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Atlanta & West Point class P-74
United States | 1926
2 produced
Image of locomotive
collection Josh Scott

The closely linked Atlanta & West Point and the Western Railway of Alabama had to pull the Southern Railway's "Crescent" between Atlanta, Georgia and Montgomery, Alabama. So they each ordered one locomotive, which was given the numbers 290 (AWP) and 190 (WRA). Like the Southern Ps-4, they were based on the USRA Heavy Pacific, but like them also had smaller drivers. The diameter was initially 73 inches and was later increased to 74 inches with thicker tires, which explains the designation P-74.

Both machines were operated together. While one hauled the northbound Crescent, the other simultaneously took over the southbound one. They were retired in 1954, after which the 190 was scrapped. The 290 was saved by the “290 club”, but remained non-operational for the time being. It was finally refurbished between 1986 and 1989 and was used until 1992, when maintenance work on the running gear was required. It now resides at the Southeastern Railway Museum in Duluth, Georgia, awaiting visual restoration. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1926
ManufacturerLima
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase37 ft
Rigid wheelbase14 ft
Total wheelbase72 ft 5 in
Service weight303,500 lbs
Adhesive weight192,500 lbs
Total weight504,000 lbs
Axle load64,500 lbs
Water capacity11,000 us gal
Fuel capacity30,000 lbs (coal)
Boiler
Grate area70.8 sq ft
Firebox area327 sq ft
Tube heating area3,342 sq ft
Evaporative heating area3,669 sq ft
Superheater area990 sq ft
Total heating area4,659 sq ft
Power Plant
Driver diameter74 in
Boiler pressure200 psi
Expansion typesimple
Cylinderstwo, 27 x 28 in
Power
Power sourcesteam
Estimated power3,200 hp (2,386 kW)
Starting effort46,892 lbf
Calculated Values
Optimal speed44 mph
steam locomotive
express
last changed: 01/2024
Baldwin No. 60000
United States | 1926
only one produced
Image of locomotive

The Baldwin locomotive with the works number 60000 was a prototype that was built at their own expense in 1926 and with which the company wanted to set the course for locomotive construction of the future. It had the 4-10-2 wheel arrangement and a three-cylinder compound engine with three cylinders of the same size, the inner one serving as high-pressure cylinder.

What was special about the boiler was that the sides of the firebox were made of four-inch water pipes. They were connected at the top with 26-inch horizontal pipes that continued into the boiler barrel. The pressure was 350 psi (24.1 bars), which was significantly higher than conventional locomotives. In addition, a Worthington 4-BL feedwater heater was used.

The 60000 was intended to pull trains of up to 7,000 short tons and achieved an output of 4,515 hp at the drawbar. It was loaned to the PRR, B&O, Burlington Route, ATSF and Southern Pacific for trials and was even temporarily converted to oil firing by the SP. Although it performed very well and pulled up to 7,700 short tons, the railroads found the maintenance too expensive and no orders were placed. Today the 60000 is in the Franklin Institute Science Museum in Philadelphia.

General
Built1926
ManufacturerBaldwin
Axle config4-10-2 (Reid Tenwheeler) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase45 ft 2 in
Rigid wheelbase22 ft 10 in
Total wheelbase86 ft 11 1/4 in
Service weight457,500 lbs
Adhesive weight338,400 lbs
Total weight700,900 lbs
Axle load68,000 lbs
Water capacity12,000 us gal
Fuel capacity32,000 lbs (coal)
Boiler
Grate area82.5 sq ft
Firebox area772 sq ft
Tube heating area4,420 sq ft
Evaporative heating area5,192 sq ft
Superheater area1,357 sq ft
Total heating area6,549 sq ft
Power Plant
Driver diameter63.5 in
Boiler pressure350 psi
Expansion typecompound
Cylindersthree, HP: 27 x 32 in
and LP: 27 x 32 in
Power
Power sourcesteam
Estimated power5,200 hp (3,878 kW)
Top speed70 mph
Starting effort109,293 lbf
with start valve131,152 lbf
Calculated Values
Optimal speed30 mph
steam locomotive
freight
prototype
last changed: 12/2023
Bessemer & Lake Erie class H-1
United States | 1929
47 produced
H-1b No. 603
H-1b No. 603
LaMar M. Kelley / collection Taylor Rush

