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


Class Details by Steve Llanso of Sweat House Media

Class E-10 (Locobase 7051)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 32838-32839 in June 1908.

Camelbacks that formed part of the LC&N's stud when they were produced. They then worked for the subsidiary Panther Creek Railroad until sold in December 1913

All were sold to the Lehigh & New England in December 1913. 59 fell into class E-11 and was scrapped in November 1935. 58, put in class E-10, went to the ferro-knacker's in February 1941.


Class E-12 (Locobase 13696)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 38, p. 219 and Vol 49, p. 279. Works numbers were 37100-37101 in October 1911 and 40697 in December 1913.

These big saturated-steam camelback Consolidations had very large boilers stuffed with small tubes. The specs called for the design to pull trains of 2500 "net tons" up a 1/2% grade with frictional resistance based on 6 lb/net ton at 10 mph (16 km/h), "the fuel to be a mixture of 1/2 anthracite and 1/2 bituminous."

They were later superheated; see Locobase 2788.


Class E-12 - superheated (Locobase 2788)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Classic "Mother Hubbard" (or camelback) layout with the engineer's cab straddling the boiler ahead of the wide Wootten anthracite-burning firebox. Like the wide-firebox locomotives of many of the other anthracite roads in the region; this pair was superheated.

In the process, the railroad removed 174 small tubes to make room for the 38 flues that held the superheater tubes. Unusually for such makeovers, the combined heating surface actually increased and the E-12's available power rose substantially.


Class E-13 (Locobase 6701)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 55, pp. 9+. Works numbers wer 40967 in December 1913 and 43005 in March 1916.

This was the last of the "Mother Hubbard" (or camelback) Consolidations supplied by Baldwin to the L & NE. Little had changed in the basic design -- the grate area remained huge, the cab sat over the second driving axle and between the two domes. However, this engine was delivered with superheaters and used 14" piston valves actuated by outside radial valve gear to supply their capacious cylinders.

When the L&NE ordered the 154 as a superheated locomotive, the specs included a guarantee that the engine would haul trains of 2,500 net tons up a 1/2% grade, with frictional resistance based on 6 pounds per ton at a speed of 10 mph (16 km/h). Fuel was a mixture of anthracite and bituminous.

The lone 1913 camelback (Locobase 13696) later joined the 154 in the E-13 class when it was rebuilt to the same dimensions.

Both engines were scrapped in April 1950.


Class E-5 (Locobase 11488)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 285. Works numbers were 23886, 23919, 23932 in March 1904.

The three were scrapped in 1929 with 15 and 17 going in June and 16 in July.


Class E-6 (Locobase 12818)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 38, p. 225, Vol 43, p. 59, and Vol 49, p. 275.. Works numbers were 37067-37068 in October 1911, 39084-39088 in January 1913, and 40961-40966 in December.

Given the late date of their production, Locobase supposes that these were branch-line freighters. They're relatively small and light with a low axle loading.

Most operated into the 1930s, the last built (46) being the first to retire in 1929. Four remained in service when the US entered World War II in December 1941. 45 was scrapped in 1942, 37 and 43 in 1943, and 39 in 1944.


Class E-7 (Locobase 12816)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 28, p. 79. Works numbers were 26354-26356 in August 1905.

It's apparent that the L & NE found their E-5 class Consolidations (Locobase 11488) a bit scant in terms of grate area. So they asked Baldwin to raise the firebox and widen the grate while retaining the rest of the boiler's dimensions.

All three locomotives put in more than 20 years on the L & NE before being sold to other railroads for equally lengthy second careers. 19-20 went to locomotive rebuilder/reseller Georgia Car & Locomotive in May and August 1928, respectively. Both were sold the next year to New Jersey's Rahway Valley where they toiled as 13 and 14 until 1951 (14) and 1955 (13). 18 was sold directly in October 1929 to the Bellefonte Central as #15. When the BC wanted to sell the engine in 1941, it found a buyer in the Coudersport & Port Allegany, which ran the 15 until 1953.


