Class 107/807/851 (Locobase 7752)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 239; and Volume 10, p. 153. Baldwin works numbers were 4889, 4902 in December 1879; 4916, 4924 in January 1880; 5351, 5360, 5362 in November; 5404, 5411, 5414 in December; 5431, 5433, 5437, 5442 in January 1881; 5788-5789 in August; 5797, 5799 in September; 5825, 5827 in October. Hinkley interleaved ten of its own: 1396-1401 in May 1881, 1402-1403 in June, 1404-1405 in July.

Baldwin's specs for the first four in this class were drafted in1879 and show a cylinder set with perfectly square 22" x 22" bore and stroke. The Baldwin class ID, however, was 10-34, which indicates a 20" cylinder (take the second number, divide by two, and add three to get 20). So it looks like a simple typo, but the follow-up order for the next sixteen in 1880 showed the same inconsistent data. Other sources confirm the square bore/stroke ratio, which was very unusual for Consolidations.

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Class 141/C-51 (Locobase 10032)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1494-1500 in May 1881

Continuing the basics of the Baldwin Consolidations shown in Locobase 7752, this Paterson, NJ builder supplied seven more during the run.

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Class 2/901 (Locobase 10033)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 30149 in August 1904 and 30321 in November.

The first of this pair of Consolidations was lettered for the "Coal Belt Railway" when it was delivered, but the owner was Peabody Coal Company's Pawnee Railroad. Little more than a year later, the two engines went to the Colorado & Illinois Midland. From there, the C&IM sold the 2 in 1910 to the St Louis, Iron Mountain & Southern. When the MissouriPacific took over the StLIM&S's motive power, it renumbered this one engine 901.

The 3 remained with the C&IM for another decade before being sold to the Pittsburgh, Lisbon & Western and renumbered 14. It retired in 1928.

NB: The tube count, length, and diameter yields an area of only 1,667 sq ft, leaving an unlikely 373 sq for direct heating surface. The firebox's dimensions are recorded as 107" long x 32 1/4" wide, 76" deep in the front and 59" in the back. Locobase suspects an error in the diagram, which was a new drawing by CEM on 11-19-1917.

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Class 332/C-51 (Locobase 15955)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 12, p. 104. Works numbers were 7427, 7429, 7438, 7441 in September 1884; 7447-7448, 7459-7460, 7471, 7474 in October.

Locobase 7752 shows the twenty Baldwins that were built with a square bore/stroke ratio. This set followed three years later with very little change.

Some time after they were renumbered, almost all of the Baldwins received bushings that reduced cylinder diameter to a more usual 20". Driver diameter increased by an inch to 51" through the installation of a thicker tire. Only 883 and 888 of this class kept the 22" bore.

Before 1905, but after it was bushed down to 20", 337 was sold to the Natchez & Southern as their #7 and later went to the Cape Girardeau Northern as that road's #4. It then returned to the Missouri Pacific as their 841. 339 was renumbered 842 rather than being placed in

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Class 801 (Locobase 7751)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. New York Locomotive works numbers were 291-296 in September 1887, 297-300 in October, 301-310 in November. Baldwin's works numbers were 8501-8502, 8507-8508, 8530-8533, 8536-8537 in April 1887 (for the StLIM&S), 8814, 8816-8817, 8820, 8822-8823, 8826, 8828, 8833-8834 in October.

For its time, this design was relatively big and its use of 2 1/4" firetubes unusual. But its grate and heating surface areas put it in the lower half of North American Consolidations of the era (ca mid-1880s).

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Class C-55 (Locobase 7750)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Alco's Brooks works numbers were 25731-25747 in July 1902, 25748-25755 in August, 27069-27072 in March 1903, 27073-27088 in April. Baldwin's works numbers for the Saint Louis Valley quintet were 21249 in November 1902, 21386 in December, 21433, 21511, and 21524 in January 1903.

Ushering the 20th Century for the MoPac were these Consolidations, which had some relatively dated features (notably the small grate in a narrow firebox as well as slide valves). Brooks supplied virtually all of the engines, delivering fifteen in 1901 and 25 in 1902, leaving only the last five to be produced by Baldwin in 1903.

Four of the Baldwins was originally ordered by the Saint Louis Valley as their 4-8. When the StLIM&S took over the SLV in 1903, these were renumbered 1921-1925..

Two were converted to oil burning, but the class was never superheated and, consequently, all but nine had been dismissed by the end of 1935 with the remaining nonet disposed of by the beginning of World War Two.

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Class C-55 - large grate (Locobase 7748)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 27069-27072 in March 1903; 27073-27088 in April.

This class of Consolidations on the MoPac iffered from the earlier Iron Mountain 2-8-0s (Locobase 7750) in having a 79 1/4" (2,013 mm) wide firebox with substantially increased grate area and 10" (254 mm) piston valves inside the frames.

Both these, the smaller-grate sisters shown in Locobase 15955, and the Missouri Pacific engines described in Locobase 1

See Locobase 7749 for the superheated version.

