Delaware & Hudson 2-8-0 "Consolidation" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class E-1 (Locobase 1164)

Richard Cooper (in Shaughnessy, 1997) notes that these double cabs (camelbacks) were D&H conversions of a 4-4-0 (Schenectady, 1867) and two Moguls (Dickson, 1881).

They operated until the 1920s. 702 was sold in November 1920 to the Quebec, Montreal & Southern (QM&S) as their 150. The ex-Mogul 703 was scrapped in July 1927 and 704 followed in November 1928.


Class E-2 (Locobase 9512)

Data from "Schenectady Engine for Delaware & Hudson," Railway and Locomotive Engineering, August 1899, page 349 and D&HCCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5078-5087 in May 1899 and 5112-5117 in August 1899.

The main entry at Locobase 1166 discusses all of the E-2 subclasses. This entry shows one of the first batches to illustrate the installed "water bars" supplementing the firebox heating surface;these added 104.72 sq ft to the total. These were later removed and often replaced by about 38 sq ft (3.5 sq m) of arch tubes.

E-2s were fitted with larger 60" (1,524 mm) tires in 1905-1908.


Class E-2 - superheated (Locobase 8361)

Data from D & H 1 - 1930 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 1166 describes the as-delivered characteristics of this large camelback Consolidation class. Four were later superheated at considerable expense in heating surface area. Two (713 & 726) received piston valves, but all retained their inside Stephenson valve motion.


Class E-3-A (Locobase 1167)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers and road numbers:

Builder Year Works numbers Road numbers

Dickson January 1903 27515-27530 222-237/843-858

Schenectady January 1904 28823-28846 198-221/819-842

Schenectady January 1905 30715-30729 183-197/804-818

Dickson February 1906 39792-39811 859-878

Schenectady July 1907 40542-40565 879-902

Richard Cooper (in Shaughnessy, 1997) lays out the E-3a class of double-cab (camelback) Consolidations with the specifications as noted here. Note the 4" (102 mm) longer stroke and much bigger boiler when compared to the immediately preceding E-2 class .

He describes this class as "the backbone of the freight service ...right up until 1940."

Most were modified to some extent and about half were converted to single-cab E-51s. See E-40, E-48 (Locobase 1169) , and E-51 entries (Locobase 1170). Four E-38s saw a small increase in the weight on drivers. Engines 800, 803, 815, and 822-823 were fitted with Southern valve gear.


Class E-3-A -- E-48 (Locobase 1169)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

28 double-cab (camelback) E-3a class given larger cylinders, superheater, Walschaert valve gear, and other upgrades. Most left service in the late 1940s.


Class E-3-A/ E-40 (Locobase 1168)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

17 double-cab (camelback) E-3a conversions with 210-psi boilers. E-40s were two engines with 21.5 x 30" cylinders and 190-psi boilers; E-42s (3 engines) had 21.5 x 30" cylinders, 200-psi boilers, and 183,150 lb on the drivers. Began leaving service in 1939 with the last hanging on until 1951.


Class E-3-A/ E-51 (Locobase 1170)

Data from D&H 1 -1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

53 E-3a converted to a conventional, single-cab layout while retaining the wide Wootten firebox and given larger cylinders, superheater, Walschaert valve gear, and other upgrades. Most were fitted with the universal chest, which was a square-shaped cover that held a piston valve. 999 was an E-3a that could readily convert from coal-burning to oil-burning for operation on the Chateaugay branch.

Most left service in the late 1940s.


Class E-5 - 1912 (Locobase 1172)

Data from D&H 1913 Assorted Locomotive Diagrams supplied in September 2018 and 1933 D&H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 51084-51095 in May 1912 (road numbers 1055-1066), 53294-53308 in April 1913 (1067-1081), and 54808-54822 in August 1914 (1082-1096).

1007-1024 were the only double-cab (camelback) members of the E-5 class; see Locobase 5376. The 1907-1908 batch had conventional cabs, but were otherwise similar to the earlier order; see Locobase 16410.

