This class of camelbacks came from nearby Paterson, New Jersey's Rogers works. They had some of the usual uneven weight distribution that was characteristic of locomotives whose drivers sat in howdahs perched over the center two drivers. Oddly, the heaviest axle loading fell on the first couple axle, which supported none of the usual heavy components. The lightest axle loading came on the second coupled axle.

The steam dome was somewhat unusually placed in line with the cab. Indeed, if one takes away the centered cab, the proportions of the engine suggest a relatively straightforward 2-8-0 design.

This class of camelback Consolidations had relatively short lifetimes, with most being scrapped in the late 1920s after several years of inactivity. Curiously, unlike many Erie camelbacks, weight was distributed evenly across the 4 axles.

At the time of its article, the RG assumeed that that the Baldwins would differ only in "those light modifications which are necessary to adapt some Baldwin patterns" to the Brooks practice. That turned out to be mightily incorrect; see Locobase 9209.

They were retired in 1927.

The Railroad Gazette of 14 June 1901 reported that the Baldwins would differ from the Brooks engines (class H-12 - Locobase 4117) only in "those slight modifications which are necessary to adapt some Baldwin patterns" to the Brooks practice. Were they ever off! This class, though numbered in a lower range, succeeded the H-12s and were quite a bit bigger. Its boilers contained more and longer tubes, a larger firebox (although the grate was little different), and the locomotives put more weight on the drivers, which were taller..

Like all of the Erie's camelbacks, the H-13s had a Wootten firebox, which burned a combination of bird's-eye anthracite and bituminous culm and would work the Allegheny, Jefferson, and Bradford divisions. They were retired in 1927.

This quartet was significantly bigger than most other camelbacks of the time and loomed over the typical Erie engines. All four axles sported the same high axle loading: 22 1/2 short tons and the boilers contained heating surfaces measuring 1,000 sq ft more than the average. 462 boiler tubes was a tight bundle even in a 78" diameter barrel. But the grate was commensurately enormous, offering 90 sq ft to the birds-eye anthracite and bituminous culm that provided the unusual layout's raison d'etre.

Like all of the others, however, the engines were retired in 1927.

These were big Vauclain compounds, but they didn't remain compounds for long. By 1907, they had been rebuilt as simple-expansion engines; see Locobase 9213.

Introduced in 1902 as Vauclain compounds (Locobase 9212), this class was soon rebuilt with two single-expansion cylinders. This didn't faze Samuel Vauclain - he had already determined that superheating was a better source of economy than even his version of the double-expansion concept.

Like the other camelbacks, these were retired in 1927.

These Paterson, New Jersey Consolidations were about as big as the 76-sq ft grated double-cab would get. Tube counts exceeding 400 represented about as many as could be maintained (although the Cooke engines shown in Locobase 9215 would actualy put more tubes in a tighter boiler). The design had an even axle loading across the 4 couple axles, weighing in at 22 1/2 short tons each.

Like the Rogers H-17s (Locobase 9214) of the same year and the same home town (Paterson, NJ), these camelback Consolidations bulked about as large as a 76-sq ft grate would permit. Somehow Cooke fit 10 more tubes in a tighter boiler than had Rogers.

Part of Cooke's 1902 production of camelback Consolidations for the Erie was this quintet of four-cylinder compounds, which put almost three additional tons of adhesive weight on the four coupled axles . Before too long, they were converted to simple-expansion engines.

The last of a slew of Camelback Consolidations with large Wootten fireboxes. Like the earlier engines, the H-19s' lifetimes were relatively short, with most being scrapped in the late 1920s after several years of inactivity. This may have been due to the difficulty of complying with later regulations or the lack of good service for saturated-steam engines of this type.

The author of the London-based Locomotive Magazine's coverage of the "Locomotive Exhibits at St Louis" (Vol X - 15 August 1904, p. 145) took the opportunity afforded by the publication of the diagram of this locomotive to comment on the disparities in size and power between US and British locomotives. Its dimensions "...dwarf the British goods engine completely, restricted as the latter is by the restrictions of the loading gauge."

Many were updated with Walschaerts or Baker valve gear, superheated, and given larger cylinders; see Locobase 9198.. Those that were not superheated were retired in 1927; others survived until 1952.

As noted in Locobase 825, many of the large class of conventional cab Consolidations were updated with radial valve gear and superheaters. This was the smaller of the two main classes. The power dimensions changed with an increase of 2 inches in the cylinder diameter while the boiler pressure dropped by 15 psi. They also had 25 sq ft of arch tubes.

As noted in Locobase 825, the Erie reverted to a conventional design from the Camelbacks of H-9 to H-19, at the same time adopting a conventional firebox which was large in its own right.

