In 1882, the B&O had acquired control of the Marietta & Cincinatti and renamed it the Cincinatti, Washington, & Baltimore. In 1889, the name changed to Baltimore & Ohio Southwestern. Although technically an independent corporation, B&O control of its stock meant control of the railroad. In 1900, the B&OSW's stud was renumbered and reclassified as part of the parent company's roster.

These engines were built by Rhode Island (202-216 in 1892-93; B&O class B-29). They ran until the last example retired in 1924.

The figure shown for evaporative heating surface in the diagram book seems much too low, so Locobase does not include it. Instead, the evaporative heating surface area estimate was derived by adding reported direct heating surface to calculated tube heating surface

Three earlier locomotives were delivered by Pittsburgh. This set came from Baldwin and were likely very similar.

All of them were taken into the Baltimore & Ohio in 1917 as class B-53 and renumbered. 236 and 238 were retired in 1926 as the first of the class to go. All of the remaining except 235 retired in 1928-1929. 235 lingered until July 1933.

Sagle 1964

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1196-1199 (March 1891) and 1397-1398 (January 1893) (B-12). Engine 212 was sold to the Canadian Northern in 1907 as their #167.

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --http://www.math.iastate.edu/jdhsmith/term/slusbo.htm (July 2002)

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1250-1255 (March 1891). 216 retired first in 1915217 and 220 were the last to go in 1920.

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were1391-1392 (January 1893). 223 was retired in 1918, 222 in June 1923.

Sagle (1964) describes these as "Mother Hubbard" or camelbacks, but the AERJ article referred to above shows a conventional layout. Baldwin's specs estimated adhesion weight at 113,000 lb (51,256 kg) and engine weight at 146,200 lb (63,315 kg). The original tender trailed by the first six engines carried 3,500 US gallons(13,248 litres) and weighed 78,000 lb (35,380 kg). 1319-1322's larger tenders held 4,000 gallons (15,140 litres).

Sagle comments: The high-wheel ten-wheelers "..were the 'glamour girls' of their type and were used on the Washington-Philadelphia run ...displacing the I-6, 4-4-0 ....Serving out their later days on such trains as the 'Frederick Local' must have been a great let down."

See Sagle, 1964. These were slightly smaller than the B-14s with cylinders measuring 1" less in diameter. All had retired by 1934. Sagle describes these as "Mother Hubbard" or camelback with high drivers for fast passenger service, but the AERJ article referred to below shows a conventional layout. It also says the only difference between these and the B-14s was the smaller cylinder diameter.

1318 retired in 1928, 1314-1315 in 1929, and 1316-1317 in 1933.

High-drivered express Vauclain compounds were thought to be a good use for the four-cylinder system. But its liabilities, chiefly maintenance costs, proved more intractable than hoped and the class was converted to 20" x 28" cylinders in 1905. In that configuration, the class operated until retired in 1933-1934.

They were quickly converted to simple expansion engines in 1905. All had retired by 1935.

Like all B&O compounds, these soon were rebuilt as B-18a simple expansion engines. Sagle, 1964, notes these subclasses:

B-18b -- 4 engines (2004, 2016-2017, 2034) refitted with Baker valve gear and 70" drivers. TE became 30,000 lb.

B-18c/d -- 3 engines (c) and 12 engines (12) converted from -18a/b to use Baker or Walschaert valve gear on piston valves.

B-18e -- 9 converted B-19a.

Sagle comments: "They were first-class passenger and fast-freight engines, for use in mountain territory." The last was scrapped in 1953.

Data from Baltimore & Ohio Steam and Electric Locomotive Diagrams by Alvin Staufer (self-published in 1964), supplied by Allen Stanley in May 2005 from his extensive Raildata collection.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). says B-18/B-19 classes "served long and well ...They hauled the 'varnish' west of Cumberland, were used as helpers on the grades, and were on the head-end of express and fast-freight trains. All had retired by 1934.

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --http://www.math.iastate.edu/jdhsmith/term/slusbo.htm (July 2002)

The MRRR was operated by the B&O under lease from 1900 to its purchase in 1912. All three of these engines were retired by 1916 -- 232 first in 1912 , 230 in 1915, and 231 in 1916.

( See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964)..

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1561 (June 1896), which became Baltimore & Ohio 234 and was retired in 1913; and 1968 (July 1899), later renumbered B&O 233 and was retired in 1916.

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 2119-2120 (June 1900).

The builders' data comes from a table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Rumary-Lambert assign works #1777-1781 (May 1901) and credit them to the West Virginia Short Line until 1903. 101 was out of service by 1904 (accident, most likely?). The others were retired in 1923 (100, 104), 1925 (102), and 1926 (103).

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

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 #1366-1369 in April 1888.

All four were renumbered into the30s for some reason and all were renumbered again by B & O in July 1901. One - 297 - was sold to a dealer in 1910, who sold it to the Ocala Northern as there 111 in November 1911.(The ON was originally the Ocklawaha Valley Railroad running from Ocala to Silver Springs, Fla. Soon after it bought 111, the ON went into receivership and re-emerged as the OV. Falling into disrepair, it was the object of several railroads' interest, but its sale to a New York company resulted in the rapid dismantling of the railroad in 1923. See http://www.webspawner.com/users/ovrailroad/ , visited on 6 Aug 2004)

Low-drivered Eight-wheelers for local traffic on this 75-mile northern Ohio road. Note that the adhesion weight is taken from the estimate in the specifications. The original estimate for engine weight was an even 100,000 lb.

The Cleveland Terminal & Valley Railroad was operated by the B&O beginning in July 1909; the B&O bought the line on 1 October 1915. These engines were renumbered 154-155.

A low-drivered class of Ten-Wheelers purchased by the Cleveland Terminal & Valley Railroad. The firebox was dropped in between the second and third driving axle, leaving quite uneven spacing between the drivers.

Renumbering them as 156-162 on the B&O occurred sometime before 1907. Alvin F Staufer & Lawrence W Sagle

Relatively high-drivered Ten-Wheelers originally built as compounds; see Locobase 2015.They were quickly rebuilt as simple-expansion engines. The railroad also fitted thicker tires that increased driver diameter by an inch (25.4 mm).

As such, the class served another 20 years before being retired in 1923 (3) and 1925 (2).

These Ten-Wheelers served the B&O until 1923.

Sagle 1964

Sagle 1964

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1350-1357 (July 1892), 1401-1406 (February 1893), 1453 (April 1893),

Sagle 1964

Sagle 1964

According to Gene Connelly's Baldwin production list, this pair originally went to the Alabama Midland as their Troy (#17) and Montgomery (#16). They were quickly sold to the B&O. Other sources show only the B&O ownership.

Another version of the low-drivered Cincinnati, Hamilton, & Dayton Ten-Wheelers. This class had Belpaire boilers.

