Although built as a pair, these two came to the NWP from different predecessors. 103 entered service as San Francisco & North Pacific #20 while 104 began its career as California Northwestern #31. 103 was scrapped in 1935, followed by 104 in 1906.

These two Ten-wheelers entered service in San Francisco & North Pacific #21 and California Northwestern #32. The latter later acquired as SF & NP #25. Once they operated under NWP's herald, they ran until 1934.

This was C & NW's #1 engine. The lead locomotive later was renumbered 30 by the C & NW. As the Northwestern Pacific's 109, this low-drivered Ten-wheeler remained in service until 1948.

Locobase suspects that NWP 110 (works #17759 in May 1900) was built to the same design; it served the San Francisco & North Pacific as #20 and retired from the NWP in 1937.

A rare batch of locomotives to the same design that totalled more than two on a Redwood Empire road, this quartet was among the first purchases made by the NWP after it opened shop in 1907. The class reproduced the same power dimensions of most other NWP Ten-wheelers, but offered a slightly bigger boiler and firebox.

In March 2013, Dennis Betts emailed steamlocomotive.com and Locobase to tell us that his father Orille Betts was killed when 114 collided head-on with Southern Pacific C-9s class Consolidation 2801 (Locobase 7279) on 30 September 1946 at Dos Rios, Calif.

Two others of the class were scrapped in the late 1940s (111 in 1949, 113 in 1947), but 112 survived as a museum piece and eventually became part of the California State Railroad Museum's roundhouse.

Substantially bigger than earlier NWP Ten-wheelers (whether purchased directly for the road or acquired with the amalgamation of other lines), this sextet consisted of four engines produced in 1910 and two more 51536-51537) in 1912. Even though the cylinders were larger, the boilers were larger still. The grate and firebox didn't grow much at all and may have represented a constraint on free steaming.

Was this why the first four were scrapped in 1938 and the later 2 in 1940, or did the taller drivers prove less suitable to the route profiles of the Redwood Empire Route?

Just before Alco delivered the superheated trio shown in Locobase 8185, they produced this saturated-steam threesome that apparently never were superheated. Thus, this set serves as the "before" picture for the 139s, which came after.

All three of this class were scrapped in 1940, doubtless because in a shrinking system, the least efficient engines would be first to go.

Alco built this trio in a single batch-. They immediately followed the last of the 136 trio (Locobase 8184), which had a saturated boiler and immediately preceded the larger 180s (Locobase 8189).

They were moderately-sized, mixed-traffic Ten-wheelers that were apparently all the Redwood Empire Route needed because the railway asked Baldwin for two more eight years later. See Locobase 8191.

139 went out of service first, being scrapped in 1947. 141 was scrapped outright in 1954 while 140 was converted to a stationary boiler.

Eight years after Alco delivered three of this Ten-wheeler passenger design (Locobase 8185), the NWP went to Baldwin for two more just like them. Piston valves measured 11" (279 mm) in diameter.

Locobase records the note written into the specs that read as follows: "Ry, Co approves placing boiler for 10 34 D 1143 [Baldwin's designator for the first locomotive of the two], 3/4" further forward than for 10 34 D 1144." It's an example of the high level of detail that both the railroad and the builder felt was important to bring to the construction of a steam locomotive. It's also worth noting that the boiler tubes were provided to Baldwin by the NWP.

Delivered one at a time, the pair served the Redwood Empire Route until 1953.

1914 saw the NWP acquire the most locomotives of any year when it bought twelve. Among them was a string of Ten-wheelers that was completed by this pair of freighters. Slightly larger than the three 63" passenger engines that immediately preceded them on the Alco production line (Locobase 8185), the two sported the biggest grates on the NWP and the biggest boilers.

Eight years later, Baldwin would deliver 3 more. See Locobase 8190.

Built for the Bullfrog & Goldfield as their #13, this Ten-wheeler was a bit bigger than the #20 described in Locobase 7276. After a wreck in August 1908, the locomotive was rebuilt as #11 (possibly prompted by a triskadecaphobic impulse). In 1917, 11 came into NWP hands and was renumbered.

In its superheated form the 178 operated until scrapped in January 1954.

Another of Albert J Pitkin's 2-cylinder cross compounds (see Locobase 10803 for a description of the intercepting valve), this engine had a longer stroke than the first trial horses. It was built to compare economies with the identically constructed 1787, except that the latter used simple expansion.

This Ten-wheeler entered service on the LV & T as #12 and seems to have been one of its largest engines. When the Northwestern Pacific absorbed that railroad, it renumbered the locomotive 129. After a later upgrade with superheater, the NWP then gave it 179. The superheater installation in the 179 ranked among the largest of all such configurations on a North American locomotive.

As 179 it carried on until the early 1950s.

The original order for this locomotive, shown in Railway Age, Volume 28 (1 September 1899), p. 654 , stated that the boiler would hold 184 two-inch tubes and loaded engine weight would reach 85,000 lb (38,555 kg). So the specs shown in this entry likely refer to a later boiler.

The NPC roster shown in PacificNG.com at http://www.pacificng.com/template.php?page=roads/ca/npc/rosters/locomotive.htm (last accessed 31 August 2014) says that this was the largest three-foot gauge locomotive then in service. But Locobase itself has over a dozen Ten-wheeler classes alone that were delivered before the 18 that had higher engine weights.

In 1922, Baldwin delivered five Ten-wheelers to the NWP. Two (Locobase 8191) reproduced the 63"-drivered passenger locomotives originally produced in 1914 by Alco (Locobase 8185). This trio supplemented Alco's pair of 57"-driver freight engines, also from 1914 (Locobase 8189).

Locobase finds the sequence of 4-6-0 acquisition by this road a bit confusing, but can say the set of freight engines seemed to served the Redwood Empire's logging interests effectively until dieselization.

Baldwin delivered the first pair of Ten-wheelers to the CN RR in 1900 and the second in 1904. The 1900 spec called for the tubes to be "placed in vertical rows not less than 2 3/4" [70 mm] center to center with free vertical spaces betwen rows."

The second of the two locomotives was originally to have been numbered 20, but an inked correction changed it to a 1.22-23 were delivered directly to CN's parent, the San Francisco & North Pacific.

Although 107 and 110 left service along with many other NWP engines in the late 1930s (1937), 109 and 108 held on until 1948.

Gotta love any railway known as the Bullfrog & Goldfield; was it a Mark Twain creation? That was the railroad that took delivery of the 14 (works number was 29727) in December 1906. Renumbered 12 in 1908, the engine's boiler exploded in on 19 December 1910. It's not clear in what condition the 12 presented itself when the B&G sold it to the San Diego & Arizona.

Renumbered 20, the Ten-wheeler remained in service for decades. In 1920, the SD&A gave it a new, superheated boiler; the specifications refer to this incarnation. The boiler provided an impressive amount of superheat and doubtless enhanced its value.

In 1942, the Espee took the 20 for war work and renumbered it 3285, leasing it back in 1943. Returned to the SD &AE in 1948, the 20 retired in June 1950 and was scrapped 3 months later.

Obviously a useful engine, 20/3285 served until 1950 when it was scrapped.

(Another B & G Ten-wheeler went to the Northwestern Pacific; see Locobase 8187.)

An octet of small Ten-wheelers came to the SA&AP for mixed-traffic service. Interestingly, the Railroad Gazette's "Locomotive Building" for 18 October 1907 (p. 471) reported that Baldwin was building Pacifics. They did note the "special equipment" suppliers, the list of which helps flesh out the industrial complex that contributed to building Baldwin steam locomotives in that year:

Air brakes Westinghouse

Boiler lagging Keasbey & Mattlson

Brake-beams Carnegie

Couplers Janney

Headlights Lyle National electric

Injector Nathan

Journal bearings Ajax bronze

Piston rod packings Jerome metallic

Valve rod packings Jerome metallic

Safety valve Crosby

Sanding devices Leach

Sight-feed lubricators Nathan

Springs Standard Steel Works

Tires, driving wheels Midvale

The entire class was taken up by the Texas & New Orleans when that railroad bought the SA & AP in 1925 and placed in the T-38 class. 374 was scrapped in March 1930 and 371 followed in February 1934, but the rest of the class lasted longer before going to the ferro-knacker in January 1937.

