Chicago & North Western / Chicago, St Paul, Minneapolis & Omaha / Chicago, St. Paul & Minneapolis / Fremont, Elkhorn & Missouri Valley / Milwaukee, Lake Shore & Western / Sault Sainte Marie & Southwestern / Sioux City & Pacific 4-4-0 "American" Locomotives

Class Details by Steve Llanso of Sweat House Media

Class 123/D-9 (Locobase 9318)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works number was 1699 in January 1883.

Although similar to many of the Eight-wheelers coming into service on the Omaha Road, this one had taller drivers than most. Produced in January 1883, it accompanied two others of similar dimensions but smaller drivers.

Class 124/D-10 (Locobase 9319)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 1700-1701 in January 1883.

The only difference between this pair of engines and the 123 shown in Locobase 9318 is the driver diameter, which was smaller by 5" than the lower-numbered locomotive. Otherwise, they were identical, right down to the curiously heavy tenders.

Class 99 (Locobase 11113)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 32-33. Works numbers were 4074-4083 in 1893.

Class A-1 (Locobase 15897)

Data from the C&NW 10 - 1901 Locomotive Diagrams books supplied in August 2013 by Allen Stanley from his extensive Raildata collection.

The A-1 and A-(Locobase 6798) had very similar specifications except that the A-1s rolled on 63" drivers.

The North Western's shops built this batch of Eight-wheelers.

Class A-2 (Locobase 6798)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

The North Western's shops built this batch of Eight-wheelers. They seem to have formed part of a larger group that included A-3s with a slightly larger boiler. See Locobase 6799.

Class A-3 (Locobase 6799)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

Most of this class was produced by Schenectady with a few coming from the North Western's own shops. The Schenectady engines arrived mostly in 1883 with a few more coming in 1884. The design had the same cylinder volume and boiler pressure as the A-2s, but slightly more heating surface and taller drivers.

Class A-4 (Locobase 13301)

Data from "Passenger Locomotive, Chicago & Northwestern Railway", Railroad Gazette, Volume 19 (27 December 1887), p. 828.

RG's report credits the design of this "standard" locomotive to the C & NW's Superintendent of Motive Power GW Tilton. The engine was "...strongly proportioned throughout." Standard it may have been, but there were no other locomotives placed in the A-4 class.

Its dimensions, power, and weight were very similar to Schenectady-built E-6 locomotives supplied in 1886 to the Chicago, St Paul, Minneapolis & Omaha (Locobase 9326), which was controlled by the North Western.

Class A-5 (Locobase 7553)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

The diagram book's table of engines shows that the locomotives in this class were originally delivered in 1881-1882 as class A-1, but rebuilt in 1898-1904.

Class A-modified (Locobase 3151)

Data from the C&NW 1 - 1908 and 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications. This shows that most were delivered in 1895 with others arriving in 1898, 1899, and 1900.

McShane (1899) data for total heating surface varies slightly from Railway Age 11 Oct 1895. The latter noted that these engines were serving the Chicago-Council Bluffs run and pulling up to 11 cars per train. Sometime after delivery the railroad reduced the boiler's tube count to the figure given in the specs and added 13.3 sq ft of arch tubes to the firebox heating surface.

Class A-modified (Locobase 15896)

Data from the C&NW 10 - 1905 supplied in August 2013 by Allen Stanley from his extensive Raildata collection. Most were delivered in 1895 with others arriving in 1898, 1899, and 1900. Works numbers were 4331-4332 in August 1895, 4337-4339 in September, 4365-4371 in October, 4376-4387 in November, 4687-4691 in March 1898, 4786 in May, 4967-4972in January 1899.

See Locobase 3151 for the modified Class As of 1899.

Class B (Locobase 6800)

Data from C&NW 3-1908 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection, supplemented by Railroad Gazette (26 May 1899). Works numbers were 5019-5024 in May 1899.

The RG account notes the C-class mail-train engines with their 80" drivers (Locobase 454) and this sextet of fast passenger engines with smaller drivers but a larger boiler. The report credits W H Marshall, the B&A's Assistant Superintendent of Motive Power, with the design. "Each detail was considered with a view of reducing its weight without a sacrifice of strength, and so cast and pressed steel have been largely used." RG also observed that the journals of the driving and truck axles were larger than usual, "being respectively 9 inches in diameter by 11 1/2 long, and 6 by 12 inches."

The North Western later removed 19 of the tubes from the boiler (most likely from the bottom), reducing the tube count to 323. At the same time, the firebox heating surface increased to 204.1 sq ft (19 sq m). The combined effect of these changes was to reduce the evaporative heating surface area to 2,408.8 sq ft (223.8 sq m).

Class B-1 (Locobase 6801)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

The North Western's shops built this batch of Eight-wheelers. As with many railroads, class IDs often follow no real chronological orders. These locomotives were considerably earlier than the Class B shown in the 1908 book and even earlier than the A-2s.

