Locobse 369 tells how the five-engine compound Atlantic class was an immediate success in that configuration. But most railroads were drawn toward simpler operation and superheat before too long and the Burlington followed that trend. In 1914-1915, the class was rebuilt in the West Burlington shops as simple-expansion engines. Soon after that, the boiler was reworked in the usual manner, sacrificing some portion of overall heating surface area in favor of installing a set of superheater elements. One curiosity of the diagram, however, is that the flue diameter is given as 6", as opposed to the usual 5 3/8" or 5 1/2".

Whatever the diameter, the newly recharged P-1s carried on in service for another two decades, only retiring in 1932-1933.

Tractive effort given by railroad as 16,400 lb with 84 1/2" drivers, 17,800 lb with 78" drivers. These compound locomotives had the 13 1/2-in high-pressure cylinders over the 23-in low-pressure jugs; both were fed by the same 13"-diameter piston valve, which was operated by inside Stephenson link motion.

Corbin & Kerka (1960, p 85-86) report that these engines were immediately satisfactory. 1591 ran almost 16 months (7 April 1899 to 30 July 1900) without general repairs and racked up 160,806 miles. 1592 hauled a 200-ton, 4-car fast mail the 83 miles from Mendota, Wis to Chicago in 77 minutes.

Three other Atlantics were delivered in 1901.These had more tubes of a smaller diameter; see Locobase 12327.

Like most US compounds, these engines were rebuilt to 2-cylinder simple expansion. They received 19" x 26" cylinders in 1914-1915 and were later superheated; see Locobase 8514.

See Locobase 369 for a discussion of the five Atlantics that made up this class. The two described in that entry had 248 2 1/4" tubes, the current entry shows the three fitted with a few more tubes of smaller diameter. The change resulted in a reduction in overall heating surface area.

Like most US compounds, these engines were rebuilt to two-cylinder simple expansion. They received 19" x 26" cylinders in 1914-1915 and were later superheated; see Locobase 8514.

Additional data from Vernon Beck's hosting of locomtive diagrams -- http://home.earthlink.net/~vnlbeck/P/p2.tif (visited 12 April 2003).

Most of the class ran from 1903 to 1930. Eight were rebuilt as P-6-As.

A year after the six balanced-compound P-3-Cs came on the road (Locobase 2898), the Burlington began operating these stylish simple-expansion counterparts from Rogers. They used 12" (305 mm) piston valves. Sinclair noted that as they were meant to haul the Burlington No 1 and other expresses, "...that work is already cut out for these machines." Although rated at 210 psi working pressure, this class usually ran at 200.

Unlike other Burlington 4-4-2s, this class was not superheated except for the three (2520-2521, 2523) that were converted to P-6-A class in 1927-1928; see Locobase 5455. They served for a long time, most not being discarded until the early-1950s.

Ten other engines in this class went to subsidiaries Burlington & Missouri River (Locobase 14670), two to the Hannibal & St Joseph (14671), and five to the St Louis, Keokuk & Northwestern (14672).

The compound version is shown in Locobase 4090. This was the simple-expansion variant that was delivered with 12" piston valves and Sinclair noted that as they were meant to haul the Burlington No 1 and other expresses, "...that work is already cut out for these machines."

A few were later rebuilt as P-6a (Locobase 5455).

As the six balanced-compound P-3-Cs from Baldwin came on the road (Locobase 2898), the B&MR took delivery of this simple-expansion variant. Unlike other Burlington 4-4-2s, this class was not superheated except for the three (2530-2531, 2533) that were converted to P-6-A class in 1927-1928; see Locobase 5455.

Ten other engines in this class went to the Chicago, Burlington & Quincy itself, two to the Hannibal & St Joseph, and five St Louis, Keokuk & Northwestern.

Rogers built twenty-five of these simple-expansion counterparts to Baldwin's balanced compounds. Eight went to Chicago, Burlington & Quincy itself, ten to the Burlington & Missouri River, and five to the St Louis, Keokuk & Northwestern. 691 was reassigned to the StLK&NW in 1903 and given road number 785

All four railroads' P-2s eventually united under a single run of road numbers, at which point the 690 was assigned 2538. Ex-691 became 2544. 2544 was superheated in 1927; see Locobase 5455.