When the SD & A bought the SD & SE (see Locobase 7273) in 1916, three Ten-wheelers came with the railway. One of them was this product of an earlier age (works #2470) that Locobase suspects came from yet another railroad sometime before. The SD & A numbering included 21 (possibly the number it came with), which soon changed to 10. As #10, the locomotive lasted another two decades before it was scrapped in 1938.

Works numbers were 9929 in April 1889.

When the San Diego & Arizona bought the SD & SE (see Locobase 7273) in 1916, three Ten-wheelers came with the railway. This particular engine (works #2883) was 35 years old when it went to the SD & A, having entered service on some railroad in 1881. Its advanced age meant that it was one of the first to be scrapped, leaving service in 1925.

This single Ten-wheeler arrived on the SA & AP in 1908 having been supplied from "stock", according to Baldwin's records.

It was taken in by the Texas & New Orleans in 1925, which gave it a new number. Its small grate may have meant less in terms of total evaporative capability given that it was an oil burner; however its firebox still ranked on the small side. Perhaps because it was a one-only also contributed to its relatively early scrapping in March 1930.

4, 5, & 8 were taken over by the NWP and renumbered; the trio apparently was never superheated. The 6 went to the Tonopah & Tidewater; it blew up in 1929. After a rebuild, it was sold to the Six Counties Railroad. A sister engine, #7, went to the San Diego & Arizona (see Locobase 7277), where it did receive a superheater. 9-11 also went to the SD & A when the LV & T was abandoned in 1919; it's not clear if any of these were superheated. They were renumbered 25-27.

171 was scrapped first in 1946, 172 followed in 1948, and 170 was gone in 1950. On the SD & A, the 25 was scrapped in 1940, 26 went to the Espee in the same year and renumbered 2386, and 27 was formally absorbed by the SP in 1946, but never renumbered. 27 was scrapped in November 1950.

See Locobase 7700 for a bried history of the F & CC. Locobase suspects that these Ten-wheelers were based on the same basic firebox and boiler as the Consolidations shown in 7700. Like the 2-8-0s, this class had long afterlives following the dissolution of the F & CC. When the Cripple Creek & Colorado Southern took over the F & CC's trackage, they sold two of these engines to the Nevada-California-Oregon Railway as their numbers 22 & 23. 23 was retired in 1921, but 22 was sold to the Southern Pacific in 1929 and operated under the Espee's aegis for another two decades.

Meanwhile, F & CC's #20 Portland (works# 5007) went to the Rio Grande Southern in 1916 as their 20 (N). After a long career with that railroad, 20 (N) was sold to the Sierra Mountain Railroad Club for museum display.

According to Slim Rails' account of the NCO (http://www.urbaneagle.com/nco/), the "Northern California Outrage" didn't shrink from a challenge, as its nickname - the Sierra Nevada Route -- and its other nickname -- the Narrow, Crooked & Ornery -- will suggest. It connected Reno, Nev with Oregon. Aimed to reach The Dalles in Oregon, the last spike went down in Lakeview, Ore, 241 miles from Reno.

This pair of Ten-wheelers set the tone of locomotive purchases for the N-C-O.

As far as Locobase can be sure, the LV & T had 4 Ten-wheelers, numbered 4, 5, 7, & 8. Three of them were sold to the Northwestern Pacific. That trio -- which was never superheated -- is described in Locobase 8186.

The information in the specs for this current entry, however, reflects a rebuilding by Southern Pacific shops after the San Diego & Arizona bought four Ten-wheelers from the LV & T in 1921. Three had 63" drivers (see Locobase 7278), one (works #31093 in June 1907) had freight-service, 57" drivers. This single engine served the SD & A and the SD & AE (once the Espee bought it in 1926) until 1940.

The information in the specs reflects a rebuilding by Southern Pacific shops after the San Diego & Arizona bought four Ten-wheelers from the LV & T in 1921. As noted in Locobase 7277, one had freight-service, 57" drivers (Locobase 7276).The other three were mixed-traffic engines that had been delivered as a pair (works #32250-32251 in November 1907) and a single (works #32360 in December 1907).

25 was scrapped in 1940. 26 was taken into the Espee for war work and renumbered 2386. Nominally returned to the SD & AE in 1948, the 26 operated on Espee rails until its scrapping in 1951. 27 went to the scrapper in 1950.

The three engines bought by the New Mexico Railway & Coal Company for the EP & NE were named Alamogordo, La Luz, and Tularosa. The EP & NE became the El Paso & Northwestern in 1904 and these engines were renumbered.

In October 1920 (111) and January 1921 (109-110), the EP & SW sold the trio to the Nacional de Mexico where they ran until 1930.

Locobase pieced together the origins of this class through the Rumary list and the 1898 Classes description (which run only through 1896). The revision date of 5/1/30 in Menke may well represent the very last appearance of this class.

2252 was one of 32 Ten-wheelers built for the Southern Pacific over several years. The first 22 were produced by Cooke Locomotive Works in Paterson, NJ and numbered 1808-1829. Cooke finished the class with 9 more (1838-1846). These batches were later renumbered 2235-56, 2257-64, and 2265-73, respectively, in 1901. The identical T-3s, which were built by Schenectady, but delivered as compounds, and riding on 69" drivers, are shown in Locobase 8735.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, the Cooke works numbers were as follows:

2299-2314 (February-June 1895); road #1808-1823

2340-2344 (July 1896); road #1829-1832.

2360-2364 (March 1897); road #1838-1842

2387-2391 (February 1898); road #1847-1851.

The R & LE report noted that the engines would pull both freight and passenger train on "...their mountain grades, and are remarkably good all-around engines."

They began their careers as freight helpers on the Donner Pass and later moved into secondary service. In 1929, four of the class were modified as "fire train" or "water train" motive power to battle wildfires started by other steam locomotives. The fire train engines lasted the longest, only being retired in 1955.

NB: The firebox heating surface is calculated by subtracting the boiler tube heating surface (which is given in the specs) from the total heating surface (also given in the specs). This matches up with the data found in the SP Menke All-Time Steam Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The long stroke on this class of freight Ten-wheelers got Locobase's attention. It was unusual for a 4-6-0 to have this ratio of diameter to stroke. Perhaps the explanation lies in these be "home-grown". The Sacramento Shops built 17 for Central Pacific lines and 5 for the SP's Pacific Division in two driver diameters. This entry shows the 57"; the 63" version is found at Locobase 8737.

The SP's T-6 diagram shows only the 57" version. Its low drivers conferred what tractive effort could be mgenerated on 135 psi, bu the small boiler limited steaming capability.

Locobase 8736 shows the version of this home-built class as fitted with 57"drivers. The Sacramento Shops turned out more 63" engines. In 1896, their road numbers included 1765-67, 1770-1772, 1775-1778, 1780-1781, and 1783. All were later renumbered and the Menke diagram shows only the 57" version because that was the only surviving engine in 1930.

As delivered, these locomotives appear to have had the heating surface areas shown in the specifications. The Menke book shows two versions, the T-8a outlined above, and T-8, which had 206 tubes, a total heating surface of 1,343 sq ft including a firebox heating surface of 113 sq ft, and higher weights of 99,000 lb on the drivers and 121,800 overall. There are several explanations for the difference, but Locobase is unable to sort them out.

One of the locomotives was originally credited to the Central Pacific and the other 9 to the Southern Pacific's Pacific Division.

In the Pacific Division book, which has a closing date of August 1896, the class is shown with 56" drivers (49" centers) while the Menke diagrams show 57" drivers. In any case, the weights are identical. Two of the class -- later designated T-9b and bearing the numbers 2170 & 2172, had 170-psi boilers with 222 2" tubes measuring 11 ft 10 7/8" that, together with a firebox area of 124 sq ft, amounted to 1,491 sq ft of total heating surface. They put 92,000 lb on their drivers and had a total engine weight of 116,650 lb.

Whenever these Rhodies came on the Central Pacific and Southern Pacific rails, they were different from most of the Ten-wheelers then being purchased by the SP Lines. Unlike the others, these engines had their firebox dropped deep between the last two axles, spreading them out more than 3 feet. The firebox itself encompassed more area.

These had the wider fireboxes of the post-Turn-of-the-Century Ten-wheeler.

They were later superheated by the shops; see Locobase 8745.

