Choctaw & Northern / Choctaw Coal & Railway / Choctaw, Oklahoma & Gulf / Rock Island / St Paul & Des Moines 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 12/C-31 - 50"" (Locobase 9109)

Data from RI 1 - 1942 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 21, p. 81. Works numbers were 15597 in November 1897, 16069 in July 1898, 16108-16109 in August; 16223 in September, 16402-16403 in December, and 17084-17986 in September 1899.

Compared to the 1895 Consolidations shown in Locobase , these engines had more tubes in the boilers and put about eight tons more on the drivers. Baldwin's specs show two were sent to subsidiary Choctaw & Memphis as their 117-118; when they were taken into the CO&G, they took reserved numbers 21-22. The same specs showed that the last 20 received longer-stroke cylinders and taller drivers; see Locobase 7217.

All but one of the 50" engines were scrapped in 1935-1936; 1846 retired in 1933, but not scrapped until 1945.


Class 2 (Locobase 12104)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 19, p. 99. Works numbers were 14001 in April 1894.

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.


Class 20 / 1807 (Locobase 12524)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 49. Works numbers were 19360-19361 in August 1901 and 19510-19511 in September.

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.


Class 37/C-27 (Locobase 7190)

Data from DeGolyer, Volume 21, p. 81 and Volume 23, p. 275. See also RI to 1951 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 17087-17089 in September 1899; 17108-17109, 17135-17136 in October; 18409-18410, 18445, 18478 in December 1900; 18601 in January 1901; 18966-18969, 19007-19012, 19069-19070 in May; 19689-19690, 19706-19708 in November.

The CO&G explored enhancements to the 21" x 26" Consolidation design in three phases. The first phase appears in Locobase 9109, which was the first group to have a 26" stroke, but retained an earlier class's 50" drivers. The last 20 of that batch, shown here, increased the driver diameter and added 6" to the tube lengths, but kept the 160 psi boiler and the narrow firebox. Another batch appeared in 1901.

For some reason, 1830 vanished from the roster some time between 1908 and 1911. 1822 was scrapped in December 1929. Most of the rest of the class was disposed of in the early to mid 1930s.

The Rock Island diagram, last updated on 2 March 1938, revealed very few changes by the engines that still remained on the roster.


Class C-26 (Locobase 8359)

Data from RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 19, p. 203 and J F Holden, "The Story of an Adventure in Railroad Building," Oklahoma Historical Society's Chronicles of Oklahoma, Volume 11, No. 1 (March 1933), pp.637-666 at http://digital.library.okstate.edu/chronicles/v011/v011p0637.html

Works numbers were 14218-14219 in January 1895, 14321-14322 in June. A later batch of four was delivered with a slightly larger boiler to the Choctaw & Northern in 1901; see Locobase 12524. The original Baldwin specifications called for 215 fire tubes, eight fewer than the count shown in Locobase's specs.

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 segment 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 an enduring 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.


Class C-28 / MP-70b (Locobase 8360)

Data from RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 10277 and 10281

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 CO&G. After fifteen more years, the 1811 was cut up in October 1919.

NB: The diagram shows tube heating surface only. The specification in the DeGolyerRaildata 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.


Class C-31 - 56"" (Locobase 7217)

Data from RI 1 - 1942 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 20422, 20439, 20475-20476, 20490, 20508 in May 1902; 20809-20810, 20823-20824, 20874-20875 in August; 20887 in September; 21212-21213, 21292, 21295-21296, 21309-21310 in November; 21414, 21418 in December; 21473-21474, 21492, 21549 in January 1903.

Locobase 7190 shows the 56" version of a small Consolidation that the CO&G bought first. They went back to Baldwin two years later for these larger variants that had a few more tubes, a much wider grate in a shallower firebox, and higher boiler pressure. Another small innovation was the inclusion of fire brick tubes, which added 17.2 sq ft (1.6 sq m) to the 160 sq ft (14.86 sqm) firebox heating surface area.

When the CO&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. Tender capacity increased to 5,900 US gallons (22,332 litres) of water and 13 tons (11.8 tonnes) of coal; fully loaded, the car weighed 122,570 lb (55,597 kg)

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.


