Class 1200 (Locobase 2442)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). See also DeGolyer, Volume 29, p. 302, and a table in the June 1907 American Engineer and Railroad Journal (AERJ), referring to an earlier article on p. 194 of the same year. Works numbers were 30310 in February 1907; 30319-30321, 30330-30331, 30355-30359, 30380-30382, 30401, 30408, 30425-30427, 30472, 30483, 30543 in March 1907; 30639, 30665-30666, 30741 in April.

Contemporary coverage suggests that this railroad's origins were difficult to ascertain clearly. Railway Age reported that contrary to the assertion that this was a Frisco subsidiary, the CSNO&P actually represented a reconstituted Colorado & Southern in hopes of skirting a gubenatorial veto of the original charter. The Financial Review confirmed that ownership belonged to the Frisco and would for 999 years.

The main line linked Baton Rouge. La., to Houston, Tex.. (373 miles) and enjoyed trackage rights over the Illinois Central to New Orleans. Another route took the road from De Quincey to Houston.

First Frisco Consolidation to have more than 3,000 sq ft of heating surface. These retained their slide valves throughout their operating lives.

Some confusion in the FMIG tabulation.. Baldwin delivered 51 (1200-1250) in 1907-1909; the latter half of the order were slightly heavier and are shown in Locobase 2444. 45 more slightly heavier versions (1251-1295) were delivered by Alco-Schenectady, but these were transferred to the Rock Island soon after delivery. Their numbers were reused in two batches. The first 15 went to superheated duplicates supplied by Baldwin in 1909. The remainder (1266-1305) had 26" x 30" cylinders and 63" drivers.

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Class 1226 (Locobase 2444)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). See also DeGolyer, Volume 30, p. 284. Works numbers were 31936-31937, 31961-31962, 31977-31978, 32000, 32004-32006, 32039-32043, 32073-32076, 32090-32091, 32104 in October 1907; 32154, 32175, 32209 in November; 33735-33738, 33762-33767, 33810-33812, 33822, 33839 in September 1909.

Repeats of the 1200 class (Locobase 2442), but with more weight on the drivers. The later addition of a seven-row brick arch increased firebox heating surface area to 207.7 sq ft (19.3 sq m). By 1943, seventeen had been converted to oil burning; their tenders held 2,900 US gallons (10,977 litres) of oil. Although delivered with slide valves, they were later fitted with piston valves.

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Class 1226 - superheated (Locobase 8637)

Data from StLSF 1930, StL&SF 1947, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Originally delivered as saturated-steam Consolidations in 1907, most of this class was superheated in the 1920s. Unusually for such conversions, the net loss of heating surface was held to a minimum. This was probably due to the large diameter of the boiler to begin with.

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Class 1266 (Locobase 2445)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). See also DeGolyer, Volume 33, pp. 215+. Works numbers were 34120-34121, 34139-34142 in December 1909; 34165-34167, 34183-34184, 34220-34221, 34226 in January 1910.

Recasting of the basic Frisco Consolidation (Locobase 2444), this time with longer tubes (but fewer of them), 1" larger cylinders supplied by 12" (305 mm)-diameter piston valves, taller drivers, and even more weight on the drivers. They took some of the road numbers that had originally belonged to a 1907 Schenectady order that was transferred to the Rock Island soon after delivery.

Although they would all be grouped under the same class after being superheated (Locobase 2446), this class was delivered with saturated boilers and with Emerson superheaters.

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Class 1266 - superheated (Locobase 2446)

Data from SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobases 2445, 2442, and 13674 show three different batches of Consolidations delivered to the Frisco in 1907-1910. All had 63" drivers. The 1907 Baldwins used saturated boilers with 340 2' tubes, the 1910 Brooks were delivered with superheaters and had 220 small tubes, and the 1910 Baldwins had Emerson superheaters in 20 flues and 280 small tubes.

In 1922-1924, the Frisco's shops updated all of the engines to a common design. They settled on a 190-psi boiler setting, 26" diameter cylinders, 12' (305 mm) piston valves, and 30 flues to hold Type A tubes for the Schmidt superheater. The combination offered a good superheat ratio and high tractive effort to add to the relatively tall drivers' promise of power at speed.

As with the 1306 class, the diagrams record the last out by noting the engines in the class "were dismissed from service between 7-17-51 & 2-25-52."

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Class 1281 (Locobase 2443)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Works numbers were 48702-48713 in Septamber 1910.