Compared to the H-20, the slightly later H-21 had a few more tubes and heating surface in one variant (the one shown in the specifications), but less of each in those described in the 1907 diagram as having flue sheets with "7/8-in bridges". 50 (2035-2084) from Baldwin in 1910 had slightly smaller boilers; see Locobase 13540.

Many were updated with Walschaerts or Baker valve gear, superheated, and given larger cylinders; see Locobase 9200. Those that were not superheated were retired in 1927; others survived until 1952.

Three years after the last of the Alco H-21s was delivered, Baldwin supplied another 50 in 1910. These had 16 fewer boiler tubes, but were otherwise essentially identical.

Many were superheated

Locobase shows the original saturated-steam boiler variant of this large class of conventional cab, conventional-firebox Consolidations. Beginning a decade after the first deliveries, the Erie enthusiastically undertook to superheat about 80% of the class. Unlike the H-20 superheat program (Locobase 9198), however, the H-21s kept their original power dimensions while swapping out their Stephenson gear in favor of Baker radial valve gear.

1905

May 25629, 25635-25637, 25649-25652, 25673-25678, 25697, 25704-25707, 25719-25720, 25726, 25734-25735, 25747-25748, 25776-25777, 25780-25781

June 25934

July 26004-26005, 26025, 26043, 26071-26072

1906

March 27764, 27775-27777, 27799, 27806, 27813-27815, 27826, 27832-27833

April 27852-27855, 27880-27882, 27895-27896, 27906-27910, 27939-27941, 27957, 27965-27968, 27993, 28019-28020, 28028, 28036, 28043, 28048

May 28068-28069, 28089-28090, 28098, 28119-28121, 28214

Although these went into service at around the same time as the more numerous H-21s (Locobase 9199), they had smaller power dimensions and smaller drivers. Perhaps for the latter reason, none of this class of Consolidations was superheated. Drury (1993) notes that the first 37 were ordered for the Harriman roads, but found to be in excess of requirements. He condemns the class as "...neither particularly successful nor well liked." [Locobase wonders if the use of a conventional layout instead of a camelback was the reason.]

At a later date, the diagram showed a boiler fitted with only 389 tubes and a firebox heating surface supplemented with 14 sq ft of arch tubes. The result was 3,226 sq ft of total of evaporative heating surface.

33 were converted to 0-8-0 switchers in the C-2 class, but all were retired by the end of 1930s.

This was a single locomotive built for a exhibition in 1906. As such it was an outsized Consolidation that rode heavily. First operated by the Rock Island, they soon sold it to the NY S & W. Brought into the Erie in January 1929, the 1540 was scrapped in May 1936.

Erie rebuilt older I-class, conventional-layout engines (Locobase 6013) as camelbacks (16445-16449) in January 1899. As with some other Erie camelbacks, a striking feature of this class was the difference in axle loadings among the various axles. In the H-3s, the lightest loading, on the 3rd coupled axle, was 7 tons less than the heaviest, which was the axle next ahead. That one, the 2nd coupled axle had the crank, main rod, and cab all bearing down on it.

Erie rebuilt older I-class, conventional-layout engines (Locobase 6013) as camelbacks in January 1899. Unlike the H-3s that rebuilt at the same time, the H-4s had a relatively constant axle loading among the drivers that probably reflected the use of new frames. Otherwise, the two classes were essentially identical.

Among the scores of camelback (double cab, Mother Hubbard) Consolidations that would serve the Erie, a few batches of conventional-cab engines made their appearance. Delivered in the same year as 20 camelback H-10s of very similar dimensions, the H-9s

They were designed to use anthracite coal and had water grates, according to Mr. Wilder, Master Mechanic of the Erie, but the railroad burned bituminous in the firebox. Finding that allowing the coal to burn at the front end led to holes in the firebox, Wilder bricked up the front two feet, also "help to make a combustion chamber." Boiler pressure is an estimate based on other engines of the time and the wheel diameter matches that of other Erie 2-8-0s of the same vintage, all of which had 50" drivers. (See Locobase 6013 for the other, more conventionally designed locomotives of this arrangement, cylinder dimensions, and wheel diameter.)

In a 27 April 1878 letter to the Board of the Atlantic & Great Western Railway, Wilder noted that there had been some resistance to these engines: "A few changes of men, however, soon broke this thing up." Education on how to operated a Consolidation followed and the results were gratifying. Operating them between Buffalo and Hornellsville (91 miles) over a grade that never exceeded 0.7%, a 4-4-0 could manage 20 loaded cars. The Consolidations could manage 35.

Fuel economy amounted to a reduction from 5.2 lb per car mile to 3.9. Overall, savings added up to 38% per car mile. And, in response to a great concern on the part of the A&GW board, "our track supervisor says that he cannot discover any difference in the track since these engines were introduced." Wilder also asserted that he saw no particular merit in using a wide firebox for burning anthracite coal. Indeed he saw equivalent evaporation rates of 6.25 lb of water to a pound of coal.

