Chicago, Milwaukee & Gary / Idaho & Washington Northern / Illinois, Iowa & Minnesota / Milwaukee Road / Montana RR / Tacoma Eastern 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 10 / C1-f (Locobase 13239)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 31, p. 127. See the description of this divided line at http://www.abandonedrails.com/Gary_Line, last accessed 11 October 2011. Works numbers were 32441-32442 in December 1907.

Grandiosely named for a railroad that connected Rockford to Aurora and East Joliet to Delmar, the II & M opened in 1904, was renamed the Chicago, Milwaukee & Gary in 1908, leased by the Milwaukee Road in 1922, and merged into the latter road in 1930. This pair of Consolidations bore all of the initials before being scrapped in November 1934.


Class 101 / C4 (Locobase 12717)

Data from DeGolyer, Volume 27, p. 124. Works number was 24742 in October 1904.

When the Chicago, Milwaukee, St Paul & Pacific took over the Montana, they placed the C4 in its own class. There it operated until it was scrapped in September 1927.


Class 12 / C1-g (Locobase 13684)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 35, p. 251. Works numbers were 35425-35426 in October 1910.

Renamed from the Illinois, Iowa & Minnesota in 1908, the Gary Line still didn't serve any of the cities in its name. Even so, they bought a second pair of Consolidations of the same design as the 1907 engines (Locobase 13239). When the GM & G was absorbed by the Chicago, Milwaukee, St Paul & Pacific, the pair was renumbered and placed in its own subclass. October 1934 saw the scrapping of the 7087 followed by the 7087 a month later.


Class C1a (Locobase 12569)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 130. Works numbers were 19400-19401 in August 1901.

Baldwin delivered four Consolidations as trial horses for a much larger class (Locobase 1188). The big difference between this pair and the C1bs of Locobase 12568 was the small grate on the C1as, thus the design lost out to the larger firebox of the C1b.


Class C1b (Locobase 12568)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, pp. 110. Works numbers were 19398-19399 in August 1901.

The production variant varied very little from this pair; see Locobase 1188.


Class C1c (Locobase 1188)

Data from 1930 CMStP & P locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Built by the railroad after Baldwin delivered four trial engines in 1901. More than half were gone by 1938, when the survivors were renumbered 1375-1395. These left service by 1949.


Class C2 (Locobase 1189)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also "Consolidation Locomotive - Chicago, Milwaukee & St Paul," Railway Age Gazette, Volume XLVIII, no 18 (6 May 1919), pp. 1157-1159. Baldwin works numbers were 34260-34264, 34275-34276, 34306-34308, 34317-34318, 34330, 34346-34347 in February 1910; 34391-34395, 34416-34417, 34427, 34440-34442 in March; 34470-34471, 34492-34499, 34532-34535, 34580-34581, 34593-34594, 34602 in April; 34614-34618 in May.

Follow-ons to the C1s built a few years earlier. Milwaukee shops built 25 (7600-7624) in 1909-1910 while Baldwin delivered 50 (7100-7149) in 1910. The firebox heating surface included 29.3 sq ft of arch tubes. The RAG report reported on the closer spacing of the 2-inch tubes, which were set 5/8 in apart instead of the usual 3/4-7/8" of a inch. One can discern a bit of skepticism in the comment that immediately followed this observation (p.1157): "The wider spacing [usually employed] allows better circulation, especially if the tubes accumulate any extra thickness of scale or mud." Not critical enough? Then let's add: "It seems to have been demonstrated that the evaporating capacity of the boiler is not reduced by the use of the smaller number of tubes required by the wider spacing."

In late 1918, the Milwaukee modified the firebox of 7615 by replacing the four arch tubes with two Nicholson thermic syphons; see Locobase 8430 for the dramatic results.

Retirements began in 1936 and continued until 1954.


Class C2 - thermic syphon (Locobase 8430)

Data from E W Young, report to the Eleventh Annual Convention of the Master Boiler Makers Association (May 26-29, 1919), contained in the Official Proceedings (Harry D Vought, 1919).

Young reported on the results of a trial in which one of the C-2 Consolidations was modified solely by substituting two Nicholson Thermic Syphons for the 4 arch tubes installed in the rest of the class. It was the first test of the thermic syphon in any locomotive.

The General Boiler Inspector informed the gathering that the two locomotives used in the trial (7142 being the unaltered stable-mate to the 7615) had both recently been shopped. The same tender was used for both locomotives.