These were delivered as long-stroke Vauclain compound Consolidations with 15 1/2" HP and 26" LP cylinders. In 1923, two were converted to the simple-expansion layout shown in Locobase 8345.

The four that retained their Vauclain-compound layout were retired in 1927-1928.

This was first SF & NP's #15, bearing the name Eureka. As the Northwestern Pacific's 102, it operated until 1929.

The SF & NP took possession of this Ten-wheeler (works #4212) as the Skaggs, road number #18. Renumbered by the Northwestern Pacific after its acquisition of the SF & NP in 1907, the 101 operated only until 1928.

Piecing together the information from a variety of sources, we find that this locomotive came on the Central Pacific in 1868. At the time, it was CPRR #68 and named PEOQUOP. Later it was designated DV and numbered 1536 and still later redesignated T-22 and numbered 2001. Locobase suspects that somewhere along the line, the original boiler was replaced. It later operated on the SP's Tillamook branch in Oregon.

The original saturated-boiler version of this class entered service in 1903; see Locobase 12680. Sometime later, the Espee shops sacrificed 43 tubes to make room for the large flues that held the superheater elements. The class was also rebuilt with new heavy frames, possibly to absorb the increased power of the pistons. A later update added a Worthington 3-BL feed water heater on the right side only.

The 2309 had only 182 tubes that were 4 3/4" (121 mm) longer, but was equipped with a bigger firebox of 191 sq ft; (17.44 sq m); total evaporative heating surface was 1,966 sq ft (182.65 sq m).

Half the class was scrapped in the early '50s while the others were sold to FC del Pacifico in December 1951 and operated for that railway for another four years.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2632-2639 (March 1901).

Baldwin supplied these as 4-cylinder Vauclain compounds with 15 1/2" HP and 26" LP cylinders and a 28" stroke; see Locobase 12559.

The class was simpled and superheated. About half were scrapped in the 1930s with several others going to the Northwestern Pacific on lease in the postwar 1940s. All had been scrapped by 1950.

This set of Ten-wheelers was delivered from both Cooke (Paterson, NJ) and Schenectady in March, July, and August 1897. They apparently were never superheated.

Built by Baldwin (30 for the Espee) and Brooks (12 for the Espee) in 1908 & 1911. These ten-wheelers ruled the mountains, according to the RAG article that profiled them. Running between Sacramento and Sparks, Nevada, the railroad offered adverse grades of 2-2.2% eastbound and 2% westbound. A typical train for this class consisted of a maximum of 7 cars weighing a total of 350-375 tons. The view from such a train must have been spectacular and the customer had plenty of time to take it in -- the booked trip average was 15.5 mph eastbound, 19.5 mph westbound with the Overland Limited.

"The new engines are performing very satisfactory service, " said RAG. "They ride easily, take the curves very steadily, and are good steamers." Indeed they were and the Espee took delivery of more of the same for the next 4 years, including 12 for the Texas & Louisiana affiliate. They had 12"-diameter piston valves

The class only entered retirement beginning in 1949 and even then, the Espee sold some to its Mexican affiliate FC del Pacifico.

Locobase 4212 describes these mountain-climbing Ten-wheelers as they came into service in 1907. A few engines were superheated with higher-pressure boilers and given 69" drivers and redesignated T-29 to reflect the increased tractive effort. Several years later, the 63" drivers were restored, which increased tractive effort still more, but triggered a reversion of designation to T-28 (probably to avoid confusion with other T-38s). See Locobase 8673 for the Texas & New Orleans variant with 69" drivers.

Locobase 4212 describes these mountain-climbing Ten-wheelers as they came into service in 1907 and Locobase 8672 shows the freight variant that eventually served the T&NO's parent Southern Pacific. On the Texas lines, however, the 69" driver, while reducing tractive effort, allowed for higher speeds.

This class of passenger Ten-wheelers used the same boiler and firebox as the Cooke freighters described in Locobase 3155, but the 1898 book indicates that they were delivered as compounds (20" HP, 29" LP with a common stroke of 26"). They were later rebuilt to the simple-expansion version shown in the specs.

This class of Ten-Wheelers served mostly local and secondary passenger runs in the Pacific Lines area of the Southern Pacific. Unlike earlier classes, these were delivered with superheaters. They were delivered with a working pressure of 200 psi, which was later increased to 210 psi.

Handy in size and possessing a healthy tractive effort, the T-31s continued in passenger service into the 1940s. The class leader later transferred to San Francisco for freight and switching service. After its retirement, it stood for 29 years in the Mid-Winter Fairgrounds in Imperial. Restoration to service began in 1987 and the engine's first run came in 1996.

Sharing the boiler design with Baldwin's T-31s (Locobase 3164), this set consisted of 8 Brooks engines from 1913 and 14 from the SP shops in 1917-1920. They rolled on taller drivers and weighed a bit more, but were otherwise very similar. All of them served into the 1950s with the last engine retiring in 1957.

Manchester was a small builder that was absorbed by the American Locomotive Company at about the same time as it produced this trio of mixed-traffic Ten-wheelers for the EP & SW. When that railway came under the Southern Pacific, they were given the numbers shown in the specs.

The first retired in 1934, but the last lingered until 1947.

Although delivered to the EP & SW only a year after the Manchester trio, these were bigger engines with a different mission. The taller drivers bespoke a strictly passenger role and stretched the steam provided by a smallish boiler to the larger cylinders. A wide grate now lay over the drivers, not between them. Once in service for a few years, the design was revised by the installation of a superheater; it's this manifestation that's shown in the specs.

Given that the two carried on into the early 1950s, they were well-suited to fill a niche.

This was a single rebuilding project in which Sacramento shops took a T-32 and modified with superheater and other goodies. According to the Espee railfan site -- http://espee.railfan.net/sp_steam_t-40.html, accessed 16 Sept 2007 -- the T-40 remained unique as plans to upgrade other members of the class were not carried out. On the other hand, the T-32s shown in the plan books had all the same dimensions and areas, so perhaps only one was dubbed T-40?

This little Ten-wheeler from Baldwin had a small grate and firebox for the boiler it was expected to heat. But it must have satisfied requirements because it survived the transformation of the N-C-O into a standard-gauge branch of the SP in 1926-29 and only went out of service in 1955. At that point, it went on display in Carson City, NV and later in Sparks, NV.

Maintaining the same power dimensions as found in the earlier N-C-O 4-6-0s, this trio had fewer, but longer tubes and a slightly larger firebox. Both 10 & 11 were sold off to the narrow-gauge Pacific Coast Railway in 1929 after the N-C-O's slim alignment had been widened to standard gauge. 111 was scrapped in 1948, but Oahu Railway & Land Company bought 112 and operated it until 1950.

12 was renumbered 18 and put to work on the SP's Carson & Colorado. From 1926 to 1938, the 18 worked the branch between Mina, Nev and Keeler, Cal. When the SP closed the Mina Branch, the 18 moved to serving the 73 mile (118 km) Laws-Keeler line. When the SP finally dieselized that line in 1954, the 18 was retired.

A year later, Anna Kelley's campaign to After its retirement in 1955, it was put on display in Independence's Dehy Park. Decades later in 2010, the C&C began restoring the 18. See the YouTube video https://www.youtube.com/watch?v=WR-EmAL_Wmo, which features a time-lapse summary of the six-year effort. The 18 ran again under her own steam on 15 October 2016.

Baldwin's next group of Ten-wheelers for the N-C-O repeated the power dimensions, but put more weight on the wheels. Even so, a "Hereafter" note in the 1911 specs required the builder to "decrease the number of plates in the engine truck springs to make them suitable for the weight carried on the truck".

9 and 12 were taken over by the Southern Pacific in May 1928 as their 9 and 18. 9 was later displayed in Laws, CA at the Laws Railroad Museum. 18 was put on display in Independence, Calif in 1955.

Number 10-11 ran for the narrow-gauge SP until it was sold to the Pacific Coast Railroad. The PCR was abandoned in 1941. Both the 10 and 11 were sold to the Oahu Railway, 11 going first in January 1942. When that engine -- renumbered 111 -- was scrapped in 1948, the 10 replaced it and was renumbered 110. 110 was scrapped in 1950.

These three engines (and a fourth) were originally delivered to the South Pacific Coast in the late 1880s. They had slightly larger boilers at that point and 11 more tubes than in the form shown in the Southern Pacific diagram used for this entry.

