As noted in Locobase 13057, the 8 locomotives intended for the Morelia y Tacambaro in Guanajunto, Mexico were redirected to several other railroads.
Nampa, Ida served as headquarters for this short line, which picked up the 101 at Baldwin's fire sale. The IN was incorporated as the successor to the Boise, Nampa & Owyhe in 1902. At the time, the line ran 30 miles from Nampa to Murphy. When the Oregon Short Line took over the IN in 1912, the line ran from Nampa to Banks. In 1915, the OSL's motive power was incorporated by the Union Pacific and the 101 was renumbered 1502.
This trio of Ten-wheelers operated in Idaho on the UP's P & IN subsidiary after their delivery in 1907 (102) and 1910 (104-105). A smaller 4-6-0 delivered in the same period appears in Locobase 8344.
They were eventually integrated into the parent railroad's numbering system. Small and lightweight, the class operated until 1946-1947.
Mixed in with the 18" x 26" Ten-wheelers (Locobase 8343) delivered over several years, Baldwin sent along this single, smaller locomotive. It seems to have been sized for its railroad and had a small pair of cylinders as well as a modest-sized boiler and grate.
103 was renumbered 1585 by the UP in 1935 and continued to serve its Idaho customers until May 1947.
Connelly's list shows these as 0-6-0s powered by 19"x 26" cylinders from the start, but the 1918 UP diagram book represents the class as Ten-wheelers with the 19"x 24" cylinders described in the specifications. Four (1221, 1231-1232, 1238) were given 69"drivers, which resulted in a tractive effort of 17,610 lb.
A few were superheated in a modification that replaced 122 small tubes with 21 5 3/8" flues, but most were converted to 0-6-0s beginning in 1915 and renumbered in the 4369-4400 series.
Locobase 7442 describes the original 4-6-0 design that was superheated in the UP shops. The modification replaced 122 small tubes with 21 5 3/8" flues.
When the UP superheated these medium-size Ten-wheelers, they replaced 163 small tubes with 27 flues. Locobase doesn't know when these locomotives were refitted. The first of the superheated locomotives were retired in 1937.
When the 1320 compounds (Locobase 6602) were simpled not too long after they entered service, they took on the same characteristics as the 18 others that had been delivered as simple-expansion locomotives. Compared to the compounds, the simple-expansion design's firebox heating surface as calculated dropped considerably. In the 1920s, the few survivors were superheated with the usual loss of heating surface. The driver diameter was cut by 3" as well. Retirements occurred sporadically over a 15-year period from 1921 to 1936.
This batch of Vauclain compounds differed from the 1830s (Locobase 659) in the layout of the firebox. The heating surface is considerably smaller as calculated, but the grate area grew substantially. Conversion to simple expansion meant only replacement of the Vauclain package with two 20" x 24" cylinders. This resulted in a tractive effort of 30,220 lb.
This class began retirements a little later than the other UP Ten-wheelers -- 1927 -- but had all left the road by 1934.
Although the Union Pacific did not operate a lot of Ten-wheelers, at least some of them were deemed worthy of updating. Some of the 1360 compounds (profiled in Locobase 6604) first were simpled along the same lines as other UP compounds. Later, the railroad removed half of the small tubes from the original boiler and replaced them with 26 flues. At least a couple of this class operated into the 1930s with these boilers.
http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. Works numbers were 584-588 in April 1890.
http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. Works numbers were 2452-2461 in October 1890, 2462 in November.
These were identical to the 1400s shown in Locobase 6593; by the time the UP documented in the referent diagram folio, the driver diameters had been reduced to 51".
As such , the entire class went to work for the Colorado & Southern in 1899 when that reilorad assumed control of the UP, D & G.
Locobase suspects that the 6 produced in February 1891 (works 2506-2511) and delivered to the Oregon Short Line as 1459-1464 were very similar except for the Belpaire boilers.
http://utahrails.net/steam/up05-1915-1962-06.php . Works numbers were 2321-2324 in October 1895.
