This was a big order for a 70-mile short line in Pennsylvania, so it's likely the locomotives were the face of the H & BTM for the next decade or so. 10 was sold in 1902 to the Winfield Railroad. 7 & 8 were sold in June 1910 to Philadelphia's H S Kerbaugh engineering company, 9 and 11 to the Juniata & Southern in July 1911, and 18 went to the Pittsburgh & Susquehanna in 1915.
Locobase is presented with a quandary. The dimensions shown in the Degolyer archive of Baldwin specs are identical to those given by Price Howell to describe the 18 Consolidations sold to the New South Wales Railway in 1891. Upon research into the earlier spec page, he finds that the numbers were indeed identical in every respect.
It's hard to tell whether these were extras, but it appears not to be so. The original order in Volume 16 is for the 18 engines that were delivered; 2 other compounds also deliverd to the NSWR are accounted for both in the specs and in Locobase 12064.
In any case, this North American pair of cousins had the Belpaire fireboxes found in the Oz engines. Both apparently remained on the H & BT for their entire careers.
This Consolidation had a few more boiler tubes than the1893 pair shown in Locobase 12063
This western Pennsylvania coal road was based in Saxton and operated independently up until its abandonment in 1954. Its latest Consolidations were by far its biggest and most powerful design. Note that the latter two were ordered 7 years after the first pair.
Ten years after the H&BTM bought its last saturated-boiler Consolidation (Locobase 11560), it returned to Baldwin for two superheated counterparts. The cylinder dimensions and driver diameter remained unchanged and boiler pressure rose by only 10 psi (0.7 bar). The boiler was about the same size and had the same area for steaming, but now 18% of that area was made up of superheaters. Serving the hotter steam to the cylinders now entailed using 12" (305 mm) piston valves. The firebox now had 28 sq ft (2.6 sq m) area from three arch tubes contributing to direct heating surface area.
For an additional six tons of adhesive weight and seven tons overall, the resulting locomotive was considerably more powerful.
http://www.railcitymuseum.com/RAIL_CITY_v_05_30_2012/Huntingdon_and_Broad_Top_Mounta.html . Works numbers were 59945-59946 in April 1927.
The last Baldwins bought for the H&BTM were smaller than the long run of saturated and superheated Consolidations that had come before. Only 10 sq ft (0.9 sq m) of arch tubes contributed to the firebox heating surface and a smaller grate reduced the total area. The boiler was longer, but had fewer tubes and flues. Cylinder volume shrank by 18%.
The two engines served the H&BTM until it closed in 1954. The 37 was scrapped soon after the road closed.
The Rail City Museum website notes that the 38 carried out one more historic run, but not in Pennsylvania: "Locomotive #38 made railroad history on June 6, 1954 when it made the historic "Last Steam Passenger Run" on the New York Central's Watertown line from Syracuse, NY to Lacona, NY. It was the last steam passenger train on the Central as well as the last steam passenger train to depart the Central's Syracuse Station. The previous week (May 29, 1954) the train also made a historic 'last run' on the Central's "Old Auburn" road from Canandaigua to Syracuse. It was delayed three hours in reaching Syracuse due to the fanfare associated with trip."
38 found a new career on the Livonia, Avon & Lakeville in New York State. In 1974, the Knox & Kane of Marienville, Pa bought the engine for tourist operation. While stored out of service in the K&K's roundhouse, it was damaged by an arson fire in 2008. Auctioned off to the Everett Railroad of Duncansville, Pa (an active 23-mile-long common-carrier shortline), the locomotive is slated for restoration to service.
|Specifications by Steve Llanso|
|Railroad||Huntington & Broad Top Mountain||Huntington & Broad Top Mountain||Huntington & Broad Top Mountain||Huntington & Broad Top Mountain||Huntington & Broad Top Mountain||Huntington & Broad Top Mountain|
|Road Numbers||7-20||22-23||26||28-29, 31-32||33-34||37-38|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.65||0.64||0.64||0.63||0.62||0.65|
|Overall Wheelbase (engine & tender)||48.25'||55.02'||55'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||100000 lbs||122000 lbs||126000 lbs||161820 lbs||173500 lbs||140000 lbs|
|Engine Weight||116000 lbs||140280 lbs||142000 lbs||182850 lbs||196000 lbs||157000 lbs|
|Tender Light Weight||100000 lbs||124000 lbs||125000 lbs|
|Total Engine and Tender Weight||282850 lbs||320000 lbs||282000 lbs|
|Tender Water Capacity||3000 gals||3000 gals||3500 gals||5000 gals||6000 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||10 tons|
|Minimum weight of rail (calculated) on which locomotive could run||42 lb/yard||51 lb/yard||53 lb/yard||67 lb/yard||72 lb/yard||58 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||130 psi||160 psi||160 psi||180 psi||190 psi||190 psi|
|Cylinders (dia x stroke)||20" x 24"||21" x 26"||21" x 26"||22" x 28"||22" x 28"||21" x 26"|
|Tractive Effort||21216 lbs||30576 lbs||31188 lbs||40656 lbs||42915 lbs||36309 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.71||3.99||4.04||3.98||4.04||3.86|
|Firebox Area||146 sq. ft||158 sq. ft||166 sq. ft||172.50 sq. ft||200 sq. ft||129 sq. ft|
|Grate Area||30.70 sq. ft||32 sq. ft||33.40 sq. ft||46.75 sq. ft||46.75 sq. ft||35.10 sq. ft|
|Evaporative Heating Surface||1659 sq. ft||1967 sq. ft||2022 sq. ft||2786 sq. ft||2237 sq. ft||1763 sq. ft|
|Superheating Surface||503 sq. ft||397 sq. ft|
|Combined Heating Surface||1659 sq. ft||1967 sq. ft||2022 sq. ft||2786 sq. ft||2740 sq. ft||2160 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||190.11||188.72||194.00||226.15||181.59||169.15|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3991||5120||5344||8415||8883||6669|
|Same as above plus superheater percentage||3991||5120||5344||8415||10481||7869|
|Same as above but substitute firebox area for grate area||18980||25280||26560||31050||44840||28922|