Rogers built twenty-five of these simple-expansion counterparts to Baldwin's balanced compounds; these were the last five to be produced. Eight others went to Chicago, Burlington & Quincy itself, ten to the Burlington & Missouri River, and two to the Hannibal & St Joseph.

All four railroads' P-2s eventually united under a single run of road numbers. Of the former Keokuks, only 2543 was superheated in 1928; see Locobase 5455.

This was a Vauclain compound design with very tall drivers and wide firebox behind the drivers borne by an outside-frame trailing truck. According to Corbin & Kerka's (1960, p 282) tables, all of these were rebuilt as P-5 simple-expansion engines in 1915-1917; see Locobase 5454.

Works numbers were 26735-26736 in October 1905; 26793-26794, 26844-26845, 26910-26911 in November; and 26983-26984 in December.

Balanced compounds delivered with two different driver sizes: 78" on the first ten (Locobase 2898), 74" on the last ten shown here. Used a divided drive in which the HP cylinders inside drove on the first axle and the LP cylinders drove outside on the second. The design had a prominently necked down boiler from the first to the second course and an extended smokebox.

Hohl's inquiry also led Locobase to discover the reduction of 12 fire tubes in this second decade of engines and a concomitant decrease in heating surface area. A comparison will show that the difference didn't amount to a huge figure.

Both batches were delivered with heavy 154,200 lb (69,944 kg) tenders capable of carrying 8,000 US gallons (30,280 litres). A note in the second batch (DeGolyer, Volume 28, p.60) says that they were "not intended to be used behind these balanced compound locomotives" but rather behind freight engines whose tenders would be swapped for them.

Later rebuilt as P-5 simples.

Corbin & Kerka report that July 1904 tests with the lead engine -- 2700 -- yielded results such as 42.24 mph average over a 143-mile distance (McCook, Neb to Akron, Col pulling a 580-ton train. A continuous run from Creston to Chicago (393 miles) took 9 hours, an average of 43.67 mph. These are impressive performances: Few passenger engines in any country could go so far at a decent average speed pulling so heavy a trailing load in 1904.

All of the P-3-Cs were rebuilt as P-5 or P-6 simple-expansion in the mid-1920s. See Locobase 5454 and 5455, respectively.

Works numbers were 24219 in May 1904; 24644 in August; 24651-24652, 24672, 24680-24682, 24694, 24705 in September.

Balanced compounds delivered with two different driver sizes: 78" on the first ten, 74" on the last ten shown in Locobase 15965. Used a divided drive in which the HP cylinders inside drove on the first axle and the LP cylinders drove outside on the second. The design had a prominently necked down boiler from the first to the second course and an extended smokebox.

Both batches were delivered with heavy 154,200 lb tenders capable of carrying 8,000 US gallons. A note in the second batch (DeGolyer, Volume 28, p.60) says that they were "not intended to be used behind these balanced compound locomotives" but rather behind freight engines whose tenders would be swapped for them.

Later rebuilt as P-5 simples.

Corbin & Kerka report that July 1904 tests with the lead engine -- 2700 -- yielded results such as 42.24 mph average over a 143-mile distance (McCook, Neb to Akron, Col pulling a 580-ton train. A continuous run from Creston to Chicago (393 miles) took 9 hours, an average of 43.67 mph. These are impressive performances: Few passenger engines in any country could go so far at a decent average speed pulling so heavy a trailing load in 1904.

All of the P-3-Cs were rebuilt as P-5 or P-6 simple-expansion in the mid-1920s. See Locobase 5454 and 5455, respectively.

This single Atlantic was "entirely rebuilt" from the single 2-4-2 N-1 described in Locobase 423, according to the 1912 diagram referred to above. I'll say. A comparison of all the major dimensions except the cylinders shows a very different locomotive. This rebuild probably extended the life of the frame and cylinders for another 2 decades until 1929.

The Burlington Route seems to have prized its Atlantics, rebuilding them for more service when other railroads simply scrapped them.

These were rebuilds of 6 P-2-Cs -- Locobase 4090 -- in 1915-1917 and 14 P-3-Cs -- Locobases 2898 and 15962 -- in 1924-1927 Atlantics that added superheating, 12" piston valves. The firebox heating surface included 20.29 sq ft in three arch tubes. Note the considerable growth in weight on the drivers. All but the last seven (2566, etc) had 78" drivers; the last seven were delivered with 74" drivers and retained them. Their starting tractive effort was 27,660 lb (12,546 kg).

