Chicago & North Western / Chicago, St Paul, Minneapolis & Omaha / Chicago, St. Paul & Minneapolis / Fremont, Elkhorn & Missouri Valley / Milwaukee, Lake Shore & Western / Sault Sainte Marie & Southwestern / Sioux City & Pacific 4-4-0 "American" Locomotives in the USA

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Class Details by Steve Llanso of Sweat House Media

Class 123/D-9 (Locobase 9318)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 1699 in January 1883.

Although similar to many of the Eight-wheelers coming into service on the Omaha Road, this one had taller drivers than most. Produced in January 1883, it accompanied two others of similar dimensions but smaller drivers.


Class 124/D-10 (Locobase 9319)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1700-1701 in January 1883.

The only difference between this pair of engines and the 123 shown in Locobase 9318 is the driver diameter, which was smaller by 5" than the lower-numbered locomotive. Otherwise, they were identical, right down to the curiously heavy tenders.


Class 99 (Locobase 11113)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 32-33. Works numbers were 4074-4083 in 1893.


Class A-1 (Locobase 15897)

Data from the C&NW 10 - 1901 Locomotive Diagrams books supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.

The A-1 and A-(Locobase 6798) had very similar specifications except that the A-1s rolled on 63" drivers.

The North Western's shops built this batch of Eight-wheelers.


Class A-2 (Locobase 6798)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

The North Western's shops built this batch of Eight-wheelers. They seem to have formed part of a larger group that included A-3s with a slightly larger boiler. See Locobase 6799.


Class A-3 (Locobase 6799)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

Most of this class was produced by Schenectady with a few coming from the North Western's own shops. The Schenectady engines arrived mostly in 1883 with a few more coming in 1884. The design had the same cylinder volume and boiler pressure as the A-2s, but slightly more heating surface and taller drivers.


Class A-4 (Locobase 13301)

Data from "Passenger Locomotive, Chicago & Northwestern Railway", Railroad Gazette, Volume 19 (27 December 1887), p. 828.

RG's report credits the design of this "standard" locomotive to the C & NW's Superintendent of Motive Power GW Tilton. The engine was "...strongly proportioned throughout." Standard it may have been, but there were no other locomotives placed in the A-4 class.

Its dimensions, power, and weight were very similar to Schenectady-built E-6 locomotives supplied in 1886 to the Chicago, St Paul, Minneapolis & Omaha (Locobase 9326), which was controlled by the North Western.


Class A-5 (Locobase 7553)

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.

The diagram book's table of engines shows that the locomotives in this class were originally delivered in 1881-1882 as class A-1, but rebuilt in 1898-1904.


Class A-modified (Locobase 3151)

Data from the C&NW 1 - 1908 and 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. This shows that most were delivered in 1895 with others arriving in 1898, 1899, and 1900.

McShane (1899) data for total heating surface varies slightly from Railway Age 11 Oct 1895. The latter noted that these engines were serving the Chicago-Council Bluffs run and pulling up to 11 cars per train. Sometime after delivery the railroad reduced the boiler's tube count to the figure given in the specs and added 13.3 sq ft of arch tubes to the firebox heating surface.


Class A-modified (Locobase 15896)

Data from the C&NW 10 - 1905 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Most were delivered in 1895 with others arriving in 1898, 1899, and 1900. Works numbers were 4331-4332 in August 1895, 4337-4339 in September, 4365-4371 in October, 4376-4387 in November, 4687-4691 in March 1898, 4786 in May, 4967-4972in January 1899.

See Locobase 3151 for the modified Class As of 1899.


Class B (Locobase 6800)

Data from C&NW 3-1908 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange, supplemented by Railroad Gazette (26 May 1899). Works numbers were 5019-5024 in May 1899.

The RG account notes the C-class mail-train engines with their 80" drivers (Locobase 454) and this sextet of fast passenger engines with smaller drivers but a larger boiler. The report credits W H Marshall, the B&A's Assistant Superintendent of Motive Power, with the design. "Each detail was considered with a view of reducing its weight without a sacrifice of strength, and so cast and pressed steel have been largely used." RG also observed that the journals of the driving and truck axles were larger than usual, "being respectively 9 inches in diameter by 11 1/2 long, and 6 by 12 inches."

The North Western later removed 19 of the tubes from the boiler (most likely from the bottom), reducing the tube count to 323. At the same time, the firebox heating surface increased to 204.1 sq ft (19 sq m). The combined effect of these changes was to reduce the evaporative heating surface area to 2,408.8 sq ft (223.8 sq m).


Class B-1 (Locobase 6801)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

The North Western's shops built this batch of Eight-wheelers. As with many railroads, class IDs often follow no real chronological orders. These locomotives were considerably earlier than the Class B shown in the 1908 book and even earlier than the A-2s.


Class B-1 (Locobase 9297)

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

Locobase 3490 describes the large class of N-1 class 4-4-0s that both Hinkley and Baldwin delivered in 1864-1867. This locomotive was that class's Mississippi and had road number 144. In 1890, the North Western sold it to the SSM&SW as their #6. Two years later the railroad was reorganized as the Chicago, St Paul, Minneapolis & Omaha at which point this engine fell into class B-1 and renumbered 184. Locobase notes that the grate was now smaller.

In 1909, the Omaha Route sold the 184 to the Fairchild & Northeastern as their #6.


Class B-2 (Locobase 15898)

Data from C&NW 10 - 1901 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.


Class B-3 (Locobase 15899)

Data from C&NW 10 - 1901 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Given the date when these were built and their specifications, Locobase suspects that these were replacements for earlier engines.


Class C (Locobase 454)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5066-5069 in April 1899..

When delivered their boilers contained 320 fire tubes that contributed to a total evaporative heating surface of 2,353 sq ft. The 26 May 1899 Railroad Gazette credited the quintet with 80" drivers and said that these engines were ticketed for the fast west-bound mail trains and fast passenger trains eastbound. According to the report, mail trains would usually consist of four cars weighing a total of 160 tons. At the time of writing, there had been "no opportunity to make a thorough test of the running qualities," said the RG, "but, at speeds of 70 and 80 miles an hour, they are known to be remarkably easy riding engines."

By 1905, the railroad had removed 19 of the tubes. Also later came the 13.9 sq ft (1.3 sq m) of arch tubes as additions to the firebox heating surface, which resulted in an evaporative heating surface area decrease to 2,236.9 sq ft (207.8 sq m) as well as a reduction in driver diameter from 80".


