The Consolidation pair described here had very small drivers and a low axle loading, although their boilers was reasonably proportioned with reference to the cylinder volume.

After only 6 years with the L & NW, 10 was sold to the Louisiana & Arkansas logging road. In June 1922, the L & A sold the engine to the Grace Logging Company in Missouri.

#11 remained on the road until 1923 when it was sold to locomotive rebuilder/reseller Southern Iron & Equipment.. Proving to be something of a boomerang locomotive, 11 started its volley when SI & E sold it almost immediately to the Gainesville Midland as their 102, but that short line returned the engine before the year was out. SI & E next tried with Fountain Campbell Lumber Company of Ladysmith, Wisc as the #4, but that logger returned the 4 in March 1924. 4 remained with SI & E until 1927, when the reseller sold it to Bissell Lumber. Bissell held on to the 4 for 8 years before selling it directly to the Roddis Lumber & Veneer Company of Park Falls, Wisc in 1935.

This was a big class of medium-sized Consolidations. Almost all of them were later rebuilt as Class B-6 0-6-0 switchers. By the 1920s, only the 631-632 were still arranged as 2-8-0s.

When the L & N went back to Rogers two years after it took delivery of the H-9s (Locobase 9821), the Paterson, New Jersey builder produced a larger boiler with fewer but longer and larger-diameter tubes. Otherwise, the power dimensions and grate were essentially unchanged, although the boiler pressure climbed and the firebox continued to add direct heating surface.

Locobase doesn't know for sure who built these locomotives or when, so both "Rogers" and "1897" are estimates. Comparing this H-12 to the H-10 from 1895 (Locobase 9822), however, suggests that the H-12 simply continued the Rogers design in most respects. Changes included a longer-stroke cylinder that actually reduced total volume slightly but made more use of each "lungful" and adding 22 small tubes to the boiler. Two other locomotives in this inferred batch saw still more changes; see Locobase 9824.

Inferring from other evidence that these were Rogers engines of 1897 (like the H-12s described in Locobase 9823), Locobase notes that this pair differed from the H-12 in two important respects: a larger cylinder diameter and drivers standing 3" taller. Thus, the design developed more tractive effort while gaining some useful speed capability (relatively speaking, of course).

Continuing in a speculative vein, Locobase contends that this class fills out the batch ordered from Rogers in ca. 1897 (see H-12 in Locobase 9823, H-13 in Locobase 9824). This class combines the 52" drivers of the H-12 with the larger cylinders of the H-13.

According to a compilation of Richmond locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2642-2651.

This class of Consolidations operated until 1928-1934.

The Brooks Catalogue's data is shown in the specifications; the L & N's 1927 is slightly different. This engine's most singular physical feature is the clerestory cab. Otherwise it's a relatively standard Consolidation with Improved Belpaire boiler and a fair number of large-bore flues.

After seeing a few go to the scrapyard in 1928-1930 (891, 896, 888 respectively), the class approached extinction in 1933 when all but one of the rest were retired including nine on 30 September. Class leader 885 survived until 2 April 1934.

A nonet of Consolidations followed immediately Brooks's H16 locomotives (Locobase 2620). They had only detail differences from the Dunkirk, NY builder's engines.

Like those engines, these were scrapped in the late 1920s, early 1930s with most being dismantled in September 1933.

Very similar to the Brooks engines delivered in the same year. The drivers are slightly smaller and the boiler has two more tubes. As delivered, the boiler pressed 170 ps (12.07 bar), the firebox heating surface measured 188 sq ft (17.47 sq m), grate area 28.4 sq ft (2.64 sq m), and total heating surface 2,022 sq ft (187.85 sq m). The data in the specifications come from 1927..

This class of Consolidations operated until 1928-1934.

In its brief incarnation as "International Power", this Ocean State builder supplied 10 Consolidations that followed the design delivered by Cooke in the same year, but used 2" tubes instead the 2 1/4" of the Cookes. The result was less heating surface and a higher boiler demand factor.

Some members of this class remained in service until 1949.

Turn-of-the-Century Consolidations with Belpaire fireboxes and a further increase in heating surface.

This pair of Consolidations followed immediately Richmond's H17 locomotives (Locobase 8139) and were H17s with a longer piston stroke and slightly higher boiler pressure.

The chief difference among the locomotives in this large class was the provision of Walschaert valve gear in the H-23A vs the Stephenson link motion that had been standard up until then. The design still seems to have been more evolutionary, featuring a modest increase in driver diameter,adhesion weight, grate area, and evaporative heating surface. Firebox heating surface included 14 sq ft of arch tubes. None of the H-23 class was ever superheated.

