835 | 4480 |

Same as above plus superheater percentage | 0 | 11514 | 2730 | 2835 | 4480 |

Same as above but substitute firebox area for grate area | 35400 | 33402 | 20720 | 20550 | 22912 |

Power L1 | 5177 | 11751 | 4340 | 4048 | 4621 |

Power MT | 222.58 | 538.75 | 335.33 | 316.09 | 304.41 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 592 | 653 / 325 | 683/2160 | 7 / 699 / 389 | 8 / 700 / 390 |

Locobase ID | 11126 | 8238 | 8235 | 8985 | 8986 |

Railroad | Santa Fe (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Hutchison & Southern (ATSF) | Hutchison & Southern (ATSF) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 1 | 19 | 40 | 2 | 1 |

Road Numbers | 592 | 653-662 / 325, 340-348 | 683-722/703-740/2160-97, 2216-2217 | 7/ 699 / 389 | 8 / 700 / 390 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 19 | 40 | 2 | |

Builder | Schenectady | Manchester | Burnham, Parry, Williams & Co | Manchester | Manchester |

Year | 1890 | 1887 | 1888 | 1898 | 1898 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 15' | 14.50' | 15' | 15' |

Engine Wheelbase | 22.25' | 25.50' | 26.40' | 25.50' | 25.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.54 | 0.59 | 0.55 | 0.59 | 0.59 |

Overall Wheelbase (engine & tender) | 47.75' | 50.04' | 48.87' | 48.87' | |

Axle Loading (Maximum Weight per Axle) | 25800 lbs | 30300 lbs | |||

Weight on Drivers | 97000 lbs | 80400 lbs | 89800 lbs | 99300 lbs | 99300 lbs |

Engine Weight | 119000 lbs | 114900 lbs | 124000 lbs | 131500 lbs | 131500 lbs |

Tender Light Weight | 75100 lbs | 71100 lbs | 87500 lbs | 87500 lbs | |

Total Engine and Tender Weight | 190000 lbs | 195100 lbs | 219000 lbs | 219000 lbs | |

Tender Water Capacity | 3600 gals | 3680 gals | 3700 gals | 3700 gals | |

Tender Fuel Capacity (oil/coal) | 6.5 tons | 9 tons | 9 tons | ||

Minimum weight of rail (calculated) | 54 lb/yard | 45 lb/yard | 50 lb/yard | 55 lb/yard | 55 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 58" | 58" | 59" | 63" |

Boiler Pressure | 150 psi | 150 psi | 150 psi | 185 psi | 185 psi |

Cylinders (dia x stroke) | 19" x 26" | 19" x 26" | 19" x 28" | 19" x 26" | 19" x 26" |

Tractive Effort | 19945 lbs | 20633 lbs | 22220 lbs | 25016 lbs | 23428 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.86 | 3.90 | 4.04 | 3.97 | 4.24 |

Heating Ability | |||||

Firebox Area | 135.44 sq. ft | 155 sq. ft | 147 sq. ft | 153 sq. ft | 152 sq. ft |

Grate Area | 28.60 sq. ft | 18.80 sq. ft | 17 sq. ft | 18.50 sq. ft | 18.50 sq. ft |

Evaporative Heating Surface | 1909 sq. ft | 1720 sq. ft | 1746 sq. ft | 1977 sq. ft | 2226 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1909 sq. ft | 1720 sq. ft | 1746 sq. ft | 1977 sq. ft | 2226 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 223.74 | 201.59 | 190.02 | 231.71 | 260.90 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4290 | 2820 | 2550 | 3423 | 3423 |

Same as above plus superheater percentage | 4290 | 2820 | 2550 | 3423 | 3423 |

Same as above but substitute firebox area for grate area | 20316 | 23250 | 22050 | 28305 | 28120 |

