Class 1000 (Locobase 3946)

Data from Railroad Gazette, Volume XXXII [32], No. 16 (20April 1900), p. 252. Works numbers were 2478-2481 in December 1899 and 2714 in October 1901.

Compared to the 900-class twelve-wheeler delivered by Cooke at the same time (Locobase 3945), this Consolidation weighted more and, by dint of a longer stroke, produced a higher tractive effort, and offered 297 sq ft (27.59 sq m) more in evaporative heating surface area. The firebox and grate areas were essentially identical.

The quintet was also substantially larger all around than the two 800-class engines (Locobase 9910) delivered only a year or two earlier.

JF Dunn, Superintendent of Motive Power, designed these 2-8-0s, which appear to have been used primarily as pushers on a 2 1/2% grade section from Dubois, Idaho to Monida.

All five went to the ferro-knacker's in 1930.

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Class 1301 (Locobase 15991)

Data from DeGolyer, Volume 12, p. 262.Works numbers were 7842 in March 1886, 8283, 8286, 8289, 8292, 8299, 8305, 8307, 8308, 8319, 8336.

[] (prepared by Don Strack and visited 14 July 2005) gives us roster details of this class. They were delivered with Wootten fireboxes and in a camelback layout in 1886 and early 1887. The goal was to explore a softened draft as a remedy for incomplete combustion of the more friable Wyoming Territory coal.

NB: Locobase bases his estimate of firebox heating surface on the CNJ Camelbacks produced in the same year, which had virtually identical dimensions and tubes about 6" shorter in length.

In 1893-1895, the class was rebuilt to a conventional cab configuration; See Locobase 9588.

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Class 1301/100 (Locobase 6588)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 and UP 5 - 1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. 6.

This class was delivered with Wootten fireboxes and in a camelback layout in 1886 and early 1887. The goal was to explore a softened draft as a remedy for incomplete combustion of the more friable Wyoming Territory coal.

In 1893-1895, the class was rebuilt to a substantially larger conventional cab configuration, at which time the Wootten firebox was replaced by a conventional one as well.. A later change reduced the firebox heating surface to 169.6 sq ft (15.75 sq m) and total heating surface to 2,080.4 sq ft (193.28 sq m).

Retirements came at individual moments, all but one of the Consolidations being withdrawn in the 1920s and 1930s. The exception was 1306, then numbered 105, which hung on for some reason until July 1951.

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Class 1312 (Locobase 2633)

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 3062-3069 in October 1898.

High-boilered type with broad-brimmed spark-arresting stack. Relatively modest firebox heating surface of 170 sq ft (15.79 sq m) was augmented by 23 sq ft of arch pipes (2.14 sq m). Illustration shows a transitional locomotive with steam dome just ahead of the cab and long cowcatcher. All this for $9,975 each.

113 and 117 were later superheated; see Locobase 8333

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Class 1312 / 113 - superheated (Locobase 8333)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Together with the 105 and 107, these two Consolidations were superheated sometime after 1918. Compared to many such upgrades, this effort consisted only of decently sized superheater and cylinders retrofitted with a Universal valve chest fitted on the original cylinder assembly. The chest held an 8" (203 mm) piston valve.

Apparently the modfications filled the bill because the duo remained in service until scrapped in 1949.

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Class 1320 (Locobase 6589)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4907-4908.

A pair of turn-of-the-century cross-compounds. Road numbers were changed in 1915, well after they were converted to simple-expansion locomotives with 20" x 24" cylinders. 120 was retired in September 1934 while 119 retired in May 1940.

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Class 1600 (Locobase 6595)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. [] (visited 14 July 2005) for road and builder's numbers and P H Stack,"A Veteran Engineer and His Engine ", Locomotive Engineering, Vol X, No 12 (December 1898), p. 908. works numbers 1989-1993 in February 1994-2001 in March, and 2002-2003 in April.

In celebrating the long service of one its engineers, Stack, Locomotive Inspector of the Union Pacific gave Locomotive Engineering a view of the kind of railroading that could be found in the Laramie (Wyo) vicinity in 1897:

"The grade runs as high as 106 feet on west side of hill, and 97 feet on east side of hill. Engines are rated at 1,400 tons on west side of hill, with an engine of same class pushing. Red Buttes to Sherman, 14.6 miles. Average time consumed Red Buttes to Sherman, 1 hour and 10 minutes. This rating runs from 40 to 48 loads, and is usually all air-brake cars. Sherman to Cheyenne is 32.7 miles, an average grade of 90 feet."

