Oregon Railway & Navigation / Oregon Short Line / Oregon-Railroad & Navigation / Oregon-Washington RR & Navigation / San Pedro, Los Angeles & Salt Lake / Snake River Valley / St Joseph & Grand Island / Union Pacific 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 1000 (Locobase 3946)

Data is taken from the Railroad Gazette of 20 April 1900.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2478-2481 (December 1899) and 2714 (October 1900).

Compared to the twelve-wheeler delivered at the same time, this Consolidation actually is heavier and, by dint of a longer stroke, had a higher tractive effort. The quintet was substantially larger all around than the two 800-class engines (Locobase 9910) delivered only a year or two earlier.

JF Dunn, Superintendent of Motive Power, designed these 2-8-0s, which appear to have been used primarily as pushers on a 2 1/2% grade section from Dubois, Idaho to Monida.


Class 1301 (Locobase 15991)

Data from DeGolyer, Volume 12, p. 262.Works numbers were 7842 in March 1886, 8283, 8286, 8289, 8292, 8299, 8305, 8307, 8308, 8319, 8336.

http://utahrails.net/up/steam/up-steam-1885-1915.php (prepared by Don Strack and visited 14 July 2005) gives us roster details of this class. They were delivered with Wootten fireboxes and in a camelback layout in 1886 and early 1887. The goal was to explore a softened draft as a remedy for incomplete combustion of the more friable Wyoming Territory coal.

NB: Locobase bases his estimate of firebox heating surface on the CNJ Camelbacks produced in the same year, which had virtually identical dimensions and tubes about 6" shorter in length.

In 1893-1895, the class was rebuilt to a conventional cab configuration; See Locobase 9588.


Class 1301/100 (Locobase 6588)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 and UP 5 - 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. 6.

This class was delivered with Wootten fireboxes and in a camelback layout in 1886 and early 1887. The goal was to explore a softened draft as a remedy for incomplete combustion of the more friable Wyoming Territory coal.

In 1893-1895, the class was rebuilt to a substantially larger conventional cab configuration, at which time, the specs suggest, the Wootten firebox was replaced by a conventional one as well.. A later change reduced the firebox heating surface to 169.6 sq ft and total heating surface to 2,080.4 sq ft.

Retirements came at individual moments, all but one of the Consolidations being withdrawn in the 1920s and 1930s. The exception was 1306, then numbered 105, which hung on for some reason until July 1951.


Class 1312 (Locobase 2633)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899. Works numbers were 3062-3069 in October 1898.

High-boilered type with broad-brimmed spark-arresting stack. Relatively modest firebox heating surface of 170 sq ft was augmented by 23 sq ft of arch pipes (2.14 sq m). Illustration shows a transitional locomotive with steam dome just ahead of the cab and long cowcatcher.


Class 1312 / 113 - superheated (Locobase 8333)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.


Class 1320 (Locobase 6589)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 4907-4908.

A pair of turn-of-the-century cross-compounds. Road numbers were changed in 1915, well after they were converted to simple-expansion locomotives with 20" x 24" cylinders. 120 was retired in September 1934 while 119 retired in May 1940.


Class 1600 (Locobase 6595)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Raildata collection. http://utahrails.net/up/steam/up-steam-1885-1915.php (visited 14 July 2005) for road and builder's numbers and P H Stack,"A Veteran Engineer and His Engine ", Locomotive Engineering, Vol X, No 12 (December 1898), p. 908. works numbers 1989-1993 in February 1994-2001 in March, and 2002-2003 in April.

In celebrating the long service of one its engineers, Stack, Locomotive Inspector of the Union Pacific gave Locomotive Engineering a view of the kind of railroading that could be found in the Laramie (Wyo) vicinity in 1897:

"The grade runs as high as 106 feet on west side of hill, and 97 feet on east side of hill. Engines are rated at 1,400 tons on west side of hill, with an engine of same class pushing. Red Buttes to Sherman, 14.6 miles. Average time consumed Red Buttes to Sherman, 1 hour and 10 minutes. This rating runs from 40 to 48 loads, and is usually all air-brake cars. Sherman to Cheyenne is 32.7 miles, an average grade of 90 feet."

Talking about 78-year-old George Garrett, Stack commented: "Uncle George takes 40 to 50 loads down this grade as well as the younger enginemen, and always has plenty of air, and no trouble at all in any kind of weather; is always satisfied, and we never find him looking for trouble."

Four of these were sold to Kilpatrick Construction Company. The other eleven survived to be renumbered 130-140 in 1915; they were all disposed of by the end of the twenties.


Class 1621/401 (Locobase 2851)

Data from DeGolyer, Volume 23, p. 23. See also "Vanderbilt Locomotive Boiler," Railroad Gazette, Volume XXXIII, No 19 (10 May 1901), pp. 316-317, for further discussion of the Vanderbilt boiler design.Works numbers were 17931 in July 1900 and 18522 in December..

Fitted with the Vanderbilt boiler, these two Consolidations were among a very few who had that distinctive design. The cylindrical firebox was corrugated for strength and riveted to the boiler's backplate.

The corrugations were supposed to lend enough strength to the firebox that staybolts and crown bars would be unnecessary. Bruce (1952) comments, however, "there was not sufficient grate area or firebox volume provided by this construction to accommodate the high rates of combustion required, the boiler pressure being 200 psi."

(Alexander, Iron Horse, pl 81.)

See also Railroad Gazette (15 June 1900) which details the 235-locomotive order from Baldwin for three railroads -- the Union Pacific, the B & O (lion's share with 165 engines), and the Kansas City, Pittsburgh & Western (10 engines). The B&O E-18 class (#3928) discusses the order.


Class 1622 / 403 (Locobase 12412)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 23. Works numbers were 17892 in June 1900; 17901, 17939, 17949, 17971, 17975, 17984 in July; 17999, 18006, 18008, 18009-18010. 18031-18032, 18061-180612, 18067-18068 in August.

This is the first batch in a large order of Vauclain compound Consolidations that represented a renewal of the UP-Baldwin alliance after a 9-year holiday. The spec mentions "F.B tubes" (presumably arch tubes) that contributed 25.4 sq ft to the direct heating surface. The boilers seem to have been a bit small as the bulk of the class, shown in Locobase 5297, were larger.

North American railroads gave up on compounds soon after these came on the UP and they were converted to single-expansion locomotives shown in Locobase 6596.


Class 1623 / 403 (Locobase 6596)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 and UP 5-1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 12412 shows this first batch of Consolidations as Vauclain compounds. As with so many of the other North American compounds, these were soon converted to simple-expansion engines powered by two 21" x 30" cylinders.