Class C-1 (Locobase 6802)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class C-2 (Locobase 6803)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1951-1962 in April 1885

Schenectady completed these twelve in April & May 1885. Notice the very deep and narrow firebox, which resulted in a small grate that likely didn't adequately heat all of that firebox area. Later on they had tenders with 10 tons (9.1 metric tons) of coal and either 4,500 US gallons (17,033 litres) or 5,200 gallons (19,682 litres) of water.


Class C-3 (Locobase 6804)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Schenectady went into volume production with this design after delivering the 12 C-2s. The principal differences were an 2" increase in the stroke and the addition of 15 boiler tubes. The very deep and narrow firebox, which seems restrictive, was not changed.


Class C-5 (Locobase 6805)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

More of the same in the C-2/C-3 (Locobase 6803-6804) vein from Schenectady: Same small grate, still more boiler tubes All were produced in April-May 1888 except 887-888.


Class C-5 - 1916 rebuild (Locobase 8381)

Data from the C&NW 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Beginning in May 1916, the C & NW began rebuilding their large class of 1880s-era Eight-wheelers with a smaller boiler. Obviously, the modest tractive effort level was more thatn outweighed by the light axle loading and general usefulness of this mixed-traffic engine.

The program continued for seven years with the last locomotive emerging from the shops in November 1923. The profile showed the tapered stack, a rounded-thimble sandbox just behind, a taller steam dome on the second course of boiler and ahead of the first drivine axle.


Class C-6 (Locobase 6806)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

When the C-6s were delivered by Schenectady in 1893, they had the same narrow fireboxes as earlier North Western Eight-wheelers (see, e.g., Locobase 6803-6805). Only a few years later, the railway itself rebuilt the locomotives by enlarging the boilers, expanding the grate area by increasing both width and length and raising it above the axles, and fitting piston valves. The first locomotive, 309, appeared in July 1899. 191 followed in December. Three -- 251, 253, 250 -- were rebuilt in April, August, and December 1900 respectively. 190 (August) and 421 (October) were the 1901 pair while 427 (April) and 99 (October) came in 1902 and 252 finished the program in February 1903.

The 1927 diagram showed a reduction of 23 tubes in the boiler and the addition of 11.8 sq ft of arch tubes to the firebox heating surface; altogether, total evaporative heating surface shrank to 1,665 sq ft.


Class D-1/D-3 (Locobase 9306)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 131 and Volume 10, p. 78. Works numbers were 4691-4692 in June 1879; 4742-4743 in August; 4805, 4807 in October; 4899, 4905 in December; 4941 in January 1880; 5294, 5296, 5303, 5305 in October 1880; and 5338, 5340, 5363, 5366 in November 1880.

At the time of the original orders, the specs called for 161 2-inch tubes and 57" drivers as shown in this entry. As the Omaha Road updated its motive power, members of this class received different treatments and were placed in different classes. 2-7 burned coal; these were grouped in D-1. Coal burners 34-35, 37-43 fell into class D-3. Five D-3 -- 37 , 39, 41-43 -- had "weighted decks" to increase adhesion by 400 lb.


Class D-12 (Locobase 9320)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 58, for the original specs. Works numbers were 5272, 5274 in September 1880; and 5295, 5297 in October.

Relatively small Eight-wheelers from Baldwin that were delivered with 161 tubes.

Modified slightly at some point to the dimensions shown in this entry, they had 30+-year careers before being retired in June 1911, September 1909, and December 1914 (2), respectively.


Class D-14 (Locobase 12040)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p.52. Works number was 12916 in September 1892

As noted in Locobase 12039, the C & NW bought 2 locomotives to try out different sizes of Vauclain compounds. This entry shows a surprisingly low-drivered Eight-wheeler. Locobase wonders if the expectation was to gain tractive effort by taking advantage of the smoother action of a 4-cylinder compound. The piston valve on each side measured 9 3/4" in diameter.

In any event, the North Western didn't adopt the Vauclain compound and this 4-4-0, like the 4-6-0, was converted to simple expansion. Indeed, the 821 was first to jettison the compound arrangement in September 1899, fitting 18" x 24" cylinders and 69" drivers. In this setup, the engine ran for more than 20 years before being scrapped in May 1922.


Class D-3 (Locobase 7554)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 187. Works numbers were 5551, 5553 in March 1881; 5582, 5584-5585, 5587-5588, 5590-5602 in April; 5773-5778, 5780-5781 in August, and 5802, 5807 in September.

These engines were ordered with 161 2" tubes, which yielded a tube heating surface area of 914 sq ft and an estimated evaporative heating surface area of 1,025 sq ft.

Five -- 415, 421, 428, 429, 443 -- had been sold to the Winona & St Peter in the 1890s as that railway's 31, 11, 14, 21, and 52. The W&StP, a subsidiary of the Chicago & Northwestern, returned the locomotives in 1900, at which point these locomotives were reunited with the rest of the class.

As the C & NW was scrapping the class in the first decade of the 20th Century, the 426 went to the Wyoming & Missouri River in July 1905 while the 425 was sold to the Hillsboro & Northeastern in July 1907 as their #3.


Class D-4 (Locobase 9308)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 39. Works numbers were 4508-4509 in December 1878 for the first two.

This pair of standard wood-burning Americans was delivered in 1878 with 161 tubes and 61" drivers. 34 and 35, ordered at the same time, were cancelled and included in a later specification.

The eight-tube reduction shown in the 1900 specs above may have been achieved by plugging the bottom row, a step taken in other locomotives and possibly aimed at improving water circulation. By 1900, 33 trailed a larger tender that held 2,585 US gallons (9,784 litres) Other than this slight change, the pair operated essentially unchanged until they were retired in September and October, 1910.


Class D-4 (Locobase 15974)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, pp. 222 and 237. Works numbers were 5833-5834, 5836, 5839, 5867-5868, 5873, 5875-5876, 5881 in October 1881; 5907, 5912-5931 in November,; 5955 in December.

Retrospectively grouped in various D classes, engines like this set were produced for the CStPM&O by Baldwin over a three-year period.


Class D-5 (Locobase 9309)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 222. Works numbers 5833-5834, 5836, 5839, 5867-5868, 5873, 5875, 5876, 5881 in October 1881.

These locomotives were delivered with 161 2" tubes and 58" drivers. For some reason, the railroad couldn't make up its mind about the drivers; unknown pens altered the diameter first to 62", then a month later reduced that to 56".

