Erie / Erie & Wyoming Valley / New York, Lake Erie & Western / New York, Pennsylvania & Ohio / New York, Susquehanna & Western 2-8-0 "Consolidation" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class H-10 (Locobase 9208)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class of camelbacks came from nearby Paterson, New Jersey's Rogers works. They had some of the usual uneven weight distribution that was characteristic of locomotives whose drivers sat in howdahs perched over the center two drivers. Oddly, the heaviest axle loading fell on the first couple axle, which supported none of the usual heavy components. The lightest axle loading came on the second coupled axle.

The steam dome was somewhat unusually placed in line with the cab. Indeed, if one takes away the centered cab, the proportions of the engine suggest a relatively straightforward 2-8-0 design.


Class H-11 (Locobase 5701)

Data from 1907 Erie locomotive diagram from http://www.rr-fallenflags.org/el/loco/erie-e11d.gif (visited 31 October 2003). Works numbers 5487-5501 in February 1900, 5517-5521, 5527-5528 in March; 5530-5531, 5533, 5535-5536 in April; and 5538-5540 in May.

Curiously, unlike many Erie camelbacks, weight was distributed evenly across the four driven axles.

The entire class was scrapped in 1927.


Class H-12 (Locobase 4117)

Data from "Erie Class H-12 Consolidation Locomotive," Railroad Gazette, Volume 33, No.24 (14 June 1901), pp. 398-399; and Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3643-3658 in October 1900 and 3659-3667 in November

Camelback consolidations were a common sight on the Erie. This batch fell right in line with the entire series. RG noted that the center of the boiler is pitched 11' 10" above the rail, "the greatest height ... that has yet been used." The Wootten firebox burned a combination of bird's-eye anthracite and bituminous culm and would work the Allegheny, Jefferson, and Bradford divisions.

At the time of its article, the RG assumeed that that the Baldwins would differ only in "those light modifications which are necessary to adapt some Baldwin patterns" to the Brooks practice. That turned out to be mightily incorrect; see Locobase 9209.

They were retired in 1927.


Class H-13 (Locobase 9209)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 23, p. 290; and "Erie Class H-12 Consolidation Locomotive," Railroad Gazette, Volume 33, No.24 (14 June 1901), pp. 398-399.. Works numbers ran 19067-19068 in May 1901; 19092-19093, 19115-19116, 19138-19139, 19165-19168 in June; and 19199-19201 in July.

The Railroad Gazette reported that the Baldwins would differ from the Brooks engines (class H-12 - Locobase 4117) only in "those slight modifications which are necessary to adapt some Baldwin patterns" to the Brooks practice. Were they ever off! This class, though numbered in a lower range, succeeded the H-12s and were quite a bit bigger. Its boilers contained more and longer tubes, a larger firebox (although the grate was little different), and the locomotives put more weight on the drivers, which were taller. Baldwin's firebox heating surface estimate was 198.4 sq ft (18.43 sq m), slightly less than the 205 sq ft shown in the RG article and the Erie diagrams.

Like all of the Erie's camelbacks, the H-13s had a Wootten firebox, which burned a combination of bird's-eye anthracite and bituminous culm and would work the Allegheny, Jefferson, and Bradford divisions. Like most steam locomotives on trunk lines, the H-13s pulled larger tenders in their later careers; these weighed 149,000 lb (67,585 kg) when carrying 7,500 US gallons (28,387 litres) and 20 tons (18.1 tonnes).

They were retired in 1927.


Class H-14 (Locobase 9210)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This quartet was significantly bigger than most other camelbacks of the time and loomed over the typical Erie engines. All four axles sported the same high axle loading: 22 1/2 short tons and the boilers contained heating surfaces measuring 1,000 sq ft more than the average. 462 boiler tubes was a tight bundle even in a 78" diameter barrel. But the grate was commensurately enormous, offering 90 sq ft to the birds-eye anthracite and bituminous culm that provided the unusual layout's raison d'etre.

Like all of the others, however, the engines were retired in 1927.


Class H-16 (Locobase 9212)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 210. Works numbers ran 20090-20091, 20095-20099, 20141-20143 in February 1902; 20202-20205, 20222-20225 in March; and 20278-20279 in April

These were big Vauclain compounds with 13" (330 mm) piston valves serving each set of 1 HP and 1 LP pistons. Firebox heating surface area seems high (a later figure gives 213 sq ft.). Locobase wonders if water tubes in the grate made the difference and were later removed.

They didn't remain compounds for long. By 1907, they had been rebuilt as simple-expansion engines; see Locobase 9213.


Class H-16 - simpled (Locobase 9213)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Introduced in 1902 as Vauclain compounds (Locobase 9212), this class was soon rebuilt with two single-expansion cylinders. This didn't faze Samuel Vauclain - he had already determined that superheating was a better source of economy than even his version of the double-expansion concept.

Like the other camelbacks, these were retired in 1927.


Class H-17 (Locobase 9214)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Paterson, New Jersey Consolidations were about as big as the 76-sq ft grated double-cab would get. Tube counts exceeding 400 represented about as many as could be maintained (although the Cooke engines shown in Locobase 9215 would actualy put more tubes in a tighter boiler). The design had an even axle loading across the 4 couple axles, weighing in at 22 1/2 short tons each.


Class H-18 (Locobase 9215)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the Rogers H-17s (Locobase 9214) of the same year and the same home town (Paterson, NJ), these camelback Consolidations bulked about as large as a 76-sq ft grate would permit. Somehow Cooke fit 10 more tubes in a tighter boiler than had Rogers.


Class H-19 (Locobase 9216)

Data from Erie's 1907 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Tandem Compound Consolidation Freight Locomotives", The Practical Engineer, Volume 26 (26 December 1902), p. 612. Works numbers were 25578-25582 in July 1902.

