Class 10/150 (Locobase 6133)

Data from 1918 USRA diagram book of L&A locomotives supplied by Allen Stanley in March 2004; and DeGolyer, Volume 27, p. 132. Works numbers were 24805, 24835 in November 1904.

The Consolidation pair described here had very small drivers and a low axle loading, although their boilers was reasonably proportioned with reference to the cylinder volume. Baldwin's weight estimates usually erred on the low side. In the specs, weight on the drivers worked out to 110,000 lb and engine weight totalled 125,000 lb; the actual figures from the 1918 diagram book suggest the builder wasn't far off in this case.

After only six years with the L&NW, 10 was sold to the Louisiana & Arkansas logging road. In June 1922, the L&A sold the engine to the Grace Logging Company in Missouri.

#11 remained on the road until 1923 when it was sold to locomotive rebuilder/reseller Southern Iron & Equipment.. Proving to be something of a boomerang locomotive, 11 started its shuttle when SI&E sold it almost immediately to the Gainesville Midland as their 102, but that short line returned the engine before the year was out. SI&E next tried with Fountain Campbell Lumber Company of Ladysmith, Wisc as their #4, but that logger returned the 4 in March 1924. 4 remained with SI&E until 1927, when the reseller sold it to Bissell Lumber. Bissell held on to the 4 for eight years before selling it directly to the Roddis Lumber & Veneer Company of Park Falls, Wisc in 1935.

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Class 170 / H-2 (Locobase 9813)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3499, 3502, 3507, 3510, 3512-3513, 3609-3614, 3621-3622, 3625-3631, 3645-3648, 3654-3657, 3666-3671

This was a big class of medium-sized Consolidations. Almost all of them were later rebuilt as Class B-6 0-6-0 switchers. By the 1920s, only the 631-632 were still arranged as 2-8-0s.

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Class H-10 (Locobase 9822)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5045-5049 in August 1895, 5060-5061 in September, and 5062-5064 in in October.

When the L & N went back to Rogers two years after it took delivery of the H-9s (Locobase 9821), the Paterson, New Jersey builder produced a larger boiler with fewer but longer and larger-diameter tubes. They were part of a late 1880 series of short-stroke engines in classes H-5 to H-10 (Locobases 9816, 9817, 8143, 9818, 9821, 9822).

This order finally broke the mold, the design presenting a 2" (50.8 mm) longer stroke, which led to a considerably lower heating surface to cylinder volume ratio. Boiler pressure climbed in a longer boiler, and the firebox continued to add direct heating surface.

Three of the class--851, 853-854--actually arrived as H-11s with 20" cylinder diameters, but they were soon upgraded to H-10 when fitted with 21" cylinders.

Most of the class left the roster in the 1930s, but 852 and 856 served throughout World War II.

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Class H-12 (Locobase 9823)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and DeGolyer, Volume 20, p. 224; see also "Committee on Slide Valves Report", 1896 Annual report of the American Railway Master Mechanics' Association, June 22-24, 1896 (New York: De Leeuw & Oppenheimer Printing Co, 1896), pp. 161-200, . Works numbers were 15104-15108, 15113, 15115-15121 in 1896.

Comparing this H-12 to the H-10 from 1895 (Locobase 9822), however, suggests that the H-12 simply continued the Rogers design in most respects. Changes included a longer-stroke cylinder that actually reduced total volume slightly but made more use of each "lungful" and adding 22 small tubes to the boiler.

Baldwin's spec for this class presented unusually detailed information on every aspect; Locobase felt the urge to build the locomotive from the spec alone.

At a time when the overwhelming number of slide valves used the Richardson balanced design, this class were fitted with Margach valves. The Committee's 1896 survey reported that a limited response of 10,934 reporting valve types, 7.241 used balanced valves (instead of plain D). Of those, Richardson accounted for 82% of that total. noting the difference between the two included the shape of the balanced area. Richardson and Morse areas were enclosed by straight stripes while Margach, American, Williams, and Leeds designs adopted a circular area.

According to the report, the Richardson's planed pieces, which were held in place by flat springs until steam pressure seated them. Its ability to avoid wear, the committee concluded, was "one of the greatest importance of balancing valves, in order that they may maintain their efficiency when by long service."

