The first 14 of this class -- originally numbered in the 1100s -- had piston valves; the latter 15 -- 1601-1615 -- were equipped with slide valves. These were the last of the MoPac's passenger Ten-wheelers and they operated until the mid-1930s.
This pair of small Ten-wheelers served the KC, W & NW for several years. The railway extended northwest from Kansas City in the direction of the Black Hills of South Dakota as far as Virginia City, Nebraska, where it connected with the Rock Island.
Unfortunately for its backers, the railway failed and was bought up by the Jay Gould-controlld Missouri Pacific in 1894. At that point it was renamed simply Kansas City Northwestern. Its fortunes never really improved and the line was abandoned in October 1919 and actually taken up some time in the 1920s.
As for the pair of Ten-wheelers described here, they shed a few tubes in a later rebuilding, winding up with 225.
Works numbers were 10812 and 10814 in April 1890.
This pair of Ten-wheelers preceded a larger class that went to the Missouri Pacific later in the year (Locobase 10039). Delivered with 20" (508 mm) cylinders, but soon reduced to 18" (457 mm). Very soon after the two engines arrived on the KCW&NW, they were sold in 1891 as a set to the Chicago & Grand Trunk as their class A1 and renumbered 152-153. The two were renumbered 1241-1242 in 1898-1891 and 1287-1288.
After the Grand Truck was absorbed by the Canadian National in 1920, the 1288 was scrapped, but 1287 was redesignated G-19-a in 1923 and renumbered 1167.
This quintet of Ten-wheelers soon went to the Trinity & Brazos Valley as a class in 1907, were renumbered, and operated on that road for decades. The Boll Weevil scrapped the 54 in June 1929, then suffered its own transformation in 1930 as it was reorganized as the Burlington-Rock Island. The class shrank as 56 was scrapped in 1931, 55 in 1937, 53 in 1939, and 52 in 1944.
This class of Rogers engines had a good deal more heating surface area than the 1893 Rogers engines supplied to the International Great Northern (Locobase 6893).
Somehow, Cooke's decade of locomotives (works #2402-2411) were built to the same specifications as the Rogers engines of the same year (Locobase 10035), but ended up with a slightly lower tube heating surface. Otherwise the designs were identical.
Classic early-80s Ten-wheeler with the dome right over the firebox and the firebox shoved down between the 2nd and 3rd axles.
Bought by the MP in 1910, this locomotive had entered service in the mid-1880s.
NB: EHS is tube heating surface only.
2701 was sold to the New Orleans & Lower Coast in the 1920s. 2702 operated on the St 2736 later went to the Arkansas Railroad, then the Cadiz Railroad in Missouri where it operated as #12 until March 1953.
693 / 2652 was later sold to the Minneapolis Northfield & Southern. 695 / 2644 received 61" drivers, then was sold to the Cassville & Exeter.
The C & E (see http://www.rootsweb.ancestry.com/~mobarry/Exeter/train.htm), originally known as the Cassville & Western and located in Missouri, was recognized at one point by Ripley's Believe It or Not as the shortest railroad in America at 4.8 miles. 2644 came to the C & E in 1946 when Ray Dingler made one last effort to continue railroading, but a 1949 ice storm wrecked any real chance of success and the railroad closed soon after.
Although virtually identical to the MP engines delivered a year earlier (Locobase 10035) by the same builder, these had a clerestory in the cab and taller drivers.
Ten-wheelers that were rated for passenger and freight.For some reason, some of the class had the dome on the conical section of the boiler and others over the firebox. The tender's oil-fuel capacity was rated at 35 barrels (1,470 US gallons).
These Ten-wheelers looked bigger than they were. In fact, they're about the same size as the I & GN's 4-4-0s. Locobase supposes that the design's intent was to put more adhesive weight on relatively light rail. Thus, the boiler the direct heating surface were small and the grate only average for a 4-6-0, but suitable for the light-density duty they must have undertaken. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).
