Delaware, Lackawanna &Western 4-4-0 "American" Type Locomotives

Featured in RREJ of July 1891, this anthracite burner had a relatively narrow firebox at 42" inside. It was designed by WH Lewis, the Delaware, Lackawanna & Western's Master Mechanic. Boiler pressure is an estimate.

The Journal's comment on its use: The work done by the passenger engines on this road is excellent and by no means easy. On the through or express trains they must keep up a high speed over a line having numerous curves and som very steep grades, while on the local trains they have to haul frequently 8 and 10 cars, with stops at intervals of one or two miles.

Class 165 (Locobase 9502)

Data from "Delaware, Lackawanna & Western Anthracite-burning Eight-Wheeler," Railway and Locomotive Engineering, March 1899, page 129..

This pair from a local (Scranton, PA) builder just preceded the numerous G class (Locobase 102) that entered service three years later. The article noted the particularly difficult nature of the commute from Hoboken for which these locomotives were designed: "About 7 miles out a grade of about 78 feet to the mile [1.4%] has to be climbed for about three miles." At the time of the design, passenger trains would use helpers, but these Camelback were meant to take the grade on their own.

The later G class adopted larger-diameter drivers and enlarged the boiler to compensate.

Class G - superheated (Locobase 5725)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003)

When the Lackawanna superheated its camelback 8-wheelers (see Locobase 102), most of them were rebuilt to the specifications shown. This involved substituting "economy chests" with piston valves for the slide valves originally installed. One locomotive, 944 had its boiler tubes lengthened by about 5" over the standard rebuild, which increased total evaporative surface area to 1,637 sq ft.

For some in the group, the upgrade meant continued service through World War II. These were later retrofitted with conventional cabs

Others began retiring in the late 1920s.

Class G-2/G-3 (Locobase 102)

A "camelback" series with relatively low drivers for local passenger works built over a 10-year period. Featured in Railroad Gazette (3 May 1901) and a table in the June 1906 AERJ, this set of camelbacks had one of the lowest boiler heating surface to grate area ratios possible. Their relatively small drivers gave them a useful tractive effort, but as speeds and weights climbed on the express trains they hauled, this type was relegated to suburban service.

Schenectady supplied the first 27 in 1901-1903 (973-999). Baldwin followed with 15 in 1904 (953-972), then back to Schenectady for 12 in 1905 (944-955) and 11 in 1910-1911 (933-944).

Most of the camelbacks were scrapped before World War II; a few were rebuilt with a single cab.

Many were superheated in the 1916-1921 period and fitted with piston valves; see Locobases 5725-5727. Ten of these were rebuilt in the 20s with a conventional cab, Baker valve gear.

Class G-6a (Locobase 5362)

Data from table in June 1906 AERJ. These camelbacks continued the acquisition of a series of 69" passenger engines with wide Wootten fireboxes. According to Drury (1993), the last 3 -- 953-955 -- had experimental superheaters and the last two were delivered with piston valves. The others retrofitted with piston valves when they were superheated in 1916-1921. Retirements began in 1929 and ended in 1937.

Class G-8a (Locobase 5727)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003)

Like the other superheated camelback 8-wheelers (see Locobase 102), the rebuild involved substituting "economy chests" with piston valves for the slide valves originally installed. This one engine had its boiler tubes lengthened by about 5", which accounts for the increased heating surface area.

Class G-8b/G-9b (Locobase 5726)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003)

Like the other superheated camelback 8-wheelers (see Locobase 102), the rebuild involved substituting "economy chests" with piston valves for the slide valves originally installed. For some reason, these 4 had fewer flues left after the conversion.

Specifications
Class		165	G - superheated	G-2/G-3	G-6a	G-8a	G-8b/G-9b
Locobase ID	5422	9502	5725	102	5362	5727	5726
Railroad	Delaware, Lackawanna &Western	Delaware, Lackawanna &Western	Delaware, Lackawanna &Western	Delaware, Lackawanna &Western	Delaware, Lackawanna &Western	Delaware, Lackawanna &Western	Delaware, Lackawanna &Western
Whyte	4-4-0	4-4-0	4-4-0	4-4-0	4-4-0	4-4-0	4-4-0
Road Numbers		165-166		973-999, 933-972	944-955	944	934, 937, 940, 943
Gauge	Std	Std	Std	Std	Std	Std	Std
Builder	shops	Dickson	shops	several	Alco-Schenectady	shops	shops
Year	1891	1898	1916	1901	1905	1916	1916
Valve Gear	Stephenson	Stephenson	Baker	Stephenson	Stephenson	Stephenson	Stephenson
	Locomotive Length and Weight
Driver Wheelbase	8'	8.50'	8.50'	8.50'	8.50'	8.50'	8.50'
Engine Wheelbase	22.37'	22.92'	24.41'	24.40'	24.42'	24.41'	24.41'
Ratio of driving wheelbase to overall engine wheebase	0.36	0.37	0.35	0.35	0.35	0.35	0.35
Overall Wheelbase (engine & tender)	47.54'	48.62'	51.43'	52'	51.05'	51.80'	51.80'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers	74455 lbs	85700 lbs	106400 lbs	100000 lbs	100000 lbs	106400 lbs	107200 lbs
Engine Weight	106000 lbs	124000 lbs	159200 lbs	151200 lbs	151200 lbs	159200 lbs	162400 lbs
Tender Light Weight			115900 lbs	120000 lbs	110000 lbs	119900 lbs	119900 lbs
Total Engine and Tender Weight	0	244000 lbs	275100 lbs	271200 lbs	261200 lbs	279100 lbs	282300 lbs
Tender Water Capacity	3200 gals		5000 gals	5000 gals	5000 gals	5500 gals	5500 gals
Tender Fuel Capacity (oil/coal)	4 tons	tons	10 tons	10 tons	10 tons	10 tons	10 tons
Minimum weight per yard of rail on which locomotive could run	62 lb rail	71 lb rail	89 lb rail	83 lb rail	83 lb rail	89 lb rail	89 lb rail
	Geometry Relating to Tractive Effort
Driver Diameter	69"	65"	69"	69"	69"	69"	69"
Boiler Pressure	175 psi	180 psi	185 psi	185 psi	185 psi	185 psi	185 psi
Cylinders (dia x stroke)	18.5" x 24"	20" x 26"	20" x 26"	20" x 26"	20" x 26"	20" x 26"	20" x 26"
Tractive Effort	17708 lbs	24480 lbs	23701 lbs	23701 lbs	23701 lbs	23701 lbs	23701 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort)	4.20	3.50	4.49	4.22	4.22	4.49	4.52
	Heating Ability
Firebox Area	137 sq. ft	161.60 sq. ft	165 sq. ft		190.30 sq. ft	165 sq. ft	165 sq. ft
Grate Area	35 sq. ft	80 sq. ft	87.70 sq. ft	87.70 sq. ft	87.54 sq. ft	87.60 sq. ft	87.70 sq. ft
Evaporative Heating Surface	1337	1824	1189	2023	2140	1637	1013
Superheating Surface			340			340	340
Combined Heating Surface	1337	1824	1529	2023	2140	1977	1353
Evaporative Heating Surface/Cylinder Volume	179.06	192.94	125.77	213.99	226.36	173.16	107.15
	Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation	6125	14400	16225	16225	16195	16206	16225
Same as above plus superheater percentage	6125	14400	19469	16225	16195	19447	21092
Same as above but substitute firebox area for grate area	23975	29088	36630	0	35206	36630	39683
Power L1	5450	5429	11419	0	6957	12427	11022
Power MT	322.75	279.32	473.21	0	306.75	514.98	453.35