Class 888 (Locobase 9514)

Data from "The Lackawanna's New Consolidation," Railway and Locomotive Engineering, Vol XIII, No 10 (October 1899), page 430.

According to the article in the R&LE, this engine was designed and built by Master Mechanic David Brown of the D&LW. It was delivered in the midst of a large class then being produced for the DL&W by Schenectady and Dickson.

The railroad bought its "special equipment" (accessories and sub-components) from a variety of suppliers:

Gould automatic couplers front and back;

two No. 11 Monitor injectors;

two 3-inch Ashton safety valves;

lubricator, Nathan type;

Star headlight;

Utica steam gages;

brake, Westinghotise-American type;

Latrobe tires;

Marden tender brake beams;

journals, "Magnus"; metal;

springs, National Railway Spring Company;

valves, Allen-Richardson type, 7/8-inch lap;

Jerome's metallic packing;

carbon boiler steel;

Snow's bell-ringer;

Leach's sanding device;

Keasbey & Mattison magnesia boiler covering;

main driving wheel centers cast steel, made by Pratt & Letchworth.

In 1901, the Lackawanna renumbered the 888 as the 854. It operated for more than two additional decades before being scrapped in 1923.

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Class F-15a (Locobase 15099)

Data from DL&W 7 - 1933 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.(Thanks to Chris Hohl for his 21 August 2019 email correcting Locobase's error in identifying this Consolidation as a Mogul.)

Originally delivered by Rogers in 1907 and described in Locobase 5724 as part of a long-running camelback production series, this group was the only sub-class to be modified by the Lackawanna to include a modest amount of superheating area. The upgrade also included piston valves and outside radial valve gear. A least five also used B-2 drifting gear.

With one exception, the entire class was scrapped in 1935. The 344 was dismantled a year later.

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Class F-16 (Locobase 15100)

Data from DL&W 7 - 1933 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 45514-45527 in 1908.

The Lackawanna Moguls described in Locobase 5717 and this set of Consolidations shared many characteristics. They were alike enough, in fact, for F-16s to continue the design by adding another driving axle. Although the tube count dropped, the extra tube length added about 170 sq ft to the heating surface area. Otherwise, the power dimensions were identical, the adhesion weight differed by only two tons, and the wheelbase was only 8" (203 mm) longer.

The F-16s were later superheated according to a common design that covered all single-cab 2-8-0s; see Locobase 5723.

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Class F-18 (Locobase 5722)

Data from set of DL&W locomotive diagrams at [] (29 October 2003). Almost a decade after the first conventional-cab 2-8-0s, Alco was still delivering virtually identical Consolidations. The chief differences were Walschaerts valve motion (instead of Stephenson), 1/8"-shorter boiler tubes, and a larger tender.

Most of these were superheated to a common design adopted for all conventional-cab 2-8-0s. In that version, the first retirements began in 1940 and continued until 1953.

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Class F-19 (Locobase 9636)

Data from "Comparative Tests of Freight Locomotives", Railway Age Gazette, 4 October 1912, pp. 643-644.

Follow-ons to the large 2-8-0 class that entered service in 1901, these were built by Schenectady; these had builders numbers 49983-49997. Like many of their type, these were originally delivered with saturated boilers stuffed with tubes. Tested against the newly purchased Mikados, the F-19s came up short. They burned more coal per thousand ton-miles (156 lb vs 125 lb) on heavy grades--43.95 kg/1.000 metric tons-km to 35.22 kg/1,000 metric ton-km) and averaged 29.1% more coal consumed during all of the tests.

Drury (1993) notes that these were designed for draft freight service up the Dansville Hill between Groveland and Wayland, NY. Delivered with 170 psi boiler settings, the class soon saw the

The class left service in 1937-1940.

Data from set of DL&W locomotive diagrams at [] (29 October 2003) The diagram shows a conventional single cab and fat boiler. Also notes that these were fitted with "economy chests, piston" valves, possibly a reference to a slide-to-piston conversion kit? These engines were later superheated; see Locobase 1343.