Talking about 78-year-old George Garrett, Stack commented: "Uncle George takes 40 to 50 loads down this grade as well as the younger enginemen, and always has plenty of air, and no trouble at all in any kind of weather; is always satisfied, and we never find him looking for trouble."

Four of these were sold to Kilpatrick Construction Company. The other eleven survived to be renumbered 130-140 in 1915; they were all disposed of by the end of the twenties.

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Class 1621/401 (Locobase 2851)

Data from DeGolyer, Volume 23, p. 23. See also "Vanderbilt Locomotive Boiler," Railroad Gazette, Volume XXXIII, No 19 (10 May 1901), pp. 316-317 and Alfred Bruce, The Steam Locomotive in America (New York: Bonanza Books, 1952), for further discussion of the Vanderbilt boiler design.Works numbers were 17931 in July 1900 and 18522 in December..

Fitted with the Vanderbilt boiler, these two Consolidations were among a very few who had that distinctive design. The cylindrical firebox was corrugated for strength and riveted to the boiler's backplate.

The corrugations were supposed to lend enough strength to the firebox that staybolts and crown bars would be unnecessary. Bruce (1952) comments, however, "there was not sufficient grate area or firebox volume provided by this construction to accommodate the high rates of combustion required, the boiler pressure being 200 psi."

(Alexander, Iron Horse, pl 81.)

See also Railroad Gazette (15 June 1900) which details the 235-locomotive order from Baldwin for three railroads -- the Union Pacific, the B & O (lion's share with 165 engines), and the Kansas City, Pittsburgh & Western (10 engines). The B&O E-18 class (#3928) discusses the order.

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Class 1622 / 403 (Locobase 12412)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 23. . (Thanks to Wes Barris for his 9 July 2021 email catching confusing typos in the works number list.) Works numbers were 17892 in June 1900; 17901, 17939, 17949, 17971, 17975, 17984 in July; 17999, 18006, 18008, 18009-18010. 18031-18032, 18061-18062, 18067-18068 in August.

This is the first batch in a large order of Vauclain compound Consolidations that represented a renewal of the UP-Baldwin alliance after a nine-year holiday. The spec mentions "F.B tubes" (presumably arch tubes) that contributed 25.4 sq ft to the direct heating surface. The boilers seem to have been a bit small as the bulk of the class, shown in Locobase 5297, were larger.

North American railroads gave up on compounds soon after these came on the UP and they were converted to single-expansion locomotives shown in Locobase 6596.

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Class 1623 / 403 (Locobase 6596)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 and UP 5-1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 12412 shows this first batch of Consolidations as Vauclain compounds. As with so many of the other North American compounds, these were soon converted to simple-expansion engines powered by two 21" x 30" cylinders.

See Locobase 7436 for the class as it was superheated.

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Class 1641/420 (Locobase 6597)

Data from 1897 Union Pacific Locomotives & Tenders Folio 200 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 23, p. 149 and 260; as well as J Snowden Bell, "Individual Paper of Feed-Water Heaters and their Development," , Report of Proceedings of the ... Annual Convention of the American Railway Master Mechanics' Association, Volume 50 (1918), pp. 99-170 , esp 130-132. Works numbers were:

1900

August 18068

September 18200, 18250, 18262-18264

October 18288, 18292, 18303, 18323-18324, 18346-18347, 18366-18367

November 18399-18400

December 18413, 18414, 18431, 18435-18440, 18468-18470, 18491-18492, 18504-18509, 18519-18522

1901

June 19104, 19155-19157

July 19188-19193, 19243-19247, 19290-19294

These were Vauclain compounds of slightly greater size than the immediately preceding class described in Locobase 12411. They also had single 12" (305 mm) piston valves serving each set comprising 1 HP and 1 LP cylinder. It appears that a plan to install 25 sq ft (2.32 sq m) of fire box tubes was cancelled in the first order and not even planned in the second.

The UP also required the Philadelphia builder to install for free twenty Rushforth feed water heaters that the railroad would supply. These went into the 1641-1660.

The railroad's commitment to innovation in steam locomotive design included adopting the Rushforth several years earlier. Bell's report on Feed-Water Heaters described the Rushforth, which wasiInstalled immediately in front of the smoke box tube sheet, the first version used a rectangular "water drum," . Later Rushforths injected water into the bottom of a "coil" of straight horizontal pipes connected by return bends. After its passage through the coil, the water entered the boiler at the top.