Two years after the Schenectady Ten-wheelers, the I & GN took delivery of these larger examples from one of the Paterson, New Jersey builders. The grate's width spanned the distance between the rear two driving axles, but rested over them. Note the large amount of direct heating surface. As with most 1890s American locomotives, the considerable girth of the boiler at the firebox and steam dome end tapered sharply to a much smaller tube-filled course forward. The tender's oil-fuel capacity was rated at 44 barrels (1,848 US gallons).
By the time of the IGN's diagram book publication date, two of the class had been converted to 0-6-0 switchers. This entailed deleting the leading truck and shifting the three driving axles forward. At least three others were superheated; see Locobase 6892.
Three of the Cooke Ten-wheelers delivered in 1892 and described in Locobase 6891 received a new, superheated boiler and 8" piston valves for their cylinders. The percentage of superheated surface is relatively generous for such conversions. The enhanced boiler, coupled with an atypical increase in boiler pressure, conferred not just greater tractive effort but appreciably more power at speed.
Among the dozens of mixed-traffic Ten-wheelers running on the I & GN were these higher-drivered passenger types from Cooke (builder's numbers 2730-2735). Notice the relatively long stroke for such a small cylinder diameter. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
It's not clear whether any of these were ever superheated..
This sextet was based on the Cooke passenger engines of a year earlier (Locobase 6898), but had smaller drivers. The tender's oil-fuel capacity was rated at 62 barrels (2,604 US gallons).
Cooke (builder's numbers 2667-2671, 2703-2707) supplied these low-drivered Ten-wheelers to the I & GN in the same year the company produced the 6 passenger engines shown in Locobase 6898. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
Near the end of the 19th Century, the pre-eminent Paterson builder received a sizable order for engines with the same firebox dimensions as the 1893 Cookes (Locobase 6891), but which heated a larger boiler. The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
These do not seem to have been rebuilt with superheaters later on.
The Baldwin spec says that the details of these two batches of engines and tenders were "..to be exact duplicate of ...Brooks Works Locos. 45609-45618 [Locobase 6896]...unless otherwise specified." When the two sets are compared, the firebox heating surface area of the Baldwins was quite a bit smaller. The 1911 locomotives were delivered as oil burners.
Both these engines and the Brooks were superheated to a common standard; see Locobase 6897.
At the turning of the century, Rogers supplied 6 relatively large Ten-wheelers to the Calvert, Waco & Brazos Valley. The C W & BV had a relatively short independent existence as a railroad, having been chartered on 28 June 1899 and acquired by the International Great Northern, 12 February 1901, and merged 1 May 1901.
The inherited sextet's design set the pattern for the most numerouse I & GN class as Cooke followed with 11 more in 1901 and 15 more in 1903 (builders' # for the latter batch were 26695-26700, 27243-27252). Baldwin added 10 more in 1906 with a slightly smaller amount of EHS (2,473 sq ft including 254 sq ft of direct heating surface). The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
As well as putting 16 more tons of adhesion on the rails than earlier I & GN engines from the same builders, these locomotives had more than proportionately bigger boilers that proved suitable for superheating later. See Locobase 6895 for the result.
Two years after Baldwin filled in the last of the 85-ton Ten-wheelers described in Locobase 6894, the I & GN went to still another builder for similar locomotives with more evaporative heating surface. Locobase can't tell why the firebox heating surface was so high; it's almost 60 sq ft more than we found in the 14 Baldwins built to the same design in 1909 and 1911; see Locobase 13792.
Like the other 4-6-0s, these were superheated later; see Locobase 6897.
As with the earlier Cooke rebuilds, superheating the 1900-1901 Ten-wheelers (Locobase 6894) yielded a considerable increase in power because the relatively large amount of boiler given over to the superheater.
The Brooks and Baldwin Ten-wheelers that came on the road in 1908 and 1909 were slightly larger versions of the more numerous 65-ton 4-6-0s. So when they were superheated later on, their superheaters were identical to the earlier group, but total heating surface was a bit more.
The tender's oil-fuel capacity was rated at 60 barrels (2,520 US gallons).
