Data from "Rogers Locomotive and Machine Works", American Railroad Journal, Second Quarto Series, Volume XXV [25], No. 24 (12 June 1869), p.651. See also John H White, Jr, A History of the American Locomotive: Its Development: 1830-1880 (New York: Dover Publications, 1979, pp.174-175, 408, 453. Estimated works number was 1575 in 1869.
After founder Rogers's death in 1856, William S Hudson took over design duties at this Paterson, New Jersey locomotive builder. Schultz's 1869 report on the company described the ways in which RL&MW were known to excel. Rogers was "the first to use expansion braces" and "among the first" to adopt the Ten-wheeler layout as well as the Stephenson link motion "at a time when it was pronounced by many to be a humbug." A "special feature" was the "ample boiler, with large steam room" and the engines "always" demonstrated "durability and economy of fuel."
Hudson introduced "cross-equalizing levers" that were "equalivalent in action to a 'three-legged stool' or tripod." to the company's four- and six-wheel engines. He's best known for his patented modification of the Bissel truck, which was a "system of equalizing levers between driving and truck wheels" that was soon widely adopted, particularly for Mogul (2-6-0) locomotives.
Both of the trucks under the double-ended tank used Hudson's patent, although in different ways. The front truck and drivers were "equivalent in action to a center-bearing truck", wrote Hudson, while the "rear truck and drivers were set up in a "side-bearing truck".
The 36' firebox could burn coke or anthracite coal. A device under control of the engineer directed the cylinders' exhaust either to the tanks to condense as additional water or up the stack to encourage draft. It's not clear to Locobase whether the tanks sat on either side or as a saddle over the boiler.
By 1874, the 36 had been rebuilt as an 0-4-0. It was discarded sometime before 1894.
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | 36 |
| Locobase ID | 16559 |
| Railroad | New York & New Haven |
| Country | USA |
| Whyte | 2-4-2T |
| Number in Class | 1 |
| Road Numbers | 36 |
| Gauge | Std |
| Number Built | 1 |
| Builder | Rogers |
| Year | 1869 |
| Valve Gear | Stephenson |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | 6.75 / 2.06 |
| Engine Wheelbase (ft / m) | 21.75 / 6.63 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.31 |
| Overall Wheelbase (engine & tender) (ft / m) | 21.75 / 6.63 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
| Weight on Drivers (lbs / kg) | 43,500 / 19,731 |
| Engine Weight (lbs / kg) | 68,000 / 30,844 |
| Tender Loaded Weight (lbs / kg) | |
| Total Engine and Tender Weight (lbs / kg) | |
| Tender Water Capacity (gals / ML) | 1500 / 5.68 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 36 / 18 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 56 / 1422 |
| Boiler Pressure (psi / kPa) | 130 / 900 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 14" x 22" / 356x559 |
| Tractive Effort (lbs / kg) | 8509 / 3859.62 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.11 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 126 - 2" / 51 |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | 10.42 / 3.18 |
| Firebox Area (sq ft / m2) | |
| Grate Area (sq ft / m2) | |
| Evaporative Heating Surface (sq ft / m2) | |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | |
| Evaporative Heating Surface/Cylinder Volume | |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | |
| Same as above plus superheater percentage | |
| Same as above but substitute firebox area for grate area | |
| Power L1 | |
| Power MT | |