Class E-8 (Locobase 12817)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 29, p. 127 and Volume 32, p. 239. (Thanks to Chris Hohl for his 2 July 2015 email reporting the difference in weights for the two sets of four.) Works numbers were 28542-28543 in July 1906, 28959, 29028-29029 in September; 32832, 32834-32835 in July 1908.

Low drivers, camelback layout, big Wootten firebox -- all the elements of a typical helper on this Anthracite region bridge line. This group had a firebox that included 54 sq ft (5.02 sq m) of combustion chamber. Chris Hohl noted that the second group's estimated weights came to 137,200 lb (62,333 kg) on the drivers and 153,200 lb (69,490 kg) for the engine.

All of the class was superheated; see Locobase 7049.


Class E-8 - superheated (Locobase 7049)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The original configuration is shown in Locobase 12817. Locobase can't say when this set of camelbacks was superheated, but he can say that in the process, the railroad deleted the 33" combustion chamber.

Seven of the class was scrapped before World War II: 23 in October 1930; 28 In February 1934; 24-25 in March; 26 in October 1939; 21 in July 1941. Somehow 27 carried on through World War II and a few years after before meeting the scrapper in April 1950.


Class E-9 (Locobase 13694)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 36, p. 8. Works numbers were 35562-35564 in October 1910.

Changes in the E-9s from the earlier E-8s of 1906 (Locobase 12817) were focused on the firebox and the valve gear. The new class retained the low drivers and camelback layout. The E-8s' firebox had a 33-inch-long combustion chamber that contributed 54 sq ft to the firebox heating surface. In the E-9s, that combustion chamber was reduced to 6 inches(152 mm) and the difference more than made up in tube length. Given the usual trade off in heating power (6 sq ft of tubes = 1 sq ft of direct heating surface), the new engines gained a little. In addition, outside radial valve gear replaced the the inside link motion

All of the class was superheated; see Locobase 7049.


Class E-9 - superheated (Locobase 13695)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Converting the E-9s shown in Locobase 13694 to superheat didn't require much of a makeover. Unlike the E-8s shown in Locobase 12817, which had a 33-inch combustion chamber that had to be removed, the E-9s were delivered with only a 6-inch combustion chamber that apparently stayed.

Two of the three E-9s were scrapped before the US entered World War II; 30 went in September 1939 and 31 followed in July 1940. 29 soldiered on and didn't encounter the ferro-knacker until July 1948.


Class ES-14 (Locobase 412)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 16 September 2015 email reporting photographs that showed tender boosters on this class.) Works numbers were 63279-63282 in August 1922, 64397-64399 in May 1923.

Although their Wootten fireboxes were as wide as the earlier Mother Hubbards, these locomotives sported a conventional cab layout. The result was a pretty snug fit for the two crew, but it did rescue the fireman from his perilous perch on the footboard just ahead of a jouncing tender. Also, the firebox had both arch tubes (38 sq ft/3.53 sq m) and thermic syphons (109 sq ft/10.13 sq m) contributing to its considerable heating surface (the most direct heating surface in a superheated Consolidation).

Chris Hohl's careful study of several ES-14 photographs led him to conclude that they had tender boosters. A roster compiled by George W Armstrong on 14 July 1958 gave details: "301-307 were equipped with Bethlehem Auxiliary Locomotives". These installations used connecting rods on tender axles that added 14,870 lb (6,745 kg) to the class.