As noted in Locobase 6894, Rogers supplied 4 relatively large Ten-wheelers that set the pattern for the most numerouse I & GN class. That entry has information about succeeding locomotives in the class.
This entry shows what happened when the I & GN superheated the original series of locomotives. Although the conversion reduced the number of small tubes by 107, overall heating surface area increased by 179 sq ft and almost 1 in 5 of that total was superheated. A few rode on 68" drivers, but were otherwise similar.
This set of orders sent locomotives to the Missouri Pacific (the August batch) and the affiliated Saint Louis, Iron Mountain & Southern (September) as their 760 class. Compared to the slightly earlier deliveries shown in Locobases 10038-10039, this Ten-wheeler had 2 fewer tubes, but was otherwise identical.
2601 was sold to the Graysonia, Nashville & Ashdown
The first of a series of Baldwin Ten-wheeler orders supplied to the St L, IM & S in the 1890s (see Locobases 10037-10038 for the later variants). These and the 1892 locomotives differed only in driver diameter and then not by much. A few -- 2661, 2664, 2665, 2668 -- were later refitted with 61" drivers.
http://codney.tnorr.com/simmons.htm) - it's well worth finding and reading it.
As noted in Locobase 13903, the 235 originally came on the scene as the Artesian Belt's #2. Eight years later, the AB, in its newer identity as the San Antonio Southern, sold the 2 to the Fort Smith & Western, which renumbered it 21. The FS & W sold it to locomotive rebuilder Southern Iron & Equipment, which sold it to the San Antonio, Uvalde & Gulf in 1923 as their #32. And when the MP took over the Link Line two years later, they renumbered it 235.
At some point the saturated boiler had been superseded by a superheated vessel with smaller-diameter tubes and a clutch of flues for the superheater elements. Driver diameter increased first to 57", then in 1931 to 58".
These were among the last locomotives to be built by Brooks under its independent works number system; the engines were numbered 3702-3703, 3707, 3712-3715, 3735-3742, 3792-3816, 3846-3864. Before the class was complete in 1902, Brooks had delivered both piston-valve and slide-valve versions. See Locobase 12561 for the few Baldwins that shared this class ID.
The relatively low axle loading meant that while most were scrapped before World War II, a couple survived until 1955 because bridges on many branch lines could not support anything larger.
Locobase 10034 shows the large Brooks batches that possessed identical power dimensions, but had smaller boilers and larger fireboxes. The Baldwin specs showed 350 13-ft long tubes measuring a total of 2,367 sq ft and a small firebox of 135 sq ft. Together, that amounted to a sizable 2,502 sq ft, considerably larger than equivalent dimensions in the Brooks engines.
It's not clear if these were delivered with Walschaert gear, but the 1924 diagrams affirm that they used the outside radial gear system by then. Moreover, they appear to have received boilers with fewer, but longer tubes (18" longer), which in the 2403 yielded the heating surfaces shown in Locobase.
The relatively low axle loading meant that while most were scrapped before World War II, a couple survived until 1955 because bridges on many branch lines could not support anything larger.
Small Ten-wheelers for an MP subsidiary. Baldwin delivered these Ten-wheelers and the Eight-wheelers shown in Locobase 7769 with equipment from several suppliers, according to the Railroad Gazette of 27 October 1905 (p. 132).
Pyle-National electric headlights
Ajax journal bearings
Richardson valve rod packings
Baldwin standard safety valves
Leach sanding devices
Detroit sight-feed lubricators
Safety steam heat equipment
Midvale driving and truck wheel tires
At least two were later superheated and fitted with 10" piston valves. After the refit, the boiler held 118 2" tubes and 18 5 1/2" flues. Total evaporative heating surface came to 1,265 sq ft while the superheater added 240 sq ft.
This is the large class of Ten-wheelers that were delivered by several builders from 1901 to 1908. Alco's Brooks & Cooke works and Baldwin (works numbers were 29484-29489, 29562, 29580 in November 1911; 29682-29683 in December.)
