Wabash Pittsburgh Terminal 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class G-5 (Locobase 16228)

Data from P & WV 12 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also Consolidation Locomotive with New Type Fire Tube Superheater, Washington Pittsburgh Terminal Railway", American Engineer and Railroad Journal, Volume 83, No 6 (June 1909), pp. 256-258.

Locobase 7873 describes the superheated version of the other nineteen locomotives built for the W-PT by Brooks and Pittsburgh in two batches. The last one of the 1909 engines, however, introduced a variation of the Schmidt fire-tube superheater, to be known as the side header.

The AERJ report doesn't identify the manufacturer, but gives considerable detail. Several significant differences emerge from the account--indeed, they're explicitly stated. All of them are intended to remedy the defects in the superheaters already in use: "...the large number of steam joints to inspect and maintain, the difficulty of getting at the joints between the superheater pipes and the steam headers; the absence of an opportunity for taking care of the difference in expansion of the superheater pipes, thus leading directly to leaky joints; and to the liability of nuts and screw threads in the headers to corrosion."

One change was the reduction in steam pressure by 40 psi (2.76 bar) to relieve pressure on all those joints. Another was to reject the top header and divide the superheater into two side headers. Half of the elements housed in the relatively few large flues went to the left, the other half to the right header.The elements themselves could be single-loop or as many as four (as in the Type E just coming into use).

One of the biggest differences was in the amount of superheat desired. Like the Baldwin superheater, temperature increases would be limited-- in this case to 100-125 deg F--and the total superheater area comprising 10% of the combined heating surface area.

Even in 1909, the trends headed in other directions, most notably in the acceptance of greater maintenance demands to benefit from considerably higher superheated steam temperatures. Locobase has no direct evidence, but imagines that the 918 surrendered its unique setup in favor of the conventional Schmidt installation applied to the other locomotives.


Class H-8, H-7, H-8a/G4, G-6 (Locobase 7873)

Data from P & WV 12 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also Consolidation Locomotive with New Type Fire Tube Superheater, Washington Pittsburgh Terminal Railway", American Engineer and Railroad Journal, Volume 83, No 6 (June 1909), pp. 256-258. Works numbers were Alco-Brooks: 45980-45991 in March 1909;

Alco-Pittsburgh: 58080-58082 in January 1918 (delivered to the West Belt Line, but leased to P&WV as 920-922 and later purchased)

Alco-Brooks: 62882-62884 (626-628) and 63011-63013 (623-625) in April 1921.

These were powerful Consolidations with a long-stroke cylinder layout. They were delivered with saturated boilers (with one exception: see Locobase 162 ) and cylinders bored to 25" bushed with 1 1/2" (38 mm) thick bushings to take 22" diameter pistons. The AERJ report explained that when the boilers were later superheated, the bushings could be removed--and such was the case.

Later, 917 was fitted with Nicholson thermic syphons. The others had four arch tubes contributing 25.6 sq ft (2.38 sq m) of area to the firebox.

Specifications by Steve Llanso of Sweat House Media
ClassG-5H-8, H-7, H-8a/G4, G-6
Locobase ID16228 7873
RailroadWabash Pittsburgh Terminal (P&WV)Wabash Pittsburgh Terminal (P&WV)
CountryUSAUSA
Whyte2-8-02-8-0
Number in Class118
Road Numbers918910-916, 919, 918, 900-901, 920-928
GaugeStdStd
Number Built118
BuilderAlco-BrooksAlco
Year19091909
Valve GearWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase15.75'15.75'
Engine Wheelbase25'24.75'
Ratio of driving wheelbase to overall engine wheebase 0.63 0.64
Overall Wheelbase (engine & tender)59.92'60'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers207000 lbs206000 lbs
Engine Weight236000 lbs234790 lbs
Tender Light Weight153650 lbs153650 lbs
Total Engine and Tender Weight389650 lbs388440 lbs
Tender Water Capacity8000 gals
Tender Fuel Capacity (oil/coal)14 tons tons
Minimum weight of rail (calculated)86 lb/yard86 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter58"58"
Boiler Pressure160 psi200 psi
Cylinders (dia x stroke)25" x 32"25" x 32"
Tractive Effort46897 lbs58621 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.41 3.51
Heating Ability
Firebox Area190 sq. ft223.60 sq. ft
Grate Area50.50 sq. ft50.50 sq. ft
Evaporative Heating Surface3253 sq. ft3053 sq. ft
Superheating Surface374 sq. ft644 sq. ft
Combined Heating Surface3627 sq. ft3697 sq. ft
Evaporative Heating Surface/Cylinder Volume178.93167.93
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation808010100
Same as above plus superheater percentage888811817
Same as above but substitute firebox area for grate area3344052322
Power L1643910599
Power MT274.31453.72


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