This class of simpled former compounds lasted into the 1940s. One retired as late as 1953.

These were rebuilds of 6 P-3 (P-6) and 8 P-2s (P-6A) in 1927-1928 that were very similar to the P-5s updated at the same time (Locobase 4090), but with even more weight on the drivers. Improvements included superheating, 12" piston valves. The firebox heating surface included 20.29 sq ft of three arch tubes. All of their data agreed except for tender capacities. The six P-6 tenders carried 8,000 gallons of water and 13 tons of coal; the other eight trailed the slightly less capacious tenders shown here.

All of them endured in service until the late 1940s with the last leaving the railroad in 1954.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | P-1 - simpled & superheated | P-1-C | P-1-C | P-2 | P-2 |

Locobase ID | 8514 | 369 | 12327 | 370 | 8515 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | St Louis, Keokuk & Northern (CB&Q)) | Chicago, Burlington & Quincy (CB&Q) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-2 | 4-4-2 | 4-4-2 | 4-4-2 | 4-4-2 |

Number in Class | 5 | 2 | 3 | 25 | 8 |

Road Numbers | 2500-2504 | 1591-1592 / 2500-2501 | 1593-1595/2502-2504 | 2520-2544 | 1576-1583/2520-2527 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 3 | 25 | 8 | |

Builder | CB & Q | Burnham, Williams & Co | Burnham, Williams & Co | Rogers | Rogers |

Year | 1914 | 1899 | 1899 | 1902 | 1903 |

Valve Gear | Walschaert | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.50' | 7.50' | 7.50' | 7.25' | 7.25' |

Engine Wheelbase | 27.08' | 27.08' | 27.08' | 27' | 27.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.28 | 0.28 | 0.28 | 0.27 | 0.26 |

Overall Wheelbase (engine & tender) | 55.58' | 55.58' | 55.58' | 55.06' | 55' |

Axle Loading (Maximum Weight per Axle) | 43200 lbs | 43200 lbs | 43200 lbs | 46500 lbs | |

Weight on Drivers | 85850 lbs | 85850 lbs | 85850 lbs | 91250 lbs | 92000 lbs |

Engine Weight | 159050 lbs | 159050 lbs | 159050 lbs | 187000 lbs | 174000 lbs |

Tender Light Weight | 120400 lbs | 120400 lbs | 120400 lbs | 124000 lbs | 125000 lbs |

Total Engine and Tender Weight | 279450 lbs | 279450 lbs | 279450 lbs | 311000 lbs | 299000 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 6000 gals | 6000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 12 tons | 12 tons | 12 tons |

Minimum weight of rail (calculated) | 72 lb/yard | 72 lb/yard | 72 lb/yard | 76 lb/yard | 77 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 84.50" | 84.50" | 84.50" | 78" | 78" |

Boiler Pressure | 210 psi | 210 psi | 210 psi | 210 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 19" x 26" | 13.5" x 26" | 13.5" x 26" | 20" x 26" | 20" x 26" |

Low Pressure Cylinders (dia x stroke) | 23" x 26" (2) | 23" x 26" (2) | |||

Tractive Effort | 19827 lbs | 14890 lbs | 14890 lbs | 23800 lbs | 22667 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.33 | 5.77 | 5.77 | 3.83 | 4.06 |

Heating Ability | |||||

Firebox Area | 203.50 sq. ft | 186 sq. ft | 186 sq. ft | 185.20 sq. ft | 156 sq. ft |

Grate Area | 33.60 sq. ft | 33.60 sq. ft | 33.60 sq. ft | 44.10 sq. ft | 44.30 sq. ft |

Evaporative Heating Surface | 1794 sq. ft | 2502 sq. ft | 2359 sq. ft | 3010 sq. ft | 2990 sq. ft |

Superheating Surface | 410 sq. ft | ||||

Combined Heating Surface | 2204 sq. ft | 2502 sq. ft | 2359 sq. ft | 3010 sq. ft | 2990 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 210.26 | 580.86 | 547.66 | 318.39 | 316.27 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 7056 | 7056 | 7056 | 9261 | 8860 |