In the late twenties, the Bessemer & Lake Erie as a part of U.S. Steel needed more powerful locomotives to move their heavy ore trains from the Lake Erie port of Conneaut, Ohio to Pittsburgh, Pennsylvania over grades of up to one percent. Since they didn't like articulated locomotives and wanted a proven non-articulated design, they ordered a 2-10-4 from Baldwin that was delivered in 1929.

This locomotive, numbered 601, was based on the Burlington class M-4 and was one of the heaviest and most powerful non-articulated locomotives of the time at a service weight of 502,630 pounds without a tender. It had drivers of 64 inches (1,626 mm) and cylinders of 31 by 32 inches. Together with its trailing truck booster, it developed a tractive effort of 115,206 pounds. Its boiler produced up to 4,690 hp

The prototype was designated class H-1a and was the first of a total of 47 locomotives. With several batches following in the years 1930, 1936, 1937 and 1941 to 1944, the subclasses H-1b to H-1g were created. With the exception of ten H-1d built by ALCO in 1937, all were built by Baldwin. Over time, they got heavier with the last batches weighing 524,440 pounds. The axle loading rose from 72,100 pounds, what was already high, to 75,984 pounds. Together with tender, they exceeded a total weight of 450 tons.

In Service, three locomotives each were used to haul 13,000 ton ore trains over the one percent grade. When the B&LE dieselized in the early fifties, 18 were sold to the Duluth, Missabe & Iron Range Railway, which was also a part of U.S. Steel. There they became classes E-4 to E-7 and were used until 1961. The B&LE already retired the others in 1952. The only one that survived is H-1g No. 643 that today is being located at the Age of Steam Roundhouse at Sugarcreek, Ohio.

General
Built1929-1943
ManufacturerBaldwin, ALCO
Axle config2-10-4 (Texas) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase45 ft 6 in
Rigid wheelbase22 ft 4 in
Total wheelbase95 ft 3 in
Service weight524,440 lbs
Adhesive weight372,277 lbs
Total weight906,990 lbs
Axle load75,984 lbs
Water capacity23,000 us gal
Fuel capacity52,000 lbs (coal)
Boiler
Grate area106.5 sq ft
Firebox area576 sq ft
Tube heating area5,336 sq ft
Evaporative heating area5,912 sq ft
Superheater area2,487 sq ft
Total heating area8,399 sq ft
Power Plant
Driver diameter64 in
Boiler pressure250 psi
Expansion typesimple
Cylinderstwo, 31 x 32 in
Power
Power sourcesteam
Indicated power4,690 hp (3,497 kW)
Top speed50 mph
Starting effort102,106 lbf
Booster13,100 lbf
Calculated Values
Optimal speed29 mph
steam locomotive
freight
booster
last changed: 09/2024
Central Vermont class T-3a
United States | 1928
10 produced
No. 702 on a works photo
No. 702 on a works photo
collection Taylor Rush

In 1928, ALCO-Schenectady delivered ten 2-10-4 “Texas” locomotives to the Central Vermont which were relatively light for their wheel arrangement. But at 419,000 pounds for the locomotive and a total with tender of 688,600 pounds, they were still the heaviest locomotives ever in service in New England. So there are reports that they shook the ground and damaged the rails. They carried the numbers 700 to 709.

Even though the starting tractive effort calculated using the usual formula was 82,620 pounds, ALCO gives 76,800 pounds due to the limited cutoff. Additionally, the booster provided 13,100 pounds. They had thermic syphons, arch tubes and an Elasco K-50 feed water heater. They were retired between 1954 and 1959.

