These Ten-wheelers bought by the Pennsylvania Coal, followed the 1886 "class" of camelbacks (Locobase 403) with a virtually identical design. There's a minor 8-sq-ft (0.75 sq m) difference in heating surface area and the driving axle journal is 1/2" smaller in diameter. They all were renumbered for the Erie a& Wyoming Valley in 1896 (222-223, 202, 201) and for the Erie in 1901 (978, 970, 962, 961)..

The 1907 diagram book shows 978 as Godd and all alone.

Shows a haystack boiler, straight stack, inclined outside cylinders over closely spaced bogie axles.

Boiler pressure is a Locobase estimate.

Shows a haystack boiler, cabbage stack, closely spaced bogie axles.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

The first three locomotives were retired in the early to mid-1860s; the last two were rebuilt at Dunkirk in March 1862.

All of these freight Ten-wheelers were rebuilt at the Erie's shops in Dunkirk (9) and Susquehanna (3) in the late 1860s and early 1870s. 71 and 72 received modest updates and experienced a two-ton weight gain. 75-78 and 82-83 were put through more extensive upgrades that added seven-eight short tons to the engine weight. 79-81 had the greatest weight gain, an average of nine tons.

Boiler pressure is a Locobase estimate.

Boiler pressure is a Locobase estimate.

Six engines that were virtually identical to G-2s, but rode on 68-in drivers.

After a little more than 20 years, the entire class was scrapped in 1914-1915.

Twelve engines built one year before very similar G-1s and designated retrospectively. A later rebuild reduced the tube count to 252, which lowered evaporative heating surface area to 1,919 sq ft (178.3 sq m). Also, by the time of the 1907 accounting, adhesion weight had risedn to 112,000 lb (50,802 kg), and engine weight rose to 137,400 lb (62,324 kg).

Most were scrapped in the 'teens, but 766 lasted until November 1922.

Considerably larger than earlier Erie ten-wheelers, these Cameback Ten-wheelers had

greater tractive power. Their fireboxes were every bit as big as earlier double cabs, but no longer had combustion chambers of any length; the heating surface area comes from the Baldwin specifications. 1907 Erie diagrams recorded a barely different 166 sq ft (15.42 sq m). Tender capacity in the Erie diagram showed 20 short tons (18,182 kg) of coal and its weight came to 149,000 lb (67,585 kg).

At the same time as these were delivered, Baldwin supplied Vauclain compounds to the same design; see Locobase 402.

The G-12s remained in service until all were scrapped in 1927.

Fifteen camelback engines built as Vauclain compounds in the same year as the G-12 simples (Locobase 401); they had identical boiler and grate dimensions. Unusually for camelbacks of this vintage, the firebox had no combustion chamber.

Later rebuilt as simple-expansion engines with 22" x 26" cylinders; see Locobase 405.

These were typical anthracite burners that used the large Wootten-patent firebox and thus were camelback locomotives. Indeed, because the boiler was so small, this design had one of the lowest heating surface/grate area ratios of all -- 15.5. These snub-nosed 4-6-0s had boilers that were short even for the double-cab arrangement. And the diagrams suggests that the firedoors sat on a level with the cab, which must have offered a more-than-usually frightening prospect to the fireboy who straddled the footplate and tender plate to heave birds-eye and bituminous culm in a relatively small Wootten firebox.

They were not retained as long as the other camelbacks, in part because of their greater age and smaller dimensions. The first to go were 209-211 in September 1902 with all but one being scrapped in 1912. 991 (ex-261) was scrapped in April 1917.

Last ten-wheelers built for the Erie; operated as passenger engines. Like many other engines of that time, they were later rebuilt with piston valves acuated by Walschaerts gear and fitted with superheaters; see Locobase 9240.

They lasted until the 1940s, with the last one retiring in 1951.

