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BALDWIN 4-
Neu, Museums Ausführung, Steam 4-
Hersteller: BLI P2
Allg. BLI P2 + P3 Hybrid/BrassHybrid vertragen NUR 14 VDC und nicht wie üblich 16VDC. Dies nur etwa 3 bis 5 min. Dann verabschiedet sich der Decoder/das Board mit Rauch und einem speziellen Duft...
2015
Ist zu Reperatur zwecken seit März 2015 bei Ferdi Rat.
21.05.2016
Sie ist endlich nach langem wieder zurück von Ferdi Rat. Er musste sie komplett neu Programieren.
FILM
Youtube Link: http://www.youtube.com/watch?v=rTotMPVdXuQ
History of Santa Fe 3751: A Pioneer 4-
The Atchison, Topeka & Santa Fe Railway during the administration of Edward H. Ripley (who oversaw its rebuilding during his 1895-
The AT&SF originated the 2-The AT&SF paid Baldwin Locomotive Works $ 99,712.77 for No. 3751, the thirteenth 4-
Walschaert valve gear with a multiplying lever to provide 9" of maximum valve travel, operated with a Ragonnet power reverse gear, was provided. The Santa Fe's own Layden exhaust nozzle was used. Tenders had a one-
Tested against 4-
No. 3751 entered into passenger service on this difficult New Mexico division, with grades of 3.5 percent westbound and 3.3 percent grades eastbound over Raton Mountain (where 2-
The 14 engines were assigned to a La Junta-
The May 1936 inauguration of the diesel-
In 1938 the Santa Fe began an upgrading program on ten of the fourteen 4-
The original 4-The larger 2900 class 4-
In 1950, No. 3751 was equipped with automatic train-
Quelle: http://sbrhs.org/history.html
Mechanical of Santa Fe 3751
The 3751 was a pioneer 4-
"Railway Age" Articles
Santa Fe 4-
With the principal object of handling heavier passenger trains faster and with less unit fuel consumption, the Atchison, Topeka & Santa Fe designed and placed in service during the past year, 10 modified Mountain type coal-
The new locomotive is notable for high boiler capacity, evaporating in one test an average of 6.74 lb. of water per lb. of coal when burning low-
Favorable Operating Results Secured
Operating results secured with the 3751-
In general, because of slack business, the new locomotives have not been operated to full capacity since being placed in service and, consequently, maximum results with respect to fuel economy could not be expected. A good indication of their performance is afforded, however, by the results of comparative tests of locomotive No. 3751 and locomotive No. 3714, a previous Santa Fe Mountain type locomotive, on the 347.5 mile run between La Junta, Colo., and Albuquerque, N.M. These tests were made during the latter part of 1927, operating in both directions between the two points mentioned.
It will be noted that locomotive No. 3751 handled four more cars at a slightly higher average speed than No. 3714. It handled, on average, 33 per cent more tons per train and developed a proportionately greater number of ton-
Track Stress Limited
As a result of studies made on the Santa Fe during the past few years with a view to determining the wheel loading, distribution of weights and method of counterbalancing which will keep track stress within safe limits, a loading of trucks and driving axles of locomotive No. 3751 was adopted. For purposes of comparison, the wheel loads of locomotive No. 3710, a previous Santa Fe Mountain type locomotive, are also compared.
All of the driving wheels on locomotive No. 3751 have flanged tires, and no driving box lateral motion device is provided. The tires on No.1 and No. 4 wheels are set 1/8 in. nearer together than on the main and No. 3 wheels. Three-
The comparative effects of these two locomotives on tangent track at 60 miles per hour are plainly shown in Chart I which gives the equivalent static load on each pair of drivers through a complete revolution. A glance at the chart shows that in locomotive No. 3751, the No. 1 driving wheels have been made to take more nearly a fair share of the equivalent static load than was the case with locomotive No. 3710, and as a result, the main and particularly the No. 3 wheels have been relieved of excessive loading. The chart shows that locomotive No. 3751 at 60 miles per hour on tangent track provides about 3,000 lb. less maximum equivalent static load on the rails than locomotive 3710, in spite of having from 9 to 15 per cent greater individual driving axle loads.
