Crystal River / Denver & Rio Grande / Denver & Rio Grande Western / Denver & Salt Lake / Rio Grande Southern / Rio Grande Western 2-8-0 "Consolidation" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 113/C-28S (Locobase 1453)

[], data from D&RGW 12 -1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 14, p. 43, Volume 15, p.206, and Volume 16, p. 109. See also Bruce A. Metcalf's Colorado Consols web site at http://home.comcast.net/~brmetcalf/rr/consol/consol8.htm#C280. Works numbers were:

1887

8950, 8953-8954, 8958-8959 in December

1888

9088-9090, 9093-9094 in March; 9617, 9619-9620, 9626 in November

1889

9745, 9747, 9751-9752, 9754-9755 in January; 10395-10398, 10401 in October; 10480-10481 in December

1890

11202, 11207, 11222-11223, 11229 in September; 11236-11239, 11243-11245, 11249, 11251-11252, 11254-11263, 11271, 11279. 11282 in October

1891

11904-11905, 11908, 11911-11912, 11924 in May; 12005-12006 in June; 12013, 12037-12038

12043, 12050, 12058-12060, 12064, 12073, 12087, 12095 in July.

Large group of very small standard-gauge Consolidations that ran on light track until the late 1930s in some instances. (According to Metcalf, the class average was 42 years of service.) The original Baldwin specifications called for 258 boiler tubes, which would have yielded 1,902 sq ft (176.75 sq m). (See Locobase 7366 for the Denver,Texas & Fort Worth Consolidations that retained 258 tubes for their careers.) The last order (for road numbers 582-629) specified 241 tubes. The tube count shown in Locobase's specs are of much later vintage.

The estimated weights were 107,000 lb (48,534 kg) on the drivers and 120,000 lb (54,432 kg) for the engine, but later penned-in figures labeled "actual" showed weights very close to those shown above. Unlike the C-26s, which came over from the Rio Grande Western (Locobase 3045), the C-28s never mounted taller drivers.

Engine numbers reflect D&RGW renumbering in 1924.

As befit the size of the class, retirements occurred over a two-decade span. Some were sold to other railroads. Four -- 633, 683, 688, 657 -- went to the San Luis Valley Southern as 104, 106, 105, and 103, respectively, a southern Colorado railroad that measured about 31 miles.

668 and 661 were sold in 1916 to the Indian Valley -- a shortline in Plumas County, California -- as 2 & 1, respectively, and were the only locomotives on this line during its 20-year lifetime. They were scrapped in December 1939 when the railroad closed.

597 to the Deep Creek Railroad (46 miles from Wendover to Gold Hill, Utah); 621 to the Colorado Kansas Railway as #2.

581 served the Colorado & Southeastern as their #1 from its sale in June 1903; they didn't need much more as the line consisted of two discontinuous pieces that together measured 7.6 miles.


Class 187/C-39 (Locobase 1458)

[] . Data from D&RGW 12 -1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 215. (Thanks to Chris Hohl for his 12 January email detailing several additions (tender capacity), omissions, and errors (road number range) and for a follow-up that noted an incongruous of coal and water capacities in the specs.)) Works numbers were 26006, 26024, 26039, 26050, 26069-26070, 26102, 26108 in July 1905; 26154-26155 in August.

Similar to the 1902 C-38 Consolidations. Chris Hohl noted that the first five locomotives used standard U-tank tenders after which the latter five trailed circular Vanderbilt tenders. The ten engines originally formed class 187. After the boiler pressure was reset to 190 psi. .the class was redesignated in 1924 according to their wheel arrangement (C) and tractive effort in thousands of pounds.

Hohl reports that the firebox heating surface area in the Baldwin specs is 217 sq ft (20.16 sq m). Locobase compared the dimensions in the specs with the later Rio Grande diagram and found them to be identical. He found nothing in the original specification to explain the difference in area. Baldwin's adhesion and engine weight estimates noted by Hohl represent an unusual, and unusually wide of the mark, set of overestimates. Both adhesion and engine weights were too high by more than 7 tons.

Retired over a decade from 1936-1946. Engine numbers reflect D&RGW renumbering in 1924.


Class 56N (Locobase 1452)

Data from [] . See also Bruce A.Metcalf's Colorado Consols website and See also Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University, Volume 8 p. 152. Works numbers were 4191-4192 in October 1877;

4382, 4384-4385 in July 1878 and 4504-4505 in December;

4809 in October 1879;

4974, 4976, 4981, 4984-4986 in February 1880; 4990, 4992, 5002, 5006, 5008, 5011, 5018, 5021-5023 in March; 5039-5041, 5051, 5069 in April; 5096, 5098, 5102-5103 in May; 5132-5133, 5136-5138, 5156, 5164, 5166 in June; 5184-5185, 5200 in July; 5225-5226 in August; 5258 in September; 5373-5374 in November; and 5423 in December.

