These were "Chatauqua" engines, which was a then-common alternative to "Atlantic" RG noted that the sextet was "doing very good work, sometimes hauling passenger trains of 14 cars on a quick schedule, with no difficulty in feeding the boiler sufficiently with one No. 9 injector. They have made a record for being 'smart' and economical."
RG gives total heating surface as 2,806 sq ft and the grate area as 55.70 sq ft. The total engine weight was given as 167,000 lb. The 1903 Rock Island locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection shows different heating surface dimensions from the RG article and they are the ones used in the specifications.
Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3766 in February 1901, 3825 (April 1901), 3911-3914 (July 1901).
NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface.
Drury (1993) says that the first pair of this balanced-compound class -- 1048-1049 -- arrived in 1905. The inside HP cylinders drove the first axle, the outside LP cylinders worked on the second set of drivers. The design met the requirements satisfactorily enough to lead to the purchase of six more (1042-1047) in 1906.
By the end of the Nineteen teens, however, the Rock Island decided to simplify and superheat the class; the result is shown in Locobase 8355.
Drury (1993) notes that 8 of these were delivered with slide valves, two with piston valves. The specs probably refer to the piston-valved pair.
Like the road's other Atlantics, this class left service only in 1935-1937.
Delivered as compounds (Locobase 5358), this class was reworked in 1919-1920 to include a superheater. There was some loss of total evaporative heating surface, but the drier steam more than made up for the deficiency. The firebox heating surface area included 31/4 sq ft of arch tubes, which may have been included in the original layout.
Notwithstanding the upgrade, the Atlantic arrangement was too limited in its applicability and this class was withdrawn in 1935-1942.
Balanced simple engines with two cylinders inside and two outside, all driving the leading set of drivers. The four-cylinder, line-abreast layout on a rigid wheelbase was rare in the US, but used often in Britain through the first three decades of the Twentieth Century. These two engines stayed in service until the mid-1930s.
The 10" (254 mm) piston valves rode in tandem in a single casting for the pairs of cylinders on each side. Steam entered through the center of the valve and was routed to inner ports, which served the outside cylinders, and to outer ports, which supplied the inside ones. Thus, steam would be entering the back of (say) the inner cylinder at the same time it was entering the front of the outer cylinder. This was a rare setup, which suggests that the mechanism was hard to "tune" or simply too complicated easily to maintain.
According to a later Rock Island locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection, by 1937 these locomotives had larger superheaters with 582 sq ft of surface area.
Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3642, 3668-3669. Also see RI 11 - 1903 Locomotive Classification and Diagrams supplied by Stanley in May 2005.
RG describes these powerful Chautauquas as "having the general characteristics of the Atlantic type." Clearly, the latter name was more widely used. They had Player-Belpaire boilers and 10" piston valves.
Angus Sinclair, writing in the January 1901 Locomotive & Railway Engineering, made a reasonable prediction:"We think that this type of engine is destined to become very popular for the service for which this one was built, because it enables the designers to put in a very large firebox, and to make it deep enough so that it can be fired with sufficient
depth of combustible to ensure a high firebox temperature."
The B, CR & N was absorbed by its controlling railroad -- the Chicago, Rock Island and Pacific in 1903, at which point these three Atlantics became 1001, 1003, 1002, respectively. They carried on until the 1930s.
|Specifications by Steve Llanso|
|Class||A-24||A-24||A-24||A-24 - 1042 - superheated||A-29||Chatauqua|
|Railroad||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)|
|Builder||Brooks||Burnham, Williams & Co||Alco-Schenectady||CRIP||Alco-Schenectady||Brooks|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.24||0.23||0.26||0.22||0.29||0.25|
|Overall Wheelbase (engine & tender)||53.71'||57.17'||61.58'||62.67'||52.94'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||87000 lbs||102000 lbs||107100 lbs||116000 lbs||88000 lbs|
|Engine Weight||162000 lbs||195000 lbs||191300 lbs||195000 lbs||202000 lbs||158600 lbs|
|Tender Light Weight||110000 lbs||144000 lbs||144000 lbs||144000 lbs||149900 lbs||107000 lbs|
|Total Engine and Tender Weight||272000 lbs||339000 lbs||335300 lbs||339000 lbs||351900 lbs||265600 lbs|
|Tender Water Capacity||5500 gals||7000 gals||7000 gals||7000 gals||7500 gals||5000 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||12 tons||12 tons||12 tons||13 tons||10 tons|
|Minimum weight of rail (calculated) on which locomotive could run||73 lb/yard||85 lb/yard||89 lb/yard||0||97 lb/yard||73 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||220 psi||185 psi||185 psi||160 psi||210 psi|
|High Pressure Cylinders (dia x stroke)||20.25" x 26" (2)||15" x 26" (2)||21" x 26" (2)||21" x 26" (2)||17.5" x 26" (4)||19.5" x 26" (2)|
|Low Pressure Cylinders (dia x stroke)||25" x 26" (2)|
|Tractive Effort||23089 lbs||22038 lbs||24699 lbs||24365 lbs||29668 lbs||23530 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.77||4.63||4.34||3.91||3.74|
|Firebox Area||220.70 sq. ft||194 sq. ft||161.80 sq. ft||225.40 sq. ft||194.50 sq. ft||155.80 sq. ft|
|Grate Area||55.70 sq. ft||50.20 sq. ft||44.80 sq. ft||50.20 sq. ft||42.80 sq. ft||45.32 sq. ft|
|Evaporative Heating Surface||2851 sq. ft||3242 sq. ft||2389 sq. ft||2516 sq. ft||2716 sq. ft||2552 sq. ft|
|Superheating Surface||339 sq. ft||522 sq. ft||479 sq. ft|
|Combined Heating Surface||2851 sq. ft||3242 sq. ft||2728 sq. ft||3038 sq. ft||3195 sq. ft||2552 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||294.17||609.65||229.21||241.39||187.62||283.96|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11140||11044||8288||9287||6848||9517|
|Same as above plus superheater percentage||11140||11044||9283||10866||7875||9517|
|Same as above but substitute firebox area for grate area||44140||42680||33525||48788||35788||32718|