This octet of mixed-traffic Ten-wheelers gained evaporative heating surface area by resorting to 2 1/4"-diameter tubes. But the grate remained small, the firebox deep and between the rear two driving axles.
7805 was later sold to the Wichita Northwestern, which operated it until the line was abandoned in March 1941.
Although Alco's Cooke works delivered these three big Ten-wheelers as a trio in 1901-1903, the railroad modified their boilers differently when it came time to install a 26-tube superheater. The 339 had the larger boiler as shown in the specs.
When Baldwin delivered this set of 10 locomotives in 1906, they were saturated and, most likely, similar to the Cooke engines that came on the road a few years earlier. As they were modified with superheaters and other appurtenances, a few variations appeared. 344 was the only one with a Roach steam chest (most likely a modified slide valve); the others received 11" piston valves. Two of the class (347, 350) received Walschaert valve gear; the others all retained their Stephenson link motion.
These were identical to the upgrades to the original 41-locomotive order of the early 1900s (Locobase 7815), but built new by the IGN in the 1920s. Obviously the balance of power and size was just what the I & GN wanted.
|Specifications by Steve Llanso|
|Class||1101 / 1601||14||17||21||21 / C-3-D||2501||2516||2807||2834||629 / 2702 / TN-61||667 / TN-56 - 2626||7701||T 17/24 64B||T 18/24 86D||T 18/24 96E||T 18/24 96Es||T 18/28 88J||T 19/24 104K||T 19/24 118H||T 19/24 98F||T 20/28 130 - 1909, 1911||T 20/28 130G||T 20/28 130G -1908||T 20/28 130Gs||T 20/28 130Gs2||TN 63 - 30.2||TN-56||TN-56 - 2657||TN-57 - 239||TN-61||TN-61||TN-63 - 252||TN-63- 351 saturated||TN-64||TN-67 - 333||TN-67 - 341||TN-67 - 371|
|Railroad||Missouri Pacific (MP)||Kansas City, Wyandotte & Northwestern (MP)||Little Rock & Fort Smith (MP)||Kansas City, Wyandotte & Northwestern (MP)||Saint Louis, Brownsville & Mexico (MP)||Missouri Pacific (MP)||Saint Louis, Iron Mountain & Southern (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)||Saint Louis, Iron Mountain & Southern (MP)||Saint Louis, Iron Mountain & Southern (MP)||Missouri Pacific (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)||Missouri Pacific (MP)||Saint Louis, Iron Mountain & Southern (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)||Saint Louis, Brownsville & Mexico (MP)||International & Great Northern (MP)||Missouri Pacific (MP)||International & Great Northern (MP)||International & Great Northern (MP)||International & Great Northern (MP)|
|Road Numbers||1101-14, 1601-29/7501-29||14-15 / 2734-2735||17-18||21-22/152-153/1241-1242/1287-1288/1167||21-25 / 52-56||2501-2515||765-774 / 2516-2525||2806-08, 2813, 2818||2834||629-657 / 2701-2727||667-705 /2627-2656||7701-7710||71-80||110-119||2156-2164||122, 123, 128||301-306||307-312||145-154||266-280 / 5252-5269||252-265||201-241||242-251||201-202||242-43, 47, 49, 51-53, 55||311-313||701-715 / 2601-2625||2657-2674||235||2301-2401||2402-2403||251-262||315-360||277-284 / 7801-7808||333, 339, 351-53, 355-60||320, 341-350||371-384|
