These Consolidations were ordered by the Cincinnati, Richmond & Muncie, but delivered to the renamed CC & L. At the time, this line had the shortest route between Chicago and Cincinnati at 284.5 miles. According to the Abandoned Railroads site (http://www.abandonedonline.net/railroads/chicago-cincinnati-and-louisville-railroad/, last accessed 30 May 2011), however, it also crossed every watershed between the two, ths qualifying as "a mountain railroad in Indiana".

The CC & L went into receivership in 1908 and was absorbed by the Chesapeake & Ohio in 1910.

The C & O renumbered the engines several times and operated for another two decades before scrapping them in January 1925 (1), 1929 (7), December 1930 (1), and November 1934 (1). 12649-12650 show later batches, each of which had fewer tubes than the one before.

Locobase 12648 gives an overall view of this set of Consolidations, all of which were reclassed and renumbered in 1910 by the Chesapeake & Ohio. This batch of 7 had fewer boiler tubes than the 1903 engines, but were otherwise similar. All were scrapped in 1929 except for 1071, which in December 1930.

The last of the CC & L Consolidations to come to the Straight Line (between Chicago and Cincinnati, in any case), this quintet had even fewer boiler tubes than the 1907 group described in Locobase 12649.

After 17 years on the HV, the whole class was sold to the Nacional de Mexico. 765 was sold in 1919 to the Cia Maderara a la Sierra a Durango. 761, 763, 767, 769 were all retired by 1930, so only the remaining 5 were renumbered. These operated as class G-9 until 1956-1957.

This decade of Consolidations was produced in the same year as the C-1s from Pittsburgh (Locobase 11956) to the same specs. Only very small differences can be detected between the two orders.

In 1911, seven were sold to the Chesapeake & Ohio in 1911 and renumbered three different times.

Like all the C-1 class, four of these -- 213-215 and 218 -- went off to the Nacional de Mexico in 1916 where they were renumbered 750-753. In 1930, now designated G-10, 751-753 were renumbered 1044-1046. Note that oil-firing would be found only on the NdeM locomotives; the others continued to burn coal.

Like many of the HV's engines at the time, these Consolidations were equipped with square-shouldered Belpaire fireboxes. The 10 C7s produced in 1903 were identical to the 13 C4s of 1900 except for a slight increase in weight.

Except for the 226, which went to the Middle Creek Railroad in Hartland, WVa in 1924, the entire C-4 class had been retired by 1930. Renumbered 2, the ex-226 enjoyed as long a second career as it did its first. It was scrapped just after the end of World War II in November 1945.

Likewise, the 254 was the only engine of the C-7 batch not to be scrapped by May 1930. The 254 was sold to locomotive rebuilder/reseller Georgia Car & Locomotive, which found a buyer in the Greenville & Northern. Taking delivery in December 1927, the G&N assigned road number 5 to this locomotive and operated it for twenty-five years before scrapping it in 1952.

Continuing in the same vein as the previous batches of Consolidations, the HV bought this quintet two years later and made only minor changes to the design.

In 1916, the first four went directly to the Nacional de Mexico as their class G-11 and were numbered 755-758 and renumbered 1047-1050 by NdeM in 1930. 242 was sold in 1916 to the Cumberland & Manchester short line as their 54 only to be disposed of four years later to General Equipment, which sold 54 to the NdeM. The NdeM reunited the now-numbered 759 with its former stablemates; unlike the others it was disposed of by 1930.

Only a few months after completing the C-5s for the HV (Locobase 11958), Baldwin delivered another five with the slightest bit of difference in heating surface area. They were produced as half of a ten-locomotive order that saw the other five run on the Kanawha & Michigan; see Locobase 9841.

The latter machines had different second careers, however, from the first set. Three were sold to US shortlines in 1920. 245 and 247 were sold in March to the Marion & Eastern (as their #1) and Buffalo Creek & Gauley (as #3); 244 went to the Morristown & Eastern in Whippany, New Jersey in June and took #8. M & E 1 went with the railroad when it was absorbed by the Missouri Pacific; the MoPac put the engine in its own class C-55 and numbered it 550. The BC & G scrapped the 3 in 1930 and the M & E #8 retired in 1933 and was scrapped in 1935.