(Note: Works numbers 4618, 4621-4623 in April 1879 were built for the Rio Grande but delivered to the Silver City Deming & Pacific Railroad.)

The locomotives' names and road numbers were:

Mosca(2nd) 24, Hardscrabble 25, Old Baldy 30, Dolores 31, Kit Carson 32, Silver Cliff 33, Royal Gorge 34, Piedra 37, Texas Creek 44, Mojanda 45, Bandito 46, Current Creek 48, Gold Town 47, Badger 49, South Arkansas 51, Crestones 50, Music Pass 52, Cottonwood 53, Ruby Camp 54, Tomichi 55, Buffalo Peaks 56, Chalk Creek 57, Fryer Hill 58, Hoosier 59, Mosquito Gulch 60, La Jara 61, San Antonio 62, Mount Aggasiz 63, Tres Piedras 64, San Cristobal 65, Bristol Head 66, Weminuche 67, Vermego 68 (Vermejo), Arroya Honda 69, Sierra Madre 70, Pacific Slope 71(1st), Piedra 72, Sneffels 73, Bill Williams 84, Hermano 74, Uncompahagre 75, U S Mountain 76, Rinconida 77, Chico 80, Sandia 78, La Plata 79, Puerco 81, Colo-Chiquito 82, and Sera La Sal 83

Large class of Consolidations that operated for many years on the narrow gauge lines of the Denver & Rio Grande. By 1904, 33 of the original had seen boiler pressure increase to 140 psi and had larger, 37" drivers. The combination increased tractive effort to 13,025 lb.

Piedra, Sneffels, and US Mountain (72, 73, and 76) were sold in February 1900 to Morenci Southern Railway as its 1-3.


Class 60 /B-4-D-R (Locobase 11797)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 11, p. 33. Works numbers 5991, 5995-5996, 5998, 6000-6003, 6011-6014, 6024, 6028 in January 1882; 6030-6032, 6037, 6048-6049, 6051, 6057 in February; 6070-6071, 6073, 6077, 6095, 6097, 6109-6110 in March; 6134, 6140, 6145-6146 in April.

See Locobase 1462 for a description of this large class, which included 30 from Grant Locomotive Works.

283 (Baldwin works 6057) arrived on the Nevada County Narrow Gauge gold road in 1933, where it operated until the railroad closed in 1942. See [], last accessed 28 June 2012 for details.


Class 60N / C-16 (Locobase 1462)

Data from [] . See also Bruce A Metcalf's Colorado Consols web site. Additional data from D&RGW 12 - 1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Also see http://www.drgw.net/info/index.php?n=Main.C-16, accessed 26 May 2006, which tells us that Grant delivered 30 of the class while Baldwin (then officially Burnham, Parry & Williams) supplied the other 66. For the slightly larger Baldwins of 1882, see Locobase 11797.

Miniature Consolidation class that operated in some cases until the early 1920s. 27 of these later received 37" drivers and increased boiler pressure to 145 psi, which yielded 14,990 lb of tractive effort. The data in this entry appear to reflect standardization on an updated boiler that was a bit smaller than the original, but tolerant of higher pressures.

Paul T. Warner, Baldwin historian, writing in the company history reproduced in Westing (1966), quotes the Denver & Rio Grande railway's General Superintendent on the Alamosa's performance on the steeply graded and curvy Garland extension. His comments show that a typical train would be 7-8 passenger cars and a baggage car netting 85-100 tons exclusive of engine and running at a scheduled time of 1:20 for the 14 1/2 mile run from Garland to Veta Pass. The first of this class, Baldwin works #4076, was the first 2-8-0 on the DR&G.


Class 70/C-19 (Locobase 15812)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 10, p. 196; and D&RGW 12 - 1937 and D&RGW 1 - 1952 diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Jeff Taylor's comments on the NGdiscussion forum beginning with a post on 27 December 2011 at [] (Thanks to Chris Hohl for his 5 April 2015 email noting that the tender's fuel capacity was missing.) Works numbers were 5571-5572, 5603-5604 in April 1881, 5630-5633 in May; 5712, 5713, 5730-5731 in July; 5755-5756 in August; 5845, 5850, 5857, 5860 in October.