|Builder||Brooks||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Rogers||Cooke||Rogers||Rogers||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Rogers||Pittsburgh||Schenectady||Cooke||Cooke||Cooke||Rhode Island||Cooke||Rogers||Baldwin||several||Alco-Brooks||IGN||Brooks||several||Burnham, Williams & Co||Burnham, Parry, Williams & Co||MP||Brooks||Burnham, Williams & Co||Burnham, Williams & Co||several||Burnham, Parry, Williams & Co||Alco-Cooke||IGN||IGN|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.57||0.50||0.52||0.56||0.53||0.54||0.55||0.52||0.52||0.53||0.55||0.53||0.54||0.54||0.54||0.54||0.53||0.54||0.57||0.55||0.55||0.55||0.55||0.55||0.52||0.52||0.52||0.58||0.55||0.57||0.55||0.56||0.55||0.55||0.55|
|Overall Wheelbase (engine & tender)||53.21'||50.45'||50.45'||47.33'||48.47'||48.37'||50.48'||47.62'||48.17'||47.42'||47.67'||56.33'||56.33'||52.33'||50.76'||56.50'||53.83'||56.50'||53.83'||56.50'||53.83'||48.37'||48.19'||52.50'||53.19'||49.33'||56.50'||50'||58.25'||56.50'||58.25'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||112000 lbs||90000 lbs||64000 lbs||90000 lbs||114500 lbs||109600 lbs||109600 lbs||68000 lbs||74000 lbs||90000 lbs||100450 lbs||109600 lbs||64000 lbs||86000 lbs||96500 lbs||96500 lbs||88000 lbs||104000 lbs||118000 lbs||98000 lbs||134000 lbs||130000 lbs||134000 lbs||130000 lbs||134000 lbs||130000 lbs||100450 lbs||91800 lbs||113280 lbs||122500 lbs||133000 lbs||95840 lbs||140000 lbs||90975 lbs||148000 lbs||130000 lbs||148000 lbs|
|Engine Weight||144850 lbs||114000 lbs||85000 lbs||115000 lbs||140000 lbs||147300 lbs||147300 lbs||96000 lbs||98000 lbs||115000 lbs||120800 lbs||147300 lbs||90000 lbs||108000 lbs||126500 lbs||126500 lbs||142000 lbs||148000 lbs||150000 lbs||130000 lbs||174000 lbs||162000 lbs||174000 lbs||170000 lbs||174000 lbs||170000 lbs||120800 lbs||117500 lbs||139080 lbs||154000 lbs||167000 lbs||127040 lbs||174000 lbs||126150 lbs||182000 lbs||170000 lbs||182000 lbs|
|Tender Light Weight||98800 lbs||74000 lbs||93700 lbs||93700 lbs||62000 lbs||66000 lbs||78000 lbs||87200 lbs||93700 lbs||88000 lbs||88000 lbs||97500 lbs||97500 lbs||123000 lbs||125000 lbs||110000 lbs||110000 lbs||130000 lbs||114000 lbs||136000 lbs||114000 lbs||136000 lbs||114000 lbs||87200 lbs||86600 lbs||113494 lbs||106500 lbs||98000 lbs||104000 lbs||136000 lbs||84050 lbs||161000 lbs||126000 lbs||161000 lbs|
|Total Engine and Tender Weight||243650 lbs||188000 lbs||241000 lbs||241000 lbs||158000 lbs||164000 lbs||193000 lbs||208000 lbs||241000 lbs||178000 lbs||196000 lbs||224000 lbs||224000 lbs||265000 lbs||273000 lbs||260000 lbs||240000 lbs||304000 lbs||276000 lbs||310000 lbs||284000 lbs||310000 lbs||284000 lbs||208000 lbs||204100 lbs||252574 lbs||260500 lbs||265000 lbs||231040 lbs||310000 lbs||210200 lbs||343000 lbs||296000 lbs||343000 lbs|
