NYC: Big Four / Boston & Albany / Lake Shore & Michigan Southern / Michigan Central / New York Central / Peoria & Eastern / Pittsburgh & Lake Erie 4-6-2 "Pacific" Locomotives in the USA

The New York Central system included several railroads that operated under their own identity. Among these roads were the Boston & Albany Railroad, the Cleveland, Cincinnati, Chicago & St Louis Railroad, the Lake Shore & Michigan Southern Railroad, the Michigan Central Railroad, which also controlled the Canadian Southern Railway, the New York Central & Hudson River Railroad and the Pittsburgh & Lake Erie Railroad. These railroad are mentioned here because these were the roads that used "Pacific" type locomotives. See below for the NYC&HR locomotives and elsewhere for the other lines.

The New York Central & Hudson River Railroad had a total of 478 "Pacific" type locomotives, which were acquired between 1908 and January 1927. These locomotives were built in five major Classes with twenty-five different sub classes. The American Locomotive Company built 418 of the locomotives, the Baldwin Locomotive Works built fifty and the NYC built ten.

Between 1908 and 1913 the NYC&HR took delivery of 377 "Pacific" type locomotives of four major classes. Class K-2 which had 79" diameter drivers, 22" x 28" cylinders, a 200 psi boiler pressure and they exerted 29,100 pounds of tractive effort. Class K-3 which had 79" diameter drivers, 23 1/2 " x 28" cylinders, a 200 psi boiler pressure and they exerted 30,900 pounds of tractive effort. Class K-10 which had 69" diameter drivers, 24" x 28" cylinders, a 200 psi boiler pressure and they exerted 39,735 pounds of tractive effort. Class K-11 which had 69" diameter drivers, 26" x 26" cylinders, a 180 psi boiler pressure and they exerted 38,970 pounds of tractive effort.

In 1908, the NYC&HR took delivery of sixty "Pacific" type locomotives, which were all built by the American Locomotive Company. Forty of these locomotives were designated as Class K-2e and assigned road numbers 3555 through 3594. Ten were designated as Class K-2f and assigned road numbers 3450 through 3459. Five were designated as Class K-2g and assigned road numbers 3460 through 3464 and another five were designated as Class K-2h and assigned road numbers 3465 through 3469.

In 1910, another forty-five "Pacific" type locomotives were added to the roster, which were all built by ALCO. Twenty-four of these locomotives were designated as Class K-2i and assigned road numbers 3470 through 3493. A single locomotive designated as Class K-2j was assigned road number 3494. Twelve were designated as Class K-2k and assigned road numbers 3438 through 3449. There were eight designated as Class K-10a, which were assigned road numbers 3000 through 3003 and road numbers 3026 through 3029.

In 1911, the NYC&HR received a total of 108 "Pacifics". Twenty came from ALCO and were designated Class K-3a and given road numbers 3418 through 3437. Forty-two locomotives built by ALCO were designated as Class K-10a and assigned road numbers 3004 through 3025 and 3030 through 3049. Ten ALCO-built 4-6-2s were designated as Class K-11a and given road numbers 3090 through 3099. Ten more ALCO-built "Pacifics" were designated as Class K-11b and assigned road numbers 3080 through 3089. There were also twenty-six more 4-6-2s delivered in 1911, which were built by the Baldwin Locomotive Works. They were designated as Class K-11c and assigned road numbers 3050 through 3071 and 3073 through 3076.

In 1912, a total of 114 "Pacific" type locomotives were put on the NYC&HR roster. Twenty, which were built by Baldwin were designated as Class K-3c and given road numbers 3398 through 3417. Twenty ALCO-built were designated as Class K-3d and assigned road numbers 3378 through 3397. Another twenty ALCO-built 4-6-2s were designated as Class K-11b and given road numbers 3100 through 3119. Baldwin delivered four locomotives, which were designated as Class K-11c and they were given road numbers 3072, 3077, 3078 and 3079. ALCO delivered twenty locomotives, which were designated as Class K-11d and these locomotives carried road numbers 3120 through 3139. Another thirty ALCO-built "Pacific" were designated as Class K-11e and assigned road numbers 3140 through 3169.

In 1913, fifty ALCO-built locomotives came to the NYC&HR. Twenty were designated as Class K-3g with road numbers 3358 through 3377. Thirty were designated as Class K-11f with road numbers 3170 through 3199.

In 1914, the New York Central Railroad was formed with merger of the New York Central & Hudson River Railroad and the Lake Shore & Michigan Southern along with the inclusion of the Ohio Central Lines.

There were another ninety-one "Pacifics" delivered to the NYC after 1914. Thirty-five ALCO-built 4-6-2s delivered in 1918. This group was designated as Class K-3n and assigned road numbers 3323 through 3357. Twenty-six more locomotives were delivered in 1920. They were designated as Class K-3p and carried road numbers 3297 through 3322. ALCO delivered the last group of new "Pacifics", to be added to the NYC roster in 1927. This group of thirty locomotives was designated as Class K-3q and road numbers 3267 through 3296 were assigned.

In 1924 and 1925, the NYC rebuilt ten of it "Pacific" type locomotives. One, Class K-11f number 3174, was rebuilt in 1924 and reclassified as Class K-14f. Three, Class K-10a numbers 3000, 3009 and 3011 were rebuilt in 1925 and reclassified as Class K-14a, One, Class K-11c number 3052, was rebuilt in 1925 and reclassified as Class K-14c. Two, Class K-11e numbers 3159 and 3165, were rebuilt in 1925 and reclassified as Class K-14e. Three, Class K-11f numbers 3183, 3191 and 3193, were rebuilt in 1925 and reclassified as Class K-14f.

There are no surviving NYC&HR 4-6-2 "Pacific" type locomotives.


Class Details by Steve Llanso of Sweat House Media

Class K (Locobase 5295)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers were 27956-27960 in December 1903.

Conveniently, the guide shows the first Pacifics to be built for the NYC&HR, although K-1s appeared in the same year. One can see the great increase in boiler heating surface over that possessed by the earlier Ten-wheelers made available by stretching the boiler over another axle. What remained to be done was superheating the design, which was undertaken in a very few years.

These were later renumbered 514-518 and ran on the Boston & Albany.


Class K-11a (Locobase 5578)

Data from NYC 8 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.See also F Ray McKnight, "The Kaye-Elevens", New York Central Headlight (1982, Quarter 2), pp. 14-28.

The K-11a was essentially the same design as the K-3, but had shorter tubes, put less weight on the rails and had much smaller drivers. Their role, wrote the CH's McKnight, was to "expedite the perishable traffic of fresh meats, vegetables, fruit and milk into the New York City market."

See Locobase 13885 for an account of the K-11's career.

50 entered service as K-10s built by Brooks with 24" x 26" cylinders, but these were converted in 1912 to gain the traffic effort shown by the K-11s. The last ten were supplied by Brooks in 1911--works numbers were 49245-49254 in February 1911.

Notice the unusually "square" cylinders in which diameter is equal to stroke.

F Ray McKnight's view of the K-11 was that the design, whose reason for being he described as "may never be confirmed". Nevertheless, the K-11a class "truly deserves a belated 'Well done'!" Ordered as freight engines, the design soon "made the Motive Power people realize they had designed a very remarkable locomotive."

A few were fitted with boosters and those engines had 25" x 26" cylinders using 200-psi steam for a 40,040-lb tractive effort assisted by an 11,000-lb booster at starting. It's not clear from the 1930 diagrams how many K-11s were boosted, but at that point only a few were so fitted.