By 1912, the D&H ordered the balance of the E-5 stud with superheaters installed; see Locobase 1172. The earlier locomotives were also upgraded along similar lines. The first five locomotives--1009, 1012, 1016, 1018, 102-- were made over by 1915, initially appeariing with cylinders bored out to 24" (610 mm) and smaller superheater areas; see Locobase 16412.

By the early 1930s, the entire class--both newly built and upgraded 1906-1908 locomotives--had stabilized on the larger cylinder volume with boiler pressure set between 200 and 210 psi. The chief distinction between these 1912 locomotives and the earlier engines now lay in the later addition of 60 sq ft (5.57 sq m) of thermic syphons.

Some boilers were reused on other locomotives. Retirements began in 1942 and continued until 1953.

14 engines were converted to B-7 0-8-0 switchers. These retired in 1951-1953.

Some boilers were reused on other locomotives. Retirements began in 1942 and continued until 1953.

14 engines were converted to B-7 0-8-0 switchers. These retired in 1951-1953.


Class E-5 - 1st batch - double cab (Locobase 5376)

Data from table in the June 1907 issue of AERJ. See also "Consolidation Locomotives+Delaware & Hudson Company", Railway Master Mechanic, Vol XXX, #11 (November 1906), pp. 374-376. Works numbers were 40566-40571 in June 1906 and 43272-43281 in March 1907.

Part of a 90-engine group of single- and double-cab Consolidations built from 1906 to 1914, This first batch were the only double-cabs (camelbacks) in the class.

The RMM report notes another benefit of adopting Walschaert over Stephenson link valve motion: "The Walschaert valve gear used, makes it possible to introduce a system of transverse bracing of the frames, and vertical supports between boiler and frames, that cannot be done as well, or in fact not at all when the Stephenson valve motion is used. Full advantage is taken of this opening to use an improved bracing that must be of immense value in reducing cost of repairs."

See Locobase 1172 for outline of the entire class.


Class E-5 - 2nd batch - conventional (Locobase 16411)

Data from D&H 1913 Assorted Locomotive Diagrams supplied in September 2018 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 44710-44739.

Locobase 5376 shows the first batch of this Consolidation design. They were the only E-5s delivered with the double cab (aka camelback or Mother Hubbard). This next set were essentially duplicates with the significant difference of placing the two crew side by side behind the firebox as was the arrangement in virtually all steam locomotives. The diagram suggests just how little room there was in this style of cab as the wide firebox remained and still burned anthracite culm.


Class E-5 - superheated (Locobase 16412)

Data from D&H 1927 Assorted Locomotive Diagrams supplied in September 2018 and 1933 D&H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

1007-1024 were the only double-cab (camelback) members of the E-5 class; see Locobase 5376. The 1907-1908 batch had conventional cabs, but were otherwise similar to the earlier order; see Locobase 16410.

By 1912, the D&H ordered the balance of the E-5 stud with superheaters installed; see Locobase 1172. The earlier locomotives were upgraded by 1920 along similar lines, but fitted with cylinders bored out to 24" (610 mm) and smaller superheater areas. They did not have reduced-pressure boiler settings.

During the 1920s, some of the earlier engines received 25" cylinders: 1014, 1018, 1031, 1035, 1037, 1047, 1051. Most of the double-cab engines (1007-1024) received conventional cabs in the late 1920s. Only 1007, 1014, 1018, 1023 remained double-cabs until their retirements.

By the early 1930s, the entire class--both newly built and upgraded 1906-1908 locomotives--had stabilized on the larger cylinder volume with boiler pressure set between 200 and 210 psi.

Fourteen members of the original two classes were rebuilt at B-7 0-8-0 heavy switchers with road numbers 151-164. Their boiler pressures were raised to 225 psi (15.5 bar) and cylinder volume increased by boring cylinders out to 25 1/2" (648 mm). Lateral-motion devices made them available for road service at speeds up to 35 mph (56 kph). Only 153, 162, and 164 had fireboxes fitted with thermic syphons.

151-153, 155, 162-163 trailed "clear vision" tenders held 9,000 US gallons of water (34,065 litres) and 14 tons of coal in a long, low profile mounted on a cast-steel frame.

