Chesapeake & Ohio / Chicago, Cincinnati & Louisville / Hocking Valley 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 201 / G-11 (Locobase 12648)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 25, p. 147. Works numbers were 21856-21857, 21872-21873, 21889 in March 1903; 21902, 21916, 21929, 22022-22023 in April 1903.

These Consolidations were ordered by the Cincinnati, Richmond & Muncie, but delivered to the renamed CC & L. At the time, this line had the shortest route between Chicago and Cincinnati at 284.5 miles. According to the Abandoned Railroads site (http://www.abandonedonline.net/railroads/chicago-cincinnati-and-louisville-railroad/, last accessed 30 May 2011), however, it also crossed every watershed between the two, ths qualifying as "a mountain railroad in Indiana".

The CC & L went into receivership in 1908 and was absorbed by the Chesapeake & Ohio in 1910.

The C & O renumbered the engines several times and operated for another two decades before scrapping them in January 1925 (1), 1929 (7), December 1930 (1), and November 1934 (1). 12649-12650 show later batches, each of which had fewer tubes than the one before.


Class 211 / G-11 (Locobase 12649)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 31, p.148. Works numbers were 32509-32510 in December 1907, 32596, 32610-32611 in January 1908; 32676-32677 in February.

Locobase 12648 gives an overall view of this set of Consolidations, all of which were reclassed and renumbered in 1910 by the Chesapeake & Ohio. This batch of 7 had fewer boiler tubes than the 1903 engines, but were otherwise similar. All were scrapped in 1929 except for 1071, which in December 1930.


Class 218 / G-11 (Locobase 12650)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 32, p.92. Works numbers were 33304-33307 in March 1909; 33334 in April.

The last of the CC & L Consolidations to come to the Straight Line (between Chicago and Cincinnati, in any case), this quintet had even fewer boiler tubes than the 1907 group described in Locobase 12649.


Class C-1 (Locobase 11956)

Data from NdeM 1950 Locomotive Diagrams Standard Gauge supplied in December 2010 by Allen Stanley. Works numbers were 1983-1992 in August 1899. NB: The tender weights and fuel data come from the NdeM period.

After 17 years on the HV, the whole class was sold to the Nacional de Mexico. 765 was sold in 1919 to the Cia Maderara a la Sierra a Durango. 761, 763, 767, 769 were all retired by 1930, so only the remaining 5 were renumbered. These operated as class G-9 until 1956-1957.


Class C-2 (Locobase 11957)

Data from DeGolyer, Volume 22, p. 165. See also NdeM 1950 Locomotive Diagrams Standard Gauge supplied in December 2010 by Allen Stanley. Works numbers were 17295-17299 in December 1899; 17976-17980, 17997-17998.

This decade of Consolidations was produced in the same year as the C-1s from Pittsburgh (Locobase 11956) to the same specs. Only very small differences can be detected between the two orders.

In 1911, seven were sold to the Chesapeake & Ohio in 1911 and renumbered three different times.

Like all the C-1 class, four of these -- 213-215 and 218 -- went off to the Nacional de Mexico in 1916 where they were renumbered 750-753. In 1930, now designated G-10, 751-753 were renumbered 1044-1046. Note that oil-firing would be found only on the NdeM locomotives; the others continued to burn coal.


Class C-4/C-7 (Locobase 7851)

Data from Hocking Valley 9-1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. C-4 works numbers were 3679-3686 in November 1900 and 3937-3941 in August 1901. C-7 works numbers were 26809-26818 in December 1902.

Like many of the HV's engines at the time, these Consolidations were equipped with square-shouldered Belpaire fireboxes. The 10 C7s produced in 1903 were identical to the 13 C4s of 1900 except for a slight increase in weight.

Except for the 226, which went to the Middle Creek Railroad in Hartland, WVa in 1924, the entire C-4 class had been retired by 1930. Renumbered 2, the ex-226 enjoyed as long a second career as it did its first. It was scrapped just after the end of World War II in November 1945.

Likewise, the 254 was the only engine of the C-7 batch not to be scrapped by May 1930. The 254 was sold to locomotive rebuilder/reseller Georgia Car & Locomotive, which found a buyer in the Greenville & Northern. Taking delivery in December 1927, the G&N assigned road number 5 to this locomotive and operated it for twenty-five years before scrapping it in 1952.


