Class Columbus / S-7 (Locobase 9135)

Data from M Grille, Les Chemins de Fer de L'Exposition de Chicago (Paris: E Bernard et Cie, 1894), pp. 24-27 and Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 66-67.

Locobase is puzzled by this Exposition display. It's a Ten-wheeler like a lot of North Western engines of the time, but it doesn't quite fit the mold. The firebox remains a narrow, deep furnace, but the boiler is substantially larger, so much so that the grate to heating surface ratio is way out. Yet all of the component dimensions check out (tube count, length and width of the grate). The taller drivers indicate a more purely passenger locomotive as well.

White says this locomotive was retired in 1926.

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Class D-12 (Locobase 7559)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. See also DeGolyer, Volume 14, p. 170. Works numbers were 9491, 9493, 9495-9502, 9509-9510 in September 1888.

These freight Ten-wheelers had small grates for the period, but deep fireboxes that yielded a sizable direct heating surface. Cylinder volume was squarely in the middle of the range as were the weights, but the combination of boiler and firebox theoretically yielded a lot of steam for the cylinders. As originally specified, the boiler had 234 tubes and rolled on 57 1/4" (1,454 mm) drivers.

As was C&NW practice, these locomotives' road numbers filled in blanks in the numbering sequence. According to the spec, the numbers were 13, 23, 32, 41, 49, 71, 112, 135, 145, 149-150, 186, 194, 394, 527, 551, 650, 653.

Almost all served the C & NW for 30 years or more, although two were scrapped in 1917. The others went to the ferro-knackers over a 4-year period (October 1919 to January 1923).

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Class D-13 (Locobase 12039)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p.53. Works number was 12930 in September 1892

Locobases 12039-12040 show one-locomotive trial horses for the Vauclain compound arrangement. This was the relatively orthodox Ten-wheeler, very similar in layout to the Norfolk & Western engines, but a little smaller. Its piston valves had 10 1/2" (267 mm) diameters.

The 820 was rebuilt in 1901 as a 19" x 24" simple-expansion locomotive and served until it was retired and scrapped in August 1926.

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Class E-4 (Locobase 9324)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1996-2000 in August 1885.

Adding to the six Baldwin 18" passenger engines (Locobase 9322), this Ten-wheeler sextet came from a rival builder three years later. They had the same power dimensions, but a slightly larger grate and substantially increased heating surface areas. Thus, they may be thought to have had more steam stamina under similar conditions.

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Class E-7 (Locobase 7560)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 3378-3382 in February 1891.

A deep, narrow firebox in 1890s wasn't novel, but the need (or at least desire) to keep the firebox between the frames limited grate area significantly. Paired with thie relatively large boiler fitted to this quintet inevitably resulted in a high heating surface/grate area ratio.

Even so, the five E-7s remained in service for over 30 years. When the Chicago & Northwestern took over the FE&MV in 1903, they created a new class for the 203-207 and renumbered 1223-1227.

Sales to the ferro-knacker began in May 1922 and ended with 1226's departure in February 1926.

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Class E-9 (Locobase 9329)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3367-3372 in April 1891.

The Omaha Road retained its 140-psi steam pressure settings for years after other railroads had moved to 150-160 psi. This sextet of Ten-wheelers from the early '90s showed two big changes: a jump in psi to 170 and a grate that was half again as larger as the earlier surfaces. This latter enlargement was achieved by raising the floor of the firebox above the driving axles, thereby gaining 5" in width and in lengthening it as well.

Production of the class comprised 3 in April 1891, 2 in May (177 & 179), and one in June (178). At the same time, the railroad was taking delivery of the F-1 with 19" cylinders. See Locobase 9330.

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Class F-1 (Locobase 9330)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3409-3412 in March 1891, 3531 in July.

As this upper-New York State builder was supplying mixed-traffic Ten-wheelers with 18" cylinders to the Omaha Road in 1891 (Locobase 9329), it was simultaneously producing more powerful 19" freighters. The grate was still bigger, the tubes fewer in number but a bit longer, and the adhesion weight increasing.

