Data from "A Consolidation Locomotive", Engineering News Volume 23, No. 18 (3 May 1890), p. 414. Works numbers were 2318, 2340-2345 in 1890. 2340-2341 were originally numbered 120 and 122, but soon took 211 and 216.
Compared to the Baldwins delivered in the same year (Locobase 7366), these Ocean State Consolidations were only a bit smaller. They used Rhode Island's balanced steam valves. The first and last driver sets were flanged while the middle two were blind and used wheels that were 6 1/2" (165 mm) wide.
After the 120 was shipped to Chicago, it was tested on the Chicago, Milwaukee & St Paul Chicago-St Paul run.. Its next stop was the Minneapolis, St Paul & Sault Ste Marie (Soo Line) "to be tested against some very large engines, said Engineering News, and finally to the Chicago,St Paul & Kansas City "to run in opposition to some of the large mogul locomotives between St Paul and Chicago."
Soon after its arrival on the DT&FW when that railroad reorganized as the Union Pacific, Denver & Gulf. There they were renumbered twice, the first time in order, the second time with a break in which 1328 was renumbered 99. In 1898, the Colorado & Southern renumbered them for the last time as 412-413,418, and 414-417.
In 1907, C&S sold the septet to the Trinity & Brazos Valley as their Class B-4-K, road numbers 18-24. That line dismantled five of the seven (18-21 and 24) in November 1923. 22 continued on until September 1935 while 23 lasted until October 1939.
Data from Wichita Valley 1 - 1915 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 161. Roster information from Connelly's list. (Thanks to Wes Barris for his 9 July 2021 email catching confusing typos in the works number list.) Works numbers for the October 1889 batch were 10360-10361, 10363-10365 and for November 1889 10431, 10433-10436.
This decade of locomotives was built to the same specification as the big orders for the Denver & Rio Grande and the Rio Grande Western (Locobases 1435 and 3045, respectively). Rhode Island's slightly smaller engines appear in Locobase 16383.
The DT& FW was organized as part of a larger effort connect Denver to the Gulf; its remit was to connect Pueblo, Colorado into New Mexico territory. After delays, the DT&FW linked up with the Texas-based Denver & Fort Worth at Union Park, New Mexico in 1888 and the former took control of the later. This line was merged with the Union Pacific, Denver & Gulf in 1890, a merger that encompassed the Colorado Central and Cheyenne and Northern; the engines were renumbered 1312-1321. When the parent UP went bankrupt in 1893, this conglomeration merged with the Denver, Leadville & Gunnison to form the Colorado & Southern in 1898.
This class went with the railroad as the B-4-J class and numbered 402-411, but were later assigned to the 50%-controlled Trinity & Brazos Valley as the 9-17.
At least one of these went to the Wichita Southern as that railway's #9.
Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 175. Works numbers were 23434 in December 1903 and 29379 in November 1906.
The first of the two Consolidations was originally intended for the Colorado & Wyoming, but that operator's name was lined out in the Specification and replaced by the C & SE. The second one followed more than 3 years later.
The short line covered only about 20 miles: 6.3 miles between Delagua to Barnes that they built and owned and another 14 1/2 miles of the Colorado & Southern from Delagua to Ludlow and Trinidad.
As it was an "adjunct" of the Victor-American Fuel Company, the C & SE did not own any cars of its own. Instead, according to a December 1913 account of a Interstate Commerce Commission ruling, it depended on the Colorado & Southern and the Denver & Rio Grande to supply coal cars to shippers on its lines. In addition, its trackage rights entitled it to cars from the Santa Fe. Finding this discriminatory, the ICC ruled each carrier had to supply its own cars.
Whoever supplied the cars, this beefy Consolidation would pull them.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 24, p. 197. Works number was 20192 in March 1902.
The C & S's 70-mile line between Biggs and Shaniko, Oregon was only a brief interlude in the career of this Consolidation. In 1903, the C & S sold the 3 to the Chico & Northern in northern California as their #1. Since the C & N was a non-operating subsidiary of the Southern Pacific, the actual operator was the new Butte County railroad, which began service on 75-lb (37.5 kg/m) rail between Barber and Magalia, Calif in November 1903.
The Espee took control of the Butte County in 1916 and renumbered this 2-8-0. Two decades later, the 2503 went to the ferro-knacker in September 1936..
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 20, p. 235. Works number was 15142-15144 in December 1896.
The UPD&G took shape in 1890 by consolidating a medley of railroads: Colorado Central; Denver & Middle Park; Denver, Marschall & Boulder; Denver, Texas & Fort Worth; Denver, Texas & Gulf; Georgetow, Breckenridge & Leadville; and Greeley, Salt Lake & Pacific.
