Lehigh & New England 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class E-10 (Locobase 7051)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 32838-32839 in June 1908.

Camelbacks that formed part of the LC&N's stud when they were produced. They then worked for the subsidiary Panther Creek Railroad until sold in December 1913

All were sold to the Lehigh & New England in December 1913. 59 fell into class E-11 and was scrapped in November 1935. 58, put in class E-10, went to the ferro-knacker's in February 1941.


Class E-12 (Locobase 13696)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 38, p. 219 and Vol 49, p. 279. Works numbers were 37100-37101 in October 1911 and 40697 in December 1913.

These big saturated-steam camelback Consolidations had very large boilers stuffed with small tubes. The specs called for the design to pull trains of 2500 "net tons" up a 1/2% grade with frictional resistance based on 6 lb/net ton at 10 mph (16 km/h), "the fuel to be a mixture of 1/2 anthracite and 1/2 bituminous."

They were later superheated; see Locobase 2788.


Class E-12 - superheated (Locobase 2788)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Classic "Mother Hubbard" (or camelback) layout with the engineer's cab straddling the boiler ahead of the wide Wootten anthracite-burning firebox. Like the wide-firebox locomotives of many of the other anthracite roads in the region; this pair was superheated.

In the process, the railroad removed 174 small tubes to make room for the 38 flues that held the superheater tubes. Unusually for such makeovers, the combined heating surface actually increased and the E-12's available power rose substantially.


Class E-13 (Locobase 6701)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Vol 55, pp. 9+. Works numbers wer 40967 in December 1913 and 43005 in March 1916.

This was the last of the "Mother Hubbard" (or camelback) Consolidations supplied by Baldwin to the L & NE. Little had changed in the basic design -- the grate area remained huge, the cab sat over the second driving axle and between the two domes. However, this engine was delivered with superheaters and used 14" piston valves actuated by outside radial valve gear to supply their capacious cylinders.

When the L&NE ordered the 154 as a superheated locomotive, the specs included a guarantee that the engine would haul trains of 2,500 net tons up a 1/2% grade, with frictional resistance based on 6 pounds per ton at a speed of 10 mph (16 km/h). Fuel was a mixture of anthracite and bituminous.

The lone 1913 camelback (Locobase 13696) later joined the 154 in the E-13 class when it was rebuilt to the same dimensions.

Both engines were scrapped in April 1950.


Class E-5 (Locobase 11488)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 285. Works numbers were 23886, 23919, 23932 in March 1904.

The three were scrapped in 1929 with 15 and 17 going in June and 16 in July.


Class E-6 (Locobase 12818)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 38, p. 225, Vol 43, p. 59, and Vol 49, p. 275.. Works numbers were 37067-37068 in October 1911, 39084-39088 in January 1913, and 40961-40966 in December.

Given the late date of their production, Locobase supposes that these were branch-line freighters. They're relatively small and light with a low axle loading.

Most operated into the 1930s, the last built (46) being the first to retire in 1929. Four remained in service when the US entered World War II in December 1941. 45 was scrapped in 1942, 37 and 43 in 1943, and 39 in 1944.


Class E-7 (Locobase 12816)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 28, p. 79. Works numbers were 26354-26356 in August 1905.

It's apparent that the L & NE found their E-5 class Consolidations (Locobase 11488) a bit scant in terms of grate area. So they asked Baldwin to raise the firebox and widen the grate while retaining the rest of the boiler's dimensions.

All three locomotives put in more than 20 years on the L & NE before being sold to other railroads for equally lengthy second careers. 19-20 went to locomotive rebuilder/reseller Georgia Car & Locomotive in May and August 1928, respectively. Both were sold the next year to New Jersey's Rahway Valley where they toiled as 13 and 14 until 1951 (14) and 1955 (13). 18 was sold directly in October 1929 to the Bellefonte Central as #15. When the BC wanted to sell the engine in 1941, it found a buyer in the Coudersport & Port Allegany, which ran the 15 until 1953.


Class E-8 (Locobase 12817)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 29, p. 127 and Volume 32, p. 239. (Thanks to Chris Hohl for his 2 July 2015 email reporting the difference in weights for the two sets of four.) Works numbers were 28542-28543 in July 1906, 28959, 29028-29029 in September; 32832, 32834-32835 in July 1908.

Low drivers, camelback layout, big Wootten firebox -- all the elements of a typical helper on this Anthracite region bridge line. This group had a firebox that included 54 sq ft (5.02 sq m) of combustion chamber. Chris Hohl noted that the second group's estimated weights came to 137,200 lb (62,333 kg) on the drivers and 153,200 lb (69,490 kg) for the engine.

All of the class was superheated; see Locobase 7049.