Data and letter from http://wnyrails.railfan.net, which is an extensive archive of Western New York railroading documents, maps, photos. Mark Fischer transcribed the fascinating look at a deliberation over increasing locomotive power.

These were lightly loaded camelbacks that generated modest power when compared to later classes.

Baldwin's specs show the original tube count to have been 204 and the tubes were each 11 ft 2 1/4 inches (3.41 m) long. The specifications in this entry refer to the later update that eliminated most of the 46" (1.17 m) of combustion chamber in favor of the longer tubes shown here. Given the two tube lengths, Locobase suspects that a 5" (127 mm) combustion chamber remained in keeping with Wootten boiler practice at the later date.

Weights grew considerably as well. The original 1885 spec showed estimates of 101,000 lb (45,813 kg) on the drivers and 116,000 lb (52,617 kg) overall. As noted in other classes of Erie's camelback Consolidation conglomeration, many on the ERR had uneven axle loadings. In this case, the leading coupled axle was measured at 23,900 lb load while the third coupled axle, which took the main rod, and turned under the cab, bore almost 6 1/2 tons more. Locobase wonders if these locomotives had any unusual wear issues.

Three--1302, 1303, and 1306--were rebuilt with conventional cabs (i.e., behind the firebox) before 1906, when 1306 was scrapped. 1300 and 1305 were discarded in 1915 and 1915 respectively. The others were scrapped in 1922-1924.

Locobase was struck by the uneven weight distribution across the 4 axles of this class of camelback Consolidations. The rearmost coupled axle bore 18,900 lb with weight steadily increasing as the axle count decreased until the first coupled axle, which was located under the dome, supported almost 9 tons more.

Like the H-7s of the same year (see Locobase 9205), these conventional-cab Consolidations had an uneven weight distribution on their driver set. Unlike the H-7s, however, the weight difference was confined to the 1st coupled axle, which bore 2 1/2 more tons than the second and 4 tons more than the fourth. Locobase isn't sure why the front coupled axle carried so much weight. The steam dome was set somewhat anachronistically over the firebox (and the 3rd coupled axle) and the pistons drove on the second coupled axle.

Heavy road freight camelback with the usual weird appearance owing to the need to provide room for a grate that measured 114" (2.896 m) long and 98 1/8" (2.492 m) wide.

According to the AERJ's report, axle loadings, which often varied considerably among camelback layouts, were somewhat more balanced in this class. The two center coupled axles, turning under the cab and taking the thrust of the main rod, had loads of 32,800 and 30,700 lb (2nd and 3rd axles, respectively). The outer two had mid-20s loadings (26,700 lb on the lead, 25,600 lb on the trailing axle).

1310, 1319, 1321-1324, and 1329 were converted for switching with a conventional cab that uncomfortably straddled the Wootten firebox. 1317 was rebuilt with a new firebox by Rome Locomotive Works in 1906 and sold to the New York, Ontario & Western as their Class S , #190. 1323 went to the Dayton, Toledo & Chicago in 1920, but the road was dismantled in July 1922 and the engine was scrapped.

1316 was scrapped in November 1905 (after an accident, perhaps?) but most of the others were scrapped in the 'teens and early 1920s. 1324 was scrapped in April 1924, 1319 went 14 months later in September 1925, and 1314 remained in service until December 1929

These were through-freight locomotives that Westing comments resembled the contemporaneous Pennsy R-class Consolidations. "'Bootleg' stack and domes are strictly Pennsy", says Westing, "Only visible difference is lack of Belpaire firebox."

H-2s were former X-class 20" x 24" Consolidations (Locobase 6013) rebuilt in 1897 with new, larger, higher pressure boilers and smaller cylinders.

According to Gene Conelly, the eight rebuilt Grant locomotives were numbered 540, 548, 556, 613-614, 655, 665, 663, 664.

Builder Works numbers Year Road numbers

Susquehanna Shops 1878 510-519

Grant 1205-06, 1202-03, 1217-25 1878-1879 520-532

Susquehanna 1879-1880 534, 560-568, 571, 577

Grant 1228-30, 1242, 1244-50, 1263-69, 1271-73

1879 535-559

Grant 1284-1288, 1291, 1293-1295 1880 572-576, 578-579, 585-590

Rogers 2621, 2623, 2626, 2630, 2635 1880 580-584

Grant 1345-1349 1881 590-594

Susquehanna 1881-1882 595-610

Grant 1475-1480 1882 611-615

Cooke 1265-1284 1882 616-634

Susquehanna 1883-1885 635-689

Locobase 4047 describes the first ten Consolidations of this general design, which duplicated a Lehigh Valley design. Beginning with 510, the Erie's own shops acquired a standard freight engine in impressive numbers. According to AERJ, these Consolidations had been designed for through freight, but by 1894 were in heavy local freight and pick-ups. Some operated as switchers.