The UPD&G was absorbed in December 1898 by the Colorado & Southern and these engines were placed in their own B-4 subclass. All were retired in October 1940; both the 71 and 72 were placed on display in Central City, Colorado.
Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 16, p. 130. Works numbers were 11331-11333, 11340, 11352-11353, 11355-11356 in November 1890.
A continuation of the Rhode Island engines of four years before, this Baldwin octet were somewhat heavier and had a 2"-longer cylinder stroke. Otherwise, they were built to the same design. The specs show a slightly different array of tubes--143, each 10 ft 9 in long--from the C&S diagram almost 50 years later.
The Union Pacific, Denver & Gulf, which took over the DL&G in April 1890, numbered them 266-273. The C & S took over the UPD&G in 1899 and renumbered them as shown in the specs.
By the 20s, the railroad had moved on to larger, more powerful 2-8-0s. 64 was sold in Sept 1921, 3 more -- 66 (Sept 1923), 67 (Feb 1927), and 63 (May 1929) -- were dismantled. A decade followed with no more scrap dates, the subtraction resumed with 65 (April 1939) and 68 (May 1939). 69 and 70 defied the ferro-knacker, moving on to the White Pass & Yukon in April 1943 as their 20-21.
Data from C&S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 20, p. 235. Works numbers were 15142-15144 in December 1896.
Seven years after the first Baldwin Consolidations came to the Union Pacific, Denver & Gulf, the builder followed with this trio. The boiler and grate dimensions were unchanged, but the former was pressed to a higher degree. For some reason, cylinder diameter was cut by 1/2". Weight kept growing, which increased axle loading.
According to Mike Trent, whose account of the B-4-F class appears on Rio Grande Southern Railroad Technical Information Page (Vol 3, # 2 - July 1999)
[] (visited 1 Feb 2004), these engines had limited power: "The B-4-E's tractive effort was listed at 19,848 lbs., or 120 tons on a 4%
grade. (One loaded car was rated at 25 tons on a 4% grade.) This meant that one engine could pull only 4 loaded cars up a 4% grade."
Trent adds that engine crews prized the Denver, Boulder & Western engines (see Locobase 2635 & 2636, where they're shown as Colorado & North West locomotives) because they steamed well in addtion to putting more tractive effort into the climb.
Because the C & S usually had little or no money for new locomotives, these little Consolidations soldiered on into the 1940s.
Wes Barris's Surviving Locomotives site ([], last accessed 26 June 2016) shows the 71 as on display at Fortune Valley Hotel, Central City, CO. Barris adds "It was restored to operational order in 1987 and ran until sometime in 1989. It is in good mechanical shape (possibly operational) but rusting away."
Data from the Wichita Valley 1 - 1915 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 20, p. 241. Baldwin works numbers were 15139-15141 in December 1896.
This locomotive passed through several railroads. They started on the Union Pacific, Denver & Gulf , which became the Colorado & Southern in 1898; at that point, the three were placed in class B-4-L.
In January 1907, all three were transferred to the Trinity & Brazos Valley and renumbered 25-27. 25 was sold to the Wichita Valley as their #8 in June 1907, where it ran until May 1934. The T&BV scrapped the 26 in November 1923. The 27 changed owners in July 1930 after the T&BV went under, leaving Burlington-Rock Island in Texas to operate its trackage.
Data from C&S 9-1941 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 243, and Robert Jensen, F. Hol Wagner, Jr. and Robert LeMassena, "Denver, Leadville & Gunnison 2-8-0 No. 191", Colorado Railroad Museum Equipment Data Sheet 15, March 1910. Works numbers were 4917, 4919, 4926, 4930 in January 1880 and 4950-4951, 4955, 4957 in February.
Locobase has to say that if a locomotive can be "cute", the engines in this DSP&P octet had dimples in their smokeboxes. But there was no doubt about their utility, says the CRM datasheet. They were the largest locomotives to operate on the South Park when they arrived in early 1880. The DSP&P's profile challenged the power of this design. Able to haul 15-20 loaded (10-15 tons each or 150-300 tons) on the level, but as the writers note: "Unfortunately, there was little level track in the mountainous territory ...and, on the grades of Kenosha, Boreas, Fremont and Alpine passes, the 2-8-0s could pull only five to six loaded cars uphill." So a single train might call for four to five locomotives (how picturesque is that?).
When the C&S took over the UPD&G in 1899, seven of the eight were taken over and renumbered 30-36. By then, the class trailed tenders carrying 1,482 US gallons (5,609 litres). They weighed 53,748 lb (23,480 kg) on the drivers, 61,748 lb (28,008 kg) for the engine.