Class C-31 - Vanderbilt boiler (Locobase 16213)

Data from DeGolyer, Volume 24, p. 249. Works number was 20422 in May 1902.

This single locomotive was part of the much larger C-31 class, but had the Vanderbilt boiler. Locobase 4104 fully describes the circular firebox that 4"(102 mm) corrugations to expand heating surface area and eliminate the need for stays.


Class C-31 - camelback - compound (Locobase 10763)

Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp.580-582. See also DeGolyer, Vol 23, p. 274; and Works numbers were 20280-20283, 20295-

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.


Class C-31 - camelback - simpled (Locobase 14464)

Data from RI to 1951 Locomotive Diagrams Combination of Books supplied in May 2005 by Allen Stanley.

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.


Class C-31 - camelback-simpled (Locobase 7230)

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

Delivered as Vauclain compounds in 1901-1902 (Locobase 10763), this class was latered simpled and superheated. After the Rock Island bought out the CO&G, their shops rebuilt some of the class in 1919-1920 as switchers with a conventional cab, sloped tender, and new boiler and grate.


Class C-34 (Locobase 7218)

Data from RI 1 - 1942 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Lima works numbers were 1125-1126 in November 2010.

A subsidiary of the Rock Island system, the StP&DM bought these Consolidations from a builder who was just then venturing into mainline steam construction.

According to the diagram, these locomotives were rebuilt in 1921-1922 and the specifications likely reflect the rebuild.


Class C-39 (Locobase 14458)

Data from "Simple Consolidation, Locomotive, Chicago, Rock Island & Pacific Railway," Railway and Locomotive Engineering, Vol 21, No. 5 (May 1908), p. 206 See also RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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.


Class C-39 / S-39 (Locobase 5335)

Data from table in AERJ July 1903.

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.


Class C-43 (Locobase 5380)

Data from "Simple Consolidation, Locomotive, Chicago, Rock Island & Pacific Railway," Railway Master Mechanic (June 1906) pp 186 See also RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers in 1906 were:

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

July 28577

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 1951Raildata 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.


Class C-43 (Locobase 7221)

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

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.


Class C-43 - 1901 - s (Locobase 7219)

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

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.


Class C-43 - 1931 - s (Locobase 7220)

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

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.


Class C-43 - s - 1701 (Locobase 8357)

Data from RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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.


Class C-43s (Locobase 7222)

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

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.


Class C-46 (Locobase 9107)

Data from "Consolidation Locomotive," The Industrial Magazine, June 1907, pp.590-591. See also DeGolyer, Volume 29, p. 200. This single engine (works 30562) came from Baldwin in 1907 as road #1799 (later 2200, then 1784).

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. It had a long-stroke motion and a large grate, 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.


Class C-46 - superheated (Locobase 8358)

Data from RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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.


Class S-32 (Locobase 14465)

Data from RI 1 - 1951 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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.


Class S-41 (55 As) (Locobase 8356)

