Data from CC&CS 1912 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 144-145; and "A Recent Schenectady Consolidation Locomotive", Railroad Gazette, Volume 28, No (6 March 1896), p. 159. (Thanks to Chris Hohl for his 14 October 2019 email noting several differences between the original data published in 1896 and supplying the link to the RG report, and the Cripple Creek data published in 1912.) Works numbers were 4427-4431 in April 1896, 4741 in May, and 5178 in 1899.
This septet of Consolidations started out with the Midland Terminal Railway when that line was built in 1893-1894 to connect the larger Colorado Midland Railroad to Cripple Creek. (The line actually ran from Divide through Midland and Gillette to Cripple Creek.) The Schenectady Catalogue noted that the class was operating "..four per cent. grades and sixteen degree curves."
By the mid-19 teens, the MT had concluded a lease with the recently reformulated Cripple Creek & Colorado Springs Railroad, which published slightly different data. The biggest differences were a 10 lb increase in boiler pressure, a 1" reduction in driver diameter, slight weight increases and a substantially bigger tender that added 10 ft to the engine and tender wheelbase.
The CC&CS pulled together several folded lines such as the Golden Circle, itself a successor to the failed narrow-gauge Florence & Cripple Creek (F & CC), and the standard-gauge Colorado Southern & Cripple Creek Division electric railway which covered all of 6 1/4 miles. (The C&S had leased the CS&CCD to the F&CC in 1915.)
Anyway, the CS & CCD went bankrupt in 1919 while the Midland Terminal operated until 1949. This class remained on the MT all that time, being scrapped as the road closed down in 1948-1949.
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | 29-1 |
| Locobase ID | 7698 |
| Railroad | Midland Terminal |
| Country | USA |
| Whyte | 2-8-0 |
| Number in Class | 7 |
| Road Numbers | 1-7/41-47/54-60 |
| Gauge | Std |
| Number Built | 7 |
| Builder | Schenectady |
| Year | 1896 |
| Valve Gear | Stephenson |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | 14.34 / 4.37 |
| Engine Wheelbase (ft / m) | 22.24 / 6.78 |
| Ratio of driving wheelbase to overall engine wheelbase | 0.64 |
| Overall Wheelbase (engine & tender) (ft / m) | 48.80 / 14.87 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | 33,000 / 14,969 |
| Weight on Drivers (lbs / kg) | 132,000 / 59,874 |
| Engine Weight (lbs / kg) | 149,000 / 67,585 |
| Tender Loaded Weight (lbs / kg) | |
| Total Engine and Tender Weight (lbs / kg) | |
| Tender Water Capacity (gals / ML) | 4000 / 15.15 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 11 / 10 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 55 / 27.50 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 52 / 1321 |
| Boiler Pressure (psi / kPa) | 170 / 1170 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 21" x 26" / 533x660 |
| Tractive Effort (lbs / kg) | 31,862 / 14452.38 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.14 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 258 - 2.25" / 57 |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | 13 / 3.96 |
| Firebox Area (sq ft / m2) | 162.30 / 15.08 |
| Grate Area (sq ft / m2) | 31.75 / 2.95 |
| Evaporative Heating Surface (sq ft / m2) | 2125 / 197.42 |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | 2125 / 197.42 |
| Evaporative Heating Surface/Cylinder Volume | 203.93 |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | 5398 |
| Same as above plus superheater percentage | 5398 |
| Same as above but substitute firebox area for grate area | 27,591 |
| Power L1 | 4152 |
| Power MT | 277.38 |