Class 105 / E-28a (Locobase 2095)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 220. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Baltimore & Ohio Chicago Terminal Railroad came into B&O possession in January 1910 after the CT had gone into receivership.

They were converted to 0-8-0 switchers between 1929 and 1933 and their numbers changed. In switcher service they lasted until 1959.

Class 117 / E-51 (Locobase 2610)

Data from 1899 Brooks Catalogue

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 #2230-31, 2234, 2236, 2239, 2243, 2246, 2248, 2295-96, /road #117-126, 2-8-0s began delivery in February and May 1893 with works #2413-2420 (128-135) following in March 1894.

Buffalo, Rochester, & Pittsburgh class with "improved" Belpaired boiler typically long and narrow and a firebox with 15.7 sq ft of arch pipes. Note the very small drivers for a standard-gauge engine.

Only 6 passed into B&O hands in 1932: 117, 120, 121, 123, 129, 131, and 135 became 3004-3006 respectively.

Locobase summarizes the successor railroads for some of the others because he's fascinated by the variety of destinations.

118 eventually wound up on the Tennessee Railroad;

119 on the Marinette, Tomahawk & Western;

122 to the Gosa-Steele Lumber Co as their 404;

124 was sold to the Nahma & Northern;

125 to the J. W. Wells Lumber Co., Monominee, Michigan;

126 went to the Plattsburgh Railway as their #2;

128 went to the New York & Pennsylvania

130 was owned successively by the Kosciusko & Southern in Mississippi and Georgia's Gainesville Northwestern.

133 wound up on the Pittsburgh & Susquehanna

The others were sold for scrap.

Class 3 /E-46 (Locobase 13798)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 39, p. 7. See also "'Movies' to Boost a Railroad," Industrial World, Volume 47, No 2 (18 August 1913), p. 976. Works number was 36669 in July 1911,

The ICV began as a Fayette County, Pennsylvania logging road and this little Consolidation would seem to fit that bill. Over time, the ICV's exploitation of the Indian Valley coal seam and its connection with the B & O at Indian Creek gained more of its attention. In 1913, according to the Industrial World reported, "The enterprising men at the head of the little road, which has grown from a logging enterprise into a well managed railroad property with substantial roadbed and standard motive power and rolling stock, are seeking in every possible way to popularize their line for summer resort travel and also to attract investors into the romantic reaches of the Laurel Ridge."

How? "Recently they hit upon the moving picture idea, and had a series of moving pictures placed in the hands of the Western Pennsylvania circuit."

In other words, commercials for the ICV were interspersed among the 2-reelers at the local bijous. The ICV soon gained the notice of other railroads: "Austin Gallagher, industrial commissioner of the Western Maryland, dropped into a moving picture house at Connellsville the other night and got a glimpse of the Indian Creek screens, which happened to be on the bill that night."

The IW allows the the Connellsville Courier to relate the result:

"The idea struck Mr. Gallagher forcibly as the views along the Indian Creek Valley Railroad were shown. The industrial commissioner was keenly disappointed that more of the pictures were not shown and regretted that he could not remain for another evening to get a glimpse of a further installment.

"'I believe this would be just the thing to advertise our route,' said Mr. Gallagher. Mr. Gallagher said he would suggest that the passenger department communicate with the men who took the Indian Creek views, and have them take the Western Maryland pictures."

The IW assessed the initiative in another perspective, saying it all "...goes to show that in rai1roading, as in other lines, the big fellows haven't a corner on all the bright ideas."

Chartered in 1902 to link Indian Creek to Rockwood, Pa some 55 miles away, the ICV never achieved that ambition; in 1920, the railroad had reached Jones Mill, which lay 23 miles from Indian Creek on the Youghiogheny River. The B & O took over the road in 1928, renumbered the 3 as 440 and placed it in its own E-46 class. The 440 was scrapped in 1934.

Class 70 / E-34 (Locobase 13905)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volumes 41, p.101 and Volume 48, p. 230. Works numbers were 38178-38179 in August 1912, 40669-40670 in September 1913

These Coal & Coke Consolidations followed the same power dimensions as the earlier batches, but had a few more fire tubes and quite a bit more grate area. They also abandoned the inside Stephenson gear for the outside Baker radial gear.