Later alterations that included a new boiler with 152 tubes. Most of the class served at least 30 years with a couple putting in 40 or more.


Class D-6 (Locobase 9310)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 128. Works numbers were 6512, 6514-6515, 6520, 6530, 6536 in December 1882; 6569, 6573, 6585-6588 in January 1883; and 6621, 6625 in February; and 6654, 6656 in March.

As the Omaha Road added to its roster of Eight-wheelers, it bought this batch of engines that were at least middle-sized for the time. The specifications page shows that these were duplicates of the Class 70 (Locobase 9322) that the boiler was ordered with 188 tubes.

The entire class was retired over the decade of the 'teens with 81 being retired first in August 1910 and the 87 going last in April 1919.


Class D-7 (Locobase 9317)

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

This locomotive had its own class in the 1900 diagram book, presumably because it retained the 60" drivers of the original class.

It also had two fewer tubes than the D-8s delivered in the same year (Locobase 9316) and consequently slightly less heating surface area. But the firebox was identical. It was retired in July 1912, 30 years after its introduction.


Class D-8 (Locobase 9316)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 998-1003, 1082 in July 1882.

The first six locomotives (works #998-1003) were named GREEN ISLE 101, ARLINGTON 102, WINTHROP 103, REDWOOD 104, FRANKLIN 105, GREENFIELD 106. The Lambert-Rumary list shows all of these as delivered with 60" drivers, but the 1900 books shows the 63" drivers in the specifications. Most of these were retired in the first decade of the 20th Century with the higher numbers being scrapped in 1913. See Locobase 9317 for the single D-7 from this builder.


Class E / E-6 (Locobase 7555)

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 12, p.153. Works numbers were 7577-7578, 7580, 7582-7591in April 1885 and 7593 and 7595 in May.

The FE&MV was a Nebraska road that was acquired by the Chicago & North Western in 1886, although the name of the subsidiary didn't change in 1901. The Baldwin specs showed the engines were to be lettered for the C&NW and numbered from 410 to 428 (several numbers missing), but before delivery, the FE&MV initials were applied and the numbers changed.

These light freight Eight-wheelers gave 3 decades and more of service before being scrapped between February 1915 (1234) and January 1923 (1243).


Class E-10 (Locobase 7556)

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.

The Baldwins shown in Locobase 7555 had the passenger drivers, but these Schenectadies probably accounted for most of the freight traffic on the FE & MV.


Class E-2 (Locobase 9322)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 129. Works numbers included 6375-6376 in September 1882 and 6413, 6420, 6500-6501 in November 1882.

A sextet of passenger engines to flesh out the motive power profile of the Omaha Road. The specifications page show that the boiler was ordered with 188 tubes. The E class consisted of locomotives with 18" diameter cylinders.

75 was retired first in August 1914 and 70 followed in December 1915. It was 11 years before the next withdrawal, but 1926 saw disposal of the rest: 71 (May), 73 (June), 74 (August), and 72 (December).


Class E-3 (Locobase 9323)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p.128. Works number was 6737 in May 1883.

Passenger Eight-wheeler that appears to have been the only locomotive in the class. 94 was ordered as the last in a larger class designated D-6 (Locobase 9310), but may have been delivered with the boiler and cylinders shown combined with the 62" drivers and standard 4-4-0 grate area.

It was scrapped in October 1926.


Class E-3 / J-3 (Locobase 7558)

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 868-869, 906-908 in July 1880 and 1093-1098 in December 1881.

The Ashland Route was part of the Milwaukee, Lake Shore and Western Railway, which operated independently in northeast Wisconsin from 1872 to 1893. These small Eight-wheelers came in two batches in the early 1880s.

By 1890, the MLS&W had accumulated 850 miles (1,369 km) of line.

The Chicago & North Western acquired the MLS&W in September 1893. The C&NW began scrapping this class in November 1901 (Engine 939) and completed the dissolution in August 1808 with road #926.


Class E-5 (Locobase 9325)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1322-1323 in November 1882, 1324-1330, 1331 in July 1883.

As the Omaha Road settled on the 18" diameter cylinder, its locomotive purchases increased in number per class. This decade of mixed-traffic engines were produced in December 1882 and January 1883 (1 locomotive).


Class E-6 (Locobase 9326)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2051-2054 in March 1886, 2055-2058 in May, 2344-2351 in June 1887, 2352-2358 in August.

This class has to be seen as one of the standard classes for the Omaha Road in the mid-1880s. The number of engines, the size of the drivers, the capacity of the boiler and grate all mark the design as a mixed-traffic locomotive that operated all over the series.


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.


Class E-7 (Locobase 9327)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2575-2580 in

As the decade wore on, the Omaha Road's Eight-wheelers grew in size and capacity. At the same time, they were still constrained by a firebox that was deeply set between the driving axles and consequently limiting the grate area. This may explain the unusual choice of a shorter stroke than the standard 24" in this set.

Delivered in July 1888, these were immediately followed by a larger class of very similar locomotives; see Locobase 9328.


Class E-8 (Locobase 9328)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2587-2592, 2593-2595 in June, 2596-2600 in August.

Who knows why these differences arise? When this Hudson-River builder continued its building program for the Omaha Road in July 1888, it produced a set of engines that were lacking just one tube, had drivers measuring 1" less, and had boilers pressed to 5 psi less than the E-7s that immediately preceded them. (Locobase 9327). Schenectady produced the first 7 in July 1888, 4 more in August, and the last 3 in September.


Class F-1 (Locobase 7557)

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.


Class F-8 (Locobase 9336)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4424-4426 in March 1896, 4743 in May 1898, 4934-4939 in December 1898, and 5373-5376 in December 1899.

Passenger power on the Omaha Road in the late 1890s included this class of Eight-wheelers supplied from April 1896 to December 1899.

They were somewhat more modestly scaled than their B-class (Locobase 6800) and C-class (Locobase 454) Eight-wheeler contemporaries on the parent Chicago & North Western, but still represented adequate mainline power.


Class N-1 (Locobase 3490)

Information from White (1997) in which he describes this engine as intended to establish a standard design. See also George W Gushing, "Old-Time Freight Locomotive, The 'Missouri', Chicago & Northwestern Ry ", Railway Master Mechanic, Vol XXIV, #6 (June 1900). p. 301.