The Susquehanna shops rebuilt these Ten-wheelers, which were delivered by Baldwin in 1904 (Locobase 422). 11 received Walschaert, 14 Baker valve gear to work their 12" piston valves. Although 970 was taken in hand in 1915, the others were updated in the 1920s with a useful amount of superheat without the sacrifice of too much heating surface. By that time, too, master mechanics realized they could gain even more benefit if they kept the boilers set at the original saturated-steam level (usually 200 psi) rather than dropping the pressure.

All of the engines enjoyed long careers of service before being scrapped in the 1940s and 1950s. The first five (951, 955, 962, 967, 973) were all scrapped in November 1941; the last two (950, 958) went in March 1950.

Three of the the class -- 953, 963, 969 -- were sold to the New York, Susquehanna & Western and were retired from that railroad in September-October 1945.

These camelbacks were delivered as G-13s (Locobase 402), but later rebuilt to these dimensions. Most of the updates occurred in two batches; 922, 924, 930-932 in 1908 (all G-16s) and 920, 923, 925-929, 933 (G-13s) in 1915. 919's modification came in 1911, and 921 and 928 were upgraded in 1916.

The entire class was sold for scrap in 1927.

35 engines built by Brooks, Cooke, Richmond, and Rogers--all later part of American Locomotive Company (Alco)--and five from Burnham, Williams & Company (Baldwin Locomotive Works).

According to a compilation of Cooke locomotives by B.Rumary 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2355-2359 (September 1896); road numbers 780-784. Brooks numbers (also from a Rumary compilation) were 2693-2697; road numbers 770-774. Richmond's 2813-2827 were produced in 1899 and Rogers works numbers were 5135-5139 in September 1896 and 5354-5358 in March 1899.

Baldwin's works numbers ran 15031-15035 in September 1896.

Dimensions, demand factors, and ratios have "modern" proportions. Physically, these were tall engines with beehive steam and sand domes; much greater spacing between second and third axles than between first and second. They retained outside slide valves and an inside valve motion.

These were Vauclain compounds, a system in which an HP cylinder and an LP cylinder were served by the same 10 1/2" (267 mm) piston valve.

Rebuilt as simple expansion engines from 1904-1905 (and 1907) . They were all scrapped in the 'teens except for 985, which was scrapped in March 1924.

Rounding out the basic G-6 design (Locobase 9231) from Baldwin in 1893 were these two engines delivered originally as four-cylinder Vauclain compounds. The HP cylinders measured 14 1/2", the LP 25" in diameter. Eleven years later, they were converted to the simple-expansion layout shown in the specifications. In the process, they became marginally more powerful than the G-6s.

Both G-7s were scrapped in March 1924.

50 engines built by Susquehanna shops and Baldwin in 1891 and 1896. Note very large grate in this camelback design, used for burning low-calorie coal. Most were simple-expansion, some (possibly only 975) were built as compounds with 14-in high-pressure, 24-in low-pressure cylinder diameters. Compounds worked at 180 psi.

Two Vauclain compound engines built to G-6 dimensions (see Locobase 9231). Compared to earlier Vauclain compounds, each of the two castings in this pair held HP cylinders whose diameter grew to 14 1/2" while the LP cylinder added an inch to reach 25; the associated piston valve diameter grew to 12 1/2" (318 mm).

By 1904, the compounding system had given way to simple expansion; see Locobase 16174.

Two compound engines built to G-6 dimensions are shown in Locobase 397. Not quite ten years later,the pair was rebuilt as hard-worked simples (note demand factors of small boiler and grate) in 1904 and 1905.

The two G-7s were scrapped in March 1924.

The Susquehanna Shops built the first twelve of this Ten-wheeler class: two in 1891, three in 1892, and seven in 1893. Baldwin followed with 20 more in 1893-1894.

This class was ordered by the New York, Pennsylvania & Ohio for the NYLE&W and had two sources: Eight engines were built as simple-expansion engines, eight more were delivered as Vauclain compounds (Locobase 394), but later simplified to very similar specifications.

