Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 17, p. 173. Works numbers were 12380-12381 in December 1891.
The Cincinnati, New Orleans & Texas Pacific contracted for this pair of Vauclain compound Consolidations. Indeed, the specification of the letters "C NO & TP" on the tender. They were to be numbered 604-605.
But the southern railroad contracted buyer's remorse and turned them back in. Baldwin relettered and renumbered the duo and produced them for the New York & New England. The cylinders were smaller than many of the Vauclain compounds then be built and the compounding ratio more in line with later practice in other countries. As with the other Baldwins, the cylinders were fed through 10 1/2" (267 mm) piston valves.
At some later date, the New Haven rebuilt the G-1s as 19" x 26" simple-expansion locomotives. Adopting a longer stroke in these circumstances was relatively unusual. In this case, the driving wheelbase also increased to 16 feet even (a 13"/330 mm stretch).
As simples, the 970 and 971 operated until December 1925 and October 1926, respectively.
Data from Alco builders card Negative H-137. See also Edward Ozog's New Haven Railroad Steam Locomotives A to Z website at [], last accessed 13 November 2022; and Charles E Fisher, "The Steam Locomotives of the New Haven R. R", The Railway and Locomotive Historical Society Bulletin No. 100 (April 1959), pp. 67-81. Works numbers were 27042-27056 in February 1903, 29359-29363 in March 1904.
These low-drivered Ten-wheelers served local freight needs on New Haven branch lines. Ed Ozog noted that they were lighter than the railroad's K-1-b Moguls. Locobase 813 shows the latter's adhesion weight on three axles as 39,000 lb (17,690 kg) higher than the 93,000 lb indicated in this entry.
Charles Fisher commented that "They served their purpose but they were not outstanding"
Virtually all were scrapped in 1926-1927. 960 (rebuilt in 1929) and 966 kept on until March 1944.
Data from "Locomotive Building," The Railroad Gazette, Volume X [40]L, No 18 (10 February 1905), p 45. See also "Pacific Locomotive for the New York, New Haven & Hartford", Railroad Gazette, Volume XLIII [43], No 19 (8 November 1907), pp. 554-556, Degolyer, Volume 27, p. 136, 193. (Thanks to Chris Hohl for his 22 May 2018 email noting the proper valve gear, noting the 819's original numbers, and reporting several differences in the last five engines.) Works numbers were
1904
October 24755, 24758; November 24788, 24793-24794, 24802-24804, 24807-24809, 24814, 24820, 24824-24826, 24830-24832, 24837-24838; December 24854.
1905
January 24986-24991, 25009-25010, 25013-25014; February 25047-25048, 25068-25069, 25081-25082, 25112, 25132-25133, 25167, 25196; March 25212, 25243, 25291-25292. 25212, 25243, 25291-25292; May 30831, 30909, 30910-30912.
A large class of Ten-wheelers that served New Haven mainline passenger trains until supplanted by the Pacifics. Baldwin's specs originally showed the lead engine as 858 with an adhesion weight "not to exceed" 110,000 lb (49,895 kg) and the next 19 were first assigned 838-856. 858 gave up its number to the first of two Vauclain compounds described in Locobase 12719 and took road number 819 instead.
Apparently, whatever right-of-way limitations influencing the restrictions were lifted, and the next 19 also had their numbers changed before delivery to 800-818 and a 4 November 1904 entry revealed that weight on drivers "may" increase to 116,800 lb (as shown in the specs) and 33,200 lb (15,059 kg) on the truck.
By the time the last five locomotives went into production, their driver diameters had been increased to 73", most likely through the use of 3 1/2" (89 mm) tires.The earlier locomotives, delivered with 72" drivers, most likely were upgraded very soon after they entered service.
Nineteen of the class were superheated in the mid-1920s; see Locobase 3317.
Data from NH 1962 Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
Like the earlier eight-wheelers, about a third of the large class of 1904 Ten-wheelers (Locobase 11443) were rebuilt beginning in 1926 with 22" (559 mm) cylinders, steel cabs, 12" (305 mm) piston valves actuated by Baker, Southern, or Walschaert valve gear, new frames, and superheaters. The diagram notes that some fireboxes had 15 sq ft (1.39 sq ft) of arch tubes, others one syphon that contributed 29 sq ft (2.69 sq m); direct heating surface area increased to 183 sq ft (17 sq ft) with arch tubes, 197 sq ft (18.3 sq m) with the syphon.
Road numbers of the updated locomotives were 804, 807-809, 814-815, 818, 820, 825, 827, 829, 832, 836-837, 842-843, and 845-847.
