The two Pittsburgh-built Consolidations had oddly proportioned dimensions and areas compared to 2-8-0s when they were delivered in 1900 (Locobase 3947). But how much more out of kilter with conventional practice was this repeat order of an additional pair from Eddystone in December 1908? The specifications included few changes and none that materially redressed the imbalance between the high cylinder volume and heating surface area with the very small grate.
They were still needed on the Conneault grade, apparently, because both locomotives ran into the 1950s. 155 was scrapped in 1951, but 154 was stored instead. The Illinois Railroad Museum cosmetically restored the 154 in 1989 and exchanged it with the Henry Ford Museum in Dearborn, MI (which didn't have a 2-8-0) for a 4-4-0 (which the IRM did not have).
As noted in their records, the earlier entrants in the C-3 class of Consolidations (Locobases 3947 and 9031) used surprisingly small grates, a feature that undoubtedly led to their static configuration.
Two years after Baldwin delivered a brace of C-3Bs (Locobase 9031), they produced two more with much larger grates that brought the ratio between evaporative heating surface area and grate area back in line with usual practice. The firebox was shorter, but considerably wider (from 40" to 70 1/4"); its shorter depth measurement reflect the need to place the firebox above the drivers. Another change was the substitution of Baker-Pilliod outside radial valve gear for the Stephenson link motion used in the earlier engines. The main driving axle was made of vanadium steel.
This pair was superheated later on; see Locobase 9032.
The C-3Ds delivered in 1911 (Locobase 13791) and in the process received 9" (177 mm) piston valves with 6 1/4" (159 mm) travel in a universal steam chest. The B&LE aggressively modified the boiler by taking out 195 tubes in order to accommodate 40 flues full of superheater tubes. They also added 31 sq ft (2.88 sq m) of arch tubes to the relatively small firebox heating surface area.
So equipped, the pair continued in service until the end of steam. They were scrapped in 1953 (157) and 1954 (156).
The last two Bessemer & Lake Erie Consolidations, these were of a piece with the other low-speed, low-drivered ore & coal haulers of this line. Although possessing a relatively small boiler, they were delivered with superheaters and had large piston valves (14"356 mm diameter with 6 1/4"/159 mm travel) to ensure that the cylinders would be well served.
When delivered, this pair did not have a brick arch or arch tubes; firebox heating surface area amounted to 207 sq ft (19.23 sq m). They were among the first to be fitted with a mechanical stoker. In this case, a Crawford double under feed stoker was the only such in use; the others--Hanna, Street, Strouse, Standard--were overfeed & scatter designs. A later installation of 25 sq ft (2.32 sq m) of arch tubes increased the area to the value shown in the Locobase specs.
The specs also mention a Booth and Cooke [sic] patent front end that included Booth's patent nozzle and pipe. Drawings accompanying James Booth's US Patent 794214 reveal that the nozzle could be bolted to any exhaust box and consisted of an annular housing within which a conoidal tip faced downward. This decreased the exhaust nozzle's cross-section as the exhaust moved toward the blast pipe, presumably sharpening the draft. Booth claimed "a saving of fuel and in a reduction of the back pressure of the exhaust."
They were retired in 1951 and 1954.
|Specifications by Steve Llanso of Sweat House Media|
|Class||C-3B||C-3D||C-3D - superheated||C-4A|
|Railroad||Bessemer & Lake Erie||Bessemer & Lake Erie||Bessemer & Lake Erie||Bessemer & Lake Erie|
|Number in Class||2||2||2||2|
|Builder||Burnham, Williams & Co||Baldwin||B&LE||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||15.58||15.58||15.58||15.58|
|Engine Wheelbase (ft)||24.33||24.33||24.33||24.33|
|Ratio of driving wheelbase to overall engine wheebase||0.64||0.64||0.64||0.64|
|Overall Wheelbase (engine & tender) (ft)||57.98||61.33||61.33|
|Axle Loading (Maximum Weight per Axle) (lbs)||63,500||67,200|
|Weight on Drivers (lbs)||231,000||231,000||230,500||248,140|
|Engine Weight (lbs)||256,000||256,000||261,000||268,140|
|Tender Loaded Weight (lbs)||160,000||158,500||158,500||151,966|
|Total Engine and Tender Weight (lbs)||416,000||414,500||419,500||420,106|
|Tender Water Capacity (gals)||8000||7850||7850||7850|
|Tender Fuel Capacity (oil/coal) (gals/tons)||14||15||15||15|
|Minimum weight of rail (calculated) (lb/yd)||96||96||96||103|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||54||54||54||54|
|Boiler Pressure (psi)||220||220||220||190|
|High Pressure Cylinders (dia x stroke) (in)||24" x 32"||24" x 32"||24" x 32"||26" x 30"|
|Tractive Effort (lbs)||63,829||63,829||63,829||60,652|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.62||3.62||3.61||4.09|
|Firebox Area (sq ft)||236||200||231||233|
|Grate Area (sq ft)||36.80||58.60||58.70||58.60|
|Evaporative Heating Surface (sq ft)||3801||3730||2563||2769|
|Superheating Surface (sq ft)||680||634|
|Combined Heating Surface (sq ft)||3801||3730||3243||3403|
|Evaporative Heating Surface/Cylinder Volume||226.86||222.62||152.97||150.20|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8096||12,892||12,914||11,134|
|Same as above plus superheater percentage||8096||12,892||15,626||13,249|
|Same as above but substitute firebox area for grate area||51,920||44,000||61,492||52,681|