Class B-1 (Locobase 9297)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 3490 describes the large class of N-1 class 4-4-0s that both Hinkley and Baldwin delivered in 1864-1867. This locomotive was that class's Mississippi and had road number 144. In 1890, the North Western sold it to the SSM&SW as their #6. Two years later the railroad was reorganized as the Chicago, St Paul, Minneapolis & Omaha at which point this engine fell into class B-1 and renumbered 184. Locobase notes that the grate was now smaller.

In 1909, the Omaha Route sold the 184 to the Fairchild & Northeastern as their #6.

Class B-2 (Locobase 15898)

Data from C&NW 10 - 1901 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Class B-3 (Locobase 15899)

Data from C&NW 10 - 1901 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Given the date when these were built and their specifications, Locobase suspects that these were replacements for earlier engines.

Class C (Locobase 454)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 5066-5069 in April 1899..

When delivered their boilers contained 320 fire tubes that contributed to a total evaporative heating surface of 2,353 sq ft. The 26 May 1899 Railroad Gazette credited the quintet with 80" drivers and said that these engines were ticketed for the fast west-bound mail trains and fast passenger trains eastbound. According to the report, mail trains would usually consist of four cars weighing a total of 160 tons. At the time of writing, there had been "no opportunity to make a thorough test of the running qualities," said the RG, "but, at speeds of 70 and 80 miles an hour, they are known to be remarkably easy riding engines."

By 1905, the railroad had removed 19 of the tubes. Also later came the 13.9 sq ft (1.3 sq m) of arch tubes as additions to the firebox heating surface, which resulted in an evaporative heating surface area decrease to 2,236.9 sq ft (207.8 sq m) as well as a reduction in driver diameter from 80".

Class C-1 (Locobase 6802)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Class C-2 (Locobase 6803)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 1951-1962 in April 1885

Schenectady completed these twelve in April & May 1885. Notice the very deep and narrow firebox, which resulted in a small grate that likely didn't adequately heat all of that firebox area. Later on they had tenders with 10 tons (9.1 metric tons) of coal and either 4,500 US gallons (17,033 litres) or 5,200 gallons (19,682 litres) of water.

Class C-3 (Locobase 6804)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Schenectady went into volume production with this design after delivering the 12 C-2s. The principal differences were an 2" increase in the stroke and the addition of 15 boiler tubes. The very deep and narrow firebox, which seems restrictive, was not changed.

Class C-5 (Locobase 6805)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection

More of the same in the C-2/C-3 (Locobase 6803-6804) vein from Schenectady: Same small grate, still more boiler tubes All were produced in April-May 1888 except 887-888.

Class C-5 - 1916 rebuild (Locobase 8381)

Data from the C&NW 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection

Beginning in May 1916, the C & NW began rebuilding their large class of 1880s-era Eight-wheelers with a smaller boiler. Obviously, the modest tractive effort level was more thatn outweighed by the light axle loading and general usefulness of this mixed-traffic engine.

The program continued for seven years with the last locomotive emerging from the shops in November 1923. The profile showed the tapered stack, a rounded-thimble sandbox just behind, a taller steam dome on the second course of boiler and ahead of the first drivine axle.

Class C-6 (Locobase 6806)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection

When the C-6s were delivered by Schenectady in 1893, they had the same narrow fireboxes as earlier North Western Eight-wheelers (see, e.g., Locobase 6803-6805). Only a few years later, the railway itself rebuilt the locomotives by enlarging the boilers, expanding the grate area by increasing both width and length and raising it above the axles, and fitting piston valves. The first locomotive, 309, appeared in July 1899. 191 followed in December. Three -- 251, 253, 250 -- were rebuilt in April, August, and December 1900 respectively. 190 (August) and 421 (October) were the 1901 pair while 427 (April) and 99 (October) came in 1902 and 252 finished the program in February 1903.

The 1927 diagram showed a reduction of 23 tubes in the boiler and the addition of 11.8 sq ft of arch tubes to the firebox heating surface; altogether, total evaporative heating surface shrank to 1,665 sq ft.

Class D-1/D-3 (Locobase 9306)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 9, p. 131 and Volume 10, p. 78. Works numbers were 4691-4692 in June 1879; 4742-4743 in August; 4805, 4807 in October; 4899, 4905 in December; 4941 in January 1880; 5294, 5296, 5303, 5305 in October 1880; and 5338, 5340, 5363, 5366 in November 1880.

At the time of the original orders, the specs called for 161 2-inch tubes and 57" drivers as shown in this entry. As the Omaha Road updated its motive power, members of this class received different treatments and were placed in different classes. 2-7 burned coal; these were grouped in D-1. Coal burners 34-35, 37-43 fell into class D-3. Five D-3 -- 37 , 39, 41-43 -- had "weighted decks" to increase adhesion by 400 lb.