These were followed a year later by a larger class of similar proportions; see Locobase 9331.

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Class F-1/E-7 (Locobase 16604)

Data from C&NW 2 - 1907 Locomotive Diagrams (p 68) supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 3378-3382 in 1891.

This quintet of freight Ten-wheelers served the FE&MV and its successor Chicago & North Western for more than 30 years before being scrapped in the mid-1920s.

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Class F-2 (Locobase 9331)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3729-3734 in April 1892, 3787-3790 in June, 3967-3971 in January 1893

Locobase 9330 shows the 19" freighters that arrived on the Omaha Road in mid-1891. Within the year Schenectady was supplying similar locomotives with slightly taller drivers and a few more tubes.

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Class F-2/E-8 (Locobase 11130)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 100-101; and C&NW 2 - 1907 Locomotive Diagrams (p 68) supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Works number was 3949 in 1892.

This loner was the only F-2 on the FE&MV owing to its taller drivers and higher boiler pressure than the F-1s shown in Locobase 16604 and the only E-8 eleven years later when taken into the Chicago & North Western Railway's roster.

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Class F-3 (Locobase 9332)

Data from DeGolyer, Volume 18, p. 215; and CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 13630 in March 1893.

While the Omaha Road was taking delivery of several dozen Schenectady Ten-wheelers in the early 1890s, it also purchased this one small-grate engine from Baldwin. Not long after it was delivered, the railroad removed four tubes, which reduced the tube heating surface area to 1,635 sq ft. The 1900 diagram also showed a slightly larger firebox heating surface area of 159.2 sq ft.

226 enjoyed a long life, only being retired in March 1939.

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Class F-4 (Locobase 9333)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

It's not clear why this locomotive would have to be rebuilt from an F-1 (Locobase 9330) and especially puzzling is why the firebox was so much shorter and narrower afterward. Doubtless there was more to this story.

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Class F-5 (Locobase 9334)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3794-3797 in July 1892.

As this New York builder was turning out a few dozen freighters for the Omaha Road, it was also supplying this quartet of passenger locomotives with bigger boilers. They may have been the first CStPM & O locomotives with more than 50 short tons of adhesive weight.

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Class F-7 (Locobase 9335)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 273-274 in November 1897.

This was one of the biggest Ten-wheelers of the mid-1890s in terms of its boiler, firebox heating surface, and adhesion weight. Its grate, however, was undersized compared to the rest of the design.

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Class F-9 (Locobase 9337)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4754-4757 in July, 4758-4763 in August 1898.

Schenectady was delivering 73" drivered Eight-wheelers to the Omaha Road (Locobase 9336) at the same time it supplied this ten-spot of Ten-wheeler freighters. It's pretty clear that this was the same design as the F-8 with a stretch of two feet in the tubes to allow a third driving axle. The drivers were 14" smaller in diameter, but all of the other specifications are either identical or simply scaled up in reflection of the longer boiler.

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Class G-1 (Locobase 9338)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5093-5096 in July 1899, 5098-5102 in August, and 5401-5403 in January 1900.

A year after the large 19" cylinder Ten-wheelers described in Locobase 9337, Schenectady supplied this larger batch of 20" locomotives with taller drivers and more heating surface. .

This was a middle-of-the-pack locomotive in terms of its boiler, grate, firebox, and adhesion weight. In other words, like many other 4-6-0s that paid the bills for the companies that owned them.

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Class G-2 (Locobase 9339)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5737-5839 in May 1901.

This trio immediately followed the G-1s (Locobase 9338) as the passenger equivalent. They were delivered in June 1901. For some reason, Drury (1993) does not include them in his listing of C StP M & O locomotives.

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Class I-1 (Locobase 9343)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5834-5836 in July 1901, 25417-25420 in July 1902, 25421-25422 in August, 25423-25426 in September, 27551-27565 in August 1903, 30468-30470 in July 1905, 39400-39409 in July 1906, 42622-42631 in August 1907.

