Like most of the C & EI engines of the time, these Ten-wheelers were relatively light and small representatives of the wheel arrangement. The firebox nestled down between the 2nd and 3rd driving axles, creating unequal driver spacing in the profile. As with most other contemporary locomotives, the steam dome rode over the firebox on the fat part of the boiler.
A note in the 1912 Data book says that these Ten-wheelers were bought from the C & IC and that they had Wooten (sic) [Wootten] fireboxes. The grate area certainly is bigger than the other C & EI Baldwins. The C & IC was merged with the Chicago & Eastern Illinois by 1894.
Compared to the C & EI's earlier passenger engines, this class of Ten-wheelers represented a major increase in the potential for fast working. For short, light trains, the boiler owned enough heating surface and the firebox was relatively generous in direct heating surface.
158 was delivered as a cross compound in 1902; it had one 22 1/2" HP and one 35" LP cylinder, each having a stroke of 30". Apparently the sample engine failed to impress because it was converted to simple-expansion working in June 1904.
The C & EI flirted with cross-compounding for a couple of years. These Consolidations were soon simpled in 1907-1908 using 21" x 30" cylinders that were bushed to 20".
These Ten-wheelers are slightly smaller repeats of the 4-6-0s of a year earlier (Locobase 7134)
Sometimes railroads took the easy route in superheating their saturated-steam stud: They swapped out some of the small tubes in favor of a few large flues and left everything else as is. Other times, as in this particular engine, the mechanics took the opportunity to tweak and juice up the design. This too could reach one of several levels of makeover. In the case of 626, the valve gear was updated, but the C & EI chose the Southern gear over the more usual Walschaert. Cylinder diameter grew by an inch and driver diameter increased by 5" to a very handy 68". Weight grew as well and the tender held more coal and water.
Locobase doesn't know if this re-do extended to all members of the class, nor can he say for sure how long the rebuilt locomotives served.
| Specifications | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Class | 209 / 600 | 215 / 609 | 520 / 604 | G-3 | G-4 | G-5 | G-6 | G-7 | G-7 - superheated |
| Locobase ID | 7139 | 7140 | 7161 | 7133 | 5356 | 7162 | 7134 | 7143 | 7170 |
| Railroad | Chicago & Eastern Illinois (C & EI) | Chicago & Indiana Coal (C & EI) | Chicago & Eastern Illinois (C & EI) | Chicago & Eastern Illinois (C & EI) | Chicago & Eastern Illinois (C & EI) | Evansville & Terre Haute (C & EI) | Chicago & Eastern Illinois (C & EI) | Chicago & Eastern Illinois (C & EI) | Chicago & Eastern Illinois (C & EI) |
| Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
| Road Numbers | 209-212 / 600-603 | 215-216 / 609-610 | 520-524 / 604-608 | 153-158 / 611-615 | 617-618 / 617-618 | 619-620 | 159-163 / 621-625 | 275-288 / 626-639 | 626 |
| Gauge | Std | Std | Std | Std | Std | Std | Std | Std | Std |
| Builder | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Pittsburgh | Burnham, Williams & Co | Alco-Schenectady | Alco-Rhode Island | Alco-Schenectady | shops |
| Year | 1886 | 1886 | 1893 | 1900 | 1905 | 1905 | 1902 | 1903 | 1930 |
| Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson | Southern |
| Locomotive Length and Weight | |||||||||
