Class E-1 (Locobase 1164)
Richard Cooper (in Jim Shaughnessy, Delaware and Hudson (Syracuse University Press, 1997 [originally Howell-North Books, 1982]) notes that these double cabs (camelbacks) were D&H conversions of a 4-4-0 (Schenectady, 1867) and two Moguls (Dickson, 1881).
They operated until the 1920s. 702 was sold in November 1920 to the Quebec, Montreal & Southern (QM&S) as their 150. The ex-Mogul 703 was scrapped in July 1927 and 704 followed in November 1928.
Class E-2 (Locobase 9512)
Data from "Schenectady Engine for Delaware & Hudson," Railway and Locomotive Engineering, August 1899, page 349 and D&HCCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5078-5087 in May 1899 and 5112-5117 in August 1899.
The main entry at Locobase 1166 discusses all of the E-2 subclasses. This entry shows one of the first batches to illustrate the installed "water bars" supplementing the firebox heating surface;these added 104.72 sq ft (9.73 sq m) to the total. These were later removed and often replaced by about 38 sq ft (3.53 sq m) of arch tubes.
E-2s were fitted with larger 60" (1,524 mm) tires in 1905-1908.
Class E-2 - sh and booster (Locobase 8361)
Data from D & H 1 - 1930 Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Booster for Tender Trucks Developed on D&H", Railway Age, Volume 73, No 4 (22 July 1922), pp. 145-147; and "Tender Booster Increases Tonnage 31 Per Cent", Railway Age, Volume 74, No 28 (16 June 1923), pp. 1433-1436; and "Bethlehem Auxiliary Locomotive", Railway Age, Volume 75 (15 August 1925), p. 320.
Locobase 1166 describes the as-delivered characteristics of this large camelback Consolidation class.
Four were later superheated at considerable expense in heating surface area. Two (713 & 726) received piston valves, but all retained their inside Stephenson valve motion.
Another signficant addition in the 1920s were M&L [McGrew & Loree] booster engines built into one of the tender's four-wheel trucks. Steam came directly from the pipes supplying the engine cylinders through a valve controlled by the engineer. Two 10" x 10" (254 x 254 mm)--later increased to 12" x 10" (305 x 254 mm) --took the steam at the same time it was fed into the geared transmission that lay between the two axles. Inside the transmission, a pinion engaged the large gear on the booster axle. Using the same steam supply for both operations ensured synchronization.
The gear drove the front axle and outside coupling rods turned the rear axle; both sets of wheels were counterbalanced. Cylinder exhaust entered a simple feed water heater in the tender. Original tractive effort was calculated as 12,200 lb (5,534 kg/54.27 kN) from 210 psi pressure. Larger cylinders increased tractive effort at 210 psi to 15,100 lb (6,849 kg/67.17 kN). One likely deterrent to potential users was the booster's weight, which came to 28,000 lb (12,701 kg).
After describing the successful 1923 tests, the RA's June report said that the D&H would install the booster in E2s. These four certainly used them, but it's not clear if any others were retrofitted.
By 1925, M&L had sold their design to Bethlehem Steel Company. Bethlehem modified the side equalizers with a "combination of elliptical and helical springs ...so arranged as to permit the introduction of jaws, shoes and wedges in a manner similar to locomotive practice" and "entirely independent of the truck frame, permitting great flexibility." Wheel diameter increased from 33" to 36" (838 to 914 mm). Gear ratio dropped from 1:4.25 to 1:2.25. All moving parts working in oil and lubricated automatically and larger wheels conferred an "ample fact of safety ...at 60 miles [97 kph] per hour." A tender booster weighed 31,000 lb (14,061 kg), which added between 10-12 tons (9.1-10.9 metric tons) depending on the type of truck replaced.
