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
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.
The original design of the K-1 Pacific (Locobase 7168) was modified with higher-pressure boilers and fewer (by 4) tubes.
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"
Driving boxes cast steel
Headlight Pyle National electric
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
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.
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.
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|
|Class||K-1||K-1 - modified||K-1a||K-2||K-2 - 1016||K-3|
|Railroad||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)||Chicago & Eastern Illinois (C & EI)|
|Road Numbers||331-335, 535-537 / 1000-1007||1000-1002, 1005||1003||1008-1015||1016-1017||1018-1023|
|Locomotive Length and Weight|
|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 Drivers||149800 lbs||158400 lbs||158400 lbs||166150 lbs||186587 lbs||189000 lbs|
|Engine Weight||242400 lbs||251400 lbs||251400 lbs||263600 lbs||283597 lbs||306000 lbs|
|Tender Light Weight||175800 lbs||175800 lbs||175800 lbs||177100 lbs||173200 lbs||236000 lbs|
|Total Engine and Tender Weight||418200 lbs||427200 lbs||427200 lbs||440700 lbs||456797 lbs||542000 lbs|
|Tender Water Capacity||9000 gals||9000 gals||9000 gals||9000 gals||9000 gals||12000 gals|
|Tender Fuel Capacity (oil/coal)||16 tons||16 tons||16 tons||16 tons||14 tons||14 tons|
|Minimum weight of rail (calculated) on which locomotive could run||83 lb/yard||88 lb/yard||88 lb/yard||92 lb/yard||104 lb/yard||105 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||165 psi||180 psi||200 psi||180 psi||200 psi||200 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 Effort||34980 lbs||38160 lbs||37558 lbs||41211 lbs||45791 lbs||43925 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.28||4.15||4.22||4.03||4.07||4.30|
|Firebox Area||181 sq. ft||241 sq. ft||241 sq. ft||238 sq. ft||239 sq. ft||260 sq. ft|
|Grate Area||45.20 sq. ft||45 sq. ft||45 sq. ft||45 sq. ft||45.25 sq. ft||70.80 sq. ft|
|Evaporative Heating Surface||2796 sq. ft||2991 sq. ft||2991 sq. ft||3621 sq. ft||3653 sq. ft||4289 sq. ft|
|Superheating Surface||750 sq. ft||705 sq. ft||705 sq. ft||935 sq. ft||757 sq. ft||1141 sq. ft|
|Combined Heating Surface||3546 sq. ft||3696 sq. ft||3696 sq. ft||4556 sq. ft||4410 sq. ft||5430 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||168.94||180.72||204.01||202.58||204.37||231.15|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||7458||8100||9000||8100||9050||14160|
|Same as above plus superheater percentage||9024||9639||10710||9801||10589||17134|
|Same as above but substitute firebox area for grate area||36137||51622||57358||51836||55926||62920|