This small Consolidation had the large steam dome over the crown sheet typical of the mid-1880s as well as a long gap between the first two driven axles. Like the other Monons, the engine had a capped stack.
Locobase had a hunch that this design came from the early 1890s and once the Connelly builder's number list for Baldwin became available, he was proved right. The Consolidations came in two batches: Works numbers were 12615-12617 in April 1892 and 12736-737 in June 1892.
Unusually for a Monon engine, the stack on the H-2 was not capped.
The L, NA & C Railway was formed in 1859 and represented a reconstituted New Albany & Salem. In 1897, the L, NA & C was reorganized as the Chicago, Indianapolis & Louisville, the road best known as the "Monon" for the junction at which the two main lines crossed to make an X.
It seems rather late in the game (1910) for a railroad to have ordered 5 saturated-steam Consolidations, but so the Monon did. The profile shows a burly freighter on the taller drivers favored in the 20th century, a size that was not pursued on the C I & L, however; see Locobase 8312. This class also was delivered with Walschaert outside radial valve gear. Not long after, the railroad superheated some of the H-3s; see Locobase 8307.
Superheating the H-3, which came to the C I & L as a saturated-steam design, took advantage of the relatively capacious boiler barrel by balancing the evaporative heating surface area sacrificed in removing 141 small tubes in favor of 30 flues with the area gained in superheater area. Also the firebox heating surface area increased by 27 sq ft, probably in the form of arch tubes. Inevitably, the locomotive also gained weight, adding almost 3 tons to its adhesion weight.
In this reconditioned form, the class operated for two more decades with the first H-3 retiring in 1936 and the last in 1946.
Of the Monon's 20th-century Consolidations, this class came first in 1904-1905. They still rode on 57" drivers, as did the immediately following H-5s, which had inch-larger cylinders (see Locobase 8309).
Like the rest, the H-4 class was superheated in the 1920s; see Locobase 8310.
Unlike the H-3's superheating, the H-4 lost some heating surface area in the exchange of 158 small tubes for 30 flues and the class retained its inside Stephenson valve gear. As the oldest of the conversions, this class was the first to have all of its members retired (in 1940).
There must have been several reasons why this follow-on trio to the H-4s of 1904-1905 (Locobase 8308) put 4 more tons on the drivers. Certainly increasing the cylinder diameter by an inch can't account for all of the growth. The weight gain did offset the effect of increased tractive effort on adhesion (and thus may have been the reason) - the H-5's factor of adhesion remained satisfactory. Unlike the H-4s, the H-5s were delivered with outside Walschaert radial valve gear.
H-5s were superheated in the 1920s; see Locobase 8311.
When the H-5s (Locobase 8309) were superheated, their boilers were modfied exactly as had been those of the H-4s (Locobase 8308/8310). And like the H-4s, the H-5s began retiring in 1940 with the last leaving a year later in 1941.
Following the lone Baldwin Consolidations to make it onto the Monon, this class reverted to the 57" driver diameter of the other classes. And like all of the others, the H-6s were superheated in the 1920s; see Locobase 8313.
When the H-6s were superheated, they were given the same makeover as all of the other Monon Consolidations. The firebox gained 25 sq ft of heating surface (probably in arch tubes), the boiler lost 152 small tubes in favor of 32 flues, boiler pressure dropped by 10 lb, and weight grew.
This was the longest-lived class on the C I & L with the last engine retiring in 1948.