Retirements began in 1942 and continued until 1953.

14 engines were converted to B-7 0-8-0 switchers.


Class E-5-A (Locobase 1173)

Data from [] diagram. See also and D&H 1 -1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

These twelve engines built at D&H's Colonie shops used new boilers supplied by Alco. 1112 had 24 1/2 x 32" cylinders and a 275-psi boiler, 1114 had 24 x 32" cylinders and a 300-psi boiler. The others began operation at 250 psi but increased pressure to 265 psi in 1931

The locomotive diagram shows that the tender weights increased in the last four. Grate areas varied considerably. The surface shown in the specs refers to 1117, 1121-1122. 1118-1120 had a grate area of 83.34 sq ft (7.75 sq m), while 1111, 1113, 115-1116 owned 87.97 sq ft (8.15 sq m). Firebox heating surface included 60 sq ft (5.6 sq m) of arch tubes.

In any event, these were lately built and large 2-8-0s. All left service in 1952-1953.


Class E-5-A - 1114 (Locobase 16413)

Data from [] diagram. See also and D&H 1 -1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

Locobase 1173 shows all twelve of the E-5-A class, but Locobase felt it was worth singling out this engine's boiler, which made it the only Consolidation with a Type E superheater to enter service on a US railroad. (Locobase 4356 shows the Canadian National's N-5-d class of 1930, also fitted with a Type E.).

The 1114's boiler used a mixture of 62 2" tubes and 194 3 1/4" flues. Its superheater area waas calculated to be almost double that of the regular E-5-As. The boiler pressure is a bit deceiving; the valve train was set to allow a maximum of 76% cutoff; D&H's calcuated tractive effort was 71,000 lb (32,207 kg or 315.82 kN).

Photographs emphasize the enormous Wootten firebox, which by now was burning bitiuminous coal. Below the outer edges of the grate were prominent chutes whose mouths angled in to deposit the grate's ash in the pits.

Although a loner, the 1114 lasted in service as long as the rest of the class and was sold for scrap with the rest of them in August 1953.


Class E-6-A (Locobase 5426)

Data from the May 1916 issue of RME. Works numbers were 55555 in March 1916, 59895-59914 in August 1918.

These Wootten-firebox locomotives were of conventional single-cab design of mammoth proportions for a Consolidation. The first of this class was delivered in 1916 with a bp of 200 psi.

Even the sizable boiler was only just enough to supply steam to the large cylinders. All but 1219 had their bps raised to 215 psi in 1926. 1219 received a welded boiler in 1937 that allowed an operating pressure of 225 psi.

Using relatively tall drivers, they toiled away for decades only retiring in 1951-1953.


Class S-1 (Locobase 1163)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Careful investigation of the tables and diagrams in the 1901 book revealed the 340th locomotive produced by Dickson and delivered in the early 1880s. The boiler pressure is an estimate based on other 2-8-0s of the period.

Locobase doesn't know how long this particular engine lasted, but one doubts that it ventured far into the 20th Century.


Class U-II/E-1-A (Locobase 1165)

Data from "Dickson Locomotives for the Delaware & Hudson, Railway Age, Volume XXVI [24], No 20 (18 November 1898), p. 847. See also D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for pointing out inconsistencies in several measures. See below.) Works numbers were 993, 998-999 in March 1898, 1000-1003 in April, and 993 in December.

Several different roster compilations that presented inconsistent information confused Locobase about this class for quite some time. For example, Edson shows a Dickson builder's number series that suggest all were built in 1898. Shaughnessey's compilation, however, states specfically that the 233, 236, and 244 were rebuilds of earlier Dickson engines by Dickson.

Chris Hohl's provision of a link to the Railway Age article together with the 1901 diagram information provides the best resolution, and even then there are discrepancies. The RA report does not describe the firebox beyond its Wootten-inspired large grate. The 1901 diagram shows a basic firebox area of 170 sq ft (15.79 sq m) with an additional 104 sq ft (9.66 sq m) of water bars.

