Rock Island / Burlington, Cedar Rapids & Northern 4-4-2 "Atlantic" Type Locomotives

Class Details by Steve Llanso

Class A-24 (Locobase 4121)

Data from Railroad Gazette (13 December 1901) and more fully on 26 April of the same year,

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.

Class A-24 (Locobase 5358)

Data from table in June 1906 AERJ and "Baldwin Balanced Compound for the CRI & P", Railway and Locomotive Engineering, Vol 18, No 11 (November 1905), p. 513. Works numbers were 26474, 26511 in September 1905, 28875-28876 in August 1906 and 28930-28931, 28937, 29011 in September.

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.

Class A-24 (Locobase 5359)

Data from table in June 1906 AERJ. The table has no square footage allotted for a superheater and the diameter of the flues is relatively small for this period. The 1903 Rock Island locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection credits them with "Alco" superheater and gives the surface area.

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.

Class A-24 - 1042 - superheated (Locobase 8355)

Data from RI 1 - 1942 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

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.

Class A-29 (Locobase 107)

Data from "2264. Rock Island 1040 Class Passenger Locomotives," Brotherhood of Locomotive Firemen & Enginemen's Magazine, Volume 56 , No 3 (March 1914), pp. 344-346.

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.

Class Chatauqua (Locobase 3876)

Data from Railroad Gazette (30 November 1900).

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
ClassA-24A-24A-24A-24 - 1042 - superheatedA-29Chatauqua
Locobase ID4121 5358 5359 8355 107 3876
RailroadRock 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)
CountryUSAUSAUSAUSAUSAUSA
Whyte4-4-24-4-24-4-24-4-24-4-24-4-2
Road Numbers1004-10101042-10491011-10201042-10491040-104177
GaugeStdStdStdStdStdStd
BuilderBrooksBurnham, Williams & CoAlco-SchenectadyCRIPAlco-SchenectadyBrooks
Year190019051905191919101900
Valve GearStephensonStephensonWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase7' 6.83'7' 6.83'7' 6.75'
Engine Wheelbase28.67'30.25'27.45'31.08'23.80'27'
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 Drivers87000 lbs102000 lbs107100 lbs116000 lbs88000 lbs
Engine Weight162000 lbs195000 lbs191300 lbs195000 lbs202000 lbs158600 lbs
Tender Light Weight110000 lbs144000 lbs144000 lbs144000 lbs149900 lbs107000 lbs
Total Engine and Tender Weight272000 lbs339000 lbs335300 lbs339000 lbs351900 lbs265600 lbs
Tender Water Capacity5500 gals7000 gals7000 gals7000 gals7500 gals5000 gals
Tender Fuel Capacity (oil/coal)10 tons12 tons12 tons12 tons13 tons10 tons
Minimum weight of rail (calculated) on which locomotive could run73 lb/yard85 lb/yard89 lb/yard097 lb/yard73 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter78.50"73"73"74"73"75"
Boiler Pressure200 psi220 psi185 psi185 psi160 psi210 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 Effort23089 lbs22038 lbs24699 lbs24365 lbs29668 lbs23530 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.77 4.63 4.34 3.91 3.74
Heating Ability
Firebox Area220.70 sq. ft194 sq. ft161.80 sq. ft225.40 sq. ft194.50 sq. ft155.80 sq. ft
Grate Area55.70 sq. ft50.20 sq. ft44.80 sq. ft50.20 sq. ft42.80 sq. ft45.32 sq. ft
Evaporative Heating Surface2851 sq. ft3242 sq. ft2389 sq. ft2516 sq. ft2716 sq. ft2552 sq. ft
Superheating Surface339 sq. ft522 sq. ft479 sq. ft
Combined Heating Surface2851 sq. ft3242 sq. ft2728 sq. ft3038 sq. ft3195 sq. ft2552 sq. ft
Evaporative Heating Surface/Cylinder Volume294.17609.65229.21241.39187.62283.96
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11140110448288928768489517
Same as above plus superheater percentage111401104492831086678759517
Same as above but substitute firebox area for grate area441404268033525487883578832718
Power L11067776321349518259107579729
Power MT541.12329.91555.58408.88487.47

Reference

Credits

Introduction and roster provided by Richard Duley. Class details and specifications provided by Steve Llanso of Sweat House Media.