Class E-5-A, E-5-C (Locobase 5392)

Data from C&S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and from a table in the May 1916 issue of RME. See also DeGolyer, Volume 51, pp. 48+ and Volume 67, pp. 169+; and "New Locomotives for the Burlington, Colorado and Southern, and the Ft. Worth and Denver", Railway and Locomotive Engineering, Volume XXVIII [28], No 8 (August 1915), pp.262-264. (Thanks to Chris Hohl for his 14 March 2018 email reporting the original tender weights and capacities and the wheelbase.) Works numbers were 42082-42086 in May 1915, 55574-55575 in July, 55623-55625 in September.

Identical to the CB&Q Santa Fes delivered in the same year. (See Locobase 2904). The firebox heating surface including 68 sq ft (6.3 sq m) of combustion chamber and 43 sq ft (4 sq m) of arch tubes. Cylinders took steam from relatively large 15" (381 mm) piston valves.They were delivered with Street Stokers. Later the class was updated with Elesco feedwater heaters in all but the 902, which used a Worthington.)

Although the C&S seems to have preferred the USRA 2-10-2s (Locobase 89) they received a few years later, the E-5s were obviously satisfactory enough. In fact, the C & S bought another five in 1922 This second group used one less arch tube in the firebox; the remainder contributed 37 sq ft (3.45 sq m) to the direct heating surface area. Along with the combustion chamber (67 sq ft/6.25 sq m) and the slightly larger firebox, total DHS came to 381 sq ft (35.4 sq m).

The last two were delivered with feed water heaters. 913 was equipped with a Worthington on the left side that combined a feed water heater and pump (#4 size), which had a rated capacity of 7,200 gallons/hour (27,252 litres). 914 used an Elesco G-6 mounted in its soon-to-be-familiar location in a "depression at top front end of smokebox."

Tenders serving the second quintet (E-5-C) were delivered with tenders weighing 222,0000 lb (100,698 kg), carrying 12,000 US gallons (45,420 litres) of water and 22 tons (20 metric tons) of coal. Engine & tender wheelbase increased to 79' 5" (24.2 m).

They lasted until the end of steam, being retired in 1956-1961..

Class M-1 (Locobase 15943)

Data from DeGolyer, Volume 46, pp. 202+. See also "Largest Non-Articulated Locomotive", Railway Age Gazette, Volume 52, No. 18 (3 May 1912), pp. 1006-1010. (Thanks to Chris Hohl for his 5 July 2017 email reporting the correct boiler pressure.) Works numbers were 37592-37594 and 37599-37600 in March 1912.

These were the largest non-articulated locomotives in the world at the time of their delivery. They were delivered with Emerson superheaters that used thirty 6"(152 mm) diameter flues. Superheater surface area was reported as 1,060 sq ft (93.46 sq m), but a 13 February 1914 note corrected the total to 1,008 sq ft. Also fitted were Barnum stokers with a Bacon 16" x 12" coal crushing devices in the tenders. This latter feature was new technology and a specification note requires that "Instructions for operating coal crusher as copy attached, to be framed and fastened in cab."

Cylinders were served by 15" (381 mm) diameter inside-admission piston valves and the valve gear assisted with the Ragonnet power reverser. The firebox heating surface included a 9" brick wall in the throat, and 65 sq ft (6.04 sq m) of combustion chamber.

Corbin & Kerka note that although the locomotive had a relatively long rigid wheelbase, lateral motion in the first and fifth driving axles allowed it to negotiate 21-deg curves. So powerful was this engine, and so small the drivers, that the frame was especially strengthened and the driven axle counterbalanced inside with bob weights.

Later in their careers, this quintet would undergo considerable modification; the outcome is described in Locobase 2903.

Class M-1 - modified (Locobase 2903)

Data from Corbin & Kerka (1960) and CB&Q Assorted Steam Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 37592-37594 and 37599-37600 in March 1912.