These little Consolidations had names when they entered service; in road number order, the names were Green River, Grand River, Shoshone, Roaring Forks, Sevier, Utah, Cumbres, Old Rube, Marshall Pass, Red Cliff (later Red Buttes), Treasury Mountain, and Quartz Creek.

Like the rest of the Rio Grande's narrow-gauge stud, these engines remained in service for decades.

Five of the class--401, 402, 405, 410, 411--were converted to standard-gauge running in the late 1880s, placed in the 74 class, and renumbered 803, 800, 804, 801, 802 respectively. After a decade or so, the Rio Grande returned the quintet to a 3-foot gauge in 1898 and 1900. The 803 became the 405, a number it retained until it was wrecked in July 1951 and scrapped two months later. 800 was renumbered 401 and the 801 and run until scrapped in January 1939. The RG sold the 804 in December 1926 to the Colorado & Southwestern as their 3. They sold the engine to the Montezuma Lumber Company in 1935, which renumbered it 346. The MLC sold the 346 to the Narrow Gauge Motel in 1950.

The 340 (formerly 400) and the 409 (formerly 802, and 411) were both sold to the Denver & Rio Grande Southern in 1916 and renumbered 40 and 41. Both wound up in tourist-railroad service when they were sold in August 1995 to Ghost Town & Calico Railroad of the Knotts Berry Farm. In May 2014, David Crosby reported inTrains Magazine that both locomotives were still in operation. In the intervening years, the 41 was renamed for Walter K to commemorate the founder of the park.

Taylor's comment on their 21st Century performance: "And yes they can accelerate the train quite easily, and fast." He also commented that their lower heating surface area compared to the 315 (Florence & Cripple Creek - Locobase 7700) was due to more bracing on the front tube sheet and a wider mud leg.

Operational note: "Once moving I like to run 41 two notches off of center. (Same as Mike May and Sonny when running 315)."


Class 700 / 199 / C-40 (Locobase 12491)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p.256. Works numbers were 18761-18762, 18778-18780 in March 1901.

The Rio Grande Western took delivery of 10 compounds in 1901. Five were produced by Richmond and used a 2-cylinder cross-compound system. The other five had Vauclain compound cylinders and 12"-diameter piston valves. They would be converted to siimple-expansion engines in 1907; see Locobase 1459.


Class B-4-70/C-17-70 (Locobase 6824)

Data from D&RGW 12 - 1937 Folio 10 and 1 - 1952 Folio L Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 13, p. 218. Baldwin works numbers were 8563-8564 in May 1887, 8625-8626, 8629 and 8632 in June, (417-422 and ultimately 300, 303, 304, 301, 302 -- 420 was sold to the Rio Grande Southern in 1916.).

Smudges in the 1937 edition obscured the weight data; fortunately, the 1952 edition still preserved the information and it was clear enough to read.

The illustration shows a straight boiler with two domes shaped like classical urns, a slightly flared stack and big, oil-fired headlight. The small drivers were unevenly spaced with the space between the first two 15" smaller than the other gaps. The later specs show one less tube and 4 fewer square feet of evaporative heating surface area and the boiler pressure setting was raised to 145 psi (10 bar).

[] (26 May 2006) says that two other locomotives grouped in the class were the ex-Utah Central #1 narrow-gauger, regauged in 1901, renumbered several times, converted back to narrow gauge in 1918 and ultimately numbered 305 in 1924. It was scrapped in 1927. Great Falls of Canada #3 had a similar history as it migrated to the Utah Central before 1898. It was ultimately scrapped in July 1935.


Class C-25-112 (Locobase 6818)

Data from D&RGW 12 - 1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 21757 in March 1903.

The CR became the Crystal River & San Juan in 1910

Also the firebox's syphon (11 sq ft) was probably a later addition and was part of a rearrangement that deleted 3 of the original 202 tubes. The 103 became the property of the narrow-gauge component of the Denver & Rio Grande Western Railway in 1916.


Class C-26S (Locobase 3045)

Data from D&RGW 12 -1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 156. Bruce A. Metcalf's Colorado Consols web site. Works numbers were:

1889

10270, 10272-10273, 10278-10280, 10284-10286, 10289, 10294 in September; 10384-10388, 10390-10393 in October; 10468, 10471 in November; and 10475-10476, 10479 in December.

1891

11584-11585, 11591-11592 in February; 11668-11669 in March; 11771, 11777 in April; 12025-12026, 12033-12034, 12036 in July.

1892

12417, 12421, 12423, 12426, 12431 in January.