This large class of Ten-wheelers was very similar to the R-1s then being delivered to the Chicago & North Western. Both had the same small firebox and large grate, boilers with only a five-tube difference in the tube count. The I-1s were lighter and most had Stephenson valve motion when delivered.

101-106, 222-225, 356-363 (works numbers 45915-45919 in February 1909, 47040-47042 in July 1910), 47043-47046 in April 1910 and 48948-48953 in December) had Walschaert gear. Deliveries occurred over a long period with the last coming from Schenectady in 1910.

As with the R-1s, the I-1s were superheated; see Locobase 4357.

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Class I-1 - superheated (Locobase 4857)

Data from Larry Bohn, author of the website members.lsol.net/mollyandmic/omaha.htm.

See Locobase 9343 for the original I-1. The site says that the I-1 and K-1 Ten-wheelers were "the workhorses of the way freight traffic". This data reflects a later upgrade with superheater and 12" (305 mm) piston valves. Firebox heating surface included 24.2 sq ft of arch tubes. Although many roads that superheated locomotives with Stephenson gear took the opportunity to install an outside, radial valve gear, the Omaha Road did not. Those that were delivered with Stephenson kept it, likewise those with Walschaert.

(Drury (1993) says these were identical to the Chicago & NorthWestern's R-1s, but a comparison of the data suggests otherwise.

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Class K-1 (Locobase 4858)

Data from Larry Bohn, author of the website members.lsol.net/mollyandmic/c385.htm The class originally came from Schenectady and Brooks in 1911-1913. Works numbers were Schenectady 50126-50131 in July 1911; Brooks 50947-50956 in April 1912; Schenectady 52621-52628 in February 1913 and 52629-52630 in March

K-1s differed from I-1s in having cylinders 2" (50.8 mm) larger in diameter, but a boiler pressure 20 psi (1.38 bar) lower. Also the boiler was slightly longer and had more tubes.

This data reflects a later upgrade with superheater. Firebox heating surface included 24.2 sq ft (2.25 sq m) of arch tubes.

In order of their works numbers, the road numbers on these locomotives were 107-108, 112, 230-232, 235-240, 243-246, 110, 125, 183-184, 201, 203-204, 249, 261-262. The deranged sequence most likely reflects a policy of reusing road numbers of retired locomotives.

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Class Q (Locobase 7561)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Schenectady works numbers were 4844-4858 in August 1898 and Rhode Island works numbers 27605-27614 in June 1903.

This set of Ten-wheelers represented a trend toward larger boilers and more cylinder volume. Later R and R-1 classes would feature still larger boilers and cylinders.

The 25 Rogers engines delivered in 1906 had fewer tubes; see Locobase 7562.

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Class Q (Rogers) (Locobase 7562)

Data from the C&NW 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 38543-38567 in January 1906.

For some reason, the 25 Qs built by Rogers had 25 fewer boiler tubes than the earlier Schenectady-Rhode Island engines (Locobase 7561). Firebox heating surface included 11.8 sq ft (1.10 sq m) of arch tubes.

They were never superheated and were retired only 22-25 years later in 1928 to 1931.

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Class R (Locobase 8387)

Data from "Ten-Wheeled Freight Engine+Chicago & Northwestern Railway", Locomotive Engineering, Volume X [10], No 1 (January 1898), p 23; "New Northwestern Locomotives", Railway Age, Volume XXIV [24], No 18 (5 November 1897), p. 913; and C&NW 2 - 1907 locomotive diagram book supplied in August 2022 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 4224, 4601-4610, 4629-4843 in 1898; 5057-5065 in 1899.

This large class of mixed-traffic Ten-wheelers, shown as delivered with 19" (483 mm) cylinders in the late 1890s, formed part of the large North Western holding of 4-6-0s that satisfied the bread-and-butter local-service requirements for decades. By 1906, this first group of Rs exchanged its 19" (483 mm) cylinders for the 20" cylinders shown above in Locobase's specs.

The 1927 Diagram book shows an upgraded locomotive with fewer tubes (283) but more firebox area (because of arch tubes) and cylinders an inch larger in diameter. Some were later upgraded in the 1920s; see Locobase 12339.