The December engine was delivered as a cross-compound featuring relatively massive 23" (584 mm) HP and 34" (864 mm) LP cylinders with identical 26" strokes. This engine was soon rebuilt as a simple engine of the U-II class.

Whatever their origins, the septet remained in D&H service until scrapped in 1927-1928.


Class W /E-2-A, E-2-B (Locobase 1166)

Data from http://www.rr-fallenflags.org, amended by D & H locomotive diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

A large class of double-cab (Camelback) Consolidations built by Alco-Schenectady (712-727, 755-764, 777-780), Dickson (728-752, 781-785; works #1067-1076, 1128-1132, 1149-1154), Alco-D (765-776; works #1301-1312), and D&H (753-754).

Most remained relatively unchanged until they left service beginning in 1927; the last went to the boneyard in May 1951.

A photograph shows them to have had slide valves with inside valve gear, big Wooten firebox that was the driving reason behind the double-cab layout, closely spaced steam and sand domes, and a straight stack. 754 was later fitted with Baker valve gear, but retained its slide valves.

Locobase 9512 shows one of the Schenectady batches with the installed "water bars" supplementing the firebox heating surface;these added 104.72 sq ft to the total. These were later removed and often replaced by about 38 sq ft of arch tubes. E-2s were built with 56" drivers and were fitted with larger tires in 1905-1908.

Some diagrams show 300 tubes in the unsuperheated engines (for a total of 2,385 sq ft of evaporative heating surface), which may reflect a later reboilering.

The table shows a variety of weights among the several batches, but the other dimensions remained constant. Four were later superheated.


Class W-1 // E-4 (Locobase 1171)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Consolidation Pushing Locomotive," American Locomotive and Railroad Engineer, Volume 73, No 12 (December 1899), pp. 398-399. Works numbers were 5088-5092, 5111, and 5868.

Although given a later class identification in 1915, these camelbacks preceded the E-3a. They had larger boilers and large Wootten grates for burning anthracite. The firebox heating surface area includes 85 sq ft of "water bars". They were regarded as huge at the time, when the AERJ report stated that other than some Baldwin compounds for the Lehigh Valley (Locobases 5375, 9934, 5338) and the 4-8-0s built for the Illinois Central (Locobase 190), these boilers held "the largest total heating surface in locomotive practice of which we have record."

All were converted as single-cab B-5 0-8-0 switchers in the 1920s.


Class W-3/E-2-B (Locobase 11477)

Data from "New Locomotive Building," The Railway Age, Vol XXXI, No 8 (19 April 1901), p 93 and from D&H-1 1930 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1300-1302 in January 1902, 1303-1304 in February, 1306-1309 in March, 1310 in April, and 1311-1312 in May.