Class D-12 (Locobase 9320)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 10, p. 58, for the original specs. Works numbers were 5272, 5274 in September 1880; and 5295, 5297 in October.

Relatively small Eight-wheelers from Baldwin that were delivered with 161 tubes.

Modified slightly at some point to the dimensions shown in this entry, they had 30+-year careers before being retired in June 1911, September 1909, and December 1914 (2), respectively.

Class D-14 (Locobase 12040)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p.52. Works number was 12916 in September 1892

As noted in Locobase 12039, the C & NW bought 2 locomotives to try out different sizes of Vauclain compounds. This entry shows a surprisingly low-drivered Eight-wheeler. Locobase wonders if the expectation was to gain tractive effort by taking advantage of the smoother action of a 4-cylinder compound. The piston valve on each side measured 9 3/4" in diameter.

In any event, the North Western didn't adopt the Vauclain compound and this 4-4-0, like the 4-6-0, was converted to simple expansion. Indeed, the 821 was first to jettison the compound arrangement in September 1899, fitting 18" x 24" cylinders and 69" drivers. In this setup, the engine ran for more than 20 years before being scrapped in May 1922.

Class D-3 (Locobase 7554)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 10, p. 187. Works numbers were 5551, 5553 in March 1881; 5582, 5584-5585, 5587-5588, 5590-5602 in April; 5773-5778, 5780-5781 in August, and 5802, 5807 in September.

These engines were ordered with 161 2" tubes, which yielded a tube heating surface area of 914 sq ft and an estimated evaporative heating surface area of 1,025 sq ft.

Five -- 415, 421, 428, 429, 443 -- had been sold to the Winona & St Peter in the 1890s as that railway's 31, 11, 14, 21, and 52. The W&StP, a subsidiary of the Chicago & Northwestern, returned the locomotives in 1900, at which point these locomotives were reunited with the rest of the class.

As the C & NW was scrapping the class in the first decade of the 20th Century, the 426 went to the Wyoming & Missouri River in July 1905 while the 425 was sold to the Hillsboro & Northeastern in July 1907 as their #3.

Class D-4 (Locobase 15974)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 10, pp. 222 and 237. Works numbers were 5833-5834, 5836, 5839, 5867-5868, 5873, 5875-5876, 5881 in October 1881; 5907, 5912-5931 in November,; 5955 in December.

Retrospectively grouped in various D classes, engines like this set were produced for the CStPM&O by Baldwin over a three-year period.

Class D-4 (Locobase 9308)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 4508-4509 in December 1878 for the first two.

This pair of standard Americans was delivered in 1878 with 161 tubes and 61" drivers. The eight-tube reduction may have been achieved by not installing the bottom row, a step taken in other locomotives and possibly aimed at improving water circulation.

Class D-5 (Locobase 9309)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 10, p. 222. Works numbers 5833-5834, 5836, 5839, 5867-5868, 5873, 5875, 5876, 5881 in October 1881.

These locomotives were delivered with 161 2" tubes and 58" drivers. For some reason, the railroad couldn't make up its mind about the drivers; unknown pens altered the diameter first to 62", then a month later reduced that to 56".

Later alterations that included a new boiler with 152 tubes. Most of the class served at least 30 years with a couple putting in 40 or more.

Class D-6 (Locobase 9310)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 11, p. 128. Works numbers were 6512, 6514-6515, 6520, 6530, 6536 in December 1882; 6569, 6573, 6585-6588 in January 1883; and 6621, 6625 in February; and 6654, 6656 in March.

As the Omaha Road added to its roster of Eight-wheelers, it bought this batch of engines that were at least middle-sized for the time. The specifications page shows that these were duplicates of the Class 70 (Locobase 9322) that the boiler was ordered with 188 tubes.

The entire class was retired over the decade of the 'teens with 81 being retired first in August 1910 and the 87 going last in April 1919.

Class D-7 (Locobase 9317)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This locomotive had its own class in the 1900 diagram book, presumably because it retained the 60" drivers of the original class.

It also had two fewer tubes than the D-8s delivered in the same year (Locobase 9316) and consequently slightly less heating surface area. But the firebox was identical. It was retired in July 1912, 30 years after its introduction.

Class D-8 (Locobase 9316)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 998-1003, 1082 in July 1882.

The first six locomotives (works #998-1003) were named GREEN ISLE 101, ARLINGTON 102, WINTHROP 103, REDWOOD 104, FRANKLIN 105, GREENFIELD 106. The Lambert-Rumary list shows all of these as delivered with 60" drivers, but the 1900 books shows the 63" drivers in the specifications. Most of these were retired in the first decade of the 20th Century with the higher numbers being scrapped in 1913. See Locobase 9317 for the single D-7 from this builder.

