Erie / Erie & Wyoming Valley / New York, Lake Erie & Western / New York, Pennsylvania & Ohio / New York, Susquehanna & Western 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class H-10 (Locobase 9208)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This class of camelbacks came from nearby Paterson, New Jersey's Rogers works. They had some of the usual uneven weight distribution that was characteristic of locomotives whose drivers sat in howdahs perched over the center two drivers. Oddly, the heaviest axle loading fell on the first couple axle, which supported none of the usual heavy components. The lightest axle loading came on the second coupled axle.

The steam dome was somewhat unusually placed in line with the cab. Indeed, if one takes away the centered cab, the proportions of the engine suggest a relatively straightforward 2-8-0 design.


Class H-11 (Locobase 5701)

Data from 1917 Erie locomotive diagram from http://www.rr-fallenflags.org/el/loco/erie-e11d.gif (visited 31 October 2003).

This class of camelback Consolidations had relatively short lifetimes, with most being scrapped in the late 1920s after several years of inactivity. Curiously, unlike many Erie camelbacks, weight was distributed evenly across the 4 axles.


Class H-12 (Locobase 4117)

Camelback consolidations were a common sight on the Erie. This batch, described in the Railroad Gazette of 14 June 1901, were right in line with the entire series. RG noted that the center of the boiler is pitched 11' 10" above the rail, "the greatest height ... that has yet been used." The Wootten firebox burned a combination of bird's-eye anthracite and bituminous culm and would work the Allegheny, Jefferson, and Bradford divisions.

At the time of its article, the RG assumeed that that the Baldwins would differ only in "those light modifications which are necessary to adapt some Baldwin patterns" to the Brooks practice. That turned out to be mightily incorrect; see Locobase 9209.

They were retired in 1927.


Class H-13 (Locobase 9209)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers ran 19067-19068 in May 1901; 19092-19093, 19115-19116, 19138-19139, 19165-19168 in June; and 19199-19201 in July.

The Railroad Gazette of 14 June 1901 reported that the Baldwins would differ from the Brooks engines (class H-12 - Locobase 4117) only in "those slight modifications which are necessary to adapt some Baldwin patterns" to the Brooks practice. Were they ever off! This class, though numbered in a lower range, succeeded the H-12s and were quite a bit bigger. Its boilers contained more and longer tubes, a larger firebox (although the grate was little different), and the locomotives put more weight on the drivers, which were taller..

Like all of the Erie's camelbacks, the H-13s had a Wootten firebox, which burned a combination of bird's-eye anthracite and bituminous culm and would work the Allegheny, Jefferson, and Bradford divisions. They were retired in 1927.


Class H-14 (Locobase 9210)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This quartet was significantly bigger than most other camelbacks of the time and loomed over the typical Erie engines. All four axles sported the same high axle loading: 22 1/2 short tons and the boilers contained heating surfaces measuring 1,000 sq ft more than the average. 462 boiler tubes was a tight bundle even in a 78" diameter barrel. But the grate was commensurately enormous, offering 90 sq ft to the birds-eye anthracite and bituminous culm that provided the unusual layout's raison d'etre.

Like all of the others, however, the engines were retired in 1927.


Class H-16 (Locobase 9212)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers ran 20090-20091, 20095-20099, 20141-20143 in February 1902; 20202-20205, 20222-20225 in March; and 20278-20279 in April

These were big Vauclain compounds, but they didn't remain compounds for long. By 1907, they had been rebuilt as simple-expansion engines; see Locobase 9213.


Class H-16 - simpled (Locobase 9213)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Introduced in 1902 as Vauclain compounds (Locobase 9212), this class was soon rebuilt with two single-expansion cylinders. This didn't faze Samuel Vauclain - he had already determined that superheating was a better source of economy than even his version of the double-expansion concept.

Like the other camelbacks, these were retired in 1927.


Class H-17 (Locobase 9214)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These Paterson, New Jersey Consolidations were about as big as the 76-sq ft grated double-cab would get. Tube counts exceeding 400 represented about as many as could be maintained (although the Cooke engines shown in Locobase 9215 would actualy put more tubes in a tighter boiler). The design had an even axle loading across the 4 couple axles, weighing in at 22 1/2 short tons each.


Class H-18 (Locobase 9215)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Like the Rogers H-17s (Locobase 9214) of the same year and the same home town (Paterson, NJ), these camelback Consolidations bulked about as large as a 76-sq ft grate would permit. Somehow Cooke fit 10 more tubes in a tighter boiler than had Rogers.


Class H-19 (Locobase 9216)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also "Tandem Compound Consolidation Freight Locomotives", The Practical Engineer, Vol 26 (26 December 1902), p. 612.

