144 was a handsome-looking pocket Ten-wheeler with good proportions that was delivered to the South Pacific Coast Railroad in 1887 (see Locobase 11847).

When the SPC was taken into the Northwestern Pacific, the NWP renumbered the 20 twice. The diagram book shows that the engine received a new boiler after the transfer that had fewer tubes and a smaller grate in the firebox. But the stroke was lengthened and the boiler was pressed to higher degree, so the resulting engine showed more power.

In December 1935, the NWP sold this engine to the Southern Illinois Coal Company.

The 3 passed to the Northern Pacific in 1902, while the 4 went to the Seattle & Northern in 1898, and thence to the Columbia & Puget Sound Railroad.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Locobase's review of the Baldwin spec books reveals many instances in which the field rep submitting a follow-up order demanded heavier springs, usually quoting something like the following complaint from the NP dated 16 February 1883: "The springs sent with the 10 wheel engines did not hold up, especially the engine truck springs; quite a number have failed." Another note advises Baldwin to "see about using 26" wheels [in the engine truck] hereafter to clear main frames."

All of the Ten-wheelers in this class pursued their freight duties for over 30 years before being scrapped. Of those, 391 was scrapped only in 1920 and 392 worked for almost exactly 40 years before being scrapped in January 1922.

The evaporative heating surface areas given in the DeGolyer specifications overstate the actual figures considerably. The information was entered after the fact and may simply have been written on the wrong spec. Tube heating surface area is overstated by 445 sq ft. Firebox heating surface area is given as 172 sq ft; based on the slightly later E-3 (Locobase 895) numbers found in a later DeGolyer entry, Locobase estimates that the firebox area was no more than 140 sq ft.

The 1944 diagram reflects a rebuild and shows 219 2" tubes, but understates the tube heating surface area that results from such an installation.

All but one of this class was scrapped by the Northern Pacific in the 1920. The lone exception was 374, which was sold to the short-line Wyoming Railway in 1916 and renumbered 102. The WR connected the towns of Clearmont (Sheridan County) and Buffalo (Johnson County, which lay 28 miles away, and supported coal mining and ranching. It was known locally as the Buffalo, Clearmont & Back - Maybe. From 1911 to 1946, the WR operated independently, then a long battle with bankruptcy led to its abandonment in 1952.

Some time later it appeared on the Alaska Central (south of Fairbanks) as their #4.

600-614 were produced in August 1889 as Baldwin works numbers 10182-10186, 10191-10198, 10200-10201. 615-617 followed in September 1890 (works numbers 11227-11228, 11234) and 618-628 completed the class in October (works numbers 11235, 11246, 11248, 11253, 11273, 11286-11287, 11291, 11294, 11299, 11301).

349 (ex-620) was sold to the Billings & Central Montana in April 1920 for another seven years of service before being scrapped in April 1927.

The shorter driver wheelbase is an indication, confirmed by the diagram, that the firebox now rode above the rear two axles rather than between it. As a result, the inside firebox length jumped 30% from approximately 78" to 102"

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

The Northern Pacific Railway Historical Society -- http://research.nprha.org/Lists/Steam%20Roster/DispForm.aspx?ID=284&Source=http%3A%2F%2Fresearch%2Enprha%2Eorg%2FLists%2FSteam%2520Roster%2FAllItems%2Easpx%3FPaged%3DTRUE%26p%5FTitle%3DSID0200%26p%5FID%3D200%26View%3D%257b1622F62C%252dA1EA%252d45AB%252d9CBD%252d3A1E46679886%257d%26PageFirstRow%3D201 -- gives Cooke's works numbers as 2223-2225, which is confirmed by the 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.

The Monte Cristo was a railway that connected a gold-rush town with the Northern Pacific at Everett. An account on http://wasteam.railfan.net/emcr/emcr.html (accessed 4 February 2007) relates the railway's short history. Although advanced by Everett's founders and partially underwritten by John D Rockefeller, the railroad suffered from the unfamiliarity of its distinguished parentage with local conditions: "Long time residents of the area warned the railroadÆs surveyors of the riverÆs capacity for sudden and violent flooding. They ignored the advice, dismissing the river as a 'little trout stream'. Words theyÆd soon regret. Three bridges and six tunnels in lower Robe Canyon were completed by November 1892, just in time for the largest storm in 20 years.

