Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p. 263. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 14332-14334 in June 1895 and 14899-14901 in June 1896.
The SF&SJV operated these locomotives on a railroad that Claus Spreckels, the leading sugar refiner on the west coast at the time, financially backed to provide an alternative to the Southern Pacific for use by the Valley's growers. Once the financing had been secured (no easy task), construction began in 1896 and the railroad extended from San Francisco to Bakersfield and Visalia by 30 June 1898. As had been hoped, construction of a well-placed rival to the Espee in the Central Valley attracted the Santa Fe. That railroad leased the SF&SJV in 1898. The later diagram showed a slight increase in firebox heating surface area to 160 sq ft (14.86 sq m) and a commensurate increase in evaporative heating surface area to 1,923 sq ft (178.65 sq m). The diagram also showed a slight difference in adhesion wheelbase (3/4"/19 mm longer). Four of this class (308, 313, 314, and 308, respectively) remained with the Santa Fe until they were scrapped in 1924, 1925, and 1927. Los Angeles Rock & Gravel bought the 311 in 1923. 309 and 312 were sold to the Modesto & Empire Traction Company, a freight transfer line, in 1928.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p. 3. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
This was a single diamond-stacked Ten-wheeler locomotive (works #13748) of typical construction and a spec that instructed the builder to "give outside of boiler two good coats of paint." Its firebox heating surface area was later measured at 155 sq ft, (14.4 sq m) which led to an evaporative heating surface area amounting to 1,550 sq ft (144 sq m). It was brought into the Santa Fe in 1903 from the California Eastern, which had taken over the Nevada Southern in 1895. It appears to have been the only locomotive owned by either the NS or the CE. It was identical to the larger 283 class except for a set of smaller drivers. The Santa Fe scrapped the 142 in February 1927.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Eleanor Gilley, 24 Janauary 1999 on the Sharlot Hall Museum website -- [], accessed 6 May 2007. (The museum's focus is Yavapai County.)Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .Works numbers were 2235, 2237-2238 in February 1893, 2321-2323 in June, 2476-2477 in October 1894, and 2521-2522 in February 1895
Shown in the 1920 book as SFP&P engines and numbered 1-9, this class came with two wheelbases and originally went to two railroads. The first five had a longer driven wheelbase of 14 ft and an engine wheelbase measuring 23 ft 10 in. 6-12 had the shorter wheelbase shown in the specs. According to Werkema's roster, the first nine went to the SFP&P in 1893-1895, the last three to the Prescott & Eastern (a non-operating subsidiary) in 1898; see Locobase 2980. The railway itself is the subject of a 24 January 1999 article by Eleanor Gilley preserved on the Sharlot Hall Museum website -- [], accessed 6 May 2007. (The museum's focus is Yavapai County.) Gilley's article on the "Peavine" begins: "As the railroad left Prescott on the west side, it began its slow ascent for nine miles to the summit of the Sierra Prieta Mountains at Prieta, elevation 6,108 feet. The view from the top was breathtakingly beautiful with the black range of mountains, the Mogollan Rim and the surrounding scenery. The line then descended for 14 miles past Iron Springs and Ramsgate Hill around twisting, winding 12 degree curves and challenging three percent grades to Skull Valley, elevation 4,240 feet. ...It was called an engineering masterpiece. There were many fills, deep cuts and long timber trestles. Near Devil's Gate, a cut of 57 feet was required through solid rock. A 25 foot deep hole was drilled and loaded with powder to produce the largest discharge ever executed by a single shot in this territory. Fortunately, the workers had been asked to leave camp because one large rock went through a tent with such force that if it had not bounced, it would have buried itself." Gilley later tells us that the nickname came from a comment about the route, which twisted like a peavine.Intended to link Northern Arizona towns like Prescott with the Atlantic & Pacific mainline of the Santa Fe, the Prescott & Central Arizona was a combination of two rival groups of investors that opened its Prescott-Seligman leg at 31 December 1886. But the railway was not successful and needed further infusions. The result was the SFP&P, which was incorporated in 1891. The "Scenic Railway of Arizona" dropped south from the A&P's Ash Fork junction through Chino Valley and Granite Dells to Prescott. That section opened on 24 April 1893 with the segment south of Prescott opening on 4 March 1895. The SFP&P, which had taken operating control of the Arizona & California in 1905, itself was merged into the Santa Fe's non-operating subsidiary California, Arizona & Santa Fe.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Model of Richmond Compound for Purdue University", Railroad Gazette, Vol XXX, No 14 (8 April 1898), p. 262.
This locomotive was originally produced in September 1894 by Richmond (works number 2427) as a cross-compound with one 19" HP and one 30" LP cylinder, each with a 24" stroke. Quickly dubbed the "Richmond Tramp", the engine demonstrated the Richmond variation of the two-cyinder compound with intercepting valve to such trunk lines as the Michigan Central, Milwaukee, and Rock Island. Two years later, an apparent need for more power resulted in the refitting of the Tramp with a 20" & 32" x 26" cylinder arrangement. After its publicity tour, the Tramp arrived in Arizona in December 1897 as the Randsburg Railway's Engine #1. The use of Randsburg and Johannesburg, its principal mining town, linked the Randsburg's gold mines such as the Yellow Aster with those of the Boer State in South Africa. In 1903, the Santa Fe took control of the Randsburg and renamed the 28.5 miles (48.9 km) part of its Arizona & Utah subsidiary and renumbered the 1 as 2. In 1905, the Santa Fe took full control and gave the 2 number 260. In 1911, the replaced the compound setup with two 20" x 26" simple-expansion cylinders. It was scrapped in November 1924.Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899. See Eleanor Gilley's article "The First Railroad and the 'Battle for Prescott'", Sharlot Hall Museum Days Past, 24 January 1999 and 31 January 1999. (http://www.sharlot.org/archives/history/dayspast/days_show.pl?name=1999_01_31&h=|Santa%20Fe%20Prescott%20%26%20Phoenix|). Works numbers were 3072-3074 in November 1898; road numbers were assigned 11, 12, and 10, respectively.
The Ten-wheeler was a transitional type retaining older features such as a full cow catcher, spark-arresting stack that resembled an Olympic torch, and steam dome just ahead of the cab. The cab was steel with a high roof and transom window in front. 2430 was scrapped first in January 1922. 2432 went to the ferro-knacker in April of the same year. 2431 lasted another five years before being cut up in October 1927.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 172. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . Works numbers were 13269-13271, 13277, 13284-13285, 13293, 13298 in March 1893; 13353, 13357-13359, 13364, 13367-13369, 13384, 13388-13390, 13392-13394, 13418 (road #124) in April; and 13396 in May (road #123).
This incarnation of the A&P began service as the Missouri & Indian Territories in December 1880. By the time it ordered this large class of Ten-wheelers on 28 December 1892, the railroad owned over 800 miles of track and was headquartered in Albuquerque, NM. The A&P was reorganized as the Atchison, Topeka & Santa Fe's subsidiary Santa Fe Pacific in July 1897, but the 100s kept their numbers for about a year. At that point, the parent renumbered the whole class in the following order: 643-644, 664, 645-651, 663, 666, 652-657, 667, 658-660, 662, 661.Two years later, the class again was renumbered, this time mostly consecutively from 284-306, 283, 307. The class ran for about three decades. Two were scrapped early, likely as the result of heavy damage in accidents: 301 went to the ferro-knacker's in August 1913, 299 in August 1916. The others were scrapped beginning in the early 1920s; first was 305 in January 1921, the last (283) in December 1931. 302 (ex-304, ex-120) was sold to the Apache Railway in September 1918 as their #2.Data from "Cooke Locomotive for Gulf, Beaumont & Kansas City", Railway Age, Volume XXIX [29], No 14 (6 April 1900), p. 383; and "Class 143:144:145", ATSF 9 -1920 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 2515-2517 in February 1900.
These engines entered production in the builder's Paterson, NJ works only a few spots behind Iowa Central quartet shown in Locobase 9023. And they used boilers with the same number of tubes (217) of the same length and a firebox of nearly the same area. But they were clearly meant for different settings. The GB&KC wanted no-nonsense freighters and they got them. Their look dated from the 1880s, especially in the mounting of the steam dome right over the firebox and just ahead of the cab. The relatively low cylinder volume, boiler pressure, and engine weight also came in lower than most other Ten-wheelers at the turn of the century. The class wound up on the Atchison, Topeka & Santa Fe, where two of the three engines wre lightly tweaked. The 143 was more substantially modified; the result appears in Locobase 8907. Of the remaining two, the AT&SF sold the 145 to the Fort Worth Sand & Gravel Company of Lamar, Texas in September 1924. 144 went to the ferro-knacker in January 1928.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 139. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . 8270-8271, 8275-8277, 8280-8281, 8306 in December 1886; 8341-8342 in January 1887; 8393, 8397, 8522 in February; 8425-8428, 8450-8451, 8453, 8457 in March; 8517, 8520, 8523-8524.
