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Tender Locomotives 4-8-0 “Twelve-wheeler”[Inhalt]
UIC Classification 2'D
Cape Government Railways class 7 (1896)
South African class 7A
South Africa | 1896
46 produced
7A No. 1007 in September 1997 in Voorbaai
7A No. 1007 in September 1997 in Voorbaai
Ian Roberts

The second type of Class 7 4-8-0 locomotives procured by the Cape Government Railways was built from 1896 for the central and eastern regions. They all came from British manufacturers and 45 were delivered by 1898, while a single one came from Dübs in 1901.

These locomotives were a development of the 1891 model and again were designed by Beatty. Compared to their predecessors, they had a larger boiler and a larger tender. Only the first driving axle had no wheel flanges. In the 1930s, many were rebuilt with a superheater and piston valves.

The Sudanese military received eight identical locomotives in 1897 and 1898 and used them in the Mahdist War. They were also called “Dongola class”. They had been given water pipes to the front so that an additional tender could be coupled there for use in the desert.

Of the GCR's locomotives, all but two, which had previously been sold, were taken over by the SAR in 1912. During the First World War, some were used in the conquest of German South West Africa. Due to their suitability in this region, more were later relocated there. After replacing them with more modern steam locomotives and diesel locomotives, the SAR retired the last class 7A locomotives in 1972.

Variantas builtsuperheated
General
Built1896-1898, 1901
ManufacturerSharp, Stewart & Co., Dübs & Co., Neilson & Co.
Axle config4-8-0 (Twelve-wheeler) 
Gauge3 ft 6 in (Cape gauge)
Dimensions and Weights
Length53 ft 5 1/4 in
Wheelbase21 ft 3 1/2 in
Rigid wheelbase12 ft
Total wheelbase46 ft 2 in
Service weight104,160 lbs109,988 lbs
Adhesive weight80,192 lbs84,679 lbs
Total weight180,544 lbs186,379 lbs
Axle load20,160 lbs21,729 lbs
Water capacity3,122 us gal
Fuel capacity12,320 lbs (coal)
Boiler
Grate area17.5 sq ft18 sq ft
Firebox area102 sq ft113 sq ft
Tube heating area976 sq ft806 sq ft
Evaporative heating area1,078 sq ft919 sq ft
Superheater area206 sq ft
Total heating area1,078 sq ft1,125 sq ft
Variantas builtsuperheated
Power Plant
Driver diameter42.8 in
Boiler pressure160 psi180 psi
Expansion typesimple
Cylinderstwo, 17 x 23 in
Power
Power sourcesteam
Estimated power500 hp (373 kW)700 hp (522 kW)
Optimal speed15 mph19 mph
Starting effort21,146 lbf23,789 lbf
Calculated Values
steam locomotive
freight
H.M. Beatty
last changed: 01/2024
Central Pacific “Mastodon” and class GE
Southern Pacific class TW-4
United States | 1882
21 produced
Drawing of the locomotive in its original condition by Richard Ward
Drawing of the locomotive in its original condition by Richard Ward

Although the Baltimore and Ohio had procured a locomotive with a 4-8-0 wheel arrangement in 1855 with the “Centipede”, the Central Pacific “Mastodon” was one of the first successful locomotives with this wheel arrangement. Completed in 1882, it was the heaviest locomotive in the world at the time. Shortly after its roll-out, test runs were undertaken in the Sierra Nevada with the locomotive number 229, during which, as expected, it performed significantly better than the existing Americans and Ten-Wheelers. When the operation was taken over by the Southern Pacific, it was renumbered 2925.

The shape of the boiler had some special features, including a firebox with a lower ceiling in the area of the driver's cab, which was around 13 feet long. The cylinders each had four slide valves, two of which were operated by one set of valve gear each. This type of cylinders was also inherited by “El Gobernator”, the even larger locomotive with a 4-10-0 wheel arrangement.

Built by the Central Pacific workshops, number 229 was later sent to the Cooke Locomotive and Machine Works in New Jersey to set up series production. Depending on the source, 20 or 25 other machines were made, which had slightly larger cylinders. The first locomotive was later modernized and converted to oil firing, which probably also applies to the production locomotives. They were scrapped in June 1935.

