Class 1 (Locobase 11147)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 146-147.

This western Pennsylvania railroad had a short independent existence, having been incorporated in January 1895, opened for business 16 November 1896, and operated by the New York Central beginning on 27 December 1899. It was later consolidated with several other railroads into the Beech Creek Extension Railroad Company under a 24 February 1904 leasing agreement. Among its constituents when formed were the Loyalhanna &nd Youghiogheny and the Philadelphia & Pittsburgh.

The road number suggests that this was the P & E's very first locomotive.

Class 127 (Locobase 11148)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 148-149.

Class A / 295 (Locobase 2618)

Data from 1899 Brooks Catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. Works #3124-3138. The listing credits the class with 57" drivers, but Locobase goes with the catalogue.

The boiler was a radial stay wagon top with a coned second course and a firebox with 24 sq ft of arch pipes. In appearance this engine looked ready to greet the 20th Century, having equal-sized sand and steam domes and the high-pitched coned boiler mentioned above.

Locobase notes from Rumary-Lambert that these Consolidations roamed all over the New York Central system and onto the Erie as well.

Class B-1 / G-42A (Locobase 8421)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

At the turn of the 19th Century, the Dunkirk, New York builder that supplied many of the New York Central's locomotives produced 50 for subsidiary LS & MS. The first 25, shown here, had about the same grate (although the firebox heating surface was larger) as the 1900 batch, but fewer tubes.

Possibly the engines were soon seen as a bit small, because by 1917, 15 had been disposed of.

Class B-1 / G-42B (Locobase 8422)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection as well as the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 617-618.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Among them was this recent, but by no means revolutionary, Consolidation. Succeeding 25 earlier Brooks-built Bs (Locobase 8421), these had the same grate area, but less direct heating surface and more boiler tubes.

Class C-6 / H-4-30 (Locobase 9841)

Data from NC&StL 2 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 21195-21196, 21250-21251, 21279 in November 1902.

The K & M was chartered in 1890 and linked Point Pleasant and Charleston, West Virginia, in 1892. The 1893 completion of a bridge over the New River allowed the K & M to link to the Chesapeake & Ohio and thus find an outlet to the Ohio River and beyond. It eventually reached Corning, Ohio on its own rails.

Ownership details are surprisingly fuzzy, but both the Hocking Valley and the Toledo & Ohio Central appear to have had financial interests. The C & O had bought the K & M in 1910, but was forced to divest in 1914 at which point the line was bought by the T & OC. (The T & OC became part of the New York Central system in 1922. The K & M did not surrender its independent identity until 1938, when it was merged with the T & OC.)

These Consolidations were disposed of within a couple of years of the T & OC takeover, being sold to the Nashville, Chattanooga & St Louis in 1916. After another 20 years, three of the H4A-30 class were scrapped in the same month and year (July 1936), but the 341 and 342 weren't scrapped until September 1947 and January 1948, respectively.

Class C/G-46a, b (Locobase 5353)

The data comes from a table in the July 1904 AERJ.

Data from the June 1906 AERJ suggests the variety -- its LS&MS 2-8-0 has 461 tubes and 212 sq ft of firebox heating surface.

Class G (Locobase 5274)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp177.gif (visited December 2002).

A late-80s Consolidation, this locomotive still had the dome just ahead of the cab, relatively small grate and boiler. Note the 2 1/4" diameter of the firetubes. Turn-of-the-Century 2-8-0s had 2" firetubes.

Class G-1 (Locobase 4114)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp179.gif (visited December 2002). The guide notes that this was the experimental engine for the G-2 class of cross-compound Consolidations.

Class G-10 (Locobase 5283)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp177.gif (visited December 2002).

A late-80s Consolidation with the dome just ahead of the cab, but an extended smokebox. Otherwise, unremarkable dimensions.

Class G-100 (Locobase 7072)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The 28 Consolidations used the same boiler as the LS & MS 2-8-0s of the same year (Locobase 2168), but had a smaller grate, cylinder volume, and drivers. 20 were delivered to the P & LE in 1898-1899. Eight more identical engines were supplied to the Pittsburgh, McKeesport & Youghiogheny in the same period.

