Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 34, p. 30-31; and DeGolyer, Volume 24, p. 127. Works numbers were 19942-19947 in December 1901.
These Consolidations were small for the wheel arrangement, particularly as they ran on the broad gauge in Chile. But the main considerations were likely the light axle loading demanded, a 2 1/4% ruling grade, and curve radii of 600 ft. On the other hand, the roadbed supported 90 lb/yard (45 kg/m) rail.
Their boilers used Belapaire fireboxes. A specification note advised that " Cylinder saddle over frame to be strong enough to resist cracking."
Baldwin representative Henry Tregelles sent a "Hereafter" note commenting on the tender and sent from Valparaiso on 19 November 1902.
"Great exception has been taken to the channel tender frame with the pedestals bolted to the outside channel iron. They would have been rejected but for the claus in the specification that Mr Moraga published, specifying channel iron frame. What they really require is tender like those built in 1895 with six wheels and plate frame tank.
"Tender brakes. The brackets supporting the brake shaft must be made strong enough." (Tregelles noted that the Cooke ten-wheelers had plate frames but brackets of brake shaft break there. Is this an exoneration?)
Apparently the tender buffers had been mounted too far apart at 36" (914 mm) center to center. The railway wanted them to be no farther apart than 20" (509 mm) with safety links placed at original 36".
"The reason is,"Tregelles explained, "on account of the curves; the great compression of the buffer spring breaks the spring box."
Other comments on tenders followed. In all, the letter reminds us of how many questions or problems might arise once the locomotives entered service.
Data from Charles King, "The Chilian [sic] State Railways," The Railway Magazine (March 1908), pp. 209-214; see also the introductory article in the same journal at February 1908, pp.143-150 . First date is an estimate.
Built by Borsig using the same boiler, this Consolidation design incorporated several major differences from the other Borsig locomotives that were making their ways onto CSR lines. The cylinders lay outside, for one thing, and the valves were actuated by Allan straight-link motion. The drive went to the last axle, for some reason (probably reducing stress). A rigid wheelbase of 9 ft 6 in included only the first and third axles as the 2nd and 4th had considerable lateral play. The pony truck had Adams radial boxes.
Data from "Consolidation Locomotive for the Chilean Government Railways," Engineering News, Volume 38 (22 July 1897), p. 53. See also "New Locomotive Equipment," The Railway Age, Volume 32 (24 August 1900), p 157. Works numbers were 5190 in May 1897, 5191-5193 in June, 5647-5652 in November 1900.
The first quartet of these small Consolidations was sold to W R Grace. All had names: Catapilca 19 (Catapilco*), La Ligua 20, Los Vilos 21, Cavilolen 22 (Caviloen*). They were strongly influenced by the railway's British origins. The firebox, for example, was made of copper.
Grace returned to Rogers a few years later for a duplicate sextet, which were named Inca 33, Pueblo Hundido 34, Chanaral 35, Atacama 36, Ovalle 37, La Paloma 38
Data from Charles King, "The Chilian [sic] State Railways," The Railway Magazine (March 1908), pp. 209-214; see also the introductory article in the same journal at February 1908, pp.143-150 . First date is an estimate.
A particular requirement for this Mogul design was the ability to negotiate 3-chain (198-ft) curves. One way in which this was accomplished was having the connecting (main) rod drive on the last of the 3 coupled axles. Steam-raising capability wasn't sacrificed, however, as the small drivers allowed a relatively large firebox to ride above the axles without setting up a high center of gravity. According to King, the resulting engine "...proved to be, for its size, exceedingly powerful and smooth in running." Its principal bailiwicks were the Talca-Constitucion branch and short lines leaving Chanaral.
Principal Dimensions by Steve Llanso of Middle Run Media | ||||
---|---|---|---|---|
Class | 277 | 51 | R | unknown |
Locobase ID | 10778 | 10752 | 11940 | 10754 |
Railroad | Chilean State | Chilean State | Chilean State | Chilean State |
Country | Chile | Chile | Chile | Chile |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 6 | 14 | 10 | |
Road Numbers | 277-282 | 19-22, 33-38 | ||
Gauge | 5'6" | 5'6" | Metre | Metre |
Number Built | 6 | 14 | 10 | |
Builder | Burnham, Williams & Co | Borsig | Rogers | Borsig |
Year | 1901 | 1907 | 1901 | 1907 |
Valve Gear | Stephenson | Allan | Stephenson | Walschaert |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 14 / 4.27 | 14.25 / 4.34 | 12.17 / 3.71 | 11.48 / 3.50 |
Engine Wheelbase (ft / m) | 21.67 / 6.61 | 22.37 / 6.82 | 18.08 / 5.51 | 17.72 / 5.40 |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 | 0.64 | 0.67 | 0.65 |
Overall Wheelbase (engine & tender) (ft / m) | 46.04 / 14.03 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||||
Weight on Drivers (lbs / kg) | 119,000 / 53,978 | 68,000 / 30,844 | ||
Engine Weight (lbs / kg) | 133,000 / 60,328 | 129,920 / 58,931 | 74,000 / 33,566 | 73,921 / 33,530 |
Tender Loaded Weight (lbs / kg) | 84,000 / 38,102 | 76,160 / 34,546 | 44,800 / 20,321 | |
Total Engine and Tender Weight (lbs / kg) | 217,000 / 98,430 | 206,080 / 93,477 | 118,721 / 53,851 | |
Tender Water Capacity (gals / ML) | 4200 / 15.91 | 3180 / 12.05 | 1500 / 5.68 | 1848 / 7 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.50 / 5 | 3.60 / 3 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 | 28 / 14 | ||
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 50 / 1270 | 49.50 / 1257 | 39 / 991 | 39.40 / 1001 |
Boiler Pressure (psi / kPa) | 180 / 1240 | 170 / 1170 | 200 / 1380 | 169.70 / 1170 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 18" x 26" / 457x660 | 16" x 18" / 406x457 | 16.93" x 19.69" / 430x500 |
Tractive Effort (lbs / kg) | 29,376 / 13324.75 | 24,591 / 11154.30 | 20,086 / 9110.87 | 20,662 / 9372.14 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.05 | 3.39 | ||
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 248 - 2" / 51 | 146 - 2" / 51 | ||
Flues (number - dia) (in / mm) | ||||
Flue/Tube length (ft / m) | 13.25 / 4.04 | 11.25 / 3.43 | ||
Firebox Area (sq ft / m2) | 100 / 9.29 | 75.14 / 6.98 | ||
Grate Area (sq ft / m2) | 26.68 / 2.48 | 31 / 2.88 | 12.60 / 1.17 | 16.14 / 1.50 |
Evaporative Heating Surface (sq ft / m2) | 1801 / 167.38 | 1830 / 170.07 | 935 / 86.86 | 920 / 85.50 |
Superheating Surface (sq ft / m2) | ||||
Combined Heating Surface (sq ft / m2) | 1801 / 167.38 | 1830 / 170.07 | 935 / 86.86 | 920 / 85.50 |
Evaporative Heating Surface/Cylinder Volume | 206.38 | 238.98 | 223.21 | 179.33 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 4802 | 5270 | 2520 | 2739 |
Same as above plus superheater percentage | 4802 | 5270 | 2520 | 2739 |
Same as above but substitute firebox area for grate area | 18,000 | 15,028 | ||
Power L1 | 3955 | 4068 | ||
Power MT | 293.08 | 527.55 |