Class E-3a (Locobase 1167)
Data from 1933 D&H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and Jim Shaughnessy, Delaware and Hudson (Syracuse University Press, 1997 [originally Howell-North Books, 1982]), pp. 347. Works numbers and road numbers:
Builder Year Works numbers Road numbers
Dickson January 1903 27515-27530 222-237/843-858
Schenectady January 1904 28823-28846 198-221/819-842
Schenectady January 1905 30715-30729 183-197/804-818
Dickson February 1906 39792-39811 859-878
Schenectady July 1907 40542-40565 879-902
Richard Cooper (in Shaughnessy,) lays out the E-3a class of double-cab (camelback) Consolidations with the specifications as noted here. Note the 4" (102 mm) longer stroke and much bigger boiler when compared to the immediately preceding E-2 class .
He describes this class as "the backbone of the freight service ...right up until 1940." Even after the E-5, E-5a, and E-6 engines arrived later, the E-3s "were not displacecd. They worked side by side with these other classes, giving a performance record second to none.
Most were modified to some extent and about half were converted to single-cab E-51s. See E-40, E-48 (Locobase 1169) , and E-51 entries (Locobase 1170). Four E-38s saw a small increase in the weight on drivers. Engines 800, 803, 815, and 822-823 were fitted with Southern valve gear.
Class E-3a/E-40 (Locobase 1168)
Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
17 double-cab (camelback) E-3a conversions with 210-psi boilers. E-40s were two engines with 21.5 x 30" cylinders and 190-psi boilers; E-42s (3 engines) had 21.5 x 30" cylinders, 200-psi boilers, and 183,150 lb on the drivers. 803, 815, 822-823 were later fitted with Southern valve gear.
Began leaving service in 1939 with the last hanging on until 1951.
Class E-3a/E-48 (Locobase 1169)
Data from 1933 D & H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Booster for Tender Trucks Developed on D&H", Railway Age, Volume 73, No 4 (22 July 1922), pp. 145-147.
28 double-cab (camelback) E-3a class given larger cylinders, superheater, Walschaert valve gear, and other upgrades.
901--among others--tested the M&L tender booster engine beginning in 1920. Apparently, the 901 was a test engine for a lot of things; it was later converted to a conventional-cab layout along with 894.
Most left service in the late 1940s.
Class E-3a/E-51 (Locobase 1170)
Data from D&H 1 -1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
53 E-3a converted to a conventional, single-cab layout while retaining the wide Wootten firebox and given larger cylinders, superheater, Walschaert valve gear, and other upgrades. Most were fitted with the universal chest, which was a square-shaped cover that held a piston valve.
999 was an E-3a that could readily convert from coal-burning to oil-burning for operation on the Chateaugay branch.
Most left service in the late 1940s.
Class E-5 - 1912 (Locobase 1172)
Data from D&H 1913 Assorted Locomotive Diagrams supplied in September 2018 and 1933 D&H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 51084-51095 in May 1912 (road numbers 1055-1066), 53294-53308 in April 1913 (1067-1081), and 54808-54822 in August 1914 (1082-1096).
1007-1024 were the only double-cab (camelback) members of the E-5 class; see Locobase 5376. The 1907-1908 batch had conventional cabs, but were otherwise similar to the earlier order; see Locobase 16410.
By 1912, the D&H ordered the balance of the E-5 stud with superheaters installed. The earlier locomotives were also upgraded along similar lines. The first five locomotives--1009, 1012, 1016, 1018, 102-- were made over by 1915, initially appeariing with cylinders bored out to 24" (610 mm) and smaller superheater areas; see Locobase 16412.
By the early 1930s, the entire class--both newly built and upgraded 1906-1908 locomotives--had stabilized on the larger cylinder volume with boiler pressure set between 200 and 210 psi. The chief distinction between these 1912 locomotives and the earlier engines now lay in the later addition of 60 sq ft (5.57 sq m) of thermic syphons.
Some boilers were reused on other locomotives. Retirements began in 1942 and continued until 1953.
14 engines were converted to B-7 0-8-0 switchers. These retired in 1951-1953.