Data from RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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 of Sweat House Media
Class12/C-31 - 50""220 / 180737/C-27C-26
Locobase ID9109 12104 12524 7190 8359
RailroadChoctaw, Oklahoma & Gulf (CRI&P)Choctaw Coal & Railway (CRI & P)Choctaw & Northern (CRI&P)Choctaw, Oklahoma & Gulf (CRI&P)Choctaw, Oklahoma & Gulf (CRI&P)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1014294
Road Numbers12-15, 20, 23-25/251-260/1842-18512 / 201 / 180220-23 / 1807-181037-56/261-283/1812-18408-11/203-206/1803-1806
GaugeStdStdStdStdStd
Number Built1014294
BuilderBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & Co
Year18971894190118991895
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'14'14'15'14'
Engine Wheelbase22.08'21.50'21.50'23.08'21.50'
Ratio of driving wheelbase to overall engine wheebase 0.63 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)51.60'47.83'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers125000 lbs88000 lbs105000 lbs125000 lbs105000 lbs
Engine Weight140000 lbs112000 lbs120000 lbs140000 lbs120000 lbs
Tender Light Weight122570 lbs85000 lbs76000 lbs
Total Engine and Tender Weight262570 lbs225000 lbs196000 lbs
Tender Water Capacity5900 gals3300 gals5000 gals3300 gals
Tender Fuel Capacity (oil/coal)13 tons tons tons tons8 tons
Minimum weight of rail (calculated)52 lb/yard37 lb/yard44 lb/yard52 lb/yard44 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"50"50"56"50"
Boiler Pressure160 psi150 psi160 psi160 psi160 psi
Cylinders (dia x stroke)21" x 26"20" x 24"20" x 24"21" x 26"20" x 24"
Tractive Effort31188 lbs24480 lbs26112 lbs27846 lbs26112 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.01 3.59 4.02 4.49 4.02
Heating Ability
Firebox Area160.80 sq. ft131 sq. ft144 sq. ft160.80 sq. ft198.20 sq. ft
Grate Area24.27 sq. ft23.90 sq. ft24 sq. ft24.27 sq. ft23.91 sq. ft
Evaporative Heating Surface2038 sq. ft1600 sq. ft1819 sq. ft2109 sq. ft1804 sq. ft
Superheating Surface
Combined Heating Surface2038 sq. ft1600 sq. ft1819 sq. ft2109 sq. ft1804 sq. ft
Evaporative Heating Surface/Cylinder Volume195.53183.35208.44202.34206.72
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation38833585384038833826
Same as above plus superheater percentage38833585384038833826
Same as above but substitute firebox area for grate area2572819650230402572831712
Power L136363230387941744270
Power MT256.51323.68325.78294.47358.62

Specifications by Steve Llanso of Sweat House Media
ClassC-28 / MP-70bC-31 - 56""C-31 - Vanderbilt boilerC-31 - camelback - compoundC-31 - camelback - simpled
Locobase ID8360 7217 16213 10763 14464
RailroadChoctaw Coal & Railway (CRI & P)Choctaw, Oklahoma & Gulf (CRI&P)Choctaw, Oklahoma & Gulf (CRI&P)Choctaw, Oklahoma & Gulf (CRI&P)Rock Island (CRI & P)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class22711012
Road Numbers2-3 / 211 / 1811118-133, 148-152 /290-316/ 1852-1878117107-116 / 152-161 / 1888-18991888-1899
GaugeStdStdStdStdStd
Number Built227110
BuilderBurnham, Parry, Williams & CoBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & CoCRI&P
Year18891902190219011909
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'15'15'15'15'
Engine Wheelbase21.50'23.08'23.08'23.08'23.08'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)52.27'51.60'51.21'51.21'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers105000 lbs127000 lbs132000 lbs142490 lbs149400 lbs
Engine Weight120000 lbs146000 lbs150000 lbs161870 lbs166300 lbs
Tender Light Weight76000 lbs100000 lbs122570 lbs100130 lbs116570 lbs
Total Engine and Tender Weight196000 lbs246000 lbs272570 lbs262000 lbs282870 lbs
Tender Water Capacity3000 gals5000 gals5900 gals5000 gals5900 gals
Tender Fuel Capacity (oil/coal)8 tons tons13 tons tons13 tons
Minimum weight of rail (calculated)44 lb/yard53 lb/yard55 lb/yard59 lb/yard62 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"57"56"56"56"
Boiler Pressure155 psi180 psi180 psi200 psi180 psi
High Pressure Cylinders (dia x stroke)20" x 24"21" x 26"21" x 26"15" x 26"21" x 26"
Low Pressure Cylinders (dia x stroke)25" x 26" (2)
Tractive Effort25296 lbs30777 lbs31327 lbs26116 lbs31327 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.15 4.13 4.21 5.46 4.77
Heating Ability
Firebox Area177.20 sq. ft128 sq. ft174.60 sq. ft182 sq. ft
Grate Area23.20 sq. ft47 sq. ft27.25 sq. ft70 sq. ft70 sq. ft
Evaporative Heating Surface1265 sq. ft2155 sq. ft2132 sq. ft2191 sq. ft2267 sq. ft
Superheating Surface
Combined Heating Surface1265 sq. ft2155 sq. ft2132 sq. ft2191 sq. ft2267 sq. ft
Evaporative Heating Surface/Cylinder Volume144.96206.76204.55412.01217.50
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3596846049051400012600
Same as above plus superheater percentage3596846049051400012600
Same as above but substitute firebox area for grate area031896230403492032760
Power L104989446838725121
Power MT0346.42298.49239.63302.27