General
Built1928
ManufacturerALCO
Axle config2-10-4 (Texas) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase44 ft 2 in
Rigid wheelbase22 ft
Total wheelbase82 ft 2 1/4 in
Service weight419,000 lbs
Adhesive weight285,000 lbs
Total weight57,000 lbs
Axle load688,600 lbs
Water capacity13,500 us gal
Fuel capacity40,000 lbs (coal)
Boiler
Grate area84.4 sq ft
Firebox area423 sq ft
Tube heating area4,280 sq ft
Evaporative heating area4,703 sq ft
Superheater area2,208 sq ft
Total heating area6,911 sq ft
Power Plant
Driver diameter60 in
Boiler pressure250 psi
Expansion typesimple
Cylinderstwo, 27 x 32 in
Power
Power sourcesteam
Estimated power4,200 hp (3,132 kW)
Starting effort82,620 lbf
Booster13,100 lbf
Calculated Values
Optimal speed32 mph
steam locomotive
freight
booster
last changed: 01/2025
Clinchfield class L-3
US Railroad Administration Heavy Mallet (copy)
United States | 1923
10 produced
Image of locomotive
collection Taylor Rush

When the Clinchfield needed more 2-8-8-2 Mallets in 1923, they had two earlier classes to take as a basis: either the L-1 built by Baldwin in 1919 after their own design or the USRA standard design built by Baldwin in the same year that was called class L-2. They decided to order ten nearly exact USRA copies, which were now built by ALCO-Brooks and designated class L-3. They were used to haul heavy coal trains over the Appalachian mountains. One suffered a boiler explosion in 1948 and was scrapped. While the L-1 was retired by 1950, the L-3 and their L-2 sisters were only retired between 1950 and 1952. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1923
ManufacturerALCO
Axle config2-8-8-2 (Mikado Mallet) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase58 ft
Rigid wheelbase15 ft 9 in
Total wheelbase94 ft 6 in
Service weight541,000 lbs
Adhesive weight486,500 lbs
Total weight750,000 lbs
Axle load62,000 lbs
Water capacity12,000 us gal
Fuel capacity32,000 lbs (coal)
Boiler
Grate area96 sq ft
Firebox area435 sq ft
Tube heating area5,685 sq ft
Evaporative heating area6,120 sq ft
Superheater area1,475 sq ft
Total heating area7,595 sq ft
Power Plant
Driver diameter57 in
Boiler pressure240 psi
Expansion typecompound
Cylindersfour, HP: 25 x 32 in
and LP: 39 x 32 in
Power
Power sourcesteam
Estimated power4,300 hp (3,207 kW)
Starting effort101,465 lbf
with start valve121,758 lbf
Calculated Values
Optimal speed27 mph
steam locomotive
freight
Mallet
last changed: 10/2024
East Broad Top No. 12
United States | 1911
only one produced
In June 1961 in Rockhill Furnace, Pennsylvania
In June 1961 in Rockhill Furnace, Pennsylvania
collection Taylor Rush

The East Broad Top operated six Mikados, all of which survive to this day. The oldest of these is No. 12, which was christened “Millie”. Like her newer sisters, she had 48-inch diameter drivers, but was lighter and had smaller cylinders. When the EBT was reopened in 1960 as a complete heritage railway with all its equipment, number 12 remained in service with three of her sisters until she had to be retired in 2000 due to wear and tear. After the railroad had reopened in 2020 under new ownership, the locomotive remains inoperable and it remains to be seen if she will be refurbished. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1911
ManufacturerBaldwin
Axle config2-8-2 (Mikado) 
Gauge3 ft (Three feet)
Dimensions and Weights
Wheelbase26 ft 2 in
Rigid wheelbase13 ft
Total wheelbase48 ft 10 1/2 in
Service weight112,000 lbs
Adhesive weight88,000 lbs
Total weight172,000 lbs
Axle load22,000 lbs
Water capacity3,000 us gal
Fuel capacity12,000 lbs (coal)
Boiler
Grate area32.2 sq ft
Firebox area110 sq ft
Tube heating area1,576 sq ft
Evaporative heating area1,686 sq ft
Total heating area1,686 sq ft
Power Plant
Driver diameter48 in
Boiler pressure180 psi
Expansion typesimple
Cylinderstwo, 17 x 24 in
Power
Power sourcesteam
Estimated power800 hp (597 kW)
Starting effort22,108 lbf
Calculated Values
Optimal speed23 mph
steam locomotive
freight
narrow gauge
last changed: 08/2023
Florida East Coast class 401
United States | 1924
52 produced
The former No. 412, here as Western Pacific class MTP-44 No. 178
The former No. 412, here as Western Pacific class MTP-44 No. 178
collection Taylor Rush

