The loss of the first #2 Consolidation through a boiler explosion didn't go without remedy for long. This slightly bigger replacement arrived in the same year. Only months later in October 1893, the CC & Rwy was reorganized as the Choctaw, Oklahoma & Gulf. In 1903, the CO & G renumbered 2 and a year later passed into the Chicago, Rock Island & Pacific's system.
The Rock Island renumbered 201 as 1802 and dropped it into many classes over time, but it was as C26 that the eninge was scrapped in October 1940.
The C & N was a subsidiary of the Choctaw, Oklahoma & Gulf and these four Consolidations were similar to the 1895 2-8-0s delivered to the CO & G and described in Locobase 8359.
The C & N engines were taken into the CO & G in 1902; they received numbers 207-210 in 1903. The CO & G merged with the Chicago, Rock Island & Pacific in March 1904 and the Rock Island renumbered the class with 1807-1810.
NB: Locobase estimates the evaporative and direct heating surfaces of this quartet by comparing the dimensions and counts given in the specs (where none of the areas are explicitly stated) with those of Baldwin's 1892 Consolidation. This latter engine was delivered to the the West Virginia Central & Pittsburgh and is described in Locobase 12019.
Works numbers were 14218-14219 in January 1895, 14321-14322 in June. A later batch of 4 was delivered with a slightly larger boiler to the Choctaw & Northern in 1901; see Locobase 12524.
The CO & G was a Oklahoma railroad that began as the Choctaw Coal and Rail Company, which completed a line from Wister to McAlester in 1890. Over the next eight years the CC & R connected McAlester to Oklahoma City and El Reno to Weatherford. It also bought the Little Rock & Memphis, which began in 1854 and by the time of the purchase had linked Memphis, Tenn and Little Rock, Ark. And finally, the Little Rock to "Indian Territory" border was completed while the Oklahoma portion was extended up to meet it.
The C & N was bought by the Rock Island System on 1 April 1904. These small, lightweight Consolidations were part of the booty. The class served a purpose as branch-line freight locomotives and were retired only gradually. The first was gone in 1934, but the last remained in service until 1952.
1802 fell in class C26, but was much smaller when delivered; it is described as second #2 for the Choctaw Coal & Railway in Locobase 12104.
This pair of small Consolidations weathered the renaming of the CC & R to the Choctaw, Oklahoma & Gulf, but soon after the reorganization, #2 suffered a boiler explosion and was scrapped in 1894. Its replacement was supplied by Baldwin in that same year; see Locobase 12104
3 was inherited by the Rock Island when it took over the C O & G. After 15 more years, the 1811 was cut up in October 1919.
NB: The diagram shows tube heating surface only. The specification in the DeGolyer collection, Vol 15, p. 170 shows the same number of 2 1/4" tubes, which would yield a tube heating surface of 1,453 sq ft.
Similar to the 56" C-31s supplied to the CO & G by Baldwin a couple of years later (Locobase 7217), but equipped with smaller drivers. Compared to other Consolidation s of the time, C O & G 2-8-0s had small grates and weighed less than the average.
All but one were scrapped in 1935-1936; 1846 retired in 1933, but not scrapped until 1945.
Locobase 7190 shows the 56" version of a small Consolidation that the C O & G bought first. They went back to Baldwin 2 years later for these larger variants that had a few more tubes of greater length and higher boiler pressure.
When the C O & G was absorbed by the Chicago, Rock Island & Pacific in 1904, the class was redesignated C-31 (power classification MP-71c) and renumbered 1852-1878. Most of the engines were retired and scrapped in the late 1930s. Five engines held on into World War II: 1858 was scrapped in November 1941, 1861 went in December 1942, 1855 and 1864 were scrapped in July 1944, and 1863 ended the class with its scrapping in December 1947.
20296 in April 1901, 20608 in June 1902, 20700, 20710 in July 1902, 20820 in August 1902.
Rare camelback west of the Mississippi River. The C O & G bought these as a variation to the C-31s they'd purchased at the same time. Sinclair explains that these were described as "dirt burners", locomotives that burned very-low-calorie brown coal.