Locobase is a little surprised that so small a locomotive would have been built as late as it was by a major builder. The SD & S was merged with the San Diego & Arizona in 1917 and this engine, then numbered 23, became 12 in 1920. It later served under that number for both the Mexicali & Golfo and the Southern Pacific before being scrapped in October 1947.

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

Class | 103 / T-43 | 105 / T-57 | 109 / T-57 | 111 / T-46 | 130 / T-47 & T-48 |

Locobase ID | 8177 | 8178 | 8180 | 8181 | 8182 |

Railroad | Northwestern Pacific (SP) | Northwestern Pacific (SP) | California Northwestern (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) |

Country | USA | USA | USA | USA | USA |

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

Number in Class | 2 | 2 | 1 | 4 | 6 |

Road Numbers | 103-104 | 105-106 | 109 | 111-114 | 130-135 |

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

Number Built | 2 | 2 | 1 | 4 | 6 |

Builder | Richmond | Alco-Richmond | Burnham, Williams & Co | Alco-Schenectady | Alco |

Year | 1901 | 1901 | 1900 | 1908 | 1910 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.33' | 11.75' | 12' | 12' | 14.83' |

Engine Wheelbase | 22.67' | 21.92' | 23.12' | 22.58' | 25.92' |

Ratio of driving wheelbase to overall engine wheebase | 0.54 | 0.54 | 0.52 | 0.53 | 0.57 |

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

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

Weight on Drivers | 92260 lbs | 108000 lbs | 105150 lbs | 109600 lbs | 130400 lbs |

Engine Weight | 120260 lbs | 134000 lbs | 130300 lbs | 137800 lbs | 173000 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | |||||

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

Minimum weight of rail (calculated) | 51 lb/yard | 60 lb/yard | 58 lb/yard | 61 lb/yard | 72 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

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

Cylinders (dia x stroke) | 18" x 24" | 19" x 26" | 19" x 26" | 19" x 26" | 20" x 28" |

Tractive Effort | 20872 lbs | 25194 lbs | 25194 lbs | 25194 lbs | 30222 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.42 | 4.29 | 4.17 | 4.35 | 4.31 |

Heating Ability | |||||

Firebox Area | 137 sq. ft | 144 sq. ft | 150 sq. ft | 158 sq. ft | 173.50 sq. ft |

Grate Area | 23 sq. ft | 24.25 sq. ft | 24.75 sq. ft | 25 sq. ft | 30.20 sq. ft |

Evaporative Heating Surface | 1591 sq. ft | 1874 sq. ft | 1887 sq. ft | 1923 sq. ft | 2762 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1591 sq. ft | 1874 sq. ft | 1887 sq. ft | 1923 sq. ft | 2762 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 225.08 | 219.64 | 221.16 | 225.38 | 271.29 |

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

Robert LeMassena's Power Computation | 4140 | 4365 | 4455 | 4500 | 6040 |

Same as above plus superheater percentage | 4140 | 4365 | 4455 | 4500 | 6040 |

Same as above but substitute firebox area for grate area | 24660 | 25920 | 27000 | 28440 | 34700 |

Power L1 | 5506 | 5199 | 5285 | 5437 | 7486 |

Power MT | 394.71 | 318.38 | 332.42 | 328.10 | 379.69 |

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

Class | 136 / T-49 | 139 / T-51 | 142 / T-51 | 160/180 /T-57 | 178 |

Locobase ID | 8184 | 8185 | 8191 | 8189 | 8187 |

Railroad | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) | Northwestern Pacific (SP) |

Country | USA | USA | USA | USA | USA |

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

Number in Class | 3 | 3 | 2 | 2 | 1 |

Road Numbers | 136-138 | 139-141 | 142-143 | 160-161/180-181 | 178 |

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

Number Built | 3 | 3 | 2 | 2 | 1 |

Builder | Alco | Alco | Baldwin | Alco | Burnham, Williams & Co |

Year | 1914 | 1914 | 1922 | 1914 | 1906 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.83' | 14.83' | 14.83' | 14.83' | 12.67' |

Engine Wheelbase | 25.92' | 25.92' | 25.92' | 26' | 24.71' |

Ratio of driving wheelbase to overall engine wheebase | 0.57 | 0.57 | 0.57 | 0.57 | 0.51 |

Overall Wheelbase (engine & tender) | 55.97' | ||||

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

Weight on Drivers | 135500 lbs | 137720 lbs | 137720 lbs | 148500 lbs | 141400 lbs |

Engine Weight | 180000 lbs | 181670 lbs | 181670 lbs | 196500 lbs | 169800 lbs |

Tender Light Weight | 142000 lbs | ||||

Total Engine and Tender Weight | 323670 lbs | ||||

Tender Water Capacity | 7000 gals | ||||

Tender Fuel Capacity (oil/coal) | 2940 gals | gals | gals | ||

Minimum weight of rail (calculated) | 75 lb/yard | 77 lb/yard | 77 lb/yard | 83 lb/yard | 79 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

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

Cylinders (dia x stroke) | 20" x 28" | 20" x 28" | 20" x 28" | 21" x 28" | 21" x 28" |

Tractive Effort | 30222 lbs | 30222 lbs | 30222 lbs | 36827 lbs | 33320 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.48 | 4.56 | 4.56 | 4.03 | 4.24 |

Heating Ability | |||||

Firebox Area | 175 sq. ft | 174 sq. ft | 174 sq. ft | 178 sq. ft | 192 sq. ft |

Grate Area | 28.70 sq. ft | 28.70 sq. ft | 28.70 sq. ft | 50.50 sq. ft | 35 sq. ft |

Evaporative Heating Surface | 2627 sq. ft | 2032 sq. ft | 2032 sq. ft | 2282 sq. ft | 1873 sq. ft |

Superheating Surface | 408 sq. ft | 408 sq. ft | 494 sq. ft | 461 sq. ft | |

Combined Heating Surface | 2627 sq. ft | 2440 sq. ft | 2440 sq. ft | 2776 sq. ft | 2334 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 258.03 | 199.59 | 199.59 | 203.30 | 166.86 |

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

Robert LeMassena's Power Computation | 5740 | 5740 | 5740 | 10100 | 7000 |

Same as above plus superheater percentage | 5740 | 6716 | 6716 | 11918 | 8400 |

Same as above but substitute firebox area for grate area | 35000 | 40716 | 40716 | 42008 | 46080 |

Power L1 | 7223 | 13560 | 13560 | 12895 | 13063 |

Power MT | 352.56 | 651.20 | 651.20 | 574.31 | 611.01 |

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

Class | 1785 | 179 | 18 | 182 / T-57 | 20 / T-44 |

Locobase ID | 11122 | 8188 | 8174 | 8190 | 8179 |

Railroad | Central Pacific (SP) | Las Vegas & Tonopah (SP) | North Pacific Coast (SP) | Northwestern Pacific (SP) | California Northwestern (SP) |

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 | 1 | 3 | 4 |

Road Numbers | 1785 | 179 | 18/145/95 | 182-184 | 20, 1, 22-23/110, 109, 107-108 |

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

Number Built | 1 | 1 | 1 | 3 | 4 |

Builder | Schenectady | Alco | Brooks | Baldwin | Burnham, Williams & Co |

Year | 1890 | 1906 | 1900 | 1922 | 1900 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.17' | 14.83' | 10.67' | 14.83' | 12' |

Engine Wheelbase | 22.67' | 25.75' | 20.33' | 26' | 23.12' |

Ratio of driving wheelbase to overall engine wheebase | 0.54 | 0.58 | 0.52 | 0.57 | 0.52 |

Overall Wheelbase (engine & tender) | 47.54' | 56.56' | |||

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

Weight on Drivers | 99500 lbs | 142480 lbs | 61300 lbs | 148500 lbs | 110000 lbs |

Engine Weight | 130300 lbs | 189280 lbs | 79400 lbs | 196500 lbs | 136300 lbs |

Tender Light Weight | 139000 lbs | 70000 lbs | |||

Total Engine and Tender Weight | 335500 lbs | 206300 lbs | |||

Tender Water Capacity | 4000 gals | 7000 gals | 3500 gals | ||

Tender Fuel Capacity (oil/coal) | 2940 gals | gals | |||

Minimum weight of rail (calculated) | 55 lb/yard | 79 lb/yard | 34 lb/yard | 83 lb/yard | 61 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 63" | 55" | 57" | 57" |