McKnight's valedictory effuses:

"It would be difficult the New York Central ever regretted the four and a half dollars [sic--perhaps "four and a half thousand dollars"] they invested in the K-11's. They stood up to hard service, steamed easily, rode well and the engine crews liked them."

Then a horse analogy reinforces: "They cuold pull like a Clyadesdale and still run like a Morgan."

Ultimately, the class performed 35 years of service"reliably and faithfully; equal to any assignment within their limits whether it be a passenger run, moving freight tonnage, heavy suburban work, transfer duty or even switching chores."

Fourteen K-11s were converted by Beech Grove shops, the principal difference being the installation of 72" drivers. These were then classed K-14s.


Class K-11b, d, e, f (Locobase 13885)

Data from NYC 8 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also F Ray McKnight, "The Kaye-Elevens", Central Headlight (1982, Quarter 2), pp. 14-28. Works numbers were (K-11b) 50672-50681 in December 1911, 50682-50695 in January 1912, 50696-50701 in February; (K-11d) 51184-51203 in April 1912; (K-11e) 51760-51767 in August 1912, 51768-51789 in September; (K-11f) 54168-54172 in September 1913, and 54173-54196 in October.

Brooks may have produced the first ten new-build perfect-square Pacifics (cylinder diameter equal to the bore) as K-11a (Locobase 5578) and Baldwin may have added the next 30 as K-11c (Locobase 13884), but Schenectady produced the majority of this large class.

K-11s were essentially the same design as the K-3, but had shorter tubes, put less weight on the rails and had much smaller drivers. Central Headlight's McKnight found that the K-11s were a success in their initial service as Hudson Division perishable-freight expediters, but were soon replaced by L-2 4-8-2s in 1916. It was then that they went to the Adirondack Division and soon provided motive power for freight and passenger service between Utica, NY and Montreal.

Since much of the route traveled through the Adirondack Forest Preserve, where coal firing was prohibited, the West Albany shops soon became quite provision at converting K-11s from coal to oil burning for the summer months and back during the winter. McKnight noted that the K-11s' firemen "appreciated the oil burners because riding the seatbox working an oil valve beat swinging a #12 "Rededge" [shovel] to keep the old girl hot." Eventually, enough K-11s were available for AFP service that twenty K-11s retained their oil-burners year-round and often spent the winter in reserve.

A few were fitted with boosters and those engines had 25" x 26" cylinders using 200-psi steam for a 40,040-lb tractive effort assisted by an 11,000-lb booster at starting. It's not clear from the 1930 diagrams how many K-11s were boosted, but at that point only a few were so fitted.

McKnight saluted the K-11 in a compact description of a highly useful engine: "They stood up to hard service, steamed easily, rode well, and the engine crews liked them. They could pull like a Clydesdale and still run like a Morgan." McKnight continued: "For three and a half decades they ...[were] equal to any assignment within their limits whether it be a passenger run, moving freight tonnage, heavy suburban work, or even switching chores."

Fourteen K-11s were converted by Beech Grove shops, the principal difference being the installation of 72" drivers. These were then classed K-14s.


Class K-11c (Locobase 13884)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 40, pp. 55-68 and NYC 8 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also F Ray McKnight, "The Kaye-Elevens", Central Headlight (1982, Quarter 2), pp. 14-28. Works numbers were 37260-37267, 37354-37359, 37360-37375 in November 1911.

As the New York Central stocked up (Locobase 5578) on these perfectly square Pacifics (in which the cylinder diameter equalled its stroke), Baldwin (sometimes known on the Central as the "Philadelphia watchmaker") unaccountably was called on to deliver 30 more. See Locobase 13885 for an account of the K-11's career.

Even more remarkably, the Eddystones served the railroad until the late 1940s-early 1950s in most cases.


Class K-14a, c, e, f (Locobase 16139)

Data from NYC 7 1926 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also F Ray McKnight, "The Kaye-Elevens", Central Headlight (1982, Quarter 2), pp. 14-28.

Locobases 5578, 13884, and 13885 show the K-11 series of fast freight/passenger engines that entered service on the NYC in 1911. Apparently pleased with the conversion of fourteen K-11s to K-14g for the Boston & Albany, Beech Grove and West Albany shops converted ten for the parent company's own use. In addition to taller drivers, the makeover included a larger tender. The specifications otherwise remained the same, although its weight growth suggests some under-the-skin additions or modifications.

Beech Grove reworked Brooks-produced 11as 3000, 3009, and 3011 to 14a, Baldwin-built 3052 to 14c, and West Albany reworked Schenectady 11e 3159-3165 to 14e, and 11f 3174, 3183, 3191, and 3193 to 14f. Successfully reworked, the class operated on the NYC until 1951-1952.


Class K-14b (Locobase 16140)

Data from NYC 7 1926 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also F Ray McKnight, "The Kaye-Elevens", Central Headlight (1982, Quarter 2), pp. 14-28.

Locobases 5578, 13884, and 13885 show the K-11 series of fast freight/passenger engines that entered service on the NYC in 1911. After the successful conversions to the K-14 class for the Boston & Albany (Locobase 16138) and parent company New York Central (Locobase 16139), the Urbana shops made over 3081, 3084, and 3108 to the same design.

They remained in service in December 1950 (19) and January 1951 (17-18).


Class K-14g (Locobase 16138)

Data from NYC 7 1926 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also F Ray McKnight, "The Kaye-Elevens", Central Headlight (1982, Quarter 2), pp. 14-28.

Locobases 5578, 13884, and 13885 show the K-11 series of fast freight/passenger engines that entered service on the NYC in 1911. McKnight reported that the Boston & Albany's aging class K Pacifics needed replacement on various B&A passenger services, but that the railroad didn't want to buy new engines.

West Albany modified Schenectady product 3171 primarily by increasing driver diameter by 3". From August 1920 to June 1923, the B&A received fourteen of these rebuilds. They seem to have been satisfactory and all remained in service until the railroad went to diesels in the early 1950s.


Class K-2a (Locobase 8910)

Data from "4-6-2 'Pacific' Engine; Lake Shore and Michigan Southern Railroad", Railway Engineer, Volume 29, No 4. April 1908, pp. 121-123 notes both versions of this new design. Works numbers were 42873-42894 in 1907.

The first 22 were delivered with the boilers shown in this entry; they were road numbered in reverse order of their builder's numbers. Three others were fitted with combustion chambers (see Locobase 8911). The RE article noted the high ratio of heating surface area to cylinder volume and observes that that value and the relatively low boiler demand figure (549) "indicate that these engines have a large boiler capacity for high speed sustained for long periods."

In fact, they added, "A careful comparison of the ratios of the two types will also show that especial care has been taken in the design of the "Pacific" engines to provide the same satisfactory proportion between boiler and cylinder capacity as were obtained in the 'Prairie' type engine."

A look at the steam-distribution machinery considered the arrangement of the Walschaert valve gear, "which is similar to that employed on the "Pacific'' locomotive built lor the Pennsylvania R. by the American Locomotive Co. The link is located just behind the centre of the forward driving wheels and is supported on a steel casting outside of the driving wheels, which extends between the guide yoke and the frame cross stay between the first and second pair of driving wheels. The reversing shaft is supported on the back end of this same casting and the reverse shaft arm is directly connected to the radius bar by means of a slip joint."

Locobase realizes that this arrangement is evident on many other engines of the time and later.

All of the class were later superheated; see Locobase 5549.


Class K-2a/K-2d- superheated (Locobase 5549)

Data from NYC 8 - 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Pacifics were delivered to the Lake Shore & Michigan Southern in several batches from 1907 to 1910 (See Locobases 8910-8911) for two of the designs). Their upgrade came soon after service entry and involved a superheater installation that contributed to an significant increase in combined heating surface area. Like the very similar K-2b/c/l updates (Locobase 9401) for the New York Central parent, these were served by 14" (356 mm) piston valves.