Part of Cooke's 1902 production of camelback Consolidations for the Erie was this quintet of four-cylinder compounds, which put almost three additional tons of adhesive weight on the four coupled axles . Before too long, they were converted to simple-expansion engines.


Class H-19 - simpled (Locobase 5702)

Data from 1923 Erie locomotive diagram from http://www.rr-fallenflags.org/el/loco/erie-e19d.gif (visited 31 October 2003).

The last of a slew of Camelback Consolidations with large Wootten fireboxes. Like the earlier engines, the H-19s' lifetimes were relatively short, with most being scrapped in the late 1920s after several years of inactivity. This may have been due to the difficulty of complying with later regulations or the lack of good service for saturated-steam engines of this type.


Class H-20 (Locobase 825)

The first 45 engines -- H-20 -- were built by Schenectady in 1903-1904. The design reverted to a conventional design from the Camelbacks of H-9 to H-19, at the same time adopting a conventional firebox. The last in the class - 1615 - was shown at the 1904 Louisiana Purchase Exposition.

The author of the London-based Locomotive Magazine's coverage of the "Locomotive Exhibits at St Louis" (Vol X - 15 August 1904, p. 145) took the opportunity afforded by the publication of the diagram of this locomotive to comment on the disparities in size and power between US and British locomotives. Its dimensions "...dwarf the British goods engine completely, restricted as the latter is by the restrictions of the loading gauge."

Many were updated with Walschaerts or Baker valve gear, superheated, and given larger cylinders; see Locobase 9198.. Those that were not superheated were retired in 1927; others survived until 1952.


Class H-20B (Locobase 9198)

Data from Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

As noted in Locobase 825, many of the large class of conventional cab Consolidations were updated with radial valve gear and superheaters. This was the smaller of the two main classes. The power dimensions changed with an increase of 2 inches in the cylinder diameter while the boiler pressure dropped by 15 psi. They also had 25 sq ft of arch tubes.


Class H-21 - 1904 (Locobase 9199)

Data from Erie 1907 and Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Rogers works numbers were 6120-6128 in March 1904; 6129-6133 in April; 6134, 6140-6154 in May; 6162-6176, 6184-6188 in June. After Rogers joined Alco, it continued with a new series of works numbers: 31048-31072 in May 1905; 31141-31165 in June. Alco's Cooke works (also in Paterson, NJ) numbers were 37778-37827 March-November 1905. Rogers returned with works numbers 39675-39699 in March 1906, and Cooke finished this enormous class in 1907: 43713-43747.

As noted in Locobase 825, the Erie reverted to a conventional design from the Camelbacks of H-9 to H-19, at the same time adopting a conventional firebox which was large in its own right.

Compared to the H-20, the slightly later H-21 had a few more tubes and heating surface in one variant (the one shown in the specifications), but less of each in those described in the 1907 diagram as having flue sheets with "7/8-in bridges". 50 (2035-2084) from Baldwin in 1910 had slightly smaller boilers; see Locobase 13540.

Many were updated with Walschaerts or Baker valve gear, superheated, and given larger cylinders; see Locobase 9200. Those that were not superheated were retired in 1927; others survived until 1952.


Class H-21 - 1910 (Locobase 13540)

Data from Erie 1907 and Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 34196-34199 in January 1910; 34266-34268, 34272-34274, 34287-34296, 34321-34322, 34344-34345 in February; 34371-34377, 34413-34415, 34428-34430, 34445-34446 in March; 34504-34510, 34579 in April; 34647-34649 in May.

Three years after the last of the Alco H-21s was delivered, Baldwin supplied another 50 in 1910. These had 16 fewer boiler tubes, but were otherwise essentially identical.

Many were superheated


Class H-21 - superheated (Locobase 9200)

Data from Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase shows the original saturated-steam boiler variant of this large class of conventional cab, conventional-firebox Consolidations. Beginning a decade after the first deliveries, the Erie enthusiastically undertook to superheat about 80% of the class. Unlike the H-20 superheat program (Locobase 9198), however, the H-21s kept their original power dimensions while swapping out their Stephenson gear in favor of Baker radial valve gear.


Class H-22 (Locobase 9201)

Data from Erie 1907 and Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were

1905

May 25629, 25635-25637, 25649-25652, 25673-25678, 25697, 25704-25707, 25719-25720, 25726, 25734-25735, 25747-25748, 25776-25777, 25780-25781

June 25934

July 26004-26005, 26025, 26043, 26071-26072

1906

March 27764, 27775-27777, 27799, 27806, 27813-27815, 27826, 27832-27833

April 27852-27855, 27880-27882, 27895-27896, 27906-27910, 27939-27941, 27957, 27965-27968, 27993, 28019-28020, 28028, 28036, 28043, 28048

May 28068-28069, 28089-28090, 28098, 28119-28121, 28214

Although these went into service at around the same time as the more numerous H-21s (Locobase 9199), they had smaller power dimensions and smaller drivers. Perhaps for the latter reason, none of this class of Consolidations was superheated. Drury (1993) notes that the first 37 were ordered for the Harriman roads, but found to be in excess of requirements. He condemns the class as "...neither particularly successful nor well liked." [Locobase wonders if the use of a conventional layout instead of a camelback was the reason.]

