Class F-3-A (Locobase 6757)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Four years after the last Baldwin Ten-wheeler, the C & S took delivery of these much bigger Pacifics (35771-35773, 35796-3797). Another 5 went to the Fort Worth & Denver as their 501-505. Drury (1993) says they were copies of the CB & Q's S-2 class (see Locobase 9384). Firebox heating surface included 31.4 sq ft of arch tubes.

In 1922-25, the C&S rebuilt its 5 with new cylinders and superheaters and added Elesco feedwater heaters and new tender trucks in 1929.

The class carried on into the late 1940s, the last locomotive retiring in 1951.

Class F-3-B (Locobase 9385)

Data from C & S 7 -1941 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This trio was part of a batch of S-3s (Locobase 1186) originally supplied to the Burlington Road in 1918 (works #48261-48262, 48570-48571, 48674, 48731, 48886-48887, 49071, 49075). Although they had the same layout as the earlier S-3s, the heating surfaces varied slightly. In July 1919, the Burlington leased 2965, 2970, 2973 (48261, 48731, 49071) to the C & S (and sold them outright in December 1920).

Locobase chose to highlight them to show the differences from the earlier S-3 batches.

Class F-3-C (Locobase 6758)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

These were substantial Pacifics based on the Burlington's S-3 (Locobase 1186) with a generous increase in direct heating surface over the 1911 F-3-As (Locobase 6757). The boiler's dimensions reflected the then-current thinking that tube length was less important than truly hot heating surfaces. So the tube length was cut by 30" and that "savings" was invested in a combustion chamber that contributed 59 sq ft to the firebox heating surface. This augmented the 36.7 sq ft in the arch tubes.

Although never truly express locomotives -- the 69" drivers were more realistic given the profile over which C & S passenger trains would run -- these were quite satisfactory engines and remained in service into the 1950s. The last retired in 1960.

Class S-1 (Locobase 156)

70 built by Alco and Baldwin from 1906 to 1909. The first 45 had Stephenson gear off inside 12" piston valves; the data for these are shown above and come from a table in AERJ February 1907.

The last 25 also had inside valves but Walschaerts valve gear. Most rebuilt during the 1920s as S-1A (see Locobase 5474) with piston valves and valve gear moved outside, superheaters, and feedwater heaters.

Class S-1A (Locobase 5473)

Data from locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/S/s1t.tif (accessed 22 March 2003). This was the made-over S-1 design. The firebox had 33 sq ft of arch tubes. Tractive effort didn't change much, but the locomotive had drier, hence more potent steam. Interestingly, those that had Stephenson gear retained it, possibly because they'd been delivered with piston valves.

What was changed in 56 of the original 70 was the boiler contents -- fewer tubes, superheater flues added. What's shown above is the 32-tube variant. Some may have been upgraded twice. Beck's book (diagrams supplied by Ray Buhrmaster and Joe Douda) shows an "S-1" modification with 24 flues, 171 tubes pressed to 185 psi and either retaining the 22" cylinders or fitted with 25". But all of the engines listed on the S-1a page had either 30 flues for an Emerson superheater and 158 tubes or the combination shown in the specs. Cylinder diameters could be 23, 24, or 25", but boiler pressure was always 200 psi.

Class S-2 (Locobase 9384)

50 engines built with Emerson fire-tube heaters (170 small tubes with 2,094 sq ft and 24 flues adding 722 sq ft of EHS holding 670 sq ft of superheater elements) . Although delivered with 69" drivers.

Class S-2A (Locobase 1185)

50 engines built with Emerson fire-tube heaters (170 small tubes with 2,094 sq ft and 24 flues adding 722 sq ft of EHS holding 670 sq ft of superheater elements) . Although delivered with 69" drivers, most received 74" drivers soon after they entered service and that's how they're shown here. Most rebuilt during the 1920s with 12" piston valves and valve gear moved outside, Schmidt superheaters, and feedwater heaters. Firebox heating surface included 33.2 sq ft of arch tubes.

It is this data as shown in the locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/S/s2t.tif (accessed 22 March 2003) -- that is recorded in the Locobase entry. All of them were rebuilt with the 30-flue Schmidt installation as shown in the specs. As in the S-1As, three different cylinder diameters (23", 24", and 25") were fitted as well.

This class was retired beginning in 1933, the last leaving in 1955.

Class S-3 (Locobase 1186)

Data from the locomotive diagram published on Vernon Beck's website -- http://home.earthlink.net/~vnlbeck/S/s3lo.tif (accessed 22 March 2003), as amended by the CB&Q 3 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Corbin & Kerka (1960, p 104 and 218)

30 engines built in batches by Baldwin (15 in 1915, 10 in 1918, 5 in 1922). They represented a revamped Pacific design with a new shorter boiler, combustion chamber, and brick arch. The combustion chamber contributed 62.4 sq ft and the 4 arch tubes 32.6 sq ft to the firebox heating surface.

Other improvements were lighter, heat-treated steel alloy reciprocating parts, hollow-bore piston rods and crank pins, and the Laird suspended crosshead, Ragonnet power reverser, and eventually a Worthington or Elesco feedwater heater. As with other designs, this class was fitted with cylinders of 3 different diameters - 25" (40,200 lb tractive effort), 26" (43,400 lb), and 27" as shown in the specs.

The last 5 fleshed out rosters on the Fort Worth & Denver (2 oil burners) and the Colorado & Southern (three 69"-driver engines with a 45,300 lb tractive effort). The C & S also procured 3 of this class from the Burlington in July 1919.

Retirements began in 1951 and ended in 1958.