Baldwin's specs for the first four in this class were drafted in1879 and show a cylinder set with perfectly square 22" x 22" bore and stroke. The Baldwin class ID, however, was 10-34, which indicates a 20" cylinder (take the second number, divide by two, and add three to get 20). So it looks like a simple typo, but the follow-up order for the next sixteen in 1880 showed the same inconsistent data. Other sources confirm the square bore/stroke ratio, which was very unusual for Consolidations.
Continuing the basics of the Baldwin Consolidations shown in Locobase 7752, this Paterson, NJ builder supplied seven more during the run.
The first of this pair of Consolidations was lettered for the "Coal Belt Railway" when it was delivered, but the owner was Peabody Coal Company's Pawnee Railroad. Little more than a year later, the two engines went to the Colorado & Illinois Midland. From there, the C&IM sold the 2 in 1910 to the St Louis, Iron Mountain & Southern. When the MissouriPacific took over the StLIM&S's motive power, it renumbered this one engine 901.
The 3 remained with the C&IM for another decade before being sold to the Pittsburgh, Lisbon & Western and renumbered 14. It retired in 1928.
NB: The tube count, length, and diameter yields an area of only 1,667 sq ft, leaving an unlikely 373 sq for direct heating surface. The firebox's dimensions are recorded as 107" long x 32 1/4" wide, 76" deep in the front and 59" in the back. Locobase suspects an error in the diagram, which was a new drawing by CEM on 11-19-1917.
Locobase 7752 shows the twenty Baldwins that were built with a square bore/stroke ratio. This set followed three years later with very little change.
Some time after they were renumbered, almost all of the Baldwins received bushings that reduced cylinder diameter to a more usual 20". Only 883 and 888 of this class kept the 22" bore.
Before 1905, but after it was bushed down to 20", 337 was sold to the Natchez & Southern as their #7 and later went to the Cape Girardeau Northern as that road's #4. It then returned to the Missouri Pacific as their 841. 339 was renumbered 842 rather than being placed in
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.
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).
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 fifteen in 1901 and 25 in 1902, leaving only the last five to be produced by Baldwin in 1903.
Four of the Baldwins was originally ordered by the Saint Louis Valley as their 4-8. When the StLIM&S took over the SLV in 1903, these were renumbered 1921-1925..
Two were converted to oil burning, but the class was never superheated and, consequently, all but nine had been dismissed by the end of 1935 with the remaining nonet disposed of by the beginning of World War Two.
This class of Consolidations on the MoPac iffered from the earlier Iron Mountain 2-8-0s (Locobase 7750) in having a 79 1/4" (2,013 mm) wide firebox with substantially increased grate area and 10" (254 mm) piston valves inside the frames.
See Locobase 7749 for the superheated version.
After its St Louis, Iron Mountain & Southern subsidiary took delivery of twenty Consolidations (Locobase 7748, its parent received 32 more. They repeated a design that had a 79 1/4" (2,013 mm) wide firebox with substantially increased grate area and 10" (254 mm) piston valves inside the frames.
405 was later sold to the El Dorado & Wesson and 425 went to the Ashley, Drew & Northern as their 130.
See Locobase 7749 for the superheated version.
These superheated Consolidations (the saturated originals appear in Locobases 7748 and 15959) took the usual tack of increasing cylinder size while reducing boiler pressure, a convenient tradeoff that preserved the power but lessened the strain. All superheated locomotives were fitted with 21" cylinders and 11" piston valves. They burned either coal (18) or oil (17), used either valve gear, had their boilers pressures set at either 185 or 200 psi. By 1924 the following superheated engines had Baker gear : 402, 407, 410, 413-414, 416-418, 422, 430-432, 438, 459. Oil-burners were 402, 405, 411, 418, 420, 422, 424, 430, 439, 450.
Small-grate conversions that retained the 19 1/2" cylinders appear in Locobase 15958.
Some even received thermic syphons, which added 49 sq ft to their firebox heatingsurface area.
These were the later variant of the 19 1/2" x 28" Consolidations bought by the StLIM&S and differed from the 52 delivered in 1903-1904 (Locobase 7748) in having narrower fireboxes. The 67 1/4" wide furnaces still rode above the drivers. In all other respects, the class was essentially identical and also had 10" (254 mm) piston valves inside the frames.
See Locobase 15958 for the superheated version.