Three years earlier, 53 was sold to M L Davis Lumber as their #4. C&S quickly sold the 191 (which would have taken #31), the Washburn & Northwestern as their #7.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 120, 210/B-4-H/B-4-K | 200/B-4-H | 3 | 3 / C-18 | 9 / B-4-E |
Locobase ID | 16383 | 7366 | 11524 | 12602 | 12228 |
Railroad | Denver, Texas & Fort Worth (C&S) | Denver, Texas & Fort Worth (C&S) | Colorado & Southeastern | Columbia & Southern | Union Pacific, Denver & Gulf (C & S) |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 7 | 10 | 2 | 1 | 3 |
Road Numbers | 120, 122/210-216/1322-1327/93-99/412-417 | 200-209/1312-1321/402-411 | 3-4 | 3 / 2503 | 9-11 / 71-73 |
Gauge | Std | Std | Std | Std | 3' |
Number Built | 7 | 10 | 2 | 1 | 3 |
Builder | Rhode Island | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co |
Year | 1890 | 1889 | 1903 | 1902 | 1896 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15 / 4.57 | 13.50 / 4.11 | 14.25 / 4.34 | 13.50 / 4.11 | 11.33 / 3.45 |
Engine Wheelbase (ft / m) | 22.50 / 6.86 | 21.33 / 6.50 | 22.83 / 6.96 | 21.92 / 6.68 | 17.90 / 5.46 |
Ratio of driving wheelbase to overall engine wheelbase | 0.67 | 0.63 | 0.62 | 0.62 | 0.63 |
Overall Wheelbase (engine & tender) (ft / m) | 49.77 / 15.17 | 57.08 / 17.40 | 40.98 / 12.49 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 109,500 / 49,668 | 110,000 / 49,895 | 154,230 / 69,958 | 147,000 / 66,678 | 70,000 / 31,752 |
Engine Weight (lbs / kg) | 122,000 / 55,338 | 124,400 / 56,427 | 167,035 / 75,766 | 163,000 / 73,936 | 80,000 / 36,287 |
Tender Loaded Weight (lbs / kg) | 75,000 / 34,019 | 89,833 / 40,748 | 75,000 / 34,019 | 40,000 / 18,144 | |
Total Engine and Tender Weight (lbs / kg) | 197,000 / 89,357 | 214,233 / 97,175 | 242,035 / 109,785 | 120,000 / 54,431 | |
Tender Water Capacity (gals / ML) | 4200 / 15.91 | 4000 / 15.15 | 6000 / 22.73 | 4500 / 17.05 | 2200 / 8.33 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 10 / 9 | 10 / 9 | |||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 46 / 23 | 46 / 23 | 64 / 32 | 61 / 30.50 | 29 / 14.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 50 / 1270 | 51 / 1295 | 50 / 1270 | 51 / 1295 | 37 / 940 |
Boiler Pressure (psi / kPa) | 165 / 1140 | 165 / 1140 | 170 / 1170 | 180 / 1240 | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 24" / 508x610 | 20" x 24" / 508x610 | 22" x 28" / 559x711 | 20" x 28" / 508x711 | 16" x 20" / 406x508 |
Tractive Effort (lbs / kg) | 26,928 / 12214.35 | 26,400 / 11974.85 | 39,165 / 17764.97 | 33,600 / 15240.72 | 21,172 / 9603.47 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.07 | 4.17 | 3.94 | 4.38 | 3.31 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 246 - 2" / 51 | 258 - 2" / 51 | 300 - 2.25" / 51 | 260 - 2.25" / 57 | 143 - 2" / 51 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.67 / 4.17 | 13.25 / 4.04 | 13.83 / 4.22 | 13.50 / 4.11 | 10 / 3.05 |
Firebox Area (sq ft / m2) | 167.50 / 15.56 | 167.50 / 15.57 | 200 / 18.59 | 210 / 19.52 | 96 / 8.92 |
Grate Area (sq ft / m2) | 24.80 / 2.30 | 25.50 / 2.37 | 37.20 / 3.46 | 35.30 / 3.28 | 13.80 / 1.28 |
Evaporative Heating Surface (sq ft / m2) | 1931 / 179.39 | 1957 / 181.88 | 2630 / 244.42 | 2264 / 210.41 | 838 / 77.88 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1931 / 179.39 | 1957 / 181.88 | 2630 / 244.42 | 2264 / 210.41 | 838 / 77.88 |
Evaporative Heating Surface/Cylinder Volume | 221.19 | 224.17 | 213.47 | 222.40 | 180.22 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 4092 | 4208 | 6324 | 6354 | 2484 |
Same as above plus superheater percentage | 4092 | 4208 | 6324 | 6354 | 2484 |