Builder Works numbers Year Road numbers

Rogers 2633-34, 2637-39, 2643, 2647, 2650, 2653-54, 2664, 2668, 2683-85,

2712-13, 2717-2718, 2722 1880-1881 137-155

Rhode Island 890-899 1880 156-165

Susquehanna Shops 1883 166-175

Grant 1883-1884 176-185

Susquehanna 1886 600-604

Grant 1886 605-614

Locobase 6013 describes the 180 X class locomotives as they delivered to the New York, Lake Erie & Western. At the same time, the NYP&O, successor to Atlantic & Great Western and lessor of its road to the NYLE&W took delivery of 65 more of the same design.

According to AERJ, these Consolidations had been designed for through freight, but by 1894 were in heavy local freight and pick-ups. Some operated as switchers. A year later, all were renumbered to incorporate them into the Erie's master road-number system.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | H-10 | H-11 | H-12 | H-13 | H-14 |

Locobase ID | 9208 | 5701 | 4117 | 9209 | 9210 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie & Wyoming Valley (ERR) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 20 | 30 | 25 | 15 | 4 |

Road Numbers | 1450-1469 | 1470-1499 | 1425-1449 | 1410-1424 | 1500-1503 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 20 | 30 | 25 | 15 | 4 |

Builder | Brooks | Rogers | Brooks | Burnham, Williams & Co | Schenectady |

Year | 1900 | 1900 | 1900 | 1901 | 1900 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.75' | 15.75' | 17' | 17' | 15.25' |

Engine Wheelbase | 24' | 24' | 25.25' | 25.33' | 24' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.67 | 0.67 | 0.64 |

Overall Wheelbase (engine & tender) | 51.37' | 52.25' | 51.37' | 54.15' | 52.94' |

Axle Loading (Maximum Weight per Axle) | 49000 lbs | 43500 lbs | 46100 lbs | 46300 lbs | 45000 lbs |

Weight on Drivers | 166900 lbs | 170000 lbs | 165900 lbs | 179000 lbs | 180000 lbs |

Engine Weight | 187000 lbs | 190000 lbs | 189400 lbs | 199000 lbs | 200000 lbs |

Tender Light Weight | 126400 lbs | 131600 lbs | 126400 lbs | 149000 lbs | 126400 lbs |

Total Engine and Tender Weight | 313400 lbs | 321600 lbs | 315800 lbs | 348000 lbs | 326400 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 6000 gals | 7500 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 14 tons | 20 tons | 12 tons |

Minimum weight of rail (calculated) | 70 lb/yard | 71 lb/yard | 69 lb/yard | 75 lb/yard | 75 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 56" | 62" | 62" | 54" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 21" x 28" | 21" x 28" | 21" x 28" | 21" x 30" | 22" x 30" |

Tractive Effort | 37485 lbs | 37485 lbs | 33857 lbs | 36276 lbs | 45711 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.45 | 4.54 | 4.90 | 4.93 | 3.94 |

Heating Ability | |||||

Firebox Area | 185 sq. ft | 181 sq. ft | 167 sq. ft | 205 sq. ft | 214 sq. ft |

Grate Area | 75 sq. ft | 76 sq. ft | 75 sq. ft | 76 sq. ft | 90 sq. ft |

Evaporative Heating Surface | 2255 sq. ft | 2500 sq. ft | 2391 sq. ft | 2832 sq. ft | 3658 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2255 sq. ft | 2500 sq. ft | 2391 sq. ft | 2832 sq. ft | 3658 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 200.90 | 222.72 | 213.01 | 235.48 | 277.14 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 15000 | 15200 | 15000 | 15200 | 18000 |

Same as above plus superheater percentage | 15000 | 15200 | 15000 | 15200 | 18000 |

Same as above but substitute firebox area for grate area | 37000 | 36200 | 33400 | 41000 | 42800 |

Power L1 | 5288 | 5663 | 5940 | 6628 | 6448 |

Power MT | 279.40 | 293.76 | 315.74 | 326.53 | 315.90 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | H-16 | H-16 - simpled | H-17 | H-18 | H-19 |

Locobase ID | 9212 | 9213 | 9214 | 9215 | 9216 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 20 | 20 | 15 | 20 | 5 |

Road Numbers | 1510-1529 | 1510-1529 | 1530-44 | 1545-1564 | 1565-1569 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 20 | 15 | 20 | 5 | |

Builder | Burnham, Williams & Co | Erie | Rogers | Alco-Cooke | Alco-Cooke |

Year | 1902 | 1907 | 1902 | 1902 | 1902 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17' | 17' | 17' | 15.50' | 15.50' |

Engine Wheelbase | 25.58' | 25.58' | 25.33' | 25.25' | 24.25' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.67 | 0.61 | 0.64 |

