The Lehigh Valley liked Baldwin's Twelve-wheeler design enough to ask for another ten three years after the delivery of the first fifteen (Locobase 6558). Compared to the earlier engines, these had bigger boilers and a deeper grate.
All served the Lehigh Valley throughout their careers. The 571 was scrapped soon after the turn of the century and before it could be renumbered like the others. The other nine were renumbered in a sequence corresponding to the out-of-order numbering of the original, in which 568 came before 566-567.
All were scrapped in the 'teens.
The first of the Twelve-Wheelers, this engine was built at the Weatherly Shops to a design by Philip Hofecker, master mechanic. Compared to all of the standard-gauge 4-8-0s that would follow, this was a small locomotive with short tubes, but a relatively large grate for burning anthracite coal.
Fourteen of the fifteen engines in this class served their entire careers on the LV. One, LV #297, then was renumbered #58. In November 1908, the LV sold the 58 to locomotive rebuilder/recycler Georgia Car & Locomotive Company as their #56. At this time the locomotive was rebuilt as a 2-8-0.
In February 1912, the Georgia, Florida & Alabama procured the engine as #203, then renumbered it #199. It's possible that by this time it had been restored to its 4-8-0 status, since the 1921 diagram clearly shows it on twelve wheels. Within a year, the GF & A had retired 199 and it was scrapped.
Donald Hensley, Jr's excellent TAP lines page ("The Home Page for Southeastern Short line, Narrow Gauge and Industrial Railroad History and Photographs") http://www.taplines.net/gfa/gfaroster (viewed 31 May 2005) shows the full history of its 199.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Lehigh Valley (LV)||Lehigh Valley (LV)||Lehigh Valley (LV)|
|Number in Class||10||1||15|
|Road Numbers||565, 568, 566-567, 569-574/70-78||20||288-297, 601-605/50-64|
|Builder||Burnham, Parry, Williams & Co||LV||Burnham, Parry, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.50 / 4.11||13.03 / 3.97||13.50 / 4.11|
|Engine Wheelbase (ft / m)||23.37 / 7.12||23.17 / 7.06||23.37 / 7.12|
|Ratio of driving wheelbase to overall engine wheebase||0.58||0.56||0.58|
|Overall Wheelbase (engine & tender) (ft / m)||46.75 / 14.25|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)||24,100 / 10,932|
|Weight on Drivers (lbs / kg)||82,432 / 37,391||87,660 / 39,762|
|Engine Weight (lbs / kg)||120,000 / 54,431||101,696 / 46,129||112,180 / 50,884|
|Tender Loaded Weight (lbs / kg)||60,000 / 27,216||53,818 / 24,411||60,000 / 27,216|
|Total Engine and Tender Weight (lbs / kg)||180,000 / 81,647||155,514 / 70,540||172,180 / 78,100|
|Tender Water Capacity (gals / ML)||3000 / 11.36||2575 / 9.75||3000 / 11.36|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||4.50 / 4.10|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||34 / 17||37 / 18.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50.18 / 1275||48 / 1219||50 / 1270|
|Boiler Pressure (psi / kPa)||140 / 9.70||125 / 8.60||130 / 9|
|High Pressure Cylinders (dia x stroke) (in / mm)||20" x 24" / 508x610||20" x 26" / 508x660||20" x 24" / 508x610|
|Tractive Effort (lbs / kg)||22,766 / 10326.50||23,021 / 10442.16||21,216 / 9623.43|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.58||4.13|
|Firebox Area (sq ft / m2)||179.28 / 16.66||179 / 16.64||153 / 14.22|
|Grate Area (sq ft / m2)||38.57 / 3.58||32 / 2.97||38.57 / 3.58|
|Evaporative Heating Surface (sq ft / m2)||1773 / 164.72||1174 / 109.11||1478 / 137.36|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1773 / 164.72||1174 / 109.11||1478 / 137.36|
|Evaporative Heating Surface/Cylinder Volume||203.17||124.18||169.37|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5400||4000||5014|
|Same as above plus superheater percentage||5400||4000||5014|
|Same as above but substitute firebox area for grate area||25,099||22,375||19,890|