Running a 90-mile trial between Milwaukee and Portage, Wisconsin hauling an average train of 2,250 tons, each locomotive made 4 complete trips. At the end of the trial, 7615 had easily outdone the stalking iron horse in coal consumption (a 24.7% decrease), water use (11.1 percent lower), water evaporated per pound of coal (18% increase), "equivalent evaporation" per pound of coal (25.3% more). He added: "Engine 7615 was remarkably free from smoke at all times and discharged less cinders than engine 7142."

An additional difference prompted an intriguing comment. Young noted that the front-end temperature was lower in 7615 by 75 degrees, leading him to conclude the "...reduction ...indicated the firebox of engine 7615 absorbed a greater proportion of the total heat generated than did the firebox of engine 7142." What's more, the syphons proved more efficient, achieving an indicated evaporation "...approximately 50% higher than other heating surfaces in the same firebox, and 100 per cent. heigher than firebox heating surfaces of engine 7142."

Such trials would lead to a widespread acceptance of thermic syphons in locomotives that the railroads thought worth upgrading.


Class C2s (Locobase 13565)

Data from MILWRD 1945 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Locobase 1189 describes the original, saturated steam-boiler on the C2 class as it was developed in 1909-1910. When the Milwaukee Road superheated the class, they retained the 23" cylinders, but reduced boiler pressure to 185 psi (a typical tradeoff of early superheating modifications). Some time later, the road restored the 200-psi setting.

Superheater area is an estimate made by comparing the installation with several others of identical count and tube length fitted to 2-8-0s of the same period.


Class C3 (Locobase 9892)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also "Port of Pend Oreille buys a railroad on September 19, 1979," HistoryLink.org Essay 9698", The Free Online Encyclopedia of Washington State History, at http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=9698, last accessed 16 September 2011. Works numbers were 32176 and 32208 in November 1907.

Baldwin delivered this beefy pair to the I & WN, which was headquartered in Spirit Lake, which is located northeast of Spokane, Wash in the Panhandle. According to the 1979 article, "The I&WN was constructed by Frederick Blackwell (1852-1922), whose numerous businesses in northeast Washington and the Idaho panhandle included a large timber mill at Ione and an interest in the Inland Portland Cement Company in Metaline Falls. The latter town sat in extreme northeastern Washington just a few miles from both British Columbia and Idaho. Its maximum grade was 4 1/2% and curves as sharp as 16 degrees (236 ft/72 m) radius.

The I & WN originally ran south from Newport to McGuires, Idaho. The history notes, however, that "Blackwell extended the I&WN north from Newport through Ione to Metaline Falls to bring lumber and cement to the transcontinental Great Northern line at Newport." He built the railroad, notes the history, because the Pend Oreille River along which it was laid runs north and thus is almost useless for large-scale transport. The article further reports that Blackwell hit financial trouble and the I & WN came under Chicago, Milwaukee, St Paul & Pacific control in 1916.

The 21-22 ran for decades, being reclassified and renumbered in 1916 by the Milwaukee Road.

The 7556 was sold to the Longview, Portland & Northern -- a 70-mile short line in Cowlitz, Oregon -- in 1935. The 7555 were retired in 1951.


Class C3 (Locobase 9893)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 34525 in April 1910; 36276, 36295 in March 1911.

A repeat order for the I & WN, this quartet differed from the two earlier Consolidations (Locobase 9892) in having a 2" longer stroke for each cylinder and a foot-longer smokebox. They were to confront maximum grades of 4%, 16 degree curves (radii of 359 feet/109 metres) while rolling on 75 lb/yard (37.5 kg/metre) rail. Driver diameter was later reduced to 51" (1,295 mm), which increased tractive effort to 48,400 lb (21,594 kg).

The 7558 was scrapped in October 1934. 7557 went much later in September 1949. The last 2 went in 1951 - 7559 in June and 7560 in December.


Class C5 (Locobase 1190)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Follow-ons to the C2 class(Locobase ) built a few years earlier. Milwaukee shops built 15 (7200-7204, 7240-7249) in 1912-1913 while Alco-Brooks delivered 35 (7205-7239) in 1912. In addition to increasing the cylinder diameter by an inch, the new order called for relatively capacious 14" piston valves.

Retirements began in 1945 and continued until 1954.