Overall Wheelbase (engine & tender) | 54.43' | 54.43' | 52.45' | 52.23' | 52.15' |

Axle Loading (Maximum Weight per Axle) | 42250 lbs | 42250 lbs | 45000 lbs | 45000 lbs | 46400 lbs |

Weight on Drivers | 169000 lbs | 169000 lbs | 180000 lbs | 180000 lbs | 185600 lbs |

Engine Weight | 191000 lbs | 191000 lbs | 200000 lbs | 200000 lbs | 209000 lbs |

Tender Light Weight | 127800 lbs | 127800 lbs | 133500 lbs | 125000 lbs | 127800 lbs |

Total Engine and Tender Weight | 318800 lbs | 318800 lbs | 333500 lbs | 325000 lbs | 336800 lbs |

Tender Water Capacity | 5500 gals | 5500 gals | 5800 gals | 5700 gals | 5500 gals |

Tender Fuel Capacity (oil/coal) | 15 tons | 15 tons | 16 tons | 12 tons | 15 tons |

Minimum weight of rail (calculated) | 70 lb/yard | 70 lb/yard | 75 lb/yard | 75 lb/yard | 77 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 56" | 56" | 56" | 56" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 17" x 30" | 21" x 30" | 22" x 30" | 22" x 30" | 16" x 30" |

Low Pressure Cylinders (dia x stroke) | 28" x 30" (2) | 30" x 30" (2) | |||

Tractive Effort | 38462 lbs | 40163 lbs | 44079 lbs | 44079 lbs | 36303 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.39 | 4.21 | 4.08 | 4.08 | 5.11 |

Heating Ability | |||||

Firebox Area | 213 sq. ft | 213 sq. ft | 223 sq. ft | 210 sq. ft | 210 sq. ft |

Grate Area | 76 sq. ft | 76 sq. ft | 76 sq. ft | 76 sq. ft | 76.50 sq. ft |

Evaporative Heating Surface | 3118 sq. ft | 3118 sq. ft | 3528 sq. ft | 3398 sq. ft | 3011 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 3118 sq. ft | 3118 sq. ft | 3528 sq. ft | 3398 sq. ft | 3011 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 395.62 | 259.26 | 267.29 | 257.44 | 431.29 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 15200 | 15200 | 15200 | 15200 | 15300 |

Same as above plus superheater percentage | 15200 | 15200 | 15200 | 15200 | 15300 |

Same as above but substitute firebox area for grate area | 42600 | 42600 | 44600 | 42000 | 42000 |

Power L1 | 3652 | 6493 | 6566 | 6291 | 3089 |

Power MT | 190.56 | 338.81 | 321.68 | 308.21 | 146.77 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | H-19 - simpled | H-20 | H-20B | H-21 - 1904 | H-21 - 1910 |

Locobase ID | 5702 | 825 | 9198 | 9199 | 13540 |

Railroad | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) | Erie (ERR) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 5 | 45 | 40 | 225 | 50 |

Road Numbers | 1565-1569 | 1570-1615+ | 1570-1615+ | 1616-1790, 2000-2034 | 2035-2084 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 45 | 225 | 50 | ||

Builder | Alco-Cooke | Alco-Schenectady | Erie | Alco | Baldwin |

Year | 1908 | 1901 | 1916 | 1904 | 1910 |

Valve Gear | Stephenson | Stephenson | Baker | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.50' | 17' | 17' | 17' | 17' |

Engine Wheelbase | 24.25' | 25.92' | 25.92' | 25.11' | 25.11' |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.66 | 0.66 | 0.68 | 0.68 |

Overall Wheelbase (engine & tender) | 52.21' | 56' | 56' | 53.33' | 53.33' |

Axle Loading (Maximum Weight per Axle) | 47440 lbs | 47000 lbs | 49000 lbs | 47700 lbs | 47700 lbs |

Weight on Drivers | 172170 lbs | 179000 lbs | 182900 lbs | 176400 lbs | 176400 lbs |

Engine Weight | 192280 lbs | 202000 lbs | 205900 lbs | 200700 lbs | 200700 lbs |

Tender Light Weight | 125000 lbs | 112000 lbs | 137000 lbs | 137000 lbs | 137000 lbs |

Total Engine and Tender Weight | 317280 lbs | 314000 lbs | 342900 lbs | 337700 lbs | 337700 lbs |

Tender Water Capacity | 6000 gals | 7000 gals | 6800 gals | 6800 gals | 6800 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | tons | 14 tons | 14 tons | 14 tons |

Minimum weight of rail (calculated) | 72 lb/yard | 75 lb/yard | 76 lb/yard | 74 lb/yard | 74 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 62" | 62" | 62" | 62.50" |

Boiler Pressure | 200 psi | 200 psi | 180 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 22" x 30" | 22" x 32" | 24" x 32" | 22" x 32" | 22" x 32" |

