Right side builder's photo of the original H10 #8000. Built by Lima in May 1922, B/N 6242.
Left side builder's photo of the original H10 #8000.
Right side builder's photo of the first production H10a #1. Built by Lima in September 1922, B/N 6357.
-10- New York Central Class HlO 2-8-2 Type Mikado Locomotives R. S. Curl
The H10 class locomotive was the first result of the location of the throttle between the superheater and the efforts of William E. Woodard, Vice President and Chief cylinders eliminated the usual damper and rigging and Engineer of the Lima Locomotive Works, to develop a also enabled the locomotive to respond more quickly to more powerful and more efficient steam locomotive than changes made by the engineer in the throttle position. those in service during the early 1920's. Lima's Since the throttle valve was not in the steam dome, a management approached the President of the New York steam separator was placed at the highest point in the Central, Alfred H. Smith, to agree to test and later, if dome to remove water from the saturated steam before successful, purchase a locomotive incorporating it entered the dry pipe. Woodard's ideas and designs. Another improvement was the use of superheated steam As a result, Lima constructed, at its own expense, one for the feed water pump, air pump, electric turbo-generator, locomotive, Michigan Central8000, in May, 1922, on order stoker engine and booster engine. The piping to these L-1027. The basic design evolved from the ten Michigan auxiliaries was also arranged to use saturated steam if Central class H7e 2-8-2's, built in 1920 along with 50 it became necessary. similar locomotives for the Big Four, that were considered The incorporation of the above specialty equipment on to be very powerful and efficient locomotives. one locomotive was a first. Other locomotives had been Comparative specifications for the H7e and H10 are: modified with feedwater heaters, stokers, or boosters; H10 ------'-M.:..::C~&--=-CC.::...C=...c&:...cS:...:T:..::L=-..::.::H__ 7.::...e ______MC H10 No. 8000 Increase/Decrease
Weight on Drivers 246,000 lbs. 245,500 lbs. 500 lbs. D - 0.2% Total Weight 328,000 lbs. 334,000 lbs. 6000 lbs. I - 1.3% 11 11 11 11 Cylinders, Dia. & Stroke 27 X 30 28 X 30 1" I + 3.6% Tractive Effort w/o Booster 59,000 lbs. 63,470 lbs. 4470 lbs. I+ 7.6% Tractive effort w/ Booster 74,470 lbs. 15,470 lbs. I + 26.3% Grate Area 60 sq. ft. 66.4 sq. ft. 6.4 I I+ 10.7% Stearn Pressure 200 lbs. 200 lbs. Drivers, Diameter 63" 63" Heating Surface, Tubes 4400 sq. ft. 4287 sq. ft. 113 sq. ft. D - 2.6% Heating Surface, Firebox 250 sq. ft. 291 sq. ft. 41 sq. ft. I + 16.4% (incl. arch tubes) (incl. arch tubes) Heating Surface, Superheater 1163 sq. ft. 1780 sq ft-Type E 617 sq. ft. I+ 53.1% Tubes, large 45-5-3/8" dia 25 3-3-i" dia Tubes, small 281-2" Tube length 21'-o" 20'-o" 1'-o" D The H10 was designed to provide a significant increase however, the 8000 was probably the first new locomotive in hauling capacity without exceeding the weight on to be built with these improvements. The 8000 was also driving wheels of locomotives in the H7e class, which probably the first locomotive to be built with a Type E were already at the capacity of .the track and bridges superheater and a front-end throttle. in use at that time. Several other innovative design improvements were the As the chart above indicates, with a 1.8% increase in large 12" radius firebox comer design, and larger arch total weight, the tractive effort increased 7.6% without tubes for improved firebox maintenance, better water booster and 26.3% with booster. Fuel economy, based on circulation, and more even water leg temperatures. the ability to obtain maximum drawbar output for the fuel consumed, was another goal obtained through the Another feature that requires mention was the outside use of fuel-saving devices. Two of these devices were the steam dry pipe. This was necessitated by the location Superheater Company's Type E Superheater and the of the throttle in the smokebox between the superheater Elesco Feedwater Heater. The Type E Superheater was and cylinders and the desirability of shutting off steam designed to give a higher degree of superheat than the from the throttle without killing the locomotive. The 8000 Type A design, which was considered the standard in was the first locomotive built with an outside dry pipe. that era. At the same time, larger steam pac;;sages were Others included 200 NYC HlOa's, 45 B&A A1 2-8-4's, 51 incorporated between the superheater header and the IC 2-8-4's, 10 KCS 2-8-8-0's, 10 MKT 0-8-0's, and 6 CNR throttle. The feedwater heater utilized exhaust steam to S-4 2-8-2's. heat the feedwater from the tender tank temperature to The unique location ofthe sand dome was its placement about 225°F. · behind the steam dome. This location was necessary The throttle was a Chambers double poppet valve type because of the outside dry pipe from the steam dome to located ahead of the stack on top the smokebox. The the superheater header. Again the 8000 was a first. -11- H10a #4 at Indianapolis, Indiana, October 1, 1930. Photo by J. H. Westbay, Curl collection.
H10a #140 at Beech Grove, Indiana, June 7, 1924. One of the first applications of a 15,000 gallon 12-wheel tender to an H10a locomotive. Photo by J. H. Westbay, Curl collection. -12- · The 8000 was an improved NYC H7e design. Both An interesting fact concerning the drawbar pull figures classes had 86 inch (O.D. at first course) straight top is the decrease ofthe HlO drawbar pull at speeds between boilers. The 8000' s firebox was 9 inches wider than the 3 mph and 10 mph, it being more rapid than the H7e. H7e's; it was 114-1/8 inches long and 84-114 inches wide The minimum difference in drawbar pull occurred at inside, the same as the NYC class H6a USRA light 2- about 15 mph. At higher speeds the lines separated in 8-2. Although the calculated grate area of the HlO was favor of the HlO. 66.8 sq. ft., it was always carried as 66.4 sq. ft. in official Drawbar horsepower also increased as the HlO records. developed 1352 DBHP for every 6000 lbs. of coal consumed An interesting question arises, therefore, since the per hour and 1225 DBHP at a coal firing rate of 5000 firebox dimensions of the USRA heayy 2-8-2 and a lbs. per hour. This was an 8% increase in DBHP for the combustion chamber were not used for the HlO. This extra cost in coal. The H7e developed 1000 DBHP versus design would probably have produced a much more 970 DBHP under the same conditions, an increase of only improved locomotive than was obtained. The grate would 3%. The H7e developed a maximum of 2300 DBHP at have been 6 inches longer and the same width. Weight 22 mph. At 25 mph drawbar horsepower of the H10a on the trailing truck may have been a problem since the was 2730, and at 30 mph was 2560. This was with 210 as-built weight was 58,500 lbs. Combustion chambers lbs. boiler pressure. With 200 lbs. B.P. the DBHP was were evidently a nemesis to the NYC at that time as 2370 (30 mph) and 2595 (25 mph). Cylinder horsepower only the Ll Mohawks and H6 and H9 Mikado classes was estimated at 3070 from performance curves (200 # were so equipped. Combustion chambers were B.P.). subsequently removed on a few Ll and H6a locomotives. The advantages of the HlO over the H7 in drawbar Special effort was taken to keep the H10 weight within pull, drawbar horsepower and the 8% decrease in fuel the same axle loads as the H7e. Hollow axles and hollow consumption led the New York Central System to main cranck pins were used. Special quality steels were immediately order 200 locomotives duplicating the 8000's used in the main and side rods to gain strength and to design. These figures also led the NYC to add feedwater reduce section and weight. Dynamic augment was heaters and boosters to many of its H7 2-8-2's. reduced considerably compared to that of the H7e. The Two hundred additional Mikados, classified H10a were foundation brake rigging was 1800 lbs. lighter than that ordered as follows: of the earlier H7e. A mistake was the selection of the Lima Order L 1038 lighter weight Elvin stoker instead of the Duplex as the Nos. 1-65, New York Central ...... 65 engines Elvin performed poorly. Lima Order L 1038 Some of the specialties used on the 8000 were: Franklin Nos. 123-132 Michigan Central ...... 10 engines type A-1 radial buffer between the engine and tender; Alco Order S-1393 Commonwealth-Franklin engine truck; locomotive Nos. 66-82 New York Central ...... 17 engines booster, Type C-1; Commonwealth Type "B" Delta trailing truck with constant resistance centering device; American Alco Order S-1393 Arch Co's. Type P firebox arch; Franklin adjustable Nos. 133-182 Big Four ...... 50 engines wedges; Franklin grate shaker; Franklin sprinkler; Alco Order S-1393 Franklin Type "D" precision power reverse gear; Pyle Nos. 183-190 Boston & Albany ...... 8 engines National Type K-2 generator; Superheater Co's. Elesco Alco Order S-1403 feed water heater and Type "E" superheater; Baker-Pilloid Nos. 83-122 New York Central ...... 40 engines Co's. valve gear; McLaughlin flexible pipe joints, and the Alco Order S-1431 Nos. 191-200 Elvin stoker. The tender had Commonwealth's open Pittsburgh & Lake Erie ...... 10 engines bottom tender frame and 4-wheel tender trucks. One hundred twenty-two of the 200 engines were bought The 8000 was placed in service between Toledo (MC by the New York Central and assigned to Lines West. Yard) and Detroit (Junction Yard) and Toledo and The remaining 78 were purchased by subsidiary lines Jackson via Detroit. Test trains handled included one as indicated. The H10a's were the first system-wide design of June 30, 1922, consisting of 147 cars and 10,039 tons that also attempted a system-wide numbering scheme. at a maximum speed of 18 mph. The locomotive exceeded It was also the last until the 1936 renumbering program. the builder's expectations in both maximum drawbar pull and in economy of operation. Drawbar pull figures for the H7e, H10 and H10a locomotive were:
H7e HlO HlOa
Steam Pressure 200 lbs. 200 lbs. 210 lbs. (as built) Drawbar Pull, Starting 51' 150 lbs. >'<-58' 100 lbs. 61,000 lbs . Draw bar Pull, Starting w/Booster 67,300 lbs. 70,700 lbs. Draw bar Pull, 10 ~!PH 48,000 lbs. >'<-50' 500 lbs. 53,000 lbs. Draw bar Pull, 10 MPH w/Booster *55,600 lbs. 58,400 lbs. Drawbar Pull, 30 MPH 24,450 lbs. >'<29 '600 lbs. 31,100 lbs.
