1133:
1121:
1037:, and the H-8s were rated for 13,500 tons (160-cars) unassisted. It was over this division that dynamometer car testing yielded the over-7,000 drawbar horsepower readings. The C&O operating department was rather conservative, placing a 160-car limit on train lengths across the railroad due to yard and siding track length and to prevent unwanted slack action during braking from snapping couplers and breaking trains apart. Were it not for this 160-car limit, the H-8s could have easily handled trains approaching 200 cars and 17,000 tons unassisted over this division, save for the helper districts at Limeville, KY and on the 15-mile, up-to-0.5% grade of Powell Hill just north of Columbus, OH.
995:
6-wheel truck underneath the 25-ton coal bunker in combination with an 8-wheel truck underneath the 25,000 US gal (21,000 imp gal; 95,000 L) water cistern. The tenders came in two classes. Class 25-RA tenders came equipped with
Commonwealth trucks, weighed 437,600 lb (218.8 short tons; 198.5 t) fully loaded, and were only used on 1607-1609. The remaining balance of locomotives were delivered with class 25-RB tenders which came with Buckeye trucks and weighed either 426,100 lb (213.1 short tons; 193.3 t) (1600-1606, 1610-1644), or 431,710 lb (215.86 short tons; 195.82 t) (1645-1659) fully loaded.
29:
1145:
991:
there are claims of engine weights as high as 778,000 lb (389 short tons; 353 t), which if true would make them heavier than the second series of Big Boys. However subsequent re-weighs of early-production H-8s, performed under scrutiny by the builder and the railroad, found them to be less than the 772,250 lb (386.12 short tons; 350.29 t) of the 4884-2s. This unusually high weight led to adhesion factors exceeding 4.5, which meant that the locomotives had a good grip on the rails and were unlikely to slip in regular service.
934:, carried 23 ft (7.0 m) tubes and flues, one foot longer than Big Boy, and was designed with a maximum operating pressure of 265 psi (1.83 MPa) in mind. In practice, the first safety valve was set at 260 psi (1.8 MPa). This, coupled with two sets of 22.5 in (570 mm) diameter by 33 in (840 mm) stroke cylinders and 67-inch drive wheels yielded 110,200 lbf (490,000 N) of starting tractive effort, calculated at 85% efficiency.
913:
final order for 15 locomotives arriving in 1948. Cost per locomotive varied between individual orders, with the first order coming in around $ 230,600 per unit and the final order costing the C&O $ 392,500 per unit. Purchased with the intention of replacing the older H-7s on the New River and
Alleghany subdivisions, the class received the nickname of "Allegheny".
990:
The H-8s also had the heaviest axle load of any steam locomotive, with 86,700 lb (43.4 short tons; 39.3 t) on the lead drive axle. According to the engine profiles from C&O the earliest locomotives weighed in at 771,300 lb (385.7 short tons; 349.9 t) in working order, although
986:
on all axles, etc. The whistle was blown by actuating a Viloco air-operated valve through a button mounted next to the independent brake valve. Baker valve gear controlled the admission of steam into the cylinders. The final batch of locomotives, 1645-1659, featured over-fire air jets in the firebox.
929:
concept from Lima. Utilizing the 6-wheel trailing truck design permitted the firebox of the locomotive to be longer and deeper, promoting enhanced coal combustion. The firebox was 180 in (4.6 m) in length, and was supplemented by a 118 in (3.0 m) combustion chamber. The boiler was
1040:
23 H-8s were equipped with steam piping for heating passenger trains, and did occasionally power passenger or troop trains. Their comparatively "tall" 67 inch drivers permitted speeds as high as 70 mph on these runs, while their increased tractive effort allowed them to run unassisted on trains
1028:
or 2-8-2 K-3 Mikados for the mostly downhill run to
Richmond, VA. Running unassisted, H-8s could handle 6,500 tons of merchandise freight in this direction. Returning west from Clifton Forge, the ruling grade was 1.14% and the H-8s were rated for 2,950 tons of empty coal hoppers and manifest freight
947:
readings ranging from 6,500 to 7,500 hp (4.8 to 5.6 MW). At this output, the locomotive could consume 7 to 8 short tons (6.4 to 7.3 t; 6.3 to 7.1 long tons) of coal and 12,000 to 14,000 US gal (10,000 to 11,700 imp gal; 45,000 to 53,000 L) gallons of water per
916:
Once on property, the H-8s were put to use on the railroad's heavy coal trains on both the flatlands of Ohio, supplementing the T-1s, and in the mountains of