The stresses in both rails occasioned by locomotive 3751 passing a 10-
To illustrate how peak rail loads have been avoided by the design of locomotive N. 3751, a reference to the diagram for locomotive N. 3710, published in 1926, shows that at five miles an hour the No. 3 driving wheels cause a stress of about 46,000 lb. per sq. in. on the outside edge of the base of the inner rail on a 10-
General Description
In conjunction with the desire for high capacity, fuel economy, and reduced track stress, an effort has been made in the design of the Santa Fe 3751-
The 3751-An auxiliary dome, just ahead of the main steam dome and slightly to the left of the boiler center line, carries the safety valves and affords entrance to the boiler without removing the dry pipe. Dual sand boxes and equipment, including Graham-
Alloy steels are used to a limited extent in the construction of these locomotives. The main driving wheel centers are of high tensile strength steel. The hollow main crank pins, as well as the piston rods, are made of oil-
The locomotive tender is constructed with a Commonwealth one-
Cylinders and Running Gear
The cylinders of the 3751-
The front engine truck is of the constant-
The driving wheels are 73 in. in diameter, and in order to apply a boiler of the desired diameter and capacity, it was found necessary to use driving springs with reverse camber. The driving wheel centers are 66 in. in diameter and mounted on hollow-
The static and dynamic load on these wheels is kept under 76,000 lb. per pair of wheels. The driving boxes have a bearing 13 in. long on the journals and are equipped with phosphor-
The boiler of the new locomotive is designed for a minimum safety factor of four with a boiler pressure of 225 lb. It is of the wagon-The wrapper sheet for this boiler is made in three pieces. The firebox and combustion chamber sides and crown sheet are also made in one piece and welded. The cast steel mud ring, double-
In addition to the main steam dome, pressed from a single piece of openhearth steel, an auxiliary dome is located ahead of the main dome and far enough to the left of the boiler centerline so that the 9' in. inside dry pipe will not prevent entrance to the boiler for inspection or other purposes. The smokebox is of the extended type, 89' in. in outside diameter, with a pressed-
"Railway Mechanical Engineer" Article: In the Backshop and Enginehouse
Santa Fe Rebuilds Ten Locomotives
The Atchison, Topeka & Santa Fe has converted ten heavy 4-
The conversion work includes the following: Timken roller bearings applied to all wheels; new and longer smokebox applied; dome closed by inside cap, riveted in place; feedwater heater raised to smokebox location; reciprocating feedwater pump located under left side of cab; pressure raised from 220 to 230 lb.; two extra backhead braces and two extra flue sheet braces applied; size of radial stays around syphons increased; reinforcing pads riveted to barrel and smokebox; all rods new including tandem main rods, and new valve motion.