Only 337-338 were renumbered by the B&O, as 201-202. The last of the five was retired by 1924.

NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface.

Sagle 1964

Sagle 1964

This relatively large class of low-drivered engines apparently served a branch-line need for the CH&D and its successor, the B&O, because the last of them wasn't retired until 1950. 360-385 became 240-265 in 1917; 386-387 were not renumbered.

Sagle 1964 and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Not a mainline express type, but a freight hauler for the M&K. Later renumbered 163 and ran until 1947.

Photograph of this M&K Ten-Wheeler shows small drivers, slide valve, inside motion, coned boiler with the steam dome sitting on the first course, sand dome ahead of the first driver, and tall, vase-like stack. Looks a little old-fashioned for a 1909 engine. Baldwin specs show an estimated adhesion weight of 96,000 lb (43,545 kg) and engine weight of 124,000 lb (56,246 kg).

Later renumbered 164 and ran until 1946.

Sagle 1964

These Ten-wheelers used 10" (254 mm) piston valves. Firebox heating surface area included 13.2 sq ft (1.2 sq m) in two arch tubes. Baldwin also fitted a steam jet smoke consuming device "through inner tubes, inside of fire box and with ring blower around nozzle."

Slightly smaller than the Schenectady engines delivered to the CI&W in the same year. The B&O renumbered them 171-180 and later renumbered them again. Unlike the Schenectadies, these lasted until 1953.

1300 was completed with 66" drivers but later received the 62" of her sisters, along with an inclined firebox. The design's boiler was among the biggest of the time, the grate area and adhesion weight only a little less so.

All had left service by 1936.

12519, 12521, 12527 in March; 13355, 13395, 13397-13398, 13401-13402, 13404 in April 1893; 13417, 13422-13429, 13432-13435, 13443-13445, 13460-13465, 13468-13470 in May; 13479, 13488-13489 in June

Large class of which the first ten (1350-1359) were built by the B&O (1891) and the other 50 by Baldwin (1892-1893). Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). notes modifications that led to two subclasses:

B-8a -- extensive alterations to four engines (1343, 1365, 1377, 1388) included Walschaerts valve gear and piston valves, superheater. (New EHS area was 1,321 sq ft; SHS added 282 sq ft.) Weight rose to 140, 825 lb and the engines had a distinctive copper flare top to the stack.

B-8tob -- Nine engines (1344, 1346, 1351, 1361, 1364, 1366, 1368, 1384-1385) received the inclined firebox in 1896. Steam pressure rose to 175 lb. Sagle sets the new tractive effort at 23,439 lb. That combination suggests adoption of 66" drivers.

Later B-8 service was confined to the Ohio River subdivision because they could cross the old, lightly built Point Pleasant bridge over the Kanawha River bridge. In the late 1940s, a new bridge meant these engines could be retired and they soon left service.

The D & U specified performance for this freight Ten-wheeler that included puling 900-990 short trailing tons up a 0.75% (39 ft to the mile) grade. Its design was identical to a pair of 4-6-0s sold to the Idaho & Washington in the same year (Locobase 13161), which meant that it too had one of the highest heating surface area to grate area ratios found in a conventional locomotive boiler. The firebox was quite narrow (32 1/4"/819 mm) wide) and very deep (85 1/2"/2,172 mm in front, 83 1/2"/2,121 mm in the back). So the high tube cross-section in all likelihood pulled a heavy draft across the grate.

The 47-mile short line was taken over by the B&O on 1 June 1919. This survivor was not renumbered and was retired by 1928.

See also Locobases 12873 and 13161 for identical locomotives sold to the Brinson and the Idaho & Washington Northern railroads in the same short period.

These appear to be of the "standard-gauge,ten-wheel freight engine" displayed and described in the AERJ article.

See Locobase 2017 for the origins of the B&OSW. The O&M was reorganized as the Baltimore & Ohio Southwestern in November 1893 and was operated by the B&O under an open lease.

All were retired by the B&O by 1910.

Reclassed in 1900 as B-41. The last engine retired in 1912.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

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 1029-1038 in July 1884,

(Works #1025-27 in June 1884, which went to the Cincinnati, Washington & Baltimore as their 28-30, were probably identical)

Once in service, it was obvious that the cylinder volume simply wasn't big enough and the cylinders were bored out to 15". Three were sold to the B&O in 1902 as their Class B-N. The other two -- 20 and 22 -- went to the Bradford, Bordell & Kinzua as their 14-15, thence to the B & O as 95 and 97. When the P & W narrow-gauge line now owned by the B & O was converted to standard gauge in 1911-1912, 21 and 23 were scrapped and 24 went to the West Virginia Midland.

Class L (107-111, 131-151) became Class B-10a (181-185, 187-207)

Class J (91, 92) -- 96,420 total weight -- was redesignated Class B-21.

Class K (102-105) became Class B-22 (176-179).

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1120-1139 (April-June 1890).

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1746-1747 (October 1897). Both were retired in 1923.

The LE reported that these passenger Ten-wheels were intended for service of "exceptionally severe character, being on grades of 80 to 90 feet per mile."

When the P&W joined the B&O in 1902, the big railroad reclassified them as B-24 (1337-1338)

Both were scrapped in 1928.

Reclassed in 1900 as B-42, B-42odd, and B-43, these differed little from the later B-41 except for driver diameter. Brooks built the 174 (101,000 lb) in 1883 and 171-173 (97,500 lb) in 1884. New York Locomotive built 175-178 (100,000 lb) in 1886. See Locobase 2017 for the origins of the B & OSW.

The last engine retired in 1915.

See Locobase 2017 for the origins of the B&OSW.

Compared to the earlier Brooks Ten-wheelers delivered to the B & OSW in the 1880s and early 1890s, this class of freighters was not much heavier, but it had bigger grates and a larger boiler with longer tubes and more firebox heating surface. The 1890 batch was delivered with 234 tubes, the rest with the 223 shown.

All were renumbered in 1893 by the B&OSW in the single sequence of 217-239. When the B&O renumbered the engines again in 1900, the sequence changed to 115-137.

116 was retired in 1917, 120 in 1920, 119, 124 in 1922. All the rest went in 1923.

This small class seems to be a low-drivered variant of the 237 class. The boiler also is credited with less heating surface although Locobase notes that the tube length is an inch greater and only two tubes have been deleted.

A follow on to the B-42s from a different builder, this small batch had a shorter boiler but a few more tubes and slightly larger firebox because of a larger grate.

As specified in 1889, the boilers of these relatively heavy Ten-Wheelers had 234 2 1/4" tubes each measuring 13 feet 3 11/16" (4.06 m) long. The boiler shown in the data above was obviously a new vessel with more but slimmer tubes.

See Locobase 2017 for the origins of the B & OSW.

Nine were reclassed in 1900 as B-44. 1912 meant retirement for all but one of the remaining nine locomotives with the ninth going out of service in 1915.