Class C-5 (Locobase 11958)

Data from DeGolyer, Volume 24, p. 195. See also NdeM 1950 Locomotive Diagrams Standard Gauge supplied in December 2010 by Allen Stanley. Works numbers were 20164-20165 in February 1902; 20189-20191 in March; 21177-21179 in October; 21193-21194 in November.

Continuing in the same vein as the previous batches of Consolidations, the HV bought this quintet two years later and made only minor changes to the design.

In 1916, the first four went directly to the Nacional de Mexico as their class G-11 and were numbered 755-758 and renumbered 1047-1050 by NdeM in 1930. 242 was sold in 1916 to the Cumberland & Manchester short line as their 54 only to be disposed of four years later to General Equipment, which sold 54 to the NdeM. The NdeM reunited the now-numbered 759 with its former stablemates; unlike the others it was disposed of by 1930.


Class C-6 (Locobase 11960)

Data from DeGolyer, Volume 25, p. 49. See also NdeM 1950 Locomotive Diagrams Standard Gauge supplied in December 2010 by Allen Stanley. Works numbers were 21177-21179 in October; 21193-21194 in November.

Only a few months after completing the C-5s for the HV (Locobase 11958), Baldwin delivered another five with the slightest bit of difference in heating surface area. They were produced as half of a ten-locomotive order that saw the other five run on the Kanawha & Michigan; see Locobase 9841.

The latter machines had different second careers, however, from the first set. Three were sold to US shortlines in 1920. 245 and 247 were sold in March to the Marion & Eastern (as their #1) and Buffalo Creek & Gauley (as #3); 244 went to the Morristown & Eastern in Whippany, New Jersey in June and took #8. M & E 1 went with the railroad when it was absorbed by the Missouri Pacific; the MoPac put the engine in its own class C-55 and numbered it 550. The BC & G scrapped the 3 in 1930 and the M & E #8 retired in 1933 and was scrapped in 1935.

243 and 246 were scrapped before the HV was absorbed by the Chesapeake & Ohio in 1930.


Class C-9 (Locobase 7853)

Data from Hocking Valley 9-1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 43678-43683 in June 1907; 43676, 43684-43685 in July.

Although based on the earlier Brooks Consolidations delivered to the HV (see Locobase 7851), this set featured a boiler with ten fewer tubes, a somewhat wider Loughridge Belpaire firebox that still sat between the frames, and radial valve gear operating 11" (279 mm) piston valves.

271-274 were relettered and renumbered for the Kanawha & Michigan as their 523-526. In 1924 they remained with Toledo & Ohio Central as their 9590-9593 and ultimately in 1936 on the T&OC's parent New York Central in class G-96c, road numbers 910-913.


Class C10 - slide valve (Locobase 11246)

Data from Hocking Valley 9-1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also the article "From Ohio to Korea: C&O's wandering 2-8-0s" by Thomas W Dixon, Jr. in the Chesapeake & Ohio Historical Magazine (Nov 1999), accessed on http://www.findarticles.com/p/articles/mi_qa3943/is_199911/ai_n9410620 . Works numbers were 48154-48163 in August 1910.

After the C & O gained control of the HV in 1910, its preferred builder was the natural choice for the coal road's new Consolidations, says Dixon. And these were big 2-8-0s - big radial-stayed boiler and wide grate serving a relatively large amount of cylinder volume.

Locobase wondered why the piston valves in this first set of ten locomotives were so much smaller. His earlier note said that ten of the locomotives were delivered with slide valves and ten with piston valves.

These were rated at 4,800 tons up a 0.3% grade.

The lack of superheat was likely soon remedied; see Locobase 7846 for the superheated update.


Class C10/C11/C12//G-3/G-4/G-5 (Locobase 7846)

Data from Hocking Valley 9-1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also the article "From Ohio to Korea: C&O's wandering 2-8-0s" by Thomas W Dixon, Jr. in the Chesapeake & Ohio Historical Magazine (Nov 1999), accessed on http://www.findarticles.com/p/articles/mi_qa3943/is_199911/ai_n9410620 . Works numbers for the Brooks-built 160-169 were 48282-48290 in August 1910. Richmond added ten more--49909-49918--in May 1911.

