Delaware, Susquehanna & Schuylkill / Lehigh & Mahanoy / Lehigh Valley / Ligonier Valley 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 1311/M-37 (Locobase 5375)

Data from"A Tabular Comparison of Notable Examples of Recent Locomotives", American Engineeering and Railroad Journal (June 1906), pp 224-225. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 22, p. 200. Works numbers were 17439 in February 1900 and 17440, 17539-17540, 17574 in March.

This were huge Camelback Consolidations that repeated the 677s of 1898-1899 (Locobase 5338), but had slightly longer tubes for even more heating surface area.


Class 15 (Locobase 13930)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 196. See also the Ligonier Valley Rail Road Association website at http://www.lvra.org, last accessed 8 March 2012. Works number was 33352 in April 1909.

The LVRR measured 16 miles from the coal fields north of Ligonier to the Pennsylvania Railroad junction at Latrobe in western Pennsylvania. According to the LVRA, "It also connected the rest of the world with Pennsylvania's Mountain Playground, Ligonier Valley in general, and Idlewild Park in particular." During the 3/4-century operating life that ended on 31 August 1952, the LVRR moved 32 million tons of freight (mostly stone, coal, and coke) and carried 9 million passengers.

The 15 served the Liggie from the time of its delivery to the end of its career, which ended in 1949.


Class 16 (Locobase 13931)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volumes 41, p. 196; 51, p. 320; and 53, p. 387. Works numbers were 40944 in November 1913, 42630 in October 1915, and 43284 in May 1916.

Essentially repeating the design found in LVRR 15, the latter Consolidations found in the current entry had four arch tubes that accounted for an additional 27.2 sq ft of direct heating surface area. The valve gear is described as "Walschaerts Improved".


Class 16/M-30 1/2 (Locobase 12080)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 19, p.14. Works number was 13783 in October 1893.

This single camelback for the DS & S had a similar-sized boiler to those of the Vauclain compounds delivered to the Lehigh Valley in 1892 and described in Locobase 12030. This was a simple-expansion locomotive from the start, however, and had a small grate and firebox.

It served the DS & S and successor Lehigh Valley for more than 30 years before being scrapped in June 1918.


Class 22/M-21 1/2 (Locobase 12113)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 19, p.124. Works numbers were 14038-14042, 14045-14047 in July 1894.

Although small in the boiler, these Consolidations had relatively large grates. They were taken into the Lehigh Valley as part of the amalgamation of the two railroads and classed M-21 1/2.

611-614 had their trucks removed in September 1920, thus becoming 0-8-0 switchers, and renumbered 3000-3003. They were scrapped in November 1923 (3) and June 1924 (3000, ex-613). 615 was scrapped in 1925.

609 ended its career at the New River Company and 610 wound up at Dunn Loop Coal.


Class 634/M-29 (Locobase 12030)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 17, p. 261. Works number was 12643 in April 1892; 12650-12651, 12655.

This Vauclain compound Consolidation camelback had 10 1/2" diameter piston valves. Later, the LV rebuilt this quartet as simple-expansion engines with 22" x 28" cylinders. 674-675 were scrapped in October 1928, 650 went in January 1930, and 651 closed out the class in March 1930.


Class Consolidation (Locobase 2556)

This was the engine that gave its name to the wheel arrangement used for more locomotives than any other type. It was originally proposed by the LV's master mechanic Alexander Mitchell for the Mahanoy division and built by Baldwin after some initial reluctance. (see http://course.wilkes.edu/Delano/history/ch6-1, a history of the LV's Delano shops, seen on the web in December 2002, for an account of the jawboning Mitchell applied to persuade Baldwin. His clincher was that the Grant Works in Paterson might be able to handle the work.)

Mitchell's reasoning for adopting a 2-8-0 layout was to ease wear and tear on the track while more effectively distributing weight than an 0-8-0 could manage. Once Baldwin accepted the contract, Mitchell and Baldwin's William P. Henszey worked out the final details. Final cost was $19,000 plus 5% war tax. (In 1878, a Baldwin quote for a Consolidation was $9,700 -- obviously a deflation had hit the market.) The engine (with the satisfying round works number of 1500) was delivered in August 186.