243 and 246 were scrapped before the HV was absorbed by the Chesapeake & Ohio in 1930.

Although based on the earlier Brooks Consolidations delivered to the HV (see Locobase 7851), this set featured a boiler with ten fewer tubes, a somewhat wider Loughridge Belpaire firebox that still sat between the frames, and radial valve gear operating 11" (279 mm) piston valves.

271-274 were relettered and renumbered for the Kanawha & Michigan as their 523-526. In 1924 they remained with Toledo & Ohio Central as their 9590-9593 and ultimately in 1936 on the T&OC's parent New York Central in class G-96c, road numbers 910-913.

After the C & O gained control of the HV in 1910, its preferred builder was the natural choice for the coal road's new Consolidations, says Dixon. And these were big 2-8-0s - big radial-stayed boiler and wide grate serving a relatively large amount of cylinder volume.

Locobase wondered why the piston valves in this first set of ten locomotives were so much smaller. His earlier note said that ten of the locomotives were delivered with slide valves and ten with piston valves.

These were rated at 4,800 tons up a 0.3% grade.

The lack of superheat was likely soon remedied; see Locobase 7846 for the superheated update.

After the C & O gained control of the HV in 1910, its preferred builder was the natural choice for the coal road's new Consolidations, says Dixon. Locobase suggests that the first ten in the class used slide valve that they were soon fitted with Universal or Economy piston valves in the square steam chest. Such a retrofit suggests the reason that the C10/G-3 engines had smaller, 9" (229 mm) piston valves.

Right on the heels of the C10s were the Brooks Works' C11s. These were big 2-8-0s - big radial-stayed boiler and wide grate but now serving a relatively large amount of cylinder volume through 14" (356 mm) diameter piston valves designed to handle superheated steam. Only the superheat ratio was just average. Richmond delivered the last ten a year later.

Dixon tells of one C-12's unusual duty, for which it proved admirably suited: "Not surprisingly these locomotives stayed generally in their old HV haunts in central and southeastern Ohio through the rest of their lives. No. 701, however, was taken out of this service and sent to Clifton Forge, Virginia, in 1940, and it spent the next decade and more pulling the passenger trains operating on the Hot Springs branch from Covington to Hot Springs. The high tractive effort, short wheel base and ample boiler made this a logical decision for trains that consisted of two to six passenger cars and an occasional freight car, going up a 25-mile long branch with one tremendous 4.6% grade at its end." Locobase applauds how this description conjures up an image of a workmanlike locomotive straining against the pull of gravity.

The HV diagram notes that these Baldwins came on the HV in November 1917, more than 10 years after their original manufacture for the Cumberland & Pennsylvania (see Locobase 12647).

By the time the diagram was completed in 1924, the engines had been superheated as shown. The new distribution of tubes and flues, however, is not depicted. The HV was taken into the Chesapeake & Ohio. The C & O retired the class in August 1935 and scrapped them in December.

While Brooks was delivering its orders of Belpaire-firebox Consolidations (see Locobase 7851), Rogers added ten more very similar locomotives with six more boiler tubes and a slightly larger grate and firebox.

Like most C&O locomotives, these cross-compound Consolidations went through several renumberings. Even before the last set was delivered, 315-318 were renumbered 327-330 and 351-355 reduced to 346-350. So in 1898, the last eight led the class as 319-326, followed by the immediately preceding 327-330, then the June 1897 engines 340-345, and finally the first five, which now had the highest road numnbers. In 1915, the class was renumbered in the 237-259 range. All but four were renumbered in the 690-708 range.

259, 690 (ex-319/237), 695 (ex-324/242), and 696 (ex-325, 243) were rebuilt to simple expansion engines with 21" x 24" cylinders.

2782, 2887-2895, 2917-2931, 3076-3100, 3189-3213.

A conventional Consolidation with clerestory cab and a relatively narrow, but deep firebox. Superintendent of Motive Power W S Moris [sic] shared his pleasure at the performance of this mountain-climbing design. At the time, G-5 2-8-0s were rated at 2,250 tons in service, a figure that these G-6s outstripped by 750 tons. Perhaps most telling was the observation that "[s]ince her [#351] trial trip the percentage of tonnage hauled has been increased by about 40% over the tonnage of the largest engines used [before]."