J H McConnell, Superintendent of Motive Power, reported in 1895 that the Rushforth answered a key requirement:

"The most successful method of taking care of our boilers in bad water districts has been by the application of the Rushforth Feed Water Heater. Have now about fifty of these in successful operation. Results have been very satisfactory. On the seventh district of the Wyoming Division, where the water is largely soda, it has been our practice, and an absolute necessity, to wash the boilers out after making a trip of 137 miles. This practice has been in operation for the past twenty-five years, and until the heaters were applied to the engines. Since the application of the heaters, the enginesrun over that district thirty days without washing the boilers."

Bell added McConnell's 1895 assetions that he"has been enabled to open the nozzle 1/4 in.; that the engine steamed freer and carried water well on the hills; and that, with the heaters, the engines carry 3 inches of solid water in the glass, shut off, and when worked hard on the hills do not foam."

Wow! A big hit, yes?

Well, "Notwithstanding the favorable character of these statements," immediately continued Bell's survey, "the appliance was not continued in service on the Union Pacific R. R., and the writer has not developed any record of its application on other roads."

Clearly, however, the UP persisted for at least another six years.

All were rebuilt as 21" x 30" simple-expansion engines and superheated; see Locobase 7437.

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Class 1698, 1901/478 (Locobase 7438)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, pp. 80+. Works numbers were: 21718 in February 1903; 21745-21746, 21776, 21784-21785, 21793, 21804-21805, 21809-21811, 21853, 21860, 21868 in March; and 21901, 21918-21919, 21958, 22040 in April

Continuing the production of Vauclain balance compounds described in Locobase 6597, Baldwin delivered these locomotives in 1903. In addition to lengthening the boiler tubes by a foot, the builder significantly increased the size of the grate. Firebox heating surface area included 30 sq ft (7.88 sq m) of tubes. They retained the 12" (305 mm) piston valves used in the earlier engines.

Like all of the other compound Consolidations, this class soon was simpled and superheated; see Locobase 7439.

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Class 200/C-55 (Locobase 2627)

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 3075-3077 in November 1898.

Surprisingly modern looking and burly, this OR&N Consolidation had an Improved Belpaire firebox, piston valves outside (but Stephenson link still between the frames), even domes for steam and sand and well-formed counterweight arcs in the drivers. In addition, the fire box had 22 sq ft (2.04 sq m) of arch pipes in addition to 182 sq ft of heating surface.

The OR&N was part of the Union Pacific system. The name changed to Oregon & Washington and the three locomotives were numbered 327-329. When the UP took full control, they renumbered them 707-709 and grouped them with 510-524, 550-554 as the C-55 class.

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Class 219 (Locobase 11785)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 10a, p. 200. Works numbers were 5606-5607 in April 1881; 5621, 5623, 5656-5657 in May; 5792-5793 in August; 5806, 5816 in September; 5937, 5939, 5943, 5961-5962 in December.

Among the first 20 x 24" Consolidations to roll on the Union Pacific, this class was quickly followed in a year by a dozen Taunton engines; see Locobase 6825.

Several of these locomotives were later sold off to other railroads. The 1256, 1257, 1262, and 1266 went down to Mexico's Nacional de Tehuantepec at the turn of the century. 1258 was sold to Carr Brothers. 1259 served the Ironton in eastern Pennsylvania while 1260 went off to UP subsidiary Oregon Railroad & Navigation. 1263 operated first on the Valley Railroad, then joined several siblings on the Nacional de Tehuantepec.

1267 also was sold to the OR & N, but soon was placed with Hicks, a recycler/reseller that found a willing customer in the Chesapeake Western. See [] for the history of the Crooked & Weedy, which linked West Virginia coalfields with the Shenandoah Valley.

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Class 262 (Locobase 6825)

Data from KCS 12 - 1908 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 875-876 in December 1882, 879-880 in January 1883, 881-884 in February, 885-886 in March, 887-888 in April.

These Consolidations built by a lesser-known Massachusetts builder were apparently built to specifications that were nearly identical to those used by Baldwin to turn out fifteen such engines in 1881 (Locobase 11875)

The profile had a coned boiler with the steam dome just ahead of the cab, a sand dome over the gap between the first and second driving axles and a modestly sized cabbage stack. Note the large percentage of heating surface represented by the long, deep firebox and big grate.

One later operated on the Arkansas & Western as their #1. Gene Connelly's Taunton works number list suggests 1286 was the engine. 1283 was sent to the Oregon Railway & Navigation in 1900 as their 170. FM Hicks bought the 1289 in July 1900. Six years later the locomotive reseller resold it to the Fourche River Valley & Indian Territory as their #2.