Specifications by Steve Llanso of Sweat House Media
ClassC-31 - camelback-simpledC-34C-39C-39 / S-39C-43
Locobase ID7230 7218 14458 5335 5380
RailroadChoctaw, Oklahoma & Gulf (CRI&P)St Paul & Des Moines (CRI & P)Rock Island (CRI & P)Rock Island (CRI & P)Rock Island (CRI & P)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1233013583
Road Numbers1888-1899206-208 / 1880-18821901-19301601-17351701-1783
GaugeStdStdStdStdStd
Number Built33013583
BuilderCRI&PLimaAlco-BrooksAlco-BrooksBurnham, Williams & Co
Year19191910190719031906
Valve GearStephensonWalschaertWalschaertStephensonWalschaert
Locomotive Length and Weight
Driver Wheelbase15'15'17'17'17'
Engine Wheelbase23.08'23'26'26'26'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)51.21'53.96'58'57.50'58'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers149400 lbs146000 lbs183000 lbs180000 lbs177300 lbs
Engine Weight166300 lbs166000 lbs204500 lbs200500 lbs198600 lbs
Tender Light Weight110570 lbs94000 lbs153000 lbs140000 lbs139400 lbs
Total Engine and Tender Weight276870 lbs260000 lbs357500 lbs340500 lbs338000 lbs
Tender Water Capacity5900 gals7000 gals7000 gals7000 gals7000 gals
Tender Fuel Capacity (oil/coal)13 tons12 tons12 tons13 tons12 tons
Minimum weight of rail (calculated)62 lb/yard61 lb/yard76 lb/yard75 lb/yard74 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"56"63"63"63"
Boiler Pressure180 psi200 psi185 psi200 psi185 psi
Cylinders (dia x stroke)21" x 26"20" x 28"23" x 30"22" x 30"23" x 30"
Tractive Effort31327 lbs34000 lbs39612 lbs39181 lbs39612 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.77 4.29 4.62 4.59 4.48
Heating Ability
Firebox Area182 sq. ft149 sq. ft167.80 sq. ft177 sq. ft169 sq. ft
Grate Area70 sq. ft48 sq. ft51 sq. ft50 sq. ft49.70 sq. ft
Evaporative Heating Surface2267 sq. ft2333 sq. ft2911 sq. ft3264 sq. ft2923 sq. ft
Superheating Surface
Combined Heating Surface2267 sq. ft2333 sq. ft2911 sq. ft3264 sq. ft2923 sq. ft
Evaporative Heating Surface/Cylinder Volume217.50229.15201.79247.29202.62
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation1260096009435100009195
Same as above plus superheater percentage1260096009435100009195
Same as above but substitute firebox area for grate area3276029800310433540031265
Power L151215643504966015074
Power MT302.27340.84243.30323.39252.37