See Locobase 2017 for the origins of the B & OSW.

Small, light, low-drivered Ten-Wheeler. Reclassed in 1900 as Bodd, retired in 1912.

Boiler pressure is a Locobase estimate.

Very similar to Ross Winans' Camels, the Hayes' Ten-Wheelers had a 4-wheel leading truck. Ludy noted that the firebox was 42 1/4" long by 59 1/4" wide, which works out to the grate area given above. Ludy' Figure 4 shows the odd cab and stack. The stack was a straight and very tall pipe set back from the smokebox front and just ahead of the cab. The cab was more like a house glazed all around in two-high sashes over a paneled base.

Class Js weighed 114,000 lb. When the Cleveland, Lorain & Wheeling came under formal control by the B&O in 1909, these engines had already been renumbered. The Js became B-34 and were numbered 139-147. J-2s (works #2563-2568 in September 1895) became B-34a and renumbered 148-153. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Relatively high-drivered Ten-Wheelers originally built as compounds. Each of the two 13" (330 mm) piston valves served a set of one high-pressure and one low-pressure cylinder.

Reclassed in 1900 as B-45a, the quintet was later rebuilt in simple-expansion layout with 19 1/2" x 26" cylinders. As such, the class served another 20 years before being retired in 1923 (3) and 1925 (2).

Improved Belpaire boiler and full wooden cab -- transitional design.

9 wasold in March 1921 to the Nacional de Mexico.

The BR&P sold the 13 to locomotive rebuilder/reseller Southern Iron & Equipment in 1920. SI&E found a buyer in the Delaware & Northern as their #9.

Although the drivers were not particularly tall, this design stood high. Its Improved Belpaire boiler was pitched well above the running gear, which had 10" (254 mm) piston valves angled in for operation by inside valve gear.

The catalogue shows an engine of this class with 184 on its dome, cab, and tender, but it's clear that the class was numbered 190-194. Rothfus's R&LHS accounting says that the BR&P ordered the quintet, but that they were placed under the Allegheny & Western Railway Company, "another leased entity" in 1898-1899, then leased back.

Whatever their numbering, Rothfus says, these were the BR&P's "'big engines'...the pride of the line". The through trains to Pittsburgh they were to pull wasn't even scheduled to open until late 1899. They were stored and ready, but the "handsome passenger cars" they were to move encountered delays and the cars only just made the deadline.

Leader of a class of eleven 4-6-0s built during the Civil War. The Thatcher Perkins itself was completed with a long combustion chamber with an ash hopper on the bottom. Her firebox measured 78 1/2" long by 42" wide, yielding a grate area of 16.7 sq ft. J Snowden Bell (1912) noted that the hopper, nicknamed "Horace Greeley's hat" after the New York newspaper publisher, leaked and the combustion chamber was soon removed.

Driver diameters varied from 64 1/2" for Perkins, 60" in 5 more, and 58" in 9, 13, 36, and 136. Flangeless front drivers.

Preserved in 1892, the Thatcher Perkins has been on display at the B&O's Mt Clare roundhouse in downtown Baltimore for decades in its last livery and numbered 117. The 2003 snow-induced collapse of the roundhouse roof "severely damaged" the locomotive, but it was repaired and given its original number.

Rival to Winans' Ten-wheelers, these were designed by Henry Tyson during his brief reign as Master Mechanic on the B & O. A & W Denmead & Sons of Baltimore supplied 7 of the engines while the shops added two more. They were, says John White (1972), exemplars of the "modern" style introduced by Thomas Rogers which included the spread leading truck, link valve motion, and horizontal cylinders.

Alas for Tyson, this particular class developed a reputation for derailing too easily, and the 9 delivered in 1857 were the only ones of the class. The last was retired in 1894.

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

Class | J | 305 | B / B-53 | B-10 / B-12 | B-11 |

Locobase ID | 2010 | 1025 | 12723 | 1253 | 1254 |

Railroad | Baltimore & Ohio Southwestern (B&O) | Baltimore & Ohio (B&O) | Cincinnati, Hamilton & Dayton (B & O) | Baltimore & Ohio (B&O) | Baltimore & Ohio (B&O) |

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 | 15 | 9 | 4 | 6 | |

Road Numbers | 202-216 | 305/217/187 | 344-352 / 231-239 | 1500-1503 / 210-213 | 1550-1555 / 216-221 |

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

Number Built | 15 | 9 | 4 | 6 | |

Builder | several | B & O | Burnham, Williams & Co | Pittsburgh | Pittsburgh |

Year | 1890 | 1869 | 1904 | 1891 | 1891 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.33' | 8.83' | 14.83' | ||

Engine Wheelbase | 24.71' | 30.30' | 25.08' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.58 | 0.29 | 0.59 | ||

Overall Wheelbase (engine & tender) | 49.33' | 44.49' | |||

Axle Loading (Maximum Weight per Axle) | 35930 lbs | 20780 lbs | |||

Weight on Drivers | 107790 lbs | 56800 lbs | 111500 lbs | 81585 lbs | 97020 lbs |

Engine Weight | 129850 lbs | 77100 lbs | 140000 lbs | 101000 lbs | 119070 lbs |

Tender Light Weight | 82050 lbs | 52000 lbs | 100000 lbs | ||

Total Engine and Tender Weight | 211900 lbs | 129100 lbs | 240000 lbs | ||

Tender Water Capacity | 4000 gals | 2000 gals | 5000 gals | ||

Tender Fuel Capacity (oil/coal) | 8 tons | 3.5 tons | tons | tons | tons |

Minimum weight of rail (calculated) | 60 lb/yard | 32 lb/yard | 62 lb/yard | 45 lb/yard | 54 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 50" | 69" | 50" | 56" |

Boiler Pressure | 160 psi | 115 psi | 180 psi | 150 psi | 150 psi |

Cylinders (dia x stroke) | 20" x 24" | 19" x 22" | 19" x 26" | 18" x 24" | 19" x 24" |

Tractive Effort | 23314 lbs | 15527 lbs | 20812 lbs | 19829 lbs | 19726 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.62 | 3.66 | 5.36 | 4.11 | 4.92 |

Heating Ability | |||||

Firebox Area | 168 sq. ft | 73 sq. ft | 175.50 sq. ft | ||

Grate Area | 27.18 sq. ft | 17.20 sq. ft | 24.70 sq. ft | 23 sq. ft | 26 sq. ft |

Evaporative Heating Surface | 1909 sq. ft | 881 sq. ft | 2340 sq. ft | 1373 sq. ft | 1653 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1909 sq. ft | 881 sq. ft | 2340 sq. ft | 1373 sq. ft | 1653 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 218.76 | 122.03 | 274.26 | 194.24 | 209.88 |