Class E / E-6 (Locobase 7555)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications. See also DeGolyer, Volume 12, p.153. Works numbers were 7577-7578, 7580, 7582-7591in April 1885 and 7593 and 7595 in May.

The FE&MV was a Nebraska road that was acquired by the Chicago & North Western in 1886, although the name of the subsidiary didn't change in 1901. The Baldwin specs showed the engines were to be lettered for the C&NW and numbered from 410 to 428 (several numbers missing), but before delivery, the FE&MV initials were applied and the numbers changed.

These light freight Eight-wheelers gave 3 decades and more of service before being scrapped between February 1915 (1234) and January 1923 (1243).

Class E-10 (Locobase 7556)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

The Baldwins shown in Locobase 7555 had the passenger drivers, but these Schenectadies probably accounted for most of the freight traffic on the FE & MV.

Class E-2 (Locobase 9322)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 11, p. 129. Works numbers included 6375-6376 in September 1882 and 6413, 6420, 6500-6501 in November 1882.

A sextet of passenger engines to flesh out the motive power profile of the Omaha Road. The specifications page show that the boiler was ordered with 188 tubes. The E class consisted of locomotives with 18" diameter cylinders.

75 was retired first in August 1914 and 70 followed in December 1915. It was 11 years before the next withdrawal, but 1926 saw disposal of the rest: 71 (May), 73 (June), 74 (August), and 72 (December).

Class E-3 (Locobase 9323)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 11, p.128. Works number was 6737 in May 1883.

Passenger Eight-wheeler that appears to have been the only locomotive in the class. 94 was ordered as the last in a larger class designated D-6 (Locobase 9310), but may have been delivered with the boiler and cylinders shown combined with the 62" drivers and standard 4-4-0 grate area.

It was scrapped in October 1926.

Class E-3 / J-3 (Locobase 7558)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications. Works numbers were 868-869, 906-908 in July 1880 and 1093-1098 in December 1881.

The Ashland Route was part of the Milwaukee, Lake Shore and Western Railway, which operated independently in northeast Wisconsin from 1872 to 1893. These small Eight-wheelers came in two batches in the early 1880s.

By 1890, the MLS&W had accumulated 850 miles (1,369 km) of line.

The Chicago & North Western acquired the MLS&W in September 1893. The C&NW began scrapping this class in November 1901 (Engine 939) and completed the dissolution in August 1808 with road #926.

Class E-5 (Locobase 9325)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 1322-1323 in November 1882, 1324-1330, 1331 in July 1883.

As the Omaha Road settled on the 18" diameter cylinder, its locomotive purchases increased in number per class. This decade of mixed-traffic engines were produced in December 1882 and January 1883 (1 locomotive).

Class E-6 (Locobase 9326)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 2051-2054 in March 1886, 2055-2058 in May, 2344-2351 in June 1887, 2352-2358 in August.

This class has to be seen as one of the standard classes for the Omaha Road in the mid-1880s. The number of engines, the size of the drivers, the capacity of the boiler and grate all mark the design as a mixed-traffic locomotive that operated all over the series.

Class E-7 (Locobase 9327)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 2575-2580 in

As the decade wore on, the Omaha Road's Eight-wheelers grew in size and capacity. At the same time, they were still constrained by a firebox that was deeply set between the driving axles and consequently limiting the grate area. This may explain the unusual choice of a shorter stroke than the standard 24" in this set.

Delivered in July 1888, these were immediately followed by a larger class of very similar locomotives; see Locobase 9328.

Class E-7 (Locobase 7560)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

Class E-8 (Locobase 9328)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 2587-2592, 2593-2595 in June, 2596-2600 in August.

Who knows why these differences arise? When this Hudson-River builder continued its building program for the Omaha Road in July 1888, it produced a set of engines that were lacking just one tube, had drivers measuring 1" less, and had boilers pressed to 5 psi less than the E-7s that immediately preceded them. (Locobase 9327). Schenectady produced the first 7 in July 1888, 4 more in August, and the last 3 in September.

Class F-1 (Locobase 7557)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Raildata collection is the source for specifications.

Class F-8 (Locobase 9336)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 4424-4426 in March 1896, 4743 in May 1898, 4934-4939 in December 1898, and 5373-5376 in December 1899.

Passenger power on the Omaha Road in the late 1890s included this class of Eight-wheelers supplied from April 1896 to December 1899.

They were somewhat more modestly scaled than their B-class (Locobase 6800) and C-class (Locobase 454) Eight-wheeler contemporaries on the parent Chicago & North Western, but still represented adequate mainline power.

Class N-1 (Locobase 3490)

Information from White (1997) in which he describes this engine as intended to establish a standard design. See also George W Gushing, "Old-Time Freight Locomotive, The 'Missouri', Chicago & Northwestern Ry ", Railway Master Mechanic, Vol XXIV, #6 (June 1900). p. 301.

