Class E-1 (Locobase 1164)

Richard Cooper (in Shaughnessy, 1997) notes that these double cabs (camelbacks) were D&H conversions of a 4-4-0 (Schenectady, 1867) and 2 Moguls (Dickson, 1881). They operated until the 1920s, the ex-Moguls being scrapped in 1926-1927.

Class E-2 (Locobase 9512)

Data from "Schenectady Engine for Delaware & Hudson," Railway and Locomotive Engineering, August 1899, page 349.

The main entry at Locobase 1166 discusses all of the E-2 subclasses. This entry shows one of the first batches to illustrate the installed "water bars" supplementing the firebox heating surface;these added 104.72 sq ft to the total. These were later removed and often replaced by about 38 sq ft of arch tubes. E-2s were built with 56" drivers and were fitted with larger tires in 1905-1908.

Class E-2 - superheated (Locobase 8361)

Data from D & H 1 - 1930 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 1166 describes the as-delivered characteristics of this large camelback Consolidation class. Four were later superheated at considerable expense in heating surface area. Two (713 & 726) received piston valves, but all retained their inside Stephenson valve motion.

Class E-2b (Locobase 11477)

Data from "New Locomotive Building," The Railway Age, Vol XXXI, No 8 (19 April 1901), p 93 and from D&H-1 1930 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Class E-3a (Locobase 1167)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Richard Cooper (in Shaughnessy, 1997) lays out the E-3a class of double-cab (camelback) Consolidations with the specifications as noted here. Note the 4" longer stroke and much bigger boiler when compared to the immediately preceding E-2 class .

He describes this class as "the backbone of the freight service ...right up until 1940."

Most were modified to some extent and about half were converted to single-cab E-51s. See E-40, E-48 (Locobase 1169) , and E-51 entries (Locobase 1170). Four E-38s saw a small increase in the weight on drivers.

Class E-3a -- E-48 (Locobase 1169)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

28 double-cab (camelback) E-3a class given larger cylinders, superheater, Walschaert valve gear, and other upgrades. Most left service in the late 1940s.

Class E-3a -- E-51 (Locobase 1170)

Data from D&H 1 -1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

53 E-3a converted to a conventional, single-cab layout while retaining the wide Wootten firebox and given larger cylinders, superheater, Walschaert valve gear, and other upgrades. Most left service in the late 1940s. 999 was an E-3a that could readily convert from coal-burning to oil-burning for operation on the Chateaugay branch.

Class E-3a / E-40 (Locobase 1168)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

17 double-cab (camelback) E-3a conversions with 210-psi boilers. E-40s were two engines with 21.5 x 30" cylinders and 190-psi boilers; E-42s (3 engines) had 21.5 x 30" cylinders, 200-psi boilers, and 183,150 lb on the drivers. Began leaving service in 1939 with the last hanging on until 1951.

Class E-5 (Locobase 1172)

Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

90 engines that eventually operated with dimensions as shown in the table. Richard Cooper (in Shaughnessy, 1997) shows variety of cylinder sizes and weights as built, as follows:

1007-1024 double-cab (camelback) 23x30 210 psi 217,450 lb. See Locobase 5376.

1025-1054 single cab 222,000 lb

1055-1066 25x30 185 psi 228,500 lb

1067-1081 230,500 lb

1082-1096 200 psi 236,650 lb

Some boilers were reused on other locomotives. Retirements began in 1942 and continued until 1953.

14 engines were converted to B-7 0-8-0 switchers. These retired in 1951-1953.

Class E-5 - 1st batch (Locobase 5376)

Data from table in the June 1907 issue of AERJ.

Part of a 90-engine group of single- and double-cab Consolidations built from 1906 to 1914, this is the 1st 18-locomotive batch. These were the only double-cabs (camelbacks) in the class.

See Locobase 1172 for outline of the entire class.

Class E-5a (Locobase 1173)

12 engines built at D&H's Colonie ships using new boilers supplied by Alco. 1112 had 24 1/2x32" cylinders and a 275-psi boiler, 1114 had 24x32" cylinders and a 300-psi boiler. The others began operation at 250 psi but increased pressure to 265 psi in 1931.

In any event, these were lately built and large 2-8-0s. All left service in 1952-1953.

http://gelwood.railfan.net/other/dh/dh-stm-s24-s26.gif diagram supplied much of the data. It shows that the tender weights increased in the last four. Grate areas varied considerably. The surface shown in the specs refers to 1117, 1121-1122. 1118-1120 had a grate area of 83.34 sq ft, while 1111, 1113, 115-1116 owned 87.97 sq ft. Firebox heating surface includeds 60 sq ft of arch tubes.

Class E-6a (Locobase 5426)

Data from the May 1916 issue of RME. These Wootten-firebox locomotives were of conventional single-cab design of mammoth proportions for a Consolidation.

21 engines in the class, the first (1200) delivered in 1916 with a bp of 200 psi.

Even the sizable boiler was only just enough to supply steam to the large cylinders. All but 1219 had their bps raised to 215 psi in 1926. 1219 received a welded boiler in 1937 that allowed an operating pressure of 225 psi.

Using relatively tall drivers, they toiled away for decades only retiring in 1951-1953.

Class S-1 (Locobase 1163)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Careful investigation of the tables and diagrams in the 1901 book revealed the 340th locomotive produced by Dickson and delivered in the early 1880s. The boiler pressure is an estimate based on other 2-8-0s of the period.

Locobase doesn't know how long this particular engine lasted, but one doubts that it ventured far into the 20th Century.

Class U-II // E-1a (Locobase 1165)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Like the E-1s, these double cabs (camelbacks) were conversions of much older engines, two Danforth & Cooke engines of 1864, and a Dickson of 1867. Dickson also built four more in 1898 to the same specs. All seven operated until 1927-1928.

Class W // E-2a/ E-2b (Locobase 1166)

Data from http://www.rr-fallenflags.org, amended by D & H locomotive diagram books supplied in May 2005 by Allen Stanley from his extensive collection.

A large class of double-cab (Camelback) Consolidations built by Alco-Schenectady (712-727, 755-764, 777-780), Dickson (728-752, 781-785; works #1067-1076, 1128-1132, 1149-1154), Alco-D (765-776; works #1301-1312), and D&H (753-754).

Most remained relatively unchanged until they left service beginning in 1927; the last went to the boneyard in May 1951.

A photograph shows them to have had slide valves with inside valve gear, big Wooten firebox that was the driving reason behind the double-cab layout, closely spaced steam and sand domes, and a straight stack.

Locobase 9512 shows one of the Schenectady batches with the installed "water bars" supplementing the firebox heating surface;these added 104.72 sq ft to the total. These were later removed and often replaced by about 38 sq ft of arch tubes. E-2s were built with 56" drivers and were fitted with larger tires in 1905-1908.

Some diagrams show 300 tubes in the unsuperheated engines (for a total of 2,385 sq ft of evaporative heating surface), which may reflect a later reboilering.

The table shows a variety of weights among the several batches, but the other dimensions remained constant. Four were later superheated.

Class W-1 // E-4 (Locobase 1171)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although given a later class identification in 1915, these camelbacks (works #5088-5092, 5111, and 5868) preceded the E-3a. They had larger boilers and large Wootten grates for burning anthracite. The firebox heating surface area includes 85 sq ft of "water bars".

All were converted as single-cab B-5 0-8-0 switchers in the 1920s.