The Baldwin specs for the C28 class of Consolidations delivered by Baldwin to the Denver & Rio Grande (Locobase 1453) were essentially identical to the engines shown here. Most were produced with 46" drivers, but according to Metcalf, four were delivered with 47" drivers, which boosted tractive effort to 27,778 lb (Oddly, engine weight seems to decreased to 112,000 lb.). The class sorted itself into two subclasses, the first 25 being delivered with 258 tubes and the last 17 holding 239 tubes. (See Locobase 7366 for the Denver,Texas & Fort Worth Consolidations that retained 258 tubes for their careers.)

As the later Denver & Rio Grande Western diagram shows, all of the locomotives eventually adopted approximately the smaller count.

By Metcalf's calculations, these engines served their Colorado lines for an average of 36 years. As the Denver & Rio Grande Western diagram shows, the later boiler was pressed to a higher degree and the C-26s now rolled on 51" drivers.


Class C-38 (Locobase 3948)

This small batch of Consolidations was reported with little fanfare in a 1900 Railroad Gazette (Vol XXXII, No 36) article. Works numbers were 3006-3009 in 1900.

The review did comment that these locomotives "rank well up in the list of modern heavy freight locomotives", a mysterious claim given the relatively modest dimensions of this workmanlike design.

See the 1901 C-40 entry for a nearly identical cross-compound variant.


Class C-40 (Locobase 1459)

Data from D&RGW 12 -1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also []

Preceded the C-38/C-39 classes and had less square cylinder dimensions and a higher BP. A disposition oddity: 930-934 were built by Baldwin as 4-cylinder Vauclain compounds (see Locobase 12491), simpled in 1907, and retired in 1945-1946. 940-944 were built by Alco-Richmond as 2-cylinder cross-compounds in the same year; see Locobase 4126.

They were also simpled in 1907, but retired in 1936. Engine numbers reflect D&RGW renumbering in 1924.


Class C-40 (Locobase 4126)

Massive cross-compounds built for the RGW and profiled in Railroad Gazette 28 June 1901.

Very similar simple-expansion engines had been procured a year earlier. RG comments on the deceptive scale of these engines, their real bulk being apparent only when one compares it to an older design. Three items that had shrunk to accommodate the larger boiler in the loading gauge were the dome, the stack, and the headlight. What RG didn't predict was just how much smaller all three would get as engines grew still larger.

These cross-compounds had a very large cylinder volume, with the LP cylinder still not large enough to handle all the HP steam. Although it's not clear from Locobase's sources, these probably reverted to simple expansion in just a few years.


Class C-41 (Locobase 10761)

Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp.572-574. See also DeGolyer, Volume 24, p. 260+. Works numbers were 20519-20522, 20550, 20609-20611, 20640-20641, 20666-20668, 20695-20698, 20746-20753, 20829-20831, 20872-20873.

These large Vauclain compound Consolidations were bought to operate on the road between Denver, Pueblo, and Salida. The first leg covered 120 miles (193 km) and surmounted the South Platte-Arkansas River divide. The next section consisted of an almost 1/2 mile (2,569 feet/783 m) rise over 67 miles (108 km and an average of 0.7%) from Pueblo to Palmer Lake, at which the railroad ascended another 2,039 feet (621 m) in the next 53 miles (85 km, also 0.7%). And Pueblo to Salida was no less challenging, a continuous rise of 2,378 feet (725 m) that included grades as steep as 1.42% and no less than 0.66%.

Baldwin's answer included the introduction of a wide firebox (but shallow) to the D & RG. The HP-LP cylinder groupings were fed by the same 12" (305 mm) diameter balanced piston valve. A 31 December 1902 "hereafter" note highlights a potentially serious shortcoming in the design, however: "These engines on a 3% grade have the front end of crown sheet barely covered. Correct hereafter."

Apparently, the road could be a bit rough, too and these locomotives betrayed every weakness .The supplemental notes recommend such modificationa as making the motion and spring hangers heavier and strengthening the reach rod ends. The railroad reported that both the spring hanger and equalizer pins were "wearing and give a great deal of trouble." Pins, links & hangers "get loose and give trouble." Stress seems to have popped up everywhere: "All journals on both engine and tender and main crank pin to be fitted with cooling pipes, each side to be operated separately.'

These were later simpled and superheated; see Locobase 1461.


Class C-41-185 (Locobase 1460)

Data from 1937 D & RGW locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 23, p. 122 and [] . (Thanks to Chris Hohl for his 10 April 2015 email noting the original BP, estimated weights, and tender capacities.) Works numbers were 18180-18182, 18204-18205, 18216-18218, 18236-18239 in September 1900; 18282-18284 in October 1900.