Long-lasting Ten-wheelers operating in Oregon. 1734 was modified to carry many fewer tubes; see Locobas 7840.
Except for the 1736, which was "vacated" in 1923, this class remained in service into the 1940s. 1735 was vacated in 1940, 1733 in 1945, and 1734 in 1946.
http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. Works numbers were 2059-2070 in October 1890.
According to Strack, these were delivered with 63" drivers, but later modified to roll on 51". The diagram shows 57", which may have reflected an even later update.
http://utahrails.net/steam/up05-1915-1962-06.php . Works numbers were 2379-2383 in December 1897.
Compared to the earlier OWRR & N Ten-wheelers, these were bigger locomotives with larger boilers and grates. Thus they appeared to have an abundance of steam for any speed their 57" drivers might permit them to haul freight. Their fireboxes were later fitted with oil-burners.
Described in Britain's Locomotive Magazine (October 1900, p. 152) as "The Most Powerful Ten-Wheeler on Earth" - how very Barnumesque. Tapered boiler, firebox with 20 sq ft of arch pipes, widely flared spark-arresting stack, steel clerestory cab, inside valve motion, small drivers. Many of these were superheated later; see Locobase 7444.
Boiler pressure from the 1918 diagram book. The diagram book shows that at least some of the 1800/1300 class (Locobase 6600) were refitted with 69" drivers. The change reduced tractive effort, but rendered them more suitable for passenger-train service.
All were retired in the mid-1920s
http://utahrails.net/steam/up03-upsys1885-1898-09.php . This design was an enlargement of the 1400s and shared the same firebox. When they were renumbered in the 1300s, the heating surface had dropped slightly as 4 tubes were removed and 30 sq ft of firebox heating surface was subtracted. The new totals were 163.3 sq ft direct heating surface and 1,900.6 sq ft total evaporative heating surface.
18326-18331, 18361-18362 in October; 18382-18385 in November; 18425-18426, 18429, 18434, 18481-18482, 18484-18485 in December
18898-18901, 18929-18932 in April; 18979-18984, 19039-19040 in May; 19111-19112, 19136-19137 in June
Part of a slew of Vauclain compounds delivered to the UP at the turn of the 20th Century.
Connelly's Baldwin list indicates that the first 6 engines had a 30" stroke; none of the other sources show a 30" variant.
These 10 locomotives were part of a slew of Vauclain compounds delivered to the UP at the turn of the 20th Century. They differed from the later engines in their class in having 69" drivers.
Not too long after their arrival on the UP, the railroad followed the pattern adopted by many other railroads and converted their compounds to simple-expansion engines as shown in the specifications. These were later superheated; see Locobase 6603.
Delivered as part of a large contingent of Vauclain compounds with 15 1/2" HP and 25" LP cylinders, these engines had 72" drivers (73" when fitted with 3 1/2" tires). Not too long after their arrival on the UP, the railroad followed the pattern adopted by many other railroads and converted their compounds to simple-expansion engines as shown in the specifications. These were later superheated; see Locobase 6603.
Rogers works #5350 was noted in this diagram book on this page 7; three more had already been retired or sold by 1914. 3 more Tenwheelers were delivered with cylinders 1" smaller in diameter. See Locobase 6577
Like the other St J & GI locomotives shown, this was a relatively lightweight and small example of its arrangement.
Rogers works #5244, 5246, 5349 were noted in this diagram book on this page -- it turns out that 4 more Tenwheelers were delivered with cylinders 1 inch greater in diameter. See Locobase 6578.
Like the other St J & GI locomotives shown, this was a relatively lightweight and small example of its arrangement.
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.
It's not clear to Locobase whether all of these locomotives were delivered with crown-bar boilers, but he supposes so. The data then show the locomotives as delivered. At least 3 of the engines were later fitted with radial stay boilers that differed in the size and number of boiler tubes: 263 2 1/4" tubes were replaced by 318 2" tubes. Total evaporative heating surface rose to 2,397 sq ft.
