Danville, Hazleton, and Wilkes Barre 4-6-0 "Ten-wheeler" Locomotives of the USA

Class Details by Steve Llanso of Sweat House Media

Class Class 241/2 D (Locobase 2557)

Offered by John White (1968) as an example of the the state of the art in American locomotive construction in 1870. See also DeGolyer, Volume 5, p. 116. Works numbers were 2295-2296 in November 1870.

They were rated by Baldwin as capable of pulling 1,230 tons on the level, down to 155 up a 1.9% grade. Because they'd be working up steep grades, the crown sheet over the firebox sloped down toward the rear to ensure sufficient water even at such climbing angles. The engine's tall steam dome stood on the wagon top while further forward an only slightly smaller sand dome was positioned just forward of the leading driving axle. The engine was painted a "dark maroon", wheels were vermillion and the tank "handsomely striped", and brass handrails and nosing attracted polishing for years.

The DH&WB was foreclosed upon on 20 March 1878 and reorganized as the Sunbury, Hazleton and Wilkesbarre Railway Company. On 1 June 1900, that railway and several others in eastern Pennsylvania were consolidated as the Schuylkill and Juniata Railroad Company which was absorbed by the Pennsylvania on 1 April 1902.

As a catalog item, the 24 1/2 D could be had in the anthracite version (larger firebox) or soft-coal (bituminous) version with a straight boiler and two steam domes. (White illustrates the latter with a photo of the Evansville, Hendersonville, and Nashville RR 24 1/2D #2 delivered in May 1870 (see DeGolyer, Volume 5, p. 192; works numbers were 2133 in May and 2221 in August). This may be the only railroad with three town names all ending in "ville.") Cylinder volume was same as the DH&WB pair, but the drivers were seven inches (279 mm) taller and the tender held more water. The 2 was named General J T Boyle and the 7

The 1923 History of the Baldwin Works notes that the straight-top boiler had been reintroduced only in 1866 and that from 1866 to 1880 both versions often were offered on the same design.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Specifications by Steve Llanso of Sweat House Media
ClassClass 241/2 D
Locobase ID2557
RailroadDanville, Hazleton, and Wilkes Barre
Number in Class2
Road Numbers3-4
Number Built2
BuilderM. Baird & Co
Valve Gear
Locomotive Length and Weight
Driver Wheelbase
Engine Wheelbase
Ratio of driving wheelbase to overall engine wheebase
Overall Wheelbase (engine & tender)
Axle Loading (Maximum Weight per Axle)
Weight on Drivers51000 lbs
Engine Weight67000 lbs
Tender Light Weight
Total Engine and Tender Weight
Tender Water Capacity1800 gals
Tender Fuel Capacity (oil/coal)
Minimum weight of rail (calculated)28 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54.75"
Boiler Pressure125 psi
Cylinders (dia x stroke)16" x 24"
Tractive Effort11923 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.28
Heating Ability
Firebox Area105 sq. ft
Grate Area22.34 sq. ft
Evaporative Heating Surface969 sq. ft
Superheating Surface
Combined Heating Surface969 sq. ft
Evaporative Heating Surface/Cylinder Volume173.50
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation2793
Same as above plus superheater percentage2793
Same as above but substitute firebox area for grate area13125
Power L13051
Power MT395.66

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