Although numbered higher than the 2160s shown in Locobase 8235, these actually preceded that large set of Baldwins. This group was delivered with 2 1/4" fire tubes and a relatively large grate. Most started out on the Chicago, Kansas & Western (CKW), an Atchison, Topeka & Santa Fe subsidiary whose construction began in 1886 to support growth in western Kansas. Others were assigned to the Southern Kansas Railway, which was the first Santa Fe line to operate in the Texas Panhandle. Of these, many made their way to the Southern California railroad, another Santa Fe subsidiary. Ultimately those that remained in service were designated the 2200 class on the Santa Fe. Most were scrapped by the Santa Fe at the end of their lives, but 9175 went to the Wichita Northwestern in July 1924 as its #9 and lasted until March 1941, when the WN was abandoned.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
Produced by the same builder that supplied the 12 in the mid-1890s (Locobase 8395), this trio was 10 years newer. Although the grate remained the same size and the boiler tubes were no longer, cylinder volume grew as did the number of tubes in the barrel. Also, boiler pressure increased and weight grew as well. The 1920 diagram showed the class's provenance as the S F P & P, but Werkema's roster traces them back to the Arizona & California. The last was retired in 1929.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
The 1920 diagram book gives 16.8 sq for the grate area, but measures the firebox length and width as 96" x 33". That figure yields a more likely proportion between firebox and boiler, and that is the number used.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
Oddly, this class of Rhodies had only a short career on the Santa Fe, leaving service by 1903.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
This trio of small Ten-wheelers (works #2515-2517) formed part of the GB & KC roster when that railroad was taken over by the Santa Fe; see Locobase 16409.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 2051-2065 in 1891.
This is part of a very large class of Ten-wheelers supplied by a single builder in just two years. This smaller group had the shorter tubes, which cut heating surface area by 68 sq ft. The other 55 are profiled on Locobase 8232. The last in either class left service in 1937.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
As noted in Locobase 8231, Brooks supplied this large class of Ten-wheelers in just two years. Most of the 4-6-0s had the longer boiler shown in this entry's specs. This meant a longer wheelbase as well. The last in either class left service in 1937.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . Brooks works numbers for 17-18 were 1862 in April 1891 and 1869 in May.
See Eleanor Gilley's article "The First Railroad and the 'Battle for Prescott'", Sharlot Hall Museum Days Past, 24 January 1999 and 31 January 1999. (http://www.sharlot.org/archives/history/dayspast/days_show.pl?name=1999_01_31&h=|Santa%20Fe%20Prescott%20%26%20Phoenix|--link no longer active: see [], last accessed 9 February 2023). See also George B Abdill, A Locomotive Engineer's Album (Seattle: Superior Publishing Company, 1965), p. 139. Abdill's description of this Brooks design was "neat" (for which the Dunkirk, NY builder had acquired a reputation). The photo shows a steel cab with a large window divided by an almost invisible sash.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p. 67. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 13909-13912 in 1893..
Seven years after the CS took delivery of seven Ten-wheelers from Baldwin (Locobase 8988), it returned to that builder for four more. Other than a 20% increase in boiler pressure and a 1"-greater piston diameter, the design remained essentially the same. Once the Southern California took over, the numbers were changed, and the Santa Fe changed them again in 1904. The last of the class was retired in 1935.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .Works numbers were 3319-3343 in 1891.
One of the largest single classes of Ten-wheelers on the Santa Fe, this group was quite typical of an early '90s 4-6-0 design. The diagram gives the boiler pressure as 180 psi, which seems high and may reflect a redesign later in the decade. The last of this mixed-traffic class retired in 1934.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 2404-
2414 Like most of the Santa Fe's 4-6-0s, this class enjoyed a long career with the last engine retiring in 1938.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p.68. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 13957-13961 in March 1894 and 14418 in September 1895.
Very like the shorter Brooks engines of 1891 (Locobase 8231), this quintet of Baldwins came to the Santa Fe three years later. A larger firebox measurement of 142 sq ft (13.2 sq m) sometime later led to the 1901 figure of 1,542 sq ft (143.87 sq m) in evaporative heating surface area. For some reason, they lasted only a few years on the Santa Fe. They were renumbered twice, first as 642 and 638-641 then as 256-260. In 1902, the four found a new home on the Canadian Northern, where they were numbered 60, 61, 56, 57 respectively (later 1203-1204, 1202, 1205). All were retired in 1917.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .Works numbers were 2484-2504 in 1888.
These Ten-wheelers showed a relatively modern profile for the time (1888) and were among the very first 4-6-0s to have strokes extended to 26" (660 mm).Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 45, pp. 185-186. Information about how many, when, and by whom this class was supplied from [] (visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works number was 39352 in February 1913.
Chartered in Texas as the C-SPR in 1910, the railroad actually entered service under Santa Fe ownership as the South Plains & Santa Fe in 1916. The SP&SF was leased to the Panhandle & Santa Fe in 1917, a relationship that lasted until a merger in 1948. The first 64-mile segment from Lubbock to Seagrave opened on 1 July 1918. At that time , the SP & SF reported owning two locomotives, one of which was the mixed-traffic Ten-wheeler shown in the data.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 24. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 7873-7835 and 7883 in April 1886 and 8246-8247 in November.
The Santa Fe stud of Ten-wheelers grew and grew and this class was among the early designs. As delivered, these engines trailed tenders carrying 3,500 US gallons of water (13,248 litres). The 4-6-0s had nearly 40-year careers before being scrapped in the 1920s.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 924-933, 980-1004 in 1887.
One of the larger orders for Ten-wheelers on the SFP was this large tender to Pittsburgh. The first ten had 230 tubes, the rest 228 as shown in the specs. At a time when the Santa Fe Pacific, St. Louis and San Francisco, and the Atlantic & Pacific were jointly controlled, the first few of the locomotives delivered under this big order went to the Frisco as numbers 304-307. The Frisco delivered them to the A&P as their 54-55, 61-62, and 53, respectively. Pressed by the severity of the 1893 Panic, joint control began to dissolve, the Frisco establishing an independent identity and the A&P merging with the SFP separate identities began to merge and eventually all 35 engines for Santa FE Pacific. The SFP renumbered them 354-355, 361-362, and 388. These were the most seriously single-purposed 4-6-0s, their small-diameter drivers connoting their drag-freight role. Most of the class served the Santa Fe for over 35 years and seventeen reached 40 years or more. The railroad sold the 377 to San Juan Coal & Coke in 1929 and the 365 and 373 to White Pine Lumber Company; the latter later went ot the Santa Fe Northwestern as thei 107. The last of the class was withdrawn in 1932.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
In the same year that Brooks delivered its batch of locomotives, Schenectady contributed this sextet. Although offering about the same amount of firebox heating surface, this design had fewer boiler tubes of shorter length. Some rode on 69" drivers and registered a lower tractive effort as a result. The last of the class was retired in 1927.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . Works numbers were 1757-1762.
These passenger Ten-wheelers showed some growth over the earlier classes of Santa Fe 4-6-0s. The last was retired in 1925.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
These followed up the Klondikes of 1897, which are described in Locobase 8242. For some reason, the 1899 batch (works #1032-1041) had 10 fewer tubes of shorter length. Even so, the class proved a good size with some operating for almost 40 years.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Ten-Wheel Passenger Locomotive-AT & SF Railway, " American Engineer, Car Builder And Railroad Journal", Volume 71 (October 1897), pp. 329-331. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
1897 was the year of the Alaskan Gold Rush (the one immortalized in Charlie Chaplin's great feature film) and its promise, however illusory, attracted worldwide attention. Klondike (or Klondyke) was a nickname applied to many items, including at least three locomotive classes. One was Henry Ivatt's 4-4-2 Klondyke class (Locobase 1491), the other was this octet of Ten-wheelers. (A third was the Canadian Southern F-82; see Locobase 3480). The Railroad Journal article mentions the extended wagon-top boiler design with "the [John S] Player patent combination crown bar and stay-bold type of crown-sheet staying." The combination appears to be a missing link between the older crown bar staying above the crown sheet, which was disappearing from locomotive designs, and the widely used stay-bolt systems then being adopted. The firebox had a brick arch and its 88" (2.235 m) x 42" (1.067 m) grate offered "a good comfortable size for the fireman to cover well." They showed good size and power for their passenger service and the last wasn't retired until 1938.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
Note that these express passenger engines were Player tandem compounds designed by Santa Fe's Superintendent of Motive Power. As with most tandem layouts, the lead cylinder was the high-pressure vessel and the rear assembly held the low-pressure cylinder; the two shared a single piston rod. Unlike the Baldwin tandem layout, John Player's layout had the two cylinders separated slightly. Like most US-operated non-articulated compounds, these ran only a short time as such engines. By 1905, they had been rebuilt with two 19 1/2" x 28" cylinders.Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also E D Worley, Iron Horses of the Santa Fe (Dallas: Southwest Railroad Historical Society, 1976), p. 235. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
In 1899, Dickson Manufacturing Company of Scranton, Pa supplied 10 Atlantics (4-4-2) to the Santa Fe; see Locobase 16086.. E D Worley colorfully describes the Topeka shop's role making the class over: "Topeka shops, a real winner ...in the sly conversion of silk purses into sow's ears[sic], eventually and quietly, altered the errant Atlantics into conventional, but reliable, 4-6-0s." Locobase believes Worley mistakenly inverted the linguistic order (i.e, that the Santa Fe actually converted sow's ears into silk purses). In fact, sources agree that the railroad gained ten speedy 4-6-0s with taller drivers than before spread over a longer wheelbase. The last of these operated until 1933.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 3238-3257, 3272-3281 in 1900.
