Supplied as a batch of 10 (works #41455-41464) to the Frisco in November 1906 and 2 (42312-42313) to the Colorado Southern, New Orleans & Pacific Railroad in March 1907.
As delivered, these Ten-wheelers had 318 2" tubes. Some time later they were superheated by substituting 24 flues for 128 tubes. Ultimately, all but 3 locomotives had the dimensions shown in the specs, which include the contribution of a Nicholson thermic syphon to firebox heating surface area.
1104 was destroyed in a boiler explosion at Valley Park, Mo on 30 April 1933, 1101 was "dismissed from service" in September 1936 and 1110 in November 1936. All of the other members of the class operated into the later 1940s and early 1950s, with 1107 retiring first in September 1947 and 1102 & 1111 being dismissed in June 1951.
Very few engines were delivered with this particular combination of bore and stroke. Few Ten-wheelers had cylinders this big in any case, yet their 13" piston valves actuated by the still-rare Walschaert's gear seem well-sized to keep up with demand. The 1400s were never converted to oil burning, although their boilers were superheated (see Locobase 8639).
Locobase 4210 shows the 1400 class as delivered. In the 20s, the railroad superheated this class in a process that sacrificed 157 tubes for 26 flues and added 13" piston valves. At some point, the firebox gained a Nicholson thermic syphon.
Although they sat in storage for a while, their revival during World War Two kept them in service until the end of steam on the Frisco. According to the All-Time Diagrams, the class was "dismissed from service" between March 1950 and November 1951.
This quintet of balanced compounds was half a class of Ten-wheelers delivered by the Philadelphia, PA builder in 1898; the other, simple-expansion half is shown in Locobase 8606. After the simples were delivered, the compounds followed in the same month of May 1898.
The 1908 Description book shows that all had been simpled by then. See Locobase 8606 for the resulting specifications.
Just preceding the local passenger quartet rolling on 63"-diameter drivers (Locobase 8602) was this batch from Pittsburgh, which were essentially repeats of the 1890 engines described in Locobase 8602. During their service years, almost all saw reduction in their tube count to 200 (509-510), 194 (508, 511-512), and 187 (506-507, 514-515) with commensurate reductions in heating surface (to 1,461 sq ft, 1,422 sq ft, and 1,367 sq ft, respectively)..
Although 513 was "dismissed from service" as early as November 1925 and most of the class was disposed of over the next decade, 510 ran until October of 1937 and 507 endured until January 1939.
Although all 6 were procured as a batch from Cooke, the first was a bit smaller and more like the earlier Rogers engine shown in Locobase 8591.
Locobase 8592 shows the first 6 of the Cooke Ten-wheelers that came to the Frisco in 1884. The later set of 6 were virtually identical except for a slightly larger grate.
Baldwin Ten-wheelers were delivered in a broken batch. As delivered they had 234 2" tubes comprising 1,790 sq ft, which resulted in a huge boiler for the grate. Including the firebox, the ratio of grate area to heating surface came to 112.7. Some time later, the railroad removed (or simply stoppered) 44 of the tubes, which achieved a better balance between tube area and grate area.
Half were dismissed from service in July-August 1915, 4 more in the twenties (one each in 1923 and 1924, 2 in 1926). The last - 430 -- held on until September 1934.
Like the earlier Baldwin Ten-wheelers, this set of 10 was delivered with a lot of boiler tubes that made up a very large heating surface area. 234 2" tubes comprised 1,951 sq ft, creating a ratio between overall heating surface and grate area of 79.4: 1. Some time later, the railroad removed 25 of the tubes in several of the locomotives, which reduced heating surface. The All-Time diagram book notes that a majority of the locomotives wound up with 220 to 225 tubes (1,690-1725 sq ft in tube heating surface).
The first retirements came in 1926 (445, 444, 440). Two more were dismissed in March 1928 (442, 446), 439 left in December 1933, 438 & 447 in September 1934, and 443 was retired in November 1936.
Only 441 was sold to another railroad, going to the Delta Valley & Southern Railway in July 1936.
This class was delivered with 320 tubes, but at some point the railroad (the St L, M & SE or the Frisco) either removed or plugged 58 of those tubes.
This quartet of Ten-wheelers originally came to the KC, M & B as Manchester-built locomotives in 1886. They were rebuilt by the railroad in 1897. When the KC, B & M was bought by the Frisco in 1928, three of the engines had been retired (August 1915, April 1915, and May 1916). The Frisco saw the last "dismissed from service" on 26 February 1935.