The storm washed out the grade at many locations, and covered it with landslides in others. The RailwayÆs board of directors dismissed the storm as a 100 year storm and ordered the line repaired, beginning a pattern that would repeat itself continually for the next 40 years. The decision of the board of directors of the Railway to route the railroad through the lower 5 miles of the canyon is acknowledged as their greatest blunder."

Combined with the low quality of the gold deposits, this vulnerability to nature's wrath meant the E & MC would have a short life. The NP took it over in 1903 only to sell it to the Rucker brothers, who ran a sawmill and whose equipment accelerated the line's deterioration. By the late 20s, the line was effectively abandoned; its rails were pulled up in 1936 and sold to Japan.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Ps were delivered in two batches of eight -- one set worked compound, the other simple expansion. The latter is shown here.

This set of twelve engines were delivered as shown, 2-cylinder cross compounds, in company with an almost equal number of simple-expansion engines of the same design (see Locobase 8157). 209-212 were produced first in 1899 (works #5122-5125) followed by 213-218 (5710-5715) in 1900, and completed by 207-208 (5930-5931) in 1901.

They were later simpled with two 20" x 26" cylinders. Four were later upgraded with superheaters.

At the same time as the NP was taking delivery of the P-1 express passenger Ten-wheelers as cross-compounds (Locobase 906), it was purchasing the same design as simple-expansion locomotives and taking delivery of some of each as several batches. 229-232 arrived in 1899 (works #5118-5121) with 233-236 in 1901 (5932-5935) and 226-228 in 1902 (25660-25661, 25841) .

Some were later superheated.

This is the original configuration for this decade of engines that formed part of a series of cross-compound Ten-wheelers. Seven were later simpled; see Locobase

Two Alco builders supplied engines in this class, which was an extension of the P-2 cross-compounds (literally - the fire tubes were a foot longer).

Schenectady delivered 10 in 1901 (works # 5916-5925) and Richmond added 10 in 1902 (works # 25662-25671). It appears from the 1944 diagram that the Minneapolis & International acquired 2 (road numbers 300-301) and that they were in addition to the 20 that went to the NP.

These cross-compounds were never simpled and only a couple were left on the roster by 1925.

Locobase 910 describes the 20 cross-compound Ten-wheelers of this class that went to the Northern Pacific. In 1901, the Mike & Ike piggy-backed on the Schenectady order and secured two of its own. Like the NP P-3s, these were never simpled.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Superintendent of Motive Power E M Herr and Schenectady developed this cross-compound design as a means of substantially increasing available power for their freight service. "A distinctive feature of these engines, [sic] lies in the mammoth boilers which furnish a heating surface of nearly 2,900 square feet, and the larger use of steel, cast, forged and stamped in order to keep the weight of details within the minimum ..." The firebox's heating surface included 32.8 sq ft of arch tubes.

Schenectady would increase the stroke by 2"(50.8 mm ) and tweak the tube length and produce this design in quantity two years later; see Locobase 902.

Based on the R class of a year earlier (Locobase 903), this design differed chiefly in having a stroke of 2" greater length, which increased tractive effort. Unlike later NP compound Ten-wheelers, this class was never simpled. Instead they were scrapped in the 1920s.

Relatively light engines said by some sources to have been intended for the Russian Government (see the Tell Tale article quoted below). In fact, says the Montana Museum, the class came from an order for the newly minted Chicago Southern Railroad. Incorporated in 1904, the railroad ordered 40 locomotives from Rogers. By the end of 1905, however, the project had collapsed and Rogers was left with 14 unclaimed Ten-wheelers. The Northern Pacific snapped up ten of these in early 1907 for $14,500 each to operate on its branch lines.

Most were scrapped in 1929-1922, but the Rush City, Minn to Grantsburg, Wisc branch had a St Croix River bridge that could only bear the weight of a light Consolidation or these light Ten-wheelers. So 321 & 328 operated well into the 1940s. 321 was scrapped in 1946.