Although several, very similar engines were built in the next few years, then-current practice meant that "standardization" could only be loosely defined. Gushing noted that both Hinkley & Williams (of Boston) and Baldwin supplied engines in a 50-locomotive purchase in 1866-1867. Hinkley records compiled by Gene Connelly show that Hinkley & Williams works numbers for this class were 714-715, 726-732 in 1864; (741), (742), 743-746, and 751 in 1865; and 780-782, 789, 791-794, (796), 808 in 1866. Baldwin's works numbers were 1560-1568, 1570, 1575 in January 1867; 1576, 1579-1580, 1586-1587 in February; 1589-1591, 1593-1598, 1602-1605 in March; 1606-1608, 1610, 1613, 1615, 1617-1618, 1620-1622 in April.

Gushing's report provided a tour through some of this design's good features: "The pressure of 130 pounds indicates an increase in steam, at that time, in engines of this class; and the tank was also a large one. The ample heating surface given made a good steamer, and this was assisted by the use, at that time, of a Hunter pattern of stack, which gave excellent freedom to the waste products of combustion, and retained the sparks in circulation until made harmless, to be passed out through the proper openings. The front end was fitted with a pipe dropping below the base of the stack, of suitable diameter, much the same as are fitted to very good steamers now. It was also fitted with a petticoat pipe, skirted to attract proper circulation of gases and cinders through the upper or lower tubes as desired."

In September 1900, George B Snow described some "Old-Time Chicago Locomotives" for the RMM beginning on page 479. He noted that nearly every locomotive of the time burned wood, a low-calorie combustible that cramped locomotive speed and range: "Then, the concomitant of every water tank on the line of a railway was a large pile of cordwood, the sticks being sawed once in two; and while the tender was filling with water, all the available help belonging to the station and train were occupied in throwing wood and heaping it on the tender. This load would last an engine, if working hard, about an hour. Passenger engines usually ran about thirty miles, and freight engines about ten miles, with one tender full of wood."

Snow described the operational implications: "The fire door was placed as near the crown sheet as it could be, and, when running, the firebox was kept full of wood, or up to the level of the door at any rate. If the engine was working hard, the wood would burn about as fast as it could be handled; and, if running against a strong head wind, a passenger engine would sometimes consume the wood so fast that the fire door would be open for mile after mile, the fireman throwing in wood as fast as he could handle it."

Almost all were scrapped by 1900.