It was a busy time for one of the biggest locomotive firms in the world and the Baldwin works filled two orders from the L&N in singles and pairs interspersed among engines meant for dozens of other customers then on the books.

Baldwin delivered the first 20 (22552-22553, 22584-22585, 22597, 22609-22611, 22634-22635, 22655-22656, 22683, 22697, 22781, 22799, 22858, 22868, 22920, 22925) in July-October 1903. Rogers or the L & N shops themselves contributed the next 5. Then Baldwin supplied the next 35 (22965, 22990, 23011, 23026, 23030, 23036-23037, 23065

23070, 23095, 23100, 23120, 23131, 23138, 23150, 23160-23163, 23172, 23175, 23178, 23197-23200, 23211, 23218, 23227, 23244, 23254-23255, 23263-23264, 23271) in October-November 1903.

92 more came from the L & N's own shops. And finally Baldwin finished off the H-23 class September 1906 to April 1907 with 55 more (29077-29078, 29095-

29097, 29135, 29156-29157, 29180, 29192, 29208, 29234-29235, 29252, 29258, 29261, 29280, 29317-29319, 29345, 29387, 29412-29413, 29427, 29459, 29503-29504, 29535, 29556, 30072, 30081, 30090-30092, 30176-30177, 30223-30224, 30255-30256, 30306-30308, 30343- 30344, 30362, 30377-30379, 30484-30485, 30500, 30533, 30602)

Baldwin's H-25s, which were identical except for the adoption of piston valves, are shown in Locobase 16171.

It's not clear why Rogers would have supplied this pair of small Consolidations in 1904, except perhaps to address a particular need for a light-footed, branch-line 2-8-0. Whatever the reason, the two engines remained in service essentially unchanged (except for the addition of 14 sq ft of arch tubes to the firebox) until their retirements in 1947 (849) and 1948 (848).

After H-23 Consolidations had been built by several manufacturers from 1903-1907, Baldwin produced this octet in the middle of run of Rogers and the L&N-shop products. Possibly the piston valves made it easier to consider superheating the class, for most of these soon received the installation. See Locobase 9830.

Like most of the early 20th Century North American locomotives delivered as saturated engines, this class (Locobase 16171) was soon provided with a superheater. The H-25A variant was essentially identical to the H-25 except for the drier steam. The H-25B (Locobase 9830) had larger cylinders.

As with the H-25As (Locobase 9830), the most significant change to the H-25 design (Locobase 16171) was the addition of the superheater. The -25Bs received cylinders that measured just 1/2" more in diameter, but that difference provided a noticeable boost in starting tractive effort. Otherwise, the design was essentially as delivered in the early part of the 1900s except for the addition of 14 sq ft (1.3 sq m) of arch tubes to the firebox. Several H-25As were later refitted as -25Bs and the entire class operated into the late 1940s.

Like the H-24s from Rogers (Locobase 9828), this pair of Virginians ran outside of the large class of standard Consolidation. For these two, however, the direction was bigger, not smaller. They pressed heavily on the rail and had larger boilers than the H-23 and H-25-series engines with many more tubes.

Unlike the big-production series, the H-26s were never superheated and went to the ferro-knacker's yard in 1940.

Continuing the production of the basic Consolidation, the H-27s offered the one difference of a 2" longer stroke, which put them in the league of most 2-8-0 fleets that had entered service in the previous decade. Like the others, these engines were delivered with Walschaer radial valve gear and piston valves.

Baldwin produced the first 25 (35029-35033, 35069-35077, 35116-35119, 35152, 35217-35222) in August & September of 1910 and the L & N added the balance.

Once the H-27s were in service (Locobase 9833), the railroad began to superheat them. The upgrade mirrored the makeover applied to the H-25s (Locobase 9830), except that the boiler tubes and flues were 2" longer and the weights somehow came out 3,000 lb less. As with the other class, the firebox heating surface now included 14 sq ft of arch tubes.

Superheated H-27s followed the H-25 superheating pattern and came in two flavors: Those with the 21" cylinders (Locobase 9834) and the locomotives in this entry, which either replaced the original cylinders or bored them out 1/2". In the process, the design gained over 2 tons of weight, which was more evenly spread over the 4 adhesive axles. The firebox received its 14 sq ft of arch tubes as well.

So equipped, these medium-sized freighters served the L & N for decades, some lasting into the 1950s.

With the production of these Consolidation at its own South Louisville shops, the L & N hit on the formula for substantial hauling power. Retaining the 57" drivers suitable for its undulating profile, the railroad adopted bigger cylinders and fed them with a much larger grate (although the firebox heating surface area increased by only a few square feet thanks to the 20 sq ft of arch tubes). Both the tube and flue diameters increased and the number of each grew as well.