At a later date, the diagram showed a boiler fitted with only 389 tubes and a firebox heating surface supplemented with 14 sq ft of arch tubes. The result was 3,226 sq ft of total of evaporative heating surface.

33 were converted to 0-8-0 switchers in the C-2 class, but all were retired by the end of 1930s.


Class H-27 (Locobase 2795)

Data from Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection; see also table in American Engineer and Railroad Journal, June 1908. Works number was 29390 in November 1906.

This was a single locomotive built for a exhibition in 1906. As such it was an outsized Consolidation that rode heavily. First operated by the Rock Island, they soon sold it to the NY S & W. Brought into the Erie in January 1929, the 1540 was scrapped in May 1936.


Class H-3 - rebuilt I (Locobase 9206)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Erie rebuilt older I-class, conventional-layout engines (Locobase 6013) as camelbacks (16445-16449) in January 1899. As with some other Erie camelbacks, a striking feature of this class was the difference in axle loadings among the various axles. In the H-3s, the lightest loading, on the 3rd coupled axle, was 7 tons less than the heaviest, which was the axle next ahead. That one, the 2nd coupled axle had the crank, main rod, and cab all bearing down on it.


Class H-4 - rebuilt I (Locobase 9229)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Erie rebuilt older I-class, conventional-layout engines (Locobase 6013) as camelbacks in January 1899. Unlike the H-3s that rebuilt at the same time, the H-4s had a relatively constant axle loading among the drivers that probably reflected the use of new frames. Otherwise, the two classes were essentially identical.


Class H-9 (Locobase 2613)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). See also Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 3219-3228 in May-June 1899.

Among the scores of camelback (double cab, Mother Hubbard) Consolidations that would serve the Erie, a few batches of conventional-cab engines made their appearance. Delivered in the same year as 20 camelback H-10s of very similar dimensions, the H-9s


Class I (Locobase 4047)

Copied after the Lehigh Valley's Consolidations, these engines were built by the Susquehanna Shops (6), Danforth Cooke (5 - works #1041-1045), and Brooks (5 - works #314-318).

They were designed to use anthracite coal and had water grates, according to Mr. Wilder, Master Mechanic of the Erie, but the railroad burned bituminous in the firebox. Finding that allowing the coal to burn at the front end led to holes in the firebox, Wilder bricked up the front two feet, also "help to make a combustion chamber." Boiler pressure is an estimate based on other engines of the time and the wheel diameter matches that of other Erie 2-8-0s of the same vintage, all of which had 50" drivers. (See Locobase 6013 for the other, more conventionally designed locomotives of this arrangement, cylinder dimensions, and wheel diameter.)

In a 27 April 1878 letter to the Board of the Atlantic & Great Western Railway, Wilder noted that there had been some resistance to these engines: "A few changes of men, however, soon broke this thing up." Education on how to operated a Consolidation followed and the results were gratifying. Operating them between Buffalo and Hornellsville (91 miles) over a grade that never exceeded 0.7%, a 4-4-0 could manage 20 loaded cars. The Consolidations could manage 35.

Fuel economy amounted to a reduction from 5.2 lb per car mile to 3.9. Overall, savings added up to 38% per car mile. And, in response to a great concern on the part of the A&GW board, "our track supervisor says that he cannot discover any difference in the track since these engines were introduced." Wilder also asserted that he saw no particular merit in using a wide firebox for burning anthracite coal. Indeed he saw equivalent evaporation rates of 6.25 lb of water to a pound of coal.

Data and letter from http://wnyrails.railfan.net, which is an extensive archive of Western New York railroading documents, maps, photos. Mark Fischer transcribed the fascinating look at a deliberation over increasing locomotive power.


Class L / H-15 (Locobase 9211)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 470-474.

These were lightly loaded camelbacks that generated modest power when compared to later classes.


Class L / H-5 (Locobase 9204)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 13, p. 129. Works numbers were 8224, 8227-8229, 8244-8245, 8272-8273 in November 1886.

Baldwin's specs show the original tube count to have been 204 and the tubes were each 11 ft 2 1/4 inches (3.41 m) long. The specifications in this entry refer to the later update that eliminated most of the 46" (1.17 m) of combustion chamber in favor of the longer tubes shown here. Given the two tube lengths, Locobase suspects that a 5" (127 mm) combustion chamber remained in keeping with Wootten boiler practice at the later date.

