Class 60/G-13 (Locobase 8883)

Data from Traite pratique de la machine locomotive ... By Maurice Demoulin, 1898

Librairie polytechnique, Baudry et Cie, p 404-405 and from Data from M Grille, Les Chemins de Fer de L'Exposition de Chicago (Paris: E Bernard et Cie, 1894), pp. 24-27. Works numbers were 4055-4056 in April 1893.

The A&St L -- also dubbed the Mohawk & Malone or "Dr. Webb's Railroad" -- was the only railroad that ran clear through the Adirondack mountains. A logging road, the M&M was the result of an 1892 merger between the Adirondack & St Lawrence and several railroads based in Herkimer. There's confusion about who called what by what corporate name; at least it's not clear when it was known as the A&St L or as the M&M.

(The [] website has a detailed history of this region that demonstrates just how complex and devious railway development could be.)

The small railroad was in turn taken over by the New York Central, which redesignated the line in 1913 as their Adirondack division. The big railroad had renumbered the two in 1894 as 996-997 and five years later put the two in their final places as 2210 and 2211. They were sold in October 1907 to Kilby Car & Locomotive.

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Class A / 295 (Locobase 2618)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). Works numbers were 3124-3138 in January 1899.

The boiler was a radial stay wagon top with a coned second course and a firebox with 24 sq ft of arch pipes. In appearance this engine looked ready to greet the 20th Century, having equal-sized sand and steam domes and the high-pitched coned boiler mentioned above.

Locobase notes from Rumary-Lambert that these Consolidations roamed all over the New York Central system and onto the Erie as well.

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Class A/G-10 (Locobase 5283)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002).

Works numbers were 2545-2548 in March-April 1888; 2725, 2805 in February 1889; 2992-

2993 in January-February 1890; 2994, 3052-3053 in February; 3534-3535 in August 1891; 3683-3685 in February, 3757-3759 in April, 4233-4235 in October 1894, and 4395 in June 1896.

A late-80s Consolidation with the dome just ahead of the cab, but an extended smokebox. Otherwise, unremarkable dimensions.

On average, the engines in this class remained in service for less than 20 years before bieng withdrawn.

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Class B-1 / G-42a (Locobase 8421)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

At the turn of the 19th Century, the Dunkirk, New York builder that supplied many of the New York Central's locomotives produced 50 for subsidiary LS&MS. The first 25, shown here, had about the same grate (although the firebox heating surface was larger) as the 1900 batch, but fewer tubes.

As the LS&MS consolidated in the late 'teens, it sold off some of its large stud of Consolidations. Nine went to the Norfolk Southern as their 218-226 in 1920.

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Class B-1 / G-42b (Locobase 8422)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange as well as the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 617-618.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Among them was this recent, but by no means revolutionary, Consolidation. Succeeding 25 earlier Brooks-built Bs (Locobase 8421), these had the same grate area, but less direct heating surface and more boiler tubes.

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Class B-2/G-43a, b, c, d, e/E-44 (Locobase 15836)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3877-3893 in June 1901, 3915-3919 in July, 3920-3924 in August, 4062-4088 in December, 4089-4091 in January 1902, 25931-25950 in October 1902, 27109-27118 in December, 27228-27242 in August 1903, and 28808-28817 and 28867-28871 in September.

Large order of Consolidations for this Michigan road. Many were later superheated; see Locobase 15837.

The New York Central sold six of the class--5758, 5793, 5803, 5831, 5810, 5838--to the Hannibal & St Louis in 1923.

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Class B-3/G-44 (Locobase 15841)

Data from Edward L May and William D Edson, "Locomotives of the New York Central Lines" (1966), p 107, supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 29662-29686 in June 1904.

These workaday Consolidations were delivered with inside Stephenson link motion that actuated 11" (279 mm) piston valves.

The entire class save the 5519 was sold to the New York, Chicago & St Louis (Nickel Plate) in 1922. They retained their class ID of G-44, but were renumbered 375-398. Twelve were superheated by the Nickel Plate; see Locobase 14139.

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Class C-11 (Locobase 13738)

Data from MP 8-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 41144-41148 in September 1906.

These small Consolidations were delivered with saturated boilers and probably had specifications very similar to the Baldwins delivered in 1902 and described in Locobase 9841.

Apparently just one of the five--520--was superheated (Locobase 13737). After seventeen years of service on the K&M, 521 and 519 went to the San Antonio, Uvalde & Gulf. The other three were taken into the New York Central, designated G-96b, and renumbered 9645-9647, but a year later, the superheated 9648 went to the SAU&G. The NYC scrapped the other two in 1925.

The three SAU&G locomotives were absorbed by the Missouri Pacific and renumbered them 1006-1008. The superheated 1006 was scrapped first. 1008 followed three years later in April 1936. But 1007 postponed its appointment with the ferro-knacker throughout World War Two, only succumbing in March 1946.

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Class C-11/G-96b (Locobase 13737)

Data from MP 8-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 41144-41148 in September 1906.

This small Consolidation was delivered with a saturated boiler (Locobase 13738), but became the only one to be fitted with a superheater. Among the modifications changes, typical for these conversions, was the substitution of outside radial valve gear for the inside link motion and universal steam chests using 11" (279 mm) piston valves.

Perhaps surprisingly, this engine was the first of the three to be scrapped, meeting its fate in August 1933.

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Class C-12, C-13, C-14/G-46 j, k (Locobase 5429)

Data from a table in May 1916 RME. Richmond works numbers with 49866-49873 in May 1911, Brooks followed with works numbers in 51514-51523 in August 1912 and 54526-54532 in February 1914.

See Locobase 9841 for a history of the K&M. When the K&M's owner Toledo & Ohio Central was absorbed by the New York Central, the 17 survivors of this class were designated G-46 j/k/l (1183-1199). The locomotive's design is straightforward with an Extended Wagon Top boiler, relatively low pressure, and, especially given the small drivers, a long driving wheelbase.

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Class C/G-46a,b (Locobase 5353)

Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp.582-584.

This was a heavy Consolidation, according to Sinclair, that had "many Brooks details about the engine." They were satisfying, too, he said: "The whole design is pleasing, and, though the machine is heavy, it is not clumsy in appearance." The photo accompanying the details supports Sinclair's judgement.

This class was later superheated; the data were virtually identical to that shown in Locobase 5429.

