The W & LE diagram shows that this burly Consolidation fed its cylinders with 14" piston valves. They were indeed robust locomotives with considerable cylinder volume and adequate superheater area for their generation. In fact, RLE's report claimed: "They deserve special study ...On roads where freight service does not demand a speed greater than that which can be obtained economically by 57" wheels, the Consolidation should be the preferable type." One advantage of the smaller drivers was the ability to increase the firebox's depth, which the R&LE described as always "a serious problem with the Consolidation engine." In this design the distance from the grate's surface up to the bottom row of firetubes was 24 3/4" (629 mm).

The boiler was described by Alco as a 100% vessel that was guaranteed "to furnish a constant supply of steam for any sustained speed the locomotive cylinders are capable of making."

Firebox heating surface area, which measured 223.7 sq ft (20.8 sq m) when delivered in 1913, was later augmented by 31.7 sq ft (2.95 sq m) of arch tubes. They were delivered with boilers set to 185 psi (12.75 bar), but pressure soon rose to 200 psi (13.8 bar).

The class went to work on the Toledo division on the 72 miles (116 km) between Brewster and Huron, Ohio. Wheeling's superintendent of motive power and cars FT Hyndman's review of early performance was quite favorable, reported the R&LE,which summarized the conclusion: "[T]he engines are very efficient and economical. They steam very freely and give no trouble whatever from lack of steam when properly fired."

The ruling grade against eastbound traffic was a mere 0.5% and the westbound trains felt even less resistance from a 0.4% average. One five-mile grade of 1.15% required helper service. Eastbound trains averaged 3,130 tons, westbound 3,575 tons, each at 20 mph. Average coal consumption for the trip was 15,360 lb (6,967 kg) or half a full tender; ton-mile consumption came to 0.636 lb (28.8 grams). Average water consumption was about a tender and a half: 14,416 US gallons (54,565 litres) or .0859 gallons (0.22 litres) per ton-mile.

Later updates included a very welcome stoker and syphons; see Locobase 7824.

Locobase 5427 shows these twenty big Consolidations as they were delivered in 1913. The firebox heating surface in this entry reflects the later deletion of two fire tubes and two arch tubes (14.2 sq ft/1.3 sq m) in favor of two Nicholson thermic syphons (80.5 sq ft/7.5 sq m). Some engines were retrofitted with automatic stokers and the weights given in this entry show locomotives with both syphons and stoker added at a gain of 7,020 lb (3,184 kg) over the original configuration.

The W & LE diagram shows that this burly Consolidation fed its cylinders with 14" piston valves.

Nine of the class were withdrawn and scrapped in October-November 1941. Except as described below, the other seven continued in service until November-December 1949.

6062 and 6066 were sold in December 1942 to the Pittsburgh & West Virginia as their G-8 950-951. The P&WV leased the 6055 in January 1943, but lost it in a wreck two months later. Four more--6053, 6056, 6061, and 6067--were leased by the Nickel Plate in December 1949, but withdrawn within a year.

Locobase 5427 shows these twenty big Consolidations as they were delivered in 1913. The firebox heating surface in this entry reflects the later deletion of two fire tubes and two arch tubes (14.2 sq ft/1.3 sq m) in favor of 2 Nicholson thermic syphons (80.5 sq ft/7.5 sq m). Some engines were retrofitted with automatic stokers and the weights given in this entry show locomotives with both syphons and stoker added at a gain of 7,020 lb (3,184 kg) over the original configuration.

The W & LE diagram shows that this burly Consolidation fed its cylinders with 14" piston valves.

Viewed in company with dozens of other Consolidation classes that ran on US rails at the turn of the century, this was a small design. The boiler had one of the lowest amounts of heating surface and grate and firebox areas ran well below the median. Weights ran low as well, stamping this class as light-footed, branch-line engines.

This trio was originally delivered as cross-compounds with 22" HP and 33" LP cylinders. Compared to the earlier H-3s (Locobase 7887), their boilers had 25 more tubes in a barrel that measured 2" smaller behind the smokebox. The difference was the greater taper back by the firebox. Still, as Consolidations went in those turn-of-the-century days, this was a rather small design.

As was usual with North American railroads, the cross-compound era on the W & LE lasted only a short time before the engines were converted to simple expansion.

This Consolidation class represents a good-sized freight design of the early 1900s. Baldwin supplied them as Vauclain compounds in small batches.