These Ten-wheelers had a relatively small cylinder volume considering how late in the day they were produced. In general, they were small engines that proved quite serviceable. A few were later fitted with oil burners.
The KCC&S book shows survivors of this class as having 175 fire tubes of the same length, but only 1,116 sq ft of area, compared to the 1,360 sq ft of tube area for 10 fewer tubes in the StLSF 1904 book. When Locobase put in the original figure of 1,459 sq ft for total heating surface, he saw a 99:1 ratio between the grate area and the heating surface. He suspects that the railroad somehow managed to reduce the area to improve the ratio.
A little Internet digging turns up the story of the "Leaky Roof", as the Kansas City, Clinton & Springfield was known. See http://tacnet.missouri.org/~mgood/clintonrr/leakyroof.html (visited 21 August 2005) and a summary on Locobase 6777. Locobase suspects these Ten-wheelers were supplied to the KCC & S from either the Kansas City, Fort Scott & Memphis or from the Frisco Lines parent.
Locobase loves the classic profile of this vintage 4-6-0. The firebox sat between the last two drivers with the rear dome perched over the middle driving axle. A cone connected the taller firebox course with a much smaller-diameter course. On that course sat the forward dome, the bell, and leading the assembly a tall, straight stack.
The 403-404 are shown with exactly the same specifications as the 407-408, but 10 fewer fire tubes.
These Paterson-built engines had a healthy amount of grate area for their time as well as one of the largest fireboxes, possibly because of the low quality of the coal they had to burn.
This small class followed a larger group of Ten-wheelers (Locobase 8602) onto the KC, FS & M in the 1890s as well as a 10-locomotive batch from the same year (Locobase 8603); they differed from both classes primarily in having taller drivers and thus being more of a local passenger engine design . The diagrams from the various years suggest that the method of measuring heating surface may have changed. In 1904, this class was credited with 246 tubes and a tube heating surface of 1,298.62 sq ft. But in the later diagram, 220 tubes of the same diameter and length yield 1,439.9 sq ft of space. Locobase wonders if the earlier calculation came from the "fire side".
Retirements began in November 1926 when 492 was "dismissed from service". The last -- 498 --was withdrawn ("dismissed" as well) in November 1936.
The KC, FS & M bought a large batch of Ten-wheelers at the start of the 1890s. Over the years the tube count and area varied over the class, resulting in a variety of heating surface totals. Also, the Frisco's way of calculating tube heating surface seems to have differed from the KC, FS & M in that the latter seems to have calculated the figure based on the inside diameter (fire side) of the tube, which was in line with continental European practice, but not that of the United States or Great Britain.
After several decades of service, the first - 487 - was retired in March 1928, followed by 489 (July 1932), 490 (September 1934, and finally 488 (November 1936).
August 22695, 22710-22711, 22735-22736, 22740, 22755
September 22778, 22786, 22804, 22823, 22830, 22842, 22850, 22866-22867, 22882-22883, 22900
October 22919, 22927, 22933, 22984, 22988, 22999, 23098-23099, 23106-23107
December 23359, 23363, 23373, 23408-23409, 23428, 23442, 23473-23474
January 23488, 23496-23497, 23511, 23542, 23619
February 23680, 23683-23685, 23692-23694, 23700-23701, 23710, 23715-23716, 23722, 23738, 23766-23767, 23796-23797, 23804-23805
March 23815-23816, 23846-23847, 23884
Like many of the Frisco Ten-wheelers, this class was delivered with more fire tubes in its boiler than it would carry during most of its career. Beginning with 312 tubes and a total heating surface of 2,560 sq ft, the boiler soon saw reductions to 285 (2,361 sq ft total heating surface), 283, 282, 281, 279, 277, 276, 275, & 271 tubes (2,251 sq ft total heating surface). Most settled into the 277-tube configuration shown in the specs. Several had their cylinders bushed to 20" diameters.
The Frisco divided this Baldwin production into several groups, but Locobase sees no differences among them. Works numbers ran intermittently from 22695 in September 1903 to 23710 in March 1904, but the road numbers were not assigned in the same order.
The DeGolyer microfilm of the 1903 order for 624-628 shows that the railroad originally ordered these as 69"-drivered passenger engines with larger boilers (312 tubes and total heating surface of 2,577 sq ft). Apparently they were delivered as such, or so the 1904 Diagram book suggests. But by the 1908 Description of Equipment, the 5 are shown as part of this large series of 62" freight locomotives.
None of the class was superheated. 620-623 originally operated under the St Louis, Memphis & Southeastern herald.
525 & 530 were sold to the New Orleans, Texas & Mexico in May 1916 to be their #61-62. The first to be "dismissed from service" was 524 in June 1927 while the last -- 522 -- ran until February 1939.