Most ended their days in commuter service, to which they had been moved when the larger Pacifics entered service in the 'teens. Many of the converted locomotives served the New Haven into and through World War Two before being retired in 1946-1948
Two wound up on Australia's Commonwealth Railway as Class CA 78 & 79. 78 had Southern valve gear, 79 used Baker gear. 78's Australian career lasted 27 months, when she was written off. 79 lasted until May 1950, when she was written off. Both were scrapped in 1956. []
(Note: the official name for the New Haven was the New York, New Haven, and Hartford and the acronym that appeared on its tenders was NYNH&H.)
Data from Degolyer, Volume 27, p. 137. Works numbers were 24758 in October 1904 and 24824 in November.
In addition to the large cohort of large passenger Ten-wheelers with simple-expansion cylinders (Locobase 11443), Baldwin supplied two Vauclain compounds. These had large 15" (381 mm) piston valves to feed the duplex-cylinder casting on each side. Baldwin's spec included a 4 November 1904 note allowing an increase in adhesion weight to 123,100 lb (55,837 kg) and truck weight up to 37,500 lb (17,010 kg) for a total of 160,800 lb (73,938 kg).
Both were rebuilt by 1916 with 22" x 26" simple-expansion cylinders. See Locobase 3317 for the result; the 2 ex-compounds were reclassified G-4-b.
Data from 1915 CNE 3 - Classification of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 17, p. 183. Works numbers were 12390-12391 in December 1891 and 12412-12413 in January 1892.
One of the treats of compiling Locobase is being introduced to railroads whose existence was hitherto unsuspected. The CNE lay across northern Connecticut from the Poughkeepsie Bridge to Cambell Hall. The wikpedia entry on the Connecticut Western Railroad ([], visited 30 June 2005) has the details on the various incarnations and combinations this line went through. It was merged with the New Haven in 1926.
These four Ten-wheelers were bought by the line when it was the Philadelphia, Reading & New England, a short-lived interim. The designation appears to be quite basic -- P for passenger, 4 for 4th different design. The CNE Classification book gave an engine wheelbase of 18 ft 9 1/2" (5.73 m), which.seems awfully short. Locobase takes Baldwin's more typical figure. As delivered, the tender's tank held 3,300 US gallons (12,491 litres) of water.
After more than two decades in service, the 26 was retired in 1915, 27 followed in 1916. Ten years later, the 25 (renumbered 47 in 1922) ended service in 1925, and 28 (renumbered 48 in 1922) closed the class in 1926.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | G-1 | G-3 | G-4-a | G-4-a/G-4-b - rebuilt | G-4-b |
Locobase ID | 12010 | 14304 | 11443 | 3317 | 12719 |
Railroad | New York & New England (NYNH&H) | New York, New Haven & Hartford (NYNH&H) | New York, New Haven & Hartford (NYNH&H) | New York, New Haven & Hartford (NYNH&H) | New York, New Haven & Hartford (NYNH&H) |
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 | 2 | 20 | 50 | 19 | 2 |
Road Numbers | 186-187/1086-1087/870-871/970-971 | 160-179/950-969 | 800-849 | 804+ | 858-859 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 20 | 50 | 2 | |
Builder | Burnham, Williams & Co | Alco-Rhode Island | Burnham, Williams & Co | NH | Burnham, Williams & Co |
Year | 1891 | 1903 | 1904 | 1926 | 1904 |
Valve Gear | Stephenson | Stephenson | Stephenson | various | Baker |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 14.92 / 4.55 | 14.50 / 4.42 | 13.50 / 4.11 | 13.50 / 4.11 | 13.50 / 4.11 |
Engine Wheelbase (ft / m) | 26.79 / 8.17 | 25 / 7.62 | 25.08 / 8.36 | 25.08 / 7.64 | 27.42 / 8.36 |
Ratio of driving wheelbase to overall engine wheelbase | 0.56 | 0.58 | 0.54 | 0.54 | 0.49 |
Overall Wheelbase (engine & tender) (ft / m) | 49.31 / 15.03 | 55.08 / 16.79 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 45,248 / 20,524 | ||||
Weight on Drivers (lbs / kg) | 90,000 / 40,823 | 93,000 / 42,184 | 116,800 / 52,980 | 135,860 / 61,625 | 110,000 / 49,895 |
Engine Weight (lbs / kg) | 122,000 / 55,338 | 126,000 / 57,153 | 150,000 / 68,039 | 174,860 / 79,315 | 154,000 / 69,853 |