See Locobase 7436 for the class as it was superheated.


Class 1640 /420 (Locobase 6597)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were:

1900

August 18068

September 18200, 18250, 18262-18264

October 18288, 18292, 18303, 18323-18324, 18346-18347, 18366-18367

November 18399-18400

December 18413, 18414, 18431, 18435-18440, 18468-18470, 18491-18492, 18504-18509, 18519-18522

1901

June 19104, 19155-19157

July 19188-19193, 19243-19247, 19290-19294

These were Vauclain compounds of slightly greater size than the immediately preceding class described in Locobase 12411. All were rebuilt as 21" x 30" simple-expansion engines and superheated; see Locobase 7437.


Class 1901 / 478 (Locobase 7438)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were: 21718 in February 1903; 21745-21746, 21776,

21784-21785, 21793, 21804-21805, 21809-21811, 21853, 21860, 21868 in March; and 21901, 21918-21919, 21958, 22040 in April

Continuing the production of Vauclain compounds, Baldwin delivered these locomotives in 1903. In addition to lengthening the boiler tubes by a foot, the builder significantly increased the size of the grate. Like all of the other compound Consolidations, this class soon was simpled and superheated; see Locobase 7439.


Class 200/C-55 (Locobase 2627)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899. Works numbers were 3075-3077 in November 1898.

Surprisingly modern looking and burly, this OR&N Consolidation had an Improved Belpaire firebox, piston valves outside (but Stephenson link still between the frames), even domes for steam and sand and well-formed counterweight arcs in the drivers. In addition, the fire box had 22 sq ft (2.04 sq m) of arch pipes in addition to 182 sq ft of heating surface.

The OR&N was part of the Union Pacific system. The name changed to Oregon & Washington and the three locomotives were numbered 327-329. When the UP took full control, they renumbered them 707-709 and grouped them with 510-524, 550-554 as the C-55 class.


Class 219 (Locobase 11785)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 10a, p. 200. Works numbers were 5606-5607 in April 1881; 5621, 5623, 5656-5657 in May; 5792-5793 in August; 5806, 5816 in September; 5937, 5939, 5943, 5961-5962 in December.

Among the first 20 x 24" Consolidations to roll on the Union Pacific, this class was quickly followed in a year by a dozen Taunton engines; see Locobase 6825.

Several of these locomotives were later sold off to other railroads. The 1256, 1257, 1262, and 1266 went down to Mexico's Nacional de Tehuantepec at the turn of the century. 1258 was sold to Carr Brothers. 1259 served the Ironton in eastern Pennsylvania while 1260 went off to UP subsidiary Oregon Railroad & Navigation. 1263 operated first on the Valley Railroad, then joined several siblings on the Nacional de Tehuantepec.

1267 also was sold to the OR & N, but soon was placed with Hicks, a recycler/reseller that found a willing customer in the Chesapeake Western. See http://www.trainweb.org/varail/aux/cwhist.html for the history of the Crooked & Weedy, which linked West Virginia coalfields with the Shenandoah Valley.


Class 262 (Locobase 6825)

Data from KCS 12 - 1908 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 875-876 in December 1882, 879-880 in January 1883, 881-884 in February, 885-886 in March, 887-888 in April.

These Consolidations built by a lesser-known Massachusetts builder were apparently built to specifications that were nearly identical to those used by Baldwin to turn out fifteen such engines in 1881 (Locobase 11875)

The profile had a coned boiler with the steam dome just ahead of the cab, a sand dome over the gap between the first and second driving axles and a modestly sized cabbage stack. Note the large percentage of heating surface represented by the long, deep firebox and big grate.

One later operated on the Arkansas & Western as their #1. Gene Connelly's Taunton works number list suggests 1286 was the engine. 1283 was sent to the Oregon Railway & Navigation in 1900 as their 170. FM Hicks bought the 1289 in July 1900. Six years later the locomotive reseller resold it to the Fourche River Valley & Indian Territory as their #2.

NB: The KCS diagram shows the tube count, outside diameter, and length as shown in the specs, but records the "flue" heating surface as 836 sq ft (77.65 sq m) and total heating surface as 974 sq ft. That number would equate to 144 tubes. So Locobase adjusted the total heating surface area to match the sum of the known firebox heating surface and the calculated tube heating surface area.


Class 300 (Locobase 12525)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 50. Works numbers were 19103, 19163-19164 in June 1901; 19301-19304, 19341-19343 in August; 21768, 21774, 21828, 21840 in March 1903; and 21920 in April

These were delivered as long-stroke Vauclain compound Consolidations with 15 1/2" HP and 26" LP cylinders.

In 1916, most were converted to the simple-expansion layout shown in Locobase 7827.

711-713, 716-717 retained their Vauclain-compound setup until they were retired in April-July 1927.


Class 310 (Locobase 12651)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 25, p. 160. Works numbers were 21768, 21774, 21828, 21840 in March 1903; and 21920 in April

Locobase 12526 shows the first 10 of this class delivered in 1901. The last 5 had 1-foot longer tubes and a wider, shallower firebox.

In 1916, most were converted to the simple-expansion layout shown in Locobase 7827.


Class 402 - superheated (Locobase 7436)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 12412 describes the saturated-steam engines that came on the road as Vaucalain compounds in 1900-1901. Before too long they had been converted to simple-expansion locomotives, which are shown in Locobase 5296 and before too much longer the railroad began installing superheaters. Replacing 137 small tubes with 26 flues subtracted quite a bit from total heating surface area.

Obviously of a useful size and power, these Consolidations retired one by one. A couple went in the 1920s, another (404) in October 1938, two in May 1940, but the rest were scrapped after World War II with the last two -- 406 and 419 -- being withdrawn in July 1956.


Class 420 - superheated (Locobase 7437)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Like all of the other Vauclain compound Consolidations procured by the Union Pacific in the first couple of years of the 20th Century, this class (originally profiled in Locobase 6597) went through two modification programs. First, the LP cylinders were removed and the HP cylinders were enlarged to 21". Sometime later, the UP added a Schmidt superheater. Fitting a superheater meant removing 136 small tubes in favor of 28 flues, but little else was done to these cart horses. Many of them served the UP until the 1950s.


Class 478 - superheated (Locobase 7439)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

In superheating the series of Vauclain compounds that had been simpled a little earlier, the Union Pacific traded 135 small tubes for 28 flues. As with the other updates in this series, the result was a slight reduction in total heating surface in exchange for drier steam. Also like the other 2-8-0s, most of the 478s worked in their humble drag-freight roles until the end of steam on the UP.