According to the 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003), most of the 84 still on the books in 1930 had trailing-truck boosters fitted for additional starting tractive effort.


Class K-2b - combustion chamber (Locobase 8911)

Data from "4-6-2 'Pacific' Engine; Lake Shore and Michigan Southern Railroad", Railway Engineer, Volume 29, No 4 (April 1908), pp. 121-123. Works numbers were 42895-42897 in 1907.

RE noted both versions of this new design. 22 of the locomotives were supplied with a big, conventional boiler (see Locobase 8910).

The three shown in this entry were delivered with a combustion chamber that reduced the length of the firetubes by two feet, shaving 21.4% off the tube heating surface area, but increased direct heating surface by 33.4%. Citing Northern Pacific experiments with combustion chambers, RE stated "the increase in firebox heating surface fully offsets the decrease in tube heating surface and the comparative efficiency of the boiler is in no way decreased by the introduction of this feature."

The discussion included H H Vaughan's formula, which the writer observed, "puts the efficiency of the tube heating surface as inversely proportional to the square root of the length of tubes in feet."

When the class was superheated, however, this trio received the same boiler as the others. See Locobase 5549.


Class K-2b/K-2c/K-2l - superheated (Locobase 9401)

Data from NYC 8 - 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the rest of the New York Central System's Pacifics, these engines were superheated within a few years of its original delivery of a quintet in 1907 and 50 more in 1910. (These deliveries came at the same time as shipment of identical locomotives to the Lake Shore & Michigan Southern (Locobase 8910-8911).

An unusual outcome to what would be a common upgrade, superheating the original K-2b/c/l boiler actually resulted in an increase in the overall heating surface. Piston valves measuring 14" (356 mm) in diameter distributed steam freely and clearly the NYC was well outfitted with light Pacific express power.


Class K-2e (Locobase 4204)

Data from "Pacific Locomotive for the New York Central", Railroad Age Gazette, Volume 44, No 14 (3 April 1908), 468-469. Works numbers were 45244-45251 in February 1908, 45252-45266 in March, 45267-45271 in April, 45272-45283 in May.

These were described in the RAG report as duplicates of the 1907 Lake Shore & Michigan Southern Pacifics. RAG took special notice of the generous proportions of the boiler in relation to the cylinder volume. The article also commented on the narrowing space available for the dome above ever-growing boilers and tall drivers. Likewise, although the boiler was saturated, the 14" (356 mm) were large enough to serve the superheated version.

Some details were still to be worked out, apparently, as the RAG noted that part of the order was delivered with charcoal iron fire tubes, the other with steel tubes.

After noting that the design showed no "especial novelties", RAG concluded that the "interest in it lies, for the most part, in its size, the smoothness of its lines, and the pleasing symmetry of its proportions."

The entire class was soon superheated; see Locobase 5550.


Class K-2e/K-2k - superheated (Locobase 5550)

Data from 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003)

The original, saturated-steam K-2es built for the NYC are described in Locobase 4204. This entry shows the impact of superheating on this group. They differed from the LS&MS engines described in Locobase 5549 chiefly in having boiler tubes that were 18" shorter. Given the already longer-than-ideal tube length/tube diamter ratio, this probably reflected the realization that there was little to be gained from taking the gases 21 1/2 feet to the smokebox.

Unlike the LS&MS engines, most of 77 engines of this group still in use did not have boosters fitted. When they were so equipped, the weight on the drivers and the total engine weight were as on the LS&MS locomotives.


Class K-3a/c/d/g (Locobase 7583)

Data from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's [] (accessed 16 June 2006) and NYC 8 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and the DeGolyer, Volume 40, pp. 41-54.

A series of superheated Pacifics arrived on various railroads in the New York Central system between 1911 and 1923. All had the same cylinder volume, boiler pressure, and driver diameter as well as 14" (356 mm) piston valves. Alco-Schenectady and Baldwin shared the first 80-engine order (1911-1913) for the NYC&HR subsidiary.

Schenectady produced 20 K-3a (works numbers 49449-49467 in February 1911, 49468 in March, road # 3418-3437) in February 1911 and 20 K-3d in August 1912 (works numbers 51740-51756 in August 1912, 51757-51759 in September, road numbers 3378-3397).

Baldwin followed with 20 K-3cs were produced in three batches in January 1913 (works numbers 37423-37432, 37468-37472, and 37491-37495) and bearing road numbers 3398-3417).

Alco then wrapped up the NY & HR K-3s with 20 more in September 1913 (54044-54063 in September 1913, road numbers 3358-3377). Locobase chooses not to explain (if he knew) why the road number groups decreased numerically as the alphabetic suffix increased.

Alco's Bulletin gave a value of 765 sq ft (70.79 sq m) for the superheater and the Baldwin specs suggested 962 sq ft (89.37 sq m) but only a few years later, the New York Central's own diagrams showed the 823 sq ft recorded in Locobase's details.

See Locobase 154 for the later K-3s.


Class K-3b (Locobase 5576)

Data from 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). Works numbers were 49581-49590 in March 1911.

A series of superheated Pacifics arrived on various railroads in the New York Central system between 1911 and 1923. All had the same cylinder volume, boiler pressure, and driver diameter as well as 14" (356 mm) piston valves.

This was a small batch delivered to the Lake Shore & Michigan Southern. The design's only significant difference from the others was the number of small tubes and large flues and, consequently, a smaller superheat ratio than most of the rest of the class.


Class K-3e (Locobase 5577)

Data from

1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). Works numbers were 54127-54131 in July 1913.

A quintet of follow-ons to the Lake Shore & Michigan Southern's K-3bs (Locobase 5576). Everything was the same except for a decrease in the number of small tubes (from 242) caused by a four-tube increase in superheater flues. The result is a small increase in the superheater's contribution to overall heating surface.


Class K-3f/h/i/m (Locobase 5399)

This record uses data from [], visited 15 February 2003, and the 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003),to show a different tube/flue layout than the K-3s shown in 154. Works numbers were 54084-54091 in September 1913.

A series of superheated Pacifics arrived on various railroads in the New York Central system between 1911 and 1923. All had the same cylinder volume, boiler pressure, and driver diameter as well as 14" (356 mm) piston valves.

In this variant, the number of fire tubes was greater, but the diameter smaller. However, superheater areas in NYC Pacifics were not consistently measured among subsidiaries

All had 14" (356 mm) piston valves. Apparently that's the way the Michigan Southern/Canada Southern wanted it


Class K-3n (Locobase 154)

Data from 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error.). Works numbers were 58098-58132 in February 1918.

A series of superheated Pacifics arrived on various railroads in the New York Central system between 1911 and 1923. All had the same cylinder volume, boiler pressure, and driver diameter as well as 14" (356 mm) piston valves. This Brooks batch used a boiler with 35 fewer small tubes, for some reason.

The Big Four (CCC&StL) received 50 engines in classes K-3j-p (45) and K-3r (5) from 1917 to 1925. The K-3rs had 3 sq ft less from the arch tubes in the firebox.

Fitted with 9,700-lb booster on trailing truck to increase starting TE; this installation added. Indicated horsepower at 45 mph was 2,100 hp; drawbar horsepower at 40 mph was 1,720.

In 1937-1939, the New York Central sent seven of this class to the Boston & Albany, which gave them road numbers 500-506


Class K-3p/q (Locobase 9402)

Data from 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003). K-3p Schenectady works numbers were 62312-62319 in November 1920, 62320-62331, 62352-62357 in December. K-3q Brooks works numbers were 63949, 63961-63968 in February 1923, 63950-63960 in March, 63969-63973, 63989-63993 in April.