After the C & O gained control of the HV in 1910, its preferred builder was the natural choice for the coal road's new Consolidations, says Dixon. Locobase suggests that the first ten in the class used slide valve that they were soon fitted with Universal or Economy piston valves in the square steam chest. Such a retrofit suggests the reason that the C10/G-3 engines had smaller, 9" (229 mm) piston valves.

Right on the heels of the C10s were the Brooks Works' C11s. These were big 2-8-0s - big radial-stayed boiler and wide grate but now serving a relatively large amount of cylinder volume through 14" (356 mm) diameter piston valves designed to handle superheated steam. Only the superheat ratio was just average. Richmond delivered the last ten a year later.

Dixon tells of one C-12's unusual duty, for which it proved admirably suited: "Not surprisingly these locomotives stayed generally in their old HV haunts in central and southeastern Ohio through the rest of their lives. No. 701, however, was taken out of this service and sent to Clifton Forge, Virginia, in 1940, and it spent the next decade and more pulling the passenger trains operating on the Hot Springs branch from Covington to Hot Springs. The high tractive effort, short wheel base and ample boiler made this a logical decision for trains that consisted of two to six passenger cars and an occasional freight car, going up a 25-mile long branch with one tremendous 4.6% grade at its end." Locobase applauds how this description conjures up an image of a workmanlike locomotive straining against the pull of gravity.


Class C13 / G-12 (Locobase 7854)

Data from Hocking Valley 9-1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The HV diagram notes that these Baldwins came on the HV in November 1917, more than 10 years after their original manufacture for the Cumberland & Pennsylvania (see Locobase 12647).

By the time the diagram was completed in 1924, the engines had been superheated as shown. The new distribution of tubes and flues, however, is not depicted. The HV was taken into the Chesapeake & Ohio. The C & O retired the class in August 1935 and scrapped them in December.


Class C8 (Locobase 7852)

Data from Hocking Valley 9-1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 5957-5966 in June 1903.

While Brooks was delivering its orders of Belpaire-firebox Consolidations (see Locobase 7851), Rogers added ten more very similar locomotives with six more boiler tubes and a slightly larger grate and firebox.


Class G-5 (Locobase 12250)

Data from Railway Age and Northwestern Reporter, Vol 24 (17 September 1897), p.764. Works numbers were 2505-2506 in January 1896, 2507-2508 in February, 2612-2617 in June 1897, 2663-2670 in December, and 2672, 2671, 2673, and 2674 in January 1898.

Like most C&O locomotives, these cross-compound Consolidations went through several renumberings. Even before the last set was delivered, 315-318 were renumbered 327-330 and 351-355 reduced to 346-350. So in 1898, the last eight led the class as 319-326, followed by the immediately preceding 327-330, then the June 1897 engines 340-345, and finally the first five, which now had the highest road numnbers. In 1915, the class was renumbered in the 237-259 range. All but four were renumbered in the 690-708 range.

259, 690 (ex-319/237), 695 (ex-324/242), and 696 (ex-325, 243) were rebuilt to simple expansion engines with 21" x 24" cylinders.


Class G-6 (Locobase 3930)

Data from Railroad Gazette (16 March 1900). See also The Daily railway age, Volume 13, No 6 (21 June 1899), pp. 4. B Rumary's summary of Richmond production, supplied by Allen Stanley in March 2004, lists the following works numbers for this class:

2782, 2887-2895, 2917-2931, 3076-3100, 3189-3213.

A conventional Consolidation with clerestory cab and a relatively narrow, but deep firebox. Superintendent of Motive Power W S Moris [sic] shared his pleasure at the performance of this mountain-climbing design. At the time, G-5 2-8-0s were rated at 2,250 tons in service, a figure that these G-6s outstripped by 750 tons. Perhaps most telling was the observation that "[s]ince her [#351] trial trip the percentage of tonnage hauled has been increased by about 40% over the tonnage of the largest engines used [before]."

This was not an economical system for converting fuel to steam: 14,300 pounds of coal were burned and 12,208 gallons of water (7.11 pounds of water per pound of coal) were evaporated during the 83-mile run, which had a running time of 5 hours and 21 minutes and a total time of 7 hours 21 minutes.

This large class, which was delivered in batches of 25 in each of the three years from 1899-1901, carried on until the 1930s.


Class G-7 (Locobase 9103)

Data from C & O 9 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 26, p. 150 and See also Philip Shuster, Eugene Huddleston, and Alvin Staufer; C&O Power (Alvin Staufer, 1965), pp. 42-43.