In October 1907, Schenectady produced 45 Consolidations for the Frisco that had 22" cylinders and 57" drivers. Apparently, Frisco's locomotive plans had changed and all of those engines were sold to the Rock Island. (Two years later, Baldwin added 15 engines to its 1226 class, which were built to the same basic specs.)

In early 1910, Baldwin delivered fifteen new Consolidations (Locobase 13674) that were very different engines. They were considerably bigger, offered 12% more cylinder volume, and taller drivers for higher average speeds. Later in that same year, road numbers 1281-1292, 12 of the 45 originally reserved for the Schenectadies, were reallocated to this batch from the Dunkirk, NY shops.

Like the Baldwins, the Brooks engines were delivered with boilers pressed to 165 psi. By 1926, that setting had been raised to 180 psi (12.4 bar).

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Class 1293 (Locobase 13674)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 35, p. 211. Works numbers were 35381-35387, 35411-35414, 35441 in October 1910 and 35474 in November.

Firebox heating surface included 32 sq ft (2.97 sq m) of arch tubes. These last thirteen of a large class of Consolidations (Locobase 1266) was delivered directly to the New Orleans, Texas & Mexico and had an Emerson superheater installed.

Like the 1910 Brooks engines (Locobase 2443), the Baldwins were delivered with boilers pressed to 165 psi.

The entire class would be updated with Schmidt superheaters in 1922-1924; see Locobase 2446.

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Class 1306 (Locobase 2447)

Firebox heating surface included 30 sq ft of arch tubes.

Data from SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The book shows that this class fragmented into several sub-classes over time. One of the two main variants was the one shown in the specs, a type that had thermic syphons. The other had fewer tubes (239 vs 261) and arch tubes instead of syphons; the result was 205 sq ft of firebox area and 2,842.7 sq ft of EHS.

In an interesting variation on the usual notation, the diagrams close the record by saying that the engines in the class "were dismissed from service between 7-17-51 & 2-25-52."

Some information also provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005) describes one engine.

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Class 156 / 500 / 950 (Locobase 2439)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] . Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time 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 2127-2132 (July 1900).

The KCFS&M was absorbed by the St Louis-San Francisco in 1901. When the Frisco renumbered this class, it was to the 500 range first, then the 950 series. Some time later, the railroad reduced the tube counts by varying amounts to 280, 276, 268, and 266 tubes. The firebox heating surface includes 15.9 sq ft (1.48 sq m) of arch tubes.

Retirements occurred in two widely separated waves. 950 and 954 were "dismissed from service" in March and April 1927, respectively. All of the others operated for another 12 years before 952 went in January 1939, 955 in February, and 951 and 953 in August.

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Class 256/290/731/2731 (Locobase 2452)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Additional data from StLSF 1904 and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3733-3735 in 1887.

2731 went to the scrapper in October 1915.and 2732-2733 in April `9`6.

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Class 270/956 (Locobase 2440)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers ran from 26228 to 26237.

Most of the class saw their tube counts reduced from 302 2 1/4" tubes each to 292 2" tubes, sacrificing 338 sq ft (31.4 sq m) of heating surface. This diminution in tube size may have been prompted by a desire for more effective water circulation in the boiler. On the other hand, arch tubes and other modifications increased firebox heating surface from 138 sq ft (12.82 sq m) to 165.4 sq ft..

This was a long-lived class with the earliest retirement coming when 961 was "dismissed from service"in May 1946. The last locomotive (957) was retired in April 1950.

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Class 2735 (Locobase 2453)

Interesting trio of refugees from the Pennsylvania Railroad. Not known when they got to the Frisco. The Class I Consolidation (later class H-1) constituted one of the largest classes on the Pennsylvania; see Locobase 1141. The data shown here differ slightly from the H-1 data, which could reflect minor differences in batches produced within the total of 545 locomotives in this class.

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] . (Note: the official name of the railroad was the St. Louis-San Francisco or St.L-SF)

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Class 40 (Locobase 8551)

Data from SL&SF 1930 and 11 - 1943 Loco Diagrams HS Pub supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 65, pp. 164+. (Thanks to Chris Hohl for his 22 May 2018 email noting several differences between the Baldwin spec and the later Frisco diagrams; see below). Works numbers were 54265-54266 in January 1921.

These Baldwins were small, superheated Consolidations that arrived in Arkansas in early 1921. The notes to the diagrams indicated that the 77 had a brick arch and 12.2 more sq ft (1.1 sq m) of firebox heating surface, which suggests a single arch tube was part of the arch. 9 1/2" (241 mm) piston valves admitted steam to the cylinders. By 1943, the 77 had increased its firebox heating surface area to 143.1 sq ft (13.29 sq m) and evaporative heating surface area to 1,319 sq ft (122.54 sq m).