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Class C/G-7a (Locobase 6508)

Data from Southern's 1942 locomotive summary tables supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 15, p. 235. Prince (1965). Works numbers were 7019, 7024, 7030-7031, 7036, 7044, 7046, 7049 in November 1883; , 7063, 7068, 7072, 7074, 7077, 7085, 7091, 7097, 7099, 7103 in December 1883; , 7114-7115, 7124, 7126, 7131 in January 1884; 7155, 7157, 7159, 7170, 7172, 7212 in February 1884; and 7216, 7103 in March 1884.

This railroad was built to compete directly with the New York & Hudson River between the New York City area and Buffalo. The NY & HR negotiated the east bank of the Hudson while the NYWS&B traveled from Weehawken, New Jersey up the west shore. Then they both traveled up the Mohawk River to Buffalo.

Before the NY&HR's financial manipulations forced it into bankruptcy, the West Shore stocked up on locomotives. Among them was this class of relatively small Consolidations, which wound serving several New York State railroads. The eighteen that transferred to the New York Central after it took over the West Shore were among the few Baldwins ever to penetrate the fastness of the NYC, which was usually well protected by New York State builders such as Schenectady and Brooks.

Ten more went to the New York, Ontario & Western as their class O, and 2 were added to the Buffalo, Rochester & Pittsburgh as their class K. These latter two were rebuilt in 1897 and redesignated class KR.

The New York Central divided itsRail Data Exchange between the G-7s (road numbers 2217, 2222-2223, 2225), which had 165-psi boilers, and G-7a, which had the 135-psi vessels shown in the specifications. Two of the NYC engines, one of the BR&P locomotives, and several of the Ontario & Western engines wound up with the Southern Iron & Equipment company, which refurbished them and sold them to other railroads. Ex-NYC 2222 passed through the S I & E overhaul shops and wound up on the Carolina & Northwestern.

The NYWS&B sold its 149 to the Buffalo, Rochester & Pittsburgh in December 1886 for $7,175. The BR&P operated this doughty little Consolidation in class K for over 30 years before selling to the eight-mile Black Mountain Railroad in eastern Kentucky in 1919. The BM RR ran it as #1 from Blackmont to Alva even after the Louisville & Nashville bought the locomotive in 1923 and put in its own H0 class. At that point, the engine had a 180-psi boiler. After another ten years' service, the 667 was scrapped in July 1933 as part of a general clean-up and disposal. (Data from L&N 8 1927 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.)

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Class G (Locobase 5274)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002).

A late-80s Consolidation, this locomotive still had the dome just ahead of the cab, relatively small grate and boiler. Note the 2 1/4" diameter of the firetubes. Turn-of-the-Century 2-8-0s had 2" firetubes.

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Class G-1 (Locobase 4114)

The data comes from a reproduction of the New York Central's 1902 Locomotive diagrams found on [] (visited December 2002). Works number was 5709 in January 1901.

The diagram noted that this was the experimental engine for the G-2 class of cross-compound Consolidations that appear in Locobase 5272 and 5273. A comparison of the two classes show that the single detail difference was the presence of 31 more tubes in the boiler in the production engines.

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Class G-100 (Locobase 7072)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1751-1755 in November 1897, 1805-1814 in April 1898, 1936-1938 in March 1899, 2069-2078 in March 1900, 2102-2104 in April, 2105-2106 in May.

The 33 Consolidations used the same boiler as the LS & MS 2-8-0s of the same year (Locobase 2168), but had a smaller grate, cylinder volume, and drivers. Eleven more identical engines were supplied to the Pittsburgh, McKeesport & Youghiogheny in the same period (Locobase 2438).

Many of the class went on to serve many other railroads, the Rumary list (available upon request) has the details. Locobase notes the following railroads:

Monongahela (7) -- six went on to serve the San Antonio & Aransas Pass beginning in 1914. Locobase 8677 shows the results when four of the six were superheated.

Pittsburgh, Chartiers & Youghiogheny (4)

Western Allegheny (1)

Lorain, Ashland & Southern (3)

Montour (2)

Scots Run (1)

Morristown & Erie (1)

Winfield (1)

Georgia & Florida (3)

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Class G-101 (Locobase 7073)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the P & LE bought more Consolidations 4 years after the G-100s (Locobase 7072) had begun delivery, much had changed in traffic levels and L H Turner, Superintendent of Motive Power, ordered accordingly larger locomotives. These 2-8-0s were considerably bigger and more powerful than the earlier engines. The three rearmost drivers on each side were equalized together as were the pony truck and leading driver

Even so, they were still a good deal smaller than the parent company's locomotives.

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Class G-102/G-102A&B/G-103 (Locobase 7074)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The P & LE and Pittsburgh, McKeesport & Youghiogheny went back to their favorite builder with a tweaked version of the G-101 Consolidations. The boiler held more tubes and was pressed to 200 psi. Otherwise the design was little different and the railroads settled into large-scale procurement.

The first batch (all of which were later superheated) consisted of builder's numbers 25192-25196 and 25844-25846; these were built in May and June 1902. From the second batch (builder's numbers 26318-26336, built January-February 1903), the P&LE took all but five, which went to the P, McK&Y. In July 1903 27119-27122 (1 P, McK&Y) and 27894-895 were built. Two months later, the P&LE added 28376-28382. In October 1905, the P&LE extended the class with eight more (ending in builder's 28154). The P, McK&Y took five more (40224-40228) in November 1906 and 3 in July 1907. Finally, the P & LE bought 15 G-103s in February-March 1910 (47517-26, 47594-98).

Sometime later, the G-102s were superheated and reclassed as G-102D; see Locobase 7075.

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Class G-102D/G-104 (Locobase 7075)

Data from P&LE-PMcK&Y 3 1-26 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The P&LE and Pittsburgh, McKeesport & Youghiogheny had a large number of relatively new drag-freight Consolidations. Soon after the last was delivered in February 1910, the P&LE concluded that the design could be improved adding Schmidt superheaters and enlarging the cylinders. The shops turned out five new engines to this design in June-July 1913; these were later classed as G-104s. Apparently pleased with what they had wrought, the P & LE updated 26 of its own G-102s to this design as well as one of the P, McK&Y engines.

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Class G-11 (Locobase 5282)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002).

Likely an enlarged repeat of the class later redubbed G-9. Most of the specifications are similar, although the firebox must have been a shade deeper.

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Class G-11b (Locobase 5285)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers were 2203-2204 in November 1886, 2331-2334 in March-April 1887.

This class repeated the 1884 class later renamed the G-11. The most significant difference was an elongation of the firetubes and a modest hike in the boiler pressure.

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Class G-12 (Locobase 5286)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002) and Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 146-147.