This was the largest single class of road engines to serve the C & O. Alco-Richmond produced the great bulk of the orders from 1903-1907. Considerably bigger than earlier C&O Consolidations, the design retained the inside link valve motion, but that gear drove 12" (305 mm) piston valves.

Baldwin added 25. In its 1902 order, the Philadelphia builder recorded the following counts and areas, which are quite different from the Richmond number. Baldwin builder planned 276 2" tubes with a calculated heating surface area of 2,880.4 sq ft (267.6 sq m). (A straight calcuation of tube heating surface area yields 2,904 sq ft.) A greater disparity appears in the firebox heating surface area, which is 112 sq ft (10.4 sq m) greater at 295 sq ft (27.41 sq m), even though the firebox dimensions are the same.

The C&O Power authors commented that the G-7s, "along with the G-9's [sic] that followed, were to become the bread and butter workhorses of the C&O and for nearly 10 years reigned supreme over the freight power stables ...They were known in every terminal and very few were the tracks that did not throb to their power."

As might be imagined, given their ubiquity and utility, the class fragmented into many variants over time. Those that were not superheated (see below) were nonetheless often reworked. Many lost seven boiler tubes and had a slightly smaller evaporative heating surface area of 2,969 sq ft (275.83 sq m). A more substantial makeover removed all of the 2" tubes and replaced them with 300 2 1/4" (57 mm) tubes encompassing a calculated heating surface area of 2,607 sq ft (242.2 sq m)--the Chessie measured the same area as 2,590 sq ft (240.6 sq m)--and a total evaporative heating surface are of 2,773 sq ft.(257.62 sq m). Most other distinctions related to particular tenders trailed by different locomotives.

Six--790, 828, 867, 876, 904, 946-- were retrofitted with Walschaert valve gear and designated G-7-A. Another nine--817, 837-838, 850-851, 872, 913, 926, and 947 were redesignated G-7-B when they were fitted with Baker valve gear.

In 1916, Pittsburgh added 6 more with superheaters and some of the earlier G-7s were brought up to this design; see Locobase 9106.


Class G-7-S (Locobase 9106)

Data from C & O 9 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also Philip Shuster, Eugene Huddleston, and Alvin Staufer; C&O Power (Alvin Staufer, 1965), pp. 42-43. Works numbers were 55657-55662 in February 1916.

C&O Power's authors explain that the 1916 sextet were the only G-7s (Locobase 9103) delivered with superheaters. In addition, Pittsburgh used Walschaert gear to operate their 12" (305 mm) piston valves. Firebox heating surface area included 26 sq ft (2.42 sq m) in four arch tubes.

From 1916 to 1923, the C&O rebuilt 35 more G-7s to this configuration and numbered the 41 as shown above. Variations among the rebuilds in particular required 11 pages of diagrams and tables to detail, but most of the differences related to tender capacities.

Unlike the saturated G-7s, almost all of which were withdrawn before World War II, all but four of the G-7-S engines survived until 1948.