|Specifications by Steve Llanso|
|Class||H-1||H-2||H-3||H-3 - superheated||H-4||H-4 - superheated||H-5||H-5 - superheated||H-6||H-6 - superheated|
|Railroad||Chicago, Indianapolis & Louisville (Monon)||Louisville, New Albany & Chicago (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)||Chicago, Indianapolis & Louisville (Monon)|
|Road Numbers||200||82-86 / 210-214||250-254||250-252, 254||260-265||260-265||270-272||270-272||280-286||280-286|
|Builder||Rogers||Burnham, Williams & Co||Alco-Brooks||Monon||Alco-Brooks||Monon||Alco-Brooks||Alco-Brooks||Alco-Brooks||Alco-Brooks|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.68||0.67||0.64||0.65||0.65||0.64||0.65||0.65||0.65||0.65|
|Overall Wheelbase (engine & tender)||50.79'||49.62'||57.10'||57.15'||55.62'||55.62'||55.62'||55.62'||57.15'||57.15'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||112500 lbs||107000 lbs||179500 lbs||184500 lbs||168000 lbs||173000 lbs||174000 lbs||179000 lbs||185500 lbs||191000 lbs|
|Engine Weight||130500 lbs||120000 lbs||200500 lbs||206500 lbs||188000 lbs||194000 lbs||196000 lbs||202000 lbs||209200 lbs||216000 lbs|
|Tender Light Weight||72000 lbs||80000 lbs||145500 lbs||145500 lbs||145500 lbs||145500 lbs||145500 lbs||145500 lbs||145500 lbs||145500 lbs|
|Total Engine and Tender Weight||202500 lbs||200000 lbs||346000 lbs||352000 lbs||333500 lbs||339500 lbs||341500 lbs||347500 lbs||354700 lbs||361500 lbs|
|Tender Water Capacity||4000 gals||4000 gals||7000 gals||7000 gals||7000 gals||7000 gals||7000 gals||7000 gals||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||6 tons||15 tons||15 tons||15 tons||15 tons||15 tons||15 tons||15 tons||15 tons|
|Minimum weight of rail (calculated) on which locomotive could run||47 lb/yard||45 lb/yard||75 lb/yard||77 lb/yard||70 lb/yard||72 lb/yard||73 lb/yard||75 lb/yard||77 lb/yard||80 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||160 psi||160 psi||200 psi||190 psi||200 psi||190 psi||200 psi||190 psi||200 psi||190 psi|
|Cylinders (dia x stroke)||20" x 24"||20" x 26"||22" x 30"||22" x 30"||21" x 28"||21" x 28"||22" x 28"||22" x 28"||22" x 30"||22" x 30"|
|Tractive Effort||25600 lbs||27733 lbs||39181 lbs||37222 lbs||36827 lbs||34986 lbs||40418 lbs||38397 lbs||43305 lbs||41140 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.39||3.86||4.58||4.96||4.56||4.94||4.31||4.66||4.28||4.64|
|Firebox Area||155 sq. ft||170 sq. ft||173 sq. ft||200 sq. ft||175 sq. ft||200 sq. ft||175 sq. ft||200 sq. ft||175 sq. ft||200 sq. ft|
|Grate Area||28 sq. ft||31 sq. ft||54.50 sq. ft||54.50 sq. ft||54.50 sq. ft||54.50 sq. ft||54.50 sq. ft||54.50 sq. ft||54.50 sq. ft||54.50 sq. ft|
|Evaporative Heating Surface||1416 sq. ft||1810 sq. ft||2955 sq. ft||2464 sq. ft||2847 sq. ft||2291 sq. ft||2847 sq. ft||2291 sq. ft||3083 sq. ft||2621 sq. ft|
|Superheating Surface||519 sq. ft||485 sq. ft||485 sq. ft||553 sq. ft|
|Combined Heating Surface||1416 sq. ft||1810 sq. ft||2955 sq. ft||2983 sq. ft||2847 sq. ft||2776 sq. ft||2847 sq. ft||2776 sq. ft||3083 sq. ft||3174 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||162.26||191.46||223.88||186.68||253.64||204.10||231.10||185.97||233.58||198.57|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4480||4960||10900||10355||10900||10355||10900||10355||10900||10355|
|Same as above plus superheater percentage||4480||4960||10900||12115||10900||12115||10900||12115||10900||12115|
|Same as above but substitute firebox area for grate area||24800||27200||34600||44460||35000||44460||35000||44460||35000||44460|