What difference a decade made in the equipment Rhode Island supplied to the Santa Fe. Locobase 8225 shows a freight engine with modest proportions. This entry shows a mixed-traffic machine in sufficient numbers to represent a standard design. The boiler pressure and cylinder volume have both grown considerably. The grate, however, while it now sloped, still sat inside the drivers and could grow only in length (it was now 9 ft long). Whatever their limitations, these Ten-wheelers endured with 472 going out of service in 1939 as the Santa Fe's last active 4-6-0.The first Ten-wheelers built by Baldwin for the Atchison, Topeka & Santa Fe and described in a 1906 Baldwin catalogue which is reproduced on [] . See also DeGolyer, Volume 13, p. 13. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema . Works numbers were 7927 and 7931 in May 1886.
Locobase finds a pair numbered 281-282 in the AT&SF 7 - 1902 Description of Locomotives, but with a redesigned boiler. It was shorter (12 ft 3 in), held fewer tubes (172), and consequently had less tube heating surface. The cylinders measured 17 1/2" x 24".Data from "Baldwin-Vanderbilt Ten-Wheel Passenger Locomotive -- Atchison, Topeka & Santa Fe", Railroad Gazette, Volume 33, No. 41 (4 October 1901), p. 677; and Volume 48 (29 November 1901), p. 823. See also DeGolyer, Volume 24, p. 106. Works numbers were 19563-19567 in October 1901.
Vauclain compound Ten-wheelers fitted with the relatively rare Vanderbilt boiler, which featured a 63 3/8" (1,610 mm) diameter cylindrical firebox (see Locobase 4104 for more). According to the Baldwin specs, the combustion chamber in the firebox was separated from the rest by a brick wall. RG's report points out that an oil-burner uses all of the interior heating surface. Even so, one can see from the specifications that the percentage of heating surface provided by the firebox is still pretty low. These five engines were converted to simple expansion in two 23" x 28" cylinders in 1911; at that time they were equipped with a more conventional firebox measuring about 49 sq ft in grate area. Still later, they were superheated; see Locobase 8396. Obviously any trace of the original Vanderbilt boiler had by that time been eradicated.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
Locobase 4150 shows the first stage in this design's lifetime as it hit the rails in 1901 as a balanced compound with a saturated boiler and the underperforming Vanderbilt firebox. In 1911, the compounding arrangement was replaced by 2 simple-expansion cylinders supplied by Walschaert radial valve gear. At a later date, the shops remade the locomotives by installing a very useful amount of superheating. The last of these was withdrawn in 1938.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 138. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 8348, 8352, 8356 in January 1887.
This threesome of Ten-wheelers came to the CS in the mid-80s. Their specifications called for 227 tubes. It's likely that the bottom row of tubes was later removed because they were too low to maintain. Also the wheelbase was specified as 25 ft 11 1/2" while the Santa Fe diagram shows three more inches. Although this Barstow-to-San Diego subsidiary of the Santa Fe remained aloof from the mid-1880s consolidation of lines into the California Central, that railroad, the Redondo Beach, and the CS were united in November 1889 as the Southern California. At this time, the 5-7 became the 51-53. 17 years later, the Santa Fe bought the SC outright, two years after the Santa Fe began buying the engines in June 1904. They joined the Over time, the Barstow line has served the Santa Fe as its last leg into the California coast.Data from AT&SF 7 -1901 and 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 1311-1330 in 1887.
These Ten-wheeler freighters were very similar to the Baldwin engines that were supplied a year earlier, but had larger boilers and smaller fireboxes. The last 10 of the 317 class had two more 2" tubes of very slightly shorter length for the same tube heating surface area (it says here ...); for an alternate view, see Locobase 8238Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .
This small set of Schenectadies was delivered over a two-year period. They operated on the Santa Fe for almost 30 years, the last retiring in 1925.Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 90-91.
Two other Santa Fe classes (Locobase 8239 and 8243) had similar grate areas and cylinder volumes, but both of them rolled on passenger-size drivers. The 592 differed also in having the larger 2 1/4" tubes.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 February 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .Works numbers were 1402-1411 in 1888.
As noted in Locobase 8237, which covers the first 20 locomotives in this class of Manchester freight Ten-wheelers, the last ten engines delivered to the Santa Fe had two more boiler tubes, but no increase in tube heating surface area. This class was very similar to the Baldwin engines that were supplied a year earlier, (Locobase 8935), but had larger boilers and smaller fireboxes.Data from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p. 118. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema .Works numbers were 9137-9139, 9141, 9145-9148, 9151, 9154 in March 1888; 9159, 9163-9165, 9169-9171, 9174-9176, 9192-9198, 9200-9202 in April; 9224, 9226-9228, 9230-9232, 9234-9235, 9243 in May.
The high numbers of this large class puzzle Locobase, but since the Santa Fe renumbered its locomotives twice in two years, he isn't surprised. Although they retained the same long stroke/bore ratio, this class differed from the 18 locomotives delivered by Baldwin a year or two earlier (Locobase 8236) in the reduction in boiler-tube diameter from 2 1/4" to 2". Locobase can't figure why that change was made, but notes that the heating surface area decreased by almost 200 sq ft. The grate also shrank. The last of these Ten-wheelers was withdrawn in 1929. Most were scrapped but works 9146 was sold in April 1925 to the Wichita Northwestern in Kansas as its 8. It was probably scrapped when the WN closed in 1941.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
The H & S took delivery of a pair locomotives from Manchester (works #1687-1688); a year later the Santa Fe took over the H & S. The firebox heating surface was adequate, but the design's grate area seems meager. By 1920, the two were substantially different in size and the 390's larger dimensions are shown in 8986. Both were scrapped in 1922.Data from AT&SF 9 -1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema.
By 1920, the two Hutchinson & Southern locomotives described in Locobase 8985 were property of the Santa Fe and has different dimensions that included taller drivers. If the grate seemed small in the original design, increasing the number of boiler tubes only increased the disparity. Both were scrapped in 1922Data from AT&SF 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. See also DeGolyer, Volume 13, p. 139. Works numbers were 8393, 8397 in February 1887; 8517, 8520, 8522-8524 in April 1887.
Other than the grate, everything about this more numerous set of Ten-wheelers was bigger than the trio that went to the CS a year earlier (Locobase 8987). The big change was in the cylinder volume with cylinders measuring 2" (50.8 mm) longer in stroke. The boiler held nine more tubes (total of 236), but, like the 5s, these engine lost six of the tubes later. Only the 416 was scrapped in the 'teens (September 1914). The rest were dismantled in 1921 (415), 1922 (414), 1924 (413, 416), 418 (1929), and finally 412 (1929).Data from AT&SF 7 -1901 and 9 - 1920 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 22, p. 127. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Baldwin works numbers were 16731-16735 in May 1899, 16965-16969 in August, and 17282-17286 in December.
Like many of the Baldwin engines built for the Santa Fe in this era, the 833 was a stocky locomotive with an oddly coned boiler ahead of the steam dome. It had a cast steel frame. The heating surface specs from the 1899 Baldwin specs. Santa Fe's 1920 diagram shows a boiler with one more tube and 40 more sq ft of heating surface area; not sure how that figures. Except for the 444, which was scrapped by 1905, most of this class was retired in the 1930sData from AT&SF 7 -1901 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 19, p 71. Information about how many, when, and by whom this class was supplied from [] (also visited 6 Feb 2006), the Santa Fe All-Time Steam Roster maintained by Evan Werkema. Works numbers were 13929, 13931, 13933-13939, 13947 in January 1894.