Tractive Effort | 44079 lbs | 42467 lbs | 45485 lbs | 42467 lbs | 42127 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.91 | 4.22 | 4.02 | 4.15 | 4.19 |

Heating Ability | |||||

Firebox Area | 250.70 sq. ft | 165 sq. ft | 190 sq. ft | 174 sq. ft | 172 sq. ft |

Grate Area | 76 sq. ft | 54.40 sq. ft | 54 sq. ft | 54 sq. ft | 54 sq. ft |

Evaporative Heating Surface | 3053 sq. ft | 3230 sq. ft | 2550 sq. ft | 3358 sq. ft | 3122 sq. ft |

Superheating Surface | 559 sq. ft | ||||

Combined Heating Surface | 3053 sq. ft | 3230 sq. ft | 3109 sq. ft | 3358 sq. ft | 3122 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 231.30 | 229.42 | 152.19 | 238.51 | 221.75 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 15200 | 10880 | 9720 | 10800 | 10800 |

Same as above plus superheater percentage | 15200 | 10880 | 11470 | 10800 | 10800 |

Same as above but substitute firebox area for grate area | 50140 | 33000 | 40356 | 34800 | 34400 |

Power L1 | 6090 | 5952 | 9470 | 6206 | 5892 |

Power MT | 311.93 | 293.23 | 456.59 | 310.25 | 294.55 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | H-21 - superheated | H-22 | H-27 | H-3 - rebuilt I | H-4 - rebuilt I |

Locobase ID | 9200 | 9201 | 2795 | 9206 | 9229 |

Railroad | Erie (ERR) | Erie (ERR) | New York, Susquehanna & Western (ERR) | Erie (ERR) | Erie (ERR) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 210 | 87 | 1 | 19 | 57 |

Road Numbers | 1800-1886 | 140 / 1540 | 1006, | 1001 | |

Gauge | Std | Std | Std | Std | Std |

Number Built | 87 | 1 | |||

Builder | Erie | Burnham, Williams & Co | Burnham, Williams & Co | Erie | Erie |

Year | 1915 | 1905 | 1906 | 1899 | 1898 |

Valve Gear | Baker | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17' | 15.67' | 17' | 14.75' | 14.75' |

Engine Wheelbase | 25.11' | 24.33' | 24.33' | 22.83' | 22.83' |

Ratio of driving wheelbase to overall engine wheebase | 0.68 | 0.64 | 0.70 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 59.21' | 55.98' | 60.83' | 50.04' | 50.62' |

Axle Loading (Maximum Weight per Axle) | 49425 lbs | 47000 lbs | 57100 lbs | 39900 lbs | 34500 lbs |

Weight on Drivers | 187675 lbs | 184000 lbs | 232700 lbs | 125400 lbs | 131300 lbs |

Engine Weight | 213300 lbs | 207000 lbs | 260100 lbs | 139000 lbs | 145600 lbs |

Tender Light Weight | 162800 lbs | 132840 lbs | 170100 lbs | 87900 lbs | 87900 lbs |

Total Engine and Tender Weight | 376100 lbs | 339840 lbs | 430200 lbs | 226900 lbs | 233500 lbs |

Tender Water Capacity | 8500 gals | 7000 gals | 9000 gals | 4500 gals | 4500 gals |

Tender Fuel Capacity (oil/coal) | 16 tons | 14 tons | 15 tons | 9 tons | 9 tons |

Minimum weight of rail (calculated) | 78 lb/yard | 77 lb/yard | 97 lb/yard | 52 lb/yard | 55 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62.50" | 57" | 63" | 50" | 50" |

Boiler Pressure | 200 psi | 200 psi | 170 psi | 180 psi | 180 psi |

Cylinders (dia x stroke) | 22" x 32" | 22" x 30" | 28" x 32" | 19" x 24" | 19" x 24" |

Tractive Effort | 42127 lbs | 43305 lbs | 57543 lbs | 26512 lbs | 26512 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.45 | 4.25 | 4.04 | 4.73 | 4.95 |

Heating Ability | |||||

Firebox Area | 185.50 sq. ft | 173.80 sq. ft | 188.50 sq. ft | 180 sq. ft | 180 sq. ft |

Grate Area | 54 sq. ft | 49.50 sq. ft | 60.20 sq. ft | 78 sq. ft | 78 sq. ft |

Evaporative Heating Surface | 2578 sq. ft | 3418 sq. ft | 4119 sq. ft | 1667 sq. ft | 1667 sq. ft |

Superheating Surface | 521 sq. ft | ||||

Combined Heating Surface | 3099 sq. ft | 3418 sq. ft | 4119 sq. ft | 1667 sq. ft | 1667 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 183.11 | 258.96 | 180.61 | 211.66 | 211.66 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 10800 | 9900 | 10234 | 14040 | 14040 |