Part of Cooke's 1902 production of camelback Consolidations for the Erie was this quintet of four-cylinder compounds, which put almost three additional tons of adhesive weight on the four coupled axles .

Before too long, they were converted to simple-expansion engines.


Class H-19 - simpled (Locobase 5702)

Data from 1923 Erie locomotive diagram from http://www.rr-fallenflags.org/el/loco/erie-e19d.gif (visited 31 October 2003).

The last of a slew of Camelback Consolidations with large Wootten fireboxes. Originally delivered as four-cylinder balanced compounds (Locobase 9216), the quintet followed the trend of most such engines in North America and were changed to simple expansion before too many years had passed.

Like the earlier engines, the H-19s' lifetimes were relatively short, with most being scrapped in the late 1920s after several years of inactivity. This may have been due to the difficulty of complying with later regulations or the lack of good service for saturated-steam engines of this type.


Class H-20 (Locobase 825)

The first 45 engines -- H-20 -- were built by Schenectady in 1903-1904. The design reverted to a conventional design from the Camelbacks of H-9 to H-19, at the same time adopting a conventional firebox. The last in the class - 1615 - was shown at the 1904 Louisiana Purchase Exposition.

The author of the London-based Locomotive Magazine's coverage of the "Locomotive Exhibits at St Louis" (Vol X - 15 August 1904, p. 145) took the opportunity afforded by the publication of the diagram of this locomotive to comment on the disparities in size and power between US and British locomotives. Its dimensions "...dwarf the British goods engine completely, restricted as the latter is by the restrictions of the loading gauge."

Many were updated with Walschaerts or Baker valve gear, superheated, and given larger cylinders; see Locobase 9198.. Those that were not superheated were retired in 1927; others survived until 1952.


Class H-20B (Locobase 9198)

Data from Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

As noted in Locobase 825, many of the large class of conventional cab Consolidations were updated with radial valve gear and superheaters. This was the smaller of the two main classes. The power dimensions changed with an increase of 2 inches in the cylinder diameter while the boiler pressure dropped by 15 psi. They also had 25 sq ft of arch tubes.


Class H-21 - 1904 (Locobase 9199)

Data from Erie 1907 and Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Rogers works numbers were 6120-6128 in March 1904; 6129-6133 in April; 6134, 6140-6154 in May; 6162-6176, 6184-6188 in June. After Rogers joined Alco, it continued with a new series of works numbers: 31048-31072 in May 1905; 31141-31165 in June. Alco's Cooke works (also in Paterson, NJ) numbers were 37778-37827 March-November 1905. Rogers returned with works numbers 39675-39699 in March 1906, and Cooke finished this enormous class in 1907: 43713-43747.

As noted in Locobase 825, the Erie reverted to a conventional design from the Camelbacks of H-9 to H-19, at the same time adopting a conventional firebox which was large in its own right.

Compared to the H-20, the slightly later H-21 had a few more tubes and heating surface in one variant (the one shown in the specifications), but less of each in those described in the 1907 diagram as having flue sheets with "7/8-in bridges". 50 (2035-2084) from Baldwin in 1910 had slightly smaller boilers; see Locobase 13540.

Many were updated with Walschaerts or Baker valve gear, superheated, and given larger cylinders; see Locobase 9200. Those that were not superheated were retired in 1927; others survived until 1952.


Class H-21 - 1910 (Locobase 13540)

Data from Erie 1907 and Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 34196-34199 in January 1910; 34266-34268, 34272-34274, 34287-34296, 34321-34322, 34344-34345 in February; 34371-34377, 34413-34415, 34428-34430, 34445-34446 in March; 34504-34510, 34579 in April; 34647-34649 in May.

Three years after the last of the Alco H-21s was delivered, Baldwin supplied another 50 in 1910. These had 16 fewer boiler tubes, but were otherwise essentially identical.

Many were superheated


Class H-21 - superheated (Locobase 9200)

Data from Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase shows the original saturated-steam boiler variant of this large class of conventional cab, conventional-firebox Consolidations. Beginning a decade after the first deliveries, the Erie enthusiastically undertook to superheat about 80% of the class. Unlike the H-20 superheat program (Locobase 9198), however, the H-21s kept their original power dimensions while swapping out their Stephenson gear in favor of Baker radial valve gear.


Class H-22 (Locobase 9201)

Data from Erie 1907 and Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were

1905

May 25629, 25635-25637, 25649-25652, 25673-25678, 25697, 25704-25707, 25719-25720, 25726, 25734-25735, 25747-25748, 25776-25777, 25780-25781

June 25934

July 26004-26005, 26025, 26043, 26071-26072

1906

March 27764, 27775-27777, 27799, 27806, 27813-27815, 27826, 27832-27833

April 27852-27855, 27880-27882, 27895-27896, 27906-27910, 27939-27941, 27957, 27965-27968, 27993, 28019-28020, 28028, 28036, 28043, 28048

May 28068-28069, 28089-28090, 28098, 28119-28121, 28214

Although these went into service at around the same time as the more numerous H-21s (Locobase 9199), they had smaller power dimensions and smaller drivers. Perhaps for the latter reason, none of this class of Consolidations was superheated. Drury (1993) notes that the first 37 were ordered for the Harriman roads, but found to be in excess of requirements. He condemns the class as "...neither particularly successful nor well liked." [Locobase wonders if the use of a conventional layout instead of a camelback was the reason.]

At a later date, the diagram showed a boiler fitted with only 389 tubes and a firebox heating surface supplemented with 14 sq ft of arch tubes. The result was 3,226 sq ft of total of evaporative heating surface.