Class 80 (Locobase 2630)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899. Works numbers were 3194-3195 in April 1899. Their road numbers later changed to 50-51

Even though this St. Joseph (MO) and Grand Island (NE) engine resembles the OR&N Consolidation from the same catalogue dimensionally and also has piston valves outside (Stephenson link motion between the frames), matching steam and sand domes and well-formed counterweight arcs in the drivers, there are differences. The boiler on the StJ&GI is a wagon top with radial stays and a coned first course. It has about as many flues as a 66" diameter boiler could safely hold. The firebox has no arch tubes and has appreciably less heating surface (162 sq ft vs 182 sq ft + 22 sq ft for the arch tubes).

The specialty suppliers' list shows a cross-section of the components Brooks used in building this engine in 1899.

Gollmar bell ringer

Franklin boiler covering

WestinghouseAmerican brakes

Crosby chime whistles

Janney couplers and caststeel driving wheel centers

carbon boiler and firebox steel

Star Brass company's steam gauges

Star headlights

Monitor Injectors

phosphor-bronze journal bearings

Nathan lubricators

Sullivan metallic packing

piston valves

Ashton safety valves

Houston sanding device

French springs

Kewanee brake beams on tender

Latrobe tires


Class 800 (Locobase 9910)

Data is taken from "Cooke's Oregon Short Line Locomotive", Railway & Locomotive Engineering, February 1898, p.77.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2373-2374.

This pair of Consolidations preceded the more numerous OSL 1000 class (Locobase 3946) and were smaller in all respects. Although described in R & LE as "...very powerful, besides having unusual steam making capacity", they were in fact in the bottom third of the hundreds of classes of 2-8-0s delivered to US roads in that period. Mr. J F Dunn, the OSL's Superintendent of Motive Power, was credited with the design.

Angus Sinclair noted one "extraordinary thing" about this duo: "...the screw threads different from the United States standard are used: from 3 /4 diameter up to 1 7/8 inch the screws are ten threads to the inch. All those screwed into the boiler are 12 threads to the inch." According to standard texts of the time, one could expect the number of threads per inch to decrease from 10 at 3/4" size to 5 at 1 7/8", so these were pretty fine-pitch screws.


Class C 57 (Locobase 10768)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 31, p. 5. See also DeGolyer, Volume 23, p. 213 and Volume 25, p. 150. Works numbers were 18560-18563, 18568-18573 in January 1901; 18753, 18754, 18783-18785 in March; 21642-21643, 21655, 21660, 21672, 21709, 21715 in February 1903; 21754-21755, 21764, 21790, 21801, 21814, 21846, 21890 in March.

This set of Consolidations offered a relatively rare combination of 16" HP and 27" LP cylinders in Baldwin's Vauclain compound system; each set of 1 HP/1 LP cylinder was fed by a 12" (305 mm) piston valve. In specifications for the later batches, the frequently expressed wish for "driver springs heavier thereafter."

Sometime later, the OSL simpled these engines by giving them two 21 1/2" x 30" cylinders.

When the OSL officially joined the UP in 1915, the locomotives were renumbered 525-539. See Locobase 8336 for the superheated version.


Class C-1s (Locobase 7270)

Data from LA&SL 1 - 1928 Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These small Consolidations (shown in their saturated form in Locobase 7269) were apparently productive enough to warrant superheating; their description here suggests that. And some in the class persisted in service into the 1950s. In this set of diagrams, the LASL doesn't give a grate area, figuring that an oil-fired locomotive doesn't really use a grate. The firebox heating surface is a better number to evaluate the system's potential to create steam in that case.


Class C-2 (Locobase 4399)

Data from"Report of Committee on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater. Baldwin works numbers were:

1905

March (OWR & N) 25271-25274, 25293-25294

December 27016-27019, 27033-27036, 27041-27042, 27060-27063, 27076-27079, 27105-27107, 27130, 27142-27144, 27165

1906

August 28814, 28829, 28845-28848, 28872-28873, 28890-28891, 28910-28911

September 28950-28951, 28971-28972, 28989-28990, 29003-29004, 29008-29009, 29018-29019, 29026-29027

1907

February 30088-30089, 30112-30119, 30156-30157, 30192-30195, 30203-30209 and OWR & N 30245-30252, 30280-30281

May 30929-30931, 30947-30949, 30950, 30958-30959

June 30993-30994, 31015-31016, 31038-31041, 31047-31051, 31068-31069, 31086-31088, 31110-31112

July (OWR & N) 31251-31253, 31298-31300, 31325-31328

Baldwin is credited with delivering almost all of the Union Pacific's engines beginning in 1906. Brooks contributed 21 more in 1908

In addition to the UP's own holding of 133 engines, illustrations in Linn Wescott (Model Railroader Cyclopedia - Vol 1, 1960) and Drury (1993) show this common class in a variety of liveries (San Pedro, Los Angeles & Salt Lake/LASL, which had 75; Oregon Short Line (63), and Oregon-Washington RailRoad & Navigation). See Locobase 5340 for introduction to HCS idea.


Class C-2 (Locobase 16195)

Data from"Report of Committe on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. See also DeGolyer, Volume 30, pp. 50+

Baldwin works numbers were 27205-27208, 27237-27242 in January 1906.

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater.

Although nominally ticketed for the SNV, these engines' tenders were lettered for the OR&N (Oregon Railway & Navigation) and came under the OR&N's successor Oregon Washington Railway & Navigation Co ownership in December 1910.

A later increase in boiler pressure to 210 lb increased TE to 45,470 lb; the engines also received superheaters.

Like most of the HCS 2-8-0s, this class soldiered on to the end of steam in the 1950s.


Class C-2 (Locobase 16196)

Data from"Report of Committe on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. See also DeGolyer, Volume 27, pp. 260+ and Volume 30, 50+.

Baldwin works numbers were 24855-24858, 24871-24875, 24887-24892, 24900-24901, 24910-24916, 24921, 24935 in December 1904; 24940-24942, 24966, and 24969 in in January 1905; 29994-29998 in January 1907; 31517-31519, 31537-31539, 31576-31577, 31613, 31727 in August. Alco's Brooks Works in Dunkirk, NY added their works numbers 44637-44659 in Deccember 1907.

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater. A later increase in boiler pressure to 210 lb increased TE to 45,470 lb; the engines also received superheaters.