Weights grew considerably as well. The original 1885 spec showed estimates of 101,000 lb (45,813 kg) on the drivers and 116,000 lb (52,617 kg) overall. As noted in other classes of Erie's camelback Consolidation conglomeration, many on the ERR had uneven axle loadings. In this case, the leading coupled axle was measured at 23,900 lb load while the third coupled axle, which took the main rod, and turned under the cab, bore almost 6 1/2 tons more. Locobase wonders if these locomotives had any unusual wear issues.

Three--1302, 1303, and 1306--were rebuilt with conventional cabs (i.e., behind the firebox) before 1906, when 1306 was scrapped. 1300 and 1305 were discarded in 1915 and 1915 respectively. The others were scrapped in 1922-1924.


Class L / H-7 (Locobase 9205)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase was struck by the uneven weight distribution across the 4 axles of this class of camelback Consolidations. The rearmost coupled axle bore 18,900 lb with weight steadily increasing as the axle count decreased until the first coupled axle, which was located under the dome, supported almost 9 tons more.


Class L / H-8 (Locobase 9207)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Like the H-7s of the same year (see Locobase 9205), these conventional-cab Consolidations had an uneven weight distribution on their driver set. Unlike the H-7s, however, the weight difference was confined to the 1st coupled axle, which bore 2 1/2 more tons than the second and 4 tons more than the fourth. Locobase isn't sure why the front coupled axle carried so much weight. The steam dome was set somewhat anachronistically over the firebox (and the 3rd coupled axle) and the pistons drove on the second coupled axle.


Class L/H-6 (Locobase 6018)

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566. See also DeGolyer, Volume 16, p. 51. Works numbers were 10893-10897, 10904-10906, 10913, 10921 in May 1890; 11017, 11019, 11023, 11025-11028 in June; and 11030, 11032-11033, 11038, 11040, 11042, 11044, 11048 in July.

Heavy road freight camelback with the usual weird appearance owing to the need to provide room for a grate that measured 114" (2.896 m) long and 98 1/8" (2.492 m) wide.

According to the AERJ's report, axle loadings, which often varied considerably among camelback layouts, were somewhat more balanced in this class. The two center coupled axles, turning under the cab and taking the thrust of the main rod, had loads of 32,800 and 30,700 lb (2nd and 3rd axles, respectively). The outer two had mid-20s loadings (26,700 lb on the lead, 25,600 lb on the trailing axle).

1310, 1319, 1321-1324, and 1329 were converted for switching with a conventional cab that uncomfortably straddled the Wootten firebox. 1317 was rebuilt with a new firebox by Rome Locomotive Works in 1906 and sold to the New York, Ontario & Western as their Class S , #190. 1323 went to the Dayton, Toledo & Chicago in 1920, but the road was dismantled in July 1922 and the engine was scrapped.

1316 was scrapped in November 1905 (after an accident, perhaps?) but most of the others were scrapped in the 'teens and early 1920s. 1324 was scrapped in April 1924, 1319 went 14 months later in September 1925, and 1314 remained in service until December 1929


Class P / H-8 (Locobase 6015)

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566.

These were through-freight locomotives that Westing comments resembled the contemporaneous Pennsy R-class Consolidations. "'Bootleg' stack and domes are strictly Pennsy", says Westing, "Only visible difference is lack of Belpaire firebox."


Class U / H-2 (Locobase 9203)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

H-2s were former X-class 20" x 24" Consolidations (Locobase 6013) rebuilt in 1897 with new, larger, higher pressure boilers and smaller cylinders.

According to Gene Conelly, the eight rebuilt Grant locomotives were numbered 540, 548, 556, 613-614, 655, 665, 663, 664.


Class X / H-1 (Locobase 6013)

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566, and from Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Builder Works numbers Year Road numbers

Susquehanna Shops 1878 510-519

Grant 1205-06, 1202-03, 1217-25 1878-1879 520-532

Susquehanna 1879-1880 534, 560-568, 571, 577

Grant 1228-30, 1242, 1244-50, 1263-69, 1271-73

1879 535-559

Grant 1284-1288, 1291, 1293-1295 1880 572-576, 578-579, 585-590

Rogers 2621, 2623, 2626, 2630, 2635 1880 580-584

Grant 1345-1349 1881 590-594

Susquehanna 1881-1882 595-610

Grant 1475-1480 1882 611-615

Cooke 1265-1284 1882 616-634

Susquehanna 1883-1885 635-689

Locobase 4047 describes the first ten Consolidations of this general design, which duplicated a Lehigh Valley design. Beginning with 510, the Erie's own shops acquired a standard freight engine in impressive numbers. According to AERJ, these Consolidations had been designed for through freight, but by 1894 were in heavy local freight and pick-ups. Some operated as switchers.


