Class 1000 (Locobase 3946)

Data is taken from the Railroad Gazette of 20 April 1900.

According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2478-2481 (December 1899) and 2714 (October 1900).

Compared to the twelve-wheeler delivered at the same time, this Consolidation actually is heavier and, by dint of a longer stroke, had a higher tractive effort. JF Dunn, Superintendent of Motive Power, designed these 2-8-0s, which appear to have been used primarily as pushers on a 2 1/2% grade section from Dubois, Idaho to Monida.

Class 1301 (Locobase 6588)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 and UP 5 - 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

http://utahrails.net/up/steam/up-steam-1885-1915.php (prepared by Don Strack and visited 14 July 2005) gives us roster details of this class. They were delivered with Wootten fireboxes and in a camelback layout in 1886 and early 1887. Builders numbers were 7842, 8283, 8286, 8289, 8292, 8299, 8305, 8307, 8308, 8319, 8336.

In 1893-1895, the class was rebuilt to a conventional cab configuration, at which time, the specs suggest, the Wootten firebox was replaced by a conventional one as well. The change reduced the firebox heating surface to 169.6 sq ft and total heating surface to 2,080.4 sq ft.

Retirements came at individual moments, all but one of the Consolidations being withdrawn in the 1920s and 1930s. The exception was 1306, then numbered 105, which hung on for some reason until July 1951.

Class 1312 (Locobase 2633)

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 #3062-3069, produced in October 1898.

High-boilered type with broad-brimmed spark-arresting stack. Relatively modest firebox heating surface of 170 sq ft was augmented by 23 sq ft of arch pipes. Illustration shows a transitional locomotive with steam dome just ahead of the cab and long cowcatcher.

Class 1312 / 113 - superheated (Locobase 8333)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Class 1320 (Locobase 6589)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 4907-4908.

A pair of turn-of-the-century cross-compounds. Road numbers were changed in 1915, well after they were converted to simple-expansion locomotives with 20" x 24" cylinders. 120 was retired in September 1934 while 119 retired in May 1940.

Class 1600 (Locobase 6595)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection. http://utahrails.net/up/steam/up-steam-1885-1915.php

(visited 14 July 2005) for road and builder's numbers. Delivered as a batch; works numbers 1989-2003. Eleven survived to be renumbered 300-310 in 1915; they were all disposed of by the end of the twenties.

Class 1620 / 400 (Locobase 2851)

Fitted with the Vanderbilt boiler, these two Consolidations were among a very few who had that distinctive design. The cylindrical firebox was corrugated for strength and riveted to the boiler's backplate. Works numbers were 17931 in July 1900 and 18522 in December.

The corrugations were supposed to lend enough strength to the firebox that staybolts and crown bars would be unnecessary. Bruce (1952) comments, however, "there was not sufficient grate area or firebox volume provided by this construction to accommodate the high rates of combustion required, the boiler pressure being 200 psi."

(Alexander, Iron Horse, pl 81)

See also Railroad Gazette (15 June 1900) which details the 235-locomotive order from Baldwin for 3 railroads -- the Union Pacific, the B & O (lion's share with 165 engines), and the Kansas City, Pittsburgh & Western (10 engines). The B&O E-18 class (#3928) discusses the order. See also RG (10 May 1901) for further discussion of the Vanderbilt boiler design.

Class 1622 / 402 (Locobase 6596)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 and UP 5-1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These were Vauclain compounds with two 15 1/2 x 30" HP cylinders and two 26" x 30" LP cylinders that were soon converted to simple-expansion engines powered by two 21" x 30" cylinders. All of the class was produced in August of 1900, which must have been a busy month, judging by the spread of works numbers: 17950, 17892, 17901, 17939, 17949, 17971, 17975, 17984, 17999, 18006, 18008, 18009-10. 18031-32, 18061-62, 18067.

See Locobase 7436 for the class as it was superheated.

Class 1640 /420 (Locobase 6597)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive collection.

These were Vauclain compounds of slightly greater size than the immediately preceding class described in Locobase 6596.

Class 1901 / 478 (Locobase 7438)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Continuing the production of Vauclain compounds, Baldwin delivered these locomotives in 1903. In addition to lengthening the boiler tubes by a foot, the builder significantly increased the size of the grate. Like all of the other compound Consolidations, this class soon was simpled and superheated; see Locobase 7439.

Class 200 / C-55 (Locobase 2627)

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 #3075-77 produced in November 1898.

Surprisingly modern looking and burly, this OR&N Consolidation had an Improved Belpaire firebox, piston valves outside (but Stephenson link still between the frames), even domes for steam and sand and well-formed counterweight arcs in the drivers. In addition, the fire box had 22 sq ft of arch pipes in addition to 182 sq ft of heating surface.

The OR&N was part of the Union Pacific system. The name changed to Oregon & Washington and the three locomotives were numbered 327-329. When the UP took full control, they renumbered them 707-709 and grouped them with 510-524, 550-554 as the C-55 class.