In addition to the 35 large-grate superheated engines shown in Locobase 7749, eleven more retained their 19 1/2" cylinders and kept their boiler pressures set at 200 psi. At least four engines--459, 471, 473, 479--were fitted with Baker valve gear; the others all used Walschaert gear.
Some even received thermic syphons, which added 49 sq ft to their firebox heating surface area.
The StLB&M was a subsidiary of the Missouri Pacific. In the specs, the somewhat sketchy 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.
Converting the IGN's only Consolidations (Locobase 13934) yielded a good package with a respectable amount of superheat and 12"(305 mm) 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.
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 (5.2 sq m) to the firebox heating surface, which now totalled 227 sq ft.
April 25519-25522, 25542-25543, 25557-25558, 25568, 25578-25580, 25587-25590
May 25618, 25630, 25645-25648, 25667-25668, 25695-25696, 25700-25703, 25727, 25736-25737, 25774-25775
June 25808-25810, 25824, 25836, 25843, 25855, 25897-25898, 25922, 25933
July 26026-26027, 26075, 26088 in July
March 30481-30482, 30495, 30498-30499, 30510-30511, 30534-30539
April 30572, 30592-30597, 30640-30641
May 30642-30643, 30683-30685, 30692, 30721-30722, 30727-30729, 30739-30740, 30781-30782, 30793, 30808-30810, 30836-30837, 30859
June 30860, 30873, 30932, 30992 in June; 31042, 31144 in July
Alco-Brooks works numbers were:
October 46663-46683 and 46658-46662 delivered to L J Smith Construction Company as their 608-611
November 46684-46687, 46922-46926
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 five-year period.
These long-stroke locomotives began service with 8" (203 mm) piston valves, a relatively large bundle of fire tubes, and boilers set to 200 psi. Baldwin's last 25 (road numbers 76-100) were delivered with Walschaert gear. Road numbers 26-50 had their tanks lettered for the St Louis, Iron Mountain & Southern.
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 and Locobase 15961 for the still later version that had thermic syphons.
The least modified of the large class of Consolidations delivered in 1905-1909 were this set of 53, all of which had been superheated by 1927 They kept their original cylinders, which were served by 8" (203 mm) piston valves, and their inside link motion. Over the next decade, 30 were converted to the 24" cylinders; see Locobase 7747.
Ultimately, only 26 of the original 172 locomotives kept their saturated boilers.
When the extensive class of C-63 Consolidations was first upgraded, the modifications took many forms. Fifty retained their 22" cylinders , although more than two dozen would eventually receive the 24" upgrade; see Locobase 15960.
For most of the class--122, superheating improved the quality of the steam and larger pistons (24") and 10" piston valves offset the loss of heating surface. The first twenty such conversions were completed by the end of 1916. Over the next decade, 64 were updated and had their boilers set to 180 psi. All were completed by the end of 1935 and these 122, 23 had boilers pressed to 185 psi; the others were set at 200 psi.
Most were fitted with Walschaert valve gear, although significant numbers used Baker or Southern gear instead.
Locobase 7747 shows the most widely implemented version of a superheated upgrade conferred on the large C-63 class. Much later, the MP revamped many of the engines in this group. Keeping the 24" x 30" cylinders and 10" piston valves, the railroad fitted a new boiler and firebox that included steam-enhancing systems that had come into vogue since the first round of upgrades. Installing these and otherwise reworking the boiler led to a reduction of fire tube count by 16.
The 1956 diagram and accompanying table display at least twelve different weight groups based on frame type (frame or cast bed), fuel (coal or oil), syphons or no, valve gear, stoker or no. Within some weight groups, some had boilers set at 180 psi, others at 200. All but about a dozen locomotives were eventually fitted with syphons.
Most used tender tank style 7-A, which featured three levels of coal capacity (14, 17, or 18 short tons) and four sizes of oil capacity (2,800, 3,400, 4,100, or 4,250 US gallons). Some trailed other tank styles (e.g., 7-C, 7-D, 8-B, 8-G); these differed slightly, the 8-series tanks holding 8,000 gallons of water, but all offering the same range of fuel capacities.
From this array, Locobase chose to adopt Weight Group H, which did not include the cast bed adopted for others in the class, but did have the BK coal stoker, Walschaert valve gear, 57 sq ft (5.3 sq m) in syphons, two arch tubes adding 13 sq ft (1.2 sq m) and a boiler set at 200 psi. The 7-A variant used in the specs was the 14-ton capacity version rolling on trucks with arch-bar frames and 5 1/2" x 10" journals. (An alternative for this weight group used equalized trucks with 6" x 11" journals.).