Northern Pacific's Tell Tale magazine of May, 1950 (http://www.employees.org/~davison/nprha/rvntwo.html, 19 June 2003) drew the following portrait of 328 fifty years after its introduction:

"By R. V. Nixon

In this age of Diesel-electric streamliners and fast 125-car freight trains, it is very refreshing to come across a touch of old time railroading, such as exists on the Sixth Sub-division of the Lake Superior Division. Daily except Sunday, a mixed train powered by a small Ten-wheeler, leaves Rush City for the round trip to Grantsburg, Wisc., crossing the St. Croix River on the oldest of N.P. bridges, and traveling on light 56-pound rail. At Grantsburg the engine is turned on one of the few remaining ''Armstrong'' turntables ...

" It is doubtful if such picturesque railroad scenes can be found anywhere at this late stage of the game. Probably they will be short lived as the 328 is due to be dismantled and application has been made for the abandonment of the Grantsburg [B]ranch. An interesting sidelight of the abandonment is the fact that Brakeman Jack Murray, whose father rode the first train over the branch 67 years ago, will probably work on the last run ...

"... The 328 was one of ten small 4-6-0s built by Rogers in 1907. The order was placed rather mysteriously by an agent of a foreign country, supposedly for service in Russia or Manchuria. Upon completion the locomotives were refused for some unknown reason and were purchased by the N.P. for use on branch lines.

Most of the S-10s worked in the vicinity of Fargo, although the 325 and 326 were familiar sights on the Alder, Pony and Norris branches. All have been scrapped except the 328 - which will itself soon be railroad history.

Nxon later reported:

" And that isn't all! Remember our May issue of the Tell Tale where we mourned the passing of Northern Pacific 328? As expected, the 328 was taken to Brainerd for dismantling. To use the words of one of our colleagues, ''The torch was so close the paint was scorching!''

Instead, said Nixon, the Minnesota Railfans Association persuaded the NP to donate 328 to Stillwater. Later it pulled excursion trains in Stillwater (1987-1991) and on the Osceola & St Croix Valley Railway (1992-1999).

The article notes that this batch from Schenectady differed from earlier engines (Locobase 902) in having a piston valve servicing the high-pressure cylinder and that the change led them to "...handle much easier [sic] than the slide-valve engine." In addition to the usual assurances that these engines performed satisfactorily, the RA report observes that the HP cylinder is fed through a piston valve, "the advantage of which arrangement has become apparent in the ease of handling and the decreased strain upon the valve gear. We are informed, "the report continues,"that this is quite noticeable as compared to the slide valve."

The article does not mention two other differences: a 2" increase in piston stroke, and a 4" extension in tube length.

Continuation of the definitive cross-compound design that began with the S-1 class (Locobase 9542) in 1899. Principal difference was an increase in weight.

Most were scrapped in the mid-1920s.

Like the P-3, the S-3 was an enlargement of the basic cross-compound Ten-wheeler (Locobases 902, 9542) bought in relatively large numbers at the turn of the century. There was only a slight increase in the length of the tubes and the number in the boiler. The grate, on the other hand, was half again as ...er ...great in area, chiefly because it was shallower toward the back and mounted above the drivers rather than between them. This allowed 30" increase in the width of the grate.

Like the earlier engines in this series, these cross-compounds were never simpled or superheated and most were scrapped by the end of the 1920s. 1310, 1316-1317 and 1319 were broken up in 1934.

Finishing off the legion of compound Ten-wheelers supplied to the railroad at the turn of the century, the NP went to a new builder and signed up for 40 of its 4-cylinder Vauclain compounds. Few Vauclain compounds had strokes as long as 30 inches, but clearly that was an NP preference. The firebox heating surface included 28.46 sq ft (2.65 sq m) of arch tubes.

Unlike the cross-compounds delivered by Schenectady in previous years, the Baldwins were soon simpled and many later superheated. See Locobase 912.