Class X / H-1 (Locobase 15804)

Data from "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566 and Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Builder Works numbers Year Road numbers

Rogers 2633-34, 2637-39, 2643, 2647, 2650, 2653-54, 2664, 2668, 2683-85,

2712-13, 2717-2718, 2722 1880-1881 137-155

Rhode Island 890-899 1880 156-165

Susquehanna Shops 1883 166-175

Grant 1883-1884 176-185

Susquehanna 1886 600-604

Grant 1886 605-614

Locobase 6013 describes the 180 X class locomotives as they delivered to the New York, Lake Erie & Western. At the same time, the NYP&O, successor to Atlantic & Great Western and lessor of its road to the NYLE&W took delivery of 65 more of the same design.

According to AERJ, these Consolidations had been designed for through freight, but by 1894 were in heavy local freight and pick-ups. Some operated as switchers. A year later, all were renumbered to incorporate them into the Erie's master road-number system.

Specifications by Steve Llanso of Sweat House Media
ClassH-10H-11H-12H-13H-14
Locobase ID9208 5701 4117 9209 9210
RailroadErie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)Erie & Wyoming Valley (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class203025154
Road Numbers1450-14691470-14991425-14491410-14241500-1503
GaugeStdStdStdStdStd
Number Built203025154
BuilderBrooksRogersBrooksBurnham, Williams & CoSchenectady
Year19001900190019011900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.75'15.75'17'17'15.25'
Engine Wheelbase24'24'25.25'25.33'24'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.67 0.67 0.64
Overall Wheelbase (engine & tender)51.37'52.25'51.37'54.15'52.94'
Axle Loading (Maximum Weight per Axle)49000 lbs43500 lbs46100 lbs46300 lbs45000 lbs
Weight on Drivers166900 lbs170000 lbs165900 lbs179000 lbs180000 lbs
Engine Weight187000 lbs190000 lbs189400 lbs199000 lbs200000 lbs
Tender Light Weight126400 lbs131600 lbs126400 lbs149000 lbs126400 lbs
Total Engine and Tender Weight313400 lbs321600 lbs315800 lbs348000 lbs326400 lbs
Tender Water Capacity6000 gals6000 gals6000 gals7500 gals6000 gals
Tender Fuel Capacity (oil/coal)12 tons12 tons14 tons20 tons12 tons
Minimum weight of rail (calculated)70 lb/yard71 lb/yard69 lb/yard75 lb/yard75 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"62"62"54"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)21" x 28"21" x 28"21" x 28"21" x 30"22" x 30"
Tractive Effort37485 lbs37485 lbs33857 lbs36276 lbs45711 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.45 4.54 4.90 4.93 3.94
Heating Ability
Firebox Area185 sq. ft181 sq. ft167 sq. ft205 sq. ft214 sq. ft
Grate Area75 sq. ft76 sq. ft75 sq. ft76 sq. ft90 sq. ft
Evaporative Heating Surface2255 sq. ft2500 sq. ft2391 sq. ft2832 sq. ft3658 sq. ft
Superheating Surface
Combined Heating Surface2255 sq. ft2500 sq. ft2391 sq. ft2832 sq. ft3658 sq. ft
Evaporative Heating Surface/Cylinder Volume200.90222.72213.01235.48277.14
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1500015200150001520018000
Same as above plus superheater percentage1500015200150001520018000
Same as above but substitute firebox area for grate area3700036200334004100042800
Power L152885663594066286448
Power MT279.40293.76315.74326.53315.90