Two years later, Baldwin added two more that had a little less heating surface area; see Locobase 6700.

2946 was retired in March 1939. The other three continued in service all through World War II. Retirements then came to 2948 in May 1947 and 2947, 2949 in June 1949.

Class ??? (Locobase 5872)

Summarized in a description of several locomotive classes recently delivered to the Baltimore & Ohio in American Engineer, Car Builder and Railroad Journal (AERJ) in 1895.

Quite a bit smaller in every dimension than the 10 described in Locobase 5871. However, the tubes were slightly longer. Brian Rumary's list of Richmond works numbers sets the production date as August 1896 and works numbers 2552-2576.

Class Class E/E-26 (Locobase 2022)

Very low-drivered Consolidation originally delivered to the PJ short line. Its large boiler and cab visually overpower the small drivers in a Smithsonian Institution photograph. Renumbered and reclassified as E-26 in 1902 by the B&O. Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1545-1546 in March 1895 and road #8-9.

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details.

Rumary credits 8 with 21x28" cylinders, but given the consecutive works numbering, it's more likely that the two had the same power dimensions.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class Class H-1/E-26 (Locobase 2020)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Data from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive collection. Baldwin works numbers were 16184-16185, 16226-16231 in September 1898. See Locobase 2017 for the origins of the B & OSW.

Size and number make this a classic Consolidation class. The B&O reclassified them as E-26 in 1900 and ran them for 30 years. 1542-1543 were scrapped in 1928, 1537-1538 and 1540-1541 retired in 1933, and 1539 and 1544 were scrapped in 1935.

Class Class H-2/E-26 (Locobase 2021)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Works numbers were 16232-16233 in September 1899; 16531-16534 in February 1899; 16549-16559, 16596-16610 in March; and 16648-16655 in April.

Sturdy, powerful freight engines that entered service as Vauclain compounds sporting 15 1/2" HP and 26" LP cylinders with a 28" common stroke (calculated tractive effort of 30,133 lb). Converted to simples soon after they entered service. Renumbered and reclassified as H-2s in 1900 by the B&O and ran until 1936, except for the 1586, which ran until 1945.

Class Class H/E-25 (Locobase 2019)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) for details. Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive collection May 2005. See Locobase 2017 for the origins of the B & OSW.

Low-drivered Consolidations that were reclassified E-25 on the B&O in 1900 and ran until 1934. .

Class E / E-30 (Locobase 6565)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. Works numbers were 25531-25532, 25555, 25576, 25585-25586 in April 1905; 25626, 25641-25642, 25656-25657, 25663, 25681-25682, 25693 in May.

This class had an unusual diameter/stroke ratio in its cylinders. For some reason, the CH & D wanted small-bore. Perhaps the relatively small volume was a reason for the relatively early retirement dates. The B & O withdrew 1732-1733 in 1929 while the rest didn't go until 1933.

Class E-11a (Locobase 5871)

Summarized in a description of several locomotive classes recently delivered to the Baltimore & Ohio in American Engineer, Car Builder and Railroad Journal (AERJ) in 1895.

This was the larger of two Consolidation designs delivered at the same time, according to AERJ.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2345-2354 (August 1898).

Class E-14 (Locobase 3147)

Baldwin works numbers ran as follows:

15345-15350, 15353-15357, 15359-15367 in June 1897; 15665-15669, 15674-15678 in January 1898; 15735-15744 in February; and 16140-16154 in August.

Heavy freight engine of the 1890s; Data from McShane (1899) and showing an engine that was probably a follow-on class to those described in Locobase 5872.

Most of the class began and ended their 30-year careers on the B & O and were retired in the 1920s. For some reason, 1294 lingered long enough to be leased in 1942 to the Strouds Creek & Muddlety; the West Virginia shortline struck out from the B & O at Allingdale, WVa and traveled its 5.7 miles up and over a divide to Tioga in Nicholas County. After its return, the engine was retired in December 1951.