NB: The KCS diagram shows the tube count, outside diameter, and length as shown in the specs, but records the "flue" heating surface as 836 sq ft (77.65 sq m) and total heating surface as 974 sq ft. That number would equate to 144 tubes. So Locobase adjusted the total heating surface area to match the sum of the known firebox heating surface and the calculated tube heating surface area.

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Class 300 (Locobase 12525)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 50. (Thanks to Wes Barris of steamlocomotive.com for his 28 June 2018 email reporting the missing metric equivalents to cylinder diameter and stroke.) Works numbers were 19103, 19163-19164 in June 1901; 19301-19304, 19341-19343 in August; 21768, 21774, 21828, 21840 in March 1903; and 21920 in April

These were delivered as long-stroke Vauclain compound Consolidations with a single 12" (305 mm) piston valve serving each set of one LP and one HP cylinder.

In 1916, most were converted to the simple-expansion layout shown in Locobase 7827.

711-713, 716-717 retained their Vauclain-compound setup until they were retired in April-July 1927.

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Class 310 (Locobase 12651)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 25, p. 160. Works numbers were 21768, 21774, 21828, 21840 in March 1903; and 21920 in April

Locobase 12526 shows the first ten of this class of Vauclain compound Consolidations delivered in 1901. The last five were duplicates of the 1903 order for the Union Pacific shown in Locobase 7438. Compared to the 300s, this quintet had one-foot (305 mm) longer tubes and a wider, shallower firebox, but retained the 12" (305 mm) piston valves.

In 1916, most were converted to the simple-expansion layout shown in Locobase 7827.

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Class 402 - superheated (Locobase 7436)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 12412 describes the saturated-steam engines that came on the road as Vaucalain compounds in 1900-1901. Before too long they had been converted to simple-expansion locomotives, which are shown in Locobase 5296 and before too much longer the railroad began installing superheaters. Replacing 137 small tubes with 26 flues subtracted quite a bit from total heating surface area.

Obviously of a useful size and power, these Consolidations retired one by one. A couple went in the 1920s, another (404) in October 1938, two in May 1940, but the rest were scrapped after World War II with the last two -- 406 and 419 -- being withdrawn in July 1956.

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Class 420 - superheated (Locobase 7437)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like all of the other Vauclain compound Consolidations procured by the Union Pacific in the first couple of years of the 20th Century, this class (originally profiled in Locobase 6597) went through two modification programs. First, the LP cylinders were removed and the HP cylinders were enlarged to 21". Sometime later, the UP added a Schmidt superheater. Fitting a superheater meant removing 136 small tubes in favor of 28 flues, but little else was done to these cart horses. Many of them served the UP until the 1950s.

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Class 478 - superheated (Locobase 7439)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

In superheating the series of Vauclain compounds that had been simpled a little earlier, the Union Pacific traded 135 small tubes for 28 flues. As with the other updates in this series, the result was a slight reduction in total heating surface in exchange for drier steam. Also like the other 2-8-0s, most of the 478s worked in their humble drag-freight roles until the end of steam on the UP.

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Class 80 (Locobase 2630)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899. See also DeGolyer, Volume 26, p. 219. Works numbers were 3194-3195 in April 1899. Their road numbers later changed to 50-51

Even though this St. Joseph (MO) and Grand Island (NE) engine resembles the OR&N Consolidation from the same catalogue dimensionally and also has piston valves outside (Stephenson link motion between the frames), matching steam and sand domes and well-formed counterweight arcs in the drivers, there are differences. The boiler on the StJ&GI is a wagon top with radial stays and a coned first course. It has about as many flues as a 66" diameter boiler could safely hold. The firebox has no arch tubes and has appreciably less heating surface (162 sq ft vs 182 sq ft + 22 sq ft for the arch tubes).

High praise for this pair from the StJ&GI's operations staff appeared as a paragraph in a 12 January 1906 letter from Baldwin field rep Edw. B Halsey contrasting the Dunkirk, NY' engines' excellent performance with that of the Baldwin Moguls described in Locobase 6579. After noting that the Brooks locomotives had been in service for eight years "...under the same conditions and using the same fuel and water" and were much more satisfactory.