This was not an economical system for converting fuel to steam: 14,300 pounds of coal were burned and 12,208 gallons of water (7.11 pounds of water per pound of coal) were evaporated during the 83-mile run, which had a running time of 5 hours and 21 minutes and a total time of 7 hours 21 minutes.

This large class, which was delivered in batches of 25 in each of the three years from 1899-1901, carried on until the 1930s.

This was the largest single class of road engines to serve the C & O. Alco-Richmond produced the great bulk of the orders from 1903-1907. Considerably bigger than earlier C&O Consolidations, the design retained the inside link valve motion, but that gear drove 12" (305 mm) piston valves.

Baldwin added 25. In its 1902 order, the Philadelphia builder recorded the following counts and areas, which are quite different from the Richmond number. Baldwin builder planned 276 2" tubes with a calculated heating surface area of 2,880.4 sq ft (267.6 sq m). (A straight calcuation of tube heating surface area yields 2,904 sq ft.) A greater disparity appears in the firebox heating surface area, which is 112 sq ft (10.4 sq m) greater at 295 sq ft (27.41 sq m), even though the firebox dimensions are the same.

The C&O Power authors commented that the G-7s, "along with the G-9's [sic] that followed, were to become the bread and butter workhorses of the C&O and for nearly 10 years reigned supreme over the freight power stables ...They were known in every terminal and very few were the tracks that did not throb to their power."

As might be imagined, given their ubiquity and utility, the class fragmented into many variants over time. Those that were not superheated (see below) were nonetheless often reworked. Many lost seven boiler tubes and had a slightly smaller evaporative heating surface area of 2,969 sq ft (275.83 sq m). A more substantial makeover removed all of the 2" tubes and replaced them with 300 2 1/4" (57 mm) tubes encompassing a calculated heating surface area of 2,607 sq ft (242.2 sq m)--the Chessie measured the same area as 2,590 sq ft (240.6 sq m)--and a total evaporative heating surface are of 2,773 sq ft.(257.62 sq m). Most other distinctions related to particular tenders trailed by different locomotives.

Six--790, 828, 867, 876, 904, 946-- were retrofitted with Walschaert valve gear and designated G-7-A. Another nine--817, 837-838, 850-851, 872, 913, 926, and 947 were redesignated G-7-B when they were fitted with Baker valve gear.

In 1916, Pittsburgh added 6 more with superheaters and some of the earlier G-7s were brought up to this design; see Locobase 9106.

C&O Power's authors explain that the 1916 sextet were the only G-7s (Locobase 9103) delivered with superheaters. In addition, Pittsburgh used Walschaert gear to operate their 12" (305 mm) piston valves. Firebox heating surface area included 26 sq ft (2.42 sq m) in four arch tubes.

From 1916 to 1923, the C&O rebuilt 35 more G-7s to this configuration and numbered the 41 as shown above. Variations among the rebuilds in particular required 11 pages of diagrams and tables to detail, but most of the differences related to tender capacities.

Unlike the saturated G-7s, almost all of which were withdrawn before World War II, all but four of the G-7-S engines survived until 1948.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 201 / G-11 | 211 / G-11 | 218 / G-11 | C-1 | C-2 |

Locobase ID | 12648 | 12649 | 12650 | 11956 | 11957 |

Railroad | Chicago, Cincinnati & Louisville (C&O) | Chicago, Cincinnati & Louisville (C&O) | Chicago, Cincinnati & Louisville (C&O) | Hocking Valley (C&O) | Hocking Valley (C&O) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 10 | 7 | 5 | 4 | 15 |

Road Numbers | 201-210/1201-10/329-338/1060-69 | 211-217 / 1211-17 / 339-45 / 1070+ | 218-222/1218-22/346-350/1077-1081 | 200-209 | 210-224/ 1223+ / 319+ / 680+ |

Gauge | Std | Std | Std | Std | Std |

Number Built | 10 | 7 | 5 | 4 | 15 |

Builder | Burnham, Williams & Co | Burnham, Williams & Co | Baldwin | Pittsburgh | Burnham, Williams & Co |

