Class 339 (Locobase 3286)

Data from "Compound Consolidation Locomotives for the Ogdensburg & Lake Champlain", Railroad Gazette, Volume 30, No 6 (11 February 1898), p. 93 See also Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 339-340. (Thanks to Wes Barris of steamlocomotive.com for his 28 June 2018 email reporting the missing metric equivalents to cylinder diameter and stroke.) A list of Schenectady production compiled by Robert Lehmuth (and supplied to Locobase in August 2013 by Allen Stanley from his extensive Rail Data Exchange) lists the class's works numbers as 4645-4647 in December 1897.

Firebox heating surface includes 11.5 sq ft (1.07 sq m) of arch tubes.

Schenectady heavily promoted the cross-compound version of two-stage expansion during the 1890s, but with little long-lasting success in North America. Outside of articulated compound Mallets, locomotives that started out as compounds were soon converted to simple-expansion. So it was for these three Consolidations.

According to Lehmuth's meticulous recounting, the three engines were soon modified as 19" x 28" simple-expansion engines; see Locobase 14561. They later served on the Rutland as their 550-552.

Class 339 /550 /G-14 (Locobase 14561)

Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 337.

This diagram book reflected the New York Central's assumption of control over the Rutland in 1905. By that time, the cross-compound setup with which the locomotives had been driven when they were delivered in 1897 (Locobase 3286) had been replaced by the two simple-expansion cylinders shown in the specs.

When the New York Central gained operating control of the "Rut" in 1905, it renumbered them first as 2424-2426, then 2402-2404.

When local interests regained control of the Rutland in 1913, they renumbered the engines 10-12. As such, the class served the railroad until 1934 with the 11 and 12 being retired in January and the 10 in June of that year.

Class G-34a (Locobase 14574)

Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 27.

Locobase 14572 describes the four G-34 sub classes that came on th Rutland in 1907-1913. When superheated as shown here, the results differed slightly among three groupings.

Like most of the Rutland's motive power, the G-34a had long careers in part because they fit the Rut's need, but also because the railroad always found itself short of money.

All of the class retired in 1949-1951.

Class G-34a, b, c, d (Locobase 14572)

Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 29. Schenectady works numbers were G-34a: 43037-43042 in 1907, G-34b: 48011-48014 in 1910, G-34c: 50150-50151 in 1911, and G-34d: 53280-53285 in 1913.

These high-boilered Consolidations served the Rut, went into service on the New York & Hudson River Railroad because the New York Central established control over the Rutland in 1905. They always ran on Rutland rail so when the Central gave up control in 1914, renumbering consisted simply of deleting the first two NYC digits.

Three additional Locobase entries show the slight variations in the class when all received similar superheater upgrades. Locobase 14573 contains G-34a data, 14574 likewise for G-34bs, and 11701 for the G-34c and d.

a long time with only the 22 retiring before World War II began (October 1939, a month after Germany invaded Poland). Five others--17-21--operated into the late 1940s and the rest saw out steam on the Rutland , retiring in 1951-1952.

Class G-34b (Locobase 14573)

Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 28. Works numbers 48012-48014 in 1910.

Locobase 14572 describes the four G-34 sub classes that came on the Rutland in 1907-1913. When superheated as shown here, the results differed slightly among three groupings.

Although the 1925 diagram shows the tube length as 16 feet even, the heating surface areas indicate the same tube lengths as the G-34a (Locobase 14574)--15 feet 8 inches.

Like most of the Rutland's motive power, the G-34s had long careers in part because they fit the Rut's need, but also because the railroad always found itself short of money.

All of the class retired in 1949-1951.

Class G-34c/d (Locobase 11701)

Data from the Digital Collections at Middlebury (College in Vt) at []. G-34c works numbers were 50150-50151 in 1911; G34d works numbers were 53280-53285 in 1913.

These were the latest (and last) Consolidations to be delivered new to the Rutland while it was still under control of the New York Central. The original configuration used a saturated boiler and is described in Locobase 14572

. A picture sent to Locobase by Chris Hohl in April 2013 shows the 28 as semi-streamlined for the Whippet fast freight service begun in the 1930s. The cosmetic treatment consisted of a valence mounted on the running board starting at the back of the cab and extending down the steps on either side of the smokebox. "RUTLAND" in gold leaf identifies the railroad. The color band continued rearward to adorn the tender.

It's an attractive update that gives a Canadian Pacific feel to an otherwise typical freight 2-8-0.

Although shown as Rutland engines, the G-34bs went into service on the New York & Hudson River Railroad because the New York Central established control over the Rutland in 1905. They always ran on Rutland rail so when the Central gave up control in 1914, renumbering consisted simply of deleting the first two NYC digits.

Like most of the Rutland's motive power, the G-34s had long careers in part because they fit the Rut's need, but also because the railroad always found itself short of money.

All of the class retired in 1949-1951.