Locobase finds Atlantics everywhere during this period of American locomotive history. This pair arrived in the same year as the Schenectady Atlantics (Locobase 7144) showed up on the C & EI. Although smaller and less powerful and running on smaller drivers, the proportions and the look of these engines were more classically 4-4-2 than were the larger locomotives.
Angus Sinclair, writing in the September 1903 issue of his Railway and Locomotive Engineering Journal (p. 425) adds some comments on the distinguishing characteristics: "There are a number of Brooks' details to be seen on this engine, such as the reach rod, made of extra heavy 2-in. pipe; the Player ash pan, the spring hanger joints and the spring self-centering device on the carrying wheels at the rear. The equalizer between rear driver and carrying wheel has three pin holes, any one of which may be used, thus giving a chance for a slight redistribution of weight when engine is in the round house. The engine truck is supplied with the three-pivot link hanger for the cradle, which produces a rapid and sure return to center, though allowing considerable side movement."
Notice that the adhesion-weight augmenter could only be adjusted in the roundhouse.
A few years later they were incorporated into the C & EI.
Locobase finds Atlantics everywhere during this period of American locomotive history. What puzzles the editor about this set was the retention from several other Schenectady designs of what was already a shallow firebox with very modest heating surface area to heat a still larger boiler.
As it turns out, this was just the first step. See Locobase 7145.
(NB: Gene Connelly's comprehensive of Alco works numbers shows this batch to have come from Alco's Manchester works rather than the home facility at Schenectady.) Baldwin works numbers were 28403, 28431-28432, 28485 in June 1905; 28529 in July; 30816-30832, 30833-30834 in May 1907.
Locobase guesses that Schenectady responded to the C & EI's call for Atlantics with a quick rework of an existing 4-6-0. That result is shown in Locobase 7144. But a liability of that design would have been the small firebox. So two years later, Schenectady delivered this sextet of 4-4-2s with larger fireboxes, fewer and larger-diameter tubes, and less overall heating surface.As Atlantics in general went, the C & EI engines had relatively larger boilers, middle-of-the-pack grate and firebox heating areas, and were likewise in the middle as far as adhesion weight went. They had 12" (305 mm) piston valves.
Baldwin then supplied five more to the same design in 1906 and another five in 1907; the latter had slightly more firebox heating surface (196 sq ft/18.2 sq m) and thus more evaporative heating surface (3,121 sq ft/290 sq m).
According to the 1949 edition of the C & EI's diagram books, these were never superheated. Even so, some remained in service to that date.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Evansville & Terre Haute (C&EI)||Chicago & Eastern Illinois (C&EI)||Chicago & Eastern Illinois (C&EI)|
|Number in Class||2||8||16|
|Road Numbers||200-201 / 531-532||300-307/202-209||308-313, 321-330/210-215|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||6.67 / 2.03||7 / 2.13||7 / 2.13|
|Engine Wheelbase (ft / m)||27.67 / 8.43||27.25 / 8.31||27.25 / 8.31|
|Ratio of driving wheelbase to overall engine wheebase||0.24||0.26||0.26|
|Overall Wheelbase (engine & tender) (ft / m)||49.58 / 15.11||57.25 / 17.45||57.42 / 17.50|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||84,000 / 38,102||103,000 / 46,720||101,550 / 46,062|
|Engine Weight (lbs / kg)||144,000 / 65,317||180,000 / 81,647||185,400 / 84,096|
|Tender Loaded Weight (lbs / kg)||99,500 / 45,132||130,000 / 58,967||138,000 / 62,596|
|Total Engine and Tender Weight (lbs / kg)||243,500 / 110,449||310,000 / 140,614||323,400 / 146,692|
|Tender Water Capacity (gals / ML)||5000 / 18.94||7000 / 26.52||7500 / 28.41|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||10 / 9.10||11 / 10||12 / 10.90|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||70 / 35||86 / 43||85 / 42.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||73 / 1854||78 / 1981||78 / 1981|
|Boiler Pressure (psi / kPa)||180 / 12.40||200 / 13.80||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 26" / 483x660||21" x 26" / 533x660||21" x 26" / 533x660|
|Tractive Effort (lbs / kg)||19,672 / 8923.08||24,990 / 11335.29||24,990 / 11335.29|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.27||4.12||4.06|
|Firebox Area (sq ft / m2)||146 / 13.57||148 / 13.75||181.06 / 16.83|
|Grate Area (sq ft / m2)||42.50 / 3.95||50.16 / 4.66||47.70 / 4.43|
|Evaporative Heating Surface (sq ft / m2)||2016 / 187.36||3466 / 322.12||3106 / 288.66|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||2016 / 187.36||3466 / 322.12||3106 / 288.66|
|Evaporative Heating Surface/Cylinder Volume||236.28||332.54||298.00|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||7650||10,032||9540|
|Same as above plus superheater percentage||7650||10,032||9540|
|Same as above but substitute firebox area for grate area||26,280||29,600||36,212|