Five of the octet -- 1547-1548, 1550-1551, 1553 -- were "vacated" on the same day - 7 December 1926. The other 3 --1546, 1549, 1552 -- were withdrawn in January 1928.
The Paterson builder supplied these relatively large Ten-wheelers as a batch (works #2461-2468). The last course of boiler was sharply coned upward to the dome, which stood just ahead of the cab. Valve gear appears to have been Walschaert and the large spark-arresting stack signified the locomotives' forested destination.
This class is a Ten-wheeler extension of the 842-class 4-4-0 design shown in Locobase 6587. The boiler seems to have had a 5 1/2-ft section inserted ahead of the front sheet of the firebox, although very little of the new length consisted of tubes.
Taunton's big contract with the UP seems to have covered these 85 Ten-wheelers. The first began delivery before the Golden Spike ceremony at Promontory and Taunton added to the class for 12 years. Many were delivered with 54" drivers and later fitted with the 57" sets shown in the specs. Others arrived on 60" drivers that were later traded for the 57" sets.
Most of the class was retired before the 1915 renumbering, but 16 lasted in service until the mid-1920s.
According to http://utahrails.net/up/steam/up-steam-1885-1915.php
(visited 14 July 2005), this pair was delivered in 1868 as part of an order from the Taunton works. The class originally had numbers 93-99. In 1892, 95-96 were rebuilt as 1700-1701, 99 was rebuilt as a 4-4-0 in 1894.
Brooks and Schenectady delivered Ten-wheelers to the LASL. From the evidence Locobase finds in Drury (1993), 2 came from Brooks (works numbers 3928-3929), 4 more from Schenectady. As Drury notes, the parent Union Pacific wasn't big on 4-6-0s and these apparently were retired in 1925 with little or no updating beforehand.
http://utahrails.net/steam/up05-1915-1962-06.php . Locobase can't figure why two locomotives for the same railroad would be identical except for the number of boiler tubes in the barrel when neither is superheated. Yet a comparison with Locobase 7839 shows no other differences. Strack's roster provides no additional information.
http://utahrails.net/steam/up03-upsys1885-1898-09.php#oslun1459_4-6-0. Works numbers were 507-510 in October 1889 and 511-512 in November.
Locobase assigns the builder and road numbers to this entry because it was the only set of Ten-wheelers delivered to the OW RR & N in 1889. At that time, the locomotives rolled on 56" drivers; they were later given the 63" drivers shown in the specs.
Whenever this batch was superheated, these OWRR & N Ten-wheelers were among the biggest operated by any railroad. Although freight-oriented, their high superheat ratio, good amount of direct heating surface, and large boiler offered the potential for long-distance steaming. On the other hand, the design had a relatively small grate that probably proved to be the principal limiting factor.
Originally, the OWRRN took delivery of 6 Ten-wheelers from Baldwin in 1901; this original configuration is shown in Locobase 12526. Two were fitted with a superheated boiler. The modification took a familiar form in which dozens of small tubes were deleted in favor of a modestly scaled superheater installation. 1730 was fitted with Young valve gear while 1731 operated Walschaert valve gear.
The first of the class retired in 1927, but the last, presumably superheated, engine of the sextet operated until 1948.
See Locobase 10350 for the Oregon Short Line Ten-wheelers that were identical. They too had 12"-diameter piston valves, but larger tenders.
Like those locomotives, these Navigators were later superheated; see Locoobase 8346.
The Harriman Lines' attempt at designing a common set of locomotives for all of its lines (e.g., Locobases 5340-5342) did not include a Ten-wheeler. When the component railroads (which included such heavyweights as the Southern Pacific and the Union Pacific) established a need for new, more powerful 4-6-0s, the resulting engines alluded to Harriman designs in many respects.
Like many of these early 20th-Century engines, this class would be superheated. See Locobase 8342.