Boiler and Frames
The frames are the Commonwealth locomotive bed type. The pedestal jaws are straight to accommodate the Timken bearing housings that require no wedge, but use bronze-
In stripping, the boiler is cut loose from the cylinder saddle by burning off the heads of the bolts in the smokebox and burning out the part of these saddle bolts that extends through the smokebox. The heavy boiler work is done in the boiler shop. The original cast-
The increase in the length of the driving-
Driving and Running Gear
Two outstanding additions in this connection are the change to tandem main rods, and the use of the Franklin Railway Supply Company's patented lateral-It is interesting to note that a new method has been developed for laying out the shoes which is different from the ordinary procedure in connection with shoes and wedges. This consists of squaring the frame in the usual way and locating accurately machined bars across the pedestal openings in the positions the axles will occupy. These bars are secured by small bolts to the spreaders that span the frame-
Roller Bearings
Application of roller bearings in the shop is new for the Santa Fe and is an important addition and betterment. New tenders were applied to the 3751 locomotives at the time of change to oil and these had roller bearings as supplied by the builders. The present construction includes roller bearings for engine trucks, trailers, and drivers. Doing this work in the railroad shop requires the introduction of new standards of accuracy. Plus or minus .0015 in. is a common notation on the axle blueprints, and such close tolerances on the dimension of the cone-
Several new wheel-
The exact procedure for mounting a Timken trailer bearing on outside bearings is as follows: For shipment the parts are covered with a light coat of oil. Before mounting, this protective coating is removed by washing the parts in distillate. The mounted wheels are placed in the wheel press as if the axle were to be pressed out. The enclosure (inner portion of housing) is placed over the axle against the hub with the bolts in place. This enclosure has four grooves on the inside which act as an oil seal and these are filled with valve oil to assure initial lubrication before the enclosure is applied. The oil flinger that supplements the seal is pressed in place. A freely fitting sleeve is used to press on these bearing parts. This sleeve has a spherical cap on the end toward the press ram to equalize pressure and prevent cocked the fitted parts. The first roller-
It is interesting to note that the rollers are within .0001 in. of the same size, and this size is etched on the large end of each roller. To check the lateral of the roller bearing, a dial indicator is used. The axle (inside journals) is turned on end preferably before the wheels are mounted and the bearing housing raised to the limit of its free motion. The load is released and the housing jarred down with a soft sledge. The dial indicator is clamped by a hand around the axle and indicates the lateral movement of the housing in thousandths.
Wheel Shop Practice
Press fits on the Santa Fe are lubricated with mineral paint (box car red) mixed with boiled linseed oil. A gallon of oil is used to thin 18 lb. of brown semi paste, which makes it about as thick as a priming coat of paint. This is prepared fresh each week, and is applied just before the parts are pressed together.
Counterbalancing
The method of counterbalancing at Albuquerque is essentially the same as followed in other large shops and locomotive works. The Boxpok main wheels have riveted plates covering the outside of the counterbalance space. These wheels are filled with lead before being mounted, while flat on the floor, and the lead is pounded with a long stroke riveting hammer to tighten it after it cools. All the wheels except the mains have solid steel counterweights, and three 3' in holes are drilled in the back of these for slight adjustment of the balance. The main wheels have cored holes in the back of the balance for the same purpose.
The main wheels and intermediate wheels are cross-
Quelle: http://sbrhs.org/mechanical.html / http://sbrhs.org/portfolio-
Specifications of Santa Fe 3751
Price (In May of 1927): |
$99,712.77 (Santa Fe paid $252,335 for 2926 in 1944) |
|
Price (in 2012 dollars): |
$1,303,662.16 |
|
Type: |
4- |
|
Builder: |
Baldwin Locomotive Works, Philadelphia, PA. |
|
Service: |
Passenger and Freight (Dual Purpose). |
|
Driving Wheels: |
73" from 1927 to 1941, 80" from 1941 to present. |
|
Boiler Diameter: |
88" |
|
Grate Area: |
108 sq/ft. |
|
Cylinders: |
30" x 30" With Wagner Bypass Valve |
|
Current Steam Pressure: |
230 lbs. (originally 210 lbs.) |
|
Wheel Base - |
Total 94' 10.5" |
|
Wheel Base - |
46' 9" |
|
Wheel Base - |
21' 3" |
|