Twenty engines built two years before G-2 or G-4. Engines 700-707 were later renumbered as engines 720-727. The data in the Locobase specs comes from the original order. The 1894 article showed three fewer boiler tubes and may in fact represent the locomotives as delivered. Erie's 1907 specifications included 192 tubes, but a very different firebox that yielded 204 sq ft (18.96 sq m) of direct heating surface area. Total evaporative heating surface area was 1,562 sq ft (145.17 sq m).

All but one were scrapped in the 'teens and early 1920s. 720 was sold to the Dayton, Toledo, and Chicago in 1920

This Ten-wheeler sextet is described as the Oa class "half deck" in the Erie diagram book. A comparison of the diagrams for the G-5 of two years earlier (Locobase 9230) and this set shows that the structure in the cab extended to the rearmost post in the earlier locomotives but were cut short (by half) in the G-6. The firebox has a somewhat smaller grate but quite a bit less firebox heating surface.

This Ten-wheeler sextet is described as the Oa class "half deck" in the Erie diagram book. A comparison of the diagrams for the G-5 of two years earlier (Locobase 9230) and this set shows that the structure in the cab extended to the rearmost post in the earlier locomotives but were cut short (by half) in the G-6. Note the small grate area.

733-735 were scrapped in 1915-1916, 731-732 went in 1925, and 730 was sold to Roter Spear in June 1927 for scrap.

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

Class | 1 | 12 | 33 | 49 | 72 |

Locobase ID | 390 | 12529 | 4894 | 12538 | 12544 |

Railroad | Erie & Wyoming Valley (ERR) | Erie (ERR) | Erie (ERR) | New York & Erie (ERR) | Erie (ERR) |

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 | 1 | 3 | 6 | 12 |

Road Numbers | 1, 31-33 / 222-223, 202, 201 / | 12 | 33-35 | 49-51, 67-69 | 72-83, 136-138 |

Gauge | Std | 6' | 6' | 6' | 6' |

Number Built | 4 | 1 | 3 | 6 | 12 |

Builder | Burnham, Parry, Williams & Co | Rogers, Ketchum & Grosvenor | Rogers, Ketchum & Grosvenor | Swinburne, Smith & Co | Swinburne, Smith & Co |

Year | 1889 | 1848 | 1848 | 1850 | 1850 |

Valve Gear | |||||

Locomotive Length and Weight | |||||

Driver Wheelbase | 10.83' | ||||

Engine Wheelbase | 20.81' | ||||

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

Overall Wheelbase (engine & tender) | 46.02' | ||||

Axle Loading (Maximum Weight per Axle) | 29750 lbs | ||||

Weight on Drivers | 78100 lbs | 42300 lbs | 49000 lbs | 45500 lbs | |

Engine Weight | 101900 lbs | 58000 lbs | 65000 lbs | 62500 lbs | 60050 lbs |

Tender Light Weight | 66500 lbs | ||||

Total Engine and Tender Weight | 168400 lbs | ||||

Tender Water Capacity | 2800 gals | ||||

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

Minimum weight of rail (calculated) | 43 lb/yard | 24 lb/yard | 27 lb/yard | 25 lb/yard | 0 |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 130 psi | 100 psi | 100 psi | 100 psi | 100 psi |

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

Tractive Effort | 15344 lbs | 8188 lbs | 9180 lbs | 8188 lbs | 0 |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.09 | 5.17 | 5.34 | 5.56 | |

Heating Ability | |||||

Firebox Area | 184 sq. ft | 67 sq. ft | 72 sq. ft | 61.50 sq. ft | 69.25 sq. ft |

Grate Area | 69 sq. ft | 15 sq. ft | 14.75 sq. ft | 13.88 sq. ft | 13.50 sq. ft |