Not very long after these Ten-wheelers were delivered in 1909 (1572-1578) and 1911 (1579-1580), the OSL installed superheaters.
Retirements began in December 1933 with the 1572, 1574, 1576, 1581-1582. The other pre-World War II retirement was 1583 in April 1940. The others were retired in 1947-1951..
|Specifications by Steve Llanso|
|Class||101||102||103||1220||1242||1250 - superheated||1320 - simpled & superheated||1360||1360 - simpled and superheated||1400||1405||148 / T-57||1500||152 /T-57||1703 / 1250||1800 - 69""||1800 / 1300||1820 / 1320||1820/1320 simpled||1830/1330 simpled||30||33||400||720 / T-57 - 263||750||900||919||922 / 1701||DL 67 / T-68||T-57||T-63||T-63 - 1908s||T-64 - 1730||T-69 / 211||T-69 / 810||T2 / 1572|
|Railroad||Idaho Northern (UP)||Pacific & Idaho Northern (UP)||Pacific & Idaho Northern (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific, Denver & Gulf (UP)||Oregon Railway & Navigation (UP)||Oregon Railway & Navigation (UP)||Oregon Railway & Navigation (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||St.Joseph & Grand Island (UP)||St.Joseph & Grand Island (UP)||Oregon-Washington RR & Navigation (UP)||Oregon Short Line (UP)||Oregon Short Line (UP)||Union Pacific (UP)||Union Pacific (UP)||Union Pacific (UP)||San Pedro, Los Angeles & Salt Lake (UP)||Oregon-Washington RR & Navigation (UP)||Oregon Railway & Navigation (UP)||Oregon-Washington RR & Navigation (UP)||Oregon-Washington RR & Navigation (UP)||Oregon-Washington RR & Navigation (UP)||Oregon Short Line (UP)||Oregon Short Line (UP)|
|Road Numbers||101||102, 104-105/1584, 86-87||103 / 1585||1220-1249||1242-1243||1251,||1320-1347||1860-1869 / 1360-1369||1360-1369||1400-1404 / 1220-1223||1405-1415||148-151 / 170-173 / 1733, 1735-1736||1500-1507, 1482-85/140-147, 136-39||152-156 / 1737-1741||1703-1742 / 1250-1289||1800 -1816||1800-1816||1820-1859 / 1320-1359||1820-1829 / 1320-1329||1830-1859||30-32, 34||33||400-405 / 180-185 / 1727-1732||720-727 / 1546-1553||750-757||900 / 1200||919-1003||922, 921 / 1701, 1700||3200-3201 / 1591-1596||1734||45-50 / 1494-1499 / 130-135 / 1709+||1755-1760||1730-1731||211-223 / 1742-1754||810-821 / 1572-1583||810-821 / 1572-1583|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||UP||shops||Burnham, Williams & Co||Baldwin||New York||Rhode Island||Cooke||Cooke||Cooke||Brooks||New York||New York||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin||Rogers||Rogers||Burnham, Williams & Co||Cooke||Cooke||several||Taunton||UPRR||Alco-Brooks||Cooke||New York||Alco-Brooks||OWRRN||Baldwin||Baldwin||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.57||0.51||0.52||0.55||0.55||0.59||0.54||0.54||0.54||0.55||0.55||0.55||0.55||0.55||0.59||0.55||0.55||0.56||0.54||0.54||0.53||0.53||0.54||0.57||0.57||0.58||0.58||0.55||0.51||0.55||0.58||0.54||0.54||0.54||0.54||0.54|