3629 appeared in "Escape on the Fast Freight", 1915 installment of the "Hazards of Helen", a 119-episode (1/4 hour each) cliffhanger serial starring Helen Holmes that frequently featured well-photographed steam action. (See Locobase 418 for more details on these early Hollywood action films and the locomotives they used.)

All of the class were relettered for the Los Angeles & Salt Lake in 1916 and were incorporated into the parent company Union Pacific in 1921. Like most of the HCS 2-8-0s, this class soldiered on to the end of steam in the 1950s.


Class C-2 (Locobase 16197)

Data from"Report of Committe on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. See also DeGolyer, Volume 30, 50+.

Baldwin works numbers were 23584, 23592, 23623, 23629, 23646, 23653 in January 1904; 23668, 23672, 23676-23677, 23688-23689 in February;

27166-27167 in December 1905;

27188-27189, 27194, 27201-27204 in January 1906; 28686, 28698, 2871128749-28753, 28775-28777, 28812 in August;

30210,30228-30232, 30241-30244 in February 1907; 30856-30858, 30874-30877, 30902-30904 in May; 31246-31250 in July.

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater. A later increase in boiler pressure to 210 lb increased TE to 45,470 lb; the engines also received superheaters.

All of the class were incorporated into the parent company Union Pacific in 1921. Like most of the HCS 2-8-0s, this class soldiered on to the end of steam in the 1950s. Copper road Butte, Anaconda & Pacific bought the 566 in 1947 and renumbered it 31. 595 followed in 1949, and 591 in 1950. All three were scrapped in January 1953.


Class C-2 - superheated - 32 tubes (Locobase 7435)

Data from UP 5 - 1918 and UP 11 - 1946 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 4399 shows the saturated-steam "Harriman Common Standard" Consolidations as they were delivered to several railroads in the Union Pacific system. Not too long after their introduction in 1904, superheating arrived on American railroads with a rush and the UP began upgrading its large stud of 2-8-0s.

As usually happened in this first wave of superheater applications, very little else on the locomotive changed. In this instance, 41% (172) of the small tubes were removed in favor of the 32 flues. The firebox added 13.7 sq ft (1.3 sq m) in arch tubes. Weight rose a couple of tons, but otherwise the class remained essentially as delivered. Ninety-one of the class were shown with superheaters in the 1946 diagram book.


Class C-2 - superheated - 32 tubes (Locobase 7833)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This large set of Consolidations is described by the OWRR & N as locomotives "in switching service". If so, their size, tractive effort, and superheat suited them for mainline freight as well.

Almost all of the class was built by Baldwin, although Brooks supplied 21 (numbered 311-331) in 1908 (see Locobase 4399). When the Oregon subsidiary superheated its HCS compounds, two variants appeared. Locobase 8337 shows the slightly more powerful version; this current entry had four fewer flues and nine fewer tubes.


Class C-2 - superheated - 36 tubes (Locobase 8337)

Data from UP 5 - 1918 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 4399 shows the saturated-steam "Harriman Common Standard" Consolidations as they were delivered to several railroads in the Union Pacific system.

As with the parent Union Pacific, the Oregon line undertook superheating of its basic HCS 2-8-0 and Locobase finds that it fielded two variants of the upgrade. This version, which had 36 flues and thus more superheater area, operated with the variant shown on Locobase 7833.

All but FOUR of the OSL locomotives came from Baldwin as follows:

1904 560-570

1905 573-577

1906 578-593, 599

1907 594-598, 600-618.

Alco completed the set with 4 in 1908.


Class C-55 518 - superheated (Locobase 8335)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These Vauclain compounds were originally delivered in 1901, but soon were simpled and later superheated. The firebox heating surface included 17 sq ft of arch tubes.


Class C-57 - 150 (Locobase 7464)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were

Continuing the production of Vauclain compounds, Baldwin delivered this last group of 9 that were considerably larger than even the 1900 group. In fact, this tightly packed boiler was the largest on a Union Pacific Consolidation. The Oregon-Washington Railroad & Navigation Company subsidiary took 5 more as their 725-729.

As will the other compounds, the Union Pacific would first simplify the expansion (22" x 30"), then superheat the boiler. See Locobase 7465.


Class C-57 - superheated (Locobase 7465)

Data from UP 5 -1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

The Union Pacific removed the two LP cylinders from its 1903 Vauclain compounds; see Locobase 7826 for the results of a similar operation on the OWRR & N's compounds. In the mid-1920s, he Union Pacific took the additional step of adding superheaters. Although the reconstruction was limited to tubes being replaced by flues and their superheater elements, the scale was impressive. 197 tubes (44%) were removed in favor of 36 elements, which in this large boiler didn't result in a high superheat percentage. Still, the result was a more generously sized tube-and-flue cross-section and virtually all of the original heating surface area was retained.

Even so, three of the nine engines (not superheated) were withdrawn in 1928. The remaining non-superheated engine(153) was dropped in 1930. Three of the five superheated locomotives retired a few years later (152 in 1933, 150 & 154 in 1934). 155 & 158 somehow hung on through World War II and weren't retired until 1946.


Class C-57 / C-1 (Locobase 7269)

Data from SPLA&SL Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 23648, 23654, 23655, 23661 in January 1904; 23690, 23699, 23725, 23741, 23770 in February;

These Consolidations just predated the "Harriman Common Standard" 2-8-0s that were adopted throughout the Harriman Lines (See Locobase 5340 for introduction to HCS idea). The grate was the same as the HCS engines and the power dimensions differed only in cylinder diameter (HCS had 22" cylinders), but the boiler was considerably smaller.

These were later superheated; see Locobase 7270.


Class C-57 525 - superheated (Locobase 8336)

Data from UP 11 - 1946 Locomotive Diagrams and from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This large set of Consolidations is described by the OWRR&N as locomotives "in switching service". If so, their size, tractive effort, and superheat suited them for mainline freight as well and indeed they began life as the Vauclain compounds shown in Locobase 10768.

The firebox heating surface included 14 sq ft of arch tubes and remained essentially unchanged when the boiler was superheated. The boiler itself, however, seems to have traded 213 small tubes for 28 flues. The resulting superheat ratio isn't striking, but the reduction in heating surface is.

Almost all of the class was built by Baldwin, although Brooks supplied 21 (numbered 311-331) in 1908. When the Oregon subsidiary superheated its HCS compounds, two variants appeared. Locobase 8337 shows the slightly more powerful version; this current entry had 4 fewer flues and 9 fewer tubes.


Class C51 - 700 (Locobase 7826)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/owrrn02-oryn-1889-1890.php . New York works numbers were 429-433 in October 1888.

