Montana Union / Northern Pacific / Oregon & Washington Territory / Seattle & International 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class F (Locobase 827)

Data from Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University Volume 12, p. 2. Works numbers were 6591 in January 1883; 6594 in February; 6744 in May; 6796, 6817-6818 in June; and 6988, 7000, and 7002 in October.

With drivers as small as these, it's not really surprising that this class was later converted to G-class 0-8-0s.


Class F-1 (Locobase 829)

Data from DeGolyer, Volume 14, p. 220 and Volume 15,pp. 103 and 148. See also John K Brown, The Baldwin Locomotive Works, 1831-1915: A Study in American Industrial Practice (Baltimore: Johns Hopkins University Press, 1995), pp. 78-80. Works numbers were 9505-9508, 9511, 9514-9516, 9518, 9520, 9524 in August 1888; 9526, 9529 in October; 10000 in May 1889; 10440-10441, 10444-10448, 11305-11306, 11320, 11847, 11914, 11916, 11920, 11948 in November.

John Brown cites this class as an example of Baldwin's ability to take a new design used by one railroad and adapt it to another, often with mutually beneficial results. As noted in Locobase 9424, G W Cushing, new manager of the Reading, ordered this class in 1888. The design broke precedent on the Reading both for its size and for the use of conventional layout. The boiler in particular was quite large for the time. Brown reports (p. 78):

"Baldwin built the custom order and then sold thirteen more engines of Cushing's original design to the Northern Pacific. Here a western line, completed only six years earlier, took advantage of the technical expertise of the fifty-year-old Philadelphia & Reading."

Brown's chronology, as presented on p 78 and on the caption of Locomotive 10000 on p 80 skips the first set of thirteen, which were ordered in June 1888. His point stands, however, as that order came after Cushing's earlier request. In the caption, Brown also supplies the useful addendum that the order included the Westinghouse air brake, Eames vacuum brake, and Westinghouse's train signal.

Three (50-52) were converted to Vauclain compounds for three years (1899-1902), then converted back to simple-expansion engines. As compounds, they had 15 x 28 HP cylinders, 25 x 28 LP cylinders.

Seven were sold in November 1925 to the Spokane, Portland & Seattle as their N-4 class and number 300-305, 315.


Class F-2 (Locobase 830)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). See also Baldwin Locomotive Works Specification for Engines, 1888, as digitized by the DeGolyer Library of Southern Methodist University Vol 14, 204. Works numbers were 9614 and 9625 in November 1888.

These Consolidations went to the Washington & Columbia River when that railroad bought the O & WT in November 1892. The W & CR folded into the Northern Pacific in July 1907 and these locomotives were renumbered 498-499, then 100-101, and finally 82-83. 82 was rebuilt as an 0-8-0 switcher while 83 was scrapped in July 1928.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class F-3 (Locobase 832)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004).

NY Loco builder information from JF Webber's compilation as supplied by Allen Stanley in March 2004. The first of MU's class of Consolidations was works #455 (February 1889). Six months later the rest of the class rolled out of the Rome shops as works #498-503.

Once the Northern Pacific took over, these 2-8-0s were renumbered frequently, many 3 times over. One - works #501 - was operated by the Seattle & International as their #10, then served with the Northern Pacific, and finally on the Frisco (St Louis-San Francisco).

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class F-4 (Locobase 828)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). The diagram notes that #94 had 19 1/2" cylinders.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class F-5 (Locobase 837)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004) and supplemented by NP to 1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Boiler pressure later increased to 165 psi.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class F-6 (Locobase 834)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004), later http://research.nprha.org/Lists/Class%20List/DispForm.aspx?ID=56. (Thanks to Chris Hohl for his 27 July 2015 email supplying the missing boiler pressure (a Locobase oversight of many years standing) and a typo correction of tender water capacity.)

This single Consolidation was converted to an 0-8-0 switcher in 1912.


Class F-7 (Locobase 831)

Data confirmed by locomotive diagrams from 1900 hosted on http://www.nprr.org/Steam%20Diagrams/Forms/AllItems.aspx (7 Feb 2004). This is an unusual design with longer tubes.