Virginia and West Virginia, replacing the H-7s which were then relegated to pusher service. Other assignments over the years included manifest
977:
type SA exhaust steam feedwater system. Locomotives 1600-1644 came equipped with the 6 1/2-SA, sized for 14,400 US gal (12,000 imp gal; 55,000 L) per hour, while 1645-1659 were fitted with the 7-SA, sized for 16,200 US gal (13,500 imp gal; 61,000 L)
912:
Having been sold on the
Superpower philosophy through its experience with the T-1, the C&O went on to order 60 of the 2-6-6-6 type locomotives, which they designated the H-8, in 5 batches. The first 4 orders encompassed the first 45 locomotives and were delivered between 1941 and 1944, with the
1019:
with two H-8s, one at the front and the other shoving from the rear, and typically made the run between Hinton and
Alleghany in just under two hours, twice as fast as the H-7s they were replacing. These trains ran at a brisk 45 mph on the comparatively level track out of Hinton to Ronceverte
942:
which would have increased starting tractive effort by an additional 15,000 lbf (67,000 N), but the 160-car limit on trains on the C&O made the application of a booster to the H-8 unnecessary, and so the locomotives were never equipped. Peak horsepower output occurred between 40 and
1032:
The H-8s also handled coal trains and time freights from West
Virginia to Columbus and Toledo, Ohio alongside the older T-1s. Here, the ruling grade was a slightly stiffer, but much shorter one-and-a-quarter mile of 0.7% trackage west through Limeville, Kentucky leading up to the bridge over the
994:
The tenders were equally unique. To ensure the locomotive would fit on the largest turntables on the C&O, but still carry enough fuel and water to make division points on the railroad, the tenders were made as short lengthwise and as tall heightwise as possible. This resulted in the use of a
908:
prompted the C&O and Lima to consider a more modern articulated design. Design engineers at Lima argued that expanding the 4-wheeled trailing truck design to a 6-wheel design would permit an even larger firebox, leading to more steaming capability and, by extension, power. Thus was born the
869:
between 1941 and 1948, operating until the mid 1950s. The locomotives were among the most powerful steam locomotives ever built and hauled fast, heavy freight trains for the railroad. Only two units were preserved; Nos. 1601 and 1604.
1041:
with 12 or more cars that would otherwise have been double-headed, and still make good time over the division. H-8 powered military trains (troop, hospital, or prisoner) sometimes ran as long as 20-40 cars (1500-3000 tons).
937:
During test runs, the class was shown to exert up to 119,500 lbs of starting tractive effort with drivers worn to 65.5 in (1,660 mm) inches. The 6-wheel trailing truck was designed to accommodate a
1073:
where it has been on display indoors since. No. 1646 was originally earmarked for this purpose, but was replaced by the 1601 owing to 1646 still being on the reserve roster around the time of the donation.
1132:
917:
freight and the occasional troop or passenger train. With the advent of dieselization in the early 1950s, retirement of the class started in 1952 and ran until the last fire was dropped in 1956.
930:
designed to be the maximum possible size that could fit within C&O clearance envelopes. It sported an outside diameter of 109 in (2.8 m), 2 in (51 mm) wider than the
1120:
1374:
1389:
1092:. On November 4, 1985, it was partially damaged by a flood, which washed away the ground under it and nearly turned the locomotive over. In 1987, parent company
1293:
1409:
1404:
1369:
978:
per hour. The locomotives sported the latest developments in steam technology, and came equipped with front-end multiple valve throttles, type E
1108:. In 1989, the shopping center donated it to the museum, where it presently resides. Its cab has been restored by museum volunteers.
969:
short tons (25,000 lb) per hour. Water supply to the boiler was furnished by either the Nathan type 4000C Automatic
Restarting
893:
H-7s dating back to 1924-1926 plodded away in mountainous territories of West
Virginia and Virginia. Seemingly poised to order more
1384:
1049:
On June 9, 1953, No. 1642 suffered a crown sheet failure and subsequent boiler explosion due to a prolonged low water condition at
1379:
1007:, the locomotives were quickly assigned to power loaded coal trains over the 13-mile, 0.57% eastward climb from just east of
1253:
902:
1338:
1144:
1301:
1276:
1081:
1053:. The crew members were killed. The locomotive was not rebuilt, as the class was undergoing retirement by then.
