Denver & Salt Lake / Denver, Northwestern & Pacific / Drake & Stratton Limited 2-8-0 "Consolidation" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 42 (Locobase 11435)

Data from "Locomotive Building," The Railroad Gazette, Vol XLI, No 14 (5 October 1906), p. 88; and D&SL 1 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 29204-29205 in February 1905, 37709 in May 1905.

After their arrival on the DNW&P, the trio received thicker tires that increased driver diameter to 57" (1,448 mm).

This railway was renamed Denver & Salt Lake in 1912. Numbers unchanged, the three Consolidations remained on the roster until scrapped in May 1937.


Class 44 - 1905 (Locobase 16416)

Data from D&SL 1 - 1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. See also Hugh G Boutell, "Railroading in Colorado", Railway and Locomotive Engineering, Volume 21, No 5 (May 1908), p. Works numbers were 39947-39949 in May 1905, 41617-41618 in November 1906, and 45576-45579 in October 1908.

The first nine of the Class 44 55" Consolidations were delivered with slide valves. They were sturdy locomotives. Hugh Boutell wasn't bowled over when he rode behind one during his Colorado excursions. Reporting that this relatively new "Moffat Route" was supposed "cross the Rockies on an easier grade than any other system, but it looked plenty stiff to me" and that one Consolidation was hard-pressed to manage the light excursion train. He also noted that at that time, the DNW&P "abound[ed] with snow sheds" and owned the largest snow plow in the world

By the D&SL's 1932 table, four of the class--104-107--still ran with inside link motion and slide valves. 103's valve chest had a piston valve in a bolt-on update. The last three had been updated to match the 1910 locomotives in using outside Walschaert gear. They all had the Universal piston valve chest modification.


Class 44 - 1910 (Locobase 11470)

Data from "Locomotive Building," The Railway Age Gazette, Vol XLVIII, No 13 (1 April 1910), p. 923. Works numbers were 48148-48149 in July 1910 and 48150, 48242-48250 in August.

Adding to the Consolidation stud that had already been assembled (see Locobase 16416), this batch adopted Walschaert outside radial valve gear. This railway was renamed Denver & Salt Lake at the very end of 1912.


Class C2 (Locobase 12803)

Data from D&SL 1 -1932 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

Originally delivered in 1910 with saturated boilers as part of the 44 class (Locobase 11470), three underwent upgrades All three were fitted with the Univeral piston valve in a bolt-on assembly that occupied the spaces vacated by slide valves. 119 and 122's boilers received superheaters in May 1925. 118 was fitted with both a superheater and a Worthington feed water heater in February 1927.


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, North Western & Pacific in August-September 1910 as saturated-steam locomotives is shown in Locobase 12803.

By the time the Denver & Rio Grande gained nine 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.


Class E M Cummings (Locobase 12053)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p 114. Works numbers were 13058 in November 1892 and 13275 in March 1893.

D & S was a contracting firm that bought this pair of small, low-drivered Consolidations.

They sold the 23 to the Charleston, Clendennin & Sutton of West Virginia. There followed a string of sales for the 23: CC & S to the Coal & Coke Railroad in May 1903 as their #9. The C & C operated the engine for more than 15 years before selling the 9 to Middle Creek Railroad in 1919, where it was renumbered 4.

The 24 was sold to the McDonald & Onderdonk, New York City contractors. Some time later, M & O sold the engine to the locomotive rebuilder/reseller Birmingham Rail & Locomotive. BR & L rebuilt the 24 with 20" cylinders and sold the locomotive to the Davidson Ingram Lumber Company of Houston, Tex. The DILC sold the engine to Benford Lumber inVirginia and that company later sold it to the Mardez Lumber.