Year | 1903 | 1907 | 1909 | 1899 | 1899 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.33' | 15.33' | 15.33' | 15' | 15' |

Engine Wheelbase | 23.92' | 23.92' | 23.92' | 23' | 23' |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.64 | 0.64 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 57.37' | 57.37' | 52.42' | 53.83' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 155000 lbs | 156000 lbs | 154000 lbs | 127200 lbs | 127080 lbs |

Engine Weight | 175000 lbs | 175000 lbs | 175000 lbs | 139800 lbs | 139940 lbs |

Tender Light Weight | 120000 lbs | 140000 lbs | 140000 lbs | 99300 lbs | 107400 lbs |

Total Engine and Tender Weight | 295000 lbs | 315000 lbs | 315000 lbs | 239100 lbs | 247340 lbs |

Tender Water Capacity | 6000 gals | 7000 gals | 7000 gals | 4500 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 14 tons | 14 tons | 3106 gals | 2713 gals | |

Minimum weight of rail (calculated) | 65 lb/yard | 65 lb/yard | 64 lb/yard | 53 lb/yard | 53 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 56" | 57" | 54" | 54" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 180 psi | 180 psi |

Cylinders (dia x stroke) | 22" x 28" | 22" x 28" | 22" x 28" | 20" x 26" | 20" x 26" |

Tractive Effort | 41140 lbs | 41140 lbs | 40418 lbs | 29467 lbs | 29467 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.77 | 3.79 | 3.81 | 4.32 | 4.31 |

Heating Ability | |||||

Firebox Area | 169 sq. ft | 169 sq. ft | 169 sq. ft | 153.29 sq. ft | 158.90 sq. ft |

Grate Area | 46.50 sq. ft | 46.50 sq. ft | 46.50 sq. ft | 30 sq. ft | 30.76 sq. ft |

Evaporative Heating Surface | 2623 sq. ft | 2607 sq. ft | 2501 sq. ft | 1873 sq. ft | 1887 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2623 sq. ft | 2607 sq. ft | 2501 sq. ft | 1873 sq. ft | 1887 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 212.92 | 211.62 | 203.02 | 198.12 | 199.60 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 9300 | 9300 | 9300 | 5400 | 5537 |

Same as above plus superheater percentage | 9300 | 9300 | 9300 | 5400 | 5537 |

Same as above but substitute firebox area for grate area | 33800 | 33800 | 33800 | 27592 | 28602 |

Power L1 | 5255 | 5231 | 5161 | 4523 | 4595 |

Power MT | 298.97 | 295.70 | 295.53 | 313.57 | 318.86 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | C-4/C-7 | C-5 | C-6 | C-9 | C10 - slide valve |

Locobase ID | 7851 | 11958 | 11960 | 7853 | 11246 |

Railroad | Hocking Valley (C&O) | Hocking Valley (C&O) | Hocking Valley (C&O) | Hocking Valley (C&O) | Hocking Valley (C&O) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 23 | 5 | 5 | 10 | 10 |

Road Numbers | 225-237, 248-257 | 238-242 | 243-247 | 268-276 | 150-159 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 23 | 5 | 5 | 10 | 10 |

Builder | Brooks | Burnham, Williams & Co | Burnham, Williams & Co | Alco-Brooks | Alco-Brooks |

Year | 1900 | 1902 | 1902 | 1907 | 1910 |

Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Baker |

Locomotive Length and Weight | |||||

Driver Wheelbase | 15' | 15' | 15' | 15' | 17.25' |

Engine Wheelbase | 23.08' | 23' | 23' | 23.25' | 26.42' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.65 | 0.65 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 51.96' | 53.87' | 53.87' | 52.02' | 58.25' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 133500 lbs | 132000 lbs | 133000 lbs | 146000 lbs | 208000 lbs |

Engine Weight | 150500 lbs | 147000 lbs | 150000 lbs | 164000 lbs | 236000 lbs |

Tender Light Weight | 96500 lbs | 108000 lbs | 108000 lbs | 107500 lbs | 144000 lbs |

Total Engine and Tender Weight | 247000 lbs | 255000 lbs | 258000 lbs | 271500 lbs | 380000 lbs |