In 1910, 1830 was converted to a 2-6-8-0 pusher engine. It regained its pony truck and rejoined the H-22 class in 1916.

33 were converted to 0-8-0 switchers in the C-2 class, but all were retired by the end of 1930s.


Class H-27 (Locobase 2795)

Data from Erie 7 - 1933 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; see also table in American Engineer and Railroad Journal, June 1908. See also DeGolyer, Volume 29, p. 110. Works number was 29390 in November 1906.

This was a single locomotive built for a exhibition in 1906. As such it was an outsized Consolidation that rode heavily. It was the heaviest Consolidation put into service up to that point, had the greatest cylinder volume of any two-cylinder 2-8-0, and one of the highest tube counts. The smokebox held a Baldwin smokebox superheater, a design that enjoyed only limited success as the arguments for low-temperature superheat failed to persuade.

First operated by the Rock Island, they soon sold it to the NYS&W. When the Susquehanna found it too heavy as well, the Erie bought it in January 1907 as their 1540. Used as heavy switcher on the Port Jervis and later Secaucus humps, the 1540 was scrapped in May 1936.


Class H-3 - rebuilt I (Locobase 9206)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Erie rebuilt older I-class, conventional-layout engines (Locobase 6013) as camelbacks (16445-16449) in January 1899. As with some other Erie camelbacks, a striking feature of this class was the difference in axle loadings among the various axles. In the H-3s, the lightest loading, on the 3rd coupled axle, was 7 tons less than the heaviest, which was the axle next ahead. That one, the 2nd coupled axle had the crank, main rod, and cab all bearing down on it.


Class H-4 - rebuilt I (Locobase 9229)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Erie rebuilt older I-class, conventional-layout engines (Locobase 6013) as camelbacks in January 1899. Unlike the H-3s that rebuilt at the same time, the H-4s had a relatively constant axle loading among the drivers that probably reflected the use of new frames. Otherwise, the two classes were essentially identical.


Class H-9 (Locobase 2613)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). See also Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3219-3228 in May-June 1899.

Among the scores of camelback (double cab, Mother Hubbard) Consolidations that would serve the Erie, a few batches of conventional-cab engines made their appearance. Delivered in the same year as 20 camelback H-10s of very similar dimensions, the H-9s


Class I (Locobase 4047)

Copied after the Lehigh Valley's Consolidations, these engines were built by the Susquehanna Shops (6), Danforth Cooke (5 - works #1041-1045), and Brooks (5 - works #314-318).

They were designed to use anthracite coal and had water grates, according to Mr. Wilder, Master Mechanic of the Erie, but the railroad burned bituminous in the firebox. Finding that allowing the coal to burn at the front end led to holes in the firebox, Wilder bricked up the front two feet, also "help to make a combustion chamber." Boiler pressure is an estimate based on other engines of the time and the wheel diameter matches that of other Erie 2-8-0s of the same vintage, all of which had 50" drivers. (See Locobase 6013 for the other, more conventionally designed locomotives of this arrangement, cylinder dimensions, and wheel diameter.)

In a 27 April 1878 letter to the Board of the Atlantic & Great Western Railway, Wilder noted that there had been some resistance to these engines: "A few changes of men, however, soon broke this thing up." Education on how to operated a Consolidation followed and the results were gratifying. Operating them between Buffalo and Hornellsville (91 miles) over a grade that never exceeded 0.7%, a 4-4-0 could manage 20 loaded cars. The Consolidations could manage 35.

Fuel economy amounted to a reduction from 5.2 lb per car mile to 3.9. Overall, savings added up to 38% per car mile. And, in response to a great concern on the part of the A&GW board, "our track supervisor says that he cannot discover any difference in the track since these engines were introduced." Wilder also asserted that he saw no particular merit in using a wide firebox for burning anthracite coal. Indeed he saw equivalent evaporation rates of 6.25 lb of water to a pound of coal.

Data and letter from http://wnyrails.railfan.net, which is an extensive archive of Western New York railroading documents, maps, photos. Mark Fischer transcribed the fascinating look at a deliberation over increasing locomotive power.


Class L / H-15 (Locobase 9211)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 470-474.

These were lightly loaded camelbacks that generated modest power when compared to later classes.


Class L / H-5 (Locobase 9204)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 129. Works numbers were 8224, 8227-8229, 8244-8245, 8272-8273 in November 1886.

Baldwin's specs show the original tube count to have been 204 and the tubes were each 11 ft 2 1/4 inches (3.41 m) long. The specifications in this entry refer to the later update that eliminated most of the 46" (1.17 m) of combustion chamber in favor of the longer tubes shown here. Given the two tube lengths, Locobase suspects that a 5" (127 mm) combustion chamber remained in keeping with Wootten boiler practice at the later date.

Weights grew considerably as well. The original 1885 spec showed estimates of 101,000 lb (45,813 kg) on the drivers and 116,000 lb (52,617 kg) overall. As noted in other classes of Erie's camelback Consolidation conglomeration, many on the ERR had uneven axle loadings. In this case, the leading coupled axle was measured at 23,900 lb load while the third coupled axle, which took the main rod, and turned under the cab, bore almost 6 1/2 tons more. Locobase wonders if these locomotives had any unusual wear issues.

Three--1302, 1303, and 1306--were rebuilt with conventional cabs (i.e., behind the firebox) before 1906, when 1306 was scrapped. 1300 and 1305 were discarded in 1915 and 1915 respectively. The others were scrapped in 1922-1924.


Class L / H-7 (Locobase 9205)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase was struck by the uneven weight distribution across the 4 axles of this class of camelback Consolidations. The rearmost coupled axle bore 18,900 lb with weight steadily increasing as the axle count decreased until the first coupled axle, which was located under the dome, supported almost 9 tons more.