The result was a heavier locomotive (just under 100 tons adhesive weight) with lots of starting tractive effort. As Charles B Castner notes in Drury (1993), long-standing weight limits on many bridges made these and the H-29s the top-end power for fast freights into New Orleans into the 1940s.

The L & N's large Consolidation program begun with the H-28A in 1911 (Locobase 9836) continued in 1912 with the H-29. The only difference was the railroad's ability to strip about 7,000 lb out of the design. All other dimensions remained the same.

In producing the last 25 locomotives of the large-Consolidation design that entered service as the H-28 in 1911 (Locobase 9836), the shops increased cylinder diameter by 1/2" more. An accompanying increase in weight kept the factor of adhesion at just about 4. This was the final batch of 2-8-0s and they served the L & N until the end of steam.

An unusual feature of this low-drivered drag-freighter was the considerable gap between the first driven axle and the second. Locobase isn't sure why such a spacing would have been adopted. According to Gene Connelly's L&N Roster, all but the 640 and 647 were converted to 0-6-0 switchers.

It's surprising to see a Consolidation pair being built so late in the era, but both Castner (in Drury, 1993) and the L & N diagram books insist on the 1921 construction date. The locomotives had the usual accoutrements of arch tubes (which added 18 sq ft to the firebox heating surface), superheat, and power reverse.

Like the H-3 built by the L&N and shown in Locobase 9814, this Consolidation had a large gap between the first driven axles. The Rhodie's design differed in having a larger firebox. They were later renumbered in this order: 650-651, 656-658, 654-655, 649, 652 and all were converted to 0-6-0 switchers.

Very similar to the Consolidations buillt by the L&N at the same time (Locobase 9814), but possessing more firebox heating surface area and slightly more cylinder volume. Four--700, 703, 705, 709--would still roll as 2-8-0s in the 1920s. The other six had been converted to 0-6-0 switchers.

This class repeated the standard L&N Consolidation power dimensions (20" x 24' cylinders, 150 psi, 51-52" drivers), but rolled out under larger boilers and bigger grates. A few later had their cylinders bored out to 21" with the results showing in the specifications.

According to a compilation of New York/Rome locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers for 351-366 were 652-667 (October-December 1890)

Much of this class's heating surface could be found in its firebox, relatively speaking. While the boiler was only of average size for a Consolidation of the late 1880s, the firebox was one of the largest around. Its low drivers and high adhesion weight meant a strong-pulling 2-8-0.

The L&E came under Louisville & Nashville control in 1910, but continued to operate independently until 1915. This entire class retained its original configuration until scrapped, although updates enlarged the firebox by 19.7 sq ft (1.85 sq m), most likely through the addition of arch tubes.

659-660, 664-665 were scrapped in July 1933. The other half of the class lingered well into the late 1940s: 661went to the ferro-knacker in December 1948, 662 followed almost a year later in November 1949, 663 in March 1950, and 666 remained in service until March 1952.

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

Class | 10 / 150 | 170 / H-2 | H-10 | H-12 | H-13 |

Locobase ID | 6133 | 9813 | 9822 | 9823 | 9824 |

Railroad | Louisiana & NorthWest | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) |

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 | 1 | 33 | 10 | 4 | 2 |

Road Numbers | 10-11 / 150 | 170-200, 41-42/600-632 | 850-859 | 861, 863, 866, 869 | 865, 867 |

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

Number Built | 1 | 33 | 10 | 4 | 2 |

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

Year | 1904 | 1886 | 1895 | 1897 | 1897 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 13.67' | 14' | 15.92' | 15.92' | 15.92' |

Engine Wheelbase | 21.33' | 21.50' | 23.75' | 23.67' | 23.67' |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.65 | 0.67 | 0.67 | 0.67 |

Overall Wheelbase (engine & tender) | 51.79' | 47.64' | 52' | 51.92' | 51.92' |

Axle Loading (Maximum Weight per Axle) | 29080 lbs | 32000 lbs | 38500 lbs | 40500 lbs | 40500 lbs |

Weight on Drivers | 113680 lbs | 112000 lbs | 136600 lbs | 143700 lbs | 143700 lbs |

Engine Weight | 128800 lbs | 125000 lbs | 153100 lbs | 161200 lbs | 161200 lbs |

Tender Light Weight | 95700 lbs | 87000 lbs | 90000 lbs | 90000 lbs | 90000 lbs |

Total Engine and Tender Weight | 224500 lbs | 212000 lbs | 243100 lbs | 251200 lbs | 251200 lbs |

Tender Water Capacity | 5000 gals | 3900 gals | 4200 gals | 4200 gals | 4200 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 10.5 tons | 8 tons | 8 tons | 8 tons |