A series of superheated Pacifics arrived on various railroads in the New York Central system between 1911 and 1923. All had the same cylinder volume, boiler pressure, and driver diameter as well as 14" (356 mm) piston valves. These were the final batches from Schenectady and Brooks.

The Big Four (CCC&StL) received 50 engines in classes K-3j-p (45) and K-3r (5) from 1917 to 1925. The K-3rs had 3 sq ft less of arch tubes in the firebox.

Fitted with 9,700-lb (4,400 kg) booster on trailing truck to increase starting TE. Indicated horsepower at 45 mph was 2,100 hp; drawbar horsepower at 40 mph was 1,720.


Class K-41a (Locobase 5579)

Data from 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003).

These were one of two classes created from converted J-41 Prairies 2-6-2 (Locobase 5348). The grate and running gear stayed the same while the boiler grew into K-3 dimensions. This group had two more superheater flues and twelve fewer firetubes than the K-41b.


Class K-41b (Locobase 5580)

Data from 1930 guide to Dimensions and Classifications of Locomotives seen on [] (May 2003).

These were one of two classes created from converted J-41 Prairies 2-6-2 (Locobase 5348). The grate and running gear stayed the same while the boiler grew into K-3 dimensions. This group had two fewer superheater flues and twelve more firetubes than the K-41a.

They were retired in 1929-1932.


Class K-4a/K-4b (Locobase 7067)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although similar in size to fellow system railroad K-3 Pacifics from the LS & MS (K-3e) of 1913 and Michigan Central of 1910 (K-3h), the P & LE engines differed in having smaller drivers. They were supplied in two batches, the K-4As (builder's numbers 57432-57436) in April 1917 and the K-4Bs (58083-58087) in January 1918.


Class K-5/K-5a/K-5b (Locobase 155)

Data from 1930 Locomotive Cyclopedia, confirmed by NYC 1 -1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 18 March 2015 email supplying the tender's weight and an Excel spreadsheet with the details of the streamlined K-5bs; and for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error.)).

Other than the 5000, which was built for the New York Central itself (works number 65000 from Schenectady), these were delivered to NYC subsidiaries. The Michigan Central engines were delivered as road numbers 8350-8354 from Brooks (works numbers 66427, 66093-66096 in 1925) and 8355-8364 from Schenectady (works numbers 67140-67149 in 1926). The Big Four (Cleveland, Cincinnati, Chicago & St Louis) received road numbers 6505-6514 from Schenectady (works numbers 67109-67118 in 1926). The Pittsburgh & Lake Erie received a batch of ten--road numbers 9235-9244 from Schenectady (works numbers 67150-67159 in 1927).

These were the biggest Pacifics in the New York Central system (Boston & Albany K-6 engines--Locobase 15870) had bigger boilers) and were the express passenger equivalents of the parent company's Hudsons. Like most of the Central's 4-6-2s, these had 14" (356 mm) piston valves.

Two of the class--4915 and 4917--were streamlined in 1936 with a casing designed by Henry Dreyfuss that was often described as the "upside down bathtub". He came up with a more widely praised streamliner for the 20th Century Limited's J-3c Hudsons.

Neither the boiler nor the running changed very much, although boiler pressure was set to 210 psi, all six drivers were discs, and the three auxliary axles had roller bearings. Adhesion weight rose to 193,800 lb (87,906 kg) and engine weight increased to 317,000 lb (143,789 kg). Tender capacity didn't change, but the new tender weighed 292,300 lb (132,585 kg).

The two engines went into service on the Mercury between Detroit and Cleveland, then switched to the James Whitcomb Riley express that linked Chicago, Indianapolis, and Cincinnati.


Class K-6a, b (Locobase 15870)

Data from NYC 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl' for his 27 April 2020 email citing friend David Popp II's correct ID of the two subclasses' valve gear.) Brooks' works numbers were 66088-66092 in 1925. Schenectady supplied the other five from works numbers 67160-67164 in 1926.

These big Pacifics proved to be the immediate precursors to the New York Central System's J1 Hudsons. They had relatively large 14" (356 mm) piston valves. Brooks's five K-6a arrived with Walschaert valve gear. Schenectady's K-6b engines weighed 3,000 lb (1,361 kg) more than the Brooks quintet, were fitted with Baker gear, and had tenders equipped with water scoops.

Their grate limitations compared to that of the B&A's J2s led to their transfer to the Pittsburgh & Lake Erie in 1931. As P&LE engines, they wore the high-series road numbers

All remained in service with 9246 being scrapped in January 1950 and 9251 sold for scrap in January 1953.


Class K-80r (Locobase 7589)

Data from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's [] (accessed 16 June 2006). Works numbers were 52133-52142 in December 1912.

In Locobase 5367, we noted that this class was delivered to the MC over a nine-year period. As it happened, that time span included the widespread adoption of superheaters to US locomotives. By the end of production, then, the boiler had been modified to include a superheater and a direct comparison between "early" and "late" is possible. This entry shows the last ten to be completed with the K-80 power dimensions (cylinder volume and driver diameter).

Their careers ended relatively early, probably because the class was underpowered compared to many other NYC Pacifics. Other than the 8486, which was retired in April 1932, the engines went to the scrapyard in April and May 1934.


Class K/Kb - original (Locobase 9760)

Data from CCC&StL - 3 - 1914 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Also see C H Voges, "Good Record", Railway & Locomotive Engineering, Vol 23, No 4 (April 1910), p. 144.

Based on the New York Central's K class of saturated Pacifics, this string of K classes for the Cleveland, Cincinnati, Chicago & St Louis was produced first in December 1905 as similar engines. Class K consisted of 10 Brooks-built engines with road numbers 6400-6409 and 10 more Kb followed in June 1906 as 6410-6419. After a three-year break, Schenectady built 5 Kf in July 1909 and 6 Kh in March 1910 and 4 Kh in April 1911; this brought the road number series up to 6434. Kk - 10 engines - completed the class in June 1912.

Voges' letter detailing the reliability of K-class number 6416 demonstrate what levels of regular operations were possible on a well-nourished main-line like the Central's Big Four: "This engine has made 200,581 miles without repairs; no new flues and without having tires turned (Railway Steel Spring Co.'s tires), only receiving light running repairs in the round-house between trips. The engine left the Bellefontaine shop on Nov. 20, 1907 and returned for general repairs Dec. I", 1909. It hauled nine heavy express cars a day, running 288 miles at an average speed of 55 miles per hour. In the two years' time this engine had no failures of any kind."

They were all later superheated; see Locobase 9406.


Class K/Kb/Kf/Kh/Kk (Locobase 9406)

The data NYC 1 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Not long after the 35 locomotives of the K through KH classes had been delivered, Brooks delivered 10 Kk as superheated locomotives and soon modified the earlier, saturated K locomotives to the same configuration. They retained the 12" piston valves and Walschaert radial valve gear.


Class Ka (Locobase 15872)

Data from NYC&HR 9-1905 Locomotive Diagrams Including Subsidiaries supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 37984-37989 in October 1905.

This sextet of Pacifics were the first such engines on the B&A. Compared to the parent NYC's K class (Locobase 5295), these boilers had more, smaller-diameter fire tubes. Otherwise, the power dimensions (cylinder volume, boiler pressure, and driver diameter) and grate area were the same.

The Kas may not have ever been superheated as they were retired in 1930-1932.


Class Kc (Locobase 15869)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 123. Works numbers were 43001-43002 in June 1907.

Locobase wouldn't be surprised if this pair of Kcs were originally delivered to the same design as the six Ka shown in Locobase 15872. This entry shows the pair after they were superheated.