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-10E-12E-12 - superheatedE-13E-5
Locobase ID7051 13,696 2788 6701 11,488
RailroadLehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class13222
Road Numbers5832-33 / 31-32, 15332-33 / 31-32 / 151-152153-15415-17
GaugeStdStdStdStdStd
Number Built3212
BuilderL&NEBaldwinL&NEBaldwinBurnham, Williams & Co
Year19161911191119161904
Valve GearWalschaertWalschaertWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.33 / 4.6716 / 4.8816 / 4.8816 / 4.8814.25 / 4.34
Engine Wheelbase (ft / m)23.67 / 7.2125 / 7.6225 / 7.6225 / 7.6222.33 / 6.81
Ratio of driving wheelbase to overall engine wheebase 0.65 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender) (ft / m)54.87 / 16.7258.67 / 17.8859.17 / 18.0459.17 / 18.04
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)170,000 / 77,111205,000 / 92,987204,650 / 92,828208,000 / 94,347120,000 / 54,431
Engine Weight (lbs / kg)190,000 / 86,183228,000 / 103,419224,850 / 101,990233,000 / 105,687140,000 / 63,503
Tender Loaded Weight (lbs / kg)155,990 / 70,756144,000 / 65,317155,990 / 70,756155,990 / 70,75680,000 / 36,287
Total Engine and Tender Weight (lbs / kg)345,990 / 156,939372,000 / 168,736380,840 / 172,746388,990 / 176,443220,000 / 99,790
Tender Water Capacity (gals / ML)8000 / 30.308000 / 30.308000 / 30.308000 / 30.304000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)13.50 / 12.3014 / 12.7013.50 / 12.3013.50 / 12.30
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.5085 / 42.5085 / 42.5087 / 43.5050 / 25
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142257 / 144857 / 144857 / 144850 / 1270
Boiler Pressure (psi / kPa)180 / 12.40200 / 13.80200 / 13.80180 / 12.40185 / 12.80
High Pressure Cylinders (dia x stroke) (in / mm)23" x 28" / 584x71123.5" x 30" / 597x76223.5" x 30" / 597x76225" x 30" / 635x76220" x 26" / 508x660
Tractive Effort (lbs / kg)40,469 / 18356.4549,412 / 22412.9349,412 / 22412.9350,329 / 22828.8832,708 / 14836.12
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.20 4.15 4.14 4.13 3.67
Heating Ability
Firebox Area (sq ft / m2)204 / 18.96243 / 22.58240 / 22.30240 / 22.30158.50 / 14.73
Grate Area (sq ft / m2)94.50 / 8.7895 / 8.8395 / 8.8395 / 8.8333.20 / 3.09
Evaporative Heating Surface (sq ft / m2)2342 / 217.663653 / 339.373078 / 286.063107 / 288.752006 / 186.43
Superheating Surface (sq ft / m2)531 / 49.35724 / 67.29724 / 67.29
Combined Heating Surface (sq ft / m2)2873 / 267.013653 / 339.373802 / 353.353831 / 356.042006 / 186.43
Evaporative Heating Surface/Cylinder Volume173.94242.56204.38182.29212.19
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation17,01019,00019,00017,1006142
Same as above plus superheater percentage20,07219,00022,61020,3496142
Same as above but substitute firebox area for grate area43,33048,60057,12051,40829,323
Power L110,158614113,61810,8584564
Power MT526.93264.17586.81460.34335.40