Class G-101 (Locobase 7073)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

When the P & LE bought more Consolidations 4 years after the G-100s (Locobase 7072) had begun delivery, much had changed in traffic levels. These 2-8-0s were considerably bigger and more powerful than the earlier engines. Even so, they were still a good deal smaller than the parent company's locomotives.

Class G-102/G-102A&B/G-103 (Locobase 7074)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The P & LE and Pittsburgh, McKeesport & Youghiogheny went back to their favorite builder with a tweaked version of the G-101 Consolidations. The boiler held more tubes and was pressed to 200 psi. Otherwise the design was little different and the railroads settled into large-scale procurement.

The first batch (all of which were later superheated) consisted of builder's numbers 25192-25196 and 25844-25846; these were built in May and June 1902. From the second batch (builder's numbers 26318-26336, built January-February 1903), the P & LE took all but 5, which went to the P, McK & Y. In July 1903 27119-27122 (1 P, McK & Y) and 27894-895 were built. Two months later, the P & LE added 28376-28382. In October 1905, the P & LE extended the class with 8 more (ending in builder's 28154). The P, McK & Y took 5 more (40224-40228) in November 1906 and 3 in July 1907. Finally, the P & LE bought 15 G-103s in February-March 1910 (47517-26, 47594-98).

Sometime later, the G-102s were superheated and reclassed as G-102D; see Locobase 7075.

Class G-102D/G-104 (Locobase 7075)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The P & LE and Pittsburgh, McKeesport & Youghiogheny had a large number of relatively new drag-freight Consolidations. Soon after the last was delivered in February 1910, the P & LE concluded that the design could be improved adding Schmidt superheaters and enlarging the cylinders. The shops turned out 5 new engines to this design in June-July 1913; these were later classed as G-104s. Apparently pleased with what they had wrought, the P & LE updated 26 of its own G-102s to this design as well as one of the P, McK & Y engines.

Class G-11 (Locobase 5282)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp192.gif (visited December 2002).

Likely an enlarged repeat of the class later redubbed G-9. Most of the specifications are similar, although the firebox must have been a shade deeper.

Class G-11A (Locobase 5284)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp194.gif (visited December 2002).

The earliest Consolidation shown in the guide, this locomotive still had the dome just ahead of the cab. The large grate area may have burned anthracite coal.

Class G-11B (Locobase 5285)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp194.gif (visited December 2002).

This class repeated the 1884 class later renamed the G-11. The most significant difference was an elongation of the firetubes and a modest hike in the boiler pressure.

Class G-12 (Locobase 5286)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp195.gif (visited December 2002).

Similar to the earlier class that was later given the G class designation. Boiler pressure increased, but this stray was otherwise very similar.

Class G-13 (Locobase 5287)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp195.gif (visited December 2002).

Cross-compounding variant of the basic G class Consolidation. These must have been trial horses for the arrangement that went into production several years later.

Class G-16q (Locobase 415)

4 built at the Schenectady works in 1912.

These were preceded by 50 built in 4 classes, also by Schenectady, in 1907-1908. These had the same tractive effort components (cylinder bore and stroke, boiler pressure, driver diameter). 15 G-5w and 15 G-6e came in 1907, 20 G-6h in 1908. The designs had 14" piston valves.

Class G-2/15 1/2 (Locobase 5273)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp182.gif (visited December 2002).This minority group of G-2 cross-compound Consolidations had 15 1/2 ft fire tubes. Both groups had a 14" piston valve serving the high-pressure cylinder.

Class G-2/16' (Locobase 5272)

Profiled in a 1901 Railroad Gazette (XXXIII, No. 9), this class of cross-compounds entered service as drag freight haulers. RG noted a recent run by 2342 that saw 80 loaded cars totalling 3,225 tons from De Witt to West Albany in 13 hours 35 minutes. RG also noted that these engines were fitted with train-heating equipment to allow their use as passsenger helpers.

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp180.gif (visited December 2002). I've divided the G-2s into two classes according to notes in the 1902. The majority of G-2s had a 16' length between tube sheets, as shown in this entry. 2378-2395 had 4" shorter tubes and are shown in a separate entry.