Part of a continuing series of small, relatively light Ten-wheelers of modest power, this 10-set was carried on the main Santa Fe roster at first, but soon went to subsidiary Gulf, Colorado & Santa Fe and were renumbered 401-410. The G C & SF motive power was amalgamated with the Santa Fe's stock a few years later and these were renumbered first as 445-454, then in 1900 as 0216-0225. (Note: 0216 originally was the last of the Baldwins to be delivered - the others were renumbered in sequence.) The firebox heating surface area was later measured at 146 sq ft (13.57 sq m) and evaporative heating surface area at 1,471 sq ft (136.71 sqm). Weight estimates of 83,000 lb on the drivers and 108,000 lb for the engine were obviously way off, or the locomotives were substantially rebuilt. Most were scrapped by the Santa Fe beginning in 1915 and ending in 1922, but the Artesian Belt bought 0225 in December 1916. In 1920 the AB sold the engine to the SAn Antonio Southern. In 1917, Border Equipment Company bought both the 0217 and the 0223.Data from StLSF 1904 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 5, p. 132. Works numbers were 2177-2178 in June 1870 and 2302-2304 in December.
The A & P bought these five wood-burning Ten-wheelers from Baldwin in two batches. Each had a name: Atlantic (21), Pacific (22), Uriel Crocker (31), Andrew V. Stout (32), and Isaac Rich (33). As laid out in the specifications, these engines were to have 135 2 1/4" tubes. Their length was not given, so Locobase can't determine if they lost heating surface area by adopting the later tube configuration. Bankruptcy stemming from the Panic of 1873 resulted in the A & P conveying all five in 1876 to the St Louis-San Francisco. The Frisco kept them for several decades.
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 1 | 1 / 142 (2) | 1 / 2421 | 1/2/260 | 10/2421 |
Locobase ID | 8982 | 8906 | 8395 | 8980 | 2980 |
Railroad | San Francisco & San Joaquin Valley (ATSF) | Nevada Southern (ATSF) | Santa Fe, Prescott & Phoenix (ATSF) | Randsburg (ATSF) | Prescott & Eastern (ATSF) |
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 | 7 | 1 | 9 | 1 | 3 |
Road Numbers | 1-7/308--314 | 1 / 142 | 1-9/2421-2429 | 1/2/260 | 11-12, 10/2431-2432, 2430 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 7 | 1 | 9 | 1 | 3 |
Builder | Burnham, Williams & Co | Burnham, Williams & Co | Brooks | S | Brooks |
Year | 1895 | 1893 | 1893 | 1900 | 1898 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12 / 3.68 | 13 / 3.96 | 12 / 3.66 | 12.37 / 3.77 | 12 / 3.66 |
Engine Wheelbase (ft / m) | 23.19 / 7.07 | 23.83 / 7.26 | 21.75 / 6.63 | 23.54 / 7.17 | 21.83 / 6.65 |
Ratio of driving wheelbase to overall engine wheelbase | 0.52 | 0.55 | 0.55 | 0.53 | 0.55 |
Overall Wheelbase (engine & tender) (ft / m) | 50.94 / 15.53 | 52 / 15.85 | 48.92 / 14.91 | 51.11 / 15.58 | 48.90 / 14.90 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 100,000 / 45,359 | 95,200 / 43,182 | 106,800 / 48,444 | 109,000 / 49,442 | 106,000 / 48,081 |
Engine Weight (lbs / kg) | 130,000 / 58,967 | 123,720 / 56,119 | 130,800 / 59,330 | 145,000 / 65,771 | 130,000 / 58,967 |
Tender Loaded Weight (lbs / kg) | 80,000 / 36,287 | 98,000 / 44,452 | 80,000 / 36,287 | 101,100 / 45,858 | |
Total Engine and Tender Weight (lbs / kg) | 210,000 / 95,254 | 228,800 / 103,782 | 225,000 / 102,058 | 231,100 / 104,825 | |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 5200 / 19.70 | 4576 / 17.33 | 4000 / 15.15 | 4500 / 17.05 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | 2416 / 9145 | 6.50 / 6 | 2416 / 9145 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | 53 / 26.50 | 59 / 29.50 | 61 / 30.50 | 59 / 29.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 57 / 1448 | 57 / 1448 | 57 / 1448 | 63 / 1600 | 56 / 1422 |
Boiler Pressure (psi / kPa) | 165 / 11.40 | 160 / 11 | 175 / 12.10 | 190 / 13.10 | 180 / 12.40 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 | 19" x 26" / 483x660 | 19" x 24" / 483x610 | 20" x 26" / 508x660 | 19" x 24" / 483x610 |
Tractive Effort (lbs / kg) | 21,318 / 9669.69 | 22,395 / 10158.21 | 22,610 / 10255.74 | 26,660 / 12092.79 | 23,671 / 10737.00 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.69 | 4.25 | 4.72 | 4.09 | 4.48 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 254 - 2" / 51 | 205 - 2" / 51 | 224 - 2" / 51 | 256 - 2" / 51 | 224 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.25 / 4.04 | 13 / 3.96 | 12.50 / 3.81 | 13.37 / 4.08 | 12.60 / 3.84 |
Firebox Area (sq ft / m2) | 153.50 / 14.26 | 141.44 / 13.14 | 156 / 14.49 | 164.80 / 15.32 | 142 / 13.19 |
Grate Area (sq ft / m2) | 25 / 2.32 | 24.70 / 2.29 | 24.30 / 2.26 | 31.40 / 2.92 | 24 / 2.23 |
Evaporative Heating Surface (sq ft / m2) | 1905 / 176.98 | 1534 / 142.51 | 1622 / 150.74 | 1965 / 182.62 | 1606 / 149.26 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1905 / 176.98 | 1534 / 142.51 | 1622 / 150.74 | 1965 / 182.62 | 1606 / 149.26 |
Evaporative Heating Surface/Cylinder Volume | 241.75 | 179.84 | 205.84 | 207.94 | 203.81 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4125 | 3952 | 4253 | 5966 | 4320 |
Same as above plus superheater percentage | 4125 | 3952 | 4253 | 5966 | 4320 |
Same as above but substitute firebox area for grate area | 25,328 | 22,630 | 27,300 | 31,312 | 25,560 |
Power L1 | 5316 | 3994 | 5068 | 5888 | 4938 |
Power MT | 351.59 | 277.48 | 313.85 | 357.27 | 308.11 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 100/643/283 | 13 | 13/2198 | 14 / 2433 | 141 |
Locobase ID | 8981 | 16408 | 8236 | 8893 | 8905 |
Railroad | Atlantic & Pacific (ATSF) | Gulf, Beaumont & Kansas City (ATSF) | Chicago, Kansas & Western (ATSF) | Santa Fe Prescott & Phoenix (ATSF) | Gulf, Colorado & Santa Fe (ATSF) |
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 | 25 | 3 | 17 | 3 | 1 |
Road Numbers | 100-124/643-667/283-307 | 13-15/143-145 | 2198-2216 | 14-16 /2433-2435 | 141 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 25 | 3 | 17 | 3 | 1 |
Builder | Burnham, Williams & Co | Cooke | Burnham, Parry, Williams & Co | Alco-Brooks | Pittsburgh |
Year | 1893 | 1900 | 1887 | 1903 | 1895 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13 / 3.96 | 14.33 / 4.37 | 14.50 / 4.42 | 12 / 3.66 | 10.92 / 3.33 |
Engine Wheelbase (ft / m) | 23.83 / 7.26 | 23.76 / 7.24 | 26.21 / 7.99 | 22.37 / 6.82 | 21.31 / 6.50 |
Ratio of driving wheelbase to overall engine wheelbase | 0.55 | 0.60 | 0.55 | 0.54 | 0.51 |
Overall Wheelbase (engine & tender) (ft / m) | 51 / 15.54 | 47.60 / 14.51 | 50.50 / 15.39 | 48.94 / 14.92 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 33,600 / 15,241 | ||||
Weight on Drivers (lbs / kg) | 100,300 / 45,495 | 93,500 / 42,411 | 89,900 / 40,778 | 113,600 / 51,528 | 84,000 / 38,102 |
Engine Weight (lbs / kg) | 120,450 / 54,635 | 114,300 / 51,846 | 120,100 / 54,477 | 143,600 / 65,136 | 109,000 / 49,442 |
Tender Loaded Weight (lbs / kg) | 98,250 / 44,566 | 83,800 / 38,011 | 70,000 / 31,752 | 111,600 / 50,621 | 90,500 / 41,050 |