Nine locomotives in this batch saw still more changes; see H-13 (Locobase 9824) and H14 (Locobase 9825)..

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Class H-13 (Locobase 9824)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 15112 and 15114 in 1896.

These Baldwins were similar to the H-12s described in Locobase 9823. Locobase notes that this pair differed from the H-12 in two important respects: a larger cylinder diameter and drivers standing 3" (76.2 mm) taller. Thus, the design developed more tractive effort while gaining some useful speed capability (relatively speaking, of course).

The L&N sold these two for scrap in 1933.

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Class H-14 (Locobase 9825)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See unusually detailed specification in DeGolyer, Volume 20, pp. 224-225.

The original H-12 20" Consolidation (Locobase 9823) came from Baldwin in 1896. The L&N later modified half the class by adopting the larger cylinders of the two H-13 (Locobase 9823), also modified from H-12, rolling on taller drivers.

The H-14s went to the scrap heap in 1931-1933.

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Class H-15 (Locobase 8138)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2642-2651.

Part of a series of Consolidations supplied to the L&N in the late 1890s, this ten-engine batch from Virginia presented a larger firebox than of the H12-H14 and H16 classes. Its boiler housed six fewer boiler tubes

This class of Consolidations operated until 1928-1934.

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Class H-16 (Locobase 2620)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899), supplemented by L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3021-3035 in August 1898.

The Brooks Catalogue's data is shown in the specifications; the L&N's 1927 is slightly different. This engine's most singular physical feature is the clerestory cab. Otherwise it's a relatively standard Consolidation with Improved Belpaire boiler and a fair number of large-bore flues.

After seeing a few go to the scrapyard in 1928-1930 (891, 896, 888 respectively), the class approached extinction in 1933 when all but one of the rest were retired including nine on 30 September. Class leader 885 survived until 2 April 1934.

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Class H-17 (Locobase 8139)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers 2870-2878 in 1899.

A nonet of Consolidations followed immediately Brooks's H16 locomotives (Locobase 2620). They had only detail differences from the Dunkirk, NY builder's engines.

Like those engines, these were scrapped in the late 1920s, early 1930s with most being dismantled in September 1933.

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Class H-18 (Locobase 3936)

Data from "Cooke Consolidation for the Louisville & Nashville", Railroad Gazette, Volume 32, No. 4 (26 January 1900), p. 55; corrected and supplemented by L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2497-2501 in January 1900 and 2556-2565 in July.

Very similar to the Brooks engines delivered in the same year. The Cookes had a prominent clerestory over the cab.

The drivers are slightly smaller and the boiler has two more tubes. As delivered, the boiler pressed 170 ps (12.07 bar), the firebox heating surface measured 188 sq ft (17.47 sq m), grate area 28.4 sq ft (2.64 sq m), and total heating surface 2,022 sq ft (187.85 sq m). The data in the specifications come from 1927..

This class of Consolidations operated until 1928-1934.

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Class H-19 (Locobase 9826)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3291-3300 in 1901.

In its brief incarnation as "International Power", this Ocean State builder supplied ten Consolidations that followed the design delivered by Cooke in the same year, but used 2" tubes instead the 2 1/4" of the Cookes. The result was less heating surface and a higher boiler demand factor.

Two were sold to the Tennessee, Alabama & Georgia in 1929--931 in August as road number 107, 924 in November as 106. 106 didn't serve for long before being placed out of serve on 7 April 1932. Apparently languishing on a back track for years, the engine finally went to the locomotive rebuilder/reseller Georgia Car & Locomotive on 24 May 1943 and was sold for scrap in June. Compilers could find no information on the later career of the 107.

927-928 and 930 were retired in the 1930s. The other five remained in service through World War II before being withdrawn in the late 1940s.

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Class H-20 (Locobase 9827)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Cooke works numbers were 2720-2729 in January 1902.

Although produced in the same year as other, larger Consolidations, this last ten from Cooke echoed the earlier series of 21" x 26" classes such as the H-15 (Locobase 8138.