Supplemental spec 21 offers the cryptic instruction "Locomotive to be low, consistent with design." Locobase can't say what that means, although it may refer to a restrictive loading gauge with a low maximum allowable height.

Chris Hohl spotted the original combination of a 185 psi boiler pressure and 48" drivers; the spec gave the tractive effort as 28,400 lb (12,875 kg or 126.3 kN). Apparently, the JLC&E wanted taller drivers for better average speed and increased boiler pressure to compensate and generate a similar tractive effort and factor of adhesion. Hohl also reported the original 7 tons, coal fuel capacity increased to 10 tons in later years and increased tender weight from 94,500 lb to the 107,800 lb (42,865 kg) shown in the specs. Engine and tender wheelbase increased by a foot.

The Frisco diagram shows a 368 sq ft (34.2 sq m) superheater area while Baldwin's spec shows 292. Given that the former shows a superheater percentage of 22%, which is high for this kind of locomotive, Locobase chose the latter value. Note, because the Moguls shown in Locobase 14380 ran into trouble with ash pans warping (probably because of too little clearance), the spec warned that the builder should "take measures to prevent this on this locomotive."

According to the current owner of the 76 -- the Ohio Central Railroad ([], accessed 7 July 2007) -- the Frisco leased the 76 in November 1925.

After World War II, both locomotives were sold to the Mississipian Railway (24-mile long short line also known as the Bentonite Line). 77 went first in March 1947 with 76 following in January 1948. There, the two 2-8-0s "...were kept in topnotch condition by a unique team of two brothers. In a return to a nearly-forgotten 19th Century railroad custom, each brother had his "own" engine. Jim Carlisle normally operated No. 76, while his brother Frank operated No. 77 Depending on whose locomotive was in service on any given day, one man was engineer and the other served as the conductor."

In 1967, 76 was bought by Sloan Cornell, who operated it on several museum roads such as the Penn View Mountain Railroad and Blairsville & Indiana Railroad and the Gettysburg Railroad. In 1999, the Ohio Central bought the 76 from Cornell.

77 moved on from the Mississippian in 1968 to the Muscle Shoals Railroad Club, which was renamed in 1980 as the North Alabama Railroad Club. This engine went on to the Magnolia State Railway in 1984, the Central Western Railway in 1989, and finally to the Alberta Prairie Railway Excursions, headquartered in Stettler, Alta, where it regained its original #41.

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Class 60/259/724/2724 (Locobase 2451)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). See also DeGolyer, Volume 13, p. 136. Works numbers were 8324-8328, 8339, 8345 in January 1887.

For their cylinder volume, these engines had good-sized boilers and grates.

After three renumberings, the class quickly diminished through dismantling in 1915-1916. 2728-2729 remained on the roster until the early 20s and were scrapped in December 1922.

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Class 69/269/700/2700 (Locobase 6777)

Data from KCC&S 1884 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See the reprint of FMIG #28, a Frisco Lines newsletter, at [] . DeGolyer, Volume 11, p. 19. Works numbers were 5473 in January 1881; 5476, 5482 in February; 5820, 5831 in September; 5915 in November; 5983, 5987, 6022-6023 in January 1882; 6058, 6060 in February; 6076, 6078, 6092-6093 in March.

The first nine engines in this order were assigned road numbers in order of their works numbers. For some reason, the others did not and established a pattern that persisted over the next three renumberings, as the table shows:

266-274/700-709, 2700-2708. The 73 was named Jacob Rogers.

75/275/709/2709

77/277/711/2711

76/276/710/2710

79/279/713/2713

78/278/712/2712

81/281/715/2715

80/280/714/2714

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Class 716 / 2716 (Locobase 2449)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Additional data from StLSF 1904 and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3145-3147 in December 1882 and 3184 in February 1883.

As was usual with the Frisco, these locomotives went through three renumberings. After they arrived with road numbers 82-95, the railroad renumbered them 282-285 in 1899, 716-719 in 1901, and finally 2716-2719.

After the others had been withdrawn, 2716 still remained on the roster in 1933.

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Class 720 / 2720 (Locobase 2450)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Additional data from StLSF 1904 and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1578-1581 in June 1884.

Works numbers from compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004.

A look at 2448-2450 shows how the same specification could generate three slightly different engines. The Rogers engine had the most tubes and the most weight on the drivers.