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Class C-55 - large grate (Locobase 15959)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 27089-27095, 27169-27178 in April 1903; 28964-28978 in February 1904.

After its St Louis, Iron Mountain & Southern subsidiary took delivery of twenty Consolidations (Locobase 7748, its parent received 32 more. They repeated a design that had a 79 1/4" (2,013 mm) wide firebox with substantially increased grate area and 10" (254 mm) piston valves inside the frames.

405 was later sold to the El Dorado & Wesson and 425 went to the Ashley, Drew & Northern as their 130.

See Locobase 7749 for the superheated version.

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Class C-55 - large grate sh (Locobase 7749)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Missouri Pacific Railroad Company Classification of Locomotives correct to December 31, 1942" and MP 1956 Locomotive Diagrams, Steam, supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.

These superheated Consolidations (the saturated originals appear in Locobases 7748 and 15959) took the usual tack of increasing cylinder size while reducing boiler pressure, a convenient tradeoff that preserved the power but lessened the strain. All superheated locomotives were fitted with 21" cylinders and 11" piston valves. They burned either coal (18) or oil (17), used either valve gear, had their boilers pressures set at either 185 or 200 psi. By 1924 the following superheated engines had Baker gear : 402, 407, 410, 413-414, 416-418, 422, 430-432, 438, 459. Oil-burners were 402, 405, 411, 418, 420, 422, 424, 430, 439, 450.

Small-grate conversions that retained the 19 1/2" cylinders appear in Locobase 15958.

Some even received thermic syphons, which added 49 sq ft to their firebox heatingsurface area.

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Class C-55 - small grate (Locobase 15957)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 28979-28990 in March 1904; 28991-29013 in April

These were the later variant of the 19 1/2" x 28" Consolidations bought by the StLIM&S and differed from the 52 delivered in 1903-1904 (Locobase 7748) in having narrower fireboxes. The 67 1/4" (1,708 mm) wide furnaces still rode above the drivers. In all other respects, the class was essentially identical and also had 10" (254 mm) piston valves inside the frames.

See Locobase 15958 for the superheated version.

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Class C-55 - small grate sh (Locobase 15958)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 28979-28990 in March; 28991-29013 in April

In addition to the 35 large-grate superheated engines shown in Locobase 7749, eleven more retained their 19 1/2" cylinders and kept their boiler pressures set at 200 psi. At least four engines--459, 471, 473, 479--were fitted with Baker valve gear; the others all used Walschaert gear.

Some even received thermic syphons, which added 49 sq ft to their firebox heating surface area.

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Class C-57 - 34.1 (Locobase 7766)

Data from MP 8 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 50, pp. 350+. Works numbers were 41595-41614 in August 1914.

The StLB&M was a subsidiary of the Missouri Pacific. In the specs, the somewhat sketchy quality of the railroad (then in receivership) becomes clear. The maximum grade was a modest 0.3%, rails weighed 65 lb/yard (32.5 kg/metre), and "water used by engines is light and foams badly." (Light? as in its formula is HO?--which might help modelers.)

The railroad was absorbed by the MP in January 1925.

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Class C-57 - syphons (Locobase 6901)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 13935 shows the first version of a superheater modification made to the 23 Baldwin and Alco Consolidations delivered to the International & Great Northern in 1912-1913.

Locobase 13935 shows the earlier superheated upgrade applied to all of the class. Ten were further refitted with a firebox that had thermic syphons -- that is the version shown in this entry. The syphons added 56 sq ft (5.2 sq m) to the firebox heating surface, which now totalled 227 sq ft.

Note: The International & Great Northern Railway entered receivership in 1914 and only emerged from foreclosure through sale on 28 July 1928. When the new owners chartered the line on 17 August 1922, it was renamed the International-Great Northern Railroad.

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Class C-63 (Locobase 7746)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. For Baldwin, see also DeGolyer, Volume 27, p. 227, and Volume 30, p. 34. Baldwin's works numbers for road numbers 1-100, 161-167 were

1905

April 25519-25522, 25542-25543, 25557-25558, 25568, 25578-25580, 25587-25590

May 25618, 25630, 25645-25648, 25667-25668, 25695-25696, 25700-25703, 25727, 25736-25737, 25774-25775

June 25808-25810, 25824, 25836, 25843, 25855, 25897-25898, 25922, 25933

July 26026-26027, 26075, 26088 in July

1907

March 30481-30482, 30495, 30498-30499, 30510-30511, 30534-30539

April 30572, 30592-30597, 30640-30641

May 30642-30643, 30683-30685, 30692, 30721-30722, 30727-30729, 30739-30740, 30781-30782, 30793, 30808-30810, 30836-30837, 30859

June 30860, 30873, 30932, 30992 in June; 31042, 31144 in July

1909

Baldwin

May 33400-33404

September 33825-33826

Alco-Brooks works for road numbers 101-160, 168-172 were:

1909

October 46663-46683 and 46658-46662 delivered to L J Smith Construction Company as their 608-611

November 46684-46687, 46922-46926

1910

July 48251-48280

The MoPac Consolidations of this class were the definitive 2-8-0 for the railroad and represented a typical design of the arrangement in North America as well. Baldwin and Alco's works at Dunkirk (Brooks) and Schenectady delivered engines over a five-year period.

