Data from table in July 1904 AERJ; and "Ten-Wheeler for the D&H", Railway and Locomotive Engineering", Volume 16, No 10 (October 1903), pp. 456-457. Alco-Schenectady's works numbers were 27651-27654 in June 1903. The D&H added five more from its own shops in 1904-1905. Soon after Montreal Locomotive Works joined Alco, they delivered 43703 and 43708 in 1907.
Thirteen-engine double-cab (camelback) class equipped with culm-burning Wootten fireboxes (aka "Mother Hubard [sic]", according to R&LE). Firebox heating surface included 78.54 sq ft (7.3 sq m) in arch tubes. R&LE described the result as "an example of good serviceable medium passenger power in which excessive weight has not been desired."
All were modified often, some to single-cab layouts. Ultimately, they all had 22" diameter cylinders, a weight on the drivers of 156,800 lb (except 504 & 507, which had 149,650 lb), and a total engine weight of 204,800 lb (504, 507 - 202,300 lb). Boiler pressures ranged from 200 psi (500-501, 506-507, and 558-559) to 210 (502), 215 (504-505), and 225 psi (503, 508, 557, 560-561). Tractive efforts in final form ranged from 30,150 lb to 34,000 lb.
504 and 507 were scrapped before World War II. 503 went to the ferro-knacker in September 1946. All of the others remained in service until 1951-1952.
Of the 4 locomotives that originally formed this class, only 1 -- 521 -- remained a Camelback when the railroad superheated the quartet. Her data is shown on Locobase 5297.
These 3 (builder's numbers 26908-10) plus 3 others from other D-3 subgroups, had their cabs moved back to a conventional position. More important, perhaps, boiler pressure went up to 225 psi and the cylinders were enlarged by an inch. In the superheated form, steam admission was through 14" piston valves actuated by Walschaerts gear. Valve travel was 7".
See [] (viewed 26 Dec 2002) for diagram and full details.
See [] (viewed 26 Dec 2002) for diagram and full details.
One of a 4-engine double-cab (Camelback) class. Of these, 521 (builder's number 26907) was least modified when superheated, keeping her original cylinders and boiler pressure as well as the camelback cab arrangement. Her piston valves were actuated by Stephenson link and had a maximum 5 1/2" of travel
521 was scrapped in 1940. It is that configuration that is seen in this entry. The other three are coved in Locobase 1161.
Class with both double-cab (camelback) (535-557) and single-cab layouts.
The helpful folks at [] (viewed 26 December 2002 -- note that the xx means various pages) provide the Delaware & Hudson's locomotive diagrams outlining many of the variations.
According to Drury (1993), featured variations in weight on the drivers and total weight. 534, 558-559 (Alco built in 1907) put 143,000 lb on the drivers. 535-544, built by the D&H in 1905-1906, 130,000 lb; 545-557 (Alco in 1907), 134,000 lb; 590-594 (Alco, 1911), 146,000 lb; and 599 (Alco, 1911), 147,500. 599 had 23 x 26 cylinders, 170-psi boiler.
The Alco engines were fitted with equipment from component suppliers as follows:
Bell ringer Sansom
Boiler lagging Magnesia sectional, Keasbey & Mattlson
Brake-beams Simplex
Brake-shoes Perfecto
Couplers Gould
Headlights Dressel
Injector Hancock for 10 ten-wheelers; Sellers Composite for 5 ten-wheelers
Piston rod packings Trojan
Valve rod packing Trojan
Sanding devices Leach
Sight-feed lubricators Nathan
Springs National
Steam gages Ashcroft
Steam heat equipment Consolidated
Tire, driving wheel Midvale
truck wheel Midvale
tender wheel Mldvale
4 engines (536, 546, 549, and 556) later received 22 x 26" cylinders.
Locobase has three entries:
1) This one, which represents the original, saturated-steam product;
2) The superheated variant (Locobase 4954) , and
3) The Chateaugay-branch subclass (Locobase 4955).
Most were scrapped in the late 1930s and 1940s, with 546 the last under the torch in 1952.
Data from [] (viewed 26 December 2002 -- note that the xx means various pages). Works numbers ranged from 49656-49661 in March 1911.
Although classed D-3b along with the mainline engines profiled in Locobase 1162 and 1160, this set operated solely on the Chateaugay branch between Plattsburgh and Lake Placid, New York. These engines were circumstantially fueled. From April 1 to November 1 of each year they were required to burn oil to protect the forests from the flaming coal embers. Firebox heating surface included 17.17 sq ft (1.6 sq m) of arch tubes.
Just one of the class was superheated; see Locobase 4956.
[] (viewed 26 December 2002 -- note that the xx means various pages) .
This appears to be the one Chateaugay-branch locomotive (Locobaser 4955) that was superheated. Note, too, that the cylinder diameter was increased by 2" (50.8 mm)..