Two other E-14s -- 1527 and 1529 -- were sold to the Buffalo Creek & Gauley in 1925 and April 1946 as the BC & G's 6 and 7. Both were retired 1953. The BC & G website -- http://www.buffalocreekandgauley.com/LOCOMOTIVES/Locomotives.html -- notes that the 1526 was on the BC & G's roster in 1944 and speculates that it may have been leased for a time but never actually purchased or renumbered.

Class E-16 (Locobase 12591)

Data from "The Year in Locomotive Construction", Daily Railway Age (14 June 1899), pp. 9-16 , esp. p.12-13.

Very similar to the Baldwin Consolidations that immediately preceded the class, this much larger order was fulfilled by Pittsburgh over a 2-year period.

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 E-17 / E-17a (Locobase 6563)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005 and from DeGolyer, Volume 21, p. 271.. Works numbers were 16191-16195 in September 1898.

The class was later rebuilt with 21"-diameter cylinders and about 6 sq ft more direct heating surface. They were nearly repeats of the 1896 E-13s (1630-1639), but had slightly longer, but slightly shallower fireboxes.

1642 retired in 1923, 1641 and 1644 in 1925, 1643 in 1926, and 1640 in November 1928.

Class E-18 (Locobase 3928)

Railroad Gazette (15 June 1900) profiles this large class, which was intended to be a good deal larger. Works numbers ran as follows: 17406-17407 in January 1900; 17437-17438, 17496-17497 in February; 17527-17530, 17575-17577 in March; 17642-17643, 17671-17678, 17697, 17711-17713 in April; 17733-17736, 17769-17770 in May; and 17816-17817, 17851-17852, 17867-17868 in June.

RG notes that the original plan was to build to the same design 165 engines for the Baltimore & Ohio, 60 for the Union Pacific, and 10 more for the Kansas City, Pittsburgh & Gulf. But along the way 24 of the B&O order received Wootten wide-firebox boilers in a camelback arrangement. Within a year, according to Drury (1993), that layout accounted for a total 111 locomotives. 2 more E-18s were delivered with Vanderbilt boilers with a corrugated, cylindrical firebox. (These were E-19s 1939-1940).

The 39 delivered as conventional-cab Consolidations operated for years, the last being retired in 1936.

Class E-19 (Locobase 4142)

Railroad Gazette (10 May 1901) profiles these Vauclain compounds that were delivered with Vanderbilt boilers with a corrugated, cylindrical firebox. Works numbers were 17958 and 17978 in July 1900.

Compared to the E-18s, these engines had much bigger boilers, but the grate area and firebox heating surface area were much smaller. The Vanderbilt design might have appealed because of its lack of staybolts, and RG's enthusiastic report of coal savings suggested a bright future.

The limitations in the expandability of a cylindrical firebox design, especially in combination with the forest of narrow fire tubes the design encouraged, doomed the unorthodox approach to a very short-lived career. Both were rebuilt in 1904 as conventional-firebox, simple-expansion (21" x 30") E-19a; 1939 was retired in 1929, 1940 in 1933.

See also Bruce's comment under the Union Pacific engines.(entry 2851).

Class E-19A (Locobase 12628)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 22, p. 250. Works numbers were

1900

17578, 17586-17589, 17598-17601, 17621-17623 in March; 17639-17641 in April; 17912-17913, 17930, 17934-17938 , 17957-17958, 17978, 17982, 17990-17993 in July; 18001-18003, 18024-18025, 18044-18048, 18076 in August; 18094, 18120-18122, 18160, 18177-18178, 18228-18229 in September; 18275-18277 in October; 18374, 18392-18394 in November; 18416-18418, 18441, 18466-18467, 18500-18503 in December.

1901

18533-18537, 18628-18630, 18651-18661 in January; 18706-18711 in February; 18725, 18736-18740 in March; 18975-18976, 19001-19006, 19030-19033 in May; 19083-19086, 19099-19102 in June.

Five were originally delivered to the Cleveland Terminal & Valley as their 1-5; works numbers were 19501-19503 in August 1901, 19518-19519 in September.