Total Engine and Tender Weight (lbs / kg) | 218,700 / 99,201 | 198,100 / 89,857 | 190,100 / 86,229 | 255,200 / 115,757 | 199,500 / 90,492 |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 4200 / 15.91 | 3680 / 13.94 | 5000 / 18.94 | 3700 / 14.02 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 7 / 6 | 2065 / 7816 | 6.50 / 6 | 2500 / 9463 | 1847 / 6991 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | 52 / 26 | 50 / 25 | 63 / 31.50 | 47 / 23.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 61 / 1549 | 60 / 1524 | 58 / 1473 | 63 / 1600 | 57 / 1448 |
Boiler Pressure (psi / kPa) | 170 / 11.70 | 160 / 11 | 150 / 10.30 | 190 / 13.10 | 175 / 12.10 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 | 18" x 24" / 457x610 | 19" x 28" / 483x711 | 19.5" x 26" / 495x660 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 20,524 / 9309.54 | 17,626 / 7995.03 | 22,220 / 10078.83 | 25,344 / 11495.86 | 20,293 / 9204.76 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.89 | 5.30 | 4.05 | 4.48 | 4.14 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 205 - 2" / 51 | 212 - 2" / 51 | 233 - 2.25" / 57 | 252 - 2" / 51 | 192 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 12.92 / 3.94 | 12.50 / 3.81 | 12.83 / 3.91 | 12.50 / 3.81 | 12.42 / 3.79 |
Firebox Area (sq ft / m2) | 155 / 14.41 | 135.30 / 12.57 | 164 / 15.24 | 146 / 13.56 | 132.50 / 12.31 |
Grate Area (sq ft / m2) | 24.70 / 2.30 | 18.40 / 1.71 | 20.70 / 1.92 | 24.30 / 2.26 | 22 / 2.04 |
Evaporative Heating Surface (sq ft / m2) | 1550 / 144.05 | 1543 / 143.35 | 1925 / 178.90 | 1795 / 166.82 | 1567 / 145.63 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1550 / 144.05 | 1543 / 143.35 | 1925 / 178.90 | 1795 / 166.82 | 1567 / 145.63 |
Evaporative Heating Surface/Cylinder Volume | 196.70 | 218.25 | 209.47 | 199.67 | 221.64 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4199 | 2944 | 3105 | 4617 | 3850 |
Same as above plus superheater percentage | 4199 | 2944 | 3105 | 4617 | 3850 |
Same as above but substitute firebox area for grate area | 26,350 | 21,648 | 24,600 | 27,740 | 23,188 |
Power L1 | 5099 | 5023 | 4331 | 5603 | 5243 |
Power MT | 336.23 | 355.31 | 318.63 | 326.21 | 412.82 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 142 | 143 | 151 | 158 | 17 |
Locobase ID | 8225 | 8907 | 8231 | 8232 | 8896 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Santa Fe Prescott & Phoenix (ATSF) |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 8 | 1 | 15 | 55 | 4 |
Road Numbers | 142-149 | 143 | 151-157, 192-197, 219-200 | 764-820/558-620/158-191, 198-218 | 17-20 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 8 | 15 | 55 | 4 | |
Builder | Rhode Island | ATSF | Brooks | Brooks | several |
Year | 1890 | 1913 | 1891 | 1891 | 1890 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 14.42 / 4.40 | 14.33 / 4.37 | 15.17 / 4.62 | 16 / 4.88 | 16 / 4.88 |
Engine Wheelbase (ft / m) | 24.92 / 7.60 | 24.76 / 7.55 | 25.37 / 7.73 | 26.04 / 7.94 | 26.02 / 7.93 |
Ratio of driving wheelbase to overall engine wheelbase | 0.58 | 0.58 | 0.60 | 0.61 | 0.61 |
Overall Wheelbase (engine & tender) (ft / m) | 47.25 / 14.40 | 48.13 / 14.67 | 48.25 / 14.71 | 48.25 / 14.71 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 28,000 / 12,701 | 33,100 / 15,014 | 33,100 / 15,014 | ||
Weight on Drivers (lbs / kg) | 80,400 / 36,469 | 88,700 / 40,234 | 96,500 / 43,772 | 88,400 / 40,098 | 88,400 / 40,098 |
Engine Weight (lbs / kg) | 105,900 / 48,035 | 117,300 / 53,206 | 125,100 / 56,744 | 122,400 / 55,520 | 122,900 / 55,747 |
Tender Loaded Weight (lbs / kg) | 73,400 / 33,294 | 83,800 / 38,011 | 70,700 / 32,069 | 72,500 / 32,885 | 97,296 / 44,133 |
Total Engine and Tender Weight (lbs / kg) | 179,300 / 81,329 | 201,100 / 91,217 | 195,800 / 88,813 | 194,900 / 88,405 | 220,196 / 99,880 |
Tender Water Capacity (gals / ML) | 3460 / 13.11 | 3600 / 13.64 | 5000 / 18.94 | 3740 / 14.17 | 4665 / 17.67 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5 / 5 | 1847 / 6991 | 6 / 6 | 5 / 5 | 2006 / 7593 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 45 / 22.50 | 49 / 24.50 | 54 / 27 | 49 / 24.50 | 49 / 24.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 58 / 1473 | 61 / 1549 | 63 / 1600 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 150 / 10.30 | 160 / 11 | 180 / 12.40 | 180 / 12.40 | 175 / 12.10 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 17,094 / 7753.72 | 17,337 / 7863.94 | 18,885 / 8566.10 | 18,885 / 8566.10 | 18,360 / 8327.97 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.70 | 5.12 | 5.11 | 4.68 | 4.81 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 218 - 2" / 51 | 192 - 2" / 51 | 196 - 2" / 51 | 196 - 2" / 51 | 196 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.67 / 3.56 | 12.50 / 3.81 | 13.12 / 4 | 13.79 / 4.20 | 13.79 / 4.20 |
Firebox Area (sq ft / m2) | 139 / 12.92 | 139.50 / 12.96 | 145 / 13.48 | 145 / 13.48 | 145 / 13.47 |
Grate Area (sq ft / m2) | 19.20 / 1.78 | 18.40 / 1.71 | 18 / 1.67 | 18 / 1.67 | 17.90 / 1.66 |
Evaporative Heating Surface (sq ft / m2) | 1470 / 136.62 | 1397 / 129.83 | 1492 / 138.66 | 1560 / 144.98 | 1561 / 145.07 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1470 / 136.62 | 1397 / 129.83 | 1492 / 138.66 | 1560 / 144.98 | 1561 / 145.07 |
Evaporative Heating Surface/Cylinder Volume | 207.92 | 197.60 | 211.03 | 220.65 | 220.79 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2880 | 2944 | 3240 | 3240 | 3133 |
Same as above plus superheater percentage | 2880 | 2944 | 3240 | 3240 | 3133 |
Same as above but substitute firebox area for grate area | 20,850 | 22,320 | 26,100 | 26,100 | 25,375 |
Power L1 | 4440 | 4819 | 5927 | 6108 | 5941 |
Power MT | 365.24 | 359.33 | 406.22 | 456.98 | 444.49 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 22/90/464 | 221 | 246 | 256 | 261 |
Locobase ID | 8992 | 8230 | 8233 | 8234 | 8226 |
Railroad | California Southern (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
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 | 25 | 11 | 4 | 20 |
Road Numbers | 22-25/90-93/464-467 | 221-245 | 246-255 | 856-859/642, 638-640/256-259 | 618-632, 723-727/261-274+/261-280 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 4 | 25 | 11 | 4 | 20 |
Builder | Burnham, Williams & Co | Schenectady | Richmond | Burnham, Williams & Co | Schenectady |
Year | 1894 | 1891 | 1894 | 1894 | 1888 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15 / 4.57 | 16 / 4.88 | 15.17 / 4.62 | 15.17 / 4.62 | 11 / 3.35 |
Engine Wheelbase (ft / m) | 26 / 7.92 | 26.08 / 7.95 | 25.42 / 7.75 | 25.46 / 7.76 | 21.29 / 6.49 |
Ratio of driving wheelbase to overall engine wheelbase | 0.58 | 0.61 | 0.60 | 0.60 | 0.52 |
Overall Wheelbase (engine & tender) (ft / m) | 50.67 / 15.44 | 47.50 / 14.48 | 47.83 / 14.58 | 48.01 / 14.63 | 46.70 / 14.23 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 31,250 / 14,175 | 32,050 / 14,538 | 32,400 / 14,696 | 31,900 / 14,470 | |
Weight on Drivers (lbs / kg) | 119,900 / 54,386 | 86,600 / 39,281 | 94,700 / 42,955 | 95,000 / 43,091 | 87,400 / 39,644 |
Engine Weight (lbs / kg) | 149,900 / 67,994 | 119,100 / 54,023 | 124,700 / 56,563 | 127,000 / 57,606 | 113,750 / 51,596 |
