20307 in April 1902 and 20441-20442 in May.
The specs for this quartet of modestly scaled Ten-wheelers shows that they were ordered with 18"-diameter cylinders. Other sources show 16".
The CO & G renumbered the class in several series soon after the first engines arrived on the road, grouping the class as 107-116. When the Rock Island took over, they renumbered the set 1152-1161.
Two years after the Choctaw & Memphis ordered the quartet shown in Locobase 12375, its sister road bought 6 for itself. The specs for this quartet of modestly scaled Ten-wheelers shows that they were ordered with 18"-diameter cylinders. Other sources show 16".
The CO & G renumbered the class in several series soon after the first engines arrived on the road, grouping the class as 111-116.
When the Rock Island took over, they renumbered the set of C & M and CO & G engines in a single series from 1152-1161. All were scrapped in the mid-1920s.
The profile of this freight Ten-wheeler class shows a slender boiler with no significant taper at the crown of the firebox. Indeed, the firebox is quite shallow and rides above the very small drivers. The class had a short wheelbases as well as being quite low-slung. See Locobase 7196 for the 57" driver variant.
As noted in Locobase 7194, this design had a very low profile with a shallow firebox riding above the driving axles. In two instance, the railroad increased the driver diameter and the 52-B was the result.
The one difference between this quintet and the D-17/53-B is driver diameter; see Locobase 7194. After service with the B, CR & N and the Rock Island, #1112-1113 were sold to the Canadian Northern in October 1907 as the 143-144; the 1116 followed in 1912 as 145.
Possibly the larger diameter of this set of 5 D-17s (see the 57" version in Locobase 7193) was to enable the locomotives to handle mixed-traffic trains more readily.
After the 25-engine class shown in Locobase 7203, Baldwin added 4 more with slightly larger cylinders and a 2"-longer wheelbase. Adhesion weight also grew by 2 1/2" tons as the driver diameter increased by 4".
The Rock Island built two more to this design, but with smaller grates; See Locobase 7201.
Yet a third set of Ten-wheelers (the others being shown in Locobase 7193-7194) for which the only difference is driver diameter. In this particular case, the result is a pure drag-freight engine. They were later renumbered 150-154 before being taken into the Rock Island.
Most noticeable about these Brooks engines was the large firebox heating surface area for a narrow firebox. They had arched cab windows. 1101 ran on 69" drivers, which reduced calculated tractive effort to 18,680 lb.
Baldwin delivered the first of these Ten-wheelers in 1891. Compared to many other Ten-wheelers of the time, the profile showed a fuller boiler supplying larger cylinders. Placing the firebox over the rear two driving axles rather than between them allowed a shortening of the driving wheelbase.
This 12-engine set was the first of the designs to go into service. As with many of its engines, the railroad got more than 30 years out of each locomotive, with the 1212 and 1214 lasting until June and April 1934, respectively.
Along with the 4 D-18-25-B locomotives Baldwin delivered to the railroad in 1892, it supplied a 5th that had a longer piston stroke and lower boiler pressure. If this was for comparison, the railroad apparently wasn't convinced and this remained a single-engine class.
When the Rock Island built two of its own Ten-wheelers using the boiler and grate dimensions of the earlier Baldwin engine (Locobase 7200), it shortened the piston stroke and raised the boiler pressure.
These followed by four years another set of Brooks Ten-wheelers (Locobase 2979). Differences lay in the increased boiler pressure, a slightly larger grate, and taller drivers.
Baldwin continued producing its run of Ten-wheelers for the B CR & N with this set of smaller freight locomotives. The cylinder volume stayed the same as the earlier (Locobase 7202) D-18s but the layout was more compact
Using the same design as its passenger pair of 1897 (Locobase 7201), the Rock Island ran off a dozen mixed-traffic locomotives. The combination of smaller drivers and longer piston stroke raised the tractive effort.
A true express passenger engine with a big boiler, tall drivers, and 11" piston valves for steam admission. This was a one-off simple-expansion variant of the Baldwin compounds produced in the same year; see Locobase 7208.
Firebox had 18 sq ft of arch pipes.
In same year as the mixed-traffic engines came these freight locomotives. As the end of the century loomed, cylinder volume, boiler capacity both began to burgeon. Grate area followed but the great jump was still to come.