Although several, very similar engines were built in the next few years, then-current practice meant that "standardization" could only be loosely defined. Gushing noted that both Hinkley & Williams (of Boston) and Baldwin supplied engines in a 50-locomotive purchase in 1866-1867. Hinkley records compiled by Gene Connelly show that Hinkley & Williams works numbers for this class were 714-715, 726-732 in 1864; (741), (742), 743-746, and 751 in 1865; and 780-782, 789, 791-794, (796), 808 in 1866. Baldwin's works numbers were 1560-1568, 1570, 1575 in January 1867; 1576, 1579-1580, 1586-1587 in February; 1589-1591, 1593-1598, 1602-1605 in March; 1606-1608, 1610, 1613, 1615, 1617-1618, 1620-1622 in April.

Gushing's report provided a tour through some of this design's good features: "The pressure of 130 pounds indicates an increase in steam, at that time, in engines of this class; and the tank was also a large one. The ample heating surface given made a good steamer, and this was assisted by the use, at that time, of a Hunter pattern of stack, which gave excellent freedom to the waste products of combustion, and retained the sparks in circulation until made harmless, to be passed out through the proper openings. The front end was fitted with a pipe dropping below the base of the stack, of suitable diameter, much the same as are fitted to very good steamers now. It was also fitted with a petticoat pipe, skirted to attract proper circulation of gases and cinders through the upper or lower tubes as desired."

In September 1900, George B Snow described some "Old-Time Chicago Locomotives" for the RMM beginning on page 479. He noted that nearly every locomotive of the time burned wood, a low-calorie combustible that cramped locomotive speed and range: "Then, the concomitant of every water tank on the line of a railway was a large pile of cordwood, the sticks being sawed once in two; and while the tender was filling with water, all the available help belonging to the station and train were occupied in throwing wood and heaping it on the tender. This load would last an engine, if working hard, about an hour. Passenger engines usually ran about thirty miles, and freight engines about ten miles, with one tender full of wood."

Snow described the operational implications: "The fire door was placed as near the crown sheet as it could be, and, when running, the firebox was kept full of wood, or up to the level of the door at any rate. If the engine was working hard, the wood would burn about as fast as it could be handled; and, if running against a strong head wind, a passenger engine would sometimes consume the wood so fast that the fire door would be open for mile after mile, the fireman throwing in wood as fast as he could handle it."

Almost all were scrapped by 1900.

Specifications by Steve Llanso of Sweat House Media
Class123/D-9124/D-1099A-1A-2
Locobase ID9318 9319 11,113 15,897 6798
RailroadChicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class1310411
Road Numbers123124-12599, 191-192, 250-253, 309, 421, 42719, 133, 405156, 497-506
GaugeStdStdStdStdStd
Number Built1310411
BuilderSchenectadySchenectadySchenectadyC&NWC&NW
Year18831883189318811883
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 8.50 / 2.59 8.83 / 2.69 8.33 / 2.54 8.33 / 2.54
Engine Wheelbase (ft / m)22.67 / 6.9122.67 / 6.9123.83 / 7.2622.98 / 723.10 / 7.04
Ratio of driving wheelbase to overall engine wheebase 0.37 0.37 0.37 0.36 0.36
Overall Wheelbase (engine & tender) (ft / m)43.17 / 13.1643.17 / 13.1646.46 / 14.1643.19 / 13.1643.28 / 13.19
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)51,200 / 23,22448,200 / 21,86367,500 / 30,61853,900 / 24,44954,300 / 24,630
Engine Weight (lbs / kg)77,600 / 35,19974,600 / 33,838107,500 / 48,76184,800 / 38,46584,400 / 38,283
Tender Loaded Weight (lbs / kg)63,500 / 28,80363,700 / 28,89461,500 / 27,89658,000 / 26,308
Total Engine and Tender Weight (lbs / kg)141,100 / 64,002138,300 / 62,732146,300 / 66,361142,400 / 64,591
Tender Water Capacity (gals / ML)2800 / 10.612750 / 10.423600 / 13.642800 / 10.612800 / 10.61
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 6.50 / 5.90 6.50 / 5.907 / 6.407 / 6.40
Minimum weight of rail (calculated) (lb/yd / kg/m)43 / 21.5040 / 2056 / 2845 / 22.5045 / 22.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)69 / 175363 / 160069 / 175363 / 160056 / 1422
Boiler Pressure (psi / kPa)140 / 9.70140 / 9.70180 / 12.40140 / 9.70140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61017" x 24" / 432x61018" x 24" / 457x61017" x 24" / 432x61017" x 24" / 432x610
Tractive Effort (lbs / kg)11,962 / 5425.8813,101 / 5942.5217,242 / 7820.8513,101 / 5942.5214,739 / 6685.51
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.28 3.68 3.91 4.11 3.68
Heating Ability
Firebox Area (sq ft / m2)108.60 / 10.09108.60 / 10.09137.96 / 12.82115 / 10.68115 / 10.69
Grate Area (sq ft / m2)17.10 / 1.5917.10 / 1.5916.70 / 1.5516 / 1.4916 / 1.49
Evaporative Heating Surface (sq ft / m2)1049 / 97.491049 / 97.491692 / 157.251090 / 101.261090 / 101.30
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1049 / 97.491049 / 97.491692 / 157.251090 / 101.261090 / 101.30
Evaporative Heating Surface/Cylinder Volume166.38166.38239.37172.88172.88
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation23942394300622402240
Same as above plus superheater percentage23942394300622402240
Same as above but substitute firebox area for grate area15,20415,20424,83316,10016,100
Power L140653712697538823451
Power MT350.07339.57455.62317.56280.23