Minimum weight of rail (calculated) | 47 lb/yard | 47 lb/yard | 57 lb/yard | 60 lb/yard | 60 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 49" | 52" | 52" | 52" | 55" |

Boiler Pressure | 180 psi | 155 psi | 170 psi | 170 psi | 170 psi |

Cylinders (dia x stroke) | 19" x 24" | 20" x 24" | 21" x 24" | 20" x 26" | 21" x 26" |

Tractive Effort | 27053 lbs | 24323 lbs | 29411 lbs | 28900 lbs | 30124 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.20 | 4.60 | 4.64 | 4.97 | 4.77 |

Heating Ability | |||||

Firebox Area | 146 sq. ft | 143 sq. ft | 194 sq. ft | 198 sq. ft | 198 sq. ft |

Grate Area | 23.80 sq. ft | 22.80 sq. ft | 28 sq. ft | 28 sq. ft | 28 sq. ft |

Evaporative Heating Surface | 1713 sq. ft | 1888 sq. ft | 1861 sq. ft | 2027 sq. ft | 2027 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1713 sq. ft | 1888 sq. ft | 1861 sq. ft | 2027 sq. ft | 2027 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 217.50 | 216.35 | 193.43 | 214.41 | 194.48 |

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

Robert LeMassena's Power Computation | 4284 | 3534 | 4760 | 4760 | 4760 |

Same as above plus superheater percentage | 4284 | 3534 | 4760 | 4760 | 4760 |

Same as above but substitute firebox area for grate area | 26280 | 22165 | 32980 | 33660 | 33660 |

Power L1 | 4560 | 4007 | 4335 | 4702 | 4511 |

Power MT | 353.73 | 315.50 | 279.85 | 288.55 | 276.83 |

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

Class | H-14 | H-15 | H-16 | H-17 | H-18 |

Locobase ID | 9825 | 8138 | 2620 | 8139 | 3936 |

Railroad | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) |

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 | 8 | 10 | 15 | 9 | 15 |

Road Numbers | 860, 864, 868, 870-74 | 875-884 | 885-899 | 900-908 | 909-923 |

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

Number Built | 8 | 10 | 15 | 9 | 15 |

Builder | Rogers | Richmond | Brooks | Richmond | Cooke |

Year | 1897 | 1897 | 1898 | 1899 | 1899 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.92' | 15.92' | 15.92' | 15.92' | 15.92' |

Engine Wheelbase | 23.67' | 23.67' | 23.67' | 23.67' | 23.67' |

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

Overall Wheelbase (engine & tender) | 51.92' | 52.22' | 51.92' | 52.13' | 52.21' |

Axle Loading (Maximum Weight per Axle) | 40500 lbs | 40000 lbs | 40300 lbs | 40300 lbs | 41200 lbs |

Weight on Drivers | 143700 lbs | 142000 lbs | 143100 lbs | 143100 lbs | 146600 lbs |

Engine Weight | 161200 lbs | 159000 lbs | 156000 lbs | 160100 lbs | 163600 lbs |

Tender Light Weight | 90000 lbs | 113000 lbs | 90000 lbs | 90000 lbs | 113000 lbs |

Total Engine and Tender Weight | 251200 lbs | 272000 lbs | 246000 lbs | 250100 lbs | 276600 lbs |

Tender Water Capacity | 4200 gals | 5000 gals | 4200 gals | 4200 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 10 tons | 12.5 tons | 8 tons | 10 tons |

Minimum weight of rail (calculated) | 60 lb/yard | 59 lb/yard | 60 lb/yard | 60 lb/yard | 61 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 52" | 55" | 55" | 52" | 52" |

Boiler Pressure | 170 psi | 170 psi | 170 psi | 175 psi | 180 psi |

Cylinders (dia x stroke) | 21" x 26" | 21" x 26" | 21" x 26" | 21" x 26" | 21" x 26" |

Tractive Effort | 31862 lbs | 30124 lbs | 30124 lbs | 32799 lbs | 33737 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.51 | 4.71 | 4.75 | 4.36 | 4.35 |

Heating Ability | |||||

Firebox Area | 198 sq. ft | 218 sq. ft | 185 sq. ft | 201 sq. ft | 199 sq. ft |

Grate Area | 28 sq. ft | 28.50 sq. ft | 29.80 sq. ft | 28 sq. ft | 28 sq. ft |

Evaporative Heating Surface | 2027 sq. ft | 1998 sq. ft | 2005 sq. ft | 2047 sq. ft | 2045 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2027 sq. ft | 1998 sq. ft | 2005 sq. ft | 2047 sq. ft | 2045 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 194.48 | 191.69 | 192.37 | 196.39 | 196.20 |