Principal Dimensions by Steve Llanso of Sweat House Media
Class4244 - 190544 - 1910C2C2/C-43
Locobase ID11,435 16,416 11,470 12,803 1463
RailroadDenver, Northwestern & Pacific (D&SL)Denver, Northwestern & Pacific (D&SL)Denver, Northwestern & Pacific (D&SL)Denver, Northwestern & Pacific (D&SL)Denver & Salt Lake (D&SL)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class3912312
Road Numbers100-102103-111112-123118-119, 122112-123/1031-1039
GaugeStdStdStdStdStd
Number Built3912
BuilderAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyAlco-SchenectadyD&SL
Year19041905191019251925
Valve GearStephensonStephensonWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.6715.6715.6715.67 / 4.7815.67 / 4.78
Engine Wheelbase (ft / m)24.6024.5032.92 / 10.0324.50 / 7.47
Ratio of driving wheelbase to overall engine wheebase 0.64 0.64 0.48 0.64
Overall Wheelbase (engine & tender) (ft / m)56.7559.5859.5859.58 / 18.16
Axle Loading (Maximum Weight per Axle) (lbs / kg)48,750 / 22,113
Weight on Drivers (lbs / kg)186,000 / 84,368195,000 / 88,451195,000 / 88,451195,000 / 88,451195,000 / 88,451
Engine Weight (lbs / kg)209,500 / 95,255219,000 / 99,337219,000 / 99,337219,000 / 99,337219,000 / 99,337
Tender Loaded Weight (lbs / kg)132,400157,000157,000157,000 / 71,214157,000 / 71,214
Total Engine and Tender Weight (lbs / kg)341,900376,000376,000376,000 / 170,551376,000 / 170,551
Tender Water Capacity (gals / ML)7000 / 30.308000 / 30.308000 / 30.308000 / 30.308000 / 30.30
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)12 / 10.9012 / 10.9015 / 10.9015 / 13.6015 / 13.60
Minimum weight of rail (calculated) (lb/yd / kg/m)78 / 3981 / 40.5081 / 40.5081 / 40.5081 / 40.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)56 / 142255 / 139755 / 139755 / 139755 / 1397
Boiler Pressure (psi / kPa)210 / 14.50210 / 14.50210 / 14.50210 / 14.50210 / 14.50
High Pressure Cylinders (dia x stroke) (in / mm)22" x 28" / 559x71122" x 28" / 559x71122" x 28" / 559x71122" x 28" / 559x71122" x 28" / 559x711
Tractive Effort (lbs / kg)43,197 / 19593.8543,982 / 19949.9243,982 / 19949.9243,982 / 19949.9243,982 / 19949.92
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.31 4.43 4.43 4.43 4.43
Heating Ability
Firebox Area (sq ft / m2)159213 / 19.80213 / 19.80200 / 18.58200 / 18.58
Grate Area (sq ft / m2)54.20 / 5.0454.20 / 5.0454.20 / 5.0454.20 / 5.0454.20 / 5.04
Evaporative Heating Surface (sq ft / m2)3505 / 325.743538 / 328.813541 / 328.812650 / 246.192650 / 246.19
Superheating Surface (sq ft / m2)623 / 57.88
Combined Heating Surface (sq ft / m2)3505 / 325.743538 / 328.813541 / 328.812650 / 246.193273 / 304.07
Evaporative Heating Surface/Cylinder Volume284.52287.20287.44215.11215.11
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11,38211,38211,38211,38211,382
Same as above plus superheater percentage11,38211,38211,38211,38213,545
Same as above but substitute firebox area for grate area33,39044,73044,73042,00049,980
Power L1684171937197570414,465
Power MT324.34325.29325.47257.95654.15

Principal Dimensions by Steve Llanso of Sweat House Media
ClassE M Cummings
Locobase ID12,053
RailroadDrake & Stratton Limited
CountryUSA
Whyte2-8-0
Number in Class2
Road Numbers23-24
GaugeStd
Number Built2
BuilderBurnham, Williams & Co
Year1892
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)13 / 3.96
Engine Wheelbase (ft / m)20.17 / 6.15
Ratio of driving wheelbase to overall engine wheebase 0.64
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)80,000 / 36,287
Engine Weight (lbs / kg)92,000 / 41,731
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)4000 / 15.15
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)33 / 16.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)44 / 1118
Boiler Pressure (psi / kPa)160 / 11
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x610
Tractive Effort (lbs / kg)21,439 / 9724.58
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.73
Heating Ability
Firebox Area (sq ft / m2)113 / 10.50
Grate Area (sq ft / m2)19.60 / 1.82
Evaporative Heating Surface (sq ft / m2)1153 / 107.16
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1153 / 107.16
Evaporative Heating Surface/Cylinder Volume182.87
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3136
Same as above plus superheater percentage3136
Same as above but substitute firebox area for grate area18,080
Power L13197
Power MT352.41

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