Boiler Pressure | 180 psi | 200 psi | 170 psi | 200 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 20" x 26" | 20" x 28" | 16" x 22" | 21" x 28" | 19" x 26" |

Low Pressure Cylinders (dia x stroke) | 29" x 26" (1) | ||||

Tractive Effort | 15628 lbs | 30222 lbs | 14797 lbs | 36827 lbs | 25194 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.37 | 4.71 | 4.14 | 4.03 | 4.37 |

Heating Ability | |||||

Firebox Area | 137.10 sq. ft | 174 sq. ft | 110.60 sq. ft | 178 sq. ft | 153.50 sq. ft |

Grate Area | 28.50 sq. ft | 50 sq. ft | 16 sq. ft | 50.50 sq. ft | 24.75 sq. ft |

Evaporative Heating Surface | 1742 sq. ft | 2344 sq. ft | 1081 sq. ft | 2282 sq. ft | 1904 sq. ft |

Superheating Surface | 549 sq. ft | 494 sq. ft | |||

Combined Heating Surface | 1742 sq. ft | 2893 sq. ft | 1081 sq. ft | 2776 sq. ft | 1904 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 368.53 | 230.23 | 211.15 | 203.30 | 223.16 |

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

Robert LeMassena's Power Computation | 5130 | 10000 | 2720 | 10100 | 4455 |

Same as above plus superheater percentage | 5130 | 11900 | 2720 | 11918 | 4455 |

Same as above but substitute firebox area for grate area | 24678 | 41412 | 18802 | 42008 | 27630 |

Power L1 | 5056 | 16821 | 4974 | 12895 | 5354 |

Power MT | 336.08 | 780.82 | 536.66 | 574.31 | 321.91 |

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

Class | 20/T-57 | 201 / T-38 | 21 / 10 | 22 | 22 / 11 |

Locobase ID | 7276 | 7248 | 7274 | 11606 | 7275 |

Railroad | San Diego & Arizona (SP) | San Antonio & Aransas Pass (SP) | San Diego & Southeastern (SP) | South Pacific | San Diego & Southeastern (SP) |

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 | 8 | 1 | 1 | 1 |

Road Numbers | 20 | 201-208 / 369-376 | 10 | 22 | 22 / 11 |

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

Number Built | 8 | 1 | 1 | 1 | |

Builder | SD&A | Burnham, Williams & Co | Schenectady | Burnham, Parry, Williams & Co | Rogers |

Year | 1919 | 1907 | 1887 | 1889 | 1881 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.67' | 15' | 15.83' | 12.50' | 14' |

Engine Wheelbase | 24' | 23.17' | 24' | 21.83' | 23.83' |

Ratio of driving wheelbase to overall engine wheebase | 0.53 | 0.65 | 0.66 | 0.57 | 0.59 |

Overall Wheelbase (engine & tender) | 49.37' | ||||

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

Weight on Drivers | 135000 lbs | 93500 lbs | 73400 lbs | 73400 lbs | |

Engine Weight | 162000 lbs | 126000 lbs | 97600 lbs | 97600 lbs | |

Tender Light Weight | 102360 lbs | ||||

Total Engine and Tender Weight | 228360 lbs | ||||

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

Tender Fuel Capacity (oil/coal) | 1950 gals | gals | gals | gals | |

Minimum weight of rail (calculated) | 75 lb/yard | 52 lb/yard | 41 lb/yard | 0 | 41 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 62" | 57" | 48" | 57" |

Boiler Pressure | 190 psi | 180 psi | 150 psi | 130 psi | 150 psi |

Cylinders (dia x stroke) | 21" x 28" | 19" x 24" | 18" x 24" | 16" x 20" | 18" x 24" |

Tractive Effort | 31654 lbs | 21381 lbs | 17394 lbs | 11787 lbs | 17394 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.26 | 4.37 | 4.22 | 4.22 | |

Heating Ability | |||||

Firebox Area | 192 sq. ft | 133 sq. ft | 150 sq. ft | 144 sq. ft | |

Grate Area | 34.90 sq. ft | 17 sq. ft | 16.50 sq. ft | 13.80 sq. ft | 16.40 sq. ft |

Evaporative Heating Surface | 1399 sq. ft | 1615 sq. ft | 1425 sq. ft | 1470 sq. ft | |

Superheating Surface | 402 sq. ft | ||||

Combined Heating Surface | 1801 sq. ft | 1615 sq. ft | 1425 sq. ft | 0 | 1470 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 124.64 | 205.06 | 201.60 | 207.96 | |

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

Robert LeMassena's Power Computation | 6631 | 3060 | 2475 | 1794 | 2460 |

Same as above plus superheater percentage | 8090 | 3060 | 2475 | 1794 | 2460 |

Same as above but substitute firebox area for grate area | 44506 | 23940 | 22500 | 0 | 21600 |

Power L1 | 10623 | 5385 | 4385 | 0 | 4415 |

Power MT | 520.44 | 380.92 | 395.12 | 397.82 |

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

Class | 320 / T-39 | 4 / T-52, T-58 | 52 | 7 | 7 / T-58 |

Locobase ID | 7249 | 8186 | 7701 | 12673 | 7277 |

Railroad | San Antonio & Aransas Pass (SP) | Las Vegas & Tonopah (SP) | Florence & Cripple Creek (SP) | Nevada-California-Oregon (SP) | Las Vegas & Tonopah (SP) |

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 | 3 | 4 | 2 | 1 |

Road Numbers | 320 / 300 | 4-11 / 170-172 | 22-23 | 7-8 | 7 / 24 |

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

Number Built | 1 | 3 | 4 | 2 | |

Builder | Burnham, Williams & Co | Burnham, Williams & Co | Schenectady | Burnham, Williams & Co | SP |

Year | 1907 | 1907 | 1899 | 1903 | 1921 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15' | 14.33' | 9.75' | 9' | 14.33' |

Engine Wheelbase | 26.92' | 25.92' | 18.17' | 18.25' | 25.92' |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.55 | 0.54 | 0.49 | 0.55 |

Overall Wheelbase (engine & tender) | 41.75' | ||||

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

Weight on Drivers | 110900 lbs | 142000 lbs | 69000 lbs | 58000 lbs | 143300 lbs |

Engine Weight | 150000 lbs | 186750 lbs | 85000 lbs | 74000 lbs | 189800 lbs |

Tender Light Weight | 105200 lbs | 115000 lbs | 57600 lbs | 62000 lbs | |

Total Engine and Tender Weight | 255200 lbs | 301750 lbs | 142600 lbs | 136000 lbs | |

Tender Water Capacity | 5000 gals | 6000 gals | 2500 gals | 3000 gals | |

Tender Fuel Capacity (oil/coal) | 2000 gals | 3000 gals | 7 tons | tons | tons |

Minimum weight of rail (calculated) | 62 lb/yard | 79 lb/yard | 38 lb/yard | 32 lb/yard | 80 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 57" | 42" | 44" | 57" |

Boiler Pressure | 200 psi | 190 psi | 180 psi | 160 psi | 200 psi |

Cylinders (dia x stroke) | 18" x 26" | 21" x 26" | 16" x 20" | 15" x 18" | 21" x 26" |

Tractive Effort | 25573 lbs | 32487 lbs | 18651 lbs | 12518 lbs | 34197 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.34 | 4.37 | 3.70 | 4.63 | 4.19 |

Heating Ability | |||||

Firebox Area | 156 sq. ft | 140.60 sq. ft | 86.88 sq. ft | 78.40 sq. ft | 145 sq. ft |

Grate Area | 20.70 sq. ft | 42.50 sq. ft | 14.08 sq. ft | 11.93 sq. ft | 42.50 sq. ft |

Evaporative Heating Surface | 2401 sq. ft | 2599 sq. ft | 1124 sq. ft | 992 sq. ft | 1606 sq. ft |

Superheating Surface | 478 sq. ft | ||||

Combined Heating Surface | 2401 sq. ft | 2599 sq. ft | 1124 sq. ft | 992 sq. ft | 2084 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 313.54 | 249.36 | 241.50 | 269.45 | 154.08 |

