Class 211 (Locobase 11130)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 100-101.

Class Columbus / S-7 (Locobase 9135)

Data from M Grille, Les Chemins de Fer de L'Exposition de Chicago (Paris: E Bernard et Cie, 1894), pp. 24-27 and Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 66-67.

Locobase is puzzled by this Exposition display. It's a Ten-wheeler like a lot of North Western engines of the time, but it doesn't quite fit the mold. The firebox remains a narrow, deep furnace, but the boiler is substantially larger, so much so that the grate to heating surface ratio is way out. Yet all of the component dimensions check out (tube count, length and width of the grate). The taller drivers indicate a more purely passenger locomotive as well.

White says this locomotive was retired in 1926.

Class D-12 (Locobase 7559)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications. Works numbers were 9491, 9493, 9495-9502, 9509-9510 in September 1888.

These freight Ten-wheelers had small grates for the period, but deep fireboxes that yielded a sizable direct heating surface. Cylinder volume was squarely in the middle of the range as were the weights, but the combination of boiler and firebox yielded a free-steaming design.

Almost all served the C & NW for 30 years or more, although two were scrapped in 1917. The others went to the ferro-knackers over a 4-year period (October 1919 to January 1923).

Class E-9 (Locobase 9329)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The Omaha Road retained its 140-psi steam pressure settings for years after other railroads had moved to 150-160 psi. This sextet of Ten-wheelers from the early '90s showed two big changes: a jump in psi to 170 and a grate that was half again as larger as the earlier surfaces. This latter enlargement was achieved by raising the floor of the firebox above the driving axles, thereby gaining 5" in width and in lengthening it as well.

Production of the class comprised 3 in April 1891, 2 in May (177 & 179), and one in June (178). At the same time, the railroad was taking delivery of the F-1 with 19" cylinders. See Locobase 9330.

Class F-1 (Locobase 9330)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As this upper-New York State builder was supplying mixed-traffic Ten-wheelers with 18" cylinders to the Omaha Road in 1891 (Locobase 9329), it was simultaneously producing more powerful 19" freighters. The grate was still bigger, the tubes fewer in number but a bit longer, and the adhesion weight increasing.

These were followed a year later by a larger class of similar proportions; see Locobase 9331.

Class F-2 (Locobase 9331)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 9330 shows the 19" freighters that arrived on the Omaha Road in mid-1891. Within the year Schenectady was supplying similar locomotives with slightly taller drivers and a few more tubes.

Class F-3 (Locobase 9332)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

While the Omaha Road was taking delivery of several dozen Schenectady Ten-wheelers in the early 1890s, it also purchased this one small-grate engine from Baldwin. It enjoyed a long life, only being retired in March 1939.

Class F-4 (Locobase 9333)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

It's not clear why this locomotive would have to be rebuilt from an F-1 (Locobase 9330) and especially puzzling is why the grate was so much smaller afterward. Doubtless there was more to this story.

Class F-5 (Locobase 9334)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

As this New York builder was turning out a few dozen freighters for the Omaha Road, it was also supplying this quartet of passenger locomotives with bigger boilers, but smaller fireboxes. They may have been the first CStPM & O locomotives with more than 50 short tons of adhesive weight.

Class F-7 (Locobase 9335)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This was one of the biggest Ten-wheelers of the mid-1890s in terms of its boiler, firebox heating surface, and adhesion weight. Its grate, however, was undersized compared to the rest of the design.

Class F-9 (Locobase 9337)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Schenectady was delivering 73" drivered Eight-wheelers to the Omaha Road (Locobase 9336) at the same time it supplied this ten-spot of Ten-wheeler freighters. It's pretty clear that this was the same design as the F-8 with a stretch of two feet in the tubes to allow a third driving axle. The drivers were 14" smaller in diameter, but all of the other specifications are either identical or simply scaled up in reflection of the longer boiler.

Class G-1 (Locobase 9338)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

A year after the large 19" cylinder Ten-wheelers described in Locobase 9337, Schenectady supplied this larger batch of 20" locomotives with taller drivers and more heating surface. The first four arrived in August 1899, the next six in September, and the last three in January 1900.

This was a middle-of-the-pack locomotive in terms of its boiler, grate, firebox, and adhesion weight. In other words, like many other 4-6-0s that paid the bills for the companies that owned them.

Class G-2 (Locobase 9339)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This trio immediately followed the G-1s (Locobase 9338) as the passenger equivalent. They were delivered in June 1901. For some reason, Drury (1993) does not include them in his listing of C StP M & O locomotives.

Class I-1 (Locobase 9343)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This large class of Ten-wheelers was very similar to the R-1s then being delivered to the Chicago & North Western. Both had the same small firebox and large grate, boilers with only a 5-tube difference in the tube count. The I-1s were lighter and most had Stephenson valve motion when delivered. 101-106, 222, 356-363 had Walschaert gear. Deliveries occurred over a long period with the last coming from Schenectady in 1910.