Specifications by Steve Llanso of Sweat House Media
ClassA-3A-4A-5A-modifiedA-modified
Locobase ID6799 13,301 7553 3151 15,896
RailroadChicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class701173737
Road Numbers500 series274908908
GaugeStdStdStdStdStd
Number Built7013737
BuilderSchenectadyC&NWC&NWSchenectadySchenectady
Year18831884189818951895
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.33 / 2.54 8.83 / 2.69 8.83 / 2.69 8.50 / 2.59 8.50 / 2.59
Engine Wheelbase (ft / m)23.10 / 7.0423.62 / 7.2023.48 / 7.1623.08 / 7.0323.08 / 7.03
Ratio of driving wheelbase to overall engine wheebase 0.36 0.37 0.38 0.37 0.37
Overall Wheelbase (engine & tender) (ft / m)43.28 / 13.1945.17 / 13.7749.37 / 15.0549.37 / 15.05
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)54,300 / 24,63057,800 / 26,21866,710 / 30,25983,300 / 37,78476,000 / 34,473
Engine Weight (lbs / kg)84,400 / 38,28390,000 / 40,823108,180 / 49,070131,100 / 59,466125,600 / 56,971
Tender Loaded Weight (lbs / kg)58,000 / 26,30882,000 / 37,195109,500 / 49,66897,500 / 44,225
Total Engine and Tender Weight (lbs / kg)142,400 / 64,591190,180 / 86,265240,600 / 109,134223,100 / 101,196
Tender Water Capacity (gals / ML)2800 / 10.613800 / 14.395200 / 19.704500 / 17.05
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)7 / 6.408 / 7.308 / 7.3010 / 9.10
Minimum weight of rail (calculated) (lb/yd / kg/m)45 / 22.5048 / 2456 / 2869 / 34.5063 / 31.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 160070 / 177869 / 175375 / 190575 / 1905
Boiler Pressure (psi / kPa)140 / 9.70135 / 9.30180 / 12.40190 / 13.10190 / 13.10
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61018" x 24" / 457x61017" x 24" / 432x61019" x 24" / 483x61019" x 24" / 483x610
Tractive Effort (lbs / kg)13,101 / 5942.5212,747 / 5781.9515,380 / 6976.2618,656 / 8462.2318,656 / 8462.23
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.14 4.53 4.34 4.47 4.07
Heating Ability
Firebox Area (sq ft / m2)124.30 / 11.55119 / 11.06171.77 / 15.96186.10 / 17.30172.75 / 16.05
Grate Area (sq ft / m2)17.50 / 1.6317.50 / 1.6317.75 / 1.6527 / 2.5127 / 2.51
Evaporative Heating Surface (sq ft / m2)1048 / 97.401378 / 128.021632 / 151.671878 / 174.541937 / 179.95
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1048 / 97.401378 / 128.021632 / 151.671878 / 174.541937 / 179.95
Evaporative Heating Surface/Cylinder Volume166.22194.95258.84238.45245.94
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation24502363319551305130
Same as above plus superheater percentage24502363319551305130
Same as above but substitute firebox area for grate area17,40216,06530,91935,35932,823
Power L138924396817884698446
Power MT316.04335.35540.53448.28490.01

Specifications by Steve Llanso of Sweat House Media
ClassBB-1B-1B-2B-3
Locobase ID6800 6801 9297 15,898 15,899
RailroadChicago & North Western (C&NW)Chicago & North Western (C&NW)Sault Sainte Marie & Southwestern (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class687132
Road Numbers196, 198, 200, 203, 208, 211350-400 +1844, 15, 35258-259
GaugeStdStdStdStdStd
Number Built687132
BuilderSchenectadyC & NWHinkleyC&NWC&NW
Year18991878189018751891
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 8.33 / 2.547 / 2.13 8.33 / 2.54 8.67 / 2.64
Engine Wheelbase (ft / m)24.67 / 7.5222.98 / 720.67 / 6.3022.98 / 723.08 / 7.03
Ratio of driving wheelbase to overall engine wheebase 0.34 0.36 0.34 0.36 0.38
Overall Wheelbase (engine & tender) (ft / m)52.52 / 16.0144.62 / 13.6039.08 / 11.9143.19 / 13.1645.17 / 13.77
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)87,000 / 39,46351,400 / 23,31535,450 / 16,08050,000 / 22,68050,000 / 22,680
Engine Weight (lbs / kg)137,000 / 62,14281,000 / 36,74163,000 / 28,57679,700 / 36,15178,000 / 35,380
Tender Loaded Weight (lbs / kg)109,500 / 49,66882,000 / 37,19543,000 / 19,50461,500 / 27,89665,300 / 29,620
Total Engine and Tender Weight (lbs / kg)246,500 / 111,810163,000 / 73,936106,000 / 48,080141,200 / 64,047143,300 / 65,000
Tender Water Capacity (gals / ML)5200 / 19.703800 / 14.391900 / 7.202800 / 10.613200 / 12.12
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.308 / 7.30 3.50 / 3.207 / 6.408 / 7.30
Minimum weight of rail (calculated) (lb/yd / kg/m)73 / 36.5043 / 21.5030 / 1542 / 2142 / 21
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)75 / 190563 / 160063 / 160062 / 157562 / 1575
Boiler Pressure (psi / kPa)190 / 13.10140 / 9.70135 / 9.30140 / 9.70140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)19.5" x 26" / 495x66017" x 24" / 432x61015" x 24" / 381x61017" x 24" / 432x61017" x 24" / 432x610
Tractive Effort (lbs / kg)21,289 / 9656.5413,101 / 5942.529836 / 4461.5413,313 / 6038.6813,313 / 6038.68
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.09 3.92 3.60 3.76 3.76
Heating Ability
Firebox Area (sq ft / m2)190.17 / 18.96115.90 / 10.7774 / 6.87
Grate Area (sq ft / m2)30.22 / 2.8116.20 / 1.5111.50 / 1.0716.20 / 1.5117.75 / 1.65
Evaporative Heating Surface (sq ft / m2)2506 / 232.63996 / 92.57811 / 75.34
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2506 / 232.63996 / 92.57811 / 75.34
Evaporative Heating Surface/Cylinder Volume278.84157.97165.22
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation57422268155322682485
Same as above plus superheater percentage57422268155322682485
Same as above but substitute firebox area for grate area36,13216,2269990
Power L1913536733410
Power MT462.97315.08424.13