Firebox heating surface included 17.17 sq ft (1.6 sq m) of arch tubes.
[] (viewed 26 December 2002 -- note that the xx means various pages) provides the Delaware & Hudson's locomotive diagrams outlining many of the variations.
This class of Ten-wheelers fissioned into several sub-classes, included superheated versions of the original design.
Locobase has three entries:
1) 1162, which represents the original, saturated-steam product;
2) This one, which includes those superheated engines that also received slightly larger cylinders, and
3) The Chateaugay-branch subclass in Locobase 4955.
Several slightly older D-3as were modified to these boiler dimensions as well.
Most were scrapped in the late 1930s and 1940s, with 546 the last under the torch in 1952.
Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
These two Schenectady engines (works numbers were 791-792 in July 1872) are described in the books as Moguls, but the diagram clearly shows them to be Ten-wheelers.
They came on the road in 1872 and were rebuilt by Green Island in 1891.The dimensions, heating surface areas, and weights are very close to the Class O Moguls (Locobase 8366) and Locobase wonders if they shared the same boilers.
Both were retired between 1899 and 1903.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | D-3 | D-3a | D-3a | D-3b | D-3b |
Locobase ID | 1160 | 1161 | 5297 | 1162 | 4955 |
Railroad | Delaware & Hudson | Delaware & Hudson | Delaware & Hudson | Delaware & Hudson | Delaware & Hudson |
Country | USA | USA | USA | USA | USA |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 13 | 6 | 1 | 33 | 6 |
Road Numbers | 500-508, 557-561 | 500, 522-24, 558-59 | 521 | 534-559, 590-594,599 | 590-594, 599 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 13 | 33 | 7 | ||
Builder | several | Alco-Schenectady | Alco-Schenectady | several | Alco-Schenectady |
Year | 1903 | 1927 | 1928 | 1905 | 1911 |
Valve Gear | Stephenson | Walschaert | Stephenson | Walschaert | Baker |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15 / 4.57 | 15 / 4.57 | 15 / 4.57 | 15 / 4.57 | 15 / 4.57 |
Engine Wheelbase (ft / m) | 26.33 / 8.03 | 26.42 / 8.05 | 26.42 / 8.05 | 26.42 / 8.05 | 26.59 / 8.10 |
Ratio of driving wheelbase to overall engine wheelbase | 0.57 | 0.57 | 0.57 | 0.57 | 0.56 |
Overall Wheelbase (engine & tender) (ft / m) | 53.62 / 16.34 | 62.25 / 18.97 | 53.71 / 16.37 | 59 / 17.98 | 57.87 / 17.64 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 131,500 / 59,647 | 160,000 / 72,575 | 136,000 / 61,689 | 135,900 / 61,643 | 146,500 / 66,451 |
Engine Weight (lbs / kg) | 175,000 / 79,379 | 208,000 / 94,347 | 186,000 / 84,368 | 188,400 / 85,457 | 193,500 / 87,770 |
Tender Loaded Weight (lbs / kg) | 120,166 / 54,506 | 135,000 / 61,235 | 102,900 / 46,675 | 135,000 / 61,235 | 121,100 / 54,930 |
Total Engine and Tender Weight (lbs / kg) | 295,166 / 133,885 | 343,000 / 155,582 | 288,900 / 131,043 | 323,400 / 146,692 | 314,600 / 142,700 |
Tender Water Capacity (gals / ML) | 6800 / 25.76 | 8000 / 30.30 | 7000 / 26.52 | 6800 / 25.76 | 6800 / 25.76 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 / 11 | 14 / 13 | 12 / 11 | 14 / 13 | 14 / 13 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 73 / 36.50 | 89 / 44.50 | 76 / 38 | 76 / 38 | 81 / 40.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 72 / 1829 | 69 / 1753 | 69 / 1753 | 68 / 1727 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 225 / 1550 | 200 / 1380 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 21" x 26" / 533x660 | 22" x 26" / 559x660 | 21" x 26" / 533x660 | 21" x 26" / 533x660 | 21" x 26" / 533x660 |
Tractive Effort (lbs / kg) | 27,073 / 12280.12 | 34,880 / 15821.32 | 28,250 / 12814.00 | 28,665 / 13002.24 | 30,940 / 14034.16 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.86 | 4.59 | 4.81 | 4.74 | 4.73 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 308 - 2" / 51 | 163 - 2" / 51 | 163 - 2" / 51 | 308 - 2" / 51 | 350 - 2" / 51 |
Flues (number - dia) (in / mm) | 24 - 5.375" / 137 | 24 - 5.375" / 137 | |||