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-1E-2E-2 - superheatedE-3-AE-3-A -- E-48
Locobase ID1164 9512 8361 1167 1169
RailroadDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & Hudson
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class316411728
Road Numbers285-287/702-704353-368/300-315/712-727713, 726, 740, 855786-902various
GaugeStdStdStdStdStd
Number Built316117
BuilderD&HSchenectadyseveralAlcoAlco-Schenectady
Year18991899192019021902
Valve GearStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)16 / 4.8816 / 4.8817 / 5.1817 / 5.18
Engine Wheelbase (ft / m)24.50 / 7.4724.17 / 7.3725.42 / 7.7525.42 / 7.75
Ratio of driving wheelbase to overall engine wheebase 0.65 0.66 0.67 0.67
Overall Wheelbase (engine & tender) (ft / m)50.90 / 15.5155.58 / 16.9453.71 / 16.3765.49 / 19.96
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)130,000 / 58,967131,800 / 59,784137,250 / 62,256168,700 / 76,521184,650 / 83,756
Engine Weight (lbs / kg)150,100 / 68,084150,800 / 68,402158,650 / 71,963191,700 / 86,954209,050 / 94,824
Tender Loaded Weight (lbs / kg)102,170 / 46,344110,850 / 36,945109,150 / 49,510120,850 / 54,817
Total Engine and Tender Weight (lbs / kg)252,970 / 114,746269,500 / 108,908300,850 / 136,464329,900 / 149,641
Tender Water Capacity (gals / ML)8000 / 30.307800 / 29.557500 / 28.417800 / 29.55
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)5 / 4.5014 / 12.7012 / 10.9014 / 12.70
Minimum weight of rail (calculated) (lb/yd / kg/m)54 / 2755 / 27.5057 / 28.5070 / 3577 / 38.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142256 / 142257 / 144857 / 144857 / 1448
Boiler Pressure (psi / kPa)170 / 11.70180 / 12.40180 / 12.40190 / 13.10200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)20" x 26" / 508x66021" x 26" / 533x66021" x 26" / 533x66021" x 30" / 533x76223" x 30" / 584x762
Tractive Effort (lbs / kg)26,836 / 12172.6231,327 / 14209.7130,777 / 13960.2337,485 / 17002.9347,332 / 21469.46
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.84 4.21 4.46 4.50 3.90
Heating Ability
Firebox Area (sq ft / m2)306 / 28.43201 / 18.67226 / 21305.20 / 28.36
Grate Area (sq ft / m2)32 / 2.9790 / 8.3685.32 / 7.9390.19 / 8.3878.19 / 7.27
Evaporative Heating Surface (sq ft / m2)2564 / 238.201781 / 165.463326 / 309.112382 / 221.38
Superheating Surface (sq ft / m2)404 / 37.53509 / 47.30
Combined Heating Surface (sq ft / m2)2564 / 238.202185 / 202.993326 / 309.112891 / 268.68
Evaporative Heating Surface/Cylinder Volume246.00170.87276.56165.12
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation544016,20015,35817,13615,638
Same as above plus superheater percentage544016,20018,12217,13618,453
Same as above but substitute firebox area for grate area55,08042,69242,94072,027
Power L1659910,536668811,180
Power MT441.53676.95349.60533.93

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-3-A/ E-40E-3-A/ E-51E-5 - 1912E-5 - 1st batch - double cabE-5 - 2nd batch - conventional
Locobase ID1168 1170 1172 5376 16,411
RailroadDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & Hudson
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1753901830
Road Numbersvarious905-9571007-10961007-10241025-1054
GaugeStdStdStdStdStd
Number Built421830
BuilderAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year19251924191219061907
Valve GearStephensonWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)17 / 5.1817 / 5.1817 / 5.1817 / 5.1817 / 5.18
Engine Wheelbase (ft / m)25.42 / 7.7525.42 / 7.7525.92 / 7.9025.92 / 7.9025.92 / 7.90
Ratio of driving wheelbase to overall engine wheebase 0.67 0.67 0.66 0.66 0.66
Overall Wheelbase (engine & tender) (ft / m)61.87 / 18.8661.85 / 18.8563 / 19.2057.62 / 17.5657.62 / 17.56
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)200,500 / 90,945204,600 / 92,805228,500 / 103,646217,500 / 98,656223,000 / 101,151
Engine Weight (lbs / kg)224,500 / 101,832228,600 / 103,691258,380 / 117,199246,500 / 111,811252,000 / 114,305
Tender Loaded Weight (lbs / kg)117,600 / 53,343139,900 / 63,458120,850 / 54,817152,400 / 69,128152,400 / 69,128
Total Engine and Tender Weight (lbs / kg)342,100 / 155,175368,500 / 167,149379,230 / 172,016398,900 / 180,939404,400 / 183,433
Tender Water Capacity (gals / ML)7800 / 29.559000 / 34.097800 / 29.557800 / 29.557800 / 29.55
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)14 / 12.7019 / 17.3014 / 12.7014 / 12.7014 / 12.70
Minimum weight of rail (calculated) (lb/yd / kg/m)84 / 4285 / 42.5095 / 47.5091 / 45.5093 / 46.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144857 / 144857 / 144857 / 144857 / 1448
Boiler Pressure (psi / kPa)210 / 14.50210 / 14.50200 / 13.80210 / 14.50210 / 14.50
High Pressure Cylinders (dia x stroke) (in / mm)21" x 30" / 533x76223" x 30" / 584x76225" x 30" / 635x76223" x 30" / 584x76223" x 30" / 584x762
Tractive Effort (lbs / kg)41,431 / 18792.8149,698 / 22542.6655,921 / 25365.3749,698 / 22542.6649,698 / 22542.66
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.84 4.12 4.09 4.38 4.49
Heating Ability
Firebox Area (sq ft / m2)305.38 / 28.38227 / 21.10317 / 34.10329.50 / 30.62252 / 23.41
Grate Area (sq ft / m2)90.19 / 8.3890.19 / 8.3886.19 / 8.0199.85 / 9.2899.85 / 9.28
Evaporative Heating Surface (sq ft / m2)2382 / 221.382343 / 217.753100 / 2884046 / 376.023968 / 368.64
Superheating Surface (sq ft / m2)509 / 47.30471 / 43.77671 / 62.34
Combined Heating Surface (sq ft / m2)2891 / 268.682814 / 261.523771 / 350.344046 / 376.023968 / 368.64
Evaporative Heating Surface/Cylinder Volume198.06162.41181.88280.46275.05
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation18,94018,94017,23820,96920,969
Same as above plus superheater percentage22,34922,16020,34120,96920,969
Same as above but substitute firebox area for grate area75,67355,77474,81269,19552,920
Power L114,08310,67211,95578747230
Power MT619.40459.97461.38319.25285.91