-;l: Figures calculated.
-13- H10a #2260 in the final year of service, July 10, 1952. As the #160, this engine figured in the H10a tests made between Sharon and Bellefontaine in July 1923. Photo by E. L. Novak, Curl collection.
H10a #151 in her early years. Note the 18" Dressel headlight and the 8-wheel tender, R. S. Curl collection. -14- The H10a' s were nearly identical in detail with the 8000. used another design with a 16,000 gallon water capacity. Specifications were: All locomotives were equipped with these tenders while Weight on Drivers ...... 248,000 lbs. the original four wheel truck tenders were placed behind Total Weight ...... 335 000 lbs. H7a-d's, K3's, and H5's having smaller tanks. Later all Cylinders, Dia. x Stroke ...... 2S" x 30" K14's and booster equipped Kll's got the early H10a Tractive Effort wI o Booster ...... 66,640 lbs. tenders. During the Second World War, many of the 18 Tractive effort of Booster ...... 10,700 lbs. ton tenders had coal board extensions applied to the (later listed at 11,550 lbs.) original collar. These extensions were of four types. Grate Area ...... 66.4 sq. ft. Perhaps the neatest was the Michigan Central curved Steam Pressure ...... 210 lbs. style, used on a few HlOa's. The Big Four had 3 designs, Drivers, Diameter ...... 63" a curved type, the straight extension design, and a sloping Heating Surface, Tubes ...... 4287 sq. ft. or angle board used on at least two locomotives. This Heating Surface, Firebox ...... 291 sq. ft. increased the coal capacity to 22 tons. However, the MC (incl. arch tubes) did not restencil their tanks to this figure but maintained Heating Surface, Superheater ...... 1780 sq. ft. - Type E the original18 ton figure. ' Tubes, large ...... 253 3%" O.D. Several other changes began in the late 1920's. These Tubes, small ...... None were the removal of the outside dry pipe and Chambers Tube length ...... 20' -0" front end throttle, new 78 inch and 82 inch long cabs Steam pressure was raised 10 lbs. over the 200 lb. setting replacin% the original 72 inch cabs, and finally the shifting of the 8000 and the H7e's. Due to the increased tractive of the arr compressors to the front deck, with or without effort, weight on drivers was now 248,000 lbs. Total engine pump shields. This gave the HlOa's the look ofthe HlOb's. weight was 1000 lbs. heavier than the 8000. Engine 184 may have been one of the first with the front The 122 NYC H10a's were assigned the heavy haul mounted air pumps. Nos. 2147 and 2153 were evidently assignments between Youngstown and Ashtabula, Ohio, scheduled to receive front mounted compressors. Cutouts the coal fields around Minerva, Ohio, on the Cleveland in the smokebox for pump clearance gave an indication Division, and probably mainline assignments between of the plan. Moving the dry pipe inside the boiler required Cleveland and Chicago. None were assigned to the Ohio a new American combination multiple throttle and Central Line, although it is possible they were used on superheater header and a revision in the tube layout. Six this rugged division. 3% inch O.D. tubes were removed and six 214 inch O.D. The 50 HlOa' s purchased by the Big Four were probably tubes were installed, the extra space being used for the assigned initially to the Ohio Division. It is known H10a's dry pipe. The tube heating surface became 4255.6 sq. ft. were assigned between Sharon Yard (Cincinnati) and The firebox arch tube arrangement of a double layer Gest Yard at Bellefontaine. Many road tests with engines of tubes was altered in the mid-1920's. This reduced the 156 and 160 were operated in July 1923 on this district. firebox heating surface to 257 sq. ft. One layer was . The MC Engines likely .were assigned between T.oledo probably removed . and Detroit and Jackson. On the Boston and Albany . The Elesco feedwater pump as onginally applied to the eight H10a's were operated between Boston and West the H10 and HlOa's was the model W-6lf2. This design Albany, NY (later in 1924, Selkirk, NY). No. 190 was was replaced by the CF-1 type, and a program to replace used in the comparative road tests with the Lima A-1 the older pump ·started in the late 1920's. Locomotives 2-8-4 in March, 1925, between Selkirk and West with the obsolete pump were photographed in the mid- Springfield, Mass. 1940's. All were replaced before dieselization. Many The HlO and H10a class 2-8-2's may have been the H10a' s with front mounted compressors had the feed water most modified locomotives on the New York Central pump moved over the fourth or rear driver for better system. This process started almost immediately after suction of water from the tender. Most on the Big Four delivery with the application of a second 81/2 inch cross were moved in the mid-1940's, but the P&LE and some compound air compressor to the left side. Of the 201 HlO Line West engines were so modified when the air pumps and HlOa locomotives, all but five (Nos. 8000, 126, 129, were placed on the front deck in the late 1920's and 1930's. 130 and 132) were eventually equipped with 2 air pumps. Several Big Four engines were rebuilt with front mounted (After 1936, the numbers were 2090, 2226, 2229 2230 and air pumps and a rear mounted water pump as late as 2232.) ' mid-1948. Nos. 2131 and 2132 were examples. Others Almost concurrently with the air pump addition, a converted after 1945 included the 2195, 2219, 2220 and program began to replace the poorly performing Elvin 2231. (No. 2231 had air pumps only moved.) The last Stoker with the Locomotive Stoker Co.'s Duplex D-2 conversions were the 2148 and 2216 on the P&LE in 1950. stoker. Three HlOa's received Standard Stoker Co.'s Early front mounted air pump conversions with pump (successor to the Locomotive Stoker Co.) BK stokers (94 shields applied are readily identifiable by a small 159 and 169), while one P&LE locomotive (191) wa~ triangular gusset under the deck and behind the pilot equipped with an LT2 stoker, a D-2 stoker modified with beam. This was a small detail used on the H10b's. Late an HT type delivery and distributing unit. The D-2 stokers air pump front deck applications utilizing pump shields were replaced with either a Hanna H4-1A or HT stoker did not have this gusset. Gussets were not used when during the period from the late 1930's until the late 1940's. the pump shields were omitted. All but 39 engines were modified. The miX of Hanna and All the HlO and HlOa's were built with steam power HT stokers was about 50% each. grate shakers. This device evidently proved troublesome and was removed after a few years. Sand piping was Starting in February, 1924, new 6-wheel truck tenders, placed under the boiler jacket when the locomotives were carrying 15,000 gallons of water and 18 tons of coal were new, but many engines later had exposed sand pipes ordered for the HlO and H10a's. Nos. 16 and 75 were adding to the maze of pipe already covering the boiler. among the first so equipped. Soon a modified version In the 1930's and early 1940's the pipe carrying carrying 24 tons of coal was used. The 10 P&LE H10a's superheated steam for the auxiliaries was removed along
-15- Test crew of H10a locomotive #160 at Glen Echo, Ohio, July 3, 1923. Left to right, front row: S. V. Bevington, Asst. Supt.; Sam Bowers, Asst. Air Brake Supervisor; P. T. White, Supt.; J. J. Strapp, Road Foreman of Engines; F. K. Mitchell, Special Engineer (and future Chief Mechanical Officer); F. C. O'Neill, Air Brake Supervisor; F. V. Markley, Asst. R.F. of Engines. Middle row: C. H. Knowlton, Asst. Mech. Engr.; W. R. Beck, Air Brake Instructor; D. L. Dynes, Special Inspector. Rear row: Engineer and Fireman, unidentified. Photo by J. H. Westbay, Curl collection.