These were the largest non-articulated locomotives in the world at the time of their delivery by Baldwin in 1912 (Locobase 15943). But there were several features that would be altered, added, or replaced and the result appears in this entry. The additions included either an Elesco or a Worthington feed water heater. Two substitutions were the Duplex stoker for the original Barnum apparatus and a Schmidt Type A superheater for the Emerson installation, which had used 30 6" diameter flues. The tube and flue distribution change included decreasing the small-tube count by 21. The tender capacity also grew considerably.

Cylinders were served by 15" (381 mm) diameter inside-admission piston valves and the valve gear assisted with the Ragonnet power reverser. See Railway Age (August 1914). The firebox heating surface included 38.3 sq ft of arch tubes, a 9" brick wall in the throat, and 65 sq ft of combustion chamber.

Corbin & Kerka note that although the locomotive had a relatively long rigid wheelbase, lateral motion in the first and fifth driving axles allowed it to negotiate 21-deg curves. So powerful was this engine, and so small the drivers, that the frame was especially strengthened and the driven axle counterbalanced inside with bob weights.

Class M-2/M-2A (Locobase 2904)

Corbin & Kerka (1960); and "Chicago, Burlington & Quincy", Railway Age Gazette, Volume 57, No. 9 (28 August 1914), pp. 387-389. See also DeGolyer, Vol 50, pp. 135-170, Vol 51, p. 48+, Vol 56, pp. Data from a table in May 1916 Railway Mechanical Engineer (RME) representing one of the first 26 M-2. See also W S Bartholomew, "Mechanical Firing of Locomotives," Official Proceedings of the St Louis Railway Club, Vol 21, #7 (10 November 1916), pp. 191-239. (Thanks to Chris Hohl for correcting a valve gear ID error.)

Works numbers were:

1914

May 41453-41457

June 41476-41477, 41487-41489

August 41633-41636, 41638-41639, 41656-41662

September 41684-41685

October 41737

M2A

1915

May 42087-42091, 42095-42096

June 42119-42120, 42143

1917

May 45581-45582, 45622-45623, 45646-45647, 45661-45662

June 45711, 45828

1919

March 51604-51605, 51640-51641

April 51750-51753

May 51761-51762

1920

November 54073-54074, 54121-54122, 54161-54169

1921

January 54360-54361

This class consisted of M-2s and M-2As. M-2s were very similar to the M-1s, but had a Schmidt superheater, an automatic Street stoker, and a brick arch in the firebox supported by 38.3 sq ft (3.56 sq m) of watertubes. Ahead of the firebox, the combustion chamber contributed 68 sq ft (6.32 sq m) of direct heating surface area. Like the M-1s, the M-2s had 15" (381 mm) piston valves. (Locobase 5932 shows the ten Colorado & Southern 2-10-2s that repeated the specs of these Burlingtons.)

The M-2s were the first locomotives to be designed from the start to use an automatic stoker; previous engine permitted either automatic stoking or hand-bombing. According to Bartholomew (then President of the Locomotive Stoker Company) , these locomotives burned an average of 5,500 lb of slack coal per hour and peak operation demanded 9,000-11,000 lb/hour, "which well illustrates, " Bartholomew commented,"their being beyond the limits of hand-firing."

The first two M-2As began as M-2s, but were rebuilt with lighter, heat-treated steel alloy reciprocating parts, hollow-bore piston rods and crank pins, and the Laird suspended crosshead. Tests showed that at higher speeds, the difference in dynamic loads was better than 60% in favor of the M-2A. Because of the 379-lb decrease in the weight of reciprocating parts over the M-2, the bob weights could be deleted. After the first 26 M-2s were delivered, the rest of the batch were delivered as M-2As.

In later years, the class would see an increase in adhesion weight (to 300,700 lb) and engine weight (379,500 lb in the M-2A). They would also see a boiler pressure increase to 200 psi, which generated a tractive effort of 83,000 lb. Larger tenders carried 20.8 tons of coal and either 10,000 or 12,000 US gallons of water; weights would amount to 194,100 lb or 221,100 lb, respectively.

The class retired between 1951 and 1954.