These were the simple-expansion and superheated modifications to the Vauclain compounds that first appeared in 1902 (See Locobase 905). Drury (1993) says simply that these were the Northern Pacific's "best-known Ten-Wheelers." They were originally mountain-based passenger haulers (note the driver diameter), but "later were all-purpose engines: branchline, pusher, local freight, local passenger."

Many had 50-year careers, after which four were donated for display in Pasco (Wash - 1354), Missoula (Mont - 1356), Tacoma (Wash - 1364), and Helena (Mont - 1382).

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

Class | 144 | 3 / E-8 | E | E-1 | E-2 |

Locobase ID | 8170 | 898 | 891 | 892 | 893 |

Railroad | Northwestern Pacific | Port Townsend Southern (NP) | Northern Pacific (NP) | Northern Pacific (NP) | Northern Pacific (NP) |

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 | 1 | 9 | 5 | 14 |

Road Numbers | 144 / 94 | 3-4 / 369 | 451-459 / 390-398 | 360-364 | 432-445 / 370-383 |

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

Number Built | 1 | 9 | 5 | 14 | |

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

Year | 1908 | 1890 | 1882 | 1888 | 1888 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.54' | 12.83' | 13.50' | 14.42' | 14.42' |

Engine Wheelbase | 21.92' | 23' | 23.65' | 25.50' | 25' |

Ratio of driving wheelbase to overall engine wheebase | 0.57 | 0.56 | 0.57 | 0.57 | 0.58 |

Overall Wheelbase (engine & tender) | 56.67' | 45.83' | 47.67' | 47.42' | |

Axle Loading (Maximum Weight per Axle) | 23600 lbs | ||||

Weight on Drivers | 59200 lbs | 65400 lbs | 69645 lbs | 80000 lbs | 76700 lbs |

Engine Weight | 74900 lbs | 90100 lbs | 95220 lbs | 110600 lbs | 108000 lbs |

Tender Light Weight | 84800 lbs | 68900 lbs | 75200 lbs | 69700 lbs | |

Total Engine and Tender Weight | 174900 lbs | 164120 lbs | 185800 lbs | 177700 lbs | |

Tender Water Capacity | 3800 gals | 2800 gals | 3800 gals | 2980 gals | |

Tender Fuel Capacity (oil/coal) | 9 tons | 7 tons | 8 tons | 7 tons | |

Minimum weight of rail (calculated) | 33 lb/yard | 36 lb/yard | 39 lb/yard | 44 lb/yard | 43 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 50" | 55" | 54" | 59" | 63" |

Boiler Pressure | 140 psi | 140 psi | 140 psi | 150 psi | |

Cylinders (dia x stroke) | 16" x 22" | 17" x 24" | 19" x 24" | 19" x 26" | 19" x 24" |

Tractive Effort | 13404 lbs | 15007 lbs | 19093 lbs | 0 | 17534 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.42 | 4.36 | 3.65 | 4.37 | |

Heating Ability | |||||

Firebox Area | 87 sq. ft | 103 sq. ft | 140 sq. ft | ||

Grate Area | 13.12 sq. ft | 15.10 sq. ft | 16.10 sq. ft | 18.60 sq. ft | 18.60 sq. ft |

Evaporative Heating Surface | 825 sq. ft | 1231 sq. ft | 1635 sq. ft | 1596 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 825 sq. ft | 1231 sq. ft | 0 | 1635 sq. ft | 1596 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 161.14 | 195.24 | 191.63 | 202.65 | |

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

Robert LeMassena's Power Computation | 1837 | 2114 | 2254 | 0 | 2790 |

Same as above plus superheater percentage | 1837 | 2114 | 2254 | 0 | 2790 |

Same as above but substitute firebox area for grate area | 12180 | 14420 | 0 | 0 | 21000 |

Power L1 | 2871 | 3554 | 0 | 0 | 4592 |

Power MT | 320.75 | 359.41 | 0 | 0 | 395.97 |

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

Class | E-3 | E-4/E-6 | E-5 | E-7 | P - compound |

Locobase ID | 895 | 896 | 900 | 899 | 3283 |

Railroad | Northern Pacific (NP) | Seattle & International (NP) | Northern Pacific (NP) | Everett & Monte Cristo (NP) | Northern Pacific (NP) |

