Class 1000 (2) (Locobase 9386)

Data from IC 1913ca Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

John S Ingles (in Drury (1993)) tells us that this locomotive was procured as a Prairie to be compared against a single Atlantic delivered by Baldwin in the same year. After a year of trials, the Atlantic layout won, but Rogers produced the batch. This single Prairie was converted into a 4-6-2 in July 1907 and took the number of the experimental Atlantic.

Sometime later, it was again rebuilt with 24" x 26" cylinders; see Locobase 7047.

Class 1000 (2) - superheated (Locobase 7047)

Data from IC 1930 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

After the original conversion from Prairie to Pacific shown in Locobase 9386, the IC later enlarged the basic design to take bigger cylinders, and added a superheater and 22 sq ft of arch tubes to the firebox. The result was a locomotive with almost the same amount of heating surface, but using drier steam admitted through 14" piston valves.

Class 1031 / 1054 (Locobase 6946)

Data from 1928 Illinois Central locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This series of small batches represented the IC's first Pacifics; Schenectady supplied 5 in 1905 (builder's numbers 29542-29546), 5 in 1906 (40355-40359), and 8 in 1907 (43463-43470). Brooks followed with 15 in 1910 (49176-49190) that weighed a ton less each.

They arrived as saturated-steam locomotives, but were soon superheated. Indeed, on the heels of the last of these "wet" Pacifics came the first of those built from scratch with superheaters. See Locobase 6947.

This earlier group was later converted to the same boiler standard as those that were delivered with superheaters. Measurement quirks probably account for the slight discrepancies in heating surface measurements.

Class 1049 (Locobase 9388)

Data from 1928 Illinois Central locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 33774-775, 33813-33814, and 33824 in September 1909.

Five "Harriman Common Standard" Pacifics according to Drury (1993). They were delivered by Baldwin in three small batches in 1909;. Firebox heating surface included 28 sq ft of arch tubes and steam admission came through 14"-diameter piston valves. The superheated update is found on Locobase 1355.

Class 1049 - superheated (Locobase 1355)

Data from 1928 Illinois Central locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Five "Harriman Common Standard" Pacifics according to Drury (1993). They were delivered by Baldwin in three small batches in 1909; works numbers were 33774-775, 33813-814, and 33824. Firebox heating surface included 28 sq ft of arch tubes and steam admission came through 14"-diameter piston valves.

Class 1069 (Locobase 6947)

Data from 1913ca and IC 9 - 1928 Illinois Central locomotive diagram books supplied in May 2005 by Allen Stanley from his extensive collection. See also data for 1138 from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's http://www.railarchive.net/alcopacifics/index.html (accessed 16 June 2006).

As soon as the Schmidt superheater began appearing in some American locomotives, it began appearing almost everywhere. In the case of the IC's Pacifics, the railroad had just added 15 saturated-steam engines to its growing stud of 4-6-2s when it ordered a quartet (builder's numbers 50095-50099) that repeated most of the specifications of the 1054s (Locobase 6946), but rearranged the boiler to house a moderately sized superheater installation. Firebox heating surface included 28.1 sq ft of arch tubes.

Apparently pleased with the result, the IC ordered 65 more over the next 2 years. Another 10 came that year (50419-50428), 30 more in 1912 (50834-50843 and 52143-52162), and 25 from Richmond (53196-53220) in 1913.

Class 1139 (Locobase 3304)

One of the locomotives to which James Partington, Estimating Engineer for Alco, compared his company's #50000 in "Avoidable Waste in Locomotive Operation as Affected by Design", Railway Age, Volume 95, No. 11 (5 November 1921), pp. 673-677. Annoyingly, he chose not to identify any of these rivals.

Locobase had been carrying this locomotive as "unknown". According to Partington, one of his comparison locomotives had 79" drivers and 26" x 28" cylinders. After review of the IC 9 - 1928 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection, Locobase believes that the class shown above is such a close match that it must be the one to which Partington referred, except for the driver diameter. In addition to the cylinder dimensions and boiler pressure, the grate area and weights match exactly while the heating surface areas were within a few sq ft.

This big class followed an even larger class of Pacifics of somewhat smaller dimensions; see Locobase 6947.

The first batch of 40 came from Brooks in 1916 and 1918; their builder's numbers were 56083-56102 (1916) and 58185-58204 (1918). These had 235 boiler tubes which resulted in about 20 sq ft more heating surface than the Schenectady engines that followed in 1920. Schenectady's builder's numbers were 62516-62540 and they had the areas and tube count shown in the specs.

Class B (Locobase 6084)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive collection. See also IC 1955 Locomotive Diagrams and DeGolyer, Vol 59, pp. 81+. Works numbers were 51199, 51259 in February 1919 and 55416 in May 1922.

The Vicksburg, Shreverport & Pacific Pacifics were confined to these three. Very similar to the 1914 NO & NE locomotives (see Locobase 6090), these had the same superheater area and 13" (330 mm) diameter piston valves, but a larger firebox.

When taken up by the Illinois Central, they were renumbered three times, ending with 1000-1002. In 1943, all three were substantially rebuilt with results that are implausible at best. The IC diagram shows an engine with 26" x 28" (660 x 711 mm) cylinders, 58 sq ft (5.4 sq m) of thermic syphons, and 220 psi of boiler pressure. Tractive effort soared to 52,052 lb (23,610 kg). Locobase suspects these numbers were incorrectly brought over from another, larger design because the factor of adhesion derived from this new tractive effort and the same weight on the drivers is an impossible 2.7. Locobase suspects that all that changed in this trio was the adoption of thermic syphons and the deletion of the arch tubes and ten small tubes from the boiler.

1001 was scrapped first in March 1954; 1000 and 1002 followed 14 months later in May 1955.

Class B (Locobase 6085)

Data from the 1926 Alabama & Vicksburg locomotive diagram book supplied in March 2004 by Allen Stanley from his extensive collection. Works numbers were 57639, 57655-57656 in February 1924.

These were the largest engines procured by the A & V, bigger even than the 2-10-2s they'd bought a few years earlier. Firebox heating surface included 62 sq ft of Nicholson syphons and steam was delivered through 14" diameter piston valves. When the IC took control of the Vicksburg Route, this class was renumbered 1310-1312.