Specifications by Steve Llanso of Sweat House Media
Class123/D-9124/D-1099A-1A-2A-3A-4A-5A-modifiedA-modifiedBB-1B-1B-2B-3CC-1C-2C-3C-5C-5 - 1916 rebuildC-6D-1/D-3D-12D-14D-3D-4D-4D-5D-6D-7D-8E / E-6E-10E-2E-3E-3 / J-3E-5E-6E-7E-7E-8F-1F-8N-1
Locobase ID9318 9319 11113 15897 6798 6799 13301 7553 3151 15896 6800 6801 9297 15898 15899 454 6802 6803 6804 6805 8381 6806 9306 9320 12040 7554 15974 9308 9309 9310 9317 9316 7555 7556 9322 9323 7558 9325 9326 9327 7560 9328 7557 9336 3490
RailroadChicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Sault Sainte Marie & Southwestern (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Sioux City & Pacific (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)Chicago & North Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St. Paul & Minneapolis (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Fremont, Elkhorn & Missouri Valley (C&NW)Fremont, Elkhorn & Missouri Valley (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Milwaukee, Lake Shore & Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Fremont, Elkhorn & Missouri Valley (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)Chicago, St Paul, Minneapolis & Omaha (C&NW)Chicago & North Western (C&NW)
CountryUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSAUSA
Whyte4-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-04-4-0
Road Numbers123124-12599, 191-192, 250-253, 309, 421, 42719, 133, 405156, 497-506500 series274908908196, 198, 200, 203, 208, 211350-400 +1844, 15, 35258-259215-216, 218-2205-6 / 1004, 1065597-608686-704, 887-88686-704, 887-88various34-35, 37-40, 2-7, 9, 41-43237-238, 241-242821410-429, 440-44944-49, 64-6932-3354-6376-89109-112101-107, 109, 111-11232-46 / 1232-12461247-128770-759423-24, 20-22, 34-39/925-927,923-924, 934-939113-122100, 126-147154-1591223-1227160-173251-260, 275-278
GaugeStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStd
BuilderSchenectadySchenectadySchenectadyC&NWC&NWSchenectadyC&NWC&NWSchenectadySchenectadySchenectadyC & NWHinkleyC&NWC&NWSchenectadySchenectadySchenectadySchenectadySchenectadyC & NWC&NWBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoManchesterManchesterBurnham, Parry, Williams & CoSchenectadyBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoRhode IslandRhode IslandSchenectadySchenectadySchenectadySchenectadyTauntonSchenectadyseveral
Year188318831893188118831883188418981895189518991878189018751891189918991885188518881916189918791880189218811881187818811882188218821885188618821883188018821886188818911888188118961865
Valve GearStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase 8.50' 8.50' 8.83' 8.33' 8.33' 8.33' 8.83' 8.83' 8.50' 8.50' 8.50' 8.33'7' 8.33' 8.67' 8.50' 8.50' 8.83' 8.83' 8.83' 8.83' 8.83'8' 8.25' 7.50' 8.25'8'8'8' 8.50'8'8' 8.83' 8.83' 8.50' 8.50' 7.25' 8.50' 8.83' 8.83'13.10' 8.83' 8.50' 8.50'
Engine Wheelbase22.67'22.67'23.83'22.98'23.10'23.10'23.62'23.48'23.08'23.08'24.67'22.98'20.67'22.98'23.08'24.67'23'23.62'23.62'23.62'23.62'23.79'22.50'22.42'21.69'22.06'22.50'22.54'22.50'22.42'22.50'22.50'23.67'23.67'22.50'22.50'21.33'23.25'23.60'23.60'24'23.60'22.46'23.08'
Ratio of driving wheelbase to overall engine wheebase 0.37 0.37 0.37 0.36 0.36 0.36 0.37 0.38 0.37 0.37 0.34 0.36 0.34 0.36 0.38 0.34 0.37 0.37 0.37 0.37 0.37 0.37 0.36 0.37 0.35 0.37 0.36 0.35 0.36 0.38 0.36 0.36 0.37 0.37 0.38 0.38 0.34 0.37 0.37 0.37 0.55 0.37 0.38 0.37
Overall Wheelbase (engine & tender)43.17'43.17'46.46'43.19'43.28'43.28'45.17'49.37'49.37'52.52'44.62'39.08'43.19'45.17'52.54'47.17'45.25'45.25'45.25'45.79'47.02'42.17'43.67'43.37'44.17'44.17'44.17'44.17'43'43'44.83'44.33'48.35'48.35'41.67'45'45.58'45.46'44.33'45.46'43.61'47.75'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers51200 lbs48200 lbs67500 lbs53900 lbs54300 lbs54300 lbs57800 lbs66710 lbs83300 lbs76000 lbs87000 lbs51400 lbs35450 lbs50000 lbs50000 lbs85700 lbs71000 lbs56750 lbs57650 lbs61870 lbs61600 lbs76000 lbs48600 lbs46600 lbs64000 lbs50500 lbs48600 lbs48600 lbs48600 lbs49400 lbs44800 lbs46300 lbs54400 lbs56200 lbs53300 lbs57800 lbs43000 lbs58200 lbs57300 lbs61000 lbs81700 lbs61000 lbs50000 lbs82700 lbs