Among Consolidation's design features were the relatively wide anthracite-burning grate with water bars, a variable exhaust, poppet throttle valve, water injector, and a combustion chamber. [Bruce (1952) notes that combustion chambers were seldom used until butt-welding techniques were perfected in the 1920s.]

The engine experienced overnight success by managing loads up 2.5% grades equal to the 0-8-0s (100 empty coal cars totalling 340 trailing tons), but with less chance of derailment or damage to the tracks and at a higher speed. White (1968) says that little is known about Consolidation's service history except that she ran 377,000 miles before her retirement in 1886.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Enterprise/M-17 (Locobase 16133)

Data from DeGolyer Library of Southern Methodist University Specifictions for Engines, Volume 14, p. 9. Works numbers were 9056-9062 in February 1888, 9119-9132 in March; 12278-12282, 12284-, 12285, 12287, 12293, 12298 in October 1891; and 12621, 12626, 12628-12630, 12634 in April 1892.

450-460 were named when they first arrived on the LV. In road number order they were Enterprise, Mill Creek, Warrior Run, Espy Run, Slocum, Glen Summit, Penobscot, Bear Creek, Moose Head, Beauplana. Later locomotives bore numbers only: 603-607, 593-596, 628-633.


Class M-35 (Locobase 4896)

Data from DeGolyer, Volume 22, p. 110; and Volume 24, p. 30.

Described in an 1899 Pictorial History of the Locomotive (as reproduced on http://www.livgenmi.com/1899LocomotiveHistory~79.htm) as capable of pulling 2,000 tons on the level. Works numbers were

1899

16588-16589 in March, 17090-17095 in September; 17139-17141, 17201-17214 in October.

1900

17789-17791 in May; 17821-17822, 17835-17836, 17877-17880, 17898 in June; 17915-17917, 17962-17963 in July

1901

18755-18758, 18791-18792, 18854-18856 in March

These Vauclain compound engines had relatively tall drivers for Consolidations of the time and served on the Buffalo Division where the grades averaged 20 ft to the mile (<0.5%) and were 35 miles long. The first fifty trailed tenders that carried 4,500 US gallons (17,033 litres) of water and weighed 100,000 lb (45,359 kg) loaded.

Soon after delivery of the final batch of compounds, the LV began converting the class to simple expansion. See Locobase 7304 for the result when these engines were also superheated later on.


Class M-35 (Locobase 12609)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 24, p. 230. Works numbers were 20350-20351 in April 1902; 20406-20407, 20424, 20443-20444, 20461-20463 in May; 20524-20527, 20562, 20564-20565, 20605-20607, 20627-20628 in June; 20663-20665 in July.

Very similar to other camelback Consolidations delivered to the Lehigh Valley at the turen of the century, this set had longer boiler tubes and a slightly smaller grate. All of therm were rebuilt by Baldwin, who installed simple-expansion cylinders and superheaters, in 1915; see Locobase 7304.


Class M-35 (Locobase 16159)

Data from DeGolyer, Volume 23, pp. 50+.

18889-18890, 18933-18935 in April; 18987-18992 in May; 19282-19286 in July; 19320-19322 in August

These Vauclain compound engines were identical to the Consolidations described in Locobase 4896 except for the smaller drivers, which suited them for the steeper grades in the anthracite region.

Soon after delivery of the final batch of compounds, the LV began converting the class to simple expansion. See Locobase 7304 for the result when these engines were also superheated later on.


Class M-35 - superheated (Locobase 7304)

Data from LV 3 -1934 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

102 camelback Consolidations comprised this large class that was originally delivered as Vauclain compounds in 1899 to 1902 (see Locobases 4896 and 16159). Only three years later they were converted to simple expansion and, beginning in 1914, fitted with superheaters and piston valves.

As one might guess of one of the most numerous classes on the LV, retirements covered a long period. The first went in 1916 (possibly an accident victim?) and the last held out until 1951.


Class M-36 (Locobase 7305)

Data from LV 3 -1934 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Five years after Baldwin delivered its big batch of camelback Consolidations (Locobase 7304), Alco followed with twenty more simple-expansion engines in 1907 with the same-size grate but a bigger boiler. Beginning in 1916, some were fitted with superheaters and piston valves.

