Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 337. Works numbers were 3506, 3505 in 1891.
This pair's driver diameter definitely points to freight service. Like other Adirondack locomotives, the pair went through a number of road changes. Each corporate shift was accompanied by a road number change starting with the Central Vermont (235, 234), then Rutland (481, 480), New York Central and Hudson River (2062, 2061), and finally Rutland again (62, 61).
Once back on the Rutland, the 61 worked another four years before reitirng in December 1918. 62, on the other hand, remained in service another eight years before its December 1926 retirement.
Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 333-334. Works numbers were 4932-4933 in 1898.
This pair of Ten-wheelers bore the heralds of several New York Central-related railroads. Starting on the StL&A, the engines were soon bought by the Central Vermont and later served the Rutland. Ultimately, they received the NYC's own F-13 designation.
Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 337. Works numbers were 2983-2985 in 1894.
As they built the Van Cortland cutoff on the New York Central and Hudson River's Putnam Division, railroad contractors Smith & Hanfield bought this trio of low-drivered Ten-wheelers from the Ocean State builder. All had names as well, 62 being called "Frank" and 63 named "Dick". After their contractor duties, the engines went directly to the O&LC.
When the Rutland gained control of the O&LC in 1901, the new owners changed the road numbers and when the NYC&HR took control of the Rutland in 1904, they placed the engines in class F-15. An update of the numbers came in 1905 as they asynchronously assigned them in 60, 58, 59.
Finally, local interests were able to regain Rutland to independence in 1914 and lopped 2000 off each road number..
60 went to the ferro-knacker in January 1919, followed by the other two in December 1921.
Data from Dimensions and Classifications of Locomotives of the NYC&HR et al, September 1905, p. 333-334. Works numbers were 26626-26627, 26576-26577, 26628-26631 in 1902.
At the same time this octet of Ten-wheelers came on the Rut, stock buys over the previous couple of years placed the railroad under New York Central control. So for the first several years, the engines bore NYC class IDs and road numbers. Moreover, the Central began installing superheaters; see Locobase 14569 for the rest of the story.
Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 20.
Locobase 14556 showed this class of freight Ten-wheelers as they were delivered in 1902.
Beginning in Agust 1912 with the 2051, the shops began installing superheaters. Many such makeovers were confined to the boiler and this design is a good example of that practice. At the cost of only one ton of adhesion weight, the F-11s sacrificed 160 of their tubes (nearly half of the original total) for 24 flues and their associated elements. This represented a more than 10% drop in combined heating surface area, but a gain in the provision of drier, more powerful steam. Four arch tubes contributed to the direct heating surface area.
Over the next sixteen years, the other seven of the class followed suit. After court decisions concerning competition in Lake Champlain boat service led the NYC to sell much of its stake to the New Haven. One result was the truncation of NYC road numbers to the last two digits in 1914. That change is reflected in the superheater schedule shown, arranged in order of the installation date, just below:
road number Month-year superheated Year retired
52 September 1912
54 October 1913
55 October 1914
50 April 1915
53 January 1916
A gap of 11 years then followed before
57 May 1927
56 April 1928
The upgrade and financial constraints considerably lengthened this class's careers. 54
was retired in October 1946, 55-56 followed in April 1948 and joined by 57 in 1950. The other four finished off the class in 1951, with 51 going last in December.
Data from "Ten-wheel Engine for the Rutland," Railway & Locomotive Engineering, Vol (March 1903), p. 121, supplemented and amended through NYC&HR 9 -1905 Locomotive Diagram book supplied in May 1905 by Allen Stanley from his extensive Rail Data Exchange collection. Schenectady works numbers were 26413-26414 (200-201) and 26574-26575, 26833-26835 (206-207, 210-211). Manchester's were 26414-26417 (202-205).
The 1946 roster archived at [], last accessed 23 August 2008, shows a mixture of Manchester and Schenectady origins.
11" (278 mm) piston valves had maximum travel of 6"(152 mm). The 1903 R&LE reported the firebox heating surface area as 178.85 sq ft (16.62 sq m). The New York Central diagram's number suggests that the firebox had arch tubes adding 19.25 sq ft (1.79 sq m).
Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 22.
Like the F-11 conversions shown in Locobase 145 , the F-12 upgrade from the original saturated engines (Locobase 9476) was confined to the boiler, where 146 small tubes were sacrificed to make room for the moderately dry superheater installation. The 49 is shown in the diagram to have had 162 small tubes after the conversion.
Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 23.
This trial horse carried the Cole superheater in an early exploration of the concept. Locobase refers the reader to a detailed description of the Cole superheater at [] . The principal features were two vertical headers in the smokebox and a pair of concentric tubes within each flue. The inner tube brought the steam from a header back to within 3 feet of the rear tubesheet, at which point it returned along the outer tube to a second header and then down to the cylinders.
The superheater installation was smaller and less effective than the Schmidt design and this was the only application on the Rutland. An early report on its service use came from Grant Hall, superintendent of motive power for the Canadian Pacific's divisions west of Fort William: "The Cole type is a constant trouble from leakage at Joints where small headers bolt to main header and can not be maintained tight for any length of time. In tightening them up, which is frequently done, the studs, which were enlarged from % to % inch, are strained, broken and pulled out from main header. When leaking, the flat face on main header as well as the grooved bed in the small headers are cut by steam leaks, necessitating plugging, etc., making it very costly to maintain, not saying anything about holding engine out of service or extra fuel consumption." ("Superheating", Railway Age Gazette, Vol XLV, No 2d, 24 June 1908, p. 322.)
Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 17. See also George H Drury, Guide to North American Steam Locomotives, Revised Edition (Waukesha, WI: Kalmbach Books, 2015), p. 282. Works numbers were 51564-51569 in 1912.
George Drury described the sextet delivered in 1912 as differering from earlier Rutland 4-6-0s in at least two key respects. As delivered, their boilers included superheaters and cylinders received steam through the outside constant-lead radial valve gear. Firebox heating surface area included the area offered by four 3" *76.2 mm) arch tubes.
Data from 1925 Rutland Locomotive Diagram book digitized at Middlebury College in Vermont and made available on the Web at [], p. 18. Works numbers were 47308-47311 in 1910.
The Rutland bored out the 22" cylinders to 22 1/2" soon after delivery. Firebox heating surface area included the area offered by four 3" (76.2 mm) arch tubes.
Delivered with saturated boilers, the four engines received superheaters beginning in August 1913 (70). 71 was next in November 1917, followed by 72 in February 1920 and 73 in August. Walschaert radial valve gear replaced the Stephenson link motion in February and November 1917 (70-71) and February and August 1920 (72-73). didn't quite equal the superheater areas of the F-2js, which were delivered with the same number of flues.
NB: The F-2j diagram on Page 17 (Locobase 14576) shows 225 two-inch (50.8 mm) tubes and 32 5 3/8" (137 mm) flues and gives an evaporative heating surface of 2,782.7 sq ft. The diagram for the F-2k gives the same counts for its boiler ttubes and flues.
But the data in the Rutland's 1925 diagram gives the lower value for the EHS shown in Locobase's specs.
Locobase figures there are two ways to reconcile the disparity. One is by reducing the 2" tube count by 14 to 211, which yields an identical tube & flue heating surface area. The other is to reduce the each tube and flue length by 9" (229 mm), which this entry now shows. That reduction would also account for the lower superheater area as the elements would be shorter as well.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 31/F-14 | 8/251/420/ F-13 | Clinton / F-15 | F-1/F-11 | F-11A |
Locobase ID | 14559 | 14558 | 14560 | 14556 | 14569 |