This western Pennsylvania railroad had a short independent existence, having been incorporated in January 1895, opened for business 16 November 1896, and operated by the New York Central beginning on 27 December 1899. It was later consolidated with several other railroads into the Beech Creek Extension Railroad Company under a 24 February 1904 leasing agreement. Among its constituents when formed were the Loyalhanna &nd Youghiogheny and the Philadelphia & Pittsburgh.

The road number suggests that this was the P & E's very first locomotive.

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Class G-13 (Locobase 5287)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002).

Cross-compounding variant of the basic G class Consolidation. These must have been trial horses for the arrangement that went into production several years later.

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Class G-16q (Locobase 415)

Data from NYC 1 - 1944 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collectioni. Works numbers were 52279-52282 in December 1912.

These were preceded by 50 built in four classes, also by Schenectady, in 1907-1908. These had the same tractive effort components (cylinder bore and stroke, boiler pressure, driver diameter). 15 G-5w and 15 G-6e came in 1907, 20 G-6h in 1908.

The B&A locomotives were repeats of the G-6h batch. Locobase shows the class as superheated, but cannot confirm that they were delivered with the system. All G-6, G16s designs had 14" (356 mm) piston valves.

The quartet enjoyed long careers as they served the system throughout World War II. 1050-1051 were scrapped in May 1949, 1053 went under the torch the following November, and 1052 succumbed in January 1950.

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Class G-2/15 ft 6 in (Locobase 5273)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers were 6095

6096

6097

6098

6099

6100

6101

6102

6103

6104

6105 in

This minority group of G-2 cross-compound Consolidations had 15 1/2 ft (4.72 m) fire tubes; those with 16' tubes appear in Locobase 5272. Both groups had a 14" (356 mm) piston valve serving the high-pressure cylinder.

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Class G-2/16 ft (Locobase 5272)

Data from "Two-Cylinder Compound Consolidation Locomotives-Class G-1[sic]-New York Central Railroad", Railroad Gazette, Vol XXXIII, No. 9, (1 March 1901), p. 140; and "Cross-Compound Consolidation Engine for New York Central", Railway and Locomotive Engineering, Volume XV [15], No 2 (February 1902), pp. 63. Works numbers 5779

5780 in April 1901; 6043-6046 in October ; 5781-5788, 6047-6049 in November, 6050-6052, 6071-6085 in December, 6086-6088 in January 1902; 6089-6095 in March; and 25016-25021 in April 1902.

See Locobase 5273 for the single G-1, which served as trial iron horse for this large class. In addition in an increase in tube count, the production G-2s also featured a 2" (50.8 mm) increase in stroke length.

This class of cross-compounds entered service as drag freight haulers. RG noted a recent run by 2342 that saw 80 loaded cars totalling 3,225 tons from De Witt to West Albany in 13 hours 35 minutes. RG also noted that these engines were fitted with train-heating equipment to allow their use as passsenger helpers.

Writing in early 1902, Angus Sinclair, the R&LE's well-known editor commented that they werern't "the most powerful locomotives at work, but they can pull all the train over the New York Central track that can be kept together." He added: "[T]hey are reported to be working very satisfactorily and are popular with the officials and with the men handling them."

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002).Locobase divides the G-2s into two classes according to notes in the 1902 diagram book. The majority of G-2s had a 16' length between tube sheets, as shown in this entry. 2378-2395 had 6" (Locobase 5273) shorter tubes and are shown in a separate entry.

In both classes, steam for the high-pressure cylinder was delivered by a sizable 14" (356 mm) piston valve. The LP cylinder was served by an Allen-Richardson balanced slide valve.

The NYC's satisfaction with the G-2 cross-compound seems to have endured, although the parent railroad did send some of them to subsidiaries. The Michigan Central received twelve of them in 1906, which the MC renumbered 7749-7760. They were later superheated along the lines

Canada Southern took another six and renumbered them 7601-7606. This sextet did remove the cross-compound setup, fitting two 21"x 30" simple-expansion cylinders.

At least 42 were shown in the 1917 Diagram book as having been superheated without being converted to simple-expansion. See Locobase

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Class G-2A (Locobase 5275)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002).

Based on the same boiler as the short-tubed G-2 cross-compound Consolidations,a single locomotive built in the same year had instead tandem compound cylinders. In this arrangement, the high-pressure and low-pressure cylinders on each side were cast together, the HP cylinder leading. One long 12" piston valve fed each cylinder in turn.

According to the guide, 15 more (2400-2414) G-2As were produced by Schenectady in 1903. Note the unusually long stroke on this engine.

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Class G-2d - superheated compound (Locobase 16648)

Data from NYC 8-1917 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

As mentioned in Locobase 5272, the NYC's satisfaction with the G-2 cross-compound seems to have endured. At least 42 were shown in the 1917 Diagram book as having been superheated without being converted to simple-expansion. Seven of the modified group had been delivered with 15 ft 6 in boiler tubes (Locobase 5273).

In both classes, steam for the high-pressure cylinder was delivered by a sizable 14" (356 mm) piston valve. The LP cylinder was served by an Allen-Richardson balanced slide valve.

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Class G-3 (Locobase 5276)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers were 6003-6005 in August 1901, 6006-6007 in September, 6008-6012 in December, 6013-6022 in February 1902, and 6023-6032 in April.

Smallish Consolidation with a lighter axle-loading, most likely for branch-line operations. Steam entered the cylinders through 19" (254 mm) diameter piston valves. By 1926, all but one G-3 had received boiler makeovers in which the tube count had been reduced by 15 to 185 offering 2,089 sq ft (1,98.07 sq m) in external heating surface area, which together with a firebox heating surface area that included 24 sq ft (2.23 sq m) in four arch tubes, as shown above, equalled 2,218 sq ft (206.06 sq m) in total.

None of the class received superheaters and all were retired in 1925-1926. 2323 gained a second life when the NYC sold it to the St Regis Paper Company of West Carthage and Deveritt, New York.

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Class G-30 (Locobase 15829)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.

Baldwin seldom manufactured locomotives for the New York Central Lines (just as Schenectady/Alco had little to offer the Pennsylvania Lines), but it did deliver three dozen Consolidations in the late 1880s (Locobase 11655). Given the usual incompatibility between this builder and this buyer, choosing to redo the boiler ten years later should not surprise the reader.

