They were rated by the IC at 80,000 miles between general repairs.
Data in the 1899 Brooks Catalogue, which refers specifically to the 1898 batch supplied by that company is slightly different. The firebox heating surface is given as 197 sq ft and overall heating surface shows as 2,401 sq ft. Grate area was 27.2 sq ft. For this batch, there's builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3038-3044 in September 1898.
Of the class, 11 & 12 were sold for scrap in 1924-1925. For some reason, class leader #10 held out until June 1935.
13-16 had their careers extended when they were sold to the Nacional de Mexico (NdeM) in 1921. The new owner renumbered the class 849-852, respectively.
http://www.tdf23.info/html/Railroads/StLouisPeoriaAndNorthernRailroad.htm, last accessed 2 May 2009, for the railroad's history.
These Baldwin ten-wheelers differed in driving wheel diameter. 298 had 57" drivers, which lowered the tractive effort slightly to 19,133 lb. The two were otherwise identical.
According to Thomas D French's Railroads of the Illinois Central System Database website, a railroad entrepreneur named William Guy, who had built the St Louis & Eastern coal road, organized the St. Louis, Peoria & Northern Railroad in early 1896 to take over the North & South RR (established 1890), the St Louis & Peoria, his own St L & E, and the Chicago, Peoria & St Louis. All of these railroads had been weakened by the Panic of 1893.
Alas for Guy, his amalgamated system displayed no less tenuous a financial condition. Although East St. Louis and Springfield were soon connected by through service, and the main line had been extended to Peoria in 1898, the system went bankrupt and the Illinois Central acquired the Springfield to East St Louis portion in 1900. (The Sherman to Grove section went to the Chicago & Alton.)
This locomotive had 2 1/4" tubes, which marked the biggest change from the IC's 1872 Ten-wheeler from the same builder. As a result the boiler had more heating surface even though it was shorter and had the same number of tubes. If this was in fact an old Pennsylvania Railroad Class D, it seems to have been substantially modified.
293 (works number 3244) was scrapped in July 1900, 295 in May 1914.
An older 4-6-0 reported in 1911. It was one of several Baldwins on the I & IS (also known as the Indianapolis Southern), but the only one from 1873. The works number shows that it originally entered service on the Pennsylvania Railroad as their Class D rolling on 56" drivers.
Locobase retains a separate entry on the locomotive because of the differing specs. It was rebuilt as a 48"-drivered Da and sold to the Pittsburgh, Fort Wayne as their #6, and Chicago in 1879. In 1896, the St Louis Indianapolis & Eastern added the engine as #16. Four years and a merger later, the Illinois Central took over the St Louis, Peoria, & Northern and renumbered this locomotive 294. As such, it was finally scrapped in May 1914.
Locobase 6964 describes this Mississippi logging line that eventually formed part of the Illinois Central. Baldwin's illustration shows a locomotive clinging to the 19th Century in most of its details and this was a small Ten-wheeler to boot. It's possible that the G & SI substantially made over this pair as their 1922 diagram book shows 8-9 to have had 17" cylinders, more weight on the drivers, and a much longer wheelbase.
According to Connelly's Baldwin list, the two were withdrawn and scrapped in February 1926 and June 1927.
Locobase suspects that these locomotives were part of a class of least 5 engines 256-260). By 1928 (the date of the next newest diagram book supplied by Allen Stanley), both were missing from the book.
When compared with other Ten-wheelers that entered service on American railroads in the early 1880s, these were middle-of-the-pack engines.
Compared to the 1882 Schenectady Ten-wheelers supplied to the IC (Locobase 6996), these had bigger boilers, more grate area, but less firebox area because the firebox rode over the last two axles. In the next set (Locobase 6999), the IC reverted to the earlier firebox.
This class of Ten-wheelers reverted to the firebox used in the 1882 Schenectady Ten-wheelers supplied to the IC. That firebox served more heating surface in what looks like a more balanced design.
These Ten-wheelers followed the basic design favored for IC 4-6-0s by retaining a relatively small firebox and low drivers, but increasing still more the amount of heating surface. In fact, they actually possessed similar dimensions to the Eight-wheelers delivered to the OV in 1888 (Locobase 7035).
On 13 July 1897, the Ohio Valley Railroad, which had suffered foreclosure, was sold to the Chicago, St Louis & New Orleans Railroad for $1,050,000. The OVR was immediately leased to the Illinois Central for 99 years. Part of the dowry were these two engines, wheich operated under the IC name for almost 30 more years.
There's no indication in the 1911 and 1913 books, but this locomotive and the Cooke engines shown in Locobase 7004 may have been acquired through a merger as the IC was already building larger locomotives in series.