Specifications by Steve Llanso of Sweat House Media
ClassCC-1C-2C-3C-5
Locobase ID454 6802 6803 6804 6805
RailroadChicago & North Western (C&NW)Sioux City & Pacific (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class55127020
Road Numbers215-216, 218-2205-6 / 1004, 1065597-608686-704, 887-88
GaugeStdStdStdStdStd
Number Built55127020
BuilderSchenectadySchenectadySchenectadySchenectadySchenectady
Year18991899188518851888
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 8.50 / 2.59 8.83 / 2.69 8.83 / 2.69 8.83 / 2.69
Engine Wheelbase (ft / m)24.67 / 7.5223 / 7.0123.62 / 7.2023.62 / 7.2023.62 / 7.20
Ratio of driving wheelbase to overall engine wheebase 0.34 0.37 0.37 0.37 0.37
Overall Wheelbase (engine & tender) (ft / m)52.54 / 16.0147.17 / 14.3845.25 / 13.7945.25 / 13.7945.25 / 13.79
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)85,700 / 38,87371,000 / 32,20556,750 / 25,74157,650 / 26,15061,870 / 28,064
Engine Weight (lbs / kg)133,800 / 60,691111,500 / 50,57688,550 / 40,16690,000 / 40,82395,300 / 43,227
Tender Loaded Weight (lbs / kg)110,800 / 50,25879,500 / 36,06182,000 / 37,19582,000 / 37,19582,000 / 37,195
Total Engine and Tender Weight (lbs / kg)244,600 / 110,949191,000 / 86,637170,550 / 77,361172,000 / 78,018177,300 / 80,422
Tender Water Capacity (gals / ML)5200 / 19.703500 / 13.263800 / 14.393800 / 14.393800 / 14.39
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)10 / 9.107 / 6.408 / 7.308 / 7.308 / 7.30
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.5059 / 29.5047 / 23.5048 / 2452 / 26
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)80 / 190562 / 157563 / 160063 / 160063 / 1600
Boiler Pressure (psi / kPa)190 / 13.10185 / 12.80150 / 10.30150 / 10.30150 / 10.30
High Pressure Cylinders (dia x stroke) (in / mm)19" x 26" / 483x66018" x 24" / 457x61018" x 22" / 457x55918" x 24" / 457x61018" x 24" / 457x610
Tractive Effort (lbs / kg)18,948 / 8594.6819,722 / 8945.7614,426 / 6543.5315,737 / 7138.1915,737 / 7138.19
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.52 3.60 3.93 3.66 3.93
Heating Ability
Firebox Area (sq ft / m2)187 / 18.78143 / 13.29128.37 / 11.93135 / 12.55137.61 / 12.79
Grate Area (sq ft / m2)30.22 / 2.8125.20 / 2.3415 / 1.3915 / 1.3915 / 1.39
Evaporative Heating Surface (sq ft / m2)2353 / 218.601700 / 157.991286 / 119.521338 / 124.351567 / 145.63
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2353 / 218.601700 / 157.991286 / 119.521338 / 124.351567 / 145.63
Evaporative Heating Surface/Cylinder Volume275.78240.50198.47189.29221.69
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation57424662225022502250
Same as above plus superheater percentage57424662225022502250
Same as above but substitute firebox area for grate area35,53026,45519,25620,25020,642
Power L197636531468644855025
Power MT502.30405.59364.08343.03358.11

Specifications by Steve Llanso of Sweat House Media
ClassC-5 - 1916 rebuildC-6D-1/D-3D-12D-14
Locobase ID8381 6806 9306 9320 12,040
RailroadChicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class52101741
Road Numbers686-704, 887-88various34-35, 37-40, 2-7, 9, 41-43237-238, 241-242821
GaugeStdStdStdStdStd
Number Built1741
BuilderC & NWC&NWBurnham, Parry, Williams & CoC&NWBurnham, Williams & Co
Year19161899187918801892
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.83 / 2.69 8.83 / 2.698 / 2.44 8.25 / 2.51 7.50 / 2.29
Engine Wheelbase (ft / m)23.62 / 7.2023.79 / 7.2522.50 / 6.8622.42 / 6.8321.69 / 6.61
Ratio of driving wheelbase to overall engine wheebase 0.37 0.37 0.36 0.37 0.35
Overall Wheelbase (engine & tender) (ft / m)45.79 / 13.9647.02 / 14.3342.17 / 12.8543.67 / 13.31
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)61,600 / 27,94176,000 / 34,47348,600 / 22,04546,600 / 21,13764,000 / 29,030
Engine Weight (lbs / kg)102,800 / 46,629118,500 / 53,75175,000 / 34,01973,000 / 33,11298,000 / 44,452
Tender Loaded Weight (lbs / kg)82,000 / 37,19582,000 / 37,19556,400 / 25,58353,800 / 24,403
Total Engine and Tender Weight (lbs / kg)184,800 / 83,824200,500 / 90,946131,400 / 59,602126,800 / 57,515
Tender Water Capacity (gals / ML)3800 / 14.393800 / 14.392770 / 10.492200 / 8.333600 / 13.64
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)8 / 7.308 / 7.30 6.50 / 5.90 6.50 / 5.90
Minimum weight of rail (calculated) (lb/yd / kg/m)51 / 25.5063 / 31.5041 / 20.5039 / 19.5053 / 26.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 160069 / 175357 / 144858 / 147363 / 1600
Boiler Pressure (psi / kPa)150 / 10.30180 / 12.40140 / 9.70140 / 9.70180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61018" x 24" / 457x61017" x 24" / 432x61017" x 24" / 432x61012" x 24" / 305x610
Low Pressure Cylinders (dia x stroke) (in / mm)20" x 24" / 508x610
Tractive Effort (lbs / kg)15,737 / 7138.1917,242 / 7820.8514,480 / 6568.0314,231 / 6455.0812,343 / 5598.70
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.91 4.41 3.36 3.27 5.19
Heating Ability
Firebox Area (sq ft / m2)146.30 / 13.59149.30 / 13.88104.50 / 9.71110.80 / 10.30132.20 / 12.29
Grate Area (sq ft / m2)16.26 / 1.5125 / 2.3215.30 / 1.4216.30 / 1.5126.70 / 2.48
Evaporative Heating Surface (sq ft / m2)1238 / 115.011797 / 167.011030 / 95.69992 / 92.191525 / 141.73
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1238 / 115.011797 / 167.011030 / 95.69992 / 92.191525 / 141.73
Evaporative Heating Surface/Cylinder Volume175.14254.22163.36157.34485.42
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation24394500214222824806
Same as above plus superheater percentage24394500214222824806
Same as above but substitute firebox area for grate area21,94526,87414,63015,51223,796
Power L143887449327533184734
Power MT314.09432.16297.12313.95326.15