Class F-8 (Locobase 833)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This is an ex-Pennsylvania Railroad locomotive class.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Y (Locobase 835)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Delivered as compounds in 1898, rebuilt and superheated in 1917 to the dimensions shown.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Y-1 (Locobase 6559)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These were Alco's first tandem-compound locomotives. Each side's HP and LP cylinders were cast as a single unit with the HP cylinder immediately ahead of the larger LP cylinder. The piston valve used for HP steam used internal admission while its LP counterpart used external admission. They had the same diameter and like the pistons below shared the same rod.

The long stroke meant that the LP volume could never be large enough to make full use of the HP exhaust.

Simpled and superheated in 1917; see Locobase 833.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Y-1 - superheated (Locobase 836)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Delivered as compounds in 1900, rebuilt 1917 to the dimensions shown. Very similar to the Y-class rebuilds with slightly longer tubes but the same superheater.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Y-2 (Locobase 838)

Data from Railroad Gazette of 30 August 1901.

These followed the Y-1s described in Locobase 6559. A big difference was the provision of taller drivers and the use of fewer, but longer boiler tubes.

These were soon converted to 2-cylinder simple engines with much lower boiler pressure.


Class Y-3 (Locobase 839)

Data from Railroad Gazette, 30 August 1901.

4-cylinder tandem compounds built for low-speed drag freight. As such they differed from the Y-2s delivered at the same time (Locobase 838), according to RG. Additional data from AERJ June 1903. Firebox heating surface included 28 sq ft of arch tubes.

These were soon converted to 2-cylinder simple locomotives.


Class Y-4 (Locobase 840)

Data from a 1944 Northern Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Somewhat smaller than the earlier Y classes, but fitted with much taller drivers.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Y-4 (Locobase 10272)

4-cylinder tandem compounds built for low-speed drag freight. As such they differed from the Y-2s delivered at the same time, according to RG 30 August 1901. Additional data from AERJ June 1903. Firebox heating surface included 28 sq ft of arch tubes.

These were soon converted to 2-cylinder simple locomotives.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Y-5 (Locobase 841)

Data from NP 1 -1929 Locomotive Diagrams supplied in May 2005 by Allen Stanley.

The last of the Y series of Consolidations, this set was delivered with two simple-expansion cylinders.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface from the baldwin_steam site.


Class Y-5 (Locobase 10273)

Specifications by Steve Llanso of Sweat House Media
ClassFF-1F-2F-3F-4
Locobase ID827 829 830 832 828
RailroadNorthern Pacific (NP)Northern Pacific (NP)Oregon & Washington Territory (NP)Montana Union (NP)Montana Union (NP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class932283
Road Numbers461-469 / 95-103470-492, 460, 493-497, 650-452/50-817-8 / 498-499 / 100-101 / 82-83154 / 84-9192-94
GaugeStdStdStdStdStd
Number Built932283
BuilderBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoNew York (Rome)Grant
Year18831888188818891887
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'14'14.25'15.58'14.75'
Engine Wheelbase21.50'22.17'22.33'23.17'22.75'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.63 0.64 0.67 0.65
Overall Wheelbase (engine & tender)49.17'49.75'48.79'47.25'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers96000 lbs135000 lbs122000 lbs113000 lbs100000 lbs
Engine Weight108000 lbs150000 lbs136000 lbs125000 lbs113500 lbs
Tender Light Weight77500 lbs77600 lbs90000 lbs90000 lbs
Total Engine and Tender Weight185500 lbs227600 lbs226000 lbs215000 lbs
Tender Water Capacity3500 gals3500 gals4244 gals2900 gals3250 gals
Tender Fuel Capacity (oil/coal)7 tons7 tons9 tons6 tons6 tons
Minimum weight of rail (calculated)40 lb/yard56 lb/yard51 lb/yard47 lb/yard42 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter49"50"51"51"51"
Boiler Pressure130 psi150 psi150 psi150 psi140 psi
Cylinders (dia x stroke)20" x 24"22" x 28"21" x 26"20" x 24"20" x 24"
Tractive Effort21649 lbs34558 lbs28665 lbs24000 lbs22400 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.43 3.91 4.26 4.71 4.46
Heating Ability
Firebox Area185 sq. ft163 sq. ft148 sq. ft241 sq. ft
Grate Area30.70 sq. ft35.29 sq. ft32.70 sq. ft26.60 sq. ft28 sq. ft
Evaporative Heating Surface2340 sq. ft1986 sq. ft1868 sq. ft2000 sq. ft
Superheating Surface
Combined Heating Surface02340 sq. ft1986 sq. ft1868 sq. ft2000 sq. ft
Evaporative Heating Surface/Cylinder Volume189.95190.54214.06229.18
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation39915294490539903920
Same as above plus superheater percentage39915294490539903920
Same as above but substitute firebox area for grate area027750244502220033740
Power L103313342638104370
Power MT0216.41247.64297.33385.37