Tender Water Capacity | 5000 gals | 5000 gals | 5000 gals | 5000 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 2571 gals | 2571 gals | 10 tons | 16 tons |

Minimum weight of rail (calculated) | 56 lb/yard | 55 lb/yard | 55 lb/yard | 61 lb/yard | 87 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 54" | 54" | 54" | 54" | 57" |

Boiler Pressure | 180 psi | 180 psi | 180 psi | 180 psi | 205 psi |

Cylinders (dia x stroke) | 20" x 26" | 20" x 26" | 20" x 26" | 20" x 26" | 23" x 30" |

Tractive Effort | 29467 lbs | 29467 lbs | 29467 lbs | 29467 lbs | 48515 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.53 | 4.48 | 4.51 | 4.95 | 4.29 |

Heating Ability | |||||

Firebox Area | 154.42 sq. ft | 160.40 sq. ft | 167.20 sq. ft | 165.65 sq. ft | 202 sq. ft |

Grate Area | 31.08 sq. ft | 30.75 sq. ft | 30.10 sq. ft | 31 sq. ft | 55 sq. ft |

Evaporative Heating Surface | 1888 sq. ft | 1911 sq. ft | 1873 sq. ft | 1825 sq. ft | 3530 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1888 sq. ft | 1911 sq. ft | 1873 sq. ft | 1825 sq. ft | 3530 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 199.71 | 202.14 | 198.12 | 193.04 | 244.69 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 5594 | 5535 | 5418 | 5580 | 11275 |

Same as above plus superheater percentage | 5594 | 5535 | 5418 | 5580 | 11275 |

Same as above but substitute firebox area for grate area | 27796 | 28872 | 30096 | 29817 | 41410 |

Power L1 | 4558 | 4649 | 4642 | 4547 | 6129 |

Power MT | 301.08 | 310.58 | 307.78 | 274.64 | 259.85 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | C10/C11/C12//G-3/G-4/G-5 | C13 / G-12 | C8 | G-5 | G-6 |

Locobase ID | 7846 | 7854 | 7852 | 12250 | 3930 |

Railroad | Hocking Valley (C&O) | Hocking Valley (C&O) | Hocking Valley (C&O) | Chesapeake & Ohio (C&O) | Chesapeake & Ohio (C&O) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 30 | 3 | 10 | 23 | 75 |

Road Numbers | 150-179/150-169, 700-709 | 280-282/1080-1082 | 258-267 | 351-355, 340-345, 315-326 | 351-425 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 20 | 10 | 23 | 75 | |

Builder | Alco | HV | Rogers | Richmond | Richmond |

Year | 1910 | 1917 | 1903 | 1896 | 1899 |

Valve Gear | Baker | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 17.25' | 16' | 15' | 17' | |

Engine Wheelbase | 26.42' | 24.29' | 23' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.66 | 0.65 | ||

Overall Wheelbase (engine & tender) | 53.10' | 50.81' | 54.06' | ||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 215000 lbs | 182800 lbs | 142500 lbs | 167500 lbs | |

Engine Weight | 244000 lbs | 204000 lbs | 160000 lbs | 146700 lbs | 186500 lbs |

Tender Light Weight | 156000 lbs | 94000 lbs | 106500 lbs | 84000 lbs | |

Total Engine and Tender Weight | 400000 lbs | 298000 lbs | 266500 lbs | 230700 lbs | |

Tender Water Capacity | 7500 gals | 5000 gals | 5000 gals | 5000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 17 tons | 9 tons | 21 tons | tons | 10 tons |

Minimum weight of rail (calculated) | 90 lb/yard | 76 lb/yard | 59 lb/yard | 0 | 70 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 56" | 54" | 51" | 56" |

Boiler Pressure | 205 psi | 200 psi | 180 psi | 200 psi | 200 psi |

High Pressure Cylinders (dia x stroke) | 23" x 30" | 22" x 30" | 20" x 26" | 21" x 24" | 22" x 28" |

Low Pressure Cylinders (dia x stroke) | 33" x 24" (1) | ||||

Tractive Effort | 48515 lbs | 44079 lbs | 29467 lbs | 25111 lbs | 41140 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.43 | 4.15 | 4.84 | 4.07 | |