In the brief hours of the St L, P & N's existence, it procured at least these two locomotives, which were taken into the IC. See Locobase 7005 for the Peoria Short Line's history.
This class of Ten-wheelers was an early series-production design 4-6-0 for the IC. Boring out the cylinder diameter an inch, significantly increasing the driver diameter, and enlarging the boiler and grate somewhat were the principal differences from earlier IC engines from Schenectady. A slight tweak in heating surface dimension and a change of builders followed; see Locobase 7007.
Following the first 6 of this design from Schenectady, the Cooke engines had somewhat smaller grates and one less boiler tube. Otherwise, the design was identical. Clearly, the IC was pleased with the balance of dimensions and power for these passenger locomotives.
The StLA & TH came into being on 24 June 1862 as the combination of the Terre Haute, Alton & Saint Louis (a railroad in receivership that can thus be described as having suffered a reversal of sorts) and the Belleville & Illinoistown Railroads. Its main line ran from East St Louis to Terre Haute (a distance of 189 miles). The IC leased the StLA & TH in 1895 for 999 years.
Building on the 1878 Baldwin design, which introduced 2 1/4" tubes, this class had 1"-larger diameter cylinders and a slightly bigger boiler. Boiler pressure also increased.
All three were taken into the Illinois Central in 1897 and given road numbers 334-336. 335 went to the Saint Louis, Belleville & Southern for a decade in 1901-1911, after which it returned to the IC.
Locobase 7008 for a short summary of StLA & TH history.
Coming 4 years after three Baldwin Ten-wheelers (Locobase 7008), this lone addition had the same power dimensions and grate area, but a larger boiler. Once the StLA & TH was taken over by the IC, 17 was renumbered 337, gave well over a decade of additional service, and was scrapped in May 1914.
The larger grate gave better balance to this trio of Ten-wheelers from a future Alco component. The firebox rode over the last axle and had an inclined forward section of grate.
Locobase 7008 for a short summary of StLA & TH history.
This quintet of Baldwins had slight differences from the first 3 to the last 2, notably a 1 sq ft increase in grate area. Otherwise, these freight engines were identical.
Cooke's Ten-wheelers for the IC included this quintet, which had the typical firebox for the time and showed the move toward larger cylinders with still larger boilers.
Fitted with relatively small cylinders and pressed only to 125 psi, this was a lightweight, but long-striding Ten-wheeler.
A run of 10 locomotives was a relatively large Ten-wheeler class on the IC in these days. The engines differed also in adopting the 2 1/4" boiler tubes more often associated with Baldwin products of the time. In the same year, Baldwin's 341 (Locobase 7010) had a smaller grate, more firebox heating surface, a slightly smaller boiler with more tubes (2" diameter).
Locobase did not pin down this class as containg Casey Jones's 382 until a web visit let me see Gene Connelly's IC roster at http://www.illinois-central.net/Steam%20Roster/ILLINOIS_CENTRAL-_CONNELLY.xls.
The IC's 382 is best-known as the engine Casey Jones was driving the night he smashed into a freight train and died. The ballad composed by Wallace Saunders was colorful, but if the accident report submitted 10 May 1900 is to be credited, Casey himself "was alone responsible for the accident" because the freight train was suitably protected by torpedoes and a flagman. (see http://www.columbia.edu/`brennan/rails/caseyjones.html)
The Ten-Wheeler that Jones was driving was one of 44 built for the IC during this period. Fitted with Belpaire firebox. Later refitted with piston valves, a superheater, and Baker valve gear.
NB on builder: Pittsburgh supplied the last four in 1901.
Known tangentially as the class that contained Casey Jones's No 382, this class meant much more to the IC as a good set of passenger haulers. At least that's what this extensive makeover of the original Ten-wheeler design shown in Locobase 7036 suggests.
After 20 years in service with the IC, the trio was sold to the Nacional de Mexico in 1921. But problems with payment delayed their actual delivery to 1930. At that point, they were renumbered 894-896. 896 was retired in March 1957 followed by 895 in May 1958 and 894 in July 1960.
The big class of Ten-wheelers supplied to the IC at the turn of the century was followed by one locomotive with a bigger boiler and grate. This was to try out the Vanderbilt boiler, introduced on the New York Central only a little time before. Described in Locobase 4104, this stayless design was intended to reduce maintenance costs. Like most digressions from the basic steam-locomotive template, the innovation proved not worth the extra expense.
Like that larger class, this single Baldwin was rated at 80,000 miles between general repairs. 64 was sold in 1921 to the NdeM as their 897.