This was half a class of Ten-wheelers delivered by the Philadelphia, PA builder in 1898; the other half is shown in Locobase 8607 because it was a balanced compound design.
The 1908 Description book shows that all had been simpled by then, so the compounding experiment lasted only a short time. The class was later converted to 0-6-0 switchers and renumbered 3539, etc.
Although delivered with 264 tubes and shown with that count in the specifications, the class is shown in the later All Time diagram as having had a great variety of tube counts: 222 (1,670 sq ft), 226 (1,697.4), 228 (1,711), 230 (1,724.5), 238 (1,805), and 242.
Although delivered with 280 tubes and a total heating surface measured at 2,185.6 sq ft, the class saw reductions in tube count to 270 (560, 564), 269 (as shown in the specs), 254 (560), and 243 tubes. The class was delivered to the grandly named St L, SF & NO, which ran from Hope, Arkansas to Ardmore, Oklahoma. The Frisco bought the line on April 30, 1907 and transformed the Hope, Ark to Fallon, Okla segment into the Arkinda Sub-Division and the Hugo-Ardmore as the Ardmore Sub-Division.
The All Time diagram book notes that 561-563 were "dismissed from service" in July 1932.
This class was delivered with 296 tubes and a total of 2,067.4 sq ft in heating surface, but all had their counts reduced, 3 to the 263 shown in the specifications,
Like most of the Frisco Lines Ten-wheelers, these were delivered with more tubes than later diagrams would show. From 290 tubes and a total heating surface of 2,135 sq ft, the class sorted itself into groups of 5 with 254 tubes as shown in the specs (575-577, 580, 582), 3 with 262 tubes (1945.5 sq ft - engines 579, 583-84), and 260 tubes (1,931.9 sq ft - 580). All Time diagram as having had a great variety of tube counts: 222 (1,670 sq ft), 226 (1,697.4), 228 (1,711), 230 (1,724.5), 238 (1,805), and 242.
These were essentially identical to the Pittsburgh locomotives described in Locobase 8612, but with taller drivers. Like most of the Frisco Lines Ten-wheelers, these were delivered with more tubes than later diagrams would show. From 280 tubes and a total heating surface of 1,978 sq ft, most were later reconfigured as shown in the specs.
This set of Ten-wheelers followed by a couple of months the 10 others delivered by Dickson (Locobase 8613). Delivered with the number of tubes shown in the specs, all of the locomotives would have some deleted over time. According to the All Time diagram book, many of the later locomotives ultimately held 227 tubes in their boilers and offered a total of 1,698 sq ft of heating surface.
Six -- 675, 670, 671, 674, 676, & 678 -- were sold to the New Orleans, Texas & Mexico in May 1916 as their 62-67, respectively.
This class of 5 immediately followed the quintet described in Locobase 8615, which had about as many 2 1/4"-diameter tubes as this group had 2" tubes. Obviously, the intent was to compare the performance of the two configurations. Since the earlier engines were later refitted with 2" tubes, it seems the Frisco preferred a less-dense layout (likely for heat-circulation and sturdiness reasons).
All of the locomotives surrendered a few tubes in their later careers
This class of 5 was originally delivered with the specifications shown, apparently as a test of two configurations. This quintet had 2 1/4"-diameter tubes while the five that followed immediately had about as many 2" tubes.
Although the heating surface area was much greater using the larger tubes, the class did not retain them. During later reconstructions, the cylinder diameter was bushed down to 19 1/4"; tractive effort then amounted to 23,700 lb. Also, the boiler tubes were replaced by fewer, smaller-diameter tubes. In two cases, this resulted in a layout of 246 2" tubes totalling 1,971.5 sq ft including the firebox heating surface. Then all except the 609 were given 260 tubes for a total of 2,074 sq ft.
Although several builders supplied several batches of passenger Ten-wheelers to the Frisco and its subsidiaries, only this quintet had this particular cylinder volume. Fitted with one of the larger boiler capacities, the design had a good-sized grate, but relatively low firebox heating surface ratio.
Connelly lists this quintet as having the 2nd set of road numbers 624-628. This may explain the apparent discrepancy between the listings found in later Frisco books (e.g,., the 1908 Description of Equipment) which show the 624-628 to have been part of the long series of freight Ten-wheelers described in Locobase 8604. Yet the Frisco's 1908 credits the freighter series with the 5 works numbers assigned to this class by Connelly.