Evaporative Heating Surface | 1078 sq. ft | 1097 sq. ft | 1251 sq. ft | 1084 sq. ft | 1138 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1078 sq. ft | 1097 sq. ft | 1251 sq. ft | 1084 sq. ft | 1138 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 152.51 | 208.79 | 212.38 | 206.31 | 216.59 |

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

Robert LeMassena's Power Computation | 8970 | 1500 | 1475 | 1388 | 1350 |

Same as above plus superheater percentage | 8970 | 1500 | 1475 | 1388 | 1350 |

Same as above but substitute firebox area for grate area | 23920 | 6700 | 7200 | 6150 | 6925 |

Power L1 | 3430 | 2725 | 2735 | 2648 | 0 |

Power MT | 290.47 | 426.07 | 369.16 | 384.91 |

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

Class | 86 | G-10 | G-11 | G-12 | G-13 |

Locobase ID | 12547 | 399 | 400 | 401 | 402 |

Railroad | Erie (ERR) | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) | Erie (ERR) | Erie (ERR) |

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 | 6 | 12 | 10 | 15 |

Road Numbers | 86 | 360-365/790-795/851-855 | 316-327/760-771 | 909-918 | 919-933 |

Gauge | 6' | Std | Std | Std | Std |

Number Built | 1 | 6 | 12 | 10 | 15 |

Builder | Rogers, Ketchum & Grosvenor | Burnham, Williams & Co | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co |

Year | 1851 | 1893 | 1890 | 1901 | 1901 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.50' | 13.50' | 12' | 12' | |

Engine Wheelbase | 24.17' | 24.17' | 22.83' | 24.08' | |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.56 | 0.53 | 0.50 | |

Overall Wheelbase (engine & tender) | 50.42' | 50.50' | 53.65' | 54.91' | |

Axle Loading (Maximum Weight per Axle) | 35200 lbs | 50200 lbs | 52000 lbs | ||

Weight on Drivers | 47000 lbs | 101600 lbs | 100000 lbs | 148700 lbs | 153200 lbs |

Engine Weight | 65175 lbs | 138000 lbs | 130000 lbs | 179100 lbs | 191200 lbs |

Tender Light Weight | 87900 lbs | 87900 lbs | 144000 lbs | 149000 lbs | |

Total Engine and Tender Weight | 225900 lbs | 217900 lbs | 323100 lbs | 340200 lbs | |

Tender Water Capacity | 4500 gals | 4500 gals | 7500 gals | 7500 gals | |

Tender Fuel Capacity (oil/coal) | 9 tons | 9 tons | 15 tons | 15 tons | |

Minimum weight of rail (calculated) | 26 lb/yard | 56 lb/yard | 56 lb/yard | 83 lb/yard | 85 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 72" | 68" | 62" | 62" | 62" |

Boiler Pressure | 100 psi | 160 psi | 160 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 17" x 20" | 20" x 24" | 20" x 24" | 21" x 26" | 15.5" x 28" |

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

Tractive Effort | 6824 lbs | 19200 lbs | 21058 lbs | 31439 lbs | 27217 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.89 | 5.29 | 4.75 | 4.73 | 5.63 |

Heating Ability | |||||

Firebox Area | 67.50 sq. ft | 141 sq. ft | 167.96 sq. ft | 162.30 sq. ft | 166 sq. ft |

Grate Area | 13.50 sq. ft | 31.20 sq. ft | 38 sq. ft | 77.37 sq. ft | 77 sq. ft |

Evaporative Heating Surface | 991 sq. ft | 1958 sq. ft | 2052 sq. ft | 2320 sq. ft | 2331 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 991 sq. ft | 1958 sq. ft | 2052 sq. ft | 2320 sq. ft | 2331 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 188.61 | 224.37 | 235.14 | 222.59 | 381.19 |

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

Robert LeMassena's Power Computation | 1350 | 4992 | 6080 | 15474 | 15400 |

Same as above plus superheater percentage | 1350 | 4992 | 6080 | 15474 | 15400 |

Same as above but substitute firebox area for grate area | 6750 | 22560 | 26874 | 32460 | 33200 |

