Central New England & Western 4-4-0 "American" Locomotives in the USA

Class Details by Steve Llanso of Sweat House Media

Class F/P-3 (Locobase 6643)

Data from 1915 CNE locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p. 179 and Volume 16, p. 139. Works numbers were 9571-9572 in October 1888 and 11208 in September 1890.

The earlier of the two orders recorded in the DeGolyer collection of Baldwin specifications books shows that the CNE&W pair were originally intended for the Richmond, Fredericksburg & Potomac as part of a bundle of standard Eight-wheelers bound for other southeastern US railroads. Four others went to the Atlantic Coast Line, two for the Richmond & Petersburg, and one for the Petersburg. The Yankee engines operated first for the Hudson Connection.

Notes in the 1888 specs suggest a general desire for sturdier construction. Specific instructions called for an adhesion weight of "fully 60,000 lb", I-section side rods with solid ends bushed, bushings at all points in the valve motion, and wagon top sheets and back of boiler made 1/16" thicker than before. The 1890 engine duplicated the design with a further requirement for a "stronger steam chest."

The CNE&W soon was reorganized as the Philadelphia Reading & New England (1892) and later as the Central New England (1899). Although they were renumbered several times and their tenders bore several sets of letters during their 25+ years of service, all three locomotives were sold for scrap by the CNE. First 32 then 31 went for $300 each in April and December, 1915, respectively. 33 was sold for $400 in September 1919. (Career information from Beajon, Central New England Railway roster supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.)

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID6643
RailroadCentral New England & Western
Number in Class3
Road Numbers19-21/222-224 /31-33
Number Built3
BuilderBurnham, Williams & Co
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.58 / 2.62
Engine Wheelbase (ft / m)23.21 / 7.07
Ratio of driving wheelbase to overall engine wheelbase 0.37
Overall Wheelbase (engine & tender) (ft / m)44.54 / 13.58
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)60,500 / 27,442
Engine Weight (lbs / kg)96,300 / 43,681
Tender Loaded Weight (lbs / kg)77,300 / 35,063
Total Engine and Tender Weight (lbs / kg)173,600 / 78,744
Tender Water Capacity (gals / ML)4000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)8 / 7
Minimum weight of rail (calculated) (lb/yd / kg/m)50 / 25
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)64 / 1626
Boiler Pressure (psi / kPa)140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x610
Tractive Effort (lbs / kg)14,459 / 6558.50
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.18
Heating Ability
Tubes (number - dia) (in / mm)234 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)10.96 / 3.34
Firebox Area (sq ft / m2)134.50 / 12.50
Grate Area (sq ft / m2)17 / 1.58
Evaporative Heating Surface (sq ft / m2)1457 / 135.41
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1457 / 135.41
Evaporative Heating Surface/Cylinder Volume206.08
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation2380
Same as above plus superheater percentage2380
Same as above but substitute firebox area for grate area18,830
Power L14498
Power MT327.81

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