Chicago Great Western 2-10-4 "Texas" Locomotives in the USA

Needing new motive power in the late 1920s, the Chicago Great Western Railroad placed orders with the Lima Locomotive Company and the Baldwin Locomotive Works for "Texas" type locomotives.

The first to arrive were fifteen of the 2-10-4s (road numbers 850 through 864) from Lima in 1930. Another three (road numbers 880 through 882) came from Lima in the same year. These eighteen locomotives were designated as Class T-1 and had 63" diameter drivers, 29" x 32" cylinders, a 255 psi boiler pressure, a tractive effort of 84,600 pounds and each weighed 462,900 pounds.

Another nine, "Texas" type locomotives were received from Baldwin in 1930. These locomotives were built to the same basic specifications as the T-1s, but weighed 463,980 pounds. They were designated as Class T-2 and were assigned road numbers 865 through 873.

All thirty-six of the coal burning CGW "Texas" type locomotives were retired between 1948 and 1950, and today there are no surviving examples


Roster

ClassQty.Road NumberYear Built Builder Notes
T-115850-8641930Lima1
T-1 3880-8821930Lima2
T-2 9865-8731930Baldwin3
T-3 6874-8791930Baldwin4
T-3 3883-8851931Baldwin5
Notes:
  1. Numbers 850-864 scrapped between 1948 and 1950.
  2. Numbers 880-882 scrapped between 1948 and 1950.
  3. Numbers 865-873 scrapped between 1948 and 1950.
  4. Numbers 874-879 scrapped in 1948-1949.
  5. Numbers 883-885 scrapped in 1948-1949.

Class Details by Steve Llanso of Sweat House Media

Class T1/T2/T3 (Locobase 1187)

Data from tables and diagrams in 1930 Locomotive Cyclopedia and from CGW 1 - 1943 locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 82, pp. 186+. See also "Chicago Great Western Freight Power Improved", Baldwin Locomotive Magazine, Volume 19, No. 4 (November 1941), pp. 11-14. Baldwin's works numbers for road numbers 865-879 were 61573-61587 in December 1931. Lima works numbers were 7501-7515 in April 1930, 7569-7571 in December.

Firebox heating surface included 98 sq ft in two thermic syphons (9.1 sq m), 91 sq ft (8.45 sq m) from the combustion chamber, and 21 sq ft (1.95 sq m) of arch tubes. All had 14" (356 mm) piston valves.

Drury (1993) claims that these were duplicates of the Texas & Pacific 600-series locomotives -- and in terms of basic power, they were. He notes the few differences: "coal instead of oil fuel, a second sand dome behind the steam dome, and Coffin or Worthington [Type S] feedwater heaters."

The 1943 diagram book suggests a very different origin. Alone among the American and Canadian 2-10-4s, these locomotives retained the 5 1/2" flues for the superheater. The areas are considerably smaller than those of the T&P engines.

An interesting vignette on the impact of these "Big Hogs" comes from aRail Data Exchange of stories about the CGW put up on [] by Jim L. Rueber (visited 11 August 2004):

"To help pay for these huge engines" Rueber says, "a lot of employees lost their jobs. The shop force at Oelwein, Iowa was reduced. The Terminals at East Stockton, Illinois and Conception, Missouri were closed. These bigger engines resulted in fewer trains so the trainmen and enginemen took a hit. Even the operators at the various coal chutes were reduced to just one man."

Rueber adds that when a superintendent asked engineer Frank Anderson whether he liked the new engines, Anderson replied, "I don't". When Foster, the super, followed with "Why not?", Anderson said, "They pull too many cars."

Batch summaries:

T-1 850-864 Lima 1930, 880-882 Lima 1931

T-2 865-873 Baldwin 1930 - Worthington feedwater heaters

T-3 874-879 Baldwin 1931 (Baldwin works numbers came in a batch 61573-61587 in December 1930) - Coffin feedwater heaters.

883-885 Lima 1931

Baldwin's 1941 article noted that when they were delivered "[t]he wheels were statically balanced, and approximately 50% of the reciprocating weight was balanced in accordance with the accepted practice of the time." But all of the reciprocating balance was placed on the wheels in axles 1, 2, 4, and 5. Because the main drivers (the third set) took all of the load and whirling weight of the main rod, but were not balanced, increased speeds induced vibrations that "resulted in rough riding and proved hard on the track."

So in 1937 the CGW began replacing the original spoke wheels with Baldwin disc centers that had "triangular sections in the rim and adjacent to the hub.". In addition to strengthening the drivers, the change reduced the size of axle and crank pin hubs. This reduced the amount of weight to be counterbalanced even as it provided more space to add what was needed. The new discs and counterbalance also reduced dynamic augment to a striking degree, especially at higher speeds.

In 1939, Baldwin supplied lighter-weight main rods and tandem connecting rods. When installed, the weights on the main pin dropped from 1,385 lb to 1,076 lb, a reduction of 22%.

All left service in 1948-1950.

Principal Dimensions by Steve Llanso of Sweat House Media
ClassT1/T2/T3
Locobase ID1187
RailroadChicago Great Western (CGW)
CountryUSA
Whyte2-10-4
Number in Class36
Road Numbers850-885
GaugeStd
Number Built36
Builderseveral
Year1929
Valve GearBaker
Locomotive Length and Weight
Driver Wheelbase (ft / m)21.50 / 6.55
Engine Wheelbase (ft / m)46.67 / 14.23
Ratio of driving wheelbase to overall engine wheebase 0.46
Overall Wheelbase (engine & tender) (ft / m)87.50 / 26.67
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)304,190 / 137,978
Engine Weight (lbs / kg)455,310 / 206,525
Tender Loaded Weight (lbs / kg)311,700 / 141,385
Total Engine and Tender Weight (lbs / kg)767,010 / 347,910
Tender Water Capacity (gals / ML)14,000 / 53.03
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)25 / 22.70
Minimum weight of rail (calculated) (lb/yd / kg/m)101 / 50.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 1600
Boiler Pressure (psi / kPa)255 / 17.60
High Pressure Cylinders (dia x stroke) (in / mm)29" x 32" / 737x813
Tractive Effort (lbs / kg)92,590 / 41998.17
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.29
Heating Ability
Firebox Area (sq ft / m2)494 / 45.89
Grate Area (sq ft / m2)100 / 9.29
Evaporative Heating Surface (sq ft / m2)4769 / 443.05
Superheating Surface (sq ft / m2)1325 / 123.10
Combined Heating Surface (sq ft / m2)6094 / 566.15
Evaporative Heating Surface/Cylinder Volume194.94
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation25,500
Same as above plus superheater percentage31,110
Same as above but substitute firebox area for grate area153,683
Power L120,975
Power MT760.08

All material Copyright © SteamLocomotive.com
Wes Barris