Power L1 | 4547 | 4240 | 3915 | 5846 | 6798 |

Power MT | 310.03 | 348.79 | 288.34 | 389.37 | 452.78 |

Specifications by Steve Llanso of Sweat House Media | ||||
---|---|---|---|---|

Class | 8/412 | 833/439 | 866/445/0216 | Atlantic/21 |

Locobase ID | 8988 | 8243 | 8224 | 8646 |

Railroad | California Southern (ATSF) | Santa Fe (ATSF) | Santa Fe (ATSF) | Atlantic & Pacific (ATSF) |

Country | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 7 | 15 | 10 | 5 |

Road Numbers | 17, 8-10, 14-16/66, 60-65/412-418 | 833-847/439-453 | 866-875/446-454, 445/0216-0225 | 21-22/655-58/2655,57 |

Gauge | Std | Std | Std | Std |

Number Built | 7 | 15 | 10 | 5 |

Builder | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | M. Baird & Co |

Year | 1887 | 1900 | 1894 | 1870 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | ||||

Driver Wheelbase | 14.50' | 15' | 14.25' | 13.33' |

Engine Wheelbase | 25.96' | 25.33' | 25' | 23.75' |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.59 | 0.57 | 0.56 |

Overall Wheelbase (engine & tender) | 52.72' | 47.25' | 45.46' | |

Axle Loading (Maximum Weight per Axle) | 52900 lbs | 19000 lbs | ||

Weight on Drivers | 89500 lbs | 123000 lbs | 95500 lbs | 55826 lbs |

Engine Weight | 126600 lbs | 158000 lbs | 121950 lbs | 80355 lbs |

Tender Light Weight | 90850 lbs | 98000 lbs | 84900 lbs | 72300 lbs |

Total Engine and Tender Weight | 217450 lbs | 256000 lbs | 206850 lbs | 152655 lbs |

Tender Water Capacity | 4250 gals | 6000 gals | 4100 gals | 4000 gals |

Tender Fuel Capacity (oil/coal) | 7.5 tons | 6.5 tons | 8 tons | |

Minimum weight of rail (calculated) | 50 lb/yard | 68 lb/yard | 53 lb/yard | 31 lb/yard |

Geometry Relating to Tractive Effort | ||||

Driver Diameter | 57" | 69" | 58" | 55" |

Boiler Pressure | 150 psi | 180 psi | 160 psi | 135 psi |

Cylinders (dia x stroke) | 19" x 28" | 20" x 26" | 17" x 24" | 18" x 24" |

Tractive Effort | 22610 lbs | 23061 lbs | 16264 lbs | 16224 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.96 | 5.33 | 5.87 | 3.44 |

Heating Ability | ||||

Firebox Area | 155 sq. ft | 167 sq. ft | 140 sq. ft | 87.75 sq. ft |

Grate Area | 19.30 sq. ft | 28.60 sq. ft | 18.20 sq. ft | 15 sq. ft |

Evaporative Heating Surface | 1966 sq. ft | 2109 sq. ft | 1457 sq. ft | 1264 sq. ft |

Superheating Surface | ||||

Combined Heating Surface | 1966 sq. ft | 2109 sq. ft | 1457 sq. ft | 1264 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 213.96 | 223.08 | 231.09 | 178.82 |

Computations Relating to Power Output (More Information) | ||||

Robert LeMassena's Power Computation | 2895 | 5148 | 2912 | 2025 |

Same as above plus superheater percentage | 2895 | 5148 | 2912 | 2025 |

Same as above but substitute firebox area for grate area | 23250 | 30060 | 22400 | 11846 |

Power L1 | 4251 | 6446 | 5291 | 2981 |

Power MT | 314.14 | 346.61 | 366.43 | 353.17 |

- Atchison Topeka & Santa Fe Railway Subjects
- Santa Fe Railway Historical & Modeling Society
*Iron Horses of the Santa Fe Trail*by E. D. Worley, Published by The Southwest Railroad Historical Society.

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