Railroad | Adirondack & St Lawrence (Rutland) | St Lawrence & Adirondack (Rutland) | Ogdensburg & Lake Champlain (Rutland) | Rutland (Rutland) | Rutland (Rutland) |
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 | 2 | 3 | 8 | 8 |
Road Numbers | 32, 31/234-235/480-481/2155-56/2061-62 | 8-9/251-252/420-421/2153-2154/2063-2064 | 61-63/336-338/490-492/2157-59/2060-2058 | 212-213, 424-423, 482-485/2050-2057/50-57 | 50-57 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 2 | 2 | 3 | 8 | |
Builder | Schenectady | Schenectady | Rhode Island | Alco-Schenectady | Rutland |
Year | 1891 | 1898 | 1894 | 1902 | 1912 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11.50 / 3.51 | 14.50 / 4.42 | 14.67 / 4.47 | 14.83 / 4.52 | 14.83 / 4.52 |
Engine Wheelbase (ft / m) | 21.58 / 6.58 | 25.83 / 7.87 | 24.91 / 7.59 | 25.83 / 7.87 | 25.83 / 7.87 |
Ratio of driving wheelbase to overall engine wheelbase | 0.53 | 0.56 | 0.59 | 0.57 | 0.57 |
Overall Wheelbase (engine & tender) (ft / m) | 46.17 / 14.07 | 52.95 / 16.14 | 47.08 / 14.35 | 56.42 / 17.20 | 56.42 / 17.20 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 91,000 / 41,277 | 123,000 / 55,792 | 82,200 / 37,285 | 130,000 / 58,967 | 132,000 / 59,874 |
Engine Weight (lbs / kg) | 116,000 / 52,617 | 161,000 / 73,028 | 112,000 / 50,802 | 165,000 / 74,843 | 168,000 / 76,204 |
Tender Loaded Weight (lbs / kg) | 74,000 / 33,566 | 104,800 / 47,537 | 77,000 / 34,927 | 122,500 / 55,565 | 122,500 / 55,565 |
Total Engine and Tender Weight (lbs / kg) | 190,000 / 86,183 | 265,800 / 120,565 | 189,000 / 85,729 | 287,500 / 130,408 | 290,500 / 131,769 |
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 4500 / 17.05 | 3300 / 12.50 | 6200 / 23.48 | 6200 / 23.48 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8 / 7 | 10 / 9 | 8 / 7 | 10 / 9 | 10 / 9 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 51 / 25.50 | 68 / 34 | 46 / 23 | 72 / 36 | 73 / 36.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 57 / 1448 | 61 / 1549 | 57 / 1448 | 63 / 1600 | 63 / 1600 |
Boiler Pressure (psi / kPa) | 160 / 1100 | 200 / 1380 | 140 / 970 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 | 20" x 28" / 508x711 | 19" x 24" / 483x610 | 21" x 26" / 533x660 | 21" x 26" / 533x660 |
Tractive Effort (lbs / kg) | 18,553 / 8415.51 | 31,213 / 14158.00 | 18,088 / 8204.59 | 30,940 / 14034.16 | 30,940 / 14034.16 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.90 | 3.94 | 4.54 | 4.20 | 4.27 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 240 - 2" / 51 | 353 - 2" / 51 | 234 - 2" / 51 | 342 - 2" / 51 | 192 - 2" / 51 |
Flues (number - dia) (in / mm) | 24 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 12.04 / 3.67 | 14 / 4.27 | 11.83 / 3.61 | 16 / 4.88 | 15.75 / 4.80 |
Firebox Area (sq ft / m2) | 137 / 12.73 | 211 / 19.60 | 152 / 14.12 | 184 / 17.09 | 184 / 17.09 |
Grate Area (sq ft / m2) | 25.60 / 2.38 | 30.33 / 2.82 | 19.20 / 1.78 | 44.49 / 4.13 | 44.49 / 4.13 |
Evaporative Heating Surface (sq ft / m2) | 1650 / 153.29 | 2798 / 259.94 | 1601 / 148.74 | 3049 / 283.26 | 2288 / 212.56 |
Superheating Surface (sq ft / m2) | 418 / 38.83 | ||||
Combined Heating Surface (sq ft / m2) | 1650 / 153.29 | 2798 / 259.94 | 1601 / 148.74 | 3049 / 283.26 | 2706 / 251.39 |
Evaporative Heating Surface/Cylinder Volume | 233.38 | 274.85 | 203.17 | 292.61 | 219.58 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4096 | 6066 | 2688 | 8898 | 8898 |
Same as above plus superheater percentage | 4096 | 6066 | 2688 | 8898 | 10,233 |
Same as above but substitute firebox area for grate area | 21,920 | 42,200 | 21,280 | 36,800 | 42,320 |
Power L1 | 5020 | 7696 | 3985 | 7999 | 14,047 |
Power MT | 364.85 | 413.82 | 320.64 | 406.96 | 703.82 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | F-12 | F-12A | F-12Ax | F-2j | F-2k |
Locobase ID | 9476 | 14570 | 14571 | 14576 | 14577 |