During the period that the two E-18s were completed as Vanderbilt-firebox oddities (Locobase 4142), another 109 Camelbacks were delivered as Vauclain compounds with 15 1/2" diameter HP cylinders and 26" diameter LP cylinders. As with all Wootten-type fireboxes, the ratios can seem weirdly skewed but the overall performance is in the middle of the pack. Seven more were supplied by Baldwin as simple engines in 1903 (works numbers were 21842, 21859, 21875, 21883 in March 1903; 21898, 21927, 22021 in April).

By 1905, compounding was no longer seen as an answer and the entire class was simpled; see Locobase 6564. .

Class E-19A - simpled (Locobase 6564)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. Works numbers were:

1900

17578, 17586-17589, 17598-17601, 17621-17623 in March; 17639-17641 in April; 17912-17913, 17930, 17934-17938 , 17957-17958, 17978, 17982, 17990-17993 in July; 18001-18003, 18024-18025, 18044-18048, 18076 in August; 18094, 18120-18122, 18160, 18177-18178, 18228-18229 in September; 18275-18277 in October; 18374, 18392-18394 in November; 18416-18418, 18441, 18466-18467, 18500-18503 in December.

1901

18533-18537, 18628-18630, 18651-18661 in January; 18706-18711 in February; 18725, 18736-18740 in March; 18975-18976, 19001-19006, 19030-19033 in May; 19083-19086, 19099-19102 in June.

Five were originally delivered to the Cleveland Terminal & Valley as their 1-5; works numbers were 19501-19503 in August 1901, 19518-19519 in September.

During the period that the two E-18s were completed as Vanderbilt-firebox oddities (Locobase 4142), another 109 Camelbacks were delivered as Vauclain compounds with 15 1/2" diameter HP cylinders and 26" diameter LP cylinders. Seven more were supplied by Baldwin as simple engines in 1903 (works numbers were 21842, 21859, 21875, 21883 in March 1903; 21898, 21927, 22021 in April).

By 1905, compounding was no longer seen as an answer and the entire class was simpled to the configuration shown here. As with all Wootten-type fireboxes, the ratios seem skewed but the overall performance is in the middle of the pack.

Class E-23 (Locobase 9477)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, February 1903, p. 90.

For some reason, Sinclair does not include wheelbases or the tender's loaded weight. In any case, these were unusual Consolidations on the B & O for a couple of reasons. First, they were built by Schenectady, not Baldwin, and second, they were quite a bit bigger than other contemporary 2-8-0s in B & O service.

Class E-24 (Locobase 4796)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005.

See Railway and Locomotive Historical Bulletin #124 for a full account of this, the most numerous single class built by the Pennsy (or any other US railroad). As Richard D. Adams explains, these locomotives dated from the days when the Pennsylvania Railroad controlled the Baltimore & Ohio (1901-1906). As such, they were duplicates of the Pennsy's H-6 class and were among the few B&O engines with Belpaire boilers. Most were later superheated as H-6sb (New EHS was 2,140 sq ft to which was added 378 sq ft of SHS -- 15% of the total)

Pittsburgh, Richmond, and Rogers each supplied engines from 1902-1904.

148 built from 1906-1908. ALCO-Pittsburgh constructed 90, Baldwin 25, and Juniata 33.

In1911, the B & O ordered a special 2-6-8-0 based on these Consolidations. Using the E-24 to power the rear cylinders, the B & O bought another boiler and engine set that had a feedwater heater with 369 2" tubes of much shorter length (8 feet 3 inches) and a total heating service area of 1,594 sq ft. The LP cylinders under this boiler section had 34" diameters.

Thirty-one E-24s became E-24a in 1930 when they were fitted with Walschaerts gear and piston valves. These endured until 1951-1956.

Class E-27 (Locobase 2885)

Data from a table in the June 1906 issue of AERJ, with additional information from J Snowden Bell (1912). (Bell shows a locomotive with two fewer tubes, 194,000 lb weight on the drivers, 217,000 engine weight, and Baker valve gear.)

By far the largest single class of Consolidations built for the B&O. Schenectady and Richmond both supplied locomotives over a five-year period with Schenectady delivering the first 134 and Richmond supplying the last 75.

One of the two superheated updates of this class in found in Locobase 3095. The last of these retired in 1959.