Specifications by Steve Llanso of Sweat House Media
ClassH-16H-16 - simpledH-17H-18H-19
Locobase ID9212 9213 9214 9215 9216
RailroadErie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class202015205
Road Numbers1510-15291510-15291530-441545-15641565-1569
GaugeStdStdStdStdStd
Number Built2015205
BuilderBurnham, Williams & CoErieRogersAlco-CookeAlco-Cooke
Year19021907190219021902
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17'17'17'15.50'15.50'
Engine Wheelbase25.58'25.58'25.33'25.25'24.25'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.67 0.61 0.64
Overall Wheelbase (engine & tender)54.43'54.43'52.45'52.23'52.15'
Axle Loading (Maximum Weight per Axle)42250 lbs42250 lbs45000 lbs45000 lbs46400 lbs
Weight on Drivers169000 lbs169000 lbs180000 lbs180000 lbs185600 lbs
Engine Weight191000 lbs191000 lbs200000 lbs200000 lbs209000 lbs
Tender Light Weight127800 lbs127800 lbs133500 lbs125000 lbs127800 lbs
Total Engine and Tender Weight318800 lbs318800 lbs333500 lbs325000 lbs336800 lbs
Tender Water Capacity5500 gals5500 gals5800 gals5700 gals5500 gals
Tender Fuel Capacity (oil/coal)15 tons15 tons16 tons12 tons15 tons
Minimum weight of rail (calculated)70 lb/yard70 lb/yard75 lb/yard75 lb/yard77 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"56"56"56"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)17" x 30"21" x 30"22" x 30"22" x 30"16" x 30"
Low Pressure Cylinders (dia x stroke)28" x 30" (2)30" x 30" (2)
Tractive Effort38462 lbs40163 lbs44079 lbs44079 lbs36303 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.39 4.21 4.08 4.08 5.11
Heating Ability
Firebox Area213 sq. ft213 sq. ft223 sq. ft210 sq. ft210 sq. ft
Grate Area76 sq. ft76 sq. ft76 sq. ft76 sq. ft76.50 sq. ft
Evaporative Heating Surface3118 sq. ft3118 sq. ft3528 sq. ft3398 sq. ft3011 sq. ft
Superheating Surface
Combined Heating Surface3118 sq. ft3118 sq. ft3528 sq. ft3398 sq. ft3011 sq. ft
Evaporative Heating Surface/Cylinder Volume395.62259.26267.29257.44431.29
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1520015200152001520015300
Same as above plus superheater percentage1520015200152001520015300
Same as above but substitute firebox area for grate area4260042600446004200042000
Power L136526493656662913089
Power MT190.56338.81321.68308.21146.77

Specifications by Steve Llanso of Sweat House Media
ClassH-19 - simpledH-20H-20BH-21 - 1904H-21 - 1910
Locobase ID5702 825 9198 9199 13540
RailroadErie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class5454022550
Road Numbers1565-15691570-1615+1570-1615+1616-1790, 2000-20342035-2084
GaugeStdStdStdStdStd
Number Built4522550
BuilderAlco-CookeAlco-SchenectadyErieAlcoBaldwin
Year19081901191619041910
Valve GearStephensonStephensonBakerStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.50'17'17'17'17'
Engine Wheelbase24.25'25.92'25.92'25.11'25.11'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.66 0.66 0.68 0.68
Overall Wheelbase (engine & tender)52.21'56'56'53.33'53.33'
Axle Loading (Maximum Weight per Axle)47440 lbs47000 lbs49000 lbs47700 lbs47700 lbs
Weight on Drivers172170 lbs179000 lbs182900 lbs176400 lbs176400 lbs
Engine Weight192280 lbs202000 lbs205900 lbs200700 lbs200700 lbs
Tender Light Weight125000 lbs112000 lbs137000 lbs137000 lbs137000 lbs
Total Engine and Tender Weight317280 lbs314000 lbs342900 lbs337700 lbs337700 lbs
Tender Water Capacity6000 gals7000 gals6800 gals6800 gals6800 gals
Tender Fuel Capacity (oil/coal)12 tons tons14 tons14 tons14 tons
Minimum weight of rail (calculated)72 lb/yard75 lb/yard76 lb/yard74 lb/yard74 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"62"62"62"62.50"
Boiler Pressure200 psi200 psi180 psi200 psi200 psi
Cylinders (dia x stroke)22" x 30"22" x 32"24" x 32"22" x 32"22" x 32"
Tractive Effort44079 lbs42467 lbs45485 lbs42467 lbs42127 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.91 4.22 4.02 4.15 4.19
Heating Ability
Firebox Area250.70 sq. ft165 sq. ft190 sq. ft174 sq. ft172 sq. ft
Grate Area76 sq. ft54.40 sq. ft54 sq. ft54 sq. ft54 sq. ft
Evaporative Heating Surface3053 sq. ft3230 sq. ft2550 sq. ft3358 sq. ft3122 sq. ft
Superheating Surface559 sq. ft
Combined Heating Surface3053 sq. ft3230 sq. ft3109 sq. ft3358 sq. ft3122 sq. ft
Evaporative Heating Surface/Cylinder Volume231.30229.42152.19238.51221.75
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation152001088097201080010800
Same as above plus superheater percentage1520010880114701080010800
Same as above but substitute firebox area for grate area5014033000403563480034400
Power L160905952947062065892
Power MT311.93293.23456.59310.25294.55