Mr T I Chapman was the NN&MV's superintendent of motive power when he designed this freight Ten-wheeler.
NB: The firebox is described as of "the deep variety" and length is given as 72". At the time, a "deep firebox" rested between the frames and probably held a grate that measure about 34 3/8". Taken together, those dimensions yield a very common grate area for the time.
The NN&MV served as the holding company for Collis Huntington's eastern interests. Chartered as the Southern Pacific Railroad Company (Conn) in Connecticut in 1884, the NN&MV leased the Chesapeake Ohio & Southwestern (completed in 1880 from Newport News to Elizabethtown, just south of Louisville) for fifty years in 1886. At the same time, the NN&MV leased the Elizabethtown., Lexington & Big Sandy for 250 years.
After the latter was leased to the Chesapeake & Ohio on 30 November 1891, the NN&MV's main line ran 392 miles (631 km) from Louisville, Ky to Memphis. But in March 1894, Huntington and his fellow creditors requested that the NN&MV be put in receivership. Meanwhile, the Louisville & Nashville and Illinois Central acquired control in the NN&MV and the latter would eventually own the railroad.
The A & V adopted the Ten-wheeler design used by the New Orleans & North Eastern and described in Locobase 12814. In May 1912, the railroad bought the NO & NE's 292 and renumbered it 408.
When the A & V and the NO & NE combined rosters and superheated their locomotives, this trio was merged with 3 of the 4 from the NO & NE. All eventually adopted Illinois Central class IDs and road numbers 51 and 5063-5065.
The Vicksburg, Shreverport & Pacific follow-ons to the 1905 A3s. Very similar to the previous locomotives after were superheated in 1916-1918 and refitted with Young's valve gear. One difference was the lack of arch tubes in this class.
|Specifications by Steve Llanso|
|Class||1||1||15 / 295||16 / 294||25||256||263||270||274||281||291||295||299||301||307||334||337||338||341||346||359||361||371 / 2001 /5001||5001||57||61||64||???||A3||D1|
|Railroad||Illinois Central (IC)||Saint Louis & Eastern (IC)||St Louis, Indianapolis & Eastern (IC)||St Louis, Indianapolis & Eastern (IC)||Gulf & Ship Island (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Ohio Valley (IC)||Illinois Central (IC)||Saint Louis Peoria & Northern (IC)||Illinois Central (IC)||Illinois Central (IC)||Saint Louis, Alton & Terre Haute (IC)||Saint Louis, Alton & Terre Haute (IC)||Illinois Central (IC)||Saint Louis, Alton & Terre Haute (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Gulf & Ship Island (IC)||Illinois Central (IC)||Illinois Central (IC)||Newport News & Mississippi Valley (IC)||Alabama & Vicksburg (IC)||Vicksburg, Shreveport & Pacific (IC)|
|Road Numbers||1-63||1-2 / 297-298||15, 17 / 293, 295||16 / 294||25-26 / 8-9||256, 260||263-265||270||274-280||281-290||12, 14 / 291-292||295-298||299-300||301-306||307-33||14-16 / 334-336||17 / 337||338-340||23-27 / 341-345||346-351||359||361-370||371-400, 224-244 / 2001-2044||5001-5044||57-59||61-63||64||449, 406-408||349-354|
|Builder||several||Burnham, Williams & Co||Burnham, Parry, Williams & Co||M. Baird & Co||Burnham, Williams & Co||Schenectady||Cooke||Rogers||Schenectady||Schenectady||Burnham, Williams & Co||Brooks||Cooke||Schenectady||Cooke||Burnham, Parry, Williams & Co||Burnham, Parry, Williams & Co||Pittsburgh||Burnham, Williams & Co||Cooke||New York (Rome)||Schenectady||Rogers||Rogers||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.55||0.57||0.52||0.52||0.52||0.53||0.57||0.53||0.52||0.58||0.58||0.58||0.57||0.54||0.54||0.57||0.57||0.51||0.54||0.57||0.61||0.54||0.55||0.55||0.59||0.68||0.55||0.56||0.57||0.57|
