The Omaha Road didn't operate all that many Consolidations and this trio was supplied as singles over a three year period. The specifications differ slightly from those drawn up by Baldwin in January 1890, but only in tube count (271 in 1890) and driver diameter (50").
They were big for their time and had the large-diameter firetubes Baldwin often used for this kind of engine.
Locobase is surprised that a late-90s locomotive will still have a boiler pressure of only 160 psi. But the diagram hints at the service use of this quartet. The slope-back tender suggests a switching role.
NB: Page 270 of Volume 21 in the DeGolyer Library's digitizedRail Data Exchange of Baldwin specifications is covered by a blank sheet in the image. Thus the original spec for this quartet was not available to Locobase.
These Consolidations are described in the RG report as "transfer locomotives". That is, they moved freight cars from one terminal to another to allow them to continue the journe y on another line.
Locobase can't resist including the long list of equipment suppliers to a pair of relatively small 2-8-0s:
Gollmar bell ringers
Franklin sectional asbestos boiler lagging
Westinghouse friction draft gear
Adams & Westlake headlights
Ajax Journal bearings
Jerome piston and valve rod packings
Ashton muffled safety valves
Leach sanding devices
Nathan sight-feed lubricators
Scott Spring Co.'s springs
Ashton steam gages
McLaughlin's flexible steam heat equipment
Latrobe driving wheel and tender wheel tires
American Locomotive Co.'s wheel centers.
Baldwin and Schenectady turned out the class over a four-year period from 1909-1913, with Schenectady introducing the Zulus in 1909, Baldwin supplied 25 in August-September 1910, and Schenectady producing all of the rest in 1910-1913.
Schenectady's works numbers were 46607-46646 in November 1909, 47845-47870 in August 1910, 49035-49061 in December, 49062-49084 in January 1911, 50494 in May, 50495-50497 in November, 50498-50512 in December, 50489-50893 in May 1912, 53047-53050 in May 1913, 53051-53091 in June.
Baldwin's works numbers were 34991, 35015-35022, 35060-35065, 35101-35106, 35144-35145 in August 1910; 35223-35224 in September.
Drury (1993) characterizes these "Zulus" as "good-sized Consolidations" and notes that some came with Baker, others with Walschaert valve gear.. The 1927 diagram book shows that all of the 1909-1912 engines (201) came with Walschaert gear that was to be arranged to "cut off equally at all points of the stroke." . The last 45 Schenectadies delivered in 1913 were equipped with Baker gear. All used relatively capacious 14" (356 mm) piston valves with 6" (152 mm) travel to supply the steam. These were hand-bombed when delivered with neither coal pushers nor automatic stokers.
It's apparent that they also demonstrate the North Western's penchant for standardizing on a single class. Firebox heating surface included 30.1 sq ft (2.8 sq m) of arch tubes.
All were superheated in the 1920s; see Locobase 4368.
Superheating this large class of Consolidations didn't lead to a standardization of valve gear; Some still came with Baker, others with Walschaerts valve gear. Otherwise, the tack taken was typical of such upgrades: Sacrificing 190 small tubes in favor of 36 larger flues to hold the superheater, although it was a bit unusual in those early days of superheater conversion to increase boiler pressure.
Tenders for very few of the class were ever fitted with coal-pushers and only a handful received automatic stokers. The rest were hand-fed for their entire careers except for the 12 converted to oil burning.
At the end of their careers, many of these engines were sold to the Nacional de Mexico and grouped in clase GR-43. Their road numbers were 1550-1586 and 4000-4004.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Class||H-1||H-2||H-3||Z||Z - superheated|
|Railroad||Chicago, St Paul, Minneapolis & Omaha (C&NW)||Chicago, St Paul, Minneapolis & Omaha (C&NW)||Chicago, St Paul, Minneapolis & Omaha (C&NW)||Chicago & North Western (C&NW)||Chicago & North Western (C&NW)|
|Number in Class||3||4||2||246||250|
|Road Numbers||211, 214, 227||209-210, 228-229||216-217||1455-1494, 1700-1910||1455-1494, 1700-1910|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Alco||several||C&NW|
|Valve Gear||Stephenson||Stephenson||Stephenson||Baker or Walschaert||various|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14 / 4.27||14 / 4.27||17.50 / 5.33||17.50 / 5.33|
|Engine Wheelbase (ft / m)||22.25 / 6.78||22.33 / 6.81||26.42 / 8.05||26.42 / 8.05|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.63||0.66||0.66|
|Overall Wheelbase (engine & tender) (ft / m)||48.50 / 14.78||49.42 / 15.06||60.81 / 18.53||60.81 / 18.53|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||135,000 / 61,235||156,275 / 70,885||156,300 / 70,897||205,000 / 92,987||214,500 / 97,296|
|Engine Weight (lbs / kg)||150,000 / 68,039||170,425 / 77,304||170,500 / 77,338||232,000 / 105,234||243,500 / 110,450|
|Tender Loaded Weight (lbs / kg)||71,900 / 32,613||83,700 / 37,966||150,900 / 68,447||165,700 / 75,160|
|Total Engine and Tender Weight (lbs / kg)||221,900 / 100,652||254,125 / 115,270||382,900 / 173,681||409,200 / 185,610|
|Tender Water Capacity (gals / ML)||3600 / 13.64||4000 / 15.15||4000 / 15.15||7500 / 28.41||8275 / 31.34|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||4.50 / 4.10||5 / 4.50||7.50 / 6.80||12 / 10.90||15 / 13.60|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||56 / 28||65 / 32.50||65 / 32.50||85 / 42.50||89 / 44.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||51 / 1295||50 / 1270||50 / 1270||61 / 1549||61 / 1549|
|Boiler Pressure (psi / kPa)||140 / 9.70||160 / 11||160 / 11||170 / 11.70||185 / 12.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||22" x 28" / 559x711||22" x 28" / 559x711||22" x 28" / 559x711||25" x 32" / 635x813||25" x 32" / 635x813|
|Tractive Effort (lbs / kg)||31,621 / 14343.06||36,861 / 16719.89||36,861 / 16719.89||47,377 / 21489.87||51,557 / 23385.89|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.27||4.24||4.24||4.33||4.16|
|Firebox Area (sq ft / m2)||189.50 / 17.61||183.50 / 17.05||214 / 19.89||214 / 19.89|
|Grate Area (sq ft / m2)||35.30 / 3.28||34.97 / 3.25||35 / 3.25||52.70 / 4.90||53 / 4.93|
|Evaporative Heating Surface (sq ft / m2)||2388 / 221.93||2453 / 227.97||2454 / 228.07||3713 / 345.07||2974 / 276.39|
|Superheating Surface (sq ft / m2)||610 / 56.69|
|Combined Heating Surface (sq ft / m2)||2388 / 221.93||2453 / 227.97||2454 / 228.07||3713 / 345.07||3584 / 333.08|
|Evaporative Heating Surface/Cylinder Volume||193.85||199.12||199.20||204.23||163.58|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4942||5595||5600||8959||9805|
|Same as above plus superheater percentage||4942||5595||5600||8959||11,472|
|Same as above but substitute firebox area for grate area||26,530||29,360||36,380||46,320|