Delaware, Lackawanna & Western / Delaware, Lackawanna &Western 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 888 (Locobase 9514)

Data from "The Lackawanna's New Consolidation," Railway and Locomotive Engineering, Vol XIII, No 10 (October 1899), page 430.

According to the article in the R&LE, this engine was designed and built by Master Mechanic David Brown of the D&LW. It was delivered in the midst of a large class then being produced for the DL&W by Schenectady and Dickson.

The railroad bought its "special equipment" (accessories and sub-components) from a variety of suppliers:

Gould automatic couplers front and back;

two No. 11 Monitor injectors;

two 3-inch Ashton safety valves;

lubricator, Nathan type;

Star headlight;

Utica steam gages;

brake, Westinghotise-American type;

Latrobe tires;

Marden tender brake beams;

journals, "Magnus"; metal;

springs, National Railway Spring Company;

valves, Allen-Richardson type, 7/8-inch lap;

Jerome's metallic packing;

carbon boiler steel;

Snow's bell-ringer;

Leach's sanding device;

Keasbey & Mattison magnesia boiler covering;

main driving wheel centers cast steel, made by Pratt & Letchworth.


Class F-16 (Locobase 15100)

Data from DL&W 7 - 1933 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 45514-45527 in 1908.

The Lackawanna Moguls described in Locobase 5717 and this set of Consolidations shared many characteristics. They were alike enough, in fact, for F-16s to continue the design by adding another driving axle. Although the tube count dropped, the extra tube length added about 170 sq ft to the heating surface area. Otherwise, the power dimensions were identical, the adhesion weight differed by only two tons, and the wheelbase was only 8" (203 mm) longer.

The F-16s were later superheated according to a common design that covered all single-cab 2-8-0s; see Locobase 5723.


Class F-18 (Locobase 5722)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003). Almost a decade after the first conventional-cab 2-8-0s, Alco was still delivering virtually identical Consolidations. The chief differences were Walschaerts valve motion (instead of Stephenson), 1/8"-shorter boiler tubes, and a larger tender.

Most of these were superheated to a common design adopted for all conventional-cab 2-8-0s. In that version, the first retirements began in 1940 and continued until 1953.


Class F-19 (Locobase 9636)

Data from "Comparative Tests of Freight Locomotives", Railway Age Gazette, 4 October 1912, pp. 643-644.

Follow-ons to the large 2-8-0 class that entered service in 1901, these were built by Schenectady; these had builders numbers 49983-49997. Like many of their type, these were originally delivered with saturated boilers stuffed with tubes. Tested against the newly purchased Mikados, the F-19s came up short. They burned more coal per thousand ton-miles (156 lb vs 125 lb) on heavy grades and averaged 29.1% more coal consumed during all of the tests.

Drury (1993) notes that these were designed for draft freight service up the Dansville Hill between Groveland and Wayland, NY.

The class left service in 1937-1940.

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003) The diagram shows a conventional single cab and fat boiler. Also notes that these were fitted with "economy chests, piston" valves, possibly a reference to a slide-to-piston conversion kit? These engines were later superheated; see Locobase 1343.


Class F-19b (Locobase 1343)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003). See also DL&W 7 - 1933, DL&W 3 -1938, and DL&W 7 -1940 diagram boosk supplied in May 2005 by Allen Stanley.

When delivered, these engines had a conventional single cab and fat saturated-steam boiler with the most heating surface of any DL & W Consolidation (see Locobase 9636). When superheated, their new heating surface areas as given in several editions of DL&W diagram books (and reproduced here) do not jibe with calculations. Either the tube heating surface area given as 2,870 sq ft or the tube count of 259 small tubes would seem to require adjustment (269 tubes creates a nice fit). Locobase cannot resolve the discrepancy.

Other changes included the fitting of "Economy" steam chests, which accepted piston valves in a chest cover that bolted onto the original cylinder, and Walschaert gear.

In any case, these superheated Consolidations


Class F-4/F-5 (Locobase 1342)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003) showing a single-cab Consolidation with a "semi-wide" firebox. Of the 40 locomotives, 30 were F-4s of which 20 were built at Schenectady (works numbers 5977-5996 in 1901) and 10 at Dickson (works numbers 1257-1266 in 1901). Dickson's next ten were classed F-5.

Several other classes had similar power numbers.

Retirements began in 1926 and stretched over the next nine years.


Class F-5a/F-8a/F-14a/F-16a-F-18a (Locobase 5723)

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

Virtually all of the single-cab Lackawanna Consolidations were superheated to a common design. The firebox was unchanged, but the boiler lost a few tubes to make room for the superheater flues.

The road numbers were

F-5a 767

F-8a 770, 772-779

F-14a 780-782

F-16a 784-785, 787-788, 792, 789, 793, 795-797

F-17a 724-739, 798-799

F-18a 350-370, 372-373


Class F-6-7/F-9-10/F-12-13/F-15 (Locobase 5724)

Data from set of DL&W locomotive diagrams at http://www.rr-fallenflags.org/el/loco/dlw-127.html (29 October 2003). See also "Locomotive Boilers with Combustion Chambers", Engineering News, Volume LVI, No 21 (22 November 1906), pp. 531-534.

This was large roster of camelback Consolidations were delivered in several batches by different builders over a span of eight years, but all owned the same Wootten firebox, boiler, cylinders, and other dimensions.