|Overall Wheelbase (engine & tender)||51.04'||51.04'||54.65'||53.99'||55.99'||52.44'||52.42'||52.08'||52.17'||52.20'||54'||53.25'||53.25'||52.12'||56.83'||52.44'||51.67'||60.18'||55.17'||57.29'||57.29'||59.48'|
|Axle Loading (Maximum Weight per Axle)||35800 lbs||46500 lbs||51500 lbs||35940 lbs||41400 lbs||39000 lbs||43600 lbs||35800 lbs||35800 lbs||51340 lbs||50000 lbs||50070 lbs||35940 lbs||35940 lbs||44000 lbs||26733 lbs||28733 lbs||41400 lbs||32000 lbs||55500 lbs|
|Weight on Drivers||88000 lbs||94000 lbs||81000 lbs||103400 lbs||113680 lbs||135600 lbs||149600 lbs||140070 lbs||146200 lbs||103400 lbs||103400 lbs||119400 lbs||112950 lbs||125600 lbs||134000 lbs||103400 lbs||103400 lbs||142440 lbs||142990 lbs||142390 lbs||102000 lbs||102000 lbs||140000 lbs||132000 lbs||143000 lbs||79200 lbs||79200 lbs||113200 lbs||141250 lbs||119400 lbs||92350 lbs||162000 lbs||145310 lbs||159000 lbs||159000 lbs||161000 lbs|
|Engine Weight||120000 lbs||122000 lbs||104000 lbs||131200 lbs||148500 lbs||170000 lbs||195000 lbs||185210 lbs||188800 lbs||131200 lbs||131200 lbs||144440 lbs||139800 lbs||154400 lbs||168000 lbs||131200 lbs||131200 lbs||184240 lbs||183700 lbs||187950 lbs||126500 lbs||126500 lbs||181500 lbs||156000 lbs||171000 lbs||107200 lbs||107200 lbs||137100 lbs||176050 lbs||144400 lbs||125000 lbs||208000 lbs||190150 lbs||203000 lbs||203000 lbs||206000 lbs|
|Tender Light Weight||80000 lbs||91650 lbs||129900 lbs||107233 lbs||132200 lbs||122400 lbs||107433 lbs||107433 lbs||110204 lbs||103945 lbs||105400 lbs||106000 lbs||107233 lbs||107433 lbs||118190 lbs||132200 lbs||122400 lbs||101000 lbs||101000 lbs||120000 lbs||98000 lbs||107233 lbs||107233 lbs||107433 lbs||111472 lbs||97000 lbs||135800 lbs||129900 lbs||159965 lbs||133050 lbs|
|Total Engine and Tender Weight||200000 lbs||213650 lbs||233900 lbs||238433 lbs||280700 lbs||307610 lbs||238633 lbs||238633 lbs||254644 lbs||243745 lbs||259800 lbs||274000 lbs||238433 lbs||238633 lbs||302430 lbs||315900 lbs||310350 lbs||227500 lbs||227500 lbs||301500 lbs||269000 lbs||214433 lbs||214433 lbs||244533 lbs||255872 lbs||222000 lbs||343800 lbs||320050 lbs||362965 lbs||339050 lbs|
|Tender Water Capacity||4000 gals||5000 gals||6000 gals||4000 gals||7000 gals||7000 gals||7000 gals||6000 gals||7000 gals||4000 gals||4000 gals||5000 gals||4000 gals||4000 gals||6000 gals||7000 gals||6000 gals||6000 gals||6000 gals||6000 gals||4500 gals||4000 gals||4000 gals||4000 gals||6200 gals||7000 gals||6000 gals||9000 gals||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||9 tons||3040 gals||14 tons||12 tons||14 tons||12 tons||10 tons||12 tons||14 tons||14 tons||tons||tons||tons||10.1 tons||14 tons||14 tons||10 tons||12 tons||12 tons||10 tons||10 tons||tons||tons||10 tons||14 tons||14 tons||14 tons||2350 gals||gals||gals||2770 gals||2940 gals||10 tons||tons||14 tons|