1104:
to be displayed as the centerpiece of the then Mount Clare
Junction shopping center which was adjacent to the
1166:
1161:
1025:
886:
1394:
230:
898:
879:
793:
645:
882:
was in the market for new locomotive power for its coal traffic. The railroad already had 40 Lima-built
1236:
Report No. 3520 Chesapeake & Ohio Railway Company In Re Accident At Hinton, W. VA., on June 9, 1953
1399:
1008:
1093:
1089:
1021:
974:
1234:
1105:
28:
951:
Coal was carried to and distributed within the firebox via a Standard Stoker Company type MB
931:
619:
609:
67:
8:
1101:
1012:
1070:
800:
765:
982:, schedule 8-ET brakes, low water alarms, continuous blowdown, automatic lubricators,
1272:
1085:
1077:
1066:
952:
926:
894:
634:
534:
327:
1076:
No. 1604 was initially sent to C&O's scrap lines behind their diesel shops at
983:
944:
755:
750:
6,500–7,500 hp (4,800–5,600 kW) @ ~46 mph (74 km/h) (drawbar)
354:
939:
210:
181:
141:
1363:
1097:
716:
706:
199:
189:
33:
Builder's card for the Chesapeake and Ohio's 2-6-6-6 "Allegheny" locomotives.
1342:
1004:
508:
1138:
C&O 1604 on display at B&O Railroad Museum in Baltimore, Maryland.
254:
1020:
before falling to 20 mph on the ruling grade to the summit. East of
979:
153:
889:
from 1930 which ran across the largely level trackage in Ohio, while 45
1126:
C&O 1601 on display at The Henry Ford Museum in Dearborn, Michigan.
1050:
1034:
1016:
866:
629:
1271:. Railroad Color History (1st ed.). Voyageur Press. p. 104.
337:
970:
1325:
Chesapeake & Ohio Allegheny 2-6-6-6 Locomotive A Retrospective
1254:"Chesapeake & Ohio 2-6-6-6 "Allegheny" Locomotives in the USA"
973:, sized for 13,000 gallons per hour, on the engineer's side, or a
905:
890:
862:
146:
883:
624:
22.5 in × 33 in (572 mm × 838 mm)
925:
The H-8s were intended to be the ultimate expression of the
410:
865:
steam locomotives built by the Lima Locomotive Works in
215:
36 in (914 mm) (lead & intermediate axle)
1327:. The Chesapeake & Ohio Historical Society, Inc.
1242:(Technical report). Interstate Commerce Commission.
1229:
1227:
842:Nos. 1601 and 1604 on display, remainder scrapped
1375:Preserved steam locomotives of the United States
1361:
1065:No. 1601 was retired in 1956 and donated to the
1390:Standard gauge locomotives of the United States
1200:
602:3,186 sq ft (296 m) (1600-1644)
575:7,240 sq ft (673 m) (1600-1644)
565:6,478 sq ft (602 m) (1600-1644)
372:751,830 lb (375.92 short tons) (1645-1659)
362:504,010 lb (252.01 short tons) (1645-1659)
262:Locomotive: 62 ft 6 in (19.05 m)
1224:
1015:. 11,500-ton, 140-car loaded coal trains left
604:2,922 sq ft (271 m) (1645-1659)
577:6,795 sq ft (631 m) (1645-1659)
567:6,033 sq ft (560 m) (1645-1659)
370:771,300 lb (385.7 short tons) (1600-1644)
360:507,900 lb (254.0 short tons) (1600-1644)
265:Overall: 112 ft 11 in (34.42 m)
1410:Locomotive designs used by multiple railways
1196:
1194:
1192:
1190:
1188:
1186:
1184:
1182:
1080:upon retirement. It was then donated to the
1044:
1003:Arriving just in time for the US entry into
1322:
1215:
1201:Huddleston, Eugene; Dixon, Thomas (1984).
85:7820–7829, 7883–7892, 8613–8622, 8799–8813
1179:
920:
943:50 mph (64 and 80 km/h), with
16:Class of 60 American 2-6-6-6 locomotives
1266:
1096:did a cosmetic overhaul on it at their
1088:in 1969 where it was displayed next to
217:43 in (1,092 mm) (trail axle)
1405:Railway locomotives introduced in 1941
1370:Steam locomotives of the United States
1362:
462:135.20 sq ft (12.560 m)
1323:Parker, Karen; Dixon, Thomas (2015).