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. Superheater area is an estimate made by comparing the installation with several others of identical count and tube length fitted to 2-8-0s of the same period.


Class C9-e (Locobase 13056)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 30, p. 247. Works number was 29330 in October 1906.

The only Baldwin Consolidation bought by the TE was a virtual copy of those that had gone to work for the Idaho & Washington Northern in the same year as that railroad's 21-22 (See Locobase 9892).

Like the I & WN, the TE was taken into the Milwaukee Road System in December 1918. Probably for bookkeeping reasons, the 14 received its own class ID and was renumbered. As 7565, the engine was scrapped in February 1935.

Specifications by Steve Llanso of Sweat House Media
Class10 / C1-f101 / C412 / C1-gC1aC1b
Locobase ID13239 12717 13684 12569 12568
RailroadIllinois, Iowa & Minnesota (CMStP&P)Montana RR (CMStP&P)Chicago, Milwaukee & Gary (CMStP&P)Milwaukee Road (CMStP&P)Milwaukee Road (CMStP&P)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class21224
Road Numbers10-11 / 7084-7085101 / 5500 / 750012, 14 / 7086-7087499-498/ 7067-7068496-497 / 7065-7066
GaugeStdStdStdStdStd
Number Built21224
BuilderBurnham, Williams & CoBurnham, Williams & CoBaldwinBurnham, Williams & CoMilwaukee Road
Year19071904191019011901
Valve GearStephensonStephensonStephensonWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase15.33'14'15.33'15.25'15.25'
Engine Wheelbase23.67'21.50'23.67'23.92'23.92'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.65 0.65 0.64 0.64
Overall Wheelbase (engine & tender)
Axle Loading (Maximum Weight per Axle)
Weight on Drivers158500 lbs100000 lbs156000 lbs160000 lbs160000 lbs
Engine Weight173000 lbs112000 lbs174000 lbs180000 lbs180000 lbs
Tender Light Weight150000 lbs80000 lbs137000 lbs90000 lbs130000 lbs
Total Engine and Tender Weight323000 lbs192000 lbs311000 lbs270000 lbs310000 lbs
Tender Water Capacity7500 gals4000 gals7500 gals3800 gals7000 gals
Tender Fuel Capacity (oil/coal)10 tons
Minimum weight of rail (calculated)66 lb/yard42 lb/yard65 lb/yard67 lb/yard67 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"49"55"56"56"
Boiler Pressure200 psi160 psi200 psi200 psi200 psi
Cylinders (dia x stroke)21" x 28"20" x 24"21" x 28"22" x 28"22" x 28"
Tractive Effort38167 lbs26645 lbs38167 lbs41140 lbs41140 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.15 3.75 4.09 3.89 3.89
Heating Ability
Firebox Area173 sq. ft132.50 sq. ft173 sq. ft197 sq. ft169 sq. ft
Grate Area46.60 sq. ft30.70 sq. ft46.60 sq. ft35.10 sq. ft46.95 sq. ft
Evaporative Heating Surface2449 sq. ft1889 sq. ft2449 sq. ft2621 sq. ft2593 sq. ft
Superheating Surface
Combined Heating Surface2449 sq. ft1889 sq. ft2449 sq. ft2621 sq. ft2593 sq. ft
Evaporative Heating Surface/Cylinder Volume218.18216.46218.18212.76210.49
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation93204912932070209390
Same as above plus superheater percentage93204912932070209390
Same as above but substitute firebox area for grate area3460021200346003940033800
Power L154133820541354645209
Power MT301.16336.87305.99301.15287.10