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

Robert LeMassena's Power Computation | 4349 | 1978 | 4446 | 3450 | 3900 |

Same as above plus superheater percentage | 4349 | 1978 | 4446 | 3450 | 3900 |

Same as above but substitute firebox area for grate area | 26880 | 8395 | 31590 | 0 | 0 |

Power L1 | 4704 | 1654 | 7806 | 0 | 0 |

Power MT | 288.63 | 192.59 | 463.03 | 0 | 0 |

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

Class | B-13 | B-14 | B-15 | B-17 / B-17a | B-17A |

Locobase ID | 1255 | 1110 | 1256 | 12479 | 1257 |

Railroad | Baltimore & Ohio (B&O) | Baltimore & Ohio (B&O) | Baltimore & Ohio (B&O) | Baltimore & Ohio (B & O) | Baltimore & Ohio (B&O) |

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 | 2 | 10 | 5 | 9 | 9 |

Road Numbers | 1575-1576 / 222-223 | 1308-1313, 1319-1322 | 1314-1318 | 1328-1336 | 1328-1336 |

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

Number Built | 2 | 10 | 5 | 9 | 9 |

Builder | Pittsburgh | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | B & O |

Year | 1893 | 1896 | 1896 | 1901 | 1905 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.67' | 13.67' | 13.50' | 13.50' | |

Engine Wheelbase | 24.50' | 24.50' | 25.58' | 25.58' | |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.56 | 0.53 | 0.53 | |

Overall Wheelbase (engine & tender) | 51.60' | 53.12' | |||

Axle Loading (Maximum Weight per Axle) | 40450 lbs | ||||

Weight on Drivers | 92610 lbs | 119070 lbs | 112455 lbs | 112800 lbs | 110200 lbs |

Engine Weight | 119700 lbs | 154230 lbs | 141200 lbs | 152700 lbs | 148900 lbs |

Tender Light Weight | 102200 lbs | 78000 lbs | 100000 lbs | 102250 lbs | |

Total Engine and Tender Weight | 256430 lbs | 219200 lbs | 252700 lbs | 251150 lbs | |

Tender Water Capacity | 5000 gals | 3500 gals | 5000 gals | 5000 gals | |

Tender Fuel Capacity (oil/coal) | 10.5 tons | tons | tons | 10 tons | |

Minimum weight of rail (calculated) | 51 lb/yard | 66 lb/yard | 62 lb/yard | 63 lb/yard | 61 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 78" | 78" | 78" | 78" |

Boiler Pressure | 150 psi | 190 psi | 190 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 19" x 26" | 21" x 26" | 20" x 26" | 15" x 28" | 20" x 28" |

Low Pressure Cylinders (dia x stroke) | 25" x 28" (2) | ||||

Tractive Effort | 21370 lbs | 23741 lbs | 21533 lbs | 20192 lbs | 24410 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.33 | 5.02 | 5.22 | 5.59 | 4.51 |

Heating Ability | |||||

Firebox Area | 181.40 sq. ft | 215.20 sq. ft | 181 sq. ft | 176.62 sq. ft | |

Grate Area | 26 sq. ft | 34.27 sq. ft | 34 sq. ft | 34.27 sq. ft | 34 sq. ft |

Evaporative Heating Surface | 1700 sq. ft | 2160 sq. ft | 2194 sq. ft | 2199 sq. ft | 2195 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1700 sq. ft | 2160 sq. ft | 2194 sq. ft | 2199 sq. ft | 2195 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 199.25 | 207.24 | 232.07 | 383.98 | 215.60 |

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

Robert LeMassena's Power Computation | 3900 | 6511 | 6460 | 6854 | 6800 |

Same as above plus superheater percentage | 3900 | 6511 | 6460 | 6854 | 6800 |

Same as above but substitute firebox area for grate area | 0 | 34466 | 40888 | 36200 | 35324 |

Power L1 | 0 | 7268 | 8543 | 5073 | 7861 |

Power MT | 0 | 403.71 | 502.44 | 297.45 | 471.79 |

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

Class | B-18A | B-19a | B-26 | B-27 | B-28 |

Locobase ID | 1258 | 1259 | 1445 | 1446 | 2000 |

Railroad | Baltimore & Ohio (B&O) | Baltimore & Ohio (B&O) | Monongahela River (B&O) | Monongahela River (B&O) | Ohio River (B&O) |

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 | 35 | 35 | 3 | 2 | 2 |

Road Numbers | 2000-2034 | 2035-2069 | 3-5 / 230-232 | 7-8 | 61-62 / 275-276 |

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

Number Built | 35 | 35 | 3 | 2 | 2 |

Builder | B & O | B & O | Pittsburgh | Pittsburgh | Pittsburgh |

Year | 1908 | 1908 | 1890 | 1898 | 1900 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.17' | ||||

Engine Wheelbase | 25.67' | ||||

Ratio of driving wheelbase to overall engine wheebase | 0.51 | ||||

Overall Wheelbase (engine & tender) | 54.58' | ||||

Axle Loading (Maximum Weight per Axle) | 43580 lbs | ||||

Weight on Drivers | 119840 lbs | 130095 lbs | |||

Engine Weight | 173400 lbs | 171990 lbs | 106600 lbs | 127200 lbs | 124600 lbs |

Tender Light Weight | 116600 lbs | ||||

Total Engine and Tender Weight | 290000 lbs | ||||

Tender Water Capacity | 6000 gals | ||||

Tender Fuel Capacity (oil/coal) | 11 tons | tons | tons | tons | tons |

Minimum weight of rail (calculated) | 67 lb/yard | 72 lb/yard | 0 | 0 | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 68" | 68" | 50" | 56" | 55" |

Boiler Pressure | 200 psi | 200 psi | 150 psi | 160 psi | 180 psi |

Cylinders (dia x stroke) | 21" x 28" | 21" x 28" | 18" x 24" | 19" x 26" | 19" x 26" |

Tractive Effort | 30870 lbs | 30870 lbs | 19829 lbs | 22795 lbs | 26110 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.88 | 4.21 | |||

Heating Ability | |||||

Firebox Area | 223 sq. ft | ||||

Grate Area | 35.14 sq. ft | 35 sq. ft | |||

Evaporative Heating Surface | 2631 sq. ft | 2642 sq. ft | |||

Superheating Surface | |||||

Combined Heating Surface | 2631 sq. ft | 2642 sq. ft | 0 | 0 | 0 |

Evaporative Heating Surface/Cylinder Volume | 234.39 | 235.37 | |||

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

Robert LeMassena's Power Computation | 7028 | 7000 | 0 | 0 | 0 |

Same as above plus superheater percentage | 7028 | 7000 | 0 | 0 | 0 |

Same as above but substitute firebox area for grate area | 44600 | 0 | 0 | 0 | 0 |

