In 1943, fifteen more Class J "Challengers" arrived from ALCO and were given road numbers 1520 through 1534. these locomotives were similar to the Class Js received in 1940 except for a small increase in weight.
In 1945 and 1946, five more Class Js (road numbers 1535 through 1539) came from ALCO. These last five differred very little from the other "Challengers".
All 40 of the D&H "Challengers" were scrapped in 1952 and 1953. The tender used with number 1508 did survive the scrapper and is now in Binghamton, NY.
|Class||Qty.||Road Number||Year Built||Builder||Notes|
|J||20||1500-1519||1940||ALCO||Numbers 1500-1519 scrapped in 1952-1953|
|J||15||1520-1534||1943||ALCO||Numbers 1520-1534 scrapped in 1952-1953|
|J||4||1535-1538||1945||ALCO||Numbers 1535-1538 scrapped in 1952-1953|
|J||1||1539||1946||ALCO||Number 1539 scrapped in 1953|
Firebox heating surface included five thermic syphons of 77 sq ft (7.15 sq m) total. Forty engines -- 1500-1519 purchased in 1940 (builder's numbers 69297-69316), 1520-1534 (70006-70020) over next 2 years, and 1535-1539 (74666-74670) procured in 1946.
Considered by many observers to be the handsomest of the Challenger type. More important, it was this class that introduced flat bearing surfaces on the front boiler supports. Alfred Bruce acknowledged in 1952 (p. 327): "The flat bearing-plate surfaces required careful alignment on the erecting floor, but they were well worth the effort."
Why? This modification in how the front engine was allowed to move under the boiler was combined with a new limitation on how much was allowed in the articulation pin's vertical clearance. Now the front engine moved only as much what its springs would allow, said Bruce, "..as in the case of the rigid-chassis engine."
The payoff in productivity was especially noticeable where the trackbed and alignment would allow it: "The result is the most stable-riding articulated engine ever built and one that is safely operated at speeds up to 60 or 70 miles per hour." At those speeds, Bruce declared, "[t]here are no smoother riding articulated steam locomotives today."
All were disposed off in 10 months from October 1952 to August 1953.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Delaware & Hudson|
|Number in Class||40|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12.17 / 3.71|
|Engine Wheelbase (ft / m)||59.92 / 18.26|
|Ratio of driving wheelbase to overall engine wheebase||0.20|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||406,500 / 184,386|
|Engine Weight (lbs / kg)||597,000 / 270,795|
|Tender Loaded Weight (lbs / kg)||311,800 / 141,430|
|Total Engine and Tender Weight (lbs / kg)||908,800 / 412,225|
|Tender Water Capacity (gals / ML)||22,500 / 85.23|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||26 / 23.60|
|Minimum weight of rail (calculated) (lb/yd)||113|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||69 / 1753|
|Boiler Pressure (psi / kPa)||285 / 19.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||20.5" x 32" / 521x813 (4)|
|Tractive Effort (lbs / kg)||94,428 / 42831.87|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.30|
|Firebox Area (sq ft / m2)||633 / 58.83|
|Grate Area (sq ft / m2)||108.20 / 10.06|
|Evaporative Heating Surface (sq ft / m2)||5389 / 500.84|
|Superheating Surface (sq ft / m2)||1681 / 156.23|
|Combined Heating Surface (sq ft / m2)||7070 / 657.07|
|Evaporative Heating Surface/Cylinder Volume||220.42|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||30,837|
|Same as above plus superheater percentage||38,238|
|Same as above but substitute firebox area for grate area||223,702|