VariantNo. 229GE
General
Built18821882-1883
ManufacturerCentral PacificCooke
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase24 ft 11 1/2 in23 ft 10 in
Rigid wheelbase15 ft 9 in13 ft 9 in
Total wheelbase53 ft 2 in47 ft 10 in
Service weight123,000 lbs144,100 lbs
Adhesive weight106,050 lbs114,000 lbs
Total weight186,000 lbs
Water capacity2,500 us gal
Fuel capacity10,700 lbs (wood)wood
Boiler
Grate area25.8 sq ft29.7 sq ft
Firebox area182 sq ft155 sq ft
Tube heating area1,173 sq ft1,883 sq ft
Evaporative heating area1,355 sq ft2,038 sq ft
Total heating area1,355 sq ft2,038 sq ft
VariantNo. 229GE
Power Plant
Driver diameter54 in56 in
Boiler pressure135 psi160 psi
Expansion typesimple
Cylinderstwo, 19 x 30 intwo, 20 x 30 in
Power
Power sourcesteam
Estimated power600 hp (447 kW)750 hp (559 kW)
Optimal speed17 mph16 mph
Starting effort23,014 lbf29,143 lbf
Calculated Values
steam locomotive
freight
last changed: 03/2022
New Zealand Railways class BB
New Zealand | 1915
30 produced
No. 619 in March 1915 at the Petone shops
No. 619 in March 1915 at the Petone shops
Albert Percy Godber / Godber Collection, Alexander Turnbull Library
General
Built1915-1918
ManufacturerA & G Price
Axle config4-8-0 (Twelve-wheeler) 
Gauge3 ft 6 in (Cape gauge)
Dimensions and Weights
Length52 ft 7 1/2 in
Wheelbase22 ft 4 in
Rigid wheelbase12 ft 4 in
Total wheelbase45 ft 2 1/2 in
Service weight97,440 lbs
Adhesive weight72,800 lbs
Total weight154,560 lbs
Axle load18,200 lbs
Water capacity2,042 us gal
Fuel capacity8,960 lbs (coal)
Boiler
Grate area28 sq ft
Firebox area109 sq ft
Tube heating area615 sq ft
Evaporative heating area724 sq ft
Superheater area208 sq ft
Total heating area932 sq ft
Power Plant
Driver diameter42.5 in
Boiler pressure175 psi
Expansion typesimple
Cylinderstwo, 17 x 22 in
Power
Power sourcesteam
Estimated power700 hp (522 kW)
Optimal speed20 mph
Top speed40 mph
Starting effort22,253 lbf
Calculated Values
steam locomotive
passenger
freight
tank locomotive
secondary line
Norfolk & Western classes M and M1
United States | 1906
225 produced
Class M No. 450 in a Baldwin factory photo
Class M No. 450 in a Baldwin factory photo

In order to be able to accommodate a longer boiler on the Consolidation, the Norfolk & Western chose the 4-8-0 “Twelve-wheeler” wheel arrangement instead of the Mikado. The aim was to achieve a higher adhesive weight because the weight of the firebox was placed on the rear driving axles. Even the firebox was extended to the rear of the cab so that the engineer and fireman were separated from each other. They were nicknamed “Mollies” by the crews.

After 125 class M locomotives, 100 more class M1 locomotives were built. They only differed in the valve gear and the valves. Due to design errors, the M1 was subject to high levels of wear and tear, so it was phased out relatively early. The M was replaced on main lines by the 2-8-8-2 class Y and was used on secondary lines and in switching service until the late 1950s. Only ten had received a superheater. The number 475 is still in use on the Strasburg Railroad today and the 433 also survives.

