Delaware, Lackawanna &Western 4-4-0 "American" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 164 (Locobase 9938)

Data from "Delaware, Lackawanna & Western Passenger Engine," Railway and Locomotive Engineering, Vol. X, No 2 (February 1897), page 158. Dickson works numbers 937-939. These were originally delivered to the Morris & Essex (M & E).

Like all camelbacks from the anthracite region, this trio had the wide Wootten firebox that had transformed a coal-mining by-product. As Sinclair observed: "Culm is the fuel to be burned, and judging from the success that has attended its recent use, there is no reason to doubt the outcome in the present case. The problem of successfully utilizing the immense culm piles has been one of no small moment, but it was practically solved when they were made to give up some of their stored energy in hauling freight and passengers."


Class 165 (Locobase 9502)

Data from "Delaware, Lackawanna & Western Anthracite-burning Eight-Wheeler," Railway and Locomotive Engineering, March 1899, page 129; and "Dickson Locomotive for the Lackawanna", The Railway Age, Vol 27 (3 March 1899), p. 155. Works numbers were 1011-1012 in November-December 1898.

This pair from a local (Scranton, PA) builder just preceded the numerous G class (Locobase 102) that entered service three years later. The R&LE noted the particularly difficult nature of the commute on the Morris and Essex division that left from Hoboken and for which these locomotives were designed: "About 7 miles out a grade of about 78 feet to the mile [1.4%] has to be climbed for about three miles." At the time of the design, passenger trains would use helpers, but these Camelback were meant to take the grade on their own.

The later G class adopted larger-diameter drivers and enlarged the boiler to compensate.


Class 19C/G-2/G-3 (Locobase 102)

Featured in Railroad Gazette (3 May 1901) and a table in the June 1906 AERJ. See also DeGolyer, Volume 26, pp. 300 and "Eight-Wheel, Wide Firebox Passenger Locomotives", American Engineer and Railroad Journal, Volume 75, Number 5 (May 1901), pp. 144-145.

A "camelback" series with relatively low drivers for local passenger works built over a ten-year period, this set had one of the lowest boiler heating surface to grate area ratios possible. At the time, the AERJ article observed that a six-car train ran over the mountain profile at a 40-mph (64 kph) average, performance "so satisfactory as to indicate a successful result." The report adds "...great care was used to simplify in every possible way to avoid breakdowns. The driving journals were 9 x 12 inches [178 x 205 mm], and with 197 lb [89.4 kg] per square inch load, these do not run hot."

Their relatively small drivers gave them a useful tractive effort, but as speeds and weights climbed on the express trains they hauled, this type was relegated to suburban service.

Schenectady supplied the first 27 in 1901-1903 (973-999). Baldwin followed with 15 in 1904 (953-972), then back to Schenectady for 12 in 1905 (944-955) and 11 in 1910-1911 (933-944).

Most of the camelbacks were scrapped before World War II; a few were rebuilt with a single cab.

Many were superheated in the 1916-1921 period and fitted with piston valves; see Locobases 5725-5727. Ten of these were rebuilt in the 20s with a conventional cab, Baker valve gear.


Class G - superheated (Locobase 5725)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003)

When the Lackawanna superheated its camelback 8-wheelers (see Locobase 102), most of them were rebuilt to the specifications shown. This involved substituting "economy chests" with 10' (254 mm) piston valves for the slide valves originally installed. One locomotive, 944 had its boiler tubes lengthened by about 5" (127 mm) over the standard rebuild, which increased total evaporative surface area to 1,637 sq ft.

For some in the group, the upgrade meant continued service through World War II. These were later retrofitted with conventional cabs. In April 2013, Chris Hohl sent a photo of 988 cosmetically "streamlined" in the same style as the N-class Pacifics. See Locobase 3306 for the full details of this makeover. The shorter boiler meant that only three bands were visible on the boiler instead of the Pacifics' six.

Others began retiring in the late 1920s.


Class G-6a (Locobase 5362)

Data from table in June 1906 AERJ. These camelbacks continued the acquisition of a series of 69" passenger engines with wide Wootten fireboxes. According to Drury (1993), the last 3 -- 953-955 -- had experimental superheaters and the last two were delivered with piston valves. The others retrofitted with piston valves when they were superheated in 1916-1921. Retirements began in 1929 and ended in 1937.


Class G-8a (Locobase 5727)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003)

Like the other superheated camelback 8-wheelers (see Locobase 102), the rebuild involved substituting "economy chests" with piston valves for the slide valves originally installed. This one engine had its boiler tubes lengthened by about 5", which accounts for the increased heating surface area.


Class G-8b/G-9b (Locobase 5726)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003).

As delivered by Alco's Schenectady works in 1910, the five G-8s had work numbers 47943-47947. The 1911 engines, class G-9, had works numbers 49977-49982.

Like the other superheated camelback eight-wheelers (see Locobase 102), the rebuild involved substituting "economy chests" with piston valves for the slide valves originally installed. For some reason, these four had fewer flues left after the conversion.


Class Southport (Locobase 2555)

Boiler pressure is an estimate. Works number was 98 in February 1857.

Standard 4-4-0 of the time, according to White (1968). Originally built for the Ohio & Mississippi, it was delivered instead to the Delaware, Lackawanna, & Western for $11,500. A good investment it turned out to be, because the engine (renamed WE Dodge in 1865 and Sam Sloan in 1876) ran until 1912.