|Tender Water Capacity||5000 gals||3600 gals||3000 gals||3500 gals||5000 gals||4000 gals||4000 gals||3600 gals||4000 gals||4000 gals||4000 gals||4000 gals||4500 gals||4500 gals||4500 gals||6600 gals||5500 gals||5000 gals||6000 gals||5500 gals||5000 gals||5500 gals||5000 gals||5500 gals||4000 gals||4000 gals||6000 gals||5000 gals||5000 gals||4500 gals||6000 gals||3600 gals||8000 gals||5600 gals||8000 gals|
|Tender Fuel Capacity (oil/coal)||9 tons||10 tons||tons||tons||2500 gals||9 tons||9 tons||8 tons||tons||2500 gals||9 tons||9 tons||9 tons||9 tons||10 tons||10 tons||12 tons||12 tons||12 tons||12 tons||3000 gals||12 tons||13 tons||12 tons||13 tons||12 tons||9 tons||9 tons||2741 gals||2800 gals||9 tons||2300 gals||2520 gals||9 tons||3360 gals||2520 gals||3360 gals|
|Minimum weight of rail (calculated) on which locomotive could run||62 lb/yard||50 lb/yard||36 lb/yard||50 lb/yard||64 lb/yard||61 lb/yard||61 lb/yard||38 lb/yard||41 lb/yard||50 lb/yard||56 lb/yard||61 lb/yard||36 lb/yard||48 lb/yard||54 lb/yard||54 lb/yard||49 lb/yard||58 lb/yard||66 lb/yard||54 lb/yard||74 lb/yard||72 lb/yard||74 lb/yard||72 lb/yard||74 lb/yard||72 lb/yard||56 lb/yard||51 lb/yard||63 lb/yard||68 lb/yard||74 lb/yard||53 lb/yard||78 lb/yard||51 lb/yard||82 lb/yard||72 lb/yard||82 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||130 psi||130 psi||130 psi||180 psi||180 psi||190 psi||140 psi||140 psi||150 psi||150 psi||180 psi||160 psi||140 psi||160 psi||180 psi||190 psi||190 psi||170 psi||170 psi||200 psi||190 psi||190 psi||190 psi||190 psi||200 psi||150 psi||150 psi||190 psi||200 psi||200 psi||180 psi||190 psi||160 psi||210 psi||190 psi||200 psi|
|Cylinders (dia x stroke)||19" x 26"||19" x 24"||18" x 24"||18" x 24"||20" x 26"||20" x 24"||20" x 24"||18" x 24"||18" x 24"||19" x 24"||20" x 24"||20" x 24"||17" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 28"||19" x 28"||19" x 24"||19" x 24"||20" x 28"||20" x 28"||20" x 28"||20" x 28"||20" x 28"||20" x 28"||20" x 24"||20" x 24"||18" x 26"||19.5" x 28"||19.5" x 28"||19" x 24"||20" x 28"||20" x 24"||21" x 28"||20" x 28"||21" x 28"|
|Tractive Effort||23125 lbs||17096 lbs||15912 lbs||15344 lbs||25665 lbs||24079 lbs||25416 lbs||16306 lbs||16234 lbs||18109 lbs||21857 lbs||21922 lbs||16549 lbs||16824 lbs||19228 lbs||21631 lbs||20070 lbs||25912 lbs||21964 lbs||21964 lbs||30710 lbs||28711 lbs||28711 lbs||28711 lbs||28711 lbs||30222 lbs||21857 lbs||21857 lbs||23868 lbs||29672 lbs||29672 lbs||21041 lbs||28263 lbs||20724 lbs||32897 lbs||28263 lbs||31331 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.84||5.26||4.02||5.87||4.46||4.55||4.31||4.17||4.56||4.97||4.60||5.00||3.87||5.11||5.02||4.46||4.38||4.01||5.37||4.46||4.36||4.53||4.67||4.53||4.67||4.30||4.60||4.20||4.75||4.13||4.48||4.55||4.95||4.39||4.50||4.60||4.72|
|Firebox Area||177 sq. ft||136 sq. ft||127 sq. ft||142 sq. ft||187.50 sq. ft||160 sq. ft||160 sq. ft||115 sq. ft||145 sq. ft||137 sq. ft||175 sq. ft||105 sq. ft||116 sq. ft||214 sq. ft||214 sq. ft||184 sq. ft||189 sq. ft||255 sq. ft||214 sq. ft||198.80 sq. ft||245 sq. ft||254 sq. ft||255 sq. ft||254 sq. ft||255 sq. ft||137 sq. ft||137 sq. ft||150 sq. ft||161 sq. ft||163 sq. ft||133 sq. ft||254 sq. ft||138 sq. ft||254 sq. ft||254 sq. ft||254 sq. ft|
