Class 10 / C1-f (Locobase 13239)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 31, p. 127. See the description of this divided line at [], last accessed 11 October 2011. Works numbers were 32441-32442 in December 1907.

Grandiosely named for a railroad that connected Rockford to Aurora and East Joliet to Delmar, the II & M opened in 1904, was renamed the Chicago, Milwaukee & Gary in 1908, leased by the Milwaukee Road in 1922, and merged into the latter road in 1930. This pair of Consolidations bore all of the initials before being scrapped in November 1934.

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Class 101 / C4 (Locobase 12717)

Data from DeGolyer, Volume 27, p. 124. Works number was 24742 in October 1904.

When the Chicago, Milwaukee, St Paul & Pacific took over the Montana, they placed the C4 in its own class. It was a true outlier as it was the only Milwauikee Road 2-8-0 (whether inherited or procured by the Milwaukee) to use 20" x 24" cylinders. It also had a smaller grate than any other locomotives.

There it operated until it was scrapped in September 1927.

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Class 12 / C1-g (Locobase 13684)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 35, p. 251. Works numbers were 35425-35426 in October 1910.

Renamed from the Illinois, Iowa & Minnesota in 1908, the Gary Line still didn't serve any of the cities in its name. Even so, they bought a second pair of Consolidations of the same design as the 1907 engines (Locobase 13239). When the GM & G was absorbed by the Chicago, Milwaukee, St Paul & Pacific, the pair was renumbered and placed in its own subclass. October 1934 saw the scrapping of the 7087 followed by the 7087 a month later.

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Class 675/C7, C7a (Locobase 16296)

Data from American Locomotive Company Negative S-797. Works numbers were 49171-49175 in December 1910, 51653-51657 in August 1912, 53761-53764 in August 1913, 57991-57992 in April 1918.

The first locomotives to be produced for the newly assembled CTH&SE, these big Consolidations would prove to be the largest the Milwaukee would own when that railroad took over after leasing the line for 999 years in 1922. They were sizable 2-8-0s with big boilers and grates creating steam for the 14" (356 mm) piston valves feeding the long-stroke, high-cubic-volume cylinders.

As the production history shows, the CTH&SE was pleased enough to buy ten more in 1912, 1913, and 1918. These C7as used boilers set to 190 psi (31.1 bar), which raised starting tractive effort to 52,951 lb (24,018 kg or 235.54 kN).

All of the class, with the possible exception of 1357, operated into the early 1950s.

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Class 701/C1d (Locobase 16297)

Data from CMStP&P 1937 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 45096-45100 in February 1908 and 45101-45105 in July 1909.

See Locobase 9874 for a short description of this short-lived railway, acquired by John R Walsh beginning with his purchase of Evansville & Richmond, which he soon renamed Indiana Southern and extended west from Elnora to Terre Haute.

This set of Consolidations were among the last to be purchased before three bankrupt railroads--the CS, the Bedgord Belt, and the Indiana Southern-- were rolled together into the Chicago, Terre Haute & Southeastern Railway Company of Illinois. They were relatively small engines for the day. For some reason, the Milwaukee didn't include firebox heating surface areas in their diagrams.

Incorporated on 30 November 1910 to take over the Indiana Southern, the CTH&SE was permitted to acquire other properties and did so in December 1910 when it took over the CS.

Total mileage at that point was 362 (583 km) in a railway whose CS segment plummeted due south from Chicago all the way to the coal fields on the Illinois-Indiana state line at Dana. A little farther south lay Terre Haute, where the railway curved southeast to Elnora, then as the Indiana Southern, east and north east through Seymour and ending at its easternmost point--Westport, Indiana. (Apparently oddly named for a point southeast of Indianapolis, Westport's likely to have been named by Ohioans moving west.)

In 1921, the Milwaukee Road acquired operating rights through a 999-year lease, which it converted to a purchase in 1948.

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Class C1-a (Locobase 12569)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 130. (Thanks to Chris Hohl for his 15 January 2019 email noting an out-of-order listing of original road numbers.) Works numbers were 19400-19401 in August 1901.

Baldwin delivered four Consolidations as trial horses for a much larger class (Locobase 1188). The big difference between this pair and the C1bs of Locobase 12568 was the small grate on the C1as, thus the design lost out to the larger firebox of the C1b.

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Class C1-b (Locobase 12568)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, pp. 110. (Thanks to Chris Hohl for his 15 January 2019 email correcting the builder's ID.) Works numbers were 19398-19399 in August 1901.