Specifications by Steve Llanso of Sweat House Media
ClassF-5F-6F-7F-8Y
Locobase ID837 834 831 833 835
RailroadSeattle & International (NP)Seattle & International (NP)Seattle & International (NP)Northern Pacific (NP)Northern Pacific (NP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class212614
Road Numbers45-468/4748-49(4-6)30-43
GaugeStdStdStdStdStd
Number Built212614
BuilderSchenectadyRichmondRhode IslandJuniataAlco-Schenectady
Year19001895188818911898
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'14'16.08'13.67'14.67'
Engine Wheelbase21.33'21.61'23.37'21.17'23.25'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.65 0.69 0.65 0.63
Overall Wheelbase (engine & tender)49.12'46.41'46.42'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers120250 lbs112000 lbs109000 lbs85300 lbs173300 lbs
Engine Weight135000 lbs128000 lbs124000 lbs97600 lbs191000 lbs
Tender Light Weight90200 lbs93000 lbs71500 lbs30270 lbs112000 lbs
Total Engine and Tender Weight225200 lbs221000 lbs195500 lbs127870 lbs303000 lbs
Tender Water Capacity4350 gals3835 gals3500 gals3090 gals5500 gals
Tender Fuel Capacity (oil/coal)11 tons8 tons8 tons10 tons10 tons
Minimum weight of rail (calculated)50 lb/yard47 lb/yard45 lb/yard36 lb/yard72 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"51"55"51"55"
Boiler Pressure150 psi150 psi150 psi140 psi200 psi
Cylinders (dia x stroke)20" x 24"20" x 24"20" x 24"20" x 24"20" x 34"
Tractive Effort24000 lbs24000 lbs22255 lbs22400 lbs42036 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.01 4.67 4.90 3.81 4.12
Heating Ability
Firebox Area197 sq. ft164.50 sq. ft207 sq. ft
Grate Area31 sq. ft30 sq. ft26 sq. ft24.90 sq. ft35 sq. ft
Evaporative Heating Surface1984 sq. ft1828 sq. ft1284 sq. ft2161 sq. ft
Superheating Surface468 sq. ft
Combined Heating Surface1984 sq. ft1828 sq. ft01284 sq. ft2629 sq. ft
Evaporative Heating Surface/Cylinder Volume227.35209.47147.14174.80
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation46504500390034867000
Same as above plus superheater percentage46504500390034868260
Same as above but substitute firebox area for grate area29550002303048852
Power L1433800287310986
Power MT318.1300297.02559.03