Looking forward from the tender, test run of H10a #160, July 3, 1923. Photo by J. H. Westbay, Curl collection.
- 16- The original H10 #8000 carried the number 2090 from 1936 to 1948. From 1932 to 1936 she had been the 370, and ended her days as the 2100. R. S. Curl collection. with the turret, thus only saturated steam was available Big Four HlOa's had a loop of air reservoir pipe placed in the turret. Turret covers also were removed from many above the running board on the boiler right side for extra locomotives. The turbo-generator was originally mounted after-cooling of the compressed air. A few locomotives transverse on the boiler top, but with the removal of the with front mounted air pumps had the intake air filters auxiliary steam pipe, the generator was relocated relocated ·in front of the pump mounting brackets. longitudinally on the left boiler side. Headlights were huge Previously the filters were out of sight behind the cast 18 inch diameter devices as originally built. Later smaller steel supports. All HlO, HlOa's and HlOb's were equipped Pyle-National sheet metal case lights were substituted; with valve pilots in the mid-1940's, becoming the oldest still later many of these were replaced by Pyle-National class on the NYC so modified, except for some H5's used cast case lights. While the 8000 was equipped with a small on the River Division. wood pilot, the HlOa's carried footboards when new. Only The P&LE added several other modifications to their a few MC assigned locomotives normally were equipped HlOa's that the sister roads did not adopt. Because of with pilots, to allow their operation on the Canada Pittsburgh city ordinances, all were equipped with smoke Division where BTC regulations required pilots. consumers during the later years of operation. This device Hydrostatic lubricators in the cab were used to lubricate purportedly reduced the smoke output. Another change moving parts. Many were replaced by a force feed was application of a compensating lever to the front end mechanical lubricator located on the left side directly throttle rod. Again, this modification was made after behind the cylinder, and driven by the valve gear World War II and included the three HlOa's purchased mechanism. Locomotives with water pumps located in 1950. above the first driver either kept the hydrostatic lubricator Boosters were removed in 1948 to eliminate their high or had the mechanical type on the right side oflocomotive. maintenance costs and to effect engine crew payroll The exhausts of most of the HlOa's I heard were clear savings by reducing the agreement weight to the main and sharp, unlike those ofthe H5 and H7 2-8-2's. In 1948, driver weight. however, several Line West or Ohio Central Line locomotives were brought west to the Chicago-Cairo One other modification of interest, again on the P&LE, Division, where for the first time, I heard a mushy or was the application of vestibule cabs to 3 HlOa's and squishy exhaust from an HlOa. Among these were the 2 HlOb's, all obtained from the Big Four in 1950. These 2110, 2119, 2121, 2141, 2153, 2158, 2166, 2167 and 2230, cabs were identical to the A2a 2-8-4 cab, and actually all having the softer sounding exhaust. Possibly others had five seats, including'one for the conductor. Since the sounded much the same. NYC tenders carried 15,000 gallons of water, they were The HlOa's were constructed with main driving rods replaced by the P&LE 16,000 gallon tank. These 5 HlO's having a strap end at the main driver pin bearing. Most were probably the most distinctive 2-8-2's on the NYC. were replaced by a rod with a floating pin bushing typical They were numbered 212-216 and were formerly 2097 of the modern engines without roller bearing rods. Many (HlOb), 2148, 2216, 2279 (HlOa) and 2335 (HlOb). -17- The earliest available photo of H10a #146, later #2246. 8" Roman lettering on the tender indicates that it was taken after 1928. Headlight is an 18" size by Sunbeam Electric Mfg. Co. Photo by G. Grabill, Jr., Rail Photo Service, Cu_rl collection.
H10a #2246, not long after the 1936 renumbering - note that " Lines" has been painted out on tender, and that " New York Central" is not centered. R. S. Curl collection.
- 18- The H10a's had the boiler safety valves reset to 200 explosion, the train was moving uphill at about 10 miles lbs. in the early 1930's, resulting in a rated tractive effort per hour. The exact point of the explosion was 90 yards of 63,470 lbs. The reason for this is not known, but it south of the Plymouth road crossing. The engineer and may have been to keep the tonnage ratings the same fireman both perished. The head brakeman escaped death as the H10b's. Some engines also had lower adhesion only through a twist of fate. He had just left the cab weights and may have been too slippery for good and was climbing over the tender to the second engine, performance on heavy trains. The weights of the HlOa's another H10a. The cause is unknown. A new boiler was varied throughout their careers and changes are listed applied in January, 1930. herewith: Engine 12 was the final H10a to blow up. This accident 1926-1930 1940-1946 1950 With 2 Air Pum:es 2 Air Pum:es No Booster
Weight on Engine Truck 30,800 lbs. 30,400 lbs. 30,300 lbs. Weight on Drivers 252,100 lbs. 252,500 lbs. 252,400 lbs. Weight on Trailing Truck 58,700 lbs. 59,600 lbs. 50,800 lbs. Total Engine Weight 341,600 lbs. 342,500 lbs. 333,500 lbs. The weights of the 6-wheel truck tenders also varied, as shown below:
Capacities 150008, 18T 150008, 18T 150008, 24T 150008, 22T 160008, 18T 160008, 22T Eng. 2090 (Ex. 8000)
Loaded . 270,000 1bs 276,000 1bs 291,500 1bs 284,000 1bs 283,900 1bs 291,900 1bs \veight
Empty 109,000 1bs 115,000 1bs 118,500 1bs 115,000 1bs 114,600 1bs 114,600 1bs Weight
Another boiler change in the H10a's is of interest. occurred at Arnold, Ohio on January 28, 1930. Arnold Sometime before 1946, the boiler tube and superheater is northwest of Columbus, Ohio on the western sub arrangement was altered to 245 3% inch O.D. tubes, giving division of the T&OC or Ohio Central Division. There a tube area of 4158 sq. ft. Evidently additional superheater were three fatalities. units were added, for the superheating surface became The last of the 200 H10a's were built in June 1923. 1920 sq. ft. Two other boiler related devices were added Less than a year later, the NYC ordered 101 additional during the 1940's. One was a Barco low water alarm, HlO 2·8-2's. The new engines were classed asHlOb's and while the other was a top mounted boiler blow-down their appearance differed considerably from that of the system by Okadee. earlier H10 and HlOa's. They were very rugged-appearing The boilers of three H10a locomotives exploded. The locomotives with the front mounted Elesco feedwater first, involving engine 59 (later 2159), occurred on August heater and shielded air pumps. The straight-top boiler 6, 1926 in Ashtabula, Ohio at 1:43 PM. The train was and graceful cab added to the overall symmetry of the a 77 car southbound from Erie, Pa. and was moving uphill locomotive. The new 6-wheel-truck tender contributed at a slow pace. The point of explosion was 75 ft. west much to their appearance. Delivery of the new Mikes of the South Main Street subway, next to the Fork and commenced in June 1924 and all were in service by the Hoe Plant. The engineer and fireman were killed outright end of September, 1924. and six workers in the adjacent plap.t were injured. A new boiler was applied to the locomotive in April 1927. (To be continued in a future issue) The cause of the explosion was said to be a faulty injector. The feedwater pump was not mentioned as another possible cause. The second HlOa boiler explosion also occurred in the Ashtabula area; actually Carson, Ohio, about 41/2 miles to the south, on Sunday, February 10, 1929. Engine 94 was involved. The train had just left Carson Yard, northbound with 130 empty cars for Collinwood. The 94 was the lead ~ngine of a doubleheader. As in the first
-19- H10b 219, later 2319-2077, was less than a year old when photographed at Bellefontaine, Ohio on March 31, 1925. Note that tender lettering is the then-standard 5" Roman. Photo by J. H. Westbay.
H1 Ob 220, later 2320-2078, at Indianapolis, Indiana, August 16, 1936. Note tender lettering is 8" Roman and is the "Lines" configuration, with "CCC&Stl'' on the coal board. Photo by J. H. Westbay.
-12- New York Central Class HlO 2-8-2 Type Mikado Locomotives R. S. Curl
Conclusion - Continued from the 2nd Quarter 1985 Issue.