1316:
1061:Two Alleghenies have been preserved:
955:, capable of supplying slightly over
861:was a class of 60 simple articulated
1291:
1024:, trains were turned over to 2-8-4
249: in (97.42 m) radius/ 18°
13:
1218:World's Greatest Steam Locomotives
346:85,480 lb (42.74 short tons)
322:16 ft 7 in (5.05 m)
314:11 ft 1 in (3.38 m)
14:
1421:
1082:Virginia Museum of Transportation
901:'s success with their home-built
760:110,211 lbf (490.24 kN)
446:Up to 14,000 US gal of water / hr
342:86,700 lb (43.4 short tons)
1143:
1131:
1119:
444:Up to 8 short tons of coal / hr
380:426,100 lb or 431,700 lb (25-RB)
27:
1385:Chesapeake and Ohio locomotives
1056:
557:600 sq ft (56 m)
503:260 lbf/in (1.79 MPa)
1380:Simple articulated locomotives
1331:
1292:King, Ed (February 15, 2018).
1285:
1260:
1246:
1209:
541:14,400 or 16,200 US gal/hr cap
390:1,183,540 to 1,208,900 lb
1:
1172:
1167:Chesapeake and Ohio class K-4
1162:Chesapeake and Ohio class T-1
859:Chesapeake and Ohio class H-8
436:12,000 lb (6 short tons)
59:Advisory Mechanical Committee
22:Chesapeake and Ohio H-8 class
1203:The Allegheny: Lima's Finest
998:
562: • Tubes and flues
77:1154, 1162, 1182, 1188, 1205
7:
1216:Huddleston, Eugene (2001).
1155:
909:2-6-6-6 wheel arrangement.
742:70 mph (110 km/h)
487:109 in (2,769 mm)
10:
1426:
1294:"Big Boy versus Allegheny"
1112:
873:
572: • Total surface
205:67 in (1,702 mm)
1045:No. 1642 boiler explosion
1009:Ronceverte, West Virginia
850:
841:
833:
825:
817:
809:
799:
789:
784:
780:
764:
754:
746:
738:
733:
729:
715:
705:
697:
680:
659:
651:
641:
628:
618:
608:
599: • Heating area
598:
590:
581:
571:
561:
553:
545:
533:
507:
499:
491:
483:
475:
466:
458:
450:
440:
432:
424:
416:
406:
396:
386:
376:
366:
352:
336:
326:
318:
310:
272:
253:
229:
221:
209:
198:
188:
152:
139:
130:
125:
121:
107:
97:
89:
81:
73:
63:
55:
47:
42:
38:
26:
21:
1090:Norfolk and Western 1218
711:Pneumatic, Schedule 8-ET
492: • Tube plates
428:25,000 US gal (95,000 L)
225:36 in (914 mm)
194:36 in (914 mm)
1267:Solomon, Brian (2000).
1106:B&O Railroad Museum
1022:Clifton Forge, Virginia
655:8 in (203 mm)
459: • Grate area
392:(592 to 604 short tons)
306: in (38.30 m)
290: in (23.38 m)
276:Locomotive: 76 ft
1269:Union Pacific Railroad
1220:. TLC Publishing, Inc.
1100:before it was sent to
921:Design and performance
527: in (89 mm)
101:1941–1944 (1600-1644)
1304:on September 28, 2018
1205:. Hundman Publishing.
932:Union Pacific Big Boy
899:Norfolk & Western
676: in (37 mm)
495:23 ft (7 m)
484: • Diameter
292:Overall: 125 ft
68:Lima Locomotive Works
693: in (5 mm)
554: • Firebox
1395:Freight locomotives
1150:C&O 1604's cab.
