Delaware & Hudson 4-4-0 "American" Locomotives in the USA

Class D (Locobase 8375)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Boiler pressure is an estimate.

Locobase believes that this class was a hybrid of 5 new locomotives supplied by Dickson in 1886-1891 (works 533-534, 724, 802-803) and 3 that were rebuilds of older Dicksons. One of these originally bore works #10 and was delivered in 1867. The other two came in 1873 (142) and 1874 (160).

---

Class D-1 (Locobase 8374)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Boiler pressure is an estimate.

Dickson's supply of locomotives to the D & H included one of its earliest, an Eight-wheeler bearing the works #24 and thus coming on the road in the late 1860s. It was rebuilt in 1884 by the railroad's own shops.

---

Class E-1/G-4b (Locobase 1177)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Roster data from Jim Shaughnessy, Delaware & Hudson (Syracuse, NY: University of Syracuse Press, 1997).

Rebuilt by the D&H in 1896-1897. Variety of original dates, all engines originally built by Dickson except 379 (Schenectady). Shaughnessy describes the reconstruction as "quite extensive". All but 375 and 344-345 had been discarded by 1917. The D&H sold the 375 to the Quebec, Montreal & Southern in January 1921.

---

Class E/G-4a (Locobase 8373)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 427-428 in June 1883, 527 in April 1886, 546 in August, 547-549 in September, 568 in February 1887, 569 and 571-572 in March, 753-754 in 1890.

When Dickson supplied a big order of locomotives to the D & H, two had 62" drivers. (See Locobase 8372). The other 13 had the 68" drivers shown here. The locomotives arrived in batches over a seven-year period.

---

Class F-1/G-4c (Locobase 1178)

Data from D&HCo 1901 Locomotive Diagrams (supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 927-928 in June 1895 and 929 in October.

Single cabs built new in 1896. A notable feature of this trio's design was the relatively large grate area.

Out of service in 1917 (393), 1924 (391), and 1925 (392).

---

Class F/G-4d (Locobase 1179)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 20-21. Also see See also "Heavy Anthracite Passenger Engine for the Delaware & Hudson," Railway & Locomotive Engineering, Volume 8, pp. 342-343 and D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4292-4294 in April 1895.

This locomotive's firebox was considerably bigger than earlier conventional-cab fireboxes for two reasons. One was the desire to burn anthracite in a conventional-cab locomotive. The other was the provision of 71.2 sq ft (6.6 sq m) of water tubes that supplemented the firebox.

"In designing the engine," the R &LE reported, "the builders' aim was to give the largest amount of grate and heating surface with the least possible amount of weight, to effect which very light forms of piston, crosshead, connecting rods and driving-wheel centers were used ...The reduced weight in revolving and reciprocating parts, and corresponding reduction of weight in counterbalance, together with light wheel centers, driving boxes, etc., makes a very easy engine on the track+in fact, no harder than the ordinary eight-wheel locomotive, having 9,000 Ibs. less weight, or 75,000 Ibs. on drivers."

An illustration in the article shows the 510-lb difference between drivers with iron centers (2,500 lbs) and those on the F class that had steel centers (1,890 lbs).

Another source of weight trimming was the boiler, which was "...sloped down from the dome, and narrowed in at the sides toward back, reducing to a minimum the overhanging weight." Other substitutions attacked the problem of excess weight. The foot plate was made of cast steel while much of the running gear -- driving boxes, eccentrics and straps -- were of gun iron. Other heavy castings were reduced in section and made of steeled iron.

The builder described the design in its 1897 catalogue and reported: "Locomotives of this type are in the New York, Saratoga and Montreal Passenger service on the Delaware and Hudson Railroad."

Before too long the water bars were removed, but the remaining firebox area remained considerably larger than other conventional-cab locomotives.

---

Class G-5 (Locobase 1182)

Data from [] locomotive diagrams and D&H HIMROD Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extesnive collection. Works numbers were 27545-27550 in April 1903, 28847-28856 in January 1904.

The last 4-4-0s built for the D&H. These sixteen engines too were double cabs (camelbacks). Seven were converted in the late 1920s to a single-cab layout; see G-5[S] at Locobase 1183. 443 was later fitted with piston valves.

Class retired in 1930s-1940s.

---

Class G-5[S] (Locobase 1183)

Data from D&H 1-1930 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Part of the G-5 class (ref 1182), but rebuilt as single-cab locomotives in the late 1920s. Note the increase in cylinder diameter and boiler pressure. Engines converted were 442 (Dec 29), 445 (Feb 27), 446 (May 28), 447 (Dec 29), 450 (May 28), 451 (June 29), and 457 (July 27). Class retired in 1930s-1940s.

[] locomotive diagram shows that this superheated set broke into two subclasses based on weight. To Locobase's eye, these rebuilds had a pleasingly rangy look to them owing to a high-pitched boiler and a long driver wheelbase.