Engine Weight77600 lbs74600 lbs107500 lbs84800 lbs84400 lbs84400 lbs90000 lbs108180 lbs131100 lbs125600 lbs137000 lbs81000 lbs63000 lbs79700 lbs78000 lbs133800 lbs111500 lbs88550 lbs90000 lbs95300 lbs102800 lbs118500 lbs75000 lbs73000 lbs98000 lbs80400 lbs75000 lbs75000 lbs75000 lbs77000 lbs70400 lbs71900 lbs87000 lbs89700 lbs81000 lbs87500 lbs68000 lbs90500 lbs90600 lbs92500 lbs105900 lbs92500 lbs80500 lbs130700 lbs60000 lbs
Tender Light Weight63500 lbs63700 lbs61500 lbs58000 lbs58000 lbs82000 lbs109500 lbs97500 lbs109500 lbs82000 lbs43000 lbs61500 lbs65300 lbs110800 lbs79500 lbs82000 lbs82000 lbs82000 lbs82000 lbs82000 lbs56400 lbs53800 lbs61500 lbs56400 lbs56400 lbs56400 lbs57200 lbs52300 lbs52300 lbs63150 lbs61200 lbs63400 lbs59100 lbs61500 lbs72000 lbs73500 lbs73600 lbs70000 lbs73600 lbs61500 lbs107500 lbs
Total Engine and Tender Weight141100 lbs138300 lbs146300 lbs142400 lbs142400 lbs190180 lbs240600 lbs223100 lbs246500 lbs163000 lbs106000 lbs141200 lbs143300 lbs244600 lbs191000 lbs170550 lbs172000 lbs177300 lbs184800 lbs200500 lbs131400 lbs126800 lbs141900 lbs131400 lbs131400 lbs131400 lbs134200 lbs122700 lbs124200 lbs150150 lbs150900 lbs144400 lbs146600 lbs129500 lbs162500 lbs164100 lbs166100 lbs175900 lbs166100 lbs142000 lbs238200 lbs
Tender Water Capacity2800 gals2750 gals3600 gals2800 gals2800 gals2800 gals3800 gals5200 gals4500 gals5200 gals3800 gals1900 gals2800 gals3200 gals5200 gals3500 gals3800 gals3800 gals3800 gals3800 gals3800 gals2770 gals2200 gals3600 gals2800 gals2770 gals2400 gals2400 gals3000 gals2805 gals2805 gals2800 gals2750 gals3000 gals3000 gals2000 gals3400 gals3000 gals3000 gals3200 gals5000 gals2800 gals4500 gals1800 gals
Tender Fuel Capacity (oil/coal)6.5 tons6.5 tons tons7 tons7 tons7 tons tons8 tons8 tons10 tons8 tons8 tons3.5 tons7 tons8 tons10 tons7 tons8 tons8 tons8 tons8 tons8 tons6.5 tons6.5 tons tons7 tons6.5 tons6.5 tons6.5 tons6.5 tons6.5 tons6.5 tons6 tons6 tons6 tons6 tons5 tons6.5 tons6 tons8.5 tons7 tons6.5 tons7 tons10.5 tons5 tons
Minimum weight of rail (calculated) on which locomotive could run43 lb/yard40 lb/yard56 lb/yard45 lb/yard45 lb/yard45 lb/yard48 lb/yard56 lb/yard69 lb/yard63 lb/yard73 lb/yard43 lb/yard30 lb/yard42 lb/yard42 lb/yard71 lb/yard59 lb/yard47 lb/yard48 lb/yard52 lb/yard51 lb/yard63 lb/yard41 lb/yard39 lb/yard53 lb/yard42 lb/yard41 lb/yard41 lb/yard41 lb/yard41 lb/yard37 lb/yard39 lb/yard45 lb/yard47 lb/yard44 lb/yard48 lb/yard36 lb/yard49 lb/yard48 lb/yard51 lb/yard68 lb/yard51 lb/yard42 lb/yard69 lb/yard0
Geometry Relating to Tractive Effort
Driver Diameter69"63"69"63"56"63"70"69"75"75"75"63"63"62"62"80"62"63"63"63"63"69"57"58"63"63"57"63"59"62"60"63"63"59"69"69"63"63"63"64"63"63"63"73"54"
Boiler Pressure140 psi140 psi180 psi140 psi140 psi140 psi135 psi180 psi190 psi190 psi190 psi140 psi135 psi140 psi140 psi190 psi185 psi150 psi150 psi150 psi150 psi180 psi140 psi140 psi180 psi135 psi140 psi140 psi140 psi140 psi140 psi140 psi140 psi145 psi140 psi140 psi135 psi140 psi140 psi145 psi165 psi140 psi140 psi190 psi130 psi
High Pressure Cylinders (dia x stroke)17" x 24"17" x 24"18" x 24"17" x 24"17" x 24"17" x 24"18" x 24"17" x 24"19" x 24"19" x 24"19.5" x 26"17" x 24"15" x 24"17" x 24"17" x 24"19" x 26"18" x 24"18" x 22"18" x 24"18" x 24"18" x 24"18" x 24"17" x 24"17" x 24"12" x 24"17" x 24"17" x 24"17" x 24"17" x 24"17" x 24"17" x 24"17" x 24"17" x 24"17" x 24"18" x 24"18" x 24"16" x 24"18" x 24"18" x 24"18" x 22"18" x 24"18" x 24"17" x 24"19" x 24"15" x 24"
Low Pressure Cylinders (dia x stroke)20" x 24" (2)