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Class 801 (Locobase 2433)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Also data from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and "Locomotive Equipment", Railway Age, Volume XXXI [31], No 10 (19 April 1901), p. 455.

JF Webber's list of Dickson locomotives (conveyed to Locobase by Allen Stanley in March 2004) gives the works numbers as 1156-1173 and road numbers as 501-518.

Most had their tube counts reduced to 240, which resulted in a total heating surface of 1,916.2 sq ft.

Except for 817 & 818, "dismissed from service" in May and April 1926, respectively, this class remained in service into the middle of the 1930s and 805-806 were let go in April 1945. 810 was sold to the Seneca Coal & Mining Company for the Alabama Central Railroad in November 1940.

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Class 819 (Locobase 2434)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Pittsburgh produced these as a batch -- works numbers 25311-25320 -- in January-February 1902 and Richmond followed with 25331-25335 in March 1902.

In its last few independent moments, Scranton's Dickson Locomotive Works accepted an order from the Frisco for fifteen 2-8-0s and assigned works numbers 1313-1322 and 1391-1395 in 1902. Once the company came under the American Locomotive Company's umbrella, the new management assigned the order to its new subsidiary Pittsburgh Locomotive Works as shown above.

Like most of the other Frisco engines, this class saw a reduction in tube count in its boiler over the years. As it entered service, the design disposed 267 2 1/4" tubes and a firebox heating surface of 184 sq ft. The specifications above show that over time the Frisco reduced the tube count by 25 and the diameter of all tubes to 2". Moreover the firebox area shrank by 18 sq ft, possibly through elimination of the brick arch.

All but three were "dismissed from service" in the early to mid 30s. 827 went in February 1939, 821 in February 1941, and 819 in October 1946.

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Class 834 (Locobase 2432)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] . Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Produced as a pair (works #26512-26513) in January 1903, these engines saw only a modest reduction in tube area over their working lives. By the time they were "dismissed from service" in November 1936 and August 1939, respectively, they had 303 tubes and a total heating surface of 2,310.7 sq ft.

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Class 850 (Locobase 2436)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005).. Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This pair of light Consolidations (works #38033, 38049) had quite different lengths of service. 851 was "dismissed from service" at Springfield, Mo in May 1935 while 850 carried on until November 1946 before being retired at Joplin.

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Class 860 (Locobase 2437)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] . Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Brooks produced the pair (works #1374 & 1379) in 1900.

These light Consolidations had relatively big boilers for the Frisco; 861 had two fewer tubes and 16 sq ft less total heating surface area.

860 was "dismissed from service" in September 1934 while 861 lasted until September 1939.

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Class 970 (Locobase 16546)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 30, p. 139. Works numbers were 29623-29624 in November 1906; 29688-29692, 29724-29725, 29730-29732, 29797-29800, 29843, and 29885 in December.

See Locobase 7767 for the ten engines superheated after the SLSF sold them to the Missouri Pacific's New Orleans, Texas & Mexico subsidiary in 1916.

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Class 970 (Locobase 2441)

Data provided by reprint of FMIG #28, a Frisco Lines newsletter, at [] (accessed 22 August 2005). Data also from StLSF 1904, StLSF 1908 description, and SL&SF All Time Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 16287 describes the 970s as they were produced by Baldwin in 1906. As the Frisco modified the boilers in this class, they departed from usual practice. The shops still took out the 268 2 1/4" tubes originally installed, but they replaced them with 24 more 2" tubes. This meant that the total heating surface area dropped by only 55 sq ft from 2,444 sq ft.

Between April 1916 and December 1916, the Frisco sold ten of this class to the New Orleans, Texas & Mexico as their road numbers 101-110. The engines were 971-975, 977-978, 982-983, 985.

All of the others, by now mostly oil burners, saw increases in their firebox heating suface. The Frisco's diagrams patiently detail the several variations in the class.

They remained in service until the late 1940s.

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Class 970 (Locobase 16287)

Data from DeGolyer, Volume 30, p. 139; and StL&SF 11-1943 diagram book supplied by Allen Stanley in May 1905 from his extensive Rail Data Exchange collection. Works numbers were 29623-29624 in November 1906; 29688-29692, 29724-29725, 29730-29732, 29779-29780, 29797-29800, 29843, 29885 in December.

Some time after this set of twenty Consolidations was delivered, the Frisco reworked the boiler by replacing the 2 1/4" tubes with more, but slimmer 2" tubes. See Locobase 2441.