These appear to be among the few Ten-wheelers to have been superheated by the Frisco. Their Alco-Schenectady boilers (works #38115-38119 in October 1905) originally contained 318 2" tubes, from which assembly 126 were deducted to make room for the 24 superheater flues. While the resulting superheat gain was relatively modest, it was in line with other such conversions and steam admission now came through sizable 12"diameter piston valves.
These were small Ten-wheelers even for the early 1880s. They were produced as a pair in June 1882. Rogers followed with 6 more somewhat larger engines; see Locobase 8648.
A pair of Rogers engines went to the KC, FS & M in 1882 (Locobase 8647) and that Paterson-based builder supplied this sextet in April-May 1885. Like the earlier Ten-wheelers, these were small for the time. The class remained in service for several decades, however, possibly because they offered such a low axle loading -- and they were paid for.
This was a relatively big class of Ten-wheeler freighters that were delivered in three batches as road numbers 682-687, 688-691, and 676-681 respectively.
Twenty-five Ten-wheelers were originally delivered by Alco's Brooks works in June 1906 (works 39922-946). A few months earlier, Alco-Schenectady had produced 15 identical engines for the Kansas City, Fort Scott & Memphis (works #38120-38134).
When they entered service, the locomotives had 364 2" tubes. Later on, this class was updated with the removal of 150 small tubes in favor of the 28 larger superheater flues shown in the specs. In addition to a relatively sizable superheat ratio, the design now benfited from 12" piston valves. The Schenectady locomotives retained their Stephenson gear, for some reason . A few later had their brick arches removed along with the arch tubes. This reduced total heating surface area by 30 sq ft. Three were converted to oil burning.
698 lasted until 1950, at which time it was sold to the Alabama Central. Most of the rest seem to have operated well into the 1940s and early 1950s.
The Frisco spent very little time or energy exploiting compound locomotive designs. Among the few locomotives were these 5 cross-compounds. The ratio between the two cylinder volumes was a bit higher than the norm. In any event, the railroad soon reconfigured the class as simple-expansion locomotives; see Locobase 8620.
When the Frisco simpled the cross-compounds it had bought in 1903 (see Locobase 8619), it also reduced the tube count while lengthening each tube by a foot.
Even though Samuel Vauclain had already begun to doubt that compounding conferred any signficant savings on a locomotive's operation, he continued to build them for buyers who asked. So, in 1903, two of the Frisco's leased lines -- and the Frisco itself -- received batches of Vauclain compounds, all built to the same design. Locobase shows these orders, and two others built to the same design but using simple-expansion cylinders as 5 separate entries largely to commemorate the variety of railroad names usually subsumed under one rather bland rubric.
Sometime later, all of these were rebuilt to a common, simple-expansion design; see Locobase 8626.
Locobases 8621-8625 show the 5 batches of Baldwin Ten-wheelers, including 33 Vauclain compounds, all built to a common design that were delivered to 5 different Frisco Line railroads. The last 25 had the 21" x 28" simple-expansion layout, but the original tube count and grate area. Ultimately all 58 engines had a variety of tube counts and firebox layouts. For example, 20 had brick arches and arch tubes that added to 16.8 sq ft to the firebox heating surface. tube counts ranged from 293 (total heating surface of 2,508 sq ft) down to 287 (2,473 sq ft).
As noted in Locobase 8621, 33 Vauclain compounds built to a common design were delivered to 3 different Frisco Line railroads. This was the parent company's dozen.
Sometime later, all of these were rebuilt to a common, simple-expansion design; see Locobase 8626.
As noted in Locobase 8621, 33 Vauclain compounds built to a common design were delivered to 3 different Frisco Line railroads. The OC & W was incorporated on 15 July 1899 and had a line from OKC to Quanah, Texas by 1903. In 1907, the Frisco purchased the OC & W and redesignated it the Chickasha Sub-Division of the Southwestern Division.
Sometime later, all of these were rebuilt to a common, simple-expansion design; see Locobase 8626
As Baldwin was delivering compounds to the B, E & SW, the OC & W, and the Frisco itself, it supplied identical locomotives with a simple-expansion cylinder design to the St L, M & SE and to the St L, SF & NO (Locobase 8624).
All five railroads' Baldwins would eventually be rebuilt to the same simple-expansion design; see Locobase 8626.
Although the Baldwin was building compounds for the B, E & SW, the OC & W, and the Frisco itself, it produced identical locomotives with a simple-expansion cylinder design for the St L, M & SE (Locobase 8623) and for the Arkansas & Choctaw, which numbered them 630-644, but which was bought by the Frisco before the batch was delivered. The Frisco renumbered them and assigned them to the St L, SF & NO, possessor of perhaps the most grandly scaled name of any Frisco component.