Class 402 - superheated (Locobase 7436)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 6596 describes the saturated-steam engines that came on the road as Vaucalain compounds in 1900-1901. Before too long they had been converted to simple-expansion locomotives and before too much longer the railroad began installing superheaters. Replacing 137 small tubes with 26 flues subtracted quite a bit from total heating surface area.

Obviously of a useful size and power, these Consolidations retired one by one. A couple went in the 1920s, another (404) in October 1938, two in May 1940, but the rest were scrapped after World War II with the last two -- 406 and 419 -- being withdrawn in July 1956.

Class 420 - superheated (Locobase 7437)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Like all of the other Vauclain compound Consolidations procured by the Union Pacific in the first couple of years of the 20th Century, this class (originally profiled in Locobase 6597) went through two modification programs. First, the LP cylinders were removed and the HP cylinders were enlarged to 21". Sometime later, the UP added a Schmidt superheater. Fitting a superheater meant removing 136 small tubes in favor of 28 flues, but little else was done to these cart horses. Many of them served the UP until the 1950s.

Class 478 - superheated (Locobase 7439)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

In superheating the series of Vauclain compounds that had been simpled a little earlier, the Union Pacific traded 135 small tubes for 28 flues. As with the other updates in this series, the result was a slight reduction in total heating surface in exchange for drier steam. Also like the other 2-8-0s, most of the 478s worked in their humble drag-freight roles until the end of steam on the UP.

Class 80 (Locobase 2630)

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 numbers 3194-3195, produced in April 1899. Their road numbers were later changed to 50-51

Even though this St. Joseph (MO) and Grand Island (NE) engine resembles the OR & N Consolidation from the same catalogue dimensionally and also has piston valves outside (Stephenson link motion between the frames), matching steam and sand domes and well-formed counterweight arcs in the drivers, there are differences. The boiler on the St. J & GI is a wagon top with radial stays and a coned first course. It has about as many flues as a 66" diameter boiler could safely hold. The firebox has no arch tubes and has appreciably less heating surface (162 sq ft vs 182 sq ft + 22 sq ft for the arch tubes).

Class C 57 (Locobase 10768)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 31, p. 5. works numbers were 21642-21643, 21655, 21660, 21672, 21709, 21715, 21754-21755, 21764, 21790, 21801, 21814, 21846, 21890.

This set of Consolidations offered a relatively rare combination of 16" HP and 27" LP cylinders in Baldwin's Vauclain compound system. Sometime later, the OSL simpled these engines by giving them two 21 1/2" x 30" cylinders.

When the OSL officially joined the UP in 1915, the locomotives were renumbered 525-539. See Locobase 8336 for the superheated version.

Class C-1s (Locobase 7270)

Data from LA&SL 1 - 1928 Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive collection.

These small Consolidations (shown in their saturated form in Locobase 7269) were apparently productive enough to warrant superheating; their description here suggests that. And some in the class persisted in service into the 1950s. In this set of diagrams, the LASL doesn't give a grate area, figuring that an oil-fired locomotive doesn't really use a grate. The firebox heating surface is a better number to evaluate the system's potential to create steam in that case.

Class C-2 (Locobase 4399)

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater.

Baldwin is credited with delivering almost all of the Union Pacific's engines beginning in 1906. Brooks contributed 21 more in 1908

In addition to the UP's own holding of 133 engines, illustrations in Linn Wescott (Model Railroader Cyclopedia - Vol 1, 1960) and Drury (1993) show this common class in a variety of liveries (San Pedro, Los Angeles & Salt Lake (LASL), which had 52; Oregon Short Line (63), which later was renamed the Oregon-Washington RailRoad & Navigation). See Locobase 5340 for introduction to HCS idea and see Locobase

Class C-2 - superheated (Locobase 7435)

Data from UP 5 - 1918 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 4399 shows the saturated-steam "Harriman Common Standard" Consolidations as they were delivered to several railroads in the Union Pacific system. Not too long after their introduction in 1904, superheating arrived on American railroads with a rush and the UP began upgrading its large stud of 2-8-0s. As usually happened in this first wave of superheater applications, very little else on the locomotive changed. In this instance, 41% (172) of the small tubes were removed in favor of the 32 flues. Weight rose a couple of tons, but otherwise the class remained essentially as delivered.

Class C-2 - superheated (Locobase 7833)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This large set of Consolidations is described by the OWRR & N as locomotives "in switching service". If so, their size, tractive effort, and superheat suited them for mainline freight as well.

Almost all of the class was built by Baldwin, although Brooks supplied 21 (numbered 311-331) in 1908. When the Oregon subsidiary superheated its HCS compounds, two variants appeared. Locobase 8337 shows the slightly more powerful version; this current entry had 4 fewer flues and 9 fewer tubes.

Class C-2 - superheated (Locobase 8337)

Data from UP 5 - 1918 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 4399 shows the saturated-steam "Harriman Common Standard" Consolidations as they were delivered to several railroads in the Union Pacific system.