---

Class G/G-4 (Locobase 8372)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 577-578

This pair of Dicksons had relatively big grates for the mid-1880s.

---

Class H/G-1c (Locobase 1175)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3752, 3754, 3756-57, 3759-3760 in June 1875.

Six Baldwin Eight-wheelers delivered in 1875 and named Saranac, Champlain, Crown Point, HoriCon, Canada, and Joe Dickson. See DeGolyer, Volume 7, p. 175 for details.

They were updated and modified by the D&H's own shops in 1890-1893. Oneonta reworked 396 & 399 while Green Island rebuilt the others. Among the changes were the addition of 37 more tubes in a much thicker boiler (diameter increased by 10"/254 mm) with tubes lengthened by 4" (102 mm), and the diamond stack was replaced by a straight stack. In addition, the locomotive now trailed a bigger tender.

---

Class K-1/L/G-1a,G-1b (Locobase 8368)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 143-162.

The only difference in the two classes of Dickson shop rebuilds lay in its driver diameters; the two Ls rode on 68" drivers. Otherwise, all of the original engines fell into the main class. the last K-1 is shown as having been delivered in 1884).

Seven reappeared from the Green Island shops; the other three came from Oneonta.

---

Class O-1 (Locobase 8365)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

In the company of other D & H rebuilds, the O-1 Eight-wheeler represented a mixture of Schenectady and Taunton-built locomotives from earlier days on predecessor road Rensselaer & Saratoga.

One of the Schenectady engines was delivered as that builder's works #404; other engines were 629 & 725. Also, the class included engines with different driver diameters - three had the 62" drivers shown in the specs, one Schenectady rolled on 68" drivers while two more had 57 1/2" go wheels.

---

Class Saratoga (Locobase 16394)

Data from ."Inspection Engine", Railway Master Mechanic, Volume XLIV [44], No 11(22 October 1904), p.757; and "Inspection Engine", Railway Master Mechanic, Volume XXVIII [28], No 11(November 1904), p.467. (Many thanks to Chris Hohl for his extensive research and his 3 December 2018 email, spreadsheet, and article link. Chris particularly cites Ron Goldfeder for his article, "The Inspection Locomotive." Railroad History. Spring-Summer 2012. Number 206. pgs. 20 & 32, and further assistance.)

The D&H took one of its Champlain-class G-1c Eight-wheelers and modfied to carry up to 8 observers. As noted in Locobase 16393, Locobase had wondered how the occupants of an inspection engine tolerated the heat from the boiler; see the entry for the discussion of the CB&Q's method. On the D&H, the choices were about the same, but the R&ER noted some of the considerations that went into its design:

"There are a number of conveniences in the cab that go to make an inspection trip an occasion of comfort rather than one that is remembered for its lack of same." In addition to its excellent visibility, the "insulation of the boiler was practically perfect."

Hohl notes that the tender was larger than the original D&H trailer. Its cab measure an impressive 21 ft 9 in (6.63 m) long. Moreover, the design was powerful enough to pull a short train in case of emergency.

Apparently the conversion proved satisfactory as the D&H didn't retire the Saratoga until September 1939.

---

Class T-1/G-3 (Locobase 1176)

Data from D&HCo 1901 and D&H 1-1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Rebuilt by the D&H with double (camelback) cabs, Wooten firebox. Original builder and year:

421 Smith & Jackson 1871

422 Danforth & Cooke 1876

423-426 Dickson 1866-1867.

The 1901 book shows 209 boiler tubes, the 1930 edition credits the boiler with 211 small tubes.

Retired 1924 (421-22, 426), 1926 (423, 425), and 1935 (424).

---

Class V-1/V-2// G-4e/f (Locobase 1180)

Data from D&H 1-1930 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Double (camelback) cabs. Firebox heating surface included 104 sq ft (9.65 sq m) of "water bars".

V-Is were two rebuilds by the Green Island shops, one built at Oneonta and one at Carbondale. Out of service in 1926 (433-434) and 1930 (432, 435).

V-IIs were four Green Island new-builds of 1900-1901. Lighter on the drivers (86,650 lb) and trucks (128,250 lb overall). Retired in 1927 (427), 1928 (437), and 1930 (428, 436).

---

Class V-III//G-4g (Locobase 8380)

Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class was built at the D & H's Green Island shops. Like many of the other 4-4-0s run by this anthracite road, the V-IIIs were double-cabs (camelbacks). A somewhat unusual visual highpoint were the rounded domes before and after the cab.

According to Jim Shaughnessy's tabulation (in his Delaware & Hudson, 1982 (reprint 1997), the first to retire was the 439, which was scrapped in September 1926. 441 followed in December 1928, then 438 & 440 were cut up in September 1935.