|Minimum weight of rail (calculated) on which locomotive could run||49 lb/yard||52 lb/yard||45 lb/yard||57 lb/yard||63 lb/yard||75 lb/yard||83 lb/yard||78 lb/yard||81 lb/yard||57 lb/yard||57 lb/yard||66 lb/yard||63 lb/yard||70 lb/yard||74 lb/yard||57 lb/yard||57 lb/yard||79 lb/yard||79 lb/yard||79 lb/yard||57 lb/yard||57 lb/yard||78 lb/yard||73 lb/yard||79 lb/yard||44 lb/yard||44 lb/yard||63 lb/yard||78 lb/yard||66 lb/yard||51 lb/yard||90 lb/yard||81 lb/yard||88 lb/yard||88 lb/yard||89 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi||180 psi||165 psi||165 psi||200 psi||200 psi||200 psi||200 psi||165 psi||165 psi||180 psi||175 psi||190 psi||200 psi||165 psi||165 psi||200 psi||200 psi||200 psi||180 psi||180 psi||200 psi||200 psi||200 psi||160 psi||165 psi||160 psi||175 psi||180 psi||150 psi||200 psi||200 psi||200 psi||200 psi||190 psi|
|High Pressure Cylinders (dia x stroke)||18" x 24" (2)||18" x 26" (2)||17" x 24" (2)||19" x 24" (2)||19" x 24" (2)||20" x 28" (2)||20" x 28" (2)||15.5" x 28" (2)||20" x 28" (2)||19" x 26" (2)||19" x 24" (2)||20" x 26" (2)||19" x 24" (2)||20" x 26" (2)||20" x 28" (2)||20" x 24" (2)||20" x 24" (2)||15.5" x 28" (2)||20" x 28" (2)||20" x 28" (2)||18" x 26" (2)||17" x 26" (2)||15.5" x 30" (2)||20" x 26" (2)||20" x 28" (2)||18" x 24" (2)||18" x 24" (2)||20" x 24" (2)||20" x 28" (2)||20" x 26" (2)||19" x 24" (2)||22" x 28" (2)||22" x 26" (2)||22" x 28" (2)||22" x 28" (2)||22" x 28" (2)|
|Low Pressure Cylinders (dia x stroke)||26" x 28" (2)||26" x 28" (2)||26" x 30" (2)|
|Tractive Effort||22032 lbs||22612 lbs||17397 lbs||21318 lbs||21318 lbs||31213 lbs||27594 lbs||24456 lbs||30222 lbs||21232 lbs||23826 lbs||27916 lbs||22610 lbs||29467 lbs||33404 lbs||19513 lbs||21716 lbs||24456 lbs||27594 lbs||26082 lbs||20788 lbs||18543 lbs||28698 lbs||31018 lbs||33404 lbs||18553 lbs||19133 lbs||25600 lbs||24866 lbs||27916 lbs||17534 lbs||36569 lbs||33426 lbs||33389 lbs||33389 lbs||31720 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.99||4.16||4.66||4.85||5.33||4.34||5.42||5.73||4.84||4.87||4.34||4.28||5.00||4.26||4.01||5.30||4.76||5.82||5.18||5.46||4.91||5.50||4.88||4.26||4.28||4.27||4.14||4.42||5.68||4.28||5.27||4.43||4.35||4.76||4.76||5.08|
|Firebox Area||144 sq. ft||152 sq. ft||111 sq. ft||163.30 sq. ft||163 sq. ft||203.40 sq. ft||183.10 sq. ft||159 sq. ft||159 sq. ft||193.40 sq. ft||193.41 sq. ft||158 sq. ft||158.20 sq. ft||174.60 sq. ft||234.68 sq. ft||193.64 sq. ft||193.64 sq. ft||237.30 sq. ft||183.10 sq. ft||183.10 sq. ft||130 sq. ft||130 sq. ft||186 sq. ft||205 sq. ft||185 sq. ft||141.66 sq. ft||141.66 sq. ft||206.80 sq. ft||194 sq. ft||158.30 sq. ft||127.40 sq. ft||206 sq. ft||224 sq. ft||178 sq. ft||178 sq. ft||213 sq. ft|