Flue/Tube length (ft / m) | 15 / 4.57 | 14.50 / 4.42 | 14.50 / 4.42 | 15 / 4.57 | 14.50 / 4.42 |
Firebox Area (sq ft / m2) | 258.22 / 24 | 180 / 16.72 | 180 / 16.72 | 180 / 16.73 | 168.13 / 15.63 |
Grate Area (sq ft / m2) | 84.85 / 7.89 | 84.90 / 7.89 | 84.91 / 7.89 | 84.91 / 7.89 | 50.17 / 4.66 |
Evaporative Heating Surface (sq ft / m2) | 2664 / 247.58 | 1897 / 176.24 | 1897 / 176.24 | 2584 / 240.15 | 2807 / 260.87 |
Superheating Surface (sq ft / m2) | 375 / 34.84 | 375 / 34.84 | |||
Combined Heating Surface (sq ft / m2) | 2664 / 247.58 | 2272 / 211.08 | 2272 / 211.08 | 2584 / 240.15 | 2807 / 260.87 |
Evaporative Heating Surface/Cylinder Volume | 255.66 | 165.82 | 182.05 | 247.98 | 269.39 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 16,970 | 19,103 | 16,982 | 16,982 | 10,034 |
Same as above plus superheater percentage | 16,970 | 22,350 | 19,869 | 16,982 | 10,034 |
Same as above but substitute firebox area for grate area | 51,644 | 47,385 | 42,120 | 36,000 | 33,626 |
Power L1 | 9110 | 13,960 | 13,623 | 7579 | 7351 |
Power MT | 458.19 | 577.06 | 662.50 | 368.85 | 331.87 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | D-3b - superheated | D-3b - superheated - small | L-1 |
Locobase ID | 4956 | 4954 | 8367 |
Railroad | Delaware & Hudson | Delaware & Hudson | Delaware & Hudson |
Country | USA | USA | USA |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 1 | 7 | 2 |
Road Numbers | 599 | 534-6, 546, 548, 549, 556 | 234-235 |
Gauge | Std | Std | Std |
Number Built | 2 | ||
Builder | C&O | several | D&H |
Year | 1911 | 1927 | 1891 |
Valve Gear | Walschaert | Walschaert | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 14.50 / 4.42 | 15 / 4.57 | 13.85 / 4.22 |
Engine Wheelbase (ft / m) | 26.75 / 8.15 | 26.42 / 8.05 | 23.35 / 7.12 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 | 0.57 | 0.59 |
Overall Wheelbase (engine & tender) (ft / m) | 58.04 / 17.69 | 59 / 17.98 | 43.52 / 13.26 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||
Weight on Drivers (lbs / kg) | 148,800 / 67,495 | 160,000 / 72,575 | 68,950 / 31,275 |
Engine Weight (lbs / kg) | 200,300 / 90,855 | 208,000 / 94,347 | 94,400 / 42,819 |
Tender Loaded Weight (lbs / kg) | 121,100 / 54,930 | 135,000 / 61,235 | 58,000 / 26,308 |
Total Engine and Tender Weight (lbs / kg) | 321,400 / 145,785 | 343,000 / 155,582 | 152,400 / 69,127 |
Tender Water Capacity (gals / ML) | 6800 / 25.76 | 6800 / 25.76 | 3142 / 11.90 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2900 / 10,977 | 14 / 13 | 6.70 / 6 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 83 / 41.50 | 89 / 44.50 | 38 / 19 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 63 / 1600 | 68 / 1727 | 57.50 / 1461 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 215 / 1480 | 160 / 1100 |
High Pressure Cylinders (dia x stroke) (in / mm) | 23" x 26" / 584x660 | 22" x 26" / 559x660 | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 37,114 / 16834.65 | 33,820 / 15340.51 | 18,392 / 8342.48 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.01 | 4.73 | 3.75 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 206 - 2" / 51 | 163 - 2" / 51 | 198 - 2" / 51 |
Flues (number - dia) (in / mm) | 28 - 5.375" / 137 | 24 - 5.375" / 137 | |
Flue/Tube length (ft / m) | 14.50 / 4.42 | 15 / 4.57 | 11.67 / 3.56 |
Firebox Area (sq ft / m2) | 167.87 / 15.60 | 180 / 16.73 | 106 / 9.85 |
Grate Area (sq ft / m2) | 50.17 / 4.66 | 84.91 / 7.89 | 25.40 / 2.36 |
Evaporative Heating Surface (sq ft / m2) | 2287 / 212.55 | 1897 / 176.30 | 1342 / 124.72 |
Superheating Surface (sq ft / m2) | 461 / 42.84 | 375 / 39.22 | |
Combined Heating Surface (sq ft / m2) | 2748 / 255.39 | 2272 / 215.52 | 1342 / 124.72 |
Evaporative Heating Surface/Cylinder Volume | 182.96 | 165.82 | 189.82 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 10,034 | 18,256 | 4064 |
Same as above plus superheater percentage | 11,740 | 21,359 | 4064 |
Same as above but substitute firebox area for grate area | 39,282 | 45,279 | 16,960 |
Power L1 | 12,223 | 13,146 | 4060 |
Power MT | 543.29 | 543.41 | 389.45 |