It was rare for Baldwin to clump all the locomotives in an order into a single batch, but the shops lined up these Vauclain compound Consolidations in just such an array. Possibly the economic panic that had set in earlier in the year reduced demand to a point that an order might be laid out this way. The specification's estimated weights of 108,000 lb on the drivers and 125,000 lb for the engine fell far short of the actual weights.
The EN report compared this class to the PLM's 0-8-0 Class 3.211 four-cylinder compounds(Locobase 3910). Three obvious difference were the compounding systems, tube diameters, and the use of a carrying axle. The American variations are described here. The French used a divided drive and four separate valve gear trains for compounding; large, internally finned 2 3/4" Serve tubes; and an all-adhesion 0-8-0 layout.
In 1892, the merger of the Pennsylvania, Poughkeepsie & Boston and the Central New England & Western resulted in the Philadelphia, Reading & New England. The PR & NE didn't weather the 1893 panic as well as did Baldwin, entering receivership and suffering reorganization as the Central New England Railway in 1899.
The CNE removed the compound cylinders in 1905, substituting two 20" x 24" simple-expansion cylinders; see Locobase 11457.
The Philadelphia, Reading & New England, the new railroad bought these Consolidations as Vauclain compounds with 13.5" HP and 23" LP cylinders; see Locobase 12093. In 1905, the CNE rebuilt the class with simple-expansion cylinders as shown in the specifications.
In their simple-expansion form, the sextet served another two decades before being scrapped in June 1925-June 1926.
The five5 F-3s that preceded those described in the RG report had 275 tubes.
Procured in batches in 1905 and 1907 the last three of the larger F-3s had 307 tubes instead of 312. These Consolidations had relatively short careers for the CNE, probably because they were outmatched by the traffic demands. By 1924, the class was based in Hartford and most were assigned switching duties.
Most had been retired by the time the New Haven ended the CNE's separate operating status in 1927. The last three were retired in 1928.
One of the most interesting parts of the diagram that details this 15-locomotive batch is the table of calculations that shows the share of total water evaporation contributed by each of the major heating components. The fire tubes were assessed 9.78 lb/sq ft/hour and the flues 11.59 lb/sq ft/hour; together the two sizes of boiler tubes turned 23,615 lb of water per hour into steam. The firebox's basic 161 sq ft operated at 55 lb/sq ft/hour -- 8,855 lb -- and its 60 sq ft of thermic syphons - calculated to have the same efficiency as the firebox sides and top, added 3,300 lb.
By the time the diagram was prepared, 3 of the remaining 8 locomotives had Baker gear, the other five operating Walschaert gear.
Librairie polytechnique, Baudry et Cie, p 404-406
Drury (1993) comments that while "impressive looking" they weighed only a little more than the earlier Moguls and were too slow for main-line service. Demoulin attributed the design to the New Haven's Chief Enginneer M Henney. He credited them with 1,000 tons capacity over steep grades and tight curves.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Philadelphia, Reading & New England (NYNH&H)||Central New England (NYNH&H)||Central New England (NYNH&H)||Central New England (NYNH&H)||New Haven (NYNH&H)|
|Number in Class||7||6||15||15||25|
|Road Numbers||34-40||34-39 / 85-90||46-61/105-120||150-164||278|
|Builder||Burnham, Williams & Co||CNE||Alco-Rogers||Alco-Schenectady||Rhode Island|
|Valve Gear||Stephenson||Stephenson||Stephenson||Baker or Walschaert||Stephenson|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.64||0.65||0.66||0.66||0.65|
|Overall Wheelbase (engine & tender)||47.79'||48'||49.46'||58.15'||52.06'|
|Axle Loading (Maximum Weight per Axle)||33900 lbs||47700 lbs|
|Weight on Drivers||118020 lbs||118200 lbs||128000 lbs||184000 lbs||141000 lbs|
|Engine Weight||131220 lbs||131200 lbs||144700 lbs||213000 lbs||156850 lbs|
|Tender Light Weight||73000 lbs||103020 lbs||101600 lbs||147400 lbs|
|Total Engine and Tender Weight||204220 lbs||234220 lbs||246300 lbs||360400 lbs|
|Tender Water Capacity||3200 gals||5000 gals||5000 gals||8000 gals|
|Tender Fuel Capacity (oil/coal)||8.5 tons||9 tons||8 tons||12 tons||tons|
|Minimum weight of rail (calculated)||49 lb/yard||49 lb/yard||53 lb/yard||77 lb/yard||59 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||170 psi||180 psi||180 psi||180 psi|
|High Pressure Cylinders (dia x stroke)||13.5" x 24"||20" x 24"||20" x 24"||24" x 32"||21" x 26"|
|Low Pressure Cylinders (dia x stroke)||23" x 24" (2)|
|Tractive Effort||19519 lbs||27744 lbs||29376 lbs||44763 lbs||34398 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||6.05||4.26||4.36||4.11||4.10|
|Firebox Area||164.50 sq. ft||164.50 sq. ft||159 sq. ft||221 sq. ft||182.34 sq. ft|
|Grate Area||23.90 sq. ft||34 sq. ft||31.02 sq. ft||53 sq. ft||33.47 sq. ft|
|Evaporative Heating Surface||2021 sq. ft||2021 sq. ft||2187 sq. ft||2523 sq. ft||2113 sq. ft|
|Superheating Surface||496 sq. ft|
|Combined Heating Surface||2021 sq. ft||2021 sq. ft||2187 sq. ft||3019 sq. ft||2113 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||508.29||231.59||250.61||150.58||202.73|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4302||5780||5584||9540||6025|
|Same as above plus superheater percentage||4302||5780||5584||11066||6025|
|Same as above but substitute firebox area for grate area||29610||27965||28620||46145||32821|