1013:Alleghany, Virginia
794:Chesapeake and Ohio
734:Performance figures
420:25 tons (50,000 lb)
1071:Dearborn, Michigan
476: • Model
382:437,600 lb (25-RA)
1078:Russell, Kentucky
1067:Henry Ford Museum
855:
854:
846:
845:
776:
775:
725:
724:
591: • Type
402:25-RB (remaining)
400:25-RA (1607-1609)
117:
116:
1417:
1400:Lima locomotives
1354:
1353:
1351:
1350:
1341:. Archived from
1335:
1329:
1328:
1320:
1314:
1313:
1311:
1309:
1300:. Archived from
1289:
1283:
1282:
1264:
1258:
1257:
1250:
1244:
1243:
1241:
1231:
1222:
1221:
1213:
1207:
1206:
1198:
1147:
1135:
1123:
1094:Norfolk Southern
968:
967:
963:
960:
953:automatic stoker
782:
781:
772:4.57 (1645-1659)
770:4.61 (1600-1644)
731:
730:
692:
691:
687:
675:
674:
670:
667:
546:Heating surface:
535:Feedwater heater
529:4 per locomotive
526:
525:
521:
518:
441:Fuel consumption
357:
305:
304:
300:
297:
289:
288:
284:
281:
248:
247:
243:
240:
184:
178:
174:
172:
171:
167:
164:
123:
122:
110:
103:1948 (1645-1659)
40:
39:
31:
19:
18:
1425:
1424:
1420:
1419:
1418:
1416:
1415:
1414:
1360:
1359:
1358:
1357:
1348:
1346:
1337:
1336:
1332:
1321:
1317:
1307:
1305:
1290:
1286:
1279:
1265:
1261:
1252:
1251:
1247:
1239:
1233:
1232:
1225:
1214:
1210:
1199:
1180:
1175:
1158:
1151:
1148:
1139:
1136:
1127:
1124:
1115:
1059:
1047:
1001:
984:roller bearings
965:
961:
958:
956:
945:dynamometer car
923:
876:
771:
756:Tractive effort
689:
685:
684:
672:
668:
665:
663:
603:
583:
576:
566:
540:
539:Worthington SA
528:
523:
519:
516:
514:
500:Boiler pressure
468:
445:
401:
391:
381:
371:
361:
355:Adhesive weight
353:
347:
345:
343:
302:
298:
295:
293:
291:
286:
282:
279:
277:
268:
245:
241:
238:
236:
216:
180:
176:
169:
165:
162:
160:
159:4 ft
158:
132:
108:
102:
43:Type and origin
34:
17:
12:
11:
5:
1423:
1413:
1412:
1407:
1402:
1397:
1392:
1387:
1382:
1377:
1372:
1356:
1355:
1330:
1315:
1284:
1277:
1259:
1245:
1223:
1208:
1177:
1176:
1174:
1171:
1170:
1169:
1164:
1157:
1154:
1153:
1152:
1149:
1142:
1140:
1137:
1130:
1128:
1125:
1118:
1114:
1111:
1110:
1109:
1074:
1058:
1055:
1046:
1043:
1000:
997:
940:booster engine
922:
919:
875:
872:
853:
852:
848:
847:
844:
843:
839:
838:
835:
831:
830:
827:
823:
822:
819:
815:
814:
811:
807:
806:
803:
797:
796:
791:
787:
786:
778:
777:
774:
773:
768:
766:Factor of adh.
762:
761:
758:
752:
751:
748:
744:
743:
740:
736:
735:
727:
726:
723:
722:
719:
713:
712:
709:
703:
702:
699:
695:
694:
682:
678:
677:
661:
657:
656:
653:
649:
648:
643:
639:
638:
632:
626:
625:
622:
616:
615:
612:
606:
605:
600:
596:
595:
592:
588:
587:
584:
579:
578:
573:
569:
568:
563:
559:
558:
555:
551:
550:
547:
543:
542:
537:
531:
530:
511:
505:
504:
501:
497:
496:
493:
489:
488:
485:
481:
480:
477:
473:
472:
469:
464:
463:
460:
456:
455:
452:
448:
447:
442:
438:
437:
434:
430:
429:
426:
422:
421:
418:
414:
413:
408:
404:
403:
398:
394:
393:
388:
384:
383:
378:
374:
373:
368:
364:
363:
358:
350:
349:
340:
334:
333:
330:
324:
323:
320:
316:
315:
312:
308:
307:
274:
270:
269:
267:
266:
263:
259:
257:
251:
250:
233:
227:
226:
223:
219:
218:
213:
207:
206:
203:
196:
195:
192:
186:
185:
182:standard gauge
156:
150:
149:
144:
137:
136:
133:
131:Configuration:
128:
127:
126:Specifications
119:
118:
115:
114:
111:
109:Total produced
105:
104:
99:
95:
94:
91:
87:
86:
83:
79:
78:
75:
71:
70:
65:
61:
60:
57:
53:
52:
49:
45:
44:
36:
35:
32:
24:
23:
15:
9:
6:
4:
3:
2:
1422:
1411:
1408:
1406:
1403:
1401:
1398:
1396:
1393:
1391:
1388:
1386:
1383:
1381:
1378:
1376:
1373:
1371:
1368:
1367:
1365:
1345:on 2008-01-27
1344:
1340:
1334:
1326:
1319:
1303:
1299:
1295:
1288:
1280:
1278:0-7603-0756-3
1274:
1270:
1263:
1255:
1249:
1238:
1237:
1230:
1228:
1219:
1212:
1204:
1197:
1195:
1193:
1191:
1189:
1187:
1185:
1183:
1178:
1168:
1165:
1163:
1160:
1159:
1146:
1141:
1134:
1129:
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1117:
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1103:
1099:
1098:Roanoke Shops
1095:
1091:
1087:
1083:
1079:
1075:
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904:
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878:In 1939, the
871:
868:
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860:
849:
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836:
832:
828:
824:
820:
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808:
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798:
795:
792:
788:
783:
779:
769:
767:
763:
759:
757:
753:
749:
745:
741:
739:Maximum speed
737:
732:
728:
720:
718:
714:
710:
708:
704:
700:
698:Train heating
696:
683:
679:
662:
658:
654:
650:
647:
646:Piston valves
644:
640:
636:
633:
631:
627:
623:
621:
620:Cylinder size
617:
613:
611:
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574:
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431:
427:
423:
419:
417:Fuel capacity
415:
412:
409:
405:
399:
395:
389:
385:
379:
377:Tender weight
375:
369:
365:
359:
356:
351:
341:
339:
335:
331:
329:
325:
321:
317:
313:
309:
275:
271:
264:
261:
260:
258:
256:
252:
234:
232:
231:Minimum curve
228:
224:
222:Tender wheels
220:
214:
212:
211:Trailing dia.