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 | 29 | 3 | 2 | 3 | 18 |

Road Numbers | 600-628 / 330-358 | 388-389, 365 | 629 / 386-387 | 1-3 / 366-368 | 200-208 / 250-258 |

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

Number Built | 29 | 3 | 2 | 3 | 18 |

Builder | Burnham, Parry, Williams & Co | Rhode Island | Schenectady | Cooke | Schenectady |

Year | 1889 | 1890 | 1893 | 1892 | 1897 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.42' | 14.67' | 12.83' | 12.17' | 14.83' |

Engine Wheelbase | 25' | 24.94' | 23.33' | 22.92' | 25.83' |

Ratio of driving wheelbase to overall engine wheebase | 0.58 | 0.59 | 0.55 | 0.53 | 0.57 |

Overall Wheelbase (engine & tender) | 47.42' | 47.10' | 49.23' | 48.50' | 52.17' |

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

Weight on Drivers | 81300 lbs | 90000 lbs | 102000 lbs | 102000 lbs | 112000 lbs |

Engine Weight | 114500 lbs | 113300 lbs | 132000 lbs | 137000 lbs | 155500 lbs |

Tender Light Weight | 73480 lbs | 72466 lbs | 84270 lbs | 84000 lbs | 94000 lbs |

Total Engine and Tender Weight | 187980 lbs | 185766 lbs | 216270 lbs | 221000 lbs | 249500 lbs |

Tender Water Capacity | 3475 gals | 3551 gals | 3822 gals | 3700 gals | 4350 gals |

Tender Fuel Capacity (oil/coal) | 7 tons | 7 tons | 9 tons | 8 tons | 9 tons |

Minimum weight of rail (calculated) | 45 lb/yard | 50 lb/yard | 57 lb/yard | 57 lb/yard | 62 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 57" | 67" | 57" | 69" |

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

High Pressure Cylinders (dia x stroke) | 19" x 24" | 19" x 24" | 19" x 24" | 21" x 26" | 22" x 26" |

Low Pressure Cylinders (dia x stroke) | 34" x 26" (1) | ||||

Tractive Effort | 17534 lbs | 19380 lbs | 19785 lbs | 27357 lbs | 21854 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.64 | 4.64 | 5.16 | 3.73 | 5.12 |

Heating Ability | |||||

Firebox Area | 149 sq. ft | 158 sq. ft | 175 sq. ft | 168.03 sq. ft | |

Grate Area | 18.70 sq. ft | 19 sq. ft | 29.20 sq. ft | 28.40 sq. ft | 30.80 sq. ft |

Evaporative Heating Surface | 1764 sq. ft | 1982 sq. ft | 1861 sq. ft | 2485 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 1764 sq. ft | 0 | 1982 sq. ft | 1861 sq. ft | 2485 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 223.98 | 251.66 | 178.55 | 434.47 | |

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

Robert LeMassena's Power Computation | 2805 | 2850 | 5256 | 4544 | 6160 |

Same as above plus superheater percentage | 2805 | 2850 | 5256 | 4544 | 6160 |

Same as above but substitute firebox area for grate area | 22350 | 0 | 28440 | 28000 | 33606 |

Power L1 | 5017 | 0 | 7074 | 3990 | 5598 |

Power MT | 408.14 | 0 | 458.69 | 258.72 | 330.57 |

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

Class | P - simple | P-1 - compound | P-1 - simple | P-2 - compound | P-2 - simpled |

Locobase ID | 901 | 906 | 8158 | 8155 | 907 |

Railroad | Northern Pacific (NP) | Northern Pacific (NP) | Northern Pacific (NP) | Northern Pacific (NP) | Northern Pacific (NP) |

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 | 12 | 11 | 10 | 8 |

Road Numbers | 250-258 | 207-218 | 226-236 | 240-249 | 240-243, 245, 247-249 |

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

Number Built | 8 | 12 | 10 | ||

Builder | Schenectady | Schenectady | Alco-Schenectady | Alco | Schenectady |

Year | 1897 | 1899 | 1911 | 1900 | 1920 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.83' | 14.83' | 14.83' | 14.83' | 14.83' |

