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.
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.
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.
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.
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.
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.
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.
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.
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.
|Specifications by Steve Llanso|
|Class||1000 (2)||1000 (2) - superheated||1031 / 1054||1049||1049 - superheated||1069||1139||B||B|
|Railroad||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Vicksburg, Shreveport & Pacific (IC)||Alabama & Vicksburg (IC)|
|Road Numbers||1000||1000||1031-1048, 1054-1068||1049-1053||1049-1053||1069-1138||1139-1203||380-382||480-482 / 1310-1312|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.41||0.39||0.38||0.40||0.40||0.38||0.38||0.36||0.36|
|Overall Wheelbase (engine & tender)||63.62'||45.12'||65.12'||64.10'||64.10'||63.33'||67.04'||67.42'||70.77'|
|Axle Loading (Maximum Weight per Axle)||54000 lbs|
|Weight on Drivers||144250 lbs||147970 lbs||147600 lbs||141000 lbs||151850 lbs||150500 lbs||169500 lbs||141000 lbs||163480 lbs|
|Engine Weight||215500 lbs||231070 lbs||224000 lbs||222000 lbs||242150 lbs||245000 lbs||280000 lbs||217500 lbs||279780 lbs|
|Tender Light Weight||164000 lbs||179400 lbs||161240 lbs||161240 lbs||161240 lbs||176000 lbs||182200 lbs||160000 lbs||166000 lbs|
|Total Engine and Tender Weight||379500 lbs||410470 lbs||385240 lbs||383240 lbs||403390 lbs||421000 lbs||462200 lbs||377500 lbs||445780 lbs|
|Tender Water Capacity||9000 gals||9000 gals||9000 gals||9000 gals||9000 gals||9000 gals||8500 gals||8500 gals|
|Tender Fuel Capacity (oil/coal)||15 tons||15 tons||15 tons||10 tons||tons||15 tons||15 tons||17 tons||17 tons|
|Minimum weight of rail (calculated) on which locomotive could run||80 lb/yard||82 lb/yard||82 lb/yard||78 lb/yard||84 lb/yard||84 lb/yard||94 lb/yard||78 lb/yard||91 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||180 psi||180 psi||200 psi||180 psi||180 psi||190 psi||220 psi||200 psi|
|Cylinders (dia x stroke)||20" x 28"||24" x 26"||25" x 26"||22.5" x 28"||24" x 28"||25" x 26"||26" x 28"||22" x 28"||25" x 28"|
|Tractive Effort||25387 lbs||30551 lbs||33150 lbs||31295 lbs||31840 lbs||33150 lbs||40758 lbs||37268 lbs||40753 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.68||4.84||4.45||4.51||4.77||4.54||4.16||3.78||4.01|
|Firebox Area||201 sq. ft||223.40 sq. ft||186.50 sq. ft||174 sq. ft||146 sq. ft||186.50 sq. ft||244.20 sq. ft||199.80 sq. ft||276 sq. ft|
|Grate Area||51 sq. ft||50.60 sq. ft||51 sq. ft||49.50 sq. ft||49.50 sq. ft||51 sq. ft||55 sq. ft||58 sq. ft||66.70 sq. ft|
|Evaporative Heating Surface||3709 sq. ft||2967 sq. ft||3332 sq. ft||3048 sq. ft||2853 sq. ft||2905 sq. ft||3625 sq. ft||2572 sq. ft||3565 sq. ft|
|Superheating Surface||658 sq. ft||626 sq. ft||611 sq. ft||826 sq. ft||546 sq. ft||918 sq. ft|
|Combined Heating Surface||3709 sq. ft||3625 sq. ft||3332 sq. ft||3048 sq. ft||3479 sq. ft||3516 sq. ft||4451 sq. ft||3118 sq. ft||4483 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||364.30||217.94||225.57||236.55||194.60||196.66||210.68||208.78||224.10|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10200||9108||9180||9900||8910||9180||10450||12760||13340|
|Same as above plus superheater percentage||10200||10747||9180||9900||10514||10741||12436||15057||16008|
|Same as above but substitute firebox area for grate area||40200||47450||33570||34800||31010||39277||55214||51868||66240|