Specifications by Steve Llanso of Sweat House Media
Class201 / G-11211 / G-11218 / G-11C-1C-2
Locobase ID12648 12649 12650 11956 11957
RailroadChicago, Cincinnati & Louisville (C&O)Chicago, Cincinnati & Louisville (C&O)Chicago, Cincinnati & Louisville (C&O)Hocking Valley (C&O)Hocking Valley (C&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1075415
Road Numbers201-210/1201-10/329-338/1060-69211-217 / 1211-17 / 339-45 / 1070+218-222/1218-22/346-350/1077-1081200-209210-224/ 1223+ / 319+ / 680+
GaugeStdStdStdStdStd
Number Built1075415
BuilderBurnham, Williams & CoBurnham, Williams & CoBaldwinPittsburghBurnham, Williams & Co
Year19031907190918991899
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.33'15.33'15.33'15'15'
Engine Wheelbase23.92'23.92'23.92'23'23'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.64 0.65 0.65
Overall Wheelbase (engine & tender)57.37'57.37'52.42'53.83'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers155000 lbs156000 lbs154000 lbs127200 lbs127080 lbs
Engine Weight175000 lbs175000 lbs175000 lbs139800 lbs139940 lbs
Tender Light Weight120000 lbs140000 lbs140000 lbs99300 lbs107400 lbs
Total Engine and Tender Weight295000 lbs315000 lbs315000 lbs239100 lbs247340 lbs
Tender Water Capacity6000 gals7000 gals7000 gals4500 gals5000 gals
Tender Fuel Capacity (oil/coal)14 tons14 tons3106 gals2713 gals
Minimum weight of rail (calculated)65 lb/yard65 lb/yard64 lb/yard53 lb/yard53 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"57"54"54"
Boiler Pressure200 psi200 psi200 psi180 psi180 psi
Cylinders (dia x stroke)22" x 28"22" x 28"22" x 28"20" x 26"20" x 26"
Tractive Effort41140 lbs41140 lbs40418 lbs29467 lbs29467 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.77 3.79 3.81 4.32 4.31
Heating Ability
Firebox Area169 sq. ft169 sq. ft169 sq. ft153.29 sq. ft158.90 sq. ft
Grate Area46.50 sq. ft46.50 sq. ft46.50 sq. ft30 sq. ft30.76 sq. ft
Evaporative Heating Surface2623 sq. ft2607 sq. ft2501 sq. ft1873 sq. ft1887 sq. ft
Superheating Surface
Combined Heating Surface2623 sq. ft2607 sq. ft2501 sq. ft1873 sq. ft1887 sq. ft
Evaporative Heating Surface/Cylinder Volume212.92211.62203.02198.12199.60
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation93009300930054005537
Same as above plus superheater percentage93009300930054005537
Same as above but substitute firebox area for grate area3380033800338002759228602
Power L152555231516145234595
Power MT298.97295.70295.53313.57318.86

Specifications by Steve Llanso of Sweat House Media
ClassC-4/C-7C-5C-6C-9C10 - slide valve
Locobase ID7851 11958 11960 7853 11246
RailroadHocking Valley (C&O)Hocking Valley (C&O)Hocking Valley (C&O)Hocking Valley (C&O)Hocking Valley (C&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class23551010
Road Numbers225-237, 248-257238-242243-247268-276150-159
GaugeStdStdStdStdStd
Number Built23551010
BuilderBrooksBurnham, Williams & CoBurnham, Williams & CoAlco-BrooksAlco-Brooks
Year19001902190219071910
Valve GearStephensonStephensonStephensonWalschaertBaker
Locomotive Length and Weight
Driver Wheelbase15'15'15'15'17.25'
Engine Wheelbase23.08'23'23'23.25'26.42'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)51.96'53.87'53.87'52.02'58.25'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers133500 lbs132000 lbs133000 lbs146000 lbs208000 lbs
Engine Weight150500 lbs147000 lbs150000 lbs164000 lbs236000 lbs
Tender Light Weight96500 lbs108000 lbs108000 lbs107500 lbs144000 lbs
Total Engine and Tender Weight247000 lbs255000 lbs258000 lbs271500 lbs380000 lbs
Tender Water Capacity5000 gals5000 gals5000 gals5000 gals7500 gals
Tender Fuel Capacity (oil/coal)10 tons2571 gals2571 gals10 tons16 tons
Minimum weight of rail (calculated)56 lb/yard55 lb/yard55 lb/yard61 lb/yard87 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"54"54"54"57"
Boiler Pressure180 psi180 psi180 psi180 psi205 psi
Cylinders (dia x stroke)20" x 26"20" x 26"20" x 26"20" x 26"23" x 30"
Tractive Effort29467 lbs29467 lbs29467 lbs29467 lbs48515 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.53 4.48 4.51 4.95 4.29
Heating Ability
Firebox Area154.42 sq. ft160.40 sq. ft167.20 sq. ft165.65 sq. ft202 sq. ft
Grate Area31.08 sq. ft30.75 sq. ft30.10 sq. ft31 sq. ft55 sq. ft
Evaporative Heating Surface1888 sq. ft1911 sq. ft1873 sq. ft1825 sq. ft3530 sq. ft
Superheating Surface
Combined Heating Surface1888 sq. ft1911 sq. ft1873 sq. ft1825 sq. ft3530 sq. ft
Evaporative Heating Surface/Cylinder Volume199.71202.14198.12193.04244.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation559455355418558011275
Same as above plus superheater percentage559455355418558011275
Same as above but substitute firebox area for grate area2779628872300962981741410
Power L145584649464245476129
Power MT301.08310.58307.78274.64259.85