VariantMM1
General
Built1906-19071907
ManufacturerALCO, Baldwin, N&W Roanoke Shops
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase24 ft 5 in
Rigid wheelbase15 ft 6 in
Total wheelbase58 ft 4 1/2 in53 ft 7 in
Service weight206,200 lbs204,500 lbs
Adhesive weight169,800 lbs165,850 lbs
Total weight373,700 lbs321,100 lbs
Axle load42,450 lbs41,463 lbs
Water capacity9,000 us gal6,000 us gal
Fuel capacity28,000 lbs (coal)20,000 lbs (coal)
Boiler
Grate area45 sq ft
Firebox area173 sq ft
Tube heating area2,624 sq ft
Evaporative heating area2,797 sq ft
Total heating area2,797 sq ft
VariantMM1
Power Plant
Driver diameter56 in
Boiler pressure200 psi
Expansion typesimple
Cylinderstwo, 21 x 30 in
Power
Power sourcesteam
Estimated power1,400 hp (1,044 kW)
Optimal speed22 mph
Starting effort40,162 lbf
Calculated Values
steam locomotive
freight
last changed: 11/2023
Norwegian State Railways type 26
Norway | 1910
22 produced
Works photo of the Swiss Locomotive and Machine Works
Works photo of the Swiss Locomotive and Machine Works
SBB Historic

The Bergensbane, or Bergen Railway, connects Oslo with Bergen and, despite a large number of tunnels, has challenging gradients, so that the express trains at the beginning of the century had to rely on pilot locomotives. For this reason, the NSB launched an invitation to tender for a powerful express train locomotive that should be able to cover this route without double-heading. The route has a constant gradient of 2 to 2.1 percent over a length of 70 km, which culminates at an altitude of 1301.7 meters at Lake Taugevatn and has curve radii of 180 meters. However, the tracks required a maximum axle load of twelve tonnes, while a locomotive with four cylinders was specified to further reduce the loads on the rails.

The winner of this tender was the locomotive later designated as the type 26, which was designed by the Schweizerische Lokomotivfabrik in Winterthur. The required power was achieved with four coupled axles and a leading bogie. Thanks to the boiler being placed very high, it was possible to accommodate a wide firebox without a trailing axle. The locomotives were able to haul trains weighing 200 tonnes at 35 km/h on the aforementioned incline.

The three locomotives delivered by SLM in 1910 were designated type 26a and were, however, somewhat lighter than expected. In order to be able to fully utilize the available axle load, two more units were ordered from Thune in Oslo, which were a bit heavier and were designated type 26b. The largest sub-series with 17 units was the type 26c, which was designed as a compound machine due to the high steam consumption of the four cylinders. It was supplied by several manufacturers between 1919 and 1924.

Schematic drawing
Schematic drawing
Locomotive Magazine, August 1917

As early as 1915, the type 26 locomotives were withdrawn from the Bergen Railway, as the latter had been converted for a higher axle load and the heavier type 31 locomotives were now being used there. Thanks to the small coupling wheels, they were suitable for all types of trains and were therefore used in different parts of Norway in different roles. Rebuilds took the form of an oil-fired engine in the 1950s and the fitting of an engine with a larger boiler in 1961. The locos survived until 1969, when the last year of steam service in Norway had struck. Two pieces were kept in reserve in 1970 in case diesel locomotives failed.

Variant26a26b26c
General
Built191019111919-1924
ManufacturerSLMThunesMotala Verkstad, NoHAB, Norsk Maskin Industri, SLM, Hamar Jernstøberi
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length58 ft 6 3/4 in58 ft 8 15/16 in
Wheelbase27 ft 8 11/16 in
Rigid wheelbase11 ft 1 7/8 in
Total wheelbase49 ft 8 7/16 in
Empty weight123,459 lbs126,766 lbs137,127 lbs
Service weight139,288 lbs144,182 lbs153,882 lbs
Adhesive weight104,234 lbs104,719 lbs107,145 lbs
Total weight219,536 lbs224,430 lbs234,131 lbs
Axle load26,544 lbs
Water capacity3,963 us gal
Fuel capacity8,818 lbs (coal)
Boiler
Grate area29.1 sq ft32.3 sq ft
Firebox area109.8 sq ft108.7 sq ft
Tube heating area1,496.2 sq ft1,358.9 sq ft
Evaporative heating area1,606 sq ft1,467.7 sq ft
Superheater area406.9 sq ft407.4 sq ft
Total heating area2,012.8 sq ft1,875.1 sq ft
Variant26a26b26c
Power Plant
Driver diameter52.4 in53.2 in
Boiler pressure174 psi188 psi
Expansion typesimplecompound
Cylindersfour, 14 15/16 x 23 5/8 infour, HP: 15 3/8 x 23 5/8 in
and LP: 23 x 23 5/8 in
Power
Power sourcesteam
Estimated power972 hp (725 kW)1,073 hp (800 kW)
Optimal speed21 mph29 mph
Top speed43 mph
Starting effort29,869 lbf29,426 lbf23,244 lbf
with start valve27,893 lbf
Calculated Values
steam locomotive
express
passenger
freight
Von Borries compound
last changed: 03/2022
Norwegian State Railways type 31
Norway | 1915
27 produced
Type 31a No. 285 shortly after its withdrawal at Oslo
Type 31a No. 285 shortly after its withdrawal at Oslo
Ses