2728 was withdrawn in November 1928, 2729 in March 1929. The rest of the class operated through World War II before being retired in the late 1940s.

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Class H-21 (Locobase 9766)

Data from Angus Sinclair, Railway and Locomotive Engineering, Volume XV [15], No 8 (August 1902), p. 366; and L&N 8 - 1927 Locomotive Diagrams supplied in August 2022 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 5744-5752 in May 1902; 5753, 5759-5763 in June, 5893-5895 in February 1903, and 5902-5904. 5908-5911 in March 1903.

Turn-of-the-Century Consolidations with Belpaire fireboxes and a further increase in heating surface. Thicker tires increased driver diameter to 57" as shown. Tender capacity suggests a main-line freight engine.

Never superheated, the entire class went to the scrapper in 1933-1934.

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Class H-22 (Locobase 8140)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2879-2880 in 1899.

This pair of Consolidations followed immediately Richmond's H-17 locomotives (Locobase 8139) , but fitted with a longer piston stroke and slightly higher boiler pressure.

Both were scrapped on 20 December 1933.

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Class H-23/H-23A (Locobase 9828)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The chief difference among the locomotives in this large class was the provision of Walschaert valve gear in the H-23A vs the Stephenson link motion that had been standard up until then. The design still seems to have been more evolutionary, featuring a modest increase in driver diameter,adhesion weight, grate area, and evaporative heating surface. Firebox heating surface included 14 sq ft of arch tubes. None of the H-23 class was ever superheated.

It was a busy time for one of the biggest locomotive firms in the world and the Baldwin works filled two orders from the L&N in singles and pairs interspersed among engines meant for dozens of other customers then on the books.

Baldwin delivered the first 20 (22552-22553, 22584-22585, 22597, 22609-22611, 22634-22635, 22655-22656, 22683, 22697, 22781, 22799, 22858, 22868, 22920, 22925) in July-October 1903. Rogers or the L & N shops themselves contributed the next 5. Then Baldwin supplied the next 35 (22965, 22990, 23011, 23026, 23030, 23036-23037, 23065

23070, 23095, 23100, 23120, 23131, 23138, 23150, 23160-23163, 23172, 23175, 23178, 23197-23200, 23211, 23218, 23227, 23244, 23254-23255, 23263-23264, 23271) in October-November 1903.

92 more came from the L & N's own shops. And finally Baldwin finished off the H-23 class September 1906 to April 1907 with 55 more (29077-29078, 29095-

29097, 29135, 29156-29157, 29180, 29192, 29208, 29234-29235, 29252, 29258, 29261, 29280, 29317-29319, 29345, 29387, 29412-29413, 29427, 29459, 29503-29504, 29535, 29556, 30072, 30081, 30090-30092, 30176-30177, 30223-30224, 30255-30256, 30306-30308, 30343- 30344, 30362, 30377-30379, 30484-30485, 30500, 30533, 30602)

Baldwin's H-25s, which were identical except for the adoption of piston valves, are shown in Locobase 16171.

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Class H-24 (Locobase 9829)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

It's not clear why Rogers would have supplied this pair of small Consolidations in 1904, except perhaps to address a particular need for a light-footed, branch-line 2-8-0. Whatever the reason, the two engines remained in service essentially unchanged (except for the addition of 14 sq ft of arch tubes to the firebox) until their retirements in 1947 (849) and 1948 (848).

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Class H-25 (Locobase 16171)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 31, pp. 174+. Works numbers were 32593, 32622-32623, 32648, 32654, 32658-32659, 32712 in January 1908.

After H-23 Consolidations had been built by several manufacturers from 1903-1907, Baldwin produced this octet in the middle of a run of Rogers and the L&N-shop products. Possibly the piston valves made it easier to consider superheating the class, for most of these soon received the installation. See Locobase 9830.

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Class H-25A - superheated (Locobase 9830)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like most of the early 20th Century North American locomotives delivered as saturated engines, this class (Locobase 16171) was soon provided with a superheater. The H-25A variant was essentially identical to the H-25 except for the drier steam and the addition of 14 sq ft (1.30 sq m). The H-25B (Locobase 9830) had larger cylinders.