This small builder supplied the quintet of Consolidations to the OWN & R. 161 was sold in 1907 to the 33-mile long Idaho Northern as their #2. The IN completed construction of the line between Enaville and Paragon, Idaho and was bought in 1910 by ...the OWN & R. 161 regained its old number.


Class C51 - 705 (Locobase 7829)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This relatively lightweight pair of Consolidations, especially for engines built so late in the day, were originally delivered to the North Coast Railroad, but that line was absorbed by the OWRR & N on 24 November 1910. They apparently filled a niche as the first was retired only in 1940 and the other ran until 1947.


Class C57 - 710 (Locobase 7827)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These were delivered as long-stroke Vauclain compound Consolidations with 15 1/2" HP and 26" LP cylinders; this configuration is shown in Locobases 12525 and 12651.

In 1916, 10 were converted to the simple-expansion layout shown in the specifications.

Of these, one (714) was retired in May 1927, four were shelved in 1932-1933. The other five served through World War II before being retired in 1946-1947.


Class C57 - 725 (Locobase 7828)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 21011, 21026 in September 1902; 21064, 21164 in October; 21197 in November.

In addition to the Vauclain compounds delivered to the parent Union Pacific in 1903 (Locobase 7464), Baldwin supplied these five in the previous year that went within 2 years to the Oregon-Washington Railway & Navigation. Like the UP engines, these had 17" HP and 28" LP cylinders.

Within 7 years, they were rebuilt to a simple-expansion design and served the OWR & N until 1911, when they went back to the UP.

The first was retired in 1930, the last in 1940.


Class C57 - 730 (Locobase 8338)

Data from Union Pacific 11 - 1946 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Although these entered service as Harriman Common Standard coal-burners (see Locobase 4399), they were later modified as oil-burners with superheated boilers. In the modification, the 730s gave up the same number of small tubes (from 413 in the saturated boiler to 250 in the superheated one), but had 4 fewer flues and consequently a smaller superheater area. (7 were converted to switchers and did not receive superheaters or oil-burning fireboxes.)

Specifications by Steve Llanso of Sweat House Media
Class100013011301/10013121312 / 113 - superheated
Locobase ID3946 15991 6588 2633 8333
RailroadOregon Short Line (UP)Union Pacific (UP)Union Pacific (UP)Union Pacific (UP)Union Pacific (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class5111183
Road Numbers1000-10041301-13111301-1311/100-1101312-1319113, 117
GaugeStdStdStdStdStd
Number Built5118
BuilderCookeBurnham, Parry, Williams & CoUPBrooksUP
Year18991886189318981918
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.17'15.42'15.42'15.42'15.42'
Engine Wheelbase23.42'23'23'23'23'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.67 0.67 0.67 0.67
Overall Wheelbase (engine & tender)53.62'52.85'52.85'52.85'51.02'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers174000 lbs96000 lbs137600 lbs131000 lbs139540 lbs
Engine Weight196000 lbs110000 lbs150200 lbs145000 lbs159200 lbs
Tender Light Weight98000 lbs107433 lbs107433 lbs89000 lbs124880 lbs
Total Engine and Tender Weight294000 lbs217433 lbs257633 lbs234000 lbs284080 lbs
Tender Water Capacity5000 gals2900 gals9000 gals4000 gals6000 gals
Tender Fuel Capacity (oil/coal)10 tons tons14 tons8.5 tons14 tons
Minimum weight of rail (calculated)73 lb/yard40 lb/yard57 lb/yard55 lb/yard58 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"51"51"51"51"
Boiler Pressure200 psi120 psi180 psi180 psi180 psi
Cylinders (dia x stroke)21" x 32"20" x 24"20" x 24"20" x 24"20" x 24"
Tractive Effort43619 lbs19200 lbs28800 lbs28800 lbs28800 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.995 4.78 4.55 4.85
Heating Ability
Firebox Area218 sq. ft138 sq. ft216.53 sq. ft193 sq. ft170 sq. ft
Grate Area33 sq. ft76 sq. ft32 sq. ft30.30 sq. ft32 sq. ft
Evaporative Heating Surface2973 sq. ft1296 sq. ft2139 sq. ft2104 sq. ft1624 sq. ft
Superheating Surface374 sq. ft
Combined Heating Surface2973 sq. ft1296 sq. ft2139 sq. ft2104 sq. ft1998 sq. ft
Evaporative Heating Surface/Cylinder Volume231.76148.51245.11241.10186.10
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation66009120576054545760
Same as above plus superheater percentage66009120576054546854
Same as above but substitute firebox area for grate area4360016560389753474036414
Power L1580723215648538110239
Power MT294.30213.21361.97362.23647.07

Specifications by Steve Llanso of Sweat House Media
Class132016001621/4011622 / 4031623 / 403
Locobase ID6589 6595 2851 12412 6596
RailroadUnion Pacific (UP)Union Pacific (UP)Union Pacific (UP)Union Pacific (UP)Union Pacific (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class21521918
Road Numbers1320-1321 / 119-1201600-1614/130-1401621-1622/401-4021622-1640 / 402-4201623-1640 / 403-420
GaugeStdStdStdStdStd
Number Built215219
BuilderSchenectadyCookeBurnham, Williams & CoBurnham, Williams & CoUP
Year18981890190019001910
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.42'14'15.25'15.25'15.25'
Engine Wheelbase23'22.25'23.92'23.92'23.92'
Ratio of driving wheelbase to overall engine wheebase 0.67 0.63 0.64 0.64 0.64
Overall Wheelbase (engine & tender)
Axle Loading (Maximum Weight per Axle)40784 lbs40784 lbs
Weight on Drivers152000 lbs141600 lbs174000 lbs160700 lbs160700 lbs
Engine Weight167000 lbs163800 lbs196000 lbs185350 lbs185350 lbs
Tender Light Weight107433 lbs107433 lbs108015 lbs108015 lbs
Total Engine and Tender Weight274433 lbs271233 lbs293365 lbs293365 lbs
Tender Water Capacity4000 gals4000 gals5000 gals5000 gals
Tender Fuel Capacity (oil/coal)14 tons14 tons tons11 tons11 tons
Minimum weight of rail (calculated)63 lb/yard59 lb/yard73 lb/yard67 lb/yard67 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter51"51"57"57"57"
Boiler Pressure180 psi165 psi190 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)22" x 24"22" x 28"15.5" x 30"15.5" x 30"21" x 30"
Low Pressure Cylinders (dia x stroke)34" x 24" (1)26" x 30" (2)26" x 30" (2)
Tractive Effort24564 lbs37268 lbs30133 lbs31719 lbs39458 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 6.19 3.80 5.77 5.07 4.07
Heating Ability
Firebox Area198.15 sq. ft179.90 sq. ft135 sq. ft219.30 sq. ft243.10 sq. ft
Grate Area30 sq. ft34.47 sq. ft33 sq. ft33.90 sq. ft33.90 sq. ft
Evaporative Heating Surface2250 sq. ft2314 sq. ft2629 sq. ft2367 sq. ft2393 sq. ft
Superheating Surface
Combined Heating Surface2250 sq. ft2314 sq. ft2629 sq. ft2367 sq. ft2393 sq. ft
Evaporative Heating Surface/Cylinder Volume426.17187.84401.26361.27198.98
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation54005688627067806780
Same as above plus superheater percentage54005688627067806780
Same as above but substitute firebox area for grate area3566729684256504386048620
Power L139323658323535705701
Power MT228.12227.81163.95195.91312.84