In both classes, steam for the high-pressure cylinder was delivered by a sizable 14" piston valve.

Class G-2A (Locobase 5275)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp184A.gif (visited December 2002).

Based on the same boiler as the short-tubed G-2 cross-compound Consolidations,a single locomotive built in the same year had instead tandem compound cylinders. In this arrangement, the high-pressure and low-pressure cylinders on each side were cast together, the HP cylinder leading. One long 12" piston valve fed each cylinder in turn.

According to the guide, 15 more (2400-2414) G-2As were produced by Schenectady in 1903. Note the unusually long stroke on this engine.

Class G-3 (Locobase 5276)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp183.gif (visited December 2002).

Smallish Consolidation with a lighter axle-loading, most likely for branch-line operations.

Class G-4 (Locobase 5277)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp185.gif (visited December 2002).

Interesting tandem-compound design fed steam by its single 12" piston valve. The boiler was significantly larger than the 1901 G-2As and was jammed with about as many 2" firetubes as a builder could fit in a saturated-steam vessel. Note how short the tubes were, however. Another difference was the much smaller driver diameter, which, together with the compounding system, meant these engines specialized in drag-freight haulage.

Drury (1993) identifies the 2685-2699 series as part of the G-4 class, which means they were added after the guide was published (and its user didn't update his list as he had in other instances).

Class G-46 j/k/ (Locobase 5429)

Data from a table in May 1916 RME.

See Locobase 9841 for a history of the K & M. When the K & M's owner Toledo & Ohio Central was absorbed by the New York Central, the 17 survivors of this class were designated G-46 j/k/l (1183-1199). The locomotive's design is straightforward with an Extended Wagon Top boiler, relatively low pressure, and, especially given the small drivers, a long driving wheelbase.

Class G-46D/G-46E (Locobase 5219)

As the T&OC neared the end of the 20th Century's first decade, the last stage in Consolidation development had clearly arrived. Compared with the earlier 2-8-0s, this design was much bigger with more ample superheat surface area and sizable, 14" piston valves (with a short travel of 5 1/2") . Firebox heating surface included 29 sq ft of arch tubes. The only difference in the last 10, which were delivered in 1910, was a slightly higher weight on the drivers of 214,000 lb)

Data from http://www.rr-fallenflags.org/nyc/toe-p55.gif (visited December 2002) and ...p53.

Class G-46E (Locobase 5220)

Delivery of these 10 locomotives followed the G-46D and Fs. Compared to those 30 engines, this design had a smaller boiler, but the cylinders were 2" larger in diameter and the 14" piston valves had a longer travel (6 1/2"). The grate stayed the same, but the superheater element area was smaller, probably reflecting adoption of a different superheater design?

Data from http://www.rr-fallenflags.org/nyc/toe-p55.gif (visited December 2002).

Class G-46H/I (Locobase 9746)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

After supplying hundreds of G-5/G-6 locomotives with 32" strokes and 63" drivers (Locobases 9740, 9742, and 9743), Brooks began filling orders (B-1290) with superheated engines rolling on 57" drivers and a squarer cylinder ratio; the cylinders still were supplied through 14" piston valves. While the grate area remained essentially the same, the boiler grew considerably while boiler pressure dropped by 20 psi.

Class G-4A (Locobase 5278)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp185.gif (visited December 2002).

Identical to the tandem-compound G-4 except for the simpled cylinder layout. Obviously intended as a "control" to compare compounding to simple-expansion economies.

Class G-5 (Locobase 5279)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp186A.gif (visited December 2002).

Long-stroke Consolidations with straight boilers, 14" piston valves. Many of these were later converted to H-5 2-8-2s; see Locobase 1384.

According to the guide, 25 G-5As were built by Brooks and Schenectady in 1904. Available information didn't tell Locobase how the G-5As differed from the G-5s.

Class G-5 (Locobase 5369)

The data comes a table in the June 1906 issue of American Engineer and Railroad Journal (AERJ). See also Railroad Gazette (3 November 1905), p. 141, where the destined railroad is reported as Indiana Harbor.