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Class R (Locobase 12338)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 22, p. 80 and C&NW 1 1905 and 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers werre 16583-16587 in March 1899; 17251-17255 in December.

This batch was a small part of a long series of orders fulfilled primarily by Schenectady (and Alco-Schenectady). The first 59 are described in Locobase 8387; they had 19"-diameter cylinders. Baldwin's spec shows that the firebox's brick arch rested on two 3" Allison "special iron tubes."

The class was numbered out of sequence: 298,

302, 306, 323, 325, 292, 294, 308, 310, 327. Those that were supplied by Schenectady were essentially identical, but by 1927 had nine fewer tubes and commensurately smaller heating surface.

None was ever superheated, but some were rebuilt with thermic syphons (see Locobase 12339).

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Class R (Locobase 12339)

Data from C&NW 1 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers werre 16583-16587 in March 1899; 17251-17255 in December.

Locobase 12338 describes the original design and its original boiler. In the 1920s, the NorthWestern rebuilt at twenty-seven of this large class with a new firebox and a smaller boiler. The firebox gained 13.3 sq ft (1.24 sq m) of arch tube area and one thermic syphon of 30 sq ft (2.79 sq m). So the ratio of direct heating surface changed considerably.

A few

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Class R-1 (Locobase 4367)

Data from table in June 1907 issue of American Engineer & Railroad Journal; see also "Ten-Wheel Freight Locomotive, Chicago & Northwestern Railway", Railway Master Mechanic, Volume 31 (August 1907), pp. 284-285; "Simple Ten-wheel Jocomotive-Chicago & Northwestern Railway", American Engineer and Railroad Journal, Volume 81, No 6 (June 1907, pp.247-248. For an account of the restoration of R-1 1385, see Barry Adams, "On Wisconsin | Locomotive Restoration. Finish in sight for complete restoration of 1385 locomotive for Mid-Continent Railway Museum", Wisconsin Bay Journal posted 15 November 2021 at [], last accessed 30 October 2022.

Schenectady works numbers were

5844-5859, 6206-6209 in 1901;

25397-26538 in 1902;

27581-27594 in 1903;

30299-30316, 30595-30609 in 1905;

38513-38542, 39246 in 1906;

42170-42199, 42399-42428 1907

45726-45727 in 1908

Baldwin works numbers were 22539-22540, 22563, 22567-22568, 22576, 22624-22625, 22701, 22718, 22758, 22765, 22773, 22780, 22818, 22824, 22835, 22843, 22861, 22864, 22886, 22909, 22935-22936, 22950, 22971, 22994, 23004, 23025, 23032, 23067-23068, 23083-23084, 23094, 23102, 23116-23117, 23125, 23134, 23155, 23184, 23217 in 1903

31547-31549, 31559-31562, 31585-31588, 31618-31623, 31673, 31687-31688, 31734, 31745-31747, 31784, 31830, 31855-31856, 31884, 31914 in 1907;

32567, 32574, 32594, 32602-32604, 32626, 32645, 32660-32661 in 1908.

Described by Drury (1993) calls these "the engines that typify the North Western ..."; good-looking general-service locomotives that were delivered by Alco-Schenectady (240) and Baldwin over a seven-year period. The works numbers sequences for the two builders demonstrate the typical difference between Baldwin and Alco. Alco seems to have assigned boiler numbers according to the batch order number and in an unbroken sequence; several of Alco's predecessors used the same logic. Baldwin is in contrast seems to have assigned its boiler numbers as each individual locomotive entered the production line.

They had piston valves (5 3/4" maximum travel) driven by inside Stephenson link motion. Later locomotives (e.g., Baldwin's later 1907 engines with road numbers 1323-1352) had Walschaert's outside constant-lead radial valve motion.