Engine Wheelbase | 25.83' | 25.83' | 25.83' | 25.83' | 25.83' |

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

Overall Wheelbase (engine & tender) | 52.17' | ||||

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

Weight on Drivers | 112000 lbs | 116400 lbs | 115900 lbs | 116900 lbs | 118500 lbs |

Engine Weight | 150600 lbs | 160400 lbs | 154900 lbs | 160400 lbs | 158400 lbs |

Tender Light Weight | 94000 lbs | 94000 lbs | 94000 lbs | 94000 lbs | 145200 lbs |

Total Engine and Tender Weight | 244600 lbs | 254400 lbs | 248900 lbs | 254400 lbs | 303600 lbs |

Tender Water Capacity | 4350 gals | 4350 gals | 4350 gals | 4350 gals | 7000 gals |

Tender Fuel Capacity (oil/coal) | 9 tons | 8 tons | 8 tons | 12 tons | 12 tons |

Minimum weight of rail (calculated) | 62 lb/yard | 65 lb/yard | 64 lb/yard | 65 lb/yard | 66 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 73" | 73" | 69" | 69" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 20" x 26" | 22" x 26" | 20" x 26" | 22" x 26" | 20" x 26" |

Low Pressure Cylinders (dia x stroke) | 34" x 26" (1) | 34" x 26" (1) | |||

Tractive Effort | 25623 lbs | 20657 lbs | 24219 lbs | 21854 lbs | 25623 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.37 | 5.63 | 4.79 | 5.35 | 4.62 |

Heating Ability | |||||

Firebox Area | 168.03 sq. ft | 168.03 sq. ft | 168.03 sq. ft | 168.03 sq. ft | 168.03 sq. ft |

Grate Area | 30.80 sq. ft | 30.80 sq. ft | 30.80 sq. ft | 30.80 sq. ft | 30.80 sq. ft |

Evaporative Heating Surface | 2485 sq. ft | 2472 sq. ft | 2472 sq. ft | 2472 sq. ft | 2472 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2485 sq. ft | 2472 sq. ft | 2472 sq. ft | 2472 sq. ft | 2472 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 262.86 | 432.20 | 261.48 | 432.20 | 261.48 |

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

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

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

Same as above but substitute firebox area for grate area | 33606 | 33606 | 33606 | 33606 | 33606 |

Power L1 | 8090 | 5900 | 8525 | 5576 | 8058 |

Power MT | 477.73 | 335.24 | 486.48 | 315.47 | 449.74 |

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

Class | P-3 | P-3 | P/P-1/P-2 - superheated | R | S |

Locobase ID | 910 | 8157 | 6560 | 903 | 902 |

Railroad | Northern Pacific (NP) | Minnesota & International (NP) | Northern Pacific (NP) | Northern Pacific (NP) | Northern Pacific (NP) |

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 | 20 | 2 | 11 | 20 | 16 |

Road Numbers | 1400-1419 | 300-301 | 207, 211, 217, 227 | 170-189 | 153-168 |

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

Number Built | 20 | 2 | 20 | 16 | |

Builder | Alco | Schenectady | Schenectady | Schenectady | Schenectady |

Year | 1901 | 1901 | 1924 | 1897 | 1898 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.83' | 14.83' | 14.83' | 14.83' | 14.83' |

Engine Wheelbase | 25.92' | 25.92' | 25.83' | 25.92' | 26.25' |

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

Overall Wheelbase (engine & tender) | 52.79' | 52.80' | |||

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

Weight on Drivers | 124400 lbs | 124400 lbs | 118500 lbs | 126000 lbs | 134200 lbs |

Engine Weight | 164400 lbs | 164400 lbs | 158400 lbs | 172500 lbs | 175500 lbs |

Tender Light Weight | 99000 lbs | 99000 lbs | 94000 lbs | 92030 lbs | 92030 lbs |

Total Engine and Tender Weight | 263400 lbs | 263400 lbs | 252400 lbs | 264530 lbs | 267530 lbs |