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-5 - superheatedE-5-AE-5-A - 1114E-6-AS-1
Locobase ID16,412 1173 16,413 5426 1163
RailroadDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & Hudson
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class48121211
Road Numbers1007-10541111-112211141200-1220125
GaugeStdStdStdStdStd
Number Built121211
BuilderD&HD&H/AlcoD&H/AlcoAlco-SchenectadyDickson
Year19201927192719151882
Valve GearWalschaertWalschaertWalschaertBakerStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)17 / 5.1817.50 / 5.3317.50 / 5.3317.50 / 5.3314.75 / 4.50
Engine Wheelbase (ft / m)25.92 / 7.9027.29 / 8.3227.29 / 8.3226.58 / 8.1023.50 / 7.16
Ratio of driving wheelbase to overall engine wheebase 0.66 0.64 0.64 0.66 0.63
Overall Wheelbase (engine & tender) (ft / m)63 / 19.2070.25 / 21.4170.25 / 21.4165.42 / 19.9447.29 / 14.41
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)228,500 / 103,646270,000 / 122,470274,000 / 124,284267,500 / 121,33688,230 / 40,021
Engine Weight (lbs / kg)258,380 / 117,199298,000 / 135,171302,000 / 136,985293,000 / 132,903102,200 / 46,357
Tender Loaded Weight (lbs / kg)120,850 / 54,817178,400178,400 / 80,921193,200 / 87,63460,400 / 27,397
Total Engine and Tender Weight (lbs / kg)379,230 / 172,016476,400480,400 / 217,906486,200 / 220,537162,600 / 73,754
Tender Water Capacity (gals / ML)7800 / 29.5512,000 / 51.1412,000 / 45.459000 / 34.093193 / 12.09
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)14 / 12.7023 / 20.9023 / 20.9014.50 / 13.20 7.80 / 7.10
Minimum weight of rail (calculated) (lb/yd / kg/m)95 / 47.50113 / 56.50114 / 57111 / 55.5037 / 18.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144863 / 160063 / 160063 / 160051 / 1295
Boiler Pressure (psi / kPa)200 / 13.80265 / 18.30300 / 20.70195 / 13.40135 / 9.30
High Pressure Cylinders (dia x stroke) (in / mm)24" x 30" / 610x76225" x 32" / 635x81324" x 32" / 635x81327" x 32" / 686x81320" x 24" / 508x610
Tractive Effort (lbs / kg)51,537 / 23376.8271,508 / 32435.5274,606 / 33840.7561,375 / 27839.2621,600 / 9797.61
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.43 3.78 3.67 4.36 4.08
Heating Ability
Firebox Area (sq ft / m2)257 / 23.88317 / 29.46314 / 29.17305 / 28.35153 / 14.22
Grate Area (sq ft / m2)86.19 / 8.0195.22 / 8.8587.97 / 8.1799.80 / 9.2830.20 / 2.81
Evaporative Heating Surface (sq ft / m2)3100 / 2883377 / 313.853239 / 300.913814 / 354.461371 / 127.42
Superheating Surface (sq ft / m2)623 / 57.88775 / 72.031435 / 133.31793 / 73.70
Combined Heating Surface (sq ft / m2)3723 / 345.884152 / 385.884674 / 434.224607 / 428.161371 / 127.42
Evaporative Heating Surface/Cylinder Volume197.35185.75193.31179.86157.11
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation17,23825,23326,39119,4614077
Same as above plus superheater percentage20,16830,02834,57222,7694077
Same as above but substitute firebox area for grate area60,13899,966123,40269,58620,655
Power L112,08618,26933,32112,0462809
Power MT466.43596.681072.41397.11280.76