Specifications by Steve Llanso of Sweat House Media
ClassC10/C11/C12//G-3/G-4/G-5C13 / G-12C8G-5G-6
Locobase ID7846 7854 7852 12250 3930
RailroadHocking Valley (C&O)Hocking Valley (C&O)Hocking Valley (C&O)Chesapeake & Ohio (C&O)Chesapeake & Ohio (C&O)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class303102375
Road Numbers150-179/150-169, 700-709280-282/1080-1082258-267351-355, 340-345, 315-326351-425
GaugeStdStdStdStdStd
Number Built20102375
BuilderAlcoHVRogersRichmondRichmond
Year19101917190318961899
Valve GearBakerStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17.25'16'15'17'
Engine Wheelbase26.42'24.29'23'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.66 0.65
Overall Wheelbase (engine & tender)53.10'50.81'54.06'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers215000 lbs182800 lbs142500 lbs167500 lbs
Engine Weight244000 lbs204000 lbs160000 lbs146700 lbs186500 lbs
Tender Light Weight156000 lbs94000 lbs106500 lbs84000 lbs
Total Engine and Tender Weight400000 lbs298000 lbs266500 lbs230700 lbs
Tender Water Capacity7500 gals5000 gals5000 gals5000 gals6000 gals
Tender Fuel Capacity (oil/coal)17 tons9 tons21 tons tons10 tons
Minimum weight of rail (calculated)90 lb/yard76 lb/yard59 lb/yard070 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"56"54"51"56"
Boiler Pressure205 psi200 psi180 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)23" x 30"22" x 30"20" x 26"21" x 24"22" x 28"
Low Pressure Cylinders (dia x stroke)33" x 24" (1)
Tractive Effort48515 lbs44079 lbs29467 lbs25111 lbs41140 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.43 4.15 4.84 4.07
Heating Ability
Firebox Area202 sq. ft187 sq. ft158 sq. ft239 sq. ft
Grate Area55 sq. ft53 sq. ft31.27 sq. ft27 sq. ft35.50 sq. ft
Evaporative Heating Surface3081 sq. ft2499 sq. ft1937 sq. ft1972 sq. ft2805 sq. ft
Superheating Surface620 sq. ft548 sq. ft
Combined Heating Surface3701 sq. ft3047 sq. ft1937 sq. ft1972 sq. ft2805 sq. ft
Evaporative Heating Surface/Cylinder Volume213.57189.33204.89409.93227.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1127510600562954007100
Same as above plus superheater percentage1319212508562954007100
Same as above but substitute firebox area for grate area484504413228440047800
Power L11305611832467306061
Power MT535.51570.79289.18319.10

Specifications by Steve Llanso of Sweat House Media
ClassG-7G-7-S
Locobase ID9103 9106
RailroadChesapeake & Ohio (C&O)Chesapeake & Ohio (C&O)
CountryUSAUSA
Whyte2-8-02-8-0
Number in Class20541
Road Numbers790-994996-1001, 960-994
GaugeStdStd
Number Built2056
BuilderseveralAlco-Pittsburgh
Year19031916
Valve GearStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase17'17'
Engine Wheelbase25.65'25.65'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.66
Overall Wheelbase (engine & tender)55.52'56.85'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers163900 lbs176150 lbs
Engine Weight184400 lbs200675 lbs
Tender Light Weight117400 lbs133310 lbs
Total Engine and Tender Weight301800 lbs333985 lbs
Tender Water Capacity6000 gals7000 gals
Tender Fuel Capacity (oil/coal)11 tons11 tons
Minimum weight of rail (calculated)68 lb/yard73 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"
Boiler Pressure200 psi185 psi
Cylinders (dia x stroke)22" x 28"23.5" x 28"
Tractive Effort41140 lbs43421 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.98 4.06
Heating Ability
Firebox Area183 sq. ft183 sq. ft
Grate Area46.87 sq. ft46.87 sq. ft
Evaporative Heating Surface3041 sq. ft2198 sq. ft
Superheating Surface456 sq. ft
Combined Heating Surface3041 sq. ft2654 sq. ft
Evaporative Heating Surface/Cylinder Volume246.85156.37
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation93748671
Same as above plus superheater percentage937410145
Same as above but substitute firebox area for grate area3660039610
Power L159948865
Power MT322.50443.80

Reference


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