Power L1 | 7565 | 0 | 0 | 0 | 0 |

Power MT | 417.51 | 0 |

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

Class | B-29 | B-30 | B-31 | B-37 | B-38 |

Locobase ID | 2001 | 2002 | 2003 | 2089 | 2090 |

Railroad | Ohio River (B&O) | Ohio River (B&O) | Ohio River (B&O) | Valley Railway (B&O) | Cleveland Terminal & Valley (B&O) |

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 | 4 | 4 | 2 | 2 | 7 |

Road Numbers | 100, 102-104 /278, 280-82 | 20-23 / 30-33 / 296-299 | 51-52 | 29-30 / 154-155 | 31-37 |

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

Number Built | 4 | 4 | 2 | 2 | 7 |

Builder | Manchester | Brooks | Brooks | Burnham, Williams & Co | Pittsburgh |

Year | 1901 | 1888 | 1892 | 1892 | 1894 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.83' | 13.83' | |||

Engine Wheelbase | 24.06' | 24.06' | |||

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

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

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

Weight on Drivers | 75000 lbs | 83600 lbs | |||

Engine Weight | 128000 lbs | 104600 lbs | 112800 lbs | 96000 lbs | 113100 lbs |

Tender Light Weight | 82830 lbs | ||||

Total Engine and Tender Weight | 195930 lbs | ||||

Tender Water Capacity | 3000 gals | 3000 gals | |||

Tender Fuel Capacity (oil/coal) | 7 tons | ||||

Minimum weight of rail (calculated) | 0 | 0 | 0 | 42 lb/yard | 46 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 61.50" | 57" | 57" | 54" | 54" |

Boiler Pressure | 180 psi | 140 psi | 160 psi | 160 psi | 160 psi |

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

Tractive Effort | 23351 lbs | 16234 lbs | 18553 lbs | 19584 lbs | 19584 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.83 | 4.27 | |||

Heating Ability | |||||

Firebox Area | 131 sq. ft | 131.23 sq. ft | |||

Grate Area | 17.18 sq. ft | ||||

Evaporative Heating Surface | 1467 sq. ft | 1530 sq. ft | |||

Superheating Surface | |||||

Combined Heating Surface | 0 | 0 | 0 | 1467 sq. ft | 1530 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 207.54 | 216.45 | |||

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

Robert LeMassena's Power Computation | 0 | 0 | 0 | 0 | 2749 |

Same as above plus superheater percentage | 0 | 0 | 0 | 0 | 2749 |

Same as above but substitute firebox area for grate area | 0 | 0 | 0 | 20960 | 20997 |

Power L1 | 0 | 0 | 0 | 4323 | 4454 |

Power MT | 381.22 | 352.37 |

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

Class | B-45a simpled | B-46 | B-47 | B-47 | B-48 |

Locobase ID | 16202 | 2040 | 2041 | 2042 | 2043 |

Railroad | Baltimore & Ohio Southwestern (B&O) | Cincinnati, Hamilton & Dayton (B&O) | Cincinnati, Hamilton & Dayton (B&O) | Cincinnati, Hamilton & Dayton (B&O) | Cincinnati, Hamilton & Dayton (B&O) |

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 | 2 | 2 | 21 | 6 |

Road Numbers | 1323-1327 | 170-171 | 302-303 | 304-324 | 325-330 |

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

Number Built | 2 | 2 | 21 | 6 | |

Builder | B&O | Pittsburgh | Pittsburgh | Pittsburgh | Pittsburgh |

Year | 1900 | 1881 | 1892 | 1892 | 1893 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.67' | 11.92' | |||

Engine Wheelbase | 25.25' | 21' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.54 | 0.57 | |||

Overall Wheelbase (engine & tender) | 54.98' | 0 | |||

Axle Loading (Maximum Weight per Axle) | 0 | ||||

Weight on Drivers | 118705 lbs | 85750 lbs | |||

Engine Weight | 152655 lbs | 116000 lbs | 100200 lbs | 105500 lbs | 122600 lbs |

Tender Light Weight | 101000 lbs | 63000 lbs | |||

Total Engine and Tender Weight | 253655 lbs | 168500 lbs | |||

Tender Water Capacity | 5000 gals | 2800 gals | |||

Tender Fuel Capacity (oil/coal) | 10 tons | tons | tons | 6.5 tons | tons |

Minimum weight of rail (calculated) | 66 lb/yard | 0 | 0 | 48 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 73" | 64" | 57" | 57" | 57" |

Boiler Pressure | 200 psi | 160 psi | 125 psi | 160 psi | 180 psi |

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

Tractive Effort | 23023 lbs | 16524 lbs | 14495 lbs | 18553 lbs | 20872 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.16 | 4.62 | |||

Heating Ability | |||||

Firebox Area | 168.40 sq. ft | 133 sq. ft | |||

Grate Area | 34.20 sq. ft | 22.92 sq. ft | |||

Evaporative Heating Surface | 2415 sq. ft | 1540 sq. ft | |||

Superheating Surface | |||||

Combined Heating Surface | 2415 sq. ft | 0 | 0 | 1540 sq. ft | 0 |

Evaporative Heating Surface/Cylinder Volume | 268.72 | 217.87 | |||

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

Robert LeMassena's Power Computation | 6840 | 0 | 0 | 3667 | 0 |

Same as above plus superheater percentage | 6840 | 0 | 0 | 3667 | 0 |

Same as above but substitute firebox area for grate area | 33680 | 0 | 0 | 21280 | 0 |

Power L1 | 8819 | 0 | 0 | 4742 | 0 |

Power MT | 491.37 | 365.75 |

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

Class | B-49 | B-5 | B-50 | B-51 | B-52/B-53 |

Locobase ID | 2044 | 11654 | 2045 | 2046 | 2047 |

Railroad | Cincinnati, Hamilton & Dayton (B&O) | Baltimore & Ohio (B&O) | Cincinnati, Hamilton & Dayton (B&O) | Cincinnati, Hamilton & Dayton (B&O) | Cincinnati, Hamilton & Dayton (B&O) |

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 | 3 | 2 | 5 | 2 | 12 |

Road Numbers | 331-333 | 289-290 | 334-338 | 339-340 | 341-352 |

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

Number Built | 3 | 2 | 5 | 2 | 12 |

Builder | Pittsburgh | Burnham, Parry, Williams & Co | Pittsburgh | Pittsburgh | Pittsburgh |

Year | 1895 | 1890 | 1900 | 1902 | 1903 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.50' | ||||

Engine Wheelbase | 23.65' | ||||

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

Overall Wheelbase (engine & tender) | |||||

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

Weight on Drivers | 66000 lbs | ||||

Engine Weight | 108000 lbs | 90000 lbs | 116800 lbs | 134800 lbs | 140000 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | 3000 gals | 4500 gals | |||

Tender Fuel Capacity (oil/coal) | 7 tons | tons | tons | ||

Minimum weight of rail (calculated) | 0 | 37 lb/yard | 0 | 0 | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 64" | 54" | 57" | 69" | 69" |