Virtually identical to the New York Central G-5s shown in another Locobase entry (5279). Included here chiefly to show what minor differences could occur (e.g. 458 tubes vs 456) and to give an idea of the scale of the production by Brooks and Schenectady. Also, RG's report includes a listing of the component suppliers that can help build a more detailed picture of the locomotive-building industry of the time (NB: many of these suppliers probably did not also serve Baldwin).

steel axles -- Carnegie steel axles

bell ringer -- Samson

brake beams -- National-Hollow

brake shoes -- Lappin

coupler -- Gould

headlights -- Rochester

injectors and sight-feed lubricators -- Nathan

New York Central specification journal bearings and driving wheel tires,

piston and valve rod packings --U. S.

safety valves -- Consolidated Car Heating

sanding devices -- Leach

springs -- Railway Steel Spring Co

steam gauges -- Crosby

truck and tender wheel tires -- National

Class G-5H (Locobase 9740)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

This was a big class of Consolidations that served the drag-freight needs of the Clevelan, Cincinnati, Chicago & St. Louis. The subclass shown here (Brooks order number 1034) was a bit smaller than some of the later batches. All had 14" piston valves.

Before too long, the class was superheated. See Locobase 9741.

Class G-5H - superheated (Locobase 9741)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Although the large class of Consolidations that entered service in 1905-1911 on the Big Four (Locobase 9740) shared the same power dimensions, they came in 2 boiler sizes. Superheating the smaller version as shown here involved the usual tradeoffs of evaporative heating surface for drier steam. In this makeover, 140 2" tubes were eliminated in favor of 34 flues..

Class G-5I (Locobase 9742)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Part of a long string of batches of Consolidations built in a short period. . All had 14" piston valves. This particular production order (B-1064) packed a lot of 2" tubes into the boiler.

As with the G-5H, the class was soon superheated. See Locobase 9743.

Class G-5I/-5O/-5T/etc - superheated (Locobase 9744)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Superheating the G-5I class of Consolidations (Locobase 9742) involved the usual boiler rearrangement. In this particular makeover, however, the small-tube sacrifice came to more than 190 tubes (195 in the G-5I, 211 in the G-5O/T/G-6C profiled in 9743) in favor of just 34 flues. (Locobase suspects this supports his thought that this was an overstuffed boiler in its saturated state to begin with.)

Some received 30 sq ft of arch tubes, increasing their firebox heating surface to 215 sq ft.

Class G-5O/-5T/-6C/-6D etc. (Locobase 9743)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Part of a long string of batches of Consolidations built in a short period to the same power dimensions and firebox design. All had 14" piston valves. As with the G-5Is, these later batches (Brooks B-1089 for G-5O, B-1195 for G-5T) had boilers tightly packed with 2" tubes. Later in the same year (November of 1907), Brooks added 65 more to the same design (Batches B-1117, 1132-1133) that the Cleveland, Cincinnati, Chicago & St Louis for some reason classified as G-6C, G-6D, and G-6UA. Additional locomotives included the G-6IA (Original order 5 under B-1064), G-6IB (20 under B-1075), G-6N (20 under B-1221), (G-6S 35 under S-774 - the only order in this particular design from Schenectady)

Some of both of these sub-classes were soon superheated to a common configuration.. See Locobase 9744. Like hundreds of other G-5 2-8-0s in the New York Central system, the rest of the Big Four G-5s were upgraded to H-5 Mikados; see Locobase 9745.

Class G-5c-G6l (Locobase 5372)

The data comes from a table in the June 1906 AERJ.

A slew of Consolidations virtually all built by Alco-Schenectady or Alco-Brooks. Montreal contributed 18 engines. They served on all major subsidiaries (B&A, CCC&StL, NYC, THB, CI&S, LS&MS). 462 of these were rebuilt into H-5 Mikados. The remainder were retrofitted with Walschaerts valve gear and superheater, being redesignatedwere provided by Alco-Brooks and Schenectady over the 1905-1910 period. Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves.