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

Robert LeMassena's Power Computation | 4760 | 4845 | 5066 | 4900 | 5040 |

Same as above plus superheater percentage | 4760 | 4845 | 5066 | 4900 | 5040 |

Same as above but substitute firebox area for grate area | 33660 | 37060 | 31450 | 35175 | 35820 |

Power L1 | 4265 | 4617 | 4381 | 4441 | 4550 |

Power MT | 261.73 | 286.72 | 269.98 | 273.67 | 273.70 |

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

Class | H-19 | H-20 | H-21 | H-22 | H-23/H-23A |

Locobase ID | 9826 | 9827 | 9766 | 8140 | 9828 |

Railroad | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) |

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 | 10 | 25 | 2 | 226 |

Road Numbers | 924-933 | 934-943 | 950-974 | 998-999 | 977-1199, 1209-1233 |

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

Number Built | 10 | 10 | 25 | 2 | 226 |

Builder | Rhode Island | Cooke | Rogers | Richmond | several |

Year | 1901 | 1902 | 1902 | 1899 | 1903 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16.25' | 16.25' | 16.50' | 15.92' | 16.58' |

Engine Wheelbase | 24.08' | 24.08' | 24.75' | 23.75' | 24.75' |

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

Overall Wheelbase (engine & tender) | 51.02' | 50.98' | 52.45' | 54.07' | 55.42' |

Axle Loading (Maximum Weight per Axle) | 38900 lbs | 38900 lbs | 42000 lbs | 40300 lbs | 44500 lbs |

Weight on Drivers | 141200 lbs | 141200 lbs | 155000 lbs | 143100 lbs | 168900 lbs |

Engine Weight | 159200 lbs | 159200 lbs | 173000 lbs | 160100 lbs | 185500 lbs |

Tender Light Weight | 113000 lbs | 113000 lbs | 126600 lbs | 100400 lbs | 142000 lbs |

Total Engine and Tender Weight | 272200 lbs | 272200 lbs | 299600 lbs | 260500 lbs | 327500 lbs |

Tender Water Capacity | 5000 gals | 5000 gals | 5000 gals | 5000 gals | 7000 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 10 tons | tons | 7 tons | 13.5 tons |

Minimum weight of rail (calculated) | 59 lb/yard | 59 lb/yard | 65 lb/yard | 60 lb/yard | 70 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 52" | 52" | 56" | 52" | 57" |

Boiler Pressure | 180 psi | 175 psi | 190 psi | 180 psi | 190 psi |

Cylinders (dia x stroke) | 21" x 26" | 21" x 26" | 21" x 28" | 21" x 28" | 21" x 28" |

Tractive Effort | 33737 lbs | 32799 lbs | 35611 lbs | 36332 lbs | 34986 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.19 | 4.31 | 4.35 | 3.94 | 4.83 |

Heating Ability | |||||

Firebox Area | 168 sq. ft | 167 sq. ft | 195 sq. ft | 201 sq. ft | 216 sq. ft |

Grate Area | 30 sq. ft | 30 sq. ft | 33.30 sq. ft | 28 sq. ft | 33 sq. ft |

Evaporative Heating Surface | 1807 sq. ft | 1977 sq. ft | 2475 sq. ft | 2047 sq. ft | 2532 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1807 sq. ft | 1977 sq. ft | 2475 sq. ft | 2047 sq. ft | 2532 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 173.37 | 189.68 | 220.50 | 182.37 | 225.57 |

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

Robert LeMassena's Power Computation | 5400 | 5250 | 6327 | 5040 | 6270 |

Same as above plus superheater percentage | 5400 | 5250 | 6327 | 5040 | 6270 |

Same as above but substitute firebox area for grate area | 30240 | 29225 | 37050 | 36180 | 41040 |

Power L1 | 3962 | 4092 | 5451 | 4242 | 5808 |

Power MT | 247.44 | 255.56 | 310.13 | 261.41 | 303.24 |

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

Class | H-24 | H-25 | H-25A - superheated | H-25B - superheated | H-26 |

Locobase ID | 9829 | 16171 | 9830 | 9831 | 9832 |

Railroad | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) |

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 | 2 | 8 | 12 | 4 | 2 |

Road Numbers | 848-849 | 1200-1207 | 12 | 1124, 1156, 1191, 1216, 1222 | 996-997 |

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

Number Built | 2 | 8 | 2 | ||

Builder | Rogers | Burnham, Williams & Co | L&N | L&N | Alco-Richmond |

Year | 1904 | 1908 | 1907 | ||

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.50' | 16.58' | 16.58' | 16.58' | 14.25' |