Brooks delivered over 120 Ten-wheelers of the same design to the Rock Island beginning in 1902. Sturdy Ten-wheelers for passenger service, these locomotives had a curiously outdated set of domes on the boiler. From the start, however, they used Walschaert radial valve gear outside that actuated 11"piston valves. Like the 68"-drivered 14-B (Locobase 7213) and 14-A (Locobase 7216), the 14-Cs had 22 sq ft of circulating tubes that supplemented the firebox heating surface
At the same time Brooks was supplying the 57" freight engines (Locobase 7212), it delivered these 5 mixed-traffic locomotives. Like the freighters, the 54-Bs had 10" piston valves actuated by outside Walschaerts gear and Belpaire fireboxes.
As Brooks was supplying over 120 Ten-wheelers including fifteen for fast passenger service (Locobase 7211), it was also delivering this local passenger variant. Like the 14-C, the 14-Bs had 22 sq ft of circulating tubes that supplemented the firebox heating surface; they also had 11" piston valves.
At the turn into the 20th century, Brooks enlarged its Ten-wheeler designs for the Rock Island and delivered this quintet. The five had a larger, shallower grate within a Belapaire firebox and larger cylinders with a boiler that was not quite outsized. The radial valve gear operated 10" piston valves. The cab windows were oddly placed low in the cab wall and had a continuous arch over two panes. See Locobase 7209 for the mixed-traffic variant.
Sturdy Ten-wheelers for passenger service, these locomotives had a curiously outdated set of domes on the boiler. From the start, however, they used Walschaert radial valve gear outside that actuated 11"piston valves. Like the 68"-drivered 14-B (Locobase 7213), and the 73" 14-C, the 14-As had 22 sq ft of circulating tubes that supplemented the firebox heating surface.
1454 had a slight variation in its firebox layout in which 27 sq ft of circulating flues combined with 183.1 sq ft of firebox heating surface to produce 220.1 sq ft of direct heating surface.
As Baldwin was delivering compounds, it was also supplying a couple of simple-expansion variants. These two were driver-sized for mixed-traffic service.
Locobase enters this one Ten-wheeler because of its small size and early entry. He knows nothing about the original railroad (possibly the Iron Mountain & Southern) nor about the engine's subsequent career. He observes, however, that for the locomotive to appear in the 1904 book is testament enough to a certain value.
Baldwin delivered a slew of Ten-wheelers in 1900, most to a Vauclain compound design. This set was the high-wheeler express passenger quartet. See Locobase 7207 for the simple-expansion variant and 7214 for the mixed-traffic Vauclain compound variant.
The Baldwin express passenger Vauclain compounds shown in Locobase 7207 were joined by these 15 mixed-traffic brothers. As often happened with North American compounds, these were rebuilt as simple-expansion (20"x28"engines.
They were scrapped in the mid-1930s.
This class is essentially identical to the T-31s of the 1550 class (Locobase 5361), except for their builder and a slightly lower number of boiler tubes.
When they were built in 1905, they fulfilled the Rock Island Committee on Power's recommendations for a standard Ten-wheeler almost to the last digit. As proposed, the 4-6-0 would have one of two driver diameters: 69" (1,753 mm) for passenger, 63" (1,600 mm) for fast freight. This class filled the latter bill. (The Rock did not built the taller-drivered variant after it issued this report in 1905.)
Most of the class later received Walschaert outside radial valve gear. Nine of the class were fitted with superheaters and 12" piston valves; see Locobase 14463.
The original design followed the recommendations of the Rock Island Committee on Power
for a standard fast-freight Ten-wheeler.; see Locobase 5361.
In the early 1920s,some of the class were later fitted with superheaters, Walschaert gear, and 12" piston valves. Road numbers of these superheated engines included 1557, 1560, 1565-66, 1569, 1574, 1581, 1586-87.
These freight Tenwheelers must have been satisfactory as some of them remained in service until 1953.
