Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 14, p. 154. Works numbers were 9333, 9335 in July 1888.
These two Consolidation camelbacks were designated I3 in 1903 and operated for more than 2 decades. They were scrapped in March and April 1930
Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 14, 154.
Works numbers were 9460-9463, 9467 in September 1888; 10771, 10774-10780, 10784 in April 1890.
These were identical to the Reading camelbacks supplied by Baldwin in the previous year (Locobase 11662). In 1903, they were redesignated I2a and renumbered 328-332, 358-367 (but not in the original order). All of them served into the 1920s. The first was scrapped June 1923 (329) and the last (361) in August 1929.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 20, p. 135. Workd number was 14814 in April 1896.
Locobase cannot say why the CNJ ordered just one camelback Consolidation from Baldwin during this period. It seems that the railroad build only a couple of dozen and would buy those from Brooks. Instead, the CNJ went for 4-8-0s.
370 (ex-425) went in solitary order to the ferro-knacker in August 1933.
Data from "American Engineering News", Engineering, Volume 97 (15 April 1904), p. 398. Works numbers were 27768-27777 in 1903.
These camelback Consolidations followed the pattern established for carrying a wide firebox with a soft draft to burn the anthracite culm found on most of the coal roads in the Northeast.
All were rebuilt with superheaters and Baker valve gear. Those that retained 20" cylinders were redesignated I-5as. Those with 21" cylinders were redesignated I-6as. See Locobase 16443.
Data from CNJ 1 - 1940 Equipment List supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection and CNJ 7 - 1944 Locomotive Diagrams from Stanley in August 1913.
Only one of the original I-5s retained its 20" cylinders after it was superheated and fitted with Baker valve gear and 11" piston valves in the 1920s; it was designated I-5s. The others all received 21" cylinders.
Fuel range was extended when the CNJ fitted the class with tender boards.
The conversions were successful if longevity is any guide. Four of the class-653, 657-659--remained in service throughout World War II before being scrapped in 1947.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 10, p. 24 . Works numbers were 5010, 5012, 5027, 5030 in March 1880 and 5044-5045, 5056, 5059 in April.
Built before the age of the Camelbacks on the Jersey Central, this octet of Consolidations had some special features picked out in the specs. All of the rivets in the firebox were countersunk by lapping the crownsheet edge down 2" to stiffen the joint. Also, the grate had 8 water bars measuring 2 1/4" in diameter.
This class enjoyed 40-year careers with the CNJ. Half of the class -- 184, 189, 187, and 186 -- were rebuilt as 0-8-0 switchers in 1898 and 1900, but all of them regained their leading trucks by 1904. Scrapping dates ranged from October 1920 to November 1924.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 13, p.191.
Works numbers were 8377, 8380, 8391-8392 in February 1887; 8421-8422, 8430, 8433, 8449, 8452, 8458, 8460 in March; 8477, 8484-8485, 8490, 8494, 8511, 8515 in April; 8927-8930 in December; 9304-9305, 9308, 9310 in June 1888; and 9346 in July.
This large class of camelback Consolidations was identical to those produced in the same period for the Chicago & Indiana Coal Road (Locobase 11841) and the Philadelphia & Reading (Locobase 11784). The class served the CNJ for about 25 years before being scrapped througout the 1920s.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 333 | 340 / I2a | 425 / Ix | I-5 | I-6s |
Locobase ID | 11675 | 11676 | 12199 | 16442 | 16443 |
Railroad | Central RR of New Jersey | Central RR of New Jersey | Central RR of New Jersey | Central RR of New Jersey | Central RR of New Jersey |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 2 | 16 | 1 | 10 | 10 |
Road Numbers | 333-334 | 340-344, 390-399, 5 | 425 / 370 | 650-659 | 650-659 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 16 | 1 | 10 | |
Builder | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Alco-Brooks | Alco-Brooks |
Year | 1888 | 1888 | 1896 | 1903 | 1903 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Baker |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 7.50 / 2.29 | 13.67 / 4.17 | 15 / 4.57 | 17 / 5.18 | 15.25 / 5.18 |
Engine Wheelbase (ft / m) | 22 / 6.71 | 21.75 / 6.63 | 23 / 7.01 | 26 / 7.92 | 24.58 / 7.92 |
Ratio of driving wheelbase to overall engine wheelbase | 0.34 | 0.63 | 0.65 | 0.65 | 0.62 |
Overall Wheelbase (engine & tender) (ft / m) | 57.50 / 17.53 | 54.35 / 17.53 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 135,000 / 61,235 | 102,000 / 46,266 | 138,000 / 62,596 | 186,000 / 84,368 | 194,500 / 88,224 |
