Missouri Pacific / Saint Louis, Brownsville & Mexico / International & Great Northern / Saint Louis, Iron Mountain & Southern 2-8-0 "Consolidation" Type Locomotives

Class Details by Steve Llanso

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.


Specifications by Steve Llanso
Class401801851890901C-55C-55C-55 - superheatedC-57 - 34.1C-57 - superheatedC-57 - syphonsC-63C-63 - superheated
Locobase ID13934 7751 7752 10032 10033 7748 7750 7749 7766 13935 6901 7746 7747
RailroadInternational & Great Northern (MP)Missouri Pacific (MP)Missouri Pacific (MP)Missouri Pacific (MP)Missouri Pacific (MP)Missouri Pacific (MP)Saint Louis, Iron Mountain & Southern (MP)Missouri Pacific (MP)Saint Louis, Brownsville & Mexico (MP)International & Great Northern (MP)International & Great Northern (MP)Missouri Pacific (MP)Missouri Pacific (MP)
Whyte2-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-02-8-0
Road Numbers401-423801-817, 834-838, 841-42851890901401-484501-545401-48481-100 / 1011-10301055+1051-54, 1057-58, 1063, 1067, 71,731-1721-172
GaugeStdStdStdStdStdStdStdStdStdStdStdStdStd
BuilderseveralseveralseveralGrantAlcoAlco-BrooksseveralMPBaldwinIGNIGNseveralseveral
Year191218841879188119041903190119151914192919051915
Valve GearWalschaertStephensonStephensonStephensonStephensonStephensonStephensonWalschaertWalschaertWalschaertWalschaertStephensonvarious
Locomotive Length and Weight
Driver Wheelbase15.67'14'14.75'14.50'15.67'15.67'15.67'16'15.67'15.67'16.83'16.83'
Engine Wheelbase24.33'21.58'23'22.08'23.92'23.75'23.92'24.50'24.33'24.33'25.50'25.50'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.65 0.64 0.66 0.66 0.66 0.66 0.65 0.64 0.64 0.66 0.66
Overall Wheelbase (engine & tender)59.92'47.16'50.29'54.21'54.37'54.19'57.67'60'60'56.25'56.25'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers185000 lbs103000 lbs95000 lbs90000 lbs125000 lbs152000 lbs142000 lbs158350 lbs153750 lbs183000 lbs196000 lbs187200 lbs192800 lbs
Engine Weight208000 lbs115000 lbs107000 lbs102000 lbs140000 lbs172000 lbs162300 lbs179950 lbs174200 lbs205000 lbs220000 lbs211500 lbs219000 lbs
Tender Light Weight141000 lbs70000 lbs64000 lbs66000 lbs108000 lbs120000 lbs98855 lbs120000 lbs135000 lbs156000 lbs158000 lbs130000 lbs124000 lbs
Total Engine and Tender Weight349000 lbs185000 lbs171000 lbs168000 lbs248000 lbs292000 lbs261155 lbs299950 lbs309200 lbs361000 lbs378000 lbs341500 lbs343000 lbs
Tender Water Capacity7500 gals3200 gals3200 gals3200 gals5000 gals5000 gals5000 gals5000 gals7500 gals7500 gals7500 gals7000 gals7000 gals
Tender Fuel Capacity (oil/coal)3360 gals9 tons8 tons8 tons10 tons10 tons9 tons10 tons3000 gals13 tons13 tons14 tons14 tons
Minimum weight of rail (calculated) on which locomotive could run77 lb/yard43 lb/yard40 lb/yard38 lb/yard52 lb/yard63 lb/yard59 lb/yard66 lb/yard64 lb/yard76 lb/yard82 lb/yard78 lb/yard80 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"51"51"51"51"55"55"55"57"57"57"63"63"
Boiler Pressure200 psi140 psi140 psi140 psi160 psi200 psi200 psi185 psi185 psi200 psi200 psi200 psi180 psi
Cylinders (dia x stroke)22" x 30"20" x 24"20" x 22"20" x 22"19" x 26"19.5" x 28"19.5" x 28"21" x 28"21" x 28"22" x 30"22" x 30"22" x 30"24" x 30"
Tractive Effort43305 lbs22400 lbs20533 lbs20533 lbs25029 lbs32909 lbs32909 lbs35304 lbs34065 lbs43305 lbs43305 lbs39181 lbs41966 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.27 4.60 4.63 4.38 4.99 4.62 4.31 4.49 4.51 4.23 4.53 4.78 4.59
Heating Ability
Firebox Area174 sq. ft146 sq. ft129 sq. ft129 sq. ft159 sq. ft179 sq. ft159 sq. ft177 sq. ft171 sq. ft227 sq. ft177 sq. ft177 sq. ft
Grate Area49.50 sq. ft30 sq. ft27.50 sq. ft27.50 sq. ft24 sq. ft52.30 sq. ft32.30 sq. ft52.30 sq. ft32.70 sq. ft49.50 sq. ft49.50 sq. ft49.50 sq. ft49.50 sq. ft
Evaporative Heating Surface3400 sq. ft1570 sq. ft1316 sq. ft1316 sq. ft2040 sq. ft2385 sq. ft2418 sq. ft2284 sq. ft1810 sq. ft2723 sq. ft2707 sq. ft2936 sq. ft2770 sq. ft
Superheating Surface375 sq. ft341 sq. ft660 sq. ft660 sq. ft470 sq. ft
Combined Heating Surface3400 sq. ft1570 sq. ft1316 sq. ft1316 sq. ft2040 sq. ft2385 sq. ft2418 sq. ft2659 sq. ft2151 sq. ft3383 sq. ft3367 sq. ft2936 sq. ft3240 sq. ft
Evaporative Heating Surface/Cylinder Volume257.59179.91164.51164.51239.10246.43249.83203.48161.25206.30205.09222.44176.34
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation99004200385038503840104606460967660509900990099008910
Same as above plus superheater percentage990042003850385038401046064601103070171188011880990010247
Same as above but substitute firebox area for grate area3480020440180601806003180035800335333798441040544803540036639
Power L1614731362917291706024627697519025137011408160799487
Power MT293.01268.49270.77285.820349.49389.75543.03517.64660.23633.54286.37433.93

Reference

Credits

Introduction and roster provided by Richard Duley. Class details and specifications provided by Steve Llanso of Sweat House Media.