While the Rock Island was more than ready to scrap the Vauclain compound cylinder system delivered with these camelbacks in 1901-1902 (Locobase 10763), the railroad still retained the dirt burners" big eight-foot-wide Wootten firebox to burn very-low-calorie brown coal. As part of the simplification of expansion, the Rock lengthened the tubes by 6 inches (152 mm), but reduced the count by two. Boiler pressure also decreased by 20 psi (1.4 bar), a common practice, but one that the Rock Island pursued assiduously in most of its design.
But the Rock was not yet done with this class; see Locobase 14465.
Delivered as Vauclain compounds in 1901-1902 (Locobase 10763), this class was latered simpled and superheated. After the Rock Island bought out the C O & G, their shops rebuilt some of the class in 1919-1920 as switchers with a conventional cab, sloped tender, and new boiler and grate.
A subsidiary of the Rock Island system, the St P & DM bought these three Consolidations from a builder who was just then venturing into mainline steam construction.
Almost identical to the large batch of Baldwin Consolidations delivered in 1906 (Locobase 5380), this group had a subset of ten engines that were delivered with Allfree system of pistons and valves. See Locobase 7820 for an extensive description of this two-valve system. The C-39s were at the time the largest locomotives Alco had delivered to the Rock Island.
Locobase 7219 shows the extensive remodeling done to the class when they were superheated in the late 19teens.
These Consolidations had inside valve gear with piston valves. Angus Sinclair, in his 1902 Twentieth Century Locomotives mentions that this engine had "...many familiar Brooks details ...the band-like spring hanger and the reach rod of a 2-in. extra heavy wroght iron pipe."
Virtually all of them were redesignated S-39 (as switchers) and retired in that role from 1936-1942.
March 27788-27791, 27800-27805, 27834, 27838
April 27848-27851, 27922, 27942-27943, 27984
May 28053-28054, 28076, 28096-28097, 28129, 28160-28161, 28191, 28199, 28227-28228
June 28302-28303, 28311-28314, 28370-28372, 28391-28394, 28442, 28468-28469, 28470
August 28892-28895, 28912
September 28948, 28966-28967, 28973-28974, 28994-28995, 29012-29013, 29030-29031, 29062-29063, 29110-29111, 29131-29133, 29139, 29164-29165, 29187
October 29207, 29212-29213, 29220-29221, 29307
This large class had the same power dimensions as the 1903 batch, but used a smaller boiler and the unusual combination of Walschaerts gear and slide valves. The assortment of diagrams in the 1951 collection show a slightly smaller boiler with 334 tubes and a total heating surface area of 2,879 sq ft. Otherwise, they show the same locomotive as the one described in the original RMM article.
In the 1920s, the 1700s were superheated and rebuilt -- the increase to 200 psi resulting in an increase in tractive effort to 43,000 lb (thus, C-43); see Locobase 8357.
The Schenectady engines shared some characteristics with other Rock Island Consolidations, most of all being the grate area. But their fireboxes were bigger at 183 sq ft (17 sq m).
Some of this class retained their saturated-steam boilers even into the early 1940s. Unusually, these engines also received the firebox upgrade that included 57 sq ft of thermic syphons in their direct heating surface.
The superheated Schenectadies are shown in Locobase 7222.
The Brooks Consolidations had provided a good measure of power even when delivered in 1907 in their saturated-steam form. When superheated beginning in 1918, however, they gained a good deal more. Some were rebuilt with arch tubes, which contributed 30.3 sq ft (2.8 sq m) to an overall direct heating surface of 198.3 sq ft. Others, whose data is shown above, were supplied with 57 sq ft (5.3 sq m) of thermic syphons.
A slight tweak to the basic Brooks Consolidation design as it had been delivered to the Rock Island in 1907 resulted in a much longer run of 2-8-0s from the same builder in 1909. Boiler pressure was set at 185 psi. These had 336 tubes that were 15 ft 6 in long and firebox heating surface area of 168 sq ft (15.6 sq m) for a total of 2,710 sq ft (251.8 sq m).
Not too long after their delivery, the railroad began fitting superheaters to this class and by 1942 had upgraded virtually all of them.
The heating surfaces shown in the specs represent the firebox as retrofitted with 57 sq ft thermic syphons. The firebox with 30.3 sq ft of arch tubes had a direct heating surface area of 198.3 sq ft and a total evaporative heating surface of 2,356 sq ft.
