Chicago & Eastern Illinois 4-6-2 "Pacific" Type Locomotives

Class Details by Steve Llanso

Class K-1 (Locobase 7168)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 35, p. 196 and the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 35543-35546 in November 1910, 35692-35693, 35698-35699 in December.

The first C & EI Pacifics, these came to the railroad already superheated. The last three were delivered first to the Evansville & Terre Haute, which came into the C & EI fold in July 1911.

Steam admission came through 13" piston valves and the superheater area reflects the installation of the Emerson, a less-successful competitor to the Schmidt superheater. Note the low steam pressure, which probably reflects the then-prevailing view that one of the benefits of superheating was the opportunity to reduce boiler pressure and thus lower maintenance costs.

Steam pressure was later raised and the tube-flue ratio changed; see Locobase 7174

Class K-1 - modified (Locobase 13673)

Data from the C&EI 5 - 1949 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

The original design of the K-1 Pacific (Locobase 7168) showed some tentativeness. Boiler pressure was low, the firebox a bit small, heating surface areas modest. Over time, the C & EI addressed all of those limitations in later designs and the result was much more powerful passenger engines.

Class K-1a (Locobase 7174)

Data from the C&EI 5 - 1949 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

The original design of the K-1 Pacific (Locobase 7168) was modified with higher-pressure boilers and fewer (by 4) tubes.

Class K-2 (Locobase 7169)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 37350-37353 in December 1911; 37416-37419 in January 1912.

Now that Baldwin had delivered the first Pacifics to the C & EI, the company enlarged the design. The new engines had 10 more flues, which allowed an increase in the percentage of superheated heating surface despite the overall growth of the boiler. The firebox grew and now included 28 sq ft of fire tubes in its heating surface.

According to the 1911 Railway Age, these engines came with components manufactured by several suppliers:

Axles :. Steel Steel

Bell ringer Gollmar pneumatic

Boiler lagging Ehret sectional magnesia

Brakes New York air brake

Brake beams Creco

Brake shoes American Brake Shoe & Foundry

Brick arch Security brick type "H"

Couplers Latrobe

Driving boxes cast steel

Headlight Pyle National electric

Injector Simplex

Journal bearings Hewitt bronze

Packing United States

Safety valve Ashton

Sanding devices Leach

Sight-feed lubricators Nathan

Springs Railway Steel-Spring Co.

Staying Tate flexibe staybolts

Steam gages Ashton

Steam heat equipment Gold

Superheater Schmidt

Tires Inter-Ocean

Tubes Charcoal iron

Valve gear Walschaert

Wheel centers cast steel

The railroad later raised the boiler pressure in these locomotives to 200 psi.

1008 was streamlined in 1940 to head up the Dixie Flagler, but this involved only cosmetic additions.

Class K-2 - 1016 (Locobase 7175)

Data from the C&EI 5 - 1949 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase doesn't know if the last two K-2s were delivered with a 180-psi boiler pressure like the others, but takes the opportunity offered by a different builder to show the effects of raising the BP to 200 psi.

Class K-3 (Locobase 7173)

Data from the C&EI 5 - 1949 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 6321-6326 in January 1923.

After World War I, the C&EI turned to a new builder for its last new passenger engines. In Lima they found an energetic interest in power at speed. This meant large heating surfaces, a generous grate, and a high percentage of superheat area. "


Specifications by Steve Llanso
ClassK-1K-1 - modifiedK-1aK-2K-2 - 1016K-3
Locobase ID7168 13673 7174 7169 7175 7173
RailroadChicago & Eastern Illinois (C & EI)Chicago & Eastern Illinois (C & EI)Chicago & Eastern Illinois (C & EI)Chicago & Eastern Illinois (C & EI)Chicago & Eastern Illinois (C & EI)Chicago & Eastern Illinois (C & EI)
Whyte4-6-24-6-24-6-24-6-24-6-24-6-2
Road Numbers331-335, 535-537 / 1000-10071000-1002, 100510031008-10151016-10171018-1023
GaugeStdStdStdStdStdStd
BuilderBaldwinshopsshopsBaldwinAlco-SchenectadyLima
Year191019301940191119131923
Valve GearWalschaertWalschaertWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase13'13'13'13'13'13'
Engine Wheelbase34.75'34.75'34.75'34.75'34.75'34.75'
Ratio of driving wheelbase to overall engine wheebase 0.37 0.37 0.37 0.37 0.37 0.37
Overall Wheelbase (engine & tender)67.75'65.50'65.50'67.34'67.25'67.34'
Axle Loading (Maximum Weight per Axle)63200 lbs
Weight on Drivers149800 lbs158400 lbs158400 lbs166150 lbs186587 lbs189000 lbs
Engine Weight242400 lbs251400 lbs251400 lbs263600 lbs283597 lbs306000 lbs
Tender Light Weight175800 lbs175800 lbs175800 lbs177100 lbs173200 lbs236000 lbs
Total Engine and Tender Weight418200 lbs427200 lbs427200 lbs440700 lbs456797 lbs542000 lbs
Tender Water Capacity9000 gals9000 gals9000 gals9000 gals9000 gals12000 gals
Tender Fuel Capacity (oil/coal)16 tons16 tons16 tons16 tons14 tons14 tons
Minimum weight of rail (calculated) on which locomotive could run83 lb/yard88 lb/yard88 lb/yard92 lb/yard104 lb/yard105 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter73"73"73"73"73"79"
Boiler Pressure165 psi180 psi200 psi180 psi200 psi200 psi
Cylinders (dia x stroke)25.5" x 28"25.5" x 28"24" x 28"26.5" x 28"26.5" x 28"27" x 28"
Tractive Effort34980 lbs38160 lbs37558 lbs41211 lbs45791 lbs43925 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.28 4.15 4.22 4.03 4.07 4.30
Heating Ability
Firebox Area181 sq. ft241 sq. ft241 sq. ft238 sq. ft239 sq. ft260 sq. ft
Grate Area45.20 sq. ft45 sq. ft45 sq. ft45 sq. ft45.25 sq. ft70.80 sq. ft
Evaporative Heating Surface2796 sq. ft2991 sq. ft2991 sq. ft3621 sq. ft3653 sq. ft4289 sq. ft
Superheating Surface750 sq. ft705 sq. ft705 sq. ft935 sq. ft757 sq. ft1141 sq. ft
Combined Heating Surface3546 sq. ft3696 sq. ft3696 sq. ft4556 sq. ft4410 sq. ft5430 sq. ft
Evaporative Heating Surface/Cylinder Volume168.94180.72204.01202.58204.37231.15
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation7458810090008100905014160
Same as above plus superheater percentage902496391071098011058917134
Same as above but substitute firebox area for grate area361375162257358518365592662920
Power L1126761394817496162051587522506
Power MT559.66582.39730.53645.07562.71787.57

Photos

Reference

Credits

Introduction and roster provided by Richard Duley. Class details and specifications provided by Steve Llanso of Sweat House Media.