Same as above but substitute firebox area for grate area | 27,638 | 27,638 | 34,000 | 37,800 | 17,280 |
Power L1 | 4360 | 4489 | 4174 | 4981 | 3146 |
Power MT | 351.13 | 359.87 | 238.66 | 298.81 | 396.33 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||||
---|---|---|---|---|
Class | B-4-D | B-4-E | B-4-L | EJ 1/B-4-A |
Locobase ID | 6753 | 6754 | 7365 | 7683 |
Railroad | Denver, Leadville & Gunnison (C&S) | Union Pacific, Denver & Gulf (C&S) | Union Pacific, Denver & Gulf (C & S) | Denver, South Park & Pacific (C&S) |
Country | USA | USA | USA | USA |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 8 | 3 | 3 | 8 |
Road Numbers | 266-273 / 63-70 | 9-11/71-73 | 100-102/25-27/419-421 | 50-57/190-197 |
Gauge | 3' | 3' | Std | 3' |
Number Built | 8 | 3 | 3 | 8 |
Builder | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Parry, Williams & Co |
Year | 1890 | 1897 | 1896 | 1880 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 11.33 / 3.45 | 11.33 / 3.45 | 15 / 4.57 | 11.33 / 3.45 |
Engine Wheelbase (ft / m) | 17.98 / 5.48 | 17.90 / 5.46 | 22.58 / 6.88 | 17.92 / 5.46 |
Ratio of driving wheelbase to overall engine wheelbase | 0.63 | 0.63 | 0.66 | 0.63 |
Overall Wheelbase (engine & tender) (ft / m) | 50.69 / 15.45 | 50.69 / 15.45 | 51.17 / 15.60 | 41.08 / 12.52 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 16,900 / 7666 | 17,900 / 8119 | ||
Weight on Drivers (lbs / kg) | 66,000 / 29,937 | 70,500 / 31,978 | 123,400 / 55,973 | 46,450 / 21,069 |
Engine Weight (lbs / kg) | 76,000 / 34,473 | 80,500 / 36,514 | 138,300 / 62,732 | 56,000 / 25,401 |
Tender Loaded Weight (lbs / kg) | 47,033 / 21,334 | 46,233 / 20,971 | 119,000 / 53,978 | 45,933 / 20,835 |
Total Engine and Tender Weight (lbs / kg) | 123,033 / 55,807 | 126,733 / 57,485 | 257,300 / 116,710 | 101,933 / 46,236 |
Tender Water Capacity (gals / ML) | 2200 / 8.33 | 2200 / 8.33 | 6000 / 22.73 | 1482 / 5.61 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 6 / 6 | 6 / 6 | 14 / 13 | 5 / 5 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 28 / 14 | 29 / 14.50 | 51 / 25.50 | 19 / 9.50 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 37 / 940 | 37 / 940 | 51 / 1295 | 37 / 940 |
Boiler Pressure (psi / kPa) | 160 / 1030 | 180 / 1240 | 165 / 1140 | 150 / 1030 |
High Pressure Cylinders (dia x stroke) (in / mm) | 16" x 20" / 406x508 | 15.5" x 20" / 394x508 | 20" x 24" / 508x610 | 15" x 18" / 381x457 |
Tractive Effort (lbs / kg) | 18,819 / 8536.16 | 19,869 / 9012.44 | 26,400 / 11974.85 | 13,956 / 6330.34 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.51 | 3.55 | 4.67 | 3.33 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 141 - 2" / 51 | 143 - 2" / 51 | 269 - 2" / 51 | 138 - 2" / 51 |
Flues (number - dia) (in / mm) | ||||
Flue/Tube length (ft / m) | 10.75 / 3.07 | 10.08 / 3.07 | 13.67 / 4.17 | 10 / 3.05 |
Firebox Area (sq ft / m2) | 93.50 / 8.69 | 96 / 8.92 | 168.70 / 15.67 | 93.50 / 8.69 |
Grate Area (sq ft / m2) | 13.80 / 1.28 | 13.80 / 1.28 | 24.80 / 2.30 | 13.80 / 1.28 |
Evaporative Heating Surface (sq ft / m2) | 842 / 78.25 | 838 / 77.85 | 2102 / 195.28 | 816 / 75.81 |
Superheating Surface (sq ft / m2) | ||||
Combined Heating Surface (sq ft / m2) | 842 / 78.25 | 838 / 77.85 | 2102 / 195.28 | 816 / 75.81 |
Evaporative Heating Surface/Cylinder Volume | 181.08 | 191.76 | 240.78 | 221.74 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 2208 | 2484 | 4092 | 2070 |
Same as above plus superheater percentage | 2208 | 2484 | 4092 | 2070 |
Same as above but substitute firebox area for grate area | 14,960 | 17,280 | 27,836 | 14,025 |
Power L1 | 2779 | 3348 | 4732 | 3226 |
Power MT | 371.31 | 418.78 | 338.16 | 612.45 |