Heating Ability | |||||

Firebox Area | 202 sq. ft | 187 sq. ft | 158 sq. ft | 239 sq. ft | |

Grate Area | 55 sq. ft | 53 sq. ft | 31.27 sq. ft | 27 sq. ft | 35.50 sq. ft |

Evaporative Heating Surface | 3081 sq. ft | 2499 sq. ft | 1937 sq. ft | 1972 sq. ft | 2805 sq. ft |

Superheating Surface | 620 sq. ft | 548 sq. ft | |||

Combined Heating Surface | 3701 sq. ft | 3047 sq. ft | 1937 sq. ft | 1972 sq. ft | 2805 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 213.57 | 189.33 | 204.89 | 409.93 | 227.69 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 11275 | 10600 | 5629 | 5400 | 7100 |

Same as above plus superheater percentage | 13192 | 12508 | 5629 | 5400 | 7100 |

Same as above but substitute firebox area for grate area | 48450 | 44132 | 28440 | 0 | 47800 |

Power L1 | 13056 | 11832 | 4673 | 0 | 6061 |

Power MT | 535.51 | 570.79 | 289.18 | 319.10 |

Specifications by Steve Llanso of Sweat House Media | ||
---|---|---|

Class | G-7 | G-7-S |

Locobase ID | 9103 | 9106 |

Railroad | Chesapeake & Ohio (C&O) | Chesapeake & Ohio (C&O) |

Country | USA | USA |

Whyte | 2-8-0 | 2-8-0 |

Number in Class | 205 | 41 |

Road Numbers | 790-994 | 996-1001, 960-994 |

Gauge | Std | Std |

Number Built | 205 | 6 |

Builder | several | Alco-Pittsburgh |

Year | 1903 | 1916 |

Valve Gear | Stephenson | Walschaert |

Locomotive Length and Weight | ||

Driver Wheelbase | 17' | 17' |

Engine Wheelbase | 25.65' | 25.65' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 55.52' | 56.85' |

Axle Loading (Maximum Weight per Axle) | ||

Weight on Drivers | 163900 lbs | 176150 lbs |

Engine Weight | 184400 lbs | 200675 lbs |

Tender Light Weight | 117400 lbs | 133310 lbs |

Total Engine and Tender Weight | 301800 lbs | 333985 lbs |

Tender Water Capacity | 6000 gals | 7000 gals |

Tender Fuel Capacity (oil/coal) | 11 tons | 11 tons |

Minimum weight of rail (calculated) | 68 lb/yard | 73 lb/yard |

Geometry Relating to Tractive Effort | ||

Driver Diameter | 56" | 56" |

Boiler Pressure | 200 psi | 185 psi |

Cylinders (dia x stroke) | 22" x 28" | 23.5" x 28" |

Tractive Effort | 41140 lbs | 43421 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.98 | 4.06 |

Heating Ability | ||

Firebox Area | 183 sq. ft | 183 sq. ft |

Grate Area | 46.87 sq. ft | 46.87 sq. ft |

Evaporative Heating Surface | 3041 sq. ft | 2198 sq. ft |

Superheating Surface | 456 sq. ft | |

Combined Heating Surface | 3041 sq. ft | 2654 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 246.85 | 156.37 |

Computations Relating to Power Output (More Information) | ||

Robert LeMassena's Power Computation | 9374 | 8671 |

Same as above plus superheater percentage | 9374 | 10145 |

Same as above but substitute firebox area for grate area | 36600 | 39610 |

Power L1 | 5994 | 8865 |

Power MT | 322.50 | 443.80 |

*C&O Power, Steam and Diesel Locomotives of the Chesapeake and Ohio Railway 1900 - 1965*by Philip Shuster, Eugene L. Huddleston and Alvin Staufer (Alvin Shuster)*Chessie's Road*by Charles W. Turner 2nd edition with additions by Thomas W. Dixon, Jr. and Eugene L. Huddleston (2nd edition published by the Chesapeake & Ohio Historical Society, Inc.)- Hocking Valley Railway Information Center
- Chesapeake & Ohio Historical Society

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