Specifications by Steve Llanso of Sweat House Media
ClassH-21 - superheatedH-22H-27H-3 - rebuilt IH-4 - rebuilt I
Locobase ID9200 9201 2795 9206 9229
RailroadErie (ERR)Erie (ERR)New York, Susquehanna & Western (ERR)Erie (ERR)Erie (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class2108711957
Road Numbers1800-1886140 / 15401006,1001
GaugeStdStdStdStdStd
Number Built871
BuilderErieBurnham, Williams & CoBurnham, Williams & CoErieErie
Year19151905190618991898
Valve GearBakerStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17'15.67'17'14.75'14.75'
Engine Wheelbase25.11'24.33'24.33'22.83'22.83'
Ratio of driving wheelbase to overall engine wheebase 0.68 0.64 0.70 0.65 0.65
Overall Wheelbase (engine & tender)59.21'55.98'60.83'50.04'50.62'
Axle Loading (Maximum Weight per Axle)49425 lbs47000 lbs57100 lbs39900 lbs34500 lbs
Weight on Drivers187675 lbs184000 lbs232700 lbs125400 lbs131300 lbs
Engine Weight213300 lbs207000 lbs260100 lbs139000 lbs145600 lbs
Tender Light Weight162800 lbs132840 lbs170100 lbs87900 lbs87900 lbs
Total Engine and Tender Weight376100 lbs339840 lbs430200 lbs226900 lbs233500 lbs
Tender Water Capacity8500 gals7000 gals9000 gals4500 gals4500 gals
Tender Fuel Capacity (oil/coal)16 tons14 tons15 tons9 tons9 tons
Minimum weight of rail (calculated)78 lb/yard77 lb/yard97 lb/yard52 lb/yard55 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter62.50"57"63"50"50"
Boiler Pressure200 psi200 psi170 psi180 psi180 psi
Cylinders (dia x stroke)22" x 32"22" x 30"28" x 32"19" x 24"19" x 24"
Tractive Effort42127 lbs43305 lbs57543 lbs26512 lbs26512 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.45 4.25 4.04 4.73 4.95
Heating Ability
Firebox Area185.50 sq. ft173.80 sq. ft188.50 sq. ft180 sq. ft180 sq. ft
Grate Area54 sq. ft49.50 sq. ft60.20 sq. ft78 sq. ft78 sq. ft
Evaporative Heating Surface2578 sq. ft3418 sq. ft4119 sq. ft1667 sq. ft1667 sq. ft
Superheating Surface521 sq. ft
Combined Heating Surface3099 sq. ft3418 sq. ft4119 sq. ft1667 sq. ft1667 sq. ft
Evaporative Heating Surface/Cylinder Volume183.11258.96180.61211.66211.66
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation108009900102341404014040
Same as above plus superheater percentage126369900102341404014040
Same as above but substitute firebox area for grate area4340734760320453240032400
Power L1121266171396248894889
Power MT569.78295.75150.15343.81328.36

Specifications by Steve Llanso of Sweat House Media
ClassH-9IL / H-15L / H-5L / H-7
Locobase ID2613 4047 9211 9204 9205
RailroadErie (ERR)Erie (ERR)Erie & Wyoming Valley (ERR)New York, Lake Erie & Western (ERR)New York, Lake Erie & Western (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class10165825
Road Numbers1400-1409500-5091-5 / 1504-150610-17/1300-13071360-84
GaugeStdStdStdStdStd
Number Built10165825
BuilderBrooksseveralDicksonBurnham, Parry, Williams & CoRogers
Year18991877188418861888
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.75'14.75'14.42'14.42'15.17'
Engine Wheelbase24'22.50'23.21'22.50'23.58'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.62 0.64 0.64
Overall Wheelbase (engine & tender)53.50'50.04'49.54'51'48.60'
Axle Loading (Maximum Weight per Axle)43000 lbs24000 lbs31500 lbs36700 lbs34500 lbs
Weight on Drivers150000 lbs87550 lbs112350 lbs122900 lbs110700 lbs
Engine Weight170000 lbs100000 lbs127650 lbs136000 lbs130200 lbs
Tender Light Weight132000 lbs87900 lbs102200 lbs87900 lbs87900 lbs
Total Engine and Tender Weight302000 lbs187900 lbs229850 lbs223900 lbs218100 lbs
Tender Water Capacity6000 gals4500 gals5500 gals4500 gals4500 gals
Tender Fuel Capacity (oil/coal)15 tons9 tons8.5 tons9 tons9 tons
Minimum weight of rail (calculated)63 lb/yard36 lb/yard47 lb/yard51 lb/yard46 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"50"50"50"50"
Boiler Pressure200 psi125 psi140 psi140 psi140 psi
Cylinders (dia x stroke)21" x 28"20" x 24"20" x 24"20" x 24"20" x 24"
Tractive Effort36827 lbs20400 lbs22848 lbs22848 lbs22848 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.07 4.29 4.92 5.38 4.85
Heating Ability
Firebox Area193 sq. ft137 sq. ft222 sq. ft155 sq. ft156 sq. ft
Grate Area41.40 sq. ft22.47 sq. ft76 sq. ft76 sq. ft76 sq. ft
Evaporative Heating Surface2275 sq. ft1563 sq. ft1734 sq. ft1668 sq. ft1620 sq. ft
Superheating Surface
Combined Heating Surface2275 sq. ft1563 sq. ft1734 sq. ft1668 sq. ft1620 sq. ft
Evaporative Heating Surface/Cylinder Volume202.68179.11198.70191.14185.64
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation82802809106401064010640
Same as above plus superheater percentage82802809106401064010640
Same as above but substitute firebox area for grate area3860017125310802170021840
Power L154842683380232663209
Power MT322.40270.25298.42234.35255.63