These Consolidations were delivered with boiler pressures set at 200 psi as shown. Resetting the working pressure to 190 psi raised the factor of adhesion. Also, the original specs included estimated weights of 168,000 lb on the drivers and 188,000 lb overall.

Most retired in the 1936-1939 years, but 956 hung on until 1946. 955 was converted to a 2-8-0T tank engine in 1937 and soldiered on until 1946. Engine numbers reflect D&RGW renumbering in 1924.


Class C-41-190-superheated (Locobase 1461)

Data from 1937 D & RGW locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These engines were built as 4-cylinder Vauclain compounds; see Locobase 10761.

They were modified in 1907 as simple-expansion locomotives with two 21"x30" cylinders and a TE of 40,893 lb. Engine numbers reflect D&RGW renumbering in 1924. They were disposed of in several ways. Most were scrapped over many years, others became 0-8-0s and still others were converted to narrow-gauge operation as K-37 2-8-2s. For these last, see Locobase 9466.

[]


Class C-42/C-38 (Locobase 1457)

Data from "Consolidations for the Rio Grande Western," Locomotive Engineering, Vol XIII, No 9 (September 1900), p. 395.

Consolidations that used 200 psi as originally delivered, but that was later reduced to 185. Retired in 1936-1948. Built in two sets 4 engines: the first 4 with 51" drivers and 41,785 TE, engine weight of 179,600 lb (970-973 as renumbered); the latter 4 (renumbered as 900-903) had the specified driver diameter and weight. Engine numbers reflect D&RGW renumbering in 1924.

[] gives an odd change to 19 x 24" cylinders for 900-903, which given the driver diameter, would have required a BP of 290 psi, much too much boiler pressure to have been likely for these mundane freight haulers.


Class C-44 (Locobase 11424)

Data from "Locomotive Building," The Railroad Gazette, Vol XLIII, No 21 (22 November 1907), p 636.

These smaller Consolidations were built for both the Denver & Rio Grande (48 of which 11311150 were produced in 1906, 1151-1178 in 1908) and Rio Grande Western (20 in 1906, numbered 1180-1199). They were used in Minturn-Malta (Tennessee Pass), Colorado through-freight service, averaging 942 freight ton-miles per locomotive mile in January 1917 between Denver and Salida (ruling grade 1.42%).

They were replaced in that service by the 2-10-2s described in a Railway Age Gazette article of 3 August 1917. Most of this class was superheated; see Locobase 430.


Class C-48 - superheated (Locobase 430)

Data from D&RGW 12 - 1937 Folio 10 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

After the C-44s (Locobase 11424) were displaced from Tennessee Pass service by the new 2-10-2s, they were not finished operating on the railroad.

In fact, many were superheated and fitted with 58 sq ft of thermic syphons. (Those that didn't have syphons had 212 2" tubes vs the 193 found in the syphon engines.) Heating surface data describes those 21 later fitted with thermic syphons. Somewhat unusually, the rebuild also meant that boiler pressure increased from 200 psi to 215 psi

As rebuilt, 20 had Baker gear, 28 had Walschaert. Thus reequipped, the class carried on until retirement in 1949-1955.


Class C2 / C-43 (Locobase 1463)

Data from 1952 D & RGW locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and []

The original delivery of these Consolidations to the Denver & Salt Lake in August-September 1910 as saturated-steam locomotives is shown in Locobase 12803.

By the time the Denver & Rio Grande gained 9 of the engines in a 1947 merger, they had been superheated as shown in this entry. Soon after their acquisition, the D & RGW began retiring them in 1949 with the last retired in 1952.