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

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

Tractive Effort | 18590 lbs | 17136 lbs | 20872 lbs | 18679 lbs | 20812 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.85 | ||||

Heating Ability | |||||

Firebox Area | 120.45 sq. ft | 116 sq. ft | |||

Grate Area | 17 sq. ft | 23 sq. ft | |||

Evaporative Heating Surface | 1364 sq. ft | 1767 sq. ft | |||

Superheating Surface | |||||

Combined Heating Surface | 0 | 1364 sq. ft | 1767 sq. ft | 0 | 0 |

Evaporative Heating Surface/Cylinder Volume | 192.97 | 249.98 | |||

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

Robert LeMassena's Power Computation | 0 | 2380 | 4140 | 0 | 0 |

Same as above plus superheater percentage | 0 | 2380 | 4140 | 0 | 0 |

Same as above but substitute firebox area for grate area | 0 | 16863 | 20880 | 0 | 0 |

Power L1 | 0 | 3505 | 5678 | 0 | 0 |

Power MT | 351.24 |

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

Class | B-54 | B-55 | B-56 | B-57 | B-58 |

Locobase ID | 2048 | 2111 | 2112 | 2070 | 2071 |

Railroad | Cincinnati, Hamilton & Dayton (B&O) | Morgantown & Kingwood (B & O) | Morgantown & Kingwood (B & O) | Cincinnati, Indianapolis, & Western (B & O) | Cincinnati, Indianapolis, & Western (B & O) |

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 | 28 | 1 | 1 | 6 | 10 |

Road Numbers | 360-387 | 2 | 14 | 101-106 | 201-210 / 171-80 / 235-44 |

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

Number Built | 28 | 1 | 1 | 6 | 10 |

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

Year | 1902 | 1906 | 1909 | 1916 | 1916 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 11.33' | 11.33' | 13' | |

Engine Wheelbase | 22.67' | 21.58' | 22.17' | 24.25' | |

Ratio of driving wheelbase to overall engine wheebase | 0.53 | 0.53 | 0.51 | 0.54 | |

Overall Wheelbase (engine & tender) | 53.95' | 47.46' | 54.46' | 55.17' | |

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

Weight on Drivers | 111700 lbs | 87000 lbs | 106750 lbs | 123000 lbs | |

Engine Weight | 136000 lbs | 111000 lbs | 130350 lbs | 197000 lbs | 163000 lbs |

Tender Light Weight | 160052 lbs | 80000 lbs | 100000 lbs | 126000 lbs | |

Total Engine and Tender Weight | 296052 lbs | 191000 lbs | 230350 lbs | 289000 lbs | |

Tender Water Capacity | 5000 gals | 4000 gals | 5000 gals | 6000 gals | |

Tender Fuel Capacity (oil/coal) | 10.5 tons | tons | tons | tons | 10 tons |

Minimum weight of rail (calculated) | 62 lb/yard | 48 lb/yard | 59 lb/yard | 0 | 68 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 56" | 56" | 60" | 57" |

Boiler Pressure | 180 psi | 190 psi | 180 psi | 190 psi | 190 psi |

Cylinders (dia x stroke) | 19" x 26" | 17" x 24" | 18" x 26" | 21" x 28" | 19" x 28" |

Tractive Effort | 25194 lbs | 20003 lbs | 23016 lbs | 33237 lbs | 28639 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.43 | 4.35 | 4.64 | 4.29 | |

Heating Ability | |||||

Firebox Area | 149.43 sq. ft | 146 sq. ft | 142.28 sq. ft | 160.20 sq. ft | |

Grate Area | 26.60 sq. ft | 22.20 sq. ft | 35.40 sq. ft | 29 sq. ft | |

Evaporative Heating Surface | 1938 sq. ft | 1618 sq. ft | 1912 sq. ft | 1698 sq. ft | |

Superheating Surface | 366 sq. ft | ||||

Combined Heating Surface | 1938 sq. ft | 1618 sq. ft | 1912 sq. ft | 0 | 2064 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 227.14 | 256.62 | 249.69 | 184.80 | |

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

Robert LeMassena's Power Computation | 4788 | 4218 | 6372 | 0 | 5510 |

Same as above plus superheater percentage | 4788 | 4218 | 6372 | 0 | 6502 |

Same as above but substitute firebox area for grate area | 26897 | 27740 | 25610 | 0 | 35917 |

Power L1 | 5382 | 6604 | 5755 | 0 | 11380 |

Power MT | 318.67 | 502.05 | 356.56 | 611.92 |

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

Class | B-7 | B-8 | Class B | Class F /B-41, B-42 | Class F/B-41 |

Locobase ID | 1251 | 1252 | 2114 | 6522 | 2012 |

Railroad | Baltimore & Ohio (B&O) | Baltimore & Ohio (B&O) | Dayton & Union (B&O) | Ohio & Mississippi (B&O) | Ohio & Mississippi (B&O) |

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 | 50 | 1 | 16 | 20 |

Road Numbers | 1300-1307 | 1360-1372, 1342-1349, 1373-1399 | 60 | 125-146/160-169, 179-188/235-244, 253-262 | 160-169, 179-188 |

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

Number Built | 8 | 50 | 1 | 16 | 20 |

Builder | Burnham, Parry, Williams & Co | several | Burnham, Williams & Co | Brooks | Brooks |

Year | 1890 | 1892 | 1907 | 1884 | 1884 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.50' | 12.50' | 15' | 14' | |

Engine Wheelbase | 23.33' | 23.33' | 26.92' | 25.25' | |

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

Overall Wheelbase (engine & tender) | 50.54' | 49.67' | 47.83' | ||

Axle Loading (Maximum Weight per Axle) | 35200 lbs | 39825 lbs | |||

Weight on Drivers | 103300 lbs | 111825 lbs | 107000 lbs | 73700 lbs | |

Engine Weight | 132300 lbs | 140825 lbs | 142000 lbs | 101000 lbs | 101000 lbs |

Tender Light Weight | 102260 lbs | 102260 lbs | 100000 lbs | 6800 lbs | |

Total Engine and Tender Weight | 234560 lbs | 243085 lbs | 242000 lbs | 107800 lbs | |

Tender Water Capacity | 5000 gals | 6000 gals | 5000 gals | 3400 gals | |

Tender Fuel Capacity (oil/coal) | 10.5 tons | tons | 10 tons | 7 tons | tons |

Minimum weight of rail (calculated) | 57 lb/yard | 62 lb/yard | 59 lb/yard | 41 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62" | 60" | 58" | 56" | 56" |

Boiler Pressure | 165 psi | 170 psi | 200 psi | 135 psi | 135 psi |

Cylinders (dia x stroke) | 21" x 26" | 20" x 26" | 18" x 26" | 19" x 24" | 19" x 24" |