Same as above plus superheater percentage | 8397 | 7056 | 7056 | 9261 | 8860 |

Same as above but substitute firebox area for grate area | 50855 | 39060 | 39060 | 38892 | 31200 |

Power L1 | 22536 | 8118 | 7780 | 11366 | 10368 |

Power MT | 1157.44 | 416.94 | 399.58 | 549.21 | 496.90 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | P-2 | P-2 | P-2 | P-2 | P-2-C |

Locobase ID | 10767 | 14670 | 14671 | 14672 | 4090 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Burlington & Missouri River (CB&Q) | Hannibal & St Joseph (CB&Q) | St Louis, Keokuk & Northwestern (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-2 | 4-4-2 | 4-4-2 | 4-4-2 | 4-4-2 |

Number in Class | 25 | 8 | 8 | 5 | 6 |

Road Numbers | 2300 | 3700-3709/ 2528-2537 | 690-691 / 2538, 2544 | 780-784 / 2539-2543 | 1584-1589 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 25 | 8 | 8 | 5 | 6 |

Builder | Rogers | Rogers | Rogers | Rogers | Burnham, Williams & Co |

Year | 1903 | 1902 | 1902 | 1903 | 1902 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.25' | 7.25' | 7.25' | 7.25' | 7.25' |

Engine Wheelbase | 27.58' | 27.58' | 27.58' | 27.58' | 27.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.26 | 0.26 | 0.26 | 0.26 | 0.26 |

Overall Wheelbase (engine & tender) | 55' | 55' | 55' | 54.98' | |

Axle Loading (Maximum Weight per Axle) | 46500 lbs | 46500 lbs | 46500 lbs | ||

Weight on Drivers | 92000 lbs | 92000 lbs | 92000 lbs | 92000 lbs | 95880 lbs |

Engine Weight | 174000 lbs | 174000 lbs | 174000 lbs | 174000 lbs | 183080 lbs |

Tender Light Weight | 120400 lbs | 125000 lbs | 125000 lbs | 125000 lbs | 120400 lbs |

Total Engine and Tender Weight | 294400 lbs | 299000 lbs | 299000 lbs | 299000 lbs | 303480 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 6000 gals | 6000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 12 tons | 12 tons | 12 tons |

Minimum weight of rail (calculated) | 77 lb/yard | 77 lb/yard | 77 lb/yard | 77 lb/yard | 80 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 78" | 78" | 78" | 78" | 84.50" |

Boiler Pressure | 210 psi | 200 psi | 200 psi | 200 psi | 210 psi |

High Pressure Cylinders (dia x stroke) | 20" x 26" | 20" x 26" | 20" x 26" | 20" x 26" | 15" x 26" |

Low Pressure Cylinders (dia x stroke) | 25" x 26" (2) | ||||

Tractive Effort | 23800 lbs | 22667 lbs | 22667 lbs | 22667 lbs | 18173 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.87 | 4.06 | 4.06 | 4.06 | 5.28 |

Heating Ability | |||||

Firebox Area | 155.50 sq. ft | 156 sq. ft | 156 sq. ft | 156 sq. ft | 155.50 sq. ft |

Grate Area | 44.25 sq. ft | 44.30 sq. ft | 44.30 sq. ft | 44.30 sq. ft | 44.25 sq. ft |

Evaporative Heating Surface | 2991 sq. ft | 2990 sq. ft | 2990 sq. ft | 2990 sq. ft | 2991 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2991 sq. ft | 2990 sq. ft | 2990 sq. ft | 2990 sq. ft | 2991 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 316.38 | 316.27 | 316.27 | 316.27 | 562.45 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 9293 | 8860 | 8860 | 8860 | 9293 |

Same as above plus superheater percentage | 9293 | 8860 | 8860 | 8860 | 9293 |

Same as above but substitute firebox area for grate area | 32655 | 31200 | 31200 | 31200 | 32655 |

Power L1 | 10882 | 10368 | 10368 | 10368 | 7545 |

Power MT | 521.54 | 496.90 | 496.90 | 496.90 | 346.97 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | P-3-C - 74"" | P-3-C - 78"" | P-4 (N-1) | P-5 | P-6/P-6A |

Locobase ID | 15962 | 2898 | 5453 | 5454 | 5455 |

Railroad | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) | Chicago, Burlington & Quincy (CB&Q) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-4-2 | 4-4-2 | 4-4-2 | 4-4-2 | 4-4-2 |