The H10b's were ordered as follows: The boilers were slightly different (fractions of an inch) Lima Order lr1065 from those of the H10a. The two orders of HlOb's had Nos. 212-236 Big Four ...... 25 engines bell and sand dome placement varied by 2", not noticeable Lime Order lr1065 to the eye, either in prototype or photograph. Nos. 237-251 Michigan Central ...... 15 engines Many of the specialties applied to the H10a's were also Alco Order S-14 73 used on the H10b's. A radial buffer between the engine Nos. 320-369 New York Central ...... 50 engines and tender; Commonwealth engine truck; a later design Alco Order S-1473 Nos. 201-211 of Commonwealth Delta trailing truck; Type C-1 Pittsburgh & Lake Erie ...... 11 engines locomotive booster; Franklin grate shaker; Precision power reverse gear; Baker valve gear; adjustable wedges; The H10b's were a "cleaner" and "sleeked-up" version Superheater Co's Elesco feedwater heater and Type "E" of the H10a. The outside dry-pipe was gone, placed inside superheater; Chambers front end throttle; and Locomotive the boiler. Taking its place was a large flat bolted cover duplex D-2 stoker. The tender had Commonwealth's water plate for the superheater header, sitting crossways on bottom tender frame and 100 inch wheel base 6-wheel top the boiler, directly behind the stack. The two 8112 inch swivel bolster tender trucks. The locomotives were cross-compound air compressors were located on the front equipped with two types of Elesco feed water pumps. Nos. pilot deck, under the smokebox, and were protected by 212-251 and 320-330 had the older W-61/2 pump. Engines cast steel shields. They were the first locomotives built 346-369 were equipped with the new CF-1 pump. Data with this design feature and many steam engines built is not available for Nos. 331-345. By the late 1940's all after 1924 had the air pumps located on the pilot deck. had the CF-l pump. A Michigan Central H10b, No. 2379 The HlOb's were the first new NYC locomotives to be (orig. 339) was equipped with a centrifugal type water delivered with large 6-wheel-truck tenders, but they were pump which was used on the J1 and L2 (b&d sub-class) not the first such tenders on the NYC. Fifty L1 4-8-2's locomotives. The date of this change is not known, but were so equipped in late 1923, and early 1924. a photo of the engine taken in the late 1930's shows the new pump in place. Both the Alco and Lima orders are generally thought to have identical specifications, and in the Big Four 1929 The 50 New York Central H10b's were first assigned and 1936 classification, books and the NYC's to Line East until replaced by the one hundred L2a (2700 classification books of 1939, 1944 and 1946, they are the series) Mohawks in 1926. At that time all H10b's were same. However, such is not the case, if one looks in the transferred to Lines West. Later in 1926, 15 were leased Michigan Central classification book for 1936. There, two to the Big Four. The 35 remaining H10b's remained on diagrams for H10b's are included, one for Alco-built Lines West until1928, 1929 and 1930, when all were leased engines and another for the Lima-built engines. to the Michigan Central - US. This concluded all the Specifications for both are included: assignment transfers of the H10b's with the exception of No. 2325 (orig. 225), a Big Four engine. In December 1936, it was sent to the MC along with at least five H10a's. Alco Lime The H10b's were modified, in many instances, similarly Order Order to the H10a's. Perhaps the first modification was S-1473 L-106 replacing of the 72 inch cabs with 82 inch cabs. Headlights were swapped around, many received a Pyle-National in Weight on Drivers ...... *246,000 lbs. 244,600 lbs. the mid-1940's. The D2 stoker was removed on many and Weight on Engine Truck ...... *32,500 lbs. 32,300 lbs. replaced by either a Standard HT or a Hanna H4-1A. Weight on Trailing Truck ...... *58,500 lbs. 57,600 lbs. One, No. 2087, had a Standard LT-2. Total Weight ...... *337,000 lbs. 334,500 lbs. During the mid-1940's, most MC and Big Four H10b's Cylinders, Dia. x Stroke ...... *28" X 30" 28"x30" had the tenders modified with the four varieties of coal Tractive Effort, w/ o Booster . . . . *63,470 lbs. 63,470 lbs. board extensions. Several MC engines had wooden Tractive Effort, w/ Booster . ... . *74,470 lbs. 74,470 lbs. coalboards before the steel curved extensions were applied. Grate Area ...... 66.8 sq. ft. *66.4 sq. ft. The MC tenders with curved coalboards were altered, Steam Pressure ...... *200 lbs. 200lbs. however, to a greater extent. Not only was the coal board Drivers, Diameter ...... *63" 63" extended, but the coal collar also was removed from the Heating Surface, Tubes ...... *4126 sq. ft. 4122 sq. ft. tank side for several feet, thus shortening the entire coal Heating Surface, Firebox ...... *261 sq. ft. 253 sq. ft. board. Evidence indicates the actual slope sheet or floor Heating Surface, Superheater .. . *2020 sq. ft. 1970 sq. ft. sheet was not changed. As stated earlier, these MC tenders Tubes, large ...... *192 3% in. O.D. 192 3% in. O.D. were stenciled for 18 tons coal, pre-extension capacity. Tubes, small ...... *53 21.4 in. O.D. 53 21/.\ in. O.D. Tube length ...... *20'.()" 20'.()" The H10b's used superheated steam to operate auxiliary equipment such as the stoker, generator, feedwater pump *1939, 1944 and 1946 classification book figures. -13- Builder's photograph of H1 Ob 340, later 2380. Built by American Locomotive Company, Schenectady, New York, July 1924.
H1 Ob 357, later 2397, all spruced up in 1936. Probably at Bellefontaine, Ohio. Photo by R. J. Foster.
H10b 359, later 2399, at Wesleyville (Erie), Pa., in June 1926. Photo by G. A. Doeright, from Prescott collection.
-14- and booster. During World War II, the superheated steam Several Big Four H10b's had very distinctive hollow turret and external supply pipe were removed and the sounding exhausts, especially the 2382. When working auxiliaries reverted to saturated steam power. hard (full stroke), you didn't have to see this engine to It is thought all the H10b's received mechanical identify it. Another, No. 2366 in the late 1940's, was lubricators replacing the hydrostatic lubricator located equipped with an exhaust nozzle like the 2382's. The only in the cab. Many engines had exposed sand pipes by other steam engine the author has heard with an exhaust the mid or late 1940's. All Big Four and Michigan Central sound like that of the 2382 was the Peoria and Eastern's H10b's had new floating bearing main rods applied by No. 23, an H5k 2-8-2. the 1940's. However, P&LE engines Nos. 202 and 207, Other modifications made in the 1940's were the in addition to several P&LE H10a's, had only one main application of valve pilots to all engines and the removal rod replaced. of boosters in 1948. The booster removal brought about The 50 NYC H10b's were originally equipped with water an official weight change: scoops on the tenders. When 15 were leased to the Big New Weights 1946 Weights Four, the scoops were removed, because the Big Four had Weight on Engine Truck ...... 30,300 lbs. 32,500 lbs. no track water pans. Another appliance possibly applied Weight on Drivers ...... 252,400 lbs. 246,000 lbs. to the 21 H10's on the P&LE was a steam coal pusher. Weight on Trailing Truck ...... 50,800 lbs. 58,500 lbs. This is noted in a 1950 classification book. However, Total Engine Weight ...... 333,500 lbs. 337,500 lbs. photographs do not support this. This weight change increased the adhesion weight on Big Four, Michigan Central and Pittsburgh and Lake drivers by 6400 lbs. and helped reduce some slipping. (The Erie H10b's were readily distinguishable from one tender weights can be obtained from the H10a portion another. Basically, the MC engines had pilots, no marker of this article.) lights and high curved coalboard tenders. The Big Four In 1936, all but the 21 P&LE H10's were renumbered engines had footboards, marker lights, exposed sand as follows: pipes, exposed turrets, outside exhaust steam pipes from the front piston head cover to the feedwater heater similar Class Orig. No. No.-1932 No.-1936 No.-1948 to those of the A1 2-84's and some L1 4-8-2's, and the H10 8000 370 2090 2100 Big Four style coal boards; any of the three designs. The HlOa 1-190 2101-2290 P&LE engines had the original three digit numbers, H10b 212-221 2312-2312 2070-2079 footboards, marker lights, smoke consumers, covered H10b 222-231 2322-2331 2090-2099 sand pipes, turret cover, and the larger 16,000 gallon H10b 232 2332 2nd 2073 (1950) tenders, several of which had a P&LE-design curved H10b 233-251 2333-2351 H10b 320-359 2360-2399 coalboard. H10b 360-369 2080-2089 The air pump shields on the H10b's evidently created Five other H10's were purchased by the P&LE in 1950 problems in removing the compressors for repairs, especially the pump on the left or fireman's side. (This and as stated previously, they were renumbered as below: is the right shield in a front view photo.) Many engines 2097 to 212 had this shield cut down, modified or even removed. A 2148 to 213 2279 to 215 few engines also had the opposite shield modified. 2216 to 214 2335 to 216
H1 Ob 2086 at Niles, Michigan in 1953. Like many MC-assigned engines, 2086 has a pilot to permit operation in international service through Canada. Photo by W. Krawiec.
-15- H10b 2089 on SLD-2 at Newport, Michigan, August 24, 1951. Photo by E. L. Novak.
H1 Ob 2090, ex 2322, at Norris City, Illinois in 1950. Photo by J. G. Colli as.
-16- H10b 2093, ex 2325, at Niles, Michigan, June 1952. Photo by W. Krawiec.