The two locomotives in April (522) and November (521) 1933.


Class Kf/Kh - original (Locobase 9761)

Data from CCC&StL - 3 - 1914 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 46268-46272 in August 1909, 47527-47532 in March 1910, and 47533-47536 in April.

Based on the New York Central's K class of saturated Pacifics, this string of K classes for the Cleveland, Cincinnati, Chicago & St Louis was produced first in December 1905 as similar engines; see Locobase 9760. After a three-year break, Schenectady built 5 Kf in July 1909 and 6 Kh in March 1910 and 4 Kh in April 1911; this brought the road number series up to 6434. Kk - 10 engines - completed the class in June 1912.

They were all later superheated; see Locobase 9406.


Class Kj/Kl/Km (Locobase 9405)

The data NYC 1 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers wer 49419-49424 in February 1911, 49425-49428 in March, 52287-52291 in December 1912, 54268-54271 in December 1913, 54272-54273 in January 1914.

Locobase 5295 describes the original K-series that introduced the 4-6-2 arrangement to the New York Central in 1903. Only the 1946 book (that is, not the 1917, 1926, and 1930 editions) shows the Kj/Kl/Km superheated version of the K series that was produced for the B&A in 1911-1914.

Most of the Kjs were retired in the late 1930s. The later engines ran throughout World War Two before being retired in the late 1940s.


Class Ko (Locobase 9407)

The data NYC 1 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 56857-56858 in October 1917.

Based on the New York Central's K class of saturated Pacifics, this pair was built for the P&E with superheaters in November 1915. By that time, the P&E was part of the Big Four, which had superheated Ks of its own; see Locobase 9407.


Class L/K-80 (Locobase 5367)

Data from "Passenger Locomotive, Michigan Central Railroad", American Engineer and Railroad Journal, Volume 78, No 9 (September 1904), pp. 346-348.. Works numbers were 29434-29435 in March 1904, 30778-30779 in July 1905, 40491-40495 in June 1906, 45652-45653 in November 1908, 46246 -46248 in August 1908 and 46249-46251 in September, 47228-47232 in March 1910, 49591-49600 in March 1911, and 52133-52142 in December 1912

These Pacifics were very similar to the class Ks of the parent New York Central (Locobase 5295), but were built with more and smaller firetubes. Firebox heating surface area included 26.8 sq ft (2.49 sq m) of arch tubes. Another difference was the redesign of the trailing truck allow "taking out the truck boxes by means of a removable pedestal tie which was not originally provided in the earlier engines." The drivers and trailing truck were equalized.

The first two were placed in Class L, but sold to the NYC to run on their Canada Southern subsidiary. The rest were delivered to the MC over a six-year period. Their role was to haul "very heavy trains"--16 cars weighing aggregating 600 tons of trailing loads. Such a train was the Number 31 which left Chicago at 9:00 pm, arriving at Buffalo, some 535.2 miles (862 km) distant, at 7:20 am. Average booked time was 51.8 mph (83 kph) including 15 stops over relatively level line. Superintendent of Motive Power E D Bonner expressed the difference between these Ls and the earlier K-class Atlantics (Locobase 11473) in noting that the Pacifics were "expected to handle the train comfortably,whereas the smaller engines are put to the limit of their capacity."

The last ten were delivered to a superheated configurration soon applied to the rest of the class; see Locobase 7589.

Principal Dimensions by Steve Llanso of Sweat House Media

ClassKK-11aK-11b, d, e, fK-11cK-14a, c, e, f
Locobase ID5295 5578 13885 13884 16139
RailroadNew York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class5601103010
Road Numbers2795-2799/3595-3599/510-5143001-3049, 3090-30993080-3089, 3100-31993050-30794390-4399
GaugeStdStdStdStdStd
Number Built51011030
BuilderAlco-SchenectadyseveralAlco-SchenectadyBaldwinNYC
Year19031910191119111925
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)13 / 3.9612.50 / 3.8112.50 / 3.8112.50 / 3.8112.50 / 3.81
Engine Wheelbase (ft / m)33.62 / 10.2534.08 / 10.3934.08 / 10.3934.08 / 10.3934.08 / 10.39
Ratio of driving wheelbase to overall engine wheelbase 0.39 0.37 0.37 0.37 0.37
Overall Wheelbase (engine & tender) (ft / m)59 / 17.9866.31 / 20.2166.31 / 20.2166.31 / 20.2166.31 / 20.21
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)141,000 / 63,957172,000 / 78,018172,000 / 78,018172,000 / 78,018180,500 / 81,874
Engine Weight (lbs / kg)215,000 / 97,522266,000 / 120,656266,000 / 120,656266,000 / 120,656281,500 / 127,686
Tender Loaded Weight (lbs / kg)127,000 / 57,606147,500 / 66,905147,500 / 66,905147,500 / 66,905166,700 / 75,614
Total Engine and Tender Weight (lbs / kg)342,000 / 155,128413,500 / 187,561413,500 / 187,561413,500 / 187,561448,200 / 203,300
Tender Water Capacity (gals / ML)6000 / 22.737500 / 28.417500 / 28.417500 / 28.418000 / 30.30
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)10 / 910 / 910 / 910 / 914 / 13
Minimum weight of rail (calculated) (lb/yd / kg/m)78 / 3996 / 4896 / 4896 / 48100 / 50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)75 / 190569 / 175369 / 175369 / 175372 / 1829
Boiler Pressure (psi / kPa)200 / 13.80180 / 12.40180 / 12.40180 / 12.40180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)22" x 26" / 559x66026" x 26" / 660x66026" x 26" / 660x66026" x 26" / 660x66026" x 26" / 660x660
Tractive Effort (lbs / kg)28,524 / 12938.2838,973 / 17677.8838,973 / 17677.8838,973 / 17677.8837,349 / 16941.24
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.94 4.41 4.41 4.41 4.83
Heating Ability
Tubes (number - dia) (in / mm)303 - 2.25" / 57248 - 2" / 51248 - 2" / 51248 - 2" / 51248 - 2" / 51
Flues (number - dia) (in / mm)34 - 5.375" / 13734 - 5.375" / 13734 - 5.375" / 13734 - 5.375" / 137
Flue/Tube length (ft / m)20 / 6.1020 / 6.1020 / 6.1020 / 6.1020 / 6.10
Firebox Area (sq ft / m2)206 / 19.14232.50 / 21.61232.50 / 21.60232.50 / 21.60232.50 / 21.60
Grate Area (sq ft / m2)50.20 / 4.6756.50 / 5.2556.50 / 5.2556.50 / 5.2556.50 / 5.25
Evaporative Heating Surface (sq ft / m2)3776 / 350.933769 / 350.373769 / 350.153769 / 350.243769 / 350.15
Superheating Surface (sq ft / m2)775 / 72.03775 / 72775 / 72775 / 72
Combined Heating Surface (sq ft / m2)3776 / 350.934544 / 422.404544 / 422.154544 / 422.244544 / 422.15
Evaporative Heating Surface/Cylinder Volume330.07235.86235.86235.86235.86
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,04010,17010,17010,17010,170
Same as above plus superheater percentage10,04011,89911,89911,89911,899
Same as above but substitute firebox area for grate area41,20048,96548,96548,96548,965
Power L110,50315,42315,42315,42316,094
Power MT492.66593.06593.06593.06589.71