Specifications by Steve Llanso of Sweat House Media
ClassC1cC2C2 - thermic syphonC2sC3
Locobase ID1188 1189 8430 13565 9892
RailroadMilwaukee Road (CMStP&P)Milwaukee Road (CMStP&P)Milwaukee Road (CMStP&P)Milwaukee Road (CMStP&P)Idaho & Washington Northern (CMStP&P)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class69751752
Road Numbers7000-7064351-400 / 7100-714976157100-714921-22 / 7555-7556
GaugeStdStdStdStdStd
Number Built69752
BuilderMilwaukee RoadseveralMilwaukee RoadCMStPPBurnham, Williams & Co
Year19041909191819261907
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase14.33'17.50'17.50'17.50'14.50'
Engine Wheelbase23.92'26.58'26.58'26.58'23.17'
Ratio of driving wheelbase to overall engine wheebase 0.60 0.66 0.66 0.66 0.63
Overall Wheelbase (engine & tender)55.01'60.42'60.42'60.42'59.48'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers156400 lbs189200 lbs190400 lbs189200 lbs176450 lbs
Engine Weight177000 lbs215700 lbs216900 lbs219900 lbs194050 lbs
Tender Light Weight125600 lbs134550 lbs134550 lbs134550 lbs98580 lbs
Total Engine and Tender Weight302600 lbs350250 lbs351450 lbs354450 lbs292630 lbs
Tender Water Capacity7000 gals7000 gals7000 gals7000 gals2000 gals
Tender Fuel Capacity (oil/coal)10 tons10 tons10 tons10 tons4000 gals
Minimum weight of rail (calculated)65 lb/yard79 lb/yard79 lb/yard79 lb/yard74 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"63"63"63"51"
Boiler Pressure200 psi200 psi200 psi200 psi200 psi
Cylinders (dia x stroke)22" x 28"23" x 30"23" x 30"23" x 30"22" x 28"
Tractive Effort41888 lbs42824 lbs42824 lbs42824 lbs45173 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.73 4.42 4.45 4.42 3.91
Heating Ability
Firebox Area185 sq. ft225 sq. ft248.70 sq. ft223 sq. ft168 sq. ft
Grate Area47.95 sq. ft48.80 sq. ft48.80 sq. ft48.80 sq. ft57 sq. ft
Evaporative Heating Surface2608 sq. ft3370 sq. ft3392 sq. ft2340 sq. ft3282 sq. ft
Superheating Surface575 sq. ft
Combined Heating Surface2608 sq. ft3370 sq. ft3392 sq. ft2915 sq. ft3282 sq. ft
Evaporative Heating Surface/Cylinder Volume211.70233.60235.13162.20266.42
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation959097609760976011400
Same as above plus superheater percentage9590976097601171211400
Same as above but substitute firebox area for grate area3700045000497405352033600
Power L1525865436748125635688
Power MT296.47304.96312.54585.55284.27

Specifications by Steve Llanso of Sweat House Media
ClassC3C5C9-e
Locobase ID9893 1190 13056
RailroadIdaho & Washington Northern (CMStP&P)Milwaukee Road (CMStP&P)Tacoma Eastern (CMStPP)
CountryUSAUSAUSA
Whyte2-8-02-8-02-8-0
Number in Class4501
Road Numbers23-26/ 7557-75607200-724914 / 7565
GaugeStdStdStd
Number Built4501
BuilderBaldwinseveralBurnham, Williams & Co
Year191019121907
Valve GearWalschaertWalschaertStephenson
Locomotive Length and Weight
Driver Wheelbase14.83'17.50'14.50'
Engine Wheelbase23.33'26.58'23'
Ratio of driving wheelbase to overall engine wheebase 0.64 0.66 0.63
Overall Wheelbase (engine & tender)61.56'60.42'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers177900 lbs192000 lbs180000 lbs
Engine Weight203400 lbs197000 lbs
Tender Light Weight171490 lbs134550 lbs110000 lbs
Total Engine and Tender Weight374890 lbs307000 lbs
Tender Water Capacity9000 gals7000 gals5500 gals
Tender Fuel Capacity (oil/coal)3500 gals10 tons tons
Minimum weight of rail (calculated)74 lb/yard80 lb/yard75 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter55"63"51"
Boiler Pressure200 psi185 psi200 psi
Cylinders (dia x stroke)22" x 30"24" x 30"22" x 28"
Tractive Effort44880 lbs43131 lbs45173 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.96 4.45 3.98
Heating Ability
Firebox Area168 sq. ft216.50 sq. ft188 sq. ft
Grate Area57 sq. ft48.80 sq. ft57 sq. ft
Evaporative Heating Surface3286 sq. ft2660 sq. ft3306 sq. ft
Superheating Surface575 sq. ft
Combined Heating Surface3286 sq. ft3235 sq. ft3306 sq. ft
Evaporative Heating Surface/Cylinder Volume248.96169.34268.36
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation11400902811400
Same as above plus superheater percentage114001065311400
Same as above but substitute firebox area for grate area336004726237600
Power L15731110285859
Power MT284.08506.51287.04

Reference


If you have any railroad data such as diagram books, rail station plans or anything else that you would be willing to share, please contact us.