Tractive Effort | 25937 lbs | 25047 lbs | 24691 lbs | 17753 lbs | 17753 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.98 | 4.46 | 4.33 | 4.15 | |

Heating Ability | |||||

Firebox Area | 188.54 sq. ft | 146 sq. ft | 156 sq. ft | 136 sq. ft | |

Grate Area | 28 sq. ft | 32.45 sq. ft | 17.60 sq. ft | 22.75 sq. ft | |

Evaporative Heating Surface | 2035 sq. ft | 1754 sq. ft | 2401 sq. ft | 1569 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 2035 sq. ft | 1754 sq. ft | 2401 sq. ft | 1569 sq. ft | 0 |

Evaporative Heating Surface/Cylinder Volume | 195.24 | 185.53 | 313.54 | 199.22 | |

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

Robert LeMassena's Power Computation | 4620 | 5517 | 3520 | 3071 | 0 |

Same as above plus superheater percentage | 4620 | 5517 | 3520 | 3071 | 0 |

Same as above but substitute firebox area for grate area | 31109 | 24820 | 31200 | 18360 | 0 |

Power L1 | 4871 | 4467 | 8031 | 3598 | 0 |

Power MT | 311.87 | 264.20 | 496.41 | 322.89 |

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

Class | Class I | Class L/J/K | Class M | Class N/B-24 | F |

Locobase ID | 2024 | 2026 | 2027 | 2029 | 2011 |

Railroad | Pittsburgh & Western (B&O) | Pittsburgh & Western (B&O) | Pittsburgh & Western (B&O) | Pittsburgh & Western (B&O) | Baltimore & Ohio Southwestern (B&O) |

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 | 31 | 2 | 2 | 8 |

Road Numbers | 20-24 | 91, 92+ | 153-154 / 284-285 | 250-251 / 1337-1338 | 171-178 |

Gauge | 3' | Std | Std | Std | Std |

Number Built | 5 | 31 | 2 | 2 | 8 |

Builder | Burnham, Parry, Williams & Co | Pittsburgh | Pittsburgh | Pittsburgh | several |

Year | 1890 | 1888 | 1897 | 1897 | 1883 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 10' | 13.67' | |||

Engine Wheelbase | 19' | 24.50' | |||

Ratio of driving wheelbase to overall engine wheebase | 0.53 | 0.56 | |||

Overall Wheelbase (engine & tender) | 51.79' | ||||

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

Weight on Drivers | 44000 lbs | 113000 lbs | |||

Engine Weight | 58000 lbs | 105500 lbs | 120000 lbs | 145000 lbs | 101000 lbs |

Tender Light Weight | 77000 lbs | ||||

Total Engine and Tender Weight | 222000 lbs | ||||

Tender Water Capacity | 2000 gals | 4000 gals | |||

Tender Fuel Capacity (oil/coal) | |||||

Minimum weight of rail (calculated) | 24 lb/yard | 0 | 0 | 63 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 44" | 50" | 56" | 68" | 57" |

Boiler Pressure | 130 psi | 150 psi | 160 psi | 185 psi | 135 psi |

Cylinders (dia x stroke) | 14" x 20" | 18" x 24" | 19" x 26" | 20" x 26" | 19" x 24" |

Tractive Effort | 9845 lbs | 19829 lbs | 22795 lbs | 24050 lbs | 17442 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.47 | 4.70 | |||

Heating Ability | |||||

Firebox Area | 70 sq. ft | 158 sq. ft | |||

Grate Area | 11.80 sq. ft | 31.50 sq. ft | |||

Evaporative Heating Surface | 802 sq. ft | 2119 sq. ft | |||

Superheating Surface | |||||

Combined Heating Surface | 802 sq. ft | 0 | 0 | 2119 sq. ft | 0 |

Evaporative Heating Surface/Cylinder Volume | 225.07 | 224.14 | |||

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

Robert LeMassena's Power Computation | 1534 | 0 | 0 | 5828 | 0 |

Same as above plus superheater percentage | 1534 | 0 | 0 | 5828 | 0 |

Same as above but substitute firebox area for grate area | 9100 | 0 | 0 | 29230 | 0 |

Power L1 | 3082 | 0 | 0 | 6452 | 0 |

Power MT | 463.27 | 377.63 |

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

Class | F/B-40 | F/B-42 & 42odd | F/B-43 | F/B-44 | F/Bodd |

Locobase ID | 6521 | 6523 | 6524 | 2014 | 2013 |

Railroad | Baltimore & Ohio Southwestern (B&O) | Baltimore & Ohio Southwestern (B&O) | Baltimore & Ohio Southwestern (B&O) | Baltimore & Ohio Southwestern (B&O) | Baltimore & Ohio Southwestern (B&O) |

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 | 23 | 4 | 4 | 10 | 1 |

Road Numbers | 110-121, 123, 230-239/217-239/115-137 | 171-174/245-248 | 249-252 | 110-119/189-198 /263-271 | 107 |

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

Number Built | 23 | 4 | 4 | 10 | 1 |

Builder | Burnham, Parry, Williams & Co | Brooks | New York | Brooks | Pittsburgh |

Year | 1890 | 1884 | 1886 | 1890 | 1883 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.50' | 14' | 13' | 14' | 10.17' |

Engine Wheelbase | 23.25' | 25.42' | 22.92' | 23.83' | 21.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.54 | 0.55 | 0.57 | 0.59 | 0.47 |

Overall Wheelbase (engine & tender) | 48.87' | 46' | 46.39' | 47.25' | 45.50' |

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

Weight on Drivers | 101000 lbs | 75600 lbs | 82400 lbs | 98500 lbs | 64100 lbs |

Engine Weight | 127000 lbs | 97500 lbs | 100000 lbs | 122500 lbs | 87200 lbs |

Tender Light Weight | 72256 lbs | 67000 lbs | 67000 lbs | 72816 lbs | 87668 lbs |

Total Engine and Tender Weight | 199256 lbs | 164500 lbs | 167000 lbs | 195316 lbs | 174868 lbs |

Tender Water Capacity | 3500 gals | 3000 gals | 3000 gals | 3500 gals | 3200 gals |

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

Minimum weight of rail (calculated) | 56 lb/yard | 42 lb/yard | 46 lb/yard | 55 lb/yard | 36 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 57" | 57" | 57" | 51" |

Boiler Pressure | 160 psi | 135 psi | 135 psi | 160 psi | 140 psi |

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

Tractive Effort | 23314 lbs | 17442 lbs | 17442 lbs | 20672 lbs | 18144 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.33 | 4.33 | 4.72 | 4.76 | 3.53 |