Specifications by Steve Llanso of Sweat House Media
ClassL / H-8L/H-6P / H-8U / H-2X / H-1
Locobase ID9207 6018 6015 9203 6013
RailroadNew York, Lake Erie & Western (ERR)New York, Lake Erie & Western (ERR)New York, Pennsylvania & Ohio (ERR)New York, Lake Erie & Western (ERR)New York, Lake Erie & Western (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class10251011180
Road Numbers1280-1289723-747/1309-13321047, 1055510-689/1001-1187
GaugeStdStdStdStdStd
Number Built102510180
BuilderBrooksBurnham, Parry, Williams & Coseveralseveralseveral
Year18881890188818971878
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.17'14.42'14.75'14.75'
Engine Wheelbase23.58'22.50'22.83'22.50'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.65 0.66
Overall Wheelbase (engine & tender)50.23'51.25'48.12'47.17'
Axle Loading (Maximum Weight per Axle)33450 lbs32800 lbs27350 lbs25300 lbs
Weight on Drivers115850 lbs115800 lbs115850 lbs105600 lbs88700 lbs
Engine Weight131150 lbs130200 lbs131150 lbs122400 lbs103400 lbs
Tender Light Weight77000 lbs87900 lbs87900 lbs77000 lbs
Total Engine and Tender Weight208150 lbs218100 lbs210300 lbs180400 lbs
Tender Water Capacity3600 gals4500 gals3600 gals4500 gals3600 gals
Tender Fuel Capacity (oil/coal)8 tons9 tons8.9 tons9 tons8 tons
Minimum weight of rail (calculated)48 lb/yard48 lb/yard48 lb/yard44 lb/yard37 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"50"50"50"50"
Boiler Pressure150 psi160 psi150 psi180 psi125 psi
Cylinders (dia x stroke)20" x 24"20" x 24"20" x 24"18" x 24"20" x 24"
Tractive Effort24480 lbs26112 lbs24480 lbs23795 lbs20400 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.73 4.43 4.73 4.44 4.35
Heating Ability
Firebox Area184 sq. ft174 sq. ft188.75 sq. ft149 sq. ft140.50 sq. ft
Grate Area40 sq. ft78 sq. ft40 sq. ft28 sq. ft28 sq. ft
Evaporative Heating Surface1619 sq. ft1758 sq. ft1614 sq. ft1651 sq. ft1323 sq. ft
Superheating Surface
Combined Heating Surface1619 sq. ft1758 sq. ft1614 sq. ft1651 sq. ft1323 sq. ft
Evaporative Heating Surface/Cylinder Volume185.52201.45184.95233.57151.60
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation600012480600050403500
Same as above plus superheater percentage600012480600050403500
Same as above but substitute firebox area for grate area2760027840283132682017563
Power L136374015366450842418
Power MT276.85305.75278.90424.56240.40

Specifications by Steve Llanso of Sweat House Media
ClassX / H-1
Locobase ID15804
RailroadNew York, Pennsylvania & Ohio (ERR)
CountryUSA
Whyte2-8-0
Number in Class64
Road Numbers136-185/615-664, 600-614/1200-1264
GaugeStd
Number Built64
Builderseveral
Year1880
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase14.75'
Engine Wheelbase22.50'
Ratio of driving wheelbase to overall engine wheebase 0.66
Overall Wheelbase (engine & tender)47.17'
Axle Loading (Maximum Weight per Axle)25300 lbs
Weight on Drivers88700 lbs
Engine Weight103400 lbs
Tender Light Weight77000 lbs
Total Engine and Tender Weight180400 lbs
Tender Water Capacity3600 gals
Tender Fuel Capacity (oil/coal)8 tons
Minimum weight of rail (calculated)37 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"
Boiler Pressure125 psi
Cylinders (dia x stroke)20" x 24"
Tractive Effort20400 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.35
Heating Ability
Firebox Area140.50 sq. ft
Grate Area28 sq. ft
Evaporative Heating Surface1323 sq. ft
Superheating Surface
Combined Heating Surface1323 sq. ft
Evaporative Heating Surface/Cylinder Volume151.60
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3500
Same as above plus superheater percentage3500
Same as above but substitute firebox area for grate area17563
Power L12418
Power MT240.40

Photos

Reference


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