Specifications by Steve Llanso of Sweat House Media
ClassD-3D-4D-4D-5D-6
Locobase ID7554 9308 15,974 9309 9310
RailroadChicago & North Western (C&NW)Chicago, St. Paul & Minneapolis (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class302121014
Road Numbers410-429, 440-44932-3344-49, 64-6954-6376-89
GaugeStdStdStdStdStd
Number Built302121014
BuilderBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & Co
Year18811878188118811882
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.25 / 2.518 / 2.448 / 2.448 / 2.44 8.50 / 2.59
Engine Wheelbase (ft / m)22.06 / 6.7222.54 / 6.8622.50 / 6.8622.50 / 6.8622.42 / 6.86
Ratio of driving wheelbase to overall engine wheebase 0.37 0.35 0.36 0.36 0.38
Overall Wheelbase (engine & tender) (ft / m)43.37 / 13.2244.17 / 13.4644.17 / 12.8544.17 / 13.4644.17 / 13.46
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)50,500 / 22,90648,600 / 22,04548,600 / 22,04548,600 / 22,04549,400 / 22,407
Engine Weight (lbs / kg)80,400 / 36,46975,000 / 34,01975,000 / 34,01975,000 / 34,01977,000 / 34,927
Tender Loaded Weight (lbs / kg)61,500 / 27,89656,400 / 25,58356,400 / 25,58356,400 / 25,58357,200 / 25,946
Total Engine and Tender Weight (lbs / kg)141,900 / 64,365131,400 / 59,602131,400 / 59,602131,400 / 59,602134,200 / 60,873
Tender Water Capacity (gals / ML)2800 / 10.612400 / 9.092770 / 10.492400 / 9.093000 / 11.36
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)7 / 6.40 6.50 / 5.90 6.50 / 5.90 6.50 / 5.90 6.50 / 5.90
Minimum weight of rail (calculated) (lb/yd / kg/m)42 / 2141 / 20.5041 / 20.5041 / 20.5041 / 20.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 160063 / 160057 / 144859 / 149962 / 1448
Boiler Pressure (psi / kPa)135 / 9.30140 / 9.70140 / 9.70140 / 9.70140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x610
Tractive Effort (lbs / kg)12,633 / 5730.2413,101 / 5942.5214,480 / 6568.0313,990 / 6345.7613,313 / 6038.68
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.00 3.71 3.36 3.47 3.71
Heating Ability
Firebox Area (sq ft / m2)114.36 / 10.63107.20 / 9.96107.20 / 9.71106.50 / 9.90117 / 10.87
Grate Area (sq ft / m2)16.40 / 1.5215.30 / 1.4215.30 / 1.4215.30 / 1.4217 / 1.58
Evaporative Heating Surface (sq ft / m2)943 / 87.641032 / 95.911032 / 95.691026 / 95.351154 / 107.25
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)943 / 87.641032 / 95.911032 / 95.691026 / 95.351154 / 107.25
Evaporative Heating Surface/Cylinder Volume149.56163.68163.68162.73183.03
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation22142142214221422380
Same as above plus superheater percentage22142142214221422380
Same as above but substitute firebox area for grate area15,43915,00815,00814,91016,380
Power L134063656330834033990
Power MT297.38331.69300.12308.74356.13

Specifications by Steve Llanso of Sweat House Media
ClassD-7D-8E / E-6E-10E-2
Locobase ID9317 9316 7555 7556 9322
RailroadChicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Fremont, Elkhorn & Missouri Valley (C&NW)Fremont, Elkhorn & Missouri Valley (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class1915416
Road Numbers109-112101-107, 109, 111-11232-46 / 1232-12461247-128770-75
GaugeStdStdStdStdStd
Number Built915416
BuilderManchesterManchesterBurnham, Parry, Williams & CoSchenectadyBurnham, Parry, Williams & Co
Year18821882188518861882
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)8 / 2.448 / 2.44 8.83 / 2.69 8.83 / 2.69 8.50 / 2.59
Engine Wheelbase (ft / m)22.50 / 6.8622.50 / 6.8623.67 / 7.2123.67 / 7.2122.50 / 6.86
Ratio of driving wheelbase to overall engine wheebase 0.36 0.36 0.37 0.37 0.38
Overall Wheelbase (engine & tender) (ft / m)43 / 13.1143 / 13.1144.83 / 13.6644.33 / 13.5148.35 / 14.74
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)44,800 / 20,32146,300 / 21,00154,400 / 24,67556,200 / 25,49253,300 / 24,177
Engine Weight (lbs / kg)70,400 / 31,93371,900 / 32,61387,000 / 39,46389,700 / 40,68781,000 / 36,741
Tender Loaded Weight (lbs / kg)52,300 / 23,72352,300 / 23,72363,150 / 28,64461,200 / 27,76063,400 / 28,758
Total Engine and Tender Weight (lbs / kg)122,700 / 55,656124,200 / 56,336150,150 / 68,107150,900 / 68,447144,400 / 65,499
Tender Water Capacity (gals / ML)2805 / 10.632805 / 10.632800 / 10.612750 / 10.423000 / 11.36
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 6.50 / 5.90 6.50 / 5.906 / 5.506 / 5.506 / 5.50
Minimum weight of rail (calculated) (lb/yd / kg/m)37 / 18.5039 / 19.5045 / 22.5047 / 23.5044 / 22
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)60 / 152463 / 160063 / 160059 / 149969 / 1753
Boiler Pressure (psi / kPa)140 / 9.70140 / 9.70140 / 9.70145 / 10140 / 9.70
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x61018" x 24" / 457x610
Tractive Effort (lbs / kg)13,756 / 6239.6213,101 / 5942.5213,101 / 5942.5214,489 / 6572.1113,411 / 6083.13
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.26 3.53 4.15 3.88 3.97
Heating Ability
Firebox Area (sq ft / m2)109.60 / 10.19109.60 / 10.19120 / 11.15115 / 10.69124.80 / 11.60
Grate Area (sq ft / m2)16 / 1.4916 / 1.4917.50 / 1.6317.50 / 1.6316.80 / 1.56
Evaporative Heating Surface (sq ft / m2)1089 / 101.211201 / 111.621212 / 112.641282 / 119.141173 / 109.01
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1089 / 101.211201 / 111.621212 / 112.641282 / 119.141173 / 109.01
Evaporative Heating Surface/Cylinder Volume172.72190.48192.23203.33165.95
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation22402240245025382352
Same as above plus superheater percentage22402240245025382352
Same as above but substitute firebox area for grate area15,34415,34416,80016,67517,472
Power L136354078422541994093
Power MT357.76388.36342.45329.44338.59