Number in Class | 10 | 10 | 1 | 20 | 14 |

Road Numbers | 2710-2719 | 2700-2709 | 2599 | 2550-2555, 2558-2559, 2571-2572, 2574 | 2580-2585, 2590-2597 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 10 | 10 | |||

Builder | Burnham, Williams & Co | Burnham, Williams & Co | CB&Q | CB&Q | CB&Q |

Year | 1905 | 1904 | 1905 | 1915 | 1927 |

Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 7.25' | 7.25' | 7.50' | 7.25' | 7.25' |

Engine Wheelbase | 30.17' | 30.17' | 27.75' | 30.17' | 27' |

Ratio of driving wheelbase to overall engine wheebase | 0.24 | 0.24 | 0.27 | 0.24 | 0.27 |

Overall Wheelbase (engine & tender) | 54.92' | 60.68' | 55.06' | ||

Axle Loading (Maximum Weight per Axle) | 51000 lbs | 51000 lbs | 48000 lbs | ||

Weight on Drivers | 101200 lbs | 101200 lbs | 93000 lbs | 104200 lbs | 113200 lbs |

Engine Weight | 196600 lbs | 196600 lbs | 172000 lbs | 194800 lbs | 194800 lbs |

Tender Light Weight | 120400 lbs | 120400 lbs | 120400 lbs | 148200 lbs | 148200 lbs |

Total Engine and Tender Weight | 317000 lbs | 317000 lbs | 292400 lbs | 343000 lbs | 343000 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 6000 gals | 8000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | 12 tons | 13 tons | 13 tons |

Minimum weight of rail (calculated) | 84 lb/yard | 84 lb/yard | 78 lb/yard | 87 lb/yard | 94 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 74" | 78" | 78" | 78" | 69" |

Boiler Pressure | 210 psi | 210 psi | 200 psi | 210 psi | 210 psi |

High Pressure Cylinders (dia x stroke) | 15" x 26" | 15" x 26" | 19" x 26" | 21" x 26" | 21" x 26" |

Low Pressure Cylinders (dia x stroke) | 25" x 26" (2) | 25" x 26" (2) | |||

Tractive Effort | 20752 lbs | 19688 lbs | 20457 lbs | 26240 lbs | 29662 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.88 | 5.14 | 4.55 | 3.97 | 3.82 |

Heating Ability | |||||

Firebox Area | 166.40 sq. ft | 166.40 sq. ft | 149.20 sq. ft | 175.84 sq. ft | 175.84 sq. ft |

Grate Area | 44.10 sq. ft | 44.10 sq. ft | 37.50 sq. ft | 44.10 sq. ft | 44.10 sq. ft |

Evaporative Heating Surface | 3080 sq. ft | 3217 sq. ft | 2505 sq. ft | 2299 sq. ft | 2299 sq. ft |

Superheating Surface | 576 sq. ft | 576 sq. ft | |||

Combined Heating Surface | 3080 sq. ft | 3217 sq. ft | 2505 sq. ft | 2875 sq. ft | 2875 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 579.19 | 604.95 | 293.60 | 220.57 | 220.57 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 9261 | 9261 | 7500 | 9261 | 9261 |

Same as above plus superheater percentage | 9261 | 9261 | 7500 | 11113 | 11113 |

Same as above but substitute firebox area for grate area | 34944 | 34944 | 29840 | 44312 | 44312 |

Power L1 | 6859 | 7483 | 9907 | 21903 | 19375 |

Power MT | 298.84 | 326.03 | 469.70 | 926.83 | 754.67 |

- CB&Q 1580 (Photo courtesy Chuck Zeiler)
- CB&Q 1586 (Photo courtesy Chuck Zeiler)
- CB&Q 1591 (Photo courtesy Chuck Zeiler)
- CB&Q 2700 (Photo courtesy Chuck Zeiler)
- CB&Q 2718 (Photo courtesy Chuck Zeiler)

*Steam Locomotives of the Burlington Route*by Bernard Corbin and William Kerka, Published by Bernard Corbin and William Kerka- Burlington Route Historical Society
*Railroads of Northern Colorado*by Kenneth Jessen, Published by Pruett Publishing Company

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