Principal Dimensions by Steve Llanso of Sweat House Media
Class113/C-28S187/C-3956N60 /B-4-D-R60N / C-16
Locobase ID1453 1458 1452 11,797 1462
RailroadDenver & Rio Grande (D&RGW)Denver & Rio Grande (D&RGW)Denver & Rio Grande (D&RGW)Denver & Rio Grande (D&RGW)Denver & Rio Grande (D&RGW)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class7510542286
Road Numbers555-629/630-691916-92524-25, 30-34, 37-40, 42-84264-29544-84
GaugeStdStd3'3'3'
Number Built7510542286
BuilderBurnham, Parry, Williams & CoBurnham, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & Coseveral
Year18871905187718821877
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13.50 / 4.1115.08 / 4.6011.33 / 3.4511.33 / 3.4511.33 / 3.45
Engine Wheelbase (ft / m)21.33 / 6.5023.42 / 7.1417.83 / 5.4317.83 / 5.4317.33 / 5.28
Ratio of driving wheelbase to overall engine wheebase 0.63 0.64 0.64 0.64 0.65
Overall Wheelbase (engine & tender) (ft / m)45.45 / 13.8559.79 / 18.2241.79 / 12.7441.92 / 12.78
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)99,700 / 45,223165,100 / 74,88848,000 / 21,77250,000 / 22,680
Engine Weight (lbs / kg)115,000 / 52,163185,600 / 84,18756,000 / 25,40160,000 / 27,21660,000 / 27,216
Tender Loaded Weight (lbs / kg)72,000 / 32,659140,500 / 63,730
Total Engine and Tender Weight (lbs / kg)187,000 / 84,822326,100 / 147,917
Tender Water Capacity (gals / ML)80002500 / 9.472500 / 9.47
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)146 / 5.50
Minimum weight of rail (calculated) (lb/yd / kg/m)42 / 2169 / 34.5020 / 1021 / 10.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)46 / 116856 / 142236 / 91436 / 91436 / 914
Boiler Pressure (psi / kPa)140 / 9.70200 / 13.10130 / 9130 / 9130 / 9
High Pressure Cylinders (dia x stroke) (in / mm)20" x 24" / 508x61022" x 28" / 559x71115" x 18" / 381x45715" x 20" / 381x50815" x 20" / 381x508
Tractive Effort (lbs / kg)24,835 / 11264.9841,140 / 18660.8112,431 / 5638.6113,813 / 6265.4813,813 / 6265.48
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.01 4.01 3.86 3.62
Heating Ability
Firebox Area (sq ft / m2)160.19 / 14.89193.30 / 17.9688 / 8.1872 / 6.69
Grate Area (sq ft / m2)24.94 / 2.3233.72 / 3.1314 / 1.3016.70 / 1.5514 / 1.30
Evaporative Heating Surface (sq ft / m2)1675 / 155.673009 / 279.65852 / 79.18831 / 77.23
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1675 / 155.673009 / 279.65852 / 79.18831 / 77.23
Evaporative Heating Surface/Cylinder Volume191.94244.25208.28203.15
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation34926744182021711820
Same as above plus superheater percentage34926744182021711820
Same as above but substitute firebox area for grate area22,42738,66011,4409360
Power L13045602424642271
Power MT269.33321.76434.57

Principal Dimensions by Steve Llanso of Sweat House Media
Class70/C-19700 / 199 / C-40B-4-70/C-17-70C-25-112C-26S
Locobase ID15,812 12,491 6824 6818 3045
RailroadDenver & Rio Grande (D&RGW)Rio Grande Western (D&RGW)Rio Grande Southern (D&RGW)Crystal River (D&RGW)Rio Grande Western (D&RGW)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class1256143
Road Numbers400-411/340-341700-704417-422/300-304103 / 432111-153/630-670 /600-622
Gauge3'Std3'3'Std
Number Built1256143
BuilderBurnham, Parry, Williams & CoBurnham, Williams & CoBurnham, Parry, Williams & CoBurnham, Williams & CoBurnham, Parry, Williams & Co
Year18811901188719031889
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)11.75 / 3.5816.25 / 4.9511.75 / 3.5811 / 3.3513.50 / 4.11
Engine Wheelbase (ft / m)18.08 / 5.5125.08 / 7.6418.58 / 5.6618.33 / 5.5921.19 / 6.46
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.63 0.60 0.64
Overall Wheelbase (engine & tender) (ft / m)53.50 / 16.3145 / 13.7244.58 / 13.5948.73 / 14.85
Axle Loading (Maximum Weight per Axle) (lbs / kg)19,790 / 897718,150 / 823328,700 / 13,01825,200 / 11,431
Weight on Drivers (lbs / kg)64,000 / 29,030172,000 / 78,01862,150 / 28,191107,400 / 48,716100,300 / 45,495
Engine Weight (lbs / kg)74,260 / 33,684192,000 / 87,09070,300 / 31,888131,500 / 59,647113,000 / 51,256
Tender Loaded Weight (lbs / kg)53,000 / 24,040110,000 / 49,89553,000 / 24,04062,00078,000 / 35,380
Total Engine and Tender Weight (lbs / kg)127,260 / 57,724302,000 / 136,985123,300 / 55,928193,500191,000 / 86,636
Tender Water Capacity (gals / ML)2500 / 9.476000 / 22.732500 / 9.473000 / 11.363500 / 13.26
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)6 / 5.506 / 5.506 / 5.5011 / 10
Minimum weight of rail (calculated) (lb/yd / kg/m)27 / 13.5072 / 3626 / 1345 / 22.5042 / 21
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)36 / 91456 / 142236 / 91438 / 96551 / 1295
Boiler Pressure (psi / kPa)130 / 9200 / 13.80130 / 9170 / 11.70160 / 11
High Pressure Cylinders (dia x stroke) (in / mm)16" x 20" / 406x50817" x 30" / 432x76216" x 20" / 406x50818" x 20" / 457x50820" x 24" / 508x610
Low Pressure Cylinders (dia x stroke) (in / mm)28" x 30" / 711x762
Tractive Effort (lbs / kg)15,716 / 7128.6738,462 / 17446.0915,716 / 7128.6724,641 / 11176.9825,600 / 11611.98
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.07 4.47 3.95 4.36 3.92
Heating Ability
Firebox Area (sq ft / m2)81.20 / 7.54206.40 / 19.1887 / 8.0898 / 9.11142 / 13.20
Grate Area (sq ft / m2)15 / 1.3935 / 3.2514 / 1.3018.70 / 1.7424.70 / 2.30
Evaporative Heating Surface (sq ft / m2)927 / 86.123330 / 309.481019 / 94.671721 / 159.941782 / 165.61
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)927 / 86.123330 / 309.481019 / 94.671721 / 159.941782 / 165.61
Evaporative Heating Surface/Cylinder Volume199.17422.52218.94292.17204.20
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation19507000182031793952
Same as above plus superheater percentage19507000182031793952
Same as above but substitute firebox area for grate area10,55641,28011,31016,66022,720
Power L122343808243740413884
Power MT307.82195.24345.79331.80341.49