Wheel Base - |
13' 10" |
|
Weight: |
Engine 478,100 lbs., Tender 396,246 lbs., Total 874,346 lbs. |
|
Weight On Lead Truck: |
89,200 lbs. |
|
Weight On Drivers: |
278,000 lbs. |
|
Weight On Trailing Truck: |
100,000 lbs. |
|
Driver Axle Loading: |
72,000 lbs. |
|
Minimum Rail Size: |
90 lbs per yard |
|
Minimum Switch Size: |
#8 |
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Length: |
Engine and Tender 108' 7" |
|
Height: |
16' |
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Width: |
11' |
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Heating Surface: |
5,634 sq/ft. |
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Tractive Force: |
66,000 lbs. as built, 71,719 lbs. currently. |
|
Horsepower: |
Boiler - |
|
Fuel/Capacity: |
Coal 1927- |
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Water Capacity: |
15,000 gallons 1927- |
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Pulling Power: |
26 passenger cars, 1820 tons, level grade 65 m.p.h. or |
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Speed Ratings: |
70 m.p.h. for 1927- |
|
Length of Runs: |
LA to La Junta, CO 1,235 miles. |
|
Quelle: http://sbrhs.org/specs.html |
Timeline of Santa Fe 3751
[News 19.01.2017]
|
1926 |
Santa Fe Railway, in cooperation with Baldwin Locomotive Works, designs Santa Fe's first 4- |
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1927 |
In May, 3751 emerges from the erecting hall as the Santa Fe's and Baldwin's first 4- |
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1928 |
Tests show 3751 to be 20% more efficient and powerful than Santa Fe class 3700 4- |
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1936 |
3751 is converted to burn oil at the San Bernardino Shops. |
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1938 |
3751 hauls the first named passenger train 'The Scout' into the new Los Angeles Union Passenger Terminal on opening day, May 7. |
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1941 |
3751 completes it's modernization for high speed operation with a new frame, 80 inch drivers, and roller bearings all around, along with other upgrades. It's highest recorded speed was 103 miles per hour. |
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1953 |
3751 pulls the last steam powered passenger train from San Diego on August 23, the engine's last revenue run before being stored serviceable temporarily at Los Angeles' Redondo Junction Roundhouse. |
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1957 |
Officially retired from the Santa Fe Locomotive roster and donated to the city of San Bernardino. |
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1958 |
3751 is placed in Viaduct Park, San Bernardino as a static display May 14, 1958. |
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1981 |
3751 is placed in Viaduct Park, San Bernardino as a static display May 14, 1958. |
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1985 |
3751 is sold to the SBRHS by the city of San Bernardino for $1, with conditions - |
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1986 |
With the help of volunteers, the Santa Fe and a lot of panel track 3751 is moved out of Viaduct Park on April 30, and into California Steel Industries in Fontana, where the majority of restoration is performed (Please see Restoration Gallery). |
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1991 |
3751 returns to steam on August 15. December 20 is the official Christening and Dedication Ceremony for the 3751 as she is returned to steam, the newly restored locomotive pulls a freight train from San Bernardino to Los Angeles as a break in run. |
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1992 |
3751 pulls the Santa Fe Railway Employee Appreciation Special, August 30 to September 16, Los Angeles - |
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1995 |
On April 21 the 3751 is the last locomotive serviced at the Santa Fe's San Bernardino Yards Complex. Most of the 72 buildings in the yard complex will be demolished to make way for an intermodal facility. 3751 had been stored in the Car Shops of the complex, then the Santa Fe offered the SBRHS a siding between Lytle Creek wash and the Metrolink flyover just west of the Depot in San Bernardino - |
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1996 |
3751 is again displayed under steam at Riversides 'Sunkist Orange Blossom Festival', in April. |
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1999 |
The siding that the Santa Fe provided as a temporary storage site needed to be vacated, the SBRHS negotiates a lease with Amtrak to store the locomotive and tool car in the Redondo Junction Roundhouse in Los Angeles. To physically get there 3751 pulls a BNSF train to Hobart Yard in Los Angeles on January 12, and is stored at Amtrak's Redondo Junction Roundhouse (Please see Move to Redondo Gallery). |