Tender Loaded Weight (lbs / kg) | 91,500 / 41,504 | 111,000 / 50,349 | 111,000 / 50,349 | 111,000 / 50,349 | |
Total Engine and Tender Weight (lbs / kg) | 217,500 / 98,657 | 261,000 / 118,388 | 285,860 / 129,664 | 265,000 / 120,202 | |
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 4000 / 15.15 | 6000 / 22.73 | 5000 / 18.94 | 6000 / 22.73 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | 9 / 8 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 | 52 / 26 | 65 / 32.50 | 75 / 37.50 | 61 / 30.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 68 / 1727 | 57 / 1448 | 73 / 1829 | 73 / 1854 | 72 / 1829 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 160 / 1100 | 200 / 1380 | 190 / 1310 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 13.5" x 24" / 343x610 | 19" x 26" / 483x660 | 21" x 26" / 533x660 | 22" x 26" / 559x660 | 15" x 26" / 381x660 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 22" x 24" / 559x610 | 25" x 26" / 635x660 | |||
Tractive Effort (lbs / kg) | 14,299 / 6485.93 | 22,395 / 10158.21 | 26,702 / 12111.84 | 27,840 / 12628.03 | 20,313 / 9213.83 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.29 | 4.15 | 4.37 | 4.88 | 5.42 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 242 - 2" / 51 | 228 - 2" / 51 | 318 - 2" / 51 | 169 - 2" / 51 | 318 - 2" / 51 |
Flues (number - dia) (in / mm) | 21 - 5.5" / 140 | ||||
Flue/Tube length (ft / m) | 13.50 / 4.11 | 13.75 / 4.19 | 15.08 / 4.60 | 14.75 / 4.50 | 15.08 / 4.60 |
Firebox Area (sq ft / m2) | 164 / 15.24 | 127.53 / 11.85 | 168.50 / 15.65 | 197 / 18.30 | 168.50 / 15.66 |
Grate Area (sq ft / m2) | 19.70 / 1.83 | 34.69 / 3.22 | 34.69 / 3.22 | 29 / 2.69 | 34.69 / 3.22 |
Evaporative Heating Surface (sq ft / m2) | 1864 / 173.23 | 1769 / 164.34 | 2666 / 247.68 | 1929 / 179.21 | 2666 / 247.77 |
Superheating Surface (sq ft / m2) | 400 / 37.16 | ||||
Combined Heating Surface (sq ft / m2) | 1864 / 173.23 | 1769 / 164.34 | 2666 / 247.68 | 2329 / 216.37 | 2666 / 247.77 |
Evaporative Heating Surface/Cylinder Volume | 468.25 | 207.39 | 255.85 | 168.62 | 501.28 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 3546 | 5550 | 6938 | 5510 | 6938 |
Same as above plus superheater percentage | 3546 | 5550 | 6938 | 6447 | 6938 |
Same as above but substitute firebox area for grate area | 29,520 | 20,405 | 33,700 | 43,793 | 33,700 |
Power L1 | 5185 | 4289 | 8193 | 13,163 | 5700 |
Power MT | 381.03 | 305.02 | 463.93 | 640.79 | 342.72 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | P-4 |
Locobase ID | 6642 |
Railroad | Philadelphia, Reading & New England (NYNH&H) |
Country | USA |
Whyte | 4-6-0 |
Number in Class | 4 |
Road Numbers | 13-14,11-12/27-28, 25-26/ |
Gauge | Std |
Number Built | 4 |
Builder | Burnham, Williams & Co |
Year | 1891 |
Valve Gear | Stephenson |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 12.50 / 3.56 |
Engine Wheelbase (ft / m) | 23.25 / 5.73 |
Ratio of driving wheelbase to overall engine wheelbase | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 48.75 / 14.86 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 34,000 / 15,422 |
Weight on Drivers (lbs / kg) | 94,270 / 42,760 |
Engine Weight (lbs / kg) | 121,500 / 55,112 |
Tender Loaded Weight (lbs / kg) | 77,300 / 35,063 |
Total Engine and Tender Weight (lbs / kg) | 198,800 / 90,175 |
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) | 52 / 26 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 62 / 1575 |
Boiler Pressure (psi / kPa) | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 21" x 24" / 533x610 |
Tractive Effort (lbs / kg) | 20,314 / 9214.29 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.64 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 239 - 2.25" / 57 |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | 13.04 / 3.97 |
Firebox Area (sq ft / m2) | 151.10 / 14.04 |
Grate Area (sq ft / m2) | 26.90 / 2.50 |
Evaporative Heating Surface (sq ft / m2) | 1966 / 182.71 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 1966 / 182.71 |
Evaporative Heating Surface/Cylinder Volume | 204.37 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 3766 |
Same as above plus superheater percentage | 3766 |
Same as above but substitute firebox area for grate area | 21,154 |
Power L1 | 4093 |
Power MT | 287.16 |