NB: The Rock Island does not give a superheater area for the installation in the 1550s. But they do supply a figure for the 32 5 1/2" flues for a similar makeover of the 1630-class Consolidations. Taking account of the 5 fewer flues (and 4-element superheater units) and the 16" shorter flues, Locobase arrives at the figure given as an estimate.
|Specifications by Steve Llanso|
|Class||131 / D17 / T17||81 / D17 / T17||D-17/52-A||D-17/52-B||D-17/53-A||D-17/53-B||D-18-25-B||D-18/53-C||D-19 & 20 50A & B||D-19 & 20/53-D & E||D-19-25-A||D-20-25-E||D-21-25-B||D-21-53-F||D-22-24-A||D-23-25-D||D-24-14-D||D-25-25-C||D-25-25-C||D-28-14-C||D-28-54-B||D-29-14-B / T-27||D-29-54-A||D-30-14-A||D-30-14-E||D-9/46-A||F-24-28-A||F-29-28-B||T-31 - 1521||T-31 - 1550||T-31 - 1550 - superheated|
|Railroad||Choctaw & Memphis (CRI & P)||Choctaw Oklahoma & Gulf (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Rock Island (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Rock Island (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Burlington, Cedar Rapids & Northern (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)||Rock Island (CRI & P)|
|Road Numbers||131-134||81-82, 139-142 / 111-116||76-83 / 1104-1111||84-85 / 1116-17||87-91 / 1112-1116||1119-1123||895-899 / 1277-1280||86-90/ 1124-1128||70-72 / 1101-1103||86-90 / 1129-1136||600-611/ 1208-1232||899 / 1381 / 1281||1275-1276||1139-1148||826-831 / 1264-1269||1252-1263||1354||813-825 / 1220-1232||1270-1274||1323-1337||1495-1499||1301-1322||1490-1494||1401-63, 1471, 1501-20||1474, 1478||198||1201-05, 1226-27/1351-1355, 1472-73||1228-1242 / 1474-1488||1521-1535||1550-1587||1557+|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Pittsburgh||Pittsburgh||Brooks||Brooks||Burnham, Williams & Co||Brooks||Brooks||Brooks||Burnham, Williams & Co||Burnham, Williams & Co||Rock Island||Brooks||Burnham, Williams & Co||Rock Island||Burnham, Williams & Co||Brooks||Brooks||Brooks||Brooks||Brooks||Brooks||Brooks||Burnham, Williams & Co||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Alco-Schenectady||Burnham, Williams & Co||CRI&P|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.57||0.57||0.48||0.48||0.56||0.56||0.54||0.56||0.58||0.61||0.54||0.54||0.59||0.60||0.53||0.58||0.56||0.54||0.54||0.56||0.58||0.56||0.58||0.56||0.56||0.56||0.55||0.58||0.57||0.57|
|Overall Wheelbase (engine & tender)||44.71'||44.71'||45.27'||45.27'||48.54'||45.27'||52.50'||47.77'||48.71'||48.71'||48.71'||46.56'||49.96'||48.71'||52.88'||46.83'||47.54'||53'||52.03'||53'||52.03'||52.87'||52.88'||52.88'||53.53'||56.54'||56.45'||56.46'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||72000 lbs||72000 lbs||68750 lbs||68750 lbs||67200 lbs||67200 lbs||107000 lbs||69700 lbs||108000 lbs||93000 lbs||102000 lbs||107000 lbs||107000 lbs||90000 lbs||111000 lbs||107000 lbs||138400 lbs||106500 lbs||109500 lbs||142000 lbs||120000 lbs||142000 lbs||115000 lbs||132000 lbs||132000 lbs||48000 lbs||138400 lbs||132000 lbs||141800 lbs||131200 lbs||138200 lbs|