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-6E-7E-8E-8 - superheatedE-9
Locobase ID12,818 12,816 12,817 7049 13,694
RailroadLehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class113883
Road Numbers36-4618-2021-2821-2829-31
GaugeStdStdStdStdStd
Number Built113883
BuilderBaldwinBurnham, Williams & CoBurnham, Williams & CoL&NEBaldwin
Year1913190519061910
Valve GearWalschaertStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14 / 4.2714.25 / 4.3414.25 / 4.3414.25 / 4.3414.25 / 4.34
Engine Wheelbase (ft / m)21.67 / 6.6122.33 / 6.8122.33 / 6.8122.33 / 6.8122.33 / 6.81
Ratio of driving wheelbase to overall engine wheebase 0.65 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender) (ft / m)53.3351.50 / 15.7051.50 / 15.7051.50 / 15.70
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)129,000 / 58,513126,000 / 57,153134,000 / 60,781138,480 / 62,814137,200 / 62,233
Engine Weight (lbs / kg)143,000 / 64,864141,000 / 63,957151,000 / 68,493154,800 / 70,216153,200 / 69,490
Tender Loaded Weight (lbs / kg)115,000 / 52,16380,000 / 36,287100,000 / 45,359130,000 / 58,967120,000 / 54,431
Total Engine and Tender Weight (lbs / kg)258,000 / 117,027221,000 / 100,244251,000 / 113,852284,800 / 129,183273,200 / 123,921
Tender Water Capacity (gals / ML)6000 / 22.734000 / 15.156000 / 18.946000 / 22.736000 / 22.73
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)11 / 1010 / 9.10912.90 / 11.7011 / 10
Minimum weight of rail (calculated) (lb/yd / kg/m)54 / 2753 / 26.5056 / 2858 / 2957 / 28.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50 / 127050 / 127050 / 127050 / 127050 / 1270
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66020" x 26" / 508x66020" x 26" / 508x66020" x 26" / 508x66020" x 26" / 508x660
Tractive Effort (lbs / kg)31,912 / 14475.0635,360 / 16039.0535,360 / 16039.0535,360 / 16039.0535,360 / 16039.05
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.04 3.56 3.79 3.92 3.88
Heating Ability
Firebox Area (sq ft / m2)167 / 15.52148.60 / 13.81237 / 22.03183 / 17.01181 / 16.82
Grate Area (sq ft / m2)76.50 / 7.1144.10 / 4.1084 / 7.8184 / 7.8184 / 7.80
Evaporative Heating Surface (sq ft / m2)1872 / 173.981997 / 185.591792 / 166.541742 / 161.902170 / 201.60
Superheating Surface (sq ft / m2)394 / 36.62
Combined Heating Surface (sq ft / m2)1872 / 173.981997 / 185.591792 / 166.542136 / 198.522170 / 201.60
Evaporative Heating Surface/Cylinder Volume219.41211.24189.55184.26229.54
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation15,300882016,80016,80016,800
Same as above plus superheater percentage15,300882016,80019,82416,800
Same as above but substitute firebox area for grate area33,40029,72047,40043,18836,200
Power L152884830524810,9365421
Power MT361.49338.04345.37696.41348.43

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE-9 - superheatedES-14
Locobase ID13,695 412
RailroadLehigh & New England (L&NE)Lehigh & New England (L&NE)
CountryUSAUSA
Whyte2-8-02-8-0
Number in Class37
Road Numbers29-31301-307
GaugeStdStd
Number Built7
BuilderL&NEAlco-Schenectady
Year1922
Valve GearWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)14.25 / 4.3417.50 / 5.33
Engine Wheelbase (ft / m)22.33 / 6.8126.92 / 8.21
Ratio of driving wheelbase to overall engine wheebase 0.64 0.65
Overall Wheelbase (engine & tender) (ft / m)52.17 / 15.9065.16 / 19.86
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)145,940 / 66,197279,000 / 126,552
Engine Weight (lbs / kg)162,940 / 73,908301,500 / 136,758
Tender Loaded Weight (lbs / kg)122,120 / 55,393184,100 / 83,506
Total Engine and Tender Weight (lbs / kg)285,060 / 129,301485,600 / 220,264
Tender Water Capacity (gals / ML)6000 / 22.7310,000 / 37.88
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)14.30 / 1316 / 14.50
Minimum weight of rail (calculated) (lb/yd / kg/m)61 / 30.50116 / 58
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)50 / 127061 / 1549
Boiler Pressure (psi / kPa)200 / 13.80210 / 14.50
High Pressure Cylinders (dia x stroke) (in / mm)20" x 26" / 508x66027" x 32" / 686x813
Tractive Effort (lbs / kg)35,360 / 16039.0568,263 / 30963.61
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.13 4.09
Heating Ability
Firebox Area (sq ft / m2)183 / 17380 / 35.32
Grate Area (sq ft / m2)84 / 7.8084.30 / 7.83
Evaporative Heating Surface (sq ft / m2)1760 / 163.513665 / 340.61
Superheating Surface (sq ft / m2)363 / 33.72901 / 83.74
Combined Heating Surface (sq ft / m2)2123 / 197.234566 / 424.35
Evaporative Heating Surface/Cylinder Volume186.17172.83
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation16,80017,703
Same as above plus superheater percentage19,65621,244
Same as above but substitute firebox area for grate area42,82295,760
Power L110,47513,767
Power MT632.96435.14

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