Sometime later, all of these were rebuilt to a common, simple-expansion design; see Locobase 8626.
The Alco Moguls described in Locobase 8590 were four years older, but heavier. They had bigger boilers and grates. This Ten-wheeler offered nearly the same power on one more axle.
Although the 8 received a Frisco number in July 1930, Locobase cannot determine how long the engine operated as a Frisco locomotive.
|Specifications by Steve Llanso|
|Class||1100||1400||1400 - superheated||141 / 541||146 / 506||166 / 416||172 / 422||178 / 428||188 / 438||21 / 573||2692||38 / 479||403||410||448||487||491||516 / 610 / 634||539||549||560||568||575||585||595 / 669||600||605||624||629 - superheated||667||670||676||695 - superheated||700 - compound||700 - simple-expansion||742||742 - simple||750||763||775||785||8|
|Railroad||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis, Memphis & Southeastern (SLSF)||Kansas City, Memphis & Birmingham (SLSF)||St Louis, Brownsville & Mexico (SLSF)||Kansas City, Clinton & Springfield (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||St Louis, San Francisco & New Orleans (SLSF)||St Louis, San Francisco & New Orleans (SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis, San Francisco & New Orleans (SLSF)||St Louis, San Francisco & New Orleans (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||Kansas City, Fort Scott & Memphis (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Blackwell, Enid & Southwestern (SLSF)||St Louis-San Francisco (Frisco/(SLSF)||St Louis-San Francisco (Frisco/(SLSF)||Oklahoma City & Western (SLSF)||St Louis, Memphis & Southeastern (SLSF)||St Louis, San Francisco & New Orleans (SLSF)||Gulf, Texas & Western (SLSF)|
|Road Numbers||1100-1111||1400-1409||1400-1409||141-145 / 541-545||146-155 / 506-515||166-171 / 416-421||172-177/ 422-427||178-187/ 428-437||188-197/ 438-447||573-574||2692-2695||38-43 / 479-484||41-49 / 150-159 / 400-409||160-165 / 410-415||138+/ 448-467||343, 113-115 / 487-490||101-109+ / 491-504||516-530, 610-628, 634-668||139-140, 146-148 / 539-540, 546-548||549-557||560-567||568-572||575-584||585-594||595-599, 669-693||600-604||605-609||624-628||629-633||667-668||670-675 / 2670-2675||676-691/ 2676-2691||695-699, 705-724, 727-41||700-704||700-704||742-749, 779-784||742-799||750-762||763-774||775-778||785-799||8 / 467|
|Builder||Alco-Schenectady||Burnham, Williams & Co||Frisco||Burnham, Williams & Co||Pittsburgh||Cooke||Cooke||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Alco-Pittsburgh||Frisco||Baldwin||Burnham, Parry, Williams & Co||Rogers||Rogers||Pittsburgh||Pittsburgh||Burnham, Williams & Co||Burnham, Williams & Co||Pittsburgh||Alco-Cooke||Burnham, Williams & Co||Pittsburgh||Alco-Dickson||Alco-Dickson||Alco-Richmond||Alco-Richmond||Burnham, Williams & Co||Alco-Schenectady||Rogers||Rogers||Rhode Island||Frisco||Alco-Dickson||Frisco||Burnham, Williams & Co||Frisco||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.59||0.59||0.59||0.54||0.53||0.55||0.55||0.57||0.53||0.53||0.54||0.59||0.55||0.56||0.56||0.53||0.52||0.56||0.54||0.55||0.54||0.54||0.55||0.55||0.55||0.58||0.58||0.56||0.59||0.56||0.57||0.57||0.58||0.55||0.55||0.55||0.55||0.55||0.55||0.55||0.55||0.51|