Retirements of this class began in 1928 and were completed 17 years later in 1945.


Class M-37 (Locobase 5338)

Data from table in AERJ July 1903, supplemented by Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 21, p. 272. Works numbers were 16690-16694 in April 1899, 16775-16778 in May.

Gene Connelly's list shows this set of Consolidations with simple-expansion 23" cylinders, but the Baldwin specs documented above show that all were ordered with the same Vauclain compound arrangement first installed on the 681 (Locobase 9934). 13" piston valve fed steam to the HP/LP combination on each side.

If they were delivered as compounds, the M-37s adopted the 23" x 30" simple-expansion layout. They were all renumbered twice, ending up with 950-964.

All but one retained their 2-8-0 configuration. 950 was converted to a large 0-8-0 switcher in 1906 and given number 3199 and class ID L-6.

953 and 959 were scrapped in September 1925, 958 in February 1930, and the rest in 1932.


Class M-37 - 30"" LP cylinders (Locobase 9934)

Data from "Lehigh Valley's Latest Consolidation Engine", Locomotive Engineering, Vol XI, No 12 (December 1898), p. 539. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 21, p. 272. Works number was 16224 in September 1898.

One of the Vauclain compound Consolidation locomotives supplied to the LV by Baldwin in 1898 (Locobase 5338) experimented with increasing the low-pressure cylinder diameter to 30". It offered considerable power. It was guaranteed by Baldwin to pull a 1,000-ton train up a 1.6% (1 in 61) grade at 17 mph.

The production variant of this class, shown in Locobase 5338, had the same power dimensions, but reduced the number of tubes by nine.

Like the other Vauclain camelbacks, this engine was later rebuilt in a simple-expansion configuration; the shops fitted 681 with 23" x 30" cylinders. It was scrapped in September 1925.


Class Mogul (Locobase 9678)

Data from George L Vose, Manual for Railroad Engineers and Engineering Students (Boston: Lee & Shepard, 1883), pp. 402-403. See also DeGolyer, Volume 5, p. 269. Baldwin works numbers were 2587, 2588 in October 1871; 2679, 2682 in January 1872; 2699, 2701 in February; 2733, 2742 in March.

With the success of the original Consolidation assured (Locobase 2556), the Lehigh Valley bought a few more of the same with slightly larger dimensions. This pair - named Mogul and Tycoon -- had slightly less heating surface area but more tubes. Six more followed with state names: Maryland, Virginia, Carolina, Georgia, Florida, and Alabama.

In its catalogue, Baldwin reprinted an 8 May 1878 letter from James I Blakeslee, Division Superintendent, in which he wrote: "Engine No. 169 ...came on this road March 1872, and in the first five years made a mileage of 112,008 miles [181,610 km]. The cost of repairs during the five years was $3,739.50, equal to 0.3 1/3 cents per mile.

"Works done by the engine was as follows:

Average number of empty cars on a grade of 96 feet/mile [1.8% grade] 100 [3.8 short tons each or a total of 380 tons].

Average number of loaded cars on a grade of 130 feet/mile [2.5% grade] 30 [loaded 10.5 short tons each or a total of 315 tons]."

Vose quoted in great detail the results of several trips by this class (p. 403). Two worth quoting are:

"An engine of this class.. has drawn 17 cars, 8 tons each, or 136 tons, exclusive of engine and tender, over a 133 feet grade [2.5%], at about 8 miles an hour [13 km/h], with 120 pounds of steam, cut off at the fifth notch, using no sand, and in a snow-storm, on a bad rail."

Pause to imagine the cold and poor visibility the crew encountered on that run and reflect on the fact that some of the men were outside on the cars.

Now imagine the strong-man feat of the following:

"With a dead pull at the bottom of a 77 feet grade [1.45%], [the engine] took 504 tons up the grade and around a 90 [not sure if degree or foot radius]curve, with 125 pounds of steam, cut off at 20 inches."

They were rebuilt in 1882. 165-167 were scrapped by 1905. 170 was fitted with Wootten firebox in 1889 and scrapped in April 1912. 168-169 were designated class M-25 and carried on until 168 was broken up in May 1913 and 169 dismantled in September 1915.