Class E-8 - superheated (Locobase 7049)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The original configuration is shown in Locobase 12817. Locobase can't say when this set of camelbacks was superheated, but he can say that in the process, the railroad deleted the 33" combustion chamber.

Seven of the class was scrapped before World War II: 23 in October 1930; 28 In February 1934; 24-25 in March; 26 in October 1939; 21 in July 1941. Somehow 27 carried on through World War II and a few years after before meeting the scrapper in April 1950.


Class E-9 (Locobase 13694)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 36, p. 8. Works numbers were 35562-35564 in October 1910.

Changes in the E-9s from the earlier E-8s of 1906 (Locobase 12817) were focused on the firebox and the valve gear. The new class retained the low drivers and camelback layout. The E-8s' firebox had a 33-inch-long combustion chamber that contributed 54 sq ft to the firebox heating surface. In the E-9s, that combustion chamber was reduced to 6 inches(152 mm) and the difference more than made up in tube length. Given the usual trade off in heating power (6 sq ft of tubes = 1 sq ft of direct heating surface), the new engines gained a little. In addition, outside radial valve gear replaced the the inside link motion

All of the class was superheated; see Locobase 7049.


Class E-9 - superheated (Locobase 13695)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Converting the E-9s shown in Locobase 13694 to superheat didn't require much of a makeover. Unlike the E-8s shown in Locobase 12817, which had a 33-inch combustion chamber that had to be removed, the E-9s were delivered with only a 6-inch combustion chamber that apparently stayed.

Two of the three E-9s were scrapped before the US entered World War II; 30 went in September 1939 and 31 followed in July 1940. 29 soldiered on and didn't encounter the ferro-knacker until July 1948.


Class ES-14 (Locobase 412)

Data from L&NE 8 - 1940 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. (Thanks to Chris Hohl for his 16 September 2015 email reporting photographs that showed tender boosters on this class.) Works numbers were 63279-63282 in August 1922, 64397-64399 in May 1923.

Although their Wootten fireboxes were as wide as the earlier Mother Hubbards, these locomotives sported a conventional cab layout. The result was a pretty snug fit for the two crew, but it did rescue the fireman from his perilous perch on the footboard just ahead of a jouncing tender. Also, the firebox had both arch tubes (38 sq ft/3.53 sq m) and thermic syphons (109 sq ft/10.13 sq m) contributing to its considerable heating surface (the most direct heating surface in a superheated Consolidation).

Chris Hohl's careful study of several ES-14 photographs led him to conclude that they had tender boosters. A roster compiled by George W Armstrong on 14 July 1958 gave details: "301-307 were equipped with Bethlehem Auxiliary Locomotives". These installations used connecting rods on tender axles that added 14,870 lb (6,745 kg) to the class.

Specifications by Steve Llanso of Sweat House Media
ClassE-10E-12E-12 - superheatedE-13E-5
Locobase ID7051 13696 2788 6701 11488
RailroadLehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class13222
Road Numbers5832-33 / 31-32, 15332-33 / 31-32 / 151-152153-15415-17
GaugeStdStdStdStdStd
Number Built3212
BuilderL&NEBaldwinL&NEBaldwinBurnham, Williams & Co
Year19161911191119161904
Valve GearWalschaertWalschaertWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase15.33'16'16'16'14.25'
Engine Wheelbase23.67'25'25'25'22.33'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender)54.87'58.67'59.17'59.17'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers170000 lbs205000 lbs204650 lbs208000 lbs120000 lbs
Engine Weight190000 lbs228000 lbs224850 lbs233000 lbs140000 lbs
Tender Light Weight155990 lbs144000 lbs155990 lbs155990 lbs80000 lbs
Total Engine and Tender Weight345990 lbs372000 lbs380840 lbs388990 lbs220000 lbs
Tender Water Capacity8000 gals8000 gals8000 gals8000 gals4000 gals
Tender Fuel Capacity (oil/coal)13.5 tons14 tons13.5 tons13.5 tons tons
Minimum weight of rail (calculated)71 lb/yard85 lb/yard85 lb/yard87 lb/yard50 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"57"57"57"50"
Boiler Pressure180 psi200 psi200 psi180 psi185 psi
Cylinders (dia x stroke)23" x 28"23.5" x 30"23.5" x 30"25" x 30"20" x 26"
Tractive Effort40469 lbs49412 lbs49412 lbs50329 lbs32708 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.20 4.15 4.14 4.13 3.67
Heating Ability
Firebox Area204 sq. ft243 sq. ft240 sq. ft240 sq. ft158.50 sq. ft
Grate Area94.50 sq. ft95 sq. ft95 sq. ft95 sq. ft33.20 sq. ft
Evaporative Heating Surface2342 sq. ft3653 sq. ft3078 sq. ft3107 sq. ft2006 sq. ft
Superheating Surface531 sq. ft724 sq. ft724 sq. ft
Combined Heating Surface2873 sq. ft3653 sq. ft3802 sq. ft3831 sq. ft2006 sq. ft
Evaporative Heating Surface/Cylinder Volume173.94242.56204.38182.29212.19
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation170101900019000171006142
Same as above plus superheater percentage200721900022610203496142
Same as above but substitute firebox area for grate area4333048600571205140829323
Power L110158614113618108584564
Power MT526.93264.17586.81460.34335.40