|Overall Wheelbase (engine & tender)||55.06'||57.83'||57.37'||50.33'||48.96'||46.92'||47.25'||46.21'||52.75'||51.86'||50.33'||57.83'||46.42'||45.08'||50.48'||56.58'||50.33'||51.66'||51.67'||52.42'||52.29'||53.25'||53.33'||47.33'||47.33'||55.06'||54.92'||53.25'||53.21'||54.28'||54.01'||54.28'||54.28'||54.28'||54.28'||53'|
|Axle Loading (Maximum Weight per Axle)||38500 lbs||22900 lbs||22900 lbs||23500 lbs||35706 lbs||20600 lbs||24300 lbs||45750 lbs||38500 lbs||42400 lbs||45000 lbs||43700 lbs||43000 lbs||45500 lbs||44100 lbs||45350 lbs||45350 lbs||47200 lbs||47200 lbs||47200 lbs||47200 lbs||47200 lbs|
|Weight on Drivers||139400 lbs||141050 lbs||143000 lbs||113600 lbs||99000 lbs||67100 lbs||67100 lbs||60500 lbs||107500 lbs||131000 lbs||76900 lbs||98000 lbs||60600 lbs||71900 lbs||91000 lbs||103000 lbs||99000 lbs||129200 lbs||113600 lbs||120000 lbs||126000 lbs||123700 lbs||126000 lbs||126700 lbs||124750 lbs||130500 lbs||130500 lbs||126500 lbs||136500 lbs||63000 lbs||67600 lbs||86200 lbs||142600 lbs||125850 lbs||125900 lbs||138300 lbs||138700 lbs||138300 lbs||138300 lbs||138300 lbs||138300 lbs||99000 lbs|
|Engine Weight||188850 lbs||194450 lbs||196000 lbs||148416 lbs||121000 lbs||91100 lbs||91100 lbs||96950 lbs||132200 lbs||158400 lbs||103200 lbs||130000 lbs||86400 lbs||95100 lbs||116400 lbs||130000 lbs||121000 lbs||173600 lbs||148416 lbs||149600 lbs||160000 lbs||150800 lbs||153000 lbs||161200 lbs||159750 lbs||167700 lbs||167700 lbs||163500 lbs||182500 lbs||88000 lbs||90600 lbs||106400 lbs||197900 lbs||164250 lbs||164300 lbs||189400 lbs||18830 lbs||189400 lbs||189400 lbs||189400 lbs||189400 lbs||127500 lbs|
|Tender Light Weight||141200 lbs||120550 lbs||135300 lbs||91900 lbs||77150 lbs||72300 lbs||72300 lbs||72300 lbs||86600 lbs||109200 lbs||84600 lbs||120550 lbs||76700 lbs||72300 lbs||71000 lbs||77150 lbs||74100 lbs||134000 lbs||91900 lbs||111300 lbs||130000 lbs||120600 lbs||91700 lbs||109300 lbs||109300 lbs||111600 lbs||111600 lbs||120000 lbs||132800 lbs||60240 lbs||62500 lbs||69000 lbs||132800 lbs||109250 lbs||109200 lbs||133400 lbs||133400 lbs||133400 lbs||133400 lbs||133400 lbs||133400 lbs||100000 lbs|
|Total Engine and Tender Weight||330050 lbs||315000 lbs||331300 lbs||240316 lbs||198150 lbs||163400 lbs||163400 lbs||169250 lbs||218800 lbs||267600 lbs||187800 lbs||250550 lbs||163100 lbs||167400 lbs||187400 lbs||207150 lbs||195100 lbs||307600 lbs||240316 lbs||260900 lbs||290000 lbs||271400 lbs||244700 lbs||270500 lbs||269050 lbs||279300 lbs||279300 lbs||283500 lbs||315300 lbs||148240 lbs||153100 lbs||175400 lbs||330700 lbs||273500 lbs||273500 lbs||322800 lbs||152230 lbs||322800 lbs||322800 lbs||322800 lbs||322800 lbs||227500 lbs|
|Tender Water Capacity||6000 gals||6000 gals||6000 gals||4000 gals||4000 gals||4000 gals||4000 gals||3000 gals||4000 gals||5000 gals||4000 gals||6000 gals||4000 gals||4000 gals||3250 gals||3500 gals||3800 gals||6000 gals||4000 gals||5000 gals||6000 gals||6000 gals||4300 gals||5000 gals||5000 gals||5000 gals||5000 gals||6000 gals||6000 gals||2800 gals||3000 gals||3000 gals||6000 gals||5000 gals||5000 gals||6000 gals||6000 gals||6000 gals||6000 gals||6000 gals||6000 gals||5000 gals|