Class United States (Locobase 11179)

Data from Baldwin Locomotive Works, International Exhibition 1876, Exhibit of Locomotives by Burnham Parry Williams & Co (Philadelphia: J P Lippincott & Co, 1876), pp. 8-12. See also DeGolyer, Volume 7, p. 333. Works number was 3862.

Locobase 2256 describes the very first "Consolidation" and Locobase 9678 shows the confusingly named "Mogul", an 1871-1872 variant; this entry describes the exhibit specimen built for the 1876 Centennial Exposition in Philadelphia. 310 had a larger firebox for burning anthracite coal, but was otherwise similar to the Mogul.

Baldwin took care to acknowledge many of its suppliers in a list worth duplicating as a snapshot of the network:

Boiler, ]. L. Bailey & Co.'s "Pine" Iron [Pine Iron Works, Pa];

Fire-Box, Bay State Iron Co.'s Homogeneous Cast Steel [Boston, Mass];

Tires, Standard Steel Works' Crucible Steel [Philadelphia, Pa];

Truck Wheels, A. Whitney & Sons' Double-plate Chilled Wheels [Philadelphia, Pa];

Flues, Morris, Tasker & Co.'s Lap-welded Charcoal Iron Boiler Tubes [Philadelphia, Pa];

Injector, Rue Manufacturing Co.'s "Little Giant" Injector;

Steam-Gauge, H. Belfield & Co. [Philadelphia, Pa];

Brass and Copper Piping, Bridgewater Iron Co .[Bridgewater, Mass];

Jacket Iron, W. D. Wood & Co.'s Patent Planished Sheet Iron ;

Headlight, Kelly Lamp Works [Rochester, NY].

Another little tidbit from Baldwin's recitation of the Consolidation's power that spotlights average freight weights: In describing the 35-car train of loaded coal cars, the builder notes that the tare weight of each car is 3 tons 8 cwt (7,616 lb) and a coal capacity of 6 tons (13,440 lb). Taken together, that's a loaded weight per car of 10 1/2 short tons or 9.4 long tons.

The LV rebuilt the 310 with a Wootten firebox in January 1892 and classified it M-18. It was scrapped in March 1928.

Specifications by Steve Llanso of Sweat House Media
Class1311/M-37151616/M-30 1/222/M-21 1/2
Locobase ID5375 13930 13931 12080 12113
RailroadLehigh Valley (LV)Ligonier ValleyLigonier ValleyDelaware, Susquehanna & Schuylkill (LV)Delaware, Susquehanna & Schuylkill (LV)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class51318
Road Numbers1311-1315/960-9641516, 18-1916 / 69022-29/608-615
GaugeStdStdStdStdStd
Number Built51318
BuilderBurnham, Williams & CoBurnham, Williams & CoBaldwinBurnham, Williams & CoBurnham, Williams & Co
Year19001909191318931894
Valve GearStephensonWalschaertWalschaertStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15'15.33'15.33'14.08'15.08'
Engine Wheelbase23.83'23.67'23.67'22.25'22.92'
Ratio of driving wheelbase to overall engine wheebase 0.63 0.65 0.65 0.63 0.66
Overall Wheelbase (engine & tender)57.85'56.26'56.69'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers205232 lbs157000 lbs159000 lbs135000 lbs112000 lbs
Engine Weight228082 lbs175000 lbs178000 lbs150000 lbs127000 lbs
Tender Light Weight148000 lbs126000 lbs126000 lbs70000 lbs
Total Engine and Tender Weight376082 lbs301000 lbs304000 lbs220000 lbs
Tender Water Capacity7500 gals7000 gals7000 gals3500 gals4000 gals
Tender Fuel Capacity (oil/coal)12 tons14 tons12 tons tons tons
Minimum weight of rail (calculated)86 lb/yard65 lb/yard66 lb/yard56 lb/yard47 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55.50"55"55"50"56"
Boiler Pressure200 psi200 psi200 psi150 psi150 psi
High Pressure Cylinders (dia x stroke)18" x 30"21" x 28"21" x 28"22" x 28"21" x 24"
Low Pressure Cylinders (dia x stroke)28" x 30" (2)
Tractive Effort42134 lbs38167 lbs38167 lbs34558 lbs24098 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.87 4.11 4.17 3.91 4.65
Heating Ability
Firebox Area193 sq. ft173 sq. ft202.20 sq. ft156 sq. ft151 sq. ft
Grate Area90 sq. ft46.60 sq. ft46.60 sq. ft63 sq. ft35 sq. ft
Evaporative Heating Surface4145 sq. ft2449 sq. ft2478 sq. ft2416 sq. ft1583 sq. ft
Superheating Surface
Combined Heating Surface4145 sq. ft2449 sq. ft2478 sq. ft2416 sq. ft1583 sq. ft
Evaporative Heating Surface/Cylinder Volume469.12218.18220.76196.12164.53
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation180009320932094505250
Same as above plus superheater percentage180009320932094505250
Same as above but substitute firebox area for grate area3860034600404402340022650
Power L144225413569932433402
Power MT190.01304.04316.08211.84267.86