Specifications by Steve Llanso of Sweat House Media
ClassY-1Y-1 - superheatedY-2Y-3Y-4
Locobase ID6559 836 838 839 840
RailroadNorthern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1313301414
Road Numbers17-2917-291250-12791200-12131280-1293
GaugeStdStdStdStdStd
Number Built13301414
BuilderAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year19001917190119011903
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15'15'17'15'17'
Engine Wheelbase23.58'23.58'26.17'23.67'26.17'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.65 0.63 0.65
Overall Wheelbase (engine & tender)53.87'52.37'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers170000 lbs172500 lbs175000 lbs185500 lbs172000 lbs
Engine Weight195000 lbs192300 lbs198000 lbs209500 lbs194000 lbs
Tender Light Weight112000 lbs94000 lbs114950 lbs114950 lbs114950 lbs
Total Engine and Tender Weight307000 lbs286300 lbs312950 lbs324450 lbs308950 lbs
Tender Water Capacity5500 gals4350 gals5500 gals5500 gals5500 gals
Tender Fuel Capacity (oil/coal)10 tons9 tons10 tons10 tons10 tons
Minimum weight of rail (calculated)71 lb/yard72 lb/yard73 lb/yard77 lb/yard72 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"55"63"55"63"
Boiler Pressure200 psi200 psi225 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)15" x 34"20" x 34"15" x 34"15" x 34"22" x 30"
Low Pressure Cylinders (dia x stroke)28" x 34" (2)28" x 34" (2)28" x 34" (2)
Tractive Effort36745 lbs42036 lbs36089 lbs36745 lbs39181 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.63 4.10 4.85 5.05 4.39
Heating Ability
Firebox Area208.50 sq. ft214.70 sq. ft155.64 sq. ft201 sq. ft188 sq. ft
Grate Area35 sq. ft35 sq. ft52.30 sq. ft52.30 sq. ft52.30 sq. ft
Evaporative Heating Surface3075 sq. ft2219 sq. ft2997 sq. ft3646 sq. ft3418 sq. ft
Superheating Surface468 sq. ft
Combined Heating Surface3075 sq. ft2687 sq. ft2997 sq. ft3646 sq. ft3418 sq. ft
Evaporative Heating Surface/Cylinder Volume442.19179.49430.97524.30258.96
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation70007000117681046010460
Same as above plus superheater percentage70008190117681046010460
Same as above but substitute firebox area for grate area4170050240350194020037600
Power L1311511129368135196934
Power MT161.59568.93185.49167.29355.51

Specifications by Steve Llanso of Sweat House Media
ClassY-4Y-5Y-5
Locobase ID10272 841 10273
RailroadNorthern Pacific (NP)Northern Pacific (NP)Northern Pacific (NP)
CountryUSAUSAUSA
Whyte2-8-02-8-02-8-0
Number in Class141010
Road Numbers1280-12931214-12231214-1223
GaugeStdStdStd
Number Built141010
BuilderAlco-SchenectadyAlco-SchenectadyAlco-Schenectady
Year190319031903
Valve GearStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase17'15'15'
Engine Wheelbase26.17'23.67'23.67'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.63 0.63
Overall Wheelbase (engine & tender)52.37'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers172000 lbs178500 lbs178500 lbs
Engine Weight194000 lbs198000 lbs198000 lbs
Tender Light Weight114950 lbs114950 lbs114950 lbs
Total Engine and Tender Weight308950 lbs312950 lbs312950 lbs
Tender Water Capacity5500 gals5500 gals5500 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons10 tons
Minimum weight of rail (calculated)72 lb/yard74 lb/yard74 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"55"55"
Boiler Pressure200 psi200 psi200 psi
Cylinders (dia x stroke)22" x 30"22" x 30"22" x 30"
Tractive Effort39181 lbs44880 lbs44880 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.39 3.98 3.98
Heating Ability
Firebox Area188 sq. ft194 sq. ft194.50 sq. ft
Grate Area52.30 sq. ft52.30 sq. ft52.30 sq. ft
Evaporative Heating Surface3418 sq. ft3652 sq. ft3652 sq. ft
Superheating Surface
Combined Heating Surface3418 sq. ft3652 sq. ft3652 sq. ft
Evaporative Heating Surface/Cylinder Volume258.96276.69276.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation104601046010460
Same as above plus superheater percentage104601046010460
Same as above but substitute firebox area for grate area376003880038900
Power L1693464206423
Power MT355.51317.17317.32

Reference


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