Carolina & Northwestern / Cisco & Northeastern 2-8-0 "Consolidation" Locomotives of the USA

Class Details by Steve Llanso of Sweat House Media

Class 270 (Locobase 13942)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 190 and Volume 43, p. 122. See also North Carolina Rails' summary of the history of the C & NW. Works numbers were 38180-38181 in August 1912 and 39443-39444 in March 1913.

The C & NW's Piedmont location induced the railroad to ask for the following in the 1913 engines: "Provide long wagon top extension with ample space above the crown sheet as locomotive will be run on sharp [2.7%] grades, the idea begin to allow as much room for steam as possible and have sufficient water over crown sheet." At the same time, the builder was to set the frames 1" closer together than the distance between the frames on the 1912 locomotives.

The C & NW started out as the Chester & Lenoir Narrow Gauge Railroad, which had laid 110 miles of track from Chester, South Carolina almost due north on a line 20 miles west of Charlotte to Lenoir, North Carolina by 1884. It was never robust and the turbulent financial times of the late 19th Century forced it into receivership twice.

It emerged from the second hiatus as the Carolina & North-Western Railway. Under this name, the road converted to standard-gauge operation in 1902. An important bit of this line consisted of trackage rights on the 9.2 miles between Newton and Hickory over the Southern Railway.

Although acquisition of the Caldwell & Northern in 1910 expanded operations, the Can't & Never Will struggled throughout its surprisingly long life. But a 1916 flood helped kill the timber industry traffic and increasing motor traffic diverted riders throughout the 1920s and 1930s.

Service dwindled until the ICC granted permission to abandon the line in 1938.

Class 61 (Locobase 14668)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 62, p. 23. Works number was 54216 in December 1920.

See Locobase 14669 for a history of the C&NE (the "Oil Belt Line"). Baldwin turned out this unadorned Consolidation a month after they turned out the superheated Ten-wheeler. The 61 had a saturated boiler, slide valves, low drivers.

The 61 was sold to the Louisiana & Pine Bluff after the C&NE closed.

Specifications by Steve Llanso of Sweat House Media
Locobase ID13942 14668
RailroadCarolina & NorthwesternCisco & Northeastern
Number in Class41
Road Numbers270-27361
Number Built41
Valve GearWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase14'14.50'
Engine Wheelbase22.58'22'
Ratio of driving wheelbase to overall engine wheebase 0.62 0.66
Overall Wheelbase (engine & tender)52.17'51.75'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers130000 lbs119300 lbs
Engine Weight146000 lbs132000 lbs
Tender Light Weight100000 lbs112500 lbs
Total Engine and Tender Weight246000 lbs244500 lbs
Tender Water Capacity5000 gals5000 gals
Tender Fuel Capacity (oil/coal)8 tons2500 gals
Minimum weight of rail (calculated)54 lb/yard50 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"50"
Boiler Pressure185 psi170 psi
Cylinders (dia x stroke)20" x 24"20" x 24"
Tractive Effort30192 lbs27744 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.31 4.30
Heating Ability
Firebox Area165 sq. ft144 sq. ft
Grate Area32.60 sq. ft30.30 sq. ft
Evaporative Heating Surface2023 sq. ft1774 sq. ft
Superheating Surface
Combined Heating Surface2023 sq. ft1774 sq. ft
Evaporative Heating Surface/Cylinder Volume231.82203.29
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation60315151
Same as above plus superheater percentage60315151
Same as above but substitute firebox area for grate area3052524480
Power L150314049
Power MT341.28299.30

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