Railroad | Rutland (Rutland) | Rutland (Rutland) | Rutland (Rutland) | Rutland (Rutland) | Rutland (Rutland) |
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 | 10 | 5 | 1 | 6 | 4 |
Road Numbers | 200-207, 210-211/2040-49/40-49 | 40, 42-43, 48-49 | 45 | 74-79 | 70-73 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 10 | 6 | 4 | ||
Builder | Alco - multiple works | Rutland | Rutland | Schenectady | Schenectady |
Year | 1902 | 1913 | 1910 | 1912 | 1913 |
Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Steph/Walsch |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 14.83 / 4.52 | 14.83 / 4.52 | 14.83 / 4.52 | 15.83 / 4.82 | 15.83 / 4.82 |
Engine Wheelbase (ft / m) | 25.83 / 7.87 | 25.83 / 7.87 | 25.83 / 7.87 | 27.96 / 8.52 | 27.96 / 8.52 |
Ratio of driving wheelbase to overall engine wheelbase | 0.57 | 0.57 | 0.57 | 0.57 | 0.57 |
Overall Wheelbase (engine & tender) (ft / m) | 56.25 / 17.14 | 56.17 / 17.12 | 56.17 / 17.12 | 60.33 / 18.39 | 60.33 / 18.39 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 118,000 / 53,524 | 117,000 / 53,070 | 117,000 / 53,070 | 155,000 / 70,307 | 159,100 / 72,167 |
Engine Weight (lbs / kg) | 155,000 / 70,307 | 158,000 / 71,214 | 157,000 / 71,214 | 211,000 / 95,708 | 204,600 / 92,805 |
Tender Loaded Weight (lbs / kg) | 118,000 / 53,524 | 116,400 / 52,798 | 116,400 / 52,798 | 104,800 / 47,537 | 104,800 / 47,537 |
Total Engine and Tender Weight (lbs / kg) | 273,000 / 123,831 | 274,400 / 124,012 | 273,400 / 124,012 | 315,800 / 143,245 | 309,400 / 140,342 |
Tender Water Capacity (gals / ML) | 5900 / 22.35 | 5900 / 22.35 | 5900 / 22.35 | 7500 / 28.41 | 7500 / 28.41 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 9 / 8 | 9 / 8 | 9 / 8 | 12 / 11 | 12 / 10.90 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 66 / 33 | 65 / 32.50 | 65 / 32.50 | 86 / 43 | 88 / 44 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 69 / 1753 | 69 / 1753 | 69 / 1753 | 69 / 1753 | 69 / 1753 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 200 / 1380 | 200 / 1380 | 200 / 1380 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 20" x 26" / 508x660 | 20" x 26" / 508x660 | 22.5" x 26" / 572x660 | 22.5" x 26" / 572x660 |
Tractive Effort (lbs / kg) | 25,623 / 11622.41 | 25,623 / 11622.41 | 25,623 / 11622.41 | 32,429 / 14709.56 | 32,429 / 14709.56 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.61 | 4.57 | 4.57 | 4.78 | 4.91 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 312 - 2" / 51 | 166 - 2" / 51 | 216 - 2" / 51 | 225 - 2" / 51 | 225 - 2" / 51 |
Flues (number - dia) (in / mm) | 24 - 5.375" / 137 | 18 - 5.375" / 137 | 32 - 5.375" / 137 | 30 - 5.375" / 137 | |
Flue/Tube length (ft / m) | 14 / 4.27 | 14 / 4.27 | 14 / 4.27 | 15.92 / 4.85 | 15.17 / 4.62 |
Firebox Area (sq ft / m2) | 198 / 18.39 | 198 / 18.39 | 198 / 18.39 | 206 / 19.14 | 203 / 18.86 |
Grate Area (sq ft / m2) | 30.80 / 2.86 | 30.80 / 2.86 | 30.80 / 2.86 | 58.17 / 5.40 | 54.93 / 5.10 |
Evaporative Heating Surface (sq ft / m2) | 2485 / 230.86 | 1906 / 177.07 | 2128 / 197.70 | 2788 / 259.01 | 2627 / 244.05 |
Superheating Surface (sq ft / m2) | 375 / 34.84 | 293 / 27.22 | 582 / 54.07 | 537 / 49.89 | |
Combined Heating Surface (sq ft / m2) | 2485 / 230.86 | 2281 / 211.91 | 2421 / 224.92 | 3370 / 313.08 | 3164 / 293.94 |
Evaporative Heating Surface/Cylinder Volume | 262.96 | 201.69 | 225.19 | 232.92 | 219.47 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 6160 | 6160 | 6160 | 11,634 | 10,986 |
Same as above plus superheater percentage | 6160 | 7146 | 6899 | 13,612 | 12,854 |
Same as above but substitute firebox area for grate area | 39,600 | 45,936 | 44,352 | 48,204 | 47,502 |
Power L1 | 8458 | 15,263 | 14,007 | 17,401 | 16,284 |
Power MT | 474.07 | 862.80 | 791.80 | 742.50 | 676.93 |