Tender Loaded Weight (lbs / kg) | 90,850 / 41,209 | 73,600 / 33,384 | 82,000 / 37,195 | 85,000 / 38,555 | 77,400 / 35,108 |
Total Engine and Tender Weight (lbs / kg) | 240,750 / 109,203 | 192,700 / 87,407 | 206,700 / 93,758 | 212,000 / 96,161 | 191,150 / 86,704 |
Tender Water Capacity (gals / ML) | 6000 / 22.73 | 3598 / 13.63 | 4835 / 18.31 | 4100 / 15.53 | 3928 / 14.88 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 6.50 / 6 | 6 / 6 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 67 / 33.50 | 48 / 24 | 53 / 26.50 | 53 / 26.50 | 49 / 24.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 57 / 1448 | 63 / 1600 | 63 / 1600 | 56 / 1422 | 58 / 1473 |
Boiler Pressure (psi / kPa) | 180 / 12.40 | 180 / 12.40 | 180 / 12.40 | 180 / 12.40 | 150 / 10.30 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 28" / 508x711 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 24" / 457x610 | 18" x 26" / 457x660 |
Tractive Effort (lbs / kg) | 30,063 / 13636.36 | 18,885 / 8566.10 | 18,885 / 8566.10 | 21,245 / 9636.58 | 18,518 / 8399.63 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.99 | 4.59 | 5.01 | 4.47 | 4.72 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 220 - 2.25" / 57 | 204 - 2" / 51 | 202 - 2" / 51 | 204 - 2" / 51 | 233 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 14 / 4.27 | 13.83 / 4.22 | 13.17 / 4.01 | 13.18 / 4.02 | 12.44 / 3.79 |
Firebox Area (sq ft / m2) | 180 / 16.73 | 128 / 11.90 | 147 / 13.66 | 132.66 / 12.32 | 118.60 / 11.02 |
Grate Area (sq ft / m2) | 24.10 / 2.24 | 17.60 / 1.64 | 17.90 / 1.66 | 18 / 1.67 | 26.80 / 2.49 |
Evaporative Heating Surface (sq ft / m2) | 1994 / 185.32 | 1603 / 148.98 | 1535 / 142.66 | 1531 / 142.23 | 1635 / 151.95 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1994 / 185.32 | 1603 / 148.98 | 1535 / 142.66 | 1531 / 142.23 | 1635 / 151.95 |
Evaporative Heating Surface/Cylinder Volume | 195.87 | 226.73 | 217.11 | 216.55 | 213.45 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4338 | 3168 | 3222 | 3240 | 4020 |
Same as above plus superheater percentage | 4338 | 3168 | 3222 | 3240 | 4020 |
Same as above but substitute firebox area for grate area | 32,400 | 23,040 | 26,460 | 23,879 | 17,790 |
Power L1 | 4861 | 5996 | 6068 | 5214 | 4217 |
Power MT | 268.14 | 457.93 | 423.79 | 363.00 | 319.11 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 3/0226 | 348/760/315 | 354 | 400 | 406 |
Locobase ID | 8399 | 8983 | 8241 | 8984 | 8239 |
Railroad | Crosbyton-South Plains (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Santa Fe Pacific (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
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 | 6 | 35 | 6 | 6 |
Road Numbers | 3/0226 | 348, 353, 349-352/315-316, 391-394 | 353-387 | 400-405 | 406-411 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 6 | 35 | 6 | 6 |
Builder | Baldwin | Burnham, Parry, Williams & Co | Pittsburgh | Schenectady | Brooks |
Year | 1913 | 1886 | 1887 | 1890 | 1890 |
Valve Gear | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11.33 / 3.45 | 14.50 / 4.42 | 11.83 / 3.61 | 12.50 / 3.81 | 15.50 / 4.72 |
Engine Wheelbase (ft / m) | 23.17 / 7.06 | 26 / 7.92 | 22.17 / 6.76 | 22.92 / 6.99 | 25.67 / 7.82 |
Ratio of driving wheelbase to overall engine wheelbase | 0.49 | 0.56 | 0.53 | 0.55 | 0.60 |
Overall Wheelbase (engine & tender) (ft / m) | 52.29 / 15.94 | 48.42 / 14.76 | 49.83 / 15.19 | 48.56 / 14.80 | 50.58 / 15.42 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 97,500 / 44,225 | 80,000 / 36,287 | 95,450 / 43,295 | 99,000 / 44,906 | 102,200 / 46,357 |
Engine Weight (lbs / kg) | 125,300 / 56,835 | 110,000 / 49,895 | 117,150 / 53,138 | 131,000 / 59,421 | |
Tender Loaded Weight (lbs / kg) | 99,800 / 45,269 | 100,200 / 45,450 | 84,250 / 38,215 | 90,000 / 40,823 | 90,000 / 40,823 |
Total Engine and Tender Weight (lbs / kg) | 225,100 / 102,104 | 210,200 / 95,345 | 201,400 / 91,353 | 221,000 / 100,244 | |
Tender Water Capacity (gals / ML) | 5000 / 18.94 | 5000 / 18.94 | 4000 / 15.15 | 5000 / 18.94 | 5000 / 18.94 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | 6 / 6 | 7 / 6 | 6 / 6 | 6 / 6 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 54 / 27 | 44 / 22 | 53 / 26.50 | 55 / 27.50 | 57 / 28.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 57 / 1448 | 58 / 1473 | 51 / 1295 | 63 / 1600 | 69 / 1753 |
Boiler Pressure (psi / kPa) | 180 / 12.40 | 150 / 10.30 | 155 / 10.70 | 180 / 12.40 | 180 / 12.40 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 19" x 26" / 483x660 | 19" x 26" / 483x660 | 19" x 26" / 483x660 | 19" x 26" / 483x660 |
Tractive Effort (lbs / kg) | 22,612 / 10256.64 | 20,633 / 9358.98 | 24,247 / 10998.27 | 22,795 / 10339.65 | 20,812 / 9440.18 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.31 | 3.88 | 3.94 | 4.34 | 4.91 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 230 - 2" / 51 | 227 - 2.25" / 57 | 228 - 2" / 51 | 220 - 2" / 51 | 257 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.08 / 3.99 | 13.12 / 4 | 12.50 / 3.81 | 12.54 / 3.82 | 13.83 / 4.22 |
Firebox Area (sq ft / m2) | 152 / 14.12 | 142.50 / 13.24 | 158.50 / 14.73 | 142 / 13.20 | 162 / 15.06 |
Grate Area (sq ft / m2) | 22.40 / 2.08 | 20.20 / 1.88 | 24.70 / 2.30 | 28.20 / 2.62 | 28.60 / 2.66 |
Evaporative Heating Surface (sq ft / m2) | 1717 / 159.51 | 1897 / 176.24 | 1644 / 152.79 | 1577 / 146.56 | 2012 / 186.99 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1717 / 159.51 | 1897 / 176.24 | 1644 / 152.79 | 1577 / 146.56 | 2012 / 186.99 |
Evaporative Heating Surface/Cylinder Volume | 224.15 | 222.39 | 192.73 | 184.88 | 235.87 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4032 | 3030 | 3829 | 5076 | 5148 |
Same as above plus superheater percentage | 4032 | 3030 | 3829 | 5076 | 5148 |
Same as above but substitute firebox area for grate area | 27,360 | 21,375 | 24,568 | 25,560 | 29,160 |
Power L1 | 5530 | 4436 | 3763 | 5067 | 6848 |
Power MT | 375.12 | 366.74 | 260.74 | 338.51 | 443.17 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 419 | 429 Klondike | 437 | 454 | 468 |
Locobase ID | 8989 | 8242 | 2792 | 8990 | 8227 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
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 | 2 | 10 | 30 |
Road Numbers | 419-428 | 429-436 | 437-438 | 454-463 | 525-555/468-497 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 10 | 8 | 2 | 30 | |
Builder | Dickson | Dickson | Santa Fe | ATSF | Rhode Island |
Year | 1899 | 1897 | 1900 | 1904 | 1900 |
Valve Gear | Stephenson | Stephenson | Walschaert | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15 / 4.57 | 15 / 4.57 | 14.50 / 4.42 | 15 / 4.57 | 14.25 / 4.34 |
Engine Wheelbase (ft / m) | 25.25 / 7.70 | 25.17 / 7.67 | 25.33 / 7.72 | 25.33 / 7.72 | 24.92 / 7.60 |
Ratio of driving wheelbase to overall engine wheelbase | 0.59 | 0.60 | 0.57 | 0.59 | 0.57 |
Overall Wheelbase (engine & tender) (ft / m) | 51.25 / 15.62 | 50.80 / 15.48 | 51.78 / 15.78 | 52.80 / 16.09 | 47.25 / 14.40 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 43,700 / 19,822 | 44,000 / 19,958 | 42,450 / 19,255 | ||