Some boilers were reused on other locomotives. Retirements began in 1942 and continued until 1953.
14 engines were converted to B-7 0-8-0 switchers. These retired in 1951-1953.
Class E-5 - 1st batch - double cab (Locobase 5376)
Data from table in the June 1907 issue of AERJ. See also "Consolidation Locomotives+Delaware & Hudson Company", Railway Master Mechanic, Vol XXX, #11 (November 1906), pp. 374-376. Works numbers were 40566-40571 in June 1906 and 43272-43281 in March 1907.
Part of a 90-engine group of single- and double-cab Consolidations built from 1906 to 1914, This first batch were the only double-cabs (camelbacks) in the class.
The RMM report notes another benefit of adopting Walschaert over Stephenson link valve motion: "The Walschaert valve gear used, makes it possible to introduce a system of transverse bracing of the frames, and vertical supports between boiler and frames, that cannot be done as well, or in fact not at all when the Stephenson valve motion is used. Full advantage is taken of this opening to use an improved bracing that must be of immense value in reducing cost of repairs."
See Locobase 1172 for outline of the entire class.
Class E-5 - 2nd batch - conventional (Locobase 16411)
Data from D&H 1913 Assorted Locomotive Diagrams supplied in September 2018 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 44710-44739.
Locobase 5376 shows the first batch of this Consolidation design. They were the only E-5s delivered with the double cab (aka camelback or Mother Hubbard).
This set of 30 engines were essentially duplicates with the significant difference of placing the two crew side by side behind the firebox as was the arrangement in virtually all steam locomotives. The diagram suggests just how little room there was in this style of cab as the wide firebox remained and still burned anthracite culm.
Class E-5 - superheated (Locobase 16412)
Data from D&H 1927 Assorted Locomotive Diagrams supplied in September 2018 and 1933 D&H locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
1007-1024 were the only double-cab (camelback) members of the E-5 class; see Locobase 5376. The 1907-1908 batch had conventional cabs, but were otherwise similar to the earlier order; see Locobase 16411.
By 1912, the D&H ordered the balance of the E-5 stud with superheaters installed; see Locobase 1172. The earlier locomotives were upgraded by 1920 along similar lines, but fitted with cylinders bored out to 24" (610 mm) and smaller superheater areas. They did not have reduced-pressure boiler settings.
During the 1920s, some of the earlier engines received 25" cylinders: 1014, 1018, 1031, 1035, 1037, 1047, 1051. Most of the double-cab engines (1007-1024) received conventional cabs in the late 1920s. Only 1007, 1014, 1018, 1023 remained double-cabs until their retirements.
By the early 1930s, the entire class--both newly built and upgraded 1906-1908 locomotives--had stabilized on the larger cylinder volume with boiler pressure set between 200 and 210 psi.
Fourteen members of the original two classes were rebuilt at B-7 0-8-0 heavy switchers with road numbers 151-164. Their boiler pressures were raised to 225 psi (15.5 bar) and cylinder volume increased by boring cylinders out to 25 1/2" (648 mm). Lateral-motion devices made them available for road service at speeds up to 35 mph (56 kph). Only 153, 162, and 164 had fireboxes fitted with thermic syphons.
151-153, 155, 162-163 trailed "clear vision" tenders held 9,000 US gallons of water (34,065 litres) and 14 tons of coal in a long, low profile mounted on a cast-steel frame.
Retirements began in 1942 and continued until 1953.
14 engines were converted to B-7 0-8-0 switchers.
Class E-5-A - 1114 (Locobase 16413)
Data from [
] diagram. See also and D&H 1 -1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.
Locobase 1173 shows all twelve of the E-5-A class, but Locobase felt it was worth singling out this engine's boiler, which made it the only Consolidation with a Type E superheater to enter service on a US railroad. (Locobase 4356 shows the Canadian National's N-5-d class of 1930, also fitted with a Type E.).