The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear.Many of these were rebuilt as H-5 Mikados with new boilers and fireboxes.

Class G-6 (Locobase 5377)

The data comes from a table in the June 1907 AERJ. Actually representing one of the later batches under this 3-year order, the 5962 was a G-6 because of its outside Walschaerts gear. Otherwise, it was similar to hundreds of other New York Central system Consolidations of the same era.

Class G-60/G-61 (Locobase 9747)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

The diagram book gives the dates corresponding to the fitting of a new boiler for all but one of this group of survivors from earlier classes - the dates ranged from January 1911 to September 1912. 6512, delivered in April 1885 was discarded without modification and supplied the original date. In any case, all remained saturated and all were quite small.

Class G-63 (Locobase 3145)

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis. Turn of the century Consolidation.. Data from McShane (1899) and the CCC&StL 3-1914 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase believes that the G-63 class engine then numbered 6527 in 1914 was the locomotive to which McShane referred in 1899.

Class G-64 (Locobase 9748)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

This engine, and the succeeding G-64A (Locobase 9749) were larger Consolidations with a longer stroke. 6528 persisted with the 20" cylinder diameter.

Class G-64A (Locobase 9749)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

6529 was identical to the G-64 (#6528 - Locobase 9748) but had larger 22" cylinders and ultimately a firebox with arch tubes that combined for 184 sq ft of firebox heating surface. Both engines led the way to larger boilers and grates..

Class G-65 (Locobase 9750)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Displayed in a table of Consolidations of varied ages and origins, this locomotive stands out as quite a bit larger and even further along in the evolution of the New York Central 2-8-0 of the early 20th Century. What remained in the 19th century was the locomotive's grate area, which was small for the size of the boiler it was trying to heat.

Class G-66-68 (Locobase 366)

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis.

Data from CCC&StL 3-1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Apparently the Big Four included the builder in its classification. G-66 stood for 10 locomotives from the Rhode Island Works, G-67 for 12 Brooks-built engines, and G-68 for 9 from Schenectady.

Class G-69 (Locobase 9751)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Compared to the Big Four Consolidation of a year earlier shown in Locobase 9750, this locomotive made the last step into a 20th-century 2-8-0 design by adopting a much larger grate to go with a slightly bigger boiler. Admittedly, the firebox heating surface was still relatively meager.

Class G-6M (Locobase 8424)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

At the same time the Canadian Southern was buying its Consolidations from the Montreal Locomotive Works (Locobase 5277), the Michigan Central purchased a batch from another Alco subsidiary.

Class G-6i, G-6o (Locobase 8425)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Michigan Central's large Consolidation stud included dozens that were modified with the same superheater installation. This batch arrived in 1909-1910.

Class G-6t (Locobase 8426)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As Michigan Central added Consolidations to its stud, it bought them from several Alco subsidiaries. After Brooks had supplied 38 in 1909-1910 (Locobase 8425), the MC bought 20 more from Schenectady in the next year.

Class G-6u (Locobase 5368)

The data comes from a reproduction of a locomotive diagram reproduced on the Canada Southern web page http://www.candasouthern.com/caso/steam-280-specs.htm (visited 15 February 2003).

Like the earlier New York Central locomotives, these were long-stroke Consolidations with straight boilers, 14" piston valves. These were superheated, however, and may have introduced the technology to NYC Consoldiations.

Class G-7 (Locobase 4115)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp187.gif (visited December 2002)

The guide notes that this class was rebuilt starting in 1895. The specifications given above reflect the rebuilt locomotives.

I suspect that the C-7A class (26 engines) shown on

www.rr-fallenflags.org/nyc/ncy-lbp186b.gif (visited December 2002) represent the original design of considerably earlier vintage, which had a boiler pressure of 135 psi. In either case, this was a small locomotive.

Class G-70 (Locobase 9752)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

This Brooks-built decade (B-855) showed a higher boiler than that of the pair of G-69s profiled in Locobase 9751 and delivered a year earlier. The power dimensions remained the same, but the boiler pressure rose by 10 psi and steam was now admitted to the cylinders through 12" piston valves. Some were retrofitted with arch tubes in the firebox that contributed 28 sq ft to the firebox heating surface area.