| Driver Wheelbase | 13.83' | 10.67' | 12.50' | 14.50' | 13.50' | 14.83' | 13' | 13' | 13' |
| Engine Wheelbase | 24' | 20.83' | 23.50' | 25.58' | 27.58' | 25.75' | 24.58' | 24.42' | 24.42' |
| Ratio of driving wheelbase to overall engine wheebase | 0.58 | 0.51 | 0.53 | 0.57 | 0.49 | 0.58 | 0.53 | 0.53 | 0.53 |
| Overall Wheelbase (engine & tender) | 46.79' | 46.42' | 49.92' | 54.96' | 55.67' | 54.83' | 54.83' | 54.83' | |
| Axle Loading (Maximum Weight per Axle) | |||||||||
| Weight on Drivers | 68000 lbs | 70000 lbs | 119100 lbs | 127000 lbs | 145260 lbs | 135000 lbs | 135000 lbs | 132600 lbs | 143200 lbs |
| Engine Weight | 92000 lbs | 92000 lbs | 138000 lbs | 165000 lbs | 191060 lbs | 180000 lbs | 170000 lbs | 174000 lbs | 192200 lbs |
| Tender Light Weight | 62000 lbs | 77500 lbs | 80000 lbs | 126000 lbs | 120000 lbs | 124000 lbs | 120000 lbs | 120000 lbs | 143300 lbs |
| Total Engine and Tender Weight | 154000 lbs | 169500 lbs | 218000 lbs | 291000 lbs | 311060 lbs | 304000 lbs | 290000 lbs | 294000 lbs | 335500 lbs |
| Tender Water Capacity | 2625 gals | 4000 gals | 4000 gals | 6000 gals | 6000 gals | 6000 gals | 6000 gals | 6000 gals | 7500 gals |
| Tender Fuel Capacity (oil/coal) | 8 tons | 7 tons | tons | 12 tons | 12 tons | tons | 11 tons | 14 tons | |
| Minimum weight per yard of rail on which locomotive could run | 37.78 lb rail | 38.89 lb rail | 66.17 lb rail | 70.56 lb rail | 80.70 lb rail | 75 lb rail | 75 lb rail | 73.67 lb rail | 79.56 lb rail |
| Geometry Relating to Tractive Effort | |||||||||
| Driver Diameter | 56" | 56" | 55" | 78" | 62" | 63" | 63" | 63" | 68" |
| Boiler Pressure | 140 psi | 145 psi | 155 psi | 200 psi | 225 psi | 200 psi | 200 psi | 200 psi | 190 psi |
| Cylinders (dia x stroke) | 18" x 24" | 18" x 24" | 20" x 24" | 20" x 26" | 15.5" x 26" | 21" x 26" | 22" x 30" (1) | 21" x 28" | 22" x 28" |
| Tractive Effort | 16524 lbs | 17114 lbs | 22996 lbs | 22667 lbs | 28432 lbs | 30940 lbs | 28085 lbs | 33320 lbs | 32186 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.12 | 4.09 | 5.18 | 5.60 | 5.11 | 4.36 | 4.81 | 3.98 | 4.45 |
| Heating Ability | |||||||||
| Firebox Area | 120 sq. ft | 130.90 sq. ft | 175 sq. ft | 208.50 sq. ft | 160.70 sq. ft | 170 sq. ft | 148 sq. ft | 148 sq. ft | 148 sq. ft |
| Grate Area | 16.40 sq. ft | 28.84 sq. ft | 28.50 sq. ft | 35.80 sq. ft | 46.69 sq. ft | 47.60 sq. ft | 50.26 sq. ft | 50.16 sq. ft | 50.16 sq. ft |
| Evaporative Heating Surface | 1183 | 1381 | 1908 | 2412 | 3094 | 2842 | 2795 | 2628 | 1978 |
| Superheating Surface | 474 | ||||||||
| Combined Heating Surface | 1183 | 1381 | 1908 | 2412 | 3094 | 2842 | 2795 | 2628 | 2452 |
| Evaporative Heating Surface/Cylinder Volume | 167.36 | 195.37 | 218.64 | 255.13 | 544.89 | 272.67 | 423.52 | 234.13 | 160.56 |
| Computations Relating to Power Output (More Information) | |||||||||
| Robert LeMassena's Power Computation | 2296 | 4181.80 | 4417.50 | 7160 | 10505.25 | 9520 | 10052 | 10032 | 9530.40 |
| Same as above plus superheater percentage | 2296 | 4181.80 | 4417.50 | 7160 | 10505.25 | 9520 | 10052 | 10032 | 11372.74 |
| Same as above but substitute firebox area for grate area | 16800 | 18980.50 | 27125 | 41700 | 36157.50 | 34000 | 29600 | 29600 | 33555.92 |
| Power L1 | 3295.97 | 3897.12 | 4531.16 | 9500.56 | 5671.70 | 7438.63 | 4444.32 | 6301.13 | 12207.76 |
| Power MT | 320.58 | 368.21 | 251.62 | 494.77 | 258.24 | 364.43 | 217.73 | 314.29 | 563.83 |
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