Principal Dimensions by Steve Llanso of Sweat House Media

ClassK-14bK-14gK-2aK-2a/K-2d- superheatedK-2b - combustion chamber
Locobase ID16140 16138 8910 5549 8911
RailroadPeoria & Eastern (NYC)Boston & Albany (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)Lake Shore & Michigan Southern (NYC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class31422403
Road Numbers17-19575-588/4375-43884844-48334800-4817, 4823-48444822-4820
GaugeStdStdStdStdStd
Number Built223
BuilderNYCNYCAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year1929192019071907
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)12.50 / 3.8112.50 / 3.8114 / 4.2714 / 4.2714 / 4.27
Engine Wheelbase (ft / m)34.08 / 10.3934.08 / 10.3936.50 / 11.1336.50 / 11.1336.50 / 11.13
Ratio of driving wheelbase to overall engine wheelbase 0.37 0.37 0.38 0.38 0.38
Overall Wheelbase (engine & tender) (ft / m)66.31 / 20.2166.31 / 20.2167.92 / 20.7068.06 / 20.7467.92 / 20.70
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)180,500 / 81,874180,500 / 81,874170,700 / 77,428173,000 / 78,472170,700 / 77,428
Engine Weight (lbs / kg)281,500 / 127,686281,500 / 127,686261,500 / 118,615267,800 / 121,472261,500 / 118,615
Tender Loaded Weight (lbs / kg)166,700 / 75,614166,700 / 75,614162,200 / 73,573153,200 / 69,490162,200 / 73,573
Total Engine and Tender Weight (lbs / kg)448,200 / 203,300448,200 / 203,300423,700 / 192,188421,000 / 190,962423,700 / 192,188
Tender Water Capacity (gals / ML)8000 / 30.308000 / 30.308000 / 30.307500 / 28.418000 / 30.30
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)14 / 1314 / 1314 / 1312 / 1114 / 13
Minimum weight of rail (calculated) (lb/yd / kg/m)100 / 50100 / 5095 / 47.5096 / 4895 / 47.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)72 / 182972 / 182979 / 200779 / 200779 / 2007
Boiler Pressure (psi / kPa)180 / 12.40180 / 12.40200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)26" x 26" / 660x66026" x 26" / 660x66022" x 28" / 559x71122" x 28" / 559x71122" x 28" / 559x711
Tractive Effort (lbs / kg)37,349 / 16941.2437,349 / 16941.2429,163 / 13228.1329,163 / 13228.1329,163 / 13228.13
Booster (lbs)9710
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.83 4.83 5.85 5.93 5.85
Heating Ability
Tubes (number - dia) (in / mm)248 - 2" / 51248 - 2" / 51379 - 2" / 51242 - 2" / 51332 - 2" / 51
Flues (number - dia) (in / mm)34 - 5.375" / 13734 - 5.375" / 13728 - 5.375" / 137
Flue/Tube length (ft / m)20 / 6.1020 / 6.1020 / 6.1021.54 / 6.5718 / 5.49
Firebox Area (sq ft / m2)232.50 / 21.60232.50 / 21.60234.40 / 21.78231.30 / 21.50296.40 / 27.55
Grate Area (sq ft / m2)56.50 / 5.2556.50 / 5.2556.50 / 5.2556.80 / 5.2856.50 / 5.25
Evaporative Heating Surface (sq ft / m2)3769 / 350.153769 / 350.154195 / 389.873791 / 352.323409 / 316.82
Superheating Surface (sq ft / m2)775 / 72775 / 72724 / 67.29
Combined Heating Surface (sq ft / m2)4544 / 422.154544 / 422.154195 / 389.874515 / 419.613409 / 316.82
Evaporative Heating Surface/Cylinder Volume235.86235.86340.50307.71276.70
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,17010,17011,30011,36011,300
Same as above plus superheater percentage11,89911,89911,30013,17811,300
Same as above but substitute firebox area for grate area48,96548,96546,88053,66259,280
Power L116,09416,09411,47224,50310,454
Power MT589.71589.71444.49936.76405.05

Principal Dimensions by Steve Llanso of Sweat House Media

ClassK-2b/K-2c/K-2l - superheatedK-2eK-2e/K-2k - superheatedK-3a/c/d/gK-3b
Locobase ID9401 4204 5550 7583 5576
RailroadNew York Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)Lake Shore & Michigan Southern (NYC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class5540978010
Road Numbers4818-4822, 4845-48943555-35943555-3594, 3438-34943358-34374895-4904
GaugeStdStdStdStdStd
Number Built408010
BuilderAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyseveralAlco-Schenectady
Year19071907190719101911
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2714 / 4.2714 / 4.2714 / 4.2714 / 4.27
Engine Wheelbase (ft / m)36.50 / 11.1336.50 / 11.1336.50 / 11.1336.50 / 11.1336.50 / 11.13
Ratio of driving wheelbase to overall engine wheelbase 0.38 0.38 0.38 0.38 0.38
Overall Wheelbase (engine & tender) (ft / m)67.94 / 20.7167.92 / 20.7068.08 / 20.7568 / 20.7371 / 21.64
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)173,000 / 78,472171,500 / 77,791173,000 / 78,472172,000 / 78,018192,400 / 87,271
Engine Weight (lbs / kg)267,800 / 121,472266,000 / 120,656271,500 / 123,150271,000 / 122,924290,200 / 131,633
Tender Loaded Weight (lbs / kg)153,200 / 69,490164,000 / 74,389154,700 / 70,171153,700 / 69,717207,000 / 93,894
Total Engine and Tender Weight (lbs / kg)421,000 / 190,962430,000 / 195,045426,200 / 193,321424,700 / 192,641497,200 / 225,527
Tender Water Capacity (gals / ML)7500 / 28.418000 / 30.308000 / 30.307500 / 28.4110,000 / 37.88
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)12 / 1114 / 1311 / 1012 / 1117 / 16
Minimum weight of rail (calculated) (lb/yd / kg/m)96 / 4895 / 47.5096 / 4896 / 48107 / 53.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)79 / 200779 / 200779 / 200779 / 200779 / 2007
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)22" x 28" / 559x71122" x 28" / 559x71122" x 28" / 559x71123.5" x 26" / 597x66023.5" x 26" / 597x660
Tractive Effort (lbs / kg)29,163 / 13228.1329,163 / 13228.1329,163 / 13228.1330,898 / 14015.1130,898 / 14015.11
Booster (lbs)9710
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.93 5.88 5.93 5.57 6.23
Heating Ability
Tubes (number - dia) (in / mm)242 - 2" / 51382 - 2" / 51218 - 2" / 51175 - 2.25" / 57242 - 2" / 51
Flues (number - dia) (in / mm)28 - 5.375" / 13732 - 5.375" / 13732 - 5.5" / 14028 - 5.375" / 137
Flue/Tube length (ft / m)21.46 / 6.5420 / 6.1020 / 6.1021.50 / 6.5521.50 / 6.55
Firebox Area (sq ft / m2)231.30 / 21.50228.30 / 21.22231 / 21.47231 / 21.47231.30 / 21.50
Grate Area (sq ft / m2)56.80 / 5.2856.50 / 5.2556.50 / 5.2556.50 / 5.2556.50 / 5.25
Evaporative Heating Surface (sq ft / m2)3791 / 352.324210 / 391.263399 / 315.893424 / 318.223791 / 352.32
Superheating Surface (sq ft / m2)724 / 67.29740 / 68.77823 / 76.49724 / 67.29
Combined Heating Surface (sq ft / m2)4515 / 419.614210 / 391.264139 / 384.664247 / 394.714515 / 419.61
Evaporative Heating Surface/Cylinder Volume307.71341.72275.89262.38290.50
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11,36011,30011,30011,30011,300
Same as above plus superheater percentage13,17811,30013,33413,44713,108
Same as above but substitute firebox area for grate area53,66245,66054,51654,97853,662
Power L124,50311,43923,96924,18623,132
Power MT936.76441.14916.34930.02795.18