Class L / H-8 (Locobase 9207)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the H-7s of the same year (see Locobase 9205), these conventional-cab Consolidations had an uneven weight distribution on their driver set. Unlike the H-7s, however, the weight difference was confined to the 1st coupled axle, which bore 2 1/2 more tons than the second and 4 tons more than the fourth. Locobase isn't sure why the front coupled axle carried so much weight. The steam dome was set somewhat anachronistically over the firebox (and the 3rd coupled axle) and the pistons drove on the second coupled axle.


Class L/H-6 (Locobase 6018)

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566. See also DeGolyer, Volume 16, p. 51. Works numbers were 10893-10897, 10904-10906, 10913, 10921 in May 1890; 11017, 11019, 11023, 11025-11028 in June; and 11030, 11032-11033, 11038, 11040, 11042, 11044, 11048 in July.

Heavy road freight camelback with the usual weird appearance owing to the need to provide room for a grate that measured 114" (2.896 m) long and 98 1/8" (2.492 m) wide.

According to the AERJ's report, axle loadings, which often varied considerably among camelback layouts, were somewhat more balanced in this class. The two center coupled axles, turning under the cab and taking the thrust of the main rod, had loads of 32,800 and 30,700 lb (2nd and 3rd axles, respectively). The outer two had mid-20s loadings (26,700 lb on the lead, 25,600 lb on the trailing axle).

1310, 1319, 1321-1324, and 1329 were converted for switching with a conventional cab that uncomfortably straddled the Wootten firebox. 1317 was rebuilt with a new firebox by Rome Locomotive Works in 1906 and sold to the New York, Ontario & Western as their Class S , #190. 1323 went to the Dayton, Toledo & Chicago in 1920, but the road was dismantled in July 1922 and the engine was scrapped.

1316 was scrapped in November 1905 (after an accident, perhaps?) but most of the others were scrapped in the 'teens and early 1920s. 1324 was scrapped in April 1924, 1319 went 14 months later in September 1925, and 1314 remained in service until December 1929


Class P / H-8 (Locobase 6015)

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566.

These were through-freight locomotives that Westing comments resembled the contemporaneous Pennsy R-class Consolidations. "'Bootleg' stack and domes are strictly Pennsy", says Westing, "Only visible difference is lack of Belpaire firebox."


Class U / H-2 (Locobase 9203)

Data from Erie 1907 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

H-2s were former X-class 20" x 24" Consolidations (Locobase 6013) rebuilt in 1897 with new, larger, higher pressure boilers and smaller cylinders.

According to Gene Conelly, the eight rebuilt Grant locomotives were numbered 540, 548, 556, 613-614, 655, 665, 663, 664.


Class X / H-1 (Locobase 6013)

Data from Westing's Erie Power (1970) and tables in "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566, and from Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Builder Works numbers Year Road numbers

Susquehanna Shops 1878 510-519

Grant 1205-06, 1202-03, 1217-25 1878-1879 520-532

Susquehanna 1879-1880 534, 560-568, 571, 577

Grant 1228-30, 1242, 1244-50, 1263-69, 1271-73

1879 535-559

Grant 1284-1288, 1291, 1293-1295 1880 572-576, 578-579, 585-590

Rogers 2621, 2623, 2626, 2630, 2635 1880 580-584

Grant 1345-1349 1881 590-594

Susquehanna 1881-1882 595-610

Grant 1475-1480 1882 611-615

Cooke 1265-1284 1882 616-634

Susquehanna 1883-1885 635-689

Locobase 4047 describes the first ten Consolidations of this general design, which duplicated a Lehigh Valley design. Beginning with 510, the Erie's own shops acquired a standard freight engine in impressive numbers. According to AERJ, these Consolidations had been designed for through freight, but by 1894 were in heavy local freight and pick-ups. Some operated as switchers.


Class X / H-1 (Locobase 15804)

Data from "The Locomotives of the New York, Lake Erie & Western Railroad", American Engineer & Railroading Journal, Vol LXVIII, No 12 (December 1894), pp. 564-566 and Erie 1907 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Builder Works numbers Year Road numbers

Rogers 2633-34, 2637-39, 2643, 2647, 2650, 2653-54, 2664, 2668, 2683-85,

2712-13, 2717-2718, 2722 1880-1881 137-155

Rhode Island 890-899 1880 156-165

Susquehanna Shops 1883 166-175

Grant 1883-1884 176-185

Susquehanna 1886 600-604

Grant 1886 605-614

Locobase 6013 describes the 180 X class locomotives as they delivered to the New York, Lake Erie & Western. At the same time, the NYP&O, successor to Atlantic & Great Western and lessor of its road to the NYLE&W took delivery of 65 more of the same design.

According to AERJ, these Consolidations had been designed for through freight, but by 1894 were in heavy local freight and pick-ups. Some operated as switchers. A year later, all were renumbered to incorporate them into the Erie's master road-number system.