Principal Dimensions by Steve Llanso of Sweat House Media
ClassU-II/E-1-AW /E-2-A, E-2-BW-1 // E-4W-3/E-2-B
Locobase ID1165 1166 1171 11,477
RailroadDelaware & HudsonDelaware & HudsonDelaware & HudsonDelaware & Hudson
CountryUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-0
Number in Class774720
Road Numbers233, 236, 244, 343-346/ 278-284/705-711712-7851000-1006765-784
GaugeStdStdStdStd
Number Built774720
BuilderDicksonseveralSchenectadyDickson
Year1898189918991902
Valve GearStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)16.33 / 4.9816 / 4.8816 / 4.8816 / 4.88
Engine Wheelbase (ft / m)23.17 / 7.0624.17 / 7.3724.42 / 7.4424.17 / 7.37
Ratio of driving wheelbase to overall engine wheebase 0.70 0.66 0.66 0.66
Overall Wheelbase (engine & tender) (ft / m)51 / 15.5450.06 / 15.2651.15 / 15.5950.90 / 15.51
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)134,500 / 61,008147,050 / 66,701157,500 / 71,441147,050 / 66,701
Engine Weight (lbs / kg)150,100 / 68,084168,050 / 76,226176,000 / 79,832168,050 / 76,226
Tender Loaded Weight (lbs / kg)84,500 / 38,32981,450 / 36,945102,150 / 46,33581,450 / 36,945
Total Engine and Tender Weight (lbs / kg)234,600 / 106,413249,500 / 113,171278,150 / 126,167249,500 / 113,171
Tender Water Capacity (gals / ML)4000 / 15.155000 / 18.945000 / 18.945000 / 18.94
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)7 / 6.408 / 7.308 / 7.308 / 7.30
Minimum weight of rail (calculated) (lb/yd / kg/m)56 / 2861 / 30.5066 / 3361 / 30.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142257 / 144851 / 129556 / 1422
Boiler Pressure (psi / kPa)180 / 12.40180 / 12.40180 / 12.40200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)20" x 26" / 508x66021" x 26" / 533x66022" x 28" / 559x71121" x 26" / 533x660
Tractive Effort (lbs / kg)28,414 / 12888.3930,777 / 13960.2340,656 / 18441.2734,808 / 15788.66
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.73 4.78 3.87 4.22
Heating Ability
Firebox Area (sq ft / m2)274 / 25.46201.67 / 18.74312.28 / 29.02201.67 / 18.74
Grate Area (sq ft / m2)80.30 / 7.4685.32 / 7.9390.19 / 8.3885.18 / 7.92
Evaporative Heating Surface (sq ft / m2)1986 / 184.502460 / 228.623349 / 311.252431 / 225.93
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1986 / 184.502460 / 228.623349 / 311.252431 / 225.93
Evaporative Heating Surface/Cylinder Volume210.07236.02271.85233.24
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation14,45415,35816,23417,036
Same as above plus superheater percentage14,45415,35816,23417,036
Same as above but substitute firebox area for grate area49,32036,30156,21040,334
Power L15964569060996160
Power MT391.03341.23341.49369.41

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