The 1114's boiler used a mixture of 62 2" tubes and 194 3 1/4" flues. Its superheater area waas calculated to be almost double that of the regular E-5-As. The boiler pressure is a bit deceiving; the valve train was set to allow a maximum of 76% cutoff; D&H's calcuated tractive effort was 71,000 lb (32,207 kg or 315.82 kN).
Photographs emphasize the enormous Wootten firebox, which by now was burning bitiuminous coal. Below the outer edges of the grate were prominent chutes whose mouths angled in to deposit the grate's ash in the pits.
Although a loner, the 1114 lasted in service as long as the rest of the class and was sold for scrap with the rest of them in August 1953.
Class E-5a (Locobase 1173)
Data from [] diagram. See also and D&H 1 -1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 31 December 1918 email providing the
These twelve engines built at D&H's Colonie shops used new boilers supplied by Alco. 1112 had 24 1/2 x 32" cylinders and a 275-psi boiler, 1114 had 24 x 32" cylinders and a 300-psi boiler. The others began operation at 250 psi but increased pressure to 265 psi in 1931
Chris Hohl noted that the locomotive diagram shows that the tender water capacity and weights increased in the last four; an increase to 13,500 US gallons (51,098 litres) led to a loaded weight of 181,300 lb (82,237 kg).. Grate areas varied considerably. The surface shown in the specs refers to 1117, 1121-1122. 1118-1120 had a grate area of 83.34 sq ft (7.75 sq m), while 1111, 1113, 115-1116 owned 87.97 sq ft (8.15 sq m). Firebox heating surface included 60 sq ft (5.6 sq m) of arch tubes.
In any event, these were lately built and large 2-8-0s. All left service in 1952-1953.
Class E-6a (Locobase 5426)
Data from the May 1916 issue of RME. Works numbers were 55555 in March 1916, 59895-59914 in August 1918.
These Wootten-firebox locomotives were of conventional single-cab design of mammoth proportions for a Consolidation. The first of this class was delivered in 1916 with a bp of 200 psi.
Even the sizable boiler was only just enough to supply steam to the large cylinders. All but 1219 had their bps raised to 215 psi in 1926. 1219 received a welded boiler in 1937 that allowed an operating pressure of 225 psi.
Using relatively tall drivers, they toiled away for decades only retiring in 1951-1953.
Class S-1 (Locobase 1163)
Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 338 in March 1882, 339-340 in April.
Careful investigation of the tables and diagrams in the 1901 book revealed the 340th locomotive produced by Dickson and delivered in the early 1880s. Edson's later compilation confirmed the 340 and revealed that it was the last of three camelback Consolidations delivered in 1882.
Perhaps because they were relatively small for Consolidations, the first two didn't complete 20 years before they were discarded and 125 (as the 340 was renumbered) was dropped between 1905 and 1907.
Class U-II/E-1a (Locobase 1165)
Data from "Dickson Locomotives for the Delaware & Hudson, Railway Age, Volume XXVI [24], No 20 (18 November 1898), p. 847. See also D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and Jim Shaughnessy, Delaware and Hudson (Syracuse University Press, 1997 [originally Howell-North Books, 1982]). (Thanks to Chris Hohl for pointing out inconsistencies in several measures. See below.) Works numbers were 993, 998-999 in March 1898, 1000-1003 in April, and 993 in December.
Several different roster compilations that presented inconsistent information confused Locobase about this class for quite some time. For example, Edson shows a Dickson builder's number series that suggest all were built in 1898. Shaughnessey's compilation, however, states specfically that the 233, 236, and 244 were rebuilds of earlier Dickson engines by Dickson.
Chris Hohl's provision of a link to the Railway Age article together with the 1901 diagram information provides the best resolution, and even then there are discrepancies. The RA report does not describe the firebox beyond its Wootten-inspired large grate. The 1901 diagram shows a basic firebox area of 170 sq ft (15.79 sq m) with an additional 104 sq ft (9.66 sq m) of water bars.