These were rebuilt as simple-expansion 21" x 30" engines, but apparently were never superheated. Locobase has established that the W & LE diagrams have a mysterious value for the count of tubes in the boilers of this class. The original Baldwin spec showed 366 2" tubes, which yields a heating surface area quite in line with the total heating surface given in the W & LE diagrams. But the latter credit this class with 319 tubes. It may be that the boilers were rebuilt with 2 1/4" tubes, but the total heating surface falls short.

3560 was scrapped first in July 1928. The others followed over the next 4 years with 3557 completing the break-up in November 1932.

This Consolidation class was apparently delivered out of a single batch (works #30845-30894). They had 11" piston valves. By 1924, the time of the guide from which the data are taken, the number of saturated-boiler engines had been cut in half. The others are shown in Locobase 7893-7894.

This Consolidation class was apparently delivered out of a single batch (works #30845-30894). They had 11" piston valves. By 1924, the time of the guide from which the data are taken, the number of saturated-boiler engines had been cut in half. The others are shown in Locobase 7893-7894.

A look at the works numbers suggests that this class, as defined in 1924, was a subset of the original H-6 Consolidation class of 1905 and were superheated later as well. These had larger cylinders with 12" piston valves (vs 11" in the original), a useful degree of superheat, 3 arch tubes contributing 21.8 sq ft to the firebox's heating surface, and Baker gear. H-6c engines received the superheater and the arch tubes, but were otherwise similar to H-6a locomotives; see Locobase 7894.

Locobase notes that this subclass used the original power layout supplied when the H-6 class was first delivered in 1905 (Locobase 7892), including the 11" piston valves, the 21 1/2" cylinders, and 200-psi boiler pressure. Added later, as shown here, are the superheater and 3 arch tubes contributing 21.8 sq ft to the firebox's heating surface.

Locobase has a hunch that this class came from another railroad during an acquisition. The diagram was placed last in both books even though the class ID, wheel arrangement, and engine numbers suggested a location somewhere in the middle. Also, the numbers themselves seem out of order with the rest of the Consolidations (although not by much) and the locomotive listings at the front of the books show no builder's numbers or old-number series, as they did for all of the other W & LE engines.

Drury (1993), however, says that the only Consolidations the Wabash ever used were second-hand locomotives from the DT&I (I-2) and the Wheeling & Lake Erie (I-3). Both of those transactions came well after the publication of the table in AERJ. So what railroad actually operated this locomotive?

It's confusing because although Connelly shows the class going to the Wabash in 1910, the AERJ already put them on the Indiana railroad. And Baldwin's own specs show the engines were purchased by the Wabash, but lettered for the W & LE.

The AERJ shows a firebox area of 192 sq ft, however, while the 1917 diagram (dated January of that year) shows 283 sq ft. The latter number seems unlikely and in fact later Wabash diagrams show total firebox heating surface as recorded here in the specs, of which 26 sq ft was manifested in 4 arch tubes.

In the 1920s, the Wabash superheated this class; see Locobase 6294.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | G-3/H-10 | H-10 with syphons | H-10 with syphons | H-3 | H-3 - 3009 |

Locobase ID | 5427 | 7874 | 14453 | 7887 | 7888 |

Railroad | Wheeling & Lake Erie | Wheeling & Lake Erie | Wheeling & Lake Erie | Wheeling & Lake Erie | Wheeling & Lake Erie |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 20 | 2 | 20 | 8 | 3 |

Road Numbers | 2401-2420 / 6051-6070 | 2401-2420/6051-6070 | 6051-6070 | 3001-3008 | 3009-3011 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 20 | 2 | 8 | 3 | |

Builder | Alco-Schenectady | W&LE | Alco-Schenectady | Pittsburgh | Pittsburgh |

Year | 1913 | 1925 | 1925 | 1900 | 1902 |

Valve Gear | Walschaert | Walschaert | Walschaert | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17' | 17' | 17' | 15.67' | 15.67' |

Engine Wheelbase | 27' | 27' | 27' | 23.58' | 23.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.63 | 0.63 | 0.63 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 62.71' | 62.21' | 62.17' | 53.08' | 52' |

Axle Loading (Maximum Weight per Axle) | 62100 lbs | 62100 lbs | 62100 lbs | ||

Weight on Drivers | 236000 lbs | 244420 lbs | 244420 lbs | 132200 lbs | 135600 lbs |

Engine Weight | 266500 lbs | 274920 lbs | 274920 lbs | 148500 lbs | 151200 lbs |

Tender Light Weight | 177300 lbs | 189300 lbs | 189300 lbs | 84500 lbs | 87600 lbs |