|Tender Fuel Capacity (oil/coal)||3300 gals||12 tons||14 tons||10 tons||8 tons||8 tons||8 tons||8 tons||8 tons||2300 gals||8 tons||12 tons||8 tons||8 tons||7 tons||7 tons||8 tons||12 tons||10 tons||12 tons||14 tons||12 tons||10 tons||10 tons||10 tons||12 tons||12 tons||tons||14 tons||5.5 tons||5.5 tons||7 tons||14 tons||10 tons||10 tons||10 tons||10 tons||10 tons||10 tons||10 tons||10 tons||8 tons|
|Minimum weight of rail (calculated) on which locomotive could run||77 lb/yard||78 lb/yard||79 lb/yard||63 lb/yard||55 lb/yard||37 lb/yard||37 lb/yard||34 lb/yard||60 lb/yard||73 lb/yard||43 lb/yard||54 lb/yard||34 lb/yard||40 lb/yard||51 lb/yard||57 lb/yard||55 lb/yard||72 lb/yard||63 lb/yard||67 lb/yard||70 lb/yard||69 lb/yard||70 lb/yard||70 lb/yard||69 lb/yard||73 lb/yard||73 lb/yard||70 lb/yard||76 lb/yard||35 lb/yard||38 lb/yard||48 lb/yard||79 lb/yard||70 lb/yard||70 lb/yard||77 lb/yard||77 lb/yard||77 lb/yard||77 lb/yard||77 lb/yard||77 lb/yard||55 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||200 psi||200 psi||180 psi||160 psi||145 psi||145 psi||145 psi||165 psi||180 psi||150 psi||180 psi||135 psi||130 psi||160 psi||160 psi||155 psi||200 psi||180 psi||200 psi||190 psi||190 psi||185 psi||185 psi||200 psi||190 psi||190 psi||200 psi||200 psi||135 psi||140 psi||145 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||200 psi||180 psi|
|High Pressure Cylinders (dia x stroke)||21" x 26" (2)||23" x 26" (2)||23" x 26" (2)||15" x 24" (2)||19" x 26" (2)||19" x 24" (2)||19" x 24" (2)||19" x 24" (2)||19" x 24" (2)||20" x 26" (2)||18" x 24" (2)||19" x 24" (2)||17" x 24" (2)||19" x 24" (2)||19" x 24" (2)||19" x 26" (2)||19" x 26" (2)||20.5" x 26" (2)||20" x 24" (2)||20" x 26" (2)||20" x 26" (2)||20" x 26" (2)||20" x 26" (2)||20" x 26" (2)||20" x 26" (2)||20" x 28" (2)||20" x 28" (2)||21" x 26" (2)||21" x 26" (2)||18" x 24" (2)||18" x 24" (2)||18" x 24" (2)||21" x 28" (2)||22" x 26" (1)||20" x 26" (2)||15.5" x 28" (2)||21" x 28" (2)||15.5" x 28" (2)||15.5" x 28" (2)||21" x 28" (2)||21" x 28" (2)||18" x 26" (2)|
|Low Pressure Cylinders (dia x stroke)||25" x 24" (2)||35" x 26" (1)||26" x 28" (2)||26" x 28" (2)||26" x 28" (2)|
|Tractive Effort||28250 lbs||33887 lbs||33887 lbs||19286 lbs||22395 lbs||16950 lbs||16950 lbs||18099 lbs||18986 lbs||25257 lbs||18706 lbs||21041 lbs||15160 lbs||17096 lbs||21041 lbs||20262 lbs||21695 lbs||29484 lbs||23314 lbs||28063 lbs||26660 lbs||26660 lbs||28691 lbs||25959 lbs||28063 lbs||26214 lbs||26214 lbs||28250 lbs||28250 lbs||16836 lbs||15954 lbs||17748 lbs||33320 lbs||24340 lbs||28063 lbs||26785 lbs||33320 lbs||26785 lbs||26785 lbs||33320 lbs||33320 lbs||23016 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.93||4.16||4.22||5.89||4.42||3.96||3.96||3.34||5.66||5.19||4.11||4.66||4.00||4.21||4.32||5.08||4.56||4.38||4.87||4.28||4.73||4.64||4.39||4.88||4.45||4.98||4.98||4.48||4.83||3.74||4.24||4.86||4.28||5.17||4.49||5.16||4.16||5.16||5.16||4.15||4.15||4.30|
|Firebox Area||191 sq. ft||172 sq. ft||217 sq. ft||191 sq. ft||161 sq. ft||109.50 sq. ft||112.50 sq. ft||120.10 sq. ft||161.20 sq. ft||170 sq. ft||141.90 sq. ft||123.10 sq. ft||99 sq. ft||96 sq. ft||169 sq. ft||162.62 sq. ft||161.60 sq. ft||122.70 sq. ft||191 sq. ft||164 sq. ft||179.50 sq. ft||175 sq. ft||167.80 sq. ft||167.80 sq. ft||158 sq. ft||175.40 sq. ft||189 sq. ft||140.80 sq. ft||195 sq. ft||117.80 sq. ft||127 sq. ft||140 sq. ft||206 sq. ft||155.50 sq. ft||169.50 sq. ft||134 sq. ft||168.80 sq. ft||134 sq. ft||134 sq. ft||134 sq. ft||134 sq. ft||139 sq. ft|