The original sheets were still good in the fireboxes that fired well thanks to their length and narrowness. (The staff said these were "easier to fire than engines having wide fire boxes, where they claiim it is hard to place the coal in the corners.") The boilermaker, who impressed Halsey "as knowing his business", added that the reverse bend in the Brooks' locomotives side sheets ("like the letter S") allowed "flexibility and chance [sic] for contraction and expansion, which the straight side sheets do not permit of, such as our locomotives in question."

A continuing insistence on greater power and steam,ing capacity meant the wide firebox would prove preferable, but such comments as those appearing in the Halsey letter enhanced Brooks' reputation for sound design and construction as well as a certain grace of line.

The specialty suppliers' list shows a cross-section of the components Brooks used in building this engine in 1899.

Gollmar bell ringer

Franklin boiler covering

WestinghouseAmerican brakes

Crosby chime whistles

Janney couplers and caststeel driving wheel centers

carbon boiler and firebox steel

Star Brass company's steam gauges

Star headlights

Monitor Injectors

phosphor-bronze journal bearings

Nathan lubricators

Sullivan metallic packing

piston valves

Ashton safety valves

Houston sanding device

French springs

Kewanee brake beams on tender

Latrobe tires

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Class 800 (Locobase 9910)

Data is taken from "Cooke's Oregon Short Line Locomotive", Railway & Locomotive Engineering, February 1898, p.77. Works numbers were 2373-2374 in November 1897 and 2418 in December 1898.

This pair of Consolidations preceded the more numerous OSL 1000 class (Locobase 3946) and were smaller in all respects. Although described in R & LE as "...very powerful, besides having unusual steam making capacity", they were in fact in the bottom third of the hundreds of classes of 2-8-0s delivered to US roads in that period. Mr. J F Dunn, the OSL's Superintendent of Motive Power, was credited with the design.

Angus Sinclair noted one "extraordinary thing" about this trio: "...the screw threads different from the United States standard are used: from 3 /4 diameter up to 1 7/8 inch the screws are ten threads to the inch. All those screwed into the boiler are 12 threads to the inch." According to standard texts of the time, one could expect the number of threads per inch to decrease from 10 at 3/4" size to 5 at 1 7/8", so these were pretty fine-pitch screws.

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Class C 57 (Locobase 10768)

Data from Baldwin Locomotive Works, Record of Recent Construction ((1903), No. 31, p. 5. See also DeGolyer, Volume 23, p. 213 and Volume 25, p. 150. Works numbers were 18560-18563, 18568-18573 in January 1901; 18753, 18754, 18783-18785 in March; 21642-21643, 21655, 21660, 21672, 21709, 21715 in February 1903; 21754-21755, 21764, 21790, 21801, 21814, 21846, 21890 in March.

This set of Consolidations offered a relatively rare combination of 16" HP and 27" LP cylinders in Baldwin's Vauclain compound system; each set of 1 HP/1 LP cylinder was fed by a 12" (305 mm) piston valve. In specifications for the later batches, the frequently expressed wish for "driver springs heavier thereafter."

Sometime later, the OSL simpled these engines by giving them two 21 1/2" x 30" cylinders.

When the OSL officially joined the UP in 1915, the locomotives were renumbered 525-539. See Locobase 8336 for the superheated version.

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Class C-1s (Locobase 7270)

Data from LA&SL 1 - 1928 Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These small Consolidations (shown in their saturated form in Locobase 7269) were apparently productive enough to warrant superheating; their description here suggests that. And some in the class persisted in service into the 1950s. In this set of diagrams, the LASL doesn't give a grate area, figuring that an oil-fired locomotive doesn't really use a grate. The firebox heating surface is a better number to evaluate the system's potential to create steam in that case.

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Class C-2 (Locobase 4399)

Data from"Report of Committee on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater. Baldwin works numbers were:

1905

March (OWR & N) 25271-25274, 25293-25294

December 27016-27019, 27033-27036, 27041-27042, 27060-27063, 27076-27079, 27105-27107, 27130, 27142-27144, 27165

1906

August 28814, 28829, 28845-28848, 28872-28873, 28890-28891, 28910-28911

September 28950-28951, 28971-28972, 28989-28990, 29003-29004, 29008-29009, 29018-29019, 29026-29027

1907

February 30088-30089, 30112-30119, 30156-30157, 30192-30195, 30203-30209 and OWR & N 30245-30252, 30280-30281

May 30929-30931, 30947-30949, 30950, 30958-30959

June 30993-30994, 31015-31016, 31038-31041, 31047-31051, 31068-31069, 31086-31088, 31110-31112

July (OWR & N) 31251-31253, 31298-31300, 31325-31328

Baldwin is credited with delivering almost all of the Union Pacific's engines beginning in 1906. Brooks contributed 21 more in 1908

In addition to the UP's own holding of 133 engines, illustrations in Linn Wescott (Model Railroader Cyclopedia - Vol 1, 1960) and Drury (1993) show this common class in a variety of liveries (San Pedro, Los Angeles & Salt Lake/LASL, which had 75; Oregon Short Line (63), and Oregon-Washington RailRoad & Navigation). See Locobase 5340 for introduction to HCS idea.