Principal Dimensions by Steve Llanso of Sweat House Media
ClassH-10H-11H-12H-13H-14
Locobase ID9208 5701 4117 9209 9210
RailroadErie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)Erie & Wyoming Valley (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class203025154
Road Numbers1450-14691470-14991425-14491410-14241500-1503
GaugeStdStdStdStdStd
Number Built203025154
BuilderBrooksRogersBrooksBurnham, Williams & CoSchenectady
Year19001900190019011900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.75 / 4.8015.75 / 4.8017 / 5.1817 / 5.1815.25 / 4.65
Engine Wheelbase (ft / m)24 / 7.3224 / 7.3225.25 / 7.7025.33 / 7.7224 / 7.32
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.67 0.67 0.64
Overall Wheelbase (engine & tender) (ft / m)51.37 / 15.6652.25 / 15.9351.37 / 15.6654.15 / 16.5052.94 / 16.14
Axle Loading (Maximum Weight per Axle) (lbs / kg)49,000 / 22,22643,500 / 19,73146,100 / 20,91146,300 / 21,00145,000 / 20,412
Weight on Drivers (lbs / kg)166,900 / 75,705170,000 / 77,111165,900 / 75,251179,000 / 81,193180,000 / 81,647
Engine Weight (lbs / kg)187,000 / 84,822190,000 / 86,183189,400 / 85,910199,000 / 90,265200,000 / 90,719
Tender Loaded Weight (lbs / kg)126,400 / 57,334131,600 / 59,693126,400 / 57,334144,000 / 65,317126,400 / 57,334
Total Engine and Tender Weight (lbs / kg)313,400 / 142,156321,600 / 145,876315,800 / 143,244343,000 / 155,582326,400 / 148,053
Tender Water Capacity (gals / ML)6000 / 22.736000 / 22.736000 / 22.737000 / 26.526000 / 22.73
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)12 / 10.9012 / 10.9014 / 12.7015 / 13.6012 / 10.90
Minimum weight of rail (calculated) (lb/yd / kg/m)70 / 3571 / 35.5069 / 34.5075 / 37.5075 / 37.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142256 / 142262 / 157562 / 157554 / 1372
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)21" x 28" / 533x71121" x 28" / 533x71121" x 28" / 533x71121" x 30" / 533x76222" x 30" / 559x762
Tractive Effort (lbs / kg)37,485 / 17002.9337,485 / 17002.9333,857 / 15357.3036,276 / 16454.5445,711 / 20734.19
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.45 4.54 4.90 4.93 3.94
Heating Ability
Firebox Area (sq ft / m2)185 / 17.19181 / 16.82167 / 15.52205 / 19.04214 / 19.89
Grate Area (sq ft / m2)75 / 6.9776 / 7.0675 / 6.9776 / 7.0690 / 8.36
Evaporative Heating Surface (sq ft / m2)2255 / 209.572500 / 232.342391 / 222.212832 / 263.103658 / 339.96
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2255 / 209.572500 / 232.342391 / 222.212832 / 263.103658 / 339.96
Evaporative Heating Surface/Cylinder Volume200.90222.72213.01235.48277.14
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation15,00015,20015,00015,20018,000
Same as above plus superheater percentage15,00015,20015,00015,20018,000
Same as above but substitute firebox area for grate area37,00036,20033,40041,00042,800
Power L152885663594066286448
Power MT279.40293.76315.74326.53315.90

Principal Dimensions by Steve Llanso of Sweat House Media
ClassH-16H-16 - simpledH-17H-18H-19
Locobase ID9212 9213 9214 9215 9216
RailroadErie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class202015205
Road Numbers1510-15291510-15291530-441545-15641565-1569
GaugeStdStdStdStdStd
Number Built2015205
BuilderBurnham, Williams & CoErieRogersAlco-CookeAlco-Cooke
Year19021907190219021902
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)17 / 5.1817 / 5.1817 / 5.1815.50 / 4.7215.50 / 4.72
Engine Wheelbase (ft / m)25.58 / 7.8025.58 / 7.8025.33 / 7.7225.25 / 7.7024.25 / 7.39
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.67 0.61 0.64
Overall Wheelbase (engine & tender) (ft / m)54.43 / 16.5954.43 / 16.5952.45 / 15.9952.23 / 15.9252.15 / 15.90
Axle Loading (Maximum Weight per Axle) (lbs / kg)42,250 / 19,16442,250 / 19,16445,000 / 20,41245,000 / 20,41246,400 / 21,047
Weight on Drivers (lbs / kg)169,000 / 76,657169,000 / 76,657180,000 / 81,647180,000 / 81,647185,600 / 84,187
Engine Weight (lbs / kg)191,000 / 86,636191,000 / 86,636200,000 / 90,719200,000 / 90,719209,000 / 94,801
Tender Loaded Weight (lbs / kg)127,800 / 57,969127,800 / 57,969133,500 / 60,555125,000 / 56,699127,800 / 57,969
Total Engine and Tender Weight (lbs / kg)318,800 / 144,605318,800 / 144,605333,500 / 151,274325,000 / 147,418336,800 / 152,770
Tender Water Capacity (gals / ML)5500 / 20.835500 / 20.835800 / 21.975700 / 21.595500 / 20.83
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)15 / 13.6015 / 13.6016 / 14.5012 / 10.9015 / 13.60
Minimum weight of rail (calculated) (lb/yd / kg/m)70 / 3570 / 3575 / 37.5075 / 37.5077 / 38.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142256 / 142256 / 142256 / 142256 / 1422
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)17" x 30" / 432x76221" x 30" / 533x76222" x 30" / 559x76222" x 30" / 559x76216" x 30" / 406x762
Low Pressure Cylinders (dia x stroke) (in / mm)28" x 30" / 711x76230" x 30" / 762x762
Tractive Effort (lbs / kg)38,462 / 17446.0940,163 / 18217.6544,079 / 19993.9244,079 / 19993.9236,303 / 16466.78
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.39 4.21 4.08 4.08 5.11
Heating Ability
Firebox Area (sq ft / m2)283.50 / 26.34213 / 19.80223 / 20.72210 / 19.52210 / 19.52
Grate Area (sq ft / m2)76 / 7.0676 / 7.0676 / 7.0676 / 7.0676.50 / 7.11
Evaporative Heating Surface (sq ft / m2)3173 / 294.783118 / 289.783528 / 327.883398 / 315.803011 / 279.83
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)3173 / 294.783118 / 289.783528 / 327.883398 / 315.803011 / 279.83
Evaporative Heating Surface/Cylinder Volume402.60259.26267.29257.44431.29
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation15,20015,20015,20015,20015,300
Same as above plus superheater percentage15,20015,20015,20015,20015,300
Same as above but substitute firebox area for grate area56,70042,60044,60042,00042,000
Power L140086493656662913089
Power MT209.14338.81321.68308.21146.77