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Class H-25B - superheated (Locobase 9831)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

As with the H-25As (Locobase 9830), the most significant change to the H-25 design (Locobase 16171) was the addition of the superheater. The -25Bs received cylinders that measured just 1/2" more in diameter, but that difference provided a noticeable boost in starting tractive effort.

Otherwise, the design was essentially as delivered in the early part of the 1900s except for the addition of 14 sq ft (1.3 sq m) of arch tubes to the firebox. Several H-25As were later refitted as -25Bs and the entire class operated into the late 1940s.

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Class H-26 (Locobase 9832)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the H-24s from Rogers (Locobase 9828), this pair of Virginians ran outside of the large class of standard Consolidation. For these two, however, the direction was bigger, not smaller. They pressed heavily on the rail and had larger boilers than the H-23 and H-25-series engines with many more tubes.

Unlike the big-production series, the H-26s were never superheated and went to the ferro-knacker's yard in 1940.

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Class H-27 (Locobase 9833)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Continuing the production of the basic Consolidation, the H-27s offered the one difference of a 2" longer stroke, which put them in the league of most 2-8-0 fleets that had entered service in the previous decade. Like the others, these engines were delivered with Walschaer radial valve gear and piston valves.

Baldwin produced the first 25 (35029-35033, 35069-35077, 35116-35119, 35152, 35217-35222) in August & September of 1910 and the L & N added the balance.

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Class H-27A - superheated (Locobase 9834)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Once the H-27s were in service (Locobase 9833), the railroad began to superheat them. The upgrade mirrored the makeover applied to the H-25s (Locobase 9830), except that the boiler tubes and flues were 2" longer and the weights somehow came out 3,000 lb (1,361 kg) less. As with the other class, the firebox heating surface now included 14 sq ft (1.30 sq m) of arch tubes.

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Class H-27B - superheated (Locobase 9835)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Superheated H-27s followed the H-25 superheating pattern and came in two flavors: Those with the 21" cylinders (Locobase 9834) and the locomotives in this entry, which either replaced the original cylinders or bored them out 1/2". In the process, the design gained over 2 tons of weight, which was more evenly spread over the 4 adhesive axles. The firebox received its 14 sq ft of arch tubes as well.

So equipped, these medium-sized freighters served the L & N for decades, some lasting into the 1950s.

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Class H-28A (Locobase 9836)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

With the production of these Consolidation at its own South Louisville shops, the L&N hit on the formula for substantial hauling power. Retaining the 57" drivers suitable for its undulating profile, the railroad adopted bigger cylinders and fed them with a much larger grate (although the firebox heating surface area increased by only a few square feet thanks to the 20 sq ft/ 1.86 sq m of arch tubes). Both the tube and flue diameters increased and the number of each grew as well.

The result was a heavier locomotive (just under 100 tons adhesive weight) with lots of starting tractive effort. As Charles B Castner notes in Drury (1993), long-standing weight limits on many bridges made these and the H-29s the top-end power for fast freights into New Orleans into the 1940s.

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Class H-29 (Locobase 9837)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The L & N's large Consolidation program begun with the H-28A in 1911 (Locobase 9836) continued in 1912 with the H-29. The only difference was the railroad's ability to strip about 7,000 lb out of the design. All other dimensions remained the same as did the provision of 20 sq ft (1.86 sq m) of arch tubes.

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Class H-29A (Locobase 9838)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

In producing the last 25 locomotives of the large-Consolidation design that entered service as the H-28 in 1911 (Locobase 9836), the shops increased cylinder diameter by 1/2" more. An accompanying increase in weight kept the factor of adhesion at just about 4. This was the final batch of 2-8-0s and they served the L & N until the end of steam.

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Class H-3 (Locobase 9814)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

An unusual feature of this low-drivered drag-freighter was the considerable gap between the first driven axle and the second. Locobase isn't sure why such a spacing would have been adopted. According to Gene Connelly's L&N Roster, all but the 640 and 647 were converted to 0-6-0 switchers.

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Class H-4 (Locobase 9815)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1981-1988 in 1888.