Schenectady and Dickson produced the first 45 in 1901-1902 (855-899). Schenectady's works numbers were 5800-5819 as F-6 in 1901, 6190-6204 in 1902. The remainder had Dickson work numbers 1229-1238 in November 1901 to February 1902 (as noted on JF Webber's list of Dickson production) -- with road numbers 875-879 (F-7) and 880-884 (F-9)

Schenectady followed in 1902 with a quintet of works numbers 6185-6189 (road 301-305) as part of the F-10 class and eight more works numbers 30527-30534 as class F-12 with road numbers 315-322 in 1905.

Baldwin contributed nine in 1904-- class F-9 with work numbers 24015-24024 (306-314).

Rogers delivered 23 in 1906-1908. F-13s took works 39186-39829 (323-335) in 1906 and F-15s represented 1907 works numbers 43798-43807 (road 337-346). Unwilling to use a combustion chamber to distance the tube sheet from directly applied heat of the fire, the builder sought the same protection against leakage by placing the tube sheet six inches (152 mm) ahead of the firebox's throat sheet. Such construction also prevented cold air from hitting the ends of the tubes (a further source of leaks).

Retirements began in 1923 and continued until 1935.

Specifications by Steve Llanso of Sweat House Media
Class888F-16F-18F-19F-19b
Locobase ID9514 15100 5722 9636 1343
RailroadDelaware, Lackawanna & WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &Western
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class116241515
Road Numbers888784-799350-373385-399385-399
GaugeStdStdStdStdStd
Number Built1162415
BuilderDL&WAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year18991908191019111920
Valve GearStephensonWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase15.50'15.67'15.83'17.50'17.50'
Engine Wheelbase23.96'24.67'24.67'23.42'23.42'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.64 0.64 0.75 0.75
Overall Wheelbase (engine & tender)57.58'53.58'53.58'60.92'60.92'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers175500 lbs157500 lbs169500 lbs210500 lbs213000 lbs
Engine Weight197650 lbs178000 lbs190000 lbs236000 lbs239000 lbs
Tender Light Weight90000 lbs126500 lbs124600 lbs157300 lbs157300 lbs
Total Engine and Tender Weight287650 lbs304500 lbs314600 lbs393300 lbs396300 lbs
Tender Water Capacity4500 gals6000 gals6500 gals8000 gals8000 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons14 tons14 tons
Minimum weight of rail (calculated)73 lb/yard66 lb/yard71 lb/yard88 lb/yard89 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"57"57"57"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)22" x 30"21" x 26"21" x 26"26" x 30"26" x 30"
Tractive Effort43305 lbs34197 lbs34197 lbs60484 lbs60484 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.05 4.61 4.96 3.48 3.52
Heating Ability
Firebox Area211 sq. ft157 sq. ft173 sq. ft202 sq. ft207 sq. ft
Grate Area95 sq. ft53 sq. ft53.40 sq. ft58.20 sq. ft58 sq. ft
Evaporative Heating Surface3002 sq. ft2727 sq. ft2747 sq. ft3715 sq. ft3077 sq. ft
Superheating Surface510 sq. ft
Combined Heating Surface3002 sq. ft2727 sq. ft2747 sq. ft3715 sq. ft3587 sq. ft
Evaporative Heating Surface/Cylinder Volume227.44261.64263.55201.52166.91
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1900010600106801164011600
Same as above plus superheater percentage1900010600106801164013224
Same as above but substitute firebox area for grate area4220031400346004040047196
Power L158406402658448708969
Power MT293.45358.45342.54204.02371.33

Specifications by Steve Llanso of Sweat House Media
ClassF-4/F-5F-5a/F-8a/F-14a/F-16a-F-18aF-6-7/F-9-10/F-12-13/F-15
Locobase ID1342 5723 5724
RailroadDelaware, Lackawanna &WesternDelaware, Lackawanna &WesternDelaware, Lackawanna &Western
CountryUSAUSAUSA
Whyte2-8-02-8-02-8-0
Number in Class404895
Road Numbers740-779767+
GaugeStdStdStd
Number Built4095
BuilderAlcoshopsseveral
Year190119151901
Valve GearStephensonWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase15.83'15.83'15.83'
Engine Wheelbase24.67'24.67'24.67'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.64
Overall Wheelbase (engine & tender)53.39'53.58'53.39'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers157500 lbs169500 lbs166000 lbs
Engine Weight178000 lbs190000 lbs186000 lbs
Tender Light Weight120000 lbs129600 lbs120000 lbs
Total Engine and Tender Weight298000 lbs319600 lbs306000 lbs
Tender Water Capacity6000 gals6500 gals6000 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons10 tons
Minimum weight of rail (calculated)66 lb/yard71 lb/yard69 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"57"
Boiler Pressure200 psi200 psi200 psi
Cylinders (dia x stroke)21" x 26"21" x 26"21" x 26"
Tractive Effort34197 lbs34197 lbs34197 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.61 4.96 4.85
Heating Ability
Firebox Area157 sq. ft157 sq. ft223 sq. ft
Grate Area53 sq. ft53 sq. ft95 sq. ft
Evaporative Heating Surface2732 sq. ft1907 sq. ft2789 sq. ft
Superheating Surface390 sq. ft
Combined Heating Surface2732 sq. ft2297 sq. ft2789 sq. ft
Evaporative Heating Surface/Cylinder Volume262.12182.96267.58
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation106001060019000
Same as above plus superheater percentage106001240219000
Same as above but substitute firebox area for grate area314003673844600
Power L16411113067117
Power MT358.95588.21378.08

Photos

Reference


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