Locobase isn't sure why the tractive power calculation in the diagram runs more than 10% less than the same numbers deliver when calculated according to conventional methods.

Class G-70 (Locobase 7656)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

When the P & E bought these Consolidations, the railroad was already part of the Big Four (Cleveland, Cincinnati, Chicago & Saint Louis). It had been created out of the bankrupt Ohio Indiana & Western Railway. In a very detailed set of financial transactions that took less than 2 months in early 1890 -- detailed on Roger P Hensley's http://madisonrails.railfan.net/bigfour.html (accessed 6 July 2006) -- the P & E's main line was established from Pekin, Illinois to Indianapolis. It was then "surrendered" to the Big Four on 22 Feb 1890.

The 20 Consolidations were broken into two subgroups depending on boiler type; this subtype had radial stayed boilers. This Brooks-built decade (B-855) showed a higher boiler than that of the pair of G-69s profiled in Locobase 9751 and delivered a year earlier. The power dimensions remained the same, but the boiler pressure rose by 10 psi and steam was now admitted to the cylinders through 12" piston valves. Some were retrofitted with arch tubes in the firebox that contributed 28 sq ft to the firebox heating surface area.

See Locobase 7658 for the superheated upgrade.

Class G-70 - superheated (Locobase 7658)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although the superheating modification occurred while these engines belonged to the Big Four, the Chicago & Illinois Midland diagrams give the area.

The C & IM bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s. One of them came from the subgroup that had radial-stay boilers when delivered in 1902 and the smaller grate. The C & IM placed it in its own class -- F-1 -- and numberedit 530.

They had been upgraded to include superheaters, although they retained their inside Stephenson valve gear. See Locobase 7659 for the other superheated variant.

Class G-70A (Locobase 9753)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Based on the G-70 design shown in Locobase 9752, this class differed primarily in adopting a Belpaire boiler. This was one of the few instances when the square-shouldered firebox would appear on a New York Central system engine. The grate was larger, but the firebox actually measured a bit smaller. Sometime later, 26 sq ft of arch tubes would be added to the firebox heating surface.

Class G-70A (Locobase 7657)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

See Locobase 7656 for a discussion of the P & E's relationship to the Big Four.

The 20 Consolidations bought by the latter in 1902-1903 were broken into two subgroups depending on boiler type. The other subgroup is shown in Locobase 7656; this subtype had the Belpaire firebox.This was one of the few instances when the square-shouldered firebox would appear on a New York Central system engine. The grate was larger, but the firebox actually measured a bit smaller. Sometime later, 26 sq ft of arch tubes would be added to the firebox heating surface. Some of the class had fireboxes offering 187 sq ft of heating surface; the specifications show the addtion of 26 sq ft of arch tubes.

The superheated modification appears in Locobase 7659.

Class G-70B (Locobase 9754)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection

Like the G-70As, which appeared in 1902, this quintet was produced with Belpaire boilers, although the grate was considerably smaller because it was 12" narrower. Curiously, firebox heating surface area actually grew slightly. As with all of the G-70s, steam admission came through 12" piston valves. Some of the class later had 21 sq ft of arch tubes added to the firebox heating surface area.

Class G-70B (Locobase 7660)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The 25 Consolidations bought by the P & E in 1902-1903 were broken into three subgroups depending on boiler type and grate size. Like the G-70As, which appeared in 1902, this quintet was produced with Belpaire boilers, although the grate was considerably smaller because it was 12" narrower. Curiously, firebox heating surface area actually grew slightly. As with all of the G-70s, steam admission came through 12" piston valves. Some of the class later had 21 sq ft of arch tubes added to the firebox heating surface area.

Class G-70B - superheated (Locobase 7661)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Although this quintet of 5 Belpaire-boilered Consolidations was upgraded with superheaters by the P & E, their diagrams did not show the resulting superheater areas. When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, they documented the new acquisitions with diagrams that did show the area. This pair they designated class F-3 and numbered 535-536.

See Locobase 7657 and 7658 for the other superheated variants.