Tender Water Capacity | 4350 gals | 4350 gals | 4350 gals | ||

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

Minimum weight of rail (calculated) | 69 lb/yard | 69 lb/yard | 66 lb/yard | 70 lb/yard | 75 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 69" | 73" | 63" | 63" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 22" x 26" | 22" x 26" | 20" x 26" | 22" x 28" | 22" x 28" |

Low Pressure Cylinders (dia x stroke) | 34" x 26" (1) | 34" x 26" (1) | 34" x 28" (1) | 34" x 28" (1) | |

Tractive Effort | 21854 lbs | 21854 lbs | 24219 lbs | 25777 lbs | 25777 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.69 | 5.69 | 4.89 | 4.89 | 5.21 |

Heating Ability | |||||

Firebox Area | 169 sq. ft | 169 sq. ft | 168.03 sq. ft | 240 sq. ft | 240 sq. ft |

Grate Area | 46.40 sq. ft | 46.40 sq. ft | 30.80 sq. ft | 34.20 sq. ft | 34.30 sq. ft |

Evaporative Heating Surface | 2602 sq. ft | 2602 sq. ft | 1807 sq. ft | 2895 sq. ft | 2947 sq. ft |

Superheating Surface | 391 sq. ft | ||||

Combined Heating Surface | 2602 sq. ft | 2602 sq. ft | 2198 sq. ft | 2895 sq. ft | 2947 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 454.93 | 454.93 | 191.14 | 470.00 | 478.44 |

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

Robert LeMassena's Power Computation | 9280 | 9280 | 6160 | 6840 | 6860 |

Same as above plus superheater percentage | 9280 | 9280 | 7269 | 6840 | 6860 |

Same as above but substitute firebox area for grate area | 33800 | 33800 | 39655 | 48000 | 48000 |

Power L1 | 5804 | 5804 | 15871 | 5845 | 5920 |

Power MT | 308.58 | 308.58 | 885.81 | 306.81 | 291.76 |

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

Class | S-10 | S-11 | S-1c | S-2 | S-3 |

Locobase ID | 914 | 894 | 9542 | 908 | 911 |

Railroad | Northern Pacific (NP) | Washington & Columbia River (NP) | Northern Pacific (NP) | Northern Pacific (NP) | Northern Pacific (NP) |

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 | 10 | 3 | 14 | 30 | 24 |

Road Numbers | 320-329 | 1-3 / 150-152 | 190-199, 150-152, 169/134-147 | 104-133 | 1300-1323 |

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

Number Built | 10 | 3 | 14 | 30 | 24 |

Builder | Rogers | Grant | Schenectady | Schenectady | Alco |

Year | 1907 | 1888 | 1899 | 1900 | 1901 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 15.50' | 14.83' | 14.83' | 14.83' |

Engine Wheelbase | 29.09' | 25.83' | 26.25' | 25.87' | 25.92' |

Ratio of driving wheelbase to overall engine wheebase | 0.41 | 0.60 | 0.56 | 0.57 | 0.57 |

Overall Wheelbase (engine & tender) | 49.87' | 48.25' | 52.80' | 53.58' | 52.96' |

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

Weight on Drivers | 115000 lbs | 83100 lbs | 134200 lbs | 141000 lbs | 140500 lbs |

Engine Weight | 153000 lbs | 110300 lbs | 175500 lbs | 182500 lbs | 182000 lbs |

Tender Light Weight | 104000 lbs | 78510 lbs | 92030 lbs | 103000 lbs | 102000 lbs |

Total Engine and Tender Weight | 257000 lbs | 188810 lbs | 267530 lbs | 285500 lbs | 284000 lbs |

Tender Water Capacity | 5000 gals | 4250 gals | 4350 gals | 4350 gals | 4650 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 7 tons | 9 tons | 12 tons | 10 tons |

Minimum weight of rail (calculated) | 64 lb/yard | 46 lb/yard | 75 lb/yard | 78 lb/yard | 78 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 64" | 63" | 63" | 63" |

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

High Pressure Cylinders (dia x stroke) | 19" x 26" | 19" x 26" | 22" x 30" | 22" x 30" | 22" x 30" |

