The 111 was originally intended for the West Virginia Northern, but was diverted to the S&NY, a coal road that was incorporated in Pennsylvania in 1903 as a consolidation of the Susquehanna & New York Railway and the Grays Run Railway Company. The railroad was owned by United States Leather and served as a bridge line for several larger roads including the Lehigh Valley, the New York Central, and the Reading.
The main line ran 43 miles from Towanda to Ralston, Penna. Add on the 12-mile branch composed of the former Grays Run Rwy and the total main-line mileage was 54.8 miles.
The S & NY sold both engines in 1919 to the Central Pennsylvania Lumber Company and both were sold to Rib Lake Lumber in Wisconsin in 1924 as their 67 and 69.
The 114 was a typically hefty coal mover of the late Saturated Age. Eventually, the locomotive wound up on the Central Pennsylvania Leather Company. It was scrapped in 1942.
The second Consolidation ordered by the S & NY retained the boiler design of the first (Locobase 13201) but substantially revised the firebox. The result was a wider, shallower furnace that increased grate area by nearly 50%. Revisions in the cylinder volume by reducing the stroke were offset by a 6" reduction in driver diameter, which combined to increase starting tractive effort.
Unlike the 114, which was sold before the S & NY was abandoned in 1942, the 115 remained in service. After the S & NY closed, the engine was sold to the US Navy's Naval Advance Base Depot in Davisville, RI. Apparently a wartime acquisition, the 3 was scrapped in August 1947.
This was the largest and latest of the four Consolidations that Baldwin built for this bridge line, which connected the Pennsylvania at March Hill Junction with the Lehigh Valley at Towanda. Steam admission came through 13" (330 mm) diameter piston valves and the firebox heating surface area included 29 sq ft (2.7 sq m) in four arch tubes.
In February 1943, 116 left the Northeast for the Deep South, where it served the Meridian & Bigbee River in Mississippi. In May 1955, the M & BR donated the 116 to Meridian. where it went on display at Highland Park.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Susquehanna & New York||Susquehanna & New York||Susquehanna & New York||Susquehanna & New York|
|Number in Class||2||1||1||1|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.64||0.64||0.64|
|Overall Wheelbase (engine & tender)||47.37'||55.56'||55.46'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||125000 lbs||187000 lbs||185000 lbs||195400 lbs|
|Engine Weight||140000 lbs||202000 lbs||201000 lbs||212900 lbs|
|Tender Light Weight||90000 lbs||120000 lbs||115000 lbs||117100 lbs|
|Total Engine and Tender Weight||230000 lbs||322000 lbs||316000 lbs||330000 lbs|
|Tender Water Capacity||4500 gals||6000 gals||6000 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||10 tons|
|Minimum weight of rail (calculated)||52 lb/yard||78 lb/yard||77 lb/yard||81 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||160 psi||200 psi||200 psi||185 psi|
|Cylinders (dia x stroke)||21" x 24"||22" x 30"||22" x 28"||23" x 28"|
|Tractive Effort||31292 lbs||43305 lbs||45173 lbs||45670 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.99||4.32||4.10||4.28|
|Firebox Area||148 sq. ft||214 sq. ft||198 sq. ft||222 sq. ft|
|Grate Area||28 sq. ft||33.60 sq. ft||49.50 sq. ft||49.50 sq. ft|
|Evaporative Heating Surface||2108 sq. ft||3141 sq. ft||3125 sq. ft||2726 sq. ft|
|Superheating Surface||626 sq. ft|
|Combined Heating Surface||2108 sq. ft||3141 sq. ft||3125 sq. ft||3352 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||219.10||237.97||253.67||202.46|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4480||6720||9900||9158|
|Same as above plus superheater percentage||4480||6720||9900||10897|
|Same as above but substitute firebox area for grate area||23680||42800||39600||48873|