Like most other early-1900s Consolidations on major US roads, the C-43s that appeared in such numbers on the Rock Island were later superheated. For this particular variant, see the original, saturated Consolidations at Locobase 5380.
And as usual, the substitution of flues for tubes (in this case 30 flues for 144 tubes) meant a drop in evaporative heating surface. But the Rock Island also saw an opportunity to increase direct heating surface by putting 58 sq ft of thermic syphons in the firebox and it boosted power by increasing the cylinder diameter by an inch.
The result was a satisfactory workhorse that served the railroad for the rest of the steam era with the last retiring in 1953.
Upgrades to the Schenectady C-41s (Locobase 7221) followed a typical Rock Island pattern in which the shops somehow found more room in the boiler than most other programs would turn up. In fact, Locobase is just a touch suspicious of the resulting numbers. But the figures are repeated in the 1951 Combined Diagrams book. All but four of the class would be treated to the overhaul.
This single engine was one of Baldwin's first experiments with superheaters. The device used in the 1799 was a smokebox variant of Baldwin's own design. Another unusual feature was the large-diameter cylinders for a Consolidation; these would be reduced in size to 24" when the locomotive was reconfigured with a Schmidt superheater - see Locobase 8358.
Locobase had recorded 1799 earlier (Locobase 2795) with the following information:
"Although ordered for the Rock Island, this engine, then #1799, never actually went into service there. It was soon sold to the NY S & W. The data is from a June 1908 table in American Engineer and Railroad Journal." That was in fact a different locomotive.
This single engine came from Baldwin in 1907 as road #1799 (later 2200, then 1784). It had a long-stroke motion and a large grate, which may explain why the Rock Island went to the trouble of superheating in 1921. Only rarely did such upgrades change the power dimensions, but this one locomotive saw a cut in cylinder diameter of 4 inches from its saturated-biler state.
According to the diagram, the 1784 was "cut up" on 8 June 1939.
Interesting profile for these Consolidations. They look small until the viewer realizes that the drivers are 56" tall. The first 11 were ordered for the Choctaw & Memphis (a CO & G subsidiary) and had road numbers 117-118 and 124-132. The CO & G renumbered the set 268-269 and 353-360.
They were not superheated but many remained in service into the 1940s.
Locobase 14464 describes the simpled Camelback that the Rock Island converted from the earlier Vauclain compound version. In 1919-1920, the Rock's shops made the engines over again as conventional-cab switchers and it's difficult to tell what major components they retained. The cylinder volume remained the same and driver diameter didn't change, but the tubes were bobbed by ten inches and the firebox changed completely. Four of the slope-back tenders had cast steel frames while the others were built on structural frames.
Adhesion and engine weights taken from the diagram for the 1891, which was converted to oil-firing. There seem to have been no significant differences between this and the other engines in the class with the exception of a tender that carried 1,540 US gallons (5,829 litres) of oil instead of coal.
Locobase 5335 describes a large class of saturated-steam Consolidations and notes that some of them later became switchers. That large contingent was later divided into two groups, one with superheaters, one without (this latter group differed among themselves in having arch tubes or not). The superheated engines all had the 26 sq ft (2.4 sq m) of arch tubes as part of their firebox heating surface area.