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Class C-2 (Locobase 16195)

Data from"Report of Committe on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. See also DeGolyer, Volume 30, pp. 50+, and "Associated Lines", Record of Recent Construction No 57 (Philadelphia, Pa: Baldwin Locomotive Works, 1906), passim.

Baldwin works numbers were 27205-27208, 27237-27242 in January 1906.

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater.

Although nominally ticketed for the SNV, these engines' tenders were lettered for the OR&N (Oregon Railway & Navigation) and came under the OR&N's successor Oregon Washington Railway & Navigation Co ownership in December 1910.

A later increase in boiler pressure to 210 lb increased TE to 45,470 lb; the engines also received superheaters.

Like most of the HCS 2-8-0s, this class soldiered on to the end of steam in the 1950s.

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Class C-2 (Locobase 16196)

Data from"Report of Committe on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. See also DeGolyer, Volume 27, pp. 260+ and Volume 30, 50+.

Baldwin works numbers were 24855-24858, 24871-24875, 24887-24892, 24900-24901, 24910-24916, 24921, 24935 in December 1904; 24940-24942, 24966, and 24969 in in January 1905; 29994-29998 in January 1907; 31517-31519, 31537-31539, 31576-31577, 31613, 31727 in August. Alco's Brooks Works in Dunkirk, NY added their works numbers 44637-44659 in Deccember 1907.

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater. A later increase in boiler pressure to 210 lb increased TE to 45,470 lb; the engines also received superheaters.

3629 appeared in "Escape on the Fast Freight", 1915 installment of the "Hazards of Helen", a 119-episode (1/4 hour each) cliffhanger serial starring Helen Holmes that frequently featured well-photographed steam action. (See Locobase 418 for more details on these early Hollywood action films and the locomotives they used.)

All of the class were relettered for the Los Angeles & Salt Lake in 1916 and were incorporated into the parent company Union Pacific in 1921. Like most of the HCS 2-8-0s, this class soldiered on to the end of steam in the 1950s.

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Class C-2 (Locobase 16197)

Data from"Report of Committe on Power-Chicago, Rock Island & Pacific Railway-Descriptions of Standard Types of Locomotives," American Engineer and Railroad Journal, Volume 79 ( March 1905), pp. 84-86. See also DeGolyer, Volume 30, 50+.

Baldwin works numbers were 23584, 23592, 23623, 23629, 23646, 23653 in January 1904; 23668, 23672, 23676-23677, 23688-23689 in February;

27166-27167 in December 1905;

27188-27189, 27194, 27201-27204 in January 1906; 28686, 28698, 2871128749-28753, 28775-28777, 28812 in August;

30210,30228-30232, 30241-30244 in February 1907; 30856-30858, 30874-30877, 30902-30904 in May; 31246-31250 in July.

Part of the so-called "Harriman Common Standard" stud of 350 Consolidations built to the same design, this class was completed without a superheater. A later increase in boiler pressure to 210 lb increased TE to 45,470 lb; the engines also received superheaters.

All of the class were incorporated into the parent company Union Pacific in 1921. Like most of the HCS 2-8-0s, this class soldiered on to the end of steam in the 1950s. Copper road Butte, Anaconda & Pacific bought the 566 in 1947 and renumbered it 31. 595 followed in 1949, and 591 in 1950. All three were scrapped in January 1953.

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Class C-2 - superheated - 32 tubes (Locobase 7435)

Data from UP 5 - 1918 and UP 11 - 1946 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 4399 shows the saturated-steam "Harriman Common Standard" Consolidations as they were delivered to several railroads in the Union Pacific system. Not too long after their introduction in 1904, superheating arrived on American railroads with a rush and the UP began upgrading its large stud of 2-8-0s.

As usually happened in this first wave of superheater applications, very little else on the locomotive changed. In this instance, 41% (172) of the small tubes were removed in favor of the 32 flues. The firebox added 13.7 sq ft (1.3 sq m) in arch tubes. Weight rose a couple of tons, but otherwise the class remained essentially as delivered. Ninety-one of the class were shown with superheaters in the 1946 diagram book.

