According to the diagram, firebox heating surface included 24 sq ft of arch tubes. These entered CGW service as Vauclain compounds with two 17" HP and two 28" LP cylinders, but were soon (1903-1907) converted to simple expansion.
205 and 307 were sold to locomotive reconditioner Birmingham Rail and Locomotive in December 1916. BR & L sold ex-305 to Eagle Pass Lumber of Eagle Pass, Texas in October 1920 and ex-307 to Petroleo Mexicano in June 1921.
304 and 306 were sold to the Illinois Southern in December 1910 and February 1911, respectively; the IS RR in turn sold them to the Missouri Illinois as 401-402 in December 1919. (The M-I ran trains on both banks of the Mississippi south of Saint Louis and included the older Mississippi River & Bonne Terre. It was absorbed by the Missouri Pacific in 1929.)
306 was converted to an 0-8-0 switcher, but the M-I sold the 304 back to the IS and the IS sold it to the Chicago, Indianapolis & Western as their 322 -- which is how it wound up on the Baltimore & Ohio in 1927 as E-43 class #436. The B & O scrapped 436 in December 1928.
303 and 308 were rebuilt as class J-1 0-8-0 switchers in 1909 & 1917 and scrapped in 1932 and April 1930, respectively.
Firebox heating surface included 28 sq ft of "water tubes." According to the diagram, firebox heating surface included 13 sq ft of arch tubes, considerably less than the surface shown in RA.
Sizable Consolidations with relatively tall drivers. 12 were rebuilt in 1927-1930 with 26" cylinders, which raised their tractive effort to 54,700 lb, and larger fireboxes. They were then designated G-4; see Locobase 6123. The first retirement came in 1930, the last in 1950.
See G3s for superheated conversions.
Some of these were later fitted with 54 sq ft of thermic syphons as well.
A Railway Age article of 30 October 1914 describes the superheated G3, but not the later version with syphons shown in the 1943 diagram book supplied by Allen Stanley. This variant, reflected in the data, was created in the 1920s. After the retrofit, the firebox heating surface included both 13 sq ft of arch tubes and 54 sq ft of thermic syphons.
This was a subclass of former G3 locomotives that were superheated in the late 'teens and all were fitted with thermic syphons in the late 1920s. As a result, firebox heating surface now included 13 sq ft of arch tubes and 65 sq ft of syphons.
| Specifications | ||||||
|---|---|---|---|---|---|---|
| Class | G1 | G3 | G3s/24 | G3s/24.5 | G3s/26 | G4 |
| Locobase ID | 4184 | 3090 | 4183 | 4181 | 4182 | 6123 |
| Railroad | Chicago Great Western (CGW) | Chicago Great Western (CGW) | Chicago Great Western (CGW) | Chicago Great Western (CGW) | Chicago Great Western (CGW) | Chicago Great Western (CGW) |
| Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
| Road Numbers | 300-309 | 320-359 | 600-611 | |||
| Gauge | Std | Std | Std | Std | Std | Std |
| Builder | Burnham, Williams & Co | Baldwin | CGW | CGW | CGW | |
| Year | 1900 | 1910 | 1915 | 1915 | 1915 | 1919 |
| Valve Gear | Stephenson | Walschaert | Walschaert | Walschaert | Walschaert | Walschaert |
| Locomotive Length and Weight | ||||||
| Driver Wheelbase | 15.09' | 17' | 17' | 17' | 17' | 17' |
| Engine Wheelbase | 23.42' | 25.67' | 25.67' | 25.67' | 25.67' | 25.67' |
| Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.66 | 0.66 | 0.66 | 0.66 | 0.66 |
| Overall Wheelbase (engine & tender) | 51.52' | 58.50' | 58.50' | 58.50' | 58.50' | 59.54' |
| Axle Loading (Maximum Weight per Axle) | ||||||
| Weight on Drivers | 160200 lbs | 198850 lbs | 198850 lbs | 198850 lbs | 199850 lbs | 218300 lbs |
| Engine Weight | 178400 lbs | 222650 lbs | 220500 lbs | 220500 lbs | 230500 lbs | 240500 lbs |
| Tender Light Weight | 111800 lbs | 149000 lbs | 149000 lbs | 149000 lbs | 149000 lbs | 150000 lbs |
| Total Engine and Tender Weight | 290200 lbs | 371650 lbs | 369500 lbs | 369500 lbs | 379500 lbs | 390500 lbs |
| Tender Water Capacity | 6000 gals | 8000 gals | 8000 gals | 8000 gals | 8000 gals | 8000 gals |
| Tender Fuel Capacity (oil/coal) | 10 tons | 15 tons | 15 tons | 15 tons | 15 tons | 14 tons |
| Minimum weight per yard of rail on which locomotive could run | 67 lb rail | 83 lb rail | 83 lb rail | 83 lb rail | 83 lb rail | 91 lb rail |
| Geometry Relating to Tractive Effort | ||||||
| Driver Diameter | 55" | 63" | 63" | 63" | 63" | 63" |
| Boiler Pressure | 185 psi | 200 psi | 200 psi | 200 psi | 180 psi | 200 psi |
| Cylinders (dia x stroke) | 20.5" x 30" | 24" x 30" | 24" x 30" | 24.5" x 30" | 26" x 30" | 26" x 30" |
| Tractive Effort | 36046 lbs | 46629 lbs | 46629 lbs | 48592 lbs | 49251 lbs | 54724 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.44 | 4.26 | 4.26 | 4.09 | 4.06 | 3.99 |
| Heating Ability | ||||||
| Firebox Area | 206 sq. ft | 199 sq. ft | 184 sq. ft | 184 sq. ft | 238 sq. ft | 286 sq. ft |
| Grate Area | 31.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 49.50 sq. ft | 70 sq. ft |
| Evaporative Heating Surface | 2459 | 3713 | 3003 | 3003 | 3099 | 3083 |
| Superheating Surface | 619 | 619 | 619 | 619 | ||
| Combined Heating Surface | 2459 | 3713 | 3622 | 3622 | 3718 | 3702 |
| Evaporative Heating Surface/Cylinder Volume | 214.56 | 236.38 | 191.18 | 183.45 | 168.10 | 167.24 |
| Computations Relating to Power Output (More Information) | ||||||
| Robert LeMassena's Power Computation | 5828 | 9900 | 9900 | 9900 | 8910 | 14000 |
| Same as above plus superheater percentage | 5828 | 9900 | 11583 | 11583 | 10425 | 16380 |
| Same as above but substitute firebox area for grate area | 38110 | 39800 | 43056 | 43056 | 50123 | 66924 |
| Power L1 | 5163 | 6294 | 12693 | 12180 | 10109 | 11487 |
| Power MT | 284.21 | 279.12 | 562.90 | 540.15 | 446.06 | 464.03 |
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