|Specifications by Steve Llanso|
|Class||2||20 / 1807||C-26||C-28 / MP-70b||C-31 - 50""||C-31 - 56""||C-31 - camelback - compound||C-31 - camelback - simpled||C-31 - camelback-simpled||C-34||C-39||C-39 / S-39||C-43||C-43||C-43 - 1901 - s||C-43 - 1931 - s||C-43 - s - 1701||C-43s||C-46||C-46 - superheated||MP-71b / C-28||S-32||S-41 (55 As)|
|Railroad||Choctaw Coal & Railway (CRI & P)||Choctaw & Northern (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||Choctaw Coal & Railway (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||Rock Island (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||St Paul & Des Moines (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||Choctaw, Oklahoma & Gulf (CRI & P)||Rock Island (CRI & P)|
|Road Numbers||2 / 201 / 1802||20-23 / 1807-1810||202-206/ 1801, 1803-1806||2-3 / 211 / 1811||12-15, 20, 23-25 /251-57/1842-46||117-33, 148-152 /290-316/ 1852-1878||107-116 / 152-161 / 1888-1899||1888-1899||1888-1899||206-208 / 1880-1882||1901-1930||1601-1735||1701-1783||2100-2144||1901-08, 1910-13, 1915-30||1931-2064||1701-1783||2100-2144||1799||1784||45-47 / 261-263+ /1812-1840||1890||403-498|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||CRI&P||CRI&P||Lima||Alco-Brooks||Alco-Brooks||Burnham, Williams & Co||Alco-Schenectady||CRI&P||Alco-Brooks||CRI&P||Alco-Schenectady||Burnham, Williams & Co||CRI&P||Burnham, Williams & Co||CRI&P||Brooks|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.65||0.64||0.64||0.65||0.65||0.65|
|Overall Wheelbase (engine & tender)||47.83'||51.60'||52.27'||51.21'||51.21'||51.21'||53.96'||58'||57.50'||58'||58.71'||58'||59.04'||58'||58.71'||60.54'||60.46'||51.60'||50.56'||57.29'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||88000 lbs||105000 lbs||105000 lbs||105000 lbs||125000 lbs||127000 lbs||142490 lbs||149400 lbs||149400 lbs||146000 lbs||183000 lbs||180000 lbs||177300 lbs||183000 lbs||185500 lbs||196400 lbs||182300 lbs||187000 lbs||209950 lbs||217800 lbs||125000 lbs||153280 lbs||187300 lbs|
|Engine Weight||112000 lbs||120000 lbs||120000 lbs||120000 lbs||140000 lbs||146000 lbs||161870 lbs||166300 lbs||166300 lbs||166000 lbs||204500 lbs||200500 lbs||198600 lbs||206000 lbs||210500 lbs||219000 lbs||204600 lbs||210700 lbs||236850 lbs||245000 lbs||140000 lbs||167780 lbs||212000 lbs|
|Tender Light Weight||76000 lbs||76000 lbs||122570 lbs||122570 lbs||100130 lbs||116570 lbs||110570 lbs||94000 lbs||153000 lbs||140000 lbs||139400 lbs||149700 lbs||140310 lbs||143100 lbs||140300 lbs||149700 lbs||162000 lbs||162000 lbs||122570 lbs||106200 lbs||134000 lbs|
|Total Engine and Tender Weight||196000 lbs||196000 lbs||262570 lbs||268570 lbs||262000 lbs||282870 lbs||276870 lbs||260000 lbs||357500 lbs||340500 lbs||338000 lbs||355700 lbs||350810 lbs||362100 lbs||344900 lbs||360400 lbs||398850 lbs||407000 lbs||262570 lbs||273980 lbs||346000 lbs|
|Tender Water Capacity||3300 gals||3300 gals||3000 gals||5900 gals||5900 gals||5000 gals||5900 gals||5900 gals||7000 gals||7000 gals||7000 gals||7000 gals||7500 gals||7000 gals||7000 gals||7000 gals||7500 gals||9000 gals||9000 gals||5900 gals||5000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||8 tons||13 tons||13 tons||tons||13 tons||13 tons||12 tons||12 tons||13 tons||12 tons||14 tons||12 tons||12 tons||12 tons||14 tons||15 tons||15 tons||13 tons||7.5 tons||12 tons|