Class G-70a - superheated (Locobase 7659)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, it drew its own locomotive diagrams and included the superheater area that was not shown on the Big Four diagrams.

Well before the sale to the C & IM, the Big Four updated all of its G-70s with superheaters; this set of 10 had Belpaire fireboxes. The four that went to the C & IM were designated class F-2 and numbered 531-534.

See Locobase 7658 and 7661 for the other superheated variants.

Class G-71 (Locobase 7610)

Data from CCC&StL 3 - 1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This class of relatively small Consolidations served the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers and 12" piston valves. Five more operated with the Peoria & Eastern; see Locobase 7660.

They were superheated by that railroad in 1919; see Locobase 7611.

Class G-71 - superheated (Locobase 7611)

Data from AC & Y 7 -1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This was a class of Consolidations originally bought by the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers (see Locobase 7610) and superheated by that railroad in 1919. In the process, the surrender of evaporative heating surface was almost completely offset by additional superheater area, which resulted in a greater gain in effective power than many other such conversions.

In 1928, the Big Four sold 7 of the class (original works#28249, 28262, 28258, 28254, 28256, 28250, 2824) to the Akron, Canton & Youngstown in 1928 as their 350-356.

Class G-8 (Locobase 5280)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp189.gif (visited December 2002). Shows the NYC&HR Consolidation just as it was about to grow quite a bit bigger.

Class G-80-G80D (Locobase 8423)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection as well as the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 617-618.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Michigan Central had taken delivery of this class of cross-compounds two years earlier. As Consolidations in the NYC system went, this class had a small firebox.

Class G-9 (Locobase 5281)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on http://www.rr-fallenflags.org/nyc/ncy-lbp191.gif (visited December 2002).

This class succeeded the Consolidations that were later reclassified as G-11A. Boiler pressure increased as did weight, but otherwise the design was identical. According to Staufer (1967), these were the first Consolidations on the New York Central, which suggests the G-11As were actually a later acquisition. See Locobase 5260 for fuller information about the Fall Brook lines.

Class G-95A (Locobase 5223)

These may have been identical to 24 Toledo & Ohio Central Consolidations delivered by Rogers in the same years. The Richardson balanced slide valves had relatively long travel of 6 1/8" of travel. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p69.gif (visited December 2002).

Class G-95a (Locobase 9478)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, February 1903, p. 86 and T&OC-Z&W 6 - 1920 Locomotive Diagrams supplied by Allen Stanley from his extensive collection.

Small, low-drivered Consolidations with Belapaire fireboxes. Rogers supplied locomotives in 1902 and 1903. As delivered, they were credited with 133,000 lb on the drivers and 150,000 lb overall engine weight.

Class G-96A (Locobase 5214)

The Richardson balanced slide valves had 5 5/8" of travel. Firebox heating surface included arch tubes.

This was one of the more numerous classes on this subsidiary of the New York Central. Indeed, they were followed immediately by the 96Bs, which appear to have been virtually identical.

The G-96As were superheated later; see 5215.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).

Class G-96A - superheated (Locobase 5215)

The Richardson balanced slide valves had 5 5/8" of travel.

Superheating these Consolidations didn't result in fitting them with piston valves as was usual practice, instead, this class received ABV double-admission slide valves. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).

Class G-96B (Locobase 5216)

This was a follow-on batch to the G-96A class and were probably very similar when delivered. After superheating, the two classes were practically identical. The Richardson balanced slide valves had 5 5/8" of travel; when superheated, this class received ABV double-admission slide valves. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p46.gif (visited December 2002).

Class G-96C (Locobase 5217)

This was a follow-on batch to the G-96A class, but were fitted with 11" piston valves and Walschaerts valve gear. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p50.gif (visited December 2002).

Class G-97A (Locobase 5224)

Similar to many other New York Central System Consolidations of the turn of the century, all of which had the same nominal tractive effort. The Richardson balanced slide valves had relatively long travel of 5 5/8" of travel. Firebox heating surface included arch tubes.

Data from http://www.rr-fallenflags.org/nyc/toe-p67.gif (visited December 2002).