When the Bergen Railway was converted for higher axle loads, more powerful locomotives than the type 26 could be used there. This resulted in the type 31 with the same axle arrangement, but with a higher weight and boiler pressure. In 1915, two locomotives were initially built which, like the types 26a and 26b, had a four-cylinder engine with simple expansion.

Locomotive Magazine, August 1917

The high tractive power that could be achieved for a short period of time by this engine was used to push snow blowers on the Bergen Railway. In 1920, two more identical locomotives followed for the same purpose, which were also supplied by Thunes from Oslo and were designated together with the first two as type 31a.

Sectional drawing
Sectional drawing
Locomotive Magazine, August 1917

As with its predecessor, the majority of locomotives were built with compound engines in order to be able to maintain a similarly high tractive effort over a longer period of time. These locomotives, which were designated as Type 31b, were supplied by various manufacturers between 1923 and 1926 and took over the tasks of the type 26. They thus pulled different train types on the Bergen Railway until the Nohab diesel locomotives of the Di 3 type were introduced there in 1957 and 1958.

They were now distributed to other locations where there was no electrification or where diesel locomotives were not yet available. They spent their final years on branch lines that could withstand the weight of these locos. Only the four type 31a locomotives remained in service until the end of their lives in their traditional role as pusher locomotives for the snow blowers and were not put out of service until 1970.

Variant31a31b
General
Built1915-1926
ManufacturerThunes, NoHAB, Norsk Maskin Industri, Breda, Hamar Jernstøberi
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length58 ft 1 5/8 in61 ft 2 5/8 in
Wheelbase27 ft 8 11/16 in27 ft 9 7/8 in
Rigid wheelbase16 ft 4 7/8 in16 ft 6 1/16 in
Total wheelbase49 ft 8 7/16 in51 ft 7 5/16 in
Empty weight147,269 lbs156,748 lbs
Service weight165,346 lbs176,370 lbs
Adhesive weight123,238 lbs126,986 lbs
Total weight260,586 lbs271,609 lbs
Axle load30,865 lbs31,967 lbs
Water capacity5,283 us gal
Fuel capacity11,023 lbs (coal)
Boiler
Grate area32.3 sq ft
Firebox area128.1 sq ft
Tube heating area2,149.6 sq ft
Evaporative heating area2,277.6 sq ft
Total heating area2,277.6 sq ft
Variant31a31b
Power Plant
Driver diameter53.1 in
Boiler pressure174 psi186 psi
Expansion typesimplecompound
Cylindersfour, 16 1/8 x 23 5/8 infour, HP: 16 9/16 x 23 5/8 in
and LP: 24 13/16 x 23 5/8 in
Power
Power sourcesteam
Estimated power939 hp (700 kW)1,006 hp (750 kW)
Optimal speed17 mph24 mph
Top speed43 mph
Starting effort34,281 lbf26,563 lbf
with start valve31,876 lbf
Calculated Values
steam locomotive
express
passenger
freight
Von Borries compound
last changed: 02/2022
Austrian Federal Railways (BBÖ) class 113
German Reichsbahn class 1 and Yugoslav Railway class 10
Austria | 1923
40 produced
Die Lokomotive, January 1927

From 1923, the BBÖ had 40 locomotives with a 4-8-0 wheel arrangement and a low axle load built to operate the heavier express trains on the Westbahn. Borrowings were taken from the two prototypes of the class 570, which had been built in 1915 for the Südbahn. Despite the lack of a trailing axle and the maximum speed of only 85 km/h, they had a large grate and a high tractive effort, which allowed them to be used with heavy trains, even in mountainous areas. The Polish PKP had Fablok build 60 very similar locomotives as Os24. The Austrian locomotives came to the Reichsbahn in 1938 as the class 331 and later kept the same numbers on the ÖBB. The last disappeared in 1968. Five locomotives had come to Yugoslavia after World War II, where they were designated as class 10.