Specifications by Steve Llanso of Sweat House Media
Class634/M-29ConsolidationEnterprise/M-17M-35M-35
Locobase ID12030 2556 16133 4896 12609
RailroadLehigh Valley (LV)Lehigh & Mahanoy (LV)Lehigh ValleyLehigh Valley (LV)Lehigh Valley (LV)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class41255333
Road Numbers634-637 / 650-651, 674-67593/617/623451-460/554-558, 606-610+1101-1153, 1201-12201154-1178, 1221-1228 / 780-812
GaugeStdStdStdStdStd
Number Built41255333
BuilderBurnham, Williams & CoM W Baldwin & CoBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & Co
Year18921866188818991902
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'13.67'16.25'16.25'
Engine Wheelbase22.50'21.17'25.42'25.42'
Ratio of driving wheelbase to overall engine wheebase 0.62 0.65 0.64 0.64
Overall Wheelbase (engine & tender)59.50'55.30'
Axle Loading (Maximum Weight per Axle)24200 lbs
Weight on Drivers130000 lbs75160 lbs171000 lbs176000 lbs
Engine Weight146000 lbs85720 lbs195000 lbs202000 lbs
Tender Light Weight121750 lbs137500 lbs
Total Engine and Tender Weight316750 lbs339500 lbs
Tender Water Capacity4000 gals2000 gals2800 gals7000 gals7000 gals
Tender Fuel Capacity (oil/coal)9 tons tons
Minimum weight of rail (calculated)54 lb/yard31 lb/yard071 lb/yard73 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50.10"48"50.38"55"62.50"
Boiler Pressure180 psi130 psi160 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)14" x 28"20" x 24"20" x 24"17" x 30"17" x 30"
Low Pressure Cylinders (dia x stroke)24" x 28" (2)28" x 30" (2)28" x 30" (2)
Tractive Effort25009 lbs22100 lbs25915 lbs39161 lbs34462 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.20 3.40 4.37 5.11
Heating Ability
Firebox Area146.50 sq. ft169.50 sq. ft177.70 sq. ft178 sq. ft
Grate Area76 sq. ft25.50 sq. ft63.30 sq. ft76.33 sq. ft76.09 sq. ft
Evaporative Heating Surface2405 sq. ft1281 sq. ft2969 sq. ft3009 sq. ft
Superheating Surface
Combined Heating Surface2405 sq. ft1281 sq. ft02969 sq. ft3009 sq. ft
Evaporative Heating Surface/Cylinder Volume482.09146.79376.72381.79
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation136803315101281526615218
Same as above plus superheater percentage136803315101281526615218
Same as above but substitute firebox area for grate area263702203503554035600
Power L132172537033083799
Power MT218.22297.66170.59190.35