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Class F-19b (Locobase 1343)

Data from set of DL&W locomotive diagrams at [] (29 October 2003). See also DL&W 7 - 1933, DL&W 3 -1938, and DL&W 7 -1940 diagram boosk supplied in May 2005 by Allen Stanley.

When delivered, these engines had a conventional single cab and fat saturated-steam boiler with the most heating surface of any DL & W Consolidation (see Locobase 9636). When superheated, their new heating surface areas as given in several editions of DL&W diagram books (and reproduced here) do not jibe with calculations. Either the tube heating surface area given as 2,870 sq ft or the tube count of 259 small tubes would seem to require adjustment (269 tubes creates a nice fit). Locobase cannot resolve the discrepancy.

Other changes included the fitting of "Economy" steam chests, which accepted piston valves in a chest cover that bolted onto the original cylinder, and Walschaert gear.

In any case, these superheated Consolidations

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Class F-4/F-5 (Locobase 1342)

Data from set of DL&W locomotive diagrams at [] (29 October 2003) showing a single-cab Consolidation with a "semi-wide" firebox; and DL&W 7 - 1927 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection.

Of the 40 locomotives, 30 were F-4s of which 20 were built at Schenectady (works numbers 5977-5996 in 1901) and 10 at Dickson (works numbers 1257-1266 in 1901). Dickson's next ten were classed F-5.

Several other classes had similar power numbers.

Retirements began in 1926 and stretched over the next nine years.

[NB: Locobase derives the tube count from known tube diameter, length, and total tube area. 339 tubes calculates to 2,574 sq ft or 1 sq ft less than the figure in the diagrams.]

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Class F-5a, F-8a, F-14a, F-16a-F-18a (Locobase 5723)

Data from set of DL&W locomotive diagrams at [] (29 October 2003).

Virtually all of the single-cab Lackawanna Consolidations were superheated to a common design. The firebox was unchanged, but the boiler lost a few tubes to make room for the superheater flues. All were fitted with the "Economy Chest", which bolted onto the slide valve casting, but housed a small piston valve.

The road numbers were

F-5a 767

F-8a 770, 772-779

F-14a 780-782

F-16a 784-785, 787-788, 792, 789, 793, 795-797

F-17a 724-739, 798-799

F-18a 350-370, 372-373

Later in their careers, the tanks in the tenders of many of these engines were cut down to improve rearward visibility during switching.

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Class F-6-F-7, F-9-F-13, F-15 (Locobase 5724)

Data from set of DL&W locomotive diagrams at [] (29 October 2003). See also "Locomotive Boilers with Combustion Chambers", Engineering News, Volume LVI, No 21 (22 November 1906), pp. 531-534.

This was large roster of camelback Consolidations were delivered in several batches by different builders over a span of eight years, but all owned the same Wootten firebox, boiler, cylinders, and other dimensions.

Schenectady and Dickson produced the first 45 in 1901-1902 (855-899). Schenectady's works numbers were 5800-5819 as F-6 in 1901, 6190-6204 in 1902. The remainder had Dickson work numbers 1229-1238 in November 1901 to February 1902 (as noted on JF Webber's list of Dickson production) -- with road numbers 875-879 (F-7) and 880-884 (F-9)

Schenectady followed in 1902 with a quintet of works numbers 6185-6189 (road 301-305) as part of the F-10 class and eight more works numbers 30527-30534 as class F-12 with road numbers 315-322 in 1905.

Baldwin contributed nine in 1904-- class F-9 with work numbers 24015-24024 (306-314).

Rogers delivered 20 F-11 with works numbers were 39816-39829 in 1906, 43798-43807 in 1907 (323-328, 333-346).

F-13s took works 39186-39829 (323-335) in 1906 and F-15s represented 1907 works numbers 43798-43807 (road 337-346). Unwilling to use a combustion chamber to distance the tube sheet from directly applied heat of the fire, the builder sought the same protection against leakage by placing the tube sheet six inches (152 mm) ahead of the firebox's throat sheet. Such construction also prevented cold air from hitting the ends of the tubes (a further source of leaks).

Retirements began in 1923 and continued until 1935.