The power dimensions remained the same, although boiler pressure increased slightly. The grate area remained little changed, but the firebox heating surface area increased by 43%. All of the 206 2 1/4" (57 mm) tubes were replaced by a bundle of smaller-diameter tubes; tube heating surface area changed very little.) Adhesion weight increased by 4 1/2 short tons and engine weight grew by 6 1/4 tons.

All thirty-six engines had been rebuilt by 1905. They continued in B&A service into the late 'teens and early 1920s.

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Class G-31 (Locobase 15830)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2676, 2674, 2675, 2673 in 1891.

Note: each renumbering noted in the specs took account of the jumbled order of production in the works numbers. Thus the lowest road number was associated with the lowest works numbers and so on.

All four of these Consolidations were rebuilt in 1908-1911 and remained in service until 1922-1923.

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Class G-33 (Locobase 15831)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5997-6002 in September 1901, 25302-25304 in November, 25305-25307 in February 1902.

These Consolidations were originally delivered as cross-compounds with a 22" (559 mm) HP cylinder and a 34" (864 mm) LP cylinder, which resulted in a desirable 2.4:1 compounding ratio. Whatever the merits, compound working soon fell from favor on Norht American railroads except for its use in articulated Mallets. By 1905, the G-33s used the straightforward simple-expansion setup shown in the specifications, although the stroke to bore ratio was a rather high 1.6:1.

The first batch was renumbered to head the class of twelve locomotives. After the NYC returned operational control to the B&A in 1912, the class was renumbered again.

The B&A converted the entire class to U-33 0-8-0 switchers in 1917-1918 and renumbered them 30-41.

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Class G-34 (Locobase 15832)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Schenectady works numbers were 28952-28959 in November 1903 and 29347-29352 in December 1903.

Clearing the tall 63" drivers enough to allow for a 75" wide grate meant placing the firebox and boiler quite high above the wheels. Never superheated, this class of Consolidations was retired from the B&A in 1925-1928.

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Class G-4 (Locobase 5277)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). See also See also "Tandem Compounds for the New York Central," Daily Railway Age, Volume XXXV, No 25a (15 May 1903), pp. 859. Works numbers were 27124-27138 in June 1903.

Interesting tandem-compound design fed steam by the single 12" (305 mm) piston valve on each pair through crossed ports. The boiler was significantly larger than the 1901 G-2As and was jammed with about as many 2" (50.8 mm) firetubes as a builder could fit in a saturated-steam vessel. Note how short the tubes were, however. Another difference was the much smaller driver diameter, which, together with the compounding system, meant these engines specialized in drag-freight haulage.

Despite the glowing reports of fuel economy and power, the tandem compounds usually enjoyed shorter times as compounds. By 1905, most had been converted to the simple-expansion G-4a class shown in Locobase 5278

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Class G-43a, b, c, d, e-superheated (Locobase 15837)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange and other NYC diagram books sent by Stanley in May 2005. Works numbers were 3877-3893 in June 1901, 3915-3919 in July, 3920-3924 in August, 4062-4088 in December, 4089-4091 in January 1902, 25931-25950 in October 1902, 27109-27118 in December, 27228-27242 in August 1903, and 28808-28817 and 28867-28871 in September.

Locobase 15836 shows the large clutch of Brooks-built Consolidations delivered in 1901-1902 with saturated boilers, inside link motion, and 11" (279 mm) piston valves. A later update added superheaters to the boiler ,which entailed the usual sacrifice of tubes for flues.

By 1917, nine of the class were so fitted. By 1927, most of the class had been discarded, but all 46 of the class that remained had superheaters. Two of the class-5801 and 5781--were sold in 1925 to the Cincinnati, Indianapolis & Western as their 325. The Baltimore & Ohio bought the CI&W in 1927. The pair were placed in their own class E-44 ss 437-438, but were retired in 1928.

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Class G-46d (Locobase 5219)

Data from [] (visited December 2002) and ...p53. Works numbers were 46342-46361 in August 1909

Compared with the earlier 2-8-0s, this design was much bigger with more ample superheat surface area and sizable, 14"(356 mm) piston valves (with a short travel of 5 1/2"/140 mm) . Firebox heating surface included 29 sq ft of arch tubes. The only difference in the last ten, which were delivered in 1910, was a slightly higher weight on the drivers of 214,000 lb.

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Class G-46e (Locobase 5220)

Data from [] (visited December 2002) and NYC 7 - 1926 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange Collection. Works numbers were 51219-51228 in June 1912.

Delivery of these ten locomotives followed the G-46d and fs. Compared to those 30 engines, this design had a smaller boiler, but the cylinders were 2" (50.8 mm) larger in diameter and the 14" (356 mma0 piston valves had a longer travel (6 1/2"/165 mm). The grate stayed the same, but the superheater element area was smaller, probably reflecting adoption of a different superheater design?

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Class G-46f (Locobase 16439)

Data from [] (visited December 2002) and ...p53. Works numbers were 49141-49153 in October 1910, 49154-49165 in November.

These Consolidations were very similar to the Lake Shore & Michigan Southern locomotives supplied as G-46d in 1909 (Locobase 5129). They also had 14" (356 mm) piston valves and 29 sq ft (2.69 sq m) of arch tubes.

The CI&S was formed in 1906 by merging the Illinois, Indiana & Iowa and Indiana Harbor Railroads. The Kankakee Belt, as it was also known, linked the Burlington in the west and the New York Central to the east.

The LS&MS took over the CI&S in 1914. Two years later (November 1916), ten were moved to the Toledo & Ohio Central, taking road numbers as follows:

LS&MS T&OC

5413-5414 9682-9683

5416 9684

5421-5422 9685-9686

5403 9687

5401 9688

5404-5405 9689-9690

5407 9691

All were scrapped in 1932-1935.

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Class G-46h, i (Locobase 9746)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 50711-50712 in December 1911; 50713-50728 in January 1912; 47330-47339, 50729-50730 in February; 51209-51210 in July; 51211-51218 in June

After supplying hundreds of G-5/G-6 locomotives with 32" (813 mm) strokes and 63" (1,600 mm) drivers (Locobases 9740, 9742, and 9743), Brooks began filling orders (B-1290) with superheated engines rolling on 57" drivers and a squarer cylinder ratio; the cylinders still were supplied through 14" (356 mm) piston valves. While the grate area remained essentially the same, the boiler grew considerably while boiler pressure dropped by 20 psi (1.38 bar).

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Class G-4a (Locobase 5278)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). See also NYC&HR 9 -1905 Locomotive Diagrams including Subsidiaries supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.