Engine Wheelbase | 23.50' | 24.75' | 24.75' | 24.75' | 23.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.67 | 0.67 | 0.67 | 0.60 |

Overall Wheelbase (engine & tender) | 54.37' | 55.42' | 55.42' | 55.42' | 58.98' |

Axle Loading (Maximum Weight per Axle) | 37000 lbs | 44500 lbs | 45950 lbs | 45000 lbs | 45500 lbs |

Weight on Drivers | 136000 lbs | 170000 lbs | 175900 lbs | 173000 lbs | 177000 lbs |

Engine Weight | 154000 lbs | 188800 lbs | 193400 lbs | 192500 lbs | 196600 lbs |

Tender Light Weight | 142000 lbs | 142000 lbs | 142000 lbs | 142300 lbs | 142000 lbs |

Total Engine and Tender Weight | 296000 lbs | 330800 lbs | 335400 lbs | 334800 lbs | 338600 lbs |

Tender Water Capacity | 7000 gals | 7000 gals | 7000 gals | 7000 gals | 7000 gals |

Tender Fuel Capacity (oil/coal) | 13.5 tons | 13.5 tons | 13.5 tons | 13.5 tons | 13.5 tons |

Minimum weight of rail (calculated) | 57 lb/yard | 71 lb/yard | 73 lb/yard | 72 lb/yard | 74 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 55" | 57" | 57" | 57" | 51" |

Boiler Pressure | 190 psi | 190 psi | 190 psi | 190 psi | 180 psi |

Cylinders (dia x stroke) | 20" x 26" | 21" x 28" | 21" x 28" | 21.5" x 28" | 22" x 30" |

Tractive Effort | 30538 lbs | 34986 lbs | 34986 lbs | 36672 lbs | 43560 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.45 | 4.86 | 5.03 | 4.72 | 4.06 |

Heating Ability | |||||

Firebox Area | 178 sq. ft | 198.50 sq. ft | 216 sq. ft | 216 sq. ft | 208 sq. ft |

Grate Area | 32.50 sq. ft | 33 sq. ft | 33 sq. ft | 33 sq. ft | 34 sq. ft |

Evaporative Heating Surface | 2008 sq. ft | 2500 sq. ft | 2008 sq. ft | 2008 sq. ft | 3063 sq. ft |

Superheating Surface | 400 sq. ft | 400 sq. ft | |||

Combined Heating Surface | 2008 sq. ft | 2500 sq. ft | 2408 sq. ft | 2408 sq. ft | 3063 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 212.40 | 222.72 | 178.89 | 170.67 | 232.06 |

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

Robert LeMassena's Power Computation | 6175 | 6270 | 6270 | 6270 | 6120 |

Same as above plus superheater percentage | 6175 | 6270 | 7336 | 7336 | 6120 |

Same as above but substitute firebox area for grate area | 33820 | 37715 | 48017 | 48017 | 37440 |

Power L1 | 5339 | 5616 | 10755 | 10260 | 4756 |

Power MT | 346.19 | 291.32 | 539.19 | 522.99 | 236.95 |

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

Class | H-27 | H-27A - superheated | H-27B - superheated | H-28A | H-29 |

Locobase ID | 9833 | 9834 | 9835 | 9836 | 9837 |

Railroad | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) |

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 | 47 | 27 | 10 | 25 | 45 |

Road Numbers | 1234-1280 | 1238 | 1234+ | 1281-1305 | 1306-1350 |

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

Number Built | 47 | 25 | 45 | ||

Builder | several | L & N | L & N | L & N | L & N |

Year | 1910 | 1911 | 1912 | ||

Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 16.58' | 16.58' | 16.58' | 16.58' | 16.58' |

Engine Wheelbase | 24.75' | 24.92' | 24.92' | 25.25' | 25.25' |

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

Overall Wheelbase (engine & tender) | 55.37' | 55.58' | 55.58' | 61.58' | 61.58' |

Axle Loading (Maximum Weight per Axle) | 48700 lbs | 47600 lbs | 46000 lbs | 54600 lbs | 52600 lbs |

Weight on Drivers | 173300 lbs | 172900 lbs | 177000 lbs | 198700 lbs | 191000 lbs |

Engine Weight | 191700 lbs | 191000 lbs | 196000 lbs | 221400 lbs | 220000 lbs |

Tender Light Weight | 142000 lbs | 142300 lbs | 142300 lbs | 169500 lbs | 169500 lbs |

Total Engine and Tender Weight | 333700 lbs | 333300 lbs | 338300 lbs | 390900 lbs | 389500 lbs |

Tender Water Capacity | 7000 gals | 7000 gals | 7000 gals | 8500 gals | 8500 gals |