Same as above plus superheater percentage | 12636 | 9900 | 10234 | 14040 | 14040 |

Same as above but substitute firebox area for grate area | 43407 | 34760 | 32045 | 32400 | 32400 |

Power L1 | 12126 | 6171 | 3962 | 4889 | 4889 |

Power MT | 569.78 | 295.75 | 150.15 | 343.81 | 328.36 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | H-9 | I | L / H-15 | L / H-5 | L / H-7 |

Locobase ID | 2613 | 4047 | 9211 | 9204 | 9205 |

Railroad | Erie (ERR) | Erie (ERR) | Erie & Wyoming Valley (ERR) | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 10 | 16 | 5 | 8 | 25 |

Road Numbers | 1400-1409 | 500-509 | 1-5 / 1504-1506 | 10-17/1300-1307 | 1360-84 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 10 | 16 | 5 | 8 | 25 |

Builder | Brooks | several | Dickson | Burnham, Parry, Williams & Co | Rogers |

Year | 1899 | 1877 | 1884 | 1886 | 1888 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.75' | 14.75' | 14.42' | 14.42' | 15.17' |

Engine Wheelbase | 24' | 22.50' | 23.21' | 22.50' | 23.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.62 | 0.64 | 0.64 |

Overall Wheelbase (engine & tender) | 53.50' | 50.04' | 49.54' | 51' | 48.60' |

Axle Loading (Maximum Weight per Axle) | 43000 lbs | 24000 lbs | 31500 lbs | 36700 lbs | 34500 lbs |

Weight on Drivers | 150000 lbs | 87550 lbs | 112350 lbs | 122900 lbs | 110700 lbs |

Engine Weight | 170000 lbs | 100000 lbs | 127650 lbs | 136000 lbs | 130200 lbs |

Tender Light Weight | 132000 lbs | 87900 lbs | 102200 lbs | 87900 lbs | 87900 lbs |

Total Engine and Tender Weight | 302000 lbs | 187900 lbs | 229850 lbs | 223900 lbs | 218100 lbs |

Tender Water Capacity | 6000 gals | 4500 gals | 5500 gals | 4500 gals | 4500 gals |

Tender Fuel Capacity (oil/coal) | 15 tons | 9 tons | 8.5 tons | 9 tons | 9 tons |

Minimum weight of rail (calculated) | 63 lb/yard | 36 lb/yard | 47 lb/yard | 51 lb/yard | 46 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 50" | 50" | 50" | 50" |

Boiler Pressure | 200 psi | 125 psi | 140 psi | 140 psi | 140 psi |

Cylinders (dia x stroke) | 21" x 28" | 20" x 24" | 20" x 24" | 20" x 24" | 20" x 24" |

Tractive Effort | 36827 lbs | 20400 lbs | 22848 lbs | 22848 lbs | 22848 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.07 | 4.29 | 4.92 | 5.38 | 4.85 |

Heating Ability | |||||

Firebox Area | 193 sq. ft | 137 sq. ft | 222 sq. ft | 155 sq. ft | 156 sq. ft |

Grate Area | 41.40 sq. ft | 22.47 sq. ft | 76 sq. ft | 76 sq. ft | 76 sq. ft |

Evaporative Heating Surface | 2275 sq. ft | 1563 sq. ft | 1734 sq. ft | 1668 sq. ft | 1620 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2275 sq. ft | 1563 sq. ft | 1734 sq. ft | 1668 sq. ft | 1620 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 202.68 | 179.11 | 198.70 | 191.14 | 185.64 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 8280 | 2809 | 10640 | 10640 | 10640 |

Same as above plus superheater percentage | 8280 | 2809 | 10640 | 10640 | 10640 |

Same as above but substitute firebox area for grate area | 38600 | 17125 | 31080 | 21700 | 21840 |

Power L1 | 5484 | 2683 | 3802 | 3266 | 3209 |

Power MT | 322.40 | 270.25 | 298.42 | 234.35 | 255.63 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | L / H-8 | L/H-6 | P / H-8 | U / H-2 | X / H-1 |

Locobase ID | 9207 | 6018 | 6015 | 9203 | 6013 |

Railroad | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) | New York, Pennsylvania & Ohio (ERR) | New York, Lake Erie & Western (ERR) | New York, Lake Erie & Western (ERR) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 10 | 25 | 10 | 11 | 180 |

Road Numbers | 1280-1289 | 723-747/1309-1332 | 1047, 1055 | 510-689/1001-1187 | |

Gauge | Std | Std | Std | Std | Std |

Number Built | 10 | 25 | 10 | 180 | |

Builder | Brooks | Burnham, Parry, Williams & Co | several | several | several |

Year | 1888 | 1890 | 1888 | 1897 | 1878 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.17' | 14.42' | 14.75' | 14.75' | |