Like the H-3 built by the L&N and shown in Locobase 9814, this Consolidation had a large gap between the first driven axles. The Rhodie's design differed in having a larger firebox. They were later renumbered in this order: 650-651, 656-658, 654-655, 649, 652 and all were converted to 0-6-0 switchers.

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Class H-5 (Locobase 9816)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3856, 3858-3859, 3863, 3876 in December 1887; 3881-3883, 3889-3890 in January 1888; 3893, 3899 in February; 4086-4090 in December; 4098-4099 in January 1889; and 4105-4107 in February.

Very similar to the Consolidations buillt by the L&N at the same time (Locobase 9814), but possessing more firebox heating surface area and slightly more cylinder volume. They were part of a late 1880 series of short-stroke engines in classes H-5 to H-9 (Locobases 9816, 9817, 8143, 9818, and 9821).

Four--700, 703, 705, 709--would still roll as 2-8-0s in the 1920s. The others had been converted to 0-6-0 switchers or scrapped.

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Class H-6 (Locobase 9817)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class repeated the standard L&N Consolidation power dimensions (20" x 24"/508 x 610 mm cylinders, 150 psi, 51-52" drivers), but rolled out under larger boilers and bigger grates. A few later had their cylinders bored out to 21"(533 mm) with the results showing in the specifications.

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Class H-7 (Locobase 8143)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

According to a compilation of New York/Rome locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers for 351-366 were 652-667 (October-December 1890)

Much of this class's heating surface could be found in its firebox, relatively speaking. While the boiler was only of average size for a Consolidation of the late 1880s, the firebox was one of the largest around. Its low drivers and high adhesion weight meant a strong-pulling 2-8-0.

The series of short-stroke Consolidations occupied classes H-5 to H-10 (Locobases 9816, 9817, 8143, 9818, 9821, 9822).

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Class H-8 (Locobase 9818)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Cooke works numbers 2166-2168 in July 1892, 2169-2174 in August, 2175-2179 in September, 2180-2184 in October, and 2185 in November.

This batch of 20 locomotives was part of a early 1990 series of short-stroke engines in classes H-5 to H-10 (Locobases 9816, 9817, 8143, 9818, 9821, 9822). Except for the latest variant (H-10), all of the locomotives had the same proportions, weight distribution, areas, and dimensions. While the locomotives still came from Paterson, NJ, Cooke outcompeted Rogers for this batch.

They must have filled the bill as their diagrams can still be seen in a 1931 diagram book. By 1942, however, the entire class was gone.

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Class H-9 (Locobase 9821)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4876-4885 and 4897-4901 in 1893.

One of a series of small orders for a short-stroke Consolidation of moderate size in classes H-5 to H-10 (Locobases 9816, 9817, 8143, 9818, 9821, 9822). This particular version differed only a little from the other 1893 batch

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Class H0 (Locobase 9811)

Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 23, p. 12. Baldwin works numbers included 17680 in April 1900, 18751 and 18818 in March 1901, 20014-20015 in (January 1902, 22966-22967 in October 1903, and 23402 in December.

The L&E came under Louisville & Nashville control in 1910, but continued to operate independently until 1915. This entire class retained its original configuration until scrapped, although updates enlarged the firebox by 19.7 sq ft (1.85 sq m), most likely through the addition of arch tubes.

659-660, 664-665 were scrapped in July 1933. The other half of the class lingered well into the late 1940s: 661went to the ferro-knacker in December 1948, 662 followed almost a year later in November 1949, 663 in March 1950, and 666 remained in service until March 1952.

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Class Henry Warman/H-30 (Locobase 9839)

Data from L&N 5 1941 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 63183 in January 1922 and 63184 in May.

See Locobase 8133 for a short description of the Cumberland & Manchester.

It's surprising to see a Consolidation pair being built so late in the era. The locomotives had the usual accoutrements of arch tubes (which added 18 sq ft (1.67 sq m) to the firebox heating surface), superheat, and power reverse.

They filled the bill and, although the Louisville & Nashville leased the road in 1927, the engines weren't relettered or added to the parent roster until 1940.

Renumbered 672 in 1948, the unnamed member of the duo was sent to the scrapyard in June 1949. 671, renumbered 691 in 1951, survived until being dismantled in October 1953.