H10b 2098, ex 2330, northbound at Robinson St., Danville, Illinois in 1949 or 1950. Train is probably #84. Photo by Irvin Baer.
-17- H10b 2314, later 2072, at Mt. Carmel, Illinois in April1943 with a northbound oil train from Norris City, Illinois. New York Central photo by Ed. Nowak.
H10b 2317, later 2075, at Middle Yard, Mt. Carmel, Illinois in April1943 with a northbound oil train from Norris City, Illinois. New York Central photo by Ed Nowak.
-18- After the early transfers of HlO's from the Boston and The wholesale retirement of the H-lO's started in June, Albany, Lines East and Lines West, the engines could 1950, with 35 written off. Another large group was be found on the following districts: removed the following month. Contrasted with the early Pittsburgh & Lake Erie - retirement of the HlO's was the continued operation of McKees Rock, PA- Youngstown, OH older H5 and H7 class Mikados. No adequate reason has (Struthers) - Ashtabula been presented to the author, although, in general, the Brownsville, PA- McKees Rock, PA HlO's were operated in drag service on the principal lines Dickerson Run, PA of their respective districts, whereas the H5's were used on locals and yard duties and the H7's as helpers, on Lines West- transfers and for branch line power. The HlO's were Sharon Branch - Hubbard - Sharon - Ferrona usually displaced by L2, L3 and L4 Mohawks, which were Struthers - Ravenna newer, or, in some instances by diesel power. The last Cleveland (Collinwood) - Toledo (Air Line Jet.) - HlOb (No. 2369) the author saw in service at Danville Mainline and Norwalk was on May 24, 1952. All sub-classes of L2 Mohawks Youngstown (Struthers)- Ashtabula replaced the Mikes, but within four months, F3 and F7 Ashtabula - Collinwood EMD "covered wagons" were infiltrating the Danville Dillonvale- Alliance - Ravenna - Marcy - Line (Chicago-Danville). The L2 operation lasted only Collinwood or Rockport about three years. All were displaced by April, 1955. Clearfield, PA- Ashtabula, Ohio (Erie Division) Although the last HlO's were retired in 1954 on the Elkhart- Zearing, IL (KKK Line) Pittsburgh & Lake Erie, a part of one Big Four HlOb Chicago (Englewood) - Elkhart remained on the NYCS for several years in the form of (usually Big Four engines) brake power trailer No. B-3. Three special cars were Chicago (Englewood) - Danville (Lyons) operated by the Indiana Harbor Belt RR at its Gibson (usually Big Four engines- some LW HlOa's) and Blue Island Hump Yards for added braking power Elkhart - Toledo (seldom) when switching cars over humps. These trailers were converted from the tenders of engines 2517, 2669 (Ll's) Big Four- and the 2369. In the early 1960's, two of these trailers Cleveland (Collinwood-Linndale) - East St. Louis were transferred to Harmon and used briefly in Croton Toledo (Stanley) - Sharonville (Cincinnati) West Yard - Tarrytown (Chevrolet) puller service. All are Sharonville- Riverside- Decoursey, KY now retired. (L&N Yard) Transfer Service Sharonville- Jackson- Cincinnati The HlO's were generally well liked by engine crews. Northern Line They were not appreciated when running more than 45 Cincinnati (Riverside) - Kankakee, IL miles per hour because of terrible riding qualities. One Danville (Lyons) - Cairo, IL engineer told me years ago, while pulling the "James Terre Haute (Duane) - Evansville Whitcomb Riley," Train No.4, on a detour between Sheff, (before WWII - seldom after) Indiana and Danville, Illinois, with an HlO, that the Mount Carmel- Evansville, Ind. engine rode horribly at 50 mph. Tired of the bone crushing, Louisville (Jeffersonville, Ind.) - Elkhart jolting trip, he opened the throttle up and sped up to 60 mph. He said the engine then rode like a baby buggy. Ohio Central- No mention was made about how many (if any) kinked Columbus (W. Col.) - Toledo (Stanley) or broken rails were left behind. Coming - Columbus Coming - Toledo via Bucyrus & Fostoria One problem with the HlOa's was a very shallow and New Lexington and Thurston firebox. This forced the fireman or laborers to shake the Hobson - Coming grates frequently to keep the fire below the level of the firebox door and stoker distributing plates. The reason Michigan Central - has been offered that this was due to the original Elvin Toledo (Stanley) - W. Detroit stoker installation and the very low door location. The Toledo (Stanley) -Jackson locomotives were good steamers, although coal and water Detroit (W. Detroit or Tunnel) - Gibson, consumption was high. Ind. or Blue Island (IHB) Niles, MI- Joliet, IL One distinguishing sound of the HlO's was the Niles, MI- South Bend (Notre Dame) feedwater pump exhaust; you didn't even have to see the Detroit (W. Detroit) - Mackinaw City engine, just hear the pump exhaust, to know it was an Jackson - Bay City - Saginaw HlO. Other NYC engines such as the Ll and L2a, even though equipped with an Elesco CF-1 water pump, did Peoria & Eastern - not make this distinctive sound, in fact you could hardly Indianapolis (Brightwood) - E. Peoria hear the water pump exhaust. The exhaust vented in (as required) front of the stack and gave a "psst-psst-psst-psst-psst" Indianapolis (Brightwood) - Springfield sound. (as required) My own experience with the H-lO's was in the Danville HlO's were seldom used on the P&E. The 2172 was Illinois area, primarily on the Chicago-Cairo Branch. Th~ used during 1945 for several weeks. Others were the 2074, HlO's were assigned to the Danville (Lyons Yard)- Mt. 2385 and 2389. Probably others were used for single trips Carmel-Harrisburg Line for at least 15 years (1937-1952) between Brightwood Yard and Urbana. Many of the Big and probably longer. The engines handled the coal trains Four engines were assigned to specific divisions and out of Harrisburg and filled in on locals and mine runs seldom strayed from their assignments. whenever necessary. Engine 2210 was assigned (for som~
-19- H10b 2318, later 2076, May 1940. Note that engine is still equipped with external pipe to supply superheated steam to turret. Photo from Joseph Brauner collection.