|Engine Weight||100000 lbs||100000 lbs||93200 lbs||93200 lbs||92400 lbs||92400 lbs||137000 lbs||92700 lbs||137000 lbs||124000 lbs||132000 lbs||137000 lbs||137000 lbs||117000 lbs||129000 lbs||137000 lbs||178500 lbs||132000 lbs||142500 lbs||182000 lbs||154500 lbs||182000 lbs||149000 lbs||174000 lbs||178000 lbs||77700 lbs||178500 lbs||179000 lbs||185800 lbs||173720 lbs||182720 lbs|
|Tender Light Weight||63000 lbs||63000 lbs||69750 lbs||69750 lbs||67300 lbs||67300 lbs||75000 lbs||67300 lbs||94800 lbs||81700 lbs||75000 lbs||78000 lbs||81700 lbs||77800 lbs||78000 lbs||110000 lbs||76000 lbs||78000 lbs||110000 lbs||105139 lbs||110000 lbs||106139 lbs||110000 lbs||111000 lbs||62800 lbs||110000 lbs||110000 lbs||144000 lbs||144000 lbs||144000 lbs|
|Total Engine and Tender Weight||163000 lbs||163000 lbs||162950 lbs||162950 lbs||159700 lbs||159700 lbs||212000 lbs||160000 lbs||231800 lbs||205700 lbs||212000 lbs||215000 lbs||198700 lbs||206800 lbs||215000 lbs||288500 lbs||208000 lbs||220500 lbs||292000 lbs||259639 lbs||292000 lbs||255139 lbs||284000 lbs||289000 lbs||140500 lbs||288500 lbs||289000 lbs||329800 lbs||317720 lbs||326720 lbs|
|Tender Water Capacity||3000 gals||3000 gals||3100 gals||3100 gals||3000 gals||3000 gals||3600 gals||3000 gals||4000 gals||3850 gals||3600 gals||4000 gals||3850 gals||4000 gals||4000 gals||5500 gals||3600 gals||4000 gals||5500 gals||4900 gals||5500 gals||4500 gals||5500 gals||5500 gals||2850 gals||5500 gals||5500 gals||7000 gals||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||7.5 tons||7.5 tons||6.5 tons||6.5 tons||tons||6.5 tons||11 tons||8.5 tons||tons||tons||tons||8.5 tons||8 tons||tons||10 tons||7 tons||7 tons||10 tons||12 tons||10 tons||13 tons||10 tons||10 tons||8 tons||10 tons||10 tons||12 tons||12 tons||12 tons|
|Minimum weight of rail (calculated) on which locomotive could run||40 lb/yard||40 lb/yard||38 lb/yard||38 lb/yard||37 lb/yard||37 lb/yard||59 lb/yard||39 lb/yard||60 lb/yard||52 lb/yard||57 lb/yard||59 lb/yard||59 lb/yard||50 lb/yard||62 lb/yard||59 lb/yard||77 lb/yard||59 lb/yard||61 lb/yard||79 lb/yard||67 lb/yard||79 lb/yard||64 lb/yard||73 lb/yard||73 lb/yard||27 lb/yard||77 lb/yard||73 lb/yard||79 lb/yard||73 lb/yard||77 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||160 psi||160 psi||149 psi||149 psi||149 psi||149 psi||160 psi||149 psi||180 psi||149 psi||160 psi||160 psi||180 psi||180 psi||165 psi||180 psi||200 psi||160 psi||180 psi||210 psi||200 psi||200 psi||200 psi||200 psi||200 psi||98 psi||200 psi||200 psi||185 psi||185 psi||185 psi|
|High Pressure Cylinders (dia x stroke)||18" x 24" (2)||18" x 24" (2)||18" x 24" (2)||18" x 24" (2)||18" x 24" (2)||18" x 24" (2)||19.5" x 24" (2)||18" x 24" (2)||18" x 26" (2)||18" x 24" (2)||19" x 24" (2)||19.5" x 26" (2)||19.5" x 24" (2)||18" x 24" (2)||19.5" x 24" (2)||19" x 26" (2)||20" x 28" (2)||19" x 24" (2)||19.5" x 26" (2)||21" x 26" (2)||20" x 26" (2)||21" x 26" (2)||20" x 26" (2)||20" x 26" (2)||20" x 28" (2)||16" x 22" (2)||15.5" x 28" (2)||15.5" x 28" (1)||22" x 26" (2)||22" x 26" (2)||22" x 26" (2)|
|Low Pressure Cylinders (dia x stroke)||26" x 28" (2)||26" x 28" (1)|