Heating Ability | |||||

Firebox Area | 185 sq. ft | 123 sq. ft | 126 sq. ft | 137 sq. ft | 102 sq. ft |

Grate Area | 28 sq. ft | 22 sq. ft | 24.43 sq. ft | 21.11 sq. ft | 20 sq. ft |

Evaporative Heating Surface | 2002 sq. ft | 1356 sq. ft | 1416 sq. ft | 1747 sq. ft | 1049 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2002 sq. ft | 1356 sq. ft | 1416 sq. ft | 1747 sq. ft | 1049 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 229.41 | 172.17 | 179.79 | 221.82 | 148.40 |

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

Robert LeMassena's Power Computation | 4480 | 2970 | 3298 | 3378 | 2800 |

Same as above plus superheater percentage | 4480 | 2970 | 3298 | 3378 | 2800 |

Same as above but substitute firebox area for grate area | 29600 | 16605 | 17010 | 21920 | 14280 |

Power L1 | 5009 | 3210 | 3332 | 4694 | 2625 |

Power MT | 328.01 | 280.83 | 267.44 | 315.18 | 270.85 |

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

Class | Hayes Ten-Wheeler | J/J-2 | K | K/B-45a | T |

Locobase ID | 2605 | 2084 | 2085 | 2015 | 2982 |

Railroad | Baltimore & Ohio (B&O) | Cleveland, Lorain, & Wheeling (B&O) | Cleveland, Lorain, & Wheeling (B&O) | Baltimore & Ohio Southwestern (B&O) | Buffalo, Rochester, & Pittsburgh (B&O) |

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 | 17 | 15 | 12 | 5 | 2 |

Road Numbers | 198 | 50-64 / 139-147 | 65-76 | 150-154/1323-1327 | 9, 13 |

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

Number Built | 17 | 15 | 12 | 5 | 2 |

Builder | B & O | Brooks | Pittsburgh | Burnham, Williams & Co | Brooks |

Year | 1854 | 1893 | 1900 | 1899 | 1897 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 8.67' | 13.67' | 13' | ||

Engine Wheelbase | 25.25' | 23.17' | |||

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

Overall Wheelbase (engine & tender) | 54.98' | 50.58' | |||

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

Weight on Drivers | 56500 lbs | 118705 lbs | 96000 lbs | ||

Engine Weight | 77100 lbs | 111000 lbs | 147000 lbs | 152655 lbs | 125000 lbs |

Tender Light Weight | 101000 lbs | ||||

Total Engine and Tender Weight | 253655 lbs | ||||

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

Tender Fuel Capacity (oil/coal) | 10 tons | 8.5 tons | |||

Minimum weight of rail (calculated) | 31 lb/yard | 0 | 0 | 66 lb/yard | 53 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 50" | 56" | 57" | 72" | 68" |

Boiler Pressure | 100 psi | 180 psi | 190 psi | 200 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 19" x 20" | 18" x 24" | 20" x 26" | 15" x 26" | 18" x 24" |

Low Pressure Cylinders (dia x stroke) | 25" x 26" (2) | ||||

Tractive Effort | 12274 lbs | 21245 lbs | 29467 lbs | 20313 lbs | 17496 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.60 | 5.84 | 5.49 | ||

Heating Ability | |||||

Firebox Area | 78.91 sq. ft | 168.40 sq. ft | 122 sq. ft | ||

Grate Area | 17.38 sq. ft | 34.20 sq. ft | 21.20 sq. ft | ||

Evaporative Heating Surface | 1177 sq. ft | 2415 sq. ft | 1685 sq. ft | ||

Superheating Surface | |||||

Combined Heating Surface | 1177 sq. ft | 0 | 0 | 2415 sq. ft | 1685 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 179.33 | 454.14 | 238.38 | ||

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

Robert LeMassena's Power Computation | 1738 | 0 | 0 | 6840 | 3816 |

Same as above plus superheater percentage | 1738 | 0 | 0 | 6840 | 3816 |

Same as above but substitute firebox area for grate area | 7891 | 0 | 0 | 33680 | 21960 |

Power L1 | 1995 | 0 | 0 | 5292 | 6623 |

Power MT | 233.53 | 294.85 | 456.29 |

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

Class | T2 | Thatcher Perkins/B | Tyson Ten-Wheeler |

Locobase ID | 2981 | 1024 | 8806 |

Railroad | Buffalo, Rochester, & Pittsburgh (B&O) | Baltimore & Ohio (B&O) | Baltimore & Ohio (B&O) |

Country | USA | USA | USA |

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

Number in Class | 5 | 11 | 9 |

Road Numbers | 190-194 | 147/282/117 | 222-230 |

Gauge | Std | Std | Std |

Number Built | 5 | 11 | 9 |

Builder | Brooks | B&O | several |

Year | 1898 | 1863 | 1857 |

Valve Gear | Stephenson | Gooch | Gooch |

Locomotive Length and Weight | |||

Driver Wheelbase | 14' | 11.08' | 8.67' |

Engine Wheelbase | 24.25' | 32.29' | 15.02' |

Ratio of driving wheelbase to overall engine wheebase | 0.58 | 0.34 | 0.58 |

Overall Wheelbase (engine & tender) | 51.90' | 44.96' | |

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

Weight on Drivers | 109000 lbs | 68300 lbs | 56500 lbs |

Engine Weight | 142000 lbs | 90700 lbs | 77100 lbs |

Tender Light Weight | 98000 lbs | 63000 lbs | |

Total Engine and Tender Weight | 240000 lbs | 153700 lbs | |

Tender Water Capacity | 4500 gals | 3000 gals | |

Tender Fuel Capacity (oil/coal) | 10.5 tons | 4 tons | tons |

Minimum weight of rail (calculated) | 61 lb/yard | 38 lb/yard | 31 lb/yard |

Geometry Relating to Tractive Effort | |||

Driver Diameter | 69" | 58" | 50" |

Boiler Pressure | 200 psi | 75 psi | 100 psi |

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

Tractive Effort | 20755 lbs | 10317 lbs | 13219 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.25 | 6.62 | 4.27 |

Heating Ability | |||

Firebox Area | 157 sq. ft | 113.63 sq. ft | |

Grate Area | 30.80 sq. ft | 19.39 sq. ft | 18.79 sq. ft |

Evaporative Heating Surface | 2019 sq. ft | 1020 sq. ft | |

Superheating Surface | |||

Combined Heating Surface | 2019 sq. ft | 1020 sq. ft | 0 |

Evaporative Heating Surface/Cylinder Volume | 263.66 | 119.55 | |

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

Robert LeMassena's Power Computation | 6160 | 1454 | 1879 |

Same as above plus superheater percentage | 6160 | 1454 | 1879 |

Same as above but substitute firebox area for grate area | 31400 | 8522 | 0 |

Power L1 | 8422 | 1349 | 0 |

Power MT | 511.03 | 130.63 | 0 |

- Baltimore and Ohio Railroad Network
*B&O Power*, 1829-1964 by Lawrence W. Sagle and Alvin F. Staufer, Published by Alvin F. Staufer.

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