Principal Dimensions by Steve Llanso of Sweat House Media
ClassC-38C-40C-40C-41C-41-185
Locobase ID3948 1459 4126 10,761 1460
RailroadDenver & Rio Grande Western (D&RGW)Denver & Rio Grande (D&RGW)Denver & Rio Grande Western (D&RGW)Denver & Rio Grande (D&RGW)Denver & Rio Grande (D&RGW)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class81051015
Road Numbers300-303/900-907930-934, 940-944601-6051101-1130901-915 / 950-964
GaugeStdStdStdStdStd
Number Built851015
BuilderRichmondshopsRichmondBurnham, Williams & CoBurnham, Williams & Co
Year19001907190119021900
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)16.67 / 5.0816.25 / 4.9516.25 / 4.9515 / 4.5714.67 / 4.47
Engine Wheelbase (ft / m)25.15 / 7.6723.83 / 7.2623.42 / 7.14
Ratio of driving wheelbase to overall engine wheebase 0.65 0.63 0.63
Overall Wheelbase (engine & tender) (ft / m)52.93 / 16.1358.23 / 17.7552.93 / 16.1353.54 / 16.3254.26 / 16.54
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)168,000 / 76,204177,000 / 80,286167,450 / 75,954163,445 / 74,137164,000 / 74,389
Engine Weight (lbs / kg)185,000 / 83,915199,000 / 90,265184,400 / 83,643188,095 / 85,319183,790 / 83,366
Tender Loaded Weight (lbs / kg)111,000 / 50,349111,895 / 50,755110,000
Total Engine and Tender Weight (lbs / kg)310,000 / 140,614299,990 / 136,074293,790
Tender Water Capacity (gals / ML)5000 / 18.945000 / 18.946000 / 22.736000
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)10 / 9.1010 / 9.109
Minimum weight of rail (calculated) (lb/yd / kg/m)70 / 3574 / 3770 / 3568 / 3468 / 34
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142257 / 144856 / 142254 / 137254 / 1372
Boiler Pressure (psi / kPa)185 / 12.80200 / 13.80200 / 13.80200 / 13.80190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)22" x 28" / 559x71121" x 30" / 533x76228.5" x 30" / 724x762 (1)17" x 30" / 432x76222" x 28" / 559x711
Low Pressure Cylinders (dia x stroke) (in / mm)36" x 30" / 914x762 (1)28" x 30" / 711x762
Tractive Effort (lbs / kg)38,055 / 17261.4839,458 / 17897.8745,473 / 20626.2339,886 / 18092.0140,531 / 18384.57
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.41 4.49 3.68 4.10 4.05
Heating Ability
Firebox Area (sq ft / m2)206 / 19.14165 / 15.33206 / 19.14172.50 / 16.03196.72 / 18.28
Grate Area (sq ft / m2)34.70 / 3.2249 / 4.5534.70 / 3.2246.75 / 4.3434.98 / 3.25
Evaporative Heating Surface (sq ft / m2)2873 / 267.013178 / 295.352873 / 267.012769 / 257.342792 / 259.48
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2873 / 267.013178 / 295.352873 / 267.012769 / 257.342792 / 259.48
Evaporative Heating Surface/Cylinder Volume233.21264.25259.41351.34226.64
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation64209800694093506646
Same as above plus superheater percentage64209800694093506646
Same as above but substitute firebox area for grate area38,11033,00041,20034,50037,377
Power L154716324412330575241
Power MT287.18315.07217.13164.94281.81