Another 37 in the K group had the cast bed and Baker gear.
|Specifications by Steve Llanso|
|Class||107/807/851||141/C-51||2/901||332/C-51||401||801||C-55||C-55 - large grate||C-55 - large grate||C-55 - large grate sh||C-55 - small grate||C-55 - small grate sh||C-57 - 34.1||C-57 - superheated||C-57 - syphons||C-63||C-63 - 22"" pistons||C-63 - 24"" pistons||C-63 - sh 24"" with syphons|
|Railroad||Missouri Pacific (MP)||Saint Louis Iron Mountain & Southern (MP)||Pawnee (MP)||Saint Louis Iron Mountain & Southern (MP)||International & Great Northern (MP)||Missouri Pacific (MP)||Saint Louis, Iron Mountain & Southern (MP)||St Louis, Iron Mountain & Southern (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)||St Louis, Iron Mountain & Southern (MP)||St Louis, Iron Mountain & Southern (MP)||Saint Louis, Brownsville & Mexico (MP)||International & Great Northern (MP)||International & Great Northern (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)||Missouri Pacific (MP)|
|Road Numbers||107-136/807-836/851-880||141-147/383-389/889-893||2-3/901||332-341/881-888||401-423||945-974/801-840||501-545||1831-1850/438-457||1262-1293/401-432||401-432, 438-457||1893-1919/458-487, 433-437||458-487, 433-437||81-100 / 1011-1030||1051-1073||1051-54, 1057-58, 1063, 1067, 71,73||1-172||1-172||1-172||1-172|
|Builder||several||Grant||Alco-Brooks||Burnham, Parry, Williams & Co||several||several||several||Alco-Brooks||Alco-Brooks||MP||Alco-Brooks||Alco-Brooks||Baldwin||IGN||IGN||several||MP||several||MP|
|Valve Gear||Stephenson||Stephenson||Stephenson||Stephenson||Walschaert||Stephenson||Stephenson||Stephenson||Stephenson||Baker or Walschaert||Stephenson||Baker or Walschaert||Walschaert||Walschaert||Walschaert||Stephenson or Walsch||Stephenson||various||various|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.64||0.66||0.65||0.64||0.65||0.66||0.66||0.66||0.66||0.66||0.66||0.65||0.64||0.64||0.66||0.66||0.66||0.66|
|Overall Wheelbase (engine & tender)||50.29'||59.92'||47.16'||54.37'||54.21'||54.21'||54.19'||54.21'||54.21'||57.67'||60'||60'||56.25'||56.25'||56.25'||56.25'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||95000 lbs||90000 lbs||125000 lbs||88000 lbs||185000 lbs||103000 lbs||142000 lbs||152000 lbs||152000 lbs||158350 lbs||152000 lbs||158350 lbs||153750 lbs||183000 lbs||196000 lbs||187200 lbs||192800 lbs||192800 lbs||205000 lbs|
|Engine Weight||107000 lbs||102000 lbs||140000 lbs||102000 lbs||208000 lbs||115000 lbs||162300 lbs||172000 lbs||172000 lbs||179950 lbs||172000 lbs||179950 lbs||174200 lbs||205000 lbs||220000 lbs||211500 lbs||219000 lbs||219000 lbs||229000 lbs|
|Tender Light Weight||64000 lbs||66000 lbs||108000 lbs||66000 lbs||141000 lbs||70000 lbs||98855 lbs||120000 lbs||120000 lbs||120000 lbs||120000 lbs||120000 lbs||135000 lbs||156000 lbs||158000 lbs||130000 lbs||124000 lbs||124000 lbs||150000 lbs|
|Total Engine and Tender Weight||171000 lbs||168000 lbs||248000 lbs||168000 lbs||349000 lbs||185000 lbs||261155 lbs||292000 lbs||292000 lbs||299950 lbs||292000 lbs||299950 lbs||309200 lbs||361000 lbs||378000 lbs||341500 lbs||343000 lbs||343000 lbs||379000 lbs|