Specifications by Steve Llanso of Sweat House Media
Class1640 /4201901 / 478200/C-55219262
Locobase ID6597 7438 2627 11785 6825
RailroadUnion Pacific (UP)Union Pacific (UP)Oregon-Railroad & Navigation (UP)Union Pacific (UP)Union Pacific (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class582231512
Road Numbers1640-1699 / 420-479478-499200-202/327-329/707-709219-233/1253-1267262-273/1278-1289
GaugeStdStdStdStdStd
Number Built582231512
BuilderBurnham, Williams & CoBurnham, Williams & CoBrooksBurnham, Parry, Williams & CoTaunton
Year19011903189818811882
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.25'15.25'14.50'14.75'14.83'
Engine Wheelbase23.92'23.92'23.17'22.83'23'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.63 0.65 0.64
Overall Wheelbase (engine & tender)51.73'50.25'
Axle Loading (Maximum Weight per Axle)42730 lbs44640 lbs
Weight on Drivers160570 lbs171870 lbs136200 lbs88000 lbs91720 lbs
Engine Weight184870 lbs192670 lbs154000 lbs102000 lbs104180 lbs
Tender Light Weight115798 lbs115798 lbs103000 lbs50000 lbs
Total Engine and Tender Weight300668 lbs308468 lbs257000 lbs154180 lbs
Tender Water Capacity6000 gals6000 gals4500 gals2800 gals3500 gals
Tender Fuel Capacity (oil/coal)11 tons11 tons12.5 tons tons7 tons
Minimum weight of rail (calculated)67 lb/yard72 lb/yard57 lb/yard37 lb/yard38 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"55"50"51"
Boiler Pressure200 psi200 psi200 psi130 psi140 psi
High Pressure Cylinders (dia x stroke)15.5" x 30"15.5" x 30"19" x 30"20" x 24"20" x 24"
Low Pressure Cylinders (dia x stroke)26" x 30" (2)26" x 30" (2)
Tractive Effort31719 lbs31719 lbs33475 lbs21216 lbs22400 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.06 5.42 4.07 4.15 4.09
Heating Ability
Firebox Area247.20 sq. ft191.20 sq. ft210 sq. ft135 sq. ft138 sq. ft
Grate Area33.90 sq. ft47 sq. ft32 sq. ft28.80 sq. ft27.50 sq. ft
Evaporative Heating Surface2502 sq. ft2584 sq. ft2162 sq. ft1303 sq. ft1234 sq. ft
Superheating Surface
Combined Heating Surface2502 sq. ft2584 sq. ft2162 sq. ft1303 sq. ft1234 sq. ft
Evaporative Heating Surface/Cylinder Volume381.88394.40219.61149.31141.41
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation67809400640037443850
Same as above plus superheater percentage67809400640037443850
Same as above but substitute firebox area for grate area4944038240420001755019320
Power L138533648598224562624
Power MT211.61187.18387.31246.12252.29

Specifications by Steve Llanso of Sweat House Media
Class300310402 - superheated420 - superheated478 - superheated
Locobase ID12525 12651 7436 7437 7439
RailroadOregon-Railroad & Navigation (UP)Oregon-Railroad & Navigation (UP)Union Pacific (UP)Union Pacific (UP)Union Pacific (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class105185822
Road Numbers300-309310-314402-419420-477478-499
GaugeStdStdStdStdStd
Number Built105
BuilderBurnham, Williams & CoBurnham, Williams & CoUnion PacificUnion PacificUnion Pacific
Year19011903191819181918
Valve GearStephensonStephensonWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase15.25'15.25'15.25'15.25'15.25'
Engine Wheelbase23.92'23.92'23.92'23.92'23.92'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender)53.35'53.35'
Axle Loading (Maximum Weight per Axle)44887 lbs44780 lbs45250 lbs
Weight on Drivers162300 lbs163205 lbs171500 lbs
Engine Weight187350 lbs187891 lbs195270 lbs
Tender Light Weight108015 lbs115798 lbs115798 lbs
Total Engine and Tender Weight295365 lbs303689 lbs311068 lbs
Tender Water Capacity6000 gals6000 gals5000 gals6000 gals6000 gals
Tender Fuel Capacity (oil/coal)11 tons11 tons11 tons
Minimum weight of rail (calculated)0068 lb/yard68 lb/yard71 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"57"57"57"
Boiler Pressure180 psi200 psi200 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)15.5" x 30"15.5" x 30"21" x 30"21" x 30"21" x 30"
Low Pressure Cylinders (dia x stroke)26" x 30" (2)26" x 30" (2)
Tractive Effort28547 lbs31719 lbs39458 lbs39458 lbs39458 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.11 4.14 4.35
Heating Ability
Firebox Area194.90 sq. ft163.50 sq. ft184 sq. ft191 sq. ft191 sq. ft
Grate Area33.90 sq. ft47 sq. ft33.90 sq. ft33.90 sq. ft47 sq. ft
Evaporative Heating Surface2450 sq. ft2587 sq. ft1866 sq. ft2019 sq. ft2131 sq. ft
Superheating Surface385 sq. ft417 sq. ft452 sq. ft
Combined Heating Surface2450 sq. ft2587 sq. ft2251 sq. ft2436 sq. ft2583 sq. ft
Evaporative Heating Surface/Cylinder Volume373.94394.85155.16167.88177.19
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation61029400678067809400
Same as above plus superheater percentage610294007933793310998
Same as above but substitute firebox area for grate area3508232700430564469444694
Power L13177350998761062811302
Power MT536.61574.26581.15