As with the parent Union Pacific, the Oregon line undertook superheating of its basic HCS 2-8-0 and Locobase finds that it fielded two variants of the upgrade. This version, which had 36 flues and thus more superheater area, operated with the variant shown on Locobase 7833.

All but 4 of the OSL locomotives came from Baldwin as follows:

1904 560-570

1905 573-577

1906 578-593, 599

1907 594-598, 600-618.

Alco completed the set with 4 in 1908.

Class C-55 518 - superheated (Locobase 8335)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These Vauclain compounds were originally delivered in 1901, but soon were simpled and later superheated. The firebox heating surface included 17 sq ft of arch tubes.

Class C-57 - 150 (Locobase 7464)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Continuing the production of Vauclain compounds, Baldwin delivered this last group of 9 that were considerably larger than even the 1900 group. In fact, this tightly packed boiler was the largest on a Union Pacific Consolidation. The Oregon-Washington Railroad & Navigation Company subsidiary took 5 more as their 725-729.

As will the other compounds, the Union Pacific would first simplify the expansion (22" x 30"), then superheat the boiler. See Locobase 7465.

Class C-57 - superheated (Locobase 7465)

Data from UP 5 -1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The Union Pacific removed the two LP cylinders from its 1903 Vauclain compounds; see 7826 for the results of a similar operation on the OWRR & N's compounds. In the mid-1920s, he Union Pacific took the additional step of adding superheaters. Although the reconstruction was limited to tubes being replaced by flues and their superheater elements, the scale was impressive. 197 tubes (44%) were removed in favor of 36 elements, which in this large boiler didn't result in a high superheat percentage. Still, the result was a more generously sized tube-and-flue cross-section and virtually all of the original heating surface area was retained.

Even so, 3 of the nine engines ( not superheated) were withdrawn in 1928. The remaining non-superheated engine(153) was dropped in 1930. Three of the five superheated locomotives retired a few years later (152 in 1933, 150 & 154 in 1934). 155 & 158 somehow hung on through World War II and weren't retired until 1946.

Class C-57 / C-1 (Locobase 7269)

Data from SPLA&SL Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 23648, 23654, 23655, 23661 in January 1904; 23690, 23699, 23725, 23741, 23770 in February;

These Consolidations just predated the "Harriman Common Standard" 2-8-0s that were adopted throughout the Harriman Lines (See Locobase 5340 for introduction to HCS idea). The grate was the same as the HCS engines and the power dimensions differed only in cylinder diameter (HCS had 22" cylinders), but the boiler was considerably smaller.

These were later superheated; see Locobase 7270.

Class C-57 525 - superheated (Locobase 8336)

Data from UP 11 - 1946 Locomotive Diagrams and from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This large set of Consolidations is described by the OWRR & N as locomotives "in switching service". If so, their size, tractive effort, and superheat suited them for mainline freight as well.

The firebox heating surface included 14 sq ft of arch tubes and remained essentially unchanged when the boiler was superheated. The boiler itself, however, seems to have traded 213 small tubes for 28 flues. The resulting superheat ratio isn't striking, but the reduction in heating surface is.

Almost all of the class was built by Baldwin, although Brooks supplied 21 (numbered 311-331) in 1908. When the Oregon subsidiary superheated its HCS compounds, two variants appeared. Locobase 8337 shows the slightly more powerful version; this current entry had 4 fewer flues and 9 fewer tubes.

Class C51 - 700 (Locobase 7826)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Builder and roster data from Don Strack's compilation presented on Utah Rails' http://utahrails.net/steam/owrrn02-oryn-1889-1890.php . New York works numbers were 429-433 in October 1888.

This small builder supplied the quintet of Consolidations to the OWN & R. 161 was sold in 1907 to the 33-mile long Idaho Northern as their #2. The IN completed construction of the line between Enaville and Paragon, Idaho and was bought in 1910 by ...the OWN & R. 161 regained its old number.

Class C51 - 705 (Locobase 7829)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This relatively lightweight pair of Consolidations, especially for engines built so late in the day, were originally delivered to the North Coast Railroad, but that line was absorbed by the OWRR & N on 24 November 1910. They apparently filled a niche as the first was retired only in 1940 and the other ran until 1947.

Class C57 - 710 (Locobase 7827)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Low-drivered Consolidations that were withdrawn between 1927 and 1933.

Class C57 - 725 (Locobase 7828)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 21011, 21026 in September 1902; 21064, 21164 in October; 21197 in November.

In addition to the Vauclain compounds delivered to the parent Union Pacific in 1903 (Locobase 7464), Baldwin supplied these five in the previous year that went within 2 years to the Oregon-Washington Railway & Navigation. Like the UP engines, these had 17" HP and 28" LP cylinders.

Within 7 years, they were rebuilt to a simple-expansion design and served the OWR & N until 1911, when they went back to the UP.

The first was retired in 1930, the last in 1940.