|Tender Water Capacity||3200 gals||3200 gals||5000 gals||3200 gals||7500 gals||3200 gals||5000 gals||5000 gals||5000 gals||5000 gals||5000 gals||5000 gals||7500 gals||7500 gals||7500 gals||7000 gals||7000 gals||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||8 tons||10 tons||8 tons||3360 gals||9 tons||9 tons||10 tons||10 tons||10 tons||10 tons||10 tons||3000 gals||13 tons||13 tons||14 tons||14 tons||14 tons||14 tons|
|Minimum weight of rail (calculated) on which locomotive could run||40 lb/yard||38 lb/yard||52 lb/yard||37 lb/yard||77 lb/yard||43 lb/yard||59 lb/yard||63 lb/yard||63 lb/yard||66 lb/yard||63 lb/yard||66 lb/yard||64 lb/yard||76 lb/yard||82 lb/yard||78 lb/yard||80 lb/yard||80 lb/yard||85 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||140 psi||140 psi||160 psi||140 psi||200 psi||160 psi||200 psi||200 psi||200 psi||185 psi||200 psi||200 psi||185 psi||200 psi||200 psi||200 psi||200 psi||180 psi||200 psi|
|Cylinders (dia x stroke)||20" x 22"||20" x 22"||19" x 26"||22" x 22"||22" x 30"||20" x 24"||19.5" x 28"||19.5" x 28"||19.5" x 28"||21" x 28"||19.5" x 28"||19.5" x 28"||21" x 28"||22" x 30"||22" x 30"||22" x 30"||22" x 30"||24" x 30"||24" x 30"|
|Tractive Effort||20533 lbs||20533 lbs||25029 lbs||24845 lbs||43305 lbs||25600 lbs||32909 lbs||32909 lbs||32909 lbs||35304 lbs||32909 lbs||32909 lbs||34065 lbs||43305 lbs||43305 lbs||39181 lbs||39181 lbs||41966 lbs||46629 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.63||4.38||4.99||3.54||4.27||4.02||4.31||4.62||4.62||4.49||4.62||4.81||4.51||4.23||4.53||4.78||4.92||4.59||4.40|
|Firebox Area||129 sq. ft||129 sq. ft||129 sq. ft||174 sq. ft||146 sq. ft||179 sq. ft||159 sq. ft||159 sq. ft||159 sq. ft||159 sq. ft||159 sq. ft||177 sq. ft||171 sq. ft||227 sq. ft||177 sq. ft||202 sq. ft||177 sq. ft||245 sq. ft|
|Grate Area||27.50 sq. ft||27.50 sq. ft||24.70 sq. ft||27.50 sq. ft||49.50 sq. ft||30 sq. ft||32.30 sq. ft||52.30 sq. ft||52.30 sq. ft||52.30 sq. ft||44.30 sq. ft||44.30 sq. ft||32.70 sq. ft||49.50 sq. ft||49.50 sq. ft||49.50 sq. ft||49.50 sq. ft||49.50 sq. ft||49 sq. ft|
|Evaporative Heating Surface||1316 sq. ft||1316 sq. ft||2040 sq. ft||1316 sq. ft||3400 sq. ft||1570 sq. ft||2418 sq. ft||2385 sq. ft||2385 sq. ft||1922 sq. ft||2385 sq. ft||1922 sq. ft||1810 sq. ft||2723 sq. ft||2707 sq. ft||2936 sq. ft||2521 sq. ft||2770 sq. ft||2437 sq. ft|
|Superheating Surface||375 sq. ft||375 sq. ft||341 sq. ft||660 sq. ft||660 sq. ft||470 sq. ft||470 sq. ft||470 sq. ft|
|Combined Heating Surface||1316 sq. ft||1316 sq. ft||2040 sq. ft||1316 sq. ft||3400 sq. ft||1570 sq. ft||2418 sq. ft||2385 sq. ft||2385 sq. ft||2297 sq. ft||2385 sq. ft||2297 sq. ft||2151 sq. ft||3383 sq. ft||3367 sq. ft||2936 sq. ft||2991 sq. ft||3240 sq. ft||2907 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||164.51||164.51||239.10||135.96||257.59||179.91||249.83||246.43||246.43||171.23||246.43||198.59||161.25||206.30||205.09||222.44||191.00||176.34||155.14|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3850||3850||3952||3850||9900||4800||6460||10460||10460||9676||8860||8860||6050||9900||9900||9900||9900||8910||9800|
|Same as above plus superheater percentage||3850||3850||3952||3850||9900||4800||6460||10460||10460||11224||8860||10278||7017||11880||11880||9900||11484||10247||11368|
|Same as above but substitute firebox area for grate area||18060||18060||0||18060||34800||23360||35800||31800||31800||34121||31800||36888||37984||41040||54480||35400||46864||36639||56840|