Specifications by Steve Llanso of Sweat House Media
Class80800C 57C-1sC-2
Locobase ID2630 9910 10768 7270 4399
RailroadSt Joseph & Grand Island (UP)Oregon Short Line (UP)Oregon Short Line (UP)San Pedro, Los Angeles & Salt Lake (UP)Union Pacific (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class22309300
Road Numbers80-81/50-51800-801950-9796000-6008
GaugeStdStdStdStdStd
Number Built2230300
BuilderBrooksCookeBurnham, Williams & Coshopsseveral
Year1899189719011906
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.50'14'15.25'15.67'15.67'
Engine Wheelbase23.17'22.25'23.92'24.33'24.33'
Ratio of driving wheelbase to overall engine wheebase 0.63 0.63 0.64 0.64 0.64
Overall Wheelbase (engine & tender)51.25'52.52'53.50'65.54'72.15'
Axle Loading (Maximum Weight per Axle)44700 lbs
Weight on Drivers135000 lbs148000 lbs162750 lbs175600 lbs187000 lbs
Engine Weight152000 lbs164000 lbs188585 lbs196400 lbs208000 lbs
Tender Light Weight95000 lbs107000 lbs119415 lbs136700 lbs135050 lbs
Total Engine and Tender Weight247000 lbs271000 lbs308000 lbs333100 lbs343050 lbs
Tender Water Capacity4500 gals6000 gals7000 gals9000 gals
Tender Fuel Capacity (oil/coal)8.5 tons tons tons2940 gals3535 gals
Minimum weight of rail (calculated)56 lb/yard62 lb/yard68 lb/yard73 lb/yard78 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"51"56"57"57"
Boiler Pressure200 psi185 psi200 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)19" x 30"21" x 28"16" x 30"21" x 30"22" x 30"
Low Pressure Cylinders (dia x stroke)27" x 30" (2)
Tractive Effort34094 lbs38073 lbs34510 lbs39458 lbs43305 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.96 3.89 4.72 4.45 4.32
Heating Ability
Firebox Area162 sq. ft179.90 sq. ft202.40 sq. ft146 sq. ft177 sq. ft
Grate Area32 sq. ft34.08 sq. ft33.80 sq. ft49.50 sq. ft49.50 sq. ft
Evaporative Heating Surface2258 sq. ft2314 sq. ft2570 sq. ft2121 sq. ft3403 sq. ft
Superheating Surface431 sq. ft
Combined Heating Surface2258 sq. ft2314 sq. ft2570 sq. ft2552 sq. ft3403 sq. ft
Evaporative Heating Surface/Cylinder Volume229.36206.15368.13176.36257.82
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation64006305676099009900
Same as above plus superheater percentage640063056760115839900
Same as above but substitute firebox area for grate area3240033282404803416435400
Power L1560945023363106326173
Power MT366.39268.25182.22533.93291.10

Specifications by Steve Llanso of Sweat House Media
ClassC-2C-2C-2C-2 - superheated - 32 tubesC-2 - superheated - 32 tubes
Locobase ID16195 16196 16197 7435 7833
RailroadSnake River Valley (UP)San Pedro, Los Angeles & Salt Lake (UP)Oregon Short Line (UP)Union Pacific (UP)Oregon-Washington RR & Navigation (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class87575158149
Road Numbers356-363/736-743600-629, 3630-3674/6009-60861010-1068/560-618201-358560-622/201-358
GaugeStdStdStdStdStd
Number Built87575
BuilderBurnham, Williams & CoseveralseveralseveralOWRR&N
Year19061904190419181918
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.67'15.67'15.67'15.67'15.67'
Engine Wheelbase24.33'24.33'24.33'24.33'24.33'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender)55.98'55.98'55.98'72.15'
Axle Loading (Maximum Weight per Axle)50000 lbs50000 lbs
Weight on Drivers187000 lbs187000 lbs187000 lbs191100 lbs191100 lbs
Engine Weight208000 lbs208000 lbs208000 lbs212800 lbs212800 lbs
Tender Light Weight135050 lbs135050 lbs135050 lbs133050 lbs
Total Engine and Tender Weight343050 lbs343050 lbs343050 lbs345850 lbs
Tender Water Capacity9000 gals9000 gals9000 gals7000 gals9000 gals
Tender Fuel Capacity (oil/coal)3535 gals3535 gals3535 gals14 tons15 tons
Minimum weight of rail (calculated)78 lb/yard78 lb/yard78 lb/yard80 lb/yard80 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"57"57"57"57"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)22" x 30"22" x 30"22" x 30"22" x 30"22" x 30"
Tractive Effort43305 lbs43305 lbs43305 lbs43305 lbs43305 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.32 4.32 4.32 4.41 4.41
Heating Ability
Firebox Area171.30 sq. ft171.30 sq. ft171.30 sq. ft190.70 sq. ft190.70 sq. ft
Grate Area49.50 sq. ft49.50 sq. ft49.50 sq. ft49.50 sq. ft49.50 sq. ft
Evaporative Heating Surface3397 sq. ft3397 sq. ft3397 sq. ft2743 sq. ft3007 sq. ft
Superheating Surface530 sq. ft530 sq. ft
Combined Heating Surface3397 sq. ft3397 sq. ft3397 sq. ft3273 sq. ft3537 sq. ft
Evaporative Heating Surface/Cylinder Volume257.37257.37257.37207.82227.82
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation99009900990099009900
Same as above plus superheater percentage9900990099001148411385
Same as above but substitute firebox area for grate area3426034260342604424243861
Power L16123612361231218812568
Power MT288.75288.75288.75562.43579.96