Principal Dimensions by Steve Llanso of Sweat House Media
ClassC-41-190-superheatedC-42/C-38C-44C-48 - superheatedC2 / C-43
Locobase ID1461 1457 11,424 430 1463
RailroadDenver & Rio Grande (D&RGW)Rio Grande Western (D&RGW)Denver & Rio Grande (D&RGW)Denver & Rio Grande Western (D&RGW)Denver & Salt Lake (D&RGW)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class304484812
Road Numbers1000-1029970-9731131-1178,1180-1199112-123 / 1031-1039
GaugeStdStdStdStdStd
Number Built30448
BuilderD&RGWAlco-RichmondAlcoAlcoD&SL
Year19021900190619191925
Valve GearStephensonStephensonStephensonBaker or WalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)15 / 4.5716.6715.67 / 4.7815.67 / 4.78
Engine Wheelbase (ft / m)23.83 / 7.2621.92 / 3.6324.50 / 7.47
Ratio of driving wheelbase to overall engine wheebase 0.63 0.76 0.64
Overall Wheelbase (engine & tender) (ft / m)53.63 / 16.3559.45 / 18.1259.58 / 18.16
Axle Loading (Maximum Weight per Axle) (lbs / kg)48,000 / 21,77252,800 / 23,95048,750 / 22,113
Weight on Drivers (lbs / kg)163,000 / 73,936168,400 / 76,385192,000 / 87,090194,100 / 88,042195,000 / 88,451
Engine Weight (lbs / kg)182,000 / 82,554185,000 / 83,915220,000 / 99,790220,400 / 99,972219,000 / 99,337
Tender Loaded Weight (lbs / kg)120,000 / 54,431165,700 / 75,160157,000 / 71,214
Total Engine and Tender Weight (lbs / kg)302,000 / 136,985386,100 / 175,132376,000 / 170,551
Tender Water Capacity (gals / ML)6000 / 22.735000 / 18.948000 / 30.308000 / 30.308000 / 30.30
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.3010 / 9.1015 / 13.6018 / 16.4015 / 13.60
Minimum weight of rail (calculated) (lb/yd / kg/m)68 / 3470 / 3580 / 4081 / 40.5081 / 40.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)55 / 139751 / 142257 / 144857 / 144855 / 1397
Boiler Pressure (psi / kPa)200 / 13.80185 / 12.80200 / 13.80215 / 14.80210 / 14.50
High Pressure Cylinders (dia x stroke) (in / mm)21" x 30" / 533x76222" x 28" / 559x71123" x 28" / 584x71123" x 28" / 584x71122" x 28" / 559x711
Tractive Effort (lbs / kg)40,893 / 18548.7741,785 / 18953.3844,176 / 20037.9247,489 / 21540.6743,982 / 19949.92
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.99 4.03 4.35 4.09 4.43
Heating Ability
Firebox Area (sq ft / m2)195.50 / 18.17206 / 19.14187 / 17.38245 / 22.77200
Grate Area (sq ft / m2)46.60 / 4.3334.70 / 3.2249 / 4.5549 / 4.5554.20 / 5.04
Evaporative Heating Surface (sq ft / m2)2158 / 200.562873 / 267.013028 / 281.412385 / 221.652405 / 223.51
Superheating Surface (sq ft / m2)495 / 46506 / 47.03623
Combined Heating Surface (sq ft / m2)2653 / 246.562873 / 267.013028 / 281.412891 / 268.683028 / 223.51
Evaporative Heating Surface/Cylinder Volume179.44233.21224.89177.13195.23
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation93206420980010,53511,382
Same as above plus superheater percentage11,0916420980012,43113,772
Same as above but substitute firebox area for grate area46,52938,11037,40062,15750,820
Power L111,5714982559212,38414,082
Power MT626.00260.89256.84562.64636.83

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