Power L1 | 3034 | 5534 | 5479 | 6209 | 3797 |

Power MT | 426.95 | 360.25 | 362.37 | 276.16 | 163.92 |

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

Class | G-14 | G-15 | G-15 - superheated | G-16 | G-3 |

Locobase ID | 403 | 422 | 9240 | 405 | 393 |

Railroad | Erie & Wyoming Valley (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

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 | 14 | 25 | 25 | 15 | 40 |

Road Numbers | 15-24, 26-30/209-217, 219-220/961-972/988-999 | 950-974 | 950-974 | 919-933 | 770-809 |

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

Number Built | 14 | 25 | 40 | ||

Builder | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Erie | Erie | Several |

Year | 1886 | 1903 | 1923 | 1908 | 1896 |

Valve Gear | Stephenson | Stephenson | Baker or Walschaert | Stephenson | |

Locomotive Length and Weight | |||||

Driver Wheelbase | 10.83' | 13.33' | 13.33' | 12' | 13.50' |

Engine Wheelbase | 20.81' | 24.67' | 24.67' | 24.08' | 24.17' |

Ratio of driving wheelbase to overall engine wheebase | 0.52 | 0.54 | 0.54 | 0.50 | 0.56 |

Overall Wheelbase (engine & tender) | 46.56' | 53.92' | 53.92' | 54.91' | 50.50' |

Axle Loading (Maximum Weight per Axle) | 29300 lbs | 47680 lbs | 47200 lbs | 49550 lbs | 40200 lbs |

Weight on Drivers | 82100 lbs | 132110 lbs | 135250 lbs | 141950 lbs | 108000 lbs |

Engine Weight | 99100 lbs | 176500 lbs | 185210 lbs | 180100 lbs | 144750 lbs |

Tender Light Weight | 65700 lbs | 137000 lbs | 137000 lbs | 149000 lbs | 93000 lbs |

Total Engine and Tender Weight | 164800 lbs | 313500 lbs | 322210 lbs | 329100 lbs | 237750 lbs |

Tender Water Capacity | 2800 gals | 6800 gals | 6800 gals | 7500 gals | 4500 gals |

Tender Fuel Capacity (oil/coal) | 6.5 tons | 14 tons | 14 tons | 20 tons | 8.5 tons |

Minimum weight of rail (calculated) | 46 lb/yard | 73 lb/yard | 75 lb/yard | 79 lb/yard | 60 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 50" | 69" | 62" | 69" | 62" |

Boiler Pressure | 130 psi | 200 psi | 200 psi | 200 psi | 180 psi |

Cylinders (dia x stroke) | 18" x 24" | 19" x 26" | 21" x 26" | 22" x 26" | 20" x 26" |

Tractive Effort | 17185 lbs | 23125 lbs | 31439 lbs | 31004 lbs | 25665 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.78 | 5.71 | 4.30 | 4.58 | 4.21 |

Heating Ability | |||||

Firebox Area | 184 sq. ft | 155.20 sq. ft | 166 sq. ft | 166 sq. ft | 139 sq. ft |

Grate Area | 69 sq. ft | 52.20 sq. ft | 52.30 sq. ft | 77 sq. ft | 29.70 sq. ft |

Evaporative Heating Surface | 1070 sq. ft | 2505 sq. ft | 1948 sq. ft | 2331 sq. ft | 2083 sq. ft |

Superheating Surface | 410 sq. ft | ||||

Combined Heating Surface | 1070 sq. ft | 2505 sq. ft | 2358 sq. ft | 2331 sq. ft | 2083 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 151.37 | 293.60 | 186.90 | 203.77 | 220.33 |