Principal Dimensions by Steve Llanso of Sweat House Media
ClassH-19 - simpledH-20H-20BH-21 - 1904H-21 - 1910
Locobase ID5702 825 9198 9199 13,540
RailroadErie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)Erie (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class5454022550
Road Numbers1565-15691570-1615+1570-1615+1616-1790, 2000-20342035-2084
GaugeStdStdStdStdStd
Number Built4522550
BuilderAlco-CookeAlco-SchenectadyErieAlcoBaldwin
Year19081901191619041910
Valve GearStephensonStephensonBakerStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.50 / 4.7217 / 5.1817 / 5.1817 / 5.1817 / 5.18
Engine Wheelbase (ft / m)24.25 / 7.3925.92 / 7.9025.92 / 7.9025.11 / 7.6525.11 / 7.65
Ratio of driving wheelbase to overall engine wheebase 0.64 0.66 0.66 0.68 0.68
Overall Wheelbase (engine & tender) (ft / m)52.21 / 15.9156 / 17.0756 / 17.0753.33 / 16.2553.33 / 16.25
Axle Loading (Maximum Weight per Axle) (lbs / kg)47,440 / 21,51847,000 / 21,31949,000 / 22,22647,700 / 21,63647,700 / 21,636
Weight on Drivers (lbs / kg)172,170 / 78,095179,000 / 81,193182,900 / 82,962176,400 / 80,014176,400 / 80,014
Engine Weight (lbs / kg)192,280 / 87,217202,000 / 91,626205,900 / 93,395200,700 / 91,036200,700 / 91,036
Tender Loaded Weight (lbs / kg)125,000 / 56,699112,000 / 50,802137,000 / 62,142137,000 / 62,142137,000 / 62,142
Total Engine and Tender Weight (lbs / kg)317,280 / 143,916314,000 / 142,428342,900 / 155,537337,700 / 153,178337,700 / 153,178
Tender Water Capacity (gals / ML)6000 / 22.737000 / 26.526800 / 25.766800 / 25.766800 / 25.76
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)12 / 10.9014 / 12.7014 / 12.7014 / 12.70
Minimum weight of rail (calculated) (lb/yd / kg/m)72 / 3675 / 37.5076 / 3874 / 3774 / 37
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142262 / 157562 / 157562 / 157562.50 / 1588
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80180 / 12.40200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)22" x 30" / 559x76222" x 32" / 559x81324" x 32" / 610x81322" x 32" / 559x81322" x 32" / 559x813
Tractive Effort (lbs / kg)44,079 / 19993.9242,467 / 19262.7345,485 / 20631.6742,467 / 19262.7342,127 / 19108.51
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.91 4.22 4.02 4.15 4.19
Heating Ability
Firebox Area (sq ft / m2)250.70 / 23.30165 / 15.33190 / 17.66174 / 16.17172 / 15.98
Grate Area (sq ft / m2)76 / 7.0654.40 / 5.0654 / 5.0254 / 5.0254 / 5.02
Evaporative Heating Surface (sq ft / m2)3053 / 283.743230 / 300.192550 / 236.993358 / 312.083122 / 290.04
Superheating Surface (sq ft / m2)559 / 51.95
Combined Heating Surface (sq ft / m2)3053 / 283.743230 / 300.193109 / 288.943358 / 312.083122 / 290.04
Evaporative Heating Surface/Cylinder Volume231.30229.42152.19238.51221.75
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation15,20010,880972010,80010,800
Same as above plus superheater percentage15,20010,88011,47010,80010,800
Same as above but substitute firebox area for grate area50,14033,00040,35634,80034,400
Power L160905952947062065892
Power MT311.93293.23456.59310.25294.55