Tender Fuel Capacity (oil/coal) | 13.5 tons | 13.5 tons | 13.5 tons | 18 tons | 18 tons |

Minimum weight of rail (calculated) | 72 lb/yard | 72 lb/yard | 74 lb/yard | 83 lb/yard | 80 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 190 psi | 190 psi | 190 psi | 190 psi | 190 psi |

Cylinders (dia x stroke) | 21" x 30" | 21" x 30" | 21.5" x 30" | 23.5" x 30" | 23.5" x 30" |

Tractive Effort | 37485 lbs | 37485 lbs | 39291 lbs | 46941 lbs | 46941 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.62 | 4.61 | 4.50 | 4.23 | 4.07 |

Heating Ability | |||||

Firebox Area | 216 sq. ft | 216 sq. ft | 216 sq. ft | 222 sq. ft | 222 sq. ft |

Grate Area | 33 sq. ft | 33 sq. ft | 33 sq. ft | 54 sq. ft | 54 sq. ft |

Evaporative Heating Surface | 2560 sq. ft | 2029 sq. ft | 2029 sq. ft | 2677 sq. ft | 2677 sq. ft |

Superheating Surface | 400 sq. ft | 400 sq. ft | 465 sq. ft | 465 sq. ft | |

Combined Heating Surface | 2560 sq. ft | 2429 sq. ft | 2429 sq. ft | 3142 sq. ft | 3142 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 212.86 | 168.71 | 160.96 | 177.75 | 177.75 |

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

Robert LeMassena's Power Computation | 6270 | 6270 | 6270 | 10260 | 10260 |

Same as above plus superheater percentage | 6270 | 7273 | 7273 | 11799 | 11799 |

Same as above but substitute firebox area for grate area | 41040 | 47606 | 47606 | 48507 | 48507 |

Power L1 | 5463 | 10069 | 9606 | 9555 | 9555 |

Power MT | 277.99 | 513.55 | 478.59 | 424.06 | 441.15 |

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

Class | H-29A | H-3 | H-30 | H-4 | H-5 |

Locobase ID | 9838 | 9814 | 9839 | 9815 | 9816 |

Railroad | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Cumberland & Manchester (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) |

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 | 25 | 11 | 2 | 10 | 11 |

Road Numbers | 1351-1375 | 212, 221, 240-249/ 637-647 | 61-62 | 250-251, 256-263 / 649-658 | 228-229, 231-239/700-710 |

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

Number Built | 25 | 11 | 2 | 10 | 11 |

Builder | L & N | L & N | Alco-Brooks | Rhode Island | Rogers |

Year | 1913 | 1888 | 1921 | 1888 | 1887 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16.58' | 15.67' | 15.50' | 15.75' | 15.67' |

Engine Wheelbase | 25.25' | 23.33' | 23.58' | 23.50' | 23.50' |

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

Overall Wheelbase (engine & tender) | 61.58' | 49.12' | 57.62' | 49.29' | 49.87' |

Axle Loading (Maximum Weight per Axle) | 53800 lbs | 29000 lbs | 41300 lbs | 29000 lbs | 30900 lbs |

Weight on Drivers | 197100 lbs | 109000 lbs | 156500 lbs | 109900 lbs | 115700 lbs |

Engine Weight | 220000 lbs | 126500 lbs | 176000 lbs | 127400 lbs | 133700 lbs |

Tender Light Weight | 169500 lbs | 90000 lbs | 126700 lbs | 90000 lbs | 90000 lbs |

Total Engine and Tender Weight | 389500 lbs | 216500 lbs | 302700 lbs | 217400 lbs | 223700 lbs |

Tender Water Capacity | 8500 gals | 4200 gals | 6000 gals | 4200 gals | 4200 gals |

Tender Fuel Capacity (oil/coal) | 18 tons | 8 tons | 11 tons | 8 tons | 8 tons |

Minimum weight of rail (calculated) | 82 lb/yard | 45 lb/yard | 65 lb/yard | 46 lb/yard | 48 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 51" | 51" | 51" | 51" |

Boiler Pressure | 190 psi | 155 psi | 200 psi | 155 psi | 160 psi |

Cylinders (dia x stroke) | 24" x 30" | 20" x 24" | 21" x 28" | 20" x 24" | 21" x 24" |

Tractive Effort | 48960 lbs | 24800 lbs | 41160 lbs | 24800 lbs | 28224 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.03 | 4.40 | 3.80 | 4.43 | 4.10 |

Heating Ability | |||||

Firebox Area | 222 sq. ft | 125 sq. ft | 193 sq. ft | 145 sq. ft | 165 sq. ft |

Grate Area | 54 sq. ft | 25 sq. ft | 43.10 sq. ft | 27 sq. ft | 28 sq. ft |

Evaporative Heating Surface | 2677 sq. ft | 1487 sq. ft | 1953 sq. ft | 1451 sq. ft | 1515 sq. ft |