Of the three classes of 4-8-2 locomotives the Florida East Coast had procured in the twenties, the class 401 was the biggest in numbers with 52 delivered by ALCO-Schenectady between 1924 and 1926. Although they were lighter than the class 801, they had bigger drivers with a diameter of 73 inches or 1,854 mm. So their tasks were not only passenger trains, but also express freights which carried fruits and vegetables grown in Florida northwards.

After the FEC had gone bankrupt in 1931, it started to sell many locomotives to other railroads. Most members of the class 401 which were sold found their new operator in the South East or in Mexico. Ten were even sold to the Western Pacific and shipped to the West coast. By 1955, all FEC locomotives had been either sold or retired. The WP used them into the end of steam, while a two-digit number was still in service in Mexico in the sixties. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1924-1926
ManufacturerALCO
Axle config4-8-2 (Mountain) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase42 ft 2 in
Rigid wheelbase19 ft 7 in
Total wheelbase77 ft
Service weight327,000 lbs
Adhesive weight217,000 lbs
Total weight527,600 lbs
Axle load54,600 lbs
Water capacity10,000 us gal
Fuel capacity4,000 us gal (oil)
Boiler
Grate area66.8 sq ft
Firebox area365 sq ft
Tube heating area3,492 sq ft
Evaporative heating area3,857 sq ft
Superheater area998 sq ft
Total heating area4,855 sq ft
Power Plant
Driver diameter73 in
Boiler pressure200 psi
Expansion typesimple
Cylinderstwo, 26 x 28 in
Power
Power sourcesteam
Estimated power3,200 hp (2,386 kW)
Starting effort44,079 lbf
Calculated Values
Optimal speed46 mph
steam locomotive
passenger
freight
last changed: 06/2024
Florida East Coast class 801
developed from USRA Heavy Mountain
United States | 1926
23 produced
The Florida East Coast Class 801 is a direct descendant of the USRA Heavy Mountain
The Florida East Coast Class 801 is a direct descendant of the USRA Heavy Mountain

The last steam locomotives that the Florida East Coast purchased new were 23 copies of the USRA Heavy Mountain. They were delivered by ALCO-Schenectady in 1926 and were numbered 801 to 823. After the Mountains of the classes 301 and 401, they were significantly heavier. In direct comparison with the 401, they had a larger boiler and larger cylinders, but smaller drivers for greater pulling power. After three were lost by 1952 due to boiler explosion or accident, the remaining 20 were scrapped in 1954.

General
Built1926
ManufacturerALCO
Axle config4-8-2 (Mountain) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase41 ft 1 in
Rigid wheelbase18 ft
Total wheelbase82 ft 8 1/2 in
Service weight356,000 lbs
Adhesive weight224,500 lbs
Total weight611,900 lbs
Axle load61,300 lbs
Water capacity12,000 us gal
Fuel capacity5,000 us gal (oil)
Boiler
Grate area75.3 sq ft
Firebox area395 sq ft
Tube heating area4,619 sq ft
Evaporative heating area5,014 sq ft
Superheater area1,477 sq ft
Total heating area6,491 sq ft
Power Plant
Driver diameter69 in
Boiler pressure200 psi
Expansion typesimple
Cylinderstwo, 28 x 30 in
Power
Power sourcesteam
Estimated power3,200 hp (2,386 kW)
Starting effort57,948 lbf
Calculated Values
Optimal speed35 mph
steam locomotive
passenger
last changed: 04/2024
Jeffersonville, Madison & Indianapolis “Reuben Wells”
United States | 1868
2 produced
Image of locomotive