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

Robert LeMassena's Power Computation | 8970 | 10440 | 10460 | 15400 | 5346 |

Same as above plus superheater percentage | 8970 | 10440 | 12238 | 15400 | 5346 |

Same as above but substitute firebox area for grate area | 23920 | 31040 | 38844 | 33200 | 25020 |

Power L1 | 3050 | 8845 | 12825 | 6356 | 5466 |

Power MT | 245.70 | 442.81 | 627.16 | 296.14 | 334.73 |

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

Class | G-4 | G-7 - simpled | G-8/G-9 | O a/G-7 | O a/G-7 |

Locobase ID | 394 | 9232 | 398 | 397 | 16174 |

Railroad | New York, Lake Erie & Western (ERR) | Chicago & Erie (ERR) | New York, Lake Erie & Western (ERR) | Chicago & Erie (ERR) | Chicago & Erie (ERR) |

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 | 50 | 2 | 2 |

Road Numbers | 374-381/980-987 | 336-337 / 976-977 | 336-337/990-991/976-977 | 976-977 | |

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

Number Built | 8 | 50 | 2 | ||

Builder | Burnham, Williams & Co | Erie | several | Burnham, Williams & Co | Erie |

Year | 1893 | 1904 | 1891 | 1893 | 1904 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.50' | 12.83' | 12' | 12.83' | 12.83' |

Engine Wheelbase | 24.50' | 24.19' | 22.83' | 24.17' | 24.19' |

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

Overall Wheelbase (engine & tender) | 50' | 50.85' | 51.87' | 50.85' | 50.85' |

Axle Loading (Maximum Weight per Axle) | 43400 lbs | 37650 lbs | 42200 lbs | 37650 lbs | |

Weight on Drivers | 113650 lbs | 109800 lbs | 118500 lbs | 96000 lbs | 109800 lbs |

Engine Weight | 149700 lbs | 133600 lbs | 144500 lbs | 138600 lbs | |

Tender Light Weight | 77000 lbs | 77000 lbs | 87900 lbs | 77000 lbs | 77000 lbs |

Total Engine and Tender Weight | 226700 lbs | 210600 lbs | 232400 lbs | 215600 lbs | |

Tender Water Capacity | 3600 gals | 3600 gals | 4500 gals | 3600 gals | 3600 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 8 tons | 9 tons | 8.9 tons | 8.9 tons |

Minimum weight of rail (calculated) | 63 lb/yard | 61 lb/yard | 66 lb/yard | 53 lb/yard | 61 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62" | 62" | 62" | 68" | 68" |

Boiler Pressure | 180 psi | 160 psi | 175 psi | 180 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 14" x 24" | 20" x 24" | 21" x 26" | 14.5" x 24" | 20" x 24" |

Low Pressure Cylinders (dia x stroke) | 24" x 24" (2) | 25" x 24" (2) | |||

Tractive Effort | 17322 lbs | 21058 lbs | 27509 lbs | 16991 lbs | 21600 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.56 | 5.21 | 4.31 | 5.65 | 5.08 |

Heating Ability | |||||

Firebox Area | 137.68 sq. ft | 148 sq. ft | 187 sq. ft | 148.80 sq. ft | 148 sq. ft |

Grate Area | 31 sq. ft | 24 sq. ft | 77 sq. ft | 24 sq. ft | 24 sq. ft |

Evaporative Heating Surface | 1939 sq. ft | 1654 sq. ft | 2140 sq. ft | 1646 sq. ft | 1654 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1939 sq. ft | 1654 sq. ft | 2140 sq. ft | 1646 sq. ft | 1654 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 453.46 | 189.53 | 205.32 | 358.84 | 189.53 |

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

Robert LeMassena's Power Computation | 5580 | 3840 | 13475 | 4320 | 4320 |

Same as above plus superheater percentage | 5580 | 3840 | 13475 | 4320 | 4320 |

Same as above but substitute firebox area for grate area | 24782 | 23680 | 32725 | 26784 | 26640 |