These long-stroke locomotives began service with 8" (203 mm) piston valves, a relatively large bundle of fire tubes, and boilers set to 200 psi. Baldwin's last 25 (road numbers 76-100) were delivered with Walschaert gear. Road numbers 26-50 had their tanks lettered for the St Louis, Iron Mountain & Southern.

Useful for all kinds of freight duties, the class was upgraded in many ways with 24" (610 mm) cylinders, 10" (254 mm) piston valves, Baker valve gear, mechanical stokers and cast frames in some cases. See Locobase 7747 for a typical upgrade and Locobase 15961 for the still later version that had thermic syphons.

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Class C-63 - 22" pistons (Locobase 15960)

Data from MP 1924 and 1956 Locomotive Diagrams and various years' Classifications of Engines statements supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The least modified of the large class of Consolidations delivered in 1905-1909 were this set of 53, all of which had been superheated by 1927 They kept their original cylinders, which were served by 8" (203 mm) piston valves, and their inside link motion. Over the next decade, 30 were converted to the 24" cylinders; see Locobase 7747.

Ultimately, only 26 of the original 172 locomotives kept their saturated boilers.

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Class C-63 - 24" pistons (Locobase 7747)

Data from MP 1924 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the extensive class of C-63 Consolidations was first upgraded, the modifications took many forms. Fifty retained their 22" cylinders , although more than two dozen would eventually receive the 24" upgrade; see Locobase 15960.

For most of the class--122, superheating improved the quality of the steam and larger pistons (24") and 10" (254 mm) piston valves offset the loss of heating surface. The first twenty such conversions were completed by the end of 1916. Over the next decade, 64 were updated and had their boilers set to 180 psi. All were completed by the end of 1935 and these 122, 23 had boilers pressed to 185 psi; the others were set at 200 psi.

Most were fitted with Walschaert valve gear, although significant numbers used Baker or Southern gear instead.

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Class C-63 - sh 24" with syphons (Locobase 15961)

Data from MP 1956 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 7747 shows the most widely implemented version of a superheated upgrade conferred on the large C-63 class. Much later, the MP revamped many of the engines in this group. Keeping the 24" x 30" cylinders and 10" piston valves, the railroad fitted a new boiler and firebox that included steam-enhancing systems that had come into vogue since the first round of upgrades. Installing these and otherwise reworking the boiler led to a reduction of fire tube count by 16.

The 1956 diagram and accompanying table display at least twelve different weight groups based on frame type (frame or cast bed), fuel (coal or oil), syphons or no, valve gear, stoker or no. Within some weight groups, some had boilers set at 180 psi, others at 200. All but about a dozen locomotives were eventually fitted with syphons.

Most used tender tank style 7-A, which featured three levels of coal capacity (14, 17, or 18 short tons) and four sizes of oil capacity (2,800, 3,400, 4,100, or 4,250 US gallons). Some trailed other tank styles (e.g., 7-C, 7-D, 8-B, 8-G); these differed slightly, the 8-series tanks holding 8,000 gallons of water, but all offering the same range of fuel capacities.

From this array, Locobase chose to adopt Weight Group H, which did not include the cast bed adopted for others in the class, but did have the BK coal stoker, Walschaert valve gear, 57 sq ft (5.3 sq m) in syphons, two arch tubes adding 13 sq ft (1.2 sq m) and a boiler set at 200 psi. The 7-A variant used in the specs was the 14-ton capacity version rolling on trucks with arch-bar frames and 5 1/2" x 10" journals. (An alternative for this weight group used equalized trucks with 6" x 11" journals.).

Another 37 in the K group had the cast bed and Baker gear.

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Class L (Locobase 13934)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 41, p. 211. Baldwin delivered the first ten (works numbers 38037-38046) in July 1912, Schenectady followed with two batches (works numbers 54229-54237 and 54366-54374) in 1913.

These Consolidations were the only ones on the I&GN, but they were relatively large representatives of the American 2-8-0. The specs tell us that the rails weighed 75-lb/yard (37.5 kg/metre).

They were later superheated; see Locobase 13935.

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Class L/C-57 - superheated (Locobase 13935)

Data from IGN 2 - 1923 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Converting the IGN's only Consolidations (Locobase 13934) yielded a good package with a respectable amount of superheat and 12"(305 mm) piston valves. The tender's oil-fuel capacity was rated at 80 barrels (3,360 US gallons).

The Missouri Pacific later classed these as C-57s, although the I-GN remained an independent entity within the Missouri Pacific Lines system. Ten were further refitted with a firebox that had thermic syphons; see Locobase 6901.