With the 5.89 percent grade on Madison Hill in Indiana, the Jeffersonville, Madison & Indianapolis operated the steepest line in the United States that has ever been operated in adhesion mode. After the 1.3-mile line was initially horse-powered and briefly operated as a rack railway, Reuben Wells developed a pusher locomotive for adhesion service.

The five-axle tank locomotive was the most powerful locomotive in the world at the time it was put into service. Sufficient adhesive weight was achieved by the fact that all five axles were driven, which made the “Reuben Wells” the first five-coupled locomotive ever. With a driver diameter of only 44 inches, a starting tractive effort of more than 25.000 pounds could be achieved. A special identifying feature were the cylindrical water tanks, which started directly behind the smoke box and went to the rear end of the locomotive.

A year later, a second, identical locomotive with the name “M.G. Bright” was built. The “Reuben Wells” was rebuilt into an 0-8-0T in 1886, shortening it a bit and reducing the supplies. It served in this form until 1898 and was then initially stored. In 1966 it was acquired by the Children's Museum in Indianapolis and transferred to Indianapolis 100 years after she was commissioned.

General
Built1868
ManufacturerJeffersonville, Madison & Indianapolis
Axle config0-10-0T (Ten-coupled) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase21 ft
Rigid wheelbase21 ft
Service weight112,000 lbs
Adhesive weight112,000 lbs
Water capacity1,800 us gal
Fuel capacity6,720 lbs (wood)
Boiler
Grate area15.8 sq ft
Firebox area116 sq ft
Tube heating area1,263 sq ft
Evaporative heating area1,379 sq ft
Total heating area1,379 sq ft
Power Plant
Driver diameter44 in
Boiler pressure130 psi
Expansion typesimple
Cylinderstwo, 20 1/2 x 24 in
Power
Power sourcesteam
Estimated power400 hp (298 kW)
Starting effort25,330 lbf
Calculated Values
Optimal speed10 mph
steam locomotive
freight
passenger
tank locomotive
prototype
Reuben Wells
last changed: 06/2022
Little River Railroad No. 110
United States | 1911
only one produced
Image of locomotive

The Little River Railroad in Tennessee had steep grades which also had tight curves at the same time. In 1911, Baldwin delivered the number 110 to them for their passenger trains, which was built with an extra short wheelbase and is considered the smallest standard-gauge Pacific in the world. It has a large grate for burning low-quality coal, but no brick arch and no superheater

It pulled the “Elkmont Special,” which started in Knoxville until 1938, when the Little River became a pure logging railroad again. The 110 was now purchased by the Smoky Mountain Railroad and pulled freight trains there until 1954. Since 1976 it has been running on the new Little River Railroad, which is based in Michigan. It is still used there today as the flagship of this heritage railroad. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1911
ManufacturerBaldwin
Axle config4-6-2 (Pacific) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase23 ft 4 in
Rigid wheelbase8 ft 4 in
Service weight109,000 lbs
Adhesive weight72,000 lbs
Total weight199,000 lbs
Axle load24,000 lbs
Water capacity3,500 us gal
Fuel capacity12,000 lbs (coal)
Boiler
Grate area30 sq ft
Firebox area100 sq ft
Tube heating area1,562 sq ft
Evaporative heating area1,662 sq ft
Total heating area1,662 sq ft
Power Plant
Driver diameter47 in
Boiler pressure180 psi
Expansion typesimple
Cylinderstwo, 16 x 22 in
Power
Power sourcesteam
Estimated power800 hp (597 kW)
Starting effort18,334 lbf
Calculated Values
Optimal speed28 mph
steam locomotive
passenger
secondary line
last changed: 02/2024
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