Class E-27b - 2 1/4"" tubes (Locobase 14451)

Data from B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

When Richmond resumed production in 1909 of this large class of 22"x 30" Consolidations (see Locobase 2885 for the first 205), its first 84 locomotives were essentially repeats of the 1905 design. Tube diameter remained 2 1/4" (57.15 mm) and the count only dropped by two. One change was the use of outside Walschaert radial valve gear in place of the inside link motion.

The next 120 would adopt a new arrangements of tubes; see Locobase 11373. Many E-27s were superheated; see Locobase 3095.

Class E-27b - 2"" tubes (Locobase 11373)

Data from "Equipment & Supplies", Railway Age Gazette, Vol XLVIII, No 19 (13 May 1910), p. 1240 and B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The RAG report simply notes the order, but does not comment on the fact that the boiler in these Consolidations now held almost four dozen more tubes of a smaller diameter than any of the E-27 class that had preceded them.

Class E-27ca (Locobase 3095)

Although the E-27s were delivered without superheaters, many were later converted. This set of specifications is the result, as detailed in a comparison of B&O locomotives in Railway Age 11 July 1931 and supplemented B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

E-27a and E-27b saturated-boiler locomotives were converted to superheated engines, some more than once. When the E-27bs received 25-element superheaters but retained their 22" cylinders, they were redesignated E-27c. When that design was modfied with the installation of 24" cylinders, they became E-27ca. One E-27b (2722) was retrofitted with Caprotti poppet valves and redesignated E-27j.

The amount of superheat isn't dramatic, but it doubtless made some difference. One E-27--2794--was refitted with yet another superheated boiler. The superheater now consisted of 34 5 1/2" flues with elements contributing 743.5 sq ft (69.1 sq m) to the overall heating surface area. The firebox now held a thermic syphon that added 46.8 sq ft (4.35 sq m) to the direct heating surface area. Small tube count dropped by 38 to accommodate the larger superheater. The overall result was very nearly the same evaporative heating surface area (now down slightly to 2,257.8 sq ft or 209.75 sq m), but the ratio of superheat to overall heating surface area zoomed to 24.8%). Boiler pressure increased by 10 psi.

Class E-29 (Locobase 2050)

This largest group of Cincinnati, Hamilton, & Dayton Consolidations was built by Brooks (401-402, 404-419) and Baldwin (420-434). 400-401 were not renumbered by the B&O, but 404-434 received 1706-1736. All were retired by 1937.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Note that the Brooks locomotives had 304 tubes rather than the 299 shown in the specs. Their total evaporative heating surface amounted to approximately 2,380 sq ft.

Class E-31 (Locobase 2051)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005.

The last group of Consolidations built for the Cincinnati, Hamilton, & Dayton, these engines were renumbered by the B&O as 2914-2933.

Class E-32 (Locobase 2101)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. Works numbers were 24114-24115 in February 1904 and 25098-25099 in February 1905.

Low-drivered Consolidation class one would expect to see on a coal road buried in the West Virginia hills. The WV encyclopedia entry explains that the C & C combined some existing trackage with 107 new miles that opened in 1905.

Rice summarizes what this new railroad meant to the surrounding towns: "When the Coal & Coke Railway was completed, it provided a much needed north-south route through the heart of West Virginia. The Coal & Coke connected with the Western Maryland Railroad at Elkins and with the Kanawha & Michigan at Charleston. The Coal & Coke Railway provided a way for West Virginia coal to get to outlets on the Great Lakes, as well as an alternate route to Atlantic Ocean ports."

The Coal & Coke Railroad was bought by the B&O in 1917, operated by the B&O from 1920 to 1933, when it was absorbed into the B&O system.

A later diagram reflected a reduction in the firebox heating surface to 140.1 sq ft, which reduced evaporative heating surface to 1,988 sq ft.

This engine class was out of service by 1939.

Class E-33 (Locobase 2102)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Works numbers were 27316, 27330 in January 1906; 27720, 27723, 27774 in March; and

28126-28128, 28251-28252 in May.