The December engine was delivered as a cross-compound featuring relatively massive 23" (584 mm) HP and 34" (864 mm) LP cylinders with identical 26" strokes. This engine was soon rebuilt as a simple engine of the U-II class.
Whatever their origins, the septet remained in D&H service until scrapped in 1927-1928.
Class W /E-2a, E-2b (Locobase 1166)
Data from [
], amended by D & H locomotive diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.
A large class of double-cab (Camelback) Consolidations built by Alco-Schenectady (712-727, 755-764, 777-780), Dickson (728-752, 781-785; works #1067-1076, 1128-1132, 1149-1154), Alco-Dickson (765-776; works #1301-1312--see Locobase 11477), and D&H (753-754).
Most remained relatively unchanged until they left service beginning in 1927; the last went to the boneyard in May 1951.
A photograph shows them to have had slide valves with inside valve gear, big Wooten firebox that was the driving reason behind the double-cab layout, closely spaced steam and sand domes, and a straight stack. 754 was later fitted with Baker valve gear, but retained its slide valves.
Locobase 9512 shows one of the Schenectady batches with the installed "water bars" supplementing the firebox heating surface;these added 104.72 sq ft to the total. These were later removed and often replaced by about 38 sq ft of arch tubes. E-2s were built with 56" drivers and were fitted with larger tires in 1905-1908.
Some diagrams show 300 tubes in the unsuperheated engines (for a total of 2,385 sq ft of evaporative heating surface), which may reflect a later reboilering.
The table shows a variety of weights among the several batches, but the other dimensions remained constant. Four were later superheated.
Class W-1 /E-4 (Locobase 1171)
Data from D&HCo 1901 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Consolidation Pushing Locomotive," American Locomotive and Railroad Engineer, Volume 73, No 12 (December 1899), pp. 398-399. Works numbers were 5088-5092, 5111, and 5868.
Although given a later class identification in 1915, these camelbacks preceded the E-3a. They had larger boilers and large Wootten grates for burning anthracite. The firebox heating surface area includes 85 sq ft (7.90 sq m) of "water bars". They were regarded as huge at the time, when the AERJ report stated that other than some Baldwin compounds for the Lehigh Valley (Locobases 5375, 9934, 5338) and the 4-8-0s built for the Illinois Central (Locobase 190), these boilers held "the largest total heating surface in locomotive practice of which we have record."
All were converted as single-cab B-5 0-8-0 switchers in the 1920s.
Class W-3/E-2a, b (Locobase 11477)
Data from "New Locomotive Building," The Railway Age, Vol XXXI, No 8 (19 April 1901), p 93; D&H 1913 Steam Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange;D&H Motive Power Class Book, Delaware and Hudson Rail Road (sic), 1899-1946; and Jim Shaughnessy, Delaware and Hudson (Syracuse University Press, 1997 [originally Howell-North Books, 1982]). Works numbers were 1300-1302 in January 1902, 1303-1304 in February, 1306-1309 in March, 1310 in April, and 1311-1312 in May.
The D&H procured batches of simple-expansion, "double cab", Wootten-boilered Consolications right at the turn into the 20th Century. Those produced at Schenectady just as it became the headquarters of the American Locomotive Company appear in Locobase 1166. Although Dickson had formally joined Alco at the same time as Schenectady, the Scranton, Pa builder appaently had assigned works numbers before the amalgamation.
Although they were delivered with 56" (1,422 mm) drivers, all were fitted with thicker tires as shown in the specs.
Class IDs listed in various D&H locomotive diagram books do not always agree book-to-book about which engines belong to which class.
The Dickson-built locomotives served the D&H for decades. Between 1915 and 1919, wrote Shaugnessey, they were "modified slightly to conform with and reclassed E-2a. Althoogh many went to the scrapper before World War II, a half dozen or so remained on the roster until