Weight on Drivers (lbs / kg) | 123,700 / 56,109 | 125,300 / 56,835 | 127,000 / 57,606 | 123,000 / 55,792 | 125,000 / 56,699 |
Engine Weight (lbs / kg) | 151,300 / 68,629 | 150,500 / 68,266 | 169,000 / 76,657 | 158,000 / 71,668 | 162,200 / 73,573 |
Tender Loaded Weight (lbs / kg) | 92,300 / 41,867 | 92,000 / 41,731 | 90,000 / 40,823 | 98,000 / 44,452 | 99,800 / 45,269 |
Total Engine and Tender Weight (lbs / kg) | 243,600 / 110,496 | 242,500 / 109,997 | 259,000 / 117,480 | 256,000 / 116,120 | 262,000 / 118,842 |
Tender Water Capacity (gals / ML) | 4650 / 17.61 | 4650 / 17.61 | 5000 / 18.94 | 4000 / 15.15 | 5500 / 20.83 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2232 / 8448 | 6 / 6 | 5 / 5 | 6.50 / 6 | 9 / 8 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 69 / 34.50 | 70 / 35 | 71 / 35.50 | 68 / 34 | 69 / 34.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 73 / 1854 | 77 / 1956 | 73 / 1854 | 67 / 1702 |
Boiler Pressure (psi / kPa) | 180 / 12.40 | 180 / 12.40 | 200 / 13.80 | 180 / 12.40 | 200 / 13.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19.5" x 28" / 495x711 | 19.5" x 28" / 495x711 | 14" x 28" / 356x711 | 20" x 26" / 508x660 | 20" x 28" / 508x711 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 24" x 28" / 610x711 | ||||
Tractive Effort (lbs / kg) | 23,609 / 10708.87 | 22,315 / 10121.93 | 18,080 / 8200.96 | 21,797 / 9886.96 | 28,418 / 12890.20 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.24 | 5.62 | 7.02 | 5.64 | 4.40 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 254 - 2" / 51 | 264 - 2" / 51 | 237 - 2" / 51 | 263 - 2" / 51 | 281 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.48 / 4.11 | 14.83 / 4.52 | 14.07 / 4.29 | 14.25 / 4.34 | 14.34 / 4.37 |
Firebox Area (sq ft / m2) | 149 / 13.84 | 157.30 / 14.61 | 168 / 15.61 | 166 / 15.43 | 175 / 16.26 |
Grate Area (sq ft / m2) | 24.80 / 2.30 | 25 / 2.32 | 26.50 / 2.46 | 28.60 / 2.66 | 30 / 2.79 |
Evaporative Heating Surface (sq ft / m2) | 1843 / 171.28 | 2206 / 204.94 | 1915 / 177.97 | 2148 / 199.63 | 2313 / 214.96 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1843 / 171.28 | 2206 / 204.94 | 1915 / 177.97 | 2148 / 199.63 | 2313 / 214.96 |
Evaporative Heating Surface/Cylinder Volume | 190.39 | 227.89 | 383.83 | 227.30 | 227.21 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4464 | 4500 | 5300 | 5148 | 6000 |
Same as above plus superheater percentage | 4464 | 4500 | 5300 | 5148 | 6000 |
Same as above but substitute firebox area for grate area | 26,820 | 28,314 | 33,600 | 29,880 | 35,000 |
Power L1 | 5534 | 6770 | 4823 | 6901 | 6994 |
Power MT | 295.89 | 357.35 | 251.17 | 371.08 | 370.06 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 49/281 | 498 | 498 - superheated | 5/395 | 547 / 317 |
Locobase ID | 4887 | 4150 | 8396 | 8987 | 8237 |
Railroad | Atlantic & Pacific (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | California Southern (ATSF) | Atchison, Topeka & Santa Fe (ATSF) |
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 | 5 | 5 | 6 | 22 |
Road Numbers | 49, 51/281-282 | 498-502 | 498-502 | 5-7/51-53/397, 395-96 | 547-566/7677-788/317-336 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 5 | 6 | 22 | |
Builder | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Santa Fe | Burnham, Parry, Williams & Co | Manchester |
Year | 1886 | 1901 | 1920 | 1886 | 1887 |
Valve Gear | Stephenson | Stephenson | Walschaert | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 13.50 / 4.11 | 14.50 / 4.42 | 14.50 / 4.42 | 14.50 / 4.42 | 14.42 / 4.40 |
Engine Wheelbase (ft / m) | 25.96 / 7.91 | 26.58 / 8.10 | 26.58 / 8.10 | 26.21 / 7.99 | 25.54 / 7.78 |
Ratio of driving wheelbase to overall engine wheelbase | 0.52 | 0.55 | 0.55 | 0.55 | 0.56 |
Overall Wheelbase (engine & tender) (ft / m) | 47.25 / 14.40 | 56.40 / 17.19 | 56.71 / 17.29 | 48.62 / 14.82 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 48,620 / 22,054 | 28,900 / 13,109 | |||
Weight on Drivers (lbs / kg) | 85,400 / 38,737 | 153,830 / 69,776 | 144,260 / 65,435 | 85,600 / 38,828 | 84,700 / 38,419 |
Engine Weight (lbs / kg) | 114,500 / 51,936 | 194,720 / 88,324 | 189,600 / 86,001 | 119,600 / 54,250 | 112,300 / 50,938 |
Tender Loaded Weight (lbs / kg) | 53,500 / 24,267 | 120,000 / 54,431 | 120,000 / 54,431 | 90,850 / 41,209 | 79,300 / 35,970 |
Total Engine and Tender Weight (lbs / kg) | 168,000 / 76,203 | 314,720 / 142,755 | 309,600 / 140,432 | 210,450 / 95,459 | 191,600 / 86,908 |
Tender Water Capacity (gals / ML) | 4000 / 15.15 | 6000 / 22.73 | 6000 / 22.73 | 3850 / 14.58 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2200 / 8327 | 2250 / 8516 | 6 / 6 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 47 / 23.50 | 85 / 42.50 | 80 / 40 | 48 / 24 | 47 / 23.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 58.50 / 1486 | 69 / 1753 | 66 / 1676 | 58 / 1473 | 58 / 1473 |
Boiler Pressure (psi / kPa) | 140 / 9.70 | 200 / 13.80 | 190 / 13.10 | 140 / 9.70 | 150 / 10.30 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 24" / 483x610 | 15" x 28" / 381x711 | 23" x 28" / 584x711 | 18.5" x 26" / 470x660 | 19" x 26" / 483x660 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 26" x 28" / 660x711 | ||||
Tractive Effort (lbs / kg) | 17,624 / 7994.12 | 23,291 / 10564.63 | 36,245 / 16440.48 | 18,257 / 8281.25 | 20,633 / 9358.98 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.85 | 6.60 | 3.98 | 4.69 | 4.11 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 172 - 2.25" / 57 | 360 - 2" / 51 | 155 - 2.25" / 57 | 220 - 2.25" / 57 | 220 - 2" / 51 |
Flues (number - dia) (in / mm) | 26 - 5.5" / 140 | ||||
Flue/Tube length (ft / m) | 12.23 / 3.73 | 14.92 / 4.55 | 15.42 / 4.70 | 13.17 / 4.01 | 13.50 / 4.11 |
Firebox Area (sq ft / m2) | 112 / 10.41 | 177 / 16.44 | 146.50 / 13.61 | 148 / 13.75 | 137 / 12.73 |
Grate Area (sq ft / m2) | 16.80 / 1.56 | 50.50 / 4.69 | 19.50 / 1.81 | 18.90 / 1.76 | |
Evaporative Heating Surface (sq ft / m2) | 1356 / 125.98 | 2988 / 277.70 | 2131 / 198.05 | 1854 / 172.30 | 1697 / 157.71 |
Superheating Surface (sq ft / m2) | 523 / 48.61 | ||||
Combined Heating Surface (sq ft / m2) | 1356 / 125.98 | 2988 / 277.70 | 2654 / 246.66 | 1854 / 172.30 | 1697 / 157.71 |
Evaporative Heating Surface/Cylinder Volume | 172.08 | 522.02 | 158.32 | 229.17 | 198.94 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2352 | 9595 | 2730 | 2835 | |
Same as above plus superheater percentage | 2352 | 11,514 | 2730 | 2835 | |
Same as above but substitute firebox area for grate area | 15,680 | 35,400 | 33,402 | 20,720 | 20,550 |
Power L1 | 3319 | 5177 | 11,755 | 4339 | 4049 |
Power MT | 257.04 | 222.58 | 538.93 | 335.25 | 316.17 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 592 | 592 | 653 / 325 | 683/2160 | 7 / 699 / 389 |
Locobase ID | 8240 | 11126 | 8238 | 8235 | 8985 |
Railroad | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Hutchison & Southern (ATSF) |
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 | 19 | 40 | 2 |