As Locobase 5277 notes, the tandem compound layout--in which the LP cylinder lined up behind the HP cylinder on each side of the boier--had an even shorter time than other compounds in North American service before being converted to simple expansion. Introduced in 1903, all but four of the class had been fitted with two 23" HP cylinders working in simple expansion, each supplied through a 12" (350 mm) piston valve.

Two of the class survived to be updated again with superheaters; see Locobase 16189. The others all retired in 1925-1927. The only two not immediately scrapped were 2688 and 2690, which went in May 1927 to the Kansas City, Mexico & Orient as their 21-22. (The superheated 2699 followed in August and took road number 23.). The pair put in several more years of service before being scrapped in December 1933 (22) and Decembef 1934 (21).

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Class G-4as (Locobase 16189)

Data from NYC 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The engines originally delivered in 1903 as tandem compounds (Locoboase 5277) and quickly converted to simple-expansion locomotives in 1904 (Locobase 5278) were big and strong. Although their small drivers limited their usefulness in the faster-freight years, two underwent more radical surgery to be fitted with a substantial superheater outfit. To accommodate the large bundle of larger flues, the railroad removed 262 small tubes.

Both were soon sold to other railroads. The 2694 went to the Kansas City, Mexico & Orient in 1927 as their 23. Its more economically generated steam apparently extended its career compared to the other two G-4a that accompanied it. In fact, 2694 extended its career when the Santa Fe sold it in August 1946 to Mexico's Chihuahua Pacific.

The 2699 traveled a much shorter distance in 1926 to the Susquehanna & New York as their 118; it ran until 1937.

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Class G-5 (Locobase 5369)

The data comes a table in the June 1906 issue of American Engineer and Railroad Journal (AERJ). See also Railroad Gazette (3 November 1905), p. 141, where the destined railroad is reported as Indiana Harbor.

Virtually identical to the New York Central G-5s shown in another Locobase entry (5279). Included here chiefly to show what minor differences could occur (e.g. 458 tubes vs 456) and to give an idea of the scale of the production by Brooks and Schenectady. Also, RG's report includes a listing of the component suppliers that can help build a more detailed picture of the locomotive-building industry of the time (NB: many of these suppliers probably did not also serve Baldwin).

steel axles -- Carnegie steel axles

bell ringer -- Samson

brake beams -- National-Hollow

brake shoes -- Lappin

coupler -- Gould

headlights -- Rochester

injectors and sight-feed lubricators -- Nathan

New York Central specification journal bearings and driving wheel tires,

piston and valve rod packings --U. S.

safety valves -- Consolidated Car Heating

sanding devices -- Leach

springs -- Railway Steel Spring Co

steam gauges -- Crosby

truck and tender wheel tires -- National

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Class G-5, G-5a (Locobase 5279)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers were 27850-27858 in October 1903, 27859-27871 in November and 27872 in December from Schenectady (road numbers 2477-2499) and 29635-29638 in July 1904, 29639-29647 in August from Brooks, and 29648-29659 in October from Schenectady.

Long-stroke Consolidations with straight boilers, 14" (356 mm) piston valves. Beginning in 1912, many of these were converted to H-5 2-8-2s; see Locobase 1384.

According to the guide, 25 G-5As were built by Brooks and Schenectady in 1904. Available information didn't tell Locobase how the G-5As differed from the G-5s.

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Class G-5c through G-6i (Locobase 5372)

The data comes from a table in the June 1906 AERJ.

A slew of Consolidations virtually all built by Alco-Schenectady or Alco-Brooks. Montreal contributed 18 engines. They served on all major subsidiaries (B&A, CCC&StL, NYC&HR, THB, CI&S, LS&MS). Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves.

The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear. 462 of these were rebuilt into H-5 Mikados with new boilers and fireboxes. The remainder were retrofitted with Walschaerts valve gear and superheater, being redesignated.

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Class G-5g (Locobase 15828)

Data from NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 37990-37999 in October 1905.

The New York Central Lines bought hundreds of G-5s (Locobase 5372). Like the other NYC 2-8-0s, these engines had a long stroke and 14" piston valves. The principal difference between G-5s and G-6s were the latter's outside Walschaerts gear.

The ten of this class that were delivered to the B&A had two fewer tubes in the boiler. Who knows why, except to consider that mass production of steam locomotives still allowed for considerable detail differences.

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Class G-5h (Locobase 9740)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

This was a big class of Consolidations that served the drag-freight needs of the Cleveland, Cincinnati, Chicago & St. Louis. The subclass shown here (Brooks order number 1034) was a bit smaller than some of the later batches. All had 14" piston valves.

Before too long, the class was superheated. See Locobase 9741.

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Class G-5h - superheated (Locobase 9741)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Although the large class of Consolidations that entered service in 1905-1911 on the Big Four (Locobase 9740) shared the same power dimensions, they came in two boiler sizes.

Superheating the smaller version as shown here involved the usual tradeoffs of evaporative heating surface for drier steam. In this makeover, 140 2" tubes were eliminated in favor of 34 flues..

A note in the diagram book stated that these engines were being converted to H-5L 2-8-2s; see Locobase 9745..

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Class G-5i (Locobase 9742)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Part of a long string of batches of Consolidations built in a short period. . All had 14" piston valves. This particular production order (B-1064) packed a lot of 2" tubes into the boiler.

As with the G-5H, the class was soon superheated. See Locobase 9743.

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Class G-5i/-5o/-5t/etc - superheated (Locobase 9744)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also O C Wright, "Report of Committee on Train Resistance and Tonnage Rating", Proceedings of the Annual Meeting of the American Master Mechanics Association, held in Chicago, Ill, 19-20 June 1918 , p. 55.

Superheating the G-5I class of Consolidations (Locobase 9742) involved the usual boiler rearrangement. In this particular makeover, however, the small-tube sacrifice came to more than 190 tubes (195 in the G-5I, 211 in the G-5O/T/G-6C profiled in 9743) in favor of just 34 flues. (Locobase suspects this supports his thought that this was an overstuffed boiler in its saturated state to begin with.)

Some received 30 sq ft (2.79 sq m) of arch tubes, increasing their firebox heating surface to 215 sq ft (19.97 sq m).

The AMMA report contained railroads' responses to several questions. Only the New York Central replied to the request for information on the "value of the superheater in increasing the available drawbar pull of the locomotive ..." The road presented a graph comparing the "capacity of superheated locomotives over that of saturated locomotives." Two curves--one for the saturated G6, the other for the superheated variant--showed the drawbar pull at various speeds up to 30 mph (48 kph).