Specifications by Steve Llanso of Sweat House Media
ClassE-3E-3 / J-3E-5E-6E-7
Locobase ID9323 7558 9325 9326 7560
RailroadChicago, St Paul, Minneapolis & Omaha (C&NW)Milwaukee, Lake Shore & Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Fremont, Elkhorn & Missouri Valley (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class11110235
Road Numbers9423-24, 20-22, 34-39/925-927,923-924, 934-939113-122100, 126-1471223-1227
GaugeStdStdStdStdStd
Number Built11110235
BuilderBurnham, Parry, Williams & CoRhode IslandRhode IslandSchenectadySchenectady
Year18831880188218861891
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.50 / 2.59 7.25 / 2.21 8.50 / 2.59 8.83 / 2.6913.10 / 3.99
Engine Wheelbase (ft / m)22.50 / 6.8621.33 / 6.5023.25 / 7.0923.60 / 7.1924 / 7.32
Ratio of driving wheelbase to overall engine wheebase 0.38 0.34 0.37 0.37 0.55
Overall Wheelbase (engine & tender) (ft / m)48.35 / 14.7441.67 / 12.7045 / 13.7245.58 / 13.8944.33 / 13.51
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)57,800 / 26,21843,000 / 19,50458,200 / 26,39957,300 / 25,99181,700 / 37,059
Engine Weight (lbs / kg)87,500 / 39,68968,000 / 30,84490,500 / 41,05090,600 / 41,096105,900 / 48,035
Tender Loaded Weight (lbs / kg)59,100 / 26,80761,500 / 27,89672,000 / 32,65973,500 / 33,33970,000 / 31,752
Total Engine and Tender Weight (lbs / kg)146,600 / 66,496129,500 / 58,740162,500 / 73,709164,100 / 74,435175,900 / 79,787
Tender Water Capacity (gals / ML)3000 / 11.362000 / 7.583400 / 12.883000 / 11.363200 / 12.12
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)6 / 5.505 / 4.50 6.50 / 5.906 / 5.507 / 6.40
Minimum weight of rail (calculated) (lb/yd / kg/m)48 / 2436 / 1849 / 24.5048 / 2468 / 34
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)69 / 175363 / 160063 / 160063 / 160063 / 1600
Boiler Pressure (psi / kPa)140 / 9.70135 / 9.30140 / 9.70140 / 9.70165 / 11.40
High Pressure Cylinders (dia x stroke) (in / mm)18" x 24" / 457x61016" x 24" / 406x61018" x 24" / 457x61018" x 24" / 457x61018" x 24" / 457x610
Tractive Effort (lbs / kg)13,411 / 6083.1311,191 / 5076.1614,688 / 6662.3714,688 / 6662.3717,311 / 7852.15
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.31 3.84 3.96 3.90 4.72
Heating Ability
Firebox Area (sq ft / m2)115.90 / 10.77121.70 / 11.31125.20 / 11.64126 / 11.71
Grate Area (sq ft / m2)16.80 / 1.5614.85 / 1.3817 / 1.5817.50 / 1.6316.63 / 1.55
Evaporative Heating Surface (sq ft / m2)1254 / 116.541171 / 108.831375 / 127.791549 / 143.96
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1254 / 116.541171 / 108.831375 / 127.791549 / 143.96
Evaporative Heating Surface/Cylinder Volume177.40165.66194.52219.14
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation23522005238024502744
Same as above plus superheater percentage23522005238024502744
Same as above but substitute firebox area for grate area16,22617,03817,52820,790
Power L14176370141615341
Power MT318.56280.39320.19288.25

Specifications by Steve Llanso of Sweat House Media
ClassE-7E-8F-1F-8N-1
Locobase ID9327 9328 7557 9336 3490
RailroadChicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-0
Number in Class6141214
Road Numbers154-159160-173251-260, 275-278
GaugeStdStdStdStdStd
Number Built6141214
BuilderSchenectadySchenectadyTauntonSchenectadyseveral
Year18881888188118961865
Valve GearStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.83 / 2.69 8.83 / 2.69 8.50 / 2.59 8.50 / 2.59
Engine Wheelbase (ft / m)23.60 / 7.1923.60 / 7.1922.46 / 6.8523.08 / 7.03
Ratio of driving wheelbase to overall engine wheebase 0.37 0.37 0.38 0.37
Overall Wheelbase (engine & tender) (ft / m)45.46 / 13.8645.46 / 13.8643.61 / 13.2947.75 / 14.55
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)61,000 / 27,66961,000 / 27,66950,000 / 22,68082,700 / 37,512
Engine Weight (lbs / kg)92,500 / 41,95792,500 / 41,95780,500 / 36,514130,700 / 59,28560,000 / 27,216
Tender Loaded Weight (lbs / kg)73,600 / 33,38473,600 / 33,38461,500 / 27,896107,500 / 48,761
Total Engine and Tender Weight (lbs / kg)166,100 / 75,341166,100 / 75,341142,000 / 64,410238,200 / 108,046
Tender Water Capacity (gals / ML)3000 / 11.365000 / 18.942800 / 10.614500 / 17.051800 / 6.82
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT) 8.50 / 7.70 6.50 / 5.907 / 6.4010.50 / 9.505 / 4.50
Minimum weight of rail (calculated) (lb/yd / kg/m)51 / 25.5051 / 25.5042 / 2169 / 34.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)64 / 162663 / 160063 / 160073 / 185454 / 1372
Boiler Pressure (psi / kPa)145 / 10140 / 9.70140 / 9.70190 / 13.10130 / 9
High Pressure Cylinders (dia x stroke) (in / mm)18" x 22" / 457x55918" x 24" / 457x61017" x 24" / 432x61019" x 24" / 483x61015" x 24" / 381x610
Tractive Effort (lbs / kg)13,727 / 6226.4714,688 / 6662.3713,101 / 5942.5219,168 / 8694.4711,050 / 5012.20
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.44 4.15 3.82 4.31
Heating Ability
Firebox Area (sq ft / m2)135 / 12.54135 / 12.55119.87 / 11.14171 / 15.89
Grate Area (sq ft / m2)17.30 / 1.6117.30 / 1.6117.75 / 1.6526.50 / 2.4613.50 / 1.25
Evaporative Heating Surface (sq ft / m2)1566 / 145.481548 / 143.871078 / 100.191854 / 172.30
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1566 / 145.481548 / 143.871078 / 100.191854 / 172.30
Evaporative Heating Surface/Cylinder Volume241.68219.00170.98235.40
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation25092422248550351755
Same as above plus superheater percentage25092422248550351755
Same as above but substitute firebox area for grate area19,57518,90016,78232,490
Power L15349462339117951
Power MT386.64334.16344.89423.92

Reference