|Minimum weight of rail (calculated) on which locomotive could run||37 lb/yard||44 lb/yard||44 lb/yard||44 lb/yard||52 lb/yard||53 lb/yard||59 lb/yard||62 lb/yard||62 lb/yard||61 lb/yard||76 lb/yard||75 lb/yard||74 lb/yard||76 lb/yard||77 lb/yard||82 lb/yard||76 lb/yard||78 lb/yard||87 lb/yard||91 lb/yard||52 lb/yard||64 lb/yard||78 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||150 psi||160 psi||160 psi||155 psi||160 psi||180 psi||200 psi||180 psi||180 psi||200 psi||185 psi||200 psi||185 psi||200 psi||185 psi||195 psi||185 psi||190 psi||163 psi||185 psi||160 psi||185 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||20" x 24" (2)||20" x 24" (2)||20" x 24" (2)||20" x 24" (2)||21" x 26" (2)||21" x 26" (2)||15" x 26" (2)||21" x 26" (2)||21" x 26" (2)||20" x 28" (2)||23" x 30" (2)||22" x 30" (2)||23" x 30" (2)||22" x 30" (2)||24" x 30" (2)||23.5" x 30" (2)||24" x 30" (2)||22.5" x 30" (2)||28" x 32" (2)||24" x 32" (2)||21" x 26" (2)||21" x 26" (2)||22.5" x 30" (2)|
|Low Pressure Cylinders (dia x stroke)||25" x 26" (2)|
|Tractive Effort||24480 lbs||26112 lbs||26112 lbs||25296 lbs||31188 lbs||30777 lbs||26116 lbs||31327 lbs||31327 lbs||34000 lbs||39612 lbs||39181 lbs||39612 lbs||43305 lbs||43131 lbs||43588 lbs||43131 lbs||43031 lbs||55174 lbs||46007 lbs||27846 lbs||32197 lbs||40982 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.59||4.02||4.02||4.15||4.01||4.13||5.46||4.77||4.77||4.29||4.62||4.59||4.48||4.23||4.30||4.51||4.23||4.35||3.81||4.73||4.49||4.76||4.57|
|Firebox Area||131 sq. ft||144 sq. ft||198.20 sq. ft||186 sq. ft||162 sq. ft||174.60 sq. ft||182 sq. ft||182 sq. ft||149 sq. ft||167.80 sq. ft||177 sq. ft||169 sq. ft||240 sq. ft||225 sq. ft||225 sq. ft||226 sq. ft||240 sq. ft||179 sq. ft||247 sq. ft||186 sq. ft||167 sq. ft||203 sq. ft|
|Grate Area||23.90 sq. ft||24 sq. ft||23.91 sq. ft||23.20 sq. ft||24.27 sq. ft||47 sq. ft||70 sq. ft||70 sq. ft||70 sq. ft||48 sq. ft||51 sq. ft||50 sq. ft||49.70 sq. ft||50 sq. ft||50 sq. ft||50.20 sq. ft||50 sq. ft||50 sq. ft||60.20 sq. ft||60 sq. ft||24.27 sq. ft||47 sq. ft||50 sq. ft|
|Evaporative Heating Surface||1600 sq. ft||1819 sq. ft||1804 sq. ft||1265 sq. ft||2068 sq. ft||2156 sq. ft||2191 sq. ft||2267 sq. ft||2267 sq. ft||2333 sq. ft||2911 sq. ft||3264 sq. ft||2923 sq. ft||2894 sq. ft||2453 sq. ft||2337 sq. ft||2438 sq. ft||2541 sq. ft||3837 sq. ft||2923 sq. ft||2039 sq. ft||2443 sq. ft||2545 sq. ft|
|Superheating Surface||499 sq. ft||424 sq. ft||499 sq. ft||510 sq. ft||645 sq. ft||556 sq. ft|
|Combined Heating Surface||1600 sq. ft||1819 sq. ft||1804 sq. ft||1265 sq. ft||2068 sq. ft||2156 sq. ft||2191 sq. ft||2267 sq. ft||2267 sq. ft||2333 sq. ft||2911 sq. ft||3264 sq. ft||2923 sq. ft||2894 sq. ft||2952 sq. ft||2761 sq. ft||2937 sq. ft||3051 sq. ft||3837 sq. ft||3568 sq. ft||2039 sq. ft||2443 sq. ft||3101 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||183.35||208.44||206.72||144.96||198.41||206.85||412.01||217.50||217.50||229.15||201.79||247.29||202.62||219.26||156.16||155.18||155.21||184.05||168.25||174.45||195.63||234.39||184.34|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3585||3840||3826||3596||3883||8460||14000||12600||12600||9600||9435||10000||9195||10000||9250||9789||9250||9500||9813||11100||3883||8695||10000|
|Same as above plus superheater percentage||3585||3840||3826||3596||3883||8460||14000||12600||12600||9600||9435||10000||9195||10000||10823||11257||10823||11115||9813||13098||3883||8695||11800|
|Same as above but substitute firebox area for grate area||19650||23040||31712||0||29760||29160||34920||32760||32760||29800||31043||35400||31265||48000||48701||50456||48918||53352||29177||53920||29760||30895||47908|