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

Robert LeMassena's Power Computation | 4140 | 8075 | 2534 | 1909 | 8500 |

Same as above plus superheater percentage | 4140 | 8075 | 2534 | 1909 | 10455 |

Same as above but substitute firebox area for grate area | 31200 | 26714 | 15638 | 12544 | 35670 |

Power L1 | 7754 | 5718 | 4219 | 4411 | 12091 |

Power MT | 462.43 | 266.32 | 404.40 | 503.00 | 558.05 |

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

Class | 9 / T-58 | Alamogordo | DB / T-2 | DC / T-1 / T-25 | DF - 57"" / T-6 |

Locobase ID | 7278 | 12258 | 3196 | 3155 | 8736 |

Railroad | Las Vegas & Tonopah (SP) | El Paso & Northeastern (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) |

Country | USA | USA | USA | USA | USA |

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

Number in Class | 3 | 3 | 14 | 35 | 9 |

Road Numbers | 9-11 | 1-3 / 122-124 / 109-111 | 1794-1807 / 2221-2234 | 1808-51 / 2235-2273 | 1762-64, 68-69, 73-74 + 2 |

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

Number Built | 3 | 14 | 35 | 9 | |

Builder | SP | Burnham, Williams & Co | Cooke | Cooke | SP |

Year | 1921 | 1898 | 1893 | 1895 | 1895 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.33' | 15' | 12.17' | 12.17' | 12' |

Engine Wheelbase | 25.92' | 26' | 22.83' | 22.67' | 25.42' |

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.58 | 0.53 | 0.54 | 0.47 |

Overall Wheelbase (engine & tender) | 47.80' | ||||

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

Weight on Drivers | 143300 lbs | 102000 lbs | 104900 lbs | 112050 lbs | 78700 lbs |

Engine Weight | 189800 lbs | 142000 lbs | 130750 lbs | 142350 lbs | 105100 lbs |

Tender Light Weight | 90000 lbs | 81000 lbs | |||

Total Engine and Tender Weight | 232000 lbs | 223350 lbs | |||

Tender Water Capacity | 4500 gals | 4000 gals | |||

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

Minimum weight of rail (calculated) | 80 lb/yard | 57 lb/yard | 58 lb/yard | 62 lb/yard | 44 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 200 psi | 180 psi | 160 psi | 180 psi | 135 psi |

Cylinders (dia x stroke) | 21" x 26" | 19" x 26" | 19" x 24" | 20" x 26" | 18" x 30" |

Tractive Effort | 30940 lbs | 22795 lbs | 18703 lbs | 25257 lbs | 19568 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.63 | 4.47 | 5.61 | 4.44 | 4.02 |

Heating Ability | |||||

Firebox Area | 145 sq. ft | 173 sq. ft | 141 sq. ft | 147 sq. ft | 136 sq. ft |

Grate Area | 42.50 sq. ft | 23.40 sq. ft | 28 sq. ft | 28 sq. ft | 24 sq. ft |

Evaporative Heating Surface | 1606 sq. ft | 1921 sq. ft | 1622 sq. ft | 1884 sq. ft | 1303 sq. ft |

Superheating Surface | 478 sq. ft | ||||

Combined Heating Surface | 2084 sq. ft | 1921 sq. ft | 1622 sq. ft | 1884 sq. ft | 1303 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 154.08 | 225.15 | 205.95 | 199.28 | 147.47 |

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

Robert LeMassena's Power Computation | 8500 | 4212 | 4480 | 5040 | 3240 |

Same as above plus superheater percentage | 10455 | 4212 | 4480 | 5040 | 3240 |

Same as above but substitute firebox area for grate area | 35670 | 31140 | 22560 | 26460 | 18360 |

Power L1 | 13364 | 6171 | 4964 | 5236 | 2878 |

Power MT | 616.80 | 400.14 | 312.98 | 309.06 | 241.86 |

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

Class | DF - 63"" / T-6 | DH / T-8a | DI / T-9 | DJ / T-10 | DW |

Locobase ID | 8737 | 8738 | 8739 | 8740 | 12680 |

Railroad | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) |

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 | 13 | 10 | 20 | 20 | 10 |

Road Numbers | 1746-1755 / 2174-2183 | 1694-1713 / 2154-2173 | 1726-1745 / 2134-2153 | 2301-2310 | |

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

Number Built | 13 | 10 | 20 | 20 | 10 |

Builder | SP | Schenectady | Schenectady | Rhode Island | Burnham, Williams & Co |

Year | 1895 | 1895 | 1895 | 1895 | 1903 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 11' | 11' | 14.42' | 13.67' |

Engine Wheelbase | 25.42' | 20.83' | 20.83' | 24.67' | 25' |

Ratio of driving wheelbase to overall engine wheebase | 0.47 | 0.53 | 0.53 | 0.58 | 0.55 |

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

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

Weight on Drivers | 77650 lbs | 87500 lbs | 83100 lbs | 85700 lbs | 144000 lbs |

Engine Weight | 108400 lbs | 106200 lbs | 101500 lbs | 112300 lbs | 185000 lbs |

Tender Light Weight | 120000 lbs | ||||

Total Engine and Tender Weight | 305000 lbs | ||||

Tender Water Capacity | 6000 gals | ||||

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

Minimum weight of rail (calculated) | 43 lb/yard | 49 lb/yard | 46 lb/yard | 48 lb/yard | 80 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 57" | 56" | 57" | 63" |

Boiler Pressure | 135 psi | 160 psi | 160 psi | 160 psi | 210 psi |

Cylinders (dia x stroke) | 18" x 30" | 18" x 24" | 18" x 24" | 18" x 24" | 21" x 28" |

Tractive Effort | 17704 lbs | 18553 lbs | 18885 lbs | 18553 lbs | 34986 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.39 | 4.72 | 4.40 | 4.62 | 4.12 |

Heating Ability | |||||

Firebox Area | 136 sq. ft | 119 sq. ft | 119 sq. ft | 142 sq. ft | 171.20 sq. ft |

Grate Area | 24 sq. ft | 24.50 sq. ft | 27.40 sq. ft | 19 sq. ft | 49.50 sq. ft |

Evaporative Heating Surface | 1303 sq. ft | 1467 sq. ft | 1402 sq. ft | 1343 sq. ft | 2470 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1303 sq. ft | 1467 sq. ft | 1402 sq. ft | 1343 sq. ft | 2470 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 147.47 | 207.54 | 198.34 | 190.00 | 220.05 |

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

Robert LeMassena's Power Computation | 3240 | 3920 | 4384 | 3040 | 10395 |

Same as above plus superheater percentage | 3240 | 3920 | 4384 | 3040 | 10395 |

Same as above but substitute firebox area for grate area | 18360 | 19040 | 19040 | 22720 | 35952 |

Power L1 | 3181 | 4434 | 4219 | 4415 | 6534 |

Power MT | 270.94 | 335.15 | 335.79 | 340.73 | 300.10 |

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

Class | DZ-1 / T-69 / T-26 | Eureka / T-55 | Skaggs / T-57 | T-16 | T-22 |

Locobase ID | 12559 | 8176 | 8175 | 11131 | 8744 |

Railroad | Southern Pacific (SP) | San Francisco & North Pacific (SP) | San Francisco & North Pacific (SP) | Texas & New Orleans (SP) | Southern Pacific (SP) |

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 | 6 | 1 | 1 | 1 | 1 |

Road Numbers | 2283-2300 | 15 / 102 | 101 | 642-656 | 2001 |

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

Number Built | 6 | 1 | 1 | 1 | 1 |

Builder | Burnham, Williams & Co | Grant | Rogers | Schenectady | McKay & Aldus |

Year | 1901 | 1888 | 1889 | 1890 | 1868 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.67' | 13.50' | 13.33' | 13.83' | 11' |

Engine Wheelbase | 25' | 24.50' | 23.92' | 24' | 21.17' |

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.55 | 0.56 | 0.58 | 0.52 |

Overall Wheelbase (engine & tender) | 45.75' | ||||

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

Weight on Drivers | 135000 lbs | 78000 lbs | 73100 lbs | 73000 lbs | 93700 lbs |

Engine Weight | 175000 lbs | 102000 lbs | 94400 lbs | 95000 lbs | 117500 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

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

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

Minimum weight of rail (calculated) | 75 lb/yard | 43 lb/yard | 41 lb/yard | 41 lb/yard | 52 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 55" | 57" | 55" | 57" |