H10b 2334 at Cincinnati, Ohio, July 19, 1950. Photo by R. J. Foster.
-20- time) to the hump at Harrisburg. It was equipped with The accident occurred (within yard limits) on a one a TDC (Transportation Device Co.) power reverse gear degree curve, in a shallow cut with extremely short instead of a Precision gear while assigned at Harrisburg. visibility. The front end, smokebox, cab and tender of the 2385 were damaged. No. 4889 was heavily damaged Normally, 80-car trains were moved north from and partially turned over on its left side. Four fatalities Harrisburg. The crews worked a tum-around job from and two injuries were recorded. Mt. Carmel, going south with as many as 200 empties. Both engines were moved to Beech Grove Shop After turning and servicing at Harrisburg, the same crew (Indianapolis) where the 4889 was scrapped shortly and engine left for Mt. Carmel with a coal train. thereafter. No. 2385 was rebuilt and ran for nearly 11 The HlO also handled 80 cars between Mt. Carmel and additional years. Several enginemen have told me it was Midland Yard at Paris. North of Paris, 100 cars was the rebuilt with a Selkirk front end at this time. Can any normal tonnage and many trains with 104 cars were NYC old timer recall this? Are there records of the operated. Midland was a fill-out point with coal from the modification? Were other H10s rebuilt with Selkirk front E&I (Terre Haute-Evansville Line), which was moved ends and, if so, what were their numbers? from Duane Yard (Terre Haute) by "flippers" to Midland. Both railroaders and railfans alike called the HlO's As many as three trips were made by each crew in 16 "Sports Models." This was probably due to the radical hours with 40-45 cars using L2 class locomotives. Lyons appearance of the engines as compared to the more Yard-Midland turns were also operated once or twice daily normal "Georgian" locomotive design. The overhanging to handle overflow tonnage. As many as 800 to 1000 cars Elesco feedwater heater gave the engine a beetle brow daily moved in each direction between Lyons and bull dog appearance. Midland during and after World War II. They were my all-time favorite steam locomotive! Locals were usually handled by H6A Class engines on this division. (Numbers 1709, 1710, 1711, 1712, 1713, Acknowledgements: 1714, 1715) between Midland and Lyons, the train Richard A Berg, NYC, PC & CR Engineer, Ashtabula, Ohio normally filled to 69 cars, mostly coal loads. Mrs. Richard A Berg, Housewife In later year, loaded trains were usually 75 cars. This William H. Sharp, Jr., NYC, PC & CR Mechanical Foreman, may have been caused by the removal of boosters from Danville, Illinois the H10's and also by an effort to raise average train Edward L. May, NYC Historian, New York City speeds. Empty trains varied from 110 to 200 cars. The Richard Stoving, NYC Historian, New York City longest southbound seen was 145 cars (70 cars were 52' B. Steelman, NYC Engineman, Danville, Illinois and 65' mill gons) with engine 2247 on August 15, 1945. E. L. Novak, NYC, PC & CR Engineer, Allen Park, Michigan Between Lyons Yard (Danville) and Englewood, normal Uoyd Stagner, Locomotive Historian, Newton, Kansas summer tonnage was 100 loads (about 7500 actual tons). Many of the trains out of Lyons were turn-arounds to Bibliography Hartsdale, Indiana (EJ&E- Gary), Gibson, Indiana (IHB) NYC RR Classification Book, July 1, 1926 or Indiana Harbor, Indiana (IHB) where the coal was NYC RR Classification Book, January 1, 1930 delivered to the switching road for final movement to NYCS Classification Book, March 1, 1939, the various steel mills and power plants. Some trains Revised January 1, 1944 set-out and proceeded, cab light, to Englewood to tie up. NYCS Classification Book, January 1, 1946 NYCS Classification Book, No Date, Others turned and picked up empties or ran light, After January 1, 1946, pages never issued. returning to Lyons. Michigan Central Classification Book, Another feature of the Danville-Indiana Harbor Line December 1, 1936 was the Big Four Indiana Division traffic either picked Michigan Central Classification Book, July 1, 1937 up or set-out at Sheff, Indiana. North bound pick-ups were CCC&STL Classification Book, March 1, 1929 handled by two methods. Train 98 and extras left Lyons CCc&STL Classification Book, January 1, 1934 cab light, and picked-up a drag at Sheff. Usually the P&LE Classification Book, March 1926 Danville crew classified the train for movement to P&LE Classification Book, November 30, 1938 Ashtabula, Ohio Star Beacon, Chicago. Normally No. 98 picked up cars from Tran CC- February 11, 1929 1, No. 91, from Indianapolis. Another routine was to Railway Mechanical Engineer, September 1922 operate a short train out of Lyons (35-50 cars) and pick Railway and Locomotive Engineering, September 1922 up another 40-50 cars at Sheff for northward movement. Railway Mechanical Engineer, January 1927 Before and during World War II, Gibson-Sheffturns were Conservation Bulletin No. 1, July 1925 operated besides the cab light moves from Danville. (Conservation of Steam). Southbound trains set-out at Sheff and either ran cab Published by Transportation Devices Corporation, light to Lyons or handled short trains with Illinois Indianapolis, Indiana Division traffic. Empty trains consisted of from 20 cars Railway and Locomotive Engineering, to 125 cars. One train handled by No. 2141 had 140 cars December 1925 in about 1949. One H10B, No. 2385 was wrecked at Tilton, Illinois, near Danville, on June 25, 1941 in a head-on collision with a north bound passenger train extra at 6:02 p.m. The passenger train consisted of engine 4889 (K3q) and one car and was deadheading to Chicago to pick up a troop train destined for the Illinois Division. The 2385 was pulling a 77 car extra freight known as the "Oiler." This train was a daily extra and was the southbound counterpart of Train 98.
-21- H1 Ob 2341 on the Joliet Branch at Griffith, Indiana, August 26, 1950. Photo by Paul Slager.
H10b 2341 at Livernois Ave. , West Detroit, Michigan, January 23, 1949. Photo by Elmer Treloar.
- 22- NEW YORK CENTRAL H1 OB CLASS 2-8-2 LOCOMOTIVES