Some of the notes in the Baldwin specifications illustrate some of the trends in design at the turn into the 20th Century. Locobase cannot say how particulars might vary, but complaints or comments most likely led to the notes.

For example, the very first note advises that the "firebox should be as deep as possible at front to permit of arch being applied & as much room between the under side of arch and grate as possible." (More details appeared immediately below this note.) Richardson's balanced [slide] vacuum valves served the cylinders.

Apparently concerned about weak spots in the frames, an extended note on the opposite page suggested "Some more substantial method of joining the sections to be devised." In any event, when forged, the grain of the frames was "to run in the direction of the strains."Moreover, the space ahead of the ends of the frames to the front of the cylinders was to be filled with deck plates. And the holes in the frame were to be "thoroughly reamed" while the frames were in position and to be secured with bolts "fitted to give an equal bearing the entire length of the hole."

The production variant varied very little from this pair; see Locobase 1188.

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Class C1c (Locobase 1188)

Data from 1930 CMStP & P locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Built by the railroad after Baldwin delivered four trial engines in 1901 (Locobase 12569, a pair designated C-1a and Locobase 12568 and a pair in class C-1b). The two pairs differed in the sizes of their fireboxes and grates. The Milwaukee shops combined the larger firebox of the C-1a and the larger grate of the C-1b.

More than half were gone by 1938, when the survivors were renumbered 1375-1395.

These left service by 1949.

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Class C2 (Locobase 1189)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Consolidation Locomotive - Chicago, Milwaukee & St Paul," Railway Age Gazette, Volume XLVIII, no 18 (6 May 1919), pp. 1157-1159. Baldwin works numbers were 34260-34264, 34275-34276, 34306-34308, 34317-34318, 34330, 34346-34347 in February 1910; 34391-34395, 34416-34417, 34427, 34440-34442 in March; 34470-34471, 34492-34499, 34532-34535, 34580-34581, 34593-34594, 34602 in April; 34614-34618 in May.

Follow-ons to the C1s built a few years earlier. Milwaukee shops built 25 (7600-7624) in 1909-1910 while Baldwin delivered 50 (7100-7149) in 1910. The firebox heating surface included 29.3 sq ft of arch tubes. The RAG report reported on the closer spacing of the 2-inch tubes, which were set 5/8 in apart instead of the usual 3/4-7/8" of a inch. One can discern a bit of skepticism in the comment that immediately followed this observation (p.1157): "The wider spacing [usually employed] allows better circulation, especially if the tubes accumulate any extra thickness of scale or mud." Not critical enough? Then let's add: "It seems to have been demonstrated that the evaporating capacity of the boiler is not reduced by the use of the smaller number of tubes required by the wider spacing."

In late 1918, the Milwaukee modified the firebox of 7615 by replacing the four arch tubes with two Nicholson thermic syphons; see Locobase 8430 for the dramatic results.

Retirements began in 1936 and continued until 1954.

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Class C2 - thermic syphon (Locobase 8430)

Data from E W Young, report to the Eleventh Annual Convention of the Master Boiler Makers Association (May 26-29, 1919), contained in the Official Proceedings (Harry D Vought, 1919). See also "A New Departure in Firebox Construction", Railway Review, Volume 64, No. 2 (11 January 1919), pp. 47-51.

Young reported on the results of a trial in which one of the C-2 Consolidations was modified solely by substituting two Nicholson Thermic Syphons for the four arch tubes installed in the rest of the class. It was the first test of the thermic syphon in any locomotive.

The General Boiler Inspector informed the gathering that the two locomotives used in the trial (7142 being the unaltered stable-mate to the 7615) had both recently been shopped. The same tender was used for both locomotives.

Running a 90-mile trial between Milwaukee and Portage, Wisconsin hauling an average train of 2,250 tons, each locomotive made four complete trips. At the end of the trial, 7615 had easily outdone the stalking iron horse in coal consumption (a 24.7% decrease), water use (11.1 percent lower), water evaporated per pound of coal (18% increase), "equivalent evaporation" per pound of coal (25.3% more). He added: "Engine 7615 was remarkably free from smoke at all times and discharged less cinders than engine 7142."

An additional difference prompted an intriguing comment. Young noted that the front-end temperature was lower in 7615 by 75 degrees, leading him to conclude the "...reduction ...indicated the firebox of engine 7615 absorbed a greater proportion of the total heat generated than did the firebox of engine 7142." What's more, the syphons proved more efficient, achieving an indicated evaporation "...approximately 50% higher than other heating surfaces in the same firebox, and 100 per cent. heigher than firebox heating surfaces of engine 7142."