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2000 |
3751 becomes the last steam locomotive to be serviced at the Redondo Junction Roundhouse before it was dismantled by Amtrak in August (sound familiar?). 3751 is again stored outside in the elements, however Amtrak provides a huge tarp to cover the locomotive with during the winter. Yes, it does rain in southern California. |
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2001 |
In May the locomotive participates in a local event in Fullerton, CA and is displayed hot for the weekend at 'Fullerton Railroad Days'. |
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2002 |
3751 completes its rebuilding for a new 15 year FRA boiler recertification. |
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2003 |
Volunteers are busy early this year and raise a new compound fence, reorganize the Reefer Car, and work to replace cylinder rings and valves with funds raised through the 'Presidents Challenge'. |
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2004 |
3751 is invited to participate in the re- |
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2005 |
3751 appears at a private steam up at Los Angeles Union Station for Metrolink as they host the American Public Transportation Association (APTA) Annual Commuter Rail Conference on April 2- |
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2006 |
3751 is rolled out for another edition of the Educational Outreach Program at Los Angeles Union Station of February 6- |
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2007 |
SBRHS hosts two more hugely sucsessful Educational Outreach Programs, the first is held February 11- |
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2008 |
In May, 3751 participates in the last ever Fullerton Railroad Days |
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2009 |
In May, 3751 is fired up for participation in the Amtrak Employee Appreciation Day at the Amtrak 8th Street Yard. 3751 and crew play host to Amtrak President Joseph Boardman, who tours the locomotive cab. |
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2010 |
The weekend of May 1st and 2nd, 3751 takes an overnight train to San Diego and return. This is the third trip to San Diego in 2 years for 3751. The day before the trip, 3751 and crew again participate in Amtrak's Employee Appreciation Day at the 8th Street Yard in Los Angeles. |
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2011 |
The weekend of April 16th and 17th, 3751 again travels to San Bernardino with a passenger train for the City's annual Railroad Days at the historic Santa Fe Depot. |
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2012 |
The weekend of April 21st and 22nd, 3751 again travels to San Bernardino with a passenger train for the City's annual Railroad Days at the historic Santa Fe Depot. |
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2013 |
3751 is 85 years young this year and still running strong. 3751 steams to San Bernardino with a passenger train for the City's annual Railroad Days event at the historic Santa Fe Depot over April 20- |
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2014 |
For the 5th consecutive year, 3751 proudly steams from Los Angeles to San Bernardino and return with a five car passenger cars on April 12 - |
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2015 |
With the full support of the Southern California Railway Plaza Association (SCRPA), the BNSF Railway and Amtrak - |
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2016 |
3751's first steam up of 2016 finds it attending the California Passenger Rail Summit at Los Angeles Union Station on April 13th and 14th. A few short weeks later, the locomotive was again under steam and takes part in the annual Fullerton Railroad Days event on April 30th through May 1st. During the engine's display in Fullerton, the SBRHS conducts the society's first ever, closed night photography session. On the engine's return to Los Angeles, the SBRHS conducts a photo session of the display consist at the depot as it is the first BNSF - |
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2017 |
In early May, 3751 again steams to the annual Fullerton Railroad Days event. On the second evening of its stay, the SBRHS holds its second close night photography session that includes many reenactors and an original, WWII 1944- |
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2018 |
Next Text... |
Quelle: http://sbrhs.org/portfolio-
Comparison of Remaining Northerns (4-
Welcome to the 4-
The data on this chart is a compilation of information from Steamlocomotive.com. Or in some cases from the individual organizations stated online specs.
