As noted in Locobase 3271, these camelback Decapods were delivered as compound locomotives. Some time around the turn of the century, the class was simpled. It retained its 36" combustion chamber (contributing 57 sq ft to firebox heating surface) for some time after that and that configuration is shown in the specifications.
By the time of the 1917 diagram, however, the combustion chamber had been eliminated and the specs show 15 ft 0 3/8" tubes. Yet a comparison with the earlier version unearths an anomaly. With the deletion of the combustion chamber, the Erie diagram shows that tube evaporative heating surface came to 2,228 sq ft, only 16 sq ft more than the same number of tubes measuring a full 3 ft less in 1907. A straight upscale based on the longer tubes suggests instead a total tube area of 2,785 sq ft.
This large class of 2-10-0s was built by Baldwin and Alco (Richmond and Schenectady Works) for the Russian Government. When that empire was overthrown, some 200 of the Russian order was diverted to railroads in the US, including the Erie which wound up with the largest single batch.
They were typical Decapods: low-drivered with big grates and no pretensions to speed, although one New York, Susquehanna, and Western decapod pulled the last passenger train to arrive in Sussex, New Jersey. (This may say more for the state of West Jersey passenger service than for any inherent qualities of the 2-10-0.)
More powerful than the earlier J1s, these engines also had a better balance between grate and boiler. They were fitted with superheaters, but were manually stoked and had no feedwater heaters.
Built by Baldwin, Richmond (Alco), and Schenectady (Alco). Schenectady built 13.
The 2450 was sold to the Alabama, Tennessee & Northern in November 1943 as their 427. (Thanks to Chris Hohl for the information.). It later operated on the Minneapolis, Northfield & Southern as their 507.
The earliest source, the Baldwin history, gives the tube length and firebox heating surface as shown (12 ft, 185 sq ft) and notes a combustion chamber.
These engines were among the first decapods -- almost certainly the only Camelbacks of the wheel arrangement -- and relatively small compared to later 2-10-0s. The Baldwin history notes that the first, fourth, and fifth driver sets were flanged and that the last had 1/4" lateral play.
The history described the role played by this quintet: "These locomotives are used as pushers on the Susquehanna Hill,where curves of five degrees are combined with grades of 60 ft per mile [1.5%], doing the work of two ordinary 'Consolidation' locomotives." Samuel Vauclain would declare to the 1892 Annual Meeting of the American Association of Railway Master Mechanics that the size and power of the design was such that "...were they made plain [i.e., simple-expansion] engines, no man could fire at all."
Notwithstanding Vauclain's pronouncement, the sextet was later converted to simple-expansion operation with two 21 x 28"(533 x 711 mm) cylinders, boiler pressure reduced to 165 psi,(11.35 bar) and a tractive effort of 34,640 lb (15, 712 kg). The 1907 diagram add the data that the combustion chamber contributed 57 sq ft (5.3 sq m) to the firebox heating surface. The 1917 diagram suggests that the chamber was later removed; see Locobase 8530 for the data on this later modification.
|Specifications by Steve Llanso of Sweat House Media|
|Class||J-1 - simpled||J-2||S / J-1|
|Railroad||New York, Lake Erie & Western (ERR)||Erie (ERR)||New York, Lake Erie & Western (ERR)|
|Number in Class||6||75||6|
|Builder||Erie||several||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||18.83 / 5.74||18.33 / 5.59||18.83 / 5.74|
|Engine Wheelbase (ft / m)||27.25 / 8.31||27.54 / 8.39||27.25 / 8.31|
|Ratio of driving wheelbase to overall engine wheebase||0.69||0.67||0.69|
|Overall Wheelbase (engine & tender) (ft / m)||53.46 / 16.29||53.46 / 16.29|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||39,300 / 17,826||35,000 / 15,876|
|Weight on Drivers (lbs / kg)||173,700 / 78,789||175,000 / 79,379||172,000 / 78,018|
|Engine Weight (lbs / kg)||200,550 / 90,968||197,900 / 89,766||195,000 / 88,451|
|Tender Loaded Weight (lbs / kg)||90,100 / 40,869||146,700||89,420 / 40,560|
|Total Engine and Tender Weight (lbs / kg)||290,650 / 131,837||344,600||284,420 / 129,011|
|Tender Water Capacity (gals / ML)||4500 / 17.05||7400 / 28.03||4500 / 17.05|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||10 / 9.10||14 / 8||10 / 9.10|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||58 / 29||58 / 29||57 / 28.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50 / 1270||52 / 1321||50 / 1270|
|Boiler Pressure (psi / kPa)||165 / 11.40||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||21" x 28" / 533x711||25" x 28" / 635x711||16" x 28" / 406x711|
|Low Pressure Cylinders (dia x stroke) (in / mm)||27" x 28" / 686x711|
|Tractive Effort (lbs / kg)||34,636 / 15710.64||51,490 / 23355.50||32,467 / 14726.80|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.02||3.40||5.30|
|Firebox Area (sq ft / m2)||242 / 22.49||227 / 21.10||242 / 22.49|
|Grate Area (sq ft / m2)||89.50 / 8.32||64.70 / 6.01||89.50 / 8.32|
|Evaporative Heating Surface (sq ft / m2)||2470 / 229.55||2610 / 242.57||2470 / 229.55|
|Superheating Surface (sq ft / m2)||579 / 53.81|
|Combined Heating Surface (sq ft / m2)||2470 / 229.55||3189 / 296.38||2470 / 229.55|
|Evaporative Heating Surface/Cylinder Volume||220.05||164.07||379.07|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||14,768||11,646||16,110|
|Same as above plus superheater percentage||14,768||13,742||16,110|
|Same as above but substitute firebox area for grate area||39,930||48,215||43,560|