|Overall Wheelbase (engine & tender)||51.25'||47.56'||46.92'||45.58'||47'||45.77'||46.75'||45.77'||45.60'||46.77'||47.56'||49.58'||49.87'||47.75'||48.10'||44.52'||44.98'||44.94'||48.37'||47.69'||46'||48.05'||55'||50.20'||51.67'||51.29'||53.25'||56.42'|
|Axle Loading (Maximum Weight per Axle)||42600 lbs|
|Weight on Drivers||122300 lbs||75000 lbs||57000 lbs||57000 lbs||78500 lbs||58800 lbs||64400 lbs||58800 lbs||68500 lbs||71760 lbs||82820 lbs||97000 lbs||92000 lbs||96300 lbs||96300 lbs||63700 lbs||69000 lbs||79000 lbs||98000 lbs||89100 lbs||62000 lbs||95800 lbs||116800 lbs||117800 lbs||111500 lbs||122300 lbs||137040 lbs||95000 lbs||118000 lbs||119700 lbs|
|Engine Weight||157200 lbs||103000 lbs||75800 lbs||75800 lbs||100700 lbs||80300 lbs||88100 lbs||80300 lbs||86700 lbs||96260 lbs||109120 lbs||115800 lbs||120000 lbs||123500 lbs||123500 lbs||85000 lbs||92000 lbs||105000 lbs||120000 lbs||117700 lbs||80000 lbs||119700 lbs||149700 lbs||158300 lbs||140000 lbs||157200 lbs||167880 lbs||115000 lbs||146000 lbs||144000 lbs|
|Tender Light Weight||102000 lbs||68200 lbs||72500 lbs||72500 lbs||90000 lbs||63000 lbs||63000 lbs||63000 lbs||72000 lbs||94100 lbs||92000 lbs||80000 lbs||80000 lbs||50600 lbs||69000 lbs||80000 lbs||80500 lbs||63000 lbs||78000 lbs||88000 lbs||102000 lbs||100000 lbs||102000 lbs||112000 lbs||105000 lbs||113900 lbs|
|Total Engine and Tender Weight||259200 lbs||171200 lbs||148300 lbs||148300 lbs||190700 lbs||151100 lbs||149700 lbs||159260 lbs||181120 lbs||209900 lbs||212000 lbs||203500 lbs||203500 lbs||135600 lbs||161000 lbs||185000 lbs||200500 lbs||180700 lbs||197700 lbs||237700 lbs||260300 lbs||240000 lbs||259200 lbs||279880 lbs||251000 lbs||257900 lbs|
|Tender Water Capacity||5000 gals||3000 gals||3500 gals||3500 gals||4500 gals||3500 gals||3500 gals||3500 gals||3500 gals||3500 gals||3600 gals||4700 gals||4000 gals||3850 gals||3850 gals||2200 gals||3000 gals||3000 gals||3500 gals||3500 gals||2500 gals||4000 gals||4200 gals||5000 gals||5000 gals||5000 gals||5000 gals||5000 gals||5500 gals|
|Tender Fuel Capacity (oil/coal)||9.5 tons||7 tons||6 tons||6 tons||tons||6 tons||6 tons||6 tons||6 tons||6 tons||7.5 tons||10 tons||8 tons||7.5 tons||7.5 tons||6.5 tons||7 tons||7 tons||7.5 tons||6 tons||6 tons||8 tons||10 tons||12 tons||12 tons||12 tons||10 tons||tons||10 tons||11 tons|
|Minimum weight of rail (calculated) on which locomotive could run||68 lb/yard||42 lb/yard||32 lb/yard||32 lb/yard||44 lb/yard||33 lb/yard||36 lb/yard||33 lb/yard||38 lb/yard||40 lb/yard||46 lb/yard||54 lb/yard||51 lb/yard||54 lb/yard||54 lb/yard||35 lb/yard||38 lb/yard||44 lb/yard||54 lb/yard||50 lb/yard||34 lb/yard||53 lb/yard||65 lb/yard||65 lb/yard||62 lb/yard||68 lb/yard||76 lb/yard||53 lb/yard||66 lb/yard||67 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||165 psi||125 psi||125 psi||180 psi||150 psi||150 psi||150 psi||150 psi||150 psi||150 psi||165 psi||165 psi||165 psi||165 psi||150 psi||150 psi||165 psi||165 psi||165 psi||125 psi||165 psi||180 psi||180 psi||180 psi||169.70 psi||180 psi||150 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||20" x 28"||18" x 24"||18" x 24"||18" x 24"||16" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||18" x 24"||19" x 24"||19" x 24"||19" x 24"||19" x 24"||19" x 24"||19" x 24"||19" x 24"||17" x 24"||19" x 26"||19.5" x 26"||19.5" x 26"||19" x 26"||20" x 28"||20" x 28"||19" x 24"||19" x 26"||19" x 26"|