Three similar Consolidation classes built for the Coal & Coke RR over a ten-year period. E-33 -- 50-61 -- came in 1904-1906. The four E-34 -- 70-73 -- came in 1912-1913 and weighed 179,000 lb. Two more E-35 -- 74, 75 -- weighed 183,000 lb and were renumbered. They were renumbered 2934-2951 and lasted until 1950.

Class E-35 (Locobase 6700)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 41414-41415 in May 1914.

These Consolidations were virtually identical to the four supplied to the C & C in 1912-1913 and shown in Locobase 13905, but are shown here with heating surface dimensions reflecting slight changes later on.

2950 was retired first in September 1939. 2951 operated throughout World War II before being scrapped in November 1948.

Class E-36 (Locobase 2104)

Data from Record of Recent Construction #98 (Baldwin Locomotive Works, 1920), p. 3-4 and DeGolyer, Vol 53, pp. 383+. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 43564-43565 in June 1916.

Slightly enlarged versions of earlier Baldwin-built Consolidations delivered to the Coal & Coke Railroad. Photograph shows a stocky profile with 11" piston valves, small domes. The C&C's profile had a relatively modest maximum grade of 86 feet/mile (1.6%).

These two engines were renumbered 2952-2953 when the B & O bought out the C & C in 1918.

2953 was retired before World War II (June 1940) while 2952 served until December 1949.

Class E-37 (Locobase 2107)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 27897 in April 1906.

Morgantown & Kingwood Railroad had 18 miles of hills south of Morgantown in West Virginia. The B&O bought it in February 1920 and erased the name in 1922. This low-drivered Consolidation was renumbered 413, later 588, and ran until 1946.

Class E-38 (Locobase 2108)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. See also DeGolyer, Vol 62, pp. 74. Works number was 48895 in June 1918.

M&K Railroad Consolidation of stubby profile. Although it had the same power dimensions as the #8 (later B & O class E-40) shown in Locobase 2110 , this was a smaller locomotive in all respects except for weight. 12" (306 mm) piston valves supplied the cylinders. Firebox heating surface area later reduced to 195.7 sq ft (18.2 sq m), leading to a commensurate drop in evaporative heating surface to 1,992 sq ft (185.13 sq m)

Renumbered 414 and retired by 1939.

Class E-39 (Locobase 2109)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volumes 26, p. 34 and 29, p. 59. Works numbers were 22575 in July 1903 and 23301 in December.

Relatively light M&K Railroad Consolidations. Renumbered 415-416 and retired by 1947.

Class E-40 (Locobase 2110)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. Works numbers were 30086 in February 1907; 30667 in April; 32128, 32153 in November; 33679 in August 1909, 33734 in September..

The heart of the M&K Railroad Consolidation roster in 1920. The first four were delivered in 1907, the last two in 1909. Renumbered 417-422 and retired by 1947 (first 4), 1938 (last 2).

Class E-41 (Locobase 2072)

Data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. See also DeGolyer, Vol 55, p. 238+. Works numbers were 42870-42879 in February 1916.

Rail weights were 56-70 lb/yard (28-35 kg/metre), grades ascended as high as 1.3% and curves arced around at 16 degrees. Twelve-inch (306 mm) piston valves let steam into the cylinders. Firebox heating surface included 21.4 sq ft (2 sq m) in three arch tubes.

Consolidations renumbered by the B&O to 425-434 in 1927 and 590-599 in 1943. The first of these to be scrapped went in September 1948 (592-593) and the last was broken up a year later in September 1949 (597).

Class E-60/E-60a (Locobase 2083)

The class lasted until 1955-57. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005.

Similar to the BR&P X-class Consolidations, but fitted with much smaller drivers. Brooks delivered 123-125 (later E-60A) in 1904 and followed with 126-134 (1905) and 135-143, 147, 148 (1906). Pittsburgh contributed 149-158 in 1907, and Brooks finished the class with 159-168 in 1908.

NB: Railway Age Gazette of 28 January 1910 (p. 214) reported that the B & S had contracted for 10 Consolidations from Alco (works not specified). These were to have 375 2" tubes and a total evaporative heating surface of 2,676 sq ft. Locobase cannot determine if these were considered to be E-60b locomotives.

