Class 101/801 (Locobase 7129)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers for the 1891 batch 3473-3478 in May 1891 and 3489-3492 in July.

Two batches of Consolidations supplied in two different years to two different railroads. 111-116 were delivered in 1889 to the Duluth and Iron Range and bought by the C&EI in 1897. 101-110 came directly to the C & EI in 1891.

By 1904, seven had their cylinders bushed to 19" diameter (22,093 lb tractive effort); these were 102, 105, 109, 111-113, and 116.

By 1911, the entire class's boilers were being replaced by new vessels of the extended wagon top, radial stay type that held 176 tubes, 22 fewer than the original design.

---

Class 21 (Locobase 11841)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 13, p.2. Works numbers were 7814, 7819 in February 1886.

One of the earliest Woottens to be produced, this design had one of the longest combustion chamber. Most likely, the low quality of available coal contributed as the chamber's wall provided an additional barrier to the engine's natural draft sucking unburnt fuel off the grate.

Sometime during their C&EI careers, that railroad converted both to "end-cab" locomotives of the C-24 class. Both locomotives went to the Chicago & Illinois Western in 1922 as their 501-502, but the 501 was apparently at the end of her service and was off the roster by 1924. 502 went to the scrapper in July 1927.

---

Class 221 rebuilt/E-46 (Locobase 7141)

Data from the C&EI 6 - 1904 Locomotive Diagram book and C&EI 10 - 1912 Locomotive Data book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

A note in the Chicago & Eastern Illinois's 1912 Data book says that these Consolidations were bought from the C&IC and that they had Wooten (sic) fireboxes.

Baldwin supplied them in two batches of two in 1886 (Locobase 11841) and 1887 (Locobase 11667) at the same time they were delivering very similar locomotives in the Ten-wheeler (4-6-0) wheel arrangement (Locobase 7140).

The C&IC was merged with the Chicago & Eastern Illinois by 1894. Some time later, all four locomotives were rebuilt with new boilers and fireboxes.

The locomotives met different fates. 816 was scrapped by the C&EI in 1924. 817-819 were sold in 1922 to the Chicago, Indianapolis, & Western as 503-504; the latter had already been converted to an 0-8-0 switcher. 504 was scrapped by the CI&W in 1924.

Upon the absorption of the latter by the B & O, 503 was grouped in the E-46 class designation with road number 441, but never actually served in the big railroad before being scrapped in July 1927.

---

Class 23 (Locobase 11667)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 14, p.102. Works numbers were 8975-8976 in December 1887.

Just before the Reading camelbacks in the Baldwin order book (Locobase 11662) were this twosome built to identical specs for this Midwest coal road These two engines were much bigger than Baldwin's first C&IC camelbacks (Locobase 11841). Within a couple of years, the C&IC would be taken over by the Chicago & Eastern Illinois, where the class was renumbered.

After another renumbering in 1911, the pair served the C & EI for another decade, during which time the C&EI converted the pair to "end cab" (conventional cab). Then they passed to the Chicago & Illinois Western as 503-504, a switching railroad in the Chicago area. 504 disappeared from the roster by 1924 while 503 gave up its lead truck to operate as an 0-8-0 switcher. It was scrapped in July 1927.

---

Class C-39/H-5 (Locobase 7142)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Larry Walton for his 20 November 2020 email asking for clarification of the class's history.) Works numbers were 29060-29069 in October 1903.

These Consolidations were relatively large for their time, but the C&IC railway settled on a somewhat smaller design from Baldwin and built the latter in large numbers. One significant difference between the two was the 869's small and quite shallow firebox that contributed little to overall heating surface.

Taken into the Chicago & Eastern Illinois in 1911, the class took new numbers and a new ID and operated for another 23 years before being scrapped in Danville in July 1934.

---

Class H-2 (Locobase 7163)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 30513-30518 in February 1904 and 38086-38955 in August 1905..

These Consolidations were delivered with 12" piston valves.

---

Class H-2 (Locobase 15912)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 38086-38955 in August 1905..

These Consolidations were delivered with 12" piston valves and were duplicates of the Chicago & Eastern Illinois locomotives shown in Locobase 7163.

After the C&EI took control of the class in 1911, the octet was combined with the other 20 x 24" engines, but numbered in a different series. In December 1928, the Kansas & Sidell bought the 827 as their 200 and added ex-830 in April 1930 as 201. The other six were scrapped in April 1930.

---

Class H-3 (Locobase 7164)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 26, p. 49. Works numbers 23159, 23185, 23261 in November 1903.

As part of the dowry conveyed by the E&TH when it came under the Chicago & Eastern Illinois' control, these Consolidations brought some effective freight power. A picture of the design -- available in Evansville, Indiana's Willard Library photoRail Data Exchange -- [] (accessed 25 Nov 2005) -- shows slide valves, inside Stephenson link motion, and high-pitched boiler.