General
Built1923-1928
ManufacturerStEG, Floridsdorf
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length67 ft 10 7/8 in
Wheelbase31 ft 3 9/16 in
Rigid wheelbase12 ft 1 11/16 in
Total wheelbase56 ft 6 13/16 in
Service weight187,834 lbs
Adhesive weight130,954 lbs
Total weight284,396 lbs
Axle load32,739 lbs
Water capacity7,133 us gal
Fuel capacity15,432 lbs (coal)
Boiler
Grate area48.1 sq ft
Firebox area173.3 sq ft
Tube heating area2,012.8 sq ft
Evaporative heating area2,186.1 sq ft
Superheater area748.1 sq ft
Total heating area2,934.2 sq ft
Power Plant
Driver diameter68.5 in
Boiler pressure218 psi
Expansion typesimple
Cylinderstwo, 22 1/16 x 28 3/8 in
Power
Power sourcesteam
Estimated power1,743 hp (1,300 kW)
Optimal speed30 mph
Top speed62 mph
Starting effort37,201 lbf
Calculated Values
steam locomotive
express
last changed: 08/2023
Paris-Lyon-Méditerranée No. 4701 to 4982
French State Railway 5-240 A 1 to 282
France | 1907
282 produced
Die Lokomotive, July 1932

For fast freight trains on the line through the Cevennes, the PLM opted for the 4-8-0 wheel arrangement, which still allowed a large boiler with a low axle load and good curve guidance. The only problem was the narrow firebox, which was offset by making it relatively long. They could tow 1,618 tonnes on the flat at 40 km/h and 501 tonnes on a one percent incline at the same speed. From 1919 more than 200 locomotives received a superheater and the four-cylinder compound engine was replaced with a simple one. They also pulled heavy passenger trains when needed and were in use until 1952.

Variantas builtsuperheated
General
Built1907-19101919-1936
ManufacturerFranco-Belge, SFCM, Schneider, Bâtignolles-Châtillon
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length65 ft 3 1/4 in
Length loco42 ft 5 5/8 in
Wheelbase30 ft 4 3/16 in
Rigid wheelbase18 ft 0 9/16 in
Total wheelbase46 ft 3 1/8 in
Empty weight149,914 lbs152,339 lbs
Service weight164,465 lbs167,154 lbs
Adhesive weight123,459 lbs131,748 lbs
Axle load30,865 lbs32,937 lbs
Water capacity5,283 us gal
Fuel capacitycoal
Boiler
Grate area33.2 sq ft
Firebox area170.1 sq ft172.2 sq ft
Tube heating area2,495.1 sq ft1,716.5 sq ft
Evaporative heating area2,665.1 sq ft1,888.7 sq ft
Superheater area701.5 sq ft
Total heating area2,665.1 sq ft2,590.2 sq ft
Variantas builtsuperheated
Power Plant
Driver diameter59.1 in
Boiler pressure232 psi174 psi
Expansion typecompoundsimple
Cylindersfour, HP: 14 15/16 x 25 9/16 in
and LP: 23 5/8 x 25 9/16 in
four, 18 1/8 x 25 9/16 in
Power
Power sourcesteam
Estimated power1,140 hp (850 kW)1,207 hp (900 kW)
Optimal speed27 mph18 mph
Top speed53 mph
Starting effort27,315 lbf42,040 lbf
with start valve32,778 lbf
Calculated Values
steam locomotive
freight
De Glehn compound
last changed: 07/2023
Queensland Railways class C17 and Commonwealth Railways class NM
Australia | 1920
249 produced
No. 802 in September 2006 on the “Mary Valley Rattler” heritage railway
No. 802 in September 2006 on the “Mary Valley Rattler” heritage railway
Mary Valley Rattler

As a development of the C16, C.F. Pemberton developed the class C17. While the letter C stood for four coupled axles, the 17 indicated the cylinder diameter in inches. Production took place on a large scale in QR's own workshops and at other manufacturers, and the Commonwealth Railways also ordered 22 identical locomotives as the NM class.