Low Pressure Cylinders (dia x stroke) | 34" x 30" (1) | 34" x 30" (1) | 34" x 30" (1) | ||

Tractive Effort | 26594 lbs | 18699 lbs | 27618 lbs | 27618 lbs | 27618 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.32 | 4.44 | 4.86 | 5.11 | 5.09 |

Heating Ability | |||||

Firebox Area | 145 sq. ft | 138 sq. ft | 240.20 sq. ft | 240.20 sq. ft | 184 sq. ft |

Grate Area | 38.50 sq. ft | 18.40 sq. ft | 34.22 sq. ft | 34.20 sq. ft | 49.90 sq. ft |

Evaporative Heating Surface | 2010 sq. ft | 1575 sq. ft | 3013 sq. ft | 3016 sq. ft | 3082 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2010 sq. ft | 1575 sq. ft | 3013 sq. ft | 3016 sq. ft | 3082 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 235.58 | 184.60 | 456.55 | 457.00 | 467.00 |

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

Robert LeMassena's Power Computation | 7315 | 2760 | 6844 | 6840 | 9980 |

Same as above plus superheater percentage | 7315 | 2760 | 6844 | 6840 | 9980 |

Same as above but substitute firebox area for grate area | 27550 | 20700 | 48040 | 48040 | 36800 |

Power L1 | 5786 | 4247 | 5614 | 5618 | 5332 |

Power MT | 332.76 | 338.02 | 276.68 | 263.52 | 251.00 |

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

Class | S-4 - compound | S-4 - simpled |

Locobase ID | 905 | 912 |

Railroad | Northern Pacific (NP) | Northern Pacific (NP) |

Country | USA | USA |

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

Number in Class | 40 | 40 |

Road Numbers | 1350-1379 | 1350-1389 |

Gauge | Std | Std |

Number Built | 40 | |

Builder | Burnham, Williams & Co | NP |

Year | 1902 | 1918 |

Valve Gear | Stephenson | Stephenson |

Locomotive Length and Weight | ||

Driver Wheelbase | 14.83' | 14.83' |

Engine Wheelbase | 26.42' | 26.42' |

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

Overall Wheelbase (engine & tender) | 53.52' | |

Axle Loading (Maximum Weight per Axle) | 48500 lbs | |

Weight on Drivers | 143800 lbs | 146000 lbs |

Engine Weight | 190450 lbs | 184850 lbs |

Tender Light Weight | 103000 lbs | 103000 lbs |

Total Engine and Tender Weight | 293450 lbs | 287850 lbs |

Tender Water Capacity | 4500 gals | 4500 gals |

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

Minimum weight of rail (calculated) | 80 lb/yard | 81 lb/yard |

Geometry Relating to Tractive Effort | ||

Driver Diameter | 63" | 63" |

Boiler Pressure | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 15.5" x 30" | 21" x 30" |

Low Pressure Cylinders (dia x stroke) | 26" x 30" (2) | |

Tractive Effort | 28698 lbs | 35700 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.01 | 4.09 |

Heating Ability | ||

Firebox Area | 200 sq. ft | 155 sq. ft |

Grate Area | 50.74 sq. ft | 49.70 sq. ft |

Evaporative Heating Surface | 3092 sq. ft | 2247 sq. ft |

Superheating Surface | 485 sq. ft | |

Combined Heating Surface | 3092 sq. ft | 2732 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 471.93 | 186.84 |

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

Robert LeMassena's Power Computation | 10148 | 9940 |

Same as above plus superheater percentage | 10148 | 11729 |

Same as above but substitute firebox area for grate area | 40000 | 36580 |

Power L1 | 4661 | 12899 |

Power MT | 214.38 | 584.33 |

- 1382 (11-1-93 Helena, MT photo courtesy Dave Smith)

*Northern Pacific Supersteam Era 1925 - 1945*by Robert L. Frey and Lorenz Schrenk (Golden West Books)*The Northern Pacific Railway of McGee and Nixon*by Richard Green (Northwest Short Line)- Northern Pacific Railroad Historical Association

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