As with the R-1s, the I-1s were superheated; see Locobase 4357.

Class I-1 - superheated (Locobase 4857)

Data from Larry Bohn, author of the website members.lsol.net/mollyandmic/c385.htm.

See Locobase 9343 for the original I-1. The site says that the I-1 and K-1 Ten-wheelers were "the workhorses of the way freight traffic". This data reflects a later upgrade with superheater. Firebox heating surface included 24.2 sq ft of arch tubes. Although many roads that superheated locomotives with Stephenson gear took the opportunity to install an outside, radial valve gear, the Omaha Road did not. Those that were delivered with Stephenson kept it, likewise those with Walschaert.

(Drury (1993) says these were identical to the Chicago & NorthWestern's R-1s, but a comparison of the data suggests otherwise.

Class K-1 (Locobase 4858)

Data from Larry Bohn, author of the website members.lsol.net/mollyandmic/c385.htm

K-1s differed from I-1s in having cylinders 2" larger in diameter, but a boiler pressure 20 psi lower. Also the boiler was slightly longer and had more tubes. The class originally came from Schenectady and Brooks in 1911-1913.

This data reflects a later upgrade with superheater. Firebox heating surface included 24.2 sq ft of arch tubes.

Class Q (Locobase 7561)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

Schenectady delivered 15 in 1898 (works# 4844-4858) and Rhode Island added 10 in 1903 (works #27605-27614). The 25 Rogers engines delivered in 1906 had fewer tubes; see Locobase 7558.

Class Q (Rogers) (Locobase 7562)

Data from the C&NW 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

For some reason, the 25 Qs built by Rogers (works #38543-38567) had 25 fewer boiler tubes than the earlier Schenectady-Rhode Island engines. Firebox heating surface included 11.8 sq ft of arch tubes. They were never superheated and were retired only 22-25 years later in 1928 to 1931.

Class R (Locobase 8387)

Data from "Ten-Wheeled Freight Engine—Chicago & Northwestern Railway", Locomotive Engineering, Vol X, No 1 (January 1898), p 23 and 1927 C & NW locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This large class of Ten-wheelers is shown as delivered in the late 1890s, part of the large North Western holding of 4-6-0s that satisfied the bread-and-butter local-service requirements for decades.

The 1927 Diagram book shows an upgraded locomotive with fewer tubes (283) but more firebox area (because of arch tubes) and cylinders an inch larger in diameter. Some were later upgraded in the 1920s with new boilers that contained 269 tubes, a firebox modified to accept 30 sq ft of thermic syphons, and a total of 2,207 sq ft of evaporative heating surface.

Class R-1 (Locobase 4367)

Data from table in June 1907 issue of American Engineer & Railroad Journal.

Described by Drury (1993) calls these "the engines that typify the North Western ..."; good-looking general-service locomotives that were delivered by Alco-Schenectady and Baldwin over a 7-year period. They had piston valves (5 3/4" maximum travel) driven by inside Stephenson link motion.

See Locobase 9343 for the same design of locomotives delivered to subsidiary Chicago, St Paul, Minneapolis & Omaha in the same period.

They were later superheated; Locobase 8388 shows the result.

Class R-1 - superheated (Locobase 8388)

Data from C & NW 1 - 1927 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

This was the superheated upgrade of the R-1 (Locobase 4367), which took several forms. As shown in the data, a new boiler could mean not just a revision to the tube/flue layout but to the firebox as well. Joining 12.7 sq ft of arch tubes was 48.5 sq ft of thermic syphons to contribute to the firebox heating surface. So not only did the boiler benefit from drier steam, but more of the heating surface was direct. Already valued by the North Western as a handy general-service locomotive, the superheated R-1s undoubtedly proved even more useful.

Class S-1 (Locobase 7563)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

Class S-2 (Locobase 7564)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

The S-2s and S-4s were virtually identical except for driver diameter and consequently weights. S-4s had 63" drivers; see Locobase 7565.

Class S-3 (Locobase 7565)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

Class S-4 (Locobase 7566)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

The S-2s and S-4s were virtually identical except for driver diameter and consequently weights. Compared to the S-3s (Locobase 7565), the S-4s had larger boilers.

Data from M Grille & MH Falconnette, Les Chemins de Fer a L'Exposition de Chicago, (Paris, France: E Bernard et Cie, 1894), p 26-27.on the 1893 Chicago Exposition shows a very different locomotive; see Locobase 9135.

The S-2 had 59" drivers; see Locobase 7564.

Class S-5 (Locobase 9151)

Data from the C&NW 3 - 1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive collection is the source for specifications.

Locobase suspects this quintet might have originally entered service on a line later bought by the C & NW. The dimensions are quite similar to the other S-series engines of the time, though.

Class S-6 (Locobase 11119)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 64-65.

Like many other North American railroad, the C & NW experimented briefly with compond locomotion. The cross-compound shown in this description was converted to a simple-expansion S-4 in November 1903.