Power L1 | 3889 | 4536 | 5335 | 3576 | 5596 |

Power MT | 226.32 | 273.23 | 297.76 | 246.37 | 337.08 |

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

Class | O/G-1 | O/G-2, G-4 | O/G-5 | OA / G-6 | Oa / G-6 |

Locobase ID | 391 | 392 | 395 | 9231 | 396 |

Railroad | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) | Chicago & Erie (ERR) | Chicago & Erie (ERR) | Chicago & Erie (ERR) |

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 | 41 | 16 | 20 | 6 | 6 |

Road Numbers | 329-360 | 366-373/750-757, 980-987 | 310-329/708-719, 700-707 | 330-335 / 730-735 | 330-335/730-735 |

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

Number Built | 41 | 8 | 20 | 6 | 6 |

Builder | Several | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co |

Year | 1889 | 1893 | 1891 | 1893 | 1893 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.50' | 13.50' | 12.83' | 12.83' | 12.83' |

Engine Wheelbase | 24.17' | 23.83' | 23.50' | 23.52' | 23.52' |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.57 | 0.55 | 0.55 | 0.55 |

Overall Wheelbase (engine & tender) | 50.50' | 49.33' | 49' | 50.19' | 50.19' |

Axle Loading (Maximum Weight per Axle) | 38300 lbs | 37300 lbs | 34600 lbs | 37250 lbs | 37250 lbs |

Weight on Drivers | 111000 lbs | 108300 lbs | 99800 lbs | 109800 lbs | 108300 lbs |

Engine Weight | 144000 lbs | 138000 lbs | 122500 lbs | 133600 lbs | 131800 lbs |

Tender Light Weight | 86800 lbs | 77000 lbs | 77000 lbs | 77000 lbs | 77000 lbs |

Total Engine and Tender Weight | 230800 lbs | 215000 lbs | 199500 lbs | 210600 lbs | 208800 lbs |

Tender Water Capacity | 4500 gals | 3600 gals | 3600 gals | 3600 gals | 3600 gals |

Tender Fuel Capacity (oil/coal) | 9 tons | 8.9 tons | 8.9 tons | 8 tons | 8.9 tons |

Minimum weight of rail (calculated) | 62 lb/yard | 60 lb/yard | 55 lb/yard | 61 lb/yard | 60 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 68" | 62" | 62" | 62" | 62" |

Boiler Pressure | 160 psi | 160 psi | 145 psi | 160 psi | 160 psi |

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

Tractive Effort | 19200 lbs | 21058 lbs | 17223 lbs | 19005 lbs | 19005 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.78 | 5.14 | 5.79 | 5.78 | 5.70 |

Heating Ability | |||||

Firebox Area | 167.96 sq. ft | 137.68 sq. ft | 154 sq. ft | 148 sq. ft | 148.80 sq. ft |

Grate Area | 39 sq. ft | 31 sq. ft | 28 sq. ft | 24 sq. ft | 24 sq. ft |

Evaporative Heating Surface | 2052 sq. ft | 1939 sq. ft | 1543 sq. ft | 1654 sq. ft | 1646 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2052 sq. ft | 1939 sq. ft | 1543 sq. ft | 1654 sq. ft | 1646 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 235.14 | 222.19 | 195.92 | 210.01 | 208.99 |

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

Robert LeMassena's Power Computation | 6240 | 4960 | 4060 | 3840 | 3840 |

Same as above plus superheater percentage | 6240 | 4960 | 4060 | 3840 | 3840 |

Same as above but substitute firebox area for grate area | 26874 | 22029 | 22330 | 23680 | 23808 |

Power L1 | 6009 | 4978 | 4400 | 5026 | 5017 |

Power MT | 358.04 | 304.01 | 291.59 | 302.74 | 306.39 |

*Erie Power*by Frederick Westing and Alvin F. Staufer, Published by Alvin F. Staufer

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