Specifications by Steve Llanso of Sweat House Media
ClassM-35M-35 - superheatedM-36M-37M-37 - 30"" LP cylinders
Locobase ID16159 7304 7305 5338 9934
RailroadLehigh Valley (LV)Lehigh Valley (LV)Lehigh Valley (LV)Lehigh Valley (LV)Lehigh Valley (LV)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class2010230101
Road Numbers1201-1220700-769, 780-812813-832677-680, 682-686/1301-1310/950-959681 / 1306 / 955
GaugeStdStdStdStdStd
Number Built20101
BuilderBurnham, Williams & CoLVAlco-SchenectadyBurnham, Williams & CoBurnham, Williams & Co
Year19011914191618991898
Valve GearStephensonWalschaertWalschaertStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase16.25'16.50'16.50'15'15'
Engine Wheelbase25.42'25.42'25.42'23.83'23.83'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.65 0.65 0.63 0.63
Overall Wheelbase (engine & tender)59.50'57.06'57.06'55.04'55.04'
Axle Loading (Maximum Weight per Axle)47330 lbs48600 lbs
Weight on Drivers171000 lbs183810 lbs187900 lbs202232 lbs202230 lbs
Engine Weight195000 lbs211420 lbs214900 lbs225082 lbs225080 lbs
Tender Light Weight121750 lbs155200 lbs155200 lbs121000 lbs121000 lbs
Total Engine and Tender Weight316750 lbs366620 lbs370100 lbs346082 lbs346080 lbs
Tender Water Capacity7000 gals8000 gals8000 gals7000 gals
Tender Fuel Capacity (oil/coal)9 tons12 tons12 tons tons tons
Minimum weight of rail (calculated)71 lb/yard77 lb/yard78 lb/yard84 lb/yard84 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"62.50"62.50"55"55"
Boiler Pressure200 psi205 psi205 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)17" x 30"21" x 30"23" x 30"18" x 30"18" x 30"
Low Pressure Cylinders (dia x stroke)28" x 30" (2)28" x 30" (2)30" x 30" (2)
Tractive Effort39161 lbs36885 lbs44246 lbs42517 lbs44182 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.37 4.98 4.25 4.76 4.58
Heating Ability
Firebox Area177.70 sq. ft175.60 sq. ft202 sq. ft215 sq. ft215 sq. ft
Grate Area76.33 sq. ft76 sq. ft76 sq. ft90 sq. ft90 sq. ft
Evaporative Heating Surface2969 sq. ft2259 sq. ft2444 sq. ft4040 sq. ft4106 sq. ft
Superheating Surface425 sq. ft496 sq. ft
Combined Heating Surface2969 sq. ft2684 sq. ft2940 sq. ft4040 sq. ft4106 sq. ft
Evaporative Heating Surface/Cylinder Volume376.72187.84169.41457.23464.70
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1526615580155801800018000
Same as above plus superheater percentage1526618073182291800018000
Same as above but substitute firebox area for grate area3554041758484504300043000
Power L13308123621172043863870
Power MT170.59593.08550.04191.25168.76

Specifications by Steve Llanso of Sweat House Media
ClassMogulUnited States
Locobase ID9678 11179
RailroadLehigh Valley (LV)Lehigh Valley (LV)
CountryUSAUSA
Whyte2-8-02-8-0
Number in Class21
Road Numbers165-172310
GaugeStdStd
Number Built21
BuilderBurnham, Parry, Williams & CoBurnham, Parry, Williams & Co
Year18711876
Valve GearStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15'14.75'
Engine Wheelbase22.33'22.83'
Ratio of driving wheelbase to overall engine wheebase 0.67 0.65
Overall Wheelbase (engine & tender)46.17'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers80000 lbs88000 lbs
Engine Weight90000 lbs100000 lbs
Tender Light Weight48000 lbs
Total Engine and Tender Weight138000 lbs
Tender Water Capacity2400 gals2000 gals
Tender Fuel Capacity (oil/coal)
Minimum weight of rail (calculated)33 lb/yard37 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50.75"50"
Boiler Pressure130 psi130 psi
Cylinders (dia x stroke)20" x 24"20" x 24"
Tractive Effort20902 lbs21216 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.83 4.15
Heating Ability
Firebox Area135 sq. ft149 sq. ft
Grate Area28.60 sq. ft27.60 sq. ft
Evaporative Heating Surface1303 sq. ft1281 sq. ft
Superheating Surface
Combined Heating Surface1303 sq. ft1281 sq. ft
Evaporative Heating Surface/Cylinder Volume149.31146.79
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation37183588
Same as above plus superheater percentage37183588
Same as above but substitute firebox area for grate area1755019370
Power L124922515
Power MT274.70252.03

Photos

Reference


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