Total Engine and Tender Weight | 443800 lbs | 464220 lbs | 464220 lbs | 233000 lbs | 238800 lbs |

Tender Water Capacity | 9000 gals | 9000 gals | 9000 gals | 4000 gals | 4000 gals |

Tender Fuel Capacity (oil/coal) | 15 tons | 21 tons | 21.5 tons | 8.4 tons | 9.3 tons |

Minimum weight of rail (calculated) | 98 lb/yard | 102 lb/yard | 102 lb/yard | 55 lb/yard | 57 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 57" | 57" | 57" | 57" |

Boiler Pressure | 185 psi | 200 psi | 185 psi | 165 psi | 180 psi |

High Pressure Cylinders (dia x stroke) | 26" x 30" | 26" x 30" | 26" x 30" | 20" x 28" | 20" x 28" |

Low Pressure Cylinders (dia x stroke) | 30" x 28" (1) | ||||

Tractive Effort | 55948 lbs | 60484 lbs | 55948 lbs | 27558 lbs | 20813 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.22 | 4.04 | 4.37 | 4.80 | 6.52 |

Heating Ability | |||||

Firebox Area | 284.70 sq. ft | 334.70 sq. ft | 343.70 sq. ft | 161 sq. ft | 159 sq. ft |

Grate Area | 66.75 sq. ft | 66.60 sq. ft | 66.60 sq. ft | 30.30 sq. ft | 30.20 sq. ft |

Evaporative Heating Surface | 3517 sq. ft | 3620 sq. ft | 3621 sq. ft | 1832 sq. ft | 2008 sq. ft |

Superheating Surface | 774 sq. ft | 776 sq. ft | 774 sq. ft | ||

Combined Heating Surface | 4291 sq. ft | 4396 sq. ft | 4395 sq. ft | 1832 sq. ft | 2008 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 190.78 | 196.37 | 196.42 | 179.94 | 394.46 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 12349 | 13320 | 12321 | 5000 | 5436 |

Same as above plus superheater percentage | 14572 | 15718 | 14539 | 5000 | 5436 |

Same as above but substitute firebox area for grate area | 62150 | 78989 | 75030 | 26565 | 28620 |

Power L1 | 11351 | 12654 | 11731 | 4060 | 4185 |

Power MT | 424.15 | 456.55 | 423.25 | 270.82 | 272.16 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | H-5 | H-6a | H-6a - superheated | H-6b / G-2 | H-6c |

Locobase ID | 7891 | 7892 | 8324 | 7893 | 7894 |

Railroad | Wheeling & Lake Erie | Wheeling & Lake Erie | Wheeling & Lake Erie | Wheeling & Lake Erie | Wheeling & Lake Erie |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 15 | 6 | 6 | 20 | 20 |

Road Numbers | 250-264 / 700-714 / 3551-3565 | 4151-4156 | 4151-4156 | 2101-2149 / 4301-4320 | 2101-2149 / 4301-4320 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 15 | ||||

Builder | Burnham, Williams & Co | Alco-Brooks | W & LE | Alco-Brooks | Alco-Brooks |

Year | 1903 | 1905 | 1905 | 1905 | 1905 |

Valve Gear | Stephenson | Stephenson | Walschaert | Baker | Baker |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.25' | 15.75' | 15.75' | 15.75' | 15.75' |

Engine Wheelbase | 24' | 24.50' | 24.50' | 24.50' | 24.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.64 | 0.64 | 0.64 | 0.64 |

Overall Wheelbase (engine & tender) | 52.67' | 57.87' | 57.87' | 57.87' | 57.87' |

Axle Loading (Maximum Weight per Axle) | 47120 lbs | 47200 lbs | |||

Weight on Drivers | 161000 lbs | 188112 lbs | 188112 lbs | 193700 lbs | 188112 lbs |

Engine Weight | 185500 lbs | 207800 lbs | 209612 lbs | 216800 lbs | 209612 lbs |

Tender Light Weight | 111800 lbs | 153000 lbs | 153000 lbs | 153000 lbs | 153000 lbs |

Total Engine and Tender Weight | 297300 lbs | 360800 lbs | 362612 lbs | 369800 lbs | 362612 lbs |

Tender Water Capacity | 6000 gals | 8000 gals | 8000 gals | 8000 gals | 8000 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 14 tons | 14 tons | 14 tons | 14 tons |

Minimum weight of rail (calculated) | 67 lb/yard | 78 lb/yard | 78 lb/yard | 81 lb/yard | 78 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 57" | 57" | 57" | 57" |