Specifications by Steve Llanso of Sweat House Media
ClassC-43C-43 - 1901 - sC-43 - 1931 - sC-43 - s - 1701C-43s
Locobase ID7221 7219 7220 8357 7222
RailroadRock Island (CRI & P)Rock Island (CRI & P)Rock Island (CRI & P)Rock Island (CRI & P)Rock Island (CRI & P)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class45291277840
Road Numbers2100-21441901-08, 1910-13, 1915-301931-20641701-17832100-2144
GaugeStdStdStdStdStd
Number Built45
BuilderAlco-SchenectadyCRI&PAlco-BrooksCRI&PAlco-Schenectady
Year19071918191719181916
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase16'17'17'17'16'
Engine Wheelbase24.75'26'26'26'24.75'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.65 0.65
Overall Wheelbase (engine & tender)58.71'58'59.04'58'58.71'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers183000 lbs185500 lbs196400 lbs182300 lbs187000 lbs
Engine Weight206000 lbs210500 lbs219000 lbs204600 lbs210700 lbs
Tender Light Weight149700 lbs140310 lbs143100 lbs140300 lbs149700 lbs
Total Engine and Tender Weight355700 lbs350810 lbs362100 lbs344900 lbs360400 lbs
Tender Water Capacity7500 gals7000 gals7000 gals7000 gals7500 gals
Tender Fuel Capacity (oil/coal)14 tons12 tons12 tons12 tons14 tons
Minimum weight of rail (calculated)76 lb/yard77 lb/yard82 lb/yard76 lb/yard78 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"63"63"63"57"
Boiler Pressure200 psi185 psi195 psi185 psi190 psi
Cylinders (dia x stroke)22" x 30"24" x 30"23.5" x 30"24" x 30"22.5" x 30"
Tractive Effort43305 lbs43131 lbs43588 lbs43131 lbs43031 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.23 4.30 4.51 4.23 4.35
Heating Ability
Firebox Area240 sq. ft225 sq. ft225 sq. ft226 sq. ft240 sq. ft
Grate Area50 sq. ft50 sq. ft50.20 sq. ft50 sq. ft50 sq. ft
Evaporative Heating Surface2894 sq. ft2453 sq. ft2337 sq. ft2438 sq. ft2541 sq. ft
Superheating Surface499 sq. ft424 sq. ft499 sq. ft510 sq. ft
Combined Heating Surface2894 sq. ft2952 sq. ft2761 sq. ft2937 sq. ft3051 sq. ft
Evaporative Heating Surface/Cylinder Volume219.26156.16155.18155.21184.05
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation100009250978992509500
Same as above plus superheater percentage1000010823112571082311115
Same as above but substitute firebox area for grate area4800048701504564891853352
Power L1589399789895996610892
Power MT283.97474.34444.29482.09513.64

Specifications by Steve Llanso of Sweat House Media
ClassC-46C-46 - superheatedS-32S-41 (55 As)
Locobase ID9107 8358 14465 8356
RailroadRock Island (CRI & P)Rock Island (CRI & P)Choctaw, Oklahoma & Gulf (CRI&P)Rock Island (CRI & P)
CountryUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-0
Number in Class1173
Road Numbers1799/2200/178417841890403-498
GaugeStdStdStdStd
Number Built1
BuilderBurnham, Williams & CoCRI&PCRI&PBrooks
Year1906192119191917
Valve GearStephensonWalschaertStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17'17'15'17'
Engine Wheelbase26.50'26.50'23.08'26'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.65 0.65
Overall Wheelbase (engine & tender)60.54'60.46'50.56'57.29'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers209950 lbs217800 lbs153280 lbs187300 lbs
Engine Weight236850 lbs245000 lbs167780 lbs212000 lbs
Tender Light Weight172000 lbs162000 lbs106200 lbs134000 lbs
Total Engine and Tender Weight408850 lbs407000 lbs273980 lbs346000 lbs
Tender Water Capacity9000 gals9000 gals5000 gals7000 gals
Tender Fuel Capacity (oil/coal)15 tons15 tons7.5 tons12 tons
Minimum weight of rail (calculated)87 lb/yard91 lb/yard64 lb/yard78 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"63"56"63"
Boiler Pressure163 psi185 psi185 psi200 psi
Cylinders (dia x stroke)28" x 32"24" x 32"21" x 26"22.5" x 30"
Tractive Effort55174 lbs46007 lbs32197 lbs40982 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.81 4.73 4.76 4.57
Heating Ability
Firebox Area179 sq. ft247 sq. ft167 sq. ft203 sq. ft
Grate Area60.20 sq. ft60 sq. ft47 sq. ft50 sq. ft
Evaporative Heating Surface3837 sq. ft2923 sq. ft2443 sq. ft2545 sq. ft
Superheating Surface645 sq. ft556 sq. ft
Combined Heating Surface3837 sq. ft3568 sq. ft2443 sq. ft3101 sq. ft
Evaporative Heating Surface/Cylinder Volume168.25174.45234.39184.34
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation981311100869510000
Same as above plus superheater percentage981313098869511800
Same as above but substitute firebox area for grate area29177539203089547908
Power L1355111551543013027
Power MT149.15467.69312.40613.34

Photos

Reference


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