|Grate Area||17.30 sq. ft||22.20 sq. ft||19.70 sq. ft||24.56 sq. ft||24.56 sq. ft||31.58 sq. ft||32.38 sq. ft||47 sq. ft||47 sq. ft||24.56 sq. ft||24.56 sq. ft||24.50 sq. ft||24.70 sq. ft||31 sq. ft||31.58 sq. ft||24.56 sq. ft||24.56 sq. ft||32.38 sq. ft||32.38 sq. ft||32.38 sq. ft||22 sq. ft||22 sq. ft||32 sq. ft||29 sq. ft||30 sq. ft||16.71 sq. ft||16.71 sq. ft||25.24 sq. ft||35.27 sq. ft||24.50 sq. ft||18.60 sq. ft||32.10 sq. ft||32 sq. ft||49.50 sq. ft||49.50 sq. ft||49.50 sq. ft|
|Evaporative Heating Surface||1788 sq. ft||1920 sq. ft||1371 sq. ft||1901 sq. ft||1424 sq. ft||1771 sq. ft||2160 sq. ft||2984 sq. ft||2106 sq. ft||1822 sq. ft||1822 sq. ft||2164 sq. ft||2095 sq. ft||2477 sq. ft||2677 sq. ft||1959 sq. ft||1959 sq. ft||3061 sq. ft||3008 sq. ft||3008 sq. ft||1414 sq. ft||1414 sq. ft||3011 sq. ft||2260 sq. ft||2538 sq. ft||1495 sq. ft||1495 sq. ft||2275 sq. ft||2752 sq. ft||1819 sq. ft||1895 sq. ft||2421 sq. ft||2260 sq. ft||3029 sq. ft||3029 sq. ft||2465 sq. ft|
|Superheating Surface||300 sq. ft||388 sq. ft||450 sq. ft||450 sq. ft||464 sq. ft||450 sq. ft||464 sq. ft|
|Combined Heating Surface||1788 sq. ft||1920 sq. ft||1371 sq. ft||1901 sq. ft||1724 sq. ft||2159 sq. ft||2610 sq. ft||2984 sq. ft||2556 sq. ft||1822 sq. ft||1822 sq. ft||2164 sq. ft||2095 sq. ft||2477 sq. ft||2677 sq. ft||1959 sq. ft||1959 sq. ft||3061 sq. ft||3008 sq. ft||3008 sq. ft||1414 sq. ft||1414 sq. ft||3011 sq. ft||2260 sq. ft||2538 sq. ft||1495 sq. ft||1495 sq. ft||2275 sq. ft||2752 sq. ft||1819 sq. ft||1895 sq. ft||2885 sq. ft||2710 sq. ft||3029 sq. ft||3029 sq. ft||2929 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||252.95||250.73||217.45||241.37||180.81||173.95||212.16||487.98||206.85||213.55||231.34||228.90||266.00||262.01||262.94||224.48||224.48||500.57||295.45||295.45||184.65||207.02||459.57||239.06||249.29||211.50||211.50||260.70||270.31||192.41||240.61||196.52||197.57||245.88||245.88||200.10|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3114||3996||3546||4052||4052||6316||6476||9400||9400||4052||4052||4410||4323||5890||6316||4052||4052||6476||6476||6476||3960||3960||6400||5800||6000||2674||2757||4038||6172||4410||2790||6420||6400||9900||9900||9405|
|Same as above plus superheater percentage||3114||3996||3546||4052||4741||7453||7577||9400||11092||4052||4052||4410||4323||5890||6316||4052||4052||6476||6476||6476||3960||3960||6400||5800||6000||2674||2757||4038||6172||4410||2790||7447||7488||9900||9900||10910|
|Same as above but substitute firebox area for grate area||25920||27360||19980||26945||31467||48002||42845||31800||37524||31911||31913||28440||27685||33174||46936||31951||31951||47460||36620||36620||23400||23400||37200||41000||37000||22666||23374||33088||33950||28494||19110||47792||52416||35600||35600||46945|