Boiler Pressure | 200 psi | 140 psi | 140 psi | 140 psi | 160 psi |

High Pressure Cylinders (dia x stroke) | 15.5" x 28" | 18" x 24" | 16" x 24" | 18" x 24" | 18" x 24" |

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

Tractive Effort | 24456 lbs | 16824 lbs | 12827 lbs | 16824 lbs | 18553 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.52 | 4.64 | 5.70 | 4.34 | 5.05 |

Heating Ability | |||||

Firebox Area | 171.20 sq. ft | 108 sq. ft | 110 sq. ft | 125.90 sq. ft | 128 sq. ft |

Grate Area | 49.50 sq. ft | 16.90 sq. ft | 16 sq. ft | 17.30 sq. ft | 25 sq. ft |

Evaporative Heating Surface | 2498 sq. ft | 1523 sq. ft | 1342 sq. ft | 1469 sq. ft | 1494 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2498 sq. ft | 1523 sq. ft | 1342 sq. ft | 1469 sq. ft | 1494 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 408.50 | 215.46 | 240.28 | 207.82 | 211.36 |

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

Robert LeMassena's Power Computation | 9900 | 2366 | 2240 | 2422 | 4000 |

Same as above plus superheater percentage | 9900 | 2366 | 2240 | 2422 | 4000 |

Same as above but substitute firebox area for grate area | 34240 | 15120 | 15400 | 17626 | 20480 |

Power L1 | 4483 | 3745 | 4506 | 3810 | 4589 |

Power MT | 219.63 | 317.55 | 407.69 | 345.19 | 323.92 |

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

Class | T-23 | T-25 | T-26 | T-27 | T-28 |

Locobase ID | 8745 | 4134 | 8746 | 8674 | 4212 |

Railroad | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Texas & New Orleans (SP) | Southern Pacific (SP) |

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 | 8 | 18 | 10 | 54 |

Road Numbers | 2301-2310 | 2274-2281 | 2283-2300 | 377-386 | 2311-2352, 388-399 |

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

Number Built | 8 | 10 | 54 | ||

Builder | SP | Cooke | SP | several | Burnham, Williams & Co |

Year | 1901 | 1923 | 1897 | 1907 | |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.67' | 13.67' | 13.67' | 12.17' | 13.83' |

Engine Wheelbase | 25' | 24.50' | 25' | 22.67' | 25.83' |

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

Overall Wheelbase (engine & tender) | 52.17' | 58.02' | |||

Axle Loading (Maximum Weight per Axle) | 52800 lbs | 37330 lbs | |||

Weight on Drivers | 156000 lbs | 134000 lbs | 155400 lbs | 112000 lbs | 162800 lbs |

Engine Weight | 196200 lbs | 173000 lbs | 198000 lbs | 142350 lbs | 207000 lbs |

Tender Light Weight | 142000 lbs | ||||

Total Engine and Tender Weight | 349000 lbs | ||||

Tender Water Capacity | 7000 gals | ||||

Tender Fuel Capacity (oil/coal) | 2940 gals | ||||

Minimum weight of rail (calculated) | 87 lb/yard | 74 lb/yard | 86 lb/yard | 62 lb/yard | 90 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 69" | 69" | 63.50" | 63" |

Boiler Pressure | 210 psi | 200 psi | 200 psi | 180 psi | 190 psi |

Cylinders (dia x stroke) | 21" x 28" | 20" x 28" | 21" x 28" | 20" x 26" | 22" x 28" |

Tractive Effort | 34986 lbs | 27594 lbs | 30423 lbs | 25058 lbs | 34740 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.46 | 4.86 | 5.11 | 4.47 | 4.69 |

Heating Ability | |||||

Firebox Area | 158 sq. ft | 202 sq. ft | 191 sq. ft | 162 sq. ft | 206 sq. ft |

Grate Area | 49.30 sq. ft | 30.22 sq. ft | 32.60 sq. ft | 28 sq. ft | 32.10 sq. ft |

Evaporative Heating Surface | 1981 sq. ft | 2562 sq. ft | 1911 sq. ft | 1898 sq. ft | 2994 sq. ft |

Superheating Surface | 384 sq. ft | 369 sq. ft | |||

Combined Heating Surface | 2365 sq. ft | 2562 sq. ft | 2280 sq. ft | 1898 sq. ft | 2994 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 176.49 | 251.64 | 170.25 | 200.76 | 243.04 |

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

Robert LeMassena's Power Computation | 10353 | 6044 | 6520 | 5040 | 6099 |

Same as above plus superheater percentage | 12009 | 6044 | 7563 | 5040 | 6099 |

Same as above but substitute firebox area for grate area | 38489 | 40400 | 44312 | 29160 | 39140 |

Power L1 | 12232 | 8069 | 12678 | 5457 | 6517 |

Power MT | 518.59 | 398.26 | 539.58 | 322.25 | 264.76 |

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

Class | T-28 - superheated | T-28 T&NO - superheated | T-3 | T-31 | T-32 |

Locobase ID | 8672 | 8673 | 8735 | 3164 | 8747 |

Railroad | Southern Pacific (SP) | Texas & New Orleans (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) |

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 | 42 | 12 | 7 | 10 | 22 |

Road Numbers | 2311-2352 | 388-399 | 2214-2220 | 2353-2362 | 2363-2384 |

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

Number Built | 7 | 10 | 22 | ||

Builder | SP | T&NO | Schenectady | Baldwin | several |

Year | 1913 | 1913 | 1895 | 1912 | 1913 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.83' | 13.83' | 12.18' | 13.83' | 13.83' |

Engine Wheelbase | 25.83' | 25.83' | 22.67' | 25.83' | 25.83' |

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

Overall Wheelbase (engine & tender) | 58.02' | 47.80' | |||

Axle Loading (Maximum Weight per Axle) | 55500 lbs | 55997 lbs | 55500 lbs | 62800 lbs | |

Weight on Drivers | 162000 lbs | 162680 lbs | 113000 lbs | 162000 lbs | 173900 lbs |

Engine Weight | 208000 lbs | 206720 lbs | 142600 lbs | 208000 lbs | 218500 lbs |

Tender Light Weight | 142000 lbs | 89900 lbs | |||

Total Engine and Tender Weight | 350000 lbs | 297900 lbs | |||

Tender Water Capacity | 7000 gals | 12000 gals | |||

Tender Fuel Capacity (oil/coal) | 2940 gals | gals | gals | 4000 gals | gals |

Minimum weight of rail (calculated) | 90 lb/yard | 90 lb/yard | 63 lb/yard | 90 lb/yard | 97 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 210 psi | 210 psi | 180 psi | 210 psi | 210 psi |

Cylinders (dia x stroke) | 22" x 28" | 22" x 28" | 20" x 26" | 22" x 28" | 23" x 28" |

Tractive Effort | 38397 lbs | 35058 lbs | 23061 lbs | 38397 lbs | 38318 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.22 | 4.64 | 4.90 | 4.22 | 4.54 |

Heating Ability | |||||

Firebox Area | 230 sq. ft | 206 sq. ft | 147 sq. ft | 230 sq. ft | 230 sq. ft |

Grate Area | 32.10 sq. ft | 32.10 sq. ft | 28 sq. ft | 32 sq. ft | 32 sq. ft |

Evaporative Heating Surface | 2427 sq. ft | 2324 sq. ft | 1884 sq. ft | 2427 sq. ft | 2427 sq. ft |

Superheating Surface | 467 sq. ft | 464 sq. ft | 467 sq. ft | 467 sq. ft | |

Combined Heating Surface | 2894 sq. ft | 2788 sq. ft | 1884 sq. ft | 2894 sq. ft | 2894 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 197.01 | 188.65 | 199.28 | 197.01 | 180.25 |

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

Robert LeMassena's Power Computation | 6741 | 6741 | 5040 | 6720 | 6720 |

Same as above plus superheater percentage | 7820 | 7887 | 5040 | 7795 | 7795 |

Same as above but substitute firebox area for grate area | 56028 | 50614 | 26460 | 56028 | 56028 |