Principal Dimensions by Steve Llanso of Sweat House Media

ClassK-3eK-3f/h/i/mK-3nK-3p/qK-41a
Locobase ID5577 5399 154 9402 5579
RailroadLake Shore & Michigan Southern (NYC)Michigan Central (NYC)New York Central (NYC)New York Central (NYC)New York Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class545355624
Road Numbers4905-49098300-8339, 8400-84043323-33573267-33224700-4723
GaugeStdStdStdStdStd
Number Built5453556
BuilderAlco-SchenectadyseveralAlco-BrooksAlco - multiple worksCollinwood
Year19131910191819201916
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2714 / 4.2714 / 4.2714 / 4.2714 / 4.27
Engine Wheelbase (ft / m)36.50 / 11.1336.50 / 11.1336.50 / 11.1336.50 / 11.1336.50 / 11.13
Ratio of driving wheelbase to overall engine wheelbase 0.38 0.38 0.38 0.38 0.38
Overall Wheelbase (engine & tender) (ft / m)71 / 21.6471 / 21.6468.25 / 20.8068.08 / 20.7568.13 / 20.77
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)192,400 / 87,271194,500 / 88,224189,400 / 85,910194,500 / 88,224170,500 / 77,338
Engine Weight (lbs / kg)290,200 / 131,633296,500 / 134,490288,800 / 130,998288,000 / 130,635265,000 / 120,202
Tender Loaded Weight (lbs / kg)207,000 / 93,894200,300 / 71,758167,600 / 76,022156,500 / 70,987
Total Engine and Tender Weight (lbs / kg)497,200 / 225,527489,100 / 202,756455,600 / 206,657421,500 / 191,189
Tender Water Capacity (gals / ML)10,000 / 37.8810,000 / 37.8810,000 / 37.8810,000 / 37.887500 / 28.41
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)17 / 1616 / 1516 / 1516 / 1512 / 11
Minimum weight of rail (calculated) (lb/yd / kg/m)107 / 53.50108 / 54105 / 52.50108 / 5495 / 47.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)79 / 200779 / 200779 / 200779 / 200772 / 1829
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)23.5" x 26" / 597x66023.5" x 26" / 597x66023.5" x 26" / 597x66023.5" x 26" / 597x66022" x 28" / 559x711
Tractive Effort (lbs / kg)30,898 / 14015.1130,898 / 14015.1130,898 / 14015.1130,898 / 14015.1131,998 / 14514.07
Booster (lbs)9710971097109710
Factor of Adhesion (Weight on Drivers/Tractive Effort) 6.23 6.29 6.13 6.29 5.33
Heating Ability
Tubes (number - dia) (in / mm)229 - 2" / 51229 - 2" / 51175 - 2.25" / 57175 - 2.25" / 57221 - 2" / 51
Flues (number - dia) (in / mm)32 - 5.375" / 13732 - 5.375" / 13732 - 5.5" / 14032 - 5.5" / 14030 - 5.375" / 137
Flue/Tube length (ft / m)21.50 / 6.5521.50 / 6.5521.50 / 6.5521.50 / 6.5521.50 / 6.55
Firebox Area (sq ft / m2)229.40 / 21.32231 / 21.47230 / 21.38231 / 21.47222 / 20.63
Grate Area (sq ft / m2)56.50 / 5.2556.50 / 5.2556.50 / 5.2556.50 / 5.2555 / 5.11
Evaporative Heating Surface (sq ft / m2)3760 / 349.443762 / 349.633422 / 318.033424 / 318.223603 / 334.85
Superheating Surface (sq ft / m2)817 / 75.93893 / 82.99823 / 76.49832 / 77.32766 / 71.19
Combined Heating Surface (sq ft / m2)4577 / 425.374655 / 432.624245 / 394.524256 / 395.544369 / 406.04
Evaporative Heating Surface/Cylinder Volume288.12288.28262.22262.38292.45
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11,30011,30011,30011,30011,000
Same as above plus superheater percentage13,33413,44713,44713,56012,980
Same as above but substitute firebox area for grate area54,13854,97854,74055,44052,392
Power L124,73926,14024,17224,35022,611
Power MT850.42888.88844.09828.01877.10

Principal Dimensions by Steve Llanso of Sweat House Media

ClassK-41bK-4a/K-4bK-5/K-5a/K-5bK-6a, bK-80r
Locobase ID5580 7067 155 15870 7589
RailroadNew York Central (NYC)Pittsburgh & Lake Erie (NYC)New York Central (NYC)Boston & Albany (NYC)Michigan Central (NYC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class1110351042
Road Numbers4724-47349225-92346515-6540/4905-4940590-599/9245-92548482-8491
GaugeStdStdStdStdStd
Number Built10351010
BuilderCollinwoodAlco-SchenectadyAlco - multiple worksAlco - multiple worksAlco-Schenectady
Year19161917192419251912
Valve GearWalschaertStephensonWalschaertBaker or WalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2714 / 4.2713.67 / 4.1713.67 / 4.1713 / 3.96
Engine Wheelbase (ft / m)36.50 / 11.1336.50 / 11.1336.92 / 11.2536.92 / 11.2533.62 / 10.25
Ratio of driving wheelbase to overall engine wheelbase 0.38 0.38 0.37 0.37 0.39
Overall Wheelbase (engine & tender) (ft / m)68.13 / 20.7765.72 / 20.0379.45 / 24.2271.96 / 21.9365.92 / 20.09
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)170,500 / 77,338187,000 / 84,822184,500 / 83,688150,500 / 68,266156,000 / 70,760
Engine Weight (lbs / kg)265,000 / 120,202286,700 / 130,045297,500 / 134,944235,000 / 106,594252,500 / 114,532
Tender Loaded Weight (lbs / kg)156,500 / 70,987149,000 / 67,585274,500 / 124,511154,900 / 70,262152,300 / 69,082
Total Engine and Tender Weight (lbs / kg)421,500 / 191,189435,700 / 197,630572,000 / 259,455389,900 / 176,856404,800 / 183,614
Tender Water Capacity (gals / ML)7500 / 28.418400 / 31.8215,000 / 56.828000 / 30.307000 / 26.52
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)12 / 1110 / 916 / 1512 / 1112 / 11
Minimum weight of rail (calculated) (lb/yd / kg/m)95 / 47.50104 / 52103 / 51.5084 / 4287 / 43.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)72 / 182972 / 182979 / 200775 / 190575 / 1905
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80205 / 14.10200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)22" x 28" / 559x71123.5" x 26" / 597x66025" x 28" / 635x71126" x 28" / 660x71122" x 26" / 559x660
Tractive Effort (lbs / kg)31,998 / 14514.0733,902 / 15377.7138,600 / 17508.6942,903 / 19460.5028,524 / 12938.28
Booster (lbs)10,50099509720
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.33 5.52 4.78 3.51 5.47
Heating Ability
Tubes (number - dia) (in / mm)233 - 2" / 51229 - 2" / 51190 - 2.25" / 57210 - 2.25" / 57213 - 2" / 51
Flues (number - dia) (in / mm)28 - 5.375" / 13732 - 5.375" / 13745 - 5.5" / 14045 - 5.5" / 14028 - 5.375" / 137
Flue/Tube length (ft / m)21.50 / 6.5521.50 / 6.5521 / 6.4021 / 6.4020.50 / 6.25
Firebox Area (sq ft / m2)222 / 20.63229.40 / 21.32257 / 23.88252 / 23.41234 / 21.74
Grate Area (sq ft / m2)55 / 5.1156.50 / 5.2567.80 / 6.3067.80 / 6.3056.50 / 5.25
Evaporative Heating Surface (sq ft / m2)3671 / 341.173760 / 349.443952 / 367.154192 / 389.453314 / 307.88
Superheating Surface (sq ft / m2)642 / 59.67823 / 76.491158 / 107.581163 / 108.05672 / 62.43
Combined Heating Surface (sq ft / m2)4313 / 400.844583 / 425.935110 / 474.735355 / 497.503986 / 370.31
Evaporative Heating Surface/Cylinder Volume297.97288.12248.40243.58289.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11,00011,30013,89913,56011,300
Same as above plus superheater percentage12,65013,33417,09616,54313,221
Same as above but substitute firebox area for grate area51,06054,13864,80361,48854,756
Power L120,56922,64626,56623,12523,016
Power MT797.89800.95952.321016.25975.80