43 survivors were renumbered by the B&O from 3100-3142.

Class E-8 (Locobase 12069)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p. 182. Works numbers were 12515-12516, 12520, 12522-12523, 12529-12531, 12536, 12545 in March 1893; 13349, 13365-13366, 13377 in April; 13528-13530, 13533-13536, 13545-13546, 13548-13552 in June; 13568, 13574 in July.

This set of 30 2-8-0s was one in a series of Consolidation batches supplied by several builders that shared most of the important dimensions. The E-8s enjoyed long careers, although the first few were retired in 1923 and a few more in 1928. Most, however, were scrapped in the late 1930s and throughout the 1940s.

1214 took a detour in 1942 when it was leased by the Strouds Creek & Muddlety in West Virginia; numbered 200, the engine operated on the SC & M for 2 years. 1239 was sold to the Middle Creek Railroad (also in West Virginia) in 1942. It was scrapped in 1951 after the MC RR was abandoned.

Class E-9 (Locobase 11687)

Data from Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 16, p. 6.

Works number was 10759-10769 in April 1890.

After service with the B & O, some of these Consolidations had second careers. 1201 went to the Cheswick & Harmar, 1206 and 1210 were sold to the Winchester & Western. The C & H served western Pennsylvania and supplied Duquesne Power & Light in particular. The Ol' Weak & Weary operated between Winchester, WVa and Wardensville.

Class V (Locobase 4149)

Data from Railroad Gazette 13 September 1901. Works number was 19198 in July 1901.

One of the few engines built with a Vanderbilt boiler, this engine had all the earmarks of the unusual design. Cylindrical firebox with relatively small heating surface and lots of boiler tubes.

See Locobases 4104 and 5257 entries for further comments on the Vanderbilt boiler.

Class V-2/V-3/V-4 (Locobase 2062)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 36, p. 178-179. The 1902 locomotives formed the V2 class, the 1903 engines were dubbed V3. Works numbers were 20261, 20310-20311 in April 1902; 20719-20720 in July 1902; 22232, 22260, 22268 in May 1903; 22352, 22427 in June 1903; and 23215-23216, 23230, 23273, 23277 in November 1903.

High-boilered Consolidation series that varied from the Xs (Locobase 9480) by having a larger cylinder diameter and slightly smaller drivers. In most other respects, these Baldwins were smaller than the Brooks-built Xs, but still represented a typical Consolidation in size for its time. B&O classes E-58/-58a/-58b, numbers 3083 to 3096; all retired by 1936.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Class X/X-2/X-3/X-4 - saturated (Locobase 9480)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, April 1903, p. 187. 2004. Also see "Comparative Service Tests of Locomotives," Railway Age Gazette (Vol. 53, No 11, 13 September 1912), pp.469-472.

High-boilered Consolidation series built from 1902 to 1909. According to Sinclair's Twentieth Century Locomotives, written in 1902, the design "...embraces the ideas of C E Turner, the superintendent of motive power."

The superheated modification appears in Locobase 2061.

Class X/X-2/X-3/X-4 - superheated (Locobase 2061)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and data from 1942 L & A diagram book supplied by Allen Stanley from his extensive collection in March 2004. Also see "Comparative Service Tests of Locomotives," Railway Age Gazette (Vol. 53, No 11, 13 September 1912), pp.469-472.

High-boilered Consolidation series built from 1902 to 1909 and shown in Locobase 9480. The tests described in the September 1912 RAG featured a boiler design that appears to have been shared with the superheated Atlantic (Locobase 9637) tested in the same year. Compared to the savings recorded in the 4-4-2s, those of the 2-8-0 were more that 100% greater. That is, whereas the Atlantic showed a 22% advantage in the superheated design, the superheated Consolidation used 47% less coal and water per ton-mile than the saturated variant.

Although assembled into many subclasses during the B&O renumbering, the design was essentially unchanged over the production run. The X-6 engines (12 in all) weighed slightly more. B&O classes E-52 to E-57a, numbers 3000 to 3070; somo X-3, X-4 engines lasted until 1950. Three were sold to the Louisiana & Arkansas as engine number 241-243.