Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 19, p. 56. See also "American and French Four-Cylinder Compound Freight Locomotives," Engineering News, Volume 33 (13 June 1895)),pp. 387-388. Works numbers were 13847-13853 in November 1893.It was rare for Baldwin to clump all the locomotives in an order into a single batch, but the shops lined up these Vauclain compound Consolidations in just such an array. Possibly the economic panic that had set in earlier in the year reduced demand to a point that an order might be laid out this way. The specification's estimated weights of 108,000 lb (48,988 kg) on the drivers and 125,000 lb (56,699 kg) for the engine fell far short of the actual weights. The EN report compared this class to the PLM's 0-8-0 Class 3.211 four-cylinder compounds (Locobase 3910). Three obvious difference were the compounding systems, tube diameters, and the use of a carrying axle. The American variations are described here and included such characteristic features as the use of one 10 1/2" (267 mm) piston valve for each set of 1 HP and 1 LP cylinders. The French used a divided drive and four separate valve gear trains for compounding; large, internally finned 2 3/4" Serve tubes; and an all-adhesion 0-8-0 layout. In 1892, the merger of the Pennsylvania, Poughkeepsie & Boston and the Central New England & Western resulted in the Philadelphia, Reading & New England. The PR &NE didn't weather the 1893 panic as well as did Baldwin, entering receivership and suffering reorganization as the Central New England Railway in 1899. The CNE removed the compound cylinders in 1904-1905, substituting two 20" x 24" simple-expansion cylinders; see Locobase 11457.
Data from 1915 CNE locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 13847-13853 in December 1893.The Philadelphia, Reading & New England, the new railroad bought these Consolidations as Vauclain compounds with 13.5" HP and 23" LP cylinders; see Locobase 12093. In 1905, the CNE rebuilt the class with simple-expansion cylinders as shown in the specifications. In their simple-expansion form, the sextet served another two decades before being scrapped in June 1925-June 1926.
Data from "Locomotive Building," The Railway Gazette, Vol XXXIX, No 14 (6 October 1905), p 109. See also CNE 3 1915 Classification of Locomotives and NH-CNE 1 1924 Engine Assignments supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 39036-39045 in December 1905 and 44327-44332 in December 1907.The five5 F-3s that preceded those described in the RG report had 275 tubes. Procured in batches in 1905 and 1907 the last three of the larger F-3s had 307 tubes instead of 312. These Consolidations had relatively short careers for the CNE, probably because they were outmatched by the traffic demands. By 1924, the class was based in Hartford and most were assigned switching duties. Most had been retired by the time the New Haven ended the CNE's separate operating status in 1927. The last three were retired in 1928.
Data from NH 1962 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.One of the most interesting parts of the diagram that details this 15-locomotive batch is the table of calculations that shows the share of total water evaporation contributed by each of the major heating components. The fire tubes were assessed 9.78 lb/sq ft/hour and the flues 11.59 lb/sq ft/hour; together the two sizes of boiler tubes turned 23,615 lb of water per hour into steam. The firebox's basic 161 sq ft operated at 55 lb/sq ft/hour -- 8,855 lb -- and its 60 sq ft of thermic syphons - calculated to have the same efficiency as the firebox sides and top, added 3,300 lb. By the time the diagram was prepared, 3 of the remaining 8 locomotives had Baker gear, the other five operating Walschaert gear.
Data from TraitT pratique de la machine locomotive ... By Maurice Demoulin, 1898Librairie polytechnique, Baudry et Cie, p 404-406 Drury (1993) comments that while "impressive looking" they weighed only a little more than the earlier Moguls and were too slow for main-line service. Demoulin attributed the design to the New Haven's Chief Enginneer M Henney. He credited them with 1,000 tons capacity over steep grades and tight curves.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Philadelphia, Reading & New England (NYNH&H)||Central New England (NYNH&H)||Central New England (NYNH&H)||Central New England (NYNH&H)||New Haven (NYNH&H)|
|Number in Class||7||6||15||15||25|
|Builder||Burnham, Williams & Co||CNE||Alco-Rogers||Alco-Schenectady||Rhode Island|
|Valve Gear||Stephenson||Stephenson||Stephenson||Baker or Walschaert||Stephenson|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14 / 4.27||14.25 / 4.34||14 / 4.27||17.25 / 5.26||15 / 4.57|
|Engine Wheelbase (ft / m)||21.83 / 6.65||22 / 6.71||21.33 / 6.50||26.17 / 7.98||23.08 / 7.03|
|Ratio of driving wheelbase to overall engine wheebase||0.64||0.65||0.66||0.66||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||47.79 / 14.57||48 / 14.63||49.46 / 15.08||58.15 / 17.72||52.06 / 15.87|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||33,900 / 15,377||47,700 / 21,636|
|Weight on Drivers (lbs / kg)||118,020 / 53,533||118,200 / 53,615||128,000 / 58,060||184,000 / 83,461||141,000 / 63,957|
|Engine Weight (lbs / kg)||131,220 / 59,520||131,200 / 59,511||144,700 / 65,635||213,000 / 96,615||156,850 / 71,146|
|Tender Loaded Weight (lbs / kg)||73,000 / 33,112||103,020 / 46,729||101,600 / 46,085||147,400 / 66,860|
|Total Engine and Tender Weight (lbs / kg)||204,220 / 92,632||234,220 / 106,240||246,300 / 111,720||360,400 / 163,475|
|Tender Water Capacity (gals / ML)||3200 / 12.12||5000 / 18.94||5000 / 18.94||8000 / 30.30|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||8.50 / 7.70||9 / 8.20||8 / 7.30||12 / 10.90|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||49 / 24.50||49 / 24.50||53 / 26.50||77 / 38.50||59 / 29.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||51 / 1295||50 / 1270||50 / 1270||63 / 1600||51 / 1295|
|Boiler Pressure (psi / kPa)||180 / 12.40||170 / 11.70||180 / 12.40||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||13.5" x 24" / 343x610||20" x 24" / 508x610||20" x 24" / 508x610||24" x 32" / 610x813||21" x 26" / 533x660|
|Low Pressure Cylinders (dia x stroke) (in / mm)||23" x 24" / 584x610|
|Tractive Effort (lbs / kg)||19,519 / 8853.68||27,744 / 12584.48||29,376 / 13324.75||44,763 / 20304.18||34,398 / 15602.69|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||6.05||4.26||4.36||4.11||4.10|
|Firebox Area (sq ft / m2)||164.50 / 15.28||164.50 / 15.29||159 / 14.78||221 / 20.54||182.34 / 16.95|
|Grate Area (sq ft / m2)||23.90 / 2.22||34 / 3.16||31.02 / 2.88||53 / 4.93||33.47 / 3.11|
|Evaporative Heating Surface (sq ft / m2)||2021 / 187.76||2021 / 187.83||2187 / 203.25||2523 / 234.48||2113 / 196.38|
|Superheating Surface (sq ft / m2)||496 / 46.10|
|Combined Heating Surface (sq ft / m2)||2021 / 187.76||2021 / 187.83||2187 / 203.25||3019 / 280.58||2113 / 196.38|
|Evaporative Heating Surface/Cylinder Volume||508.29||231.59||250.61||150.58||202.73|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4302||5780||5584||9540||6025|
|Same as above plus superheater percentage||4302||5780||5584||11,066||6025|
|Same as above but substitute firebox area for grate area||29,610||27,965||28,620||46,145||32,821|