The 1907 Baldwin specs called for AM Castle & Company's Cour-Castle corrugated firebox side sheets and the O'Connor patented fire door flanging. The Railway Age, Volume XLIV, No. 17 (25 October 1907), pp. 596-597 published a description and encomium (possibly drafted by the manufacturer?) claiming that intervals between firebox maintenance events had increased by 9-18 months. Each corrugation in the side plate, which were supplied by Lukens Iron & Steel, was separately formed with 500 tons of pressure. Staybolt heads fitted in the depressions were less exposed to direct heat and thus lasted longer.

See Locobase 9343 for the same design of locomotives delivered to subsidiary Chicago, St Paul, Minneapolis & Omaha in the same period.

They were later superheated; Locobase 8388 shows the result.

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Class R-1 - superheated (Locobase 8388)

Data from C & NW 1 - 1927 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This was the superheated upgrade of the R-1 (Locobase 4367), which took several forms. As shown in the data, a new boiler could mean not just a revision to the tube/flue layout but to the firebox as well. Joining 12.7 sq ft of arch tubes was 48.5 sq ft of thermic syphons to contribute to the firebox heating surface. So not only did the boiler benefit from drier steam, but more of the heating surface was direct.

Already valued by the North Western as a handy general-service locomotive, the superheated R-1s undoubtedly proved even more useful.

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Class S-1 (Locobase 7563)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 2611-2630 in 1888.

These were the first of the Chicago & North Western's S series of freight Ten-wheelers. They featured frankly freight-oriented driver diameters, typical boiler pressure, and a relatively light axle loading. Unlike any of the later S-class locomotives, these engines carried their fireboxes between the rear two driven axles, a position that limited grate area.

See Locobases 7564-7566 for the other three classes.

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Class S-2 (Locobase 7564)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 3007-3026, 3210-3214, 3294-3301 in 1890; 3387-3407, 3453-3456 in 1891.

The S-2s used more tubes, each slightly longer, in the boiler than did the S-1s (Locobase 7563) and mounted a wider, shallower firebox. Cylinder volume and driver diameter remained the same.

S-4s (Locobase 7566) were virtually identical Ten-wheelers except for driver diameter and consequently weights. More S-2s entered service than those of the three other classes. smaller drivers indicated a more strictly freight-oriented role. S-4s had 63" drivers; see Locobase 7565.

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Class S-3 (Locobase 7565)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 3562-3571 in 1891; 3708-3721, 3724-3728, 3934-3948 in 1892.

Compared to the S-1 and S-2 Ten-wheel classes shown in Locobases 7563-7564, which had 19" cylinders and 59" drivers, the S-3s, which essentially used the same boiler as the S-1, may have spent most of their time in mixed-traffic roles rolling on taller drivers and generating less tractive effort.

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Class S-4 (Locobase 7566)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 3562-3571 in November 1891, 3704-3705 in March 1892, 3708-3728 in January 1892, abd 3934-3948 (1892, month not specified).

The S-2s (Locobase 7564) and S-4s were virtually identical except for taller driver diameters and consequently weights. Compared to the S-3s (Locobase 7565), the S-4s had larger boilers that had slightly higher pressure settings.

Data from M Grille & MH Falconnette, Les Chemins de Fer a L'Exposition de Chicago, (Paris, France: E Bernard et Cie, 1894), p 26-27.on the 1893 Chicago Exposition shows a very different locomotive; see Locobase 9135.

Signifying the class's continuing utility, 36 of the S-4s received new boilers in 1920-1921 (two in 1924). By 1940, however, only three remained in service.

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Class S-5 (Locobase 9151)

Data from the C&NW 3 - 1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

Locobase suspects this quintet might have originally entered service on a line later bought by the C & NW. The dimensions are quite similar to the other S-series engines of the time, though.

NB: Diagram shows only tube heating surface, not total.

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Class S-6 (Locobase 11119)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 64-65. See also "Two Competitive Builders", National Car and Locomotive Builder, Volume XXIII [23], No 9 (September 1892), p. 183; and C&NW 10-1901 Locomotive Diagram and Class Book supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Works number was 3882 in July 1892.

Like many other North American railroad, the C&NW experimented briefly with compond locomotion. The cross-compound shown in this description was converted to a simple-expansion S-4 (Locobase 7566) in November 1903.