|Grate Area||47.70 sq. ft||47.70 sq. ft||47.70 sq. ft||34 sq. ft||24.80 sq. ft||16 sq. ft||18 sq. ft||17 sq. ft||26.50 sq. ft||30 sq. ft||17 sq. ft||17 sq. ft||15.30 sq. ft||16 sq. ft||30.35 sq. ft||24.80 sq. ft||24.90 sq. ft||42.50 sq. ft||34 sq. ft||29.97 sq. ft||35 sq. ft||35 sq. ft||30 sq. ft||30 sq. ft||30.20 sq. ft||28.50 sq. ft||30.20 sq. ft||43.60 sq. ft||47.80 sq. ft||15.70 sq. ft||16.90 sq. ft||19.20 sq. ft||47.70 sq. ft||30.18 sq. ft||30 sq. ft||43.90 sq. ft||42.50 sq. ft||43.90 sq. ft||43.90 sq. ft||43.90 sq. ft||43.90 sq. ft||22.20 sq. ft|
|Evaporative Heating Surface||2148 sq. ft||3039 sq. ft||2410 sq. ft||2229 sq. ft||1598 sq. ft||1718 sq. ft||1721 sq. ft||1337 sq. ft||1613 sq. ft||1918 sq. ft||1470 sq. ft||1713 sq. ft||1215 sq. ft||1499 sq. ft||1570 sq. ft||1602 sq. ft||1606 sq. ft||2298 sq. ft||2229 sq. ft||1965 sq. ft||2057 sq. ft||2013 sq. ft||1891 sq. ft||1891 sq. ft||1955 sq. ft||2144 sq. ft||2363 sq. ft||2577 sq. ft||2152 sq. ft||1203 sq. ft||1377 sq. ft||1369 sq. ft||2383 sq. ft||1978 sq. ft||1780 sq. ft||2884 sq. ft||2481 sq. ft||2884 sq. ft||2884 sq. ft||2884 sq. ft||2884 sq. ft||1704 sq. ft|
|Superheating Surface||405 sq. ft||508 sq. ft||405 sq. ft||529 sq. ft|
|Combined Heating Surface||2553 sq. ft||3039 sq. ft||2918 sq. ft||2229 sq. ft||1598 sq. ft||1718 sq. ft||1721 sq. ft||1337 sq. ft||1613 sq. ft||1918 sq. ft||1470 sq. ft||1713 sq. ft||1215 sq. ft||1499 sq. ft||1570 sq. ft||1602 sq. ft||1606 sq. ft||2298 sq. ft||2229 sq. ft||1965 sq. ft||2057 sq. ft||2013 sq. ft||1891 sq. ft||1891 sq. ft||1955 sq. ft||2144 sq. ft||2363 sq. ft||2577 sq. ft||2557 sq. ft||1203 sq. ft||1377 sq. ft||1369 sq. ft||2912 sq. ft||1978 sq. ft||1780 sq. ft||2884 sq. ft||2481 sq. ft||2884 sq. ft||2884 sq. ft||2884 sq. ft||2884 sq. ft||1704 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||206.08||243.07||192.76||454.09||187.29||218.14||218.52||169.76||204.80||202.88||207.96||217.50||192.70||190.33||199.34||187.76||188.23||231.36||255.42||207.85||217.58||212.93||200.02||200.02||206.79||210.59||232.10||247.24||206.47||170.19||194.81||193.67||212.30||345.83||188.28||471.63||221.03||471.63||471.63||256.93||256.93||222.52|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9540||9540||9540||6120||3968||2320||2610||2465||4373||5400||2550||3060||2066||2080||4856||3968||3860||8500||6120||5994||6650||6650||5550||5550||6040||5415||5738||8720||9560||2120||2366||2784||9540||6036||6000||8780||8500||8780||8780||8780||8780||3996|
|Same as above plus superheater percentage||11066||9540||11162||6120||3968||2320||2610||2465||4373||5400||2550||3060||2066||2080||4856||3968||3860||8500||6120||5994||6650||6650||5550||5550||6040||5415||5738||8720||11090||2120||2366||2784||11257||6036||6000||8780||8500||8780||8780||8780||8780||3996|
|Same as above but substitute firebox area for grate area||44312||34400||50778||34380||25760||15878||16313||17415||26598||30600||21285||22158||13365||12480||27040||26019||25048||24540||34380||32800||34105||33250||31043||31043||31600||33326||35910||28160||45240||15903||17780||20300||48616||31100||33900||26800||33760||26800||26800||26800||26800||25020|