The cartographer helpfully displayed the percentage difference along the top. At 15 mph, the G6s outpulled the original by 9.4%. At 24 mph, that difference had grown to 21%, by 30 mph, the difference was 37%.

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Class G-5o/-5t/-6c/-6d etc. (Locobase 9743)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Part of a long string of batches of Consolidations built in a short period to the same power dimensions and firebox design. All had 14" (356 mm) piston valves. As with the G-5Is, these later batches (Brooks B-1089 for G-5O, B-1195 for G-5T) had boilers tightly packed with 2" tubes. Later in the same year (November of 1907), Brooks added 65 more to the same design (Batches B-1117, 1132-1133) that the Cleveland, Cincinnati, Chicago & St Louis for some reason classified as G-6C, G-6D, and G-6UA. Additional locomotives included the G-6IA (Original order 5 under B-1064), G-6IB (20 under B-1075), G-6N (20 under B-1221), (G-6S 35 under S-774 - the only order in this particular design from Schenectady).

Some of both of these sub-classes were soon superheated to a common configuration.. See Locobase 9744. Like hundreds of other G-5 2-8-0s in the New York Central system, the rest of the Big Four G-5s were upgraded to H-5 Mikados; see Locobase 9745.

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Class G-6 (Locobase 5377)

The data comes from a table in the June 1907 AERJ.

Actually representing one of the later batches under this 3-year order, the 5962 was a G-6 because of its outside Walschaerts gear. According to RMM's report, adoption of the Walschaert gear "...of the latest improved design for freight locomotives" was intended "...to give the least possible trouble in operation and maintenance, and it is apparent that nothing simpler has yet been devised, from the standpoint of durability and stability, as the metal has been distributed with these essentials in view, and spring of the parts to produce distortion in the action of the valve should therefore be an unknown quantity."

Otherwise, it was similar to hundreds of other New York Central system Consolidations of the same era. Again according to RMM, the NYC's approach included attention to strengthening the design for regular service: "Attention has been given to the elimination of weak links in the chain of details affecting points likely to incapacitate the engine for active service. The frames are of steel and of most liberal dimensions ...the pedestal binders are also built on a similar plan, and are secured to the frame by three vertical bolts at each side of the jams. Stresses on the smoke-box flange of the saddle are relieved by the front end braces, which are constructed with a pivoted connection to a casting on the bumper beam, which will be noted as unusual in front end braces."

Moreover, said RMM, the engines were credited as "...free and economical steamers."

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Class G-60/G-61 (Locobase 9747)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

The diagram book gives the dates corresponding to the fitting of a new boiler for all but one of this group of survivors from earlier classes - the dates ranged from January 1911 to September 1912. 6512, delivered in April 1885 was discarded without modification and supplied the original date. In any case, all remained saturated and all were quite small.

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Class G-63 (Locobase 3145)

Data from McShane (1899) and the CCC&StL 3-1914 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Consolidation Locomotive - Cleveland, Cincinnati, Chicago & St Louis", Railroad Gazette (15 April 1898). Works number was 2684 in March 1898.

This Consolidation was built to the design of Superintendent of Motive Power William Garstang, who wanted to increase a single engine's train load. He accomplished that goal when this engine easily out did the then-standard 1,050-ton load by pulling 1,500 tons up a grade of 45 feet to the mile (0.85%) .

The Big Four ordered four Consolidations from Richmond (700-703), each of which apparently compared cylinder strokes (26", 28", and 30") and compounding.

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Class G-64 (Locobase 9748)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 2744 in 1898.

This engine, and the succeeding G-64A (Locobase 9749) were larger Consolidations with a longer stroke. 6528 persisted with the 20" cylinder diameter.

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Class G-64A (Locobase 9749)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

6529 was identical to the G-64 (#6528 - Locobase 9748) but was delivered as a cross-compound with one 22" HP cylinder and one 34" LP cylinder.

After the inevitable simplification a few years later, 702 had more cylinder volume and ultimately a firebox with arch tubes that combined for 184 sq ft (17.09 sq m) of firebox heating surface. Both engines led the way to larger boilers and grates..

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Class G-65 (Locobase 9750)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "The Richmond Locomotive and Machine Works, Virginia, USA", Railway Magazine, Volume 5, pp. 172-174. Works number was 2828 in 1899.

Displayed in a table of Consolidations of varied ages and origins, this locomotive stands out as quite a bit larger and even further along in the evolution of the New York Central 2-8-0 of the early 20th Century. What remained in the 19th century was the locomotive's grate area, which was small for the size of the boiler it was trying to heat.

The engine was a "one-off" prototype built to the design of Superintendent of Motive Power William Garstang. RM's report described its June 5, 1899 delivery trip during which it hauled 77 30-ton freight cars from Newport News to Chicago without change, a distance of 1,001 miles.

In the next year (1900) the Big Four would order very similar locomotives from Brooks, Rhode Island, and Schenectady (Locobase 366), but this was the only one that Richmond would supply.

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Class G-66-68 (Locobase 366)

Data from CCC&StL 3-1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Official name for the railroad was the Cleveland, Cincinnati, Chicago, & St. Louis.

Apparently the Big Four distinguished among builders in its classifications. G-66 stood for 10 locomotives from the Rhode Island Works, G-67 for 12 Brooks-built engines, and G-68 for 9 from Schenectady. They were virtually identical to the 1899 Richmond #703 (Locobase 9750), which itself represented a substantial increase in size and power over earlier Big Four Consolidations.

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Class G-69 (Locobase 9751)

Data from CCC&StL 3 - 1914 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Compared to the Big Four Consolidation of a year earlier shown in Locobase 9750, this locomotive made the last step into a 20th-century 2-8-0 design by adopting a much larger grate to go with a slightly bigger boiler. Admittedly, the firebox heating surface was still relatively meager.

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Class G-6j, o, p, u, t (Locobase 8425)

Data from NYC 7 - 1937 Locomotive Diagrams and MC - 7 Locomotives Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Alco Brooks's G-6j works numbers were 46216-46228 in Jun 1909 and 46229-46333 in 1909.

Montreal followed with G-6o works numbers 47238-47247 in March 1910.

Schenectady continued with G-6p 47249-47267 in May 2010.

Montreal G-6u works numbers 49125-49132 in November 1910 were headed for the Canada Southern, and

Schenectady finished with G-6t works numbers 49601-49620 in March 1911.