Engine Weight (lbs / kg) | 150,000 / 68,039 | 114,000 / 51,710 | 155,000 / 70,307 | 208,000 / 94,347 | 216,500 / 98,203 |
Tender Loaded Weight (lbs / kg) | 85,000 / 38,555 | 142,000 / 64,410 | 141,800 / 64,410 | ||
Total Engine and Tender Weight (lbs / kg) | 240,000 / 108,862 | 350,000 / 158,757 | 358,300 / 162,613 | ||
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 3600 / 13.64 | 3600 / 13.64 | 7000 / 26.52 | 7000 / 26.52 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 13 / 12 | 14 / 12 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | 43 / 21.50 | 58 / 29 | 78 / 39 | 81 / 40.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 50 / 1270 | 50 / 1270 | 56 / 1422 | 55 / 1397 | 55 / 1397 |
Boiler Pressure (psi / kPa) | 130 / 900 | 130 / 900 | 180 / 1240 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22" x 28" / 559x711 | 22" x 28" / 559x711 | 22" x 28" / 559x711 | 20" x 32" / 508x813 | 21" x 32" / 533x813 |
Tractive Effort (lbs / kg) | 29,950 / 13585.11 | 29,950 / 13585.11 | 37,026 / 16794.73 | 39,564 / 17945.95 | 43,619 / 19785.27 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.51 | 3.41 | 3.73 | 4.70 | 4.46 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 301 - 2" / 51 | 256 - 2" / 51 | 299 - 2" / 51 | 409 - 2" / 51 | 226 - 2" / 51 |
Flues (number - dia) (in / mm) | 30 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 11.25 / 3.43 | 12.50 / 3.81 | 13.83 / 4.22 | 13.85 / 4.22 | 13.85 / 4.22 |
Firebox Area (sq ft / m2) | 148.19 / 13.77 | 145.50 / 13.52 | 177.50 / 16.50 | 200 / 18.58 | 194.40 / 18.06 |
Grate Area (sq ft / m2) | 75 / 6.97 | 63.30 / 5.88 | 76 / 7.06 | 82 / 7.62 | 82 / 7.62 |
Evaporative Heating Surface (sq ft / m2) | 1941 / 180.39 | 1839 / 170.91 | 2332 / 216.73 | 3172 / 294.69 | 2206 / 204.94 |
Superheating Surface (sq ft / m2) | 474 / 44.04 | ||||
Combined Heating Surface (sq ft / m2) | 1941 / 180.39 | 1839 / 170.91 | 2332 / 216.73 | 3172 / 294.69 | 2680 / 248.98 |
Evaporative Heating Surface/Cylinder Volume | 157.55 | 149.27 | 189.29 | 272.51 | 171.94 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 9750 | 8229 | 13,680 | 16,400 | 16,400 |
Same as above plus superheater percentage | 9750 | 8229 | 13,680 | 16,400 | 19,352 |
Same as above but substitute firebox area for grate area | 19,265 | 18,915 | 31,950 | 40,000 | 45,878 |
Power L1 | 2358 | 2257 | 4390 | 6571 | 10,637 |
Power MT | 154.03 | 195.13 | 280.53 | 311.54 | 482.27 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | I1 | I2 |
Locobase ID | 11772 | 11864 |
Railroad | Central RR of New Jersey | Central RR of New Jersey |
Country | USA | USA |
Whyte | 2-8-0 | 2-8-0 |
Number in Class | 8 | 28 |
Road Numbers | 182-189 | 313 et al. |
Gauge | Std | Std |
Number Built | 8 | 28 |
Builder | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co |
Year | 1880 | 1886 |
Valve Gear | Stephenson | Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 14.75 / 4.50 | 13.67 / 4.17 |
Engine Wheelbase (ft / m) | 22.83 / 6.96 | 21.75 / 6.63 |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 | 0.63 |
Overall Wheelbase (engine & tender) (ft / m) | 48.77 / 14.87 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||
Weight on Drivers (lbs / kg) | 96,000 / 43,545 | |
Engine Weight (lbs / kg) | 100,000 / 45,359 | 110,000 / 49,895 |
Tender Loaded Weight (lbs / kg) | ||
Total Engine and Tender Weight (lbs / kg) | ||
Tender Water Capacity (gals / ML) | 3000 / 11.36 | 3000 / 11.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 40 / 20 | |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 50 / 1270 | 50 / 1270 |
Boiler Pressure (psi / kPa) | 130 / 900 | 130 / 900 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 20" x 24" / 508x610 |
Tractive Effort (lbs / kg) | 21,216 / 9623.43 | 21,216 / 9623.43 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.52 | |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 198 - 2" / 51 | 197 - 2" / 51 |
Flues (number - dia) (in / mm) | ||
Flue/Tube length (ft / m) | 11 / 3.35 | 10.60 / 3.23 |
Firebox Area (sq ft / m2) | 150.60 / 14 | 138 / 12.83 |
Grate Area (sq ft / m2) | 27.60 / 2.57 | 76 / 7.06 |
Evaporative Heating Surface (sq ft / m2) | 1282 / 119.14 | 1280 / 118.96 |
Superheating Surface (sq ft / m2) | ||
Combined Heating Surface (sq ft / m2) | 1282 / 119.14 | 1280 / 118.96 |
Evaporative Heating Surface/Cylinder Volume | 146.85 | 146.62 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 3588 | 9880 |
Same as above plus superheater percentage | 3588 | 9880 |
Same as above but substitute firebox area for grate area | 19,578 | 17,940 |
Power L1 | 2525 | 2445 |
Power MT | 224.60 |