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Class C-2 - superheated - 32 tubes (Locobase 7833)

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

This large set of Consolidations is described by the OWRR&N as locomotives "in switching service". If so, their size, tractive effort, and superheat suited them for mainline freight as well.

Almost all of the class was built by Baldwin, although Brooks supplied 21 (numbered 311-331) in 1908 (see Locobase 4399). When the Oregon subsidiary superheated its HCS compounds, two variants appeared. Locobase 8337 shows the slightly more powerful version; this current entry had four fewer flues and nine fewer tubes.

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Class C-2 - superheated - 36 tubes (Locobase 8337)

Data from UP 5 - 1918 Loco Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 4399 shows the saturated-steam "Harriman Common Standard" Consolidations as they were delivered to several railroads in the Union Pacific system.

As with the parent Union Pacific, the Oregon line undertook superheating of its basic HCS 2-8-0 and Locobase finds that it fielded two variants of the upgrade. This version, which had 36 flues and thus more superheater area, operated with the variant shown on Locobase 7833.

All but FOUR of the OSL locomotives came from Baldwin as follows:

1904 560-570

1905 573-577

1906 578-593, 599

1907 594-598, 600-618.

Alco completed the set with 4 in 1908.

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Class C-55 518 - superheated (Locobase 8335)

Data from UP 11 - 1946 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Vauclain compounds were originally delivered in 1901, but soon were simpled and later superheated. The firebox heating surface included 17 sq ft of arch tubes.

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Class C-57 - 150 (Locobase 7464)

Data from UP 5 -1918 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (DeGolyer, Volume 25, page 175 is missing from the volume). Works numbers were 20924, 20938, 20990-20991, 21047, 21011, 21026 in September 1902; 21062-21063, 21117-21118, 21064, 21164 in October.; and 21197 in November.

Continuing the production of Vauclain compounds, Baldwin delivered this last group of nine that were considerably larger than even the 1900 group. In fact, this tightly packed boiler was the largest on a Union Pacific Consolidation. Five of the class--1512-1513, 1517, 1520-1521-- were transferred to the Oregon-Washington Railroad & Navigation Company subsidiary in 1904 as their 341-345

Beginning in February 1910, Union Pacific gradually simplified the expansion (22" x 30"), then later superheated the boiler. The OWR&N converted all five in 1910. See Locobase 7465.

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Class C-57 - superheated (Locobase 7465)

Data from UP 5 -1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The Union Pacific removed the two LP cylinders from its 1902 Vauclain compounds (described in Locobase 7464), but retained the 442 boiler tubes of the original design; see Locobase 7828 for the results of a similar operation on the OWRR&N's compounds.

In the mid-1920s, The Union Pacific took the additional step of adding superheaters. Although the reconstruction was limited to tubes being replaced by flues and their superheater elements, the scale was impressive. 197 tubes (44%) were removed in favor of 36 elements, which in this large boiler didn't result in a high superheat percentage. Still, the result was a more generously sized tube-and-flue cross-section and virtually all of the original heating surface area was retained.

Even so, three of the nine engines (not superheated) were withdrawn in 1928. The remaining non-superheated engine(153) was dropped in 1930. Three of the five superheated locomotives retired a few years later (152 in 1933, 150 & 154 in 1934). 155 & 158 somehow hung on through World War II and weren't retired until 1946.

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Class C-57 / C-1 (Locobase 7269)

Data from SPLA&SL Locomotive Diagram book (the Salt Lake Route) supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 26, pp. 230+. Works numbers were 23648, 23654, 23655, 23661 in January 1904; 23690, 23699, 23725, 23741, 23770 in February;

These Consolidations just predated the "Harriman Common Standard" 2-8-0s that were adopted throughout the Harriman Lines (See Locobase 5340 for introduction to HCS idea). The grate was the same as the HCS engines and the power dimensions differed only in cylinder diameter (HCS had 22" cylinders), but the boiler was considerably smaller. Somewhat unusually for the time, the class was delivered with 12" (305 mm) piston valves instead of the more typical balanced slide valves.

"Keep the weight down wherever possible," the SPLA&SL customer admonished,"without conflicting with company's standards.:

These were later superheated; see Locobase 7270.