Power L1 | 13925 | 14762 | 5735 | 13925 | 13954 |

Power MT | 568.51 | 600.16 | 335.67 | 568.51 | 530.71 |

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

Class | T-36 | T-37 | T-40 | T-44 | T-44 / 10 |

Locobase ID | 8749 | 8750 | 8751 | 8698 | 8701 |

Railroad | El Paso & Southwestern (SP) | El Paso & Southwestern (SP) | Southern Pacific (SP) | Nevada-California-Oregon (SP) | Nevada-California-Oregon (SP) |

Country | USA | USA | USA | USA | USA |

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

Number in Class | 3 | 3 | 1 | 1 | 3 |

Road Numbers | 2102-2104 | 2105-2106 | 2371 | 4 / 8 | 10-12 |

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

Number Built | 3 | 3 | 1 | 3 | |

Builder | Alco-Manchester | Alco-Rhode Island | SP | Burnham, Williams & Co | Baldwin |

Year | 1902 | 1903 | 1928 | 1907 | 1910 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.83' | 13' | 13.83' | 9.02' | 9' |

Engine Wheelbase | 25.83' | 24.60' | 25.83' | 18.28' | 18.24' |

Ratio of driving wheelbase to overall engine wheebase | 0.57 | 0.53 | 0.54 | 0.49 | 0.49 |

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

Axle Loading (Maximum Weight per Axle) | 68800 lbs | ||||

Weight on Drivers | 118000 lbs | 146000 lbs | 197300 lbs | 62000 lbs | 68000 lbs |

Engine Weight | 153000 lbs | 187100 lbs | 242500 lbs | 81000 lbs | 87150 lbs |

Tender Light Weight | |||||

Total Engine and Tender Weight | |||||

Tender Water Capacity | |||||

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

Minimum weight of rail (calculated) | 66 lb/yard | 81 lb/yard | 110 lb/yard | 34 lb/yard | 38 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 70" | 69" | 44" | 44" |

Boiler Pressure | 190 psi | 175 psi | 210 psi | 180 psi | 180 psi |

Cylinders (dia x stroke) | 20" x 26" | 24" x 28" | 23" x 28" | 16" x 20" | 16" x 20" |

Tractive Effort | 26660 lbs | 34272 lbs | 38318 lbs | 17804 lbs | 17804 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.43 | 4.26 | 5.15 | 3.48 | 3.82 |

Heating Ability | |||||

Firebox Area | 194 sq. ft | 153 sq. ft | 230 sq. ft | 70 sq. ft | 70 sq. ft |

Grate Area | 30.90 sq. ft | 48.90 sq. ft | 32 sq. ft | 11.80 sq. ft | 11.80 sq. ft |

Evaporative Heating Surface | 2132 sq. ft | 2107 sq. ft | 2427 sq. ft | 1210 sq. ft | 1286 sq. ft |

Superheating Surface | 390 sq. ft | 467 sq. ft | |||

Combined Heating Surface | 2132 sq. ft | 2497 sq. ft | 2894 sq. ft | 1210 sq. ft | 1286 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 225.52 | 143.72 | 180.25 | 259.98 | 276.31 |

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

Robert LeMassena's Power Computation | 5871 | 8558 | 6720 | 2124 | 2124 |

Same as above plus superheater percentage | 5871 | 9927 | 7795 | 2124 | 2124 |

Same as above but substitute firebox area for grate area | 36860 | 31059 | 56028 | 12600 | 12600 |

Power L1 | 6546 | 8888 | 13954 | 4424 | 4640 |

Power MT | 366.90 | 402.63 | 467.76 | 471.93 | 451.30 |

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

Class | T-44 / 9 | T-45 - rebuilt from M-44 | T-45 / 22 | T-51 / 14 | T-56 |

Locobase ID | 8699 | 8761 | 8702 | 8700 | 8752 |

Railroad | Nevada-California-Oregon (SP) | Southern Pacific (SP) | Southern Pacific (SP) | Southern Pacific (SP) | San Diego & Southeastern (SP) |

Country | USA | USA | USA | USA | USA |

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

Number in Class | 4 | 1 | 1 | 3 | 1 |

Road Numbers | 9-12 | 12 | 14, 16-17 | 23 / 12 | |

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

Number Built | 4 | 1 | 1 | 1 | |

Builder | Baldwin | SP | Alco-Pittsburgh | ||

Year | 1909 | 1921 | 1889 | 1921 | 1913 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 9.02' | 12.12' | 12.50' | 12.50' | 14' |

Engine Wheelbase | 18.25' | 21.29' | 21.83' | 21.83' | 24.25' |

Ratio of driving wheelbase to overall engine wheebase | 0.49 | 0.57 | 0.57 | 0.57 | 0.58 |

Overall Wheelbase (engine & tender) | 47.08' | 41.50' | |||

Axle Loading (Maximum Weight per Axle) | 19300 lbs | 24300 lbs | |||

Weight on Drivers | 70750 lbs | 56700 lbs | 71000 lbs | 68200 lbs | 95400 lbs |

Engine Weight | 87150 lbs | 73700 lbs | 89400 lbs | 83900 lbs | 123400 lbs |

Tender Light Weight | 70000 lbs | ||||

Total Engine and Tender Weight | 157150 lbs | ||||

Tender Water Capacity | 3500 gals | ||||

Tender Fuel Capacity (oil/coal) | 1600 gals | gals | gals | gals | gals |

Minimum weight of rail (calculated) | 39 lb/yard | 32 lb/yard | 39 lb/yard | 38 lb/yard | 53 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 44" | 45" | 42" | 51" | 57" |

Boiler Pressure | 180 psi | 140 psi | 180 psi | 145 psi | 170 psi |

Cylinders (dia x stroke) | 16" x 20" | 14.5" x 18" | 16" x 20" | 16" x 20" | 18" x 24" |

Tractive Effort | 17804 lbs | 10008 lbs | 18651 lbs | 12373 lbs | 19713 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.97 | 5.67 | 3.81 | 5.51 | 4.84 |

Heating Ability | |||||

Firebox Area | 87 sq. ft | 65 sq. ft | 80 sq. ft | 85 sq. ft | 165 sq. ft |

Grate Area | 11.90 sq. ft | 8.70 sq. ft | 14.40 sq. ft | 14.06 sq. ft | 17 sq. ft |

Evaporative Heating Surface | 1227 sq. ft | 862 sq. ft | 1069 sq. ft | 823 sq. ft | 1528 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1227 sq. ft | 862 sq. ft | 1069 sq. ft | 823 sq. ft | 1528 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 263.63 | 250.57 | 229.68 | 176.83 | 216.17 |

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

Robert LeMassena's Power Computation | 2142 | 1218 | 2592 | 2039 | 2890 |

Same as above plus superheater percentage | 2142 | 1218 | 2592 | 2039 | 2890 |

Same as above but substitute firebox area for grate area | 15660 | 9100 | 14400 | 12325 | 28050 |

Power L1 | 4714 | 3623 | 3977 | 3305 | 5376 |

Power MT | 440.67 | 422.61 | 370.47 | 320.51 | 372.71 |

- T-44 #8 (Photo courtesy Norman Hechtkoff)
- T-44 #9 (Photo courtesy Pete Davis)
- T-44 #9 (Photo courtesy Norman Hechtkoff)
- SP Ten-Wheeler Photos & Data
- NG-6 18 (Independence, CA photo courtesy Chris Haynes)
- NG-6 18 (Independence, CA photo courtesy Chris Haynes)
- NG-6 18 (Independence, CA photo courtesy Chris Haynes)
- NG-6 18 (2007 Independence, CA photo courtesy John Garbutt)
- T&NO 119 at Griffin, GA photos (Photos courtesy Kermit Wiggins)
- T&NO 119 (Photo courtesy Chris Capewell)
- 2248 (Photographer unknown)

- SP Steam Roster Photos
- Southern Pacific Historical & Technical Society
*A Century of Southern Pacific Steam Locomotives 1862 - 1962*by Guy L. Dunscomb (Guy L. Dunscomb and Son)*Southern Pacific Company - Diagrams of Locomotives and Tenders*by Richard Wright (MHP Publications)*America's Bicentenial Queen Engine 4449 - The Lone Survivor*by Richard K . Wright (Wright Enterprises)*Daylight - The Complete Story of Southern Pacific GS Class 4400 Series Locomotives*by R. J. Church (Kratville Publications)*Running to Daylight! - On the road with Doyle Mc Cormiack and the Southern Pacific 4449 crew*by Bruce Kelly in "Trains" August, 1999 page 34-41

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