|Tractive Effort||27200 lbs||19133 lbs||16200 lbs||18777 lbs||15162 lbs||17704 lbs||17394 lbs||19066 lbs||17704 lbs||17704 lbs||18026 lbs||19475 lbs||19475 lbs||18623 lbs||18623 lbs||19815 lbs||19815 lbs||21699 lbs||23826 lbs||21318 lbs||14450 lbs||23507 lbs||21922 lbs||21922 lbs||25644 lbs||25644 lbs||27200 lbs||19380 lbs||23465 lbs||27511 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.50||3.92||3.52||3.04||5.18||3.32||3.70||3.08||3.87||4.05||4.59||4.98||4.72||5.17||5.17||3.21||3.48||3.64||4.11||4.18||4.29||4.08||5.33||5.37||4.35||4.77||5.04||4.90||5.03||4.35|
|Firebox Area||192 sq. ft||136 sq. ft||123 sq. ft||109 sq. ft||106.30 sq. ft||122 sq. ft||113 sq. ft||94.50 sq. ft||96.20 sq. ft||125.90 sq. ft||133.50 sq. ft||130 sq. ft||147 sq. ft||137.10 sq. ft||134.70 sq. ft||117 sq. ft||119 sq. ft||131 sq. ft||155 sq. ft||146 sq. ft||100 sq. ft||140.90 sq. ft||177.10 sq. ft||193.90 sq. ft||175.50 sq. ft||184 sq. ft||135.10 sq. ft||154.20 sq. ft||154 sq. ft|
|Grate Area||27.29 sq. ft||17 sq. ft||16.30 sq. ft||16.30 sq. ft||19.72 sq. ft||17.36 sq. ft||17 sq. ft||15.50 sq. ft||23.50 sq. ft||17.25 sq. ft||17 sq. ft||21.30 sq. ft||24.75 sq. ft||28.64 sq. ft||26.25 sq. ft||17.17 sq. ft||17.11 sq. ft||22.65 sq. ft||26 sq. ft||17.90 sq. ft||17 sq. ft||28.50 sq. ft||28 sq. ft||28 sq. ft||24.70 sq. ft||27.22 sq. ft||33 sq. ft||17 sq. ft||31.50 sq. ft||31.50 sq. ft|
|Evaporative Heating Surface||2396 sq. ft||1700 sq. ft||1022 sq. ft||962 sq. ft||1273 sq. ft||1115 sq. ft||1367 sq. ft||1196 sq. ft||1270 sq. ft||1478 sq. ft||1608 sq. ft||1602 sq. ft||1784 sq. ft||1754 sq. ft||1745 sq. ft||1218 sq. ft||1491 sq. ft||1544 sq. ft||1961 sq. ft||1611 sq. ft||1160 sq. ft||1910 sq. ft||2032 sq. ft||2003 sq. ft||2340 sq. ft||2388 sq. ft||2502 sq. ft||1512 sq. ft||2172 sq. ft||1698 sq. ft|
|Superheating Surface||302 sq. ft||338 sq. ft|
|Combined Heating Surface||2396 sq. ft||1700 sq. ft||1022 sq. ft||962 sq. ft||1273 sq. ft||1115 sq. ft||1367 sq. ft||1196 sq. ft||1270 sq. ft||1478 sq. ft||1608 sq. ft||1602 sq. ft||1784 sq. ft||1754 sq. ft||1745 sq. ft||1218 sq. ft||1491 sq. ft||1544 sq. ft||1961 sq. ft||1611 sq. ft||1160 sq. ft||1910 sq. ft||2032 sq. ft||2305 sq. ft||2340 sq. ft||2388 sq. ft||2502 sq. ft||1512 sq. ft||2172 sq. ft||2036 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||235.34||240.50||144.58||136.10||227.93||157.74||193.39||169.20||179.67||209.09||227.49||226.64||252.38||222.71||221.56||154.65||189.31||196.04||248.99||204.55||183.98||223.86||226.10||222.88||274.26||234.55||245.75||191.98||254.57||199.01|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4912||2805||2038||2038||3550||2604||2550||2325||3525||2588||2550||3515||4084||4726||4331||2576||2567||3737||4290||2954||2125||4703||5040||5040||4446||4619||5940||2550||6300||6300|
|Same as above plus superheater percentage||4912||2805||2038||2038||3550||2604||2550||2325||3525||2588||2550||3515||4084||4726||4331||2576||2567||3737||4290||2954||2125||4703||5040||5695||4446||4619||5940||2550||6300||7371|
|Same as above but substitute firebox area for grate area||34560||22440||15375||13625||19134||18300||16950||14175||14430||18885||20025||21450||24255||22622||22226||17550||17850||21615||25575||24090||12500||23249||31878||39439||31590||31225||24318||0||30840||36036|