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Class C-57 525 - superheated (Locobase 8336)

Data from UP 11 - 1946 Locomotive Diagrams and from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This large set of Consolidations is described by the OWRR&N as locomotives "in switching service". If so, their size, tractive effort, and superheat suited them for mainline freight as well and indeed they began life as the Vauclain compounds shown in Locobase 10768.

The firebox heating surface included 14 sq ft of arch tubes and remained essentially unchanged when the boiler was superheated. The boiler itself, however, seems to have traded 213 small tubes for 28 flues. The resulting superheat ratio isn't striking, but the reduction in heating surface is.

Almost all of the class was built by Baldwin, although Brooks supplied 21 (numbered 311-331) in 1908. When the Oregon subsidiary superheated its HCS compounds, two variants appeared. Locobase 8337 shows the slightly more powerful version; this current entry had 4 fewer flues and 9 fewer tubes.

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Class C51 - 700 (Locobase 7826)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Consolidation Locomotive for the Oregon Railroad & Navigation Company", Railway Age, Volume XIII [13] (25 May 1888). p 339. Builder and roster data from Don Strack's compilation presented on Utah Rails' [] . New York works numbers were 429-433 in October 1888.

This small builder supplied the quintet of Consolidations to the OR&N. The Railway Age report allows us to tie the original spec supplied by H N Webber, the OR&N's master mechanic to the winner's delivered product. RA described the proposed engine's "chief peculiarity" as "the very large heating surface." In support of this requirement, Webber offered a graphic image of his motivation: "I have thought best to load her with boiler instead of pig iron and to get material where it will do the most good." RA deemed his reasoning "a very wise principle" that seemed "well adapted to the uses for which this engine is intended--for heavy grade climbing and slow speed."

Noting that Webber specified a blind (i.e. flangeless) tire for the lead driver set, RA said that under different circumstances many might object, "but here it is not only allowable but preferable, considering the part which curvature plays on mountain roads."

Noteworthy requirements were a brick arch in the firebox, rocking grates of Webber's design, and extended smokebox.

Apparently, the Rome, NY builder followed the specs pretty closely, although the OWRR&N diagram dates from a much later time. Comparison of the original elevation drawing and the diagram show few changes boiler, firebox, and grate dimensions varied little as did weights. The specified 150 psi (10.34 bar) increased only slightly, probably when the engines were given new boilers. Weight differences also were insignificant.

161 was sold in 1907 to the 33-mile long Idaho Northern as their #2. The IN completed construction of the line between Enaville and Paragon, Idaho and was bought in 1910 by ...the OWN&R. 161 regained its old number.

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Class C51 - 705 (Locobase 7829)

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

This relatively lightweight pair of Consolidations, especially for engines built so late in the day, were originally delivered to the North Coast Railroad, but that line was absorbed by the OWRR & N on 24 November 1910. They apparently filled a niche as the first was retired only in 1940 and the other ran until 1947.

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Class C57 - 710 (Locobase 7827)

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

These were delivered as long-stroke Vauclain compound Consolidations with 15 1/2" HP and 26" LP cylinders; this configuration is shown in Locobases 12525 and 12651.

In 1916, ten were converted to the simple-expansion layout shown in the specifications.

Of these, one (714) was retired in May 1927, four were shelved in 1932-1933.

The other five served through World War II before being retired in 1946-1947.

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Class C57 - 725 (Locobase 7828)

Data from OWRR&NCo 1 - 1930 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 21011, 21026 in September 1902; 21064, 21164 in October; 21197 in November.

In addition to the Vauclain compounds delivered to the parent Union Pacific in 1902 (Locobase 7464), Baldwin supplied these five in the previous year that went within two years to the Oregon-Washington Railway & Navigation. Like the UP engines, these had 17" HP and 28" LP cylinders.

Within seven years, they were rebuilt to a simple-expansion design that kept the large boiler and forest of 2" tubes and a good ratio of evaporative heating surface area to grate area. The 1930 diagram book shows the firebox heating surface area given in Locobase specs, which suggests that the 30 sq ft of firebox tubes had been removed.

A year later they went back to the UP.

The first was retired in 1930, the last in 1940.

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Class C57 - 730 (Locobase 8338)

Data from Union Pacific 11 - 1946 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although these entered service as Harriman Common Standard coal-burners (see Locobase 4399), they were later modified as oil-burners with superheated boilers. In the modification, the 730s gave up the same number of small tubes (from 413 in the saturated boiler to 250 in the superheated one), but had 4 fewer flues and consequently a smaller superheater area. (7 were converted to switchers and did not receive superheaters or oil-burning fireboxes.)