Such trials would lead to a widespread acceptance of thermic syphons in locomotives that railroads thought worth upgrading.

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Class C2s (Locobase 13565)

Data from MILWRD 1945 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 1189 describes the original, saturated steam-boiler on the C2 class as it was developed in 1909-1910. When the Milwaukee Road superheated the class, they retained the 23" cylinders, but reduced boiler pressure to 185 psi (a typical tradeoff of early superheating modifications). Some time later, the road restored the 200-psi setting.

Superheater area is an estimate made by comparing the installation with several others of identical count and tube length fitted to 2-8-0s of the same period.

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Class C3 (Locobase 9892)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 31, p.88; and "Port of Pend Oreille buys a railroad on September 19, 1979," HistoryLink.org Essay 9698", The Free Online Encyclopedia of Washington State History, at [], last accessed 16 September 2011. Works numbers were 32176 and 32208 in November 1907.

Baldwin delivered this beefy pair to the I & WN, which was headquartered in Spirit Lake, which is located northeast of Spokane, Wash in the Panhandle. According to the 1979 article, "The I&WN was constructed by Frederick Blackwell (1852-1922), whose numerous businesses in northeast Washington and the Idaho panhandle included a large timber mill at Ione and an interest in the Inland Portland Cement Company in Metaline Falls. The latter town sat in extreme northeastern Washington just a few miles from both British Columbia and Idaho. Its maximum grade was 4 1/2% and curves as sharp as 16 degrees (236 ft/72 m) radius.

The I & WN originally ran south from Newport to McGuires, Idaho. The history notes, however, that "Blackwell extended the I&WN north from Newport through Ione to Metaline Falls to bring lumber and cement to the transcontinental Great Northern line at Newport." He built the railroad, notes the history, because the Pend Oreille River along which it was laid runs north and thus is almost useless for large-scale transport. The article further reports that Blackwell hit financial trouble and the I & WN came under Chicago, Milwaukee, St Paul & Pacific control in 1916.

The 21-22 ran for decades, being reclassified and renumbered in 1916 by the Milwaukee Road. Converting to oil burning some time later meant using a tender that carried 3,500 US gallons (13,248 litres) of oil.

The 7556 was sold to the Longview, Portland & Northern -- a 70-mile short line in Cowlitz, Oregon -- in 1935. The 7555 were retired in 1951.

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Class C3 (Locobase 9893)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volumes 34, pp. 137+ and 45, pp. 265+. Works numbers were 34525 in April 1910; 36276, 36295 in March 1911.

A repeat order for the I&WN, this quartet differed from the two earlier Consolidations (Locobase 9892) in having a 2" (50.8 mm) longer stroke for each cylinder and a foot-longer smokebox. A note in the Baldwin specifications for both pairs insisted that Eddystone "pay special attention to making the boiler tight."

They were to confront maximum grades of 4%, 16 degree curves (radii of 359 feet/109 metres) while rolling on 75 lb/yard (37.5 kg/metre) rail.

23 and 24 were delivered as coal burners and carrying 12 tons (10.9 metric tons) in their tenders. The 25-26, ordered a year later, were oil burners as shown in the Locobase specs.

The 7558 was scrapped in October 1934. 7557 went much later in September 1949. The last two went in 1951 - 7559 in June and 7560 in December.

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Class C5 (Locobase 1190)

Data from MILWRD 1930ca Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Follow-ons to the C2 class(Locobase ) built a few years earlier. Milwaukee shops built 15 (7200-7204, 7240-7249) in 1912-1913 while Alco-Brooks delivered 35 (7205-7239) in 1912. In addition to increasing the cylinder diameter by an inch, the new order called for relatively capacious 14" piston valves.

Retirements began in 1945 and continued until 1954.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface. Superheater area is an estimate made by comparing the installation with several others of identical count and tube length fitted to 2-8-0s of the same period.

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Class C9-e (Locobase 13056)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 30, p. 247. Works number was 29330 in October 1906.

The only Baldwin Consolidation bought by the TE was a virtual copy of those that had gone to work for the Idaho & Washington Northern in the same year as that railroad's 21-22 (See Locobase 9892).

Like the I&WN, the TE was taken into the Milwaukee Road System in December 1918. Probably for bookkeeping reasons, the 14 received its own class ID and was renumbered. As 7565, the engine was scrapped in February 1935.