208:
204:
201:
197:
193:
191:
187:
183:
177:1,435 mm
157:
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143:
140: •
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106:
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96:
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82:Serial number
80:
76:
72:
69:
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62:
58:
54:
50:
46:
41:
37:
30:
25:
20:
1347:. Retrieved
1343:the original
1333:
1324:
1318:
1306:. Retrieved
1302:the original
1297:
1287:
1268:
1262:
1248:
1235:
1217:
1211:
1202:
1060:
1057:Preservation
1048:
1039:
1031:
1029:unassisted.
1005:World War II
1002:
993:
989:
980:superheaters
950:
936:
924:
915:
911:
877:
858:
856:
747:Power output
717:Train brakes
652:Valve travel
637:-long travel
582:Superheater:
509:Safety valve
433:Sandbox cap.
387:Total weight
344:(1600-1644)
235:319 ft
190:Leading dia.
74:Order number
1339:"Allegheny"
975:Worthington
397:Tender type
367:Loco weight
348:(1645-1659)
1364:Categories
1349:2005-05-11
1173:References
1051:Hinton, WV
1035:Ohio River
1017:Hinton, WV
927:Superpower
895:Superpower
867:Lima, Ohio
837:1601, 1604
707:Loco brake
701:Steam heat
681:Valve lead
642:Valve type
630:Valve gear
425:Water cap.
332:Cast Steel
328:Frame type
98:Build date
48:Power type
1102:Baltimore
999:Operation
834:Preserved
829:1952–1956
821:Allegheny
818:Nicknames
813:1600–1659
790:Operators
721:Pneumatic
660:Valve lap
610:Cylinders
479:Fire Tube
407:Fuel type
338:Axle load
255:Wheelbase
1308:July 11,
1156:See also
971:injector
586:
549:
471:
454:
451:Firebox:
173: in
135:
56:Designer
1113:Gallery
1086:Roanoke
964:⁄
906:2-6-6-4
903:Class A
891:2-8-8-2
880:C&O
874:History
863:2-6-6-6
851:Source:
826:Retired
810:Numbers
688:⁄
671:⁄
522:⁄
467:Boiler:
301:⁄
285:⁄
244:⁄
168:⁄
147:2-6-6-6
64:Builder
1298:Trains
1275:
948:hour.
897:T-1s,
884:2-10-4
785:Career
594:Type E
319:Height
273:Length
200:Driver
1240:(PDF)
801:Class
635:Baker
513:Pop,
311:Width
154:Gauge
142:Whyte
90:Model
51:Steam
1310:2019
1273:ISBN
1026:K-4s
887:T-1s
857:The
614:Four
411:Coal
202:dia.
1084:in
1069:in
1011:to
805:H-8
93:H-8
1366::
1296:.
1226:^
1181:^
957:12
690:16
673:16
179:)
113:60
1352:.
1312:.
1281:.
1256:.
966:2
962:1
959:+
686:3
669:7
666:+
664:1
524:2
520:1
517:+
515:3
303:8
299:7
296:+
294:7
287:8
283:3
280:+
278:8
246:2
242:1
239:+
237:7
175:(
170:2
166:1
163:+
161:8
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