Class 401 (Locobase 13934)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 211. Baldwin delivered the first 10 (works #38037-38046) in July 1912, Schenectady followed with two batches (works #54229-54237 and 54366-54374) in 1913.

These Consolidations were the only ones on the I & GN, but they were relatively large representatives of the American 2-8-0. The specs tell us that the rails weighed 75-lb/yard (37.5 kg/metre).

They were later superheated; see Locobase 13935.

Class 801 (Locobase 7751)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

For its time, this design was relatively big and its use of 2 1/4" firetubes unusual. But its grate and heating surface areas put it in the lower half of North American Consolidations of the era (ca mid-1880s).

Because the MoPac was describing a class that had mostly been scrapped, it's not clear how many locomotives made up the original class. Baldwin delivered 2 in 1884 and 5 in 1887. New York Locomotive Works supplied 17 in 1887.

Class 851 (Locobase 7752)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

For its time, this design was relatively big and its use of 2 1/4" firetubes unusual. But its grate and heating surface areas put it in the lower half of North American Consolidations of the era (ca mid-1880s).

As with other old designs, the MoPac's accounting of this class is incomplete. The diagrams show that Baldwin supplied some in 1884, but the condition of the diagram makes it difficult to make out some of the other builders. One may have been Hinkley (a batch of 10 -871-880 - in 1881). Grant added some number (the first being 890) in 1881.

Class 890 (Locobase 10032)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

A modestly scaled Consolidation that had been scrapped by the time of the 1924 diagram book's publication.

Class 901 (Locobase 10033)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

NB: The tube count, length, and diameter yields an area of only 1,667 sq ft, leaving 373 sq for direct heating surface. That total is so high that Locobase suspects an error in the diagram, which was a new drawing by CEM on 11-19-1917.

Class C-55 (Locobase 7748)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The second largest class of Consolidations on the MoPac and differed from the earlier Iron Mountain 2-8-0s (Locobase 7750) in having a wide firebox with substantiall increased grate area and 10" piston valves inside the frames. See Locobase 7749 for the superheated version.

Class C-55 (Locobase 7750)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Ushering the 20th Century for the MoPac were these Consolidations, which had some relatively dated features (notably the small grate in a narrow firebox as well as slide valves). Brooks supplied virtually all of the engines, delivering 15 in 1901 and 25 in 1902, leaving only the last 5 to be produced by Baldwin in 1903. One of the Baldwins was originally ordered by the Saint Louis Valley.

As far as Locobase can tell, these were never superheated.

Class C-55 - superheated (Locobase 7749)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These superheated Consolidations took the usual tack of increasing cylinder size while reducing boiler pressure, a convenient tradeoff that preserved the power but lessened the strain. Piston valve diameter increased to 11", which suggests a relatively free-steaming locomotive. Locobase isn't quite sure how the rebuilders managed it, but total heating surface actually increased 274 sq ft with the subtraction of tubes in favor of flues.

Class C-57 - 34.1 (Locobase 7766)

Data from MP 8 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See also DeGolyer, Vol 50, pp. 350+. Works numbers were 41595-41614 in August 1914.

The StLB&M was a subsidiary of the Missouri Pacific. In the specs, the somewhat sketch quality of the railroad (then in receivership) becomes clear. The maximum grade was a modest 0.3%, rails weighed 65 lb/yard (32.5 kg/metre), and "water used by engines is light and foams badly." (Light? as in its formula is HO?--which might help modelers.)

The railroad was absorbed by the MP in January 1925.

Class C-57 - superheated (Locobase 13935)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Converting the IGN's only Consolidations (Locobase 13934) yielded a good package with a respectable amount of superheat and 12" piston valves. The tender's oil-fuel capacity was rated at 80 barrels (3,360 US gallons).

The Missouri Pacific later classed these as C-57s, although the IGN remained an independent entity within the Missouri Pacific Lines system. Ten were further refitted with a firebox that had thermic syphons; see Locobase 6901.

Class C-57 - syphons (Locobase 6901)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 13935 shows the first version of a superheater modification made to the 23 Baldwin and Alco Consolidations delivered to the International & Great Northern in 1912-1913.

Locobase 13935 shows the earlier superheated upgrade applied to all of the class. Ten were further refitted with a firebox that had thermic syphons -- that is the version shown in this entry. The syphons added 56 sq ft to the firebox heating surface, which now totalled 227 sq ft.

Class C-63 (Locobase 7746)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The MoPac Consolidations of this class were the definitive 2-8-0 for the railroad and represented a typical design of the arrangement in North America as well. Baldwin and Alco's works at Dunkirk (Brooks) and Schenectady delivered engines over a 5-year period. Useful for all kinds of freight duties, the class was upgraded in many ways with 24" cylinders, 10" piston valves, Baker valve gear, mechanical stokers and cast frames in some cases.

See Locobase 7747 for a typical upgrade.

Class C-63 - superheated (Locobase 7747)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

When the extensive class of C-63 Consolidations was upgraded, the modifications took many forms. Superheating was de riguer, the larger tubes of the original boiler permitting addition of 5 1/2" flues with no loss of overall heating surface area even as the tube length was cut by 6". Note the reduced boiler pressure, a frequent resort that reduced maintenance demands even as the superheater improved the quality of the steam and larger pistons (24") and 10" piston valves offset the loss of power. Most were fitted with Walschaert valve gear, although significant numbers used Baker or Southern gear instead.