John Wootten's firebox had only just begun to make news when the Lehigh Coal & Navigation company determined that it needed to join the other anthracite roads in adopting the unusual, but unusually well-adapted firebox. At the time, Baldwin was building a large batch of such engines for the Central Railroad of New Jersey. The LC & N was able to jump the queue by paying the CNJ to give up its road numbers 325-326. Upon delivery, the two were given road numbers 12-13.
13's set of "Hereafter" notes reflect the variety of influences on a railroad's opinion of a builder's product. One is individual taste, such as the request to remove the reversing lever 12" (305 mm) closer to the center "to give the engineer more room." LC&N's shops lengthened the reversing rod by 10" (254 mm) while shortening the fulcrum end by 1 +" (39 mm). Operational experience generated many comments including the request for the builder to curl the edges of the cab roof to form water-diverting troughs, relocating the cylinder cocks because they dripped water on the rail, and moving the front sandbox because it put down the sand too far ahead of the drivers in curves.
More fundamental design changes by the road reflect its understanding of the various components to at least the same degree as the "Philadelphia watchmakers" who had produced the locomotives. "In order to get the engine to steam", says the Hereafter note, LC&N's Bloombaugh redesigned the blast pipe and suggested redesigning the valve motion to change valve lap to an inside lap. The notes also recommended placing the dry pipe as high in the boiler as possible to reduce the amount of water entering it and then coming out of the safety valves. As this was a relatively early example of Wootten's camelback layout, these bigger changes may be indicate that its peculiarities and hidden secrets to happy operation had yet to reveal themselves fully.
In December 1911, the 12 was renumbered 11 and placed in its own class E-4 by the Lehigh & New England, which by then was a subsidiary of the LC&N. The 11 was retired in October 1924.
13 also went to the L&NE and took road number 9; but its career was quite short and it was scrapped in 1913.
These camelbacks were sold to the Lehigh & Hudson River.
Note just how outsized the grate is compared to the heating surface area.
When the LC&N created the Lehigh & New England in 1913, it sent some of its Wootten-boiler camelbacks to the new line. The grates featured watertubes and drop bars. Once on the L&NE, the engines were superheated; see Locobase 7051.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||13||29||29 / E-11||33/E-10|
|Railroad||Lehigh Coal & Navigation||Lehigh Coal & Navigation||Lehigh Coal & Navigation||Lehigh Coal & Navigation|
|Number in Class||2||3||4||2|
|Road Numbers||13||29-31, 34 / 54-56, 59||29-32||33-34|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.67 / 4.17||15.33 / 4.67||15.33 / 4.67||15.33 / 4.67|
|Engine Wheelbase (ft / m)||21.75 / 6.63||23.67 / 7.21||23.67 / 7.21||23.67 / 7.21|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.65||0.65||0.65|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||160,000 / 72,575||175,810 / 79,746||175,810 / 79,746|
|Engine Weight (lbs / kg)||180,000 / 81,647||194,110 / 88,047||194,110 / 88,047|
|Tender Loaded Weight (lbs / kg)||100,000 / 45,359||100,000 / 45,359||100,000 / 45,359|
|Total Engine and Tender Weight (lbs / kg)||280,000 / 127,006||294,110 / 133,406||294,110 / 133,406|
|Tender Water Capacity (gals / ML)||2800 / 10.61||5000 / 18.94||5000 / 18.94||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||67 / 33.50||73 / 36.50||73 / 36.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50 / 1270||56 / 1422||56 / 1422||56 / 1422|
|Boiler Pressure (psi / kPa)||160 / 11||200 / 13.80||200 / 13.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||20" x 24" / 508x610||22" x 28" / 559x711||22" x 28" / 559x711||22" x 28" / 559x711|
|Tractive Effort (lbs / kg)||26,112 / 11844.22||41,140 / 18660.81||41,140 / 18660.81||41,140 / 18660.81|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.89||4.27||4.27|
|Firebox Area (sq ft / m2)||195 / 18.12||178.20 / 16.56||253 / 23.51||253 / 23.50|
|Grate Area (sq ft / m2)||75.90 / 7.05||75.60 / 7.03||95 / 8.83||95 / 8.83|
|Evaporative Heating Surface (sq ft / m2)||1280 / 118.91||2403 / 223.33||2133 / 198.23||2133 / 198.16|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1280 / 118.91||2403 / 223.33||2133 / 198.23||2133 / 198.16|
|Evaporative Heating Surface/Cylinder Volume||146.68||195.06||173.15||173.15|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||12,144||15,120||19,000||19,000|
|Same as above plus superheater percentage||12,144||15,120||19,000||19,000|
|Same as above but substitute firebox area for grate area||31,200||35,640||50,600||50,600|