Principal Dimensions by Steve Llanso of Sweat House Media

ClassK/Kb - originalK/Kb/Kf/Kh/KkKaKcKf/Kh - original
Locobase ID9760 9406 15872 15869 9761
RailroadBig Four (NYC)Big Four (NYC)Boston & Albany (NYC)Boston & Albany (NYC)Big Four (NYC)
CountryUSAUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-24-6-2
Number in Class20456215
Road Numbers6400-64196400-64443510-3515/515-5203516-3517/521-5226420-6434
GaugeStdStdStdStdStd
Number Built20106215
BuilderNYCNYCAlco-SchenectadyAlco-SchenectadyNYC
Year19061912190519071909
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)13 / 3.9613 / 3.9613 / 3.9613 / 3.9613 / 3.96
Engine Wheelbase (ft / m)33.62 / 10.2533.62 / 10.2533.62 / 10.2533.62 / 10.2533.62 / 10.25
Ratio of driving wheelbase to overall engine wheelbase 0.39 0.39 0.39 0.39 0.39
Overall Wheelbase (engine & tender) (ft / m)64.71 / 19.7264.71 / 19.7258.62 / 17.8764.71 / 19.72
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)142,000 / 64,410151,000 / 68,493143,500 / 65,091150,500 / 68,266143,200 / 64,955
Engine Weight (lbs / kg)222,800 / 101,061242,000 / 109,769222,000 / 100,698235,000 / 106,594233,000 / 105,687
Tender Loaded Weight (lbs / kg)151,000 / 68,493162,000 / 73,482139,200 / 63,140154,900 / 70,262162,000 / 73,482
Total Engine and Tender Weight (lbs / kg)373,800 / 169,554404,000 / 183,251361,200 / 163,838389,900 / 176,856395,000 / 179,169
Tender Water Capacity (gals / ML)7500 / 28.418000 / 30.307600 / 28.798000 / 30.307500 / 28.41
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)12 / 1113.50 / 129 / 812 / 1112 / 11
Minimum weight of rail (calculated) (lb/yd / kg/m)79 / 39.5084 / 4280 / 4084 / 4280 / 40
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)75 / 190575 / 190575 / 190575 / 190575 / 1905
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)22" x 26" / 559x66022" x 26" / 559x66022" x 26" / 559x66022" x 26" / 559x66022" x 26" / 559x660
Tractive Effort (lbs / kg)28,524 / 12938.2828,524 / 12938.2828,524 / 12938.2828,524 / 12938.2828,524 / 12938.28
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.98 5.29 5.03 5.28 5.02
Heating Ability
Tubes (number - dia) (in / mm)324 - 2" / 51204 - 2" / 51330 - 2" / 51202 - 2" / 51338 - 2" / 51
Flues (number - dia) (in / mm)28 - 5.375" / 13726 - 5.375" / 137
Flue/Tube length (ft / m)20 / 6.1020 / 6.1020 / 6.1020 / 6.1020 / 6.10
Firebox Area (sq ft / m2)180 / 16.73207 / 19.24198 / 18.39198 / 18.39180 / 16.73
Grate Area (sq ft / m2)50.20 / 4.6750.20 / 4.6750.20 / 4.6650.20 / 4.6650.20 / 4.67
Evaporative Heating Surface (sq ft / m2)3558 / 330.673121 / 290.063653 / 339.373032 / 281.683703 / 344.14
Superheating Surface (sq ft / m2)650 / 60.41611 / 56.76
Combined Heating Surface (sq ft / m2)3558 / 330.673771 / 350.473653 / 339.373643 / 338.443703 / 344.14
Evaporative Heating Surface/Cylinder Volume311.01272.81319.32265.03323.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,04010,04010,04010,04010,040
Same as above plus superheater percentage10,04011,74710,04011,74710,040
Same as above but substitute firebox area for grate area36,00048,43839,60046,33236,000
Power L1974221,86610,14620,80610,059
Power MT453.75957.74467.63914.34464.59

Principal Dimensions by Steve Llanso of Sweat House Media

ClassKj/Kl/KmKoL/K-80
Locobase ID9405 9407 5367
RailroadBoston & Albany (NYC)Peoria & Eastern (NYC)Michigan Central (NYC)
CountryUSAUSAUSA
Whyte4-6-24-6-24-6-2
Number in Class9232
Road Numbers545-56510-118450-8481
GaugeStdStdStd
Number Built9232
BuilderNYCAlco-BrooksAlco-Schenectady
Year191119151904
Valve GearWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13 / 3.9613 / 3.9613 / 3.96
Engine Wheelbase (ft / m)33.62 / 10.2533.62 / 10.2533.62 / 10.25
Ratio of driving wheelbase to overall engine wheelbase 0.39 0.39 0.39
Overall Wheelbase (engine & tender) (ft / m)65.12 / 19.8565.12 / 19.8560.42 / 18.42
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)155,000151,000 / 68,493140,500 / 63,730
Engine Weight (lbs / kg)241,000242,000 / 109,769221,000 / 100,244
Tender Loaded Weight (lbs / kg)160,300162,000 / 73,482122,600 / 55,610
Total Engine and Tender Weight (lbs / kg)401,300404,000 / 183,251343,600 / 155,854
Tender Water Capacity (gals / ML)8000 / 30.308000 / 30.306000 / 22.73
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)13.50 / 1213.50 / 1210 / 9
Minimum weight of rail (calculated) (lb/yd / kg/m)86 / 4384 / 4278 / 39
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)75 / 190575 / 190572.50 / 1842
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)22" x 26" / 559x66022" x 26" / 559x66022" x 26" / 559x660
Tractive Effort (lbs / kg)28,524 / 12938.2828,524 / 12938.2829,507 / 13384.17
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.43 5.29 4.76
Heating Ability
Tubes (number - dia) (in / mm)192 - 2.25" / 57201 - 2" / 51354 - 2" / 51
Flues (number - dia) (in / mm)26 - 5.375" / 13728 - 5.375" / 137
Flue/Tube length (ft / m)20 / 6.1020 / 6.1020 / 6.10
Firebox Area (sq ft / m2)198 / 18.40201 / 18.68207.10 / 19.24
Grate Area (sq ft / m2)50.20 / 4.6750.20 / 4.6750.23 / 4.67
Evaporative Heating Surface (sq ft / m2)2927 / 272.033098 / 287.923898 / 362.13
Superheating Surface (sq ft / m2)615 / 57.16650 / 60.41
Combined Heating Surface (sq ft / m2)3542 / 329.193748 / 348.333898 / 362.13
Evaporative Heating Surface/Cylinder Volume255.86270.80340.73
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,04010,04010,046
Same as above plus superheater percentage11,74711,74710,046
Same as above but substitute firebox area for grate area46,33247,03441,420
Power L120,65621,75010,422
Power MT881.39952.66490.60

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