Specifications by Steve Llanso of Sweat House Media
ClassE-6E-7E-8E-8 - superheatedE-9
Locobase ID12818 12816 12817 7049 13694
RailroadLehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)Lehigh & New England (L&NE)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class113883
Road Numbers36-4618-2021-2821-2829-31
GaugeStdStdStdStdStd
Number Built113883
BuilderBaldwinBurnham, Williams & CoBurnham, Williams & CoL&NEBaldwin
Year1913190519061910
Valve GearWalschaertStephensonStephensonStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase14'14.25'14.25'14.25'14.25'
Engine Wheelbase21.67'22.33'22.33'22.33'22.33'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender)53.33'51.50'51.50'51.50'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers129000 lbs126000 lbs134000 lbs138480 lbs137200 lbs
Engine Weight143000 lbs141000 lbs151000 lbs154800 lbs153200 lbs
Tender Light Weight115000 lbs80000 lbs100000 lbs130000 lbs120000 lbs
Total Engine and Tender Weight258000 lbs221000 lbs251000 lbs284800 lbs273200 lbs
Tender Water Capacity6000 gals4000 gals6000 gals6000 gals6000 gals
Tender Fuel Capacity (oil/coal)11 tons10 tons9 tons12.9 tons11 tons
Minimum weight of rail (calculated)54 lb/yard53 lb/yard56 lb/yard58 lb/yard57 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"50"50"50"50"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)19" x 26"20" x 26"20" x 26"20" x 26"20" x 26"
Tractive Effort31912 lbs35360 lbs35360 lbs35360 lbs35360 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.04 3.56 3.79 3.92 3.88
Heating Ability
Firebox Area167 sq. ft148.60 sq. ft237 sq. ft183 sq. ft181 sq. ft
Grate Area76.50 sq. ft44.10 sq. ft84 sq. ft84 sq. ft84 sq. ft
Evaporative Heating Surface1872 sq. ft1997 sq. ft1792 sq. ft1742 sq. ft2170 sq. ft
Superheating Surface394 sq. ft
Combined Heating Surface1872 sq. ft1997 sq. ft1792 sq. ft2136 sq. ft2170 sq. ft
Evaporative Heating Surface/Cylinder Volume219.41211.24189.55184.26229.54
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation153008820168001680016800
Same as above plus superheater percentage153008820168001982416800
Same as above but substitute firebox area for grate area3340029720474004318836200
Power L1528848305248109365421
Power MT361.49338.04345.37696.41348.43

Specifications by Steve Llanso of Sweat House Media
ClassE-9 - superheatedES-14
Locobase ID13695 412
RailroadLehigh & New England (L&NE)Lehigh & New England (L&NE)
CountryUSAUSA
Whyte2-8-02-8-0
Number in Class37
Road Numbers29-31301-307
GaugeStdStd
Number Built7
BuilderL&NEAlco-Schenectady
Year1922
Valve GearWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase14.25'17.50'
Engine Wheelbase22.33'26.92'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.65
Overall Wheelbase (engine & tender)52.17'65.16'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers145940 lbs279000 lbs
Engine Weight162940 lbs301500 lbs
Tender Light Weight122120 lbs184100 lbs
Total Engine and Tender Weight285060 lbs485600 lbs
Tender Water Capacity6000 gals10000 gals
Tender Fuel Capacity (oil/coal)14.3 tons16 tons
Minimum weight of rail (calculated)61 lb/yard116 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"61"
Boiler Pressure200 psi210 psi
Cylinders (dia x stroke)20" x 26"27" x 32"
Tractive Effort35360 lbs68263 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.13 4.09
Heating Ability
Firebox Area183 sq. ft380 sq. ft
Grate Area84 sq. ft84.30 sq. ft
Evaporative Heating Surface1760 sq. ft3665 sq. ft
Superheating Surface363 sq. ft901 sq. ft
Combined Heating Surface2123 sq. ft4566 sq. ft
Evaporative Heating Surface/Cylinder Volume186.17172.83
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1680017703
Same as above plus superheater percentage1965621244
Same as above but substitute firebox area for grate area4282295760
Power L11047513767
Power MT632.96435.14

Reference


If you have any railroad data such as diagram books, rail station plans or anything else that you would be willing to share, please contact us.