Road / Engine No. |
Current Status |
Year Built / Builder |
Class |
Drivers in Inches |
Engine Weight |
Engine & Tender Weight |
Tractive Effort |
Cylinders |
Boiler Pressure |
Length |
QJ 7081* |
Pulled last regularly scheduled mainline steam train in China. Currently used for special operations on the Iowa Interstate Railroad Limited. |
Late 1980's |
QJ |
1500mm |
n/a |
220 Tons with 8 wheel tender / 253 Tons with 12 wheel tender |
282kn |
650mm diameter (25.59 inches) x 800mm stroke (31.49 inches) |
14.7 bar (213 lbs) |
26.0 meters for 8 wheeled tender (85.3 ft) / 29.2 meters for 12 wheeled tenders (95.8 ft) |
GTW 6325 |
Stored near Sugercreek, Ohio waiting to be moved into the Age of Steam Roundhouse following completion of its construction. |
1942- |
U- |
73 inches |
403,000 lbs (Lightest) |
673,500 lbs |
59,000 lbs (Least) |
26 inches x 30 inches (Smallest) |
250 lbs |
96 feet (Shortest) |
Cotton Belt 819 |
Stored at Arkansas Railroad Museum, needs FRA recertification |
1943 / |
L- |
70 inches (Smallest) |
419,800 lbs |
737,500 lbs |
61,564 lbs |
26 inches x 30 inches (Smallest) |
250 lbs |
99 feet 8.5 inches |
Reading 2100 |
Stored serviceable on a siding in Richland, Washington (Reading Railroad Online). |
1947 / |
T- |
70 inches (Smallest) |
447,300 lbs |
844,000 lbs |
68,000 lbs (79,100 lbs with booster) |
27 inches x 32 inches |
240 lbs |
110 feet 6 inches |
Milwaukee Road 261 |
Undergoing FRA recertification at Minneapolis Junction by Friends of the 261 |
1943 / |
S- |
74 inches |
460,000 lbs |
824,100 lbs |
62,040 lbs |
26 inches x 32 inches |
250 lbs |
109 feet 8 inches (with coupler extended) |
SP 4449 |
Operational. Based out of Portland, Oregon. Maintained by the Friends of SP4449 |
1941 / |
GS- |
80 inches (Largest) |
475,000 lbs |
865,750 lbs |
64,800 lbs (unknown with booster assistance) |
25.5 inches x 32 inches |
300 lbs (Highest) |
101 feet 5 inches |
ATSF 3751 |
Operational. Based out of Amtrak's Los Angeles Locomotive Facility. Full list of current specs here. Angeles Locomotive Facility. Full list of current specs here. |
1927 / Baldwin |
3751 |
80 inches (Largest) |
478,100 lbs |
874,346 lbs |
66,000 lbs |
30 inches x 30 inches |
230 lbs (Lowest) |
108 feet 7 inches |
C&O 614 |
Remains for sale. Stored at Reading & Northern Engine Facility in Port Clinton, PA. (Chesapeake & Ohio 614) |
1948 / |
J- |
72 inches |
482,200 lbs |
865,530 lbs |
68,300 lbs (80,700 lbs*** with booster) |
27.5 inches x 30 inches |
255 lbs |
112 feet |
SP&S 70 |
Operational. Based out of Portland, Oregon. Maintained by the Pacific Railroad Preservation Association |
1938 / |
E- |
77 inches |
485,500 lbs |
871,550 lbs |
69,500 lbs |
26 inches x 31 inches |
260 lbs |
110 feet 7 inches |
UP 844 |
Operational. Owned by Union Pacific Railroad and based out of Cheyenne, Wyoming. Maintained by the Union Pacific Steam Program |
1944 / |
FEF- |
80 inches (Largest) |
486,340 lbs |
907,890 lbs |
63,800 lbs |
25 inches x 32 inches |
300 lbs (Highest) |
114 feet 3 inches |
N&W 611 |
Stored at the Virginia Museum Of Transportation in Roanoke, VA. for display only |
1950 / |
J |
70 inches (Smallest) |
494,000 lbs |
873,000 lbs |
80,000 lbs |
27 inches x 32 inches |
300 lbs (Highest) |
109 feet 2 inches |
ATSF 2926 |
Undergoing restoration to operation in Albuquerque, New Mexico by NMSL&RHS |
1944 / |
2900 |
80 inches (Largest) |
510,150 lbs (Heaviest) |
961,000 lbs (Heaviest) |
86,922 lbs** (Strongest) |
28 inches x 32 inches (Largest) |
300 lbs (Highest) |
120 feet 10 inches (Longest) |
* Figures for this locomotive are preliminary and have been converted from Metric to American Standards, these figures have also not been confirmed. While comparing this data it is relevant to know that these are not state of the art steam locomotives of the 1970's or 80's -
** There are several different published numbers available for the 2900's, and perhaps it is best if we let Bob Kittel (SBRHS CMO) address this oddity -
*** Originally built for C&O with booster, however Ross Rowland removed the booster from his Reading 2100 for use on the 614 and never installed it. The result was that both the Reading 2100 and the C&O 614 do not have boosters today.
Quelle: http://sbrhs.org/portfolio-