Boiler Pressure | 180 psi | 200 psi | 200 psi | 190 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 15.5" x 30" | 21.5" x 30" | 21.5" x 30" | 22.5" x 30" | 21.5" x 30" |

Low Pressure Cylinders (dia x stroke) | 26" x 30" (2) | ||||

Tractive Effort | 28547 lbs | 41359 lbs | 41359 lbs | 43031 lbs | 41359 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.64 | 4.55 | 4.55 | 4.50 | 4.55 |

Heating Ability | |||||

Firebox Area | 170 sq. ft | 188 sq. ft | 107.50 sq. ft | 209.80 sq. ft | 209.80 sq. ft |

Grate Area | 47 sq. ft | 50.30 sq. ft | 50.50 sq. ft | 50.50 sq. ft | 50.50 sq. ft |

Evaporative Heating Surface | 2933 sq. ft | 2986 sq. ft | 2466 sq. ft | 2468 sq. ft | 2468 sq. ft |

Superheating Surface | 527 sq. ft | 527 sq. ft | 527 sq. ft | ||

Combined Heating Surface | 2933 sq. ft | 2986 sq. ft | 2993 sq. ft | 2995 sq. ft | 2995 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 447.66 | 236.87 | 195.62 | 178.77 | 195.78 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 8460 | 10060 | 10100 | 9595 | 10100 |

Same as above plus superheater percentage | 8460 | 10060 | 11918 | 11322 | 11918 |

Same as above but substitute firebox area for grate area | 30600 | 37600 | 25370 | 47037 | 49513 |

Power L1 | 3509 | 5917 | 11676 | 10799 | 12450 |

Power MT | 192.20 | 277.38 | 547.36 | 491.64 | 583.64 |

Specifications by Steve Llanso of Sweat House Media | ||
---|---|---|

Class | H-7 | H-7 / I3 |

Locobase ID | 7898 | 5698 |

Railroad | Wheeling & Lake Erie | Wheeling & Lake Erie |

Country | USA | USA |

Whyte | 2-8-0 | 2-8-0 |

Number in Class | 10 | 30 |

Road Numbers | 2101-2149 / 3571-3580 | 2301-2330 |

Gauge | Std | Std |

Number Built | 10 | 30 |

Builder | Alco-Brooks | Burnham, Williams & Co |

Year | 1901 | 1906 |

Valve Gear | Stephenson | Stephenson |

Locomotive Length and Weight | ||

Driver Wheelbase | 17.33' | 15.75' |

Engine Wheelbase | 25.50' | 24.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.68 | 0.64 |

Overall Wheelbase (engine & tender) | 54.69' | 57.87' |

Axle Loading (Maximum Weight per Axle) | 52000 lbs | |

Weight on Drivers | 158000 lbs | 190000 lbs |

Engine Weight | 180000 lbs | 215000 lbs |

Tender Light Weight | 124500 lbs | 154000 lbs |

Total Engine and Tender Weight | 304500 lbs | 369000 lbs |

Tender Water Capacity | 6000 gals | 8000 gals |

Tender Fuel Capacity (oil/coal) | 13 tons | tons |

Minimum weight of rail (calculated) | 66 lb/yard | 79 lb/yard |

Geometry Relating to Tractive Effort | ||

Driver Diameter | 63" | 58" |

Boiler Pressure | 200 psi | 200 psi |

Cylinders (dia x stroke) | 21" x 30" | 22" x 30" |

Tractive Effort | 35700 lbs | 42559 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.43 | 4.46 |

Heating Ability | ||

Firebox Area | 187 sq. ft | 214 sq. ft |

Grate Area | 43 sq. ft | 50.50 sq. ft |

Evaporative Heating Surface | 2962 sq. ft | 3393 sq. ft |

Superheating Surface | ||

Combined Heating Surface | 2962 sq. ft | 3393 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 246.29 | 257.06 |

Computations Relating to Power Output (More Information) | ||

Robert LeMassena's Power Computation | 8600 | 10100 |

Same as above plus superheater percentage | 8600 | 10100 |

Same as above but substitute firebox area for grate area | 37400 | 42800 |

Power L1 | 6805 | 6537 |

Power MT | 379.81 | 303.40 |

- 4308 (July 1950, Lodi, OH. Photo courtesy David Mainey)

- The Nickel Plate Story by John A. Rehor, Published by Kalmbach Publications.
- Nickel Plate Road Historical & Technical Society

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