---

Class H-3 (Locobase 7165)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 29345-29346 in October 1903.

These two Consolidations joined a trio of Baldwins built to the same specifications for the E&TH (see Locobase 7164). They were renumbered 838-839 in 1911 when the railroad merged with the Chicago & Eastern Illinois.

---

Class H-4 (Locobase 7135)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5870-5880 in July 1901.

Using the same firebox and cylinder layout as the Rhode Island Ten-wheelers, these compound Consolidations had much larger boilers stuffed with more tubes of a smaller diameter. Indeed, the boiler attained such girth that the profile now looked bloated. Also, the firebox was quite wide, measuring 75 3/8", and rode well above the rear two axles.

The cross-compound cylinders used 14" diameter (356 mm) piston valves while the LP cylinders were supplied through Allen American slide valves.

Half of the class--177-179, 182, 184--retained their cross-compound setups until four were scrapped in 1934 and one (178) in August 1938.

---

Class H-4 (Locobase 7136)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 25696-25700 in October 1902.

Although follow-ons to the H-4s Consolidations 175s supplied a year earlier (Locobase 7135), this later batch had fewer, larger-diameter tubes. The HP cylinder used a 14" diameter (356 mm) piston valve; the LP cylinder was supplied through an Allen American slide valve.

Ten more from Rhode Island went to the Evansville & Terre Haute; see Locobase 15911.

---

Class H-4 (Locobase 15911)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 25696-25700 in November 1902.

Alco's Schenectady Works delivered five H-4 cross-compounds in the previous month; see Locobase 7136. Like the Schenectadies, these Ocean Staters had HP cylinders that used a 14" diameter (356 mm) piston valve; the LP cylinder was supplied through an Allen American slide valve.

---

Class H-4 - superheated (Locobase 7171)

Data from the C&EI 5 - 1949 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

As noted in Locobase 7170, remaking a saturated-steam locomotive into a superheated one might be taken to one of several levels. The C & EI did more than the minimum, but apparently kept an eye on cost and didn't change components that would work well enough.

For example, many makeovers swapped out the Stephenson link motion for one of the outside radial gears. In this case, freight service didn't make the kinds of demands that might have required that, so the link motion stayed. Slide valves were replaced by 12" piston valves, however, and the driver diameter grew by an inch. The boiler was tight, so installing 26 flues meant removing dozens of small tubes for a net loss of evaporative heating surface. Locobase suspects that the increase in firebox heating surface represents the installation of 28 sq ft (2.6 sq m) of arch tubes.

---

Class H-6 (Locobase 7166)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 29, p. 73. Works numbers were 29426, 29451-29452, 29537-29538, 29567 in November 1906.

These were delivered to the E&TH at the same time Baldwin was supplying identical engines to the Chicago & Eastern Illinois. Although similar in power to the H-3s that Baldwin delivered in 1903 (Locobase 7164), these engines had fewer boiler tubes of a greater diameter and a significantly larger grate. They also used the still relatively uncommon Walschaert outsid radial valve gear instead the more prevalent Stephenson link motion.

None of this class was ever superheated.

---

Class H-6 (Locobase 7167)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 27, p. 175, Volume 28, p. 89. (Thanks to Chris Hohl for his 7 April 2015 email commenting on the valve gear ID.) Works numbers were

1904

December 24877, 24893-24895, 24902-24903, 24917-24918

1905

September 26467-26468, 26480, 26489, 26503-26504, 26514-26515; October 26520, 26545-26547, 26560, 26563, 26596, 26628, 26655, 26662

1906

April 27961-27962, 28003-28007, 28022, 28031; May 28058-28061, 28074-28075, 28093-28094, 28102-28103, 28132, 28155, 28183-28184, 28216-28217; June 28290-28292; September 29034-29035, 29060-29061, 29112, 29134, 2914; October 29177-29179, 29191, 29320; November 29381-29382, 29388, 29414-29415, 29428, 29524, 29536, 29554-29555, 29568-29570, 29592-29593, 29600, 29602; December 29638

A large class of Consolidations delivered by Baldwin over three years. Beginning with the second year's batch -- 887-904 -- the class had larger tenders that weighed 52,300 lb empty, 142,800 lb loaded and carried 7,500 US gallons of water and 14 short tons of coal.

The 1904-1905 engines were delivered with Stephenson (also entered as "Stevenson") gear actuating slide valves. Hohl's observation that engines in the class later used Walschaert gear is explained by noting that beginning with road number 341 in 1906, the class was delivered with Walschaert gear. Even on these engines, the valves themselves remained Richardson balanced slide valves.

None of this class was ever superheated.