The locomotives initially had open cabs, large steam domes and a Robinson type superheater. The engines that were completed after 1938 had closed cabs, smaller domes, new tenders and larger slide valves. The last 40 examples used Timken roller bearings, which in connection with the brown color scheme led to the nickname “Brown Bombers”, after the boxer Joe Louis.

The C17 quickly gained a reputation as a versatile and powerful locomotive. It was used with all train types from passenger over suburban to freight trains. Thanks to the low axle load, they could also be used in front of mail trains where the axle load of the Pacific class B18¼ was too high. The production of a total of 227 locomotives ran over a long period from 1920 to 1953.

Just one year after the end of production, the older engines were taken out of service, and the last survived into the late 1960s. Remarkable is that from the 249 locomotives built, 25 are preserved. The Mary Valley Rattler owns six with No. 967 being operational today, while two others are being overhauled.

Variantas builtnew boiler
General
Built1920-1953
ManufacturerNorth Ipswich, Armstrong Whitworth, Clyde Engineering, Walkers, Evans, Anderson, Phelan & Co
Axle config4-8-0 (Twelve-wheeler) 
Gauge3 ft 6 in (Cape gauge)
Dimensions and Weights
Length53 ft 5 1/2 in
Rigid wheelbase12 ft 6 in
Service weight103,040 lbs
Adhesive weight79,865 lbs
Total weight175,280 lbs
Axle load19,996 lbs
Water capacity3,663 us gal
Fuel capacity18,592 lbs (coal)
Boiler
Grate area18.5 sq ft
Firebox area116 sq ft
Tube heating area884 sq ft824 sq ft
Evaporative heating area1,000 sq ft940 sq ft
Superheater area177 sq ft
Total heating area1,177 sq ft1,117 sq ft
Variantas builtnew boiler
Power Plant
Driver diameter45 in
Boiler pressure160 psi175 psi
Expansion typesimple
Cylinderstwo, 17 x 22 in
Power
Power sourcesteam
Estimated power800 hp (597 kW)830 hp (619 kW)
Optimal speed27 mph25 mph
Starting effort19,215 lbf21,017 lbf
Calculated Values
steam locomotive
freight
passenger
C.F. Pemberton
last changed: 10/2022
View on YouTube
Soviet Railways series М
Soviet Union | 1926
100 produced
M 160-01 on an illustration from a 1927 magazine
M 160-01 on an illustration from a 1927 magazine
Variantas builtrebuilt two-cylinder
General
Built1926-1930
ManufacturerPutilow, Lugansk
Axle config4-8-0 (Twelve-wheeler) 
Gauge4 ft 11 13/16 in (Russian broad gauge)
Dimensions and Weights
Wheelbase35 ft 0 1/2 in
Rigid wheelbase19 ft 4 5/16 in
Total wheelbase64 ft 5 5/8 in
Service weight219,415 lbs
Adhesive weight159,835 lbs
Total weight355,936 lbs
Axle load40,124 lbs
Water capacity7,133 us gal
Fuel capacity17,637 lbs (coal)
Boiler
Grate area64.6 sq ft
Firebox area198.6 sq ft
Tube heating area2,596 sq ft
Evaporative heating area2,794.6 sq ft
Superheater area1,029.6 sq ft
Total heating area3,824.2 sq ft
Variantas builtrebuilt two-cylinder
Power Plant
Driver diameter66.9 in
Boiler pressure188 psi210 psi
Expansion typesimple
Cylindersthree, 21 1/4 x 27 9/16 intwo, 21 1/4 x 27 9/16 in
Power
Power sourcesteam
Estimated power2,012 hp (1,500 kW)2,280 hp (1,700 kW)
Optimal speed29 mph44 mph
Top speed56 mph
Starting effort44,730 lbf33,269 lbf
Calculated Values
steam locomotive
passenger
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