Engine Wheelbase | 23.58' | 22.50' | 22.83' | 22.50' | |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.64 | 0.65 | 0.66 | |

Overall Wheelbase (engine & tender) | 50.23' | 51.25' | 48.12' | 47.17' | |

Axle Loading (Maximum Weight per Axle) | 33450 lbs | 32800 lbs | 27350 lbs | 25300 lbs | |

Weight on Drivers | 115850 lbs | 115800 lbs | 115850 lbs | 105600 lbs | 88700 lbs |

Engine Weight | 131150 lbs | 130200 lbs | 131150 lbs | 122400 lbs | 103400 lbs |

Tender Light Weight | 77000 lbs | 87900 lbs | 87900 lbs | 77000 lbs | |

Total Engine and Tender Weight | 208150 lbs | 218100 lbs | 210300 lbs | 180400 lbs | |

Tender Water Capacity | 3600 gals | 4500 gals | 3600 gals | 4500 gals | 3600 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 9 tons | 8.9 tons | 9 tons | 8 tons |

Minimum weight of rail (calculated) | 48 lb/yard | 48 lb/yard | 48 lb/yard | 44 lb/yard | 37 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 50" | 50" | 50" | 50" | 50" |

Boiler Pressure | 150 psi | 160 psi | 150 psi | 180 psi | 125 psi |

Cylinders (dia x stroke) | 20" x 24" | 20" x 24" | 20" x 24" | 18" x 24" | 20" x 24" |

Tractive Effort | 24480 lbs | 26112 lbs | 24480 lbs | 23795 lbs | 20400 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.73 | 4.43 | 4.73 | 4.44 | 4.35 |

Heating Ability | |||||

Firebox Area | 184 sq. ft | 174 sq. ft | 188.75 sq. ft | 149 sq. ft | 140.50 sq. ft |

Grate Area | 40 sq. ft | 78 sq. ft | 40 sq. ft | 28 sq. ft | 28 sq. ft |

Evaporative Heating Surface | 1619 sq. ft | 1758 sq. ft | 1614 sq. ft | 1651 sq. ft | 1323 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1619 sq. ft | 1758 sq. ft | 1614 sq. ft | 1651 sq. ft | 1323 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 185.52 | 201.45 | 184.95 | 233.57 | 151.60 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 6000 | 12480 | 6000 | 5040 | 3500 |

Same as above plus superheater percentage | 6000 | 12480 | 6000 | 5040 | 3500 |

Same as above but substitute firebox area for grate area | 27600 | 27840 | 28313 | 26820 | 17563 |

Power L1 | 3637 | 4015 | 3664 | 5084 | 2418 |

Power MT | 276.85 | 305.75 | 278.90 | 424.56 | 240.40 |

Specifications by Steve Llanso of Sweat House Media | |
---|---|

Class | X / H-1 |

Locobase ID | 15804 |

Railroad | New York, Pennsylvania & Ohio (ERR) |

Country | USA |

Whyte | 2-8-0 |

Number in Class | 64 |

Road Numbers | 136-185/615-664, 600-614/1200-1264 |

Gauge | Std |

Number Built | 64 |

Builder | several |

Year | 1880 |

Valve Gear | Stephenson |

Locomotive Length and Weight | |

Driver Wheelbase | 14.75' |

Engine Wheelbase | 22.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 |

Overall Wheelbase (engine & tender) | 47.17' |

Axle Loading (Maximum Weight per Axle) | 25300 lbs |

Weight on Drivers | 88700 lbs |

Engine Weight | 103400 lbs |

Tender Light Weight | 77000 lbs |

Total Engine and Tender Weight | 180400 lbs |

Tender Water Capacity | 3600 gals |

Tender Fuel Capacity (oil/coal) | 8 tons |

Minimum weight of rail (calculated) | 37 lb/yard |

Geometry Relating to Tractive Effort | |

Driver Diameter | 50" |

Boiler Pressure | 125 psi |

Cylinders (dia x stroke) | 20" x 24" |

Tractive Effort | 20400 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.35 |

Heating Ability | |

Firebox Area | 140.50 sq. ft |

Grate Area | 28 sq. ft |

Evaporative Heating Surface | 1323 sq. ft |

Superheating Surface | |

Combined Heating Surface | 1323 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 151.60 |

Computations Relating to Power Output (More Information) | |

Robert LeMassena's Power Computation | 3500 |

Same as above plus superheater percentage | 3500 |

Same as above but substitute firebox area for grate area | 17563 |

Power L1 | 2418 |

Power MT | 240.40 |

- NYE&O 1237 (Photo courtesy Michael Pope Jr)
- Erie 1595 (Donald W. Furler photo, David Mainey collection)
- Erie 2018 (Photo courtesy David Mainey)

*Erie Power*by Frederick Westing and Alvin F. Staufer, Published by Alvin F. Staufer

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