Superheating Surface | 465 sq. ft | 426 sq. ft | |||

Combined Heating Surface | 3142 sq. ft | 1487 sq. ft | 2379 sq. ft | 1451 sq. ft | 1515 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 170.42 | 170.40 | 173.99 | 166.27 | 157.47 |

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

Robert LeMassena's Power Computation | 10260 | 3875 | 8620 | 4185 | 4480 |

Same as above plus superheater percentage | 11799 | 3875 | 10172 | 4185 | 4480 |

Same as above but substitute firebox area for grate area | 48507 | 19375 | 45548 | 22475 | 26400 |

Power L1 | 9161 | 3189 | 10226 | 3285 | 3308 |

Power MT | 409.87 | 258.00 | 576.22 | 263.59 | 252.13 |

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

Class | H-6 | H-7 | H-8 | H-9 | H0 |

Locobase ID | 9817 | 8143 | 9818 | 9821 | 9811 |

Railroad | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Louisville & Nashville (L&N) | Lexington & Eastern (L&N) |

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 | 37 | 15 | 20 | 15 | 8 |

Road Numbers | 274-300, 341-350 | 351-365 / 741-755 | 366-385 / 756-775 | 386- 400 / 775-790 | 20-27 / 659-666 |

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

Number Built | 37 | 15 | 20 | 15 | 8 |

Builder | Rogers | Rome | Cooke | Rogers | Burnham, Williams & Co |

Year | 1888 | 1890 | 1892 | 1893 | 1900 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.67' | 15.67' | 15.67' | 16.17' | 14' |

Engine Wheelbase | 23.50' | 23.50' | 23.33' | 23.83' | 21.44' |

Ratio of driving wheelbase to overall engine wheebase | 0.67 | 0.67 | 0.67 | 0.68 | 0.65 |

Overall Wheelbase (engine & tender) | 49.92' | 49.92' | 49.62' | 50.02' | 49.54' |

Axle Loading (Maximum Weight per Axle) | 32400 lbs | 33000 lbs | 34500 lbs | 33000 lbs | 32000 lbs |

Weight on Drivers | 120200 lbs | 125700 lbs | 129700 lbs | 124700 lbs | 120700 lbs |

Engine Weight | 138200 lbs | 145000 lbs | 147700 lbs | 142700 lbs | 134200 lbs |

Tender Light Weight | 90000 lbs | 90000 lbs | 90000 lbs | 113000 lbs | 113000 lbs |

Total Engine and Tender Weight | 228200 lbs | 235000 lbs | 237700 lbs | 255700 lbs | 247200 lbs |

Tender Water Capacity | 4200 gals | 4200 gals | 4200 gals | 5000 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 8 tons | 8 tons | 10 tons | 10 tons |

Minimum weight of rail (calculated) | 50 lb/yard | 52 lb/yard | 54 lb/yard | 52 lb/yard | 50 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 51" | 51" | 52" | 49.50" |

Boiler Pressure | 160 psi | 160 psi | 160 psi | 160 psi | 180 psi |

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

Tractive Effort | 28224 lbs | 28224 lbs | 28224 lbs | 27681 lbs | 29673 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.26 | 4.45 | 4.60 | 4.50 | 4.07 |

Heating Ability | |||||

Firebox Area | 203 sq. ft | 188 sq. ft | 162 sq. ft | 178 sq. ft | 148.30 sq. ft |

Grate Area | 28 sq. ft | 28 sq. ft | 28 sq. ft | 27.50 sq. ft | 23.80 sq. ft |

Evaporative Heating Surface | 1680 sq. ft | 1670 sq. ft | 1568 sq. ft | 1631 sq. ft | 1812 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1680 sq. ft | 1670 sq. ft | 1568 sq. ft | 1631 sq. ft | 1812 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 174.62 | 173.58 | 162.97 | 169.52 | 207.64 |

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

Robert LeMassena's Power Computation | 4480 | 4480 | 4480 | 4400 | 4284 |

Same as above plus superheater percentage | 4480 | 4480 | 4480 | 4400 | 4284 |

Same as above but substitute firebox area for grate area | 32480 | 30080 | 25920 | 28480 | 26694 |

Power L1 | 3810 | 3689 | 3361 | 3633 | 4345 |

Power MT | 279.52 | 258.80 | 228.52 | 256.92 | 317.45 |

*Louisville & Nashville Steam Locomotives*by Richard E. Prince (Richard E. Prince)- Louisville & Nashville Historical Society

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