|Grate Area||32.50 sq. ft||16.50 sq. ft||25.60 sq. ft||22.90 sq. ft||29 sq. ft||29 sq. ft||15.50 sq. ft||18 sq. ft||23.70 sq. ft||23.50 sq. ft||28.70 sq. ft||15.50 sq. ft||24.50 sq. ft||28 sq. ft||28 sq. ft||28 sq. ft||27 sq. ft||35 sq. ft||28 sq. ft||34 sq. ft||35 sq. ft||34 sq. ft||35 sq. ft||34 sq. ft||34 sq. ft||23.50 sq. ft||23.30 sq. ft||25 sq. ft||32.40 sq. ft||33 sq. ft||17.04 sq. ft||34 sq. ft||19.70 sq. ft||34 sq. ft||34 sq. ft||34 sq. ft|
|Evaporative Heating Surface||2003 sq. ft||1700 sq. ft||1401 sq. ft||1905 sq. ft||2124 sq. ft||2101 sq. ft||2086 sq. ft||1445 sq. ft||1546 sq. ft||1915 sq. ft||1902 sq. ft||2101 sq. ft||1433 sq. ft||1397 sq. ft||1586 sq. ft||1308 sq. ft||1675 sq. ft||1675 sq. ft||1932 sq. ft||1644 sq. ft||2587 sq. ft||2481 sq. ft||2657 sq. ft||1880 sq. ft||1999 sq. ft||1869 sq. ft||1888 sq. ft||1902 sq. ft||1444 sq. ft||2269 sq. ft||2493 sq. ft||1715 sq. ft||2276 sq. ft||1876 sq. ft||1988 sq. ft||1868 sq. ft||1988 sq. ft|
|Superheating Surface||303 sq. ft||494 sq. ft||494 sq. ft||494 sq. ft||289 sq. ft||494 sq. ft||494 sq. ft||494 sq. ft|
|Combined Heating Surface||2003 sq. ft||1700 sq. ft||1401 sq. ft||1905 sq. ft||2124 sq. ft||2101 sq. ft||2086 sq. ft||1445 sq. ft||1546 sq. ft||1915 sq. ft||1902 sq. ft||2101 sq. ft||1433 sq. ft||1397 sq. ft||1586 sq. ft||1611 sq. ft||1675 sq. ft||1675 sq. ft||1932 sq. ft||1644 sq. ft||2587 sq. ft||2481 sq. ft||2657 sq. ft||2374 sq. ft||2493 sq. ft||2363 sq. ft||1888 sq. ft||1902 sq. ft||1733 sq. ft||2269 sq. ft||2493 sq. ft||1715 sq. ft||2276 sq. ft||1876 sq. ft||2482 sq. ft||2362 sq. ft||2482 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||234.76||215.85||198.20||269.50||224.67||240.76||239.04||204.43||218.71||243.15||217.95||240.76||227.28||197.64||224.37||185.04||203.11||182.29||245.31||208.74||254.10||243.69||260.97||184.66||196.34||183.58||216.35||217.95||188.57||234.44||257.58||217.76||223.55||214.97||177.11||183.48||177.11|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6500||2145||3328||2977||0||5220||5510||2170||2520||3555||3525||5166||2480||3430||4480||5040||5320||5130||5950||4760||6800||6650||6460||6650||6460||6800||3525||3495||4750||6480||6600||3067||6460||3152||7140||6460||6800|
|Same as above plus superheater percentage||6500||2145||3328||2977||0||5220||5510||2170||2520||3555||3525||5166||2480||3430||4480||5998||5320||5130||5950||4760||6800||6650||6460||8047||7752||8228||3525||3495||5558||6480||6600||3067||6460||3152||8568||7817||8160|
|Same as above but substitute firebox area for grate area||35400||17680||16510||18460||33750||28800||30400||16100||0||21750||20550||31500||16800||16240||34240||45839||34960||35910||43350||36380||39760||46550||48260||58625||57912||61710||20550||20550||33345||32200||32600||23940||48260||22080||64008||58395||60960|