|Tractive Effort||18885 lbs||18885 lbs||19310 lbs||17278 lbs||17278 lbs||16145 lbs||18053 lbs||19310 lbs||20458 lbs||19310 lbs||18198 lbs||19557 lbs||20309 lbs||20872 lbs||22455 lbs||22179 lbs||24255 lbs||18483 lbs||26353 lbs||28037 lbs||28063 lbs||28497 lbs||31018 lbs||27305 lbs||29405 lbs||8378 lbs||21496 lbs||13031 lbs||31410 lbs||31410 lbs||31410 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.81||3.81||3.56||3.98||3.89||4.16||5.93||3.61||5.28||4.82||5.61||5.47||5.27||4.31||4.94||4.82||5.71||5.76||4.16||5.06||4.28||4.98||3.71||4.83||4.49||5.73||6.44||10.13||4.51||4.18||4.40|
|Firebox Area||131 sq. ft||131 sq. ft||98 sq. ft||98 sq. ft||127 sq. ft||127 sq. ft||158 sq. ft||127 sq. ft||170 sq. ft||142 sq. ft||142 sq. ft||142 sq. ft||142 sq. ft||129 sq. ft||152 sq. ft||142 sq. ft||221.80 sq. ft||158 sq. ft||193.30 sq. ft||221.80 sq. ft||190 sq. ft||220.80 sq. ft||190 sq. ft||221.80 sq. ft||221.80 sq. ft||70 sq. ft||221.80 sq. ft||221.80 sq. ft||162 sq. ft||160.80 sq. ft||207 sq. ft|
|Grate Area||17.10 sq. ft||17.10 sq. ft||25 sq. ft||25 sq. ft||17 sq. ft||17 sq. ft||23.26 sq. ft||17 sq. ft||24.50 sq. ft||17.60 sq. ft||23 sq. ft||21.70 sq. ft||21.70 sq. ft||18.70 sq. ft||23.26 sq. ft||21.70 sq. ft||33.40 sq. ft||24 sq. ft||24.50 sq. ft||33.40 sq. ft||32.17 sq. ft||33.40 sq. ft||32.17 sq. ft||33.40 sq. ft||33.40 sq. ft||11.80 sq. ft||33.40 sq. ft||33.40 sq. ft||44.90 sq. ft||44.90 sq. ft||44.90 sq. ft|
|Evaporative Heating Surface||1467 sq. ft||1467 sq. ft||1178 sq. ft||1178 sq. ft||1395 sq. ft||1395 sq. ft||1898 sq. ft||1395 sq. ft||1635 sq. ft||1632 sq. ft||1890 sq. ft||1890 sq. ft||1890 sq. ft||1466 sq. ft||1611 sq. ft||1890 sq. ft||2809 sq. ft||1898 sq. ft||2208 sq. ft||2812 sq. ft||2309 sq. ft||2812 sq. ft||2309 sq. ft||2812 sq. ft||2809 sq. ft||925 sq. ft||2809 sq. ft||2809 sq. ft||2536 sq. ft||2587 sq. ft||2078 sq. ft|
|Superheating Surface||428 sq. ft|
|Combined Heating Surface||1467 sq. ft||1467 sq. ft||1178 sq. ft||1178 sq. ft||1395 sq. ft||1395 sq. ft||1898 sq. ft||1395 sq. ft||1635 sq. ft||1632 sq. ft||1890 sq. ft||1890 sq. ft||1890 sq. ft||1466 sq. ft||1611 sq. ft||1890 sq. ft||2809 sq. ft||1898 sq. ft||2208 sq. ft||2812 sq. ft||2309 sq. ft||2812 sq. ft||2309 sq. ft||2812 sq. ft||2809 sq. ft||925 sq. ft||2809 sq. ft||2809 sq. ft||2536 sq. ft||2587 sq. ft||2506 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||207.54||207.54||166.65||166.65||197.35||197.35||228.79||197.35||213.51||230.88||239.98||210.30||227.83||207.40||194.20||221.52||275.90||240.99||245.69||269.79||244.24||269.79||244.24||297.44||275.90||180.68||459.36||918.72||221.69||226.15||181.66|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2736||2736||3725||3725||2533||2533||3722||2533||4410||2622||3680||3472||3906||3366||3838||3906||6680||3840||4410||7014||6434||6680||6434||6680||6680||1156||6680||6680||8307||8307||8307|
|Same as above plus superheater percentage||2736||2736||3725||3725||2533||2533||3722||2533||4410||2622||3680||3472||3906||3366||3838||3906||6680||3840||4410||7014||6434||6680||6434||6680||6680||1156||6680||6680||8307||8307||9719|
|Same as above but substitute firebox area for grate area||20960||20960||14602||14602||18923||18923||25280||18923||30600||21158||22720||22720||25560||23220||25080||25560||44360||25280||34794||46578||38000||44160||38000||44360||44360||6860||44360||44360||29970||29748||44805|