Principal Dimensions by Steve Llanso of Sweat House Media
ClassH-21 - superheatedH-22H-27H-3 - rebuilt IH-4 - rebuilt I
Locobase ID9200 9201 2795 9206 9229
RailroadErie (ERR)Erie (ERR)New York, Susquehanna & Western (ERR)Erie (ERR)Erie (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class2108711957
Road Numbers1800-1886140/15401006,1001
GaugeStdStdStdStdStd
Number Built871
BuilderErieBurnham, Williams & CoBurnham, Williams & CoErieErie
Year19151905190618991898
Valve GearBakerStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)17 / 5.1815.67 / 4.7817 / 5.1814.75 / 4.5014.75 / 4.50
Engine Wheelbase (ft / m)25.11 / 7.6524.33 / 7.4224.33 / 7.4222.83 / 6.9622.83 / 6.96
Ratio of driving wheelbase to overall engine wheebase 0.68 0.64 0.70 0.65 0.65
Overall Wheelbase (engine & tender) (ft / m)59.21 / 18.0555.98 / 17.0660.83 / 18.5450.04 / 15.2550.62 / 15.43
Axle Loading (Maximum Weight per Axle) (lbs / kg)49,425 / 22,41947,000 / 21,31957,100 / 25,90039,900 / 18,09834,500 / 15,649
Weight on Drivers (lbs / kg)187,675 / 85,128184,000 / 83,461232,700 / 105,551125,400 / 56,881131,300 / 59,557
Engine Weight (lbs / kg)213,300 / 96,751207,000 / 93,894260,100 / 117,980139,000 / 63,049145,600 / 66,043
Tender Loaded Weight (lbs / kg)162,800 / 73,845132,840 / 60,255170,100 / 77,15687,900 / 39,87187,900 / 39,871
Total Engine and Tender Weight (lbs / kg)376,100 / 170,596339,840 / 154,149430,200 / 195,136226,900 / 102,920233,500 / 105,914
Tender Water Capacity (gals / ML)8500 / 32.207000 / 26.529000 / 34.094500 / 17.054500 / 17.05
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)16 / 14.5014 / 12.7015 / 13.609 / 8.209 / 8.20
Minimum weight of rail (calculated) (lb/yd / kg/m)78 / 3977 / 38.5097 / 48.5052 / 2655 / 27.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62.50 / 158857 / 144863 / 160050 / 127050 / 1270
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80160 / 11.70180 / 12.40180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)22" x 32" / 559x81322" x 30" / 559x76228" x 32" / 711x81319" x 24" / 483x61019" x 24" / 483x610
Tractive Effort (lbs / kg)42,127 / 19108.5143,305 / 19642.8454,158 / 24565.6826,512 / 12025.6626,512 / 12025.66
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.45 4.25 4.30 4.73 4.95
Heating Ability
Firebox Area (sq ft / m2)185.50 / 17.24173.80 / 16.15198.50 / 17.52180 / 16.73180 / 16.73
Grate Area (sq ft / m2)54 / 5.0249.50 / 4.6060.20 / 5.5978 / 7.2578 / 7.25
Evaporative Heating Surface (sq ft / m2)2578 / 239.593418 / 317.664129 / 382.811667 / 154.931667 / 154.93
Superheating Surface (sq ft / m2)521 / 48.42
Combined Heating Surface (sq ft / m2)3099 / 288.013418 / 317.664129 / 382.811667 / 154.931667 / 154.93
Evaporative Heating Surface/Cylinder Volume183.11258.96181.05211.66211.66
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation10,8009900963214,04014,040
Same as above plus superheater percentage12,6369900963214,04014,040
Same as above but substitute firebox area for grate area43,40734,76031,76032,40032,400
Power L112,1266171377348894889
Power MT569.78295.75142.98343.81328.36

Principal Dimensions by Steve Llanso of Sweat House Media
ClassH-9IL / H-15L / H-5L / H-7
Locobase ID2613 4047 9211 9204 9205
RailroadErie (ERR)Erie (ERR)Erie & Wyoming Valley (ERR)New York, Lake Erie & Western (ERR)New York, Lake Erie & Western (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class10165825
Road Numbers1400-1409500-5091-5 / 1504-150610-17/1300-13071360-84
GaugeStdStdStdStdStd
Number Built10165825
BuilderBrooksseveralDicksonBurnham, Parry, Williams & CoRogers
Year18991877188418861888
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.75 / 4.8014.75 / 4.5014.42 / 4.4014.42 / 4.4015.17 / 4.62
Engine Wheelbase (ft / m)24 / 7.3222.50 / 6.8623.21 / 7.0722.50 / 6.8623.58 / 7.19
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66 0.62 0.64 0.64
Overall Wheelbase (engine & tender) (ft / m)53.50 / 16.3150.04 / 15.2549.54 / 15.1051 / 15.5448.60 / 14.81
Axle Loading (Maximum Weight per Axle) (lbs / kg)43,000 / 19,50424,000 / 10,88631,500 / 14,28836,700 / 16,64734,500 / 15,649
Weight on Drivers (lbs / kg)150,000 / 68,03987,550 / 39,712112,350 / 50,961122,900 / 55,747110,700 / 50,213
Engine Weight (lbs / kg)170,000 / 77,111100,000 / 45,359127,650 / 57,901136,000 / 61,689130,200 / 59,058
Tender Loaded Weight (lbs / kg)132,000 / 59,87487,900 / 39,871102,200 / 46,35787,900 / 39,87187,900 / 39,871
Total Engine and Tender Weight (lbs / kg)302,000 / 136,985187,900 / 85,230229,850 / 104,258223,900 / 101,560218,100 / 98,929
Tender Water Capacity (gals / ML)6000 / 22.734500 / 17.055500 / 20.834500 / 17.054500 / 17.05
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)15 / 13.609 / 8.20 8.50 / 7.709 / 8.209 / 8.20
Minimum weight of rail (calculated) (lb/yd / kg/m)63 / 31.5036 / 1847 / 23.5051 / 25.5046 / 23
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)57 / 144850 / 127050 / 127050 / 127050 / 1270
Boiler Pressure (psi / kPa)200 / 13.80125 / 8.30140 / 9.70140 / 9.70140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)21" x 28" / 533x71120" x 24" / 508x61020" x 24" / 508x61020" x 24" / 508x61020" x 24" / 508x610
Tractive Effort (lbs / kg)36,827 / 16704.4720,400 / 9253.3022,848 / 10363.6922,848 / 10363.6922,848 / 10363.69
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.07 4.29 4.92 5.38 4.85
Heating Ability
Firebox Area (sq ft / m2)193 / 17.94137 / 12.73222 / 20.63155 / 14.41156 / 14.50
Grate Area (sq ft / m2)41.40 / 3.8522.47 / 2.0976 / 7.0676 / 7.0676 / 7.06
Evaporative Heating Surface (sq ft / m2)2275 / 211.431563 / 145.261734 / 161.151668 / 155.021620 / 150.56
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2275 / 211.431563 / 145.261734 / 161.151668 / 155.021620 / 150.56
Evaporative Heating Surface/Cylinder Volume202.68179.11198.70191.14185.64
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation8280280910,64010,64010,640
Same as above plus superheater percentage8280280910,64010,64010,640
Same as above but substitute firebox area for grate area38,60017,12531,08021,70021,840
Power L154842683380232663209
Power MT322.40270.25298.42234.35255.63