Michigan Central's large Consolidation stud included dozens that were modified with the same superheater installation. Locobase uses the 1937 Michigan Central count and diagrams to combine several sub-classes that had identical specs except for a not-quite 2 short ton difference in engine weight. Fourteen-inch (356 mm) piston valves supplied steam to the cylinders.

Gene Connelly's Alco production record showed most of these engines retired in the 1930s, but eighteen remained on the roster into the 1950s. Four lasted until 1957.

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Class G-6m (Locobase 8424)

Data from NYC 7 - 1937 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

At the same time the Canadian Southern was buying its Consolidations from the Montreal Locomotive Works (Locobase 5277), the Michigan Central purchased a batch from another Alco subsidiary. This class's only significant difference appeared as ten more small tubes held in the boiler.

Like all the G-6s, the cylinder received their steam through 14" (356 mm) piston valves and a relatively long piston stroke..

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Class G-6t (Locobase 8426)

Data from Mich Central 7-1937 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 49601-49620 in March 1911.

As Michigan Central added Consolidations to its stud, it bought them from several Alco subsidiaries. After Brooks had supplied 38 in 1909-1910 (Locobase 8425), the MC bought 20 more from Schenectady in the next year.

G-6ts showed the established baseline data for early superheated 2-8-0s delivered to a variety of mainline freight haulers. The boiler's superheat ratio depicted an acceptance of the drier steam's value, 14" (356 mm) piston valves suggested ample capacity for supplying such steam to the cyllinders to turn the standard 63" drivers.

Incorporated into the New York Central roster as the 7848-7867, G-6ts began retiring in the late 1930s with several surviving into the earl 1950s.

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Class G-7 (Locobase 4115)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002)

The guide notes that this class was rebuilt starting in 1895. The specifications given above reflect the rebuilt locomotives.

I suspect that the C-7A class (26 engines) shown on

[] (visited December 2002) represent the original design of considerably earlier vintage, which had a boiler pressure of 135 psi. In either case, this was a small locomotive.

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Class G-70 (Locobase 7656)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the P & E bought these Consolidations, the railroad was already part of the Big Four (Cleveland, Cincinnati, Chicago & Saint Louis). It had been created out of the bankrupt Ohio Indiana & Western Railway. In a very detailed set of financial transactions that took less than 2 months in early 1890 -- detailed on Roger P Hensley's [] (accessed 6 July 2006) -- the P & E's main line was established from Pekin, Illinois to Indianapolis. It was then "surrendered" to the Big Four on 22 Feb 1890.

The 20 Consolidations were broken into two subgroups depending on boiler type; this subtype had radial stayed boilers. This Brooks-built decade (B-855) showed a higher boiler than that of the pair of G-69s profiled in Locobase 9751 and delivered a year earlier. The power dimensions remained the same, but the boiler pressure rose by 10 psi and steam was now admitted to the cylinders through 12" piston valves. Some were retrofitted with arch tubes in the firebox that contributed 28 sq ft to the firebox heating surface area.

See Locobase 7658 for the superheated upgrade.

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Class G-70 - superheated (Locobase 7658)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although the superheating modification occurred while these engines belonged to the Big Four, the Chicago & Illinois Midland diagrams give the area.

The C & IM bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s. One of them came from the subgroup that had radial-stay boilers when delivered in 1902 and the smaller grate. The C & IM placed it in its own class -- F-1 -- and numberedit 530.

They had been upgraded to include superheaters, although they retained their inside Stephenson valve gear. See Locobase 7659 for the other superheated variant.

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Class G-70a (Locobase 7657)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

See Locobase 7656 for a discussion of the P & E's relationship to the Big Four.

The 20 Consolidations bought by the latter in 1902-1903 were broken into two subgroups depending on boiler type. The other subgroup is shown in Locobase 7656; this subtype had the Belpaire firebox.This was one of the few instances when the square-shouldered firebox would appear on a New York Central system engine. The grate was larger, but the firebox actually measured a bit smaller. Sometime later, 26 sq ft of arch tubes would be added to the firebox heating surface. Some of the class had fireboxes offering 187 sq ft of heating surface; the specifications show the addtion of 26 sq ft of arch tubes.

The superheated modification appears in Locobase 7659.

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Class G-70a - superheated (Locobase 7659)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, it drew its own locomotive diagrams and included the superheater area that was not shown on the Big Four diagrams.

Well before the sale to the C & IM, the Big Four updated all of its G-70s with superheaters; this set of 10 had Belpaire fireboxes. The four that went to the C & IM were designated class F-2 and numbered 531-534.

See Locobase 7658 and 7661 for the other superheated variants.

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Class G-70b (Locobase 7660)

Data from C&IM 4 -1954 and CCC&StL 3 -1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The 25 Consolidations bought by the P & E in 1902-1903 were broken into three subgroups depending on boiler type and grate size. Like the G-70As, which appeared in 1902, this quintet was produced with Belpaire boilers, although the grate was considerably smaller because it was 12" (305 mm) narrower. Curiously, firebox heating surface area actually grew slightly. As with all of the G-70s, steam admission came through 12" piston valves. Some of the class later had 21 sq ft of arch tubes added to the firebox heating surface area.

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Class G-70b - superheated (Locobase 7661)

Data from CCC&StL 3 - 1914 and C&IM 4 -1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although this quintet of 5 Belpaire-boilered Consolidations was upgraded with superheaters by the P & E, their diagrams did not show the resulting superheater areas. When the Chicago & Illinois Midland bought 7 Consolidations from the Big Four in 1933 to replace aging 2-8-0s, they documented the new acquisitions with diagrams that did show the area. This pair they designated class F-3 and numbered 535-536.

See Locobase 7657 and 7658 for the other superheated variants.

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Class G-71 (Locobase 7610)

Data from CCC&StL 3 - 1914 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 28245-28264 in December 1903

This class of relatively small Consolidations served the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers and 12"(305 mm) piston valves. Five more operated with the Peoria & Eastern; see Locobase 7660.

They were superheated by that railroad in 1919; see Locobase 7611.

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Class G-71 - superheated (Locobase 7611)

Data from AC & Y 7 -1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This was a class of Consolidations originally bought by the Cleveland, Cincinnati, Chicago & St Louis in 1903 with saturated boilers (see Locobase 7610) and superheated by that railroad in 1919. In the process, the surrender of evaporative heating surface was almost completely offset by additional superheater area, which resulted in a greater gain in effective power than many other such conversions.

In 1928, the Big Four sold seven of the class (original works#28249, 28262, 28258, 28254, 28256, 28250, 2824) to the Akron, Canton & Youngstown in 1928 as their 350-356.

