Central New England & Western 2-8-0 "Consolidation" Locomotives in the USA

Class Details by Steve Llanso of Sweat House Media

Class 4 /F-1 (Locobase 11458)

Data from 1915 CNE locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 15, p. 34, Vol 16, p. 80 and 138 . Works numbers were 9860-9861, 9863 (road numbers 24-26) in March 1889, 10839 and 10843 in April 1890 (road# 29-30), 11217, 11214 in September (road# 27-28), 11476-11478 in December (road# 31-33).

With respect both to numbers and to specifications, these Consolidations fell right in the middle of the range of 2-8-0s that entered service in the US during the late 1880s.

5 was sold in 1915 to Azucar de Cuba. 27 was sold in September 1906 to the Spokane & Inland Empire as their 6. In 1920, the newly established Brownlee-Olds Lumber company, heirs to Medford, Ore's Pacific & Eastern, bought the 6.

28 went to the Hawthorne, Nebagamon & Superior, a logging road built in 1898, according to the Master List of Wisconsin Logging Railroads account of Douglas County roads (http://sassmaster.tripod.com/list.html, last accessed 6 February 2014). Frederick Weyerhaeuser, owner of Lake Nebagamon, didn't care to deal with the Duluth, South Shore, and Atlantic. The HN&S was substantial enough to handle DSS&A traffic when a key trestle on the latter's line burned in an arson fire. It had 33 1/2 miles of main line and many tram roads into the timber stands.

When the timber ran out in 1908, the HN&S was abandoned. The 5 was sold to the Mesabe Southern as their 4 and when that line was abandoned in 1913, the 4 moved to the Duluth & Northeastern, where it met its end in a wreck in 1924.

29 and 30 were sold to locomotive dealer Males in November 1902. That company sold the 29 to the New York & Pennsylvania in May 1903, where it served for almost 30 years. Males sold the 30 to the Detroit Southern, where it took #29, a new herald from successor Detroit, Toledo & Ironton in 1905, and ran until scrapped in 1921.

31 and 32 served the CNE for all of their careers. 32 was retired in December 1912 and 31 was withdrawn in October 1913..

Like 29 and 30, 33 was sold in 1903, but went to Weed Lumber Company.

Principal Dimensions by Steve Llanso of Sweat House Media
Class4 /F-1
Locobase ID11,458
RailroadCentral New England & Western
Number in Class10
Road Numbers24-33
Number Built10
BuilderBurnham, Williams & Co
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.25 / 4.34
Engine Wheelbase (ft / m)21.92 / 6.68
Ratio of driving wheelbase to overall engine wheebase 0.65
Overall Wheelbase (engine & tender) (ft / m)47.42 / 14.45
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)103,000 / 46,720
Engine Weight (lbs / kg)120,000 / 54,431
Tender Loaded Weight (lbs / kg)68,800 / 31,207
Total Engine and Tender Weight (lbs / kg)188,800 / 85,638
Tender Water Capacity (gals / ML)4000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.30
Minimum weight of rail (calculated) (lb/yd / kg/m)43 / 21.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50 / 1270
Boiler Pressure (psi / kPa)140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)20" x 24" / 508x610
Tractive Effort (lbs / kg)22,848 / 10363.69
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.51
Heating Ability
Firebox Area (sq ft / m2)146 / 13.56
Grate Area (sq ft / m2)30.70 / 2.85
Evaporative Heating Surface (sq ft / m2)1657 / 153.94
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1657 / 153.94
Evaporative Heating Surface/Cylinder Volume189.88
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation4298
Same as above plus superheater percentage4298
Same as above but substitute firebox area for grate area20,440
Power L13191
Power MT273.20

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