Specifications by Steve Llanso of Sweat House Media
ClassC-2 - superheated - 36 tubesC-55 518 - superheatedC-57 - 150C-57 - superheatedC-57 / C-1
Locobase ID8337 8335 7464 7465 7269
RailroadOregon-Washington RR & Navigation (UP)Oregon Short Line (UP)Union Pacific (UP)Union Pacific (UP)San Pedro, Los Angeles & Salt Lake (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class6331459
Road Numbers560-622518, 523-5241508 / 150-158150-158500-508/3500-3508/6000-6008
GaugeStdStdStdStdStd
Number Built149
BuilderseveralUnion PacificBurnham, Williams & CoUPBurnham, Williams & Co
Year19181918190219181904
Valve GearStephensonBaker or WalschaertStephensonWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase15.67'15.25'15.67'15.67'15.67'
Engine Wheelbase24.33'24'24.33'24.33'24.33'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.64 0.64 0.64
Overall Wheelbase (engine & tender)56.31'54.62'65.54'
Axle Loading (Maximum Weight per Axle)50000 lbs49700 lbs49700 lbs
Weight on Drivers191100 lbs167000 lbs181200 lbs183800 lbs173000 lbs
Engine Weight212800 lbs191200 lbs204800 lbs207000 lbs192000 lbs
Tender Light Weight133050 lbs120880 lbs115798 lbs115798 lbs136700 lbs
Total Engine and Tender Weight345850 lbs312080 lbs320598 lbs322798 lbs328700 lbs
Tender Water Capacity7000 gals6000 gals6000 gals6000 gals7000 gals
Tender Fuel Capacity (oil/coal)14 tons12 tons11 tons11 tons2940 gals
Minimum weight of rail (calculated)80 lb/yard70 lb/yard76 lb/yard77 lb/yard72 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"55"57"57"57"
Boiler Pressure200 psi190 psi200 psi200 psi200 psi
High Pressure Cylinders (dia x stroke)22" x 30"21" x 30"17" x 30"22" x 30"21" x 30"
Low Pressure Cylinders (dia x stroke)28" x 30" (2)
Tractive Effort43305 lbs38848 lbs37787 lbs43305 lbs39458 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.41 4.30 4.80 4.24 4.38
Heating Ability
Firebox Area191 sq. ft219 sq. ft185.30 sq. ft185.30 sq. ft154 sq. ft
Grate Area49.50 sq. ft33.30 sq. ft54.30 sq. ft54.30 sq. ft49.50 sq. ft
Evaporative Heating Surface2897 sq. ft2127 sq. ft3601 sq. ft2827 sq. ft2474 sq. ft
Superheating Surface574 sq. ft437 sq. ft595 sq. ft
Combined Heating Surface3471 sq. ft2564 sq. ft3601 sq. ft3422 sq. ft2474 sq. ft
Evaporative Heating Surface/Cylinder Volume219.49176.86456.91214.18205.71
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation9900632710860108609900
Same as above plus superheater percentage11583740310860127069900
Same as above but substitute firebox area for grate area4469448684370604336030800
Power L112981103624023131125125
Power MT599.02547.17195.79629.10261.24

Specifications by Steve Llanso of Sweat House Media
ClassC-57 525 - superheatedC51 - 700C51 - 705C57 - 710C57 - 725
Locobase ID8336 7826 7829 7827 7828
RailroadOregon Short Line (UP)Oregon Railway & Navigation (UP)Oregon-Washington RR & Navigation (UP)Oregon-Washington RR & Navigation (UP)Union Pacific (UP)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1555105
Road Numbers525-53982-86/1290-1294/160-164/700-704705-706300-314/329-343/710-7241512-1513, 1517, 1520-1521 /725-729
GaugeStdStdStdStdStd
Number Built555
BuilderUnion PacificNew YorkAlco-SchenectadyOWRR&NBurnham, Williams & Co
Year19181888190919161902
Valve GearWalschaertStephensonStephensonWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase15.25'14.25'15.33'15.25'15.67'
Engine Wheelbase24'21.67'23.67'23.92'24.33'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.66 0.65 0.64 0.64
Overall Wheelbase (engine & tender)56.14'48.53'52.71'53.35'55.90'
Axle Loading (Maximum Weight per Axle)30400 lbs34250 lbs47620 lbs45600 lbs
Weight on Drivers174000 lbs116950 lbs137000 lbs167040 lbs179000 lbs
Engine Weight197300 lbs129400 lbs155000 lbs190200 lbs200300 lbs
Tender Light Weight135050 lbs89216 lbs124688 lbs116669 lbs132814 lbs
Total Engine and Tender Weight332350 lbs218616 lbs279688 lbs306869 lbs333114 lbs
Tender Water Capacity7000 gals
Tender Fuel Capacity (oil/coal)14 tons tons tons tons tons
Minimum weight of rail (calculated)73 lb/yard49 lb/yard57 lb/yard70 lb/yard75 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"51"51"57"57"
Boiler Pressure190 psi160 psi185 psi180 psi200 psi
Cylinders (dia x stroke)21.5" x 30"20" x 24"20" x 26"20.5" x 30"22" x 30"
Tractive Effort39291 lbs25600 lbs32067 lbs33841 lbs43305 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.43 4.57 4.27 4.94 4.13
Heating Ability
Firebox Area174 sq. ft152.80 sq. ft162 sq. ft198.80 sq. ft176 sq. ft
Grate Area49.50 sq. ft24.80 sq. ft32.90 sq. ft33.90 sq. ft54.30 sq. ft
Evaporative Heating Surface2346 sq. ft2081 sq. ft1937 sq. ft2454 sq. ft3567 sq. ft
Superheating Surface464 sq. ft
Combined Heating Surface2810 sq. ft2081 sq. ft1937 sq. ft2454 sq. ft3567 sq. ft
Evaporative Heating Surface/Cylinder Volume186.10238.47204.89214.13270.25
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation940539686087610210860
Same as above plus superheater percentage1100439686087610210860
Same as above but substitute firebox area for grate area3868024448299703578435200
Power L1105844434456951456401
Power MT536.41334.34294.10271.62315.35

Specifications by Steve Llanso of Sweat House Media
ClassC57 - 730
Locobase ID8338
RailroadOregon-Washington RR & Navigation (UP)
CountryUSA
Whyte2-8-0
Number in Class32
Road Numbers730-768
GaugeStd
Number Built
BuilderUnion Pacific
Year1928
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase15.67'
Engine Wheelbase24.33'
Ratio of driving wheelbase to overall engine wheebase 0.64
Overall Wheelbase (engine & tender)57.17'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers189970 lbs
Engine Weight213350 lbs
Tender Light Weight177530 lbs
Total Engine and Tender Weight390880 lbs
Tender Water Capacity9000 gals
Tender Fuel Capacity (oil/coal)3579 gals
Minimum weight of rail (calculated)79 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter57"
Boiler Pressure200 psi
Cylinders (dia x stroke)22" x 30"
Tractive Effort43305 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.39
Heating Ability
Firebox Area177 sq. ft
Grate Area
Evaporative Heating Surface2798 sq. ft
Superheating Surface530 sq. ft
Combined Heating Surface3328 sq. ft
Evaporative Heating Surface/Cylinder Volume211.98
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation0
Same as above plus superheater percentage0
Same as above but substitute firebox area for grate area41064
Power L112168
Power MT564.84

Photos

Reference


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