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Class G-8 (Locobase 5280)

Data from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers were 485-487 in July 1889 and 616-618 in June 1890.

The RW&O rolled into the New York Central & Hudson River in March 1891. The NYC renumbered the class twice before retiring all six in 1910-1911.

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Class G-80-G80d (Locobase 8423)

Data from NYC 8-1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange as well as the report of Tests of Locomotives at the Louisiana Purchase Exposition published in Transactions of the American Society of Mechanical Engineers (Volume 27 - 1906), pp. 617-618.

The purpose of the tests was to highlight the Pennsylvania Railroad's testing capability by running several different locomotives being displayed in the 1904 World's Fair. Michigan Central had taken delivery of this class of cross-compounds two years earlier. As Consolidations in the NYC system went, this class had a small firebox.

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Class G-80b (Locobase 11474)

Data from "New Locomotive Equipment," The Railway Age, Vol XLIV, No 2 (25 January 1901), p 75.

The RA report said that the NYC had ordered four of these cross-compounds, but Drury (1993) shows only the one. Given that in the very next year the MC ordered 47 cross-compound with a larger LP cylinder as well as the odd compounding ratio built into the specs, Locobase suspects this really was a one-off.

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Class G-9 (Locobase 5281)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works numbers wee 1677-1679 in March 1883, 1680-1683 in April, 1684-1685 in May, 1686-1687 in June, 1688 in July, 1689-1690 in August, and 1691 in October.

This class succeeded the Consolidations that were later reclassified as G-11A. Boiler pressure increased as did weight, but otherwise the design was identical. According to Staufer (1967), these were the first Consolidations on the New York Central, which suggests the G-11As were actually a later acquisition. See Locobase 5260 for fuller information about the Fall Brook lines.

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Class G-95a (Locobase 9478)

Data from Angus Sinclair (ed), Railway and Locomotive Engineering, Volume 16, No 2 (February 1903), p. 86 and T&OC-Z&W 6 - 1920 Locomotive Diagrams supplied by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 5809-5813 in September 1902, 5826-5830, 5833-5834 in October, 5841-5848 in November, 5967-5971 in May 1903.

Small, low-drivered Consolidations with Belpaire fireboxes. As delivered, they were credited with 133,000 lb (60,328 kg) on the drivers and 150,000 lb (68,039 kg) overall engine weight.

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Class G-96a (Locobase 5214)

Data from [] (visited December 2002). Works numbers were 31178-31189 in October 1905.

The Richardson balanced slide valves had 5 5/8" of travel. Firebox heating surface included arch tubes.

This was one of the more numerous classes on this subsidiary of the New York Central. Indeed, they were followed immediately by the 96bs, which appear to have been virtually identical.

Five G-96as were superheated later; see Locobase 5215. The other seven were withdrawn in 1924-1926.

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Class G-96a - superheated (Locobase 5215)

Data from [] (visited December 2002) and T&OC-Z&W 6 - 1920 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection.

The 1920 T&OC diagram shows that by that time, five of the class--9631-9634 and 9636--had been superheated. Superheating these Consolidations didn't result in fitting them with piston valves as was usual practice, instead, this class received ABV double-admission slide valves that had 5 5/8" (143 mm) of travel. Firebox heating surface included arch tubes.

The modest makeover added 6-8 working years to these engines' career. 9636 was retired in May 1932 with 9631 and 9633 following in June and 9634 in October. 9632 ran another two years until its withdrawal in October 1934.

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Class G-96b (Locobase 5216)

Data from [] (visited December 2002).

This was a follow-on batch to the G-96a class and were probably very similar when delivered. f

Unlike the 96a (Locobase 5215), all of the 96bs were superheated. After superheating, the two classes were practically identical. The Richardson balanced slide valves had 5 5/8" of travel; when superheated, this class received ABV double-admission slide valves. Firebox heating surface included arch tubes.

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Class G-96c (Locobase 5217)

Data from [] (visited December 2002). Works numbers were 43686-43690 in July 1907.

This was a follow-on batch to the G-96a class, but were fitted with 11" (279 mm) piston valves and Walschaerts valve gear. Belpaire firebox heating surface included arch tubes.

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Class G-97a (Locobase 5224)

Data from [] (visited December 2002). Works numbers were 29421-29425 in January 1904.

Similar to many other New York Central System Consolidations of the turn of the century, all of which had the same nominal tractive effort. The Richardson balanced slide valves had relatively long travel of 5 5/8" (143 mm) of travel. Firebox heating surface included arch tubes.

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Class G-9a/G-11a (Locobase 5284)

The data comes from a reproduction of the New York Central's 1902 Locomotive guide found on [] (visited December 2002). Works number was 1775 in December 1883.

Contrary to Locobase's earlier report, this locomotive was produced after the C-9 class described in Locobase 5281. Although sent to a different New York Central subsidiary, it was identical to the C-9s except for a lower boiler pressure.

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Class G/G-32a (Locobase 11148)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 148-149; and NYC&HR 9-1905 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4147-4156 in July 1893, 4238-4241 in November 1894,

4282-4291 in May 1895.

These two dozen Consolidations remained substantially unchanged during their careers on the B&A. By the time of 1905's accounting, however, the shops appear to either modified or completely replaced the boiler. The change, which prompted a class ID change to G-32a) deleted six tubes from the boiler, dropping total heating surface area to 1,948 sq ft (181 sq m) and the firebox was smaller by 12 sq ft (1.1 sq m). Driving and engine wheelbases each shrank by a foot (to 13 and 20 feet 5 inches, respectively).

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Class M/G (Locobase 11655)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 14, p. 6. (Actually the 8th page of specifications.)

Works numbers were:

1886

December 8290, 8295

1887

August 8728, 8729, 8733, 8741; September 8798, 8800-8801; October 8809

1888

July 9378, 9381; August 9383-9384, 9388, 9392

1890

January 10579, 10582-10583, 10586, 10592, 10598; August 11119, 11122, 11126-11128, 11131

1891

October 12263-12264, 12268, 12271, 12308-12309, 12313, 12318

This large batch of Consolidations clearly meant to satisfy drag-freight needs for a while. Although fitted with relatively large cylinders, the class's boiler and firebox dimensions ran in the middle of the pack. According to Connelly, the 1887-1888 engines had 48" drivers, but the specifications show otherwise.

The B&A rebuilt this class beginning in 1897; see Locobase 15829.

This class received its Class G designation after the B & A joined the New York Central System in 1893. All were rebuilt as class G-30 locomotives in 1897-1905.