Tractive Effort11962 lbs13101 lbs17242 lbs13101 lbs14739 lbs13101 lbs12747 lbs15380 lbs18656 lbs18656 lbs21289 lbs13101 lbs9836 lbs13313 lbs13313 lbs18948 lbs19722 lbs14426 lbs15737 lbs15737 lbs15737 lbs17242 lbs14480 lbs14231 lbs12343 lbs12633 lbs14480 lbs13101 lbs13990 lbs13313 lbs13756 lbs13101 lbs13101 lbs14489 lbs13411 lbs13411 lbs11191 lbs14688 lbs14688 lbs13727 lbs17311 lbs14688 lbs13101 lbs19168 lbs11050 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.28 3.68 3.91 4.11 3.68 4.14 4.53 4.34 4.47 4.07 4.09 3.92 3.60 3.76 3.76 4.52 3.60 3.93 3.66 3.93 3.91 4.41 3.36 3.27 5.19 4.00 3.36 3.71 3.47 3.71 3.26 3.53 4.15 3.88 3.97 4.31 3.84 3.96 3.90 4.44 4.72 4.15 3.82 4.31
Heating Ability
Firebox Area108.60 sq. ft108.60 sq. ft137.96 sq. ft115 sq. ft115 sq. ft124.30 sq. ft119 sq. ft171.77 sq. ft186.10 sq. ft172.75 sq. ft190.17 sq. ft115.90 sq. ft74 sq. ft187 sq. ft143 sq. ft128.37 sq. ft135 sq. ft137.61 sq. ft146.30 sq. ft149.30 sq. ft104.50 sq. ft110.80 sq. ft132.20 sq. ft114.36 sq. ft107.20 sq. ft107.20 sq. ft106.50 sq. ft117 sq. ft109.60 sq. ft109.60 sq. ft120 sq. ft115 sq. ft124.80 sq. ft115.90 sq. ft121.70 sq. ft125.20 sq. ft135 sq. ft126 sq. ft135 sq. ft119.87 sq. ft171 sq. ft
Grate Area17.10 sq. ft17.10 sq. ft16.70 sq. ft16 sq. ft16 sq. ft17.50 sq. ft17.50 sq. ft17.75 sq. ft27 sq. ft27 sq. ft30.22 sq. ft16.20 sq. ft11.50 sq. ft16.20 sq. ft17.75 sq. ft30.22 sq. ft25.20 sq. ft15 sq. ft15 sq. ft15 sq. ft16.26 sq. ft25 sq. ft15.30 sq. ft16.30 sq. ft26.70 sq. ft16.40 sq. ft15.30 sq. ft15.30 sq. ft15.30 sq. ft17 sq. ft16 sq. ft16 sq. ft17.50 sq. ft17.50 sq. ft16.80 sq. ft16.80 sq. ft14.85 sq. ft17 sq. ft17.50 sq. ft17.30 sq. ft16.63 sq. ft17.30 sq. ft17.75 sq. ft26.50 sq. ft13.50 sq. ft
Evaporative Heating Surface1049 sq. ft1049 sq. ft1692 sq. ft1090 sq. ft1090 sq. ft1048 sq. ft1378 sq. ft1632 sq. ft1878 sq. ft1937 sq. ft2506 sq. ft996 sq. ft811 sq. ft2353 sq. ft1700 sq. ft1286 sq. ft1338 sq. ft1567 sq. ft1238 sq. ft1797 sq. ft1030 sq. ft992 sq. ft1525 sq. ft943 sq. ft1032 sq. ft1032 sq. ft1026 sq. ft1154 sq. ft1089 sq. ft1201 sq. ft1212 sq. ft1282 sq. ft1173 sq. ft1254 sq. ft1171 sq. ft1375 sq. ft1566 sq. ft1549 sq. ft1548 sq. ft1078 sq. ft1854 sq. ft
Superheating Surface
Combined Heating Surface1049 sq. ft1049 sq. ft1692 sq. ft1090 sq. ft1090 sq. ft1048 sq. ft1378 sq. ft1632 sq. ft1878 sq. ft1937 sq. ft2506 sq. ft996 sq. ft811 sq. ft002353 sq. ft1700 sq. ft1286 sq. ft1338 sq. ft1567 sq. ft1238 sq. ft1797 sq. ft1030 sq. ft992 sq. ft1525 sq. ft943 sq. ft1032 sq. ft1032 sq. ft1026 sq. ft1154 sq. ft1089 sq. ft1201 sq. ft1212 sq. ft1282 sq. ft1173 sq. ft1254 sq. ft01171 sq. ft1375 sq. ft1566 sq. ft1549 sq. ft1548 sq. ft1078 sq. ft1854 sq. ft0
Evaporative Heating Surface/Cylinder Volume166.38166.38239.37172.88172.88166.22194.95258.84238.45245.94278.84157.97165.22275.78240.50198.47189.29221.69175.14254.22163.36157.34485.42149.56163.68163.68162.73183.03172.72190.48192.23203.33165.95177.40165.66194.52241.68219.14219.00170.98235.40
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation239423943006224022402450236331955130513057422268155322682485574246622250225022502439450021422282480622142142214221422380224022402450253823522352200523802450250927442422248550351755
Same as above plus superheater percentage239423943006224022402450236331955130513057422268155322682485574246622250225022502439450021422282480622142142214221422380224022402450253823522352200523802450250927442422248550351755
Same as above but substitute firebox area for grate area1520415204248331610016100174021606530919353593282336132162269990003553026455192562025020642219452687414630155122379615439150081500814910163801534415344168001667517472162260170381752819575207901890016782324900
Power L1406537126975388234513892439681788469844691353673341000976365314686448550254388744932753318473434063308365634033990363540784225419940934176037014161534953414623391179510
Power MT350.07339.57455.62317.56280.23316.04335.35540.53448.28490.01462.97315.08424.1300502.30405.59364.08343.03358.11314.09432.16297.12313.95326.15297.38300.12331.69308.74356.13357.76388.36342.45329.44338.59318.560280.39320.19386.64288.25334.16344.89423.92

Reference


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