Principal Dimensions by Steve Llanso of Sweat House Media
ClassL / H-8L/H-6P / H-8U / H-2X / H-1
Locobase ID9207 6018 6015 9203 6013
RailroadNew York, Lake Erie & Western (ERR)New York, Lake Erie & Western (ERR)New York, Pennsylvania & Ohio (ERR)New York, Lake Erie & Western (ERR)New York, Lake Erie & Western (ERR)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class10251011180
Road Numbers1280-1289723-747/1309-13321047, 1055510-689/1001-1187
GaugeStdStdStdStdStd
Number Built102510180
BuilderBrooksBurnham, Parry, Williams & Coseveralseveralseveral
Year18881890188818971878
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.17 / 4.6214.42 / 4.4014.75 / 4.5014.75 / 4.50
Engine Wheelbase (ft / m)23.58 / 7.1922.50 / 6.8622.83 / 6.9622.50 / 6.86
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.65 0.66
Overall Wheelbase (engine & tender) (ft / m)50.23 / 15.3151.25 / 15.6248.12 / 14.6747.17 / 14.38
Axle Loading (Maximum Weight per Axle) (lbs / kg)33,450 / 15,17332,800 / 14,87827,350 / 12,40625,300 / 11,476
Weight on Drivers (lbs / kg)115,850 / 52,549115,800 / 52,526115,850 / 52,549105,600 / 47,89988,700 / 40,234
Engine Weight (lbs / kg)131,150 / 59,489130,200 / 59,058131,150 / 59,489122,400 / 55,520103,400 / 46,902
Tender Loaded Weight (lbs / kg)77,000 / 34,92787,900 / 39,87187,900 / 39,87177,000 / 34,927
Total Engine and Tender Weight (lbs / kg)208,150 / 94,416218,100 / 98,929210,300 / 95,391180,400 / 81,829
Tender Water Capacity (gals / ML)3600 / 13.644500 / 17.053600 / 13.644500 / 17.053600 / 13.64
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.309 / 8.20 8.90 / 8.109 / 8.208 / 7.30
Minimum weight of rail (calculated) (lb/yd / kg/m)48 / 2448 / 2448 / 2444 / 2237 / 18.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50 / 127050 / 127050 / 127050 / 127050 / 1270
Boiler Pressure (psi / kPa)150 / 10.30160 / 11150 / 10.30180 / 12.40125 / 8.60
High Pressure Cylinders (dia x stroke) (in / mm)20" x 24" / 508x61020" x 24" / 508x61020" x 24" / 508x61018" x 24" / 457x61020" x 24" / 508x610
Tractive Effort (lbs / kg)24,480 / 11103.9526,112 / 11844.2224,480 / 11103.9523,795 / 10793.2420,400 / 9253.30
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.73 4.43 4.73 4.44 4.35
Heating Ability
Firebox Area (sq ft / m2)184 / 17.10174 / 16.16188.75 / 17.54149 / 13.85140.50 / 13.06
Grate Area (sq ft / m2)40 / 3.7278 / 7.2540 / 3.7228 / 2.6028 / 2.60
Evaporative Heating Surface (sq ft / m2)1619 / 150.461758 / 163.321614 / 1501651 / 153.441323 / 122.96
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1619 / 150.461758 / 163.321614 / 1501651 / 153.441323 / 122.96
Evaporative Heating Surface/Cylinder Volume185.52201.45184.95233.57151.60
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation600012,480600050403500
Same as above plus superheater percentage600012,480600050403500
Same as above but substitute firebox area for grate area27,60027,84028,31326,82017,563
Power L136374015366450842418
Power MT276.85305.75278.90424.56240.40

Principal Dimensions by Steve Llanso of Sweat House Media
ClassX / H-1
Locobase ID15,804
RailroadNew York, Pennsylvania & Ohio (ERR)
CountryUSA
Whyte2-8-0
Number in Class64
Road Numbers136-185/615-664, 600-614/1200-1264
GaugeStd
Number Built64
Builderseveral
Year1880
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.75 / 4.50
Engine Wheelbase (ft / m)22.50 / 6.86
Ratio of driving wheelbase to overall engine wheebase 0.66
Overall Wheelbase (engine & tender) (ft / m)47.17 / 14.38
Axle Loading (Maximum Weight per Axle) (lbs / kg)25,300 / 11,476
Weight on Drivers (lbs / kg)88,700 / 40,234
Engine Weight (lbs / kg)103,400 / 46,902
Tender Loaded Weight (lbs / kg)77,000 / 34,927
Total Engine and Tender Weight (lbs / kg)180,400 / 81,829
Tender Water Capacity (gals / ML)3600 / 13.64
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.30
Minimum weight of rail (calculated) (lb/yd / kg/m)37 / 18.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50 / 1270
Boiler Pressure (psi / kPa)125 / 8.60
High Pressure Cylinders (dia x stroke) (in / mm)20" x 24" / 508x610
Tractive Effort (lbs / kg)20,400 / 9253.30
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.35
Heating Ability
Firebox Area (sq ft / m2)140.50 / 13.06
Grate Area (sq ft / m2)28 / 2.60
Evaporative Heating Surface (sq ft / m2)1323 / 122.96
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1323 / 122.96
Evaporative Heating Surface/Cylinder Volume151.60
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3500
Same as above plus superheater percentage3500
Same as above but substitute firebox area for grate area17,563
Power L12418
Power MT240.40

Photos

Reference