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H10b 2387 with unknown second engine westbound at Willow Run , Michigan, August 4, 1948. Photo by Elmer Treloar.
- 24- NEW YORK CENTRAL H1 OB CLASS 2-8-2 LOCOMOTIVES
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8£/..L - 8~A5'i O.f .STEtZ TAAI N '--' .JNT/fOl YeS YEs YES YeS YES YES Y£S YES YES Yt:.! YE$ i YES A I.( S I GNAL I STEAl'! HEAT TI(AINai'IE I - Of!/6, NUM8£1( z.Jr:. 237 238 2.3i' 24-0 2-11 2"f2 243 24-<1- 245 z~ 29-7 2+8 243 25o 251 ,,..,,. ,,,.,14 ' 11>1,1. i./Mil LIMA 'IMA LIMA L I MA LJHA LIMit L I MA ,,,.,, L. I MA , 1/0114 LIMA L- I MA I~~c~?scN . 6UILPER. cC- P/47£' 8 -1'2" I 8 ·J,Z+ S· I'Z4- 8·1'Z4- 8 -I,Z+ ~- t~l+ 8 ·132~ 8·/ ,Ztl 6·1~Z4 8- I~Z;f. 8-I~Z4- 8- /!JZ4 8·1,Z1- 8- /~Z,_ 8--I!IZ+ 8 ·/,C
11·/J·.SI IZ·28-SI ~-Jo -Sz ~ - z" -sz B·l·IJSo Z- I -S2 J·JI ·SJ 4·5-Jz II·J2·SI t .z,-sz. 11 -21 ·.52
SOLD S&f(M' SoLIJ SCAAP SDtO SGiftl.l' SOLII S C/fAI' /JIS/1 , J(JLD S C~AP :~LJI SCilAI' SOLO .SCI(AI' SOLIJ.SCII/11' ,SOl./) SCRAP /)JJH , .501.() SCAM' ~O t..Q SC.J(I'tP .SOU> SCA'Ii ,.._ .SOLD JCKAI' , SOL/) .SCI?AI' PISI'OSI T/01'1 12 - ZJ · SI z ., .sz II·Z7·SZ 12-1t·Sz 2-ZJ-S/ J·f · SZ s~ZJ·.f J I" ·ZB · Sz.. lf·Z7·SI '·ZJ-St. ID· ZS-SZ. .J-IJ-SJ IZ ·17·S2 IO·l7-5Z. 12 ·S·5Z ; I ·Z6·SZ I L/J/fiA 8AOJ,
NEW YORK CENTRAL H1 OB CLASS 2-8-2 LOCOMOTIVES
23G/ 231#2 2%3 231;<#- 231#5 23<>r:. 23G7 231;8 2.31D~ 2370 237/ 2372 ?.373 237+ 2375 23710 2377 TEN.DEl( C,APY, ·COAL z: :·· 2ZT 18T 18T 18T 2ZT 1ST IBT ZZT 22T ZZT 18T I BT 18T I BT IBT ! /IT " - WATI!"~ 1500() G. 15000 G. IS(JOO G. ISOIJO G. /.5000 G. 15000 G- 15000 G. !SOOO G. 15000 G. 15000 G. 15000 G. 1$000 G. /Sooo G. ISOOO G. /.SOOO G. ISooo G. I SOOO G ,
" - COALBOM!IJ5 STMISI'T '=Vtvl/J, 6.F. CU'-'IEJJ, MC STKAIGHT Ctf~Vt:D,I1C C()I(YE0, 8 .F. CUA,YE0 1t/C CU!:YEP,MC. C
WHIST/.£ SIIJ£1J) NO No Y£S YES NO fMIIII!L! Y(S liD NO No Y~:; ~alt9/i.". ~ · / !'S YE.f )'f'.:- 1'~06/181.£ OVT.StDI 0~ ~~'"S£0 I'WH F,tH/otiST STEAif !?/£ YeS YeS NO YES"' No Yt:.S NO NC Ye .S YFS YEJ NO NO NO JVO NO NO .. ? 1£1{/)£1( O il. SI(!MMCJf ' Y'E.! ~ ? NO NO II> YE.S flO .,. NO No NO No BEL'- -BR/155 OJ< STEEl ------TIIAJN COA.IT.fOL Yes YeS YeS YES YeS YE.S Yc.> Y£5 'rES YeS YES YES YES YES Y£! Y£S YES NR SIGNA~ ------STe/oH H&AT TI'.AINLINE ------14LCD -SCJf. -41-GO . -.S&If, ALCD .· S~ . ,lfl.C.(),-SCH, ALCD.- .JCN, AUo.·J&H, ALGa-•SCH, A,U(),-JCif, ALCD. -.SCH . ALC()_-,XI(, - - ALUJ, ·XH, A'C4.·SCH. ALCO. - SCH ,' lf'C4. -SCH, ALCD, - S£/f, ALCo-SGI'f . ALCO.,. SCII. 8VII.DEI(. &-- OJITE ~-I~Z+ 6- I!IZ.;. b-1~24- w- t~Z + ".,,l,_ 6 ·1,24- (,- I,:JZ.tl &.- I,Ztl 6-1~2'" ~-1~2f 6-I,Z.f 6· 1!}Z.4 6 -I!J21- t.-1,24 6-"U ~ ·I!JZ-1- 6-I:Ji!+ 8VILDCI(5 NIJMBER t:-SS6J "55~+ 65565 65510" '5567 65568 b556~ ,5570 6$571 ,5572 65573 '-5574- i '55 75 65576 65577 65578 r.SS7i' I ! lfAPHIOA UNU( COMI?ENTS ur T£JVIJ£1( j ~uTt,J7 '::JL :=:a 0((/G, NUM6EI( 3Z/ 32Z .JZ3 324 .325 32r; .327 328 .32~ .330 331 332. ; 333 .33-f 3.15 .3.36 337 ASSIGNMENT - NEw' "N£ EAST LINE GASf UN£ EAST '-IN£ EltST U#£ EAST UNI EAS T U..Yof EAJT UN£ EAST UM! EAST LING EMr I. IN£ EA.JT l.IN£ £,1.$1 ; I.IN£ EAST UN£ EAST LIN€ EAST LINE EAST I.INE £1t jT t/11-.lfSFEif/fCJJ 11~ Fdulf Btti Fou~ Lfl(l -v. -'z, liN£ W.-24 UN£ ~-·U l iN£ w.·Z6 JJHt w.-24 1./N£ W.-2" LING tt.-'z, t.IN£ w.-Z• LIH€ w. -'z.' lulf£ ..._. z, LINE N,-2, LNL w,-l, t.JNEw.-'z, lllf• ·/l(.··'z' '-'N'"'-:u. I I!JZC ;,z~ MC-/.IJ 8/C '-VII Mt:-VS .1/(i ,:tlfll( 11c~vs /fiC-1/J !BIG Ft>VJ'. 4MFOV~ .41~ ;uvif tore -1./S j Me-us 11c-us MC-VJ MC.-VS !?C·VJ I U.Jo t ~.Jo J~.Jo ''26 1'2(, /~.JO -''2' l i'210 -''2" 1-'Zt. ! ".z' 1,30 1:12, 1,2, 1,9.Z' ,_ f- · .5.2 ~TIREMENT DATE 5·27-.SZ 3·ZI-5Z 4-·.Jo-sz 7 -11 -SZ I ~Z!J·SZ. irfJ·SZ. .J-18-SZ 11 -IZ-51 1.-ZD· -~O S-:!7·SZ 1~-'2-S' 11 -"-sz 7·JD·SZ 1-14 -SZ <.-Zii · So t. · S · S.2
.f(JL/) SCil.A,. Pl$1'1 . SOLD SC~P SOt-0 rC~AP SOLD J'"CI'I'A- DISM, .Stl/.0 SGII~J> S OL() .JCMP Ot.J/'1, Sf'l/.0 S~/1111' DJSM . S01.D .SCR~, StUD SC~A I' .SOt..D SGA~P SOLI1 Sc~tAI" S OLD S< IIAP SOtD SCIUI' i>!S/'OSI T ION 1· 1" · 53 •-ZJ -sz 11-17-SZ. Jo-1·5Z 2-IS-SZ. J-Z8-S.J 4-·.J-SZ 11·2!1-SI 11·18-SZ z-zo·S.J I · Z•·SZ I z.I,·JZ ID ·z7-SZ 11·1-1 ·5Z I()·JI·S2 l..l.JKIA81f(}J, I
-25- Coaling tower at Lyons Yard , Danville, Illinois on a -14 degree day in February 1949. H10b 2369 on the left, U3a 7749 on the right. Photo by Irvin Baer.
H10b 2370 at Brooklyn (East St. Louis), Illinois, May 19, 1947. Photo by R. J. Foster. -26- NEW YORK CENTRAL H1 OB CLASS 2-8-2 LOCOMOTIVES
2378 2373 2380 2381 2382 23 8 3 238 + 23BS 23BG 2 3 87 2388 2389 23'!!0 Z3!JJ 23 !J Z 2393 23.94
TeNDER CAPY. - COAL zz T 18 T I B T I B T IBT I BT I BT zzr 22T ! BT JST 22 T JilT !8T JBT / 8T 1sr /5000 G ISO~() 6- /Sooo l~ . tso'oo ci /5000 G. 1.5000 G, 1.5000 &. ISooo G. " " - WATE.R JSOOO G. /Sooo G ISOOO S ISOOOG . /5000 G ISOOOG . I.SOOOG . ISOOOG . 15MO ii. C{/.f~P,I'IC aJRV£"P , 8F ~ED , Ml CUKVCD, NC CVKYEP,I1C NON£ CURV£0, 11C " - tOAL BOARDS STIINGHT NONE CV-"VE~/IfC clll'£P, I'1C NONE CU,fV£P, MC Cf/,(VEP, HC CI/Rr.ll O, BF. ST.RAIGHT CV.tV£~11C NO YtiS YES YeJ YES " WATCII.SCOOI' NO YES Yes YES IY'O YES YES NO No YES YES YES NO NO NO i/O f/U No /10 NO No /10 " FtJOTS OAROS NO wo flo NO No N'J 1.'o NO No !IO ;/0 No No flo HEADLIGHT No No No No N~ NO No No NO No . ~ .s J_·; ,, 41 H !.~' L.S ,, t. .: LJ LJ .. )f".;. )'II · ''_;,; C. (,/ f .'.J '(£:.· c.IJT b , NO D '/~S ~vr 1' ..lfEMO'IeP fES- ~IJ T p , Y,!'J. · CI/T Q D J'£J•CUT 0 , 'tc; - ~ t·r :.. tEJ· ~IJ T D Yf l · ttJ T 0 otJ" D YE S· EAT. ""! ( - 'vr " Ct,.o " t-' Yes ·· c.1.1r MR NMP S/f!E S OLD se-1{/, SOLD .JC.ttAI' SOLD .JC.If/4 ~ 01$/11. SOl.~ SC.~Ill' DI.S M , SOl-D SC~A~ .Jt:>LO SC.ftAI" $0'-.p S C. ~It P DI.S"'' . ::DL.P .S~AA I' SOLD .JCHAI' /)/.S I'I , P /9~ . .SOLD sur.v ' SOL/I .JCJt'AP P J.S M . J)J.fPO.S I T/0/11 2·1 ·.SJ ,z.;l·.t;z. + - ~o ·.Sz. z. zo · sz 8·JB· SZ. IJ ·/Z·5Z. IJ - 17-SZ S·ZS · I'Z.. Jl -zo-5i! 'l·J I·SZ. 1.·17·$.1 2 ·18-SJ II·I ~ ·S Z .r- zw· S J 2-S·SJ 1/·16-SO Z-+-SJ NEW YORK CENTRAL H1 OB CLASS 2-8-2 LOCOMOTIVES 23 ~5 239 10 23'?17 2398 239 9 T£NDE~ CAI'Y.