At the time of its construction, the builder was known as Danforth, Cooke & Co.


Class unknown (Locobase 5422)

Featured in RREJ of July 1891, this anthracite burner had a relatively narrow firebox at 42" inside. It was designed by WH Lewis, the Delaware, Lackawanna & Western's Master Mechanic. Boiler pressure is an estimate.

The Journal's comment on its use: "The work done by the passenger engines on this road is excellent and by no means easy. On the through or express trains they must keep up a high speed over a line having numerous curves and som very steep grades, while on the local trains they have to haul frequently 8 and 10 cars, with stops at intervals of one or two miles."

Specifications by Steve Llanso of Sweat House Media
Class16416519C/G-2/G-3G - superheatedG-6a
Locobase ID9938 9502 102 5725 5362
RailroadDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &Western
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class32656512
Road Numbers163-164 / 912, 914-915165-166/971-972973-999, 933-972944-955
GaugeStdStdStdStdStd
Number Built326512
BuilderDicksonDicksonseveralshopsAlco-Schenectady
Year18961898190119161905
Valve GearStephensonStephensonStephensonBakerStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50' 8.50' 8.50' 8.50' 8.50'
Engine Wheelbase22.96'22.92'24.40'24.41'24.42'
Ratio of driving wheelbase to overall engine wheebase 0.37 0.37 0.35 0.35 0.35
Overall Wheelbase (engine & tender)49.08'48.62'50.98'51.43'51.05'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers79500 lbs85700 lbs100000 lbs106400 lbs100000 lbs
Engine Weight117000 lbs124000 lbs151200 lbs159200 lbs151200 lbs
Tender Light Weight120000 lbs115900 lbs110000 lbs
Total Engine and Tender Weight271200 lbs275100 lbs261200 lbs
Tender Water Capacity3600 gals5000 gals5000 gals5000 gals
Tender Fuel Capacity (oil/coal)7 tons10 tons10 tons10 tons
Minimum weight of rail (calculated)66 lb/yard71 lb/yard83 lb/yard89 lb/yard83 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter68"65"69"69"69"
Boiler Pressure160 psi180 psi185 psi185 psi185 psi
Cylinders (dia x stroke)19.5" x 24"20" x 26"20" x 26"20" x 26"20" x 26"
Tractive Effort18252 lbs24480 lbs23701 lbs23701 lbs23701 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.36 3.50 4.22 4.49 4.22
Heating Ability
Firebox Area279.94 sq. ft161.60 sq. ft192 sq. ft165 sq. ft190.30 sq. ft
Grate Area80 sq. ft80 sq. ft87.70 sq. ft87.70 sq. ft87.54 sq. ft
Evaporative Heating Surface1720 sq. ft1824 sq. ft2142 sq. ft1189 sq. ft2140 sq. ft
Superheating Surface340 sq. ft
Combined Heating Surface1720 sq. ft1824 sq. ft2142 sq. ft1529 sq. ft2140 sq. ft
Evaporative Heating Surface/Cylinder Volume207.33192.94226.57125.77226.36
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1280014400162251622516195
Same as above plus superheater percentage1280014400162251979416195
Same as above but substitute firebox area for grate area4479029088355203724135206
Power L1681954296981114196957
Power MT378.20279.32307.81473.21306.75

Specifications by Steve Llanso of Sweat House Media
ClassG-8aG-8b/G-9bSouthportunknown
Locobase ID5727 5726 2555 5422
RailroadDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &Western
CountryUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-0
Number in Class141
Road Numbers944934, 937, 940, 943
GaugeStdStd6'Std
Number Built1
BuildershopsshopsDanforth, Cookeshops
Year1916191618571891
Valve GearStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50' 8.50'8'
Engine Wheelbase24.41'24.41'22.37'
Ratio of driving wheelbase to overall engine wheebase 0.35 0.35 0.36
Overall Wheelbase (engine & tender)51.80'51.80'48.33'47.54'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers106400 lbs107200 lbs74455 lbs
Engine Weight159200 lbs162400 lbs56000 lbs106000 lbs
Tender Light Weight119900 lbs119900 lbs
Total Engine and Tender Weight279100 lbs282300 lbs
Tender Water Capacity5500 gals5500 gals3200 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons tons4 tons
Minimum weight of rail (calculated)89 lb/yard89 lb/yard062 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter69"69"66"69"
Boiler Pressure185 psi185 psi90 psi175 psi
Cylinders (dia x stroke)20" x 26"20" x 26"17" x 22"18.5" x 24"
Tractive Effort23701 lbs23701 lbs7370 lbs17708 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.49 4.52 4.20
Heating Ability
Firebox Area165 sq. ft165 sq. ft105 sq. ft137 sq. ft
Grate Area87.60 sq. ft87.70 sq. ft18.38 sq. ft35 sq. ft
Evaporative Heating Surface1637 sq. ft1013 sq. ft969 sq. ft1337 sq. ft
Superheating Surface340 sq. ft340 sq. ft
Combined Heating Surface1977 sq. ft1353 sq. ft969 sq. ft1337 sq. ft
Evaporative Heating Surface/Cylinder Volume173.16107.15167.66179.06
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation162061622516546125
Same as above plus superheater percentage189612028116546125
Same as above but substitute firebox area for grate area3571438156945023975
Power L1124271102225595450
Power MT514.98453.35322.75

Photos

Reference


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