Road Numbers | 593-596, 592/808-809, 805-807/348-353 | 592 | 653-662 / 325, 340-348 | 683-722/703-740/2160-97, 2216-2217 | 7/ 699 / 389 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 6 | 1 | 19 | 40 | 2 |
Builder | Schenectady | Schenectady | Manchester | Burnham, Parry, Williams & Co | Manchester |
Year | 1887 | 1890 | 1888 | 1888 | 1898 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 12 / 3.66 | 12 / 3.66 | 15 / 4.57 | 14.50 / 4.42 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 22.27 / 6.79 | 22.25 / 6.78 | 25.50 / 7.77 | 26.40 / 8.05 | 25.50 / 7.77 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.54 | 0.59 | 0.55 | 0.59 |
Overall Wheelbase (engine & tender) (ft / m) | 47.79 / 14.57 | 47.75 / 14.55 | 50.04 / 15.25 | 48.87 / 14.90 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 25,800 / 11,703 | 30,300 / 13,744 | |||
Weight on Drivers (lbs / kg) | 100,400 / 45,541 | 97,000 / 43,999 | 80,400 / 36,469 | 89,800 / 40,733 | 99,300 / 45,042 |
Engine Weight (lbs / kg) | 121,200 / 54,975 | 119,000 / 53,978 | 114,900 / 52,118 | 124,000 / 56,246 | 131,500 / 59,647 |
Tender Loaded Weight (lbs / kg) | 67,000 / 30,391 | 75,100 / 34,065 | 71,100 / 32,250 | 87,500 / 39,689 | |
Total Engine and Tender Weight (lbs / kg) | 188,200 / 85,366 | 190,000 / 86,183 | 195,100 / 88,496 | 219,000 / 99,336 | |
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 3680 / 13.94 | 3700 / 14.02 | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6.50 / 6 | 9 / 8 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | 54 / 27 | 45 / 22.50 | 50 / 25 | 55 / 27.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 59 / 1499 | 60 / 1524 | 58 / 1473 | 58 / 1473 | 59 / 1499 |
Boiler Pressure (psi / kPa) | 160 / 11 | 150 / 10.30 | 150 / 10.30 | 150 / 10.30 | 185 / 12.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 26" / 483x660 | 19" x 26" / 483x660 | 19" x 26" / 483x660 | 19" x 28" / 483x711 | 19" x 26" / 483x660 |
Tractive Effort (lbs / kg) | 21,636 / 9813.94 | 19,945 / 9046.91 | 20,633 / 9358.98 | 22,220 / 10078.83 | 25,016 / 11347.08 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.64 | 4.86 | 3.90 | 4.04 | 3.97 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 233 - 2" / 51 | 233 - 2.25" / 57 | 222 - 2" / 51 | 238 - 2" / 51 | 263 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.04 / 3.97 | 13 / 3.96 | 13.47 / 4.11 | 12.88 / 3.93 | 13.25 / 4.04 |
Firebox Area (sq ft / m2) | 143.20 / 13.31 | 135.44 / 12.59 | 155 / 14.41 | 147 / 13.66 | 153 / 14.22 |
Grate Area (sq ft / m2) | 28 / 2.60 | 28.60 / 2.66 | 18.80 / 1.75 | 17 / 1.58 | 18.50 / 1.72 |
Evaporative Heating Surface (sq ft / m2) | 1790 / 166.36 | 1909 / 177.42 | 1720 / 159.85 | 1746 / 162.21 | 1977 / 183.74 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1790 / 166.36 | 1909 / 177.42 | 1720 / 159.85 | 1746 / 162.21 | 1977 / 183.74 |
Evaporative Heating Surface/Cylinder Volume | 209.85 | 223.80 | 201.64 | 189.99 | 231.77 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4480 | 4290 | 2820 | 2550 | 3423 |
Same as above plus superheater percentage | 4480 | 4290 | 2820 | 2550 | 3423 |
Same as above but substitute firebox area for grate area | 22,912 | 20,316 | 23,250 | 22,050 | 28,305 |
Power L1 | 4622 | 4548 | 4241 | 3915 | 5848 |
Power MT | 304.47 | 310.10 | 348.87 | 288.34 | 389.51 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 8 / 700 / 390 | 8/412 | 833/439 | 866/445/0216 | Atlantic/21 |
Locobase ID | 8986 | 8988 | 8243 | 8224 | 8646 |
Railroad | Hutchison & Southern (ATSF) | California Southern (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atchison, Topeka & Santa Fe (ATSF) | Atlantic & Pacific (ATSF) |
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 | 7 | 15 | 10 | 5 |
Road Numbers | 8 / 700 / 390 | 17, 8-10, 14-16/66, 60-65/412-418 | 833-847/439-453 | 866-875/446-454, 445/0216-0225 | 21-22/655-58/2655,57 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 7 | 15 | 10 | 5 | |
Builder | Manchester | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | M. Baird & Co |
Year | 1898 | 1887 | 1900 | 1894 | 1870 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15 / 4.57 | 14.50 / 4.42 | 15 / 4.57 | 14.25 / 4.34 | 13.33 / 4.06 |
Engine Wheelbase (ft / m) | 25.50 / 7.77 | 25.96 / 7.91 | 25.33 / 7.72 | 25 / 7.62 | 23.75 / 7.24 |
Ratio of driving wheelbase to overall engine wheelbase | 0.59 | 0.56 | 0.59 | 0.57 | 0.56 |
Overall Wheelbase (engine & tender) (ft / m) | 48.87 / 14.90 | 52.72 / 16.07 | 47.25 / 14.40 | 45.46 / 13.86 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 52,900 / 23,995 | 19,000 / 8618 | |||
Weight on Drivers (lbs / kg) | 99,300 / 45,042 | 89,500 / 40,597 | 123,000 / 55,792 | 95,500 / 43,318 | 55,826 / 25,322 |
Engine Weight (lbs / kg) | 131,500 / 59,647 | 126,600 / 57,425 | 158,000 / 71,668 | 121,950 / 55,316 | 80,355 / 36,448 |
Tender Loaded Weight (lbs / kg) | 87,500 / 39,689 | 90,850 / 41,209 | 98,000 / 44,452 | 84,900 / 38,510 | 72,300 / 32,795 |
Total Engine and Tender Weight (lbs / kg) | 219,000 / 99,336 | 217,450 / 98,634 | 256,000 / 116,120 | 206,850 / 93,826 | 152,655 / 69,243 |
Tender Water Capacity (gals / ML) | 3700 / 14.02 | 4250 / 16.10 | 6000 / 22.73 | 4100 / 15.53 | 4000 / 15.15 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 7.50 / 7 | 6.50 / 6 | 8 / 7 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 55 / 27.50 | 50 / 25 | 68 / 34 | 53 / 26.50 | 31 / 15.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 63 / 1600 | 57 / 1448 | 69 / 1753 | 58 / 1473 | 55 / 1397 |
Boiler Pressure (psi / kPa) | 185 / 12.80 | 150 / 10.30 | 180 / 12.40 | 160 / 11 | 135 / 9.30 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 26" / 483x660 | 19" x 28" / 483x711 | 20" x 26" / 508x660 | 17" x 24" / 432x610 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 23,428 / 10626.77 | 22,610 / 10255.74 | 23,061 / 10460.31 | 16,264 / 7377.24 | 16,224 / 7359.09 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.24 | 3.96 | 5.33 | 5.87 | 3.44 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 299 - 2" / 51 | 230 - 2.25" / 57 | 262 - 2" / 51 | 196 - 2" / 51 | 142 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.25 / 4.04 | 13.42 / 4.09 | 14.25 / 4.34 | 12.92 / 3.94 | 13.19 / 4.02 |
Firebox Area (sq ft / m2) | 152 / 14.13 | 155 / 14.41 | 167 / 15.51 | 140 / 13.01 | 87.75 / 8.16 |
Grate Area (sq ft / m2) | 18.50 / 1.72 | 19.30 / 1.79 | 28.60 / 2.66 | 18.20 / 1.69 | 15 / 1.39 |
Evaporative Heating Surface (sq ft / m2) | 2226 / 206.88 | 1966 / 182.71 | 2109 / 195.93 | 1457 / 135.36 | 1264 / 117.47 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 2226 / 206.88 | 1966 / 182.71 | 2109 / 195.93 | 1457 / 135.36 | 1264 / 117.47 |
Evaporative Heating Surface/Cylinder Volume | 260.96 | 213.93 | 223.17 | 230.90 | 178.78 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 3423 | 2895 | 5148 | 2912 | 2025 |
Same as above plus superheater percentage | 3423 | 2895 | 5148 | 2912 | 2025 |
Same as above but substitute firebox area for grate area | 28,120 | 23,250 | 30,060 | 22,400 | 11,846 |
Power L1 | 6800 | 4250 | 6449 | 5287 | 2980 |
Power MT | 452.91 | 314.07 | 346.77 | 366.15 | 353.05 |