- COAL ! 8T 187 Z2T 1ST 18T - >VA7'EK 15 000 G. 15 000 G. JSOOO<;_ ISOOOG. ;sooo G . COIU..B()ARD.S CVKVE~A!C CUK V£J)~ /'fC ST/IAIGHT CU~ Y£D, MC CJIKY£D, /'1C ,WAT£HSCOOP YES YES NO YES YES FddTBOARPS Nc No NO Nc - /'IEA0/.16H7' NO NO NtJ ""N. ? No '-' .s cs ~..~· AIR PUMP Slf!ELP MODJI'II!D Yes -~ ~ 'y£ .1 • ( /lr'.D. Ye.s · '"" > )'!$ tfT, Yl S - ( ur!J .'!BOVF AlP. ,UMP FILTERS - P / UJ7' NO NO NO NO NO srEP(Mc) YE.! YES NO YE.S YES rODTBOARI>S iJF1 I'IUJT !'ILOT I'ILOT FO•T~!MPS I'JLtiT P! i.OT STOI<£11 - LAST CISI!D )IT 1fT IlANNA #T HT - 01?/GJNAL DZ DZ .lJZ D2 I>2 TURRET COVE~ No #4 NO /10 ;./0 MECifANICAL WBfiJCATM, "YE r · YES ~YES ~ >'ES - '>'if s HE'ADL/GitT fril·NAT. prtJ·NAT. .!()NB=AM PYtE·.VAT. f YU ·IIAT CLASS. LIGHTS No NO YES NO No NO £X POSED SAND 1'/I'ES N O NO YES flo 4111'/STL £ S/f!Et..O YES V.!J /10 Yt: l res DVT5/PI 0~ ~f(/'0$£.1) 1'/1,1{ EXHAUST STEAM PI I'E NO NO YES NO NO U. MtN~/'J TENJ>E fl 01£ SK!A(j4EI{ NO YES NO NO 6ELL • ~RSS 011. STEeL TK.< JN co#TROL YES YES YES YES YE S All/ SIGNAL. STEAM HEAT TIIAJNLI N£ ALCD.·SCH. AI.Ctl·SCH, AUO.·.SCH, AUO • .J(,H. ALC6.-SCH. , UILP£'A. & OAT£ r-J'Z+ 7 -I_,Z.,. 7·1-'/4 7 - 1~2'1 7- 1~2 ~ 65 .. 01 Bl/ILPG~S NUN8£K 655'7 '-5S!J8 1{,55!:J'?J ,%00 COMMENTS OK/G. NUMB£!( 3SS .35" :IS ? 3 .58 .3.S ~ !ISSJGNMEHr-JYE'N' l iN£ EAST LINE EAST UNEEAS T LIN£ EAST l.INE EAST liNE tr·/2' UHC IY,;2, TI'.AN'SrERNE.t:J LJ!It 11(-2, LINE w, .'U WI[ "'·Z' MC-t/S /'IC·VS SJG fOVI( Me-us 11c-vs J!J2, I !J30 ~ ~ ~ 1'2, /!J i!' /?.ET!fl£ME"NT DATE 7-t•·SZ ~-z, · sz. t.-f..·.Sz 1·/I·SZ /J - I Z-51 H1 Ob 2343, photographed from passing U3e 7872 by E. L. Novak . SOLP SC. KAP 30LD $CRAP .SCX.D .SC.ItAI .SOLD SGRAf .Jot.() SGitAf' P/.S/'aS/rto.N I Z·.JJ • 5Z 10 -Jo - sz. ,,5+ 1o- z•·SZ. /I ·.JD -S/ - 27- H10b 2371 on turntable at Mt. Carmel, Illinois engine terminal, 1950. Photo from William Millsap collection. H10b 2375 at West Detroit, Michigan in 1947. Note auxiliary coal boards on tender. Photo by Robert A. Hadley. - 28- The author's H10b 2385. A U.S. Hobbies locomotive, extensively reworked into " late 1940's" condition. Photo by R. S. Curl. J1e 5332 and H10b 2387.at West Detroit, Michigan ash pit May 9, 1952. Photo by E. L. Novak. - 29- H10b 2389 on the P. & E. at Peoria, Illinois, July 24, 1946. Photo by Paul Stringham. H10b 2389 at Brooklyn (East St. Louis), Illinois, June 22, 1947. Photo by R. J. Foster. -30- / PITTSBURGH & LAKE ERIE H1 OB CLASS 2-8-2 LOCOMOTIVES 201 zoz 203 ZD+ zos 2.06 zo 7 2.08 zo~ 2.10 2/1 212 ZIG Te"N;[)£1( CAI"Y.- COAl 1ST /tiT 19T 22 T 2ZT !8T 1ST 187 187 22T ZZT Z2T ZZT ,, " -WAT£11' 1{;000 G. IGOOO G. 1,000 G. IGOOO G. IGOOO v. l(,ooo v. lli>OOO G /(;000 G. IGOOO G. 11/#000 G. 11;000 G. IGOOO G. lt#OOO G. ,, - COAlBOAII'I>S NO NO No CIMYfP-flE cu~Y£o-l'u M' flO NO NO CUI(VEP·Plc C(/!(VEf)·Pt. CU/1(&-fLE &IIIIYU·fl£ ., .. '-' .. LS LJ u IL7' Y£S- to r, )"'£5•1:1.7' r~!. •'Ar. YES-E F~OTBMRDS Y£.5 YES YES YES YES YES YES YeS YES yes YES YES YES STOI<.£11-lAST l/SEP HT NT HT HT HT HT HT liT HT HT HT HANNA HANNA . - Of<.IGINAL DZ 02 PZ {)2 {)Z D2 I LTZ DZ j)?_ JJZ PZ lJZ. PZ JJZ. TI/RI'I:T GOVEA' YIIS '/'ES YES 'r!i.S YES Y£S YES Y£s YES I'ES .Y€S YES Y£S MEt:NAN/t:Ai. Wl3/(/CATOR...... _ YGS • YES -. Yes ..... Y&:S ··YES -YES Plt08AB~E 'YES .1"~"/JAI~E 'YES , YES 'YES ..... n:s IIEADLIG/fT SWI8EM1 Sf/N81[AM .sulfBoAH S!JII81'AA1 -$1./NBEAM .SUIIB4AM $U118lAI1 .S'.JNIE'IIM .S!JII8£AM S!IN81W1 .t'VN8£A/Jf i.s<~NB€nH SUN/!CAM CLASS. .Ut>HTS YES YES YES YES YES Yes YE.S ~s YES YES YeS YeS 'r'ES EJ ASSIGNMt!NT- NEIY' f'UE I'~L..If I'J,U: f'lrll[ 1"<(-u: l'~l· PJrU /'JrU P~££ /'Jr~E: BIG F'IXII( 8/6F"VI( T!fANSI'E!Ciutl' St>H) fC/t!tl' S~i>.5Cit,tP jo~P JCRAP SOL"' SCitAP $61.0 SCitAP SOI.O SCAli!' SOLD S~AP R)LD St:./tAI" -S(>LI>S~IIP SOl-O SC.ItAI $OL(JJCitltl" SOLD ft~IIP biSI'OSIT/ON ,. •·SJ 1•JQ•S.J l·t,-SJ 14· .r.,. /(J- .s~ J·J,•.S.) j,•/()·.53 , . .,. -,$3 1-!,.SJ Ia- .r+ lo·S H10 ASSIGNMENTS A551GNNI£NT NEW !-IJZ' I-/JZ7 1-I:JZ8 1-I.!JZ, 1-!JJO 1-1:!1)1 N'JZ 1-/J.JJ 1·1,34- (-/')) 1-I.J), 1-"37 1-/!')8 1-/.!JJ 1-194-0 1-1~-fb !-I!Jf7 1-1'48 :J·/!#8 11-/fSO ~-1,51 1-,.>3 1-I':Uf /•1955 6~S1oN&A£BIIIIf·HIIIA 8 B LINe £AST· HIOA HIOB .SO SO TOTAL L.£ · SO SO UN• WEST- HIOA IZZ IZZ 110 110 110 70 4-7 47 45 40 37 J7 .J7 JS ., -#lOB .JS 3S 25 IS TOTAL L.W. 122 IZZ /45 !+S I.J 5 85 47 4-7 fO J7 J7 .37 JS 43 o/110 U#Tl.A< HIOA ss ss ss .55 ss ss s.s ss 65 65 70 18 BIG 1'1)011 /I lOA so so 70 70 70 70 70 Ob 78 78 77 63 T3 73 73 81 81 77 11108 zs 25 4<1 fO fo 1-0 44 ~0 4-0 -Ia ~0 3.9 .3.9 J:} 3' 3!' TOTAL BIG FOU( 75 75 /10 110 110 /10 1/(f IZtO 118 118 117 ,oz. ~~~ _j ~~ liZ IZo IZO . I" HJO, lfiCN. CENT. HIOA II II II II II If. I' II II Z8 Z3 u: 25 IZ HIO!J IS !.5 IS 25 .35 so so .So so SO" S f :: I:: S! 7 "" 1-6 ti>l 74 74- Tl- 7 2. 71 !9 T~TAL H. C. Zl> u. u; 36 ~ "' " 6/ " 79 !'&L..£ H/OA 10 IO /0 10 10 IO 10 10 10 /0 /0 10 10 10 /0 /0 IO /0 10 10 13 II 8 HIOB II II II II II 1/ II I/ II II II II II II II 1/ II II II II 13 13 II Ta1AL fid-E :!.I 21 21 Zl 21 2/ Zl 21 21 Zl 21 21 Zl 11 21 21 21 Zl Zl 21 2' 24 IJ G!iA#O ToiAL 302 JOZ JOZ JOZ Joz Joz 30Z JOZ Joz 302. 302. .302 30Z TA'ANSF£1(S - KNOWN .SO 1/JOB 10 HIOB to HJDB IS HJIJ$ 16 ll!dA 'S HtoA 8 lfloA 11//~A ZH14A SHIOit S lfltJA S HICA LE To L.W' LW'To/ltl LW1t/tfC LWTDNC L.WTIII .tWToOC !FTt~LI/ BFTIJII:; tWT~I>IC. LWTDJF Bl T• oc 8FTtlfliiC. SHIOA S tfJtJA Z HilA , 1(10/t 20 HIOA f.O HID~ S'HIOA OG TfJ/lfC. HilA N To' LW Tt18F Jtc r~oc O(.foHc iJNTDOC LW 104 S H/OA I1C TifF I HillA IHIIJA 1$ 111~6 SF Tooc (. lfi6A 0C TOLW LW TDBf , IIIlA LWTPL£ LW 7'1/IIIC 6 HIDI. 1fF TIM~ 3 11/tJA JH/1/t 6kA r/) I Hlr7~ .:wr~N U TDPI.S BI'TDifC 2 HHJ~ """ IF T1PLI. 6HIOA OC ToLW "TffcK"s K.£1JNED -31- P. & L.E. H10b 202 at McKees Rocks, Pa., July 19, 1952. Photo by W. Krawiec. P. & L.E. H1 Ob 210 at Pittsburgh, Pa. in September 1951. Photo by W. Krawiec. -32- P. & L.E. H1 Ob 216 in action at New Castle, Pa. , August 31 , 1952. Photo by AI Paterson. P. &L.E. H10b 216, ex N.Y.C. 2336, at McKees Rocks, Pa . in 1951. Note A2a style cab and smoke consumer installation. Photo by W. Krawiec. -33-